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Global Automotive Electric Power Steering Market Estimated to grow at 6% CAGR between 2021 and 2023 due to demand for technically superior automobiles

Automotive electric power steering is more efficient than the traditional engine driven pumps. Market Research Future (MRFR) has published a research report about the global automotive electric power steering market that estimates increase at 6% CAGR (Compound Annual Growth Rate) for this market with a high rate between 2017 and 2023.

A pivotal factor driving the growth of the global automotive electric power steering market is the growing demand for the technically superior automobiles with high-end features, better safety options, and economic cost. The second most important factor is attempts by automobile makers to try manufacturing eco-friendly cars with a lesser carbon footprint via automotive electric power steering system. The third factor supporting market growth is the demand for comfortable and user-friendly cars.

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 The global automotive electric power steering market segmentation segments the market into the component, fuel, mechanism, type, and vehicle type. The component-based segmentation segments this market into bearing, mechanical rack & pinion, steering column, steering gear, and steering wheel. Based on fuel, the market has been segmented into battery electric vehicle (BEV), diesel, hybrid electric vehicle (HEV), plug-in hybrid electric vehicle (PHEV), and petrol. Vehicles powered by petrol and diesel mostly use electric power steering technology. The electric car offers better integration solution for such steering.

Regarding mechanism, the market has been segmented into collapsible and rigid. The collapsible variety has received more preference, due to the reduced chances of serious injuries to passengers. By type, the market has been segmented into passenger vehicle, heavy commercial vehicle (HCV), and light commercial vehicle (LCV).

The regional segmentation of the global automotive electric power steering market has segmented the global market into regional markets namely Asia Pacific, North America, Europe, the rest of the world (RoW). North America market is growing primarily due to the revamped automotive sector and heavy investments ensuring the intake of luxury cars. Other factors contributing to the market growth are the adoption of self-driving cars, the high purchasing power of consumers, increased research & development (R&D) activities for innovation, the presence of key market players in this region, technological advancement, and growing investment in luxury cars and electric cars. Significant country-specific markets in this region are USA and Canada.

During the forecast period, the Asia Pacific market is expected to rise as the next global automotive hub due to the rising income and purchasing power of the middle class. The electric power steering system can be adopted in all segments of automobiles. Therefore, it can reduce the production cost via mass production. India is the most important market in this region, followed by the remaining countries in the Asia Pacific region. China and Japan are two important economies in this region.

In Europe, the market is strong due to the availability of the maximum variety of technologically superior cars and the presence of many key market players. In this region, the important country-specific markets are Germany and Spain. France and UK are two important economies in this region.

Key Players

The key players in the global automotive electric power steering market include Delphi Automotive (UK), Federal-Mogul (USA), Hitachi Automotive Systems Ltd. (USA), Hyundai Mobis (South Korea), JTEKT Corporation (Japan), KSR International Company (Canada), Mando Corporation (South Korea), Mitsubishi Electric Corporation (Japan), Nexteer Automotive (USA), NSK Ltd. (Japan), Robert Bosch GmbH (Germany), Showa Corporation (Japan), Sona Koyo Steering Systems Ltd. (India), ThyssenKrupp AG (Germany), and TRW Automotive (USA).

Latest Industry News

·         China Automotive Systems Inc. (CAAS), a leading power steering components and systems supplier in China, signed an agreement with Hyoseong Electric Co. Ltd. for a joint venture. This venture aims to design, manufacture and sell electric motors for automotive electric power steering systems (EPS). 27 DEC 2018

·         2019 Toyota Camry Hybrid has been launched in India at a price of Rs 36.95 lakhs (the US $ 51,796.51). 18 JAN 2019

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 Key Questions Addressed by the Report

What was the historic market size?

Which segmentation (Product/     Capacity) is driving market?

What will be the growth rate?

How are the key players in this market?

What are the strategies adopted by     key players?

TABLE OF CONTENTS

 1 EXECUTIVE SUMMARY

 2 SCOPE OF THE REPORT

2.1 MARKET DEFINITION

2.2 SCOPE OF THE STUDY

2.2.1 DEFINITION

2.2.2 RESEARCH OBJECTIVE

2.2.3 ASSUMPTIONS

2.2.4 LIMITATIONS

2.3 RESEARCH PROCESS

2.3.1 PRIMARY RESEARCH

2.3.2 SECONDARY RESEARCH

2.4 MARKET SIZE ESTIMATION

2.5 FORECAST MODEL

3 MARKET LANDSCAPE

3.1.1 THREAT OF NEW ENTRANTS

3.1.2 BARGAINING POWER OF BUYERS

3.1.3 THREAT OF SUBSTITUTES

3.1.4 SEGMENT RIVALRY

3.1.5 BARGAINING POWER OF BUYERS

3.2 VALUE CHAIN/SUPPLY CHAIN ANALYSIS

4 MARKET DYNAMICS

4.1 INTRODUCTION

4.2 MARKET DRIVERS

4.3 MARKET RESTRAINTS

4.4 MARKET OPPORTUNITIES

4.5 MARKET TRENDS

About Market Research Future:

At Market Research Future (MRFR), we enable our customers to unravel the complexity of various industries through our Cooked Research Report (CRR), Half-Cooked Research Reports (HCRR), Raw Research Reports (3R), Continuous-Feed Research (CFR), and Market Research & Consulting Edibles.

MRFR team have supreme objective to provide the optimum quality market research and intelligence services to our clients. Our market research studies by products, services, technologies, applications, end users, and market players for global, regional, and country level market segments, enable our clients to see more, know more, and do more, which help to answer all their most important questions.

Media Contact Company Name: Market Research Future Contact Person: Abhishek Sawant Email: Send Email Phone: +1 646 845 9312 Address:Market Research Future Office No. 528, Amanora Chambers Magarpatta Road, Hadapsar City: Pune State: Maharashtra Country: India Website: https://www.marketresearchfuture.com

 Browse Complete Report - https://www.marketresearchfuture.com/reports/automotive-electric-power-steering-market-5743

  Key Findings, COVID – 19 Impact Analysis, Business Trends, Industry Segments, Regional Study, Emerging Technologies and Future Prospects

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2018 Toyota Camry XSE Prices

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Top 10 Affordable Cars with Surprisingly Higher-End Interiors

Car owners spend more time inside their car than looking at it from the outside, so a car’s interior has to be a nice place to be.  Of course, luxury vehicles excel at making sure their drivers have a comfortable and pleasing place to spend time, but luckily for the rest of us, there are plenty of affordable cars that have surprisingly higher-end interiors. Here are some vehicles with inviting premium-looking interiors despite their modest pricing. ALSO SEE: Top 10 Best Car Interiors of 2017: WardsAuto Top 10 Affordable Cars with Surprisingly Higher-End Interiors 10. 2018 Honda Civic Honda has recently undergone a styling revolution for its cars both inside an out. The 10th-generation Civic starts at just $20,125 in the U.S. ($21,512 in Canada), but the interior looks like it could be from a more expensive car. Well textured dashboard plastics, metal effect trim pieces, smart details, and a nicely integrated seven-inch infotainment touchscreen create a classy look. The new Honda Accord also has a premium-looking interior for its price. 9. 2018 Volkswagen Golf Volkswagen has perfected the restrained but classy interior feel with its unmistakable Germanic ambiance. Its most popular model, the Golf, showcases this best. Quality interior trim pieces, a large eight-inch infotainment touchscreen, and drilled aluminum pedals help to create a sumptuous looking interior and everything is screwed together tightly, giving it a solid feel. At a $20,715 U.S. starting price ($22,249 in Canada), it’s like getting a deal on an Audi-like interior without actually getting an Audi. 8. 2018 Subaru Crosstrek There are a few instances when an automaker makes drastic leaps in interior quality and we are forced to pay attention. Subaru wins the prize here. The 2018 Subaru Crosstrek’s redesigned interior is a pleasant surprise. From playful contrast stitching on the steering wheel and seats to tasteful splashes of piano black trim on the doors and around the infotainment touchscreen, this should be a shock to subcompact crossover fans expecting a predictably bland interior. Pricing starts at $22,710 ($25,745.50 in Canada). 7. 2018 Toyota Camry Toyota used to make interiors that were about as exciting as reading your dishwasher’s instruction manual. Fast forward to 2018 and things have taken a turn. Despite prices remaining at a very affordable $24,895 U.S. ($28,105 in Canada), this Camry’s interior has the kind of quality usually found in higher priced vehicles. An intricately curvy dashboard, quality-looking metal trim pieces, and nicely textured leather seats create a confident-looking package. An even further highlight: Red leather seats! ALSO SEE: Top 10 Cars That Look More Expensive Than They Actually Are 6. 2018 Ford Mustang The Mustang always had this knack for making retro-looking interiors that aren’t too kitschy. Everything in this interior pays homage to design themes of the past while still embracing a modern feel. It uses finely crafted cabin materials and a liberal use of distinctive metallic trim, which is what sets it apart from others in its segment. Pricing starts a surprisingly reasonable $26,085 U.S. ($30,638 in Canada). 5. 2018 Volvo XC60 Losing none of the Volvo XC90’s premium approach to interior design, the XC60 smartly copies major elements of the XC90’s interior while still retaining its own individual feel and a much lower price. We love the minimalist Scandinavian design and use of unique materials. Pricing starts at $42,495 U.S. ($47,915 in Canada). 4. 2018 Kia Rio  The subcompact hatchback class of vehicles is normally known for having simple interior designs that take a no-frills approach. The 2018 Kia Rio refuses to live up to that stereotype. Starting at just $14,795 U.S. ($16,594 in Canada), you don’t feel punished for buying an affordable car. Rather, you are greeted with quality seat materials, tastefully designed dashboard gauges, and a smartly placed infotainment touchscreen. ALSO SEE: 2018 Kia Rio Review 3. 2018 Acura MDX Just a feel of the soft-touch dashboard and a glance at the white contrast piping on the seats gets your attention with the Acura MDX. The MDX competes in a segment where competitors are priced about $10,000 to $12,000 higher, yet it never feels out of place when rolling with those more expensive cars. Pricing starts at $45,175 U.S. ($56,062.50 in Canada). 2. 2018 Genesis G80  If the Genesis G80’s interior quality is any indication, the company is taking luxury very seriously. It’s not that the G80’s interior is redefining the idea of the luxurious interior, but it’s the confidence it shows by putting all the right materials in all the right places. Pricing starts at $42,725 U.S. ($55,000 in Canada). 1. 2017 Mazda CX-5 The Mazda CX-5’s interior speaks for itself. Just sit in it, touch the vital surface points, and begin to wonder how Mazda got away with this level of quality at such an affordable price point. From the available white leather seats to the substantial-feeling buttons and knobs to the metal trim pieces, Mazda offers a more dignified interior experience than many of its competitors. Prices start from $24,985 U.S. ($26,795 in Canada). ALSO SEE: Top 10 Expert Detailing Tips on Keeping Your Car Looking New The post Top 10 Affordable Cars with Surprisingly Higher-End Interiors appeared first on AutoGuide.com News.

http://www.autoguide.com/auto-news/2017/10/top-10-affordable-cars-with-surprisingly-higher-end-interiors.html

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2018 Camry XSE Price

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2018-03-22 23 CAR now

CAR

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Ten Secrets About Lexus Hybrid That Has Never Been Revealed For The Past 23 Years | lexus hybrid

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Sorry Detroit, the next North American car recession has already started

These should be boom times for Detroit. Unemployment is at a half-century low, gasoline is cheap and auto sales in the U.S. were near record levels last year. Yet American automakers are closing factories, cutting  shifts and laying off thousands of workers. The industry is behaving like a recession has arrived.

In one segment of the market, it has.

Detroit is in the grips of a car recession marked by the collapse of demand for traditional sedans, which accounted for half the market just six years ago. Buyers have made a mass exodus out of classic family cars and into sport utility vehicles. Familiar sedan models such as the Honda Accord and the Ford Fusion made up a record low 30 per cent of U.S. sales in 2018, and things will only get worse.

Sales of the passenger-car body style that’s dominated the industry since the Model T will sink to 21.5 per cent of the U.S. market by 2025, according to researchers at LMC Automotive, relegating sedans to fringe products. That leaves automakers with excess factory capacity that can turn out about 3 million more vehicles than buyers want. And overcapacity is precisely what spurred losses the last time a recession wracked the industry.

“You could classify this as a car recession,” said Jeff Schuster, senior vice president of forecasting at LMC Automotive.

It’s a situation that promises to put a damper on the North American International Auto Show in Detroit this week, the last to be held in the chill of January. In a bid to reestablish relevance, the annual car conclave is moving to June next year and will be reimagined as a chance for show-goers to drive new models in warm weather. The car dealers who organize the show hope the new format will entice notable dropouts — a group that now includes Mercedes, BMW and Audi — to return to an event that once commanded the full attention of the automotive world.

Attendees walk through the exhibit floor of the 2019 North American International Auto Show (NAIAS) in Detroit on Monday. With U.S. auto sales poised to slip in 2019, carmakers are fielding a mix of models that’ll whet Americans’ voracious appetite for trucks and sport utility vehicles over sedans that were once fixtures of American driveways.

An optimist might seek solace in the better-than-expected profit prediction issued Friday by General Motors Co. But a deeper look at the numbers reveals that the biggest contribution to the company’s rosy forecast were cost-cutting plans — including closing five North American plants — which it said will help boost profit this year by as much as US$2.5 billion.

The overcapacity plaguing U.S. automakers is the equivalent of 10 excess plants, which would account for at least 20,000 jobs directly, and thousands more as it ripples through the suppliers and support services to the massive industry. “GM has taken some actions, but they still have some well-underutilized plants,” Schuster said. “So we may not be done with this yet.”

One strategy for dealing with the collapsing car market in the past has been to stuff unwanted sedans into rental lots and other commercial fleets. That has only delayed today’s capacity crisis. Those lower-profit fleet sales have inflated the market, keeping U.S. vehicle deliveries above 17 million for the last four years, even as sales to individual retail customers peaked three years ago.

“The car recession and the retail recession have already arrived in the sense that retail sales peaked in 2015 and have gone down ever since,” said Mark Wakefield, head of the automotive practice at consultant AlixPartners. “Cars have just been crushed.”

Many former passenger-car buyers have flocked to crossover SUVs that offer more room and, these days, competitive fuel economy. The Chevy Malibu, a family sedan, gets combined city and highway fuel economy of 26 miles per gallon. The Chevy Equinox, a small crossover SUV, trails by only one mile per gallon.

There are signs drivers are even ditching sedans for big trucks. “Pickup buyers are trading in crossover SUVs and sedans,” said Sandor Piszar, director of marketing at Chevrolet, which is ramping up production of its new Silverado. Total U.S. pickup sales grew 2 percent last year, to 2.4 million vehicles, in a market that was otherwise flat.

F1 driver Fernando Alonso unveils the Toyota Supra Super GT race car during day one of the 2019 North American International Auto Show on Monday in Detroit.

Outside Detroit, auto executives are sticking with sedans. Between the U.S., Canada, Mexico and Puerto Rico, Toyota sells 375,000 of its Corolla compacts each year. The Camry sedan likewise moves in big, albeit shrinking, numbers. “We are not going to get out of that business,” Jim Lentz, chief executive officer of Toyota Motor North America, said in an interview last month. “We still see an opportunity there.”

Ironically, automakers have the last recession to blame for their current plight. A decade ago, when high gas prices and a crashing economy left little demand for SUVs, the auto industry suffered through layoffs, plant closings and, ultimately, the bankruptcies and bailouts of GM and Chrysler. Detroit flipped its factories from making hulking SUVs to sensible, gas-sipping sedans.

“You had two quick, upward movements in gas prices in the 2000s that were like a one-two punch,” said Wakefield, “and it was like a dog whistle went off, and you couldn’t sell” SUVs. His firm helped guide GM through its 2009 bankruptcy. “It felt like gas prices would go up and stay high,” he recalled.

But now the market has flipped back, thanks to consistently low gas prices, and much of Detroit is once again building too many of the wrong products.

Fiat Chrysler Automobiles NV, which anticipated sedans’ death spiral by culling its car lineup in 2016, has largely sidestepped the restructuring pain GM and Ford are experiencing now. Instead of shuttering plants or cutting shifts, it’s  converting an engine factory in Detroit to make room for a three-row Jeep Grand Cherokee and tying its fortunes to an onslaught of SUVs. The Jeep Gladiator, a truck version of the Wrangler, is due out in the second quarter of 2019. A retooled plant in Warren, Michigan, will produce the revived Jeep Wagoneer and Grand Wagoneer SUVs.

Unlike last time it ran into trouble, Detroit may have trouble finding friends in Washington or at the United Auto Workers to help them get through this tough transition. President Donald Trump has gone on the attack, taking GM chief executive Mary Barra to task for her decision to close four U.S. plants. Even allies like Michigan Rep. Debbie Dingell, a former GM executive, said last month that GM had made itself “the most thoroughly disliked company in Washington.”

The UAW has sued GM over its plant closings and is girding for a big fight at the bargaining table this year as it negotiates new contracts with U.S. automakers that have begun behaving like the good times are already in the rear-view mirror.

“It’s a very bizarre environment right now because the general economic conditions are still quite favorable,” Schuster said. “But it feels like we’re going back to that” dark period a decade ago.

Bloomberg.com

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Continuously Variable Transmissions System Market Positioning, Direct, Indirect Marketing, Pricing Strategy, and Forecast to 2025

08th November 2018: Continuously Variable Transmission (CVT) is expected to witness high growth in the forecasted period owing to the increasing demand of automatic transmission. CVT is a belt driven transmission technology that has continuous range of infinite effective gear ratios unlike the mechanical transmission that has a finite number of gear ratios. Its design offers more than 85% of transmission efficiency, which is less than the manual transmission but due to its low production cost and automatic smooth transition of engine speed its market is expected to show high growth rate by 2022. The main reason of its low production cost is due to the absence of clutch which acts as an important integral part in manual transmission. CVT basically has two variable diameter pulleys, where each is shaped like a pair of opposite cones joined together with a metal belt or chain running between them.

Browse Full Research Report @ https://www.millioninsights.com/industry-reports/continuously-variable-transmission-cvt-system-market    

Continuously Variable Transmission (CVT) is expected to see high growth by 2022 due to its application in newer hybrid cars such as Highlander, Toyota Prius, Camry, Ford Escape, and Nissan Altima. These CVT are distinguished as Power sharing transmissions (PSTs) and are fundamentally different from traditional CVTs. The main drivers that propel the market are consumer demand for better fuel economy, more power, and a smooth driving experience as compared to other automatic transmission system. Other drivers that help in boosting the market are growing environmental concerns, need of reducing carbon emissions, and low transmission losses resulted in better engine efficiency.

Some drivers that fuel the demand of CVT market are dependent on its advantages such as comfortable ride by eliminating “shift shock”, eliminating energy losses, and constant acceleration throughout the engine optimum operating range. The main restraints that may hinder the growth of CVT market are dependent of its disadvantages such as unsuitable for use in off road environments, and absence of engine braking. The Continuously Variable Transmission (CVT) System market is segmented by CVT type into Variable diameter pulley (VDP), Toroidal or Roller based, Magnetic, Infinitely variable transmission, Ratcheting, Hydrostatic, and Naudic incremental (iCVT). Out of these VDP type, Hydrostatic type and iCVT type are most common and frequently used CVTs in the market due to its ease of use, high frictional losses, better anti shock properties, high durability, better torque transfer ability and high reliability.

The market is also segmented by applications in Automobile industry, Aerospace Industry and Petrochemical industry. In Automobile industry they are used in commercial vehicles as well as in passenger vehicles. Under commercial vehicles they are used in small tractors, trucks, buses and Utility vehicles. On the other hand, under passenger vehicles they are used in two wheelers, three wheelers, and four wheelers. In Aerospace industry, CVTs are used in aircraft electrical power generating systems which in turn help in increasing performance and engine efficiency. In petrochemical industry, they are used in drilling machines and milling machines which are used to extract crude oil.

The major players in the continuously variable automatic transmission are JATCO Ltd (Japan), Getrag (Germanay), Magna Powertrain (Canada), Borg Warner (US), Allison Transmission (US), and Continental AG (Germany). They are suppliers to major automobile companies such as Hyundai Motor Company, Jaguar Cars, Ford Motors, Daimler Chrysler, Renault Motors, Tata Motors, Audi Motors, Mitsubishi Motors, and Maruti Suzuki.  

Get a Sample Copy of This Report @ https://www.millioninsights.com/industry-reports/continuously-variable-transmission-cvt-system-market/request-sample    

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Toyota Camry 2018 Canada Release Date

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[jonathanbelloblog]

The Best Cars We Drove in 2017

We’re incredibly fortunate to have access to the cars we do. All year long, we an abundance of the planet’s most precious metal sculptures, flogging them on tracks, roads, and everywhere in between. This year, it seemed like our quotient of top-notch machinery was at an all-time high as we drove some of the most desirable cars right into the pages of this website and our print magazine.

Choosing a favorite is not easy. Do we pick the luxury and comfort of the new Rolls-Royce Phantom, the always-ridiculous Bugatti Chiron, Lamborghini’s V-12-powered-swansong Aventador S, or something like the all-new Jeep Wrangler? While not as combative a task as picking winners during our annual All-Stars awards, we had a wide range of opinions.

Editor-in-chief Mike Floyd: The term ‘greatest car in the world’ can mean different things to different people. It can be the car you’ve had for 15 years that never let you down. The muscle car you only take out of your garage on sunny summer days. The supercar you plastered on your wall when you were a kid. The astonishing, multi-million dollar vintage machine you drooled over on the lawn at Pebble Beach. Or the eighth-generation Rolls-Royce Phantom.

Maybe it’s the mystique that’s developed around it. Or its price tag. Or the marketing hype. But the Phantom represents the ultimate, the excess, the dream of being someone rich, important, famous. By the way, the all-new Phantom is also a damn good car. It’s big and heavy, yes, but its twin-turbo V-12 just pulls and pulls. It actually turns pretty well too, and is underpinned by a world-class, aluminum intensive architecture. But more than that, it’s what’s inside that has been properly done. The craftsmanship is astonishing, the materials, the overall execution is unlike any modern production car I’ve ever been in. As it should be. And that’s without even mentioning the Gallery, the art installation in the dash.

Yeah, I know, it’s a car for the .001 percenters. Why should anyone care? Because it’s the greatest car in the world. It was an honor to drive and be driven in it. And it’s been an honor to have you along for the ride this year. Thanks to you all, from all of us here at Automobile.

My honorable mentions: Lexus LC 500, McLaren 720s, that day in Utah in the Ford GT, the Civic Type R, the Toyota Camry (damn right I said it), MX-5 RF, that day in dirt in the Honda Ridgeline Baja truck, that day at Streets of Willow in the OVC and Revology Shelby GT350s, Camaro ZL1 1LE, Range Rover Velar, Mercedes-AMG E63 S, BMW M2.

Executive editor Mac Morrison: In retrospect, I don’t know what I expected as I headed to the first drive of the 2018 Porsche 911 GT2 RS. The car’s on-paper numbers—700 hp, 553 lb-ft, 3,200 pounds and change—are bonkers, but aside from a general understanding that this 911 would be fast, I was quite curious to discover the end result. By the end of a full day of driving, including a handful of laps on Portugal’s Algarve circuit and more than 100 miles on the road, I realized it had been quite some time since a new car made me smile and giggle so much. It’s not just the silly power, torque, and seemingly never-ending acceleration, either.

The GT2 RS’s ability to use every bit of its twin-turbo 3.8-liter bang is astounding. Its combination of aerodynamic and mechanical grip rewrite the rules of quick cornering, and the steering and brakes are not only up to the task but also feel great to use. This is one of the rare modern cars to find the right balance of performance and feedback, feeling a long way from overly refined and boring without crossing the line into the realm of scary or intimidating hair-trigger snappiness. You certainly know you can get in a lot of trouble driving it, but you can also enjoy it without holding your breath while always waiting for it to spit you into a ditch. Dare I say this is the best driver’s 911 of all time? I know Porsche geeks will never reach a consensus on that title, but there is no denying the new 911 GT2 RS is a performance-car masterpiece.

  Editor-at-large Arthur St. Antoine: Is it fair to choose a full-blown race car as a “best drive?” It is when said machine rearranges both your preconceptions of the laws of physics and your DNA. Hurling the Ferrari 488 Challenge around Canada’s Circuit Mont Tremblant was an electrifying, soul-awakening feast of race engineering at is finest: a screaming, 660-plus horsepower V-8, brakes that stop like a padded bridge abutment, an aero-aided chassis that cornered so hard it could pry the fillings from your teeth. Does such extreme prowess come at the expense of fragility or finickiness? That’s this Ferrari’s coup de grace: for two days I pounded around Tremblant, lap after lap after lap. Not once did the 488 Challenge so much as breathe hard. I call that the performance of the year.

Detroit bureau chief Todd Lassa: I want to choose the Honda Civic Type R, but I don’t know if I can get used to the idea of being on the same page as associate editor Jonathan Klein. The Type R is fabulous fun; more engaging than the supercars on our 2018 All-Stars drive, with sharp steering and handling and that great gearbox (the latter of which makes it more engaging than, say, the Ford GT or McLaren 720S). On the track, it dances with the best of them and can kick out its tail like a RWD sports car. But rather than align with Klein, I’m going to go with the Miata Cup Racer, which handles the (small, tight M1 Concours in Michigan) circuit exactly as I’d expect from a street-legal Miata. It’s nice to know they’re virtually interchangeable. I know what you’re thinking; the Miata is a #noboringcars car because I own one. No, but I own one because it’s a #noboringcars car.

Automotive design editor Robert Cumberford: Quiet, fast, spacious, comfortable, the Tesla Model 3 is very impressive. This was a top-spec, extra battery capacity car with about $20,000 in options. I’d like to have one, but can’t afford it, alas.

  New York bureau chief Jamie Kitman: I loved the Porsche Boxster S I spent a week in, but my priority characteristic in a sports car is steering feel, and the Lotus Evora Sport 410 has this in spades. In addition to robust power and an extraordinarily supple ride, it amounts to a half-price supercar you can use. Now that Lotus has Geely funding behind it, I expect it is a harbinger of even greater things to come.

Features editor Rory Jurnecka: Time will show the new Ford GT to be a special car even decades from today. Built mostly to win Le Mans—which it did—the limited-production, road-going variant is unique and engaging to drive with an experience all its own. It is wholly different from the ubiquitous McLarens, Ferraris, and Lamborghinis that compete for background photo space on your laptop. That this success came from a small, skunkworks team of rogue engineers hidden in Ford’s basement is nothing short of amazing.

Senior digital editor Kirill Ougarov: As I’ve expounded upon since it sadly left our care, my pick has to be the BMW i8. The mix of design, tech, and solid grand-touring dynamics really meshed with my personal tastes. “An enjoyable to drive, distinctively stylish grand tourer that offers a preview of coming electrified attractions” is probably the best summary I have, which I stole from my own story.

Online editor Ed Tahaney: The Lamborghini Huracán LP580-2 Spyder beats out my other favorite ride of the year—the Honda Civic Type R—only because it’s a drop-top. Both cars are a blast to drive and will make you an instant celebrity wherever you roll up. I love the Giallo Tenerife paint job that makes it look like an angry wedge of cheese, while its V-10 screams 580-hp obscenities. The cup holder sucks, but everything else about the Spyder does not.

Senior copy editor Kara Snow: Not only is the Ford GT the wildest car I drove this year in terms of both the actual ride and its hyper-futuristic design, but the experience in Ford’s race-winning beast was as emotionally thrilling as my very first time behind the wheel.

In his day, my grandfather worked on Fords for movie studios. My dad loved Mustangs. He owned many through the years and was hoping to fix up his 1946 Super De Luxe before he died unexpectedly five years ago. I’m sorry he never got to see what Ford would follow up the first two generations of these supercars with: a wonder of design, handling, and quickness—with all of the turbo’s whizzing and whooshing and the 647 hp V-6’s stunning growl.

Getting to drive the new Ford GT completes the circle for three generations of car lovers. It was a dream come true to pilot an American supercar made by a company with deep roots in our country’s history. And in my own life.

Daily news editor Conner Golden: Somehow I managed to sneak my way behind the wheel of the 2018 Porsche 911 GT3, claiming the golden tiara of my favorite car of the year. Porsche is loath to admit it, but the 991.2 GT3 takes what made the 911 R so incredibly desirable and offers it to the (still wealthy) masses, minus a handful of lightweight panels and stylistic affects. With a 4.0-liter flat-six whizzing all the way to a 9,000-rpm redline and a delicious six-speed manual transmission (seven-speed PDK optional), the GT3 was unspeakably excellent in every scenario.

Creative director Darren Scott: Hands down, the Volkswagen Golf R is the best VW I’ve ever driven. At first, I didn’t even know it existed but I quickly learned it’s a pocket rocket on rails. Its over-hyped little brother, the GTI—of which I have driven many examples—is a Bush League second baseman compared to this lightning shortstop. No flash, no nonsense. It delivers acceleration, power, and handling on-demand; supercar sophistication in a street-size package, a real driving experience. There are two downsides; one is the Tamagotchi style center console (come on VW, it’s 2017), and second, all the parking lot wannabes telling you the Ford Focus RS is better. Who cares! All that means is there’s two incredible cars to choose from.

 IFTTT

[savetopnow]

2018-03-22 20 CAR now

CAR

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[jesusvasser]

The Best Cars We Drove in 2017

We’re incredibly fortunate to have access to the cars we do. All year long, we an abundance of the planet’s most precious metal sculptures, flogging them on tracks, roads, and everywhere in between. This year, it seemed like our quotient of top-notch machinery was at an all-time high as we drove some of the most desirable cars right into the pages of this website and our print magazine.

Choosing a favorite is not easy. Do we pick the luxury and comfort of the new Rolls-Royce Phantom, the always-ridiculous Bugatti Chiron, Lamborghini’s V-12-powered-swansong Aventador S, or something like the all-new Jeep Wrangler? While not as combative a task as picking winners during our annual All-Stars awards, we had a wide range of opinions.

Editor-in-chief Mike Floyd: The term ‘greatest car in the world’ can mean different things to different people. It can be the car you’ve had for 15 years that never let you down. The muscle car you only take out of your garage on sunny summer days. The supercar you plastered on your wall when you were a kid. The astonishing, multi-million dollar vintage machine you drooled over on the lawn at Pebble Beach. Or the eighth-generation Rolls-Royce Phantom.

Maybe it’s the mystique that’s developed around it. Or its price tag. Or the marketing hype. But the Phantom represents the ultimate, the excess, the dream of being someone rich, important, famous. By the way, the all-new Phantom is also a damn good car. It’s big and heavy, yes, but its twin-turbo V-12 just pulls and pulls. It actually turns pretty well too, and is underpinned by a world-class, aluminum intensive architecture. But more than that, it’s what’s inside that has been properly done. The craftsmanship is astonishing, the materials, the overall execution is unlike any modern production car I’ve ever been in. As it should be. And that’s without even mentioning the Gallery, the art installation in the dash.

Yeah, I know, it’s a car for the .001 percenters. Why should anyone care? Because it’s the greatest car in the world. It was an honor to drive and be driven in it. And it’s been an honor to have you along for the ride this year. Thanks to you all, from all of us here at Automobile.

My honorable mentions: Lexus LC 500, McLaren 720s, that day in Utah in the Ford GT, the Civic Type R, the Toyota Camry (damn right I said it), MX-5 RF, that day in dirt in the Honda Ridgeline Baja truck, that day at Streets of Willow in the OVC and Revology Shelby GT350s, Camaro ZL1 1LE, Range Rover Velar, Mercedes-AMG E63 S, BMW M2.

Executive editor Mac Morrison: In retrospect, I don’t know what I expected as I headed to the first drive of the 2018 Porsche 911 GT2 RS. The car’s on-paper numbers—700 hp, 553 lb-ft, 3,200 pounds and change—are bonkers, but aside from a general understanding that this 911 would be fast, I was quite curious to discover the end result. By the end of a full day of driving, including a handful of laps on Portugal’s Algarve circuit and more than 100 miles on the road, I realized it had been quite some time since a new car made me smile and giggle so much. It’s not just the silly power, torque, and seemingly never-ending acceleration, either.

The GT2 RS’s ability to use every bit of its twin-turbo 3.8-liter bang is astounding. Its combination of aerodynamic and mechanical grip rewrite the rules of quick cornering, and the steering and brakes are not only up to the task but also feel great to use. This is one of the rare modern cars to find the right balance of performance and feedback, feeling a long way from overly refined and boring without crossing the line into the realm of scary or intimidating hair-trigger snappiness. You certainly know you can get in a lot of trouble driving it, but you can also enjoy it without holding your breath while always waiting for it to spit you into a ditch. Dare I say this is the best driver’s 911 of all time? I know Porsche geeks will never reach a consensus on that title, but there is no denying the new 911 GT2 RS is a performance-car masterpiece.

  Editor-at-large Arthur St. Antoine: Is it fair to choose a full-blown race car as a “best drive?” It is when said machine rearranges both your preconceptions of the laws of physics and your DNA. Hurling the Ferrari 488 Challenge around Canada’s Circuit Mont Tremblant was an electrifying, soul-awakening feast of race engineering at is finest: a screaming, 660-plus horsepower V-8, brakes that stop like a padded bridge abutment, an aero-aided chassis that cornered so hard it could pry the fillings from your teeth. Does such extreme prowess come at the expense of fragility or finickiness? That’s this Ferrari’s coup de grace: for two days I pounded around Tremblant, lap after lap after lap. Not once did the 488 Challenge so much as breathe hard. I call that the performance of the year.

Detroit bureau chief Todd Lassa: I want to choose the Honda Civic Type R, but I don’t know if I can get used to the idea of being on the same page as associate editor Jonathan Klein. The Type R is fabulous fun; more engaging than the supercars on our 2018 All-Stars drive, with sharp steering and handling and that great gearbox (the latter of which makes it more engaging than, say, the Ford GT or McLaren 720S). On the track, it dances with the best of them and can kick out its tail like a RWD sports car. But rather than align with Klein, I’m going to go with the Miata Cup Racer, which handles the (small, tight M1 Concours in Michigan) circuit exactly as I’d expect from a street-legal Miata. It’s nice to know they’re virtually interchangeable. I know what you’re thinking; the Miata is a #noboringcars car because I own one. No, but I own one because it’s a #noboringcars car.

Automotive design editor Robert Cumberford: Quiet, fast, spacious, comfortable, the Tesla Model 3 is very impressive. This was a top-spec, extra battery capacity car with about $20,000 in options. I’d like to have one, but can’t afford it, alas.

  New York bureau chief Jamie Kitman: I loved the Porsche Boxster S I spent a week in, but my priority characteristic in a sports car is steering feel, and the Lotus Evora Sport 410 has this in spades. In addition to robust power and an extraordinarily supple ride, it amounts to a half-price supercar you can use. Now that Lotus has Geely funding behind it, I expect it is a harbinger of even greater things to come.

Features editor Rory Jurnecka: Time will show the new Ford GT to be a special car even decades from today. Built mostly to win Le Mans—which it did—the limited-production, road-going variant is unique and engaging to drive with an experience all its own. It is wholly different from the ubiquitous McLarens, Ferraris, and Lamborghinis that compete for background photo space on your laptop. That this success came from a small, skunkworks team of rogue engineers hidden in Ford’s basement is nothing short of amazing.

Senior digital editor Kirill Ougarov: As I’ve expounded upon since it sadly left our care, my pick has to be the BMW i8. The mix of design, tech, and solid grand-touring dynamics really meshed with my personal tastes. “An enjoyable to drive, distinctively stylish grand tourer that offers a preview of coming electrified attractions” is probably the best summary I have, which I stole from my own story.

Online editor Ed Tahaney: The Lamborghini Huracán LP580-2 Spyder beats out my other favorite ride of the year—the Honda Civic Type R—only because it’s a drop-top. Both cars are a blast to drive and will make you an instant celebrity wherever you roll up. I love the Giallo Tenerife paint job that makes it look like an angry wedge of cheese, while its V-10 screams 580-hp obscenities. The cup holder sucks, but everything else about the Spyder does not.

Senior copy editor Kara Snow: Not only is the Ford GT the wildest car I drove this year in terms of both the actual ride and its hyper-futuristic design, but the experience in Ford’s race-winning beast was as emotionally thrilling as my very first time behind the wheel.

In his day, my grandfather worked on Fords for movie studios. My dad loved Mustangs. He owned many through the years and was hoping to fix up his 1946 Super De Luxe before he died unexpectedly five years ago. I’m sorry he never got to see what Ford would follow up the first two generations of these supercars with: a wonder of design, handling, and quickness—with all of the turbo’s whizzing and whooshing and the 647 hp V-6’s stunning growl.

Getting to drive the new Ford GT completes the circle for three generations of car lovers. It was a dream come true to pilot an American supercar made by a company with deep roots in our country’s history. And in my own life.

Daily news editor Conner Golden: Somehow I managed to sneak my way behind the wheel of the 2018 Porsche 911 GT3, claiming the golden tiara of my favorite car of the year. Porsche is loath to admit it, but the 991.2 GT3 takes what made the 911 R so incredibly desirable and offers it to the (still wealthy) masses, minus a handful of lightweight panels and stylistic affects. With a 4.0-liter flat-six whizzing all the way to a 9,000-rpm redline and a delicious six-speed manual transmission (seven-speed PDK optional), the GT3 was unspeakably excellent in every scenario.

Creative director Darren Scott: Hands down, the Volkswagen Golf R is the best VW I’ve ever driven. At first, I didn’t even know it existed but I quickly learned it’s a pocket rocket on rails. Its over-hyped little brother, the GTI—of which I have driven many examples—is a Bush League second baseman compared to this lightning shortstop. No flash, no nonsense. It delivers acceleration, power, and handling on-demand; supercar sophistication in a street-size package, a real driving experience. There are two downsides; one is the Tamagotchi style center console (come on VW, it’s 2017), and second, all the parking lot wannabes telling you the Ford Focus RS is better. Who cares! All that means is there’s two incredible cars to choose from.

 IFTTT

[eddiejpoplar]

The Best Cars We Drove in 2017

We’re incredibly fortunate to have access to the cars we do. All year long, we an abundance of the planet’s most precious metal sculptures, flogging them on tracks, roads, and everywhere in between. This year, it seemed like our quotient of top-notch machinery was at an all-time high as we drove some of the most desirable cars right into the pages of this website and our print magazine.

Choosing a favorite is not easy. Do we pick the luxury and comfort of the new Rolls-Royce Phantom, the always-ridiculous Bugatti Chiron, Lamborghini’s V-12-powered-swansong Aventador S, or something like the all-new Jeep Wrangler? While not as combative a task as picking winners during our annual All-Stars awards, we had a wide range of opinions.

Editor-in-chief Mike Floyd: The term ‘greatest car in the world’ can mean different things to different people. It can be the car you’ve had for 15 years that never let you down. The muscle car you only take out of your garage on sunny summer days. The supercar you plastered on your wall when you were a kid. The astonishing, multi-million dollar vintage machine you drooled over on the lawn at Pebble Beach. Or the eighth-generation Rolls-Royce Phantom.

Maybe it’s the mystique that’s developed around it. Or its price tag. Or the marketing hype. But the Phantom represents the ultimate, the excess, the dream of being someone rich, important, famous. By the way, the all-new Phantom is also a damn good car. It’s big and heavy, yes, but its twin-turbo V-12 just pulls and pulls. It actually turns pretty well too, and is underpinned by a world-class, aluminum intensive architecture. But more than that, it’s what’s inside that has been properly done. The craftsmanship is astonishing, the materials, the overall execution is unlike any modern production car I’ve ever been in. As it should be. And that’s without even mentioning the Gallery, the art installation in the dash.

Yeah, I know, it’s a car for the .001 percenters. Why should anyone care? Because it’s the greatest car in the world. It was an honor to drive and be driven in it. And it’s been an honor to have you along for the ride this year. Thanks to you all, from all of us here at Automobile.

My honorable mentions: Lexus LC 500, McLaren 720s, that day in Utah in the Ford GT, the Civic Type R, the Toyota Camry (damn right I said it), MX-5 RF, that day in dirt in the Honda Ridgeline Baja truck, that day at Streets of Willow in the OVC and Revology Shelby GT350s, Camaro ZL1 1LE, Range Rover Velar, Mercedes-AMG E63 S, BMW M2.

Executive editor Mac Morrison: In retrospect, I don’t know what I expected as I headed to the first drive of the 2018 Porsche 911 GT2 RS. The car’s on-paper numbers—700 hp, 553 lb-ft, 3,200 pounds and change—are bonkers, but aside from a general understanding that this 911 would be fast, I was quite curious to discover the end result. By the end of a full day of driving, including a handful of laps on Portugal’s Algarve circuit and more than 100 miles on the road, I realized it had been quite some time since a new car made me smile and giggle so much. It’s not just the silly power, torque, and seemingly never-ending acceleration, either.

The GT2 RS’s ability to use every bit of its twin-turbo 3.8-liter bang is astounding. Its combination of aerodynamic and mechanical grip rewrite the rules of quick cornering, and the steering and brakes are not only up to the task but also feel great to use. This is one of the rare modern cars to find the right balance of performance and feedback, feeling a long way from overly refined and boring without crossing the line into the realm of scary or intimidating hair-trigger snappiness. You certainly know you can get in a lot of trouble driving it, but you can also enjoy it without holding your breath while always waiting for it to spit you into a ditch. Dare I say this is the best driver’s 911 of all time? I know Porsche geeks will never reach a consensus on that title, but there is no denying the new 911 GT2 RS is a performance-car masterpiece.

  Editor-at-large Arthur St. Antoine: Is it fair to choose a full-blown race car as a “best drive?” It is when said machine rearranges both your preconceptions of the laws of physics and your DNA. Hurling the Ferrari 488 Challenge around Canada’s Circuit Mont Tremblant was an electrifying, soul-awakening feast of race engineering at is finest: a screaming, 660-plus horsepower V-8, brakes that stop like a padded bridge abutment, an aero-aided chassis that cornered so hard it could pry the fillings from your teeth. Does such extreme prowess come at the expense of fragility or finickiness? That’s this Ferrari’s coup de grace: for two days I pounded around Tremblant, lap after lap after lap. Not once did the 488 Challenge so much as breathe hard. I call that the performance of the year.

Detroit bureau chief Todd Lassa: I want to choose the Honda Civic Type R, but I don’t know if I can get used to the idea of being on the same page as associate editor Jonathan Klein. The Type R is fabulous fun; more engaging than the supercars on our 2018 All-Stars drive, with sharp steering and handling and that great gearbox (the latter of which makes it more engaging than, say, the Ford GT or McLaren 720S). On the track, it dances with the best of them and can kick out its tail like a RWD sports car. But rather than align with Klein, I’m going to go with the Miata Cup Racer, which handles the (small, tight M1 Concours in Michigan) circuit exactly as I’d expect from a street-legal Miata. It’s nice to know they’re virtually interchangeable. I know what you’re thinking; the Miata is a #noboringcars car because I own one. No, but I own one because it’s a #noboringcars car.

Automotive design editor Robert Cumberford: Quiet, fast, spacious, comfortable, the Tesla Model 3 is very impressive. This was a top-spec, extra battery capacity car with about $20,000 in options. I’d like to have one, but can’t afford it, alas.

  New York bureau chief Jamie Kitman: I loved the Porsche Boxster S I spent a week in, but my priority characteristic in a sports car is steering feel, and the Lotus Evora Sport 410 has this in spades. In addition to robust power and an extraordinarily supple ride, it amounts to a half-price supercar you can use. Now that Lotus has Geely funding behind it, I expect it is a harbinger of even greater things to come.

Features editor Rory Jurnecka: Time will show the new Ford GT to be a special car even decades from today. Built mostly to win Le Mans—which it did—the limited-production, road-going variant is unique and engaging to drive with an experience all its own. It is wholly different from the ubiquitous McLarens, Ferraris, and Lamborghinis that compete for background photo space on your laptop. That this success came from a small, skunkworks team of rogue engineers hidden in Ford’s basement is nothing short of amazing.

Senior digital editor Kirill Ougarov: As I’ve expounded upon since it sadly left our care, my pick has to be the BMW i8. The mix of design, tech, and solid grand-touring dynamics really meshed with my personal tastes. “An enjoyable to drive, distinctively stylish grand tourer that offers a preview of coming electrified attractions” is probably the best summary I have, which I stole from my own story.

Online editor Ed Tahaney: The Lamborghini Huracán LP580-2 Spyder beats out my other favorite ride of the year—the Honda Civic Type R—only because it’s a drop-top. Both cars are a blast to drive and will make you an instant celebrity wherever you roll up. I love the Giallo Tenerife paint job that makes it look like an angry wedge of cheese, while its V-10 screams 580-hp obscenities. The cup holder sucks, but everything else about the Spyder does not.

Senior copy editor Kara Snow: Not only is the Ford GT the wildest car I drove this year in terms of both the actual ride and its hyper-futuristic design, but the experience in Ford’s race-winning beast was as emotionally thrilling as my very first time behind the wheel.

In his day, my grandfather worked on Fords for movie studios. My dad loved Mustangs. He owned many through the years and was hoping to fix up his 1946 Super De Luxe before he died unexpectedly five years ago. I’m sorry he never got to see what Ford would follow up the first two generations of these supercars with: a wonder of design, handling, and quickness—with all of the turbo’s whizzing and whooshing and the 647 hp V-6’s stunning growl.

Getting to drive the new Ford GT completes the circle for three generations of car lovers. It was a dream come true to pilot an American supercar made by a company with deep roots in our country’s history. And in my own life.

Daily news editor Conner Golden: Somehow I managed to sneak my way behind the wheel of the 2018 Porsche 911 GT3, claiming the golden tiara of my favorite car of the year. Porsche is loath to admit it, but the 991.2 GT3 takes what made the 911 R so incredibly desirable and offers it to the (still wealthy) masses, minus a handful of lightweight panels and stylistic affects. With a 4.0-liter flat-six whizzing all the way to a 9,000-rpm redline and a delicious six-speed manual transmission (seven-speed PDK optional), the GT3 was unspeakably excellent in every scenario.

Creative director Darren Scott: Hands down, the Volkswagen Golf R is the best VW I’ve ever driven. At first, I didn’t even know it existed but I quickly learned it’s a pocket rocket on rails. Its over-hyped little brother, the GTI—of which I have driven many examples—is a Bush League second baseman compared to this lightning shortstop. No flash, no nonsense. It delivers acceleration, power, and handling on-demand; supercar sophistication in a street-size package, a real driving experience. There are two downsides; one is the Tamagotchi style center console (come on VW, it’s 2017), and second, all the parking lot wannabes telling you the Ford Focus RS is better. Who cares! All that means is there’s two incredible cars to choose from.

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[jeffrey2garner]

Here are the 2018 North American Car, Utility and Truck of the Year Finalists

The North American Car, Utility and Truck of the Year Awards aren’t your typical auto accolades. Rather than being chosen by a specific organization, these awards are given by an independent jury of automotive journalists based throughout the United States and Canada.

The winners are often vehicles that shake up the status quo while delivering an exceptional experience to the driver and passengers. Only cars that are new to the market, or substantially redesigned, are eligible for nomination.

Each member of the 57-person voting committee submits a score for each of the finalists. They are free to judge the cars however they like, but must disperse a pre-determined number of points across each of the three finalists in each category. The vehicle with the most points in each category wins. The winners are announced each January at the North American International Auto Show in Detroit.

This year’s finalists are prime examples of the exciting cars being produced by automakers around the world.

North American Car of the Year Finalists:

Honda Accord: The Accord might’ve been considered a shoo-in to win, if the Camry hadn’t also been redesigned for 2018. This’ll be a battle of two stalwarts in the sedan industry, with a feisty new up-and-comer hoping to disrupt the party.

Toyota Camry: A routine sales champion, the Camry remains the car to beat in the competitive midsize sedan category.

Kia Stinger: If this were a contest based on looks alone, the Kia, which debuted early this year at the Detroit Auto Show, would win in a landslide. But judges go far beyond a skin-deep review, and the Kia faces some exceptional competition. Who doesn’t love a good underdog, though?

North American Utility Vehicle of the Year Finalists:

Alfa Romeo Stelvio: The sleek Italian vehicle, which debuted at the LA Auto Show last month, makes it on the list of best utility vehicles for the first time. The crossover is a step outside the brand’s comfort zone, but it offers a blend of performance and practicality.

Honda Odyssey: Honda’s two-for-two in getting vehicles nominated for these prestigious awards. The Odyssey is certainly one of the best minivans on the market, but can it hold its own against a new breed of crossovers?

Volvo XC60: Competing vehicles from Audi and BMW, which are also new for 2018, didn’t make the short-list of finalists. That says a lot about the newly redesigned XC60. Were the judges impressed by the classy looks and roomy interior? Were they won-over by the new active-safety features? We’ll have to wait until January to find out.

North American Truck of the Year Finalists:

Chevrolet Colorado ZR2: This trail- and desert-ready Colorado sets a new standard for compact, off-road trucks. Will the judges prefer that capability over the more refined luxury offerings of the other nominees?

Ford Expedition: Buyer preference for full-size SUVs typically lands in the GM camp. This new Expedition could start to change that. As our review says, it’s bigger, lighter, and has a softer look that should appeal to more buyers. But will it appeal to the judges?

Lincoln Navigator: Ford doubled its chances of beating cross-town rival Chevy in the truck category. Based on the Expedition, with added intimidating looks and a hefty dose of luxury and technology, the Navigator has a real shot at taking home this award.

Which models do you think will win the North American Car, Utility and Truck of the Year Awards?

-tgriffith

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[robertkstone]

Feature Flashback: 1986 Volkswagen Vanagon Syncro

In the 1960s it was hippies and flower-power that put Volkswagen’s minimalist utilitarian Type 2 Bus on the map. Then in the 1970s, the sexual revolution (with baby boom hormonal activity peaking) made vans of all sorts popular, often lined with shag carpeting, disco balls, and bars to put occupants in the mood. By 1980, just in time for the no-nonsense family minivan era, Volkswagen rolled out its third generation of the Type 2—the first to make a clean break from the styling of the 1949 original, growing by 2.5 inches in length, 3.3 in width, and 0.2 in height, while gaining some 130-plus pounds. It also got a new name: Vanagon. That vehicle so impressed us that we named it the 1980 Truck of the Year, lauding its safety improvements (it complied with U.S. passenger-car standards that did not even apply to it), its supple-riding, new control-arm front suspension, new front disc brakes, and generous level of creature comforts. Shortly thereafter it started losing comparison tests, however, finishing third of three in April 1984 and fourth of five in January 1986 (beating only the clunky Ford Aerostar). But that September we drove a Vanagon with a feature that impressed us mightily: Syncro all-wheel drive.

Skunkwerks Born

Our man Greg Brown opened his review of the ’86 Vanagon Syncro by describing “a building on the grounds of Volkswagen’s Wolfsburg headquarters that contains one of the most advanced research and development teams in the business. The spotless, computer-filled rooms and galleries are full of intriguing projects. We are fairly frothing over future projects whispered about by VW insiders [maybe the G-Lader supercharger that arrived on the ’88 Corrado?], but there are some pretty wonderful vehicles to be found at your local dealership already. One example is the Vanagon Syncro.”

Rich 4WD History

“Four-wheel drive is nothing new to VW; the [designer] of the Beetle, Dr. Porsche, built his first all-wheel-drive vehicle in 1899! The first Beetle-based 4WD was an amphibian vehicle built for WWII, and, since then, there have been several projects aimed at military use, with perhaps a thought to civilian markets, as well. But it wasn’t until VW AG’s Audi division awoke the automotive world to the potential for all-wheel drive that VAG’s VW division seriously worked toward building production vehicles with every wheel providing the motive force.”

VW-Designed AWD

Sure, Volkswagen’s Quantum Syncro sedan and wagon featured Audi’s front-engine/front-drive-based Quattro system without modification, but for the Vanagon: “VW engineers chose to take a different approach to the problem. It is really quite a simple setup, but there is also plenty of room for extremely sophisticated equipment to come into play in future Syncro-equipped vehicles. VW calls its Syncro an ‘intelligent’ 4WD system because it’s dependent on road conditions (i.e., wheelspin), not driver input, to begin full operation. When the rear wheels begin to lose traction, the viscous coupling automatically transfers power to the front wheels. The transfer is continuous and unnoticeable to the driver.”

Increased Clearance and a Locking Diff!

The Vanagon was never intended to be a Rubicon-runner, but VW engineers ensured it could at least tackle the deeper snow and rutted roads that customers might encounter in the Black Forest or the Black Hills. “The Vanagon Syncro has been modified slightly to enhance its rough-country abilities. Features unique to the Syncro include large 205/70R14 tires, an increase in suspension travel of 20 mm, 30 mm more ground clearance, an additional extra lower gear incorporated into the standard four-speed manual transmission, a larger 18.4-gal fuel tank, and splash guards at the rear of the wheelwells. VW has also made available an optional locking rear differential, actuated by a pull knob on the dashboard.”

Big Cubes

Our most enduring gripe with Type 2 busses spanning the decades was with its anemic engine and sluggish power. In our TOTY write-up of a 1,970cc, 67-hp, and 101-lb-ft air-cooled flat-four Vanagon we noted “Our tests showed the four-speed to deliver a 0-60-mph run in a lengthy 23 seconds.” By 1984 the venerable flat-four engine had been converted to water-cooling and then produced 82 hp and 105 lb-ft from 1,959 ccs, lowering the 0-60 time to “just” 18.0 seconds. But for Syncro trail-climbing duty, “Besides the increase in displacement from 1.9 liters, compression ratio was upped to 9.0:1 [from 8.6:1]. It is rated at 95 hp (a 16 percent jump), with 117 lb-ft of torque, and though those figures don’t mean the Vanagon is quick, it really has no trouble keeping up with traffic in everyday driving.” We didn’t strap our gear to the Syncro, but along with that lower first gear ratio, it probably didn’t lose much if any speed as a result of the extra 300-ish pounds.

Like its Atlas Successor, Roomy!

In our 1984 comparison against Chrysler’s then-new Plymouth Voyager minivan and Toyota’s Scooby-Doo Mystery Machine forward-control Van, the interior is what impressed us most about the VW. “You could probably stuff a baby elephant into it and still have room left over for the clown act. It’s the tallest and widest of the vans so that’s no surprise.”

Read about the 2018 Volkswagen Atlas in our First Test review right here.

Three Flavors

Today’s Atlas 4Motion can be ordered in S, SE, and SEL trim levels priced between $34,625 and $43,615. In 1986, Brown noted: “The Syncro system can be ordered in three Vanagon models: GL, Camper, and Camper GL. Base prices range from $15,940 for the GL to a little over $20,000 for the fully equipped Camper GL.” In 2017 dollars, those prices equate to $35,900-$45,050—about the same as the Atlas (which sadly does not offer mattresses, cabinets, or a kitchen sink in any trim level).

Around the World in 131 Days

Brown concluded his treatise on VW’s newest soft-roader/people mover with this testament to the brand-new all-wheel-drive system’s apparent ruggedness: “The reliability of the Syncro mechanicals was demonstrated by an around-the-world record in 1985, when a Vanagon Syncro covered 27,000 miles in 131 days, traveling through 34 countries and five continents. The conditions encountered on that odyssey ranged from minus 20 degrees F in Canada to 123 degrees in Australia, and the Syncro missed not a beat. The versatility of the Vanagon Syncro is, at least for the moment, unequaled in the automotive industry.”

Read more Feature Flashback stories here:

1976 Honda Accord

1957 Chrysler 300C

1986 Honda Civic Si

1983 Toyota Camry – Oh What a Premonition!

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