Carlitics

Auto design, culture, policy and technology

[carlitics]

Seattle's massive viaduct project stuck

Seattle’s massive viaduct project stuck

Bertha, the massive tunnel-boring machine, sits idle. Seattle officials are now developing contingency plans in case earthquakes render the tunnel or elevated highways unusable, and issuing (unconvincing) assurances that Bertha will be back in business by November. Where does the project stand now? The Bertha project is now scheduled to be completed in the spring of 2018. That’s already more than…

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TED Talk: How Google's driverless cars see the road

TED Talk: How Google’s driverless cars see the road

http://ted.com/talks/view/id/2291 The intro is a bit long but starting at about 5:30, speaker and Google project leader Chris Urmson gets into the actual metrics, physics and intelligence abilities that their driverless systems are utilizing to navigate public roads. I’m not especially eager for autonomous cars to take over our roads, but there clearly can be significant improvement in car safety…

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Google Self Driving Cars on the Move

Google Self Driving Cars on the Move

If you’re in Silicon Valley, be on the lookout for some strange vehicles. It seems Google’s bespoke self-driving cars have been set loose in Mountain View. Google says that they’re currently being driven with human drivers aboard as a backup/safety measure, but ultimately we can expect to see these vehicles driving without such precautions. I really look forward to experiencing a drive in an…

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[carlitics]

2016 Chevy Cruze

Chevy debuted the new North American Cruze and at first blush the design is a home run. Starting with a nose of the car, Chevy has finally defined a characteristic family face. It bears strong resemblance to the recently introduced 2016 Malibu as well as the 2016 Camaro. It suits the Cruze well, giving a serious and well proportion horizontal theme. Along the body side, Chevy designers developed…

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[carlitics]

2016 Alfa Romeo Giulia

2016 Alfa Romeo Giulia

Looks a little BMW and Infiniti-ish. But Alfa has added a dramatic vibe. I love the face, the grill, the headlights, the long hood and the basically everything else about this, except perhaps that clover badge on the front fender. I’ll take mine in red.

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My homie car got stuck earlier today

[carlitics]

The new 7-Series has arrived and … it is pretty much just what we’d expect from BMW, who have a very mature design language and, understandably, aren’t in the habit of making fundamental changes to their executive chariot. Well, not since the first Bangle-butt 7 of the early 2000s. What makes the new Bimmers interesting are the details. We know they’ll sport larger grilles, ever-more-sculpted flame surfacing, and ever-more technology. The question on my mind is: Does the car appear dynamic? Is it properly sporting? Does it move the bar forward, even if only incrementally? To answer this question, let’s take a close look at the 2016 750Li.

  There is a very subtle black panel between the kidneys. It visually links the headlamps across the front graphic. But it is so understated that it looks more like a mismatched panel than an intentional design. Very odd.

The 7 joins other recent BMWs whose headlamps touch the chrome grille surround. Like several other elements, this works to emphasize width and reduce visual height. The clusters themselves are ornate and bring a more architectural interpretation of the old ‘angel eyes’ quad circles.

Clamshell hood cut is very well integrated within the convex section above the main side chamfer and below the hood surface’s outer edge.

This hockey-stick graphic gives the fender vent a more integrated sense than the small rectangles seen on so many other designs. It also aligns, in this version, with the chrome strips at the front and rear bumpers, emphasizing the length of the car and providing the ultimate luxury queue: more chrome!

This subtle but strong flared surface above the rear wheel opening (similar to the 3 series) bulges out and up enough to overtake the main side rib completely, just behind the centerline of the rear wheel. In a car that is overall quite conservatively designed, this surface complexity may be the boldest design element on the entire 7.

Beautiful, large wheels convey both sportiness and elegance, fitting the expected personality of the largest BMW to a tee.

The c-pillar is fast, appropriately wide and meets the high rear deck in an elegant and sporty manner.

On this M-sport version, the lower valance is blacked-out. Combined with quad exhaust, the fat rear tires and planted stance, the 7 conveys an overtly sporty presence here.

Taillights strike a perfect balance between simplicity of form and complexity of detail, again conveying the technical and premium values we expect of this car.

The side rib fades out, the rear fender flares up, conveying power, and creating a smoother surface ahead of the taillights.

Long rear doors on the long wheelbase version express the elegant and roomy accommodations awaiting passengers.

This subtle crease keeps the surface muscular, emphasizes the long and low proportions of the car, and helps connect the fender lip to the taillights.

The front fender vent is so well integrated – the leading edge matches the fender lip, meets the lower valance cleanly and is comfortable spaced ahead of front door. This element could only work on a RWD design with a generous axel-to-dash ratio.

The headlamps touch the grille surround.

Lots of brightwork, including dual chrome strips in the lower grilles. Feels a little fussy.

The fender vent again. Beautifully detailed in all respects. Here we see the curved top and sharply sloping rear, and the mix of convex and concave surfaces.

Unlike so many clamshell hood cuts, BMW generally makes an effort to minimize the degree of visibility. This allows our eyes to be drawn to the sculpting, not the cutline.

Rear fender flare.

This rib on the c-pillar (also seen on the current previous 7) seems unnecessary. It isn’t horrible but I’d love to see the car without it.

The 7-series is a long car. The broad, flat bumpers emphasize this. To my eyes, this is the least interesting and most mundane part of the design. The M-sport version gets a different bumper and is far better for it.

Design Review: 2016 BMW 7-series The new 7-Series has arrived and ... it is pretty much just what we'd expect from BMW, who have a very mature design language and, understandably, aren't in the habit of making fundamental changes to their executive chariot.

[carlitics]

2017 Hyundai Creta compact SUV

Here’s a first teaser of the Creta, Hyundai’s recently announced, forthcoming compact SUV, coming to global markets later this year. There’s not a lot worth critiquing yet, but I will say this: Hyundai has a clearly defined and rather handsome theme for the face of their SUVs. From this highly stylized sketch, it’s hard to draw any certain conclusions, but the profile does look fairly generic.

2017 Hyundai Creta compact SUV was originally published on Carlitics

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[carlitics]

Bat your lashes.

Bat your lashes. was originally published on Carlitics

[carlitics]

2015 Chevrolet Corvette Z06

The C7 Corvette is evolutionary in many ways, yet also a major step forward from the C6. Many familiar elements - long, low hood, tight 2-person cabin, low roof and tall tail - remain. But the details of the proportions have evolved. The tail is shorter, the axel-to-dash ration has been extended, and the front overhang is even tauter than before.

The surface detailing and change to the DLO are the biggest styling departures. Instead of the wraparound rear glass - a feature present since the 1970s C3 - GM designers moved to a unified side glass. Meanwhile, the surface forms feature numerous sharp breaks, fast sweeps, and of course numerous vents and grilles, all colored in contrasting black paint on this red example.

Two small but important details that I can't overlook are the blacked-out a-pillar, and the irregular shape of said a-pillar.

First, the blacked-out pillar and the psuedo-floating roof that comes with it: I confess I do not see the point. The windshield/roof seam doesn't flow into the DLO. It arches down at the outer edges, and then after passing through the a-pillar, it meets the rising arch of the door glass. Like a number of other features on the C7, it is not bad but it also is not harmonious.

About halfway between roof and fender, the base of the a-pillar widens. The arch of the door glass is cut at an angle, creating a small but clearly visisble triangle, a feature that just feels out of place here. I'm sure there are some engineering justifications for the oddity. But visually, it destroys a certain sense of flow which I think would enhance the Corvette's appearance. It also looks a little cheap. This is the kind of compromise we often see on entry-model sedans, but is far less common on luxury models, much less exotic sports cars.

Second, that collection of blacked-out vent trim: I have to ask, why? I fully undersand that these vents are all functional. And I accept that with some elements, a contrasting paint scheme can add viusal interest, or emphasize a feature. However, taken together, they strike me as noisy and all out of sync. I see a jumble of oddly shaped, non-aligned patches. If there were something connecting them, other than the color black I might be able to accept them, but as they are, they instead emphasize the overall colletion of instersecting, non-aligned surface elements.

For example, I find the taillight treatment well-done. Why? There is a symmetry and coherent set of characteristics across the entire rear view. So I'm ok with the irregular shapes of the lamp units. But from the profile or front 3/4 views, the Vette's bodyside is pockmarked with seemingly randomly placed vent trim, which comes across as gimmicky, a trait totally at odds with the highly functional spirit of the car as a whole.

Overall, I find the C7 a successful design, with a few small but significant flaws. But given their fundamental relationship to the underlying structure, I suspect we'll have to live with them for the duration of the C7's life cycle

[carlitics]

Jaguar’s next generation of their midsize XE premiered ahead of it’s US debut, and the design is quite familiar.

The car sports an all-new chassis and body, moving to an aluminum-intensive structure that is certain to save significant weight.

But what we’re here to talk about, of course, is the styling. Or lack thereof. The car is handsome, no doubt. Yet despite being all-new, it looks quite familiar. It sports the same face previously seen on the XJ, XE, and current XF: a prominent, upright grille surrounded by the sleek cat-eye headlamps with the j-bar LEDs, and gaping lower intakes.

The bodyside is sleek, unadorned, lightly sculpted, and aside from a long fender vent, basically free of adornment. The window graphic has grown to a six-window treatment, and the Hoffmeister kink of the current version has been toned down to a less distinctive, more rounded shape.

In motion, the car makes a stronger impression. The athletic stance and proportions create an impression of dynamism and agility. When photographed at rest, and with smaller wheels, the XF can appear dowdy. In some photos, it feels a little too mass-market, lacking the exotic surfacing of recent BMW or Lexus models, or the statement-making themes of Cadillac and Infiniti.

The new XE Ian Callum’s team has created has classic proportions and an athletic presence. But by relying so heavily on short overhangs, long axel-to-dash ratio, and clean lines, Jaguar risks being overlooked by image-driven buyers whose attention is more effectively grabbed with more striking designs or those who stick close to the vest and simply shop the top-tier luxury brands without considering alternatives.

2017 Jaguar XE was originally published on Carlitics

[carlitics]

2017 Jaguar XE

Jaguar’s next generation of their midsize XE has premiered ahead of the NY Auto Show, and it is quite familiar The car sports an all-new chassis and body, moving to an aluminum-intensive structure that is certain to save signifant weight.

But what we’re here to talk about, of course, is the styling. Or lack thereof. The car is handsome, no doubt. And it is familiar. It sports the same face we’ve seen previously on the XJ, XE, and current XF - prominent, upright grille surrounded by the sleek cat-eye headlamps with the j-bar LEDs, and gaping outer intakes.

The bodyside is sleek, unadorned, lightly sculpted, and aside from a long fender vent, basically free of adornment. The window graphic has grown to a six-window treatment, and the hoffmeister kink of the current version has been toned down to a less distinctive, more rounded shape.

In motion, the car appears dynamic, and the stance and proportions do their job to create an impression of dynamism and agility. When photographed at rest, and with smaller wheels, the XF can appear dowdy. A little too mass-market, lacking the exotic surfacing of recnt BMW or Lexus models, or the statement-making themes of Cadillac and Infiniti

I like what Ian Callum’s team has created, but I am concerned that by relying so heavily on short overhangs, long axel-to-dash ratio, and clean lines, that for many buyers the new XF and XE will fail to excite and may be overlooked.

[carlitics]

2016 Nissan Maxima

Nissan appears to be going all-in on the 'floating roof' and beltline/fender kick, as recently debuted on the new Murano. Add to that Nissan's trademark boomerang headlamp and taillight clusters, the side crease that drops behind the front wheels, and the new V-motion grille, and we have all the brand cues possible stuffed into a single sedan.

And yet, when I look at this car, I see a company flailing desperately for an identity. The Maxima seems to want to be ultra modern, but the over-abundance of complex design details drags it all down. I can't tell if the car has one grille, or two, for example. Which line defines the rear fender? Why is there a black-and-chrome thing on the C-pillar? Is it sporty? Is it technical? It just seems like pointless decoration.

The car is not horrible. The stance is solid, and the low roof and chunky body look sporty and dynamic. But I do not see a well thought out design. There is no unifying theme, nothing memorable, nothing fundamentally attractive about the look. And it doesnt especially look like a Maxima.

It's hard for me to imagine that there will be a postive response to the new Maxima in the marketplace.

[carlitics]

Honda debuted its completely refreshed Honda Pilot today, emphasizing as always the kind of impressive packaging efficiency for which Honda so well known.

Despite being quite conservative, teh new design is a major leap forward for the Pilot. The current box-on-wheels look was dated and sleep-inducing when it debuted. The new one is clearly influenced by the much more dynamic CR-V, and even has some Acura-esque touches, like the taillight blades on the hatch.

The DLO is familiar – shaped a lot like the Chevy Traverse and Hyundai Santa Fe, for example. But it is very nicely detailed and finished, and even manages to convey a bit of a premium vibe.

The three-bar grille, with the top bar extened deep into the headlamp assemblies, is very Honda, and a bit playful. The body-side sculpting has some tasteful, semi-original flourishes, like the kick in the main crease just below the C-pillar. It’s not especially interesting or attractive, but it is distinct.

It seems that with the new Pilot, Honda has been able to find a sweet spot between the overly fussy and odd shapes of the latest Fit and upcoming FR-V, and it’s more conservative instincts (Accord, Civic sedan, current Pilot). I’m guessing that the new Pilot will find a solid spot in the full-size CUV market.

2016 Honda Pilot was originally published on Carlitics

[carlitics]

2016 Honda Pilot

Honda debuted its completely refreshed Honda Pilot today, emphasizing as always the kind of impressive packaging efficiency for which Honda so well known.

Despite being quite conservative, teh new design is a major leap forward for the Pilot. The current box-on-wheels look was dated and sleep-inducing when it debuted. The new one is clearly influenced by the much more dynamic CR-V, and even has some Acura-esque touches, like the taillight blades on the hatch.

The DLO is familiar - shaped a lot like the Chevy Traverse and Hyundai Santa Fe, for example. But it is very nicely detailed and finished, and even manages to convey a bit of a premium vibe.

The three-bar grille, with the top bar extened deep into the headlamp assemblies, is very Honda, and a bit playful. The body-side sculpting has some tasteful, semi-original flourishes, like the kick in the main crease just below the C-pillar. It's not especially interesting or attractive, but it is distinct.

It seems that with the new Pilot, Honda has been able to find a sweet spot between the overly fussy and odd shapes of the latest Fit and upcoming FR-V, and it's more conservative instincts (Accord, Civic sedan, current Pilot). I'm guessing that the new Pilot will find a solid spot in the full-size CUV market.

[carlitics]

Want Elon Musk to Hire You at Tesla? Work for Apple

As cars become more like computers, and traditional U.S. automakers struggle to attract Silicon Valley talent, Tesla’s ability to lure people from Apple gives it an edge in developing cars of the future. “It’s almost an unfair advantage,” says Adam Jonas, an auto industry analyst at Morgan Stanley. “As software goes from 10 percent of the value of the car to 60 over 10 years, that disadvantage [for traditional carmakers] will intensify.”

Employees who have worked at Apple say their decision to join Tesla was based on its cars and its CEO. Musk has a reputation, like Steve Jobs did, for a mercurial temper and an obsessive attention to detail. A former Tesla worker who didn’t want to be named says that Musk is enamored with Apple and relishes comparisons between himself and its co-founder. Tesla, says one Silicon Valley recruiter who asked not to be named, attracts the same kind of employees

[carlitics]

Chevy Bolt EV Concept

GM surprised with the slick, efficiently packaged Bolt EV concept at Detroit. GM claims the Bolt is intended as a $30,000 (after tax rebates) model with a 200-mile range. Impressive and ambitious numbers, comparable to the forthcoming Tesla Model 3. The difference is that Tesla has an electric car with these types of capabilities in the market today, whereas GM has the Volt (35-mile range) and echoes of the EV1. So while the story is compelling, we've got to be a little skeptical of the promises.

Design-wise, the Bolt is a total success. It is a very handsome shape, full of neat, sharp details and taut surfacing that somehow manages to look both futuristic and production-ready. The mono-space shape is tall but long enough to feel sleek, combined with very short overhangs and large-diameter wheels, creating a dynamic and fresh shape from every angle.

The Chevy dual-grille theme is properly EV-ized with the outline, but filled-in center, of the bottom portion, and a slender headlamp-connecting strip above. The body-side shoulder and DLO recall the Ford Escape, but the proportions are unique. Somewhere between a first-gen Honda Fit and a four-door BMW i3 - but more appealing than either of those, by far.

The rear is a more finicky affair. The lower hatch glass is concept-only. But the wraparound quarter windows are hard to imagine in production. Think plastic panels instead.

The tall wheels fill out the wells beautifully, while - as in BMW's i-series - they're especially narrow, to reduce rolling resistance.

The interior looks i3-ish, as well, with the lack of a traditional instrument panel hood, albeit less Swedish in execution. This is certain to be redone in all but theme before it is production-ized.

If GM is in fact able to put something close to the Bolt concept on sale in, say 2-to-3 years, it will be a fantastic achievement. In a market where the Prius name equals efficiency, and Tesla brings prestige and EV credentials, it will be no simple task to market a new entry. But if the Bolt can live up to the hype, we just may be in for a change in perceptions.