Automotive

2017 Kia Niro: A lot To Like, Especially Price

Kia, the South Korean company that keeps churning out a brand new vehicle every 8 hours or so, just rolled out another debut model: The all-new Kia Niro. That’s Niro, with an ‘i,’ not with an ‘e.’ That’s the crazy Roman emperor dude or that unneeded antagonist from that Star Trek re-boot movie. This is neither.

The Kia Niro is, like seemingly all their products, pretty durn cheap to acquire, and comes frosted with a stack of gizmos, features, doo-dads, luxury bits, and alleged-luxury bits that make the car, whatever it’s shape, imaginary function, or invented “styling” worth considering.

Value Added

No, you will probably never see a Kia pull slowly into the drive-in and have a gearhead in a greasy white shirt whistle low and say, “whoa, a Kia!” No, you will probably never see a Kia product of any kind grace the lawn at Pebble Beach. But you will see, most likely, a Kia in the hands of a new driver – say 16 or 17 years old – or that kid that works at the drive-in or golf course and you’ll say, “not a bad choice for a first car.”

And they’re not. You get a lot of bang for your buck, and, let’s face it, you also get the added insurance (as odd as that term might sound just now) of having a car that is largely forgettable and disposable when you trade it in on your second car.

Take the all new Kia Niro as a good example.

It’s the brand’s new for 2017 crossover hybrid with five different trim levels: FE, LX, EX, Touring, and a limited production Launch Edition. And it rings the register between $22,890 for the FE to just $29,650 for the Touring. Kia crows: “Five different trim levels offer a Niro for every buyer, crossover utility, and hybrid efficiency at an affordable price.” Yes, that’s an awkwardly worded quote, but look what you get with this guy.

Photo: Kia Motors America.

FE & EX Trims

The Niro FE, that’s the range starting, bottom of the line, cheap-o version, with a beginning MSRP of $22,890. However, it is furnished with a long list of standard features such as 16-inch wheels, 6-way front seats, power windows, keyless entry, cruise control, and a 7-inch touchscreen display with rearview camera. It’s Apple CarPlay and Android Auto compatible, and features a six speaker audio system with steering wheel mounted controls.

Around $23,000 for all that, and it pulls in 50 mpg (combined) in fuel economy, meaning it’ll be cheap like the budgie to own. Next rung up on the trim ladder is the $23,200 LX. Spring for that extra $300 clams and you get Smart Key with push button start, roof rails, and rear LED combination lamps.

Shell out a little more for the EX ($25,700) and you get heated seats, leather wrapped steering wheel, LED daytime running lights, heated power folding mirrors, and front fog lamps. Driver assistance features include Blind Spot Detection (BSD) with Rear Cross Traffic Alert (RCTA) and Lane Change Assist (LCA). Many automakers today include the acronyms for these various technologies, if you’re wondering why all the extra letters. Which, to my way of thinking (arcane as it may be) translates as Look Over Your Shoulder (LOYS) Really, Look Over Your Shoulder (R,LOYS), and Make Sure There’s No One In The Next Lane Before You Move, Dingbat (MSTNOITNLBYM,D).

Seriously. Just pay attention for once, will ya?

Photo: Kia Motors America.

Launch Edition & Touring Trim

The Launch Edition is offered in only two colors: Snow White Pearl or Aurora Black Pearl. It is further set apart by unique Hyper Gray 18-inch alloy wheels with Michelin tires, and a unique metallic color grille. A 10-way driver’s seat, 8-inch touchscreen navigation system, and Harman Kardon premium audio are included.

The Launch Edition will set you back $28,000.

The top of the line Touring trim chimes out at $29,650. Not at all unreasonable. For that, you get to add a power tilt/slide sunroof, front and rear park assist, heated and ventilated seats, heated steering wheel, 10-way power driver’s seat with memory, and the aforementioned Harman Kardon audio.

Additional Goodies

In case those trim levels are not enough for you, there are also three option packages on offer. The Advanced Technology Package for the LX is $1,450 and includes Forward Collision Warning, Autonomous Emergency Braking, and Lane Departure Warning System. There is a Sunroof and Advanced Technology Package for the EX at $2,300 that also includes a power tilt/slide sunroof, Smart Cruise Control, Forward Collision Warning, Autonomous Emergency Braking, and Lane Departure Warning System.

The Advanced Technology Package, $1,900, for the Touring includes HID headlights, wireless phone charging, 110V inverter, Smart Cruise Control, Forward Collision Warning, Autonomous Emergency Braking, and the Lane Departure Warning System once again.

“We’re always striving to offer exciting new products that redefine their segments in all areas, including price,” said Orth Hedrick, Vice President of Product Planning, Kia Motors America, and owner of a really cool superhero name. “The new Niro checks all the boxes – it provides crossover utility, good looks, outstanding fuel economy, it’s fun to drive, and it’s affordable.”

So there’s a lot to like about the new Kia Niro; content, efficiency, and probably most of all, price.

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 Kia Niro Gallery

Photos & Source: Kia Motors America.

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MINI John Cooper Works Countryman Goes Maximum

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

So what gives?

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

Dynamic Duality

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

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

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

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

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

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

Vintage Versus Modern

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

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

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

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

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

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

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

Performance Figures

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

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

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

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

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

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

Too Many Treatments?

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

Nice try though.

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

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

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

But that’s just me.

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

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

MINI John Cooper Works Countryman Gallery

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

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Letter From The UK: Frank James’ Gun

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

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

Historic Locations

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

We have never really had a frontier.

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

It has succeeded. It is a wonderful institution.

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

Porsche Power

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

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

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

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

Photo: DriveWrite Automotive.

Frank James’ Gun

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

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

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

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

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

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

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

American History Made Real

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

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

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

Photo: Porsche Cars North America, Inc.

More Porsche Power

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

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

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

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

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

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

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

Sad to see it go.

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

Interior Treatments & Driver Adjustments

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

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

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

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

Safety & Security

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

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

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

2018 Ford Mustang. Photo: Ford Motor Company.

Engine Technology

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

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

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

Transmission Performance

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

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

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

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

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

Ride & Handling

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

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

Design Dynamics

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

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

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

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

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

2018 Ford Mustang Gallery

Photos & Source: Ford Motor Company

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The 2019 Mercedes-AMG G63: Faster Than You Think!

The 2019 Mercedes-AMG G63: Faster Than You Think! The 2019 Mercedes-AMG G63 still looks like the crate it was shipped in, which, to me, is one of the more charming things about it. Sure, they’ve rounded the corners, did some nips and tucks and contouring and such here and there, but the new G63 still looks like what anything that can go off road should look like: Honest. And even though the latest G-Class can go off road, and even though 99 percent of them never will, the most interesting thing about it is the big whompin’ stompin’ hootin’ hollerin’ V8 engine.
With two turbos.
Sure, the 2019 Mercedes-AMG G63 has lots of nifty tech and convenience features, that’s true, but this engine is really worth looking at.
Power & Performance
It’s a handcrafted AMG-built 4.0-liter V8 biturbo mill that replaces the outgoing 5.5-liter V8 biturbo engine in the previous G63. I know. If it’s a G63, shouldn’t the plant be, oh, 6.3-liters big? Dunno. Ask the Germans. There’s bound to be some logic there. There always is. Anyway, the new double-blown engine puts out 577 horsepower and dispenses 627 lb-ft. of torque to the sand, gravel, mud, logging roads, or the parking lot at your Bikram Yoga class down at the strip mall.
To make all that go and grunt even more fun, Merc has seen fit to deliver most of it across a rev range between 2,500 and 3,500 rpm. Bottom line: zero to 60 mph in just 4.4 seconds! Yes, that’s astonishingly quick for a box that weighs about what a Panzer IV weighed. That’s also 0.9 seconds faster than the previous model. So there. Top speed is an impressive (although limited) 137 mph, or 149 mph if you opt for the AMG Driver‘s package.
Two twin scroll turbochargers are used for optimal response, according to Mercedes-Benz. The housing is divided into two parallel flow channels, combined with two separate exhaust ducts in the exhaust manifold. This makes it possible to control exhaust gases on the turbine wheel separately. The goal is to prevent the individual cylinders from having mutually adverse effects on the gas cycle. Photo: MBUSA.
Unique Layout
The strange thing is the physical layout of the plant and all its ancillaries. The two turbochargers, for instance, are not positioned on the outside of the cylinders but inside the cylinder “V.” Mercedes-Benz says the advantages are a compact engine design, spontaneous response of the turbochargers, and low exhaust emissions thanks to optimal airflow to the “near-engine catalysts.” My take on the disadvantages come down to two words: Heat soak. But I got to figure a bunch of German engineers know more about die Thermodynamik than I do. I hope.
And speaking of German engineers, they’ve also tweaked the pistons, optimized intercooling, and rolled out extensive software upgrades. Spray-guided direct gasoline injection with piezo injectors? Check. An all-aluminum crankcase? Yes, but how it handles the stresses on the bottom end is beyond me. There’s also a four-valve per cylinder design with camshaft adjustment, air-to-water intercooling, alternator management (not sure what they mean by that), an ECO start/stop function, and a gliding mode. And no, I’m not sure what they mean by gliding mode either.
Photo: MBUSA.
Transmission Tech
That new engine is mated to an AMG nine-speed transmission, running model-specific software for shorter shift times, a multiple downshift function, and a double-declutching function in “Sport” and “Sport Plus” modes. Further down the pipeline is a standard-specification AMG Performance 4MATIC all-wheel drive system. The front/rear split of 40 to 60 percent favors a more rear-biased torque distribution.
There’s an off-road reduction gear for difficult terrain that can be engaged via the low range switch at speeds of up to 25 mph. The new multiplate clutch behaves like an automatically controlled locking differential that can switch to 100 percent locking. The locks at the front and rear axle diffs do so with a dog clutch and a 100 percent locking effect, and all the locks can be engaged individually while on the move. Pretty trick.
The 2019 Mercedes-AMG G63 features a double-wishbone front suspension mounted directly to the ladder-type frame. The strut tower brace, known as a suspension bridge, now connects the front strut towers, which increases torsional rigidity. At the rear, the axle is guided with four longitudinal control arms on each side and a Panhard rod. Photo: MBUSA.
Suspension Setup
The suspension system has been completely redesigned by Mercedes-AMG and features coil springs all-round and, for the first time, the front axle has an independent, double wishbone suspension. Out back, there is the tried but true rigid axle with a five-link suspension. The new G63 has electromechanical speed-sensitive steering for the first time, with a variable ratio, in a choice of two modes: Comfort or Sport. Further goodies include a driver’s choice of five AMG on-road modes: Slippery, Comfort, Sport, Sport+, and Individual.
If you go off-road, you can choose from three modes: Sand, Trail, and Rock.

Interior Views
And on the inside, you will find a modern interior. The dashboard has been completely redesigned with analogue tubes and dial instruments standard. You have the option of the fully digital Widescreen Cockpit with virtual instruments, and a central display above the center console with three selectable views: Classic, Sporty, and Progressive.
Pricing & In Person
No word on price or availability, but I bet it’s in showrooms by this fall and will cost an astonishing amount. The 2019 Mercedes-AMG G63 debuts officially at the Geneva International Motor Show beginning on March 8th.
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.
2019 Mercedes-AMG G63 Gallery

Photos & Source: MBUSA.

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VW Pulls Steering Wheel, Pushes For Future Value With I.D. Vizzion

VW Pulls Steering Wheel, Pushes For Future Value With I.D. Vizzion
Volkswagen is going fully autonomous for the upcoming Geneva International Motor Show. Meet the I.D. Vizzion, the latest autonomous concept that showcases VW’s claim for “future individual mobility.” The Vizzion concept is the fourth and largest member of the electrified I.D. family, but it’s remarkably different than its brethren.
“Inside the I.D. Vizzion, a completely new feeling of driving and living is created without a steering wheel or visible controls,” reads a statement from VW.
Hard to have any feeling of driving when there isn’t a steering wheel but okay.
Emotion, Innovation & Service
Technicalities aside about the absence of a steering wheel, VW is showing how the future of transportation can be exciting: that vehicles can and will retain their distinct, emotional designs. In other words, the autonomous era is not likely to be filled with boring pods – at least not if VW has anything to say about it per the I.D. Vizzion.
“With its innovative technology, fully-automated operating concept, and elegant form, the premium class saloon is showing the direction Volkswagen is taking in the technology and design of its future electric models,” reads a statement from the automaker.
VW wants to apply said innovative technology toward a cleaner, safer, and more comfortable automobile. Part of their goal with the I.D. Vizzion is to make sure future mobility is not devoid of added value. In other words, how will all these headlines about automated driving really benefit the consumer? Are they just lofty promises, or are they something more? For VW, it’s the latter as engineers worked to include the benefits of autonomous driving within the I.D. Vizzion. This naturally means occupant safety, but it reaches beyond that.
For example, when the “Digital Chauffeur” is driving, passengers now have time to focus on other things. Perhaps they want to chat or get caught up on their reading? If they need anything changed inside the vehicle, a virtual host responds to voice prompts and gesture controls, and knows the preferred settings of each person using the vehicle. For those unable to drive – the elderly and disabled come to mind – VW will likely present the I.D. Vizzion concept as way for them to have mobility.
Photo: Volkswagen of America, Inc.
Power & Performance
The I.D. Vizzion is nearly 17 feet long, giving passengers plenty of room to stretch out and get comfortable. While VW is slim on the engineering specs, they do say the vehicle has two electric motors that drive all four wheels. The 111 kWh lithium-ion batteries enable a range of up to 413 miles when regenerative braking is factored in. Top speed is 112 mph, a little bit faster than we initially expected.
Future Models
Electrification and technology of this sort will be huge for VW in the near future. By 2025, the brand plans to introduce more than 20 electrified models. The first, the I.D., an electric compact car, will arrive in 2020. After that, a new electric SUV called the I.D. Crozz and then the I.D. Buzz. In the meantime, the I.D. Vizzion will be on display at the Geneva International Motor Show beginning on March 8th.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Photo: Volkswagen of America, Inc.
Photos & Source: Volkswagen of America, Inc.

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Nissan’s Biggest Growth Area Probably Comes As No Surprise

Nissan’s Biggest Growth Area Probably Comes As No Surprise By now, we know consumers across the planet have an insatiable appetite for SUVs. But if there was any doubt, Nissan revealed a few figures recently that highlight their SUV and crossover business. Let’s just say business is good. Nissan’s global crossover and SUV sales increased more than 12 percent last year to over 2 million vehicles. By comparison, Infiniti crossovers and SUVs were up almost nine percent last year, with the QX30 seeing a 97 percent sales increase alone. In total, Nissan’s global crossover and SUV volume rose by nearly 230,000 vehicles in 2017.
The all-new Kicks played a significant part in Nissan’s global SUV expansion. The smaller crossover has already been on sale for the last year in Mexico, Latin America, and China, moving some 109,000 units. The Kicks made its North American debut at the 2017 Los Angeles Auto Show and will arrive later this year in the United States and Canada.
2018 Nissan Kicks. Photo: Nissan North America.
Heavy Hitters
Other big names include the Rogue, X-Trail, and Qashqai compact models. The platform mates generated more than 1.38 million sales worldwide last year – an increase of 10 percent – meaning it’s now Nissan’s top platform by volume. The larger and recently refreshed Armada remained strong in the United States, along with the Patrol in the Middle East. Sales of that platform increased a whopping 79 percent worldwide to nearly 80,000 units.
“The improvement in our global crossover and SUV sales made a significant contribution to Nissan’s growth in 2017,” explained Daniele Schillaci, Executive Vice President, Nissan. “We expect our momentum to accelerate in 2018 as we expand Kicks availability to the U.S. and Canada, execute the global launch of the new Infiniti QX50 luxury midsize crossover, and start sales of the Datsun Cross in Indonesia.”
2019 Infiniti QX50. Photo: Infiniti Motor Company Ltd.
New Technology & Strong Markets
Infiniti plans to launch the QX50 next month. The midsize crossover is built on a new platform and features a unique variable compression ratio engine called a VC-Turbo. Nissan says the QX50 is in the “sweet spot” of one of the fastest growing segments in the world, citing that the premium midsize crossover market has quadrupled in China and more than doubled in the U.S. Elsewhere around the globe, Nissan’s stong crossover and SUV sales were helped by a 94 percent improvement in Latin America.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.

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