Automotive

2018 Honda Fit: Little But Kinda Big

2018 Honda Fit: Little But Kinda Big

The Honda Fit, besides having an adorably Japanese name (seriously, who would name a car that? The same society that would name one of their cars the Bongo Friendly, I suppose) aims to be nearly all things to a certain slice of the population pie. The Fit wants to be small enough for the urban environment, yet big enough for four adults (five in a pinch).
Small, miserly on gas, yet practical and a hatchback so it can haul a modicum of stuff. Usually, trying to spread yourself this thin is a recipe for disaster (see Aztek, Pontiac) yet somehow, Honda makes it work.
Modestly Misplaced
No, I am not going to say you can take the Fit on The Great American Road Trip, jazz blaring on the stereo, visions of Kerouac and Cassady flashing through your brain in the middle of the great American middle. The Fit might be a number of things, and do a number of them well, but blasting through Montana, say, at 80 miles an hour is not one of them. The Fit is roomy, but you need more vroom, dig?
This is the third-generation Fit to hit the road in America and the first real update since the 2015 model. What it is, in general terms, is Honda’s version of the VW Golf or the Toyota Yaris, only oddly different somehow. The Fit always had odd styling and, as Honda has gotten more sedately extreme in their styling these days, the Fit has gone right along with it. Only it doesn’t work as well. Or at least it doesn’t work as a unified whole.
Have you ever seen one of those kids, and they’re kind of puppy like? They are gangly and their arms and legs are too long and their facial features are all over the place; ears and eyes and nose too big, way too much hair, even when it’s cut, that sort of thing? It’s like a size 5 person dropped onto a size 2 frame. Too much stuff on too small an area; that’s what the Fit always looked like to me. If the Fit was 20 percent bigger – longer wheelbase, taller, wider – all of the many, many design elements crammed onto it would work much better. However, what all Fits do in opposition to that is Work with a capital “W.” They are amazingly well thought out, practical, and useful despite their diminutive size.
2018 Honda Fit EX-L. Photo: Honda North America.

Functional Safety
The 2018 Fit gets a fully fresh look for 2018 and the addition of a new trim level, Sport in this case, and the availability of Honda Sensing. Honda Sensing is, according to the automaker, “our exclusive intelligent suite of safety and driver-assistive technologies designed to alert you to things you might miss while driving.” To put that in plain English, Honda Sensing is the by-now-ubiquitous suite of electronic nannies, sensors, and actuators that aim to save us from ourselves. So be it.
Styling Treatments
The 2018 Fit gets updated styling front and rear, and more color this time around for an “enhanced, youthful, sporty, and emotional character,” says Honda. The new styling aims to be sportier, starting at the very nose of the beast with a horizontal, two-piece grille done up in chrome and piano black with a large “H” dead center. Honda also says the headlights are “more integrated and sophisticated” and designed to blend into the side edges of the upper fascia. The Fit continues along this trend, moving the headlights up and back, back, way back along the fender line. Not saying this is bad, but if we’re not careful, headlights will be on the A pillars by 2021.
Out back, the Fit carries through with the new low and wide styling to keep things sporty. The 2018 rear bumper has been redesigned and features a full-width character line in piano black. There’s a new taillight combo on the Fit’s redesigned rear end too, plus a splitter-shaped lower section. Note that’s “splitter-shaped,” not an actual splitter. But who cares? It’s not like this thing will be going fast enough to really start working the underbody airflow for maximum downforce, y’know?
2018 Honda Fit Sport. Photo: Honda North America.
Sport Package
Now, about that new Sport trim level. Sport falls between the LX and EX trims and features an even more aggressive and sporty look with aero bits at the front, sides, and rear along with a front splitter highlighted in bright orange. At the rear there is a three-strake diffuser with a bright orange upper trim line (probably as ghastly as the one up front) and a chrome exhaust.
No word on pricing or exact availability or any of that jazz just yet, only Honda’s corp-speak: “more in-depth information about the upgrades to the 2018 Fit, including expanded feature content will be provided in the near future.” At the very least, we know the 2018 Honda Fit will hit dealerships next month.
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.

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Is Lincoln The Watered Down Cadillac?

Is Lincoln The Watered Down Cadillac?

Lincoln is, by this point in its life, a very strange company. At one time, they were the ride of choice for Presidents and rockstars and mobsters. The Kennedys, Pete Townsend, and the Corleones all had a thing for Lincolns. They were credibly going toe-to-toe with Cadillac for the pinnacle of huge American luxury cars that said to the world, “I have made it! Look who I am! I drive a Lincoln!”
That is a vibe even Cadillac struggles to maintain in the minds of customers younger than 74, but what does Lincoln hope to hang on to?
Loyal Faults
Loyalty. In a word, loyalty. At least if the latest missive from Lincoln is to be taken seriously. And honestly, I have no reason at all to doubt this. It’s not that Lincolns are screwed together so poorly that lack of quality is a problem. They are, without a doubt, very well assembled using very high quality materials. The problem here is with touting, “Lincoln has the luxury segment’s highest loyalty rate among new luxury-vehicle buyers in the first quarter of 2017, according to IHS Markit Loyalty data.” It’s not so much a problem with the information, but how loudly Ford’s luxury brand is trumpeting fairly equivocal facts.
It’s as if Lincoln were that kid in high school saying, “did you know that I am the second relief quarterback on the JV football team? Lots of potential there. And also, Mr. Johnson, the band director, said that I might make third chair trumpet this year. So what-a-ya say? Go to the prom with me?” It’s not as if those things are false; it’s the desperation at their foundation that makes it a worrying pitch for a prom date, but especially for a luxury car.
Lincoln sales are up 6 percent this year, outpacing a luxury segment that is up 2 percent, according to Lincoln and industry reported sales data. However, is that enough to sustain the brand? Photo: Lincoln Motor Company.
Packed Field
And look at the statement they are hanging all this on: “Lincoln has the luxury segment’s highest loyalty rate among new luxury-vehicle buyers in the first quarter of 2017, according to IHS Markit Loyalty data.” That’s three qualifiers in a rather tepid statement. In so many words, Lincoln is saying “hey, people who have never bought an expensive car before sure like our product, if they bought in the first three months of this year at any rate.”
And this is really sad. Not just because Lincolns are put together well and use high quality materials like I mentioned above: No, it’s sad because Lincoln is “the alternative Cadillac.” Lincoln is literally the only domestic alternative to Caddy. If you are a relatively patriotic car buyer, and you’ve just hit the big time, what are your choices? Two: Cadillac or Lincoln. There was a time when there were dozens of top American luxury cars to choose from. Not just Cadillac, but Duesenberg, and Cord and Auburn and Pierce Arrow and Packard and Lincoln. Back when Cadillac’s company motto was “The Standard of The World” they weren’t kidding, and they were right. People from all over the world looked up to, admired and desired Cadillacs. Now? Well, Cadillac has been saying for decades, “Hey! Hey, over here! Pay attention to us! Why buy German? Get a Caddy!”
Even Buick is attempting a complete turnaround.
2017 Lincoln Continental. Photo: Lincoln Motor Company.
Second Best
Whither Lincoln? They can’t even say that. The best they can come up with is, “we’re not Cadillac, but we’re still American! Oh, and new buyers of our cars love us.” If that sort of attitude doesn’t make the higher-ups at FoMoCo shudder and have visions of what happened to Mercury dancing in their heads, I don’t know what will.
And I’m not here to pillory Lincoln. I actually like them. I always have. They’re big and square and have a presence close to a Brink’s truck. Why would I, if I were in the market for something huge and American and over-engined and luxury stuffed, not consider a Lincoln? Because Lincoln is a B- answer in comparison to what Cadillac produces. Being nearly as good is never, ever a way to sell more of your stuff, let alone a sound business strategy.
2017 Lincoln Continental interior layout. Photo: Lincoln Motor Company.

New Strategies
If Lincoln wants to survive, and I really hope they do, they need to get off the dime now. They need to start producing cars that make Caddys look like half-thought out parts-bin specials. Lincoln needs to start dropping in blown Shelby Mustang plants into their capacious engine bays. Have the guys that designed the Ford GT’s suspension have a go at the Lincoln’s chassis. They already have the comfort and convenience stuff down, so go for the performance angle. Make it work, and then beat Cadillac over the head with it.
Shoot, why not go all the way? Why not resurrect Mercury as Lincoln’s performance division, the way Mercedes-Benz has AMG and Audi has their S models? You already have the name right there. He’s even the Roman god associated with speed and financial gain. Use it. Drop the big mills into the Continentals, only calmed and quieted for the stock broker crowd, but put the same engine into the “Mercury” division aimed at the patriotic middle-aging Vin Diesels of America. Pull out sound deadening, make things stiffer, and get marketing on board. Remake the hot rod Lincoln and find some down-right, true-blue American rockstar to be your spokesperson. Shoot, Detroit is crawling with American rock stars. Use one of them.
What’s Iggy Pop doing these days? He’d be perfect. He’s even from Detroit.
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.

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70,000 miles with a Volvo C30 in Vermont

70,000 miles with a Volvo C30 in Vermont The Volvo C30 does battle with a VW Golf GTI while being lifeless at the same time

I never followed up with an update on life with the 2009 Volvo C30 R-Design that I eluded to in this piece, so let’s jump forward three years. The C30 has not grown on me since I purchased it. I had low overall expectations, and they have stayed there. It corners and accelerates as well as a GTI and comes with a 6-speed manual transmission. After 70,000 miles with this car, it’s clear that Volvo could have easily sold more of these if they had chosen to make the driving experience a bit more raw. The cost to own this car was the biggest surprise, given it’s a Ford Focus with a serving of 90’s Volvo mechanicals and a splash of Mazda 3. Let’s first jump into what it’s like to live with everyday from driving to practicality:

It’s measurably quick, but deadpan about it.
The shifter is vague, the flywheel is heavy, the pedals are poorly spaced for heel-and-toeing, mechanical grip is high with little feedback, the engine is silent, and the cabin is silent—the NVH difference between 55 mph and 90 mph is negligible. All of this works because the sound deadening and aerodynamics are quite effective, the suspension is well thought out and provides neutral handling, all of the tires have a little bit of negative camber, and there’s that turbo plugged into Volvo’s famed modular 2.5 liter 5-cylinder. The root of the issue is that there is no feeling of engagement for the driver—until the car is chucked well into a “reckless driving/endangerment” condition—the steering feels dead and the motor only starts to make a vacuum-cleaner like drone at 4,000 rpm. The only perennial weak point on paper is the brakes, which have a spongy pedal and can be prone to moderate fade if thrashed.

Get a nice rack, you won’t regret it.
I live in Vermont and this car replaced a Volvo 850 T-5 wagon. The Volvo C30 has 20 cubic feet of space with the seats folded down—the 850 has 65 cubes—and the C30 only manages 12.9 cubes with the two bucket seats in their upright position. Despite the lack of space, a set of Thule Aeroblades and ski racks meant mid-day escapes from the office to the nordic center effortless (mixed driving gas mileage drops from 30 mpg to 26 mpg). For two persons, the storage behind the rear seats is enough for wintertime dayhiking.The rear buckets are actually quite comfortable and offer excellent support while cornering—though egress is tedious. For couples with an outdoor lifestyle and no kids, this car is entirely practical.

Think of the sex appeal (and mental toughness required) of buttering a cold waffle.
The Volvo C30 is front-heavy, the wheelbase is short, and all-around negative camber conspires to make this a handful in the snow. With 1-year-old Hakkapeliitta snow tires on it, “twitchy” is the order of the day. Cornering is on the oversteer side of things and driving along over straight but collapsed sections of roadway causes things get sideways quickly. Have I passed out-of-state folks spinning their all-season tires in their SUVs up a hill from a full stop in this two-wheel-drive low-clearance car? Of course, but that’s all down to the tires. Oh, and while we’re on the subject, it was a masterstroke for Volvo to put the DSTC (traction control) switch on the turn signal stalk.

$3,000/year to maintain a dolled-up Ford Focus?
The car clearly doesn’t provide “all of the feels”, or whatever it is kids are saying these days, but what is it like to maintain? Volvo’s been using the 5-banger since 1993, this is not the first rodeo for Getrag’s M66 transmission with Volvo, and, let’s face it, this is really a dolled up Ford Focus. The truth is sharp—$3,000/year in maintenance for 20,000 miles per year. This includes largely DIY and independent work, though some things like the clutch were farmed out to the dealer. Much of the funds have gone to tires and suspension. The driving has been spirited and it’s hard to get anywhere near 30,000 miles on a set of tires. This is partially down to the stock suspension setup for which Volvo issued a service bulletin, merely advising technicians that because of the car’s mild negative camber, that it would regularly eat through the inside of tires. It’s great for those using directional tires, not so great for those using asymmetrical tires.

The interior doesn’t age.
For all of the negative issues, the positives make this car pretty competitive in its class. The interior is spartan without being cheap and has defied the test of time in a way that economy and luxury cars seem to always fail. Apart from vacuuming light-colored dirt out of the black carpet, Volvo designed the interior to be free of overly shiny surfaces and ‘magnets’ for wear. Buy nearly any car on the market today, drive it for a full day, and the interior will appear ‘lived in’ at the end of the day. Volvo has managed to evade this, and it’s hard to give them enough credit for doing so.

Conclusions
After a long day at the office or a long day out, dropping into the car still feels like a quiet, contemporary sanctuary. The front and rear seats are great for average to small-sized folks, it’s quiet, the stereo isn’t bad for an entry level stereo, and the interior pieces doesn’t rattle incessantly over bumps. Having all of 236 ft-lbs of torque available at 1,500 rpm never gets old.
In today’s car market if you ask for an ample, flat torque curve, a manual transmission, headlamp washers, heated leather seats, an attractive, but low-maintenance interior and unusual styling, you may find there just aren’t many cars out there like this anymore, certainly not for this car’s original asking price of $30,000, I just wish it was alive.
-By: Sawyer Sutton

All photos © 2017, Sawyer Sutton, egmCarTech
The post Long-Term Review: The experience of 70,000 miles in a 2009 Volvo C30 in Vermont appeared first on egmCarTech.

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Letter From The UK: A Breed Apart

Letter From The UK: A Breed Apart

A small green jewel of an island in the middle of the Irish Sea is home to one of the most exciting and nerve-shredding Motorsports events anywhere on the planet. Although it is part of the United Kingdom, the Isle Of Man has its own parliament and government which have competence over all domestic matters.
This makes a difference.
The Race
As long ago as 1907, a group of enthusiasts decided they would stage an “auto-cycle” race around the island and thus, the Tourist Trophy was born. Today, Tourist Trophy Week attracts riders and supporters from all over the world. Handily, TT also stands for Time Trial which is what this race is.
It is a two-wheeled spectacular; motorbike rider and machine pitting themselves against the clock on an island circuit comprised entirely of closed public roads. Competitors encounter stone walls, hedgerows, drain covers, and high curbs all of which are hard, unyielding, and deadly. The Snaefell Mountain Course is 37.73 miles long and races can comprise one to six laps, so the Senior TT bikes will cover 226 miles in one race and – I can’t stress this enough – the record for the average speed per 37.73 mile lap, AVERAGE, is currently 133.962mph. The men and women who wrestle these mighty machines around the lumpy, bumpy streets of the Isle of Man are truly a breed apart.
Death Ever Present
Tragically, scarcely a year goes by without someone getting killed in often a horrendous accident. One slip, one brush against a curb and all is lost. During this year’s TT competition which finished last week, it is sad to report that three riders died in crashes and a couple were injured and this is the point. In the UK generally the great gods of health & safety rule. They have their humorless clipboard-toting acolytes who go around preventing people from doing the things they enjoy. To say our nation is risk-averse is to put it mildly. If the authorities could make us all wear personal safety roll cages whenever we left the house they would.
The Isle of Man does it differently. They believe that, all reasonable safety precautions being taken, if riders want to put themselves at hazard then they should be allowed to do so. This is a mature and sensible attitude. Furthermore, the competitors and their families know the risks. It stares them in the face. If someone is killed there is usually a moment of reflection for other riders before their machine is pushed up to the start line. Over 200 motorcycle stalwarts have died over the years and yet still they come in their droves. The race week has never been so well supported.
The trouble is, if you like to go fast then it is in your blood. Many competitors crave the excitement and, yes, the fear, as a starving man would crave a piece of bread. The fact is that here on the cracked and broken mainlands of Britain and elsewhere in the world, much motor racing on two or four wheels has to an extent been slightly muted by rules and regulations. Nobody wants to bear witness to death but, in my view, racing has become, if not dull, at least a little pedestrian at times.
Isle Of Man TT. Photo: Creative Commons.
Racing Relics
Obviously, there’s still plenty of exciting motor racing around. The last race of this weekend’s British Touring Car Championship demonstrated that but, like an insidious disease, I worry slowly but surely the rot will set in. I can’t speak for the rules in the USA but to me it seems that American Motorsport appears less afflicted by the excesses of health and safety. I for one love to watch any NASCAR or IndyCar racing I can find on the television, but I can’t say the same about Formula One. Increasingly, the bloated and money-obsessed F1 circus is staged on brand new circuits that are like giant car parks with huge run-off areas and a boring track design that leaves spectators remote from the action.
Many of the grand old circuits of the past hardly get a look in now. Monaco survives, thanks to the glamour, but the days of seeing Grand Prix cars sweeping up the corkscrew that is Eau Rouge at Spa are long gone. Accidents by their very nature are just that. No one can predict the unknowable. Essentially what I am saying is that if we insist on yet another safety precaution every time someone dies, where does it end? How safe does Motorsport have to become before it turns into a parade?
Eau Rouge & Raidillon, Circuit de Spa-Francorchamps, October 1997. Photo: Creative Commons.

Good Old Days On Film
This writer recently watch a current documentary film about the New Zealand racer, Bruce McLaren. What struck me most was just how exciting the racing was in those gung-ho days. No track-side barriers, no run-off gravel areas, just man and machine dicing with the devil. History shows these racers were at the edge of the abyss yet they still pushed the limits. Technology has made our race cars safe for drivers which is good, but has it taken away the spirit of derring-do?
Need For Speed
The need for speed is in us, but eroded by society. The need to take risks is an urge laying dormant just below the veneer of our daily humdrum lives. This other breed embraces that urge fully. If you ask them why, they probably could not give a fully coherent answer. It’s the buzz, they say. It’s the charge. It’s the blast. Two wheels aren’t enough for me personally, but give me four and I get it.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite
Cover Photo: A. G. Lloyd-Jones.

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General Motors Assembles First Round of Driverless Test Vehicles

General Motors Assembles First Round of Driverless Test Vehicles

General Motors recently announced the completed production of 130 self-driving Chevrolet Bolt EV test vehicles. The fleet is equipped with GM’s latest autonomous technology, and will join the more than 50 other Bolt EV test vehicles already in service.
Currently, GM is conducting testing in San Francisco, Scottsdale, and Detroit.
Future Goals
GM became the first automaker to assemble driverless test vehicles in a mass-production facility when the fleet of self-driving Chevrolet Bolt EV test vehicles began coming down the line at Orion Township Assembly in January.
“This production milestone brings us one step closer to making our vision of personal mobility a reality,” said GM Chairman and Chief Executive Officer Mary Barra.
Each Bolt EV test vehicle is equipped with LIDAR, cameras, sensors, and other components necessary for automated driving. GM will leverage the technology to further develop a safe and reliable fully automated vehicle.
“Expansion of our real-world test fleet will help ensure that our self-driving vehicles meet the same strict standards for safety and quality that we build into all of our vehicles,” Barra explained.
Partnership Approach
In March of last year, GM acquired Cruise Automation, a San Francisco company focused on autonomous driving programs and software. Chief Executive Officer Kyle Vogt believes the forthcoming fleet of Bolt EVs are essential.
“To achieve what we want from self-driving cars, we must deploy them at scale,” he said. “By developing the next-generation self-driving platform in San Francisco and manufacturing these cars in Michigan, we are creating the safest and most consistent conditions to bring our cars to the most challenging urban roads that we can find.”
GM and Cruise Automation have been testing driverless Bolt EVs on public roads in San Francisco and Scottsdale since June 2016. In January, the two companies began testing vehicles on public roads in Warren, Michigan. According to Cruise Automation’s website, the company is hiring additional engineers who are passionate about the field of automated driving.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo: General Motors.
Photos & Source: General Motors, Cruise Automation.

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Audi Demonstrates Piloted Driving Technology In New York

Audi Demonstrates Piloted Driving Technology In New York

Audi became the first automaker to showcase an automated vehicle in New York during an event near the state’s capital in Albany earlier today. The company demonstrated what they call Audi Highway Pilot technology, a Level 3 designation with regard to autonomous driving from the Society of Automotive Engineers (SAE). Those in attendance, including legislators, media, stakeholders, and their respective staffs received rides and in-depth demonstrations on the technology.
Currently, no vehicle on the road today surpasses Level 2 automation. Level 3, known as Conditional Automation, is a another step forward for proponents of automated driving.
“Audi, with the partnership of forward-thinking states like New York, are at the forefront of defining the future of transportation,” said Scott Keogh, President of Audi of America.
Sensor Fusion
Audi Highway Pilot technology is capable of sending a given vehicle to highway speeds when conditions allow. The system meets rigorous safety standards with its advanced sensors, cameras, lasers, and artificial intelligence. This “sensor fusion” approach allows the vehicle to control the acceleration, braking, and steering, while responding to road inputs without driver intervention. During the demonstrations, two Audi engineers were in the vehicle to monitor the system, ensure safety, and answer questions. The vehicle Audi used for the event has already recorded thousands of miles on limited access roads and highways across the United States.
Photo: Audi of America, Inc.
New Legislation
New York recently approved Audi to conduct autonomous testing within the state. Audi is the first automaker to receive approval since Governor Andrew Cuomo announced the state was accepting applications from companies interested in testing their autonomous vehicles on public roads. Furthermore, new legislation included in New York’s fiscal year 2018 budget accounts for testing driverless technology via a year-long pilot program. Proponents of automated driving point to a range of benefits: improved infrastructure, reduced emissions, and accident-free roads chief among them.
“That kind of innovation only happens with industry and government working hand-in-hand toward a shared goal of safer roads,” Keogh said.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Levels of automated driving as defined by SAE:
Level 0 – No Automation: The full-time performance by the human driver of all aspects of the dynamic driving task, even when enhanced by warning or intervention systems.
Level 1 – Driver Assistance: The driving mode-specific execution by a driver assistance system of either steering or acceleration/deceleration using information about the driving environment and with the expectation that the human driver performs all remaining aspects of the dynamic driving task.
Level 2 – Partial Automation: The driving mode-specific execution by one or more driver assistance systems of both steering and acceleration/deceleration using information about the driving environment and with the expectation that the human driver performs all remaining aspects of the dynamic driving task.
Level 3 – Conditional Automation: The driving mode-specific performance by an Automated Driving System of all aspects of the dynamic driving task with the expectation that the human driver will respond appropriately to a request to intervene.
Level 4 – High Automation: The driving mode-specific performance by an Automated Driving System of all aspects of the dynamic driving task, even if a human driver does not respond appropriately to a request to intervene.
Level 5 – Full Automation: The full-time performance by an Automated Driving System of all aspects of the dynamic driving task under all roadway and environmental conditions that can be managed by a human driver.
Photo & Source: Audi of America, Inc, Society of Automotive Engineers.

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2018 Dodge Challenger SRT Demon: All About The Engine

2018 Dodge Challenger SRT Demon: All About The Engine

Let’s get down to brass tacks here: The long awaited, much anticipated 2018 Dodge Challenger SRT Demon is all about that engine. Sure, the suspension and braking have been worked over as much as they could, and although the new Demon handles and stops better than it has a right to, this car exists for one reason.
It’s all about that Hemi engine.
Straight Line Power
Look, I love Mopar products. Always have and, failing some huge metaphysical test in the future, I always will. They have a sort of American style akin to a World War II fighter plane. They get to the end of that quarter mile like nothing else on the planet. The handling and braking are . . . well, let me put it this way: Remember the first time you ever nailed the brakes on a B-Body for the third time? Put a little grey in your hair, didn’t it? To be 100 percent frank, Mopar is about going, not about stopping. Or handling all that much if you get right down to it. Sure, sure, you can tweak them here and there, but they’re never going to out-sprint a GTI around an AutoX course or be winning any rally stages. Shoot, even a wizard like Dan Gurney couldn’t make the things work as Trans Am cars.
Ah, but that engine, any Mopar engine. What a plant! What a mill! What a lump! It’s the engineering equivalent of a Claymore mine: Brutal, simple, reliable, and everso effective. Nurse, hand me the scalpel, my socket set, and that big pry bar. It’s time for some analytical biology.
More than 1 ton (2,500 pounds) is transferred from the Challenger SRT Demon’s front wheels to the rear ones at launch. The upgraded torque converter for the TorqueFlite 8HP90 eight-speed automatic transmission increases torque multiplication by 18 percent. Meanwhile, Nitto drag radial tires achieve up to 40 percent more launch force. Photo: FCA US LLC.
New Hemi Era
The particulars of the engine situated ‘neath that huge, be-scooped hood are well known by now: A supercharged 6.2-liter Hemi V8 with a deep-skirt cast iron block, aluminum alloy heads, and hemispherical combustion chambers. This is good for 840 horsepower (6,300 rpm) and 770 lb-ft. of torque (4,500 rpm) running on unleaded 100 octane fuel. Sure, it’s a little less if you can only get 91 octane juice (a measly 808 horsepower and 717 lb-ft. of torque and who can live with that little?) but still, any of those figures are outputs more associated with ocean-going tugs than something land-dwelling.
Versus the Hellcat Hemi plant, 62 percent of the Demon engine is new. The engine block, crankshaft, pistons, connecting rods, and supercharger are all new. The heads are manufactured and machined on dedicated Demon/Hellcat CNC machines. The deck plate for the block is honed to minimize bore distortion (natch) and every Demon engine is dyno tested for 42 minutes under load up to 5,200 rpm before being shipped to the assembly plant in Brampton, Ontario. Yeah, Canada. Who’d a thought, eh?
The triple-inlet air box for the 2018 Dodge Challenger SRT Demon (right) is larger when compared to the 2017 Dodge Challenger SRT Hellcat. 800 feet into a quarter-mile run, the Demon can empty the equivalent of all the available air in the cabin of the car, about 105 cubic feet. Likewise, during a quarter-mile run, the Demon ingests the lung capacity of 816 humans. Photo: FCA US LLC.

Massive Lungs
The new Hemi lump breaths like a marathon runner, thanks to the world’s largest functional hood scoop with an opening of 45.2 square inches. This triple-inlet air box (903.1 cubic inches total) provides higher flow and less restriction for the inlet system, feeding cool air into the supercharger at an air-flow rate of 1,150 cubic feet per minute. That’s approximately the volume of a 26-foot moving truck every 60 seconds.
All this air gets passed over the SRT Power Chiller which redirects air conditioning refrigerant from the cabin to the chiller unit, dropping the charge temperature by 18 degrees Fahrenheit. Clever! From there, the incoming air gets fed into the supercharger, a twin screw unit good for 2.7 liters per revolution or about 50% more displacement than a Miata engine. And that’s just the blower remember. Maximum boost pressure is 14.5 psi, up from 11.6 psi when compared to the Hellcat.
Valves for the 2018 Dodge Challenger SRT Demon use single-groove collets for improved stability during higher engine demands, along with redesigned valve springs and top retainers. Photo: FCA US LLC.
Beefing Up
That much boost puts an amazing level of strain on the engine internals, so everything within the mill has been seen to as well. The crankshaft, with a 90.9-millimeter stroke and revised balancing, is forged alloy steel with induction-hardened crank bearing surfaces. The individual journals have optimized main bearing clearances and the high-strength alloy pistons are forged as well. There’s been a 30-micron increase to the piston bore clearance. The connecting rods have been powder forged with upgraded shanks and bigger ends. The flow has been doubled on piston cooling oil jets and even the fasteners (y’know, the nuts and bolts and stuff) are revised ultra-high tensile bits.
Speaking of revised, the valve springs get a 33 percent increase in oiling for the springs themselves along with the rocker tips for increased lubrication and cooling. There are single-groove collets on the valve stems for improved stability. The fuel injector pressure has increased 27 percent because this thing drinks like a sailor on leave and, like all good drag racing motors, the oil pan and windage tray have been optimized for high acceleration, good for proper oiling up to 1.8 gs.
Street Legal Insanity
This all seems normal and fine and good to me. And then I realize: “This is for a street engine!!” This all seems normal and fine and good if your name is Keith Black and you’re standing next to the strip late one Saturday afternoon. But noooooooooooo, this engine was dropped in a street car. And they’ll sell it to anyone with the motor skills to write a fiscally solvent check. Anyone. Even people like (Heaven forefend), me!
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: FCA US LLC.
Photos & Source: FCA US LLC.

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2017 Toyota Corolla XSE Review

2017 Toyota Corolla XSE Review

Those wanting a compact car with attitude should take a look at the new Toyota Corolla. It’s got a revamped front end that gives it a cool, new sporty look. If you want a safe compact car, the Corolla gets a suite of safety features not typically found in this segment. Add in a dash of Corolla’s excellent fuel economy along with its high resale value, and you have all the ingredients for a car that will please economy conscious consumers.
Over the weekend, we drove the top-of-the-line, 2017 Toyota Corolla XSE.
What’s New For 2017
The Toyota Corolla gets a mild refresh for 2017 with new front end styling, LED headlights, upgraded interior upholstery, a standard rearview camera on all trims, and a bundle of safety features.
Features & Options
The 2017 Toyota Corolla XSE gets a lot of features for the money ($22,680). It comes with 17-inch alloy wheels, unique front-end styling with a black mesh grille, heated color-keyed side mirrors with turn signal indicators, a rear spoiler, a chrome-tipped exhaust, leather-wrapped steering wheel with paddle shifters (CVT transmission), sport front seats, power moonroof, keyless ignition and entry, and the upgraded Entune audio system. The XSE also comes standard with heated front seats and an eight-way power-adjustable driver’s seat.
Our XSE tester came with the optional Entune Premium Audio ($525) with an integrated navigation system and the Entune App Suite. A TRD Performance exhaust ($649) added a little extra attitude. Total MSRP including destination: $26,101.

Interior Highlights
We slid into the XSE, and saw the most up-to-date cabin ever for Toyota’s compact car. It features a stylish dashboard, a sporty steering wheel, and an automatic gear shifter that fits perfectly into the driver’s hand. We particularly liked the traditional audio and climate controls unlike some that are put in difficult-to-use touchscreen menus. If it takes longer than two seconds to figure out how to change the radio station, it’s too difficult.
When we did need to use the 7-inch touchscreen, it offered up large buttons, clear graphics, and quick responses to touch inputs. It could be one of the easier infotainment systems to operate in this class. You can stay connected with the optional Entune App Suite that integrates smartphone-connected services such as Bing, Facebook, Yelp, Pandora, and real-time traffic data.
The Corolla’s front seats hugged us from behind and provided adequate comfort, particularly with the firmer bolstering found in the XSE. We adjusted the telescoping steering wheel, came up with a comfortable driving position, and were able to see the gauges perfectly. Out back, there’s more legroom than most small compact sedans and headroom is a plus for taller passengers. Trunk capacity is average at 13 cubic feet, but the wide trunk opening facilitates loading and unloading large cargo items.

Engine & Fuel Mileage Specs
The 2017 Toyota Corolla XSE comes powered by a 1.8-liter four-cylinder engine, producing 132 horsepower and 128 lb-ft. of torque. It’s mated to a Continuously Variable Transmission driving the front wheels. With the larger 17-inch wheels, the Corolla gets an EPA estimated 28/35 city/highway and 31 combined mpg using regular unleaded fuel.
Driving Dynamics
The first time we hit the push button start and powered up the Corolla, we could hear the louder growl from the optional TRD Performance Exhaust. When we pushed hard on the gas, it gave off a distinct exhaust note younger buyers will appreciate. Many go for this in aftermarket shops, but Toyota was wise to offer it from the factory.
The Corolla’s four-cylinder engine is bulletproof when it comes to reliability but it does lack in the performance department. We pushed it hard at altitude but were asking for more power as we tried to pass slower traffic. The CVT automatic gearbox has a distinct rpm drone and the TRD exhaust accentuates the sound even more. We tossed the compact car around the tight mountain curves too – it’s really designed more for city commuting.
On the upside, the Corolla is all about no-hassle commuting comfort and handles the city streets with ease. The Corolla XSE won’t leave you tired after a longer commute and can make the daily grind seem less exhausting.
Conclusion
The 2017 Toyota Corolla XSE offers up a lot for the money. Add in Toyota’s reliability, excellent fuel economy, and the compact’s new sporty styling, and you’ve got a good commuter that will last you for years. If you are looking for safety, the standard rearview camera, forward collision warning, lane departure intervention, and adaptive cruise control are as good as most luxury sedans.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Toyota Corolla XSE Gallery

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2017 Toyota Corolla Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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Automoblog Book Garage: The Complete Book of Classic Volkswagens

Automoblog Book Garage: The Complete Book of Classic Volkswagens

The Volkswagen Type 1, or more commonly known as the Beetle, is one of the most iconic cars in history. Unlike some of the others we feature in this series, the Beetle is not a muscled-up machine or high horsepower creation. Instead, the Beetle found itself as the humble embodiment of what Volkswagen means in German: it was truly “the people’s car” and served as Germany’s principal representation of mobility in the late 1930s.
Beetle Mania
The Beetle was the ideal fit at the time for Germany’s budding Reichsautobahn, or more commonly known today as the Autobahn. By the 1960’s, it would become the most popular imported car in the United States. Today, with more than 23 million cars built, the Beetle holds the record as the most-produced passenger car ever. At its peak, the Beetle’s manufacturing numbers were tipping the scales at a rate of more than one million per year.
But the Beetle is only part of the story. The Complete Book of Classic Volkswagens captures the history and legacy of VW. The book tells the story of all the lovable VW variants, from the Type 2 vans and pickups, to the campers and Type 113 Super Beetle. Author John Gunnell does a fantastic job of showing VW’s significance in the 20th century, and how their product line evolved to meet a new generations of buyers in every era. If you are a VW fan, or have a serious case of Beetle Mania, The Complete Book of Classic Volkswagens is definitely for you.
Author
Gunnell has more than 40 years of experience in the classic car industry. He is a prolific writer, having authored 85 books about cars, trucks, and motorcycles. His titles include Illustrated Firebird Buyer’s Guide, Illustrated Chevrolet Buyer’s Guide, How to Restore Automotive Trim and Hardware, and many others. In January 2010, Gunnell opened Gunner’s Great Garage in Manawa, Wisconsin, a classic car restoration and gift shop.
The Complete Book of Classic Volkswagen: Beetles, Microbuses, Things, Karmann Ghias, and More is available through Amazon and Motorbooks.
The Complete Book of Classic Volkswagens Gallery

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