Automotive

Mazda & Toyota Establish Joint-Manufacturing Venture

Mazda & Toyota Establish Joint-Manufacturing Venture Mazda Motor Corporation and Toyota Motor Corporation have established a new joint-venture called Mazda Toyota Manufacturing, U.S.A., Inc., or “MTMUS.” The new company will produce vehicles in Huntsville, Alabama starting in 2021 with the goal of increasing production for both automakers. More specifically, the new plant will have the capacity to produce 150,000 units of a forthcoming Mazda crossover and 150,000 units of the Toyota Corolla.
The facility is expected to create up to 4,000 new jobs.
“We hope to make MTMUS a plant that will hold a special place in the heart of the local community for many, many years,” explained Masashi Aihara, Mazda’s Executive Officer who will serve as President of MTMUS. “By combining the best of our technologies and corporate cultures, Mazda and Toyota will not only produce high-quality cars but also create a plant employees will be proud to work at and contribute to the further development of the local economy and the automotive industry.”
Toyota and Mazda are investing $1.6 billion toward the venture with equal funding contributions. In collaboration with the state of Alabama and the city of Huntsville, MTMUS will soon begin land preparation for the new plant, with full-scale construction slated to begin next year.
“The new plant, which will be Toyota’s 11th manufacturing facility in the U.S., not only represents our continuous commitment in this country, but also is a key factor in improving our competitiveness of manufacturing in the U.S.,” said Hironori Kagohashi, Executive General Manager of Toyota and MTMUS’s Executive Vice President. “We are committed to realizing a highly competitive plant and producing vehicles with the best quality for customers by combining Toyota and Mazda’s manufacturing expertise and leveraging the joint venture’s synergies. Based on this competitiveness, we will make every effort to becoming a best-in-town plant that will be loved by our hometown.”
“We hope that cars made at the new plant will enrich the lives of their owners and become much more than just a means of transportation,” Aihara added.
Source: Mazda North American Operations, Toyota Motor Sales, U.S.A., Inc.

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Pirelli Showcases “Cyber Car” In Geneva

Pirelli Showcases “Cyber Car” In Geneva Pirelli unveiled something interesting at the 88th Geneva International Motor Show. This is a product with a pretty irritating name that is actually on the verge of being totally cool. The “Cyber Car” and what it does, and is potentially capable of doing, could be monumental in terms of applied data analytics. Essentially what Cyber Car does is apply big data to your tires, thereby allowing you to use that data to optimize performance.
“Hang on a sec,” you ask, “don’t we do this already?”
Data Linguistics
Why yes, car manufacturers do this already, using sensors placed throughout the vehicle and all the internal computers – throttle position sensors, slip angles, amounts of slip in the electronically-controlled diff, wheel spin indicators – to get a holistic picture of what you are asking the car versus what the car is actually doing moment to moment, and then, doing its best to make the driver’s wish come true.
So what’s new here? To answer that, answer this: What’s missing in all the current data acquisition systems? Tires. Tire information is what is missing. Sure, most modern cars have TPMS systems (tire pressure monitor), but what Pirelli has gone and done is put a number of sensors inside the tires themselves. And then they’ve come up with a common data language for the information the tires are generating, moment to moment, while on the move. From there, they seamlessly integrate that data with all the car’s other streams of data into a single, functioning whole.
So what? So there’s sensors inside the tire. What’s the big deal?
Photo: Pirelli.
Information Critical
A tire-embedded sensor can now be fully integrated into existing driver aids to improve performance and efficiency. If you can scoop up tons and tons of data concerning what your tires are going through – and remember, it all comes down to your tires eventually – then transmit that key data to the vehicle, your car can activate systems such as ABS and stability control. The vehicle can alter its setup on the fly for a safer, more comfortable drive, or, if you are at the track, alter the setup to maintain performance.
By accurately mapping the car’s weight, the vehicle’s central control unit can calculate precisely how many miles can be driven before recharging in an EV, for example. Monitoring temperatures from one tire to the next can more fully inform the traction control computer about possible road conditions, corner to corner (e.g. one corner could be colder and therefore prone to breaking traction).
Cyber Car informs the car’s computers about the tire’s vertical load, temperature, and pressure through the automaker’s factory interface, allowing timely intervention if the pressures go all skewwhiff. Tire maintenance becomes easier, thanks to feedback on tread wear and how tires should be seasonally rotated. Pirelli says the Cyber Car can even go so far as to offer bespoke services, such as valet and roadside assistance.
Photo: Pirelli.
(Not) Running On Empty
Think of it this way: What if you could analyze the blood gasses of a long distance runner in the middle of an Olympic event? Further, what if you could grab that data, say blood/oxygen levels, and provide that data through a Fit Bit wearable thing and also a Bluetooth earpiece? What if a runner could know, at a glance, that she’s got a lot of oxygen capacity left, so now’s the time to push that final lap kick a few hundred meters early. Get it?
The primary focus for various digital companies is gathering and manipulating and analyzing data. Amazon suggests products to you, and they’re right 95 percent of the time. Google can search for you and get the correct results at the top of the list. Car companies have been doing this already in certain, almost traditional ways.
Look at Ferrari’s E-Diff differential system. First developed in their Grand Prix cars, the E-Diff uses computers and incoming data streams for differential torque deployment to help the car turn more. And things like this can also be found in traction control systems, all-wheel drive architectures, ABS-as-supplementary-traction-control, and such. Cyber Car just takes that digitalization into a new era.
Future Applications
And the fact that Pirelli has made the data scheme a standard platform, it can be a literal plug-and-play situation, like getting a car with Apple CarPlay or Android Auto. It won’t matter if you don’t own an iPhone. When you do, the car’s infotainment system will be ready for it. The new Pirelli Cyber Car system will be on the market by the end of the year. What you do with it will be up to you, your lap times at the track, and your insurance agent.
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: Pirelli.

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Aston Martin Valkyrie AMR Pro: The Best Car In The World (Theoretically)

Aston Martin Valkyrie AMR Pro: The Best Car In The World (Theoretically) Theoretically, racing improves the breed. Theoretically, win on Sunday, sell on Monday. Theoretically, Grand Prix is the pinnacle of all motorsports. Theoretically, aerodynamics is of paramount importance for all out performance. Theoretically, Adrian Newey is better at aerodynamics than Kelly Johnson.
If you make a Venn diagram of those above theories, theoretically they all overlap over the same point. This: The Aston Martin Valkyrie.
Theoretically, this is the best car in the world.
Theoretically.
Theoretically.
Jack Brabham, the great Australian triple-world champion has a personal motto (of sorts): “When the green flag drops, the bullshit stops.” In fact, that was the title of his autobiography (which is a pretty fun read, by the by). It is also one other thing: True.
Yeah, I know. “Truth” can be hard to know, especially in today’s world, what with all the hired manure slung out there. But in this case, we do know that Brabham’s axiom is, in fact, true. No matter what you say about your car, it only matters what it does on the road and on the track.
And what the facts, that is, the current tech specs, say about the Aston Martin Valkyrie AMR Pro, is that when it hits the track, nothing will be able to catch it. Nothing. Nothing that Porsche can put up against it. Nothing that Corvette can put up against it. Nothing that Mercedes can put up against it. Nothing that Ferrari can put up against it. Nothing.
That’s what they say . . .
I say bring it out. Back it off the hauler and run it at, oh, Le Mans is coming up, how about there? Bring it out for a little drive in the French countryside about three months from now on June 16th.
It’s a date, right?
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.
For what it’s worth, here are the specs:
Engine: 6.5-liter naturally-aspirated V12 Hybrid.
Power Output: “in excess of 1100bhp.”
Downforce: “more than 1000kg.”
Weight: 1000kg.
Top Speed: 225mph.
Lateral Acceleration: “in excess of 3G” [yes, you read that right].
Production Run: 25.
Sales Status: All cars are sold.
Deliveries: Start in 2020.
In Person: Stand #2229, Hall 2 of the Palexpo Exhibition Centre, 88th Geneva International Motor Show.
Aston Martin Valkyrie AMR Pro Gallery

Photos & Source: Aston Martin The Americas.

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Toyota GR Supra Racing Concept: The New Supra Perhaps?

Toyota GR Supra Racing Concept: The New Supra Perhaps? Man, Toyota has been drawing this out seemingly forever now. A certain stripe of gearhead has been hovering all over this since it was a mere rumor months and months ago. At first it was all “deny-deny-deny” and then it was all “maybe-maybe-maybe,” and that turned into “possibly, but we won’t show you” and now, this final tease. So what is here? What is Toyota showing us, and what does it portend for the upcoming Supra?
World Performer
No, this is not the new Toyota Supra that you lot have been slavering over for months now. This is the racing version of the new Toyota Supra, so wipe your face, stop that jabbering, and read on. Because beneath the bulges, aero bits, and flicks and trickery, is the new Toyota Supra. Somewhere, down underneath all of that.
This Supra – the GR Supra Racing Concept – is a compact, two door coupe-shaped thing with a front-engine/rear-wheel drive layout (of course!) (thankfully), which makes extensive use of lightweight materials. The GR Supra Racing Concept was ginned up by Toyota Gazoo Racing, the outfit that came to prominence in Europe in 2007. Gazoo went on to become the international umbrella organization for Toyota’s global sporting program and has competed in such diverse genres as the FIA World Rally Championship and the FIA World Endurance Championship.
I have never heard any real explanation as to why they named themselves after an hallucinatory character from The Flintstones, however.
Toyota says the GR Supra Racing Concept represents its commitment to bring back the iconic sportscar. The Supra badge first appeared in 1978, and fans today likely recognize the car from films like The Fast and the Furious and video games like Gran Turismo. Photo: Toyota Motor Sales, U.S.A., Inc.
Mystery Material
Obviously, the GR Supra Racing Concept is wrapped in overly-dramatic, meat-axe-styled bodywork. Note the comically large rear wing, for example. That’s there for the track, and although I would be very surprised if the upcoming Supra did not have some sort of aero appendage out back, I doubt it will be that eccentric. Seemingly, the entirety of the body panels are made from some sort of unnamed “strong but lightweight composite material.” Seriously, that’s all Toyota refers to it as: “strong but lightweight composite material.” Could be carbon fiber. Could be good old fiberglass. Who knows?
Larger Than Life
What we do know is that it’s used in the front and rear bumpers, and note how they are obviously wider than what you’d find on a street car; better to hide the huge tires/wheels from the air stream. The front splitter is also more extreme than on a road car, as are the rear diffuser, side skirts, door mirror housings, and the rear wing. All of those: diffuser, skirts, and the rear wing are obviously for race tracks only.
Yes, yes. It looks cool and radical and all that, but huge front splitters and low hanging sill extensions wouldn’t survive one trip down to the mall parking garage, now would they? The hood is also made from the same stuff and features extensively louvered air inlets. The windshield and side windows are made of plastic and we all know that ain’t road legal.
Known as the A40, the original Supra was followed by three further generations: the A60 in 1981, A70 in 1986, and A80 in 1993. Photo: Toyota Motor Sales, U.S.A., Inc.
Under The Surface
What you don’t see, the stuff under the skin, is where it gets really interesting, and where some clues to the road car can be augured. The front and rear suspension has been lowered, but both ends use “original equipment components.” Smart! So Toyota is using the race model as a test laboratory for what we’ll see on the streets. Nice! You’ll also find BBS racing wheels shod with Michelin racing tires with your standard center locking nut. The brake system includes Brembo calipers and discs, and there is a racing-spec exhaust.
Cockpit Treatments
Naturally the cabin is as far removed from a street car as a jail cell is from a beachfront hotel room. See, there’s even bars like in a jail thanks to the required full competition roll cage. The built-in fire extinguisher is also along for the ride. The fuel and brake lines, pedal box, battery and wiring looms are all full competition standard. The doors are lined with carbon fiber panels (at least they named that material), the dashboard includes a “racing display,” and the OMP driver’s seat and harness will cosset you in relative safety.
The Italian safety equipment manufacturer also supplied the quick-release steering wheel equipped with a paddle shift system. Will the street version of the new Supra have those same paddle shifters, or will it get a traditional stick? That we don’t know yet.

Future Visions
What we do know, or at least can guess at, is that underneath all the aero junk and steroidal bulges is the overall shape and design of the (soon to be here) new Toyota Supra. If you can visualize losing all that stuff, or perhaps are good with Photoshop, you can get a pretty good idea of what the long-awaited Supra will look like.
And if you can squint a little bit harder, you can even visualize what the new Supra will look like sitting in your driveway. Stop drooling!
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.
Toyota GR Supra Racing Concept Gallery

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

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Letter From The UK: Do We Even Need Our Cars?

Letter From The UK: Do We Even Need Our Cars?
Great Britain is a small country. In area it is smaller than some of the individual United States. Unlike the vast America continent, it is pretty straightforward to get around and, in the past, we have gloried in a transport system that could get you anywhere you wanted to go.
Public Transport In The UK
What did the ancient Romans do for us? Well, for a start, they developed a network of cobbled roads that criss-crossed the country. Even today we use those same roads except that now they exist as usually two-lane blacktops. Over the centuries we built on that.
Unlike America, where the establishment of the first transcontinental railway was a brave and complex engineering marvel, the UK, upon the invention of the railway engine, quickly established a rail network that went everywhere. No town was too small not to have a branch line and a bus service. As the Victorians of the 19th century built and established roads, and subsequently developed the vehicles to use them, we luxuriated in a State-owned public transport system that was second to none.
And in typical British fashion we proceeded to ruin it.
Us Versus Them
The 20th century brought with it a mighty rise in power of the various Trade Unions, and workers demanded more and more rights and money. Standing against them was a management class steeped in Victorian values: The result was a stalemate and decades of industrial strike action from the 1950’s to the 1980’s. We, the travellers, got used to it and carried on.
Because of this, the public transport infrastructure went rapidly downhill thanks to a combination of inept bosses, antiquated buses and rolling stock, dirty stations and terminals, and staff who could not give a damn. Like a man who is given a gun but has no idea how to use it, we shot ourselves in the foot. Repeatedly.
Then along came The Iron Lady: Margaret Thatcher.
According to the American Public Transportation Association, more than 6,800 organizations provide public transportation in the United States. In 2016, Americans took 10.4 billion trips on average. Research shows public transportation saves the U.S. 4.2 billion gallons of gasoline annually.
Privatisation
Our Prime Minister in the 1980’s decided what was needed was for the transport services to be sold off to the highest bidders. It would, she declared, encourage competition and thus cheaper prices. That didn’t work either. As soon as private money got their greedy mitts on the system, unprofitable rail lines and bus services were axed and the prices went up. Now we have a transport system targetted at working commuters, albeit with the latest vehicles, that many people simply cannot afford to use or cannot access because they live in the country or outlying areas.
What we needed was . . .
The Motor Car
We have a thriving car industry that spans the globe. No matter that Britain’s antiquated road system is riddled with potholes and in desperate need of investment, we still prefer to travel by car. The convenience of the automobile is unquestioned. Door-to-door; it doesn’t get any better than that. Cars are safer and more economical than ever. That’s a fact; but there’s a downside.
They are subject to taxation when we buy them, when we put them on the road, when we fill them with fuel, and when we insure them. The motorist is the UK government’s cash cow. Running a car today is a very expensive business here in broken Britain and by-and-large it has to be questioned whether we need the things at all. This writer loves to drive but it would be nice to be transported once in a while, especially when I see trains flash by as I sit in yet another traffic jam.
Certainly, people, the young especially, living in urban areas, are foreswearing the auto in favour of public transport. In and around our towns and cities, public transport is plentiful and, although quite pricey, is still cheaper than car ownership, backed up by services from Uber and the like. I can see their point.
Uber passengers share a ride in India. Photo: Uber
Crossing The Country
The trouble is, I like to travel around and see new places. I once did an experiment. I calculated the cost and logistics of travelling between two places three hundred miles apart. Even pre-booking tickets for my wife and myself well in advance, the trip would have cost me three times the fuel and ancillary expenses had we travelled in our car. The car goes from door-to-door, public transport would have involved three train changes and a bus trip in both directions.
I think I’ve just answered my own question.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite
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2019 Mercedes-AMG C43 Sedan: The Performance-Oriented Prom Date

2019 Mercedes-AMG C43 Sedan: The Performance-Oriented Prom Date Yeah, that’s what I’m talkin’ about! The latest AMG-tweaked C-Class just came out, and the basics look good: Power is up by 23 horses to 385 horsepower, the torque curve is broadened, zero to 60 times equate with a top o’the line Camaro or Mustang, and a blown V6 heading to all four wheels. Hey, isn’t that just an Audi S4 from a few years back?
I kid, I kid!
The 2019 Mercedes-AMG C43 Sedan is its own separate animal, not to be confused with other performance sedans. It is, in short, very much worth paying attention to. As far as Americans are concerned, this is about as small and performance-slanted as Mercedes is going to get. So if you like small and fast over big and fast and want something with a three-pointed star, this is your prom date.
Power & Performance
As with all Mercedes-Benz products, this thing is screwed together like panzer, swimming in tech features, safe as a bunker, and comfy as your couch. It’s all motivated down der Bahn by a 3.0-liter V6 engine putting out the aforementioned 385 horsepower and 384 lb-ft. of torque. That grunt happens in a comfortably broad 2,500 to 5,000 rpm band, making for a zero to 60 time of 4.6 seconds and a top speed of 130 mph. Which is electronically limited. Electronically limited? What’s up with that?!
That glorious 3.0-liter V6 biturbo engine is mated to an AMG-tuned 9-speed transmission with shorter shift times. “Defined ignition adjustments,” according to Mercedes-Benz, also provide faster gear shifts.
The AMG-spec 4MATIC four-wheel drive system has a rear-biased torque distribution, with a front/rear axle split of 31 to 69 percent. This configuration provides for higher lateral acceleration and improved traction, according to Mercedes-Benz. The single-stage transfer case of the four-wheel drive system is flange-mounted to the transmission as a separate system. Photo: MBUSA.
Exterior Design
Since this is the sporty C-Class, the exterior is not as plane-Jane as lesser brethren. A distinguishing feature is the AMG radiator grille and sculpted front bumper with additional aero flics – like how the side air curtains in the front bumper help guide the airstream, for example. The rear is also sporty looking with two round tailpipes in high-gloss chrome, and a rear bumper with its own side air curtain and diffuser to improve airflow. If that’s not enough, there’s now an optional AMG Night Package that has a more “expressive front splitter,” a reworked spoiler lip, broader side skirt inserts, and other high-gloss black treatments.
Wheelin’ & Dealin’
Also new for this year are the aerodynamically-optimized AMG light-alloy wheels. You get your choice: The AMG wheel with five twin spokes painted in tremolite grey with a high-sheen finish, size 7.5″ x 18″ with 225/45 R 18 tires at the front, and 8.5″ x 18″ with 245/40 R 18 tires at the rear – or – a different aero-design with five twin spokes, painted with accents in tantalite grey – or – high-gloss black in size 7.5″ x 19″ with 225/40 R 19 tires at the front, and 8.5″ x 19″ with 255/35 R 19 tires at the rear.
Got all that? Good.
The AMG Ride Control suspension is a hallmark of the new C43 Sedan. The basis is formed by the 4-link front axle and independent multi-link rear suspension. The AMG-specific kinematics and elastokinematics, with newly developed components, result in high camber stability when cornering. Further, the axial brake connection on the front axle allows for more precise handling. Photo: MBUSA.
Interior Treatments
Naturally the interior of the new Mercedes-AMG C43 has been reworked. Leather, DINAMICA microfiber, and aluminum are everywhere. Optional AMG Performance Seats provide lateral support along with heating and ventilation in three levels. The door center panels and dashboard are finished in MB-Tex with red topstitching. Aluminum sport pedals with black studs, trim elements in Natural Grain Black Ash Wood and Brushed Aluminum, the black roof liner, and the red seat belts finish off the sporty interior particulars.
More Options? Oh, you got options. Trim elements in Natural Grain Walnut Wood & Aluminum and Natural Grain Grey Oak Wood, if sir or madam would like. There is also the optional Dark Brown Linden Wood trim, an AMG trim in Carbon Fiber/Aluminum, and something called AMG Silver Fiber Glass. Upholstery options are equally as numerous.
Standard on the new C43 Sedan is a 10.25-inch media display with a resolution of 1920 x 720 pixels. Photo: MBUSA.
Share & Compare
And most interesting of all? The data logger. The AMG C43 now comes with an on-board system for recording performance data when driving on race tracks called AMG Track Pace. It provides a wealth of vehicle-specific data recorded ten times per second. The system allows you to slice and dice your performance on any given track (many are already pre-installed) and share your experiences and data with other AMG drivers via Facebook, YouTube or the AMG Private Lounge. No, seriously.
In Person & Availability
The 2019 Mercedes-AMG C43 Sedan will be seen in the flesh at the Geneva International Motor Show until the 18th before arriving in U.S. dealerships by the end of this year.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
2019 Mercedes-AMG C43 Gallery

Photos & Source: MBUSA.
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Automoblog Book Garage: Lamborghini Supercars 50 Years

One of the most inspiring things about Lamborghini Supercars 50 Years is what appears at the beginning. Usually, I skip over the introductory pages of books; I want to get to the “good stuff” and absorb the knowledge within. In my haste, I usually miss things like what struck me when I first opened this book.

Three pages in, among the Library of Congress Cataloging information, ISBN number, and publishing credits is a quote from the book’s photographer, James Mann.

In memory of my father, David Mann, who game me my love of cars.

You absolutely must love cars in order to truly appreciate a Lamborghini. Conversely, if you love a Lamborghini, you probably both appreciate and admire the limits an automobile can push.

Pages 136 and 137 are consumed by this beautiful Gallardo LP560-4. A few pages prior, a table chart shows the chassis, engine, and suspension specs. “This was a high-stakes game,” writes Codling. “When Audi collected the keys of the Sant’Agata factory in July 1998, its senior management knew that all eyes would be on the successor to Lamborghini’s marquee car, the Diablo.” Photo: James Mann.

Endless Passion

Author Stuart Codling goes for the grip a few pages later and never lets go. We meet Ferruccio Lamborghini, see his love for machines, feel his pain when he returns from World War II, and sense his fire during clashes with Ferrari.

Beginning with the Miura in 1965, arguably ahead of its time, and closing with one of our personal favorites today, the Huracán, Lamborghini Supercars 50 Years follows a young man who loved machines and what that love could ultimately create. We see other vital namesakes through the years too: Countach, Diablo, Aventador, and Sesto Elemento. The book covers the acquisition of Lamborghini by Audi and how German influence wielded the likes of the Murciélago in 2001, the Gallardo in 2003, the Reventón in 2008, and the Aventador in 2011.

Like Mann’s father, the love of cars draw us to Lamborghini. And for Lamborghini himself, it was a love for all machines. When you think about it, that’s an endless cycle, but one I want to be stuck in.

Lamborghini Supercars 50 Years: From the Groundbreaking Miura to Today’s Hypercars is available through Amazon and Motorbooks.

Photography

Mann is one of the world’s leading car and motorcycle photographers, with more than 20 years of experience shooting for enthusiast publications, the motor industry, and businesses around the world. His work has appeared within and on the covers of more than 50 books. Mann also photographed the British Auto Legends stamps for the Royal Mail.

Author

Codling has worked in motorsports for over a decade as a journalist and broadcaster, covering sports cars in the United States before joining F1 Racing, the world’s best-selling Formula 1 magazine. He has appeared as an F1 expert on TV and radio, has hosted for Renault F1, and contributes to both Autosport and Autocar.

He was once sworn at by ex-Ferrari F1 driver Eddie Irvine.

Lamborghini Supercars 50 Years Gallery

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Chevrolet Owners Record Massive Data Usage In 2016

A top attribute of any vehicle today is connectivity. The ability for our automobile to seamlessly integrate our smartphones in the name of infotainment is becoming the order of the day. Sometimes, and especially for old school car enthusiasts, the connectivity bug may be nothing more than an annoying buzz, but Chevrolet owners tell a different story.

Bowtie customers in the United States used a hulking 4,220,684 gigabytes (or 4,220 terabytes) of data in 2016, marking a nearly 200 percent increase from 2015.

Practical Perspective

Chevrolet has strategically placed and enthusiastically promoted their in-vehicle connectivity, which may explain the jump in data consumption. One of the strongest selling points for us on the new Silverado is the how the truck acts as a mobile hotspot. The OnStar 4G LTE Silverado can connect up to seven devices, ideal for the Jawbone speaker you want to take to the camp ground, but handy for the laptop you need on the job site.

“We are attracting new buyers to Chevrolet by offering technologies like OnStar 4G LTE not available on competitive models,” said Alan Batey, President of GM North America and Global Head of Chevrolet. “New owners are in turn more likely to become repeat Chevrolet customers as these features become an integral part of their day-to-day lives.”

Chevy owners utilize the OnStar 4G LTE for a variety of activities, from streaming videos and playing games, to sending e-mails and listening to music.

“As a strategic plan to grow retail sales, Chevrolet has continually invested in new safety, convenience, and connected technologies across our trucks, utilities, and cars,” Batey said.

2017 Chevrolet Silverado 1500 High Country. Photo: Chevrolet.

Big Numbers

The most significant increases were with Tahoe and Suburban owners, who used three-and-a-half times more data than a year ago. The figures here may not be surprising, especially as Tahoe and Suburban are the best-selling full-size SUVs today. In 2016 alone, retail sales climbed 21 percent and retail share climbed 2 percentage points, meaning 49.3 percent of the segment now belongs to General Motors. Essentially, Tahoe and Suburban accounted for nearly one out of two full-size SUVs sold in 2016.

No other automaker has a higher retail share for any segment, SUV or otherwise, in the U.S.

Bigger Numbers

Tahoe and Suburban owners consumed 713,669 gigabytes of data in 2016, a 260 percent increase over 2015. That’s equivalent to approximately 3 million hours of streaming standard video, 25 million hours of streaming music, and 1.8 billion song, game, or app downloads.

It’s also the equivalent of 1.5 billion photos posted to social media. Hope you are happy with that selfie you took?

OnStar 4G LTE connectivity was introduced across the Chevrolet lineup in 2015 for the U.S. and Canada. Today, a 4G LTE connection is standard on every new Chevy vehicle, along with the OnStar Basic Plan, which features remote vehicle access and the AtYourService marketplace via the myChevrolet app.

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

Photos & Source: Chevrolet

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2018 Mercedes-AMG E63 S Wagon: Hauling More Than Your Family

Mercedes says their new AMG E63 S Wagon is sportiness meets space and intelligence. Sure, fine. Spin it however you want. All I know is that when I saw this beast puts out over 600 horsepower, all I could think of was, “gas pedal, meet my right foot.”

Station wagons in America are a forgotten segment of the automotive world. Through the 60s and 70s, you had a family, you had a wagon. How else were you supposed to take your wife, 2.3 kids, and all your stuff on a two week driving vacation?

Suburban Stereotypes

But then Lee Iacocca came up with the minivan. And, let’s face it, from a perspective of pure utility, a minivan is the answer. But then, minivans became the symbol of middle class suburban conformity, and potential buyers became nervous about even being near them, let alone driving one.

American SUVs to the rescue! Now you could have the utility of a minivan, with the added style that shows you are a rugged, prepared for anything Man with a capital “M” baby! The fact this demand to show ruggedness and preparedness was largely driven by a subconscious need to counteract deep seated fears of inadequacy rather than any real vehicular need was beside the point.

Who cares if you were never going to drive the thing up 13 miles of bad logging road in the middle of a rainstorm? You might! And that was the whole point.

Twin-scroll turbochargers were utilized for the first time to enhance the overall performance the AMG 4.0-liter V8 engine. They reduce exhaust gas backpressure and optimize the gas cycle, resulting in higher output and increased torque at low revs. Photo: Mercedes-Benz USA.

Comeback Stories

Pity the poor station wagon. Forgotten to the dust heap of history.

At least in America, but not in Europe. You go to Europe, and you see a lot of wagons. A lot of them. And let’s face it, if you’re a dad from, oh, Frankfurt with a Geschwindigkeit but a burgeoning family, you won’t take any old people hauler off of the rack.

Oh my no. You’re going to take one that can haul buns down the bahn like a Panzerfaust. And if that’s your bent, then let me introduce you to the Mercedes-AMG E63 S Wagon. And even better, if you’re an American with that sort of bent, then you’ll be overjoyed to learn that Mercedes-Benz is bringing this brute of a ride to our shores.

The new AMG E63 S Wagon combines the Mercedes-AMG art of performance-inspired driving dynamics with modern utility. The wagon is propelled by a hand-crafted AMG 4.0-liter V8 biturbo engine, cranking out 603 horsepower (5,750–6,500 rpm) and a stump pulling 627 lb-ft. of torque (2,500–4,500 rpm).

I’ll let those figures percolate for a bit while you consider coming across some knot-head in a brand new Mustang. He with his trollop-of-the-moment beside him, and you with your wife and kids. Traffic light goes green and you blow his butt so far into the weeds you don’t stop smiling for the next 7 miles.

The E63 S Wagon comes with an electronically controlled rear limited slip differential for improved traction. The electronically-controlled limited slip differential reduces slip on the inside wheel when cornering without braking intervention, resulting in the ability to accelerate out of turns earlier and more gracefully. Photo: Mercedes-Benz USA.

Class Records

All this moron humiliating power and torque is put to the tarmac via a fully variable AMG Performance 4MATIC+ all-wheel drive system. An electromechanically controlled coupling connects the permanently driven rear axle variably to the front axle. Since the best possible torque distribution is calculated continuously, the wagon can transition from all-wheel drive to rear-wheel drive, yet still provide a sound and solid feel for the occupants.

The fact Mercedes-AMG have finally started putting their 4MATIC system into performance cars is a wonderful thing. It puts to rest one of the main arguments, usually hurled by Audi owners, that although the AMG cars are nice, they were only offered in rear drive. Also, if you live in someplace with less than stellar weather, you can now be a lot more happy and secure Mercedes-Benz owner.

All this powertrain tech is enough to hurtle the wagon from 0 to 60 in 3.4 seconds. Mercedes-Benz says the vehicle “sets a new record in this class.” It will be very interesting to see if Audi or BMW can top it. Speaking of top, the AMG family hauler tops out at an electronically limited speed of 180 mph.

“Dad? Are we there yet?” “Yes!”

The large-sized high-performance compound braking system is quick and fade-resistant, even under high loads. The E63 S Wagon is fitted with internally ventilated and perforated 15.4″ x 1.4″ compound brake discs on the front axle with six-piston fixed callipers. At the rear are 14.2″ x .9″ discs and single-piston floating brake callipers. An AMG Ceramic Composite braking system is also available. Photo: Mercedes-Benz USA.

Hallmarks & Heavy Right Feet

The new wagon features an AMG SPEEDSHIFT MCT (Multi Clutch Technology) 9-speed sport transmission mated to a wet clutch. This means smoother power application and less grabbiness than a dry plate scavenger clutch.

“The new AMG E63 Wagon combines our brand’s hallmark driving dynamics with high everyday practicality. It is not for nothing that the model has been a permanent fixture in the AMG portfolio for 40 years,” said Tobias Moers, CEO of Mercedes-AMG GmbH. “The powerful engine and the intelligent all-wheel drive underpin our claim to always be at the forefront of development when it comes to performance.”

And we at Automoblog are not going to argue with him. We might not all have growing families, but we all have heavy right feet.

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 Mercedes-AMG E63 S Wagon Gallery

Photos & Source: Mercedes-Benz USA

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