Automotive

Toyota GR Supra Racing Concept: The New Supra Perhaps?

Toyota GR Supra Racing Concept: The New Supra Perhaps? Man, Toyota has been drawing this out seemingly forever now. A certain stripe of gearhead has been hovering all over this since it was a mere rumor months and months ago. At first it was all “deny-deny-deny” and then it was all “maybe-maybe-maybe,” and that turned into “possibly, but we won’t show you” and now, this final tease. So what is here? What is Toyota showing us, and what does it portend for the upcoming Supra?
World Performer
No, this is not the new Toyota Supra that you lot have been slavering over for months now. This is the racing version of the new Toyota Supra, so wipe your face, stop that jabbering, and read on. Because beneath the bulges, aero bits, and flicks and trickery, is the new Toyota Supra. Somewhere, down underneath all of that.
This Supra – the GR Supra Racing Concept – is a compact, two door coupe-shaped thing with a front-engine/rear-wheel drive layout (of course!) (thankfully), which makes extensive use of lightweight materials. The GR Supra Racing Concept was ginned up by Toyota Gazoo Racing, the outfit that came to prominence in Europe in 2007. Gazoo went on to become the international umbrella organization for Toyota’s global sporting program and has competed in such diverse genres as the FIA World Rally Championship and the FIA World Endurance Championship.
I have never heard any real explanation as to why they named themselves after an hallucinatory character from The Flintstones, however.
Toyota says the GR Supra Racing Concept represents its commitment to bring back the iconic sportscar. The Supra badge first appeared in 1978, and fans today likely recognize the car from films like The Fast and the Furious and video games like Gran Turismo. Photo: Toyota Motor Sales, U.S.A., Inc.
Mystery Material
Obviously, the GR Supra Racing Concept is wrapped in overly-dramatic, meat-axe-styled bodywork. Note the comically large rear wing, for example. That’s there for the track, and although I would be very surprised if the upcoming Supra did not have some sort of aero appendage out back, I doubt it will be that eccentric. Seemingly, the entirety of the body panels are made from some sort of unnamed “strong but lightweight composite material.” Seriously, that’s all Toyota refers to it as: “strong but lightweight composite material.” Could be carbon fiber. Could be good old fiberglass. Who knows?
Larger Than Life
What we do know is that it’s used in the front and rear bumpers, and note how they are obviously wider than what you’d find on a street car; better to hide the huge tires/wheels from the air stream. The front splitter is also more extreme than on a road car, as are the rear diffuser, side skirts, door mirror housings, and the rear wing. All of those: diffuser, skirts, and the rear wing are obviously for race tracks only.
Yes, yes. It looks cool and radical and all that, but huge front splitters and low hanging sill extensions wouldn’t survive one trip down to the mall parking garage, now would they? The hood is also made from the same stuff and features extensively louvered air inlets. The windshield and side windows are made of plastic and we all know that ain’t road legal.
Known as the A40, the original Supra was followed by three further generations: the A60 in 1981, A70 in 1986, and A80 in 1993. Photo: Toyota Motor Sales, U.S.A., Inc.
Under The Surface
What you don’t see, the stuff under the skin, is where it gets really interesting, and where some clues to the road car can be augured. The front and rear suspension has been lowered, but both ends use “original equipment components.” Smart! So Toyota is using the race model as a test laboratory for what we’ll see on the streets. Nice! You’ll also find BBS racing wheels shod with Michelin racing tires with your standard center locking nut. The brake system includes Brembo calipers and discs, and there is a racing-spec exhaust.
Cockpit Treatments
Naturally the cabin is as far removed from a street car as a jail cell is from a beachfront hotel room. See, there’s even bars like in a jail thanks to the required full competition roll cage. The built-in fire extinguisher is also along for the ride. The fuel and brake lines, pedal box, battery and wiring looms are all full competition standard. The doors are lined with carbon fiber panels (at least they named that material), the dashboard includes a “racing display,” and the OMP driver’s seat and harness will cosset you in relative safety.
The Italian safety equipment manufacturer also supplied the quick-release steering wheel equipped with a paddle shift system. Will the street version of the new Supra have those same paddle shifters, or will it get a traditional stick? That we don’t know yet.

Future Visions
What we do know, or at least can guess at, is that underneath all the aero junk and steroidal bulges is the overall shape and design of the (soon to be here) new Toyota Supra. If you can visualize losing all that stuff, or perhaps are good with Photoshop, you can get a pretty good idea of what the long-awaited Supra will look like.
And if you can squint a little bit harder, you can even visualize what the new Supra will look like sitting in your driveway. Stop drooling!
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.
Toyota GR Supra Racing Concept Gallery

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

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Letter From The UK: Do We Even Need Our Cars?

Letter From The UK: Do We Even Need Our Cars?
Great Britain is a small country. In area it is smaller than some of the individual United States. Unlike the vast America continent, it is pretty straightforward to get around and, in the past, we have gloried in a transport system that could get you anywhere you wanted to go.
Public Transport In The UK
What did the ancient Romans do for us? Well, for a start, they developed a network of cobbled roads that criss-crossed the country. Even today we use those same roads except that now they exist as usually two-lane blacktops. Over the centuries we built on that.
Unlike America, where the establishment of the first transcontinental railway was a brave and complex engineering marvel, the UK, upon the invention of the railway engine, quickly established a rail network that went everywhere. No town was too small not to have a branch line and a bus service. As the Victorians of the 19th century built and established roads, and subsequently developed the vehicles to use them, we luxuriated in a State-owned public transport system that was second to none.
And in typical British fashion we proceeded to ruin it.
Us Versus Them
The 20th century brought with it a mighty rise in power of the various Trade Unions, and workers demanded more and more rights and money. Standing against them was a management class steeped in Victorian values: The result was a stalemate and decades of industrial strike action from the 1950’s to the 1980’s. We, the travellers, got used to it and carried on.
Because of this, the public transport infrastructure went rapidly downhill thanks to a combination of inept bosses, antiquated buses and rolling stock, dirty stations and terminals, and staff who could not give a damn. Like a man who is given a gun but has no idea how to use it, we shot ourselves in the foot. Repeatedly.
Then along came The Iron Lady: Margaret Thatcher.
According to the American Public Transportation Association, more than 6,800 organizations provide public transportation in the United States. In 2016, Americans took 10.4 billion trips on average. Research shows public transportation saves the U.S. 4.2 billion gallons of gasoline annually.
Privatisation
Our Prime Minister in the 1980’s decided what was needed was for the transport services to be sold off to the highest bidders. It would, she declared, encourage competition and thus cheaper prices. That didn’t work either. As soon as private money got their greedy mitts on the system, unprofitable rail lines and bus services were axed and the prices went up. Now we have a transport system targetted at working commuters, albeit with the latest vehicles, that many people simply cannot afford to use or cannot access because they live in the country or outlying areas.
What we needed was . . .
The Motor Car
We have a thriving car industry that spans the globe. No matter that Britain’s antiquated road system is riddled with potholes and in desperate need of investment, we still prefer to travel by car. The convenience of the automobile is unquestioned. Door-to-door; it doesn’t get any better than that. Cars are safer and more economical than ever. That’s a fact; but there’s a downside.
They are subject to taxation when we buy them, when we put them on the road, when we fill them with fuel, and when we insure them. The motorist is the UK government’s cash cow. Running a car today is a very expensive business here in broken Britain and by-and-large it has to be questioned whether we need the things at all. This writer loves to drive but it would be nice to be transported once in a while, especially when I see trains flash by as I sit in yet another traffic jam.
Certainly, people, the young especially, living in urban areas, are foreswearing the auto in favour of public transport. In and around our towns and cities, public transport is plentiful and, although quite pricey, is still cheaper than car ownership, backed up by services from Uber and the like. I can see their point.
Uber passengers share a ride in India. Photo: Uber
Crossing The Country
The trouble is, I like to travel around and see new places. I once did an experiment. I calculated the cost and logistics of travelling between two places three hundred miles apart. Even pre-booking tickets for my wife and myself well in advance, the trip would have cost me three times the fuel and ancillary expenses had we travelled in our car. The car goes from door-to-door, public transport would have involved three train changes and a bus trip in both directions.
I think I’ve just answered my own question.
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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2019 Mercedes-AMG C43 Sedan: The Performance-Oriented Prom Date

2019 Mercedes-AMG C43 Sedan: The Performance-Oriented Prom Date Yeah, that’s what I’m talkin’ about! The latest AMG-tweaked C-Class just came out, and the basics look good: Power is up by 23 horses to 385 horsepower, the torque curve is broadened, zero to 60 times equate with a top o’the line Camaro or Mustang, and a blown V6 heading to all four wheels. Hey, isn’t that just an Audi S4 from a few years back?
I kid, I kid!
The 2019 Mercedes-AMG C43 Sedan is its own separate animal, not to be confused with other performance sedans. It is, in short, very much worth paying attention to. As far as Americans are concerned, this is about as small and performance-slanted as Mercedes is going to get. So if you like small and fast over big and fast and want something with a three-pointed star, this is your prom date.
Power & Performance
As with all Mercedes-Benz products, this thing is screwed together like panzer, swimming in tech features, safe as a bunker, and comfy as your couch. It’s all motivated down der Bahn by a 3.0-liter V6 engine putting out the aforementioned 385 horsepower and 384 lb-ft. of torque. That grunt happens in a comfortably broad 2,500 to 5,000 rpm band, making for a zero to 60 time of 4.6 seconds and a top speed of 130 mph. Which is electronically limited. Electronically limited? What’s up with that?!
That glorious 3.0-liter V6 biturbo engine is mated to an AMG-tuned 9-speed transmission with shorter shift times. “Defined ignition adjustments,” according to Mercedes-Benz, also provide faster gear shifts.
The AMG-spec 4MATIC four-wheel drive system has a rear-biased torque distribution, with a front/rear axle split of 31 to 69 percent. This configuration provides for higher lateral acceleration and improved traction, according to Mercedes-Benz. The single-stage transfer case of the four-wheel drive system is flange-mounted to the transmission as a separate system. Photo: MBUSA.
Exterior Design
Since this is the sporty C-Class, the exterior is not as plane-Jane as lesser brethren. A distinguishing feature is the AMG radiator grille and sculpted front bumper with additional aero flics – like how the side air curtains in the front bumper help guide the airstream, for example. The rear is also sporty looking with two round tailpipes in high-gloss chrome, and a rear bumper with its own side air curtain and diffuser to improve airflow. If that’s not enough, there’s now an optional AMG Night Package that has a more “expressive front splitter,” a reworked spoiler lip, broader side skirt inserts, and other high-gloss black treatments.
Wheelin’ & Dealin’
Also new for this year are the aerodynamically-optimized AMG light-alloy wheels. You get your choice: The AMG wheel with five twin spokes painted in tremolite grey with a high-sheen finish, size 7.5″ x 18″ with 225/45 R 18 tires at the front, and 8.5″ x 18″ with 245/40 R 18 tires at the rear – or – a different aero-design with five twin spokes, painted with accents in tantalite grey – or – high-gloss black in size 7.5″ x 19″ with 225/40 R 19 tires at the front, and 8.5″ x 19″ with 255/35 R 19 tires at the rear.
Got all that? Good.
The AMG Ride Control suspension is a hallmark of the new C43 Sedan. The basis is formed by the 4-link front axle and independent multi-link rear suspension. The AMG-specific kinematics and elastokinematics, with newly developed components, result in high camber stability when cornering. Further, the axial brake connection on the front axle allows for more precise handling. Photo: MBUSA.
Interior Treatments
Naturally the interior of the new Mercedes-AMG C43 has been reworked. Leather, DINAMICA microfiber, and aluminum are everywhere. Optional AMG Performance Seats provide lateral support along with heating and ventilation in three levels. The door center panels and dashboard are finished in MB-Tex with red topstitching. Aluminum sport pedals with black studs, trim elements in Natural Grain Black Ash Wood and Brushed Aluminum, the black roof liner, and the red seat belts finish off the sporty interior particulars.
More Options? Oh, you got options. Trim elements in Natural Grain Walnut Wood & Aluminum and Natural Grain Grey Oak Wood, if sir or madam would like. There is also the optional Dark Brown Linden Wood trim, an AMG trim in Carbon Fiber/Aluminum, and something called AMG Silver Fiber Glass. Upholstery options are equally as numerous.
Standard on the new C43 Sedan is a 10.25-inch media display with a resolution of 1920 x 720 pixels. Photo: MBUSA.
Share & Compare
And most interesting of all? The data logger. The AMG C43 now comes with an on-board system for recording performance data when driving on race tracks called AMG Track Pace. It provides a wealth of vehicle-specific data recorded ten times per second. The system allows you to slice and dice your performance on any given track (many are already pre-installed) and share your experiences and data with other AMG drivers via Facebook, YouTube or the AMG Private Lounge. No, seriously.
In Person & Availability
The 2019 Mercedes-AMG C43 Sedan will be seen in the flesh at the Geneva International Motor Show until the 18th before arriving in U.S. dealerships by the end of this year.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
2019 Mercedes-AMG C43 Gallery

Photos & Source: MBUSA.
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2019 Ram 1500 MSRP: Complete Pricing Chart By Trim Level

2019 Ram 1500 MSRP: Complete Pricing Chart By Trim Level The 2019 Ram 1500 debuted at NAIAS earlier this year with some impressive technology and performance specs. As the trucks are being shipped to dealers, Ram has announced pricing for each trim level, with the starting MSRP coming in at $31,695, plus a $1,645 destination fee. Overall, the new Ram 1500 has a wide range of offerings.
The 2019 Ram 1500 MSRP chart is below.
By The Numbers
The Tradesman Quad Cab 4×2 comes in at the aforementioned $31,695, contrasted with the top-tier Limited Crew Cab 4×4 V8 at $57,390. Tradesman, Big Horn, and Rebel pricing reflects the standard 3.6-liter Pentastar V6 with the eTorque mild hybrid powertrain (late availability). The optional 5.7-liter HEMI with the eight-speed automatic transmission is $1,195, while the eTorque-equipped HEMI is $1,995 (late availability).
Laramie, Laramie Longhorn, and Limited pricing reflects the standard 5.7-liter HEMI, while the eTorque-equipped HEMI is an additional $800 (late availability). The chart below sorts everything out nicely.
The 2019 Ram 1500 is built at the Sterling Heights (Michigan) Assembly Plant.

Photo & Source: FCA US LLC.
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2019 Jaguar I-PACE Debuts In Geneva, Pricing & Specs Announced

2019 Jaguar I-PACE Debuts In Geneva, Pricing & Specs Announced Okay, here it is. After seemingly endless hyping, Jaguar’s all-electric I-PACE has finally been revealed. In a certain way, it’s sort of the Jag version of a Tesla Model X: it’s an SUV that drips style and exclusivity. And, this is a very strange thing to say about a Jaguar, it’ll be cheaper than a Tesla. Following its public debut at the 2018 Geneva Motor Show, Jaguar said the new I-PACE will be priced from $69,500 before federal and local government incentives.
Interesting Fashions
When Jag finally rolled out the I-PACE for all the world to see, they did so in a rather modern, yet bizarre fashion, via a webcast from Graz, Austria (where the I-PACE is built). It was hosted by . . . by . . . wait, who are these people? British comedian and actor, Jack Whitehall (dunno who he is), TV presenter Jonny Smith (dunno who he is, but that missing ‘h’ and superfluous ‘n’ makes him suspect), and American tech guru iJustine (who, again I have no idea, but people with mononymes worry me and anyone who puts a friggin’ i’ in front of their name on purpose, I can’t even).
If that’s not enough, Jaguar enlisted small children, using a pair of nine-year-olds, Lola and Hudson, to explain the I-PACE’s technology to Whitehall. Jag refers to them as “vehicle experts.” Who are these people?
A “Smart Settings” program uses artificial intelligence algorithms to learn driving habits and tailor the I-PACE to individual preferences. Photo: Jaguar Land Rover.
Charging & Performance
The tech behind it is, in some way, rather standard state-of-the-art EV technology circa 2018. There’s a 432 “pouch” cell battery pack. I take it Jag means there are 432 individual batteries grouped together to form one big energy store. This lithium-ion battery pack puts out 90kWh which is good enough for an estimated range of 240 miles. Acceptable. Jag says you can get an 80 percent battery charge in around 40 minutes using a 100kW DC rapid charge facility. If you juice it up at home with a 230V/32A AC wall box (7kW), it will take you over ten hours, and just over twelve for a full charge.
Coventry really massaged the battery itself with a batch of range-optimizing technologies, like a battery pre-conditioning system that warms or cools the battery and cabin to optimal temperature while plugged in and charging.
Jaguar designed the electric motors in-house, using a trick concentric design with driveshafts passing through the motors themselves for compact packaging. One motor is at each axle for a full-on, all-wheel drive setup to increase traction. And yeah, since this is an EV with all that juicy, juicy torque, the I-PACE can hit 60 mph in 4.5 seconds. About as quick as a new Camaro, ha-ha!

Photo: Jaguar Land Rover.
Structurally-Speaking
The structure of the SUV is made of riveted and bonded aluminum (glued and screwed) that’s light and stiff to the point of having a measured torsional rigidity of 36kNm/degree – the highest of any current Jaguar vehicle, even the F Types!
The battery lives centrally between the two axles which helps give the I-PACE a 50:50 weight distribution. The front suspension is a double wishbone deal with an Integral Link setup out back. The suspension is a standard Active Air Suspension which probably rides like a Rolls and costs about as much as a satellite to fix.

Photo: Jaguar Land Rover.
Design Language
Design-wise, this Jag is actually rather pretty. For an SUV. It has a short, low hood, an aero-enhanced roof design, and curved rear window. The cab-forward design and squared-off rear makes for a coefficient drag of just 0.29Cd. The Active Vanes in the grille open when cooling is required and shut when things are cool enough. The I-PACE also has tons of storage inside (since EVs don’t have traditional engines). The rear luggage compartment in the way back offers 25.3 cubic feet of space, going all the way up to 51 cubic feet with the second row seats folded flat.
On Sale & In Person
The I-PACE will be available during the second half of this year in S, SE, and HSE trim. The vehicle is currently on display at the Geneva International Motor Show, now through March 18th.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
2019 Jaguar I-PACE Gallery

Photos & Source: Jaguar Land Rover.
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2019 Honda Ridgeline Arrives With Class-Leading Figures

2019 Honda Ridgeline Arrives With Class-Leading Figures The 2019 Honda Ridgeline arrives at dealerships nationwide this week. The Ridgeline, with its unit-body construction and all-wheel drive capability, provides buyers with a unique alternative in the truck market. The 2019 Ridgeline has two segment-topping figures, and an array of safety, performance, and connectivity technology. For 2019, RT, Sport, and RTL models have a second USB port, while RTL and RTL-T models add a power sliding rear window and moonroof.
Power & Performance
The 2019 Honda Ridgeline is powered by a 3.5-liter, direct-injected i-VTEC V6 engine with Variable Cylinder Management. When paired to its wide-ratio six-speed automatic transmission, the engine creates 280 horsepower and 262 lb-ft. of torque. All-wheel drive Ridgeline trucks utilize Honda’s latest and most advanced version of Intelligent Variable Torque Management (i-VTM4) to increase traction and handling in all conditions. Further, the Intelligent Traction Management System enables up to four different operating modes: Normal, Snow, Mud, and Sand for AWD models, and Normal and Snow for 2WD vehicles.

Photo: Honda North America.
Class-Leading Figures
EPA ratings come in at 19/26 city/highway and 22 combined for 2WD Ridgelines; 18/25/21 for AWD models. The 2019 Ridgeline boasts a payload capacity of 1,584 lbs. when properly equipped and a max towing capacity of 5,000 lbs. Honda says the fuel economy and cargo capacity figures are class-leading.
Useful Tech
Those who enjoy picnics, sporting events, and similar outings will likely appreciate the 2019 Honda Ridgeline. The tailgate and bed are designed for easier access with a separate lockable and weather-sealed compartment to protect valuable cargo. An in-bed 115V AC power outlet and audio system are both available.
Inside, the eight-inch touchscreen display is compatible with Android Auto and Apple CarPlay. Comfort features include three-zone climate control, an eight-way power driver’s seat with adjustable lumbar, and ambient lighting.
Photo: Honda North America.
Safety & Security
The 2019 Ridgeline offers collision mitigation braking, forward collision warning, lane-keeping assist, and road departure mitigation among other safety features. Each of these are included in the Honda Sensing package. Honda also says the new Ridgeline is expected to receive top marks from the National Highway Traffic Safety Administration and the Insurance Institute for Highway Safety.
Pricing
The chart below explains everything in detail. The 2019 Honda Ridgeline is manufactured in Lincoln, Alabama.
2019 Honda Ridgeline Pricing and EPA Data
Model
Transmission
MSRP
MSRP Including $975 Destination Charge
EPA Mileage RatingCity/Hwy/Combined
2WD
RT
6AT
$29,990
$30,965
19 / 26 / 22
Sport
6AT
$33,390
$34,365
19 / 26 / 22
RTL
6AT
$34,870
$35,845
19 / 26 / 22
RTL-T
6AT
$37,000
$37,975
19 / 26 / 22
AWD
Sport
6AT
$35,290
$36,265
18 / 25 / 21
RTL
6AT
$36,770
$37,745
18 / 25 / 21
RTL-T
6AT
$38,900
$39,875
18 / 25 / 21
RTL-E
6AT
$41,920
$42,895
18 / 25 / 21
Black Edition
6AT
$43,420
$44,395
18 / 25 / 21
Photos & Source: Honda North America.
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2017 Audi R8 V10 Spyder: Tony Stark, Your New Car Is Ready

Audi’s R8, while not a benchmark, was a shot across the bow of a lot of other supercar makers. It offered a lot of tech, style, and performance for, relatively speaking here, not much cash. Now there’s a new R8 out there, and Audi has just shown off the drop-top Spyder variant.

I liked the original R8s. Although they did have their faults – rather heavy, bad on the top end, a tendency to understeer at the limit – they also had a lot of assets – tons of grip, fantastic acceleration, marvelous on the road presence.

The new car, whether coupe or drop top, seems to lose a bit of that on the road presence, and now looks much more like a generic supercar. Gone are the distinctive and unique side-blades – those finishing panels just aft of the doors made of either bare carbon fiber or sexy brushed aluminum – replaced with a side-blade-esque scoop.

Sigh . . . too bad you let go of your signature move, Audi.

The new grill is a tragedy. Lacking in proportion, and completely devoid of subtlety, the nose is a step backwards.

But other than that, it’s still an impressive car.

Tradition & Tactics

The Spyder (that is with a “y,” in the German tradition of naming convertibles) is essentially the same as the new R8 V10 Coupe, minus the roof. 540 horsepower and 398 lb-ft. of torque motivate the beast with great alacrity, making the new R8 Spyder faster and more powerful than its predecessor.

There’s the same lump sitting amidships as before (no, the engine, not you). This would be the naturally-aspirated 5.2-liter V10 and seven-speed S-tronic dual-clutch transmission as the R8 V10 Coupe. This would also be the same V10 plant found in (cough-cough) various and sundry Lamborghinis. Audi doesn’t like to play up the fact, but dropping the Lambo V10 into an R8 really makes the thing sing. An Italian dressed in a Hugo Boss suit, if you follow me. So Audi’s acquisition of Lamborghini flowed good things in both directions.

Lambo got better-than-abysmal quality, and Audi got a real honey of an engine.

Photo: Audi of America, Inc.

From The Top Down

The collapsible roof is made of lightweight cloth, keeping up with the growing trend of cloth replacing folding hardtops. I have a bit of a fetish for both convertibles and hardtops, so this trend strikes me as a bit retrograde, but my fetish has more to do with British cars and Pacific Northwest weather than any modern functionality. The current gen of folding soft tops seem to be fantastic.

If the day turns sunny, dropping the top is amazingly laid-back with this thing. Actuated by an electrohydraulic drive system, up to down or down to up takes you only 20 seconds. And, this is so cool, you can do it while on the roll, at speeds up to 31 mph. The roof itself weighs only 97 pounds, helping to keep the weight of the vehicle and center of gravity low (the main reasons for no folding hardtop). When you retract the top, it folds into a flat storage compartment over the engine.

Beyond the soft top, the 2017 Audi R8 Spyder is pretty much just like the coupe: light, tight, and handles right.

One of the car’s signature design elements is seen in the singleframe grille. It has a three dimensional honeycomb design and Anthracite Gray finish. Photo: Audi of America, Inc.

Sturdy Footing

Audi describes the new Spyder as having a “strong backbone” with its newly developed ASF aluminum and carbon fiber construction. Which is a jazzy way of saying this thing has the torsional rigidity of a steel I-beam and the weight of a bird bone. Like the previous R8s, the interior is all race car slick and driver focused; easy-to-operate controls and functions, including the fully digital Audi virtual cockpit that does away with traditional, mechanical gauges.

There’s no use to beating around the paddock about this: Audi makes no bones about the cross-pollination between the track and the street when it comes to the latest R8. Not only is there lots of racecourse derived stuff in the street version, the street version also forms the basis of the new R8 LMS GT3 racecar. Which Audi intends to mercilessly club its competition at places like Daytona and Le Mans and such.

Audi says the new R8 exemplifies an all-new application of the ASF lightweight chassis construction methods and uses a high percentage of carbon fiber materials. Aluminum components make up 80 percent of the chassis. Basically it’s shaped in a lattice structure that engineers then incorporate specific reinforcements into; the sills, A-posts, and windshield frame for example. This all adds up to the new Spyder being more than 50 percent stiffer than its predecessor.

All that rigidity is put to good use, thanks to the aforesaid 5.2-liter V10 engine and seven-speed S-tronic dual-clutch transmission. Yup, 540 horsepower and 398 lb-ft. of torque. Not shabby, but this car is also going up against things like the Ferrari 488 and Porsche GTS, so that’s actually a little on the low side. The V10 does rev like the business though, all the way up to an 8,700 rpm redline. This moves the R8 V10 Spyder from 0-60 mph in 3.5 seconds, one tenth faster than the previous generation.

Photo: Audi of America, Inc.

Suspension & Drive Systems

The S tronic dual-clutch transmission is fully integrated with the Audi drive select system. And there is a new launch control program that delivers “a heightened level of acceleration through precise engine speed and an automated clutch release,” according to Audi.

There is a double-wishbone design for both the front and rear suspension and the weight is kept low with forged aluminum control arms. If you’d like, you could tick the option box for the dynamic steering, which gives you a variable steering ratio based on vehicle speed and the Audi drive select adjustment. The less direct steering ratio facilitates more stability the faster you go, and at lower speeds, you get increased steering response and easier maneuvering.

The new R8 Spyder rides on an updated version of Audi’s groundbreaking quattro all-wheel drive system. The majority of torque is transmitted to the rear wheels, but under certain driving conditions, the Spyder has the ability to send up to 100 percent of all available torque to the front axle. You know, conditions like heavy rain and such. The front axle has a new electronically controlled hydraulic multi-plate clutch; torque vectoring, and full quattro integration within the Audi drive select system are also utilized.

There’s a whole slew of tech goodies: Wi-Fi hotspot, LED lights all around, heated 18-way power sport seats, standard Bang & Olufsen Sound System with enough speakers and wattage to make you feel like you’re driving a Grateful Dead concert, but . . .

Now we come to the bad news: $ 175,100, MSRP.

That is the starting price for all this droptop, high tech, go fast goodness. So you’re nearly over 200-large by the time you’re out the door. But you know, if you’re a prospective 2017 Audi R8 Spyder owner, you’re probably not concerned much about stuff like cost.

Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Audi of America, Inc.

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In Search Of Rosie: The Porsche 718 Cayman

England is not like California. In England rain is a tradition. We look to the skies and wonder what that bright orb is above our heads. Eventually we recall dim memories of something called the sun.

A couple of weeks ago, a little sun entered my life in the form of the latest version of the legendary Porsche Cayman, now designated with the number 718 in memory of a long-ago racing car. Unfortunately, the weather failed to play ball and was typically appalling.

I therefore am obliged to apologize for the dirty state of the car in some of my images.

We went searching for the origins of the famous book Cider with Rosie by the writer and poet Laurie Lee, and naturally it rained. The combination of road dirt and water soon reduced the metallic Graphite Blue paint to a dull gray. What it could not do was dampen our spirits. This car is very, very special.

What’s New

Porsche sports cars do not change, they evolve. We used to say the Cayman of old was the best driver’s car around yet the German brand seem capable of making the best even better. The version tested here is the basic 718. Change in the modern world is inevitable and downsizing is all the rage at the moment. Thus, in an effort to boost performance but reduce pollutants, the old flat-six engine has gone, replaced by the same new flat four-cylinder engines with turbocharging as is featured in the sibling 718 Boxster.

As a result, both coup and roadster have an identical engine output for the first time. The entry-level version (in the British market) starts with 296 horsepower from two liters of displacement. The faster S model delivers 346 horsepower with a displacement of 2.5 liters.

There are many other tweaks, including the styling, infotainment, and some suspension parts lifted from the GT4, but otherwise the 718 Cayman is the same as before, only different. The changes are subtle; the domed front wings, the neat Bi-Xenon light clusters, and the under-spoilers all add up to a convincing whole.

As ever with Porsche, the options that make the car this special cost extra. The basic car in the UK costs around £40,000 ($49,304) but with standard options, the tested vehicle retails at a mighty £53,605 ($66,074) although with your lighter taxation in the USA, American buyers may pay less.

Porsche 718 Cayman. Photo: DriveWrite Automotive.

Features & Options

The options on this car added approximately £14,000 ($17,256) to the base price. These are things you actually want so buyers might as well just accept this is the Porsche way, clench their buttocks and bank balances and ante up.

20-inch wheels painted gloss black: Check. Sports Chrono Package: Check. Navigation, GT steering wheel, Torque Vectoring: Check. Check. Check. The list goes on.

In fact, surprisingly, the only thing you don’t want is the Sports Exhaust System which will set you back about a grand and a half. Porsche’s of old had a sound of their own and anything that amplified that glorious auto symphony was welcome. Not any more.

Despite their best efforts, the 718 Cayman ticks over with a sort of flatulent bellow worthy of a low drinking den at closing time. It gets marginally better under performance but, let’s face it, a turbo-four is never going to reach those aural heights beloved of sports car drivers. Save your money and savor the quiet hum of German engineering at its best instead.

Interior Features

Our test car luxuriated in the presence of Sports Seats Plus (at extra cost, natch) that are part leather and part Sport-Tex cloth. Play around with the electrically adjustable seat and there it is – the perfect driving position. It is low and cossetting as it should be. The wheel is a delight to fondle and the pedals sit just right for some old-school heel and toe action if that’s your thing.

Although the PDK automatic gearboxes with flappy paddles are great (and make the car fractionally faster) it seems to me the six-speed manual gearbox is the way to go on this motor. It is crisp and notchy and even a novice driver should have no problem with finding the right ratio at the right time. Sublime.

Surround visibility isn’t great but the addition of reversing sensors eliminates potential parking pain. All the Bluetooth and infotainment options you need for great sounding tunes and the like is to hand on the 4.6-inch color screen; the navigation system is simple and effective.

If a long weekend away at a quiet romantic venue appeals, then there is no need to skimp on luggage. The space aft of the engine will take a decent sized overnight bag and the deep front well will swallow a carry-on suitcase, making the 718 a versatile companion. This is the only occasion when three won’t be a crowd.

The Oily Bits

Proper He-Man engines are in decline. Get over it. Move on and embrace our turbo-charged future. Porsche says on the combined overall cycle, this car should return 38 miles to the gallon. The trouble is, this sporting beauty is so damnably drivable that the truth is probably way below that, especially as 62 mph comes up in around five seconds. A parsimonious parson might achieve that lofty fuel figure but you won’t.

The two liter engine has an aluminum block and pistons, four valves per cylinder, and VarioCam Plus variable valve timing and lift, if these things matter to you, driving the rear wheels.

Stopping power is courtesy of 4-piston aluminum monobloc fixed calipers front and rear, with internally vented and cross-drilled discs. As I was obliged to prove at one point on the wet roads of Somerset, these well-modulated stoppers really work. I am less keen on the electrically controlled parking brake which is a touch inaccessible and takes a bit of getting used to.

Porsche 718 Cayman. Photo: Porsche Cars North America, Inc.

On The Road

Finally we reach the important part of the proceedings. We traveled to the village of Slad which is where the author Laurie Lee called home. The Slad Valley in which the village nestles forms the backdrop to Cider with Rosie. The winter weather did the scenery no favors, stripping bare the earth and trees, but it is plain to see that summer would soon transform it back into a bosky haven of rolling green, so fondly remembered by the writer.

We dined sumptuously in the ancient Woolpack Inn, a second home to the author, but it was the drive to and from that was the highlight of the day. In terms of their driving dynamics, the new 718 Cayman models follow in the tracks of the classic 718 cars, say Porsche. Thanks to their outstanding agility, the historic mid-engine sports cars won numerous races in the 1950s and 1960s, such as the Targa Florio and Le Mans.

Lateral rigidity and wheel tracking have been improved in the completely re-tuned chassis of the Porsche 718 Cayman. Springs and stabilizers have been designed to be firmer and the tuning of the shock absorbers has been revised.

The steering, which has been configured to be 10% more direct, enhances agility and, importantly, driving fun. The rear wheels, which are one-half of an inch wider than before, in combination with the redeveloped tires, result in an increased lateral force potential and hence in greater cornering stability.

Know what? It works well.

Second Thoughts

Wait! Belay that: it works brilliantly. The 718 Cayman is as wonderfully set up as ever it was. If you like cars simply for the pleasures of driving, it is as close to perfection as you can get. Inevitably, there’s a touch of turbo lag below 2000 rpm, but keep the revs higher and the torque feeds in smoothly and predictably. There’s plenty of mid-range punch and the engine is more than prepared to rev its socks off as required.

So many cars, so little time. Is this the best car I have EVER driven? I can’t say that for sure but what I can say is the Porsche 718 Cayman is one of the finest sports cars ever made. Even at the price quoted, it remains a tremendous value.

If you can, you should. I would.

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

Porsche 718 Cayman Gallery

Photos: DriveWrite Automotive, Porsche Cars North America, Inc.

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Debate: Should You Use OEM Or Aftermarket Parts?

In today’s automotive world, consumers have more options than ever when it comes to car care and parts for performance and optimization. While parts from Original Equipment Manufacturers remain available for purists, aftermarket auto parts have seen a significant rise in popularity over the last several years, particularly with the mass availability from online retailers.

So how do you know which parts are right for you and your car?

By Definition

Let’s start by defining each of these terms. OEM (Original Equipment Manufacturer) parts are components from the same parts manufacturer who supplied the factory. Up until recently, these were only available at authorized dealerships. However, some of these brands are now available at other retail sources.

Aftermarket parts typically refer to components manufactured by competing companies. Some may be well-known brands, and others may not. These parts have long been available from traditional brick-and-mortar auto parts stores, but are now available from many online businesses.

Benefits of OEM Parts

An EXACT replacement. You are guaranteed the OEM part will be the exact same quality as the part you’re replacing, and will fit perfectly. They are also covered by the vehicle manufacturer. Most car manufacturers have a very good warranty on their replacement parts. That warranty is usually honored by any authorized dealership in the country, and if the dealer installed the part, the warranty usually includes labor.

OEM Considerations

Pricing. When purchased at a dealer, the OEM part is usually more expensive. There is also availability to consider. If your vehicle is a less-popular brand, authorized dealers may be more widely scattered. Dealers don’t always stock the part you need, and there may be a delay if it needs to be ordered.

Benefits of Aftermarket Parts

Choice. The aftermarket has responded to customer demand by providing a much broader choice than OEM. There are well-known aftermarket brands, including “OE equivalent,” as well as mass-market and lesser known brands.

Another benefit is pricing. In general, the aftermarket competes on price. Similar to what’s described above for choices and options, there will be different price levels. Those who desire the least expensive choice can usually find that in the aftermarket.

Bosch Premium Oil Filter. Photo: Bosch Auto Parts.

Aftermarket Considerations

Warranty. Depending on how long you plan to keep your car, the warranty period may be more important. If comparing two aftermarket parts, be sure to compare the warranty periods. Most well-known aftermarket suppliers provide a warranty close to, or even surpassing, the OEM warranty.

Quality is another important thing to consider. Years ago, it was presumed the quality of aftermarket parts was inferior to OEM parts.

That has changed as the aftermarket has improved to meet consumer demand. In fact, in some cases, large aftermarket businesses have manufactured replacement parts which improve upon known OEM weaknesses.

Bottom Line

If your vehicle is under warranty, or if the aftermarket does not offer the part you need, you have no choice but to obtain an OEM part from an authorized dealership. At the other extreme: if you own an old car (or a brand that has gone out of business), and there is no OEM choice, the aftermarket IS your only source for parts.

We recognize there are those consumers for whom only the OEM part will suffice. However, the aftermarket has improved its offerings across the board. There are OE equivalent brand names which have branched out to offer high-quality parts for all brands, not just the ones they originally supplied. At the same time, long-time aftermarket suppliers have worked to bring their quality up to, or exceeding, the OEM standard.

As the customer, there are important things to consider when choosing between OEM and aftermarket parts.

Richard Reina is a Product Trainer at CARiD.com and lifelong automotive enthusiast.

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