Choosing Out Efficient Plans Of Mortgage With Bad Credit

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Audi Outlines Production Plans For Q8 And Q4

As if the SUV market isn't already saturated enough.

The SUV market is showing no signs of slowing down, so it comes as no surprise that Audi is planning to expand its SUV line-up with the introduction of two new Q models in the next couple of years. While we knew more Q models were in the pipeline, this is the first time Audi has outlined production plans. “We will integrate two completely new Q-models into the existing production network and will thus increase our competitiveness in an extremely important segment,” said Audi’s Prof. Dr. Hubert Waltl.

First up is the Q8 which has finally been confirmed after years of rumors, a premium SUV with coupe styling that “combines great spaciousness with emotive design” and offers “the latest technologies in assistance and infotainment systems.” Judging from recent spy shots, it will be around the same size as the current Q7 if a little lower, and, if the Q8 Sport Concept shown at Geneva is anything to go by, will signal the start of a bold and belated new design language for Audi. Rumor has it the top trim Q8 will set you back around $100,000 to compete with the likes of the Mercedes-Benz GLE, Range Rover Sport and Bentley Bentayga in the high-end SUV market.

Production for the Audi Q8 will begin next year at the manufacturer’s Bratislava factory where the Q7 is also built and a performance SQ8 model will follow at some stage. While the Q8 covers the luxury SUV segment, Audi is also targeting the compact utility vehicle market with the Q4, which will enter production in 2019 at Gyor in Hungary. Audi describes the baby Q4 as “very sporty” and position it between the Q3 and Q5, if you couldn’t already work that out. It’s expected to take its design cues from the sporty Audi TT Offroad Concept and will most likely utilize the Q3’s 2.0-liter turbo four engine which produces 200 hp and 207 lb-ft of torque.

TSMC Plans To supply Chips Upfront To Compete For Orders Of Apple

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Aston Martin Has No Plans To Develop Autonomous Technology

Amen.

Everywhere you look these days it’s as if every automaker is busy at work developing autonomous technologies, at least to an extent. Not Aston Martin. The iconic English brand is currently in something of a product renaissance, specifically the all-new DB11, the insane Vulcan and upcoming Valkyrie hypercar, as well as its just announced racing-inspired AMR brand. We were fortunate to speak with Vice President and Chief Special Operation Officer David King at Geneva last week, and were reminded once again why we love Aston Martin.

“Our customers want more track-focused cars, specifically Porsche 911 GT3 competitors, and therefore we will offer our cars with two levels of potency: Heavily re-engineered AMR Pro cars, such as the Vantage AMR Pro, and the first tier AMR, like the Rapide AMR.” Knowing this, we asked King if Aston Martin is working on new technologies that don’t necessarily involve performance, such as self-driving tech. “No,” came the immediate reply with a smile. “We are not working in-house on autonomous technology. This doesn’t mean that one day perhaps we’ll license someone else’s technology. But, for me, Aston Martin is about driving passion and performance, and that’s what we’re focused on right now,” King explained.

Another very promising sign of Aston Martin’s revival of sorts was the arrival of Dr. Andy Palmer as CEO. After a very successful career at Nissan, Palmer is certainly the right man for this job. “He asks how we can share Aston Martin racing with a wider audience. He wants engineers to think like entrepreneurs, and gives more freedom to spend on exotic materials,” stated King. We also took a stab and asked King about the future of the naturally aspirated engine Aston Martin is currently phasing out. “The naturally aspirated engine is limited by how far you can rev it to make power.”

Along with increasing global emission standards, it’s fair to say the NA engine, even for Aston Martin, is about to retire, replaced not only by turbocharging, but also hybrids and electrics. So rest assured. We won’t be seeing self-driving technology coming from these guys anytime soon, and if we read King correctly, he’s in absolutely no rush to even buy the tech from elsewhere.

Picking Out Speedy Plans For Bitdefender Coupon 2018

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Ford plans redesign for Expedition, Escape; adds hybrids

Ford plans an off-road Jeep fighter.

After revealing plans to discontinue traditional sedans in North America, Ford has tied its future to pickups and utility vehicles. And while 2018 was the year to showcase its extremes — the launch of the EcoSport subcompact crossover and redesign of the hulking Expedition SUV — 2019 and 2020 will focus on the heart of Ford's crossover and SUV lineup, with plans to freshen the Edge, redesign the Escape and Explorer, and launch two off-road utilities. Each vehicle will receive a hybrid option as Ford looks to make good on its promise to invest $11 billion in electrified vehicles by 2022. Hau Thai-Tang, Ford's product development and purchasing boss, this month said the Ford brand's portfolio will grow to 23 vehicles over the next five years, from 20 today.

Fiesta: Ford's littlest car is not long for the U.S. Production of the subcompact sedan ends in May. Any chance the Fiesta had at sticking around evaporated once the EcoSport hit U.S. shores. Ford hopes its entry-level car buyers will transition to that vehicle.

Focus: U.S. production of the compact sedan ended this year so Ford could retool its Michigan Assembly Plant to build pickups and SUVs. The nameplate will live on in the U.S. with the Focus Active wagon that will be imported from China starting in the second half of 2019.

Fusion: Ford nixed the next-generation midsize sedan, planned for 2020, this year. It said production of the nameplate would end in the next few years, but after backlash from dealers, reports surfaced that Ford would offer a wagon version to compete with entries from the likes of Subaru. The wagon version of the Fusion is expected in 2022.

Taurus: U.S. production of the large sedan is ending — again — but this time, Alan Mulally isn't walking through the door to save it. Ford will stop building the venerable nameplate at its Chicago Assembly Plant in March as it makes room for more crossover output.

Mustang: It's been the most popular sports car for the past three years as Ford has rolled out new colors and special editions such as the Bullitt. Ford will introduce the Mustang Shelby GT500 next year, and a Mustang hybrid is coming in 2020 with increased power and more low-end torque. The next-generation pony car is expected in 2021.

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GT:?Ford has said the $450,000 supercar will continue production through the 2020 model year, although delays from Multimatic Motorsports could mean that the Canadian company will be building GTs past that date.

EcoSport: The India-built crossover will become the Blue Oval's entry-level vehicle. Its U.S. sales have steadily risen since imports started in early 2018. The EcoSport was in the middle of its life cycle when Ford brought it stateside, so a redesign coming in 2021 will be the first specifically with U.S. consumers in mind.

C-segment off-road crossover: Ford executives have vowed to introduce "authentic off-roaders" to better compete with brands such as Jeep, and this vehicle, slotting between the EcoSport and Escape, will be one of them. It's slated to debut in 2020 and, although Ford has not decided on a name, the company could revive the Maverick moniker, which it trademarked this year. A recent company presentation showed it as being built on Ford's new modular front-wheel-drive/all-wheel-drive unibody platform along with the Escape, Focus and Transit Connect.

Crossover EV: Ford plans a "Mustang-inspired," long-range battery-electric crossover. The crossover, which comes out in 2020, was tentatively named the Mach 1 this year, but the name is likely to change. Production was originally slated for Flat Rock, Mich., but Ford this year decided on Mexico instead.

Escape: The company's best-selling nameplate after the F series gets a redesign that will debut in the second half of 2019. A plug-in hybrid variant is expected at the same time. Expect a more refined look to differentiate the Escape from Ford's off-road offerings. The vehicle will also be slightly larger than the current version, with more interior legroom.

Bronco: The long-anticipated revival of the Bronco nameplate happens in 2020. The Jeep Wrangler fighter will be built in Ford's retooled Michigan Assembly Plant and use the automaker's 10-speed transmission. A hybrid variant also will be introduced in 2020. Executives have been mum on design or powertrain details, except to say that it will be a true off-roader.

Edge:?Ford is freshening its midsize crossover this year with slight cosmetic changes and a new ST performance trim. The base model gets a 2.0-liter EcoBoost engine paired with a new eight-speed transmission that produces 250 hp, five more than the current version, and 275 pound-feet of torque. The ST variant will be powered by a specially tuned 2.7-liter EcoBoost V-6 engine that Ford says is the most powerful in the segment, generating 335 hp and 380 pound-feet of torque. It's due for a redesign — and a hybrid variant — in 2022.

Explorer: Ford freshened its large crossover for the 2018 model year with a new grille and updated technology. The next-generation Explorer will debut in the first half of 2019 and switch to a new rear-wheel-drive platform. The Explorer will have a hybrid variant, although it won't be a plug-in like its Lincoln Aviator counterpart. Ford also will introduce an Explorer ST performance variant, likely replacing the Sport trim.

Flex: Ford's large crossover has an intense fan base — but that's not enough to save it. Representatives with Unifor, the Canadian auto workers union, divulged after contract talks a few years ago that Ford would discontinue the vehicle around 2020.

Expedition: Ford's biggest family hauler received its first redesign in nearly 20 years for the 2018 model year. A switch to aluminum reduced weight by about 300 pounds. Expect a freshening in 2021, which will include a hybrid variant.

Autonomous vehicle: Ford plans to introduce a self-driving vehicle for commercial use in 2021. Although the automaker has tested its autonomous technology mainly on the Fusion sedan, its first self-driving vehicle is likely to be a Transit Connect, or similar vanlike vehicle, to help carry food, packages and other goods.

Compact pickup: Ford may add a compact pickup to its U.S. lineup in 2022. Automobile magazine reported this year that the automaker was planning a vehicle smaller than the midsize Ranger coming next year but bigger than the Fiesta-based Courier subcompact pickup Ford used to sell in Brazil.

Ranger:?The revived Ranger hits showrooms early next year. The midsize pickup, built at the Michigan Assembly Plant, will come with only one engine: a 2.3-liter, EcoBoost mated to a 10-speed automatic transmission. It will have three trim levels: XL, XLT and Lariat. Ford will offer two-door SuperCab and four-door SuperCrew configurations and have four- and two-wheel drive for each configuration. A Raptor performance variant is expected in the coming years.

F-150:?Ford's profit machine keeps rolling along. Despite redesigned pickups from its top rivals, the F series is poised for a record sales year in 2018. Ford freshened the F-150 this year and added a diesel variant. The next-generation F-150 will appear in 2020. It will include a hybrid model that Ford says can double as a mobile power generator.

Super Duty:?Since the Super Duty switched to an aluminum body in 2016, sales have soared. Ford will freshen it in late 2019. Likely updates include a new engine that helps improve performance.

Transit Connect:?Ford freshened the small van this year, adding a 1.5-liter EcoBlue diesel engine to the cargo van and wagon body styles. Ford owned a 44.8 percent share of the small-van segment in 2017 and hopes to grow that number by targeting active baby boomers who might be unable to afford a traditional minivan or large crossover. The Transit Connect will be redesigned in 2021 and is expected to be used as Ford's commercial autonomous vehicle.

Transit:?The large van will get a freshening in the first half of 2019, likely adding an awd option for better handling. It will be built on Ford's dedicated commercial van unibody platform.

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Ford Motor Co plans product blitz under new CEO Jim Hackett

DETROIT — Ford Motor Co.'s product development direction has taken a drastic turn under new CEO Jim Hackett.

No longer is the automaker content to compete in segments where it can't win, even if that means sacrificing a relatively popular vehicle that brings in more than 200,000 sales a year, as in the case of the Fusion sedan, which will leave the U.S. by early next decade. And it wants to further capitalize on the strengths of its best-selling F-series pickups and Transit vans while expanding its utility lineup to include fun off-roaders and more performance-oriented crossovers.

By 2020, Ford expects 86 percent of its volume will come from pickups, SUVs and commercial vehicles.

Its Lincoln luxury brand is taking a similar tone, placing more of an emphasis on utilities, including the Nautilus, Aviator and Navigator, as it continues the climb back to relevancy.

The brands' biggest problem in recent years has been a dearth of new product. The Escape and Explorer crossovers, while popular, have grown stale. They'll both be redesigned by the end of next year. Ford is — finally — reintroducing the Ranger midsize pickup, in early 2019, and the much-hyped Bronco will bow in 2020.

A Mustang-inspired battery-electric crossover, Ford's answer to Tesla and the Chevrolet Bolt, also will debut in 2020.

By then, Ford Motor expects to have the freshest showroom in the industry, with an average vehicle age of 3.3 years.

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"The freshness is really important from a business standpoint, but where we compete is what you're seeing Ford bet on," Jim Farley, Ford's president of global markets, said this year. "We don't just want to be in the generic SUV business. We want to be in the performance business, or the high-speed off-road business."

All of those new vehicles will fall under one of five modular architectures: rear-wheel-drive/all-wheel-drive body-on-frame; front-wheel-drive/awd unibody; commercial van unibody; rwd/awd unibody; and a unibody platform for battery-electric vehicles.

Its product renaissance will include a slew of new hybrids and EVs. The automaker plans 40 electrified vehicles by 2022 as it invests $11 billion in the technology.

"We've been working hard as a team to imagine the future, and it has a number of dimensions to it," Hackett said. "There's a lot of things happening now in terms of the fitness of the company, and these products are coming relatively soon."

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How Dyson plans to develop electric cars

LONDON --Dyson, best known for its vacuum cleaners and hand dryers, is charging ahead with a $2.6 billion push to start building electric cars, unveiling plans to turn a former airfield into a vehicle-testing site.

The technology center at the former Hullavington Airfield in England will bring the British manufacturer's investment to $260 million to create engineering work spaces and over 10 miles of test tracks, the Sheffield-based company said Thursday in a statement.

"Our growing automotive team is now working from Dyson's state-of-the-art hangars at Hullavington Airfield," CEO Jim Rowan said in the statement. "We are now firmly focused on the next stage of our automotive project strengthening our credentials."

Dyson is joining a list of traditional and new competitors entering an increasingly crowded race to make electric cars. Volkswagen AG, Daimler AG and General Motors all plan to offer a suite of electric vehicles starting from about next year, while Tesla is pushing into the mass market with the Model 3.

Unlike those carmakers that use established lithium-ion battery technology, Dyson will use solid-state batteries it says are smaller and more efficient. Toyota Motor Corp. also is working on solid-state batteries and last year said it hoped to have them in electric vehicles by the early 2020s.

Dyson, which already counts a 400-strong automotive team, said it plans to add another 300 positions to work on the car in the UK. That will help to offset a long list of companies moving operations out of the country amid concern for negative fallout from Brexit. In another positive sign, sports-car maker Aston Martin Wednesday announced a share sale plan in London, signaling confidence for investor demand.

Dyson was hoping to "create more high-skilled jobs for Britain," Rowan said.

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Dyson outlined its electric car plans a year ago.

Dyson on Thursday posted a surge in revenue for 2017, driven by demand from Asia. Dyson has seen its "center of gravity" tilt toward Asia, which last year generated almost three quarters of revenue growth, company founder James Dyson said.

Revenue increased 40 percent to 3.5 billion pounds ($4.8 billion) in 2017, while earnings before interest, tax, depreciation and amortization increased 27 percent to 801 million pounds from a year earlier, the company said.

Continued growth will help fund the company's bid to build an electric car by 2020.

Dyson declined to comment on any details of the car, but hinted it will involve a range of autonomous technology, such as the company's 360-degree camera currently used in its robotic vacuum.

"We are trying to build products that do what they do automatically," he said, adding that he wanted to speed up the rate at which the company’s products are autonomous, such as eliminating the need to manually switch them on or off.

The company has yet to decide where manufacture the vehicle, with locations in the U.K. and Asia being considered.

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McLaren Automotive plans hybrid conversion by 2025

Mike Flewitt: "I'm not against SUVs. They are just not what McLaren does."

WEST SUSSEX, England — McLaren Automotive is planning a powertrain transformation. The British automaker, synonymous with throaty V-8s, is in the early days of exploring a full-electric vehicle that could arrive by 2025. It is part of an ambitious plan to convert McLaren's sports car and supercar fleet to hybrids by 2025 as the auto industry prepares for tighter emission standards around the world.

During last month's Goodwood Festival of Speed here, McLaren CEO Mike Flewitt, 56, spoke with Staff Reporter Urvaksh Karkaria about the automaker's electrification plans and global expansion outlook.

Q: What's moving McLaren toward an all-hybrid fleet and eventually an all- electric supercar?

A: China is very aggressive about emission standards. The world is going in that direction. I think legislation will drive us in that direction, and we need to be ready. The only way we can meet emission standards at the performance we want is to be hybrid. There's no other way.

As it stands at the moment, we don't think the battery technology will be ready until 2025 to give us what we want in terms of performance. A McLaren EV has got to be usable. It shouldn't be that we offer a powertrain solution that compromises. It won't just be lower emissions, it'll be a better sports car. We've set ourselves half an hour full-on track use. You need to be able to do that without recharge, and when you come in and recharge it needs to recharge in 30 minutes.

Lamborghini has entered the white-hot crossover/SUV market. Why is McLaren against going down that path?

I'm not against SUVs. They are just not what McLaren does.

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An SUV is hugely expensive to do. We wouldn't have the shared engineering that you need to have the kind of business model that supports what we do.

When we decide to do a product there are three simple tests: It has to be right for the brand and right for the customer base, we've got to have the technology to do the best car in class and we've got to make money.

An SUV starts to reduce the purity of the brand as a supercar driver's brand. Secondly, we don't have the technology. Can you imagine from a standing start if we wanted to go out and do a better car than a Range Rover, or a Cayenne — the billions we'd have to invest? Third, therefore, is we wouldn't make any money. So it doesn't tick any box.

McLaren will launch a successor to the P1, its gasoline-electric hybrid hypercar introduced five years ago. What can we expect from the new vehicle?

The P1 shocked the world. It was a 900-horsepower car, light, lots of aero, incredibly compelling to drive. I think it was a huge step over anything that was there.

The P1 successor has got to be significant again. I think it'll come from a combination of things — driving dynamics, software controls, powertrain technology.

We are going to want a lightweight, high-performance, super aero-car that's going to do things only race cars could do in the past. And also be a great car to drive on-road.

McLaren built about 3,300 vehicles last year, and plans call for producing 6,000 a year in 2025. What's driving the increased production?

Our cars are always going to be very exclusive products. If you looked at how many cars we sell in the U.S. and the U.K., that isn't going to change. What is changing is that a lot of new markets are opening. We're selling cars into markets that you didn't sell sup-er-cars to 10-15 years ago.

A few years ago, when we announced the P1, we sold 38 cars in China. That market has changed dramatically. Our growth in Asia, apart from China, has been superb. Taiwan is one of our best markets. Thailand is doing well. Korea has been a huge success since we went in there. We're having a study done on India and Russia right now about market size, about the access to the market.

In India, you've certainly got enough high-net-worth individuals and enough car enthusiasts. What you don't have there is a road structure for really enjoying these cars.

North America is McLaren's largest market, accounting for about 35 percent of sales. What effect might the Trump administration's proposed 25 percent tariff on auto imports have on McLaren as a low-volume luxury automaker?

I am probably more worried today about the threat of tariffs into North America than I am about Brexit. My goal in life is completely free trade. What happens when you see tariff duties change is the market tends to stop while it understands what's happing, to digest what the new world is. I don't want that interruption in our business.

In the initial phase, we'll probably have to absorb some of the tariff-related price increase, so it harms our profitability. We've got to see what happens with competitors. We've got to see what happens with any negotiation that comes after it and then determine what the right course is. Inevitably, some of the price increase will flow through consumers eventually.

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