Automotive

Letter From The UK: Being A Motor Man

Letter From The UK: Being A Motor Man It’s all about the rightness of things, do you see? This dilemma that people of the male persuasion have to deal with because all men believe they are in the right. If, and I know you’ll find this hard to grasp, they are wrong it is always on a silly technicality, and that basically their wrongness is actually based on a solid grounding of rightness.
If others can’t see that, well, that’s their problem isn’t it?
Men Make The Best Drivers
Take driving. We all believe we are good drivers and if others think we are not, then they’re wrong and they are obviously acolytes of that pious, self-righteous, anti-car lobby of witless dullards who wouldn’t know driving skill if it jumped up and bit them. This sort of challenge to man’s inherent driving superiority is like a red rag to a bull.
We’ll show them.
Here in the UK there exists another group of people – for the sake of argument we’ll call “women” – who insist on referring to we mature fellows as “boy racers.” This is missing the point. If you want to enrage a bull you wave a red flag at it and it all kicks off. It can be like that in marriages too although the flag is optional. Mostly it’s just bull.
Traditionally and historically, men have done the driving and women the criticizing; that’s the natural order of things. This is the point: Over the last few decades more and more of the distaff side have taken to the wheel and yet we, the blokes, are still the ones at fault.
It just isn’t fair. Or right.

Or Is It?
It’s a hard truth to swallow, but perhaps – only perhaps mark you – the “boy racer” tag has something to it. Car makers are at fault of course for making all those great vehicles over the decades. The rot really set in at the tail end of the 1950s here in Great Britain when the Mini first became available. Acne-afflicted adenoidal youths discovered the sheer chuck-ability of the tiny wheeled wonder and drove accordingly, and it sort of stuck with them.
We up-specified them, fitted sporting cylinder heads, a Cherry Bomb exhaust, doubled the number of carburetors, and the rest is history.
The “boy racers” of yesteryear have grown up now and purchased Porsches and powerful BMWs believing that road conditions have never changed and their own reflexes are as they always were, back in those blossoming years of lusting flush and not in any way dulled by age or infirmity. This is why, when someone adjacent on the road drives badly we become incensed and determined to prove we can do it better. The rules say we should turn the other cheek and report the miscreant to the authorities; but this is not the manly way.

The Reason Why
You see, the problem for chaps is that they routinely suffer from an illness called Machismo. Characteristics of this terrible disease include a feeling of dominance, fierceness, and bravado and really you should feel sorry for them when so afflicted, bless them. Not wrong, right; just misunderstood. It is a well known medical fact, for example, that driving fast cars actually does make men more virile and attractive so it’s no wonder there’s trouble.
So men will continue to labor under the misnomer of “boy racer” and this is likely to only be changed by something radical like death by old age. This is because it never leaves you. The great and legendary British motor-racing Knight Of The Realm, Sir Stirling Moss himself, is on record saying he got into motor racing because it was dangerous. It’s the buzz! It’s the charge! There’s nothing we can do about it.
The final word lies in a famous expression: “When I was a boy I drove as a boy. Now that I am a man I’ll drive how the heck I like.”
From memory this may not be exactly the correct quote, but I’m probably right.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

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Stock Market Or Cars? Where To Invest? The Data Might Surprise You

Stock Market Or Cars? Where To Invest? The Data Might Surprise You Rarely, if ever, have cars been an “investment” in my life. For myself and countless other gearheads around the world, cars are not a way to make money, they are a perfectly efficient way to lose money. This is not to say classic cars cannot make money in the long run . . . just that 99.99999% of the time, they end up costing you bread, not earning it. If you’re going to invest, the stock market seems more likely.
Now, it seems, some people would beg to differ.
Cash For Classics
According to Kwik-Lift, manufacturers of high-strength steel home and repair shop maintenance lifts, “investing” money in certain cars is actually a good thing. Kwik-Lift says their data “proves” investing in a classic or soon-to-be classic car can offer a better return than putting money into the stock market.
Kwik-Lift bases this on five of the most expensive vehicles Barrett-Jackson sold in January. Kwik-Lift compared those sale values with what the same amount of cash would have gotten you compared with the return from the Standard & Poor’s (S&P) 500 Index. Kwik-Lift concluded that their study “verified that collector cars are indeed a solid investment.”
And it’s not just Kwik-Lift. I recently read that a German investment firm said more or less the same thing about “investing” in classic 911s. And yes, while the German’s article does jive with what Kwik-Lift is saying, it’s also worth noting that used 911 prices added another zero in the past few years, which should skew the Germans dataset a little, one would think.
What it also does is put “reasonable” 911s out of reach for average guys like me, which totally bums me out. But that’s another story.
Will the 2018 Porsche 911 GT2 RS be a classic one day? Is it worth buying now in the hopes it will increase in value in 50 years? Photo: Porsche Cars North America, Inc.
Critical Questions
I can hear my investment banker friends laughing all the way out here in the boonies. There’s a bunch of things here that would get you laughed out of an Econ 101 class at the local community college.
First off, they’re using numbers from Barrett-Jackson, an auction company. Auctions are obviously very volatile sales environments, so their sales values are always taken with a grain of salt. Two: “sold in January 2018.” A one month sample size? Three: “five of the most expensive vehicles Barrett-Jackson sold.” Five cars? And only the most expensive? Again, too small a sample and you’ve already pre-skewed it.
Four: “these results were calculated by using a dollar amount invested into Standard & Poor’s (S&P) 500 Index . . . and comparing it to the same dollar amount to purchase a vehicle.” What dollar amount? Compared to the S&P when? Over which time period? For how long?
Essentially, what Kwik-Lift did was take the cars in question, see what they sold for new from the dealer back in the day, see what B-J auctioned them for, and calculated the percentage gain over the years. Compare that directly against what Standard & Poor’s would have done over the same period of time, and abracadabra, a 1968 L88 Corvette is a “good investment.”
But here’s the thing: of course it looks like a better investment than the stock market in hindsight. In hindsight.
1968 Chevrolet Corvette Sport Coupe. Photo: GM Media Archive.
Money Talks
Back in 1950, Jackson Pollock painted Lavender Mist, an enormous abstract expressionist painting that hung in Peggy Guggenheim’s gallery for months with a price tag of $10,000. It finally sold, off the books, for around eight grand (if I’m remembering this right). And yeah, eight-large could have bought you a house back then, but still, do you know how much a Pollock of this caliber goes for today?
Hundreds of millions of dollars. Hundreds.
The point being, sure, you could have made a lot of money buying low back in the day and selling (very) high in the present day on something that is currently very desirable. But how do you know what you can buy today that will be seriously valued 50 years from now? You can’t, that’s the answer to that question.
Which is why serious investors, people who invest money for a living, people who own banks, for example, do not put their money in big block Corvettes, short wheelbase 911s or abstract paintings hanging in galleries in Manhattan. You know where they put their money? In banks. In the stock market. In the Standard & Poor’s 500. In real estate. That’s where you invest money, not in cars. You don’t make money with cars, you spend money on cars.
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

Cover Photo: 1970 Pontiac GTO by Darwin Holmstrom, from the book Pontiac GTO 50 Years also authored by Holmstrom.

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2019 Audi A8: A Bahn-Burner of The First Order

2019 Audi A8: A Bahn-Burner of The First Order I’ve always had a soft spot for the big Audi sedans, the A8 and especially the S8. Sure, in the styling department they have faltered from their original taut; understated designs have turned abhorrently generic, but they will still haul you from here to there with amazing speed, grip, and comfort. Now, the 2019 Audi A8 looks to up the game even more.
Audi says their new for 2019 A8 delivers a “modern, serene interior design, usable technology, seamless connectivity and cutting-edge driver assistance features” and who am I to doubt them.
Indeed, as a top-of-the-line luxo-barge, you’d expect a big German sedan, any big German sedan to be dripping with tech. And just as expected, the A8 does not under deliver.
Power & Performance
The most important parts, the powertrain and chassis, get only a scant mention. But what we do know is how the 2019 Audi A8 will launch with its new 3.0-liter V6 TFSI turbo engine, paired with a new 48-volt electric mild-hybrid drivetrain. Audi says the V6 makes 335 horsepower and 369 lb-ft. of torque.
Gearing is taken care of by an eight-speed tiptronic transmission. Naturally this is mated to a standard quattro all-wheel drive layout with a self-locking center differential. Other chassis and suspension features include adaptive air suspension, available predictive active suspension, and the available dynamic all-wheel steering system.
Comprised of 29 different frame materials and 14 cold and hot joining techniques, Audi says the A8 delivers an “intelligent material matrix” for better handling, comfort, and safety. Photo: Audi of America, Inc.
Interior Treatments
The interior of the 2019 Audi A8 is, of course, like a German-built UFO. The standard features include heated, 18-way power front seats with lumbar adjustments and memory, power tilt and telescopic steering column with memory, Velveeta and Nacho leather interior, er, sorry, that’s a Valetta Leather interior with Fine Nappa Extended Leather (whatever that is).
The optional air quality package includes an ionizer and aromatization; there is an optional “rear right passenger relaxation seat with heated massaging footrest,” plus aluminum-optic control buttons, and adjustable rear Matrix LED reading lights. Wait, there’s more . . . the smartphone-sized OLED touch remote can be used to customize rear seating and infotainment preferences including the Matrix reading lamps.
The front seats are now 22-way adjustable (with massage and ventilation). The steering wheel is heated, the windows are dual-pane acoustic glass, the front and rear door and center armrests are heated, while folding “productivity tables” are located in the center console.
2019 Audi A8 interior layout. Photo: Audi of America, Inc.
Technology Hub
Tech and connectivity? Buckle up Buckaroo. The Audi-standard MMI touch response is here, along with two touchscreens. The upper screen is a whopping 10.3-inches and the lower one is 8.6-inches. The driver can store up to seven individual profiles and the A8 has voice interaction with natural language processing. The map and navigation system is entirely new, and the HERE-powered setup learns drive routes over time so the system can make “smarter routing suggestions.”
The new myAudi app enables a greater range of smartphone-controlled vehicle selections. Also standard is the second generation Audi virtual cockpit with a large, 12.3-inch display. There’s an available full-color heads-up display and the Audi smartphone interface works with Apple CarPlay and Android Auto.
The Available Bang & Olufsen Sound System comes with a Grateful Dead-level 23 speakers with Acoustic Lens Technology, 24-channel BeoCore amplifier, and a huge 1,920 watts worth of 5.1 Surround Sound. Righteous!
2019 Audi A8 on display at the 2018 New York International Auto Show. Photo: Audi of America, Inc
Safety & Security
The suite of driver assistance stuff reads like something from Mr. Spock’s office: The world’s first laser scanner in a production vehicle, improved sensors, and the zFAS central driver assistance computer that processes all of the sensor information. There is also Adaptive Cruise Assist, Intersection Assist, and Audi Pre Sense 360. More than just assisting you, if you do, ahem, get into an accident with your new Audi A8, the on-board emergency gizmos are there to help you out.
Emergency assist detects if you are unresponsive and brings the car to a stop in its lane, engages emergency hazard lights, and places an emergency SOS call.
Pricing & Availability
The 2019 Audi A8 with the 3.0-liter engine will go on sale this fall with a starting price of $83,800. According to Audi, a V8 engine will be available next summer. I can only surmise that, given the scant mentions of the drivetrain, it can only (hopefully) mean the upcoming S8 will be a real luxo-Bahn-burner of the first order.
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
2019 Audi A8 Gallery

Photos & Source: Audi of America, Inc.

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BREAKING: The all-new eighth-generation Rolls-Royce Phantom raises the bar for pure automotive opulence

BREAKING: The all-new eighth-generation Rolls-Royce Phantom raises the bar for pure automotive opulence One of the world’s leading icons in automotive opulence transitions into its next-generation. Where’s the Grey Poupon?

What’s going on?
The Rolls-Royce Phantom VII has been with us since 2003, bearing a backbone based on the BMW 7-Series and enough sheetmetal to build a new city. That means today, in 2017, it’s sustained its current guise for 14 years, a very long time for any automotive life cycle.
But no need to despair! Rolls-Royce just introduced an all new, next-generation Phantom VII.
Built to fulfill Sir Henry Royce’s original quest to build “The Best Car in the World,” with the Rolls-Royce Phantom in 1925, this latest version fully embodies this philosophy. It once again raises its own bar of setting the benchmark for pure, unadulterated, automotive luxury.
Fancy. What’s cool about it?
Given Rolls-Royce Motor Cars’ corporate pairing with BMW AG, this latest Phantom starts life as a BMW 7-Series platform, like the outgoing one. However, engineers designed the chassis to a new philosophy, the “Architecture of Luxury.” This basically translates into the Phantom’s use of a revised all-aluminum space frame body. This means it ditches the classic “monocoque” design. It’s lighter, but also 30 percent stiffer.
Combined with Rolls-Royce’s new “Magic Carpet Ride” adaptive air suspension, the new Phantom sounds it’s set to become the world’s most comfortable car as well.
What powers it?
In keeping with tradition, the Phantom gets a six-and-three-quarter (6.75L) engine. But that’s all that’s traditional as it’s BMW-based 6.75L V12 with two turbochargers to produce 563 horsepower and 664 pound-feet of torque as early as 1,700 rpm. Channeling that power to the wheels is a new ZF-sourced eight-speed automatic.
As with luxury these days, technology complements
As with any other car expected to cost as much as a really nice house, there’s plenty of tech to accompany. Using BMW’s parts bins, the Phantom comes with many passive and active safety systems such as Night Vision, radar-guided cruise control, pedestrian detection, lane departure assist and warning, and more. That’s on top of being the world’s most expensive moving WiFi hotspot and home theater.
How much will it cost?
Do we really have to answer this question for you? The official starting price wasn’t announced. But c’mon, it’s a Rolls. It’ll certainly cost more than a ham sandwich. Way more.
– By: Chris Chin
The all-new Rolls-Royce Phantom Photo Gallery

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Letter From The UK: Selling Out

Letter From The UK: Selling Out

Recently, European Union antitrust authorities approved the proposed acquisition of GM’s Opel/Vauxhall automotive business by the PSA Group, which manufactures Citroen, DS, and Peugeot models. This merger applies to the Vauxhall manufacturing plants in the United Kingdom that produce two of the top ten most popular vehicles currently on sale in Britain – the Astra and Corsa.
It doesn’t bode well.
This deal, first announced a few months ago, will position PSA Group as the second-largest automotive company in Europe and will serve as the basis of the Group’s profitable growth worldwide, we are told. It is expected to be formalized later this year.
Proud Achievement?
Carlos Tavares, Chairman of the Managing Board of PSA is quoted as saying:“We are proud to join forces with Opel/Vauxhall and are deeply committed to continuing to develop this great company and accelerating its turnaround. We respect all that Opel/Vauxhall’s talented people have achieved as well as the company’s fine brands and strong heritage. We intend to manage PSA and Opel/Vauxhall capitalizing on their respective brand identities. Having already created together winning products for the European market, we know that Opel/Vauxhall is the right partner. We see this as a natural extension of our relationship and are eager to take it to the next level.”
On the face of it, that all sounds fine and dandy but, as seems likely, when the deal is completely finalized, the UK should rightly be concerned the next word out of Tavares’ mouth will be “rationalization.”
The transaction will allow, they say, substantial economies of scale and synergies in purchasing, manufacturing, and R&D. Annual synergies of €1.7Bn are expected by 2026, of which a significant part is expected to be delivered by 2020. These huge savings will have to come from somewhere. This is the part where I mention Brexit.
According to a recent press release, PSA Group delivered 1,580,000 units during the first half of 2017. Sales increased in Latin America, the Middle East, Africa, Eurasia, and the India-Pacific regions. Market share gains transpired for all new models, including the Peugeot 3008 and 5008 SUV and Citroen C3 in Europe. Photo: PSA Group.
High Costs
Overshadowing this huge financial deal is the specter of you-know-what. Right now the discussions over the UK’s departure from the EU look pretty sketchy. The British car industry should rightly be concerned. Inevitably, new vehicles from this conglomeration will progressively convert to PSA platforms over the coming years, and that could well sound the death knell for Vauxhall manufacturing plants.
John Colley, Professor of Practice at Warwick (UK) Business School and noted expert on mega-mergers, has been quoted as saying: “Carlos Tavares, Chief Executive of Peugeot Citroen (PSA), has little choice but to close the UK Vauxhall plants at Ellesmere Port and Luton to make the Opel (German brand) acquisition work. The cost of closing the high-cost German plants will be at least triple that of the UK plants. Not only will they (PSA) have to placate the powerful German unions who have a right of deal veto, but redundancy costs are around three times the level of the UK.”
Astra Sports Tourer production at Vauxhall’s Ellesmere Port facility. Photo: Vauxhall.

No Compromise
Given that governments come and go, any promises made by the British Administration are unlikely to be taken too seriously. Also, with wearying familiarity, the bullish leader of the Unite Trade Union in the UK has already said it “will not accept any job losses” if the sale goes ahead, urging the UK government to think again on its policy towards the European single market as the uncertainty is now clearly impacting on the future of flagship UK companies, such as Vauxhall. That will do until the real mess gets here.
As far as Great Britain is concerned, the whole shooting match is chaos and no doubt will remain so until the real mess arrives further down the line. Although the UK government is committed to Brexit on the basis that in a national referendum, a majority of the public demanded we get out of the EU, their hearts are plainly not in it. And it is possible to catch a whiff of the hot, fetid breath of failure; in short, it is not going well.
At a time like this, the last thing British industry needs is more uncertainty. The EU is taking a hard line that is likely to be followed by the PSA Group. In the longer term, the future of our Vauxhall car manufacturing does not look good.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite
Cover Photo: Vauxhall.

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2018 Jaguar E-PACE: Fashion Statement or Full-Bodied Capability?

2018 Jaguar E-PACE: Fashion Statement or Full-Bodied Capability?

Jaguar’s 2018 E-PACE SUV/crossover/thingo has made its “official” debut, so now we can start talking about it. Yes, yes, I know. This thing has been all over various forms of media for months now, but Jag insists on mining as much exposure as they can, so here it is. Again.
Jaguar, following the lead of Porsche, Mercedes-Benz, Audi, and even Maserati (somehow!) realized that thar’s gold in them thar suburbs! And decided the best way to mine it was to make their own SUV/crossover. Jaguar is very certain about what the E-PACE is: “a compact performance SUV.”
Fashion Statements
Which means, in Jaguar’s eyes, you could take this thing off-road. Hey, stop laughing! I think Jaguar is serious, although I doubt you’ll see this thing traipsing through Moab or having a go at King of The Hammers or even blasting around my cousin’s property in Washougal. No, let’s face the real facts here. The Jaguar E-PACE is aimed squarely at those that aspire to be recurring cast members on The Real Housewives of Orange County/New Jersey/etc. And really, how can you blame Jag at this point. If people are willing to throw tens-of-thousands of dollars your way to make a vehicular fashion statement, you’d be dumb as a carmaker not to pick it up.
So what, exactly, are we dealing with here in the Jaguar E-PACE? The E-PACE (yes, in all caps, just to be extra annoying) is a five-seat compact SUV. Jag says the E-PACE “packs the design and performance of a Jaguar sports car into a practical and connected all-wheel drive vehicle.” No seriously, that’s a direct quote. I was at an auto show once, and a Hummer salesman said to a prospective woman buyer that an H1 Alpha Hummer “handles like a big Miata.” He said this directly in front of me and about 6 fellow members of a rally club I was in. We literally started pointing and laughing as the prospective woman buyer quickly exited and, get this, the Hummer salesman actually tried to debate with us over the handling qualities of an H1 Alpha Hummer. He was serious and, somehow, so is Jaguar when it comes to the E-PACE.
Sure, the E-PACE is the smallest and newest member of Jaguar’s SUV offerings, and therefore must handle better than Jag’s F-PACE SUV, but c’mon: “packs the design and performance of a Jaguar sports car into a practical and connected all-wheel drive vehicle?” Best of luck with that Nigel. I guess it is worth pointing out that when it comes to the big brother F-PACE, Jaguar did get that one right enough to win World Car of the Year. So perhaps this isn’t that bad of a ride overall; just don’t tell me it’s a Lotus 7 that can also run the Baja 1000 while taking the kids to Montessori. I got eyes ya know.
The chassis for the 2018 E-PACE is based on the sophisticated Integral Link rear suspension developed for the Jaguar F-PACE. The Integral Link architecture separates lateral and longitudinal forces to provide responsive steering and handling with impact absorption for greater refinement. Photo: Jaguar Land Rover North America, LLC.

Power & Performance
The E-PACE comes in Standard, S, SE, and HSE specifications along with the R-Dynamic (which is the sportiest version available). Both of your engine choices are 2.0-liter four-bangers, bafflingly dubbed “Ingenium” powertrains. Someone in the marketing department clearly needs more supervision. Anyway, said engines are gasoline fueled, turbocharged mills delivering either 246 horsepower or 296 horsepower, which is pretty good for that few of liters and cylinders. I’d really love to see Jag drop that into a 2,500 lbs. roadster, but that probably won’t happen.
Jag also notes the E-PACE has “sports car-inspired design” which is, honestly, a crying shame to read from the same company that created the immortal beloved E-Type. Anyhoo, the “sports car-inspired” stuff includes a sports-style gear shifter which is kind of odd since the gearbox is a ZF 9-speed automatic transmission. Jaguar’s adaptive shift system monitors your preferred driving style and tailors itself accordingly. For example, the system reduces shift times during more intense driving but can switch into a more economical mode; this is all dependent on your tastes as a driver.
The Active Driveline AWD system can transfer almost all the engine torque to either the front or rear axles in extreme conditions. During steady state cruising, Active Driveline disengages the AWD system, sending power only to the front axle, reducing parasitic losses. The system can re-engage AWD seamlessly within just 300 milliseconds (0.3 seconds) when a change in driving conditions is detected. During cornering, the Active Driveline software analyzes yaw rate, throttle position, steering angle, and lateral acceleration in order to pre-emptively distribute more torque to the outside wheels when needed for neutral and predictable handling. Photo: Jaguar Land Rover North America, LLC.
Suspension & Safety Tech
Coventry did not exactly scrimp on the suspension and drivetrain bits though. The suspension architecture is purposefully lightweight and all-wheel drive is the only power delivery choice we have. There are no two-wheel drive versions available, and I got to give Jag props for that.
Jag does point out the E-PACE’s torque vectoring is via the braking system, which still counts, but is a cheap way to accomplish the job. The Torque Vectoring system uses the brakes to imitate the effect of a torque-vectoring differential, balancing the distribution of engine torque between all four wheels during cornering. This improves grip and overall control, which will help drivers in a number of situations.
The 2018 Jaguar E-PACE also offers an array of driver assistance technologies, including Dynamic, Roll, and Electronic Stability Control, Trailer Stability Assist, Hill Start Assist, Emergency Brake Assist, and Corner Brake Control. The front and rear seats also feature seatbelt pre-tensioners that assist in minimizing movement during a collision while two ISOFIX points are fitted to the outer rear seats.
From the demanding Nürburgring circuit and high-speed Nardò test track to the deserts of the Middle East and North Africa, the E-PACE has been put to the test in some of the world’s most challenging environments. Jaguar engineers have braved freezing temperatures and high altitudes to ensure the E-PACE can withstand a lifetime of use in the hands of the most active and demanding customers. Photo: Jaguar Land Rover North America, LLC.

Connectivity Features
Even though it’s not the biggest Jag SUV to be had, you still get seating for five. You get enough connectivity gizmos that it should keep your kids happy and quiet. The E-PACE has streaming for up to eight devices thanks to an optional 4G Wi-Fi hotspot. There’s an InControl Touch Pro infotainment system with a 10-inch touchscreen that connects you to smartphone applications via Jaguar’s InControl App function.
The driver gets a big honking 12.3-inch full color TFT display and Heads-Up Display system for “added convenience.” Yes, I guess not knowing how fast you’re going would count as being an “inconvenience.” There’s a gizmo dubbed “Available Configurable Dynamics technology” that delivers Jaguar dynamics (whatever that counts as) allowing you to personalize throttle, steering, and transmission settings, which honestly sounds pretty cool.
The 2018 Jaguar E-PACE is also available with a choice of two premium audio systems developed with Meridian, just in case you can’t drive without your favorite tunes. The second of the two systems, an 825-watt Surround Sound ordeal with 15 speakers, would be our personal choice.
The interior focal point is a wraparound cockpit with the passenger grab handle forming the boundary of the driver console – a design concept inspired by the Jaguar F-TYPE. Photo: Jaguar Land Rover North America, LLC.
Pricing & Availability
Cost for the E-PACE ranges between $38,600 to $53,550, which seems to hit a real sweet spot in comparison to the competition. That starts a little bit more than a fully loaded minivan that your brain says you should get, but your gut is screaming that you fend off any and all dowdy parental trappings as if they were hungry sharks. No, no. You’ve got pretensions to uphold as you deliver your twins, Tyler and Twyla, to lacrosse and/or dance classes. You will not be sullied by a minivan. The Jaguar E-PACE goes on sale at the beginning of 2018.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
2018 Jaguar E-PACE Gallery

Photos & Source: Jaguar Land Rover North America, LLC.

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2020 VW Atlas Cross Sport: How It’s Equipped & What To Expect

2020 VW Atlas Cross Sport: How It’s Equipped & What To Expect The VW Atlas Cross Sport is a more athletic and stylish version of the current Atlas.
VW says the 2020 Atlas Cross Sport is part of a new SUV strategy for the automaker.
Two different powertrains and new safety features are among the vehicle’s high points.
The 2020 VW Atlas Cross Sport looks modern and muscular on the outside; cool and connected on the inside. As well it should. This is an important one for VW as the Atlas Cross Sport represents their “first fruits” of a new SUV strategy. As we see today, SUVs sell like hot cakes and automakers of all walks are rushing to the party; higher nameplates like Bentley, Lamborghini, and Ferrari being no exception. They are in the SUV game too.
Setting The Stage
For VW, it’s about spotting new opportunities in a segment already swelling with offerings. According to a Bank of America study, as reported on by the Wall Street Journal, there are 96 different SUVs and crossovers on the market now, up from 70 in 2014. That same study finds we can expect nearly 150 models by 2023. Yet VW believes there is still room.
“Building off the success of the Atlas seven-seater midsize SUV, we see an opportunity for a five-seater model that offers even more style and almost as much interior space,” said Scott Keogh, CEO, Volkswagen Group of America. “We look forward to entering this growing segment with the Atlas Cross Sport, which offers outstanding Volkswagen technology, driver-assist features, style, and value.”
What Is The VW Atlas Cross Sport?
The new Atlas Cross Sport is a midsize SUV that offers two different engines and seats five. Inspired by the current VW Atlas, the Cross Sport looks more coupe-like and athletic. Overall length is a bit shorter, although the second row folds down to accommodate additional cargo. Connectivity and safety features include in-vehicle 4G LTE WiFi, Volkswagen’s Car-Net suite, and Forward Collision Warning with Autonomous Braking.
There are eight trim levels: S, SE, SE w/Tech, SE w/Tech R-Line, SEL, SEL R-Line, SEL Premium, and SEL Premium R-Line.
2020 VW Atlas Cross Sport. Photo: Volkswagen of America, Inc.
Exterior Styling & Interior Design
The Cross Sport is more energetic looking than the traditional Atlas on which it’s based. From the front, we see a three-bar chrome grille complete with a new light signature that extends the width of the middle bar. Moving around the vehicle we catch the raked rear pillar and rear hatch. Here we see a new design for the rear lights, chrome accents, and window. R-Line trims will add more heavily sculpted bumpers with chrome and piano black treatments around the lower front air scoops. 21-inch aluminum-alloy wheels are also available for R-Line editions.
On the inside, a new steering wheel (optionally heated) compliments the available accent stitching for the door inserts and seats. The list of available features is nearly endless, from wireless phone charging to heated rear seats; ventilated front seats; rear sunshades; and a Fender Premium stereo. The latter is a must-have for us, especially since we are on a Metallica kick lately (Black Album, S&M, Load – you name it).
The Cross Sport is 2.8 inches shorter and 2.3 inches lower than the current Atlas, despite having the same 117.3-inch wheelbase. However, VW says the wheelbase helps with interior space. Measurements come in at 111.8 cubic feet of passenger space; 40.4 inches of rear-seat legroom; 40.3 cubic feet of luggage space behind the second-row seats; and 77.8 cubic feet with the second row folded.
VW’s Digital Cockpit configurable display is available on the SEL and SEL Premium. Photo: Volkswagen of America, Inc.
VW Atlas Cross Sport: Under The Hood
The VW Atlas Cross Sport will haul the mail with one of two powertrains, both available with all-wheel drive. The first is a four-cylinder turbo with 235 horsepower, followed by a 276-horsepower V6. An eight-speed automatic handles the shifting for both engines. Weekend warriors and outdoor enthusiasts may want to opt for the V6 Towing Package. It gives the Atlas Cross Sport a 5,000 lbs. towing capacity.
Related: A quick but detailed look at the 2020 VW lineup.
Connectivity & Safety Tech
The Volkswagen Car-Net suite gets an overhaul for 2020 with more no-charge services for five years, plus new subscription options. One feature, Car-Net Remote Access, comes at no extra charge for five years. It allows owners to, via a mobile app, start the vehicle, lock and unlock the doors, and receive info on the fuel level, mileage, and door and window status. Later this year, owners can connect their VW Car-Net account to compatible smart home devices.
And to think, at one time fuel injection was the latest technology. My how times change.
Safety features include Forward Collision Warning with Autonomous Braking (Front Assist); Blind Spot Monitoring; and Rear Traffic Alert. Adaptive Cruise Control with a Stop and Go feature and Park Distance Control become standard on higher trim levels. New safety features for the Atlas Cross Sport include Traffic Jam Assist and Dynamic Road Sign Display.
Photo: Volkswagen of America, Inc.
What Is Traffic Jam Assist?
This system uses the front camera and radar sensor to maintain distance from the car in front, while also centering the Atlas Cross Sport in its lane. Operating up to 37 mph, Traffic Jam Assist can bring the vehicle to a full stop if conditions demand. When traffic starts moving again (within three seconds), the Atlas Cross Sport will resume with the normal flow.
What Is Dynamic Road Sign Display?
All Atlas Cross Sport models with navigation will display things like speed limits, no-passing zones, and school and work zones on the navigation screen. Multiple signs can show simultaneously when necessary.
Related: On the road with the 2019 VW Jetta.
VW Atlas Cross Sport: Manufacturing & Availability
The Atlas Cross Sport is built alongside the Atlas and Passat at the Volkswagen Chattanooga Assembly Plant. In order to prepare for Atlas Cross Sport production, VW invested $340 million into the facility which employs around 3,800 people. Expect the new Atlas Cross Sport this spring with pricing information due closer to that time.
Carl Anthony studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a member of the Midwest Automotive Media Association and the Society of Automotive Historians. Before going back to school, he simultaneously held product development and experiential marketing roles in the automotive industry. Carl is also a loyal Detroit Lions fan.
VW Atlas Cross Sport Gallery

Photos & Source: Volkswagen of America, Inc.

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2018 Ford Mustang GT: Gone In 4 Seconds

2018 Ford Mustang GT: Gone In 4 Seconds

Ford Motor Company is putting the screws to the competition, revealing the 2018 Mustang GT will hit 60 in less than four seconds in Drag Strip mode. Acting as one of five driver-selectable modes in the 2018 Mustang, Drag Strip mode utilizes the transmission to maximize straight-line performance. Drag Strip mode enhances the Mustang GT’s acceleration so well, it’s faster than a $94,000 Porsche 911 Carrera.
Vital Elements
Last year, we sat down with Dave Pericak, Global Director of Ford Performance. Pericak, the subject of the 2015 documentary A Faster Horse, shared with us the vision behind the 50th anniversary Mustang. Carl Widmann, Mustang’s Chief Engineer today, attributes the high performance of the 2018 model to five different elements: Improved horsepower and torque of the redesigned 5.0-liter V8, quicker response times in the available 10-speed SelectShift transmission, and available custom-designed Michelin Pilot Sport 4 S tires (Performance Pack).
The fifth element, the aforementioned available Drag Strip mode, is especially worth noting.
“Typically, when you shift gears, you give up time,” Widmann explained. “In Drag Strip mode, the engine torque doesn’t drop when you’re shifting. You get peak engine torque and horsepower straight through thanks to our new Ford-built 10-speed transmission.”

2018 Ford Mustang GT with the Performance Package in Orange Fury. Photo: Ford Motor Company.
Power & Performance
At the heart of Ford’s pony car since 2011 is the 5.0-liter V8, now with dual-fuel, high-pressure direct injection and low-pressure port fuel injection for increased power and efficiency. Ford engineers worked to achieve robust low-end torque, high-rpm capability, and fuel efficiency. The new 5.0 registers 460 horsepower and 420 lb-ft. of torque; the current 2017 Mustang delivers 435 horsepower and 400 lb-ft. of torque by comparison.
EcoBoost Mustangs see a “boost” as well. The retuned engine packs 310 horsepower and 350 lb-ft. of torque, a 30 lb-ft. gain over the 2017 model. In Drag Strip mode with the Performance Package and the 10-speed automatic, the 2018 EcoBoost Mustang hits 60 in under five seconds. Those wanting more will appreciate this little feature on new EcoBoost Mustangs.
Photo: Ford Motor Company.

Transmission Tech
Ford’s new 10-speed is calibrated with a wide-ratio span and specific gear spacing. The arrangement is multifaceted, helping a driver accomplish power, acceleration, responsiveness, and efficiency. Ford utilizes a patented process in which the architecture of the transmission allows for a certain power flow in conjunction with direct-acting hydraulic controls. The design is again multifaceted, allowing for ideal ratio progression, efficiency, and quicker shift times.
A new electronic control system with real-time adaptive shift-scheduling algorithms help ensure the right gear is engaged at the right time. When it comes to Drag Strip mode and its effectiveness, the transmission plays the most vital role.
“Gearing matters,” Widmann said. “And in Drag Strip mode, this car launches better than ever off the line.”
Pricing & Availability
Customers can build and price their 2018 Mustang on Ford’s website. Expect to see the first models at dealerships this fall.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Ford Motor Company.

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2018 Ford Mustang GT breaks the 4-second 0-60 barrier

2018 Ford Mustang GT breaks the 4-second 0-60 barrier The now-quicker Ford Mustang GT gets a power bump and a new transmission.

It’s easy to get bogged down in comparing the ‘5-0 V8 in the new Ford Mustang GT with Chevy’s 350 V8—they belong in museums, not modern cars, some might say—but it’s equally easy to shunt those remarks. The new ‘stang will get to 60 miles per hour in under 4 seconds in a new “Drag Strip” mode and a new 10-speed automatic transmission. In common terms, the new mode is Ford’s label for “launch control”. The tuned and fettled V8 gets a bump from model year 2017’s ‘paltry’ 435bhp and 400 ft-lbs of torque while managing to get improved fuel economy, though no hard-and-fast numbers yet are available from Ford.
It’s pretty hard to get around how far the ponycar has come in its most recent generation:
This is blinding acceleration from a car that goes for the average transaction price in the US at just a shade over $33,000.
The EcoBoost 4-cylinder model gets a 30-ft-lb torque increase.
The car now pulls 0.96 g on the skidpad and (finally) has independent rear suspension.
On one hand, the GT and lower variants are plain-vanilla cars available at a car rental agency near you, on the other, something that does all of the above is available for a relatively small outlay per day.
FoMoCo has only just released this luscious tidbit of information, so it’s likely we will learn in the coming days what the conditions are of this recent conquest in acceleration statistics (temperature, tires used etc.).
For more information, check out the press release below:
“DEARBORN, Mich., July 24, 2017 – Ford’s most advanced and powerful Mustang GT is also the fastest ever, achieving 0-to-60-mph in less than four seconds in Drag Strip mode.
The new Mustang is also faster than a $94,000 Porsche 911 Carrera, which Carl Widmann, Mustang chief engineer, attributes to five factors:
Improved horsepower and torque output of the redesigned 5.0-liter V8
Maximum acceleration of available Drag Strip mode
Quicker, smoother shifting of the available 10-speed SelectShift® transmission
Optimized traction courtesy of the available custom-designed Michelin Pilot Sport 4 S tires on new Performance Pack
“Typically, when you shift gears, you give up time,” said Widmann. “In Drag Strip mode, the engine torque doesn’t drop when you’re shifting. You get peak engine torque and horsepower straight through thanks to our new Ford-built 10-speed transmission.”
The car’s 5.0-liter V8 now features dual-fuel, high-pressure direct injection and low-pressure port fuel injection technology for increased power and efficiency. The engine’s 460 horsepower and 420 lb.-ft. of torque represent improvements over the current model’s 435 horsepower and 400 lb.-ft. The result is an engine that delivers robust low-end torque, high-rpm power and improved fuel efficiency.
Drivers of EcoBoost®-equipped Mustang also will feel increased power on the strip. The retuned EcoBoost four-cylinder generates 310 horsepower and 350 lb.-ft. of torque – a 30 lb.-ft. gain over the current model. In Drag Strip mode with Performance Package and the 10-speed automatic, the 2018 EcoBoost-powered Mustang posts an impressive 0-to-60-mph time of under five seconds.
Drag Strip mode – one of five driver-selectable modes available for 2018 – has been designed to provide maximum acceleration and performance for straight-line driving. Drag Strip mode is primarily controlled by the transmission and delivers a significant acceleration boost, eliminating the lost time usually associated with automatic shifting.
The new 10-speed transmission, with a wide-ratio span and optimized gear spacing, helps deliver higher average power for acceleration – resulting in improved responsiveness and performance. The 10-speed architecture features Ford-patented power-flow and Ford-patented direct-acting hydraulic controls. It’s designed for optimum ratio progression and efficiency, and provides more accurate, quicker upshift and downshift capability.
In addition, an all-new electronic control system features real-time adaptive shift-scheduling algorithms engineered to help ensure the right gear is engaged at the right time, including skip-shift and direct downshift capability.
Compared to the outgoing six-speed, the new 10-speed automatic has quicker shift times and better low-speed tip-in response. It’s uniquely tuned for all five drive modes – normal, sport, track, Drag Strip and snow/wet. Steering wheel-mounted shift paddles allow drivers maximum manual control.
“Gearing matters, and in Drag Strip mode, this car launches better than ever off the line,” said Widmann.
Fans will be able to build and price their very own 2018 Mustang from July 25 by visiting www.ford.com/mustang/2018. New Mustang is due to reach showrooms this fall.”
-By: Sawyer Sutton
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