World of Automobile: July 2011

Thursday, July 28, 2011

Rolls-Royce discusses its potential future in electric cars

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Rolls-Royce 102EX Concept – Click above for high-res image gallery
At the grand opening of the Rolls-Royce dealership in Chicago's Gold Coast area, Kicking Tires got the chance to sit down with David Archibald, president of Rolls-Royce North America. On discussion was the general business strategy of the ultra luxury brand and how electrics play into that.

Since its debut at the 2011 Geneva Motor Show, the 102EX Concept electric vehicle has been making the rounds at various events and dealerships. The automaker is even letting customers drive the concept back-to-back against the Phantom (on which it is based) to get an idea if it has market potential. According to Automotive News initial feedback has been a bit lackluster, with the 100-mile range being the biggest hurdle.

However, Archibald pointed out, "If you'd have come here 12 months ago and asked our customers, 'What do you think about alternative fuels,' they would have said, 'What are you talking about.'" Now, that's starting to change as new electric vehicles are pretty much popping up weekly.

Still, no decision has been made regarding a production electric or hybrid. With alternative fuels now on the minds of even a luxury car buyer, it sounds to us like it's not a matter of if but when.

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Friday, July 15, 2011

AMG Version of New Mercedes-Benz ML Confirmed, and More Benz SUV News

June 7, 2011 at 2:37pm by David Gluckman

Mercedes-Benz is in the process of officially unveiling its new M-class SUV to journalists in Germany right now, and we’ve gotten confirmation of several variants for the crossover. While the ML will launch with conventional gasoline and diesel powertrains—more on that in our full rundown here—we have learned that the company will again offer an AMG version, as well. We would guess on the engine being the same twin-turbo 5.5-liter V-8 that powers the latest generation of larger AMG products, like the CL63 and S63. The engine is good for well over 500 hp and 500 lb-ft in its various applications, and can be further strengthened by adding the company’s Performance pack option.

For the more fuel-conscious, the ML also will be sold in two hybrid variants: One will pack a gasoline-electric drive system similar to the one installed in today’s ML450 hybrid, and the other will feature a new diesel-electric system. It’s worth noting that as of today, only Peugeot sells a diesel-electric hybrid; while the engineering for such systems is complicated and costly, they have the potential to surpass the efficiency of modern gasoline-electric combos. The catch, of course, is that a decision hasn’t yet been made on whether the diesel-electric hybrid will be sold in the States. For pricing reasons—the thing will probably cost a fortune—we’re guessing not.

Finally, for shoppers demanding three rows of seats and a price tag better befitting country-club braggadocio, we’ve confirmed that the next-gen Mercedes-Benz GL should appear some time next year.

Tags: AMG, Mercedes-Benz, Mercedes-Benz GL-class, Mercedes-Benz M-class |

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Thursday, July 14, 2011

Name That Exhaust Note, Episode 92

June 7, 2011 at 6:38pm by Car and Driver

Name That Exhaust Note, Episode 92

Hit play for an audio recording of a mystery car’s exhaust note, and then share your guesses or get a few hints from other visitors in the comments below. Be sure to check back on Thursday for the answer!

Tags: Name That Exhaust Note |

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2012 VW Beetle Nets Pretty Much Same Fuel-Efficiency Numbers as Golf and Jetta

June 7, 2011 at 1:13pm by Alexander Stoklosa

Today, Volkswagen released pricing information on its upcoming 2012 Beetle, along with some official EPA fuel-economy numbers for the retro-mobile. The Beetle will launch with two gas engines—a 2.5-liter inline five-cylinder and a 2.0-liter turbo inline-four—and a 2.0-liter turbo-diesel will follow sometime next year. The inline-five achieves 22 mpg in the city and 29 mpg on the highway with the optional six-speed automatic; pairing it with the standard five-speed manual gets the same city figure and 31 mpg on the highway. The uplevel 200-hp, 2.0-liter turbo is shared with the GTI and is rated at 22 mpg in the city and 30 mpg highway when paired with VW’s DSG six-speed dual-clutch automatic transmission. No mention was made of 2.0-liter’s efficiency with the standard six-speed stick, but figure on the same 21/31 figures achieved by the GTI with the same pairing.

That’s because the rest of the numbers mirror those of the Golf and GTI hatchback models with the same powertrains, while falling a bit short of the Jetta sedan’s efficiency numbers. The Jetta with the 2.5-liter five-cylinder engine can muster 23/33 mpg with a five-speed stick and 24/31 with a six-speed automatic. VW didn’t release EPA numbers on the TDI Beetle, and instead offered up a 40-mpg estimate of its highway fuel efficiency. Given that the current Golf and Jetta with the TDI 2.0-liter diesel get 30 mpg city and 42 highway no matter which transmission does the shifting, it’s pretty safe to assume the diesel Beetle will earn similar EPA numbers.

Tags: TDI, Volkswagen, Volkswagen Beetle |

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Mercedes-Benz’s 60 Years Unimog Concept Leaves Our Brains Hanging Upside Down

June 7, 2011 at 3:45pm by Davey G. Johnson

In 1951, the U.S. government’s Nevada Test Site began earning its atomic stripes, The Catcher in the Rye was published, and direct-dial, coast-to-coast telephone service became a reality. In West Germany, Mercedes-Benz unveiled something called a Universal-Motor-Gerät. Beloved the world over (except in North America, where Freightliner couldn’t move the blasted things), the Unimog has fulfilled most conceivable 4×4 roles, from high-mobility ambulance to snowplow to Dakar truck. To celebrate, Daimler has unveiled something profoundly strange.

According to Mercedes-Benz Special Trucks, the U5000-based concept “has an impressive, dynamic and extremely expressive ‘face’ corresponding to the future form language of Mercedes-Benz commercial vehicle design. The design concept combines the past and future of the Unimog in an extremely avantgardist way.” We’re all for avantgardist, though we’re not exactly sure we’re onboard with the hyperbling wheels. We do, however, dig the truck’s super-weird face and red coil springs. And the aluminum-clad chassis, as well as the open top that hearkens back to fresh-air ’Mogs of yore. Benz claims Bertrand Janssen’s design team was inspired by the poison dart frog. To us, it seems as if the design brief were simply “Sindelfingen goes to SEMA.” We’re a little afraid to think of which synapses overload when Germans hear the tired line about what happens in Vegas.

If this isn’t enough toy-like in looks for you, you can always go buy an actual Unimog toy.

Tags: concept, Mercedes-Benz, Mercedes-Benz Unimog |

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2012 Porsche Panamera Turbo S First Drive: Consider Us Duly Impressed

2012 Porsche Panamera Turbo S First Drive – Review – Car and Driver #pallet {margin:0;}#echoice li.category {margin:0;}Car and DriverIntelligence. Independence. Irreverence. VehiclesReviewsNewsFeaturesBuyer's GuideFollow UsSubscribeSearch Car and DriverHome › Reviews › 2012 Porsche Panamera Turbo S - First Drive Review

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2012 Porsche Panamera Turbo S - First Drive ReviewPorsche launches the ultimate Panamera, and we are duly impressed.BY JENS MEINERS
June 2011

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2012 Porsche Panamera Turbo S

Photos (36)Visit Our Buyer's Guide »Porsche Panamera› Overview› Specifications› Price with Options› Photos & 360° View› Get a Free QuoteNews & Reviews2012 Porsche Panamera S Hybrid - First Drive Review2012 Porsche Panamera Turbo S - Auto Shows2012 Porsche Panamera S Hybrid Official Photos and Info - Auto Shows2011 Porsche Panamera 4 - Short Take Road Test2010 Porsche Panamera S - Quick Test2011 Porsche Panamera / Panamera 4 - First Drive Review2011 Porsche Panamera / Panamera 4 - Official Photos and Info2010 Porsche Panamera's Dynamic Rear Wing - Tech Dept.2010 Porsche Panamera Turbo - Road TestTop CompetitorsBMW Alpina B7Bentley Continental Flying Spur SpeedJaguar XJ / XJL Supercharged and XJ / XJL SupersportMercedes-Benz S65 AMG

It's not that any Porsche Panamera lacks power. The 300-hp V-6 is quick, the 380-hp hybrid and the 400-hp V-8 are quicker still, and the 500-hp Turbo—well, let’s just say we’ve squeezed a 3.3-second 0-to-60 run out of that 4400-pound rocket. But this is Porsche, and where a Turbo exists, a Turbo S isn’t far behind. So here is the Panamera Turbo S, more powerful by 50 hp thanks to a modified ECU, and more responsive thanks to modified turbochargers with titanium-aluminum turbine blades. The basic design of the Turbo model’s twin-turbocharged 4.8-liter V-8 remains unchanged.

The difference is not insignificant: While the Panamera Turbo makes 516 lb-ft of torque in regular trim, the Turbo S provides up to 553 lb-ft—or 590 with an overboost function. We estimate a 0-to-60-mph time of three seconds flat, while Porsche’s stated top speed rises by two mph to 190. There is just one transmission: the excellent PDK, a ZF-sourced seven-speed dual-clutch automatic. It routes power to all four wheels, with a noticeable bias towards the rearmost pair.

Germans Have All the Fun

Few Panamera owners are as fortunate as those on its German home turf, where it is legal to take it up to its top speed, so, unless you like jail—and what Porsche owner with 175 large lying around doesn’t—you’ll have to take our word for the ultra-high-speed performance of this car. At virtually any velocity, this quickest of the four-door Porsches will charge forward with a menacing growl. It’s unlike, say, the Mercedes-Benz S600 or the BMW 760i, in which speed builds in surreal silence, and it doesn't take a very long stretch of road to max it out. That’s not to say it’s a white-knuckle affair; the Panamera Turbo S masks actual speed very well, and 120 mph feels like 70. Remarkably, however, the Panamera might be even more efficient at killing speed than building it up, especially when equipped with the optional carbon-ceramic brakes, which bite instantly and aggressively.

Still, by definition and by its somewhat clumsy styling, the Panamera is not a sports car, and this four-door hatchback sedan tips the scales at well over two tons. Thankfully, the chassis does a far better job of masking the Panamera's size and mass than does its chubby sheetmetal. The hydraulic steering is nicely weighted and provides linear feedback. Among luxury liners, the Panamera is clearly the best-handling, with impeccable stability and precise turn-in despite having to swing around the heavy V-8 and its turbo accouterments. The torque-vectoring system included with the standard Porsche Dynamic Chassis Control basically forces the Panamera into corners, and makes it virtually impossible to throw the car off course with anything less than wildly exaggerated inputs and insane entry speeds. The car is ever-vigilant for that stuff, though: It’s impossible to turn off the stability-control system entirely, even if the button labeled “off” suggests otherwise. If the car is out of sorts and you tap the brakes, the system always kicks in.

Beautiful Inside, At Least

As in other Panameras, the Turbo S’s front- and rear-seat room is adequate for its class of short-wheelbase luxury cars, and the tall center console front and rear is nicely styled and looks expensive and tasteful. Being sealed inside would be a flawless experience if not for the occasional creak and a few joints and seams that aren’t up to, say, Audi standards.

Even though it includes many of the $136K Turbo’s performance options as standard, at $174,175, the Panamera Turbo S doesn’t exactly represent a great value. Plus, the non-S Turbo can be upgraded to 540 hp and the same 553 lb-ft of torque with a $21,730 power package that includes the modified turbos. But the less-expensive car doesn't have the Turbo S’s available exclusive color schemes and other cosmetic goodies—the most notable, of course, being the badge.

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 4-passenger, 5-door hatchback

BASE PRICE: $174,175

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

Displacement: 293 cu in, 4806 cc
Power (SAE net): 550 hp @ 6000 rpm
Torque (SAE net): 590 lb-ft @ 2250 rpm

TRANSMISSION: 7-speed dual-clutch automatic

DIMENSIONS:
Wheelbase: 115.0 in Length: 195.7 in
Width: 76.0 in Height: 54.8 in
Curb weight (C/D est): 4450 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 3.0 sec
Standing ¼-mile: 11.4 sec
Top speed (mfr’s claim): 190 mph

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

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Where the Magic Happens: How a Ford Mustang Boss 302 Becomes a 302S Race Car

Ford builds the Boss 302S race car a few feet from where it builds the Boss 302 street car.

For most of us, $79,000 is a lot of money. But in the world of racing, $79,000 for a turn-key race car is pretty darn cheap. That’s how much the Ford Mustang Boss 302S costs, and it’s ready to race in the SCCA World Challenge GTS class and NASA’s American Iron Series. The bad news: It’s not street legal, and only 50 will be built. The good news: We have pictures for you.

The 302S starts as an empty Mustang shell that is sent out to Watson Engineering in Taylor, Michigan, where the roll cage is installed and body modifications (such as mounting holes for the rear wing) are carried out. Then the car goes back to the AutoAlliance International plant in Flat Rock (also home to the Mazda 6) to receive a factory paint job in orange or white. Regardless of color, all cars have a black roof.

From there, the 302S goes to a small corner of the Material Sequencing Center on the factory site for assembly. This area is normally used to learn and refine assembly procedures for new parts or processes, but it’s also home to special projects such as the 302S and the Cobra Jet. There are two lines, both of which roughly mimic the workstations and processes on the main Mustang assembly line.

One reason for the (relative) bargain price of the 302S is that it is very similar to the Mustang road car, taking many of its parts from the Ford Racing catalog. It also shares its engine and roll cage with its predecessor, the 302R. The engine is stock but for the addition of a Ford Racing oil pan and a special engine wiring harness; specific engine tuning allows it to run Sunoco 260 GTX racing fuel. The transmission, clutch, and muffler are all from the Shelby GT500. Aside from its unique hood, front splitter, and rear spoiler, the bodywork is the same as the Boss 302 road car. The steering, which uses the same electrical assist as the road car, also gets a unique calibration. The shocks, springs, and anti-roll bars are all tuned to the 302S, and the bushings are replaced. The front brakes are upgraded to Brembos and have four-inch carbon-fiber cooling ducts that pull air from the front fascia.

You might also notice the giant black hood on the 302S. That is carbon fiber, as is the massive rear wing. We’re sure the hood is going to find its way on to more than one Boss road car, and the automotive world will be the better for it. Such a move, however, does come with risks: If a racing team needs some spare parts, the road-going Boss 302 has plenty to donate. So be sure to park your street car well away from any panicked-looking 302S crew chiefs.

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2012 Mercedes-Benz M-class Revealed

2012 Mercedes-Benz M-class Photos and Info – News – Car and Driver #pallet {margin:0;}#echoice li.category {margin:0;}Car and DriverIntelligence. Independence. Irreverence. VehiclesReviewsNewsFeaturesBuyer's GuideFollow UsSubscribeSearch Car and DriverHome › News › 2012 Mercedes-Benz M-class / ML350 4MATIC / ML350 BlueTec...

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2012 Mercedes-Benz M-class / ML350 4MATIC / ML350 BlueTec - Car NewsThe next Mercedes-Benz ML looks a lot like the old ML, but a lot better, too.BY DAVID GLUCKMAN
June 2011

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2012 Mercedes-Benz M-class / ML350 4MATIC / ML350 BlueTec

Photos (57)Visit Our Buyer's Guide »Mercedes-Benz M-class› Overview› Specifications› Price with Options› Photos & 360° View› Get a Free QuoteNews & Reviews2012 Mercedes-Benz ML350 / ML550 / ML63 AMG Spy Photos - Future Cars2010 Mercedes-Benz ML450 Hybrid - Quick Spin2010 Mercedes-Benz ML450 Hybrid - Auto Shows2009 Mercedes-Benz ML320 BlueTec, ML350, ML550, ML63 AMG - Auto Shows2008 Mercedes-Benz ML350 Edition 10 - Car NewsMercedes-Benz ML63 AMG - Auto ShowsBig Makeover for the M-class - Car NewsMercedes-Benz M-Class - Auto ShowsBertrandt Competence Car - Auto ShowsTop CompetitorsAcura MDXAudi Q7BMW X5Infiniti FXPorsche Cayenne

Now in its third generation, the Mercedes-Benz M-class is refining the Mercedes SUV experience, rather than reinventing it. The 2012 ML is the same basic size and shape as before, but the platform—shared in part with the new Jeep Grand Cherokee—is new, and the vehicle gets significant upgrades in efficiency and style for 2012.

The exterior appears sleeker and more sculpted, while the most obvious difference in the interior is a switch from round air vents to rectangular, the former now reserved for Mercedes’ sports-car lineup. (It’s worth noting just how similar the instrument layout is to the Grand Cherokee’s.) A big increase in quality and design can be felt inside. A large swath of either wood or metal-look plastic sits before the front passenger, while the driver gets a meaty-feeling steering wheel flanked by new stalks for the transmission, wipers, and cruise control. (The cruise-control stalk, thankfully, has been moved from M-B’s usual placement on the upper-left of the steering column to a lower, more-conventional position.) Attractive open-pore wood is on the options sheet.

At launch, Mercedes will offer two familiar six-cylinders, while the new twin-turbo 4.7-liter V-8 will follow later. Both V-6 models will be badged ML350. The direct-injection 3.5-liter gas engine produces 302 hp and 273 lb-ft of torque, increases of 34 and 15 over the outgoing gas V-6; while the 3.0-liter turbo-diesel in the BlueTec is now good for 240 hp and 455 lb-ft of torque, up 30 hp and 55 lb-ft. A switch from pressed-in cylinder liners to a spray-on coating in the diesel reduces both weight and friction. Both engines come coupled to a seven-speed automatic transmission and 4MATIC all-wheel drive.

Look Out, Porsche 911 GT3

Diesel models also get new adjustable engine mounts. Similar in principle to the dynamic engine mounts Porsche installs in some 911 models, Mercedes’ pieces are said to improve comfort by allowing for greater isolation of the engine. While VW and Porsche are pulling off-road content out of the new Touareg and Cayenne to cut weight, Mercedes will offer an off-road package on the new M-class with a six-mode selector for different types of driving—towing, sport, winter, trailering, and two different off-road settings—as well as a two-speed transfer case, a skid plate, and extra functionality for the optional air suspension, which will also be available as a standalone option. Customers will be able to further add to their M-class’s rock-hopping abilities with a decoupling anti-roll-bar system that disconnects the bar in off-road situations—as well as normal straight-ahead driving—but reconnects it during cornering. A whole suite of driver-assistance systems, the same ones offered on the S-class, either will be included or available: lane-keep assist, blind-spot assist, radar cruise control, and attention assist.

The 2012 Mercedes-Benz M-class will go on sale here in September. Pricing will be announced in August; we expect that it, like the shape of Mercedes’ SUV, will remain largely unchanged. That means about $50,000 for an ML350 4MATIC and around $52,000 for a BlueTec.

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