’69 Chevrolet Chevelle Slammer Packs 535-HP Crate Engine for SEMA

Bobby Alloway hot rods are known for their big wheels, low ground clearance, super-clean detailing, and otherwise largely stock appearance. His style has found plenty of fans in the new-car design world, so when the Chevy design team set out to build a SEMA showcase for its new LT376 crate engine and 4L75E four-speed automatic transmission, they went for a pure Bobby Alloway look. They also chose a vehicle that tugged at the heartstrings of Chevy’s VP of performance vehicles and motorsports, Jim Campbell—his first car was a ’69 Chevelle.

The new 535-hp 6.2-liter LT376 crate engine and 4L75E transmission are engineered as a complete drop-in powertrain solution, shipped with the controllers and harnesses required to make them work in a vintage installation like this one. Naturally, adding that much modern horsepower to a vintage car would be irresponsible without upgrading the rest of the chassis, so this project gets a six-piston front and four-piston rear disc brake setup (the rear parts are still in prototype stage, but the fronts are already available). An air suspension allows the car to crouch down on those 18-inch front, 20-inch rear tires when parked, and then elevate to clear gum wrappers and similar road hazards when in motion.

The design work is impressive. Since the point of the car is to showcase the engine, the under-hood compartment is dressed up with a completely smooth firewall and closure panels to cover up the cooling system and other unattractive necessities. This clean sheet metal nicely frames both the engine and the bright red cold-air intake filter. Up front there’s a chromed aluminum billet grille, full LED lighting, and body color bumpers that have been sectioned and reshaped to minimize their protrusion while still appearing stock. The interior gets a red upper, black lower treatment, with everything wrapped in leather to match the stuff covering the 2016 Camaro front bucket seats.

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Elon Musk Takes Leonardo DiCaprio through Tesla Gigafactory (W/Video)

In a new documentary entitled “Before the Flood,” Leonardo DiCaprio talks with a variety of people who help paint a picture of today’s environmental issues. In one segment, the actor and U.N. Messenger of Peace meets with Tesla CEO Elon Musk to explore the company’s Gigafactory.

What would it take to transition the world from fossil fuels to sustainable energy? Musk poses the question to DiCaprio and provides a surprisingly simple answer—an answer that relates to the massive building they are both standing in.

Tesla broke ground on the Gigafactory outside Sparks, Nevada back in 2014. In its recent 2016 Q3 report, the green company confirmed that plans for the Gigafactory to begin cell production later this year for energy storage products are still on track. Later, in the second half of 2017, the Gigafactory will support production and deliveries of the new Tesla Model 3 sedan. When the Tesla Gigafactory is complete, it is expected to have the largest footprint of any building in the world, Musk says. Earlier this year, we had the opportunity to photograph Tesla’s new entry-level sedan at the Gigafactory, and we had many revelations throughout the experience.

“Before the Flood” premieres October 30 on the National Geographic Channel.

Source: National Geographic via YouTube

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Hyundai, Kia Pay $41 Million for Overstated Fuel Economy Ratings

Hyundai and Kia have agreed to pay $41.2 million to resolve an investigation by 33 states over misstated fuel economy ratings.

In 2012, the Korean automakers readjusted fuel economy numbers for around 1.2 million vehicles after announcing that a “procedural error” in their testing operations led to overstated ratings. Although ratings on the affected 2011-2013 model year vehicles went down around 1-2 mpg, Hyundai made it clear in a statement that it admits to no wrongdoing or violation of laws.

“Even with our adjusted ratings, we are encouraged that Hyundai continues to lead the automotive industry in fuel efficiency and environmental performance,” said Hyundai CEO David Zuchowski in a statement this week.

Models affected by the fuel economy issue included some vehicles that were originally rated to hit 40 mpg on the highway, including versions of the Elantra,  Accent, Veloster, Rio, and others. Hyundai’s reputation was built on these high ratings in a time when gas prices were persistently high.

The resolution brings an end to a long legal process that has haunted the two automakers. In 2013, Hyundai and Kia had to pay $350 million in a settlement with the EPA and Department of Justice. The automakers also reimbursed owners for the additional cost of fuel associated with the change in EPA ratings.

Source: Hyundai, Automotive News (Subscription Required)

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Nissan Titan XD: 2017 Motor Trend Truck of the Year Contender

We Like: The premise of a three-quarter-ton truck for a half-ton price.

We Don’t Like: That it doesn’t meet its premise.

New engines are a big deal in Truckland, which is why the Titan XD returns to TOTY this year—this time with Nissan’s familiar 5.6-liter gas V-8. But the new offering simply did not impress, and it seriously underperformed in a couple crucial tests.

“On-road performance feels just about adequate,” Benson Kong said. “The fuel economy is not great for a tweener class truck.”

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Also, the performance gap with the light-duty Titans with the same engine made the XD feel “stunted,” Kong added. The V-8 has a loud, proud engine note at wide-open throttle, but a lot of time is spent there, particularly when towing, and power delivery often fell short.

“Both Titans struggled to reach 55 mph up the grade,” Scott Evans said. Not only did the XD perform poorly on its way up, but its cruise control also couldn’t hold speed downhill.

That said, if you tow or haul regularly, the Titan XD is the way to go with its extra capability.

The XD’s exterior design was largely given the thumbs up. But the interior was a less compelling array of the familiar, routine Nissan knobs, buttons, and switches—not to mention the low-res screen and glitchy infotainment system.

Our judges split on ride comfort, with Mark Rechtin and Kim Reynolds preferring the Titan XD’s ride over the either Ford’s for bumpy surfaces, although Rechtin noted the XD’s suspension became distressed more quickly when road quality deteriorated.

“Unless you absolutely won’t buy domestic, there’s no compelling case for this truck,” Evans said in summing up the XD’s OTY fate. “It’s not that it’s bad. It’s that the competition is better.”

2016 Nissan Titan XD 4×4 Platinum Reserve V8
POWERTRAIN/CHASSIS
DRIVETRAIN LAYOUT	Front-engine, 4WD
ENGINE TYPE	90-deg V-8, alum block/heads
VALVETRAIN	DOHC, 4 valves/cyl
DISPLACEMENT	338.8 cu in/5,552 cc
COMPRESSION RATIO	11.2:1
POWER (SAE NET)	390 hp @ 5,800 rpm
TORQUE (SAE NET)	401 lb-ft @ 4,000 rpm
REDLINE	6,300 rpm
WEIGHT TO POWER	17.5 lb/hp
TRANSMISSION	7-speed automatic
AXLE/FINAL/LOW-DRIVE RATIO	3.36:1/2.60:1/2.72:1
SUSPENSION, FRONT; REAR	Control arms, coil springs, anti-roll bar; live axle, leaf springs, anti-roll bar
STEERING RATIO	19.0:1
TURNS LOCK-TO-LOCK	3.8
BRAKES, F; R	14.2-in vented disc; 14.4-in vented disc, ABS
WHEELS, F;R	7.5 x 20-in cast aluminum
TIRES, F;R	LT265/60R20 121/118R (M+S) General Grabber HTS
DIMENSIONS
WHEELBASE	151.6 in
TRACK, F/R	68.6/68.6 in
LENGTH x WIDTH x HEIGHT	242.7 x 80.7 x 78.8 in
TURNING CIRCLE	53.8 ft
CURB WEIGHT	6,840 lb
WEIGHT DIST, F/R	56/44%
SEATING CAPACITY	5
HEADROOM, F/R	41.0/40.4 in
LEGROOM, F/R	41.8/38.5 in
SHOULDER ROOM, F/R	63.3/63.6 in
PICKUP BOX VOLUME	57.8 cu ft
PICKUP BOX L x W x H	77.8 x 61.7 x 20.8 in
WIDTH BET WHEELHOUSES	50.0 in
PAYLOAD CAPACITY	1,810 lb
TOWING CAPACITY	11,000 lb
TEST DATA
ACCELERATION TO MPH Unladen / towing 7,000 lb
0-30	2.4 / 4.6 sec
0-40	3.8 / 7.2
0-50	5.3 / 10.2
0-60	7.4 / 15.1
0-70	9.7 / 20.7
0-80	12.4 / 28.1
0-90	16.8 / —
0-100	21.6 / —
PASSING, 45-65 MPH	4.1 / 9.2
QUARTER MILE	15.7 sec @ 87.5 mph / 20.1 @ 68.9 mph
BRAKING, 60-0 MPH	124 ft
LATERAL ACCELERATION	0.75 g (avg)
MT FIGURE EIGHT	28.2 sec @ 0.60 g (avg)
TOP-GEAR REVS @ 60 MPH	1,700 rpm
CONSUMER INFO
BASE PRICE	$56,715
PRICE AS TESTED	$57,110
STABILITY/TRACTION CONTROL	Yes/Yes
AIRBAGS	Dual front, front side, f/r curtain
BASIC WARRANTY	5 yrs/100,000 miles
POWERTRAIN WARRANTY	5 yrs/100,000 miles
ROADSIDE ASSISTANCE	3 yrs/36,000 miles
FUEL CAPACITY	26.0 gal
REAL MPG, CITY/HWY/COMB	11.6/16.0/13.2 mpg
EPA CITY/HWY/COMB ECON	Not rated
ENERGY CONS, CITY/HWY	Not rated
CO2 EMISSIONS, COMB	Not rated
RECOMMENDED FUEL	Unleaded regular

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Ram 2500/3500 HD: 2017 Motor Trend Truck of the Year Contender

We Like: The exterior design; the 2500’s ride; the 3500’s muscles.

We Don’t Like: The aged interiors; the 2500’s muscles; the 3500’s ride.

We simply do not understand gasoline-powered heavy-duty trucks. Fundamentally speaking, who will buy one? “For serious hauling and towing, gasoline is not the way to go,” Scott Evans said. “The torque of a diesel makes the 3500 so much more drivable in all conditions.”

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Not entirely. Take, for instance, the ride of the 3500 diesel dually. “Poor” doesn’t begin to describe it despite its $1,595 rear air suspension. “It rides like a truck from 10 years ago,” Ed Loh said. “I felt bumps and other vibrations like no other truck here on parts of the drive loop that I didn’t feel anything in any other truck.”

Weirdly, and probably due to its off-road package, the 2500 rode great. “How much is due to the Bilstein dampers?” Loh wondered.

The clattery Cummins diesel is capable, but it’s hindered by driveline lash. “It’s brilliant at towing and in doing all those things a monster like this is born for,” Kim Reynolds said. “But the rest of the time, it’s a pretty miserable road partner.”

The heavy-duty Rams’ biggest problem, however, is that everything it can do, both Ford Super Duties can do better. Towing, hauling, phone connectivity, mirror coverage, interior features and fabrics—you name it, the burly Ford has the Ram beat. Except for one thing: looks.

Even if the bull’s-nostrils grille isn’t your thing, you have to admire the big Ram’s Kardashianesque hips. “The styling for the dually is almost sexy in its swoopiness,” Mark Rechtin said. Chris Walton concurred: “Tom Gale’s styling legacy is aging extremely well, and the truck looks as tough as ever.” Amen.

	2017 Ram 2500 SLT 4×4 Off Road 6.4	2016 Ram 3500 Limited 4×4 Cummins
POWERTRAIN/CHASSIS
DRIVETRAIN LAYOUT	Front-engine, 4WD	Front-engine, 4WD
ENGINE TYPE	90-deg V-8, iron block/alum heads	Turbodiesel I-6, iron block/head
VALVETRAIN	OHV, 2 valves/cyl	OHV, 4 valves/cyl
DISPLACEMENT	391.6 cu in/6,417 cc	408.2 cu in/6,690 cc
COMPRESSION RATIO	10.0:1	16.2:1
POWER (SAE NET)	410 hp @ 5,600 rpm	385 hp @ 2,800 rpm
TORQUE (SAE NET)	429 lb-ft @ 4,000 rpm	900 lb-ft @ 1,700 rpm
REDLINE	Not indicated	3,200 rpm
WEIGHT TO POWER	18.2 lb/hp	22.4 lb/hp
TRANSMISSION	6-speed automatic	6-speed automatic
AXLE/FINAL-DRIVE/LOW-RANGE RATIO	4.10:1/2.58:1/2.64:1	4.10:1/2.58:1/2.64:1
SUSPENSION, FRONT; REAR	Control arms, coil springs, anti-roll bar; live axle, coil springs, anti-roll bar	Control arms, coil springs, anti-roll bar; live axle, air springs, anti-roll bar
STEERING RATIO	15.6:1	15.3:1
TURNS LOCK-TO-LOCK	3.2	3.3
BRAKES, F; R	14.2-in vented disc; 14.1-in vented, disc, ABS	14.2-in vented disc; 14.1-in vented disc, ABS
WHEELS, F;R	8.0 x 18-in cast aluminum	6.0 x 17-in forged aluminum
TIRES, F;R	275/70R18 125/122S (M+S) Firestone Transforce AT	235/80R17 120/117R (M+S) Nexen Roadian HTX RH5
DIMENSIONS
WHEELBASE	160.0 in	169.3 in
TRACK, F/R	68.3/68.2 in	69.5/75.8 in
LENGTH x WIDTH x HEIGHT	248.4 x 79.1 x 78.3 in	259.3 x 96.4 x 78.9 in
TURNING CIRCLE	47.7 ft	53.0 ft
CURB WEIGHT	7,466 lb	8,628 lb
WEIGHT DIST, F/R	56/44%	59/41%
SEATING CAPACITY	5	5
HEADROOM, F/R	41.0/40.3 in	41.0/40.3 in
LEGROOM, F/R	41.0/43.3 in	41.0/43.3 in
SHOULDER ROOM, F/R	66.0/65.7 in	66.0/65.7 in
PICKUP BOX VOLUME	61.1 cu ft	61.1 cu ft
PICKUP BOX L x W x H	76.0 x 66.4 x 20.2 in	76.0 x 66.4 x 20.2 in
WIDTH BET WHEELHOUSES	51.0 in	51.0 in
PAYLOAD CAPACITY	2,544 lb	5,372 lb
TOWING CAPACITY	15,240 lb	30,310 lb
TEST DATA
ACCELERATION TO MPH
0-30	2.8 sec	2.9 sec
0-40	4.2	4.5
0-50	6.2	6.4
0-60	8.3	8.6
0-70	10.6	11.5
0-80	13.7	14.9
0-90	17.3	19.3
0-100	—	25.2
PASSING, 45-65 MPH	4.2	4.6
QUARTER MILE	16.2 sec @ 87.3 mph	16.6 sec @ 84.0 mph
BRAKING, 60-0 MPH	136 ft	134 ft
LATERAL ACCELERATION	0.71 g (avg)	0.69 g (avg)
MT FIGURE EIGHT	29.7 sec @ 0.54 g (avg)	30.0 sec @ 0.55 g (avg)
TOP-GEAR REVS @ 60 MPH	1,600 rpm	1,700 rpm
CONSUMER INFO
BASE PRICE	$48,030	$69,610
PRICE AS TESTED	$54,335	$76,540
STABILITY/TRACTION CONTROL	Yes/Yes	Yes/Yes
AIRBAGS	6: Dual front, front side, f/r curtain	6: Dual front, front side, f/r curtain
BASIC WARRANTY	3 yrs/36,000 miles	3 yrs/36,000 miles
POWERTRAIN WARRANTY	5 yrs/60,000 miles	5 yrs/60,000 miles
ROADSIDE ASSISTANCE	5 yrs/100,000 miles	5 yrs/100,000 miles
FUEL CAPACITY	31.0 gal	32.0 gal
REAL MPG, CITY/HWY/COMB	9.2/15.9/11.4 mpg	13.3/17.3/14.8 mpg
EPA CITY/HWY/COMB ECON	Not rated	Not rated
ENERGY CONS, CITY/HWY	Not rated	Not rated
CO2 EMISSIONS, COMB	Not rated	Not rated
RECOMMENDED FUEL	Unleaded regular	Diesel

 

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Nissan Titan: 2017 Truck of the Year Contender

We Like: The good ride quality and accurate steering.

We Don’t Like: The noisy engine and subpar pulling power.

Sometimes, fitting into a group can take time. Ask any rat race–weary Manhattanite who’s attempted to relocate to small-town Maine. Or the four-wheel analogue—an Asian automaker entering the long-calcified American full-size truck segment. Let’s just say Toyota and Nissan haven’t been invited to join the Detroit Athletic Club.

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And now, as Nissan continues to roll out its second-gen Titan, the standard-duty variant is finally one of the boys. All our judges noted the Titan’s smooth ride. Mark Rechtin found a “much smoother ride than the Ford in routine around-town travel.” And everybody fell for the stark simplicity, light weight, and happy handling of the bare-bones Titan S single-cab work truck. That version hauls, ahem, mulch.

But as the features (and weight) climbed, performance dropped. At full-boot throttle, the Titan’s 5.6-liter engine is harsh. The Titan also struggled up the Davis Dam tow climb and oversped its cruise control on the way down. “It stumbled off the line, both unladen and especially with the trailers attached,” Chris Walton said. “Perhaps this is a gentle throttle-map strategy, but I would’ve expected some snap from the big V-8.”

Its styling is either refreshingly differentiated from the domestic brands or simply falls short of them. And the interior content quality, features, and packaging, including seat comfort and the reach to change radio stations, fall short of class-topping Ford.

At its heart, the Titan is a me-too pickup, and that’s not enough to gain entrance to the club. As I said, “It’s simply a competent alternative.”

	2017 Nissan Titan 4×4 Platinum Reserve	2017 Nissan Titan 4×4 S (Single-Cab)	2017 Nissan Titan 4×4 SL
POWERTRAIN/CHASSIS
DRIVETRAIN LAYOUT	Front-engine, 4WD	Front-engine, 4WD	Front-engine, 4WD
ENGINE TYPE	90-deg V-8 alum block/heads	90-deg V-8 alum block/heads	90-deg V-8 alum block/heads
VALVETRAIN	DOHC, 4 valves/cyl	DOHC, 4 valves/cyl	DOHC, 4 valves/cyl
DISPLACEMENT	338.8 cu in/5,552 cc	338.8 cu in/5,552 cc	338.8 cu in/5,552 cc
COMPRESSION RATIO	11.2:1	11.2:1	11.2:1
POWER (SAE NET)	390 hp @ 5,800 rpm	390 hp @ 5,800 rpm	390 hp @ 5,800 rpm
TORQUE (SAE NET)	394 lb-ft @ 4,000 rpm	394 lb-ft @ 4,000 rpm	394 lb-ft @ 4,000 rpm
REDLINE	6,300 rpm	6,300 rpm	6,300 rpm
WEIGHT TO POWER	15.3 lb/hp	13.9 lb/hp	15.2 lb/hp
TRANSMISSION	7-speed automatic	7-speed automatic	7-speed automatic
AXLE/FINAL-DRIVE RATIO	2.94:1/2.27:1/2.72:1	2.94:1/2.27:1/2.72:1	2.94:1/2.27:1/2.72:1
SUSPENSION, FRONT; REAR	Control arms, coil springs, anti-roll bar; live axle, leaf springs, anti-roll bar	Control arms, coil springs, anti-roll bar; live axle, leaf springs, anti-roll bar	Control arms, coil springs, anti-roll bar; live axle, leaf springs, anti-roll bar
STEERING RATIO	16.0:1	16.0:1	16.0:1
TURNS LOCK-TO-LOCK	3.0	3.0	3.0
BRAKES, F; R	13.8-in vented disc; 13.6-in vented disc, ABS	13.8-in vented disc; 13.6-in vented disc, ABS	13.8-in vented disc; 13.6-in vented disc, ABS
WHEELS, F;R	8.0 x 20-in cast aluminum	8.0 x 18-in steel	8.0 x 20-in cast aluminum
TIRES, F;R	275/60R20 114S (M+S) Goodyear Wrangler SR-A	265/70R18 114 (M+S) Toyo Open Country A26	275/60R20 114S (M+S) Goodyear Wrangler SR-A
DIMENSIONS
WHEELBASE	139.8 in	139.8 in	139.8 in
TRACK, F/R	68.1/68.1 in	67.9/67.9 in	68.1/68.1 in
LENGTH x WIDTH x HEIGHT	228.1 x 79.5 x 77.2 in	228.1 x 79.5 x 75.1 in	228.1 x 79.5 x 77.2 in
TURNING CIRCLE	48.2 ft (wall-to-wall)	48.2 ft (wall-to-wall)	48.2 ft (wall-to-wall)
CURB WEIGHT	5,974 lb	5,404 lb	5,927 lb
WEIGHT DIST, F/R	57/43%	60/40%	57/43%
SEATING CAPACITY	5	3	5
HEADROOM, F/R	41.0/40.4 in	41.0/ — in	41.0/40.4 in
LEGROOM, F/R	41.8/38.5 in	41.8/ — in	41.8/38.5 in
SHOULDER ROOM, F/R	63.3/63.6 in	63.3/ — in	63.3/63.6 in
PICKUP BOX VOLUME	49.8 cu ft	72.6 cu ft	49.8 cu ft
PICKUP BOX L x W x H	67.0 x 61.7 x 20.8 in	97.7 x 61.7 x 20.8 in	67.0 x 61.7 x 20.8 in
WIDTH BET WHEELHOUSES	50.0 in	50.0 in	50.0 in
PAYLOAD CAPACITY	1,326 lb	1,896 lb	1,373 lb
TOWING CAPACITY	9,230 lb	9,560 lb	9,230 lb
TEST DATA
ACCELERATION TO MPH
0-30	2.6 sec	2.4 sec	2.5 sec
0-40	3.8	3.5	3.7
0-50	5.2	4.9	5.1
0-60	6.9	6.5	6.8
0-70	9.2	8.6	9.1
0-80	11.7	11.0	11.6
0-90	14.4	13.6	14.3
0-100	—	18.0	19.0
PASSING, 45-65 MPH	3.5	3.3	3.5
QUARTER MILE	15.4 sec @ 92.9 mph	15.0 sec @ 93.9 mph	15.3 sec @ 92.7 mph
BRAKING, 60-0 MPH	123 ft	125 ft	126 ft
LATERAL ACCELERATION	0.72 g (avg)	0.74 g (avg)	0.74 g (avg)
MT FIGURE EIGHT	28.3 sec @ 0.59 g (avg)	28.7 sec @ 0.60 g (avg)	28.5 sec @ 0.60 g (avg)
TOP-GEAR REVS @ 60 MPH	1,500 rpm	1,400 rpm	1,500 rpm
CONSUMER INFO
BASE PRICE	$56,595	$32,000 (est)	$50,655
PRICE AS TESTED	$56,595	$32,000 (est)	$51,015
STABILITY/TRACTION CONTROL	Yes/Yes	Yes/Yes	Yes/Yes
AIRBAGS	Dual front, front side, f/r curtain	Dual front/side/curtain	Dual front, front side, f/r curtain
BASIC WARRANTY	5 yrs/100,000 miles	5 yrs/100,000 miles	5 yrs/100,000 miles
POWERTRAIN WARRANTY	5 yrs/100,000 miles	5 yrs/100,000 miles	5 yrs/100,000 miles
ROADSIDE ASSISTANCE	3 yrs/36,000 miles	3 yrs/36,000 miles	3 yrs/36,000 miles
FUEL CAPACITY	26.0 gal	26.0 gal	26.0 gal
REAL MPG, CITY/HWY/COMB	12.4/18.4/14.5 mpg	12.6/19.2/14.9 mpg	Not tested
EPA CITY/HWY/COMB ECON	15/21/18 mpg	15/21/18 mpg	15/21/18 mpg
ENERGY CONS, CITY/HWY	225/160 kW-hrs/100 miles	225/160 kW-hrs/100 miles	225/160 kW-hrs/100 miles
CO2 EMISSIONS, COMB	1.13 lb/mile	1.13 lb/mile	1.13 lb/mile
RECOMMENDED FUEL	Unleaded regular	Unleaded regular	Unleaded regular

 

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