Alfa Romeo’s Latest Giulietta, the Veloce—Italian for “Fast” [2013 Geneva Auto Show]

Those Alfisti among us surely are quite familiar with the word “veloce,” which is Italian for “fast.” The brand has added veloce to its Giulietta nameplate dating back to 1956. Having never been shy about dipping into its past, Alfa is doing so again to create a new version of the Dodge Dart‘s Italian cousin—the Giulietta Veloce, debuting at the Geneva auto show. We’d like to be able to inform you that the Veloce got its name because Alfa dropped a bigger engine in it to make it, well, faster, but instead the Italian marque has created, in its words, a model for “clientele looking for contents and styling details brimming with character.”

Apparently such buyers are looking for 17-inch titanium-finished aluminum wheels, black-trimmed headlights, titanium-finished side-mirror caps, the famed Veloce logo and, yikes, chrome door handles. The Veloce’s interior largely is done in dark colors to emphasize the titanium theme, which adorns the, the central tunnel, and the door panels. The seats are upholstered in a red-and-black pattern Alfa is referring to as Competizione, with the same theme extending to the black-leather-wrapped steering wheel featuring red contrast stitching. The exterior can be specified to come with a roof finished in matte gray or gloss black, each only available with select combinations of the car’s exterior finishes—Pastel Black, Ghiaccio White, Alfa Red, Antracite Gray, Metallic Red, and Etna Black. All very nice, perhaps, but true Alfisti know that honest Giulietta Veloces are created in the engineering department, not the design studios.

That’s even more evident upon researching what, exactly, will power the Veloce. Alfa tells us “the new Giulietta Veloce is available—depending on the market—with the various engines in the range.” Our prodding didn’t yield any further clarification. So in theory, that statement could mean that the Veloce will be available with a diesel. And while we consider ourselves disciples at the alter of compression ignition, legendary Alfa engineer Vittorio Jano would be turning in his grave at the very thought. Luckily, most markets offer the Giulietta with the 1750-cc direct-injected turbo four that will power the new 4C. With 235 horsepower and up to 221 lb-ft of torque in Giulietta guise, this mill likely will be the Veloce engine of choice. Besides, the number 1750 also has its place in Alfa Romeo history. Jano, more so than any designer, would approve.

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Citroën Shows Off Updated C3 Hatchback, C4 Picasso–Previewing Technospace Concept [2013 Geneva Auto Show]

Next to its bizarrely cool Hybrid Air concept, Citroën has announced it will debut a refreshed C3 hatchback and a new concept previewing the next-generation C4 Picasso at the 2013 Geneva auto show. For those who are unfamiliar with French cars, allow us to translate that last bit for you. The C3 is a subcompact, tallish five-door people mover, and the C4 Picasso is a larger, tallish five-door people mover.

C3 Hatchback

The C3 has traditionally brought an extra dose of flair and style to the tiny hatchback market overseas, and the latest iteration is no different. In Geneva, Citroën will show off a mildly updated C3 with fresh front styling and new taillights. It looks as though in its quest to keep up with the bleeding edge of lighting tech, the automaker also slapped some LEDs onto the C3's front end, as well. The freshened C3 goes on sale this spring.

Technospace Concept

Citroën’s Technospace concept holds true to its name with a spacious and open-feeling interior that conveys a “loft spirit” and “pared-down atmosphere.” Yeah. To us, the Technospace appears to benefit from clever packaging as well as Citroën’s unique “Zenith” windshield design, which extends the top of the windshield well into the roof for a more panoramic forward view. The concept’s exterior design is handsome, and marks a clear departure from the roly-poly, upside-down-bowl look of the C4 Picasso vanlet it will replace. The new C4 is set to launch later this year.

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First Drive: 2014 Mercedes-Benz E63 AMG 4MATIC—Now with All-Wheel Drive

“Almost” rarely feels this good. The 49ers almost turned Super Bowl XLVII around. Commissioner Gordon almost saved Batman’s girlfriend. The 2014 Mercedes-Benz E63 AMG’s S model offers almost 600 horsepower, but we bet few people are terribly disappointed that it’s actually 23 shy. And with 590 lb-ft of torque testing the traction limits on all four tires, it’s hard to feel anything but a giddy sense of awe.

That’s right, four tires. To route that much energy to just the rear 285/35-19s might not only test their traction limits, but also the boundaries of good sense. Because near-600-horse executive sedans are nothing if not sensible, all-wheel drive is now standard on both base and S versions of the 2014 E63 AMG. Its official name is now E63 AMG 4MATIC. Here, the system defaults to a 33/67-percent front/rear torque split, although it can send a maximum of 70 percent to either end. It adds just 154 pounds—less than Quattro adds to an A6 or xDrive to a 5-series.

Ensuring a lifetime of punishment for the all-wheel-drive system is AMG’s twin-turbo 5.5-liter V-8. Engine-management tweaks bump the base car’s output from last year’s 518 horsepower and 516 lb-ft to 550 and 531. Mercedes previously offered a $7300 AMG Performance package on the E63 for power brokers. That’s now called the AMG S model, which cranks up the boost from 13.0 psi to 14.5 to yield the previously mentioned 577 horsepower and 590 lb-ft. A limited-slip differential is standard on the S (it’s optional on the E63 AMG), where it was deemed necessary to handle the additional twist. In a masterstroke of customer understanding, Mercedes will offer E63 wagon buyers—i.e., enlightened lunatics—only the higher-output tune.

And remember how the car now has all-wheel drive? Oof. Our educated guess pegs the involuntary grunting that accompanies full-throttle acceleration as equivalent to three sit-ups per launch. Our tech department’s educated guess predicts that the E63 can hit 60 mph in just 3.4 seconds, the S in 3.3, and either version can complete a quarter-mile blitzkrieg in less than 12 seconds. If you’re shifting manually, your reflexes had better be quick. Fail to grab the next gear the second the tach flashes an angry red, and the 5.5’s headlong rush for rpm ends abruptly at the rev limiter. Even in the upper gears, the engine’s pull from low rpm very quickly translates into illicit velocity.

While seeing “4MATIC” appended to the name of one of the most enjoyable hot rods in the business made us wince, in practice, the system is unobtrusive. With its hefty rearward bias, the all-wheel-drive system mostly stays out of the way in corners—except when it’s helping yank the car out of particularly tight ones. It doesn’t noticeably corrupt the steering. Computer programming automatically brakes the inner rear wheel on turn-in, which helps the car to feel remarkably nimble. Oversteer is still an option, but now requires significantly greater commitment from the driver to induce. The suspension’s excellent tuning means that, even in the most relaxed of its three modes, it never feels too soft when pushed or too hard over bumps.

Should they overlook the 4MATIC badge now adorning your trunklid or—hopefully—rear hatch, your neighbors will still be able to identify the 2014 E63. Its more-organic-looking nose better suits something with this sort of animal fury, and new rear-door skins with resculpted creases provide a cleaner appearance.

There’s a lot to like about the new E63. If you’re getting anxious waiting, don’t worry. The car’s summer 2013 launch date is almost here.

VEHICLE TYPE: front-engine, 4-wheel-drive, 5- or 7-passenger, 4-door sedan or 5-door wagon

BASE PRICE (C/D EST): Sedan, $95,000; Wagon, $105,000

ENGINE TYPE: twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 333 cu in, 5461 cc
Power: 550/577 hp @ 5250/5500 rpm
Torque: 531/590 lb-ft @ 1750/2000 rpm

TRANSMISSION: 7-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 113.2 in
Length: 192.4–193.4 in
Width: 73.7 inHeight: 57.7–59.9 in
Curb weight (C/D est): 4350–4550 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 3.3–3.4 sec
Zero to 100 mph: 8.2–8.4 sec
Standing ¼-mile: 11.8–11.9 sec
Top speed: 155–186 mph

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 15–16/23–24 mpg

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Brabus 800 Roadster: Because the 621-hp Mercedes-Benz SL65 AMG Is for Wussies [2013 Geneva Auto Show]

When imagining a 6.0-liter twin-turbo V-12, 621 horsepower and 738 lb-ft of torque sounds pretty good, doesn’t it? Mercedes-Benz AMG thinks so, too, and that’s what the SL65 AMG roadster delivers. Bodo Buschmann thinks otherwise. His tuning house, Brabus, has taken AMG’s most powerful roadster and upgraded it to 788 horsepower, or 800 PS (Germany’s measurement for horsepower), hence the “800? designation. Maximum torque is limited to 811 lb-ft—that’s limited from the engine’s max torque, which is 1047 lb-ft—in order to protect the seven-speed automatic transmission that carries over from the SL65. To achieve this power and torque output, Brabus has upgraded the turbocharging system; the car’s quartet of intercoolers require a large and very prominent scoop in the hood, which is done in carbon fiber.

The extra power means superior performance: While the SL65 is governed at 155 mph, a figure that can be raised to 186, the Brabus 800 tops out at a 217—a remarkable number, particularly considering it’s governed. The length of time that passes when moving from a standstill to 62 mph is shortened from the stock version’s 3.9 seconds down to 3.7. An aerodynamics package helps to keep the roadster glued to the road even at brisk, 200-plus-mph velocities.

There’s more we like: The Brabus 800 sits an inch lower than the SL65 on which it’s based, it is available with a 40-percent-locking differential, and it comes with a plainly audible exhaust system featuring active sound management controlled by a button mounted on the steering wheel. Its 20-inch aluminum wheels look beautiful on the 255/30 front and 305/25 rear tires. We are less convinced about the merits of the Brabus 800's interior, with its “honeycomb” patterns and headrest embroidery. But pompous interior upgrades can always be deleted. We’ll take the rest.

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2014 Jeep Grand Cherokee EcoDiesel V-6 First Drive: Like Diesel? You’ll Dig this GC

JOHN LAMM AND THE MANUFACTURER

If Jeep's Grand Cherokee didn't have enough iterations—including gas V-6 or V-8, rear- or four-wheel drive, fire-breathing SRT, etc.—the model’s 2014 refresh brings with it a 3.0-liter turbo-diesel V-6. The update also includes new exterior lighting, re-sculpted front and rear styling, and an updated interior.

VM Motori Cento in Ferrara, Italy, produces the engine, which will be marketed under the EcoDiesel name. It features a block of compacted graphite iron and aluminum twin-cam heads. Basic specs for the 60-degree six include common-rail injection, downstream emissions treatment via urea, a 15.5:1 compression ratio, and ceramic glow plugs so quick to heat up they may well consign mentions of glow plugs to history. Adding to the allure of the diesel is that, like the 2014 GC’s gas-fired engines, it is backed by a ZF-designed eight-speed automatic. (That last move is one we applaud, as we had problems with the five-speed auto in our long-term 2011 V-6 Grand Cherokee.

I Twist, Therefore I Tow

Output ratings have the sort of relationship typical of diesels: decent horsepower at 240, and impressive torque at 420 lb-ft. The grunt is enough to imbue the diesel Grand Cherokee with the same towing capacities—7400 pounds with rear-wheel drive, 7200 with four-wheel drive—as the 5.7-liter V-8 model. Of perhaps equal importance, of course, are fuel-economy ratings. Jeep pegs the rear-drive EcoDiesel at 22 mpg city/30 highway; opting for four driven wheels sacrifices 1 mpg in the city and 2 on the highway. Range is said to be more than 730 miles.

At idle, this Grand Cherokee further puts to rest old stereotypes about diesel engines. While the EcoDiesel emits the typical compression-ignition clatter, it’s no louder or intrusive than is the V-8, even from the outside. And the torque is great fun, and it provides instant punch for day-to-day dicing in traffic. Mind you, it peaks at 2000 rpm and the redline is 4800, but the high number of forward gears means you’ll almost never find yourself wanting for more muscle.

The 2014 Grand Cherokee drives pretty much the same as the pre-refresh model, which means a comfy ride, a serene cabin, a generous dollop of body roll, a stiff platform, and a refined demeanor. As for the diesel, the transition for anyone trading in a Hemi model would be seamless. Nice as the Pentastar V-6 can be, the diesel and the V-8 have far more authority off the line—weak launch skills were among the few complaints lodged against our long-term V-6. For most buyers, choosing between the torquier engines will be a flip of the coin, although the increased range and less-frequent fill-ups of the diesel might prove irresistible, especially for those who live in snowier climes.

Urea for the diesel is carried in an eight-gallon tank replenished via a port located next to the one for the diesel fuel. A full load of the fluid should last about 10,000 miles; this aligns with recommended service intervals so the dealer can top it up. The mix of 32.5 percent high-purity urea and 67.5 percent deionized water runs about six to eight bucks per gallon.

Prepare to Pay

But no one ever said being fuel-conscious would be cheap. Indeed, the VM diesel is only available on the three top Grand Cherokee models, and adds $4500 to the cost of a Limited, Overland, or rear-wheel-drive Summit. (All-wheel drive runs $2000 on the Limited and $3000 on the Overland and Summit). Getting the diesel in the all-wheel-drive Summit is an extra $5000.

But the up- and downsides are common knowledge to the classic diesel fan. In that regard, we're preaching to the choir. We eagerly await, however, take-rate figures for the Grand Cherokee diesel among those who have been gasoholics. And will they stay in the fold? This is a story we’re excited to watch unfold.

VEHICLE TYPE: front-engine, rear- or 4-wheel-drive, 5-passenger, 5-door wagon

BASE PRICES: Limited, $41,290; Overland, $48,490; Summit, $53,490

ENGINE TYPE: DOHC 24-valve diesel V-6, iron block and aluminum heads, direct fuel injection

Displacement: 182 cu in, 2987 cc
Power: 240 hp @ 3600 rpm
Torque: 420 lb-ft @2000 rpm

TRANSMISSION: 8-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 114.8 in
Length: 189.8 in
Width: 76.5 in Height: 69.3 in
Curb weight (C/D est): 5200–5500 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 7.3–7.4 sec
Standing ¼-mile: 16.0 sec
Top speed: 112 mph

FUEL ECONOMY (MFR'S EST):
EPA city/highway: 21–22 mpg/28–30 mpg

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2015 Volkswagen GTI: Evolutionary Look, More Power, and a Long Wait [2013 Geneva Auto Show]

The 2013 Geneva auto show has turned out to be Volkswagen’s venue of choice for debuting its latest sporty Golf-based models. First, the German automaker introduced the GTD diesel based on the new, seventh-generation Golf hatchback, and now it is pulling the wraps off of the newest GTI. The hottest Golf—at least until the next R model makes an appearance—goes on sale in Europe this spring, but we’ll have to wait an agonizing extra year for it to arrive here in the States.

Since we have to wait, allow us to help pass the time by revisiting the reasons why any new GTI is a big deal. The GTI nameplate was first applied to a skunkworks Golf project car drummed up after hours by some Volkswagen engineers in the mid-1970s. Management liked it enough to put it into production, and the intervening 30-odd years saw the GTI become a bona-fide enthusiast-car icon. The current-generation model is a favorite among C/D staffers, having earned numerous 10Best Cars awards, including for 2013. The sixth-gen car is so good, in fact, that even in the sunset of its product cycle, it only narrowly lost to another 10Bester, the Ford Focus ST, in a recent comparison test.

Mo’ MQB, Mo’ Power

Based as it is on the 2015 Golf, the latest GTI rides on Volkswagen’s all-new, MQB front-drive architecture and adopts the Golf’s basic styling. We’ll avoid delving too deeply into a cosmetic analysis, and simply say that the GTI looks good, neatly creased sheetmetal and sleek-yet-aggressive details nicely updating the GTI’s look. And nothing about the exterior is particularly surprising—the production GTI looks pretty much identical to the “concept” version VW showed last year in Paris.

The GTI still is set apart from standard Golfs by a more aggressive body kit with large front intakes and a rear diffuser, a rear spoiler, smoked taillight covers, red brake calipers, a squattier sport suspension, and dual exhaust outlets. Relative to the outgoing model, the new GTI sees the extension of the red grille accent stripe to the ends of each headlight and new “Brooklyn” design 17-inch aluminum wheels. The cabin is a familiar composition consisting of a chunky, flat-bottom steering wheel, stainless-steel pedals, a black headliner, cloth sport seats with a “Clark” plaid pattern (which looks a lot like last year’s “Jacky” design), unique instrumentation and trim, and a GTI-specific shift knob.

One of the GTI’s biggest upgrades is applied under its hood—the turbocharged, direct-injected 2.0-liter four-cylinder now puts out 220 horsepower and 258 lb-ft of torque. Those figures mark increases of 20 horsepower and 51 lb-ft of torque over the current, U.S.-spec GTI. (Our car was slightly down on power versus Euro models; there’s no word yet from VW as to whether there will be an output discrepancy in the MkVII generation. But considering the new American-market Golf R produces less power than its European counterpart, don’t expect the new stateside GTI to come with all 220 horses out of the box.)

For the first time, Volkswagen will offer GTI buyers an optional performance package that will increase output to 230 horsepower, replace the stock electronic XDS limited-slip-faking system with a real mechanical limited-slip, and bring bigger brakes with 13.4-inch front rotors and 12.2-inch vented rears. (Stock rotor sizes are 12.3 and 11.8 inches, and the rear discs are solid.) That package's availability, as well as a summer-tire option, outside of Europe hasn't been announced yet.

On paper, the GTI now is better positioned against fresh hot-hatch competitors like the 252-hp Focus ST. The same two transmissions, a six-speed manual and a six-speed dual-clutch automatic, again are available. Volkswagen claims the latest GTI will sprint from 0–62 mph in 6.5 seconds—a number we think is awfully conservative considering the last current-gen car we tested did the deed in 6.4—and gallop to a top speed of 153 mph.

Three Letters, Even Fewer Choices

Volkswagen isn’t giving GTI buyers many choices when it comes to filling out the car’s option boxes, at least in Europe. The hatchback will be available in three- and five-door body styles and with just three colors—Tornado Red, Black, and Pure White. It will come pretty well equipped right out of the gate, however, with automatic climate control, park assist, VW’s new touch-screen modular infotainment system, and a winter package with heated front seats all standard. A new variable-ratio electric power steering system also is part of the deal, which may not be such a bad thing considering we described the gen-six GTI’s steering as feeling “disinterested” when compared to the Focus ST’s. The only options will be the aforementioned performance pack, and likely the leather, navigation, and sunroof bundles VW has offered with the GTI in the past.

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Name That Shifter, No. 117

It’s Monday, and that means it’s time to present this week’s shifter. You’ll have until mid-day Wednesday to identify the make and model of the vehicle whence this shifter came. The first person to respond correctly in the Backfires section below will win a Save the Manuals button and sticker.* Good luck!

(* Offer open to U.S. and Canadian residents only.)

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Rolls-Royce Wraith: Final Teaser Distills Design to Four Lines and One Spirit [2013 Geneva Auto Show]

The latest and final dispatch in the flurry of build up to the Wraith’s Geneva debut arrived today in the form of a simple but elegant line sketch. It arrives after an interior preview and some shadowy and vague photos—it seems the crew from West Sussex has its protocol reversed, as this type of drawn-out reveal generally begins with a sketch and ends with a photograph.

The point of the new graphic is to illustrate how a car’s overall design can be distilled down to three or four key lines, in this case a long, sloping fastback configuration that Rolls-Royce trumpets as the Wraith’s defining element.

Giles Taylor, design director for Rolls-Royce sums up the importance of the sketch by offering this tidbit: “In my view, the most successful designs always come down to three or four lines.” We couldn’t agree more. We’ll see how well his vision translates into sheetmetal when the wraps finally come off next week at the 2013 Geneva auto show.

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GM paid CEO Akerson $11.1 million for 2012

Volkswagen plans to unveil the production version of the next-generation GTI hatchback at the Geneva Motor Show next week, giving ... >> story 
6:00 pm U.S. ET | Feb. 26

Nissan aims to buff its sporty image with a gleaming new headquarters for its Nismo tuner sub-brand, a return to Le Mans with an e ... >> story 
10:21 am U.S. ET | Feb. 26

Honda lands at top in three Consumer Reports categories, Detroit brands lag; damage control at Tesla; GM reveals CEO pay. ... >> watch the video 
12:01 am U.S. ET | Feb. 26

Snyder: Plus side of shifting output overseas; Nissan using Nismo brand to boost sporty image; GM stock nets U.S. $156M ... >> watch the video 
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Treasury should curb pay for bailed out companies, watchdog says

Volkswagen plans to unveil the production version of the next-generation GTI hatchback at the Geneva Motor Show next week, giving ... >> story 
6:00 pm U.S. ET | Feb. 26

Nissan aims to buff its sporty image with a gleaming new headquarters for its Nismo tuner sub-brand, a return to Le Mans with an e ... >> story 
10:21 am U.S. ET | Feb. 26

Honda lands at top in three Consumer Reports categories, Detroit brands lag; damage control at Tesla; GM reveals CEO pay. ... >> watch the video 
12:01 am U.S. ET | Feb. 26

Snyder: Plus side of shifting output overseas; Nissan using Nismo brand to boost sporty image; GM stock nets U.S. $156M ... >> watch the video 
12:01 am U.S. ET | Feb. 26

View the original article here

Toyota to expand Russia lineup with U.S.-made Venza

Volkswagen plans to unveil the production version of the next-generation GTI hatchback at the Geneva Motor Show next week, giving ... >> story 
6:00 pm U.S. ET | Feb. 26

Nissan aims to buff its sporty image with a gleaming new headquarters for its Nismo tuner sub-brand, a return to Le Mans with an e ... >> story 
10:21 am U.S. ET | Feb. 26

Honda lands at top in three Consumer Reports categories, Detroit brands lag; damage control at Tesla; GM reveals CEO pay. ... >> watch the video 
12:01 am U.S. ET | Feb. 26

Snyder: Plus side of shifting output overseas; Nissan using Nismo brand to boost sporty image; GM stock nets U.S. $156M ... >> watch the video 
12:01 am U.S. ET | Feb. 26

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Tesla will accelerate repayment of U.S. loan, Musk says

Volkswagen plans to unveil the production version of the next-generation GTI hatchback at the Geneva Motor Show next week, giving ... >> story 
6:00 pm U.S. ET | Feb. 26

Nissan aims to buff its sporty image with a gleaming new headquarters for its Nismo tuner sub-brand, a return to Le Mans with an e ... >> story 
10:21 am U.S. ET | Feb. 26

Honda lands at top in three Consumer Reports categories, Detroit brands lag; damage control at Tesla; GM reveals CEO pay. ... >> watch the video 
12:01 am U.S. ET | Feb. 26

Snyder: Plus side of shifting output overseas; Nissan using Nismo brand to boost sporty image; GM stock nets U.S. $156M ... >> watch the video 
12:01 am U.S. ET | Feb. 26

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AT&T 4G LTE Connectivity Headed for Select 2015 Buick, Cadillac, Chevrolet, and GMC Models

Automakers increasingly are adding built-in internet connectivity to their four-wheeled wares, and now GM is joining the fray. The American juggernaut has announced plans to introduce embedded—as in, no phone required—AT&T 4G LTE service on select 2015 Buick, Cadillac, Chevrolet, and GMC models. The connected car might not be a new concept, but one wired to accept 4G LTE is, and will prove to be far quicker than the 3G T-Mobile service offered by Audi and 3G Sprint connection available with Chrysler’s Uconnect system.
GM is still working out the details, but it expects the embedded 4G service will allow for stuff like in-vehicle Wi-Fi hotspot capability, real-time traffic or vehicle updates, and video streaming for rear-seat entertainment systems. In fact, several of the proposed features were previewed (albeit future-fied) on a hypothetical future OnStar system powered by a Verizon 4G connection, which GM showed off at last year’s Consumer Electronics Show.
Which brings us to the AT&T connection’s relationship with GM’s OnStar telematics system—the connectivity will enhance OnStar, not replace it. The faster LTE connection means that OnStar representatives will simultaneously be able to shuffle data to the vehicle while talking to customers in their vehicle, something not possible on the telematics system’s mobile connection today. Currently, OnStar service is provided by Verizon; GM representatives have confirmed that won’t change for existing OnStar-using customers. Verizon will continue to provide a voice and data connection for pre-2015-model year OnStar-equipped vehicles, but GM will phase AT&T-powered OnStar into the lineup starting with 2015 models. It isn’t presently clear—and GM isn’t talking specifics yet—whether the 4G LTE service would be rolled into an OnStar subscription or be available independent of the telematics suite; we’re guessing it will be some variation of the former, especially since OnStar will run off of the new connection anyway.
GM’s announcement represents something of a high-water mark for the development of the car-as-mobile-device concept. Higher data speeds hardwired (figuratively speaking—it is a wireless connection, after all) to the car itself opens the door for more in-car features and capabilities that go beyond the realm of mere infotainment. Many automakers’ infotainment systems have evolved to use customers’ phones for their data connections to run apps or download directions to the nav system (Ford with SYNC, Chrysler with Uconnect, and Kia’s UVO, for example), saving users the added cost of paying for data connection for their car. But if companies like GM can package a fast internet connection with features that add value beyond simply turning cars into rolling hotspots (something most smartphones can now do), it could re-vector the phone’s future in the car.

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