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AMC Javelin

By 1971, the writing was on the wall for American muscle car manufacturers. Higher fuel prices and increasing insurance regulations meant owning a high-powered Pony Car would not be easy for the average young working man. American Motors would combine their Javelin and AMX models into a single all-new body style. For the first time, all Javelins and Javelin/AMX's would include a back seat.

AMC Javelin originally appeared on Conceptcarz.com on Sun, 24 Mar 2019 09:31:19 EST. Please see our terms for use of feeds.

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The sYc Yenko 427 Super Camaro

Approaching the height of the muscle car era, General Motors was holding back. The rebellious enthusiasts cried for power, but GM wasn't sure its clientele was mature enough. Leave it to Don Yenko to come along like some grandparent and spoil the grandchildren making the parents, and the law, a little perturbed.

The sYc Yenko 427 Super Camaro originally appeared on Conceptcarz.com on Sun, 24 Mar 2019 09:30:08 EST. Please see our terms for use of feeds.

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Ferrari 340 MM

The 340 America and 340 Mexico were followed by the ultimate 340 variant - the MM. Fitted with a magneto ignition, four-choke Weber carburetors, a four-speed synchromesh gearbox and a ZF limited-slip differential, the 340 MM was designed specifically to dominate long-distance road events like the Mille Miglia.

Ferrari 340 MM originally appeared on Conceptcarz.com on Sun, 24 Mar 2019 09:28:48 EST. Please see our terms for use of feeds.

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Isotta Tipo 8C Monterosa

Isotta Fraschini's postwar luxury model, the Tipo 8C Monterosa, encompassed the highest technical standards of the day. Following a sedan by Zagato and a coupe by Touring, this striking cabriolet was built by Milanese Carrozzeria Boneschi.

Isotta Tipo 8C Monterosa originally appeared on Conceptcarz.com on Sun, 24 Mar 2019 08:47:10 EST. Please see our terms for use of feeds.

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Be Positive: Harrop’s Supercharged Mission

Mention the name Harrop to pretty much anyone in the global Speedhunters community and the word supercharging usually follows. But forced induction is a relatively recent addition to the Australia-based outfit’s incredible history. Harrop has been helping make our cars stronger and faster for a whopping 64 years (read more in Richard’s story of the […]

The post Be Positive: Harrop’s Supercharged Mission appeared first on Speedhunters.

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Be Positive: Harrop’s Supercharged Mission

Mention the name Harrop to pretty much anyone in the global Speedhunters community and the word supercharging usually follows. But forced induction is a relatively recent addition to the Australia-based outfit’s incredible history. Harrop has been helping make our cars stronger and faster for a whopping 64 years (read more in Richard’s story of the […]

The post Be Positive: Harrop’s Supercharged Mission appeared first on Speedhunters.

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Take a closer look at the McLaren 720S supercar's complex suspension

Numerous systems go into making a high-performance car, and while a powerful engine is almost always one of them, engineers never forget about the suspension. What’s a lot of power good for if it handles like a sloppy mess? The McLaren 720S uses a very neat system, although it’s mighty complex. Thankfully, we have explainer extraordinaire Jason… from PerformanceJunk Feed https://ift.tt/2Wjzt28 via IFTTT from Performance Junk Tumblr Feed 6 https://ift.tt/2HDI1Ok via IFTTT

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Take a closer look at the McLaren 720S supercar's complex suspension

Numerous systems go into making a high-performance car, and while a powerful engine is almost always one of them, engineers never forget about the suspension. What's a lot of power good for if it handles like a sloppy mess? The McLaren 720S uses a very neat system, although it's mighty complex. Thankfully, we have explainer extraordinaire Jason... from Performance Junk Tumblr Feed 6 https://ift.tt/2Wjzt28 via IFTTT

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The I.C.E. event puts Ferrari F50s, Lamborghini Countachs and more on frozen lake

These days, many supercar and classic car owners look at their vehicles as investments. That’s the opposite case for the owners who brought their cars to the first I.C.E. event in Sankt Moritz, Switzerland, on March 2. I.C.E. stands for International Concours of Elegance in St. Moritz, and it’s a proper acronym since the entire event takes place… from PerformanceJunk Feed https://ift.tt/2YjCgub via IFTTT from Performance Junk Tumblr Feed 6 https://ift.tt/2JA089G via IFTTT

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The I.C.E. event puts Ferrari F50s, Lamborghini Countachs and more on frozen lake

These days, many supercar and classic car owners look at their vehicles as investments. That's the opposite case for the owners who brought their cars to the first I.C.E. event in Sankt Moritz, Switzerland, on March 2. I.C.E. stands for International Concours of Elegance in St. Moritz, and it's a proper acronym since the entire event takes place... from Performance Junk Tumblr Feed 6 https://ift.tt/2YjCgub via IFTTT

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2019 Mazda3 AWD First Drive: All-Weather Sophistication

During our First Drive of the 2019 Mazda3, we praised the car’s agile handling and superbly executed interior. Now that we’ve driven the new all-wheel-drive variant, we’re happy to report that the sporty compact car is even better to drive with four-wheel traction. The 2019 Mazda3 AWD handles better in all weather conditions, turning it into a sophisticated all-weather driver’s car that puts entry-level offerings from luxury brands on notice.

At a drive event for the 2019 Mazda3, we started the day on a snow course and an icy slalom section. We jumped into a front-drive 2019 Mazda3 sedan first and instantly found it lacked the traction to get up inclines without momentum. All-wheel-drive-equipped cars breezed through the course from a standstill. Mazda’s all-wheel-drive system sends torque where it’s most needed and works with G-Vectoring Control Plus (GVC+) to maintain traction, taking into account weather and road conditions.

In the snow, the all-wheel-drive system and GVC+ keeps the Mazda3 sure-footed in the slush by reducing engine torque ever so slightly and applying small amounts of braking to shift weight and power around to keep the car stable. With GVC+ disabled, you immediately notice you’re steering more to keep the car from getting unwieldy. The lack of stability instantly became obvious on a slalom course where a 20-mph lane change easily caused the car’s rear end to step out, forcing the driver to counter the skid with lots of steering input.

On pavement, the all-wheel-drive system makes the 2019 Mazda3 feel predictable when driving enthusiastically. Torque sent to the rear wheels pushes the car out of corners, minimizing understeer and allowing it to rotate. Superbly controlled body motions keep the Mazda3 neutral, and the sharp, communicative steering tells you exactly what the front wheels are doing. The Mazda3’s brilliantly tuned chassis soaks up broken pavement beautifully without disconnecting the driver from the road, making you question the need for adaptive dampers and suspensions on some cars that aim to improve handling without sacrificing ride comfort.

The carryover 186-hp 2.5-liter naturally aspirated I-4 happily revs to redline; however, you feel it working hard at higher elevations. Mazda’s six-speed automatic upshifts quickly but takes a second or two to kick down. Sport mode offers quicker rev-matched downshifts and holds gears longer. We also drove a front-drive Mazda3 hatchback with the six-speed manual and found it to be the liveliest of the bunch. The free-revving four-banger works with the slick shifter and communicative clutch admirably to provide plenty of smiles behind the wheel.

Mazda’s interiors continue to move upmarket, and the 2019 Mazda3’s cabin easily matches those in entry-level luxury vehicles, especially with the two-tone options. Everything you touch from the dash to the armrests feels expensive, and the infotainment controls click and turn with a satisfying sound. Even harder plastics in the rear wouldn’t look out of place in a car donning a three-pointed star or a stylized “L.” Save for some road and tire noise at highway speeds on uneven surfaces, the 2019 Mazda3’s cabin is nearly vault-like. Complementing the spiffy interior is a 12-speaker Bose surround sound system that provides a crisp listening experience and just enough bass to satisfy audiophiles. The latest iteration of the MazdaConnect interface is easier to use but still falls behind Hyundai/Kia’s Blue Link/UVO, Subaru’s Starlink, and FCA’s UConnect.

All-wheel drive should make the 2019 Mazda3 more appealing to consumers living in four-season states, but that’s only one part of the equation. Four-wheel traction along with GVC+ also improves the Mazda3’s driving characteristics on pavement. When combined with its elegant interior, the Mazda3 turns into an entry-level luxury car in disguise. A Signature trim and the CX-9’s 2.5-liter turbo-four are the final pieces that can turn the Mazda3 into a nearly perfect package: fun, chic, and eye-catching.

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Two Michelotti Concept Cars In Japan

Last month at Nostalgic 2 Days, there were two such cars right at the entrance – a display spot that’s always been reserved for surprise appearances from Japanese manufacturers. We’ve seen rarities from collection halls, and in 2018 a pair of Dome Zeros that I expanded on with a dedicated spotlight. But this time around the surprise was bigger than ever. […]

The post Two Michelotti Concept Cars In Japan appeared first on Speedhunters.

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[dessiesanches]

Two Michelotti Concept Cars In Japan

Last month at Nostalgic 2 Days, there were two such cars right at the entrance – a display spot that’s always been reserved for surprise appearances from Japanese manufacturers. We’ve seen rarities from collection halls, and in 2018 a pair of Dome Zeros that I expanded on with a dedicated spotlight. But this time around the surprise was bigger than ever. […]

The post Two Michelotti Concept Cars In Japan appeared first on Speedhunters.

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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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