Cadillac Super Cruise: The Next Gen Cruise Control System

Cadillac Super Cruise: The Next Gen Cruise Control System

The short story here is that Cadillac has a new “smart” cruise control system called Super Cruise. The long story is that, although that’s a pretty cool name, it’s actually the name of something aerospace engineers have been chasing for a long while now.
In the aerospace world, supercruise (in the aero parlance) is a specific set of engine performance standards that, in short, allow a plane to fly at supersonic speeds without engaging the afterburners.
This is, unsurprisingly, a very tough thing to do, and despite some very bright people working at Rolls Royce and Pratt & Whitney and Tumansky, they (and by “they” I mean Pratt & Whitney working on the F-22 program) only got it figured out around a decade ago. Cadillac’s Super Cruise (two words) is, sadly, not a thing that will help your huge American luxo-barge cruise down the interstate at roughly 700 miles an hour. Give or take.
Precise Network
Super Cruise is Cadillac’s hands-free driving technology for the highway. Caddy says that Super Cruise, unlike other driver assistance systems, will utilize two different approaches: A driver attention system and precision LiDAR map data. Super Cruise will first roll out in the 2018 Cadillac CT6 this fall. Obviously this is in response to the growing inevitability of both self driving cars, and the fact that Tesla, a direct competitor to Cadillac in many ways, has a near-self driving car of their own already on the market.
The Super Cruise system is added on to the network of cameras and radar sensors already in place on the CT6. The system aims to bring comfort and convenience for both long distance drives as well as daily commutes. It also adds automatic lane-centering to the CT6’s set of driver assistance/active safety gizmos to enable automatic control of both speed and steering during highway driving.
The most forward facing half of the Super Cruise scheme is the Driver Attention System. This portion of the system uses an inconspicuous infrared camera located on the top of the steering column, focused on the driver to monitor head position and track where the driver is looking while using Super Cruise. Cadillac points out how they are the only manufacturer to monitor driver attention to the road while their smart cruise control system is employed.
“Super Cruise is a more technologically advanced hands-free driving solution, which in terms of capability, integration, and validation is uniquely focused on customer convenience and safety,” said Johan de Nysschen, Cadillac President. Photo: Cadillac.


Ready & Alert
For example, the Driver Attention System senses if the driver has turned away from the road ahead for too long. If so, it will “prompt” the driver to pay attention. Curiously, if those first prompts do not get you to immediately refocus on the road, the Super Cruise system will continue to do the “safely steer” thing until a further escalation of alerts prompts you to resume supervision of the car.
Sadly, this is not a collection of ah-oogah horns and warning claxons sourced from WW II destroyers, which personally I would find kind of fun. No, in the case of Caddy’s Super Cruise, a steering wheel light bar guides the driver to look at the road or take back control of the wheel. Escalating levels of alerts include visual indicators in the instrument cluster, tactile alerts in Cadillac’s Safety Alert Seat, and audible alerts, if necessary. Sadly, the “tactile alerts in Cadillac’s Safety Alert Seat” do not involve direct application of high voltage shocks to your tuchus.
Oh, and here’s a fun little bit from Caddy: “In the limited event of an unresponsive driver, the Cadillac CT6 utilizes the full capability of onboard driver assistance technologies to bring the car to a controlled stop and contact OnStar to alert first responders, if necessary.” Okay, first, thank you, second, I hope it never comes to that, and third, how fun would it be to get out on a lonely road late at night and “test” this portion of the system?
2017 Cadillac CT6. Photo: Cadillac.
Cameras & Sensors
The other half of the Super Cruise system, the LiDAR map data, is pretty technically sweet.
LiDAR stands for Light Detection and Ranging, and is a remote sensing method that uses light in the form of a pulsed laser to measure ranges (i.e. variable distances) to anything that it’s aimed at. In the case of Caddy’s Super Cruise, that means anything in front of the car, but in the case of the American military (which is where LiDAR comes from, natch) it means anything that is down range from that missile/gun/attack helicopter/etc. that is about to get blown to Mars.
Cadillac says this is the first assisted driving technology that will use precision LiDAR map data and real-time cameras, sensors, and GPS. Basically it works like this: Data from on-board cameras, GPS, and radar sensors is used to govern steering, braking, and acceleration. On top of that, the Super Cruise system inserts more information using a LiDAR-scanned map database.
Pinpoint Accuracy
All of this combined enables it to function, but only in areas where appropriate road conditions are detected. In other words, the system is “smart” enough to know that even if the map says the road is clear and four lanes wide, it will default to what its sensor suite definitively says is out there. So no more of this “GPS says take a left and drive over the bridge” only the bridge ain’t there no more and splash-gurgle-gurgle-gurgle you drown.
Cadillac went so far as to make their own precision LiDAR maps for every mile of limited-access highway in the United States and Canada. This, combined with improved GPS accuracy, means the system is four to eight times more precise than traditional GPS alone. Super Cruise will allow hands-free driving – it is not fully autonomous, but Cadillac feels it’s the next best thing.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Photo: Cadillac.
Photos & Source: Cadillac



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2018 Jeep Grand Cherokee Trackhawk: 707 Horsepower Kid Hauler

2018 Jeep Grand Cherokee Trackhawk: 707 Horsepower Kid Hauler

Okay, so this should be the final installment of Dodge’s nutzoid Hellcat drivetrain we’ve previously seen installed on the Challenger and Charger. In a way, Fiat Chrysler Automobiles has all the bases covered: They got your two-door coupe with the Hellcat Challenger, the practical sedan with the four-door Hellcat Charger (I know, Chargers should have two doors, and it pains me to write that), and now the ultra practical SUV with the 2018 Jeep Grand Cherokee Trackhawk.
Impressive Power
In a lot of ways, the 2018 Jeep Grand Cherokee Trackhawk is just like a top of the line Grand Cherokee, only with a monster mill shoehorned under the hood. So trivial details like infotainment systems, the number of ways you can adjust the front seats, how many coolers you can fit in the way-back, and all that should still be the same or at least remarkably similar. Besides, that stuff is so boring to begin with – and me, like any other gearhead, will want to focus on the juicy, fast bits.
First, the 2018 Jeep Grand Cherokee Trackhawk is the most powerful SUV ever made. The supercharged 6.2-liter V8 plant delivers 707 horsepower and 645 lb-ft. of torque, capable of moving the 2018 Trackhawk to very high speeds. Which, indeed, it does. 60 mph comes up in a meager in 3.5 seconds, you’re doing the quarter mile in 11.6 seconds, and topping out at 180 mph. Impressive numbers to be sure, but did I mention you’re doing this in a friggin’ Jeep?!
The supercharger has a drive ratio of 2.36:1, boasts a maximum speed of 14,600 rpm, and is sealed with a premium synthetic oil. The supercharger is fed in part by a cold-air scoop in the lower front fascia, replacing the driver’s side fog lamp. Finally, a new low-temperature cooling system, consisting of a pump, reservoir, heat exchanger, and lines keep the charge air cool during more agressive driving. Intake air temperature is kept below 140 degrees Fahrenheit (60 degrees Celsius) while allowing up to 30,000 liters of air flow per minute.
The 2018 Jeep Grand Cherokee Trackhawk’s supercharged engine was manufactured with a specific focus on material composition. Only the most durable components were utilized. For example, its cast iron block features water jackets between the cylinders for optimal cooling. A forged-steel crankshaft with induction-hardened bearing surfaces was made to withstand firing pressures of nearly 1,600 psi (110 bar) – the equivalent of five family sedans standing on each piston, every two revolutions. The unique, specially tuned crankshaft damper has been burst tested to 13,000 rpm. Photo: FCA US LLC.
Transmission & Braking
Jeep says the TorqueFlite eight-speed automatic transmission and driveline components have been re-engineered to handle additional torque output with upgrades all around. And all that is good, cause that’s a lot of power, and snapping a driveline like a twig makes an awful sound. The TorqueFlite’s software takes into account variables like engine torque gradients, kick-down events, longitudinal and lateral acceleration, grade changes, friction detection, and downshift detection to determine the appropriate shift map.
But, okay, so you say you want to stop? Easy. The 60 to 0 mph braking performance happens in a scant 114 feet. There’s an all new Brembo braking system that includes the largest-ever front brakes on a Jeep. To which I say: No kidding Sherlock! The largest-ever? They’d have to be, since this thing weighs more than a half-loaded boxcar. A complete stop in only 114 feet from freeway speed? That’s a minor miracle. Brembo must have designed them with St. Peter.
The 2018 Jeep Grand Cherokee Trackhawk is equipped with a specialized Jeep Quadra-Trac four-wheel-drive system, which includes an electronic limited-slip rear differential and a single-speed active transfer case. The new, full-time active transfer case uses forged steel chain sprockets and a wider chain for increased durability. The differential features a revised housing design, revised ring-and-pinion tooth geometry, and a new four-point axle mounting scheme for better load distribution, additional torque capacity, and overall durability. Photo: FCA US LLC.

Driving Dynamics
The 2018 Jeep Grand Cherokee Trackhawk features the Selec-Track system, with Auto, Sport, Track, Snow, and Tow modes. Depending on a driver’s needs and the terrain ahead, the individual modes alter the four-wheel-drive system, transmission, paddle shifters, electric power steering, and suspension.
Jeep says their new baby has “world-class on-road driving dynamics” and honestly, even though I’m not clear as to what that means exactly – that phrase is subjective on so many levels – I’m willing to go with it. Functionally, the 2018 Jeep Grand Cherokee Trackhawk is a big truck-like thing, so I’m sure any upgrade from solid beam axles to leaf springs will count as “world-class on-road driving dynamics.”
The vehicle also has a 7,200 lbs. towing capacity.
The 2018 Jeep Grand Cherokee Trackhawk featuers a short- and long-arm (SLA) independent front suspension with coil springs, Bilstein adaptive damping suspension (ADS), upper- and aluminum lower-control arms (“A” arms), aluminum knuckle, aluminum clevis, and hollow stabilizer bar. The rear suspension is a multi-link design with coil spring, Bilstein ADS, aluminum lower control arm, independent upper links (tension and camber), plus a separate toe link, and a hollow stabilizer bar. Photo: FCA US LLC.
Functional Design
The 2018 Jeep Grand Cherokee Trackhawk is not a total sleeper though. For starters, the fascia has been redesigned and optimized for better airflow and cooling while there’s a new, unique quad-tip exhaust system. Also new are standard 20 x 10-inch titanium wheels that show off the distinctive yellow aforementioned Brembo brake calipers.
Jeep says the Grand Cherokee Trackhawk has more than 70 safety and security features. A lot of those are what you’d already expect (seatbelts, crumple zones etc.) and a bunch are also what you would expect today (Adaptive Cruise Control, Advanced Brake Assist, Blind-spot Monitoring, and the like).
The 2018 Jeep Grand Cherokee Trackhawk was designed with a “driver-focused” interior in mind. Premium and soft-touch materials decorate the cabin, from the unique Light Black Chrome finishes to the carbon fiber spears. The 8.4-inch Uconnect touchscreen houses the Trackhawk’s exclusive Performance Pages. They show an array of timers and gauge readouts, including a new dynamometer screen to measure horsepower, torque, and gear changes. A new snapshot function allows owners to save their dynamometer data to a USB. Photo: FCA US LLC.
Top Priorities
The 7-inch instrument cluster with a centered tachometer, a 200-mph speedometer, and an 8.4-inch touchscreen with Trackhawk Performance Pages are all nice touches. But really, who cares about all that stuff? You don’t. I don’t. None of us do. What we really care about, what would draw us to the 2018 Jeep Grand Cherokee Trackhawk in the first place, is that big ol’ whompin’ stompin’ ‘Murican V8 engine.
Everything else is number two or lower.
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 Jeep Grand Cherokee Trackhawk Gallery














Photos & Source: FCA US LLC.



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Volvo Showcases 2018 XC60, Announces New S90 Features

Volvo Showcases 2018 XC60, Announces New S90 Features

Volvo Cars gave us a double shot at this year’s New York International Auto Show when it debuted the all-new 2018 XC60 and rolled out the 2018 S90 with new features and pricing details. The all-new XC60 is Volvo’s mid-sized version of the award winning XC90 SUV; the 2018 S90 arrives with a longer wheelbase and a 400 horsepower T8 Twin-Engine Plug-In Electric Hybrid variant.
Million Seller
The 2018 XC60 replaces the current version which has been a big seller for the Swedish automaker. The outgoing model had a nine year production run and sold over 1 million globally, 30 percent of Volvo’s total sales. So, replacing a sales winner is always a tricky thing, but Volvo thinks it has the answer with the all-new 2018 XC60.
Hammer Time
The XC60 brings the current elements of Volvo’s new design language, including Thor’s Hammer LED headlamps, soft Nappa Leather, and a 9-inch center touch screen to the mid-sized SUV market. Yeah, I’m not joking, “Thor’s Hammer LED headlamps.” That is literally what Volvo calls them, and in the Swedes case, they are not referring to the Marvel hero, but to the literal god they used to worship that Stan Lee cribbed into a comic book character.
Photo: Volvo Car Corporation.
Power & Performance
The T8 Twin Engine Plug-In Electric Hybrid XC60 will offer up 400 horsepower. I’m figuring that’s 400 ponies in total (gas engine + hybrid drive), but it’s still nothing to sneeze at. There is also a gas-powered T6 turbo-and-super charged engine, cranking out 316 horsepower and a T5 turbo engine that will deliver 250 horsepower. All of them seem like good choices.
Safety & Security
There are the standard and now expected safety geegaws loaded onto the XC60. Volvo’s signature City Safety system is in place and Steer Assist has been added. A new feature called Oncoming Lane Mitigation employs the new Steer Assist to lessen the chances of a head-on collision. Steer Assist is also incorporated into Volvo’s Blind Spot Indication System (BLIS (ugh!)) to reduce the risk of lane-changing collisions.
Another “assist” thingo is Pilot Assist. This is Volvo’s advanced, semi-autonomous driver assistance system, which takes care of steering, acceleration, and braking on well-marked roads up to 80 mph. Pilot Assist is available in the new XC60 as an option.
Photo: Volvo Car Corporation.


S90 Treatments
The new Volvo S90, on the other hand, enters its second year of production featuring mainly enhancements, rather than an entirely new design. A longer wheelbase is now standard, adding 4.5 inches of legroom. In addition to more room, the back seat was completely redesigned so passengers can travel in luxury and elegance. There are also new electric rear and side shades, I’m assuming to block out any unwanted views of the masses.
The panoramic sunroof is standard.
Motivational power is provided from one of three engine choices: A T8 Twin Engine Plug-In Electric Hybrid propulsion system with 400 horsepower, a gas-powered T6 with a turbo and super charger creating 316 horsepower, and a T5 turbo engine registering 250 horsepower.
There’s now an updated Sensus Connect Touchscreen interface for the S90 that first debuted in the XC60. Safety features include Oncoming Lane Mitigation, BLIS (ugh again!) with steering assist, and an updated City Safety system. Volvo says pricing for the 2018 S90 T5 Momentum will start at $48,100, while the S90 T6 starts at $54,100. The T8 Twin Engine Plug-In Electric Hybrid starts at $63,650.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Photo: Volvo Car Corporation.
Photos & Source: Volvo Car Corporation



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2018 Toyota RAV4 Hybrid SE AWD Review

2018 Toyota RAV4 Hybrid SE AWD Review
If you want efficiency, the RAV4 Hybrid is a fuel-stingy model for urban commuters. Don’t think that hybrid means slow on the go either. It’s peppy and has quick acceleration. With its hybrid powertrain and all-wheel drive, it’s almost in a class by itself.
This week, we drove the 2018 Toyota RAV4 Hybrid SE AWD.
What’s New For 2018
The Hybrid can now be had in an LE base trim, further lowering its point of entry, while an Adventure trim is available for the first time. The SE also gains 0.4-inches of ground clearance.
Features & Options
The 2018 Toyota RAV4 Hybrid SE AWD ($32,185) comes standard with a seven-inch touchscreen, heated outside mirrors, smartphone app integration, and satellite radio. It also comes with new safety systems like Pre-Collision, Lane Departure Alert, Lane Keeping Assist, pedestrian detection, and adaptive cruise control.
The SE adds sportier suspension tuning, 18-inch wheels, special exterior styling, and blind-spot monitoring and rear cross-traffic alert systems. SE trims also get automatic LED headlights, LED running lights and taillights, a height-adjustable power lift gate, an eight-way power driver’s seat with lumbar adjustments, and heated front seats.
The Advanced Technology package ($2,785) added a bird’s-eye view parking camera, Entune Premium Audio with navigation and app suite, and for the SE, the parking sensors and auto-dimming mirror. Total MSRP on this Hybrid tester, including destination: $36,085.

Interior Highlights
The RAV4 cabin offers plenty of room with some soft-touch surfaces, but there are a lot of hard plastic areas. The instrument panel holds the digital display and a seven-inch touchscreen; the climate and audio controls are easy to figure out. The driver gets a car-like seating position on a fairly comfortable SofTex faux leather seat. Visibility is good in the RAV4 even with its raked roofline.
In the rear, passengers get enough room for three adults, but they may find the rear bench a little flat and hard for extended trips. The kids won’t notice a thing. The seat backs do recline and fold forward, making it a good cargo-hauling machine.
The large rear doors make it easy for adults to slide in and to load larger items. Cargo volume is cavernous: 38.4 cubic feet with all seats up, and 73.4 cubic feet with the rear seats folded. The RAV4 is an ultra-practical small SUV for families with kids and dogs.
Engine & Fuel Mileage Specs
This RAV4 hybrid is powered by a 154 horsepower, 2.5-liter engine coupled with the latest generation of Toyota’s Hybrid Synergy Drive system. The RAV4 Hybrid delivers a total combined output of 194 horsepower. All-wheel drive is standard on the Hybrid, with a separate electric motor driving the rear wheels. 
The new RAV4 Hybrid is more powerful than the standard models but still delivers an EPA-rated 34/33 city/highway and 32 combined mpg.

Driving Dynamics
When we “pushed” the push-button start there was just deafening quiet. We had to check to see if the RAV4 had really started! Once we got underway, the RAV4 Hybrid was responsive and had more power at takeoff than many of the gas-only competitors. The SE has firmer damping in the shock absorbers, but you can barely feel it. The ride is still good.
The Toyota RAV4 Hybrid can accelerate up to 20 mph on battery power alone, if driven mildly like we did through the parking lot this week. After that, the gas engine kicks in. If you aren’t real easy on the pedal, the gas engine is likely to kick in below 10 mph. We had fun playing with it to see how far we could get on battery power alone. We then pushed it hard up I-70 into the mountains west of Denver and it had plenty of power. Although, typical of Toyota hybrids, the gasoline engine connected to the Electronic CVT produces quite a howl when accelerating hard.
We had the option of shifting the transmission into EV, ECO, and Sport modes. Around town in heavy traffic, EV works well for saving fuel, ECO otherwise for most city driving, and Sport as we got onto the highway. Each serves their specific driving style and worked well. Responses are a bit sharper in Sport mode, as the transmission makes downshifts smoother by blipping the throttle momentarily.
Conclusion
The 2018 Toyota RAV4 Hybrid SE AWD offers ample interior space and a powerful, yet fuel-stingy drivetrain. It comes with Toyota’s reputation for reliability and has loads of standard safety features. It offers families a fuel-efficient city hauler with all-weather capability.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Toyota RAV4 Hybrid Gallery

















2018 Toyota RAV4 Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.



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New Study: Pet Owners Worry About Safety, Can Automakers Respond?

New Study: Pet Owners Worry About Safety, Can Automakers Respond? Here at this publication, we love animals as much as we love cars. However, a new study from Volvo found some pet owners are hesitant to take a road trip with their best friend. Volvo Reports: Dogs, Cars and the People Who Love Them was recently conducted online by Harris Poll on behalf of Volvo among 2,000 U.S. adults ages 18 and above, including 1,342 pet owners.
“Our survey showed that pet parents want to travel with their furry friends, but worry about safety,” explained Jim Nichols, Product and Technology Communications Manager, Volvo Car USA.
Survey Says
The study found that more than a third (38 percent) of millennial pet owners worry about driving with their dog. Among all demographics, nearly a quarter (24 percent) say they keep their dog at home because of safety concerns. Not surprisingly, a majority of Americans (69 percent) view their pets as family members, with millennials being the most pet-conscious generation. Over 50 percent of millennial respondents said they buy better food for their dog than themselves. Nearly 50 percent said they would decline a night out if it meant leaving their dog at home.
“Overall, there is an awareness opportunity among pet parents,” Nichols said. “I was most surprised that nearly one in four would leave their dog home on long trips for fear about their safety.”
Addressing The Hype
In 2011, the Center for Pet Safety began crash testing pet safety products and launched a certification program for harnesses, crates, and carriers. The certification and crash testing programs, carried out by MGA Research Corporation, are voluntary and a rating is assigned accordingly. Passing products are given a designated seal for packaging.
We did a special report on the science of pet safety last year and were amazed at how easily consumers can be mislead. Often times, pet safety products hardly live up to their claims. In fact, during crash testing with a “dummy dog,” some of the products outright failed, leading to injury and certain death for the animal. The Center for Pet Safety published the results of their controlled testing, complete with videos and an analysis of the data. The videos are hard to stomach if you’re a pet lover.
“The pet products industry is a 70 billion dollar, highly unregulated industry,” explained Lindsey Wolko, Founder of the Center for Pet Safety. “When it comes to marketing it’s the Wild West.”
In a controlled crash test conducted by the Center for Pet Safety, a commonly sold dog restraint fails and launches the test puppy from the seat. Photo: Center for Pet Safety.
Essential Insights
Wolko advises consumers be mindful, even if pet safety products say “crash tested” or advocate to be in the pet’s best interest.
“The idea that properly secured pets are uncomfortable if restrained is a dangerous marketing tactic,” she said. “We have scientifically proven that extension tethers and ziplines increase the risk of injury to both the human passengers and their pets. This is a very real danger for pet owners who buy into the marketing hype behind a product.”
“Not only is the safety for your pets important but also the safety of everyone in the car,” explained Lauren Witt, a Detroit-based Automotive Product Specialist who works with major manufacturers. “If your dogs are not properly secured and have the ability to roam around, they could be a huge distraction for the driver.”
In Volvo’s survey, 97 percent admit to unsafe driving habits with their pets, including 48 percent who do not own any pet-specific safety gear. Another 41 percent let their dog ride in the front seat while only a mere five percent have a built-in pet safety system for their vehicle.
“Some pet owners seem to think their pets are immune to danger,” Wolko said. “Not that we wish this on anyone, but if they experienced what the people who have contacted us to report injuries and deaths of pets in car crashes have, we would have a much higher percentage who protect their pets while traveling.”

Meaningful Solutions
71 percent of respondents felt automakers should proactively include more pet-friendly safety features into their vehicles, especially for dogs. Another 46 percent believe vehicle manufacturers that do not offer these features do not care enough about pet safety.
“I wouldn’t say they don’t care – I think it’s just something that was never emphasized in the industry,” Witt said. “The automotive industry is always evolving and manufacturers are always trying to stay up-to-date and ahead of the game when it comes to safety.”
“We have to ensure the solutions are real and meaningful,” Wolko added. “I’ve seen several vehicle manufacturers offer travel ‘solutions’ for pets that were a joke – simply a marketing tactic. That’s not what we need.”
Volvo has pioneered a number of safety innovations – the iconic three-point seat belt, for example – and is examining what the survey’s results ultimately mean. Volvo already has pet safety accessories that directly tie into the vehicle, including a dog harness and gate, load compartment divider, and protective steel grill. The automaker says their safety systems work in unison to ensure occupants, furry or otherwise, are protected as much as possible.
“All accessories must past strict quality and testing requirements set by the company; the dog gate, divider, and rear grill are made of high-strength steel,” Nichols explained. “Volvo is the only manufacturer that has been developing protective steel grills and dog gates for over 20 years to keep pets in place in the event of an accident.”
Volvo’s pet safety products are available through the company’s retailers in the U.S. and Canada. Photo: Volvo Car USA.
Ongoing Work
Wolko notes that Volvo’s survey is revealing, but not necessarily surprising and believes more needs to be done. The Center for Pet Safety continues to team with vehicle brands in the interest of creating truly safe products for pet parents. She is optimistic that automakers can rise to the challenge, but has some reservations.
“The work we do at the Center for Pet Safety focuses on the aftermarket products for a reason, and I honestly feel the aftermarket brands that have achieved CPS Certification are far ahead of the vehicle manufacturers,” Wolko explained. “There are so many challenges for a vehicle manufacturer – their primary responsibility is to the safety of the human passenger – and that’s where the regulations around safety stop. The reality is that pet safety is not likely to be regulated.”
“Hopefully this survey will make manufacturers more aware of the importance of pet safety to their consumers,” Witt added. “It is worrisome there are not a lot of safe options for pet travel.”
How pet safety products are engineered and designed ultimately determines if they will be effective in protecting our furry family members. However, Wolko stresses the importance of communication and goes back to the marketing angles that ultimately influence buying decisions. She believes in this area automakers can truly set an example.
“Ideally, I’d like to tweak a few things in vehicles, but until we build consensus across the automotive industry it is unlikely to be a universal change,” Wolko said. “It’s important to focus on indirect messages of safety when pets are featured in vehicle commercials – they need to be properly secured while featured in those commercials. It doesn’t mean you lose the humor and charm of the commercial, but instead it becomes a familiar visual and an emotional element: it’s an ‘I protect you because I love you’ story in these commercials.”
“As shown in this survey, pets are part of the American family and we seek to protect what is important to those that drive a Volvo car,” Nichols added.

Future Considerations
The pet survey is the first in a series of Volvo Reports from the automaker and Harris Poll meant to examine the American opinion across four central automotive themes: design, safety, technology, and environment. While universal change with regard to pet safety and the automotive industry may seem a slow process, Volvo’s survey is promising. It shows how automakers need to remember our pets when designing future vehicles, and it shows an increasing awareness for the lovable creatures in our life.
“It makes me happy that a lot of people do take pet safety into consideration,” Witt said. “The best advice I could give is to make sure you think about your pets first.”
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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Polestar 1 Heading To China After Intense Testing

Polestar 1 Heading To China After Intense Testing Test drivers and engineers recently spent two weeks in the freezing temperatures north of the Artctic Circle. The job? Put a Polestar 1 prototype through strict endurance testing in temperatures as low as -18 degrees Fahrenheit. Despite the frigid temperatures and harsh conditions, the Prototype exceeded expectations.
“Our test drivers have given us some enthusiastic feedback on the handling and dynamics especially,” said Thomas Ingenlath, Chief Executive Officer, Polestar.
Testing & Analysis
The team analyzed how the car’s various components responded while in cold weather, from the chassis and suspension, to the drivetrain and batteries. Test drivers focused specifically on the Polestar 1’s torque vectoring system, enabled by two rear electric motors with individual planetary gear sets.
“Besides being very happy with the balance of the chassis, they are particularly excited about the torque vectoring,” Ingenlath continued. “We are now very confident about how this enhances the Polestar 1’s cornering responsiveness and accuracy.”
The location was also selected for the ability to test on ice, which gave the team a perspective on the handling dynamics.
“This is a driver’s car,” Ingenlath added.
A Polestar 1 prototype is subjected to rigorous testing in northern Sweden. Photo: Polestar.
In Person
The Polestar 1 is now heading to Beijing for Auto China 2018 although prototype testing will continue throughout this year. After making its global media debut in Shanghai last October, this is the first opportunity for the Chinese public to see the new performance hybrid. Auto China 2018 begins on April 25th and runs through May 4th. According to Ingenlath, Polestar’s presence at the show is crucial.
“We look forward to introducing the car to the Chinese public for the first time, a key market for Polestar,” he said.
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: Polestar.



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Chapter 3: Teslas In The Middle of Nowhere

Chapter 3: Teslas In The Middle of Nowhere The Future In Front of Me, The Past Behind Me is a gasoline-fueled narrative by automotive journalist Tony Borroz. It details the joys, thrills, and even the uncertainties of the car-obsessed lifestyle. In advance of the book’s release, we are previewing the first few chapters. Chapters one and two here. 
Thanks to the little voice in my head, okay, the voice from Google maps coming through my Bluetooth earpiece (a necessity in a soft-top, it’s loud in here), I’m bounced off the main route from southern Arizona through Phoenix and on into Palm Springs. Google says this is for traffic, and I believe it.
Besides, since my Miata is both black and lacks air conditioning (must save weight), the last thing I want is to get stuck in the middle of traffic, in the middle of Phoenix, in the middle of yet another broiling day in the desert.
Buzzard Buffet
So I’m shunted off towards Maricopa and Gila Bend and through the Sonoran Desert National Monument. It looks like a Road Runner cartoon. And, as predicted by Google, sparsely trafficked. I’m heading north doing my usual five-over the posted speed limit when a dark blue Tesla Model S blows by me.
“Well you don’t have range anxiety it seems,” I say to myself.
Maybe it’s too many experiences of having the finest in British electrical “systems” fail me in the middle of nowhere that I see this man – older white guy driving, not-as-older white gal in the passenger seat, both of them quaffed and polished, rich-looking, in a word – as being a little on the brave side at first. How far is he from a charging station? If he runs the batteries dry, will Tesla come out to rescue him? If they do, will they get to him before those buzzards do? (Side note: There are literal buzzards in the sky more often than not around here. When you see them wheeling down, closer and closer to the desert floor, you know something (or someone) is coming to a rather grizzly end.)
I figured he knows what he’s doing. The Tesla had Arizona plates, and everything about the guy said “Scottsdale” or “Chandler” or some other rich, white burbclave where you can drop 100K on a car and the rent-a-pigs at the front gate of your “community” stand athwart any of those people who make you feel uncomfortable. But still, it was the rarity of seeing an EV out in the middle of nowhere that caught me by surprise.
You see lots of Teslas in large metro areas. Lots in Phoenix and Tucson – and with the near-constant sunshine and dropping prices of solar panels, here’s the area where you could take your personal transportation completely off the grid. The Bay Area has a lot of them, per car-capita, but Seattle has tons of the things. I’m assuming the rich, well to-do buyers in places like Chicago and Los Angeles and Miami and such look upon Elon’s offerings with approval.
Still . . . desert + middle of nowhere + failing battery capacity = buzzard buffet.
“Well you don’t seem to have range anxiety.”
Tolling Bells
At least in my mind, I’m musing, when whoosh, another Tesla Model S goes stonking by me. Given my rate of speed, this second one must be pushing the ton. This one was white, again with an older white guy driving, but with no passengers. If the first guy was brave, in my initial, conservative estimation, this guy was braver than Indiana Jones.
But there it was: The Future.
That was my conclusion as the white Tesla disappeared into the vanishing point distance. If not one, but two people, and in quick succession at that, felt just fine driving an EV in this situation, then eventually everyone would.
They might not all be Teslas – and probably won’t, given Tesla’s shakiness (both in terms of falling quality at the moment and continued red ink) – but eventually EVs will become a larger and larger portion of what we see on the road. Eventually performance cars with internal combustion engines will be regarded by other drivers and by people walking down sidewalks with the same curiosity they show today when they see a Model T. “Look’it that, you have to start it with a crank!” “No airbags. Not one!” “Your Ferrari has twelve cylinders?!”
I hear our funeral dirge, far off in the distance, can you?
Oh well.
Fast & Furious
Performance cars were always a small slice of the pie. And who cares if nine out of ten drivers choose something with all the personality of a toaster to “drive?” I don’t. I’m actually quite rare for a gearhead: I love public transportation. It’s handy in big cities and, from a gearhead’s perspective, actually beneficial to us. The more people using public transportation, the fewer of them there are on the road. In front of me. Going five miles an hour under the speed limit. Texting. Causing my blood pressure to rise . . . to . . . breathe, breathe Tony. Calm down.
And in a way, a variation about that is how I feel about EVs. The facts of the matter are pretty clear by now: cars are poisoning our atmosphere and are a leading contributor to global warming. We are going to have to Deal with that, or it will Deal with us.
And EVs are fun, even if most people don’t realize it. I’ve played around with my fair share of Teslas and, in addition to being high-tech and flashy and Helping with the environment (with a capital “H”), they are GD Friggin’ fast! Teslas, and any EV with software set up that way, are a complete blast to drive. They almost feel like driving in a video game (Forza or Grand Turismo, take your choice). All you have to do is mash your right foot and point it. BOOM! You are Down The Road. And I mean like now, daddy-o.
Tesla Roadsters, for example, are frighteningly effective on an AutoX track. They’re small enough to fit between gates and around cones and, thanks to the physics of electric motors, all that torque (and there is a lot of it) comes in rightfrigginnow! Sure, the Roadster is heavy, no way to get around that. But as my oldest brother once said: “horsepower overcomes many handling deficiencies.”
Tesla Roadster. Photo: Tesla Motors.
The More Things Change . . .
So what’s the problem? Why aren’t there more EVs out there?
To me, there are two main factors: range and cost.
Range is something anyone can readily understand. The good thing is this is slowly being dealt with. Slowly, range is becoming greater and greater. That won’t be a problem. Eventually. Of course, this does run right into the concept of energy density. Energy density works like this: How much energy do you get out of a power source of a given size. Look at my 1994 Miata. It has an 11.5-gallon fuel tank about the size of an old hard-sided suitcase. Once full, I can drive 300 miles (easy) before it runs dry.
To get that same range (give or take) out of a Tesla (the current range performance benchmark) takes a battery pack the size of a futon that weighs right around half a ton. That is energy density. And that is the other engineering hurdle to be cleared after getting that range thing finally wired.
Cost, on the other hand, is more problematic. At the moment, the price point of these things, Teslas specifically, are high. Like right around $100,000 high. Yes, there are cheaper alternatives and yes, there is the (slowly) rolling out of the Tesla Model 3, but still, if you want to get what counts as “acceptable” in the EV world, you better have the cash. Is that really so bad? Yes, yes it is. In a way. Because I want one of these, but 100-large is still 100-large (and hey, I’m a writer, I don’t even have one-large at this point).
Of course the thing about electric cars is that you have to realize you’re paying for pretty much everything up front. Since there’s no (real) maintenance to speak of, manufactures build that in to their profit structure (i.e. no dealer profit streams). It’s sort of like you’re buying all the “gas” you’re ever going to need right up front too, in a way, since your electricity rates are (generally) pretty low. So if you factor that in, if you went and bought a Camry and had to pay for all the maintenance up front, and had to pay for all your gas up front too, Camrys wouldn’t be that cheap either.
The More They Stay The Same
But where would I have been a century ago? Would I have been standing on a sidewalk in a city, seeing a rich guy drive by in a Marmon and sighing wistfully, “Man, if only I had the bank account to afford that!” Yes, yes I would. Think about it. 100 years ago, cars were finicky, short-ranged toys for rich people to play around with and have bragging rights over their lessers. And today? Tell me a Tesla Model S or X doesn’t do the same thing. Sure, for now they’re 90 percent owned and operated by rich people, but soon enough, the Model T of the electric vehicle world will show up, and that will be the end of the ball game.
Soon there will be something that does 90 percent of what a Tesla Model S does, and it will be affordable to 75 percent of the public, and that will be that. Goodbye to minivans equipped with internal combustion engines. Good by to sedans and taxis and delivery trucks and school busses and SUVs equipped with internal combustion engines. They will be parked in museums next to horse-drawn wagons. So it goes.
Horse-drawn carriages on display at the Autoworld Museum, Brussels, Belgium. Photo: Carl Anthony for Automoblog.net.
Odd Couple
I’m outside of Blythe or Mesa Verde or Desert Center – who can tell, it’s miles and miles of nothing but miles and miles. I’m stonking along at 85 or so. It’s hard to tell. Did you know first-gen Miata speedos are set a little low? They are. You’re always going about two miles per hour slower than indicated. Anyhoo, ahead of me in the right lane (keep right except to pass (or unless the pavement is too chewed up for a short wheelbase car)) is something red and low and loping along. It looks like a big red running shoe. As I gain on it, and I’m pulling it by the yard, I see what it is: A brand new Ferrari GTC4Lusso. The refined replacement for the rather odd Ferrari FF.
And I mean odd in a bunch of ways.
Both the FF and the GTC4Lusso (yeah, it’s all crammed together in one word like that) had this bizarre, if effective, four-wheel drive system. Sure, it works, but it’s complexity only brings visions of frighteningly large repair bills to my mind. I mean, “You have to re-do the entire foundation on my house?” large. The other odd thing is the way it looks. It’s an old style, shooting-brake, long roof kind of thing. In a way it works.
On the Ferrari, it looks sleek and rapid and well proportioned. And it does have a level of practicality to it. GTC4Lussos seat four (they say) and are, of all things, hatchbacks, so you can carry a fair amount of stuff. But from some angles, they look like a big clown shoe; la scarpa di buffo. Ferrari comes ever so close to pulling it off. So very, very close, but . . . la scarpa di buffo. Whataya gonna do?
Fat Cats, Fast Cars & False Assumptions
So I pull up on the GTC4 and ease around him without breaking my stride. Of course I’m thinking that if our situations were reversed, and I was driving something with a six-liter V12 painted Rosso Corsa I’d be going considerably faster than he was.
“C’mon old man, give it some boot!” I think as I pull alongside him. I glance over and see that he’s looking at me. Older. Well-heeled. Accessorized with a Rolex, a gold bracelet, and a gold neck chain. Money. Moneymoneymoney.
I know he couldn’t hear me, but at that moment he shot me a look like a Mother Superior mid-rage.
It was if he said, “How dare you, you insolent little urchin. You with your mass-produced car from a non-European country. Good day. I said good day!”
I snap my gaze back to the road ahead. The next vehicle is about 30 yards away, so no worries there. I get 15 yards on the GTC4, signal and pull back into the right lane. I swear as I look into the mirror I see the old guy slowly shaking his head at me. “Such an affront! I do say! Away with you, away!”
Immediately my mind drifts to what happens to those who possess his attitude unchecked. Gauzy visions of the Place de la Concorde and jeering crowds and a massive shiny blade held high in the morning sun. Le rasoir national attend, mon vieux! Le rasoir national attend! It’s amusing how the rich and entitled feel so secure and sheltered by their treasures and privileges. Antoinette felt that way; the czarina felt that way I think to myself as I leave the GTC4 in my rearview mirror.
Le rasoir national attend. Attention, ça t’attend!
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz. 



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Infiniti Promises New Models, Manufacturing, Electrification In China

Infiniti Promises New Models, Manufacturing, Electrification In China Infiniti has announced plans to build five new vehicles in China in the next five years, beginning with the QX50 crossover. The news comes ahead of the Beijing International Motor Show and highlights the importance of the Chinese market and electrification for Infiniti.
“Over the next five years Infiniti is planning to localize five new vehicles in China, tripling our sales in our fastest growth market, globally,” explained Roland Krueger, Chairman and Global President, Infiniti Motor Company, Ltd. “As part of our roadmap to electrify our portfolio, we anticipate that by 2025, more than 50 percent of new Infiniti vehicles sold globally and in China will be electrified.”
Continued Growth
Infiniti operates in China via a partnership with Dongfeng Motor Company Ltd., China’s largest automotive joint venture. In 2017, Infiniti sold a record 48,408 vehicles in China, a 16 percent increase from the prior year.
“Together with our partner Dongfeng Motor Company Ltd., Infiniti is pursuing localization in China for China, expanding our network footprint and introducing new technologies, Krueger continued.
Before the Los Angeles Auto Show last year, Infiniti revealed the world’s first production variable compression engine for the 2019 QX50. The 2.0-liter engine, known as a “VC-Turbo,” adjusts its compression ratio to maximize performance. Infiniti says this challenges the notion that only hybrid and diesel powertrains can deliver high torque and efficiency.
“We will continue to strive to make Infiniti the top premium challenger brand in the market,” Krueger added. 
Infiniti spent 20 years developing Variable Compression-Turbocharged technology for production. Photo: Infiniti Motor Company Ltd.
Availability & In Person
During the Beijing International Motor Show the new QX50 will be unveiled for the first time in Asia. Local production of the QX50 will begin in the near future at the company’s manufacturing facility in Dalian, China. The QX50 crossovers built in China will be sold exclusively to the Chinese market and will be available for purchase later this year.
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: Infiniti Motor Company Ltd.



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2018 Ford F-150: EPA Figures Announced For Power Stroke Diesel Engine

2018 Ford F-150: EPA Figures Announced For Power Stroke Diesel Engine Earlier this year, Ford revealed the performance specs for the F-150’s first 3.0-liter Power Stroke diesel engine. At the time, fuel economy ratings from the EPA were forthcoming but Ford says those have officially arrived. EPA-estimates come in at 22/30 city/highway and 25 combined mpg.
“Even a few years ago, customers wouldn’t have imagined an EPA-estimated rating of 30 mpg highway would be possible in a full-size pickup,” said Hau Thai-Tang, Ford Executive Vice President, Product Development and Purchasing.
The fuel economy ratings are achieved in part by the F-150’s aluminum-alloy body, a 10-speed automatic transmission, and the use of durable materials like compacted graphite iron throughout the engine. The 3.0-liter Power Stroke shares similar commercial-grade technologies with the larger 6.7 found in Ford’s Super Duty trucks.
“Our team of crazy-smart engineers rose to the challenge,” Thai-Tang said.
The 3.0-liter Power Stroke diesel generates 250 horsepower and 440 lb-ft. of torque to provide a best-in-class towing capability of 11,440 lbs., according to Ford. In addition to the tow rating, Ford says the new Power Stroke provides a best-in-class diesel payload of 2,020 lbs. for XL and XLT fleet applications, and 1,940 lbs. for retail applications.
The 2018 Ford F-150 with new 3.0-liter Power Stroke diesel will begin shipping to dealers in May.
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: Ford Motor Company.



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