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6 minutes ago, ccap41 said:

YA DON'T SAY?!?!? It also has almost identical amount of torque as my n/a 2.0 in my Focus did..which is basically zero.. in something weighing a couple hundred to a few hundred pounds more.

(looking at the 1.4T's, there are two and if you have the more powerful one, it doesn't seem like a bad match but the weaker of the two seems pretty abysmal but regardless, anything running 17 second 1/4 mile times is well underpowered, imo)

I have the lesser one because I have one of the original Encores before the more powerful motor was an option.   GM geared it so that it is actually pretty peppy around town... so 1st, 2nd, and 3rd, are pretty short and give good off-the-line squirt. It's the 0-60 where the car sucks.... but in normal traffic I have no problems keeping up. 

BUT... it's laggy.... there is definitely a "Step, one, two, GO" to the engine.  My grandmother's Regal 2.0T isn't much different except that it has a better 0-60. 

9 minutes ago, dwightlooi said:

Right, and going from brake to part throttle ALWAYS induce even more lag because you have a much slower ramp up of the exhaust energy available to drive the turbo.

Something I've been trying to explain for years.  Partial throttle means partial exhaust charge means slower turbo speeds. 

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N/A engines also don't have full torque at part throttle and have no turbo for additional boost, pun intended. ;) So I fail to see how a lesser torque engine is better in any way, also at partial throttle. 

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Posted (edited)
22 minutes ago, ccap41 said:

N/A engines also don't have full torque at part throttle and have no turbo for additional boost, pun intended. ;) So I fail to see how a lesser torque engine is better in any way, also at partial throttle. 

Because NA engines get from 0 to, let's say 60% torque, at part throttle in about 0.1 second. The delay is from the intake manifold and runners downstream of the throttle body going from a greater to a lesser amount of vacuum as the throttle opens.

With a turbocharged engine, everything that happens in an NA engine also happens. But that only gets you to the part throttle torque output of an otherwise identical NA engine. Next, the exhaust energy from the increased air/fuel charge starts spinning the turbo up. This causes the compressor to start bringing the intake ahead of the throttle to a higher pressure than atmospheric pressure. This is cut down to a fraction of that pressure by the throttle and fed into the engine. A cycle of every greater charge density, increases in exhaust energy and even greater charge density occurs until it is arrested by the waste gate opening and bleeding part of the exhaust around the turbine. This process takes a while. At part throttle, it often takes about 3~5 seconds. Compared to 0.1 the second it takes on an NA engine that feels like eternity. Also, it has a rubber band like effect where the throttle is constant and the engine rpm is not increasing much, but torque builds independently of rpm and throttle movement.

Edited by dwightlooi
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2 minutes ago, dwightlooi said:

Because NA engines get from 0 to, let's say 60% torque, at part throttle in about 0.1 second. The delay is from the intake manifold and runners downstream of the throttle body going from a greater to a lesser amount of vacuum as the throttle opens.

With a turbocharged engine, everything that happens in an NA engine also happens. But that only gets you to the part throttle torque output of an otherwise identical NA engine. Next, the exhaust energy from the increased air/fuel charge starts spinning the turbo up. This causes the compressor to start bringing the intake ahead of the throttle to a higher pressure than atmospheric pressure. This is cut down to a fraction of that pressure by the throttle and fed into the engine. A cycle of every greater charge density, increases in exhaust energy and even greater charge density occurs until it is arrested by the waste gate opening and bleeding part of the exhaust around the turbine. This process takes a while. At part throttle, often takes about 3~5 seconds. Compared to 0.1 the second it takes on an NA engine that feels like eternity.

Even an Active-Fuel-Management engine can switch cylinders back on faster than a turbo can get its butt in gear at part throttle (or any throttle)

24 minutes ago, ccap41 said:

N/A engines also don't have full torque at part throttle and have no turbo for additional boost, pun intended. ;) So I fail to see how a lesser torque engine is better in any way, also at partial throttle. 

They have all the torque they're gonna have at 50% throttle right away.  On a Turbo engine 50% throttle doesn't get you to the same level of torque for a few seconds.... often leading to more throttle than actually needed and then a downshift.

I have never noticed a turbo engine downshifting less than a N/A engine of roughly equal output. 

I don't tend to worry too much about downshifting now with these high gear count transmissions.  On most modern transmissions, the shifts are imperceptible. 

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1 minute ago, Drew Dowdell said:

Even an Active-Fuel-Management engine can switch cylinders back on faster than a turbo can get its butt in gear at part throttle (or any throttle)

That takes at most 2 rotations of the crankshaft. At cruise with the engine turning at 2000 rpm, that takes 2/2000 * 60 = 0.06 seconds.

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Posted (edited)

I got nothing to contribute to this thread because:

1. "entry level" luxury to me sounds silly.

2. This particular Mercedes on paper sounds like a good idea, its just that Im not interested in it.

3. As an AMG, a turbo 4 making 300 HP and 300 ft.lbs of torque is not special enough as lowly Ford does it...

For me, Mercedes should ditch this idea that this Mercedes is an AMG and should just sell it as a Mercedes. 

4. We are bitchin' about GM's 3.6 when Nissan's 3.7 is equivalent in power and torque yet nobody on this site seems to bitch about Nissan's "lack of torque" on that engine.

5. Acura's V6 at 3.5 liters also makes about the same power numbers, yet nobody on this site bitches about Acura...Toyota's V6 also makes comoparable numbers. 

6. Mercedes  offers turbocharged 4 cylinder engines in their equivalent (3.6 liter V6 GM competition) rides that make...just as much ft.lbs of torque (273) yet nobody bitches about how that number is not sufficient, or worse, ya'll seem satisfied in how we are all forced to believe that 4 cylinder engines are the shyte. I dont care if these 4 cylinder cars are turbocharged, making 300 HP and 300 ft.lbs of torque, and I dont care if these are necessary for CAFE reasons...Im having a great deal of difficulty understanding your beef with a naturally aspirated V6...making sufficient amounts of horsepower and torque for every day driving duties...

7. This is why GM, Infiniti and Acura havent ditched these V6s just yet, because they are pretty good in what they are supposed to be doing. Which are pretty much better in doing what a turbocharged 4 cylinder engine replacing them is doing...

8. We are all pushed into turbocharged 4 cylinders, I would be having a beef with that, instead of bitching about something trivial as a naturally aspirated V6 not making enough torque, because in the real world of driving, naturally aspirated V6s seems best...

And although Im liking the idea of a turbocharged 4 cylinder engine making 300 horsepower and 300 ft.lbs of torque and Im liking that idea in a Mustang or Camaro or even in that Mercedes Benz CLA sedan, Id rather have a GM, Acura and Infiniti NATURALLY ASPIRATED 3,5 or 3.7 liter V6 making 300 horses and 275-285 ft.lbs of torque...

So it may seem I got something to say, I really dont. Im just perplexed by some in this thread...so instead of causing a commotion about it...

I will troll anyway, but I will troll this way instead

On 4/9/2019 at 4:11 PM, ccap41 said:

That hatch is HOT. 

 

So tell us, hot HOT do you think that hatch really is, big boy?

Is it, THIS hot?

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Edited by oldshurst442
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3 minutes ago, oldshurst442 said:

I got nothing to contribute to this thread because:

1. "entry level" luxury to me sounds silly.

2. This particular Mercedes on paper sounds like a good idea, its just that Im not interested in it.

3. As an AMG, a turbo 4 making 300 HP and 300 ft.lbs of torque is not special enough as lowly Ford does it...

For me, Mercedes should ditch this idea that this Mercedes is an AMG and should just sell it as a Mercedes. 

4. We are bitchin' about GM's 3.6 when Nissan's 3.7 is equivalent in power and torque yet nobody on this site seems to bitch about Nissan's "lack of torque" on that engine.

5. Acura's V6 at 3.5 liters also makes about the same power numbers, yet nobody on this site bitches about Acura...

6. Mercedes  offers turbocharged 4 cylinder engines in their equivalent (3.6 liter V6 GM competition) rides that make...just as much ft.lbs of torque (273) yet nobody bitches about how that number is not sufficient, or worse, ya'll seem satisfied in how we are all forced to believe that 4 cylinder engines are the shyte. I dont care if these 4 cylinder cars are turbocharged, making 300 HP and 300 ft.lbs of torque, and I dont care if these are necessary for CAFE reasons...Im having a great deal of difficulty understanding your beef with a naturally aspirated V6...making sufficient amounts of horsepower and torque for every day driving duties...

7. This is why GM, Infiniti and Acura havent ditched these V6s just yet, because they are pretty good in what they are supposed to be doing. Which are pretty much better in doing what a turbocharged 4 cylinder engine replacing them is doing...

And although Im liking the idea of a turbocharged 4 cylinder engine making 300 horsepower and 300 ft.lbs of torque and Im liking that idea in a Mustang or Camaro or even in that Mercedes Benz CLA sedan, Id rather have a GM, Acura and Infiniti NATURALLY ASPIRATED 3,5 or 3.7 liter V6 making 300 horses and 275-285 ft.lbs of torque...

So it may seem I got something to say, I really dont. Im just perplexed by some in this thread...so instead of causing a commotion about it...

I will troll anyway, but I will troll this way instead

 

So tell us, hot HOT do you think that hatch really is, big boy?

Is it, THIS hot?

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For having NOTHING to contribute, you sure made a very long post! LOL!!!

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Posted (edited)
13 minutes ago, dwightlooi said:

For having NOTHING to contribute, you sure made a very long post! LOL!!!

I always have something to say. Even when I dont. 

I always have an opinion about something, even when I dont.

Its a curse!!!

But I always try to keep myself informed.

Edited by oldshurst442

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28 minutes ago, oldshurst442 said:

I always have something to say. Even when I dont. 

I always have an opinion about something, even when I dont.

Its a curse!!!

But I always try to keep myself informed.

My whole point in blasting this engine and every other OEM out there with these DOHC High Horsepower motors and low torque is they are Bloated fat pigs of engines (HEAVY) when we were making NA Pushrod V6 that moved auto's just fine and efficiently. 

I honestly do not see any real gain that these DOHC engines brought to the table other than added complexity for no real gain in MPG and low torque.

Turbo engines again also bring added complexity and weight that does make one question a Turbo 4 300HP or a smoother V6 300hp? Only benefit is the Turbo if done right makes equal or more torque at a low RPM number compared to these 280 to 290 lb-ft of torque at 3000 to 5000 rpm.

I just do not get the need or thrill for a high revving engine when I can get the same thing out of a V8.

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3 minutes ago, dfelt said:

I just do not get the need or thrill for a high revving engine when I can get the same thing out of a V8.

You're comparing V8 to turbo 4's.. and almost all turbo 4 engines now aren't high revving. 

GM's LTG makes peak power at 5600rpm

Ford's 2.0T peaks at 5500rpm 

Jeep's new 2.0T peaks at 5200rpm

BMW's 2.0T peaks from 5000-6500rpm

56 minutes ago, oldshurst442 said:

4. We are bitchin' about GM's 3.6 when Nissan's 3.7 is equivalent in power and torque yet nobody on this site seems to bitch about Nissan's "lack of torque" on that engine.

5. Acura's V6 at 3.5 liters also makes about the same power numbers, yet nobody on this site bitches about Acura...Toyota's V6 also makes comoparable numbers. 

FWIW, I complain about all n/a V6's. GM just happens to come up the most around here. I know I've also complained about the V6 in my dad's Taco as well. 

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Posted (edited)
33 minutes ago, ccap41 said:

 

FWIW, I complain about all n/a V6's. GM just happens to come up the most around here. I know I've also complained about the V6 in my dad's Taco as well. 

 But why do you do that?

What it is about naturally aspirated V6s that get your goat? 

Not trolling you, just asking in all honesty. Id like to pick your brain for a few moments. I wanna try to understand you.

Do you prefer forced induction? And if yes, please tell me why.  

I prefer naturally aspirated. I owned a supercharged V6 and a turbo 4 cylinder and even though that supercharged V6 felt more like a V8 with all that grunt down low in the power band, I prefer a honest to goodness V8 over it and my wife's Fusion...well, it accelerates an awful lot like a 3.1 liter (1994 Potiac Grand AM GT 4 door)and 3.4 liter OHV V6s (1999 Olds Alero GLS)  that GM made in the 1990s. Making comparable power both in HP and in torque, but I prefer those 1990 V6s than that ecoboosted 1.6 liter 4.

I also drove an Acura Integra GSR (my cousin's) more than a couple of times and although that engine lacked torque but was a high revver with respectable hoprsepower numbers for the day, I prefer THAT naturally aspirated 4 cylinder over any 2.0 liter turbocharged 4 cylinder I have driven the last few years. (Ford's, GM's, Hyundai's, Honda's, VW's) 

For me, its hard to explain why.   I guess I dont like the "kick" that turbos do when they "kick" in. Its a cool feeling, Ill admit.  I just dont get any excitement with that. Plus...the lag that comes with turbos as well. Yes, modern small turbos that wind up like mad early on in the rev range do have lag on certain conditions. A naturally aspirated V6 does not have that.

You mentioned the few moments that you have to wait for the kickdown to happen on a naturally aspirated V6. Which I got to experience in my wife's 2007 FWD Ford Edge with the 3.5 V6.

So....I could see that. Its comparable to waiting for the turbos to kick in, I guess. Maybe that is because of 6 speed gearboxes?

The 1990s V6s Im talking about had those "really really old and ancient" 4 speeds. No waiting period for a kickdown to happen in those. 

My Acura's transmission doesnt have a wait to kickdown either...

Keeping in mind, this is all driving in daily, real world conditions that I want us to discuss and me to understand your reasoning in these conditions.

Anyway, hoping you answer me. 

Edited by oldshurst442
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@oldshurst442 Having grown up with a father who had a repair shop, made race cars and have driven my share of big block V8's and Supercharged V8's. I can tell you that I get where you are coming from. 

The Supercharger wine and power is amazing no doubt about it and I always loved that sound since I saw the original Mad Max Movie.

Yet with that said, I get the all natural aspirated motors. Having a custom built 402 in my Suburban, I can tell you the long hard pulls of power and movement without the wine of a supercharger or the G push into the seat of the Turbo but a true push into the back of the seat from raw big block power is something most younger people have never experienced.

I can honestly say I know now where I get my passion for Electric auto's, they give the same solid push as a massive big block V8. That long constant pull of power. 

I get what you feel and think about it. This could also be why I am a critic of all things DOHC built engine with high horsepower and weak torque. I just do not see the need for these high revving engines when we could build them simpler and cheaper. That is the attraction of electric, I still think long term, electric will simplify and be cheaper than ICE auto's to run for people and the planet.

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16 minutes ago, oldshurst442 said:

But why do you do that?

What it is about naturally aspirated V6s that get your goat? 

The require more revs than I like. None of them are making peak torque under 3000rpm.

In the case of the Tacoma its a hybrid response. It doesn't like to rev, at all, but at the same time it doesn't make much power down low, imo. 

For a smaller engine, I prefer forced induction for the simple part of low and mid range thrust. If it were a toy I would gladly enjoy something to freely rev.

I've mentioned it before but as a Ford guy the 6.2 in the Camaro better suits my conservative driving style with its gobs of low end vs the 5.0 which wants more revs. 

21 minutes ago, oldshurst442 said:

You mentioned the few moments that you have to wait for the kickdown to happen on a naturally aspirated V6. Which I got to experience in my wife's 2007 FWD Ford Edge with the 3.5 V6.

So....I could see that. Its comparable to waiting for the turbos to kick in, I guess. Maybe that is because of 6 speed gearboxes?

Yeah, I feel like it is a wash in which item do you want to wait for? Turbos require boost and revving engines require a downshift.. Both take a second or two for the computers to sort out the input and realize the necessary output. Personally, on a daily driver, I like the lack of revs and it just feels like it isn't working as hard waiting for a turbo for a couple seconds going up hill or speeding up to pass. 

As for a toy.. It completely changes. I want it a manual and revs aren't a bad thing. They are thrilling and fun to hear going through the gears. 

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3 minutes ago, dfelt said:

The Supercharger wine and power is amazing no doubt about it and I always loved that sound since I saw the original Mad Max Movie.

I got fed up with the supercharger whine in the end. I prefer the "pssssss'  'psssss'  from the excessive back pressure coming from the blow off valve of a turbo now-a-days than the supercharger whine. But I do prefer the instant forced induction acceleration that you get with a supercharger over a turbo....but...

That smoothness of a naturally aspirated motor accelerating is unmatched. For me. Especially if we ARE talking about a V8. 

 

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11 minutes ago, dfelt said:

Yet with that said, I get the all natural aspirated motors. Having a custom built 402 in my Suburban, I can tell you the long hard pulls of power and movement without the wine of a supercharger or the G push into the seat of the Turbo but a true push into the back of the seat from raw big block power is something most younger people have never experienced.

🙋🏻‍♂️

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On 4/10/2019 at 10:49 AM, Drew Dowdell said:

Laggy.

I've driven the 2.0T Regal GS and the 3.6 Regal GS and the 3.6 LaX.

In no instance does the 2.0T feel faster than the 3.6. 

the newest Regals, 2018+, the 3.6 may still feel faster, but there's not really lag on the 2.0 and to be honest the 2.0 is a better drive.

that's just me not often being impressed by GM's 3.6.  It seems to be good in some of the Cadillacs and sucky (to me) otherwise.  At least with my perspective of having the superior Chrysler pentastar 3.6 v6 in a vehicle in my garage.

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1 minute ago, regfootball said:

the newest Regals, 2018+, the 3.6 may still feel faster, but there's not really lag on the 2.0 and to be honest the 2.0 is a better drive.

that's just me not often being impressed by GM's 3.6.  It seems to be good in some of the Cadillacs and sucky (to me) otherwise.  At least with my perspective of having the superior Chrysler pentastar 3.6 v6 in a vehicle in my garage.

I dunno... even 6-speed to 6-speed between the Regal and the prior generation Lacrosse, the LaX was just giant a rocketship.  I'll give you that the Pentastar is probably smoother, but in terms of big cruisers, a LaX and 300C are pretty dern close in capability and comfort. 

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Posted (edited)

All right gays, let me put it simply for you all:-

(1) An engine being turbocharged (or not) has nothing to do with whether it is, or can be, high revving. Period.

(2) Contemporary Turbocharged engines are typically not high revving because of the designers' desire to minimize lag and maximize torque down to the lowest reaches of the rev range.

(3) Turbochargers generally have a range of airflow within which it functions well. A big turbo supports higher flow -- which means higher boost or higher engine rpms. A small turbo takes less exhaust energy to drive -- which means higher output at lower rpms and less turbo lag.

(4) To be more specific, at about 20 psi of boost (~1.36 bar), the most advanced turbos can support a torque plateau of about 3000 rpm. That is to say you can have your peak torque of about 150 lb-ft/liter across about 3,000 rpm of engine speed range. This can be 1,500~4,500 rpm or it can be 4,000~7,000 rpm depending on the size of the turbo. Obviously, an engine the latter will make more power... much more power (greater than 200 hp / liter) and rev to 8,000 rpm without running out of breath. But expect 1990s style lag and rubberband like throttle response. With the former you get ~ 130~140 hp / liter, but the engine isn't dead between idle and about 3800 rpm. You can have either or something in between, but you can;t have both.

Edited by dwightlooi
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16 minutes ago, dwightlooi said:

All right gays

Hey now!

Im not gay!

Nor am I a switch hittter if ya know what I mean! 

Image result for freddie mercury wink gif

 

Im 100% pure Greek male heterosexual machoness...

Image result for george michael you gotta have faith gif

Oh...wait a minute...

OK...

Image result for Greek American actor

Nope...

gay...even if he is not gay...he is gay...

Related image

 

Yeah...like THAT guy!  Im bald like him too!

Not that there is anything wrong with that...

Image result for not that there's anything wrong with that gif

 

Because...in Ancient Greece, well...lets not go there because 

35 minutes ago, dwightlooi said:

All right gays,

This would be relevant  and I do have a point to make...I think? 

 

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All right GUYS, let me put it simply for you all:-

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50 minutes ago, Drew Dowdell said:

I just figured he was only talking to me....

I was only talking to Oldhurst442

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1 hour ago, Drew Dowdell said:

I just figured he was only talking to me....

That's OK, I figured he was just putting us all in the Happy Group of Auto Enthusiast! :P 

48 minutes ago, dwightlooi said:

I was only talking to Oldhurst442

😢 Now I feel alone! :P NOT but that is OK Dwight, I still get ya! :D 

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On 4/9/2019 at 3:04 PM, Drew Dowdell said:

I don't care for the looks, but 300hp out of a 2.0t with almost 300 lb-ft of torque sounds fine to me.... I'm interested in trying it to see how it drives. These are 4.6 Northstar specs from 10 years ago. 

I agree.. but if GM were to have kept the Cruze going in the U.S., we might of got a Cruze SS (Brazil) with a 1.4L with 300HP

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      Advanced Safety Technologies
      Venue offers a suite of advanced safety technologies evoking a strong sense of protection in an entry level vehicle.
      Forward Collision-Avoidance Assist (FCA) uses the car’s front-facing camera to help detect an imminent collision and avoid impact or minimize damage by braking Lane Keeping Assist (LKA) helps prevent accidental lane departure by sensing road markings automatically steering the car if necessary. Blind-Spot Collision Warning (BCW) helps detect approaching vehicles that may be obscured from view during highway Driver Attention Warning (DAW) system monitors a spectrum of driver-related characteristics to help detect driver fatigue or careless Rear Collision Cross-Traffic Warning (RCCW) helps detect when a vehicle may have entered a car’s rearward path providing a driver Drive Modes includes a snow mode for improved FWD road Each of these advanced systems provides a relaxing experience during urban driving adventures.
      Efficient Powertrain
      Fuel economy is an important consideration for customers who purchase an entry-level vehicle. Venue won’t disappoint thanks to Hyundai’s Smartstream Gamma 1.6-liter four-cylinder engine. The Dual Port Fuel Injection (DPFI) engine is paired with either a six-speed manual transmission or Intelligent Variable Transmission (IVT) automatic. Based on internal estimates, Venue is estimated to deliver up to 33 miles per gallon (City/Highway combined).
      Numerous design changes were made to the Smartstream Gamma 1.6 engine to realize fuel economy improvements while maintaining power and torque. To improve fuel economy, Venue incorporates a number of design changes including:
      High Tumble Combustion System by optimizing the port and valve shapes Maximized Thermal Efficiency by reducing the surface-to-volume ratio Cooling System Optimization incorporating a cross-flow configuration and narrow water jacket core to speed up cabin warming Dual Port Fuel Injection with improved injectors and optimized spray targeting with a sophisticated injection strategy Integrated Thermal Management System (ITMS) featuring a 2-way rotary control valve, distributing engine coolant to the radiator, transmission warmer and heater core module along with a 6-phase control strategy to prioritize coolant and heat flow for passenger comfort in cold weather and temperature management in hot weather High Ignition Energy EGR system with an external EGR cooler to expand the EGR-operated region for improved fuel economy Hyundai’s first and internally developed proprietary IVT offers a shift control strategy which enhances shift response through a continuous range of effective gear ratios. The ability to match a gear ratio with engine operating conditions provides a number of benefits including smooth transition of engine operating speeds and improved fuel efficiency.
      SUV Utility
      The SUV’s appealing interior space and comfortable cabin provide adequate space for the versatile urban commuter. Venue comes standard with a 60/40 split flat folding backseat to maximize utility for those trips to the farmer’s market or transporting musical instruments. With Venue’s SUV styling cues and utility, it is the ideal alternative to a subcompact car. 
      Venue offers comfort and convenience features. The cargo space features a rear covering shelf for added privacy and can be conveniently stowed along the rear seatback when not being used. While, the dual level cargo floor feature provides flexibility to have the floor of the cargo area in either the top position - level with the seats when folded down, or at a lower position to accommodate taller cargo. Consumers will appreciate available convenience features such as Dual USBs, 3.5” TFT instrument cluster display to illustrate useful information, rearview camera and Bluetooth® hands-free phone. The leather-wrapped steering wheel provides daily comfort for the driver.
      Fun, Youthful Colors
      To complement the dramatic design, Venue is available with fun, youthful colors. A total of eight exterior colors are available, including Ceramic White, Black Noir, Steller Silver, Galactic Gray, Scarlet Red, Intense Blue, Green Apple and Denim. Denim can be coupled with denim cloth and leatherette interior with a white contrasting roof. Venue offers a choice of gray or black cloth interiors. An all-new two-tone roof, power sunroof and privacy glass contribute further to the head-turning style options.
       

      View full article
    • By Drew Dowdell
      Hyundai brought out its newest entry to their burgeoning SUV lineup today at the New York International Auto Show.  They Hyundai Venue will take a place alongside the Hyundai Kona as a small SUV.   Unlike the Kona, the Venue sits more upright in a traditional 2-box design. 
      Venue conveys a fun, yet functional design in a versatile and modern compact package. For those constantly on-the-go, Venue offers adaptability to the urban entrepreneur lifestyle many consumers experience in today’s fast-paced environment. From everyday workplace activities to weekend fun, Venue is a great fit in accommodating busy lifestyles with an abundance of playful and practical features including seamless safety, versatility and connectivity.
      The design of the new Venue exhibits small but confident body forms, delivering a new interpretation of Hyundai’s signature design language. The vehicle side profile showcases a solid and full volume wheel arch and strong character line, while the front cascading grille includes the new Hyundai signature face that’s found on both Kona and NEXO, including composite LED lights and cube shape headlamps. This unique character line continues through the tail lamps. Venue is available with striking 17-inch alloy wheels along with the 15-inch standard wheels.
      “The Hyundai SUV lineup can be compared with the pieces on a chess board,” said SangYup Lee, executive vice president of design, Hyundai Motor Group. “Our new Palisade is the King, but we are missing the smaller piece. And that’s where Venue comes in. It may be small, but its unique and bold design sets it apart from the rest of the pack,” he explained. “We can see the Hyundai look in Venue but there is a unique quality that will appeal to individual customer’s tastes and preferences in a way that sets it apart from the other SUVs in our lineup.”
      Advanced Safety Technologies
      Venue offers a suite of advanced safety technologies evoking a strong sense of protection in an entry level vehicle.
      Forward Collision-Avoidance Assist (FCA) uses the car’s front-facing camera to help detect an imminent collision and avoid impact or minimize damage by braking Lane Keeping Assist (LKA) helps prevent accidental lane departure by sensing road markings automatically steering the car if necessary. Blind-Spot Collision Warning (BCW) helps detect approaching vehicles that may be obscured from view during highway Driver Attention Warning (DAW) system monitors a spectrum of driver-related characteristics to help detect driver fatigue or careless Rear Collision Cross-Traffic Warning (RCCW) helps detect when a vehicle may have entered a car’s rearward path providing a driver Drive Modes includes a snow mode for improved FWD road Each of these advanced systems provides a relaxing experience during urban driving adventures.
      Efficient Powertrain
      Fuel economy is an important consideration for customers who purchase an entry-level vehicle. Venue won’t disappoint thanks to Hyundai’s Smartstream Gamma 1.6-liter four-cylinder engine. The Dual Port Fuel Injection (DPFI) engine is paired with either a six-speed manual transmission or Intelligent Variable Transmission (IVT) automatic. Based on internal estimates, Venue is estimated to deliver up to 33 miles per gallon (City/Highway combined).
      Numerous design changes were made to the Smartstream Gamma 1.6 engine to realize fuel economy improvements while maintaining power and torque. To improve fuel economy, Venue incorporates a number of design changes including:
      High Tumble Combustion System by optimizing the port and valve shapes Maximized Thermal Efficiency by reducing the surface-to-volume ratio Cooling System Optimization incorporating a cross-flow configuration and narrow water jacket core to speed up cabin warming Dual Port Fuel Injection with improved injectors and optimized spray targeting with a sophisticated injection strategy Integrated Thermal Management System (ITMS) featuring a 2-way rotary control valve, distributing engine coolant to the radiator, transmission warmer and heater core module along with a 6-phase control strategy to prioritize coolant and heat flow for passenger comfort in cold weather and temperature management in hot weather High Ignition Energy EGR system with an external EGR cooler to expand the EGR-operated region for improved fuel economy Hyundai’s first and internally developed proprietary IVT offers a shift control strategy which enhances shift response through a continuous range of effective gear ratios. The ability to match a gear ratio with engine operating conditions provides a number of benefits including smooth transition of engine operating speeds and improved fuel efficiency.
      SUV Utility
      The SUV’s appealing interior space and comfortable cabin provide adequate space for the versatile urban commuter. Venue comes standard with a 60/40 split flat folding backseat to maximize utility for those trips to the farmer’s market or transporting musical instruments. With Venue’s SUV styling cues and utility, it is the ideal alternative to a subcompact car. 
      Venue offers comfort and convenience features. The cargo space features a rear covering shelf for added privacy and can be conveniently stowed along the rear seatback when not being used. While, the dual level cargo floor feature provides flexibility to have the floor of the cargo area in either the top position - level with the seats when folded down, or at a lower position to accommodate taller cargo. Consumers will appreciate available convenience features such as Dual USBs, 3.5” TFT instrument cluster display to illustrate useful information, rearview camera and Bluetooth® hands-free phone. The leather-wrapped steering wheel provides daily comfort for the driver.
      Fun, Youthful Colors
      To complement the dramatic design, Venue is available with fun, youthful colors. A total of eight exterior colors are available, including Ceramic White, Black Noir, Steller Silver, Galactic Gray, Scarlet Red, Intense Blue, Green Apple and Denim. Denim can be coupled with denim cloth and leatherette interior with a white contrasting roof. Venue offers a choice of gray or black cloth interiors. An all-new two-tone roof, power sunroof and privacy glass contribute further to the head-turning style options.
       
    • By Drew Dowdell
      While pictures of the 2020 Mercedes-Benz GLS leaked out a few days ago, Mercedes officially pulled the wraps off the big SUV today at the New York International Auto Show.
      The GLS is Mercedes' largest and most luxurious SUV, and in this new iteration it is even larger than before in most dimensions, but probably most importantly is the 2.4 inch longer wheelbase. That allows for more seating space. Three fully electrically adjustable seat rows offer all passengers a generous amount of space and outstanding seating comfort. The seats in the third row can be lowered into the floor to increase the trunk space, while the seats in the second row fold flat.
      The GLS debuts a new engine with the GLS 580 4Matic. It is an electrified V8 with a 48-volt and EQ Boost, an onboard electrical system and starter-generator.  The base engine will be a GLS450 4Matic, a 3.0 liter turbocharged inline-6 and EQ Boost. 
      As the S-Class of Mercedes-Benz SUVs, the new GLS indulges its passengers in every way, especially those in the rear. Here are some key comfort features at a glance:
      Executive Rear Seat Package: Separate tablet for controlling all of the MBUX comfort and entertainment functions from the rear seats Electrically adjustable seats throughout as standard, as is the Easy- Entry function, which makes it easier to get into and out of the third row seats Simple folding-down of all rear seats at the push of a button Choice of either three-seat rear bench seat or two luxury individual seats with armrests in the second row Two fully fledged seats in the third row (for people up to 6.4 feet/1.94 meters tall) Heated seats and separate USB charging ports for the third row Five-zone automatic climate control available (standard on GLS 580) The GLS comes with the enhanced AIRMATIC air suspension system with Adaptive Damping System Plus fitted as standard. This setup uses highly complex sensor systems and algorithms to adapt the damping characteristics to the road condition and driving situation in real time. All components have been enhanced compared with the previous generation, and the wheel suspension mountings have been optimized to maximize ride comfort. In addition, the air suspension keeps the car at the same level, regardless of the load on board.
      The 2020 Mercedes-Benz GLS will go on sale by the end of the year. 
      Mercedes-Benz Press Release on Page 2


      The new Mercedes-Benz GLS is the largest and most luxurious SUV from Mercedes-Benz and, above all, offers more: more space, more comfort, more luxury. The confident presence of its exterior stems from its impressive dimensions, which are larger than those of its predecessor. One of the benefits of the 2.4-inch (60 mm) longer wheelbase is interior spaciousness, especially in the second row. The three fully electrically adjustable seat rows offer all passengers a generous amount of space and outstanding seating comfort. The seats in the third row can be lowered into the floor to increase the trunk space, while the seats in the second row fold flat. Furthermore, a six-seater variant with two luxurious individual rear seat Captain's Chairs in the second row is available for the first time. Also celebrating its world premiere in the GLS is a new engine: the GLS 580 4MATIC will have an electrified V8 engine featuring EQ Boost - a 48-volt onboard electrical system with an integrated starter generator. The GLS 450 4MATIC will feature a 3.0-liter inline-6 turbo engine with EQ Boost. The all-new Mercedes-Benz GLS will celebrate its World Premiere at the New York International Auto Show in April and will go on sale in the U.S. by the end of the year.
      Also available on the new GLS, the sophisticated E-ACTIVE BODY CONTROL active suspension paired with the 48-volt technology offers outstanding suspension comfort, agile handling and a high degree of off-road capability. Like the GLE, the GLS features the latest generation of Mercedes-Benz driver assistance systems giving cooperative support to the driver. The new variable 4MATIC system ensures great agility on the road and strong performance off the beaten track. The new GLS has impressive aerodynamics in its segment, with a global Cd figure of 0.32. It also has a new Carwash function, which enables the car to be prepared for entry into a carwash with a single press of a button.
      As the S-Class of Mercedes-Benz SUVs, the new GLS indulges its passengers in every way, especially those in the rear. Here are some key comfort features at a glance:
      Executive Rear Seat Package: Separate tablet for controlling all of the MBUX comfort and entertainment functions from the rear seats Electrically adjustable seats throughout as standard, as is the Easy- Entry function, which makes it easier to get into and out of the third row seats Simple folding-down of all rear seats at the push of a button Choice of either three-seat rear bench seat or two luxury individual seats with armrests in the second row Two fully fledged seats in the third row (for people up to 6.4 feet/1.94 meters tall) Heated seats and separate USB charging ports for the third row Five-zone automatic climate control available (standard on GLS 580) "The new GLS is the S-Class of premium SUVs. It embodies luxury, confidence and intelligence like almost no other vehicle," states Ola Källenius, member of the Board of Management of Daimler AG responsible for corporate research and Mercedes-Benz Cars development.
      "The GLS combines modern luxury with the character of an off-roader," says Gorden Wagener, Chief Design Officer at Daimler AG. "Powerful highlights of the off-road design idiom combined with an elegance reminiscent of a classic luxury sedan. The interior is a synthesis of modern, luxurious aesthetics, hallmark SUV practicality and digital high-tech. In our view, the new GLS therefore offers the best of all these worlds."
      Since the M-Class was introduced in 1997, Mercedes-Benz has been building premium SUVs in the USA - the largest market for these vehicles worldwide. The full-size GL offering space for seven people was launched in 2006. In 2015, a facelift emphasized the luxurious character of this large SUV's second generation and also heralded the changing of the name to GLS. On top of that, the GLS is the market leader in its segment - just like the S-Class Sedan.
      At present, Mercedes-Benz offers seven models in the SUV segment (GLA, GLC, GLC Coupe, GLE, GLE Coupe, GLS and G-Class). The SUVs are a major structural pillar in the Mercedes-Benz product portfolio, and greatly contribute to the growth of the brand. To date, more than five million customers worldwide have purchased a Mercedes-Benz SUV.
      The new Mercedes-Benz GLS, produced in the U.S. in Tuscaloosa, Alabama, will be presented to the public for the first time at the New York International Auto Show.
      Exterior design: powerful presence
      Modern luxury both on and off the road: that is the design message of the new GLS. Its aesthetics are based on the confident presence that its impressive dimensions alone create (length 205.2 in, width 77 in). The wheelbase of 123.4 inches, which is 2.4 inches longer than that of its predecessor, makes the vehicle beneficially longer and gives it harmonious proportions, emphasized by the understated, elegant side design. The GLS follows the design strategy of Sensual Purity, and dispenses with individual edges and beading in favor of generously sculptured surfaces.
      The front section of the new GLS exudes a powerful presence: this is ensured by the upright radiator grille in an octagonal SUV interpretation, the prominent, chrome-plated under guard in the front bumper with the bone- shaped air inlet grille, and the hood with two power domes. This striking appearance is emphasized day and night by the distinctive headlamp design. The GLS is equipped with MULTIBEAM LED headlamps as standard, with a total of 112 LEDs per headlamp. These produce the maximum light intensity permitted by law, which results in the brightness of the main beam headlamps only falling below the reference value of 1 lux after a distance of more than 2,000 feet (650 meters). The daytime running lights with three LED segments underline the status of the GLS as the S-Class of SUVs.
      The GLS cuts an imposing figure from the rear, too. This is particularly ensured by the powerful shoulder muscle extending from the rear doors to the tail lamps, which enables the GLS to strike an imperious pose on the road. The two- piece tail lamps are based on LED technology, and their high-caliber, three- dimensional look conveys depth and solidity. The reflectors are relocated lower down, giving the tail lamps a flatter appearance. They are crowned by a slender, continuous chrome trim strip. The rear is strikingly rounded off with the chrome-plated under guard.
      Aerodynamics: exquisite fine-tuning
      The new GLS achieves global cd figures as low as 0.32 - a clear improvement compared with its predecessor (cd 0.35) and an impressively low figure in the large luxury SUV segment. The excellent aerodynamics help to reduce fuel consumption and limit wind noise, one of the areas on which development work focused specifically.
      Special attention was paid to the underbody and the air flowing through the engine compartment because the hallmark SUV shape, with its upright front end and high ground clearance, makes these areas susceptible to low- frequency airflow noise. A host of details were optimized with numerous computation loops, CAE simulations (computer-aided engineering) and measurements in the wind tunnel in Sindelfingen.
      Interior design: luxuriously elegant and powerfully progressive
      The interior of the new GLS is all about luxuriously elegant aesthetics, as evidenced immediately by the interior appointments that combine the comfort of a Mercedes-Benz luxury sedan with the robustly progressive detailing of an SUV. The central element in the dashboard's design is an impressively sized screen unit embedded in a distinctive dashboard support. The dashboard support flows into the door panels, and the integral trim element extends to meet the doors.
      The prominently wide, raised center console creates a robust contrast with the free-floating appearance of the dashboard. As a typical feature of off-roaders, there are two prominent grab handles on the center console. Apart from good ergonomics, fluent surfaces create a modern, luxurious impression, rounded off by a broad area of trim and flush-fitting sun blinds. The controls with haptic and audible feedback appear to have been milled from a solid metal block.
      The large touchscreen of the MBUX infotainment system allows all the GLS comfort features to be controlled from the driver's seat. Very fine chiseling and the pyramid structures of the trim surfaces showcase the desire for perfection and craftsmanship. The new multifunction sport steering wheel with its striking spoke design accentuates the impressive appearance of the SUV's interior.
      Interior: generous amount of space in the second and third seat row
      The new GLS has a considerably longer wheelbase than its predecessor (123.4 in, an increase of 2.4 in). This creates more space, especially in the second seat row, which can also be adjusted. Legroom here is increased by 3.4 inches when the seats are in their rearmost position, which also makes it easier to get into the vehicle.
      As standard, the second row has a 60:40-split folding rear bench seat with adjustable 40:20:40-split backrests. Alternatively, it is possible to order the two luxury individual rear seats with armrests, between which it is possible to access the rearmost seats with ease. This is particularly useful when child seats are fitted in the second seat row.
      All seats are electronically adjustable. The same applies to the EASY-ENTRY function, which makes it easy to get into and out of the two individual seats in the third row. For this, the seats in the second row move a long way forwards and fold forwards.
      The seats in the third row are fully-fledged seats that are suitable for people up to 6.4 feet (1.94 m) tall and are heated for the first time. There are also two additional USB charging ports here.
      The new GLS has several climate control options: three-zone, four-zone or five- zone. If the GLS is equipped with the five-zone automatic climate control (as is standard with the GLS 580), the third row has its own zone with climate control vents in the roof. This zone is supplied by its own, electrically powered heater and air conditioner.
      A push of a button is all that is required to stow away the comfortable seats and make full use of the trunk space in the GLS. The switches on the left and right of the load compartment and on the front of the wheel arches on the front- passenger side in the C-pillar area allow the seats in the rear rows to be folded completely flat. It is also possible to fold down all the seats simultaneously by pressing the "ALL" button. The carpet-trimmed backs of the backrests form part of a flat, practical load area. Another push of a button lowers the trunk sill by approximately 2 inches to make it easier to load heavy or bulky items.
      Even more comfort in the rear: MBUX served on a tablet
      Luxury in the new GLS is shared generously among all passengers, particularly if the Executive Rear Seat Package is ordered. It includes a 7-inch Android tablet in its own docking station in the second row's larger luxury center armrest. The tablet allows control of all MBUX comfort and entertainment functions (see next section) from the rear seat rows, such as access to the radio, media, phone and a web browser. It can also be used to control the Executive Rear Seat Package and the five-zone automatic climate control for the rear seats. The driver can seamlessly assume control of all options and features from his or her seat at any time too.
      The center console also offers a wireless charging compartment for smartphones and additional USB ports. Rear passengers are indulged further still thanks to luxury headrests with additional cushions and the rearward- extended center console between the front seats with cup holders.
      It is even possible to order rear seats with a lumbar massage function and climate control as an additional option for the Executive Rear Seat Package Plus in the second row.
      MBUX with Interior Assistant
      The GLS is equipped with the latest generation of the infotainment system MBUX (Mercedes-Benz User Experience). Upgrades compared with the A-Class, in which the revolutionary system made its debut, include two large 12.3-inch screens as standard. The information on the digital instrument cluster and central media display is easily legible on the large, high-resolution screens. The presentation with brilliant graphics underlines the comprehensibility of the intuitive control structure.
      The optional MBUX Interior Assistant also allows intuitive operation of different comfort and MBUX functions by movement recognition. A camera in the overhead console registers movements of the driver's and front passenger's hands and arms. When a hand approaches the touchscreen or the touchpad on the center console, the media display changes and individual elements are highlighted. The system is able to distinguish the driver's hand from that of the front passenger, and therefore knows for whose seat the massage function is to be activated, for example.
      In addition there are functions that can be controlled by simple hand gestures: the reading lamp can be switched on and off by extending a hand towards the interior mirror, for example. Furthermore, the driver and front passenger can each store personal favorite functions such as "navigate home" or "call office."
      A unique feature of MBUX (Mercedes-Benz User Experience) is its learning capability thanks to artificial intelligence. With its predictive functions, MBUX anticipates what the user would like next. For instance, anyone who often calls their mother on Tuesdays during their drive home will receive her telephone number as a suggestion in the display on this day of the week. Anyone who regularly switches over to a radio station with news at a certain time also receives this as a suggestion.
      Also available is a next-generation full-color Head-up Display, which sets new standards with a resolution of 720 x 240 pixels and an extended projection distance.
      Powertrain: all engines have an EQ Boost integrated starter generator
      The high aspirations of the new Mercedes-Benz GLS are also clearly apparent in its engine line-up. Powerful six and eight-cylinder engines deliver the comfort and effortlessly superior power that suit the characteristics of this luxurious vehicle.
      The introduction of the GLS 580 4MATIC will mark the world premiere of a new, electrified V8 gasoline engine with 48-volt on-board electrical system and integrated starter generator. It has an output of 483 hp and 516 lb-ft of torque, with a further 184 lb-ft of torque and 21 hp available via EQ Boost over short periods. The integrated starter generator (ISG) is responsible for hybrid functions such as EQ Boost or energy recuperation, while allowing fuel savings that were previously reserved for high-voltage hybrid technology.
      ISG eliminates the need for a belt drive for ancillary components at the front of the engine, which reduces its overall length. The slim design of the in-line engine, together with the physical separation of intake/exhaust, creates space for close-coupled exhaust after treatment. The 48 V on-board electrical system serves not only high power consumers, such as the water pump and air- conditioning compressor, but also the integrated starter-generator (ISG), which also supplies energy to the battery by means of highly efficient energy recuperation.
      The Mercedes-Benz GLS 450 4MATIC is also available with a six-cylinder in- line engine electrified with 48-volt technology. This sophisticated engine produces 362 hp and 369 lb-ft of torque, with a further 184 lb-ft of torque and 21 hp available via EQ Boost over short periods.
      4MATIC variable all-wheel drive: agile on the road, superior when off- road
      In all variants of the new GLS, power is transmitted by the 9G-TRONIC automatic transmission. The broad ratio spread of gears from one to nine allows a clearly perceptible reduction in engine speed and is a decisive factor behind the high level of energy efficiency and ride comfort. A transfer case with an electronically controlled multi-plate clutch is also fitted as standard. This allows a variable transfer of drive torque from 0-100 percent (torque on demand) between the axles.
      Also new, and available as an option on the GLS 580, is a transfer case specially configured for superior off-road driving characteristics. In addition to the controlled multi-plate clutch with torque-on-demand function, it also features a reduction gear for off-road driving.
      When driving on the road, and particularly when cornering, the two fully networked transfer cases with torque-on-demand function allow a further improvement in handling safety and agility by specifically influencing the degree of yaw to induce oversteer or understeer.
      Driver assistance systems: even better support
      The new GLS is equipped with the latest generation of Mercedes-Benz driver assistance systems giving cooperative support to the driver. These systems further enhance the level of active safety.
      When Active Distance Assist DISTRONIC with route-based speed adaptation is activated, the new GLS is able to recognize and respond to traffic jams or slow-moving traffic with the help of information from LiveTraffic before the driver becomes aware of the hazard. For example, when a traffic jam is detected on the highway (and if the driver does not choose a different response), DISTRONIC reduces the speed to around 62 mph (100 km/h) as a precaution.
      A new feature of the Driver Assistance package: when actually driving in a traffic, Active Stop-and-Go Assist is substantially able to perform the tasks of keeping the vehicle in the lane and maintaining a safe distance with a high level of availability at speeds up to around 37 mph (60 km/h). In addition, restarting can be automatic up to one minute after coming to a stop. Once the traffic jam clears, the GLS accelerates back up to the speed preset for Active Distance Assist DISTRONIC with route-based speed adaptation. If traffic signs differ from this, the sign posted speed limit is automatically given priority.
      Suspension: AIRMATIC air suspension as standard
      The GLS comes with the enhanced AIRMATIC air suspension system with Adaptive Damping System Plus fitted as standard. This setup uses highly complex sensor systems and algorithms to adapt the damping characteristics to the road condition and driving situation in real time. All components have been enhanced compared with the previous generation, and the wheel suspension mountings have been optimized to maximize ride comfort. In addition, the air suspension keeps the car at the same level, regardless of the load on board.
      Carwash function: ready for cleaning
      One new standard feature is the Carwash function - which comes in handy, especially for a large vehicle like the GLS. When this function is selected, the suspension moves to the highest position, which reduces the track widths due to the axle geometry. This makes it easier to drive into a carwash as well as remove any dirt remaining in the wheel arches from the last off-road trip. The Carwash function also:
      Folds in the exterior mirrors. Closes the side windows and the sliding sunroof. Suppresses the rain sensor information so that the windshield wipers remain switched off in the carwash. Switches the climate control to air-recirculation mode and, after eight seconds, activates the 360° camera's front image to assist the driver when driving into the carwash Deactivates these settings automatically when the driver drives out of the carwash and accelerates to a speed above 12 mph. Outstandingly intelligent suspension: E-ACTIVE BODY CONTROL
      Even better ride comfort and agility plus new functions such as recovery mode are provided by the optional E-ACTIVE BODY CONTROL suspension, which is combined with the newly developed AIRMATIC air suspension. This is currently the only system on the market that can individually control spring and damping forces at each wheel. This means that it not only counteracts body roll, but also pitching and squat. Together with ROAD SURFACE SCAN and the curve inclination function CURVE, E-ACTIVE BODY CONTROL makes an exceptional level of comfort possible, and supports the claim of Mercedes- Benz to build the world's most intelligent SUV suspension.
      E-ACTIVE BODY CONTROL operates with a voltage of 48 V. On poor road surfaces the system is even able to recuperate energy, roughly halving the energy requirement compared with the preceding system in the S-Class. The hydropneumatics generate dynamic forces that overlay the air suspension forces and actively support and dampen the vehicle body during linear and lateral acceleration or when driving on uneven roads.
      The off-road functions include rocking mode. For example, if the GLS has become bogged down in a sand dune, this can help to free the vehicle more easily in many such situations. If possible, the suspension level is automatically raised and lowered several times, which changes the ground pressure of the tires and therefore improves traction and allows the GLS to rock itself free. Individual wheel actuation is another function for off-road driving. This allows the level at each wheel to be individually adjusted via the touchscreen of the media display, thus improving the vehicle's alignment on rough terrain when one wheel is stuck in a ditch or a wheel spring is fully contracted. This also helps to increase traction and the torque at the wheel.
      E-ACTIVE BODY CONTROL in the GLS also has the curve inclination function CURVE: like a motorcycle, the GLS leans into bends and thereby allows cornering in three stages with practically no centrifugal force. If the GLS is equipped with a stereo multi-purpose camera, ROAD SURFACE SCAN becomes possible: the camera continuously scans the road surface, while the suspension responds in advance to any undulations before the vehicle drives over them and largely compensates for them. In this way, the GLS improves the perceived road quality.
      The new Mercedes-Benz GLS will go on sale in the U.S. by the end of the year.

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