Automotive

Letter From The UK: Goodwill To All Men?

Letter From The UK: Goodwill To All Men? Exercising safety and patience is important this holiday season.
DriveWrite Automotive Magazine founder Geoff Maxted with a perspective.
The original purpose of this, my last ‘Letter From The UK’ of the year, was to update Automoblog readers on the latest Brexit (Britain leaving the European Union) information as it relates to the global motor industry. The ramifications of this could ripple around the world, including the USA, if the free-trade flow of cars is disturbed by trade tariffs and the like.
It is not as if the situation for the motor industry in Europe is especially healthy. Ford, for example, is discussing job losses at their German Saarlouis plant right now.
Despite some EU economies appearing to be doing well, there are dark, foreboding undercurrents. The Mediterranean countries, for example, are experiencing very high unemployment.
The Final Decision
The final momentous decision on the Government ‘deal’ was to have been voted on in the UK Parliament. Unfortunately, nobody likes the deal and the British Prime Minister decided to delay the final vote until she has a chance to get a better offer from the difficult, obstructive, and unelected suits in Europe. At the time of this writing, the PM has returned from the EU summit, seemingly empty-handed. Thus there is no change of circumstance.
We still do not know what is going to happen.
So instead I am going to discuss, as it is Christmas, the season of goodwill to all men, what it is like to travel around here by car doing the last of the Christmas shopping.
What are the holidays really about? Goodwill for all? Or has it become about something else entirely?
Christmas In The UK
Like Brexit, Christmas in Great Britain is kind of a big deal. Essentially, it starts in October; that’s how much we love it. Plump men (generally, but not necessarily), often with a hint of alcohol on their breath, dress up in red suits and white beards and pretend to be Santa Claus.
I remember, as if it were yesterday, when my parents told me Santa Claus was not real. I recall being very upset and very emotional. Distraught, I jumped straight in the car to drive home and tell my wife before going to my ‘wellbeing’ room.
Christmas has become something of a greed-spree these days; a time of excess. Any relation to any sort of religious festival is purely coincidental. Jesus Christ is an epithet. It’s also a bit of a hair-raising funfair ride on the roads. Astonishingly, despite many deaths caused by an excess of booze over the holiday period throughout the past decades, some drivers have still not learned that drinking and driving do not go together.
The lack of traffic police on our roads thanks to ‘cut-backs’ (what happens when your police force is run by accountants) has meant that erring motorists are rarely caught. And there has been a rise too in street violence.
According to the National Institute on Alcohol Abuse and Alcoholism, alcohol is a factor in 40 percent of all fatal motor vehicle crashes.
The More We Know, The Less We Learn
You would think, wouldn’t you, that drivers, fully experienced on our crowded highways, would know better and yet the accident rate has actually risen. Clearly, this demonstrates that the general public have to be compelled to behave; they cannot be trusted to do it themselves.
As my wife and I travel around to the local towns and shopping malls, we see astonishingly bad driving. We see people irresponsibly using devices they know to be illegal; we read that more than half of the people stopped by police for traffic violations are under the influence of, not drink, but drugs. People park poorly without any consideration for other road or sidewalk users. Imagine what it is like for a wheelchair user to have to venture into the road to get around a parked car.
Related: The Dead Don’t Lie: It’s time to take road safety seriously.
Being safe and cordial this holiday season will spread a lot of Christmas cheer to your fellow road users.
At Christmas time you would think we would care more for our fellow man but that seems increasingly not to be the case.Click To TweetGoodwill For All
In our supposed civilised world we are behaving badly and it is hard to know why. What is happening to our societies and our communities? At Christmas time you would think we would care more for our fellow man but that seems increasingly not to be the case. I wonder if we deserve cars at all?
Maybe, for us, here on our small islands on the other side of the pond, it is the uncertainty Brexit brings. As a nation I personally believe that no matter how well-to-do we might be in other ways, we fear for our family and our future, and this is reflected in our selfish behaviour.
It also stems, in my view again, from a government that is inept, disorganised, self-regarding, and completely out of touch with what the people want. You can see it all over Europe. Will 2019 show an improvement? Somehow I doubt it.
The best thing we can do is to ignore all this trivia and get on with enjoying Christmas and bringing in the New Year with our family and friends. Instead of emailing or posting a greetings card, why not get in the car, sober, and go and see them?
Have a very happy and peaceful Christmas and a prosperous New Year America!
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

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5 Reasons Why The Rivian R1T Should Make Tesla Nervous

5 Reasons Why The Rivian R1T Should Make Tesla Nervous The Rivian R1T is an all-electric truck from the Illinois-based manufacturer.
One powertrain option cranks out 700 horsepower and over 800 lb-ft. of torque.
At the moment, Rivian is unchallenged in this venture. Other automakers should take note.
The 2018 Los Angeles Auto Show saw the unveiling of the Rivian R1T all-electric pickup truck. The U.S.-based automotive startup also showcased the R1S all-electric SUV. The company says both are the world’s first electric adventure vehicles.
And while electric SUVs are becoming commonplace (do the Tesla Model X, Jaguar I-PACE, and Audi e-tron ring a bell?), the big car makers have yet to showcase an all-electric pickup truck – not even Tesla, mind you.
And while Tesla is currently developing their very own electric pickup, Rivian has beaten them to the chase. Feast your eyes on the Rivian R1T. It is the first-ever electric utility vehicle or EUV. And from the looks of it alone, this pickup truck is sure to make a splash when it arrives in late 2020.
Here are our top five reasons why the Rivian R1T is probably making Tesla nervous as we speak.
#1: The Rivian R1T Looks The Part
Rivian began in 2009 behind the vision of Robert Scaringe. The company unveiled their first plan to build electric cars in 2011. This gave them more than enough leeway to do it right the first time. And instead of building a humdrum electric hatchback, Rivian is pulling our heartstrings with what is purportedly the first production all-electric truck.
And boy, did they really nail it with the design! However, I have apprehensions on the front-end styling. There’s a thin illuminated stripe that runs across the width of the front fascia, which is nice touch. But if you add the pair of “stadium” LED taillights and the undramatic front bumper, it sort of looks like a hippopotamus in heat. But Rivian has a point. The front design makes the R1T easily recognizable.
Thankfully, things get better as you gaze your eyes to the sides and rear of the truck. In fact, you will find the same design cues in the R1S SUV. With short overhangs, a higher ground clearance, and commendable approach and departure angles, the Rivian R1T is screaming for adventure.
Barring the weird front styling, the Rivian R1T is a handsome-looking truck. The rear is simple yet elegant with just a thin LED light that runs across the width of the tailgate. It still has the familiar boxy look of a conventional pickup truck, but the edges are more rounded to give the truck a sleeker and modern look. Good job, Rivian!
Rivian R1T interior layout. Photo: Rivian.
#2: It’s An Active Lifestyle Vehicle
Yes, Tesla vehicles are a lifestyle choice, too. But they cater to a different sort of clientèle. On the other hand, Rivian is seriously targeting the active lifestyle niche. You know, the sort of people who buy an SUV or pickup and actually take it off the beaten path.
Let’s start with the interior. Tesla vehicles have minimalist cabins. I personally appreciate this approach to keep the dashboard clean and elegant. But the interior materials and build quality are not the strongest points of any Tesla vehicle, which Rivian is willing to address with the R1T.
“Although the exterior of the vehicle is what first attracts you, the interior is where you spend the most of your time, so we really focused on creating a transformational space inside our vehicles,” said Jeff Hammoud, VP of Vehicle Design at Rivian. “The biggest challenge was creating an interior design that delivered a premium experience.”
@Rivian is seriously targeting the active lifestyle nicheClick To Tweet#3: More Than A Pretty Face
Without a doubt, the Rivian R1T benefits from a beautiful cabin that seats up to five adults. The center display measures 15.6-inches and is oriented horizontally instead of vertically like in a Tesla. The instrument cluster is replaced with a 12.3-inch display like modern Audi and Mercedes-Benz vehicles. The dashboard is flanked with sustainable wood and polished metal. The seats, steering wheel, and door panels are covered in leather to further add a touch of refinement.
Even the high-wear areas in the interior benefit from materials inspired by sportswear and active gear, which basically means everything is durable and easy to clean.
But the Rivian R1T is special because it’s an EV that can handle some pretty intense weather and off-road conditions. The battery pack is encased in carbon fiber and ballistic shields for maximum toughness. The vehicle can wade through river crossings up to three feet deep. The maximum tow rating is 11,000 lbs. It even comes with an adjustable air suspension that can be configured for highway and off-road driving.
Unless Ford, GM, or Tesla makes an electric truck, it looks like Rivian will go unchallenged in this segment.
The Rivian R1T is an active lifestyle vehicle. Photo: Rivian.
#4: Quad-Motors: Balanced & Linear Power
Why have two or three electric motors when you can have one at each wheel? That’s what we get with the Rivian R1T. This means the truck is riding on a quad motor, all-electric, all-wheel drivetrain. When paired with the massive 180 kWh battery pack (which is way more than what Tesla is offering right now), the Rivian R1T claims a 400-mile range on a single charge!
In that configuration, the Rivian R1T is churning out 700 horsepower and a mind-boggling 826 lb-ft. of torque. This is good for a zero to 60 mph time of 3.2 seconds.
But if you’re planning to tear down the dragstrip in your Rivian R1T, go for the mid-range option with the 135 kWh battery pack. It has a maximum power output of 750 horsepower, which reaches 60 mph in three seconds flat and provides a range of 300 plus miles. When was the last time a gasoline or diesel truck came with so much power?
The “smallest” version of the Rivian R1T comes with a 105 kWh battery pack. This is good for 400 horsepower and 413 lb-ft. of torque. But this version is no slouch, either. It can scoot to 60 mph in 4.9 seconds. All versions of the Rivian R1T have a top speed of 125 mph.
Photo: Rivian.
#5: Skateboard Platform: Stable & Secure
The Rivian R1T is built on a foundation the startup calls a Skateboard Platform. This means all the essential components (the battery pack, electric drive units, suspension, braking, and thermal management systems) are mounted below the height of each wheel.
“The beauty and elegance of our quad-motor setup isn’t just about brute power,” explained Mark Vinnels, Executive Director of Engineering and Programs at Rivian. “This architecture provides instantaneous torque with extremely precise control at each wheel, which is completely game-changing from a dynamics perspective, both on- and off-road.”
Pricing & Availability
Rivian will build the R1T pickup and R1S SUV at their 2.6-million square-foot manufacturing plant in Normal, Illinois. Deliveries will begin in late 2020. Pricing for the Rivian R1T starts at $61,500 and $65,000 for the R1S after federal tax credits.
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.
Rivian R1T Gallery

Photos & Source: Rivian.

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Would You Drive This Vintage Aston Martin EV?

Would You Drive This Vintage Aston Martin EV? Take your favorite classic car and fit it with a modern EV powertrain.
That’s exactly what Aston Martin has done with a 1970 DB6 MkII Volante.
The reversible “cassette” powertrain concept is still sympathetic to the original car.
Aston Martin’s Heritage models are now part of their overall electrification strategy.
Here’s a lovely idea, and I mean that both figuratively as well as literally. Take a cool old car, in this case an Aston Martin 1970 DB6 MkII Volante, take out the old drivetrain, and replace it with a completely new electric one. Not only is it an interesting engineering exercise, but a much more elegant EV than anything else currently on the road.
Aston Martin isn’t the first car company to do this. Jaguar produced a limited run of E-Types that were converted over to EVs. Meghan Markle and Prince Harry drove one from their wedding to the reception.
So, if anything, that shows you can teach an old dog new EV tricks.
Side A & Side B
Created as part of Aston’s wider EV strategy, this electric DB6, part of the Heritage electrification concept, was developed in-house at the Newport Pagnell Works. It is built around a so-called “cassette” EV powertrain, meaning all the electrical stuff “plugs in” to where the old ICE stuff used to. Since it’s nearly a plug-and-play deal, you can take out all the EV gear and put back that silky, smooth straight six vintage Astons are known for. In other words, Aston Martin has future-proofed these exquisite machines by creating the world’s first reversible EV powertrain conversion.
Aston Martin started this project during the final development phase of the Rapide E, the EV version of their four door luxo sedan. Work on the Rapide E also dovetailed into planning for the new range of Lagondas, as well as the Aston Martin Works’ Heritage EV conversions.
By using this approach, Aston really thinks they’re on to something.
@astonmartin shows us you can teach an old dog new EV tricks.Click To TweetThe Aston Martin Works’ Heritage EV conversion program employs an “EV cassette” and key components from the Rapide E platform. Aston Martin says the car’s original integrity will remain, despite a modern EV powertrain. Photo: Aston Martin The Americas.
First Recorded Version
A 1970 DB6 MkII Volante, first hand-crafted at Newport Pagnell, is the first to receive the new cassette system, although the original engine and gearbox mountings are still in place. Enclosed within its own self-contained cell, umbilical cords from the power unit feed the car’s various electrical systems. Power management (i.e. how much juice and range you have) is taken and monitored through a new screen in the cockpit.
However, since this is not just an Aston Martin, but a vintage Aston Martin, that screen is “discreetly fitted to the car’s interior.”
Contemporary Yet Vintage
Aston was very picky, meaning the EV conversion should support the integrity of the original car. Aston Martin feels this trick cassette system offers the perfect solution, future-proofing the car in a socially responsible way, yet still being a genuine Aston Martin; with the option of returning its original powertrain if preferred.
Given the historical significance of these collector cars, it’s hard to argue with this philosophy.
And yes, in case you’re interested (and have the cash) this is most definitely not a one off. Now that they are done with this proof-of-concept DB6 Volante, Aston Martin Works’ will move forward with more customer Heritage EV conversions. They are expected to start sometime in 2019.
Photo: Aston Martin The Americas.
Negative Energy
There are, of course, downsides to this. Cost is the first one. Any Aston Martin is not cheap, especially old ones, and future cars like this DB6 Volante will likely cost you a pretty penny. The other downside is that even though this is an electric vehicle, it was not designed and built around where battery packs would go.
So the number of batteries, and hence, the all up range of these things, probably won’t be as good as a car designed from the ground up as an EV.
Positive Vibes
The real upside, though, is that if Aston Martin can do this, so could other car companies. I have long advocated this. Take the early 60s Kennedy Continentals. Big, massive, stylish – the perfect candidate for going with a full EV conversion. The trunks are huge (for a start). You can easily fit four Jimmy Hoffas in there. If you line the floor with batteries, you’d still have lots of room left over.
Weight? Who cares! Stock those things weigh two-and-a-half tons, so how bad could adding a slew of batteries make it. And throw some up in that yawning engine bay while you’re at it. Electric motors don’t take up much space, right?
Photo: Aston Martin The Americas.
Now Imagine This . . .
If it were up to me, every car company worth its steel would be doing this. Imagine roads with EV Chevy Nomads and shoebox Fords, Chrysler Imperials, and Jag Mark 2s – only EVs! Silently wooshing down our streets and being demonstrably better cars than Nissan Leafs on class alone.
Until then, all I can say is thank you Aston Martin.
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.
Aston Martin Heritage EV Concept Gallery

Photos & Source: Aston Martin The Americas.

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2019 Ford Ranger Production Ongoing, Fuel Economy Figures Revealed

2019 Ford Ranger Production Ongoing, Fuel Economy Figures Revealed 2019 Ford Ranger production is underway in Michigan.
Horsepower and fuel economy figures are now available.
Pricing begins at $25,395 when the new Ranger arrives next month.
2019 Ford Ranger production is underway at Michigan Assembly. After an eight year absence, the Ranger returns for the 2019 model year. Ford has invested $850 million into Michigan Assembly for both the Ranger and Bronco, the latter set for production in 2020.
“The revitalization of the Michigan Assembly Plant and renewed production of the Ford Ranger is another exciting chapter in our state’s comeback story,” said Governor Rick Snyder. “This is also an opportunity to look toward its promising future with production of the all-new Ford Bronco on the horizon.”
“Ford truck fans demanded a midsize pickup that’s ‘Built Ford Tough,’ and we’re delivering with our all-new Ranger that’s specially designed and engineered for American truck customers,” added Joe Hinrichs, Ford’s President of Global Operations. “At the same time, we’re revitalizing our Michigan Assembly Plant and securing good-paying jobs for our hourly employees here in the U.S.”
Ford’s Michigan Assembly is a 369-acre plant in Wayne, Michigan. Station wagons were the first vehicles to roll off the line when the plant opened in 1957. Then in 1966, a 30-year run of Bronco production began. As of October 22nd, 2019 Ford Ranger production is underway. Photo: Ford Motor Company.
New Family
Ford is transforming their product lineup, building their truck, SUV, and commercial vehicle momentum. Earlier this year, Michigan Assembly ended Focus production, taking the necessary retooling measures in anticipation for the Ranger’s launch. The 2019 Ranger is the first in a series of all-new vehicles as Ford looks to replace over 75 percent of their North American portfolio by 2020.
“We have been waiting for this day for a long time,” said Michigan Assembly Plant Manager Erik Williams. “The Ranger is back home in the U.S., and our employees at Michigan Assembly Plant are thrilled to be able to build it for our customers.”
Power & Performance
The Ranger’s 2.3-liter EcoBoost features a twin-scroll turbocharger, forged-steel crankshaft (and con rods), and chain-driven dual overhead cams. It’s paired to a 10-speed automatic and creates 270 horsepower and 310 lb-ft. of torque. When properly equipped, the 2019 Ford Ranger has a 7,500 lbs. towing capacity and a payload capacity of 1,860 lbs.
EPA-estimated fuel economy ratings come in at 21/26 city/highway and 23 combined for 4×2 trucks. As a 4×4, fuel economy ratings are 20/24 city/highway and 22 combined.
An available FX4 Off-Road Package includes Terrain Management and Trail Control systems to increase performance during adverse or rough driving conditions.
2019 Ford Ranger on display at the North American International Auto Show, Cobo Center, Detroit, Michigan.
Trailer Profiles
The 2019 Ford Ranger can store up to three trailer profiles, including a trailer’s length. This lets the radar system know how far back to provide warnings as vehicles approach the trailer. Ford says such a system is class-exclusive and not available on any other midsize pickup.
Trim Levels & Availability
Trims include the entry-level XL, mid-level XLT, and high-level Lariat, with available Chrome and Sport appearance and FX Off-Road packages. The 2019 Ford Ranger will come in a SuperCab or SuperCrew configuration when it arrives at dealers next month.
“UAW-Ford members take pride in relaunching the all-new Ranger right here in Michigan,” said UAW-Ford Vice President Rory Gamble. “Our UAW brothers and sisters take great care in the quality and craftsmanship customers will discover when they experience the relaunch of this iconic nameplate.”
“I thank our partners at Ford for investing in Michigan and contributing to the Motor City’s legacy as the automotive capital of the world,” Snyder added.
The Automoblog Staff contributed to this report.
Photos & Source: Ford Motor Company.

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2020 Lincoln Aviator: When Luxury Vehicles & Cheese Graters Collide

2020 Lincoln Aviator: When Luxury Vehicles & Cheese Graters Collide The 2020 Lincoln Aviator is all about luxury, safety technology, and performance.
Lincoln Driver Modes, Phone As A Key, and Co-Pilot360 Plus are among the top features.
We’re not sold on the styling but the 2020 Lincoln Aviator has lots of redeeming qualities.
Wow, where to start with the 2020 Lincoln Aviator? Well, first off, it looks like a cross between a bank vault and a cheese grater, and a very angry cheese grater at that. It has the on-road presence of a Panzer tank, and all the creature comforts of a 12,000 square foot McMansion. In short, it’s just what a certain segment of the American car buying public wants.
Lincoln will probably sell them by the boatload.
Suburban Mainstays
Maybe it’s just where I live, but I’ve been seeing a lot of Lincolns around for a while now. The same could be said when I was interned in Arizona. Sure, down there, there’s tons of retirees, and that demographic loves its big American cars. But Lincoln, a company on its deathbed as long as its namesake, seems to be entering some sort of resurgence these days. So like I said, you’ll probably be seeing more of these large, stately, borderline-ugly things tooling around shopping malls and burbclaves and such in a couple of years.
The 2020 Lincoln Aviator hit the stage at this year’s LA Auto Show, with Lincoln noting that their “three-row midsize (ha!) premium SUV” is aimed at the highest volume segment in the United States: the midsize luxury market. They also, rightly, point out how this is also the “third-highest volume segment in China.”
Hmmm? Export plans much?
It looks like a cross between a bank vault and a cheese grater.Click To Tweet2020 Lincoln Aviator. Photo: Lincoln Motor Company.
Power & Performance: A Healthy Dose
You’d expect the Aviator to be powered by a big ‘Murican V8, but no, the powertrain choices are actually rather sensible and efficient. The standard engine is a twin-turbocharged 3.0-liter V6, hooked up to a 10-speed SelectShift automatic. As such you get a notable 400 horsepower and 400 lb-ft. of torque. Impressive for only three-liters. The optional powertrain is that same twin-turbocharged engine connected to a hybrid drive system. Lincoln says it gets you 450 horsepower and a colossal 600 lb-ft. of torque. Yes please!
There’s no word on MPG figures for either engine, but with 600 lb-ft. of torque, I’m willing to wait, then completely forget.
The drivetrain is controlled via this scheme referred to as “Lincoln Drive Modes.” There are five “signature” settings: Normal, Conserve, Excite, Slippery, and Deep Conditions; then for 2020, two new modes: Pure EV and Preserve EV. As the names imply, these two new modes allow drivers to choose how and when to best use their electric energy from the hybrid system.
Related: Big and loaded with luxury: our full review of the 2018 Lincoln Navigator.
The 2020 Lincoln Aviator can recognize road signs with the standard Co-Pilot360 Plus system. Photo: Lincoln Motor Company.
Convenience & Safety: Digital Keys & Driver Assist Systems
Naturally, the tech doesn’t stop there. The suspension system automatically lowers the vehicle to “greet” the driver and turns on the signature welcome lighting. Lincoln’s “Phone As A Key” means you can lock and unlock, open the liftgate, adjust seat, mirror and steering positions, and, ta-DAH, start and drive the vehicle without a traditional key. And, if you’re gullible enough to loan out your Aviator, the technology allows up to four “keys” for each vehicle.
The 2020 Lincoln Aviator has a gizmo that lets it “see” potholes or uneven pavement, adjusting the suspension as it does. Lincoln calls it Adaptive Suspension with Road Preview.
The Co-Pilot360 feature includes multiple assist systems as standard equipment. Traffic Jam Assist, for example, contains adaptive cruise control for stop-and-go traffic, lane centering, and traffic sign recognition. Evasive Steer Assist helps avoid collisions with a slower or stopped vehicle; Reverse Brake Assist will stop the Aviator from backing into something, and Active Park Assist Plus guides you into parallel and perpendicular parking spaces.
Photo: Lincoln Motor Company.
Comfort & Connectivity: Luxury Car Levels of Both
Other comfort and convenience features abound inside the 2020 Lincoln Aviator. The Revel Ultima 3D Audio System contains 28 speakers, while the steering wheel recognizes subtle thumb movements for accessing numerous functions and commands. The seats offer 30-way adjustability, massage, and additional lumbar support for drivers and passengers. The second-row seats recline, adjust fore and aft, and slide forward for access to the third row.
Other such features include wireless phone charging in the center armrest, a handy media bin, multiple power outlets throughout, and a standard Wi-Fi hotspot.
Pricing & Availability
In many ways, you can think of the 2020 Lincoln Aviator as your home away from the retirement home; the perfect vehicle to get you from your gated community in Scottsdale or Boca Raton, down to the golf and racket club. And back in butter smooth comfort, quietly and safely.
Expect the new Aviator next summer with pricing information due closer to that time.
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.
2020 Lincoln Aviator Gallery

Photos & Source: Lincoln Motor Company.

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2020 Mercedes-AMG GT R PRO: Affalterbach’s Hurricane

2020 Mercedes-AMG GT R PRO: Affalterbach’s Hurricane The 2020 Mercedes-AMG GT R PRO emerges as the latest in the AMG GT line.
The two-door AMG GT Coupes and Roadsters come with a unique driving control system.
Mercedes-AMG says everything about the new GT R PRO was modified for track performance.
I’m starting to think Mercedes is just messing with us now, especially when it comes to anything with the AMG badge glued to it. The German’s engineering prowess and cultural depth of knowledge is so profound, it’s like trying to argue with Wotan. “Oh, is that what you think,” comes the stentorian voice, booming from the clouds, “Then behold mortal! Witness the AMG GT!”
And now, witness the 2020 Mercedes-AMG GT R PRO.
Delivering The Goods
Yes, Mercedes-Benz is kind of stodgy and conservative in a engineering sense. They lack the design finesse and penchant for experimentality of Ferrari; have nowhere near the impudent glee of Porsche, or the British refinement and reserve of Aston Martin, but Land O’Goshen can they deliver the goods. The goods, in this case, being grip and braking and power; lots and lots and lots of power.
Driving anything hot off the line from AMG means you know what Günther Rall must have felt rolling in on a stream of B-17s over Frankfurt.
Expanding The Family
In an odd way, Mercedes-Benz seems intent on making the GT a sub-brand within the AMG sub-brand itself, sort of a sub-sub-brand. There are, in point of fact, three Mercedes AMG GTs: The Mercedes-AMG GT, the Mercedes-AMG GTC (which is a four door “coupe”), and the Mercedes-AMG GT R/Mercedes-AMG GT R PRO. The latter are twin track terrors with the luxo stuff taken out and speed stuff added.
The 2020 Mercedes-AMG GT R PRO was even inspired by the AMG GT3 and AMG GT4 race cars.
“No other current production Mercedes- AMG is as close to motor racing as the new AMG GT R PRO,” said Tobias Moers, Chairman of the Management Board of Mercedes-AMG GmbH. “A lot of experience from our current GT3 and GT4 motorsport activities entered into its development.”
Where we are at in 2020 with these GTs is a place of refinement, of constant honing of this, sharpening of that, trimming of this bit einfach so, of that bit nur ein bisschen mehr.
2020 Mercedes-AMG GT R PRO Photo: MBUSA.
Dynamic Controls: A Testament To Refinement
A good example is the AMG Dynamics portion of the AMG Dynamic Select drivetrain/chassis control system. Along with the standard modes (Slippery, Comfort, Sport, Sport Plus, Race, and Individual), AMG Dynamics also broadens the functions of the electronic stability control.
AMG Dynamics has four modes: Basic, Advanced, Pro, and Master. No laughing mortal! Displease Wotan and suffer the consequences! Basic works with the Slippery and Comfort drive programs for stable handling and higher yaw damping. Advanced is coupled with the Sport program for more neutral balance and lower yaw damping. With a reduction in the “steering angle requirements,” the Advanced mode is perfect for winding country roads.
Pro is part of the Sport+ program and provides even more assistance than the Advanced mode does for those spirited driving sessions.
Master, which is only available for GT C and GT R, connects to the Race drive program. Master mode is aimed at those of us driving around on race tracks. This gives the GT an extreme neutral balance and an even lower steering angle. Master ensures the utmost agility and fully exploits the GT’s dynamic potential.
Photo: MBUSA.
Suspension Tech: All About Wear Resistance
Of course the coil-over suspension got tweaked. Drivers can set the spring preload length mechanically, but the compression and rebound of the shocks is variable. This is done without tools via a click system with an integrated adjustment dial on the damper. You can even set the compression rate separately for high-speed or low-speed driving. The front axle now has a carbon fiber torsion bar while the rear is made of steel. Both are adjustable, natch.
The lower wishbones of the rear axle have Uniball spherical rod-end bearings. They are considerably more wear-resistant than conventional bearings and their design has no play, so toe-in and camber do not change even under high loads. Nasty!
“The agile responses to all driver commands and the overall performance now deliver even more of that incomparable feeling that our racing drivers experience on the track,” Moers said.
The 2020 Mercedes-AMG GT R PRO has a top speed of 198 mph. Photo: MBUSA.
Carbon Fiber & Aerodynamic Treatments
There’s a carbon fiber shear panel in the underbody to help cut weight and increase overall precision. AMG even retuned the electronically-controlled engine and transmission mounts, a move they say increases agility and response. Along with the carbon-fiber components, the standard ceramic composite braking system also cuts weight.
Aerodynamics are enhanced with a re-designed front apron and two flics at the sides, clear-coated carbon fiber, of course. Air slots in the front fenders are for more than looks, venting the wheel arches and lowering front-axle lift.
Out back, there’s a clear-coated carbon-fiber aero bit at the wheel arch. The rear spoiler now has a lip for increased downforce as well.
Photo: MBUSA.
Power & Performance: The Numbers Speak!
And there’s even more, all of which Mercedes-AMG goes into great detail on, but the only details that really matter are these: zero to 60 in the mid-3s and top speeds nudging the double ton. The next greatest detail is this: 7.04.632 minutes around the Nürburgring. AMG brand ambassador and AMG GT3 racing driver Maro Engel recorded the time.
The 2020 Mercedes-AMG GT R PRO puts out 577 horsepower and 516 lb-ft. of torque!
“Look on my works, ye Mighty, and despair!”
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.
2020 Mercedes-AMG GT R PRO Gallery

Photos & Source: MBUSA.

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2018 Kia Stinger: Product & Performance Overview

2018 Kia Stinger: Product & Performance Overview

We saw the Kia Stinger for the first time at the 2017 North American International Auto Show here in Detroit. Its stance was bold, its message clear, and its design nothing short of fantastic. NAIAS 2017 had a multitude of attractions and for us, the Stinger was our top pick. The forthcoming sportback will enter a segment currently dominated by European automakers, but it will be the highest-performing production vehicle in Kia’s history.
Dream Come True
The Stinger, in its present form, descends from the GT concept, first unveiled at the 2011 Frankfurt Motor Show. When the cover was lifted, it sent a wave of inspiration throughout the entire Kia organization.
“Unlike any Kia that has come before it, the Stinger really is a dream car for us and after years of commitment and hard work from a passionate group of designers, engineers, and executives around the world, that dream is now a reality,” said Orth Hedrick, Vice President, Product Planning, Kia Motors America.
According to Kia, The Stinger needed to be many things, yet most of all, it needed to be a genuine Gran Turismo car. Here is a look, piece by piece, of what Kia did to get it there.
The Kia Stinger on display at the 2017 North American International Auto Show, Cobo Center, Detroit, Michigan. Photo: Carl Anthony for Automoblog.net.
Design & Development
The Stinger’s design was overseen by Peter Schreyer, Kia Motors’ Chief Design Officer, and his visionary team in Frankfurt, Germany. Ride and handling responsibilities fell to Albert Biermann, Head of Kia’s Vehicle Test and High Performance Development initiative. His engineering group worked around the clock in Korea but other teams from Europe, the Middle East, Asia, and North and South America joined in. Ultimately, it was on the Nürburgring circuit, a place lately reserved for the 911 GT2 RS and Camaro ZL1, where Kia made their biggest strides.
“From its GT concept-car origins to the years of tuning and refining on the legendary Nürburgring circuit, no detail was too small to be obsessed over, and the result is simply stunning,” Hedrick said.
“I think for the Kia brand, the Stinger is like a special event,” Biermann added. “Because nobody expects such a car, not just the way it looks but also the way it drives.”
Kia’s engineers put the Stinger through nearly 500 laps of high-intensity driving around the Nürburgring, the equivalent of about 6,200 miles. The Stinger’s quality, reliability, and durability testing consisted of aggressive acceleration, followed by rapid deceleration and heavy cornering. The Stinger was repeatedly exposed to the Nürburgring’s 73 corners and 17 percent gradients at nearly 1,000 feet of elevation.
“It’s a whole different animal,” Biermann said of the Stinger after testing concluded.
2018 Kia Stinger GT2 AWD. Photo: Kia Motors America.
Chassis Construction
The foundation for Kia’s Gran Turismo car is a stiff, NVH resistant chassis, comprised of 55 percent advanced high-strength steel. The MacPherson front suspension features large diameter shock absorbers, high-strength wheel bearings, and an aluminum strut brace; the reinforced five-link rear suspension is mounted to a stiffened rear subframe.
The Stinger GT goes a bit farther, with Kia’s first continuously damping, electronically controlled suspension. “Dynamic Stability Damping Control” matches a driver’s inputs and style, responding to road conditions more proactively than a traditional suspension. During tight or aggressive cornering, the front shocks soften and the rear firms up for better handling. Conversely, the system can stiffen the front shocks and soften the rear for improved high-speed stability.
There are five modes: Custom, Eco, Sport, Comfort, and Smart.
Advanced Aerodynamics
The Stinger needed to be more than a pretty face but when it comes to aerodynamics, a fastback design is more challenging than a conventional sedan. To maintain the balance between style and performance, Kia’s Frankfurt R&D center used computational fluid dynamics (CFD) software to test and validate different approaches to the Stinger’s aerodynamic profile.
The body is favored slightly toward the rear while the “gills” behind the front wheel arches reduce wake turbulence as air moves over the flanks. A partially-flat underfloor cover, which flows into the rear diffuser, reduces drag; the rear spoiler, with its “ducktail” shape, reduces lift and increases stability at higher speeds. Special air inlets and curtains help reduce front-end lift and compliment the large, horizontal brake cooling ducts. By continually tweaking the “aerofoil” shape of the Stinger, Kia achieved a drag coefficient of 0.30 Cd.
2018 Kia Stinger GT2 RWD. Photo: Kia Motors America.

Engine & Powertrain
Kia poses it rather well: “if the chassis symbolizes the bones of a gran turismo, then surely the available powertrains represent its heart.” When we first saw the Kia Stinger at NAIAS in January, this really intrgued us. The first available engine is a 2.0-liter twin-scroll turbocharged four-cylinder Theta II plant, producing 255 horsepower (6,200 rpm) and 260 lb-ft. of torque. Torque is available from 1,400 to 4,000 rpm and gives the Stinger a reasonable 0 to 60 time of 5.9 seconds.
The 3.3-liter twin-turbo V6 Lambda II engine packs a bit more punch. Those looking for more snap and grunt will want this engine with its 365 horsepower (6,000 rpm) and top speed of 167 mph. Torque jumps to 376 lb-ft., available from 1,350 to 4,500 rpm. With this engine, the Kia Stinger enters the segment with more power than the Audi S5 Sportback, BMW 440i Gran Coupe, and Infiniti Q50. Further, Kia has chipped away at Porsche’s foundation. With the V6 Lambda II engine, the Stinger GT hits 60 in 4.7 seconds, which is quicker than the six-cylinder Porsche Panamera.
Helping to disperse the power is an 8-speed automatic Kia designed in-house. One of the most notable features is the inclusion of a Centrifugal Pendulum Absorber, normally found on racing, diesel, and aviation applications. The design, accompanied by an oil cooler to mitigate heat, helps prevent torsional vibrations through the drivetrain. Similar to the suspension, five different shift patterns may be selected through the vehicle’s electronic drive-mode system.
Photo: Kia Motors America.
Steering & Braking
The Stinger features a variable ratio, Motor Driven Power Steering system that Kia says offers “razor-sharp feedback.” The setup has the electric motor mounted directly on the steering rack to reduce vibration from the column and to enhance overall response.
The Stinger GT is equipped with Brembo brakes with quad-piston front and dual-piston rear calipers. The monobloc all-aluminum calipers reduce unsprung weight, dissipate heat, and are coupled with large diameter brake discs: 13.8-inches in the front and 13.4-inches in the rear. During development, the Stinger was subjected to multiple runs down the infamous Grossglockner High Alpine Road in the Austrian Alps. The environment is the ideal place to test braking performance.
Interior Treatments
All Stingers come standard with a leather-appointed cabin, although an ultra-soft Nappa leather is available. Air-cell bladders and width-adjusting bolsters are available for the driver’s seat for additional comfort. The center console is split between the infotainment controls, which sit below a large color touchscreen, and the climate controls. The gauges are ringed in metal and accentuated with sweeping red needles; a color TFT screen relays data like cornering G-forces, lap times, and temperatures, along with the trip odometer, driver settings, navigation, and diagnostics.
The Stinger also comes with a generous array of connectivity, infotainment, and entertainment features. An available Harman Kardon 720 watt audio system has an external amplifier, 15 speakers, and under-seat subwoofers.
Pricing & Availability
The 2018 Kia Stinger arrives in December and pricing will be announced closer to that time. The Stinger will be available in either rear-wheel or all-wheel drive.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2018 Kia Stinger Gallery

Photos & Source: Kia Motors America.

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Ford Mustang Engineers Show Why Duct Tape Is Awesome

Ford Mustang Engineers Show Why Duct Tape Is Awesome

In 1999, Baz Luhrmann released Everybody’s Free (To Wear Sunscreen), a spoken word, notional commencement speech to a class entering the new millennium. Based on an essay by Chicago Tribune columnist Mary Schmich, “The Suncreen Song” contains nuggets of advice garnered from Luhrmann’s own “meandering experience.” He advises the graduating class to remember compliments, avoid beauty magazines, and spend time with their parents, among other things.
I would add, to Luhrmann’s list of already excellent advice, duct tape. In the song, he says the benefits of sunscreen are proven by scientists. I am sure, at some point in time, there was a study done by scientists on duct tape. It can solve a myriad of problems and no person should be without a roll. It can fix anything.
Human Intuition
Just ask Ford engineers Jonathan Gesek and Mike Del Zio. Despite the computer-generated and data-driven approach to vehicle development today, the human element is still needed. There are times a computer cannot read things the way a human can. After completing a high-speed lap in a prototype Mustang, Del Zio, a vehicle dynamics engineer, noticed the car was not responding to his liking around corners. The latest set of wind tunnel numbers showed everything was fine, but Del Zio was not convinced.
That’s when Gesek, an aerodynamics engineer, slapped a strip of duct tape over the lower grille gap. We are fairly certain (although Ford did not confirm) both engineers applied sunscreen at this time too. That would be logical since they were outside at a race track.
The slice of duct tape over the grille provided a “Band-Aid” fix to what is known as front-end lift. Gesek and Del Zio have devoted hundreds of hours to the aerodynamic performance and efficiency of the new 2018 Mustang. Their work has helped maintain and even improve the Mustang’s EPA fuel economy ratings. In essence, these guys know the Mustang and know it well. And they know when to trust their gut.
“That little strip of tape made all the difference,” Del Zio said.
2018 Ford Mustang. Photo: Ford Motor Company.

Proper Modifications
Mustang’s front-end styling changes include a lowered nose, larger front splitter, and rocker shield. Each element helps keep the car planted while allowing air to flow smoothly underneath. But it all started with a strip of duct tape from a dull gray roll. Granted, you won’t find a new Mustang at the dealership with a slice of the famed adhesive on the front, but you can be confident regardless.
“At the end of a straightaway, what confidence do you have in being able to brake and make a turn,” Del Zio said, emphasizing the importance of human-inspired engineering and design. “Things start to come up fast at 155 miles an hour.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2018 Ford Mustang Fuel Economy Improvements

2017
2018
Increase
City
Highway
Combined
City
Highway
Combined
Combined
EcoBoost (auto)
21
30
24
21
32
25
4.2%
EcoBoost (man.)
21
30
24
21
31
25
4.2%
GT (auto)
15
24
18
16
25
19
5.6%
GT (man.)
15
25
18
15
25
18
No Change
Photo & Source: Ford Motor Company.

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2018 Volkswagen Tiguan S 4Motion Review

2018 Volkswagen Tiguan S 4Motion Review

The Volkswagen Tiguan is sometimes a forgotten entry in the compact crossover segment, but it’s worthy to be put on your shopping list. It competes against popular Japanese rivals like the Toyota RAV4, Honda CR-V, Subaru Forester, and Mazda CX-5. It’s a tall compact crossover that stretches toward midsize in interior space, and is well-equipped for its price. It’s ready for the daily commute, or the weekend ski trip.
We recently drove the base trim Tiguan S 4Motion.
What’s New For 2018
The Volkswagen Tiguan has been completely redesigned for 2018, and grows in size for its second generation. Cargo capacity improves over the previous model.
Features & Options
The 2018 Tiguan S 4Motion ($27,495) comes standard with rugged fabric upholstery, rearview camera, USB port, Bluetooth capability, 6.5-inch touchscreen, Apple CarPlay and Android Auto, and VW’s telematics service. It also features automatic headlights, heated mirrors, roof rails, and a six-speaker sound system.
This was a new, pre-production press vehicle from Volkswagen and the only option listed was the Driver Assistance package. It included forward collision warning with emergency braking and blind-spot monitoring.

Interior Highlights
Our Habanero Orange tester seemed ready for Halloween with its contrasting, sharp-looking Titan Black fabric upholstery. The Germans know how to keep the people’s wagon simple, clean, and functional. The Tiguan’s interior is ready to haul folks around for the commute or better yet, the weekend trip to the ski slopes.
There’s plenty of room inside for taller passengers and the seats are firm and supportive, but could use a bit more padding. The Tiguan S comes with a six-speaker stereo, good for listening to sports talk on 104.3 The Fan here in Denver. Unfortunately, it lacks in sound quality for music.
In the rear, there’s exceptional legroom especially with the sliding rear seat pushed back. The Tiguan may be larger than before, although three adults in the rear seat will still be a squeeze. There’s 37.6 cubic feet of cargo space with the rear seats down, and the rear liftgate is nice and wide for loading extra large items. Maximum cargo carrying ability is still less than some rivals.

Engine & Fuel Mileage Specs
All Volkswagen Tiguan models come powered by a 2.0-liter turbocharged TSI four-cylinder engine, coupled with an eight-speed automatic. It develops 184 horsepower and 221 lb-ft. of torque. The compact SUV returns an EPA estimated 23 combined mpg with a 21/27 city/highway rating. That’s less than the competition and the rating seems low to us considering it’s a 2.0-liter engine. We got around 22 mpg, which isn’t too bad considering how hard we drove it at altitude.
Driving Dynamics
We pushed the turbocharged 2.0-liter engine hard this week as we traveled into the mountains west of Denver. It’s the ideal place to test any vehicle, and this small SUV was no exception. Without the turbo, this vehicle would be less than ideal for mountain commutes, but when the air gets thin, the Tiguan has enough power to climb the hills without issue.
You will find it has more power at lower revs when accelerating from a stop, but it can get a little out of breath at higher revs. We don’t anticipate this will be an issue for daily commuting, however. The 8-speed automatic is smooth and a welcome relief from the continuously variable transmissions that many small crossovers get. The downside is it doesn’t get the mileage of a CVT gearbox.
In the city, the Tiguan is a good commuter vehicle and it scoots around slower traffic with ease. Its smaller size lets you park in tighter spots and you won’t have a problem seeing other drivers when you are navigating city streets. The Tiguan has a higher profile and bigger windows than other small crossovers, making it easy to see out the back and sides. On the highway, the Tiguan’s ride is easy, the handling competent, and it feels softer than the outgoing model.
Conclusion
The 2018 Volkswagen Tiguan S 4Motion offers affordably-priced convenience in a compact crossover that, overall, offers a quiet, comfortable ride. If you live in a cold climate, the 4Motion all-wheel drive will get you through the ice and snow this winter without an issue.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Volkswagen Tiguan Gallery

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2018 Volkswagen Tiguan official site.
Photos: Volkswagen of America, Inc.
*SEL trim level also shown.

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