Latest
News
24 Jul,
2008
|
Chevrolet Camaro
|
In my memory no other cars are as well publicized before launch. Since
it appeared 2 years ago in Detroit auto show, its development has been
closely followed by fans and automotive journalists. GM has also been
eager to release its details to the public. Therefore this time we have
little surprise in its offiical launch. The radical yet retro design is
almost identical to the concept car we saw. Ditto the technical
specifications. Based on the Zeta platform adapted from Holden
Commodore, it has a shorter (but still very long) wheelbase at 2852 mm.
As you expect for an American muscle car, it is quite large and heavy
for a coupe. Much larger than Ford Mustang, but smaller than Dodge
Challenger.
The expressive shape is definitely the highlight of the car, but it
does not do any good to aerodynamics - drag coefficient is an
old-fashioned 0.35-0.36 depending on models. However, everything else
seems modern. Like Holden Commodore, it is suspended by MacPherson
struts up front and a multi-link suspensions at the rear. Steering has
variable ratio. Disc brakes all round. GM's own "StabliTrak" stability
control come standard.
Two engines are available. The majority will be Cadillac CTS' 3.6-liter
DOHC 24V VVT direct-injection V6, good for 300 horsepower. If you are
hungry for power, you can choose the Camaro SS, which comes with
Chevrolet's small-block LS3 6.2-liter V8 (as in Corvette), good for 422
horsepower. Gearbox can be either 6-speed manual or 6-speed automatic
for both engines. Note that the V8 with automatic transmission has an
additional cylinder cut-off function, which shuts down 4 cylinders
under light load to save fuel. On the downside, this L99 engine
produces less power at 400 hp and has a lower redline (6000 rpm instead
of 6600 rpm).
GM said the Camaro SS has clocked 8:20 in Nurburgring, faster than
Porsche Cayman S.
|
Camaro LT
|
Camaro SS
|
Layout
|
Front-engined, RWD
|
Front-engined, RWD
|
Drag coefficient
|
0.36 |
0.35 |
Size (L / W / H / WB) mm
|
4836 / 1918 / 1377 / 2852
|
4836 / 1918 / 1377 / 2852 |
Engine
|
V6, dohc, 4v/cyl, VVT,
DI.
|
V8,
ohv, 2v/cyl.
|
| capacity |
3564 cc
|
6162 cc
|
| Power |
300 hp / 6400 rpm
|
6M: 422 hp / 5000 rpm
6A: 400 hp / 5000 rpm
|
| Torque |
273 lbft / 5200 rpm
|
6M: 408 lbft / 4500 rpm
6A: 395 lbft / 4500 rpm
|
| Gearbox |
6M
|
6M / 6A
|
| Suspension (F/R) |
strut / multi-link |
strut / multi-link |
Tyres
|
245/55R18
/ 245/50R19 |
245/45ZR20 /
275/40ZR20 |
Brakes (F/R)
|
321 mm / 315 mm
|
355 mm / 365 mm
|
Weight (DIN)
|
1700 kg
|
1755 kg / 1779 kg
|
Weight distribution (F/R)
|
52:48
|
52:48 |
|
24 Jul,
2008
|
Official name: Lotus Evora
|
Lotus has finally revealed the name of its new car in London Motor
Show. It is called Evora. Apart from the name, we have more pictures of
the car and full technical specifications. Scroll down to the table
below for a comparison with Porsche Cayman S, its closest rival.
According to Lotus, Evora’s front seat can accommodate people up to 6ft
5in despite of its low height (1219mm), which must be a miracle. Thanks
to a cab-forward design
(its windscreen is positioned closer to the front axle line than in
Elise), there is a pair of rear seats for children or (very) small
adults.
Entry and exit to the cabin will be easier than Elise because the
sills are narrower (80mm instead of 100mm) and lower, the door aperture
is larger and the seats are mounted some 65mm higher than in Elise.
However, foot room remain tight because of the tub structure.
The
cabin
looks much more stylish and high-quality in the new photos. Most
surfaces are covered by leather or aluminum. An Alpine
multimedia system with a 7-inch touch screen LCD provides audio, video,
sat-nav and Bluetooth / iPod connectivity, something you can’t imagine
in previous Lotus. The boot behind the engine compartment is quite
small at 160 liters, but of course you can use the rear seats to
place additional luggage.
The powertrain is as we have reported, Toyota 2GR-FE 3.5-liter
VVT-i V6 mounted transversely between the rear wheels. Lotus revised
its engine management system for quicker throttle response, but it
seems that the hardware remains intact. That is why it produces a very
normal 280 horsepower, 15 hp less than Porsche's 3.4-liter boxer
engine. Lotus hints that a higher performance derivative will be
available later on. Some people suggested it could be a supercharged
version of the V6.
The Toyota V6 drives
through a Toyota 6-speed manual gearbox. Suspension is by double
wishbones with forged aluminum arms (unlike the steel arms in Elise),
Bilstein dampers, Eibach springs
and dual-path top mounts. Steering is hydraulic assisted, unlike the
unassisted Elise. Braking is by very large AP Racing disc brakes with
4-pot
calipers. ABS and traction control come standard.
The bonded and riveted aluminum chassis returns a torsional rigidity of
26,000 Nm per degree, which is neither as rigid as Porsche 997
(33,000),
Cayman (31,500) nor BMW Z4 Coupe (32,000). Moreover, at 1350 kg, the
Evora prototype is not as light as we expected.
A comparison with Porsche Cayman S will find the Lotus inferior in many
aspects. Moreover, when it go on sale next spring, the Porsche will
have received an update, so it will be stronger still. However, the
Evora is unique in the market - it is the only mid-engined 2+2 sports
car, something we missed since Ferrari Mondial.
|
Lotus Evora
|
Porsche Cayman S
|
Price (UK)
|
est £45,000 |
£44,000 |
Layout
|
Mid-engined, RWD, 2+2
|
Mid-engined, RWD, 2 seats
|
Chassis
|
Bonded/riveted aluminum
|
Steel monocoque
|
Bodywork
|
Glass-fiber composites
|
Steel
|
Chassis rigidity
|
26000 Nm / degree
|
31500 Nm / degree |
Drag coefficient
|
0.33 |
0.29 |
Size (L / W / H / WB) mm
|
4344 / 1848 / 1219 / 2575
|
4341 / 1801
/ 1308 /
2415 |
Luggage space
|
160 liters
|
260 liters
|
Engine
|
V6, dohc, 4v/cyl, VVT.
|
Flat-6,
dohc, 4v/cyl,
VVT,
var
intake.
|
| capacity |
3456 cc
|
3386 cc
|
| Power |
280 hp / 6400 rpm
|
295 hp / 6250 rpm
|
| Torque |
252 lbft / 4700 rpm
|
251 lbft / 4400-6000 rpm
|
| Gearbox |
6M
|
6M
|
| Suspension (F/R) |
All: double-wishbones
|
All: double-wishbones |
Tyres
|
225/40ZR18
/ 255/35ZR19 |
235/35ZR19 /
265/35ZR19 |
Brakes (F/R)
|
350 mm / 332 mm
|
318 mm / 299 mm
|
Weight (DIN)
|
1350 kg
|
1340 kg
|
0-60 mph
|
< 5.0 sec (c)
|
5.1 sec (c)
|
Top speed
|
160 mph (est)
|
171 mph (c)
|
|
16 Jul,
2008
|
Lotus "Eagle"
|
We have been waiting for this car for nearly a decade. In 1999, Lotus
displayed a prototype named M250. It was a V6-powered mid-engined
sports car that was supposed to bridge the gap between Elise and
Esprit. Unfortunately, after many hopeful talks, the project was put on
shelf because of financial reasons and, let me say, a management error.
Today, this mid-level Lotus finally surfaces again. Here shows the
first official pictures of the car, which is still unnamed although it
is internally referred to "Project Eagle".
Although 9 years separating them, the "Eagle" has strong resemblance to
M250 in many areas, such as the headlamps, front bonnet, roof,
A-pillars, side windows, C-pillars and rear windows, while the tail in
more in common with Elise. Key differences are the more flowing
waistline and the relocation of side air intakes to the top of rear
shoulders.
The chassis is of course built on Lotus' VVA variable vehicle
architecture, with 3 main parts - front structure (which mounts front
suspensions and provide crash protection), cockpit section and rear
structure (which mounts the powertrain and rear suspensions). Again,
these aluminum spaceframe structures are made of cast, folded and
extruded aluminum bonded by rivets and adhesives. Also in the tradition
of Lotus, the bodywork is made of glass-fiber composites.
The Eagle has a 4344 mm length and 2575 mm wheelbase, compare with 3785
mm and 2300 mm of Elise. The longer overhangs provides better crash
protection while the longer wheelbase enables a 2+2 seating layout. The
front seats offer 75 mm longer travel than that in the Elise. The rear
may accommodate children or small adults up to 5 feet tall provided the
front seats are set in their frontmost position. Of course, not all
people will need those tiny rear seats, so Lotus offer an option to
replace them with a luggage bench. Unsurprisingly, the cabin is far
better trimmed than Elise. Everywhere is covered with soft plastics or
padded. Sound and infotainment system will also be more decent.
 
The engine is a Toyota 3.5-liter DOHC VVT-i V6, commonly found in
Camry, Avalon etc., but it is said to be tuned by Lotus for better
throttle response and sound quality. It produces around 280 hp and 250
lb-ft of torque. Naturally, the 2+2 layout requires the engine to be
mounted transversely right between the rear wheels. Transmission is
also a transversely mounted 6-speed Toyota manual modified by Lotus. No
performance figure is released now, but we can expect 165 mph and 0-60
mph within 5 seconds
Suspensions are provided by forged aluminum double-wishbones all round
with Bilstein dampers. AP provides 350mm brakes are around. We shall
need to wait for its debut in next week's London motor show for full
technical specifications.
The "Eagle" is expected to cost around £45,000 when it go on sale
middle next year. It will be built in a new production line in Hethel
alongside Elise. Production volume is projected to be 2,000 units a
year. Its key rival will be Porsche Cayman S. Next stage there will be
higher performance derivatives and a convertible to be developed.
|
16 Jul, 2008
|
| Industry News |
GM gets into
survival mode: more cost cut
The North American market gets into trouble under economy crisis and
surging fuel price. Although the case of General Motors is slightly
better than Ford and Chrysler, in the first half this year its sales
declined by 16.3% compare with same period last year. In particular,
truck sales dipped 22.2%, far more than the 8.2% recorded on cars. In
recent weeks, the share price of GM dropped alarmingly, raising
speculation that it could go bankrupt. Market analysts are monitoring
the cash reserves it has on hands, which is running out quickly. If it
can’t stop bleeding, the once largest car maker in the world might just
go bankrupt !
To regain confidence of investors, yesterday its CEO Rick Wagoner
announced another major cost cut plan:
- 3 truck plants will be shut down to cut 300,000 units of volume and
save $2.5 billion;
- Postpone development of large trucks and V8 engines, save $1.5
billion;
- Layoff workers and cut benefits, save $1.5 billion;
- Defer payment to health care fund, save $1.7 billion in 2009;
- Suspend dividends on common stock, save $0.8 billion in 2009;
- Sell its assets, including the Hummer brand, will raise $4 to $7
billion cash;
Overall, these measures could raise $12 to $15 billion cash for GM to
survive the poor economy environment, at least for short term.
Volkswagen to
build factory in the US
The worst of the time is also the best of the time. While other car
makers are shutting down factories in the USA, Volkswagen group is
going to build a factory there. After considering many sites, it
reached the best deal with Tennessee state (where Nissan’s factory is
located). The initial plan is modest – only US$1 billion investment and
150,000 units capacity – but expansion will be easy. Volkswagen needs
this factory to produce compact and mid-size family cars with cost
competitive to Japanese rivals. It will be essential to the aggressive
expansion plan it recently announced – US sales to rise from last
year’s 230,000 units to 800,000 units by 2018, and that is not
including Audi.
Valmet to produce
Fisker Karma
Valmet has lost the production contract of Porsche Boxster, but it
found a replacement quickly – Fisker Karma. This is a plug-in hybrid
4-seater coupe designed and produced by Henrik Fisker, the ex-Aston
Martin design chief. It can run for 50 miles by battery alone or 350
miles when the petrol engine works as a generator. Performance is 125
mph and 0-60 under 6 seconds. Price is expected to be US$80,000. Fisker
seems running in front of its competitors like Tesla “White Star”
sedan, as prototypes have been test running for some time and
production is expected to start late next year. If it go as well as it
planned, it will give Valmet’s plant in Finland some 15,000 orders a
year, almost enough to fill the vacancy left by Porsche Boxster.
|
12 Jul,
2008
|
Mercedes SL65 AMG Black
|
Following SLK Black and CLK Black, the exotic Black series expands to
the flagship SL. The existing 612-horsepower SL65 AMG is already one of
the fastest grand tourers in the world (0-60 mph in 4.1 seconds, 0-124
mph in 12.9 seconds and a derestricted top speed of over 210 mph), but
compare with the Black version it is nothing. This car is 60 hp more
powerful yet 250 kg lighter. Its power-to-weight ratio is a good 24
percent higher than SL65 AMG, even higher than Lamborghini LP640. It
does 0-60 mph in 3.8 seconds, 0-124 mph (200km/h) in less than 10
seconds and 0-186 mph (300km/h) within 30 seconds. This matches the
mighty SLR 722 built by McLaren.
The
objective of the SL65
AMG Black project is very simple: to take the limelight from McLaren
back to in-house. The McLaren SLR project has never been as successful
as Mercedes hoped for. Its performance wasn't good enough for its price
(£340,000 for 722). Its cabin is cramped by the standard of
Mercedes.
Its ride is stiffer than many mid-engined supercars. But most
important, its sales has been disappointing - so far only 1577 SLRs
have been sold. By the time its production come to a stop next year,
its accumulated sales will still be less than half of the number
originally planned (3500 units). That is why Mercedes-AMG stopped
working with McLaren and is now partnering with HWA (the company which
runs AMG's racing program) to design and build its next generation
supercar called "SLC". However, before that happen, AMG thinks itself
is capable to do something. A Black series of SL65 AMG will come at the
right time. Only 350 units will be made in less than 2 years before SLC
arrived. Each of them is priced at a relatively reasonable
£214,000 or
US$300,000. It will offer the space and ride quality McLaren SLR
couldn't hope for, and performance matching the latter. Yes, dump the
British and go it alone !
Based
on the production
SL65, AMG modified the car thoroughly. First, the twin-turbo 6.0-liter
V12 received a pair of larger turbochargers with 12 percent higher flow
and a 30 percent more powerful intercooler. Water cooling to the engine
has been enhanced, while new exhaust silencers return lower back
pressure. Maximum power is increased to 670 horsepower at 5400 rpm,
while max torque remains unchanged at 738 lb-ft (1000Nm) from 2200 rpm
continuously to 4200 rpm. This is because Mercedes' 5-speed automatic
is only capable of withstanding 1000 Nm.
Due to this tremendous torque, it cannot employ the newer 7-speed MCT
gearbox that serves SL63 AMG. However, the shift pattern of the gearbox
has been revised to deliver more driver appeal. Apart from the usual
Comfort, Sport and Manual mode, AMG added a second Manual mode (M2)
whose shift time is 25 percent faster than M1. The gearbox also
facilitates throttle-blip on downshift to match rev thus shortens shift
time.
An
important part of the
performance upgrade is weight reduction. Considerable weight is saved
by ditching the retractable roof mechanism, replaced by an aluminum
roll cage (which also stiffens the chassis) and a fixed carbon-fiber
roof panel. All other parts of the bodywork, except the standard
aluminum doors, are also converted to carbon-fiber composites. These
include the bumpers, bonnet, fenders and boot lid. Overall, the SL65
AMG Black tips the scale at 1870 kg (EU) or 1795 kg (DIN), some 250 kg
lighter than the standard car.
Surprisingly,
the diet did
not stripe out the cabin. Most luxury features and leather/alcantara
trim remain. The most obvious weight saving is the carbon-fiber bucket
seats. Other changes include a small-diameter flat-bottom steering
wheel and some carbon-fiber decors to enhance visual appeal.
Some
weight is saved from
the suspensions instead. Gone is the heavy ABC active body control
suspension, replaced by conventional springs and dampers. However, like
CLK63 AMG Black, the dampers here are racing-style adjustable dampers.
Compression rate, rebound rate, ride height camber and track width are
all adjustable. So this car has been designed with track days in mind.
The rear axle now features a limited-slip differential. The ESP
stability control offers 3 levels of intervention, including a complete
off. The steering has faster ratio. The brakes are uprated, of course,
391mm and 360mm ventilated steel discs, 6-pot and 4-pot calipers front
and rear respectively. They are the largest brakes ever on an AMG
model. The wheels and tires are monster sizes, even larger than SLR's
(see table below).
From these photos you can see the Black version has much wider tracks
than the standard car, some 97mm wider up front and 85 wider at the
rear thanks to the race-car-like fenders. Countless of large air
intakes and outlets are opened for the benefits of cooling and
aerodynamics. Note that a new tail spoiler, normally recesses flush in
the body, raises in the air at above 75 mph to enhance downforce. This
allows the car to run stably at 199 mph. Mercedes did not cooperate
with tire makers to develop special tires for 200 mph+ run, so it has
to set the electronic regulation at 199 mph. In fact, the car has a
potential of 220 mph if derestricted.
Now do you still want a SLR ?
|
SL65 Black
|
SLR 722
|
Price
|
£214,000 |
£340,000 |
Chassis
|
Steel monocoque
|
Carbon-fiber monocoque
|
Bodywork
|
Carbon-fiber + aluminum doors
|
Carbon-fiber
|
Engine
|
V12, sohc, 3v/cyl,
twin-turbo.
|
V8, sohc, 3v/cyl,
supercharger.
|
| capacity |
5980 cc
|
5439 cc
|
| Power |
670 hp
|
650 hp
|
| Torque |
738 lbft
|
604 lbft
|
| Gearbox |
5A
|
5A
|
| Suspension (F/R) |
All: multi-link, adjustable
|
All: double-wishbones |
Tyres
|
265/35ZR19
/ 325/30ZR20 |
245/40ZR19 /
295/35ZR19 |
Weight (DIN)
|
1795 kg
|
1649 kg
|
0-60 mph
|
3.8 sec (c)
|
3.5 sec (c) / 3.8 sec*
|
0-124 mph
|
< 10 sec (c)
|
10.3 sec (c) / 10.5 sec*
|
0-186 mph
|
< 30 sec (c)
|
29.6 sec*
|
Top speed
|
199 mph (limited)
|
209 mph
|
* Tested by Sport Auto
|
12 Jul,
2008
|
BMW 3-Series facelift
|
These photos show the first facelift of E90 BMW 3-series saloon and E91
3-series touring. Their fascia, bumper, headlamps and bonnet are all
reshaped.
There are few changes to the mechanical side, although the rear track
on 6-cylinder cars has been widened by 24 mm.
Most engines are carried over unchanged, except the 3.0-liter turbo
diesel that serves 330d, whose power increased from 231hp to 245hp
thanks to the use of 1800 bar common-rail injection. This is also the
engine that powers the new 7-series.
Although 335i Coupe (E92) received M3's M-DCT double-clutch 7-speed
gearbox, the sedan and touring version of 335i still employ 6-speed
manual or the smoother 6-speed automatic.
Inside, the iDrive has been improved. Its control now provides 4
additional buttons for faster access to CD, radio, telephone and
air-con. Besides, short-cut keys can be programmed. All done to save
its poor reputation for complexity.
Besides,
a larger color LCD screen has been adopted togther with BMW's new
in-car internet access system called ConnectDrive.
|
10 Jul,
2008
|
Peugeot 308 CC
|
These are the first official photos of new Peugeot 308 CC.
Disappointingly its metal roof still consists of 2 pieces, thus both
windscreen and rear window are steeply raked.
The roof opens and closes in 20 seconds. Luggage space varies between
403 and 226 liters depending on whether the roof is up or down.
The cabin gets a pair of bucket seats which incorporate warm air outlet
behind the occupant's neck, so they can enjoy open air motoring even in
winter. Something pioneered by Mercedes' Airscarf seat in SLK.
Two engines are available, the 1.6 THP with 150hp and 2.0HDI with
140hp.
|
8 Jul,
2008
|
Citroen C3 Picasso
|
Despite of some slight cosmetic tweaks, this is basically the
production Citroen C3 Picasso that will start production in early 2009,
taking place in PSA's Slovakian plant. The 5-seat MAV is derived from
the platform of Peugeot 207 and the next generation C3, with a
stretched wheelbase. It measures 4.08m long, 1.73m wide and 1.62m high,
all considerably more than the current C3.
As expected, the boxy body maximizes interior space. The seats are
mounted higher than regular hatchbacks. The rear seat can slide
north-south for a range of 15 cm. In the foremost position, the boot
accommodates some 500 liters ! The rear seat may also fold flat by one
quick action to free up even more luggage space.
The C3 Picasso is powered by what becoming popular in Citroen's range:
the BMW 95hp 1.4-liter 16V VVT and 120hp 1.6-liter 16V VVT Valvetronic.
Diesel engines include 90hp and 110hp version of the 1.6HDI.
The addition of C3 Picasso will enrich the MPV range of Citroen which
already consists of Xsara Picasso, C4 Picasso and C4 Picasso Grand. Its
direct rivals will be Opel Meriva, Renault Modus, Fiat Idea / Lancia Musa, Skoda
Roomster, Nissan Note and Toyota bB / Daihatsu Materia.
|
7 Jul,
2008
|
Guess how Murray's new car looks
|
Last July AutoZine reported Gordon Murray established his own company
to develop a revolutionary small city car called T25. Now the
development program has passed the mid-point and Murray allowed some
British motoring journalists to "see" the prototype, which is shown in
these pictures. To keep its secrecy, the car was completely wrapped
thus no one could see its real appearance. We can only guess how it
looks from its profile, the sketches and information given by Murray.
From the pictures, we can see the T25 is obviously much taller than the
classic Mini and New Mini parked aside. It is also extremely short,
measuring only 2.4 meters according to Murray. In fact, this is even
shorter than the original Smart Fortwo. The shortness allows it to park
transversely in a regular parking space, thus one parking space can
accommodate 3 T25s !
The car is also very narrow at 1.3 meters, but it will offer 4 seats.
In my opinion, the only way to accommodate 4 seats within 2.4 x 1.3 m
is to place the seats above the engine. If we observe the technical
sketches below, we can see the car has a front-mounted radiator and a
rear-mounted engine driving the rear wheels. Therefore the 2 rear seats
are likely to be positioned right above the engine compartment. This
also explain why the car needs to be so tall. The front passenger seat
might be a small folding child seat in order to release elbow room for
the driver and ease the access to the rear seats. Just my
guesstimation.
According
to Gordon Murry, the T25 has 4 body variants and 6 cabin layouts. All
employ a separate body and chassis construction, with steel chassis and
plastic bodywork like Smart. The 4-seat MPV mentioned above will weigh
550 kg. A 51 hp 3-cylinder petrol engine will pull the lightweight mini
car happily and return 81 mpg and emit only 78 g/km of CO2.
A revolutionary manufacturing process will reduce space and tooling
costs significantly. It will enable a price of only £5500. No
wonder Murray call it the biggest revolution in motor industry since
Ford Model T and the biggest challenge in his life. To an engineering
maestro with McLaren F1 road car and several F1 championship titles in
his CV, you had better to take it seriously.
So far there are 3 companies expressed interest in the concept.
Surprisingly, only one of them is established car maker. But remember
the Smart concept was also overlooked by established car makers and
only adopted by watch maker Swatch. In the following year the
development team will build running prototypes and start testing.
Eventually it will be licensed for production.
|
5 Jul,
2008
|
Ford Focus RS
|
 
Ford Focus RS Mk2 has been unveiled. Although it doesn't look as pretty
as the first generation Focus RS, it is a very aggressive looking
performance machine. Massive aero kits and air vents over the bonnet
suggest this could be the successor of the mighty Escort RS Cosworth.
This is further supported by a turbocharged 2.5-liter straight-5 tuned
to deliver an awesome 300 horsepower and 302 lb-ft of torque. It has
the necessary grunt to gun down Subaru Impreza STI and Mitsubishi
Lancer Evo X, especially when it is 100 kg or so lighter than its
rivals ! (see comparison table below)
However, Ford has no intention to revive the Cosworth fame. Like the
Mk1, the Mk2 Focus RS is designed to be a relatively affordable
performance hatch, positioned higher than regular hot hatches but lower
than the Japanese superhot 4WDs. Therefore it could not afford a
4-wheel-drive system. In other words, the Focus RS is front-wheel drive
like the rest of its family members, also the same as the first
generation Focus RS.
In order to handle so much torque through the front wheels, it follows
the path of the Mk1 to adopt a Quaife torque-biasing helical
limited-slip differential (i.e. Torsen) between the front wheels to
limit wheel spin. To reduce torque steer, Ford redesigned the front
suspension geometry to reduce steering
offset. The resultant side effects, i.e. increased lateral force
and shake, could be taken care by stiffer suspension mounting, revised
bushings and, well, the higher tolerance of its drivers. Ford calls the
new front suspension geometry as "RevoKnuckle".
Other modications to enhance handling include: 40 mm wider tracks,
stiffer springs and dampers, thicker rear anti-roll bar, uprated brakes
(336 mm ventilated discs up front and 330 mm discs at the rear) and
235/35ZR19 tires. Inside, Recaro bucket seats are the most obvious
upgrade.
The engine is based on the Volvo-sourced 2.5-liter inline-5 that serves
Focus ST. However, many parts have been changed to withstand the higher
stress generated by the bigger turbocharger. Its power transmits to a
beefed up 6-speed Getrag gearbox.
Despite of what Ford claimed, I don't quite believe the front-wheel
drive Focus ST could match the handling of its Japanese 4WD rivals.
However, it does enable a lower kerb weight. Ford said it will add less
than 100 kg to the figure of Focus ST. In other words, that should be
less than 1417 kg. Performance will be 155 mph top speed and 0-60 mph
in less than 5.7 seconds (0-100 km/h less than 6 seconds). Perhaps
faster still.
The continue of front-wheel drive also enables a relatively affordable
price, expected to be sub-£25,000. This should assure the profitability of the
car despite of a modest sales target of 9,000 units in its 2-3 years
life span.
|
Focus RS
|
Impreza STI
|
Lancer Evo X SST
|
Price (UK)
|
<
£25,000 (est)
|
£26,600 |
£32,400 |
| Layout |
Front-engined, Fwd |
Front-engined, 4wd |
Front-engined, 4wd |
Engine
|
Inline-5, turbo.
|
Flat-4, turbo.
|
Inline-4, turbo.
|
Capacity
|
2521 cc
|
2457 cc
|
1998 cc
|
Power
|
300 hp
|
300 hp
|
295 hp
|
Torque
|
302 lbft
|
300 lbft
|
300 lbft
|
Gearbox
|
6M
|
6M
|
6M twin-clutch
|
Weight (DIN)
|
< 1417 kg (est)
|
1505 kg
|
1590 kg
|
Top speed
|
155 mph
|
155 mph
|
150 mph
|
0-60 mph
|
< 5.7 sec
|
5.2 sec
|
5.7 sec
|
Note: for a
fair comparison, all data is based on European type approved versions
|
3 Jul,
2008
|
BMW New 7-Series
|
Here comes the first official pictures and information of the new
generation BMW 7-Series. Its codename is F01, or F02 for long-wheelbase
version, rather than the traditional E-double-digit codename. This is
because the latter is running out of stock (today's 3-Series Cabriolet
is already E93), thus logically it will start it all over again from
the letter F. This mean all future BMWs will follow the 7-Series to
use the new Fxx codenames.
Although said to be inspired by the CS coupe concept car, these
pictures show the new 7-Series looks more like an evolution from the
current E65 7-Series. Thankfully, design chief Chris Bangle no longer pursues
a radical design this time, so what you see is a refined version of the
current car. Up front, the pronounced bonnet and enlarged double-kidney
grille are the most obvious change. At the rear, the ugly "Bangle butt"
boot lid has been replaced with a more conventional design. The side
profile changes the least.
The F01/F02 is about 30 mm longer than the E65. Its wheelbase is
extended for 80 mm, so front and rear overhang have been shortened. The
body width is unchanged, while height reduces slightly by 10 mm. By
using a lot of aluminum on the bodywork, such as the roof, bonnet,
doors and front wings, weight is kept unchanged.
The suspensions are also made mostly of aluminum (as previously). Note
that the front suspensions have finally given up MacPherson struts for
a double-wishbone design. Rear suspensions remain the same 5-link
setup. As before, the rear suspensions can be equipped with adaptive
air springs. Adaptive damping is once again available, but now it can
vary the damping rate of compression and rebound independently for more
effective
shock absorption. The last generation's "Dynamic Drive" active
anti-roll bars is carried over unchanged.
Following Renault Laguna GT, BMW 7-series also introduces an electronic
4-wheel steering. It could help making the long car more agile in
cornering and more stable in high-speed lane changing. The unpopular
Active Steer is also available as option.
At launch there will be 3 engines: a 245hp 3.0 turbo diesel six, a
326hp 3.0 bi-turbo six (uprated from 335i / 535i's 306hp unit, so it is
called 740i instead of 735i) and a
compact 408hp 4.4 twin-turbo V8 (recently launched in X6). They offer
strong performance and fairly good fuel economy (see below table).
Transmission is the current ZF 6-speed automatic, but we heard that ZF
is developing an 8-speed version for the car.
|
730d
|
740i
|
750i
|
Engine
|
Inline-6, diesel, turbo.
|
Inline-6, twin-turbo, DI.
|
V8, twin-turbo, DI.
|
Capacity
|
2993 cc
|
2979 cc
|
4395 cc
|
Power
|
245 hp
|
326 hp
|
408 hp
|
Torque
|
398 lbft
|
332 lbft
|
442 lbft
|
Top speed
|
152 mph
|
155 mph (limited)
|
155 mph (limited) |
0-60 mph
|
6.8 sec
|
5.6 sec
|
5.0 sec
|
EU consumption
|
39.2 mpg
|
28.5 mpg
|
24.7 mpg
|
Inside the
cabin, dashboard design looks busier than the current one. The gear
lever goes back to where it should be - on the transmission tunnel,
beside the rotary control knob of i-Drive. The center console is now
angled slightly towards the driver like most pre-Bangle BMWs, proving
our voices can win over Mr. Bangle. The revised i-Drive software
is said to be more initiative, and thankfully, the most commonly used
functions like radio and air con can be controlled by buttons instead
of i-Drive.
Following the trend of many performance cars, the new 7-Series provides
a control system with 4 selectable driving modes - Normal, Comfort,
Sport and Sport+. They alter the stiffness of the adaptive damping, the
throttle response, the level of steering assistance and the gearshift
speed.
On the safety side, it provides most advanced equipment that its rivals
have, such as Night Vision, adaptive cruise control, lane departure
warning and side / rearview cameras. No self parking system though, as
BMW drivers should know how to park by themselves.
|
|