2019 Corvette ZR1: Supercar? Hypercar? Or Something Else?

2019 Corvette ZR1: Supercar? Hypercar? Or Something Else?

“The 2019 Corvette ZR1, a supercar that pushes Corvette’s performance legacy with the highest power, greatest track performance, and most advanced technology in its production history.” That’s what Chevy says. Are they right? Oh yes. Oh my yes . . . mostly. It’s that “supercar” that gives me pause. Is this thing fast? Very much so. Quick? Senselessly so. Grip? Like a barnacle. Stops? Like a train hitting a bank building. Supercar? Hmmmm . . .
What’s In A Name?
Supercar is an interesting moniker. It used to be the top of the heap. The highest step on the ziggurat. It used to go like this: Car, sports car (which I still believe is one word) supercar, and now, hypercar. Cars are just cars, simple and utilitarian with enough “performance” to make their average owner wish for more convenient public transportation. Sports cars lode-stone toward the True North of performance at the expense of everything else (except style, if it’s an Italian sports car). Supercars are, or were, the best (of the best) a given automaker had to offer. Hypercars added another step to the pyramid (something within the rules in any technological game) and added enough high-velocity tech to the go/turn/stop derby to nearly keep up with an F1 car.
Interesting Perspectives
The problem with these demarcations is that, performance-wise, things are always shifting upward. Something as mundane and forgetful as a Toyota Camry probably could have sat on the pole at Le Mans in 1950. What passes for a good example of a sports car today, say a Porsche Cayman, could have won Le Mans outright in 1955. When the first modern Corvette ZR1 came out a while back, it was a near world-beater. If it could not outright defeat something like a Ferrari 458 Italia or the latest big gun 911 variant, it could at least run with them. Now? That “old” ZR1 has been pushed out of the supercar category and into the sports car class.
The new ZR1? Oh, it’s good. Very, very, oh so good. But the competition is fierce. Cars like the Ferrari 812 and Porsche 911 GT eat sharks for breakfast and wolverines as an afternoon snack. Can the 2019 Corvette ZR1 match that, let alone beat it? Dunno, since no one has driven the new ZR yet, but I swear on the grave of Zora Arkus-Duntov the new ZR1 looks, reads, and seems imposing. Dauntingly so.
Photo: Chevrolet.
Power & Performance
Under the huge composite clamshell hood of the ZR1 lives an LT5 6.2L V8 engine, delivering the highest output ever for a Chevrolet production vehicle. The mill and blower combo in this new ZR1 puts out 755 horsepower and 715 lb-ft. of torque. That’s a significant gain for the Corvette, and it’s all down to a new, more-efficient intercooled supercharger system and a dual-fuel-injection system, which employs primary direct injection and supplemental port injection. In case you’re interested, those figures definitely put it in the ballpark with Ferrari and Porsche and Aston Martin, but being in the ballpark does not make you Joe DiMaggio. You might be Pee Wee Reese good, but not Joltin’ Joe good.
That extraordinary plant is mated to your choice of two transmissions: either a seven-speed manual or an eight-speed, paddle-shift automatic. Yes, one of them is a slush-box, but if it’s like the same unit found on “lesser” Vettes, (it is) it actually is a pretty good choice, although a full-blown semi-auto box should have been on offer.
Photo: Chevrolet.


Styling & Design
The 2019 Corvette ZR1’s appearance has been described as “aggressive,” which is sort of like saying a switchblade looks pointy. This thing is “aggressive” the way a gila monster is aggressive; like it’s going to champ onto your arm and never let go. The ZR1’s styling is largely driven by what the wind tunnel says it should be, which makes total sense, given the terminal velocity this thing can hit. The styling is, however, rather childish in its execution. It still looks like a Vette, that’s for sure, but one with a body kit Dominic Toretto would pick.
The front end is entirely new and designed to channel cooling air for the drivetrain’s massive thermal loads. The 2019 ZR1 has four new radiators, bringing the heat-exchanger total to 13. The hood is open in the middle to clear the LT5 engine’s supercharger/intercooler assembly and made of carbon-fiber. This new bodywork/aero package plus that fire-breathing engine make for a top speed of over 210 mph.
The ZR1 comes with two aero packages: a standard rear Low Wing, which gives you the highest top speed (obviously) and an available, two-way-adjustable High Wing that offers maximum downforce (obviously X 2). The adjustable High Wing is part of the new ZTK Performance Package, which also comes with a front splitter with carbon-fiber end caps, Michelin Pilot Sport Cup 2 summer-only tires, and specific chassis and Magnetic Ride Control tuning for greater cornering grip; plus an unending sense of regret that your Corvette has this hideous wing perched high off the back that would seem right at home on a slammed, stanced, totally rad, sick, and off-the-chain Honda Civic. Really Corvette people? Really? I know it makes (a ton of) downforce, but really?
Photo: Chevrolet.
Orange Fury
Speaking of questionable aesthetic choices: orange. Orange is one of those colors that few people are ambivalent about. Strangely, I am one of them, but boy howdy are the pictures of the new ZR1 orange. And I mean hit of Orange Sunshine LSD orange. Chevy calls the color Sebring Orange Tintcoat and it is, unsurprisingly, part of the Sebring Orange Design Package. The package also includes orange brake calipers, orange rocker and splitter accent stripes, orange seat belts, orange interior stitching, and bronze aluminum interior trim. No word on an orange-trimmed motion sickness bag.
The 2019 Corvette ZR1 goes on sale next spring and no, they didn’t mention the price. Would I buy one? Yes. A definite, hard maybe . . . with the low wing package.
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: Chevrolet.
Photos & Source: Chevrolet.



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Letter From The UK: The Workhorse And The Thoroughbred

Letter From The UK: The Workhorse And The Thoroughbred


In South West England, there is an area of outstanding natural beauty known as the Cotswolds. Nestling in bucolic countryside, ancient small villages built from honey-colored stone exist among hidden vales and byways where, at this autumnal time of year, Mother Nature is turning the trees from verdant green to rustic gold. Deep in the heart of this rural idyll lies Chedworth Roman Villa. This wonderful sympathetically restored house and grounds has given us an insight into how wealthy ancient Romans lived.
Visitors can see where the conquerors bathed and where they ate, how they heated their apartments, and can marvel at amazingly complete mosaic floors that all those centuries ago felt the slap of Roman sandals. We can truly walk in the footsteps of history.
Unexpected Outcomes
This is not all the Romans did for us. They also gave us roads. The UK was criss-crossed with cobbled arterial routes painstakingly built by Roman engineers and, no doubt, slave labor. Can you imagine what this was like? Britain was mostly forested in those days and those forests were filled with dangers; bears and wolves and angry, aggrieved woad-daubed Britons.
Some of these roads still exist today and one of them bypasses Chedworth Villa. The arrow-straight Fosse Way is today a two-lane blacktop. It is dangerous now for a different reason and regular users will often see the final resting place of cars in the adjacent hedgerows and ditches, usually because the driver’s determination exceeded his ability.
I wonder if those cohorts of Roman Legionaries, wearily tramping along the slick-wet cobbles, ever thought that, far into the future, an Australian and an Englishman could be seen nestled inside a blue missile, overtaking two heavy lorries at warp speed. The Australian is driving: his jaw set firm as his foot buries the pedal to the metal, grimly determined to coax out the blistering pace as meanwhile the Englishman sits quietly beside him and watches his past life flash before his eyes.
It’s all right. I didn’t die. I lived to tell you the tale of . . .

The Workhorse
The Mitsubishi Shogun is, at least in the UK, the last of its kind. An ageing dinosaur that has served, with distinction, many motorists and country dwellers in need of a true four-wheel drive automotive leviathan. It is huge and it has not changed for years, eschewing trendy features and swooping modern designs; it remains at heart a workhorse. It has all the aerodynamics of 1½ house bricks; it has a gruff 3.2-liter four-cylinder engine with 197 horsepower and a chunky 325 lb-ft. of torque.
I absolutely love it. If I offered a “Car Of The Year” award, it would win hands-down and I’ll tell you why:
If the occasion arose whereby you needed to take yourself, your family, a dog, a full-size grandfather clock, and your actual grandmother up the side of Mount Kilimanjaro in a blizzard, this is the vehicle you would need. In terms of off-road ability, it is up there with the best from the likes of Land Rover. It is robust yet simply engineered with a full compliment of high and low range gears and lockable differentials.
On the road, it has a modicum of pace and, on a drive around a tortuous country route, it surprisingly excels. I was able to maintain consistently high speeds. It is comfortable; sure, there is some wind noise from the massive mirrors but, at speed, the engine is hushed and the beast just eats up the miles. Despite the fact the rather thirsty engine is dated, Mitsubishi was able to lower the CO² emissions a bit – so there’s that.
We spent seven days with the mighty Shogun (and didn’t want to give it back) and one memorable day it took me to the outskirts of the quiet and peaceful Cotswold country town of Tetbury, where I was to be introduced to . . .

The Thoroughbred
A morning spent in the company of the McLaren brand is always something to look forward to. I was there to drive the new 570S Spider which, as you can see from my images, is stunning. Compared to the 570S Coupé, the Spider adds a neatly integrated, retractable hardtop that when lowered and automatically stowed between the passenger cage and the engine, delivers an immense driving experience – if your hair can cope.
There are no performance compromises because the Spider has, at its heart, the McLaren fiber MonoCell II chassis. It does not suffer any reduction in strength or stiffness in convertible guise, or indeed require any additional structural actions. The 3,799cc V8 maintains the same electrifying pace, dynamic excellence, and impressive refinement shared by its siblings. With 562 horsepower (hence 570S), it is arguably the most affable and easy-to-drive of the McLaren range, and it is more than enough for British roads, I can confirm.
Not being a small fellow I fell into, rather than climbed into, the driving seat. The Australian, no lightweight himself, rode shotgun on the outward leg of our run. Astonishingly easy to get to grips with, the Spider and I were soon as one. The cockpit is snug but very comfortable once seated and the driving position is, well, perfect. The steering changes direction at the merest hint of driver input.



The Yearning
The Australian and I were both in awe of the performance, with 62 mph from rest arriving in a scant 3.2 seconds. Remember, this is the baby of the family. In-gear performance was even more startling and we could really feel the downforce at work, but we both agreed there was something missing from the experience. With the hard top in position, it is possible to lower the rear glass window for fresh air and to harken to the aural delights of the V8 symphony, but therein lies the disappointment.
Certainly it is loud yet strangely sonorous; it lacked that excitement, that thrill, you get when a powerful engine is truly on song. On the overrun and downshifts, where were the pops, crackles, and bangs that we get with, say, the Jaguar F Type? At a basic UK starting price equivalent to $218,000 USD, we just craved for more drama.
Exiting the vehicle was even more ungainly than the entry. Not being in the first flush of youth, I had to extricate my long, elegant limbs in the manner of a real spider trying to get out of a porcelain bath. It wasn’t pretty and I had to insist, with added dire threats, that no photographs were taken.
Personal Decisions
Without a doubt the McLaren 570S Spider is a remarkable automotive engineering achievement. It has beauty in spades and is one of the finest cars it has ever been my privilege to drive, and I’ve driven plenty. The performance defies description and yet the experience left me wanting that indefinable “something more.” For around $160,000 less, I could instead own a Shogun. So dated and outmoded in so many ways, it nevertheless offers a lofty view of the motoring world around us. It will go anywhere and do everything. A thoroughbred does one thing and does it really well, but when there’s a life to live, it’s to the workhorse that I would turn.
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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2017 Volvo V90 Cross Country T6 AWD Review

2017 Volvo V90 Cross Country T6 AWD Review  



Wagons are a hard sell in the United States because of the lingering images of those huge, boxy ones from the 60s with their rear seats facing backwards. We aren’t sure why American automakers ever thought that was a good idea. Volvo has introduced a new V90 wagon for the U.S. market with two rows and plenty of storage for families. It’s a rare breed with no competition.
We recently drove the 2017 Volvo V90 Cross Country T6 AWD.
What’s New For 2017
The 2017 Volvo V90 Cross Country wagon is an all-new vehicle. Volvo’s V90 Cross Country is basically the S90 sedan in wagon form. It gets an increased cargo area, a raised ride height, and standard all-wheel drive.
Features & Options
The 2017 Volvo V90 Cross Country ($55,300) comes with a lengthy list of standard features including adaptive LED headlights, a hands-free power lift gate, a panoramic sunroof, adaptive cruise control, leather upholstery, heated front seats, navigation, Apple CarPlay and Android Auto, and a 10-speaker audio system. Extras include full LED headlights, headlight high-pressure cleaning, aluminum roof rails, roof spoiler, skid plate, wheel arch extensions, hill decent control, blind spot detection, and cross traffic alert. 
As you would expect, the V90 is loaded with other safety features including a rearview camera, rear parking sensors, collision mitigation with emergency braking, and lane departure warning and intervention.
The Convenience package ($1,950) added an automated parking feature, a 360-degree camera, heated washer nozzles, and ambient interior lighting. A rear air suspension system ($1,200), a heads-up display ($900), and a premium Bowers & Wilkins audio system ($3,200) were separate add-ons. Total MSRP including destination: $64,640.





Interior Highlights
The interior isn’t much different from that of the S90 we reviewed earlier this year. The cabin offers quality craftsmanship and materials, an elegant design, and front seats that are among the most supportive in any class. A 9-inch touchscreen serves as the central command for the navigation, phone, climate control, and audio functions. We had a fall snow storm hit the mountains west of Denver this week, allowing us to fully experience the heated steering wheel, heated seats, and high-pressure headlight washers, which kept our view clear at night.
Our tester came with a dark brown interior with dark walnut wood inlays, complete with chrome and metal accents wrapped across the big dash. The cabin will compete with the rival’s best examples from Germany.
The seats in the V90 Cross Country are wrapped in fine Nappa leather with lots of support and adjustments. The power side support and cushion extension make it conducive for long trips. We thought the driving position was more upright than usual, allowing a better view of the road. The “Start” knob on the center console fires up the engine, while the Sensus Touch feature controls the 9-inch touchscreen.
Back seats are appropriately contoured and well-cushioned, providing excellent support, though our taller passengers this week said there wasn’t much head clearance. They also had issue climbing into the back, saying it wasn’t the easiest task. Seat backs fold forward, increasing the luggage area’s capacity from the sedan’s 13.5 cubic feet of trunk space to 25 cubic feet for the new V90 wagon.







Engine & Fuel Mileage Specs
The V90 Cross Country is powered by a 2.0-liter four-cylinder engine that is both supercharged and turbocharged. It produces 316 horsepower and 295 lb-ft. of torque, and comes mated to an 8-speed Geartronic automatic transmission. EPA estimates come in at 22/30 city/highway and 25 combined mpg with the vehicle’s standard all-wheel drive system. 
Driving Dynamics
Like the S90 sedan, we didn’t think a smaller 2.0-liter displacement engine could move this big wagon, but the super and turbocharged engine had enough power for all driving situations. The V90 offers a satisfying experience and performance is adequate for a large family hauler. It offers up a comfortable and controlled ride, and when equipped with the optional air suspension, that comfort is maintained. The wagon also stayed level as we traveled twisty mountain roads this week.
Overall, the interior is a quiet place with its tight construction and active noise cancellation to keep any engine growl and city noise outside the cabin. The 8-speed automatic delivered a wide spread of gear ratios as we traveled up I-70 at elevation. At highway speeds, the V90 wagon delivers an efficiently relaxed experience. Finally, we put the all-wheel drive to use in about four inches of fresh snow that hit the mountains. The V90 powered through the slick mountain roads with complete composure and we didn’t detect any wheel slip.
Photo: Volvo Car Corporation.
Conclusion
The 2017 Volvo V90 Cross Country is better equipped than many luxury sedans, with plenty of cabin comforts and technical features. Safety is another reason to take a look at this family wagon as Volvo is known for safety. It also offers up all-wheel drive to make it an all-weather capable vehicle.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Volvo V90 Cross Country Gallery






































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Volvo V90 Cross Country Official Site.
Photos: Volvo Car Corporation.



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Supra Vs. Z4: The Fine Line Between Toyota & BMW Sports Cars

Supra Vs. Z4: The Fine Line Between Toyota & BMW Sports Cars The 2020 Toyota Supra is destined for greatness. But there’s a problem.
The BMW Z4 M40i is basically the same car albeit with a more powerful motor.
Which begs the question: when is a Toyota sports car not a BMW?
Where does one end and the other begin?
The much anticipated hype is over. In the immortal words of my colleague Tony Borroz, it’s time to stop frothing at the mouth since the 2020 Toyota Supra is finally here. And boy, what a journey it has been, huh? I’m pretty sure Toyota did everything possible to make the fifth-generation Supra a great car.
I must admit, the omission of a proper manual transmission is a heretical sin. But until a proper test drive is in place, I’ll allow the standard ZF-sourced eight-speed automatic to bask in the limelight. For now.
Carrying The Weight of The Car World
Younger generations might not realize, but the 2020 Toyota Supra is carrying a huge burden. Us older enthusiasts know the previous-gen A80 Toyota Supra is a legend, further bolstered by the popularity of The Fast and the Furious franchise. Which only means the new Supra has some huge shoes to fill. I bet it was feeling a bit nervous as the cover came off at the 2019 North American International Auto Show. Here’s a car not any bigger than the GT86, yet slated to be more popular than Toyota’s halo car, the Lexus LFA.
In my mind, it’s not exactly a big deal since the 2020 Toyota Supra is engineered with the right ingredients. It can easily become a great sports car. I mean, with a turbocharged 3.0-liter inline-six, rear-wheel drive, and a limited-slip differential, all the bases are practically covered.
But what I can’t get off my mind is how the Supra is remarkably similar to the 2019 BMW Z4.
2020 Toyota Supra. Photo: Toyota Motor Sales, U.S.A., Inc.
To answer the question outright, a #Toyota sports car is not a #BMW if it performs and feels like a proper #Supra.Click To TweetSame Car, Different Story
And if you’ve been reading about the new Z4, you probably know by now how it and the Supra are basically the same. We’ve all heard this before, right? The aforementioned Toyota 86 and the Subaru BRZ are the same car, much in the same way the Fiat 124 Spider is no different from the current-gen Mazda MX-5.
But unlike the Fiat and the Mazda that came with different engines (albeit with similar mechanicals), Toyota played it safe with the new Supra; similar to when they collaborated with Subaru in creating the 86/BRZ/FR-S.
Power Is Not Everything? Right?
Yes, but only if we’re talking about humdrum mini compacts or generic family sedans. When it comes to a new Toyota sports car bearing the Supra name, then no. Power IS everything! Especially in this day and age of ludicrously swift electric vehicles.
In order to prove this, let’s examine the Supra’s superstar predecessor: the A80 Toyota Supra. The A80 is motivated by the mighty 2JZ-GTE, which cranked out 326 horsepower courtesy of sequential turbocharging. Back in the day, it had more power than the Porsche 911 Turbo 3.6 and the E36 BMW M3.
And after 21 years of waiting, what do we get in the new Toyota Supra? 335 horsepower and 365 lb-ft. of torque. Looks impressive, right? Not until you find out how the 2019 BMW Z4 M40i churns out 382 horsepower and 369 lb-ft. of torque from the same inline-six.
Photo: BMW of North America, LLC.
Turning The Tables
We were talking about the return of a legend? Right? So why is the new Toyota Supra down in power versus the BMW Z4? This is more difficult to understand when you’re expecting the new Supra to be faster, more focused, more exciting, and brasher than the old model.
Sure, the lack in power can be remedied by bolting on a couple of go-fast engine parts, but what’s the point? Where I’m expecting the BMW Z4 to be the cruiser and grand tourer of the duo, it came out to be the athlete. The BMW Z4 M40i scoots to 60 mph in 3.9 seconds, while the Supra completes the job in 4.1 seconds. And this is despite the Toyota being a hardtop coupe.




Where I’m expecting the #BMW Z4 to be the cruiser and grand tourer of the duo, it came out to be the athlete. Click To TweetAnd The Styling, Oh The Styling!
The 2020 Toyota Supra is not a bad looking car. But it’s not exactly a looker, either. I didn’t appreciate the styling of the new Z4 when it came out. But now that the cat is out of the bag for the Supra, I’m beginning to think the BMW is better looking for the intended purpose. I know beauty relies on the eyes of the beholder, and some folks might find the comical grin of the Z4 to be polarizing to say the least.
Viewed from the rear, the new Toyota Supra looks fine, but the BMW has a better rump in my book. If only Toyota was kind enough to retain the front styling of the FT-1 Concept for the new Supra, things could be different now.
On a brighter note, the new Supra inherited some of the brilliant design elements of the FT-1 Concept, like the double-bubble roof and upward sweeping line that forms the bulbous and aggressive rear haunches. I’m not sure how difficult it is to turn a concept car into reality. But if Mazda can do it with the new 3 (which thankfully looks pretty similar to the Kai Concept), why not Toyota with the Supra?
The Toyota FT-1 Concept takes inspiration from the 2000GT, Celica, Supra, and FT-86 (Scion F-RS). Photo: Toyota Motor Sales, U.S.A., Inc.
Here I am expecting a wider, more aggressive, and larger sports car than the #Toyota 86. I definitely need to curb my expectations the next time around.Click To TweetDid The Z4 & The Supra Really Have To Be The Same?
Well, they’re not exactly that identical. The Supra is a smidgen longer at 172.44 inches compared to the BMW Z4, which has an overall length of 170.2 inches.
However, the Z4 is 10 millimeters wider than the Supra, and I find this surprising. Imagine my eureka moment when I found out the new Supra is not any longer or bigger than the smaller, softer, and less-focused GT86. And the 86 is a 2+2 coupe while the Supra is strictly a two-seater. Here I am expecting a wider, more aggressive, and larger sports car than the Toyota 86.
I definitely need to curb my expectations the next time around.
Based on initial impressions, you will think you’re sitting inside a BMW as you rest your bottom on the driver’s seat of the new Supra. If not for the Toyota badge on the steering wheel and some dashboard switchgear, the car would be talking to you in a thick German accent.




When Is A Toyota Sports Car Not A BMW?
To answer the question outright, a Toyota sports car is not a BMW if it performs and feels like a proper Supra. Toyota claims the torque output of the new Supra is available from low rpms, and the gear ratios of the ZF eight-speed are close enough for an exciting driving experience. Is this enough to mask the sensation of having less power than the Z4?
Only time will tell.
I was expecting nothing less than a significantly detuned version of the Lexus LFA for the 2020 Toyota Supra. We’ll see if Toyota did enough to make the Supra a more hardcore and focused version of the BMW Z4, which it is supposed to be in the first place.
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.
Photos & Sources: Toyota Motor Sales, U.S.A., Inc., BMW of North America, LLC.



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2019 BMW Z4: Turbo 4s & Straight 6s All Day

2019 BMW Z4: Turbo 4s & Straight 6s All Day The 2019 BMW Z4 features two new engines, one of which is nearly 400 horsepower. 
With a 50:50 weight distribution, curb weight comes in at 3,443 lbs.; GVW is 4,092 lbs.
The electrically-operated soft top can be opened in ten seconds at speeds up to 31 mph.
BMW is touting their latest Z4 roadster, fitting since it shares a lot of bits and pieces with the current show-stealer, Toyota’s new Supra. As hot and anticipated as that Supra is, it is best not to overlook what BMW is doing. It’s never a good idea to underestimate or overlook BMW.
Continued styling mistakes aside, they still make some of the hottest cars around.
Two Rights, No Wrongs
So, given that both the Z4 and the Supra will cost about the same (around $50k) the choice is up to you whether you’d like a German convertible or a Japanese coupe. Styling is a subjective matter, but it’s really hard to say that choosing one over the other would be “wrong.” How could buying a nearly 400 horsepower convertible be wrong?
Yes, like the “M” in BMW, the Z4 is all about dat motor baby!
Turbo 4s & Straight 6s
The 2019 BMW Z4 has a choice of two plants: a not-all-that-bad turbo four cylinder and a much more interesting straight-six that makes big power. The four-banger is a 2.0-liter TwinPower Turbocharged motor, getting a bump of 15 horsepower and 35 lb-ft. of torque over its predecessor. The 2.0-liter engine is now good enough for 255 horsepower and 295 lb-ft. of torque.
Bottom line, sprint-wise? Zero to 60 mph in 5.2 seconds. Like I said, not all that bad.
2019 BMW Z4 sDrive30i Roadster. Photo: BMW of North America, LLC.
The Other Sister
The other engine, the one you should be paying attention to (i.e. the gearhead engine), is a 3.0-liter straight-six said to have an appetite for revs. The six is up 47 horsepower over the outgoing mill and features a slew of cool tech. There’s a water-cooled exhaust manifold integrated into the cylinder head, for example; plus a quicker responding turbocharger and direct injection.
Bottom line for this engine: 382 horsepower and 369 lb-ft. of peak torque. 60 mph comes up in just 3.9 seconds. This thing must be a blast on an AutoX course or a twisty mountain road!
Transmission Tech: Sportier & Snappier
Either engine comes bolted to a standard eight-speed Steptronic Sport transmission with steering wheel shift paddles. These BMW trannys are really great these days, rivaling the overall quality and feel of the engines they’re mated to. Which is even more impressive when you realize this isn’t a semi-auto box either, but, in actuality, an automatic transmission that behaves (nearly) like a full manual.
Anyhoo, the current transmission has a wider ratio spread for sportier shifts and snappier acceleration. There’s also a transmission Launch Control (for even more fun from a standing start). BMW has tweaked the transmission a little bit more in the Z4 M40i with M-specific shift characteristics to complement the straight-six engine’s power delivery.
Related: Stand on it Stroker Ace! Another look at the 2019 BMW Z4.
Photo: BMW of North America, LLC.
Essential Foundations: Chassis & Suspension
The proportions have grown for the new Z4 in every area. It’s 3.3 inches longer, 2.9 inches wider, and 0.5 inches taller than its predecessor. The wheelbase drops by an inch but the tracks are wider (+3.86 inches in front and +2.45 inches in the rear). BMW rightfully says the 50:50 weight distribution enhances the new Z4’s agility.
Incidentally, the 2019 BMW Z4 utilizes a double-joint spring strut suspension in the front, and a new five-link rear suspension, a first for a BMW Roadster. The front suspension sub frame and control arm mounting points are more rigid, while the aluminum control arms and swivel bearings reduce unsprung weight. Out back, the rear suspension benefits from an aluminum and steel design.
Overall, the chassis of the Z4 is light, tight, and handles right, and is complimented by a smorgasbord of digital nannies. These helpmates and overseers ensure you don’t make a complete fool of yourself. If the Dynamic Stability Control, Dynamic Traction Control, Cornering Brake Control, Dynamic Brake Control, (oh and ABS) can’t keep you out of trouble, then I dunno what to say t’you son.
Maybe take the bus.





2020 BMW Z4 M40i Roadster
Naturally, there are even more goodies to be found on the Z4 M40i Roadster. There’s a chassis/drivetrain control system that comes in three modes. The Adaptive M Sport suspension features a 10 mm lower ride height and includes electronically-controlled dampers.
The M Sport rear differential, also electronically-controlled, sharpens that sporting edge further. The diff lock is controlled via an electric motor and equalizes torque distribution between the rear wheels. The idea is greater control through corners while reducing understeer and oversteer.
Pricing & Availability
The 2019 BMW Z4 comes in eight exterior colors, while the soft-top roof comes in black (standard) or Anthracite with silver effect as an option. No official word on cost, but current rumors are in the $50,000 neighborhood to start. That’s not bad; more than a Miata, but less than a Corvette convertible. It’d be hard to pass this one by. Expect it at BMW dealers in March.
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. 

2019 BMW Z4 sDrive30i
2020 BMW Z4 M40i
Vehicle Specifications
*inches unless noted


Length
170.7
170.7
Width
73.4
73.4
Height
51.4
51.4
Wheelbase
97.2
97.2
Turning Radius
18 ft.
18 ft.
Ground Clearance
4.7
4.7
Fuel Tank Capacity
13.7 gallons
13.7 gallons
Engine Specifications
2019 BMW Z4 sDrive30i
2020 BMW Z4 M40i
Drive Type
RWD
RWD
Engine Type
B46
B58
Stroke / Bore
94.6 / 82.0 mm
94.6 / 82.0 mm
Compression Rate
10.2
11.0
Valves per Cylinder
4
4
Recommended Fuel
Premium
Premuim
Engine Oil Capacity
5.25 quarts
6.5 quarts
Transmission Ratios
2019 BMW Z4 sDrive30i
2020 BMW Z4 M40i
1st
5.25
5.25
2nd
3.36
3.36
3rd
2.17
2.17
4th
1.32
1.32
5th
1.32
1.32
6th
1.00
1.00
7th
0.82
0.82
8th
0.64
0.64
Reverse
3.71
3.71
Final Drive
3.15
3.15
2019 BMW Z4 Gallery

















Photos & Source: BMW of North America, LLC.



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2020 VW Passat: Now With “Tornado” Lines

2020 VW Passat: Now With “Tornado” Lines The 2020 VW Passat strikes a balance between new technology and proven performance. 
VW says the new Passat’s design is coupe-like with a “tornado line” running through the car.  
The 2020 VW Passat is the very definition of a good run-around car. These are cars we buy for driving to work; or for our spouses or kids as they go off to college. We feel relieved when we, or someone we love, is behind the wheel of a good run-around car.
We don’t break the bank with the 2020 VW Passat, but we get enough for the commute. In a world where SUVs dominate and car lines are getting the boot, the 2020 Passat is a nice alternative for those who still want a “normal” sedan.
Let’s take a look.
Interior Treatments: For American Tastes
On the inside is where it really matters for the 2020 VW Passat. Eight years ago, VW spent considerable time redesigning the Passat for American buyers. Interior space, technology, and creature comforts topped the list. For 2020, this means a more contemporary instrument panel and a new glass-covered touchscreen. Every 2020 Passat comes with VW’s Car-Net technology, which integrates Apple CarPlay, Android Auto, and MirrorLink.
Three interior décor designs are available, based on trim, as are V-Tex leatherette and Nappa leather seating. Heated front and rear seats (with memory) and dual-zone climate controls are optional. Available convenience features include power-folding, heated side mirrors (also with memory), auto-dimming rearview mirror, remote start, and rain-sensing wipers.
Top trim models have a Fender Premium Audio system, which will make any long commute enjoyable.
2020 VW Passat interior layout. Photo: Volkswagen of America, Inc.
Styling & Design: The “Tornado” Line
The 2020 Passat retains the underpinnings of the previous model but the exterior is quite different. The grille, LED headlights and taillights, and badging are new, for example. VW makes note of the “dramatic tornado line” on the 2020 Passat, but don’t elaborate. VW alludes to the “coupe-like” profile, so maybe that’s it? Or perhaps that tornado line is referring to the actual roofline?
We’re not entirely sure, although it sounds cool, whatever it is and wherever it’s at.
Related: Good value for the money? Our full review of the 2019 VW Jetta.
Platform & Chassis: Carried Over From 2019
The technical aspects include a front suspension with damper struts, robust lower control arms, coil springs, and an anti-roll bar. At the rear, the four-link independent layout marries telescopic dampers and another anti-roll bar. The electro-mechanical power steering provides a healthy balance, making the 2020 Passat easier to control at all speeds.
17-inch wheels come standard, although more stylish 18- and 19-inch wheels are available.
Can you spot the “tornado line” VW is talking about? Photo: Volkswagen of America, Inc.
Power & Performance: Just Enough For The Drive
The 2020 VW Passat makes 174 horsepower from its 2.0-liter turbocharged engine with direct injection. With the new torque converter and corresponding software, torque output rises to 207 lb-ft. from 184. Power is sent to the front wheels via a six-speed automatic with Tiptronic. It’s not the most powerful thing in the world, but considering it’s an ideal run-around-town kind of car, the engine specs are plenty good.
No word on fuel economy yet, although the 2019 Passat comes in at 25/36 city/highway and 29 combined.
Safety & Security
As is the trend with vehicles today, the 2020 VW Passat loads up on active safety tech. Every Passat includes Forward Collision Warning, Autonomous Emergency Braking, Pedestrian Monitoring, and a Blind Spot Monitor with Rear Traffic Alert. Adaptive Cruise Control and Lane Assist help on the open road, while Park Assist is handy for the garage downtown.
Photo: Volkswagen of America, Inc.
Pricing & Availability
The 2020 VW Passat arrives this summer, complete with four trim levels and a launch-only Limited model. Pricing info is forthcoming, although the 2019 Passat starts at $26,090 after the destination fee.
The Volkswagen Chattanooga assembly plant has production honors.
Carl Anthony 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. Before returning to school, he simultaneously held product development and experiential marketing roles in the automotive industry.
2020 VW Passat Gallery














Photos & Source: Volkswagen of America, Inc.



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2019 Subaru STI S209: Small, Powerful & Rare

2019 Subaru STI S209: Small, Powerful & Rare The Subaru STI S209 debuts at the North American International Auto Show.
Flexible strut tower bar, Brembo brakes, and a powerful engine are among the highlights.  
First STI-crafted S-line performance vehicle set for the United States, although numbers are limited.
Oh baby! Here’s a tasty piece of automotive engineering: The Subaru WRX STi S209. Wait, scratch that. It is simply called the STi S209, or the 2019 Subaru Limited-Edition STI S209 if you want to be technical about it. But essentially it’s a big, fast WRX that will force your eyeballs back into your skull like a punch from Jackie Chan.
And, given the inherent goodness of the Subie’s always-on all-wheel-drive system, you can use the S209 all the time in any weather.
Small & Powerful
One could say – and I’m one that would – that the main gift Fuji Heavy Industries bestows upon the STI S209 is in the engine bay. That being 341 horsepower. That is a lot, by any measurement and, in a car this (relatively) small and light, that is a lot (a lot!) of power. Sure, the STI S209 has more going for it, but that number will be the only argument any number of potential buyers will need to hear. Potential buyers like any number of friends of mine in rally clubs spread across the USA.
So, besides the engine, what does the STI S209 have to offer? There are upgrades across the board. Upgrades in handling, aerodynamics, and driver engagement. The rally car also sports front, rear and side under spoilers, front bumper canards, and a carbon-fiber roof panel and rear wing.
Here is a look.
2019 Subaru Limited-Edition STI S209 in Crystal White Pearl. Photo: Subaru of America, Inc.
Essentially it's a big, fast #WRX that will force your eyeballs back into your skull like a punch from Jackie Chan.Click To TweetFender Flares & Brembo Brakes
For starters, the STI S209 now stands 1.7 inches wider than a standard WRX STI, clocking in at 72.4 inches overall. Like the WRX STI Nürburgring Challenge racecar that inspired it, the STI S209 has “expanded wide-body” exterior treatments. Fender flares for you old school types out there. Those flares are there to contain a wider front and rear track, the 19 x 9-inch forged BBS alloy wheels, and those big whopping 265/35 Dunlop SP Sport Maxx GT600A summer-only tires.
And please note those are summer-only. So you gravel racers will have to get your own shoes for rally purposes.
The big vents on the front fenders are there for additional engine cooling, while vents on the rear fenders correct air turbulence and reduce drag. Wanna stop? Course you do. Mash that center pedal and the Brembo brakes, with cross-drilled steel rotors and six-piston monoblock front calipers and two-piston monoblock rear calipers, will haul you down like the Incredible Hulk grabbed you by the trunk.
The upgraded high-friction pads bring improved fade-resistance to the party.
Photo: Subaru of America, Inc.
Essential Foundations: Flexible Versus Rigid
Specially-developed Bilstein shocks, stiffened coil springs, a 20mm rear stabilizer bar, and pillow-type bushings for the front and rear lateral links keep every corner under control. The chassis of the STI S209 is stiffer thanks to the front crossmember and rear subframes, although the front-strut tower bar and the front/rear draw stiffeners are flexible. Bear with me for a sec.
A flexible bar, unlike the usual rigid bar, is split and joined with a pillow ball joint in the center. This makes it longitudinally mobile while helping to laterally stiffen things up. Bottom line: optimal tire grip during lateral moments and a compliant ride during longitudinal moments. The draw stiffeners are there to apply tension between the body and crossmember for optimized chassis flex, upping stability while cornering. And all the while providing better ride, handling, and steering response. Slick!
Now, about all that power . . .
The Dunlop tires are a significant contributor to the maximum lateral grip of over 1.0 g. Photo: Subaru of America, Inc.
Inside The Engine Bay
Subie reworked the snot out of the EJ25 2.5-liter turbocharged boxer plant! For example, midrange torque gets a 10 percent bump at 3,600 rpm, so corner exits are higher. The STI turbocharger, manufactured by HKS, features a larger turbine and compressor for 18.0 psi of boost. The pistons are forged and the con rods are lighter and stronger. Other improvements include a new high-flow fuel pump, silicone turbo inlet duct, larger fuel injectors, an intercooler water spray system, and an STI-tuned engine control module.
There’s a serial number plate proudly displayed on the engine block. If that’s not enough, the mufflers deliver 17 percent less airflow resistance.
Transmission Tech & Drive Modes
The engine is paired with a close-ratio, six-speed manual transmission and Subaru’s famous Symmetrical All-Wheel Drive system. Duh. Front/rear limited-slip differentials, natch. The Driver Controlled Center Differential, Active Torque Vectoring, and the Multi-Mode Vehicle Dynamics Control system are also along for the ride.
The recalibrated SI-Drive system offers three modes: Intelligent (I) for better fuel economy and smoother power control; Sport (S) for balance between response and control; and Sport Sharp (S#) for the best acceleration times.





#Subie reworked the snot out of the 2.5-liter turbocharged boxer plant!Click To TweetSTI S209 Availability
The only real bad news (since Subie didn’t mention price) is that only 200 will be built. And after I get mine, there will be only 199 of them left for you, dear reader. So get in line now! Your color choices will be WR Blue Pearl with gray wheels and Crystal White Pearl with gold wheels.
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. 
2019 Subaru Limited-Edition STI S209
Measurement
Specifications

Horsepower
341
Overall Width
72.4 inches
Brembo Brakes
6-piston (Front) / 2-piston (Rear)
BBS Alloy Wheels
19 x 9-inches
Max Boost Pressure
18.0 psi
Scheduled Production
200 units
2019 Subaru STI S209 Gallery
































Photos & Source: Subaru of America, Inc., Subaru Tecnica International, Inc.



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2020 Toyota Supra: It’s Finally Here!

2020 Toyota Supra: It’s Finally Here! The 2020 Toyota Supra debuts at the North American International Auto Show.
After a long wait – 21 years in fact – Supra fans finally receive their unicorn.
Zero to 60 times are solid and the chassis setup is impressive.    
Okay, just calm down, calm down I say! The 2020 Toyota Supra is here. You will get your chance to bask in its glory, including tons of specs and performance numbers, in due time, but until then, you are going to have to calm down. You have been frothing at the mouth for this thing ever since . . . well, ever since the last one disappeared over 20 years ago.
And now it’s here.
Whispers In The Wind
There has been a racket all over the automotive world for more than a year now. First it was there might be a new Supra from Toyota. Then it was there will be a new Supra. Last year, Toyota teased us with a GR Supra Racing Concept. Then more and more details leaked (included a tasty partnership between Toyota and BMW), and now, here we are.
It was worth the wait.
Power & Performance: Torque On The Low End
The upcoming fifth generation Supra was developed by Toyota and GAZOO racing, the guys that won Le Mans last year and have Fernando Alonso as one of their drivers. And, as everyone hoped, it’s chock full of performance goodies, high-tech or otherwise.
The 2020 Toyota Supra is powered by a 3.0-liter turbocharged inline six, kicking out 335 horsepower and 365 lb-ft. of torque. Good numbers. Great numbers, actually, given the displacement of the engine and the not-really-big size of the car itself. ‘Yota says thanks to the arrangement of the twin-scroll turbocharger, direct fuel injection, and the intake and exhaust camshaft’s (continuously variable) timing, the bulk of that torque comes on from low engine speeds. Huzzah!
During development, the 2020 Toyota Supra was tested in France, Austria, Italy (including roads through the Alps), Germany (including the Nürburgring track), Sweden (ice and snow testing), the U.K., Japan, Australia, and the United States. Photo: Toyota Motor Sales, U.S.A., Inc.
Transmission Tech: Automatics Only
The mill is bolted to an eight-speed automatic with paddle shifters, giving manual control when desired. However, there is no manual option. Sorry. No. None. Yes, yes I know. And I have not heard if Toyota hearkens to your lamentations. You will have to make do with a slush-box, although it is one of those nice modern ones that brings quick shifts to the table. It’s about as close as you can get to a true double-clutch auto-manual.
I can understand this. Adding a semi-auto would have tacked on another ten grand to the price (I bet). The ratios within the eight-speed auto-box are said to be short (no hard numbers given) for the lower gears and, thanks to a Launch Control system, you get strong acceleration and traction out of the gate. Toyota says 60 mph comes up in 4.1 seconds. The whole shootin’ match tops out at an electronically-limited 155 mph. There must be a way to top that, but I’ll leave that up to the aftermarket.
And whether this combination of tech wizardry and forced induction works off the line as well as an old fashion V8, we will have to wait and see. It’s only a matter of time until these things start showing up at grudge night this coming fall.
Toyota President Akio Toyoda personally tested the 2020 Supra on the Nürburgring and other tracks during development. He said he wanted to make sure the new Supra far exceeded the expectations of eager fans. Photo: Toyota Motor Sales, U.S.A., Inc.
2020 Toyota Supra
Measurement
Preliminary Specs
*Inches unless otherwise noted
Zero to 60
4.1 Seconds
Curb Weight
3,397 lbs.
Wheelbase
97.2
Overall Width
73.0
Overall Height
50.9
Overall Length
172.5
Track Width (Front)
62.8
Track Width (Rear)
62.6
Higher Speeds, Lower Track Times
The 2020 Toyota Supra comes with two driving modes: Normal and Sport. Sport is all about on-track capability and keeping standard computer nannies like traction and stability control out of your way as the driver. Sport Mode also improves throttle response and increases steering weight, while providing snappier shifts and more aggressive active differential tuning. Oh, and Sport Mode amplifies the exhaust sound. Who cares what your neighbors think!
Here’s all you need to know about Normal Mode: Nothing. Toyota tells us absolutely zip, zero, nada, about Normal Mode. If it’s that unimportant, then why should I care? It’s probably just like driving a Corolla.
Did I say “active differential?” Why yes, yes I did! If you have already screwed around with a car with an active differential, then you will need no convincing that they are a thing of wonderment. The new Supra should turn-in like a snake. Toyota has set it up so an electric motor and multi-plate clutches within the diff control lateral torque. And, as you would expect, this active diff controls torque distribution while cornering.
End result: Greater momentum through a corner, higher speeds, and lower track times.
The active differential controls torque distribution between the rear wheels, under acceleration and braking, for more precise cornering. The active differential also reduces understeer and oversteer. Photo: Toyota Motor Sales, U.S.A., Inc.
Essential Foundations: Supra’s Chassis & Structure
The chassis is a classic setup, with structural rigidity, a low center of gravity, and 50:50 weight distribution among the focal points. There’s heavy steel bracing throughout. In fact, nine areas of the rear structure were identified as points to reinforce, which ultimately increase the Supra’s rigidity and neutral balance.
From there, Toyota specified the tuning for the new, double-joint spring strut front and multi-link rear suspension. Further, Toyota says the front subframe and control arm mounting points increase rigidity, while the aluminum control arms reduce unsprung weight. Standard is an Adaptive Variable Suspension system that immediately adjusts damping in response to driver input and road conditions.
The electric power steering is variable-assist, variable-ratio, and sport-tuned for precise handling.
Standard 19-inch forged alloy wheels include 255/35R19 tires up front, and 275/35R19 meats in the back. Said tires are Michelin Pilot Super Sports. Whoaing all this up comes by way of four-piston Brembo calipers, clamping on 13.7-inch rotors at the front.
2020 Toyota Supra Launch Edition. Photo: Toyota Motor Sales, U.S.A., Inc.
Pricing & Availability
The 2020 Toyota Supra will be available in two grades, the 3.0 and 3.0 Premium, as well as a Launch Edition based on the 3.0 Premium grade. Colors include Renaissance Red 2.0, Nitro Yellow, Downshift Blue, Phantom Matte Gray, Absolute Zero White, Tungsten Silver, Turbulence Gray, and Nocturnal Black.
Expect the new Supra this summer for a starting MSRP of $50,920. The initial 1,500 Launch Edition models start at $56,180. The 2020 Toyota Supra will be assembled at Magna Steyr in Graz, Austria.
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. 
2020 Toyota Supra
Model #
MSRP
Trim Levels & Starting MSRP
*Includes $930 Destination Fee


3.0
2372
$50,920
3.0 Premium
2374
$54,920
Launch Edition
2375
$56,180
2020 Toyota Supra Gallery















































Photos & Source: Toyota Motor Sales, U.S.A., Inc.



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