We can only show you a little. But we can tell you, it will be powerful, it will be instinctive, and it will be desired. The F-TYPE is our future. What do you desire most from Jaguar's future?
Thursday, June 28, 2012
Monday, June 25, 2012
Porsche Boxster review
A freezing yawnfest, then, until at its traditional morning press conference Porsche pulled the sheets off its Boxster concept. What a perfect little sports car. Tiny, with brilliant proportions that recalled the Fifties speedsters. Exquisite detailing that mixed chrome-rimmed instruments with amazing Zeppelin-style ventilation fans. This marked a downsizing revolution as luxury and sports car makers realised that the inexorable growth of their main models had opened up a gap for a smaller car. It was also the vanguard of a rush to retro.
Yet when we finally got our hands on the production Boxster in 1996, it was hard to believe that this bloated, less-than-lovely two-seater carried the same name. Porsche blamed crash safety, luggage and accommodation requirements and the big guy who ran away, but talk to the same executives these days and they admit that the production Boxster was too big.
It sold, inevitably perhaps, but in Germany the Boxster became known as the poor person’s Porsche and in Britain it gained a reputation as a hairdresser’s car.
So it was with some delight that I surveyed the changes to the current derivative. A longer wheelbase and wider track, yes, but also a flatter-raked screen, sculpted body sides and bigger side vents, which don’t add up to a huge amount, but they give the impression that the Boxster is happier in its own skin these days.
Climb in and you get that strange solvent smell of Porsche leather upholstery, as if it’s been marinating in money. The cabin is immaculate and slightly bonkers. There are the familiar Porsche dials with sans serif graphics writ large while the canted Boxster logo appears discreetly. The £2,141 radio/satnav/communications screen is huge and well served by buttons and dials, but search for the heater controls and you’ll be looking for a while. The important stuff is brilliant though, with a great driving position, perfect pedal heights and a wide windscreen framed at each side by the wing tops. You don’t get to see much out back, however, as the rollover bars and wind diffuser give the impression of fast-receding film credits on a 14in television set.
It’s surprising how tinny the engine sounds when you start it. That 2.7-litre flat six makes a fair old metallic clatter, but once under way it settles to guttural rasp, occasionally gurgling when you lift off the throttle, or booming like a dragon in a cake tin when you change down and stand on it. And stand on it you certainly can. Extend the revs to the soft-cut limiter at 8,000rpm in third gear and you’ll be doing 120mph. Not that it’s a smooth ride up to the red line, for while the revs climb inexorably, the power surges and lunges against the adjusting cam timing.
This is a 164mph car, capable of accelerating from 0-62mph in 5.8sec and delivering a Combined fuel economy of 34.5mpg.
Two versions of the Boxster are available; standard with a 2.7-litre flat six as tested and the Boxster S with a 3.4-litre unit shared with the 911 Carrera. Both engines have thermal energy management, engine stop-start and brake-energy recuperation, which makes them more efficient, with about 15 per cent better fuel consumption. There’s also a coasting system, which cuts in when trailing the accelerator to reduce the braking effect.
There’s the choice of a seven-speed PDK twin-clutch transmission, or a lovely, positive, short-throw six-speed manual as tested. The steering has been upgraded to the electrically assisted helm of the 911 and is the toast of such systems.
The tyres fitted to the optional 20in rims compromise the handling, giving a slightly darty turn-in to corners and a nervous feel on uneven surfaces. For all those initial criticisms though, the standard Boxster is an extraordinarily effective driving machine. It turns into corners and settles in the turn quickly. As might be expected with the rear-engine configuration, the Boxster slides as a piece, but is easily gathered up. And while the ride quality leaves something to be desired, there is some suppleness, so you aren’t crashing about in the potholes. You can feel the body shaking occasionally, but the Boxster must be one of the stiffest sports cars in the business.
The Cayman remains the best driver’s proposition, but that’s not what the Boxster is about. It’s a car to drive briskly, with the hood down, not at the bitter edges of roadholding with a frown of concentration, but with a smile and a lightness of spirit.
That’s why we’d eschew the larger-engine option of the S, plus the £1,084 Sport Chrono Package with its harder gearbox mounts, the £890 Porsche torque vectoring limited-slip differential and all the other furbelows of going ever faster.
The standard car has what it takes and what you need and, while it’s still too big, it now drives far more like the sports machine that Porsche promised almost 20 years ago.
Tuesday, June 19, 2012
Review: 2012 Honda Civic Si
In fact, the Si's new, 201-horsepower, naturally aspirated, 2.4-liter four cylinder is the same engine that's in the much-pricier 2012 Acura TSX and gives the 2012 Si new spirit, even if it's not turbocharged power.
The 2012 Civic Si also has new fuel economy ratings of 22 miles per gallon in city driving and 31 mpg on the highway from the federal government compared with 21/29 mpg for the 2011 Si.
This means the nimble handling Si has higher fuel economy ratings than the 20/28-mpg of the competing 2012 Mazdaspeed3 with 2.5-liter, turbocharged four cylinder.
Meantime, the Si's manufacturer's suggested retail price, including destination charge, of $23,145 for a base coupe is lower than the $24,765 for a 2012 Volkswagen GTI 2-Door that has a 200-horsepower, turbocharged four cylinder. The Si's base price also is lower than the $24,795 starting retail price of a 2012 Mazdaspeed3 with 263-horsepower, turbocharged four cylinder.
The sole transmission for the Civic Si models -- sold as coupe and sedan -- is a close-ratio six-speed manual that needs only a light touch to move smoothly through the gears.
The clutch pedal in the test Civic Si Coupe wasn't fussy, and the lack of an automatic transmission wasn't a drawback except during a lengthy traffic
backup when the car crawled along for miles and my left leg tired of pushing the clutch pedal.
The new Si engine is the largest displacement powerplant put in U.S.-market Si cars. The horsepower increase over last year's 197 might seem minor, but peak horsepower now comes at 7,000 rpm instead of 7,800 rpm so there's a bit less rev noise to get the full power.
More importantly, torque is up from last year's 139 foot-pounds at 6,900 rpm to 170 foot-pounds at 4,400 rpm. The availability of peak torque at lower rpm puts accelerative power in the range where more drivers -- enthusiasts or more mainstream types -- will get to use it.
The tester pulled itself along with zip in city traffic and could move with urgency -- and with loud engine revving sounds --when kept in low gears.
It didn't feel taxed even when scooting by a line of other cars, and at less than 2,900 pounds, the Si coupe didn't feel heavy. But neither did it feel tinny or too light amid bigger vehicles.
Note the Civic Si, like all Civics, comes with a lengthy list of safety features, including electronic stability control with traction control, antilock brakes, Brake Assist and six air bags.
The test car rode on 17-inch all-season tires, and there was a good amount of road noise that came through to passengers. The radio's volume was constantly being adjusted to account for noisy road surfaces and the sounds from nearby diesel semis.
The Civic Si test car's steering had a lighter feel than expected. But this was predominantly at city speeds. On highways and country roads, steering felt more secure.
The Civic Si front bucket seats provided comfortable support, and there's a generous 42.6 inches of front-seat legroom. The low dashboard aided visibility up front.
The back seat of the Si coupe, took some effort to get into and out of; legroom of 30.8 inches, while increased by a half inch from the previous model, is adequate only for children and the short of stature.
Trunk space in the Si Coupe measures 11.7 cubic feet, up from 11.5 cubic feet in the 2011 Si Coupe. But the hatchback style of a VW GTI helps make for 15.3 cubic feet of cargo space in that car.
The new Si exterior styling is a subtle blending and cleaning up of the previous model.
The interior drew mixed reviews. Some passengers felt there's too much hard plastic, with different textures, while others said it will be easy to clean.
Note the Si doesn't offer leather-trimmed seats, but the nice-looking cloth seats in the test coupe had the benefit of helping to keep driver and passengers in place during aggressive driving. There is, however, standard leather wrapped on the Si steering wheel.
Admittedly, the test car was driven spiritedly and averaged 22 mpg in city/highway travel. This is below the government's combined 25 mpg rating.
Note that Honda's specs state premium fuel is required for maximum performance, so a fill-up of the Si's 13.2-gallon tank these days can total more than $51.
Consumer Reports doesn't rate the Civic Si separately from other, more mainstream Civics. Overall, Civics rated above average in reliability.
Honda Civics have been the subject of two safety recalls during the 2012 model year. One was for a potential fuel leak, and the other was for a driveshaft problem that could potentially lead to a crash.
Meet Magnus Walker, the world's most unlikely Porsche 911 collector
Like it or not, we're all guilty of falling into the traps laid for us by stereotypes. For example, if we were to say the phrase "Porsche owner," odds are you'd have a very specific type of individual in mind... and that individual would likely look nothing like Magnus Walker.
Walker is a thoroughbred car guy with an incomparable passion for the 911. As a clothing entrepreneur, he's about as far from the typical 911 owner as it gets. When he isn't racing or designing, he's piecing old Porsche models back together for another shot at life. His stated goal is to collect one of every 911 between built between 1964 and 1973, and so far, he's only missing the youngest of that group. Walker says he's owned over 40 of the cars in his time as a collector, and it's clear he has the kind of passion that keeps this industry spinning. Tamir Moscovici has worked up a short film on Walker called "Urban Outlaw." Scroll down to check out the trailer for yourself.<p>URBAN OUTLAW - THE TRAILER from Tamir Moscovici on Vimeo.</p>
Wednesday, June 13, 2012
Audi A2 Takes Aim at BMW i3
It's clear Audi is taking aim at the BMW i3. Audi design head Stefan Sielaff told us it is a megacity vehicle, the same term BMW uses. Dick explains the A2's lightweight multi-material body can be built lighter yet cheaper than BMW's LifeDrive aluminum and carbon-fiber structure: "We will achieve a breakthrough in price and volume for carbon technology on the A2."
Audi sold a car called A2 before, from 1999 to 2005, though it wasn't exported to North America. It was designed with fuel mileage as a priority and so used the company's aluminum spaceframe and panels, and was also distinguished by a very low-drag shell. Although he wouldn't give details of the plug-in, Dick said the engine part of the equation is spark ignition, not a diesel. We asked him if it was related to the propulsion of the Audi A1 e-tron concept, and he smiled. Dick is a fan of that system, which uses a single-rotor Wankel engine as the range extender. It's ultra-light and compact, it fits the spare wheelwell, and because it runs at optimum revs and load, it's more efficient than conventional Wankels. The BMW i3 will also have an optional compact range-extender in the form of a two-cylinder motorcycle engine.The A2 is tall and has a very short overall length for a four-seater, at 149.6 inches. The electric concept is said to weigh 2550 pounds. With this light mass, Audi claims it can do up to 120 miles on a charge of its comparatively small 31-kilowatt-hour underfloor battery pack, and that charging demands just 2 hours on a 400-volt outlet. Audi hasn't decided on U.S. import, according to a source, though it doesn't need to worry about fuel economy standards because of Volkswagen's U.S. lineup. The concept car has steer-by-wire technology, but Dick says the production car will not. It will have an aluminum frame with carbon-fiber strengthening and some carbon-fiber exterior panels.
Monday, June 11, 2012
Apple adding a new button to your car, will activate Siri
Thursday, June 7, 2012
Jaguar Clay Fever
Did you know that Jaguar design their work with clay models? Watch this video to see what happens to the clay model once a design is complete.
Wednesday, June 6, 2012
2013 Porsche Boxster S Test Drive
For the first time since it was introduced as a 1997 model, Porsche’s entry-level sports car gets a complete makeover for 2013. It was well worth the wait.
On-Sale Date: Summer 2012
Price: $49,500 for the base, $60,900 for the S Competitors: BMW Z4, Audi TT Powertrains: 2.7-liter six-cylinder, 265 hp, 207 lb-ft. of torque; 3.4-liter six-cylinder, 315 hp, 266 lb-ft of torque; six-speed manual or seven-speed auto, midengine, RWD EPA Fuel Economy (city/hwy): 21/30 (S with the dual-clutch automatic); 20/28 (manual S). What’s New: Pretty much everything. Porsche revitalized the styling, especially at the front and the rear. The new steel-and-aluminum body is lighter. The flat-six engines have more horsepower and get better mileage, and the chassis has been considerably modified. Between the front and rear trunks, there’s nearly 10 cubic feet of luggage space. Tech Tidbit: At the press event, Porsche didn’t bother to bring a single car with the six-speed manual gearbox. That shows the confidence they have in the Porsche Doppelkupplungsgetriebe (PDK) seven-speed, dual-clutch automatic. That confidence is well-founded. Driving Character: The Boxster S with the dual-clutch automatic is fast, nimble, and lighter on its feet than even the 2976-pound weight would imply. And the flat torque curve gives the newest Boxster an around-town, daily driver friendliness. Speaking of which, there’s plenty of room for two adults, and ample luggage space forward and aft. Extra credit for the car’s fabric roof, which is fast and simple to operate, unlike those of some folding-lid sports cars. Favorite Detail: On a fast lap of Barber Motorsports Park in Birmingham, Ala.,with legendary Porsche racer Hurley Haywood, he noted, “Isn’t it amazing that the loudest noise we hear is the air-conditioning fan?” That’s how good the sound insulation is with the soft top up. There is a louder performance exhaust package offered, but Porsche had none to sample. Driver’s Grievance: At their respective base prices, the Boxster and S are excellent buys. But start adding options and you can quickly surpass the Cayman and even a base 911 as you soar past $100,000. Be careful to buy only what you want or need.Bottom Line: Not once during the event did we hear anyone say, “You know, I liked the way the old Boxster did (whatever).” The newest-generation Boxster is a unanimous upgrade, inside, outside, and on the road.
Monday, June 4, 2012
2014 Jaguar F-Type R Spy Shots
Jaguar is currently testing prototypes for its new F-Type sports car, which has been confirmed for launch in the middle of next year, initially as a convertible. So far, all the spy shots of prototypes we’ve seen, including those released by Jaguar (pictured below), have shown cars with a twin-pipe exhaust exiting from the center of the rear bumper. Now, a prototype has been spotted with two sets of exhaust pipes, one on either side of the rear bumper, each of which has a twin-pipe design. This arrangement is similar to what was shown on the original 2011 Jaguar C-X16 Concept. This suggests that Jaguar is out testing a more extreme version of the F-Type, likely to be a high-performance 'F-Type R' model powered by a V-8. Jaguar has confirmed that the F-Type will be available with a new supercharged 3.0-liter V-6, but the automaker hasn’t stated whether this would be the sole powertrain offered. The supercharged V-6 in the F-Type is to be rated at 380 horsepower, which should give the car a nice edge over rivals like the Porsche Boxster and BMW Z4. However, to target the likes of the SLK55 AMG, the F-Type is going to need a V-8.Thus, Jaguar’s 5.0-liter V-8 is expected to be offered as an alternative to the supercharged 3.0-liter V-6, though it’s too early to determine whether it will be naturally aspirated or supercharged. If the latter is true, we could see the potential F-Type R deliver upwards of 542 horsepower, though Jaguar is likely to limit the output so that its new sports car doesn’t steal the performance halo from its current flagship, the XKR-S. With the entry-level F-Type taking on the Boxsters and Z4s of the world, a V-8 powered F-Type R would compete nicely with the Aston Martin V8 Vantage as well as lesser versions of the Porsche 911. This would then leave the door open for Jaguar to move its next-generation XK further upscale, allowing it to compete with higher positioned GTs like the Aston Martin DB9 and Porsche 911 Turbo. Whatever the case is, we should know soon as Jaguar is set to unveil its 2014 F-Type at a major international auto show later this year.
2014 Jaguar F-Type R Spy Shots
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