2020 Chevrolet Equinox Redesign, Release Date, Price

2020 Chevrolet Equinox Redesign, Release Date, Price

Many cars SUV that will be present in the year 2020. One of its 2020 Chevrolet Equinox, Chevrolet-made SUVs may be entered into your plan. Many of the changes that will be made available for this car starting from the redesign of interior and exterior. Rumors circulating hybrid models will be available later in the model year 2020, this car will get an awful lot of competition ranging from Mazda CX-9, Honda C-RV, Toyota RAV4, and Subaru Forester.

Interior and Exterior

How about the interior, you will find a spacious and relaxed cabin that will undergo some small modifications and updates as well. This car will probably be capable to accommodate as much as 5 adult passengers because of its two rows of seats, but there may very well be some space issues in regards to cargo spot. Also, it’s been mentioned which you could expect some high-quality leather about the seats in Premium trim degree only. The brand new Equinox ought to supply a 7.2 or an 8.2-inch infotainment touch-screen, depending on the trim level you decide on. It’ll provide some of the hottest high-tech features and connectivity options such as navigation procedure, a premium Bose audio process, satellite radio, Apple Motor vehicle Perform, Android Automobile, Bluetooth. In relation to security methods and driver aid functions, this well-known crossover should really come outfitted using a rearview camera, lane-departure warning, automated emergency braking, blind spot monitoring, rear cross-traffic alert and even more.

Talking about the exterior, the exterior style language with the 2020 Chevrolet Equinox is rather fresh and revolutionary because the supporters had the chance to view some key redesign in 2018 and minor refreshments for that 2019 model. Thus, they shouldn’t be expecting any key improvements or updates regarding search with regards to Chevrolet Equinox. Instead, the upcoming Equinox is still likely to appear like a 4-door midsize crossover which will be riding over the identical D2 platform shared with its cousins Chevrolet Cruze and Chevrolet Volt. Not surprisingly, the brand new Equinox will be much more eye-catching and modern-day than its predecessor, even giving some luxurious capabilities on its top trim level Premium. In addition to Premium, the supporters could have the opportunity to select amongst 3 other ranges – the base L, LS and LT.

Engine Performance

Until finally a fresh generation or new model arrives, this Car will keep its powertrains. Significantly belittled 4-cylinder unit will probably be transported above. It’s 2.5-liter engine having a rating close to 185 horsepower and 170 pound-feet of torque. Other, that was greater acknowledged would be the 3.6 liters and V6 engine unit that creates 300 horsepower and 275 pound-feet of torque. Both drivetrains are mated getting a 6-speed automatic transmission, and the new generation Chevrolet Equinox will probably get delivers for the two with front- or all-wheel drive.

Release Date and Price

Until this time Chevrolet has not issued information about the release date and price of the 2020 Chevrolet Equinox, For those of you who feel curious will this information we recommend to be patient. But we strongly believe the latest generation of Chevrolet Equinox will be present at the beginning of the year 2020. For that price, we also do not have the correct information.

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Lamborghini SC18: Squadra Corse Unveils Their Unicorn

Lamborghini SC18: Squadra Corse Unveils Their Unicorn The Lamborghini SC18 is track-ready but also street legal.  
Customers work with Lamborghini Squadra Corse to design their SC18.
The V12 engine creates nearly 800 horsepower and has a dozen air intakes.
Say ciao! to the SC18, the latest and greatest to roll out of the Lamborghini Squadra Corse shops. Think of it as the road-going version of a dedicated track car, and you’d be half right. Sure, you can drive it on the street, but the SC18 is very, very track-oriented.
A Bone To Pick
Lamborghini Squadra Corse is the Motorsport division of the Sant’ Agata Bolognese firm best known for making cars that go on posters for the bedroom walls of kids (boys, mainly) not old enough to drive.
Yes, Lambo does have the Squadra Corse, but the company doesn’t really race all that much.
This is one of the (major) bones I have to pick with them, but why quibble about that now? Sure, they have a one make series for the well-healed gentlemen racers out there, but that doesn’t really count if that’s the only kind of racing you do.
Testing The Waters
The SC18, designed in-house by Centro Stile Lamborghini, is a one-off road car (the first in the company’s history) that will most likely be a portent of others to come. Yes, it’s “road approved” but Lambo cautions saying it’s “primarily for use on the track.” Which is a polite way of saying it’s harsh, brutish, lacking in comfort and convenience features and, to a chucklehead like me, that makes it even more desirable.
Lambo says the SC18 “paves the way to further personalized development projects for Motorsport customers under the Squadra Corse brand.” So, like I said, this is probably a trial balloon. If people love the Lamborghini SC18, plan on seeing more vehicles in this vein.
Lamborghini SC18. Photo: Automobili Lamborghini.
Dirty Dozen
The aerodynamics package for the SC18 is described as being “extreme.” By the looks of it, they ain’t lying. The air intakes on the hood come from the Huracán GT3 EVO, for example. The sides and rear include fenders, fins, and air scoops inspired by the Huracán Super Trofeo EVO racer.
Hanging off the back end is the “large” (i.e. monstrously huge) carbon fiber wing. It has three mechanical adjustments, so you can tune it for optimal downforce on any given circuit. Lambo also punched in twelve air intakes on the rear deck lid.
They say it’s a way to “increase heat exchange and improve the cooling of the V12 engine.” Which any eagle-eyed, old rail bird will recognize as louvers from back in the hot rod days.
The racer look is finished off by the single nut wheels, 20-inch monsters on the front, and larger, 21-inch monsters at the rear. These are wrapped in Pirelli P Zero Corsa tires. There’s even a telemetry system to measure all aspects of performance on the track.
Related: The Lamborghini Huracán Performante Spyder is all about open-air emotion.
Photo: Automobili Lamborghini.
Snake Pits & Shedding Skin
The SC18 has a top-of-the-line Lamborghini powertrain, bringing the performance of an honest to Ferruccio true racing car to your life. The naturally aspirated 6.5-liter V12 reels out 770 horsepower and a pavement rippling 531 lb-ft. torque. All that power is handled through an ISR (Independent Shifting Rod) seven-speed gearbox. No, I have no idea what an Independent Shifting Rod trans is, and they don’t give away any details.
It does sound like a snake pit gearbox from a pro-stock drag car, but I seriously doubt it’s one of those.
This drivetrain is wrapped in a body that has gone on a serious weight loss program. The entire body is new, made entirely of carbon fiber, and other ultra light materials. The whole shee-bang even drops to a low-ride-er 109 mm of ground clearance. If that doesn’t explain Lambo’s assertion that “road approved but designed primarily for use on the track,” then I don’t know what will.
Photo: Automobili Lamborghini.
This is probably a trial balloon. If people love the Lamborghini SC18, plan on seeing more vehicles in this vein.Click To TweetColor Array
The color is Grigio Daytona with visible “details” and red screen-printing to enhance its sportiness. In layman’s terms, its grey with a trim kit with visible carbon fiber here and there. The interior is all done up in Nero Ade Alcantara with cross-stitching in Rosso Alala. In other words, black suede with red stitching. The seats themselves are carbon fiber bucket units.
Pricing & Availability
Lamborghini doesn’t mention cost, but given what their other factory specials have run, it will probably be comparable to a condo overlooking Central Park (and just as hard to come by).
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. 
Lamborghini SC18 Gallery








Photos & Source: Automobili Lamborghini.



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2020 Infiniti Q50 Release Date, Interior, Redesign

2020 Infiniti Q50 Release Date, Interior, Redesign

The latest news about the best artificial Infiniti sedan will be coming soon for your 2020 Infiniti Q50 will come up with all the updates that will make him one of the best sedans. Acura TLX Type S would be competitors of this car a lot that will be updated on this car, the Interior and the exterior will get most updated and Infiniti this time really will be quite ready to issue this car.

Interior and Exterior

As being a luxurious sedan, the brand new Infiniti Q50 will have an attractive exterior style. Your body dimension and dimension on the 2020 Q50 model will likely be exactly the same because of the past model. But, the approaching Infiniti Q50 will use much better materials for that body. It has the light fat but unyielding. The cabin size might be a little bit larger than the existing Infiniti Q50 model.

In the front with the new 2020 Infiniti Q50, there will likely be some enhancements. The headlights applying the adaptive LED lights can be discovered. It’s going to enable us to acquire a good vision through the evening or in any climate situation. The front grille on the approaching Q50 can have a bigger dimension than the current model. new grille will probably be able to supply additional air to the engine. The font style and design will give the Q50 model a sharp look.

The modifications and enhancements of your Infiniti Q50 exterior design also are often discovered on the back side with the new Infiniti Q50. Using LED taillights for Q50 is actually a need to for this luxurious sedan. The Q50’s muffler also features a great design for the fantastic exhaust method. The Infiniti Q50 exterior style will make you fall in appreciate with this particular luxurious sedan.

The Infiniti Q50 dashboard will have leather and chrome finish to provide it a luxurious design and style. There will probably be a touchscreen display within the new Q50’s dashboard. You’ll be able to use it to control a number of Q50’s options and technologies. The front seat is going to be extremely relaxed, specifically for your driver. The seats are adjustable and very comfortable.

The interior cabin dimension from the Q50 model will be really at ease. The two the driver and passengers will get sufficient area for his or her legs and head. Some present-day attributes can be observed inside the brand new Q50. The most significant matter could be the touchscreen display. It will likely be important to get a luxury sedan to get that attribute. The wireless and Bluetooth also may be uncovered.

Engine Performance

The new engine of Infiniti Q50 will be the V6 engine with 3, 5-liter capability. This engine offered with 335 hp for your output. There is also another choice engine to the diesel engine with 2, two-liter engine that comes with 160 hp. The petrol engine might be offered with automated transmission method with 7 velocities of the level while the diesel will probably be out there with guide process.

Release Date and Price

Many of his circulating information about release date and price of this car may be the middle of creating you’re curious. Until recently the Infiniti has yet to provide information about the release date and price of this car. But if you allow us to speculate we believe that 2020 Infiniti Q50 will be in the release earlier in the year 2020 and later for the price will reach $55.000

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From Very Small To Extra Large: How History Impacts Car Preferences

From Very Small To Extra Large: How History Impacts Car Preferences Looking Back At The Tiny Car Era
Microcars, those automobiles with engines under 1,000cc and holding no more than two people, occasionally re-enter the public’s view. While usually considered curiosities, they have a fascinating history, and were very popular for a time. Car enthusiasts will not soon forget the Peel P50, the world’s smallest car that ceased production in 1965. While only fifty original Peel P50s were made, this style of vehicle has historical significance and is a dramatic contrast to anything we see on streets today.
The Peel’s small production numbers, however, make it an outlier. Many microcars sold in the tens and hundreds of thousands. Before we go further, let’s take a step back and compare the evolution of cars and driving in the United States vs. Europe.
1960s-era advertisement for the Peel P50.
Wide Open Spaces
The U.S. is a large and young country compared to European ones. Our cities and towns are spread far apart. As cars were introduced into commerce, the dirt horse paths did not suffice as motor roadways. These paths were eventually paved, and since land was aplenty, they were also made wide. Gasoline was plentiful and cheap. As people spent more time in their cars, they wanted room for comfort. All these factors conspired to result in the large American motor car.
The birth of the interstate highway system in 1956 and advent of more drivable roads only fueled the desire for Americans to take road trips in their new stylish rides. But for car producers abroad, smaller cars made more sense. European cities and towns are older than U.S. ones by a factor of several millennia. When motorcars first appeared, they had to navigate narrow, windy passages. Fuel was not readily available, and was more expensive. For these reasons, Europeans generally favored smaller vehicles.
This beautiful red BMW Isetta belongs to Richard Reina of CARiD Auto Parts and Automoblog. Richard is fond of taking it to shows and telling attendees about its history.
Bubble Car History
The end of World War II changed everything. European factories had been bombed, and companies struggled to get back into operation. Microcars (also known as “bubble cars”) came about as affordable and safe alternatives to motorbikes. At a time when steel and fuel were still scarce commodities, these bubble cars were an all-weather option for those on a budget.
Post-war Germany was home base for many popular microcars. One of the best-known was the BMW Isetta. Its tiny 300cc engine only made 13 horsepower, but globally, BMW sold 161,000 units. Another favorite was the Goggomobil. Unlike the Isetta, the “Goggos” were available as sedans, coupes, or minivans. A total of 285,000 were made from 1955-1969.
Perhaps the oddest-looking German bubble car was manufactured by Messerschmitt, a company known for their military aircraft production during World War II. With its tandem seating, yoke steering, plexiglass canopy top, and three tiny eight-inch wheels, the ‘Schmitt looked like nothing else on the road.
1964 Messerschmitt KR200 on display at the Autoworld Museum, Brussels, Belgium. With its one cylinder, two-stroke engine and 9.5 horsepower, it could reach a top speed of almost 70 mph. Photo: Carl Anthony for Automoblog.net.
Post-War Tastes
The first iteration of the Messerschmitt was the KR175, and the name “kabineroller” translates directly to “scooter with cabin,” which is an apt description of the vehicle. Messerschmitt improved the KR200 in 1955 by installing shock absorbers on all three wheels in an attempt to smooth out the ride and make for safer travel. About 45,000 of these three-wheel wonders were built.
Consumers in post-war France were also smitten with tiny cars, but many of their smallest microcars were not big sellers. The French preferred “supermini” cars such as the Citroen 2CV (4 doors, 600cc) and the Renault 4CV (4-doors, 760cc), which was the first French vehicle to sell over one million units. Many of these car makers attempted to market their microcars in the U.S. with limited success. Our expansive roadways, covering great distances between destinations, did not favor the small car. In some cases, American car dealers treated these tiny rides as a joke (“Buy a new Cadillac, get a free Isetta!”).
The one exception was the original Volkswagen. While not a microcar per se, it was smaller than anything coming out of Detroit, and a growing number of U.S. buyers gravitated toward it. VW’s success is a story for another time, but even in Europe, as the economy recovered in the years after the war, there was a declining demand for economical and efficient cars.
The GMC Yukon and other similar large, luxury SUVs are a reflection of how tastes have evolved regarding choices in personal transportation. Pictured here is a 2018 GMC Yukon Denali Ultimate Black Edition. Photo: GMC.
Bigger But Better?
In 2018, most of our vehicles in the U.S. are larger than ever, with even the traditional sedan expanding in size. Last year, SUV, van, and pickup sales rose 4.3 percent while overall car sales saw a decline. As a class, trucks comprise about two-thirds of all new vehicle sales. One possible reason as to why big vehicles are now favored could be the boom of millennials, who are beginning to have families and crave space and comfort as they move to the suburbs. Historically cheap gas continues to drive sales, and you won’t hear any complaints from the Big 3 automakers, as their profit margins are much higher on the big trucks compared to compact cars.
As we’ve seen over time, car design directly reflects the broader trends of the era, whether it be an economic boom (or bust), or a shift to a more urban lifestyle. While upsizing seems like a trend that is here to stay, you never know when tiny cars may make their comeback.
Richard Reina is a Product Trainer at CARiD.com and lifelong automotive enthusiast.
Share photos of your favorite tiny cars with us on Twitter.
Cover Photo: 1965 BMW Isetta 300, Carl Anthony.



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Memory Lane: Love At First Flight

Memory Lane: Love At First Flight
I became fascinated with helicopters when I did my military service. Like Radar of M*A*S*H* I was a company clerk, except my outfit was a mechanized infantry battalion, not a medical unit. We would go on exercise and sometimes it involved planes and helicopters. As part of the country’s obligation to NATO, we were shipped for a few weeks to Norway where we took part in war games with other member nations. It was in the middle of winter and cold. I remember waking up in the morning and the five-gallon jerrycan of fresh water was frozen solid.
And it was inside the tent.
Winds of Change
We were in the northernmost part of Norway, near the Swedish and Finnish border. For some reason or other, they needed me to do some clerical work at another location. So, I was flown by helicopter, along with other personnel. It was a Bell 212, or more commonly known as a Twin Huey. It had two engines. Flying through the fjords of Norway, the wind was particularly virulent that day, so much so the pilot considered turning back. The sun was shining and the scenery was spectacular. Even though we bounced quite a bit getting there, I was hooked.
When I left my sales representative job with a major oil company, I attended flight school for my commercial pilot’s license. The training copters were Hughes 300C. Only one had a governor, which meant that when flying the other helicopters, you had to control the flow of fuel manually. The throttle was in the handle of the collective. That’s the stick on the side that allows you to change the pitch of the rotary blades in order to go up and down. The greatest advantage I found with the C version was that it had fuel injection. This meant you didn’t have to play with the carburetor heat all the time.
The course went well and I did my first solo around a dozen hours of flight time. I failed my first written exam, passed the second, and passed my first flight exam. To help us build flight times, the owner of the school would allow us to take a helicopter to fairs or mall parking lots to offer helicopter tours. After obtaining permissions and necessary permits, we were good to go. A section would be cordoned off and one of us would take care of loading and unloading the passengers in a safe manner, which included helping them with their seatbelts. You never wanted anyone to walk toward the tail rotor to be turned into ground meat.
Hughes 300C helicopter. Photo: Michael Bellamy.
Emergency Procedures
I remember one sightseeing flight in particular. This couple is loaded up in the helicopter. The woman was tiny and I don’t think she weighed a hundred pounds. She sat in the middle. The Hughes 300 could fit three people, but the middle seat was small, more suited to a child. Her husband was big and tall. I gave them headsets so we could talk, and I always tried to reassure people about flying in a helicopter, especially if it was their first time. The wife was quiet and not too sure about this since she had never flown in a helicopter. Her husband on the other hand boasted that he had flown many times in Jet Rangers. Those are Bell 206 helicopters with a single engine.
After obtaining permission from air traffic control to take off, I started the tour. Not far from the mall area, there were high tension wires going to a hydro station in the distance. The towers holding the lines were fairly tall, and we had to be at an altitude of 300 feet in order to fly over them. The flight was going well, the day was clear, and the woman was starting to relax. As soon as we flew past the hydro lines, I heard a bang coming from the engine and experienced a sudden yaw of the ship.
The greatest emphasis of learning how to fly is placed on emergency procedures. In the case of helicopters, autorotation is practiced quite a bit. Autorotation is achieved by lowering the collective which disengages the transmission, essentially putting it in neutral. This way, the rotor can spin freely and you control the speed as you descend and flare at the last minute, bring the ship level and land. In this particular case, I could not really autorotate.
Hughes 300C PH-OKE. Photo: Alf van Beem.
Scouting For Locations
There was a four-lane highway ahead. I could not turn around because I was losing altitude and would have had to deal with the hydro lines. There was tall grass all along the side of the highway. And in the distance, there was the hydro station. After I quickly looked at the dials, and realizing the engine was still running, I cranked up the throttle. The needles went into the red, but I didn’t care. It gave me more power and time to find a better place to land a ship that was still going down. Not far from the hydro station was a Toyota dealership. I briefly talked to the passengers in a reassuring manner.
I steered the helicopter toward the parking lot where I could see space on the closest side to us, near a number of new cars parked there. At the edge of the pavement, tall grass was growing. I managed to stretch the flight and land the skids on the pavement. The tail of the helicopter was over the grass. The machine could have flipped over if I had landed in the tall grass since there could have been a depression in the terrain. That’s why I didn’t try to land in the tall grass adjacent to the highway.
The couple had been accompanied by another couple who were going to take the tour next. They saw we had gone down, so they made their way to the Toyota dealership. We hadn’t even landed and the husband was clawing his way out, scrambling to find the door handle. I think he was halfway to his friend’s car by the time the main rotor had stopped turning. The wife was still sitting beside me. She turned to me and said, “that’s what a helicopter engine failure is like?” I replied “yes” without wanting to go into other details. Then she smiled and said, “I’ll fly again.” We reimbursed their fare and I explained to the dealership owner what had happened. He was mowing the lawn in front of the sales office, wondering why a helicopter had landed on his car lot.
Safe & Sound
I called the office to explain the situation and the mechanic showed up at about the same time as a flat bed truck. They removed the blades and loaded up the helicopter. It had not suffered a scratch, nor was a Toyota dinged, but more importantly, nobody was hurt. Every 1,200 hours, the Franklin engines on those helicopters have to be overhauled. This particular engine had 1,165 hours. Because I was fresh out of flight school, I was able to put my training to good use. It turned out that one of the valves got stuck in the cylinder and was smashed by the piston. With the loss of compression, the engine was running on only 3 cylinders, not enough to keep the helicopter aloft with three people onboard.
I flew a few more times professionally. Things like marine survey, taking Santa Claus to the mall, and flying over parks with a ranger to catch poachers. Returning from a park gig one time I got lost, even with a map on my lap. It was dusk. Nearing a small town, I flew low knowing there would be a sign at the entrance to tell folks where they were. Sure enough, the name of the town was on a sign and I was able to get back to my map and make it to base. That was in the early 1980s. They said it was a recession, but it was more like a depression, for those who recall. A lot of companies cut on expenses, such as hiring helicopters. I had to find another source of employment; that of chauffeur to government officials.
1982 Rotorway Scorpion Two. Photo: Michael Bellamy.
Common Ground
Helicopters and automobiles do have one thing in common: gasoline engines. Same thing with my 40-year-old snowblower. It has an 8 horsepower Briggs & Stratton engine. I finally treated it to an electronic ignition coil to replace the points and condenser. The Hughes 300 helicopters were powered by Franklin horizontally opposed 4-cylinder engines developing 190 horsepower. Franklin engines have been around since 1902 and still power a lot of small helicopters. It even powered the Tucker 48 until, it is rumored, other car manufacturers and a certain Senator ganged up on the Tucker Corporation and they were forced to stop production.
Briggs & Stratton have been around since 1908. Steven Briggs and Harold Stratton wanted to build a gas-powered vehicle and ended up manufacturing small engines for all sorts of applications. They are the world’s largest producer of small gasoline engines. It is certain that you or one of your neighbors have a machine that is powered by a Briggs and Stratton engine.
I simply find engines interesting. I once flew a Rotorway Scorpion II home-built helicopter. It had an Evinrude engine in it. It came with the kit. From gasoline engines for cars, trucks, and tractors, to gasoline engines for your generators, four-wheelers, snowmobiles, Sea-Doos, lawn mowers, and snow blowers; to engines for boats, planes, and helicopters, I for one, am very grateful for gasoline engines.
Michael Bellamy is the author of our Memory Lane series. He enjoys driving his 1997 Lincoln Mark VIII LSC and 2003 Dodge Dakota. 



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2017 Jeep Compass Trailhawk 4X4 Review

2017 Jeep Compass Trailhawk 4X4 Review  

Adventure seekers will want to take a look at the 2017 Jeep Compass Trailhawk. It’s a less expensive way to get something with the more expensive looks of the Jeep Grand Cherokee, plus it comes trail-ready with lots of off-road capability. Jeep says the Compass Trailhawk has 30-degree approach, 24-degree breaker, and 34-degree departure angles. It even has the ability to ford up to 19 inches of water without drowning.
This week, we drove the 2017 Jeep Compass Trailhawk 4X4.
What’s New For 2017 & 2018
The Jeep Compass was all-new for 2017. The vehicle’s redesign included new powertrains and transmissions, updates to the Uconnect system, and the use of FCA’s “small wide 4×4 architecture.” 2018 Jeep Compass Limited models now offer a 4×2 driveline configuration.
Features & Options
The 2017 Jeep Compass Trailhawk 4X4 ($28,595) comes standard with foglights, 60/40-split folding rear seatbacks, a tilt/telscoping steering wheel, Bluetooth phone and audio connectivity, and a six-speaker sound system with a CD player, satellite radio, USB port and auxiliary audio jack. It also comes with push button start, rear backup camera, and power outside mirrors. It comes fitted with an off-road suspension, rear tow hooks, Jeep’s Selec-Terrain system, and front and rear skid plates for better off-road performance.
This tester came with options like the Cold Weather Group ($645), complete with heated front seats and a heated steering wheel; Lighting Group ($895), Safety Group ($795), Navigation ($895), power 8-way driver’s seat ($645), and power liftgate ($495). Total MSRP including destination: $34,060.





Interior Highlights
The front seats are comfortable and adequately supportive for longer drives into the high country for weekend excursions. The contrasting back/red leather interior combo looked good on our Compass tester. There’s enough room up front for taller adults, but rear legroom is tight for this class, although perfect for kids. In terms of infotainment, the 8.4-inch Uconnect interface found in most Jeep and other FCA models is user-friendly.
This Compass Trailhawk came with cold-weather extras like heated seats, heated steering wheel, and windshield de-icer to keep things clear for those winter trips. With the sloped cabin design, visibility is fairly good in all directions and the rear park assist feature, rear view camera, and blind spot alerts are definitely helpful.
You’ll find enough cargo space in the back for carrying a big cooler, sleeping bags, and other camping gear with the rear seats up. The 27.2 cubic feet of cargo room is more horizontal, so you won’t block the rear window. It’s dog-friendly too, if you want to take your four-legged friends along. 





Engine & Fuel Mileage Specs
The Jeep Compass Trailhawk is powered by a 2.4-liter, four-cylinder Tigershark engine that pumps out 180 horsepower and 175 lb-ft. of torque. This off-road model comes with a 9-speed automatic transmission. It works in concert with the vehicle’s Active Drive Low 4X4 system (20:1 crawl ratio) and Jeep’s Selec-Terrain system. The Selec-Terrain modes include Snow, Sand, Mud, and exclusive to the Trailhawk, a Rock mode. The Compass Trailhawk has an EPA-estimated fuel mileage rating of 22/30 city/highway and 25 combined mpg.
Driving Dynamics
All of our driving in the Jeep Compass Trailhawk was done at altitude, so factor that in if you live below 5,280 feet. In fact, most our driving was done between 6,500 and 8,500 feet. The Trailhawk is good for commuting in nasty weather and has the ability to get you out of sticky situations when winter strikes. The Trailhawk also comes with Hill-Descent Control and 17-inch Falken all-terrain tires.
In the city, the shorter wheelbase makes for easy maneuvering on tight streets and when parking. The safety aids helped keep us from any mishaps. Even with the Trailhawak’s off-road suspension, it offers a relatively smooth ride on the highway, thanks to its more aerodynamic shape.
We took it up a twisting canyon road west of Denver and felt confident in the vehicle’s ability to remain fairly composed at the posted speed limit. There seemed to be enough power, but we were not carrying cargo or gear. Coming up I-70, we found the 2.4-liter powerplant lacking as we tried to pass slower traffic. We pushed hard on the gas and it took time to build up speed. 
Conclusion
The 2017 Jeep Compass Trailhawk 4X4 is designed for adventure seekers who want to get away and enjoy the outdoors. And if you don’t load up on all the available options, it’s a less expensive way to have your cake and eat it too. Overall, the Trailhawk’s best attributes are used off-road where it will take you just about anywhere you want to go.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
Jeep Compass Trailhawk Gallery



































Jeep Compass Official Site.
Photos: FCA US LLC.



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Volvo’s Skövde Plant Establishes Climate-Neutral Manufacturing

Volvo’s Skövde Plant Establishes Climate-Neutral Manufacturing Volvo Cars’ engine factory in Skövde, Sweden has become the automaker’s first climate-neutral manufacturing facility. The news was announced by Volvo this week, although the plant switched to renewable heating on January 1st. According to Volvo, Skövde will serve as a significant step toward the company’s vision of establishing climate-neutral manufacturing globally by 2025.
“Improving energy efficiency is our first priority and then, for the energy we need to use, we aim for supplies generated from renewable sources,” explained Javier Varela, Senior Vice President of Manufacturing and Logistics, Volvo Cars.
Sustainable Efforts
A new agreement between Volvo Cars and the local provider ensures all heating supplied to the facility is generated from waste incineration, biomass, and recycled bio-fuels. The electricity supplied to Skövde has come from renewable sources since 2008. A similar approach was taken at Volvo’s facility in Ghent, Belgium in 2016, where a special heating system was implemented saving 15,000 tons of C02 per year and ultimately reducing carbon emissions by 40 percent.
“Environmental care is one of our core values,” said Stuart Templar, Director for Sustainability, Volvo Cars. “Along with our plan to electrify all new Volvo cars launched from 2019, climate-neutral manufacturing operations will significantly reduce our overall carbon footprint, supporting global efforts to tackle climate change.”
“We will continue to work actively with our energy suppliers in all regions to secure further access to renewable energy for our manufacturing plants,” Varela added.
Extensive History
In general, Skövde is among only a few climate-neutral automotive plants in Europe. Volvo has utilized the facility since 1930 to manufacture engines, although the Sköfvde foundry and mechanical workshop was established much earlier in 1868 by John G Grönvall. The foundry produced frame saws, iron stoves, and turbines, later moving to engines in 1907. Today, the facility employs nearly 3,000 people.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He 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.





Photos & Source: Volvo Car Group.
 
 



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DB11 Volante: Aston Martin Makes A Pretty One

DB11 Volante: Aston Martin Makes A Pretty One

Oh you pretty thing . . . British design can be so frustrating. On the one hand, you have things like the Supermarine Spitfire and the Jaguar E Type and anything Sir Christopher Wren designed. On the other, you have stuff like the Ford Anglia and that MI6 Building.
The brand new Aston Martin DB11 Volante is definitely one of the former.
Shaken, Not Stirred
Aston Martin, purveyor of cars to likes of James Bond, refers to its convertibles as Volantes. And the car we are looking at here, the DB11 Volante, is indeed the drop-top version of last year’s DB11 Coupe. Unlike the Coupe, there is no V12 engine available in the Volante. Some will bemoan this loss, but I am not one of them. Although the V12 plant is very impressive, the engine found under the Volante’s hood provides for a lighter package, meaning the convert will be more nimble and responsive. Said plant is a new 4.0-liter twin-turbo V8 that cranks out 503 ponies.
The mill sits within an all-new bonded aluminum structure the Volante shares with the DB11 Coupe, minus the roof and such. The DB11 Volante is lighter and more rigid than the model it replaces and offers a much broader envelope of abilities, greater levels of performance and handling, and all that typical British character, refinement, comfort, and interior space Aston Martin is known for.
Photo: Aston Martin The Americas.
Performance Tech
That small block V8 is hooked up to and integrated with a whole slew of computer controlled subsystems and powertrain elements to make the Volante a grand tourer with some serious performance abilities. For example, there are 3-stage powertrain and chassis modes that operate harmoniously with the 8-speed automatic transmission, the electric power steering, and the dynamic torque vectored limited-slip differential. Aston Martin says this allows the Volante’s driver to “tailor its behavior in a way that best suits the road, weather conditions or their mood.”
Or, as I would put it: “There’s enough drivetrain nannies, chassis tuning, and fail-safe gizmos that will prevent you from spinning this thing into a ditch and scarring up its pretty face.”
Sounds like a fair deal.
Styling & Design
The DB11 Volante has the same single-piece aluminium bonnet (that’s “hood” to those of us that speak American) found on the DB11 Coupe. It has the same “Curlicue” styling bit, which I quite like; wonderful integration with the wheel well and it helps with air extraction to boot. Other styling touches include wood or carbon fiber veneer panels on the seat backs, a tailored fabric top in a choice of Bordeaux red, black silver or grey silver, “light blade” taillights, and new forged alloy wheels. Aston Martin says the end result is “breathtakingly sleek and athletic” and I am not going to argue with them.
Photo: Aston Martin The Americas.


Topside Testing
That fabric roof sounds like it’s a cross between a Savile Row suit and the mainsails from the HMS Ark Royal. It’s an all-new, 8-layer cosset design so the occupants are snug and dry from the extremes of weather and wind; it folds up into a class-leading, stack height at the touch of a button. Hit that button and 14 seconds later, the roof is down. Hit the button again, and in 16 seconds the top is up. You can also raise or lower the roof remotely from the key while moving at speeds up to 31 mph.
And the cherry on top is you get a 20 percent increase in trunk volume compared to the previous model.
The roof can take a pounding too. They ran it through more than 100,000 test cycles in special weather chambers designed to simulate atrocious conditions; they compressed 10 years of use into one month of testing, and drove prototypes of the thing around Death Valley and the Arctic Circle.
Pricing & Availability
They sum it up like this: “Engineered to be the most advanced and complete open-top Aston Martin ever built. Styled to put its rivals in the shade and honed to achieve a fine balance of ride, handling, responsiveness, and refinement, the DB11 Volante is dedicated to delivering a new dimension of driving pleasure.”
Which all sounds like a serious throwdown to the likes of, let’s see, who is the competition here? Jaguar, naturally. Also various German drop-tops – big BMWs, Mercedes-Benz and the like. The Italians don’t make convertibles like this, or at least Ferrari doesn’t. And let’s face facts here, nothing the Americans, French or Japanese make are even in the same league.
And what league are we talking about? The league that will run you the cost of a suburban home to get into. The price for the Aston Martin DB11 Volante starts at $216,495. Which is, obviously, a lot of money. Does all that work for you? If it does, then get down to your Aston Martin dealer by the first quarter of 2018 because that’s when the DB11 Volante is scheduled to show up.
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.
Aston Martin DB11 Volante Gallery




















Photos & Source: Aston Martin The Americas.



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New General Motors Platform Addresses Transportation Challenges

New General Motors Platform Addresses Transportation Challenges


General Motors is diving headlong into several high-tech futures simultaneously. Autonomous vehicles, fuel cells, logistics simplification, even natural disaster relief. What I notice here is GM putting all this on the back of a semi-old idea of theirs: The flexible fuel cell platform.
In 2002, GM had this show car, but the whole thing wasn’t about the car itself, but the de facto chassis it was riding on. They called it “the skateboard” because that’s what it resembled: A huge, lowered platform with wheels at all four corners.
Essential Foundations
The deck of the skateboard formed the unified chassis and the fuel cell workings. There were electric motors at each wheel, powered by the energy the fuel cell produced, and here’s the beautiful part: you could mount any number of different bodies on it. To a company like GM, who wants to make their products as efficiently as possible, this is still perceived as a stroke of genius.
The bottom line is this: You make the skateboard chassis that contains all the running gear. You make them by the millions, literally millions of them, and the unit costs drop like an anchor without a chain. Then you can attach whatever body you want to that running gear, and the vehicle will still “work.” You need to produce a bunch of minivans? No problem! Just lengthen the skateboard a little, and you’re all set. Want an electric Corvette? Simple, shorten the whole thing, “tune” the software for more performance, and you’ve got a new Corvette. Pickup trucks, family sedans, delivery vans, cop cars: No problem! They’re all the same underneath.
Photo: General Motors.
General Solutions
Like I said, GM has been fixated on this theoretical concept for a while, and when growing needs (green efficiency, autonomous vehicles etc.) are coupled to a slew of growing possibilities (increasing capabilities with computer processing power, miniaturization of sensor suites and such), GM has a perfect opportunity to combine all of them into one big package, and be all things to all buyers. This is, in my estimation, the Holy Grail for GM. Why, it’s even right there in their name: General Motors. “What we do, generally speaking, is get you and/or your stuff from point A to B.”
I have long felt GM has been wanting, for decades, to be to transportation what Xerox is to photostatic copying and Kleenex is to blowing your nose: The generic answer to everyone’s transportation needs. “Hand me a Kleenex, will ya?” “Xerox me some copies of this report, will ya?” “I got to get to the airport, call me up a GM, will ya?” To some degree, GM already has this with Cadillac. “Well, sir, I can assure you, this is the ‘Cadillac’ of vacuum cleaners.”
And the funny thing is, with GM’s latest swing they call SURUS, they might be able to achieve that with all their brands, not just Cadillac.
The SURUS commercial platform leverages over 50 years of research and development in fuel cell technology by GM. The scalable and adaptable technology enables land, sea, and air applications across commercial and military environments. Photo: General Motors.


Combined Approach
SURUS stands for Silent Utility Rover Universal Superstructure, and GM aims to use the platform to solve some of the toughest transportation challenges brought up by natural disasters, global conflicts, and otherwise complex environments. The Detroit-based company showed off the flexible fuel cell electric platform with its autonomous capabilities at the fall meeting of the Association of the United States Army (AUSA) recently.
This is very smart of GM. If they can make SURUS work in a military environment, then they should be able to adapt it into a platform for everyday use. If they can make it work in the middle of a desert, or the middle of a jungle, then it should work everywhere.
SURUS pulls together GM’s newest Hydrotec fuel cell system, autonomous capability, and various truck chassis components for high-performance, zero-emission power. The combination is meant to reduce logistical problems and lessen human exposure to harm. In other words, GM wants it to run for a long time, make little to no noise, withstand getting shot at, be able to take a beating, and drive on its own, with nobody getting hurt. Benefits include easy field configuration for a variety of uses, instantaneous high torque from the EV motors, “exportable power generation” so you can power stuff back at camp, water generation (the main “pollutant” from fuel cells is pure water), and quick refueling times.
A rendering of the SURUS platform as an ambulance to show the number of possible flexible fuel cell applications. Photo: General Motors.
Endless Possibilities
And that’s not just speculation on my part. GM states flat out “SURUS was designed to form a foundation for a family of commercial vehicle solutions that leverages a single propulsion system integrated into a common chassis.” While working on the military version, GM is also working on versions that are utility trucks, mobile and emergency backup power generation units, flexible cargo delivery systems (Hello UPS! Hello Amazon!), and commercial freight delivery vehicles. GM is also evaluating military configurations for SURUS and how the platform can be applied to light- and medium-duty trucks.
If General Motors can extrapolate this platform onto our roads, who is really going to notice? Us, the gearheads of this world. Sure, if you’re a minivan buyer or agonizing over which shade of beige to get for your Impala, a common drivetrain platform won’t mean much to you. But would you accept that same drivetrain on a new Corvette? I dunno, man . . . but then again, maybe this will allow The General more flexibility? Maybe they can crank out that mundane stuff for everyone else, and still keep Vettes and other factory hot rods powered by real internal combustion engines?
Performance exclusivity for us gearheads, predictable transportation for everyone else? Works for me!
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.
GM SURUS Platform Specifications
Four-wheel steering
Advanced suspension
Gen 2 fuel cell system
Autonomous capability
Lithium-ion battery system
GM truck chassis components
Two advanced electric drive units
State-of-the-art propulsion power electronics
Hydrogen storage system with over 400 miles of range
GM SURUS Platform Gallery








Photos & Source: General Motors.



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