2019 Mercedes AMG GT S Roadster: Ragtop Middle Child Debuts With 515 Horsepower

2019 Mercedes AMG GT S Roadster: Ragtop Middle Child Debuts With 515 Horsepower The 2019 Mercedes AMG GT S Roadster is regarded as the ragtop middle child in the AMG GT family. It is equipped with the same burly and turbocharged AMG V8 motor of the AMG GT S Coupe that produces 515 horsepower and 494 lb-ft. of torque between 1,900 and 5,000 rpm.
“The new model represents the perfect alternative for the performance-oriented AMG GT Roadster customer,” said Tobias Moers, Chairman of Mercedes-AMG GmBH. “With the AMG GT S Roadster, our AMG family has gained another exceptionally sporty member that combines high driving dynamics with an emotional open air experience.”
Power & Performance
Can’t make up your mind between the vanilla 469 horsepower AMG GT Roadster and 550 horsepower AMG GT C? Mercedes is offering the AMG GT S Coupe with 515 horsepower but what if you want a convertible? Well, now you can. The 2019 Mercedes AMG GT S Roadster features a three-layered fabric soft top, so you can better immerse yourself in those glorious and guttural sounds: that magnificent AMG soundtrack as you step on the gas.
The AMG GT S Roadster is equipped with the same 515 horsepower, twin-turbocharged and handcrafted 4.0-liter V8 found in the AMG GT S Coupe. The mill is connected to an AMG SPEEDSHIFT DCT 7G transmission with an electronically-controlled, rear axle limited slip-differential, which is standard equipment on the AMG GT C Roadster.
This means zero to 60 mph in 3.7 seconds and a top speed of 192 mph. That is only four mph less than the race-oriented AMG GT C Roadster.
The 2019 Mercedes AMG GT S Roadster follows the company’s hallmark engine design, whereby the turbochargers are inside the cylinder “V.” Mercedes-AMG says this contributes to a compact engine design, spontaneous response, and lower emissions. Photo: MBUSA.
Suspension & Braking
Standard on the 2019 AMG GT S Roadster is AMG Ride Control with adaptive damping. Featuring a fully-automatic and electronically-controlled suspension system that varies damping force at each wheel, you get tight handling, precise steering, and a ride quality that won’t disappoint your chiropractor.
The suspension can be configured to Comfort, Sport, and Sport + so you can go from mild to wild by simply pressing a switch on the center console.
The front axle is equipped with composite brake discs and six-piston fixed calipers. The rear also comes with composite discs and single-piston fixed calipers. Optional is the AMG high-performance ceramic composite braking system with larger-diameter brake discs.
Mercedes-AMG says the GT S Roadster was designed to accelerate out of corners “earlier” with more power and better traction, thanks largely to the limited-slip differential. Photo: MBUSA.
Lightweight & Aerodynamic
The 2019 Mercedes AMG GT S Roadster utilizes lightweight composite materials and aluminum for the spaceframe. The load-bearing structures are constructed from SMC or Sheet Molding Compound to reduce weight without sacrificing rigidity.
The front deck is largely composed of magnesium to help further reduce inertia over the front axle. The result is an incredibly agile and precise roadster that you simply point and shoot with a firm press of the throttle.
The new AMG GT S Roadster is also equipped with the AIRPANEL active air management system to govern the behavior of incoming air. You will find vertical louvers at the bottom of the front bumper that can automatically open or close to either provide engine cooling or better aerodynamics.
Of course, no AMG GT model is complete without the extendable rear spoiler to reduce lift at higher speeds.
The AMG GT S Roadster comes with the Silver Chrome Interior package, although a Black Piano Lacquer package is optional. Ventilated seats are also available. Photo: MBUSA.
Selectable Drive Modes
Unlike the humdrum AMG GT with only four driving modes, the new AMG GT S Roadster is equipped with the same AMG Dynamic Select controller of the AMG GT C with five driving modes. Besides the usual Comfort, Sport, and Sport Plus (and the Individual mode you can program to your liking), the AMG GT S Roadster also comes with RACE mode so you can teach wannabe street racers a thing or two on what racing really means.
Otherwise, the all-wheel steering of the AMG GT C is NOT standard on the 2019 AMG GT S Roadster. Frankly, this is a bit of a letdown. But we guess Mercedes-AMG will offer this feature as an option later on. We certainly hope so.
Pricing & Availability
The Mercedes-AMG GT S Roadster will be available in the United States near the end of the year with pricing information due closer to that time.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine. 
2019 Mercedes AMG GT S Roadster Gallery








Photos & Source: MBUSA.



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BMW M5 Marries M xDrive

BMW M5 Marries M xDrive

I greeted this news with a smirk at first, and then, after half a second of thoughtful reflection, decided that adding all-wheel drive, or as BMW calls it, xDrive, to the Bavarians mighty M5 is probably a good move. BMW can lose all notions of restraint from time to time, especially when it comes to the M5. They have been known to put all sorts of crazy drivetrains into the M5, and sell them to anyone whose considerably large check didn’t bounce.
So maybe maximizing power delivery and traction isn’t that bad of an idea?
Motor Madness
The M5 has, from the get go, been about what’s under the hood first, last, and always. Yes, they have always handled very well, considering their size and shape and especially weight. And yes, they have always had exemplary brakes, since Germans have a fetish for those. But, the M5 engine on the other hand, has always been the car’s feature party trick. The first M5 had the same plant from BMW’s M1 supercar. That would be like Ford taking the engine out of the current GT and dropping it unaltered into the engine bay of a Crown Victoria. (Actually, that sounds like a pretty good idea, but I digress.)
And that was where the M5 started from, and it got only more nuts from there. BMW put a V10 in the M5 for a few years, and it had the maintenance needs of the space shuttle’s APU. Great car, sure, but when the factory says, “remove engine and ship it back to us in Germany,” as a matter of routine maintenance, perhaps you’ve wrapped things a bit too tight.
The latest M5 is motivated down der Bahn by BMW’s 4.4-liter V8 engine with a TwinPower Turbo set up. The plant features higher injection pressures, new turbochargers, more powerful lubrication and cooling systems, and a modified, lighter exhaust system. This is, in a way, throwing technology at a problem, rather than some of the brute force answers of the past, but hey, if it works, it works.
What is noticeable about this latest M5 variant is the all-wheel drive system. BMW’s xDrive has been tweaked and proven on their range of SUVs, and also on lower siblings in the corporate stable (3 Series and such), but now the Bavarians are asking it to take a big bite of the performance apple.
The sixth generation BMW M5 with M xDrive will launch this year. The M5 first appeared in 1984. Photo: BMW of North America, LLC.
Selection & Strength
Like a lot of modern cars, especially performance oriented modern cars, the latest M5 has a number of driver selectable traction and performance schemes to choose from. For example, the M5 has five different configurations based on combinations of the Dynamic Stability Control (DSC) and M xDrive modes. The driver can select from DSC on, M Dynamic Mode (MDM), and DSC off, which are DCS modes – then 4WD, 4WD Sport, and 2WD, which are M xDrive modes. The hardware bits and pieces of the M xDrive are based on those of the BMW xDrive all-wheel drive system and the Active M Differential. M-specific driving dynamics control software then ensures, ahem, “innovative deployment.”
The whole drivetrain has been reinforced for greater strength and rigidity to accommodate the higher torque and rear-biased configuration, along with the 2WD option. The transfer case splits the engine’s drive between the front and rear ends in an adjustable ratio; the Active M Differential takes care of splitting the grunt between the rear wheels. This is all factored in by a bunch of ones and zeros and computers so the rear diff can vary from zero and 100 percent lock, as the situation demands.
An eight-speed M Steptronic transmission with Drivelogic features short shift times and precise ratio spacing. The transmission combines with M xDrive and the turbocharged V8 engine for an optimum balance of fuel economy and sportiness. Photo: BMW of North America, LLC.


Custom Configurations
But here’s where things get really fun. BMW refers to the selectable power delivery and traction schemes as “à la carte handling dynamics” and that’s a very good way of looking at it. Every time you start your BMW M5 it defaults to 4WD mode with DSC on. Which is fine and dandy from a gearhead perspective, because even in this basic mode, you get a certain amount of slip at the rear wheels to generate agility. Coupled with the M xDrive, you get palpable advantages accelerating out of corners.
And yes, there’s even more (and cooler) variations to be had within the AWD system, but the real fun comes up when you turn the system off. Unlike Audi’s sublime quattro set up or Mercedes-Benz with their 4Matic, the M5’s can be turned off. With the DSC deactivated, there is a choice of three modes: 4WD, 4WD Sport, and 2WD, but it’s the 2WD setup we’re talking about here, cause it’s bound to be the most fun.
As the name implies, in 2WD mode, all the power is sent to the rear wheels. This results in, as BMW puts it, “the experience of driving a high-performance sedan with rear-wheel drive only, delivering a pure form of driving enjoyment that captivates in its own unique way.”
You know, the way any near-death experience in low traction situations is “captivating.”
A short press of the DSC button on the center console activates M Dynamic Mode (MDM) and a long press turns DSC (Dynamic Stability Control) off. When DSC is off, the M xDrive settings menu appears in the Control Display at the same time. It is now possible to select 4WD, 4WD Sport, or 2WD mode using either the iDrive Controller or the touchscreen function. Photo: BMW of North America, LLC.
Best of Both Worlds
Keeping the beast going in the desired direction is all down to your right foot, both hands, and that Active M Differential (and a few more digital nannies thrown in, but why ruin a good analogy). So BMW’s new M5 with M xDrive is literally a “have your cake and eat it too” situation. You need all the traction you can get cause that rain from the morning commute has now turned to snow on the evening drive home? BMW’s got you covered. Nobody around on that winding back road on an early Sunday morning? BMW’s got you covered there too.
BMW even asked DTM driver, Timo Glock to offer up an opinion.
“I often drive long distances and I need plenty of room for my family, but I wouldn’t wish to give up the chance to explore the car’s sporting character,” he said. “With M xDrive, not only can the new BMW M5 be steered with the usual precision and agility, it also offers me something I really appreciate, living in Switzerland: a noticeable boost to traction and controllability – even when driving in particular environmental conditions, such as wet weather and snow, and in both everyday driving situations and when pushing the car to its performance limits.”
BMW says the combination of agile handling, terrific feel, and exceptional control are directly related to the Active M Differential. Photo: BMW of North America, LLC.

Limits Pushed
Now, re-read that quote and keep in mind that Timo is, well, Timo’s a little der spinnt. He used to race in F1, where he picked up the nickname of “Mr. Nine Millimeter,” given both his last name and apparent affinity for rap music. But he had a tendency to wreck cars, so he got fired. So then BMW picked him up and let him loose in the DTM series, where that sort of thing isn’t exactly discouraged. Anyway, it puts that “when pushing the car to its performance limits,” quote into a bit greater context.
Or, to put it another way, if Timo can use this thing without killing his entire family, it must be great!
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: BMW of North America, LLC.
Photos & Source: BMW of North America, LLC.



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Ford Invests $350 Million For Powertrain Technology, Job Creation

Ford Invests $350 Million For Powertrain Technology, Job Creation

Ford Motor Company is investing $350 million in the Livonia Transmission Plant. The move will help Ford expand their lineup of fuel-efficient powertrains while fortifying core automotive business, according to a press release from the automaker. In addition, Ford will create or retain 800 hourly jobs to support new transmission production.
“We remain committed to American manufacturing and investing in our people and facilities,” said Joe Hinrichs, Ford President, The Americas.
Continued Commitment
Ford has invested $12 billion in its U.S. plants, creating nearly 28,000 American jobs in the last five years. Closer to home, Ford has, in the last four months, announced more than $2.25 billion in new investments for their Michigan operations. At the Livonia Transmission Plant, where Ford’s latest investment is focused, jobs will be added later this year, with the majority coming in 2019. Last year, the plant received $1.5 billion to support the new 10-speed transmission found in the 2017 F-150 Raptor and other F-150 models. As a result, 500 hourly jobs were created or retained.
“Even as the industry’s largest employer of hourly workers in the United States and biggest producer of American-made vehicles, we believe it is important to continue investing right here in our home market,” Hinrichs said.
Photo: Ford Motor Company.
Forging Bonds
According to Ford, the investments are supported by strong partnerships with the UAW, and federal, state, county, and local governments. Jimmy Settles, UAW Vice President, underscored the importance of such relationships and the impact on American manufacturing.
“Today’s investment at the Livonia Transmission Plant is further evidence of the benefits of collective bargaining and the ongoing commitment of UAW-Ford to lead the way in creating and maintaining automotive manufacturing jobs in America,” he said.
Currently, the Livonia Transmission plant employs about 1,800 people. The workers are responsible for building the six-speed and 10-speed transmissions used in everything from the Mustang and F-150, to Transit and Expedition.
“The addition of these 800 jobs will add job security for the plant’s hardworking men and women, and support for the surrounding community,” Settles added.
Photo: Ford Motor Company.
Innovation & Excellence
The Livonia investment supports Ford’s continued goal of powertrain innovation. Production of a forthcoming transmission for front-wheel drive vehicles is expected to deliver more performance and better fuel economy for customers. According to Ford, the transmission will be finely tuned for both enjoyable driving and measurable efficiency. Most applications will use a common microprocessor with more than 4 million lines of code controlling both the engine and transmission.
Weight reduction and the EcoBoost engine family are at the top of Ford’s list when it comes to overall innovation. So far, it has paid off. The F-150’s EcoBoost V6 lineup, with the military-grade aluminum body, now accounts for more than 75 percent of F-150 sales.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
Photos & Source: Ford Motor Company.



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Audi Announces Full 2018 Lineup (Chart Included)

Audi Announces Full 2018 Lineup (Chart Included)

Even though 2018 is a ways off, Audi got the jump by announcing features and pricing for their full lineup. Before we get into the specifics for each, here are the generalities. For starters, the advanced driver assistance systems, such as Audi side assist and all those “we’ll brake for you” and “look out, your leaving your lane” sorts of things are now standard on more models.
This is a good thing, since it will (conceivably) prevent accidents, but this is also a bad thing since it engenders “a car will take care of it for me” mentality.
A3 Model Line
The A3 maintains its place by being the entry into the Audi world. The A3 gets a new music interface with two USB ports for data and charging as standard. Also standard are heated front seats. The Premium Plus models are standard equipped with Audi side assist and a Bang & Olufsen stereo as part of the Technology package. Said tech package also includes MMI Navigation and Audi Virtual Cockpit.
The new S3 comes with red brake calipers and Audi magnetic ride. The A3 Sportback e-tron (that’s the wagon-esque version) offers available 18-inch wheels with all-season tires as part of its Sport package.
A4 Model Line
The bread-and-butter A4 gets a new Black Optic Plus package, featuring 18-inch 10-Y-spoke gloss black wheels, red brake calipers, high-gloss black side sill blades, rear lip spoiler, and exterior mirror housings in gloss black. Also with that package, the interior gets a three-spoke, flat-bottom steering wheel with S badging, piano black inlays, a leatherette covered center console, and contrast red stitching which is a flashy touch.
Standard features for the Premium model include heated front seats and S line exterior design elements. Premium Plus trimmed A4s get Audi side assist and Audi Pre Sense rear as standard. The Prestige trim gets standard Audi active lane assist, adaptive cruise control with stop & go, traffic sign recognition, and high beam assistant. Dual-pane acoustic glass for the front side windows, a leatherette covered center console, and door armrests are also part of the Prestige trim.
A4 allroad
The 2018 A4 allroad wagon/near-SUV-thing gets many more standard driver assistance systems and technologies. Side assist and pre sense rear are now standard on the Premium Plus trim. Audi active lane assist with adaptive cruise control and stop & go, high beam assistant, and traffic sign recognition are now standard on the Prestige. The front sport seats are now ventilated and available as part of the warm weather package on the Premium Plus.
Audi A4 allroad (2017 model shown). Photo: Audi of America, Inc.
A6 Model Line
The 2018 A6 comes with three drivetrain choices: 2.0T front-wheel drive, 2.0T quattro, and a new 3.0-liter TFSI V6 with quattro. That six-banger delivers 340 horsepower and 325 lb-ft. of torque. Oo-la-la. Other standard goodies are MMI Navigation and Audi advanced key (Premium trim). Premium Plus now includes standard LED headlights and full LED interior lighting.
Prestige trims now include the top view camera as standard.
The new for 2018 Competition package includes black exterior mirror housings, red brake calipers, 20-inch, 5-double-spoke Titanium matte wheels, sport suspension, and a quattro sport differential. Inside drivers are treated to brushed aluminum inlays, diamond stitched S sport seats, a three-spoke flat bottom multifunction steering wheel with shift paddles, and a black cloth headliner.
A7 Model Line
The A7, that weirdo hatchback coupe/four-door sedan thingo, gets the standard equipment applied with a ladle. The 3.0T V6 engine now delivers more horsepower and torque, while full LED ambient interior lighting is standard on Premium Plus trims. The corner view camera is standard on Prestige trims.
There is a new Competition package available for the A7 that includes black optic exterior elements, S-line bumpers, red brake calipers, sport suspension, and a quattro sport differential. Sporty interior elements include brushed aluminum inlays, flat bottom steering wheel, and S sport seats with contrast stitching.
There’s also a ton of new wheel and tire choices for the 2018 A7.
A8 Model Line
The 2018 A8, Audi’s top of the line high performance luxo-barge continues apace. The big A8 L, equipped with the 3.0T six cylinder plant, now offers an Executive package that includes 20-inch, five-spoke-Blade-design wheels, Audi active lane assist, adaptive cruise control with stop & go, heads-up display, Audi side assist, and Audi pre sense rear. The Executive package also gets you ventilated and massaging front seats, rear heated seats, a heated four-spoke multifunction steering wheel with shift paddles, and a panoramic sunroof.
If you go for the 4.0T version’s Executive Plus package, you get power lumbar support and separate power for the rear seats, along with ventilation and massage functions. The A8’s Black Optic package adds black accents to the standard Sport style exterior package, with 20-inch and 21-inch wheels available.
Audi A8 L (2017 model shown). Photo: Audi of America, Inc.


Q3 Model Line
The compact Audi Q3 crossover features standard S line exterior design elements, including an S line front bumper, doors sills, and badging. The new Convenience package includes Audi advanced key, power tailgate, aluminum satellite inlays, and an auto dimming interior mirror with a compass. The Premium Plus model includes standard Audi side assist, full-LED headlights, and LED taillights with dynamic rear turn signals.
The Sport Plus package also includes a three-spoke flat-bottom multifunction steering wheel with shift paddles, along with a Black Optic exterior kit, black roof rails, and 19-inch, 10-spoke titanium wheels.
Q7 Model Line
For 2018, the big Audi Q7 now comes standard with Audi advanced key. The Premium Plus models now get 3D Bose Surround Sound standard. On the 3.0T Prestige models, power door closers are now standard.
TT & TTS Model Line
The 2018 TT and TTS offer customers a refreshed design and new technology options. Parking sensors are now standard equipment on both the TT Coupe and Roadster. A 12 speaker, 680 watt Bang & Olufsen stereo is now an option. An available S line competition package includes high gloss exterior accents, brushed aluminum door sills and inlays, red brake calipers, S line sport suspension, leather/Alcantara-trimmed S sport seats with S line embossing, and a flat-bottom multifunction S line steering wheel – essentially, everything you need to make you feel all special and sporty.
The 2018 TTS Coupe has an exclusive interior package, starting with Nappa leather-trimmed S embossed front seats, with contrast diamond stitching. The 2018 TTS Coupe has three color options: Calendula Yellow, Crimson Red, and Cloudy Gray. Our personal favorite is the new TT RS.
2018 Audi TT RS. Photo: Audi of America, Inc.

R8 Coupe & Spyder
The R8, the car Tony Stark drives, has many of the same parts (50 percent) as Audi’s R8 LMS racecar, including the Lambo-sourced V10 engine. A newly available Black Optic package includes 20-inch, 10-spoke-Y design forged wheels in high gloss Anthracite finish, gloss black exhaust tips, Mythos black side blades (V10 models only), and Titanium Black exterior trim. Full LED headlights with Audi laser light are available on the V10 models, but come standard on the V10 Plus.
The Audi Sport badge replaces the quattro badge on the front grille, and Audi Sport puddle lights are now standard.
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.
In case you want a “just the facts ma’am” chart, here ’tis:
2018 Audi Model Line: Manufacturer Suggested Retail Prices
Excluding destination charge, taxes, title, options, and dealer charges. Dealer sets actual price.
Model
Engine
Transmission
Premium
Premium Plus
Prestige
Single Trim
A3 Cabriolet
2.0T
FWD S tronic
$38,350
$41,600
$46,800

A3 Cabriolet
2.0T
quattro S tronic
$41,050
$44,300
$49,500

A3 Sedan
2.0T
FWD S tronic
$31,950
$35,200
$40,700

A3 Sedan
2.0T
quattro S tronic
$34,950
$38,200
$43,700

S3 Sedan
2.0T
quattro S tronic

$43,650
$48,950

A3 Sportback e-tron
1.4T
FWD S tronic
$39,500
$42,600
$48,100

A4 allroad
2.0T
quattro S tronic
$44,500
$47,200
$53,000

A4 sedan
2.0T
ultra FWD S tronic
$36,000
$39,200
$45,500

A4 Sedan
2.0T
quattro S tronic
$40,500
$43,700
$50,000

A4 Sedan
2.0T
quattro manual
$40,500
$43,700
$50,000

S4 Sedan
3.0T
quattro Tiptronic

$51,400
$55,800

A6 Sedan
2.0T
FWD S tronic
$49,700
$51,900


A6 Sedan
2.0T
quattro Tiptronic
$51,900
$54,100


A6 Sedan
3.0T
quattro Tiptronic
$56,500
$58,700
$61,400

S6 Sedan
4.0T
quattro S tronic

$71,900
$74,400

A7 Sedan
3.0T
quattro Tiptronic

$69,700
$72,400

S7 Sedan
4.0T
quattro S tronic

$81,200
$83,150

RS 7
4.0T
quattro Tiptronic


$113,900

RS 7 Performance
4.0T
quattro Tiptronic


$130,700

Q3
2.0T
FWD S tronic
$32,900
$35,800


Q3
2.0T
quattro Tiptronic
$35,000
$37,900


Q7
2.0T
quattro Tiptronic
$49,900
$53,900


Q7
3.0T
quattro Tiptronic
$56,400
$60,400
$65,400

R8 Coupe
V10
quattro S tronic



$164,900
R8 Coupe
V10 Plus
quattro S tronic



$194,400
R8 Spyder
V10
quattro S tronic



$177,100
TT Coupe
2.0T
quattro S tronic



$43,950
TTS Coupe
2.0T
quattro S tronic



$52,950
Destination and delivery charge is not included in MSRPs listed. Destination charges on 2018 Audi vehicles are as follows: R8 model line: $1,250. All other models: $975.
Photos & Source: Audi of America, Inc.



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General Motors Restructuring International Markets To Strengthen Global Business

General Motors Restructuring International Markets To Strengthen Global Business

General Motors has announced “key restructuring actions” for its international business to increase overall financial health. The move comes as GM is looking to focus capital and resources on opportunities expected to yield higher returns, according to a press release from the automaker.
“As the industry continues to change, we are transforming our business, establishing GM as a more focused and disciplined company,” said Mary Barra, GM Chairman and Chief Executive Officer.
Moving & Shaking
The new plan involves changing GM’s Talegaon manufacturing base in India to produce vehicles for export only. The facility will supply vehicles to Mexico and other Central and South American markets. Chevrolet sales in the region will stop at the end of the year, but GM will support existing customers. In South Africa, Chevrolet will disappear by the end of 2017 as well, but like in India, GM will support existing customers.
In South Africa, the biggest moves come with Isuzu, who will acquire GM’s Struandale plant and GM’s remaining 30 percent in the Isuzu Truck South Africa joint venture. Isuzu will also purchase GM’s Vehicle Conversion and Distribution Centre and assume control of the Parts Distribution Centre. At the end of February, Isuzu agreed to purchase GM’s 57.7 percent shareholding in GM East Africa, and like India and South Africa, Chevrolet sales will cease in that market.
“These actions will further allow us to focus our resources on winning in the markets where we have strong franchises and see greater opportunity,” said GM President Dan Ammann. “We have compelling plans for growth in both the top line and the bottom line as we invest for the future.”
The Isuzu DMAX and Chevrolet N300 Pickup are part of GM’s lineup for its International Operations’ Aid & Development Program to help non-governmental organizations work on projects in remote areas. Photo: General Motors.
Extensive Reviews
According to GM, these decisions were made following extensive reviews of the company’s international markets starting in 2013. Stefan Jacoby, GM Executive Vice President and President of GM International, shared how taking an “enterprise approach” has proven beneficial.
“In India, our exports have tripled over the past year, and this will remain our focus going forward,” he said. “We determined that the increased investment required for an extensive and flexible product portfolio would not deliver a leadership position or long-term profitability in the domestic market.”
A similar conclusion was reached in South Africa.
“After a thorough assessment of our South African operations, we believe it is best for Isuzu to integrate our light commercial vehicle manufacturing operations into its African business,” Jacoby said. “We determined that continued or increased investment in manufacturing in South Africa would not provide GM the expected returns of other global investment opportunities.”
“We are committed to deploying capital to higher return initiatives that will enable us to lead in our core business and in the future of personal mobility,” Barra added.
Carlos Tavares, Chairman of the Managing Board of PSA (left), and Mary T. Barra, GM Chairman and Chief Executive Officer (right), at a press conference in Paris announcing the agreement under which GM’s Opel/Vauxhall subsidiary and GM Financial’s European operations will join the PSA Group. At the moment, GM and the PSA Group are determining the possible direction for Opel in South Africa. Photo: General Motors.

Special Arrangements
GM is working with employees, their union representatives, and local authorities to provide transition support in the affected markets. GM says the company will record an annual savings of approximately $100 million and plans to take a charge of approximately $500 million in the second quarter of 2017. The charge will be treated as special and excluded from the company’s EBIT-adjusted results. About $200 million of the special charge will be cash expenses, according to a press release from the automaker.
“Globally, we are now in the right markets to drive profitability, strengthen our business performance, and capitalize on growth opportunities for the long term,” Barra said. “We will continue to optimize our operations market by market to further improve our competitiveness and cost base.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
Photos & Source: General Motors.



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2018 Volvo XC60 Pricing Announced, Ordering Open

2018 Volvo XC60 Pricing Announced, Ordering Open

The 2018 Volvo XC60 is on its way and the automaker has announced pricing for the model range. The T5 starts at $41,500, the T6 at $44,900, and the T8 at $52,900. The T5 turbocharged engine produces 250 horsepower with all-wheel drive, the T6 (turbo and supercharged) engine hits 316 horsepower with all-wheel drive, and finally, the T8 Twin Engine Electric Plug-In Hybrid creates 400 horsepower with electric all-wheel drive.
The pricing range accurately reflects the power and performance of each individual model.
Unique Design
The 2018 Volvo XC60 is the first in the new line of 60 series vehicles to portray the automaker’s new design language. All models come standard with a panoramic moonroof, leather seats, 9-inch touchscreen display, and Apple Carplay/Android Auto compatibility. The new XC60 can be optioned with a softer Nappa Leather with ventilation and massage, a Bowers & Wilkins stereo, and four-corner air suspension. The latter gives a more balanced and comfortable ride.
Thor’s Hammer LED headlamps, a Volvo signature seen prominently on the larger XC90, will also accompany the XC60.
The XC60 is the fourth Volvo based on their patented SPA architecture. Volvo developed it in-house and introduced it with the aforementioned 2016 XC90. SPA allows Vovlo’s engineers to seamlessly integrate a wide range of vehicle systems and technology, be it performance or safety related.
2018 Volvo XC60. Photo: Volvo Car USA, LLC.
Safety & Security
True to Volvo’s safety legacy, the 2018 XC60 keeps the bar high in this department. For example, the standard Lane Keeping Aid now works with Oncoming Lane Mitigation. The system provides steering input to avoid potential head-on collisions. Both ultimately pair with Vovlo’s Intellisafe City Safety technology, which includes pedestrian, cyclist, vehicle, and large animal detection with automatic emergency braking.
Volvo’s Blind Spot Information System can now use Steer Assist functionality to prevent drivers from changing lanes into other vehicles.
Ordering & Availability
Customers can configure their XC60 through the Volvo Cars website or place an order at their local Volvo retailer. Expect to see the vehicle hit the United States this fall.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
2018 Volvo XC60. Photo: Volvo Car USA, LLC.
Photos & Source: Volvo Car USA, LLC.



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Volvo Cuts Diesel From New S60, Further Commits To Electrification

Volvo Cuts Diesel From New S60, Further Commits To Electrification When the Volvo S60 arrives later this spring it will not offer a diesel powertain, a move the automaker says is part of their commitment to a “long-term future beyond the traditional combustion engine.” Volvo is one of the industry’s strongest proponents for electrification and will drop diesel powertrains in favor of EV technology.
“Our future is electric and we will no longer develop a new generation of diesel engines,” said Håkan Samuelsson, President and Chief Executive of Volvo Cars.
Electrification Strategy
All new Volvo models launched from 2019 will be available as either a mild petrol hybrid, plug-in petrol hybrid or battery electric vehicle. Earlier this year, the automaker reinforced its electrification strategy, stating their desire to have electric cars make up 50 percent of their global sales by 2025.
“The new S60 represents the next step in that commitment,” Samuelsson added. “We will phase out cars with only an internal combustion engine, with petrol hybrid versions as a transitional option as we move towards full electrification.”
Availability & Manufacturing
The new S60, based on Volvo’s in-house Scalable Product Architecture, will first be available with a range of four-cylinder Drive-E petrol engines, along with two petrol plug-in hybrid versions. Mild hybrid versions will follow next year. Production will begin this fall at Volvo’s new manufacturing facility outside Charleston, South Carolina.
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: Volvo Car Group.



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2019 BMW M5 Competition Raises M5 Bar Considerably

2019 BMW M5 Competition Raises M5 Bar Considerably Question: What’s better than a BMW M5? Answer: The 2019 BMW M5 Competition. Think of it as an M5 only more so. Whatever the “normal” M5 has, the Competition offers more of. And anybody who finds any M5 “normal” I have serious questions about.
The original M5, for those who need a refresher, is the byproduct that happens when one of the inventors of the “sports sedan” really decides to let it all hang out. The first M5 was a frighteningly capable car and they only got more and more potent from there on out. For one iteration, BMW’s M5 had a V10 plant residing under it’s broad hood – in a sedan!
Who does that? Bavarian gearheads, that’s who.
Power & Performance
At any rate, this new, even M-ier M5 carries on that fine hot-rodding tradition. And like all hot rods, this is all about that engine baby! Oh sure, the M5 Comp turns and stops like the business too, but we all know what that “M” in BMW stands for. And in this specific instance, it stands for a high-revving M TwinPower Turbo 4.4-liter V8 that generates 617 horsepower and a tug-like 553 lb-ft. of torque. All that re-tuning to optimize torque and power delivery pays off with a 0 to 60 mph acceleration time of just 3.1 seconds; the 124 mph mark reached in 10.8 seconds, and the whole shebang topping out at 189 big ones.
All that is even more impressive since the M5 Comp weighs, huh, that’s funny, BMW doesn’t mention how much this thing weighs. I’m guessing north of 4,000 lbs. but slightly less than the all up displacement of the Scharnhorst.
2019 BMW M5 Competition. Photo: BMW of North America, LLC.
Torque Distribution
All that Leistung is put to the Straße via an eight-speed M Steptronic transmission and an M xDrive all-wheel drive system. Yes, it’s all-wheel drive, but the M xDrive system, which made its debut in the “standard” 2019 BMW M5, distributes the engine’s torque between the front and rear wheels via a transfer case with a fully variable, electronically-controlled multi-plate clutch – and then the Active M Differential splits the torque between the rear wheels as needed.
The M xDrive system is explicitly rear-wheel biased, so this big four-door gets incredible agility and, thanks to the Dynamic Stability Control, drive torque is distributed between the front and rear axles at the press of a button. The M Dynamic mode gives you greater slip angles and “particularly fun handling,” according to BMW.
There is the option for pure rear-wheel drive that allows “experienced and skilled drivers” to bask with no control system intervention. BMW has even gone so far as to tweak the engine mounts to optimize responsiveness and cornering characteristics.
Photo: BMW of North America, LLC.
Ride & Handling
Speaking of the handling, the M5 Competition gets model-specific chassis tuning with double-wishbones up front and a five-link deal holding up the back end. An M-specific version of the Variable Damper Control system is along for the ride with Comfort, Sport, and Sport Plus modes on tap. The M Servotronic steering is an electromechanical setup.
Ride height has been dropped seven millimeters over the “normal” M5 Sedan along with tweaks to the springs and dampers, increased negative camber at the front, and toe links with ball joints instead of rubber mounts for more precise wheel control at the rear. The rate of the rear anti-roll bar is firmed up, so body roll during high-speed cornering is distributed with a pronounced rear bias. Huzzah!
Stopping is taken care of with low-weight M compound brakes with six-piston fixed calipers and perforated, inner-vented brake discs at the front, and single-piston floating calipers with an integrated parking brake at the rear. Optional M carbon-ceramic brakes are there for the asking, and you should really ask.
Photo: BMW of North America, LLC.
Styling Treatments
Visually setting the M5 Competition apart are specially-designed light-alloy wheels, high-gloss black finishers on the door handles, mirror bases and triangles, exterior mirror caps and the mesh of the gills in the front flanks. The trademark kidney grille’s surrounds are also high-gloss black along with the detailing on the rear bumper cover. The tailpipes come in black chrome and both the rear spoiler and “M5 Competition” trunk logo are finished in high-gloss black.
A distinctive “M Competition” graphic is found in the instrument cluster to greet the driver as the vehicle is starting up, and to let you know how special you are (like Beemer drivers need any more encouragement in this arena).
Sadly, no word on pricing or availability, but you still want one, don’t you?
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. 
2019 BMW M5 Competition Gallery











Photos & Source: BMW of North America, LLC.



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Lotus Elise: The Sweet Spot Between Fun & Cost

Lotus Elise: The Sweet Spot Between Fun & Cost

When I first looked at the presser titled “Own the best ever Lotus Elise for a lot less,” regarding the new Elise I misread it as “Own the best Lotus ever.” And I almost had an infarction. “Whoa, whoa, whoa,” my brain said. Yeah, the Elise is a very good car. But the best Lotus ever?
No way.
That’s saying a lot, but there’s no way they can mean that for real.
I mean, do they really expect me to believe the Elise is as good as a Lotus 7 or a Europa? Yes, Europas had “issues” (typical reliability and a horrid gearbox) and yes, 7s don’t even come with heaters and paint (making them a little too Spartan for most buyers), but both of those cars would run rings around . . . oh . . . the best Lotus Elise ever. Well that’s completely different.
Chirping Crickets
Ever since it hit the road, the Lotus Elise has been an extremely hard car to argue against. It had all of the things Lotus traditionally excelled at – peerless handling, extreme lightweight, a certain style – with none of the traditional shortcomings – frightening levels of unreliability, sometimes iffy build quality, questionable practicality.
In large part, the Elise became just as viable a choice as anything the Japanese or Germans made (think about that for a tic) if not being exactly inexpensive. This was down to two main reasons: One, the build quality was way up, thanks to Lotus working with Scandinavian aluminum suppliers in how they manufactured their hydro-formed chassis/tub and then (literally) gluing it together, and two, they sourced the engine from Toyota.
Lotus Elise Sprint. Photo: Group Lotus plc.
Sweet Spots
Now, it seems that going with a Toyota plant is a complete no-brainer, but way back when, Lotus used to make the most bizarre engine choices. Who in their right mind would think a Renault engine would be a good choice when wanting to make a car more “livable” and “practical” and “reliable?” Colin Chapman, that’s who. Then again, for all his engineering genius, Chapman was notoriously bad at some things – like understanding what road car owners wanted and grasping finances (ask the British tax authorities and various banks about that last one).
But eventually logic prevailed, and now we, the gearheads of this world, are blessed with one of history’s most fantastic sports cars, the Lotus Elise. They are in so many ways just what a sports car should be. No bigger than necessary, light, agile to the point of being twitchy, powerful enough to get you into trouble, powerful enough to get you out of trouble, gorgeous, quick – the whole megillah.
Oh, and it’s cheap (relatively speaking). Cheap to buy into for the performance you get, cheap to run since the maintenance is low and, here’s the main point, it retains a ton of value over time. A lot of sports cars don’t. You buy something shiny and new and fast and sports car like, if not an actual sports car and, relatively speaking, it’s trade-in value drops like a zeppelin over New Jersey on a bad day.
Lotus Elise Sport 220. Photo: Group Lotus plc.


Value Added
What Car? a British car buying/rating magazine (and yes, it’s got a question mark in its title and yes, that’s annoying) just did a study saying the Elise is the slowest depreciating performance car on the market. Okay, yes, that’s the British market, but still, that’s good news. Since depreciation is the single biggest ownership running cost, over time, a car that retains more value like an Elise makes even more “practical” sense. Can you believe I just wrote that about a Lotus? Me either. But it’s true.
According to What Car? the Elise retains up to 95% of its original price after 12 months, and over 54% after four years with average mileage. That beats out correspondingly priced sports cars like the Porsche Cayman and, percentage-wise, the Elise outdoes exotic rivals like the Ferrari 458 Italia.
The current version of the Elise comes in two basic flavors, either the 1.6-liter naturally aspirated version or the 1.8-liter supercharged mill. Like all Lotus products, the Elise is extremely light. The Sprint edition is the lightest fully homologated car available in Europe, tipping the scales at 1,759 pounds dry weight. That is about 300 pounds less than a Miata, a car no one considers “fat.”
Pricing Figures
So, like me, you are tempted to buy a Lotus Elise, and yes, you understand that it’s going to retain its value rather well. But, you might ask, what’s the cost of entry? The Elise Sport starts at £32,300 while the blown Elise Sport 220 will set you back £39,300. The higher zoot Elise Sprint and Elise Sprint 220 will run you £37,300 and £44,300 (respectively) and the range topping, getouttamyway Elise Cup 250 cashes out at £47,400. Which, for us Yankees, works out between $41,928.63 and $61,506.24.
Would I buy one? Of course I would (finances and garage space not withstanding). Although I would probably go with an used model – on the used market, their asking prices put them less than newer 911s and 1st Gen NSX’s and such. And, let’s get down to brass tacks here, the Lotus Elise kicks serious butt.
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.
Lotus Elise Sprint. Group Lotus plc.
Photos & Source: Group Lotus plc.



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