While I am loathe to directly quote a press release, I’m doing so here to make a point:
“In 2007, the F brand launched with IS F, a super sedan that catapulted the Lexus brand onto tracks and into driving purists’ hearts with a specially built 416 horsepower V8, track-tuned chassis and street-dominating attitude.
“Then came the Lexus LFA, a V10-powered supercar that sent a 552 hp, carbon-fiber shockwave through the world’s top sports car echelon.”
“The ‘F’ stands for Fuji Speedway, where Lexus conducts much of its high-speed development. It could also stand for fun, as defined by three key elements: response, a continuous-acceleration feeling, and a sound that excites.”
The 2014 Lexus CT 200h in question here is the “F Sport” model.
Mind you, it is not a CT 200hF. But it has “F” accoutrements. Well, at least the grille is different than the ordinary model. There is a sport-tuned suspension. It rides on 17s. The steering wheel and shift knob are leather covered. And there is a nice F badge. Etc.
· Super sedan.
· Super car.
· Fuji Speedway.
· CT 200h.
As they say in those quizzes: “What doesn’t belong?”
The CT 200h is a sheep in wolf’s clothing.
Mind you, I really like the CT 200h, which, in the event you don’t know, is a hybrid. It has a 98-hp, 1.8-liter, four-cylinder engine that’s mated to the motors of the Hybrid Synergy Drive system for a total system output of 134 hp.
In “Redline” exterior paint, with black NuLuxe seats (a material that is not leather but seems like leather), and the huge aluminum pedals, it looks like a hot hatch.
But even if you turn the dial to the “Sport” mode (the other options are “Normal” and “Eco,” and there is a separate button that allows long-speed, short-distance EV travel), even though it adjusts throttle and steering response, you are not going to think to yourself, “Damn, this is a car that I just can’t wait to get to the nearest racetrack—if I don’t get a speeding ticket on my way there!”
In all honesty: while coming to speed on I-275 here in the Detroit metro, I became a bit discomfited. It got there, eventually, and then sailed right along, but if it is acceleration you’re looking for, perhaps the IS F is what you’re looking for—in fact, you might not even need to get to the IS F, as the 306-hp IS350 is plenty responsive (and you can get the F SPORT package for this, too, and really end up with a more credible car in the “super” category).
The remarkable part about the CT 200h is the miles per gallon performance, which I found to be better than that listed on the window sticker. I got 45 mpg without turning the nob to “Eco.” The sticker says a combined 42 mpg, so that’s certainly nothing to sniff at. While in recent months gas prices have remained fairly stable—and it should be noted that the car takes regular—and so people have generally thought that opting for a hybrid may not be worth it, two points:
1. Hybrid or not, the CT 200h is a nice car in that compact luxury category.
2. Do you honestly think that gas prices are going to continue to be low, or do you think that maybe, just maybe, if there is a war in the Middle East things may change pronto?
If you’re looking for a small, luxury hatch—and admittedly, there aren’t a whole lot of people in the U.S. for whom that statement has any relevance, as “luxury” and “hatch” seem to be words that can’t come together—then the CT 200h could be just the thing.
As to whether you’d opt for the F version or not—and the F additions look good, but the performance. . .not so much—is a matter of taste and perspective.
Mind you, Lexus not the only luxury brand that offers this sort of kit for cars that are not going to leave the person in the lane next to you shaking their head at the alacrity with which you get away when the signal turns green, but the CT 200h play is really about really good fuel efficiency. While there are plenty of other hybrids available, realize that you can count the ones that have a specific body style pretty much on one hand (and if you take the Prius variants out, you’ve got fingers left over).
This one is well done, indeed.
Engine: 1.8-liter DOHC four
Horsepower: 98 @ 5,200 rpm
Materials: Aluminum block and heads
Total system output: 134 hp
Transmission: electronically controlled continuously variable
Steering: Electric power steering
Wheelbase: 102.4 in.
Length: 171.2 in.
Width: 69.5 in.
Height: 57.3 in.
Coefficient of drag: 0.29
Seating capacity: 5
EPA passenger volume: 86.1 cu. ft.
EPA cargo volume: 14.3 cu. ft.
EPA: mpg city/highway/combined: 43/40/42 mpg
Although this illustration appears to be a man standing next to either a major appliance or a classic minicomputer from a company like Digital Equipment Corp. (DEC) from back in the day. . .
. . .it is actually a 3D printer that will soon be launched by German RepRap. Although the company is known for its personal printers based on the fused filament fabrication (FFF) process, this one is for commercial customers. (FFF, in case you’re wondering, is basically a process in which a plastic filament, such as PLA or ABS, is driven from a spool, through a heater that melts it, and then onto a platen in a directed manner so as to build up, layer by layer (with layer heights of up to 0.5 mm), the required object.)
The printer, as yet unnamed, as it will be introduced at the Euromold event in Frankfurt in late November, so the marketing people have some time to come up with a moniker, has a printing volume of 1,000 x 800 x 600 mm.
The company insists that this is not a scaled-up version of its X400 machine. The X400 has a print capacity of 400 x 400 x 350 mm.
Perhaps between now and Euromold the company will come up with a name that isn’t X1000. Something more imaginative, perhaps.
Russ Ruedisueli is vehicle line executive and Head of Engineering at SRT. Which means that Ruedisueli and his team create cars that go fast. Really fast. They engineer cars where everything is functional toward that end. They engineer cars that are stylish enough for show, but they are most certainly about go.
Like the 2015 Dodge Challenger SRT Hellcat. As Ruedisueli points out in this edition of “Autoline After Hours,” the speed of an SRT product is not electronically limited. And the Hellcat—which was the internal code name for the 6.2-liter HEMI engine that has become the moniker for this version of the SRT Challenger—has/is a 707-hp supercharged engine. If mated to a Torqueflite 8H90 transmission, the curb weight of the car is 4,439 lb. If mated to a six-speed manual Tremec TR-6060, the curb weight is 4,449 lb.
So think about that: 707 hp. 4,449 lb. Pretty quick.
Ruedisueli talks about the engine that is the highest horsepower mill that Chrysler has ever produced. About the forged-steel crankshaft with induction-hardened bearing surfaces, a crank that can withstand firing pressures of 110 bar. About the high-strength forged-alloy pistons. The heat-treated aluminum-alloy cylinder heads. Cast-iron block. About the supercharger that can handle up to 30,000 liters of air per minute.
About the exterior design that includes such things as the “Air Catcher” inlet port, which is located at the driver’s side parking lamp and feeds air right into the engine air box. About the hood with dual air extractors.
The Hellcat is at the top of the horsepower ratings among the offerings of the Detroit Three by some non-trivial measure. Ruedisueli admits that when they were thinking about developing the engine, they assessed what the other guys were doing, estimated where the other guys were going, and, in effect, decided to go big with the Hellcat.
It is an interesting story that Ruedisueli tells that’s of interest to engineers and auto enthusiasts alike. And especially to those who happen to be both.
In addition to which, John McElroy, Chris Paukert of Autoblog.com and I discuss a variety of subjects including the “firing” of Ferrari chairman Luca di Montezemolo, the passing of auto industry icon Jim Harbour, the characteristics of the forthcoming fourth-generation Mazda MX-5 (a.k.a., Miata), and a whole lot more.
And you can see it here:
It’s going to be a few weeks until Infiniti reveals the Q80 Inspiration at the Paris Motor Show, at the Parc des Expositions de Versailles on October 2, but they have released this photographic tease:
The company says “Its very dimensions place the Q80 Inspiration clearly at the peak of the Infiniti range,” and while they didn’t provide those dimensions, given the fact that it is an “80” and presently the largest number in the sedan lineup is “70,” it is a bigger car. The Q70L is 202-in. long and has a 120.1-in. wheelbase, so presumably it is somewhat longer than that.
Infiniti describes the Q80 Inspiration as a “low-slung, ingeniously aggressive four-passenger fastback.” Given the roofline of this image, “low-slung” seems to be an understatement. And that makes it seem as though at least two of those four-passengers are going to have to be rather short or they’re going to be enduring a crooked neck.
But after all, it is a concept, n’est-ce pas?
These are automotive rearview cameras:
They are the sort of thing that you’d image would be produced in a place like China, Thailand, India, or some other country far, far away from Michigan.
Come 2018, there are going to be a whole lot of rearview cameras made and deployed because the U.S. National Highway Traffic Safety Administration has announced a rule that calls for some sort of rear-visibility technology on all vehicles under 10,000 lb., which pretty much includes all light cars and trucks. And cameras fit the bill.
But speaking of a whole lot of cameras, that picture is of product from Magna International Inc.
What’s notable is that they were produced in a 130,000-square-foot facility. . .in Holly, Michigan.
What’s more: Magna Electronics Holly has produced 10-million of them.
And according to Magna, it is the only rearview camera maker in the U.S.
(Of course, Magna has facilities elsewhere, too. As Swamy Kotagiri, Magna Chief Technical Officer, pointed out, “With engineering and manufacturing teams in the U.S., Germany and China, Magna is uniquely positioned to support our global customers with our innovative camera technology.” This is one of the few times that you’ll see a quote from an executive where the word “uniquely” really does apply, given the U.S.-based camera manufacturing status.)