Automotive

2018 Ford Expedition FX4: For The Great Unknown (Or Getting Groceries)

2018 Ford Expedition FX4: For The Great Unknown (Or Getting Groceries)

Okay, so Ford says their all-new, 2018 Expedition with the FX4 Off-Road Package is the most “off-road-capable Expedition ever,” to which I say so what? If you think about it, that’s not saying much, given how little your average SUV is driven off-road, let alone in extreme off-road conditions. Ford more or less admits this by saying, “for the more than 20 percent of Expedition owners that use their SUV for off-road adventure, Ford introduces the all-new 2018 Expedition FX4 Off-Road Package, making this the most off-road-capable Expedition ever.”
Too Much Or Just Right?
In other words, only one out of five Expedition owners actually drive off the pavement. That’s like Craftsman saying, “hey, did you know that 20 percent of people who buy our tools actually use them to turn screws with?” That’s really nothing much to crow about, Ford.
So the all-new, 2018 Expedition with the FX4 Off-Road Package is better at going off-road. Good, I applaud that. I really do. But as it sits on the showroom floor, don’t expect any of these guys to be turning up at King Of The Hammers or the just run Mint 400. It’s better at running off-road no doubt, but it sure ain’t going to be running in this year’s Dakar Rally. Mostly, it will excel doing what most prospective owners want it to do: commute, haul groceries, get the kids to school and back, or soccer practice and back, and, two or three times a year, maybe do some camping. That’s the truly ironic thing here. Ford has done all these rather impressive upgrades and yet a majority of owners will never use it for that.
2018 Ford Expedition FX4. Photo: Ford Motor Company.
Lightweight & Intelligent Tech
It all starts with the Expedition’s high-strength, aluminum-alloy body, which is new this year, and the redesigned high-strength steel frame. Going this route cut 300 pounds, which is a lot. It’s like carrying a dirt bike for free, weight-wise. Anyway, that’s just the starting point for Ford. From there on out, they hang on lots of genuine off-road goodies that are pretty interesting.
For starters, there’s the patented electronic limited-slip rear differential. This helps improve off-road performance in low-traction situations, obviously, by automatically varying power side-to-side – that’s what limited slip diffs do. The thing is geared at 3.73:1 and is electronically limited, rather than the old fashioned sorcery of mechanical diffs (which I still don’t understand, to be honest). The Expedition’s new electronic diff also enhances towing performance and capability, which is a good thing.
There are off-road-tuned shocks, which are more stiff and designed to keep the wheels planted terra firma, whether that’s the road, the dirt or the etc. And of course the FX4 package comes with better all-terrain tires. These off road meats come with thicker sidewalls to preserve a smooth ride while bringing the traction needed over bad terrain.
Photo: Ford Motor Company.

Proper Protection
Did you say skid plates? Oh my yes the 2018 Ford Expedition FX4 has skid plates. This thing has seven skid plates. The seven deadly skids, if you will. There’s a new sand shield to protect the turbocharger intercoolers from getting clogged when driving through tall berms and sand dunes, plus steel plates to protect the steering gear, the engine, the transmission, and transfer case, plus a full-length guard for the fuel tank. Also, the chin spoiler beneath the front bumper has been shortened to improve approach angles.
In the non-technical category, there’s a slew of bits and pieces and parts to make your 2018 Ford Expedition FX4 look good. There are 18-inch Magnetic Metallic-painted cast-aluminum wheels unique to the FX4, chrome running boards, and FX4 badging on the liftgate and front fender. And there is also the handy little goody of new rubber floor liners that feature deep side sills. Think of these as factory versions of WeatherTech floor liners. They can be removed and cleaned of any mud, sand, water or what have you without all that gunk making it into your much harder to clean carpet.
Photo: Ford Motor Company.
Terrain Management
The FX4 Expedition also comes with Ford’s new Terrain Management System. The TMS lets you select from seven drive modes that automatically adapt to different road conditions. There’s normal mode for around town driving; sport for “more spirited trips;” tow/haul for improved towing and hauling performance, obviously; eco for better fuel economy; grass/gravel/snow for loose terrain; sand for even lower traction situations and, at the far end of the scale, mud/rut for traveling over uneven surfaces. You can manually select either 2WD or 4WD in any mode.
Power & Performance
The all-new Expedition has tons of interior space, the-now-ubiquitous connectivity and smart technology features everyone expects, and the much-loved EcoBoost engine. The 3.5-liter EcoBoost cranks out 375 ponies and 470 lb-ft. of torque. It also comes standard with Auto Start-Stop and a new 10-speed transmission. Towing? How about 9,300 pounds? Not bad.
The 2018 Ford Expedition FX4 goes on sale this fall. So sure, 80 percent won’t notice what all that stuff is there for, but for the other 20 percent of you, enjoy.
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.
Photo: Ford Motor Company.
Photos & Source: Ford Motor Company.

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The Jaguar XE SV Project 8 is the most powerful road-going Jaguar ever

The Jaguar XE SV Project 8 is the most powerful road-going Jaguar ever Thanks to upgrades from Jaguar-Land Rover’s Special Vehicle Operations (SVO), the Jaguar XE SV Project 8 cracks 200 mph.

What’s going on?
The Jaguar XE is a compelling alternative to the compact luxury sports sedan perennials from Germany. But ever since the XE came out, there hasn’t been a competitor to the high-performance variants of the Germans such as the BMW M3, Audi S4, and Mercedes-AMG C-Class…until now.
Meet the all-new Jaguar XE SV Project 8, the most powerful and agile road-going Jaguar ever made.
As the first hand-assembled model by SVO, the new Jaguar XE SV Project 8 is the culmination of Jaguar-Land Rover’s $25 million investment into the SVO Technical Center in Warwickshire, UK. Basically, the it’s the performance branch to Jaguar, like Mercedes-AMG is to Mercedes-Benz, and BMW M Division to BMW.
“SVO’s raison d’être is to produce halo vehicles that push the boundaries in terms of luxury, performance and all-terrain capability. Project 8 is a great example of what happens when enthusiastic designers, engineers and manufacturing specialists are given the opportunity to create an extreme performance sports car without compromise,” said John Edwards in the car’s launch statement, the managing director for J-LR Special Operations. “Project 8 will be assembled by hand in the new SVO Technical Center, and we’re confident that our enthusiastic and demanding clients will love driving Project 8 as much we do!”
What’s cool about it?
The first thing you’ll notice about the Jaguar XE SV Project 8, besides its radiant orange hue, is the bonkers boy-racer performance kit. The front lower fascia gains a new look with odd-looking vents meant to gobble up massive volumes of air for cooling and aerodynamics. But more so, the entire kit reduces the weight of the XE, thanks to extensive use of carbon fiber for both front and rear bumpers, the adjustable rear wing, and the rear diffuser.
Under the hood sits the latest and greatest iteration of Jaguar’s ubiquitous AJ-V8, displacing 5.0-liters and with support from a supercharger, producing 592 horsepower and 516 lb-ft of torque. Those 592 horses go through a ZF-sourced eight-speed Quickshift automatic and all-wheel traction to help put the power down. Jaguar claims a top speed of over 200 mph and a 0-60 time of 3.3 seconds.

Though carbon-based materials don’t just find themselves in body parts. The Jaguar XE SV Project 8 also comes standard with Jaguar’s latest Carbon Ceramic Brake system, making it the first Jaguar to feature the system. The CCB system also works in tandem with the stability and traction control and the Electronic Active Differential with Torque Vectoring by Braking to counter understeer. In simplified terms, the XE SV Project 8 basically utilizes braking power to simulate what a typical, mechanical limited-slip differential and stability control would do under aggressive cornering. But now, the systems work more with each other and are optimized for increased performance.
While you can get into the Jaguar XE SV Project 8 and just go anywhere like a bat out of hell, Jaguar equipped the vehicle with fully adjustable Continuously Variable Dampers in the suspension. Owners can adjust the ride height and shock stiffness, making it the most track-biased SVO car to date. Additionally, other details include a swap out of various bushings and bits for more expensive more capable ones to help reduce mass and improve handling response and precision.
On the inside, the Project 8 features four seats only, versus the standard XE’s five. Up front sit magnesium-framed Performance seats with contrast stitching and Premium Jet leather, complemented by Miko suedecloth trim. Alcantara festoons surfaces such as the dashboard, door panels, and steering wheel. And although the Project 8 is performance oriented, there’s still plenty of Jaguar swag to keep things luxurious.
A 10.2-inch tablet-like touchscreen comes standard for the Jaguar InControl Touch Pro infotainment system. For those keeping tabs on track times, there’s even an integrated stopwatch and telemetry application to help bolster track-day bets with friends. Above it all, the Project 8 is also one fast 4G WiFi hotspot.
When can I get one?
Jaguar-Land Rover SVO claims only 300 of these Project 8s will hit production worldwide and only in left-hand drive. Prices aren’t available just yet, but that should surface closer to the car’s launch, following its debut at the 2017 Goodwood Festival of Speed. And expect to be high.
– By: Chris Chin
Jaguar XE SV Project 8 Specifications
TECHNICAL DATA
JAGUAR XE SV PROJECT 8
ENGINE & TRANSMISSION9

Engine capacity (cc)
5,000
Layout
V8 Supercharged gasoline
Power
592HP @ 6,500rpm
Torque
516- lb. ft. @ 3,500-5,000rpm
Transmission
8-speed Quickshift automatic, All-Wheel Drive, Stop/Start
CHASSIS

Front and rear suspension
Front: independent, double wishbones, adjustable coil springs, CVD dampers
Rear: independent, Integral Link, adjustable coil springs, CVD dampers
Front brakes
15.7-in/400mm Carbon Ceramic Braking discs, six-piston sliding caliper
Rear brakes
15.6-in/396mm Carbon Ceramic Braking discs, single-piston sliding caliper
Wheels and tires
Front: 9.5 x 20in forged alloy, 265/35 R20 Michelin Pilot Sport Cup 2
Rear: 11 x 20in forged alloy, 305/30 R20 Michelin Pilot Sport Cup 2
Steering
Rack-and-pinion; electromechanical
DIMENSIONS

Length
185.6-in / 4,713mm
Width including mirrors
81.7-in / 2,075mm
Width excluding Mirrors
76.9-in / 1,954mm
Road Height
56.5-in / 1,436mm
Track Height
55.9-in / 1,421mm
Wheelbase
111.6-in / 2,835mm
Weight
From 3,847-lbs / 1,745kg
PERFORMANCE9

0-60mph
3.3 sec(1)
0-100km/h
3.7 sec(1)
Top speed
200mph(1)
Jaguar XE SV Project 8 Gallery

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Aston Martin Confirms First All-Electric Vehicle With RapidE

Aston Martin Confirms First All-Electric Vehicle With RapidE

A concept vehicle no more says Aston Martin, confirming the RapidE will come to fruition. The forthcoming all-electric RapidE underscores Aston Martin’s commitment to low- and zero-emission vehicles, a critical component of the automaker’s Second Century Plan as directed by President and Chief Executive Officer, Dr. Andy Palmer.
The vehicle was developed alongside Williams Advanced Engineering in Grove, Oxfordshire, England.
Concept Rooted
The RapidE is based upon the Rapide AMR concept and will look similar to the Rapide S, although an all-electric powertain will replace the V12 of the Rapide S. Aston Martin promises “instantaneous delivery characteristics,” meaning the RapidE will probably be a blast to drive. The RapidE Concept first appeared in October 2015 and according to Aston Martin, was a significant milestone toward an electrified portfolio.
“RapidE represents a sustainable future in which Aston Martin’s values of seductive style and supreme performance don’t merely co-exist alongside a new zero-emission powertrain, but are enhanced by it,” Dr. Palmer said. “RapidE will showcase Aston Martin’s vision, desire, and capability to successfully embrace radical change, delivering a new breed of car that stays true to our ethos and delights our customers.”
Photo: Aston Martin The Americas.

Valuable Partnerships
The aforementioned Williams Advanced Engineering has played, and will continue to play, an important role in bringing the RapidE to market. The company feels honored to be apart of the vehicle’s development.
“This project with Aston Martin will draw on the extensive battery and EV experience we have accumulated, and we are extremely pleased to be supporting this prestigious British company with their future electrification strategy,” explained Paul McNamara, Technical Director, Williams Advanced Engineering.
McNamara also touched on the importance of working together when it comes to developing more energy efficient automobiles.
“Williams Advanced Engineering has always endeavored to work collaboratively with its customers to meet their sustainability challenges and find energy efficient solutions,” he said. “For today’s car manufacturers, this is particularly important as legislation demands more energy efficient vehicles.”
Supply & Production
The Aston Martin RapidE will have a limited build run of 155 units; expect production to get underway in 2019. Those who enjoy more traditional powertrains from the British marquee need not worry.
“The internal combustion engine has been at the heart of Aston Martin for more than a century, and will continue to be for years to come,” Dr. Palmer added.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo: Aston Martin The Americas.
Photos & Source: Aston Martin The Americas.

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2018 Honda Accord To Debut In Detroit

2018 Honda Accord To Debut In Detroit

The 2018 Honda Accord will make its global debut in Detroit, Michigan on July 14th, now less than a month away. The automaker released the above concept drawing which gives us some insight as to what the car will look like. Although we can only see a portion of the vehicle, Honda promises the new Accord will have an aggressive stance, dramatic styling, fuel efficient powertains, and sporty driving dynamics.
Top Gun
Honda has raked in the dough with the Accord to say the least. According Urban Science, the Accord is the best-selling midsize sedan in the United States among car buyers cumulatively since 2010. Furthermore, Urban Science data shows the Accord has been the U.S. midsize sedan segment’s retail sales leader for last four years. 2017 is shaping up strong for Honda too – during the first five months of the year, based on retail sales to individual buyers, the Accord is the top midsize sedan again, second only to the new Civic.
Power & Performance
To keep this benchmark intact, Honda promises the forthcoming Accord, now in its 10th generation, will be the most fun-to-drive Accord yet. Expect to see two new turbocharged engines paired with either a new Honda-developed 10-speed automatic, CVT, or 6-speed manual transmission. Hybrid buyers will want to pay close attention to the new iteration of Honda’s two-motor hybrid powertrain system.
Live Reveal
Honda will share all the vital details via a YouTube Livestream session in the Motor City on July 14th, 11:00am Eastern. Here is the link. If you can believe it, since its launch in 1976, more than 13 million Honda Accords have been sold. Production remains at Honda’s Marysville, Ohio plant, the home of the Accord since November 1982. Cumulative U.S. production now exceeds 11 million units across 35 years of American manufacturing. That said, we are pretty excited to see this new machine from Honda.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo & Source: Honda North America.

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2018 Hyundai Elantra Trim Levels Expand

2018 Hyundai Elantra Trim Levels Expand

Hyundai has gone and messed with its popular Elantra for 2018, or at least tweaked one of the available option packages. That could be trouble – monkeying with the Elantra, pretty much Hyundai’s bread and butter car, might spell disaster – but have no fear, Hyundai is on top of the situation.
Hyundai’s Elantra, now in its sixth generation, has racked up more than 2.9 million sales since its launch in America, and is aimed squarely at its midsize sedan competitors, the Chevrolet Cruise and Ford Focus.
More Stuff
The short version here is that Hyundai’s new trim level for the Elantra (SEL) will replace the soon-to-be-outgoing SE trim. The SEL will add more tech goodies without raising the price. Thus, the 2018 Hyundai Elantra SEL will come with blind spot detection with rear cross traffic alert and lane change assist. Infotainment is centered around a seven-inch display audio system with AM/FM/HD/Sirius radio pumping out the sounds via six speakers. Android Auto and Apple CarPlay are in there too, of course.
There is a rearview camera with dynamic guidelines to help you back up and park and such.
The SEL trim also features 16-inch alloy wheels, four-wheel disc brakes, heated outside mirrors, and auto headlamp control. Oh, and since this is America, you also get better rear cup holders that are mounted just aft of the center console, so Junior doesn’t spill that Big Gulp Mountain Dew all over the place. The Elantra Limited and Sport trims get some new features as well.
Photo: Hyundai Motor America.
Trim Level Treatments
The Limited trim now includes gloss black interior accents and an auto-dimming rearview mirror (which is just lazy) with Blue Link and HomeLink now standard. Hyundai also points out that all available Blue Link features come standard for three years. The Sport Elantras now come with a power sunroof, Blind Spot Detection with Rear Cross-traffic Alert, and Lane Change Assist standard to help you not do things like pull into oncoming traffic or run over cyclists while changing lanes. All trim levels, SEL, Limited, and Sport get a new machine gray exterior color, if you’re more into the subtle pallet.
The Value and Eco trim levels are still available. Value, is, well, the value-oriented model that comes well-equipped with popular options at “attractive” (read: inexpensive) price points. The Eco trim gets you an EPA estimated 35 miles per gallon combined thanks to a 1.4 turbo GDI four-cylinder engine and seven-speed DCT gearbox.
Photo: Hyundai Motor America.

Blue Link Connectivity
Now, about that Hyundai Blue Link. It’s sort of like smart home technology grafted onto your car. It apparently requires some sort of subscription – which Hyundai does not go into details on, but they do mention you get three years of it for free – and it allows you to either automate a range of stuff you can have your car do, or allows you to do it remotely.
For example, one of the Blue Link features is the Connected Care Package which takes care of stuff like Automatic Collision Notification, SOS Emergency Assistance, a Monthly Vehicle Health Report (sort of a poor person’s telemetry data storage deal), Automatic Diagnostic Trouble Code Notification (i.e. it tells you more than just “check engine”), a Service Link Maintenance Reminder (a digital version of that oil change sticker normally on your windshield), something called Driving Information (your guess is as good as mine), and On-Demand Diagnostics (again, much more than just “check engine”).
Photo: Hyundai Motor America.
Extra Tools
Besides being there to get you out of a jam, there are other Blue Link features in the Remote Package that can be activated via things like Amazon Alexa. There is also a remote start, which must really be nice in a place like Chicago in January.
There is also Car Finder? Not sure what that does exactly, but I’m guessing some sort of parking lot/garage assistance thing-o for the memory impaired. Blue Link also gets you Stolen Vehicle Recovery, Stolen Vehicle Slowdown, and Stolen Vehicle Immobilization, which is handy, yes, but also probably fun when it comes to messing with perps. You just never know when your Elantra is going to get targeted by Memphis Raines.
So, yet again, Hyundai steps into the breach for those that want lots of up-to-date tech goodies but are on, shall we say, a more limited budget than your typical Mercedes-Benz buyer.
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 Hyundai Elantra Gallery

Photos & Source: Hyundai Motor America.

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Long-term Review: Starting a life with the Mazda Miata

Long-term Review: Starting a life with the Mazda Miata This Mazda MX-5 Miata is my only car, but it’s not that simple.

I woke up yesterday and wafted my Volvo C30 150 miles south to trade it for a 2016 Mazda MX-5 Miata Club in Soul Red with the Brembo/BBS package. In English, I traded a car for what a lot of people think of as a tent for people with no kids.
By grabbing a Miata instead of a Toyota Camry, or even a hot hatch, I’m voting with my wallet—to breath life back into the small car market. Apart from the Miata/’Fiata, the world is my oyster if I only want to pick two of the following: Small, light, rear-drive, new, inexpensive, convertible, non-pretentious, three pedals. So what happened?

First, let’s bench race the Mazda Miata.
Mazda is a fairly young company in some ways. After being sold off from Ford, Mazda is left in a place that is a touch like BMW was in the late 1960s: not much cash, something slightly less than a bomb-proof reputation, and a handful of relatively affordable cars that offer the driver more than whatever the segment leader might be. Mazda’s styling has been on the awesome side of experimental.
On paper, the Club trim level comes with a 6-speed manual gearbox, Bilstein shocks, and a limited slip differential. 60 miles per hour happens in just under six seconds and the top speed is less than most station wagons. Mazda was obsessive about weight savings, and that’s part of what makes this car so special in today’s market of safety, and emissions regulations and anticipated levels of equipment. 2,300 lbs is a virtually unobtainable statistic for new cars available in the US today.

I’m making this sacrifice for science.
When I’m not shooting and writing about cars, I work in an office. I live in a sparsely populated area; my 20-mile commute includes an elevation change with many low-speed S-curves. The small-car culture here thrives and hosts the largest British car event on the continent. The state agency of transportation maintains publicly available interactive maps that track the quality of the pavement, the last time it was swept for debris, and if there’s even a drop of snow, where each state plow is.

All of the above is true, but there’s a snag: I’m living the same place I’ve lived and driven daily for over a decade: Vermont.
By the way, I’m an avid backcountry skier, hiker, and photographer. Now, every box has been ticked—landing me in crossover territory. Over the next year, I’ll wear this car, collect data on the joys, the monetary costs, and the sacrifices to advise you, the reader, of the slurry of brilliance and idiocy that befalls a year-round Miata driver in the rustbelt.

One day in, what’s it like?
This is a momentum car, that, like the ‘Subota is not set up out of the box to rip your face off in the corners—it’s meant to put a smile on your face instead. Which it does. Given the wind noise, 50 mph feels like a million, and the exhaust note and intake noise are genuinely satisfying in a number of ways. The car feels quite a bit faster than it really is—something many modern enthusiast-level road cars fail at. I’m thinking and feeling a bit more through corners that my C30 would have me snoring through at the same speed. I no longer feel like a passenger.
Yesterday brought endless sunshine and and 85 degrees, and today, the roads are flooding—still, I’m pretty compelled by this experiment. I’ll let you know how it goes.

-By: Sawyer Sutton
© All images copyright Sawyer Sutton/egmCarTech
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Ford Invests In Future Technology, Local Neighborhoods With Purchase of Iconic Detroit Landmark

Ford Invests In Future Technology, Local Neighborhoods With Purchase of Iconic Detroit Landmark Ford Motor Company announced the acquisition of Michigan Central Station during a ceremony attended by employees, residents, city and state officials, and members of the media. Michigan Central Station, located in Detroit’s Corktown neighborhood, will serve as a hub for autonomous and electric vehicle design, as well as the development of urban mobility services, including – but not limited to – connected vehicles, infrastructure, and public transit.
The announcement comes as the automaker celebrates its 115-year anniversary.
“Michigan Central Station is a place that in many ways tells the story of Detroit over the past century,” said Bill Ford, Executive Chairman, Ford Motor Company. “We at Ford want to help write the next chapter, working together in Corktown with the best startups, the smartest talent, and the thinkers, engineers, and problem-solvers who see things differently – all to shape the future of mobility and transportation.”
Brief History
Michigan Central Station has been a fixture of Detroit for generations, finished in January of 1914 as the depot for the Michigan Central Railroad. At the time, the Michigan Central Railroad bought 50 acres of land in Corktown after the downtown depot at Third and Jefferson could no longer sustain the influx of passengers.
Michigan Central Station became the new designation, headed by the same architects that designed New York’s Grand Central Station. When it was constructed, it stood 13 stories high with a roof height of 230 feet, enough to make it the world’s tallest train station
The first train left for Saginaw and Bay City on December 26th, 1913 as the first arrival came from Chicago. In its prime, the depot served some 4,000 people daily. Among the many notable guests: Franklin D. Roosevelt in 1936 and Harry S. Truman in 1948. The park in front of the station was eventually named Roosevelt Park, in honor of Theodore Roosevelt who visited in 1916.
Michigan Central Station remained in service until January 6th 1988, slowly falling into ruin after Amtrak departed the station for the final time. On numerous occasions, the question was raised of who would be able to restore it. Dozens of suggestions, from luxury apartments to a police headquarters were proposed, all to no avail. For years, the iconic train station had plenty of interest, and certinately plenty of potential, but no suitor could be found.
Michigan Central Station (present day) has served as the backdrop for a number of films, including “Batman v Superman: Dawn of Justice” in 2016, “Transformers” in 2007, and “8 Mile” in 2002. Photo: Detroit Historical Society.
Upward Expansion
The purchase of Michigan Central Station is one of several in the Corktown area for Ford. The automaker has also acquired the former Detroit Public Schools Book Depository, the site of an old brass factory, a refurbished former factory, and two acres of empty land. In time, Ford’s Corktown campus will consist of 1.2 million square feet of space, three-quarters of which will be split between the company and its partners.
Another 300,000 square feet will combine community areas, retail space, and residential housing.
Approximately 2,500 Ford employees, many from the mobility team, will be based in Corktown by 2022, with space by that time to accommodate another 2,500 employees of the automaker and/or other partners. Ford believes being situated in Detroit proper will help attract an array of talent, from promising startups to experienced engineers who want to tackle the biggest challenges facing mobility.
A postcard depicting Michigan Central Station, circa 1955. Photo: Detroit Historical Society.
Challenges & Opportunities
Michigan Central Station will be home to some of Ford’s most ambitious and forward-looking objectives. For example, the Corktown campus will facilitate the implementation of what Ford calls a “fresh approach” on how transportation can help citizens lead more productive and fulfilled lives.
“What Rouge was to Ford in the industrial age, Corktown can be for Ford in the information age,” explained Jim Hackett, President and CEO, Ford Motor Company. “It will be the proving ground where Ford and our partners design and test the services and solutions for the way people are going to live and get around tomorrow, creating a Southeast Michigan mobility corridor that spans west from Dearborn to Ann Arbor, and east to Detroit.”
The automaker notes that as cities become more populated, as infrastructure ages, and as new technologies become available, the way people get around will inevitably be impacted. To truly address this, Ford believes it will take more than just new vehicles – or even autonomous ones – but rather smart automobiles that can adapt and react to an increasingly connected world.
“This will be the kind of campus where the emerging economy thrives – a collaborative ecosystem of companies, educators, investors, and innovators,” Hackett continued. “This is where part of our team will live and work as a part of this community, alongside the customers and neighbors whose lives we’re trying to make better.”
“In Corktown, Ford’s efforts can come together in an urban environment, proving-out technology in the same environment where new ideas must be applied,” reads a statement from the automaker. “This campus has the potential to help return Detroit to being the ‘mobility capital of the world’ – shaping the future of transportation for the better.”

Community Service
It was Ford’s Highland Park and River Rouge plants that helped put the nation on wheels and create the middle class. At Willow Run, the War Effort saw the assembly of the planes and tanks that stopped an evil dictator during World War II. In Flat Rock, the Mustang continues to inspire a generation of enthusiasts, while in Kentucky, the big trucks that roll off the line serve as chariots for the working population.
It remains the automaker’s vision that Corktown becomes a similar staple in their history.
“Just as Dearborn does, Corktown holds a special place in my heart,” Ford said. “Henry Ford was the son of an immigrant. His father, William Ford, came over from Cork during Ireland’s potato famine. And Corktown was a destination for immigrants like him who came here with little more than hope.”
Under the company’s ownership, Michigan Central Station will see a complete restoration to its original luster, along with the addition of local shops, restaurants, and dedicated public spaces for area residents. The new Michigan Central Station will strike a balance, serving as a centerpiece for future innovation and standing as a monument to Detroit’s rich history.
“It was a place where you could reimagine what’s possible,” Ford said. “That’s what we want to do all over again, right here in Corktown – to build tomorrow, together.”
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.
Michigan Central Station Gallery

Photos & Source: Ford Motor Company, Detroit Historical Society.

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2018 BMW 740e xDrive iPerformance Review

2018 BMW 740e xDrive iPerformance Review The BMW 740e xDrive iPerformance builds on the 7 Series reputation for refined performance, luxurious appointments, and advanced technology. With plug-in hybrid capabilities that promise increased economy and environmental friendliness, BMW delivers in all areas with this full-size luxury sedan.
What’s New For 2018
The 2018 BMW 7 Series comes with more semi-autonomous driving features, otherwise it carries over unchanged for 2018.
Features & Options
As you would expect from the BMW 7 Series, this 740e xDrive iPerformance ($90,700) comes loaded with standard features like adaptive air suspension with driver-selectable modes, 19-inch alloy wheels, adaptive LED headlights with automatic high beams, automatic windshield wipers, front and rear parking sensors, a power trunk lid, and power-closing doors.
The 740i comes with other luxuries such as 14-way power-adjustable heated leather seats, wood trim, four-zone climate control, a panoramic moonroof, and auto-dimming rearview mirror.
Standard tech features include a 10.2-inch infotainment screen with navigation and BMW’s iDrive, a touchpad controller with gesture control, Bluetooth and Wi-Fi connectivity, a wireless Qi charging station, a 16-speaker Harman Kardon sound system, and a number of connected features that work online or with special BMW apps.

Additional Packages
This 740e tester featured the Driving Assistance Package ($1,700), which adds a full-color heads-up display, blind spot monitoring, and a lane departure warning system. The Driving Assistance Plus Package ($1,700) added full-speed adaptive cruise control with stop-and-go, collision mitigation brake assist, a lane centering and steering assist system, semi-automatic lane changing assist, and more.
It’s a pretty advanced setup for the money.
A Cold Weather Package ($400) added the heated steering wheel and heated rear seats. Finally, a Parking Assistance Package ($700) upgrades the standard rear camera to a surround view setup with a neat integration in the gesture system that lets you rotate a virtual camera around the car for maximum visibility when parking. This package also includes a semi-autonomous parking assistant feature which, at the touch of a button, takes over the steering while parallel parking.
Total MSRP including destination: $99,845.

Interior Highlights
Stepping inside the BMW 740e reveals an elegant, roomy cabin filled with wood and leather. The instrument panel is contemporary, featuring a horizontal shelf with satin-metallic brightwork on the knobs, many of which change temperatures for the comfort of your fingertips. It’s a place you’ll want to spend lots of time.
The front seats are first-class, and hit the sweet spot between comfort during those long hours behind the wheel, and extra support for more spirited driving through tight corners. The interior has a limo-like feel with plenty of room for drivers and passengers to get comfortable. The rear is luxurious for two, but there is room for three under the Sky Lounge panoramic LED roof.
On the 7 Series there is the familiar iDrive controller, now with a handwriting touchpad (also steering wheel controls and voice recognition) for those who don’t like finger smudges on the screen. The iDrive also now has Gesture Control where you just flash the sensor one of five hand signals: to get the sound system volume raised or lowered, answer or don’t answer the phone, or browse a 360-degree view of the cabin.
We cranked up the Harman Kardon surround sound with 1,400 watts and 16 speakers and enjoyed the ride. The heads-up display kept our eyes on the road and the standard Adaptive Headlamps don’t just turn with the car, they consider speed, steering angle, and yaw and lit the way on our drive to Evergreen, Colorado.

Engine & Fuel Mileage Specs
The 2018 BMW 740e is powered by a 2.0-liter turbo four-cylinder engine, rated at 255 horsepower and 295 lb-ft. of torque. It is mated with a 111-horsepower electric motor that boosts total system output to a healthy 322 horsepower and 369 lb-ft. of torque.
That powerplant is mated to an eight-speed automatic and BMW’s xDrive all-wheel drive system. The 740e gets 64 MPGe, 27 combined miles per gallon, and 14 miles of all-electric range.
Driving Dynamics
We were initially concerned since the full-size luxury 740e is powered by a 2.0-liter four-cylinder, but the electric motor adds plenty of juice to get this large sedan moving. We pushed the 740e hard up I-70 at altitude west of Denver and the twin-turbo left us impressed with its performance. On the road, the luxury sedan is relaxed and the hybrid system is seamless.
We took the 740e around tight mountain corners and the big sedan isn’t exactly nimble, but the electric power steering is light and direct, perfect for the typical luxury buyer. We put the luxury hauler in Sport mode and it felt extra quick for our more spirited driving maneuvers. You can also change the feel of the 740e: Comfort mode smoothes out the ride, for example, while Comfort Plus makes it float over dirt roads or rough pavement.
The eight-speed automatic transmission has special shift characteristics, changing with curves and terrain, making it ideal for the mountain driving we did. To improve fuel mileage, an automatic Stop-Start feature turns off the engine when the car stops, then back on again when it’s time to move.
Conclusion
If you want a large luxury sedan with all-electric plug-in capability, the 2018 BMW 740e is a prime choice. If you’re looking for comfort and performance, you’ll be happy with the BMW 740e.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 BMW 740e xDrive iPerformance Gallery

BMW 7 Series Official Site.
Photos: BMW of North America, LLC.

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1991 GMC Syclone: The Hurricane On Wheels

1991 GMC Syclone: The Hurricane On Wheels Every once in awhile, you meet people who are masters at thinking stuff up. The team from GMPartsOnline.net is like this, having come way out of left field with one of the most interesting comparisons we have ever seen.
A 1991 GMC Syclone versus a 2017 Camaro SS 1LE.
“We were talking about our favorite vehicles one day at work when someone mentioned the Syclone,” recalled Angel Vigil, Director of GMPartsOnline.net. “Then we had an argument about whether or not the Syclone was faster than a new Camaro.”
Black Knights
From the onset, it doesn’t seem like much of a debate but looks are deceiving. The Camaro, despite modern technology and advanced aerodynamics, only hits 60 mph two tenths of a second quicker than the old Syclone. This lead Vigil and his team to wonder: if the Syclone had the advantage of GM’s newer powertrains, would it be able to best the Camaro?
“The truck was obviously very fast, but the turbo 4.3-liter is a very special engine,” Vigil said. “You can’t find it in any other GM vehicle, other than the Typhoon.”
The Typhoon, like the Syclone, was a short-lived performance version of the GMC Jimmy. The Typhoon ruled the streets from 1991 to 1993, whereas the Syclone saw only one year and one color: 1991 and black.
“The truck was very expensive, and it was a hard purchase to justify if you didn’t love the idea of owning a hot rod pickup,” Vigil explained. “I always wanted one when I first heard about them, but like most people, I suppose I wasn’t in a position to buy one new.”
When the Syclone’s original MSRP is adjusted for inflation, it jumps to $47,278 compared to the 2017 Camaro SS 1LE at $44,400.
1991 GMC Syclone. Photo: RK Motors Charlotte.
Golden Opportunities
To this day, the 1991 GMC Syclone is one of the quickest production trucks ever built. Interesting enough, the Syclone was actually born a Buick when, after the Grand National was halted, engineers from the program stuffed the car’s 3.8-liter plant into a Chevy S-10. Billed as the Grand National Pickup, it was presented to GM brass but they were hardly enthusiastic.
After putting the brakes on the Grand National car, they had other plans for Buick. A performance-oriented truck was not in the cards.
The team then approached Chevrolet’s management, but they already had the 454 SS Sport Truck and were not taking any chances. According to veteran automotive journalist Marty Schorr, the Buick Grand National was stealing the Corvette’s thunder at the time. Schorr detailed the story for us earlier this year, revealing how a bumper sticker for the Grand National that read “we brake for Corvettes” caused a lot of headache for Chevy officials.
It was unlikely Chevy was going to be outdone by Buick again.
This left GMC who immediately jumped at the opportunity.
Photo: RK Motors Charlotte.
Power & Performance
Under the hood, the aforementioned 4.3-liter turbo V6 created 280 horsepower and 355 lb-ft. of torque. To put that into context, the 1991 Corvette L98 engine produced 250 horsepower and 350 lb-ft. of torque. Rumors swirled that the Syclone’s motor was bumped down as to not encroach on the Corvette ZR-1 LT5 engine, which produced 375 horsepower and 370 lb-ft. of torque.
The all-wheel drive system that propelled the Syclone was ahead of the curve too. With an advanced viscous-coupled center differential and limited slip rear differential, power could be split 35/65 front to rear for maximum traction. GMC’s tiny hurricane rode on 16×8-inch aluminum wheels with 245/50/16 Firestone Firehawk tires.
“The truck was also very light,” Vigil added. “That’s always something performance enthusiasts appreciated.”
The GMC Syclone tipped the scales at 3,525 lbs., nearly 250 lbs. lighter than the 2017 Camaro SS 1LE with the track package. The Camaro makes up the difference with more grunt – it’s optional 6.2-liter V8 cranks out 455 horsepower and 455 lb-ft. of torque.
“The heritage is probably the thing I love the most about the Camaro, but the car has real race credibility too,” Vigil said. “And the 6.2 V8 is awesome.”

Sneaking Suspicions & Rare Birds
It’s hard to say what would have become of the GMC Syclone had it survived the early 90s, but Vigil has an idea.
“If GM wanted to take the Colorado or Canyon and offer the twin-turbo 3.6-liter used in the Cadillac CTS, that would be a 420 horsepower engine that would probably fit in the engine bay,” he said. “That truck would run with a new Camaro SS too I suspect, only it would weigh 500 lbs. more than the Camaro SS.”
The chart from GMPartsOnline.net comparing the Syclone and Camaro is below, with one you can share on social media here. Although it has already been sold, RK Motors Charlotte has some stunning photos of a 1991 GMC Syclone, including pictures of the truck’s window sticker and owner’s manual.
The Syclones were produced only sparingly before being sent to pasture; the Camaro celebrated 50 years in 2017.
“There were only about 3,000 of them made,” Vigil said. “They’re highly collectible.”
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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