Automotive

Audi RS 6 Avant: Powerful Wagon On Its Way To The USA

Audi RS 6 Avant: Powerful Wagon On Its Way To The USA The forthcoming RS 6 Avant is the next model in the Audi Sport lineup.
A turbo engine and an adaptable suspension are among the performance features.
Audi says the wagon delivers exhilarating driving dynamics and everyday functionality.
Wagon fans who fancy under-the-hood muscle have reason to celebrate. The Audi RS 6 Avant is coming to the United States, according to the automaker. Audi is promising the stars but hoping to deliver the galaxy with the high-performance wagon, which represents the latest chapter for the Audi Sport brand.
“Throughout our 25-year RS history, the Audi RS 6 Avant is one of our absolute icons with a large global fan base,” explained Oliver Hoffmann, Managing Director of Audi Sport GmbH. “As such, we will be tapping into a new market with huge potential and generating further growth.”
Audi Sport: A Quick History
The Audi Sport brand was launched during the 2017 New York International Auto Show. At the time, Audi explained how it would represent their best in track-tested performance, promising eight new models over the next two years for the U.S. alone. Audi aficionados might recall how this division was formerly called quattro GmbH; being inspired by Motorsport hallmarks like the historic Auto Union Silver Arrows and Audi’s own quatto all-wheel drive technology on the rally circuit.
Audi Sport – which exists alongside the automaker’s R and RS models – now extends to corporate Motorsports, customer racing, and performance parts. One of their latest introductions, the 2019 TT RS, is incidentally one of our favorites.
Audi RS 6 Avant. Photo: Audi of America, Inc.
Audi RS 6 Avant: Styling & Design
The exterior consists entirely of RS-specific parts and communicates a new chapter in what Audi dubs as RS design language. The body is wider now (about 1.6 inches on each side) and accented further with special wheel arches and fender flares. The RS 6 Avant is all about the details in the styling department too. For example, the gloss-black Singleframe grille includes a three-dimensional, RS-specific honeycomb structure. At the rear, the RS-style bumper includes a rear diffuser just above the oval chrome exhaust tips. The roof edge even receives its own spoiler.
On the inside, it’s a tech haven with the new MMI touch response system and Audi’s virtual cockpit. The latter displays information on tire pressure, power output, engine oil temperature, boost pressures, lap times, and g forces.
Audi RS 6 Avant. Photo: Audi of America, Inc.
Power & Performance: U.S. Specs Still Forthcoming
At the heart of the Audi RS 6 Avant is a 4.0-liter, twin-turbo V8 and an eight-speed Tiptronic transmission. While U.S. specs are forthcoming, Audi says to expect nearly 600 ponies and 600 lb-ft. of torque from the turbo plant. The RS 6 Avant will hit 62 in 3.6 seconds and reach a top speed of 155, according to Audi. Helping achieve the high speeds are the transmission’s optimized shift points and Audi’s signature quattro permanent all-wheel drive system.
The quattro sport differential actively splits torque between each of the rear wheels, but can direct nearly all the torque to just one wheel. This enhances handling and cornering ability, be it on a curvy highway or track. Audi put a high priority on the steering, developing a new power-assist system they say provides precise feedback.
The RS 6 Avant offers six different drive modes: comfort, auto, dynamic, efficiency, and the individually-configurable RS1 and RS2 modes. The characteristics of the engine, exhaust, transmission, steering, and suspension change accordingly.
The quattro sport differential actively splits torque between each of the rear wheels. Photo: Audi of America, Inc.
Suspension Tech: A Really Cool System
The Audi RS 6 Avant receives a suspension of the adaptive air variety with different modes. An RS sport suspension with Dynamic Ride Control is also available; and the design is pretty cool. Drivers can adjust the single-tube dampers in three stages. From there, hydraulic lines and a central valve link the diagonally-opposed shock absorbers. While taking corners, Audi says the valves “regulate the oil flow in the shock absorber of the spring-deflected front wheel at the outside of the curve.”
The feature, according to Audi, helps reduce pitch and roll in the interest of better handling.
Audi RS 6 Avant: Pricing & Availability
The Audi RS 6 Avant will arrive in the U.S. next year. Before long, Audi says they will announce exactly when customers can begin placing orders. Pricing was not disclosed.
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 going back to school, he simultaneously held product development and experiential marketing roles in the automotive industry.
Audi RS 6 Avant Gallery

Photos & Source: Audi of America, Inc.

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Ford Ranger FX2 Shows New Trends In The Truck Market

Ford Ranger FX2 Shows New Trends In The Truck Market The Ford Ranger FX2 offers new styling elements and performance-oriented features.
FX2 buyers among the growing number wanting more personalized options for their truck.
The two operative words here are “sporty” and “style.” That’s what you will be getting if you plunk down the cash for the FX2 package on your new Ford Ranger. It’s not going to turn it into a sports car, only give you a more sporty look; and it’s not going to get you climbing up the slopes in Moab; it’ll only give you a more off-road panache. But given the market Ford is aiming for here, it should be right on the mark.
Here is a look at the new Ford Ranger FX2.
Why Are Customers Ordering The Ford Ranger FX2?
The FX2 Package can be added to any two-wheel drive Ford Ranger. Why, you might ask, would anybody want a jazzed-up, non-4×4 pickup? Ford has a simple and direct answer. They’ve noticed more customers are prioritizing truck customization and capability options, so Ford is hoping to get new buyers in the Ranger camp by offering them some of these options in-house. Basically, Ford is trying to get ahead of the game.
“We’re seeing sales trends that tell us to grow Ranger’s capability and appearance options even further,” said Chad Callander, Ford Ranger Consumer Marketing Manager. “The FX2 Package is a result of us listening to our customers and what they’re demanding from their trucks.”
Ford Ranger FX2. Photo: Ford Motor Company.
What Is The FX2 Package?
Everything rides on your choice of 17- or 18-inch wheels with off-road tires for a start. The Ranger FX2 Package adds tougher styling cues and capability upgrades like an electronic-locking rear differential and an off-road-tuned suspension. Like Ford’s FX4 trucks, the Ranger FX2 includes a front underbody guard and an off-road cluster screen inside. Essentially, it’s the stuff normally found on the 4×4 Rangers, now with the two-wheel drive offering.
“FX2 expands Ranger’s options for customers who want tough, off-road style with the functionality of a locking differential but don’t need four-wheel drive,” said Brian Bell, Ford Ranger Marketing Manager. “This is another way our customers can personalize Ranger to match their lifestyle while getting a great value.”
That front underbody guard joins an “air dam-delete” for more of an off-road look and even some merit. I mean, that’s pretty much a gimme. Who is going to put an air dam on something that might (possibly) (could) (maybe) go off-road? With the FX2 Package, when you run out of blacktop, the off-road cluster screen shows you such handy info as pitch, roll, and yaw in real time.
A front underbody guard and an air dam-delete help shield the chassis and improve approach angles. Photo: Ford Motor Company.
A Package Deal
Ford says two out of three Ranger buyers opt for extra personalization options. This includes the Sport and STX Appearance Packages, both offered on the Ranger. By contrast, only one in three select the FX4 Off-Road Package, yet more than half opt for the Trailer Tow Package, also available for the FX2 trim. There are, of course, more than just these options to choose from, but it seems looks are everything these days. The new Black Appearance Package, for example, offers (surprise!) black accents and high-gloss black wheels. The Chrome Appearance Package ditches the subtlety for chrome body accents and bright chrome wheels.
Related: Is an aftermarket warranty right for your Ford truck?
Under The Hood
The new Ranger undergoes the same rigorous testing process as its bigger brother, the F-150. Like Ford’s best-seller, the new Ranger uses a high-strength steel frame and an EcoBoost engine, which creates 270 horsepower and 310 lb-ft. of torque. When properly equipped, the 2019 Ford Ranger has a 7,500 lbs. towing capacity and a payload capacity of 1,860 lbs.
Photo: Ford Motor Company.
Pricing & Availability
The new Ford Ranger looks like an affordable, rugged, and maneuverable pickup. And who knows, maybe this new FX2 package will be the perfect partner for any adventure you dream up. It’s not a super expensive add-on either, coming in at $595. The Ford Ranger FX2 can be ordered now with deliveries expected late this year. Starting MSRP for the 2019 Ford Ranger is $24,300 in XL trim; $28,120 for the XLT, and $32,390 for the top-end Lariat.
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.
Ford Ranger FX2 Gallery

Photos & Source: Ford Motor Company.

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2012 Aston Martin Vantage Carbon Black 2012 Aston Martin V12 Vantage Carbon Black

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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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