Automotive

Jeep Electrifies Renegade & Compass With Plug-In Hybrid Powertrains

Jeep Electrifies Renegade & Compass With Plug-In Hybrid Powertrains The Jeep Renegade and Compass are going green in 2020.
However, Jeep isn’t exactly jumping on the typical EV bandwagon.
Both plug-in hybrids feature a revolutionary electric all-wheel drive system.
Jeep found a better way to make a lasting impression at the Geneva International Motor Show recently. The brand unveiled two new plug-in hybrid versions of the Jeep Renegade and Compass for all the world to see.
Yes, you read that right.
After dominating last year’s headlines with the all-new Gladiator pickup truck, Jeep is taking a different route. I never thought I’d get a chance to say this. But soon, you can order a new Jeep Renegade or Compass with a plug-in hybrid powertrain.
But wait! Before you storm FCA’s headquarters with pitchforks in hand, listen up.
Capturing A Slice of The Growing EV Market
Jeep and Fiat-Chrysler Automobiles (FCA) are on a roll. FCA reported a 14 percent increase in U.S. sales for 2018. The Jeep brand enjoyed a 17 percent increase in sales alone. The Jeep Wrangler, in particular, is a best-seller with 240,032 units sold.
Believe it or not, this has something to do with the rugged, go-anywhere appeal of Jeep vehicles. Mind you, other SUVs are faster, more comfortable, and have more usable space. However, only a select few can offer the clobbering off-road abilities of a Jeep. And a Jeep like this won’t cost more than a loaded midsize sedan.
Naturally, the next step is to go green. In this ever-changing automotive landscape, it’s either go green or go bust. Who would have thought a Jeep would come with an electric motor and battery pack straight from the factory? This is not a surprising move. In fact, Jeep is doing the right thing. If the brand wants to capture a slice of the growing EV market, something needs to be done instead of just harking back to the past.
But rather than jumping straight onto the EV bandwagon, Jeep made the wiser move by engineering a brilliant plug-in hybrid powertrain for the most affordable vehicles in their lineup: the Renegade and Compass. Consider this for a second: both the Jeep Renegade and Jeep Compass have low base prices of $18,000 and $21,000 respectively. Throw in an electric motor and battery pack, raise the base price by $3k to $5k, and you got yourself an eco-friendly, off-road capable, and affordable plug-in hybrid electric vehicle (PHEV).
Still not convinced? Wait until we get to the juicy parts.
Jeep Compass PHEV. Photo: FCA US LLC.
Evolutionary Powertrain
Jeep remains tight-lipped on battery specifications, but the new Renegade and Compass PHEV promise to deliver high power and long range. Similar to other PHEVs, the battery pack is rechargeable from an external power outlet. Both vehicles will have a pure electric range of approximately 31 miles (50 kilometers) and an electric top speed of 80 mph (130 kph).
The electric motor works in unison with a new 1.3-liter turbocharged gasoline motor. Power output for the Jeep Renegade PHEV is around 190 to 240 horsepower. The Jeep Compass PHEV is good for 240 horsepower as well. The result is zero to 60 mph in around seven seconds for both the Renegade and Compass.
Considering a 2017 Jeep Compass Sport 4×4 only musters a zero to 60 time of 8.4 seconds, while a Jeep Renegade 2.4 Sport 4×4 does the same in nine seconds, the PHEV versions offer faster acceleration, better engine response, and cleaner CO2 emissions.
Photo: FCA US LLC.
Related: On the road (and off the road) with the 2019 Jeep Cherokee Trailhawk 4×4.
New Electric Drivetrain: Off-Road Capable
What good is a Jeep if it can’t hack it off-road? Fortunately, the Jeep Renegade and Compass PHEV come with an entirely new electric all-wheel drive system or eAWD. This is the kind of stuff you can find on the Audi e-tron SUV. But since the Audi is a full EV, Jeep threw in something different for the PHEV versions of the Renegade and Compass.
Torque in the rear axle comes courtesy of the electric motor (in the rear of the vehicle) while the front axle is turned by the turbocharged gasoline motor. Due to this setup, there is no need to employ a propeller shaft.
As an added bonus, the torque between the two axles is controlled independently as you forge over rocky terrain or snow-covered roads. The eAWD system will not only benefit you off-road, but on the daily drive as well. But since a fully-charged battery pack is good for 31 miles of pure-electric driving, you can tackle the most extreme off-road trails in total silence. And you can do it while basking in the rugged appeal of your Jeep Renegade or Compass.
Photo: FCA US LLC.
As an added bonus, the torque between the two axles is controlled independently as you forge over rocky terrain or snow-covered roads. #JeepClick To TweetPricing & Availability
The new Jeep Renegade and Jeep Compass PHEV will arrive at Jeep dealers in early 2020. Pricing is yet to be announced for either vehicle. If you want to experience hybrid technology in a Jeep, the Wrangler with the mild hybrid eTorque system is available now.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.
Jeep Renegade Plug-in Hybrid Gallery

Jeep Compass Plug-in Hybrid Gallery

Photos & Source: FCA US LLC.

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2019 Toyota Camry Receives Updates Across The Board

2019 Toyota Camry Receives Updates Across The Board The Camry, one of Toyota’s best-selling cars, soldiers on with new updates for 2019.
Toyota’s Safety Sense P suite provides a number of advanced driver-assistance systems.
Three powertrain choices are available, including a hybrid with an updated Power Control Unit.
If you’re looking for a car that is the automotive equivalent of a manila envelope stapled to a beige wall, then the new 2019 Toyota Camry is for you. Oh sure, Toyota seems to be serious when they say the Camry has an “Exciting Style” and “Sport Performance” but I’m not ready to believe them. This is a Camry after all. This is solid, dependable, reliable transportation.
Fun and excitement and sportiness have no real place here.
That isn’t a bad thing, per se. If someone were to say that about the latest Porsche, it would be terrible news. We’re talking about Toyota’s bread and butter, middle of the middle-of-the-road vehicle here. In this realm, lack of personality is a good thing. And, in this realm, the latest Camry is packing. Even with its new on-board tech, it gets great gas mileage and is still as reliable as an anvil.
Styling & Design: Some Sporty Elements
The 2019 Toyota Camry carries over the same body design as last year, so there’s not really much to talk about on the styling front. It’s still somewhat sharper, a little wider and lower than you’d first expect, but no one is going to mistake this for an Alfa Romeo Giulia. The SE and XSE are the sportier versions with special rocker panels, 19-inch machined-finish alloy wheels (standard on XSE), a subtle rear spoiler lip, more aggressive front bumper, and a rear bumper with a lower diffuser.
2019 Toyota Camry XSE. Photo: Toyota Motor Sales, U.S.A., Inc.
Interior Treatments
Likewise the interior has been tarted up here and there, but the main improvements are to the displays, infotainment, creature comforts and the like. And yet again, when you look at what you get in this arena, the Camry comes in as a great value. The passengers, and most importantly, the driver, receive information through three displays: a 10-inch color Heads-Up Display (HUD); a seven-inch multi-information display within the instrument cluster itself, and an eight-inch audio/navigation/HVAC control panel integrated into the center console.
Toyota says it’s all intuitive in how it operates, and I assume they’re right, because they better be right. Steve Jobs made intuitive operation a by-word of modern day living, and people are used to it now, so Toyota better deliver.
Related: Camry and Avalon get the TRD treatment for 2020.
Further Emphasis On Technology
The new Camry gets the latest Entune 3.0 multimedia system, with Apple CarPlay compatibility and Amazon Alexa. Four-cylinder and hybrid models come with Entune 3.0 Audio, Toyota’s App Suite, and Scout GPS Link. The audio end includes an optional JBL system (nine speakers plus a 10.1-inch subwoofer) complete with Clari-Fi. Toyota describes Clari-Fi as something that “un-compresses” music to help restore an audio track’s dynamic range.
Speaking of dynamic, Camry V6 models offer a Dynamic Navigation system with wireless map updates and over-the-air map downloads for recently added roads and points-of-interest.
There is also Remote Connect, which gets you a remote start and door unlock capability, vehicle status notifications, a guest driver monitor (I bet this is for you nervous parents out there), and a vehicle finder. Service Connect provides up-to-date information on fuel levels, maintenance alerts and that sort of thing. Wi-Fi? Why yes, there’s Wi-Fi Connect powered by Verizon, so you can hook up five mobile devices.
Introduced in Japan in 1982, the Camry was Toyota’s first mass-produced vehicle with a transverse engine layout. Photo: Toyota Motor Sales, U.S.A., Inc.
Safety & Security
Would you expect the latest Camry to look the other way on safety measures? No, you wouldn’t, and here we are treated to a buffet of safety goodness. There’s the Pre-Collision System with Pedestrian Detection, Dynamic Radar Cruise Control, and Lane Departure Alert with Steering Assist. There’s a Blind Spot Monitor, Rear Cross Traffic Alert, Intelligent Clearance Sonar, and a Rear Cross Traffic Braking system.
Other safety measures include 10 standard airbags, Toyota’s Star Safety System with Enhanced Vehicle Stability Control, Traction Control, Electronic Brake-Force Distribution, Brake Assist, Anti-lock Braking System, and Smart Stop Technology. There’s even a standard backup camera.
Powertrain & Transmission Options
There are three powertrain choices for the 2019 Toyota Camry, including a hybrid option.
The “normal” engines are hooked up to a Direct Shift eight-speed automatic. The ratios are new as is the torque converter with a wider range of lock-up for improved fuel efficiency. For the Hybrids, Toyota says their Sequential Shiftmatic technology allows the driver to “shift” the electronically-controlled, continuously variable transmission via paddle shifters (SE grade) or with the console-mounted shift lever.
Really, I can’t say which powertrain is better. They all work, and they will all work well for daily driving. It’s up to you which one you pick. However, let’s take a quick look at each of them a little further so you can decide.
Toyota employs Laser Screw Welding at key junctures throughout the 2019 Camry’s body and platform for increased joint rigidity. A special, high-rigidity urethane adhesive is also applied to both the windshield and rear window where they meet the vehicle’s body. The Camry’s body includes additional gussets for the front/rear door frame (B-pillar) that increase overall frame and joint strength. Photo: Toyota Motor Sales, U.S.A., Inc.
Gasoline Engines
The 2.5-liter, inline-four-cylinder (D-4S) gasoline engine, is a solid and reliable choice. Peak horsepower is estimated at 206 at 6,600 rpm (176 horsepower at 5,700 rpm in the hybrid configuration) with torque estimated at 186 lb-ft. at 5,000 rpm (163 lb-ft. at 3,600-5,200 rpm for the hybrid). Fuel economy for 2.5-liter gas models is an EPA-estimated 29/41 city/highway and 34 combined mpg.
The 3.5-liter V6, with D-4S Fuel Injection, is the more powerful choice with an enhanced variable valve timing system to provide optimum torque at all engine speeds. The V6 delivers 301 horsepower at 6,600 rpm, 267 lb-ft. of torque at 4,700 rpm, and an EPA-estimated 22/33 city/highway and 26 combined mpg. This marks an increase of eight percent for combined mpg versus the Camry’s previous V6.
Hybrid Drive
The 2019 Toyota Camry Hybrid comes in at 51/53 city/highway and 52 combined mpg on the LE grade. By comparison, the SE and XLE grades come it at 44/47 city/highway and 46 combined mpg. Toyota says the updated and more compact Power Control Unit (PCU) of the hybrid system plays a key role in improving efficiency. Improvements in the conversion efficiency of the PCU and the transaxle/electric motor reduce energy loss by nearly 20 percent.
Furthermore, Toyota says cooling system improvements now reduce energy loss by 10 percent.
The 2019 Toyota Camry’s front suspension tower brace is embedded within the cowl body, and now makes use of a “closed cross-section construction” to increase handling and stability. At the rear, a body frame of “annular construction” enhances structural rigidity, and is joined by additional braces in the rear suspension to withstand higher levels of lateral force. Photo: Toyota Motor Sales, U.S.A., Inc.
Pricing & Availability
The 2019 Toyota Camry starts at $23,945 with the hybrid starting at $28,150. But really, does it matter? No, it doesn’t. Toyota has sold 18 million Camrys, so they will keep selling them, even if the price is up or down by a point or two.
The 2019 Camry Hybrid is available in three grades: LE, SE, and XLE. The traditional Camry comes in five grades: L, LE, XLE, SE, and XSE. If color is important, the 2019 Toyota Camry comes in Wind Chill Pearl, Ruby Flare Pearl, Brownstone, Galactic Aqua Mica, Super White, Celestial Silver Metallic, Predawn Gray Mica, Midnight Black Metallic, Blue Streak Metallic, and Supersonic Red. Some trim levels give you an optional Midnight Black Metallic roof.
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.
2019 Toyota Camry Gallery

Photos & Source: Toyota Motor Sales, U.S.A., Inc.

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Lagonda All-Terrain Concept: The EV With The Floating Key

Lagonda All-Terrain Concept: The EV With The Floating Key Aston Martin Lagonda aims to be the world’s first zero-emission luxury brand.
The company will leverage electrification and autonomous driving technologies.
The Lagonda All-Terrain Concept is set for production in 2022 and includes a floating key.
It’s called the Lagonda All-Terrain Concept, and its name is the most uncreative thing about it. Basically, it’s an uber-luxo SUV crossover thingo from Lagonda (i.e. Aston Martin), powered by equal parts electricity and style, and the owners smug sense of entitlement. Aston Martin Lagonda says they’re serious, and they’re really going to make it at a new facility in St Athan, Wales.
Lagonda says it will enter production in 2022, but that sounds rather ambitious. I’ll believe it when I see one on the road. Then again, I said that about Bentley making an SUV, and then I actually did see one, in rural Arizona, of all places, so what do I know?
Near-Future Study & Forces of Gravity
Lagonda calls the All-Terrain Concept “The Future of The Luxury SUV,” and in a certain way, they’re right. By going the EV route, Lagonda is betting that future, rich SUV buyers are going to pay a premium for luxury EVs. If you take the mode of motivation out of the equation, the All-Terrain Concept does give that market segment what they’re looking for.
The Lagonda All-Terrain Concept is, as Lagonda puts it, a “near-future” study. That means it’s just a bunch of renderings, drawings, and ideas lashed together around this “vision” of what rich people in the near future will want. Then again, that motivation could come in the form of growing regulations, coupled with the growing sense of environmental doom wrought at the hands of engine emissions. In fact, a growing number of people believe EVs are the way of the future.
They are totally over the top when trying to explain the styling, saying it drew inspiration from the likes of the Concorde SST and the world of super yachts. Lagonda uses terminology like “relaxed elegance” and “rear-leaning gesture of the belt line” and “forms and shapes that look like they have been created by the huge, planetary forces of gravity fields,” without a hint of irony.
Lagonda All-Terrain Concept. Photo: Aston Martin The Americas.
That motivation could come in the form of growing regulations, coupled with the growing sense of environmental doom wrought at the hands of engine emissions.Click To TweetStyling & Design: Red Carpet Treatment
I’m not saying the thing looks ugly, far from it. It’s rather pleasing overall, but just try to imagine the Lagonda All-Terrain Concept splattered with mud, carrying a couple of bales of hay and spools of barbed wire. Funny, no? Then again, you’ll never see a Bentley Bentayga or a Rolls Cullinan doing that either, so I guess the guys in marketing shouldn’t worry.
Auto designers are starting to clock to the fact that EVs really do free up a lot of design possibilities. The Lagonda All-Terrain Concept is no different. Its batteries are located in the stiffened floor, lowering the center of gravity and opening up a lot of interior space. The interior space is further amplified by the rear-hinged back doors that not only give you a “spectacular ‘red carpet’ moment as the interior and its occupants are revealed” (no seriously, they said that), but also that cool factor that suicide doors always have.
The “tailgate” of the All-Terrain is a wide clamshell rear hatch affair which might work, practically; but if nothing else, it does look spectacular. That’s also aided by the slick light strip that hides the LEDs and only lets you see the beam.
The rear shelf/loading area slides out from the floor, which is nice, and functions sort of like a slide-out shelf in your kitchen. When not in use, it’s hidden flush with the body and stowed. When not used for loading and unloading, you can sit on it and watch the polo match; or bet on which of your servants will survive this fortnight’s battle to the death. There’s also lots of glass so the All-Terrain’s occupants can “survey the landscape.”
Lagonda All-Terrain Concept interior layout. Photo: Aston Martin The Americas.
Related: Turning a classic into an EV: check out this electrified 1970 DB6 MkII Volante.
Floating Keys
The interior has a limousine atmosphere with a lack of visible vents and speakers. There’s tons of space, and although no dimensions were given, this thing looks to be the size of a tank. Which makes the available seating (four) seem like some sort of joke. The biggest, flashiest show piece is, of all things, the key. The Lagonda All-Terrain does have one, but you don’t slide it into a lock, oh no; when placed in position, the key floats, levitating between the front seats, thanks to the wonder of electromagnets. Sheesh.
And if you take the mode of motivation into the equation, then the All-Terrain Concept gives rich people the sheen of being eco-conscious and green and all that sort of thing. In a lot of ways, the All-Terrain Concept is the green icing on the cake.
Production & Manufacturing
The aforementioned St Athan facility, once a Ministry of Defence Super Hangar, is undergoing renovations. St Athan will be Aston Martin Lagonda’s second facility and will become their electrification hub.
The St Athan site will commence with Aston Martin DBX production, with the Lagonda All-Terrain Concept following in 2022. Over 70 Welsh employees have now joined the already 100-strong St Athan team. Those employees spent the last two-and-a-half years at Aston Martin Lagonda’s Gaydon Headquarters.
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.
Lagonda All-Terrain Concept Gallery

Photos & Source: Aston Martin The Americas.

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Peace, Love & The VW Light Bus

Peace, Love & The VW Light Bus The iconic VW Light Bus returns for the 50th anniversary of Woodstock.
Features the designs and paintwork of original artist Dr. Bob Hieronimus.
The classic VW Bus, i.e. the Type 2, started out in America as a surf mobile. Yet the same reasons surfers loved the thing – cheap, reliable, you can sleep in it waiting for your swell and such – appealed to a another growing segment of the counterculture: Hippies. From Hattiesburg to The Haight, the young and disaffected, those who tuned in, turned on, and dropped out, took to the VW Bus like ducks to water.
If ever there was a perfect vehicle for a given demographic, this was it.
Talkin’ ‘Bout My Generation
Fifty years on and we, as a society, are still coming to grips with the immutable fact hippies were Right. Peace is better than war, love is better than hate, pollution is bad for all of us, greed destroys us, equality applies to everybody, women, people of color, and gay people too. 50 years ago, Mike Lang and a bunch of other hippie promoters thought it was high time to have the concert to end all concerts. They picked upstate New York for some reason, and predicted 100,000 kids would show up.
They were wrong. Very, very wrong.
Half a million kids showed up and, despite what all the up-tight straights predicted, most had a very good time. And, seemingly, about half of those people showed up in VW Busses. And most of those were highly decorated. For example, the Light Bus. Although pretty run-of-the-mill when it comes to painting, decoration and overall tone, the Light Bus, a 1963 Standard Microbus, became a symbol of the Woodstock Art and Music Fair after an Associated Press shot of the van circulated in newspapers and magazines across the country.
Then the van appeared in the liner notes of the soundtrack to the movie about Woodstock. In its own little way, The Light Bus became A Thing.
VW Light Bus. Photo: Volkswagen of America, Inc.
They picked upstate New York for some reason, and predicted 100,000 kids would show up. They were wrong. Very, very wrong. Click To TweetTime Machine
Volkswagen of America and the greater Volkswagen community realized this, and decided to remake the Light Bus in time for all the anniversary celebrations. The original painter of the bus, Dr. Bob Hieronimus (no, dude, dig: he’s literally a Doctor now and his name is literally Hieronimus, and if someone does not call him Hieronimus Bob on a regular basis, then I am very bummed) did up the original in 1968 after an invitation from the van’s owner, who, surprise-surprise, was using it to haul his band to the festival.
This “new” Light Bus represents three years of work by Hieronimus and Canadian documentarian John Wesley Chisholm. They wanted to recover and recreate the original ahead of Woodstock’s milestone anniversary. However, the duo decided on a replica after looking for six months to find the original to no avail. My bet says it’s now a chicken coop on Kesey’s farm outside of Eugene, Oregon.
The replica Light Bus hit the public eye at the Orange Country Transporter Organization (O.C.T.O.) Winter Meet in Long Beach, California. Bonus points for calling your car club O.C.T.O. After hanging out in Long Beach, the Light Bus hits the road for a cross-country tour leading up to Woodstock’s 50th anniversary.
“It’s a time machine that takes people to the past, through the present, and to the future,” Chisholm said.
“The bus is really about being one people on one planet,” Hieronimus added. “On every side of the bus is a story – many stories – and the stories all point to unification, working together, and a higher consciousness, which is what Light really is all about.”
Photo: Volkswagen of America, Inc.
With A Little Help From My Friends
Hieronimus and Chisholm ginned up a successful Kickstarter campaign and acquired an exact model of the original Light Bus. From there, they began the painstaking restoration process. Hieronimus Bob and a team of five artists took six weeks just to recreate the original paintings. Like the original, this Light Bus is enveloped with Hieronimus’ hand-painted symbols and psychedelic shapes that captured a unique moment of American culture.
Volkswagen of America got wind of the project and fully supported the search and restoration. Shortly thereafter, a team of VW fans jumped in to assist the duo.
So keep an eye out all you Real Americans, you Silent Majority. They’ll be coming to your town, reeking of “incense,” hair so long ya can’t tell the boys from the girls; bare feet, love beads, strange clothing, and “music” that’s part of the Communist conspiracy to drag us down to the level of the lesser races.
“It’s a living room on wheels that you can outfit any way you want, and transports you and your family, however you define family, wherever you want to go,” Chisholm said.
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.
VW Light Bus Gallery

Photos & Source: Volkswagen of America, Inc.

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Welcome To The Club: Younger Generations Embrace Classic Cars

Welcome To The Club: Younger Generations Embrace Classic Cars Recent data shows Gen Xers and millennials are taking more of an interest in classic cars.
Muscle cars are the most desirable, with the Camaro, Corvette, and Mustang topping the list.
Despite the onset of autonomous vehicles, younger generations still appreciate going for a drive.
“There’s an adage in Detroit,” writes author Tom Glatch in The Art of Mopar. “You can sell an old man a young man’s car but you can never sell a young man an old man’s car.”
Glatch describes how Dodge was an old man’s marquee sinking in a sea of youthful baby boomers in the 1960s. Although a vibrant spokeswoman, a brilliant designer, and a powerhouse car would later turn the tides. The 2015 film, A Faster Horse examines what Lee Iacocca and his team were doing across town at Ford with the Mustang, often in secret. A bold, unconventional model was needed if the car business should survive this new era on the horizon.
The muscle car era in the United States is well documented, but it began rather unassumingly. Pontiac Chief Engineer John Z. DeLorean, with Bill Collins and Russ Gee, bolted a 389 ci V8 onto a Tempest chassis prototype for the GTO. It took them 20 minutes. The muscle car era was born. The rest is history.
But history lives on.
Welcome To The Club
Today, the muscle and performance cars adored by baby boomers are finding traction with younger generations. Data from Hagerty shows for the first time ever, more Gen Xers and millennials are seeking classic vehicle values and insurance quotes via the company’s valuation tool. According to Hagerty, Gen Xers and millennials are now outpacing baby boomers and pre-boomers in this area by a 53 to 47 percent margin. Given current trends, millennials, who comprise the nation’s largest generation, will become the hobby’s biggest group within five years.
“This shift was inevitable given the combined size of these generations,” said McKeel Hagerty, CEO of Hagerty. “It’s great to see younger generations are just as crazy about cars as their parents and grandparents. We say ‘welcome to the club.'”
“I’m at the end of the baby boomer generation and I think it’s the same reason we had,” explained Ray Guarino, Co-Host of MotorMouth Radio on WHPC 90.3 FM, Garden City, New York. “It’s the nostalgia; the family ties we had with a car or car brand; and the overall cool factor the cars had at the time.”
1965 Ford Mustang fastback in front the Ford Pavilion at the 1964 World’s Fair in New York. Photo: Ford Motor Company.
Most Popular Models: Trucks Find Favor Too
While 1960s American iron (read: Mustang, Camaro, Corvette) enjoy a shared popularity among all generations, Hagerty’s data reveals both distinct and interesting differences. For example, the Ford Model A, which replaced the long-standing Model T, is the most popular car for pre-boomers born before 1946. Among millennials, however, the vehicle Edsel Ford himself championed falls to 38th place.
“History has shown that each generation embraces different cars but they also shun certain ones from the past,” Guarino said. “I know when I was a teenager, I didn’t want a Model A or a Packard or a Cord. I mean, those were old guy cars. But today I could see myself cruising in a Packard.”
Trucks and SUVs hold their own with younger enthusiasts especially. The C/K Series Chevrolet pickups of the 1970s and 80s are among the most desirable. Overall, Gen Xers and millennials are 35 percent more likely to opt for a classic truck or SUV versus pre-boomers and boomers.
“Vintage pickups offer a very affordable way into the hobby for a lot of collectors. It makes sense that as you move from older to younger enthusiasts you see pickups move up the list in popularity,” said John Wiley, Valuation Analyst for Hagerty. “Vehicles like the first-generation Ford Bronco stand out because they are very easy to maintain, and are easy to customize for those who like to add their personal touch.”
“I think we could definitely have more conversation on the appeal of vintage trucks,” Guarino added. “You’re starting to see a lot more of them at the auction and during cruise night.”
1987 Chevrolet C10 Silverado half-ton with a 305 cubic-inch (5.0L) Small-Block, fuel-injected V8. Photo: General Motors.
Related: Three proven ways to indulge your classic car hobby on a budget.
Video Games Influence The Trend
European and Japanese classics have their appeal too, but like the Model A, they are subject to specific generational tastes. For example, pre-boomers are three times more likely to seek information on British cars than millennials. German cars, however, remain equally popular across generations. Millennials have an appreciation for Japanese cars more so than any other generation.
Wiley says this is because millennials saw more of them on the road than prior generations.
“They also saw them in video games like Gran Turismo in 1997,” he explained. “The video games more familiar to Gen-X, such as Pong (1972), Pac-Man (1980), and even early driving games like Out Run (1986) did not feature Japanese cars.”
Turning Wrenches
As for why American muscle cars hold an almost universal appeal, the answer might be rather simple. Older muscle cars are powerful, affordable, and easier to work on than more modern vehicles.
“It comes down to the fact they look good and go fast,” Wiley said. “They have also been produced in relatively high numbers which means there are good examples in all budget ranges.”
“I can still work on my Pontiac; take it apart and rebuild it a thousand times and the metal is still good,” Guarino added. “With an autonomous car or an electric vehicle, that technology is new enough that we really haven’t reached the point of repairing them, let alone restoring them. I can see why people lease cars now because it’s getting harder to work on them.”

People Still Love Driving
Despite the onset of autonomous vehicles, not every young person is anti-driving. It’s possible the benefits touted by autonomous driving proponents lead to a false conclusion. Somehow, every member of the younger generation now perceives the car as a utilitarian device only. While some studies do show interest in driving is declining, others paint a different picture. Last year, for example, a Hagerty survey found that 78 percent of Gen Xers and 81 percent of millennials are passionate about driving.
Those findings are on par with baby boomers at 79 percent.
“It is important to separate commuting from driving when you are talking about the future of the automotive industry,” Wiley said. “This data proves that enthusiasm for cars and driving is not going to die with the baby boomer generation like some have speculated in the past.”
Evolving Ownership Models
Some of that speculation further stems from the automotive industry’s evolving ownership models, described by Guarino as “more hands-off.” Although rates are expected to increase this year, leasing remains a popular option for consumers. Automakers like Ford, General Motors, Volvo, and Mercedes-Benz are experimenting with subscription-based ownership methods. The idea is to create an ownership structure that better accommodates the tastes and desires of a new generation.
“We’re always looking to stay ahead of our customers’ needs and wants, as well as to bring new people to the brand,” said Dietmar Exler, President and CEO, MBUSA. “We know there is a market opportunity for people who would like the ability to move in and out of vehicles, depending on what they need or want at a particular point in time, or who don’t want to own a vehicle right now.”
And not owning a vehicle in the traditional sense may explain why younger generations are seeking out classic cars.
“Our data shows that some of the most passionate driving enthusiasts are also the most open to the idea of autonomous driving, ride-sharing services, and even subscription-based ownership models for new cars,” Wiley said. “But, they are equally passionate about making sure they will always have the ability to take a fun car out for a pleasure drive beyond their daily commute. There is a lot more room in the garage and the budget if owning a daily driver isn’t essential.”

Related: Do consumers trust autonomous cars? The answer might surprise you.
Slices of American Pie
Quality garage time may be another (and perhaps the most substantial) reason why younger generations are taking more of an interest in classic cars. In American culture, there is an ever-present image of a father and son working in the garage. These moments are forever ingrained into American life. Moments where fathers are dispensing advice to their children beyond how to properly care for an automobile. Entire generations have put into motion the ideals they absorbed with their elders in the family garage.
Perhaps in today’s social-media-obsessed, smartphone-driven world, the longing for a classic car is a return to better days? Perhaps younger generations still want to partake in the hobbies and interests of their elders? Many times those interests included automotive pursuits. Maybe it’s about curiosity or wanting to make something that is uniquely their own; in this case, a cool car.
Whatever the reasons, they are as good as any.
“I try to look at everything from the position of where did I come from,” Guarino said. “My friends and I bought clunker cars and built them up and threw different engines in them. We literally built our rides.”
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 to digest math for hours on end, he simultaneously held product development and experiential marketing roles in the automotive industry.

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Viaduct Elegy: Chapter 4: A Disaster Waiting to Happen

Viaduct Elegy: Chapter 4: A Disaster Waiting to Happen 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.
Chapter One: “Walking With Blaine” here.
Chapter Two: “The New Colossus” here.
And Chapter Three: “Streamlined Brutale” here.
Viaduct Elegy: Chapter 4: A Disaster Waiting to Happen
. . . and then one day, in a sainted land by The Bay, the Earth began to shake.
The 1989 Loma Prieta earthquake flattened the Cypress Street Viaduct in Oakland, California and killed 42 people in the process. I heard the same people who designed and built the Cypress Street Viaduct in Oakland were the same people who made the Embarcadero Freeway in San Francisco and The Alaskan Way Viaduct in Seattle.
San Francisco glanced across The Bay, took one look at the smoking rubble that used to be the Cypress Street Viaduct in Oakland and said, “Right. We’re tearing ours down.” And they did. In eleven months, the San Francisco version of The Viaduct was completely removed. A bright, sunny, broad concourse of streets called The Embarcadero took its place.
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.
Ring of Fire
And here we are in Seattle, thirty years later, and The Alaskan Way Viaduct is still standing. This, this right here, is why Seattle is still a backwater town run by greedy rubes. San Francisco saw an immediate and clear danger to its citizens and took care of it in less than a year. Seattle had the same situation, almost the exact same situation, and it took them three decades to come up with a “solution.”
No wait, Seattle had it worse. Have I mentioned The Viaduct is built on a landfill? I didn’t mention it, and it is. The entire old downtown (Pioneer Square) of Seattle sits on rubble, jacked up 15 feet from the original ground level. It was a drainage and sewer problem that inspired a story of greed, willful stupidity, ineptitude, and poor planning. Known to be a sure-fire, bullseye of a bad deal in an earthquake from the start, Seattle still built and kept a seismically unstable roadway functioning for thirty years.
Seattle sits right on top of the third worst earthquake zone in the Pacific Rim of Fire. Tokyo and the Japanese home islands are number one. Los Angeles and San Francisco are tied for 2nd place (although it could be said that SF is worse, since it is directly on top of the San Andreas fault). And then there’s Seattle and the entirety of Puget Sound. The only thing that makes this surprising to some people (even the citizens and city planners of Seattle) is that quakes don’t happen all that frequently around here. That’s actually worse, from a seismic perspective.
And it is especially bad for Seattle, the downtown waterfront, and Pioneer Square in particular.
Pioneer Square, facing south from Smith Tower, in June of 1929. Photo: Item 3454, Engineering Department Photographic Negatives (Record Series 2613-07), Seattle Municipal Archives.
Day After Tomorrow
When the big one hits – and we haven’t even had a minor one for two decades – a major portion of one of the largest cities on the west coast will be razed from the face of the Earth. Flattened. No two ways about it; it’s not even up for debate. Pioneer Square is mostly unreinforced masonry and brick buildings, perched 15 feet above the real ground level. Our entire waterfront, from the Port of Seattle to Battery Street, is landfill. The big one will hit. The ground will liquefy. Like a massive vacuum, the waterfront will drop ten feet or so. The seawall will collapse and Puget Sound will pour in. Pioneer Square, as a whole, will shift back to its original street level nearly instantaneously.
And that’s when the brick walls will collapse.
This whole process will take less than a minute and will, effectively, level around 30 city blocks at a stroke.
It will be bad. It could, conceivably, stop Seattle from functioning as a city, for more than a year. Maybe even longer.
As far as The Viaduct is concerned, Seattle thinks it has this problem solved. Whereas both of those other little towns, Oakland and San Francisco, solved their problems within months, Seattle, after much thought, careful consideration and many, many studies came up with their solution three decades later: a tunnel!
That’s right.
Aerial view of the Alaskan Way Viaduct, circa 1970s. Item 76337, Forward Thrust Photographs (Record Series 5804-04), Seattle Municipal Archives.
Seattle Squeeze
Taking inspiration from Boston’s “Big Dig” (no, really) Seattle thought the best way to remove The Viaduct yet keep a north/south route was to bore a tunnel through the landfill. Whereas San Francisco made a broad, airy, sun-drenched Embarcadero that effortlessly caters to walkers and bikers and cars and trucks and light rail within a year, Seattle decided the better option was to make a tunnel that can accommodate four lanes of traffic. Four.
For the secondary north/south route in one of the most congested cities in the country.
Oh, and it will be a toll road too! They are going to charge you to drive this new tunnel roadway. And here’s the kicker: “This will not adversely affect surface traffic,” they claim. Seattle, after thirty years of screwing around with this, will drop the available lanes from six to four, charge you, then has the nerve to say traffic will actually improve for the entire region.
Imagine if your boss said, “We’re cutting your pay, and we’re charging you to cash your paycheck now, but don’t worry! It’ll actually be better for you!”
Ivory Towers
I was thinking over all of this – the design, the building, the maintenance, the modifications, the slow death of the road itself, the ugliness, the rampant greed and stupidity, all of it – as I walked over the crumbling road surface one sunny, January day. I lifted my eyes from a pothole the size of a toilet and looked up; up to a group watching us from high above on the balcony of their multi-million dollar condo in a new, repulsive building that wasn’t there a few years ago.
“This is all their fault,” I jokingly said to Blaine, pointing upward.
He laughed that same rueful laugh that all Seattleites have been laughing since the second boat of colonizers showed up.
“Yeah . . . sunset’s nice though.”
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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Maserati Takes Over The Windy City

Maserati Takes Over The Windy City Maserati North America will have their entire 2018 lineup in the house at the Chicago Auto Show. Visitors will be able to view two Levante SUVs, the Ghibli sports sedan, the flagship Quattroporte executive sedan, and the GranTurismo sports car. The House of the Trident’s portfolio will be on display along with the available palettes and trims. All four distinct model lines have received upgrades for 2018 and attendees can see them firsthand.
Artistic Fashion
The 2018 Ghibli S Q4 on display is themed in a beautiful Grigio Maratea color alongside another in a striking Blu Emozione hue. Of the two Quattroporte vehicles on display, one is finished with a Bianco Alpi exterior and an ultra-luxurious Ermenegildo Zegna silk interior. The second is a 2018 Quattroporte GTS with a dark Nero Ribelle tone. In addition, there will be a black 2018 Levante S and a grey one, alongside a red 2018 GranTurismo MC.
The Ghibli and Levante now come in GranLusso and GranSport trims, previously introduced for the Quattroporte range. The latter was envisioned as a sportier expression of the high-end lifestyle, while the GranLusso is more about sophistication and luxury. The cabin combines a choice of Ermenegildo Zegna silk or full premium Italian upholstery with Radica open-pore wood trim and a leather steering wheel. In short, these vehicles in Chicago are works of art.
The Maserati display at the 2018 Chicago Auto Show, McCormick Place, Chicago, Illinois. Photo: Maserati North America.
Technology & Performance
The 2018 Ghibli and Quattroporte now feature adaptive LED headlights with glare free high-beam technology. The LED headlights were developed in collaboration with Magneti Marelli Automotive Lighting, and were based on the Ghibli’s Matrix technology. When it comes to performance, both Maserati sedans feature power-dense 3.0-liter V6 engines with Integrated Vehicle Control systems developed in partnership with Bosch.
Pricing & In Person
The 2018 Ghibli starts at $73,780 and the Levante at $74,790; the Quattroporte starts just shy of $107,000, while the GranTurismo begins at $134,300. Maserati’s display will be open for the duration of the Chicago Auto Show, now through the 19th at the McCormick Place in Chicago, Illinois.
Photos & Source: Maserati North America.

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2019 Volkswagen Arteon: Not So Fastback

2019 Volkswagen Arteon: Not So Fastback Meet the 2019 Volkswagen Arteon, the automaker’s latest to arise from their now ubiquitous MQB platform. VW unveiled the car at the Chicago Auto Show, billing it as a flagship fastback with an upscale interior and innovate technology. Further to that, VW has high aspirations for the Arteon.
“The Arteon is Volkswagen’s brand shaper,” explained Hinrich J. Woebcken, CEO of the North American Region, Volkswagen. “This car is the spiritual successor to the CC, but it is bolder and faster.”
Underpinnings
The Arteon is characterized by the aforementioned Modular Transverse Matrix architecture, or more commonly known as MQB. The architecture facilitates a “cab-backward design,” giving the Arteon a different look than the CC. For example, the Arteon’s wheelbase is more than 5 inches longer than the CC – 111.9 inches versus 106.7 inches – and is paired with shorter overhangs for more dynamic proportions. Arteon is longer and wider as well, meaning more interior space when compared to the CC.
Power & Performance
The 2019 VW Arteon will jet down the highway courtesy of a 2.0-liter turbocharged TSI engine with direct-injection. The engine creates 268 horsepower, 258 lb-ft. of torque, and is paired to an eight-speed automatic. Front-wheel drive is standard but VW’s 4Motion all-wheel drive system is available on every trim level. The Arteon utilizes a standard DCC adaptive damping system, which manages the suspension’s rebound and compression rates individually to maximize ride and handling dynamics.
2019 Volkswagen Arteon on display at the Chicago Auto Show, McCormick Place, Chicago, Illinois.
Exterior Design
VW says the exterior design resembles a “true fastback” and that it “harkens more to luxury models with its wide, planted stance and sloping rear roofline.” Okay, so fair enough. We don’t doubt the luxury elements and the planted stance, but as far as the fastback part goes, in terms of exterior styling, the Arteon is nowhere near as visually appealing as the BMW 4 Series Gran Coupe or Kia Stinger. Against those two, it’s C plus at best.
The Arteon is a nice enough looking car, but next to its Gran Turismo contemporaries, the styling barely moves the needle. It’s boring and dry, unfortunately, and filled with significantly more meh than marvel. Still, the Arteon is likely to be embraced by VW fans and should satisfy a good swath of buyers when it arrives.
“Arteon has the style and performance of a luxury Gran Turismo for about the price of a fully loaded midsize sedan,” Woebcken said.
The Arteon is characterized by LED headlights and taillights, a wide chrome grille, and frameless side windows. Dual trapezoidal exhaust tips, chrome window surrounds, and a rear decklid spoiler compliment the standard 18-inch aluminum-alloy wheels. 19-inch wheels are available.
Interior Treatments
Drivers will find a host of premium materials throughout that make for a modern and sophisticated feel. Such niceties include standard heated front seats with leatherette surfaces, while ventilated front seats, massaging driver’s seat, Nappa leather, heated rear seats, and a panoramic sunroof are all available.
Volkswagen’s Digital Cockpit adorns the 2019 Arteon, which helps drivers mange, configure, and position key data like navigation. The Car-Net App-Connect system, a focal point of the Arteon, is compatible with Apple CarPlay, Android Auto, and MirrorLink.
Photo: Volkswagen of America, Inc.
Availability & In Person
The 2019 Volkswagen Arteon will be available in SE, SEL, and SEL Premium trim levels when it arrives during the third quarter of this year. In the meantime, the vehicle is on display at the 2018 Chicago Auto Show now through the 19th at the McCormick Place in Chicago.
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.
2019 Volkswagen Arteon Gallery

Photos & Source: Volkswagen of America, Inc.

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Dodge Durango Upgrade Packages Add Super Cool Features For Little Coin

Dodge Durango Upgrade Packages Add Super Cool Features For Little Coin Ask Dodge any question today and the answer is horsepower! And we’re not just talking about the Charger and Challenger either. The Durango posts up numbers that rival both cars and does so with a lot more cargo space! For example, the new for 2018 Durango SRT features a 392-cubic-inch HEMI V8 with 475 horsepower and 470 lb-ft. of torque. This family hauler hits 60 mph in 4.4 seconds and runs the quarter-mile in 12.9 seconds as certified by the National Hot Rod Association.
And now enthusiasts can customize their Dodge Durango even further.
Underrated Performer
The Dodge Durango is, in our minds, underrated and unfortunately lost in a flooded SUV market. Those who have an affinity for performance or muscle cars but have “grown up” will find the Durango satisfies both ends of the spectrum. Plenty of room, comfort, and connectivity technology for the family, and plenty of grunt under the hood and exterior styling to match. If the Durango can be labeled anything it most certainly won’t be classified as boring.
This latest round of upgrades focuses on the Durango R/T and SRT. In short, it consists of factory-custom stripes and performance exhaust systems. The Durango SRT, however, will offer a carbon fiber interior option and a lowering spring kit to improve handing. Here is the breakdown of each upgrade package.

Dual Stripes
The dual exterior stripes span the front and rear fascias, hood, and portions of the roof and the tailgate. The stripes are offered in five colors: Bright Blue, Flame Red, Gunmetal Low Gloss (metallic finish), Low Gloss Black, and Sterling Silver (metallic finish). Dealer orders for the new stripe package will start in March for $1,195.
Exhaust System
This Mopar performance exhaust kit was developed alongside Dodge and SRT engineers. The bolt-on system is designed for improved flow, sound, and overall performance. The chromium 304 stainless steel construction is said to improve corrosion resistance while the stainless steel, band-style clamps provide tighter seals. The system is finished with welded and polished 4-inch tips.
The performance exhaust system for the Durango SRT (Part Number 77072487) goes for $1,850 and will be available in the second quarter. The new Durango R/T system (Part Number 77072479) is already available for $1,595.
Photo: FCA US LLC.
Lowering Kit
Like the exhaust system, Mopar worked closely with Dodge and SRT engineers, using proprietary data unavailable to the aftermarket, to tune the lowering springs to the factory-fitted dampers. The lowering spring kit improves the Durango’s high-speed performance and handling, dropping the vehicle an average of 15 mm (0.6 inches). The kit minimizes rear-end squat during acceleration and lessens the “nose dive” effect under heavy braking.
The new spring kit (Part Number 77072488) will be available in March for $325.00. Considering the benefits, that’s a really excellent price.
Photo: FCA US LLC.
Interior Treatments
Last but not least, the SRT Interior Appearance Group features a premium-wrapped instrument panel, Dinamica soft-touch headliner, and accent paint throughout. This package of fine touches is already available for $2,495.
In Person
Dodge is showcasing these new, decked-out Durangos at the 2018 Chicago Auto Show, now through the 19th. If you add any of these modifications to your Durango, send us a picture and we will share it on our Twitter page.
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: FCA US LLC.

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