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Audi, Volkswagen, Porsche caught rigging emissions again

  • By Nam Hyun-woo Audi Volkswagen Korea and Porsche Korea will face criminal charges and hefty fines as the companies were found to have engaged in emission rigging involving their eight top selling models.
  • AdBlue is an exhaust fluid comprised of urea and water that is injected into the car’s exhaust system to reduce the amount of nitrogen oxide emissions.
  • The ministry’s move is expected to deal an additional blow to Audi Volkswagen Korea’s sales.

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Walmart sues Tesla over several solar panel fires caused by ‘negligence’

Malfunctioning Tesla solar panels started fires at “no fewer than” seven Walmart stores, resulting in hundreds of thousands of dollars in damage, the retail giant alleges in a new lawsuit filed in New York State Supreme Court Tuesday. The lawsuit was first reported by Bloomberg.

Walmart alleges that “years of gross negligence” and “failure to live up to industry standards by Tesla” sparked the blazes and led at least seven locations to close temporarily over the last seven years. Representatives for Tesla did not immediately respond to a request for comment.

Tesla has installed solar panels at more than 240 Walmart locations, but lawyers for the retailer write in the complaint that “the occurrence of multiple fires involving Tesla’s solar systems is but one unmistakable sign of negligence.” Walmart alleges in the suit that Tesla didn’t ground its systems properly, that the solar panels installed at Walmart sites were defective, and that Tesla didn’t keep proper documentation of the systems.

According to Walmart’s suit, the problems started with SolarCity before Tesla acquired the solar panel company in 2016. SolarCity had “adopted an ill-considered business model that required it to install solar panel systems haphazardly and as quickly as possible in order to turn a profit, and the contractors and subcontractors who performed the initial installation work had not been properly hired, trained, and supervised.”

Walmart claims that Tesla has failed to provide a complete set of “final ‘root cause’ analyses needed to identify the precise defects in its systems that caused all of the fires.”

“The number of defects, however, is overwhelming and plainly indicative of systemic, widespread failures by Tesla to meet the standard of care, as set forth in the governing contracts, as to the solar systems installed at Walmart’s stores,” lawyers for Walmart write.

Walmart says it “demanded” that Tesla disconnect all of its solar panels after three fires broke out in 2018 in Ohio, Maryland, and California. Tesla complied, according to the complaint, but Walmart says another fire broke out anyway at a second California store.

The news comes just a few days after Tesla relaunched the website for its residential solar program and announced a new rental option.

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Tesla’s Service May Not Be Perfect, But It Is Still Far Better Than The “Competition”

Cars

Published on August 17th, 2019 |
by Kyle Field

Tesla’s Service May Not Be Perfect, But It Is Still Far Better Than The “Competition”

August 17th, 2019 by Kyle Field

Tesla has long been criticized for service that lags behind the company’s exponential growth in sales, but the reality of the situation is significantly more optimistic. In reality, Tesla continues to innovate, even in a challenging area like service, delivering an experience that bests the competition.

Thanks to a recent update, service requests for both service centers and mobile service can now be requested through the Tesla app, saving owners a few minutes per service request. These requests come in the language millennials and the tech-literate are familiar with. It’s even easier to create than a text message, and with pre-defined requests for the most common service requests from an app that all owners already have installed and set up, it is as easy as it gets.

Once the service request has been created, a ticket is routed to either the nearest service center or the service center supporting the mobile service team covering the area where the vehicle is located.

My Tesla Model 3 had an issue with the driver’s side door not latching every time it was closed, which is clearly an issue Tesla is aware of already. When I first put the ticket in, the ability to request mobile service was not an option from the app, so I created the ticket at my local service center in the hopes that it could and would be re-routed to a mobile service team. A few minutes later, I received a text from the service center that the parts had been ordered.

Image credit: Kyle Field | CleanTechnica

A few days after creating the request in the app, I received another, less encouraging text informing me that the parts needed for my repair were not at the service center yet and that my appointment would need to be rescheduled. They automatically rescheduled it for me and the new date and time showed up in the app.

Image credit: Kyle Field | CleanTechnica

Several days after this, I received notification that the parts were again delayed, but my appointment was not rescheduled. The specific issue I was struggling with resulted in the door not actually latching closed perhaps once out of every 8 or 10 times I closed it. Annoying, but not critical.

Because the appointment was not rescheduled and it was not a critical issue, I simply let the appointment lapse. Ideally, Tesla would have automatically rescheduled the appointment, as they had done the previous time, but instead, it simply expired. The next time my door didn’t latch correctly on the first try, I remembered and put in a new ticket. This time, there was an option in the app to select mobile service, which I gladly did. As an aside, this is just one example of the many smartphone app updates and in-car software updates Tesla makes just about every two weeks. Not all of them are as impactful, but there always seem to be new bits of functionality added to the overall Tesla experience all the time.

A few short days after I put my mobile service ticket in, it was time for my mobile service appointment. I had been given a window of time from 8:30–10:30am for my mobile service appointment to begin. At 9:00am, the mobile service tech texted me to share that he would be arriving around 10:00am. That’s a nice courtesy compared to many mobile service providers that give both a longer window for service and no notification.

Around 10:00am, the technician arrived and started working on the car. The service itself was performed very quickly, as the technician changed out an electromechanical actuator in the door. The task required the interior door panel to be removed and some parts to be changed out. On my end, it required little more than opening the garage door and a few questions about what the technician would be doing. On the other end of the appointment, the technician was extremely professional and informed me that the work had been done under warranty and nothing was due.

Image credit: Kyle Field | CleanTechnica

The day after the repair was made, the Tesla service center where I had originally made a service appointment called me to inform me that the parts for my repair had arrived. In turn, I shared that the repair had been made by the mobile service team the day prior and that the original service request had timed out.

It was not a major miss, but highlights the minor chaos that rules many of Tesla’s processes across service, sales, delivery, and beyond. The pace of change at Tesla is unprecedented in any other modern industry. In an automotive company, it is not only unprecedented, it is outright astounding that Tesla is able to keep its head above water as it chases the next service backend innovation, like an app change that adds a completely new service channel, a new parts ordering system that routes parts directly to service centers instead of to a giant warehouse in Fremont, or an entirely new vehicle arriving in just a handful of months.

Image credit: Kyle Field | CleanTechnica

How does Tesla’s service compare to legacy automakers? It’s far better to the point of making them a joke. It is extremely easy for me to request service from the app I already use regularly, it takes far less time than a phone call, and it requires significantly less effort. The text updates represent another incremental improvement over every other automotive dealership I’ve worked with on previous repairs.

From the first service request to the door being fixed took just under one month. In the meantime, it was handled through two different service channels (service center and mobile service) and one major improvement was made to the overall service process (being able to request mobile service from the app).

The total process required maybe 30 minutes of my time. That alone is a huge differentiator. Coincidentally, my wife had her Mercedes-Benz B-Class Electric drive in the shop on exactly the same day for a single service item that was prescheduled, and she still has the loaner C-Class gasmobile that was given to her, with another 10 days to wait until the parts they realized were needed will be in.

I’ll take the Tesla experience over the Mercedes-Benz experience, thank you very much. That is not just me as a journalist or Tesla enthusiast speaking — that’s me as a customer and a very normal guy who likes to have his car at home or on the road rather than in the shop. May your mileage vary and may it be all electric.

About the Author

Kyle Field I'm a tech geek passionately in search of actionable ways to reduce the negative impact my life has on the planet, save money and reduce stress. Live intentionally, make conscious decisions, love more, act responsibly, play. The more you know, the less you need. TSLA investor.

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A Tesla Voyage Without Carbon — #CleanTechnica Exclusive

Cars

Published on August 17th, 2019 |
by Carolyn Fortuna

A Tesla Voyage Without Carbon — #CleanTechnica Exclusive

August 17th, 2019 by Carolyn Fortuna

He started nearly a year ago, pushing the Tesla Supercharger network to its limits and attempting to answer questions about what it means to experience all-electric transportation. Arthur Driessen embarked on a Tesla voyage without carbon as a way to determine if, indeed, the advent of electronic vehicles is upon us and what it would take to explore the US through Supercharging.

To do so, he needed to figure out the practicality of trying to explore the US in a Tesla without worrying about running out of fuel. Equipped with his Tesla Model 3, a Sony PCM-d100, an iPhone, and a MacBook, Arthur has tried his best to go as far away from a Supercharger as possible. Using only samples from his journeys and sound design through modern audio technology, he’s in the process of creating a fully functional library of instruments to document his travels.

Here’s his story.

“April in Alabama and a Tesla,” by Arthur Driessen.

Tell us a bit about your Tesla.

“I’m driving a Tesla Model 3 Long Range Single Motor. A big reason I bought a Tesla was because of the brand recognition. When I say brand recognition, I am referring to their recognition as leaders in the EV field opposed to your average person knowing what a Tesla is. I had started seeing the Model S around LA in 2012 and was immediately interested in them. They were cool, sleek, and sexy, but what really got me excited about them was the driver assist technology.

“When the X was in development, my boss asked me to go research it for him, which really started my love for the brand. I fell in love with the entire philosophy around them of pushing technology into the automotive industry for the betterment of our society opposed to profit. I bought some stock as I couldn’t afford the car and started looking forward to the day the ‘third phase’ of Elon’s master plan would happen.”

“Well-Preserved Ancient Wupatki National Monument in Arizona,” by Arthur Driessen.

When and why did you purchase your Tesla Model 3, and why did you choose it over other EVs?

“To be honest, I didn’t really think about getting another brand of EV. They seemed more like compliance cars than actual cars a brand would be proud of. I lived in an apartment so I wanted as much range as possible and, most importantly, they didn’t have Autopilot, which was my number one reason of wanting a Tesla.

“That brings us to the announcement of the Model 3. I had been looking at new cars, knowing that my current 2010 Honda Civic had 160,000 miles on it. After watching the announcement, I realized that its release fit up perfectly with the timeline of my car biting the dust.

“Furthermore, I could start putting payments on it right away, effectively giving me a huge head start in the year that I had to wait. I put my $1000 deposit down and awaited anxiously. 2 years to the day of placing my reservation, I received my car.”

“Tesla at the Flaming Gorge, Sweetwater County, WY,” by Arthur Dreissen

How has the Tesla Model 3 responded on the road during your Tesla voyage without carbon?

“On the road, after 86,000 miles (just passed 86 the other day!) it still drives as if I picked it up last month. I have never been happier with a purchase. I have only had to have one repair, which was something to do with a tire squeaking, and Tesla fixed it for free. I go through tires fairly quickly though due to the battery weight, needing to replace them every 20,000 miles. With the complete lack of other maintenance, I don’t mind though.

“The car itself drives beautifully in all types of weather. I was in both the Rockies and Yellowstone during snow storms and was never worried. I’ve gotten ‘stuck’ in snow or sand a couple of times, but with the ‘slip start’ option in the computer, I have gotten out each time on my own.

“The range is amazing. I almost never worry about range. The only times I’ve worried are driving through extremely remote places like down to the Rio Grande at the Mexico/Texas border or up to International Falls on the Canada/Minnesota border. They are far and few up here but around enough to where, with a little planning, all anxiety leaves. Furthermore, I’ve been able to push the car a bit on range. The most I’ve gotten was 354 miles from a full battery, and that was before the latest update that upped the range a little.”

Tesla Voyage without Carbon

“Remembering Road Trips Before — the Jack Kerouac House and a Tesla,” by Arthur Dreissen.

What were some highlights from your trip? Why did these stand out over others?

“The first things that pop into mind are places I’ve gone, like Yellowstone in Wyoming or Acadia in Maine. This country is so vast that being able to see all the corners of it has caused me to really fall in love with it. There really is everything one can imagine somewhere in this country, so whether you want to see deserts, or rain forests, or snow capped mountains, it’s all there and it’s all breathtaking.

“The second thing is being able to educate people about EVs. This is such a new technology, and there really isn’t that much information out there about it. It’s downright difficult to find someone who owns an EV to be able to ask questions, and this leads to a lot of ignorance about the tech. Sometimes, just sitting at a charging station for a day and answering questions to anyone who asks is my best day of the week.

“My favorite story about this was when I was in Florida. I was sitting at a charger, and a young woman knocked on my window. She told me that she had her father with her, and he was visiting from Africa. He was 93 years old and had taken a trip to America to visit his daughters and grandchildren. He still lived in a small tribal community, and she was wondering if it was okay if she showed him my car. I was absolutely delighted to talk to him about it and to see his amazement for how far the world had come since he was a little boy in his tribe — it was awe inspiring.

“This leads me perfectly into my third highlight, which is the growth I have been able to find in myself by getting out and exploring the country — to realize how small I am and how small my bubble is. To meet new people every day who have completely different upbringings, who have completely different communities and ways of life, to be able to connect with all of them over this technology, and to be able to be share the excitement of where this technology will bring us.

“It has been enlightening and humbling.”

“Awed by Rocky Mountain National Park,” by Arthur Dreissen.

Why is driving a Tesla important to you?

“Driving a Tesla is pretty important to me — important enough to revolve my life around it, which is pretty important, I guess.

“They are the only company that I know of that is putting everything on the line to push a better future for humanity. Every part of the company revolves around that goal, from utilizing sustainable energy, to energy storage, to Autopilot.

“That last part I think is extremely important and an overlooked aspect of the positive affects of the company’s technology. The ability to let your car be on edge, and for you to be a supervisor, eliminates more stress than I can convey. Being a part of this disruption is just downright cool, too. I mean, who doesn’t want to be a part of changing the world?”

“Great Smokey Mountain National Park,” by Arthur Dreissen.

What words of advice might you offer to others about Tesla and the Model 3?

“There are so many words of advice I could have for people who would want to go on a huge trip like this in an electric vehicle.

“The first would be that, with a little planning, there should be no worry. The speed of the charging is the main thing holding most EV road trips back right now, not the amount of chargers. Of course, I would never complain about more chargers.

“The second piece of advice would be slow down. I’ve realized that the amount of energy efficiency lost between 60 mph and 80 mph is extreme. The car’s computer plans its routes based on the speed limit, so speeding will cut into that drastically. On top of that, everything uses the battery, so if you are on low battery, blasting the heat, and speeding by 20 mph, you’ll end up on the side of the road pretty quickly.

“A great solution I’ve come up with is to always set my battery display to % opposed to miles. The car can’t really predict how much heat you will be using, so 20 miles ’til empty can be abstract, but 10% is always 10%.”

“Watching Washington, DC in a Tesla,” by Arthur Dreissen.

Final Thoughts

Arthur Dreissen came up with the idea to take a Tesla voyage without carbon last summer when he piloted two separate road trips. Since then, he quit his job and decided to “go for it full time.”

His voyage has brought him across the US and back. He’s traveled from the Rio Grande to the northernmost reaches of Minnesota. He’s meandered from Illinois to Memphis, up into Kentucky, and through Virginia into Maryland, stopping by DC along the way and for some crab at Chesapeake Bay. His route has taken him into New York and Niagra Falls, through Massachusetts to Cape Ann, and up the New England coast into Maine, where he is right now. From there, he’s headed into New Hampshire and Vermont, then down to Connecticut and Rhode Island.

Throughout it all, Arthur has written a blog that is sorted alphabetically so it will be easily searchable by users “looking for cool places to go around chargers.” Each state drops down to specific towns, and each one listed has a Tesla Supercharger in it, with most having J1772s as well for non-Tesla drivers. Specific posts are linked to and categorized by those charging locations. That way, even when he has stopped writing, individuals who are on similar road trips can know which chargers they will have to stop at and can easily find interesting things to do in the area.

His end goal is to have a living database, “kind of like a combination of supercharge.info and www.atlasobscura.com.”

He’s spent a lot of time on the road listening to biographies of past presidents, “relearning our national history in a more in depth way than public school could ever teach someone.” His Tesla voyage without carbon has allowed him the opportunity to meet people and experience the US in a way that’s been invigorating, illuminating, and transformative.

Thanks, Arthur, for sharing your experience with our readers at CleanTechnica. Happy travels!

About the Author

Carolyn Fortuna Carolyn Fortuna, Ph.D. is a writer, researcher, and educator with a lifelong dedication to ecojustice. She's won awards from the Anti-Defamation League, The International Literacy Association, and The Leavy Foundation. She’s molds scholarship into digital media literacy and learning to spread the word about sustainability issues. Please follow me on Twitter and Facebook and Google+

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After 50 Years, This Would-Be ‘Ferrari Killer’ Is Back: Say Hello to the New ATS GT – Robb Report

True connoisseurs of automobiles take years or even decades to acquire their level of discernment, appreciate proper historical content and context, and use these factors as guides for what to purchase. Then they often keep their cars for a good portion of their lives. Their knowledge of a particular marque’s story, its place in the big picture of automotive history, the pecking order of greatness in a manufacturer’s or coachbuilder’s models, and what really makes for exquisite design or engineering goes far beyond performance stats. It’s nuanced and complex, like a sophisticated palate, not merely an “I only drink first-growth Bordeaux” mind-set.

Which is all to say, the ATS GT is a true connoisseur’s car. Its beauty and subtlety are obviously appealing, as is the nameplate’s intriguing backstory. Automobile Turismo e Sport’s impact on the automotive history behind in 1963, when the original ATS road car disrupted the sports and gran truism scene. To put its degree of innovation into perspective, the ATS 2500 GT was the world’s first mid-engine, road-going supercar, beating the Lamborghini Miura to the punch by three years.

The 2500 GT’s story began two years before its debut, when Ferrari was dominating the competition headlines, winning both the 24 Hours of Le Mans and the endurance racing crown with a front-engine TR61, and the Formula 1 Drivers and Constructors championships with the mid-engine 156 F1. One would think those titles would have brought joyful celebration to the hallways of Maranello in late fall 1961. Instead, there was a collective gasp of shock when eight of Ferrari’s top executives and engineers abruptly exited the company en masse. (Whether they were fired, quit or were fired before they could quit is a matter of some hairsplitting.)

This type of rare occurrence is what really has lasting historic impact, deeper than which of today’s numbers cars wins the 0–60 or quarter-mile battle, or which one most recently set the quickest Nürburgring lap. In 12 to 18 months, these “stats cars” are yesterday’s news, while repercussions from events such as Ferrari’s Palace Revolt in 1961 last a decade or more.

The first ATS 2500 GT from 1963

The first ATS 2500 GT, from 1963.  Giorgio Nada Editore

ATS was one of that upheaval’s bigger outcomes. Four months after the walkout, exiled engineers Carlo Chiti and Giotto Bizzarrini, sales manager Girolamo Gardini and others rounded up three very wealthy backers (and Ferrari clients): industrialist Giorgio Billi, tin magnate Jaime Ortiz-Patiño and Scuderia Serenissima patron Count Giovanni Volpi. Together, they formed ATS on February 11, 1962. The company’s goal was to out-Ferrari Ferrari on the road and track. While the latter proved to be a pipe dream, the avant-garde 2500 GT was a true landmark machine.

Making its debut in March 1963, the supercar was the brainchild of Chiti and had a centrally mounted all-aluminum 2.5-liter V-8, 5-speed transmission, 150 mph top speed, disc brakes all around, rigid tubular chassis, independent suspension in the front and rear and so much more that it made Ferrari’s, Maserati’s and Aston’s road cars seem antiquated. The elegant coachwork was styled by Franco Scaglione and crafted by Carrozzeria Allemano, the former being as gifted and artistic as any designer. In addition to the 2500 GT, Scaglione’s résumé includes Alfa’s 33 Stradale, BAT (5, 7 and 9), two Sportivas and Sprint Speciale, plus Lamborghini’s 350 GTV and a number of others.

The idea was to promote ATS’s name through F1 and endurance racing, all while making the world’s most advanced road car. In September 1964, a 2500 GT was Road & Track’s cover story. Seasoned journalist Griff Borgeson summed up a spectacular drive and factory visit by observing, “I was haunted by the thought that what Bugatti was noted for in the past was here, brought fully up to date.” In an even more telling statement, he raved that the car’s “truly great performance” came from “brilliant design and not from brute strength.”

Emanuele Bomboi, left, and Daniele Maritan, the principals behind ATS’s revival

Emanuele Bomboi and Daniele Maritan, the principals behind ATS’s revival.  Winston Goodfellow

But that article’s realistic, glowing appraisal and the handful of 2500 GTs produced that year were insufficient to keep ATS in the game. Unfortunately, there was friction between the shareholders early on—Billi was self-made, Count Volpi an aristocrat—and that discord all but doomed the effort. Count Volpi was the wealthiest and most experienced in the automotive arena, and the first to go; Ortiz-Patiño soon followed him. While Billi was very successful and quite enthusiastic, he did not have the pocketbook or skill set to handle the whole enterprise. Exacerbating matters was the F1 team’s bad luck (a transporter crash, constant failures to cross the finish line and more) that seemed to dog the effort through the 1963 season. Those F1-team maladies soaked up cash and slowed the development and production of the 2500 GT.

By the time deliveries started in the second half of 1964, it was too little too late, and ATS was forced to shut its doors around the turn of the year. The company and the cars became the perfect “what if” fodder of… well, car connoisseurs. Today, examples of the beauties are rare and coveted. Collector Bruce Milner’s 1964 ATS 2500 GTS took best in show at The Quail, A Motorsports Gathering, in 2017. Recently, it reportedly sold for $3 million to another collector.

The new ATS GT is a marvelous modern rendition of the landmark 2500 GT. Daniele Maritan and Emanuele Bomboi are the forces behind the marque’s resurrection. Maritan is an amateur racer and successful entrepreneur, while Bomboi has lengthy experience in the coachbuilding industry that includes stints at Carrozzeria Bertone and Centro Stile Fiat.

The new Automobili Turismo e Sport ATS GT

Winston Goodfellow

On a private visit to the partners at their villa headquarters in the small village of Pombia, not far from Lake Maggiore in northern Italy, I hear how they came to resurrect the storied marque. As design director at Carrozzeria Viotti, Bomboi created the Willys AW380, a marvelous mid-engine prototype that would become the new Alpine A110. The AW380 was unveiled at 2014’s Bologna Motor Show, which is where the first seeds of the ATS revival were sown.

The two men had already crossed paths, but that Bologna show was the first time they really connected. As their friendship blossomed, their mutual interest in ATS—and tantalizing speculation about what could have been—came to the fore, and the two decided to collaborate on reviving the nameplate. Both savvy in production and design, they took the basic ATS recipe of an elegant, high-performance, mid-engine, two-seat coupe and adapted it to the 21st century.

Parked in the villa’s courtyard is the result of their labors: a harmonious, fluid silhouette possessing graceful proportions and soft curves that were clearly inspired by the original Franco Scaglione design. The following day, I am the first journalist to drive it, and it’s everything a modern supercar should be: loaded with bespoke design and engineering touches, comfortable and refined at low speeds, and a rocket ship when you put your foot in it. The suspension is compliant and communicative and the steering nicely weighted. You could easily use it every day, or have the perfect weekend escape toy.

The new Automobili Turismo e Sport ATS GT

Winston Goodfellow

Bomboi and Maritan have an excellent eye for detail, and speak of “a love of art forms and elegance.” It shows on this car, as one of their goals is to “bring true Italian beauty in design back to the roads.”

And that’s what I see in the GT. This isn’t some flashing neon sign that punches you in the face for attention. Instead, this is a car with inherent, timeless beauty. You gaze at it like an artwork, and each time you do, you notice something new.

Production has begun in ATS’s new atelier on the outskirts of Turin. There, the company is committed to providing buyers with fully bespoke models. Each is to be individually colorized so no two are alike. The interior has the same level of thoughtful, customized design, engineering and craftsmanship as the exterior. McLaren 650S’s drivetrain and platform not only bring reliability and refinement to the car but also eliminate the need for costly and time-consuming homologation.

The new Automobili Turismo e Sport ATS GT

Winston Goodfellow

But ATS didn’t stop at adopting McLaren’s technology and say the job was done. Instead, the team applied their talents to the entire power train and developed two versions of the twin-turbo V-8 with substantially more horsepower than the 650 found in the already quick 650S. The standard ATS GT’s 3.8-liter V-8 produces 730 or 830 hp, while the crazy 4.1-liter Tipo 4100 V-8 makes 900, 1,012 or 1,200 hp. And, like the 3.8-liter, it comes with a proper warranty.

Despite all these details, some will undoubtedly deride this custom-made machine because of its McLaren underpinnings. Yet few think twice about spending around double the ATS’s $900,000 to $1 million price for a Porsche restored by Singer Vehicle Design that is based upon a considerably more antiquated platform. The latter is heavily modified, the naysayers will declare. So is the ATS.

Which brings us back to the role of connoisseurs on the automotive scene. The ATS GT is a car for them, something with exquisite execution, timeless lines, impressive performance and true handcraftsmanship—all designed, developed and made in a dedicated factory. What remains to be seen is whether there are enough potential clients out there who are focused on more than this week’s “flavor,” simple statistics and blatant, “yes, you will stare at me” design. Let’s hope so.

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Expensive sports cars 2019 – Legit.ng

Decades ago, it was hard to imagine that one day, cars would cost upwards of $10 million. Back then, automobiles were merely means of getting from one point to another. However, technological advancements, as well as an increase in the number of super-wealthy people, have led to the development of some pricey cars. The most expensive sports cars 2019 are a mix of street-legal and track-only sports cars that will set buyers back millions of dollars.

Expensive sports cars 2019

Image: pixabay.com
Source: UGC

Various well-known models make the most expensive sports cars 2019 list as well as some lesser-known brands. The likes of Lamborghini, Bugatti and Ferrari are familiar contestants while the likes of Zenvo and Lykan can be considered as relative newcomers.

What are the top 20 most expensive cars?

One common factor among most expensive car brands is not only the sky-high price but also the small number of production units available for purchase.

Most expensive car in the world of all time

Image: instagram.com, @supercar
Source: UGC

20. Lamborghini Centenario LP: $1.9 million

Lamborghini has always been among the most expensive cars brands in the motoring industry. The Lamborghini Centenario is an exquisite product of the company’s few-off manufacturing strategy. The Centenario was produced during Mr Ferruccio Lamborghini’s 100th anniversary. A total of 40 cars were manufactured (twenty coupes and twenty convertible models). The Centenario comes with a 770 CV aspirated V12 engine which catapults the vehicle from zero to a hundred kilometres per hour in a mind-blowing 2.8 seconds.

most expensive car brands

Image: instagram.com, @lamborghini_centenario
Source: UGC

With new cabin technology and a 6.5L V12 engine, the Centenario is any car aficionado’s dream. Various performance features come standard with the car. These include rear-wheel steering, wide-ranging connectivity and large brake pads. The Centenario is truly a breathtaking piece of engineering.

19. Zenvo TS1: $1.9 million

Zenvo is a Danish supercar manufacturer that you have probably not heard among names of expensive cars. The TS1 GT is a sleek sports car that was manufactured to mark the company’s tenth anniversary. It was preceded by the Zenvo ST1 which was priced at $1.2 million and only had fifteen units produced. Thanks to its 5.8-litre V8 flat-plane engine, the TS1 GT can move from 0-100 kilometres per hour in a mere 2.8 seconds. This puts its acceleration performance at par with more popular sports car models such as Lamborghinis and Ferraris.

Top 20 most expensive cars

Image: instagram.com, @1100_hp
Source: UGC

The TS1 makes use of LED technology on all its lights and features a fully enclosed underbody for maximum downforce. On the interior, Zenvo TS1 owners will get dual-zone climate control, wireless connectivity and a host of safety equipment. Motoring fans will agree that the TS1 looks fantastic, especially in the Fjord Blue colour. Typically, bright colours such as orange, red and in rare cases, pink, tend to look great on sports cars.

18. Koenigsegg Regera: $2 million

When it comes to the most beautiful cars ever designed, the Koenigsegg Regera frequently comes up. Koenigsegg is a foreign (Swedish) sports car manufacturer based in Angelholm. The Regera is hand-assembled as a pricier alternative to other Koenigsegg models. The company only manufactured 80 Koenigsegg Regera units making it quite rare as it is with expensive sports cars. The supercar is powered by a 5.0L dry-sump V8 engine which outputs 1500 horsepower.

most expensive car in the world 2018

Image: instagram.com, @koenigseggvehicles
Source: UGC

According to Koenigsegg, the Regera’s V8 engine is the most downsized homologated internal combustion engine in the world at 220hp per litre. Besides fuel combustion, the Regera is also equipped with three electric motors which combined, propel the Regera to a top speed of 400 kilometres per hour in less than twenty seconds. For added exclusivity, there is a special edition Regera that comes in what the company calls a 24-carat gold-leaf accent.

17. Lamborghini Sesto Elemento: $2.2 million

Sesto Elemento loosely translates to ‘sixth element’. The name is in reference to the atomic number of carbon due to the vast use of carbon fibre in its construction. The Lamborghini Sesto Elemento is an engineering masterpiece that boasts extremely low weight due to carbon fibre elements. The car weighs less than a thousand kilograms (curb weight).

Most expensive car in the world 2019

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The Sesto Elemento is powered by the same V10 engine in the Lamborghini Gallardo that is capable of moving the car from 0-100km/h in 2.5 seconds via the permanent all-wheel-drive configuration. The car comes standard with a six-speed semi-automatic transmission gearbox and a top speed of 336km/h. Lamborghini only manufactured 20 units of this car. It is worth noting that owners are not allowed to drive this car on the streets.

16. Ferrari LaFerrari Aperta: $2.2 million

The LaFerrari Aperta is a higher-end version of the LaFerrari. Ferrari produced only 209 units of the LaFerrari Aperta, 200 of which were sold via invitation only. The nine extra units were intended for company use. The most significant difference between the LaFerrari and the LaFerrari Aperta is that the latter gets a removable carbon-fibre top.

Most expensive car in the world of all time

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In terms of powertrains, the Aperta uses a 6262 cc V12 engine combined with an electric motor for a combined output of 960 CV. The car is equipped with the company’s active aerodynamics hybrid system for unrivalled performance and engagement. The V12 engine makes the Aperta capable of accelerating from 0-100km/h in 2.4 seconds. Top speed is limited to 349km/h. The Aperta was manufactured in 2017 as the company celebrated seventy years of operation.

15. Pagani Huayra Roadster: $2.4 million

According to Horacio Pagani, everything had to come together ‘as if the entire car was carved out of a block of Carrara marble’. The Huayra is a model by the Italian company Pagani. Huayra comes from the name of the wind god ‘Huayra-Tata’. The vehicle was named the hypercar of the year by Top Gear in 2012.

Top 20 most expensive cars

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A Mercedes Benz AMG engines power the Huayra Roadster with a displacement of 5980 cubic centimetres. The engine outputs 760hp and 1000 pound-feet of torque at 5500 revolutions per minute. The engine is mated to a seven-speed gearbox manufactured by xTrac. Only a hundred units of the Huayra roadster were manufactured, and all have since been sold.

14. Ferrari F60 America: $2.5 million

The Ferrari F60 is among the rarest Ferrari models ever made. The F60 was manufactured in 2014 to commemorate the company’s 60th anniversary in America. Only ten of these vehicles were ever manufactured. All ten were delivered to America with the first one belonging to a buyer in Florida. The F60 is powered by a 6.3L V12 engine that can rev to 8700 rpm.

top 20 most expensive cars

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According to Ferrari, the F60 can accelerate from 0-100 km/h in 3.1 seconds and achieve a top speed of just over 320km/h. The F60 also features a removable soft-cloth top that can be used for speeds below 120km/h. Unlike most sports cars which are made out of carbon fibre, the F60 has an all-aluminium construction. Despite not being the fastest or the lightest Ferrari, the F60 received great reviews mainly for its striking looks and curvy design.

13. Bugatti Chiron – $ 2.7 million

The Chiron is one of the familiar faces in the sports car industry. The Bugatti Chiron is the fastest and most powerful sports car in Bugatti’s lineup. The car is the successor of the famous Bugatti Veyron. The Chiron was the vision of former Volkswagen mogul Ferdinand Piech who always demanded the fastest production cars from Bugatti.

Who owns the most expensive car in the world

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The car is powered by a fancy 8L W16 engine which is, in essence, a combination of two V8 engines. The engine feeds 1479 horsepower to the car’s drivetrain allowing it to reach 200km/h in less than seven seconds. The car can achieve a top speed of 420km/h. The distinctive quad LED lights also double up as air intakes for routing air to the front brakes. The Chiron has a combined fuel efficiency of 22.5 miles per gallon, but then again, sports cars are not exactly manufactured for fuel-efficiency. Five hundred units of the Chiron were manufactured and sold, a figure which is relatively high as compared to most rare supercars.

12. Ferrari FXX K: $2.7 million

The Ferrari FXX K is a production sports car designed by Marco Fainello and Evan Rodriguez. Similar to other sports cars, there were only forty units of the FXX K to be ever produced. A 1036hp V12 internal combustion engine powers the vehicle. The engine has been tuned for use on racing tracks through Ferrari’s HY-KERS system.

Most expensive car in the world 2019

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The FXX K has four driving modes, namely fast charge, manual boost, qualify and long run. The car is also equipped with various formula one based technology such as an electronic differential, traction control and racing antilock systems. Car fans can collectively agree that the FXX K is among the best-looking sports cars out there. It is worth noting that the FXX K is a track day car and not a street-legal model such as its predecessor, the LaFerrari.

11. Pagani Huayra BC: $2.8 million

One of the most expensive Paganis ever designed is the Huayra BC. The vehicle has a striking design that is particularly appealing to the younger generation. The BC designation stands for Benny Caiola, the first Pagani customer as well as the founder’s friend. Horacio Pagani dedicated the Huayra BC to Caiola, stating that he did it from his heart.

Most expensive car in the world of all time

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The BC is powered by a twin-turbo V12 engine that produces 790hp and 811-pound-feet of torque. The inbuilt hydraulic transmission combines perfectly with the electric motor for high-speed manoeuvres. The doors of the Huayra BC open sideways giving the car a luxurious feel. The extensive use of carbon fibre brings down the weight of the BC significantly as compared to similar aluminium-based sports cars.

10. Ferrari Pininfarina Sergio: $3 million

The top 10 Ferrari Sergio was introduced in 2013 as a concept car in memory of Pininfarina founder’s son. The Ferrari Sergio is among the rarest sports cars ever made. Ferrari only made six Ferrari Sergio cars making them some of the most coveted car models out there. The car’s design is based on the Ferrari 458 Spider, and at $3 million, it is one of the priciest production sports cars ever.

most expensive sports cars brands

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The car is powered by a 4.5L V8 engine that outputs 562hp directed to the rear wheels. In a somewhat rare exclusivity decision, each of the six vehicles made was sold to a person chosen by the car manufacturer. In terms of design, the Pininfarina Sergio features a carbon fibre frame which gives drivers a feel of comfortable open-air driving.

READ ALSO: Top 10 cars in the world you may dream about

9. Aston Martin Valkyrie: $3.2 million

Aston Martin uses the term otherworldly to describe the Valkyrie. It is easy to see why they would choose the word. Everything about the Valkyrie looks out of this world. The Valkyrie was built under the company’s president at the time, Andy Palmer. Under the hood, the car is powered by a naturally-aspirated 6.5L V12 engine. The extensive use of carbon fibre in the car’s construction allows the vehicle to have an excellent 1:1 power to weight ratio.

most expensive car in the world 2018

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The car’s engine outputs 1000hp and sprints from 0-100km/h in less than three seconds. The car achieves a top speed of 320km/h via seven-speed sequential transmission.

8. Bugatti Veyron by Mansory Vivere: $3.4 million

The Bugatti Veyron was the most potent production sports car when it was launched in 2005. Despite being later surpassed by the Bugatti Chiron, it is still among the most sought-after models by car collectors. The manufacturer only made 270 units of the original Veyron. For those looking for more exclusivity, the German firm, Mansory, was there to fine-tune a handful of them such as the rare Linea Vivere.

expensive cars brands

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There are only two Linea Vivere models in the world. The car features a quad-turbo 8.0L W16 engine that outputs 1200hp. The first car’s owner had it done in matte white with new carbon fibre rear and front bumpers. The customizing company also added daytime running lights, custom wheels and strikingly cool side skirts.

7. Lykan Hypersport: $3.4 million

The founder of W Motors, which manufactures the Lykan Hypersport describes the car as ‘a modern machine with a touch of humanity’. The car’s headlights feature 440 24-carat diamonds with specific light blades being made with 40-carat diamond varieties. The Hypersport cast the company into the limelight when it starred in the film Fast and Furious 7. W Motors only made seven units of this vehicle.

who owns the most expensive car in the world

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The Hypersport is powered by a 3.8L twin-turbo six-cylinder engine that produces 780hp and 960 pound-feet of torque. The car can sprint from 0-100km/h in 2.9 seconds and is limited to a top speed of 395km/h. In a refreshing touch of exclusivity, the car’s carbon-fibre body is entirely hand-crafted. There are 440 diamonds in the car’s headlights.

6. Aston Martin Vulcan: $3.4 million

The Aston Martin Vulcan is a track-only car produced in 2015 and launched officially at the 2015 Geneva motor sow. The Vulcan is powered by a 7.0L naturally-aspirated V12 engine mounted on an aluminium chassis. The engine outputs 800hp. The Aston Martin Vulcan was designed by the company’s creative director, Marek Reichman.

Design-wise, the Vulcan features a two-seater 2 door configuration inspired by other models such as the DB-9, Vantage and the One 77. Aston Martin only manufactured 24 units of the Vulcan making it one of the rare sports cars out there.

5. McLaren P1 LM: $3.6 million

The top 5 section begins with the P1 LM which is the street-legal version of the track-only McLaren P1 GTR. British car firm Lanzante was responsible for converting the GTR into the street-legal version. It is not the first time that the after-market firm has converted track-only McLaren vehicles into street-legal models. The converted models are then sold to customers in Japan, the US, UK and the UAE.

names of expensive cars

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The car is powered by a 3.8L twin-turbo engine and is significantly lighter than the P1 GTR on which it is based. The P1 LM engine outputs 986bhp and 1000ps. There are only five units of the McLaren P1 LM in the world.

READ ALSO: Top 10 most expensive cars in the world 2019

4. Lamborghini Veneno Roadster: $4.5 million

According to Lamborghini, driving the Veneno ‘will feel like flying on the road’. The car’s name is Spanish for venom and true to its name, the vehicle looks stunningly menacing. The Veneno was designed as a commemoration of Lamborghini’s fifty years in operation. Under the hood, there is a 6.5L V12 engine coupled to a seven-speed manual gearbox.

who owns the most expensive car in the world

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The engine produces 740hp and propels the Veneno from 0-100km/h in 2.9 seconds. For exclusivity, the company manufactured only nine units of the model. The Veneno will almost always appear on most expensive car lists.

3. Koenigsegg CCXR Trevita: $4.8 million

Trevita is Swedish for ‘three whites’. The name comes from the nice carbon fibre weave pattern on the car’s bodywork. Using unique technology, Koenigsegg was able to achieve a diamond finish on the car’s carbon fibre surface. When sunshine hits the car’s surface, it seems like countless diamonds are embedded inside the car’s bodywork.

most expensive car brands

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The vehicle is powered by an aluminium 4.8L V8 engine which outputs 1018hp at 7000rpm. The car can accelerate from 0-100 km/h in 2.9 seconds, placing it among the fastest accelerating production cars today. The Trevita’s top speed is capped at 410km/h. The manufacturer only made two units of this model, making it one of the rarest sports cars ever made.

2. Mercedes-Benz Maybach Exelero: $8 million

Which car is the most expensive in the world 2018? Short answer, the Maybach Exelero. The Exelero is the perfect blend of the most luxurious coupe and the sharpest sports car. The Maybach Exelero is powered by a 5.9L twin-turbo V12 engine that outputs 700hp at 5000rpm. Despite its age, the car still looks strikingly modern even today. According to Topspeed, rapper Birdman purchased the Exelero for $8 million. The Exelero was the most expensive car in the world 2018 before the introduction of the Bugatti La Voiture Noir.

most expensive car in the world 2018

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Now that we are done with the second most expensive model, which car is the most expensive in the world?

1. Bugatti La Voiture Noir: $12.5 million (before tax)

The La Voiture Noir tops the top 20 most expensive cars list. As one can tell from this top 20 list, Bugatti makes some quite costly sports cars. However, none of those models can come close to the price point of the Bugatti La Voiture Noir. It is the most expensive car in the world 2019 with an asking price of more than $18 million (after-tax). This also makes it the most expensive car in the world of all time (new vehicle).

who owns the most expensive car in the world

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According to the company, only one of these will be made and sold. Who owns the most expensive car in the world? Well, Bugatti has not revealed the identity of the La Voiture Noir buyer, but as you can guess, it must be someone who is quite rich and perhaps a prior relationship with the brand. The car’s name loosely translates to ‘black car’.

top 20 most expensive cars

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It is undeniable that the most expensive sports cars 2019 are also strikingly beautiful. While some people are lucky to come across some of them on the streets, fewer people have the luxury of owning these sports cars. The limited production quantities, as well as the substantial asking prices, have kept most people from owning these machines. Which of the vehicles fascinated you most?

READ ALSO: Highest car in the world – Top 5

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2020 Lincoln Aviator, Putting The Sport In Quiet Luxury Utility Vehicles – Forbes

Sam Abuelsamid

A decade ago, if Cadillac and Lincoln had launched all-new and directly competing products into the market at the same time, most observers would have likely predicted the Cadillac to the clear winner. But it’s now summer 2019 and the two brands that were both founded over a century ago by Henry Leland are in a very different place as they each launch three-row premium crossovers. Just weeks after driving the Cadillac XT6, we’ve had our first crack at the Lincoln Aviator.

Setting aside the global economic meltdown and GM’s bankruptcy reorganization Cadillac was actually in a pretty decent place in 2009. It had begun the process of establishing itself as a credible competitor to the big German luxury brands. It had a distinct and bold design language, dedicated platforms and the CTS-V demonstrated the ability to take on AMG, M and RS performance. Lincoln on the other hand was on the verge of being euthanized along with Mercury despite Ford avoiding chapter 11. Lincoln lacked direction and purpose. It was a dead brand walking.

Sam Abuelsamid

But five years ago that began to change. Ford committed to a major investment in the brand. A commitment to customer service and carving out a niche based around the theme of quiet luxury took hold. The brand didn’t get its own platforms, but Lincoln managed to distinguish itself from its parent in almost every way that actually matters to customers. Today, if you sit in a recent Cadillac, you are more likely to see switches or fonts shared with a Chevrolet or Buick. Someone unfamiliar with the mechanical lineage could sit in a Ford Explorer and an Aviator and never realize the two roll off the same assembly line, let alone come from the same manufacturer.

Gallery: 2020 Lincoln Aviator Reserve

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Now that Aviators are rolling off the line at Ford’s Chicago assembly plant alongside the Explorer and heading towards dealers, Lincoln invited the media out to northern California wine country to try it out on the road. There we were surrounded by both the types of affluent customers that would buy a vehicle like the Aviator and the types of roads where you would not necessarily expect to find a Lincoln SUV.

Sam Abuelsamid

The Aviator continues the themes we’ve seen in Lincolns since the debut of the Continental a few years ago. The materials and color themes are all top notch with premium leather coverings combining a choice of wood or metal accents. Sandwiched between the leading edge of the upward sweeping console and the dashboard are the now standard Lincoln piano key shift switches. These are reasonably functional and given that you won’t generally be using them while in motion, the lack of differentiation by feel isn’t really a problem.

Three trims are available, the standard, Reserve and Black Label with the latter including pretty much everything along with a slate of special concierge services. The standard model is pretty well equipped but the options list is kept short, mostly limited to color, heated front seats and steering wheel and the choice of rear or all wheel drive. Features like CoPilot 360 driver assists with lane keeping, blindspot monitoring, forward collision warning, automatic emergency braking and auto high beams are all standard. The Reserve models we drove upgrade the tri-zone climate control to quad-zone, add the hands-free liftgate, power steering column adjustment and the Revel audio system. Reserve models also have a much more extensive list of available upgrades like the air spring suspension, CoPliot 360 plus and much more.

Sam Abuelsamid

The standard powertrain in the Aviator is the same familiar 3.0-liter twin turbocharged V6 and ten-speed automatic transmission found in the Explorer ST with 400-hp and 415 lb-ft of torque. As has been the case since the debut of the Continental a few years back, Lincoln no longer used the EcoBoost branding on its turbocharged engines, leaving that to Ford. At 4,892 pounds, the AWD Aviator is about 190-lbs more than its Ford sibling, mainly due to added equipment.

We drove Reserve models that were very well equipped including the top end 30-way power adjustable front seats with both heating and ventilation. It may take some fiddling around to get the seats perfectly adjusted to your body, but once you do, you can save the settings to individual profiles tied to your key fob or phone. I personally find these seats very comfortable although I know one of my Wheel Bearings podcast co-hosts doesn’t like them, but he’s just cranky. For long road trips, these seats also have massaging capabilities with one of five patterns that move actuators in the seat cushion and back.

Sam Abuelsamid

When looking strictly by the published dimensions for the Aviator and XT6, it would appear that neither has a notable advantage in interior space aside from the much smaller cargo capacity of the Cadillac. However, there is one element of the Cadillac that I did find superior, the third row comfort. The Aviator’s downward sloping roofline requires the last two seats to be mounted a bit lower to the floor to maintain headroom. The Cadillac’s flatter, more squared off roof, allows a slightly higher position for the third row. The result is that while leg and headroom are comparable, the Lincoln forces a more knees up position while you sit more upright in the Caddie. If third-row comfort for adults is a priority, the Cadillac is your choice, for everything else, the Lincoln wins.

Phone as a key

Drivers have multiple options for getting in and out of the Aviator and other upcoming Lincolns including the Corsair. As always, there is the conventional key fob that lock and unlocks the doors and allows starting of the engine. There is also the door pillar keypad system that Ford and Lincoln vehicles have offered since the first generation Taurus in the 1980s. New for Aviator is phone as a key. Like the Tesla model 3, you can pair your smartphone to the vehicle using Bluetooth LE. Once paired, as you approach the car, it will automatically unlock, just as the key fob does without ever taking out the phone. Similarly you can start and drive the Aviator.

Sam Abuelsamid

Unlike other telematics based systems that send a signal through the cloud from phone to vehicle, there is no latency. Lincoln has installed 11 antennas around the vehicle to provide reliable connectivity and the ability to unlock just the door adjacent to where you are standing. This way you can open the tailgate without unlocking other doors or vice versa.

One of the potential challenges of such a system is dealing with valets as customers of a premium vehicle like this are more likely to do. If you haven’t brought a key fob with you, you don’t want to hand a valet your phone. This is where the keypad comes into play. On the in-vehicle touchscreen, you can enable valet mode, which will provide an eight-digit code that the valet writes on the ticket instead of taking the key. The first five digits are used to unlock the vehicle with the keypad and the full code is used to start the car on the touchscreen. The next time you unlock the vehicle with the phone or fob, the code is canceled and can’t be used again.

Sam Abuelsamid

Unlike most media drives, we didn’t get keys when we set out, instead we were just handed an iphone that had already been linked to the Aviator we were driving. Once inside, we just slid the phone into the wireless charger in one of the center console bins that also has both type A and C USB ports. If you are out and about and your phone runs out of juice, you always have the option of using the keypad to get in and then once the phone is on the charger you can start the engine.

Suspension dynamics

While Lincoln doesn’t get dedicated platforms, the new rear-drive unibody platform that the Explorer and Aviator share does have suspension flexibility built in. Both use the same type of integral link rear architecture used on the Mustang, but the Explorer has Macpherson struts at the front. The Aviator instead gets a dual control arm layout that allows for increased suspension travel and reduced friction. When combined with the air suspension and dynamic dampers, this setup makes for an excellent combination of smooth ride and precise handling.

Sam Abuelsamid

We spent the day driving through a nearly 200 mile loop in the region north of Yountville that took us along some highway stretches, but was surprisingly dominated by twisting mountain roads. It was really more the type of route you would expect for a Mustang drive than a three-row luxury crossover. But unlike the old days when a six or seven passenger SUV would be falling all over itself in this kind of environment, modern utilities like the Aviator are up to the task in a way that would have required a sports car in decades past.

At two and a half tons and nearly 17 feet long, the Aviator is hardly svelte. Nevertheless, the ample low end torque (don’t even get me started on the plug-in hybrid) moves this machine with authority. Sage canyon and other areas of our drive route are predominantly twisting two-lane roads climbing and descending through the mountains and not everyone is capable or comfortable going the same speed.

Sam Abuelsamid

Periodically on uphill stretches where there is room, an additional passing lane will open up. At one point we were in a train of several vehicles when we came upon a passing zone. As soon as the older Nissan Sentra in front of us moved over, a squeeze of the throttle had us hurtling past going uphill. Once clear, the brakes were able to haul that mass down heading into the next corner.

The extra power and the rear-drive based architecture of the Aviator also give it a significant advantage in towing capability over the Cadillac. The front/all-wheel-drive XT6 is limited to 4,000 pounds of towing while the Aviator can haul up to 6,700 pounds with the 400-hp gas V6.

The roads in that part of California aren’t always the smoothest and the terrain makes regular repaving a challenge. Nonetheless, the Aviator kept things on an even keel even when cornering at surprisingly brisk speeds. The air springs and dynamic dampers soaked up the pavement irregularities without ever feeling floaty. The meaty 275/40R22 tires were kept working even while chasing down much lighter vehicles.

Sam Abuelsamid

The steering was relatively precise and guided the Aviator exactly where pointed, but it didn’t provide any significant feedback to my fingertips. While this probably won’t bother most Lincoln customers, given the performance capability of this machine, some extra feedback would be appreciated by those of a more enthusiastic bent.

The Aviator also features a system that utilizes the front camera to look for speed bumps and other obstacles and make proactive adjustments to the dampers and springs for a smoother ride. We didn’t encounter any of these on our drive, but when I get an Aviator at home, I’ll definitely be testing it on the neighborhood speed bumps.

Sam Abuelsamid

Audio system

As has been the case with all Lincolns of late, the cabin is an exceptionally serene place to spend time even when hustling through the mountains. Some engine sound is allowed to pass through under hard acceleration, but it’s more subdued than the Explorer ST. Cruising on the highway or around town, this is a great place to decompress after a long day at the office.

That also makes it a great place to appreciate the latest Revel premium audio system. It features 28 speakers spread throughout the cabin including 4 in the ceiling. It’s all driven by Revel’s Ultima 3D audio processing system. In addition to the usual stereo sound field, you can also select in the audience or on-stage modes. The latter surrounds you in music that sounds like you are in the middle of the band or orchestra. The overhead drivers are used replicate the sort of reverb you would hear in a concert venue. An on-screen slider allows you to choose the amount of the effect you prefer. Overall, the system sounded great to my ears, although they admittedly don’t have the audio acuity they did in my younger days.

Sam Abuelsamid

Overall, after a day of driving, the 2020 Aviator comes across in most respects, as the best vehicle Lincoln has ever produced. Starting at $52,840 delivered, it’s comparably priced to the Cadillac and Audi Q7. With usable seating for up to seven and 18.3 cubic feet behind the third row, it’s very practical for those with lots of friends or family. As tested our AWD Reserve came to just shy of $75,000 which is a bit more than the premium luxury XT6 tested a few weeks back, but frankly, you get more for that price and a better, more enjoyable vehicle overall that is also a viable challenger to the brands that Cadillac has been trying to tackle for all these years.

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EDAG presents modular fuel-cell robotic vehicle CityBot – www.electrive.com

edag-citybot-concept-car-2019-01

Development service provider EDAG will be presenting a study of a swarm intelligent and multifunctional robotic vehicle with fuel cell drive for the IAA. The EDAG CityBot is to be operational around the clock and can be retrofitted as required using add-on modules.

The CityBot can be used as a passenger cell, a cargo carrier or a car for city cleaning. Due to the wide range of applications, the company confidently speaks of a “game-changer for the city of the future”.

EDAG is not reinventing the wheel with this futuristic-looking electric vehicle. Last year, for example, Daimler presented a similar modular mobility concept in the form of the Mercedes Vision Urbanetic. Depending on the body structure, the vehicle can transport up to twelve passengers or ten EPAL pallets – or, with a fully automated shelving system, become a mobile packing station. In addition, the Swiss think tank Rinspeed has founded a start-up called Snap Motion to further develop its electric concept vehicle Snap with ZF drive and prepare it for small series production. In January this year, we reported on a number of shuttle module platforms presented at the LA Motor Show.

The big difference between the EDAG concept and the two other autonomous multifunction transporters: While Daimler and Rinspeed rely on a battery-electric drive, the development service provider wants to use fuel cells. However, EDAG does not go into details about the drive in the communication, where the company has put the vehicle’s modularity as the main focus.

In conjunction with the platform technology for the Internet of Things and, for example, the digital micro-payment solutions of EDAG partner IOTA, CityBot will not only launch new, autonomous transport and work vehicles, but also possible new business models. “The city of the future must be clean, safe, worth living in, friendly, quiet and smart,” says Cosimo De Carlo, CEO of the EDAG Group. “For the CityBot, we have combined our development competencies from the Vehicle Engineering, Electrics/Electronics and Production Solutions divisions”. Thus the CityBot is “much more than a design study”.

At the IAA, the CityBot with the lounge-like module for passenger transport will be exhibited. Other possible modules, for example for city cleaning or green maintenance in parks, have been compiled in the picture gallery.

edag-engineering.de

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Trump, advisers looking at ways to boost U.S. economy as markets fear recession

WASHINGTON (Reuters) – Even as they reject talk of a looming recession, President Donald Trump and his advisers are examining ways to provide a boost to the U.S. economy should it be deemed necessary, officials said.

“We’re very far from recession,” Trump told reporters in the Oval Office, echoing a theme from him and his team that the fundamentals of the U.S. economy are strong.

But aware of how dangerous a recession could be to his re-election prospects in 2020, Trump has been looking at options for a stimulus behind the scenes.

Trump and his advisers have discussed the possibility of a payroll tax cut, which would give workers an immediate boost to spending but would add to U.S. deficit spending.

The option emerged from a meeting Trump had with his economic team on Monday. It was not viewed seriously, given it would be hard to get through the U.S. Congress, an administration official said.

Millions of U.S. workers pay payroll taxes on their earnings to finance the Medicare health insurance program for the elderly and Social Security, which provides income payments for retirees.

Trump said on Tuesday another option he is thinking about is indexing capital gains, which would provide a tax cut on profits from selling assets such as stocks, but that he was not talking about doing anything imminently.

Some conservatives, such as anti-tax crusader Grover Norquist, believe Trump has the regulatory authority to add an inflation adjustment to the calculation of capital gains taxes.

Such a step would likely be seen by Democrats as an attempt to circumvent the authority of the U.S. Congress and prompt a court fight.

Trump’s senior economic adviser Larry Kudlow has been arguing behind the scenes that the United States should return to taxpayers the tariff money collected by higher tariffs on Chinese imports, an official said.

Republican Senator Rick Scott of Florida has offered legislation on this point.

There has been no clarity on how such a move would be carried out since China does not pay tariffs directly to the U.S. Treasury. The tariffs are paid by American companies when Chinese products enter the United States.

U.S. President Donald Trump answers questions from reporters as he meets with Romania’s President Klaus Iohannis in the Oval Office of the White House In Washington, U.S. August 20, 2019. REUTERS/Kevin Lamarque

Trade tensions with China have stoked concerns that the U.S. economy is heading for a downturn, which could dampen Trump’s prospects for re-election in 2020.

Trump said he would not need the approval of Congress to link the tax on profits from asset sales, known as capital gains, to inflation. According to tax code experts, investors would pay far less capital gains tax under an inflation index.

“I’m not talking about doing anything at this moment, but indexing is something that a lot of people have liked for a long time. And it’s something that would be very easy to do,” he said. “It is something I am certainly thinking about.”

Reporting by Steve Holland; Writing by Lisa Lambert; Editing by Rosalba O’Brien and Lisa Shumaker

Our Standards:The Thomson Reuters Trust Principles.

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