Automotive

2018 Toyota RAV4 Adventure Review

2018 Toyota RAV4 Adventure Review
Toyota wants to capture the outdoor enthusiast market and the new RAV4 Adventure is for those wanting to get away from the city. This new RAV4 looks the part, but is it ready to tackle serious off-road trails? Or perhaps those unexpected winter snowstorms? We wanted to find out, so this week we drove the 2018 Toyota RAV4 Adventure with all-wheel drive.
What’s New For 2018
Toyota’s RAV4 gets a special-edition trim called the Adventure. It features a tow prep package, a higher ride height, 18-inch alloy wheels, lower body guards, black headlight bezels, and fog light surrounds. A 120V power outlet in the cargo area, all-weather floor mats, special interior trim panels, and a leather-wrapped shift knob are also included.
The main differences between the standard RAV4 and the Adventure trim are the tow prep package, household-style power outlet in the cargo area, and lower body cladding.
Features & Options
The 2018 Toyota RAV4 Adventure AWD ($28,400), in addition to the Adventure upgrades, comes standard with Bluetooth connectivity, Toyota’s Entune infotainment system with a 6.1-inch touchscreen, a power/tilt sliding sunroof, 60/40 split-folding reclining rear seats, LED headlights, a 4.2-inch multi-information display in between the gauges, and cloth upholstery.
Every RAV4 comes with a rearview camera and Toyota Safety Sense P, which consists of a pre-collision system with pedestrian detection, lane departure warning, lane keep assist, automatic high beams, and adaptive cruise control.
Additional options for our 2018 RAV4 tester included the Cold Weather Package ($1,060), offering a heated leather steering wheel, heated and power operated front seats, and windshield wiper deicer. Total MSRP including destination: $30,980.

Interior Highlights
The interior of the RAV4 Adventure is set up with outdoor enthusiasts in mind with its cloth interior and all-weather floor mats. It has a fair amount of harder plastic surfaces too, making it easier to clean after a day in the high country. There’s seating for four adults with its two rows with comfy reclining seats in the back.
We took advantage of the Cold Weather package this week as an Arctic blast hit the Denver area. We cranked up the heated front seats and heated steering wheel, and used the windshield de-icer when the CDOT trucks sprayed Mag Chloride all over the interstate to keep it clear of ice. The Adventure trim also features a handy 120V outlet in the cargo area, making it ideal for a power cooler to keep your food and beverages cold on those excursions away from the city.
Where the RAV4 really shines is in the cargo area. Cargo space is massive with 38.4 cubic feet behind the split-folding rear seats and 73.4 cubic feet behind the front seats with the rear seats folded flat. It’s ideal for carrying your camping, hiking, and fishing gear.

Engine & Fuel Mileage Specs
All RAV4s are powered by a 2.5-liter four-cylinder engine rated at 176 horsepower and 172 lb-ft. of torque. The inline-4 comes mated exclusively to a six-speed automatic transmission. EPA fuel mileage estimates come in at 22/28 city/highway and 25 combined mpg.
Driving Dynamics
This 176 horsepower small SUV has no trouble cruising down the highway or navigating city streets, but we found it needing a bit more power for Colorado’s high altitudes. If it’s loaded with people and cargo heading up the mountain pass for a fun getaway, it might struggle. The 2.5-liter four-cylinder and six-speed automatic is the only powertrain available.
Toyota says in the Adventure trim, the small SUV has enough grunt to pull up to 3,500 lbs. Our tester came with mud and snow tires which made it ideal for getting through the wet snow that fell this week. We had no trouble getting onto the snow-covered dirt roads leading to our house.
Other than the mud guards, body cladding, and slightly higher ride height, the RAV4 Adventure gets the same all-wheel drive system as the standard model. For more serious off-road excursions, the RAV4 Adventure looks the part, but lacks the hardware to get you too far away from civilization. For a weekend getaway vehicle, however, it will accomplish what you need.
Conclusion
The 2018 Toyota RAV4 Adventure offers lots of room for passengers and cargo. It makes for an excellent family hauler as well, with excellent safety credentials. It offers Toyota’s well-established reputation for reliability, and it is a practical and appealing choice for families or adults with an active lifestyle.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Toyota RAV4 Adventure Gallery

2018 Toyota RAV4 Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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2019 GMC Sierra Revealed: Carbon Fiber Box, Diesel Engines & More

2019 GMC Sierra Revealed: Carbon Fiber Box, Diesel Engines & More The Wall Street Journal recently reported on the understated success of GMC, and how that bolsters GM’s other initiatives like electrified and autonomous vehicles. Driving that growth is the Sierra line of pickups, in particular, the higher trim levels. Duncan Aldred, Global GMC Vice President notes that SLT and Denali models account for 87 percent of the brand’s total crew cab sales. With our love for premium and luxury trucks on the rise, GMC will hit the market later this year with the new Sierra Denali and SLT.
Power & Performance
If it’s one thing truck buyers are looking for, it’s grunt under the hood. New versions of GM’s evergreen 6.2 and 5.3 V8 engines will be joined by a new 3.0-liter inline-six turbo-diesel. GMC has not clarified horsepower or torque figures, but say the 5.3 and 6.2 will feature the new Dynamic Fuel Management system. This replaces the current Active Fuel Management and differs in the sense it can shut off any number of cylinders, in a variety of combinations, to boost performance and efficiency.
The 6.2 and diesel engines are paired with a 10-speed automatic transmission.
Sierra Denali’s Adaptive Ride Control suspension should make rough roads more tolerable. On-board sensors monitor the road conditions and chassis responses in real time, enabling adjustments to the active dampers every two milliseconds. And you thought Jimmy Johns was fast.
The 2019 Sierra Denali will offer, not surprisingly, a full range of available safety features like Side Blind Zone Alert, Pedestrian Detection, and Low Speed Forward Automatic Braking.
The 2019 GMC Sierra is larger than the outgoing model in virtually every dimension. The wheels, for example, are pushed closer to the corners and wear larger diameter tires. Both Denali and SLT trims offer 22-inch wheels as an option. Photo: GMC.
Tailgate Fever
The “MultiPro Tailgate” is of note here, which includes 6 different functions and positions to make the workday a bit easier. There are second-tier loading and load-stop solutions, a standing workstation mode, and integrated hand grips and bumper steps – the MultiPro Tailgate is standard on Denali and SLT trucks. Although cool and definitely useful, the MultiPro Tailgate underscores a totally new approach for the 2019 Sierra in a fundamental area.
The bed.
Carbon Fiber Strategy
Since the F-150 got wrapped in aluminum, rumors abound about what GM was going to do material-wise, if anything. To wit, the 2019 GMC Sierra maintains its roll-formed, high-strength steel bed, although a revised alloy offers 50 percent more strength than the current model. What is new is “CarbonPro,” or essentially the industry’s first carbon fiber truck box, on offer for the 2019 Sierra Denali later in the model year.
CarbonPro replaces the steel inner panels and floor with a lighter carbon fiber composite that cuts 62 lbs. from the truck. According to GMC, CarbonPro offers best-in-class dent, scratch, and corrosion resistance, and is the most durable pickup box in the segment. GMC notes their material strategy includes aluminum for the doors, hood, and tailgate, while relying on steel for the fenders and roof. Overall, the 2019 Sierra is 360 lbs. lighter than the current model.
2019 GMC Sierra Denali CarbonPro material usage chart. Photo: GMC.
Trailer Tools
When you gotta tow, you gotta tow. Expect to see GMC’s new ProGrade Trailering feature with a compatible smartphone app on offer. The system includes a pre-departure checklist, trailer light test, tire pressure monitoring for the trailer, and maintenance reminders among others.
Hitch Guidance, Hitch View, and a birds-eye camera should minimize the amount of swear words uttered while backing up to a trailer. The available side view cameras and a trailer-mounted HD camera can provide additional assistance when traveling down the road, or while operating in reverse. Also cool is the Trailer Theft Detection feature, which provides a mobile alert via OnStar should the trailer ever be detached from the truck.
The available Rear Camera Mirror is something most truck buyers will find useful. It acts like a dual-function interior mirror, in the sense that it helps drivers see around potential obstructions, be it occupants or cargo. It expands the field of vision for the driver with a higher resolution camera and display and the ability to tilt or zoom the view.
2019 GMC Sierra Denali ProGrade Trailering System. Photo: GMC.
Pricing & Availability
The 2019 GMC Sierra Denali and SLT go on sale this fall. GMC did not disclose pricing but said additional details will be released closer to the start of production.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
2019 GMC Sierra Gallery

Photos & Source: GMC.

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Lotus 3-Eleven 430: Here We Go Again

Lotus 3-Eleven 430: Here We Go Again It’s another new special edition Lotus! Guys, guys, guys! Look: I love ya. I love your cars, I love the way they look, I love the way they handle, but . . . this special edition stuff has Got. To. Stop.
You know the story of The Boy Who Cried Wolf? Lotus is getting dangerously close to that. In the past year (it seems like the past three weeks), Lotus has released (seemingly) 1,437 special edition cars. And yeah, they are great cars. And yeah, in point of fact, they are special. But if everything is special, then nothing is special, y’know?
However, the 3-Eleven 430 is special. They are only going to make 20 of the little brutes (which is a pity) and, although it is road legal, it is not road legal here in the U. S. of A. (which is criminal!).
Lightning Strikes
For starters, the new Lotus 3-Eleven 430 is the quickest street-legal sports car Lotus has ever made. Think about what else Lotus has made, and you’ll get the point. The 3-Eleven 430 laps the company’s Hethel test track 0.8 seconds quicker than an Exige Cup 430, and two seconds quicker than the previous 3-Eleven. The current benchmark is 1 minute 24 seconds, thanks to the new Lotus 3-Eleven 430. The supercharged and charge-cooled 3.5-liter V6 engine cranks out 430 horsepower and 325 lb-ft. of torque.
In addition to performing like a lightening strike, the bodywork now features new, part-visible weave carbon-composite panels. This helps the 3-Eleven tip the scales at 2,028 lbs., giving you a power-to-weight ratio of a mighty 467 horsepower per tonne. There is also a Torsen-type limited slip differential and an open-gate six-speed manual gearbox in the mix as well.
LED daytime running lights and a lip spoiler characterize the front of the Lotus 3-Eleven 430. Photo: Group Lotus plc.
Chassis & Aerodynamics
Please, this is a Lotus. Öhlins DFV one-way adjustable dampers live at each corner and Eibach adjustable anti-roll bars inhabit the front and rear. There’s 6-position variable traction control, networked directly to the ECU, with five pre-set traction levels: 1, 3, 6, 9, and 12 percent slip and “off.” G’head Mario, turn it “off” and see how y’do!
Lotus, being one of the leading innovators in race car aerodynamics, also tweaked the new 3-Eleven in that department as well. Now there is a higher mounted straight-cut rear wing with re-profiled end plates, a long front splitter and lip spoiler, and a flat floor with a rear diffuser that increases down force by 97 lbs. to a total of 585 lbs. at max speed.
Tires & Braking
Tires are Michelin Cup 2 deals with 225/40 ZR18 at the front and 275/35 ZR19 out back. The mechanical grip combined with the aero downforce ads up to a gray-out inducing 1.5 g while cornering. Yes, stopping is good. In the case of the Lotus 3-Eleven, that’s the responsibility of AP Racing four-piston calipers, front and rear, and two-piece J-Hook brake discs that are 332 mm front and rear (seemingly about the size of a pizza). Each corner is finished by Lotus-designed, ultra-lightweight forged aluminum wheels that come in either gloss or satin black.
Pricing & Availability
You want? Of course you want. You must want! You also must contact Lotus now, since they’re only make 20. The 3-Eleven 430 is priced at £102,000, or $140,00 at today’s exchange rates. Yes, that’s a lot, but I could see spending it. The only real problem here is hanging a license plate on the darn things, cause that’s what I really want to do.
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: Group Lotus plc.

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2018 Alfa Romeo Stelvio Quadrifoglio: True Italian Flare

2018 Alfa Romeo Stelvio Quadrifoglio: True Italian Flare Seems like someone at Alfa Romeo has been taking serious hallucinogens again, because Alfa went and made a Quadrifoglio version of their all-new 2018 Stelvio SUV. Sure, other car companies have done this: AMG Merc G-Classes and seriously hopped up Porsche Cayannes and that sort of thing – but this is Italian levels of crazy. Remember, the Germans invented the pipe organ. Italians invented opera.
Disaster Response
To Italians, everything is a big deal. You miss’a da’bus? Una catastrofe! Girlfriend dumped you? Una catastrofe! The pope dies? Una catastrofe! Ferrari comes in second? Una catastrofe! So when an Italian car company, Alfa, in this case, gets into the SUV game, and various people (e.g. Germans) start making go-fast versions? Una catastrofe! The only “reasonable” and “sane” response is to not only make your own SUV, the Alfa Romeo Stelvio, but then you’ve got to do something like drop in 75 percent of the engine from a Ferrari 488 GTB and say, “stai ben’!”
Speed Fixes Everything
Is the all-new 2018 Stelvio Quadrifoglio practical? Can it ford deep streams? Drive up snow-covered mountain slopes with ease? Reliable? Who cares! For everyone of you that say stuff like that is important in an SUV, I have the following rebuttals: 505 horsepower, zero to 60 in 3.9 seconds, and a top speed of 176 mph. Sure, sure, yap all you want about “Ford Expedition” this “German build quality of the Cayenne” that, I’ll be taking the Stelvio Quadrifoglio for a little jaunt around the Nürburgring. Where, in case you didn’t see this one coming, the SQ lapped the place in a record 7 minutes 51.7 seconds. Yes, that’s the fastest time ever posted by a production SUV, and yes, that makes the Stelvio Quadrifoglio the fastest production SUV in the world.
Photo: FCA US LLC.

Power & Performance
As I mentioned, the SQ will be motivated down La Strada via an all-aluminum, 2.9-liter twin-turbocharged V6 engine, generating 505 horsepower. In addition to all that horsepower, the Stelvio Quadrifoglio engine cranks out 443 lb-ft. of torque. Said mill is direct-injected, and was designed to heighten the lightweight architecture of the SUV. It features a compact, 90-degree layout to drop the center of gravity seemingly four feet under your seat. The engine is paired to an eight-speed automatic transmission, which makes sense, because adding a full-on Ferrari double clutch semi-auto box would have tripled the price.
And from there on out, things on the Stelvio Quadrifoglio just seem to get more and more radical. The Quadrifoglio features a class-exclusive carbon fiber driveshaft. A carbon fiber driveshaft?! In a “truck?” Voi gente di Milano siete un mucchio di torte alla frutta! That composite driveshaft is hooked up to a torque vectoring differential (a piece of kit right out of Ferrari’s Grand Prix shop), controlled by a four-mode Alfa DNA Pro selector, complete with a Race mode. There is a Quadrifoglio-tuned adaptive suspension system to compliment the steering which Alfa describes as “direct.”
Photo: FCA US LLC.
Fine Touches
The Stelvio Quadrifoglio also comes with 20-inch aluminum wheels with immense 6-piston Brembo front brakes. There are aggressively bolstered Alcantara leather seats (14-way power front and 4-way lumbar adjustments), leather-wrapped dash and doors with accent stitching, and genuine carbon fiber adorning the interior. You will also find a specific Quadrifoglio instrument cluster with a 200-mph speedometer (risate maniacali) and a cylinder deactivation system to maximize fuel efficiency.
And the finishing touch (Italians always have that nice finishing touch) is the hand-painted Quadrifoglio badge. Said badge is symbolic of Alfa Romeo race cars and high-performance production vehicles.
Photo: FCA US LLC.
Pricing & Manufacturing
The 2018 Alfa Romeo Stelvio Quadrifoglio is manufactured at the Alfa Romeo plant in Cassino, Italy (yes, that Cassino) and lists for a not all that unreasonable $79,995. No, that’s not cheap. Indeed, that is the most expensive Alfa you can currently buy. But it is right in line for what other (and let’s just say it: lesser) higher performance SUVs go for.
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 is work on Twitter: @TonyBorroz.

Photos & Source: FCA US LLC.

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Ford Announces Senior Leadership Changes

Ford Announces Senior Leadership Changes Ford Motor Company has announced what they deem as “key changes” to their senior management team in the interest of “improving the company’s operational fitness” while accelerating a “strategic shift to capitalize on emerging opportunities.” While that is certainly true for the sake of economics, the most recent shuffle does come on the heels of Raj Nair’s departure, Ford’s former head of North America.
Phoebe Wall Howard of the Detroit Free Press reports that Nair exited Ford after unspecified but “inappropriate behavior.”
Leadership Changes

Kumar Galhotra, 52, is appointed Group Vice President and President, Ford North America, effective March 1st. Galholtra will be responsible for leading all aspects of Ford’s North American business. He will report to Jim Farley, Ford’s Executive Vice President and President, Global Markets.
Galhotra has been with Ford for nearly 30 years and has served in a multitude of senior-level engineering and product strategy positions around the world. Since 2014, he has led Lincoln but took over the company’s top marketing position last year. Joy Falotico, 50, is now Group Vice President of the Lincoln Motor Company and Chief Marketing Officer, succeeding Galhotra. Her appointment is effective March 1 st.
Since October 2016, Falotico has been Group Vice President, Chairman, and CEO of Ford Motor Credit Company. With $151 billion in receivables, it’s Ford’s second-largest profit contributor. In 29 years at Ford Credit, she has served in a number of executive positions around the world.
Reporting to Galhotra will be Stuart Rowley, 50, who is named Vice President and Chief Operating Officer, Ford North America, effective March 1st. Rowley, who was previously Vice President of Strategy, will be responsible for driving the redesign of the North American business to improve its overall fitness.
Successors
Succeeding Falotico is David McClelland, named Vice President of Ford Motor Company and CEO of Ford Credit. A 25-year veteran of Ford Credit, McClelland, 48, was most recently Executive Vice President, Marketing and Asia Pacific. McClelland has been instrumental in Ford Credit’s growth in China, and the move into new fintech and mobility initiatives like the Canvas vehicle subscription service. His appointment is effective March 1st, reporting to Bob Shanks, Executive Vice President and Chief Financial Officer.
John Lawler is appointed Vice President, Strategy, succeeding Rowley. Lawler, 51, who joined Ford in 1990, brings a deep background in finance and general management into the strategy role, including his current position as Ford’s Corporate Controller. Lawler also previously served as Chairman and CEO, Ford China. He will report to Shanks in the new role effective March 1st.
Cathy O’Callaghan, 49, is now Ford’s Vice President and Corporate Controller and CFO, Global Markets, succeeding Lawler. O’Callaghan also joined Ford in 1990 and is currently Chief Financial Officer, Ford South America. O’Callaghan will report to Shanks in her role as Corporate Controller and Farley in her role as CFO, Global Markets. Her appointment is effective June 1st.
Ford President and CEO Jim Hackett praised the organization’s talent, saying the automaker is “very fortunate to have an experienced and committed executive team in place.” Hackett elaborated, saying the executive team is committed to strengthening Ford’s business and committed to the automaker’s vision of becoming the “most trusted” mobility company with “smart vehicles for a smart world.”
Photo & Source: Ford Motor Company.

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2019 Volvo V60 Revealed, Emphasis On Versatility & Safety

2019 Volvo V60 Revealed, Emphasis On Versatility & Safety Volvo reveled the new V60 in its “natural habitat” or rather in the driveway of a home in Stockholm, Sweden. The location was fitting given the V60 is a five-door, midsize wagon and ideally suited for families on the go. Volvo says the new V60 “caters to the diverse needs and realities of modern family life” by being both practical and versatile.
“The family estate driver is an important customer for our business and has been for generations,” explained Håkan Samuelsson, President & CEO, Volvo Cars. “The new V60 honors that tradition, but also takes it much further.”
Essential Foundations
Volvo’s Scalable Product Architecture, or SPA platform, underpins the new V60. It’s a natural choice given how the XC60 and four 90 Series vehicles also reside on the platform, and it’s entirely permissible that Volvo’s success the past few years is owed partly to SPA-inspired designs. Overall, the architecture streamlines things for Volvo’s engineering and manufacturing teams, and provides a number of benefits for the consumer: more interior space, better safety technology, and stronger impact protection among them.
Photo: Volvo Car USA, LLC.
Safety & Security
Complimenting the high-strength steel of the SPA architecture is an exhaustive list of safety features and advanced driver support systems. City Safety with Autobrake technology and Pilot Assist are two of the biggest. The first uses automatic braking and various detection methods to avoid potential collisions by spotting other cars, pedestrians, cyclists, and even large animals. The latter helps the driver with steering, acceleration, and braking on well-marked roads up to 80 mph.
The V60 also includes Run-off Road Mitigation, Oncoming Lane Mitigation, and other steering and driver assistance systems. The optional Cross Traffic Alert with autobrake is also available.
Photo: Volvo Car USA, LLC.
Power & Performance
In the United States, the V60 will be available with a T5 engine creating 250 horsepower for front-wheel drive models. All-wheel drive models see a nice bump to 316 horsepower with the T6 engine. There are rumors and reports of the T8 hybrid engine coming to the United States for the V60, and even a diesel powertrain. Vovlo’s press photos do show a plug-in hybrid variant, but for now the we shouldn’t hold our breath.
“At the moment we are only planning to take the T5 and T6 powertrains, with V60s arriving in calendar year 19,” says Jim Nichols, Technology and Product Communications Manager, Volvo Cars.
Availability & In Person
Preservative buyers will be able to “access” the new V60 through a subscription service called Care by Volvo. The service offers a monthly flat-fee subscription for the vehicle versus more traditional methods of ownership. In the meantime, the 2019 Volvo V60 will be on display at the Geneva International Motor Show beginning on March 8th.
In related news, Polestar will also make their European debut at the Geneva International Motor Show. The company’s initial car, the Polestar 1, will be on display for the first time.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
2019 Volvo V60 Gallery

Photos & Source: Volvo Car USA, LLC.

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2017 Audi R8 V10 Spyder: Tony Stark, Your New Car Is Ready

Audi’s R8, while not a benchmark, was a shot across the bow of a lot of other supercar makers. It offered a lot of tech, style, and performance for, relatively speaking here, not much cash. Now there’s a new R8 out there, and Audi has just shown off the drop-top Spyder variant.

I liked the original R8s. Although they did have their faults – rather heavy, bad on the top end, a tendency to understeer at the limit – they also had a lot of assets – tons of grip, fantastic acceleration, marvelous on the road presence.

The new car, whether coupe or drop top, seems to lose a bit of that on the road presence, and now looks much more like a generic supercar. Gone are the distinctive and unique side-blades – those finishing panels just aft of the doors made of either bare carbon fiber or sexy brushed aluminum – replaced with a side-blade-esque scoop.

Sigh . . . too bad you let go of your signature move, Audi.

The new grill is a tragedy. Lacking in proportion, and completely devoid of subtlety, the nose is a step backwards.

But other than that, it’s still an impressive car.

Tradition & Tactics

The Spyder (that is with a “y,” in the German tradition of naming convertibles) is essentially the same as the new R8 V10 Coupe, minus the roof. 540 horsepower and 398 lb-ft. of torque motivate the beast with great alacrity, making the new R8 Spyder faster and more powerful than its predecessor.

There’s the same lump sitting amidships as before (no, the engine, not you). This would be the naturally-aspirated 5.2-liter V10 and seven-speed S-tronic dual-clutch transmission as the R8 V10 Coupe. This would also be the same V10 plant found in (cough-cough) various and sundry Lamborghinis. Audi doesn’t like to play up the fact, but dropping the Lambo V10 into an R8 really makes the thing sing. An Italian dressed in a Hugo Boss suit, if you follow me. So Audi’s acquisition of Lamborghini flowed good things in both directions.

Lambo got better-than-abysmal quality, and Audi got a real honey of an engine.

Photo: Audi of America, Inc.

From The Top Down

The collapsible roof is made of lightweight cloth, keeping up with the growing trend of cloth replacing folding hardtops. I have a bit of a fetish for both convertibles and hardtops, so this trend strikes me as a bit retrograde, but my fetish has more to do with British cars and Pacific Northwest weather than any modern functionality. The current gen of folding soft tops seem to be fantastic.

If the day turns sunny, dropping the top is amazingly laid-back with this thing. Actuated by an electrohydraulic drive system, up to down or down to up takes you only 20 seconds. And, this is so cool, you can do it while on the roll, at speeds up to 31 mph. The roof itself weighs only 97 pounds, helping to keep the weight of the vehicle and center of gravity low (the main reasons for no folding hardtop). When you retract the top, it folds into a flat storage compartment over the engine.

Beyond the soft top, the 2017 Audi R8 Spyder is pretty much just like the coupe: light, tight, and handles right.

One of the car’s signature design elements is seen in the singleframe grille. It has a three dimensional honeycomb design and Anthracite Gray finish. Photo: Audi of America, Inc.

Sturdy Footing

Audi describes the new Spyder as having a “strong backbone” with its newly developed ASF aluminum and carbon fiber construction. Which is a jazzy way of saying this thing has the torsional rigidity of a steel I-beam and the weight of a bird bone. Like the previous R8s, the interior is all race car slick and driver focused; easy-to-operate controls and functions, including the fully digital Audi virtual cockpit that does away with traditional, mechanical gauges.

There’s no use to beating around the paddock about this: Audi makes no bones about the cross-pollination between the track and the street when it comes to the latest R8. Not only is there lots of racecourse derived stuff in the street version, the street version also forms the basis of the new R8 LMS GT3 racecar. Which Audi intends to mercilessly club its competition at places like Daytona and Le Mans and such.

Audi says the new R8 exemplifies an all-new application of the ASF lightweight chassis construction methods and uses a high percentage of carbon fiber materials. Aluminum components make up 80 percent of the chassis. Basically it’s shaped in a lattice structure that engineers then incorporate specific reinforcements into; the sills, A-posts, and windshield frame for example. This all adds up to the new Spyder being more than 50 percent stiffer than its predecessor.

All that rigidity is put to good use, thanks to the aforesaid 5.2-liter V10 engine and seven-speed S-tronic dual-clutch transmission. Yup, 540 horsepower and 398 lb-ft. of torque. Not shabby, but this car is also going up against things like the Ferrari 488 and Porsche GTS, so that’s actually a little on the low side. The V10 does rev like the business though, all the way up to an 8,700 rpm redline. This moves the R8 V10 Spyder from 0-60 mph in 3.5 seconds, one tenth faster than the previous generation.

Photo: Audi of America, Inc.

Suspension & Drive Systems

The S tronic dual-clutch transmission is fully integrated with the Audi drive select system. And there is a new launch control program that delivers “a heightened level of acceleration through precise engine speed and an automated clutch release,” according to Audi.

There is a double-wishbone design for both the front and rear suspension and the weight is kept low with forged aluminum control arms. If you’d like, you could tick the option box for the dynamic steering, which gives you a variable steering ratio based on vehicle speed and the Audi drive select adjustment. The less direct steering ratio facilitates more stability the faster you go, and at lower speeds, you get increased steering response and easier maneuvering.

The new R8 Spyder rides on an updated version of Audi’s groundbreaking quattro all-wheel drive system. The majority of torque is transmitted to the rear wheels, but under certain driving conditions, the Spyder has the ability to send up to 100 percent of all available torque to the front axle. You know, conditions like heavy rain and such. The front axle has a new electronically controlled hydraulic multi-plate clutch; torque vectoring, and full quattro integration within the Audi drive select system are also utilized.

There’s a whole slew of tech goodies: Wi-Fi hotspot, LED lights all around, heated 18-way power sport seats, standard Bang & Olufsen Sound System with enough speakers and wattage to make you feel like you’re driving a Grateful Dead concert, but . . .

Now we come to the bad news: $ 175,100, MSRP.

That is the starting price for all this droptop, high tech, go fast goodness. So you’re nearly over 200-large by the time you’re out the door. But you know, if you’re a prospective 2017 Audi R8 Spyder owner, you’re probably not concerned much about stuff like cost.

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.

Photos & Source: Audi of America, Inc.

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In Search Of Rosie: The Porsche 718 Cayman

England is not like California. In England rain is a tradition. We look to the skies and wonder what that bright orb is above our heads. Eventually we recall dim memories of something called the sun.

A couple of weeks ago, a little sun entered my life in the form of the latest version of the legendary Porsche Cayman, now designated with the number 718 in memory of a long-ago racing car. Unfortunately, the weather failed to play ball and was typically appalling.

I therefore am obliged to apologize for the dirty state of the car in some of my images.

We went searching for the origins of the famous book Cider with Rosie by the writer and poet Laurie Lee, and naturally it rained. The combination of road dirt and water soon reduced the metallic Graphite Blue paint to a dull gray. What it could not do was dampen our spirits. This car is very, very special.

What’s New

Porsche sports cars do not change, they evolve. We used to say the Cayman of old was the best driver’s car around yet the German brand seem capable of making the best even better. The version tested here is the basic 718. Change in the modern world is inevitable and downsizing is all the rage at the moment. Thus, in an effort to boost performance but reduce pollutants, the old flat-six engine has gone, replaced by the same new flat four-cylinder engines with turbocharging as is featured in the sibling 718 Boxster.

As a result, both coup and roadster have an identical engine output for the first time. The entry-level version (in the British market) starts with 296 horsepower from two liters of displacement. The faster S model delivers 346 horsepower with a displacement of 2.5 liters.

There are many other tweaks, including the styling, infotainment, and some suspension parts lifted from the GT4, but otherwise the 718 Cayman is the same as before, only different. The changes are subtle; the domed front wings, the neat Bi-Xenon light clusters, and the under-spoilers all add up to a convincing whole.

As ever with Porsche, the options that make the car this special cost extra. The basic car in the UK costs around £40,000 ($49,304) but with standard options, the tested vehicle retails at a mighty £53,605 ($66,074) although with your lighter taxation in the USA, American buyers may pay less.

Porsche 718 Cayman. Photo: DriveWrite Automotive.

Features & Options

The options on this car added approximately £14,000 ($17,256) to the base price. These are things you actually want so buyers might as well just accept this is the Porsche way, clench their buttocks and bank balances and ante up.

20-inch wheels painted gloss black: Check. Sports Chrono Package: Check. Navigation, GT steering wheel, Torque Vectoring: Check. Check. Check. The list goes on.

In fact, surprisingly, the only thing you don’t want is the Sports Exhaust System which will set you back about a grand and a half. Porsche’s of old had a sound of their own and anything that amplified that glorious auto symphony was welcome. Not any more.

Despite their best efforts, the 718 Cayman ticks over with a sort of flatulent bellow worthy of a low drinking den at closing time. It gets marginally better under performance but, let’s face it, a turbo-four is never going to reach those aural heights beloved of sports car drivers. Save your money and savor the quiet hum of German engineering at its best instead.

Interior Features

Our test car luxuriated in the presence of Sports Seats Plus (at extra cost, natch) that are part leather and part Sport-Tex cloth. Play around with the electrically adjustable seat and there it is – the perfect driving position. It is low and cossetting as it should be. The wheel is a delight to fondle and the pedals sit just right for some old-school heel and toe action if that’s your thing.

Although the PDK automatic gearboxes with flappy paddles are great (and make the car fractionally faster) it seems to me the six-speed manual gearbox is the way to go on this motor. It is crisp and notchy and even a novice driver should have no problem with finding the right ratio at the right time. Sublime.

Surround visibility isn’t great but the addition of reversing sensors eliminates potential parking pain. All the Bluetooth and infotainment options you need for great sounding tunes and the like is to hand on the 4.6-inch color screen; the navigation system is simple and effective.

If a long weekend away at a quiet romantic venue appeals, then there is no need to skimp on luggage. The space aft of the engine will take a decent sized overnight bag and the deep front well will swallow a carry-on suitcase, making the 718 a versatile companion. This is the only occasion when three won’t be a crowd.

The Oily Bits

Proper He-Man engines are in decline. Get over it. Move on and embrace our turbo-charged future. Porsche says on the combined overall cycle, this car should return 38 miles to the gallon. The trouble is, this sporting beauty is so damnably drivable that the truth is probably way below that, especially as 62 mph comes up in around five seconds. A parsimonious parson might achieve that lofty fuel figure but you won’t.

The two liter engine has an aluminum block and pistons, four valves per cylinder, and VarioCam Plus variable valve timing and lift, if these things matter to you, driving the rear wheels.

Stopping power is courtesy of 4-piston aluminum monobloc fixed calipers front and rear, with internally vented and cross-drilled discs. As I was obliged to prove at one point on the wet roads of Somerset, these well-modulated stoppers really work. I am less keen on the electrically controlled parking brake which is a touch inaccessible and takes a bit of getting used to.

Porsche 718 Cayman. Photo: Porsche Cars North America, Inc.

On The Road

Finally we reach the important part of the proceedings. We traveled to the village of Slad which is where the author Laurie Lee called home. The Slad Valley in which the village nestles forms the backdrop to Cider with Rosie. The winter weather did the scenery no favors, stripping bare the earth and trees, but it is plain to see that summer would soon transform it back into a bosky haven of rolling green, so fondly remembered by the writer.

We dined sumptuously in the ancient Woolpack Inn, a second home to the author, but it was the drive to and from that was the highlight of the day. In terms of their driving dynamics, the new 718 Cayman models follow in the tracks of the classic 718 cars, say Porsche. Thanks to their outstanding agility, the historic mid-engine sports cars won numerous races in the 1950s and 1960s, such as the Targa Florio and Le Mans.

Lateral rigidity and wheel tracking have been improved in the completely re-tuned chassis of the Porsche 718 Cayman. Springs and stabilizers have been designed to be firmer and the tuning of the shock absorbers has been revised.

The steering, which has been configured to be 10% more direct, enhances agility and, importantly, driving fun. The rear wheels, which are one-half of an inch wider than before, in combination with the redeveloped tires, result in an increased lateral force potential and hence in greater cornering stability.

Know what? It works well.

Second Thoughts

Wait! Belay that: it works brilliantly. The 718 Cayman is as wonderfully set up as ever it was. If you like cars simply for the pleasures of driving, it is as close to perfection as you can get. Inevitably, there’s a touch of turbo lag below 2000 rpm, but keep the revs higher and the torque feeds in smoothly and predictably. There’s plenty of mid-range punch and the engine is more than prepared to rev its socks off as required.

So many cars, so little time. Is this the best car I have EVER driven? I can’t say that for sure but what I can say is the Porsche 718 Cayman is one of the finest sports cars ever made. Even at the price quoted, it remains a tremendous value.

If you can, you should. I would.

Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

Porsche 718 Cayman Gallery

Photos: DriveWrite Automotive, Porsche Cars North America, Inc.

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Debate: Should You Use OEM Or Aftermarket Parts?

In today’s automotive world, consumers have more options than ever when it comes to car care and parts for performance and optimization. While parts from Original Equipment Manufacturers remain available for purists, aftermarket auto parts have seen a significant rise in popularity over the last several years, particularly with the mass availability from online retailers.

So how do you know which parts are right for you and your car?

By Definition

Let’s start by defining each of these terms. OEM (Original Equipment Manufacturer) parts are components from the same parts manufacturer who supplied the factory. Up until recently, these were only available at authorized dealerships. However, some of these brands are now available at other retail sources.

Aftermarket parts typically refer to components manufactured by competing companies. Some may be well-known brands, and others may not. These parts have long been available from traditional brick-and-mortar auto parts stores, but are now available from many online businesses.

Benefits of OEM Parts

An EXACT replacement. You are guaranteed the OEM part will be the exact same quality as the part you’re replacing, and will fit perfectly. They are also covered by the vehicle manufacturer. Most car manufacturers have a very good warranty on their replacement parts. That warranty is usually honored by any authorized dealership in the country, and if the dealer installed the part, the warranty usually includes labor.

OEM Considerations

Pricing. When purchased at a dealer, the OEM part is usually more expensive. There is also availability to consider. If your vehicle is a less-popular brand, authorized dealers may be more widely scattered. Dealers don’t always stock the part you need, and there may be a delay if it needs to be ordered.

Benefits of Aftermarket Parts

Choice. The aftermarket has responded to customer demand by providing a much broader choice than OEM. There are well-known aftermarket brands, including “OE equivalent,” as well as mass-market and lesser known brands.

Another benefit is pricing. In general, the aftermarket competes on price. Similar to what’s described above for choices and options, there will be different price levels. Those who desire the least expensive choice can usually find that in the aftermarket.

Bosch Premium Oil Filter. Photo: Bosch Auto Parts.

Aftermarket Considerations

Warranty. Depending on how long you plan to keep your car, the warranty period may be more important. If comparing two aftermarket parts, be sure to compare the warranty periods. Most well-known aftermarket suppliers provide a warranty close to, or even surpassing, the OEM warranty.

Quality is another important thing to consider. Years ago, it was presumed the quality of aftermarket parts was inferior to OEM parts.

That has changed as the aftermarket has improved to meet consumer demand. In fact, in some cases, large aftermarket businesses have manufactured replacement parts which improve upon known OEM weaknesses.

Bottom Line

If your vehicle is under warranty, or if the aftermarket does not offer the part you need, you have no choice but to obtain an OEM part from an authorized dealership. At the other extreme: if you own an old car (or a brand that has gone out of business), and there is no OEM choice, the aftermarket IS your only source for parts.

We recognize there are those consumers for whom only the OEM part will suffice. However, the aftermarket has improved its offerings across the board. There are OE equivalent brand names which have branched out to offer high-quality parts for all brands, not just the ones they originally supplied. At the same time, long-time aftermarket suppliers have worked to bring their quality up to, or exceeding, the OEM standard.

As the customer, there are important things to consider when choosing between OEM and aftermarket parts.

Richard Reina is a Product Trainer at CARiD.com and lifelong automotive enthusiast.

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