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When Subaru introduced the Crosstrek Hybrid plug-in, the crossover instantly carved out a niche of its own: a capable, compact, plug-in crossover. The electrified Crosstrek is also an important step forward for a company not known for hybrids. Subaru claims the new off-roadable Crosstrek variant is the quickest, most efficient, and best Crosstrek ever. So did Subaru deliver a half-baked variant, or is its first plug-in worthy of joining the ranks with other proven models from the brand?

Is it quicker?

We’ve criticized the non-hybrid Crosstrek for is its mediocre acceleration. It took 9.0 seconds for our long-term Crosstrek Premium to hit 60 mph and 16.9 seconds for the quarter mile with a speed of 83.4 mph. A slightly heavier Crosstrek Limited accelerated to 60 mph in 9.8 seconds. On the drag strip, the Crosstrek Hybrid clocked a 0–60 time of 8.3 seconds on its way to a quarter-mile time of 16.5 seconds at 83.5 mph. That makes it the quickest Crosstrek we’ve ever tested. Road test editor Chris Walton noted a very smooth takeoff, and unlike some hybrids, it didn’t lose much—if any—time or speed over the course of the three acceleration runs.

Considering the plug-in’s 500 pounds of extra heft, braking is impressive with a stopping distance of 118 feet from 60 mph, 2 feet shorter than our long-term Crosstrek. Walton noticed a good amount of dive during hard braking but noted that all three attempts were straight, consistent, and shorter than he had predicted. Testing director Kim Reynolds also noticed a significant about of dive under hard braking during his figure-eight laps and noted that it was followed by a big rebound oscillation. He questioned the accuracy of the damping and spring rates, which have been adjusted for the extra weight of the hybrid system. Around town in normal driving, however, I didn’t notice an issue with the suspension tuning.

Is it still capable?

During our drive event in Santa Barbara, Subaru stressed that the Crosstrek Hybrid is still very capable—unlike some all-wheel-drive hybrid crossovers that don’t always power all four wheels. To prove the automaker’s point, we traversed a 10-mile off-road trail with large rocks, deep ruts, and steep grades. The Crosstrek Hybrid made easy work of the trail, barely struggling even with two wheels in the air. Subaru had us activate the X-Mode off-road mode on the trail, but we apparently didn’t need it because I traveled most of the trail without it. The combination of the brand’s Symmetrical All-Wheel Drive system and the crossover’s 8.7 inches of ground clearance was more than enough for the rugged trail and more than most owners will ever need.

But my favorite part of the trail wasn’t the scenic mountain and coastal views or the friendly hikers we passed. It was the fact that we did the whole trail in EV mode. EV mode made the off-road trek quiet, and the instant torque shined when crawling over large rocks—no need to rev the engine out.

The regular Crosstrek can still claim superiority over the hybrid in two areas, however: cargo space and towing. The Hybrid’s towing capacity is just 1,000 pounds—500 less than the non-hybrid’s 1,500-pound limit—and cargo room is down from 20.8 cubic feet behind the rear seats to 15.9 cubic feet. Cargo space with the rear seats folded down is 43.1 cubic feet, less than the 55.3 found in the regular model. The reduced cargo space is a result of the battery pack mounted below the cargo area.

How does it drive?

You barely feel the Crosstrek Hybrid’s extra weight around town because it’s much quicker off the line than the non-hybrid model. Thanks to the instant torque from the electric motor, you don’t have to wait for the loud gasoline engine to rev to power. The electric motor produces 149 lb-ft of torque alone, 4 more than the 2.0-liter flat-four produces at 4,000 rpm in the regular Crosstrek. If more than half throttle is applied or if the battery is low, the Atkinson-cycle flat-four will kick on for additional thrust. Occasionally, the engine turning on sends a small jolt through the driveline. At highway speeds, the 148-hp hybrid system (4 hp less than the regular Crosstrek) did struggle to get the 3,732-pound crossover to speed during some passing and merging maneuvers on L.A.’s busy highways.

Subaru did its best to make the Crosstrek Hybrid drive as normal as possible. Like a regular gasoline vehicle, the Hybrid creeps forward from a stop in any drive mode, and the shifter looks and operates just like a regular one with the exception of the B position that increases engine braking for downhill stretches.

When lifting off the gas pedal, hybrids and plug-ins regenerate power through braking, and this can feel unnatural to drivers not familiar with it. This isn’t an issue in the Crosstrek because regenerative braking is almost unnoticeable. However, individuals new to plug-ins might find the sound of the electric motors to be strange at first, especially when coupled with the pedestrian warning sound (activates in EV mode below 20 mph).

How efficient is it?

During my time with the plug-in, I did drive the claimed 17 miles on all-electric energy but only with a light foot. Driving like I normally do (somewhat quick) shrank the range to 12–15 miles. Sport mode (instead of the normal Intelligent mode) significantly increases throttle response but also hurts the EV range.

When the battery is low, the Crosstrek acts like a regular hybrid and delivers a Subaru-claimed 35 mpg combined. In the two weeks I had the Hybrid, I achieved 42 mpg overall (including EV travel time). But if I had the ability to charge at home every night, I would rarely use the gas motor because my workday round-trip commute is 8 miles, well within the EV range. For some perspective, the much larger Mitsubishi Outlander PHEV has a 22-mile EV range and is rated at 25 mpg combined. But its smaller gas tank gives it a total driving range of 310 miles versus the Crosstrek’s 480 miles (based on 45 percent highway and 55 percent city driving).

If owners want to save or charge their battery pack for future use, Subaru offers Save and Charge modes. The former uses the gasoline engine more often in order to save the battery for later use. Charge mode uses the flat-four to charge the battery pack in case you don’t have access to a charger and want to use EV power later. However, this is the least fuel-efficient mode.

What will my wallet think?

Subaru offers the 2019 Crosstrek Hybrid in one loaded trim that starts at $35,970 before EV rebates. Opting for the one available package will cost another $2,500 for a moonroof, upgraded sound system, heated steering wheel, and integrated navigation, bringing the pre-rebate total to $38,470. That might sound like a hefty amount, but those who qualify for federal tax credits and state rebates can significantly reduce the vehicle’s overall cost while saving money at the pump. Additionally, the Crosstrek Hybrid will be sold in every state (but in some places, expect a wait time after it’s ordered).

The 2019 Subaru Crosstrek Hybrid is a solid choice for someone considering their first plug-in or for folks who want to save money at the pump while experiencing daily driving and off-roading on all-electric power. The Subaru might not be the most efficient or have the longest EV range among plug-in hybrids, but it’s a rare bird in a plug-in crossover market filled with mostly expensive options.

2019 Subaru Crosstrek AWD Plug-In Hybrid BASE PRICE $35,970 PRICE AS TESTED $38,470 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L/137-hp/134-lb-ft DOHC 16-valve flat-4 plus 118-hp/149-lb-ft electric motor; 148 hp comb TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,732 lb (54/46%) WHEELBASE 104.9 in LENGTH x WIDTH x HEIGHT 175.8 x 71.0 x 62.8 in 0-60 MPH 8.3 sec QUARTER MILE 16.5 sec @ 83.5 mph BRAKING, 60-0 MPH 118 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 27.3 sec @ 0.62 g (avg) EPA CITY/HWY/COMB FUEL ECON 35 mpg ENERGY CONS, COMB 96 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.55 lb/mile

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The Crosstrek Hybrid is Subaru’s first foray in the plug-in hybrid world and a bold move for a company not known for hybrids. This is the brand’s second shot at a Crosstrek hybrid model—the first was discontinued after a few years—and it’s currently the automaker’s only hybrid offering. Not straying from its off-road pedigree, the Crosstrek Hybrid was developed to be efficient as well as capable. The crossover also strives to keep the driving experience as familiar as possible for new hybrid owners. Keep reading to find out what makes the Crosstrek Hybrid unique.

For driving impressions, please read our First Test review.

The Plug-In Hybrid Electric Vehicle (PHEV) Powertrain

The Crosstrek Hybrid’s plug-in powertrain consists of a 137-hp, 134-lb-ft 2.0-liter flat-four engine (Atkinson cycle), a generator motor, a drive motor, and an 8.8-kW-hr lithium-ion battery pack housed under the cargo area. Both motors are integrated and housed inside the CVT. Besides charging the battery pack, the generator motor is also the starter motor for the flat-four. The 118-hp drive motor powers the wheels in EV and hybrid operation and charges the battery pack during regenerative braking.

Subaru estimates total system power at 148 hp, 4 hp less than the non-hybrid Crosstrek. Using a traditional 120-volt outlet will take about five hours to charge an almost depleted battery, but a Level 2 (240-volt) charger takes about two hours. Fast charging is not available.

Efficiency

If driven with a light foot, the Crosstrek Hybrid will travel Subaru’s claimed 17 miles on all-electric power and delivers 90 mpg-e. The crossover is also capable of traveling up to 65 mph on all-electric power. Once you pass that speed or apply more than 50 percent throttle, the gasoline engine turns on for more power. If the battery is low, the Crosstrek acts like a regular hybrid by frequently kicking on the gasoline motor for thrust and energy generation. Driving the Crosstrek like this gets you 35 mpg combined. Subaru says the total driving range on a full tank and battery is 480 miles, the same as the regular Crosstrek—the Hybrid has a 13.2-gallon tank versus the non-hybrid’s 16.6 gallons. At the time of this writing, EPA figures weren’t available.

Can Still Off-Road and Tow

Unlike some all-wheel-drive hybrid crossovers that only power two wheels during certain situations, the Crosstrek Hybrid doesn’t; it retains Subaru’s Symmetrical All-Wheel Drive system. However, Subaru adapted it to the PHEV system by using an electric coupling multiplate transfer clutch instead of the electronically managed continuously variable hydraulic transfer clutch found in the regular Crosstrek.

Additionally, the X-Mode off-road mode and generous 8.7 inches of ground clearance from the non-hybrid Crosstrek carry over, making the Hybrid model almost as capable as the regular model. I say almost because the PHEV system adds about 500 pounds of weight. But Subaru claims the instant torque from the motor provides better performance on slippery surfaces. Towing is possible but is rated at 500 pounds less than the regular Crosstrek’s 1,500 pounds.

Looks and Feels a Lot Like a Regular Vehicle

The Crosstrek Hybrid, like all plug-in hybrids, has a few unusual driving quirks that some drivers might not be used to. Even so, Subaru did a good job making the PHEV feel like a regular gas burner. When you lift off the gas pedal, regenerative braking starts to slow the vehicle down and charges the battery, but you can barely feel it; it feels almost like normal engine braking. There aren’t adjustable levels for regen—you can only modulate it by the pressure you apply to the brake pedal. The Hybrid also creeps forward from a stop when in EV mode, something all-electric vehicles usually don’t do. Furthermore, the gear lever operates like a normal one, and the instrument panel gauges are easy to understand. Outside, the Crosstrek Hybrid doesn’t have any futuristic design cues and looks like any other crossover.

Design Differences

However, Subaru did give the Hybrid model unique features to set it apart from the regular model. Outside, Plug-In Hybrid badges are located on the front fenders and liftgate, and “Plug-In” is imprinted on the charge port door. The headlight projector rings are painted in blue, and the front grille, lower front bumper, lower body cladding, and foglight surrounds are accented in metallic silver. Further distinguishing the Hybrid model are the unique 18-inch wheels and black low-profile roof rails and spoiler. Four exterior colors are available, including the new and exclusive Lagoon Blue Pearl.

In the cabin, exclusive gray and navy blue leather covers the seats, door panels, and armrests. Bright blue stitching and interior accents panels add to the exclusivity. An electric switch replaces the non-hybrid’s manual parking brake, and the fuel door lever is replaced by a button.

Comes Loaded

The Crosstrek Hybrid comes in one well-equipped trim with an optional package. Standard features include an 8.0-inch touchscreen, Apple CarPlay, Android Auto, two USB ports, a proximity key with push-start ignition, heated front seats, LED cornering headlights, LED foglights, a leather-wrapped steering wheel, Sport and Intelligent drive modes, and a 4.2-inch instrument panel display. The optional package adds a moonroof, a heated steering wheel, a navigation system, and a Harman Kardon audio system.

Subaru didn’t forget about safety. The Hybrid comes equipped with the EyeSight package of driver-assist safety features, which includes automatic emergency braking, adaptive cruise control, lane departure warning with lane keep assist, and sway warning. Reverse automatic braking, LED high-beam assist, and blind-spot monitoring with rear cross-traffic alert are additional standard safety features.

All this comes out to a starting price of $35,970 before any federal or local EV incentives. The optional package tacks on an additional $2,500.

The post 2019 Subaru Crosstrek Plug-In Hybrid: Six Things to Know appeared first on MotorTrend.

Koenigsegg builds some of the fastest, rarest cars in the world. They’re also mechanical marvels that feature innovations such as the gearless hybrid powertrain found in the Regera. As you can imagine, they’re also incredibly expensive. But if you happen to be wealthy enough that a regular Regera isn’t rare or expensive enough for you, Koenigsegg may have a solution: naked carbon fiber.

Today, Koenigsegg announced that it has built the first car ever finished in its version of naked carbon fiber. Creatively called Koenigsegg Naked Carbon, or KNC, it uses no lacquer or varnish to protect the carbon surface. Even the thin layer of epoxy that typically stands between the carbon fibers and the outside world has been removed by hand, leaving behind only pure carbon.

The result is a car that’s absolutely gorgeous. The Koenigsegg Regera is already a good-looking car, but the KNC treatment takes it to a completely different level. Is it necessary? Not at all. But just look at these photos. It’s pure art in engineering.

Koenigsegg says it took years to develop the technique. But now it’s able to produce body panels, wheels, wings, splitters, winglets, and steering wheels in naked carbon. KNC is said to be impervious to weather and less likely to pick up rock chips. Koenigsegg also claims the KNC-bodied Regera is 44 pounds lighter than a painted one.

“It’s not unusual for a customer to specify their car with visible carbon fiber. It’s a beautiful material from a visual perspective and our customers love to show what the car is made from. KNC takes the idea of visible carbon fiber to a whole new level, revealing a beautiful lustre and a very silky finish,” said CEO and founder Christian von Koenigsegg in a statement. “The Koenigsegg philosophy has always been about exploring extremes. It’s great to extend that idea to a whole new way of finishing and presenting a car.”

Source: Koenigsegg

The post Koenigsegg Will Sell You a Regera Made from Naked Carbon Fiber appeared first on MotorTrend.

Introducing the launch of season 2 of 10k and Pony wars. Also debuting the all-new reality show Junkyard Wars. All beginning in 2019. You don't want to miss it.

M-Sport unveiled the new EcoBoost-powered Ford Fiesta R2 for next year’s FIA Junior WRC Championship series. The hatchback, developed in conjunction with Ford, was designed to meet the FIA’s latest R2 regulations.

Designers started from a clean slate, so the new model shares little with the previous one. Most components of the rally car have been rethought and upgraded.

Motivating the Fiesta R2 is a 1.0-liter turbocharged I-3 that produces 200 hp and 214 lb-ft of torque. Backing the engine is a Sadev five-speed sequential transmission with an AP Racing two-disc plate clutch and a limited-slip differential.

The new suspension includes Reiger adjustable dampers (3-way front, 2-way rear adjustable) with Eibach springs that can be ordered with hard or soft springs. Alcon supplied the competition brake calipers, rear solid rotors, and the brake master cylinder. The front rotors are ventilated AP Racing units, and the rally car rides on OZ Racing wheels.

Electronics consist of a Life Racing F88 control unit with a digital dashboard, a three-stage anti-lag system, and an M-Sport power distribution unit. Additional technical specifications can be found here.

Previous Fiesta R2 rally cars have launched the careers of drivers like Ott Tänak, Elfyn Evans, Craig Breen, and Pontus Tidemand.

Teams can now place their orders for M-Sport’s latest Fiesta R2.

Source: Ford Performance

The post Ford Fiesta R2 Prepares for Junior WRC Championship appeared first on MotorTrend.

Sales are down 31 percent to 82,938 units in the first 11 months of 2018.

The Genesis brand has been on a roll lately. After debuting three sedans in three years—including the G70, the 2019 MotorTrend Car of the Year—Genesis is now looking to expand its lineup with SUVs. The GV80 Concept, which debuted at the 2017 New York auto show, was the first SUV ever to be seen from Genesis, and the production version could be ready next year. We talked to Luc Donckerwolke, the newly appointed chief design officer of Hyundai Motor Group, at the L.A. auto show about the upcoming SUVs from the luxury brand.

The GV80, which should compete against the BMW X5 and Mercedes-Benz GLE, is expected to arrive as a 2021 model, and its design is finished. Donckerwolke added that we should expect its styling to stay close to the concept from New York, which featured a futuristic look with clean and crisp lines.

The Genesis GV80 concept

“Just to give you an idea, the same design team that designed the GV80 concept [also] designed the production model,” Donckerwolke said. “So what you’ve seen it’s basically the design. Again, it’s more mature, it has more quality and more functionality applied to it, but it’s basically designed.”

Donckerwolke also said that we should expect a different design flavor in Genesis’ two upcoming SUVs. The GV70 could compete against the Volvo XC60, BMW X3, and Mercedes-Benz GLC, and like the G70 sedan, it could bring more sportiness to the lineup.

“And the two SUVs will also have—like the G90, G80, G70—their own personality, and so the GV80 is the bigger one. There will be another one, which will be more sporty, more emotional, but we will play the same strategy. Each car will have its own identity,” he said. The designer also alluded that there’s another SUV coming, and we’ve heard rumors about a compact crossover joining Genesis’ lineup.

Given that Genesis is a new brand, Donckerwolke and his team enjoy the freedom they have with their designs, but his main goal is to differentiate the styles from the competition. When asked if he had a benchmark, he said: “I mean, I’m trying not to because if we have a target, if we have somebody we’re looking at, we are limiting ourselves. I would like to have something quite unique and not targeting a company itself. Obviously, the whole architecture—like Mercedes and BMW, a rear-wheel-drive architecture—but we’re not really looking at them, and especially not in terms of design. I don’t want to look at them because we have a situation that nobody has. We are a new brand; so to target one competitor is actually limiting ourselves. It’s taking the freedom I have at the moment to create something unique, and obviously it’s difficult to make something unique when everything has been done already.”

With that freedom, Donckerwolke and his team are making sure their SUVs stand out in the crowded segment, adding functionality with other touches. He said: “An SUV is giving you a typology of vehicle that is addressing all the needs we have in terms of leisure functionality and professional functionality, but with a different flavor. When you do a sedan and you want to give a flavor, you give it sportiness—hinting at the race car. When you do an SUV, you give it the flavor—what I call the Marlboro man flavor. It’s the cowboy. It’s the adventurer that everyone wants to be. This is what we’re giving to SUVs. This is why I believe that we have to give more emotionality to these SUVs.”

We’ll have to wait until next year to get a taste of Genesis’ SUV flavor.

 

 

The post Genesis Head Designer: Our SUVs Have No Design Benchmark appeared first on MotorTrend.

Tesla may be the standout player in the EV space right now, but that might not be the case for long. Over the next few years, most established automakers plan to introduce their own electric cars, while several startups hope to break into the market, as well. One of the most interesting of those startups is Rivian. We got a look at its first two vehicles, a pickup truck and an SUV, at the Los Angeles auto show this year. But Rivian’s third vehicle sounds like it will be especially cool.

Speaking with Autocar at the show, RJ Scaringe, Rivian’s founder and CEO, said the brand’s third entry will be a rally-inspired performance car. And while he didn’t specifically mention Local Motors, the car he described sure sounds like an electric version of the impossibly cool Rally Fighter.

“The third vehicle will have a smaller wheelbase [than the R1S SUV] and will be the Rivian interpretation of a rally car with a lot of ground clearance,” said Scaringe. He also described its performance as “bananas.” That said, it won’t be some sort of barely street-legal race car. Scaringe said he believes all Rivians should offer a “combination of on- and off-road performance, and a level of functionality that’s unique in its space.”

And because Rivian builds its vehicles on a skateboard-like electric platform, Scaringe claims the startup can build all kinds of cool cars. “You could build an 800-hp R1T truck or a goods delivery van, or a shuttle bus,” he said.

We may be more interested in the 800-hp pickup truck, but we can admit commercial vans and buses have their charms, too. This Rally Fighter-like EV has piqued our interest, and hopefully we don’t have to wait long to see it.

Source: Autocar

The post Rivian’s Third Vehicle Will Be an Electric Rally-Style Car appeared first on MotorTrend.

Thirty-one percent of single-parent households are below the poverty threshold.

The press was once eager to paint the Chevrolet Volt as the future of General Motors.

Morgan Stanley suspects that Ford will lay off nearly twice as many employees as General Motors

Waymo launched a new commercial self-driving car service today. For now, the service is limited to members of Waymo’s early driver research program, but it will eventually roll out to more of the public.

Dubbed Waymo One, the service introduces a new app. Users can access the app 24 hours a day, 7 days a week to book a ride. The process is pretty simple: Confirm the pickup location and type in a desired destination. Before completing the request, the app shows drivers how much they can expect to pay for the trip. Yes, unlike in the research program, these rides aren’t free. Waymo didn’t reveal prices, but said they will vary based on factors including time and distance to the destination.

Initially, Waymo drivers will sit inside the autonomous vehicles as a backup, even though the early rider program has provided fully driverless rides with no one behind the wheel. The service will be available only in the Metro Phoenix area at launch. If riders have any questions during a trip, they can contact a support agent through the app. Screens inside the autonomous vehicle shows key details of the route during the trip.

The early rider program will continue alongside Waymo One. The research program will test new features before they become available on the paid service. Vehicles in the fleet include Chrysler Pacifica Hybrid minivans outfitted with autonomous gear.

Source: Waymo

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We have seen from the spy shots of the C8 Mid-Engine Corvette at the Nurburgring earlier this year that showed the coupe version with a rear hatch that will most likely contain a window for viewing the engine compartment.

It seems that rear window will have a dual purpose based on this new GM patent application that was unearthed over at Road and Track.

Continue reading Patent Application Details the C8 Corvette’s Engine Compartment Cooling Vents at Corvette: Sales, News & Lifestyle.

CEO Mary Barra returns alongside Mark Reuss, Pam Fletcher and others.

As part of the settlement of Volkswagen’s diesel-emissions cheating scandal, the German automaker agreed to invest heavily in electric vehicle technology. That included committing to build thousands of EV charging stations around the U.S., and it was later followed up with a plan to add dozens of EVs to its lineup over the next several years. Now it sounds like VW is so seriously committed to EVs, its gasoline-powered cars aren’t long for this world.

Bloomberg reports that Volkswagen Group will introduce a new generation of gasoline and diesel cars beginning in 2026. After that, it plans to phase out internal combustion engines altogether. By 2030, VW says it will offer hybrid or electric versions of its entire 300-plus vehicle lineup.

“Our colleagues are working on the last platform for vehicles that aren’t CO2 neutral,” Michael Jost, the Volkswagen brand’s head of strategy, told Bloomberg. “We’re gradually fading out combustion engines to the absolute minimum.”

While Volkswagen already sells an electric version of its Golf hatchback, the group’s first long-range EV will be the Porsche Taycan, which goes on sale next year. Audi recently showed off the E-Tron GT, an electric sedan that will begin production in 2020. And Volkswagen will soon have a three-car lineup of long-range EVs of its own.

Source: Bloomberg

The post Next Generation of Gasoline Engines Will Be Volkswagen’s Last appeared first on MotorTrend.

It occurred to me this morning after watching this presentation of the 2019 Corvette ZR1 at the LA Auto Show that it was one year ago today that I flew to LA for a one-day stay to see the new Corvette for the first time. The trip, dubbed BONZAI Run to the ZR1 was definitely an experience to remember as about 30 Corvette enthusiasts from all parts of the USA and Canada met for a day of ZR1 fun at the auto show.

Continue reading [VIDEO] 2019 Corvette ZR1 Presentation at the 2018 LA Auto Show at Corvette: Sales, News & Lifestyle.

As governments push for tighter fuel economy regulations, there’s a real concern that future legislation will restrict the use of classic cars. To combat this fear, Aston Martin will offer EV powertrain conversions for its heritage models.

The first classic car to receive Aston Martin’s “cassette” EV powertrain is the 1970 DB6 MkII Volante. The “cassette” is enclosed within its own self-contained cell and sits on the original engine and gearbox mountings. Cords from the power unit feed the car’s electrical systems. “Power management is operated via a dedicated screen, which is discreetly fitted to the car’s interior,” Aston Martin says. The conversion is reversible, meaning drivers can choose to reinstate the original powertrain whenever they want.

Right now, the EV powertrain conversion is in the concept phase. Expect production versions to include key components from the Rapide E. In making the concept, Aston Martin says it derived inspiration from the Rapide E and its planned new range of Lagonda electric vehicles.

Aston Martin Works, the division in charge of the automaker’s heritage models, will begin converting classic cars for customers in 2019.

The idea of converting classic cars to electric power is not a new one. As we previously reported, Jaguar will start selling electric E-Types in the summer of 2020. It will also convert old E-Types to electric power at its Classic Works facility in Coventry, U.K., and like the Aston Martin conversions, the process is reversible.

Source: Aston Martin

The post Aston Martin Will Offer EV Conversions for Classic Cars appeared first on MotorTrend.

A First Alert fire extinguisher can be your first line of defense in case of a fire in your home, boat, car or business. The Standard Home Fire Extinguisher is ideal for use in any household location and is designed to fight wood; paper; fabric; flammable liquid and electrical fires. This item meets bureau of motor carriers and UL standards and can be recharged by a certified professional.

Continue reading [AMAZON] First Alert Standard Home Fire Extinguisher Now 47% Off at Corvette: Sales, News & Lifestyle.

Prepare for a Korean pickup truck.

A new Corvette Forum user posted some information about the up-coming mid-engine Corvette that has the internet and the forums going crazy.