The 2019 Chevrolet Blazer is going to make some people angry. The Blazer name was attached to some of Chevy’s earliest SUVs, and has long been associated with old-school ruggedness. When Ford announced that it would resurrect the Blazer’s old rival, the Bronco, enthusiasts assumed a battle of traditional off-roaders would soon be joined. But the 2019 Blazer is a very different kind of vehicle.
Instead of a truck-like body-on-frame design and old-school four-wheel drive system, the 2019 Blazer is based on a car-like front-wheel drive unibody platform, with optional all-wheel drive. The new Blazer isn’t a Bronco rival; it’s yet another crossover, like the Equinox and Traverse it will slot between in Chevy’s lineup. Going the crossover route yields major benefits in road manners and fuel efficiency, which explains Chevy’s choice.
To go with its car-like underpinnings, the 2019 Blazer has more car-like styling than its boxy predecessors. It looks like a somewhat more aggressive version of the Traverse, with a hint of Lexus RX thrown in. It certainly doesn’t look like any previous Blazer. Inside, there is seating for five and 64.2 cubic feet of cargo space with the second row folded.
Base models get a 2.5-liter four-cylinder engine that generates 193 horsepower and 188 pound-feet of torque. An optional 3.6-liter V6 musters 305 hp and 269 lb-ft. Both engines are mated to a nine-speed automatic transmission. Chevy claims the Blazer will tow up to 4,500 pounds when properly equipped, which is fairly competitive for a vehicle in this class, but less than the Chevy Traverse’s 5,000-pound maximum tow rating. Optional Hitch View and Hitch Guidance features for the rearview camera help the driver more easily line the Blazer up with a trailer.
Chevy did not break down the full list of features, but the Blazer will be offered with an 8.0-inch touchscreen infotainment system, Apple CarPlay and Android Auto compatibility, and a built-in 4G LTE Wi-Fi hotspot. Six USB ports and wireless phone charging will be offered as well.
Drivers will also be able to roll down the windows using the key fob, and fire up the (likely optional) heated steering wheel and heated/ventilated seats when remote engine start is engaged. Driver aids will include adaptive cruise control and the rearview camera mirror previously seen on other General Motors models. It streams feed from the rearview camera to a screen that doubles as a conventional mirror.
The 2019 Chevrolet Blazer hits dealerships in early calendar-year 2019. Pricing will be announced closer to the launch date. Chevy’s design rethink will likely broaden the Blazer’s appeal, but fans of old-school SUVs will have to wait for the arrival of Ford’s Bronco in 2020.
Audi’s first regular-production electric model, the e-tron Quattro, will arrive in showrooms in about a year. We got our first good look at the model when the firm released 250 camouflage-clad prototypes on the streets of Geneva, Switzerland, in March 2018. We later learned about what’s under the sheet metal, and now Audi is giving us a preview of what it’s like to ride inside its next SUV.
The e-tron is significant partly because it will usher in the design language that will characterize every upcoming electric member of the Audi lineup. The camouflage intentionally leaves little to the imagination. We can tell the e-tron stands out from Audi’s gasoline-powered crossovers with a powertrain-specific octagonal grille that’s wider, shorter, and accented by chromed vertical slats. It’s flanked by sharp headlights that give the e-tron the typical Audi look. Around back, we see intricately designed lights connected by a thin LED strip. In terms of size, it’s slightly bigger than the Q5.
What you see above is what you’ll get, albeit without the psychedelic wrap. Peter Mertens, Audi’s board member for technical development, told Digital Trends the company remains committed to bringing the model to production with cameras in lieu of door mirrors, a forward-thinking feature car companies have tried to make a reality for years. Each camera transfers the footage it captures to a seven-inch OLED screen neatly integrated into the corresponding door panel, so you’ll still look left or right to see what’s behind you. The driver can zoom in and out of the image and choose between three modes designed for highway driving, turning, and parking, respectively. It’s a feature that improves range by reducing drag while giving the car a high-tech, futuristic look. It’s cool, right? It’s also illegal in the United States, so the e-tron we’ll see in showrooms will come with regular, old-fashioned mirrors. Audi is working on changing the regulations.
There are three additional screens inside the e-tron. The first one replaces the analog instrument cluster behind the steering wheel. It’s the familiar driver-configurable virtual cockpit found in other members of the Audi family, like the latest A7 and the all-new Q8. The second one displays the infotainment system. We haven’t tested it yet but we expect good things; we’ve previously praised Audi’s infotainment system as one of the best on the market. Finally, the third screen groups the climate control functions and lets the front passengers use the handwriting recognition function to manually write an address into the navigation.
Going electric allowed interior designers to carve out more space for people and gear than in a comparable gasoline-powered SUV. There is no need for a bulky transmission tunnel, there is no mechanical link between the front and rear wheels, so the rear passengers benefit from what Audi calls a flat plateau. Special soundproofing and body sealing keeps wind noise at bay while the electric motor emits only a gentle hum. It creates a calm, relaxed atmosphere in which to rock out to the available 16-speaker, 705-watt Bang & Olufsen sound system.
Fully digitalized, the e-tron Quattro will usher in an on-demand over-the-air updating system that lets customers purchase features days, weeks, months, or years into the ownership period. Buyers will be able to upgrade how the headlights illuminate the road, for example. It’s conceivable they’ll also be able to unlock more range and/or more power, either for a weekend trip or for the life of the vehicle.
The sheet metal hides an electrified version of the MLB platform used widely across the company’s lineup. In this application, it’s built around a 1,576-pound, 95-kWh lithium-ion battery pack mounted directly under the passenger compartment, right in between the axles. Performance specifications remain under wraps. All we know at this point is that — as the name Quattro implies — it will offer weather-beating all-wheel drive. Audi isn’t ready to talk about real-world range yet, either. Mertens promised Digital Trends the e-tron Quattro will be “very, very competitive” in that respect but he didn’t go into specific details. We know the e-tron will become the first volume-produced electric car compatible with 150-kilowatt charging, which is capable of zapping the battery with an 80 percent charge (roughly 200 miles) in 30 minutes. To put that figure into perspective, Tesla’s Supercharger stations top out at 120 kilowatts.
The 2019 Audi e-tron Quattro will make its world debut in the United States before the end of the year. Sales will begin shortly after, though Audi has already started taking deposits in certain markets. The company told British magazine Autocar it’s considering offering the e-tron Quattro through a monthly subscription service, a model Volvo has already adopted.
When it lands, the Audi e-tron Quattro will fight in the same segment as the Tesla Model X and Jaguar I-Pace. The crossover will be part of a multi-pronged foray into electric car territory. Audi will launch a second battery-powered model named e-tron Sportback about a year after the Quattro makes its debut.
Volvo’s growing mobility brand is in the early stages of developing an on-demand car sharing service named M designed to give motorists a convenient, dependable alternative to owning a vehicle. The company wants to learn more about its user base in order to stand out from the competition by providing a better service tailored to each driver’s unique needs.
Users will access M through a purpose-designed smartphone application. In essence, it will function like a large number of the car-sharing apps already available today. Registered users will log on and tap their device a few times to request a car. The difference is that learning technology currently under development at Volvo’s headquarters will ask users about their specific needs and memorize their preferences instead of simply informing them where and when they can pick up a car, Erik Jivmark, Volvo Car Mobility’s chief digital officer, told Digital Trends. “M will learn about its user’s needs, preferences, and habits,” he added.
It will suggest a smaller model like the XC40 (pictured) if it knows you’re going on your weekly trip into Manhattan, for example. Alternatively, the app might recommend a bigger model like the XC60 or the V90 Cross Country if you tell it you’re taking four friends and a dog along for the ride. It’s not too far-fetched to speculate that, in the medium-term future, the app will also know when to recommend an electric car and when to direct users towards a gasoline-powered model.
“The services currently available mainly offer alternatives to a taxi or public transit. We’re focused on the way people use the cars they own, which sets us apart. We aim to provide a real alternative to that experience,” said Bodil Eriksson, the CEO of Volvo Car Mobility, in a statement.
M will make its debut across the United States and in Sweden, Volvo’s home country, halfway through 2019. On its official website, the company predicts one M vehicle will take five private cars off the road. It points out this trend will help make big cities more livable by reducing air pollution and congestion. Volvo will test the program in Sweden this fall and it promises to release more information about M before the year ends.
gudella/123RFDriving stick is an art, so to speak. Mastering it might not bolster your reputation as a motor enthusiast, but remaining ignorant to the ways of the manual transmission could knock you down a few pegs in certain circles.
It’s true, you can almost always navigate from point A to point B without utilizing a stick shift and a clutch, but there will undoubtedly come a time when your only option will be something other than an automatic. Perhaps you’ll be forced to drive your friend’s pickup truck home after he or she had a bit too much to drink. Maybe you’ll find yourself looking at the perfect hatchback at your local dealership, only to discover it is, in fact, equipped with a manual. Or you might need to rent a car in Europe — in which case knowing how to drive stick is imperative.
Knowing how to operate this type of gearbox will serve you well — and it certainly can’t hurt, anyway. After all, manuals are easier to maintain and are known to help with fuel efficiency given their direct level of control. Here’s our simple guide on how to drive manual, so you can operate everything from compact economy cars to the best sedans to forklifts using a clutch pedal and a stick (self-driving forklifts are for wimps!). There’s truly no substitute for first-hand experience, but our simple instructions are a great place to start.
FAMILIARIZE YOURSELF WITH THE CLUTCH AND STICK SHIFT
Assuming you possess or have access to a vehicle with a manual transmission, sit in the driver’s seat and take note of the various features and components while the vehicle is not running. Get a feel for the clutch, the extra pedal that’s located directly left of the brake. It’s the heart of the difference between automatic and manual. Familiarize yourself with its resistance and when you can feel it grip. Afterward, locate the gear shifter or “stick,” which is typically located in the center console between the front seats or adjacent to the steering wheel. Make sure your seat is adjusted so you can easily reach all three pedals, and as always, ensure your seat belt is buckled.
Next, examine the shift pattern, likely laid out on top of the gear knob. This diagram generally showcases a series of lines and numbers that correspond to each gear. Note the placement of the individual gears, most notably reverse, often accessed by shifting down from fifth gear. Occasionally, on many Volkswagen vehicles for instance, reverse is located by pushing down on the shift knob (or pulling up on the shift boot) and moving down from first. There’s also a neutral gear located in the “gray area” between every notch, allowing you to release the clutch pedal while keeping the car running. Pressing the clutch and positioning your shifter between first and second gear, for example, will move you into neutral. Automatic transmissions do all of this … automatically.
PRACTICE SHIFTING WITH THE ENGINE OFF AND EMERGENCY BRAKE ENGAGED
Here’s the golden rule of manual transmissions: shifting begins with the clutch but ends with the gas. With the engine still off, press the clutch to the floor and move the shifter into first gear. Then, release the pedal while slowly pressing down on the gas. If the engine were on and the brakes were disengaged, this would propel the vehicle forward.
To move into second, release the gas and press the clutch down again. At this point, you’re just repeating the previous step, only you’re moving into second, then third, then fourth, and so on. Put simply, shifting gears requires the following three actions:
Depressing the clutch with your left foot.
Manually shifting with your right hand, typically in gear order.
Slowly depressing the gas pedal with your right foot while simultaneously releasing the clutch.
The faster you’re driving, the faster you can ease back the clutch, but keep in mind that smoothness counts more than quickness. Beginners should get in the habit of shifting from first gear directly to second gear.
SIMULATE A REAL DRIVING SCENARIO
Acceleratingrequires shifting to higher gears. In general, manual transmissions require shifting when your vehicles reaches 3,000 RPM, or when the engine seems to be overworking; keep an eye on the tachometer if you’re not sure when to shift. With the engine still off, practice accelerating to 15 mph or so and switching from first to second to third gear. Practice depressing the clutch and manually shifting up through fourth gear. Practice releasing the clutch while simultaneously giving the engine gas. Imagine you see a traffic signal in the distance.
Downshiftingrequires shifting into lower gears.If the engine seems to be puttering, you’ll need to downshift in order to bring the RPM up and access more of the engine’s power. Depress the clutch and carefully maneuver the gearshift from third gear to second gear to practice downshifting. Just like accelerating, make sure you slowly depress the gas pedal while simultaneously releasing the clutch. This instructional video may help you to visualize the correct action.
Coming to a complete stop requires drivers to depress the clutch and maneuver the gearshift into neutral, the position conveniently located in between gears. Neutral isn’t typically indicated on the gear shifter, but once you maneuver the stick into the correct position, you can take your foot off the clutch while keeping the car running. Again, you’ll want to shift gears when your car runs at roughly 3,000 RPM.
START SLOW AND REPEAT
Practicing with the engine off is a great start (no pun intended), but it doesn’t quite compare to the real-world scenarios you’re likely to face on the road. The next step is to actually practice driving, preferably in a flat area relatively devoid of traffic and pedestrians — parking lots, back roads, etc. Secluded and low-traffic locations also provide plenty of time should you stall the engine. Try not to panic when it happens though; engine stalls inevitably go hand-in-hand with learning to drive a stick.
Although you could practice alone so long as you possess a valid driver’s license, consider bringing along a friend who knows how to drive stick. To start the vehicle, make sure the car is in first gear, press down the clutch, and turn the ignition key. Slowly drive forward when the car starts, releasing the clutch while simultaneously pressing the gas pedal. Whatever you do, don’t accelerate too fast. When the RPM gauge reads more than 3,000, or you’re going roughly 15 mph, press down on the clutch and shift from first to second gear, and repeat until you reach your desired speed.
STARTING ON A HILL
The most complicated part of driving a car equipped with a manual transmission is starting on a steep hill. That’s because you need to operate the clutch pedal to engage first gear, the gas pedal to get the car moving, and the brake pedal to keep the car from rolling backwards. It’s tricky, — unless you have three feet.
This is when the hand brake — typically located directly between the front seats — is useful. After you come to a stop, pull up on the hand brake so the car doesn’t roll backward. When it’s time to move again, start like you normally would on flat ground while simultaneously releasing the hand brake. Timing is key here. Releasing the hand brake too slowly will prevent the car from moving, while releasing it too quickly will cause the car to roll backward. Get it just right, though, and the brake will keep the car still long enough for you to pull away.
Don’t sweat it if you stall; it happens to everyone. Re-engage the hand brake, put the car in neutral, start the engine, and give it another shot. With a little bit of practice, you’ll be stick-shifting your way through downtown San Francisco in no time.
COMMON TRANSMISSION TERMS YOU SHOULD KNOW:
Clutch: A clutch engages and disengages two independent shafts. In a vehicle, it is used to mate or decouple the crankshaft (which leads to the engine) from the driveshaft (which leads to the powered axle). The clutch is, by default, engaged, but depressing the clutch pedal disengages the clutch in order to change gear.
Gear: In a vehicle, gears transfer power from the crankshaft to the driveshaft. There are multiple gears to change how the engine’s power rotates the car’s wheels. Smaller gears are used to get the car up to speed. Larger gears are used to build and maintain that speed.
RPM (revs): Revolutions Per Minute is a measure of how many rotations on a fixed axis are completed in a single minute. In a car, RPMs measure rotations of the vehicle’s crankshaft. For example, if you idle at 1,000 rpms, then your car’s crankshaft is rotating on its axis 1,000 times every minute.
Tachometer: Within the gauge cluster, the tachometer measures your RPMs. Typically, the tachometer sits right next to the speedometer, but in some performance vehicles, it is centered among the gauge cluster. As you accelerate, the tachometer needle will climb until it reaches the “redline,” when the engine will cut power. You should be shifting before the needle reaches the redline.
Upshifting: Moving the stick from a lower to a higher gear is called “upshifting.” To shift, you need to engage the clutch and move the stick to the desired gear notch.
Downshifting: The reverse of upshifting. It’s when you move the stick from a higher gear to a lower gear.
Double-clutching: Usually, drivers will disengage the clutch and move the stick directly from one gear to another. This transition relies on the synchronizer to match the rotational speed of the crankshaft to the rotational speed of the driveshaft. To avoid using the synchronizer, drivers can disengage the clutch to move the stick to neutral, release the clutch pedal, then disengage it once more to move from neutral to a new gear. The pause in neutral allows the crankshaft and driveshaft to sync.
Double/dual clutch gearboxes: Double or dual-clutch gearboxes use two clutches, each with its own set of gears. For example, on a six-speed car, one clutch will be responsible for gears 1,3, and 5 while the other manages gears 2,4, and 6. The benefit of a dual-clutch is that the transitions between gears are quicker; while a gear is engaged on one clutch, the other clutch is readying the next higher or lower gear.
CVT: A CVT is neither a manual, nor an automatic transmission. In lieu of gears, a CVT relies on a belt and pulley system that provides an infinite number of ratios. In other words, the transmission never shifts.
