Automotive

2019 Mazda MX-5 Miata RF Grand Touring Review: Fabulous & Fun

2019 Mazda MX-5 Miata RF Grand Touring Review: Fabulous & Fun 97Stellar 2019 Mazda MX-5 Miata RF Grand TouringOverall ImpressionStill hard to beat after all these years.RF doesn't sacrifice the fun-to-drive character.ProsPrice PointRide & HandlingConsLimited Cargo SpaceHeavier Than The Soft TopThe Mazda Miata has been around for 30 years and the new MX-5 stays true to what made the drop-top so popular among enthusiasts. What’s better than dropping the top and going for a spin on the weekend? For around $35,000 you can have a dynamic sports car that’s second to none. We recently drove the 2019 Mazda MX-5 Miata RF Grand Touring with the Power Retractable Hard Top. And it didn’t disappoint.
Our tester came with a sweet six-speed manual, proving the MX-5 is still a driver’s car. Let’s just say we enjoyed the manual gearbox to the fullest!
What’s New For 2019
The 2019 Mazda MX-5 Miata gets an updated engine with more power and a higher redline. The steering wheel now telescopes to better accommodate all drivers. Mazda also added new safety features, including Smart City Support and Traffic Sign Recognition.
Features & Options: Nice But Not Necessary
The 2019 Mazda MX-5 RF Grand Touring ($33,335) is equipped with adaptive headlights, heated leather seats, a cloth-lined top, an auto-dimming rearview mirror, automatic climate control, and automatic wipers. Mazda even threw in a navigation system. These features are certinately nice to have but strike us as contradictory to the Miata’s elemental nature. Then again, a power-folding top isn’t exactly simple either.
Our Grand Touring tester came with the optional GT-S package ($750) that added a front shock tower brace, limited-slip differential, Bilstein dampers, and a black-painted roof. The new i-Activsense package of safety features also came on our Miata.
Total MSRP including destination: $35,405. By contrast, the 2019 MX-5 Sport starts at $25,730 with a manual transmission; $27,080 with an automatic. The Sport is only available as a soft top.
2019 Mazda MX-5 Miata RF.
Overall, the interior quality and appearance are far beyond what loyal followers will remember from previous generations.Click To TweetInterior Highlights: Marked Improvements
The cockpit’s fit-and-finish is tight and well-designed, with better material quality than past models. The Grand Touring’s leather seats are comfortable and the driver’s seat has a height-adjuster, making it perfect for those who want to sit up a bit higher. Overall, the interior quality and appearance are far beyond what loyal followers will remember from previous generations.
Once inside, the cockpit is roomier than it looks from the outside. The new Miata grew in all dimensions and we could tell there was more rearward seat travel. That makes it easier for taller drivers to adjust the seat far enough back. A six-footer still has a notch or two of travel left.
Interior Highlights: Wind In Your Hair!
Our 2019 Mazda MX-5 RF tester came with the Power Retractable Hard Top (PRHT). The composite roof is convenient in that it lowers quickly via a button. Although, the biggest benefit of the hard top is the quieter ride: it reduces wind noise considerably versus a soft top. Even over the bumpy dirt road leading to my house, the hard top was relatively squeak-free with minimal outside noise.
And it only adds about 80 lbs. to an otherwise very light car.
It’s easy to operate. While in neutral, you just pop the inside handle at the top of the windshield; then touch a button on the dash, and in 13 seconds the top lowers itself into the trunk space. The roof does not reduce trunk space either.

The new #MX5 #Miata stays true to what made the drop-top so popular among enthusiasts. Click To TweetEngine & Fuel Mileage Specs
The SKYACTIV-G 2.0-liter engine now revs to 7,500 rpm, cranking out 181 horsepower and 151 lb-ft. of torque in the process. Miata fans may know that’s 26 more horsepower and three more lb-ft. of torque than last year. The new Miata sends the power to the rear wheels making it a true sports car. The revised final drive ratio from 3.454 to 3.583 makes for stronger acceleration.
Of course, adding to that true sports car feel was the the six-speed manual gearbox.
Fuel economy is an EPA-estimated 26/34 city/highway and 29 combined with the manual transmission. By comparison, the six-speed automatic returns 26/35 city/highway and 29 combined. For only a marginal gain on the highway, and considering the higher starting price of the automatic, we think the manual is the better choice.
Total weight for the 2019 Mazda MX-5 Miata comes in at 2,453 lbs.

The #MX5 #Miata hugs the lines and handles like it's on rials!Click To TweetDriving Dynamics: Tight Corners & Short Throws
On the open road is where you can fully enjoy the MX-5’s reason for being. With the top down and the engine running on the twisty mountain highways, this roadster is hard to beat. The rear-drive Mazda MX-5 has an ideal weight distribution of 50:50. This alone preserves the excellent agility and balanced handling that has made this a favorite among enthusiasts for decades.
The Subaru BRZ or Scion FR-S rear-wheel drive coupes are the closest to the MX-5 in terms of driving fun, but they don’t offer a convertible.
The MX-5’s 2.0-liter four-cylinder revs freely and delivers good throttle response when you need it. The six-speed manual gearbox is the right choice if you like to drive. Mazda’s six-speed is one of the best manuals in the industry and worked flawlessly with the high-revving 2.0-liter powerplant. We thought it was easy to find the right gear with the short throws.
Related: Could the Miata outpace one of history’s top muscle cars?

Driving Dynamics: On The Rails
The 2019 Mazda MX-5 Miata has a wider track and lower center of gravity that enables it to corner flatter than you would think is possible. The Miata has always been a favorite car to take to the track. The next best thing for us, however, were the Colorado mountains. We took some tight corners at high speeds but the roadster held the curves without any body roll, staying flat and balanced the entire time.
Our MX-5 tester came with the optional sport-tuned suspension with Bilstein shocks. With this upgrade, the MX-5 hugs the lines and handles like it’s on rials!
Unfortunately, we had the rear-drive sports car right before a winter snowstorm hit the Denver area. Luckily, this tester came with Bridgestone Blizzak winter tires which we would highly recommend for snow and ice. We were able to make it home safely before the snow piled up too deep.
And we were thankful we had a go at some dry roads before the snow fell!

Conclusion: Affordable & Fun
The two-seat, 2019 Mazda MX-5 Miata RF offers top-down driving enjoyment that much more expensive sports cars can’t exceed. Mazda has engineered an exceptional, affordable sports car that’s hard to beat. To this day, the Miata is still attractively priced and relatively easy to maintain; nor will it break your wallet at the gas pump.
We would recommend the RF with the Power Retractable Hard Top since it offers reduced wind noise and increased security.
For those wanting a sports car that offers excellent acceleration and braking; precise gearbox operation and suspension dynamics, the MX-5 Miata is an obvious choice. On the fun-to-drive meter, few can surpass it.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
Mazda MX-5 Miata Fun Facts
Debut: 1989 Chicago Auto Show
RF: Stands for “Retractable Fastback”
5,000: Number of Miatas Raced Globally
April 2016: One Millionth Miata Produced
Weight Savings Per Component Versus 2018
Driveshaft: 3 lbs.
Suspension: 26 lbs.
Front Rotors: 14 lbs.
Transmission: 16 lbs.
2019 Mazda MX-5 Miata RF Gallery

Photos: Mazda North American Operations (additional models shown).

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2020 Volvo XC40 Redesign, Price, Release Date

The Volvo XC40 has been all-new for 2019, but according to to the hottest information, the company must introduce 2020 Volvo XC40. The most recent Volvo is anticipated to acquire minimal modifications compared to the new model, which can mainly be observed over the technologies front and perhaps some new colors. Furthermore, it will likely be readily available in two variants as in advance of and these are T5 and T4 Designs.

2020 Volvo XC40 Interior

The new interior on the new generation Volvo XC40 seems to be pretty much like that of its larger siblings and that’s not a bad matter. The new Volvo XC40 gets the identical portrait-mode infotainment process, digital instrument cluster, and even similar seats.

Just like the 2019 model year, the new generation 2020 Volvo XC40 will look like a smaller version of its larger siblings, the Volvo XC90 and Volvo XC60 models. It features a rugged but in the identical time modern-day physical appearance. The whole physique is dominated by angular lines and sharp edges. The front finish will wear the acquainted Thor’s hammer headlamps outfitted with new LED lighting and well-known grille. The R-Design model will get the one of a kind “R-Design” emblem. Furthermore, the rear finish will get LED taillights, dual exhaust outlets, as well as a standard electrical power tailgate. 2020 Volvo XC40 will ride to the regular 18-inch wheels. Having said that, the larger 19-inch wheels will probably be optional. The new LED fog lights may also be optional. Furthermore, the 2020 Volvo XC40 Momentum will obtain a white contrast roof. As well as the R-Design designs might be available using a black roof.

Read More : 2020 Acura RDX Release Date and Redesign

Engine Performance

How about the engine, the new generation 2020 Volvo XC40 is set to receive a selection of 3-cylinder engines produced from Volvo’s 2.0 liter inline 4 mills. The new model Volvo XC40 will probably boast a 1.5 liter 3-cylinder great for something in between 135 and 185 hp. A far more powerful supercharged and turbocharged version of your exact same engine with all over 205 hp is additionally a serious chance.

2020 Volvo XC40 Release Date and Price

Our estimate of 2020 Volvo XC40 will be released early in the year 2020, we hope this car began sale in June 2020. For the price, we do not have information that is so true.

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Viaduct Elegy: Chapter 1: Walking With Blaine

Viaduct Elegy: Chapter 1: Walking With Blaine Viaduct Elegy is a four-part series from Automoblog feature columnist Tony Borroz, who broke the law in preparation for writing it. He is a Seattle native and author of The 2018 Indy 500 Notebook and Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Tony grew up in a sportscar-oriented family, but sadly, they were British cars.
Finally, finally, finally they are tearing down the Alaskan Way Viaduct, a colossal, monumentally-ugly, seismically-catastrophic piece of transportation “infrastructure” that has been a scar on the face of Seattle for the better part of a friggin’ century.
And yesterday I walked on it at sunset with an old friend, apparently breaking the law.
Viaduct Elegy: Chapter 1: Walking With Blaine
Most of my friends are artists. Painters, sculptors, photographers, raconteurs, theater types, dancers, gallery impresarios, experience technicians, graphic-novel slingers, art professors, filmmakers, experimental composers; a clan of asymmetric polymath misfits that fit in nowhere else but The Art World.
Chief among these is my friend Blaine. I’ve known him since college, when we were in a punk band together. He taught me to skate. He’s a good guitarist and an even better graphic designer, having a savant-like affinity for fonts and what “looks” and “works” and what would not do either justice. Spending time with Blaine, especially when we’re going from gallery to gallery, is a non-stop conversation about art. What it is and how it works. How it doesn’t work. How this painting fits in with what trends are going on, locally, globally, and historically. Blaine’s commentary is to the point and efficient. It’s the kind of conversation that two mechanics would have; we’re both speaking the same language and we use a lot of shortcuts.
“Well, no, not Picasso so much – Look, I’m not saying the guy shouldn’t go all Guernica, but . . . ”
Northwestern Charm & The End Times
Blaine has an arid sense of humor I always figured he picked up from his dad, a former fighter pilot and commander of a wing of intercontinental ballistic missiles. That drawled-out, dry punch line is never emphasized, only hinted at. His entire family are wise-cracking wisenheimers, and that trait landed on Blaine pretty hard. This is also a trait shared by most Northwesterners. It’s a great way to counteract the abysmal weather and to start bar fights with crab fishermen.
So, here we are, walking through downtown Seattle on a fine, sunny Saturday afternoon. Everything is eerily quiet and rather sparsely populated. Most times, there would be people out in droves, but on this weekend, the city, civic leaders, roadway engineers, priests, rabbis, and ministers all cried out “Stay away from downtown Seattle! Traffic will be terrible. The end is nigh! The Viaduct is closing!”
Smart people seemed to listen. Blaine and I did not.
The Alaskan Way Viaduct was an elevated freeway in Seattle that supported State Route 99. The double-deck freeway ran north and south, along the city’s waterfront for 2.2 miles, east of Alaskan Way and Elliott Bay, and between the West Seattle Freeway in SoDo and the Battery Street Tunnel in Belltown. Construction consisted of three phases from 1949 through 1959, with the first section opening on April 4th, 1953. Photo: Seattle Municipal Archives.
Weasel’s Paradise
The lack of traffic did make getting around much easier. We could jaywalk with much more impunity. We were doing just that, ambling up Western Avenue, just out of the hulking shadow of The Viaduct, past the 619 building – a previously wonderful, old industrial building chocked full of artist’s studios. That only lasted until a few years back when the city declared the entire place unsafe, ran out scores of long-time artists in residence like so many bums . . . then turned right around, sold it to developers who renovated the place, jacked up the rents, and made money as quick as their Seattle ancestors sold gold panning equipment for 1,000 percent over retail 120 years ago.
Screwing people over, even if they are literally your neighbors, is a fine, fine Seattle tradition. It dates back to the founders of the place, the Mercers and the Dennys et al. when they twisted the Native Americans out of literally everything they had. And don’t get me started on how they treated Tacoma. Or that time they nearly started a war with Canada because the Mayor stole some totem poles from Vancouver.
“So where’d everybody go to?” I asked about the former inhabitants of the 619 Building.
“Georgetown, ” Blaine said. “Or Tacoma. Or Ballard.”
I was thinking about this eternal struggle of artists, of how you are always looking for cheap studio space, when Blaine suddenly stopped and turned to his left, “Hey, there’re people walking on The Viaduct.”
It was a party atmosphere amongst the people. Lots of groups of three and four and five people wandering here and there, taking selfies, posting to Instagram, on FaceTime with friends around the world. “Dude! Check this out! I’m walking on The Viaduct. No man, right now! Photo: Tony Borroz.
The lack of traffic did make getting around much easier. We could jaywalk with much more impunity.Click To TweetJesus Is Just Alright
There were a bunch of people, wandering on what used to be, and I mean less than 24 hours ago, a sort of junior freeway, three lanes northbound, and three lanes southbound on the lower deck. Now, it was completely closed off. Soon, within days, the jackhammers and big claws and such would start tearing into it like sharks into a whale carcass. Some months in the future, it will be completely gone.
Blaine and I glanced at one another, but we didn’t even have to say it. We just started walking and working our way up to the Seneca Street off-ramp, about three-and-a-half blocks away. Here’s a funny thing about Seattle: The big streets downtown are named, South to North, Jefferson, James, Cherry, Columbia, Marion, Madison, Spring, Seneca, University, Union, Pike, and Pine, their first letters matching in pairs: J, C, M, S, U and P. Or “Jesus Christ Made Seattle Under Protest.”
Yes, they did it on purpose. Yes, it was the idea of “city leaders.”
See, we’ve always been like this.
Seattle waterfront and skyline, circa 1952. Photo: Engineering Department Photographic Negatives, Seattle Municipal Archives.
Soon, within days, the jackhammers and big claws and such would start tearing into it like sharks into a whale carcass.Click To TweetMiddle Earth, Grunge Bands & Tech Billionaires
As we approached the Seneca off-ramp – one of only two ways off The Viaduct once you’re driving on it – we could see more people milling around on the upper deck. 100 . . . 150 . . . 200 . . . a lot more than I expected. At the bottom of the ramp where it meets First Avenue were sections of cyclone fence, and some not-very-threatening yellow tape admonishing us with “\DANGER///CONSTRUCTION///” There were a dozen or so PG&E workers severing power lines, a couple of bored cops, and a gap just big enough to walk through.
It wasn’t even a question. Over the years, Blaine and I have broken into so many parking garages, derelict buildings, movie shooting locations, punk venues (later escaping from those same punk venues), that blatantly disrespecting the authority of a length of yellow tape was easy. Besides nobody batted an eye.
We walked up the slight slope and onto the road deck itself. This is always a surreal experience. I should mention, this is not the first time I’ve done something like this, just the first time in this location. From a walking perspective, the place seemed wide open and flat.
You’re about 100 feet up in the air, facing directly West, right into the sunset over Alki Point in West Seattle. Sure, the weather is terrible and the city is screwed up, but it is very pretty around here.
Picture Middle Earth only with grunge bands and tech billionaires, and you’ll get the picture.
Performers at the 1974 Bumbershoot music festival. Photo: Item 77477, Bumbershoot Festival Records (Record Series 5807-05), Seattle Municipal Archives.
Picture Middle Earth only with grunge bands and tech billionaires, and you'll get the picture.Click To TweetThe Abyss of Seattle
Blaine stops and looks down at an expansion joint – I’m sorry, I mean he stopped and looked down through an expansion joint. Yes, it was cold, but not that cold. You could clearly see through the upper deck, then through the lower deck, and then to the surface of Alaskan Way below. The gap was huge, easily the width of my hand. Big pieces of the angle iron that faced the expansion joints were missing. Divots on either side of the gap were as big as loafs of bread. The road deck was rutted and grooved. There was a pothole deep enough to swallow my entire right foot.
And it wasn’t just this section, it was the entire length of The Viaduct – on both decks – that was chewed up like this.
Now on top of this, add a constant drizzle of rain on a 41 degree “day” and 10,000 angry, late, muddled, timid, unfocused, distracted (“the view”!), confused drivers, and you can imagine the Mad Max like texture a daily commute would bring. And with all those divots, potholes, expansion joints, poor expansion joints, lethal expansion joints, and sometimes good expansion joints, the grooves, ruts, spray from semi trucks and buses, and a road surface made out of greasy concrete and stone aggregate – well, you can guess what grip and traction were like.
And yet, overall, day-to-day usability is not what led to the demise of The Alaskan Way Viaduct.
Viaduct Elegy: Chapter Two: The New Colossus will be published here on Automoblog on Friday, February 9th, 2019. In the meantime, follow Tony Borroz on Twitter: @TonyBorroz. For more historic photos of the Alaskan Way Viaduct and the city of Seattle, visit the Seattle Municipal Archive’s Flickr page.

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Does Your Favorite Football Team Have A Matching Vehicle?

Does Your Favorite Football Team Have A Matching Vehicle? Mercedes-Benz Stadium in Atlanta will host Super Bowl LIII this weekend. An ambitious Los Angeles Rams team will face the mighty New England Patriots, a contest even super computers are analyzing. With football fever in the air, the staff at All-Fit Automotive sought to find vehicles for each NFL team. Some were rather easy, like the Denver Broncos and Jacksonville Jaguars, but others required a little more digging.
“Some of the cars I’d never heard of before,” admits A.J. Dudon, CEO of All-Fit Automotive.
Here is a look at what All-Fit Automotive found.
AFC West
The Ford Bronco immediately springs to mind here. Although they took a pounding at the hands of Joe Montana and the 49ers in Super Bowl XXIV, John Elway and his troops would emerge for back-to-back championships in 1997 and 1998. The Denver Broncos returned to the Super Bowl more recently with Peyton Manning.
Elsewhere in the AFC West, the Dodge Charger and the San Diego . . . er . . . Los Angeles Chargers share a common history. The Dodge Charger actually made its debut in Southern California, being introduced at the 1966 Rose Bowl.
1968 Dodge Charger 426 Hemi. Photo: From The Art of Mopar by Tom Glatch, published by Motorbooks.
AFC South
Remember the Titans! But never forget the Oilers! The Tennessee Titans, who share their name with Nissan’s flagship truck, battled the St. Louis Rams during Super Bowl XXXIV in January of 2000. It remains the Titans only Super Bowl appearance but marked the first championship for a Rams team lead by quarterback Kurt Warner. Despite the Rams having “The Greatest Show On Turf” with regard to their offense, Super Bowl XXXIV was largely a defensive affair.
The AFC South also houses the Jacksonville Jaguars, who appeared in 1995 as one of two expansion teams that year. The connection here is easy – Jaguars football, Jaguar automobiles – but it goes beyond the obvious. Jaguars owner Shahid Khan has long-standing roots in the automotive business. The now billionaire put himself through school at the University of Illinois while working at Flex-N-Gate.
Today, Khan owns the automotive manufacturing company he worked at in college.
Nissan Titan with a factory lift kit. Photo: Nissan North America.
AFC East
Holding down the AFC East is the Muntz Jet, a sleek and sporty offering for its day. Hagerty details the story of one Frank Kurtis, an IndyCar builder who later sold his auto company to Earl William “Madman” Muntz. The pitchman’s vision for the car differed greatly from that of Kurtis who wanted the vehicles to become the American equivalent of Jaguar. Under Muntz, the Jet came with a host of interior arrangements that included alligator, emu, leopard, or snake skin, and even a cocktail bar.
Although a money loser, Muntz claimed the company built nearly 400 Jets, although that number is disputed by historians. Regardless, there are even less Joe Namaths. That is to say there is only one. Imagine Broadway Joe rolling through New York City in one of these collectibles?
“Once we found a vehicle, we tried to place a star quarterback or popular coach behind the wheel,” Dudon said.
1953 Muntz Jet Convertible.
AFC North
Over in the AFC North, the Sunbeam Tiger is similar to the Cincinnati Bengals. As for the Cleveland Browns? For better or worse, not a single automaker (that we are aware of) ever debuted a concept car called “The Brown.”
NFC West
Ram Trucks and the Los Angeles Rams naturally, both of which have done their fair share of moving and shaking. The NFL team started as the Cleveland Rams in 1936, then moved to Los Angeles in 1946; St. Louis in 1995, then back to L.A. in 2016.
As for Ram Trucks, they were originally just Dodge trucks with a Ram hood ornament as far back as the 1930s. By the 1980s, they evolved into Dodge Ram trucks, finally becoming their own division in 2010.
2019 Ram 1500 North Edition. Photo: FCA US LLC.
NFC North
Minnesota Vikings fans have felt that “so close, yet so far” pain for seasons on end now. The franchise has been to four Super Bowls but has yet to secure a championship. To add insult to injury, Vikings fans have endured six NFC Championship Game losses since 1978. While there is still hope for the Minnesota Vikings, the General Motors Viking not so much.
The original Viking was actually an Oldsmobile built on the automaker’s GM B platform. The Viking car survived only a few years, being adopted by Chevrolet who slapped the namesake on the side of a medium duty truck in 1958. But the Viking truck soon faded into the annals of automotive history. Neither of these “Vikings” could match the longevity of Bud Grant, the iconic Minnesota Vikings head coach (1967-83 then ’85).
Given his reputation for frugality, if he owned either of these vehicles, he probably still has it.
Skol!
Oldsmobile Viking advertisement, May 1929, Saturday Evening Post.
NFC South & East
The Ford Falcon enjoyed a solid production run between 1960 and 1970, and configurations were endless. The Falcon was offered as a two-door or four-door sedan; two-door or four-door station wagon; and as a hardtop or convertible. Even a Ranchero pickup option existed. Whiz Kid Robert McNamara, later the U.S. Secretary of Defense, oversaw the Falcon’s development at a time when Ford was struggling. The “Whiz Kids” were ten USAAF World War II veterans who became Ford executives in 1946 at the behest of Henry Ford II.
The NFC South Atlanta Falcons have their own nicknames: “Grits Blitz” describing their late 70s defense and the more affectionate “Dirty Birds.”
Over in the NFC South the AMC Eagle pairs nicely with the Philadelphia Eagles. Surprisingly, there isn’t a rugged work truck named for America’s Team, the Dallas Cowboys.
The final AMC cars were the 1988 Eagles. Production was completed by the end of 1987. Photo: From American Motors Corporation: The Rise and Fall of America’s Last Independent Automaker by Patrick Foster, published by Motorbooks.
Putting It On The Gridiron
All-Fit Automotive complied everything into the graph below, with one you can share on social media here.
“There are a lot of vehicles in the world, so it’s possible we missed one,” Dudon said. “Maybe this chart will inspire car names for another generation of automobiles. Who knows?”
Carl Anthony studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan. Before returning to school, he simultaneously held product development and experiential marketing roles in the automotive industry.

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2019 Chevy Camaro ZL1 1LE & The Power of Ten

2019 Chevy Camaro ZL1 1LE & The Power of Ten Just when you thought the Detroit Auto Show was over, Chevy drops a rather nice surprise on us. Say hello to the 2019 Chevy Camaro ZL1 1LE, “the fastest, most track-capable Camaro ever.” You pretty much had me at “fastest,” but then you had to add “most track-capable Camaro ever.”
Track capable you say?
And wait, what’s this about a new transmission? Now you tell us!?
Money Pits & Stop Watches
Look, I’m not much of a track guy. I like going to tracks – love going to tracks, actually – but getting out there in my own car and running around is not my bag, man. There’s a bunch of reasons for this. It’s expensive, for one thing. You burn up tons of cash on stuff you wouldn’t normally think of as “consumables.” Stuff like tires and brake pads and discs. At some tracks, you can go through a full set of all three in a weekend!
I’m a writer man, I don’t make that much money. But really, it’s because I’m slow. Sure, it’s fun to think I’m the next best thing to Mario Andretti, but that stop watch don’t lie.
But lots of you do like to spend time at tracks. I get the appeal: Go fast, no tickets. Hard to argue with that. So say you’re a track geek with a bent for American iron. Corvette? Sure, plenty of those at a track. But want something different? Might I suggest a 2019 Chevy Camaro ZL1 1LE?
2019 Chevy Camaro ZL1 1LE. Photo: Chevrolet.
Black Magic Woman
The party piece of the 2019 Chevy Camaro ZL1 1LE is, of all things, its new automatic transmission. Specifically an available 10-speed automatic. Now, before you go all ape-like here, let me just say that I am (partially) with you. Automatic transmissions are frightening compromises that, near as I can tell, run on black magic and sorcery. Plus, they are not nearly as fun as a manual.
That said, however, there’s a whole new breed of auto-boxes out there that are surprisingly good, and seemingly able to split the difference between a manual and an old-style auto.
These new-gen automatics first started appearing in trucks. All your purist thoughts about “manual trannies until I die!” fly out the window when dealing with trucks. You ever try to up-shift a truck hauling tons up a grade? I have, and it is an embarrassing grinding of gears and near (if not outright) stalling. The tech that made trucks more usable made its way into more plebian transportation and, from there, into the hands of grease-stained gearheads in performance departments.
Which leads us to the 2019 Chevy Camaro ZL1 1LE and its 10-speed transmission.
Photo: Chevrolet.
There's a whole new breed of auto-boxes that are surprisingly good, and seemingly able to split the difference between a manual and an old-style auto.Click To TweetThe Power of Ten
Can you dig that? Ten speeds! Imagine what it must be like hauling down a long straight, then stomping on the brakes and whangin’ that downshift paddle five, six, seven times before hitting the apex. Oh, automatics are slower, you say? Ha! says Camaro Chief Engineer Mark Dickens.
“This transmission is optimized for speed. With unique Track Mode calibrations and 10 gears, you are always in the perfect gear when rolling on or off the throttle,” he explained. “You may not be a professional race car driver, but now you can shift like one.”
Remember what I said about stop watches not lying? The new Camaro ZL1 1LE, with the 10-speed auto, clocks in at more than half a second faster than the standard manual on the 2.9-mile Milford Road Course at GM’s proving grounds. Half a second. I know racers that would give up a finger to get that much. GM goes on, saying on longer tracks their new ten speed will get you even more. On tracks like the Nürburgring, you can expect to trim off several seconds versus the older six-speed manual ZL1 1LE.
That’s oddly specific, no? Why it’s almost like Chevy ran both versions back-to-back at The ‘Ring and are subtly letting us know or something.
Related: From CTS to ZL1: The story of GM’s fastest track car.
The Chevy Camaro ZL1 1LE on the Nürburgring Nordschleife last year. Photo: Chevrolet.
Imagine what it must be like hauling down a long straight, then stomping on the brakes and whangin' that downshift paddle five, six, seven times before hitting the apex.Click To TweetPower & Performance Upgrades
To better suit the ZL1 1LE’s performance package upgrade, special calibrations were made to the transmission, electronic limited-slip differential, and traction system. The “Multimatic Dynamic Suspension Spool Valve” shocks have been tuned to better handle the weight transfers that result from the faster shifts.
Chevy even added a new transmission oil pan and an additional cooling duct for the steering gear.
The forged aluminum wheels are an inch wider but an inch smaller in diameter. The new summer-only Goodyear Eagle F1 Supercar 3R tires deliver lateral grip of 1.10g. Overall, the whole car is lighter. The wheels and dampers, thinner rear glass, and a fixed-back rear seat all help drop more than 50 lbs. from the curb weight versus the standard ZL1 Coupe.
All of these performance goodies are motivated by a 650 horsepower, supercharged LT4 engine and controlled (thankfully) by big Brembo brakes.

The party piece of the 2019 Chevy #Camaro ZL1 1LE is, of all things, its new automatic transmission.Click To TweetNot Too Spartan After All
If you want just the 10-speed tranny, that’ll set you back $1,595 while the ZL1 1LE Track Performance Package will run you $7,500. Both of which seem completely reasonable to me. Overall, the 2019 Chevy Camaro ZL1 1LE starts at $70,495.
There are other modern niceties for your money, like dual-zone automatic climate control, heated and ventilated front seats, and a Bose premium audio system. Just to let you know that this is not some track-only stripper.
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.
Photos & Source: Chevrolet.

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McLaren 600LT Spider: One Very Impressive Hair Dryer

McLaren 600LT Spider: One Very Impressive Hair Dryer In terms of performance, the McLaren 600LT Spider is on par with the 600LT Coupé.
Pirelli P Zero Trofeo R tires increase on-track dynamics and driver engagement.
The 600LT Spider is the fifth car to carry the Longtail (LT) namesake.
McLaren thought it was a good idea if they’d cut the top off their impressive Longtail and turn it into a Spider. Who am I to argue? I love convertibles. Besides, this is no boulevard showboat. With nearly 600 ponies on tap and a 200 plus mph top speed, think of the McLaren 600LT Spider as a very impressive hair dryer.
Even though it’s a drop-top, the 600LT Spider fully exemplifies the McLaren Longtail philosophy. More power, less weight, optimized aerodynamics, and track-oriented capabilities.
Fit & Trim
The McLaren 600LT Spider drops 220.5 lbs. over the 570S Spider it replaces. That’s a lot of weight savings, like losing a fat passenger. The 600LT Spider uses the same carbon fiber MonoCell II chassis as the Coupé. However, even though the top of the box is chopped off, it retains the structural rigidity of the Coupé with no additional strengthening bits, according to McLaren. So in all, Coupé to Spider, the convert only gains 110.2 lbs. Not bad!
All up, the dry weight is just 2,859.4 lbs. for the Spider, which is pretty good. You can even delete the audio and climate control systems if you really want to drop the weight.
McLaren 600LT Spider. Photo: McLaren Automotive.
With nearly 600 ponies and a 200 plus mph top speed, think of the #McLaren 600LT Spider as a very impressive hair dryer.Click To TweetPower & Performance
The McLaren 600LT Spider features the same twin-turbo 3.8-liter V8 as the Coupé, kicking out 592 horsepower and 457 lb-ft. of torque. A dual-clutch, seven-speed gearbox with “Ignition Cut” facilitates faster changes in Sport mode. The McLaren 600LT Spider hits 60 mph in 2.8 seconds and 124 in just 8.4 seconds! It maxes out at 201 mph with the roof up; 196 mph with it down. Nice!
That zero to 124 mph figure is a mere 0.2 seconds slower than the 600LT Coupé. Not bad!
Open Air Enjoyment
The hardtop roof is more secure and wear-resistant than the traditional fabric version, and offers a Coupé-like cabin when it’s up. When stowed, the roof hides beneath a tonneau cover located just behind the seats. The top is raised or lowered at the push of a button up to 25 mph. And, I’ve got to say, being able to drop your top while on the move is so cool. I love when car companies let you do this.
An electrically-operated wind deflector can be raised independently of the hardtop to increase ventilation or to allow more of those sweet exhaust notes into the cabin. The 600LT Spider has unique top-exit exhausts that should sound fantastic and loud when your hair is blowing around.
Photo: McLaren Automotive.
Pricing & Availability
As with the Coupé, availability of the 600LT Spider will be limited although orders are being taken now. McLaren is not like others: they don’t churn out cars like so many appliances. Of course, with that limited availability comes a (fairly) high price: $256,500. Yes, that’s a lot, in overall terms, but in the high-end sports car realm, that’s about average. And this is a McLaren here. You won’t be disappointed.
Every 600LT car is hand-built at the McLaren Production Centre in Woking, Surrey, England.
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.
McLaren 600LT Spider Gallery

Photos & Source: McLaren Automotive.

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American and Chinese buyers drive growth at supercar maker McLaren

zzzRecord sales of supercars at McLaren Automotive has helped the luxury British auto maker buck slumping demand for new vehicles in 2018.

The manufacturer of high-performance sports cars, costing as much as £1.75 million, released its annual figures on Monday showing global sales grew 43.9% to 4,806 in 2018, boosted by strong demand in China in particular.

The update comes as separate figures released today showed new car sales in Britain fell at their fastest rate since the 2008 global financial crisis last year.

The Society of Motor Manufacturers and Traders (SMMT) cited fears about diesel as a major factor for registrations dropping 6.8% to 2.37 million vehicles.

The industry organization, which is funded by the big European car makers, repeated its claim that Britain’s departure from the European Union risks the future of a sector that employs more than 850,000 people in the U.K.

But demand at the high end has been less affected.

In the U.K., privately-owned McLaren, part of the group that owns the Formula One team, said the domestic market for its cars remained strong, achieving 49.2% growth in sales year-over-year.

North America, which is the firm’s biggest single market accounting for a third of global sales, has now shifted 5,000 vehicles since sales started in 2011 and posted record growth last year. In Europe, sales rose 44.2%.

But the biggest leap, at 122.5%, was seen in China following the introduction of the 570S Spider and 720S. China now accounts for almost 7% of total global sales but McLaren, along with others, is exposed to a slowdown in consumer demand from the world’s second-largest economy.

Last week’s profit warning from Apple AAPL, -1.42% wiped huge chunks off the value of global luxury goods firms — Britain’s fashion chain Burberry BRBY, +0.09% sank 6% in a day last week.

New car sales in China are also being impacted by a growing secondhand market and changes to a government policy that gave a tax rebate for new car sales.

But McLaren chief executive Mike Flewitt, is upbeat. He said: “We now have greater control over our core component – the carbon fiber chassis at the heart of all our cars that gives them – and our customers - a unique performance edge.

“Our new MCTC facility [in Sheffield] ramps-up to full production later this year as we move under Track25 [McLaren’s expansion plan] to full hybrid for our sports cars and supercars by 2025.”

The SMMT figures show the biggest volume decline was seen in the diesel sector, down 29.6% in 2018.

Mike Hawes, SMMT CEO, said: “A second year of substantial decline is a major concern, as falling consumer confidence, confusing fiscal and policy messages and shortages due to regulatory changes have combined to create a highly turbulent market.

“The industry is facing ever-tougher environmental targets against a backdrop of political and economic uncertainty that is weakening demand. So these figures should act as a wake-up call for policy makers.”

http://carsecret.atspace.eu/blog/american-and-chinese-buyers-drive-growth-at-supercar-maker-mclaren/

2019 Chevy Traverse LT Review: Spacious But Lacking Elsewhere

2019 Chevy Traverse LT Review: Spacious But Lacking Elsewhere 88GOOD2019 Chevy Traverse LTOverall Impression Stable on the open road.Transmission shifts smoothly.Fuel economy lags behind competition.ProsCargo Capacity Passenger RoomConsAll-Wheel Drive SystemLacks Important Driver-Assist Systems The 2019 Chevy Traverse is ideal for growing families who need to carry extra cargo during the day. It received a complete redesign last year and gets more legroom in the second and third rows. In this regard, it’s set up well against its three-row Japanese competitors like the Toyota Highlander, Honda Pilot, Mazda CX-9, and the Subaru Ascent.
The Traverse is one of the roomiest three-row crossovers available. And that suited us well this week as we drove the 2019 Chevrolet Traverse AWD LT (Leather).
What’s New For 2019
The Chevy Traverse carries over unchanged for the 2019 model year but gets a newly available eight-inch touchscreen.
Features & Options: LT Packages Add Goodies
The 2019 Chevrolet Traverse AWD LT Leather ($41,000) comes standard with second-row captain’s chairs in place of a bench. This reduces seating capacity to seven but improves accessibility and comfort. The LT also gets roof rails, mirror-integrated turn signals, and a power-adjustable driver’s seat.
The LT also comes standard with leather upholstery, heated front seats, a power-adjustable passenger seat, color driver information display, power liftgate, and a remote start. Safety features include rear parking sensors, blind-spot monitoring, and rear cross-traffic alert. It does lack automatic braking like some of the competition, however. With the 2019 Chevy Traverse, some safety features are only available on the top trims.
The LT Premium package ($3,095) added 20-inch wheels, navigation, a 10-speaker Bose sound system, 120-volt power outlet, auto-dimming rearview mirror with a built-in rearview camera display, and a top-down parking camera.
Total MSRP including destination: $45,090. By comparison, the 2019 Chevy Traverse starts at $29,930.
2019 Chevy Traverse.
Interior Highlights: Impressive Storage
Stepping inside the newly-remodeled Traverse reveals a big, comfortable cabin for active families. The Traverse is one of the largest vehicles in the class and it pays dividends for families on the inside. There’s abundant space for adults in all three rows, and getting in and out is easy. You’ll have plenty of room for car seats, sporting equipment, water bottles, the kids’ electronics, and anything else you need for the week ahead.
It’s easy for someone of any size to find the perfect driving position with the eight-way power adjustable seat, although visibility out back is limited due to larger rear pillars. However, the rear cross-traffic alert and blind spot monitoring came in handy to help with the limited visibility.
Up front there’s lots of storage and the wide console is impressive.
In the second-row, the captain’s chairs are particularly appealing because it makes for easier to access the third row. Second-row passengers have more than 38 inches of leg clearance, with rear-seat riders getting 33 inches. Behind the third row, there’s a generous 23 cubic feet of cargo-carrying ability. With the third row folded flat, cargo space passes 58 cubic feet, reaching 98.2 cubic feet with only the front seatbacks upright.

Engine & Fuel Mileage Specs
The Traverse carries on with the same 3.6-liter V6 from before the remodel, but it gets an additional 29 horsepower. Totals now come in at 310 horsepower and 266 lb-ft. of torque. The engine couples nicely with a nine-speed automatic, a pairing that helps achieve up to 17/25 city/highway and 20 combined mpg with all-wheel drive. Front-wheel drive models improve to 18/27 city/highway and 21 combined.
When compared to the competition, the 2019 Chevy Traverse ranks dead last in terms of fuel economy. Although not as large, the smaller Equinox does much better in terms of fuel economy.
Related: The new Chevy Equinox is perfect for city dwellers. Here is our full review.
Driving Dynamics: Stable But One Glaring Drawback
The Traverse has sufficient power for any family and their driving needs. It’s not going to win any races, but who buys an SUV to be a performance car? The bigger Traverse feels stable on the open road, and we felt reasonably confident in the mountains west of Denver.
Traverse comes with a smooth-shifting nine-speed automatic that never had to hunt to find the right gear. That’s not easy driving from Denver (5,280 feet) all the way up to 8,000 feet elevation. The 2019 Chevy Traverse handles and steers like most other large three-row SUVS. It leans a little in the corners but overall, it feels steady at highway speeds.
One drawback is the optional all-wheel drive system, which functions too much like a setup from the past. The Traverse has a truck-like dial on the console that can be switched from 2WD to 4WD. We like the full-time all-wheel drive systems you don’t have to think about. An all-wheel drive system that simply does the right thing when you need it, without driver input, is much better for families on the go.
Overall we felt confident during our drive, but the all-wheel drive system on the 2019 Chevy Traverse feels a bit outdated.
Conclusion: Solid B+
Chevy took direct aim at growing families when they redesigned the Traverse. The LT comes nicely equipped and has plenty of passenger and cargo room. Overall, the Traverse is worth a look if you need a spacious family hauler.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2019 Chevy Traverse Gallery

Photos: Chevrolet.

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2020 Acura NSX Redesign, Interior, Engine

2020 Acura NSX will be among the ranks of the highly sophisticated sports car, with a price that is you may be very big difficulties to buy him. You will probably get to hearing rumors about 2020 Acura NSX. The news of this car is still not very much and we are trying to get the latest news about the latest generation of 2020 Acura NSX.

2020 Acura NSX

2020 Acura NSX Interior and Exterior

SAS significantly seeing that every one of the interiors might be nervous, all of the units is really, from a process, a two-seater. Luxurious aspects, the following style from since all-natural leather-based covers and leather-dependent covered 3-spoke directing tire utilizing assess curtains are latest, as completely as large sum of technological characteristics, these types in simply just since the distinct sizeable LCD touchscreen via infotainment system, automated climatic circumstances handle program and a lot of protection features, this kind with regards to due to the fact sightless spot retaining track with, Ab muscular tissues, child fasten, burglar alarm, protection bags with regard to your driver as well as the actual individual along with a fantastic complete good deal more.

one particular supercar could perhaps become. Razor-razor-sharp edges, significant factor air flow consumption options with honeycomb protective handle mask and particularly nicely razor exclusive sword molded LED dependent entrance lights to supply the 2020 Acura NSX an exclusive physical appearance, in spite connected with this particular supercar’s an outside getting to be avant-garde in almost every means.

Read More : 2020 Honda Pilot Plug in Hybrid

Engine Performance

There have been somewhat several rumors advising all of the 2020 Acura NSX can say goodbye towards the electric powered engines. Acura NSX is considered several intervals presently, but we uncertainty something in any respect this kind of as this will take place. Although the GT3 car won’t characteristic the many electric powered engines, this is because a car has got to abide by college guidelines. Considering the fact that of that could, it is ordinarily safe to visualize the Form R is going to be comparable towards the on-going manufacturing 2020 Acura NSX. Count on it to characteristic an equivalent 3.5-liter dual-turbo V6 engine and in addition any equal established of about 3 electrical powered engines. Even so, this time close to with regards to the productivity might be in excess of probably are going to be even closer 655 horsepower and much more than 510 lb-feet of torque. The hit should enable all of the new units to drop less than 3. secs for a late to 60 miles per hour operate.

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