2018 Indy 500 Notebook: Part 9: Moving On

2018 Indy 500 Notebook: Part 9: Moving On Tony Borroz opens up what has been dubbed “The 2018 Indy 500 Notebook” for an unedited look at The Greatest Spectacle In Racing. The 2018 Indy 500 Notebook is an unfiltered look and what makes the Indy 500 so alluring in the first place. The series concludes with this final installment, Part 9: “Moving On.” 
The prologue can be found here.
Part 2: “Hey Hinchcliffe, Wanna Race? Then Go Faster!” here.
Part 3: “Carb Day” here.
Part 4: “By This Time Tomorrow” here.
Part 5: “On The Fly – Before The Green Flag” here.
Part 6: “On The Fly – Everything That Matters” here.
Part 7: “A Modest Proposal: The EV 500” here.
Part 8: “Letters” here.
The Indianapolis 500, as big as it is, is a thing of the past. Or at least now it is. The dust has barely settled and the teams have all moved on to the next round, a double-header race set on the beautiful Belle Isle Park in Detroit, with Will Power riding a wave of considerable momentum. At this point, I’d say Power is now the favorite to win the series championship, but this whole thing is far from over.
Power always seemed like he was running closer to an emotional edge than most other racers in the series. His last race, or few races, always seem to affect what’s coming next more with Power than with his competitors. That’s why winning this year’s 500 will have such a big impact going forward for him, both this season and in years to come. After chalking up a big win at Indy – two, actually, since you should also count his win on the Indy road course – Power will most likely be able to parlay that into enough wins, places, and shows to notch up another championship.
His joy at winning The 500 seemed like more than that, more than just elation at (finally) winning one of the crown jewels in all of racing. Along with all the screaming, gesticulating, furtive twitching and such, Power displayed a sense of relief that was almost worrying in its intensity. It became easy to stitch together a bunch of stuff in Power’s past with his Victory Circle response.
With his victory this year, Will Power became the first Australian to win the Indianapolis 500. Photo: IMS LLC.
Call Me Will
Up until winning Indy, you could see that it was Bugging him with a capital B; I mean Bugging him the way not settling the score with Moby Dick was starting to bug Ahab. We’re all complex creatures, we humans, and some of us are very complex indeed. Will Power seems to fall into that latter half of humanity. Having a certain level of drive and determination is part and parcel of being a racer at this level. Roger Penske or Michael Andretti or Josef Newgarden didn’t get to where they are because they had nothing else better to do. You don’t back into anything at this level. So having a certain amount of dogged determination to “succeed” is to be expected.
But, like anything else in life, it’s when you get on the other side of that power curve of determination that I start to worry. Captain Ahab is not a heroic figure. There is nothing fine and noble and valiant at attaining your goals at the cost of your humanity. I’m not saying that Power was going full Ahab here, but I am saying that his palpable sense of relief at finally winning worried me that he was edging closer to that.
Cats In The Cradle
I’ve seen it before, and far too many times at literally every level of this sport. I’ve seen drivers so blindly determined to win that they slowly lose everything along the way. Racing, as an activity, is riddled with broken relationships, snapped bones, burned out friendships, twisted frames, destroyed families. Some disabilities are not physical. Some drivers (and team owners) become so fixated, so focused on Winning, that literally nothing else matters to them.
Normal, healthy relationships with their spouses or children or close friends? They can be jettisoned with nary a backward glance if they are in the way of “winning.” Not winning can be the worst thing in the world. Not winning can Cost You, and you won’t know what the final bill is until it’s far too late in your life to be able to truly pay it.
And that’s why, in retrospect, I’m as relieved as Will Power over his 2018 Indy 500 win. Looking back, I can see how Power could have let missing another 500 win affect him. It would gnaw at him, and the pressure would mount, and build, and, like 90 percent of the other racers out there, he would have responded the only way racers know how: work harder, try harder, sacrifice more, risk more. When you buy into the mindset that your racing results define who you are as a human being, then results are all that matter.
Will Power in disbelief after winning the 102nd Indianapolis 500. Photo: Karl Zemlin.
Changing Places
That is, obviously, seriously unhealthy. Eventually, the results have got to stop. Eventually, the spotlight fades and the applause dies down and you are left with time on your hands. And if you’re one of those people who don’t know how to balance out all aspects of your life, even the big aspects of your life, like being a racing champion, then that time can stretch out before you like a yawning chasm. You can turn into one of those irascible old jerks at the local bar; one of the “remember-whens” and “I used to . . .” people.
No, Will Power finally winning The 500 wasn’t his “cure” for that. It never is. But what it hopefully will do for Mr. Will Power is give him some peace. Now that he has ticked off the “Win Indy 500” box, maybe he can get some perspective. Now, maybe he will realize he’s working, not from a place of accomplishment (although he surely is working from that as well), but from a place of peace and calm and quiet and he can move on and live a more balanced life.
Sure, this will make him a much stronger racer, especially in the short term, but eventually this will also make him a much stronger person, and we are all better off knowing that.
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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FCA Expands Partnership With Waymo For Greater Autonomous Mobility

FCA Expands Partnership With Waymo For Greater Autonomous Mobility FCA US LLC and Waymo are expanding their partnership further, this time with an agreement to add up to 62,000 Chrysler Pacifica Hybrid minivans to Waymo’s self-driving fleet. Vehicle deliveries are expected late this year, and both companies are discussing the use of Waymo’s self-driving technology, including potentially licensing it, in a FCA-manufactured vehicle available to retail customers.
Innovation & Accessibility
Earlier this year, FCA US LLC delivered 500 Chrysler Pacifica Hybrid minivans to Waymo to boost the tech company’s autonomous driving program. To date, FCA has delivered 600 Pacifica Hybrid minivans to Waymo.
“FCA is committed to bringing self-driving technology to our customers in a manner that is safe, efficient, and realistic,” said Sergio Marchionne, Chief Executive Officer, Fiat Chrysler Automobiles N.V. “Strategic partnerships, such as the one we have with Waymo, will help to drive innovative technology to the forefront.”
“Waymo’s goal from day one has been to build the world’s most experienced driver and give people access to self-driving technology that will make our roads safer,” added Waymo CEO John Krafcik.
Photo: FCA US LLC.
Future Goals
One of the goals for FCA and Waymo was to develop an autonomous vehicle for mass production. The partnership paired FCA and Waymo engineers together who devised ways to implement Waymo’s automated technology into the 2017 Chrysler Pacifica Hybrid. Leaders from both companies say leveraging each other’s strengths, experiences, and resources is critical for the successful and safe implementation of autonomous driving.
FCA and Waymo engineers have continued working together to support Waymo’s expansion, and to advance the Chrysler Pacifica Hybrid with autonomous technology. Waymo’s self-driving system includes a powerful hardware and software suite honed over 6 million miles of on-road testing.
Later this year, Waymo will launch a self-driving transportation service, allowing the public to use Waymo’s app to request a vehicle.
“We’re excited to deepen our relationship with FCA that will support the launch of our driverless service, and explore future products that support Waymo’s mission,” Krafcik said.
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: FCA US LLC.



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SoftBank Vision Fund To Invest Over 2 Billion In GM Cruise

SoftBank Vision Fund To Invest Over 2 Billion In GM Cruise The SoftBank Vision Fund will invest $2.25 billion in GM Cruise Holdings LLC, a move aimed at strengthening the company’s plans to commercialize and scale autonomous vehicle technology. General Motors will also invest $1.1 billion in GM Cruise upon closing of the SoftBank Vision Fund transaction.
“Our Cruise and GM teams together have made tremendous progress over the last two years,” explained GM Chairman and CEO Mary Barra. “Teaming up with SoftBank adds an additional strong partner as we pursue our vision of zero crashes, zero emissions, and zero congestion.”
Increased Flexibility
The SoftBank Vision Fund’s first tranche of $900 million will come at the closing of the transaction. The second installment of $1.35 billion (with regulatory approval) will be completed by the Vision Fund when the Cruise AV vehicles are ready for commercial deployment. The SoftBank Vision Fund will then own a near 20 percent equity stake in GM Cruise. Officials say the relationship will allow increased flexibility with respect to capital allocation.
“We’re excited to be joining forces with a tech leader who shares our belief that AV technology will change the world,” said GM President Dan Ammann. “We look forward to partnering with SoftBank as we work toward deploying this technology safely and in massive scale.”
“GM has made significant progress toward realizing the dream of completely automated driving to dramatically reduce fatalities, emissions, and congestion,” added Michael Ronen, Managing Partner, SoftBank Investment Advisers. “The GM Cruise approach of a fully integrated hardware and software stack gives it a unique competitive advantage.”
General Motors President Dan Ammann (left) and GM Chairman and CEO Mary Barra (right) give SoftBank Investment Advisers Managing Partner Michael Ronen a closer look at the Cruise AV on Wednesday, May 30th, 2018 in Detroit, Michigan. Photo: Steve Fecht for General Motors.
The GM and SoftBank Vision Fund investments are expected to provide the necessary capital to reach commercialization at scale, beginning already next year. Earlier this year, GM filed a Safety Petition with the Department of Transportation for its fourth-generation self-driving Cruise AV. The petition says the Cruise AV would be the first production-ready vehicle to operate safely with no driver, steering wheel, pedals, or manual controls.
“We are very impressed by the advances made by the Cruise and GM teams, and are thrilled to help them lead a historic transformation of the automobile industry,” Ronen said.
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: General Motors.



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Ford Names Jim Hackett As CEO, Announces Global Business Strategies

Ford Names Jim Hackett As CEO, Announces Global Business Strategies

Ford Motor Company has named Jim Hackett as its Chief Executive Officer, effective immediately. The announcement comes as Ford emphasized “key global leadership changes in an effort to strengthen core automotive business and capitalize on emerging opportunities.”
Although no management changes materialized, General Motors echoed similar sentiments last week when it announced a shifting in its international markets.
“We’re moving from a position of strength to transform Ford for the future,” said Bill Ford, Ford Motor Company Executive Chairman. “Jim Hackett is the right CEO to lead Ford during this transformative period for the auto industry and the broader mobility space.”
Forthright Leadership
Hackett, 62, is the former CEO of Steelcase and Interim Athletic Director at the University of Michigan. In the latter position, he was instrumental in recruiting current head football coach Jim Harbaugh. Since March of last year, Hackett has overseen Ford Smart Mobility LLC as Executive Chairman. He will now lead Ford’s global operations, encompassing about 202,000 employees.
“I am so excited to work with Bill Ford and the entire team to create an even more dynamic and vibrant Ford that improves people’s lives around the world, and creates value for all of our stakeholders,” Hackett said. “I have developed a deep appreciation for Ford’s people, values and heritage during the past four years as part of the company and look forward to working together with everyone tied to Ford during this transformative period.”
Ford praised Hackett’s leadership and his ability to forge bonds with people.
“He’s a true visionary who brings a unique, human-centered leadership approach to our culture, products, and services that will unlock the potential of our people and our business,” he said.
He succeeds Mark Fields, 56, who retires after a successful 28-year tenure.
“Mark Fields has been an outstanding leader and deserves a lot of credit for all he has accomplished in his many roles around the globe at Ford,” Ford said. “His strong leadership was critical to our North American restructuring, our turnaround at the end of the last decade, and our record profits in the past two years.”
Mark Fields speaking at the 2016 edition of the Consumer Electronics Show on the benefits of the Ford Smart Mobility initiative. Photo: Sam VarnHagen.
Three-Tier Plan
With Hackett now at the helm, Ford outlined three top objectives going forward. The first is to enhance what Ford calls a “go-to-market” strategy that includes addressing poor performing areas of the company. The second deals with modernization, including the incorporation of new tools and processes to increase innovation and efficiency, while leveraging big data. Under this umbrella, expect to see Ford invest in advanced robotics and artificial intelligence.
The last objective is to ensure Ford is ideally suited to respond to the changing needs of consumers and society as a whole. It also deals with fostering a healthy internal culture, recruiting the right talent, and encouraging overall transformation. This third objective is arguably the most important, given Ford’s history. The cutthroat and callous corporate culture of Ford is well documented in the book American Icon by Bryce G. Hoffman – such conditions motivated then CEO Bill Ford to recruit Alan Mulally from Boeing.
One incredible scene in the book recalls the Saturday evening when Ford and his wife Lisa took Mulally to dinner in Ann Arbor, Michigan. They spent much of the afternoon going over the deeply entrenched attitudes and resistance in Ford making it impossible for the automaker to move forward. At one point, when Mulally excused himself from the table, Lisa Ford leaned over to her husband and whispered “he seems to good to be true.”
Alan Mulally, former President and CEO, Ford Motor Company, was inducted into the Automotive Hall of Fame at the 2016 induction and award ceremony at the Cobo Center in Detroit, Michigan. Photo by: Sam VarnHagen.


Internal Structure
Ford also announced a new operations structure with three key leaders, each reporting to Hackett. Jim Farley, 54, was appointed Executive Vice President and President, Global Markets. He will oversee Ford’s business units, The Americas; Europe, Middle East & Africa and Asia Pacific. In addition, Farley will oversee Lincoln Motor Company and global Marketing Sales & Service. Farley has served as Executive Vice President and President, Ford of Europe, Middle East, and Africa since January 2015.
He will also oversee the development of electrified and autonomous vehicles.
Joe Hinrichs, 50, was named Executive Vice President and President, Global Operations. He will oversee Ford’s global Product Development; Manufacturing and Labor Affairs; Quality; Purchasing; and sustainability, Environmental and Safety Engineering; Hinrichs has been serving as Executive Vice President and President, The Americas, since December 2012.
And finally, Marcy Klevorn, 57, was appointed Executive Vice President and President, Mobility. Klevorn will oversee Ford Smart Mobility LLC, which was formed last year to design, build, grow, and invest in emerging mobility services. She has served as Group Vice President, Information Technology and Chief Information Officer since January 2017.
“We are fortunate to have three dynamic and talented leaders in Jim Farley, Joe Hinrichs, and Marcy Klevorn taking on greater responsibility,” Ford said. “Each has a track record of driving innovation, cost efficiency, and delivering results around the world.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
Photos & Source: Ford Motor Company.



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Review: The 2017 Volkswagen Golf Alltrack swings at a growing niche and hits the nail on the head

Review: The 2017 Volkswagen Golf Alltrack swings at a growing niche and hits the nail on the head We take the 2017 Volkswagen Golf Alltrack right into the heart of the Alltrack’s ideal market: Vermont.

What is it?
In a market saturated with crossovers of all sizes, the wagon has seemingly disappeared into the background. Buyers are after car-based SUVs. And just as we thought wagons are dead, several automakers reintroduced some new long-roof offerings, indicating otherwise. Volkswagen is one of those automakers, and they just recently introduced a new version of the Golf Sportwagen. It’s called the Golf Alltrack. It follows Audi’s allroad recipe of increasing ground clearance and beefing-up the undergarments to make a more versatile vehicle. Given how I find myself as part of the ideal demographic and potential buyer base of the Alltrack, Volkswagen offered us one for review.
The US outdoor industry comprises of $887 billion of consumer spending annually. Part of it involves the National Park system managing over 420 sites spread over 84 million acres where humans can indulge in outdoor activities. Americans certainly didn’t invent the concept of having fun in the wild. But they’ve done their hardest to make it accessible to all. Ranging from $25-35K, the Volkswagen Golf Alltrack is for those longing for the European ‘everything’ wagon. This includes your recreational climbers, campers, anglers, bikers, hikers, skiers, hunters, backpackers, geocachers, and many others, just to name a few.
Comparisons to Subaru’s offerings are inevitable, but the VW offers a different experience. Playing over the mountains and through the valleys of Vermont, the white VW sticks out despite its attractive but subtle lines. This clearly proves it’s not a ‘Subie. So Volkswagen stands a solid chance of making a dent in the Outback/Crosstrek market. Here’s why.













2017 Volkswagen Golf Alltrack Specifications

Style:
Compact Wagon Crossover
Seating Capacity:
Five passengers
Base Price:
$25,850
Price As Tested:
$35,705
Engine:
1.8L DOHC TSI EA888 turbocharged and intercooled 16-valve V6 with direct injection – 170hp @ 4500 rpm; 199 lb-ft @ 1600 rpm
Transmission:
Six-speed DSG dual-clutch automatic (six-speed manual opt.)
0-60 MPH:
7.5 seconds
Top Speed:
129 MPH (electronically-limited)
Curb Weight:
3,499lbs
Fuel Economy (City/Highway/Combined):
22 / 30 / 25 mpg w/ 13.2 gal. tank
Desired features:

Like either Subaru wagon option, it has desired features that owners may never need. It brings an alternative to the table and it (mostly) avoids fluffing up the insides with things that functionally-minded people don’t quite need. But the Alltrack does have 7.5 inches of functional, ground clearance. Couple that with part-time 4MOTION all-wheel-drive, lane keeping assist, radar-guided cruise control and virtually continuous plastic skid plates underneath, and it’s easy to tell this Golf means business.

Over a weekend filled with torrential rain, the car trounced steep class IV, unpaved and hardly maintained single-lane thoroughfares. Water bars, intermittent streams, and soft surfaces presented no challenge. Riding 1.2″ higher than the standard Golf Sportwagen, the Alltrack can reach trailheads, portage sites, and rugged camps where a Sportwagen, or even a standard Subaru Impreza couldn’t even dream of. It does everything a Crosstrek or an Outback sets out to do in terms of four-season off-road abilities.
The rear seats fold flat and cargo space is down only by seven cubic inches to the Outback’s. That makes camping out in the boot a possibility for those wanting to get a head-start on their outing. Though seemingly obvious things you’d expect to find in an outdoorsy vehicle, like 1-liter Nalgene bottle-compatible cupholders, are non-existent. Thankfully, there’s other apparent attention to detail, such as the inclusion of rubber floor mats that extend up the rear seatbacks. So there’s no guilt in popping the seats down and throwing a moistened mountain bike or two in the back.

The infotainment system with the Fender speaker package sounds great for all occupants. The memory-based nav interface is intuitive and the touch screen offers near-smartphone levels of responsiveness. Apple CarPlay works as advertised, making porting communications, navigation, and audio seamless.
What makes an outdoor lifestyle wagon have human qualities:
Photo provided by Volkswagen AmericasOn long trips, our testers varied in size and all occupants confirmed their love of both the front and rear seats. This is something that Subaru continuously failed to gain our trust on for decades. In the VW, aspirin is not required before or after 50 miles. Subaru’s interiors have grown up by leaps and bounds, but VW dabbles in the Audi parts bin. That sets the tone for the rest of the experience and nails it on the head. Warm-blooded humans can enjoy the soft touch surfaces abound. Wheelie-bin plastic is smartly shunned to areas that are lacking in finger trafficking.
Photo provided by Volkswagen AmericasOutside of a WRX or a BRZ, Subaru’s line is not driver-focused—including the CVT-only Outback. The Alltrack offers six-speed transmissions in either manual or dual-clutch DSG flavors. But the best detail of them all: the center console is angled towards the driver, reminding me of my love for drivers’ cars like vintage BMWs. Equipped with the DSG, our tester was at times indecisive regarding shift points. But 90% of the time, the Drive, Sport, and Manual modes worked as you’d imagine them to. Whether the piece of meat at the controls wishes to relax on the way back home, or fire the car around hairpins up mountain passes with quick, sonorous, perfectly blipped downshifts, the ‘veedub abides.
At 3,400 lbs, the Alltrack is heavier than the Outback by 100-300 lbs, depending upon configuration. The Subaru’s suspension setup is honest about its gravel road focus, while the VW throws out its chest, providing positive feedback when wound tightly on a paved surface. The Alltrack is not flummoxed by buckling tarmac and offers more than adequate suspension travel. But when presented with a washboard dirt road or loose gravel, its suspension becomes incandescent—writhing around like an angry child does after it has projected its cereal onto the nearest wall. It’s not unusable, just an irritation compared to decades of dirt road brilliance from Subaru.
What this car can’t do:

The reliable Subaru Outback is oddly classified as a truck by the EPA. It can tow 2,700 lbs and gets slightly lower fuel economy. The EPA on the other hand, classifies the Alltrack as a car, especially one not set up for towing. This obviously results in the Alltrack offering better economy. Our copy of the VW had electrical issues. The infotainment system opted for a career change for six hours that didn’t involve electricity, an issue dating back to 2014. To add, three of the four lights on the front of the car chose to take in water on a particularly rainy weekend. Both issues suggest Volkswagen might have some issues with quality-control oversight.
Conclusions:

The Outback and the Alltrack are priced similarly. The Outback caters to an interesting range of beings: those that are so outdoor-biased, they barely know the inside of their car. Then, there’s those that long for the L.L. Bean catalog for needlessly impulsive buys, for the two day outings they experience out of the 365 days in the year.
For us humans, there’s really only one choice–the Alltrack. After a multi-day cold and wet slog of a backpacking trip, the VW was a welcome sanctuary of durable and attractive surfaces. Its heated seats, available on all trim levels, were much appreciated given that they heat up in under two minutes. It’s easy to glide your way home, or continue to seek thrills in the twisty bits. Yarding on the car produces an enjoyable noise and loading the suspension up is thoroughly satisfying. Until Buick joins the party with their Regal TourX and others follow suit, the Alltrack is proof that the wagon segment has a ever-growing pulse.
– By: Sawyer Sutton
2017 Volkswagen Golf Alltrack Breakdown

Pros


Cons

·         Excellent compromise of comfortable and fun-to-drive handling
·         The ride can be stiff on some of the rougher surfaces
·         Comforting, functional, and smartly designed interior
·         Some minor reliability issues
·         Still offers a manual
·         Cup holders can’t hold water cans that outdoorsy people love
Would I recommend one? The 2017 Volkswagen Golf Alltrack provides a hugely compelling alternative to the Subaru Outback and Crosstrek lot. The Golf Sportwagen is already an excellent automobile all around and the Alltrack finds itself in a niche where it clearly has the potential to sway many buyers its way.
Photos Copyright 2017 © Sawyer Sutton  for egmCarTech.
The post Review: The 2017 Volkswagen Golf Alltrack swings at a growing niche and hits the nail on the head appeared first on egmCarTech.



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Brembo, General Motors Team For Advanced Braking Technology

Brembo, General Motors Team For Advanced Braking Technology

Brembo recently unveiled a new line of advanced braking upgrades for select General Motors vehicles. The Brembo Performance Brake Upgrade System is available for the Chevrolet Silverado, Tahoe, and Suburban; the GMC Sierra, Yukon, and Yukon XL, and the Cadillac Escalade.
The Brembo kits feature the company’s iconic red six-piston, fixed aluminum calipers loaded with brake pads that clamp onto to 42 percent larger (16.1-inch x 1.3-inch) GM Duralife vented rotors.
Pit Road Meets Main Street
The new components were engineered to meet customer demand by capitalizing on a racing legacy. Brembo has used race tracks around the globe for over 40 years as a testing ground, ultimately (and literally) building that experience into the braking components for everyday vehicles. The new Brembo package enlarges the brake pad area by a whopping 84 percent to increase thermal capacity, a particular benefit for Silverado and Sierra customers.
“The Brembo brake systems are typically designed to withstand higher thermo mechanical loads than our competitors’ brakes,” said Dan Sandberg, Brembo North America President and CEO. “Our brake pads and rotors have a higher capability to absorb thermal loads typical of applications with a heavy payload or a trailer.”
Brembo and GM conducted extensive testing on the new kit, concluding it provided a 31 percent reduction in pedal force and a 12 percent reduction in pedal travel at max deceleration.
“Because brake systems are a critical safety component, durability testing is crucial to verifying the structural resistance of our components for the entire life of the vehicle with respect to calipers,” Sandberg said. “Through this testing, we are also able to predict the life of wearable components like brake pads and rotors, and the overall performance of the system through most environmental conditions.”
Photo: Chevrolet.
Signature Style
Brembo took full advantage of the inner real estate regarding the 20 and 22-inch wheels on GM trucks and SUVs. The upgraded components are easily noticeable with the all-aluminum, red two-piece Brembo caliper, which features the Chevrolet, GMC, or Cadillac insignia accordingly. For all of Brembo’s products, the all-aluminum calipers are among the most significant.
“The real products that put us on the map and launched our expansion were the aluminum calipers,” Sandberg told us last year. “That novelty started on the performance side and has now moved into segments which are higher volume and obtainable by the normal consumer.”
Brembo’s signature calipers are mated to GM’s Duralife brake rotors, which effectively double the service life when compared to a traditional rotor. The rotors bake for 24 hours at more than 1,000 degrees Fahrenheit in a special oven. The resulting atmosphere causes nitrogen atoms to bond to the rotors’ surfaces, hardening and strengthening them against corrosion and wear. These two essential components together – Brembo’s all-aluminum caliper and GM’s Duralife rotor – mean greater durability, better performance, and increased safety for the everyday driver.







Lasting Relationships
In March, Brembo was named a GM Supplier of the Year during the automaker’s 25th annual Supplier of the Year awards. Winners were chosen by a global team of GM purchasing, engineering, quality, manufacturing, and logistics executives. The selections were based on performance criteria in Product Purchasing, Indirect Purchasing, Customer Care and Aftersales, and Logistics.
“We are very proud of the partnership that Brembo and GM have developed over the past decade,” Sandberg said.
The GM awards ceremony began in 1992 – this is the second time Brembo has received such honors. Sandberg notes the new braking upgrades reflect how GM and Brembo work together to meet the needs of customers.
“It’s perhaps the best example of what a true collaborative relationship can accomplish,” he said. “Everyone wins here.”
Brembo was recognized as a Supplier of the Year by GM in March. Left to right, Wade Sheffer (GM), Daniele Castiglioni (Brembo), Dan Sandberg (Brembo), and James Danahy (GM) pose for a photo during the ceremony in Orlando, Florida. Photo: Brembo North America.
Availability & Installation
The Brembo Performance Brake Upgrade System can be purchased in the parts department of any authorized GM dealership, or online through the respective Chevrolet, GMC, and Cadillac accessories websites. The package includes all the necessary hardware and instructions for the do-it-yourself mechanic – or the components can be installed at the dealership. The Brembo upgrade does not void the GM new vehicle limited warranty when installed by an authorized dealer.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
Brembo Performance Brake Upgrade System part numbers:
· Chevrolet – 84263234
· GMC – 84263235
· Cadillac – 84263236
*Does not fit SEU wheels. 
Photos & Source: Brembo North America.



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2019 Acura RDX Hits Dealerships: A Brief Walk Around

2019 Acura RDX Hits Dealerships: A Brief Walk Around The 2019 Acura RDX, which debuted at the New York International Auto Show earlier this year, has landed on the showfloor. This new RDX is the product of an extensive overhaul, being designed and built under Acura’s Precision Crafted Performance mantra. The 2019 RDX features a VTEC Turbo engine, 10-speed transmission, and an available torque vectoring all-wheel drive system.
The A-Spec variant is there for those who want a bit more flash and flare.
Design & Technology
The 2019 RDX is the first to fully encompass Acura’s new exterior and interior design language – diehard fans may remember the Acura Precision Concept and Acura Precision Cockpit – it is, in essence, a combining of those two elements. Acura opted for a more athletic stance, achieved by the longer wheelbase, shortened front overhang, and overall wider track. The brand’s signature diamond pentagon grille is seen as are the NSX-inspired front air curtains.
Authentic brushed aluminum, stainless steel, and Olive Ash wood accents grace the inside to compliment the sport seats and panoramic moonroof. Opt for the Technology Package and the Advance Package and receive a literal boatload of amenities: 16-way power adjustable heated and ventilated front seats, a 10.5-inch full-color heads-up display, birds-eye view camera, and a 16-channel, 710-watt premium audio system among others.
On-board 4GLTE Wi-Fi enables a variety of cloud-based services like emergency roadside assistance, remote locking/unlocking, stolen vehicle tracking, and geofencing. Acura’s True Touchpad Interface combines conventional touchscreen and remote-based approaches from its perch atop the center console.
Photo: Honda North America.
Power & Performance
Every cake has icing and the 2019 Acura RDX is no exception. The icing here is the direct-injected and turbocharged engine under the hood. The 2.0-liter, 16-valve powerplant with its patented DOHC VTEC valvetrain creates 272 horsepower and 280 lb-ft. of torque. It’s mated to the segment’s only 10-speed automatic transmission and delivers a whopping 40 percent more low-end torque than the outgoing V6.
Where the RDX cake really gets sweet is with Super Handling All-Wheel Drive, an available torque vectoring system often written as “SH-AWD.” It’s not the most creative name but we give Acura props for being blunt. SH-AWD does exactly what it says: makes the handling superb.
This next-generation SH-AWD system ups rear-wheel torque capacity 40 percent over the prior model. Now, up to 70 percent of the available torque can be distributed to the rear wheels, and up to 100 percent of that torque can be distributed to either the right-rear or left-rear wheel. This will give drivers a feeling of stability, security, and control.
Available drive modes include Snow, Comfort, Sport, and Sport+, each one changing up the overall dynamics of the vehicle to suit differing road conditions. The drive modes utilize the Drive-by-Wire throttle, transmission, electric power steering, traction and sound control, and if equipped, the SH-AWD system accordingly.
Photo: Honda North America.
Pricing & Manufacturing
The 2019 Acura RDX is available now with a starting MSRP of $38,295. The new RDX was designed at the Acura Design Studio in Los Angeles, California, developed in Raymond, Ohio, and is manufactured in East Liberty, Ohio.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
2019 Acura RDX Gallery

















Photos & Source: Honda North America.



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2018 Indy 500 Notebook: Part 8: Letters

2018 Indy 500 Notebook: Part 8: Letters Tony Borroz opens up what has been dubbed “The 2018 Indy 500 Notebook” for an unedited look at The Greatest Spectacle In Racing. This new series will span the days leading up to and after the 102nd Indianapolis 500. The 2018 Indy 500 Notebook is an unfiltered look and what makes the Indy 500 so alluring in the first place. 
The prologue can be found here.
Part 2: “Hey Hinchcliffe, Wanna Race? Then Go Faster!” here.
Part 3: “Carb Day” here.
Part 4: “By This Time Tomorrow” here.
Part 5: “On The Fly – Before The Green Flag” here.
Part 6: “On The Fly – Everything That Matters” here.
Part 7: “A Modest Proposal: The EV 500” here.
One of the things about being a car guy, and I’m sure this comes as no surprise, is that you become the de facto font of all car knowledge at the office, the bar-b-que or wherever. Once this year’s Indy 500 was over, I got a few emails from an old friend of mine, Blaine. We were in punk bands together and have worked off and on in the intervening years on video games and museum designs and a bunch of fun stuff. Blaine’s a great guy, but not what one would call a gearhead. Here’s what he asked:
“TB what was one of the most surprising things about this race, and what was one of the best things?”
Well, it was kind of unsurprising if you gave it some thought.
Hot & Heavy
The known parameters going in were this: completely new aero package that had never been run at these sustained speeds before AND had never been run in traffic. There weren’t many rookies, so that’s a blessing, but really, everyone was very pragmatic for the first 2/3 of the race. On top of the new aero questions, it was also hot as blazes – high 80s – so everything was going to be loose. And that follows through to most of the accidents.
Most people went out by themselves, usually in turns Two or Four; the back end would step out, the better drivers might have half-caught it, but eventually the whole thing let go and spun into one or more walls.
And one of the best things was actually two things.
The first was Alexander Rossi passing two and three-wide on the outside. That was impressive.
And the other was seeing Will Power win the thing. He seemed so relieved. I know this was his 10th try, and in retrospect, I can see it was weighing on him, like an incomplete mark on his school records.
Will Power upon winning the 102nd Indianapolis 500. Photo: Karl Zemlin.
Maybe It’s Time We Shake Up The Monaco Grand Prix?
“TB what do you think about this article? The comments of course are pretty funny, but in the serious world what do you think?”
Okay, here is an immutable fact: Monaco is a terrible place to have a car race. I don’t just mean currently, I mean it has always been a terrible venue to go racing.
That’s what makes it work, the complete batshit craziness of it all.
When he got out of his car after practicing for the first time, then-rookie Nelson Piquet was asked, “Well, what’s it like?”
“What’s it like? It’s like flying a helicopter around your goddamned living room, that’s what it’s like!”
But I get their point . . . did you know they used to race the same car at Indy that they raced on tracks like high school running tracks (1/4 mile crushed clay)? They don’t do that anymore, do they? No, they don’t, and with good reason.
What should they do at Monaco? You got me.

Indy 500 Car Leaves Pits On Fire But Extinguishes It With Speed
One more from Blaine: “The guy on the right with the fuel line is awfully casual about BEING ON FUCKING FIRE!”
Oh yeah, Zach Veach.
He could be a real problem, and I mean a problem of prodigy-esque proportions.
He’s 23-years-old, stands less than 5 foot 4, weighs around 140, and looks like a child:
Zach Veach, Twitter.
Boy Wonder
He is preternaturally fast, has tons of mechanical sympathy, and is as cool under pressure as Neil Armstrong. I am not fucking kidding.
If I was racing against him, I’d be worried.
One of these days I want to go to The 500 with someone who knows absolutely nothing about it. Somehow it makes me notice things I’d otherwise take for granted.
Part 9: “Moving On” concludes the 2018 Indy 500 Notebook and 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. 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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2018 Indy 500 Notebook: Part 7: A Modest Proposal: The EV 500

2018 Indy 500 Notebook: Part 7: A Modest Proposal: The EV 500 Tony Borroz opens up what has been dubbed “The 2018 Indy 500 Notebook” for an unedited look at The Greatest Spectacle In Racing. This new series will span the days leading up to and after the 102nd Indianapolis 500. The 2018 Indy 500 Notebook is an unfiltered look and what makes the Indy 500 so alluring in the first place. 
The prologue can be found here.
Part 2: “Hey Hinchcliffe, Wanna Race? Then Go Faster!” here.
Part 3: “Carb Day” here.
Part 4: “By This Time Tomorrow” here.
Part 5: “On The Fly – Before The Green Flag” here.
Part 6: “On The Fly – Everything That Matters” here.
Do you know why they have the Indianapolis 500 physically in Indianapolis? It’s because, back in the day, Indianapolis was pretty much right in the middle of where U.S. car manufacturing was concentrated. At that time, 1909, there were more than one-hundred independent automotive manufacturers within a certain radius of the middle of Indiana. The Indianapolis Motor Speedway was built as a test track and then it turned into a race track. And I think it is high time to use it as a test track and a race track simultaneously.
I think we should hold a 500 mile race for electric vehicles.
No. I’m serious.
Photo: IMS LLC.
You want people to drive EVs? Yes, yes we do. Then we have to make them more fun, we have to make them drive farther, and we have to let people know that. Racing is the best way to do both with one swing. Racing improves the breed, right? That being the case, then it’s obvious we should start racing electric vehicles. Yes, we already are. Yeah, I know, Formula E, but who cares? Sprint races on city streets where you have to swap cars due to battery drain? Yawn. They’re just trying to cram existing technology into an entertainment format.
I say go at it the other way around. We already have a pretty entertaining racing format, let’s just have EVs compete in that, it’s the best way to force the electric technology to be practical.
The spec we race under is this:
All EV drivetrain
No battery swapping
1st car to run 500 miles wins
Winner gets a great big pile of money
All EV Drivetrain
No hybrids. No internal combustion engines. It’s got to be batteries and electric motors; as many batteries as you want, as many motors as you want, but they have to be electric.
No Battery Swapping
None. The batteries you start with are the batteries you finish with. Period. You have to go the entire race distance with these batteries, charging and discharging, and recharging them over and over and over again. Figure out a way to do it. If you figure out a way to do that better than your competitors, you’ll win!
1st Car To Run 500 Miles Wins
Simple. No sliding scale, balance of power, index of efficiency type stuff. Just go out and race.
Winner Gets A Great Big Pile of Money
And I mean a great big pile of money. Millions. Many millions. Why? If you dangle a big enough prize out there, the big money will attract big teams and big manufacturers. You get manufacturer involvement, then the technical improvements you gain in racing (longer range batteries, faster recharge times, etc.) will make it into the everyday EVs we can buy.
Set the technological bar stratospherically high, and dare teams and car makers to beat it.
That’s what happened at the first Indy 500 mile race more than a century ago, and look at how it improved the cars we all drive today. Apply that same mindset to electric vehicles, and 10 years from now, we’ll have hot rod EVs to tool around in. Let’s make it happen.
Part 8: “Letters” is forthcoming.  
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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