Automotive

Toyota Establishes New Enterprise To Advance Autonomous Driving

Toyota Establishes New Enterprise To Advance Autonomous Driving Toyota is looking to advance their autonomous driving initiatives with the formation of a new organization. Toyota Research Institute-Advanced Development, or TRI-AD, will be based in Tokoyo, Japan and will feature the collective efforts of Toyota Motor Corporation, Aisin Seiki Co., Ltd., and Denso Corporation. The companies have concluded a memorandum of understanding regarding the joint development of fully-integrated, production-quality software systems for automated driving.
Talent Search
Toyota Motor Corporation, Aisin, and Denso plan to invest more than 300 billion yen in TRI-AD as the three companies look to conclude discussions on what a concrete joint development contract would look like. According to Toyota, the new company is looking hire about 1,000 associates, and the process of selecting a location in Tokyo is already underway.
Dr. James Kuffner, TRI-AD’s Chief Executive Officer, believes finding the right people for the new company is vital. One of TRI-AD’s main objectives is to attract and employ skillful engineers, while cultivating and coordinating the existing talent within the Toyota Group.
“Building production-quality software is a critical success factor for Toyota’s automated driving program,” he explained. “This company’s mission is to accelerate software development in a more effective and disruptive way, by augmenting the Toyota Group’s capability through the hiring of world-class software engineers. We will recruit globally, and I am thrilled to lead this effort.”
The Toyota Research Institute presented Platform 3.0 at the 2018 Consumer Electronics Show in Las Vegas, Nevada. Platform 3.0, built on the Lexus LS 600hL, is Toyota’s latest autonomous research vehicle. Photo: Toyota Motor North America.
Enhancing & Streamlining
Other objectives include the creation of a research-to-commercialization software pipeline while enhancing product development efforts with the Toyota Research Institute, Inc. (TRI). Toyota established TRI in North America in 2016 to conduct research in the areas of artificial intelligence, automated driving, and robotics. Another initiative is to strengthen the collaboration within the Toyota Group, particularly in the fields of research and development.
“TRI, TRI-AD, and Toyota Motor Corporation will have a streamlined relationship, resulting in a fast-track, truly-integrated development model,” reads a statement from Toyota.
Source: Toyota Motor Corporation.

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Will The R.S.18 Carry The Renault Sport F1 Team To Victory?

Will The R.S.18 Carry The Renault Sport F1 Team To Victory? Well here’s a pretty little thing: The new Renault R.S.18 Formula 1 car. For the roll out, it’s all done up in the traditional factory racing colors of yellow over black (but sadly missing the white part of the color scheme). This season’s car seems to be a further progression from the previous designs, while still incorporating current, state-of-the-art aero-thinking. Is it a winner? Who knows? That’s why you have to run the race. But maybe.
Aerodynamic Artwork
The first thing you notice about the Renault F1 team is their attention to aero detail. This is all thanks to Pete Machin, the French equipe’ head of aerodynamic development. And although most likely not as sophisticated as Adrian Newey’s Red Bull design, it is worth noting that Machin used to work for Newey. Like all modern Grand Prix machines, the front wing not only produces (literal) tons of downforce, but it is also there more as an airflow guide. Most, if not all, of the downforce comes from the center section of the wing. See all that incredibly complex fiddly stuff the further you get out from the centerline? That is all there to shape the air; how the oncoming air interacts with the airflow coming off the tires, chiseling off streams of it to move this way under the nose and that way as it hits the barge-boards and radiator inlets.
But what I really noticed was the rear of the car. Look at how narrow and tucked-in the extreme trailing edge of the bodywork is. The bodywork fits so close to the underlying components that you couldn’t fit your hand between them. That is both a marvel of modern packaging, but also a marvel of dealing with the immense thermal loads an F1 engine puts out, and having to deal with the airflow reaching the rear wing. The tighter that bodywork, the better the airflow and the more air that will flow under the rear wing. Or, to put it another way: the rear wing will work more efficiently and produce more downforce with less drag.
The Renault R.S.18. Photo: Renault Sport Formula One Team.
Big Money, High Expectations
The drivers will again be Nico Hülkenberg and Carlos Sainz for 2018. Sainz, the son of the rally and Dakar legend of the same name, came to the team late last season and was instantly competitive against Hülkenberg. This has to be a worry to Nico since he has been tipped as “the next big thing” since his debut in 2010. Or, to be very blunt about it: It’s time for Nico to put up or shut up. The kid better start getting podiums and/or wins or his star will begin to fade.
Then again, the same can be said for Renault itself. The R.S.18 is Renault Sport’s third chassis since its return to Formula 1 as a full works’ entry in 2016. Yes, it’s been only three seasons, and yes, the learning curve for F1 is nearly vertical, but this is a full works’ entry. This is no fly-by-night, make up the numbers crew we’re dealing with here. This is Renault. These are the guys that turbocharged F1 back in the early 80s. This is the same outfit that produced world-beating engines for teams like Williams and Red Bull. They better start threatening the big boys from the first race on out, or the corporate pay masters at company headquarters are going to be upset. A modern, factory-backed Grand Prix team spends upwards of 500 million dollars per season, and they aren’t spending it to lose.
Nico Hülkenberg (left) and Carlos Sainz. Photo: Renault Sport Formula One Team.
Power & Performance
As with all other teams on the grid, the R.S.18 will be powered by a 1.6-liter turbocharged V6 unit. The little V6 is really only a third of the entire drivetrain power system. There is the MGU-K kinetic energy recovery and use system – essentially a hybrid system tuned exclusively for power and performance – and an MGU-H heat recovery system that captures wasted thermal energy from the turbo and stores it in the battery pack. The whole shootin’ match is delivered to the tarmac by Pirelli racing slicks as sticky as rubber cement with contact patches the size of a fat guy’s thigh. How much power? Well, huh-huh, no one is gonna tell you that, but you can figure it is within the 850 to 1,000 horsepower range.
Traction control and computer nannies to help you out with all that power? Oh, no, sorry. All that stuff is banned. Your traction control system is your right foot, your anti-lock brakes are your left. What, you thought this was easy? You thought you could just hop in the R.S.18 and be as fast as Nico and Carlos because you’ve goofed around on a PlayStation? Yeah, right.
Photo: Renault Sport Formula One Team.

Halo Top
And speaking of ugly realizations: The Halo. The Halo is that thing that surrounds the cockpit like a roll hoop that’s been pushed forward. It is there for the very good reason of trying to stop things from clonking the driver in the skull. Things like wayward tires sheered off in an accident or other debris. Will it work? The governing body says it will work “most of the time for most of the debris encountered.” That’s nice, but . . . man, that thing is homelier than a mud fence. But hey, rules are rules, so the chaps at Renault just had to buckle down and install the darn thing, aesthetics notwithstanding.
Burning Questions
So how is it going to run? How is all this high-tech wizardry and drivers of daring-do going to get along? Your guess is as good as mine. But we’ll find out March 25th when the green flag drops on the first Grand Prix race of the season in Adelaide, Australia.
Bon chance mon ami!
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.
Renault R.S.18 Gallery

Photos & Source: Renault Sport Formula One Team.

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Ford Issues Safety Recall For Certain Late Model Taurus Vehicles

Ford Issues Safety Recall For Certain Late Model Taurus Vehicles Ford is issuing a safety compliance recall in North America for approximately 2,100 2017 and 2018 Ford Taurus vehicles with a physical key and non-push button start. In affected vehicles, the key can be removed from the ignition switch even if the transmission gear shift is not in the park position. If an operator removes the key with the transmission in a position other than park, it could increase the risk of the vehicle rolling away
Ford is not aware of any accidents or injuries associated with this issue.
Affected vehicles include 2017 and 2018 Ford Taurus vehicles with a physical key and non-push button start that were built at Chicago Assembly Plant, July 21st, 2017 to February 13th, 2018. The recall involves approximately 2,100 vehicles in the United States and federalized territories. The Ford reference number for this recall is 18C02.
Dealers will replace the shifter assembly at no cost to the customer.
For more information on this, or any other recall, visit Safecar.gov.

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MINI John Cooper Works Countryman Goes Maximum

How many modifiers can a company add to a product? In this case, it seems two, and big ones at that. It’s not just a MINI (the new ones are all caps) it’s a MINI John Cooper Works. It’s not just a MINI John Cooper Works, it’s a MINI John Cooper Works Countryman.

So what gives?

When the new MINI hit the roads, they had a real success on their hands (they, in this case, is actually BMW, since MINI is one of their sub-brands). But like a lot of modern business, making one product great that everybody wanted wasn’t the answer, funny as that seems.

Dynamic Duality

Now, there are two things at play here. The first is fashion. If you have a hit on your hands, it might, in large part, be down to fashion trends. And what can be in fashion can also fall out of fashion very quickly. The people in the accounting department don’t like possibilities like that.

The other factor at play is range expansion. If you can diversify your offerings, say by not just making a 3 seat pickup truck – but by branching out and making crew cabs, and long beds, and step sides, dually configurations, and all combinations that I just mentioned – then you can capture more of the existing market, or, even better, pull in more customers who wouldn’t have thought to buy your product in the first place.

It’s just basic business management 101, and almost goes without having to mention. There is, however, the other edge of this knife: You can seriously torque off your loyal customer base.

Mucking about with variations of pickup trucks is one thing, but what if Chevy started making station wagon Corvettes, and four-door Corvettes, and stuff like that? The mob would be at the outskirts of Bowling Green with their pitchforks and torches before nightfall. And, honestly, I wouldn’t blame them.

This, in a certain way, is what MINI faces.

The distinctive character of the new MINI John Cooper Works Countryman is derived from the brand’s racing roots. The classic Mini clinched its first victory 55 years ago, when the Mini Cooper won the British Touring Car Championship. Photo: MINI USA / BMW of North America, LLC.

Vintage Versus Modern

I know a few devoted MINI people who just loved the things when they first hit. Bought them. Fawned over them. Rallied them (they’re good for that). Modified them into frightening little track beasts . . . then MINI started monkeying with the formula.

There were convertibles, and then that little two-seater thing, and this variant, and that variant and, the subject of today’s piece, The Clubman. This got a bunch of MINI aficionados seriously cheesed off. (Then again, the new MINI got a bunch of die-hard original Mini people (note the spelling difference) seriously cheesed off as well, but that’s a whole other story.) They swore up and down never to darken the doors of a dealership again. But, proof being in the pudding, although MINI lost some customers, they also sold a lot of these Countryman things.

The Countryman is actually not a new thing. Mini, back when they were British-owned, British-built, and about as British as warm beer, actually sold an archaic version of today’s Countryman. The old Countryman was, like the one today, a stretched wheelbase thing, but only had two doors, and, the best feature, wood accents. Most people called them “Woody’s” or ” Woody Countrymen.”

And that’s who they were aimed at. Farmers and the like who had to get a modicum of stuff from their farm or workshop cheaply and efficiently.

Today’s Countryman is aimed at a completely different set of people: urban dwellers who might, possibly, some day, want some sort of an SUV or a cute-ute, but can’t bring themselves to make that leap. The MINI Countryman aims to scratch that itch. And with the available John Cooper Works, that itch is scratched rahter quickly.

The Countryman is a little four door conveyance that sort of looks like a cut-ute, say a Toyota RAV 4, that has been put through a “de-big-u-lator” and shrunk down. It sits tall on the road (relative to other MINIs), and does seem, in its own small way, more practical than the other MINIs out there.

The new MINI John Cooper Works Countryman has a specific version of MINI’s TwinPower Turbo Technology. Made of highly temperature-resistant material, the turbocharger generates a charge-air pressure which is now increased to 2.2 bar, making the engine more efficient when creating power. The engine is mounted transversely. Photo: MINI USA / BMW of North America, LLC.

Performance Figures

The new MINI John Cooper Works Countryman is enthused down the way by a 4-cylinder turbo engine that puts out 228 horsepower and 258 lb-ft. of torque. That is, to use the technical term, a lot, for a relatively small car. Unlike other, okay, traditional MINIs, all that power and torque is delivered unto the pavement (or lack thereof) via a standard all-wheel drive system MINI calls ALL4.

It’s an always on variable slip and torque distribution system.

The suspension, which MINI calls a “sports suspension,” features a Brembo brake system and 18-inch light alloy wheels. The whole lot, engine, suspension, and aerodynamics have been worked over by the fine fellows at John Cooper Works racing enterprises and the results are rather impressive.

60 mph comes up in 6.2 seconds which is both respectably quick and 0.8 seconds faster than the MINI Cooper S Countryman with the ALL4 drivetrain. Top speed? 145 mph. Which probably feels like falling off a cliff in a phone booth, but let’s not dwell on that.

Speaking of John Cooper Works, they’ve tweaked the aerodynamics up front to feature especially large air inlets, fiddled with the insides to give you a model-specific interior with John Cooper Works sports seats, standard LED headlamps, MINI Driving Modes, and Comfort Access. Yeah, I’m not sure about those last two either, but they’re there.

The optional Driving Assistant system includes collision warning with city braking function, camera-based active cruise control, pedestrian warning with initial brake function, high beam assistant, and road sign detection. Other similar features include Park Distance Control with sensors at the front and Parking Assistant with automatic steering for parallel parking maneuvers. Photo: MINI USA / BMW of North America, LLC.

Too Many Treatments?

The MINI marketing types hasten to point out there are “five fully fledged seats, and a significant increase in space, luggage compartment size, and versatility as compared to the predecessor model.” Which is a nice idea, but I still wouldn’t ride in the back seat for a long haul. Shoot, Tyrion Lannister would feel cramped.

Nice try though.

But, say you live in an urban area; Chicago or Seattle or Boston. Say you have two young-ish kids, and occasionally get out of town and onto dirt roads, or go shopping for antiques or something along those lines. You, my friend, are the ideal MINI John Cooper Works Countryman customer.

Personally, I don’t have those needs and the fact this thing has four doors in an anathema to my sensibilities. But that drivetrain . . . or, more precisely that engine.

Ditch the all wheel drive system, make a front drive like Alec Issigonis and Paddy Hopkirk intended, put it into the “normal” MINI body, and lose the back seat, AC, and any other things that add pounds and rob performance. Then that 228 horsepower and 258 lb-ft. of torque from that 4-cylinder turbo engine would be a real sweet deal.

But that’s just me.

The new MINI John Cooper Works Countryman will be shown for the first time in April at the Shanghai Motor Show. Expect them at U.S. dealerships around the same time.

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.

MINI John Cooper Works Countryman Gallery

Photos & Source: MINI USA / BMW of North America, LLC.

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Letter From The UK: Frank James’ Gun

At the time of writing this, Automoblog’s esteemed Managing Editor, Carl Anthony, was in the air taking in the latest car shows for our benefit. It’s a tough job but somebody has to do it. He has to travel great distances that we here in the comparatively tiny British Isles cannot comprehend.

As the crow flies, the length of the British mainland is six hundred miles approximately. Americans will drive further for a good burger. Nowhere in the UK is more than seventy miles from an ocean, yet I imagine there are people in the USA who have never experienced the soft sough of a salty sea breeze.

Historic Locations

History runs rapidly away from us down the long corridor of time until it becomes nothing more than a myth or legend; something to be learned from the movies or modern political interpretation, and then eventually forgotten. Here in the UK, we can visit all manner of historic locations in a day yet we envy America’s vast sprawling history, which to us, seems somehow more romantic.

We have never really had a frontier.

This was why, just a few years ago, my wife and I took a drive, deep into the historic English county of Somerset to visit the American Museum in Britain. The American Museum takes you on a journey through the history of the United States, from its early settlers to the 20th century. With its remarkable collection of folk and decorative arts, the Museum shows the diverse and complex nature of American traditions. The only museum of Americana outside the United States, it was founded to bring American history and cultures to the people of Britain and Europe.

It has succeeded. It is a wonderful institution.

The American Museum in Britain opened to the public in 1961 – the achievement of four colleagues: Dr. Dallas Pratt (an American psychiatrist and collector), John Judkyn (a British born antiques dealer, who had become a United States citizen), Nick Bell Knight (a furniture restorer employed at nearby Freshford Manor, Judkyn’s business base in Britain) and Ian McCallum, the Museum’s first Director. Photo: American Museum in Britain.

Porsche Power

We visited the Museum for two reasons. One was that, at the time, I was the proud owner of a red Porsche Cayman and I wanted to stretch that 2.7 liter “flat-six” to the limit on what I knew would be some testing, winding country roads. My wife, Beverley, said nothing but she did that raised eyebrows thing that ladies are wont to do when presented with the mystery that is man.

For once the weather was benign. The sun was out and the highways were dry, and we encountered a strange and rather wonderful automotive experience. We were on a blissfully empty dual carriageway. The road unfurled before us as my foot slowly pushed the pedal to the sumptuous German carpet.

The engine roared right behind our heads reminding us of the power of Porsche. Suddenly, at a certain speed, everything went strangely serene. The car had found its sweet spot, that moment when all the mechanical parts come together in perfect harmony. It was as if we were floating above the blacktop on a magic carpet ride.

Unfortunately, the maximum speed limit in the UK is just 70 mph. The sweet spot on my Cayman was 105 mph. You can see my problem. Reluctantly, I lifted and we continued to the American Museum untroubled by the cops.

Photo: DriveWrite Automotive.

Frank James’ Gun

In addition to the remarkable permanent exhibits on show, the Museum was, at the time, hosting a traveling exhibition entitled Gangsters and Gunslingers in a newly opened facility. This was the purpose of our visit.

Well, it was fascinating. The rooms in the new building were beautifully laid out with all manner of artifacts that, most importantly, were a genuine part of history and not just some made-up movie romantic notion.

History came flooding back down that corridor of time and confronted us directly.

I cannot account for why one exhibit took a hold of me specifically. It was, allegedly (and I don’t see why this august institution should invent this story), a revolver dropped from the hand of outlaw Frank James as he ran from the First National Bank of Northfield, Minnesota, after the aborted raid by the James-Younger gang in September of 1876.

Of course, American Western legends take a hold of British boys of all ages, thanks to the magic of moving pictures. We’d seen the film. We know what happens.

This though was the real thing. Frank James may have fired this gun with intent to harm the townsfolk who were fighting back. What I can say though is that I was transfixed, almost in awe of the small, insignificant piece of history placed right before my eyes.

Northfield’s First National Bank as it would have looked during the time of the robbery in 1876. Photo: Northfield Historical Society.

American History Made Real

I won’t labor the point. The American Museum in Britain has many fine and interesting historical items, including a series of rooms dedicated to home furnishings over the centuries which is much more interesting than it sounds.

There is, however, one room I found oddly unsettling. It was filled with decorative arts and it was in this room I felt history pressing on me more than ever before. There were many things that would likely be unacceptable to modern sensibilities today, including a small naive painting – that could just be imagined on a cabin wall – of a settler pointing a long rifle at a Native American. There was another showing military workings at a Civil War battle.

Some exhibits were strange to the point of wondering how folk ever found this artwork attractive. They didn’t get this stuff out of the Sears catalog. The room felt constricting and I was glad to leave it. Maybe it’s just me? On the journey back, I relished the open, modern road and the drive home.

Photo: Porsche Cars North America, Inc.

More Porsche Power

Just a few days before writing this back in the here and now, I was once again driving a Porsche Cayman, this time the very latest 718 model. The engine is still mid-mounted but has been reduced to a turbo-charged 2.0 liter four-cylinder. Despite this, it is faster, more economical, and so much better to drive than my earlier Cayman, long gone and forever disappearing up that historical automotive road.

The new model is, without question, a masterpiece. The Porsche people almost had to wrestle me to the ground to get the keys. Even Beverley, who looks at me in a kind of wonder when I wax all lyrical and poetic about a car, had to admit it was superb.

Teasingly, I am not saying more at this time. No, sorry, I am resolved. We will feature a full review of that glorious 718 soon, long before the memory of that auspicious week fades into history.

Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

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2018 Ford Mustang: More Tech, More Performance, More Everything

Yay, the new(ish) 2018 Ford Mustang is here! It’s not all new, more like a timely refresh and updates here and there that will improve on things. Ah, but what the Lords of Dearborn giveth, they also taketh away.

Okay, let’s get the sort-of-bad-news out of the way. That rather nice 3.7-liter V6 that used to sit within the Mustang’s engine bay? That’s gone. A shame really, since it got really good mileage and could put out 300 horsepower. A lot of gearheads, I among them, thought that engine option was pretty much a performance/dollar leader.

Sad to see it go.

The entry level Mustang will now come with the 2.3-liter EcoBoost, a four-cylinder engine that uses Ford’s “transient overboost technology,” exclusively tuned for Mustang. Ford says the 2.3-liter EcoBoost gives a torque increase under wide-open throttle acceleration, so that sounds good.

Interior Treatments & Driver Adjustments

Let’s start with the inside, where we find Ford’s first 12-inch all-digital LCD screen. I think, and correct me if I’m wrong, but a “12-inch LCD screen” falls into the Big Honkin’ Screen category. The all-new instrument cluster is customizable and can be personalized with three separate views: normal, sport, and track. There’s also a new MyMode shtick in the Mustang, with a memory function, for saving favorite drive settings, like suspension and steering preferences.

Also on the “you can tweak it” end of things is the engine note. Drivers can adjust how the car sounds to serve up “an audible experience like never before,” says FoMoCo. There is an optional active valve exhaust system for the Mustang GT that offers “a fully variable soundtrack to match the entire acceleration range.”

I don’t think it’s a very good idea if you have a lead foot. No, I don’t think it will hurt anybody. Unless you have a lead foot.

The 2018 Ford Mustang has a new, hand-stitched wrap with contrast stitching on the center console. Door handles, rings, and bezels are finished in aluminum. Photo: Ford Motor Company.

Safety & Security

Ford says the new Mustang benefits from a vast array of driver-assist technologies. I will leave the truthfulness of the word “benefits” up to you. Personally, I think a lot of this “driver assistance” stuff is unnecessary and does for people what they should be doing anyway (like keeping it between the lines, dummy!). But hey, people seem to want it, manufacturers want to sell it, and, truth be told, I bet their legal departments are insisting on it.

The 2018 Mustang has bells and whistles like Pre-Collision Assist with pedestrian detection, distance alert, lane-departure warning, lane-keeping assist, and Driver Alert System. It all breaks down into this: Pay attention. Pay attention! PAY ATTENTION! PAY ATTENTION YOU BIG DUMMY!

The new Mustang also continues Ford’s use of the pretty impressive SYNC Connect and FordPass system. This is the first time it’s on a Mustang. The FordPass app allows owners to start, lock, unlock, and locate their car on their smartphone. Handy. But all this is just icing on the cake.

2018 Ford Mustang. Photo: Ford Motor Company.

Engine Technology

What 100% (give or take) of Mustang buyers care about is performance. Yes, handling is important to them. And so is braking. But ultimately, it’s what’s under that long hood that really piques their interest. Residing ‘neath the hood is Ford’s evergreen 5.0-liter V8.

But, Ford hastens to point out the mill has been “thoroughly reworked” for more power and higher revs than any Mustang GT before.

All that extra power showed up with the first use of Ford’s new dual-fuel, high-pressure direct injection, low-pressure port fuel injection system on a V8. Without getting too bogged down, what this gets you on the strip, at the track, and on the street is stout low-end torque, high-rpm power, and improved fuel efficiency.

Transmission Performance

All this grunt is delivered to the tarmac via a manual transmission (both for the EcoBoost and the 5.0) that has been upgraded for optimum torque. The V8 transmission has been entirely reworked and now includes a twin-disc clutch and dual-mass flywheel to increase torque capability and deliver more efficient clutch modulation.

So gone are the days of that “klank-crunch-rrrRRRRrrrr” of Mustangs of yore.

If you’re more of an automatic cruising around kind of gearhead, then you’ll be happy to hear that Ford’s new 10-speed automatic transmission is offered with both the EcoBoost and 5.0 engines. The 10-speed has a wide-ratio span and optimized gear spacing, improving responsiveness and performance.

In case you are in doubt about the performance, contrasted to the previous six-speed, the new 10-speed transmission has quicker shift times and significantly lessened friction losses. The electronic control system is entirely new and includes unique tuning for the different drive modes. In case you want to feel like Nico Rosberg, there are steering wheel-mounted paddle shifters.

According to Ford, the 2018 Mustang is the most advanced Mustang ever. Photo: Ford Motor Company.

Ride & Handling

For those of you that care about more than just going fast (i.e. the smarter apes out there), the suspension has also been considered. There are new shock absorbers for better ride control, for example. A new cross-axis joint in the rear suspension increases lateral stiffness, while advanced stabilizer bars create sharper handling.

MagneRide dampers are a new option in the Mustang Performance Package too.

Design Dynamics

Nothing real new or radical here, just finessing of strokes, nudging of lines a little, a nip here, a tuck there.

The hood and grille have been lowered to produce a leaner look and to refine aerodynamics. The upper and lower front grilles have changed slightly, and the hood vents have a new position. The headlights are all-LED, a first, and fog lamps are available. The rear end also gets in on the party with revised LED tail lamps, a new bumper, fascia, and available performance spoiler. A dual tip exhaust is standard with the EcoBoost plant and the V8 mill Mustang GT gets a standard quad-tip exhaust.

Wheel choices? You get a dozen available alloy wheel designs. And you even get a fresh exterior color choice: Orange Fury.

The 2018 Ford Mustang goes on sale in North America this fall, so get in line, if you haven’t already.

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 Ford Mustang Gallery

Photos & Source: Ford Motor Company

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2018 Toyota RAV4 Adventure Review

2018 Toyota RAV4 Adventure Review
Toyota wants to capture the outdoor enthusiast market and the new RAV4 Adventure is for those wanting to get away from the city. This new RAV4 looks the part, but is it ready to tackle serious off-road trails? Or perhaps those unexpected winter snowstorms? We wanted to find out, so this week we drove the 2018 Toyota RAV4 Adventure with all-wheel drive.
What’s New For 2018
Toyota’s RAV4 gets a special-edition trim called the Adventure. It features a tow prep package, a higher ride height, 18-inch alloy wheels, lower body guards, black headlight bezels, and fog light surrounds. A 120V power outlet in the cargo area, all-weather floor mats, special interior trim panels, and a leather-wrapped shift knob are also included.
The main differences between the standard RAV4 and the Adventure trim are the tow prep package, household-style power outlet in the cargo area, and lower body cladding.
Features & Options
The 2018 Toyota RAV4 Adventure AWD ($28,400), in addition to the Adventure upgrades, comes standard with Bluetooth connectivity, Toyota’s Entune infotainment system with a 6.1-inch touchscreen, a power/tilt sliding sunroof, 60/40 split-folding reclining rear seats, LED headlights, a 4.2-inch multi-information display in between the gauges, and cloth upholstery.
Every RAV4 comes with a rearview camera and Toyota Safety Sense P, which consists of a pre-collision system with pedestrian detection, lane departure warning, lane keep assist, automatic high beams, and adaptive cruise control.
Additional options for our 2018 RAV4 tester included the Cold Weather Package ($1,060), offering a heated leather steering wheel, heated and power operated front seats, and windshield wiper deicer. Total MSRP including destination: $30,980.

Interior Highlights
The interior of the RAV4 Adventure is set up with outdoor enthusiasts in mind with its cloth interior and all-weather floor mats. It has a fair amount of harder plastic surfaces too, making it easier to clean after a day in the high country. There’s seating for four adults with its two rows with comfy reclining seats in the back.
We took advantage of the Cold Weather package this week as an Arctic blast hit the Denver area. We cranked up the heated front seats and heated steering wheel, and used the windshield de-icer when the CDOT trucks sprayed Mag Chloride all over the interstate to keep it clear of ice. The Adventure trim also features a handy 120V outlet in the cargo area, making it ideal for a power cooler to keep your food and beverages cold on those excursions away from the city.
Where the RAV4 really shines is in the cargo area. Cargo space is massive with 38.4 cubic feet behind the split-folding rear seats and 73.4 cubic feet behind the front seats with the rear seats folded flat. It’s ideal for carrying your camping, hiking, and fishing gear.

Engine & Fuel Mileage Specs
All RAV4s are powered by a 2.5-liter four-cylinder engine rated at 176 horsepower and 172 lb-ft. of torque. The inline-4 comes mated exclusively to a six-speed automatic transmission. EPA fuel mileage estimates come in at 22/28 city/highway and 25 combined mpg.
Driving Dynamics
This 176 horsepower small SUV has no trouble cruising down the highway or navigating city streets, but we found it needing a bit more power for Colorado’s high altitudes. If it’s loaded with people and cargo heading up the mountain pass for a fun getaway, it might struggle. The 2.5-liter four-cylinder and six-speed automatic is the only powertrain available.
Toyota says in the Adventure trim, the small SUV has enough grunt to pull up to 3,500 lbs. Our tester came with mud and snow tires which made it ideal for getting through the wet snow that fell this week. We had no trouble getting onto the snow-covered dirt roads leading to our house.
Other than the mud guards, body cladding, and slightly higher ride height, the RAV4 Adventure gets the same all-wheel drive system as the standard model. For more serious off-road excursions, the RAV4 Adventure looks the part, but lacks the hardware to get you too far away from civilization. For a weekend getaway vehicle, however, it will accomplish what you need.
Conclusion
The 2018 Toyota RAV4 Adventure offers lots of room for passengers and cargo. It makes for an excellent family hauler as well, with excellent safety credentials. It offers Toyota’s well-established reputation for reliability, and it is a practical and appealing choice for families or adults with an active lifestyle.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Toyota RAV4 Adventure Gallery

2018 Toyota RAV4 Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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2019 GMC Sierra Revealed: Carbon Fiber Box, Diesel Engines & More

2019 GMC Sierra Revealed: Carbon Fiber Box, Diesel Engines & More The Wall Street Journal recently reported on the understated success of GMC, and how that bolsters GM’s other initiatives like electrified and autonomous vehicles. Driving that growth is the Sierra line of pickups, in particular, the higher trim levels. Duncan Aldred, Global GMC Vice President notes that SLT and Denali models account for 87 percent of the brand’s total crew cab sales. With our love for premium and luxury trucks on the rise, GMC will hit the market later this year with the new Sierra Denali and SLT.
Power & Performance
If it’s one thing truck buyers are looking for, it’s grunt under the hood. New versions of GM’s evergreen 6.2 and 5.3 V8 engines will be joined by a new 3.0-liter inline-six turbo-diesel. GMC has not clarified horsepower or torque figures, but say the 5.3 and 6.2 will feature the new Dynamic Fuel Management system. This replaces the current Active Fuel Management and differs in the sense it can shut off any number of cylinders, in a variety of combinations, to boost performance and efficiency.
The 6.2 and diesel engines are paired with a 10-speed automatic transmission.
Sierra Denali’s Adaptive Ride Control suspension should make rough roads more tolerable. On-board sensors monitor the road conditions and chassis responses in real time, enabling adjustments to the active dampers every two milliseconds. And you thought Jimmy Johns was fast.
The 2019 Sierra Denali will offer, not surprisingly, a full range of available safety features like Side Blind Zone Alert, Pedestrian Detection, and Low Speed Forward Automatic Braking.
The 2019 GMC Sierra is larger than the outgoing model in virtually every dimension. The wheels, for example, are pushed closer to the corners and wear larger diameter tires. Both Denali and SLT trims offer 22-inch wheels as an option. Photo: GMC.
Tailgate Fever
The “MultiPro Tailgate” is of note here, which includes 6 different functions and positions to make the workday a bit easier. There are second-tier loading and load-stop solutions, a standing workstation mode, and integrated hand grips and bumper steps – the MultiPro Tailgate is standard on Denali and SLT trucks. Although cool and definitely useful, the MultiPro Tailgate underscores a totally new approach for the 2019 Sierra in a fundamental area.
The bed.
Carbon Fiber Strategy
Since the F-150 got wrapped in aluminum, rumors abound about what GM was going to do material-wise, if anything. To wit, the 2019 GMC Sierra maintains its roll-formed, high-strength steel bed, although a revised alloy offers 50 percent more strength than the current model. What is new is “CarbonPro,” or essentially the industry’s first carbon fiber truck box, on offer for the 2019 Sierra Denali later in the model year.
CarbonPro replaces the steel inner panels and floor with a lighter carbon fiber composite that cuts 62 lbs. from the truck. According to GMC, CarbonPro offers best-in-class dent, scratch, and corrosion resistance, and is the most durable pickup box in the segment. GMC notes their material strategy includes aluminum for the doors, hood, and tailgate, while relying on steel for the fenders and roof. Overall, the 2019 Sierra is 360 lbs. lighter than the current model.
2019 GMC Sierra Denali CarbonPro material usage chart. Photo: GMC.
Trailer Tools
When you gotta tow, you gotta tow. Expect to see GMC’s new ProGrade Trailering feature with a compatible smartphone app on offer. The system includes a pre-departure checklist, trailer light test, tire pressure monitoring for the trailer, and maintenance reminders among others.
Hitch Guidance, Hitch View, and a birds-eye camera should minimize the amount of swear words uttered while backing up to a trailer. The available side view cameras and a trailer-mounted HD camera can provide additional assistance when traveling down the road, or while operating in reverse. Also cool is the Trailer Theft Detection feature, which provides a mobile alert via OnStar should the trailer ever be detached from the truck.
The available Rear Camera Mirror is something most truck buyers will find useful. It acts like a dual-function interior mirror, in the sense that it helps drivers see around potential obstructions, be it occupants or cargo. It expands the field of vision for the driver with a higher resolution camera and display and the ability to tilt or zoom the view.
2019 GMC Sierra Denali ProGrade Trailering System. Photo: GMC.
Pricing & Availability
The 2019 GMC Sierra Denali and SLT go on sale this fall. GMC did not disclose pricing but said additional details will be released closer to the start of production.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
2019 GMC Sierra Gallery

Photos & Source: GMC.

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Lotus 3-Eleven 430: Here We Go Again

Lotus 3-Eleven 430: Here We Go Again It’s another new special edition Lotus! Guys, guys, guys! Look: I love ya. I love your cars, I love the way they look, I love the way they handle, but . . . this special edition stuff has Got. To. Stop.
You know the story of The Boy Who Cried Wolf? Lotus is getting dangerously close to that. In the past year (it seems like the past three weeks), Lotus has released (seemingly) 1,437 special edition cars. And yeah, they are great cars. And yeah, in point of fact, they are special. But if everything is special, then nothing is special, y’know?
However, the 3-Eleven 430 is special. They are only going to make 20 of the little brutes (which is a pity) and, although it is road legal, it is not road legal here in the U. S. of A. (which is criminal!).
Lightning Strikes
For starters, the new Lotus 3-Eleven 430 is the quickest street-legal sports car Lotus has ever made. Think about what else Lotus has made, and you’ll get the point. The 3-Eleven 430 laps the company’s Hethel test track 0.8 seconds quicker than an Exige Cup 430, and two seconds quicker than the previous 3-Eleven. The current benchmark is 1 minute 24 seconds, thanks to the new Lotus 3-Eleven 430. The supercharged and charge-cooled 3.5-liter V6 engine cranks out 430 horsepower and 325 lb-ft. of torque.
In addition to performing like a lightening strike, the bodywork now features new, part-visible weave carbon-composite panels. This helps the 3-Eleven tip the scales at 2,028 lbs., giving you a power-to-weight ratio of a mighty 467 horsepower per tonne. There is also a Torsen-type limited slip differential and an open-gate six-speed manual gearbox in the mix as well.
LED daytime running lights and a lip spoiler characterize the front of the Lotus 3-Eleven 430. Photo: Group Lotus plc.
Chassis & Aerodynamics
Please, this is a Lotus. Öhlins DFV one-way adjustable dampers live at each corner and Eibach adjustable anti-roll bars inhabit the front and rear. There’s 6-position variable traction control, networked directly to the ECU, with five pre-set traction levels: 1, 3, 6, 9, and 12 percent slip and “off.” G’head Mario, turn it “off” and see how y’do!
Lotus, being one of the leading innovators in race car aerodynamics, also tweaked the new 3-Eleven in that department as well. Now there is a higher mounted straight-cut rear wing with re-profiled end plates, a long front splitter and lip spoiler, and a flat floor with a rear diffuser that increases down force by 97 lbs. to a total of 585 lbs. at max speed.
Tires & Braking
Tires are Michelin Cup 2 deals with 225/40 ZR18 at the front and 275/35 ZR19 out back. The mechanical grip combined with the aero downforce ads up to a gray-out inducing 1.5 g while cornering. Yes, stopping is good. In the case of the Lotus 3-Eleven, that’s the responsibility of AP Racing four-piston calipers, front and rear, and two-piece J-Hook brake discs that are 332 mm front and rear (seemingly about the size of a pizza). Each corner is finished by Lotus-designed, ultra-lightweight forged aluminum wheels that come in either gloss or satin black.
Pricing & Availability
You want? Of course you want. You must want! You also must contact Lotus now, since they’re only make 20. The 3-Eleven 430 is priced at £102,000, or $140,00 at today’s exchange rates. Yes, that’s a lot, but I could see spending it. The only real problem here is hanging a license plate on the darn things, cause that’s what I really want to do.
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: Group Lotus plc.

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