Does Your Favorite Football Team Have A Matching Vehicle?

Mercedes-Benz Stadium in Atlanta will host Super Bowl LIII this weekend. An ambitious Los Angeles Rams team will face the mighty New England Patriots, a contest even super computers are analyzing. With football fever in the air, the staff at All-Fit Automotive sought to find vehicles for each NFL team. Some were rather easy, like the Denver Broncos and Jacksonville Jaguars, but others required a little more digging.

“Some of the cars I’d never heard of before,” admits A.J. Dudon, CEO of All-Fit Automotive.

Here is a look at what All-Fit Automotive found.

AFC West

The Ford Bronco immediately springs to mind here. Although they took a pounding at the hands of Joe Montana and the 49ers in Super Bowl XXIV, John Elway and his troops would emerge for back-to-back championships in 1997 and 1998. The Denver Broncos returned to the Super Bowl more recently with Peyton Manning.

Elsewhere in the AFC West, the Dodge Charger and the San Diego . . . er . . . Los Angeles Chargers share a common history. The Dodge Charger actually made its debut in Southern California, being introduced at the 1966 Rose Bowl.

1968 Dodge Charger 426 Hemi. Photo: From The Art of Mopar by Tom Glatch, published by Motorbooks.

AFC South

Remember the Titans! But never forget the Oilers! The Tennessee Titans, who share their name with Nissan’s flagship truck, battled the St. Louis Rams during Super Bowl XXXIV in January of 2000. It remains the Titans only Super Bowl appearance but marked the first championship for a Rams team lead by quarterback Kurt Warner. Despite the Rams having “The Greatest Show On Turf” with regard to their offense, Super Bowl XXXIV was largely a defensive affair.

The AFC South also houses the Jacksonville Jaguars, who appeared in 1995 as one of two expansion teams that year. The connection here is easy – Jaguars football, Jaguar automobiles – but it goes beyond the obvious. Jaguars owner Shahid Khan has long-standing roots in the automotive business. The now billionaire put himself through school at the University of Illinois while working at Flex-N-Gate.

Today, Khan owns the automotive manufacturing company he worked at in college.

Nissan Titan with a factory lift kit. Photo: Nissan North America.

AFC East

Holding down the AFC East is the Muntz Jet, a sleek and sporty offering for its day. Hagerty details the story of one Frank Kurtis, an IndyCar builder who later sold his auto company to Earl William “Madman” Muntz. The pitchman’s vision for the car differed greatly from that of Kurtis who wanted the vehicles to become the American equivalent of Jaguar. Under Muntz, the Jet came with a host of interior arrangements that included alligator, emu, leopard, or snake skin, and even a cocktail bar.

Although a money loser, Muntz claimed the company built nearly 400 Jets, although that number is disputed by historians. Regardless, there are even less Joe Namaths. That is to say there is only one. Imagine Broadway Joe rolling through New York City in one of these collectibles?

“Once we found a vehicle, we tried to place a star quarterback or popular coach behind the wheel,” Dudon said.

1953 Muntz Jet Convertible.

AFC North

Over in the AFC North, the Sunbeam Tiger is similar to the Cincinnati Bengals. As for the Cleveland Browns? For better or worse, not a single automaker (that we are aware of) ever debuted a concept car called “The Brown.”

NFC West

Ram Trucks and the Los Angeles Rams naturally, both of which have done their fair share of moving and shaking. The NFL team started as the Cleveland Rams in 1936, then moved to Los Angeles in 1946; St. Louis in 1995, then back to L.A. in 2016.

As for Ram Trucks, they were originally just Dodge trucks with a Ram hood ornament as far back as the 1930s. By the 1980s, they evolved into Dodge Ram trucks, finally becoming their own division in 2010.

2019 Ram 1500 North Edition. Photo: FCA US LLC.

NFC North

Minnesota Vikings fans have felt that “so close, yet so far” pain for seasons on end now. The franchise has been to four Super Bowls but has yet to secure a championship. To add insult to injury, Vikings fans have endured six NFC Championship Game losses since 1978. While there is still hope for the Minnesota Vikings, the General Motors Viking not so much.

The original Viking was actually an Oldsmobile built on the automaker’s GM B platform. The Viking car survived only a few years, being adopted by Chevrolet who slapped the namesake on the side of a medium duty truck in 1958. But the Viking truck soon faded into the annals of automotive history. Neither of these “Vikings” could match the longevity of Bud Grant, the iconic Minnesota Vikings head coach (1967-83 then ’85).

Given his reputation for frugality, if he owned either of these vehicles, he probably still has it.

Skol!

Oldsmobile Viking advertisement, May 1929, Saturday Evening Post.

NFC South & East

The Ford Falcon enjoyed a solid production run between 1960 and 1970, and configurations were endless. The Falcon was offered as a two-door or four-door sedan; two-door or four-door station wagon; and as a hardtop or convertible. Even a Ranchero pickup option existed. Whiz Kid Robert McNamara, later the U.S. Secretary of Defense, oversaw the Falcon’s development at a time when Ford was struggling. The “Whiz Kids” were ten USAAF World War II veterans who became Ford executives in 1946 at the behest of Henry Ford II.

The NFC South Atlanta Falcons have their own nicknames: “Grits Blitz” describing their late 70s defense and the more affectionate “Dirty Birds.”

Over in the NFC South the AMC Eagle pairs nicely with the Philadelphia Eagles. Surprisingly, there isn’t a rugged work truck named for America’s Team, the Dallas Cowboys.

The final AMC cars were the 1988 Eagles. Production was completed by the end of 1987. Photo: From American Motors Corporation: The Rise and Fall of America’s Last Independent Automaker by Patrick Foster, published by Motorbooks.

Putting It On The Gridiron

All-Fit Automotive complied everything into the graph below, with one you can share on social media here.

“There are a lot of vehicles in the world, so it’s possible we missed one,” Dudon said. “Maybe this chart will inspire car names for another generation of automobiles. Who knows?”

Carl Anthony studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan. Before returning to school, he simultaneously held product development and experiential marketing roles in the automotive industry.

from Automoblog.net http://bit.ly/2BbXDDO

Café Express: Freeride’s Montesa Cota 247 cafe racer

If you’ve ridden a two-stroke, you’ll know how addictive the power rush (and sound) can be. So we have a soft spot for anything that smells pungent and goes braaap—especially if it’s got a bit of history and a side order of style.

Montesa bikes tick all the boxes: the Spanish manufacturer was hugely successful in motocross and road racing from the sixties to the mid-eighties. Its Cota 247 model was also popular with trials riders—but who’d have thought a trials bike would make a great little café racer?

Proof comes from the small village of Graulhet in southwest France, which is home to Pierre Dhers and his company Freeride Motos Racing.

Pierre specializes in the repair and maintenance of classic bikes, and prepping machines for vintage racing series. But he’s also very good at creating sharp-looking, quirky customs—like the Honda CX650 scrambler we featured a few months ago.

“Although this Montesa was a trials bike originally,” Pierre tells, “our client wanted it transformed into a sport model. He was inspired by racing history, when Montesas skimmed around the circuits of Spain and the world in the 70s.”


It’s one hell of a transformation. At just 192 pounds (87 kilos) dry, the original Cota 247 is a nimble handler so weight reduction was not a priority.

At the core of this build is the engine, a punchy little 247 cc number that puts out 20 frisky horses in stock form.

Pierre has given it a full reconditioning, with new bearings and seals, and even a new crankshaft. He’s also tweaked the stock exhaust system and intake, and fitted a big bore piston kit from Italkit.

The original Amal carb has been upgraded to a Mikuni VM26 with a free-flowing BMC filter, and there’s now a Powerdynamo electronic ignition to keep the timing nice and regular.

After many ours of fettling and polishing, the motor looks as good the day it left the Barcelona factory in 1972.

Right above is the fuel tank from a Malaguti Olympic, a 50cc moped from the 1970s. It’s an inspired choice: in this context, the chiseled lines look amazingly contemporary and completely change the vibe of the Cota.

Pierre has added a custom fiberglass rear cowl to match, plus discreet aluminum fenders. Midwest Aero Design shot the intense red paint, and a fresh coat of satin black epoxy helps the frame fade into the background.

Pierre has modified the frame to suit the new lines, and also given it a thorough overhaul. “I cleaned up the welds with new TIG welds—for strength, because the originals are poor quality.”

The new rear cowl is covered in a racy black suede that extends over the seat pan, applied by Kabuki 
Sellerie. We haven’t heard of that French shop before, but they obviously know what they’re doing.

Since this Cota tips the scales at less than 200 pounds, full Öhlins superbike suspension would be overkill.

So Pierre has overhauled and cut down the original Betor forks. Now fitted with shorter springs, they’re hooked up to 18-inch period-correct Akront wheels using a hub from a 1960s Montesa Impala street bike. There’s a matching Akront out back, cushioned by new YSS shocks.

Converting a trials bike to a café racer involves a multitude of smaller details too. Pierre has created dozens of small parts—including new mounts for the tank, seat and repositioned footpegs—and adapted Tarozzi aluminum linkages for the foot controls.


He’s built new clip-ons too, adapting them to the stock Cota 247 top yoke, and installed a Domino throttle and Amal brake and clutch levers.

The little Montesa is now ready to hit the streets. And we don’t know whether to applaud the new owner for his unusual choice of steed, or feel slightly jealous.

This pocket-sized café racer is unlikely to break any lap records at Paul Ricard, but it’ll rule the roost at the traffic light Grand Prix. More of this braaaple sauce, please!

Freeride Motos Racing | Facebook | Instagram

from Bike EXIF http://bit.ly/2G1MOIe

2019 Chevy Camaro ZL1 1LE & The Power of Ten

Just when you thought the Detroit Auto Show was over, Chevy drops a rather nice surprise on us. Say hello to the 2019 Chevy Camaro ZL1 1LE, “the fastest, most track-capable Camaro ever.” You pretty much had me at “fastest,” but then you had to add “most track-capable Camaro ever.”

Track capable you say?

And wait, what’s this about a new transmission? Now you tell us!?

Money Pits & Stop Watches

Look, I’m not much of a track guy. I like going to tracks – love going to tracks, actually – but getting out there in my own car and running around is not my bag, man. There’s a bunch of reasons for this. It’s expensive, for one thing. You burn up tons of cash on stuff you wouldn’t normally think of as “consumables.” Stuff like tires and brake pads and discs. At some tracks, you can go through a full set of all three in a weekend!

I’m a writer man, I don’t make that much money. But really, it’s because I’m slow. Sure, it’s fun to think I’m the next best thing to Mario Andretti, but that stop watch don’t lie.

But lots of you do like to spend time at tracks. I get the appeal: Go fast, no tickets. Hard to argue with that. So say you’re a track geek with a bent for American iron. Corvette? Sure, plenty of those at a track. But want something different? Might I suggest a 2019 Chevy Camaro ZL1 1LE?

2019 Chevy Camaro ZL1 1LE. Photo: Chevrolet.

Black Magic Woman

The party piece of the 2019 Chevy Camaro ZL1 1LE is, of all things, its new automatic transmission. Specifically an available 10-speed automatic. Now, before you go all ape-like here, let me just say that I am (partially) with you. Automatic transmissions are frightening compromises that, near as I can tell, run on black magic and sorcery. Plus, they are not nearly as fun as a manual.

That said, however, there’s a whole new breed of auto-boxes out there that are surprisingly good, and seemingly able to split the difference between a manual and an old-style auto.

These new-gen automatics first started appearing in trucks. All your purist thoughts about “manual trannies until I die!” fly out the window when dealing with trucks. You ever try to up-shift a truck hauling tons up a grade? I have, and it is an embarrassing grinding of gears and near (if not outright) stalling. The tech that made trucks more usable made its way into more plebian transportation and, from there, into the hands of grease-stained gearheads in performance departments.

Which leads us to the 2019 Chevy Camaro ZL1 1LE and its 10-speed transmission.

Photo: Chevrolet.

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There's a whole new breed of auto-boxes that are surprisingly good, and seemingly able to split the difference between a manual and an old-style auto.
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The Power of Ten

Can you dig that? Ten speeds! Imagine what it must be like hauling down a long straight, then stomping on the brakes and whangin’ that downshift paddle five, six, seven times before hitting the apex. Oh, automatics are slower, you say? Ha! says Camaro Chief Engineer Mark Dickens.

“This transmission is optimized for speed. With unique Track Mode calibrations and 10 gears, you are always in the perfect gear when rolling on or off the throttle,” he explained. “You may not be a professional race car driver, but now you can shift like one.”

Remember what I said about stop watches not lying? The new Camaro ZL1 1LE, with the 10-speed auto, clocks in at more than half a second faster than the standard manual on the 2.9-mile Milford Road Course at GM’s proving grounds. Half a second. I know racers that would give up a finger to get that much. GM goes on, saying on longer tracks their new ten speed will get you even more. On tracks like the Nürburgring, you can expect to trim off several seconds versus the older six-speed manual ZL1 1LE.

That’s oddly specific, no? Why it’s almost like Chevy ran both versions back-to-back at The ‘Ring and are subtly letting us know or something.

Related: From CTS to ZL1: The story of GM’s fastest track car.

The Chevy Camaro ZL1 1LE on the Nürburgring Nordschleife last year. Photo: Chevrolet.

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Imagine what it must be like hauling down a long straight, then stomping on the brakes and whangin' that downshift paddle five, six, seven times before hitting the apex.
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Power & Performance Upgrades

To better suit the ZL1 1LE’s performance package upgrade, special calibrations were made to the transmission, electronic limited-slip differential, and traction system. The “Multimatic Dynamic Suspension Spool Valve” shocks have been tuned to better handle the weight transfers that result from the faster shifts.

Chevy even added a new transmission oil pan and an additional cooling duct for the steering gear.

The forged aluminum wheels are an inch wider but an inch smaller in diameter. The new summer-only Goodyear Eagle F1 Supercar 3R tires deliver lateral grip of 1.10g. Overall, the whole car is lighter. The wheels and dampers, thinner rear glass, and a fixed-back rear seat all help drop more than 50 lbs. from the curb weight versus the standard ZL1 Coupe.

All of these performance goodies are motivated by a 650 horsepower, supercharged LT4 engine and controlled (thankfully) by big Brembo brakes.

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The party piece of the 2019 Chevy #Camaro ZL1 1LE is, of all things, its new automatic transmission.
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Not Too Spartan After All

If you want just the 10-speed tranny, that’ll set you back $1,595 while the ZL1 1LE Track Performance Package will run you $7,500. Both of which seem completely reasonable to me. Overall, the 2019 Chevy Camaro ZL1 1LE starts at $70,495.

There are other modern niceties for your money, like dual-zone automatic climate control, heated and ventilated front seats, and a Bose premium audio system. Just to let you know that this is not some track-only stripper.

Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 

Photos & Source: Chevrolet.

from Automoblog.net http://bit.ly/2RXB0Nz

This CB750 cafe racer roams the capital of Pakistan

There are around 2.5 million motorcycles on the road in Pakistan. Which sounds impressive until you learn that the population is over 210 million—and most of those bikes are tiny Chinese- and Japanese-made commuters.

The custom scene is virtually non-existent, because the import duty on motorcycles is a whopping 50%, and there are sales taxes on top. Which also explains why there are only about a dozen Honda CB750s in the whole country.

This is one of those CB750s: a 1977 Super Sport owned by reader Haris Aziz of Islamabad. And it’s the first bike we’ve featured from the world’s sixth most populous country.

“I had no plans to make a cafe racer: I just loved the model as it is,” Haris tells us. “This Super Sport was a runner, but in poor condition. Most of the fittings were either broken or covered in surface rust.”

Haris rode the CB750 for a year and resisted the temptation to mess with it. “I absolutely adore the cafe racer look, but with imports banned, the remaining CB750s are the last of the breed.”

But when he couldn’t delay the repairs any longer, Haris found out that a stock restoration would cost too much—due to the poor rupee-dollar exchange rate. He decided to have it custom built.

“I chose Zeeshan Motorsports in Karachi to do the job,” he says. “They have exquisite attention to detail and experience with big Japanese bikes.” Karachi, by the way, is a 20-hour, 900-mile drive from Haris’ home city.

Haris designed the bodywork (“using my horrible Photoshop skills”) and ZMS beat it out to the exact same proportions. Interestingly, the guys used the Golden Ratio to achieve the perfect balance of tank, seat and cowl.

“A Bike EXIF how-to-article also inspired me: I made sure the angles were all perfect, such as the angle of the headers to the frame, the muffler to the seat, and so on.”

The subframe is actually unmodified, and retains the original seat hoop— although it’s been detabbed to give it that smooth and sleek look.

While the new bodywork was being hammered out, ZMS also carried out a complete engine overhaul and fitted a Barnett racing clutch.

The ‘sidewinder’ exhaust was custom-made in Pakistan with a stainless steel muffler. “Tuning the carburetors was a challenge,” Haris reveals. “So we built a custom airbox, mounted a single pod filter, and switched to a Suzuki GS1000 CDI ignition to make starting and riding more reliable.”

There’s a new headlight—which at 4400 lumens is a huge improvement on the original—and an aftermarket taillight and blinker set.

There’s also new wiring throughout, and an interesting starting mechanism: an aircraft-style toggle for the kill switch, and a starter button right on top of the triple tree. (“It makes starting her a joy every time!”)

“The Honda was built on a budget, so unfortunately we couldn’t fit high-end gear such as the Motogadget m.unit,” says Haris. “But that doesn’t rule out future upgrades!”

There were no corners cut on the paint scheme, though. It accentuates the flat, free-flowing bodywork, with coach lines hand painted by an expert local craftsman. The frame and (original) wheels were painted black, and the deep blue tank and cowl make the raw metal of the engine pop.

“We’re all extremely proud of the way she turned out,” says Haris. “Especially given the limited knowledge and budget we had.”

“The cafe racer culture is just starting here in Pakistan, but most bikes are single cylinders and no one is venturing into the complicated world of big four-cylinders.”

We reckon it’s an amazing result. And proof that sometimes, constraints can force you to be more creative.

Images by Saad Zia Photography.

from Bike EXIF http://bit.ly/2miVnmF

2019 Nissan Maxima: Athletic. Luxurious. But Too Expensive?

• The 2019 Nissan Maxima gets a styling refresh for the new year. 
• It retains its powerful V6 motor but the transmission is a gray area.
• The new Maxima is luxurious but the price point may scare buyers off. 

Ah yes, the Maxima. This is purportedly Nissan’s four-door sports car. That’s a bold claim if you ask me. However, even past models of the Nissan Maxima came equipped with strong and bulletproof motors. It also came with sporty handling and a taut ride, which is a Maxima trademark. It’s good to know the 2019 Nissan Maxima retained its sporting attributes.

But despite the inherent athleticism, it also comes with a healthy dose of luxury.

If this sounds like the 2019 Nissan Maxima is catering to a special niche of buyers, you’re right. And that’s before we get to the rather expensive price tag. The new Maxima commands a steeper price than the new Honda Accord, Toyota Camry, and even the gorgeous Mazda 6, which are all excellent in their own right.

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It’s good to know the 2019 #Nissan Maxima retained its sporting attributes.
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Flagship Styling

The 2019 Nissan Maxima is blessed with aggressive styling updates. For example, the front fascia has a new grille while a deeper V-motion design gives the face a more prowling stance. It also gets standard jewel-like LED headlamps and daytime running lights for a more modern look.

The new Maxima still retains the ridiculous curving line on top of the front fenders. It is hard to miss. The line dramatically slopes downwards as it intersects with the front door. And while this design feature is a bit controversial (or polarizing depending on your tastes), it gives the Maxima a purposeful stance. The Kodo-inspired Mazda 6 has this as well, but the lines are softer and more organic.

The rear styling has been treated to some flagship updates as well, like quad-tip exhaust finishers and LED taillights. If you opt for the Maxima SR, you also get a new rear spoiler. In general, the 2019 Nissan Maxima comes with new 19-inch alloy wheels, new premium paint colors, and new leather upholstery.

The 2019 Nissan Maxima comes standard with rear LED taillights. Photo: Nissan North America.

Powerful & Lively Motor

No four-door sports car is complete without a powerful motor. And while the 3.5-liter VQ V6 in the 2019 Nissan Maxima lacks the burly attitude of a proper V8, it feels like it can churn out more than the claimed 300 horsepower. And while the performance-oriented Xtronic CVT transmission simulates actual gears (if you press hard on the gas pedal that is), I do have minor qualms about the durability and reliability of this particular unit.

The Xtronic CVT in the 2019 Nissan Maxima is manufactured by JATCO or Japanese Automatic Transmission Company. JATCO is a subsidiary of Nissan and supplies automatic transmissions to other major car makers like Volkswagen, Subaru, Land Rover, Isuzu and, until recently, Mazda. And if you know anything about modern cars, the Xtronic transmission is not exactly the last word in terms of reliability.

However, I find this surprising.

My wife’s 2014 Mitsubishi Mirage came standard with a JATCO-2 CVT. The car has racked up 100,000 miles, but the CVT is still tight as a drum. Sadly, this is not the case for other Nissan vehicles that use the same JATCO CVT units. I sincerely hope the CVT in the 2019 Nissan Maxima is capable of lasting more than 60,000 miles. Only time will tell.

Photo: Nissan North America.

Premium & Luxurious Appointments

The interior is the reason why the 2019 Nissan Maxima commands a higher price. The Maxima is certinately more luxurious than the Sentra and Altima, but beyond that, it’s often a step above other entry-level luxury cars. And this has been the case for more than 20 years. In 1995, for example, Nissan held off Lexus as the Maxima took home Motor Trend’s Import Car of the Year Award. The magazine’s Jeff Bartlett quotes one survey respondent at the time who said “it’s definitely a luxury car at a reasonable price.”

The new Maxima is still a luxurious car. But reasonable price? Considering the starting MSRP of common sedans like the Honda Accord, Toyota Camry, and Mazda6, the term “reasonable price” is up for debate today.

Pricing & Trim Levels

The base Maxima S ($33,450) comes with an eight-inch touchscreen display, dual zone automatic climate control with rear vents, and a power driver’s seat. The Maxima SV starts at $35,960 and comes with sumptuous leather upholstery, heated front seats, and door-to-door navigation. The Maxima SL, starting $38,440, includes a panoramic moonroof, a Bose premium audio system with 11 speakers, and a heated steering wheel.

For just under $40,000 you can opt for the Maxima SR. This model comes with 19-inch gloss-black alloy wheels, ascot leather seats with diamond-stitched Alcantara inserts, and a sport-tuned suspension.

The Platinum trim is yours starting at $41,440 and comes with machine-finished alloys and a memory driver’s seat. Finally, the Maxima Platinum Reserve includes dark hyper silver alloy wheels, semi-aniline leather seating with a charcoal headliner, and heated rear seats.

A square-bottom steering wheel and eight-inch touchscreen are standard. Photo: Nissan North America

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Considering the starting MSRP of common sedans like the Honda Accord, Toyota Camry, and Mazda6, the term reasonable price is up for debate today.
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Advanced Safety Features

The 2019 Nissan Maxima is also available with Nissan Safety Shield 360. This package includes active safety tech like automatic emergency braking with pedestrian detection, rear cross traffic alert, blind spot and lane departure warning, rear automatic braking, and high beam assist.

Manufacturing & Availability

The 2019 Maxima is manufactured at Nissan’s Smyrna Vehicle Assembly Plant. It is available now at Nissan dealers.

Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.

2019 Nissan Maxima Gallery

Photos & Source: Nissan North America.

from Automoblog.net http://bit.ly/2RtP5gO

Understanding How Fluoropolymers Are Used by the Automotive Industry to Enhance Efficiency and Sustainability

If you’re fascinated by cars and the intricacies of what makes them run properly, you may be surprised by the role fluoropolymers play in helping automotive part manufacturers meet the demands of regulatory agencies when it comes to modern fuel systems. In fact, you may now be asking what a fluoropolymer actually is. Dictionary.com defines a fluoropolymer as “an organic polymer containing fluorine atoms, such as polytetrafluoroethylene.”

In laymen’s terms, fluoropolymers in the automotive industry make it possible for fuel systems to feature chemical resistant and temperature resistant seals. A fluoropolymer tubing seal can protect automotive parts from high temperatures and dangerous chemicals that could otherwise hinder an automobile’s ability to function properly. In addition, the protective seal of this type of tubing can help ensure that cars are emitting less harmful chemicals into the air.

The automotive industry has strict regulatory and design requirements in order to ensure the safety of motorists. Through the use of fluoropolymers, car manufacturers are able to enable elastomeric fuel system barrier hose applications.

Tubing consisting of different fluoropolymers offer the ability for low processing temperatures, bonding to elastomers and hydrocarbon-based plastics, optical clarity and more. As car companies focus on going green, the use of fluoropolymers becomes even more important. The chemical properties allow extremely high performance under the toughest elements that are found in highly functional cars. These elements can include extreme heat, extreme cold and rapid vibrations. The diversity of the applications that fluoropolymers can assist with has helped a recent boom in the industry.

A recently released report on the global fluoropolymer market from a Dublin-based market research firm projected huge growth in the fluoropolymer industry during the next seven years. A lot of this growth comes from fuel and engine systems demanding extremely strict requirements. These requirements include high temperature stability, longer warrantees, chemical resistance, environmental compliance and more. The production of fluoropolymer products, from companies like Fluorotherm.com, has allowed these regulations to be met and higher performance to be achieved.

Fluorotherm has worked with various automotive manufacturers to create fluoropolymer tubing and other components to meet the ever evolving demands of the automotive industry. Fluorotherm’s line of products for the auto industry includes PTFE tubing, which is often used for wire insulation and fluid flow transference. Other products used for the automotive industry include fluoropolymer rods, monofilament and more.

As the trends in the automotive industry change, Flurotherm will continue to produce products that help shape the future of driving.

The post Understanding How Fluoropolymers Are Used by the Automotive Industry to Enhance Efficiency and Sustainability appeared first on Automotorblog: Daily news on cars and motorcycles.

from Automotorblog: Daily news on cars and motorcycles http://bit.ly/2G9Vrjo

McLaren 600LT Spider: One Very Impressive Hair Dryer

• In terms of performance, the McLaren 600LT Spider is on par with the 600LT Coupé.
• Pirelli P Zero Trofeo R tires increase on-track dynamics and driver engagement.
• The 600LT Spider is the fifth car to carry the Longtail (LT) namesake.

McLaren thought it was a good idea if they’d cut the top off their impressive Longtail and turn it into a Spider. Who am I to argue? I love convertibles. Besides, this is no boulevard showboat. With nearly 600 ponies on tap and a 200 plus mph top speed, think of the McLaren 600LT Spider as a very impressive hair dryer.

Even though it’s a drop-top, the 600LT Spider fully exemplifies the McLaren Longtail philosophy. More power, less weight, optimized aerodynamics, and track-oriented capabilities.

Fit & Trim

The McLaren 600LT Spider drops 220.5 lbs. over the 570S Spider it replaces. That’s a lot of weight savings, like losing a fat passenger. The 600LT Spider uses the same carbon fiber MonoCell II chassis as the Coupé. However, even though the top of the box is chopped off, it retains the structural rigidity of the Coupé with no additional strengthening bits, according to McLaren. So in all, Coupé to Spider, the convert only gains 110.2 lbs. Not bad!

All up, the dry weight is just 2,859.4 lbs. for the Spider, which is pretty good. You can even delete the audio and climate control systems if you really want to drop the weight.

McLaren 600LT Spider. Photo: McLaren Automotive.

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With nearly 600 ponies and a 200 plus mph top speed, think of the #McLaren 600LT Spider as a very impressive hair dryer.
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Power & Performance

The McLaren 600LT Spider features the same twin-turbo 3.8-liter V8 as the Coupé, kicking out 592 horsepower and 457 lb-ft. of torque. A dual-clutch, seven-speed gearbox with “Ignition Cut” facilitates faster changes in Sport mode. The McLaren 600LT Spider hits 60 mph in 2.8 seconds and 124 in just 8.4 seconds! It maxes out at 201 mph with the roof up; 196 mph with it down. Nice!

That zero to 124 mph figure is a mere 0.2 seconds slower than the 600LT Coupé. Not bad!

Open Air Enjoyment

The hardtop roof is more secure and wear-resistant than the traditional fabric version, and offers a Coupé-like cabin when it’s up. When stowed, the roof hides beneath a tonneau cover located just behind the seats. The top is raised or lowered at the push of a button up to 25 mph. And, I’ve got to say, being able to drop your top while on the move is so cool. I love when car companies let you do this.

An electrically-operated wind deflector can be raised independently of the hardtop to increase ventilation or to allow more of those sweet exhaust notes into the cabin. The 600LT Spider has unique top-exit exhausts that should sound fantastic and loud when your hair is blowing around.

Photo: McLaren Automotive.

Pricing & Availability

As with the Coupé, availability of the 600LT Spider will be limited although orders are being taken now. McLaren is not like others: they don’t churn out cars like so many appliances. Of course, with that limited availability comes a (fairly) high price: $256,500. Yes, that’s a lot, in overall terms, but in the high-end sports car realm, that’s about average. And this is a McLaren here. You won’t be disappointed.

Every 600LT car is hand-built at the McLaren Production Centre in Woking, Surrey, England.

Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 

McLaren 600LT Spider Gallery

Photos & Source: McLaren Automotive.

from Automoblog.net http://bit.ly/2SaTz0e