Automotive

Letter From The UK: When Speed Isn’t Everything

Letter From The UK: When Speed Isn’t Everything With so much to do in a given day, we often drive with purpose instead of for pleasure.
Maybe it’s time to take a road trip? A slow drive with someone special to just enjoy the scenery?
Geoff Maxted packs up a modest Ford Galaxy with his wife for a journey into the UK’s rich history.
Great Britain is a country of contrasts. From blue remembered hills to golden shores; the dangerous, rocky coasts to rugged open moorland, there is so much to explore on a relatively small island and, crucially, almost all of it is accessible by road. From Lands End in the South to Cape Wrath at the Northernmost point, the car is an essential tool for getting about.
This begs the question:
Which Car?
You see, for most of my time I am yearning tragically for high-performance experiences I will probably never have. Recently I have written about the new Porsche Speedster and the Aston Martin Valkyrie, for example. Both hugely desirable, neither are at all suitable for exploration along the broken minor roads and tracks of the UK. Furthermore, at the opposite end of the scale, a full-blown four-wheel drive mud-munching behemoth is also totally pointless.
A good all-rounder, that’s the answer.
The Journey
On this trip via the north coast of the Counties of Somerset and Devonshire and taking in the low, bucolic Quantock Hills, our ultimate destination was Exmoor National Park. It was the two of us for just a few days but to make allowances for the amount of luggage my beloved Lady requires (“You can never have too many accessories”) the chosen vehicle was Ford’s capacious Galaxy.
In this country, cars of this type are known as MPV’s (multi-purpose vehicles) and very useful they are. Ideal for moving small items of furniture as much as families, vehicles like the Galaxy make the ideal touring machine. Not quick but full of purpose, the Ford did all we required of it without pausing for breath.
Photo: DriveWrite Automotive.
It was the two of us for just a few days but to make allowances for the amount of luggage my beloved Lady requires, the chosen vehicle was @Ford’s capacious Galaxy.Click To TweetThe Car
Our Galaxy came with a 2.0L diesel engine; just the right powerplant for this trip. Thrifty, yet producing 148bhp, this engine took everything in its stride thanks to a chunky 350Nm of torque.
To be honest, this car is getting a bit long in the tooth now and must soon be in line for replacement. The slow demise has already started as some catalogued colours, including the splendid “Deep Impact” blue you see before you, have been de-listed.
In typical Ford style, the dashboard was adequate with all the usual technology, but doesn’t come near the luxury of, say, an Audi. This is however reflected in the price of £30,000, which in this country makes this motor a real bargain. With seven seats available (at the expense of trunk space) this people carrier is both comfortable and reliable.
We recorded over 50 miles for the precious gallon in mixed driving. Yet, when the occasion demanded, the car was entirely up for a bit of spirited overtaking. You can take the man out of the performance car but you cannot take the performance car out of the man. You can quote me on that.
Photo: DriveWrite Automotive.
You can take the man out of the performance car but you cannot take the performance car out of the man.Click To TweetThe Terrain
Approaching our first destination, the small coastal village of Lynmouth, involved first tackling Porlock Hill. From the East side the hill starts with a sharp u-bend at an inclination of 25 percent, requiring diligent use of low gears. The road up the hill sometimes narrows dangerously to one car’s width while passing through tiny hamlets. It varies from really steep to OMG!
Historically, that is to say in the last century, it was often the case that passengers had to alight and assist the engine with a hefty push. This is why a strong diesel with a decent amount of torque was called into action. Even today, our tiny modern blown engines could struggle, especially in the hands of a novice.
Okay, it’s not like driving up the side of some mighty eminence but it’s enough.
It is worth it too. The views of the coast and of the expanse of Exmoor are superb from the top of Porlock Hill. Or rather they would be if it wasn’t for persistent low-rolling clouds obscuring the view. At some points, it becomes so dense that you can’t see the dozy sheep wandering about in the road until the last second.
Photo: DriveWrite Automotive.
The Funicular
Finally though, the sun broke through as we descended down into the steep gorge where, at the confluence of the East Lyn and West Lyn rivers, we arrived at Lynmouth. This charming little coastal village twins with the village of Lynton way up on the other side of the gorge.
You can walk or drive up but the true tourist takes the Funicular railway, the highest and the steepest totally water-powered railway in the world. Going strong since 1890, it’s the easiest way up but the faint-hearted should not look down.
The Village On Exmoor
The main purpose of our trip was to visit the small Church in the village of Oare, deep in the heart of the Doone Valley and the setting for R.D. Blackmore’s famous novel Lorna Doone. Born in Oxfordshire, Blackmore’s origins were from a local family. He later returned to the area to research the novel, writing it in 1867. The real-life Doune (original spelling) brothers were a band of brigands who terrorised travellers on this remote part of Exmoor.
Blackmore’s grandfather was Rector of Oare church, which in the novel is used as the setting for the marriage between Lorna Doone and John Ridd, the hero of the story.
Sadly, I am unable to offer images as, again, the mists descended. We viewed the area as if through a thick veil. Look it up; this area is very beautiful. On top of the moors, however, the views were spectacular. I only managed to bog the Galaxy down once, forcing me to risk a steep downhill reverse to a sheep track via which we finally escaped.
Maybe a 4×4 would have been useful after all?

I only managed to bog the Galaxy down once, forcing me to risk a steep downhill reverse to a sheep track via which we finally escaped.Click To TweetSunday Driving
The fact is we can’t go fast all the time. Sometimes driving for purpose should be replaced by driving for leisure, especially with someone special by our side. Speed isn’t everything. The Ford Galaxy took us where we, and all of our luggage, wanted to go.
Slowing down means that even from the driving seat we can see more of our world. Sometimes it really is okay to stop and stare.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

Check out these Automotive tips

http://carsecret.atspace.eu/blog/letter-from-the-uk-when-speed-isnt-everything/

Volvo Announces XC90 Production In South Carolina

Volvo Announces XC90 Production In South Carolina

The next generation XC90 will be built at Volvo Cars’ new manufacturing plant in Berkeley County, South Carolina beginning in 2021. The announcement brings Volvo’s total U.S. investment in manufacturing to just over 1.1 billion.
“The continued expansion of our plant in South Carolina is another significant commitment to the US market,” said Håkan Samuelsson, President and Chief Executive, Volvo Cars. “The plant in Charleston will serve both the U.S. and international markets and forms a strong foundation for our future growth in the U.S. and globally.”
Job Creation
In the fall of 2018, S60 production will begin at Volvo’s new South Carolina facility. To support production, 2,000 new employees are being hired but with plans to build the XC90 in South Carolina, another 1,900 jobs are expected. Volvo says the full economic impact will be much greater once the plant is fully operational and the “job multiplier” effect is accounted for.
Global Strategy
Volvo’s manufacturing strategy is based on a “build where you sell” approach. Concerning the XC90, the U.S. is the largest market for the SUV, although a considerable number of units will be exported from the Port of Charleston. Total U.S. production capacity at the plant will rise to 150,000 vehicles annually Volvo predicts.
Prior to the XC90’s arrival, some felt Volvo’s presence in the U.S. was lackluster. When the XC90 arrived for Volvo retailers and dealer principals in 2015, it was often met with open arms and seen as something that could revive the brand for American buyers. Indeed it proved to be that, winning a number of awards and jumping U.S. sales from a low of 56,000 units in 2014 to almost 83,000 in 2016.
Photo: Volvo Cars.
Carolina Pride
In addition to the Charleston plant, Volvo is planning a neighboring office campus to house up to 300 staff from R&D, purchasing, quality, and the regional sales team. Volvo Cars announced in May 2015 – just as the XC90 was hitting the U.S. – that its first ever manufacturing plant here would be located just outside Charleston, South Carolina. Volvo cited direct access to international ports and infrastructure, a well-trained labor force, an attractive investment environment, and experience in the high tech manufacturing sector as the primary reasons to come to South Carolina.
“We’re excited to add a second car to our first American factory in South Carolina and we continue to be impressed by the entrepreneurial spirit in South Carolina,” said Lex Kerssemakers, President and CEO of Volvo Car USA. “Our business in the U.S. has been undergoing a transformation over the past two years and this is an important next step for our development here.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Volvo Cars.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/volvo-announces-xc90-production-in-south-carolina/

2018 Nissan Pathfinder Arrives With New Features, Special Editions

2018 Nissan Pathfinder Arrives With New Features, Special Editions

Last year, the Nissan Pathfinder underwent a major redesign, so for 2018, there’s some detail improvements here and there, along with new pricing across the board. On sale now at Nissan dealers nationwide, the 2018 Pathfinder has a starting price of $30,790. All the updates give you “more adventure capability, a freshened exterior look, and enhanced safety, technology, performance, and style,” according to Nissan. Whether it’s adventuresome or not, there are some new bits on the Pathfinder worth noting.
More Driver Aids
For 2018, the Pathfinder receives new features including standard Automatic Emergency Braking, an enhanced Midnight Edition appearance package, and Nissan’s new Rear Door Alert. 2018 also sees two new colors, Scarlet Ember and Midnight Pine, standard Intelligent Cruise Control, and NissanConnect with Navigation and Services on the Pathfinder SL. Previously those were considered high zoot packages only found on the Platinum grade Pathfinders. 2018 also brings 4 additional USB ports for a total of 6.
The Rear Door Alert system, which I covered recently, is there to help remind customers of anything that may be forgotten in the rear seat, such as “pets, valuables, dry cleaning, groceries, and more.” The “and more” if I have to spell this out, equates to Your Children! If the Rear Door Alert system detects that a rear door has been opened prior to driving, and the driver does not open a rear door again at the end of a drive, the Rear Door Alert reminds you that something might have been left in the back. I know, I know, but I bet some people need stuff like this.
Photo: Nissan Motor Co., Ltd.
Back In Black
That new Pathfinder Midnight Edition is now available on both Platinum grade and SL trim levels, although Nissan cautions that deliveries of the Midnight Edition SLs might take a little longer. The Pathfinder Midnight Edition highlights include 20-inch Midnight Edition aluminum-alloy wheels with a bunch of blacked-out stuff lathered all over. There are black mirror caps, black spoiler, black roof rails, black grille surround, black front and rear fascia accents, black license plate finisher, black badging, and black splash guards. The Pathfinder Midnight Edition also comes with illuminated kick plates, exterior approach lighting and, if you want to go whole-hog, Midnight Edition floor mats. Yes, floor mats! Color choices are three: Gun Metallic, Magnetic Black, and, curiously, Pearl White.
The 2018 Pathfinder seats seven, is offered in 2-wheel and 4-wheel drive, and comes in four grade levels: S, SV, SL, and Platinum. Here’s a handy little chart showing you the pricing for the 2018 Nissan Pathfinder:
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.
Pathfinder S 2WD
$30,790 USD
Pathfinder SV 2WD
$33,480 USD
Pathfinder SL 2WD
$37,500 USD
Pathfinder Platinum 2WD
$42,320 USD
Pathfinder S 4WD
$32,480 USD
Pathfinder SV 4WD
$35,170 USD
Pathfinder SL 4WD
$39,190 USD
Pathfinder Platinum 4WD
$44,010 USD
Photos & Source: Nissan Motor Co., Ltd.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2018-nissan-pathfinder-arrives-with-new-features-special-editions/

2020 BMW X7 Release Date and Price

Great SUV from BMW will again be present for all of us. Rumors circulating 2020 BMW X7 will be released by the middle of next year. But this is still news rumor. What’s new in 2020 BMW X7 we discuss in this article. The redesign, the approximate release date and also the price of the car will be our discussion on an article this time.

2020 BMW X7 Interior and Exterior

BMW has actually taken space-age guidelines in generating these suvs outdoors. Its front fascia has some striking functions. The new generation BMW X7 includes a set of radiator grille parts resting suitable while in the center. They prolong through the hood to the center of its bumper. In addition, it’s striking, upright air-intake scoops on each side of your front fascia. They expand upwards in the base on the bumper to its fronts lights.

Showcasing a mixture of LED as well as neon innovations, the fronts lights are sophisticated. There is no noticeable disjoint in amongst the front fascia and in addition the hood place. This benefits inside a liquid shape in the hood absolutely to its front bumper. The car has a good-looking shoulder line that prolongs from its front fenders correct to its back. As well as that, its body is formed to enhance the cumbersome nonetheless sports creating your car. A chrome enhancement streams in the region behind its front wheels at the same time as leaves the vehicles and truck’s lowered beltline completely to its back.

Engine Performance

How about engine 2020 BMW X7, but two are optional. To start with one particular is 3.0-liter single turbo I6 whilst another one particular is 4.4-liter twin-turbo V8, the two paired with the 8-speed automatic transmission. You can find rumors that other markets outdoors of US could get a diesel 6-cylinder engine, but those are certainly not confirmed nonetheless. Drivers who experimented with six-cylinder and V8 model and compared them explained that 6-cylinder is smoother and quiet in driving, fantastic in rough terrain but steady on road and nicely handled in each and every circumstance. V8 model, then again, is usually a sportier model, using the powerful and noisy machine and wonderful speeds. There are presented Sporty and Comfort edition, the two accessible in 1 vehicle by activating the button from the cabin.

Release Date and Price

Expect this car will release date come to mid-2020. But we strongly believe this car will be present at the beginning of the year 2020. For the price, until the moment we do not have information that is so true. SUV car competition for the current very tight indeed. For model SUV BMW X 7 as its going to get resistance from the Audi Q7, the Cadillac Escalade, Lincoln Navigator and the Infiniti QX80.

http://carsecret.atspace.eu/blog/2020-bmw-x7-release-date-and-price/

2019 BMW 3 Series: Luxury Car, Sports Sedan Or Both?

2019 BMW 3 Series: Luxury Car, Sports Sedan Or Both? The complete redesign of the 2019 BMW 3 Series looks promising.
New engine technologies and suspension designs increase overall performance.
The 2019 3 Series faces stiff competition from Tesla, Mercedes-Benz, and Genesis.
The BMW 3 Series began its life in the United States in 1976 as a successor to the 2002.
As with all things in life, change is inevitable. It wasn’t too long ago that a certain Elon Musk had the idea of mass-producing an electric car. It was nothing short of ludicrous, but look how it turned out, for better or worse. The Tesla Model 3 is now the best-selling luxury car in the USA as of August.
The Model 3 also outsold the BMW 3 Series and Mercedes C-Class in the entry-level luxury segment.
BMW disputes this . . . in general.
“The BMW 3 Series has ranked as the world’s biggest-selling premium car, led the way for high-performance powertrain and chassis technology and earned a reputation as a pioneer of technological innovations in its segment,” reads a statement from the automaker.
Luxury Car or Sports Sedan?
Thus the reason why I’m shocked at what people think about the 2019 BMW 3 Series. The car made its debut at the 2018 Paris Motor Show. Since then, all we’ve been hearing from critics are expletive adjectives coupled with nuisance rants. I wonder what the fuss is all about.
The 2019 BMW 3 Series is bigger than the outgoing model. It represents the seventh generation of a beloved sports sedan – but that’s what the critics are pointing out. They say the new 3-Series is a proper luxury car now instead of a laser-focused sports sedan.
But is there something wrong with that?
By The Numbers
Sure, the new 3 Series is 0.5-inches taller, 2.9-inches longer, and 0.6-inches wider than the previous model. In fact, the front and rear track are wider by 43 and 21 millimeters respectively. The result is a more aggressive stance.
But despite the added bulk, the new 3 Series is 121 lbs. lighter than the outgoing model, thanks to the extensive use of aluminum in the engine sub-frame, front fenders, and hood. BMW claims overall rigidity is up 25 percent with as much as 50 percent improvements in certain areas of the body. It seems BMW hasn’t forgotten how to make a sharp-handling sedan, right?
BMW is so obsessed with improving the driving dynamics, even the center of gravity is 10 millimeters lower than the old model. In order for the car to slice the wind, BMW designers utilized every trick in the book to reduce the drag coefficient to 0.26 Cd.
So yeah, the 2019 BMW 3 Series is bigger, taller, and wider than the old car. But it also happens to be stiffer, lighter, and more slippery. Nobody complained when Honda and Toyota supersized the Civic and Corolla. Based on the above specs, the new BMW 3 Series is probably the return of the ultimate driving machine.
BMW’s intelligent all-wheel drive system includes an electronically-controlled multi-plate clutch in the transfer case, which links up with the Dynamic Stability Control system. From here, power output is adjusted – within a fraction of a second – according to the driving conditions. BMW says the technology reduces oversteer and understeer, while providing an increase in traction and stability. Photo: BMW of North America, LLC.
They say the new 3-Series is now a proper luxury car instead of being a laser-focused sports sedan. But is there something wrong with that?Click To TweetTurbocharged Power
Of course, what ultimate driving machine is complete without a stonking motor? The base 330i is motivated by a new 2.0-liter turbocharged inline-four with 255 horsepower and 295 lb-ft. of torque. This engine, mated to an eight-speed automatic, features a twin-scroll turbocharger, direct injection, and variable camshaft timing.
The 2019 BMW 330i can sprint to 60 mph in 5.6 seconds. The 330i xDrive with all-wheel drive can perform the same feat in 5.3 seconds.
But if the idea of a four-cylinder engine is a tough pill to swallow, then consider the M340i instead. It comes with a turbocharged straight-six motor with 382 horsepower and 369 lb-ft. of torque. The sprint to 60 mph takes just 4.2-seconds, courtesy of the eight-speed auto and standard rear-wheel drive. All-wheel drive is available; BMW’s M Sport rear differential is standard.
If you were pining for a manual in the 2019 BMW 3 Series, you’re out of luck. Only diesels with rear-wheel drive receive a manual gearbox.
Aluminum swivel bearings and control arms for the front axle, plus aluminum wheel mounts and new wheel bearings for the rear axle reduce unsprung mass. At the rear axle, more rigid control arms and axle sub-frames, along with thrust arms for the body mounting, ensure “very precise wheel location,” according to BMW. As a result, steering dynamics improve. Photo: BMW of North America, LLC.
Begging To Be Driven
The 2019 BMW 3 Series is the antithesis of what critics were hoping for. With a classy interior and gorgeous exterior (with available adaptive LED headlights even), the new car has clearly veered more towards the luxury end of the spectrum. But by reducing weight and increasing the stiffness of the chassis, along with new suspension and steering tech, there’s no doubt the 2019 BMW 3 Series is begging to be driven. Hard. Presumably on twisty and/or mountainous roads.
The issue starts with the packaging. Sure, the new 3 Series is longer, taller, and wider, although it’s not as roomy as before. And I can’t wrap my head around it. There is 1.5-inches less headroom in the front while leg and shoulder room is virtually unchanged. However, there is now more cargo room in the new 3 Series, which grew from 13 to 17 cubic-feet.
I can live with that.
2019 BMW 3 Series. Photo: BMW of North America, LLC.
There’s no doubt the 2019 BMW 3 Series is begging to be driven. Hard. Presumably on twisty and/or mountainous roads.Click To TweetBut There’s A Problem . . .
Two, in fact: the Genesis G70 and Tesla Model 3. I have no idea how the Genesis G70 feels so adoringly good on the open road despite the sub-$35k base price. I won’t go as far as saying the Genesis G70 is the BMW 3 Series for a new generation, but it does feel like it.
And then the Tesla Model 3. The Model 3 is bigger in all aspects than the sixth-gen 3 Series, which BMW addressed by increasing the dimensions on this new, seventh-gen 3 Series. But the Tesla Model 3 starts at only $35,000 (before tax credits) in standard range trim, while the 2019 BMW 3 Series starts around $41,200.
Also, the Tesla is faster and has a more alluring design in my eyes.
But if BMW is in your blood, then expect the 330i in March. The M340i will follow shortly after, with a starting MSRP of $43,245.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.
2019 BMW 3 Series Gallery

Photos & Source: BMW of North America, LLC.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2019-bmw-3-series-luxury-car-sports-sedan-or-both/

2018 Ford Mustang GT Review: One Quick Pony!

2018 Ford Mustang GT Review: One Quick Pony! The 2018 Ford Mustang GT gets a significant refresh. The upgrades, like a re-tuned suspension, plus newly available adaptive suspension dampers, improve ride quality. And there’s more power for the coupe’s 5.0-liter V8, which will make it more enticing for performance enthusiasts.
This weekend, we drove the 2018 Ford Mustang GT Premium.
What’s New For 2018
The 2018 Ford Mustang gets revised front and rear styling and newly available adaptive suspension dampers.
Features & Options
The 2018 Ford Mustang GT Premium ($39,095) is the model for performance enthusiasts! It comes standard with the 5.0-liter V8, a six-speed manual gearbox, leather upholstery, power front seats, and a nine-speaker audio system. Additional features include dual-zone automatic climate control, Apple CarPlay and Android Auto, and an eight-inch touchscreen with the Sync 3 infotainment system.
The Performance package ($3,995) includes larger brakes, 19-inch wheels and summer tires, a shorter differential ratio, bigger radiator, stiffer front springs, and a larger rear stabilizer bar. This package also allows the new-for-2018, MagneRide adaptive suspension dampers ($1,695).
Other optional but notable features include the digital gauge clusters, navigation system, Recaro front sport seats, a 12-speaker sound system, blind-spot monitoring, adaptive cruise control, and forward collision warning with automatic emergency braking.
Total MSRP including destination: $53,160. By comparison, starting MSRP for the 2018 Ford Mustang is $25,680.
2018 Ford Mustang GT in Ruby Red with the Black Accent Package.
The center stack is attractive and there are chrome accents throughout the cabin. Click To TweetInterior Highlights
The Recaro bucket seats are a must with the 5.0-liter V8, as they keep you firmly planted in this high-performance coupe. They are comfortable around town and were extra-supportive in the tight mountain curves we powered through over the weekend. And there’s a wide range of adjustments, so even tall drivers have enough room.
The center stack is attractive and there are chrome accents throughout the cabin. The GT Premium model features sweet toggle switches with a background looking like machined aluminum. The radio and climate controls are even easy to operate. There are a fair amount of hard plastics, however, which takes away from the interior quality.
The rear seating is only useful for kids and adults who need to ride for a short trip. The Mustang is a 2+2, so rear legroom is seriously limited. At just 29 inches, it’s less than the Camaro. But the two slim seats are supportive, as occupants sink in. Climbing in and out is a challenge without hitting your head on the roofline, although it’s easier than the Camaro which has even less headroom.
The Mustang’s trunk offers up a decent 13.5 cubic feet of cargo space, but the optional Shaker stereo ($895) includes a trunk-mounted subwoofer that limits the usable space.
2018 Ford Mustang GT interior layout.
When you start up the 2018 Ford Mustang GT, you hear the V8 come to life! The performance exhaust has an unmistakable throaty rumble that will wake the neighbors. Click To TweetEngine & Fuel Mileage Specs
The 2018 Ford Mustang GT comes powered by a sweet 5.0-liter V8, producing 460 horsepower and 420 lb-ft. of torque. The power plant was revised for 2018 with the implementation of direct and port injection. The GT’s six-speed manual gearbox gets revised gearing this year too.
EPA fuel mileage estimates come in at 15/25 city/highway and 18 combined mpg. That is, if you can keep your foot out of the gas pedal.
Driving Dynamics
When you start up the 2018 Ford Mustang GT, you hear the V8 come to life! The performance exhaust has an unmistakable throaty rumble that will wake the neighbors. Ford says the GT can accelerate to 60 in less than four seconds, a stunning performance claim we can attest to. The active exhaust system made us giddy as we turned up the volume from almost silent, to the deep bass of a V8 rumble, to a menacing bellow.
If you want to do flawless burnouts (at the track of course), Ford offers an electronic line lock as standard equipment.
Our 2018 Ford Mustang GT had both the Performance Package and MagneRide Suspension, features that improve agility and driving dynamics. By switching to Sport mode, the dampers stiffen to produce handling that’s sharp and steady even on rough roads. When the dampers are set to their softest mode, and the exhaust system to its quietest tuning, the Mustang feels like a mild-mannered sedan.
But who would want to do that?
The performance exhaust has an unmistakable throaty rumble that will wake the neighbors.Click To TweetConclusion
For sportiness and driving fun, the 2018 Ford Mustang GT Premium with the 5.0-liter V8 and six-speed manual is a must for performance enthusiasts. However, the Mustang offers solid performance for the dollar in any trim level.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Ford Mustang GT Gallery

2018 Ford Mustang Official Site.
Photos: Ford Motor Company.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2018-ford-mustang-gt-review-one-quick-pony/

From 1925 To 2018: Alfa Romeo Returns To Formula 1

From 1925 To 2018: Alfa Romeo Returns To Formula 1 This is great news, this is terrible news. It will be a hallmark long remembered before the whole idea sinks beneath the waves of history without so much as a bubble. Alfa Romeo, the team, the team that for so long represented Italy, the team that utterly dominated European and Grand Prix racing, the team that behaved like rank amateurs without an ounce of engineering know-how, the team of true greatness and truly great failures is returning to Formula 1.
No Guarantees
David Letterman, noted funny man, native Hoosier, Porsche aficionado, and race team owner once said, after watching one of his cars drop out while leading by country a mile: “The great thing about racing is that anything can happen. And the terrible thing about racing is that anything can happen.” He was only half kidding and 100 percent right. I’ve come to call that quip of his “Letterman’s Constant.” Ask anyone who has been around racing, and I have been around the sport my entire life, and they will tell you not only how true Letterman’s Constant is, but also how many times they’ve seen it happen.
It is another way of saying that, in racing, there are no sure things.
Weight & Significance
The nuts and bolts of this, the hows and whys and wherefores are pretty standard stuff, as to any given car company entering into the most pressurized and highest end of Motorsports. Alfa Romeo, a division of Fiat Chrysler Automobiles, has signed on to be an “engine supplier” to and primary sponsor of the Swiss-based Sauber F1 Team. Pretty standard, in much the same way Honda did a few years back when they started making engines for McLaren.
What is not standard is the emotional Weight and historic Significance of this pairing (and yeah, I meant both of those to be capitalized). Although Ferrari justifiably holds the spotlight in the minds of modern Italian race fans, they are, despite all their successes (and let’s face the immutable fact that Ferrari is the best team in Grand Prix history) a bit of a newcomer. Ferrari is to Alfa Romeo the way Porsche is to Mercedes-Benz. You know that laurel wreath that rings Alfa’s badge? That was added when Alfa won the first World Manufacturers’ Championship. Not its first, the first in 1925. Alfa justifiably had the motto: Primo campione del automobili del mundo; first automotive champion of the world. Add to this a partial list of former Alfa Romeo employees: Campari, Varzi, Nuvolari, Fangio, Farina, Ascari (both father and son), and Vaccarella. Put those two factors together and what you get is this:
World Championships: 5; Mille Miglia victories: 11; Targa Florio victories: 10; outright 24 Hours of Le Mans victories: 4; European Touring Car Championships: 17. And those are just the major titles. Alfa Romeo has racked them up in Italian, French, German, and European F3 Championships; Trans-Am Championships, DTM championships, and British, Spanish, and French Touring Car Championships, with equal aplomb.
So what’s the downside here? What’s the other side of Letterman’s Constant? Two things: Alfa Romeo and Sauber.
The Alfa Romeo P2 Gran Premio lead the team to the inaugural Automobile World Championship in 1925. Photo: FCA US LLC.
With Or Without You
Have you ever lived with an Alfa Romeo? It’s like living with Monica Bellucci if she had serious bi-polar issues. It is days and nights of unbridled desire and delight and then WHAM! Next thing you know, you’re dumped on the side of the road, staring deep into the smoking ruins of what was your heart or your engine or whatever, feeling like an Old Testament prophet who has seriously offended God. “What’s this? What’s wrong? What did I do? How is this my fault? Why? WHY?!” you howl into the lonely and pitiless night.
And this fine Italian tradition, like a vendetta your third uncle is still paying for, carries on to this day. Look, I seriously desire an Alfa Romeo Giulia, but have you seen their reliability reports? And what will Alfa bring to the F1 table for 2018 when it starts in Melbourne? Who knows? But what is known (and this is where things get tricky) those engines nestled in the snug confines of a Sauber engine bay, aren’t really Alfas. They are rebadged Ferrari power units. The good news is Alfa/Sauber will be getting the latest spec Ferrari power plants from the start of the season. The bad news is that in 2017, Ferrari’s engines had a tendency to fail if you squeezed them hard.
Sure, sure, you could look at that and say it’s all a ruse and a Bad Thing, but c’mon. Rebadging engines is a fine racing tradition, and besides, Alfa has been running reconfigured Ferrari mills in their road cars for a while now. Lop off two cylinders, and you got the sublime V6 of the modern Giulia. Mount that V8 from the 360/430 up front and you’ve got the inspirational V8 of the 8C Competizione. Besides, all this badging and rebadging will raise Alfa Romeo’s image in America, where they are seriously looking to expand.
Photo: FCA US LLC.
From Hills To Mountains
And of course, there’s the Sauber end of this equation. The Swiss team (based out of a kind of nowhere town called Hinwil) has been in serious performance trouble for as long as anyone cares to remember. This is a very sad state of affairs. For a while there, Sauber was seriously knocking on the door to be one of the front runners. And before that, Sauber was a frighteningly fast team in big bore sports car racing. Their Sauber Mercedes C9s displayed top end power at Le Mans like I have never seen, and they still hold the outright terminal velocity record at the great French race: 251 miles per hour and change. They hit that speed in practice, qualifying, and throughout the race, lap in, lap out for an entire day.
How they went from there to being at the literal back of an F1 grid is frankly beyond me. They have a fantastically well run operation staffed by literal geniuses. They have a wind tunnel that NASA is envious of. They just got a new infusion of cash from Swedish investors (not sure how that dovetails, but hey, an operating budget is an operating budget). And now they’ve got even more money and backing from Alfa Romeo.
Alfa Romeo Sauber F1 Team pilots Charles Leclerc (left) and Marcus Ericsson. Photo: FCA US LLC.
Pretty Faces & Exciting Races
How can this not work? What could possibly go wrong with this chemical admixture? Simple: This is racing. And the great thing about racing is that anything can happen. And the terrible thing about racing is that anything can happen. Officially called the Alfa Romeo Sauber F1 Team, they will sport the distinctive Alfa Romeo colors and logo seen in the past, and will be on the grid in Australia for the first race of the 2018 Formula 1 World Championship. Will this work? I don’t know. But they’ll be pretty to look at, that’s easy to say.
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.
Photos & Source: FCA US LLC.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/from-1925-to-2018-alfa-romeo-returns-to-formula-1/

Cruising Through Napa Valley In The 2018 Nissan Leaf

Cruising Through Napa Valley In The 2018 Nissan Leaf Although the new Nissan Leaf shares the platform with its predecessor, that is where the similarities end. Both the interior and exterior have been completely redesigned, as well as the battery and drive motor for increases in range and power. The updates don’t stop there either: the steering and suspension have been tuned and tightened, and the chassis has been firmed. The styling changes are apparent too, and safety features like Pro Pilot Assist and Intelligent Cruise Control set the 2018 Nissan Leaf apart in the segment.
We recently attended a media event organized by Nissan to see the 2018 Leaf. The vehicle’s name is an acronym for “Leading, Environmentally Friendly, Affordable, Family Car,” so it’s only fitting the 2018 model preview took place at the beautiful LEED Platinum-certified Bardessono Hotel in Napa County, California. LEED stands for Leadership in Energy and Environmental Design.
First Impressions
Nissan asked for customer feedback and have clearly taken note. When you see the new Leaf, it’s quite apparent it looks nothing like the one of yore. Very little semblance to the awkward lines and frog-like face can be found in this sharp, new design. Aesthetic appeal can be an emotional topic and it’s always subjective. However, opinions aside, the new styling Nissan has adopted is a significant departure from what we have become accustomed to regarding the Leaf, and most EVs from the onset. The “floating” roof with blacked out C-pillars, as well as the “V-motion grille” is found on other cars in Nissan’s lineup. The Leaf has clearly been brought into the fold and shares noticeable DNA with its gasoline-powered brethrens. The redesign is a welcome refinement and far less polarizing than the previous amphibious-faced rendition.
The family resemblance carries over to the interior as well. The vehicle as tested was a well-appointed SL trim, sporting leather-wrapped bucket seats, and a leather-stitched steering wheel, both electronically heated. The seats are firm but comfortable and the instrumentation layout is orderly and intuitive. The infotainment system is equally orderly and instinctive to use. Although the infotainment center has a similar shape to a tablet, there was clear consideration put into integrating the ubiquitous shape, opposed to the common practice of plunking an iPad lazily onto the dash.
However, there are a couple of drawbacks: some of the plastic-ey interior styling accents are quite Sentra-esque and, to be brutally honest, there is more of it than expected at this $37,000 price point. The steering wheel is adjustable but no telescoping action. The wheel position may be an issue for taller drivers as the battery pack sits below the seats, forcing a relatively high driving position. The driver’s seat used to feel a bit like sitting in the cockpit of a shrunken minivan, but now feels like the cabin of a modern car, so there is some improvement there.
2018 Nissan Leaf. Photo: Nissan Motor Corporation.
Enhanced Tech & Drivetrain: Obvious to Obscure
Although volumetrically the battery pack is the same size, Nissan cleverly increased its density by using a thinner separator and more efficient materials. By reducing the size of the separator, Nissan has allowed for greater battery cell density, essentially fitting more cells into the same amount of space. This means you get significantly more storage capacity and noticeably more power in the same amount of space, from 30kW to 40kW to be exact. This equates to roughly 150 miles on a single charge, boosting horsepower from 107 to 147, while torque climbs to 236 lb-ft.
Apple Car Play, Android Auto, and NissanConnect with navigation are optional, but vehicle tracking is one of the most unique features available. The vehicle can be tracked in real-time to make sure it stays where you left it; parents can even monitor a new driver. With EV Telematics, owner’s can set geographical boundaries on Google maps, triggering a notification to an app when the vehicle breaches the perimeter. Since Nissan has partnered with Amazon, many of the Leaf’s features, like climate control, can be activated by speaking to Alexa.

Ride & Handling
We’ve discussed the obvious and shed some light on the obscure, but this is an automobile, and the real question is how does it drive? The details of exactly what has been changed suspension-wise are a bit vague, but it’s Nissan’s claim the chassis has been “enhanced” and the steering torsion bar stiffened 10 percent. Upon entering the beautifully curvaceous B roads of Napa Valley, the steering did feel quite lithe and the feedback is surprisingly concise. The ride is a bit stiff over the rough parts but comfortable under most conditions. The 2018 Leaf has grown one inch both in length and width over previous generations to 176 by 71 inches respectively; the height remains the same at 61.4 inches.
This fact begs the question, what has transpired in the chassis development to eliminate the tall, spongy feel that befell the original? Nissan attributes the enhanced feedback and steering feel to new control logic software, which utilizes steering angle sensors and Intelligent Ride Control for managing torque under cornering. Combine the improved handling with the increased torque, and you have a recipe for fun. In an EV no less!
Photo: Nissan Motor Corporation.
Advanced Drive Modes
Like most passenger cars with automatic transmissions, there are three familiar drive indicators: “D” “N” and “R.” As you might expect, there is an ECO mode that reduces the impact of acceleration, increases regenerative braking, and even augments the HVAC to maximize battery life. Interestingly there is a “B” accommodating the “D” on the shift knob. This mode essentially feels like driving in a lower gear, creating regenerative engine braking with 2.5 times more deceleration than “D.” None of these features are revolutionary or even uncommon, however, the e-Pedal is a feature that’s uniquely electric, and included on every trim level.
This feature is sincerely conflicting for me. As a proponent of driver involvement and a member of the Manual Transmission Preservation Society, it seems somewhat contradictory I should enjoy a driving characteristic like e-Pedal; it’s fun yet uninvolving. The e-Pedal allows the driver to navigate with a single pedal (according to a study conducted by Nissan) 90 percent of the time. Not two, not three, but one pedal to accelerate, cruise, slow, even come to a complete stop and hold stationary.
This is made possible by the unique function of the electric drivetrain. Rather than applying the standard friction brake, the drive motor creates resistance capable of bringing the vehicle to a stop extraordinarily and smoothly, simply by lifting your foot from the accelerator. Not only will it slow down at a rate of 0.2 g, but it charges the battery during deceleration. The feeling can be likened to driving in second gear with increased throttle response and aggressive engine braking. Nonetheless, I found myself driving the test vehicle in e-Pedal mode most of the time . . . that is, when the Pro Pilot Assist was not activated.
Photo: Nissan Motor Corporation.
Nearly Autonomous Driving
Pro Pilot Assist is the combination of active radar cruise control (Intelligent Cruise Control) in concert with lane departure and lane guidance assist. Intelligent Cruise Control is like other radar based systems, in that the vehicle will match the speed of the car ahead. When traffic impedes forward progress, the radar detects the obstruction, then slows and accelerates to match the speed of traffic. There are three time-gap-based distance settings in the assist mode, so the driver can adjust how closely they want to follow the car ahead.
The lane guidance is based on a visual system that uses a camera to scan the road for visual inputs, namely the lines. Some lane departure and lane guidance aides wait for a vehicle to come within an approach boundary to intervene and prevent inadvertently crossing lanes. The Nissan system is more of a constant guide, gently shepherding the automobile toward the center of the lane without abruptly bouncing to and fro across it. Pilot is an apt name due to its ability to navigate subtle curves in the road, and it is probably capable of negotiating turns greater than I had the nerve to allow without intervention. Slow moving traffic is where Pro Pilot Assist really shines.
Photo: Nissan Motor Corporation.
Alarm Bells
Nissan has shrewdly added layers of safety so Pro Pilot is not abused as a purely autonomous autopilot. The dash will flash warning lights if no driver is detected at the steering wheel for 5 seconds. Should the driver not have a hand, or even a finger on the wheel after the warning lights flash, obnoxious beeping will ensue. If the alarm is allowed to reach the equivalent of cardiac arrest, Pro Pilot Assist will pump the brakes three times while synchronously beeping insufferably. If this hasn’t jarred the driver awake, evoking some sort of input, the Leaf takes matters into its own hands and assumes the driver is somehow incapacitated.
The system can bring the vehicle to a stop from 40 mph and flash the hazard lights. This final emergency stop phase is where the noises get interesting. A whooping “Red Alert” siren sounds, and were it not an actual emergency, the audible alarm is quite comical. Being the Leaf is virtually silent, this may be the best noise the car makes (unless you have the optional Bose audio package). All kidding aside, this smart tech, along with safety features like automatic emergency braking and pedestrian detection, may very well save lives.
Photo: Nissan Motor Corporation.
Conclusion
The Nissan Leaf is the most popular car in a growing EV market. It’s not a sports car, its not a luxury car, or even a Hot Hatch. It is not meant to be any of these things, and that is evident. What the Leaf is though, is an excellent commuter, and a great city car. With the extended range and ever-growing DC quick-charging network, it can be more than a mode of transport confined to city limits. The Leaf is a zero-emissions leader with flavors of sport, style, and a dash of luxury. Nissan has shown battery-operated vehicles can be packed with technology at a lower price than previous generations.
As popularity is gained in the EV market and competition increases, I believe this trend will progress and prices will continue to fall. For myself, the exciting thing about driving the new Leaf is the noticeable increase in power and torque, yet you know performance has been tuned down for the sake of sensibility. So, I can’t help wondering what the future holds if say a lightened NISMO version of the Leaf were released to the public. Or even better, a purpose-built affordable FUN EV!
Benjamin Caschera is a car nut in every sense of the word. His eclectic writings range from rants on traffic and wrenching on $500 cars, to adulation of the finest classic and/or latest hypercars. Follow and heckle him on Twitter and Instagram: @TheBoringCarGuy
2018 Nissan Leaf Gallery

Photos: Nissan Motor Corporation, Leaf Media Drive.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/cruising-through-napa-valley-in-the-2018-nissan-leaf/

Automoblog Book Garage: Porsche 70 Years

Automoblog Book Garage: Porsche 70 Years

Every so often, we see a title that captures the subject perfectly. That’s not an easy task. Take 70 years of Porsche, for example, and sum it up in only a few words. That’s a tall order but author Randy Leffingwell did it and did it rather directly.
Our publication has a certain admiration for Porsche but truthfully, we can’t always pinpoint why. It’s hard to explain – like the Apple Jacks commercials where any kid with a colorful bowl of the cereal had to field the “why, they don’t taste like apples” question.
Just Because
Porsche is, for us, effectively Apple Jacks. No, they don’t “taste” and feel like other cars. And we can’t explain why we like them, we just do, much like those who toss Apple Jacks in their cart at the grocery store. With regard to Porsche, is it the performance, the design, the history? It’s all of it really, and that’s why Leffingwell’s book is so important.
Porsche 70 Years helps put into words why we love the famed German automaker. Leffingwell walks his readers through the entire Porsche courtyard, from the 356, 904, and 917, to the 911, 928, and 935. Even the more modern flair, like the Cayman and Boxter are showcased. In-depth descriptions of the cars and significant Porsche events are accompanied by stunning, but extremely rare images.
And then there’s that wonderful title. The one that says “we like what we like and what we like is Porsche.” Just how the kids in those commercials proudly responded “we eat what we like,” we now echo similar sentiments: “there is no substitute.” We like Porsche; we love Porsche because there is no substitute.
Author
Leffingwell wrote his first book, American Muscle, in 1989 while still on staff at the Los Angeles Times. Since then, he has authored another 47 titles for Motorbooks, who we partner with for this series. Leffingwell is considered one of the top Porsche historians today, and he enjoys a close working relationship with Porsche AG. Leffingwell also wrote Porsche 911: 50 Years, a book we featured last year.
Porsche 70 Years: There Is No Substitute is available through Amazon and Motorbooks.
Porsche 70 Years Gallery

Check out these Automotive tips

http://carsecret.atspace.eu/blog/automoblog-book-garage-porsche-70-years/