Automotive

McLaren 720S Spider: Performance Necessary, Roof Optional

McLaren 720S Spider: Performance Necessary, Roof Optional The McLaren 720S Spider is remarkably similar to its stablemate, the 720S.
The Monocage II-S is one of the most impressive things about the Spider’s design.
However, wait until you see the tinted/transparent roof feature.
To make a good car even better, remove the top. Or so goes the old saying, and it’s one I usually agree with. In this case, we’re talking about the new Spider variant of the already impressive McLaren 720S. People really do seem to love this car, and the specs of the McLaren 720S Spider are very impressive.
McLaren says this new Spider mirrors the Coupé in almost every aspect and that’s fair.
So, what’s the drop-top like?
Power & Performance: A Similar Story
Basically, the 720S Spider is a match to its hard-top brother, the 720S. It’s powered by the same 4.0-liter twin-turbocharged V8 engine, designed and built in-house by McLaren. That’s good enough for 710 bhp and 568 lb-ft. of torque and, for the Spider, a power-to-weight ratio of 533 bhp/ton. Impressive as one would expect.
This all adds up to a zero to 60 mph time of 2.8 seconds, same as the 720S Coupé. 124 mph is reached in 7.9 seconds, and the whole thing tops out at 212 mph with the roof up, 202 mph with it down. Either of those figures are attention grabbing, but hitting the double ton with the wind in your hair must be something.
McLaren says the new 720S Spider is the “most accomplished convertible supercar ever from McLaren” and I’ll take them at their word. Although the qualifier there, “from McLaren” does away with pointing out convertibles that are even faster and quicker, like Porsche’s 918 and the Ferrari 458 Speciale Aperta.
McLaren describes the drivetrain of the 720S Spider as a “longitudinal mid-engine, rear-wheel” design. Photo: McLaren Automotive.
To make a good car even better, remove the top. Or so goes the old saying. In this case, we're talking about the new Spider variant of the already impressive @McLarenAuto 720S.Click To TweetEssential Foundations: The Heart of the Matter
McLaren is right, however, to crow about their Monocage II-S. Essentially, the Monocage is like a roll cage you’d bolt and weld into your car, but it differs in two important ways. First, it’s made of carbon fiber, so it’s lighter and just as strong, and two, the Monocage II-S is the car. Everything connects to the Monocage; you sit inside its cozy confines, secure in the rollover protection it provides.
In the case of the Spider, it’s worth pointing out how the Monocage needs no additional strengthening over how it’s designed and integrated into Coupé. In other words, the Spider is just as stiff as the Coupe.
Impressive McLaren, very impressive.
The carbon fiber body structure is bespoke, of course, and built in-house (McLaren must have autoclaves all over the place). Normally, drop tops weigh more than their hard top counterparts. This is true for the 720S Spider, but not all that bad. Dry, the McLaren 720S Spider tips the scales at 2,937 lbs., just 108 lbs. more than the 720S Coupé. Nice!
McLaren says their new Spider is “194 lbs. less than the dry weight of its closest competitor,” but they don’t say who that is.
The McLaren 720S Spider lets drivers choose between three handling modes: Comfort, Sport, or Track. Photo: McLaren Automotive.
@McLarenAuto says their new Spider is 194 lbs. less than the dry weight of its closest competitor, but they don't say who that is.Click To TweetFast Car Magic
Another neat trick is how the panels and such comprise the retractable roof itself. For starters, the flying buttresses are glazed and transparent. This significantly ups the visibility (practical) and highlights the aerodynamic cleanliness of the design. They also say it increases downforce, but never elaborate beyond that.
The roof itself, or the “carbon fiber roof system” as McLaren terms it, is patented (natch), electrically-actuated and lowers (and closes back up) in 11 seconds, up to 31 mph. That’s nice, and dropping that top while on the move is everso stylish.
However, someone needs to tell the boys from Woking the Ferrari Superamerica from 2005 could flip its lid in nine seconds flat.
Another trick they cribbed from the Ferrari Superamerica is the retractable hard top on the McLaren 720S Spider. It’s available glazed, with an electrochromic glass panel that can rapidly switch between tinted and transparent. This is like those eye glasses that darken as needed, only the driver controls how dark, or how transparent the roof is.

Someone should tell the boys from Woking the Ferrari Superamerica from 2005 could flip its lid in nine seconds flat.Click To TweetPricing & Availability
So, how much? Very much. Prices for the McLaren 720S Spider start at $315,000. Deliveries to customers are expected to start by March. The 720S Spider is second new model under McLaren Automotive’s Track25 business plan.
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.
McLaren 720S Spider Gallery

Photos & Source: McLaren Automotive.

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2020 Honda Passport Specs, Price, Redesign

Great SUV-made Honda has indeed been tested will be its quality, this time 2020 Honda Passport car would be one that would probably be the choice for you. many great features that will be available in the latest generation of 2020 Honda Passport. Rumors circulating the design of this car may just be the same as the Honda Pilot, and his price probably would be the same. Still, not a lot of information we could give about Honda Passport.

2020 Honda Passport

2020 Honda Passport Interior and Exterior

The new generation Honda Passport is an extremely attractive car that will supply excellent features for the revenue. new 2020 Honda Passport comes with a fashionable grille and as well as attractive searching LED headlight. Also, the new taillights might be powered using the very same LED system. From the images that we acquired, 2020 Honda Passport looks smaller than the three-row brother Honda Pilot. Furthermore, we will see that this car is by some means similar to the Honda CR-V model that provides ample cargo room. New exterior color selections might be the same as to the Honda Pilot and we’ll see colors like White Diamond Pearl, Obsidian Blue Pearl, Deep Scarlet Pearl, Lunar Silver Metallic, Black Forest Pearl and Crystal Black Pearl.

Within the interior cabin, 2020 Honda Passport uses the design familiar in the larger Honda Pilot and give a comparable tools variety. The same wheelbase as the three-row Honda Pilot offers, nevertheless, aggressive passenger and cargo room. With all the all 5-seats in perform, the new model offers 41,1 cubes on the cargo space even though without passengers from the rear row the capability shrinks to 100 cubes. The Honda Passport has also quite a few storage compartments and an abundance of the legroom in each row.

As to the accessible equipment, The New Honda Passport starts together with the cloth upholstery, keyless ignition, LED headlights, etc. The typical gear incorporates also the 7,2-inch TFT instrument cluster display, a 5-inch center screen, USB connectivity and Bluetooth, and so forth. The EX-L trim adds an 8-inch touchscreen with all the smartphone assistance, leather upholstery, electrical power tailgate, heated front seats, etc. The Touring trim improves with the heated rear seats, parking sensors, a wi-fi hotspot and so on. The range-topping model has the cooled seats, heated steering wheel, distinctive trim accents and much more.

Read More : 2020 Lexus ES 350 Redesign, Release Date, Price

Engine Performance

New Honda Passport adopts the Honda Pilot-based underpinning as well as an exact same engine at the same time. A 3.4-liter V6 engine helps make 285 horsepower and torque of 260 pound-feet. The 9-speed automated transmission sends the power on the front wheel by default. The obtainable four-wheel drive and enhanced trip height, when compared with the three-row Pilot and mixed using the shorter overhangs, boost the off-road capability over the Pilot’s but the Honda Passport stays the soft off-roader.

2020 Honda Passport Release Date and Price

There is no certainty about the price and also the release date for 2020 Honda Passport. Our speculations say that this car will probably start on sale earlier in the year 2020 with the price up to 30, 000.

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2019 GMC Terrain Denali Review: Compelling Choice Overall

2019 GMC Terrain Denali Review: Compelling Choice Overall 90GOOD 2019 GMC Terrain DenaliOverall Impression-Nice to have all-wheel drive available.-Ride is fairly comfortable on the open road.
-A more compelling choice among smaller SUVs.
ProsEngine Performance Comfortable & Upscale CabinIntuitive Touchscreen Interfaces ConsWind Noise (Higher Speeds)Less Cargo Capacity vs. Competition The 2019 GMC Terrain has the same footprint as the Chevy Equinox. However, the Terrain received new exterior styling to make it a lot tamer for consumers. The new 2.0-liter turbo should give families enough power and some fuel mileage gains as well.
This week, we’ve been driving the top-of-the-line, 2019 GMC Terrain Denali with all-wheel drive.
What’s New For 2019
The 2019 GMC Terrain receives an upgraded rearview camera and new appearance packages. Adaptive Cruise Control and Front Pedestrian Braking are now part of the available Driver Alert Package II.
Smokey Quartz Metallic joins the color palette for 2019.
Features & Options: Two Safety Packages Worth Noting
The 2019 GMC Terrain AWD Denali ($39,500) comes with leather seats, an eight-inch touchscreen, satellite radio, blind-spot monitors, a 110-volt power outlet, remote start, power driver’s seat, heated front seats, and a panoramic sunroof. The Denali receives unique styling cues and interior trim, as well as Denali-specific 19-inch wheels and LED headlights.
The Driver Alert II package ($745) added low-speed forward collision warning with pedestrian detection and automatic emergency braking; lane departure warning, lane keeping assist, automatic high beams, and adaptive cruise control. The Denali’s Comfort package ($450) added ventilated front seats and heated rear seats, plus a wireless phone charging pad.
The Advanced Safety package ($745) included a surround-view parking camera and an automated parking system. Total MSRP including destination: $43,650. By comparison, the 2019 GMC Terrain starts at $25,000.
2019 GMC Terrain Denali.
Interior Highlights: Clear & Bright
Stepping inside reveals leather seats with plenty of bolstering, lots of soft-touch materials, brushed aluminum trim, and plenty of power adjustments to help find the perfect driving position. The first thing we noticed was the unique push/pull space-saving gear shifter in front of the console. It took us awhile to get used to it, but it does add extra storage space in the console and room for the smartphone charger.
The seating position in the Denali’s cabin seems lower than before, which makes the Terrain feel less SUV-like. The infotainment system is straight-forward and simple, with the eight-inch screen’s big icons. The display is clear, bright, responsive, and fast, all without too many features or too much information.
The backseat has plenty of room for adults, and rear passengers will appreciate the tall doors, so there’s less ducking to climb in. However, the flat seat bottoms won’t be comfortable for long trips. The seats fold mostly flat to provide 63.3 cubic feet of cargo space, less than the competition. Behind the rear seats there is 29.6 cubic feet available.
There’s a handy storage compartment underneath the rear cargo deck. The front passenger seat folds flat to accommodate longer items like 2x4s and kayaks.
2019 GMC Terrain Denali interior layout with cargo.
Engine & Fuel Mileage Specs
The 2019 GMC Terrain Denali is powered by a turbocharged 2.0-liter inline four-cylinder, making 252 horsepower and 260 lb-ft. of torque. When properly equipped, the Terrain Denali tows 3,500 lbs. Mated to a nine-speed automatic with all-wheel drive, it offers peppy acceleration and gets an EPA-estimated 21/26 city/highway and 23 combined mpg.
Fuel tank capacity for all-wheel drive models is 15.6 gallons; 14.9 gallons for front-wheel drive models.
When compared at random to other possible choices, the GMC Terrain is about average for fuel economy.
The turbo offers steady power and a cool whistling sound as it climbs through the gears.Click To TweetDriving Dynamics: We Avoided The Deer!
The transmission pairs nicely with the new 252 horsepower turbo engine, and it felt strong during our quick runs up I-70 west of Denver. The turbo offers steady power and a cool whistling sound as it climbs through the gears. We found ourselves wanting steering wheel paddle shifters which aren’t offered on the Terrain. Our other complaint is the noticeable amount of wind noise coming from the outside mirrors at higher speeds.
The 2019 GMC Terrain is designed more toward comfort than cornering ability. We took it through the tight mountain curves and there was enough body lean to remind us we weren’t in a sports sedan. The suspension offers poised and predictable handling in all situations; the ride overall is comfortable on the highway and you hardly feel the bumps on rough pavement.
The Denali has a higher state of suspension tune and 19-inch wheels with better all-season tires. It tracks true and smooth, but doesn’t offer much feedback. Still, it helped us avoid a deer in the mountains west of Denver during our seat time.
The optional all-wheel drive on our Denali tester is a part-time system, activated by a knob on the console with different traction modes. It’s easier than other all-wheel drive units without the ability to self-activate.

Conclusion: A Compelling Choice
The 2019 GMC Terrain represents a more compelling choice in the smaller, five-passenger crossover segment. The Denali trim ramps up the level of luxury too. It’s comfortable, easy to drive, and comes standard with one of the best infotainment interfaces in the class.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2019 GMC Terrain Gallery

Photos: GMC

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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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