2018 New York International Auto Show Roundup

2018 New York International Auto Show Roundup A New York tradition is the annual car show, always held during Easter week in the Big Apple. You may think of Manhattan and its surrounding boroughs as inhospitable to automobiles, but the New York International Auto Show (NYIAS) still draws a crowd big enough to rival other U.S. shows.
In addition to my work with Automoblog, I am also a product trainer for CARiD. We had boots on the ground and were able to bring you first-hand coverage of what we found interesting.
It’s impossible of course to spend quality time with every single vehicle, so our focus was on the debuts, volume leaders, pickups, electric cars, and everyone’s favorite, performance cars, uh, vehicles.
Debuts
Numerous manufacturers used NYIAS to launch important new products. Here are some highlights:
ACURA RDX
Acura’s midsize RDX crossover is all-new. The redesigned sheet metal keeps Acura’s family resemblance. The previous generation’s V6 is gone in favor of a turbo four-cylinder, mated to a 10-speed automatic. Available SH-AWD (Super Handling All Wheel Drive) can send up to 70 percent of the available power to the rear wheels. The interior has the de rigueur 10.2-inch center screen.
CADILLAC XT4
It’s no secret that Cadillac’s sales are below their expectations. After huge investments in new sports sedans, the market ignored them and bought old-school Escalades. With crossovers hot, Caddy smartly decided they need more, hence the XT4, one size below the current XT5. It’s powered by a 237 horsepower turbo four, coupled to a nine-speed auto. If it’s priced right, it should help spark sales at Cadillac.
LINCOLN AVIATOR CONCEPT
Two years ago, I said Lincoln was dead, and predicted they would go the way of Mercury. I was wrong, thankfully. Lincoln is now officially back, and in a big way. The new Navigator is a smash, and this Aviator “concept” is a production vehicle in disguise. It’s drop-dead gorgeous and sized right. Perhaps best of all, it will be built on a new rear-wheel drive platform to be shared with the next-gen Explorer. Glad to have you still with us, Lincoln!





Volume Leaders
Sports and exotic cars are fun, but vehicle manufacturers make their profits from volume. Among the many mainstream cars and trucks on the floor, these stood out:                                    
TOYOTA RAV4
Toyota practically invented the CUV segment with the first RAV4 in 1994. This all-new fifth generation version dwarfs the original, but Americans love them, making the RAV4 one of the U.S.’s best-selling vehicles after pickups.  To differentiate it from its CR-V and CX-5 competitors, the optional Adventure trim looks more like a truck than a Cute Ute. A hybrid version is also available.
SUBARU FORESTER
“Don’t fix what ain’t broke” could be Subaru’s motto. The Forester is completely redesigned but looks almost the same. Turbos and stick shifts are gone; all Foresters have a 2.5-liter flat-four, CVT transmission, and all-wheel drive. The big news is inside: material quality and fit and finish rival near-luxury cars in the next price bracket. If the standard 6.5-inch touchscreen is too small, opt for the eight-inch one.
Subaru Forester Sport on display at the 2018 New York International Auto Show.
Pickup Trucks
A uniquely American tradition, the three best-selling vehicles are full-size versions. The midsize truck market is about to get very exciting again, and never rule out the import brands:
FORD RANGER
The Ranger nameplate, gone since 2011, will be back in 2019. Ford had abandoned the midsize pickup segment only to see GM, Honda, and Toyota gladly step in. The new Ranger will have one drivetrain for now, a 2.3-liter turbo four tied to a 10-speed auto. With the regular cab gone, buyers must choose between an extended “SuperCab” or full “SuperCrew.” Expect the competition to answer in kind.
VW ATLAS TANOAK CONCEPT
Officially, this is a design study. Given that it’s built on the existing Atlas SUV platform, bringing it to production should be a no-brainer. It’s a big truck, 16-inches longer than its SUV brother, but looks sharp. Instead of competing with the domestic Big Three, expect it to go head-to-head with the Honda Ridgeline. VW needs this truck if they are serious about increasing U.S. sales volume.
VW Atlas Tanoak Concept on display at the 2018 New York International Auto Show.
CHEVY SILVERADO & RAM 1500
Ford put its F-150 on a crash diet by making it all-aluminum, so both Chevrolet and Ram knew they needed to lose weight. The Silverado is up to 450 lbs. lighter, with aluminum doors, hood, and tailgate. The 1500 will have an optional 3.0-liter Duramax diesel for those who need the torque. Sheet metal is all-new but still a Chevy.
Ram’s redesign moves it away from the “mini-Peterbilt” look it had for 25 years. Rams drop around 225 lbs. and it’s more aerodynamic. If you need to save even more fuel and increase torque, there’s a mild hybrid system available, but regular cabs are gone, so pick either a quad or crewcab. Pickup trucks are proof that competition in this segment is healthy.
Performance Vehicles
“Fast cars” used to be limited to cars. The four that rang our bells this year included a convertible, a four-door sedan, and not one but two SUVs. Who would have ever guessed?
ALFA ROMEO STELVIO QUADRIFOGLIO
The Stelvio is Alfa’s new SUV, and while normal versions have turbo fours and start in the $40,000 range, the top-shelf Quadrifoglio uses a Ferrari-derived V6. Is it fast you ask? It beat the Porsche Cayenne and now holds the world’s record for fastest SUV on the Nürburgring. Bring $82,000 with you and they’ll let you pick the color. I suggest red.
BMW X4 M40i
Car makers keep inventing new segments. Case in point: the X4. Is it a sports sedan or an SUV? It’s both. Jacked up like a truck, but swoopy like a four-door coupe, the top-line M40i gets motive power from a turbo 3.0-liter six, and mixes that with bigger brakes, stiffer suspension, and sportier seats. Sales start this summer at around $61,000.
CORVETTE ZR1
Every American boy fantasizes about a Corvette. Those boys grow into men and many eventually have the disposable income to fulfill the fantasy. While I do know plenty of female Vette fans, this latest ZR1 with its supercharged 6.2-liter V8 and boy-racer wing big enough to serve as a spare couch plays right into the dream. At $120,000 and up, Chevy will sell every one they build.
KIA STINGER
Back on planet earth, Kia, maker of boring econo-boxes, has taken a shot across the bow of BMW and anyone else who thinks they build sports sedans. The new Stinger, in rear or all-wheel drive, has either a turbo four or twin-turbo V6. It can accelerate, it can handle, and did I mention that it’s also good looking? Let’s throw in hatchback versatility for good measure. If I were at BMW, I’d be losing sleep.





Hybrid & Electric Cars
Gas is still cheap, and big trucks still rule the sales charts, but that could change tomorrow. Hybrids have been around for a while but keep improving. And the all-electric segment, at less than 1 percent of sales, has some new entries at various price points.
HYUNDAI KONA ELECTRIC
Tesla has gotten lots of (mostly good) press, but Elon Musk is learning that the competition never sleeps. Hyundai’s new Kona CUV starts in the $20,000s for a gas engine version. There’s also the new Kona Electric, with a range of over 250 miles, and available recharging in under one hour. Pricing is not finalized but is expected to start around $40,000. It’s not a stretch to imagine those unwilling to wait for a Tesla Model 3 will check this one out.
BMW i8
This was a personal favorite just for its outrageousness. Not a hybrid, the i8 is an all-electric supercar, and it looks the part. The coupe model has been out for a while, but the roadster is new. What’s better than going green and having the wind in your hair? With batteries providing the push, the wind is likely all you’ll hear.
LEXUS UX
Another CUV from Japanese giant Toyota, this one wears its Lexus family styling well. Lots of choices here: front wheel or all-wheel drive, gas or hybrid powertrains, with the hybrid expected to get up to 55 mpg. It’s also expected that this could be the first Lexus available “by prescription” as opposed to purchase or lease. You avoid the commitment but get into the brand.
2019 Lexus UX on display at the 2018 New York International Auto Show. Photo: Katelyn Barone for Automoblog.net.
In Person
Sure, you can do all your shopping online these days. But there’s nothing like an auto show to give you a taste of everything that’s out there without the hassle of visiting multiple dealers. Browsers can kick tires; serious shoppers can engage with staff in a no-pressure environment. The New York International Auto Show delivered on all counts for 2018!
Richard Reina is a Product Trainer at CARiD.com and lifelong automotive enthusiast.
Additional Photos: Chevrolet, FCA US LLC., Kia Motors America, Newspress USA.



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Chapter 1: Setting Off From Sierra Vista

Chapter 1: Setting Off From Sierra Vista I’m in the middle of the southern Arizona desert blasting north at 75 miles an hour. I’m at that rise, just beyond the Boarder Patrol checkpoint, when I glance in the rearview mirror and see it all laid out before me.
“Back there,” I think, “is everything I know in a certain sense.”
Memory Reflector
Recently both my parents died, and I have just (finally, finally) settled up everything, and have gotten my ass out of what I can only relate to as being a horrid place to live. Back there, in that rearview mirror is the past. Not just the literal past, where I was driving a few moments before, but my past. My parents house where they retired. Three bedrooms and two baths of stuff neither me nor my brothers really wanted, but a house that now, in my mind’s eye, is some sort of strange reflector of memories on top of memories on top of memories.
It hits me that I am not driving a car, and a limited-run racing special with a “significant” competition history at that. No, I’m not driving a car, I’m driving a time machine. In here, it’s the present. In the rearview mirror, it’s the past. And out there, on the other side of that windshield, is the future.
Cars are interesting things. They’re more than art objects or a way to get dates; or a way to show off or a way to get you from point A to B. Cars are, in their own way, time machines.
And the future is roaring more than a mile a minute.
The Future In Front of Me, The Past Behind Me is a gasoline-fueled narrative by automotive journalist Tony Borroz. It details the joys, thrills, and even the uncertainties of the car-obsessed lifestyle. In advance of the book’s release, we are previewing the first few chapters here on Automoblog.
Farm Boy
In a lot of ways, this was a (lower case r) revelation that was a long time coming. This is not about the passing of my parents, although, in almost every way imaginable, this is all my dad’s fault. Thanks to my father, I grew up in a car-oriented family. The garage – there was always a garage – was packed full of sports cars, antique cars, sensible work cars, and tools, literally thousands of tools.
By the time I knew my father, he was a tool and die maker at an aluminum factory. Before that, his job was killing Germans, and before that he was a coal miner. Before that, he grew up on a farm in rural Illinois in a town that literally disappeared during the Great Depression. In other words, he found himself in a lot of situations where he had to work with a lot of mechanical things and, even more to the point, he had to be able to fix them. So, being a tool and die maker was a natural fit for a farm kid who was, for a time being, a drill sergeant who, for a time being had to Make It Work, no matter what a bunch Fascists thought.
Or, as my dad once put it, “It’s a great job. I get to make stuff out of metal and no one is shooting at me.”
He loved working in aluminum, or ‘luminum, as he said it in his Colorado cowboy twang. “It’s soft, easy to work, and if you know what the metal is doing, it can take really high loads with out deflecting an inch. You can work it to really high tolerances and it cuts like butter.”
Obsessions & Passions
And of course there were cars. Everybody, and I mean literally everybody in his family was seriously obsessed with cars. Partially I figured it was a genetic thing. Italians have this odd fascination with speed that a lot of other cultures lack. We invented circuit racing, for example. All that Ben-Hur chariot racing stuff? The Italians were running chariot races for centuries before that movie was set.
The odd thing here is sports cars. Unlike a lot of Americans, and especially the ones where I grew up, my father had little to no interest in hot rods and muscle cars. He liked sports cars. Cars that could not just go, but go, turn, and stop. Cars that were no bigger and no heavier than they had to be.
Ergo, when my oldest brother, Terry, turned 16 and got a car, it was a Triumph TR-4 (red with the dog dish hubcaps). When my other older brother, John, turned 16 and got a car, it was an MG-B (antique white). When I turned 16, I got a Mercury Capri II with the 2.8-liter V6 engine. The biggest you could get. As my dad always said, “If you’re going to get a car, get the one with the all the hot options.”
My dad seemingly had thousands of those little truisms, some coming from the Army, some coming from the Farm, but the vast bulk of them coming from direct experience.
“You can find lots of idiots that can hold their foot down. That’s not being a race car driver. Knowing when to hit the brakes and turn, that makes you a race car driver.”
“You can never have enough tools.”
“Any oil leak is a problem,” said over my brother’s TR.
And my personal favorite: “Finding interesting cars is easy. Finding garage space, that’s the problem.”
Borroz often recites his father’s sayings in conversation, especially when asked about the mythical “Tony’s Lottery Garage.” While there are many cars in Tony’s Lottery Garage and new ones can be added at random, the one guarantee is available space.
Family Dynamics
My being a gearhead was foretold even before I was conceived. It wasn’t just cool cars in the garage and talk of new limited slip differentials at the dinner table. If there was racing coverage on TV, it was on. If the new Autoweek & Competition Press showed up in the mailbox, hierarchical birth-order and body size clashed against cunning and desire. Before dad got home. Precisely at 4:50 to be followed by dinner precisely at 5:00. Then that week’s copy of Autoweek & Competition Press was his.
And the same went for Road & Track, Car & Driver and any other thing in print that found its way into our home. Did I mention that my dad was a (precise) tool and die maker? Did I mention that my dad was a (by the book) drill instructor? Did I mention that my dad was sort of an anal retentive jerk? He was.
Racing on TV was watched in reverent silence balanced with barely contained contempt for the commentary crew. “These idiots excel at telling ya somethin’ ya already seen.” My dad, of course. The quiet only being broken by the occasional “Uh-oh!” when someone uncorked it. Post race after action reports could sometimes last for weeks. “Yeah, but if Mario didn’t break-” “Yeah, but he did! And the whole point being that Unser-” “Oh screw Unser! That guy’s never turned a wheel in a sports car, let alone a Grand Prix car.” “Yes, but we weren’t watching the Grand Prix, were we? No. We were watching the USAC race at Ontario.” “Which just proves my point . . . ”
And on it went.
I swear my brothers would still devolve into an argument about whether Richie Ginther really was robbed at that race at Torrey Pines that one day.
Remarkable Parallels
I realize, of course, this is not all that different from baseball families (“Oh Lou Gehrig my butt!”) or basketball families (“Yeah, but Bill Russell was playing against little white guys!”) or, perish the thought, families who were sadly obsessed with [shudder] golf.
Years ago I had the great opportunity to work on some pre-packaged TV coverage of formula racing. One of the racers involved in Formula Atlantic at that time was a guy named Mark Dismore (who was having a knock-down-drag-out championship battle with Hiro Matsushita). Finished with his interview, we were hanging out with Dismore back at the transporter in the paddock. The show’s producer, this really nice guy named Tommy Coggins who worked as a shooter with me on many a gig, asked Dismore, “So how did you get into doing something like racing?”
Tommy was a baseball guy. He had never really watched racing on TV, let alone been to a race, let alone seeing how close to unmitigated disaster these guys worked. It pretty much put the zap on his head, seeing it in person. His question was more akin to, “You go out and face off against a bull with a piece of cloth?!”
“Oh, you know,” Dismore said with a resigned smile. “Family. My dad raced. My uncle ran a machine shop. You know. Some people grow up in baseball families, and some people grow up in basketball families, I grew up in a racing family.”
Dismore delivered it with that “it’s kinda obvious” tone.
Tommy Coggins didn’t get it right away, but I did.
The Road Ahead
My predilections were pre-ordained, but my future was not. Indeed our future, the future of the gearheads and automotive enthusiasts of this world, are seemingly more and more in doubt with every passing day. Gearheads in the 50s had a secure gearhead future to look forward to. “20 years from now? Well shoot, cars will be powered by jet engines and cruising at a hundred miles an hour on pool-table-smooth superhighways!” That’s what we, the gearheads, would have been saying in 1958.
Now? In 2018? You tell me where cars will be by 2038? Will there still be cars? If there are, will we be allowed to drive them?
That . . . this . . . all of this, my father, my family, where cars and racing were, where cars and racing will be . . . all of this washes through my mind as I blast through the desert at 80, one eye in the rearview mirror, one eye on the road ahead.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz. 



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2019 Hyundai Kona Electric: Compact, Efficient & Strong

2019 Hyundai Kona Electric: Compact, Efficient & Strong There’s no word on how much Hyundai will ask for their new 2019 Kona Electric, but you have to guess it would be cheaper than a Tesla Model X. The Model X runs for around $110,000 on average, and I bet for that price you could buy three, maybe four 2019 Hyundai Kona Electrics. Consider that, and also consider that Hyundai, as a company, isn’t going away any time soon.
I know that might not be all that fair, given Tesla’s preeminence in the EV world, but you have to keep in mind that Tesla is a very new company. And even if it was started with the best of intentions, no shortage of cash and ground-breaking technology, the road to competing in the car market is littered with other such noble failures from Tucker up to and including Elio.
Platform & Technology
The new Kona Electric is, apart from the EV drivetrain, just like a regular Kona. It rides on the same long wheelbase with short overhangs and wide track underpinned by a MacPherson strut front suspension, a multi-link rear suspension, and standard 17-inch alloy wheels. The Kona EV uses the same hot-stamping methods to produce lightweight, ultra-strong structural elements to maximize the cabin’s central safety cell. It has the same active safety features, including Forward Collision-Avoidance Assist, Lane Keeping Assist, High Beam Assist, and Driver Attention Warning.
And the 2019 Hyundai Kona Electric also has all the standard infotainment one would expect: Android Auto and Apple CarPlay, SiriusXM Radio, HD Radio, and Blue Link LTE-powered connectivity. The standard seven-inch color LCD display includes auxiliary inputs, voice recognition, and a Rear View Monitor. The available eight-inch touchscreen navigation display includes traffic flow and incident data via HD radio, Infinity premium audio, Clari-Fi music-restoration technology, and smartphone integration.
These “Blue Link” services are a big deal to Hyundai and all Kona Electric models include a complimentary three-year term. Blue Link has enhanced safety, diagnostic, and remote and guidance services, along with a list of connectivity tech: Google Home, Remote Start with Climate Control, Destination Search by Voice, Remote Door Lock/Unlock, Car Finder, Enhanced Roadside Assistance, and Stolen Vehicle Recovery. The Kona Electric adds exclusive EV-oriented features such as Remote Charge Management, Charge Scheduling, EV Power History, and EV Range.
Hyundai anticipates some Kona Electric buyers will be downsizing from larger and/or higher-end vehicles. That said, the Kona Electric offers premium options, like a larger gauge cluster, heads-up display, power driver’s seat, and heated leather seats. Photo: Hyundai Motor America.
Power & Performance
But it is, naturally, the EV features that will set the Kona Electric apart. The powertrain employs a high-efficiency 150 kW permanent-magnet synchronous electric motor supplied by a high-voltage 64 kWh lithium-ion battery. That’s good enough for 201 horsepower and 291 lb-ft. of torque delivered to the front wheels. The battery system is liquid-cooled and operates at 356 volts. Battery pack energy density is 141.3 Wh/kg (greater than a Chevy Bolt Hyundai notes) with a total system weight under 1,000 lbs.
The Kona Electric utilizes a Level-II on-board charging system capable of a 7.2 kW rate of charge for rapid recharging. The estimated range of the Kona Electric is a – “generous” according to Hyundai – 250 miles. Not as good as a Model X, but still pretty good. Eighty percent charge can be had in 54 minutes with a Level-III quick charge. The 100 kW DC fast-charging capability is standard all Kona Electrics and for your charging convenience, the port is located in the front grille area.
The new Kona Electric employs a sophisticated multi-link rear suspension designed for agility and comfort on a variety of surfaces. The rear control arms are designed to minimize camber and toe changes throughout the suspension. Photo: Hyundai Motor America.
Handy Tools
The other interesting thing found on the Kona Electric is the MyHyundai with Blue Link app. With this nifty little gizmo you can manage and monitor the Kona Electric remotely.
If you live in an area with different electric rates at off-peak times, you can schedule the Kona Electric to charge to reduce cost and peak demand on the electric grid based on time and date. For example, you could set up a charging schedule to start at 10 p.m. on Wednesdays and Thursdays on a weekly basis. Handy! Blue Link again for the win.
Manufacturing & Availability
The 2019 Hyundai Kona Electric will be produced in Ulsan, Korea and will arrive in the fourth quarter 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. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz. 
Photos & Source: Hyundai Motor America.



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Automoblog Book Garage: The Complete Book of Classic Chevrolet Muscle Cars

Automoblog Book Garage: The Complete Book of Classic Chevrolet Muscle Cars


In my heyday at Sioux Falls Ford, I once took in a mint 2006 Chevy Impala SS on trade. I can still see that shiny red paint in the South Dakota summer sun, glistening vibrantly as I tagged and marked its arrival into our inventory.
Not surprisingly, it was sold a short time later but not before I had a chance to drive it on a routine run to our sister dealership two exits up I-29. The 5.3 engine under the hood spoke volumes, but it was more than that; it was the way the steering wheel felt and how nice it rode.
Pennies & Dimes
Chevrolet mastered the affordable performance car, first seen in the now famous 1955 Chevrolet. A few years later, The Beach Boys dominated the street with their precious 409, stating how they “saved their pennies and their dimes.” And wouldn’t you know it, Chevy made similar waves forty some years later with the aforementioned 2006 Impala SS.
The Complete Book of Classic Chevrolet Muscle Cars 1955-1974 shows how Chevy was first at the helm of this culturally significant automotive shift. As Chevy breathed performance into everyday vehicles, no longer would cars be mundane appliances, but rather extensions of our personalities. The book documents how American society was changed by this new approach to automobiles, and how Chevrolet played a major role in building the nation’s car culture.
The Complete Book of Classic Chevrolet Muscle Cars 1955-1974 is a definite must for any Chevy fan, but really for any car fan.
Chevrolet’s Impala SS debuted early in 1961 along with the 409. Most Super Sports built that first year featured 348 V-8s, as demonstrated here. Notice the absence of an engine badge on the front fender. Photo: Mike Mueller.
Author

Mike Mueller has worked as a freelance automotive photojournalist since 1991. A lifetime car enthusiast, Mueller has written and photographed more than 25 automotive and truck history books and contributed photography to dozens more. Among his long list of titles are Motorbooks’ Chevy Chevelle 50 Years, The Complete Book of Corvette, and The Complete Book of Classic Dodge and Plymouth Muscle.
The Complete Book of Classic Chevrolet Muscle Cars 1955-1974 is available through Amazon and Motorbooks.
The Complete Book of Classic Chevrolet Muscle Gallery














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Nissan, Tennessee Board of Regents Partner For Brighter Future Through Education

Nissan, Tennessee Board of Regents Partner For Brighter Future Through Education

This past November, I was at the Nashville International Auto Show at the Music City Center. As the weekend progressed, I met several people from nearby Smyrna where Nissan has a tremendous presence. One gentleman described Smyrna as a “gem of a place” and said Nissan’s involvement there was directly responsible for it being a “great city.”
His belief was simple: when manufacturing is strong, our communities are strong. Such sentiments embody the quintessential American mindset, and such sentiments are as delicate as they are promising.
Restoration & Education
Two years ago, a baseball field in Detroit’s Woobridge neighborhood was reopened after Ford and the United Auto Workers donated nearly two million dollars to the project. The dedication of William Clay Ford Field highlighted the importance of investing in our local communities and serving the people who live there.
The loss of American jobs is partly responsible for the abandonment of our parks, ball fields, and neighborhoods – and not just here in Detroit – but everywhere. Interestingly enough, the restoration of those jobs can help bring about the sweeping change needed to restore those things.
Recently, I would like to believe a victory was achieved for the everyday American worker. On Friday, March 31st, Tennessee Governor Bill Haslam and Tennessee Board of Regents Chancellor Flora Tydings joined Nissan officials to formally open the Tennessee College of Applied Technology at Murfreesboro’s Smyrna Campus and Nissan Training Center. The modern campus offers numerous programs to prepare Tennessee students and Nissan employees for a variety of careers, including advanced manufacturing.
“This is a true partnership between the State of Tennessee and Nissan,” said Gov. Haslam. “Our College of Applied Technology at Murfreesboro needed more space and equipment to serve Tennesseans who want to learn skills for a new or improved career.”
Photo: Nissan North America.
Purposeful Programs
The 162,000-square-foot center is a public-private partnership between Nissan and the Tennessee Board of Regents, operating as an extension of TCAT-Murfreesboro and jointly occupied by Nissan and the College of Applied Technology. Classes offered include automotive technology, industrial electrical maintenance, machine tool technology, and welding technology. The curriculum for each directly matches industry and workforce demands, meaning current and prospective workers will learn the valuable skills necessary for success in Nissan’s facilities or with other employers.
Gov. Haslam underscored the importance of such focused education.
“Nissan needed a new center to train its own employees and those of its suppliers – the new Smyrna facility, which is both a public TCAT open to all and a Nissan Training Center, was a perfect solution,” he said. “It’s also an important milestone in our Drive to 55 – to equip at least 55 percent of Tennesseans with a college degree or certificate by 2025.”
Other programs of study include automation, robotics, and leadership.
“We are constantly looking for new ways to equip current and future employees with the skills and knowledge needed to operate a 21st century manufacturing plant,” said John Martin, Senior Vice President, Manufacturing, Supply Chain Management and Purchasing, Nissan North America.
Photo: Nissan North America.

Community Pillars
The Tennessee Board of Regents governs the state’s 13 Community Colleges and 27 Colleges of Applied Technology. Students gain the academic knowledge needed for associates degrees and for transfer to other universities where they pursue baccalaureate and graduate degrees. The Tennessee Board of Regents is composed of 18 members appointed from across the state with Gov. Haslam as the chair.
Nissan’s operations in Middle Tennessee include the Smyrna vehicle and battery assembly plants, two powertrain assembly plants in Decherd, and the company’s North American headquarters in Franklin. Nissan Smyrna has a production capacity of 640,000 vehicles annually, and the plant employs about 8,400 workers.
“Nissan’s workforce in Smyrna and our other U.S. facilities is our greatest asset,” Martin said. “This collaboration with the State of Tennessee allows us to make an investment in our employees and our community, and secure the continued growth of our company.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 

Photos & Source: Nissan North America.



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2017 Ford GT: One Car, Five Personalities

2017 Ford GT: One Car, Five Personalities

You know, you really got to hand it to Ford. They’re not messing around with the GT. True, it’s not a moon-shot hypercar like McLaren’s P1 or the La Ferrari, but it’s not exactly a car to be trifled with. And, unlike it’s racing ancestor, it’s performance is not 80% big engine (like the Mk. 2).
The current Ford GT is, through and through, a well thought out supercar, complete with a competition variant.
Evolving Performance
There was a time, back around 1970, where supercars, by and large, were a real pain to live with. Many compromises were forced upon the owner of, say, a Maserati Bora. You sat at an uncomfortable angle. Reliability was iffy. Air conditioning? Well, they had a knob that said that. Visibility was only good in one direction (forward). Performance was great but drivability could be tortuously bad.
Fast forward to the present day, and the 2017 Ford GT has none of these issues. In terms of everyday usability, it’s hard to distinguish the GT from a Mustang. Yes, the GT cranks out 647 horsepower and is built from carbon fiber, but it’s easy to drive in a variety of conditions. For example, the GT has this nifty little trick up its sleeve with five selectable driving modes. This is sort of Ford’s equivalent of Ferrari’s manettino. A bunch of suspension, engine, aero, and differential settings are stored in an on-board computer and, at the punch of a button, you can access and change them on the fly.
“Switching the setting changes electronic, mechanical, and aerodynamic elements,” explained Nick Terzes, Ford GT Engineering Supervisor.
Leveraging their racing experience, Ford Performance gave each of the modes a unique instrument cluster display, so not only do you know which mode you are in at a glance, but the display also prioritizes which information elements you see to augment the overall driving experience. So you, the happy Ford GT owner, can go from a day at the track, to tooling home through light traffic and your car can handle it all at the flick of a switch. Or, more accurately, the turn of a knob on the GT’s steering wheel.
The Ford GT was introduced at the North American International Auto Show, January 12th, 2015. Photo: Ford Motor Company.
Normal Mode
When the 2017 Ford GT is in Normal mode, all the settings are oriented around everyday driving situations. Ground clearance is set at 120 millimeters, so you won’t gronk the front end as easily. Throttle and transmission calibrations are set for “standard driving,” while the traction and stability control systems are set specifically and cannot be adjusted. At 90 mph, the rear wing deploys automatically for greater downforce, returning to its stowed position at 81 mph.
The wing still deploys as an airbrake if the car’s sensors detect aggressive braking.
You can also choose a comfort suspension setting in both Normal and Wet modes. Going with the comfort setting softens the car’s ride on bumpy roads by fine-tuning compression and rebound without compromising overall control.
Wet Mode
Here the Ford GT’s ride height and other systems remain in their default, Normal setting, with the notable omission of throttle control calibration. In Wet mode, the throttle control is tweaked to limit slipping and sliding, giving the GT greater stability in potentially dangerous elements. In other words, you won’t be spinning the tires and slewing the car all over the place like a ham-fisted teenager.
Sport Mode
Sport mode (or as we like to call it, Automoblog mode) provides snappier throttle response. It’s calibrated so the GT’s twin-turbocharged 3.5-liter V6 engine and anti-lag system are as responsive as a naturally aspirated mill. Developed on the Le Mans-winning Ford GT race car, the anti-lag system keeps the turbo spinning so you, the lucky GT driver, has boost on demand. In Sport mode you still get 120 millimeters of ground clearance, but everything else has been tweaked towards the upper right hand of the performance envelope.
Comfort? That’s gone from the available settings. But, and this is a big but, AdvanceTrac stability and traction control are now driver-adjustable so you technically get three additional settings. The GT will now give you more slip, yaw, and oversteer so you can push harder and slide the car around more (i.e. have more fun). Things get more aggressive in Sport mode; slight throttle changes result in faster acceleration, and gear changes fire off faster with clutch engagement happening very quickly for max acceleration.
Photo: Ford Motor Company.


Track Mode
After Sport mode, we come to Track mode. Ford says thusly: “Track mode is absolutely hardcore and optimized strictly for race conditions.” And they are not even close to joking. Put the transmission into “park” and turn the knob to activate hydraulics that drop ride height another 50 millimeters. Spring rates go up and damping goes to the firmest setting. The rear wing deploys and, at the nose, the aerodynamic openings close for all-out downforce.
All of this happens in under two seconds and, come on, will probably look and sound really cool!
V-Max Mode
And finally, we come to V-Max mode. V-Max is a term you usually find in the aerospace world and it means, reasonably enough, “Velocity Maximum,” or in a more colloquial form: “As fast as you can go before the whole shebang flies apart at the seams.”
Obviously, and this goes without saying, but I have to say it because there are a ridiculous number of knuckle-dragging Neanderthals out there: V-Max mode is only, only, ONLY for closed circuit track use. Don’t be a complete chimp and use it on the street. Okay?
V-Max mode tunes everything to make the Ford GT go as fast as possible. It’s Chuck Yeager time. Go punch a hole in the sky without leaving the ground. You can’t get into V-Max mode on the go, however. Like Track mode, going into V-Max requires the transmission be in park. Ride height stays the same as Track mode, but all aero elements are stowed to minimize drag.
Stability controls remain active to help ensure the car moves forward in a straight line and, without that rear wing up, you’re going to want as much stability as Mr. Newton can provide without Mr. Bernoulli’s assistance.
Photo: Ford Motor Company.

Launch Control
The Ford GT also includes an improved launch control system for optimum traction and the perfect start every time. Launch control is triggered via steering wheel controls in the instrument panel menu. Ford cautions how the launch control is “designed for track use,” so be a good boy or girl and only use it there. The launch control system can be used in all of the available driving modes, except for Wet.
When activated, a white “LC” shows up on the instrument cluster. From there, the driver holds down the brake with their left foot and mashes – okay “fully depresses” the gas – with their right foot. When the car is ready, the “LC” light turns from white to green, you lift your left foot off the brake, and BANG you’re down the straightaway, ricky-tick!
We, the long serving Automoblog staff, would like to offer our services to Ford to really wring out the new GT and get them some top notch feedback. We’ll take one in red, one in white, and one in blue. I’ll take the blue one. Ford reps, please contact our Managing Editor, Carl Anthony, at 1 Automoblog Tower for shipping info. In the meantime, the graphic below from Ford explains more about the individual driving modes.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Photo: Ford Motor Company.
Photos & Source: Ford Motor Company.



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2020 Acura MDX & MDX Sport Hybrid: A Brief Walk Around

2020 Acura MDX & MDX Sport Hybrid: A Brief Walk Around The 2020 Acura MDX cruises into dealerships as of this writing. 
Buyers can choose between a gasoline or hybrid powertrain. 
An available A-Spec package dresses up the new MDX.
Acura’s MDX SUV, that’s the big one with three rows of seats, just arrived in dealers, so now we know if all of Acura’s promises are real or not. Ah, who am I kidding. You know this thing is going to work. It’ll haul a grand volume of people and things, it’ll always start, always run, and won’t cost that much to operate. We will spend a few minutes here running through the ins and outs of the 2020 Acura MDX.
2020 Acura MDX Equipment
The new Acura MDX comes in two flavors: The normal MDX and the Sport Hybrid. The gasoline MDX starts at $45,395, whereas the Sport Hybrid will run you $53,895. An A-Spec sport appearance package is available, and both models come with a vast list of standard features and tech choices. Each have the suite of AcuraWatch safety and driver-assistance technologies. AcuraWatch includes things like collision and road departure mitigation systems, Adaptive Cruise Control, and Lane Keeping Assist among others.
The 2020 MDX comes in three packages: base, Tech, and Advance; each with Super-Handling All-Wheel Drive as an option. Super-Handling All-Wheel Drive (often written as “SH-AWD”) puts power to all four corners with a sophisticated torque-vectoring system. Who knows; it might even be fun in certain conditions. SH-AWD increases rear-wheel torque capacity 40 percent versus the prior generation. Up to 70 percent of the available torque can be distributed to the rear wheels; and up to 100 percent of that torque can be distributed to either the right-rear or left-rear wheel.
If you go for the popular A-Spec look-good package, you’ll add a bunch of appearance upgrades inside and out. Your passengers will treated to four-way power lumbar seats, a “walk through” second-row configuration (with the Technology and Entertainment packages), and an exclusive matching wood center console. Our pick is definitely the A Spec. Go with that.
2020 Acura MDX. Photo: Acura.
Traditional MDX
The normal MDX features a 3.5-liter i-VTEC 24-valve V6 with direct injection. The plant puts out 290 horsepower and 267 lb-ft. of torque with a nine-speed automatic transmission. Nine! (I wonder how many gears we’ll add before someone says uncle?) Front-wheel drive is available if SH-AWD isn’t your thing. Regardless, the “Idle Stop” feature (Acura’s version of start/stop technology) offers a “more refined” driving experience. You can pick from nine colors, including several premium choices.
Related: The 2020 Acura TLX really lets those colors fly!
MDX Sport Hybrid
The 2020 Acura MDX Sport Hybrid differs mainly in the drivetrain arena, being motivated by SH-AWD. The 3.0-liter, i-VTEC V6 pairs with the three-motor SH-AWD system to deliver more direct power and torque. Total system horsepower is an impressive 321 ponies and 289 lb-ft. of torque, yet all MDX Sport Hybrids earn an EPA combined fuel economy of 27 mpg. In the case of the Sport Hybrid, the transmission of choice is seven-speed dual-clutch unit, a close relative of the NSX’s nine-speed DCT.
It’s also worth noting the Hybrid’s electric system operates independently of the gasoline engine as it delivers torque to the rear wheels.
The Technology and Advanced package are available for the 2020 MDX Sport Hybrid. The Tech Package has seating for seven, while the Advance Package seats six with second-row captain’s chairs, and a large second-row center console in place of that three-up bench. The MDX Sport Hybird comes in eight colors, including several premium colors. In other words, there’s a lot there for less than $60,000.
Photo: Acura.
2020 Acura MDX Availability
The new MDX and MDX Sport Hybrid are at dealers now. Acura says the MDX is the best-selling three-row luxury SUV of all time, which is probably true; given that “three row” cuts out a lot of competitors and what counts as “luxury” is debatable. But hey, Acura has been selling more than 50,000 MDX units per year for seven straight years.
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. 
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Photos & Source: Acura.



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Chevy Silverado 1500 Duramax Sails Past Rivals, Fuel Economy Announced

Chevy Silverado 1500 Duramax Sails Past Rivals, Fuel Economy Announced The 2020 Chevy Silverado with the 3.0-liter Duramax diesel tops Ford and Ram in fuel economy. 
The in-line six diesel employs an aluminum block and nixes a balancer shaft to reduce weight. 
Expect the new Chevy Silverado with the 3.0-liter Duramax diesel engine later this fall. 
The fuel economy numbers are in, and it’s looking good for the new Chevy Silverado 1500 Duramax. The turbo-diesel engine returns an EPA-estimated 23/33 city/highway in two-wheel drive; 23/29 with four-wheel drive. The figures are a solid win for Chevy in the ongoing truck battle between Detroit’s Big Three. By comparison, the F-150 Power Stroke with two-wheel drive achieves 22/30 city/highway and 20/25 in a 4×4 configuration. The current Ram EcoDiesel comes in at 20/27 city/highway for two-wheelers and 19/27 with four-wheel drive.
“We designed the all-new Silverado and the all-new 3.0-liter Duramax turbo-diesel to deliver both performance and efficiency,” explained Tim Herrick, Silverado Executive Chief Engineer. “The engine utilizes state-of-the-art technologies to optimize every drop of fuel, and takes advantage of architectural changes to make Silverado larger, lighter, and more aerodynamic than before.”
2020 Chevy Silverado 1500 Duramax: Setting The Stage
This new 3.0-liter Duramax is the first diesel since 1997 for a Chevy light-duty truck. It’s also the automaker’s first inline-six configuration for full-size, light duty trucks. With the truck market being so competitive, the challenges of designing a new powertrain are monumental. However, engineers had plenty of experience to fall back on as they worked through the architecture of the new inline-six Duramax.
“We set out to offer light duty truck customers the best of diesel – outstanding fuel economy, great horsepower and responsive torque – plus unexpected levels of refinement,” said Nicola Menarini, Director for diesel truck engine program execution. “We leveraged our global diesel expertise to make sure the all-new 3.0-liter Duramax turbo-diesel engine offers the impressive performance and durability our truck customers demand.”
2020 Chevy Silverado 1500 with the 3.0-liter Duramax. The engine features dual-overhead camshafts, four valves per cylinder, and an 84 mm x 90 mm bore and stroke. Photo: Chevrolet.
Under The Hood
Hallmarks of the 3.0-liter Duramax include an aluminum engine block, iron cylinder liners, forged steel crankshaft and connecting rods, and blended silicon/aluminum pistons. Chevy says the on-board thermal management system quickly warms up propulsion components for more efficient operation. In the interest of fuel efficiency, the new Silverado 1500 Duramax employs a driver-selectable stop/start feature. Designers also worked to keep the engine’s operation smooth absent a balancer shaft, something Mark Phelan of the Detroit Free Press noted as a strength during a recent test drive.
“The resulting combination offers all of the performance, refinement, and capability customers want in a full-size truck, with highway fuel efficiency you would expect from a family sedan,” Herrick added.
Related: An inside look at the 2020 Chevy Silverado HD.
Transmission & Towing Specs
Chevy’s 3.0-liter Duramax delivers 277 horsepower and 460 lb-ft. of torque, with max payload coming in at 1,870 lbs. Properly-equipped 4×4 trucks can tow up to 9,300 lbs., a figure Chevy says will suffice for 90 percent of buyers. Power is put to the ground via a Hydra-Matic 10L80 10-speed automatic, complete with a larger overall ratio spread and smaller steps between gears to maximize performance and efficiency. Those using the truck for towing will benefit from the standard diesel exhaust brake and tow-haul mode.
2020 Chevy Silverado 1500 with the 3.0-liter Duramax. Photo: Chevrolet.
Pricing & Availability
This new Duramax is Chevy’s fourth such diesel, joining the Colorado, Silverado HD, and Silverado Medium Duty. The 3.0-liter Duramax is available on the LT, RST, LTZ, and High Country trims. For LTZ and High Country, the engine is a $2,495 option, same as the 6.2-liter V8. The upgrade for LT and RST trims runs $3,890 more than the standard 2.7-liter turbo engine.
Expect the 2020 Chevy Silverado 1500 with the Duramax diesel this fall.
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.
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Photos & Source: Chevrolet.



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Letter From The UK: Beware The Highway Vigilantes

Letter From The UK: Beware The Highway Vigilantes Can community-sponsored traffic enforcement initiates go too far?
And where does the money go when it comes to said traffic enforcement? 
Geoff Maxted of DriveWrite Automotive Magazine examines in this latest Letter.
Here in the UK, we have a term for people who write to internet forums, newspapers or their local representatives anonymously; we refer to them as ‘Disgusted of Tunbridge Wells.’ Royal Tunbridge Wells is a town in the English county of Kent and the ‘Disgusted’ handle stems from an apocryphal story that this was where the first such letter emanated, way back in time. Usually, these writers are not brave enough to give their name yet are often “horrified and disgusted” about something specific, perhaps important to them but far less so to the rest of us.
Dropping litter, for example, to all reasonable people is unpleasant but to some it is a matter of life and death.
Like Dogs With Bones
At this stage, reader, you are probably wondering when this writer is going to get to how this is relevant to automotive issues. Soon, very soon, is the answer, but the point of this is to highlight the fact that once some people get a hold of an issue they are like dogs with bones. They just won’t let it go. Single emotive issues tend to polarise opinion and a sort of swivel-eyed mania takes over those so afflicted. This is especially noticeable here right now, thanks to Britain’s exit from the European Union which has caused a base level of ‘us and them’ nastiness and dissent that is frankly hard to believe among sentient beings. It’s like the Hatfields & McCoys on a national scale. This same monomaniacal intensity of being ‘disgusted’ is also applied to our motoring lives.
Dangerous Polluters
In recent years, Great Britain has seen a rise in the stigmatisation of car use. Motorists, to some, are dangerous polluters who run rampant through town and country with a complete disregard for the residents. This gives rise to strident and virulent complaint and usually both local and national government rapidly cave in to the wishes of these screeching minorities, presumably in the interest of having a quiet life. Thus, there is plenty of road signage and regulation here that is both daft and pointless, and is usually dreamed up by a local official with the IQ of a chicken nugget, who is nevertheless part of the conspiracy against cars.
Clearly though, it is essential we have motoring rules and our crowded road transport system should not be some free-for-all. By and large in today’s conditions, motoring regulations are about 80 percent right, and this is from someone who likes going fast. For example, I have every sympathy with villagers whose tranquillity is disturbed by their through road being used as a rat-run by commuting traffic or has become part of a major route; and also with parents who are concerned by the actions of inattentive drivers near school crossings.

Flaming Torches
The trouble is, this has all given rise to a type of vigilantism that sets neighbour against neighbour. Across the country, certain locals have taken to our pavements and verges with placards and speed cameras (or safety cameras as they are disingenuously called by officialdom) with which they accumulate evidence, subsequently passed to the police for action. They become, in a sense, judge and jury. (The State just wants the money). These people may well have a case but with their single-issue blinkers on can’t see what is actually happening.
Whilst these angry villagers are freezing on street corners, they forget that they have already paid for the police and their local district council to take this sort of action. Surely these folk have a right to expect value for money from their local taxes, because they certainly don’t get it from national taxes? I personally object to ordinary civilians judging what I do. At what point will litter-louts be lynched from the nearest lampposts by baying hordes of passers-by? When will come the day that you are dragged from your car by rabid villagers raising aloft flaming torches, and be forced to listen to a thirty-point list of grievances before the cry goes up, “Somebody get a rope!”
Don’t bet against it.

Making Money From Motoring Misery
Many of our UK roads are in a terrible condition despite the fact every legal driver pays an annual fee colloquially known as ‘Road Tax.’ Meanwhile, although many issues could be solved by traffic calming measures, our authorities prefer to maintain the use of the single-eyed Cyclops of financial pain, the speed camera. Cameras don’t morally censure; they just want the fines they generate. In 2018, our councils trousered some £900 million British Pounds (over 1.1 billion USD) from parking fines and other local and congestion charges. Where does it go?
Although money is tight for many folk, life is too short to be dealing with stuff like this. This is why the public acquiesce; they shrug and move on, muttering darkly. In the old American West of legend, outlaws were hunted down: Here in the 21st Century they take political office. Perhaps we drivers ought to get together and form our own vigilante groups to protect our right to drive cars without forever antagonising the ‘Disgusted of Tunbridge Wells.’
Now, where did I put that kerosene?
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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