Four Questions for Land Rover Design Chief Gerry McGovern http://ift.tt/2tanTJn
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Friday, June 30, 2017
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2018 Porsche 911 GT2 RS Revealed at Goodwood
After we got a quick peek at a Microsoft preview and “drove” it in the new Forza Motorsports 7 demo at E3, the new 2018 Porsche 911 GT2 RS bared all at this year’s Goodwood Festival of Speed. Don’t worry, it lives up to its name — with 700 hp from the 3.8-liter twin-turbo flat-six, the new 991.2 GT2 RS rightfully claims the title from the old 997.2 GT2 RS as the most powerful Porsche 911 ever put into production.
The new GT2 had some mighty large shoes to fill — namely, the lightened, exclusive, and boosted sneakers still occupied by the old car. Historically, Porsche reserves the GT2 badge for the most hardcore, fastest, and exclusive 911s to emerge from Stuttgart. We’ve enjoyed a GT2 variant from every 911 generation since the 993, and with the 991 entering its twilight years with no GT2, things were looking grim up to this point.
From the looks of the new car, we’re glad we were patient. It seems like Porsche vaulted over the regular, hum-drum GT2 and went straight for the RS model. Perhaps this will be de rigueur for future generations — Porsche also skipped the non-RS GT2 for the 2010-2012 997.2, opting to create the first GT2 RS instead.
The GT2 RS makes use of a highly modified, water-injected 3.8-liter twin-turbo flat-six from the Turbo S, now returning a stunning 700 hp and 553 lb-ft of torque. To put this in perspective, this beats the old car by 80 hp/37 lb-ft, the current GT3 RS by 200 hp, and the Turbo S Exclusive Series by 93 hp.
Like all other GT2s, this power is sent exclusively to the rear tires, in this case the widest tires ever to be fitted to a production 911 — 325/30 ZR21s. As is the case with the GT3 RS, the only transmission available is the venerable seven-speed PDK, a departure from the old GT2 RS’ six-speed manual transmission.
In exchange for a third pedal, the new car gains serious performance figures. 0-60 mph is dispatched in 2.7 seconds, 0-100 mph in 5.8 seconds, and 0-124 mph in 8.3 seconds. Be brave, and the GT2 won’t stop accelerating until it smacks into its 211 mph top speed. Keep in mind Porsche is almost always conservative with its quoted performance figures, so expect independent testing to reveal even stronger numbers.
Don’t worry, there’s all manner of go-fast hardware to keep it safe, including standard carbon ceramic brakes, aggressive aero, rear-wheel steering, and specialized traction and stability control. Like the GT3 RS, it’s lighter than most 911s, thanks to extensive use of carbon fiber and aluminum body panels. Around back, the titanium exhaust is unique to the GT2 RS, further shedding extra bulk, bringing the total down to 3,241 pounds.
Not enough? Buyers looking for that extra inch of asceticism can outfit their GT2 RS with the optional Weissach package. This adds more carbon fiber, titanium, and magnesium components to save an additional 40 pounds.
Shockingly, this isn’t a strictly limited model, unlike the previous car — Porsche will build as many as they can sell. Prices begin at $294,250, and only climb from there, especially with the $31,000 Weissach Package. Get your order in now, as deliveries begin in the first quarter of 2018.
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Lamborghini Murcielago Drift Car Battles Nissan GT-R Drift Car...
Lamborghini Murcielago Drift Car Battles Nissan GT-R Drift Car http://ift.tt/2stMtTu
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Thursday, June 29, 2017
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BMW 2 Series Manual is Lost Only in Translation
What made the news item so hard to believe was that BMW could not give us a manual gearbox-equipped Four Seasons M2 to test because of supply. Too many paying customers were demanding them, the company’s North American division told us.
On Thursday morning wire services reported that BMW’s finance chief, Nicolas Peter, said the company would cut the number of engine and equipment options in order to save money on the manufacturing process, so it could free up capital to pay for development of electric, autonomous and connected cars. The stories said Peter singled out BMW 2 Series manuals sold in the U.S., and that “We have over 100 steering wheels on offer. Do we need that many variants?”
Well, no, to the steering wheels. But the 2 Series is BMW’s most engaging drivers’ car extant. It is the last Bimmer that should go without a manual option.
The Peter interview in Munich came from the German business newspaper Handlesblatt, and was poorly translated, according to a BMW North America public relations exec. Those 100 steering wheels and the 2 Series stick shifts were no more than examples Peter used to make his point. As Automotive News notes, the issue with the manual transmission is “the cost of certifying components in each market.”
Foreign and domestic automakers must meet federal emissions and safety standards before they can sell cars and trucks in the U.S. The process for certification requires that every drivetrain variant must be tested. An all-wheel-drive 3.0-liter stick must get a separate certificate from a rear-wheel-drive 3.0-liter stick, which must get a separate certificate from a rear-wheel-drive 3.0-liter automatic, for instance. If you’ve wondered why your favorite European brand won’t see you a diesel stick-shift station wagon, the reason is that profits from a few hundred sold would never pay for the million or so dollars of certification costs.
The good news is that once you get a certificate for each of the manual variants, they’re good for the lifecycle of the car and its powertrain. There’s no financial savings from certification in dropping manuals from any of the current versions of BMW 2-, 3- or 4 Series, including the M2, M3, and M4 coupe and convertible. We can’t vouch for the next generations of those models, however — we’ll never see a brand-new BMW M5 manual again.
Manuals lost their price, performance, and fuel efficiency advantages years ago, of course, and autonomy will kill them off for good. Our Four Seasons BMW M2’s 20/26 EPA fuel mileage equals the six-speed manual version’s highway number, and is 2-mpg better in the city. A few of us aren’t swayed by such pragmatic reasons to kill off the manuals. We’d rather select our own shift points rather than program in a dynamic drive mode to do it for us.
It’s not an “age thing.” My 17-year-old nephew now drives my wife’s old Mazda2 five-speed, wouldn’t trade it for an automatic, and would like to own a BMW some day. And though BMW North America assures me there will be 2 Series manuals for the foreseeable future, the next generation is not guaranteed.
BMW models run on a seven-year cycle. The 2 Series just got a refresh for 2017, and it has three model years, including 2018, before an all-new model comes in. Those 2021 BMW 2 Series will need to be certified, again, and stick-shift variants will need to justify their certification cost with enough sales to eek out a profit margin. BMW says it has a healthy manual take-rate on the 2 Series, though it doesn’t release percentages.
Meanwhile, the BMW 3- and 4-Series have about a year before their replacements start to arrive. Their manual take-rates, ravaged by non-enthusiast premium car buyers over the years, are undoubtedly much lower. If the next-generation 3 and 4 aren’t offered with three-pedal manuals, that will make it tough for our friend, BMW Chief Financial Officer Nicholas Peter, to justify engineering a manual for just one line, the 2 Series plus maybe the very low-volume Z4 replacement. Think about that when your local BMW dealer tells you there are no 330i manuals in stock in the entire tri-state area, and you’ll have to wait eight weeks or more if you order one from the factory.
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BMW Introduces Black Fire Edition X5 and X6 M
Launching this August, BMW will offer both the X5 M and X6 M SUVs in the company’s latest special edition dubbed, the Black Fire Edition, and will continue the company’s “success story in the Sports Activity Vehicle (SAV) and Sports Activity Coupe (SAC) sectors.”
While nothing has been done to either car’s engine, and why would you when both make 575 horsepower from their 4.4-liter twin-turbocharged V-8s, both the exterior and interior of both the X6 M and X5 M have been murdered out and given a racier appearance.
Both the X5 M and X6 M receive a special shade of black paint, called Sapphire Black Metallic, which also includes both car’s normal brightware, such as the double-kidney grille, and carbon-fiber mirror caps. Each car also receives a set of forged staggered 21-inch M alloy wheels, finished in the special Sapphire Black Metallic paint and completes the car’s menacing looks.
Inside, BMW lathered both the X5 M and X6 M with a host of motorsport goodies, including M multi-functional seats, Alcantara upholstery, aluminum shift paddles, and M’s multi-functional Alcantara steering wheel with a light-blue leather accent signifying BMW’s history with motorsport. The car’s interior is finished in contrasting Black and Mugello Red Merino leather, which also includes the center console.
Additionally, customers will also get special Black Fire Edition logos on each car’s dash, indicating each car’s uniqueness.
As mentioned earlier, BMW will begin to make the Black Fire Editions available this coming August, although the company has yet to disclose pricing on the upcoming special editions.
The standard BMW X5 M costs $100,700, while the X6 M costs $104,400, and we expect the Black Fire Edition to tack on at least another couple thousand dollars on top of that given the nature of the M Performance parts additions.
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First Drive: 2018 Volkswagen Tiguan
DENVER, Colorado — In case you haven’t heard it enough yet, crossover and SUV sales have been going gangbusters all over the world, driven heavily by soaring demand in the U.S. Volkswagen has mostly had to watch this feeding frenzy from the sidelines. America has always been the uncrackable nut for VW, but with the aging Touareg being superseded by the handsome Atlas and the similarly dated first-generation Tiguan being replaced for 2018, things might be on a long-overdue upswing.
Slowly but surely, Volkswagen is making up for lost time. And for broken promises. VW suffered more than a flesh wound in the wake of its infamous Dieselgate scandal, but the prescription going forward is to introduce lots of new metal to win back customers. “We’re working to regain our customers’ trust and rebuild the brand,” said VW product and technology manager Mark Gillies. “New vehicles are the lifeblood to this business.”
We headed to Colorado for the launch of the 2018 Volkswagen Tiguan, which should make VW into a bigger player in the critical mid-size SUV space, peeling customers away from stalwarts like the Honda CR-V, Toyota RAV4, and Ford Escape.
The 2018 Tiguan rides on the same MQB architecture as the Golf and Atlas, sharing with those vehicles VW’s polished expertise in packaging. Although Europe gets both short- and long-wheelbase versions of the Tiguan, only the latter will be on offer here in the States. That means 10.6 inches of additional length compared to the first-gen Tiguan, as well as 58 percent more cargo capacity on two-row models. Front-wheel drive models come standard with a third row of seating, while all-wheel-drive models can add it as a stand-alone $500 option on any trim level.
Unsurprisingly, the third row is suitable only for kids, but an average-sized adult could manage for short rides in a pinch, which is more than can be said for the jump seats in the Nissan Rogue. Where the Tiguan shines is in how easily the second row folds down and slides forward, revealing a generous opening for rear-seat passengers. In terms of overall size, the Tiguan is slightly larger than most of its key competitors, but still well shy of much larger Atlas.
Although the Tiguan shares its underpinnings with the Golf, dynamically, they feel more like distant cousins than close siblings. That starts with the Tiguan’s new 2.0-liter turbocharged four-cylinder, the sole engine for U.S. models. Mated to an eight-speed automatic, the 184-hp “B-cycle” engine uses a modified Miller combustion cycle for improved efficiency, yielding 35 lb-ft more torque yet 14 fewer hp than the outgoing 2.0T.
The new engine is sluggish off the line as we climb from Denver up into the surrounding mountains, snaking through twisting ribbons of pavement and rough dirt roads aboard a front-wheel-drive Tiguan with three rows. Peak 221 lb-ft torque comes in early at 1,600 rpm and stays perfectly flat until 3,940 rpm, but the long pedal travel means the Tiguan is always a step or two behind where you expect it. Even in the meat of the rev range, from 4,400 rpm to 6,000, where the new EA888 four-cylinder makes max hp, the engine feels coarse and resistant. It doesn’t help that the eight-speed automatic transmission is occasionally lazy to downshift, although this can be mitigated by switching the shift lever into Sport.
A big caveat is that our entire route was at altitudes ranging from 5,100 feet to roughly 8,000 feet. No doubt the thin air was played a part in all that huffing and puffing, even with a turbocharger on board. However, when we previously drove a pre-production Passat with this engine, it disappointed compared to the pleasantly zippy 1.8-liter turbo it replaces. Volkswagen will also tag in the B-cycle 2.0-liter to replace the 1.8T in the Beetle, as well as the next-generation Jetta.
On the plus side, the Tiguan rides like a dream. It tracks confidently down the highway. Potholes and expansion joints are of little concern to the MQB-platformed family hauler, while bumpy dirt roads don’t transmit much in the way of nasty vibrations into the cabin. Germany engineered the Tiguan to satisfy Americans’ preference for easy driving, and in that respect it’s spot-on. The brakes, too, are not overly grabby and intuitive to modulate.
Steering feel and handling may be the victims of this focus on comfort — none of the Golf’s fun or even the Atlas’ poised capability come through. There’s a fairly large dead spot on-center, and although the steering does build weight as it approaches lock, it doesn’t gain much of anything in the way of feedback. In all-wheel-drive models with the Active Control rotary drive select knob, you can customize the steering or powertrain to your liking, but even these modes offer just minor improvements.
The Mazda CX-5, Ford Escape, and Hyundai Tucson may be more rewarding to drive, but the Tiguan could be on top when it comes to the interior. The redesigned cabin is also a big leap forward, expressing clean and intuitive design that will age well. Starting with the second-tier SE model (S is the base), VW’s new MIB II infotainment takes center stage. Integrated smoothly into the center stack, the 8-inch display boasts clear and bright graphics as well as Bluetooth, Android Auto and Apple CarPlay (standard on all models). The seats are supportive and not overly bolstered, visibility all around is top-notch, and the multiple USB ports will keep the whole family charged up. Overall materials are good quality. We also noticed very little road or wind noise on our many highway miles.
Base Tiguan S models start at $26,245 with front-wheel drive, coming standard with 17-inch aluminum wheels, LED taillights, a rear camera, and a 6.5-inch display screen. The bulk of sales in the segment happen at right around $30,000, so the volume-seller is sure to be the SE, which comes in at $29,980. Most customers will be more than happy with the keyless entry, larger 8-inch display, synthetic faux-leather interior with heated front seats, an eight-way power driver’s seat, dual-zone climate control, and blind-spot monitoring with rear cross-traffic alert. Spring for the $33,450 SEL to get bigger 18-inch wheels, a panoramic sunroof (usually $1,200 on S or SE trims), navigation, adaptive cruise control with Stop & Go, and remote start.
Atop the heap is the $37,150 SEL Premium. That’s a lot of scratch, but it comes positively loaded to the gills with 19-inch wheels, LED headlights, leather seats and trim, Fender audio, a hands-free tailgate, a 360-degree camera, park assist, and VW’s version of Audi’s snazzy digital cockpit. It seems somewhat of an oversight to have the digital cockpit instrument display only available at such a high level, when it seems like the sort of thing people would easily pay for if the SEL trim were just a bit more expensive. That said, the a $850 Driver Assist package for lesser models includes automatic emergency braking with pedestrian detection, blind-spot monitoring, rear cross-traffic alert with autonomous braking, lane-keep assist, the 360-degree camera, adaptive cruise, and parking sensors with rear autonomous braking. Later on in the model year, the Tiguan will get an R-Line appearance package for $1,795 on SEL and $1,495 on SEL Premium trims.
Built in Mexico specifically for the U.S., the new Tiguan is undoubtedly a step in a more competitive direction for VW, even if it’s not a joy to drive. In fact, if you like the last Tiguan so much, you can still buy it — it’ll remain at dealers for the foreseeable future as the Tiguan Limited. VW says that it wants to spread itself across SUV segments as much as possible and demand for smaller-sized models is high enough to justify keeping the ol’ girl around. Given how much bigger the 2018 Tiguan is, VW doesn’t expect much cannibalization by the Limited.
While we still need to see how this Tiguan’s engine fares at altitudes closer to sea level, until then, it’s safe to say Volkswagen should be on the shopping list if comfort, utility, and lots of available tech are priorities. Who knows, maybe this family-friendly crossover is the nutcracker Volkswagen has been long needed.
2018 Volkswagen Tiguan Specifications
ON SALE Late Summer 2017 PRICE $26245 (base) ENGINE 2.0L turbocharged DOHC 16-valve I-4/184 hp @ 4,400-6,000 rpm, 221 lb-ft @ 1,600-3,940 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 5/7-passenger, front-engine, FWD/AWD SUV EPA MILEAGE 21-22/27 mpg (city/hwy) L x W x H 185.1 x 72.4 x 65.3 in WHEELBASE 109.8 in WEIGHT 3,780-4,043 lb 0-60 MPH 8.2 sec TOP SPEED N/A
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First Drive: Of the Even More Radical Aston Martin Vulcan AMR...
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First Drive: Of the Even More Radical Aston Martin Vulcan AMR Pro
It’s 2 p.m. on Tuesday, June 27, and in precisely 43 hours, Aston Martin will release the new “AMR Pro” package for its wild, track-only Vulcan hypercar at the Goodwood Festival of Speed. And yet the team is all smiles as I fold myself into the one and only Vulcan AMR Pro, tighten the harnesses and then press the big red “Start” button on the extraordinary steering wheel. “Enjoy,” they mouth with thumbs raised. I think it’s safe to say that won’t be a problem.
You remember the Vulcan, Aston Martin’s $2.3-million track-only hypercar fitted with an 820-horsepower, 7.0-liter V-12 and the most dramatic, sinister and yet beautiful carbon-fiber bodywork? Just 24 were built (three made it to the U.S.) and now the lucky owners will be offered the new AMR Pro package to take their track toy to the next level. The upgrade consists of a radically overhauled aerodynamic package and much shorter gearing to make the most of that incredible engine. Aston Martin is being coy on the pricing but there are whispers of around $200,000, plus taxes. The conversions will be carried out by Q by Aston Martin Advanced Operations.
Today it’s a simple pre-Festival shakedown for the Vulcan AMR Pro at a quiet airfield in Northamptonshire, England. Race-car driver Peter Dumbreck has already ripped up and down the strip and performed some high-speed lane changes (not to mention a few spectacular launches) and all seems well. Now it’s my turn.
So what am I in for? Downforce, and lots of it. The AMR Pro kit is mostly aero-focussed. Up front there is a pair of prominent new dive planes per side, plus large louvers over the front wheels to extract air, reducing high pressure and hence lift. The front splitter is also revised and has turning vanes fitted to its underside, which should improve steering response. This was a key objective of the AMR Pro package as professional drivers like Dumbreck and three-time Le Mans champion Darren Turner have always felt the Vulcan needed “more front end.” So as well as increasing absolute down force, the car’s center of pressure has also shifted forward.
That seems hard to believe when you stand in the shadow of the vast new twin-plane rear wing, though. It is huge and makes the original single plane wing — itself pretty outrageous — look a bit undernourished. At the trailing edge of the upper plane is a 0.78-inch (20-millimeter) vertical Gurney flap, and the new slotted wing end-plates have a 0.59-inch (15-millimeter) Gurney to maximize down force. The combined result of these upgrades is considerable. Total down force at just 98 mph is up to 890 pounds from 701 in the standard Vulcan. For reference, the Vantage GTE racer that just won its class at Le Mans has 694 pounds of downforce at a similar speed.
Of course, judging how these numbers affect the driving experience is next to impossible on an airfield. However, the much shorter gearing should be more immediately obvious. Adam Barnie, engineer for the Vulcan, explains that even at the iconic Spa-Francorchamps circuit in Belgium the standard Vulcan doesn’t quite get into sixth gear, and it is setup to sail past 200 mph. The AMR Pro is probably only good for 185 mph, but that’s fast enough for most circuits and it’ll get there much, much quicker now.
The Vulcan is an extraordinary car to sit in. The tiny three-sided steering wheel is part race-car, part sculpture, part meticulously crafted jewellery. It feels fabulous to hold. The seat has huge protective wings that seem to hem you in but they’re superbly supportive and are mercifully adjustable so I can get nice and close to the pedals. The six-speed Xtrac gearbox is paddle-operated but requires the clutch pedal to pull away, making for a slightly cramped foot-well and very slim clutch and brake pedals. It’s a little added piece of intimidation that I could do without. The sheer scale of the car, the fact you feel like you’re sitting over the rear axle and about a quarter mile from the front wheels, and the invasive, fast-paced beat of the V-12 already has me feeling a little, er, self-conscious. I’ve driven the Vulcan a couple of times before and I know it’s incredibly stable and quickly allows you to feel comfortable, but I think you could drive it every day for 10 years and still have to swallow your nerves when the engine is pulsating and your left leg is trembling on the heavy clutch.
The landing strip is bumpy and the Vulcan feels pretty wild as it rips across the surface, that incredible V-12 shrieking, the shift lights on the dash blazing from left to right and then all flashing as one when another ratio is required. It seems to happen every second. I’m fortunate enough to have driven the Vulcan just a month or so ago, and the AMR Pro gearing makes it feel so much angrier. Now the 7.0-liter engine is always right in it sweetest, most violent spot, and the intensity of the whole experience is elevated to new heights.
It’s cold and there’s moisture in the air, so the Vulcan is running on some old Michelin Cup 2 tires, but weaving at high speed reveals incredible steering response and huge amounts of grip. The amazing thing about the Vulcan is that it feels so big initially but pretty soon you feel happy just throwing steering inputs at it, knowing the car will react quickly and consistently from front to rear. The way it changes direction is completely addictive and has the feel of a scaled-up GT3 competition car. The weighty steering, the sheer force you need to put into the brakes, and the howling noise adds up to an almost overwhelming experience. No wonder the 24 Vulcan owners have been asking Aston Martin for even more of what this car offers.
Can I detect the extra downforce compared to the “normal” Vulcan? Not here. Not today. But the gearing alone is a worthwhile upgrade, and I don’t doubt that on a circuit the AMR Pro package will up the ante in spectacular fashion. These are still early days in this package’s development. After Goodwood, the team will head to the Nardo proving ground in Italy to work on setup. It plans to lower the car up to another three-quarters of an inch or so, and to look at spring rates, dampers, and geometry. Effectively Aston wants to maximize the Vulcan’s potential.
Judging by the enthusiasm of the team on hand, though this project is officially “customer driven,” it is obviously fueled by the passion of the people who have been involved with the Vulcan since day one. That passion is contagious, too. So much so that I leave the airfield almost believing that some new aero bits and pieces, shorter gearing, and suspension changes sound like a good return for more than $200,000 …
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