Automotive

Report: Maserati to drop sports cars for now, focus on crossovers, EVs, and hybrids

Report: Maserati to drop sports cars for now, focus on crossovers, EVs, and hybrids Sports cars might be absent from Maserati’s lineup for a couple of years as they focus on things that sell, crossovers and sedans.

What’s going on?
Things are going a bit rough at Maserati as they still struggle to meet sales goals. Hopefully, the introduction and launch of the new Levante crossover changes that. Though because of this, Maserati is preparing support a lineup without any sports cars for a couple of years, focusing on crossovers and sedans.
This means replacements for the GranTurismo and GranCabrio will be on the back-burner until around 2019 or 2020. Production is slated to end in 2017.
What’s left?
While sports cars drop down on the priority list, crossovers and sedans rise, or basically, the cars that sell and turn a profit. Once production for the GranTurismo and GranCabrio end, that leaves the Levante, Ghibli, and Quattroporte.
Should you fear absolutely not. They will return, it will just be a while.
Does this mean the Alfieri is also delayed?

Ah yes, the beautiful Alfieri. Unfortunately, that’s a future sports car for Maserati so yes, that will be delayed as well. But Maserati promises it will come and it’s just in a “holding pattern,” according to CEO Reid Bigland.
We can expect some all-electric Maseratis as well. The company continues to investigate hybrid, plug-in hybrid, and 48-volt EV powertrains, accoriding to managing director of Maserati Europe, Giulio Pastore.
– By: Chris Chin
Source: CAR Magazine
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Buick continues to break out of its "old people's car reputation" even further with an enthusiasts' calling.

Buick continues to break out of its "old people's car reputation" even further with an enthusiasts' calling. Buick continues to break out of its “old people’s car reputation” even further with an enthusiasts’ calling.

What’s going on?
Buick was once an automaker that you’d least expect to producing anything even remotely resembling the characteristic, “sporty.” But GM’s Tri-Shield is hard at work to make sure we forget about those yawntastic yonder years of Buick. Helping to break this reputation is the hot and all-new, 2018 Buick Regal GS.
At a specially arranged media event in Michigan for the standard Regal and Regal TourX, Buick decided to surprise its media guests with the revealing of the highly-anticipated performance variant. It succeeds the previous Regal GS with the handsome new body of the latest Regal, along with not four-, but six naturally-aspirated cylinders and all-wheel drive as standard.
Now THAT’S a Buick!

We’d agree! The latest Buick Regal already teased our appetites with its beautiful redesign and new packaging. The performance-oriented Regal GS hooks us even more since it’s something we didn’t think they’d really do. The last Regal GS, although a valiant effort, felt unfinished and incomplete because of its wheezy, turbocharged four. Now that’s addressed, the latest Regal GS has our attention very much.
What’s it powered by?
Gone is that gutless turbocharged four, and in is GM’s familiar 3.6L V6 with 310 horsepower and 282 pound-feet of torque, with cylinder deactivation and automatic stop/start. Channeling that power to the twin-clutch all-wheel drive system is a new nine-speed automatic.
It’s not just more power either
Helping in the handling department is an all-new five-way multi-link rear axle and MacPherson struts up front, assisted by GS-equipped Continuous Damping Control, or active suspension. When enabled in GS or Sport modes, Buick says it can adjust the shocks up to 500 times per second. Shaving off that power are Brembo brakes once again, wrapped in 19-inch wheels.
There’s also a sport-tuned exhaust, sporty interior an exterior bits like a flat-bottomed steering wheel and medal foot pedals. And of course, you can expect the usual suite of active and passive safety systems as found in the standard Regal. Other optional bits include 4G LTE WiFi hotspot connectivity, OnStar, Apple CarPlay and Android Auto compatibility, a heads-up display, and more.
Did we mention there’s a wagon variant too?
In another move that seems to be an enthusiast calling, Buick will offer the Regal GS in its Sportback wagon form as well. That will launch later this year, in limited availability.
How much will it cost?
Buick didn’t announce the pricing for the GS model as of yet. We expect that to surface closer to sale launch date
– By: Chris Chin
2018 Buick Regal GS Gallery

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Dodge Challenger SRT Hellcat Widebody: Muscle For Days

Dodge Challenger SRT Hellcat Widebody: Muscle For Days

With the addition of the Challenger SRT Hellcat Widebody to Dodge’s new age muscle car lineup, the roster is now complete. Yes, there is a Hellcat Widebody, in case the run of the mill Hellcat, a car that looks like it will literally eat children for lunch, is just too subtle for your tastes.
Dodge states this right up front: “U.S. Manufacturer’s Suggested Retail Price of $71,495 (including gas guzzler tax).” And I just love how they have the need to say the price includes the gas guzzler fee. What, you thought you were buying a Prius?
Pro Grip
The Challenger SRT Hellcat Widebody is an SRT Hellcat with the same flared body treatment found on the “straitjacket included at no extra charge” SRT Demon. The wider fender flares add 3.5 inches to the SRT Hellcat’s overall width. And yes, they are there for a very sound engineering reason. Said flares are there to cover the new 20 x 11-inch “Devil’s Rim” split-five spoke aluminum wheels carrying new, wider 305/35ZR20 Pirelli P-Zero tires. These are, to use the parlance of the muscle car set: Boss Meats.
And you might be tempted to say putting tires with a contact patch the size of a fat guy’s thighs is excessive, but you would be wrong, oh so wrong. This new Challenger SRT Hellcat Widebody brings better lap times, better lateral grip, better acceleration, and better braking versus the “normal” Hellcat. The road course lap time dropped by 2 seconds per lap on a 1.7-mile track. The ET in the quarter dropped by .3 seconds, giving the widebody a 10.9 ET vs. 11.2 ET when compared to the standard Hellcat. Lateral G’s? Up by .04 g for .97 g versus .93 g in standard Hellcat. Even the 0 to 60 time dropped .1 seconds – you now hit freeway speed in 3.4 seconds. Top speed? 195 big ones, kiddo.
The 2018 Dodge Challenger SRT Hellcat Widebody features a new standard electric power steering (EPS) system – a first for Hellcat. The system uses SRT Drive Modes with selectable settings for Street (Auto), Sport and Track. Photo: FCA US LLC.
Aerodynamics & Braking
On top of the ginormous flares, the 2018 Dodge Challenger SRT Hellcat Widebody carries a batch of exterior styling cues you’d expect to see. There’s a power-bulge aluminum hood with center intake and dual heat extractors that bear more than a passing resemblance to Dan Gurney’s AAR Cuda’s. There are exclusive illuminated “Air-Catcher” headlamps that stuff air directly into the intake and engine bay through the center of the parking lamps. Speaking of the headlights, the quad projector headlamps have aggressive brow “chops” to “exude a sinister look,” as Dodge puts it.
The front splitter, which is shared with the Demon, and rear spoiler, taken from the “normal” Hellcat, work in aerodynamic sync. There’s also the Hellcat-exclusive grille and fender badges with a raised SRT Hellcat badge on the rear spoiler. Wanna stop? You can, thanks to a standard Brembo braking system with two-piece 15.4-inch rotors and six-piston front calipers. And take it from one who knows, this is a huge improvement versus how Mopars used to stop back in the day.
Before the new SRT Demon was introduced, the supercharged Hellcat HEMI was the most powerful passenger car engine ever produced by FCA US, making the Challenger and Charger SRT Hellcats the most powerful and fastest coupe and sedan ever. Photo: FCA US LLC.

Power & Performance
The 6.2-liter supercharged HEMI V8 in the 2018 Dodge Challenger SRT Hellcat Widebody cranks out 707 horsepower and 650 lb-ft. of stump-pulling torque, same as the other Hellcats. Said mill can be paired to either the Tremec six-speed manual transmission or the TorqueFlite eight-speed automatic. It should also be noted the plant features all the additional cooling measures from the non-wide Hellcat, including a low-temperature circuit with two air/coolant heat exchangers unified with the supercharger housing. Air temperatures are miraculously kept below 140 degrees Fahrenheit, all while the blower is pushing a stunning 30,000 liters of air per minute.
“Our brand, engineering, and design teams poured a ton of effort into making the new SRT Demon the world’s fastest quarter-mile production car, so now we’re leveraging that know-how, and some of those vital elements and transferring them to the new Challenger SRT Hellcat Widebody for improved performance on the street and a bolder, more aggressive new look,” said Tim Kuniskis, Head of Passenger Cars – Dodge, SRT, Chrysler and FIAT – FCA North America.
2018 Dodge Challenger SRT Hellcat Widebody. Photo: FCA US LLC.
What’s In A Name
And, honestly, ignore what he said and focus only on the fact that those words were uttered by a guy named Tim Kuniskis. Kuniskis. Now there is the name I want attached to my American factory hot rods. Tell me Tim Kuniskis isn’t from Ypsilanti or Hamtramck or some such environ. Tell me young Tim Kuniskis didn’t get yelled at by two or three huge aunts, in Polish, for that time he chucked a kielbasa at Uncle Stanislaus during Whit Sunday dinner when he was five. Tim Kuniskis is the kind of guy that should be working on cars like the Challenger SRT Hellcat Widebody, not somebody with 5 Ph.Ds. from Vienna Polytechnic. Tim Kuniskis is a guy that understands, most likely intuitively, that American performance cars are about engines, tires, and traction: in that order. Guys like Tim Kuniskis is why the Challenger SRT Hellcat Widebody is amazing.
If you want and can afford one, the 2018 Dodge Challenger SRT Hellcat Widebody is open for dealer orders now. It will start showing up this fall.
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 Dodge Challenger SRT Hellcat Widebody Gallery

Photos & Source: FCA US LLC.

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Pie In The Sky: Chevy & Domino’s Create In-Vehicle Pizza-Ordering Tech

Pie In The Sky: Chevy & Domino’s Create In-Vehicle Pizza-Ordering Tech Chevrolet and Domino’s are now offering in-vehicle ordering via GM’s Marketplace platform.
Drivers create their “Pizza Profile” and use that to place orders for either carry-out or delivery.
While useful, we’re not entirely sold on the idea when we have smartphones and mobile apps.
“Chevy is the first automotive brand to provide embedded in-vehicle pizza-ordering,” they cried. “Why?” I muttered in response. Basically, what we’re dealing with here (and “dealing with it” is about all I can handle at the moment) is Chevrolet partnering with Domino’s to provide people who own Chevys the ability to order pizza directly from their car’s touchscreen. It’s not all that dissimilar from what Domino’s and Ford did two years ago, partnering to examine how self-driving cars impact pizza delivery.
How Do I Order Pizza From My Car?
This in-car, pizza on-demand is part of the Chevrolet Marketplace, a commercial platform GM launched near the end of 2017. It allows Chevy owners to buy stuff, essentially. Marketplace can order coffee and food (pizza in this case), find gas stations, make dinner reservations and so on. Chevy says Marketplace is the industry’s first in-vehicle commerce platform. Marketing types – being who they are – tout this like it’s the best technological innovation since the space-saver spare.
“Millions of eligible Chevrolet drivers can now order their favorite Domino’s pizza from their in-vehicle touchscreen,” reads a recent press release. “So it’s ready for carry-out when they get to the store or will arrive at their home if they choose delivery.”
Which isn’t that impressive of an achievement. What Chevy and Domino’s are offering is a one-touch (really a few touches) ordering of America’s favorite Italian food. So sure, that does take out the arduous task of actually having to dial and speak to another human on the phone. But you could do that with an app, you know, like the one Dominos and other national pizza chains already have.
Chevy’s big mistake is the same one a number of automakers are committing today. They keep trying to make your car do something that other devices already do, and do much better. When I read that quote above, after tripping over the caveat of “eligible,” my immediate reaction was can’t we already do that on our phones? The answer is yes. Yes we can.
To place orders through Marketplace, users set up a free Pizza Profile with Domino’s, either online or through the Domino’s mobile app. Photo: Chevrolet.
Related: I tested GM’s controversial Marketplace app: Here’s what I found.
But No Phone Necessary
Chevy explains the machinations of the system: you can save your favorite orders and review past ones from the Domino’s Pizza Profile and, with a few screen taps, place those orders again. Easy-peasy. And here’s where Chevy unwittingly points out the system’s failing, saying how it works independently of any mobile device.
But Why? What on earth is the point of that? Anyone with basic capabilities and some causal reasoning is already thinking: “I can do this with my phone, what’s the big deal?” Let me answer that: It’s not. This is not a big deal. Chevy wants you to think it’s a big deal the same way Domino’s wants you to think it’s actually pizza.
This is, like most tech innovations these days, solving a problem that never really existed in the first place, and doing so in a cumbersome and intrusive way. And some of these tech “solutions” create more problems than they actually solve. Carlos A. Alvarenga, Senior Research Fellow and Adjunct Professor in the Logistics, Business, and Public Policy Department at the University of Maryland’s Robert H. Smith School of Business, dubs this as the Linn Effect.
Within Marketplace, customers place a saved order or a recent one from their Domino’s Pizza Profile. Photo: Chevrolet.
Pie In The Sky
To wit, and I quote from the press release: “To place pizza orders through Marketplace, users first need to set up a free Pizza Profile with Domino’s, either online or through their Domino’s mobile app. The profile will include their preferred delivery address, preferred stores and payment method information, as well the chance to create and save their favorite order as an Easy Order. Through Marketplace, users will link their Pizza Profile to their vehicle, allowing for simple ordering in the future.”
So, let me get this straight. I set up my Pizza Profile, handing over personal information to a large corporation, like where I eat, where I buy their food, how I pay for it etc. Then save a bunch of my preferences for what I like to eat (more big data to get crunched, sifted, and sold); and then all this information links with another corporation that chains it to a specific vehicle. And then, when I’m driving and I say to myself, “Boy a pizza sure sounds good,” I open the app, tap a few buttons, and all my pizza dreams will come true!
Or, I can go through the debilitating and draining task of picking up my phone and saying, “Yeah, this is Tony. I’d like a medium pizza with Italian sausage and onions to go. Okay, thanks.” I do declare, how did we ever survive such hardships?!
Only in America could a couple of companies come up with such a semi-laughable way to get more personal data; target and track you, yet spin it as a benefit and expect people to say, “Cool!” Of course, there is a percentage that will think it’s cool, but I honestly don’t know how to help you at this point if you do.
Photo: Chevrolet.
Cars Are Not (And Should Never Be) Phones
Manufacturers have to stop trying to make their cars act like smartphones. Know why? Because smartphones already act like smartphones. That ship has sailed. The fact Chevy did this raises the awful specter that one of two things happened in a planning meeting one day in Detroit. Either someone said “Gee, it sure would be cool if my car could order pizza for me.” Or the much more likely scenario: someone said, “How can we leverage our customer base to get more demographic and purchasing data out of them, then sell that off as another revenue stream?”
Like I said, most tech innovations today solve problems that never really existed in the first place. And don’t get me started on what counts as “pizza” in the boardrooms at Domino’s.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
Photos & Source: Chevrolet.

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2019 Toyota Tundra TRD Pro Review: No Terrain Too Tough

2019 Toyota Tundra TRD Pro Review: No Terrain Too Tough 87Good 2019 Toyota Tundra TRD Pro CrewMaxOverall Impression Excellent when off-road.Comfortable and spacious cabin.Lags behind other trucks in key areas.ProsEngine Power Safety EquipmentRoomy Rear Seating ConsPrice BumpFuel Economy The Toyota Tundra TRD Pro took a year off to get some upgrades, and now the Japanese automaker brings it back better than ever for off-road enthusiasts. It’s the trim you want for extreme off-road performance. It also receives new wheels that set it apart from previous years, although it gets a significant price bump from the 2016 TRD Pro we tested a few years ago. So is the 2019 Toyota Tundra TRD Pro worth the extra money?
Well this week, we’ve been driving the 2019 Toyota Tundra TRD Pro CrewMax.
What’s New For The 2019 Toyota Tundra TRD Pro?
TRD Pro is back after a year hiatus and comes with a revised suspension that includes Fox internal bypass shocks. The new BBS wheels feature Michelin P275/65R18 all-terrain tires. The TRD Pro trim is only available for CrewMax models. The current-generation Tundra was primarily designed by Toyota’s Calty Design Research centers in Newport Beach, California and Ann Arbor, Michigan.
Features & Options: Safety & Off-Road Treatments
The 2019 Toyota Tundra TRD Pro CrewMax ($49,645) comes standard with heated mirrors, damped tailgate, rearview camera, an integrated trailer brake controller, Bluetooth, and a six-speaker sound system with a CD player and USB port. The upgraded tech interface includes a seven-inch touchscreen, HD and satellite radio, traffic information, and a navigation app. The crew cab adds a power rear window and an overhead console.
Safety features include forward collision warning and mitigation with automatic braking; lane departure warning and automatic high beams; and adaptive cruise control. TRD Pro also comes with variable, intermittent windshield wipers and wiper de-icer.
For improved off-road performance, the TRD Pro trim features larger aluminum Fox shocks for better heat dissipation and damping control; a two-inch front lift for more clearance, lighter BBS forged wheels, and LED headlights and fog lamps to help light up the trail at night. A shiny black exhaust tip and TRD Pro exhaust change the note, while a front skid plate prominently features the TRD logo in red.
Visually, a unique grille, TRD Pro stamping on the rear quarter panels, and a hood scoop separate it from the rest of the line. On the inside, TRD Pro logos are pretty much everywhere. Total MSRP including destination for our tester: $51,040.
2019 Toyota Tundra TRD Pro CrewMax.
Related: On the road with the perfect weekend warrior.
Interior Highlights: Stadium-Sized Cabin
Stepping inside the Toyota Tundra reveals a spacious cabin ready to haul five adults and/or kids around with ease. There’s sufficient leg room for every rider, but the CrewMax is definitely the correct choice if you are carrying six-footers in the second row. The leather-trimmed bucket seats are plush and comfy. They feature attractive red stitching that sets off the black seats and dash. The rear seats slide and recline, though the backrest reclining angle isn’t too comfortable and the cushions are somewhat low.
All the controls are easy to locate and use, and there are plenty of storage compartments and cupholders for those long trips. Also for those longer trips is the TRD Pro’s Entune Premium Audio with Navigation and App Suite. When connected to your smartphone, the system gives you access to different apps via the dashboard touchscreen.
Just two things are missing in this spacious cabin: push-button start and heated seats. We think these are a must in this price range. There is tons of room in this Tundra for even the tallest adults, but the absence of heated seats is an oversight by Toyota.
The 2019 Toyota Tundra features High Solar Energy-Absorbing (HSEA) glass. To avoid sun damage to the interior, the glass filters solar heat and UV light.
Engine & Fuel Mileage Specs: Room For Improvement
The 2019 Toyota Tundra TRD Pro is powered by the i-Force 5.7-liter V8, which is synonymous with the Tundra name. The engine produces 381 horsepower (5,600 rpm) and 401 lb-ft. of torque (3,600 rpm). It comes mated to a six-speed automatic with sequential shift technology. Another i-Force powerplant is also available, a smaller 4.6-liter that produces 310 horsepower and 327 lb-ft. of torque. Both engines utilize an aluminum cylinder block and variable valve timing.
EPA fuel economy estimates are 13/17 city/highway and 14 combined with 4WD. This is one mpg less combined than previous models. The larger fuel tank (38 gallons) is useful for longer hauls. However, when compared to other trucks in the market, the Toyota Tundra is way behind the pack in terms of fuel economy.
All Tundra beds are 22.2 inches deep and, when properly equipped, offer a payload capacity of up to 1,730 lbs. When properly equipped, the 2019 Toyota Tundra can tow 10,200 lbs. While this is a solid towing figure, it lags behind the current and updated offerings from the Big Three.
The Fox internal bypass shocks are one of the best features of the 2019 Toyota Tundra TRD Pro CrewMax.
Driving Dynamics: A Good Sounding Truck
Thankfully, one thing Toyota didn’t change on the TRD Pro is the dual exhaust system. The 5.7-liter engine comes to life when you step on the pedal with a nice throaty rumble. We pushed the big full-size truck up I-70 west of Denver and into the mountains without issue. The TRD Pro is especially quick due to the engine’s high torque rating. The six-speed automatic shifts up and down smoothly, with shift points ideal for pulling a long mountain pass or hauling a larger trailer.
Driving Dynamics: Off-Road Test
On the open road, Toyota seemed to improve the ride quality somewhat over the previous model. With regard to our TRD Pro tester, it has the extra ground clearance and the right suspension setup for extreme off-road use, including 2.5-inch Fox internal bypass shocks. If you want to get away from civilization, this is the model you want. We tested it on an off-road course west of Denver, and the big truck had no problem pulling up steep trails and navigating a rocky stretch. Toyota says the suspension changes provide an increase in rear wheel travel of more than two inches, something we noticed on the course.
In urban settings, the Tundra has a civilized manner and it handles well enough. But around town, the CrewMax is tricky, as the truck is a bit long for most parking spots. If you need to get into smaller areas, this truck will leave you hanging out.
If you want to get away from civilization, the 2019 Toyota Tundra TRD Pro CrewMax is the truck for you.
Conclusion: Still Pretty Good
Those interested in venturing off-road or getting away from the city would be wise to consider the capable TRD Pro. It comes with plenty of creature comforts too if you do take it on a long trip. While it does fall behind the competition in some areas, the 2019 Toyota Tundra is still a solid truck with a strong track record of reliability behind it.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. All of his firsthand reviews are archived on our test drives page. Follow Denis on Twitter: @CarReviewGuy
2019 Toyota Tundra Gallery

Photos: Toyota Motor Sales, U.S.A., Inc. (Additional models and trim levels shown).

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Ultima RS: The Most Incredible Car You’ve Probably Never Heard About

Ultima RS: The Most Incredible Car You’ve Probably Never Heard About It all started out innocently enough. I noticed something on one of the racing sites, and that lead to a group email with me summarizing, “Yes, yes, great car, wonderful specs and all that. Now, could you please give it to an Italian so it will look less ugly?” The great car in question is the new Ultima RS. Indeed, it is a very great car, if also being frighteningly homely.

The company says the Ultima RS is the crowning glory of their 35 years and the finest expression of their core DNA.

What Is The Story Behind The Ultima RS?

Ultima, as a car company, has been kicking around for a while. In 1983, automotive engineer and designer Lee Noble established Noble Motorsport Ltd, and launched the Ultima Mk1. The Ultima Mk1 had a square-tube, space-frame chassis, along with the front brakes and steering of the Ford Cortina and Renault rear brakes. The V6 engine and transmission were from a Renault 30. If you had a subscription to Kitcars and Specials magazine back then, you would have seen the Ultima Mk1 in its pages.
By 1998, the forthcoming Ultima GTR is undergoing tests at the Motor Industry Research Association (MIRA). By 2014, the company is producing the GTR’s replacement, the Ultima Can-Am. However, by 2015 the Ultima Evolution replaces them both with the company’s most advanced technology yet. A year later, sales would stretch to include 65 countries.
In addition, they are in the Forza Motorsport games and they were instrumental in the development of the McLaren F1.
The Ultima RS is the company’s most thorough and comprehensive revision of the road legal Ultima supercar. Photo: Damian Hock.
Related: A story over three decades in the making: the history of Ultima Sports Ltd.
For The Track & Street
The cars that Ultima makes are, more or less, track-only cars. However, the Ultima RS is as street legal as a Honda Civic. That explains the optional Alpine entertainment system with satellite navigation and Bluetooth, and the air conditioning option too.
“We have gone to great lengths to design the new Ultima RS in a manner for it to be deemed road legal in many countries, which is a hugely time-consuming and skilled task compared to simply manufacturing a track-only car,” reads the company’s website. “The beauty and ethos of the Ultima is that it can be enjoyed immensely on the public roads at sensible road speeds as well as on a race circuit where it can deliver devastatingly quick lap times.”
But Land-o-Goshen do these things look like they fell out of the ugly tree and hit a bunch of branches on the way down. But let’s put those concerns aside for the time being, because the view from inside the new Ultima RS must be sublimely terrifying.
Ultima RS interior layout. Photo: Damian Hock.
Sit Down & Strap In
The inside, while we’re on the subject, is about the size of a phone booth knocked on it’s back. You’re fully cosseted by a beefy roll cage and purposeful dials and a custom seat and all that, but really you are just crammed into a small, noisy, glorious space that is about 0.2 seconds away from the afterlife. I am not – and let me be clear about this – saying this car is going to kill you. Oh no, quite the contrary. I am saying your skill as a driver will not be enough to save you. There is quite the difference.
What makes me say that? The powerplant, for one.
Rocket Ship On Wheels
In the case of the Ultima RS, that would be the latest Chevrolet V8 LT1 direct-injected engine, putting out 480 bhp. Which, given how the RS is only 13.5 feet long, around six feet wide, and literally waist high (3.6 feet); and the entire thing tips the scales at a featherweight 2,050 lbs., means the performance is staggering. Zero to 60 in three seconds flat, quarter-mile times as quick as a superbike (11.2 seconds at 131 mph, top speed of 180 plus; praise Shiva this thing doesn’t get any cra- . . . oh, wait, I am so very sorry.
Those performance figures for the LT1-powered Ultima RS are for the bottom of the line; the entry level model, the starter pack, if you will. It goes up from there. Way, way up to performance figures just the other side of full-on race cars and just this side of hearing harp music.
The top-of-the-line engine choice is a Chevy supercharged LT5 mill that puts out a staggering 1,200 bhp. Yes, that is more than a current Indy car and more than a current F1 car. Yes, that is more than a current Nascar. Ultima Sports Ltd. has seemingly no problem with making, selling, and handing these over to anyone with the cash. Here’s a car that is capable of . . . (checks figures) . . . oh . . . oh my . . .
Look at this!
Zero to 60 mph: 2.3 seconds; zero to 100 mph: 4.8 seconds; standing quarter mile: 9.2 seconds at 156 mph. And finally, the top speed: 250 plus mph (gearing limited).
The Ultima RS is available with an “interchangeable silencer delete X Pipe” for those who want a “truly thunderous” V8 soundtrack. Photo: Damian Hock.
To Put That Into Perspective . . .
An Indy car does zero to 60 in around 2.2 seconds. A Suzuki Hayabusa does the quarter in 9.3 and it’s a friggin’ motorcycle! The Ultima RS is . . . is faster than most anything else out there and it’s only limitation is gearing? Seriously, no joke, spec-wise this thing is as fast as an Indy car and it has a license plate on it. I decided to build one of these up in Forza. I couldn’t get it all the way up to 1,200 bhp (only into the mid 900s), and I could barely keep the thing on the road.
Just imagine what it must be like in real life.
Perfect For That Midlife Crisis
I changed my mind. This might just be the most beautiful car on the planet. Shoot, you’re going to be moving too fast for people to get a good look at you anyway. I swear, this thing probably generates it’s own red-shift at this point. Now all I have is questions. Dirty, ugly questions. Like, can I fit in the thing? Can my bank account handle it? Is my last Will and Testament in order?
A few of the car’s specs are below, with the complete list here under the FAQ section. I’ve got to go lie down and think now. And I should call my therapist. And my priest. Also my minister and a Rabbi I know. Shoot, better call up that mortician too, just in case.
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.
Ultima RS Technical Specifications:
Chassis
Powder coated in satin black.
Fully-welded roll cage in 45mm CDS with welded rear braces.
Updated space-frame using mainly 38mm x 1.5mm diameter tube.
Body
Roof scoop option is a Le Mans-style design to provide more efficient engine cooling.
Unpainted GRP, finished in a gel coat utilizing the latest advances in pigment technology.
Carbon fiber elements include the front and side splitters, dive planes, brake ducts, and wheel arch vents.
Carbon Fiber Wing
Nine different angle of attack adjustment positions.
Swan neck mounts transfer downforce directly to the chassis.
Steering & Suspension
Front ride height hydraulic lift kit option.
Quick ratio steering rack – 2.1 turns lock to lock.
Fully-adjustable, custom-made coil spring dampers.
TIG welded, double unequal length wishbones with extended front wishbones.
Braking
Adjustable brake bias front to rear. All stainless steel TUV hoses.
Standard: AP 322 mm curved vane vented discs all round with 4-pot calipers.
Optional: Larger fitment of 362 mm x 32 mm curved vane discs all round with 6-pot calipers.
Tires
Michelin 19″ Pilot Sport Cup 2 and Pilot Sport 4S options.
Interior
Air conditioning.
Ultima RS branded luggage bag set.
Steering wheel mounted wireless switch gear.
Carpet for the floor and rear bulkhead with color-coded piping option.
Leather Alcantara seats with new grommets to accommodate 75 mm seat belts.
Ultima RS Gallery

Photos & Source: Ultima Sports Ltd.

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2020 Ram 1500 EcoDiesel: A Brief Look At The Changes & Updates

2020 Ram 1500 EcoDiesel: A Brief Look At The Changes & Updates The 2020 Ram 1500 receives a more powerful EcoDiesel engine.
Horsepower and torque increase by eight and 14 percent respectively.
The Italian-built diesel mill will arrive in the fourth quarter of this year.
The redesigned 2019 Ram 1500 remains a tough, durable, and smooth-riding truck. However, it came to market without the previously optional 3.0-liter diesel V6, more commonly known as the EcoDiesel. But it’s not the end of the world. The Pentastar 3.6-liter V6 and 5.7-liter Hemi are still worthy of praise. However, one can’t help but wonder why Ram is holding back on the EcoDiesel.
Is it a matter of waiting for the right time to strike?
Maybe.
After Ford and GM’s announcement of new light-duty diesel engines, along comes Ram with their V6 EcoDiesel. Coincidence? Maybe, maybe not. Still, it’s no surprise the 2020 Ram 1500’s new diesel motor is more powerful and torquey than the one it replaces.
The EcoDiesel Has More Power & Torque
Ram uses the same 3.0-liter displacement as before, albeit re-tuned to churn out 260 horsepower and 480 lb-ft. torque. By comparison, the previous EcoDiesel produced 20 less horsepower and 60 lb-ft. less torque. Thank you, Ram (said every diesel truck buyer).
The engine is fitted with a forged steel crankshaft and connecting rods. It’s a dual overhead camshaft (DOHC) design with four valves per cylinder and a 60-degree angle between the cylinder banks. Ram opted for a compacted graphite iron block, which weighs less than grey cast iron.
This hike in power is courtesy of lighter aluminum pistons, redesigned intake ports, and new high-pressure fuel injection and EGR (exhaust gas recirculation) systems. Ram also threw in a water-cooled VGT turbocharger with variable vanes. And by changing the compression ratio to 16.0:1 from 16.5:1, Ram was able to coax the EcoDiesel into producing more power at higher engine speeds.
The high-pressure (29,000 psi/2,000 bar) fuel injector nozzles were redesigned to match the newly-optimized combustion chamber. Photo: FCA US LLC.
Ram 1500 EcoDiesel: How Does It Compare To Ford & Chevy?
It’s actually pretty good. If the numbers stay where they are, Ram will have the advantage in the torque department for half-ton trucks. The 3.0-liter Power Stroke diesel V6 in the Ford F-150 is good for 250 horsepower and 440 lb-ft. of torque. The Ram 1500 EcoDiesel has 10 more horsepower and 40 more lb-ft. of torque.
On the other hand, the Chevy Silverado’s 3.0-liter Duramax (in-line six) churns out 277 horsepower, which tops the EcoDiesel’s 260 rating. The Duramax Silverado 1500 produces 460 lb-ft. of torque, a healthy number but still 20 lb-ft. shy of the EcoDiesel. When compared to the Duramax Silverado, Ram’s mill has more on the low end.
There is some variance as to what point these trucks hit their peak torque. For example, the new EcoDiesel produces its peak torque at 1,600 rpm. And while GM’s mill peaks earlier at 1,500 rpm, it does best Ford’s Power Stroke, which comes higher at 1,750 rpm.
The EcoDiesel uses a forged steel crankshaft and connecting rods for strength and durability. The aluminum alloy pistons are cooled on the underside via oil jets. Heat-treated aluminum cylinder heads use individual bearing caps to reduce friction and minimize NVH. The chain-driven overhead camshafts employ roller-finger followers. Photo: FCA US LLC.
The 2020 Ram 1500 Can Move Mountains
Well, not exactly a real mountain but you know what I mean. The point is, this new EcoDiesel will haul like no other with 480 lb-ft. of torque. Having mountains of torque means having the power to move heavy loads. While the Ford F-150 Power Stroke is good for 11,400 lbs. when properly equipped, the 2020 Ram 1500 EcoDiesel has a maximum towing capacity of 12,560 lbs.
I’m not exactly sure how to best visually represent 12,560 lbs. All I can tell you is the Ram 1500 EcoDiesel can tow the weight of four Volkswagen Golfs.
Related: “The Hemi V8 roared to life.” Our full review of the Ram 1500 Longhorn.
For Work & Play
The good news doesn’t end there for Ram fans. With an innovative coil spring rear suspension and lighter body, the 2020 Ram 1500 straddles the fine line between work, play, and everything between. It still gets the eTorque mild hybrid system for 2020 to improve fuel economy while providing short bursts of power. Ram’s eTorque mild-hybrid powertrain resulted from an extensive redesign of their 1500-series trucks, the changes of which are already on the market for 2019.
However, Ram has yet to reveal fuel economy numbers for the new EcoDiesel – just that they expect to lead the segment.
“The all-new EcoDiesel engine and our eTorque mild-hybrid powertrain technologies deliver the highest available fuel efficiency for our Ram 1500 customers,” said Reid Bigland, Head of Ram trucks.
2020 Ram 1500 Rebel with an EcoDiesel engine. Photo: FCA US LLC.
Ram EcoDiesel: Manufacturing & Availability
According to an old proverb, good things come to those who wait. Ram says pricing and actual fuel economy ratings will be announced as the new 1500 pickup goes on sale in the final quarter of this year. The EcoDiesel was one of Wards 10 Best Engines for three consecutive years (2014, 2015, 2016).
The engine is produced at the FCA Cento facility in Ferrara, Italy. The 2020 Ram 1500 is built at the Sterling Heights Assembly Plant (SHAP) in Sterling Heights, Michigan.
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.
Photos & Source: FCA US LLC.

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2015 Aston Martin Vantage GT Texas Direct Auto 2015 GT Used 4.7L V8 32V Automatic RWD Convertible Premium

$73,610.00
End Date: Thursday Jun-20-2019 10:04:00 PDT
Buy It Now for only: $73,610.00
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2019 Toyota RAV4 Adventure Review: Just Functional Enough

2019 Toyota RAV4 Adventure Review: Just Functional Enough 93solid2019 Toyota RAV4 AdventureOverall ImpressionGood daily driver.Easy-to-use controls.Plenty of tech features.ProsComfortable Ride QualityCargo & Passenger SpaceConsLackluster Power (At Times)Cost Jumps Fast w/ Options The 2019 Toyota RAV4 gets a redesign and the Adventure trim is the coolest looking in the small SUV’s lineup. It comes with extra exterior cladding plus an upgraded all-wheel-drive system that includes torque-vectoring technology for off-pavement use. This model is for those who want to get away from the city on the weekends and do some exploring in the wilderness. It’s not an extreme off-road animal, but functional enough for fun activities like camping and kayaking.
This week, we’ve been driving the 2019 Toyota RAV4 Adventure with all-wheel drive.
What’s New For 2019
The RAV4 is completely redesigned for the new model year, riding on Toyota’s TNGA-K platform for a lower center of gravity versus the previous RAV4. Now in its fifth-generation, the 2019 Toyota RAV4 comes in both gas and hybrid variants. Toyota’s comprehensive Safety Sense 2.0 package joins a host of connectivity features like Amazon Alexa, Google Assistant, Siri Eyes Free, and Apple CarPlay. Trim levels for gasoline models include LE, XLE, XLE Premium, Adventure, and Limited.
Features & Options: Comfort & Safety
The 2019 Toyota RAV4 Adventure AWD ($32,900) comes standard with a power liftgate, leather-wrapped steering wheel, power-adjustable driver’s seat, simulated leather upholstery (SofTex), and an upgraded interior. It also features automatic LED headlights, foglights, heated mirrors, push-button start, keyless entry, dual-zone automatic climate control, and additional USB ports.
Related: The 2019 Toyota RAV4 is just the right size for our tastes.
The 2019 RAV4 is standard with the aforementioned Safety Sense 2.0 package, which includes a Pre-Collision System with Pedestrian Detection; Full-Speed Range Dynamic Radar Cruise Control; Lane Departure Alert with Steering Assist; Automatic High Beam, and Lane Tracing and Road Sign Assist. Our tester was also equipped with blind-spot monitoring and rear-cross traffic alert.
The 2019 Toyota RAV4 Adventure is ideal for weekend trips.
What Is The Toyota RAV4 Adventure Trim?
The Adventure trim adds some special styling features: 19-inch alloy wheels, fender flares, and taller roof rails, for example. There’s an enhanced rearview camera, embossed seating details, and an upgraded driver information display with an eight-inch touchscreen. The all-weather floor mats and satellite radio were two extras we enjoyed having. Performance-wise, the Adventure trim has a few extra tools when it’s time to get away from the city.
For example, it comes with 8.6 inches of ground clearance (standard model has 8.4 inches) and the TRD Off-Road suspension. It features a Multi-Terrain Select system with Mud & Sand modes for beach driving, or a Rock & Dirt mode for trails. The Snow mode is for wintry conditions, something we would use here in Colorado. The Adventure trim is also dressed up with 18×7-inch matte black TRD alloy wheels with Falken Wildpeak A/T Trail all-terrain tires.
This Adventure tester also came with the optional weather package ($1,185), navigation ($1,620), Technology package ($1,265), and a power/tilt moonroof ($850). Total MSRP including destination: $39,948. By comparison, the 2019 Toyota RAV4 starts at $25,650, with the Adventure trim beginning at $33,050.
2019 Toyota RAV4 Adventure interior layout.
Interior Highlights: Orange Highlights & Plenty of Room
We jumped inside our Adventure RAV4 to find a stylish cabin with orange stitching that really popped against the black seats. The orange theme continues around the cupholder, cellphone charging pad, and above the glove box. We found the interior to be well-built with some nicely-layered and soft-touch materials. The hard plastics on the door panels and around the dash are not without their purpose, as they are easy to clean. The rubberized grip surfaces on the interior door pulls and the radio and climate knobs are a nice touch for this trim.
The front seats are comfortable and supportive, and we think the synthetic leather feels like the real thing. The power driver’s seat and tilt/telescoping steering wheel allowed us to find the perfect driving position. We also like the radio and climate controls which are easy to find and use. Technology abounds in the 2019 RAV4, with a laundry list that starts with Toyota’s Entune 3.0 Audio system and expands to Verizon Wi-Fi.
In the back, your passengers will be comfortable and there’s enough room for taller people, even behind a taller driver. There’s also enough headroom in back even with the raked roof, plus a seat recline feature if you want to get more comfy on a long trip.
The RAV4’s cargo carrying-ability is among the biggest in the class, and that’s true whether the seats are up or down. There’s 37 cubic feet behind the rear seats, and 57 cubes behind the front. It’s also low and easy to load as we had some extra big boxes to carry this week. The power liftgate made it more convenient too.

Engine & Fuel Mileage Specs
The 2019 Toyota RAV4 is powered by a 2.5-liter engine producing 203 horsepower (up 27 horsepower from last year). It’s more powerful and efficient, thanks to a higher compression ratio (13:1 on gas models) and Toyota’s D4-S fuel injection system, which combines direct and secondary port injectors.
The four-cylinder engine pairs with a new eight-speed automatic, both of which benefit from the RAV4’s lighter curb weight compared to last year. The improvements help the newly-redesigned RAV4 achieve an EPA-estimated 25/33 city/highway and 28 combined. Overall, the 2019 Toyota RAV4 is one of the most fuel-efficient compact SUVs available.
The RAV4 Adventure tows up to 3,500 lbs., while all other trim levels can only pull 1,500 lbs. The Adventure trim also comes with active grille shutters to increase efficiency.
The 2019 Toyota RAV4 Adventure has enough power for most driving situations, but can be lackluster at times.
Driving Dynamics: Some Noise But Solid Overall
We powered the RAV4 Adventure in and around the mountains west of Denver, the perfect environment for this compact trail runner. It has enough power for most driving situations, but could leave you wanting more ‘oomph’ if you have a full load of people and cargo, especially pulling mountain passes or long hills.
Around town it goes just fine, and merges onto the highway with ease. Once on the open road, the RAV4 provides a confident feeling at higher speeds. We did notice the engine noise inside the cabin when we pushed the SUV hard going up I-70 at altitude.
The eight-speed is smooth, and there’s no reluctance to downshift if you need power for passing. We left the transmission in Normal mode most of the week. Dialing it over to Sport, however, sharpens responsiveness and shift timing for more spirited driving.
The special TRD suspension and torque-vectoring all-wheel drive system help the RAV4 Adventure negotiate wet or snowy conditions easily. It can be taken off-road for light-duty work and will get you a little farther back into the high country than the standard model. In the twisty corners, there isn’t too much lean in spite of the taller ride height.
The 2019 Toyota RAV4 features an eight-speed automatic. The shifts are smooth and there’s no reluctance to downshift.
Related: On the road with the perfect weekend warrior, the 2019 Toyota Tacoma.
Conclusion: For Good Reason
With a completely new exterior look, the 2019 Toyota RAV4 Adventure stands out among most other compact SUVs. In general, the RAV4 is still one of the most popular SUVs for sale, and with good reason. It’s versatile, holds up to five passengers, and comes with Toyota’s reputation for durability.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. All of his firsthand reviews are archived on our test drives page. Follow Denis on Twitter: @CarReviewGuy
2019 Toyota RAV4 Adventure Gallery

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

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