Automotive

Second Generation McLaren Super Series: Boy Can It Stop

Second Generation McLaren Super Series: Boy Can It Stop

With the Geneva Motor Show fast approaching, McLaren is gearing up for the roll out of the next generation of their Super Series. The one make series for well-healed racers is notable for a number of reasons, but have you seen how quick these things can stop?
Years ago, I was hanging out in the paddock at the Vancouver IndyCar race, talking with one of the sponsorship guys from Player’s Racing. Up walked the wife of one the honored guests, and she asked a very cogent question: “What’s the best thing that an IndyCar can do?”
Without missing a beat he said, “you have to remember that the fastest thing a race car can do is stop.”
Infinity And Beyond
It seems kind of counter-intuitive, but it’s actually true. If you’ve even gotten a ride around a track in a race car, or even better still, driven one yourself, especially a formula car, you know the braking forces are literally mind boggling. IndyCars can pull in excess of 4 Gs when they’re really on the binders. That’s enough to slide you forward in your seat against the already-tight harness, for your eyeballs to distend and start to come out of your sockets, and for your consciousness to gray-out.
I wasn’t kidding when I said “literally mind boggling.”
Road cars, even high performance ones, are not nearly this capable, but are still pretty impressive enough. This is just the feature McLaren is touting about with regard to the stopping capabilities of the new Super Series.
Raw Mechanics
The cars of the McLaren Super Series can do zero to 200km/h (124 mph) in 7.8 seconds, which is impressive enough. But if you stand on the binders, these things can brake to a standstill in just 4.6 seconds and 117 meters (about 384 feet). That is a full six meters less than the McLaren 650S supercar, nearly 20 feet shorter and almost on par with the McLaren P1 hypercar. And the P1 has to use all these gizmos like flaps and hybrid-regen braking and the like. The Super Series cars do it the old fashion way: Raw mechanics.
“As well as delivering the outstanding driver involvement and enjoyment for which the brand is renowned, McLaren’s new supercar will also excel in everyday driving,” explained Chris Goodwin, McLaren Automotive Chief Test Driver. “The extreme performance and dynamic prowess of the second-generation Super Series, honed by testing at the limits and beyond, provides the perfect foundation for it to be the most complete supercar across the full range of use.”
Okay yes, the guy is obviously biased, and yes, he is trying to make the people that sign his checks look good, but still, these things are very impressive. McLaren put out a short film showing Goodwin himself flogging the car like a rented mule, and it does look very capable – and fun. It must be a total hoot to have a car like this and a track all to yourself. The footage can be viewed below.
Photo: McLaren Automotive.

Brake Pedals & Papaya Orange
All this stopping aptitude comes down to lighter, stiffer brake calipers (most likely of a mono-block design) carbon-ceramic discs as standard (natch), and optimized brake pedal feel and modulation at the limit. Those last two will be key elements in delivering all the stopping power. Being able to hold your braking right at the limit of lock-up, and being able to modulate that is a real godsend.
McLaren also gives deserved credit to the new, bespoke Pirelli P Zero Corsa tires (which McLaren spells tyre, cause they’re quaint and British and are probably having tea and biscuits (i.e. cookies) as you read this). The new Pirelli skins are said to give a six percent improvement in mechanical grip compared to the McLaren 650S.
Finally, I have to give a big round of applause to McLaren for one of the nicest touches I’ve seen lately in a piece of corporate media. All of the main titles and such in their press releases are in a Papaya Orange font. Some people mistakenly refer to this color as “McLaren Orange” but they are wrong. The shade is properly referred to as “Papaya Orange” which is Bruce McLaren’s favorite color, and the color of all of his racing cars from back in the 60s.
Papaya Orange. Know it. Love it. Live it.
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 & Video: McLaren Automotive

Check out these Automotive tips

http://carsecret.atspace.eu/blog/second-generation-mclaren-super-series-boy-can-it-stop/

2018 Porsche Panamera Sport Turismo: Kinda Ugly But Really Powerful

2018 Porsche Panamera Sport Turismo: Kinda Ugly But Really Powerful

I know, pointing out that Porsche’s Panamera is as homely as a mud fence is kind of a cheap shot, and one that has been taken by almost anyone who has seen the car. But really, why split hairs over aesthetics when you see the performance numbers?
Porsche will be rolling out the 2018 Panamera Turbo S E-Hybrid at the upcoming Geneva Motor Show, but all the pre-release docs point out that this is the most powerful Panamera ever.
Performance & Efficiency
The 2018 Panamera Turbo S E-Hybrid, which is a plug-in hybrid, by the way, is the flagship of the Panamera line. The powertrain pairs the 4.0-liter V8 engine from the Panamera Turbo with an electric motor for a prodigious combined power output of 680 horsepower and 626 lb-ft. of torque. Porsche, with nary a hint of irony nor humility says that “only the limited production 918 Spyder has ever had more power.”
That little remark must really sit well with 911 and Cayman owners. Of course, that is offset by the fact that the Panamera is neither light, nor exactly nimble. So no one in a 911 should feel threatened.
Despite that power-to-weight trade off, the Panamera Turbo S E-Hybrid is anything but slow. 0 to 60 mph comes up in 3.2 seconds and Porsche’s big sedan tops out at 192 mph. And since this is a hybrid, the efficiency figures are pretty impressive as well, with the average fuel consumption at 2.9 liters per 100 kilometers, which works out to 81.11 mpg. The Panamera hybrid can drive on fully electric power for up to 50 kilometers, which is around 30 miles. More than enough for shorter trips to get groceries and the like.
The new Panamera Turbo S E-Hybrid employs a boost strategy derived from the knee-weakening 918 Spyder to help attain those performance figures. The drivetrain combines a 136 horsepower electric motor with a 550 horsepower twin-turbo V8 engine to provide the motive. There’s this gizmo called a decoupler that’s part of the Porsche hybrid module. The decoupler, triggered electromechanically, ensures responsive shifting between the engine and the electric motor.
Like all other Panamera models, the transmission is a quick-shifting, eight-speed dual-clutch box. This would be a further utilization of Porsche’s famed PDK transmission (or Doppelkupplung, which is hysterically funny to try and pronounce without sounding like a Muppet). Everything gets sent through the standard active all-wheel drive system with Porsche Traction Management.
Photo: Porsche Cars North America, Inc.
Battery & Charging
The electric motor itself, usually a rather boring piece of kit, is powered via a liquid-cooled lithium-ion battery with an energy capacity of 14.1 kWh. So, that’s pretty fine that you need a radiator for the car’s battery, if you ask me. Yes, yes, I know, charging. The next biggest bug-a-boo on any sort of EV or plug-in hybrid, after range concerns, is charging times and schemes. The Panamera’s high-voltage battery takes 12 hours to fully charge via a common 120 volt, 10 amp connection, which is what you have in the walls of your typical American home.
No, this is not very fast, but, you don’t need to drag some guy from the IBEW out to your house to install a 220 volt line. Really, when you’re dealing with that much juice, leave it to a pro, okay?
You do have the option of getting a 7.2 kW on-board charger instead of the standard 3.6 kW unit. This drops the time to less than three hours with a 240 volt, 40 amp connection. Yes, you have to monkey with your house wiring, or, more prudently pay someone to do it for you, but if you can plunk down the cash for a Porsche, you can afford this.
The charging process can be easily managed using a timer via Porsche Communication Management, or through the Porsche Connect app for smartphones. Photo: Porsche Cars North America, Inc.

Abundant Tech
With that much golly-gee-willikers tech in the drivetrain, it’s unsurprising to find the rest of the car just as slathered with high tech goodness. There’s a 12.3-inch touchscreen for dealing with the Porsche Communication Management system with integrated navigation, and smartphone incorporation via Apple CarPlay. Air suspension? That comes standard. Porsche Ceramic Composite Brakes, check. Porsche Dynamic Chassis Control Sport including Porsche Torque Vectoring Plus, check and check.
Power Steering Plus and Sport Chrono Package? Of course sir or madam. Auxiliary air-conditioning, adaptive aerodynamic elements, and a three-chamber air suspension including Porsche Active Suspension Management are also standard. The Executive version, that’s the one with the longer wheelbase, is equipped with rear axle steering, 8-way power rear seats (with comfort head rests), and 4-zone climate control.
Cost? A lot. Like condo in suburban Seattle a lot. The 2018 Panamera Turbo S E-Hybrid will run $184,400 USD, and the Panamera Turbo S E-Hybrid Executive will start at $194,800 USD.
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: Porsche Cars North America, Inc.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2018-porsche-panamera-sport-turismo-kinda-ugly-but-really-powerful/

Cee’s Black & White Photo Challenge: Cars, Trucks, or Motorcycles

This week’s Cee’s Black and White Photo Challenge (CB&W) topic is Cars, Trucks, or Motorcycles. You vehicles this week can be vintage or right off the assembly line. They can be rusty and crusty and found somewhere in the an old barn or in the woods. They can be extra shiny and prime for show. […]

via Cee’s Black & White Photo Challenge: Cars, Trucks, or Motorcycles — Cee's Photography http://carsecret.atspace.eu/blog/cees-black-white-photo-challenge-cars-trucks-or-motorcycles/

Ford Proposing Cars That Are Virtual Personal Assistants

Ford Proposing Cars That Are Virtual Personal Assistants

According to Ford, by 2022 nearly all new cars are expected to offer voice recognition, and future systems may evolve to interpret tone of voice and facial expressions. This will come as a surprise to people who drive Ariel Atoms and Lotus 7s, and as no surprise to anyone who thinks it’s over-reach at best, and a bad idea in general.
Look, Ford’s in-car connectivity system SYNC 3 works really well. It already has voice control and integrates with Apple CarPlay and Android Auto. Soon we will be able to use Amazon’s virtual assistant Alexa as part of SYNC.
That’s all fine and good, I guess. What is not good is this:
Keep It Simple Stupid
According to Ford subcontractor Nuance, within the next two years, voice control systems could prompt us with: “Would you like to order flowers for your mom for Mothers’ Day?” “Shall I choose a less congested but slower route home?” And “you’re running low on your favorite chocolate and your favorite store has some in stock. Want to stop by and pick some up?”
No. No I would not. You know what I would like to do: Drive. Look. I’m not a Luddite. I like technology. But I am also opposed to any technology being added to a car that makes driving it harder or more complicated.
Adding stuff like this to a car is solving problems that do not exist, and overlooking problems that are already there. It rather reminds me of the time when someone pointed out to Triumph that people weren’t buying their cars because they were scared of them being unreliable. Triumph’s answer: Make them easier to work on. Triumph thought the problem was solved. The market thought otherwise.
The answer to traffic is not to figure out that you’re upset by it and sing you a happy tune, it’s to make less traffic. And believe it or not, singing you a happy song is just what Nuance would like to do.
“We’re well on the road to developing the empathetic car which might tell you a joke to cheer you up, offer advice when you need it, remind you of birthdays, and keep you alert on a long drive,” said Fatima Vital, Senior Director of Marketing Automotive for Nuance Communications.
Ford brings the industry’s first in-car Alexa integration with SYNC 3 AppLink. Alexa provides the ability to command and operate internet-enabled functions such as lighting, security systems, garage doors, and other Alexa smart home devices. Available home-to-car features allow electric vehicle owners to start and stop their engine, lock and unlock doors, and monitor vehicle readings, including fuel level and battery range. Photo: Sam VarnHagen.
Facial Recognition, Mood Interpretation
Why they thought this was an answer, and to what problem is beyond me. What we do know is that Nuance helped Ford develop voice recognition for the SYNC in-car connectivity system, so Ford seems to listen to these people, which does not fill one with confidence. Ford predicts that future in-car systems like SYNC will evolve into personal assistants that can shuffle appointments and order take-out food when drivers are stuck in traffic jams.
No. Seriously.
Ford and Nuance think the cars of tomorrow will be able to pick up on tiny changes in our facial expression, as well as modulations and inflections in our speaking voice, easing the driving experience.
Yeah, just what I want. Some idiot blows through a red light, I nearly hit him, the car picks up on “tiny changes in my facial expression and modulations and inflections in my speaking voice,” i.e. I turn red in the face and start screaming at another driver’s inattentive behavior that nearly cost me my life, so the car decides to play “The Piña Colada Song” to calm me down. Yeah, bad idea.
In the future, our vehicles may be able to read our facial expressions and respond. Photo: Ford Motor Company.

Silence & Sneezes
Ford and Nuance say that advanced in-car systems equipped with sophisticated microphones and cameras could “learn which songs we like to hear when we are stressed and those occasions we prefer to simply enjoy silence.” The car could even change the interior lighting to complement our mood.
I don’t even know where to start with that mind bogglingly misdirected urge.
“Voice commands like ‘I’m hungry’ to find a restaurant and ‘I need coffee’ have already brought SYNC 3 into personal assistant territory,” said Mareike Sauer, Voice Control Engineer, Connectivity Application Team, Ford of Europe.
Hey Mareike, what will my car-of-the-future do when I lose it over the knuckle-dragging reprobate in front of me, fiddling with their voice recognition in-car assistant and driving 25 miles an hour under the speed limit? What if I demand that my car play Black Flag at maximum volume and order that it deploy The Hadron Enforcer on said knuckle-dragger?
It gets even goofier. Ford says future gesture and eye control would enable drivers to answer calls by nodding their head, or with short twisting motions, adjust the volume, or set the navigation with a quick glance at their destination on a map. They said nothing about what would happen if someone has a sneezing fit in the middle of allergy season or a total freak out over noticing a bee flying around in their car.
Want to give me a better car? Give me a car that looks like a Ferrari, goes like a cheetah, and costs like a Miata. Leave the digital minions in the hands of Apple or Google or Bill Gates.
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.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/ford-proposing-cars-that-are-virtual-personal-assistants/

2017 Honda CR-V: Product & Performance Overview

2017 Honda CR-V: Product & Performance Overview

The 2017 Honda CR-V is really about good things getting better. It’s one of America’s best-selling SUVs, with lots of features and performance attributes to match. Now in its fifth generation, the 2017 Honda CR-V has more cargo space, new interior refinements, and increased levels of connectivity and comfort.
The CR-V’s new body architecture provides benefits as well, from ride and handling to steering response.
Nearly 4 million CR-Vs have been sold in the United States over the last 20 years. If you are considering one, here is a breakdown of the 2017 Honda CR-V.
Exterior Design
The focus was a more aggressive stance, characterized by the combined appearances of the front end, fenders, and headlights. Honda also wanted to achieve a sophisticated and athletic presence, as seen in things like the longer wheel base and short rear overhang.
Honda even took the hood into consideration and the dual exhaust is a nice touch too.
Although, the 2017 Honda CR-V is more than a pretty face – it’s functional and efficient. With the automaker’s first Active Shutter Grille system, aerodynamic drag is reduced to increase fuel efficiency. The A-pillars are narrower to increase visibility. At the rear, the tailgate will open and close by simply waving your foot under the vehicle (optional).
Photo: Honda North America.
Interior Finish
Honda wanted to set a new standard here as they focused on refinement, utility, and premium features. The new soft-touch instrument panel, seat stitching, and color TFT driver information interface are prime examples. Other creature comforts include a remote start, dual-zone climate controls, heated side mirrors, and dual rear USB charging ports.
In the way of comfort, the front passenger seat has a 4-way power adjustment while the driver’s seat has an 8-way power adjustment and 4-way power lumbar support.
The 2017 Honda CR-V is well connected with a 7-inch touchscreen Display Audio interface. The Android operating system has an available Honda Satellite-Linked Navigation System, developed in partnership with Garmin. Smartphones are easily integrated through Apple CarPlay and Android Auto.
Cargo Space
There is plenty of room for everything from groceries and pets to people and sports equipment. Since the 2017 Honda CR-V has a winder stance and longer wheelbase, interior room has increased nicely. When compared to the previous model, total interior volume is up 1.8 cubic feet. This includes an increase in rear seat legroom by 2.1 inches, while total cargo length, with the second-row seats folded flat, increased by 9.8 inches.
A new 60/40 split rear seat design should make it easy to get passengers and cargo in and out.

Photo: Honda North America.

Engine Specs & Fuel Economy
Honda invested a significant amount of time here, focusing on responsiveness, fuel economy, and overall performance. The 2017 Honda CR-V offers two engines, both of which are pretty solid. The CR-V LX trims are powered by a 2.4-liter DOHC direct-injected i-VTEC engine with Variable Timing Control. The higher trims feature CR-V’s first turbocharged engine, a 1.5-liter DOHC, Direct-Injected in-line 4-cylinder with dual Valve Timing Control.
The first engine, the 2.4-liter, creates 184 horsepower and 180 lb-ft. of torque. Fuel economy is EPA rated at 26/32 city/highway and 27 combined with front-wheel drive. All-wheel drive, by comparison, is rated at 25/31 city/highway and 27 combined.
The second engine, the 1.5-liter turbo, comes in at 190 horsepower and 179 lb-ft. of torque. At first glance, the numbers seem pretty close (and they are) but the advantage for the second engine is where the torque is available: 2,000 to 5,000 rpm here as opposed to 3,900 rpm with the 2.4-liter.
Fuel economy ratings on the turbo engine are a bit better too: 28/34 city/highway and 30 combined with front-wheel drive and 27/33 city/highway and 29 with all-wheel drive.
Try not to stress too much here. If you are looking at the 2017 Honda CR-V seriously, pick the one that fits your budget. Either engine will be satisfactory. Both are paired to a continuously variable transmission (CVT) with Honda G-Shift control logic.
Last big item here is Honda’s Real Time AWD system, which will provide additional footing in bad weather. The 2017 Honda CR-V sees a significant increase, through this system, in maximum rear-wheel torque output. Finally, new electronic controls will provide better traction, regardless of the weather.
Photo: Honda North America.
Chassis & Suspension
To increase things like handling and ground clearance, a front MacPherson strut and a new rear multi-link suspension were employed. There are specially tuned low-friction dampers, while tubular front and solid rear stabilizer bars provide more response when turning and driving through corners.
The dual-pinion, variable ratio Electric Power Steering is essential here too, providing the driver with a strong sense of control. This will make maneuvering the vehicle through packed city streets, congested parking lots, or rush hour traffic relatively easy.
Safety & Security
One of the things we feel quite strongly about is Honda’s next-generation Advanced Compatibility Engineering (ACE) body structure. We are convinced it is one of the best designs on the market to keep you and your family safe. Essentially, ACE is a very strong, very stable front frame structure that provides protection in a frontal collision. The design disperses crash energy away from occupants (you and your family) by diverting that energy to upper and lower structural elements of the vehicle.
The 2017 Honda CR-V is targeting the highest available safety ratings, including an NCAP 5-star Overall Vehicle Score from the NHTSA and a TOP SAFETY PICK+ rating from the IIHS, including a SUPERIOR rating for frontal crash prevention when equipped with Honda Sensing.
Photo: Honda North America.
Development & Manufacturing
Honda offices in the United States and Japan worked together when developing the 2017 CR-V. The vehicle will be produced in North America at three different facilities: East Liberty, Ohio, Alliston, Ontario, Canada, and, for the first time, Greensburg, Indiana. Engines for the new CR-V will be manufactured in Anna, Ohio and in Alliston, Ontario, while the CVT will be produced in Russells Point, Ohio.
In essence, the 2017 Honda CR-V came to fruition through the collective efforts of the automaker’s various teams worldwide. The vehicle is on sale now with a starting MSRP of $24,045 USD.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2017 Honda CR-V Gallery

Photos & Source: Honda North America

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2017-honda-cr-v-product-performance-overview/

2018 Camaro ZL1 1LE: Hang On, This Thing Is Fast

2018 Camaro ZL1 1LE: Hang On, This Thing Is Fast

As luck would have it (more to do with my lifelong addiction to racing) this past weekend was the Daytona 500. Driving the pace car was Jeff Gordon, fresh off his win (I thought he was retired) at the 24 Hours of Daytona. The car he was driving was a 2018 Camaro ZL1 1LE.
At one point he said, while pacing the field, cool as a cucumber, “y’know, this thing can top out right around 200 miles an’ hour.”
That’s all I needed to hear.
Running With The Pack
Now, I am not that much of a NASCAR fan. But this was the Daytona 500, so why not? However, I am enough of a fan of the stockers to know that at Daytona (and at Talladega etc.) a stock car tops out in the mid-190s, brushing up against 200. Yes, yes, I know. This is a restrictor plate track, and yes, I know they could go considerably faster if you pulled the plates and just let ’em run. Go ask Brian France why that’s the state of things, I’m not going to get into it here.
Anyway, Gordon’s statement of, “y’know, this thing can top out right around 200 miles an’ hour,” was clearly meant to be interpreted as “y’know, if I don’t pull into the pits, I bet I could hold these guys off for a lap or two!”
No, that’s not just my wishful thinking. The huge grin on Jeff Gordon’s face when he said it tells you it was fact.
Heavy Hitting
Now, the General will tell you the new ZL1 1LE is all about being a curve swallowing, straight-munching track machine – and make no mistake, it is – but c’mon, how much fun would this thing be on Woodward Avenue on a warm spring night? That smug yuppie jerk that’s been pacing you for the past three or four lights? This would wipe that conceited grin off his face like a chalkboard eraser.
Basically, the Bowtie Boys show us this is going to be one quick mofo.
For starters, the new ZL1 1LE was 3 seconds faster than the standard ZL1 Coupe around General Motors’ Milford Road Course. At 2.9-miles, that’s more than a second per mile quicker than the next quickest Camaro Chevy offers. That is a big gap.
How, might you ask, does Chevy make a Camaro this fast? Well, my busted-knuckle, greasy-nailed gearheads, they did it by working four main elements like Ali on a heavy bag: Aerodynamics, adjustable suspension, wheels and tires, and weight loss.
Photo: Chevrolet.
Aerodynamics & Suspension
Aero-wise there’s a bunch of new bits and pieces sprinkled onto the car. There’s a carbon fiber rear wing (and yes, it actually produces downforce and was finessed in a wind tunnel) and up front there are specific air deflectors and dive planes on the nose. Bottom line: grip is up, and cornering speeds are way up.
The adjustable suspension showcases racing-derived, lightweight dampers (front and rear) a with Multimatic DSSV (Dynamic Suspension Spool Valve) system. Yes, that’s a bunch of corp-speak, but what it gives the 1LE is excellent wheel and vehicle control. These front dampers can adjust the front-end ride height while the camber plates are also adjustable. The rear stabilizer bar? You get three adjustments there, and all of the suspension components are designed for quick changes at the track for “optimal performance and a quick return to street settings when the track day ends.”
Or, you know, you can just leave it on the track set up because that’s how you roll.
Tire Tech
The 1LE rides on new, lightweight forged aluminum wheels that are an inch wider but, curiously, are an inch smaller in diameter, front and rear, than the standard ZL1 wheels. Your guess is as good as mine, but I’m betting on better sidewall control and an obviously larger contact patch. The wheels are swathed in new Goodyear Eagle F1 Supercar 3R tires. Chevy says this is good enough to deliver a max lateral grip of 1.10g, which is really impressive. The new Goodyear skins were created solely for the Camaro ZL1 1LE. The 3R tires warm up faster, so as to stop you from embarrassing your self on the first corner of the first lap.
The new wheel-and-tire package weighs about 1.5 pounds less per corner.
Speaking of lighter weight, the lighter wheels and dampers, along with reduced thickness in the rear glass, and a fixed-back rear seat drop 60-pounds off the curb weight of a standard ZL1 Coupe. Look, lighter weight is always a laudable goal in performance oriented cars, but 60 pounds ain’t all that much, and Camaros, although relatively lighter, will never be mistaken for something Colin Chapman would make.
Photo: Chevrolet.

Engine & Braking
Besides, given the engine this thing has under the hood, weight issues aren’t really issues. In the case of the Camaro ZL1 1LE, said plant is a 650 horsepower, supercharged LT4 engine hooked up to a six-speed manual transmission with Active Rev Match.
Hence the big grin on Jeff Gordon’s face.
Stopping is down to Brembo brakes, with red calipers with the 1LE logo, because why not add a little bit of flash?
Other standard features comprise of dual-zone automatic climate control, Bose premium audio system, heated/ventilated front seats, and a heated steering wheel, because even though this is a track-focused car, this is not a track-only car. Only complete hair-shirt screwballs would insist on a factory car stripped of carpet and sound deadening and back seats and stipulate side windows made of Lexan.
But there’s no need to get into my personal kinks, this is all about the 1LE.
The 2018 Camaro ZL1 1LE goes on sale later this year and pricing will be announced closer to that 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.

Photos & Source: Chevrolet

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2018-camaro-zl1-1le-hang-on-this-thing-is-fast/

2017 Mazda CX-9 Signature AWD Review

2017 Mazda CX-9 Signature AWD Review

The 2017 Mazda CX-9 offers up three-row seating, abundant features, and plenty of safety tech for growing families. But it’s the driving dynamics that set this family hauler apart from the seven-passenger SUV segment. In the top Signature trim, the CX-9 is exploring new territory, and that puts it up there with some of the luxury brands.
It’s the most luxurious in this class.
We recently drove the 2017 Mazda CX-9 Signature trim with all-wheel drive.
What’s New For 2017
Not much has changed except for the Mazda CX-9 Touring trim now comes standard with Smart City Brake Support. On the Signature trim, it comes standard as well.
Features & Options
The top-of-the line 2017 Mazda CX-9 Signature AWD ($44,315) comes standard with plenty of features for families. It has 20-inch alloy wheels, automatic LED headlights, tri-zone automatic climate control, leather-wrapped steering wheel and shifter, 60/40-split folding second-row seats, 50/50-split folding third-row seats, and a rearview camera.
It also comes with heated mirrors, a power lift gate with adjustable height stops, keyless ignition and entry, an auto-dimming rearview mirror, blind-spot monitoring with rear cross-traffic alert, low-speed emergency braking (Smart City Brake Support), heated front seats, premium leather upholstery, an eight-way power-adjustable driver’s seat (four-way front passenger seat), an 8-inch infotainment display, and two USB ports in the second-row center armrest.
Other features include LED fog lights, automatic wipers, roof rails, a sunroof, and adaptive cruise control.
Safety tech includes lane keeping assist, rear parking sensors, upgraded frontal collision warning and mitigation systems, and a heads-up display. Driver-seat memory functions, retractable sunshades for the middle-row seats, aluminum interior trim, and additional interior lighting are also included. Navigation, a 12-speaker Bose premium audio system, and satellite radio are standard; the Signature variant also adds exterior LED accent lighting and rosewood interior trim.
Total MSRP including destination: $45,855.

Interior Highlights
Comfortable and upscale are the two best words to describe the cabin of the XC-9 Signature trim. This top-trim makes liberal use of plush materials on the inside that we usually see in premium luxury vehicles. The fit and finish is tight, and the quality of materials are the best in this three-row crossover class. The CX-9 feels larger than it looks on the outside, and there’s plenty of room for taller adults.
The front seats are extra comfy and they won’t leave you tired at the end of the day, as we found out on two longer trips to Colorado Springs this week. The interior is extra comfortable for those long commutes, and for taking the family on a trip to the mountains for a weekend ski trip. The second row will easily accommodate two adults, and the third row is ideal for kids. There are two complaints we have, however: The front and rear doors are relatively short and we found ourselves hitting our head when we got out. There’s no heated steering wheel, which is a surprise for this top trim.
The CX-9 will hold as much cargo as most families will need, although it’s less than competing SUVs and crossovers. The power liftgate made it easy to load the extra cargo we had this week.

Engine & Fuel Mileage Specs

The 2017 Mazda CX-9 is powered by a 2.5-liter turbocharged four-cylinder engine, producing 227 horsepower and a healthy 310 lb-ft. of torque. It sends power to all four wheels by way of a six-speed automatic transmission. All-wheel drive is standard on the Signature model.
EPA fuel mileage estimates are 20/26 city/highway and 23 combined mpg.
Driving Dynamics
We think the CX-9 drives much smaller than its actual size. It has Mazda’s sporty nature, which driving enthusiasts will appreciate. It’s nimble in city traffic and has a smooth, comfortable ride on the open highway. The cabin is especially quiet due to the raked body style with very little wind noise even at 75 mph.
On curvy mountain roads west of Denver this week, we experienced some body lean, but overall, the CX-9 powers around the tight curves with little effort. The 2.5-liter turbocharged engine has more power than you would think for an engine this size and will satisfy most drivers.
The CX-9 had no trouble passing slower traffic, even at altitude in the rarefied air near Evergreen, Colorado. We had no trouble accelerating quickly when merging – the 6-speed automatic transmission with Sport Mode is smooth and executes quick shifts when you need the extra boost. We had a heavy snow storm hit the west side of Denver that left us shut down for over an hour when they closed I-70. The all-wheel drive worked flawlessly and we had no trouble in the slick ice and snow that left others by the side of the road.
That said, we would characterize the CX-9 as one that gives the driver a feeling of confidence.
Conclusion
The 2017 Mazda CX-9 Signature AWD trim delivers a level of luxury often seen in more expensive brands. Those who need a three-row crossover for commuting or taking the family on a ski trip on snow-packed roads will find the CX-9 will meet their needs. It delivers an impressive degree of comfort thanks to a smooth ride, quiet cabin, and a stylish raked design.
For more information about the CX9’s different trim levels, visit this page here.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Mazda CX-9 Gallery

We trust TrueCar.com to give us the best, up to date, and TRUE pricing of what people are really paying for their cars. Check them out for more research on this car:

2017 Mazda CX-9 Official Site
Photos: Mazda North American Operations

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2017-mazda-cx-9-signature-awd-review/

2018 Dodge Durango SRT: Not Your Father’s SUV

2018 Dodge Durango SRT: Not Your Father’s SUV

Well, Dodge has finally done it. The mad monks from the SRT Division have gotten loose, and got their hands on an innocent, mild-mannered SUV, the 2018 Durango. In this case, they have gone and stuffed a 6.4 Hemi into it and called it the “Dodge Charger of the Full-size SUV Segment.”
We at Automoblog couldn’t be happier. Look, we wear our biases on our sleeves here. Okay, maybe I shouldn’t speak for all of us (although I’m 99% sure of this) but at least I think that any car that’s good (as it is) can be made better by more power.
In the case of the 2018 Dodge Durango SRT, that turns out to be a lot of power. Specifically 475, which strikes me as both “a lot” and “quite adequate” amounts of horsepower.
Powerful Dialogue
Does any other car manufacturer do this? Are their any other hot rod SUVs out there? Porsche makes some pretty hairy Cayenne models, as does BMW with their X Series and Mercedes with AMG-plastered this and that. But when it comes to American iron, the 2018 Dodge Durango SRT is pretty much it, and the 2018 Dodge Durango SRT is about as ‘Murican you can get with a capital M.
Like seemingly all Mopar products, the discussion starts, and pretty much finishes under the hood. There you find the aforementioned 475 horsepower engine. The plant is, of course, a Hemi (or as Dodge prefers it: HEMI, in all caps, like it’s justifiably screaming at you). In this case, it’s displacing a healthy 392-cubic-inches. Dodge says the new 2018 Durango SRT is the most powerful three-row SUV and I am not going to quibble with them.
Torque? 470 lb.-ft. The exhaust system is new and tuned to sound like all high-performance Mopars.
“This is what you get, when you take everything great about the Durango and combine it with the performance of the Charger SRT: a 12-second quarter mile, toy-hauling, three-row muscle car,” said Tim Kuniskis, Head of Passenger Car Brands, Dodge, SRT, Chrysler, and Fiat – FCA North America. Photo: FCA US LLC.
Stamped & Certified
Even though the Dodge Durango weighs slightly less than a UPS truck (I’m guessing) Mopar says it’s the fastest SUV you can get. Oh, I’m sorry, Dodge doesn’t say that, the friggin’ NHRA says that. Yup Dodge went and handed the Durango SRT over to the National Hot Rod Association, the people who run professional drag racing, and the NHRA certified that the Durango SRT can pull quarter-mile times of 12.9 seconds, and hit 0-60 miles per hour in 4.4 seconds.
I’ll let those numbers sink in – go ahead and compare them to what your car (your current car, not your truck) is capable of laying down – while I ponder the fact that, when I was in high school, up the street from me was one of the local hot shoes who thought he was the business with his Pontiac GTO. He was turning quarters in the mid-14s.
This is a truck, gentle readers. This is something with utility.
It just doesn’t just haul you know what; it can also haul things. And people. The Durango SRT has best-in-class towing capability of 8,600 pounds. It has three rows of seats. You can pick up the kid’s soccer team, realize you’re late for the match, step on it, and make it on time. Think of the unabated joyful screaming from the little nippers as garnish on the side of the plate.
The 2018 Dodge Durango SRT has functional center air-inlet ducts, flanked by heat extractors on the hood that keep the engine bay cool by removing hot air from the engine compartment. Photo: FCA US LLC.

Style & Design
It is not exactly a sleeper, however. There are new exterior bits and bobs like a wide body exterior design and a functional SRT hood – that’s the one with the center air inlet ducts and heat extractors off to the sides. The front fascia is new and the lower valence houses a new cold-air duct and LED fog lamps. A new SRT-inspired, body-color lower fascia with Gloss Black accents decorates the rear.
The 4-inch dual exhaust pipes are finished in Nickel Chrome and make for a very pleasing touch.
The Durango SRT is also has unique badging on the liftgate that denotes the new performance AWD system, and it’s available in 11 exterior colors, so you should be able to find something that suits your fancy.
On the inside, there’s standard leather and suede, with available high-performance Demonic Red Laguna leather seating. Cute, huh? There’s also new carbon-fiber trim to distinguish Durango SRT’s performance interior. Other interior treatments come in the way of technology and connectivity with the Uconnect 8.4-inch touchscreen. In there, driver’s will have access to Apple CarPlay, Android Auto, and many different apps.
The Uconnect system also houses the SRT Performance Pages, where the Durango’s various performance stats and specs can be viewed in real-time.
The TorqueFlite eight-speed automatic transmission takes into account variables, including engine torque gradients, kick-down events, longitudinal and lateral acceleration, grade changes, tire slip, and downshift detection to determine the appropriate transmission shift map. Photo: FCA US LLC.
Transmission Tech
The SRT’s transmission is the venerable TorqueFlite, only this one has been seriously monkeyed with. It’s an eight-speed automatic slush box specifically calibrated for the Dodge Durango SRT, with optimized shift points to deliver maximum torque to all four wheels. The transmission is operated via a new, driver-oriented electronic T-shifter. This is standard on all 2018 Durango models and provides you with instinctive gear selection – there’s also paddles behind the steering wheel to make choosing ratios easy and fun.
Drive Modes
The Durango SRT has an all-new, seven-mode drive system to give the driver (that would be you) the capability to adjust the settings to exploit performance or comfort. Out of the seven, there are two really worth mentioning: Sport Mode and Track Mode. The Sport Mode, which is new, reduces shift times by up to 50 percent versus Auto Mode and delivers up to 65 percent of the 392 HEMI engine’s torque to the rear wheels. Sounds fun, yes?
The Track Mode, also new, delivers all-out, track-oriented performance with shift times lowered to 160-milliseconds, and up to 70 percent of the engine’s torque to the rear wheels – this for for a more, a-hem, pronounced rear-wheel drive experience.
See, that sounded rational, didn’t it? Reading about “Track Mode” on an SUV! Just how bananas are these guys? They seriously have accounted for the possibility of you taking a truck out on the track.
The 2018 Dodge Durango SRT rides on a short-and long-arm (SLA) independent front suspension with coil springs, specially tuned Bilstein adaptive damping suspension (ADS), upper-and lower-control arms (“A” arms), and a stabilizer bar. In the rear, a specially tuned multi-link suspension design features coil springs, Bilstein ADS, aluminum lower control arms, independent upper links (tension and camber), plus a separate toe link, and a stabilizer bar. Photo: FCA US LLC.

Suspension & Braking
It’s not all just a big whompin’-stompin’ engine though, oh no. The performance-tuned AWD system is new and there’s a complex Active Damping System that opens and closes damper valves, according to which driving mode you choose. The springs are stiffer all around, 3 percent up front and 16 percent out back, along with an 18 percent stiffer rear sway bar. Dodge says this gives Durango SRT drivers “outstanding high-speed cornering capability.”
Okay, but you go find out whether that’s true or not first, then I’ll take it for a drive.
They also point out the 120-inch wheelbase and how it works in conjunction with the AWD system to deliver solid performance.
Yes, you can stop this thing. New Brembo high-performance brakes are fitted with six-piston calipers up front and four-piston calipers at the rear. Yes, they are vented rotors at all four corners. Yes, they are roughly the size of pizzas, measuring 15 inches up front and 13.8 inches out back. Oh and the fronts are slotted.
Availability
Here’s a nice little bit Dodge throws in when you sign on the dotted line, purchasing one of these rides: All who buy a new Durango SRT will receive a full-day session at the Bob Bondurant School of High Performance Driving. Nice!
The 2018 Dodge Durango SRT will arrive at dealerships during the fourth quarter of this year. I’ve told the rest of the staff here at Automoblog they can get in line behind me, and then eat my dust.
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 Durango SRT Gallery

Photos & Source: FCA US LLC

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2018-dodge-durango-srt-not-your-fathers-suv/

Aston Martin AM-RB 001: Airflow, Energy & Art

Aston Martin AM-RB 001: Airflow, Energy & Art

Giving Adrian Newey a clean sheet of paper and a functionally unlimited budget is sort of like giving the same to J. Robert Oppenheimer. Unsurprisingly, the results will be pretty similar: A considerable crater on the desert floor, and the sand turned into glass.
For those of you that don’t know, Newey is the head tech guy at Red Bull Racing, the F1 team funded by that anti-freeze/caffeine drink that makes you shake for the next 34 hours. Before that he was at Jaguar’s F1 team. Before that, McLaren. Before that, Williams. Before that, he designed a Leyton House March F1 car that nearly won.
Air Time
Now, I’m not going to say that Newey has made a pact with devil or anything, but he is a master of the dark art of aerodynamic engineering. Gifted doesn’t begin to describe the guy’s ability. Kelly Johnson, a fellow who knew a thing or two about aerodynamic engineering, is famous for saying, “aerodynamics is easy, once you can think like air.”
Near as I can tell, Newey is air.
Look at any of the competition crushing cars he made for Red Bull or McLaren or Williams. Want an even more up to date specimen? Have a look at the AM-RB 001, the hypercar he’s designed for Aston Martin. I swear, I’ve seen more irregular-shaped dolphins. From certain angles, there seems to be more space than car. The underbody and wheel treatments alone are staggering in both beauty and aerodynamic intent.
Photo: Aston Martin The Americas.
Beating Pulse
The company says “the heart of every Aston Martin is its engine,” which Newey probably has more than a few quibbles with, but hey, the badge does say “Aston Martin” and not “Adrian Newey,” so the Gaydon, England company gets to call the shots.
In the case of the AM-RB 001, Aston pulled out all the stops and went with Cosworth to design and manufacture the AM-RB 001’s bespoke, high-revving 6.5-liter naturally aspirated V12 engine. No power specs have been given, but I’d be very surprised if the 6.5-liter Cossy put out less than 700 horsepower.
The mill is bolted to a 7-speed paddle-shift transmission, designed and manufactured by Ricardo, to Red Bull Advanced Technologies’ specification. In other words, the transmission is not going to be that much different than what Ricardo builds for Red Bull’s F1 cars.
Synergistic Design
Oh, and did I mention this thing is a hybrid? Well, it is. The AM-RB 001 lightweight hybrid battery system is supplied by Rimac. Lightweight is also the watchword for the carbon fiber chassis. The AM-RB 001’s MonoCell (that’s Aston Martin’s term for the monocoque chassis) is constructed from carbon fiber by Multimatic, long term racing supplier. Multimatic also worked with Aston Martin on projects such as the One-77 and Vulcan. All this profligate lightness is focused on the goal of a power-to-weight ratio of 1:1 – in other words, one bhp for every kilogram of weight.
You wanna stop? Say hello to Alcon and Surface Transforms, who will supply the lightweight, high performance brake calipers and carbon discs required to whoa this brute up. Bosch gets the nod to handle the control units. Engine Control Unit (ECU), Traction Control Unit (TCU), and Electronic Stability Programme (ESP) are all specific to the AM-RB 001.
Photo: Aston Martin The Americas.

Innovative Art
“Much like Formula One, designing, engineering, and building a car like the AM-RB 001 is a massive team effort. To achieve great things you need to surround yourself with the best people. Experience, creativity, energy, diligence, and perfectionism are absolute must-have qualities in every area of the project. Having great technical partners such as those working with us is both reassuring and motivating. Together we aim to produce an innovative piece of engineering art,” Newey said.
This was just before he disappeared in a puff of purplish smoke, like a fluttering of a raven’s wings.
When? Soon. How much? A lot. How many? Not many. Only 150 AM-RB 001s are planned, including all remaining prototypes, with 25 additional track-only versions. The first deliveries are expected in 2019.
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: Aston Martin The Americas

Check out these Automotive tips

http://carsecret.atspace.eu/blog/aston-martin-am-rb-001-airflow-energy-art/