2020 Chrysler Voyager & Pacifica: A Little Nostalgia & A Lot Modern

2020 Chrysler Voyager & Pacifica: A Little Nostalgia & A Lot Modern The 2020 Chrysler Voyager is a budget-focused minivan but the name rings of nostalgia.
For 2020, the Voyager joins the refreshed Pacifica and Pacifica Hybrid in FCA’s minivan lineup.
Pacifica and Pacifica Hybrid benefit from a lighter architecture and a “vault-like” interior design.    
The 2020 Chrysler Voyager was once known by another name. “I predict the Voyager and the Caravan will be to the 80s what the Mustang was to the 60s,” said Lee A. Iacocca in 1984, then chairman of Chrysler Corporation. The struggling Auburn Hills automaker would enter a period of resurgence under these two platforms; the Dodge Caravan and Plymouth Voyager. Iacocca believed these two would force other manufacturers to come up with copycat versions.
And indeed, that has been the case.
Ford and General Motors had their versions, from the Windstar to the Venture; Toyota, Honda, and Kia today each offer a minivan, but the the segment’s champion is arguably the one who invented it. Chrysler has sold more than 14.6 million minivans globally since 1983, twice as many as any other manufacturer over the past 35 years.
What Is The Chrysler Voyager?
The 2020 Chrysler Voyager is the budget-friendly option in contrast to the higher trim levels of the Pacifica and Pacifica Hybrid. The Voyager replaces the Pacifica L and LX but offers fleet buyers an exclusive trim level. Standard features include seven-passenger seating, Apple CarPlay/Android Auto, and various other smartphone capabilities. Voyager has additional ease-of-entry options from BraunAbility for buyers who use a wheelchair.
Rear park assist (with stop), blind-spot monitoring, and rear cross path detection are among the optional safety features. Trim levels include L, LX, and LXi – the latter being the fleet-only option. There are six available colors: the Jazz Blue and Velvet Red pearl coats sound the snazziest.
2020 Chrysler Voyager. Photo: FCA US LLC.
2020 Chrysler Voyager: Under The Hood & In The Cabin
The Voyager scoots around town with FCA’s evergreen Pentastar V6. The engine, married to a TorqueFlite nine-speed automatic, creates 287 horsepower and 262 lb-ft. of torque. The powertrain is a trustworthy one, as the Pentastar has landed on the annual list of Wards 10 Best Engines six different times since its 2010 debut. The 2020 Chrysler Pacifica will employ the same engine. Fuel economy ratings for the current 3.6-liter Pentastar V6 in the Pacifica come in at 19/28 city/highway and 22 combined.
An optional, single overhead DVD player is available on the Voyager LX for those longer road trips. In-floor storage bins make it easy to stash goodies and gear; and the Stow ‘n Place roof rack is useful for all kinds of recreational items. Up front, the Uconnect 4 system enables a host of entertainment and navigation features via Apple CarPlay and Android Auto.
2020 Chrysler Pacifica. Photo: FCA US LLC.
2020 Chrysler Pacifica
The Chrysler Pacifica namesake was completely re-engineered, debuting at the 2016 North American International Auto Show (NAIAS) in Detroit. The Pacifica in its current form has a lighter, stiffer architecture to reduce body roll and fuel consumption, while cutting road noise and absorbing crash energy in the event of a collision. The architecture serves as the basis for the Pacifica’s “vault-style” interior, something FCA says makes the vehicle more comfortable to drive.
“We continuously researched and tried to get customer feedback on how to improve everything,” Patrick Keitz, Chrysler Brand Product Manager, told us in 2016 at NAIAS. “We looked at what affects ride, handling, and cargo capacity and it all comes back to the new architecture.”
Highlights for 2020 include the Red S Appearance Package, seating for eight, and more than 100 standard and available safety and security features. The 2020 Chrysler Pacifica has four trim levels: Touring, Touring L, Touring L Plus, and Limited. A 35th Anniversary Edition with commemorative badging and Cranberry Wine interior stitching is available through the end of year.
Chrysler Pacifica 35th Anniversary Edition. Photo: FCA US LLC.
Red S Appearance Package
The S Appearance Package gives the Pacifica the ever-popular “blacked-out” look. The Red S Appearance adds a few extra streaks on the canvas with Rodèo Red Nappa leather seats, Light Diesel Grey stitching and piping, and Silver Metal Brush accents for the instrument panel and door trim. The tunes come courtesy of a 20-speaker Harman Kardon premium stereo, one of the package’s finer touches.
Outside, there is a special liftgate badge and blacked-out Chrysler wing badges; non-hybrid Pacificas receive 20-inch wheels with a Black Noise finish. The Red S Appearance treatments come in six of the vehicle’s 10 color choices, any of which should look stellar. While on offer for both the gas and hybrid models, the Red S look is only (unfortunately) available for the Limited trim.
Related: Before the Plymouth Voyager: the history of minivans before minivans.
Boatload of Tech
The 2020 Chrysler Pacifica resembles the bridge of the Starship Enterprise in terms of technology. Absent only the photon torpedoes but with plenty of shields, the Pacifica boasts more than 100 standard and available safety features. Some of the banner ones include a 360-degree Surround View Camera; ParkSense Parallel/Perpendicular Park Assist; Adaptive Cruise Control with Stop and Go, and Forward Collision Warning-Plus.
Like the Voyager, the Uconnect 4 system enables a plethora of entertainment and navigation features via Apple CarPlay and Android Auto. And, for good measure, the Uconnect Theater features two 10-inch seatback touchscreens – are you not entertained!?
2020 Chrysler Pacifica Hybrid technology graphic courtesy of FCA US LLC.
2020 Chrysler Pacifica Hybrid
The Pacifica Hybrid is the fourth best-selling plug-in hybrid vehicle from the 30 available in the market. It hauls in more than 80 miles per gallon equivalent (MPGe) in electric-only mode, with an all-electric range exceeding 30 miles. Total range, with a fully-charged battery, is over 500 miles.
Oh and dig that new honeycomb grille pattern for 2020.
Hybrid Tools
Like the gas Pacifica, the Hybrid tacks on the same safety technology and convenience features, although with a modified 3.6-liter Pentastar V6. The jewel of the hybrid system is the FCA US-designed, dual-motor eFlite, electrically-variable transmission. (Say that ten times fast!). The device runs two electric motors – both of which can drive the vehicle’s wheels.
The Pacifica Hybrid’s 16-kWh battery pack is under the second-row floor. It can be recharged in about two hours using a 240-volt plug-in system. The 2020 Chrysler Pacifica Hybrid comes in three flavors: Touring, Touring L, and Limited.
Chrysler Pacifica Hybrid with an S Appearance Package. A new “Red S” Appearance Package is available for 2020. Photo: FCA US LLC.
Pricing & Availability
As of this writing, we don’t know either for the 2020 Chrysler Voyager and Pacifica. Right now, the 2019 Chrysler Pacifica starts at $26,985 with the hybrid variant beginning at $40,245. The Chrysler Pacifica and Pacifica Hybrid are built at the Windsor Assembly Plant in Windsor, Ontario, Canada.
Carl Anthony studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan. Before going back to school, he simultaneously held product development and experiential marketing roles in the automotive industry.
2020 Chrysler Voyager Gallery








Photos & Source: FCA US LLC.



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Letter From The UK: Jobs For Life

Letter From The UK: Jobs For Life Are we taking our jobs for granted? Should we be more thankful to our employers? 
Should we, as employees, be more flexible with our jobs in a changing economic landscape? 
Geoff Maxted of DriveWrite Automotive Magazine examines in this latest Letter From The UK.
A recent survey across the United States found that a ‘shockingly’ high number of employees feel as if they are unable to work out because of their jobs; which begs the question: why is this a responsibility of the employer? Certainly, employers are responsible for all aspects of health and safety within their industry and have, up to a point, a duty of care, but does that spill over into private lives?
Results of The Study
The survey revealed that over two-thirds of respondents said their employers are not providing them with fitness benefits. More than half say their employer makes it difficult for them to get a workout in during the week! Why? Should employers meekly say, ‘Sure, take all the time you need,’ halfway through the morning? Are gyms not open in the evenings?
It gets worse: Two out of every five of these employees believe their employer is responsible for their health! You couldn’t make this up, and it’s a big eye-opener about how we treat our working lives today. The study was conducted by Zeamo, a digital fitness ‘platform’ who surveyed 5,000 people across the United States.
The British Welfare State
Now, before America gets upset, this writer will reveal that, if anything, it’s worse here. After the second World War, a Welfare State was established in the UK (although the origins date back to 1902) whereby the State took it upon itself to protect and promote the economic and social well-being of the citizens. In short, when the chips were down, the State would not let you starve. It was and remains a superb and very fair plan which, inevitably, has been amended, abused, and fragmented by politicians and the result is a sort of dependency by the populace.
Instead of being a last resort, it becomes a right. It is this vibe which has permeated the whole of our lives, including our working lives.
An NPR story last year details how young people still seek a traditional college education in the interest of better opportunity. However, NPR’s report finds that skilled trade jobs provide plenty of opportunity to the right applicant. According to the Georgetown Center on Education and the Workforce, roughly 30 million jobs in the United States pay an average yearly salary of $55,000, yet don’t require a bachelor’s degree.
The Sad Case of Swindon
Do you remember when the latest model Honda Civic arrived on American shores a couple of years back? They are built in Swindon, a town in the county of Wiltshire, in England and where this writer lives. Earlier this year, the Honda board announced it would close the UK plant in 2021. Some 3,500 loyal Swindon workers will likely lose their jobs. Now, although this planned closure coincides with the ongoing and increasingly desperate saga of Brexit, Honda insists it has nothing to do with Britain leaving the European Union.
It is, they say, due to unprecedented changes in the global automotive industry. This latter point is true enough.
Naturally, this has caused a huge furore in the UK, especially with the rumor that Honda instead will build the next-generation Civic in North America. With wearying inevitability, old-school union representatives start calling out those dastardly bosses at the Japanese brand and demanding the government do something; but what should they do?
Honda of the UK Manufacturing is the global production hub for the Civic. In 2015, the plant produced its 3 millionth car. Photo: Honda Motor Europe Ltd.
Movers & Shakers
It is tragic for the families of Swindon who at this time must be viewing the future bleakly; but here in the West we live in a capitalistic society where the law of supply and demand rules. This is nothing new: Steelworks are under threat from cheap Chinese steel; retail outlets are closing down rapidly as online shopping continues to grow. These days we can buy a car and have it delivered to the door without ever leaving home. A company may be responsible for the workers at work, but are they responsible for their lives?
There are other car factories in other parts of the UK that are doing well. Are there any jobs going there? Are the workers prepared to move to an area where there is work, which, historically, has been the case? With the rise of home ownership and the need for places in schools, this is not so easily accomplished. Recently, an appalling UK television channel, Channel 4, announced it was moving its base from London to the Northern city of Leeds. Up to 90 percent of the staff say they’ll quit, rather than move somewhere they don’t want to be.
We can only hope that another car maker takes over the Swindon plant (there’s a suggestion this might be the case) or some other business or industry comes to town to take up the slack.
The Transformation of Manufacturing and the Decline in U.S. Employment (National Bureau of Economic Research, Working Paper 24468, March 2018) by Economists Kerwin Kofi Charles, Erik Hurst, and Mariel Schwartz notes a decline in “cross-regional migration,” according to a report from the Bureau of Labor Statistics. In the past, workers were more likely to move for a new job.
Fit For Work
Once, really not that long ago, we, as workers, would apply for a job and actually be grateful for it. It meant stability and food on the table. After a while though, as the modern world turns, we become complacent and that gratitude turns to dependency.
Ultimately, that dependency turns to entitlement. We own this job; we warrant it. It is ours. We demand extra time during the working days to go and work on our abs.
Not so.
As the motor industry has shown very clearly, we are all affected by changing times. The demonisation of fossil fuels, the rise of the substitute electric cars, and the converging and sharing of vehicle platforms and model types has meant car manufacturers have had to make seismic changes to their business models.
At no time in the past have people been entitled to jobs. The job is theirs through the good graces and successful business practices of the employers. It is up to the workers to help ensure that business turns a good profit because one thing is sure; there is no such thing as a job for life.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite




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2020 Lexus GX 460: A Big Bundle of Safety & Off-Road Tech

2020 Lexus GX 460: A Big Bundle of Safety & Off-Road Tech The 2020 Lexus GX 460 receives a number of updates for the new model year.
Four-Wheel Active Traction and Crawl Control are useful for rougher terrain. 
The technology features are numerous and focus mainly on convenience.
Lexus just put out the deets on its new GX 460 SUV and this thing is crawling with features of all varieties. Tech, safety, comfort and convenience, the lot. They even upped the beast’s off-road capabilities (not that you’re seriously going to do King of The Hammers in this thing). But for what it is, it’s hard to argue with the 2020 Lexus GX 460.
Of course, there is one way you can argue with it.
Case & Point
Lexus touts the “restyling” of the GX 460, and that’s one of the biggest arguments against it. “The 2020 GX wears an updated signature spindle grille that gives it distinctive, standout style which better aligns with the entire Lexus portfolio.” Just make sure your face is better aligned with the toilet bowl, because I swear to Buddha that Stevie Wonder could see how ugly it is. Someone please, please grab the head of Lexus’ styling department by the collar and make them stop with this grille “design.”
I’ve seen more pleasing designs in Soviet apartment blocks.
However, if you can get beyond the face, what makes the 2020 Lexus GX 460 worth it? Well, for starters, the drivetrain and how it puts the power down is worth considering.
2020 Lexus GX 460 Powertrain: A Control Freak
The 4.6-liter V8 in the GX 460 cranks out 301 horsepower, 329 lb-ft. of torque and, when properly equipped, handles 6,500 lbs. worth of towing duty. If you’ve got stuff to tow, the Trailer Sway and Vehicle Stability Control systems will help you keep things under, er, control.
Control is a big deal for the GX 460. Lexus references that word all over the place in their press materials. The Kinetic Dynamic Suspension System, for example, is there to “enhance handling and ride comfort,” while keeping the vehicle level both on and off-road. In other words, the Kinetic Dynamic Suspension System helps you maintain control of the GX 460. The Adaptive Variable Suspension features “electronically-controlled dampers” with driver selectable modes: Normal, Sport, or Comfort.
The Lexus GX 460 also has Four-Wheel Active Traction; meaning the TORSEN torque-sensing, limited-slip differential splits power 40:60 (front to rear) under most driving conditions, changing the ratio as needed based on wheel slip. The drive system has a low range for slow speed, off-pavement situations; and the center differential can be electronically-locked, further enhancing the GX’s off-road capabilities. Added to all the drivetrain goodies is a wide array of chassis control technology: Downhill Assist and Hill-Start Assist Control; Active Traction and Vehicle Stability Control; and finally, Crawl Control.
Like I said, control is a big deal for the 2020 Lexus GX 460. Although I seriously doubt you will be blasting through Moab with the thing.
The Crawl Control system automatically maintains a steady pace over rougher terrain. The 2020 Lexus GX 460 modulates the throttle and brakes on its own, while the driver operates the steering wheel. Photo: Lexus.
Related: Lots of space for the family: on the road with the 2018 Lexus GX 460.
Colorful Array & Ample Services
And all of this capability and control comes in seven exterior colors: Starfire Pearl, Atomic Silver, Nebula Gray Pearl, Nightfall Mica, Fire Agate Pearl, Black Onyx, and Claret Mica. The GX’s interior is available in four colors: Black, Sepia, Ecru, and a new Rioja Red with black headliner.
Speaking of the interior, it is, as you would expect, all about the multimedia and connectivity functions. It all starts with the touchscreen system with a customizable home screen that can display three sections simultaneously. The navigation system has a three-dimensional map view and there are four USB ports. Lexus Enform Safety Connect allows access to Lexus response centers 24/7/365, while Lexus Enform Service Connect sends maintenance alerts to you and your dealer.
Lexus Enform Remote lets you lock and unlock the doors; start the engine and climate controls; and check the fuel level (and more) through your smartphone, smartwatch or other devices using Google Assistant or Amazon Alexa.
2020 Lexus GX 460 interior layout. Photo: Lexus.
Safety & Security
The new GX 460 is also as safe as they can make it with the Lexus Safety System+ suite of technologies now standard. This includes the Pre-Collision System with Pedestrian Detection, Lane Departure Alert, Intelligent High Beams, and High-Speed Dynamic Radar Cruise Control. The intuitive high beams offer more intelligent illumination, for lack of a better word. When the road is clear, the system defaults to the high-beams, temporarily switching to low beams when it detects another vehicle.
Pricing & Availability
As of this writing we don’t know either, but the current GX 460 starts at $52,502. There is a lot to like about the 2020 Lexus GX 460; it’s capacious, comfortable, loaded with features to make your journey go easier, and has a slew of off-roading goodies that are great, even if 99 percent of the owners will never use them. Just don’t pay too much attention to the way it looks.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 
Photos & Source: Lexus.



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Can We Trust Autonomous Cars? AutoSens Detroit Examines Critical Concerns, Underscores Great Needs

Can We Trust Autonomous Cars? AutoSens Detroit Examines Critical Concerns, Underscores Great Needs What is an autonomous car? It seems easy enough – a vehicle that operates itself – but a recent study found some confusion. Fewer than half correctly identified an autonomous vehicle as one controlled entirely by autonomous technology. About 40 percent believed it was a half and half approach: the car had autonomous technology but could still be operated by a human.
Around 11 percent said it was still fully controlled by a human, just with a few extra features like self-park or blind spot monitors. The study even found that almost a quarter have yet to read or see a single story in the media on autonomous driving.
Somewhere in the pipeline, a communication breakdown is happening.
Faith & Clarity
We need to ask, as autonomous driving stands on the horizon, can we have faith in something we cannot understand? If there is disconnect between what the industry defines as an autonomous car and how the pubic perceives such technology, how can they accept it? If people don’t understand it or cannot conceptualize it, they are less apt to believe in it.
Consider the average home and the regular family. Normal people, normal lives, normal cars. The ones who load up their groceries and kids in a minivan or sedan. There are many such sensible people – they are not car people, just people with cars. For them, when they buy a vehicle, they have to trust it. They must know it’s fuel efficient and cost effective; that it’s reliable and safe. Safety is key.
Let’s say a person were only half sure a particular blender would nicely mix their favorite protein powder and a banana. They probably wouldn’t buy it. If the blender had a million buttons, and it was hard to tell which button does what, they might shy away from it. And how much more complicated an appliance is an autonomous car?
The subject then dissolves into a flurry of “if onlys.” If only it were possible to identify all the challenges facing automated driving; if only it were possible to devise the solutions; if only it were possible to get the industry’s forward thinkers under one roof; if only it were possible to determine those critical and clear messages for the public.
If only we could do that, autonomous cars might have a shot.
Photo: Alex Hartman for Sense Media.
Meaningful Connections
AutoSens, a global summit on autonomous driving, recently concluded its 2018 Detroit conference and moved the “if onlys” to “how cans.” How can we actually do all these things? How can industry and the public arrive on the same page? How can terms like “autonomous” and “connected” and “perception technology” be easily digested by the public? How do we give sound meaning to these often hyped up buzz words?
“I would say the biggest challenge for people is trying to understand the different technologies,” said Phil Magney, Founder and Principal Advisor, Vision Systems Intelligence, also known as VSI Labs. “This conference has been good for us because we meet like-minded people that are facing similar challenges; we talk, we exchange our views, and we learn from each other.”
Before cars can be connected, and consumers can feel confident being connected to them, engineers must first feel confident connecting with each other. With this “if only” addressed, the conference went to work.
“AutoSens, in short, is a global engineering forum for the people who work on vehicle perception systems,” explained Robert Stead, Managing Director, Sense Media, the parent company of AutoSens. “That might be designing a component, coding software algorithms, deciding on how to build a complete system, quality assurance, testing or any number of other functions important in developing efficient, affordable, robust, and reliable systems to the high standards demanded by the auto industry.”
Representatives from VSI Labs perform an autonomous driving demonstration in the company’s Tesla at Wayne State University during AutoSens Detroit. Photo: Alex Hartman for Sense Media.
Real Science, Real People
The first day – Tuesday May 15th – saw numerous demonstrations at Wayne State University. Attendees could ride in three different autonomous vehicles, from three different companies: a Lincoln MKZ outfitted with self-driving technology from Autonomous Stuff, a Chrysler Pacifica equipped with a special kit from Dataspeed, and a Tesla from VSI Labs which the company routinely benchmarks.
“We wanted to show the delegates some of the new features that have been brought into that car, so in talking with the organizers of AutoSens, they realized it would be good to have vehicles on display so people can experience these technologies,” Magney said. “We like AutoSens because it’s technical and focused with respect to the perception side of this business, and it’s a good mix of industry and technology.”
“What I hear from people developing these technologies is that it’s all about understanding their use cases and the needs for the end users,” Stead added. “That could be the OEM, but it’s also the drivers, pedestrians, road users, and the general public. You have to base that in real research and in real science. You have to develop systems which are addressing those problems, not just using a fancy new technology because it’s trendy. You have to make the right decisions based on the right science.”
The remainder of the week was filled with expert speakers and panel discussions covering a range of topics from safety and privacy to technical innovations. Speakers included representatives from Ford, General Motors, Toyota, and Jaguar Land Rover, and major suppliers like Bosch, Valeo, and Magna. Representatives from MIT, Carnegie Mellon, University of Washington, and the University of Michigan also spoke.
“We try to find the leading minds in the field; they can provide that level of insight and they have the experience,” Stead said. “It is all about trying to get the conversations going. We want to provide context so the technical discussions show an up-to-date picture of what is happening in the market.”
Mark McCord, Vice President of Engineering for Cepton, speaking at AutoSens Detroit. Photo: Alex Hartman for Sense Media.
Chance Encounters
Mark McCord, Vice President of Engineering for Cepton, a company that develops high performance LiDAR was one of this year’s presenters. His session covered LiDAR in-depth, including the current market, the mainstream approaches in development, and what its role might be in our future cars. McCord believes organizers made the right choice returning to the Motor City this year.
“It’s nice to be here in Detroit, one of the automotive centers of the world, where it’s easy to meet people,” he said. “You might meet with someone who says ‘hey, I’ve got something really interesting, let’s go back to my facility just a few miles away and we can have a more in-depth discussion’ – AutoSens really facilities those types of things.”
Between sessions, attendees could chat during coffee breaks and over lunch. On the final day of AutoSens Detroit, Arm Inc., a processor company from San Jose, California, organized a breakfast where engineers could enjoy warm food and good discussion. Like other attendees, representatives from Arm Inc. came with specific goals.
“We wanted to talk to the sensor companies because cars are getting a larger chunk of sensors now, especially for advanced driver assistance systems, autonomous applications, and for next-generation cockpits,” said Soshun Arai, Director of ADAS and Automated Driving Platform Strategy for the company. “We came to AutoSens because we want to understand the technology and trends of sensors.”
AutoSens Detroit featured a full panel of expert speakers inside the Chrysler IMAX Dome Theatre at the Michigan Science Center. Photo: Alex Hartman for Sense Media.
Woman’s Touch
Organizers continue to advocate for females in the engineering community and encourage women to participate in the critical discussions at AutoSens. Although there are more males in the arena currently, the ratio is slowly balancing.
“This conference is very female-friendly and they really want to support female entrepreneurs and scientists,” said Jessica Cohen, CEO and Founder of Lake of Bays Semiconductor. “In some of the large conferences you can get lost, but this one is slightly more intimate.”
A good portion of the Sense Media team that organizes the conference consists of females in either operational, production, or marketing roles. To boost attendance among females, AutoSens offers a special ticket package simply known as “Women In Engineering.”
“I have been able to meet a lot of people,” Cohen continued. “I have actually had more interviews at AutoSens than a conference I was at a few days ago in Los Angeles even though it was significantly larger.”
Imagine how a female engineer, complete with trailblazing intelligence and motherly compassion, might converse with someone concerned about how an autonomous car will impact their family and children. These types of interactions will be pivotal in the public’s acceptance of driverless cars. The autonomous driving community can do well with a woman’s touch.
Cognitive scientist Dr. Mónica López-González, Co-Founder and Scientific & Artistic Director of La Petite Noiseuse Productions, speaking at AutoSens Detroit. Photo: Alex Hartman for Sense Media.
Great Power, Great Responsibilities
When considering autonomous driving, the rate at which the technology is advancing, and the lasting impacts it will have on society, there is a dire need for AutoSens. An open forum that encourages the industry to take aim collectively at the challenges facing automated driving is vital. AutoSens is that forum, for both male and female engineers. We need to have these discussions and AutoSens gives us that opportunity. For us in the automotive media and the industry at large, this is critical as we seek to responsibly inform the public about autonomous cars.
“We have generated a lot of new ideas and discussions to take away with us,” Stead said. “The people who where here will take those away, back into their jobs, back to their teams, and it will help them do a better job in thinking about the challenges they face.”
In a perfect world, engineers design and build autonomous cars, and those of us in the media and the industry at large, inform the public as to the exact capabilities of the car. The pubic, then after having the correct information, gradually warms up to the idea of being driven versus driving. It must work exactly in this order, and the success of the latter depends on how proficient we are at the first two.
There is great comfort knowing the engineers and researchers working on this technology have families and loved ones too. They see our own families in the same light, and they are in it to save lives, no question, no doubt. The more we as an industry communicate this to the public the better. These discussions turn autonomous cars into trusted vehicles as opposed to rolling boxes of lights and sounds.
Dataspeed Founder Paul Fleck (black shirt, jacket, middle) talks with AutoSens Detroit attendees. Dataspeed showcased the company’s ADAS Kit which helps engineers maximize their development of autonomous systems in the field. Fleck, an engineer himself, lost a loved one in an auto accident. The experience has led him to develop technology he believes will save lives. Photo: Alex Hartman for Sense Media.
Season of Harvest
This process might seem oversimplified, idealistic or even asinine, but it’s no more harebrained or impossible than a world where cars don’t crash. We just have to get there. It won’t be tomorrow or next year – it might be 50 years, but we will eventually get there. AutoSens is helping us take the necessary baby steps toward this granddaddy of a vision; a vision where autonomous cars are the catalyst of a better future.
The future, however, is shaped by the present. Like anything worth doing well, autonomous cars need our utmost attention. We will reap in the automated world what we sow in the non-automated world. AutoSens serves as a way to keep us on track, encouraging us to have those meaningful conversations, first among each other as an industry, then with the public.
And in the industry, good things are happening.
“We try really hard to create an environment that is different and is remarkable and stands out from the crowd,” Stead said after learning that dozens of engineers gave positive testimonials of the event. “The short answer is that it fills me with a lot of happiness because it shows our hard work pays off. We just work with so many great 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.



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2018 BMW 2 Series: 3’s A Crowd

2018 BMW 2 Series: 3’s A Crowd

In 2014 there was a schism in the BMW world akin to Martin Luther and Pope Leo X: BMW introduced the new 2 Series and, without saying it, more or less plugged that into where the 3 Series was. The 3 Series was moving upmarket – getting bigger, more luxurious, fatter, in a word – and the 2 was more directly in line with where the 3 started.
This was seen by diehard fans of the Bavarian marque as a near insult. BMW 3 Series owners love the 3 Series the way William S. Burroughs loved heroin: completely and unerringly for the rest of their lives.
Three Fold
Yes, BMW still made M3 variants. Yes BMW was still capable of making 3 Series cars go down the Bahn very, very fast. But, BMW felt the initial lightness and agility of the 3 Series was slowly being lost to feature bloat. Feature bloat is what turns small cars into bigger cars in the relentless pursuit of keeping the customer happy. Look at where Honda’s Accord started out, and where it is now. The original Accord is about the size of a current Honda Civic. The same goes for VW’s Golf, which started out about the size of a VW Polo and is now the size of a Jetta, sans trunk.
So, BMW bit the bullet, cooked up a new model, and over the past few years, was able to quell the potential native uprising by both gentle explanation and by making a pretty darn good car out of the 2 Series. And really, the 2 Series is a 3 Series, only without all the burgeoning fat and size.
Refreshed Feel
The new, 2018 BMW 2 Series is a mid-cycle update, so what’s “new” here is down to that basic mid-cycle stuff: New color offerings, new wheels, updated interior design and materials, along with a “fresh look” for the LED headlamps and tail lamps. The overall exterior design hasn’t changed all that much. It still has that low-slung silhouette effect and stretched lines, but within the “compact proportions.” The new 2 Series has, however, a more striking front end.
It still has the classic BMW twin headlights along with the twin kidney grille, so even if you don’t see the badge, you know this is a BMW. Those twin headlights are now standard Bi-LED units that can throw a lot of photons down the Straße. If you want to go even further up the lighting food chain, adaptive LED headlights can also be spec’ed. On the 230i models, LED front fog lamps are standard, which is a nice touch.
The 2018 BMW 2 Series Coupe and Convertible come with an array of driver assistance systems, the latest-generation iDrive control technology, and an extensive range of connectivity features. Photo: BMW of North America, LLC.

Colors & Wheels
The three new exterior colors – a dark Mediterranean Blue Metallic, a lighter Seaside Blue Metallic, and Sunset Orange – are available for both the Coupe and Convertible. Added to the pre-existing colors, buyers now have 11 to choose from.
The range of alloy wheels has also grown. The 230i comes standard with a 17-inch Double-Spoke wheel while the M240i features an 18-inch M Double-Spoke rim as standard. If you go with the M Sport package, the 230i is equipped with either 18-inch M Light-Alloy Double-Spoke wheels, M Ferric Grey Metallic wheels, or 18- inch Double-Spoke wheels with all-season tires. Both the gearhead-centric Track Handling Package and the M Sport Package have optional 18-inch Alloy Ferric Grey wheels.
Graphic: BMW of North America, LLC.
Interior Treatments
The inside has gotten a rather nice freshening along with a completely redesigned instrument panel. The 2018 BMW 2 Series comes standard with the Sport Line interior treatment, which can be specified Black with red contrast stitching if so desired. You can also choose between SensaTec fabric, available in Black and Oyster, and all models can now be ordered with Dakota Leather seats in Cognac. The Luxury Line adds Fineline Stream Wood Trim with Pearl Chrome highlights or Fineline Pure Wood Trim with Pear Chrome highlight. There are five different leather offerings, Aluminum interior strips, and Fineline wood accents.
The redesigned instrument panel features a center stack housing the radio and climate control panels. The cup holders (everso important to the American market) are located in the center storage compartment concealed by a sliding lid. The glove compartment blends in nicely and the air conditioning vents have been redesigned for additional room.
The 2018 BMW 2 Series Coupe and Convertible have an intricate suspension design for a lower center of gravity and a near 50:50 weight distribution. The suspension is aluminum intensive and includes a double-joint spring strut front axle with anti-roll bars and a five-link rear axle. The overall suspension design is meant to increase the ride and handling capabilities of the 2 Series. Photo: BMW of North America, LLC.


Power & Performance
Now, about that “M” in BMW. The 2018 BMW 2 Series Coupe and Convertible come in two models: The 230i and M240i. The 4-banger in the 230i produces 248 horsepower while the M Performance model gets a 6-cylinder plant that cranks out 335 horsepower and 369 lb-ft of torque. We here at 1 Automoblog Towers highly recommend getting M240i with the big six. With the 6-speed manual, the M240i Coupe hits 60 in 4.6 seconds; 4.4 seconds with the 8-speed Steptronic Sport transmission.
The 8-speed Steptronic Sport transmission actually splits the difference between an automatic and a manual fairly well. Still, if you want to truly choose your own cogs, the 6-speed manual gearbox is available. Also available is xDrive, BMW’s all-wheel drive system, which offers optimum power transfer and better traction. XDrive will mitigate any potential oversteer/understeer situations.
So, the real question, especially among BMW aficionados, is whether the 2 Series can replace the 3 as the light, fun, chuckable playmate of the lineup. I will leave divining that answer up to those who insist a sedan can be just as much fun as a true sports car.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
2018 BMW 2 Series Gallery














Photos & Source: BMW of North America, LLC.



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Volvo Partners With Google To Introduce Android Tech For Future Models

Volvo Partners With Google To Introduce Android Tech For Future Models

Android technology is coming to future Volvo models; the Gothenburg, Sweden automaker has partnered with the Mountain View, California tech company for a new venture. According to Volvo, the partnership is meant to bring about the “next generation of award-winning in-car infotainment and connectivity.”
New Volvos will offer a broader selection of apps and services through the Android operating system. Expect to see it within two years.
“We’re thrilled to partner with Volvo to bring Android into their next generation connected cars,” said Patrick Brady, Vice President of Android Engineering at Google.
Meaningful Interactions
The partnership is meant to enhance how Volvo owners interact with their cars. The forthcoming connectivity system is expected to offer a catalog of apps, developed by either Google, Volvo, or other third party companies. Many of the apps will focus on connected and predictive services as it relates to the car.
“We are making an important strategic step with the Google partnership,” commented Henrik Green, Senior Vice President Research & Development, Volvo Car Group. “Google’s platform and services will enhance the user experience by enabling more personalization possibilities, while Android will offer increased flexibility from a development perspective.”
Photo: Volvo Car Group.
Changing Trends
The partnership reflects the growing desire for drivers to be connected to their vehicles, and how automotive and tech companies are working to bridge that gap. With an Android operating system, Volvo customers will see a much more responsive, flexible, and personal in-car infotainment offering. According to Volvo, partnerships such as this one with Google are a necessity for the automotive industry.
“This partnership gives us the opportunity to deliver a more seamless experience to Volvo drivers through a full-featured infotainment platform and rich ecosystem of Android applications and Google services,” Brady said.
Photo: Volvo Car Group.

Future Vision
Volvo is positioning themselves as one of the most forward-thinking, most innovative automakers – and certinately the most vocal. Volvo has petitioned world governments to embrace autonomous driving, promised an electric variant for every vehicle in their lineup, and climate-neutral manufacturing operations by 2025. Volvo Cars President and Chief Executive Officer, Håkan Samuelsson again highlighted the importance of sustainability at an event just last week.
Now this partnership with Google that promises a better ownership experience for Volvo customers. More details will be announced at Google’s annual tech show, Google I/O on Wednesday.
“With the advent of Android we will embrace a rich ecosystem while keeping our iconic Volvo user interface,” Green said. “We will offer hundreds of popular apps and the best integrated experience in this broad, connected environment.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Volvo Car Group.



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Automoblog Book Garage: The Complete Book of Camaro

Automoblog Book Garage: The Complete Book of Camaro


Every so often (daily), Danielle and I talk (have long conversations) about the “dream cars” we will one day own. While there are a few (many) on the list, living in Detroit gives us an inherent affinity for American muscle. Which is why the Chevrolet Camaro, especially the first generation, always appears on our list.
Given Danielle grew up in the shop of her family’s Michigan-based trucking company, it’s probably not at all surprising.
Family & Future
Her family built an honorable legacy in a rural Michigan community that may well have disappeared without them. This was seen recently at her grandmother’s funeral as memories were recalled and stories were shared. For Danielle and many others who gravitate towards the Camaro, it’s about what the car represents; it’s about what that slice of American Iron truly means. For some, it’s honest work. For others, family and faith. And for others, it’s just simply the thrill of hearing the engine rev. But whatever the reasons, becasue the legacy of such cars live forever, as long as we are attached to them in some way, we can too.

Lasting Legacy
The Complete Book of Camaro: Every Model Since 1967 chronicles the Camaro’s journey, beginning with the original “Panther” concept. Literally every model since 1967 is featured, complete with beautiful photos and detailed technical specifications. The Complete Book of Camaro shows the early pony car wars with Ford and how the second generation became instantly recognizable with unique styling. The book dives into the muscle car renaissance of the 1980s and how the Camaro continued into the 90s, then uncharted waters.
No matter how many times I think I’ve seen the Camaro, I’ve never quite seen it like this.
Author
David Newhardt is one of the top automotive writers and photographers today. He has provided photography for best-selling Motorbooks titles like Muscle: America’s Legendary Performance Cars, Corvette: Fifty Years, Mustang: Forty Years, Mopar Muscle: Fifty Years, and Shelby Mustang: Racer for the Street.
The Complete Book of Camaro: Every Model Since 1967 is available through Amazon and Motorbooks.
The Complete Book of Camaro Gallery








Another excellent book is Camaro: Fifty Years of Chevy Performance, which we featured recently in our Book Garage series.



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2017 Honda Civic Si: Product & Performance Overview

2017 Honda Civic Si: Product & Performance Overview

The 2017 Honda Civic Si Coupe and Sedan are available now and quite affordable with a starting MSRP of $23,900. This Civic Si duo was revealed only a month ago and represent, according to Honda, the most ambitious remake in the Civic’s 44-year history. Both cars, be it coupe or sedan, have solid performance attributes, connectivity options, and safety features, despite the relatively lower price point.
Power & Performance
Right out of the gate, the Civic Si makes things fun with a short-throw, 6-speed manual transmission. A 1.5-liter, direct-injected and turbocharged DOHC in-line 4-cylinder, with dual variable cam timing resides under the hood. The powertrain, according to Honda, provides “a dynamic driving experience with a much broader power band and significantly increased torque output compared to the previous Si.”
And they are not kidding. Peak output (205 horsepower) appears lower in the rev range – 5,700 vs. 7,000 rpm – while peak torque (192 lb-ft.) comes in at 2,100 versus 4,400 rpm. Peak torque is also sustained over 70 percent of the engine’s rev range.
Drivers have access to two different modes (Normal and Sport) depending on their tastes. Normal Mode is more comfort based and good for the daily commute and running errands. Those wanting to experiment will enjoy Sport mode which adjusts suspension characteristics, steering feel, and throttle response.
Chassis, Suspension, Steering
With the engine making the power more accessible, the architecture now steps up to accentuate the car’s dynamics. The 2017 Civic Si Coupe and Sedan are lighter than the models they replace: Civic Si Sedan’s curb weight is 2,906 pounds, down 96 pounds from before. The Si Coupe tips the scales at 2,889 pounds, down 113 pounds from prior models. Both cars have a more rigid body, which will provide safety benefits, better fuel economy, and a good, solid planted feel while driving.
The suspension is really something too, with a two-mode adaptive damper system, stiffer spring rates, and more rigid stabilizer bars (+30 percent front, +60 percent rear). There are solid front and rear compliance bushings and beefed up front upper control arms, which actually come from the record setting Civic Type R. All of these upgrades make the Civic Si very nimble, an indispensable benefit when moving through traffic or around tighter corners.
Keeping with that same train of through, a dual-pinion adaptive electric power steering system with variable ratios will ensure nice, crisp handling, be it traversing the city or on the open highway.
Photo: Honda North America.
Exterior Styling
The Honda Civic Si is marked by its unique front fascia, gloss black wing, and large lower air intakes. The 18-inch 5-spoke alloy wheels have a model-exclusive finish with low-profile tires. The Si Coupe has a full-width light bar with a raised wing spoiler; the Si Sedan features an exclusive rear fascia, decklid, and spoiler with an LED brake light.
Interior Treatments
While driver’s are taking advantage of the nimble architecture and more powerful engine, the bolstered front seats will keep them in place. The seats feature an Si logo and red accent stitching that flows through the rest of the interior. Red is really the central theme here, especially on the driver’s display – it contrasts nicely with the carbon-tinted instrument panel.
Interior treatments for comfort and convenience include dual-zone automatic climate control with air filtration, heated front seats, white ambient LED lighting, functional center console storage, and a 60/40 split-folding rear bench seat. The 2017 Honda Civic Si is compatible with Apple CarPlay and Android Auto and includes app-based navigation, streaming audio, and voice activated commands.
The Driver Information Interface (DII) is new and displays a multitude of real-time information. Driver’s will enjoy thumbing through data that shows throttle and brake applications in a graphic percentage, turbocharger (psi), and even lap times. In fact, the DII has a G-meter for a more accurate representation of acceleration, braking, and cornering forces when on the track.
Photo: Honda North America.


Safety & Security
Honda says the 2017 Civic Si provides “a high level of collision safety performance in a wide variety of collision scenarios, including offset and oblique-angle frontal collisions as well as side and rear impacts.” Both cars are equipped with four-channel anti-lock brakes with Electronic Brake Distribution, Vehicle Stability Assist with traction control, and Agile Handling Assist to provide additional stability during emergency or evasive maneuvers.
Both the Civic Si Coupe and Sedan have received a 5-Star Overall Vehicle Score from the National Highway Traffic Safety Administration.
Pricing & Availability
The 2017 Honda Civic Si is available now – pricing varies but is still relatively affordable with neither car topping $24,100 for a starting MSRP. The 2017 Civic Si for the United States market is assembled at Honda’s Ontario, Canada assembly. The engines are produced in Anna, Ohio, Honda’s largest automobile engine plant in the world.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2017 Honda Civic Si Coupe Gallery

















2017 Honda Civic Si Sedan Gallery








Photos & Source: Honda North America.



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Ford Hot Shot: The Jimmy John’s of Parts

Ford Hot Shot: The Jimmy John’s of Parts

Right, so Ford has this new parts delivery service called Hot Shot that aims to get parts to repair shops and customers really fast. But don’t car companies and second tier parts suppliers already do this? I thought they already did, but I could be wrong.
As both my loyal readers know, I’ve got this friend Carl who runs a repair shop in Seattle. I have spent a lot of time hanging out at his shop. I mean a lot. He’s a great guy, and even though my cars don’t need that much work, I’m always up for swinging by to say hello and see how he’s doing.
Day’s Work
More often then not, he’s turning a wrench, talking things over with the two other mechanics – Brian and Jerry – on the phone keeping the schedule full, and in the front office dealing with customers (this involves everything from happily getting a bill paid to painfully explaining simple mechanical principles like, “no, just cause I changed your wiper blades last month, that has nothing to do with that grinding noise coming from your transmission” (and no, I am not making that up)).
Or, as is the case with our story today, dealing with parts deliveries.
Usually, parts, by way of a dealer’s parts department show up three to four times a day – first thing in the morning, some time around lunch or some time in the late afternoon. In addition to the constant stream of customers coming and going, tool truck guys coming and going, uniform trucks coming and going, and schmoes like me clogging up the works, there seems to always be a parts delivery person (usually very competent and very cheery and positive) dropping off everything from camshaft gasket kits that could fit in an envelope, to entire rebuilt Subaru engines.
So what’s so different about Ford’s Hot Shot parts delivery deal?
Photo: Ford Motor Company.
Order Up
Essentially, Ford’s Hot Shot parts delivery works more like a pizza restaurant than a catering kitchen. Normal, non-Hot Shot parts are sent out on a schedule, the aforementioned first thing in the morning, some time around lunch, or some time in the late afternoon. Hot Shot takes a shop or customer’s specific individual order and then gets the parts winging their way fast. Fast as in Hot Shot express parts delivery orders from Ford are fulfilled within two hours. As an example, the Village Ford dealership in Dearborn, Michigan commonly receives 20 to 30 Hot Shot orders per day.
Ford is quick to point out their Hot Shot express parts delivery is not new. Growth of the program shows dealers have no problem adjusting to the changing needs of consumers; the number of dealers offering Hot Shot has grown to more than 300 in recent years.
“These deliveries are going to 40 different customers including other dealers and independent shops,” said Andrew Kochan, Parts Manager, Village Ford. “All are pleased with the service and many are amazed by our dedication to helping them better serve their customers.”
Photo: Ford Motor Company.

Upward Expansion
Increased acceptance of Hot Shot with dealers is the latest example of how Ford aims to improve customer service. Another example comes from earlier this year when Ford introduced a service kiosk program that allows customers to pick up and drop off vehicles and pay for repairs 24/7. And then Ford’s launch of the Omnicraft line, replacement parts for all makes of non-Ford vehicles.
So, could this new pizza-style parts delivery system actually work? Time will tell. It seems to be cutting real close to the bone of the ratio of satisfied customers divided by the costs of gas. If the numbers work, and Ford can keep everyone satisfied without blowing the profits on fleet costs, then expect to see others adapt this delivery model.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Photos & Source: Ford Motor Company.



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