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2024 Audi Q8 E-Tron and SQ8 E-Tron First Drive: New name, better range and more fun

Posted on December 19, 2022 3:15 am by admin

LANZAROTE, Canary Islands — The 2024 Audi Q8 E-Tron is entering into a vastly different electric world today than when it went on sale as the E-Tron in 2019. Buyers have more luxury EVs to choose from than ever, with the BMW iX, Mercedes-Benz EQE SUV and Rivian R1S among others here to join Audi in stealing slices of Tesla’s pie.

Back in 2019, we heralded the E-Tron as simply a luxury Audi, but electric. It’s everything Q7 or Q8 buyers were accustomed to, but in an electric package. If you liked it for this, great! None of that has changed for the Q8 E-Tron. It’s as plug-and-play as an EV gets with no gimmicks or weird turn-offs about the way it drives. Even the design gives off “I swear I’m normal” vibes.

Of course, the realities of owning an EV are different from simply driving one to the grocery store and back. Since the E-Tron’s original launch, Audi tells us its customers’ No. 1 concern has been range — the E-Tron came into the world with only a 204-mile range on a full charge. Minor updates brought this figure up to 226 miles for the 2023 model year, but the 2024 Q8 E-Tron attempts to put all range concerns to bed. While EPA figures are not yet available, Audi says its target is for the final number to “begin with a 3,” meaning the SUV will be good for further than 300 miles of range. Expect the returning Sportback version to be slightly better than the SUV by way of its naturally more aero-friendly silhouette.

How is Audi achieving this? In short, a more power-dense battery pack and numerous efficiency improvements. Previously, the E-Tron featured a 95-kilowatt-hour battery pack with a usable capacity of 89 kWh. The Q8 E-Tron is rocking a new 114-kWh battery pack with a usable capacity of 106 kWh. Audi increased the battery capacity without increasing the physical footprint of the pack, allowing it to retain the same platform packaging as before. This greater energy density is accomplished via battery stacking technology, which is new for the E-Tron, and for the real battery nerds, we’ll note that Audi is using prismatic battery cells now instead of the pouch cells used when the E-Tron began production.

You should expect an approximately 19% range boost just by way of the larger battery pack, and that’s before taking into consideration the efficiency improvements made for the Q8 E-Tron that will help get it across the line to 300 miles. The big improvement is the new rear electric motor for the Q8 E-Tron 55 — note that the following doesn’t apply to the SQ8 E-Tron. The number of stator windings in this motor is increased to 14 instead of the 12 windings seen in the previous motor. In layman’s terms, this ultimately allows Audi to retain the same power output as before, but use less energy. Audi also changed how power is distributed to each axle for its all-wheel-drive system. Previously, the E-Tron used the front motor for same-speed cruising. Now, it uses the newer, more efficient rear motor for cruising, leading to greater efficiency in this sort of driving. Of course, the front motor will kick in as soon as its added traction is necessary, and it always provides power when the car is in “Dynamic” or “S” modes.

Beyond the powertrain, Audi turned its attention to making the Q8 E-Tron more slippery through the air than the E-Tron. First, a new lower intake grille is implemented and features electrically operated shutters. This opens when cooling of the drive components and brakes is necessary, but otherwise remains sealed while driving. A new air curtain design, in conjunction with new wheel spoilers, also work to reduce air resistance. The new spoilers are much larger than before to better direct airflow around the tires, and Audi attributes half of the Q8 Sportback E-Tron’s aero efficiency gains — totaling a drag co-efficient of 0.27 from the old model’s 0.29 — solely to these.

As for the digital side view mirrors you see in the Euro-spec cars we tested, those still aren’t coming to the United States any time soon per stateside regulations. They account for another 0.02 reduction in drag alone, but after giving them a go over the course of two days, we won’t be missing them. More time in familiar environments and various weather conditions could help the adaptation process, but the perspective switching required to use the screens was disconcerting. It requires a re-training of the brain, and even if you get there, the view is compromised versus a regular mirror in that you can’t adjust your head’s position or angle to gain additional visibility — what you see on the screen is what you get. That said, the yellow and red outlines around the screen for blind spot information is helpful.

Another big point of change from E-Tron to Q8 E-Tron is in the chassis and steering. The E-Tron felt grossly overweight and bulky, so a number of updates were made to make it feel more agile and handle better. The most noticeable change is the steering. Audi says the ratio is reduced from 15.8:1 to 14.6:1, thereby reducing the steering input necessary for the car to change direction. Additionally, a new and stiffer front axle bearing is present, and Audi says this helps both improve feedback and steering feel. The steering is indeed heavier in “Dynamic” mode than before, but not overly so. As the final touch, the air suspension and ESC systems are fully re-tuned to fit a car that’s meant to change direction in a quicker and sharper manner.

These are all small changes, but the end result is a step improvement over the E-Tron. Yes, the Q8’s 408 horsepower and 490 pound-feet of torque are still tasked with lugging a heavy block of metal approaching 6,000 pounds, but that heavy block of metal is more eager and willing to run up and down a mountain road without feeling woefully out of place. Don’t expect the Q8 E-Tron to behave like a Cayenne or other sport-focused SUV, and you won’t be disappointed. Now, drive the SQ8 E-Tron with its 496 horsepower and 718 pound-feet of torque, and a smile may start to spread across your face.

The SQ8 E-Tron predictably has revised air suspension, damper and chassis tuning versus the regular E-Tron, but where the SQ really gets its agility from is the tri-motor setup that includes two rear motors for true torque vectoring and better straight-line acceleration. Swing the SQ8 E-Tron through a few hairpins, and the difference between it and the Q8 E-Tron is impossible to miss. The outside rear wheel of the SQ8 E-Tron provides more torque than the inside, thereby sling-shotting you around corners in a way you weren’t expecting with such a large, heavy SUV. Tri-motor EVs are still rare to find with Tesla and soon Lucid making the others (unless you count the four-motor Rivians), so enthusiasts should head straight here if considering the Q8 E-Tron line.

What is particularly nice about the above improvements is that none of them get in the way of the Q8 E-Tron being one of the most comfortable and luxurious cruisers you can buy. Audi says it managed to engineer this duality by making the difference in modes greater and more obvious to the driver. That said, even the ride of the SQ8 E-Tron in Dynamic mode with the air suspension in its low setting is super-comfy. This is a luxury car first, and a sporty SUV second.

Its sumptuous and super-quiet cabin make it an ideal vehicle for road trips, though the 150-kW maximum speed for fast charging the old E-Tron puts it behind the curve. The Q8 E-Tron bumps this max speed up to 170 kW — Audi promises the same charging curve as before — which should reduce charging times ever-so-slightly. However, competitors including the BMW iX, Mercedes EQ models and a lot of other EVs still outpace the Q8 E-Tron for charging speed. Audi says to expect charging stops where you go from 10-80% charge to last about 31 minutes.

Hanging inside the Q8 E-Tron during those stops is at least a great spot to relax in. There are no big changes besides some color and trim updates, but the tech-filled cabin wasn’t exactly wanting for anything new, either. Its dual-screen infotainment setup and digital cluster work speedily and feature beautiful graphics.

Where the Q8 E-Tron looks and feels most fresh is outside. Audi is debuting a ton of new branding, including its flat/light-up four-ring logo, laser-etched model designation in the B-pillar and new rear badging. Don’t be confused if you see the Audi Sport red rhombus on more models than just S and RS models, for even Audis with an S-Line appearance package get it now. To go from E-Tron to Q8 E-Tron, Audi gave the car a new front end, fancy new Digital Matrix LED headlights (that won’t be available in the United States for an undetermined amount of time) and a new rear valance design. The S models get the bright aluminum look, but you can spec a black-out package if you’d prefer a stealthier look. That said, there’s no bad way to spec this car. It’s one slick-looking EV, and the continued presence of both the SUV and Sportback mean you can even choose your own roofline adventure.

And if you’re wondering why the name change, Audi says it’s because this puts the model where it belongs in the lineup, right at the top as a flagship in the same sense that the gas-powered Q8 is a flagship model. Plain-old “E-Tron” was used to launch the brand as a marketing exercise in the same way that “Quattro” was used as a model, but then later used as a name for the company’s all-wheel-drive system, Audi tells us. Now that people know “E-Tron” means “electric Audi,” the company believes it’s time to slot E-Trons into the lineup in the same fashion as other Audi models with numbers denoting their place.

Pricing is expected to increase for the Q8 E-Tron, but not exorbitantly so, ensuring it remains competitive — the presence of an EV tax credit for buyers is unlikely. Keeping pace with the shiny new BMW iX, Mercedes-EQ SUVs or any new from-the-ground-up EV isn’t easy, but the Q8 E-Tron presents itself as a great alternative, especially if those other options aren’t to your visual liking. With 300-some miles of range, notably improved dynamics, elegant new styling and all the luxuries we loved before, the Q8 E-Tron and SQ8 E-Tron make much hardier arguments for your money than the original E-Tron ever did.

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Lucid Air Sapphire Dethrones Tesla Model S Plaid To Become World’s Quickest Car

Posted on December 16, 2022 2:53 am by admin

The metrics of 0 to 60 mph or a quarter mile time is just one page taken out of the thick book of automotive performance and there’s a much bigger picture to being the champion of this one measurement. However, when it comes to bragging rights, Tesla made headlines and justifiable bragging rights for owners of the new Tesla Model S Plaid (1,020 horsepower) as it demolished everything with a 0-60 mph time of about 2 seconds and shattering the quarter mile in 9.4 seconds (give or take).

In the horsepower and “quickness” wars of electric vehicles (EVs), there’s a new battle upon us that we’ve never seen before. One that takes advantage of that instant torque from electric motors and sending a family sedan down a drag strip (or your local street) that almost defies the laws of physics, at least for a “car.”

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Lucid Motors has come onto the EV scene to shake things up with Peter Rawlinson, a former Tesla vehicle engineer, at the helm. The Lucid Air Dream Edition was already a stunner keeping up in a drag race with the $4M Bugatti Chiron Pur Sport (1,479 horsepower) and requiring the Model S Plaid’s driver to keep their foot down. Now, Lucid answers the Model S Plaid with the Lucid Air Sapphire touting over 1,200 horsepower from its 3 electric motors with the extra motor being at the rear to take advantage of that 5,400 pounds of curb weight shifting to the rear upon a launch. The result? Well, there’s a new king in town and it’s the Lucid Air Sapphire, the world’s quickest production car!

Not to take much away from the Bugatti Chiron Pur Sport, but if this race was a bit longer the Chiron would take them all – which is where those millions of dollars come into play. Bottom line, the Chiron Pur Sport is a gas-burning engineering marvel, which is probably one of the last of this caliber, and still the “fastest” (top speed).

What a time this is to be alive!

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Drive like it’s 2154: What it’s like to take the space joystick of the wild Mercedes ‘Avatar’ concept car

Posted on December 13, 2022 2:53 am by admin

MANHATTAN BEACH, Calif. — Who among us hasn’t imagined what it would be like to drive a car from the future? And we’re not talking about a 2028 Honda Prelude or whatever, interesting as that may be. No, we’re talking decades, maybe even centuries beyond what we have now, where even quaint notions like circular tires are reimagined. Something akin to a spinner from “Blade Runner” or one of those light cycles from “Tron.” So color us stunned when Mercedes-Benz actually offered us some seat time behind the wheel of their Vision AVTR concept.

Mercedes unveiled the AVTR at CES in 2020 as a tie-in to the upcoming movie “Avatar: Way of the Water,” which will hit theaters December 16. The car and the motion picture have the same name, though Mercedes says that AVTR stands for Advanced Vehicle TRansformation. To understand what that means, we have to catch up on the fantasy world writer/director James Cameron created.

“Way of the Water” is a sequel to 2009’s “Avatar,” which imagined a future in which humans have depleted most of Earth’s natural resources. To keep civilization going in the year 2154 they need to mine other planets, including the Earth-like moon Pandora. Unfortunately for the humans, a sentient race of blue-skinned humanoids resides on Pandora, keeping us from harvesting a compound named, literally, unobtainium. These Na’vi live in harmony with nature, hunting with bows and arrows, wearing loincloths, and generally wishing not to be exterminated by a heavily militarized space mining corporation.

The film was groundbreaking in its use of special effects. Cameron — of “Titanic,” “Aliens” and “Terminator 2: Judgment Day” fame — said that he wanted to make the movie in the 1990s but had to wait a decade for technology to catch up. We say this only in an attempt to explain just how much of a visual feast the natural beauty of Pandora was. Cameron painted a world awash with bioluminescence, lush vegetation and spectacular landscapes.

Mercedes’ designers wanted to make the AVTR look as if it belonged in this world. As such, the car is imbued with design so organic it makes a 1996 Ford Taurus look like a Volvo 240. In profile, its lines are fluid and unbroken as a river pebble’s, with no angles or corners to denote a traditional three-box shape. An ultra-low roofline melts into a glass bubble cabin nestled more between the wheels than above them. Speaking of the wheels, they’re urethane-skin spheres instead of traditional discs.

The most animal-esque feature of the car can be found on the back, where an array of 33 bionic flaps open and close independently of one another. Each moves on carbon fiber hinges that accordion like pieces of origami. Their lightness allows for extremely quick actuation, and they can be programmed to flicker in a wave-like pattern like a bird fluffing its feathers. The honeycomb of holes radiates blue light, but if you were to stop suddenly, the flaps would go vertical like air brakes while the openings glow red. It’s an undeniably neat effect, but you probably shouldn’t stare at them too long if you suffer from trypophobia.

To be clear, the car never actually appears in “Avatar: Way of the Water.” In the movie, machines are the enemy, destroyers of the natives’ lifestyle. Also, the Na’vi civilization is pre-agrarian, and it would be rather difficult to drive a car in a land where no paved roads exist.

It would’ve been easy — expected, even — for Mercedes to stop there. Many show cars aren’t drivable, but it went ahead and built an actual running concept and let ham-fisted journalists go for a spin.

Approach the car and it comes to life with a dazzling array of lighting animations that pulse and ebb like the glowing flora of Pandora. It’s almost as if the car is breathing, a sensation amplified by the twitching of the back flaps. Gander at the illuminated front end graphic and you’ll see where the EQS and EQS SUV got their noses. LEDs streak down the lower shelf beneath the taillight like comets. Even the wheels have throbbing light patterns that form the “spokes.” Mercedes chief of design Gorden Wagener says they were inspired by the wood sprites from the film.

Glass scissor doors swing open on massive chrome hinges to allow access to the cabin. Points of light swirl and trace the edges of nearly every interior surface, adding to the sense that the car is somehow alive. Settling in gracefully requires you to back your posterior onto the thin, leaf-like seats, then swing your legs into the car.

The AVTR is so low that you don’t sit so much as you do recline. The first thing you notice is that there’s no steering wheel, screen or controls of any kind before you. The dash is simply one sweeping blank curve. All movement of the car is done through a mushroom cap-like joystick in the center console. Its location means either driver or passenger can operate it.

Push the pad forward for Drive, push it backwards for Reverse. Roll it to the left or right to turn in that direction. The AVTR has rear-wheel steering, so the front and rear wheels can angle in opposite directions for a tightened turning radius. Rotate the pad to the left or right and the wheels will angle in the same direction for a diagonal crabwalk. And no, the wheels don’t actually spin in three dimensions like Will Smith’s Audi in “I, Robot.” The spherical shape looks cool, and only the band at the “equator” ever touches the ground. That’s how the lighting on the tires remains undamaged.

We were able to test these functions in a short drive around a parking lot, but it wasn’t as intuitive as it sounds. To my brain, it would’ve been more natural to rotate to turn and roll to crabwalk. It was also a tad difficult to finesse the pad slowly while the car was in motion, as the car has almost no suspension and minor bumps would transmit through my arm to unintentionally jolt the controller. It’s not the fault of the technology per se. This is just a concept and not designed to be driven at more than a few miles per hour. It also admittedly may have been easier if I were using my dominant hand.

The absence of a steering wheel lets the entire expanse of the curved dash become a screen of sorts. An overhead projector beams a map onto the surface, and as a nod to the movie, Pandora is one of the selectable locations. Changes to the menu are made via gesture. Simply raise your hand to a spot above the console and you’ll see icons projected onto your palm. Then you flick your hand to the left or right to make selections. Like a touchscreen, it takes considerable focus, so such a system would only be prudent when the car is in autonomous mode.

Because environmental consciousness is a major theme of the “Avatar” movies, Mercedes says that the 110-kWh battery is organic and compostable thanks to the use of graphene and no rare earth metals. Total system horsepower is 469, and power comes from four motors, one at each wheel.

It’s a fascinating thought exercise to imagine how a car from 2154 — or perhaps more accurately, a car not born on planet Earth — might differ from our current machines. Mercedes engineers assured me that I’d get used to it with more practice, but perhaps it was too big of an evolutionary leap for this particular human.

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Rolling In To The Mooneyes Yokohama Hot Rod Custom Show

Posted on December 10, 2022 2:52 am by admin
Rolling In To The Mooneyes Yokohama Hot Rod Custom Show – Speedhunters

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The first weekend of December is always an event double-whammy for me. It starts off on Saturday at the Pacifico Yokohama convention center for the Mooneyes Yokohama Hot Rod Custom Show setup, while Sunday – the actual Mooneyes event day – is spent at Fuji Speedway for the Nismo Festival.

Now that Covid disruptions seem to be behind us, this past weekend I had a lot of fun hitting up these two legendary meets once again. Let’s kick off with the Yokohama Hot Rod Custom Show 2022 – the 30th anniversary event no less.

The show prep is something I’ve always enjoyed shooting.

Seeing so many wild vehicles arrive under their own power is a real spectacle, and even if I never get to see the actual show the following day, I never feel short changed.

With enough space inside the venue that I can easily break out my 70-200mm lens, plus no crowds to contend with, setup day at the Yokohama Hot Rod Custom Show really is an automotive photographer’s paradise.

It’s also so cool to see the work that goes into preparing cars for display, not to mention the displays themselves.

Then of course there are the cars – the main reason why we’re here.

Although I’ve covered Mooneyes events in Japan for years – and learned a lot about this corner of car culture in the process – I could never call myself an expert. There’s just too much variety when it comes to vehicles, history and styles spanning pretty much a whole century.

But that’s OK. I’ve always enjoyed being a fish out of water at these events, but at the same time some things have become familiar. That’s because Mooneyes Japan events always throw domestic cars into the mix.

Like the Yajima Jidousha S14 Silvia, which I first ran into at Tsukuba back in 2018. Since then, its L28 engine has received a bump up to 3.1L and it now breathes through triple 50mm carburettors.

Right in front of the S14 was this Nissan Gloria wagon, also powered by an L-series engine with a similar spec.

It’s so cool to see owners continuing to use these older, carbureted straight-sixes. It must be rather cool having full-tune S30Z sound in your wagon.

Mooneyes always has its fair share of Volkswagen Beetles and Buses, but there were some other rear-engined VW beauties at the event, including this stunning Brazilian 1600 4-door notchback.

No matter how you decide to navigate the Pacifico halls, the variety keeps coming.

So, when I was done looking at old American trucks, I headed back outside to see what was on its way in.

I love themed cars, especially ones that make sense. I wouldn’t look twice at a Nissan NV200 van on the street, but when one turns up to a Mooneyes event sporting the iconic BRE livery and running reimagined 4-spoke wheels – the originals used on old Datsun Sunny race cars – I start snapping away.

The NV200 wasn’t the only BRE-themed vehicle at the Pacifico. Check out this amazing track-side support van from Art Racing.

On the ramps out back was a Datsun 2000, also sporting the legendary colors that Peter Brock of Brock Racing Enterprises made so famous. This rig and car setup was like a Hot Wheels Team Transport release, but in 1:1 scale and fully functional.

The Nissan racing theme didn’t end there…

I am not 100% sure what we’re looking at here, but I got flashbacks of the S30-inspired Z33 I saw at TAS back in January, on the Nissan Automotive College booth. If the cars from Ground Designs are anything to go by, it seems like grafting old school faces onto modern cars is catching on.

Here’s Ground Designs’ more street-oriented build, rolling in later on in the day.

Custom bikes are an important part of the Hot Rod Custom Show, so I always have to grab a few pictures.

Mooneyes Japan always likes to bring in builds from other countries for this event, but sadly it didn’t end up working out this year. The container coming from Los Angeles, that was filled with bikes, never even made it onto the ship due to dockworker strikes.

One area of the event was reserved for ‘Muscle Mopar’, and boy did the display live up to its name.

Not only did they have this crazy machine sporting a 9.3L big block engine…

…But a huge number of Plymouth Road Runners – more than I’ve ever seen in one place at one time.

It was fun trying to figure out the differences of the various model years.

For me, the winner was this Super Bird iteration – primarily based on the visuals and that massive rear wing. I tried to look for the owner to ask if the car was one of the few packing a 426ci Hemi V8 – and to hear the beep beep horn – but to no avail.

Earlier on I mentioned the variety of builds on display at the Yokohama Hot Rod Custom Show, and here’s more proof – a slammed Daihatsu Hijet.

This little display – a homage to the 1980 Subaru AWD wagon that was used by the US Ski Team during the Lake Placid Winter Olympics and subsequent ad campaign – stopped me in my tracks. It was so ’80s, and with so much pink I end up wondering if this is the reason STI used the color in its branding…

Ever since covering Andy’s Rod Works years back, I’ve become a real fan of Willys coupes. I’ve always found it visually-pleasing how the front and entire roof line of these cars dramatically lean forward, making them look like they’re going 100mph even when sitting still.

No surprise then that they look absolutely menacing when built up for drag racing.

There’s nothing like a big blower topped off with a bug catcher to make a statement!

I had my son in tow, sort of as an assistant, wheeling my camera case around and making sure to complain every few minutes at just how much walking we were doing. When we stopped to look at the ’90 Years of Deuce’ display he had trouble comprehending that these cars are close to 100 years old now. “But they look so new,” he kept saying. He was kind of right, and that’s really the whole point of kustom culture – keeping these historic machines alive and reinventing them over and over again. I’m pretty sure it struck a chord with the little fellow.

As the day went on, the displays were buttoned up and the show really started coming together.

It was towards the evening that I had a chance to take a closer look at some of my favorite builds of the show, including this one from a member of the famed Pharoahs Car Club Japan.

I’ve always been intrigued by the straight-eight engine, a Fireball 8 in this case.

Not too far away, the lowrider area was pretty much ready for Sunday.

I’m sure Snoop Dogg would feel right at home in this one.

The Mooneyes Yokohama Hot Rod Custom Show has always managed to bring domestic and international kustom culture together in its own unique way, and this year’s event was no different. The fusion of old and new, the mix of styles and the amazing people make it all so special. As ever, I can’t wait for the 31st event in 2023.

Dino Dalle Carbonare
Instagram: dino_dalle_carbonare
dino@speedhunters.com

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A Mazda 929 Kaido Racer From Finland

Posted on December 7, 2022 2:26 am by admin
A Mazda 929 Kaido Racer From Finland – Speedhunters

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Shakotan, kyusha, kaido racer – bosozoku car lifestyle (to put it loosely) is rich with different niches that originated in post-war Japan. After a couple of generations, the original ‘motorcycle gang’ aggression switched to an expression of personal style and a love for bike and car culture in general.

Love and admiration is one thing, but building a bosozoku project outside of Japan is not easy. But Janne Kortekuru from Turku, Finland might just have created a kaido racer true to its origins.

Janne’s car of choice for the build was a 1986 Mazda 929. The Mazda was purchased in 2015 as a typical rear-wheel drive beater, perfect to slide around on Finland’s many frozen lakes in winter.

Janne actually sold the car in 2017 to a couple of friends, who used it for a cheap car challenge-type trip from Finland to Norway. He regretted it of course, so when it reappeared for sale in 2018, Janne bought it back.

That same year, Janne had a clear plan in front of him for the car, and the kaido racer conversion work began.

It started with a set of SSR XR4 Longchamps – an iconic Japanese wheel and bosozoku favorite. After re-barrelling them with wider outside lips, the wheels measured up at 14×9.5-inch and 14×10.5-inch front and rear respectively.

Next, Janne’s attention turned to the ride height. The Mazda obviously needed to ride super-low with a static setup, and there was a straight-forward solution in FC3S RX-7 coilovers which bolt right into the HB-chassis 929.

A kaido racer’s most defining feature is its stylised bodywork. There aren’t any off-the-shelf kits for this sort of thing, so everything was custom made. A Fukuoka-style long-nose conversion was a must for Janne, and to achieve this look the hood and fenders were stretched by 400mm (15.75 inches).

Out back, things are just as wild. The bumper was deleted and the whole rear end welded up to fit a pair of round Mazda Porter (a JDM kei truck) taillights and AW11 Toyota MR2 side air vents.

While they’re not JDM, the Vitaloni Californian mirrors suit the look and provide Janne with some perspective on what’s happening behind the car. I’m sure it’s mostly just confused faces of other road users…

A previous generation 929 front bumper, a random trunk wing mounted under the car, a straight exhaust pipe, universal fiberglass front flares and side skirts all bring the exterior look together. The final, but very important detail, was the bright red, white and yellow old school racing livery.

The interior has seen some radical modifications too. Janne fashioned a 230mm steering wheel out of a Luisi item and added a rally bucket seat from local Finnish company Ergo. The purple velvet dash drape and other small details are all in keeping with the theme.

The Kenwood FM tuner, cassette player and graphic equaliser all fit the Showa-era Mazda like factory, as do the Pioneer TS-X9 box speakers.

Kaido Racers aren’t just about long noses and loud exhausts, they’re about your own style and building the project yourself or with friends.

So I think Janne has done a tremendous job of keeping his Mazda build as close to a Japanese kaido racer’s DIY roots as someone 7,500km away from the motherland could. Best of all, I’m sure he had a lot of fun in the process.

Vladimir Ljadov
Instagram: wheelsbywovka
because@wheelsbywovka.com
www.wheelsbywovka.com

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The BMW 3.0 CSL: Honoring 50 Years of BMW M

Posted on December 4, 2022 2:14 am by admin

By Kimatni D. Rawlins, www.AutomotiveRhythms.com

At the BMW Welt in Munich, Germany, Automotive Rhythms had a chance to witness the much-anticipated BMW 3.0 CSL (Coupe Sport Lightweight) which honors the 50th Anniversary of BMW M and its storied racing passion. Fifty of these prestigious and mostly hand-built machines will be produced by a special team of 30 associates at BMW M GmbH in Munich.

The original 3.0 CSL (E9) aka “The Batmobile” was engineered in 1972 and competed in 1973 where it won the Nürburgring 6 Hours driven by Amon and Stuck. A 2015 3.0 CSL concept, on display at the BMW Museum, also served as an inspiration for the newly introduced 50th Anniversary 3.0 CSL by BMW M.

The current RWD BMW 3.0 CSL features unique carbon fiber bodywork, a 560-horsepower 3.0-liter straight 6-cylinder M TwinPower Turbo gas engine, a 6-speed manual transmission, 20” and 21” lightweight rims, and mechanically adjustable full carbon bucket seats. Pricing is set at around 750,000 Euros, but unfortunately, the vehicle will not make it to the US. Are you ready for an exclusive high-performance experience?

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Understanding the Transition from Aftermarket to Factory-Installed Modems

Posted on December 1, 2022 2:13 am by admin
November 30, 2022
This episode of Fleet Momentum is sponsored by and created in partnership with AT&T 🤝

Fleets have been deriving value and improving efficiencies with telematics systems for years. Traditionally, this involved installing a modem in each fleet vehicle. Today, most modems are available directly from the factory. In this Fleet Momentum video series, Jason Hammond, director of mobile field solutions at AT&T, discusses the transition to OEM-sourced modems, the benefits they provide, and what fleets need to be thinking about when managing them and the data they provide.

Fleet Momentum videos are designed to shine a spotlight on key industry leaders, trends, and products for fleet management.

Topics discussed:

The cost and efficiency benefits for light-duty vehicles to come with automakers’ modems direct from the factory

What fleets should know in a mixed environment with both legacy aftermarket modems mixed with factory-sourced modems

How to handle the difference in modems since not all are standardized across OEMs

How this trend factors into fleeting EVs and what data to gather and analyze

How to manage multiple systems and multiple dashboards, especially with EVs

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🎧 Prefer to listen? Check out the State of the Fleet Industry podcast!
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Best Cyber Monday deals on cellphone holders

Posted on November 28, 2022 2:10 am by admin

Autoblog may receive a share from purchases made via links on this page. Pricing and availability are subject to change.

Cyber Monday is finally here to ride the coattails of Black Friday. If you’re hoping to save on some cellphone holders, then check out this list below with some of the best early deals we could find for the occasion. We’ll be keeping this list updated prior to and throughout Cyber Monday, so check back often!

Qifutan Cell Phone Holder for Car – $16.99 (19% off)

This Qifutan phone holder sets itself apart thanks to its bendable aluminum gooseneck, which allows drivers more options for phone placement than more traditional mounts. Although the photo above shows the holder attached to the windshield, there’s also an option to attach it straight to the dashboard. There’s even a helpful video that gives users step-by-step instructions on how to set it up. This mount even includes an anti-shake stabilizer, despite its unique design. Last but not least, like many others, it also includes a 360° rotating ball joint. The Qifutan is currently the best-selling dash-mounted holder on Amazon, with over 13,000 reviews and a 4.4 out of 5 rating.

Cindro Phone Holder – $9.99 (47% off)

This Cindro option is another vent-mounted phone holder, but it’s made of hollow silicone rubber, intended to hold your phone more tightly than other silicone arm clips. It also has a 360° rotating ball joint, allowing drivers to adjust the position phone to their liking. With over 3,000 Amazon reviews, it’s sitting at 4.4 out of 5 stars. A word of caution about the Cindro, though, this one can only be used on a traditional style horizontal air vent and can’t be used on vertical or round vents.

SUUSON 3-in-1 Phone Holder for Car – $9.99 (63% off)

This Suuson phone holder is great if you’re the kind of person who likes options. This one can be mounted to your vent, windshield or dashboard. It employs a strong adhesive that won’t leave residue and also uses a 1-step locking mechanism for ease of use. The material used can even withstand temperatures from -4°F to 203°F! Like the others, this phone holder includes a 360° ball joint, but unlike many others it also has a telescopic arm which extends from 4.43-inches to 7.31-inches, allowing for more maneuverability. The Suuson is also covered with a thick layer of silica gel to help prevent potential scratches to your phone, even during bumpy rides. It’s the highest-rated mount on our list with a score of 4.6 out of 5 stars after 4,300 Amazon reviews.

Vanva Universal Air Vent Car Mount – $9.99 (41% off)

This Vanva clips right onto your vent, making it one of the easiest-to-use styles of phone holder out there. The manufacturer claims to have used “sturdy aviation-grade materials” in its design making the holder “more resistant to abrasion and corrosion.” Don’t worry if your car provides a bit of a bumpy ride, thanks to a mechanical lock design, this mount is made to hold your phone securely to the vent, even during bumps and sharp turns. It also features a 360-degree swivel head, anti-slip rubber pads and a 24-month warranty. Currently, it has over 6,000 reviews on Amazon with a 4.4 out of 5 star rating.

Your Cyber Week Shopping Guide: See all of our Black Friday and Cyber Monday coverage. Shop the top Black Friday and Cyber Monday Deals on Yahoo Life. Engadget’s tech experts curated the best deals on highly-rated electronics for Black Friday and Cyber Monday. Learn about Black Friday trend s on In the Know, and our car experts at Autoblog are covering must-shop Black Friday and Cyber Monday auto deals.

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2022 BMW 3.0 CSL is a manual, rear-wheel-drive throwback to the 1970s

Posted on November 25, 2022 2:00 am by admin

BMW is giving enthusiasts something to be very thankful for this Thanksgiving. The company’s M division unveiled a heritage-inspired limited-edition model called 3.0 CSL that was designed as a tribute to the original 3.0 CSL, one of BMW’s most emblematic models.

Introduced in early 1972 to homologate the E9 in the European Touring Car Championship, the CSL designation stood for “coupé sport leichtbau,” which means “coupe sport lightweight” in German. Fast-forward 50 years, and the born-again CSL stays true to tradition: It’s a coupe, it’s certainly sporty, and we’re promised it’s light thanks to the widespread use of carbon fiber. BMW M stresses that it developed the 3.0 CSL in-house on its own, this is not merely an M4 with a body kit, and it ensured the coupe is street-legal in European markets.

Visually, the 3.0 CSL looks more like BMW’s modern-day coupes than like its predecessor; this isn’t a full-on retro-styled car with round headlights. However, there are a handful of clear visual links between the two CSLs including flared fenders and quarter panels, a roof-mounted spoiler made with fiberglass-reinforced plastic, and a rear wing shaped like the unit fitted to the original car. As a side note, the 1972 3.0 CSL’s wing earned it the nickname “Batmobile” and wasn’t approved for road use (spoilers were a novelty at the time) so BMW couldn’t deliver the car with it. Instead, the company placed the spoiler in the trunk and asked owners to get it installed on their own.

Back to the present: Most of the 3.0 CSL’s body panels (including the roof panel, trunk lid, and sills) are made with carbon fiber, and the coupe rides on specific 20-inch front and 21-inch rear center-locking wheels wrapped by tires that Michelin developed specifically for it. The blue, red, and Alpine White livery is a throwback to the 1970s, and it doesn’t sound like BMW will make other color combinations available.

The cabin looks familiar if you’ve spent time in BMW’s recent models, but there are some cool features scattered throughout. One is the shift knob, which is finished in white and engraved with the shift pattern as well as the number 50. Carbon fiber trim reminds the driver and one passenger of the car’s lightweight construction. We say “one passenger” because there are no rear seats. Instead, the space behind the M carbon bucket front seats is reserved for a storage compartment designed for racing helmets. And while BMW took out a great deal of the sound-deadening material to save weight, the 3.0 CSL offers features like air conditioning and a touchscreen-based infotainment system.

Power for the 3.0 CSL comes from a 3.0-liter straight-six built with a forged lightweight crankshaft and competition-derived cooling and oil supply systems. The twin-turbocharged engine is related to the unit found in the current-generation M3 and M4, but it’s tuned to develop 560 horsepower and 404 pound-feet of torque; BMW proudly notes this is the most powerful straight-six it has ever put in a street-legal car. The engine spins the rear wheels via a six-speed manual transmission, and you’re out of luck if you want all-wheel drive, an automatic, or both.

For context, the original 3.0 CSL (shown above) used a naturally-aspirated, 3.2-liter straight-six rated at 206 horsepower and celebrated as BMW M’s most powerful six-cylinder to date. That was a lot of power in that era; a base 2002 shipped with a 100-horsepower engine.

BMW hasn’t released performance numbers, but the 3.0 CSL should be as quick as it sounds. It should also offer the handling fans expect from an M-branded coupe thanks in part to an Adaptive M suspension system and an electromechanical steering system with a variable ratio. The standard carbon-ceramic braking system includes six-piston front calipers and rotors bigger than the original 3.0 CSL’s wheels.

Production of the 3.0 CSL is limited to 50 units, a number chosen because BMW M turned 50 in 2022, but none will be officially sold in the United States. Each example will be identified by its serial number engraved into a piece of carbon fiber trim on the passenger’s side of the dashboard and should take about three months to build; many of the carbon fiber parts scattered across the cabin are notably hand-made.

Haven’t we been here before?

BMW has used the CSL nameplate several times in the past five decades, but never on a car with a heritage-inspired design; at least not one bound for production. It experimented with the idea of a modern-day 3.0 CSL in 2015 when it introduced a pair of concepts named 3.0 CSL Hommage and 3.0 CSL Hommage R, respectively. Both were arguably closer to the original car in terms of design than the 2022 model.

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2020 to 2023-MY Ford & Ram Pickups Recalled

Posted on November 22, 2022 1:32 am by admin

The Ford F-150 vehicles have a potential visibility issue, while the Ram trucks present a fire risk.

Photo: Ford and Stellantis/Canva

Recently, two automakers announced safety recalls for diverse problems on various models that are popular fleet vehicles.

Ford Motor Company is recalling an estimated 453,650 2021-2022 F-150 vehicles for a visibility issue. Specially, the front windshield wiper motor may become inoperative, causing the wipers to fail.

Inoperative windshield wipers can reduce the driver’s visibility in certain conditions, increasing the likelihood for a collision.

To fix the problem, dealers will replace the front windshield wiper motor, at no cost to owners. Owner notification letters will be mailed Jan. 3, 2023. Owners can reach Ford customer service at (866) 436-7332. Ford’s reference number for this recall is 22S71. Ford also notes that this recall expands previous recall number 22V-142.

Separately, Stellantis is recalling approximately 248,342 2020-2023 Ram 2500 and 2020-2022 Ram 3500 vehicles for a fire risk. Specifically, a build-up of pressure and heat inside the transmission may result in a transmission fluid leak from the dipstick tube.

This is a hazardous situation, as a leaking transmission fluid may contact an ignition source within the engine compartment, increasing the chances for a fire.

The remedy for the problem is currently under development, according to the manufacturer. Owner notification letters will be mailed Dec. 30, 2022. Owners may contact Stellantis customer service at (800) 853-1403. Stellantis’ number for this recall is ZA3.
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