Automotive

Why Buy a Lexus Extended Warranty?

Why Buy a Lexus Extended Warranty? Lexus is a luxury brand known for reliability.The Lexus factory warranty is average compared to other brands.A Lexus extended warranty can only be added before the factory warranty expires.Affiliate disclosure: Automoblog and its partners may be compensated when you purchase the products below.

Lexus’ powerful engines and luxurious interiors are backed by a company with a history of reliability. When repairs come up, however, the Lexus extended warranty can reduce their impact on your budget.

You also have the choice of a third-party extended warranty, which can offer more freedom over a dealer-backed plan. Learn about the basic Lexus warranty and find out what options you have for extending coverage. There are a number of reliable providers, so get multiple quotes to find the best plan for your situation.

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Lexus Factory Warranty Overview

All new Lexus vehicles come with a selection of warranty terms:

Basic limited warranty: 4 years/50,000 milesPowertrain warranty: 6 years/70,000 milesHybrid warranty: 8 years/100,000 milesHybrid battery: 10 years/150,000 milesCorrosion perforation: 6 years/unlimited milesParts warranty: 12 months/unlimited milesAdjustments: 12 years/12,000 milesRoadside assistance: 4 years/unlimited milesThe basic and powertrain warranties are usually the most important to consider when buying a car. Compared to other luxury brands, Lexus’ basic warranty coverage is an average length. Genesis and Jaguar offer longer terms, but most luxury brands share the same terms as Lexus.

The basic warranty is an exclusionary, bumper-to-bumper contract. The warranty covers repairs due to defects in materials or workmanship on almost any mechanical or electrical part in the car. Only a short list of items are excluded.

The Lexus powertrain warranty of six years/70,000 miles is longer than what a handful of other luxury auto brands offer, including Porsche. Again, Genesis gets the prize by offering a 10-year/100,000-mile powertrain warranty. This type of warranty covers the basic parts required for movement – the engine, transmission, and drivetrain.

The corrosion warranty will replace sheet metal rusted through with a hole. Its length is standard, which is also true of the factory parts and adjustment warranties.

These Lexus warranties are transferable to any other private party who buys the vehicle. The transfer is automatic and it does not require a fee.

Lexus Hybrid Warranty

Lexus offers good coverage for hybrid vehicles, as well. The hybrid power system includes the battery voltage sensor, power management control module, and inverter with converter. It’s covered for eight years/100,000 miles while the battery itself is covered for 10 years/150,000 miles.

That’s actually longer than Porsche’s hybrid battery coverage, which lasts for 8 years/100,000 miles. So, the hybrid battery in the new 2021 Lexus LC 500h would be covered until 2031 provided the mileage doesn’t run out before then.

What The Lexus Warranty Doesn’t Cover

The Lexus basic warranty comes with a list of excluded items. Here are a few examples:

Wear and tear.Cosmetic damage.Water contamination.Normal maintenance services.Wear items like filters and tires.Damage from accidents or theft.Damage from misuse or lack of maintenance.Lexus Certified Pre-Owned Warranty

If you’re OK with buying a used vehicle, you can save money and go with a certified pre-owned (CPO) Lexus, also known as an L/Certified vehicle. A Lexus can be certified if it is still within the powertrain warranty of six years/70,000 miles.

In addition to whatever is left on the basic warranty, all CPO Lexus owners get a two-year certified warranty with unlimited miles. This warranty is identical to the Lexus basic warranty.

The certified warranty kicks in after the original basic warranty expires. If the original basic warranty has already expired, the vehicle will get two years of coverage from the time of purchase.

An extended warranty option is available for CPO vehicles, as well. The L/Certified Vehicle Service Agreement comes in one-year increments and covers repairs up to five years after the CPO warranty expires. It covers fewer parts than the factory warranty, and it doesn’t have a mileage restriction.

Is a Lexus Extended Warranty Worth It?

If you’re looking at buying a Lexus or own one now, you already know the vehicles are built to last. Since Lexus is a division of Toyota, it benefits from all of Toyota’s engineering. Parts are easy to find, and thousands of repair shops can work on Lexus vehicles across the U.S.

RepairPal gives Lexus a four-star rating since drivers spend an average of $551 per year on maintenance and repairs. Lexus’ average is about $100 less than the average cost across all brands, which is impressive for a luxury manufacturer.

At the same time, no car part lasts forever, and there’s still the chance an expensive repair could come out of the blue. Here are a few repairs you might encounter with a Lexus (based on RepairPal data):

Lexus Repair
Cost Estimate
Lexus SC400 power steering pump Replacement
$545–$765
Lexus RX330 camshaft position sensor Replacement
$169–$177
Lexus RX350 radiator replacement
$638–$736
Lexus GS400 catalytic converter replacement
$2,941–$2,956

An extended warranty can be a good idea if you plan on driving your Lexus up to 100,000 miles or beyond. Having one can help cover repairs, so you can enjoy the vehicle for as long as it lasts. Many people also enjoy peace of mind considering a range of repairs are covered and they don’t have to fill out any paperwork or do any negotiating at the shop.

Lexus Extended Warranty Options

The Lexus extended warranty is called the Lexus Vehicle Service Agreement (VSA). There are three different coverage options:

Extra Care Powertrain: Basic coverage for essential systems.Extra Care Gold: Mid-tier coverage for many parts on most systems. Extra Care Platinum: Highest level of stated component coverage for most systems on the vehicle.There’s one big difference between the Lexus basic warranty and extended VSAs. Lexus extended warranties are all stated-component contracts. They list out every covered item, so they don’t cover as much as the basic warranty, which only lists excluded items.

You can purchase a Lexus extended warranty in two ways. If you bought a new Lexus, you have until four years/50,000 miles to add an extended warranty through your dealership. After the factory warranty expires you won’t be able to get a VSA.

The second option applies if you purchase a used Lexus from a dealer. You can add a Platinum or Gold extended warranty if the vehicle is less than 10 model years old and has fewer than 125,000 miles. You can add a Powertrain plan if the vehicle is less than 13 model years old and has fewer than 100,000 miles. This only applies at the time of sale.

Lexus doesn’t publish the mileage limits for its extended warranty, but the Longo Lexus dealership shows new vehicle plans max out at 10 years/100,000 miles.

Lexus Extended Warranty Perks

All Lexus VSAs share the following benefits:

Transferability: The Lexus extended warranty is transferable to a secondary owner for free, but only once. Cancellation: You can cancel within 30 days for a $50 fee. If you cancel after 30 days, you can get a prorated refund. Roadside assistance: The program includes towing, flat tire assistance, lockout, jump-start, and fuel delivery (up to three gallons). Rental coverage: Platinum VSAs offer $50 per day for five days per occurrence toward a rental car, while Gold and Powertrain VSAs offer $35 for five days. Deductible options: You can choose a $0 or $100 disappearing deductible. The extended Lexus warranty deductible is waived if you visit the selling dealership. Trip interruption: For breakdowns more than 100 miles from home, Platinum provides up to $150 per day for five days over the life of the plan. Gold and Powertrain plans provide up to $100 per day for four days.Lexus doesn’t offer a lifetime factory or extended warranty. Some dealers offer lifetime warranties on the powertrain, but it’s not clear if this program is backed by Lexus or a third party.

Like the basic warranty, Lexus vehicle protection plans require you to visit a dealer for repairs. Out of these three plans, the Lexus Platinum warranty is worth having for the better coverage options and perks.

Lexus Extended Warranty Price

Lexus extended warranty costs are based on your own vehicle. For example, pricing for a Lexus UX would be different than a Lexus LS 500. Also, the same level of coverage typically costs more as your car’s age and mileage increases. A $0 deductible plan will cost more than a plan with a higher deductible, as well.

With all of these variables, you have to contact a dealership to get a quote. The base price from Longo Lexus starts at $2,495 for 7 years/75,000 miles. A few drivers on Club Lexus also shared these prices for the Platinum service agreement:

Driver A: $2,700 for 7 years/100,000 miles, $2,960 for 8 years/100,000 miles.Driver B/first dealership: $2,975 for 6 years/70,000 miles, $3,525 for 7 years/75,000 miles.Driver B/second dealership: $1,350 for 6 years/70,000 miles, $1,865 for 7 years/75,000 miles.While the particular dealership you visit might not be flexible on price, it seems like you can find different prices by visiting different dealerships. To get the best price on a Lexus Platinum extended warranty, you can shop around from different dealerships while your car is still under basic warranty coverage. See if your own dealer will match prices you find elsewhere. On the other hand, if you’re buying a used car, you only have the option to buy a plan from the selling dealer.

Comparing Lexus & Third-Party Extended Warranties

The quotes the drivers found above are all over the board. While it’s hard to say exactly what an extended warranty should cost, average prices are between $350–$700 per year according to third-party provider Endurance.

If your warranty provides four years of coverage, it could cost $2,800 assuming the higher average amount. However, Lexus vehicles are cheaper to repair than many other brands, so you should expect to find more affordable warranties.

Third-party extended warranties usually come with similar benefits like roadside assistance and trip interruption. While the maximum mileage available from Lexus isn’t totally clear, third-party plans usually provide much longer coverage options than manufacturers.

For example, CARCHEX can cover vehicles with up to 250,000 miles or 20 years. Even if you already have a Lexus extended warranty, you might want to think about covering the vehicle up to 200,000 miles or beyond.

Also, third-party warranties allow drivers to visit a wider network of repair facilities. Typically, any ASE-certified mechanic can make a repair under warranty. Finally, many third-party providers offer exclusionary contracts, which cover more than the Platinum Lexus protection plan.

If you’re looking to buy an extended warranty for your Lexus online, get at least three quotes from different providers and compare your options.

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Original article: Why Buy a Lexus Extended Warranty?

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2017 Toyota Tacoma TRD Off-Road Review

2017 Toyota Tacoma TRD Off-Road Review

For those wanting to get off the beaten path and away from civilization, the Toyota Tacoma TRD Off-Road is a mid-size truck that will fit perfectly. Get the Tacoma Double Cab and you can take all your friends and have room for extra gear for the excursion. With the Long Bed, you can even load up a four-wheeler for the trip to the back country. If you just need a commuter truck, the Chevrolet Colorado, GMC Canyon, or Honda Ridgeline will be a good enough alternative to a car.
This week we drove the 2017 Toyota Tacoma TRD Off-Road Double Cab Long Bed.
What’s New For 2017?
Last year, (2016) the Toyota Tacoma received an overhaul with a new V6 engine, refreshed interior, fresh styling, a new cabin structure, a new transmission, retuned suspension, and improved noise insulation. For 2017, Tacoma gets minor changes like power actuation of the crew cab’s sliding rear window, and the top-of-the-line TRD Pro trim level returns after a one-year hiatus. This model is a rugged truck for adventure enthusiasts.
Features & Options
The 2017 Toyota Tacoma TRD Off-Road Double Cab Long Bed ($35,315) comes with a full rear seat, six foot bed, and turn signals in the mirror housings. There’s a 400-watt power outlet in the bed, and automatic transmission-equipped trucks gain smart entry, pushbutton start, and navigation via the Entune premium audio system’s 7-inch touchscreen.
TRD Off-Road models include a color-keyed rear bumper, textured black fender flares, and the absence of the Sport’s hood scoop. Off-road performance changes are what set this trim apart, with knobby all-terrain tires on 16-inch alloy wheels, the deletion of the front air dam, extra skid plates, a lockable rear differential, Bilstein monotube shocks, and an advanced off-road traction control system with multiple terrain settings and crawl control.
The optional Premium and Technology packages ($3,035) include a sunroof, automatic climate control, heated front seats, blind-spot monitoring with rear cross-traffic alert, JBL speaker upgrade, and a subwoofer. This Tacoma tester also came with the V6 Tow Package ($650), Tonneau Cover ($650), and other TRD off-road goodies. Total MSRP including destination: $42,644.

Interior Highlights
The cabin in the Tacoma is comfortable enough for longer trips to the back country, and with its heated seats, dual-zone climate control, and premium JBL audio, it’s an enjoyable place to spend time. Although, when the Tacoma was upgraded last year, Toyota didn’t change the high floor and low roof. You need to watch your head getting into the cab and it can feel a bit cramped inside for taller drivers.
Our tester came with an attractive, all-black interior and lots of soft-touch materials throughout. It featured plenty of storage plus a convenient cell phone charging pad in front of the gear shifter. The front seats could use more adjustment capabilities as they offered minimal support, but the tilt/telescoping steering wheel makes it easier to find the right driving position.
The backup camera made things simple, especially with the Long Bed model as we navigated around. The Double Cab features a full-size rear seat (split 70/30) and flips up to reveal convenient underseat storage for valuables. The rear seat offers adequate room for two adults but would be cramped with three.

Engine, Off-Road, & Fuel Mileage Specs
The Tacoma TRD Off-Road is powered by a 3.5-liter V6 with direct injection, making 278 horsepower and 265 lb-ft. of torque. Our tester came mated to a 6-speed automatic; off-road capability was enhanced by a Multi-Terrain Select system (taken from the 4Runner). Drivers can set modes for mud, sand, rocks, and more, changing the throttle and braking. TRD Off-Road models include an automatic limited-slip rear differential and a locking rear differential.
EPA-estimated fuel economy is 18/23 city/highway and 20 combined mpg for a 4X4 with the automatic transmission.
Driving Dynamics
We drove the new TRD Off-Road on an ideal trail just west of Denver near Morrison. It was a good place to test the Tacoma’s true capability. The road turns from pavement to dirt and then a trail appears – and that’s when our afternoon of fun started. The Bilstein shocks handled the rough road with ease as we navigated up the mountain trail. The road turns uphill and a short steep climb requires us to slip the Tacoma into low range. A turn of the range-select knob on the dash to 4Lo quickly puts the truck into low range and an indicator lights up for confirmation.
An overhead knob reveals the Multi-Terrain Select and Crawl Control settings – each having five different settings depending on the terrain. We chose “3” on the Crawl Control option allowing us to remove our feet from the pedals. The Toyota Tacoma crawled up the steep hill and we steered it to the top without issue. We did it again going downhill with the same steady and effortless results. For those looking for a true off-road pickup, the Tacoma TRD Off-Road is an ideal candidate to get you away from civilization. It’s made to excel on primitive trails and rugged terrain.
How does the TRD Off-Road do on the highway and in the city? The ride is what you would expect from a vehicle with a serious off-road suspension. On the road and around town, the ride has the feel of a truck built to take on rugged terrain. It’s a focused vehicle, so it isn’t the smoothest, most comfortable option for the daily commute to town or when running errands. The optional Parking Sensor, Blind Spot Monitor, and Rear Cross Traffic Alert are musts with the Double Cab Long Bed pickup. It saved us a number of times from getting hit when we couldn’t see traffic and obstacles around us.
Conclusion
The 2017 Toyota Tacoma TRD Off-Road Double Cab Long Bed is designed for adventure enthusiasts who want to get off the beaten path. Toyota’s reputation for durability and strong resale value put it at the top of the list in the mid-size truck segment. If you are transporting dirt bikes, 4-wheelers, snow machines, heading up the mountain to go snow skiing, or pulling a small camping trailer, this truck will meet your needs.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Toyota Tacoma Gallery

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

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The Evolution of Automotives: Part 1: Creative Engineering

The Evolution of Automotives: Part 1: Creative Engineering

Automoblog’s Katie Kapro examines how imaginative thinking and creative risks have influenced the modern automobile in this three-part miniseries.
The 21st Century is an age of automotive loyalists. You can hardly go into a garage without hearing some level of discussion about American cars versus Japanese cars versus German cars. Everyone has a favorite, and if you ask them about it, you’ll get a bullet list of reasons why their choice is superior.
However, that was not the case in the early days of the automobile.
Humble Origins
In the 19th and early 20th centuries, Europeans were the undoubted champions of quality automobiles. The first Mercedes-Benz, built in 1901 by German designer Wilhelm Maybach, is credited with being the first modern motorcar. It had all the right elements: relative lightness, power, and speed. Its 35 horsepower engine weighed only 14 pounds per horsepower and reached up to 53 miles per hour. Its only downfall was being extremely expensive to build and in turn, prohibitively expensive to purchase.
By contrast, in 1901 through 1906, the first American-built Oldsmobile had only three horsepower and sold for $650. As a result of this tension between quality and affordability, all automotive technological developments of the 20th Century focused on making vehicles more attainable for the everyday Joe. Now, just over 100 years later, cars have replaced horse-drawn carriages, trains, and all other modes of transportation by a huge margin. In 1900, only 8,000 Americans owned cars; today over 220 million cars hit the road for the morning commute. If history proves anything, it’s that 20th-Century Americans were very skilled at turning failure into success.
Farm To Freeway
In 1908, Ford introduced the Model T, lovingly called “Tin Lizzie,” and changing the industry and nation for good. Between 1913 and 1927, Ford produced and sold more than 15 million Model Ts. Tin Lizzie didn’t come out of the blue; Ford paved the way with the Model N and earlier, a motorized, horseless-buggy-of-a-thing called the Model A. These stepping stones gave the company valuable income to support further growth and industrialization.
Once the Model T proved itself to be an affordable purchase for the American common man, it took hold of the collective imagination. The Model T took automobiles from a plaything for the uber rich to a practical piece of machinery that would change the way the nation runs.
The Model T evolved to have many other functions as related to modern transportation at the time. This 1925 Model T variant, for example, served as a prisoner transport vehicle for law enforcement. Photo: Ford Motor Company.
The Digital Age
From the earliest days, car buffs have never been shy about finding creative solutions to practical problems. Car not fast enough? The answer is nitrous, obviously. Almost anything can be fixed with a tinker here and a tweak there. Back in the day, lots of Model T owners purchased aftermarket kits to turn their cars into trucks; the kits essentially extended the frame of the car and beefed-up the rear. Voila, truck.
It didn’t take long for the creative thinkers of the era, many of whom were farmers, to take things one step further and adapt their car-trucks into the most practical of all farm machines: the motorized tractor. Reviews of the Tin Lizzy tractor adaptation were mixed at best, but it won over enough farmers who were hoping to save a few bucks that several companies began producing and selling conversion kits.
First assembly line in Highland Park, Michigan, circa 1913. Photo: Ford Motor Company.
Creative Engineering
The line of thinking that brought us the Model T tractor — unabashed creativity mixed with practical ingenuity — is precisely the attitude that is pushing automobiles to the brink of technological development today. The only way to know if a car can plow a field is to try it. And the only way to know if your car engine can be improved upon is to give it a go.
Before the advent of computerized engine control units, vehicles were less efficient in part because it was so much harder to measure what was going on under the hood. How do you optimize emissions if your whole system isn’t fine-tuned? It’s worth noting that, in addition to overall efficiency, ECUs optimize performance in other ways like fuel economy and responsiveness — none of which would be possible if some car guy (or girl) somewhere hadn’t scratched their head and thought, “hmm, I wonder what would happen if I put a computer in my car?”
The Road Ahead
As we move forward in time with our vehicles at our sides, history begs just one question: what’s next? While there’s no definitive answer, one thing is for certain: the future is only as interesting as we make it.
Katie Kapro spent her childhood handing her dad tools under his Datsun. She loves thinking about the social aspects of motoring, and dreaming about the future of automotives. Follow her work on Twitter: @kapro101
Cover Photo: From the collections of The Henry Ford and Ford Motor Company: The first transcontinental car race from New York to Seattle was held in 1909 and Henry Ford’s Model T emerged victorious. The trip took 22 days and 55 minutes at an average speed of 7.75 mph.

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2018 BMW 6 Series Gran Turismo: Not Some Video Game

2018 BMW 6 Series Gran Turismo: Not Some Video Game

BMW just rolled out the all-new 6 Series Gran Turismo, and no, it has nothing to do with the PlayStation game. Well, not much anyway. It’ll probably end up in some future iteration of the game, but for now, BMW’s 6 Series Gran Turismo is only available in the real world with no reset button.
Lots of car makers throw around the phrase “all-new,” but in the case of BMW’s 6 Series Gran Turismo, it’s accurate. The 6 Series Gran Turismo aims to fill a niche the first gen 6 Series filled.
Position Player
Namely, that spot in the BMW lineup which is neither sports car or sedan, nor a coupe with sporting pretensions like Audi’s 5 Series. The 6 Series Gran Turismo is a big, long distance tourer, not a sports car. The 6 Series Gran Turismo has more sporting style and on road presence than a mundane sedan, hence why the 6 Series Gran Turismo is halfway between both of those automotive ideals.
The 6 Series Gran Turismo is the ride you get if you’re the just signed NBA all star. It’s your car if you are the plastic surgeon in town. Who’s the top real estate broker on the West Side? It’s you baby! And you drive a 6 Series Gran Turismo. Or at least BMW wants you to think so. However, the 6 Series Gran Turismo isn’t a sports car. Those kind of confuse you. And it’s not a sedan, cause those are too stodgy for the NBA all star/plastic surgeon/top real estate broker on the West Side sort of crowd. Nope. The 6 Series Gran Turismo is all about style and presence and, sure, there’s performance thrown in, because, well, this is a BMW.
When viewed from the side, the BMW 6 Series Gran Turismo really shows its elongated proportions. Notice a single crease in the upper section of the side sends light directly to this area of the body. Photo: BMW of North America, LLC.
Style Wonders or Blunders?
The Bavarians say the 6 Series Gran Turismo has “unparalleled progressive appeal and practicality.” The market will say whether that’s true or not, but that’s what BMW is going for, and that’s what they state from the outset. They say it has a “sense of sporting elegance.” They say it’s graced by a “generously-sized, flexible-use interior, striking looks, ride comfort, and a luxurious and spacious feel,” all of which is true, I guess.
BMW also says the 6 Series Gran Turismo has “stretched proportions, dynamic lines, and a muscular look.” Which is also true, but is also subjective. The consensus is the reason the last 6 Series is no longer on the road is because of its alleged stretched proportions, dynamic lines, and muscular look. Let’s face it, BMW fell off the styling wagon when they hired Chris Bangle, and they have been struggling to get back on ever since they fired Chris Bangle. The 6 Series Gran Turismo might be a styling success, but at this point, I’d say toss a coin, because BMW has burned a lot of bridges in that department.
However, the 6 Series Gran Turismo does have all of the traditional BMW styling bits and pieces present. It has the signature “Hofmeister kink” of BMW coupes of the past. It has the BMW twin-kidney grill up front. The whole design vibe is one of long, wide, and low, sort of like what Pontiac was advertising in the 1960s (did I just say that?!).
BMW increased the use of aluminum and high-strength steels for the body and chassis components. The doors, trunk, and tailgate are made from aluminum. The engine cross-member, spring struts, and rear trailing arms are among the chassis components made from lightweight metal. A steel/aluminum compound construction, galvanized hot and cold-formed steel plates with a zinc/magnesium coating are all used to improve stiffness, passive safety, and reduce weight. Photo: BMW of North America, LLC.

Special Treatments
The 6 Series Gran Turismo comes in two basic trim levels: The Sport design, which is standard, and the optional Luxury Package. The Sport design emphasizes the car’s more dynamic elements with such niceties as high-gloss black, 19-inch V-Spoke light-alloy wheels, chrome window surrounds, standard Sport Seats with power adjustable side bolsters, an Anthracite headliner, and a SensaTec upholstered dashboard on the inside.
The Luxury Package boosts the car’s elegant character with chrome kidney grille bars, front and rear bumper trim finishers, and power adjustments for the rear seat.
M Sport Enhancements
On top of all that, there’s an M Sport Package. Now, this is not to be confused with a full-blown M version of the BMW 6 Series Gran Turismo; this is design oriented and emphasizes “sporty character.” There’s an M Aerodynamic kit with larger air intakes, side skirt trim, and diffusor-style rear apron. Shadowline exterior trim and 19-inch (or 20-inch) M Double-Spoke Wheels are available as an upgrade. The interior of the M Sport variant includes a leather steering wheel, aluminum pedals, and exclusive floor mats. There’s Black Dakota Leather with contrast blue stitching and piping. You can also add the optional Dynamic Handling Package with Integral Active Steering, the Adaptive Drive two axle air suspension, Active Roll Stabilization, and Dynamic Damper Control.
Photo: BMW of North America, LLC.
Power & Performance
Speaking of running gear, there’s lots of tech, and I mean by the boat load, shoveled into the 6 Series Gran Turismo. The 6-cylinder TwinPower Turbo engine is paired with an 8-speed Steptronic Sport automatic transmission with shift paddles. The aerodynamics have been fully optimized, and the whole shebang features weight-saving construction aimed at making the big BMW coupe a sporting performer with a high level of efficiency.
That engine features an aluminum construction with enhanced thermodynamics. The turbos are of a TwinScroll design, the fuel is delivered via direct injection, there’s BMW’s VALVETRONIC variable valve lift control, and Double-VANOS variable camshaft timing. There’s even new engine encapsulation to reduce noise and accelerate warm-up. The 3.0-liter 6-cylinder plant generates 335 horsepower with a peak torque of 332 lb-ft. between 1,380 and 5,200 rpm. 0-60 mph? 5.1 seconds. Which is good, given this thing must weigh at least two tons (BMW does not give a weight figure).
The adaptive suspension with Dynamic Damper Control and Active Roll Stabilization are there to deliver ride comfort and sporty performance. There’s a two-axle air suspension system with electronically controlled dampers. Owners can set the car’s ride height manually with ground clearance being raised by 0.78 inches at the touch of a button. A 0.39 inch drop in ride height happens automatically at speeds over 75 mph.
The BMW 6 Series Gran Turismo is the first BMW with standard Active Driving Assistant. The technology features a multitude of driver assist functions through the use of cameras, radars, and ultrasonic sensors that monitor the vehicle’s surroundings. Photo: BMW of North America, LLC.

Tech Extravaganza
The entire rest of the car is drowning in tech goodies too: for example, the iDrive systems and Touch Controllers and Control Displays and large touchscreens, and other computer controlled tech gee-gaws. I wouldn’t be surprised if you can choose the color of the LED glove box light from your smartphone, and Lord help you when any of that stuff breaks and you’ve got to fix it.
No, it’s not a traditional BMW sedan. And no, a big no, it’s not a sports car. Yet, it will probably fill the garages of the NBA all star/plastic surgeon/ top real estate broker on the West Side sort of crowd. The all-new 2018 BMW 6 Series Gran Turismo, available exclusively as a 640i xDrive model, will be available this fall starting at $69,700 plus $995 for destination.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
2018 BMW 6 Series Gran Turismo Gallery

Photos & Source: BMW of North America, LLC.

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2020 Mustang Shelby GT500: More Muscle For America’s Supercar

2020 Mustang Shelby GT500: More Muscle For America’s Supercar The 2020 Mustang Shelby GT500 is one of America’s most powerful muscle cars.
Engineers developed an advanced transmission to handle the GT500’s horsepower.
Zero to 60 in the mid-three-second range and equally-impressive quarter-mile times.
I’ll never forget my first encounter with a Shelby GT500. I was driving along at a gingerly pace when everything came to a halt. Apparently, the Shelby GT500 up ahead was trying to execute a three-point turn on a two-lane road. The car in front – who refused to be bothered by all the commotion – went ahead and passed the Shelby. I, on the other hand, applied the brakes and signaled the Shelby driver to go ahead.
Setting The Stage
Obviously mesmerized by what I was seeing, the Shelby made quite a noise as it lazily made the turn. The driver – who rolled the window down as he completed the turn – gave me a friendly honk, a smiling nod, and stepped on the gas. As he did, I caught the exhaust pipes which exited right under the driver’s door. It was an aftermarket titanium system with a sound I can only describe as mighty loud.
I was 25 in my moderately-flashy, Japanese sports coupe. I’m telling you, seeing this powerful muscle car making a three-point turn ironically became a turning point (no pun intended) in my own life. That moment deepened my passion for the motor car. And if I can’t have them, then I should probably just write about ‘em for passion’s sake.
So here we are with the 2020 Mustang Shelby GT500. I can only assume more power, more ludicrous numbers, more noise, and record-breaking performance. At least, that’s what I thought when I first saw it; and boy, oh boy I was right!
2020 Mustang Shelby GT500. Photo: Ford Motor Company.
2020 Mustang Shelby GT500: More Powerful Than The Ford GT
I didn’t find this surprising at all the more I examined the specs. However, part of me never expected to see the day when a Mustang would out-power a GT, but here we are, as ridiculous as it seems. Although they are two very different vehicles, the GT supercar settles for a 647 horsepower version of Ford’s turbocharged EcoBoost V6. By comparison, the 2020 Shelby GT 500 comes with a supercharged, 5.2-liter V8 mill producing 760 horsepower and a staggering 625 lb-ft. of torque.
When you think the same motor only churns out 526 horsepower in the Shelby GT350 and 350R, the figures are mind-boggling, to say the least. In many ways, the new Shelby GT500 is heading into the stratosphere. And we’re not even talking about banging heads with a McLaren, Ferrari, Lamborghini, or some other supercar. The new Shelby GT500 is still a Mustang, which means it’s the same car you take to the grocery store as well as to the track.
Power is transferred to the rear wheels via a 3.73:1 Torsen limited-slip differential. In addition, the 2020 Shelby GT500 features an independent rear suspension, larger half shafts, and a carbon-fiber driveshaft to reduce what Ford calls torsional distortion and rotational mass. And with 760 horses stampeding in full force, the 2020 Shelby GT500 is officially the most powerful car Ford has produced in all its 116 years of existence.
2020 Mustang Shelby GT500 under the hood. Photo: Ford Motor Company.
High-Tech Automatic Transmission
Still mourning the loss of a proper stick in today’s cars? I am too, but we have to man up and move on! It makes more sense to give a car like the new Chevy Corvette Stingray a standard dual-clutch automatic. The same logic applies here. The good news is, automatic transmissions are not the slush boxes of yore. Today, they actually improve performance by executing shifts much faster than a human can. Or should we say, more effectively than a human can.
“Contrary to popular belief, fast shifts do not always equate to better road performance,” explained Pat Morgan, Ford Performance Powertrain Manager. “In every driving situation, we emulated what professional drivers do; whether it’s a smooth, precise heel-and-toe shift of a professional track driver or a much more forceful power shift like drag racers.”
Ford did their homework and decided to mate a Tremec TR-9070 DCT seven-speed dual-clutch automatic to the new Shelby GT500. “Effortlessly handling the 760 horsepower is our segment-first, Tremec dual-clutch transmission, with an advanced control system that enhances GT500’s five drive modes to deliver a driving experience once reserved only for exotic supercars,” said Ed Krenz, Ford Performance Chief Program Engineer. “The range of brute-force drag acceleration, seamless road shifts, and amazingly smooth shifts on the track further highlights how the soul of the Shelby GT500 is elevated in our most advanced Mustang ever.”
Related: The 2019 Mustang Bullitt is a true sleeper! Here is our full review.
80 Milliseconds Flat
The Tremec TR-9070 DCT utilizes a novel wet clutch system with five friction plates in the odd-gear pack, across 155 square inches of surface area. Meanwhile, the even-gear pack has six friction plates providing 136 square inches of surface area. Combined with seven non-sequential helical forward gears with triple cone synchronizers, the system can easily match the engine’s torque curve for stupendously fast and effective shifts. In fact, the system engages the gears in 80 milliseconds in Sport mode.
“In many ways, this is like having two transmissions in one,” Morgan said. “On one hand, it enables performance at the outer reaches of straight-line quickness with minimal torque interruption, yet provides an incredible amount of finesse and control in track environments for maximum stability and predictability at the limits of lateral acceleration.”
2020 Shelby GT500 transmission. Photo: Ford Motor Company.
Zero To 100 & Back Again
Ford says every driving mode in the new Shelby GT500 alters the personality and on-road behavior of the vehicle. For instance, going from normal to track mode changes the throttle response and gear selections. The system also changes the dampening, stability control, exhaust sound, and even the instrument panel.
Others newsworthy features include an rpm-selectable launch control with electronic line lock; available carbon fiber wheels and bespoke Michelin Pilot Sport Cup 2 tires; and the largest front brakes of any domestic sports coupe. With 16.5-inch front rotors, Ford says the new Shelby GT500 achieves zero to 100 mph, and back to zero again in a scant 10.6 seconds.
Related: “Obsessed with speed his whole life. . .” the history of the Shelby Mustang.
2020 Mustang Shelby GT500: Don’t Forget The Engine!
To better cool the incoming air, Ford’s engineers inverted a 2.65-liter roots-type supercharger, with an air-to-liquid inter-cooler, and tucked it away in the engine’s valley. Ford says this design also lowers the 5.2-liter V8’s center of gravity. To optimize performance, the aluminum alloy block features wire-arc cylinder liners and high-flow aluminum cylinder heads; plus larger forged connecting rods. Beneath that, a structural oil pan features an active baffle system to keep oil where it’s needed.
The supercharged 5.2-liter V8 is built by hand for the 2020 Mustang Shelby GT500. Photo: Ford Motor Company.
Pricing & Availability
Ford has yet to release the MSRP for the 2020 Shelby GT500. We reckon it will start around $70,000 before options. First deliveries begin later this year, and I cannot wait to finally take one for a drive, especially in Sport mode.
“Every aspect of the Shelby GT500 driving experience changes with the mode – be that the throttle responsiveness and snap of the shifts you feel in the seat of your pants, or the ‘pop and burble’ of the exhaust in performance modes,” Morgan said. “It’s a full, multi-sensory visceral experience.”
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.
2020 Mustang Shelby GT500 Gallery

Photos & Source: Ford Motor Company.

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2020 Chevy Corvette Stingray: The Right Design (Still Looks Like A Vette)

2020 Chevy Corvette Stingray: The Right Design (Still Looks Like A Vette) The 2020 Chevrolet Corvette Stingray is the first mid-engine Vette in history.
With an LT2 Small Block V8, the new Stingray is the fastest entry-level Vette ever.
Prior to its on-sale date, the performance car will embark on a cross-country tour.
In a bunch of ways, how a Corvette looks is more important than nearly anything else about the car. Corvette fans are amazingly picky about this, and if it doesn’t “look like a Vette” they would most likely riot. Moving the engine from the front to the middle causes all sorts of design re-dos and re-thinks, so GM had to pull off a huge task here. And it looks like they succeeded with the 2020 Chevy Corvette Stingray.
If anything, the Vette’s biggest design failing (and it’s not much of one) is that it looks like a mid-engine supercar. But given the demands of engineering, packaging, and aerodynamics, that was bound to happen anyway.
2020 Chevy Corvette Stingray: Bold & Futuristic
Chevy says the 2020 Corvette Stingray is a “bold, futuristic expression with mid-engine exotic proportions, but it is still unmistakably Corvette.” And they’re right. The front end, the tail, and even the overall stance all say Vette to my eyes. It just looks like a Vette with the greenhouse moved further forward. Chevy also says it’s “lean and muscular, with an athletic sculptural shape conveying a sense of motion and power from every angle.” I’m not going to argue with that either. The description is, however, kind of childish and outré and lacking in the subtle elegance and grace you’d find in Italian supercars. But alas, not everyone is Pininfarina.
Still, the 2020 Chevy Corvette Stingray looks pretty durn good.
With the engine truly being the focal point for the car’s design, it sits like a jewel in a showcase, visible through the large rear hatch window. No, not an innovation, but a nice design touch nonetheless. Chevy paid close attention to the details, even the very appearance of every wire, tube, bolt, and fastener. The overall level of craftsmanship is way up.
2020 Chevy Corvette Stingray. Photo: Chevrolet.
Noteworthy Touches
Some other noteworthy design features include the low profile headlamps; the completely-hidden door, hood, and hatch releases (a nice touch); and the massive side air intakes for cooling and aerodynamic performance. The large rear hatch, with its seven air vents, showcases the LT2 Small Block V8. The quad exhaust tips are pushed to the Vette’s outboard ends. Finally, the LED taillamps have “animated” turn signals.
Although the canopy of the 2020 Corvette Stingray is pushed farther forward, the rest of the car, such as the face, maintains the traditional Corvette signature. There’s also that classic horizontal crease and the familiar positioning of the headlamps. Designers were even able to create 12.6 cubic feet of cargo volume with the dual trunks, enough for some luggage or two sets of golf clubs
Related: The 2020 Chevy Corvette Stingray is the everyday supercar.
2020 Chevy Corvette Stingray: Interior Layout
The interior also gets the treatment with a cockpit that has traveled forward by 16.5 inches. Corvette designers wanted something that would simultaneously envelop the driver, while still conveying the exterior’s high-performance character. The climate controls, for example, are vertical while the vents are razor-thin to minimize the overall height of the instrument panel. The steering wheel is a squared-off, two-spoke, small-diameter job that gives drivers a better view of the 12-inch reconfigurable cluster display. Some people dislike it, but it looks okay to me.
And a big round of applause for how the bean counters were kept at bay, as the build quality appears exceptionally high as does the number of premium materials. All the leather is hand-wrapped and hand cut-and-sewn with thick-press stitching. Real metal, not plastic adorns the interior. The speaker grilles, for example, for the Bose audio system are stainless steel; the trim on the GT2 and Competition Sport Seats is real carbon fiber. And you get your choice of either real aluminum or real carbon fiber for the console and door trim plates.
2020 Chevy Corvette Stingray interior layout. Photo: Chevrolet.
Jump In, Sit Down, Hang On!
And finally, your butt. You get to plant it in one of three seat options. The GT1 seat emphasizes comfort while providing good support for those performance driving situations. It features Mulan leather and an optional two-way lumbar support and wing adjustment. GT2 seats (a first for Corvette) have a racing-inspired look with Chevy’s dual density foam to help add comfort to any longer road trips you plan to take. Carbon fiber trim is included along with a Napa leather insert, Mulan leather bolsters, two-way lumbar support and wing adjustment, plus heating and ventilation.
Finally there is the Competition Sport seat option. This is for the serious, track-focused driver. You know, us gearheads! There are more aggressive bolsters, full-on Napa leather, heating and ventilation, and carbon fiber trim on the headrest.
Torsional rigidity improves with the 2020 Chevy Corvette Stingray, allowing for better performance be it on the track or open road. Photo: Chevrolet.
Corvette Visualizer

Production of the 2020 Chevy Corvette Stingray begins at Bowling Green Assembly later this year. Additional pricing and packaging information will be available closer to launch. When it hits the market, the new Stingray will come in 12 exterior colors; offer six interior color themes and seat belt colors, with two optional stitching packages. If you simply cannot wait, a new digital tool, the Corvette Visualizer, lets you design your dream mid-engine Vette in vivid detail.

Nationwide Tour
The 2020 Chevy Corvette Stingray will embark on a cross-country dealership tour leading up to its on-sale date. Corvette specialists, along with the vehicle and numerous other displays, will stop at over 125 dealerships nationwide, as well as major consumer events.
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.
2020 Chevy Corvette Stingray Gallery

Photos & Source: Chevrolet.

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New Interactive Game Highlights The Dangers of Distracted Driving

New Interactive Game Highlights The Dangers of Distracted Driving Research finds that distracted driving is one of the top causes of accidents worldwide.
Kwik Fit’s interactive Driven To Distraction game shows just how dangerous it can be.
The new game tests your traffic and safety knowledge, along with your reaction time.
According to the National Highway Traffic Safety Administration (NHTSA), distracted driving accounted for 3,166 deaths in the United States in 2017. Distracted driving is anything that takes your attention from the road, although it’s most commonly associated with smartphone usage. NHTSA finds that sending or reading a text takes approximately five seconds, enough to travel the length of a football field at 55 mph. With the average speed limits of U.S. states being well over 55 mph, it makes distracted driving all that more dangerous.
A new, interactive game from Kwik Fit, a leading automotive service provider in the United Kingdom, highlights the dangers of distracted driving. Like in the U.S., distracted driving is also a concern in the UK. The Department for Transport finds the number of vehicle fatalities caused by smartphone usage is on the rise. Officials and safety advocates describe the latest statistics as a wake-up call.
Disclosure: This article is sponsored by and done in collaboration with Kwik Fit. For more information, please review our advertising guidelines.
Driven To Distraction
Kwik Fit’s Driven To Distraction game tests your road knowledge and your reaction time. The object is to read a text message in the form of a question, and respond with the correct answer; all while looking out for STOP signs. There are three levels: Easy, Medium, and Hard with the car moving quicker and the questions becoming increasingly harder with each level. The questions deal with the rules of the road, and although they are not more than a sentence long, it’s easy to miss the STOP signs. Kwik Fit developed the game to bring attention to the dangers of distracted driving.
Kwik Fit’s Driven To Distraction game tests your knowledge of the road while also testing your reaction time.
Tougher Than We Realized
The question “What should the left-hand lane of a motorway be used for?” we did not answer fast enough, despite it being a relatively easy one. In fact, we could hardly read the multiple choice answers! We quickly clicked our mouse when we caught the STOP sign, avoiding the question entirely. However, we were still 0.190 seconds slower while using the phone, despite abandoning the question. According to Kwik Fit’s Driven To Distraction game, at 30 mph, this would have taken us nearly nine additional feet to stop. That may not sound like a lot, but it can be the difference between life and death.
At one point, we missed the STOP sign by more than three seconds because of looking at the phone. As a result, we traveled over 150 feet past where we needed to stop! We’ve included the screenshot below.
Related: Distracted driving kills and it’s a worldwide problem.
How To Play
Begin by concentrating as the car is moving; when you see the STOP sign, click on the screen. On the next round, a phone will appear obstructing your view. A question about road safety and/or traffic laws will come up; read it carefully and select the right answer. Try to get as many correct as you can, but click the mouse when you see a STOP sign.
Kwik Fit’s Driven To Distraction game records your time on reach round. You can play with your friends at the office to see who has the best reaction times. On your way home, remember to buckle up and drive defensively. Place your phone in the center console or out of reach so don’t look at it while driving.

About Kwik Fit
Kwik Fit opened their first location in Edinburgh, Scotland in 1971 and now operate over 600 service centers across the UK, including Northern Ireland. The company offers an extensive range of automotive parts and repairs, including tires, brakes, exhaust work, MOT testing, and air conditioning recharges. Kwik Fit is one of the UK’s top tire suppliers, carrying some of the world’s most recognizable brands like Pirelli, Goodyear, Michelin, Continental, and Dunlop. Kwik Fit’s Master Technicians are highly-skilled, and complete one of the most in-depth and comprehensive training programs in the industry.

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Restomods: Best of Both Worlds

Restomods: Best of Both Worlds

It’s an age-old car question – are you a classic or a modern car lover? In recent years, we’ve seen people ask “why not both” through a new trend: resto-modding. While there is no clear-cut definition, a restomod vehicle is one that has been externally restored to original, or close to the original appearance, yet has its mechanical components updated to include modern automotive offerings. This allows car enthusiasts to have the best of both worlds – a car which maintains its classic, identifiable look while also having performance aspects that match today’s sports cars.
Where it Began
To understand where the trend of restomod vehicles came from, we need to look back at the history of the classic car hobby. In the 1950s, when the pastime was still young, there were two very distinct segments of hobbyists: those who collected old cars, which at the time included Ford Model Ts and 1930s luxury brands such as Packard, Dusenberg, and Lincoln; and those who built their own hot rods – heavily modified classic cars with newer engines, made for linear speed with custom sheet metal.
Collectors prided themselves on authenticity and keeping their cars in line with the original factory specs. This group was more interested in showing their cars at events than driving them, so the lower horsepower engines and inferior brakes included in these early models were not an issue for many enthusiasts. This side of the hobby is still very popular today, with many collectors transporting their authentic models to car shows across the country rather than driving them.
Modern Overhaul
“Hot rodders” on the other hand wanted to change everything about the car, inside and out, for an overall better driving experience. This meant bigger motors and better brakes as well as custom paint, headlights, and lots of chrome accents to give the car a unique and modernized look.
As time went by, the car hobby matured and the baby boomer generation became interested in the cars of their youth: classics of the 1950s, 60s, and 70s, otherwise known as the muscle car era. This is when the concept of the restomod was truly born. Many owners of classic cars from these decades preserved the external appearance of the vehicle while taking advantage of the latest engine, brake, and steering technology to allow for improved safety, performance, and driving dynamics.
The Deuce Coupe is a popular model among hot rod enthusiasts today. Pictured here is the Rodfather, a Deuce Coupe owned by former milkman and now hot rod boss, Andy Brizio. At the 1970 Grand National Roadster Show it won the World’s Most Beautiful Roadster award. Photo: From the book “Deuce: The Original Hot Rod: 32×32” by Mike Chase, published by Motorbooks.

Trends Today
One of the most popular cars for resto-modding is the Ford Mustang, particularly models from the 1960s. Hundreds of thousands were built so replacement and restoration parts are readily available, allowing hobbyists to keep the original look alive. However, these Mustangs can also be equipped with newer Ford drivetrains, allowing for modern upgrades to be made internally.
The Chevy Camaro is a close second to the Mustang for resto-modding. Restomod Camaros are often upgraded with big wheels, matte paint, hood scoops, and spoilers to give them a more modern look. Similar to the Mustang, classic Camaros can be equipped with V8 Corvette engines and newer drivetrains, allowing for a sleek look with some unsuspecting punch under the hood.
The restomod side of the car hobby continues to grow, especially as younger generations become interested in classic cars. These individuals want the classic look of an old car without compromising on the performance and safety features available today, so resto-modding is perfect for them. It’s easy for people who are new to the hobby, as well as those who have been collecting for years, to inject their own creativity when restoring these cars. We expect to see resto-modding continue and gain momentum as drivers seek out modern safety and performance features while also taking pride in maintaining the unique aesthetics of a classic car from decades ago.
Richard Reina is a Product Trainer at CARiD.com and lifelong automotive enthusiast.

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2018 McLaren 570S Spider: A Convertible But Not Really

2018 McLaren 570S Spider: A Convertible But Not Really

McLaren calls their new 570S Spider “a convertible without compromise.” And sure, that’s just what you’d expect them to say, but convertibles inherently have many engineering compromises. That’s not to say the 570S is not a good car. It is. It is a very good car indeed.
Besides a drop top, what does the McLaren 570S Spider bring to the table?
Waxing Poetics
For starters, the 570S Spider is, to my eyes, not really a convertible. It’s sort of more than a targa, but also less than a full on convertible. It has those headrest/roll-over/buttress structures you see on a lot of hard top convertibles these days. Obviously, due more to concerns of the legal department than the design gurus. I understand why they are there, from the perspective of you don’t want a person rich enough to buy one of your cars potentially getting injured; if they can drop this kind of cash on a car, just think of the legal team they must have.
But for me, it sort of ruins the look and I would be fine if those structures were not there.
So, you get a much more open air feel than a targa set up, but not as much as you would on, say, an old Austin-Healey. Such is the state of things. The 570S Spider is hand-assembled in the unfortunate town of Woking, England, home of McLaren. It’s mainly made of carbon fiber, has a mid-engined layout, and boasts extreme performance. McLaren says the 570S Spider is the third body style in the Sports Series portfolio, lining up alongside the 570S Coupe and the 570GT, but I thought there was also a 570LT out there? I could be mistaken?
McLaren’s new Spider employs a racecar-style, double-wishbone suspension with steel springs, twin-valve adaptive dampers, and anti-roll bars calibrated to the same specifications as the 570S Coupe. Photo: McLaren Automotive.
Structured Performance
The two-piece retractable roof on the Spider is constructed of lightweight composite panels, just like the rest of the bodywork. All of this is attached to the carbon fiber MonoCell II chassis at the heart of the 570S. McLaren says the Spider does not suffer any reduction in strength or stiffness or – and this is the impressive part – require any additional structural actions. Usually when you lop the top off of a car, things get floppy. It’s like taking the lid off of a shoe box. All of a sudden you can flex it and twist it a lot more (twisting and flexing fall on “The List of Bad Things Sports Cars Should Never, Ever, Do”). The fact McLaren can make a drop top that needs no additional stiffening from steel or aluminum structures speaks to their overall talent in chassis design.
The top is worked from the driver’s seat using one simple button that folds the roof and stows it beneath a hard tonneau cover. The roof can be opened or closed in just 15 seconds, at speeds up to 25 mph and, take if from me, that is so cool! Some cars with automatic tops these days, you have to be stopped dead or you can’t raise or lower it. Ugh! There’s nothing like pulling onto the street from the local burger joint and, while slowly cruising, dropping the top. There is a glass wind deflector that can, thankfully, be electrically raised or lowered at the push of a button. I know, these things keep you from getting your hair mussed, but what did you buy a convert for? Wear a hat. More wind please. McLaren also adds this odd bit of tech: “an optional sports system that features an ESG to channel exhaust sound towards the cabin, via the area beneath the tonneau cover.”
Which is nice, but also kind of odd, don’t you think?
Three new exterior colors celebrate the Spider’s introduction: Curacao Blue, Vega Blue, and Sicilian Yellow give customers a choice of 20 colors in total. The new hues showcase the aluminium bodywork and dihedral doors, particularly when combined with an optional Dark Palladium grey finish on the roof, windscreen pillars, and rear buttresses. Photo: McLaren Automotive.

Power Specs
And now, the bad news: The retractable hardtop with its operating mechanism adds 101 pounds to the weight of the Spider over the 570S Coupe. Gah! Extra weight! Bad! Evil! Bad! It’s like carrying around an invisible ballerina. Sigh.
I suppose all that extra weight is offset by the 3.8-liter, twin-turbocharged V8 engine nestled amidships. Said plant cranks out 562 horsepower and 443 lb-ft. of torque, giving the new 570S Spider an impressive power-to-weight ratio of 413 horsepower-per-tonne. The lump is mated to a seven-speed seamless-shift gearbox with Launch Control technology. Bottom line: standstill to 60 in 3.1 seconds, on up to 124 mph in just 9.6 seconds. Top speed is 204 mph with the roof up, which is identical to the 570S Coupe vMax. With the roof lowered the new Spider can still haul the mail, topping out at 196 mph. In case you’re strangely interested in this sort of thing, the 570S Spider gets 16 city, 23 highway, and 19 mpg combined.
The McLaren 570S Spider is available to order now, priced from $208,800 and will make its world debut at this year’s Goodwood Festival of Speed, June 29th through July 2nd. Hopefully wearing a nice shiny coat of Papaya Orange paint.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
2018 McLaren 570S Spider Gallery

Photos & Source: McLaren Automotive.

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