2018 Audi A4 allroad 2.0T quattro S tronic Review

2018 Audi A4 allroad 2.0T quattro S tronic Review Americans aren’t particularly fond of wagons like consumers in Europe, but the Audi A4 is a wagon Americans would like. It has many attributes that resemble a crossover or SUV, like its cargo-carrying utility, standard all-wheel drive, and an increased ride height for light off-road duties. The Allroad’s cabin even looks modern and luxurious, setting it apart from the competition. 
And there are other reasons to look seriously at this luxury family hauler. This week, we have been driving the 2018 Audi A4 allroad 2.0T quattro S tronic.
What’s New For 2018
The Audi A4 allroad was redesigned for 2017 and changes this year are limited to feature and package content. Heated seats are now standard, and the mid-level Premium Plus adds blind-spot monitoring to its list of equipment.
Features & Options
The Audi A4 allroad ($44,500) is loaded with features, including leather upholstery, a panoramic sunroof, and Apple CarPlay and Android Auto. It also features keyless entry, a blind-spot monitor, heated front seats, heated power mirrors, power liftgate, satellite radio, and eight-way power adjustable front seats with four-way driver lumbar adjust. 
It also came with the optional Cold ($650) and Warm Weather package ($1,450), offering up ventilated front seats, a power window shade, heated rear seats and heated steering wheel, and all-weather floor mats.
The Prestige package ($8,500) comes with automated driver and advanced safety systems, parking sensors, heads-up display, LED headlights, and a Bang & Olufsen premium audio system. Total MSRP including destination: $56,650.

Interior Highlights
The Audi A4 allroad’s cabin is one the vehicle’s best attributes and in our opinion, the best in this class. The allroad sits a little higher than the A4 sedan and it’s easier to get in and out. We found the cabin easily accommodates drivers of all sizes, it offers good visibility, and the cockpit feels driver-focused.
The fit and finish inside is upscale, the quality of materials is first class, and the allroad feels well-built. We didn’t hear any squeaks or rattles and the cabin is quiet on the open road. We liked the tablet-sized screen that sits in the middle of the dash and the updated MMI controller is easier to access than before. By and large, the controls aren’t overly complicated.
In the backseat, there’s room for two adults, but taller passengers may feel a bit cramped for legroom, but it’s ideal for the kids. The standard panoramic sunroof keeps the backseat feeling open and airy. Another nice touch is the optional Virtual Cockpit instrument panel and heads-up display that helps keep the driver’s eyes focused on the road.
There’s 58.5 cubic feet of cargo space with the rear seats down and 24.2 cubic feet behind the rear seat.





Engine & Fuel Mileage Specs
A 2.0-liter turbocharged four-cylinder engine produces 252 horsepower and dishes up 273 lb-ft. of torque. It comes mated with a seven-speed, dual-clutch automatic transmission sending power to the Audi quattro all-wheel drive system. 
Fuel mileage estimates come in at 22/30 city/highway and 25 combined mpg. The allroad features an automatic engine stop/start system for additional fuel savings.
Driving Dynamics
The allroad is powered by an engine that can move the wagon down the road without a problem. The extra torque moves the heavier vehicle away from a stop light quickly and lane changes are made easy with the peppy four-cylinder. We drove the allroad at altitude where the turbo made the engine response effortless in the thin air.
Around the tight mountain curves the family hauler felt nimble, going around corners better than most wagons. The vehicle is composed in all driving situations, and we felt right at home on the mountain roads and city streets. The seven-speed S tronic automatic transmission offers up smooth shifts and connects well to Audi’s already excellent quattro all-wheel drive system. This will also give families an all-weather vehicle with some light off-road abilities.
On our commute to Denver, the ride was especially smooth. Noise levels inside the cabin were kept to a minimum, making it a comfortable place to spend time. We cranked up the Bang & Olufsen premium sound as well and forgot about the noisy outside world. With front and rear parking sensors and blind-spot monitoring, the allroad kept us informed of anything out of view. 
The only kicker is how the engine is slow to restart with the stop-start system engaged, but thankfully it can be switched off. 
Conclusion
The allroad isn’t an SUV, but it will deliver what any crossover can. It has a great powertrain with the latest version of Audi’s 2.0-liter turbo engine. Add in good fuel economy and it’s a capable family hauler in a smart, luxurious package.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Audi A4 allroad Gallery























2018 Audi A4 allroad Official Site.
Photos: Audi of America, Inc.



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Inside The 2019 Chevy Silverado: Engineering Metrics, Materials Strategy & Engines

Inside The 2019 Chevy Silverado: Engineering Metrics, Materials Strategy & Engines Fresh off its debut earlier this year at the North American International Auto Show, The 2019 Chevy Silverado is looking to be the all-inclusive truck in an increasingly competitive segment. When it finally hits showrooms, the 2019 Silverado will offer eight different trim levels and six different engine and transmission options, something the automaker says is paramount.
“That allows every customer to get the exact truck they want,” explained Scott Damman, Lead Development Engineer, 2019 Silverado. “All these trim levels allow us to have a truck for every customer.”
Extreme Metrics
In an effort to secure a position as that all-inclusive truck, the 2019 Silverado was subjected to GM’s most rigorous engineering metrics in history. The Silverado team essentially doubled their validation targets, performing over 475,000 tests and logging seven million miles of real-world testing in the interest of durability.
“It is pretty daunting,” Damman said. “Especially when you think about a vehicle that is redesigned from the ground up – brand new – everything is brand new.”
Each engine was subjected to repeat “torture testing” which included visits to the dynamometer cells. Inside, the engines would run for months on end – without stopping – to simulate a lifetime of maximum hot and cold cycles. From there, the Silverado team traveled to Davis Dam in Arizona where the truck hauled its maximum gross combined vehicle weight up a seven percent grade in 110-degree heat. The benchmark of this test was to incur no loss in performance even with the air conditioner running.
“By taking 450 lbs. out we can give that performance back to our customers,” Damman said referring to how the new Silverado is 450 lbs. lighter when compared to the current generation with a V8. “When that 450 lbs. is not being lugged down the road because of the truck itself, it gives you that capacity.”
The 2019 Silverado was subjected to GM’s most rigorous engineering metrics in history. Photo: Chevrolet.
Light & Tight
The 2019 Silverado’s actual body is 88 lbs. lighter and its fully boxed steel frame, despite being 88 lbs. lighter, offers a 10 percent increase in torsional rigidity. The live-axle rear suspension is also redesigned, including new carbon-composite, second-stage springs on LT models that cut about 12 lbs. (per side) over the steel springs they replace.
“The engineering team was actually tasked with going and looking at every single part for weight savings,” Damman explained. “To do that we actually went to our suppliers and our supply base to begin pulling on new technology, which included new processes for building things. We learned about what they have and by doing so, we were able to get lighter materials in the truck, but build it stronger so it will give that performance back to our customers.”
The doors, hood, and tailgate are made from aluminum while the fenders, roof, and bed utilize high-strength steel. The underlying safety cage uses seven different grades of steel. 80 percent of the frame consists of high-strength steel, varying from two to five millimeters in thickness, depending on location. Hydroforming, roll forming, conventional stamping, and tailor-rolled blanking are all performed during manufacturing.
“We like to call it our mixed materials strategy,” Damman added. “Where we could get away from high-strength steel we did, and that transfers some of that cost and weight savings back to customers.”





Corvettes & Customers
Another test was borrowed from the Corvette’s book, whereby the 2019 Silverado was subjected to sharp tilt angles. These “tilt stands” dip the truck at an angle of up to 53 degrees, and can simulate angles at a rate of up to 40 degrees a second, the equivalent of up to 1.4g. This test helps ensure proper engine and transmission lubrication.
“We have a lot of performance factors that we look into early on in the program,” Damman said. “There is a whole group of people that actually set those performance requirements as we look at our current generation Silverado.”
Among those groups of people are Silverado customers.
“We take our customer’s feedback and we try to figure out how to balance all of their requirements,” Damman added. “By doing that early on we have something to work towards.”
2019 Silverado LTZ. Photo: Chevrolet.
Engine Lineup
The evergreen 5.3 and 6.2 return to the Silverado lineup, this time equipped with Dynamic Fuel Management. The new system replaces the current Active Fuel Management and allows for 17 different modes of cylinder deactivation to boost performance and efficiency. Power figures, although unchanged from 2017, remain quite healthy: the 5.3 outputs 355 horsepower and 383 lb-ft. of torque, contrasted to the 6.2 which creates 420 horsepower and 460 lb-ft. of torque.
Chevrolet estimates about half of the new trucks will be equipped with one of these two engines.
“The 5.3 and 6.2, although they have been around for a while, have been redesigned and rebuilt for weight savings and better performance,” Damman said. “Our propulsion team had the same task as the rest of our engineering team: to figure out ways to make things stronger, save weight, and increase performance.”
The 4.3-liter V6 sees an increase in torque and fuel efficiency for 2019. The standard engine on the Silverado LT and new RST now creates 285 horsepower and 305 lb-ft. of torque. Also in the mix is the new 2.7-liter Turbo with Active Fuel Management. The new turbocharged offering for the Silverado creates 310 horsepower and 348 lb-ft. of torque.
Last but certainly not least, a Duramax 3.0-liter inline-six joins the lineup.
“It is an all-new engine developed by our propulsion team at GM,” Damman said. “It fits in nicely for a full-size truck, and all the performance factors were taken into account.”
Depending on engine choice, the 2019 Silverado will come with either a six, eight or 10-speed automatic.
2019 Silverado RST. Photo: Chevrolet.
Availability & Manufacturing
Assembly of crew cab V8s will begin in the third quarter, with double and regular cab models joining in the fourth quarter. Production of the 4.3-liter V6 and 2.7-liter Turbo are also scheduled to begin in the fourth quarter, with the Duramax being available in early 2019.
EPA fuel economy estimates and towing and payload capacities are not yet available.
When it arrives, the 2019 Chevy Silverado will have eight different trim levels, including an off-road-oriented Trailboss.
“I think we can get a lot of new customers into these trucks,” Damman said. “We have the right team in place that can take it there and get it to the next level.”
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.
Photos & Source: Chevrolet.



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Traffic Fatalities Likely To Increase Over Memorial Day Weekend Experts Say

Traffic Fatalities Likely To Increase Over Memorial Day Weekend Experts Say Memorial Day marks the unofficial start of summer, and with the holiday comes an increase in travel. The National Safety Council is urging drivers to exercise caution, saying over 400 may be killed this year during Memorial Day weekend. The organization also estimates that nearly 46,000 could be seriously injured during the three-day holiday period.
Memorial Day weekend officially begins at 6 p.m. Friday, May 25th, and ends at 11:59 p.m. Monday, May 28th.
Deadly Season
In general, summer can be a risky season of travel with July 4th often being billed as the most dangerous holiday. When compared to Thanksgiving, Christmas, and New Year’s Day, the three summertime holidays – Memorial Day, Independence Day, and Labor Day – typically claim over 110 lives each day, the highest average per-day fatality rates.
“Memorial Day should mark the start of summer – not a deadly driving season,” said Deborah A.P. Hersman, President and CEO of the National Safety Council. “If we pay attention, slow down and be courteous, we can increase our chances of making it to picnics, beaches, and barbecues rather than emergency rooms.”
Dangers of Distraction
Distracted driving is among the leading causes of traffic accidents today with texting and driving being one of the primary culprits. Motorists may think “just glancing” at their phone is okay, but even that can prove fatal.
“This inattention, no matter how slight, can endanger the driver, passengers, and innocent bystanders,” explained Special First Lieutenant and Traffic Safety Specialist Jim Flegel of the Michigan State Police. “The sad part is that 100 percent of crashes related to distracted driving are preventable.”

Advice & Insight
The National Safety Council is encouraging everyone this weekend to buckle up, drive defensively, and to get plenty of sleep before traveling. At events where alcohol is involved, the National Safety Council says finding alternative transportation or designating a sober driver is the best protocol. The Michigan State Police continue to warn the public on the dangers of drugged driving.
“We have done a pretty good job of educating the public about not getting behind the wheel when you’re impaired on alcohol, but the word is still not out yet about making sure you do not get behind the wheel when you are impaired on any other drugs,” Flegel said. “And that also includes prescription medication.”
The National Safety Council has provided additional information about Memorial Day weekend, including fatality estimates and motor vehicle data and research. The Michigan State Police have provided a few key safety tips, which are listed below.
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.
Safety Tips From The Michigan State Police
Buckle up.
Abide by all traffic laws and posted signs.
Pay attention behind the wheel at all times.
Remove all distractions in the car, including cell phones.
Allow for plenty of time when crossing a street or intersection.
Use sidewalks whenever available and never cross the street mid-block.
Always stop at the edge of a parked car, curb, or vehicle before walking out into traffic.
Wear reflective clothing and carry a flashlight when walking at night or during the early morning.



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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 Mercedes AMG GT S Roadster: Ragtop Middle Child Debuts With 515 Horsepower

2019 Mercedes AMG GT S Roadster: Ragtop Middle Child Debuts With 515 Horsepower The 2019 Mercedes AMG GT S Roadster is regarded as the ragtop middle child in the AMG GT family. It is equipped with the same burly and turbocharged AMG V8 motor of the AMG GT S Coupe that produces 515 horsepower and 494 lb-ft. of torque between 1,900 and 5,000 rpm.
“The new model represents the perfect alternative for the performance-oriented AMG GT Roadster customer,” said Tobias Moers, Chairman of Mercedes-AMG GmBH. “With the AMG GT S Roadster, our AMG family has gained another exceptionally sporty member that combines high driving dynamics with an emotional open air experience.”
Power & Performance
Can’t make up your mind between the vanilla 469 horsepower AMG GT Roadster and 550 horsepower AMG GT C? Mercedes is offering the AMG GT S Coupe with 515 horsepower but what if you want a convertible? Well, now you can. The 2019 Mercedes AMG GT S Roadster features a three-layered fabric soft top, so you can better immerse yourself in those glorious and guttural sounds: that magnificent AMG soundtrack as you step on the gas.
The AMG GT S Roadster is equipped with the same 515 horsepower, twin-turbocharged and handcrafted 4.0-liter V8 found in the AMG GT S Coupe. The mill is connected to an AMG SPEEDSHIFT DCT 7G transmission with an electronically-controlled, rear axle limited slip-differential, which is standard equipment on the AMG GT C Roadster.
This means zero to 60 mph in 3.7 seconds and a top speed of 192 mph. That is only four mph less than the race-oriented AMG GT C Roadster.
The 2019 Mercedes AMG GT S Roadster follows the company’s hallmark engine design, whereby the turbochargers are inside the cylinder “V.” Mercedes-AMG says this contributes to a compact engine design, spontaneous response, and lower emissions. Photo: MBUSA.
Suspension & Braking
Standard on the 2019 AMG GT S Roadster is AMG Ride Control with adaptive damping. Featuring a fully-automatic and electronically-controlled suspension system that varies damping force at each wheel, you get tight handling, precise steering, and a ride quality that won’t disappoint your chiropractor.
The suspension can be configured to Comfort, Sport, and Sport + so you can go from mild to wild by simply pressing a switch on the center console.
The front axle is equipped with composite brake discs and six-piston fixed calipers. The rear also comes with composite discs and single-piston fixed calipers. Optional is the AMG high-performance ceramic composite braking system with larger-diameter brake discs.
Mercedes-AMG says the GT S Roadster was designed to accelerate out of corners “earlier” with more power and better traction, thanks largely to the limited-slip differential. Photo: MBUSA.
Lightweight & Aerodynamic
The 2019 Mercedes AMG GT S Roadster utilizes lightweight composite materials and aluminum for the spaceframe. The load-bearing structures are constructed from SMC or Sheet Molding Compound to reduce weight without sacrificing rigidity.
The front deck is largely composed of magnesium to help further reduce inertia over the front axle. The result is an incredibly agile and precise roadster that you simply point and shoot with a firm press of the throttle.
The new AMG GT S Roadster is also equipped with the AIRPANEL active air management system to govern the behavior of incoming air. You will find vertical louvers at the bottom of the front bumper that can automatically open or close to either provide engine cooling or better aerodynamics.
Of course, no AMG GT model is complete without the extendable rear spoiler to reduce lift at higher speeds.
The AMG GT S Roadster comes with the Silver Chrome Interior package, although a Black Piano Lacquer package is optional. Ventilated seats are also available. Photo: MBUSA.
Selectable Drive Modes
Unlike the humdrum AMG GT with only four driving modes, the new AMG GT S Roadster is equipped with the same AMG Dynamic Select controller of the AMG GT C with five driving modes. Besides the usual Comfort, Sport, and Sport Plus (and the Individual mode you can program to your liking), the AMG GT S Roadster also comes with RACE mode so you can teach wannabe street racers a thing or two on what racing really means.
Otherwise, the all-wheel steering of the AMG GT C is NOT standard on the 2019 AMG GT S Roadster. Frankly, this is a bit of a letdown. But we guess Mercedes-AMG will offer this feature as an option later on. We certainly hope so.
Pricing & Availability
The Mercedes-AMG GT S Roadster will be available in the United States near the end of the year with pricing information due closer to that time.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine. 
2019 Mercedes AMG GT S Roadster Gallery








Photos & Source: MBUSA.



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BMW M5 Marries M xDrive

BMW M5 Marries M xDrive

I greeted this news with a smirk at first, and then, after half a second of thoughtful reflection, decided that adding all-wheel drive, or as BMW calls it, xDrive, to the Bavarians mighty M5 is probably a good move. BMW can lose all notions of restraint from time to time, especially when it comes to the M5. They have been known to put all sorts of crazy drivetrains into the M5, and sell them to anyone whose considerably large check didn’t bounce.
So maybe maximizing power delivery and traction isn’t that bad of an idea?
Motor Madness
The M5 has, from the get go, been about what’s under the hood first, last, and always. Yes, they have always handled very well, considering their size and shape and especially weight. And yes, they have always had exemplary brakes, since Germans have a fetish for those. But, the M5 engine on the other hand, has always been the car’s feature party trick. The first M5 had the same plant from BMW’s M1 supercar. That would be like Ford taking the engine out of the current GT and dropping it unaltered into the engine bay of a Crown Victoria. (Actually, that sounds like a pretty good idea, but I digress.)
And that was where the M5 started from, and it got only more nuts from there. BMW put a V10 in the M5 for a few years, and it had the maintenance needs of the space shuttle’s APU. Great car, sure, but when the factory says, “remove engine and ship it back to us in Germany,” as a matter of routine maintenance, perhaps you’ve wrapped things a bit too tight.
The latest M5 is motivated down der Bahn by BMW’s 4.4-liter V8 engine with a TwinPower Turbo set up. The plant features higher injection pressures, new turbochargers, more powerful lubrication and cooling systems, and a modified, lighter exhaust system. This is, in a way, throwing technology at a problem, rather than some of the brute force answers of the past, but hey, if it works, it works.
What is noticeable about this latest M5 variant is the all-wheel drive system. BMW’s xDrive has been tweaked and proven on their range of SUVs, and also on lower siblings in the corporate stable (3 Series and such), but now the Bavarians are asking it to take a big bite of the performance apple.
The sixth generation BMW M5 with M xDrive will launch this year. The M5 first appeared in 1984. Photo: BMW of North America, LLC.
Selection & Strength
Like a lot of modern cars, especially performance oriented modern cars, the latest M5 has a number of driver selectable traction and performance schemes to choose from. For example, the M5 has five different configurations based on combinations of the Dynamic Stability Control (DSC) and M xDrive modes. The driver can select from DSC on, M Dynamic Mode (MDM), and DSC off, which are DCS modes – then 4WD, 4WD Sport, and 2WD, which are M xDrive modes. The hardware bits and pieces of the M xDrive are based on those of the BMW xDrive all-wheel drive system and the Active M Differential. M-specific driving dynamics control software then ensures, ahem, “innovative deployment.”
The whole drivetrain has been reinforced for greater strength and rigidity to accommodate the higher torque and rear-biased configuration, along with the 2WD option. The transfer case splits the engine’s drive between the front and rear ends in an adjustable ratio; the Active M Differential takes care of splitting the grunt between the rear wheels. This is all factored in by a bunch of ones and zeros and computers so the rear diff can vary from zero and 100 percent lock, as the situation demands.
An eight-speed M Steptronic transmission with Drivelogic features short shift times and precise ratio spacing. The transmission combines with M xDrive and the turbocharged V8 engine for an optimum balance of fuel economy and sportiness. Photo: BMW of North America, LLC.


Custom Configurations
But here’s where things get really fun. BMW refers to the selectable power delivery and traction schemes as “à la carte handling dynamics” and that’s a very good way of looking at it. Every time you start your BMW M5 it defaults to 4WD mode with DSC on. Which is fine and dandy from a gearhead perspective, because even in this basic mode, you get a certain amount of slip at the rear wheels to generate agility. Coupled with the M xDrive, you get palpable advantages accelerating out of corners.
And yes, there’s even more (and cooler) variations to be had within the AWD system, but the real fun comes up when you turn the system off. Unlike Audi’s sublime quattro set up or Mercedes-Benz with their 4Matic, the M5’s can be turned off. With the DSC deactivated, there is a choice of three modes: 4WD, 4WD Sport, and 2WD, but it’s the 2WD setup we’re talking about here, cause it’s bound to be the most fun.
As the name implies, in 2WD mode, all the power is sent to the rear wheels. This results in, as BMW puts it, “the experience of driving a high-performance sedan with rear-wheel drive only, delivering a pure form of driving enjoyment that captivates in its own unique way.”
You know, the way any near-death experience in low traction situations is “captivating.”
A short press of the DSC button on the center console activates M Dynamic Mode (MDM) and a long press turns DSC (Dynamic Stability Control) off. When DSC is off, the M xDrive settings menu appears in the Control Display at the same time. It is now possible to select 4WD, 4WD Sport, or 2WD mode using either the iDrive Controller or the touchscreen function. Photo: BMW of North America, LLC.
Best of Both Worlds
Keeping the beast going in the desired direction is all down to your right foot, both hands, and that Active M Differential (and a few more digital nannies thrown in, but why ruin a good analogy). So BMW’s new M5 with M xDrive is literally a “have your cake and eat it too” situation. You need all the traction you can get cause that rain from the morning commute has now turned to snow on the evening drive home? BMW’s got you covered. Nobody around on that winding back road on an early Sunday morning? BMW’s got you covered there too.
BMW even asked DTM driver, Timo Glock to offer up an opinion.
“I often drive long distances and I need plenty of room for my family, but I wouldn’t wish to give up the chance to explore the car’s sporting character,” he said. “With M xDrive, not only can the new BMW M5 be steered with the usual precision and agility, it also offers me something I really appreciate, living in Switzerland: a noticeable boost to traction and controllability – even when driving in particular environmental conditions, such as wet weather and snow, and in both everyday driving situations and when pushing the car to its performance limits.”
BMW says the combination of agile handling, terrific feel, and exceptional control are directly related to the Active M Differential. Photo: BMW of North America, LLC.

Limits Pushed
Now, re-read that quote and keep in mind that Timo is, well, Timo’s a little der spinnt. He used to race in F1, where he picked up the nickname of “Mr. Nine Millimeter,” given both his last name and apparent affinity for rap music. But he had a tendency to wreck cars, so he got fired. So then BMW picked him up and let him loose in the DTM series, where that sort of thing isn’t exactly discouraged. Anyway, it puts that “when pushing the car to its performance limits,” quote into a bit greater context.
Or, to put it another way, if Timo can use this thing without killing his entire family, it must be great!
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.
Photo: BMW of North America, LLC.
Photos & Source: BMW of North America, LLC.



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Ford Invests $350 Million For Powertrain Technology, Job Creation

Ford Invests $350 Million For Powertrain Technology, Job Creation

Ford Motor Company is investing $350 million in the Livonia Transmission Plant. The move will help Ford expand their lineup of fuel-efficient powertrains while fortifying core automotive business, according to a press release from the automaker. In addition, Ford will create or retain 800 hourly jobs to support new transmission production.
“We remain committed to American manufacturing and investing in our people and facilities,” said Joe Hinrichs, Ford President, The Americas.
Continued Commitment
Ford has invested $12 billion in its U.S. plants, creating nearly 28,000 American jobs in the last five years. Closer to home, Ford has, in the last four months, announced more than $2.25 billion in new investments for their Michigan operations. At the Livonia Transmission Plant, where Ford’s latest investment is focused, jobs will be added later this year, with the majority coming in 2019. Last year, the plant received $1.5 billion to support the new 10-speed transmission found in the 2017 F-150 Raptor and other F-150 models. As a result, 500 hourly jobs were created or retained.
“Even as the industry’s largest employer of hourly workers in the United States and biggest producer of American-made vehicles, we believe it is important to continue investing right here in our home market,” Hinrichs said.
Photo: Ford Motor Company.
Forging Bonds
According to Ford, the investments are supported by strong partnerships with the UAW, and federal, state, county, and local governments. Jimmy Settles, UAW Vice President, underscored the importance of such relationships and the impact on American manufacturing.
“Today’s investment at the Livonia Transmission Plant is further evidence of the benefits of collective bargaining and the ongoing commitment of UAW-Ford to lead the way in creating and maintaining automotive manufacturing jobs in America,” he said.
Currently, the Livonia Transmission plant employs about 1,800 people. The workers are responsible for building the six-speed and 10-speed transmissions used in everything from the Mustang and F-150, to Transit and Expedition.
“The addition of these 800 jobs will add job security for the plant’s hardworking men and women, and support for the surrounding community,” Settles added.
Photo: Ford Motor Company.
Innovation & Excellence
The Livonia investment supports Ford’s continued goal of powertrain innovation. Production of a forthcoming transmission for front-wheel drive vehicles is expected to deliver more performance and better fuel economy for customers. According to Ford, the transmission will be finely tuned for both enjoyable driving and measurable efficiency. Most applications will use a common microprocessor with more than 4 million lines of code controlling both the engine and transmission.
Weight reduction and the EcoBoost engine family are at the top of Ford’s list when it comes to overall innovation. So far, it has paid off. The F-150’s EcoBoost V6 lineup, with the military-grade aluminum body, now accounts for more than 75 percent of F-150 sales.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
Photos & Source: Ford Motor Company.



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