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The Nissan Rogue Sport Will Get You There

The 2018.5 Nissan Rogue Sport SV—the .5 denotes a mid-year upgrade with more safety features; the 2019 model is basically the same—is a tweener that slots between the Kicks and the regular Rogue in Nissan’s lineup. As such, it doesn’t really have a direct competitor, instead looking to capture people who might think the subcompacts below are too tight and the compacts above are too large or expensive.

The Rogue Sport SV uses a 2.0-liter inline four producing 141 horsepower and 147 lb-ft of torque, mated to a CVT. All-wheel drive is available, but our Caspian Blue Metallic SV model was a front-driver. Given the relative dearth of power—and the droning caused by the CVT when you tap into what’s there, even with its faux shift points—the Rogue Sport is most at ease and most livable when navigating urban traffic or cruising on the highway where you don’t expect to execute many passes. There’s a manual option that improves the experience by allowing you to select from the simulated fixed ratios, and I found myself using this often to avoid waiting for the computer to decide where I needed to be in the powerband.

Where the powertrain falters, the handling and chassis control prove redeeming. Driven relatively hard, there’s little body roll and the light steering makes it simple to place it where you want it, even if I did want a faster ratio. The Rogue Sport also offers a surprisingly cushy ride given its size, and its wheel control is exemplary for something in this price class. It admirably soaks up road imperfections, and isn’t overly reluctant to turn into corners.

It’s also packaged well, with room in the back seat for three adults. The interior is among the more premium ones in Nissan’s current lineup, and was further improved by the Technology package, which bundles in oodles of goodies for $2,420. That outlay brings heated front seats, a heated leather-wrapped steering wheel, heated side mirrors, a leather-wrapped shift knob, proximity entry and start, and remote start. That’s just for starters.

On 2019 models, the Technology bundle also loads up the Rogue Sport with fog lights, navigation with voice recognition, NissanConnect services, cameras to enable a 360-degree view for parking, radar cruise control, and the ProPilot Assist function that will follow curves and handle stop-and-go traffic for you. As the only significant option (our tester also was fitted with a carpeted cargo area protector, floor mats, and a first aid kit for $275), the added tech, comfort, and convenience was welcome—and a good value, to boot.

My only gripe with the packaging is that there’s no handle on the inside of the hatch to make it easier to close, but the Rogue Sport does offer decent cargo room—certainly enough for a quick vacation or a load of weekly groceries. There are also handy “Divide-N-Hide” cargo compartments for stowing delicate goods you don’t want crushed.

I can’t say that I appreciated the size difference of the Rogue Sport against its lineup mates without them present, but it is petite enough to tuck into tight parking spots while also being roomy enough to accommodate the routines of daily life.

At an as-tested price of $27,480, the Nissan Rogue Sport SV is well-appointed and right-sized, even as it leaves plenty to be desired in the powertrain department. A lightly revised version is coming for 2020 model year with more equipment and updated looks. For those unconcerned with driving fun, it’s worth a look.

2018.5 Nissan Rogue Sport SV FWD Specifications

ON SALE Now PRICE $24,785/$27,480 (base/as tested) ENGINE 2.OL DOHC 16-valve inline-4; 141 hp @ 6000 rpm, 147 lb-ft @ 4,400 rpm TRANSMISSION CVT automatic LAYOUT 4-door, 5-passenger, front-engine, FWD hatchback EPA MILEAGE 25/32 mpg (city/hwy) L x W x H 172.4 x 72.3 x 63.4 in WHEELBASE 104.2 in WEIGHT 3,274 lb 0–60 MPH 10.0 sec TOP SPEED 112 mph

The post The Nissan Rogue Sport Will Get You There appeared first on Automobile Magazine.

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The Roush Ford Mustang Stage 3 Blends GT500 Power with Finesse

The most powerful Mustang of all time debuted in January in the form of the Shelby GT500, but it won’t be on sale until late this year. Can’t wait to get your hands on a Blue Oval pony car packing more than 700 horsepower? Roush has a solution: The 2019 Stage 3 Mustang, which boasts a supercharged 5.0-liter V-8 that churns out an immense 710 horsepower and 610 lb-ft of torque. That fusillade is routed through buyers’ choice of a 10-speed automatic transmission or a six-speed manual and on to the rear axle, which has been upgraded with Roush’s own upgraded half-shafts.

Roushin’ Is Racin’

The extra power comes courtesy of the longtime Ford tuner’s TVS 2650 supercharger, cold air intake, and engine recalibration. After three days living with the high-powered pony, I was impressed with how organic and integrated the modified powertrain feels. On one freeway interchange, I held onto third gear, let the tach wind, and fantasized about driving in NASCAR—it felt more or less appropriate to yell “I’m dropping the hammer!” Days of Thunder Cole Trickle–style. Clutch engagement isn’t overly heavy or aggressive, and a cheerful red knob with white lettering, available as a $95 extra, adorned the shifter in our test car.

When it was time to put the power down off the freeway, where the Roush will cruise comfortably in sixth gear, I headed to the twisting tarmac of Angeles Crest Highway, and the car delivered there, too. The company’s own forged 20-inch wheels, an option for $1,399, are wrapped in aggressive Continental ExtremeContact tires, and the Mustang hangs on tight whether under hard acceleration or fully loaded in corners. Our test car has Roush’s $1,899 three-way adjustable coil-over dampers, and they allow you to select as much—or as little—drama as you dare.

It’s hard to beat big V-8 power and torque on roads like that, or even in traffic. Lane changes and dives into holes between cars are a just quick flex of the ankle away. There is a downside to having all that might: poor fuel economy. While most people opting for a 700-hp super-Stang aren’t concerned with mpg, it is somewhat annoying to have to fill up every 200 miles or so, or even less if you’re doing heavy amounts of city driving. Roush also won’t talk top-speed and acceleration capabilities; while the Stage 3 certainly pulls hard, it would be nice to have some official quantification of its abilities.

Thunderstruck

Our car had the optional performance quad exhaust, and it’s totally worth the $1,045 buy-in. Under full-throttle acceleration, the sound is so deliciously ferocious it would be pretty easy to mistake it as coming from a much more exotic car; every time I approached a tunnel, I switched the exhaust to track mode, downshifted, and matted the throttle. Best tunnel pulls ever. Yet, as with the suspension, you can dial back the exhaust’s aggression. Given our car was painted a beautiful shade of Ruby Red that seemed likely to bait cops all on its own, I thought it prudent to pipe down on occasion.

The interior of our example was equipped with Roush’s silver-stitched leather seats for $1,750, which are supportive and still offer ventilation. Roush adds its own gauge cluster, including a readout for supercharger boost pressure, and, naturally, there are seemingly dozens of Roush badges and logos inside and out.

Getting GT500 power and track-car performance results in a hefty window sticker. The car we drove started as a Mustang GT Premium with Performance Package that ran $48,335 from the factory. The Stage 3 package starts at $22,925, and ours had an additional $6,863 in goodies, making its final price $78,123. This is one pricey pony, and with the GT500 on the horizon, it’s tempting to wait to find out how much that one will run. You can figure it will cost somewhere in this territory, though. If you just can’t wait, know that the Roush does offer a 5-year or 60,000-mile powertrain warranty.

If you want to spend a less and make similar power, Ford Performance offers a Roush supercharger for $7,699, but you won’t have all the other goodies that make the Stage 3 such a well-rounded package. It’s as easy to live with as any other variant of the Mustang GT I’ve driven, and the only thing I’d change are the fake scoops on the quarter windows; being under 30, they have no nostalgia factor for me and basically just make the Mustang’s blind spots even worse. But until the new super Shelby arrives, this remains one of the only ways to go Hellcat hunting for the money, and in a well-sorted package to boot.

2019 Roush Mustang Stage 3 Specifications

ON SALE Now PRICE $71,260/$78,123 (base/as tested) ENGINE 5.0L supercharged DOHC 32-valve V-8; 710 hp @ 7,250 rpm, 610 lb-ft @ 4,500 rpm TRANSMISSION 6-speed manual LAYOUT 2-door, 4-passenger, front-engine, RWD coupe EPA MILEAGE 13/20 mpg (city/hwy) L x W x H 188.5 x 75.4 x 53.9 in WHEELBASE 107.1 in WEIGHT N/A 0-60 MPH N/A TOP SPEED N/A

The post The Roush Ford Mustang Stage 3 Blends GT500 Power with Finesse appeared first on Automobile Magazine.

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All-Lexus Ice Racing Is a Thing, and We Did It

When one pictures cars racing across a frozen landscape, what most often comes to mind is something like a pack of bright-blue Subarus wailing away, all four wheels clawing for purchase in a swirling tempest of blown snow.

Likely far less common are mental images of automatic-transmission, rear-wheel-drive Lexuses drifting nose-to-tail around a corner, their battered bodywork bearing testament to both the realities of narrow-track, low-friction racing as well as their bargain-basement Craigslist origins. And yet here I am, 400 miles from home in Minden, Ontario, Canada, strapping into a stripped-out IS300 that I’ve rented for the day from Russ Bond, owner of the Lexus Cup Challenge.

“Remember,” Bond says as he cinches my five-point harness in the cockpit of Lexus, which has a stock passenger seat next to the racing seat I’m in. “Make sure that the traction-control is set to off, and that the transmission is set to snow mode.”

This advice is repeated on a pair of stickers set at eye level on the car’s sun visor. I dutifully push the “SNOW” button next to the automatic transmission’s gear lever—each vehicle in the series runs in the slush with a slushbox—and verify that the TRAC light is on. Finished with my belts, Bond leans in semi-conspiratorially.

“Listen to the studs, Benjamin,” he tells me, imparting a smidgen of his hard-earned wisdom as a seasoned ice racer. “And stay away as far away from that car as you can,” he continues, finger pointed at one of my fellow competitors for the day. “They’ve put two cars out for the season already this year.” He raises his eyebrows. I nod, the message received.

‘IS’ Is for “Ice”

This year marked the second campaign for Russ and his fleet of rent-or-buy first-gen IS ice warriors, and he runs the series as a complement to his national KartStart racing school. The cars are available for either a full season or a modest daily fee as turnkey racers to anyone willing to make the trek up to Minden and pay the $10 temporary licensing fee to the Canadian Automobile Sport Clubs – Ontario Region.

This wasn’t my first time out on the ice, but it was my initial foray into door-to-door ice racing. I was also a studded-tire virgin, as my youth spent spinning wheels on frozen lakes and canals in Quebec had all been done on traditional winter rubber rather than the spiked Hankook IpikeRS tires the Lexus Cup cars feature (Hankook is also a series sponsor).

It was partially for these reasons that I brought along a co-pilot in the form of my father, himself an experienced time-trials driver but equally new to the world of studs. Given that the low speeds associated with ice racing made it friendly for passengers (in fact, they are encouraged), having his extra set of eyes spotting from the right seat felt like an excellent strategy. Also, what better witness to your potential failure in motorsports than the man who raised you?

Learning Curve(s)

The first two eight-lap morning heats are intended to serve as qualifiers for the four races later that afternoon. I am entered in two classes—Street Stud I and II—which gives me the most track time for my money, even though I won’t be sticking around for points competition on Sunday. The plan is to hang out near the back, keep an ear out for the studs as I had been advised, and get a feel for the car’s dynamics.

All of the above goes out the window almost immediately when, on the second lap, one of the Lexuses ahead of me tags another on the front fender, plowing them both into the snowbank and sending me pirouetting around the ensuing carnage in the nine-car field. It becomes clear that survival trumps all else, and for rest of the session—and the one that followed—I focus on threat mitigation as much as acclimatization.

I do learn a few things, however, most notably that the sound of both the studs and my father’s voice are effectively drowned out by the IS300’s 215-hp inline-six rattling the carpet-free interior. I also discover that two-foot, rally-school-inspired driving is effective at reducing push when rounding a corner in full drift mode, although my hefty winter boots aren’t exactly right-sized for the pedals.

Wet and Wild

One more thing: My butt ends up completely soaked after that first eight-lapper, causing momentary concern that each and every one of the sweat glands in my body have relocated to my posterior to celebrate my ice-racing debut. It turns out, however, that the seat cover had been covered in snow and frozen overnight, which meant I would have to run the four afternoon races in a bare metal seat, with the folded wad of the wet trousers I peeled off as my only cushion.

As I line up on the grid for the first race, sixth out of nine cars, I ignore the aluminum digging into my ribcage but flub the start when the green flag drops with my camera still in my hand trying to get a shot of the grid. ‘Stand on it!’ is not an effective recovery when digging in to ice—a gentle roll into the throttle after releasing the lightest of braking pressure is literally the only way forward—and I find myself losing position while marginally beginning to move.

Still, far back from the crowd ahead I’m able to explore the Lexus’s willingness to flick left to right, and I learn that a broad arc better preserves momentum than does an apex-focused approach. Despite the added traction afforded by an army of metal studs, it’s almost impossible to close the competitive gap on the ice unless the person ahead of you makes a mistake—as I do in the second heat when an unseen ice-hump under the snow launches the left side of the car skyward and causes my father to very vocally question his decision to ride shotgun.

The third session is a write-off. The track worn is slick after a previous street-tire session polished it to a sheen and I overdrive the studs enough to loop the car three times and elicit a helpful “whatever you’re doing, it’s not working” analysis from the man responsible for half my genetic code.

By the fourth stage, things have fortunately become more natural. I engage in some cat-and-mouse, bumper-on-bumper antics with a few of my fellow Lexuses, avoiding the car that’s high-sided itself on a snowbank at the apex of the fastest corner and turned the thing into a delicately approached touge.

Further shenanigans ensue when the car Bond warned me about—and which had yet to actually finish a heat without requiring an all-hands push from the snow—spins on the last lap just inches from my front bumper. This sends me and a fellow competitor into tail-wagging fishtails that would have been disastrous on a road course but which were drama-free on the ice—we’re traveling a mere 35 mph. “If you’re not sixth, you’re last,” I tell myself, having conceded no positions in my final session.

Leave Your Ego at Home

There’s little more humbling to an experienced asphalt driver than ice racing, where track conditions can change from lap to lap and being willing to allow the car to slide gracefully past the edge of traction is just as important clawing back onto the racing line once the corner is in the rearview.

Above all, having the patience to make methodical, smooth, and deliberate decisions behind the wheel and with the primary controls is key, although my mid-pack performance won’t see me signing any autographs for the surprisingly large crowd any time soon. Still, the car is in one piece—that’s always nice, especially when it’s not your own—and there’s a smile on my father’s face as he tells me that he regretted not renting his own IS as soon as we turned our second lap. I’ll take that over P1 any day of the week.

The post All-Lexus Ice Racing Is a Thing, and We Did It appeared first on Automobile Magazine.

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Next-Gen Toyota 86 Is Definitely Coming, Says Company Exec

There were some rumblings that the Toyota 86 may not return for a second generation, but a new report says otherwise. Toyota’s European marketing boss has confirmed that the company will indeed build a new GT86, as it’s known in Europe.

Matt Harrison told Autocar that the 86 has been a successful halo model for Toyota, and he also reiterated that the new Supra was not intended to replace the GT86. “They are for different audiences and are different products,” he said. “We see a situation where they will sit alongside each other.”

Harrison said it was a “safe assumption” that the second-generation GT86 would maintain ties with Subaru. Originally co-developed alongside the Subaru BRZ, the GT86 features a Subaru-derived 2.0-liter flat-four engine.

The 86 isn’t a big seller here in the U.S.—Toyota moved just 4,146 copies in America last year, down 39 percent from 2017. We don’t know about Toyota’s plans for the 86 here, and a U.S. Toyota spokesman told us the company couldn’t confirm plans to introduce any new version on our shores. But Harrison makes it clear this car isn’t about sales: “Its role is not one particularly about volume globally. It’s about adding excitement to the brand and emotional appeal,” he said, adding the GT86 has achieved this goal particularly in markets like the U.K.

Earlier this month, we learned that Toyota wants three sports cars in its lineup, but it’s unlikely to make one smaller than the current 86. Toyota Gazoo Racing chief Tetsuya Tada told Evo, “I believe most people are looking forward to the smallest of the ‘three brothers,’ and when people say the smallest, they expect it would be the most affordable. But in reality coming up with a compact small sports car is quite difficult.”

The post Next-Gen Toyota 86 Is Definitely Coming, Says Company Exec appeared first on Automobile Magazine.

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The 2020 Kia Telluride Is Classy and Comfortable

Remember the Kia Borrego from a decade ago? I didn’t think so, but that’s alright. Kia would likely prefer you forget its first (and last) foray into the full-size, body-on-frame SUV segment that lasted just one model year in the States. Even contemporary reviews were skeptical of Kia’s plan, questioning the decision to roll out the lumbering, thirsty Borrego as the market grappled with high fuel prices and shifted toward smaller unibody crossovers.

Today, Kia’s aim is far truer across its entire lineup, and the company took its time developing a new large three-row SUV. The result is the new 2020 Telluride, and it proves the Koreans remain thoroughly in touch with the times.

It Looks Fantastic

Though it is the largest Kia SUV ever, it’s still considered mid-size, albeit at the larger end of the segment. Underneath the square-shouldered exterior lie bones shared with the Hyundai Palisade, but where that model is styled with a sort of anodyne handsomeness, the Telluride has honest-to-goodness presence, even while prowling the Range Rover and Land Cruiser–filled streets of its namesake city in Colorado.

It’s a wide, muscular design, with one of the best implementations of Kia’s “tiger nose” grille to date. It’s decidedly upmarket in execution, reminding us more of the Cadillac XT6 or Volvo XC90 than segment mates like the Honda Pilot and Ford Explorer, especially around back with its inverted “L” taillights. It’s a cohesive, style-forward look that would be as welcome at the valet stand of a country club as in the muddy parking lot of a country-music concert.

The powertrain isn’t as high-society as the styling. Buyers have just one choice of engine and transmission, the 3.8-liter naturally-aspirated Lambda II V-6 and Kia’s in-house-developed eight-speed automatic transmission. Output of 291 horsepower and 262 lb-ft of torque is dead on for the competition, hustling the two-ton-plus Telluride to 60 mph in something like eight seconds. The transmission was a little busier than we’d have preferred while in traffic and along winding roads, but it settled down at highway speeds. We didn’t get a fully accurate read on overall performance thanks to the region’s power-sapping lofty elevation—which turbocharging can mitigate—but we’d imagine there shouldn’t be any problem shuttling a load full of ski bums between slopes.

Ride and noise isolation are excellent, especially for the Telluride’s size. Body control and rebound is well managed, even when slamming over moderate-size potholes ripped open during recent weather in the region. The first stretch cut through the curvaceous mountain passes between Gateway and Telluride, and despite the Kia’s overall softness, is handling is more competent than you might expect. It gets settled quickly after turning into a corner and stays that way while corner carving far beyond any reasonable expectations of a comfort-oriented three-row crossover.

Excellent Insides

It’s comfy inside as well. Kia always manages to make interiors assembled with cost in mind feel like money was close to no object, and things are even better in the Telluride. None of the wood or “metal” surfaces are real, but if we didn’t mention that, you’d be hard-pressed to notice. It’s good to be a passenger, too, especially with the option of cooled/heated second-row captain’s chairs in place of a standard three-person row. (That drops the eight-seater to a seven-person cockpit.) Kiddos and fidgety adults will be placated with two USB ports per row for their dying devices. Hopping in the back row is a button-press away, as the second-row seats move easily, and there’s acceptable room in the way back for any adult of medium build or under.

We spent all of our time in a loaded-out SX with the luxe Prestige package, replete with Nappa leather upholstery and a microfiber headliner, so we can’t speak on entry-level Tellurides.

But at least in those we drove, there’s plenty of tech to keep you satisfied and connected. Apple CarPlay and Android Auto is standard on all trim levels, projected through either the standard 8.0-inch infotainment screen or higher trim’s 10.3-inch unit. Don’t worry about waking the sleepy passengers in the back thanks to the new Quiet Mode that can restrict infotainment audio output to just the front row. Conversely, if it’s getting a little rowdy, Driver Talk allows the front passengers to project their voices to the rear through an integrated microphone system.

Rough and Kinda Ready

Kia pushes the Telluride as a rough-and-ready ridge crusher, though we’re not so sure it’s as capable as it’s made out to be, at least out of the box. Before its full reveal in Detroit this past January, the Telluride stopped by 2018 New York Fashion Week wearing a full kit of 4×4 hardware, including knobby tires and an intake snorkel. Fast forward to SEMA in November, and four heavily modified trail-ready Tellurides gave demonstration rides around a closed off-road course. And in ads, the SUV is shown off the beaten pavement.

In front-wheel-drive models, driving modes are limited to Smart, Eco, Sport, and Comfort that modify steering, throttle, and shift points. All-wheel-drive Tellurides come with a Snow mode and AWD Lock setting that distributes power to all-four-wheels equally under 40 mph. Beyond that, you’re on your own out on the trails without a dedicated off-road driving mode or tools like hill-descent control. Regardless, 8.0 inches of ground clearance and locking AWD made short work of the brief off-road portion of our drive route. Although the path was scraped clean of any major obstacles, the Telluride slid through dusty sweepers and crashed through small rivulets slashing across the road without any shudders or other issues.

On-road assists are a different matter—there are tons of them. Blind-spot monitoring, driver-attention warning, lane-departure warning, lane-keep assist, cross-traffic avoidance, and automatic cruise control are all standard. Jump up to the EX and SX trims, and the Level 2 semi-autonomous (according to Kia) Highway Drive Assist appears, handling steering and adjusting to changes in the speed limit while on a highway.

Stick with the base LX trim, and expect to pay $32,735, which aligns with the base prices of the $32,495 Toyota Highlander, $32,970 Subaru Ascent, and $32,495 Honda Pilot, but is a smidge more than the $31,125 Chevrolet Traverse. Mid-level S and EX trims start at $35,035 and $38,135, while our fully loaded SX with Prestige package clocks in at $46,860, a hefty amount but the going rate for a heavily equipped non-luxury three-row these days. It’s a competitive market, but the 2020 Telluride is one of the best-looking models among its peers, and it offers up tons of interior comfort, amenities, and space. This particular three-row Kia is assuredly going to stick around for a lot longer than one model year.

2020 Kia Telluride Specifications

ON SALE May PRICE $32,735 ENGINE 3.8L DOHC 24-valve V-6; 291 hp @ 6,000 rpm, 262 lb-ft @ 5,200 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 7- or 8-passenger, front-engine, FWD or AWD SUV EPA MILEAGE 19–20/24–26 mpg (city/hwy) L x W x H 196.9 x 78.3 x 68.9 in WHEELBASE 114.2 in WEIGHT 4,112–4,482 lb (mfr) 0–60 MPH 8.1 sec (est.) TOP SPEED N/A

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Volvo Placing More of a Premium on Safety than Ever

In the blink of an eye, a 2019 Volvo XC90 with a man, woman, and child inside crashes into a pillar at 50 mph as a large crowd sipping sparkling wine collectively gasps and then cheer from above. It’s not a scene out of Death Race 2000; it’s a real-life simulation involving a sensor-strapped vehicle, crash-test dummies, and a gaggle of journalists inside the Volvo Car Safety Center. The state-of-the-art crash lab has been in operation for nearly two decades and the marque destroys hundreds of its own cars a year, a least one a day, in order to build safer vehicles.

Volvo’s reputation for being fanatical about safety took a step farther when the company pledged earlier this decade to eliminate passenger fatalities and serious injuries in its vehicles by 2020. Beyond developing its physical vehicles to be safer, Volvo also recently stated it will limit the top speed of all of its new vehicles to 112 mph and will introduce cameras and sensors into the cabin in order to monitor the driver’s eyes and face for distractions and intoxication. Eventually it would like to automatically control the speed of its vehicles in school zones and other high-traffic pedestrian areas.

The Swedish carmaker, which is owned by China’s Geely, is also introducing a “Care Key” that allows owners to set a speed limit for themselves, their family, or any others potential drivers. It will come as standard with all of Volvos in the 2021 model year. If this all sounds like a lot of Big Brother buzzkill to you, Volvo doesn’t want your business.

“We protect what’s import for us,” Håkan Samuelsson, Volvo CEO, explains. “I would rather attract a mother who wants to buy a car for her 17-year-old son, say, an XC40 with a Care Key with a speed limiter, than someone who wants to drive over 100 mph, zigzagging through traffic—they can take another brand and they probably already have,” he says. Samuelsson adds, “These are the guys who love V-8s and six-cylinders and we probably already have lost them”—Volvo has capped its engines at four cylinders—”so I am not so nervous that we will lose a lot of customers. But if we lose some, I am pretty sure we will gain more. It’s not just your life you are risking, you are risking other people on the streets.”

Volvo made these announcements during the 60th anniversary of its three-point safety belt innovation, which it was the first to introduce in 1959. The company believes that an industry speed cap will become standard eventually as we move toward a more autonomous driving experience in the coming decades. The brand is partnering with Nvida, Zenuity, and Luminar to help achieve its autonomous goals and build on its strong legacy of safety.

“We have always been on the forefront of putting new technology in our vehicles, which has some cost to it, before others [do],” said Henrik Green, Volvo R&D chief. “And other car companies have other core values that they prioritize, but we tend to spend more money on each vehicle in terms of safety functions and then the industry usually follows.”

The post Volvo Placing More of a Premium on Safety than Ever appeared first on Automobile Magazine.

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Video: BMW M2 Competition vs M4 Competition on a Wet Track

As we all know, the BMW M2 Competition is a brilliant car, some calling it the best-buy in the BMW range today. Its price/performance ratio is off the chart, but how does it compare to its brother, the BMW M4 Competition? After all, they do share the engine and the gearboxes, so they should be pretty close, right? The guys from CarWow put the two to the test side-by-side and the results were interesting, especially since the track was wet.

In the first stage, the two went head-to-head in a drag race. As any BMW driver will tell you, that really makes the experience a bit more… exciting. The BMW M2 Competition was a manual and yet it still managed to give the automatic M4 Competition a good run for its money. As a matter of fact, the M2 led most of the way, until the M4 made a comeback towards the end to narrowly claim the win.

On the track, the two were similarly close. Since the asphalt was soaking wet, the M4 couldn’t really put the power down and make the most of its extra ponies. And yet, it still finished a couple of seconds faster than the M2. Considering the latter was a manual gearbox, I’d say it performed rather well, given the conditions. In the end, the extra performance of the M4 Competition gives it the win in instrumented tests.

However, there was another test the two were put through and that was measuring the fun you could have in each. Which is most fun? To figure out, Matt took them both on a sort of drift off on the wet track.

The result, you ask? You’ll just have to see for yourself.

The article Video: BMW M2 Competition vs M4 Competition on a Wet Track appeared first on BMW BLOG

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Leaked: Is this the New BMW X5 M Competition?

While the BMW G05 X5 has been around for quite some time now, getting rave reviews from a variety of outlets, the world is still waiting for the M version to come out. BMW usually takes about a year between the launch of a standard model and the launch of its M alternative, and that time is rapidly approaching. However, up until now we only got to see the new X5 M under heavy camo on the street and fully unveiled behind closed doors. But today, we might be getting an early look at the upcoming M SAV.

Instagram is currently buzzing with a photo which is claiming to show the upcoming BMW X5 M in Competition guise. In the image, we get to see a bright red X5 with a couple of changes done to it, which does make us think that this could be the M version. There’s a pic of the badge on the back of the car as well, pointing to the X5 M Competition version. That would very well fit in BMW’s most recent launch pattern where we get to see the M and the Competition versions at the same time, as it happened with the X3 M and X4 M versions.

The car is apparently being transported somewhere under a tarp and has a spec list attached to it, on the rear left-side door. What we can make out is a different rear bumper, quad tailpipes and a quilted door panel inside. The biggest giveaway seem to be the door mirror which features the usual M design.

As for the specs, expect the same V8 from the M5 Competition to be used on its bigger brother. Most likely, some 625 HP and 750 Nm (553 lb-ft) will animate the X5 M Competition once it comes out while the X5 M will get 600 HP and the same amount of torque.

Since the X5 was launched nearly a year ago, expect the X5 M to be revealed in a few months.

[Via: autoevolution]

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Video: BMW M5 Beats Lamborghini Huracan on Drag Strip

By now you probably figured out that the BMW M5 is quite a beast, both on the drag strip and on the track. The M5 is a proper land rocket and independent tests have shown that it’s even faster than what BMW claims for it – the 3.4-second dash being a ‘conservative’ estimate. The Competition model is even faster, a lot of publications claiming it will do the trademark sprint in 3 seconds flat.

The video below shows one pretty damn fast BMW M5 taking on a proper supercar at the drag strip. Yes, the F90 M5 seen here manages to keep up and even beat the iconic Lamborghini Huracan. That’s a pretty big deal in my book for several reasons. First of all, a big sedan like that shouldn’t be able to pull such crazy stunts. It’s so big and so comfy, being able to carry four adults in absolute comfort, that it makes the Italian thoroughbred next to it look a bit silly by comparison.

People buy supercars like the Huracan or a Ferrari or a McLaren for their incredible performance. They put up with the shortcomings just because they usually offer eye-watering numbers that can’t be achieved by cars that would be severely more practical. And yet, that’s no longer the case these days with cars like the M5 and the E63 AMG in the picture. They can seemingly match these supercars in a straight line without any of the drawbacks. And they’re cheaper!

Sure, we’re talking about a different story on the track but then again let’s face it: how many people actually track their cars? The most racing 90 percent of these cars see will be from a stoplight. In all fairness, the Lambo was stock and the M5 was apparently slightly tuned but even so, we’ve seen M5 models putting in low 11-second runs in stock condition so they weren’t far off anyway.

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Sanya Formula E: Félix da Costa takes lead in the driver standings

António Félix da Costa (POR) celebrated his third podium of the season at the Sanya E-Prix (CHN), round six of the ABB FIA Formula E Championship. After 36 laps he crossed the finish line in third place in the #28 BMW iFE.18. Thanks to the 15 points he picked up, Félix da Costa now leads the driver standings with 62 points. His team-mate Alexander Sims (GBR) was also among the frontrunners, but retired after an accident.

Starting from third (Félix da Costa) and fifth (Sims) on the grid, the race was characterised mainly by energy management. After the frontrunners were racing defensively for more than half the race, leaving the field close together, the first duels began after around 30 minutes. In a head-to-head with André Lotterer (GER), Sims slid into the barriers, damaging his #27 BMW iFE.18 too severely to continue the race. After this incident, the BMW i8 Coupé Safety Car came onto the track, before the race was red flagged shortly afterwards. Félix da Costa defended his third place throughout the race, which ended behind the BMW i8 Coupé Safety Car after another accident in the middle of the field.

With 62 points, Félix da Costa has now taken the lead in the driver standings. Sims still has 18 points to his name and is in 14th in the overall standings. In the team standings, BMW i Andretti Motorsport is in fifth with 80 points.

As a result of numerous investigations after the race, the result is provisional.

Roger Griffiths (Team Principal BMW i Andretti Motorsport):

“Third place for António is a very good result. We had both cars in the Super Pole and overall put in a strong performance. In Sanya the power train plays a big role – and we were in a great position here with the BMW i drivetrain. Both drivers were fantastic in qualifying. However, the race ended up being a disappointment for Alexander. He had a good rhythm before he retired after being involved in a duel with another car. Despite everything going on around him, António kept a cool head. He drove very sensibly and picked up a lot of valuable points for the team. We’re pleased.”

António Félix da Costa (#28 BMW iFE.18, qualifying result: 3rd place, race result: 3rd place, FANBOOST voting: 3rd place, points: 62):

“It goes without saying I am pleased with the result, the points and the lead in the driver standings. But I’m a little frustrated too, if I’m being honest, because I wanted to do even better today. I was able to keep up with the two guys in front of me with no problems and think that I could have won. But the track here is very narrow and you have to take a lot of risks to overtake. I tried once, but then decided to take the important points for third place. I think this is the way we need to act if we want to stay at the top until the end of the season.” 

Alexander Sims (#27 BMW iFE.18, qualifying result: 6th place, race result: retired, FANBOOST voting: 13th place, points: 18)

“It’s difficult to accept this disappointing end to the race. Our pace was good and qualifying went really well as well. António is a superb benchmark for me, so I was delighted to be able to keep up with his lap times. Then the race went okay. It was difficult to overtake. Then the racing started. I defended my line against Lotterer, and I feel he didn’t leave me enough space. It’s a real shame that our pace and efforts went unrewarded.”

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SECOND DRIVE: 2019 BMW X7 – The “Big Boy” Is Here To Stay

My first experience with the BMW X7 dates as far back as May 2018 when BMW has invited me to test a prototype version of the upcoming 7-seater luxury SUV and to provide some feedback before the final car goes into production. Nearly 10 months later and I am back in what will be the X7 that customers will buy at their local dealerships. To sample two variants of the luxurious and large X7, BMW gave me a few options, all in the form of a road trip. The BMW X7 media program kicked off five weeks ago in the home of BMW USA – Spartanburg – before heading down to Florida and across the country to Los Angeles.

All trips had some appeal built into them – from Baton Rouge to the Big Bend, or from Death Valley to Palm Springs – there was a little bit of America to be experienced behind the wheel of the X7. It’s also one of the most daring BMW driving programs I’ve been a part of, with lots of moving parts and logistics to handle. So my choice this time around was to pick the Los Angeles to Palm Springs leg which was instantly appealing due to a light off-road course that will end the trip.

  With the SUV market growing faster than ever – and especially the high-end of it – BMW was looking to capitalize on the demand and therefore created not only their largest SUV ever, but also a flagship model, similar to what the 7 Series is to the sedan lineup.

The X7 stretches 203.3 inches from bumper to bumper, it has a width of 78.7 inches and stands 71.7 inches tall. Furthermore, the wheelbase is 122.2 inches which is about 10 inches longer than the 7 Series Sedan and 5 inches longer than the X5. Overall, the X7 is 9 inches and something longer than X5. So yes, the X7 is a big car, just as you’ve imagined. During my trip, I came across a few Range Rovers at the stop light and it was immediately obvious who the “Big Boy” was.

For those of you wondering about any similarities with the Rolls-Royce Cullinan, BMW has an answer for you – very few similarities, in fact, the engineers say less than 1 percent of the parts are shared with the ultra-luxurious Rolls.

If there is one car that the X7 will compete neck-to-neck, then it has to be the GLS from Mercedes-Benz, a nearly identical model in size.

Those of you that might care about the weight of the X7 – not sure why anyone would – here is the figure – somewhere over 5,300 lbs, based on the model and configuration. Heavy? Yes! Unexpected? Not at all, considering how big recent BMWs have become.

Two models were available to sample – the 4.4 liter V8 X7 xDrive50i and the 3.0 liter inline-six X7 xDrive40i. Both of those models are available to American customers, but the Europeans will have to do without the V8 power. To make things even more interesting, the BMW folks have added six and seven seats configuration X7s, but all, of course, have a third row. The six-seater differentiates itself with two, beautifully crafted captain’s chairs that offer significant space in the second row.

It’s fair to say that BMW has been and still is an engineering driven company, so lots of the topics with the X7 folks revolved around driving dynamics and how the BMW DNA had to be part of the X7. While I applaud that effort, in my opinion, the X7’s selling point won’t be the driving dynamics, but rather the luxury, tech, comfort and space offered by the large SUV.

Let’s start with TECH

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Video: Check Out the BMW X7 Production Line

The BMW X7 is getting ready for deliveries and the press tours have just come to an end (our review goes live today), but the X7 continues to get more coverage. Before deliveries kick off, the X7 has to be built and that takes place at the Spartanburg plant in South Carolina.

That’s the case for all SUVs from BMW built atop the CLAR platform. That means, every car from the X3 up, is assembled there, the US plant having a capacity of 450,000 units. The video you see below is of what goes on inside when an X7 is being built. According to BMW, this one plant was responsible for exporting cars worth more than $8.4 billion over the course of 2018, placing BMW at the top of the list when it comes to exports by value in the automotive industry.

BMW exported 234,689 X models from its Spartanburg, SC, plant during 2018 and about 81 percent of these Sports Activity Vehicles and Coupes were exported through the Port of Charleston. The remaining 19 percent of BMW X models were exported through five other southeastern ports: Savannah, GA; Brunswick, GA; Jacksonville, FL; Miami, FL; and Everglades, FL. All totaled, the Spartanburg plant exported nearly 66 percent of its total production volume of 356,749 units.

Those figures don’t include the new X7 though as it wasn’t in production in 2018. That’s going to be fixed this year though as BMW ramps up production in 2019. Chip in the hybrid BMW X3 that has just been announced and the year 2019 is shaping up to be a profitable one. In the meantime, you can have watching all those robots inside the Spartanburg plant, doing their thing on the new X7. It truly is a mesmerizing image.

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VIDEO: A look at Alex Roy’s record-setting cross-country E39 BMW M5

A few years ago, I was fortunate enough to attend the Greenwich Concourse with Rolls Royce. It was a fun day, packed to the brim with incredible and rare machinery. One car I specifically remember seeing was motoring journalist Alex Roy’s record-setting “Polizei” E39 BMW M5. With that car, Roy broke the record time for crossing the United States. In this new video from The Drive, we get to hear from Roy about his record-setting E39 M5, as well as hear from the man who helped build it.

It’s a pretty fascinating video that lets us in on the process of Roy’s record-setting drive. Just the equipment involved to map the course across the country and log the data to prove how fast Roy actually did the run is remarkable. Using multiple GPS units, which each would record the telemetry of a certain section of the course, and a wheel-speed speedometer, they were able to do it and accurately. This was in the early ’00s, so it’s not as if they had Google Maps up. We’re talking old-school Garmin units.

The car also had police lights fitted to it, a black-out switch for the all of the exterior lights except for the headlights and, of course, the awesome “Polizei” livery. Then there’s all of the cameras that had to be fitted. This was done before GoPros, so small lipstick cameras had to be fitted to certain areas of the car, along with other better cameras.

On top of all of that, Roy also had several scanners and radios fitted to the car, to help detect police and not get arrested while doing very high speeds for a very long time.

It’s a fascinating video about a fascinating car. If you want to learn more about Roy’s run and his incredible E39 BMW M5, you can also read his book — The Driver. Check it out.

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BMW says it is highly unlikely it will field privateer cars in the 2019 DTM

BMW says it might not have privateer cars in the 2019 DTM season because it is struggling to find a willing customer. BMW and Audi has an agreement with DTM to race a pair of customers car, following the Mercedes’ departure, but those efforts have not been successful so far for BMW. Aston Martin’s tie-up with R-Motorsport and HWA has bolstered the grid, while Audi has supplied WRT with two RS5 DTMs.

BMW Motorsport boss Jens Marquardt told Autosport that BMW had been searching for customers, but said at the Sebring 12 Hours it was now unlikely to find one. “The agreement with ITR was we would get ourselves set up and be prepared to supply two cars to someone who can run that self-sustainable programme,” said Marquardt.

“So far we haven’t really found anyone. We’ve already started talking for 2020, because the whole thing has a certain leeway and preparation time. “But you have to find someone who can run a sustainable programme and use the cars. “We’ve still got a lot of discussions, but it now looks like most teams are focussed on getting everything together with drivers and sponsors for 2020, rather than halfway through ’19.

“But we have everything in place, and we’re now pushing now to get it ready as early as possible in 2020.”

The BMW Motorsport boss also said there will be no additional BMW factory cars in DTM.

“It’s not a case of just running two more cars as a factory, as that’s diverting completely from the idea of having private teams being involved in the DTM, which is really the right idea,” he said.

“Having more factory cars doesn’t really help in that respect.”

The upcoming DTM season is bound to feature the most powerful cars ever to race in the popular German touring car racing championship. The BMW M4 DTM will now abide to Class 1 rules, as will all the other cars, and that implies a number of significant changes. The P48 engine is bound to become the most powerful ever fitted to a DTM car by BMW, even though it lost some of its displacement.

BMW doesn’t offer an exact output figure but there’s bound to be some extra 100 HP coming out of the new turbocharged engine compared to the outgoing P66 mill. The former engine was a variation of the S65 4-liter V8 on the E9x M3 models, but heavily modified for track use. It developed over 500 HP so expect the new 4-pot to have some 620 HP at its disposal when it goes out on the track, immense power for such a small engine.

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BMW plans to introduce twelve fully-electric models by 2025

Since the introduction of the BMW i3 and i8 in 2014, the Bavarians have been slow to develop more electric vehicles. Sure, there have been some hybrids along the way but nothing too substantial or groundbreaking in the world of electrification. All the while, Tesla has had multiple launches, Chevy introduced the Bolt and even Jaguar and Audi developed their own all-electric SUVs. So BMW seems a bit behind in the EV world. However, it should be getting a rather large electric shot in the arm between now and 2025.

At a recent shareholder’s meeting this past Wednesday, BMW showed off its plans to develop twelve all-electric vehicles by 2025. Not hybrids, though there will be those as well, but twelve pure BEVs (Battery Electric Vehicles). That’s a large number of electric cars for one brand, at least as it stands right now.

The ones we know of at the moment are the upcoming BMW iX3, MINI Electric, BMW i4 and the BMW iNEXT, the latter of which will debut in 2021. As far as the other eight EVs set for 2025, we don’t know exactly what they’re going to be. But we can likely expect a good mix of small urban city cars, SUVs and luxury cars.

So what’s taken BMW so long to plan a large fully-EV lineup? Well, the Bavarians have been busy working on their own battery pack/powertrain combo. It was very important to BMW to have an electric powetrain unit of its own, as the “M” in BMW does stand for “Motor” after all.

By 2025, BMW should be in the thick of the electric vehicle market. While other brands have passed it as of late, the Bavarians should at least catch up within the next few years. Whether BMW is ahead of its competition by that time is obviously yet to be seen. But it will certainly be far more competitive.

[Source: Green Car Reports]

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This 1978 BMW 3.0 CSL Racer is for sale and it’s fantastic

The BMW 3.0 CSL is one of the most iconic Bimmers of all time. Not only because the road car was beautiful but also because of its racing pedigree. Both its timeless beauty and racing history make even just the road car extremely valuable. But what about a proper Group 2 racing version? This 1978 BMW 3.0 CSL Martini racing car is currently for sale and it’s incredible.

It all started when Willi Martini, a prominent figure among racing at the Nurburgring, decided to build a racing version of the CSL. Martini owned a shop near the ‘Ring, where he fixed cars, built racing cars and created aftermarket parts for cars. So when it came time to build a proper racer from a 3.0 CSL, he did it right.

The car started out as a factory body from BMW. It was then given a tuned 3.0 liter 12-valve I6 BMW engine with three dual-choke Weber carburetors. After awhile, it was given a 3.2 liter I6 with some ALPINA tuning, which is the engine currently running in it. It also received flared ALPINA wheel arches and ALPINA wheels, as well as ALPINA’s white and green livery.

In fact, after heavy restoration, the car currently has even more ALPINA stuff on it, including a period rear differential, oil cooler and suspension for Group 2 racing. After the rebuild, the car went on a dyno where it put down 340 hp, a very impressive number for its time and a lot of power for its lightweight body.

It doesn’t actually say how much it costs but we suspect it’s one of those things where the price isn’t advertised because it doesn’t really matter to the sort of person who would buy it. So it will probably cost a very pretty penny. Still, to have a stunning race car with some great history, it’s probably worth it.

The listing can be found here.

[Source: Car Magazine]

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BMW i Andretti Motorsport heads to China for Formula E next stage

Two weeks after the round in the Chinese special administrative region of Hong Kong (CHN), the ABB FIA Formula E Championship celebrates its return to mainland China with the Sanya E-Prix (CHN). BMW i Andretti Motorsport is eager to return to the strength demonstrated in the opening races of the season at the new Sanya circuit and finish in the points with both BMW iFE.18s.

  Jens Marquardt (BMW Motorsport Director):

“Formula E’s return to China is fantastic for the race series and for BMW i as China is an incredibly important market for electromobility. BMW i and Formula E’s shared journey got underway with the very first race in Beijing back in 2014, meaning we have come full circle with our return as the BMW i Andretti Motorsport works team. Unfortunately, we weren’t able to make the best of our opportunities at the last event in Hong Kong. We’ve analysed the reasons and drawn our conclusions. In Sanya we hope to make better use of our BMW i drivetrain’s strengths once again and build on the top performances that have already brought us some brilliant results this season. Our goal is still to bring home as many points as possible with the BMW iFE.18.”

Roger Griffiths (Team Principal BMW i Andretti Motorsport):

“After the disappointment of the race in Hong Kong, the team is looking forward to moving on to Sanya. We analysed in detail why we weren’t as competitive as usual in Hong Kong and we are confident that we will have a strong package again for the future. We don’t know all that much about the area in which we will be driving in China, but we are doing tests in the simulator, so we’ll be well prepared. We can’t wait to get racing again and to pick up some well-needed points for the overall standings.” 

Alexander Sims (#27 BMW iFE.18):

“I am really looking forward to our debut in Sanya. The track appears to be relatively fast and extensive at first glance, with long straights and hard braking zones. After we were unfortunately unable to make use of our package’s strengths in Hong Kong, I hope that we will return to our usual form in Sanya.”

António Félix da Costa (#28 BMW iFE.18):

“We will all be experiencing a new track in Sanya, so everyone is starting from scratch. I’ve already completed a few laps of the track layout in the simulator – it seems like it will be fun. I have the impression that energy efficiency will play a big role again there, as it did in Marrakech, where we did really well. Hopefully it will be similar in China.”

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