Suppliers and carmakers often invite us to tech days to show off their latest gadgets and gizmos. But while it's always great to speak with the engineers, the new technology often turns out to be little more than a gimmick or—even worse—yet another killjoy nanny system introduced to keep you “safe.”
So our expectations were not at an all-time high as we traveled to Stuttgart last week to drive the next iteration of Mercedes' Active Body Control (ABC) suspension. As we sat down with S-class project leader Hans Multhaupt and the company's super-brain, Prof. Bharat Balasubramanian—he’s the head of product innovations and process technologies at corporate research and advanced engineering (whew!)—the first surprise was the name of the system: "Magic Body Control.” What, not another ASSIST or something-TRONIC (capital letters Mercedes' own)? Nope, and this marks the beginning of a new nomenclature, where the brand's coolest high-tech options—defined, it says, as those with the most tangible customer benefit and the biggest wow factor—will use the "Magic" appellation from now on
Tuesday, October 19, 2010
2012 Audi A7 Sportback 3.0 TFSI
When automakers begin development on a new model, there are typically three or more competing design proposals, one of which is then chosen to make it into metal. This standard operating procedure was discarded with the Audi A7 Sportback, says Audi boss Rupert Stadler: "Everything was right in the first place." Indeed, this large hatchback could be the most beautiful of all Audis. Long, wide, and low, it’s styled with smooth and supremely clean lines. The front end is better proportioned than the latest A8's and seems cool and almost stoic—especially with the optional LED headlights. The side view recalls the most handsome (if not the most reliable) of 1970s hatchbacks, such as the Rover SD-1 and Citroën CX; the rear end is cut off sharply, like an Italian supercar of that same era. This car is free of the gimmicks you'll find on many others in this class, and we haven't talked to anyone who doesn't admire its looks.
2011 Audi R8 GT
We’re not quite sure the world needs an even faster, lighter, and more powerful Audi R8, but Stephan Reil, head of development at Quattro GmbH, the company’s performance division, thinks it does. “More and more customers are demanding high-performance sports cars suitable for track days and club competition events,” he explains. “Also, we want to bring some of the Audi R8 LMS race car’s technical features to the road.” What he doesn’t add, of course, is that Audi will make some serious coin out of building its run of 333 GTs: Each one carries a price premium of about $50,000 over the R8 V-10’s base of $151,750.
The basis of the R8 GT is the R8 5.2 FSI. Changes to the 5.2-liter V-10’s engine software increase output to 560 horsepower and 398 pound-feet of torque, up from 525 and 391, respectively. The R tronic automated manual is standard. In place of the 5.2’s magnetorheological shocks with a cockpit-adjustable sport setting, the GT gets conventional coil-overs that can be manually lowered 0.4 inch. And there’s additional negative camber at both the front and rear.
The basis of the R8 GT is the R8 5.2 FSI. Changes to the 5.2-liter V-10’s engine software increase output to 560 horsepower and 398 pound-feet of torque, up from 525 and 391, respectively. The R tronic automated manual is standard. In place of the 5.2’s magnetorheological shocks with a cockpit-adjustable sport setting, the GT gets conventional coil-overs that can be manually lowered 0.4 inch. And there’s additional negative camber at both the front and rear.
2011 BMW Alpina B7
Sehr geschmeidig. German for “very smooth.” Smooth power (and plenty of it), no waiting. Smooth ride (always a BMW virtue, even with B7 handling mods). Smooth, understated good looks (making it easier to startle owners of lesser luxury sedans when you tramp on the throttle and disappear).
That’s a big part of this super 7’s raison d’être: one-upping the other guys without being too obvious about it. Like its predecessor, the new B7 begins life as the latest BMW 750 (in either long- or short-wheelbase form) and is then massaged by Alpina, the go-faster shop that’s more or less umbilically attached to BMW.
That’s a big part of this super 7’s raison d’être: one-upping the other guys without being too obvious about it. Like its predecessor, the new B7 begins life as the latest BMW 750 (in either long- or short-wheelbase form) and is then massaged by Alpina, the go-faster shop that’s more or less umbilically attached to BMW.
Audi E-Tron Spyder Concept - Auto Shows
Two is better than one, as the saying goes, and Audi is taking that to heart with its five-year goal of selling two cars in the U.S. for every one it sells now. The brand apparently feels that the philosophy applies to concepts, too, as it trotted out a second dream machine at the Paris show, the e-tron Spyder shown here. It joins the Quattro concept on the Audi stand in the City of Light.
A Brief History of Nearly Every E-Tron
This Spyder is the fourth entry in Audi’s e-tron fest. It started with the all-electric, all-wheel-drive e-tron concept that was shown about a year ago in Frankfurt. Next up was the e-tron concept—yep, same name—that dropped in Detroit. That one also was all-electric, but it was slightly smaller and delivered power to the rear wheels only. We were given the chance to drive e-tron number one and were told that limited production of that vehicle had been approved. The A1 e-tron from the Geneva show earlier this year was the third concept to wear the name. The A1 changed up the powertrain again, using an electric motor to drive the front axle and augmenting it with a range-extending gasoline generator.
And that brings us to the present e-tron, where the top has been removed and yet another propulsion system—plug-in hybrid—thrown into the mix. This slinky roadster drives its rear wheels with a mid-mounted, extra-powerful version of Audi’s 3.0-liter turbo-diesel V-6; output is 300 hp and 480 lb-ft of torque thanks to the addition of a second turbocharger. Audi’s seven-speed dual-clutch transmission handles gearswaps. Things get more complicated, though, with a pair of electric motors powering the front axle. Electrical energy is stored in a 9.1-kWh lithium-ion battery up front, and the motors team up to make 88 hp and 260 lb-ft of immediate torque. The use of two motors instead of one allows for electric torque vectoring. Green numbers: The e-tron Spyder can travel an estimated 31 miles in electric-only mode, with a maximum speed of 37 mph. Fun numbers: Audi claims a 0-to-62-mph time of 4.4 seconds and a limited top speed of 155 mph.
A Brief History of Nearly Every E-Tron
This Spyder is the fourth entry in Audi’s e-tron fest. It started with the all-electric, all-wheel-drive e-tron concept that was shown about a year ago in Frankfurt. Next up was the e-tron concept—yep, same name—that dropped in Detroit. That one also was all-electric, but it was slightly smaller and delivered power to the rear wheels only. We were given the chance to drive e-tron number one and were told that limited production of that vehicle had been approved. The A1 e-tron from the Geneva show earlier this year was the third concept to wear the name. The A1 changed up the powertrain again, using an electric motor to drive the front axle and augmenting it with a range-extending gasoline generator.
And that brings us to the present e-tron, where the top has been removed and yet another propulsion system—plug-in hybrid—thrown into the mix. This slinky roadster drives its rear wheels with a mid-mounted, extra-powerful version of Audi’s 3.0-liter turbo-diesel V-6; output is 300 hp and 480 lb-ft of torque thanks to the addition of a second turbocharger. Audi’s seven-speed dual-clutch transmission handles gearswaps. Things get more complicated, though, with a pair of electric motors powering the front axle. Electrical energy is stored in a 9.1-kWh lithium-ion battery up front, and the motors team up to make 88 hp and 260 lb-ft of immediate torque. The use of two motors instead of one allows for electric torque vectoring. Green numbers: The e-tron Spyder can travel an estimated 31 miles in electric-only mode, with a maximum speed of 37 mph. Fun numbers: Audi claims a 0-to-62-mph time of 4.4 seconds and a limited top speed of 155 mph.
Audi Quattro Concept - Auto Shows
This year marks the 30th anniversary of the Audi Quattro. To celebrate, the car that started it all—now known as the Ur-Quattro, or “original Quattro”—has received a futuristic second coming. This concept throws modern tech and styling at the all-wheel-drive rally-weapon idea and hints at weight-saving innovations to come from the four-ringed brand.
The car’s overall stance and proportions are closer to that of the Sport Quattro, the super-limited-production homologation special Audi built to compete in Group B rally beginning in 1984. This new effort, however, is wider, longer, and rides on a longer wheelbase than the Sport Quattro. It’s actually based on the RS5 coupe’s platform, which has been shortened and chopped for use here. The Neue-Quattro trades the RS5’S 4.2-liter V-8 for a more historically correct turbocharged five-cylinder engine. The 2.5-liter TFSI engine is a modified version of the
The car’s overall stance and proportions are closer to that of the Sport Quattro, the super-limited-production homologation special Audi built to compete in Group B rally beginning in 1984. This new effort, however, is wider, longer, and rides on a longer wheelbase than the Sport Quattro. It’s actually based on the RS5 coupe’s platform, which has been shortened and chopped for use here. The Neue-Quattro trades the RS5’S 4.2-liter V-8 for a more historically correct turbocharged five-cylinder engine. The 2.5-liter TFSI engine is a modified version of the
Infiniti
V-6 Infiniti G sedan with less power and less available equipment than the bigger-engined G37. Costing $4100 less than the cheapest G37 four-door, the G25 still packs leather seats, a six-speaker stereo that’s XM ready, power front seats, brushed-aluminum interior trim, keyless start, automatic climate control, HID headlamps, and 17-inch wheels. Under the hood is a rev-happy 2.5-liter V-6 that sends its 218 hp and 187 lb-ft of torque to the rear wheels—or to all four wheels in the G25x for $1600 more—via a standard seven-speed automatic transmission. Perhaps more important, however, is what the G25 does not offer: a manual transmission, a Sport package, or even a navigation system. Clearly, Infiniti is going for a less-discerning buyer with the G25.
BMW
In the BMW 5-series family, the 535i seems to be the sweet spot, especially compared with the V-8–powered 550i, which is unnecessarily heavy and not much quicker—not at speeds that are allowed in the U.S., anyway. But the lineup includes the 528i, and we wondered if the 5er could remain compelling, despite a power deficit.
Like the 535i, the 528i has a 3.0-liter inline-six beneath its long hood, but unlike the 535i, there’s no turbo to be found in its engine bay. For 2011, BMW went to work on the naturally aspirated engine, boosting the last-gen 528i’s output by 10 hp and 30 lb-ft, to 240 and 230. Even with the increase, going the naturally aspirated route costs you 60 hp compared with the 535i, but the cars are otherwise essentially identical, with the 535 adding 18-inch wheels (the 528i gets 17s) and adaptive xenon headlamps. Sacrificing the power keeps $5050 (or $15,150, in the case of the 550i) in your pocket.
Like the 535i, the 528i has a 3.0-liter inline-six beneath its long hood, but unlike the 535i, there’s no turbo to be found in its engine bay. For 2011, BMW went to work on the naturally aspirated engine, boosting the last-gen 528i’s output by 10 hp and 30 lb-ft, to 240 and 230. Even with the increase, going the naturally aspirated route costs you 60 hp compared with the 535i, but the cars are otherwise essentially identical, with the 535 adding 18-inch wheels (the 528i gets 17s) and adaptive xenon headlamps. Sacrificing the power keeps $5050 (or $15,150, in the case of the 550i) in your pocket.
Mercedes
When it went on sale in the United States in 2005, the E-class–based CLS popularized the “four-door coupe” shape via a plunging roofline and a slim greenhouse, and would earn 40,000 sales in the U.S. over the next five years. It also spawned a number of copycat designs such as the Audi A7, the Volkswagen CC, and the Jaguar XF.
The second-generation CLS, which goes on sale here early next summer as a 2012 model, isn’t as pretty as the first one. The new body is a mixture of unimpeachable proportions and jarring design details. The overall envelope is elegant, but Mercedes embroiders it with brash details such as aggressive air scoops around the front bumper and sharp creases along the flanks.
As with virtually every car that comes to market these days, the CLS is bigger than the vehicle it replaces. The wheelbase has grown from 112.4 inches to 113.2, and the overall length is now 194.5 inches, up from 193.6. The car is slightly taller and wider, at 55.8 and 74.1 inches, respectively. The running gear comes from the new E-class sedan, but the CLS has a slightly wider track in front and back.
Although it’s still a striking car, the CLS places equal emphasis on its bevy of safety features. There are nine standard airbags and no fewer than 12 assistance systems. New among these are three active systems to help with parking, staying in the appropriate lane, and monitoring blind spots. The latter doesn’t merely alert a driver to a car in a blind spot; it uses the brakes to tug the CLS away from an approaching vehicle.
The second-generation CLS, which goes on sale here early next summer as a 2012 model, isn’t as pretty as the first one. The new body is a mixture of unimpeachable proportions and jarring design details. The overall envelope is elegant, but Mercedes embroiders it with brash details such as aggressive air scoops around the front bumper and sharp creases along the flanks.
As with virtually every car that comes to market these days, the CLS is bigger than the vehicle it replaces. The wheelbase has grown from 112.4 inches to 113.2, and the overall length is now 194.5 inches, up from 193.6. The car is slightly taller and wider, at 55.8 and 74.1 inches, respectively. The running gear comes from the new E-class sedan, but the CLS has a slightly wider track in front and back.
Although it’s still a striking car, the CLS places equal emphasis on its bevy of safety features. There are nine standard airbags and no fewer than 12 assistance systems. New among these are three active systems to help with parking, staying in the appropriate lane, and monitoring blind spots. The latter doesn’t merely alert a driver to a car in a blind spot; it uses the brakes to tug the CLS away from an approaching vehicle.
Spy photo
Based as it is on the same architecture as the 2012 A6, the recently unveiled Audi A7 luxo-hatch previewed how the next A6 will drive. Now, we also know how Audi’s next midliner will look, thanks to spy photographers who caught this right-hand-drive prototype running wild with hardly any camouflage.
The photos more or less confirm what we stated—and illustrated quite accurately, we gotta say—back in our April story on the upcoming A6: that it will elegantly split the difference between the two-year-old A4 and the all-new 2011 A8 flagship. Notable styling features include its more laid-back stance, the upswept lower-body contour, taillights that extend onto the trunk (like those of the rest of the Audi line), and LED running lights with a checkmark graphic that is somewhat softer than the menacing diodes of the new A8. We’d like to see a sportier edge to the mainstream sedan’s appearance, but it appears that Audi will reserve the styling flourishes for the S6 and RS6 models, which will follow in subsequent model years.
We expect the next-gen A6’s engine lineup to include VW’s turbocharged 2.0-liter four-cylinder, with the majority of cars powered by a supercharged V-6 in one of two strengths, as seen in the Q7. Although we’re not sure if we’ll actually get the RS6 in the U.S., the legendary twin-turbo V-10 powering the current car will give way to a twin-turbo V-8 pumping out something near the 10’s 580 hp. We also stand behind our dour prediction that we won’t see the Avant wagon version of the next A6—at least for a while. If Audi’s recent models are any indication, we are optimistic that the 2012 A6 will not only look good, but drive well, too. We should find out for ourselves within a year.
The photos more or less confirm what we stated—and illustrated quite accurately, we gotta say—back in our April story on the upcoming A6: that it will elegantly split the difference between the two-year-old A4 and the all-new 2011 A8 flagship. Notable styling features include its more laid-back stance, the upswept lower-body contour, taillights that extend onto the trunk (like those of the rest of the Audi line), and LED running lights with a checkmark graphic that is somewhat softer than the menacing diodes of the new A8. We’d like to see a sportier edge to the mainstream sedan’s appearance, but it appears that Audi will reserve the styling flourishes for the S6 and RS6 models, which will follow in subsequent model years.
We expect the next-gen A6’s engine lineup to include VW’s turbocharged 2.0-liter four-cylinder, with the majority of cars powered by a supercharged V-6 in one of two strengths, as seen in the Q7. Although we’re not sure if we’ll actually get the RS6 in the U.S., the legendary twin-turbo V-10 powering the current car will give way to a twin-turbo V-8 pumping out something near the 10’s 580 hp. We also stand behind our dour prediction that we won’t see the Avant wagon version of the next A6—at least for a while. If Audi’s recent models are any indication, we are optimistic that the 2012 A6 will not only look good, but drive well, too. We should find out for ourselves within a year.
BMW M1
The 1-series M coupe is proof that BMW really cares about the little guy. This hottest 1er is BMW’s attempt to counter criticism that its M cars, particularly the M3, have become too big and too expensive. According to M GmbH head Kay Segler: “The car should be affordable for younger customers, but still has to be a serious M product.” Of course, affordability is all relative. It’s likely that the 1-series M (don’t call it an M1, please, out of respect for the '70s supercar) will start at about $43,000 when it goes on sale in the U.S. in early summer. That’s practically entry-level in BMW-land, where even a stripped 135i costs $37,225.
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