Automotive

Automoblog Book Garage: The Complete Book of Porsche 911

Automoblog Book Garage: The Complete Book of Porsche 911 Porsche fans will appreciate this insightful book packed full of wonderful photos.
Author Randy Leffingwell takes us through the history of Stuttgart’s most famous car.
Our Book Garage series showcases what every gearhead and enthusiast should add to their library.
Icon is a word thrown around all to easily these days. You find undeserving people in the music business baptized icons, half-baked actors christened icons and, as far as we’re concerned, souped-up econo-boxes now dubbed automotive icons. It dilutes the word if you overuse it like that. People call the Porsche 911 an icon, and in this case, they are 100 percent right. And in case you doubt it, you should pick up and read Randy Leffingwell’s tome, The Complete Book of Porsche 911: Every Model Since 1964.
A Big Bundle of Porsche Goodness
I live in an old house, a church, actually, that was built in 1906. One of the more distinguishing features, besides being church-shaped and having the dry-wood combustibility of a box of matches, is the front door. It’s this huge, red-painted oak situation supported by iron hinges most likely sourced from Minas Tirith. The whole thing must weigh as much as a VW Jetta being it’s four inches thick. It is, to use the parlance, impressive. It pivots open on iron hinges with a creaking and groaning and cracking of reports like something out of a vintage horror movie.
But the other day it didn’t.
I was going to do something prosaic like buy milk and when I went to open the door; it made it about 10 inches then softly thudded to a stop. I took another run at it, and again it softly thudded to a stop. I could just fit my head out to see what was up, and there was this huge yellow-padded envelope. Whatever resided within had enough weight and mass to stop the door like a wedged battle ax.
“The heck is that?” I mumbled to myself as I walked to the far side of the place, using a different door to leave. I got to the front, hefted the package up (thought it might contain a manhole cover), and tore it open to find a new copy of Leffingwell’s, The Complete Book of Porsche 911 – Every Model Since 1964. This is what was blocking my door. It’s not exactly a big book either at 345 pages. All I can think of is that its mass is down to the quality of the paper.
And the quality of the content.
The Complete Book of Porsche 911, Page 232. Photo: Randy Leffingwell.
Visual Delight
Everything about this book is well-thought-out and beautifully executed. From the inner front cover, which is done up in the same psychedelic warped checkerboard pattern that graced the seats of late 60s Porsches, to the carbon fiber style end cover. Visually speaking, the book’s two covers alone give you an idea of the framework within. Sprawling across the intervening pages is a well-told and very well-photographed story of a true automotive icon: The Porsche 911.
Most of the early photographs have this wonderful palladium tone to their black and white printing. At first I thought they were vintage shots from back in the day, then I realized there were modern buildings in the background. Apart from the occasional credit to a specific photographer or to Porsche Press, Leffingwell himself did the bulk of the shooting here. Bravo!
Related: Porsche versus the S&P: Can this classic sports car top the stock market?
From The Top
The photography follows, in part, because Leffingwell is best known as a shooter, although his writing is pretty durn good too. He starts further back; a little bit before the actual beginning of the 911, covering “Predecessors and Prototypes, 1948 – 1965” in the introduction. So stuff like 356s and speedsters and Gmund coupes lay the foundation for the glories to come. The 911 was a wickedly-simple and Germanic answer to a very basic question: How can we make the 356 better?
The answer, as any Porsche fan worth their sense of superiority can tell you, was this. Ditch the VW Bug floor plan, ditch the VW four-banger, start with a clean sheet of paper but use the same basic layout. The fundamentals that made the 356 such a blast to begin with should work here. Lightweight and low center of gravity; lose the agricultural suspension for a higher-tech torsion bar setup and, most importantly, keep the engine hanging out back.
The Complete Book of Porsche 911, Page 69. Photo: Randy Leffingwell.
50 lbs. of Pig Iron
Yes, like all other lovers of the 911, Leffingwell more or less glosses over that putting the engine way back there leads to some handling issues and deficiencies. I’m sorry, I should say “frightening handling quirks” that make 911s (especially the first generation) near deathtraps in hard cornering situations. Did you know that for the first 150 or so 911s, Porsche resorted to the quick “solution” of welding 50 lbs. ingots of pig iron to the front? They did. And it sort of helped, but that right there is evidence Zuffenhausen knew from the get-go that 90 percent of the time, these things were fantastic; and for the remaining 10 percent, they had handling issues.
But who cares!?
That’s one of the things that makes 911s, even modern ones, such a blast to drive. They’re really quick, stop like you wouldn’t believe, and every so often, you’re just hanging on for dear life. Leffingwell traces this throughout the entire history of the 911 across 10 well-researched, well-written, and very well-photographed chapters. The chapters roughly correspond to each of the eight generations of the 911, with the second gen cars of 1978 to 1989 getting two chapters.
The Complete Book of Porsche 911, Page 341. Photo: Porsche Press.
Quick At Heart
Racing? Yes, of course there’s racing. How could you write a book about the 911 and not mention how these guys were killer-fast right out of the crate. Beyond that, modifying them into 930s and 935s and such turned them into high-power mutants nearly impossible to catch or stay with, let alone beat. Half-mad tuners like Ruf get some cool shots and turns of the phrase. Every model gets a nifty data sidebar so you can see weight and dates and torque figures and all that stuff.
It would be easy, given the size and heft of The Complete Book of Porsche 911, to dismiss it as “just a coffee table book” but it is far from that. As wonderfully complete as it is photographed, it makes a fine addition to any gearhead’s library, even if you’re not that into 911s. If you are (and most of us are) it’s simply a must-have on its own.
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.
The Complete Book of Porsche 911 by Randy Leffingwell
Series: Complete Book Series
Hardcover: 328 pages
Publisher: Motorbooks; Revised edition (October 9th, 2015)
Language: English
ISBN-10: 0760349800
ISBN-13: 978-0760349809
Product Dimensions: 10 x 1.2 x 11.2 inches
Shipping Weight: 4.2 lbs.
Price at the time of this writing: $19.99 (Kindle) or $49.95 (Hardcover) on Amazon.
About The Author
Randy 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 and its sister publisher Voyageur Press. Leffingwell is considered one of the top automotive historians today, and enjoys a close working relationship with a number of manufacturers. He lives in Santa Barbara, California.
The Complete Book of Porsche 911 Gallery

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Automated Drive West: VSI Labs Going Cross County In Autonomous Car

Automated Drive West: VSI Labs Going Cross County In Autonomous Car It’s a hot afternoon in the Twin Cities and the offices of VSI Labs are bustling. The team only has so much time before their upcoming cross-country trip in an autonomous test car. The company’s engineers and researchers are combing over every last detail before they depart for the Automated Drive West. Road trips are one thing, but traveling 2,000 miles in an autonomous vehicle is another ball game. VSI Founder and Principal Advisor, Phil Magney, who races Porsches in his spare time, ducks into his car to talk about the upcoming trip.
It’s the only quiet place he can find this particular afternoon.
“I just want to emphasize that we aren’t out to prove anything here, that’s not what we’re doing,” Magney said. “We’re researchers; it’s all about discovery, understanding the limits, and finding the gaps when it comes to automated driving.”
Automated Drive West: The Test Car
VSI will make the 2,000-mile journey from their Minneapolis, Minnesota home to Santa Clara, California for the Drive World conference starting on August 27th. The Automated Drive West will expose their test car, a 2018 Ford Fusion with a Dataspeed by-wire control system, to a variety of terrains and weather conditions. On the journey, the team will examine and evaluate things like precision lane models and advanced GPS technology. The goal being to improve the performance and safety of both systems as they relate to autonomous driving.
“We will be able to test some of the automated features in data collection environments that we’re not normally used to, like a lot of rural highways, mountainous areas, and tunnels and what not,” Magney explained. “The data will be tremendously useful because we can document precisely where the vehicle runs into trouble; we can replay these problem areas when we get back and apply more permanent fixes.”
Among the high-tech systems within the VSI test Fusion is a special Linux-based computer, custom-built by the engineering team. This computer is essentially the brain, acting as the central controller for the car’s on-board autonomous driving systems. As the test vehicle’s most vital organ, careful measures are being taken to protect it. “The computer gear we have in the trunk generates a lot of heat, so we are engineering a unique kind of adaptation of the HVAC system to provide proper cooling,” Magney said.
The 2018 Ford Fusion test vehicle VSI Labs will operate for the Automated Drive West. Photo: VSI Labs.
Examining The Ecosystem
VSI Labs is an ambitious and robust company when it comes to automotive safety and technology research. The company builds vehicles to examine how different technologies interact with each other; and to better understand how they function when it comes to autonomous driving. VSI’s engineering team routinely analyzes by-wire control systems, sensor fusion applications, and precision localization; each important to the inner-workings of an autonomous vehicle. From there, VSI offers various research portals that support product and technology planning; competitive analysis and IP discovery; and product engineering and development.
Magney worked in automotive technology for 20 years, serving in senior leadership roles before starting VSI Labs in 2014. He describes the VSI approach as a decomposition of the ecosystem. The mindset allows Magney and his team to get a more accurate picture of autonomous vehicle technologies, their corresponding systems, and their overall capabilities.
“I felt that was going to be extremely important: to really understand the underpinnings of this technology,” he continued. “That really understanding, for example, the ecosystem according to sensors: so who makes these sensors? What are they used for? What do they look like and so forth. But it doesn’t stop there because there are a lot of components necessary to build up an active safety or automated driving system.”
From RC Cars To Real Ones
VSI today has examined thousands of products and represented over 800 companies, from Silicon Valley startups to multinational OEMs. Magney says things began humbly enough with “desk research,” but quickly evolved. “Within about a year and a half, we realized that to really understand this space we’ve got to go deeper and that means setting up a lab,” he recalled. “Honestly it started with building a 1/10 scale car, like an RC car, and automating that. Nearly right after, we ordered our first real vehicle. We used that to start building safety applications and lower-level automation features.”
Photo: VSI Labs.
Safety First
We first met VSI Labs at AutoSens Detroit in May of last year. The team brought a Tesla from their Minneapolis office they routinely work on and benchmark. “We wanted to come to Detroit to show AutoSens attendees and delegates some of the new features we put in the car,” Magney told us when we met him. Later that day, we took a ride in their automated Tesla with Engineering Project Manager and chief driver Sara Sargent. “Safety is always the goal with this technology,” she said as we cruised across Warren Avenue in Detroit in autonomous mode.
“I always come at it from a safety background, so to me, the stuff we’re working on is as much about safety as it is automated driving,” Magney added. “I know it sounds like a cliché, but we believe everything we do helps advance that goal, that mission, or that trajectory of these technologies.”
Driving With Purpose
Sargent will assume the same role when they depart the Twin Cites on August 20th for the Automated Drive West. She, like Magney, doesn’t get too carried away. This is more about hands-on science versus hands-off the steering wheel. “The Automated Drive West isn’t about reading emails, watching movies, or napping,” Sargent explained. “This trip will apply a few technologies that are particularly useful in rural settings where infrastructure is at a minimum.”
“To give you a little more background, we are using something called Real-Time Kinematics, often used in agriculture and in some marine applications,” Magney said. “It augments the accuracy by a great deal, so coupling that high-end GPS with our high-definition maps; those two working together will do most of the heavy lifting on the journey.”
Representatives from VSI perform an autonomous driving demonstration in the company’s Tesla at Wayne State University during AutoSens Detroit 2018. Photo: Alex Hartman for Sense Media.
Eagle Eyes
During the Automated Drive West, VSI’s test Fusion will employ two important autonomous vehicle applications: adaptive cruise control and lane-keeping assist. Both will utilize data from high-definition maps and on-board sensors, supported by algorithms developed by the engineering team. Special scripts were then written so map data, relative to the vehicle’s location, can be downloaded at any given time. The adaptive cruise control and lane-keeping assist systems will adjust accordingly to any new map data while on the trip.
“What it boils down to is our GPS system in this car has accuracy down to a few centimeters rather than a few meters,” Magney explained. “In other words, we’ll be able to localize with precision using our high-end GPS.”
As the new map data arrives, the Fusion’s steering slowly transitions from the current path to the new one. Although not always necessary, the gradual transition allows the driver time to react should any errors occur in the loading of the new map. “One of the significant things about this test is that we can isolate the functionalities of these technologies,” Magney said. “A lot of times we will be tweaking the algorithms on the fly in order to make certain adjustments. And we always have a trained safety operator and driver behind the wheel.”
The VSI team for the Automated Drive West. From left to right: Ryan Sargent, traffic law expert; Sara Sargent, Engineering Project Manager and chief driver; Jacob Miller, Autonomous Vehicle Solutions Engineer. Photo: VSI Labs.
Follow The Automated Drive West
The Automated Drive West kicks off in Minneapolis on August 20th. The VSI team will drive four days to their destination in Santa Clara. On arrival, they will offer demo rides in the vehicle at Informa’s Drive World Conference & Expo from August 27th to the 29th. You can follow the journey in real-time on social media, either through the VSI Labs Twitter and/or Facebook page. The team plans on stopping at places like Mount Rushmore, The Great Salt Lake, and Olympic Valley.
“It’s going to be a terrific test of these systems because we’ll see so many unique environmental conditions along the way,” Magney said. “Of course, we will have live telemetry and other neat kinds of features so people can follow along with how we’re doing.”
Carl Anthony studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan. Before going back to school, he simultaneously held product development and experiential marketing roles in the automotive industry.

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The Quail, A Motorsports Gathering Goes Hollywood

The Quail, A Motorsports Gathering Goes Hollywood The Quail, A Motorsports Gathering is teaming with the Petersen Automotive Museum this year.
A new display will include six cars and one motorcycle from some of Hollywood’s most adored films.
You know about The Quail, right? Officially dubbed The Quail, A Motorsports Gathering, it’s one of the very fun things to do at the Monterey Historics every year. You have been down to Monterey, right? Well, if you haven’t, go. If you’re thinking about going back this year, then definitely do so. Because The Quail is partnering with LA’s Petersen Museum to bring some rather tasty rides to their annual event.
Hollywood Dream Machines
I actually covered the Petersen Museum’s Hollywood Dream Machines exhibit back in May. The exhibition features over 40 Hollywood vehicles, props, and costumes. The Audi RSQ concept, driven by Will Smith in i, Robot; the Warthog from Halo; the DeLorean time machine from Back to the Future, and a bunch of other instantly-recognizable rides are on display. And while this is a fun thing see, someone came up with the bright idea of taking the show on the road, so to speak.
The Quail, A Motorsports Gathering will showcase a selection of these iconic movie cars from the Petersen Automotive Museum, beginning Friday August 16th. The display will include six cars and one motorcycle from some of our favorite films. Once again, the legendary 1981 DeLorean from Back to the Future will be on display. Michael Keaton’s Batmobile from the 1989 Batman film will also be on display (that would be the first big Hollywood version, the one directed by Tim Burton). Joining them is the 1999 Mach 5 Prototype race car inspired by the classic 1966 animated series Speed Racer. (And this might be the same one from the Wachowskis over-the-top movie, but info is sketchy).
Mach 5 Prototype as depicted in the animated TV series Speed Racer (1967-1968) and the film Speed Racer (2008). Designer: Mark Towle.
Shagin’ Wagon
Austin Powers fans can enjoy the “Shagmobile,” the 1998 VW Beetle Mike Meyers drove around; while those old enough to remember will appreciate the race-prepared, 1961 VW Beetle from The Love Bug. Wait, scratch that. It’s from the 2005 film Herbie: Fully Loaded that starred the unfortunate Lindsay Lohan. The last of the six is the 1946 Ford “Greased Lightning,” customized by world-famous car builder George Barris for the 1975 John Travolta, Olivia Newton John movie Grease. The lone motorcycle is the LEGO Batcycle.
Special Classes
In addition to all the tinsel town glitz and glamour, The Quail will also do its usually impressive gearhead related stuff. Essentially, world-class displays of all classes on the picturesque rolling fairways of the Quail Lodge & Golf Club. There are three special classes this year. The first will be 100 Years of Bentley Motors, celebrating W.O.’s finest. Some of the highlighted Bentley vehicles include a 1929 Le Mans, 1926 Speed Six, 1958 S1 Continental Coupe by Park Ward, and a 2018 Supersports. The second special class is the 25th anniversary celebration of the McLaren F1, which makes me feel older than I am. The third special class, “A Tribute to the Electric Car Movement,” is probably a real politik way of staving off a horde of granola-munching hippies descending on the Monterey Peninsula from the hills of Los Altos or some such.
Photo: Bentley Motors.
Family & Pet Friendly
If you attend, you will enjoy The Quail’s unique garden-party setting with an array of culinary pavilions, wine vendors (award-winning of course), and a fireside chat series. You can also attend the Bonham’s Quail Lodge Auction taking place simultaneously on the Quail Lodge Farm Field. And shoot, bring the kids and the dog, because, as always, the show will offer a family and pet-friendly environment. More information and a complete list of all the festivities can be found here.
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.

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2018 New York International Auto Show Roundup

2018 New York International Auto Show Roundup A New York tradition is the annual car show, always held during Easter week in the Big Apple. You may think of Manhattan and its surrounding boroughs as inhospitable to automobiles, but the New York International Auto Show (NYIAS) still draws a crowd big enough to rival other U.S. shows.
In addition to my work with Automoblog, I am also a product trainer for CARiD. We had boots on the ground and were able to bring you first-hand coverage of what we found interesting.
It’s impossible of course to spend quality time with every single vehicle, so our focus was on the debuts, volume leaders, pickups, electric cars, and everyone’s favorite, performance cars, uh, vehicles.
Debuts
Numerous manufacturers used NYIAS to launch important new products. Here are some highlights:
ACURA RDX
Acura’s midsize RDX crossover is all-new. The redesigned sheet metal keeps Acura’s family resemblance. The previous generation’s V6 is gone in favor of a turbo four-cylinder, mated to a 10-speed automatic. Available SH-AWD (Super Handling All Wheel Drive) can send up to 70 percent of the available power to the rear wheels. The interior has the de rigueur 10.2-inch center screen.
CADILLAC XT4
It’s no secret that Cadillac’s sales are below their expectations. After huge investments in new sports sedans, the market ignored them and bought old-school Escalades. With crossovers hot, Caddy smartly decided they need more, hence the XT4, one size below the current XT5. It’s powered by a 237 horsepower turbo four, coupled to a nine-speed auto. If it’s priced right, it should help spark sales at Cadillac.
LINCOLN AVIATOR CONCEPT
Two years ago, I said Lincoln was dead, and predicted they would go the way of Mercury. I was wrong, thankfully. Lincoln is now officially back, and in a big way. The new Navigator is a smash, and this Aviator “concept” is a production vehicle in disguise. It’s drop-dead gorgeous and sized right. Perhaps best of all, it will be built on a new rear-wheel drive platform to be shared with the next-gen Explorer. Glad to have you still with us, Lincoln!

Volume Leaders
Sports and exotic cars are fun, but vehicle manufacturers make their profits from volume. Among the many mainstream cars and trucks on the floor, these stood out:
TOYOTA RAV4
Toyota practically invented the CUV segment with the first RAV4 in 1994. This all-new fifth generation version dwarfs the original, but Americans love them, making the RAV4 one of the U.S.’s best-selling vehicles after pickups. To differentiate it from its CR-V and CX-5 competitors, the optional Adventure trim looks more like a truck than a Cute Ute. A hybrid version is also available.
SUBARU FORESTER
“Don’t fix what ain’t broke” could be Subaru’s motto. The Forester is completely redesigned but looks almost the same. Turbos and stick shifts are gone; all Foresters have a 2.5-liter flat-four, CVT transmission, and all-wheel drive. The big news is inside: material quality and fit and finish rival near-luxury cars in the next price bracket. If the standard 6.5-inch touchscreen is too small, opt for the eight-inch one.
Subaru Forester Sport on display at the 2018 New York International Auto Show.
Pickup Trucks
A uniquely American tradition, the three best-selling vehicles are full-size versions. The midsize truck market is about to get very exciting again, and never rule out the import brands:
FORD RANGER
The Ranger nameplate, gone since 2011, will be back in 2019. Ford had abandoned the midsize pickup segment only to see GM, Honda, and Toyota gladly step in. The new Ranger will have one drivetrain for now, a 2.3-liter turbo four tied to a 10-speed auto. With the regular cab gone, buyers must choose between an extended “SuperCab” or full “SuperCrew.” Expect the competition to answer in kind.
VW ATLAS TANOAK CONCEPT
Officially, this is a design study. Given that it’s built on the existing Atlas SUV platform, bringing it to production should be a no-brainer. It’s a big truck, 16-inches longer than its SUV brother, but looks sharp. Instead of competing with the domestic Big Three, expect it to go head-to-head with the Honda Ridgeline. VW needs this truck if they are serious about increasing U.S. sales volume.
VW Atlas Tanoak Concept on display at the 2018 New York International Auto Show.
CHEVY SILVERADO & RAM 1500
Ford put its F-150 on a crash diet by making it all-aluminum, so both Chevrolet and Ram knew they needed to lose weight. The Silverado is up to 450 lbs. lighter, with aluminum doors, hood, and tailgate. The 1500 will have an optional 3.0-liter Duramax diesel for those who need the torque. Sheet metal is all-new but still a Chevy.
Ram’s redesign moves it away from the “mini-Peterbilt” look it had for 25 years. Rams drop around 225 lbs. and it’s more aerodynamic. If you need to save even more fuel and increase torque, there’s a mild hybrid system available, but regular cabs are gone, so pick either a quad or crewcab. Pickup trucks are proof that competition in this segment is healthy.
Performance Vehicles
“Fast cars” used to be limited to cars. The four that rang our bells this year included a convertible, a four-door sedan, and not one but two SUVs. Who would have ever guessed?
ALFA ROMEO STELVIO QUADRIFOGLIO
The Stelvio is Alfa’s new SUV, and while normal versions have turbo fours and start in the $40,000 range, the top-shelf Quadrifoglio uses a Ferrari-derived V6. Is it fast you ask? It beat the Porsche Cayenne and now holds the world’s record for fastest SUV on the Nürburgring. Bring $82,000 with you and they’ll let you pick the color. I suggest red.
BMW X4 M40i
Car makers keep inventing new segments. Case in point: the X4. Is it a sports sedan or an SUV? It’s both. Jacked up like a truck, but swoopy like a four-door coupe, the top-line M40i gets motive power from a turbo 3.0-liter six, and mixes that with bigger brakes, stiffer suspension, and sportier seats. Sales start this summer at around $61,000.
CORVETTE ZR1
Every American boy fantasizes about a Corvette. Those boys grow into men and many eventually have the disposable income to fulfill the fantasy. While I do know plenty of female Vette fans, this latest ZR1 with its supercharged 6.2-liter V8 and boy-racer wing big enough to serve as a spare couch plays right into the dream. At $120,000 and up, Chevy will sell every one they build.
KIA STINGER
Back on planet earth, Kia, maker of boring econo-boxes, has taken a shot across the bow of BMW and anyone else who thinks they build sports sedans. The new Stinger, in rear or all-wheel drive, has either a turbo four or twin-turbo V6. It can accelerate, it can handle, and did I mention that it’s also good looking? Let’s throw in hatchback versatility for good measure. If I were at BMW, I’d be losing sleep.

Hybrid & Electric Cars
Gas is still cheap, and big trucks still rule the sales charts, but that could change tomorrow. Hybrids have been around for a while but keep improving. And the all-electric segment, at less than 1 percent of sales, has some new entries at various price points.
HYUNDAI KONA ELECTRIC
Tesla has gotten lots of (mostly good) press, but Elon Musk is learning that the competition never sleeps. Hyundai’s new Kona CUV starts in the $20,000s for a gas engine version. There’s also the new Kona Electric, with a range of over 250 miles, and available recharging in under one hour. Pricing is not finalized but is expected to start around $40,000. It’s not a stretch to imagine those unwilling to wait for a Tesla Model 3 will check this one out.
BMW i8
This was a personal favorite just for its outrageousness. Not a hybrid, the i8 is an all-electric supercar, and it looks the part. The coupe model has been out for a while, but the roadster is new. What’s better than going green and having the wind in your hair? With batteries providing the push, the wind is likely all you’ll hear.
LEXUS UX
Another CUV from Japanese giant Toyota, this one wears its Lexus family styling well. Lots of choices here: front wheel or all-wheel drive, gas or hybrid powertrains, with the hybrid expected to get up to 55 mpg. It’s also expected that this could be the first Lexus available “by prescription” as opposed to purchase or lease. You avoid the commitment but get into the brand.
2019 Lexus UX on display at the 2018 New York International Auto Show. Photo: Katelyn Barone for Automoblog.net.
In Person
Sure, you can do all your shopping online these days. But there’s nothing like an auto show to give you a taste of everything that’s out there without the hassle of visiting multiple dealers. Browsers can kick tires; serious shoppers can engage with staff in a no-pressure environment. The New York International Auto Show delivered on all counts for 2018!
Richard Reina is a Product Trainer at CARiD.com and lifelong automotive enthusiast.
Additional Photos: Chevrolet, FCA US LLC., Kia Motors America, Newspress USA.

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Chapter 1: Setting Off From Sierra Vista

Chapter 1: Setting Off From Sierra Vista I’m in the middle of the southern Arizona desert blasting north at 75 miles an hour. I’m at that rise, just beyond the Boarder Patrol checkpoint, when I glance in the rearview mirror and see it all laid out before me.
“Back there,” I think, “is everything I know in a certain sense.”
Memory Reflector
Recently both my parents died, and I have just (finally, finally) settled up everything, and have gotten my ass out of what I can only relate to as being a horrid place to live. Back there, in that rearview mirror is the past. Not just the literal past, where I was driving a few moments before, but my past. My parents house where they retired. Three bedrooms and two baths of stuff neither me nor my brothers really wanted, but a house that now, in my mind’s eye, is some sort of strange reflector of memories on top of memories on top of memories.
It hits me that I am not driving a car, and a limited-run racing special with a “significant” competition history at that. No, I’m not driving a car, I’m driving a time machine. In here, it’s the present. In the rearview mirror, it’s the past. And out there, on the other side of that windshield, is the future.
Cars are interesting things. They’re more than art objects or a way to get dates; or a way to show off or a way to get you from point A to B. Cars are, in their own way, time machines.
And the future is roaring more than a mile a minute.
The Future In Front of Me, The Past Behind Me is a gasoline-fueled narrative by automotive journalist Tony Borroz. It details the joys, thrills, and even the uncertainties of the car-obsessed lifestyle. In advance of the book’s release, we are previewing the first few chapters here on Automoblog.
Farm Boy
In a lot of ways, this was a (lower case r) revelation that was a long time coming. This is not about the passing of my parents, although, in almost every way imaginable, this is all my dad’s fault. Thanks to my father, I grew up in a car-oriented family. The garage – there was always a garage – was packed full of sports cars, antique cars, sensible work cars, and tools, literally thousands of tools.
By the time I knew my father, he was a tool and die maker at an aluminum factory. Before that, his job was killing Germans, and before that he was a coal miner. Before that, he grew up on a farm in rural Illinois in a town that literally disappeared during the Great Depression. In other words, he found himself in a lot of situations where he had to work with a lot of mechanical things and, even more to the point, he had to be able to fix them. So, being a tool and die maker was a natural fit for a farm kid who was, for a time being, a drill sergeant who, for a time being had to Make It Work, no matter what a bunch Fascists thought.
Or, as my dad once put it, “It’s a great job. I get to make stuff out of metal and no one is shooting at me.”
He loved working in aluminum, or ‘luminum, as he said it in his Colorado cowboy twang. “It’s soft, easy to work, and if you know what the metal is doing, it can take really high loads with out deflecting an inch. You can work it to really high tolerances and it cuts like butter.”
Obsessions & Passions
And of course there were cars. Everybody, and I mean literally everybody in his family was seriously obsessed with cars. Partially I figured it was a genetic thing. Italians have this odd fascination with speed that a lot of other cultures lack. We invented circuit racing, for example. All that Ben-Hur chariot racing stuff? The Italians were running chariot races for centuries before that movie was set.
The odd thing here is sports cars. Unlike a lot of Americans, and especially the ones where I grew up, my father had little to no interest in hot rods and muscle cars. He liked sports cars. Cars that could not just go, but go, turn, and stop. Cars that were no bigger and no heavier than they had to be.
Ergo, when my oldest brother, Terry, turned 16 and got a car, it was a Triumph TR-4 (red with the dog dish hubcaps). When my other older brother, John, turned 16 and got a car, it was an MG-B (antique white). When I turned 16, I got a Mercury Capri II with the 2.8-liter V6 engine. The biggest you could get. As my dad always said, “If you’re going to get a car, get the one with the all the hot options.”
My dad seemingly had thousands of those little truisms, some coming from the Army, some coming from the Farm, but the vast bulk of them coming from direct experience.
“You can find lots of idiots that can hold their foot down. That’s not being a race car driver. Knowing when to hit the brakes and turn, that makes you a race car driver.”
“You can never have enough tools.”
“Any oil leak is a problem,” said over my brother’s TR.
And my personal favorite: “Finding interesting cars is easy. Finding garage space, that’s the problem.”
Borroz often recites his father’s sayings in conversation, especially when asked about the mythical “Tony’s Lottery Garage.” While there are many cars in Tony’s Lottery Garage and new ones can be added at random, the one guarantee is available space.
Family Dynamics
My being a gearhead was foretold even before I was conceived. It wasn’t just cool cars in the garage and talk of new limited slip differentials at the dinner table. If there was racing coverage on TV, it was on. If the new Autoweek & Competition Press showed up in the mailbox, hierarchical birth-order and body size clashed against cunning and desire. Before dad got home. Precisely at 4:50 to be followed by dinner precisely at 5:00. Then that week’s copy of Autoweek & Competition Press was his.
And the same went for Road & Track, Car & Driver and any other thing in print that found its way into our home. Did I mention that my dad was a (precise) tool and die maker? Did I mention that my dad was a (by the book) drill instructor? Did I mention that my dad was sort of an anal retentive jerk? He was.
Racing on TV was watched in reverent silence balanced with barely contained contempt for the commentary crew. “These idiots excel at telling ya somethin’ ya already seen.” My dad, of course. The quiet only being broken by the occasional “Uh-oh!” when someone uncorked it. Post race after action reports could sometimes last for weeks. “Yeah, but if Mario didn’t break-” “Yeah, but he did! And the whole point being that Unser-” “Oh screw Unser! That guy’s never turned a wheel in a sports car, let alone a Grand Prix car.” “Yes, but we weren’t watching the Grand Prix, were we? No. We were watching the USAC race at Ontario.” “Which just proves my point . . . ”
And on it went.
I swear my brothers would still devolve into an argument about whether Richie Ginther really was robbed at that race at Torrey Pines that one day.
Remarkable Parallels
I realize, of course, this is not all that different from baseball families (“Oh Lou Gehrig my butt!”) or basketball families (“Yeah, but Bill Russell was playing against little white guys!”) or, perish the thought, families who were sadly obsessed with [shudder] golf.
Years ago I had the great opportunity to work on some pre-packaged TV coverage of formula racing. One of the racers involved in Formula Atlantic at that time was a guy named Mark Dismore (who was having a knock-down-drag-out championship battle with Hiro Matsushita). Finished with his interview, we were hanging out with Dismore back at the transporter in the paddock. The show’s producer, this really nice guy named Tommy Coggins who worked as a shooter with me on many a gig, asked Dismore, “So how did you get into doing something like racing?”
Tommy was a baseball guy. He had never really watched racing on TV, let alone been to a race, let alone seeing how close to unmitigated disaster these guys worked. It pretty much put the zap on his head, seeing it in person. His question was more akin to, “You go out and face off against a bull with a piece of cloth?!”
“Oh, you know,” Dismore said with a resigned smile. “Family. My dad raced. My uncle ran a machine shop. You know. Some people grow up in baseball families, and some people grow up in basketball families, I grew up in a racing family.”
Dismore delivered it with that “it’s kinda obvious” tone.
Tommy Coggins didn’t get it right away, but I did.
The Road Ahead
My predilections were pre-ordained, but my future was not. Indeed our future, the future of the gearheads and automotive enthusiasts of this world, are seemingly more and more in doubt with every passing day. Gearheads in the 50s had a secure gearhead future to look forward to. “20 years from now? Well shoot, cars will be powered by jet engines and cruising at a hundred miles an hour on pool-table-smooth superhighways!” That’s what we, the gearheads, would have been saying in 1958.
Now? In 2018? You tell me where cars will be by 2038? Will there still be cars? If there are, will we be allowed to drive them?
That . . . this . . . all of this, my father, my family, where cars and racing were, where cars and racing will be . . . all of this washes through my mind as I blast through the desert at 80, one eye in the rearview mirror, one eye on the road ahead.
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. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz.

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2019 Hyundai Kona Electric: Compact, Efficient & Strong

2019 Hyundai Kona Electric: Compact, Efficient & Strong There’s no word on how much Hyundai will ask for their new 2019 Kona Electric, but you have to guess it would be cheaper than a Tesla Model X. The Model X runs for around $110,000 on average, and I bet for that price you could buy three, maybe four 2019 Hyundai Kona Electrics. Consider that, and also consider that Hyundai, as a company, isn’t going away any time soon.
I know that might not be all that fair, given Tesla’s preeminence in the EV world, but you have to keep in mind that Tesla is a very new company. And even if it was started with the best of intentions, no shortage of cash and ground-breaking technology, the road to competing in the car market is littered with other such noble failures from Tucker up to and including Elio.
Platform & Technology
The new Kona Electric is, apart from the EV drivetrain, just like a regular Kona. It rides on the same long wheelbase with short overhangs and wide track underpinned by a MacPherson strut front suspension, a multi-link rear suspension, and standard 17-inch alloy wheels. The Kona EV uses the same hot-stamping methods to produce lightweight, ultra-strong structural elements to maximize the cabin’s central safety cell. It has the same active safety features, including Forward Collision-Avoidance Assist, Lane Keeping Assist, High Beam Assist, and Driver Attention Warning.
And the 2019 Hyundai Kona Electric also has all the standard infotainment one would expect: Android Auto and Apple CarPlay, SiriusXM Radio, HD Radio, and Blue Link LTE-powered connectivity. The standard seven-inch color LCD display includes auxiliary inputs, voice recognition, and a Rear View Monitor. The available eight-inch touchscreen navigation display includes traffic flow and incident data via HD radio, Infinity premium audio, Clari-Fi music-restoration technology, and smartphone integration.
These “Blue Link” services are a big deal to Hyundai and all Kona Electric models include a complimentary three-year term. Blue Link has enhanced safety, diagnostic, and remote and guidance services, along with a list of connectivity tech: Google Home, Remote Start with Climate Control, Destination Search by Voice, Remote Door Lock/Unlock, Car Finder, Enhanced Roadside Assistance, and Stolen Vehicle Recovery. The Kona Electric adds exclusive EV-oriented features such as Remote Charge Management, Charge Scheduling, EV Power History, and EV Range.
Hyundai anticipates some Kona Electric buyers will be downsizing from larger and/or higher-end vehicles. That said, the Kona Electric offers premium options, like a larger gauge cluster, heads-up display, power driver’s seat, and heated leather seats. Photo: Hyundai Motor America.
Power & Performance
But it is, naturally, the EV features that will set the Kona Electric apart. The powertrain employs a high-efficiency 150 kW permanent-magnet synchronous electric motor supplied by a high-voltage 64 kWh lithium-ion battery. That’s good enough for 201 horsepower and 291 lb-ft. of torque delivered to the front wheels. The battery system is liquid-cooled and operates at 356 volts. Battery pack energy density is 141.3 Wh/kg (greater than a Chevy Bolt Hyundai notes) with a total system weight under 1,000 lbs.
The Kona Electric utilizes a Level-II on-board charging system capable of a 7.2 kW rate of charge for rapid recharging. The estimated range of the Kona Electric is a – “generous” according to Hyundai – 250 miles. Not as good as a Model X, but still pretty good. Eighty percent charge can be had in 54 minutes with a Level-III quick charge. The 100 kW DC fast-charging capability is standard all Kona Electrics and for your charging convenience, the port is located in the front grille area.
The new Kona Electric employs a sophisticated multi-link rear suspension designed for agility and comfort on a variety of surfaces. The rear control arms are designed to minimize camber and toe changes throughout the suspension. Photo: Hyundai Motor America.
Handy Tools
The other interesting thing found on the Kona Electric is the MyHyundai with Blue Link app. With this nifty little gizmo you can manage and monitor the Kona Electric remotely.
If you live in an area with different electric rates at off-peak times, you can schedule the Kona Electric to charge to reduce cost and peak demand on the electric grid based on time and date. For example, you could set up a charging schedule to start at 10 p.m. on Wednesdays and Thursdays on a weekly basis. Handy! Blue Link again for the win.
Manufacturing & Availability
The 2019 Hyundai Kona Electric will be produced in Ulsan, Korea and will arrive in the fourth quarter of this year.
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. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz.
Photos & Source: Hyundai Motor America.

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4 Consumer Trends Shaping The Auto Industry’s Future

4 Consumer Trends Shaping The Auto Industry’s Future

In recent years, we’ve seen dramatic transformations in a variety of industries; changes triggered by developments in emerging markets, technological innovations, and a shift in consumer preferences. One of the industries affected most is automotive.
For some, that comes as no surprise. The conveniences and access to information consumers are enjoying in other areas of their lives, they’re also demanding from automakers. From flexible ownership, to automation, to transparency in manufacturing practices, consumer trends are driving changes in the automotive industry.
But how will these demands impact automakers in 2017 and beyond?
Ridesharing Services
Many of today’s consumers are treating mobility in the strictest sense of the word – they just want to get from one place to another however they can, whenever they need to. With car ownership no longer being the status symbol it once was, ridesharing is on the rise. Companies like Uber and Zipcar allow consumers to select a vehicle appropriate for their needs at that particular time. Consumers are choosing on-demand mobility options like these over ownership because of the flexibility and potential savings they provide.
In 2016, Zipcar conducted a nationwide study of 1,200 city-dwellers to gauge their attitudes and behaviors regarding work, money, lifestyle, technology, transportation, and urban citizenship.
“As a truly urban brand, it’s important for us to understand how people are living in our cities today and what’s important to them,” said Andrew Daley, Vice President of Marketing for Zipcar.
The study revealed the majority of these urbanites prioritized their mobile phones over their cars, and planned to drive less and/or give up their cars altogether in the next five years.
“Zipcar’s mission has always been to enable simple and responsible urban living, and the survey results are encouraging,” Daley said. “Urbanites are continuing to reconsider personal vehicle ownership and are beginning to embrace the idea of automated vehicles, especially sharing them.”
Uber passengers share a ride in India. Photo: Uber
Autonomous Driving
Smart or connected vehicles have moved from the drawing board to the production line. Widely considered the precursor to self-driving vehicles, these advancements have given drivers a taste of autonomy through relinquished control of specific functions. For example, adaptive cruise control that reacts to traffic conditions and accident avoidance functionality are readying consumers for an automotive future that’s automatic.
For some brands, the reality of autonomous vehicles is closer than for others. Earlier this year, Ford CEO Mark Fields revealed the carmaker’s plan to introduce 13 new electric vehicles, some with self-driving capabilities, over the next five years.
“As more and more consumers around the world become interested in electrified vehicles, Ford is committed to being a leader in providing consumers with a broad range of electrified vehicles, services, and solutions that make people’s lives better,” Fields said. “Our investments and expanding lineup reflect our view that global offerings of electrified vehicles will exceed gasoline-powered vehicles within the next 15 years.”
Process & Practices
As with many industries, automotive consumers have a growing desire to gain an understanding into the processes behind the production – often to ensure safe and sustainable practices are used. More than ever before, customers are focused on the environmental impact of their cars, and greater pressure is being put on automakers to develop more fuel-efficient engines, greater safety features, and alternative powertrains.
It’s a desire for improvement and transparency that every automaker should be prepared for.

Ram 1500 EcoDiesel coming off the line at Warren Truck Assembly Plant. Photo: FCA US LLC.

Buying Versus Leasing
In the past few years, consumer leasing in the United States has risen higher than at any point in more than a decade. For many consumers – but particularly Millennials – monthly charges for everything from rent to phones to vehicles are just part of life. But technology may also be driving the trending lease increase. It seems like a new feature is introduced with each new vehicle release.
“What’s offered inside a car these days is changing so rapidly that some consumers don’t feel they want to be tied down to one vehicle for the next 10 years,” said Alec Gutierrez, Senior Analyst at Kelley Blue Book. “By flipping a vehicle lease every year or two, consumers are able to keep up with automotive tech, trends, and tastes.”

These four trends will absolutely impact how automotive professionals operate in the next few years. Stricter requirements and more knowledgeable consumers will change and influence the industry as we know it.
Scott McLaren is CMO for Fortegra Financial Corporation (a Tiptree Inc. company). Fortegra and its subsidiaries comprise a single-source insurance services provider with a range of consumer protection options including warranty solutions, credit insurance, and specialty underwriting programs.
Cover Photo: Mario Ohibsky

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Automoblog Book Garage: Top Muscle

Automoblog Book Garage: Top Muscle

Being born in 1981, I missed the definitive and quintessential muscle car era. Today my work in the automotive industry covers a wide range of vehicles, from family haulers and trucks to small hatchbacks and sports cars. I’m lucky enough that during a certain portion of the year, I get to teach consumers about the new versions of the Dodge Challenger and Charger.
And man are those cars it on a stick . . .
Modern Day Muscle
The Challenger/Charger of today is as contemporary as any other vehicle. Both have top safety ratings, full on-board stability control systems, navigation, Bluetooth capability, and even heated and air conditioned seats. The Hemi engines under the hood have the latest fuel-saving tech and the TorqueFlite transmission has highly optimized ratios. These cars, like all others on the market, benefit from advancements in engineering and design.
But when you accelerate with a 6.4 Hemi under the hood . . . it’s like being in a time machine.
At that moment, I am no different than the 75 million baby boomers in the 1960s who wanted the rawness of an advanced V8. While I understand from a business sense the popularity and demand of small SUVs, my Detroit roots want to see defiant, powerful, and even outrageous cars have their place: Challenger, Charger, Camaro, Mustang and the like.
Throwback Performance
Top Muscle: The Rarest Cars from America’s Fastest Decade chronicles the golden days of factory muscle cars, including the ones built in secret – the ones never officially approved by senior management. In a “sex, drugs, and rock-and-roll” generation, even car enthusiasts got in on the action, and this book is their story.
The pages examine the definitive collection of these incredibly rare beasts. The machines in this book represent the pinnacle of the muscle car movement. Top Muscle gives us tremendous perspective on where and how the performance cars we love today originated.
Author & Photographer
Darwin Holmstrom has written, co-written, or contributed to over thirty books on subjects ranging from motorcycles and muscle cars to Gibson Les Paul guitars. He is the Senior Editor for Motorbooks, who we partner with for this Book Garage series. Holmstrom is joined by photographer Randy Leffingwell, an established author as well. He wrote his first book, American Muscle, in 1989 while still on staff at the Los Angeles Times. Since then, Leffingwell has authored another 47 titles for Motorbooks and is a respected automotive historian.
Top Muscle: The Rarest Cars from America’s Fastest Decade is available through Amazon or Motorbooks.
Top Muscle Gallery

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Jaguar I-PACE Debuts On London Streets

Jaguar I-PACE Debuts On London Streets

Jaguar’s new I-PACE has finally taken to the streets, hitting the road in its natural environment: A park in the middle of London, one of the most densely packed urban environments on the planet. No, you’re not very likely to see this thing busting up a trail in Moab, but I don’t really think that Jaguar cares very much.
Jaguar calls the I-PACE (yes, it’s in all caps, yes, it has an “I” in the name, no, Jaguar probably doesn’t seem to see the causticness in either of those) an “electric performance SUV concept.”
That does seem like a mishmash of corp-speak right out of a marketing weasel’s mouth, but it’s actually kind of accurate. The I-PACE is the Jaguar brand’s first electric vehicle and will arrive in the second half of 2018. That could be from July 2018 through December 2018, but Jag isn’t getting any more specific, so if you really want one, you’re going to have to deal with that vague description for now.
Concepts & Rulebooks
At the moment, the I-PACE is just a concept and it most definitely is an SUV – truck-like in looks if not truck-like in deed – and it does have performance (if the Jags of the early 80s could get up and go, even this truck-esque thing should move out of its own way). And the Jaguar I-PACE is, literally, electric (there’s batteries and an electric motor buried in there somewhere).
The Jaguar I-PACE finally got its chassis off the auto show floor and onto the streets, hitting the motorways of London for the first time. Specifically it was driving on the streets of London’s famous Olympic Park, to preview the EV SUV actually moving in front of the general public. This is essentially a working version of the show car, whereas the final production version will be revealed later this year.
Jaguar Director of Design, Ian Callum, who has been doing a rather adequate and workman like job, is very pleased with his company’s first foray into both the electric vehicle world, and the realm of SUVs.
“The feedback on the I-PACE Concept has been fantastic; it has surprised people and the enthusiasm for our first electric vehicle has been beyond all my expectations,” he said. “With the I-PACE Concept we’ve torn up the rule book to create a vehicle with supercar inspired aesthetics, sports car performance, and SUV space in one electric package.”
Jaguar I-PACE. Photo: Jaguar Land Rover.

Power & Performance
The I-PACE is motivated by a 90kWh lithium-ion battery, which makes enough juice to accelerate the beast from 0-6 in around 4 seconds, with a targeted range of approximately 220 miles according to EPA test cycles. That’s pretty impressive (given all the equivocating), since this thing probably weighs over a couple of tons. No, there are no official weight figures given, but c’mon, this thing is a truck and it’s hauling around a pallet-load of batteries, and neither “truck” nor “batteries” impart a sense of “lightness” do they?
Jag says that charging is “easy and quick” with an 80 percent charge accomplished in 90 minutes and 100 percent charge achieved in just over two hours using the 50kW DC fast charging system.
The electric motors are compact, lightweight affairs (so that’s a plus) with one at each end driving the front and rear axles. Combined they produce an output of 400 horsepower and 516 lb-ft. of all-wheel drive torque, which is (frankly) a lot, but also remember what I said about this thing being heavy overall.
Putting power down to the tarmacadam and maintaining traction on a variety of “other” surfaces and weather conditions is all down to the electronic brain control unit that governs all the electronic systems; charging, inductance braking, those sorts of things. Jaguar says throttle response is “immediate” and the system provides “exceptional control over the front and rear torque distribution.”
Jaguar I-PACE. Photo: Jaguar Land Rover.
Dramatic Presence
Will it work? Sure, probably, depending on what your definition of work is. If it’s driving Trevor and Sterling to lacrosse practice, then it’ll work. If it means 26 miles of bad gravel “road” to meet up with this job’s logging crew for the next 13 days straight, that remains to be seen.
Still, Jaguar is rightfully optimist about their creation, especially with regard to on-road dynamics.
“You can see the true value of the I-PACE’s dramatic silhouette and powerful proportions when you see it on the road against other cars,” Callum said. “Driving the concept on the streets is really important for the design team.”
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Jaguar I-PACE Gallery

Photos & Source: Jaguar Land Rover.

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