Automotive

Can The Ford Raptor Take On Santa’s Sleigh? You Might Be Surprised

Can The Ford Raptor Take On Santa’s Sleigh? You Might Be Surprised Is the 2019 Ford Raptor more capable than Santa’s sleigh?
A comparison chart from FordPartsOnSale.com provides some insight.
The Raptor is as tough as they come but can anything top St. Nick’s sled?
As we speak, Santa is preparing for his yearly journey around the world, stopping at every house along the way. The only evidence of his visit are the missing cookies, empty glass of milk and, of course, a tree surrounded by presents. Kids this year will hide under their covers, pretending they are asleep in hopes they will hear Rudolph and company land on the roof.
Some adults may even do the same.
You’re never too old to believe in miracles.
Secret Formulas & Worthy Challengers
Year after year, Santa gets it done. But what’s his secret? We know it’s not good diet and exercise. Perhaps it’s a youthful elixir? Or the joy of being married for many years to Mrs. Claus? Or maybe, the secret is Santa’s sleigh being among the most powerful muscle “cars” in history.
To make such a journey in one night, you would need a truly fast machine. It’s unlikely any vehicle today could match the tinsel-powered, candy cane-colored gift-hauler that is Santa’s sleigh. Just recently, the 2018 Chevy Camaro ZL1 1LE came close, but still couldn’t best Santa’s hot rod.
Now the 2019 Ford Raptor is jockeying for position.
Photo: Ford Motor Company.
Setting The Stage
A new comparison chart from FordPartsOnSale.com shows what happens when the 2019 Ford Raptor gets in the ring with Santa’s Sleigh. Breaking down the specs of each vehicle, the team at FordPartsOnSale.com found themselves with two solid competitors on their hands. At first, it seemed as if Santa’s sleigh had it in the bag (no pun intended) but the Raptor clawed its way back (also no pun intended).
“This new generation of Raptor has lost a few hundred pounds, adapts to terrain changes, and has a Trail Control system,” said Don Heelon, Parts Manager at FordPartsOnSale.com. “It can crawl where necessary, race through deserts and highways, plow through snow, and even fly, if only for a second.”
Climbing & Scaling
The 2019 Ford Raptor makes use of its electronically-controlled, Fox 3.0 Internal Bypass shocks with LIVE Valve Technology. The Trail Control system automatically adjusts power and braking force to each wheel. The system feeds engine torque to the wheels for climbing, braking them eventually (and individually) for a smooth trip down the other side.
Trail Control works between one and 20 mph, depending on the driveline position.
This means the Raptor climbs up the side of your house, to your chimney, then back down again with ease.

Cookies & Reindeer Versus Fuel & Horses
Raptor wins in fuel economy too. The truck’s 3.5-liter EcoBoost nets 15/18 mpg city/highway versus Santa’s sleigh which requires one to two cookies per house! I’m sure Santa’s doctors caution him about his cholesterol, or at least we hope. Also, there are no exact figures on how much milk the sleigh needs (still waiting to hear from the North Pole) but we figure a glass per house, minimum.
And if we’re talking engine and transmission? The Ford Raptor sticks it to Santa’s sleigh with 450 horses which, by comparison, is powered by only nine reindeer. The Raptor has a 10-speed automatic, much more agreeable than trying to direct those ornery reindeer around the world on a chilly Christmas Eve.
So the Raptor seems to have this one. However . . . .
Designed & Engineered In The North Pole
Someone taught the elves how to build toys, so it follows that St. Nick is a tremendous engineer. Although true the Ford Raptor will catch air off-road, Santa’s sled is actually riding in the air. Ford trucks do tout their payload capacity, yet not even Dearborn’s mightiest can out haul the North Pole’s finest.
Ford trucks can certainly move your adult toys like a speed boat, but Santa’s sled hauls a boatload of toys with impressive speed. And just how fast is Santa’s sleigh? FordPartsOnSale.com pegs the zero to 60 time as 1/32 of a millisecond. The Raptor? 5.1 seconds.
No contest.
The Ford Raptor might catch some air, some of the time, but Santa’s sleigh is always in the air.
@Ford trucks do tout their payload capacity, yet not even Dearborn's mightiest can out haul the North Pole's finest.Click To TweetTough Breaks For The Ford Raptor
The comparison chart from FordPartsOnSale.com is below, with one you can share on social media here. Santa’s sleigh wins for now, but we anticipate the Raptor will try again next year. If that’s the case, Santa must overhaul his sleigh once this holiday season passes. The pressure is on.
For now it’s a tough break for the Raptor. However, there is some consolation for truck fans hoping St. Nick will swap his ride.
“If Santa had to travel on the ground, he’d want a Ford Raptor,” Heelon said.
Enjoy the comparison chart. Merry Christmas and Happy New Year!
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.

2019 Ford Raptor Photos: Ford Motor Company.

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Can The Chevy Camaro ZL1 1LE Take On Santa’s Sleigh?

Can The Chevy Camaro ZL1 1LE Take On Santa’s Sleigh? Is the 2018 Chevy Camaro ZL1 1LE faster than Santa’s sleigh?
A comparison chart from GMPartsCenter.net provides some insight.
At first, it seems close – really close – but a clear winner does emerge.
When I was a kid, I wondered how Santa Claus made it around the world, to every house, in just one night. My parents and I lived in an apartment, which only complicated matters. Since we didn’t have a chimney, one year I asked my father how Santa was going to get in. When my father, a distinguished college professor, assured me he would leave the patio door unlocked, I inquired if that were safe.
“It’s a small town, we should be fine,” my father responded.
Super Sled
Still, Santa would need a fast rig to make every house and a new Camaro sounds like the ticket. Last year, the 2018 Camaro ZL1 1LE set a record time on the Nürburgring, making it the fastest Camaro ever on the famed German track. With a supercharged LT4 engine and Brembo high-performance brakes, the Camaro ZL1 1LE would be Santa’s ideal car. After all, when you go from house to house, you have to quickly accelerate, then stop suddenly.
But don’t expect to see Santa at a Chevy dealership anytime soon. Turns out, old St. Nick’s sleigh is one powerful machine. A comparison done by GMPartsCenter.net shows that while the Camaro ZL1 1LE might be every Chevy enthusiasts dream, its 650 horses are hotly contested by only nine reindeer.
“What could we compare to the new Camaro ZL1 1LE,” asked Matt Mylan, Director at GMPartsCenter.net, noting the car’s affordable price point and performance attributes. “If we’re going to compare it to any machine, that machine has to be amazing, and Santa’s sleigh definitely qualifies.”

Chevy Versus Sleigh
The Camaro holds an advantage in fuel efficiency, with a combined 20 miles per gallon. By comparison, Santa’s sleigh requires one to two cookies per house, meaning St. Nick’s sled consumes a considerable amount of fuel. While milk was not calculated, you can figure a good amount of that is needed too.
When considering the transmission, Santa’s mode of transportation proves a bit more difficult. One would have to master all of his special reindeer calls, whereas the Camaro ZL1 1LE comes with a quick-shifting six-speed manual.
It would appear the Camaro ZL1 1LE holds the advantage in power: 650 horses versus nine reindeer, but it seems Rudolph is a sleeper. GMPartsCenter.net estimates the top speed of Santa’s sleigh is 2.3 million miles per hour, with 60 coming in less than a millisecond.
With cargo space, there is no contest. Only a few gifts (or maybe only gift cards) will fit in the Camaro. With all the kids in the world, GMPartsCenter.net rightfully estimated the cargo space in Santa’s sled to be infinite. After all, Santa has to make room for all those fire trucks.
The chart is below. Enjoy and Merry Christmas!
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.

Camaro ZL1 1LE Photos: Chevrolet.

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2019 Porsche Macan S: Holding The Middle Ground

2019 Porsche Macan S: Holding The Middle Ground The 2019 Porsche Macan S features a turbo-charged V6 with nearly 350 horsepower.
Porsche’s Sport Chrono package allows for a slightly quicker zero to 60 time.
I’ve heard nothing but glowing praise for Porsche’s mid-sized SUV, the Macan. Everyone I’ve read or talked to says it handles great (for an SUV) and now, with the addition of a new V6 turbo, 2019 looks better for those considering the purchase of a German SUV.
“More power, optimized chassis, improved comfort,” or so sayeth Porsche. And all those things sound good to me. Especially the more power and improved comfort parts. Macans seem like a good middle ground in a lot of ways, for the Euro SUV consumer. Stylish, fast and all that stuff, but not as off-road capable as its big brother, the Cayenne.
Hence the interest in “improved comfort.”
For some (read Americans) the Macan might not be big enough. It sure seems to work in urban environments, but for the long haul, driving form Chicago to New Orleans, for example, it might not work. So “improving comfort” for the occupants might translate into more North American sales.
Now, about that new engine.
2019 Porsche Macan S. Photo: Porsche Cars North America, Inc.
Zero To 60: Respectable Indeed
The 2019 Porsche Macan S comes with a 3.0-liter turbocharged V6, putting out 348 horsepower and 354 lb-ft. of torque. Healthy. That new plant marks a bump in both horsepower and torque over the older 3.0-liter twin-turbo V6 used in previous versions of the Macan S.
Bottom line: zero to 60 mph in 4.9 seconds with the Sport Chrono package and a top track (ha!) speed of 157 mph. By comparison, the zero to 60 time is 5.1 seconds without the Sport Chrono package.
Not bad for a “truck.”
Related: The history of Porsche is chronicled in this fantastic book.
All About The “V”
This new V6 mill will be shared with the Panamera, Cayenne, and Cayenne E-Hybrid models. As is the engineering fashion these days, the single twin-scroll turbocharger lives centrally within the inner-V of the engine. Yes, I know, there’s sound engineering reasons for this – shorter exhaust paths from the combustion chambers to the turbocharger, improved responsiveness – and yes, I know I am no engineer, but boy, stuffing a high-heat application right there in the middle of the engine sure gives me the heebie-jeebies, thermally speaking.
But hey, if a bunch of engineers from Stuttgart say it’s okay, who am I to argue?
Porsche goes on to say how the exhaust gasses feed continuously into the turbine wheel for lower lag times. Stuttgart also tweaked the combustion chamber geometry with centrally positioned fuel injectors for more efficient mixture formation.
Photo: Porsche Cars North America, Inc.
Braking & Chassis: Improvements All Around
And, since this is a Porsche, the braking is fantastic. Porsche says you’ll notice a discernable improvement in brake pedal feel. The Macan’s new pedal is 300 grams lighter and connects to the master cylinder through a shorter lever arm. The new Macan S also adds larger front brake discs, up by 10 millimeters in diameter and two millimeters in thickness to 360 by 36 millimeters.
If that’s not enough, the Macan S can also be had with the Porsche Ceramic Composite Brake system.
The chassis upgrades include staggered front and rear tires, along with Porsche Traction Management/all-wheel drive as standard. Front axle strut forks are made from aluminum (away go the previous steel components), unsprung mass is down, the anti-roll bars get a re-tune, and the steering is more precise. Porsche even cribbed the optional GT Sport steering wheel from the 911 for the Macan S.
Porsche’s Active Stability Management, a height-adjustable air suspension with improved rolling pistons, new shock absorber hydraulics, and Porsche’s Torque Vectoring Plus are optionally available.
As is the engineering fashion these days, @Porsche has the twin-scroll turbocharger centrally within the inner-V of the engine. Click To TweetPhoto: 2019 Porsche Macan S interior layout. Photo: Porsche Cars North America, Inc.
Extra Stuff: Air Ionizers & Heated Windshields
There’s a host of tech goodies too. The Porsche Communication Management system is standard with online navigation and real-time traffic information, two audio interfaces, smartphone connections, and intelligent voice controls. Finally, there is an LTE phone module, SIM card reader, and Wi-Fi hotspot.
A heated windshield is available, along with an optional cabin air ionizer.
Pricing & Availability
The 2019 Porsche Macan S will be at your local Porsche store this summer, with starting price of $59,650. That’s not bad at all, considering this a Porsche.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
2019 Porsche Macan S Gallery

Photos & Source: Porsche Cars North America, Inc.

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Aston Martin Valkyrie Engine: Your Greatest Dream Or Worst Nightmare

Aston Martin Valkyrie Engine: Your Greatest Dream Or Worst Nightmare The new Aston Martin Valkyrie engine is a work of scientific art.
The redline is through the roof and the horsepower ratings are off the charts.
Developed in conjunction with Cosworth using proven F1 materials and methods.
Look, I don’t know what kind of drugs the engine department at Aston Martin is on, but I think they’re close to overdosing in the most positive way possible. Here we have the new V12 for the upcoming, Adrian Newey-designed Aston Martin Valkyrie hypercar, and it’s just mind-boggling.
The specs are stratospheric as is the redline.
And it sounds like Eddie Van Halen playing around with a chainsaw.
Fully-Stressed & Completely Insane
We still don’t know much about the chassis or aero specs for the Valkyrie, but you could probably put this plant in an AMC Pacer and wax a Porsche 911. Well, you’d have to stuff it into the “trunk,” since this Valkyrie V12 engine (mid-engine by the way) is a “fully stressed” member of the chassis. This has been standard racing practice since the first Cosworth DFV, but rarely has it been seen in a road-going car. The only one that springs to mind is the V12 Ferrari put into the F50.
Like the F50, the Valkyrie will have its V12 bolted directly to the carbon fiber tub. This makes perfect sense from a packaging and performance standpoint. From an everyday usability standpoint, it’s kinda iffy. All the vibrations, buzzes, shudders, and such are transmitted directly to the part of the car you’re sitting on and, therefore, right into your spine.
For a lot of people, this was seen as a huge flaw. For people like me (and I’m guessing people like Adrian Newey and the nut-jobs that made the F50) this is an added bonus. But I’ll keep any further discussions on this between me and my team of therapists.
The Aston Martin Valkyrie engine is “fully stressed,” meaning if removed, nothing connects the front wheels to the back. Aston Martin says keeping the engine’s weight down was a challenge. Photo: Aston Martin The Americas.
If Looks Could Kill
Anyway, that’s why this V12 looks rather strange. The cam covers, for example, have these odd buttresses and such, because that’s how the front of the engine bolts to the tub. The rear also has lots of odd features, but here we have an incomplete story. This is where the Valkyrie’s mill connects to the hybrid drive system/transaxle.
Yes, it’s a hybrid.
Yes, we can makes some jokes here about Toyota’s Prius.
Even though the engine is a fully-stressed chassis member, that means adding more weight to support the loads. The whole thing weighs just 206kg, or around 420 lbs. Kinda heavy, but not all that bad. It’s a narrow angle engine too, with a 65 degree angle between the banks. Since Newey is supremely aero-oriented, that leaves a designer with much more room under the car and around the engine so the ground effects tunnels can be that much larger.
The @astonmartin Valkyrie Engine sounds like Eddie Van Halen playing a chainsaw.Click To TweetAston Martin Valkyrie engine. Photo: Aston Martin The Americas.
Power Figures: Off The Charts
Even though the thing is naturally-aspirated, the 6.5-liter V12 still cranks out a spectacular 1,000 bhp according to Aston Martin. That’s a very high and specific output: 153.8 bhp-per-liter. Also 6.5-liters is a pretty big displacement, which means its redline of 11,100 rpm is very notable. The pistons on a 6.5-liter plant are the size of your fist, so getting them moving in one direction, stopping them, then having them move in the opposite direction at high engine speeds is not easy.
Peak torque is just as inspiring with 546 lb-ft. being the mark you’re going to be concerned with. And keep in mind, these are the horsepower and torque specs for the engine by itself. The engine is just part of the entire powertrain. Added to that will be the power and torque (lots and lots of tasty, tasty torque) of the electric motors and quick-discharge batteries from the hybrid package.
Put another way, these horsepower and torque ratings are just the start for the Valkyrie.
I don't know what kind of drugs the engine department at @astonmartin is on, but I think they're close to overdosing in the most positive way possible. Click To TweetPhoto: Aston Martin The Americas.
Alexa? Find Me More Steel!
As I mentioned, this was not done all in-house at Gaydon. Cosworth had their say, adding in things like titanium conrods and F1-spec pistons hogged out from solid billet stock. The crankshaft is another fine example of Cosworth’s wizardry. It starts out as a big chunk of solid steel bar stock, then it’s roughed out, then heat treated, finish machined, heat treated again, gear ground, final ground, then superfinished.
Over the course of this process, 80 percent of the original bar stock is reduced to little metal shavings on the shop floor.
And like I said, this is just the engine part of the Valkyrie. Odin only knows what the rest of this beast will be like, but I bet it’ll be a killer.
“To anyone with a drop of petrol in their blood, a high-revving naturally aspirated V12 is the absolute pinnacle,” said Dr. Andy Palmer, Aston Martin Lagonda President and Group Chief Executive Officer. “Nothing sounds better or encapsulates the emotion and excitement of the internal combustion engine more completely.”
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.
Aston Martin Valkyrie Engine Gallery

Photos & Source: Aston Martin The Americas.

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2020 Toyota Corolla Sedan: Still A Corolla, But Better

2020 Toyota Corolla Sedan: Still A Corolla, But Better The 2020 Toyota Corolla sedan represents the 12th-generation of Toyota’s small car namesake.
Overall performance and efficiency increases with Toyota’s optional Dynamic Force engine.
Since its introduction in 1966, over 46 million Toyota Corollas have been sold globally.
The Toyota Corolla is the Coca-Cola of the automotive industry; it is easily recognizable around the globe. The Corolla was able to achieve all this not by being fast or sporty, but by being practical, solidly reliable, and relatively cheap to maintain.
Hot on the heels of the Corolla hatchback is the new 2020 Toyota Corolla sedan. Needless to say, if the Corolla hatchback is a bit too youthful and exuberant for your refined taste, your ride has arrived in the form of the 2020 Toyota Corolla sedan.
Is It True? The Corolla Is Finally Sportier?
The Corolla is a solid and dependable vehicle. It always was and always will be. But chief among my biggest complaints is the sanitized driving experience. Yes, Corollas have learned to be more refined over the years, but Toyota did little to address the tepid driving experience.
Until now.
The 2020 Toyota Corolla sedan is based on the same TNGA (Toyota New Global Architecture) platform as the hatchback. This means the new sedan is wider and sits lower to the ground. But if you still think the new car looks eerily similar to the outgoing model, that’s because the new sedan is riding on the same 106.3-inch wheelbase.
Toyota shaved off the hood height by 1.3 inches and lowered the overall body height by 0.8 inches. This also means the new engine sits lower to reduce the center of gravity by 0.39 inches. The new Corolla sedan also benefits from a wider front and rear track, which explains the wider overall stance.
In order to make the 2020 Corolla sedan more engaging and nimble, Toyota shortened the front overhang by 1.3 inches while extending the rear overhang by more than half an inch. All of these changes are necessary to give the 2020 Corolla sedan a sportier and more engaging driving experience. Think of it as a new Corolla hatchback with more room (and a trunk) and you won’t be far off.
2020 Toyota Corolla. Photo: Toyota Motor Sales, U.S.A., Inc.
Feel The Rush: Dynamic Force Engines
I must admit, “Dynamic Force” is a weird name for an engine. But with D4-S fuel injection (combining direct and secondary port injectors), electronically-controlled VVT-iE (intelligent variable-valve timing), and a 13:1 compression ratio, Toyota’s new 2.0-liter motor churns out 169 horsepower and 151 lb-ft. of torque.
However, this engine (known in Toyota-speak as “Dynamic Force M20A-FKS”) is only available in the XSE and SE trim.
The base L, LE, and mid-level XLE is powered by the familiar 1.8-liter 2ZR-FAE four-cylinder, with 132 horsepower and 128 lb-ft. of torque. In truth, the smaller displacement motor is enough for conventional urban driving. But it’s hard to resist the allure of the bigger Dynamic Force engine, right?
Related: An in-depth look at the 2019 Toyota Corolla Hatchback.
Transmission Tech: Two Options, One Additional Gear
Both are connected to a 10-speed continuously-variable transmission with a sport mode. Unlike older CVT units, this one is equipped with a physical first gear. You know what this means right? Having a physical gear improves acceleration and response. From this alone, Toyota is serious about injecting some much-needed athleticism into the new 2020 Corolla sedan.
Also worth mentioning is the optional six-speed iMT or intelligent manual transmission as Toyota calls it. The new transmission features an automatic rev-matching downshift control feature that allows you to manually shift gears like pro.
The 2020 Toyota Corolla features a two-discharge port oil pump and a variable cooling system with an electric water pump. According to Toyota, this maximizes engine performance and efficiency. Photo: Toyota Motor Sales, U.S.A., Inc.
New Legs For A New Ride
Lower, wider, and sportier platform? Check. New 2.0-liter Dynamic Force motor? Check. New CVT with a physical first gear? Check. In order to further improve handling and stability, the 2020 Toyota Corolla sedan is also fitted with (rejoice!) a new multi-link independent rear suspension.
The old torsion beam rear suspension is getting a bit long in the tooth. It may provide better comfort (albeit floaty at times), but it doesn’t respond well to abrupt changes in speed and direction. Toyota addressed this by installing multi-links in the rear for sharper handling without ruining the ride quality. Bravo, Toyota!
@Toyota did little to address the tepid driving experience of the Corolla. Until now.Click To TweetSportier & More Aggressive Fascia
I’m not a fan of the Hoover-inspired front air dam on the new 2020 Corolla sedan, but it does give the car a more menacing vibe. The Toyota badge is now affixed in the lower hood opening to differentiate it from the hatchback. Higher trim models also receive a body-color chin spoiler and aero stabilizing fins to further emphasize the gawking front end.
Also new are J-shaped Bi-beam LED headlamps that wrap deeply into the front fenders. The SE and XSE trim receive triple J-shaped LED clearance lamps and LED turn signals as well. The rear features narrow combination taillights and a diffuser.
Combined with newly-sculpted fender tops, more powerful fender flares, and the available 18-inch alloy wheels, the 2020 Toyota Corolla sedan definitely looks more purposeful than the outgoing model.
2020 Toyota Corolla Sedan interior layout. Photo: Toyota Motor Sales, U.S.A., Inc.
Better Ergonomics & Interior Comfort
The 2020 Toyota Corolla sedan’s dashboard layout looks familiar. If you think it resembles the larger and more luxurious Toyota Avalon, you’re right. The base L trim gets a seven-inch touchscreen while higher trims receive a bigger eight-inch center touchscreen with the Entune 3.0 multimedia system.
It also comes standard with a 4.2-inch TFT multi-information display in the instrument console. Optional is a seven-inch display that sits between the speedometer and tachometer. If you tick the box for the larger display, you can choose between a traditional analog or modern digital display.
Toyota is also emphasizing how quiet the new Corolla is, since it now contains a one-piece floor silencer pad and additional sound deadening material in the dash and powertrain. The result is a Corolla with luxury car levels of comfort and refinement.
Related: A different sort of compact car. Our full review of the 2018 Corolla XSE.
Toyota Safety Sense Comes Standard
The 2020 Toyota Corolla sedan will come with Toyota Safety Sense 2.0 as standard. This includes lane departure alert with steer assist, a pre-collision radar system, radar cruise control, automatic high beams, and road sign assist. CVT models also get a lane tracing assist system that helps keep the car in the center of the lane at all times.
Pricing & Availability
The 2020 Toyota Corolla sedan will arrive at dealerships this coming spring. Toyota has not announced pricing as of this writing.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.
2020 Toyota Corolla Gallery

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

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2018 Porsche 911 Carrera T: The T Stands For Terrific

2018 Porsche 911 Carrera T: The T Stands For Terrific

Whoa, whoa, whoa – hold up here chief! What’s this? Has Porsche somehow come to their senses? Out of nowhere, they’ve rolled out the 2018 Porsche 911 Carrera T and, without a sense of irony or deceit, say up front: “Less weight, more performance.” Praise Doktor Ferdinand! Blessed are his accelerations and his braking. Sanctified is his commitment to engineering and precision. Gearheads, we got a hot one!
More Than Words
The Weissach bunch say the 2018 911 Carrera T is “reinvigorating the concept of the puristic 911” and I, for one, am overjoyed about this direction because this is not just ad-speak from the Marketingabteilung. The 911 Carrera T (the “T” stands for Touring for some reason) has less weight, a manual transmission (huzzah!), and a shorter constant transaxle ratio. Wait, there’s more! A standard mechanical rear differential lock is also in the mix along with several hot rod, performance-boosting features that are not available on the standard (some might say lesser) 911 Carreras. You get the PASM Sport Suspension with the ride height dropped 0.39-inches (10 mm), a shortened gear lever for quicker throws, and optional rear-axle steering not available for the standard 911 Carrera.
Photo: Porsche Cars North America.
Light & Tight
Based on the 370 horsepower 911 Carrera Coupe, the Carrera T is focused on being light and sporty. The rear windshield and rear side windows are made of lightweight glass, while door opener loops on the inside replace the conventional door openers, harkening back to the 911 RS of old. Sound insulation? There’s still some here and there, but it has been significantly reduced. All of this adds up to the 911 Carrera T tipping the scales at 3,142 lbs., the lightest model in the 911 Carrera range. Yes, that is no where near the (right around) 2,000 lbs. 1973 911 RS, but modern times mean modern truths, like impact standards and airbags and door beams. But so be it. Light means right, and if I have to explain that to you, then I can’t even . . .
Exterior Treatments
Porsche also wants the new 911 Carrera T to look the part. This is no stripped down sleeper. The 2018 Carrera T is fitted with an aerodynamically improved front spoiler lip; the SportDesign exterior mirrors are painted Agate Grey. The vehicle’s side profile features big, 20-inch Carrera S wheels painted Titanium Grey, and a rather groovy stripe with the model designation. Speaking of that Agate Grey color, Porsche has also seen fit to splash it on the rear decklid louvers, the Porsche logotype, and model designation “911 Carrera T” (that’s the script for all you old school types). The Sport Exhaust System, which is standard (duh), comes with black tips.
Your color options are Lava Orange, Black, Guards Red, Racing Yellow, White, and Miami Blue, along with the trad metallic colors: Carrera White, Jet Black, and GT Silver. Obviously you should go with GT Silver since this is a German car. I’d normally say White, but Porsche is a newer German car company, so the old racing colors do not apply in Porsche’s case.
Photo: Porsche Cars North America.

Interior Appointments
The interior of the 911 Carrera T is fitted with black, 4-way electrically adjustable seats called “Sport Seats Plus,” complete with Sport-Tex centers. More the pity. All those motors and wiring add weight. I would love to see simple levers and such to adjust my seating position. The headrests are embroidered with a black “911” logo, which is a nice touch. And if you order the optional Full Bucket Seats, a first on a 911 Carrera, the rear seats are deleted. So order the Full Bucket Seats.
The standard GT Sport Steering wheel is trimmed in leather and fitted with a switch for driving mode selection. The gear lever is shortened and sports a red embossed shift pattern reserved for the 911 Carrera T. If you want to get all fancy, contrasting colors in Racing Yellow, Guards Red or GT Silver are new and can be had, along with additional accents for the seat belts, “911” logo on the headrests, door opener loops, and seat centers.
Photo: Porsche Cars North America.
Power & Performance
Way, way out back sits a twin-turbo 3.0-liter flat-six engine, putting out 370 horsepower and 339 lb-ft. of torque. Nice! Combine that plant with the manual transmission, shorter constant transaxle ratio, and the mechanical rear diff lock, and you hit 60 mph in 4.3 seconds. Top speed is 182 mph! If you want to, you can opt for the PDK semi-auto transmission, which will scoot you to 60 mph in 4 seconds using the standard launch control. The downside of the PDK (besides weight) is the top speed being “only” 180 mph.
You can order your 2018 911 Carrera T now, and it’s expected to reach U.S. dealers in March. Cost? Well (cough) the base MSRP is $102,100, which, you know, ain’t cheap. But who cares? Buy one! Buy one! Buy one! Then give us a ring at One Automoblog Towers in Detroit so we can, uh, “evaluate” your 2018 911 Carrera T for you.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.
2018 Porsche 911 Carrera T Gallery

Photos & Source: Porsche Cars North America.

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2020 Porsche 911: An Engineering Marvel Considering . . .

2020 Porsche 911: An Engineering Marvel Considering . . . The 2020 Porsche 911 represents the 8th generation of the automaker’s iconic nameplate.
It’s wider and more aggressive looking with a new version of Porsche’s flat-six engine.
Expect a multitude of driver assist systems when the new 911 hits the market next year.
The 2020 Porsche 911 just rolled out at the L.A. auto show, and it further cements, and further dilutes what the quintessential Porsche is. It’s bigger, heavier, more complex; it cranks out more power and gives you more performance. That Porsche can keep doing this, despite ever rising levels of weight and complexity, is an engineering miracle.
However, that they have to do it this way is a disaster.
Simple & Effective
The 911 started out as a brilliant response to a simple question: “How can we make the 356 better?” The 356, for all its fun and capability was, at it’s heart, a hot-rodded VW Beetle in better clothing. The first 911, for all its flaws (they had to weld pig iron to the front bumpers, the chassis tuning was so far off) answered that question in so comprehensive a manner that the 911 “worked” for decades.
Then, right about 1998, Porsche realized you can only push air and oil cooling so far, and the 911 changed. Then changed some more. And it changed even more from there.
Related: Enthusiasts will appreciate this book, which chronicles the history of Porsche.
Which leads us to this, the 2020 Porsche 911; bigger, longer, wider, heavier, bloated and, thanks to the dedicated application of Engineering, the “best” 911 ever. The 2020 911 is loaded with everything the modern “sports” car shopper demands (and Porsche shamelessly kowtows to). And yet, it still delivers sparkling performance.
What do we get for 2020 (besides that smug satisfaction)? Lots of everything!
2020 Porsche 911. Photo: Porsche Cars North America, Inc.
Styling & Design: Some History, Some Necessity
The new body design is bigger all around, with wider fenders over staggered wheels (20-inch at the front and 21-inch at the back). The flared fenders of the sportier 911s are now seen on all models. New LED headlights flow into the fenders and aim for that round shape of the original 911. The door handles are now flush and the outside mirrors are meant to reduce wind noise.
The rear has that same “light bar” as found across the Porsche range.
Of course, there’s a big honking spoiler that’s appreciably wider with variable positions. Best of all, apart from the front and rear fasciae, the entire outer skin of the car is now made of aluminum. A nice, classic touch but also an engineering necessity because 911s are getting fat.
Related: The 2019 Porsche 911 GT3 RS sounds like something NASA would build.
Interior Treatments: The Wild West
The interior has undergone a thorough redesign, but still manages to be an ergonomic nightmare. I can only chalk this up to “tradition” and the fact that Porsche people actually like when button placement and such comes across as a total afterthought. The tach is still front and center (thank you) but now we have the Porsche Communication Management (PCM) system front and center in the middle console.
The seats are a complete redesign, with significantly improved lateral support at the shoulder.
However, Porsche really trumpets the new assistance systems, said to increase safety and comfort.
2020 Porsche 911 interior layout. Photo: Porsche Cars North America, Inc.
Assistance Systems: Tech Nannies & Babysitters
Those of us that are cynical enough to say it will mention that, yeah, you’re going to need all the “assistance systems” you can find to overcome the physics of having all that weight waaaay back there. Porsche now how the “Wet Mode” as standard equipment for the 2020 Porsche 911. Wet Mode detects water on the road, preconditions the stability control and anti-lock brake systems accordingly, and warns the driver.
You can call up vehicle settings particularly suited for wet roads via a button, or by means of the mode switch on the steering wheel. You know, so that way you don’t spin your brand new 911 off into the weeds like overconfident 911 owners since time immemorial.
There’s also a camera-based warning and brake assist system, standard, and Night Vision Assist with a thermal imaging camera. The Adaptive Cruise Control comes with automatic distance control, stop-and-go functionality, and an Emergency Assist function.
Photo: Porsche Cars North America, Inc.
Power & Performance: No Worries Here
Yes, yes, I hear you shriek: what about the engine? Here, we have no worries or concerns. The next gen turbocharged flat-six engine has a primary focus on performance. New, larger turbochargers with electrically-controlled wastegate valves, a completely redesigned charge air intercooler, and piezo fuel injectors all help this 911 engine be the best engine it can be.
Everything is better with the 2020 Porsche 911: responsiveness, power, torque characteristics, the whole enchilada. Bottom line: 443 horsepower at 6,500 rpm (23 horsepower more than the previous model), 390 lb-ft. of torque (22 lb-ft. up from the previous model), and a comfortably-wide powerband from 2,300 to 5,000 rpm.
Meaning you should be able to work this thing all day and night.
Pricing & Availability
The 2020 Porsche 911 Carrera S starts at $113,200, which is not unreasonable. You can order yours now but the new 911 should be in U.S. dealers by this summer.
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.
2020 Porsche 911 Gallery

Photos & Source: Porsche Cars North America, Inc.

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Kia Offers Performance-Oriented Test Drives For SEMA Attendees

Kia Offers Performance-Oriented Test Drives For SEMA Attendees

Kia jumped into SEMA this year in a big way by offering attendees a chance to experience the new Stinger GT. The sportback, due next month, was tested extensively on the Nürburgring circuit. Kia’s performance car offers a rigid, stiff chassis, an advanced 8-speed automatic, and a number of aerodynamic advancements to reduce wake turbulence and move air over the vehicle. With the available 3.3-liter twin-turbo V6 Lambda II engine, the Stinger arrives with more power than the Audi S5 Sportback, BMW 440i Gran Coupe, and Infiniti Q50.
Meaningful Experiences
While at SEMA this year, attendees can actually feel the Stinger’s capabilities as professional Formula Drift drivers take them through a unique autocross course outside the Las Vegas Convention Center. The drivers will be doing drift and other handling demonstrations in the new Stinger as attendees ride along. Following that, attendees can take the wheel of the Stinger GT to experience the autocross course firsthand, as well as a 0 to 60 launch. Such demonstrations are always a lot of fun – we enjoy them when we get the chance ourselves – and for Kia, this year’s SEMA show is particularly meaningful.
“We are so thrilled to show off what Kia has become at SEMA because 2017 is a momentous year for our Kia brand,” explained Justin Sohn, President and CEO of Kia Motors America. “We ranked number one in quality for the second year in a row in JD Power’s Initial Quality Study, we are top three in Consumer Reports reliability, and we are now introducing the all-new, 2018 four-door Stinger Sports Fastback, Kia’s fastest ever and our first performance vehicle.”
Stinger GT Wide Body. Photo: Kia Motors America.
Stinger GT Wide Body
In addition to the drive demonstrations, Kia is displaying three different vehicles at SEMA. The first is the Stinger GT Wide Body, inspired by ’70s era GT cars. Kia teamed with West Coast Customs for this beautiful pearl blue rig which includes a lowered suspension, 21-inch Keen forged wheels, and quad-port exhaust tips. Inside, the Stinger GT Wide Body features custom blue leather seat piping, a distinct hand-stitched gray leather dash panel, and an alcantara-wrapped steering wheel.
Stinger GT Federation
The second of three vehicles is another take on the Stinger, billed as the GT Federation. This Stinger variant features a number of aftermarket performance parts and accessories, and signals Kia’s intent on making such parts available. The exterior accent kits by Air Design USA include a rear spoiler, rear diffuser, and redesigned hood vents. A K&N cold-air intake and a low-restriction, quad-tipped Borla exhaust are also characteristic of this Stinger variant. These accessories add another 15 horsepower to the V6 Lambda II engine.
Stinger GT Federation. Photo: Kia Motors America.

Cadenza Obsidian
Last but certainly not least: a special Kia Cadenza Obsidian with a lowered suspension, stiffer springs, and custom 20-inch gloss-black Keen wheels. Attendees will notice the Cosmic Copper trim, black metallic paint, and ultra-dark ceramic window tint. Inside, the Cadenza Obsidian has a hand-stitched suede dashboard top panel, butter-soft brown leather seats with suede inserts, and brown suede door panels. Kia also worked with West Coast Customs for this Cadenza variant.
SEMA Information
The SEMA Show runs until November 3rd at the Las Vegas Convention Center, 3150 Paradise Road, Las Vegas, Nevada. Registration begins at 7:30am with the exhibits and New Products Showcase going until 5 and 6pm, respectively. More information regarding hours, floor plans, and special events can be found on the SEMA Show’s website.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Stinger GT Wide Body Gallery

Stinger GT Federation Gallery

Cadenza Obsidian Gallery

Photos & Source: Kia Motors America.

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Letter From The UK: A Car of Our Own

Letter From The UK: A Car of Our Own

“This is Meg. Meg is our car.” This statement appeared on a Twitter feed near to me, accompanied by a photograph of a five-year-old Ford Focus. Meg is very clean and takes pride of place in their driveway. Meg, it is clear, is as much a part of the family as the dog or a difficult child. To be fair to Meg and her family, I personally have a bit of an issue with assigning gender and human attributes to machinery. My late Mother-in-Law (who was, against type, a very nice woman) insisted on calling her car “Lulu” on the basis that the licence plate kind of looked a bit like that.
Crushes & Complexities
There’s nothing new about this: Hark back to earlier days to hear British car enthusiasts – usually men wearing cravats – referring to their classic car as “her” or even “the old girl,” a sobriquet otherwise used solely as a replacement for “the wife.” Fortunately, this practice has been driven out of use by the complex assignment of gender these days. My own car, which I bought new for cash, is going on six-years-old (note that I refuse to use the word “birthday”). At best, it gets called “the Citroen,” otherwise it is “the car.” I have no plans to change it because it does all that I require and does it well, not because I love it like a brother.
It seems to me that we use the internet as an alternative universe. We can do and say things that would make us look silly out in the “real world” where we actually reside. Thus, in a way, the real world becomes another universe of itself and not just the place that we live in. It’s strange how we exist in this parallel way.
These days, and we got this idea from the USA by the way, we use our special internet universe to possess new cars we are unlikely ever to call our own. We do this by means of the Personal Contract Purchase or PCP. It seems like a neat idea but, as some people are finding out, it isn’t always as clear cut as it seems. Lose your job through no fault of your own and see what happens. You may have been there already.
A vintage E-Type might qualify for the title of “old girl” or any other equivalent label. Earlier this year, Jaguar Classic debuted its first “Reborn” Jaguar E-Type at the Techno-Classica Essen show. Photo: Jaguar Land Rover.
Downward Spiral
Looking at all the new or nearly new vehicles on Britain’s roads today, you would think we are a robust and economically sound nation. Indeed, the figures show the UK has seen modest economic growth this year, but as far as the motor industry is concerned, appearances can be deceptive. Sales are slowing. The car market has been over-trading lately, riding on the wave of financial innovations like PCP.
In fact, UK car manufacturing fell in September, with year-on-year output declining minus 4.1 percent, according to recent statistics by the Society of Motor Manufacturers and Traders. 6,500 fewer cars rolled off production lines than in the same month of 2016, in line with slower growth across European Union markets, but it was substantial double-digit losses here in our internal market which has driven the overall decline. Domestic demand in the month dropped, contributing to an overall year-to-date production decrease of minus 2.2 percent. This rather indicates the PCP market skews the outlook.

Warning Signs
Here I quote the UK’s Society of Motor Manufacturers and Traders head honcho, Mike Hawes, verbatim:
“With UK car manufacturing falling for a fifth month this year, it’s clear that declining consumer and business confidence is affecting domestic demand and hence production volumes. Uncertainty regarding the national air quality plans also didn’t help the domestic market for diesel cars, despite the fact that these new vehicles will face no extra charges or restrictions across the UK. Brexit is the greatest challenge of our time and yet we still don’t have any clarity on what our future relationship with our biggest trading partner will look like, nor detail of the transitional deal being sought. Leaving the EU with no deal would be the worst outcome for our sector so we urge government to deliver on its commitments and safeguard the competitiveness of the industry.”
Right now at least, “No Deal” seems the likeliest outcome. We’ll see.
Vauxhall’s Luton Plant manufactures the Vivaro, a multi-use commercial van. According to Vauxhall, the Luton Plant produced 60,820 Vivaros in 2015. Currently, the plant employs about 1,200 people. Photo: Vauxhall.

A Car of Our Own
So this in turn suggests the PCP bubble could burst. The deals are getting, on the face of it, better, and ways of shifting cars from the showroom more inventive. Can it last? The car market is a transient thing and very much governed by the disposable income of the population, and the prospects for a secure job environment are looking increasingly shaky.
Are we reaching the stage where nobody will ever have a car like Meg to call their own? Or are we going to go the other way and keep the cars we really do own for longer? That’s my plan. “The Citroen” stays with me until one of us breaks down. Meanwhile, I am resisting the temptation of being over-familiar and calling it “Claudette.” The family prefers the more alliterative Maxine. “This is Maxine. We own Maxine outright.”
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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