Automotive

2019 Subaru Forester: Little Bit Bigger, Little Bit Better

2019 Subaru Forester: Little Bit Bigger, Little Bit Better Is it just me, or is the Subaru Forester getting bigger? They used to be this more upright wagon that was about the same size as the Outback (more or less), but they seem to be slowly turning into bigger and bigger SUV-like rides. And the specs from Subie on the 2019 Forester bare this out. The wheelbase is nearly two inches longer, for one thing, and there are gains in head, hip, and shoulder room. Yup, bigger.
Red Carpet
The new Forester just rolled out at the New York International Auto Show, marking the fifth generation of the Subaru SUV. The thumbnail sketch is that the 2019 Forester will come in Standard, Premium, Limited, and Touring trims, along with a new Sport trim. All versions are powered by the ever-dependable 2.5-liter four-cylinder Boxer engine. The plant is paired with a standard Lineartronic CVT; also standard (all trim levels) is Subaru’s Symmetrical All-Wheel Drive system. Duh!
The 2019 Subaru Forester’s wheelbase was increased from 103.9 inches to 105.1 inches. This allowed the rear seat legroom to increase, which is now 39.4 inches, a 1.4 inch gain over the prior model. Photo: Subaru of America, Inc.
Safety & Security
Like many other car companies these days, Subaru is really focused on ladling in as much safety tech as they have available. Apart from what is now seen as “the regular safety stuff,” Subaru has also come up with DriverFocus. DriverFocus is a monitoring system that uses facial recognition software to identify signs of fatigue or distraction, and works in conjunction with Subaru’s EyeSight Driver Assist Technology to reduce the chances of an accident. A nifty little side note is that DriverFocus can also recognize up to five drivers and their presets for seat position, climate, infotainment, and such.
The rest of that safety stuff includes Automatic Pre-Collision Braking, Adaptive Cruise Control, Lane Departure and Sway Warning, Lane Keep Assist, Pre-Collision Throttle Management, and Lead Vehicle Start Alert. That’s the standard stuff. Optional safety features are Reverse Automatic Braking, Blind Spot Detection, Lane Change Assist, and Rear Cross Traffic Alert. The higher trim packages include High Beam Assist, Steering Responsive Headlights, and Trailer Stability Assist.
And lots of airbags too: front airbags, a driver’s knee airbag, front side pelvis/torso airbags, and side curtain airbags.
2019 Subaru Forester Sport interior layout. Photo: Subaru of America, Inc.
Connectivity & Technology
There is also lots of non-safety tech to be found in the new Forester: Apple CarPlay, Android Auto, SiriusXM, Bluetooth capability, phone connectivity, and audio streaming just to name a few. The Aha and Pandora apps are also integrated. The navigation system is built-in and voice-activated, powered by TomTom with an eight-inch, high-resolution touchscreen. The Starlink Connected Services offers remote start, a concierge service, anti-theft vehicle immobilizer with flashing security lights, and young driver safety functions including geofencing, speed alert, and curfew. Firmware updates come to your Forester over the air.
Power & Performance
All of this tech and safety is powered down the road, paved or otherwise, by a new version of the 2.5-liter Boxer four-cylinder engine, complete with direct fuel injection and higher compression. The new plant produces 182 horsepower and 176 lb-ft. of torque. With the standard Lineartronic CVT, the whole package gets 33 mpg on the highway.
If you opt for the Sport or Touring, the CVT has a mode that simulates a seven-speed manual transmission with the steering wheel paddle shifters. In the middle of the drivetrain is the standard, driver-selectable SI-DRIVE that allows you to tailor the vehicle’s throttle characteristics by selecting between “Intelligent” and “Sport” modes. “Intelligent” mode helps smooth out accelerator inputs for fuel savings, while “Sport” mode tunes the throttle to emphasize performance.
A power rear gate is standard on Limited and Touring trim levels and available as an option for Premium and Sport. Photo: Subaru of America, Inc.
Design Treatments
Subie goes into great detail on the new Forester’s design, but to me, there’s not much to go into here, which is a good thing. It’s kind of that straight up, two box design with truck-like proportions. It’s simple, non-finicky, and it works. Fuji Heavy Industries has added new colors for 2019 though: Jasper Green Metallic, Horizon Blue Pearl, and Crimson Red Pearl. You can even get a panoramic moonroof.
There’s a ton of cargo space (76.1 cubic feet), 60:40 split rear seatbacks, and the rear gate opening width is 51.3 inches wide, which is pretty big. If that’s not enough room for you, roof rails, standard on all but the base model, allow for carrying stuff like bicycles and kayaks. New tie-down hooks are integrated into the rails so all your toys can be secured more easily.
Availability & In Person
The 2019 Forester is arriving at Subaru retailers later this year. In the meantime, it’s on display at the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
2019 Subaru Forester Gallery

Photos & Source: Subaru of America, Inc.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2019-subaru-forester-little-bit-bigger-little-bit-better/

2019 Genesis G70 Looks To Establish Brand’s Longevity

2019 Genesis G70 Looks To Establish Brand’s Longevity You know, Hyundai – okay, okay Genesis, sorry – might really be onto something here. Hyundais are, generally speaking, well made, fantastically practical cars that are ultimately disposable. Genesis, the spinoff brand from the Korean auto-giant, is just like that, only luxury-oriented and feature rich. Could there be a market out there for rich people who would not only drive a Genesis, but drive a new one every year?
Good Old Days
That used to be the way it was done, actually. I’ve personally known several old duffers who used to, every year, drive their car back to Detroit, straight to the factory, and trade it in right there, for the next such-and-such coming off the line. Now, people who are leaning that way just get a new such-and-such on lease every 12 or 24 months. Could Genesis be one of those cars? It is pretty loaded down with all that feature-frosting rich dorks demand.
Marketing Speak
Genesis officially introduced the 2019 G70 luxury performance sedan to the U.S. market at this year’s New York International Auto Show, and yeah, there’s a lot there. The G70 rounds out the Genesis sedan lineup, joining the G80, G80 Sport, and flagship G90 with all that codswallop about the brand’s “Athletic Elegance” design signature blah-blah-blah. Marketing speak, you know?
Still, the interior of the G70 is driver-focused and saturated with enough high-quality materials to choke a horse. Brushed aluminum surfaces, quilted Nappa leather seats, stainless steel speaker grilles, and premium-stitched soft-touch surfaces are all over the place. A 15-speaker Lexicon high-fidelity audio system with QuantumLogic surround-processing allows you to listen to, oh, I dunno, Slayer, in some sort of strange, false echo DSP-chip “environment.”
Photo: Genesis Motor America.
Power & Performance
You want power? The U.S. market G70 will have “enough.” There’s a choice of two engines: a 252 horsepower 2.0-liter turbocharged inline four, and a 365 horsepower 3.3-liter twin-turbocharged V6. Obviously get the big mill! Rear-wheel drive is standard (baby!) and all-wheel drive is optional. The standard box is an eight-speed, sport-tuned automatic with steering wheel mounted shifters and launch control regardless of engine.
And this is actually impressive: Genesis will offer an optional six-speed manual gearbox on the 2.0 real-wheel drive model. Huzzah! Huzzah! Someone is listening to the luddite gearheads out there! Huzzah!
Ride & Handling
All G70s ride on a pretty standard MacPherson multi-link front and multi-link rear suspension. Sure there’s performance-oriented geometry dialed in, and sure, it probably corners okay, but until Genesis/Hyundai start hiring away chassis guys from Red Bull, don’t expect this thing to be a real track star. They have paid attention to overall lightness however, St. Colin of Hethel be praised.
There’s an aluminum hood and a mechanical limited slip diff for improved traction. Variable ratio steering is on the G70 3.3 turbo, and 3.3 turbo Sport models add an electronically-controlled suspension.
The G70 is customizable to each driver’s preference with five available modes. You can tweak powertrain response, steering weight, engine sound, torque distribution, (all-wheel drive models), and suspension firmness. Brembo brakes are optional with fixed four-piston calipers up front, and two-pistons at the rear so you can stop real good. 19-inch wheels and Michelin Pilot Sport 4 tires are an option as well.
Photo: Genesis Motor America.
Safety & Technology
Digital servants? Of course, this is a car designed and built by Koreans in 2019. There’s oodles of standard safety equipment: Forward Collision Avoidance Assist with Pedestrian Detection, Blind Spot Collision Warning, Lane Keeping Assist, and Driver Attention Warning make up the Genesis Active Safety Control suite.
Like all Genesis models, the G70 comes with advanced telematics, seamless connectivity, and nifty in-house tech goodies like Destination Search powered by Voice, Car Finder, Enhanced Roadside Assistance, Stolen Vehicle Recovery, and SOS Emergency & Automatic Collision Notification.
On top of all that, the G70 is an Amazon Alexa-enabled device with voice control.
Availability & In Person
The Genesis G70 arrives at dealers this summer and will come in eight exterior colors: Victoria Black, Casablanca White, Himalayan Grey, Santiago Silver, Adriatic Blue, Mallorca Blue, Havana Red, and Siberian Ice. In the meantime, it’s on display at the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
Photos & Source: Genesis Motor America.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2019-genesis-g70-looks-to-establish-brands-longevity/

Inside The 2019 Acura RDX

Inside The 2019 Acura RDX The 2019 Acura RDX, which recently debuted at the New York International Auto Show, sees the most extensive overhaul to its platform in a decade. For 2019, the Acura RDX comes with a VTEC Turbo engine, 10-speed transmission, and an available torque vectoring all-wheel drive system. The available A-Spec variant goes further, adding sport appearance detailing both inside and out.
Walk Around
The 2019 RDX has a new look that Acura calls “sharp, low, and wide.” The RDX aims for that wide stance and sleek presence by focusing on its “wheels-out” proportions. It has that Acura signature Diamond Pentagon Grille, now flanked by Jewel Eye headlights with seven LED light elements. The wide air intakes include an NSX-inspired air curtain to feed air around the front wheels and down the body. Prominent hood bulges are visible from inside the cabin so you can always remember what a powerful SUV you have and that you’re not compensating.
The front and rear fenders have sharp character lines themselves and another aggressive character line runs the length of the RDX. The whole thing is capped off with distinctive “dragon tail” LED taillights. No, really.
Photo: Honda North America.
Chassis & Suspension
What lies beneath the sculpted new body is also of interest. The architecture delivers a “sophisticated driving experience” thanks to a 2.6 inch longer wheelbase; cargo behind the rear seats has expanded by 3.4 cubic feet, and there’s an additional 1.7 cubic feet of under floor storage. The 2019 RDX also has a fully-flat rear floor for easy loading and unloading. That body structure is mated to an all-new chassis with variable ratio, dual-pinion electric power steering. There is a “sport-tuned” Macpherson strut suspension at the front, an all-new five-link independent rear suspension, and adaptive dampers.
Power & Performance
The new RDX is motivated by a direct-injected and turbocharged 2.0-liter, 16-valve powerplant with a DOHC VTEC valvetrain and Dual Variable Timing Cam. Power comes out at a healthy 272 ponies and 280 lb-ft. of torque; that’s up by around 10 percent versus the outgoing model. And since the torque band has been moved lower, there’s quicker acceleration and sharper throttle response.
Also in the mix is a 10-speed automatic transmission, the first and only 10 speed found in the RDX’s class – but I wouldn’t expect that to last since these ten-cog boxes are all over the truck world. Give them time to percolate down into the almost-truck-world. Acura says gear changes are quick and seamless, in both automatic mode and when using the steering wheel-mounted paddle shifters.
Torque Tools
Curiously enough for an SUV, the RDX comes with torque-vectoring Super Handling All-Wheel Drive. Torque vectoring is currently found on high performance exotics (Ferrari invented it) but it is a clever engineering solution that should make a welcome appearance on almost any road vehicle. Acura’s torque vectoring is a little different since it is applied to the front end to sharpen handling response, rather than applied to the rear. Although Acura points out that up to 70 percent of the torque can be sent to the rear wheels, and up to 100 percent can be distributed to either the right-rear or left-rear wheel; so that’s pretty close to what “normal” torque vectoring is.

Interior Treatments
Of course the inside is all spacious and luxurious. This is an SUV from Acura, after all. The seating comfort and lateral support improves thanks to more intricate sculpting, lightweight steel frames, and 16-way power adjustability. The standard panoramic moonroof has power slide and tilt functions and a power sliding sunshade. Brushed aluminum, stainless steel, open pore Olive Ash wood, Ultrasuede, and rich Milano leather can be slathered about the cabin as the buyer sees fit.
Acura’s True Touchpad Interface is also along for the ride and provides a system-level approach to the in-car user experience. The interface features a 10.2-inch full-HD center display and an all-new, Android-based operating system. Acura even included a padded wrist rest for a comfortable and stable platform while operating the touchpad. The new RDX also comes with a premium audio system developed by Acura and Panasonic.
Availability & In Person
The new RDX is set to arrive at Acura dealers nationwide mid-year. In the meantime, it’s on display at the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
2019 Acura RDX Gallery

Photos & Source: Honda North America.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/inside-the-2019-acura-rdx/

Letter From The UK: The French Are Coming

Letter From The UK: The French Are Coming

A very long time ago, the French tried to horn in on the North American continent but we, the British, saw them off only to be unceremoniously kicked out ourselves. Honestly, King George III wasn’t such a bad chap once you got to know him. Obviously, at the time, he was considered to be as mad as a box of frogs but it turns out he suffered from Porphyria, a terrible recurrent illness that accounted for his kaleidoscope of changing views.
Whatever.
Thriving Factories & Prosperous Futures
History shows that even without our help, America managed to get an automobile industry started, culminating, among others, in an organization called General Motors.
Meanwhile, back in Britain, we had our own flourishing car factories redolent with famous names. One of these names was Vauxhall. Founded in 1857 as an industrial manufacturer, the company started making cars in 1903. It is thus one of the oldest car makers in the UK and still ranks high in sales. In short, it is a British success story.
When I say British, I mean of course, American. The company was acquired by GM decades ago. Nevermind, the cars are still made on these septic isles and models like the Astra and Corsa have been consistently on the bestsellers lists. The future looked bright.
Vauxhall Astra. Photo: Vauxhall.
Storm Clouds
But all was not well. In fact, the General Motors’ European arm (including the German Opel brand) has been hemorrhaging money for years. The game was up. It was time to sell. Therefore, the big automotive news from Europe this spring has been the takeover of General Motors loss-making Vauxhall/Opel division by the PSA Group.
This does not, incidentally, mean that Europe has seen the last of GM. In fact, the American company will retain a presence within the continent, confirming they will remain in the European premium market with Cadillac and Chevrolet performance cars, which is good news for sports car enthusiasts.
The PSA Group is French. Yes, a mere three hundred years later and they’re back again, getting a foothold in someone else’s territory. As of now the Vauxhall name has a new owner. This has made waves throughout the industry and the future for this venerable and vulnerable British brand remains to be seen.
Too Far From Comfort
As an American owned company it made logistical sense to maintain full factory production of Euro-spec vehicles in the UK. The French, however, are just over twenty miles away across the English Channel. Stand on the White Cliffs of Dover and you can smell the cooking. This close proximity may well put British factories and jobs at risk as the French already have under-utilized facilities of their own.
This has been of such concern that our new Iron Lady, Prime Minister May, had cause to summon the PSA boss Carlos Tavares to question his motives. He has allegedly guaranteed UK production until “at least” the end of the decade.
Big deal. That’s only three years away.
Astra Sports Tourer models on the assembly line at Vauxhall’s Ellesmere Port facility. Photo: Vauxhall.

Old Expressions, New Concerns
Also, with Great Britain now committed to leaving the European Union in two years time (we resign formally on March 29th), if we don’t agree on some sort of free trade deal of the type that we currently enjoy, then British-made cars could well become noncompetitive in the Euro market. The big concern is jobs in the same way that jobs have suffered in the recent past in the U.S. car industry.
From this side of The Pond, it seems automotive America might well be in resurgence. There’s a rather uncomplimentary old adage that says, “where America leads, Britain follows.” In this instance, let’s hope that is the case.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

Check out these Automotive tips

http://carsecret.atspace.eu/blog/letter-from-the-uk-the-french-are-coming/

Five Original Hybrids: American Power Meets European Design

Five Original Hybrids: American Power Meets European Design

If someone says the word “hybrid” to you during an automotive discussion, what car do you think of first? If you answer “Toyota Prius,” then you are likely in the majority. Today, auto manufacturers have adopted the term “hybrid” to define any vehicle which uses both an internal combustion engine and electric power as a fuel-saving measure.
But 40 to 50 years ago, “hybrid” cars were all the rage with enthusiasts, and no, these did not employ battery packs.
Setting The Stage
The term “hybrid” was used to define a car with a body from one manufacturer, and an engine from another, in a high-performance combination. More specifically, a powerful American V8 engine would be dropped into a European-designed and built sports car.
The new and improved power-to-weight ratio gave these vehicles tremendous acceleration. Low development cost and ease of maintenance were also seen as positive attributes, especially compared to some of the high-strung powerplants employed in other foreign-born exotica.
Today, these hybrids from the ‘60s and ‘70s are very popular among collectors, and for good reason. Most of them were also built in very low numbers, making them as rare as they are valuable. Let’s take a look at five of the more popular hybrid models (each built below 10,000 units, or about one week’s production of the Ford F-150.) We’ll examine their origins, what features they have in common, and what distinguishes them from one another.
Our five examples are roughly in chronological order.
Shelby Cobra. Photo: CARiD.
Shelby Cobra
Let’s start with the king of them all, the car that is likely the most popular hybrid ever built. In the early 1960s, former racer Carroll Shelby got the idea to drop an American V8 into a small British roadster called the AC Ace. At that time, the Ace was using an inline 6-cylinder engine of antiquated design. The company was willing, but asked Shelby to help find a suitable engine.
His first request, to Chevrolet, was turned down. However, Ford agreed, wanting to use its new “Windsor” 260 V8. Prototypes were built and were successful, and the car went into production, with AC sending painted bodies to Shelby’s home-grown production facilities in L.A., where the engines were installed.
While Shelby’s racing team had some competition wins with the new car, it was not a retail success. Some new cars languished unsold for more than a year. Of the original Shelby Cobras, fewer than 1,000 were built. There was no financial upside to continued production, so Ford and Shelby stopped their efforts by 1967. Meanwhile, AC continued producing the V8-powered car, which they named the AC 289.
The story gets convoluted from here. Starting in the 1980s, Autokraft, among other companies, began to produce replica Cobras, some as complete cars, and some as kits. Cobra-mania continued to swell, as sports car aficionados wanted an affordable Cobra. Even ol’ Carroll himself got back in the game with the so-called “continuation” Cobras.
Today, you may need to be something of a Cobra expert to distinguish a true original from a later replica. But the Cobra is instantly recognized by almost everyone. Go to any car show, and you’re almost guaranteed to see at least one Cobra in attendance.
Sunbeam Tiger. Photo: CARiD.

Sunbeam Tiger
Our second hybrid entry has a number of similarities with the Cobra: it’s British; it’s based on an existing sports car; and it’s the brainchild of Mr. Shelby. The Sunbeam Alpine was a two-seat roadster built by the Rootes Group in the UK. Originally powered by a 4-cylinder engine, the company wanted to explore more powerful options to expand the car’s sales potential. An attempt was made to work with Ferrari, but that effort failed.
Word got to Carroll Shelby, partly based on his success with the Cobra.
The same Ford small-block V8 from the Cobra was utilized, first in 260 cubic inch form, then as a 289 c.i. V8. It was an extremely tight fit. Part of the firewall had to be beat with a hammer to shoehorn the engine into place. The Ford powerplant doubled the Alpine’s horsepower, while adding little additional weight.
Prototypes were built, one was sent to England for approval, and the concept was quickly approved. The new car, dubbed the Tiger, had plenty of performance. The car entered production in 1964, about a year after the prototypes were done. Just over 7,000 Tigers were built before production ended in 1967.
Ironically, it was another American car manufacturer, Chrysler, which helped bring an end to this Ford-powered hybrid. Chrysler bought a controlling interest in the Rootes Group, and was none too pleased with the idea of “one of their own” being sold with a competitor’s engine. Any thought of substituting a Chrysler V8 ended when the company realized that its engine didn’t fit.
Iso Grifo. Photo: CARiD.
Iso Grifo
This hybrid differs from the Cobra and Tiger in several ways. Although it too uses an American V8 in a sexy European body, the Grifo was a “clean sheet” design. It was not an existing car receiving an engine swap. Also, the Grifo was designed and manufactured in Italy, intended to go head-to-head with that country’s best supercars, such as Ferrari.
To summarize the company’s beginnings: Renzo Rivolta founded the Isothermos refrigeration company in Italy just before World War II. After making refrigerators and heaters through the 1940s, the company moved to motor scooter production, then the Isetta bubble car in the early 1950s. Profits from these ventures allowed the Iso Company to move toward luxury sports cars.
The first such car, the Rivolta, saved on production and tooling costs by using a Chevrolet V8 engine. But it was the next model, the Grifo, which set enthusiasts’ hearts racing. Designed by famous Italian design house Bertone, its looks were as sleek as anything else on the market at that time. The first generation cars used a Chevy 327 engine, which pushed the car to a top speed of over 170 mph.
The 2nd generation Grifo moved up to a big-block 454, also from Chevy. The final version of the Grifo reverted to a Ford Boss 351 engine. This model was not only the last Grifo; it was the last Iso vehicle, as the company went out of business in 1974. Good luck finding one now, as only 413 Grifos were produced.
Jensen Interceptor. Photo: CARiD.

Jensen Interceptor
Among the five hybrids included in our story, the Jensen Interceptor stands alone as the one produced by a large-scale existing car manufacturer, using an American V8 from the beginning as its only available engine. The Jensen brothers, Alan and Richard, founded their company in the 1930s. They had always specialized in building bodies for other manufacturers, as well as complete cars of their own design.
For the Jensen-branded cars, the use of engines made by others was common, and helped control costs.
After producing several in-house designed sports cars after World War II, Jensen hired an Italian design firm, Touring, to create the Interceptor. Earlier Jensen cars utilized a Chrysler V8, and that continued, in 383 c.i. form, with the Interceptor. The result was a true Grand Touring machine: large, roomy, comfortable, and able to cruise for long distances at high speeds. Later models moved up to the Chrysler 440 engine.
Success with this initial hatchback model led Jensen to also produce convertible and coupe versions. But by the mid-1970s, financial problems befell the company, and Interceptor production was over by 1976. Jensen built just over 6,400 Interceptors in all three body styles.
DeTomaso Pantera GT5. Photo: Ed Callow.
DeTomaso Pantera
Our final hybrid is from the DeTomaso firm, founded by Argentinian Alejandro DeTomaso. With funding provided by a brother-in-law, DeTomaso began producing sports cars in Italy in the early 1960s, using European Ford, then American Ford engines.
The company’s third car, the Pantera, was its most successful. Like the Iso Grifo, this was a fresh design, not an existing car with an engine transplant. But instead of Chevy power, it used a Ford 351 “Cleveland” engine. And rather than locate that engine in the front, like all these other hybrids, it was mounted midships, directly behind the two-seat cockpit. Its body was designed by Ghia in Italy, and was one of the sleekest of the early 1970s.
Perhaps the biggest key to the Pantera’s sales success was the deal DeTomaso made with Ford for the car to be sold through Lincoln-Mercury dealerships. This gave it exposure that was otherwise unattainable. The Panera sold well its first few years in the United States. It was priced competitively, had great performance, and could be serviced at any Ford dealer.
But by 1974, with the first gas crisis in full swing, Ford decided to pull the plug on Pantera importation. By this time, about 5,500 cars had been sold. Meanwhile, DeTomaso continued production for the rest of the world, but at a much slower rate of output. Sales continued into the 1990s, eventually reaching over 7,000 units.
Highly Regarded Hybrids
These five hybrids provide us a nice cross-sectional view of market offerings during the ‘60s and ‘70s. Three are from the UK, two from Italy, three with Ford power, one each with Chevy and Chrysler power, and all of them produced in low numbers.
Also note how these cars were born at a time when customers wanted performance, and were willing to pay for it. Today, each of these models are highly-prized and very collectible. Like other muscle cars of the time, the demand is there, and that keeps prices high. So the next time someone asks you about hybrids, you’ll be ready to impress them with your knowledge about these amazing supercars!
Richard Reina is a Product Trainer at CARiD.com and lifelong automotive enthusiast.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/five-original-hybrids-american-power-meets-european-design/

Lotus Elise Sprint: Less Mass Means More

Lotus Elise Sprint: Less Mass Means More

“O mystic Lotus, sacred and sublime, In myriad-petalled grace inviolate, Supreme o’er transient storms of tragic Fate, Deep-rooted in the waters of all Time.”
`The Lotus’ dedicated to M. K. Gandhi,
by Sarojini Naidu.
Experience Is Everything
If you have never driven a Lotus, any Lotus, than those words might seem a little bit over the top, concerning a car. If you have never driven a Lotus, then I have pity and empathy for your automotive shortfall. If you have driven a Lotus, then you know those words are, if anything, not even close to what the driving experience is like.
For some reason, I thought Lotus had stopped producing the Elise and moved on to focus on the Evora and Exige. More’s the pity, I thought, because an Elise is a fantastic car. Nimble and graceful are understatements. Its handling was near telepathic. Its braking was startlingly short and its overall grip was like a mollusk on a rock. But no, Lotus is still making the Elise, and on top of that, they’re making a special edition that is even superior.
Power, Weight & Ratios
Essentially the Hethel outfit has turned the most obsessive of its engineers loose on the little beasty, and they’ve gone after anything that can save weight with a meat-axe. The “normal” Elise already tips the scales at not much more than 800 kilos, but the new Elise Sprint weighs in at 789 kilos, or around 1,700 pounds, dry. That means at the curb, this thing weighs a lot less than a first gen Miata, and it’s mid-engined and it puts out more power.
The Elise Sprint is available with either a 1.6-liter naturally aspirated engine or a 1.8-liter supercharged plant. I will not insult your intelligence by telling you what engine you should desire, but just in case you’re rather slow on the uptake, I’ll just give you a suggestion: Get the “big” block with the blower you primate.
Now, about that whole weight savings/meat-axe thing.
During development of the Lotus Elise Sprint, balancing the aerodynamic downforce across the entire car was paramount. One example comes with the rubber elements mounted on the flat underside and ahead of the front wheel, together with an additional diffuser vane at the rear. They help modify airflow under the car to reduce drag and increase stability. Photo: Group Lotus plc.

Cutting Down
The Sprint’s standard lightweight components consist of a Lithium-Ion battery that shaves off 9 kg, bespoke carbon race seats that cut 6 kg, and new lightweight forged alloy wheels that trim off an important 5 kg of valuable, unsprung weight. The carbon access panel, roll hoop cover and engine cover, and polycarbonate rear window chop off 6 kg. Overall, that’s an impressive 26 kg, compared to the earlier Sport and Sport 220 models, and both of those were already featherweight cars to begin with.
Other weight saving measures are found in the new, optional two-piece brake discs, which axe 4 kg, again of unsprung weight. There are optional carbon sill covers which subtract 0.8 kg, which is fairly insignificant, but it does show us just how fanatically committed Lotus can be. So you go bonkers with a weight loss program, but what does it get you?
Bring your stopwatch down to the track, and the results speak for themselves.
The Elise Sprint does 0-60 in 5.9 seconds and the Elise Sprint 220 does it in 4.1 seconds. Harder cornering, natch, and a power to weight ratio of 168 horsepower per tonne for the Elise Sprint, and 257 horsepower per tonne for the Elise Sprint 220. By the by, “tonne” is a British term but it also means the same as a metric tonne, or 2,200 pounds. So that all important ratio gets even better if’n ya calculate it out in American cypherin’. Bottom line: Champagne levels of performance at a (good) beer price.
The new Elise features the same suspension setup as before, with a fully independent double wishbone suspension and a front anti-roll bar, coupled with Bilstein high-performance gas dampers and Eibach coaxial coil springs, front and rear. Photo: Group Lotus plc.
Sights & Sounds
Lotus says “the 1.8-liter supercharged Elise is the best-sounding 4-cylinder car on the market,” but, A) that’s subjective, and B) does Alfa still make fours? Cause if they do, Lotus is everso wrong in that statement.
Visually you can tell the Elise Sprint from the matte black transom panel, black wheels which come with custom contrasting metal spun rims, distinct yet understated side stripes on the bodywork, and unique side and rear badging. If you’re not driving a Lotus, you’ll be seeing that rear badging more than anything else. There are also color-keyed inserts for the sports seats, transmission console, and HVAC surround, along with Sprint badge stitching. There’s more detail inside the Elise Sprint with a selection of optional Alcantara trim panels on the doors, sills, seats, and vent surrounds, all with contrasting stitching.
Lotus is justifiably proud.
“Enhanced by less weight, the Elise now provides even more driving purity, greater agility, and higher all-round performance. As we say at Hethel: less weight equals more Lotus,” rejoiced Jean-Marc Gales, CEO, Group Lotus plc.
So if you can get your hands on a Lotus Elise Sprint, do so. I hate to advocate speed, handling, braking, or vehicular insanity to anyone, but they’ve always worked for me.
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.
Lotus Elise Sprint Gallery

Photos & Source: Group Lotus plc.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/lotus-elise-sprint-less-mass-means-more/

2018 GMC Yukon XL Denali Review

2018 GMC Yukon XL Denali Review
If you need a full-size SUV, built on a truck chassis, ready to tow a trailer, and haul large amounts of cargo with nine-passengers, there aren’t many choices. The GMC Yukon XL will fill your order and can even take the abuse of rough, unpaved roads on a regular basis, something car-based crossovers won’t handle. Add the Denali trim and you’ve got a rugged SUV with the style and trimmings of a luxury vehicle.
This weekend, we drove the top-of-the-line, 2018 GMC Yukon XL Denali 4WD.
What’s New For 2018
The Yukon Denali, the top GMC trim, adopts a sophisticated 10-speed automatic transmission. There’s also a new Denali Ultimate Package with 22-inch wheels, a sunroof, and a large helping of safety tech add-ons.
Features & Options
The 2018 GMC Yukon XL Denali 4WD ($71,865) comes loaded with features including tri-zone automatic climate control, power-adjustable front seats, and 60/40-split folding second- and third-row seats. Also included is a 110-volt power outlet, an eight-inch touchscreen interface, a rearview camera, Bluetooth, and OnStar communications (with a 4G LTE connection and Wi-Fi hotspot). Apple CarPlay and Android Auto compliments a nine-speaker Bose audio system, which includes a CD player, satellite and HD radio, and a USB input.
Other features include foglights, side steps, roof rails, front and rear parking sensors, automatic wipers, and a trailer hitch receiver with a wiring harness. GM’s Teen Driver monitoring system, which limits certain vehicle settings for young drivers, also comes standard.
The top-of-the-line Denali trim adds 20-inch wheels, xenon headlights, adaptive suspension dampers, a trailer brake controller, a heads-up instrument display, active noise cancellation, second-row bucket seats, navigation, and a wireless smartphone charging pad.
The new-for-2018 Denali Ultimate package ($8,030) adds 22-inch wheels, a sunroof, power side steps, adaptive cruise control, a rear seat entertainment system with DVD player, an extended satellite radio and traffic information subscription, and enhanced security features. The Ultimate package also adds forward collision alert with automatic low-speed emergency braking, a vibrating safety-alert driver’s seat, automatic high beams, and lane departure warning and intervention systems.
Total MSRP on this Denali tester including destination: $80,190.

Interior Highlights
The GMC Yukon XL is just that: it’s super-sized for extra cargo and passenger-carrying abilities. Yukon XL is 20.5 inches longer than the normal Yukon, on a wheelbase that’s 14 inches longer. Yukon XL offers a lot more third-row legroom, making the XL ideal for hauling large numbers of passengers. Stepping inside, the Denali proves handsome and luxurious, reminiscent of a high-end luxury vehicle.
The Yukon XL is absolutely cavernous inside were six-footers will feel comfortable for long trips. An eight-inch touchscreen sits high above logically-laid-out controls that are easy and quick to use. The front seats are especially comfortable with plenty of adjustments and power-adjust pedals to help find the perfect position for any size driver. The second row captain’s chairs are just as comfy, giving passengers extra elbow room. The XL provides ample stretch-out space for taller passengers and even the third row can handle adults without an issue.
With the third row deployed, it offers up a generous 39.3 cubic feet of cargo space. Fold down the second and third rows, and you’ve got a whopping 121 cubic feet of maximum cargo space at your disposal. Loading cargo can be a bit of a chore, however, because of the relatively high rear tailgate floor.

Engine & Fuel Mileage Specs
Yukon Denali gets GMC’s 6.2-liter EcoTech3 V8 engine, sending 420 horsepower and 460 lb-ft. of torque to the wheels via a new 10-speed automatic. Our Yukon XL came with 4WD, a locking rear differential, two-speed transfer case, rear load leveling, and was equipped to tow 7,500 lbs.
The EPA fuel mileage estimates come in at 14/21 city/highway and 16 combined mpg.
Driving Dynamics
When we pushed the gas pedal to the floor, the big 6.2-liter came alive quickly and delivered a remarkably eye-opening response. Of course, the price is a big drop in fuel mileage, but the demographic that will buy the Yukon XL aren’t all that concerned with the price of gas. Although the V8 can run on half its cylinders during light-load usage to help reduce fuel consumption.
The ride is comfortable in spite of the bigger wheels and thanks in part to the Denali’s Magnetic Ride Control. The SUV smoothed out the bumps on the dirt roads with ruts. We experienced a spring snow storm in Denver and the 4WD system allowed us to cut through the ice and snow. Denali comes with a 2WD mode, 4-wheel automatic, 4-High, and 4-Low for unpaved roads and trails.
The cabin is quiet even when we stood on the gas. The new 10-speed automatic was smooth and we never felt it hunting for the right gear, even at altitude going up the steep I-70 incline heading out of town. The GMC Yukon Denali can haul a boat-load of people without an issue and the only problem we had was slower traffic getting in our way. The big vehicle gives the driver a feeling of power and authority on the road.
If you are doing high-traffic city driving, the Yukon XL is a challenge trying to navigate tight parking lots and narrow streets. It requires a rubber neck and paying attention to how you park. Denali does come with an array of parking sensors, rearview camera, and a vibrating safety-alert driver’s seat, which we thought was a bit over the top.
Conclusion
The GMC Yukon XL Denali offers a rugged SUV with the style and trimmings of a luxury vehicle. It will handle all your people and cargo-hauling needs with room to spare. The Denali is luxury grade. Add in the 4×4 capability and you’ve got a big family hauler that will go anywhere you point it.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 GMC Yukon XL Denali Gallery

GMC Yukon XL Denali Official Site.
Photos: GMC.

Check out these Automotive tips

https://carsecret.atspace.eu/blog/2018-gmc-yukon-xl-denali-review/

Want Your Next Lexus To Start? Lick The Steering Wheel. No. Seriously.

Want Your Next Lexus To Start? Lick The Steering Wheel. No. Seriously. Auto shows can be crazy places with half-thought out ideas all over the place. Gyroscope-stabilized briefcase warmers for the back seat. Cop cars with integrated doughnut dispensers. Turbine-powered iPad docks. Lots of nutty stuff that will (thankfully) never see the light of day. Sadly, Lexus and their new partner, genetic screening company 23andMe have teamed up for “Genetic Select” and it looks like they’re “serious.”
Lexus made the announcement in conjunction with the 2018 New York International Auto Show.
“Finding the perfect vehicle that meets your every need was once only a fantasy, but now it’s becoming reality,” crows Lexus inaccurately. Finding my perfect vehicle is easy guys. Finding the money for it, that’s the hard part. Genetic Select is the “Ultimate Answer to Vehicle Customization” and a revolutionary new car buying experience.
It also pegs the goofy meter.
Perfect Fit
Available on April 1st at Lexus dealerships, Genetic Select’s patented “DNA sequencing model-to-model technology” will pair drivers to a Lexus vehicle that’s tailored to their every characteristic. Lexus says with 23andMe’s understanding of genetic variants, Genetic Select will enable them to deliver the perfect color, trim, horsepower allotment, seating configuration, and radio presets, with 99.99967 percent accuracy.
“It will be impossible to tell where the driver ends and where the car begins,” reads a statement in the press release.
This is all based on the driver’s DNA, so if the customer does not have a genetic variant for bald spots, the car will come equipped with a sun roof. Those genetically prone to more freckles will receive custom window tinting.
In conjunction with 23andMe, Lexus will offer a unique vehicle customization program – one that considers the buyer’s genetics and configures the car accordingly. Photo: Toyota Motor Sales, U.S.A., Inc.
Spit, Sign & Drive
Your Genetic Select appointment takes about 10 minutes and is sort of like the movie Gattaca. Lexus’ service staff will collect a saliva sample as quickly and painlessly as possible, then send it to 23andMe for full sequence testing. 48 hours later, the perfect vehicle will arrive at the customer’s doorstep, badda-boom badda-bing! You won’t even need a key to operate it – the revolutionary new saliva-powered start system operates via a DNA ignition sensor on the steering wheel. Just lick and drive!
Customers can make their appointments at their local Lexus dealership starting April 1st. The video below explains more.
That date again is April 1st!
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.

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

Check out these Automotive tips

https://carsecret.atspace.eu/blog/want-your-next-lexus-to-start-lick-the-steering-wheel-no-seriously/

Memory Lane: “Stinks Like Cheese In Here” & Other Stories As A Private Chauffeur

Memory Lane: “Stinks Like Cheese In Here” & Other Stories As A Private Chauffeur
Allow me to carry your suitcase, sir!
I’m getting hot under the collar. I have to pick up the Director of the Department of Agriculture from a neighboring state. He was in town for a conference and I have to rush him to the airport. He’s already 20 minutes late and he might miss his commercial flight. If a government plane was waiting for him, it would be a different story.
But this is not my lucky day.
“The Boys”
In my haste to get him to the airport, I take a sharp turn off the hotel driveway. I find myself at the stop light in the oncoming lane of the six-lane boulevard. That’s why I’m a bit uneasy. The light is red and the director is looking at me wondering what the hell I’m doing. He looks at his two aides sitting in the back of the Chevrolet Caprice. They remain mute.
He can no longer keep his tongue. “Well, wait till I tell the boys back home.” I keep looking ahead pretending that I know what I’m doing as a chauffeur to high-ranking politicians. The “boys” he is talking about are the police officers who usually drive him around when he is home. But whenever he visits our neck of the woods, I drive him.
On top of that, I have to turn left.
Calm & Collected
I don’t say a word and keep looking straight ahead. Somehow, I’m relaxed and know that everything is going to be alright now that I have my passengers in my care. There is a car facing us across the intersection and the driver is also wondering what I’m doing in his lane. The Caprice may be helping. It could be perceived as an unmarked cruiser. For all he knows, the occupants could be undercover officers wearing suits.
The light turns green and I floor it. As if it were my right of way, I make my turn and end up in the proper lane. The director is shaking his head, smiling. I get him to the airport just in time and he makes his flight.
I’ve had countless adventures like this: taking one minister and my boss to a reunion, then waiting for them as they had to go to another meeting. Again, they were running late. Most of the driving was taking place on the highway but unfortunately, it was bumper to bumper. So, I simply drove the car on the shoulder for just about the entire trip. A few people got upset, honking their horns as we zipped by, but I saved a lot of time. My passengers never said anything.

Better Late Than Never
The life of a chauffeur ain’t always easy, especially when you are fighting the clock and your passengers have no clue on how long it takes to go from point A to point B in a large, congested city. Other times, they tell you at the last minute they are arriving. I got a phone call once from the aide of another director. “The director will be arriving in a government plane at the downtown airport in about 10 minutes.”
Would it kill you to give me better advanced warning? I can probably make it to the airport in 10 minutes since the office is downtown. Unfortunately, the downtown airport is on an island and I have to take a short ferry trip to get there.
I run to the car, and coming out of the parkade, I take a turn where I should not be taking a turn. Of course, there is a cop, on a bicycle no less, and he catches up to me. I give him my government ID card and driver’s license and explain why I took the illegal turn. I’m verbally hurrying him to let me go along otherwise I’ll be late. He doesn’t like my tone of voice, but allows me to proceed without a ticket.
Government Planes
I make it to the ferry ramp. The ferry is on the other side. Figures. I wait, not so patiently. It’s a five-minute crossing of a canal. It takes longer to load and unload the cars but I finally make it.
The aide had the timing wrong, and I arrive next to the tarmac as the plane is on final approach. It’s an F-27 Fairchild-Hiller and the pilot will need the entire runway to land. If he misses, the plane is in the water. Those guys are good and he brings the aircraft around to where I’m parked. The director disembarks and he and his entourage pile up in my car. The plane will wait for them. It’s only a day trip. I don’t think there is a pilot’s lounge at the tiny island airport.
A couple of years later, I picked up another director of agriculture; a different one. Politics is a tough business and people come and go. He was accompanied by his wife and triplets. I drove them to their hotel so they could check in. I waited, as I had to drive the minister to another hotel for a meeting. After I dropped him off, I returned to his hotel to pick up his wife and children. I was instructed to give them a tour of the city.

Excuse The Cheese Please
The director’s visit coincided with a huge agricultural fair taking place in town, and his department had a kiosk showcasing cheeses from various regions of his state. The fair was closing for the day and I had to pack up all the cheese and bring it back to the office. There wasn’t a fridge at the fair, but we had one at my place of work. I loaded up about 200 lbs. of cheese in the trunk. It took a while. As I was about to go unload it, I realized I needed to take the director to a banquet.
He made his way back to the hotel because I was busy giving a tour to his family. I open the door and he gets in the car. He’s all decked out in a tuxedo. I can see in the rearview mirror that he is looking around, sniffing. “It stinks of cheese in here.” He blurts out.
“Well, sir” I explain to him . . . “I didn’t have time to unload it.” I tell him the story but he was worried, I guess, that he would smell of cheese when he got out of the car. He wasn’t happy.
Fido’s Bite
Another time, I had to drive the Consul of Peru. For some reason, Peru had a consulate in our city. He wanted to go to a branch of the American Kennel Club to have his purebred dogs registered with the AKC. “Are your dogs nice?” I surprised myself asking the consul.
“No. They are not nice. They stay inside my compound and if someone manages to climb the eight-foot wall to invade my property, the dogs will shred them to pieces. There’s a lot of crime in Lima.”
“Oh, Okay,” I thought.
His request to have his dogs registered was denied.

Close Calls & Juicy Gossip
I never experienced close calls, accident-wise, except one time when I was making a turn. One of those crazy bike couriers came from nowhere and slid on the wet pavement in front of the car. I stopped in time and didn’t hit him. My boss was sitting in the car with two high-ranking politicians.
You hear juicy tidbits as a chauffeur, but it’s not that glamorous of a job, unless you work for a wealthy patron who pays you handsomely. I learned the main preoccupation of politicians is to stay in power. I’ve driven all sorts of people; from CEOs to famous artists, and a lot of elected officials and their subordinates. The defensive driving course I had previously taken served me to no end, and still does to this day.
Being a chauffeur was fun, since I enjoy driving, and I got to know the city by heart.
Michael Bellamy is the author of our Memory Lane series, a collection of work that examines the unique relationships we have with automobiles. Bellamy has held a number of interesting jobs over the years, including a helicopter pilot and chauffeur to high-ranking politicians. He enjoys driving his 1997 Lincoln Mark VIII LSC and 2003 Dodge Dakota.

Check out these Automotive tips

https://carsecret.atspace.eu/blog/memory-lane-stinks-like-cheese-in-here-other-stories-as-a-private-chauffeur/