FCA Sells Magneti Marelli Parts Business for $7.1 Billion
Fiat Chrysler has agreed to sell automotive parts unit Magneti Marelli in a deal worth 6.2 billion euros ($7.1 billion). One of the first big moves made by new CEO Mike Manley, the deal frees up FCA to focus on delivering the promises it outlined in its five-year plan.
Magneti Marelli makes everything from headlights and instrument clusters to exhausts, suspensions, and powertrains. FCA sold the company to Calsonic Kansei, a Japanese manufacturer specializing in cooling systems, exhaust parts, electronics, and interiors. The combined business will create the world’s seventh largest global independent supplier of automotive parts based on total revenue.
“The combined company will be well positioned to serve its customers around the world due to its enhanced scale, financial strength and the highly complementary nature of its combined product lines and geographic footprint,” FCA said in a statement. The new business will operate from nearly 200 facilities and R & D centers across the world.
As part of the agreement, FCA will acquire parts from the new company and will help maintain Magneti Marelli’s business operations in Italy. FCA will not take a stake in the combined business.
Former CEO Sergio Marchionne had initiated the process to spin off Magneti Marelli before his tragic passing, but he also said he was open to an offer. The money FCA gains from the deal will set the stage for dividend payments it outlined in its five-year plan in June. It also gives FCA funding it can use to catch up with other automakers on electrified cars.
Subject to regulatory approvals, the deal is expected to close in the first half of next year.
Source: FCA, Reuters
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Top Three Reasons General Motors Is Pushing For Self-Driving Cars
GM's autonomy push is aimed at reducing traffic fatalities, reclaiming space, and saving time.
Porsche Reportedly Developing Lightweight 718 Cayman T
The Porsche 911 Carrera T isn’t the most powerful 911 you can get, nor is it the quickest around a track. But with less weight, a sport suspension, a manual transmission, and a mechanical limited-slip differential, it’s about as fun to drive as road-focused 911s get. Now, it looks like Porsche has decided to apply the same formula to the Cayman.
Auto Express reports that not only is the 718 Cayman T already on its way, it will also go on sale in the next year. The Cayman T is expected to slot between the Cayman S and the GTS, which would put the price around $75,000. It may also come with a bit more power than the 350 hp you get in the Cayman S, as well as several popular performance options such as larger wheels, the sport exhaust, and the sport chrono package.
To save weight, the 718 Cayman T should get thinner glass, fabric door handles, and lighter sport seats. There’s also a chance it will come without a radio or sound system. Altogether, those changes will reportedly be enough to make the Cayman T nearly 90 pounds lighter than the Cayman S.
Unfortunately, since Auto Express doesn’t name its source, there’s no telling how accurate this report is. For all we know, it could be little more than an educated guess. But considering how much we enjoyed the 911 Carrera T, the idea of Porsche giving the Cayman the same treatment sure is appealing.
Source: Auto Express
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2020 Tahoe: Our Best Look At Its Independent Rear Suspension
The next-gen Tahoe's expected switch from solid rear axle to independent rear suspension is no small thing.
Corvettes on eBay: True 1967 Corvette Barn Find in Georgia
This 1967 Corvette convertible was stored for 15 years after an accident left it with rear-end damage, but now it’s coming out of hiding on eBay to settle an estate in Warner Robins, Ga.
We’re not sure we’d be willing to pay the “Buy It Now” price of $37,500, especially since the seller says the frame is rusted and broken at the dogleg.
Refreshed 2019 Nissan Maxima Headed to L.A. Auto Show
The refreshed 2019 Nissan Maxima will debut at the Los Angeles auto show next month.
Ahead of the full reveal, Nissan has released one image of the updated sport sedan. There are new headlights and fog lamps, although the grille appears much the same as before. It has similar body lines as the pre-refresh model as well as a familiar floating roof design. It’s likely Nissan changed up the rear, but we can’t see it from this picture.
The Maxima will offer the suite of technologies encompassed by Safety Shield 360. These should include automatic emergency braking with pedestrian detection, lane departure warning, rear cross traffic alert, blind spot warning, high beam assist, and rear automatic braking. Nissan is also bringing this package to other models including the 2019 Altima and Rogue.
The eighth-generation Maxima debuted for the 2016 model year, and it’s design is just as polarizing today. Like many of its full-size sedan rivals, the Maxima offers a V-6 engine. The current model comes exclusively with a 3.5-liter V-6 engine good for 300 hp and 261 lb-ft of torque. We enjoy the sedan’s quick acceleration and its well-programmed CVT, but we hope part of the refresh includes improved steering and body control.
The 2019 Nissan Maxima goes on sale in December.
Source: Nissan
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Investors Frustrated Over Poor GM Stock Performance
Shares are down six percent from when the automaker launched its IPO in 2010.
Oliver Gavin and Tommy Milner Will Drive the Corvette C7.R at Shanghai
Photo by Richard Prince for Chevy Racing
Earlier this summer, Corvette Racing announced their participation in the FIA World Endurance Championship race in Shanghai, China. With less than a month until the race, we are learning additional details about the team’s first foray into Asia.
Sportscar365.com has confirmed Oliver Gavin and Tommy Milner will be driving the single-entry No.
GM Returning To Flint Water After Nearly Four Years
The city's mayor and GM confirmed the Flint Engine plant will return to city water.
It’s Been One Year Since Holden Hit The Lights At Its Manufacturing Facility
The final locally-built Holden Commodore rolled off of the assembly line last year.
Mid-Engine C8 Corvette Rendered In 3D: Video
After all of the spy shots and leaks, this may be a pretty good representation of the final product.
2018 Alfa Romeo Giulia Ti Sport Long-Term Update 2: The Italian Scallion
Kids’ movie or not, Shrek is full of great lines parents appreciate as much as, or sometimes more than, their kids. One I still quote the better of part of two decades later is the bit about onions, parfaits, and ogres all having layers. The Alfa, too, has layers.
You’d be forgiven for thinking otherwise. It’s clearly a sport sedan from a company known for its sports cars, so it’s easy to typecast. Don’t get me wrong, either: The way this car drives will always be my favorite part of it. As much as I love fast cars—and the Alfa is plenty quick—I’ve come to appreciate how crucial good handling is. If the slowest car in the world goes around a corner with the same kind of poise and confidence as the fastest, I’ve got no qualms about driving the slow one. Except for a few freeway on-ramps, I don’t get to properly enjoy a fast car day in and day out as often as I do one that handles well. The Alfa makes my commute more enjoyable just by putting a smile on my face any time I turn it.
Like I said, though, there’s more to it than cornering. The Giulia didn’t get to be Car of the Year by doing only one thing well. I was reminded again of what a good all-around car it is on a recent road trip to visit family more than 500 miles away. Sports cars, even sport sedans, don’t always make good distance cars with their stiff suspensions. Part of what makes the Alfa a great handler is also what makes it good on a long drive: its compliance.
See, suspension doesn’t have to be super stiff to make a car handle well. Sure, it may eke out another few tenths of a second on a racetrack, but even auto journalists don’t typically track their cars on the regular. Compliance means a little more body roll, but done right, the body’s movements are precisely controlled and predictable and can add a bit of drama to the drive without sacrificing stability and control. See: Mazda Miata.
In practice, it means the Alfa is a comfortable car to drive eight hours up the interstate before reaching the beautiful, twisty Feather River Canyon, feeder of the infamous Oroville Dam. It also means the Alfa is still comfortable when that road is closed due to an overturned tanker and you have to backtrack and take an older, rougher road on the other side of the canyon. On top of that, it means the Alfa still doesn’t beat you up when that back road is also closed due to a washout last winter and the detour is 3 miles of dirt road.
It doesn’t stop there, either. It means that after the washout detour, back on pavement, you’re not too worn out from the off-road excursion and all the extra driving to crank the DNA drive mode selector from Normal to Dynamic and open it up again.
Even after you get there, the Alfa peels back another layer. Suddenly, it’s just a good sedan with room for your 6-foot-3 father-in-law in the back seat and ingress and egress good enough for your mother-in-law, still recuperating from a double knee replacement, to comfortably climb in and out of the back.
On the way home, after you’ve dusted a third-gen Supra on the way back down the canyon, as you’re remarking about how quiet the interior is at 80 mph, you’re reminded of the simple fact the Alfa is a just plain good-looking car when the guys in the RAV4 crane their necks to get a better look.
Looker, driver, road tripper, people hauler, the Alfa does a lot. No car is perfect, though, and there are a handful of things about the Alfa I’d like to change, which I’ll elucidate in a future update.
Read more on our long-term Alfa Romeo Giulia here:The post 2018 Alfa Romeo Giulia Ti Sport Long-Term Update 2: The Italian Scallion appeared first on Motor Trend.
2019 Subaru Forester First Test: Simplicity Distilled
Many modern vehicles try to be too many things at once, but the 2019 Subaru Forester stays true to its roots. Like the Mazda MX-5 Miata and Jeep Wrangler, the new Forester knows exactly what it is and performs its mission superbly. Like the rest of Subaru’s crossovers, the Forester prioritizes sensibility, which made it popular to buyers in the snowbelt and those in search of an adventurous, efficient family vehicle. Here’s why this compact crossover nails its mission brief so successfully.
Riding on Subaru’s new global platform that also underpins the Ascent, Crosstrek, and Impreza, the 2019 Forester has grown slightly. But much like the vehicle it replaces, the 2019 Forester has all the flair of a refrigerator box. Practicality is where the 2019 Forester sets itself apart. Three adults can sit comfortably in the rear with legroom to spare, even with tall occupants up front. Open the liftgate, and you have a massive opening and a 33.0-cubic-foot cargo area (35.4 cubic feet on models without a sunroof). Fold the second row, and total capacity jumps to 70.9 cubic feet (76.1 cubic feet on models without a sunroof).
The boxy styling gives you excellent headroom, making the cabin feel airy and less claustrophobic than swoopier rivals such as the Mazda CX-5 and Hyundai Tucson. Competitors’ sexy exterior styling also means their windows are small, compromising visibility; the Forester’s upright greenhouse gives the driver a nearly 360-degree view, no cameras needed. Additionally, the 2019 Forester’s rear doors open wider than you’d expect, which helps when installing a child seat or hauling bulky objects. The cabin is also well insulated with minimal road, wind, and tire noise even at highway speeds.
Subaru’s Starlink interface is now one of the easiest infotainment systems to use. There’s next to no learning curve, and it keeps things simple with a responsive 8.0-inch touchscreen and shortcut buttons for all major functions like media, radio, navigation, and home menu (a 6.5-inch unit is standard on lower trims). There are knobs and buttons for climate controls, and nothing is buried in submenus. Apple CarPlay and Android Auto come standard across the lineup, giving you another option for your infotainment interface. Higher trims include an excellent Harman Kardon audio system with minimal high-volume distortion and even sound distribution throughout the cabin. Subaru does need to move the SI-Drive buttons over to the center console near the X Mode knob to consolidate all drive mode selections in one place. The secondary screen also requires its own set of controls, which are located within the main touchscreen rather than on the same three buttons that toggle through the instrument cluster display.
The way the 2019 Forester drives builds on the car’s simple, straightforward demeanor. On the road, the Forester is easy to pilot with steering that’s light but disconnected. There’s more weight at high speeds, but feedback is nonexistent. The suspension is tuned impeccably, absorbing bumps well without transmitting impact to the passenger compartment. There is some body roll, but it’s well controlled. When pushed hard through Motor Trend’s rigorous testing regimen, the 2019 Forester generated 0.79 g on the skidpad and finished the figure-eight course in 28.1 seconds at an average of 0.60 g.
Thanks to its more rigid platform and revised chassis, the Forester feels secure on the road even at high speeds. Off-road, those same qualities carry over; you can easily get the car through gravel, sand, and unpaved surfaces without much fuss. With 8.7 inches of ground clearance and better approach, departure, and breakover angles than many of its rivals, this crossover can get you far into the wilderness. Despite the Forester’s added rigidity and stiffness, its ride quality rivals that of more expensive vehicles wearing premium badges.
Although the 2019 Forester received more power, the 182-hp 2.5-liter flat-four is underpowered. At the track, the 2019 Forester finished the 0–60 run in 9.6 seconds and the quarter mile in 17.3 seconds at 82.3 mph. This makes the Forester one of the slowest cars in its class, and you feel it every time you prod the accelerator.
Straight-line acceleration is glacial on the road,” said features editor Christian Seabaugh. “It just takes forever to build up speed, no matter if it’s 0–30 or 45–65 mph.” You’ll need patience and earmuffs passing on the highway, as gunning it causes the motor to get thrashy. The CVT does a fantastic job of keeping the engine in its powerband and is responsible for all the heavy lifting. Features editor Scott Evans declared that the transmission “is putting in a Herculean effort to maximize every last pony.” A manual mode allows you to use the paddle shifters to “shift” through seven preset ratios, but acceleration remains sluggish. When left to its own devices, the CVT does an admirable job mimicking a traditional geared transmission, preventing it from droning. Even so, it gets jerky enough that you feel it in the cabin.
EyeSight, Subaru’s suite of active driver assistance features, is now standard on all 2019 Foresters, and it remains one of the best systems available. Because we tested a range-topping Touring model, the Forester also came with rear automatic emergency braking, blind-spot monitoring, and rear cross-traffic alert (optional on Sport and Limited trims). The lane keeping assist works in conjunction with a lane centering system that does a fine job of ensuring you’re not drifting around. Should you veer out of your lane, the car will ease you back to the center. Two editors praised the Forester for how gently the system operates and liked that it’s nearly imperceptible. Adaptive cruise control also works well, keeping an appropriate distance in its closest setting and maintaining set speeds admirably even when going downhill. Subaru’s new DriverFocus system uses a camera to detect when the driver is tired or distracted and issues an alert. However, even a slight move to change the climate controls can trigger the system, causing it to act like an angry babysitter. “Nanny Subaru is everywhere. You can’t even punch in the direct number of the radio station you’re seeking while the car is in motion,” said executive editor Mark Rechtin.
By this point, you may be thinking the 2019 Subaru Forester is boring. It’s slow, its exterior design is conservative, and there are too many nannies. The Forester is all about making the less exciting part of life stress free; it has a spacious cabin for you, your friends, and your gear. The suspension is comfortable on the daily commute yet the car is agile enough that you can confidently make emergency maneuvers. We found the crossover extremely underpowered, but mainstream consumers upgrading from older vehicles may look past that when considering how well rounded it is as a whole package. The 2019 Subaru Forester is a master class in making an honest, dependable vehicle that charms you with its practicality.
2019 Subaru Forester Touring POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE Flat-4, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 152.4 cu in/2,498 cc COMPRESSION RATIO 12.0:1 POWER (SAE NET) 182 hp @ 5,800 rpm TORQUE (SAE NET) 176 lb-ft @ 4,400 rpm REDLINE 6,000 rpm WEIGHT TO POWER 19.6 lb/hp TRANSMISSION Cont variable auto AXLE/FINAL-DRIVE/LOW RATIO 3.70:1/2.06:1/- SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 13.5:1 TURNS LOCK-TO-LOCK 2.7 BRAKES, F; R 11.6-in vented disc; 10.8-in vented disc, ABS WHEELS 7.0 x 18-in cast aluminum TIRES 225/55R18 98H (M+S) Falken Ziex ZE001 A/S DIMENSIONS WHEELBASE 105.1 in TRACK, F/R 61.6/61.8 in LENGTH x WIDTH x HEIGHT 182.1 x 71.5 x 67.5 in GROUND CLEARANCE 8.7 in APPRCH/DEPART ANGLE 22.9/24.6 deg TURNING CIRCLE 34.8 ft CURB WEIGHT 3,575 lb WEIGHT DIST, F/R 58/42% TOWING CAPACITY 1,500 lb SEATING CAPACITY 5 HEADROOM, F/R 40.2/37.7 in LEGROOM, F/R 43.3/39.4 in SHOULDER ROOM, F/R 58.2/57.2 in CARGO VOLUME 70.9/33.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 3.7 sec 0-40 5.4 0-50 7.4 0-60 9.6 0-70 12.2 0-80 15.5 0-90 — 0-100 — PASSING, 45-65 MPH 4.4 QUARTER MILE 17.3 sec @ 82.3 mph BRAKING, 60-0 MPH 129 ft LATERAL ACCELERATION 0.79 g (avg) MT FIGURE EIGHT 28.1 sec @ 0.60 g (avg) TOP-GEAR REVS @ 60 MPH 1,700 rpm CONSUMER INFO BASE PRICE $35,470 PRICE AS TESTED $35,470 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 7: Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles FUEL CAPACITY 16.6 gal REAL MPG, CITY/HWY/COMB 21.8/31.4/25.3 mpg EPA CITY/HWY/COMB ECON 26/33/29 mpg ENERGY CONS, CITY/HWY 130/102 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.67 lb/mile RECOMMENDED FUEL Unleaded regularThe post 2019 Subaru Forester First Test: Simplicity Distilled appeared first on Motor Trend.
$3,000 Discount On 2018 GMC Canyon In October 2018: Incentive Watch
That's about 10 percent of the Canyon's base price.
2019 International CV Is Navistar’s Version Of The Chevy Silverado Medium Duty
Meet Navistar's version to the Silverado 4500HD and 5500HD.
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Wave Metallic is one of two new hues for the 2019 Cadillac CTS-V.
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2019 Infiniti QX50 Long-Term Update 1: Powertrain Pain
From the faux-suede interior accents to ProPilot Assist, the Infiniti QX50 has quite a few cool features, but its party piece is supposed to be its engine. Thanks to some trick engineering on Nissan’s part, the QX50’s engine can change its compression ratio on the fly. In theory, this allows it to maximize fuel economy without sacrificing performance. But after two months and 5,000 miles, how has our long-term QX50 done?
At the test track, it was a bit of a toss-up. The 268-hp crossover recorded a 0–60 mph time of 6.6 seconds and a 15.1-second quarter mile at 91.6 mph. That’s a good bit slower than the last 280-hp Alfa Romeo Stelvio Ti Sport we tested but slightly quicker than the 272-hp Acura RDX A-Spec.
In his notes, road test editor Chris Walton wrote said it felt “pretty lazy off the line” even though he “could not detect any variable-ness in the power delivery.” He also took issue with the CVT faking shifts in a way that slowed him down. “It should simply peg the redline for max acceleration,” he wrote.
And while the QX50 was never meant to be a drag racer, the powertrain also feels poorly suited to daily driving. Specifically, it never quite feels like the transmission and the engine are on the same page. Switching to sport mode helps, but acceleration is still far from linear.
Any time I need to get going quickly, I have to wait while the computers argue over how to respond to the depressed accelerator pedal. Part of the problem may be that sport mode is still too eco-focused, but it goes further than that. With a variable-compression engine paired to a continuously variable transmission, Infiniti may have developed a powertrain that’s just too variable.
If I was getting excellent gas mileage, there’s a chance the trade-off could be worth it. So far, though, that hasn’t been the case. Even though the EPA rated the QX50 at 24/30/26 mpg city/highway/combined, the fuel log shows I’ve averaged a disappointing 18.7 mpg. My final verdict is still another 10 months away, but at least for now, consider me a CVT skeptic.
Read more about our long-term 2019 Infiniti QX50:The post 2019 Infiniti QX50 Long-Term Update 1: Powertrain Pain appeared first on Motor Trend.
