This 1968 Mustang LEGO Kit Makes Us Want To Stop Growing Up

This 1968 Mustang LEGO Kit Makes Us Want To Stop Growing Up When I was a kid, I enjoyed LEGO sets much like any other youngster does today. I constructed a number of the Legoland pirate and medieval arrays, sometimes placing the knights in with the pirates for a gag. As I got older, I found the Technic series a bit more challenging with the helicopter ones being my favorite. However, my Duplo days as a tot stand out. I would try and recreate the cars and trucks I saw with those bigger Duplo blocks. At the time, we lived in a two bedroom apartment – a bigger unit as I recall – but my signature was leaving a LEGO in every room.
My father could walk our hallway and not even look down, he was so accustomed to stepping over them.
Days Gone By
As I blaze the trail through my late thirties and into that uncertain vortex known as “your forties,” I am naturally inclined toward anything that even slightly reminds me of my childhood. I’ve made it a habit to wander through the toy section on my trips to Meijer in hopes to find a new Hot Wheels or Matchbox car. In my quest to declutter and disconnect, I am ever more drawn to things that are wholesome and fun, yet still really cool. One such thing is the 1968 Ford Mustang fastback race car, the latest entry into the LEGO Speed Champions lineup.
Photo: Ford Motor Company.
Small & Sharp
When assembled, the 183-piece kit yields a sharp green performance car, complete with gold stripes, racing graphics, and a removable windscreen. The set even includes a Ford-branded timing board and a little racing figurine, that I would place in the pirate ship while Captain Red Beard has a go in the Mustang.
“The new Ford Mustang LEGO Speed Champions set gives parents and children the chance to share their passions – generations of fans have grown up building LEGO sets and spending time together behind the wheel,” explained Myra Lind, LEGO Speed Champions Marketing Manager. “This partnership of iconic brands allows kids of all ages to enjoy the latest products from two great companies.”
“We worked closely with LEGO to design a vintage Mustang, personalizing the fastback with stripes and decals that harken back to Ford’s racing heritage,” added Matt Monroe, Ford Licensing Manager.
Photo: Ford Motor Company.
Big Kid At Heart
I don’t know why I love this little thing so much. Maybe it’s because I want kids of my own someday, or maybe it’s because – like I said above – as I get older, I find remarkable value in things that are wholesome and fun. Career-wise, I’m picking up the pace, which is what any man my age should be doing, but the faster we move on that trajectory, the more likely we are to forget the innocence of our childhood. It’s been so long since I last sat down and put a LEGO set together – probably twenty some years.
That’s simply too long.
We at this publication will consider ourselves kids (just slightly taller) on March 1st when the LEGO Mustang goes on sale. I’m going to get one, put it together, and set it next to my Lava Lamp on my desk. This forthcoming 1968 Mustang joins the GT40, F-150 Raptor, Fiesta WRC, and a handful of other blue oval heroes in the LEGO Speed Champions Ford collection.
So if I want more opportunities to be a kid, I have them.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Photos & Source: Ford Motor Company.



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Lexus LX 570 Axes Third Row, Goes For Less Is More Approach

Lexus LX 570 Axes Third Row, Goes For Less Is More Approach Well this is a weird idea. You know how SUVs always seem to aim for that elusive third row? Even if there’s no room back there, automakers find a way to cram that final row in so they can say they have a “family-oriented” product or something along those lines? Yeah, that. Well, Lexus has decided the cool thing about their LX 570 is how they have taken the third row out.
Lexus’ whole counter trend here comes down to two words: cargo capacity. By ditching the third row, the LX 570 gets you 50.5 cubic feet of carrying space behind the middle row, versus “just” 44.7 cubic feet for the three-row model.
Lexus also throws in a roof rack with rails. So, without coming out and saying it, it becomes plenty plain to see the LX 570 is about hauling stuff, and not necessarily kids.
One Stop Shop
As a matter of fact, Lexus has paired down a lot about what you can and cannot get in the LX 570. For example, unlike a lot of cars, the LX 570 comes in one, and only one trim level. Lexus uses the phrase “one comprehensive trim level” which sounds kind of stern to me, but let’s go with it for now. This mono-spec trim level, they say, “enhances customer value by making ordering a vehicle as easy as choosing the exterior and interior colors.” No fuss, no muss, badda-BING! ya got yourself an SUV. I can appreciate that, but it does seem rather counterintuitive in this day of everything must be personalized to me, for I am special. And on top of that, they are going to try and sell this idea to Lexus customers. This is not the Ford Model T/’any color you want so long as it’s black’/basic transportation demographic they’re aiming for here.
Yes, the LX 570 comes with a lot of standard luxury goodies like a leather interior, four-zone automatic climate control, a power tailgate, moonroof, and 20-inch wheels. It also comes standard with Intuitive Park Assist and Blind Spot Monitor with Rear Cross Traffic Alert, and all those other safety doo-dads that help you be a much more lazy driver than you should. You can also chuck in the standard Panoramic View Monitor and the 12.3-inch Navigation screen, I suppose.
Until now, the LX has been a three-row luxury vehicle with seating for up to eight. However, Lexus said some customers indicated they did not use the third row and expressed a preference for more interior cargo space. Photo: Toyota Motor Sales, U.S.A., Inc.
Useful Tech
Standard gear also includes Lexus Enform Remote so you can remotely view and control certain features on your SUV. Stuff like locking or unlocking the doors, remote-starting or stopping the engine or climate control (handy on cold or hot days), or locating the vehicle in a parking lot (because you have no short term memory). The app works on both iOS and Android devices, by the by. They also give you Lexus Enform Safety Connect, which puts you in touch with Enform response centers 24/7/365 in case something goes really wrong (e.g. bad part of town at night scenarios). Also included is Lexus Service Connect that can relay the vehicle’s service needs to you so you can set up reminders and alerts and schedule appointments and such. Both subscriptions are complimentary for the first 10 years of ownership. Which is a nice perk.
Power & Performance
The underpinnings of the LX 570 are just like those of its sibling. It looks like the three row version with the same grille, trim, and triple-beam LED headlamps. On-road or off, the LX 570 is propelled by a 5.7-liter V8 engine, putting out 383 horsepower and 403 lb-ft. of torque when coupled to an 8-speed automatic transmission. This adds up to 7,000 lbs. of towing capacity (there’s a standard integrated tow hitch receiver). The engine produces 90 percent of its peak torque at 2,200 rpm, which will help when towing.
Yeah, of course there’s a bunch of computer controlled stuff that makes driving around in the 570 easier. Long gone are the days of getting out of the truck with a pair of slip-joint pliers to lock the front hubs. Thanks to a Drive Mode Select dial on the center console, the LX 570 adjusts this way and that through the powertrain and Adaptive Variable Suspension. They work in seamless coordination without the driver noticing very much.
The body-on-frame construction provides ruggedness and durability for challenging driving conditions, according to Lexus. Photo: Toyota Motor Sales, U.S.A., Inc.
Pricing
Although they don’t say when you can pick up your new Lexus LX 570, they do say the starting price is $84,980. HOLY SH-how much? You have got to be joking? That’s what a Corvette ZO6 goes for. I mean, I get these things are nice and all that, but that’s a lot of green. Right. Right. I get it. Not everyone shares my vehicle priorities. So if you are one of those people who takes off to the mountains with a few friends for a weekend of snowboarding or needs to haul a lot of jai alai gear down to the fronton, you might want to consider the Lexus LX 570.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Photos & Source: Toyota Motor Sales, U.S.A., Inc.



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2018 Kia Niro Plug-in Hybrid: Product & Performance Overview

2018 Kia Niro Plug-in Hybrid: Product & Performance Overview
You can say a lot of things about Kia, but you can’t call them slow to react. It seems they’ve been making a habit of rolling out a particular car, either an established model, or in this case, a new one like the Niro, and pretty soon after, the higher-tech models follow. The Niro is a little urbo-box/crossover-like thing, and this new hybrid turns in some pretty impressive numbers. It can run 26 miles using just electric power and returns 46 combined mpg with an all up range of 560 miles. Not bad at all.
The Niro Plug-­in Hybrid is part of Kia’s EcoDynamics sub­brand. That smaller slice of the pie already includes cars like the Optima Hybrid, Optima PHEV, and Soul EV. No word yet if it will spin off into its own autonomous brand, or if it’s just a way to establish some green credibility, but Kia does seem serious about all this.
Similar Approach
Kia says the new Niro Plug-­in Hybrid offers the same stuff already found in the regular hybrid, but with a few new cool touches. The grille is slightly different and there are hybrid blue exterior accents. There are also available LED headlamps, a charge port door on left front fender (i.e. that’s where you plug it into the wall socket), an available 7­-inch color instrument cluster with digital tach, and “ECO/Plug­In” badges so you can flaunt your own green credibility.
Photo: Kia Motors America.
Performance & Charging
Drivetrain-wise the Niro combines a 1.6-liter gasoline direct injected four­-banger with an 8.9 kWh (59 kW) lithium­ polymer battery pack, and a 60­ horsepower (44.5 kW) electric motor. The setup is optimized for fuel efficiency and electric range rather than performance, but it’s not like anyone was going to confuse this with a Stinger anyway. All this MPG-orientation results in 48 city, 44 highway, and 46 combined.
If you’re really into saving energy, the Niro even offers “Driver Only Air Conditioning,” which sends the ventilation toward the driver and decreases the power consumption of the air conditioning system.
Kia has also squeezed more out of the high voltage battery, bumping it .34 kWh more than the Niro hybrid. The battery sits under the cargo floor and the rear seat so you get largely unaffected hauling capabilities. If you plug the thing into a 240V (Level 2) charger, you get full juice in around two and a half hours. Going with the regular household current of a 120V charger, it can be filled up in under nine hours. In other words, drive it around all day, park it in your garage, plug it in overnight, and you’ll be good to go for your morning commute. Kia’s UVO eco feature allows you to remotely monitor and charge the vehicle’s battery, and arrange charging schedules to take advantage of off peak utility rates.
Photo: Kia Motors America.
Transmission & Chassis
The power is transferred to the ground via the same six speed dual-­clutch automatic transmission as in the normal Niros. You can choose from four driving modes: EV, Hybrid, Eco, or Sport. They say Sport is there to take advantage of the combined output of 139 horsepower and 195 lb-­ft. of torque. Sure, why not. Sounds fun.
The Kia Niro rides on its own dedicated platform, employing over 50 percent advanced high-strength steel. Further use of hot stamped steel components and industrial joint adhesives increase torsional rigidity and improve overall structural integrity. Naturally they’ve tried to drop the weight wherever they can. Kia rolled in an aluminum hood, tailgate, and several suspension bits, including the front lower control arms, front and rear knuckles, and even the brake calipers.
With all that, I could see a lot of younger, urban buyers lining up to buy these things.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
2018 Kia Niro Plug-in Hybrid Gallery














Photos & Source: Kia Motors America.



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Does Fiat Fit Your Personality? An In-Depth Look At The Lineup

Does Fiat Fit Your Personality? An In-Depth Look At The Lineup In our world today, bigger usually means better. And while that is true to a certain degree, there is the counter adage of big things coming in small packages. This is Fiat’s approach and being the little guy is sometimes quite swell. The Italian automaker focuses on what they call a modern, yet simple approach that blends functionality, technology, and ownership pride. Fiat wants drivers to feel a sense of self-expression and points their design and engineering efforts toward that end.
Dynamic & Different
I’m a Fiat owner which, considering my affinity for muscle cars and long history of truck ownership, having a 500X is quite the departure. Yet, I enjoy my Fiat very much. It’s different in every regard in terms of its styling and interior layout, but it’s comfortable, reliable, and remarkably efficient. I’ve even turned a few heads when I have my 500X all shined up on a nice day.
Depending on your personality, a Fiat might be ideal for you. I say personalty because Fiat owners are a different bunch, but we’re a merry bunch to be sure. If you’re thinking about something Italian and something a bit out of the ordinary, then this list below is for you. Here is a brief look at the entire Fiat lineup to help you decide which one you like best.
500
The 2018 Fiat 500 is available in three models: Pop, Lounge, and the higher-performance Abarth. The latter is definitely the most fun, but for the sake of daily driving, the first two are likely to best suit you. The Pop and Lounge have plenty of pep with the 1.4-liter MultiAir Turbo that delivers 150 lb-ft. of torque and 135 horsepower, an increase of 34 horsepower versus the 2017 model. The engine is paired with a five-speed manual transmission or the optional six-speed automatic, and there’s even a sport-tuned exhaust.
Pop and Lounge models have 16-inch aluminum wheels for curb appeal, a performance-oriented braking system for safety, a sport-tuned suspension for better handling, and a backup camera because busy parking lots are always tricky. Optional equipment is no longer grouped into “collections,” meaning different features can be easily combined and interchanged with one another.
The Fiat 500 Pop starts at $14,995; the Lounge at $18,395, with the Abarth landing at $19,995. All trim levels are available as a Cabrio (convertible) for an additional $1,495. Fuel economy for the 500 is 31/40 mpg city/highway with the Abarth coming in at 28/34 mpg city/highway.





500 Abarth
If you need a little more spark, the 500 Abarth may suit your tastes with its lickety-split temperament. Bearing the name of Karl Alberto Abarth, it features a performance suspension, 16-inch Hyper Black aluminum wheels, Pirelli tires, and a really cool sounding exhaust system. The 1.4-liter MultiAir Turbo here puts out a bit more grunt: 160 horsepower and 183 lb-ft. of torque, with a Sport mode and torque transfer control system to really maximize performance.
The 500 Abarth is a driver’s car through and through. When you get inside, it’s simple. There’s no clutter, nothing fancy (although you can do a sunroof), and it’s not the least bit quiet. But it’s like a little rocket on four wheels and if you want all the joys of driving and none of the frills, the 500 Abarth is among the best choices on the market. The seats hold you tight, the suspension keeps you planted, and the turbo boost gauge is a blast to watch.
2017 Fiat 500 Abarth. Photo: FCA US LLC.
500e
Sometimes this little guy gets missed, but it’s a hidden gem as electrified vehicles become increasingly more plausible for consumers. The Fiat 500e offers over 80 miles of driving range, 121 miles per gallon equivalent in the city and 112 MPGe combined. The regenerative braking system can use 100 percent of its regenerative capability all the way down to eight mph. This maximizes efficiency but increases brake life – Fiat refers to this as “blended braking.” Right now, the vehicle is only available in California and Oregon.





500L
So it’s a bit homely and admittedly, it’s the only Fiat I don’t like. At all. Yet, when compared to the 500, the L offers 42 percent more interior space, seating for five, and more than 50 different seating and storage configurations. Further, the L offers more than 40 different standard and available safety features, a bonus for families on the go. There is plenty of tech inside, from a backup camera, USB ports, and a seven-inch display compatible with Apple CarPlay and Android Auto.
The aforementioned 1.4-liter engine provides an ample 160 horsepower and the ride should be plenty comfortable as the chassis is tuned for a touring car feel. Whatever, it’s still weird looking. I’m a Fiat owner and I’m corky but my corky has limits. This is well past the limit.
2018 Fiat 500L. Photo: FCA US LLC.
500X
The 500X is arguably the most practical and stylish member of the Fiat household, and it’s definitely the most sure-footed. Built on the Jeep Renegade platform with an option for all-wheel drive, the 500X feels stable and firm, something not all small crossovers can say. Though the 500X is modest when compared to marque Italian performance cars, the steering and handling aspects – inherent strengths in Italian engineering – do cross over (no pun intended) to the 500X. The result is a crisp, solid, and responsive little vehicle perfect for city driving.
Two engines are on offer: the 1.4-liter, which we have already been chatting about, is standard on Pop models and paired with a six-speed manual. However, the 2.4-liter Tigershark MultiAir2 enters the picture. It’s standard on Trekking and Lounge with an available nine-speed automatic.
By the numbers, The 1.4-liter with the manual delivers 160 horsepower and 184 lb-ft. of torque, with an EPA-estimated fuel economy of 25/33 mpg city/highway. By comparison, the 2.4-liter generates 180 horsepower and 175 lb-ft. of torque, with an EPA-estimated rating of 22/30 mpg city/highway for front-wheel drive models; 21/29 mpg for all-wheel drive models.
The 500X has 70 available safety and security features, a generous array of connectivity offerings via the Uconnect system, and the option for a panoramic sunroof and heated steering wheel. The 500X starts around $20,000 and they lease well.





124 Spider
This is definitely the most exciting member of the Fiat family, especially in its Abarth skin. The 124 Spider was introduced 50 years ago, although it’s been about 30 years since it was last in the United States. Similar to the 500 Abarth, the Spider in any one of its trims (Classica, Lusso, Abarth) is a true driver’s car. Styling and performance are among the Fiat 124 Spider’s most defining characteristics, seen in things like the long hood and short rear deck, or the Abarth’s Bilstein sport suspension and mechanical limited-slip differential.
The front engine, rear-drive configuration is balanced at a near 50/50 with a curb weight between 2,400 and 2,500 lbs., depending on the model. The 1.4-liter MultiAir Turbo returns and delivers 160 horsepower and 184 lb-ft. of torque on Classica and Lusso, with a slight bump to 164 horsepower for the Abarth. The roadster is available with either a six-speed manual or Aisin automatic transmission.
Other nice features include heated seats, a Bose premium stereo, and a healthy array of safety tech. Fiat has made the packages a bit more flexible so it’s easier to mix and match what you might want – the 124 Spider starts just shy of $25,000.
2018 Fiat 124 Spider Abarth. Photo: FCA US LLC.
Personality Driven
Like I mentioned above, a Fiat may not necessarily fit your personality but if it does, hopefully this list helped. If you are looking for something practical, the 500 and 500X are your best options. If you want a little more pep in your step, one of the Abarth models will do nicely. If you want a fun car to take for a joy ride on a summer day, that’s definitely the 124 Spider. And if you are looking for something really odd, but with lots of room, then the L is your knight in shining armor.
Of course, you can always drop us a line if you have additional questions. Just ask for me when you do.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Photos & Source: FCA US LLC (2017 & 2018 models shown).



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Inside The 2018 Aston Martin Racing Vantage GTE

Inside The 2018 Aston Martin Racing Vantage GTE
Yes, like its road-going sibling from which it is derived, the 2018 Aston Martin Racing Vantage GTE faces similar aesthetic, a-hem, issues. But this is a race car. A race car that will take part in the FIA World Endurance Championship next season. And, when it comes to racing, effectiveness counts more than aesthetics. It’s sort of like submachine guns. Sure, it might not be as appealing as a Thompson or an MP 40, but a Sten Gun can still do the business, y’know?
Track Ready
The Sten of choice seen here is the new Vantage GTE from Aston Martin, set for FIA’s GTE class at places like Le Mans and Spa and The ‘Ring. The main competition for the new Vantage GTE will be cars like the BMW M3, Chevrolet Corvette C7.R, Ferrari 488 GTE, and Porsche 911 variants. In other words, these are the most road-car-like competitors you’ll see at Le Mans. Also, the racing is fun to watch since the competition is so close and the racing is so tough. Still, Aston Martin has done more than okay with previous versions of this car, chalking up 37 international race victories, including two Le Mans 24 Hour class wins.
Power & Performance
The engine is a force-fed V8 that runs bespoke BorgWarner turbos with integrated electric wastegates. The exhaust system is a full inconel setup made by an outfit called Akrapovic. No, I didn’t know who they were either. Turns out they’re Slovenian, and all they do is make exhaust systems. Fun note: Inconel is a nickel/steel alloy with extremely high heat resistance and was the same stuff they made the X-15 rocket plane out of.
The mill has a dry sump lubrication system and its installation in the actual race car is further back and lower than the street version, all for better track performance. The output figures are stated as “power >400 kW* and torque >700 Nm*” which translates into 536 ponies and 516 lb-ft. o’torque in old money. Two things of note: First, those figures are “greater than” because no race team is going to give away accurate power figures, and you can also reckon that Aston Martin is sandbagging with those numbers. And two, I have no idea what those asterisks are for. Aston Martin never explains them, but I thought I’d include them. What an odd thing for them to do.
Photo: Aston Martin The Americas.
Drivetrain Tech
Moving on to the driveline and transmission, there’s plenty to geek out about here. Of course it’s rear-wheel drive, because handling. There’s also traction control thrown in (because today’s drivers are a bunch of prima donnas). The transmission is a six-speed sequential unit made by Xtrac, fed by an Alcon motorsport multi-plate clutch about the size of a cheeseburger. There is a mechanical limited-slip differential with externally adjustable pre-load (a nice touch), and since this is 2017, there’s a semi-automatic paddle shift gear change coupled to a direct acting electric gear shift actuator. Did you catch all that?
The carbon fiber propshaft saves weight and increases responsiveness.
Chassis & Suspension
The chassis is a lightweight aluminium deal that uses the latest Vantage production car as a starting point. It is fitted with a steel roll cage to meet FIA safety standards and also sports an on-board, high-speed pneumatic jack for quicker pit stops. The suspension is as traditional as it is adjustable, with double wishbones front and rear, adjustable anti-roll bars, and custom Öhlins five-way adjustable dampers (shock absorbers to us Americans). Like all British cars, this thing can Handle with a capital H.
The body and aero bits are all carbon fiber, of course. The underside of the car is entirely flat and tailed with a carbon fiber splitter and diffuser. That huge rear wing is also carbon fiber and adjustable.
Photo: Aston Martin The Americas.

Ride & Handling
The steering is electro-hydraulic and power-assisted, which kind of rankles purists but literally every driver out there dearly loves, since wrestling with one of these things for 24 hours, even with a power assist is a work out. The steering wheel, which is carbon fiber, is a quick release type, both to aid with driver changes and also having to bail out if things get, um, sticky. The fuel system is the FIA mandated size of 100 liters and is a full-blown fuel cell, of course.
The wheels are huge and light: forged magnesium up front (12.5” x 18”) and forged magnesium in the rear (13.0” x 18”). The boss meats are supplied by Michelin.
Braking
The stoppers are very, very impressive. Everything is made by Alcon with monobloc six-piston calipers and wide, ringed ventilated brake discs up front. Out back, the Aston GTE sports monobloc six-piston calipers with Alcon ventilated rear brake discs. At all four corners there are integrated caliper temperature and pad wear sensors, a handy thing in a 24 hour race. The pedal box is floor-mounted and adjustable (a nice touch). Of course the front and rear brake bias is driver adjustable.
Photo: Aston Martin The Americas.
Driver Focused
The cockpit is Spartan yet extremely cool. The pilot sits in a RaceTech FIA 8862 safety seat and is held in place by a Schroth six-point safety harness. In case things get too hot, there’s a Lifeline FIA 8865 fire extinguisher. The dash is a Cosworth driver display with shift lights; there is a rearview camera and a Bosch collision avoidance radar system (which is one of those things that beeps at you milliseconds before you clout that Ford GT you thought you were clear of). Air conditioning? Surprisingly yes! The FIA/ACO mandated this a while back (you have no idea how hot it is inside one of these things). There is also an electrically-operated “driver drinks system” to help prevent fatigue.
The whole shootin’ match tips the scales with a dry weight of 1,245 kilos or around 2,800 pounds, give or take. It is worth noting this is the regulated base weight. If you were to take the ballast out, the 2018 Aston Martin Racing Vantage GTE would tip the scales considerably lighter than that.
Will this thing win? Maybe. A definite maybe. My money is on the Ferrari 488 (for sentimental reasons) or the C7.R Vettes (for practical reasons), but I wouldn’t count Aston Martin out.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
2018 Aston Martin Racing Vantage GTE Gallery











Photos & Source: Aston Martin The Americas.



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2018 Ford Super Duty By The Numbers

2018 Ford Super Duty By The Numbers
Ford is pushing the envelope for the F-Series lineup, announcing updated power, towing, and payload figures for the 2018 Super Duty. The new specs reclaim titles for the blue oval held previously by General Motors and Ram. Ford says they are delivering more for customers by offering “five key best-in-class claims.”
“Super Duty customers expect the best, and for 2018 we’re giving our customers even more power and torque from our 6.7-liter Power Stroke diesel – delivering the most horsepower and torque available among all heavy-duty pickups,” explained Todd Eckert, Ford Truck Group Marketing Manager.
By The Numbers
It’s not surprising to see Ford push the line here. In just a “matter of fact” sense, the truck market is highly competitive, and customer loyalty to a particular brand is often lifelong. “We are a Ford (or Chevy) family,” they say, or “I’ve never owned anything but . . . (insert truck make and model here).” While we won’t speculate Ford’s engineering and marketing motives, if the automaker held the belief that bigger horsepower, payload, and towing numbers were the way to a truck buyer’s heart, we would be inclined to agree.
In an already competitive market with such fierce brand loyalty, posting headline-worthy performance figures seems a satisfactory answer to the “how do we attract new buyers and retain existing customers” question. One could argue these increased power numbers for the Super Duty are coming at the right time. Ford’s November sales report indicated that F-Series trucks saw their best November since 2001, with 72,769 pickups sold for a 0.9 percent gain. Conversely, Ford’s heavy truck sales took a 50 percent dip with only 566 units moved last month opposed to 1,133 for the same period in 2016. By the end of November 2016, Ford had delivered 13,417 heavy trucks compared to 10,376 at November’s end this year, marking a 22.7 percent decrease.
It’s possible these new power and capacity increases for the 2018 Super Duty will help bolster Ford’s overall truck sales. Does Ford have specific intent with this latest Super Duty announcement? Perhaps. Ford truck sales are, according to their November report, either up nicely or down significantly, depending on the model. These new performance upgrades for the Super Duty could be a happy accident as far as timing is concerned, but if an automaker wanted to move some trucks, especially near the end of the year, having increased power figures floating through the media certinately wouldn’t hurt.
Photo: Ford Motor Company.
Fantastic Five
The 2018 Ford Super Duty now claims five vital segment titles, the first of which is a healthy 450 horsepower.  Previously held by GM’s Sierra and Silverado models at 445 with the new Duramax, Ford’s announcement gives the Super Duty a slight edge. The second is torque, a now whopping 935 lb-ft., enough to slip past Ram at 930 lb-ft. from the recently revised Cummins. From there, the 2018 Ford Super Duty takes best-in-class gooseneck towing at 34,000 lbs. and best-in-class conventional towing at 21,000 lbs., when properly equipped. By comparison, The 2018 Ram 3500 HD, when properly equipped, has a maximum gooseneck rating of 31,210 lbs. and a maximum conventional rating of 20,000 lbs.
“Plus, our new F-450 pickup now includes a 4X2 model, enabling our customers to get more done with the segment’s best payload and towing,” Eckert added.
The 2018 Super Duty boasts best-in-class payload at 7,360 lbs. for the segment’s top honor.
Photo: Ford Motor Company.
Vital Components
The grunt for the 2018 Super Duty comes from the 6.7-liter Power Stroke diesel engine, which received redesigned cylinder heads, optimized fuel calibrations, and enhancements to the turbo for 2018. The truck’s high-strength steel frame, military-grade, aluminum-alloy body, and integrated gooseneck hitch mounts are also important for capability and efficiency. It’s also worth noting that Ford designs and builds their own diesel engines and transmissions, something no other manufacturer currently does. The automaker says this is critical for getting the powertrain, vehicle calibrations, and chassis to align.
“This approach enables Ford engineers to optimize vehicle performance across the entire lineup and to further refine the powertrain to the specific needs of the customer,” reads a statement from Ford.
Pricing & Availability
The 2018 Super Duty is available now with the F-450 4×2 dual-rear-wheel pickup coming later this winter. Base MSRP is $52,830, although pricing can vary greatly depending on the selected trim level and the buyer’s desired number of additional options, features, and packages.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.  
Photos & Source: Ford Motor Company.



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2020 BMW 7 Series: The Big Boss Gets The Flagship Overhaul

2020 BMW 7 Series: The Big Boss Gets The Flagship Overhaul The 2020 BMW 7 Series is the epitome of flagship styling and comfort.
An extensive offering of new technology includes a night vision system. 
Expect more powerful engines and a plug-in hybrid option. 
I know what you’re thinking. Isn’t the new 8 Series the BMW flagship? Not a chance. The 2020 BMW 7 Series is coming to town, and it’s here to show other BMWs who the real boss is. The new 7 Series is a far cry from being a just another traditional luxury-sport sedan. Although previous models were more oriented towards comfort than outright sportiness, the 7 Series never lost that “ultimate-driving-machine” mentality.
In fact, the 2020 BMW 7 Series is proof that luxury, elegance, and prestige is still on the agenda. And there’s nothing wrong with that.
Fresh Face For The New Year
There is no denying that massive front grille. It is 40 percent larger than the kidney grille of the previous-generation 7 Series, and it looks remarkably similar to the one found on the massive BMW X7. It even comes with self-adjusting vanes that open automatically when the engine demands more cooling.
In order to further emphasize the taller and wider front, the 2020 BMW 7 Series gets a redesigned hood that extends to the top of the new grille. The lower part in the front bumper receives large air deflectors in place of conventional air intakes. However, those air deflectors are not useless pieces of styling ornamentation. They actually guide oncoming air to the brake air ducts and air curtains. The latter are located behind the front wheels to minimize turbulence around the wheel openings.
The 2020 BMW 7 Series is also one of the first BMW models to receive optional laser headlights. Yes, there are lasers in the front of the new 7 Series. According to BMW, lasers are 1,000 times more powerful than humdrum LED lights. This explains why BMW resisted the urge to equip the new 7 Series with larger headlights. Instead, they settled for slimmer units to give the vehicle a more stern and muscular fascia.
The 2020 BMW 7 Series features a larger kidney grille. Photo: BMW of North America, LLC.
Yes, there are lasers in the front of the new @BMW #7Series.Click To TweetMore Powerful Engines
This is one of the most interesting parts about the 2020 BMW 7 Series. Although the new 7 Series receives a familiar choice of motors, all of them produce more power and torque; definitely not a bad thing to have in a German luxury car.
The base 740i receives a free-revving, 3.0-liter inline six with twin-scroll turbocharging and direct injection. The engine is good for 335 horsepower and 330 lb-ft. of torque. The latter is available from a low 1,500 to 5,200 rpm. This is enough for a sprint to 60 mph in 5.3 seconds. The 740i xDrive can achieve the feat in 4.8 seconds.
But if you’re one of those 7 Series owners who demand more, the 4.4-liter V8 in the 750i is ripe for the picking. The twin-scroll, turbocharged engine is good for 523 horsepower and 553 lb-ft. of torque, which is 80 more horsepower than the previous model. The twin-scroll turbochargers are nestled in the 90-degree angle between the two banks of cylinders.
When equipped with xDrive, the 750i rushes to 60 mph in 3.9 seconds.
2020 BMW 7-Series. Photo: BMW of North America, LLC.
Although the new @BMW #7Series receives a familiar choice of motors, all of them produce more power and torque; definitely not a bad thing to have in a German luxury car.Click To TweetRevised V12 & Hybrid Powertrain
Of course, what good is a new 7 Series without a new V12 motor to compliment it? The revised 6.6-liter V12 benefits from mono-scroll turbocharging and an all-aluminum construction. This enables the fire-breathing V12 to churn out an amazing 600 horsepower and 627 lb-ft. of torque. This allows the BMW 760i xDrive to sprint from zero to 60 mph in only 3.6 seconds.
The 2020 7 Series is also available as a plug-in hybrid. I have no idea why you should choose this variant, but BMW saw fit to install a six-cylinder motor instead of the previous turbocharged four-banger. Along with a new high-voltage lithium-ion battery pack and electric motor, the BMW 745e can dash to 60 mph in 4.9 seconds. The total combined power output for the 7 Series hybrid is 389 horsepower and 442 lb-ft. of torque. No word yet on the all-electric driving range, but I sincerely hope it’s more than 14 miles.
All engine variants are coupled with an eight-speed automatic. All-wheel drive or xDrive is standard across the range except for the base 740i.
Photo: BMW of North America, LLC.
Of course, what good is a new @BMW #7Series without a new V12 motor to compliment it?Click To TweetMore Flexible Suspension
The 2020 BMW 7 Series utilizes a double-wishbone front axle and a five-link rear axle in concert with an adaptive suspension system. BMW says the rear suspension is unique because it employs dual elastic bearings and specially-tuned “elastokinematics” for excellent directional stability. The adaptive system comes with electronically-controlled dampers and two-axle air suspension with automatic self-leveling. The air supply of the suspension is controlled individually for each wheel, meaning the new 7 Series will remain balanced even if it’s unevenly loaded.
Further, with the Driving Experience Control switch, you can adjust the damper settings manually based on your preferences. You can opt for a more comfortable or sporty ride and even raise or lower the suspension. For example, it can be raised by 0.8 inches at the touch of a button on bumpy road surfaces or steeply-angled driveways.
Softer Steering
The optional Integral Active Steering is something worth adding to the 2020 BMW 7 Series. BMW says the system combines the electro-mechanical and variable ratio steering of the front wheels with rear axle steering. Ultimately, this means the larger 7 Series is easier to maneuver. For example, at lower speeds, only small steering inputs are necessary becasue the rear wheels turn in the opposite direction of the front wheels to cut the turning radius.
By contrast, at higher speeds, the rear wheels follow the same direction as the front wheels, allowing the new 7 Series to better follow the course set by the driver.
Photo: BMW of North America, LLC.
Bristling With Technology
I was expecting the 2020 BMW 7 Series to come with everything (including the kitchen sink) and I’m not disappointed. On the safety front, the new 7 Series is standard with the Active Driving Assistant Package. The package includes collision and pedestrian warnings, automatic city braking, lane departure warning, and blind spot detection. On the other hand, ticking the option box for BMW’s Driving Assistant Professional adds active cruise control, lane keeping assist, collision avoidance, and automatic lane changing with evasion assistance.
Extended Traffic Jam Assistant is also part of this upgraded safety package. This system handles acceleration and braking and can, with the help of navigation, adjust the speed of the 7 Series for unexpected bends, turns, junctions, and roundabouts. In addition, the camera-based traffic sign recognition system uses navigation data to determine upcoming speed limits.
The 2020 BMW 7 Series receives a heads-up display and night vision. The latter relays a real-time video image to the Control Display showing people, large animals, and other heat-emitting objects. Any objects detected are additionally illuminated using the headlights’ marker light function.
The interior is home to a bevy of soft-touch materials and coordinated design details. Premium Dakota leather is standard while Nappa leather with extended quilting is optional. The 12.4-inch digital instrument cluster and 10.25-inch control screen are standard as well. Photo: BMW of North America, LLC.
Pricing & Availability
The 2020 BMW 7 Series goes on sale this spring with a starting MSRP of $87,445. There are a number of additional options and packages available, each of which are detailed in the table below. Stand alone options include a remote start, 19 and 20-inch wheels, front massaging seats, and a rear seat entertainment system among others.
Like I said, the new 7 Series is a far cry from being a just another traditional luxury-sport sedan.
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 BMW 7 Series: Options & Packages
 Individual Package
Package Contents
M Sport Package
(740i, 740i xDrive, 750i xDrive and 745e xDrive) – includes M Sport exhaust(750i xDrive only), a choice of 19 inch or 20 inch wheels and tires, M Sport steering wheel, specific aerodynamics, Shadowline exterior trim, Anthracite headliner, M door sills and foot rest and a choice of interior trim.
Autobahn Package
(740i, 740i xDrive and 750i xDrive) – includes Integral Active steering and Active Comfort Drive with Road Preview.
Premium Package
(740i, 740i xDrive and 745e xDrive) – includes Power rear Sunshade and rear side window shades, Heads-Up display along with a choice of Nappa Leather interiors.
Executive Package
(740i, 740i xDrive, 750i xDrive and 745e xDrive) – includes Panoramic Sky Lounge LED Roof, Front ventilated seats, Instrument panel with Nappa leather finish and ceramic controls. Additionally on the 750i xDrive, this package includes Power rear sunshade & rear side window shades.
Cold Weather Package
(740i, 740i xDrive, 750i xDrive and 745e xDrive) – includes Remote Engine Start, Front and Rear Heated Seats and Heated Front Seat Armrests and Steering Wheel.
Interior Design Package
(740i, 740i xDrive, 750i xDrive and 745e xDrive) – includes wood grab handles, Rear Seat Belt Cover in wood trim, Rear Center armrest with wood trim, Luxury Rear Floor Mats and Alcantara Headliner in Coordinated Upholstery Color.
Luxury Rear Seating Package
(All models) – includes Rear ventilated seats, rear comfort seats, Heated steering Wheel with Front & Rear Heated seats and armrests, Rear Massaging seats and 7 inch Touch Command Tablet.
Driving Assistance Professional Package
(All models) – includes Extended Traffic Jam Assistant for limited access highways, Active Cruise Control with Stop & Go, Active Lane Keeping Assistant with side collision avoidance, Steering and Traffic Jam Assistant, Automatic Lane Change, Evasion Assistant & Cross-traffic front alert.
Rear Executive Lounge Seating Package
(750i xDrive and M760i xDrive) – includes Electric Reclining individual rear Seats and Footrest (on passenger side), Executive Lounge Rear Center Console, rear Entertainment Professional.
2020 BMW 7 Series Gallery























Photos & Source: BMW of North America, LLC.



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2020 Kia Sportage: Refreshed & Ready To Mingle

2020 Kia Sportage: Refreshed & Ready To Mingle On the heels of an emotional Super Bowl ad for the Telluride, Kia is staying on the gas in 2019. While the Telluride is the largest member of Kia’s house, the Sportage is no couch potato. Refreshed and recharged for another round, the 2020 Kia Sportage comes with a handful of tech and safety upgrades.
Those not looking for the space (or cost) of a larger SUV may find the new Sportage does the trick. We would opt for the new S trim personally, which has a more athletic exterior look. Yet, regardless of trim level, the 2020 Kia Sportage will get the job done on the daily commute.
And it will look mighty good while doing it.
Sweeping Lines & Curves
In today’s increasingly crowded SUV market, the 2020 Kia Sportage uses its European flair to stand out. As soon as the pencil hit the design pad, it became about “sweeping lines” and “thought-provoking” curves, says Kia. After establishing the lines and curves, designers went for the proportions and overall stance. Again, the idea was to make the Sportage easily recognizable.
Of course, the newly-available 19-inch alloy wheels are hard to miss.
The front grille and bumper are both new as are the headlights and projector-beam fog lamps. LED turn indicators, headlights, and fog lamps are optional. We recommend adding each of those lighting upgrades, especially for those who frequently drive late at night. At the rear, the 2020 Kia Sportage receives another new bumper and special taillight trim.
A sleek Steel Grey metallic exterior color is also available.
2020 Kia Sportage interior layout. Updates include a newly-designed steering wheel and vent bezels. SOFINO leatherette seating surfaces are available. Photo: Kia Motors America.
“Lightly Enhanced” Interior
On the inside, Kia says things are “lightly enhanced” which made us smile. Those “light” enhancements include an eight-inch touchscreen with Apple CarPlay and Andriod Auto standard; modem-enabled telematics and navigation are optional. Those on the go will want the available smartphone charging tray.
Power & Performance: Two Solid Options
The 2020 Kia Sportage offers two engines and both are sufficient for the daily commute. The more modest 2.4-liter produces a respectable 181 horsepower and 175 lb-ft. of torque. For those quicker jaunts onto the freeway, a 2.0-liter turbo creates nearly 240 horsepower and 260 lb-ft. of torque. While the extra snort of a turbo is always nice, there’s nothing wrong with saving the money and going with the smaller powerplant.
Both engines are mated to a six-speed automatic. Fuel economy figures for the 2020 Sportage are not available yet, but it’s reasonably safe to believe the numbers will be on par with the 2019 Sportage. Our only critique here is having more gears “in the box.” An eight or nine-speed transmission would benefit the Sportage in terms of performance and efficiency, but we trust Kia regardless with this six-speed automatic.
We’ll look for more gears the next time around.
The 2020 Kia Sportage comes in either front-wheel or all-wheel drive. Safety features include Driver Attention Warning, Lane Keeping Assist, Forward Collision Assist, and Pedestrian Detection among others.
Photo: Kia Motors America.
Pricing & Availability
Trim levels include the LX, EX, SX, and the more sporty-looking S. Kia says the new Sportage arrives this spring, with pricing information due closer to then. In the meantime, the 2020 Kia Sportage is on display at the 2019 Chicago Auto Show.
Carl Anthony studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan. Before returning to school, he simultaneously held product development and experiential marketing roles in the automotive industry.
2020 Kia Sportage Gallery

Photos & Source: Kia Motors America.

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Viaduct Elegy: Chapter 2: The New Colossus

Viaduct Elegy: Chapter 2: The New Colossus Viaduct Elegy is a four-part series from Automoblog feature columnist Tony Borroz, who broke the law in preparation for writing it. He is a Seattle native and author of The 2018 Indy 500 Notebook and Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Tony grew up in a sportscar-oriented family, but sadly, they were British cars.
Finally, finally, finally they are tearing down the Alaskan Way Viaduct, a colossal, monumentally-ugly, seismically-catastrophic piece of transportation “infrastructure” that has been a scar on the face of Seattle for the better part of a friggin’ century.
And yesterday I walked on it at sunset with an old friend, apparently breaking the law.
Viaduct Elegy: Chapter 2: The New Colossus
Chapter One: “Walking With Blaine” here.
The Alaskan Way Viaduct, or the I-99 Viaduct or, more simply, The Viaduct, is an elevated north/south expressway situated right on the waterfront of Elliott Bay. It was, like literally every other half-assed and poorly-planned transportation “solution” Seattle has ever conceived: an utter failure in many, many ways. It was terribly-proportioned, its hulking mass contrasting with surprisingly few and narrow lanes.
As a way to get from point A to point B, it barely worked from day one.
When it was designed in the 1940s, you could still buy Studebakers new. So from that perspective, a double-decked roadway with only two lanes made perfect sense. Speed limit? 40 mph. And besides, how fast do you want to go. And herein lies the problem with this, and pretty much every other transportation “solution” Seattle has ever come up with. They are designed to solve the problems the city has right now.
How will this “solution” be used in the future?
Don’t know, don’t care.
Conquering The West
So, fast forward to the year 2000 and what do we have? An aging, double-decked roadway with three lanes now crammed on each level and speeds raised by nearly 50 percent. More people, more cars, less time to get things done, and the same tool we’ve been using since Truman was President.
Like all other transportation projects around here, The Viaduct was started as A Big Deal. It was, yet again, a way to show how smart and forward-thinking Seattle was. A concrete and steel colossus that said to the world, “Yup, you can take Seattle seriously, yes you can! Boy howdy, just look at our new Viaduct! Just like they got in other big cities!”
Seattle is obsessed with this stuff. They always have been. From the beginning, Seattle has been derided as a provincial backwater town whose main contribution to American society was supplying gear to Yukon gold miners and popularizing salmon as a dinner option. And from the beginning, Seattle has had a chip on its shoulder, thirsty for recognition, begging to be considered one of the big kids on the west coast.
From its inception, Seattle acted like it was just a matter of time before people realized that San Francisco doesn’t offer a tenth of what Seattle does, that Denver will never be what Seattle is, that young, up-and-comer Los Angeles is just a flash in the pan, Portland is just a pale imitation of the real Northwest city, Seattle.
The Alaskan Way Viaduct was an elevated freeway in Seattle that supported State Route 99. The double-deck freeway ran north and south, along the city’s waterfront for 2.2 miles, east of Alaskan Way and Elliott Bay, and between the West Seattle Freeway in SoDo and the Battery Street Tunnel in Belltown. Construction consisted of three phases from 1949 through 1959, with the first section opening on April 4th, 1953. Photo: Seattle Municipal Archives.
Emerald Charm
And every time any city west of The Rockies would do something; every time San Francisco would host a big worldwide event, or Los Angeles would grow and grow, or something along those lines, Seattle would grumble and huff and puff and get just a little more surly and gray. Again we would be outshone by another western city. Again they would steal the spotlight. And Again people would be fascinated by San Francisco or Los Angeles or wherever when they should be dazzled by Seattle! It was a shame that people could be so stupid and overlook us, but that’s okay.
It’s their loss, not ours. We’re the cool ones. Really! You’ll see.
Seattle is the proverbial third-cutest cheerleader. We try real hard and we yell and jump and shake our pom-poms just as good as the other girls, but for some reason we just don’t get asked to the barn dance by the star quarterback. It’s confusing. mysterious. unfathomable. It’s annoying as all get out.
And so, time after time, Seattle will look at a problem (which about half of them are transportation issues), study it for far too long, then announce: “We have the answer!” To which, nearly everyone will respond, “What was the question?”
Anti-viaduct bumper sticker, circa 2006. From the folder “Bumper Stickers,” Ephemera Collection (Record Series 9900-01), Seattle Municipal Archives.
Jet City’s Crown Jewel
Right after the Second World War, that answer was The Alaskan Way Viaduct. Seattle was, by local standards, humming after World War II. Boeing was going great guns. No longer were we just a fishing and logging town stuck in the upper left-hand corner of the map. Nope. You’ll see. Seattle is gonna be it, baby. Take that Scranton! And how did we know this? The Viaduct. New. Clean. Modern. This will be the way to get North and South in smooth, concrete efficiency. Four lanes! That’ll show those hoity-toity types in San Francisco and Chicago just how cool Seattle is. You bet’cha!
And so, the city built this monstrosity as the way to move around.
Built partially underground to the north in the Battery Street Tunnel, then rising up to the double decks of The Viaduct proper, it was a marvel of American ingenuity and post-war know-how. Nearly two miles long, it took from 1949 to 1959 to build the entire thing. But hey, would you look at that, it got done just in time for the Seattle World’s Fair in 1962! See? Planning! You could drive up the viaduct and it would deposit you right on the grounds of World’s Fair. How convenient!
Shortly thereafter, various groups started proposing tearing the thing down . . .
Viaduct Elegy: Chapter Three: Streamlined Brutale will be published here on Automoblog on Friday, February 15th, 2019. In the meantime, follow Tony Borroz on Twitter: @TonyBorroz. For more historic photos of the Alaskan Way Viaduct and the city of Seattle, visit the Seattle Municipal Archive’s Flickr page.

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