Future-Type Concept: Jaguar Completely Lost Their Mind

Future-Type Concept: Jaguar Completely Lost Their Mind

Concept cars are supposed to be fun and interesting. When they’re serious, they’re near-production cars that show us what to expect in dealer showrooms before long. Or they can be trial balloons to test public reactions to new styling ideas or technological innovations. The bulk of them are just there to be cool. Something flashy with a wow factor to get people to the corporate show stand so you can get them interested in the latest minivans.
Wheel of Fortune
And some concept cars are really fun. These are the cars powered by a 20-foot diameter gyroscope or have huge fins on the front of the car or feature flat screen TVs as taillights. And now Jaguar has done everyone who has ever made a goofy show car powered by steam, hydrogen, and Jerry Garcia solos one better. Jaguar just debuted a show car that isn’t a car at all.
Jag calls their new concept “car” the Future-Type, but, and here’s where the first of many, many problems arise, the Future-Type isn’t a car at all. It’s just a steering wheel. Yes, it’s a high tech steering wheel that sort of looks like a cross between a smartphone and a headlight bezel from a 1973 Oldsmobile Cutlass. Still, that’s ALL the Jaguar Future-Type concept is: A friggin’ steering wheel.
Jag’s Larry Lightbulb idea here is that, in the future, you’ll never actually own a personal car again. Wait, wait! Stay with me here. Put down those torches and pitchforks. Jag thinks all future vehicles will be premium, compact on-demand cars. The Jaguar Future-Type is just such a car. It would be a fully autonomous ride where, if you were a Jaguar customer, you could call forth a fully-charged Future-Type on demand. Jaguar says the Future-Type is a glimpse into the world of autonomous, connected, electrified, and shared mobility.
Photo: Jaguar Land Rover.
Say My Name
And, to make matters worse, the Jaguar Future-Type steering wheel/concept/shared car of the future comes with a voice interfaced personal assistant called Sayer. Yes, they named it after Malcolm Sayer, the fellow who designed the E-Type, but you just know the nobs in marketing where patting themselves on the back when they realized the designer’s name also had the nifty connotation of “tell it what to do.”
Jag says this steering wheel lives with you, say in your home or perched on your office desk. They also say it “becomes your trusted companion,” which made me cough up my morning Mountain Dew a little. The Coventry boffins go on, saying the Jaguar Future-Type is the first voice-activated Artificial Intelligence (AI) steering wheel. And, well, ya got me there. Can’t argue with that, can I?
The Jaguar Future-Type/wheel + Sayer can summon your car, play music, book you a table, and even knows what’s in your fridge. They say this without a hint of irony, self-awareness or cognizance of how this could all go wrong. Overall, Jag says it would work like this: Say you need to be at a meeting that’s two hours from your home by 8am tomorrow morning. Simply ask Sayer, from the comfort of your chic und moderne living room, and Sayer will work out when to get you up, and when “your” car needs to autonomously arrive at your door. Sayer can even figure out which parts of the journey you might enjoy driving yourself and make that suggestion to you.
Photo: Jaguar Land Rover.


Armageddon It
Then again, if Sayer really knew me and my wants and needs and desires, Sayer would automatically call up Steve from accounting, berate him in Slovenian, and point out to him that there’s no way I’d be getting up and on the road that early for a meeting, and to reschedule it for a more decent hour.
Like never O’clock.
See what a bright and shiny future Jaguar has in store for us! No need to worry yourself about Sayer locking you out of your smart home while you scream “open the pod-bay doors Hal!!” in a horrendous rain storm, only to resort to crawling down the chimney so you can lobotomize Sayer into singing “Daisy” on the way out. That would never, ever happen. Nope.
“Future-Type offers an insight into the potential for driving and car ownership in the future. In a future age of on-demand services and car sharing, our research shows there will still be a place for luxury and premium experiences – and enjoying the drive,” said Ian Callum, Director of Design for Jaguar. “Whether it’s commuting to work, autonomously collecting children from school or enjoying driving yourself on the weekend in the countryside.”
Photo: Jaguar Land Rover.
For The Birds
It’s like these Jabronis have never even seen a hack James Cameron movie or something. So, for some reason, Jaguar thinks it’s a good idea for my car, er, steering wheel to know what’s in my refrigerator? My steering wheel with my Jarvis/HAL/Sayer digital assistant/servant is going to magically play some Kenny G for me whether I ask for it or not? And, seriously, who would ask for Kenny G? If you do, I think Sayer should immediately lock all the doors on “your” Jaguar and take you straight to the nearest psych ward.
Thanks Jaguar, but, no, I don’t think so. There are, like many concepts before it, some intriguing ideas with the Future-Type. But overall, it should be put right next to that 1948 five-wheeled DeSoto with the matching aetheric-generator powered briefcase. Now, if this were my idyllic future, this would be where I would say cheerio, hop in my Lotus 7 and drive, spiritedly, down to the pub for a pint and some conversation with the chaps about racing. Cheers then.
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.
Photo: Jaguar Land Rover.
Photos & Source: Jaguar Land Rover.



Check out these Automotive tips

Powered by WPeMatico

http://carsecret.atspace.eu/blog/future-type-concept-jaguar-completely-lost-their-mind/

Automoblog Book Garage: Mickey Thompson

Automoblog Book Garage: Mickey Thompson Four decades after his tragic death, Mickey Thompson’s name and accomplishments remain legendary among Motorsports and automotive enthusiasts.





author Tom Madiganpublisher Motorbooksisbn978-0760365991where to get itAmazon





Our Book Garage series showcases what every enthusiast should add to their library. I was sitting at a local burger joint, reading this book, when a woman in her 20s walked up and asked, “Is that Mickey Thompson? Like Mickey Thompson tires?”



Indeed it was, but – and here’s the interesting thing – she had absolutely no idea Thompson was a real guy and did other things besides make tires. Maybe that makes the subtitle of this book The Lost Story of The Original Speed King In His Own Words a littler more on the money.



I can’t really fault her for not knowing. When Thompson was at his peak was in the 1960s and 70s. Besides, she was coming at this from her own unique vantage point. She was a Jeep gal so, of course, she knew about the tires. But of course, Mickey Thompson was much more than that.



Jack of All Trades



Today, people think of Carroll Shelby as some sort of singular normalcy in American ingenuity and racing desire. He wasn’t. Shelby was one of many guys on the postwar American car scene. John Lingenfelter, Jim Hall, and Lance Reventlow are just three I can name off the top of my head. But there was a bunch, and Mickey Thompson was definitely “part of the scene,” as they used to say.



The thing that made Mickey stand out was that he did tons of different stuff. Land speed record racing, tire and wheel manufacturer, off-road racing, competitor in the Carrera Panamericana, the Baja 1000, race car builder, race promoter: Mickey Thompson was all of those. And the fact most people have forgotten (or don’t know) who he was is unfortunate, but the author here, Tom Madigan, looks to correct that.



Related: The Mickey & Trudy Thompson case was featured on Unsolved Mysteries. A Story No Longer Lost



And the funny thing is, like Madigan’s subject, this book was already written, but nearly forgotten years ago. Back in the early 70s Madigan, a retired drag racer, set out to write a biography of Thompson. Two years into the project, after scores of interviews and research and a might-as-well-be finished manuscript, it got shelved. Now finally published by Motorbooks all these years later, Madigan’s work makes for a real gem of a book.



Mickey Thompson: The Lost Story of The Original Speed King In His Own Words gives us an amazing look at all of Thompson’s life, from his early childhood up through the 1970s. Mickey Thompson is packed full of rare and unseen photographs from the Thompson family and from contemporary sources like the National Hot Rod Association archives (hey, guess who was friends with Wally Parks?), along with other friends and competitors of Mickey’s.



From Mickey Thompson: The Lost Story of The Original Speed King In His Own Words. Photo: Don Gillespie.The Glory Days



Hardbound and clocking in at 240 pages, Mickey Thompson is not just about one guy, rather it offers a fantastic glimpse into a past that most people today would think never existed. What if, today, some guy built and raced his own car to a record at Bonneville, then decided to race in the Indy 500, then at Baja, and then figured what drag racers need was a good set of custom slicks, and did it all at the same time.



Well, say hello to Mickey Thompson.



And really, you should via this book. If you’re a race fan, or a gearhead in general, then this book gives you deep insight into Thompson and his time: a time that, in so many ways, made the modern car world what it is. It’s a fantastic look at a time and a man we should never forget.



Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 



Mickey Thompson by Tom Madigan 



Hardcover: 240 pagesPublisher: Motorbooks; 1 edition (December 10, 2019)Language: EnglishISBN-10: 0760365997ISBN-13: 978-0760365991Product Dimensions: 9 x 1.2 x 10.4 inchesShipping Weight: 1.8 lbs. Where To Buy: AmazonAbout The Author



Tom Madigan has been part of the California car culture since the end of World War II. As a journalist, he has covered all kinds of Motorsports, but his first love has always been the sport in which he participated: Top Fuel drag racing. Madigan is the author of several books, including Motorbooks’ 2019 critically acclaimed Fuel and Guts: The Birth of Top Fuel Drag Racing; Edelbrock: Made in the USA; and Hurricane: The Bob Hannah Story. He resides in Sonora, California with his wife Darlene.
Original article: Automoblog Book Garage: Mickey Thompson



Check out these Automotive tips

Powered by WPeMatico

http://carsecret.atspace.eu/blog/automoblog-book-garage-mickey-thompson/

Lotus Evija: A Technical Overview & In-Depth Look

Lotus Evija: A Technical Overview & In-Depth Look The Lotus Evija is the automaker’s first electric hypercar, and the first from Great Britain.
With aggressive performance targets, the Evija would be the most powerful production car.
Developed in concert with Williams Advanced Engineering, only 130 examples will be made. 
I recently covered the upcoming Lotus Evija in another article, but on so many levels, the car is so technically impressive that it requires a more detailed examination about the hows, whys, and wherefores; the inter-workings on how this beast of a car functions. The Lotus Evija (pronounced ‘E-vi-ya’) means first in existence or living one. Internally it is known as the Type 130. Fitting, since they’re only going to make 130 of them. They will also be eye-wateringly expensive at around two million a pop.
It will be worth it.
Lotus Evija: First At The Bat
A little while back, Lotus was bought by the Chinese company Geely. Geely makes everything: cars, trucks, buses, tractor-like things, industrial vehicles; like I said Geely makes everything. Many worried Lotus would end up being diluted to just a badge. So far, those worries seem far away. Under Geely’s stewardship, the storied Hethel company is producing the first all-electric British hypercar in the Evija.
Lotus is careful to use the term “first all-electric British hypercar.” Technically speaking, Rimac is out there in addition to a few other boutique builders that are making hyper EVs, but in any real serious sense, Lotus is the first manufacturer to jump into the hyper-performance EV end of things. Not Porsche. Not Ferrari. Lotus.
Lotus Evija. Photo: Group Lotus.
Exterior Design: Carbon Fiber & Ribbon Lights
To call the exterior of the Lotus Evija striking would be an understatement. From its chiselled and geometric nose to severely concave Kamm tail, the Evija is unmistakable. The bodywork is full carbon fiber, and everything looks low and taught. Massive Venturi tunnels glower under the rear of the car, hinting at huge downforce numbers and high-speed cornering velocities of equal merit.
The Evija is the first Lotus road car to ever feature a full carbon fiber chassis, molded as a single piece for strength, rigidity, and safety. The underside produces so much downforce that the integrated air diffuser starts under the B-pillars. Unfortunately, Lotus gives no exact figure, but all you have to do is use your eyes to know the grip this thing can produce must be extreme. Total weight of the monocoque tub is a mere 129 kg (284 lbs.) and all up weight is 1,680 kg (3,703 lbs.).
They even geeked out with the lighting. The Lotus Evija is the first production road car to feature laser lights for both main and high beams. Inside the lenses, unique “wing-like” elements form the daytime running lights and directional indicators. The modules are made by Osram. There are no tail lights, as such, just a red LED ribbon-style light with directional indicators.
The backup light is hidden in the “T” of Lotus just above the charging flap.
Lotus uses a design concept known as “porosity” to increase rear air flow. This counteracts low pressure behind the car to reduce drag. Furthermore, the Venturi effect inside the “tunnels” pull air through the rear wheel arch louvres. Photo: Group Lotus.
Aerodynamics & Power Output
The rear spoiler is a fully-active, aerodynamic piece which deploys from its flush resting position in the upper bodywork. An F1-style Drag Reduction System engages automatically in Track mode, although you can manually activate it in other modes. Traditional door mirrors are done away with to reduce drag, replaced by cameras in the front fenders that deploy when the car is unlocked. A roof camera provides a central view with all images displaying on three interior screens.
The Evija’s power output of 1,972 horsepower and 1,254 lb-ft. of torque make it the world’s most powerful production road car. Power is stored in the 2,000 kW lithium-ion battery pack mounted centrally behind the passenger compartment. Lotus gets style points for showing off the pack as it’s visible through the glass rear screen. This isn’t just for looks but gains, according to Lotus, in aerodynamics, weight distribution, occupant comfort, and handling. The location also makes it easier to service or for the installation of other battery packs. The battery management system was developed by Williams Advanced Engineering, the Williams Grand Prix team’s in-house skunkworks.
Photo: Group Lotus.
Powertrain Layout
Downstream from here, power is fed to an in-line, axial arrangement of two high-power density e-motors. The e-motors have silicon carbide inverters and epicyclic transmissions on each axle of the four-wheel drive powertrain. There are four very compact, very light, and very efficient single-speed, helical gear-ground planetary gearboxes (say that ten times fast!) to transfer power to each driveshaft. Each gearbox comes packaged with the e-motor and inverter as a single, cylindrical Electrical Drive Unit. Each e-motor puts out 500 ponies (there are four of them).
With a motor at each wheel, torque-vectoring becomes obvious. The system is fully automatic, self-adjusting, and can instantly distribute power to any combination of two, three or four wheels within the blink of an eye. Adding more power to individual wheels enables the radius of corners to be tighter, according to Lotus. In other words, the Evija should go, turn, and stop like a meth-addled kitten on wall-to-wall carpet. ESP stability control is there so you don’t stuff it into something big and solid.
An electro-hydraulic system delivers the goods in the steering department, a hallmark of every Lotus.
The Lotus Evija has five drive modes: Range, City, Tour, Sport, and Track. Photo: Group Lotus.
Ride & Handling: Proof In The Pudding
Speaking of Lotus hallmarks, the Evija is almost guaranteed to handle better than 99.9 percent of all other cars out there. Ask anybody who competes against a Lotus, and they will tell you just how well these things handle. The Evija looks no different. The suspension is Motorsport-inspired and features three adaptive spool-valve dampers (shocks) for each axle. Two are there as corner dampers and the third controls heave.
Dampers are manufactured by Multimatic, the same Multimatic that does up high-performance suspension tech for on-road, off-road, and Motorsport applications including Formula 1. The same Multimatic that partnered with Ford on the latest track-only GT.
The magnesium wheels clock in at 20 and 21 inches, front and rear respectively, and are shod with Pirelli Trofeo R tires. Braking comes by a forged aluminium AP Racing system with carbon ceramic discs, front and rear.
Charging Capacity
And all this tech is great and wonderful and promising, but the real cherry on top – the real “you’ve got to be kidding me” moment comes down to charging. The Evija’s battery can accept a massive 800 kW charge. That’s more than twice the current industry maximum. Using existing charging technology, like a 350 kW unit, the Evija’s charge time will be 12 minutes to 80 percent, and 18 minutes to 100 percent. Using Lotus’ 800 kW charger (which they haven’t unveiled yet) it will be possible to fully replenish the battery in just nine minutes.
The digital display above the F1-inspired steering wheel provides information on the battery and remaining range. The carbon fiber shell seats are hand-trimmed with a thick Alcantara finish. Photo: Group Lotus.
Pricing & Availability
Evija production will begin next year, which can’t come soon enough. But like I said, they are only making 130 of them. Have that checkbook at the ready, because a £250,000 deposit secures a production slot (that’s around $300,000). The list price will be £1.7m plus taxes or around 1.9 million USD. For that handsome sum, Lotus will let you configure your Evija exactly as you want, down to the smallest details.
And with a car like this, everything else is just details anyway.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 
Lotus Evija Gallery














Photos & Source: Group Lotus.



Check out these Automotive tips

Powered by WPeMatico

https://carsecret.atspace.eu/blog/lotus-evija-a-technical-overview-in-depth-look/

VW Golf Alltrack & Golf SportWagen Production Coming To An End

VW Golf Alltrack & Golf SportWagen Production Coming To An End The Volkswagen Golf Alltrack and Golf SportWagen will cease production at the end of the year. The automaker says continued demand for SUVs by American consumers influenced the decision. As of the first half of 2019, SUVs account for 47 percent of the industry’s sales, and more than 50 percent of VW’s sales. Within VW’s portfolio, the Atlas and Tiguan remain the strongest, with the highest year-over-year percentage growth among mainstream automotive brands in the first six months of 2019, according to the company.
New Market Strategy
VW is now directing their focus accordingly and will release three new SUVs over the next two years. The five-seat Atlas Cross Sport will arrive this year, while the electric ID. CROZZ will debut early next year. By 2021, a smaller SUV will slot beneath the Tiguan. Company leaders say VW’s latest EV platform will give them the flexibility to better adapt to a changing market.
“SUVs have definitely assumed the mantle of family haulers from the station wagons and minivans we remember from our childhoods,” explained Scott Keogh, President and CEO, Volkswagen of America, Inc. “But as we look towards the future, both our expanded SUV lineup and the upcoming ID. family of electric vehicles will bring the opportunity to combine the style and space people want in a variety of ways. As the ID. BUZZ concept demonstrates, the flexibility of our EV platform gives us the ability to revive body styles of the past, so anything is possible.”
VW Golf Alltrack. Photo: Volkswagen of America, Inc.
Related: On the road with the VW Alltrack.
2019 VW Golf Alltrack
Volkswagen will continue building the Alltrack at the Puebla, Mexico plant through December. For 2019, the Golf Alltrack comes with 17-inch aluminum-alloy wheels, LED Daytime Running Lights, and leatherette seating surfaces. Standard with all-wheel drive, the Alltrack’s 1.8-liter TSI engine produces 168 horsepower and 199 lb-ft. of torque. There are two transmission options: either a six-speed DSG automatic or a six-speed manual. For mild off-roading, the Alltrack offers 6.9 inches of ground clearance.
Safety features include Forward Collision Warning, Autonomous Emergency Braking, Pedestrian Monitoring (Front Assist), Blind Spot Monitor, and Rear Traffic Alert. Optional features are numerous and include 18-inch wheels, a panoramic sunroof, navigation, lane-keeping assist, and Adaptive Cruise Control among others. Pricing starts at $26,895 for the Alltrack S with a six-speed manual. By comparison, the Alltrack S with the automatic begins at $27,995.
2019 VW Golf SportWagen Photo: Volkswagen of America, Inc.
2019 VW Golf SportWagen
The 2019 Golf SportWagen comes with 15-inch aluminum-alloy wheels, LED Daytime Running Lights, and cloth seats. Optional features include 17-inch wheels, LED headlights, foglights, auto-dimming rearview mirror, lane-keeping assist, and Adaptive Cruise Control. Front-wheel drive SportWagens feature a 1.4-liter TSI engine with 147 horsepower and 184 lb-ft. of torque. By comparison, all-wheel drive models employ the Alltrack’s 1.8-liter engine. On the transmission front, the 1.4-liter is paired with either a six-speed manual or eight-speed automatic; the 1.8-liter is available with either the six-speed manual or the Alltrack’s six-speed DSG automatic.
Price-wise, the 2019 Golf SportWagen comes in just below the Alltrack. Front-wheel drive models with the manual transmission begin at $21,895, while the automatics start at $22,995. All-wheel drive models with the manual begin at $24,395 versus $25,495 for the automatics.
Destination charge for all Golf wagon models is $895.
Source: Volkswagen of America, Inc.



Check out these Automotive tips

Powered by WPeMatico

https://carsecret.atspace.eu/blog/vw-golf-alltrack-golf-sportwagen-production-coming-to-an-end/

Mercedes-AMG GT R PRO: A Quick Look At This Track-Ready Machine

Mercedes-AMG GT R PRO: A Quick Look At This Track-Ready Machine So, remember when Mercedes teased us with their plans to produce a super-duper, all-out, take-no-prisoners version of their Mercedes-AMG GT R PRO? Yeah, me too. And then they went and told us 90 percent of everything except how much it would cost? Yeah, me too on that one as well. Looks like Merc & AMG have finally coughed up the cost, and . . . you know, it’s not all that bad.
Well, relatively speaking it’s not all that bad.
What Is The Mercedes-AMG GT R PRO?
The Mercedes-AMG GT R PRO is not some ne plus ultra hypercar like a La Ferrari or a Porsche 918 or Aston Martin’s Valkyrie. That will come later. What’s here now is more of a Porsche GT3 fighter and, comparatively speaking, the price is not all that bad at 200 large! Or $199,650 to be precise. And like I said, right in the market range of hot Porsches, Ferrari V8s, and big bore Astons.
What do you get for the price of a starter condo in the burbs? More of some things and less of others.
Power & Performance
You get an AMG 4.0-liter V8 bi-turbo plant that puts out a worthy 577 horsepower and 516 lb-ft. of torque. The hand-built engine is mated to an AMG SPEEDSHIFT DCT seven-speed transmission. Together with all the latest tweaks and tunes, this engine hauls you to 60 in 3.5 seconds, with a top speed of 198. Other unique performance and design highlights include the AMG RIDE CONTROL coil-over suspension with manual damping adjustment. This allows you to more precisely tune the spring rates, rebound, and compression. Further fine-tuning is available via adjustment wheels on the shocks themselves to suit specific tracks or personal preference.
Mercedes-AMG GT R PRO under the hood. Photo: MBUSA.
Carbon Fiber Galore
The carbon fiber front splitter has aluminum supports and is bigger than before. Additional aerodynamic carbon fiber dive planes or “flics” are located on the front bumper. There are functional aerodynamic “gills” in the front fenders and a trick, adjustable carbon fiber front sway bar. All of these bits add up for better front-axle downforce, according to Mercedes-AMG.
The carbon fiber roof is newly redesigned and features a lower center section; there’s a matte carbon fiber crossbar and interior trim, carbon fiber side skirt inserts, and a carbon fiber rear diffuser. The new Mercedes-AMG GT R PRO comes with carbon ceramic brakes, carbon fiber side mirror housings, and a fixed rear spoiler in, surprise, carbon fiber. There’s more carbon fiber on this thing than in a crate of No. 2 pencils.
Mercedes-AMG GT R PRO in Selenite Grey Magno with Gloss Light Green stripes. Photo: MBUSA.
Styling & Interior Treatments
Styling cues include color-coordinated, race-inspired accent stripes found only on the Mercedes-AMG GT R PRO. If you choose the Selenite Grey Magno exterior you get Gloss Light Green stripes. All other exterior colors receive Matte Dark Grey stripes. If you’re not that flashy, the accent stripes can be omitted.
For the 2020 AMG GT in general, updates include a new diffuser insert, double-round tailpipe design, and signature LED headlights. Interior updates include the standard 12.3-inch digital instrument cluster and a larger 10.25-inch multimedia display. Apple CarPlay and Android Auto are standard, while the steering wheel integrates touch control buttons for the instrument cluster and multimedia displays.
There’s a standard rear-view and front camera to help with parking.
Mercedes-AMG GT R PRO interior layout. Photo: MBUSA.
Pricing & Availability
Like I said above, pricing for the Mercedes-AMG GT R PRO starts at $199,650, but the real bad news is that Mercedes will only make 750 units globally. But, if you’ve got the mean green and can get in line, you’ll get a car that features an adjustable coil-over suspension, lightweight construction with carbon fiber components all over the place, and functional aerodynamic enhancements that return a Nürburgring time of 7.04.632 minutes. Which is fast.
If they are not all spoken for ahead of time, expect the Mercedes-AMG GT R PRO in dealers later this year.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 
Mercedes-AMG GT R PRO Gallery
































Photos & Source: MBUSA.



Check out these Automotive tips

Powered by WPeMatico

https://carsecret.atspace.eu/blog/mercedes-amg-gt-r-pro-a-quick-look-at-this-track-ready-machine/

The Evolution of Automotives: Part 3: Technological Advancement

The Evolution of Automotives: Part 3: Technological Advancement Automoblog’s Katie Kapro examines how imaginative thinking and creative risks have influenced the modern automobile in this three-part miniseries.


Part 1: Creative Engineering.
Part 2: Throwbacks, Dream Machines, and Pretty Girls.
When the word “technology” comes up in conversation, a handful of images generally pop into one’s head: wired gloves with motion sensors, long-armed machines assembling soldier robots, a glowing motherboard, that sort of thing. But at its core, technology is nothing more than the practical application of knowledge. It is the future, the past, and every problem solved in between.
The automotive industry has been a leader in technological advancement since its birth. Part three of this series examines precisely how the creative thinking behind new automotive technologies impacts the way we drive, and how those advancements are changing the world.
Fundamentals of Motion
Once humans figured out that four wheels, a couple axles, and a small engine could transport us from point A to point B, our next demand was that it be fast. Speed is no simple request for a machine – it necessitates that mechanical elements work double-time, which creates excessive heat, among other things. Heat enclosed in a tight metal box with flammable liquid just around the corner? There was some pretty clever problem-solving, paired with lots of trial and error, to develop technologies for fast machines that wouldn’t explode when the driver stepped on the gas.
As cooling technologies developed, speed became possible. In most cars you’ll see on the road today, a cooling system works by circulating a mixture of water and antifreeze through special passages in the engine. A simple enough idea. In Formula One racecars, that idea has evolved into a refined balance between aerodynamics and temperature control, resulting in cars that can accelerate up to 62 mph in less than two seconds with higher g-forces than a space shuttle launch.
Of course, with increased speed comes increased safety concerns. Anti-lock braking technology is one of the most recognizable safety features developed to curb the hazards of speed. Before ABS, when skilled drivers needed to stop quickly at high speeds, they would do two things – threshold braking and cadence braking. In other words, they’d apply just the right amount of force when the wheel is just beginning to slip, and they’d pump the brakes. ABS not only does both, but it kicks in much faster than the average person could, allowing the driver to focus on controlling the vehicle.
In the 21st Century, we find ourselves in a wondrous position in terms of automotive technology. Engineers have raised the performance bar so high, the mechanical workings of a vehicle no longer define its limitations. From the road to the racetrack, modern performance limits are set not so much by the technology, but by safety regulators.
Honda’s Advanced Compatibility Engineering or ACE design is a front frame structure that provides protection in a frontal collision. It disperses crash energy away from occupants by diverting that energy to upper and lower structural elements of the vehicle. It’s an example of how engineering has evolved to meet safety protocols.. Photo: Honda North America.
 


Efficiency & Expansion
The second branch of automotive technological advancement is not so much related to what’s going on under the hood and between the axles, but rather how those parts are assembled. From the earliest days of the automobile industry, companies who built the best cars most efficiently were kings of the trade. At the time, that meant assembly lines where people manually put together the vehicle, piece by piece.
Today, most vehicles are built by finely-tuned machines. Automated manufacturing is not so much a matter of replacing a human in the field with a machine. In fact, its greatest value is in streamlining the process of turning raw materials into vehicle components that humans can then work with. Car dashboards, for example, are now commonly built by machinery. Sheets of natural or synthetic raw material and thermoform (a plastic sheet that’s been heated to be pliable and then shaped) are routed by a by a human-operated, computer-controlled CNC milling machine to make the dashboard. The dash is then fitted to the chassis, and all the components like the steering column and speedometer can be attached later.
2010 saw a major drop in automotive manufacturing. The graph in this Business Insider article shows just how dramatic the fall in vehicle sales actually was. Even in a trillion-dollar industry like automobile manufacturing, the market is still subject to the ebb and flow of supply and demand.
Team member Tonya Board on duty at the Kentucky Truck Plant where Ford F-Series Super Duty trucks are manufactured. Ford has invested more than $1.5 billion in the commonwealth of Kentucky and the city of Louisville since 2014. Photo: Ford Motor Company.
Forward-Looking
In 2017, the trends in manufacturing are noticeably similar to the technological advancements in the cars themselves. That is to say, the thing that curbs manufacturing today is not technology – we’ve gotten that pretty well figured out, with a few exceptions – but rather, manufacturing is slowing down because the industry is wary of the fact sales have been running so hot since recovering from the 2010 drop-off. They’re afraid of overheating; of having more vehicles than the public will buy. Their concern is inherently similar to a safety regulator deciding that just because we’ve developed the technology for a car to go wildly fast, perhaps it’s not the best thing to make that the norm.
The automotive industry has reached a point in its development where it’s no longer the mechanical and technological boundaries setting the limitations. For better or worse, that’s up to us now.
Katie Kapro spent her childhood handing her dad tools under his Datsun. She loves thinking about the social aspects of motoring, and dreaming about the future of automotives. Follow her work on Twitter: @kapro101



Check out these Automotive tips

Powered by WPeMatico

http://carsecret.atspace.eu/blog/the-evolution-of-automotives-part-3-technological-advancement/

New Study Shows When And Where Road Rage Is Most Prevalent

New Study Shows When And Where Road Rage Is Most Prevalent

The morning commute and the afternoon grind. When bumper to bumper traffic creates gridlock for miles, it can be a recipe for disaster. According to the National Highway Traffic Safety Administration, road rage comprises of following too closely, excessive speeding, and weaving through traffic among other irresponsible actions.
“The operation of a motor vehicle in a manner that endangers or is likely to endanger persons or property,” NHTSA writes in an extensive report.
Endless Causes
NHTSA lists a multitude of reasons for road rage, including traffic delays, running late, and the unique sense of anonymity a vehicle provides. A recent study conducted by Auto Insurance Center uncovered some interesting patterns in the phenomenon of road rage. They collected over 100,000 #RoadRage Instagram posts since 2011 to analyze how this hashtag has evolved. The study examined the circumstances, situations, and locations most likely to boil our blood.
“Even though #RoadRage may produce funny posts on the internet, you want to do everything you can to protect your vehicle and the people in it from the dangerous consequences that aggressive driving can lead to,” said Justin Loera, Senior Insurance Market Analyst, Auto Insurance Center.
Changing Seasons
Auto Insurance Center found August has historically been the peak for aggressive driving. With summer being prime for travelers it’s no wonder, but the study also showed road rage happens frequently before the hotter months. Auto Insurance Center noted, for example, that of the #RoadRage posts on Instagram between 2013 and 2017, May had the heaviest activity. Even March saw an increase in #RoadRage posts this year.
And holidays don’t always mean good cheer and glad tidings either. 2016 saw a record number of travelers posting on Instagram about experiencing rude gestures, frustration, and even dangerous driving while going over the river and through the woods. Last year, the holidays saw a significant increase, peaking in December, with a nearly 21 percent increase over 2015.

Weekend Fun
Like most Americans, we love a good weekend trek away from the office. However, those Friday vibes may not be shared by our fellow motorists. In fact, those Friday vibes might be causing aggressive driving. Auto Insurance Center found that #RoadRage posts on Fridays were the highest, while Sunday and, get this, Monday saw the least amount of Instagram posts. We figure you would be more likely to tell another motorist they are “number one” on a Monday morning versus a Friday afternoon, but the study says otherwise.
Our Automoblog contributors are very dedicated, putting in time at all hours of the day and night. Our management team is known for working well into the early morning, but such commitment comes at a price. The Auto Insurance Center study cautions against this, noting that exhaustion is a major factor in road rage. The later evening hours were a hotbed for Instagram posts about anger behind the wheel.
“We were really surprised to see that road rage isn’t the worst during rush hour when you might expect,” Loera explained. “It’s actually at its highest between the hours of 9 and 10pm.”
If possible, try and keep driving at night to a minimum, esepcially after a long day.


Location, Location, Location
Brooklyn, New York overtook Atlanta, Georgia last year as the second most common city for #RoadRage posts and retains that title in 2017 – so far. Miami, San Francisco, Orlando, and San Diego all ranked among the top 10 for the highest use of the #RoadRage hashtag since 2013. Number one was New York City, which might not surprise anyone. However, don’t go judging the big cities just yet. It’s not like Midwest hospitality is exactly on the rise. The leading state for aggravated driving this year is Nebraska.
Insert Cornhuskers joke here.
Sensible Solutions
WedMD provides insight on how to avoid road rage, namely by recognizing heated motorists and driving sensibly yourself. The State of Delaware recommends not taking traffic problems personally and to never challenge an erratic driver. This study from Auto Insurance Center underscores just how unpredictable road rage is. With the implementation of autonomous cars, perhaps road rage will decline significantly? Until then, the data of this and similar studies should serve as a stern reminder.
“We know that road rage can happen anywhere at any time but by analyzing social media posts the way we did, we’re able to show where it’s at its worst and what drivers can do to avoid it,” Loera said.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
The full #RoadRage study from Auto Insurance Center can be found here.



Check out these Automotive tips

Powered by WPeMatico

http://carsecret.atspace.eu/blog/new-study-shows-when-and-where-road-rage-is-most-prevalent/

2018 Nissan Armada: Why Spend A Little When You Can Spend A Lot?

2018 Nissan Armada: Why Spend A Little When You Can Spend A Lot?

Look, the only way I’ve ever been able to wrap my head around the Nissan Armada is by chalking it up to me-too-ism. Everyone or most everyone who makes SUVs also has some range-topping, road-behemoth just this side of a Canyonero, so I guess Nissan had to respond. I was willing to accept that, and then I read the upcoming 2018 Armada sells for in excess of 60-thousand and it just sent me reeling again.
North of Fargo
Okay, that 60 grand plus was for the top-of-the-range Armada. The entire range runs from $45,600 for the base level SV in two-wheel drive, all the way up to a mind-boggling $61,590 for the top o’the line, full-zoot Armada Platinum with four-wheel drive. But that’s just the list price, so by the time it’s in your driveway and you’ve accounted for tax and title and dealer prep and the Jerry Lundegaard TruCoat, let’s just ball park it from around $50K to $65K.
So what does the 2018 Nissan Armada actually offer? The list includes such goodies as: smells like a steak, seats thirty-five, 12 yards long, 2 lanes wide, weighs 65 tons, squashes and/or smacks squirrels and/or deer . . . oh wait, that’s the Canyonero again. In all fairness, the Armada is soaking in tech, safety, comfort, and convenience features.
Photo: Nissan Motor Co., Ltd.
Equipment & Engine
The 2018 Armada comes standard with NissanConnect Services, powered by SiriusXM. You get an 8-inch, multi-touch control display, HD Radio, SiriusXM Travel Link, Enhanced Voice Recognition, Hands-Free Text Messaging Assistant, and additional USB ports across all three of the Armada’s grade levels: SV, SL, and Platinum. The Platinum has a standard Intelligent Rear View Mirror that uses a high-resolution, rear mounted camera to project an image onto the LCD monitor built into the rearview mirror. Which, honestly, sounds pretty trick.
As one would expect, when you’re trying to haul around enough mass, weight, and size to equal an ocean-going tug, you better have a big lump of an engine. In the Armada’s case, that would be a 390 horsepower, 5.6-liter Endurance V8 mated to a 7-speed automatic transmission. That combo is what you get in every model and in whatever driveline you choose, 2-wheel or 4-wheel drive.
Photo: Nissan Motor Co., Ltd.


Trim Levels
Of course the Armada has seating for eight but other details are slim. Nissan says the Armada SV has many “standard features” but doesn’t bother to tell you what those are. The Armada SL adds a remote start, power 60/40 3rd row seat, Intelligent Around View Monitor, power liftgate, and 20-inch wheels and tires. Yes, you read that right (I had to read it three times to make sure) the 3rd row seat has power folding ability because you are lazy, lazy Americans.
The Armada Platinum, the top-of-the-line, the creme de la creme, gets all that SV and SL stuff but throws even more glop onto the cake frosting: power-sliding moonroof, front climate controlled seats (I guess so your butt can be at a different temperature, if you so choose), a Family Entertainment System, Nissan Safety Shield, and that new Intelligent Rear View Mirror. On top of that, the Armada has four other options on offer: the Driver’s Package, Premium Package, Pearl White Paint, and 2nd row Captain’s Chairs Package. However, much like the SV’s “standard features” Nissan doesn’t bother to mention what is in the Driver’s or Premium Package.
Photo: Nissan Motor Co., Ltd.
In Comparison
So yeah, it’s big, it’s comfy, it’s got enough features to count as nine ton iPhone on wheels, but still . . . 65 large?
I checked in a major metropolitan area (because I don’t think they’re going to be selling many of these in Tupelo) and for that amount of money, you could buy stuff like an Audi Q7, BMW X5, a Mercedes GLE (and that’s the AMG model!) or Porsche Cayenne. Yeah, it’s cheaper than a Range Rover, but so’s an Arleigh Burke-class destroyer. And I didn’t even look at what Caddy SUVs and such you could buy for $65K. So answer me this: You want a big, fat SUV (for reasons that are beyond my comprehension at this point in time) and you’ve got the budget of a new sports car to blow, and you’re going to seriously say to yourself, “nah, what would I want with a heap like a Porsche? I want a Nissan that’s named after a third-rate metal band that plays down at the local casino?”
The new Armada is on sale now at Nissan dealers nationwide. Below is a quick reference chart.
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.
Armada SV 2WD
$45,600 
Armada SL 2WD
$50,350 
Armada Platinum 2WD
$58,690 
Armada SV 4WD
$48,500 
Armada SL 4WD
$53,250 
Armada Platinum 4WD
$61,590 



Check out these Automotive tips

Powered by WPeMatico

http://carsecret.atspace.eu/blog/2018-nissan-armada-why-spend-a-little-when-you-can-spend-a-lot/

2019 Audi RS 5 Sportback: Tech, Safety & Lumpy Cams! But $75,000?

2019 Audi RS 5 Sportback: Tech, Safety & Lumpy Cams! But $75,000? 2019 Audi RS 5 Sportback tops $75,000.
Expect a literal boatload a tech and safety features.
The engine utilizes a special combustion cycle for better efficiency.
The powertrain distributes drive forces asymmetrically for better handling.
But is it worth 75 grand? Tony Borroz gives us the inside scoop on this new Audi. 
Packing Heat
It looks like the Euros aren’t going to give up on this big “coupe”/five-door hatchback thing, so we better get used to it. On the upside, when it comes to the Audi 5 Series big “coupe”/five-door hatchback, this one isn’t even “just” an S variant, oh no, this one’s a full blown RS.
Smooth Talkin’ & Fast Walkin’
Yes, yes, an RS. And, like all the Audi RSs out there, this one has a bunch of go-fast bits and bobs, but it’s really all ’bout dat engine, yo! Specifically, we’re dealing with a 2.9 liter TFSI V6 bi-turbo plant that generates 444 horsepower and 443 lb-ft. o’torque.
Said grunt starts at 1,900 rpm and goes all the way up to 5,000 rpm. Beefy!
That adds up to a sprint from zero to 60 mph in 3.8 seconds and a top speed of 174 mph with the optional Dynamic plus package. Our recommendation: Get the Dynamic plus package.
V’s Company
As is the fashion of our day, both turbochargers sit on the inside the “V” of the 2.9-liter engine. Audi says this promotes “engine responsiveness and performance,” but certinately raises holy hell with the thermodynamic loading. But hey, if it works, I won’t complain. Another novelty found in the engine room is a B-cycle combustion process with central direct injectors with shorter compression and longer expansion phases.
In other words, the 2019 Audi RS 5 Sportback has what we would have called a “lumpy cam” back in the day, only the Germans do this with computers and math and stuff like that.
Audi explains the the B-cycle process this way: “It creates an unusually short opening time during induction in part-load. The intake valves close at a crank angle of 130 degrees – well before the pistons reach bottom dead center (BDC). This and increased pressure in the induction manifold reduce throttle losses. Air intake remains relatively small; accordingly, the compression phase begins later when the piston travels upward after the BDC point. This permits a high geometric compression ratio of 11.2:1 – the combustion takes place with a relatively small combustion chamber volume. Compared to the short compression phase, the expansion phase is lengthened significantly. The result is better performance and fuel efficiency.” Photo: Audi of America, Inc.
Transmission & Traction Nannies
All that power coming from the 2.9 mill reaches the quattro permanent four-wheel drive system via a self-locking center differential and an eight-speed Tiptronic with optimized shift times. Torque is split 40:60, front to back, for responsive handling and optimal performance. A traction control nanny is there to manage how much of that torque goes where with minimal slip.
Suspension & Drive Modes
The 2019 Audi RS 5 Sportback now sits 7 mm lower and, when combined with the Dynamic Ride Control, things are plenty grippy. Single-tube shocks are driver variable in three stages. The diagonally opposed pairs of shocks are linked via hydraulic lines and, when cornering at speed, pitch and roll is reduced. You can customize your driving experience through the drive select system, which offers four drive modes: comfort, auto, dynamic, and individual.
2019 Audi RS 5 Sportback interior layout. Photo: Audi of America, Inc.
Tech & Safety
Infotainment? Yup, of course. This is 2019. The Audi RS 5 Sportback sports a smartphone interface with Apple CarPlay and Android Auto. There’s a standard Audi phone box for wireless charging and antenna amplification, standard Audi virtual cockpit, standard Audi MMI Navigation plus, and Audi connect CARE and PLUS. The displays are unique RS deals and inform you of tire pressure and temperature, torque, horsepower, and g-forces.
And of course there’s lots of safety caretakers too. Standard systems include Audi pre sense basic, Audi pre sense city, Audi side assist, Audi pre sense rear with rear cross traffic assist. Also available: adaptive cruise control with stop and go and traffic jam assist, traffic sign recognition, Audi active lane assist, and high beam assistant.
That’s it? Oh no, of course not. New is park steering assist to automatically steer into parallel or perpendicular parking spaces because you’re lazy and inept.
Pricing & Availability
The 2019 Audi RS 5 Sportback starts at just over $74,000. Tack on another $995.00 for the destination charge. It’s a lot, I’m not going to kid you. But then again, 444 horsepower and 443 lb-ft. of torque is also a lot, so there’s that.
Expect the new RS 5 Sportback at Audi dealerships near the end of the year.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz
Photos & Source: Audi of America, Inc.



Check out these Automotive tips

Powered by WPeMatico

http://carsecret.atspace.eu/blog/2019-audi-rs-5-sportback-tech-safety-lumpy-cams-but-75000/