Automotive

Aventador S Roadster: The New, Top Chop Lambo

Aventador S Roadster: The New, Top Chop Lambo

The new Lamborghini Aventador S Roadster is here, but it is not really a roadster, nor is it a convertible. It’s really a targa version of the Aventador, but I’m not going to quibble about that and start getting all pedantic about correct automotive terminology. With a car like the Aventador S Roadster, who cares about stuff like that? The Aventador S Roadster, shoot any Lamborghini really, is the automotive equivalent of a freshman eight-and-a-half beers into his first fraternity kegger; the results are going to be spectacular if not necessarily positive.
Strong Like Bull
The Aventador S Roadster is, 99% of the time, just like a “normal” Aventador S. The only real difference is the removable roof panel that will allow the wind to mess your hair up like you’re standing outside in a hurricane. This, for some people, actually sounds like a good thing and, on most days, I am one of them.
The Aventador S Roadster is, like the fighting bull it is named after, big, powerful, and nothing to be trifled with. Sure, sure, it has all those modern high tech niceties like traction control and four wheel steering and stuff like that, but you know – just know – that some rich kid with more money than sense or skill is going to uncork an Aventador S Roadster (probably within weeks of buying it) and wrap it around a tree.
How can I say this? How can I say all those computers upon computers and the even more computers along for the ride will not work? Simple answer: Physics. Let’s look at the numbers, shall we?
Improved vertical control comes from an updated pushrod suspension, new rear springs, and the Lamborghini Magneto-rheological Suspension (LMS) with revised kinematics for the new four-wheel steering. A real-time variable damping system optimizes wheel and body control. Photo: Automobili Lamborghini.
Numerical Factors
The Aventador S Roadster is a big girl. She’s just under 189 inches long overall, just under 80 inches wide, and tips the scales at 3,582 pounds dry weight with a 43 to 57 percent weight distribution. Add in a full 85 liters of fuel, 13 liters of oil, and your butt in the driver’s seat, and even those massive contact patches provided by the vast Pirelli meats (255/30/ZR20s up front and 355/25/ZR21 out the back) will, eventually, be overwhelmed by the laws of physics. Or, as Enzo Ferrari once said to a displeased customer who had just totaled his prancing horse, “being a Ferrari owner does not make you a Ferrari driver.”
That same ethos applies to the glorified tractors that bear Ferruccio’s name and are made at the behest of corporate overlords Audi, especially when you look at the other numbers, the real numbers, the numbers that count for the Aventador S Roadster.
Photo: Automobili Lamborghini.
Power & Performance
To wit: The engine. It’s a 6.5-liter lump of alloy and whirling parts that puts out 740 horsepower and 509 lb-ft. of torque. All that power that eventually hits the strada via the Pirellis runs through a Haldex gen IV electronically controlled 4WD system, and a 7-speed double dry plate gearbox with variable “shifting characteristics.” The drive modes are, get this, listed as STRADA, SPORT, CORSA, and the new EGO mode. Lambo says these modes influence “every aspect of the car’s behavior through management of traction, steering, and suspension.” The EGO mode (hey, at least they’re up front with their name!) permits the driver to set up their preferred criteria in each mode to suit their driving style. If you ask me, there should also be a mode that turns off all of the governors. Lambo could call it SUICIDIO mode. But they never listen to me, so this probably will never happen.
All this adds up to a beautifully flashy way to shuffle off this mortal coil. Top speed, for example, is listed at 217 mph. Lambo always mentions top speed first, because that is traditionally what is closest to their hearts. From a dead stop you’ll hit 62 mph in 3 seconds flat. In another 6 seconds, 9 seconds total, you’ll be seeing 124 mph. In 25 seconds from a dead stop, you’ll hit 186 mph. Braking is, thankfully just as prodigious. You can haul the Aventador S Roadster down to a complete stop from 62 mph in only 102 feet.
The TFT digital dashboard can be customized to the driver’s preferences and Apple CarPlay is standard. Photo: Automobili Lamborghini.
Open-Air Enjoyment
The Aventador S Roadster is all about that targa top though. The removable hardtop roof panels weigh less than six kg (about 13 pounds) and are convexly molded to ensure maximum cabin space for the occupants. It has that old Zagato double bubble feel to it. The hardtop roof panels are finished in matte black and are made of carbon fiber, naturally. There are options such as high gloss black, shiny visible carbon fiber, plus more color options using Lambo’s Ad Personam customization program. And I must sayt I love how they named the program in Latin.
The roof panels pop off quickly and are stored in the front trunk. There’s also a rear window that is electrically operated if you want more wind and more opera from that V12 plant sitting at your shoulder. That rear window can be closed while the roof panel is off to minimize cabin noise and airflow, but why would you want to do that?
The Lamborghini Aventador S Roadster gives you all this for a paltry $460,247.00. The first customers will take delivery in February; in the meantime, it will be displayed next week at the International Automobile Exhibition in Frankfurt, Germany.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Automobili Lamborghini.

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Bentley Continental GT: It’s Not A Sports Car, But It’s Still Fast

Bentley Continental GT: It’s Not A Sports Car, But It’s Still Fast

This is the all-new Bentley Continental GT. It is many things, but one thing it is definitely not, is a sports car. Yes, it is very fast. Yes, it can cover huge amounts of ground at high speed. Yes, it has NASA levels of technology packed within. But, this thing weighs more than a Sherman tank. No, Bentley doesn’t give weight figures, but I’m willing to bet this Bentley, like all Bentleys before it, tips the scales at least double what a real sports car should.
Red Carpet Treatment
No, the Bentley Continental GT will not be seen at an Autocross meet any time soon, although it might be entertaining if it were to. The Bentley Continental GT is not about stripped down, high performance at all costs. No, the Continental GT is all about getting you from, say, Madison Avenue out to your place in Montauk, and doing so quickly and quietly, while drowning you in wood and leather and luxury and high tech connectivity and more wood and leather.
Wait, what am I saying? How nouveau riche. Madison Avenue to Montauk, how gauche of me. More like from your place in Kensington up to Highclere.
Power & Performance
Yes, the Bentley Continental GT is fat and overstuffed with riches and tech, turning it into a rolling gentlemen’s club. But, somehow, it is also capable of getting up and moving fast. This third generation of the Continental GT, which the Anglo-German company refers to as the “definitive luxury Grand Tourer,” is motivated down The Strand thanks to an enhanced version of the company’s 6.0-liter W12 TSI twin-turbocharged engine. It delivers 626 horsepower and 664 lb-ft. of Sarsen pulling torque, good enough to make this hefty ride hit 60 mph in 3.6 seconds with a top speed of 207 mph. That W12 plant is mated to a dual-clutch, eight-speed transmission. This is the first application of that gearbox in a Bentley, and it makes for faster, more efficient gear changes.
Designed, developed, and handbuilt in Crewe, the W12 TSI engine is one of the most advanced in Bentley’s history. The unique “W” configuration means the engine is 24 percent shorter than a traditional V12. This helps weight distribution and increases cabin space. Bentley utilizes precise engine management technology that makes 300 million software calculations per second. Photo: Bentley Motors.
Chassis Implementation
The new Continental GT has, of course, gotten a new skin to cruise around in. And although it is modern and attractive (from some angles), it is, sadly I think, rather copycat and lacking in understatement (something 99 percent of Bentley owners value highly). The Conti GT oozes along on a new, technically innovative, adaptive chassis that uses Bentley’s 48-volt Dynamic Ride System. This new system controls ride comfort and lateral roll, “cushioning passengers from excessive movement as well as making the car feel effortlessly precise,” cause, you know, your butt’s worth a couple billion dollars, so you better give it more cushion.
The exterior was created using what Bentley calls a revolutionary technology, resulting in a lightweight, yet stiff, body structure. The engine is positioned further back in the chassis to improve weight distribution, of course, and results in “driver-focused, dynamic performance.”
Steering feel and suspension design was a focal point for Bentley. The Electric Power-Assisted Steering, with a variable rack ratio, improves feedback and isolates unwanted road disturbances for better overall handling. The air suspension uses three-chamber air springs which gives the Continental GT 60 percent more air volume in the softest setting than the previous model. Photo: Bentley Motors.

Interior Finishes
The new Bentley Continental GT is a four seater. No plebian bench seat in the back. Oh no. None of that for the Bentley buyer, thank you very much. And the new Conti has improved luggage capacity for, get this, “genuine real-world usability.” Gee, I wonder how many cinder blocks I could haul back from the hardware store in the thing? I’ll ask for a loaner from Bentley and let you know how that “genuine real-world usability” works out.
The interior, which Bentley redundantly calls a “luxurious cabin,” is saturated in features and details that quietly scream: “look at how much money you just spent!” There’s a new “diamond in diamond” leather design which one-ups that now-old diamond stitch pattern that Bentley popularized a short while back. Your choice of off the rack interior colors come from the “extensive portfolio of 15 colors across hides and carpets.” Seriously, the whole 4,000 word Bentley press release uses terms like that continually. The more I read, the more I find myself starting to agree with Cecil Rhodes and what should have been done with The Cape Colony.
The Bentley Continental GT offers a Bang & Olufsen 1,500 watt, 16-speaker system with illuminated speaker grilles. It benefits from the first automotive application of the BeoSonic system – a new way for tone setting with a one-touch user interface. Photo: Bentley Motors.
Laundry Lists
But, as Olde English as the new Continental GT is, it also has lots of that high tech stuff nestled within. There is an advanced, fully digital, driver-focused instrument panel and this thing they call the “Bentley Rotating Display.” The Bentley Rotating Display features a 12.3-inch touchscreen stored in a three-sided unit and, as the name implies, revolves the veneer to reveal the touchscreen and analogue dials.
Bentley goes on, at Silmarillion-like length about every last detail of the new Continental GT, but most of it is, again, very Silmarillion-like, and rather uninteresting; how they choose the carpets, the hand-finished twisted polished wheel finish, luxurious haptic finishes, Mulliner Bespoke buttock massagers, cut-crystal effect taillights, and more . . . so much, much more. Okay, one of those is a joke, but I’ll let you figure out which one, but reading through it becomes hard to tell whether Bentley is being serious or having a laugh with this stuff.
The Bentley Continental GT will make its global debut at the IAA Frankfurt Motor Show starting on September 14th. No word on when it will reach showrooms or what it will cost. Probably those answers are “pretty soon” and “comparable to a yacht.”
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Bentley Motors.

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2018 Nissan Leaf Makes North American Debut

2018 Nissan Leaf Makes North American Debut

The 2018 Nissan Leaf was unveiled at a media event in Las Vegas yesterday (September 6th) at the Thomas & Mack Center. The Las Vegas appearance followed the vehicle’s global launch earlier in Tokyo, Japan. The 2018 Leaf underscores Nissan’s commitment to clean and efficient transportation.
“When we launched Leaf in 2010, it instantly became the most affordable, mass market EV in the world,” said José Muñoz, Chief Performance Officer, Nissan Motor Co., Ltd. during the Las Vegas event. “We are not walking away from that proposition.”
Technology & Performance
The 2018 Nissan Leaf has an estimated 150 miles of range with the automaker’s latest segment innovations, including a more aerodynamic exterior, advanced driver assistance systems like ProPILOT Assist, and an e-Pedal feature for more efficient driving. In 2019, a high powered variant is expected with increased motor and battery capacity. Nissan is aiming for segment leadership by focusing on extensive testing and consumer interactions.
“This new Leaf is not just the latest symbol of Nissan’s global leadership in the EV segment,” Muñoz remarked. “It is the culmination of everything we’ve learned from more than two billion miles of real life, on-road driving and from the feedback of hundreds of thousands of owners around the world, particularly Leaf customers here in the U.S.”
Photo: Nissan Motor Co., Ltd.
Pricing & Availability
The 2018 Nissan Leaf will arrive at dealerships early next year with a starting MSRP under $30,000. That’s less than the current Leaf despite the 2018 variant offering more technology, range, and power. To date, Nissan has sold over 112,000 Leaf EVs in the United States and more than 283,000 globally, making it the world’s best-selling electric vehicle.
“We believe the new Leaf will be another game changer for Nissan in the U.S., just as the redesigned Rogue has been in the last year and a half, hitting the ‘sweet spot’ in the growing EV segment,” Muñoz added. “It takes everything we’ve learned from our loyal first-generation Leaf owners to the next level.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo: Nissan Motor Co., Ltd.
Photos & Source: Nissan Motor Co., Ltd.

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The 2019 TVR Griffith marks the return of the famed British sports car maker

The 2019 TVR Griffith marks the return of the famed British sports car maker TVR finally reveals its latest sports car after changing ownership in 2013, marking the official return of the automaker.

What’s going on?
After years of anticipation and much teasing in between, TVR finally revealed its all-new 2019 Griffith sports coupe.
Back in 2013, British entrepreneur, Les Edgar, purchased the company from a Russian businessman, who sadly let TVR wither away almost into nothing. But Edgar wasn’t going to let that happen, calling for the return of TVR to make sports cars once again. Thanks to his visions and his vows to reintroduce the “supercars for the common man,” we’re given the all-new Griffith.
Cool! TVR is back! But it looks a little mundane for a TVR

Yes they are, with a completely new car. And I’d 100% agree with you if that’s what ran through your head initially. The last TVRs ever made weren’t anywhere what’d you’d call traditional in almost every sense. Both from an aesthetic design and functional perspective, TVRs were the epitome of modern automotive quirkiness. But that’s also what made them so unique, special, and lovable.
So although the 2019 TVR Griffith seems a bit watered down, we’re still hugely excited for the company’s return. Its designed was penned by the one and only Gordon Murray, featuring his innovative iStream architecture. So not only does the funky sheetmetal look good, it’s made of lightweight materials and bolstered by carbon composite structuring.
What powers it?
Through the various teasers over the past four years, TVR confirmed power comes from a Ford-sourced Coyote V8, the same you find in a Mustang GT. It’s then sent to renowned tuning firm, Cosworth, who fiddles with the Ford V8 and fits it with a dry-sump lubrication system.
TVR did not confirm any official power numbers yet, but they claim the Griffith and its 5.0L Cosworth-tuned Ford V8 achieves a power-to-weight ratio of 400bhp per tonne. TVR says the Griffith weighs less than 1250 kg, or 2,755 lbs, or 1.25 tonnes. Multiplying that 400bhp per the Griffith’s 1.25 tonnes weight, and the math works out to be around 500 break horsepower from the V8.
It’s channeled only to the rear wheels with a six-speed Tremec manual, rated to handle up to 700 pound-feet of torque at engines speeds of up to 7500 RPM.
The resulting performance numbers are a speed of over 200 miles per hour and a 0-60 time of less than four seconds, according to the manufacturer’s claims.
And the handling…
TVR promises the Griffith delivers a balanced handling experience with 50/50 weight distribution and a light body.
Helping to slow things down are six-piston brake calipers up front and four-piston at the rear. The power steering system is electrically assisted and suspending the car at both ends are standard double-wishbone arrangements.
When will it go on sale?
TVR claims production is scheduled to commence in late 2018. A Launch Edition marks the first 500 cars produced, featuring custom color choices, special Launch Edition color options, and a special wheel package only available on the Launch Edition.
Pricing for the launch edition begins at £90,000 or around $119,000 USD.
– By: Chris Chin
2019 TVR Griffith Specifications
TECHNICAL SPECIFICATIONS
Body: Two-seat coupe, with carbon chassis, and composite body with a number of aluminium panels.
Chassis: iStream® design steel and aluminium frame with bonded carbon composite sections
Suspension
Front: Double wishbones with adjustable gas filled coil-over dampers with concentric springs
Rear: Double wishbones with adjustable gas filled coil-over dampers with concentric springs

Steering: Electric Power Assisted Steering (EPAS)
Brakes
Front: Six-piston aluminium brake calipers and 2-piece ventilated floating brake discs with 370mm diameter and 32mm thickness
Rear: Four-piston aluminium brake calipers and 2-piece ventilated floating brake discs with 350mm diameter and 32mm thickness

Wheels and tyres
Front: 235/35 ZR19, on 8.5in wide rims
Rear: 275/30 ZR20, on 9.5in wide rims

Weight
Unladen weight:
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The all-new 2019 Nissan LEAF falls into place with a new design

The all-new 2019 Nissan LEAF falls into place with a new design Nissan just revealed the second-generation of its iconic LEAF electric vehicle so you can hug trees as you drive by.
What’s going on?
Following many teasers and spy shots, Nissan finally revealed the next-generation LEAF for the world to see in Las Vegas.
Carrying the EV torch for the Japanese automaker for a new model, the 2018 LEAF promises many improvements over the previous model. This includes better battery performance and more tech.
Looking somewhat like a sleeker Chevrolet Bolt, the second-gen LEAF follows Nissan’s new design philosophy. Within that new design, which takes on the appearance of a more traditional hatchback, Nissan boasts roominess and lots of new advanced telematics systems.
“When we launched LEAF in 2010, it instantly became the most affordable, mass market EV in the world. We are not walking away from that proposition,” said Jose Muñoz, Nissan North America, Inc. Chief Performance Officer. “The value equation for the new LEAF is even stronger than ever before – beginning with a starting MSRP1 under $30,000. That’s a lower price than the LEAF in market today and it includes more power, range and technology, all wrapped in a beautiful new exterior and interior design.”

What’s new?
The 2018 Nissan LEAF is said to offer a 150-mile total driving range. That’s 43 miles more than the outgoing mode’s 107-mile range. This is accomplished thanks to a new innovative “e-Pedal.” At the flick of a switch, drivers can turn the accelerator into a unified stop and go pedal. It’s the first of its kind, allowing the driver to decelerate and even bring the car to a complete halt, even on hills. It’s believed to improve performance efficiency while in traffic as well.
Advancing in tech is Nissan’s new ProPILOT Assist, which includes a range of semi-autonomous functions, along with lots of passive and active safety gear.
And all this tech can be had for less than $30,000 in all 50 states.
Full details aren’t yet available. Such information is expected to surface in the near future.
The 2018 Nissan LEAF is scheduled to launch in early 2018.
– By: Chris Chin
2018 Nissan LEAF Photo Gallery

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Three Key Consumer Considerations With New Auto Technology

Three Key Consumer Considerations With New Auto Technology

Our taste for new innovations have compressed the adoption cycle and introduced fresh technology into a variety of industries, including automotive. By 2020, 10 million self-driving cars will be on the road. Think about it – that’s just three years away. So soon, in fact, that it has snuck up on many of us.
So, what else can we expect? Here are three things to keep an eye on.
More Integrated Tech
From in-car emergency services to fully-autonomous vehicles, there’s no mistaking the fact that we’re seeing technology’s increasing influence in the design, performance, and functionality of today’s vehicles. These heavily-integrated systems work together to enhance the overall driving experience. Normally, they work seamlessly, but if one system fails, another is likely affected. These kinds of issues can be overwhelming, but an awareness of integrated technology systems can keep fear to a minimum when the dashboard warning lights start flashing.
Difficulty & Repair Costs
Because of the complicated, interdependent nature of this new technology, auto technicians are now expected to be electricians and IT troubleshooters as well as mechanics. Those routine repairs previously handled at home by a “do-it-yourselfer” are now turning into fixes that can only be performed in the shop with additional diagnostic assistance. This level of complexity can increase parts pricing, service time, and total, out-of-pocket repair cost. Some of these potential new expenses can be mitigated with the help of a service contract provider. Be advised, though: not all service contract providers cover issues associated with new, advanced technology. Read the fine print to ensure your bases are covered.

Personal Data Sharing
More integrated technology also means a bigger push to link more data to your vehicle. Personal information – such as your home address, age, and driving patterns – can all be used to enhance the in-vehicle experience, as well as the overall driving experience. Automakers are using this data to improve vehicle features, make cars last longer, create custom apps, and so much more. And with the Internet of Things causing the convergence of nearly everything a consumer touches, the auto industry won’t be left behind.
It’s sometimes said “you are what you drive.” With all the technology, functionality, integration, and personalization available in vehicles today, this adage is not only truer than ever, but it also takes on a whole new meaning. New technology is changing the way we drive, and impacting the way we experience vehicle ownership more than ever. By keeping these three things in mind, consumers can prepare for the shifts they’re seeing in the auto industry, and be ready to embrace change as quickly as it comes.
Scott McLaren is the Chief Marketing Officer of Fortegra with a background in business and communications. He once flew the Saturn VUE Lightship and awarded a Saturn Sky to Travis Pastrana for the first double back flip in the history of the X Games.

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Letter From The UK: A Day With The Porsche GT3 RS

Letter From The UK: A Day With The Porsche GT3 RS Happiness is a state of mind. It can take many forms. It may be a first love, the thrill of a winter storm, a sunny beach at dawn or just waking up in the morning and finding you are still alive. A while back, this writer found yet another way to feel truly happy thanks to the Lizard Green car you see in the images; a vehicle that can take driving to new, dizzying heights and thrust the them into another dimension of time and space: the Porsche GT3 RS.
That’s why this writer is happy.
Happy because he recently spent a day behind the narrow leather steering wheel (with a Lizard Green colour-matched “top-dead-centre” marker, natch) of the Porsche GT3 RS. He would have been even happier had his beloved wife chosen to come along for the ride. Sadly, she declined, saying, “I’m not getting into that green thing with you driving.”
Sometimes, love can hurt a man.
Thus the loving caresses were saved for the GT3 and the ride paid me back in many ways. This car is superb and made extra special by the Porsche as featured being a one-off example; a Porsche employee was allowed to specify it to his precise instructions. Ultimately it is bound for Porsche’s heritage fleet. Happiness, then, is a 4.0-liter, naturally aspirated flat six, grumbling and barking and screaming behind you delivering plentiful, precise power delivery and an evocative soundtrack via an increased rev range.
Geoff Maxted’s Porsche GT3 RS outside the Porsche offices in Berkshire, England. Photo: DriveWrite Automotive.
No Ordinary Car
The Porsche 911 does not change over the years, it evolves. Just when you think it can’t get any better, it does. Somehow the Porsche team always seem to find that little extra something.
One of the few 911’s without turbocharging these days, the GT3 RS still lays down an explosive 513 bhp, whisking you from zero to 62 mph in just 3.2 seconds. That’s from a standing start of course; it’s the in-gear acceleration that really counts and it is majestic. From 50 mph to 75 takes just 1.8 seconds, flicking quickly through the sport-tuned, seven-speed PDK short-ratio gearbox. It happens faster than you can say it. It is necessary to remember that this car is, essentially, a racing car that just happens to be road-legal.
Remember the days of the wayward rear end of a 911? Oversteer at best and heading for a disaster in the trees at worst? Not anymore; at least not with this car. The Porsche GT3 RS utilises rear-wheel steering, specially re-calibrated for the job. It works extraordinarily well. Adaptive engine mounts, an electronically controlled locking differential with torque vectoring, and more aerodynamic trickery that you can imagine all work together in conjunction with the massive tyres to provide unimaginable grip.
In the dry, anyway.
Devil In The Details
The steering is enormously precise. You simply cannot miss your apex. Front end traction going into corners makes the car feel totally flat and stable; there’s nothing twitchy going on. On the way out the shove from the rear is immense, yet the car is so well setup it does not induce fear and apprehension.
Always, the GT3 is whispering in your ear like a little devil: “Go on. You can do this.”
Fortunately, although at extra cost (This is Porsche remember. Everything you want is an optional extra.), you can choose huge Porsche Ceramic Composite brakes. Since the car as tested costs around $180,000 the supplement won’t really cause a ripple in your bank balance and, seriously, you really do want these brakes. The modulation is superb; no grabbing or snatching or fading even under heavy pressure. This car can stop as quickly as it gets to a top speed of 193 mph.
Oh, and crucially there’s a button that turns the volume of the titanium twin sport exhaust up to VERY LOUD.
Photo: DriveWrite Automotive.
Inside The Cockpit
One of the most surprising aspects of this ultimate sports car is the ride. The Porsche GT3 RS is quite amiable when pottering about. Sure, it’s firm and the occupants can feel the bigger blemishes of the road surface, but on a smooth road all is serene. Everything is kept in order by an adjustable chassis and Porsche’s Active Suspension Management, the variable dampers being sport-tuned.
The fixed-back carbon-fibre seats, and the steering wheel, have ample adjustment although there are no rear seats in this version, the better to accommodate the scaffold-like roll bar, because, well, you just never know. There is an adequate storage pit for weekend luggage under the front hood as usual. If you can live with the noise long-term then this is a motor you could use every day.
The Bearable Lightness of Driving
Rather than supplementing with forced induction, Porsche have chosen to follow the mantra of the late, great Colin Chapman of Lotus fame who said, “First, add lightness.” It still holds true today. The bonnet, front wings, and engine compartment lid are all manufactured in carbon fiber. There are no interior door handles, just straps: that’s a few grams shaved off right there.
The weight saving continues throughout the vehicle but not at the expense of comfort and the model shown had all the technological modern conveniences you would expect in any one of those run-of-the-mill, ordinary prestige cars.
Photo: DriveWrite Automotive.
The Happiness
It is no exaggeration to say this was the best drive I have ever had. It is truly impressive how Porsche’s designers and engineers have fettled every aspect of the car, every component working in harmony with all others. It’s a symphony on wheels played by Iron Maiden. It’s a fairground ride fashioned by gods. It is, in truth, automotive Nirvana.
This is not the sort of car this writer usually drives; expensive cars, yes, fast cars certainly, but never something that could be taken to a track as is and immediately break records. The drive was sublime.
I never once felt out of my depth and the throttle responds gently to the lightest of pressure which means none of those sudden, panicky “hurtling forward” experiences.
The Awesomeness
After spending some time getting used to the car and how it responded to inputs, the opportunity finally occurred to properly put the boot in. Warp speed: See traffic disappear in the rearview mirror; see hedgerows blur and the road rush toward you. Catch brief glimpses of pale faces as you flash past other cars, suddenly speeding way above the national limit, accidentally and briefly, obviously.
It was an experience that will live on in my motoring memory.
Being a reserved and distinguished Englishman who wears a Panama hat I am not given to exclaimed, excited verbal outbursts or automotive hyperbole, so deploying the word “awesome” is not usually in my lexicon, but as the Porsche GT3 RS is the finest driver’s car ever made, I will make an exception.
Awesome!
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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2019 Acura MDX Sport Hybrid: A Mini Starfleet Shuttle

2019 Acura MDX Sport Hybrid: A Mini Starfleet Shuttle The 2019 Acura MDX Sport Hybrid is sitting in showrooms as you read this, and although the term “sport” rankles, the addition of 31 ponies in the horsepower column and a nearly 37 percent higher city fuel economy rating does make it worth considering. Of course it’s loaded with enough tech and safety features to feel like a Starfleet shuttle and, unfortunately, has a price to match.
Well, okay, it starts at $53,795, which isn’t that bad, so it’s only an unfortunate price if you have a tendency to covet sports cars in that price range (like me).
Performance Layout
The hybrid drivetrain in the new MDX is a variation of the hybrid drive system found in the latest NSX, which is a good idea. The foundation is a 3.0-liter, i-VTEC V6 engine coupled to a three-motor Sport Hybrid Super Handling-All Wheel Drive system. Super Handling-All Wheel Drive is Acura’s (nee Honda’s) trademark for their four wheel drive layout, and although it’s gruesomely cloying, we’re going to have to get used to it.
Photo: Honda North America.
How It Works
The MDX’s electric SH-AWD system operates independently of the gasoline engine. There are two rear-mounted electric motors that direct torque to the rear wheels. When you’re cornering, the system delivers positive torque to the outside rear wheel, to aid with turn-in and grip. Acura’s system simultaneously applies regenerative braking to the inside rear wheel to further enhance this.
The entire system output of the drivetrain adds up to 321 peak horsepower and 289 lb-ft. of torque, impressive, and, even more impressively, it adds up to a combined fuel economy rating of 27 mpg. I say that’s impressive because this SUV has to be on the porky side (Acura gives no weight figures).
The seven-speed dual-clutch transmission is standard and is closely related to the NSX’s nine-speed DCT. The MDX’s 7DCT can operate automatically or manually via steering wheel-mounted paddle shifters.
Photo: Honda North America.
Safety & Security
Naturally, since this is every inch the modern Japanese SUV, the 2019 MDX includes the AcuraWatch suite of advanced safety technologies: Collision Mitigation Braking System with Forward Collision Warning, Lane Keeping Assist, Adaptive Cruise Control with Low-Speed Follow, and Road Departure Mitigation with Lane Departure Warning.
There’s also Vehicle Stability Assist with traction control, Blind Spot Information, and a Rear Cross Traffic Monitor.
And if all that is still not enough to keep you out of trouble, Acura’s Advanced Compatibility Engineering body structure should keep you safer than houses in the event of a big thump.
Photo: Honda North America.
Extra Stuff
Besides all the safety and hybrid frosting on this Acura’s cake, there’s some nips and tucks, bits and bobs to make the new MDX Sport Hybrid stand out from its past brethren. There is high-contrast seat and door panel stitching, which seems to be a growing fashion trend these days. There is a new interior wood treatment and both the driver and front passenger seats get four-way power lumbar control.
New exterior colors are also available.
Pricing
Like I said, the 2019 Acura MDX Sport Hybrid starts at $53,795. That’s for the “base” model, dubbed the Technology Package. The top of the line MDX Sport Hybrid is called the Advance Package, and that one starts at $60,545. No, nether of those prices is exactly bargain basement, but you do get a lot of stuff – tech, drivetrain and safety – for your cash.
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 Acura MDX Sport Hybrid Gallery

Photos & Source: Honda North America.

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2018 Lexus ES 300h Review

2018 Lexus ES 300h Review There are some cars that are ideal for those business trips and meetings, and the 2018 Lexus ES 300h is one of the best. The Lexus ES falls into the luxury class and it offers the amenities both owner and client will appreciate. Over the weekend, we test drove the 2018 Lexus ES 300h sedan, which came equipped with a plethora of options to make life a whole lot more comfortable.
What’s New For 2018
The Lexus ES 300h receives no major changes for 2018, although some tweaks are expected for 2019.
Features & Options
The 2018 Lexus ES 300h comes standard with 17-inch, five-spoke wheels, LED lighting, a sunroof, heated mirrors, keyless entry and ignition, adaptive cruise control, a forward collision warning system with automatic braking, and lane departure warning and mitigation. Also standard are dual-zone automatic climate controls, eight-way power front seats, an auto-dimming rearview mirror, and a rearview camera.
On the infotainment front, the ES 300h comes with a driver information display, an eight-inch central display screen, Siri Eyes Free (iPhone voice control integration), and an eight-speaker sound system with a CD player, USB port, and satellite and HD radio.
The Navigation package ($2,615) added the mouselike Remote Touch interface, navigation, voice controls, a second USB port, and the Enform suite of smartphone-connected apps and concierge services. A 15-speaker Mark Levinson surround-sound audio system is also included.
The Ultra Luxury package ($3,000) included heated and ventilated front seats, a driver seat-cushion extender, driver and passenger-seat memory settings, upgraded leather upholstery, power door sunshades, and ambient lighting. Total MSRP including destination: $51,129.

Interior Highlights
Stepping into the ES 300h reveals a comfortable cabin with lots of leather and wood. It’s a great place to escape the noisy outside world. Just crank up the premium audio system and the world seems like a much nicer place. It’s easy to be pampered with the heated and cooled seats, heated steering wheel, and 10-way power driver’s seat.
The power trunk closer is especially convenient for business owners who need the trunk to carry important papers or equipment. Just push the button and the trunk opens or latches to make life a little easier while on the move. Owners who use this ES 300h for hauling clients will have very happy customers.
There is ample room and plenty of comfort for rear passengers to enjoy the ride. If the sun gets too hot, just pull up the side window shades, and the driver can even raise the rear window shade with the touch of a button. The ES 300 cabin is extra quiet while driving, allowing conversations to be had with ease.

Engine & Fuel Mileage Specs
The 2018 Lexus ES 300h is powered by a 156 horsepower, 2.5-liter four-cylinder engine, along with electric motors and a 245-volt NiMH battery pack. Combined output is 200 horsepower. The combo sends power to the front wheels via a continuously variable automatic transmission (CVT).
EPA fuel mileage estimates are 40/39 city/highway and 40 combined mpg.
Driving Dynamics
As we drove the 2018 Lexus ES 300h around town this weekend, we didn’t even notice it was a hybrid. The luxury sedan shifts seamlessly between electric and gasoline power. While driving through stop-and-go traffic in Denver, the Lexus ES 300h will run in electric-only mode. Gentler rates of zero to 25 mph can be achieved on battery power alone.
If you are late for an appointment, the zero to 60 time is just one second slower than the ES 350 gas. Plus, with the hybrid’s fuel stingy technology, you won’t have to spend an arm and a leg at the gas pump either.
Conclusion
Whether you use the 2018 Lexus ES 300h for business or pleasure, it’s a comfortable place take clients to lunch, or the family on an all day excursion. The cabin is spacious, especially for passengers seated in the back and there’s plenty of premium level options that will shout success to your clients. The ride quality is smooth and tranquil and passengers won’t be exhausted at the end of a long day on the road
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Lexus ES 300h Gallery

2018 Lexus ES 300h Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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