Brace for a spike in US gas prices next year due to refinery disruptions and amid renewed energy demand from China as the Asian nation reopens its economy, according to GasBuddy.
“2023 is not going to be a cakewalk for motorists. It could be expensive,” said Patrick De Haan, head of petroleum analysis at the firm, which tracks fuel costs, in its 2023 fuel outlook.
The national average price of gas at the pump could top around $4 a gallon in most major US cities as early as May next year, De Haan said, from $3.18 on Friday. Cities in the West Coast state of California, such as San Francisco and Los Angeles, could see gas prices approach nearly $7 a gallon in the summer of 2023, according to GasBuddy.
We say 100% they don’t care HOW much pain they inflict on the poor, less fortunate and middle class. They’re going to go down with the ship trying to FORCE us all into EVs.
But Auto Spies predicts it will fail in the end short term. Ten years from today when the tech changes and charging infrastructure is finally decent? Sure, THEN we will see a higher transition to EVs. But NOT in the next few years. For now it will just chug along…
Welcome back to one of the most anticipated events on Japan’s car culture calendar.
After a two-year hiatus, being back in the Fuji Speedway pits for the Nismo Festival was nothing short of electrifying. By that, I don’t mean the direction that Nissan (like most other auto manufacturers out there) is taking with its future cars. What I mean is, the Nismo Festival is a dynamic reminder of why the Nissan brand is so special to so many people.
This event allows fans to relive all the glory in the most sensory-laden way. You see, you hear, you smell the legendary cars that made motorsport history, while famed race drivers of the past and present give them a proper beating on a legendary circuit.
The Racing Side
You walk past cars that instantly stop you in your tracks. You freeze, ponder at what’s in front of you as you are flooded with memories.
The Daishin GT300 S15 Silvia is definitely one of those cars for me. It comes from a time when Super GT cars had a more direct link to their production-based machines. These cars were so much more loved by fans the world over, because we all had that inner desire to create something similar with our own road cars. That’s totally out the window these days.
But the king for me was this car – the final R34 GT500 iteration before Nismo moved to the Z33. No, this car doesn’t run an RB26, but rather the VQ30DETT that would power the Z33 for years to come in GT500, but I don’t care. It’s sublime in every way, and to this day, every time I see it I go weak at the knees.
It came from a really special time in GT racing.
In fact, it was just as special as Group A, as I always felt that by 2000 to 2002, the GT500 class had evolved that original idea of having street cars turned into race cars to the nth degree.
It’s what put Japan, Nissan and its cars on the map, and when the motorsport world really started to take notice.
Of course, it wasn’t to say that what came before was not important, quite the contrary.
But it is indeed a tale of growth, development and evolution as the Japanese race series – along with their cars – grew.
That includes the higher tiers of motorsport, like the Group 7 R382 that was built in 1969 for the Japanese Grand Prix and powered by Nissan’s first V12 engine, a 6.0-liter, 600hp screamer.
It really set the scene in this particular area of the pits.
We saw the V12 reappear in the 1992 NP35 after a change in Group C regulations banned turbo motors. However, Nissan ended up suspending its program and this car was only used once.
But these are just a few examples of a large number of race cars that Nissan built during the course of the ’80s and ’90s, as they participated in countless series both domestically and internationally.
Keep following the lineage and you soon find the the R390 GT1, built in 1997/98 for Le Mans. That meant a single homologation vehicle had to be made, and Nissan still has it in the Heritage Collection. Eric Comas, the French driver that piloted the Penzoil-sponsored R33 and R34 in JGTC, has a second road-going R390, but that was converted from a race car.
Powering the R390 GT1’s rear wheels was the VRH35L, a twin-turbo 3.5L V8 pushing out 650hp. It wasn’t the most successful Nissan LM car, but an epic attempt nonetheless.
Which brings us to this unexpected surprise for 2022, the IMSA Z32 300ZX. This was the first time I had seen and heard it, and it really was a true sight to behold.
On the flipside, seeing this car made me feel a little sad that the Z32 was never used in motorsport in Japan in its era. That job, of course, was left to the R32 Skyline GT-R.
This IMSA GTS-1 beast is menacing from every angle, but the biggest surprise came when the race engineers cranked its engine into life. It sounded undeniably like a V8, but I was sure the car always ran an 800hp version of the VG30DETT. There was a moment of confusion, but I later discovered that for the last year the car was used, it was powered by a naturally aspirated VH45 V8, hence the sound being made.
A few steps away was the reminder of where Nissan race cars are at in the present day.
This is the new-gen Z in all of its Calsonic GT500 wide-bodied glory. It’s also the car that won this year’s championship.
Every GT500-class Z from the 2022 Super GT season was on display, but better than that, they let everyone have a look at what powers these cars.
Not that you can see much, mind you. It’s definitely not the VR30DETT, as found in the road-going car, but rather the regulation 2.0L four-cylinder turbo engine that is used by all GT500 teams. I think we reached ‘peak GT500′ about 20 years ago when the cars were more relatable to their road-going counterparts. Do you agree with me?
It’s why I find the GT4 Z quite appealing. The Super Taikyu series that these cars compete in another great championship that mixes pros and gentleman drivers, just like Super GT.
As I was looking at the GT4 car, I wondered if and when a GT3-spec Z will be made? I’m sure some GT300 teams out there would prefer that over the ageing GT-R.
Then of course there’s the EV race car debate. Nissan has been involved in Formula E since the beginning, and it’s something that helps them make a statement with their move to electrification. I got the chance to try out the Leaf RC a few years back and it blew my mind. So I’m all for electric cars in motorsports, as long as motorsports still exists as the automobile advances.
The Tuning Side
Nismo Festival is as much about motorsports and heritage as it is about tuning. There’s always so much to see in the Fuji Speedway paddock, starting at the Nismo tent where prohibitively-expensive restoration and tuning packages are promoted. And it’s not only the old R32/33/34 GT-Rs that steal all the limelight, the R35 still gets space. In fact, Omori Factory’s development car was getting a lot of attention as it was sporting a new carbon hood design currently being tested. Thoughts?
In a month from now we will be in full Tokyo Auto Salon mayhem mode and Japan will be Z-crazy for a few days. Here’s RAYS’ car on the new Volk Racing NE24s.
The RZ34 demo car from Fujitsubo was on BBS RI-Ds, which suit the car’s design rather well. I think the Z will look best with bigger wheels – 20s or 21s even – as the fenders just seem to swallow them up.
I’d love to hear what wheels you think best suit the RZ34. My opinion – after seeing a bunch of them online and out on the street – is that the dish game is very poor right now. Hopefully TAS will fix this in a few weeks.
Along with seeing tuning parts from powerhouses like HKS and Trust/GReddy, it’s always good to be reminded where everything spans from. Here’s a beautiful example of a resto-modded S30 courtesy of Star Road.
But enough about Zs – we need to balance things with some GT-Rs!
Mine’s had the same set up they used at the R’s Meeting, but I never tire of looking at their cars.
The Nismo Festival really shows how much love there is for Nissan and its history. The fans are loyal and always come up with interesting ways to support their favorite drivers and teams, but this GT-winged hard hat is on another level. Kudos to its creator!
Add a Silvia 270R to this picture and you have the Nismo holy trinity. I wonder if anyone out there already owns it?
Am I the only one who’s patiently waiting for Smoky Nagata to come up with something worthy of his long history building crazy machines? I feel as though the Top Secret brand is today simply relying on its name value to sell pre-built complete cars to foreigners at the Tokyo Auto Salon. Where are the crazy engine-swapped Wangan racers that I used to shoot 10 to 15 years ago? I really hope to see something cool at Makuhari Messe next month.
The Closing
As I touched on earlier, if there is something that Nismo Festival does well it’s providing entertainment.
There isn’t much time throughout the event that there aren’t cars out on track making noise, or in the case of this particular picture, Super GT drivers doing massive burnouts as they exit pit lane.
The GT race though, is my favorite part of the day.
It was so dramatic seeing all these GT cars line up on the Fuji Speedway starting grid…
…Right behind the new RZ34 Super GT safety car.
I even got to say a little ciao to fellow Italian Ronnie Quintarelli. He didn’t end up having the best 2022 season, struggling to make the most of the all-new Motul Z and finishing in 7th position overall alongside his teammate Tsugio Matsuda.
From GT-Rs and Zs to old screaming race cars and everything in between, as always the Nismo Festival continues to be a must-attend event on the JDM calendar.
General Motors is recalling over 740,000 vehicles due to a daytime running light issue that causes all of the affected cars to run afoul of Federal Motor Vehicle Safety Standards.
GM says that the daytime running lights may remain on in these cars when the headlights are activated. This is a problem, because FMVSS rules require that the daytime running lights deactivate once the headlights turn on. If the DRLs remain on, GM says that could result in additional glare, thereby increasing the risk of an accident. The cause of this failure to deactivate the DRLs comes from body control module software that “under a combination of certain pre-conditions, could fail to deactivate the DRLs,” according to GM. Other GM vehicles were tested, but due to a difference in software or hardware, they remain unaffected.
If this is reminding you of another recent GM recall, you’d be right, as GM recalled another 340,000 vehicles for the same issue last month. After that original issue was found within GM, the company began looking into its other cars to determine if the population was larger than originally thought. GM found the additional vehicles included in today’s recall have the problem.
The fix will either be via an over-the-air update or it will require you to bring the vehicle into a dealer for a software update, depending on which vehicle you have. Owner notification letters letting folks know what is necessary are currently scheduled to go out on January 23, 2023.
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The Mercedes-Benz AVTR (advance vision transportation) is electric and can drive forwards and sideways. The vehicles has clear doors and is a rolling light show with displays that spread out beyond the dash [read more: https://t.co/UMWM4C0IqN] pic.twitter.com/1xvAuPxS4F
General Motors is working to build a resilient battery supply chain as it moves into the next phase of electric vehicle development, drawing on lessons learned during the ongoing semiconductor shortage, CEO Mary Barra said Thursday.
The automaker wants battery suppliers, many of which are new to working with GM, to source from multiple locations as it begins to secure materials for EV production starting in 2026, Barra said at an Automotive Press Association event in Detroit. GM learned from its approach to securing microchips for future production so the company is not as reliant on any one factory, she said.
Adding redundancy in the supply chain would help to prevent production stoppages created by issues at a single supplier, such as the COVID-19 outbreak that took a Malaysian chip factory offline last year. It also will be crucial as vehicles require more chips to power the software and technology built into them, she said.
Apple has scaled back ambitious self-driving plans for its future electric vehicle and postponed the car’s target launch date by about a year to 2026, according to people with knowledge of the matter.
The car project, dubbed Titan inside the company, has been in limbo for the past several months as Apple executives grappled with the reality that its vision for a fully autonomous vehicle — without a steering wheel or pedals — isn’t feasible with current technology.
In a significant shift for the project, the company is now planning a less-ambitious design that will include a steering wheel and pedals and only support full autonomous capabilities on highways, said the people, who asked not to be identified because the information is private.
The latest changes underscore the challenge Apple faces in pushing into an entirely new product category and taking on technological obstacles that have bedeviled some of the world’s biggest companies. The secretive project, underway for years, is meant to provide Apple with another major moneymaker, but it also could test the limits of the iPhone maker’s capabilities.
Apple currently plans to develop a vehicle that lets drivers conduct other tasks — say, watch a movie or play a game — on a freeway and be alerted with ample time to switch over to manual control if they reach city streets or encounter inclement weather. The company has discussed launching the feature in North America initially and then improving and expanding it over time.
A spokeswoman for Cupertino, California-based Apple declined to comment.
Apple shares, already down about 2% on Tuesday, dipped to a session low after Bloomberg News reported on the changes. They’ve declined 19% this year, though that’s a better performance than most stocks in the tech-heavy Nasdaq Composite Index.
Apple’s previous vision for the car was to offer “Level 5” autonomy — the pinnacle of self-driving technology, which no automaker has attained. The current plan is considered below that because of its more limited scope.
It’s the latest strategy shift for the Apple car team, which has faced turnover in its executive ranks ever since its inception a decade ago. Current leader Kevin Lynch has aimed to bring more stability and a focus on practical goals after years of priority changes and even some layoffs.
Lynch, who also is in charge of the Apple Watch operating system and health software, took over at the end of 2021. He initially instructed the team working on the car, known as the Special Projects Group, to focus on a fully autonomous vehicle for a debut by 2025. Now he’s dialing back those expectations, but with the goal of ensuring that a product actually reaches the market.
The heart of Apple’s technology is a powerful onboard computer system — codenamed Denali after the tallest mountain peak in North America — and a custom array of sensors. The processor’s performance is equal to about four of Apple’s highest-end Mac chips combined and is being developed by the company’s silicon engineering group. The chip has reached an advanced state and is considered nearly production-ready, though Apple may scale it down before the car’s launch to lower costs.
Having an onboard computer to handle automated tasks is similar to an approach used by other carmakers, including Tesla Inc. Apple, however, plans to differ from Tesla by using a combination of lidar and radar sensors, along with cameras. The setup helps the car determine its location, see driving lanes, and assess how far it is from other objects and people. Tesla relies on cameras, while Alphabet Inc.’s Waymo and others use a combination.
In addition to the onboard hardware, the system has a cloud-based component for some artificial-intelligence processing. Apple is relying on Amazon Web Services for hosting, costing the iPhone maker about $125 million per year. But that’s just a sliver of the roughly $1 billion the company is spending on the car project annually.
Apple is exploring the idea of a remote command center to assist drivers and control cars from afar during emergencies. The company is also discussing offering its own insurance program to customers.
Apple had expected each car to sell for more than $120,000, but the company is now aiming to offer the vehicle to consumers for less than $100,000, according to the people. That would put it in roughly the same price range as the entry-level version of the Model S from Tesla and the EQS from Mercedes-Benz.
Apple hasn’t yet settled on a design for its car and the vehicle is considered to be in the “pre-prototype” stage. The company is aiming to ready the design by next year and have the features set by the end of 2024. It then plans to put the car through extensive testing in 2025.
Apple had previously discussed launching a car that looks similar to Canoo Inc.’s Lifestyle Vehicle. The idea was to have a limousine-like interior where passengers could face each other. Now the plan is to produce something more like a traditional car, with a driver’s seat.
The company has held discussions with a number of suppliers about obtaining an electric-vehicle platform, known in the industry as a “skateboard,” but it’s still seeking a partner. Apple earlier talked to several companies about licensing their platforms, but the only serious negotiations occurred with Volkswagen AG several years ago. EV platforms include the underlying base of the car, the wheel system and battery.
The design of the car is being led by Ulrich Kranz, the ex-chief executive officer of Canoo, as well as former managers from Tesla, Lamborghini and Porsche. The software side of the system is led by former Tesla manager Stuart Bowers, while safety engineering, testing and regulatory matters are handled by ex-Ford Motor Co. executive Desi Ujkashevic.
The Apple car organization, made up of about 1,000 employees, is split across campuses in Sunnyvale, California; Ottawa; Zurich; and Arizona. Much of the underlying engineering work, industrial design and software development is done in Sunnyvale, while parts of the car’s future operating system are developed in Ottawa, an area where the company poached workers from BlackBerry’s QNX, a longtime maker of car software, in 2016.
The company’s team in Zurich is developing a tool known as “Rocket Score” that grades the vehicle’s autonomous system. That core team faced a setback earlier this year when Ian Goodfellow, a prominent developer of AI technology who helped lead the group, left Apple after complaining about its work-from-home policies.
Much of the testing work for the car is done at a former Chrysler track outside of Phoenix. The testing area, codenamed “Sahara,” was purchased by a business representing Apple in 2021 for $125 million. The company also continues to test its driving system on Lexus SUVs deployed in several states. Those cars, known internally as “Baja” vehicles, get their onboard systems refreshed every 6 to 12 months.
In Silicon Valley, Apple is aiming to consolidate several of its car teams in a new campus by the San Jose airport known as Orchard Parkway. The property will have about half a million square feet of space and may also house other Apple teams. The company bought the campus around 2015 and kicked off construction last year.
Not all of us are lucky enough to drive the real deal, but some of us get pretty close.
The Porsche 993 GT2 was a car embellished with firsts and honoured with lasts. It was a car that showcased the height of the Porsche design team’s efforts to tame the rear-engine catapult that was the 911 in all its unruly character. It was a car that borrowed race car technology from the ineffable 959, and was also the car that signalled the end of the Porsche air-cooled flat-six era.
This is not a 993 GT2, but a lowly 993 Turbo, for which I would still offer my first born child. It was put together at the Madlane workshop in Okayama, and in some ways it is better than the car it’s modelled off. Let me explain why…
The 993 series was released back in 1995, and unlike previous versions of the 911, this time around Porsche designed 80% of the car from scratch. Of the many revisions and improvements, some of the biggest changes made were to the suspension and driveline. An all new multi-link suspension system made from lightweight alloy was essential support for the all-wheel drive system taken from the 969. This was the first 911 to send power to all four wheels.
The GT2, in accordance with FIA race regulations at the time and thanks to dominating grip monsters like the Audi Quattro and Nissan Skyline GT-R, did away with the AWD system. But for both the road and track, I know what I would rather have…
What the Turbo gains in weight it makes up for with extra front-end grip to smooth out the oversteer that had given previous Porsches such… character. Thankfully, this one retains the innovative AWD system.
GT2: 0, Madlane Turbo: 1.
Another thing that sets the GT2 apart from the run-of-the-mill Turbo 993 is the widened track – 46mm wider at the rear to be exact. Housing all that extra width, the GT2 had its fenders cut off and replaced with plastic bolt-on overfenders.
Madlane’s interpretation of the GT2 has a full carbon fibre kit including arches and front and rear bumpers. We all know carbon fibre is better than plastic, so GT2: 0, Madlane Turbo: 2.
Another first for the 993 Turbo was the offering of lightweight hollow-spoke alloy wheels, undoubtedly iconic in their own right. However, if you’re familiar with Madlane’s creations then you’ll know that Kazuki-san has a bit of a wheel fetish. For this build, he’s chosen custom-built, three-piece Speedlines.
On a mechanical level, the GT2 and Turbo models had basically the same 3.6L air-cooled boxer engine with the GT2 getting an extra 50PS bump from its tune and turbo system. Kazuki-san has managed to source a GT2 ECU which takes care of that.
To complete the GT2 package, this Turbo has had its turbos replaced with the Kühnle, Kopp & Kausch turbos from a GT2. Are you keeping track of how many times I’ve mention turbos so far?
Funnily enough, the air-cooled engine found in the 993 an almost entirely new design. It was a kind of last hoorah, the swan song of the air-cooled flat-six. Ultimately, the efficiency and power gains which water-cooling enabled would open the door for ultimate German combustion. It wasn’t perfect on the first try, but after a few revisions of some faulty designs, the foundation was laid for all the 911 monsters that have followed.
Air-cooled purists will of course tell you that there is nothing like the sound and feel of a classic luftgekühlt Porsche. But they’re probably the same people who only wear lambswool or only ride penny-farthing bicycles. There’s no real benefit, other than it being unique.
All of our favourite cars have had to evolve and go through various generations, some more popular than others. Probably the most desirable models are the cars which were the first or last to introduce some feature. The cars which sat at the cusp of these transitions seem to be the ones that people love; they give us just enough of the old stuff we love with the benefits of the new stuff we need. They also tend to be the models which can have the stuff we don’t like, easily swapped for the stuff we want from the new kid on the block.
Messing around with cars is the best.
This is what I love about car culture – taking a classic and adding a few tasteful improvements in the right places to make it shine. I truly believe that ‘built not bought’ is a philosophy well worth having tattooed across the chest of every car enthusiast. Or maybe a bumper sticker is more sensible…
Nissan has had its ups and downs in recent years, but the automaker hit the mark with its overhaul of the Z, so there’s hope for the brand in the future. Nissan just released its latest EV, the Ariya, and has plans for other electrified models, apparently including a future Leaf.
Nismo is a division of Nissan Motorsports, and it will play a significant role in developing a new electrified performance car for the brand. Nismo’s CEO, Takao Katagiri, told Autocar that Nissan is developing a new sports car for North America and Europe. He said of the UK, “this region is very, very special for us, especially for performance cars. So one thing I can say is, please wait. We are going to introduce an inspiring model to the UK market under the Nismo brand.”
Katagiri told Autocar the vehicle would come in hybrid and electric formats, but we’re likely to see hybrids hit the streets first. Company executives had previously told the publication that a performance EV would require solid-state batteries – a technology that is years down the road at best. Nissan could have solid-state batteries ready by the end of the decade, but it may be years before they’re ready for a sports car.
Nissan just released the new Z, but its other iconic sports car is going away after 2023. The GT-R will be discontinued, leaving the automaker without a halo performance option in its catalog. A hybrid or electric sports car would fill that gap for Nissan, and electric motors could open the door to even crazier performance for the brand.
The 123rd State of the Fleet Industry video produced by Automotive Fleet offers insights into the state of the fleet market as presented by AF Editor Mike Antich.
🎙Today’s topics include:
Home EV chargers have emerged as a brand-new asset class that will be managed by fleet managers.
If the home charger is hardwired, no attempt will be made to recover it if the employee leaves and it will remain with the house.
Employees must sign a waiver before a charger is installed in their home saying they will hold the company harmless should something go wrong with the installation.
Supply chain constraints exist for switch gears and upgraded transformers with lead times of 12-18 months before delivery.
Make sure you’re signed up for the AF newsletter so you don’t miss another State of the Fleet Industry video.
Based on the much-revered Fiat 500, specifically the 1970 edition of the “Cinquecento,” this one-off model was assembled by the Stellantis Heritage team to celebrate the centenary of the Autodromo di Monza, the Formula 1 track located in a park just outside of Milan,
It was Carlo Abarth who, in 1958, shattered six records at Monza in Abarth’s first-ever tuned 500. This miniature classic, colored in a subtle shade of grey/green, was displayed earlier this month at the 12th Milano AutoClassica motor show, an event focusing on classic and sports cars.
The two-cylinder engine has been tuned, with displacement increased to 595cc thanks to the Abarth Classiche 595 Tuning Kit. The company says this is inspired by the original kit offered by Abarth in the 1960s.
There are several cosmetic applications as well to the car: cream-colored door trim and the single racing seat — another nod to the original — trimmed in a light cream upholstery. An elegant wooden steering wheel and Jaeger dials dominate the dashboard.
Besides the display in Milan, Fiat also took to the stage last week at the Los Angeles Auto Show, announcing the Cinquecento’s return to the United States in an updated package: powered by battery.
The electric 500e hatchback, which will apparently stay true to the Cinquecento’s essence of cute, will likely be powered by a 117-hp electric motor. The U.S. version will be similar to a setup already on sale in Europe, where it carries a driving range estimate of up to 199 miles per charge. Its expected in North America in early 2024. There will even be an electric Abarth version, but whether the U.S. will get that remains to be seen.
