2018 New York International Auto Show Roundup

2018 New York International Auto Show Roundup A New York tradition is the annual car show, always held during Easter week in the Big Apple. You may think of Manhattan and its surrounding boroughs as inhospitable to automobiles, but the New York International Auto Show (NYIAS) still draws a crowd big enough to rival other U.S. shows.
In addition to my work with Automoblog, I am also a product trainer for CARiD. We had boots on the ground and were able to bring you first-hand coverage of what we found interesting.
It’s impossible of course to spend quality time with every single vehicle, so our focus was on the debuts, volume leaders, pickups, electric cars, and everyone’s favorite, performance cars, uh, vehicles.
Debuts
Numerous manufacturers used NYIAS to launch important new products. Here are some highlights:
ACURA RDX
Acura’s midsize RDX crossover is all-new. The redesigned sheet metal keeps Acura’s family resemblance. The previous generation’s V6 is gone in favor of a turbo four-cylinder, mated to a 10-speed automatic. Available SH-AWD (Super Handling All Wheel Drive) can send up to 70 percent of the available power to the rear wheels. The interior has the de rigueur 10.2-inch center screen.
CADILLAC XT4
It’s no secret that Cadillac’s sales are below their expectations. After huge investments in new sports sedans, the market ignored them and bought old-school Escalades. With crossovers hot, Caddy smartly decided they need more, hence the XT4, one size below the current XT5. It’s powered by a 237 horsepower turbo four, coupled to a nine-speed auto. If it’s priced right, it should help spark sales at Cadillac.
LINCOLN AVIATOR CONCEPT
Two years ago, I said Lincoln was dead, and predicted they would go the way of Mercury. I was wrong, thankfully. Lincoln is now officially back, and in a big way. The new Navigator is a smash, and this Aviator “concept” is a production vehicle in disguise. It’s drop-dead gorgeous and sized right. Perhaps best of all, it will be built on a new rear-wheel drive platform to be shared with the next-gen Explorer. Glad to have you still with us, Lincoln!





Volume Leaders
Sports and exotic cars are fun, but vehicle manufacturers make their profits from volume. Among the many mainstream cars and trucks on the floor, these stood out:                                    
TOYOTA RAV4
Toyota practically invented the CUV segment with the first RAV4 in 1994. This all-new fifth generation version dwarfs the original, but Americans love them, making the RAV4 one of the U.S.’s best-selling vehicles after pickups.  To differentiate it from its CR-V and CX-5 competitors, the optional Adventure trim looks more like a truck than a Cute Ute. A hybrid version is also available.
SUBARU FORESTER
“Don’t fix what ain’t broke” could be Subaru’s motto. The Forester is completely redesigned but looks almost the same. Turbos and stick shifts are gone; all Foresters have a 2.5-liter flat-four, CVT transmission, and all-wheel drive. The big news is inside: material quality and fit and finish rival near-luxury cars in the next price bracket. If the standard 6.5-inch touchscreen is too small, opt for the eight-inch one.
Subaru Forester Sport on display at the 2018 New York International Auto Show.
Pickup Trucks
A uniquely American tradition, the three best-selling vehicles are full-size versions. The midsize truck market is about to get very exciting again, and never rule out the import brands:
FORD RANGER
The Ranger nameplate, gone since 2011, will be back in 2019. Ford had abandoned the midsize pickup segment only to see GM, Honda, and Toyota gladly step in. The new Ranger will have one drivetrain for now, a 2.3-liter turbo four tied to a 10-speed auto. With the regular cab gone, buyers must choose between an extended “SuperCab” or full “SuperCrew.” Expect the competition to answer in kind.
VW ATLAS TANOAK CONCEPT
Officially, this is a design study. Given that it’s built on the existing Atlas SUV platform, bringing it to production should be a no-brainer. It’s a big truck, 16-inches longer than its SUV brother, but looks sharp. Instead of competing with the domestic Big Three, expect it to go head-to-head with the Honda Ridgeline. VW needs this truck if they are serious about increasing U.S. sales volume.
VW Atlas Tanoak Concept on display at the 2018 New York International Auto Show.
CHEVY SILVERADO & RAM 1500
Ford put its F-150 on a crash diet by making it all-aluminum, so both Chevrolet and Ram knew they needed to lose weight. The Silverado is up to 450 lbs. lighter, with aluminum doors, hood, and tailgate. The 1500 will have an optional 3.0-liter Duramax diesel for those who need the torque. Sheet metal is all-new but still a Chevy.
Ram’s redesign moves it away from the “mini-Peterbilt” look it had for 25 years. Rams drop around 225 lbs. and it’s more aerodynamic. If you need to save even more fuel and increase torque, there’s a mild hybrid system available, but regular cabs are gone, so pick either a quad or crewcab. Pickup trucks are proof that competition in this segment is healthy.
Performance Vehicles
“Fast cars” used to be limited to cars. The four that rang our bells this year included a convertible, a four-door sedan, and not one but two SUVs. Who would have ever guessed?
ALFA ROMEO STELVIO QUADRIFOGLIO
The Stelvio is Alfa’s new SUV, and while normal versions have turbo fours and start in the $40,000 range, the top-shelf Quadrifoglio uses a Ferrari-derived V6. Is it fast you ask? It beat the Porsche Cayenne and now holds the world’s record for fastest SUV on the Nürburgring. Bring $82,000 with you and they’ll let you pick the color. I suggest red.
BMW X4 M40i
Car makers keep inventing new segments. Case in point: the X4. Is it a sports sedan or an SUV? It’s both. Jacked up like a truck, but swoopy like a four-door coupe, the top-line M40i gets motive power from a turbo 3.0-liter six, and mixes that with bigger brakes, stiffer suspension, and sportier seats. Sales start this summer at around $61,000.
CORVETTE ZR1
Every American boy fantasizes about a Corvette. Those boys grow into men and many eventually have the disposable income to fulfill the fantasy. While I do know plenty of female Vette fans, this latest ZR1 with its supercharged 6.2-liter V8 and boy-racer wing big enough to serve as a spare couch plays right into the dream. At $120,000 and up, Chevy will sell every one they build.
KIA STINGER
Back on planet earth, Kia, maker of boring econo-boxes, has taken a shot across the bow of BMW and anyone else who thinks they build sports sedans. The new Stinger, in rear or all-wheel drive, has either a turbo four or twin-turbo V6. It can accelerate, it can handle, and did I mention that it’s also good looking? Let’s throw in hatchback versatility for good measure. If I were at BMW, I’d be losing sleep.





Hybrid & Electric Cars
Gas is still cheap, and big trucks still rule the sales charts, but that could change tomorrow. Hybrids have been around for a while but keep improving. And the all-electric segment, at less than 1 percent of sales, has some new entries at various price points.
HYUNDAI KONA ELECTRIC
Tesla has gotten lots of (mostly good) press, but Elon Musk is learning that the competition never sleeps. Hyundai’s new Kona CUV starts in the $20,000s for a gas engine version. There’s also the new Kona Electric, with a range of over 250 miles, and available recharging in under one hour. Pricing is not finalized but is expected to start around $40,000. It’s not a stretch to imagine those unwilling to wait for a Tesla Model 3 will check this one out.
BMW i8
This was a personal favorite just for its outrageousness. Not a hybrid, the i8 is an all-electric supercar, and it looks the part. The coupe model has been out for a while, but the roadster is new. What’s better than going green and having the wind in your hair? With batteries providing the push, the wind is likely all you’ll hear.
LEXUS UX
Another CUV from Japanese giant Toyota, this one wears its Lexus family styling well. Lots of choices here: front wheel or all-wheel drive, gas or hybrid powertrains, with the hybrid expected to get up to 55 mpg. It’s also expected that this could be the first Lexus available “by prescription” as opposed to purchase or lease. You avoid the commitment but get into the brand.
2019 Lexus UX on display at the 2018 New York International Auto Show. Photo: Katelyn Barone for Automoblog.net.
In Person
Sure, you can do all your shopping online these days. But there’s nothing like an auto show to give you a taste of everything that’s out there without the hassle of visiting multiple dealers. Browsers can kick tires; serious shoppers can engage with staff in a no-pressure environment. The New York International Auto Show delivered on all counts for 2018!
Richard Reina is a Product Trainer at CARiD.com and lifelong automotive enthusiast.
Additional Photos: Chevrolet, FCA US LLC., Kia Motors America, Newspress USA.



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Chapter 1: Setting Off From Sierra Vista

Chapter 1: Setting Off From Sierra Vista I’m in the middle of the southern Arizona desert blasting north at 75 miles an hour. I’m at that rise, just beyond the Boarder Patrol checkpoint, when I glance in the rearview mirror and see it all laid out before me.
“Back there,” I think, “is everything I know in a certain sense.”
Memory Reflector
Recently both my parents died, and I have just (finally, finally) settled up everything, and have gotten my ass out of what I can only relate to as being a horrid place to live. Back there, in that rearview mirror is the past. Not just the literal past, where I was driving a few moments before, but my past. My parents house where they retired. Three bedrooms and two baths of stuff neither me nor my brothers really wanted, but a house that now, in my mind’s eye, is some sort of strange reflector of memories on top of memories on top of memories.
It hits me that I am not driving a car, and a limited-run racing special with a “significant” competition history at that. No, I’m not driving a car, I’m driving a time machine. In here, it’s the present. In the rearview mirror, it’s the past. And out there, on the other side of that windshield, is the future.
Cars are interesting things. They’re more than art objects or a way to get dates; or a way to show off or a way to get you from point A to B. Cars are, in their own way, time machines.
And the future is roaring more than a mile a minute.
The Future In Front of Me, The Past Behind Me is a gasoline-fueled narrative by automotive journalist Tony Borroz. It details the joys, thrills, and even the uncertainties of the car-obsessed lifestyle. In advance of the book’s release, we are previewing the first few chapters here on Automoblog.
Farm Boy
In a lot of ways, this was a (lower case r) revelation that was a long time coming. This is not about the passing of my parents, although, in almost every way imaginable, this is all my dad’s fault. Thanks to my father, I grew up in a car-oriented family. The garage – there was always a garage – was packed full of sports cars, antique cars, sensible work cars, and tools, literally thousands of tools.
By the time I knew my father, he was a tool and die maker at an aluminum factory. Before that, his job was killing Germans, and before that he was a coal miner. Before that, he grew up on a farm in rural Illinois in a town that literally disappeared during the Great Depression. In other words, he found himself in a lot of situations where he had to work with a lot of mechanical things and, even more to the point, he had to be able to fix them. So, being a tool and die maker was a natural fit for a farm kid who was, for a time being, a drill sergeant who, for a time being had to Make It Work, no matter what a bunch Fascists thought.
Or, as my dad once put it, “It’s a great job. I get to make stuff out of metal and no one is shooting at me.”
He loved working in aluminum, or ‘luminum, as he said it in his Colorado cowboy twang. “It’s soft, easy to work, and if you know what the metal is doing, it can take really high loads with out deflecting an inch. You can work it to really high tolerances and it cuts like butter.”
Obsessions & Passions
And of course there were cars. Everybody, and I mean literally everybody in his family was seriously obsessed with cars. Partially I figured it was a genetic thing. Italians have this odd fascination with speed that a lot of other cultures lack. We invented circuit racing, for example. All that Ben-Hur chariot racing stuff? The Italians were running chariot races for centuries before that movie was set.
The odd thing here is sports cars. Unlike a lot of Americans, and especially the ones where I grew up, my father had little to no interest in hot rods and muscle cars. He liked sports cars. Cars that could not just go, but go, turn, and stop. Cars that were no bigger and no heavier than they had to be.
Ergo, when my oldest brother, Terry, turned 16 and got a car, it was a Triumph TR-4 (red with the dog dish hubcaps). When my other older brother, John, turned 16 and got a car, it was an MG-B (antique white). When I turned 16, I got a Mercury Capri II with the 2.8-liter V6 engine. The biggest you could get. As my dad always said, “If you’re going to get a car, get the one with the all the hot options.”
My dad seemingly had thousands of those little truisms, some coming from the Army, some coming from the Farm, but the vast bulk of them coming from direct experience.
“You can find lots of idiots that can hold their foot down. That’s not being a race car driver. Knowing when to hit the brakes and turn, that makes you a race car driver.”
“You can never have enough tools.”
“Any oil leak is a problem,” said over my brother’s TR.
And my personal favorite: “Finding interesting cars is easy. Finding garage space, that’s the problem.”
Borroz often recites his father’s sayings in conversation, especially when asked about the mythical “Tony’s Lottery Garage.” While there are many cars in Tony’s Lottery Garage and new ones can be added at random, the one guarantee is available space.
Family Dynamics
My being a gearhead was foretold even before I was conceived. It wasn’t just cool cars in the garage and talk of new limited slip differentials at the dinner table. If there was racing coverage on TV, it was on. If the new Autoweek & Competition Press showed up in the mailbox, hierarchical birth-order and body size clashed against cunning and desire. Before dad got home. Precisely at 4:50 to be followed by dinner precisely at 5:00. Then that week’s copy of Autoweek & Competition Press was his.
And the same went for Road & Track, Car & Driver and any other thing in print that found its way into our home. Did I mention that my dad was a (precise) tool and die maker? Did I mention that my dad was a (by the book) drill instructor? Did I mention that my dad was sort of an anal retentive jerk? He was.
Racing on TV was watched in reverent silence balanced with barely contained contempt for the commentary crew. “These idiots excel at telling ya somethin’ ya already seen.” My dad, of course. The quiet only being broken by the occasional “Uh-oh!” when someone uncorked it. Post race after action reports could sometimes last for weeks. “Yeah, but if Mario didn’t break-” “Yeah, but he did! And the whole point being that Unser-” “Oh screw Unser! That guy’s never turned a wheel in a sports car, let alone a Grand Prix car.” “Yes, but we weren’t watching the Grand Prix, were we? No. We were watching the USAC race at Ontario.” “Which just proves my point . . . ”
And on it went.
I swear my brothers would still devolve into an argument about whether Richie Ginther really was robbed at that race at Torrey Pines that one day.
Remarkable Parallels
I realize, of course, this is not all that different from baseball families (“Oh Lou Gehrig my butt!”) or basketball families (“Yeah, but Bill Russell was playing against little white guys!”) or, perish the thought, families who were sadly obsessed with [shudder] golf.
Years ago I had the great opportunity to work on some pre-packaged TV coverage of formula racing. One of the racers involved in Formula Atlantic at that time was a guy named Mark Dismore (who was having a knock-down-drag-out championship battle with Hiro Matsushita). Finished with his interview, we were hanging out with Dismore back at the transporter in the paddock. The show’s producer, this really nice guy named Tommy Coggins who worked as a shooter with me on many a gig, asked Dismore, “So how did you get into doing something like racing?”
Tommy was a baseball guy. He had never really watched racing on TV, let alone been to a race, let alone seeing how close to unmitigated disaster these guys worked. It pretty much put the zap on his head, seeing it in person. His question was more akin to, “You go out and face off against a bull with a piece of cloth?!”
“Oh, you know,” Dismore said with a resigned smile. “Family. My dad raced. My uncle ran a machine shop. You know. Some people grow up in baseball families, and some people grow up in basketball families, I grew up in a racing family.”
Dismore delivered it with that “it’s kinda obvious” tone.
Tommy Coggins didn’t get it right away, but I did.
The Road Ahead
My predilections were pre-ordained, but my future was not. Indeed our future, the future of the gearheads and automotive enthusiasts of this world, are seemingly more and more in doubt with every passing day. Gearheads in the 50s had a secure gearhead future to look forward to. “20 years from now? Well shoot, cars will be powered by jet engines and cruising at a hundred miles an hour on pool-table-smooth superhighways!” That’s what we, the gearheads, would have been saying in 1958.
Now? In 2018? You tell me where cars will be by 2038? Will there still be cars? If there are, will we be allowed to drive them?
That . . . this . . . all of this, my father, my family, where cars and racing were, where cars and racing will be . . . all of this washes through my mind as I blast through the desert at 80, one eye in the rearview mirror, one eye on the road ahead.
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. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz. 



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2019 Hyundai Kona Electric: Compact, Efficient & Strong

2019 Hyundai Kona Electric: Compact, Efficient & Strong There’s no word on how much Hyundai will ask for their new 2019 Kona Electric, but you have to guess it would be cheaper than a Tesla Model X. The Model X runs for around $110,000 on average, and I bet for that price you could buy three, maybe four 2019 Hyundai Kona Electrics. Consider that, and also consider that Hyundai, as a company, isn’t going away any time soon.
I know that might not be all that fair, given Tesla’s preeminence in the EV world, but you have to keep in mind that Tesla is a very new company. And even if it was started with the best of intentions, no shortage of cash and ground-breaking technology, the road to competing in the car market is littered with other such noble failures from Tucker up to and including Elio.
Platform & Technology
The new Kona Electric is, apart from the EV drivetrain, just like a regular Kona. It rides on the same long wheelbase with short overhangs and wide track underpinned by a MacPherson strut front suspension, a multi-link rear suspension, and standard 17-inch alloy wheels. The Kona EV uses the same hot-stamping methods to produce lightweight, ultra-strong structural elements to maximize the cabin’s central safety cell. It has the same active safety features, including Forward Collision-Avoidance Assist, Lane Keeping Assist, High Beam Assist, and Driver Attention Warning.
And the 2019 Hyundai Kona Electric also has all the standard infotainment one would expect: Android Auto and Apple CarPlay, SiriusXM Radio, HD Radio, and Blue Link LTE-powered connectivity. The standard seven-inch color LCD display includes auxiliary inputs, voice recognition, and a Rear View Monitor. The available eight-inch touchscreen navigation display includes traffic flow and incident data via HD radio, Infinity premium audio, Clari-Fi music-restoration technology, and smartphone integration.
These “Blue Link” services are a big deal to Hyundai and all Kona Electric models include a complimentary three-year term. Blue Link has enhanced safety, diagnostic, and remote and guidance services, along with a list of connectivity tech: Google Home, Remote Start with Climate Control, Destination Search by Voice, Remote Door Lock/Unlock, Car Finder, Enhanced Roadside Assistance, and Stolen Vehicle Recovery. The Kona Electric adds exclusive EV-oriented features such as Remote Charge Management, Charge Scheduling, EV Power History, and EV Range.
Hyundai anticipates some Kona Electric buyers will be downsizing from larger and/or higher-end vehicles. That said, the Kona Electric offers premium options, like a larger gauge cluster, heads-up display, power driver’s seat, and heated leather seats. Photo: Hyundai Motor America.
Power & Performance
But it is, naturally, the EV features that will set the Kona Electric apart. The powertrain employs a high-efficiency 150 kW permanent-magnet synchronous electric motor supplied by a high-voltage 64 kWh lithium-ion battery. That’s good enough for 201 horsepower and 291 lb-ft. of torque delivered to the front wheels. The battery system is liquid-cooled and operates at 356 volts. Battery pack energy density is 141.3 Wh/kg (greater than a Chevy Bolt Hyundai notes) with a total system weight under 1,000 lbs.
The Kona Electric utilizes a Level-II on-board charging system capable of a 7.2 kW rate of charge for rapid recharging. The estimated range of the Kona Electric is a – “generous” according to Hyundai – 250 miles. Not as good as a Model X, but still pretty good. Eighty percent charge can be had in 54 minutes with a Level-III quick charge. The 100 kW DC fast-charging capability is standard all Kona Electrics and for your charging convenience, the port is located in the front grille area.
The new Kona Electric employs a sophisticated multi-link rear suspension designed for agility and comfort on a variety of surfaces. The rear control arms are designed to minimize camber and toe changes throughout the suspension. Photo: Hyundai Motor America.
Handy Tools
The other interesting thing found on the Kona Electric is the MyHyundai with Blue Link app. With this nifty little gizmo you can manage and monitor the Kona Electric remotely.
If you live in an area with different electric rates at off-peak times, you can schedule the Kona Electric to charge to reduce cost and peak demand on the electric grid based on time and date. For example, you could set up a charging schedule to start at 10 p.m. on Wednesdays and Thursdays on a weekly basis. Handy! Blue Link again for the win.
Manufacturing & Availability
The 2019 Hyundai Kona Electric will be produced in Ulsan, Korea and will arrive in the fourth quarter 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. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz. 
Photos & Source: Hyundai Motor America.



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Lamborghini Ramps up Surgical Mask Production

Lamborghini Ramps up Surgical Mask Production Sant’Agata Bolognese, 31 March 2020 – Automobili Lamborghini is converting departments of its super sports car production plant in Sant’Agata Bolognese in order to produce surgical masks and protective plexiglass shields. The masks will be donated to the Sant’Orsola-Malpighi Hospital in Bologna to be used in the fight against the COVID-19 pandemic.



Work on this solidarity initiative will be carried out by personnel of the saddlery that produce the interiors and specialty customization for Lamborghini cars, producing 1,000 masks a day. The medical shields will be realized in 200 units a day, using 3D printers within the carbon fiber production plant and the Research and Development department.



Photo: Automobili Lamborghini.Collaborative Effort



The activity has been approved and supported by the Emilia-Romagna Region, and is taking place in collaboration with the University of Bologna. The Department of Medical and Surgical Sciences will oversee validation testing of the medical devices made by Lamborghini, prior to their delivery to hospital.



“During this emergency, we feel the need to make a concrete contribution. The S. Orsola-Malpighi Hospital is an institution with which we have had a collaborative relationship for years, through both professional consultancy in promoting programs to protect our workers’ health, and in research projects,” explained Stefano Domenicali, Chairman and CEO of Automobili Lamborghini. “We will win this battle together by working in union, supporting those who are at the forefront of fighting this pandemic every day.”



As a sign of unity and support for the entire nation facing the Coronavirus emergency, every evening Lamborghini lights up the historic headquarter buildings in Sant’Agata Bolognese, with the colors of the Italian flag.



Photos & Source: Automobili Lamborghini. 
Original article: Lamborghini Ramps up Surgical Mask Production



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Automoblog Book Garage: The Complete Book of Classic Chevrolet Muscle Cars

Automoblog Book Garage: The Complete Book of Classic Chevrolet Muscle Cars


In my heyday at Sioux Falls Ford, I once took in a mint 2006 Chevy Impala SS on trade. I can still see that shiny red paint in the South Dakota summer sun, glistening vibrantly as I tagged and marked its arrival into our inventory.
Not surprisingly, it was sold a short time later but not before I had a chance to drive it on a routine run to our sister dealership two exits up I-29. The 5.3 engine under the hood spoke volumes, but it was more than that; it was the way the steering wheel felt and how nice it rode.
Pennies & Dimes
Chevrolet mastered the affordable performance car, first seen in the now famous 1955 Chevrolet. A few years later, The Beach Boys dominated the street with their precious 409, stating how they “saved their pennies and their dimes.” And wouldn’t you know it, Chevy made similar waves forty some years later with the aforementioned 2006 Impala SS.
The Complete Book of Classic Chevrolet Muscle Cars 1955-1974 shows how Chevy was first at the helm of this culturally significant automotive shift. As Chevy breathed performance into everyday vehicles, no longer would cars be mundane appliances, but rather extensions of our personalities. The book documents how American society was changed by this new approach to automobiles, and how Chevrolet played a major role in building the nation’s car culture.
The Complete Book of Classic Chevrolet Muscle Cars 1955-1974 is a definite must for any Chevy fan, but really for any car fan.
Chevrolet’s Impala SS debuted early in 1961 along with the 409. Most Super Sports built that first year featured 348 V-8s, as demonstrated here. Notice the absence of an engine badge on the front fender. Photo: Mike Mueller.
Author

Mike Mueller has worked as a freelance automotive photojournalist since 1991. A lifetime car enthusiast, Mueller has written and photographed more than 25 automotive and truck history books and contributed photography to dozens more. Among his long list of titles are Motorbooks’ Chevy Chevelle 50 Years, The Complete Book of Corvette, and The Complete Book of Classic Dodge and Plymouth Muscle.
The Complete Book of Classic Chevrolet Muscle Cars 1955-1974 is available through Amazon and Motorbooks.
The Complete Book of Classic Chevrolet Muscle Gallery














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Nissan, Tennessee Board of Regents Partner For Brighter Future Through Education

Nissan, Tennessee Board of Regents Partner For Brighter Future Through Education

This past November, I was at the Nashville International Auto Show at the Music City Center. As the weekend progressed, I met several people from nearby Smyrna where Nissan has a tremendous presence. One gentleman described Smyrna as a “gem of a place” and said Nissan’s involvement there was directly responsible for it being a “great city.”
His belief was simple: when manufacturing is strong, our communities are strong. Such sentiments embody the quintessential American mindset, and such sentiments are as delicate as they are promising.
Restoration & Education
Two years ago, a baseball field in Detroit’s Woobridge neighborhood was reopened after Ford and the United Auto Workers donated nearly two million dollars to the project. The dedication of William Clay Ford Field highlighted the importance of investing in our local communities and serving the people who live there.
The loss of American jobs is partly responsible for the abandonment of our parks, ball fields, and neighborhoods – and not just here in Detroit – but everywhere. Interestingly enough, the restoration of those jobs can help bring about the sweeping change needed to restore those things.
Recently, I would like to believe a victory was achieved for the everyday American worker. On Friday, March 31st, Tennessee Governor Bill Haslam and Tennessee Board of Regents Chancellor Flora Tydings joined Nissan officials to formally open the Tennessee College of Applied Technology at Murfreesboro’s Smyrna Campus and Nissan Training Center. The modern campus offers numerous programs to prepare Tennessee students and Nissan employees for a variety of careers, including advanced manufacturing.
“This is a true partnership between the State of Tennessee and Nissan,” said Gov. Haslam. “Our College of Applied Technology at Murfreesboro needed more space and equipment to serve Tennesseans who want to learn skills for a new or improved career.”
Photo: Nissan North America.
Purposeful Programs
The 162,000-square-foot center is a public-private partnership between Nissan and the Tennessee Board of Regents, operating as an extension of TCAT-Murfreesboro and jointly occupied by Nissan and the College of Applied Technology. Classes offered include automotive technology, industrial electrical maintenance, machine tool technology, and welding technology. The curriculum for each directly matches industry and workforce demands, meaning current and prospective workers will learn the valuable skills necessary for success in Nissan’s facilities or with other employers.
Gov. Haslam underscored the importance of such focused education.
“Nissan needed a new center to train its own employees and those of its suppliers – the new Smyrna facility, which is both a public TCAT open to all and a Nissan Training Center, was a perfect solution,” he said. “It’s also an important milestone in our Drive to 55 – to equip at least 55 percent of Tennesseans with a college degree or certificate by 2025.”
Other programs of study include automation, robotics, and leadership.
“We are constantly looking for new ways to equip current and future employees with the skills and knowledge needed to operate a 21st century manufacturing plant,” said John Martin, Senior Vice President, Manufacturing, Supply Chain Management and Purchasing, Nissan North America.
Photo: Nissan North America.

Community Pillars
The Tennessee Board of Regents governs the state’s 13 Community Colleges and 27 Colleges of Applied Technology. Students gain the academic knowledge needed for associates degrees and for transfer to other universities where they pursue baccalaureate and graduate degrees. The Tennessee Board of Regents is composed of 18 members appointed from across the state with Gov. Haslam as the chair.
Nissan’s operations in Middle Tennessee include the Smyrna vehicle and battery assembly plants, two powertrain assembly plants in Decherd, and the company’s North American headquarters in Franklin. Nissan Smyrna has a production capacity of 640,000 vehicles annually, and the plant employs about 8,400 workers.
“Nissan’s workforce in Smyrna and our other U.S. facilities is our greatest asset,” Martin said. “This collaboration with the State of Tennessee allows us to make an investment in our employees and our community, and secure the continued growth of our company.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 

Photos & Source: Nissan North America.



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2017 Ford GT: One Car, Five Personalities

2017 Ford GT: One Car, Five Personalities

You know, you really got to hand it to Ford. They’re not messing around with the GT. True, it’s not a moon-shot hypercar like McLaren’s P1 or the La Ferrari, but it’s not exactly a car to be trifled with. And, unlike it’s racing ancestor, it’s performance is not 80% big engine (like the Mk. 2).
The current Ford GT is, through and through, a well thought out supercar, complete with a competition variant.
Evolving Performance
There was a time, back around 1970, where supercars, by and large, were a real pain to live with. Many compromises were forced upon the owner of, say, a Maserati Bora. You sat at an uncomfortable angle. Reliability was iffy. Air conditioning? Well, they had a knob that said that. Visibility was only good in one direction (forward). Performance was great but drivability could be tortuously bad.
Fast forward to the present day, and the 2017 Ford GT has none of these issues. In terms of everyday usability, it’s hard to distinguish the GT from a Mustang. Yes, the GT cranks out 647 horsepower and is built from carbon fiber, but it’s easy to drive in a variety of conditions. For example, the GT has this nifty little trick up its sleeve with five selectable driving modes. This is sort of Ford’s equivalent of Ferrari’s manettino. A bunch of suspension, engine, aero, and differential settings are stored in an on-board computer and, at the punch of a button, you can access and change them on the fly.
“Switching the setting changes electronic, mechanical, and aerodynamic elements,” explained Nick Terzes, Ford GT Engineering Supervisor.
Leveraging their racing experience, Ford Performance gave each of the modes a unique instrument cluster display, so not only do you know which mode you are in at a glance, but the display also prioritizes which information elements you see to augment the overall driving experience. So you, the happy Ford GT owner, can go from a day at the track, to tooling home through light traffic and your car can handle it all at the flick of a switch. Or, more accurately, the turn of a knob on the GT’s steering wheel.
The Ford GT was introduced at the North American International Auto Show, January 12th, 2015. Photo: Ford Motor Company.
Normal Mode
When the 2017 Ford GT is in Normal mode, all the settings are oriented around everyday driving situations. Ground clearance is set at 120 millimeters, so you won’t gronk the front end as easily. Throttle and transmission calibrations are set for “standard driving,” while the traction and stability control systems are set specifically and cannot be adjusted. At 90 mph, the rear wing deploys automatically for greater downforce, returning to its stowed position at 81 mph.
The wing still deploys as an airbrake if the car’s sensors detect aggressive braking.
You can also choose a comfort suspension setting in both Normal and Wet modes. Going with the comfort setting softens the car’s ride on bumpy roads by fine-tuning compression and rebound without compromising overall control.
Wet Mode
Here the Ford GT’s ride height and other systems remain in their default, Normal setting, with the notable omission of throttle control calibration. In Wet mode, the throttle control is tweaked to limit slipping and sliding, giving the GT greater stability in potentially dangerous elements. In other words, you won’t be spinning the tires and slewing the car all over the place like a ham-fisted teenager.
Sport Mode
Sport mode (or as we like to call it, Automoblog mode) provides snappier throttle response. It’s calibrated so the GT’s twin-turbocharged 3.5-liter V6 engine and anti-lag system are as responsive as a naturally aspirated mill. Developed on the Le Mans-winning Ford GT race car, the anti-lag system keeps the turbo spinning so you, the lucky GT driver, has boost on demand. In Sport mode you still get 120 millimeters of ground clearance, but everything else has been tweaked towards the upper right hand of the performance envelope.
Comfort? That’s gone from the available settings. But, and this is a big but, AdvanceTrac stability and traction control are now driver-adjustable so you technically get three additional settings. The GT will now give you more slip, yaw, and oversteer so you can push harder and slide the car around more (i.e. have more fun). Things get more aggressive in Sport mode; slight throttle changes result in faster acceleration, and gear changes fire off faster with clutch engagement happening very quickly for max acceleration.
Photo: Ford Motor Company.


Track Mode
After Sport mode, we come to Track mode. Ford says thusly: “Track mode is absolutely hardcore and optimized strictly for race conditions.” And they are not even close to joking. Put the transmission into “park” and turn the knob to activate hydraulics that drop ride height another 50 millimeters. Spring rates go up and damping goes to the firmest setting. The rear wing deploys and, at the nose, the aerodynamic openings close for all-out downforce.
All of this happens in under two seconds and, come on, will probably look and sound really cool!
V-Max Mode
And finally, we come to V-Max mode. V-Max is a term you usually find in the aerospace world and it means, reasonably enough, “Velocity Maximum,” or in a more colloquial form: “As fast as you can go before the whole shebang flies apart at the seams.”
Obviously, and this goes without saying, but I have to say it because there are a ridiculous number of knuckle-dragging Neanderthals out there: V-Max mode is only, only, ONLY for closed circuit track use. Don’t be a complete chimp and use it on the street. Okay?
V-Max mode tunes everything to make the Ford GT go as fast as possible. It’s Chuck Yeager time. Go punch a hole in the sky without leaving the ground. You can’t get into V-Max mode on the go, however. Like Track mode, going into V-Max requires the transmission be in park. Ride height stays the same as Track mode, but all aero elements are stowed to minimize drag.
Stability controls remain active to help ensure the car moves forward in a straight line and, without that rear wing up, you’re going to want as much stability as Mr. Newton can provide without Mr. Bernoulli’s assistance.
Photo: Ford Motor Company.

Launch Control
The Ford GT also includes an improved launch control system for optimum traction and the perfect start every time. Launch control is triggered via steering wheel controls in the instrument panel menu. Ford cautions how the launch control is “designed for track use,” so be a good boy or girl and only use it there. The launch control system can be used in all of the available driving modes, except for Wet.
When activated, a white “LC” shows up on the instrument cluster. From there, the driver holds down the brake with their left foot and mashes – okay “fully depresses” the gas – with their right foot. When the car is ready, the “LC” light turns from white to green, you lift your left foot off the brake, and BANG you’re down the straightaway, ricky-tick!
We, the long serving Automoblog staff, would like to offer our services to Ford to really wring out the new GT and get them some top notch feedback. We’ll take one in red, one in white, and one in blue. I’ll take the blue one. Ford reps, please contact our Managing Editor, Carl Anthony, at 1 Automoblog Tower for shipping info. In the meantime, the graphic below from Ford explains more about the individual driving modes.
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.
Photo: Ford Motor Company.
Photos & Source: Ford Motor Company.



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7 Wildly Awesome Jeep Concepts For The 2017 Easter Jeep Safari

7 Wildly Awesome Jeep Concepts For The 2017 Easter Jeep Safari

The Easter Jeep Safari in Moab, Utah is the cultural oasis of the off-road community. Each year, thousands of off-road enthusiasts descend upon Moab to tackle the trails, canvass the outdoors, and soak in the sights. To mark the 51st anniversary of the event, the Jeep and Mopar brands will showcase some of their most unique concepts.
“It’s truly a labor of love for the Jeep team to develop exciting, capable concept vehicles each year for Moab and the Easter Jeep Safari,” said Mike Manley, Head of Jeep Brand – FCA Global.
This year’s concept collection employs both production and prototype Jeep Performance Parts. Mopar develops and builds the individual parts, ensuring each one can stand up to the rigors and challenges of off-road use. Jeep owners often seek these parts and accessories out to increase the capability of their vehicle.
“These concept vehicles are a perfect example of how off-road enthusiasts can use Jeep Performance Parts to personalize and enhance the already outstanding Jeep capability, allowing them to face the toughest trails in the world,” said Pietro Gorlier, Head of Parts and Service (Mopar), FCA – Global.
The concepts this year range and vary quite nicely in terms of performance and technology. Some of them have really slick designs, others have powerful engines; a couple have stellar lighting setups. Here are the seven concepts appearing at the 2017 Easter Jeep Safari.
Jeep Grand One
The Jeep Grand One celebrates the 25th anniversary of the Grand Cherokee with a modernized take on the classic 1993 ZJ. The Grand One Concept features custom 18-inch lace-style wheels and high-clearance fender flares. The wheelbase is extended while subtle wood grain decorates the body. Inside, the original Grand Cherokee is alive and well, with ’90s-inspired materials and touches, including a classic car phone.
Just in case anybody calls while you are on the trials . . .
And covering the trails should be of little concern with the Jeep Grand One’s 33-inch BFGoodrich Mud-Terrain KM2 tires and 2-inch suspension lift. The front and rear axles are equipped with selectable locking differentials too. A 5.2-liter V8 engine, mated to a four-speed automatic transmission, provides the necessary power.
Jeep Safari
Jeep Safari Concept. Photo: FCA US LLC.
When hitting the trails, its always more fun with family and friends. The Jeep Safari Concept realizes this through a unique cabin design that gives rear passengers a commanding view. This Wranger-based machine is ultra modern too, with a translucent hard-top roof panel and two-level aluminum cargo rack with incorporated drone. A raked windshield, boatsided rocker panels, LED headlamps, and custom LED tail lamps and parking/turn lamps finish off the Safari Concept.
Notice the “windoors” with zipper openings? Those are crafted from lightweight aluminum and clear vinyl, and hinge like a cabinet during entry and exit. Inside, the two rear bucket seats are rotated outboard, making it easier for rear seat occupants to see out. The modern treatments continue with an instrument panel-mounted iPad.
Getting to any off-road destination is easy with front and rear Dana 44 axles equipped with selectable differential lockers. Overall body length was reduced to make the Safari more agile with its 2-inch lift. The concept vehicle includes 35-inch BFGoodrich Mud-Terrain KM2 tires on custom 18-inch wheels, full-length skid plates, steel front and rear bumpers, on-board air system, upgraded brakes, and a cold air intake.
The Jeep Safari is powered by a 3.6-liter Pentastar V6, paired to a five-speed automatic transmission.
Jeep Quicksand
Jeep Quicksand Concept. Photo: FCA US LLC.


Those who want to combine the likes of classic Mopar muscle with Jeep off-road capability will find themselves right at home with the Jeep Quicksand Concept. Perhaps the most noticeable element is the “peekaboo” cutout in the hood – underneath is a Mopar 392 Crate HEMI engine with eight-stack injection, mated to a six-speed Getrag manual transmission.
The downturned open headers add to that vintage hot rod feel.
Another Wrangler-based concept, the Jeep Quicksand features a longer wheelbase, with a trimmed front and rear body, and a chopped hard top and windshield. While flying down the trails, the top and windows provide that sense of “wind through your hair” freedom – or if not that, it’s a great way to hear the engine! What’s also unique is the staggered tire setup never done on any Jeep concept prior. The Quicksand features 32-inch BFGoodrich Mud-Terrain KM2 tires in the front and 37-inch BFGoodrich Mud-Terrain KM2 tires in the rear.
The interior is simple with red accents, two front low-back bucket seats, flat aluminum door panels, tilt-out windshield glass, and a chrome roll bar. Higher tech tools include a Warn winch in the front Moon tank and a recovery rope in the rear.
Jeep Trailpass
Jeep Trailpass Concept. Photo: FCA US LLC.
This little trail butterfly is based on the new Jeep Compass and features a 1.5-inch lift, 18-inch wheels, and Continental TerrainContact all-terrain tires. Other exterior features include Gloss Black side mirror caps, a custom hood graphic, side stripes, tinted headlamps and tail lamps, and a Mopar/Thule roof basket with roof bag and traction mats.
On the inside, Jeep Trailpass occupants are treated to custom Katzkin leather seats and armrests, body-color bezel accents, and all-weather floor mats. The powertrain consists of a 2.4-liter Tigershark engine and nine-speed automatic transmission.
Jeep Switchback
Jeep Switchback Concept. Photo: FCA US LLC.
The Jeep Switchback Concept hits the ground running with front and rear Dana 44 axles, a 4-inch lift with Remote Reservoir Fox shocks, heavy-duty cast differential covers, 10th Anniversary steel front and rear bumpers, Rubicon winch, and a cold air intake. The Switchback grips the trails with 17-inch concept wheels and 37-inch BFGoodrich Mud-Terrain KM2 tires.
The axle-back exhaust is a nice touch.
The exterior features are nicely crafted from the hood and half doors to the hard top and roof racks. Jeep Performance Parts on the exterior include high-top fender flares, Mopar black fuel door and tail lamp guards, swing gate hinge reinforcement, and oversized spare tire carrier. Those who hit the trails in the evening or during bad weather will appreciate the Switchback’s incredible lighting system. This Jeep is complete with a concept LED off-road windshield light bar, concept LED off-road A-pillar lamps, LED tail lamps, and LED headlamps and fog lamps.
The inside is trimmed with Katzkin leather seats, body-color bezel accents, concept sport bar grab handles, and Mopar all-weather mats. The floor is actually made from a spray-in bed liner material. The cargo area also has a storage rack stocked with first aid and roadside safety supplies.
The Jeep Switchback Concept is powered by the 3.6-liter Pentastar V6, mated to a five-speed automatic transmission.
Jeep Luminator
Jeep Luminator Concept. Photo: FCA US LLC.

This Wrangler-based Jeep concept has it all: off-road capability, high-tech features, and lots of lights. Hence the name, Jeep Luminator. The vehicle’s sophisticated lighting system was jointly developed with the Automotive Lighting division of Magneti Marelli. And they thought of everything needed to light up the trails in proper fashion: magnetic underbody rock lights, 7-inch LED projector bi-function headlamps, unique LED tail lamps, A-pillar-mounted LED spot lights, and upper bumper LED auxiliary lighting.
The fog lamps actually “corner” and are dictated by the steering angle.
The Jeep Luminator’s hood houses a scanning LED light bar module with active spot and dynamic following technology. This tool works as a spotlight to warn drivers of potential hazards while navigating the trials. The rear lighting setup is equally advanced. The center high-mount stop light, for example, acts as a scouting/trail lamp with four-color LEDs for trail rides: complete stop (red), 1-3 miles per hour (amber), 3-25 mph (green), or white when rear flood lighting is needed.
High-tech features include the roof-mounted solar panel, a drone landing pad with a lighted drone, and an interactive touchscreen display on the driver’s side rear window with GPS and internet capability.
Jeep CJ66
Jeep CJ66 Concept. Photo: FCA US LLC.


Think of this fireball as the Frankenstein of Jeeps. The Jeep CJ66 recipe calls for a Jeep Wrangler TJ frame and a 1966 Jeep Wrangler CJ universal Tuxedo Park body. Sprinkle in Wrangler JK elements and serve vigorously with a Mopar 345 Crate HEMI Engine Kit.
Like its Quicksand brethren, the CJ66 has plenty of muscle with its 383 horsepower 5.7-liter HEMI and six-speed manual transmission. A Mopar 345 Crate HEMI engine cover shelters the powerplant while a Mopar cold-air intake and cat-back exhaust increase overall performance.
Front and rear Mopar Dana 44 Crate axles, 35-inch BFGoodrich all-terrain tires, 17-inch beadlock wheels, and a 2-inch lift will make short work of any off-road obstacles. An advanced two-way air system lets drivers air tires up or down, depending on the desired pressure.
The color is called “Copper Canyon” and is accented by a matte black “CJ sixty six” stripe on the hood. Other exterior treatments include oversized fender flares, Mopar 10th Anniversary Wrangler JK Rubicon Bumper Kits, skid/front bumper plates, and rock rails. The CJ66 is also equipped with Mopar LED amber fog lamps and a Mopar Warn winch.
While it will attend the 2017 Easter Jeep Safari, this is not the first time the CJ66 has been in public. The concept Jeep actually made its debut at the 2016 SEMA Show in Las Vegas last November.
The Jeep CJ66 Concept features a custom-built roll cage and Dodge Viper style seats. Photo: FCA US LLC.
Jeep Mania
Do you have a favorite on this list? It’s hard to pick one, but we are kinda partial to the Luminator and CJ66. Maybe something on this list will make it into production after the 2017 Easter Jeep Safari? It’s hard to say, but Jeep is using the occasion to gain insight from the many off-road fans in attendance.
“We look forward to the reaction and feedback from enthusiasts and our most loyal customers as these new Jeep concepts are put through their paces on the trails in Moab,” Manley said.
If you are heading to the Easter Jeep Safari in Moab, make sure you take lots of pictures and tag us on Twitter – we definitely want to hear about your adventure. The 2017 Easter Jeep Safari begins on April 8th and runs through the 16th.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
Photos & Source: FCA US LLC.



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Nissan GT-R Track Edition: Godzilla Descends On NYC

Nissan GT-R Track Edition: Godzilla Descends On NYC

The Nissan GT-R. The ultimate Skyline. The preferred ride of Brian O’Conner. The Japanese Corvette. Godzilla. This is, to a lot of people, the definitive expression of Japanese automotive technology. The flagship for the entire country. And, apart from Acura’s NSX, it’s hard to argue with that.
The Nissan GT-R encapsulates a lot of the predilections of Japan’s auto industry and Japanese culture.
Standing Apart
It is very high tech. It does a lot with a little. It is amazingly reliable. It is very, very thought out and refined. It is, in strange ways, practical. It is styled and finessed like a Bonsai tree. The GT-R is about as Japanese as Kobe beef or an upset Hello Kitty with a Samurai sword. This, however, is not even that. This is not “just” a GT-R, this is the GT-R Track Edition, and it’s a whole new beasty.
The GT-R Track Edition is the third model in the GT-R lineup. The Track Edition slots between the “T” (touring) and “R” (racing) models. The GT-R Track Edition was conceived to deliver a higher level of performance than the GT-R Premium, but not be as bat guano crazy as the line’s flagship 600 horsepower GT-R NISMO. The GT-R Track Edition cranks out 565 horsepower, which is the same as the GT-R Premium.
Over 600 horsepower would have been fun, but oh well.
The Nissan GT-R’s front end retains the automaker’s signature “V-motion” grille, which enhances engine cooling versus the previous GT-R design. Furthermore, the reinforced hood provides additional stability during high speed driving. Photo: Nissan Motor Co., Ltd.
Performance DNA
The new GT-R Track Edition is set apart from its brethren by such performance-oriented features as the body’s additional adhesive bonding, which increases rigidity versus the GT-R Premium model. This is in addition to the normal spot welding, but sadly in place of fully seam welding the entire car. The suspension gets unique NISMO tuning that reduces weight and adds additional roll stiffness over the GT-R Premium. You also get NISMO-spec tires on the new GT-R Track Edition.
Speaking of the GT-R NISMO, the GT-R Track Edition gets the NISMO’s front fenders along with 20-inch NISMO forged aluminum-alloy wheels, and a special dry carbon-fiber rear spoiler. On the inside there’s a unique red and black color treatment with high-grip, Motorsports-inspired Recaro seats. “Motorsports-inspired?” Why not just throw in some real Motorsports-sourced Recaro seats?
All 2017 Nissan GT-Rs are built on an exclusive Premium Midship platform, which I’m guessing is Nissan-speak for a British “mid” engine; i.e. the engine sits behind the front axel line. This sort of set up allows Nissan to use a unique independent rear transaxle ATTESA E-TS all-wheel drive system. That places the transmission, transfer case, and final drive at the rear of the vehicle for better weight distribution for maximized handling.
Takumi Legend
The Nissan GT-R Track Edition’s power plant is a 565 horsepower, hand-assembled twin-turbo VR38DETT 3.8-liter V6 engine. All GT-R engines are hand-assembled in a special clean room by highly trained techs. They even give them a special Japanese name: Takumi. There’s an aluminum plate added to the front of each mill with the name of the Takumi, a nice touch. Torque is rated at 467 lb-ft., which is pretty good for an overhead cam six. The bad air goes out the back via a titanium exhaust system that’s standard, and probably very expensive.
The GT-R’s mill is mated to a paddle-shifted, sequential 6-speed dual clutch transmission, which, at the touch of a button, can be selected to shift at race car-like speeds. There’s also high performance differential oil standard in the diff case.
The aluminum plate at the front of each engine reveals the name of the Takumi engine craftsman. Photo: Nissan Motor Co., Ltd.


Audible Attributes
There is a standard Bose audio sound system with Active Noise Cancellation and Active Sound Enhancement technologies to filter out unwanted noise, and retain excitement during spirited driving. Which does fit with the character of the car, but it is also, to my mind, rather sad. You want to know how to make an engine sound right? Make it sound right from the beginning. Don’t mess around with fancy tech gimmicks like speakers and active noise cancellation.
Build the engine right from the get-go. Work the intake and exhaust tracts. Tune that exhaust they way any decent racing car company would, and it will sound fantastic . . . you know, like Porsche and Ferrari and Alfa Romeo have been doing for decades.
And this points out what is the “failing” (if you could call it that) of the GT-R. It is a $29 answer that 25 cents could have fixed. Nissan, like Japan itself, loves to throw high tech at any given problem. Why solve a problem in three steps when you can solve it in 103? Why make a car go fast and handle right with a high horsepower, naturally aspirated engine and rear-wheel drive, when you can make a car go just as fast with a twin turbo plant, all-wheel drive, and more computing power than the space shuttle?
“The new GT-R Track Edition gives buyers a specialized model, one true to GT-R heritage and available only by special order,” said Michael Bunce, Vice President, Product Planning, Nissan North America, Inc. “Building on the major upgrade to every GT-R for 2017, the Track Edition is an amazing package inside, outside, and under the skin.” Photo: Nissan Motor Co., Ltd.
Waxing Poetics
But let’s get down to brass tacks here. The starting MSRP for a GT-R Track Edition is $127,990. And that is more than a loaded Corvette ZO6. And yes, you can say a Corvette is a blunt tool and the GT-R Track Edition is a precision instrument. You can say the GT-R Track Edition is a flint-knapped scalpel and the Corvette ZO6 is a meat axe in comparison. And you’d be right. But you’d also be right to say a Corvette ZO6 would chew up a GT-R and spit out the pieces.
But hey, it’s your money, and if you’re a fan of all things Japan, and really got a Jones for a GT-R Track Edition, please, be my guest and buy one of the things. I know you’ll enjoy it, and in many ways they are very hard to argue with. You best get in line, however. The GT-R Track Edition is by order only and will be available later this summer. The vehicle officially debuts at the New York International Auto Show, April 14th through the 23rd, at the Jacob Javits Convention Center.
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.
2017 Nissan GT-R Track Edition Gallery























Photos & Source:  Nissan Motor Co., Ltd.



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