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Monday, July 31, 2017

Exploring the Future of EV Charging With Continental’s AllCharge Concept – Technologue

In 1978 Honda ran commercials crowing that its uncatalyzed CVCC engines weren’t “choosy” about their fuel—they could run on regular leaded, premium leaded, or unleaded gasoline, so “you can be the one who’s choosy.”

Fast forward to today’s version of emerging technology, in which electric vehicle owners hope their current vehicles’ existing plug design, hardware, and software will be flexible enough to take full advantage of quicker charging options as they come online. Continental’s new AllCharge concept aims to assuage these anxious EV owners by emulating the CVCC’s omnivorous refueling appetite for electric charging as voltage and power levels evolve.

Before we tackle the new tech, let’s review how “normal” EV and PHEV charging works: A charger integrated into the onboard power electronics system accepts 110- or 220-volt AC wall current and “rectifies” it to DC current at the voltage required by the battery pack. These typically operate at a maximum rate of between 3 and 10 kW because higher current rates increase thermal loads, requiring a much larger cooling system. The fastest charging rates (e.g., 50 kW SAE, 120 kW Tesla Supercharger) handle the heat-intense AC-to-DC conversion off-board in a big, heavy, expensive charging station so all the car has to do is raise or lower the voltage level to whatever the battery uses.

Of course, during deceleration and braking all these electrified vehicles are able to run their motors and power inverters backward to put energy back into the battery. A lot of times that energy is going back into the system at well above 10 kW. So why not use this same pathway to charge the battery (potentially way more quickly) and ditch the mass and cost of the extra charger?

That was the inspiration for AllCharge—and in designing the system Continental managed to find some additional windfall benefits. Because the motor generates AC current, Level 1 and 2 electricity flows in through the stationary motor at rates that could potentially be as high as 43 kW if three-phase AC chargers ever appear in North America. The motor serves to filter out “dirty electricity”—noise generated by nearby fluorescent lights, dimmer switches, and the like. The inverter rectifies this clean power from AC to DC and then a “DC-DC Booster” delivers this power to the battery at the voltage it prefers (400 volts in the Conti demo vehicle). That DC-DC Booster is also able to accept incoming fast-charge current at up to 800 volts and 150 kW (with the potential for 350 kW if chargers become available and batteries someday prove capable of charging at that rate).

Why not use this same pathway to charge the battery (potentially way more quickly) and ditch the mass and cost of the extra charger?

Integrating the DC-DC device into the power-flow system has benefits even when unplugged. Because power equals voltage multiplied by current and because high-amp current flow generates heat, power can be more efficiently delivered at higher voltage and lower amperage. For this reason the DC-DC Booster can maintain 800 volts when supplying power to the motor. This constant voltage level promises to reduce stress on power inverters. Today power inverters generally operate at battery-pack voltage, which can vary widely with state of charge (a nominal 400-volt battery can swing between 470 and 270 volts). This also means that drivers of an AllCharge-equipped vehicle should experience no drop-off in performance as the battery nears the end of its charge.

Forcing the drivetrain inverter to manage all charging duties adds stress to that unit, though Conti points out that wall power is far more consistent than regen-braking power. Coping with the extra heat generated by the highest power-flow rates requires upgrading from plain silicon to costlier silicon-carbide diodes and switches, but these costs are more or less offset by ditching the onboard Level 1/2 charger, leaving costs competitive with a fast-charge-equipped EV. The SiC diodes help maintain roughly the same charging efficiency as today’s systems, as well.

Bottom line: As long as the plug and/or adapters fit, choosy AllCharge drivers should be able to take advantage of whatever charging rate best meets their needs.

llustration: Martin Leon Barreto

Bentley Flying Spur V8 S Gets Subtle Black Edition

To keep its lineup fresh, Bentley has introduced a Black Edition to the new Flying Spur V8 S.

It takes a careful eye to notice the updates, but they include dark tint headlights and taillights, black bezels, and black gloss finish on the radiator, window surrounds, headlight washer caps, and door handle inserts. Perhaps the biggest update involves the specially designed 21-inch seven-spoke Elegant wheels in a gloss black finish. Buyers can choose between red or black brake calipers.

Inside the cabin, look for two-tone leather upholstery and contrasting headliner bow, contrast stitching Piano Black veneer, and three-spoke Sport Plus steering wheel. As expected of a Bentley, the interior can be customized with a full range of colors and color combinations. When customers choose Mulliner Driving Specification, the Black Edition adds diamond-quilted hides in the seat and door panels.

Power remains the same. The model delivers 521 hp and 502 lb-ft of torque from its 4.0-liter V-8 engine. Bentley estimates a 0-60 time of 4.6 seconds and a top speed of 190 mph. The V8 S model slots between the 500-hp base model and the 626-hp Flying Spur W12 S.

Standard V8 S models come with a number of unique enhancements above other Flying Spurs. They receive black grille inserts, V8 S badging, and two-tone 20-inch wheels.

Source: Bentley

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Ground-Breaking Performance Seeks Breathtaking Beauty – The Lohdown

“Now a Ford car can be bought for something like a tenth of the cost of a Rolls [Royce], and in the real world, where things have to be paid for, many people would regard the Ford as more functional than the Rolls. But the external appearance of the Ford bears little relation to its mechanical workings; what we see is more or less a tin box put round the machinery by the bodymakers and the stylists. The mechanical, that is to say, the functional, parts of any modern mass-produced car, are not attractive, being made largely from bits of wire and bent metal which we find it difficult to admire however useful they may be.”

So writes the founder of material science, James Edward Gordon, near the end of his seminal book, “Structures: Or Why Things Don’t Fall Down.” First published in 1978, this highly readable treatise covers, as you might expect, the physics and engineering concerns of everything from bridges to boats, WWII bombers to Baroque cathedrals. Unexpected, at least by me, was Gordon’s prescient observations on the state of modern vehicle aesthetics, including the above passage and this zinger: “On the whole it may be fair to say that, as modern technology gets more and more functional, we can less and less bear to look at it.”

Now to be clear, I don’t completely agree with Gordon. I don’t believe that all modern cars are ugly and getting uglier—that’s not true. But as I glance through the cars in our ultimate new car buyer’s guide, I admit to being bored by many of the shapes and themes I see. There is a familiarity and safeness to modern vehicle design; with few exceptions, today’s cars all look like each other, or like they have for generations.

There is a familiarity and safeness to modern vehicle design

This is a substantial disconnect considering the massive strides in automotive performance and functionality. Cars, trucks, and SUVs have never been more capable, and we continue to push the boundaries of acceleration, top speed, energy efficiency, and load-carrying capability. Why hasn’t automotive design achieved similar aesthetics gains?

The simple answer is inertia. How form and function interact has been the key question since time immemorial, and modern design dictates that the former trail the latter. That form follows function is automotive design dogma—and the problem Gordon observed nearly 40 years ago.

We are hurtling toward a future where if we can dream it, by and large we can build it. Advances in exotic composites such as graphene and manufacturing processes such as rapid liquid printing (3-D printing in a gel suspension) mean we are able to redefine the limits of complex structures. The current, broadly accepted thinking for electric vehicle architecture places storage batteries in the floor and drive motors at or between the wheels—sort of like a powered skateboard. Ongoing development of drive-by-wire systems (including brake, throttle, and steering) with the aim of improved efficiency and reduced parts/manufacturing complexity further contributes to what is becoming an increasingly open vehicular floor plan. It is on foundations like these, which already incorporate energy storage, propulsion, and control elements, that future glittering chariots and gilded carriages should be reimagined and built.

Instead, the automotive designs on these pages and those coming just around the corner are largely iterative and evolutionary—slightly smoother adaptations of the same two- and three-box concepts (engine, passenger, cargo compartment) we’ve known for generations. The bits of wire and bent metal that underpin the modern car have made shocking advances since the Ford Model T. It is time that the surrounding tin box—and the mindset of the bodymakers and stylists that design it—change dramatically, as well.

2018 New Cars: The Ultimate Buyer’s Guide

With so many options, how do you know where to start your new-car search? For buyers not content to just buy the same car every five or six years, the new-car market can be overwhelming, but it doesn’t have to be that way. With the comprehensive Motor Trend ultimate buying guides and our online buyer’s guide features, we’ve got you covered. So search for your favorite cars below to get the basics on every new car and minivan available today (or soon). You’ll find engine specs, info on what’s new compared to last year’s models, and even IntelliChoice five-year retained value figures on many models.

Yes, you’ve got options; let us help with our buyer’s guide tools.

KEY

5M: 5-speed manual
6A: 6-speed automatic
6-sp auto-cl man: 6-speed auto-clutch manual
7-sp twin-cl auto: 7-speed twin-clutch automatic
FWD: front-wheel drive
AWD: all-wheel drive
RWD: rear-wheel drive

ALL-NEW
New inside and out, possible powertrain changes

MAJOR
Mid-cycle change updates, minor powertrain changes

MINOR
Special editions, significant new features

UNCHANGED
Minor trim or package changes, new colors

NHTSA AND IIHS RATINGS:
NHTSA and IIHS safety data is derived from recent model years.

INTELLICHOICE
Five-year retained value data may apply to common vehicle variants, not an average of all model variants.

Check out last years 2017 New Cars: The Ultimate Buyer’s Guide HERE.

New Cars in the 2018 New Car Buyer’s Guide
Acura	Dodge	Kia	Mitsubishi
Alfa Romeo	Ferrari	Lamborghini	Nissan
Aston Martin	Fiat	Lexus	Porsche
Audi	Ford	Lincoln	Rolls-Royce
Bentley	Genesis	Lotus	Smart
BMW	Honda	Maserati	Subaru
Buick	Hyundai	Mazda	Tesla
Cadillac	Infiniti	McLaren	Toyota
Chevrolet	Jaguar	Mercedes-Benz	Volkswagen
Chrysler	Karma	Mini	Volvo

Acura ILX

Base Price: $29,500*

Body Type: Sedan

Unchanged: After its extensive 2016 refresh, we don’t expect any significant changes to the 2018 Acura ILX. An optional A-Spec package adds a sporty bodykit, 18-inch wheels, and suede seat inserts. Although a 2016 ILX A-Spec we tested wasn’t as quick as some of its competitors, we liked the smooth engine and transmission and the quiet and well-appointed cabin. We expect Android Auto and Apple CarPlay to join the option list soon.

Also Consider: Mercedes-Benz CLA-Class, Audi A3, Buick Regal.

Sum Up: Acura’s attempt to lure millennials.

Acura ILX
Base Engine	2.4L/201-hp/180-lb-ft I-4
Opt Engine	None
Drivetrain	Front-engine, FWD
Transmission	8-sp twin-cl auto
EPA Econ City/Hwy	25/35 mpg*
0-60 mph	6.2 sec
Basic Warranty	4 years/50,000 miles
Safety	NHTSA: 5 Stars; IIHS: TSP
IntelliChoice 5-Yr Retained Value	45%
* Estimated

Acura NSX

Base Price: $158,000*

Body Type: Coupe

Unchanged: Don’t expect major changes for the 2018 Acura NSX for its sophomore year. After five years of concepts and teasing, the Acura NSX arrived for the 2017 model year as a plug-in hybrid supercar. Power comes from a twin-turbo V-6 and three electric motors. Drive modes include EV, Sport, Sport Plus, and Track, and we recommend the optional Michelin Pilot Sport Cup 2 tires for serious track time.

Also Consider: Nissan GT-R, Mercedes-AMG GT, Porsche 911, Audi R8, McLaren 570S.

Sum Up: A true hybrid supercar.

Acura NSX
Base Engine	3.5L twin-turbo V-6 + 3 elec motors, 573-hp/476-lb-ft
Opt Engine	None
Drivetrain	Mid-engine, AWD
Transmission	9-sp twin-cl auto
EPA Econ City/Hwy	21/22 mpg*
0-60 mph	3.1 sec
Basic Warranty	4 years/50,000 miles
Intellichoice 5-Year Retained Value	50%
* Estimated

Acura RLX

Base Price: $56,000-$61,500*

Body Type: Sedan

Unchanged: The Acura RLX has been on the market since the 2014 model year, but we don’t expect major changes for the flagship sedan. It’s a slow seller, but the RLX offers lots of features and tech. The comprehensive AcuraWatch suite of active safety tech is standard, and the optional Advance package includes a 14-speaker Krell audio system. The three-motor hybrid system in the RLX Hybrid Sport uses similar technology as the NSX supercar.

Also Consider: Lincoln Continental, Cadillac XTS, Infiniti Q70.

Sum Up: Luxury, technology, and safety in a stealthy package.

Acura RLX
Base Engine	3.5L/310-hp/272-lb-ft V-6
Opt Engine	3.5L V-6 + 3 elec motors, 377-hp/341-lb-ft
Drivetrain	Front-engine, FWD/AWD
Transmission	6A; 7-sp twin-cl auto
EPA Econ City/Hwy	20-29/30 mpg*
0-60 mph	5.1-5.8 sec
Basic Warranty	4 years/50,000 miles
Safety	NHTSA: 5 Stars; IIHS: TSP+
IntelliChoice 5-Yr Retained Value	35%
* Estimated

Acura TLX

Base Price: $33,950-$45,750

Body Type: Sedan

Minor: The 2018 Acura TLX gets a face-lift and a new V-6 A-Spec model with black and red interior choices, a body kit, 19-inch wheels, and revised steering and suspension tuning. The automaker’s suite of active safety tech is now standard across the line. The revised infotainment system is faster and gains Android Auto and Apple CarPlay. Two naturally aspirated engine options remain, including a 206-hp 2.4-liter I-4 and a 290-hp 3.5-liter V-6.

Also Consider: BMW 3 Series, Audi A4, Buick Regal.

Sum Up: The value-packed compact luxury sport sedan.

Acura TLX
Base Engine	2.4L/206-hp/182-lb-ft I-4
Opt Engine	3.5L/290-hp/267-lb-ft V-6
Drivetrain	Front-engine, FWD/AWD
Transmission	8-sp twin-cl auto; 9A
EPA Econ City/Hwy	20-23/29-33 mpg
0-60 mph	5.9-7.2 sec*
Basic Warranty	4 years/50,000 miles
Intellichoice 5-Year Retained Value	47%
* Estimated

Alfa Romeo 4C

Base Price: $57,500-$67,500*

Body Type: Coupe

Unchanged: Alfa added a new Alpine premium audio system option and the Giallo Prototipo Yellow exterior color on the 4C Coupe last year. Don’t expect much to change for 2018; the car is essentially a limited-production weekend toy with minimal creature comforts compared to more mainstream sports cars. The 237-hp 1.7-liter turbo-four and six-speed twin-clutch gearbox will likely remain as the only powertrain choice.

Also Consider: Chevrolet Corvette, Porsche 718 Cayman/Boxster, Jaguar F-Type.

Sum Up: The purist’s Italian sports car.

Alfa Romeo 4C
Base Engine	1.7L/237-hp/258-lb-ft turbo I-4
Opt Engine	None
Drivetrain	Mid-engine, RWD
Transmission	6-sp twin-cl auto
EPA Econ City/Hwy	24/34 mpg
0-60 mph	4.0 sec
Basic Warranty	4 years/50,000 miles
Intellichoice 5-Year Retained Value	48%

Alfa Romeo Giulia

Base Price: $39,000-$74,000*

Body Type: Sedan

Unchanged: Launched as a 2017 model, the Alfa Romeo Giulia is one of the best-driving compact luxury sport sedans available. For 2018, expect the sedan’s powertrains to carry over, including a 280-hp 2.0-liter turbo-four and a 505-hp 2.9-liter twin-turbo V-6 in the Quadrifoglio model. Giulias with both engines have won recent Motor Trend comparisons. New exterior colors might be the only additions to the Giulia lineup for the 2018 model year.

Also Consider: Mercedes-Benz C-Class, Audi A4, Cadillac ATS.

Sum Up: The handling benchmark among compact luxury sport sedans.

Alfa Romeo Giulia
Base Engine	2.0L/280-hp/306-lb-ft turbo I-4
Opt Engine	2.9L/505-hp/443-lb-ft twin-turbo V-6
Drivetrain	Front-engine, RWD/AWD
Transmission	8A
EPA Econ City/Hwy	17-24/24-33 mpg
0-60 mph	3.9-5.1 sec
Basic Warranty	4 years/50,000 miles
Intellichoice 5-Year Retained Value	43%

Aston Martin DB11

Base Price: $202,320-$219,320

Body Type: Coupe, convertible

Major: Following the debut of the DB11 Coupe, Aston Martin will likely add a softtop called the DB11 Volante. Expect the 600-hp 5.2-liter twin-turbo V-12 and eight-speed auto to carry over. A new twin-turbo V-8 sourced from Mercedes-AMG has been added for 2018 as the new base engine for the DB11. All 2018 DB11 models come with a standard hands-free trunk. Blind-spot warning is a new option.

Also Consider: Rolls-Royce Wraith/Dawn, Lexus LC, Mercedes-Benz S-Class.

Sum Up: The most gorgeous grand tourer extant.

Aston Martin DB11
Base Engine	4.0L/503-hp/498-lb-ft twin-turbo V-8
Opt Engine	5.2L/600-hp/516-lb-ft twin-turbo V-12
Drivetrain	Front-engine, RWD
Transmission	8A
EPA Econ City/Hwy	15-17/21-24 mpg*
0-60 mph	3.8-4.5 sec*
Basic Warranty	3 years/unlimited miles
* Estimated

Aston Martin Rapide S

Base Price: $207,775-$209,825

Body Type: Hatchback

Unchanged: The Shadow Edition was added to the Rapide S lineup for the 2017 model year. It features additional standard features, including a Performance package that bumps the car’s power to 565 hp. Three exterior colors and three interior choices will be available on the Shadow Edition. The standard Rapide S continues unchanged, and the Performance package is available as an option.

Also Consider: Bentley Flying Spur, Porsche Panamera, Rolls-Royce Ghost.

Sum Up: The four-door sports car for the 1 percent.

Aston Martin Rapide S
Base Engine	5.9L/552-565-hp/465-lb-ft V-12
Opt Engine	None
Drivetrain	Front-engine, RWD
Transmission	8A
EPA Econ City/Hwy	14/21 mpg
0-60 mph	4.2 sec*
Basic Warranty	3 years/unlimited miles
* Estimated

Aston Martin Vanquish

Base Price: $298,000-$316,000*

Body Type: Coupe, convertible

Minor: The base Vanquish has been discontinued, leaving the Vanquish S as the only model left once the special edition Zagato models are sold out. Aston Martin has given the car a revised suspension, an updated front fascia with a new Vulcan-inspired carbon-fiber splitter and diffuser, an updated transmission, and a power bump to 580 hp, thanks to larger inlet manifolds and the quad exhaust system.

Also Consider: Ferrari GTC4Lusso, Audi R8, Lamborghini Huracán.

Sum Up: Classiness and pace in a svelte, timeless package.

Aston Martin Vanquish
Base Engine	5.9L/580-hp/465-lb-ft V-12
Opt Engine	None
Drivetrain	Front-engine, RWD
Transmission	8A
EPA Econ City/Hwy	13/21 mpg
0-60 mph..

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Realtor

Monday, July 31, 2017

Exploring the Future of EV Charging With Continental’s AllCharge Concept – Technologue

Bentley Flying Spur V8 S Gets Subtle Black Edition

Ground-Breaking Performance Seeks Breathtaking Beauty – The Lohdown

2018 New Cars: The Ultimate Buyer’s Guide

Are These the Perfect Commuter Pants?

The Best Jeans for Curvy Women

5 Ways to Wear a Leather Skirt in Summer