Automotive

Mercedes-AMG Special Editions Arrive This Summer

Mercedes-AMG Special Editions Arrive This Summer

Mercedes and their in-house hot rod shop, AMG, have announced a run of special edition models. In this case there are three of them: The AMG GT C Roadster Edition 50, the Mercedes-AMG C63 Cabriolet Ocean Blue Edition, and the AMG Performance Studio Package for the Mercedes-AMG C43, Coupe and Cabriolet.
I know, it’s kind of odd to consider, since I always think of AMG versions as already being their special editions, but no. These are actually special, special editions.
AMG GT C Roadster Edition 50
First off the block is the AMG GT C Roadster Edition 50, which gets a special equipment package. The AMG Roadster is a special version of the AMG Coupe, which is both a very competent car and rather attractive, a rare thing to say about German cars. This roadster is called “Edition 50” because, surprise, they are only making 500 cars worldwide. But only 50 of them are coming to America, so I guess that makes the name okay.
Oh, and it’s also the 50th anniversary of AMG, which was founded in 1967.
The GT C Roadster Edition 50 can be spotted by a special paint, designo Graphite Grey Magno. There are black chrome accents on the side skirt trim and front splitter, along with trim strips in the air intakes of the Panamericana grille. Other styling elements include the fins on the side air outlets in the front fenders; there are additional unique styling cues on the rear diffuser, along with tailpipe trim elements.
There’s black chrome for days on this guy and the wheels are special too, with a cross-spoke AMG forged design featuring the aforementioned black chrome.
On the inside there’s even more of that black and silver vibe. The upholstery is Silver Pearl/Black Exclusive Nappa Leather with Grey diamond-patterned contrasting topstitching. The AMG Performance steering wheel? That’s covered in black DINAMICA microfiber with Grey contrasting topstitching. The 12 o’clock mark on the steering wheel is in Silver Pearl, and there’s Edition 50 badging.
The GT C Roadster Edition 50 is powered by an AMG 4.0L V8 biturbo that puts out 550 horsepower (5,750-6,750 rpm) and 502 lb-ft of torque (1,900-5,750 rpm ), which is a very broad torque curve indeed. The transmission hangs out back as a transaxle, fed by a torque tube from the AMG plant. The transaxle is a 7-speed dual-clutch transmission. The whole package can get to 60 in 3.7 seconds, topping out at an electronically limited 196 mph.
2018 Mercedes-AMG GT C Roadster “Edition 50.” Photo: Mercedes-Benz USA.
Mercedes-AMG C63 Cabriolet Ocean Blue Edition
The C63 Cabriolet Ocean Blue Edition comes with its own unique styling and design. As one would imagine, there’s lots of blue, specifically, Deep Ocean Blue, which is a new color. That color is used for the fabric acoustic soft top and numerous other details such as the trim strips on the front and rear bumper, and the wheel center caps. The Deep Ocean Blue acts as a contrasting color throughout the Crystal Grey interior.
The analog clock is a nice touch – it’s also highlighted by Deep Ocen Blue stitching.
The sheet metal itself is painted in designo Cashmere White Magno to contrast with the Deep Ocean Blue found elsewhere on the car. The interior is primarily Crystal Grey nappa leather with diamond quilting and Deep Ocean Blue topstitching for contrast. There’s a special edition badge in the center console in case you forget what you’re driving. Mercedes-AMG is up front about the car being aimed at a “particularly fashion-conscious and design-oriented target group.”
That does not, however, mean this cruiser can’t move.
Motivated by a handcrafted AMG 4.0L V8 biturbo that cranks out 503 horsepower (5,500-6,250 rpm) and 516 lb-ft. of torque (1,750-4,500 rpm), the rear-wheel drive C63 Cabriolet Ocean Blue Edition can hit 60 in 4 seconds, topping out at an electronically limited 174 mph.
The car itself is limited to just 150 units worldwide.
2018 Mercedes-AMG C63 Cabriolet Ocean Blue Edition. Photo: Mercedes-Benz USA.
AMG Performance Studio Package
The third of the three AMG specials is the Performance Studio Package for the Mercedes-AMG C43 Coupe and Cabriolet. Mainly, this seems to be an over-glorified trim package with an AMG sourced mill under the hood.
The car has numerous black details slathered inside and out. And Mercedes-AMG points out that “for the first time, the C43 Cabriolet is available with black exterior details.” I know, I, too, can barely contain my excitement. The radiator grille sports black pins instead of chrome; the trim strips on the front splitter, the rear bumper, side skirts, trunk lid spoiler, and tailpipe trim elements are all painted black.
The 19-inch multi-spoke light-alloy wheels? Black. The rim of the steering wheel in nappa leather/DINAMICA microfiber is also black.
2018 Mercedes-AMG C43 Coupe with AMG Performance Studio. Photo: Mercedes-Benz USA.

AMG Performance Studio Package Performance
And yup, there’s that AMG engine up front. A 3.0L V6 biturbo putting out 362 horsepower and 384 lb-ft. of torque. This is delivered to the bahn via an AMG Performance 4MATIC all-wheel drive system (with a nice 31:69 torque split) and a 9-speed automatic transmission. Performance stats? How about 4.6 seconds to 60 and . . . wait, this thing tops out at 130 mph? And even then it’s electronically limited?
That can’t be right. [Goes and checks.] [Goes and checks again.] Man, it is right! That’s pretty slow.
Shoot, when I was in high school, the Smith brother’s mom had a station wagon that was faster than that. And I mean a lot faster. Okay, so dad Smith was a semi-pro drag racer and he dropped a 440 Wedge motor into the thing, but that Polara could fly, no two ways about it. But why get off onto a tangent, especially one of dubious legality?
These new Mercedes-AMG models are on display at the 2017 Geneva Motor Show, and will be available for order this summer.
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.
2018 Mercedes-AMG C43 Cabriolet with AMG Performance Studio. Photo: Mercedes-Benz USA.
Photos & Source: Mercedes-Benz USA

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2017 Honda Civic Hatchback Sport Review

2017 Honda Civic Hatchback Sport Review

What’s sporty, fuel-efficient, fast, turbocharged, fun-to-drive, and has the utility of a hatch? No, it’s not a new Subaru WRX hatch, and it doesn’t cost a fortune. It’s the new Honda Civic Hatchback Sport.
It offers up a lot for the money, and it could be Honda’s best new launch in years.
We recently drove a Rallye Red 2017 Honda Civic Hatchback Sport with the 6-speed manual gearbox.
What’s New For 2017
The Honda Civic received a complete redesign last year, and now comes in a hatchback body style, making it a compelling compact that offers up plenty of utility. The available turbocharged engine produces a bit more power in the hatch model too.
Hatchback Sport Features
The Honda Civic Hatchback Sport has a starting MSRP of $21,300 and comes loaded with standard features: automatic headlights, LED daytime running lights and taillights, 60/40-split folding rear seatbacks, an expanded-view driver’s side mirror, automatic climate control, a tilt-and-telescoping steering wheel, and manual front seats with driver height adjustment.
Electronic features include a 5-inch central display screen, a rearview camera, Bluetooth capability, and a four-speaker sound system with a USB port.
The Sport gets a more powerful version of the turbocharged four cylinder engine, 18-inch alloy wheels, foglights, a center-outlet dual exhaust, aerodynamic bodywork, a rear center armrest with cupholders, and a leather-wrapped steering wheel and shift knob. Total MSRP including destination: $22,175.

Interior Highlights
Stepping inside reveals a sporty cabin and a driver-focused cockpit. Everything is easy to reach and the controls are straight forward. The highly adjustable seats, and standard tilt-and-telescoping steering wheel made it easy to find a comfortable driving position as we headed out for a weekend drive.
The Honda Civic Hatchback Sport we tested offered top-notch materials throughout and comfortable cloth seats, along with Honda’s typically tight finish. We liked the Civic’s extra storage spots up front for our gloves, cell phones, and sunglasses. The large backseat allows 6-foot-tall adults to sit with sufficient leg and headroom.
The rear hatch offers extra utility for loading larger items after the setbacks are lowered flat. Overall, the Civic Hatch features a well planned out space, with everything packaged so you can store smaller things as well as large cargo items in the back.

Engine & Fuel Mileage Specs
The Honda Civic Hatch Sport is powered by a sweet 1.5-liter four-cylinder turbocharged direct injected engine. It produces 180 horsepower and 177 lb-ft. of torque. Get the 6-speed manual rower if you are a driving enthusiast. It comes with 15 more lb-ft of torque than the CVT automatic.
Fuel economy is excellent with an EPA estimated 30/39 city/highway and 33 combined mpg.
Driving Dynamics
We were all over the city of Denver, and even took a couple trips to Colorado Springs over the last week in the new Civic Hatchback. In the city, it was easy to maneuver through narrow streets, and we were able to squeeze into tight parking spots with ease. We navigated some congestion and had no trouble getting around slower traffic on the highway.
The 1.5-liter turbocharged four-cylinder engine with the manual transmission is more powerful than you would think. It comes with a sweet exhaust note and solid power delivery, which is nice to see in a Honda powerplant. We did plenty of miles on the highway, and the Civic Hatchback offered a composed ride that wasn’t too floaty or harsh on the bumps.
The cabin is a bit noisy at high speeds, but far better than Civic models of the past.
Up in the high country west of Denver, the extra power and torque of the turbo engine kicked in and we could down-shift the 6-speed manual to find the perfect gear for passing. The Civic with the 6-speed manual rower is the way to go if you like to drive. It has quick throws and smooth shifts making it a joy to drive. The 1.5-liter turbo feels extra quick, thanks to the additional, steady low-end torque. The side visibility is a bit less than previous models due to the raked roofline, but that’s the price you pay for the sporty hatch look.
Conclusion
If you want an affordable, sporty, fuel-efficient, fast, turbocharged, and fun-to-drive compact with utility, the 2017 Honda Civic Hatchback Sport with the 6-speed manual gearbox is the way to go. Add in a comfortable, roomy interior filled with upscale materials, and you have a great city commuter that you won’t get tired of driving.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Honda Civic Hatchback Gallery

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2017 Honda Civic Hatchback Official Site
Photos: Honda North America

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Automoblog Book Garage: Camaro: Fifty Years of Chevy Performance

Automoblog Book Garage: Camaro: Fifty Years of Chevy Performance

We are really jazzed about the new Chevy Camaro. Recently, we reported on the 2017 ZL1’s impressive top speed and how the ZL1 LE is utilizing amazing technology to push performance boundaries. The Camaro is a timeless and iconic American machine no matter the era, and this weekend in our Book Garage series, we go back to the very beginning; long before the new ZL1 existed.
Why do we love the Camaro so much? Camaro: Fifty Years of Chevy Performance gets to the heart of the matter.
Storied Performance
In the early 1960s, American automakers raced to meet the demands of baby boomers, a burgeoning market that craved something more unique with regard to cars. Ford got the jump with the Mustang but the bowtie would not settle to the blue oval, responding with the Camaro in 1967.
The Mustang and Camaro rivalry has continued since, and if you fancy yourself on Team Camaro, you fondly recall the likes of the RC, SS, Z28, and IROC-Z. And 50 years from now, we will be doing the same with the ZL1.
Camaro: Fifty Years of Chevy Performance documents the entire story; how Chevrolet developed advanced tech at the time for the Camaro, how changes in the market put a strain on muscle cars, and how the battle between Mustang spilled over onto dealership showfloors. The more modern day Camaro is examined, detailing its departure and ultimate return in 2010.
The book features stunning, never-before-seen archival photography from General Motors.
Author
Mike Mueller has worked as a freelance automotive photojournalist since 1991. A lifetime car enthusiast, Mueller has written and photographed more than 25 automotive and truck history books and contributed photography to dozens more. Among his long list of titles are Motorbooks’ Chevy Chevelle 50 Years, The Complete Book of Corvette, and The Complete Book of Classic Dodge and Plymouth Muscle.
Camaro: Fifty Years of Chevy Performance is available through Amazon. Other works by Mike Mueller are available through Motorbooks.
Camaro: Fifty Years of Chevy Performance Gallery

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Pie In The Sky: Chevy & Domino’s Create In-Vehicle Pizza-Ordering Tech

Pie In The Sky: Chevy & Domino’s Create In-Vehicle Pizza-Ordering Tech Chevrolet and Domino’s are now offering in-vehicle ordering via GM’s Marketplace platform.
Drivers create their “Pizza Profile” and use that to place orders for either carry-out or delivery.
While useful, we’re not entirely sold on the idea when we have smartphones and mobile apps.
“Chevy is the first automotive brand to provide embedded in-vehicle pizza-ordering,” they cried. “Why?” I muttered in response. Basically, what we’re dealing with here (and “dealing with it” is about all I can handle at the moment) is Chevrolet partnering with Domino’s to provide people who own Chevys the ability to order pizza directly from their car’s touchscreen. It’s not all that dissimilar from what Domino’s and Ford did two years ago, partnering to examine how self-driving cars impact pizza delivery.
How Do I Order Pizza From My Car?
This in-car, pizza on-demand is part of the Chevrolet Marketplace, a commercial platform GM launched near the end of 2017. It allows Chevy owners to buy stuff, essentially. Marketplace can order coffee and food (pizza in this case), find gas stations, make dinner reservations and so on. Chevy says Marketplace is the industry’s first in-vehicle commerce platform. Marketing types – being who they are – tout this like it’s the best technological innovation since the space-saver spare.
“Millions of eligible Chevrolet drivers can now order their favorite Domino’s pizza from their in-vehicle touchscreen,” reads a recent press release. “So it’s ready for carry-out when they get to the store or will arrive at their home if they choose delivery.”
Which isn’t that impressive of an achievement. What Chevy and Domino’s are offering is a one-touch (really a few touches) ordering of America’s favorite Italian food. So sure, that does take out the arduous task of actually having to dial and speak to another human on the phone. But you could do that with an app, you know, like the one Dominos and other national pizza chains already have.
Chevy’s big mistake is the same one a number of automakers are committing today. They keep trying to make your car do something that other devices already do, and do much better. When I read that quote above, after tripping over the caveat of “eligible,” my immediate reaction was can’t we already do that on our phones? The answer is yes. Yes we can.
To place orders through Marketplace, users set up a free Pizza Profile with Domino’s, either online or through the Domino’s mobile app. Photo: Chevrolet.
Related: I tested GM’s controversial Marketplace app: Here’s what I found.
But No Phone Necessary
Chevy explains the machinations of the system: you can save your favorite orders and review past ones from the Domino’s Pizza Profile and, with a few screen taps, place those orders again. Easy-peasy. And here’s where Chevy unwittingly points out the system’s failing, saying how it works independently of any mobile device.
But Why? What on earth is the point of that? Anyone with basic capabilities and some causal reasoning is already thinking: “I can do this with my phone, what’s the big deal?” Let me answer that: It’s not. This is not a big deal. Chevy wants you to think it’s a big deal the same way Domino’s wants you to think it’s actually pizza.
This is, like most tech innovations these days, solving a problem that never really existed in the first place, and doing so in a cumbersome and intrusive way. And some of these tech “solutions” create more problems than they actually solve. Carlos A. Alvarenga, Senior Research Fellow and Adjunct Professor in the Logistics, Business, and Public Policy Department at the University of Maryland’s Robert H. Smith School of Business, dubs this as the Linn Effect.
Within Marketplace, customers place a saved order or a recent one from their Domino’s Pizza Profile. Photo: Chevrolet.
Pie In The Sky
To wit, and I quote from the press release: “To place pizza orders through Marketplace, users first need to set up a free Pizza Profile with Domino’s, either online or through their Domino’s mobile app. The profile will include their preferred delivery address, preferred stores and payment method information, as well the chance to create and save their favorite order as an Easy Order. Through Marketplace, users will link their Pizza Profile to their vehicle, allowing for simple ordering in the future.”
So, let me get this straight. I set up my Pizza Profile, handing over personal information to a large corporation, like where I eat, where I buy their food, how I pay for it etc. Then save a bunch of my preferences for what I like to eat (more big data to get crunched, sifted, and sold); and then all this information links with another corporation that chains it to a specific vehicle. And then, when I’m driving and I say to myself, “Boy a pizza sure sounds good,” I open the app, tap a few buttons, and all my pizza dreams will come true!
Or, I can go through the debilitating and draining task of picking up my phone and saying, “Yeah, this is Tony. I’d like a medium pizza with Italian sausage and onions to go. Okay, thanks.” I do declare, how did we ever survive such hardships?!
Only in America could a couple of companies come up with such a semi-laughable way to get more personal data; target and track you, yet spin it as a benefit and expect people to say, “Cool!” Of course, there is a percentage that will think it’s cool, but I honestly don’t know how to help you at this point if you do.
Photo: Chevrolet.
Cars Are Not (And Should Never Be) Phones
Manufacturers have to stop trying to make their cars act like smartphones. Know why? Because smartphones already act like smartphones. That ship has sailed. The fact Chevy did this raises the awful specter that one of two things happened in a planning meeting one day in Detroit. Either someone said “Gee, it sure would be cool if my car could order pizza for me.” Or the much more likely scenario: someone said, “How can we leverage our customer base to get more demographic and purchasing data out of them, then sell that off as another revenue stream?”
Like I said, most tech innovations today solve problems that never really existed in the first place. And don’t get me started on what counts as “pizza” in the boardrooms at Domino’s.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
Photos & Source: Chevrolet.

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2019 Toyota Tundra TRD Pro Review: No Terrain Too Tough

2019 Toyota Tundra TRD Pro Review: No Terrain Too Tough 87Good 2019 Toyota Tundra TRD Pro CrewMaxOverall Impression Excellent when off-road.Comfortable and spacious cabin.Lags behind other trucks in key areas.ProsEngine Power Safety EquipmentRoomy Rear Seating ConsPrice BumpFuel Economy The Toyota Tundra TRD Pro took a year off to get some upgrades, and now the Japanese automaker brings it back better than ever for off-road enthusiasts. It’s the trim you want for extreme off-road performance. It also receives new wheels that set it apart from previous years, although it gets a significant price bump from the 2016 TRD Pro we tested a few years ago. So is the 2019 Toyota Tundra TRD Pro worth the extra money?
Well this week, we’ve been driving the 2019 Toyota Tundra TRD Pro CrewMax.
What’s New For The 2019 Toyota Tundra TRD Pro?
TRD Pro is back after a year hiatus and comes with a revised suspension that includes Fox internal bypass shocks. The new BBS wheels feature Michelin P275/65R18 all-terrain tires. The TRD Pro trim is only available for CrewMax models. The current-generation Tundra was primarily designed by Toyota’s Calty Design Research centers in Newport Beach, California and Ann Arbor, Michigan.
Features & Options: Safety & Off-Road Treatments
The 2019 Toyota Tundra TRD Pro CrewMax ($49,645) comes standard with heated mirrors, damped tailgate, rearview camera, an integrated trailer brake controller, Bluetooth, and a six-speaker sound system with a CD player and USB port. The upgraded tech interface includes a seven-inch touchscreen, HD and satellite radio, traffic information, and a navigation app. The crew cab adds a power rear window and an overhead console.
Safety features include forward collision warning and mitigation with automatic braking; lane departure warning and automatic high beams; and adaptive cruise control. TRD Pro also comes with variable, intermittent windshield wipers and wiper de-icer.
For improved off-road performance, the TRD Pro trim features larger aluminum Fox shocks for better heat dissipation and damping control; a two-inch front lift for more clearance, lighter BBS forged wheels, and LED headlights and fog lamps to help light up the trail at night. A shiny black exhaust tip and TRD Pro exhaust change the note, while a front skid plate prominently features the TRD logo in red.
Visually, a unique grille, TRD Pro stamping on the rear quarter panels, and a hood scoop separate it from the rest of the line. On the inside, TRD Pro logos are pretty much everywhere. Total MSRP including destination for our tester: $51,040.
2019 Toyota Tundra TRD Pro CrewMax.
Related: On the road with the perfect weekend warrior.
Interior Highlights: Stadium-Sized Cabin
Stepping inside the Toyota Tundra reveals a spacious cabin ready to haul five adults and/or kids around with ease. There’s sufficient leg room for every rider, but the CrewMax is definitely the correct choice if you are carrying six-footers in the second row. The leather-trimmed bucket seats are plush and comfy. They feature attractive red stitching that sets off the black seats and dash. The rear seats slide and recline, though the backrest reclining angle isn’t too comfortable and the cushions are somewhat low.
All the controls are easy to locate and use, and there are plenty of storage compartments and cupholders for those long trips. Also for those longer trips is the TRD Pro’s Entune Premium Audio with Navigation and App Suite. When connected to your smartphone, the system gives you access to different apps via the dashboard touchscreen.
Just two things are missing in this spacious cabin: push-button start and heated seats. We think these are a must in this price range. There is tons of room in this Tundra for even the tallest adults, but the absence of heated seats is an oversight by Toyota.
The 2019 Toyota Tundra features High Solar Energy-Absorbing (HSEA) glass. To avoid sun damage to the interior, the glass filters solar heat and UV light.
Engine & Fuel Mileage Specs: Room For Improvement
The 2019 Toyota Tundra TRD Pro is powered by the i-Force 5.7-liter V8, which is synonymous with the Tundra name. The engine produces 381 horsepower (5,600 rpm) and 401 lb-ft. of torque (3,600 rpm). It comes mated to a six-speed automatic with sequential shift technology. Another i-Force powerplant is also available, a smaller 4.6-liter that produces 310 horsepower and 327 lb-ft. of torque. Both engines utilize an aluminum cylinder block and variable valve timing.
EPA fuel economy estimates are 13/17 city/highway and 14 combined with 4WD. This is one mpg less combined than previous models. The larger fuel tank (38 gallons) is useful for longer hauls. However, when compared to other trucks in the market, the Toyota Tundra is way behind the pack in terms of fuel economy.
All Tundra beds are 22.2 inches deep and, when properly equipped, offer a payload capacity of up to 1,730 lbs. When properly equipped, the 2019 Toyota Tundra can tow 10,200 lbs. While this is a solid towing figure, it lags behind the current and updated offerings from the Big Three.
The Fox internal bypass shocks are one of the best features of the 2019 Toyota Tundra TRD Pro CrewMax.
Driving Dynamics: A Good Sounding Truck
Thankfully, one thing Toyota didn’t change on the TRD Pro is the dual exhaust system. The 5.7-liter engine comes to life when you step on the pedal with a nice throaty rumble. We pushed the big full-size truck up I-70 west of Denver and into the mountains without issue. The TRD Pro is especially quick due to the engine’s high torque rating. The six-speed automatic shifts up and down smoothly, with shift points ideal for pulling a long mountain pass or hauling a larger trailer.
Driving Dynamics: Off-Road Test
On the open road, Toyota seemed to improve the ride quality somewhat over the previous model. With regard to our TRD Pro tester, it has the extra ground clearance and the right suspension setup for extreme off-road use, including 2.5-inch Fox internal bypass shocks. If you want to get away from civilization, this is the model you want. We tested it on an off-road course west of Denver, and the big truck had no problem pulling up steep trails and navigating a rocky stretch. Toyota says the suspension changes provide an increase in rear wheel travel of more than two inches, something we noticed on the course.
In urban settings, the Tundra has a civilized manner and it handles well enough. But around town, the CrewMax is tricky, as the truck is a bit long for most parking spots. If you need to get into smaller areas, this truck will leave you hanging out.
If you want to get away from civilization, the 2019 Toyota Tundra TRD Pro CrewMax is the truck for you.
Conclusion: Still Pretty Good
Those interested in venturing off-road or getting away from the city would be wise to consider the capable TRD Pro. It comes with plenty of creature comforts too if you do take it on a long trip. While it does fall behind the competition in some areas, the 2019 Toyota Tundra is still a solid truck with a strong track record of reliability behind it.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. All of his firsthand reviews are archived on our test drives page. Follow Denis on Twitter: @CarReviewGuy
2019 Toyota Tundra Gallery

Photos: Toyota Motor Sales, U.S.A., Inc. (Additional models and trim levels shown).

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Ultima RS: The Most Incredible Car You’ve Probably Never Heard About

Ultima RS: The Most Incredible Car You’ve Probably Never Heard About It all started out innocently enough. I noticed something on one of the racing sites, and that lead to a group email with me summarizing, “Yes, yes, great car, wonderful specs and all that. Now, could you please give it to an Italian so it will look less ugly?” The great car in question is the new Ultima RS. Indeed, it is a very great car, if also being frighteningly homely.

The company says the Ultima RS is the crowning glory of their 35 years and the finest expression of their core DNA.

What Is The Story Behind The Ultima RS?

Ultima, as a car company, has been kicking around for a while. In 1983, automotive engineer and designer Lee Noble established Noble Motorsport Ltd, and launched the Ultima Mk1. The Ultima Mk1 had a square-tube, space-frame chassis, along with the front brakes and steering of the Ford Cortina and Renault rear brakes. The V6 engine and transmission were from a Renault 30. If you had a subscription to Kitcars and Specials magazine back then, you would have seen the Ultima Mk1 in its pages.
By 1998, the forthcoming Ultima GTR is undergoing tests at the Motor Industry Research Association (MIRA). By 2014, the company is producing the GTR’s replacement, the Ultima Can-Am. However, by 2015 the Ultima Evolution replaces them both with the company’s most advanced technology yet. A year later, sales would stretch to include 65 countries.
In addition, they are in the Forza Motorsport games and they were instrumental in the development of the McLaren F1.
The Ultima RS is the company’s most thorough and comprehensive revision of the road legal Ultima supercar. Photo: Damian Hock.
Related: A story over three decades in the making: the history of Ultima Sports Ltd.
For The Track & Street
The cars that Ultima makes are, more or less, track-only cars. However, the Ultima RS is as street legal as a Honda Civic. That explains the optional Alpine entertainment system with satellite navigation and Bluetooth, and the air conditioning option too.
“We have gone to great lengths to design the new Ultima RS in a manner for it to be deemed road legal in many countries, which is a hugely time-consuming and skilled task compared to simply manufacturing a track-only car,” reads the company’s website. “The beauty and ethos of the Ultima is that it can be enjoyed immensely on the public roads at sensible road speeds as well as on a race circuit where it can deliver devastatingly quick lap times.”
But Land-o-Goshen do these things look like they fell out of the ugly tree and hit a bunch of branches on the way down. But let’s put those concerns aside for the time being, because the view from inside the new Ultima RS must be sublimely terrifying.
Ultima RS interior layout. Photo: Damian Hock.
Sit Down & Strap In
The inside, while we’re on the subject, is about the size of a phone booth knocked on it’s back. You’re fully cosseted by a beefy roll cage and purposeful dials and a custom seat and all that, but really you are just crammed into a small, noisy, glorious space that is about 0.2 seconds away from the afterlife. I am not – and let me be clear about this – saying this car is going to kill you. Oh no, quite the contrary. I am saying your skill as a driver will not be enough to save you. There is quite the difference.
What makes me say that? The powerplant, for one.
Rocket Ship On Wheels
In the case of the Ultima RS, that would be the latest Chevrolet V8 LT1 direct-injected engine, putting out 480 bhp. Which, given how the RS is only 13.5 feet long, around six feet wide, and literally waist high (3.6 feet); and the entire thing tips the scales at a featherweight 2,050 lbs., means the performance is staggering. Zero to 60 in three seconds flat, quarter-mile times as quick as a superbike (11.2 seconds at 131 mph, top speed of 180 plus; praise Shiva this thing doesn’t get any cra- . . . oh, wait, I am so very sorry.
Those performance figures for the LT1-powered Ultima RS are for the bottom of the line; the entry level model, the starter pack, if you will. It goes up from there. Way, way up to performance figures just the other side of full-on race cars and just this side of hearing harp music.
The top-of-the-line engine choice is a Chevy supercharged LT5 mill that puts out a staggering 1,200 bhp. Yes, that is more than a current Indy car and more than a current F1 car. Yes, that is more than a current Nascar. Ultima Sports Ltd. has seemingly no problem with making, selling, and handing these over to anyone with the cash. Here’s a car that is capable of . . . (checks figures) . . . oh . . . oh my . . .
Look at this!
Zero to 60 mph: 2.3 seconds; zero to 100 mph: 4.8 seconds; standing quarter mile: 9.2 seconds at 156 mph. And finally, the top speed: 250 plus mph (gearing limited).
The Ultima RS is available with an “interchangeable silencer delete X Pipe” for those who want a “truly thunderous” V8 soundtrack. Photo: Damian Hock.
To Put That Into Perspective . . .
An Indy car does zero to 60 in around 2.2 seconds. A Suzuki Hayabusa does the quarter in 9.3 and it’s a friggin’ motorcycle! The Ultima RS is . . . is faster than most anything else out there and it’s only limitation is gearing? Seriously, no joke, spec-wise this thing is as fast as an Indy car and it has a license plate on it. I decided to build one of these up in Forza. I couldn’t get it all the way up to 1,200 bhp (only into the mid 900s), and I could barely keep the thing on the road.
Just imagine what it must be like in real life.
Perfect For That Midlife Crisis
I changed my mind. This might just be the most beautiful car on the planet. Shoot, you’re going to be moving too fast for people to get a good look at you anyway. I swear, this thing probably generates it’s own red-shift at this point. Now all I have is questions. Dirty, ugly questions. Like, can I fit in the thing? Can my bank account handle it? Is my last Will and Testament in order?
A few of the car’s specs are below, with the complete list here under the FAQ section. I’ve got to go lie down and think now. And I should call my therapist. And my priest. Also my minister and a Rabbi I know. Shoot, better call up that mortician too, just in case.
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.
Ultima RS Technical Specifications:
Chassis
Powder coated in satin black.
Fully-welded roll cage in 45mm CDS with welded rear braces.
Updated space-frame using mainly 38mm x 1.5mm diameter tube.
Body
Roof scoop option is a Le Mans-style design to provide more efficient engine cooling.
Unpainted GRP, finished in a gel coat utilizing the latest advances in pigment technology.
Carbon fiber elements include the front and side splitters, dive planes, brake ducts, and wheel arch vents.
Carbon Fiber Wing
Nine different angle of attack adjustment positions.
Swan neck mounts transfer downforce directly to the chassis.
Steering & Suspension
Front ride height hydraulic lift kit option.
Quick ratio steering rack – 2.1 turns lock to lock.
Fully-adjustable, custom-made coil spring dampers.
TIG welded, double unequal length wishbones with extended front wishbones.
Braking
Adjustable brake bias front to rear. All stainless steel TUV hoses.
Standard: AP 322 mm curved vane vented discs all round with 4-pot calipers.
Optional: Larger fitment of 362 mm x 32 mm curved vane discs all round with 6-pot calipers.
Tires
Michelin 19″ Pilot Sport Cup 2 and Pilot Sport 4S options.
Interior
Air conditioning.
Ultima RS branded luggage bag set.
Steering wheel mounted wireless switch gear.
Carpet for the floor and rear bulkhead with color-coded piping option.
Leather Alcantara seats with new grommets to accommodate 75 mm seat belts.
Ultima RS Gallery

Photos & Source: Ultima Sports Ltd.

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Volkswagen Atlas Cross Sport Concept: A Serious Contender?

Volkswagen Atlas Cross Sport Concept: A Serious Contender? In some ways, VW’s Atlas Cross Sport Concept is just that: A concept vehicle at an auto show loaded with gee-wiz features. In a lot of other ways, this is just VW’s latest SUV. But the real key to the Atlas Cross Sport Concept can be found in the press materials when VW says, “Atlas five-seater shows that Volkswagen has a serious SUV strategy.”
In other words, “take our SUVs seriously.” Well, should we take the Atlas Cross Sport Concept seriously?
Up To Speed
For those out of the loop, the quick sketch is that SUVs are a big deal. People want them, for a number of reasons you don’t have to be Sigmund Freud to really figure out. And car makers want to sell them, because the profit margins are higher than traditional cars. So, bottom line: Everybody wants in on the SUV game. And Volkswagen is kind of late to the party. So, their Atlas Cross Sport Concept has to hit all the right notes and make an impression.
The Atlas Cross Sport Concept sits right in the middle of the SUV world. It’s not huge, like an Escalade, and it’s not goofy and tiny, like a Nissan Juke (if the Juke even counts). The Atlas can seat five and carry a lot of their stuff, and it looks like a modern SUV: a big, two-box design resembling a station wagon on steroids.
The Volkswagen Atlas Cross Sport Concept on display at the 2018 New York International Auto Show.
Just Enough
The Atlas Cross Sport Concept is 7.5 inches shorter than the run-of-the-mill Atlas, yet it keeps the same wheelbase. The most notable loss is that third row, which knocks the seating capacity down to five. So the Atlas Cross Sport Concept is not aimed at big families, but it’s still big enough for most people and most families to use most of the time. VW goes on and on about how it looks, but to my eyes, it’s rather inoffensive and generic and, if anything, there’s not much there to even criticize. What really sets VW’s Atlas Cross Sport Concept apart is the hybrid drivetrain.
Power & Performance
Volkswagen notes the Atlas is based on the company’s modular transverse matrix (MQB) platform, and that it can be “built with all manner of drive systems, including a plug-in hybrid drivetrain.” In other words, look for a bunch of engine choices across the range.
The concept uses the same 3.6-liter V6 FSI engine as the “normal” Atlas, putting out 276 horsepower and 266 lb-ft. of torque. However, that’s just the start, since output is enhanced by two electric motors “fueled” by a compact 18.0 kWh lithium-ion battery housed in the center tunnel. The front motor puts out 54 horsepower and 162 lb-ft. of torque, and the rear motor adds 114 horsepower and 199 lb-ft. of torque to the party. This means a total system power output of 355 horsepower and 1,439,294 lb-ft. of torque.
Wait, I think my figures are a little off for the torque? Let’s just say it puts out a lot of torque, okay? Anyways, you add all that up and this VW concept hits 60 in just 5.4 seconds, topping out at 130 mph.
Photo: Volkswagen of America, Inc.
Drive Modes
And here’s where things get interestingly geeky and gearhead-centric. The software genies that control everything do some very interesting stuff, allowing this concept to operate in any of five modes: E-Mode, Hybrid, GTE, Off-Road or Battery Hold/Battery Charge.
The vehicle always starts out in the all-electric E-Mode if the battery is sufficiently charged. The all-electric driving range is up to 26 miles. Impressive. In E-Mode, drive power is entirely supplied by the 114 horsepower electric motor at the rear axle. Further, the gasoline engine is decoupled from the drivetrain and shut off. As soon as the software decides it needs the V6, it is recoupled to the drivetrain in an almost unnoticeable process.
When working in Hybrid mode, the V6 and/or rear electric motor automatically engage. If the battery is not sufficiently charged at this point, lifting your foot off the accelerator or hitting the brakes will turn the electric motors into generators where the energy recovered from braking is pumped into the lithium-ion battery. In GTE, which is driver-activated via a button, the throttle map, gearshifts, and steering feel sportier, and the V6 and the electric motors work together to access the full system’s power output. Ya-hoo!
If the driver activates the Off-Road mode, the Atlas Cross Sport Concept goes full-on all-wheel drive. The battery’s state of charge is low, and the front electric motor is exclusively used as a generator for the electric motor on the rear axle. This is said to give this show-car Atlas very impressive off-road ability.
Finally, the dual Battery Hold/Battery Charge mode is activated from a menu in the infotainment system. Battery Hold means the energy content of the battery stays constant and Battery Charge means the battery is charged while driving; and all this sounds quite clever. For example, you might use this mode to intentionally prep for driving in the all-electric mode.
Photo: Volkswagen of America, Inc.
In Person
Will this concept be built? Probably, but that’s not the point, I think. The point here is that VW could be sitting on a very flexible drivetrain that can be dropped into a large number of future vehicles. We will have to wait and see. In the meantime, the Atlas Cross Sport Concept is on display 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.
Volkswagen Atlas Cross Sport Concept Gallery

Photos & Source: Volkswagen of America, Inc.

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How Many Easter Eggs Can Your Favorite HD Truck Haul

How Many Easter Eggs Can Your Favorite HD Truck Haul If I could offer one nugget of advice for the Easter Bunny (assuming he’s reading) it would be to ditch the basket and get a truck. While the basket certinately has a novelty flare synonymous with the Easter season, hauling chocolate bunnies, jelly beans, and painted eggs is much easier with a big truck. The question is what truck would best suit the Easter Bunny, and the team at Royalty Core set out to find the answer.
Colorful Numbers
Based in Oregon, Royalty Core designs and hand-builds custom performance grilles, emblems, and headache racks. Their grilles and other unique truck parts have been featured in dozens of industry magazines, and are often part of award-winning SEMA builds. The staff came up with a math formula to get the hard boiled egg-hauling totals for the new Ford F-250, Chevy and GMC 2500 HD base models, Nissan Titan XD, and Ram 2500.
“We’re all about customizing your truck, so we thought adding something decorative to the bed would be a fun way to measure just how much these trucks can handle,” said Robb Kamp, owner of Royalty Core.
Here is Royalty Core’s brain scrambling (see what I did there) formula to determine how many eggs these trucks can haul.
One U.S. large, dyed egg weighs about 57 grams.
The egg’s density is 1.03 grams/cm3, so the egg is about 56 cm3 (3.4 cu. in.) in volume.
Round that measurement to 3.75 inches to account for the empty space around each egg.
Eat a chocolate bunny (optional).
Next, convert the volume of a truck bed from cubic feet to cubic inches, and divide by 3.75 to come up with an egg count.
Now, convert the weight of an egg in grams to pounds (57 grams = 0.126 pounds), and multiply by the egg count to get the total egg weight.
Write it all down in a table, check your work, and then brag to your friends about how much better your truck is than theirs.
“I can tell you when we started this, we weren’t sure any of the trucks could handle their max capacity of Easter eggs,” Kamp added. “That was surprising.”
The Nissan Titan XD is great for hauling hay. Easter eggs on the on the other hand? That’s a different story. Photo: Nissan North America.
And The Winners Are . . .
Weight totals mostly stayed beneath or just over each truck’s maximum payload, but one truck couldn’t haul the number of eggs that actually fit in its bed. Here’s the bed size, egg capacity, and whether or not these trucks were up to the challenge:
2018 Chevy 2500 HD – 61 cubic feet + 28,109 eggs = 8 pounds more than max payload.
2018 Ford F-250 – 65 cubic feet + 29,952 eggs = 3,774 pounds. Yes, it can haul!
2018 GMC 2500 HD – 61 cubic feet + 28,109 eggs = 8 pounds more than max payload.
2018 RAM 2500 – 58 cubic feet + 26,726 eggs = 3,368 pounds. Yes, it can haul!
2018 Nissan Titan XD – 59 cubic feet + 27,187 eggs = 516 pounds more than max payload.
So, based on this, the Easter Bunny (should) be getting either a new Ram or Ford. Chevy fans can counter by simply saying the Easter Bunny isn’t real. Nissan fans should just opt for the traditional Easter basket. It can probably haul more eggs.
Royalty Core’s graphic is below, with a version you can share on social media here. Happy Easter and sorry Nissan fans!
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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Brembo Showcases Next Gen, High Performance Caliper In New York

Brembo Showcases Next Gen, High Performance Caliper In New York Brembo introduced a new brake caliper for the high performance road car market during the New York International Auto Show. Brembo says the new caliper comes by way of rigorous study and a dedication to create functional products with engaging shapes. The company drew on over 45 years of Motorsport experience and over 300 racing championships as they developed the new caliper.
The goal was to create something that could match the shape, color, and exclusivity of high performance cars.
New Applications
Brembo’s engineers focused on the caliper’s geometry, reducing the mass of the areas not subjected to stress during braking. To get a better understanding on how to accomplish this, topology optimization was utilized. Topology optimization is a software tool that allowed the engineers to simulate the stiffness of the caliper and locate excess material. This application is more common for racing brakes, being used now for the first time for a cast aluminum caliper intended for road cars.
Brembo has a number of similar innovations for road-going performance cars already, including a hybrid material braking system for the 2019 Corvette ZR1.
New Benchmarks
With the minimized curves and material reduction, a weight savings of 400 grams per wheel was achieved, marking the highest ratio of weight/stiffness ever for a cast aluminum caliper for road use. Brembo says the new caliper will be used in conjunction with carbon ceramic discs and can be made in a variety of colors.
In Person
Brembo’s new caliper is equipped to the 720 horsepower Pagani Huayra, located inside their display at the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
The Automoblog Staff contributed to this report and can be reached anytime.

Photos & Source: Brembo SpA.

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