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Automakers teaming with Google to bring Android to cars this year

Remember how we mentioned that Hyundai would be offering a BlueLink infotainment app for Google Glass? And how last week, we told you about a rumored partnership between Audi and Google? Well, both of these things were just part of a much bigger deal.
Google has teamed up with Audi, General Motors, Hyundai and Honda to form the Open Automotive Alliance. With the help of chipmaker NVIDIA, the group aims to bring Google's Android operating system to the auto industry on a large scale. While the speed with which Android will be adopted by the industry remains unclear - the OAA's own press release says "timing for each automaker will vary" - we could see the first Android-equipped vehicle by year's end.
For those that keep their ear to the ground in the automotive tech world, this is a big deal for more than just one reason - Honda, GM and Hyundai are all partners in the Siri Eyes Free program from Apple. The future of that relationship now that three of its automakers are in bed with Apple's arch-rival, though, could be under threat.

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2018 Hyundai Kona SEL 2.0-liter Quick Spin Review | Slow down and save money

The 2018 Hyundai Kona has certainly impressed us, at least in its turbocharged, all-wheel-drive form. It makes healthy power — 175 horsepower and 195 pound-feet of torque — to hustle around town and up on-ramps. It also has a playful chassis and suspension that provide responsive handling with minimal body roll. But Hyundai also offers the Kona with a naturally aspirated 2.0-liter four-cylinder making just 147 horsepower and 132 pound-feet of torque. And no matter what engine you choose, if you pick a front-wheel-drive Kona it'll be saddled with a primitive torsion-beam rear axle instead of the AWD's independent multi-link setup. All of this sounds like a recipe for disaster, but as it turns out, the 2.0-liter Kona is mostly as good as its force-fed iteration, just slower and cheaper. Just like the turbo Kona, the naturally aspirated models feature the same distinct styling. It's not for everyone (though this editor quite likes it), but you'll never mistake it for anything else. No other compact crossover fits so many creases, angles, gills and materials onto one vehicle. The naturally aspirated models, SE and SEL, do have smaller alloy wheels than the turbo versions, but the alloy wheels are a standard feature regardless. Inside, the interior is nearly identical as well, using the same plastics and most of the same colors. You will have to make do with cloth seats, but that's OK in our book because the houndstooth upholstery is way cooler than the plain black leather seats of the Limited and Ultimate turbo models. Ride and handling are also nearly identical to the turbo all-wheel-drive Kona. The ride is on the stiff end of compliant, the steering is quick, and turn-in is eager, even though feel is lacking. There isn't much body roll, and you can carry a decent amount of speed in corners. Admittedly, the Turbo feels more planted and confident in corners thanks to its rear multi-link suspension, but the non-turbo doesn't feel unsettled on a bumpy, curvy road. There's just no getting around the fact that it's noticeably slower than the turbo Kona. Whereas the turbo engine will whisk you away fairly effortlessly on a wave of low-down torque, the naturally aspirated engine will be buzzing away at high RPM to get you moving. While we're thankful that the engine itself has a reasonably deep note and is fairly smooth, when you ask for some oomph it gets pretty loud. Passing vehicles and running up on-ramps can be a bit grating.