Here are some photos of the upcoming Lamborghini Murcielago replacement, once referred to as the Jota and possibly to be called the Aventador LP700-4, that were released by Lamborghini but have made the rounds on the Internet as spy photos.
The Lambo here is still heavily undercover but the shape of the vehicle appears more discernible in these up-close shots. The Murcielago successor seems up to the task of carrying the Lambo mantle.
Lamborghini is still being tight-lipped about certain details of the car, such as the name, even as it lets journalists test drive the vehicle and Lambo's boss has already started shopping the vehicle around to selected customers.
The next flagship Lamborghini will come with a new 6.5 liter V12 producing 515 kW (700 PS / 690 bhp) and 690 Nm (509 lb-ft) of torque coupled to a 7-speed single clutch gearbox with independent shifting rods (ISR). It will be extremely lightweight and have a 0 to 100 km/h sprint time of 2.9 seconds with a top speed of around 350 km/h (217 mph).
Source: Lamborghini via Inside Line
Monday, January 17, 2011
Officially Official: 2012 Buick Verano is one part Cruze, one part Regal
We're tempted to go ahead and call the 2012 Buick Verano a "baby Regal," because the truth is, the two cars are much more alike than you might think. Since the Verano is based off of the Delta II platform (which is relatively large for what General Motors calls a "compact sedan") that also underpins the Chevrolet Cruze, the new Buick's dimensions are awfully close to that of the larger, Epsilon II-based Regal. What's important to note, however, is that while the Verano is Cruze-based, it uses different materials throughout the interior and has a totally different look. GM is convinced there's a market for an entry-level Buick sedan, and the automaker will be showing off its latest creation at the 2011 Detroit Auto Show next week.
2012 Buick VeranoAt 181-inches long, the Verano may be just over nine inches shorter than the Regal, but it's only about two inches narrower and less than half an inch shorter in height. Buick's design language carries over nicely to the new small sedan, with the front fascia also looking a bit more like the larger LaCrosse sedan. The upward sloping lower character line on the sides are very similar to what we're used to on the Regal, but perhaps the most interesting design cue are the taillamps. We like the angry-looking downward slope to the taillamp design, but even after seeing this car in person at a GM backgrounder, we remain unsure if the chrome eyebrows are a tasteful addition. Stare at an image of the Verano's rump for a few moments, imagine it without the silvery garnishes, and things still look mighty fine to us. The car rides on a set of 17-inch alloy wheels, though larger 18-inch alloys are available on higher-level trims.
Like the Regal, the Verano is only available with front-wheel drive. And also like the Regal, a 2.4-liter four-cylinder engine with direct injection lurks underhood and produces 177 horsepower and 170 pound-feet of torque. The Cruze, meanwhile, uses different engines altogether – either a normally aspirated 1.8-liter or a 1.4-liter turbocharged four-cylinder. Interestingly, the Ventiports on the Verano's hood are false advertising, with six holes to suggest there's a six-cylinder engine underhood. Either way, Buick says the larger four-cylinder is estimated to achieve 22 miles per gallon in the city and 31 mpg on the highway. To sweeten the pot, Buick also says that a turbocharged 2.0-liter four will be available after the Verano's initial launch, and while we don't have any details on this engine, we'll bet our bottom dollar that it's exactly the same one that's used in the Regal.
Inside, the interior is exactly what you'd expect of a car that is essentially the lovechild of a Cruze and Regal, with Buick-spec materials and fit-and-finish carried down into a smaller package. Even so, the Verano's cabin is only about two cubic feet less capacious than the larger Regal, and we already know that the Cruze is still plenty comfortable for four full-size adults. In addition to standard OnStar, the Verano will be available with features like push button start, dual-zone climate control, a heated steering wheel and heated leather seats.
Official pricing will surely be announced closer to the car's on-sale date near the end of 2011. If early reports are to be believed, however, expect the Verano to be priced around $21,000 for base models, going as high as $26,000 for cars with all of the trimmings. We'll have more information live from the Detroit Auto Show next week, but in the meantime, check out our high-res gallery and official press release after the break.
[Source: General Motors]
2012 Buick VeranoAt 181-inches long, the Verano may be just over nine inches shorter than the Regal, but it's only about two inches narrower and less than half an inch shorter in height. Buick's design language carries over nicely to the new small sedan, with the front fascia also looking a bit more like the larger LaCrosse sedan. The upward sloping lower character line on the sides are very similar to what we're used to on the Regal, but perhaps the most interesting design cue are the taillamps. We like the angry-looking downward slope to the taillamp design, but even after seeing this car in person at a GM backgrounder, we remain unsure if the chrome eyebrows are a tasteful addition. Stare at an image of the Verano's rump for a few moments, imagine it without the silvery garnishes, and things still look mighty fine to us. The car rides on a set of 17-inch alloy wheels, though larger 18-inch alloys are available on higher-level trims.
Like the Regal, the Verano is only available with front-wheel drive. And also like the Regal, a 2.4-liter four-cylinder engine with direct injection lurks underhood and produces 177 horsepower and 170 pound-feet of torque. The Cruze, meanwhile, uses different engines altogether – either a normally aspirated 1.8-liter or a 1.4-liter turbocharged four-cylinder. Interestingly, the Ventiports on the Verano's hood are false advertising, with six holes to suggest there's a six-cylinder engine underhood. Either way, Buick says the larger four-cylinder is estimated to achieve 22 miles per gallon in the city and 31 mpg on the highway. To sweeten the pot, Buick also says that a turbocharged 2.0-liter four will be available after the Verano's initial launch, and while we don't have any details on this engine, we'll bet our bottom dollar that it's exactly the same one that's used in the Regal.
Inside, the interior is exactly what you'd expect of a car that is essentially the lovechild of a Cruze and Regal, with Buick-spec materials and fit-and-finish carried down into a smaller package. Even so, the Verano's cabin is only about two cubic feet less capacious than the larger Regal, and we already know that the Cruze is still plenty comfortable for four full-size adults. In addition to standard OnStar, the Verano will be available with features like push button start, dual-zone climate control, a heated steering wheel and heated leather seats.
Official pricing will surely be announced closer to the car's on-sale date near the end of 2011. If early reports are to be believed, however, expect the Verano to be priced around $21,000 for base models, going as high as $26,000 for cars with all of the trimmings. We'll have more information live from the Detroit Auto Show next week, but in the meantime, check out our high-res gallery and official press release after the break.
[Source: General Motors]
Saturday, January 15, 2011
2008 BMW 650i Coupe and Convertible Preview
BMW 6 Series fans and enthusiasts will be pleased with the new 2008 650i Coupe and 650i Convertible, since it now comes with the new six-speed Sports Automatic Transmission as well as the six-speed manual transmission.
On the exterior, you can expect the standards like bi-xenon dual round headlights. New color options come in the metallic paint colors of Deep Sea Blue and Space Gray, and other options like the new light-alloy rims give the buyer a chance to enhance the already sporty elegance of the new BMW 6 Series to their liking. Since other car markers have been taking notice of BMW’s style and then subsequently copying it, BMW has given the rear deck lid and spoiler lip a more concave design to give the rear a more distinctive and dynamic look. In the front, the trademark kidney grill has been widened and integrated more with the lower spoiler in order to visually widen the stance of the car.
Inside, look for the new Chrome Pearl Grey Design as a nice finish on some controls and instruments. New colors for trim and upholstery like Saddle Brown will be also be optional. If you don’t like the standard aluminum trim, you can opt for trim made of trained maple wood or dark birch wood for a more elegant look. You can also go with the optional Pearl exclusive leather and add leather to the armrests, door grab handles, and the center console. Standards are the electrically adjustable seats for both driver and passenger as well as the three spots for seat position memory on the driver’s seat.
Journalists have been carping about the iDrive and BMW continues to refine it. The newest iDrive Controller (introduced in the new X5) comes with six programmable memory keys, meaning direct access to your favorite presets, phone numbers, and other features.
Under the hood is the 4.8-liter V8 engine (360hp at 6,300rpm and 360lb-ft of torque at 3,400rpm) that takes you from 0-60 MPH in 5.3 seconds in the manual Coupe and 0-60 MPH in 5.6 seconds in the Convertible. However, for all of you speed demons out there, engine management will shut you off at a top speed of 155 mph in both models. Varioserv steering assistance helps to provide efficient steering support and assistance based on the driver’s needs.
The 6 Series Convertible also comes with the optional, at no extra charge, six-speed Sports Automatic Transmission if you don’t want the six-speed manual. With the Sports Automatic Transmission, you move the lever from drive to the left to activate the manual gearshift mode. This means you can then shift with the paddles on the steering wheel or with the gear selector level. Press the Sports button that is behind the gear selector lever, and the results will be an even faster gear shift change.
Going a little too fast into a turn? BMW ’s Dynamic Stability Control (DSC) can help by applying the brakes to individual wheels as needed or can intervene via the engine management system in order to counteract such instances of over- or under-steer in corners. Automatic Stability Control helps keep the car from spinning on looser or slippery ground, and the Cornering Brake Control and Brake Assist also help the DSC in steering emergencies. For less experienced manual drivers who are still a little nervous about starting on a hill, the Start-Off Assistant will help you start smoothly without the use of the handbrake. It will also keep you from rolling back.
Driving while sleepy and not staying in your lane? The new Lane Departure Warning system will let you know by vibrating the steering wheel if you veer out of your lane. Night Vision will sense people and animals via thermal imaging up to almost 1,000 feet down the road and then show you an image on the central Control Display. These safety features plus the active headrests help insure the safety of the driver and passengers.
Overall, look for the 650i Coupe and Convertible to carry on the BMW legacy of fine Grand Touring abilities and style, while also incorporating touches of luxury.
[source:http://www.roadfly.com/2008-bmw-650i-preview.html]
On the exterior, you can expect the standards like bi-xenon dual round headlights. New color options come in the metallic paint colors of Deep Sea Blue and Space Gray, and other options like the new light-alloy rims give the buyer a chance to enhance the already sporty elegance of the new BMW 6 Series to their liking. Since other car markers have been taking notice of BMW’s style and then subsequently copying it, BMW has given the rear deck lid and spoiler lip a more concave design to give the rear a more distinctive and dynamic look. In the front, the trademark kidney grill has been widened and integrated more with the lower spoiler in order to visually widen the stance of the car.
Inside, look for the new Chrome Pearl Grey Design as a nice finish on some controls and instruments. New colors for trim and upholstery like Saddle Brown will be also be optional. If you don’t like the standard aluminum trim, you can opt for trim made of trained maple wood or dark birch wood for a more elegant look. You can also go with the optional Pearl exclusive leather and add leather to the armrests, door grab handles, and the center console. Standards are the electrically adjustable seats for both driver and passenger as well as the three spots for seat position memory on the driver’s seat.
Journalists have been carping about the iDrive and BMW continues to refine it. The newest iDrive Controller (introduced in the new X5) comes with six programmable memory keys, meaning direct access to your favorite presets, phone numbers, and other features.Under the hood is the 4.8-liter V8 engine (360hp at 6,300rpm and 360lb-ft of torque at 3,400rpm) that takes you from 0-60 MPH in 5.3 seconds in the manual Coupe and 0-60 MPH in 5.6 seconds in the Convertible. However, for all of you speed demons out there, engine management will shut you off at a top speed of 155 mph in both models. Varioserv steering assistance helps to provide efficient steering support and assistance based on the driver’s needs.
The 6 Series Convertible also comes with the optional, at no extra charge, six-speed Sports Automatic Transmission if you don’t want the six-speed manual. With the Sports Automatic Transmission, you move the lever from drive to the left to activate the manual gearshift mode. This means you can then shift with the paddles on the steering wheel or with the gear selector level. Press the Sports button that is behind the gear selector lever, and the results will be an even faster gear shift change.
Going a little too fast into a turn? BMW ’s Dynamic Stability Control (DSC) can help by applying the brakes to individual wheels as needed or can intervene via the engine management system in order to counteract such instances of over- or under-steer in corners. Automatic Stability Control helps keep the car from spinning on looser or slippery ground, and the Cornering Brake Control and Brake Assist also help the DSC in steering emergencies. For less experienced manual drivers who are still a little nervous about starting on a hill, the Start-Off Assistant will help you start smoothly without the use of the handbrake. It will also keep you from rolling back.
Driving while sleepy and not staying in your lane? The new Lane Departure Warning system will let you know by vibrating the steering wheel if you veer out of your lane. Night Vision will sense people and animals via thermal imaging up to almost 1,000 feet down the road and then show you an image on the central Control Display. These safety features plus the active headrests help insure the safety of the driver and passengers.
Overall, look for the 650i Coupe and Convertible to carry on the BMW legacy of fine Grand Touring abilities and style, while also incorporating touches of luxury.
[source:http://www.roadfly.com/2008-bmw-650i-preview.html]
BMW X5 GETS IT RIGHT: Luxury SUV a big improvement from earlier generation
The X5 has clearly been touched by an angel. There's no earthly explanation for a vehicle making such an immense improvement from one generation to the next.
The first X5, which went on sale seven years ago, was a truck. It bore a BMW badge but offered little of the nimble handling and eager response that marks the Bavarian brand's cars.
The new X5, despite growing significantly larger and heavier, has a light-footed feel and curve-carving handling that belie its size.
Prices for the 2007 X5 start at $45,900 for a 265-horsepower 3.0si model powered by a 3.0-liter straight-six engine. The 4.8-liter V8 350-horsepower 4.8i has a $54,500 base price. All-wheel-drive is standard.
I tested a well-equipped X5 4.8i with a $71,245 sticker price. All prices exclude destination charges.
The X5 4.8i competes with luxury SUV s like the Audi Q7, Cadillac SRX, Lexus GX 470 and Mercedes-Benz M-class.
Despite the lack of some common features and its high price, the X5 holds its own with those tough competitors. The BMW's handling, looks and sophistication overcome its shortcomings.
The new X.5 is 7.4 inches longer, 2.3 inches wider and 2.0 inches taller than the model it replaces, but it looks smaller and sportier, thanks to its flowing lines and short overhangs.
The curvaceous hood and front fenders are particularly attractive. Oddly, though, the hood projects in front of the headlights where the metal curves down to the grille, giving the X5 a slightly bucktoothed look.
A minor overbite can be very appealing combined with high cheekbones and flowing hair, but it looks a bit out of place on a 5,335-pound SUV.
Passenger and cargo room increase from the first X5. Front-seat room is generous, and the rear leg and head room improve. I did not test an X5 with the optional third-row seat, but I'd be very surprised if it were comfortable for anyone older than 3.
The video screen for movies, on the other hand, delights children but is less than perfect for adults. Nearly every vehicle with a rear-seat entertainment system uses a screen that folds away -- into the roof or the center console -- when it's not in use, but the BMW's screen is fixed in place, standing at the rear of the console/armrest between the front seats.
That makes the system seem like a poorly integrated afterthought and guarantees that drivers and passengers will occasionally bump into the delicate screen.
At 21.9 cubic feet, the X5's cargo bay is useable, but considerably smaller than five-passenger versions of the Q7, SRX, GX 470 and ML 500.
The interior of the X5 I tested was attractive and modern, wrapped in black leather, warm brown wood and trimmed with understated matte chrome.
The fits between a couple of chrome trim pieces and the dashboard were slightly misaligned, however, and the iDrive system BMW uses to reduce the number of buttons for navigation, climate, audio and other systems is still over-complicated, despite refinements in the years since the feature debuted. There was also a grave lack of useful rear cupholders.
I was surprised the X5 I drove did not come with a power tailgate. The convenience feature has become routine in minivans and SUVs with prices less than half that of the BMW .
The X5 has plenty of other sophisticated features, though. They include a very effective optional sport-tuned suspension that includes road-sensing shock absorbers and adaptive roll bars.
The net result is an SUV with a comfortable boulevard ride over bumpy roads and the ability to dig in and hug curves in active driving. The X5 is the first BMW since 1961 without struts for its front suspension, replacing that venerable layout with a double-wishbone multilink design.
The speed-sensitive steering is precise and responsive, providing good feedback and on-center feel.
The X5's fuel economy -- 15 m.p.g. city/21 highway for the '07, 14/19 m.p.g. for '08 under the EPA's revised test program -- is better than V8 all-wheel-drive models of the Audi Q7, Lexus GX 470 and Mercedes ML 500, but not quite as good as the Cadillac SRX.
The 4.8-liter V8 provides excellent acceleration and the six-speed automatic transmission is smooth and precise.
The transmission's sport mode allows the engine to rev quickly all the way to the redline and shifts so quickly that the optional manual mode seems superfluous.
The X5 features BMW's latest attempt to reinvent the shifter, an appealing console-mounted lever that looks and feels like a computer game's joystick.
So press "play" and enjoy the best BMW SUVyet.
[source:http://www.freep.com/apps/pbcs.dll/article?AID=/20070726/COL14/707260409/1015/BUSINESS02]
The first X5, which went on sale seven years ago, was a truck. It bore a BMW badge but offered little of the nimble handling and eager response that marks the Bavarian brand's cars.
The new X5, despite growing significantly larger and heavier, has a light-footed feel and curve-carving handling that belie its size.
Prices for the 2007 X5 start at $45,900 for a 265-horsepower 3.0si model powered by a 3.0-liter straight-six engine. The 4.8-liter V8 350-horsepower 4.8i has a $54,500 base price. All-wheel-drive is standard.
I tested a well-equipped X5 4.8i with a $71,245 sticker price. All prices exclude destination charges.
The X5 4.8i competes with luxury SUV s like the Audi Q7, Cadillac SRX, Lexus GX 470 and Mercedes-Benz M-class.
Despite the lack of some common features and its high price, the X5 holds its own with those tough competitors. The BMW's handling, looks and sophistication overcome its shortcomings.The new X.5 is 7.4 inches longer, 2.3 inches wider and 2.0 inches taller than the model it replaces, but it looks smaller and sportier, thanks to its flowing lines and short overhangs.
The curvaceous hood and front fenders are particularly attractive. Oddly, though, the hood projects in front of the headlights where the metal curves down to the grille, giving the X5 a slightly bucktoothed look.
A minor overbite can be very appealing combined with high cheekbones and flowing hair, but it looks a bit out of place on a 5,335-pound SUV.
Passenger and cargo room increase from the first X5. Front-seat room is generous, and the rear leg and head room improve. I did not test an X5 with the optional third-row seat, but I'd be very surprised if it were comfortable for anyone older than 3.
The video screen for movies, on the other hand, delights children but is less than perfect for adults. Nearly every vehicle with a rear-seat entertainment system uses a screen that folds away -- into the roof or the center console -- when it's not in use, but the BMW's screen is fixed in place, standing at the rear of the console/armrest between the front seats.That makes the system seem like a poorly integrated afterthought and guarantees that drivers and passengers will occasionally bump into the delicate screen.
At 21.9 cubic feet, the X5's cargo bay is useable, but considerably smaller than five-passenger versions of the Q7, SRX, GX 470 and ML 500.
The interior of the X5 I tested was attractive and modern, wrapped in black leather, warm brown wood and trimmed with understated matte chrome.
The fits between a couple of chrome trim pieces and the dashboard were slightly misaligned, however, and the iDrive system BMW uses to reduce the number of buttons for navigation, climate, audio and other systems is still over-complicated, despite refinements in the years since the feature debuted. There was also a grave lack of useful rear cupholders.
I was surprised the X5 I drove did not come with a power tailgate. The convenience feature has become routine in minivans and SUVs with prices less than half that of the BMW .The X5 has plenty of other sophisticated features, though. They include a very effective optional sport-tuned suspension that includes road-sensing shock absorbers and adaptive roll bars.
The net result is an SUV with a comfortable boulevard ride over bumpy roads and the ability to dig in and hug curves in active driving. The X5 is the first BMW since 1961 without struts for its front suspension, replacing that venerable layout with a double-wishbone multilink design.
The speed-sensitive steering is precise and responsive, providing good feedback and on-center feel.
The X5's fuel economy -- 15 m.p.g. city/21 highway for the '07, 14/19 m.p.g. for '08 under the EPA's revised test program -- is better than V8 all-wheel-drive models of the Audi Q7, Lexus GX 470 and Mercedes ML 500, but not quite as good as the Cadillac SRX.
The 4.8-liter V8 provides excellent acceleration and the six-speed automatic transmission is smooth and precise.
The transmission's sport mode allows the engine to rev quickly all the way to the redline and shifts so quickly that the optional manual mode seems superfluous.
The X5 features BMW's latest attempt to reinvent the shifter, an appealing console-mounted lever that looks and feels like a computer game's joystick.
So press "play" and enjoy the best BMW SUVyet.
[source:http://www.freep.com/apps/pbcs.dll/article?AID=/20070726/COL14/707260409/1015/BUSINESS02]
Wednesday, January 12, 2011
New Audi Q5 Shapes Up
Take a look at the best pictures yet of Audi’s Q5 compact SUV. The German firm’s engineers are putting the finishing touches to the model ahead of its unveiling at next year’s Geneva Motor Show.
A rival to the BMW X3, Land Rover Freelander and forthcoming Mercedes MLK, the Audi is based on the same platform as the A5 coupé and next-generation A4. These pictures reveal that the Q5 takes its styling inspiration from the bigger Q7.
Inside, there will be enough room to carry five adults in comfort, while the cabin is derived from the new A5. The Q5 will have limited off-road ability, and all models will feature a raised ride height and quattro four-wheel drive as standard. But with a chassis tuned for on-road handling, it will be sporty and fun to drive.
Under the bonnet, the Q5 will be offered with 2.0-litre turbo and 3.2-litre V6 petrol engines, plus 2.0-litre and 3.0 litre TDI diesels. There is also the chance Audi will make a high-performance 4.2-litre V8-powered model.
When the Q5 goes on sale in mid-2008, the range will start from around ￡30,000.
It isn’t the only new Audi SUV on the way – our spies have snapped a Q7 flagship, too. This has a 500bhp 6.0-litre V12 TDI diesel, an aggressive nose with deep air intakes and should cover the 0-60mph sprint in 5.5 seconds.
The model will be revealed at the Frankfurt show next month.
A rival to the BMW X3, Land Rover Freelander and forthcoming Mercedes MLK, the Audi is based on the same platform as the A5 coupé and next-generation A4. These pictures reveal that the Q5 takes its styling inspiration from the bigger Q7.
Inside, there will be enough room to carry five adults in comfort, while the cabin is derived from the new A5. The Q5 will have limited off-road ability, and all models will feature a raised ride height and quattro four-wheel drive as standard. But with a chassis tuned for on-road handling, it will be sporty and fun to drive.
Under the bonnet, the Q5 will be offered with 2.0-litre turbo and 3.2-litre V6 petrol engines, plus 2.0-litre and 3.0 litre TDI diesels. There is also the chance Audi will make a high-performance 4.2-litre V8-powered model.When the Q5 goes on sale in mid-2008, the range will start from around ￡30,000.
It isn’t the only new Audi SUV on the way – our spies have snapped a Q7 flagship, too. This has a 500bhp 6.0-litre V12 TDI diesel, an aggressive nose with deep air intakes and should cover the 0-60mph sprint in 5.5 seconds.The model will be revealed at the Frankfurt show next month.
Car Review:Mercedes CLK 500 ISG
When it comes to boosting efficiency in petrol engines, Mercedes is playing catch-up. Premium rival Lexus already has hybrid cars, while BMW offers regenerative braking to improve fuel economy on several models.
But the three-pointed star is working hard to regain ground – and Auto Express has driven its latest development: a CLK 500 with ISG technology.
The initials stand for Integrated Starter/Generator, and in lay terms, the set-up is a stop-start system. A disc-shaped electric motor is added between the engine and automatic transmission, while a secondary battery is charged by regenerative braking and offers a power boost during hard acceleration. The main advantage is that this layout is smaller and lighter than a hybrid transmission.
For the driver, it means fuel economy is up 10 per cent from 24.8mpg to 27.3mpg, while CO2 output is estimated to drop by a similar proportion.
The stop-start technology cuts the engine when you come to a halt, and fires it up as soon as your right boot comes off the brake. By the time you are pressing the accelerator, it’s as if the V8 has been running all the time.
The powerplant also switches off if you shift the auto box into Park mode.
At least that’s how it’s supposed to work. But in the 30-degree heat of our urban drive in Germany, it didn’t. Despite having several opportunities to cut out as we stopped at traffic lights and junctions, it failed every time.
We thought the system wasn’t working properly, but later learned it was because we had turned the CLK’s air-conditioning on. Apparently, the car prioritises driver comfort over saving the planet. On a second run with the cooling system switched off, the ISG technology worked fine.
Arguably, the Mercedes stop/start isn’t as clever as it thinks it is. Yes, it can cut the engine to save fuel, but similar devices offered by rival manufacturers switch off when they realise you are coming to a halt. That means owners get every last mile from the fuel tank by freewheeling to a standstill. What’s more, bosses won’t offer the ISG technology until 2009
But the three-pointed star is working hard to regain ground – and Auto Express has driven its latest development: a CLK 500 with ISG technology.
The initials stand for Integrated Starter/Generator, and in lay terms, the set-up is a stop-start system. A disc-shaped electric motor is added between the engine and automatic transmission, while a secondary battery is charged by regenerative braking and offers a power boost during hard acceleration. The main advantage is that this layout is smaller and lighter than a hybrid transmission.
For the driver, it means fuel economy is up 10 per cent from 24.8mpg to 27.3mpg, while CO2 output is estimated to drop by a similar proportion.
The stop-start technology cuts the engine when you come to a halt, and fires it up as soon as your right boot comes off the brake. By the time you are pressing the accelerator, it’s as if the V8 has been running all the time.The powerplant also switches off if you shift the auto box into Park mode.
At least that’s how it’s supposed to work. But in the 30-degree heat of our urban drive in Germany, it didn’t. Despite having several opportunities to cut out as we stopped at traffic lights and junctions, it failed every time.
We thought the system wasn’t working properly, but later learned it was because we had turned the CLK’s air-conditioning on. Apparently, the car prioritises driver comfort over saving the planet. On a second run with the cooling system switched off, the ISG technology worked fine.Arguably, the Mercedes stop/start isn’t as clever as it thinks it is. Yes, it can cut the engine to save fuel, but similar devices offered by rival manufacturers switch off when they realise you are coming to a halt. That means owners get every last mile from the fuel tank by freewheeling to a standstill. What’s more, bosses won’t offer the ISG technology until 2009
Tuesday, January 11, 2011
2008 Audi R8
Toronto, Ontario - I didn't realize, until I spent a long weekend with the Audi R8, just how many camera phones there were in the city of Toronto.
Having been cell-phone shopping only a few weeks before my R8 experience, I knew intuitively that camera phones were quite popular; that, indeed, almost every cell phone these days comes with a camera of some sort. But my oh my, they're everywhere. There in your side-view mirror, hanging out of cars sitting in your blind spot on the Gardiner Expressway, trying to get some footage of you accelerating away. They’re staring right at you through the back window of cars in front of you in traffic, panning back and forth to take in the full magnificence of the R8's LED driving-light arrangement and its big, low shield-shaped grille. They’re poking out from crowds at bus shelters, snapping a pic as you drive by. They’re there, right in your face as you come back to the car in a parking lot, hoping to sneak away and avoid any lengthy conversation.
I've driven more expensive cars than the Audi R8. I have driven faster cars and cars that make more noise and cars that go around corners faster. But I have never driven anything which draws quite so much attention.
The Toronto International Film Festival opened the same day I picked up the R8. On my drive home from work through the entertainment district, onlookers peered in the gunslit-shaped side windows, hoping to catch a glimpse of celebrity and instead got an eyeful of fat Asian auto journalist - not old enough or thin enough to be Chow Yun-Fat and not in good enough shape to be Jackie Chan. One guy, I kid you not, even asked for my autograph, even though he didn't know who I was. The car was enough, he said; he'd glimpsed it parallel-parked on Richmond and had circled the block to take a closer look. Is this what celebrity feels like?
Such adulation from the masses comes at a price, of course, but perhaps not as high a price as you might expect. Oh sure, $139,000 to start (my tester listed at just over $150,000) is a big chunk of change in anybody's book, but curbside speculators always guessed high on the price scale. Perhaps it's the R8's proportions, which are long, low, wide and eerily reminiscent of the Lamborghini Gallardo with which it shares a little bit of DNA. Perhaps it was the detailing: delicate double-spoke alloys which barely wrapped around huge brake calipers bearing R8 logos, rear lights that looked like neon-outlined TV screens, that contrasting panel of silver on the side of my grey test car. Perhaps it's the specs: 420 horses from its dry-sump, direct-injection V8, six speeds, four-wheel drive, and only two seats. Perhaps it's the technology: magnetic ride-control suspension, GPS navigation, optional F1-style paddle shifters.
The darn thing LOOKS high-tech too, a combination of its tall windshield, jewelled lights, the vents cut into those side panels, and the mesh-inset rear wing which automatically rises at 110 km/h. "One-forty?" people gawped. "It looks like should be two-fifty!"
One-forty it is, though, making Audi's most direct target the Porsche 911 Carrera 4S, which stickers at about $10,000 less than the R8 but is about equivalent when equipment is evenly matched. Curious about the reaction the R8 would get, I took it to an informal gathering of Porsche and Corvette enthusiasts that meets every Saturday in the parking lot of a suburban coffee shop. It was, not surprisingly, the star of the show, swarmed by interested would-be owners who loved its design, its interior and the sound its V8 made. The only disappointment, really, seemed to come from the fact that all of the next year's allocation of 100 cars is already sold out, making R8 ownership an unlikely proposition even for people who can afford it. It's all part of Audi's plan to keep the car exclusive enough to stay special.
In terms of the way the R8 compares behind the wheel, the Porsche has its advantages and it has its disadvantages. The main difference is that the 911 feels smaller once you're on the move. Its narrower body, more upright seating position and larger glass area make it easier to thread through traffic and along winding roads with precision; the Audi, despite being incredibly nimble and light on its feet, always feels like a big car: its width makes squeezing into tight parking spots a chore even when using the reversing camera and you always second-guess yourself about whether you can thread the car through any given piece of pavement.
While their power-to-weight ratios and acceleration times are close enough to be almost equal, the Audi can feel faster and more powerful in everyday situations thanks to the fat spread of torque from its V8. While the R8 redlines at over 8,000 rpm, it delivers plenty of low-end punch even at 2,000; the Porsche needs to be revved harder and often requires a downshift when the Audi doesn't. Braking performance is about equal; the C4S has six-pot calipers up front while the Audi has eight, but both drag the cars to a drama-free stop in a minimum distance. Likewise, both all-wheel-drive systems are strongly rear-biased, shuttling power up front when needed without inducing understeer in corners.
One area where the 911 has an advantage is steering feel. While both cars corner flat and true - and both, interestingly enough, also bob their noses a little bit in fast curves - the Audi's steering can feel heavy and a little bit numb while the 911's three-spoke wheel dances under your fingertips. Ultimately, this leads to a greater sense of confidence, even if the Porsche's rear-engine layout means it'd be trickier to drive at the limit than the smoother-transitioning mid-engined Audi. On the other hand, the R8 is vastly more comfortable as a daily driver: even in the supposedly-stiff sport mode, it rides better than the 911 and in comfort mode is as composed as any sedan. Its cabin feels much wider and save for a dead pedal which was too close for my taste, the layout is near-perfect, with easy-to-decipher controls and displays right where you would expect them.
Even though a lot of the parts in the R8's interior actually come from other Audis - the steering wheel, door handles, climate control knobs and other bits come from the TT, for instance - it's hard to deny the sense of occasion you feel dropping into its low, low cabin. The view out the windshield is spectacular. The cockpit sweeps around the driver in one sweeping arc, the gauges float in chromed triangular pods and the navigation screen swivels away at the touch of a button so you can load discs and memory cards. Choose the manual transmission and you get an exposed shift gate like a vintage Ferrari's; even moving around a parking lot, you get a clack-clack sensation to remind you that you're driving something special.
There are other theatrical touches as well. When you unlock the R8 with the keyfob, not only is the interior lit up, but so is the glass-covered engine bay, cool blue xenon exposing the V8 for the world to see. Flick on the headlights and you discover subtle little R8 logos in the headlamp lenses; the driving lights are a row of LEDs that curve under the main beams, sort of an automotive form of mascara. Inside, the gauges flicker on and all the needles do a full sweep before settling into their proper positions; the navigation system even has a cool R8-branded start-up screen. Under way, you're treated to one of the world's greatest engine notes, a magnificent high-tech rumble from the quad pipes; think Pavarotti singing thrash metal. Properly executed downshifts are greeted with a sharp bark from the exhaust and you hear the odd screech of tire before the lenient stability control reins in the fun in tight corners.
It is, ultimately, the sense of theatre, combined with genuine everyday ability, which makes the R8 such an interesting proposition. It's as practical as a 911 - save for the Porsche's tiny rear seats - but looks so much more exotic. It's as comfortable as a luxury sedan but exudes so much more drama, whether you're sitting still in traffic or roaring along the left lane of the expressway. It's a car with the visual presence of an Italian super car, with a generously-sized trunk, decent behind-the-seats storage and unflappable build quality. It is beautiful to behold and a delight to drive, one of the very best performance cars you can (more or less) buy; and, at least for now, definitely the coolest.
Pricing: 2008 Audi R8
Base price: $139,000
Price as tested $150,100
Having been cell-phone shopping only a few weeks before my R8 experience, I knew intuitively that camera phones were quite popular; that, indeed, almost every cell phone these days comes with a camera of some sort. But my oh my, they're everywhere. There in your side-view mirror, hanging out of cars sitting in your blind spot on the Gardiner Expressway, trying to get some footage of you accelerating away. They’re staring right at you through the back window of cars in front of you in traffic, panning back and forth to take in the full magnificence of the R8's LED driving-light arrangement and its big, low shield-shaped grille. They’re poking out from crowds at bus shelters, snapping a pic as you drive by. They’re there, right in your face as you come back to the car in a parking lot, hoping to sneak away and avoid any lengthy conversation.
I've driven more expensive cars than the Audi R8. I have driven faster cars and cars that make more noise and cars that go around corners faster. But I have never driven anything which draws quite so much attention.
The Toronto International Film Festival opened the same day I picked up the R8. On my drive home from work through the entertainment district, onlookers peered in the gunslit-shaped side windows, hoping to catch a glimpse of celebrity and instead got an eyeful of fat Asian auto journalist - not old enough or thin enough to be Chow Yun-Fat and not in good enough shape to be Jackie Chan. One guy, I kid you not, even asked for my autograph, even though he didn't know who I was. The car was enough, he said; he'd glimpsed it parallel-parked on Richmond and had circled the block to take a closer look. Is this what celebrity feels like?
Such adulation from the masses comes at a price, of course, but perhaps not as high a price as you might expect. Oh sure, $139,000 to start (my tester listed at just over $150,000) is a big chunk of change in anybody's book, but curbside speculators always guessed high on the price scale. Perhaps it's the R8's proportions, which are long, low, wide and eerily reminiscent of the Lamborghini Gallardo with which it shares a little bit of DNA. Perhaps it was the detailing: delicate double-spoke alloys which barely wrapped around huge brake calipers bearing R8 logos, rear lights that looked like neon-outlined TV screens, that contrasting panel of silver on the side of my grey test car. Perhaps it's the specs: 420 horses from its dry-sump, direct-injection V8, six speeds, four-wheel drive, and only two seats. Perhaps it's the technology: magnetic ride-control suspension, GPS navigation, optional F1-style paddle shifters.
The darn thing LOOKS high-tech too, a combination of its tall windshield, jewelled lights, the vents cut into those side panels, and the mesh-inset rear wing which automatically rises at 110 km/h. "One-forty?" people gawped. "It looks like should be two-fifty!"
One-forty it is, though, making Audi's most direct target the Porsche 911 Carrera 4S, which stickers at about $10,000 less than the R8 but is about equivalent when equipment is evenly matched. Curious about the reaction the R8 would get, I took it to an informal gathering of Porsche and Corvette enthusiasts that meets every Saturday in the parking lot of a suburban coffee shop. It was, not surprisingly, the star of the show, swarmed by interested would-be owners who loved its design, its interior and the sound its V8 made. The only disappointment, really, seemed to come from the fact that all of the next year's allocation of 100 cars is already sold out, making R8 ownership an unlikely proposition even for people who can afford it. It's all part of Audi's plan to keep the car exclusive enough to stay special.
In terms of the way the R8 compares behind the wheel, the Porsche has its advantages and it has its disadvantages. The main difference is that the 911 feels smaller once you're on the move. Its narrower body, more upright seating position and larger glass area make it easier to thread through traffic and along winding roads with precision; the Audi, despite being incredibly nimble and light on its feet, always feels like a big car: its width makes squeezing into tight parking spots a chore even when using the reversing camera and you always second-guess yourself about whether you can thread the car through any given piece of pavement.
While their power-to-weight ratios and acceleration times are close enough to be almost equal, the Audi can feel faster and more powerful in everyday situations thanks to the fat spread of torque from its V8. While the R8 redlines at over 8,000 rpm, it delivers plenty of low-end punch even at 2,000; the Porsche needs to be revved harder and often requires a downshift when the Audi doesn't. Braking performance is about equal; the C4S has six-pot calipers up front while the Audi has eight, but both drag the cars to a drama-free stop in a minimum distance. Likewise, both all-wheel-drive systems are strongly rear-biased, shuttling power up front when needed without inducing understeer in corners.
One area where the 911 has an advantage is steering feel. While both cars corner flat and true - and both, interestingly enough, also bob their noses a little bit in fast curves - the Audi's steering can feel heavy and a little bit numb while the 911's three-spoke wheel dances under your fingertips. Ultimately, this leads to a greater sense of confidence, even if the Porsche's rear-engine layout means it'd be trickier to drive at the limit than the smoother-transitioning mid-engined Audi. On the other hand, the R8 is vastly more comfortable as a daily driver: even in the supposedly-stiff sport mode, it rides better than the 911 and in comfort mode is as composed as any sedan. Its cabin feels much wider and save for a dead pedal which was too close for my taste, the layout is near-perfect, with easy-to-decipher controls and displays right where you would expect them.
Even though a lot of the parts in the R8's interior actually come from other Audis - the steering wheel, door handles, climate control knobs and other bits come from the TT, for instance - it's hard to deny the sense of occasion you feel dropping into its low, low cabin. The view out the windshield is spectacular. The cockpit sweeps around the driver in one sweeping arc, the gauges float in chromed triangular pods and the navigation screen swivels away at the touch of a button so you can load discs and memory cards. Choose the manual transmission and you get an exposed shift gate like a vintage Ferrari's; even moving around a parking lot, you get a clack-clack sensation to remind you that you're driving something special.
There are other theatrical touches as well. When you unlock the R8 with the keyfob, not only is the interior lit up, but so is the glass-covered engine bay, cool blue xenon exposing the V8 for the world to see. Flick on the headlights and you discover subtle little R8 logos in the headlamp lenses; the driving lights are a row of LEDs that curve under the main beams, sort of an automotive form of mascara. Inside, the gauges flicker on and all the needles do a full sweep before settling into their proper positions; the navigation system even has a cool R8-branded start-up screen. Under way, you're treated to one of the world's greatest engine notes, a magnificent high-tech rumble from the quad pipes; think Pavarotti singing thrash metal. Properly executed downshifts are greeted with a sharp bark from the exhaust and you hear the odd screech of tire before the lenient stability control reins in the fun in tight corners.
It is, ultimately, the sense of theatre, combined with genuine everyday ability, which makes the R8 such an interesting proposition. It's as practical as a 911 - save for the Porsche's tiny rear seats - but looks so much more exotic. It's as comfortable as a luxury sedan but exudes so much more drama, whether you're sitting still in traffic or roaring along the left lane of the expressway. It's a car with the visual presence of an Italian super car, with a generously-sized trunk, decent behind-the-seats storage and unflappable build quality. It is beautiful to behold and a delight to drive, one of the very best performance cars you can (more or less) buy; and, at least for now, definitely the coolest.
Pricing: 2008 Audi R8
Base price: $139,000
Price as tested $150,100
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