Automotive

What Makes Supercars Super: Yellow Compass Group

What Makes Supercars Super: Yellow Compass Group

Near the end of last year, we decided to expand into video. We didn’t know exactly how to go about it or what the videos would look like; we just knew we wanted to do it. We thought people might enjoy a video series about cars. Our publication is growing steadily and to that end, we are deeply thankful for readers like yourself.
As we have grown, we decided this year was the ideal time to dive into video.
This past spring, I met Gino D’Orazio for coffee near Detroit. I was impressed by his candor and energy. A few days later, he had a conference call with Chris Burdick, Automoblog’s Founder who heads our office in Berlin, Germany. He felt the same about Gino. We hope you take as much of a liking to him as we did. Gino loves cars and in our line of work, loving cars goes a long way.
Gino is our first Video Content Director and Host. The fist episode of our first series, “What Makes Supercars Super” is below. Gino traveled to The Yellow Compass Group, a boutique Ferrari dealership, where he met Mike Berman. In this first installment, Berman, Chief of The Yellow Compass Group, shows us why Ferrari is so special to him and his customers. Through Berman, we begin to learn why supercars are in fact super.
Enjoy.

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Expert Panels Lead Autonomous Car Discussions During Global Summit In Brussels

Expert Panels Lead Autonomous Car Discussions During Global Summit In Brussels

What does the future of mobility look like? It’s an increasingly common question with often contrasting answers. Those developing the technology are doing so with a number of challenges and opportunities in mind. These challenges and opportunities vary, depending on if it’s a large OEM, top tier supplier, or relatively new startup.
Challenges and opportunities: the two best words to describe the landscape of future mobility. AutoSens Brussels examined both in great detail this week.
Strength In Numbers
Inside the famed Autoworld Museum, AutoSens Brussels united over 400 senior level researchers, engineers, and other experts to identify the challenges and opportunities surrounding future mobility. Attendees, speakers, and sponsors were encouraged to leverage each other’s expertise.
“Don’t be the only one working in the silo,” said Rob Stead, Managing Director of Sense Media, during the event’s opening remarks on Wednesday. “We are here to work together, so please reach out and meet someone new.”
Sense Media Managing Director, Rob Stead opening AutoSens Brussels on Wednesday. Photo: Carl Anthony for Automoblog.net
Distinguished Voices
A number of dynamic and diverse speakers took the stage to share their insights, experience, and visions. Richard Schram, Technical Manager, Euro NCAP, highlighted the organization’s 2025 Road Map, which details a number of initiatives, driver assistance and crash avoidance among them. The 2025 Road Map leads straight to automated driving, but interestingly, covers things like child safety with regard to heat stroke. In an informational video, representatives from Euro NCAP spoke about how parents can sometimes accidently leave their children in the vehicle.
It also takes into account, especially in Europe, the number of two-wheeled vehicles, from bikes to motorcycles. Euro NCAP is working to minimize the higher fatality rates associated with two-wheeled vehicles in an accident.
Financial Impacts
Rudy Burger, Managing Partner, Woodside Capital Partners, spoke on mergers and acquisitions within the automotive arena and how that affects future mobility. Burger highlighted the more recent acquisitions, like Harmon by Samsung, Mobileye by Intel, and Cruise Automation by General Motors, the latter of which he believes is promising.
“As an acquirer, I would have to take my hat off to GM,” Burger said on stage. “Their bet in Cruise Automation is significant.”
Burger also pointed out how corporate investors are much more active when it comes to future mobility. Burger’s presentation made mention of BMW, Daimler, Delphi, and Denso among others as the most diligent.
“What we are seeing is a number of very large companies placing bets – significant bets – whereby they believe in order to create a controlling position in the market, they must actually acquire a company,” Burger said.
AutoSens Brussels was held in the famed Autoworld Museum in Brussels, Belgium. Photo: Carl Anthony for Automoblog.net.

Pushing Limits
Corey Zehfus, an Optical Designer from Sunex, spoke on how automotive camera trends are influencing optical designs. He underscored the importance of why vehicle cameras must be durable, high performing, and able to handle a wide range of temperatures and weather conditions. Zehfus also addressed a reoccurring mindset with vehicle perception technology that effectively wants to do more with less.
“Now ADAS has grown to include many different functions and people are trying to do these functions and detections with as few sensors as possible,” he said during his presentation.
Zehfus also noted the increasingly critical role cameras play and how a number of ADAS systems, from emergency braking to pedestrian detection, rely on cameras. Zehfus explained how this demand means more sophisticated camera and lens specs.
“It’s pushing the state-of-the-art,” he said.
Corey Zehfus from Sunex speaks on Wednesday at AutoSens Brussels. Photo: Carl Anthony for Automoblog.net.
Human Versus Machine
Saskia de Craen from the SWOV Institute for Road Safety Research raised hard but necessary questions on automated driving. During her presentation, she addressed the distinctions between a human and machine driver, suggesting that even though automated technology is promising, there are some things only humans can detect.
“When a driver approaches this ball in the street, they can determine that perhaps a child is following,” she said, pointing to a basketball on the large screen above her. “Of course you can tell a computer this simple script, but a human can determine many different types of balls that could be in the road.”
de Craen, with a remote, changed the ball on the screen, from a football, to a beach ball, to even a Pokémon ball. She then challenged the audience to think in terms of other children’s toys that might inadvertently end up in the road: a little train, miniature car, or kite, for example. And if that scenario were encountered, would a machine be able to determine that not only a ball, but another toy in the road may mean a child is close behind. Would a machine be able to make that distinction as well as a human?
“Please let us not forget that our brain is the best computer ever invented,” she urged. “The point is that people are very good at adapting in situations like this and computers do make mistakes.”
Saskia de Craen from the SWOV Institute for Road Safety Research speaks at AutoSens Brussels on Thursday. Photo: Carl Anthony for Automoblog.net.

Extensive Panel
Other speakers and presenters included Dr. Heiko Hirschmuller, Co-Founder of Roboception, on how robotics and remote sensing play into autonomous driving; Erich Ramschak, Senior Product Manager ADAS Engineering, AVL List, on the importance of map data in autonomous driving, and Alain Dunoyer, Head of Safe Car, SBD Automotive, on the impacts of the autonomous car on traffic.
“It’s not every day you can find this many experts in one place,” remarked an attendee from the United States. “I have really learned a lot from watching the speakers.”
“The speakers are the best part because of their knowledge,” said another attendee from Germany.
AutoSens Brussels attendees had many networking opportunities, especially during lunch. Photo: Carl Anthony for Automoblog.net.
Collaboration & Connection
AutoSens creates an environment where those working on vehicle perception technology can collaborate. It’s not a trade show or convention, and attendees are not subjected to any sales literature. AutoSens is genuinely about getting the engineers, researchers, and other experts on ADAS together in one place. The vehicle and technology demonstrations combined with the expert panels make AutoSens a world-class event on something that will change the world as we know it.
“It’s important we don’t develop the technology behind closed doors and that we are all talking the same language,” Stead said. “We can bring some real benefits by doing that.”
AutoSens is returning to the U.S. next year. Although a venue and date have not been announced, organizers say they are planning a May event in the Detroit metro.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

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2017 Volkswagen e-Golf Gets A Price (And It’s Not Just The MSRP)

2017 Volkswagen e-Golf Gets A Price (And It’s Not Just The MSRP)

VW’s 2018 E-Golf just had its price revealed, and it’s not all that bad. Cheaper than a new Tesla, for one thing, but the bottom line here is, as always, the bottom line: This better work. And I’m not saying that just for the sake of the planet, but I’m saying it for the sake of VW. After that diesel-gate screw up, Volkswagen has got to get their act together and start selling cars, a lot of cars, or things could turn out very bad for them.
Hand In The Cookie Jar
Volkswagen, like a number of other European automakers, has a lot of history in diesel engines. And a lot of them, VW chief among them, were not all that interested in pursuing EV technology. They decided to put their engineering focus on diesel engines for the sake of efficiency, but a funny thing happened on the way to the emissions testing station. VW was caught red-handed faking their diesel emissions scores and got the crap pounded out of them, legally and financially speaking. Shoot, one of the corporate higher ups just got a jail sentence for his part in L’affaire Diesel.
This leaves VW and any other automaker banking on diesel in a bit of a technological and political bind. With new efficiency and emissions standards looming on the horizon, car companies have to clean up their act. Which brings us to Volkswagen’s e-Golf: they better be able to make and sell these things by the boat-load. Funny thing is this just might work out. The Volkswagen E-Golf looks like a good alternative to most of the other EVs out there.
Photo: Volkswagen of America Inc.
Range Increase
The 2018 e-Golf has a starting price of $30,495, which I note is much cheaper than the hotly anticipated Tesla Model 3, and about what Nissan sells their Leaf EV for. The new e-Golf gets some improvements, like a longer EPA-estimated range, better economy, and more power. The updated lithium-ion battery improves energy capacity to 35.8 kWh, up from the previous 24.2 kWh, for an increase in vehicle range (83 miles to 125 miles on a single charge).
No, Jack, it’s obviously not a road trip car; it’s aimed at around town travel.
There’s also a 7.2 kW on-board charger standard on all trim levels, so you can charge the battery in less than 6 hours at a 240V station. And, when you go with the DC Fast Charging, optional on SE models, standard on Limited Edition and SEL Premium, the battery can be charged up to 80 percent within an hour at a DC fast charging station.
Battery chemistry improvements raise the overall “fuel” economy to 126 MPGe for city driving and 111 MPGe on the highway/autobahn. Combined city/ highway gets you 119 MPGe. These figures are slight improvements over the previous model.
Photo: Volkswagen of America Inc.
Power & Performance
All that juice is applied to the Straße via an upgraded 100 kW electric motor. It puts out 134 horsepower, a notable improvement over the previous 85 kW electric motor that put out 115 horsepower. Unsurprisingly, torque is also up, from 199 lb-ft. to 214 lb-ft., good enough to get you to 60 in just 9.6 seconds. Top speed is a lackadaisical 85 mph, but I doubt 99.9% of e-Golf buyers will care.
Trim Levels
Breaking it down by trim level, the base, or as VW puts it “value-oriented” e-Golf SE starts at $30,495. It comes with more standard equipment than the previous base model. The SE comes with an 8-inch glass-covered touchscreen display, LED taillights, cruise control, a leather-wrapped multifunction steering wheel, and the 7.2 kW on-board charger. Adding the DC Fast Charging package tacks on another $995.
The e-Golf Limited Edition rings out at $33,795 and includes all of the SE stuff, but adds DC Fast Charging capability, V-Tex leatherette seating surfaces, and Park Distance Control (ParkPilot), along with a new feature called Maneuver Braking to “avoid or mitigate the effects of a collision with stationary objects while parking.” No, seriously.
The range topping e-Golf SEL Premium will cost you $36,995 and offers an optional Driver Assistance package for $1,395. That includes a 12.3-inch Volkswagen Digital Cockpit instrument cluster, Adaptive Cruise Control, Forward Collision Warning with Autonomous Emergency Braking and Pedestrian Monitoring, Lane Assist, Blind Spot Monitor with Rear Traffic Alert, Park Assist, and Light Assist.
So, there it is. It’s not exactly a Hail Mary pass on Volkswagen’s part, but they better start selling these things like crazy.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.
Photos & Source: Volkswagen of America Inc.

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The Evolution of Automotives: Part 3: Technological Advancement

The Evolution of Automotives: Part 3: Technological Advancement Automoblog’s Katie Kapro examines how imaginative thinking and creative risks have influenced the modern automobile in this three-part miniseries.

Part 1: Creative Engineering.
Part 2: Throwbacks, Dream Machines, and Pretty Girls.
When the word “technology” comes up in conversation, a handful of images generally pop into one’s head: wired gloves with motion sensors, long-armed machines assembling soldier robots, a glowing motherboard, that sort of thing. But at its core, technology is nothing more than the practical application of knowledge. It is the future, the past, and every problem solved in between.
The automotive industry has been a leader in technological advancement since its birth. Part three of this series examines precisely how the creative thinking behind new automotive technologies impacts the way we drive, and how those advancements are changing the world.
Fundamentals of Motion
Once humans figured out that four wheels, a couple axles, and a small engine could transport us from point A to point B, our next demand was that it be fast. Speed is no simple request for a machine – it necessitates that mechanical elements work double-time, which creates excessive heat, among other things. Heat enclosed in a tight metal box with flammable liquid just around the corner? There was some pretty clever problem-solving, paired with lots of trial and error, to develop technologies for fast machines that wouldn’t explode when the driver stepped on the gas.
As cooling technologies developed, speed became possible. In most cars you’ll see on the road today, a cooling system works by circulating a mixture of water and antifreeze through special passages in the engine. A simple enough idea. In Formula One racecars, that idea has evolved into a refined balance between aerodynamics and temperature control, resulting in cars that can accelerate up to 62 mph in less than two seconds with higher g-forces than a space shuttle launch.
Of course, with increased speed comes increased safety concerns. Anti-lock braking technology is one of the most recognizable safety features developed to curb the hazards of speed. Before ABS, when skilled drivers needed to stop quickly at high speeds, they would do two things – threshold braking and cadence braking. In other words, they’d apply just the right amount of force when the wheel is just beginning to slip, and they’d pump the brakes. ABS not only does both, but it kicks in much faster than the average person could, allowing the driver to focus on controlling the vehicle.
In the 21st Century, we find ourselves in a wondrous position in terms of automotive technology. Engineers have raised the performance bar so high, the mechanical workings of a vehicle no longer define its limitations. From the road to the racetrack, modern performance limits are set not so much by the technology, but by safety regulators.
Honda’s Advanced Compatibility Engineering or ACE design is a front frame structure that provides protection in a frontal collision. It disperses crash energy away from occupants by diverting that energy to upper and lower structural elements of the vehicle. It’s an example of how engineering has evolved to meet safety protocols.. Photo: Honda North America.

Efficiency & Expansion
The second branch of automotive technological advancement is not so much related to what’s going on under the hood and between the axles, but rather how those parts are assembled. From the earliest days of the automobile industry, companies who built the best cars most efficiently were kings of the trade. At the time, that meant assembly lines where people manually put together the vehicle, piece by piece.
Today, most vehicles are built by finely-tuned machines. Automated manufacturing is not so much a matter of replacing a human in the field with a machine. In fact, its greatest value is in streamlining the process of turning raw materials into vehicle components that humans can then work with. Car dashboards, for example, are now commonly built by machinery. Sheets of natural or synthetic raw material and thermoform (a plastic sheet that’s been heated to be pliable and then shaped) are routed by a by a human-operated, computer-controlled CNC milling machine to make the dashboard. The dash is then fitted to the chassis, and all the components like the steering column and speedometer can be attached later.
2010 saw a major drop in automotive manufacturing. The graph in this Business Insider article shows just how dramatic the fall in vehicle sales actually was. Even in a trillion-dollar industry like automobile manufacturing, the market is still subject to the ebb and flow of supply and demand.
Team member Tonya Board on duty at the Kentucky Truck Plant where Ford F-Series Super Duty trucks are manufactured. Ford has invested more than $1.5 billion in the commonwealth of Kentucky and the city of Louisville since 2014. Photo: Ford Motor Company.
Forward-Looking
In 2017, the trends in manufacturing are noticeably similar to the technological advancements in the cars themselves. That is to say, the thing that curbs manufacturing today is not technology – we’ve gotten that pretty well figured out, with a few exceptions – but rather, manufacturing is slowing down because the industry is wary of the fact sales have been running so hot since recovering from the 2010 drop-off. They’re afraid of overheating; of having more vehicles than the public will buy. Their concern is inherently similar to a safety regulator deciding that just because we’ve developed the technology for a car to go wildly fast, perhaps it’s not the best thing to make that the norm.
The automotive industry has reached a point in its development where it’s no longer the mechanical and technological boundaries setting the limitations. For better or worse, that’s up to us now.
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

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New Study Shows When And Where Road Rage Is Most Prevalent

New Study Shows When And Where Road Rage Is Most Prevalent

The morning commute and the afternoon grind. When bumper to bumper traffic creates gridlock for miles, it can be a recipe for disaster. According to the National Highway Traffic Safety Administration, road rage comprises of following too closely, excessive speeding, and weaving through traffic among other irresponsible actions.
“The operation of a motor vehicle in a manner that endangers or is likely to endanger persons or property,” NHTSA writes in an extensive report.
Endless Causes
NHTSA lists a multitude of reasons for road rage, including traffic delays, running late, and the unique sense of anonymity a vehicle provides. A recent study conducted by Auto Insurance Center uncovered some interesting patterns in the phenomenon of road rage. They collected over 100,000 #RoadRage Instagram posts since 2011 to analyze how this hashtag has evolved. The study examined the circumstances, situations, and locations most likely to boil our blood.
“Even though #RoadRage may produce funny posts on the internet, you want to do everything you can to protect your vehicle and the people in it from the dangerous consequences that aggressive driving can lead to,” said Justin Loera, Senior Insurance Market Analyst, Auto Insurance Center.
Changing Seasons
Auto Insurance Center found August has historically been the peak for aggressive driving. With summer being prime for travelers it’s no wonder, but the study also showed road rage happens frequently before the hotter months. Auto Insurance Center noted, for example, that of the #RoadRage posts on Instagram between 2013 and 2017, May had the heaviest activity. Even March saw an increase in #RoadRage posts this year.
And holidays don’t always mean good cheer and glad tidings either. 2016 saw a record number of travelers posting on Instagram about experiencing rude gestures, frustration, and even dangerous driving while going over the river and through the woods. Last year, the holidays saw a significant increase, peaking in December, with a nearly 21 percent increase over 2015.

Weekend Fun
Like most Americans, we love a good weekend trek away from the office. However, those Friday vibes may not be shared by our fellow motorists. In fact, those Friday vibes might be causing aggressive driving. Auto Insurance Center found that #RoadRage posts on Fridays were the highest, while Sunday and, get this, Monday saw the least amount of Instagram posts. We figure you would be more likely to tell another motorist they are “number one” on a Monday morning versus a Friday afternoon, but the study says otherwise.
Our Automoblog contributors are very dedicated, putting in time at all hours of the day and night. Our management team is known for working well into the early morning, but such commitment comes at a price. The Auto Insurance Center study cautions against this, noting that exhaustion is a major factor in road rage. The later evening hours were a hotbed for Instagram posts about anger behind the wheel.
“We were really surprised to see that road rage isn’t the worst during rush hour when you might expect,” Loera explained. “It’s actually at its highest between the hours of 9 and 10pm.”
If possible, try and keep driving at night to a minimum, esepcially after a long day.

Location, Location, Location
Brooklyn, New York overtook Atlanta, Georgia last year as the second most common city for #RoadRage posts and retains that title in 2017 – so far. Miami, San Francisco, Orlando, and San Diego all ranked among the top 10 for the highest use of the #RoadRage hashtag since 2013. Number one was New York City, which might not surprise anyone. However, don’t go judging the big cities just yet. It’s not like Midwest hospitality is exactly on the rise. The leading state for aggravated driving this year is Nebraska.
Insert Cornhuskers joke here.
Sensible Solutions
WedMD provides insight on how to avoid road rage, namely by recognizing heated motorists and driving sensibly yourself. The State of Delaware recommends not taking traffic problems personally and to never challenge an erratic driver. This study from Auto Insurance Center underscores just how unpredictable road rage is. With the implementation of autonomous cars, perhaps road rage will decline significantly? Until then, the data of this and similar studies should serve as a stern reminder.
“We know that road rage can happen anywhere at any time but by analyzing social media posts the way we did, we’re able to show where it’s at its worst and what drivers can do to avoid it,” Loera said.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
The full #RoadRage study from Auto Insurance Center can be found here.

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2018 Nissan Armada: Why Spend A Little When You Can Spend A Lot?

2018 Nissan Armada: Why Spend A Little When You Can Spend A Lot?

Look, the only way I’ve ever been able to wrap my head around the Nissan Armada is by chalking it up to me-too-ism. Everyone or most everyone who makes SUVs also has some range-topping, road-behemoth just this side of a Canyonero, so I guess Nissan had to respond. I was willing to accept that, and then I read the upcoming 2018 Armada sells for in excess of 60-thousand and it just sent me reeling again.
North of Fargo
Okay, that 60 grand plus was for the top-of-the-range Armada. The entire range runs from $45,600 for the base level SV in two-wheel drive, all the way up to a mind-boggling $61,590 for the top o’the line, full-zoot Armada Platinum with four-wheel drive. But that’s just the list price, so by the time it’s in your driveway and you’ve accounted for tax and title and dealer prep and the Jerry Lundegaard TruCoat, let’s just ball park it from around $50K to $65K.
So what does the 2018 Nissan Armada actually offer? The list includes such goodies as: smells like a steak, seats thirty-five, 12 yards long, 2 lanes wide, weighs 65 tons, squashes and/or smacks squirrels and/or deer . . . oh wait, that’s the Canyonero again. In all fairness, the Armada is soaking in tech, safety, comfort, and convenience features.
Photo: Nissan Motor Co., Ltd.
Equipment & Engine
The 2018 Armada comes standard with NissanConnect Services, powered by SiriusXM. You get an 8-inch, multi-touch control display, HD Radio, SiriusXM Travel Link, Enhanced Voice Recognition, Hands-Free Text Messaging Assistant, and additional USB ports across all three of the Armada’s grade levels: SV, SL, and Platinum. The Platinum has a standard Intelligent Rear View Mirror that uses a high-resolution, rear mounted camera to project an image onto the LCD monitor built into the rearview mirror. Which, honestly, sounds pretty trick.
As one would expect, when you’re trying to haul around enough mass, weight, and size to equal an ocean-going tug, you better have a big lump of an engine. In the Armada’s case, that would be a 390 horsepower, 5.6-liter Endurance V8 mated to a 7-speed automatic transmission. That combo is what you get in every model and in whatever driveline you choose, 2-wheel or 4-wheel drive.
Photo: Nissan Motor Co., Ltd.

Trim Levels
Of course the Armada has seating for eight but other details are slim. Nissan says the Armada SV has many “standard features” but doesn’t bother to tell you what those are. The Armada SL adds a remote start, power 60/40 3rd row seat, Intelligent Around View Monitor, power liftgate, and 20-inch wheels and tires. Yes, you read that right (I had to read it three times to make sure) the 3rd row seat has power folding ability because you are lazy, lazy Americans.
The Armada Platinum, the top-of-the-line, the creme de la creme, gets all that SV and SL stuff but throws even more glop onto the cake frosting: power-sliding moonroof, front climate controlled seats (I guess so your butt can be at a different temperature, if you so choose), a Family Entertainment System, Nissan Safety Shield, and that new Intelligent Rear View Mirror. On top of that, the Armada has four other options on offer: the Driver’s Package, Premium Package, Pearl White Paint, and 2nd row Captain’s Chairs Package. However, much like the SV’s “standard features” Nissan doesn’t bother to mention what is in the Driver’s or Premium Package.
Photo: Nissan Motor Co., Ltd.
In Comparison
So yeah, it’s big, it’s comfy, it’s got enough features to count as nine ton iPhone on wheels, but still . . . 65 large?
I checked in a major metropolitan area (because I don’t think they’re going to be selling many of these in Tupelo) and for that amount of money, you could buy stuff like an Audi Q7, BMW X5, a Mercedes GLE (and that’s the AMG model!) or Porsche Cayenne. Yeah, it’s cheaper than a Range Rover, but so’s an Arleigh Burke-class destroyer. And I didn’t even look at what Caddy SUVs and such you could buy for $65K. So answer me this: You want a big, fat SUV (for reasons that are beyond my comprehension at this point in time) and you’ve got the budget of a new sports car to blow, and you’re going to seriously say to yourself, “nah, what would I want with a heap like a Porsche? I want a Nissan that’s named after a third-rate metal band that plays down at the local casino?”
The new Armada is on sale now at Nissan dealers nationwide. Below is a quick reference chart.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.
Armada SV 2WD
$45,600
Armada SL 2WD
$50,350
Armada Platinum 2WD
$58,690
Armada SV 4WD
$48,500
Armada SL 4WD
$53,250
Armada Platinum 4WD
$61,590

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BMW 3 Series Gets Wrung Out At The ‘Ring

BMW 3 Series Gets Wrung Out At The ‘Ring Forthcoming BMW 3 Series concludes chassis tuning at the Nürburgring’s Nordschleife.
Engineers sought balance between performance and comfort without an electronic damper system.
Is testing at the Nürburgring’s Nordschleife legitimate or nothing more than pomp and circumstance?
BMW 3 Series Gets Wrung Out At The ‘Ring
Say what you want about the Nürburgring Nordschleife – that’s it’s overused, a marketing exercise, that it’s the craziest track in the world, “the green hell” – all that sort of thing. Say what you want but it is a pretty good test track.
And BMW is exploiting that aspect to dial in the chassis tuning for its evergreen 3 Series.
Ring of Fire
In many, many ways, the Nürburgring deserves its fearsome reputation. As anyone who has driven it in Forza knows, it’s a nasty track from several perspectives. It’s narrow, the surface can be wavy (and usually at the worst possible spots), and it’s hard to get around other cars and. Worst of all, there’s little to no run off in the hardest parts of it, hence the fearsome reputation.
In a lot of ways, the ‘Ring is sort of like a public road, which makes it a great place to test cars.
This is what the Bavarians at BMW have been doing with their immortal and beloved 3 Series. Since day one, the 3s have been two very important things: fun to drive and BMW’s bread and butter. They have to get the 3 Series right because they sell so many of them.
BMW 3 Series. Photo: BMW of North America.
New Foundations
BMW says not to worry about the upcoming seventh (!) gen of the 3 since it has just completed validation testing. Everything is new: new suspension, new steering, new braking. And now that testing is over, we know it works and is fully dialed in.
The development process, as with seemingly all things BMW, is definitely geared towards the whole performance end of things. The center of gravity is 10 millimeters lower than before, weight distribution is balanced at an exact 50:50 and, even better, the total weight is 55 kilos less. At the same time, rigidity is up, and the car’s agility and steering profit from wider front and rear track widths and increased wheel camber.
The same is true of the front and rear axles.
Photo: BMW of North America, LLC.
Performance & Precision
The mill is a revised four-banger gasoline engine, the most powerful four-cylinder ever in a BMW series production model. No figures yet given, sadly. However, fuel consumption is better by five percent and there’s now an eight-speed Steptronic transmission on offer.
But the main deal here, and why there was all that running at the Nürburgring, is the innovative damping system. These are the first-ever progressive dampers fitted to a BMW. Any cruelty that could occur during hard cornering and such is counteracted gently and precisely for a balance between sport and comfort. No electronic trickery, just good old mechanical chassis tuning for the BMW 3 Series.
BMW 3 Series interior layout (from what we can tell). Photo: BMW of North America.
M Sport Goodies
The M Sport variant of the suspension drops 10 millimeters, with 18-inch light alloy wheels and mixed-size performance tires. Driving dynamics are enhanced with the M Sports suspension, thanks in large part to 20 percent higher damping than the standard suspension.
The new M Sports suspension only comes with the Variable Sports Steering. The system is specially tuned for the new BMW 3 Series and responds with much greater precision to minor inputs. The Bavarians say you can really feel the new steering working its magic through long bends, and when changing direction several times in rapid succession. Hello lower AutoX times!
The M Sport differential features an electronically-controlled locking function to ensure quicker rotational speed during turn-in.
So all in all, at this stage of the game, the upcoming BMW 3 Series is looking pretty tasty. Although we won’t know for sure until one arrives at 1 Automoblog Towers in Detroit for our own comprehensive tests.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz
BMW 3 Series Nürburgring Nordschleife Gallery

Photos & Source: BMW of North America.

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2018 Toyota Prius: Still Frugal After All These Years

2018 Toyota Prius: Still Frugal After All These Years The 2018 Toyota Prius “Remains A Hybrid Benchmark,” Toyota is quick to remind us. This is not just marketing puffery or corporate bragging. The little guys are amazingly fuel efficient, and since they were pretty much the first to market, they’re the yardstick against which other hybrids are judged.
And good on Toyota for not resting on their laurels. They’ve updated the Prius with all the modes of the day – comfort, convenience, safety etc. – but have also upped the drivetrain.
Performance & Efficiency
The latest version of Toyota’s Hybrid Synergy Drive has a 1.8-liter four-banger and two motor/generators with an electronically-controlled planetary-type CVT. There’s shift-by-wire tech to select, er, “gears” via the dash-mounted shifter. Regenerative braking recovers kinetic energy, turns it into electrical power, and stores it in the battery pack.
In this, the fourth-gen Prius, the hybrid components are smaller and lighter than before. The battery is now a lithium-ion unit, replacing the outgoing nickel-metal hydride battery, and is small enough to fit under the rear seat. The 2ZR-FXE 1.8-liter engine is more than 40 percent thermal efficient and quieter than the previous gen’s plant.
Add all this up, and the 2018 Toyota Prius Two Eco gets you an EPA-estimated 58 city / 53 highway / 56 combined, which is pretty staggering.
The 2018 Toyota Prius has a 0.24 coefficient of drag (Cd), among the lowest of current passenger cars. Photo: Toyota Motor Sales, U.S.A., Inc.
Interior Treatments
The interior features dual 4.2-inch, full-color TFT multi-information displays controlled via steering wheel buttons. This display provides a variety of readouts through “Simple” or “Segmented” modes. Simple mode shows vehicle speed, the remaining fuel, drive mode indicator, outside temperature, odometer, and cruising range. Segmented mode gives more detail about hybrid operation, such as instantaneous fuel economy. It shows the battery charge state and gives a bunch of ECO functions to encourage efficient driving habits.
There is also a display showing the status of the on-board safety systems.
The Smart-flow mode for the AC system directs airflow only to seated occupants to conserve energy and maximize comfort. The windshield glass is heat-insulating IR-cut and substantially reduces the transmission of infrared rays, according to Toyota.
Because the Prius can operate in battery mode alone, a Vehicle Proximity Notification System alerts pedestrians and cyclists. A small, in-vehicle speaker emits a low but noticeable tone when traveling below 15 mph. The sound changes with speed. Photo: Toyota Motor Sales, U.S.A., Inc.
Technology & Trim Levels
The Entune system wirelessly charges Qi-compatible phones and other devices. The standard Entune Audio system on the Prius One, Two, and Two Eco includes a Multimedia Bundle with a 6.1-inch display. The package includes an AM/FM CD player, auxiliary audio jack, USB 2.0 port with iPod connectivity, voice recognition, hands-free phone functions, and music streaming via Bluetooth.
Toss in Siri Eyes Free for good measure.
The Prius Three and Prius Three Touring trims enjoy Entune Premium Audio with Integrated Navigation and Entune App Suite: a seven-inch high resolution touchscreen with split display, HD radio, HD predictive traffic and doppler weather overlay (nice!), AM/FM cache radio, SiriusXM, and Gracenote album cover art.
The Prius Four and Prius Four Touring grades include an 11.6-inch high-res screen. These models get an Entune Premium JBL Audio system with 10 JBL GreenEdge Speakers in six locations.
In total, the 2018 Toyota Prius is available in seven grades.
Photo: Toyota Motor Sales, U.S.A., Inc.
Parking Power
If you’re an utterly inept driver that has trouble parking, the 2018 Toyota Prius can park itself. Intelligent Parking Assist uses ultrasonic sensors to automatically steer your Prius into, or out of, parallel and perpendicular spaces. Toyota’s “Intelligent Clearance Sonar” provides warnings if the driver gets too close to things on the vehicle’s sides.
Warranty & Coverage
And all of this efficiency is covered by a 36-month/36,000 mile general warranty, with 60 months for the powertrain and 60,000 miles against corrosion. The hybrid-related components are covered for eight years or 100,000 miles.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz
Photos & Source: Toyota Motor Sales, U.S.A., Inc.

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2019 Buick Envision Premium II AWD Review

2019 Buick Envision Premium II AWD Review The 2019 Buick Envision has new styling cues, a generous number of features for the price, and an attractive interior trimmed in high-quality materials. It slots between the smaller Encore and the larger three-row Enclave in Buick’s lineup.
This weekend, we drove the top-trim 2019 Buick Envision Premium II with all-wheel drive. This model is powered by Envision’s newly-updated turbocharged 2.0-liter engine. With this powertrain, the Envision is similarly priced to luxury crossovers like the Lincoln MKC and Volvo XC60.
What’s New For 2019
The 2019 Buick Envision comes with refreshed exterior styling, and packs a host of mechanical and technological upgrades. The 2.0-liter engine gets a significant bump in torque (up 35 lb-ft. to 295 lb-ft.) and is now mated with a nine-speed automatic.
Inside, there’s a new wireless charging pad, greater visibility from the rearview camera, faster-acting seat heaters, and an in-vehicle ionizer for better air quality.

Features & Options
The Envision Premium II AWD ($43,600) comes standard with three-zone automatic climate control, leather upholstery, a heated steering wheel, driver-seat memory settings, heated rear seats, and blind-spot monitoring with rear cross-traffic alert.
The Premium II trim also gets LED headlights, front parking sensors, automatic wipers, a larger driver information display, a seven-speaker Bose premium audio system, a 110-volt household power outlet, a forward collision alert system, and a lane departure warning and intervention system. Additional features include automatic high beams, wireless charging, an automated parking system, navigation, heads-up display, an extendable thigh support for the driver’s seat, and ventilated front seats.
The Driver Confidence package ($1,545) adds adaptive cruise control, a top-down parking camera system, and a forward collision mitigation system with automatic braking. Aluminum 19-inch wheels ($1,895) and Panoramic sunroof ($1,495) rounded out the options. Total MSRP including destination: $49,925.

Interior Highlights
Steeping inside the new Envision reveals a contemporary cabin with quality materials for the entry-level luxury buyer. The well-cushioned front seats are supportive for long drives, and the cabin is impressively quiet at highway speeds. We especially like the heads-up display making it easy to keep our eyes on the road.
Buick’s IntelliLink is easy to use and the inclusion of Apple CarPlay and Android Auto makes operation even easier. Wireless charging is another nice addition. The eight-inch infotainment touchscreen sits high on the dash with easy-to-read graphics.
Interior storage is generous, with plenty of large bins and pockets to hold your personal items. In the back, there’s plenty of space for three adults, and the slide/recline function kept our passengers comfortable this weekend. The Envision is a bit narrow, which you can feel in the rear seat. There’s 26.9 cubic feet of space behind the rear seat, and 57.3 cubic feet with the rear seat folded flat, numbers that contradict its exterior size.

Engine & Fuel Mileage Specs
This Buick Envision tester came powered by the fun and confident, 2.0-liter turbocharged four-cylinder with 252 horsepower. It comes mated to a new nine-speed automatic, sending power to all four wheels.
The turbo engine with all-wheel drive gets 20/25 city/highway and 22 combined mpg.
Driving Dynamics
The turbocharged engine delivers solid power and we felt it as soon as we pressed on the gas pedal. It’s enough to merge onto highways, and powered us up I-70 west of Denver at altitude without issue. Even with the bigger 19-inch aluminum wheels, there’s not much road noise.
Envision’s strength is its excellent ride. We felt composed on the choppy dirt roads leading to our house. The all-wheel drive system on gravel roads offered plenty of grip, and we’re confident it would do the same in ice and snow. The system sends power to the rear when traction is needed, then splits it between the rear wheels for better cornering and control. We pushed it hard around the tight mountain corners and the Envision handled them with ease.
Conclusion
The 2019 Buick Envision is certainly worthy of a look as the automaker continues to evolve. It comes with a generous number of features with an attractive interior trimmed in high-quality materials. It’s easy to maneuver around town, has a decent amount of cargo space, and offers all-weather capability.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2019 Buick Envision Gallery

2019 Buick Envision Official Site.
Photos: Buick.

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