Automotive

2018 Audi A5 & S5: Performance Meets Design

Audi is an interesting company. They’re not consistently right, year after year, but when they do get it right, they really knock it out of the stadium. Ask Walter Rohrl or Michelle Mouton. Ask anyone who’s gone up against an R8 on a rainy stretch of road.

Further, look at Audi’s 5 series.

The 5 models, the A5 and higher performing S5, are in a very difficult arena: The sport coupe market. It’s crowded. The margins are thin. It’s hard to stand out. It’s all too easy to go for bland; bland styling, bland performance, bland epitaphs on your product’s headstone.

First Impressions

Audi confidently strode into this ring the same way they rolled on to the grid at Le Mans. The 5 showed up like Roddy Piper in They Live. The A5 and S5 were there to kick some and chew bubblegum, and they were all out of bubble gum.

When they debuted, I was living in Seattle (a hot bed for Audis, given the obviously poor driving conditions 460 days of the year). I saw them in the press. Then, seemingly 24 minutes later, I saw them on the roads. They were everywhere. They were silver or gray or black. They were hauling it across the 520 (final destination: Microsoft campus) in a miserable drizzle. They were all piloted by guys that looked like junior marketing execs with attitudes – hey, nobody’s perfect, not even Audi. Besides, a sale is a sale.

And now, here we are, some years later, and the Ingolstadt company is still on a roll with their mid-sized coupes. Ta-dah: The new 2018 Audi A5 and S5. In a lot of ways, they’re like their original antecedent, but better.

Design Language

Audi says they have retained the “classic design details.” Leave it to Audi to call their original, first gen design that’s only a few years old as “classic.” Don’t pat yourself on the back too hard Audi, you’ll dislocate a shoulder. They point out how the new cars retain the original power dome and the “wave-design” shoulder line, speaking of shoulders. Both of which are good details, and the shoulders are rather handsome.

And that little wave trick does take away any chance of it looking slab-sided and clumsy.

There’s a slew of standard goodies too.

There’s standard Xenon plus headlights with LED daytime running lights or available full LED headlights and standard LED taillights with dynamic rear turn signals. Not sure what’s dynamic about them, but I’m guessing it’s something like Mercury Cougars had back in 1970. Only German!

18-inch 10-spoke-dynamic design wheels with all-season tires are standard but 19-inch multi-spoke design wheels with contrasting gray/polished finish are available on A5 models. The S5 gets standard 18-inch Audi Sport 5-double-spoke-star design wheels with summer performance tires. Or you can choose 19-inch 5-spoke-Cavo design wheels with contrasting gray/polished finish when you go with the performance model.

The standard perks continue in the cabin as well.

Interior Layout

There’s a three-spoke multi-function steering wheel with shift paddles on the A5; three-spoke multi-function flat-bottom sport steering wheel with shift paddles on the S5, because race cars have flat bottom steering wheels, and one wants to feel racy. Doesn’t one? Oh, and get used to the shift paddles, all you whining luddites decrying the lack of a stick. Deal with the change. Deal. There were people like you 50 years ago whining about transmissions going fully synchromesh. Sheesh!

The three-zone automatic climate control with wing-design, wrap-around dashboard and diffuser air vents is also standard. I’m assuming that third zone is for the passengers trapped, er, wadded, er, cozily ensconced in the rear “seats.”

Speaking of seats, the driver’s seat is eight-way power with four-way power lumbar adjustments on the A5. Standard, natch. The S5 gets S sport seats with contrast diamond stitching, pneumatic side bolsters, and massage function. Also standard. Also natch. There’s a standard panoramic sunroof that adds light to the cabin – and also adds weight, way up high. But I won’t go on a Colin Chapman inspired rant about weight and performance. Oh no. Not me.

Ambient LED lighting is standard; there is also an ambient LED lighting plus package with 30 color settings available if you want to go full Pink Floyd Lazarium I guess.

Finally, there are standard Aluminum Trimaran inlays. Last I checked, a trimaran was a kind of sailboat, but whatevs, I’m a sucker for the styling power of aluminum. If you’re not, there’s also High-gloss Dark Brown Walnut Wood or Natural Gray Oak inlays available on the A5 and standard brushed Aluminum or available Carbon Atlas inlays on the S5.

Now, roll up your sleeves and pick the grease out from under your nails, and follow me to the engine bay, por favor.

Similar to the previous generation, the 2018 Audi S5 has available sport adaptive damping suspension with a new suspension control unit. This unit houses the software for suspension and damping control plus the sensors for measuring acceleration and yaw rates. Additionally, the 2018 Audi S5 has a dynamic steering system. It acts as a variable steering ratio and adjusts based on vehicle speed and/or the Audi drive select setting. Photo: Audi of America.

Engine & Powertrain

Underneath that Hugo Boss-like aluminum skin is where things get interesting. For starters, there’s two new engines available. There’s a TFSI four-cylinder plant in the A5 and a big whomper of a TFSI V6 for the S5.

The A5 is equipped with a 2.0-liter TFSI four-cylinder engine, coupled with either a seven-speed S tronic dual-clutch automatic transmission or a six-speed manual transmission. Okay, forget what I said about the lack of a stick earlier. My bad. Sorry. But still, get the dual clutch with the paddle shifters, you bulgy browridge’d luddites. Anyway, said engine cranks out 252 horsepower and 273 lb-ft. of torque, which is good enough for a sprint to 60 mph in 5.6 seconds for the S tronic; 5.7 seconds for the manual.

And that’s the “normal” model, if you will. The standard Audi drive select actually has four different modes that change up the car’s personality: comfort, auto, dynamic, and individual.

The S5, on the other hand, comes with a completely new 3.0 TFSI V6 mill reeling out 354 horsepower and 369 lb-ft. of torque. Impressive, no? 0-60? How does 4.4 seconds sound? Sounds good to me. The 2018 S5 is also available with an eight-speed Tiptronic automatic transmission that is “well suited for the low end torque of the new 3.0-liter TFSI engine,” according to Audi.

Available sport suspension on the 2018 Audi A5 lowers ride height by approximately 23 mm and utilizes different tubular anti-roll bars, dampers, and linear-rate springs. Available comfort adaptive damping suspension lowers ride height by 10 mm and uses continuous electronic damper control to enable the various suspension and damping combinations that make up the Audi drive select modes. Photo: Audi of America.

Quattro Magic

And, as with all Audis since time immemorial (or at least since the late 70s), all of the 5 models come standard with quattro all-wheel drive. A5 models equipped with the S tronic transmission and S5 models with the Tiptronic automatic put the grunt to the tarmac via a self-locking center diff, with a basic ratio of 40:60 front to rear, and wheel-selective torque control.

Any of the six-speed manual cars offer the new quattro with “ultra” technology. (Really? You registered the syllable “ultra” as a trademark?) There’s an electronically controlled multi-plate clutch along with a decoupling rear axle differential that gives you fully variable torque distribution. This system proactively modifies the torque application according to the road conditions or driver demands.

The S5 with the S sport package and quattro sport differential will actively split torque between the wheels of the rear axle, with the ability to direct nearly all torque to one wheel. It’s sort of like the Ferrari E-Diff that applies power differences laterally and on the fly to help you turn in and corner better.

Price? Audi doesn’t say. But you know what Gatsby said: “the rich are different from you and me, Nick,” and you know he’s right. Probably not too bad on the final tab, but still, it won’t be cheap.

Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

2018 Audi A5 Gallery

2018 Audi S5 Gallery

Audi Performance Charts & Figures

Photos & Source: Audi of America.

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Lexus Bringing New Concepts & Technology to NAIAS

The North American International Auto Show begins next week at the Cobo Center in Detroit, Michigan, and Lexus will have a new display. The automaker will showcase their latest technology, engineering, and safety through an interactive experience for attendees.

The focal point for Lexus is the all-new, fifth-generation 2018 LS flagship sedan, making its world debut this year at NAIAS. Interestingly enough, the LS first premiered in Detroit in 1989, signifying the birth of Lexus. The new LS is expected to have an impressive ride, dynamic performance, and increased comfort.

According to Lexus, it has a “coupe-like silhouette that does not compromise interior roominess or visionary technology.”

The 2018 Lexus LS is constructed on an extended version of the automaker’s all-new global architecture for luxury vehicles, known as “GA–L” or “premium rear-wheel drive platform.” The same design is shared with the Lexus LC, which goes on sale this year, and represents much of the direction the brand is heading in terms of styling and performance.

Elsewhere in the Lexus display, visitors will find the UX Concept. The compact crossover first appeared in September at the Paris Motor Show and comes to North America for the first time in Detroit next week. The UX Concept is unique in how it blends the aggressive looks of a 4×4 with a ground clearance and driving position similar to most coupes.

The vehicle seats four and features a 3-D Human Machine Interface. The UX Concept will also highlight Lexus’ Kinetic Seat Concept, a design that functions ergonomically and operates strategically for a more comfortable driving position.

The North American International Auto Show begins next week with press and industry specific events, but opens to the public on January 14th. The Lexus exhibit will feature 14 vehicles across 18,120 sq. ft. of space.

Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

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

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Lamborghini Aventador S: Same Old Siren’s Song?

Since about the time of the Lamborghini Diablo, the Sant’Agata Bolognese based company has been fighting against the impression that their cars are engine first, last, and always.

And with their latest, the Aventador S, they go on at great length about the chassis, and aerodynamics this and that, to say “it’s not all about the engine.”

Codswallop.

Look. There’s a lot of cool tech throughout this newest Lambo, and I’ll get to that, but the only thing from their press materials that’s really going to have any true meaning is this:

“More powerful naturally aspirated V12 engine outputting 740 horsepower.”

For those of you lacking a sense of history (e.g. Americans) I’ll put that into perspective: That is about what an Indy car from the late 80s was cranking out. The thought that Lamborghini, along with their bosses at Audi (Audi bought the Italian company a while back (which is why their quality jumped noticeably 6 months later)), will gladly sell a car that is the road-going equivalent of an Indy car from not that long ago is simultaneously inspiring and alarming.

The Lamborghini Aventador’s naturally aspirated twelve cylinder, 6.5 liter engine creates over 500 lb-ft. of torque, with an additional 40 horsepower over its predecessor. Variable Valve Timing and a Variable Intake System are optimized for increased performance. Furthermore, maximum engine revs have been boosted from 8,350 to 8,500 rpm while a dry weight of just 3,472 lbs. provides excellent power-to-weight ratio. Photo: Automobili Lamborghini

Exercise Caution

Look, we (and I’ll speak for every last one of us here at Automoblog) would gladly, gladly, take the keys from any Lamborghini rep naive and trusting enough to hand them over to us. (If, by any chance you are a Lamborghini rep, please contact either Chris Burdick or Carl Anthony at this website. Thank you.) But we’re different. We are, after all, professionals.

We have been around cars like this most of our adult lives (if not longer) and the chances of us doing something monumentally stupid like wrapping a shiny red, brand new Lamborghini Aventador S around a telephone pole are much, much lower than most people. I think.

But to give, okay, sell (even at a stratospheric price) to just any rich guy with a swollen bank account and glands and a commensurately atrophied brain is sort of a disturbing prospect. Yes, there are all these very keen gizmos on the new V12 Lamborghini flagship designed to keep it stuck to the ground and pointed in a life-giving direction.

But technology can only do so much, although thankfully, Lamborghini has put a lot into play here.

The Lamborghini Aventador S has four different driving modes: STRADA, SPORT, CORSA, and a new EGO mode, which change the dynamics of the engine, transmission, steering, and suspension. STRADA is for daily use, SPORT gives an athletic, rear-wheel drive feel, and CORSA is meant for the track. EGO provides several additional and individual set-up profiles, based on a driver’s preferences. Preferred settings for things like traction, steering, and suspension within the STRADA, SPORT, and CORSA modes can be set. Photo: Automobili Lamborghini.

Athletic Agility

The Lamborghini Aventador S has a new four-wheel steering system, for example, that enhances lateral control and responsiveness, especially when taking corners. Yes, it’s the first time on a series production Lamborghini, but I also note that Ferrari rolled out a 4WS system on their TdF variant of the F12 Berlinetta (a car that’s a little long in the wheelbase). And since Lamborghini was founded on “to hell with Enzo, I can do it better myself!!” it’s not surprising to find it turning up here.

Besides, Lamborghini has traditionally been a little tail happy, so anything to keep the rear under control sounds like a good idea.

The system is said to provide improved agility at low and medium speeds and more stability at higher speeds. Yay. The front axle is specially adapted to integrate with the active Lamborghini Rear-wheel Steering (LRS) on the rear axle: two separate actuators react in five milliseconds to any steering movements, allowing a real-time angle and cornering stiffness adjustment.

When tooling around town, the rear wheels face in opposite direction to the steering angle of the fronts, thereby virtually reducing the wheelbase. You know, sort of like trucks on a skateboard. With less steering wheel angle required, the Aventador S is more agile with a reduced turning radius, ensuring higher performance in curves and making it easy to maneuver in town and at lower speeds.

At higher speeds though, both front and rear wheels share the same steering angle, thus virtually extending the wheelbase. Lamborghini says this provides increased stability, optimizing the responsiveness of the car. Effectively, this high speed four-wheel steering scheme means the car crabs a little on purpose.

Lamborghini’s updated pushrod and Lamborghini Magneto-rheological Suspension (LMS) provide “vertical control,” and are engineered to accommodate the new four-wheel steering. The new suspension geometry, optimized for Lamborghini Rear-wheel Steering, includes an upper and lower arm and wheel carrier to reduce caster and load on the system. A new real-time variable damping system optimizes wheel and body control, while ground stiffness is maximized. Lastly, new rear springs create additional balance for exceptional driving dynamics. Photo: Automobili Lamborghini.

Not So Much

Now, as far as the overall design and aerodynamics are concerned, the new Lamborghini Aventador S is subtle and refined and . . . sorry, who am I trying to kid. The Lamborghini Aventador S is, like all Lambos, about as subtle and refined as a meat axe.

Remember this crucial exchange between Bruce and Alfred from The Dark Night:

Alfred Pennyworth: Will you be wanting the Batpod, sir?

Bruce Wayne: In the middle of the day, Alfred? Not very subtle.

Alfred Pennyworth: The Lamborghini, then?

[with deadpan sarcasm]

Alfred Pennyworth: Much more subtle.

That is the design aesthetic that applies here.

The Aventador S features a number of exterior developments, particularly at the front and rear. Which follows if, aero-wise, you want to keep the thing stuck to the pavement. A more aggressive nose with a longer front splitter redirects airflow for better aerodynamic efficiency and cooling. The rear of the Aventador S is dominated by a black diffuser, which is available on request in carbon fiber because Lambo are a bunch of cheapskates and don’t just make it out of that from the get go.

The Lamborghini Aventador S features a new exhaust system developed through an extensive R&D project. It endured heavy testing in order to achieve the desired sound and properly resonate the engine notes of the V12. The new exhaust is 20 percent lighter and easily noticeable at the rear of the vehicle with its three pipe design. Photo: Automobili Lamborghini.

Angelically Fast

The new diffuser has a number of vertical fins that amplify the airflow, reduce drag through pressure recovery and, most importantly, generate downforce. Three single exhaust outlets exit through the rear bumper, and, c’mon, look totally cool. The rear wing is active, meaning it’s movable in three positions depending on speed and drive mode. It optimizes the car’s overall balance, and works with vortex generators at the front and rear of the underbody to maximize air flow as well as assist in brake cooling.

All this adds up to a downforce improvement of more than 130% over the previous Aventador. The overall efficiency at high downforce is improved by over 50%, and in low drag by more than 400% compared to the previous model. Impressive. All this adds up to a 0-100km/h dash in 2.9 seconds, and a top speed of 350 km/h, which translates to “alarmingly quick” and “angelically fast.”

In the words of Han Solo, “she’s fast enough for you old man.”

Or, in the words of Automobili Lamborghini Chairman and Chief Executive Officer Stefano Domenicali, “this is the next generation Aventador as well as the expression of new technological and performance milestones in super sports car development. The Aventador S is visionary design, cutting-edge technology, and driving dynamics in pure harmony, and elevates the concept of super sports cars to a new level.”

And yes, that would be the Stefano Domenicali that used to run Ferrari’s Grand Prix team. So he knows whence he speaks.

Tony Borroz has spent his entire life around 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.

Photos & Source: Automobili Lamborghini.

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BMW Debuts “Smart Glasses” To Assist Technicians In The Field

BMW Debuts “Smart Glasses” To Assist Technicians In The Field BMW is introducing new technology across its dealer network for technicians in the shop.
New “smart glasses” are part of a larger system to help technicians work more efficiently.
The glasses and corresponding technology programs will be available later this month.
BMW is getting into the augmented reality game. BMW plans to use the visual overlay technology in their North American dealerships to reduce repair and maintenance times; thereby increasing overall workshop efficiency and, eventually, improving customer satisfaction. Yes, this applies to MINI Dealers as well.
And no, you, the driver, do not get to wear them while you’re driving. This is about your car, not you specifically as the driver.
We covered this last year when Porsche jumped into the augmented reality game in much the same way. BMW’s plan is called the Technical Support & Research Assistant or TSARA. The AR glasses are called TSARAVision Smart Glasses. Yeah, no, really, TSARAVision. Let’s look beyond that for the time being and delve a little deeper into what the Bavarians are up to.
What Is BMW’s TSARA System?
TSARA is BMW’s new online case-reporting system and not to be confused with Tristan Tzara, the DadAist poet (although it might be fun if you do). BMW’s TSARA aims to speed up the repair and maintenance process by 70 to 75 percent. They aim to do this via an instinctive and mechanic-friendly interface that supplies faster case-entries (handy for book keeping) and full multimedia support. In a nutshell, TSARA aims to provide technicians in the field (i.e. mechanics in dealer repair shops throughout the country) quick and trouble-free access to technical information.
This includes a live link to BMW engineers in real time for further technical support. All of this is part of BMW’s new Technical Information System, or TIS 2.0.
BMW’s new Technical Information System is a multimedia platform for this kind of technician support. It was developed in-house with feedback from technicians in the field by BMW North America, and can be accessed by dealer personnel on any mobile device. When accessed, it puts all technical data for every BMW and MINI model at the technician’s fingertips. This helps mechanics from having to stop in the middle of jobs to flip through shop manuals, or dial up diagrams and such on computer terminals.
BMW is debuting three new dealer support systems: Technical Information System (TIS 2.0), Technical Support & Research Assistant (TSARA), and the TSARAVision Smart Glasses. Each provide technicians with faster access to information and a real-time link to engineers. Photo: BMW of North America LLC.
How Do BMW’s Smart Glasses Work?
Once hooked up, technicians can collaboratively work through a given issue to resolve it faster and more efficiently. If need be, the expert on the other end will project technical bulletins and schematic drawings onto the display inside the technician’s glasses with step-by-step guides. Technicians can also take screen shots and enlarge images, which sounds real handy.
I know what you’re thinking. “What about greasy fingers covered in gunk pushing all those sensitive buttons?” BMW is way ahead of you. The mechanic can open and view documents via voice instructions right in the middle of working on your car. Think of it as BMW’s own internal version of Amazon’s Alexa.
“TIS 2.0, TSARA, and the TSARAVision Smart Glasses are great examples of how we are applying new technologies to help BMW technicians work more efficiently and further our commitment to offer the best possible service experience for BMW customers,” said Claus Eberhart, Vice President, Aftersales, BMW of North America. “By solving issues faster, BMW dealers can get customers back into their cars sooner.”
Photo: BMW of North America, LLC.
Change For The Better
TSARA is much more efficient than sending in electronic forms or uploading photos, or explaining complex technical issues over the phone. “No … no, right next to that. There’s a notch and I think it has to be … ” will soon be a thing of the past. At least at all 347 BMW and MINI dealerships. And BMW was fiscally smart too, using available, off-the-shelf components like Realwear HMT-1 Smart Glasses and Ubimax Augmented Reality Software. However, despite the new technology, there is still a need for good technicians.
“Vehicle technology is becoming more complex, which only highlights the need for excellent technicians,” said Neal Guthrie, Department Head for Technical Service, BMW of North America. “Hiring top technicians and providing them with the best possible systems and tools with which to work will be critical to our success.”
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.
Photos & Source: BMW of North America, LLC.

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Inside The 2020 Nissan GT-R NISMO’s Brembo Braking System

Inside The 2020 Nissan GT-R NISMO’s Brembo Braking System Two engineering teams. One incredibly fast car. Decades of Motorsport experience on the table.
Brembo and Nissan hit the drawing board for one of the most robust braking systems on the market.
From bright yellow paint to cooling holes, here is a look at the GT-R NISMO’s Brembo braking system.
The 2020 Nissan GT-R NISMO’s engine is homemade; hand-assembled in a special clean room by skilled technicians known as Takumi craftsmen. With a turbocharger design inspired by the GT-R GT3 race car, a six-speed dual-clutch transmission, and numerous weight reduction measures throughout, the GT-R NISMO is as much monster as it is machine. This explains the Godzilla moniker. When you’re running around with 600 horsepower and 481 lb-ft. of torque, you will crush any roadway.
But keeping it all under control? That’s another story.
As we wade through the buildings toward the center of town, here’s a look at the 2020 Nissan GT-R NISMO’s Brembo Braking System.
2020 Nissan GT-R NISMO: Setting The Stage
A larger, more robust braking system was necessary to rein in the fire-breathing dragon that is the GT-R NISMO. Development teams from Brembo and Nissan hit the drawing board, envisioning a carbon ceramic system accented by bespoke calipers. Engineers from both teams elaborated on ways to make the components more durable, more responsive, and ultimately lighter.
“The bar is always higher on the next generation of a vehicle,” explained Dan Sandberg, Brembo North America President and CEO. “The GT-R NISMO is lighter than its predecessor, the 600 horsepower being the biggest difference compared to the last generation.”
Carbon fiber decorates a large area of the new GT-R NISMO’s body. The front and rear bumpers, front fenders, hood, roof, side sill covers, trunk, and rear spoiler are all carbon fiber. Usage of the material here cuts 23 lbs. from the car, with another 44 lbs. shaved off through other upgrades and new components. Cutting weight means the engine’s power (resulting from a twin-turbo in this instance) is all that much more effective. And thus, the braking system must be too.
“The process, like with many of our customers, especially on a second-generation project, is to improve driver feel and stopping power while contributing to the weight loss of the overall vehicle,” Sandberg said.
Development teams from Brembo and Nissan worked together on the carbon ceramic braking system for the 2020 Nissan GT-R NISMO. A larger, more robust system was necessary to handle the car’s performance increase. Photo: Nissan North America.
The Benefit of Experience
Brembo stops rocket ships like the 2020 Nissan GT-R NISMO on the daily. The company’s namesake is associated with the world’s most powerful racing machines already, like Formula 1 and Indy cars. Brembo holds more than 400 Motorsport titles and championships; and each has given the brake manufacturer a unique perspective when it comes to road-going cars. For example, Brembo was able to leverage their experience as the brake supplier of the latest generation of GT-R NISMO race cars.
“Even though those brake components, per GT series rules, were cast iron, there were lessons to be learned that were brought forward to the street cars,” Sandberg said. “Like equalizing the pressure across the pads; wear rates of the pads, and overall brake feel through proportioning of front-to-back brake pressure.”
He elaborated further, referencing Brembo’s extensive history in Formula 1 and at Le Mans.
“It aided in the design of this system for the GT-R NISMO,” Sandberg continued. “Take the Formula 1 extremes of a sprint race, combine the data for longevity by winning Le Mans on one set of discs and pads, and you have some good data to engineer a brake system for a road car.”
“The drilled and vented rotor is the best of the best when it comes to maximum stopping power and driver control,” Sandberg said.
The Magic Formula
Sandberg notes that in the last decade, braking distances in Formula 1 have dropped by 22 percent, with the amount of time drivers spend on the brakes down 15 percent. The pattern is significant in the sense that even though drivers are spending more time on the accelerator, braking is all that much more valuable. To better match the driver’s demands, Brembo’s Formula 1 systems have jumped from 200 cooling holes to 1,400, a 600 percent increase.
“The data gleaned from our Motorsport activities shows us how our brakes hold up, perform, and endure under extreme conditions,” Sandberg said. “For example, we know that Formula 1 brakes are ‘happiest’ when operating from 450 °C to 1,000 °C. To think we get 1,400, 2.5 millimeter holes in a Formula 1 rotor that measures 278 millimeters in diameter for cooling is pretty remarkable.”
Related: When Enzo Ferrari came calling: walking through Brembo’s storied past.
Keeping It Cool
With a hot car like the 2020 Nissan GT-R NISMO, keeping the temperature down is a challenge. It’s one thing for the calipers and the discs to look cool (and they do), it’s another for them to actually be cool. Engineers from Brembo and Nissan spent a considerable amount of time making sure the new system could breath accordingly. Doing so was paramount and, like in Formula 1, the cooling holes came into play.
“On a race car there are great efforts taken to get maximum air to cool the brakes, while not disrupting the aerodynamics of the vehicle – the overall flow of air over the car,” Sandberg explained. “On a road car, it is more difficult to get maximum cooling to the brakes. Therefore, the available air is used through cooling holes and vents in the disc as well as by the design of the caliper.”
The 2020 Nissan GT-R NISMO employs a carbon ceramic braking system, a material that better withstands high temperatures. Carbon ceramic brakes are also less likely to corrode when in contact with water or salt. Photo: Nissan North America.
By The Numbers
The eye candy comes by way of the aluminum monoblock six-piston calipers in front, joined by massive carbon ceramic discs, the largest Brembo discs on a sports car yet. The caliper employs muscular “tubes” at the top to maximize stiffness and rigidity. The caliper is a bit slimmer to accommodate the hulking discs, which measure 16.14 x 1.5-inches (410 mm x 38 mm). Despite the size of the carbon ceramic discs, they are still 18 lbs. (-15%) lighter when compared to a cast iron setup.
“The six pistons within the caliper have staggered diameters: 28-32-38 millimeters to assure consistent brake pressure across the brake pad surface for excellent stopping power,” Sandberg said. “In addition, the aluminum bell that connects the carbon ceramic disc to the hub is very lightweight but engineered for additional strength.”
At the rear, the four-piston, aluminum monoblock calipers measure 30 millimeters. They are married to carbon ceramic discs measuring 15.35 x 1.26 inches (390 mm x 32 mm). In total, the system cuts 35 lbs. of unsprung weight from the GT-R NISMO. A lighter system means the GT-R NISMO’s handling and agility increases, especially through corners. And they don’t look half bad either.
“When you combine the size and dark grey color of the rotor with the brilliant yellow caliper, you have a great looking system that projects through the 20-inch, nine-spoke wheels,” Sandberg said.
The calipers receive an unmistakable bright yellow paint that resists temperatures of more than 1,832 degrees Fahrenheit. Photo: Nissan North America.
Related: Godzilla gets bigger teeth for 2020 with the new GT-R NISMO.
Finding Balance: Mild & Wild
Hiroshi Tamura, Chief Product Specialist for the GT-R, says despite the car being a quintessential picture of performance, it can be driven normally. Nissan packaged race-proven technology in a way that accommodates drivers of any skill level, from novice to professional. On the inside, the GT-R’s front seats hold the shoulder blades and lower body more firmly versus the prior generation. Such a design is ideal, be it on the racetrack or down the boulevard.
“The new NISMO has been brought to a new level, with enhanced engine, handling, braking, and aerodynamics,” Tamura said, explaining further how the GT-R’s capabilities derive from “making small tweaks to squeeze out as much as possible from the engine and chassis.”
For example, Nissan’s engineers spent a fair amount of time programming the “shift schedules” of the GT-R’s transmission. Opting for this surgical approach means the GT-R adjusts its shift points based on what a driver needs at that exact moment. Enhancements like this allow the GT-R NISMO to handle everyday roads and racetracks alike.
2020 Nissan GT-R NISMO interior layout. Photo: Nissan North America.
Bring Your Helmet
Similar to the transmission, the braking system must adapt to different styles of driving. Sandberg notes that drivers will often enjoy a day at the track with their beloved performance car. “Just bring your helmet,” he said, explaining how customers of high-performance vehicles are always curious as to what they can do in a controlled environment. The challenge for Bermbo’s engineers is to accommodate intense braking on a hairpin turn one moment – say from 150 to 50 mph – to rudimentary stop-and-go city driving at modest speeds.
“We have to account for that with the brake system,” Sandberg explained. “To increase the challenge, they drive home with that car; therefore the brake system has to be quiet and compliant for that commute. The expectations for the brake system is quite diverse, requiring not only performance but impressive NVH characteristics.”
“The 2020 GT-R NISMO has evolved into a balanced, yet extreme, performance car,” Tamura said. “Pursuing driving pleasure is the most important concept behind GT-R, and the new NISMO’s performance suggest it is a car that belongs on the race track – but is also at home on the open road.”
2020 Nissan GT-R NISMO. Photo: Nissan North America.
Out of The Bag
The 2020 Nissan GT-R NISMO still very much embodies the Japanese expression “to wear a cat on one’s head.” The idiom is a reference to pretending to be nice, or as a cat might hide their teeth and claws until the moment it pounces. Rest assured, the GT-R NISMO can and does pounce, to the tune of two turbos and a special “R Mode” that is the stuff of dreams (or nightmares, depending on your vantage point).
Perhaps this is the inherent joy in cars like the Nissan GT-R NISMO? Cruise down main street one day; down a backstretch the next. To and from the office during the week, slugging through bumper-to-bumper traffic, all to set a personal-best at the track over the weekend? And why not.
“We have built the 2020 GT-R NISMO for our customers to be the ultimate track and street vehicle,” Tamura said. “It is about total balance management, not just chasing power figures.”
“When you market the car as ‘the ultimate track and street vehicle,’ they want it all,” Sandberg added. “And Brembo’s carbon ceramic system on the Nissan GT-R NISMO offers the best of both worlds.”
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 going back to school, he simultaneously held product development and experiential marketing roles in the automotive industry.
Specifications & Interesting Facts
GT-R NISMO Brembo Brake Calipers:
Bespoke design for Nissan.
Front: Monoblock aluminum six-piston.
Rear: Monoblock aluminum four-piston.
GT-R NISMO Brembo Brake Discs:
Largest of their kind from Brembo on any sports car today.
Front: Carbon Ceramic – 16.14 x 1.5 inches (410 mm x 38 mm) diameter.
Rear: Carbon Ceramic – 15.35 x 1.26 inches (390 mm x 32 mm) diameter.
Cross-drilled cooling holes work together with the side ventilation channels.
Carbon and silica carbide structure of the rotors is nearly as hard as diamonds.
The front discs use a bell made from high-strength aluminum to further cut weight.
Photos & Source: Nissan North America, Brembo North America.

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2020 Ram 1500 EcoDiesel: A Brief Look At The Changes & Updates

2020 Ram 1500 EcoDiesel: A Brief Look At The Changes & Updates The 2020 Ram 1500 receives a more powerful EcoDiesel engine.
Horsepower and torque increase by eight and 14 percent respectively.
The Italian-built diesel mill will arrive in the fourth quarter of this year.
The redesigned 2019 Ram 1500 remains a tough, durable, and smooth-riding truck. However, it came to market without the previously optional 3.0-liter diesel V6, more commonly known as the EcoDiesel. But it’s not the end of the world. The Pentastar 3.6-liter V6 and 5.7-liter Hemi are still worthy of praise. However, one can’t help but wonder why Ram is holding back on the EcoDiesel.
Is it a matter of waiting for the right time to strike?
Maybe.
After Ford and GM’s announcement of new light-duty diesel engines, along comes Ram with their V6 EcoDiesel. Coincidence? Maybe, maybe not. Still, it’s no surprise the 2020 Ram 1500’s new diesel motor is more powerful and torquey than the one it replaces.
The EcoDiesel Has More Power & Torque
Ram uses the same 3.0-liter displacement as before, albeit re-tuned to churn out 260 horsepower and 480 lb-ft. torque. By comparison, the previous EcoDiesel produced 20 less horsepower and 60 lb-ft. less torque. Thank you, Ram (said every diesel truck buyer).
The engine is fitted with a forged steel crankshaft and connecting rods. It’s a dual overhead camshaft (DOHC) design with four valves per cylinder and a 60-degree angle between the cylinder banks. Ram opted for a compacted graphite iron block, which weighs less than grey cast iron.
This hike in power is courtesy of lighter aluminum pistons, redesigned intake ports, and new high-pressure fuel injection and EGR (exhaust gas recirculation) systems. Ram also threw in a water-cooled VGT turbocharger with variable vanes. And by changing the compression ratio to 16.0:1 from 16.5:1, Ram was able to coax the EcoDiesel into producing more power at higher engine speeds.
The high-pressure (29,000 psi/2,000 bar) fuel injector nozzles were redesigned to match the newly-optimized combustion chamber. Photo: FCA US LLC.
Ram 1500 EcoDiesel: How Does It Compare To Ford & Chevy?
It’s actually pretty good. If the numbers stay where they are, Ram will have the advantage in the torque department for half-ton trucks. The 3.0-liter Power Stroke diesel V6 in the Ford F-150 is good for 250 horsepower and 440 lb-ft. of torque. The Ram 1500 EcoDiesel has 10 more horsepower and 40 more lb-ft. of torque.
On the other hand, the Chevy Silverado’s 3.0-liter Duramax (in-line six) churns out 277 horsepower, which tops the EcoDiesel’s 260 rating. The Duramax Silverado 1500 produces 460 lb-ft. of torque, a healthy number but still 20 lb-ft. shy of the EcoDiesel. When compared to the Duramax Silverado, Ram’s mill has more on the low end.
There is some variance as to what point these trucks hit their peak torque. For example, the new EcoDiesel produces its peak torque at 1,600 rpm. And while GM’s mill peaks earlier at 1,500 rpm, it does best Ford’s Power Stroke, which comes higher at 1,750 rpm.
The EcoDiesel uses a forged steel crankshaft and connecting rods for strength and durability. The aluminum alloy pistons are cooled on the underside via oil jets. Heat-treated aluminum cylinder heads use individual bearing caps to reduce friction and minimize NVH. The chain-driven overhead camshafts employ roller-finger followers. Photo: FCA US LLC.
The 2020 Ram 1500 Can Move Mountains
Well, not exactly a real mountain but you know what I mean. The point is, this new EcoDiesel will haul like no other with 480 lb-ft. of torque. Having mountains of torque means having the power to move heavy loads. While the Ford F-150 Power Stroke is good for 11,400 lbs. when properly equipped, the 2020 Ram 1500 EcoDiesel has a maximum towing capacity of 12,560 lbs.
I’m not exactly sure how to best visually represent 12,560 lbs. All I can tell you is the Ram 1500 EcoDiesel can tow the weight of four Volkswagen Golfs.
Related: “The Hemi V8 roared to life.” Our full review of the Ram 1500 Longhorn.
For Work & Play
The good news doesn’t end there for Ram fans. With an innovative coil spring rear suspension and lighter body, the 2020 Ram 1500 straddles the fine line between work, play, and everything between. It still gets the eTorque mild hybrid system for 2020 to improve fuel economy while providing short bursts of power. Ram’s eTorque mild-hybrid powertrain resulted from an extensive redesign of their 1500-series trucks, the changes of which are already on the market for 2019.
However, Ram has yet to reveal fuel economy numbers for the new EcoDiesel – just that they expect to lead the segment.
“The all-new EcoDiesel engine and our eTorque mild-hybrid powertrain technologies deliver the highest available fuel efficiency for our Ram 1500 customers,” said Reid Bigland, Head of Ram trucks.
2020 Ram 1500 Rebel with an EcoDiesel engine. Photo: FCA US LLC.
Ram EcoDiesel: Manufacturing & Availability
According to an old proverb, good things come to those who wait. Ram says pricing and actual fuel economy ratings will be announced as the new 1500 pickup goes on sale in the final quarter of this year. The EcoDiesel was one of Wards 10 Best Engines for three consecutive years (2014, 2015, 2016).
The engine is produced at the FCA Cento facility in Ferrara, Italy. The 2020 Ram 1500 is built at the Sterling Heights Assembly Plant (SHAP) in Sterling Heights, Michigan.
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 & Source: FCA US LLC.

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