Mazda MX-5 Superlight

The Mazda’s MX-5 Superlight concept – which is taking centre stage on the Mazda stand at the Frankfurt motor show, and which we’ve driven.

It’s a low-emissions, stripped-out, driver-focussed one-off version of the world’s biggest-selling sports car.

The car’s story began when Mazda Europe Head of Design Peter Birtwhistle, designer Hassip Girgin and the team took a 1.8-litre MX-5, stripped it down to its bare essentials – a running chassis with essential body panels only – and invited Mazda’s test engineers to drive it.

Those test drivers reported that the MX-5’s key dynamic traits – its trademark sharpness of response and natural rear-driven handling balance – were only enhanced by the lack of weight.

So they duly set about replacing some of the components they’d taken away with lighter alternatives made from carbonfibre and aluminium. They left the windscreen and roof off altogether, and fitted an aluminium bonnet with a carbonfibre extension that incorporates the rearview mirror and covers the instrument cowl.

In place of the soft top, the Superlight has two large rollover hoops with integrated wind deflectors. And because the car is always roofless, the doors don’t need exterior handles. To open them, you pull a leather tie inside the cabin.

Also inside the cabin, the instrument panel is made of fiberglass-reinforced plastic; the gearlever and handbrake out of aluminium partly covered with leather. There’s no HVAC system at all, and no noise and vibration isolation either.

All in all, Mazda’s crash diet has taken 160kg from the kerbweight of this car; as a result it’s half a second quicker to 62mph and 6mpg more fuel efficient too.

What’s it like?

Exposed. That’s how you feel when you strap yourself in. There is no windscreen in front of you, no interior trim panels on the doors. And ahead of you, where the CD player should be, there are two flip switches – one to turn on the fuel pump, the other the ignition – and a starter button. That’s it.

Thumb that starter button. The car’s powerplant comes alive with an aggressive bark. It sounds big and vocal, but it’s actually Mazda’s regular 1.8-litre, 124bhp four-pot equipped with a stainless steel air intake, and a bigger exhaust system from Mazda’s 3 MPS. Instead of adding horsepower, Mazda decided to take the harder route to improving performance for this particular car, in the MX-5’s 20th anniversary year; to add by subtraction.

A helmet and goggles are a must for this test drive. Dip the clutch, throw in first gear using that ornate-looking lever, ease off the mark and straight away you notice the lack of mass. And almost as quickly you’re blown backwards into your seat by the passage of air.

Change into second gear at 45mph and the wind noise around your helmet begins to drown out the engine’s blare; you have to watch the rev counter carefully to avoid slamming into the limiter as you forge forwards.

Mazda doesn’t know the exact weight distribution of this car yet, but it feels as if the centre of mass has moved slightly towards those rear wheels; it could even be 50/50. Turn the MX-5 Superlight into a fast, sweeping bend and the nose tucks in more keenly and quickly than you’re used to. It doesn’t understeer as much as the production car. Which is to say that it doesn’t understeer at all, practically.

Lift the throttle and that playful-yet-benign rear-end starts its familiar entertainment routine. You could go on playing with your cornering line, on and off the throttle, for corner after corner; this thing’s a joy. But there’s excellent road-holding, real composure and great stopping power here too, a result of the 20mm lower ride height than standard, the 200mm wider tracks, the new Eibach anti-roll bars and the new drilled brake discs.

You feel even closer-connected to this machine than you do a regular MX-5. There’s no insulation, no creature comforts; it’s a human-machine interface reminiscent of that of certain vintage machinery. Mazda hasn’t recorded a top speed for the car yet, but we took it up to 125mph – that’s 3mph faster than the production version goes – and it was still accelerating.

Above 100mph it’s a very demanding car to drive purely because of the wind factor. But with a little more protection fitted – a deflector blade ahead of the instruments, say – it wouldn’t be half as bad.

Technorati Tags: Mazda,Mazda MX-5,MX-5,Car Review,Auto Car

The 2010 Shelby GT500

Due to go on sale this spring, the next Ford Shelby GT500 benefit from lessens learned from the ultra high-performance 2008-2009 Ford GT500KR. The next GT500 will also be improved inside thanks to interior developments applied to the updated base models. It'll come in coupe and a convertible versions.

The 2010 Shelby GT500 was developed by Ford's Special Vehicles Team (SVT) in consultation with race car legend Carroll Shelby. The GT500KR's influence starts with the 32-valve, dual overhead cam 5.4-liter V8, which gains 40 horsepower to 540 and 30 pound-feet of torque to 510. The power increase can be traced to a lower restriction exhaust system with four-inch outlets and a new open element cold-air intake ram air system, a version of which debuted on the GT500KR.

SVT officials say the GT500's performance has been improved in every way. A higher numeric rear axle ratio (3.55:1 versus 3.31:1) should aid acceleration. The six-speed manual transmission's twin-disc clutch is larger (250 mm versus 215 mm), and the transmission has revised fifth and sixth gear ratios for better highway fuel economy.

The KR also contributed to the new GT500's suspension. The 2010 GT500 gets new stabilizer bars and shock damping, and the spring rates are 13 percent stiffer up front and seven percent stiffer in the rear. The standard wheels will be cast-aluminum 18s, and forged alloy 19s will be optional. Ford's AdvanceTrac electronic stability control will be standard, and it will come with three settings: on, Sport, and off. Anti-lock brakes will also be standard, as will front and side airbags.

Designers also worked to improve aero balance and therefore improve handling. New designs for the front splitter and rear spoiler increase front downforce and decrease it in the rear. This moves the center of pressure forward and closer to the center of gravity, which aids handling.

The 2010 Shelby GT500 also gets the revised body from the updated 2010 Mustang, as well as a new powerdome hood with a large functional air extractor, a large mouth front end design with hints of Shelby's iconic AC Cobra, and new body side stripes. Inside, the GT500 adds some neat touches and the higher quality interior materials used for the revised base Mustang, including a soft-skin dashboard. Muscle car fans will appreciate the striped cue ball-style shift knob. Also new are satin aluminum trim and suede-like alcantara material for the seat inserts, shift boot, parking brake boot, and steering wheel. The seats and shift knob will also have striping that matches the exterior color. Ford's Sync system and ambient lighting will also be standard. A voice-activated navigation system will be optional.

Technorati Tags: Ford,Ford Shelby GT500,2010 Car,Car Review

2010 Ford Mustang

The 2010 Mustang is a 2-door, 4-passenger family coupe, sports coupe, convertible, or convertible sports car, available in 8 trims, ranging from the V6 Coupe to the GT Premium Convertible.
Upon introduction, the V6 Coupe is equipped with a standard 4.0-liter, V6, 210-horsepower engine that achieves 18-mpg in the city and 26-mpg on the highway. The GT Premium Convertible is equipped with a standard 4.6-liter, V8, 315-horsepower engine that achieves 16-mpg in the city and 24-mpg on the highway. A 5-speed manual transmission with overdrive is standard on both trims, and a 5-speed automatic transmission with overdrive is optional.
The 2010 Mustang is reskinned for 2010.

Technorati Tags: Ford Mustang,Ford,GT Coupe Model,V6 Coupe

2010 Volkswagen Golf-R 3.2 Litre V6

Official pictures of the Volkswagen Golf R have leaked out ahead of its anticipated launch at the Frankfurt motor show tomorrow.

A hot version of the Golf to rival the Ford Focus RS, Mazda 3 MPS and Audi S3 has long been rumoured and our spy photographers have captured it several times.

The reports claim it will be largely based on the Scriocco R and will feature VW’s 4Motion AWD system.

The VW Golf R is a successor for the R32 but it won’t use that car’s 3.2-litre V6 according to the reports. Instead, it will get a 2.0-litre turbocharged petrol engine, which produces 261bhp and around 258lb ft of torque.

Its 0-62mph time for the six-speed manual is expected to be 6.5secs, with the DSG-equipped model capable of getting to 62mph in 6.4secs.

Other features claimed to appear on the R include LED lights, new wheels, sills and badges, and twin rear exhausts. Inside it gets two-tone sports seats, aluminium pedals and R badging.

Technorati Tags: Volkswagen,Volkswagen Golf R,3.2-litre V6,Car Review

Subaru Impreza 2.0D RX

New Comer’s Diesel Engine from Subaru Impreza.

See the full story if you want to buy it.

At last, Subaru has done the obvious thing and fitted its mainstream Impreza five-door hatchback with its quirky but well-received flat-four diesel engine, a four-cam, 16-valve unit already available in the Legacy, Outback and Forester models.

Horizontally opposed engines have always been a Subaru “given”, along with permanent four-wheel-drive. The difficulty of making a diesel in this unusual format - which is more complicated and expensive than a normal in-line four - held Subaru back for years. But since it first version appeared in the Legacy a couple of years ago, it has won a good reputation for economy, refinement and performance.

The Impreza Boxer is a rugged, well-equipped Focus-sized saloon, well capable of 45 mpg journeys, yet with a top speed nearing 130mph and a 0-60mph acceleration time of 9.0 seconds, not far short of a hot hatchback. The car’s performance is especially surprising, given that it weighs a rather lardy 1455 kilograms at the kerb.

The Impreza has never been acclaimed for its shape, and this new version looks as awkward as the rest. This Boxer Diesel comes in two models, both well equipped. The £20,000 RC seems the better bargain since it comes equipped with climate control, Xenon headlights, a 6CD autochanger, front foglamps, heated front seats and a cruise control.

For an extra £2255 you get the RX model, with keyless entry, an electric sunroof, privacy glass, leather trim and electric adjustment for the driver’s seat. Despite the plush equipment, there’s not much that’s luxurious about the cabin, though like the rest of the car it does have a pleasant feeling of strength and durability.

On the road, the Impreza Boxer feels relaxed (especially in its ultra-tall sixth gear) but if you drop a couple of ratios it goes really well. The engine always makes it an enjoyable drive, mostly because of the generous torque available from 1500rpm, peaking at 258lb ft between 1800 and 2500rpm.

You soon learn to drive smooth at low revs, yet to depend on an instant response to the throttle. And though the figures show that maximum power of 148bhp is developed at only 3600 rpm, the engine will rev smoothly onward to the 5000 mark, so it feels distinctly sportier than the more routine in-line 2.0 litre turbodiesels on the market.

Steering and ride are about par for the class. Road-holding, biased towards understeer, is neat and stable but it doesn’t show any particular evidence of the low centre of gravity Subaru crows about.

The four-wheel-drive is unobtrusive apart from a slightly annoying speed-related transmission whine at town speeds. The car would benefit from a better gearchange, though; the combination of a slow, rather crunchy action and a long lever make it slower than it need be.

The best argument in favor of the Subaru Impreza Boxer Diesel is that it’s different from the common herd of 2.0 litre saloons, and this will attract some buyers.

But there are an awful lot of extremely competent, more conventional 2.0 litre diesels on the market (Golf, Astra and Focus come to mind) whose all-round excellence make it highly debatable whether different means better.

Technorati Tags: Subaru,Subaru Impreza,Subaru Impreza 2.0D RX,Impreza Boxer,Diesel Engine,Auto Car

Audi R7 Design Study by Gabriel Rhabi

With Porsche now taken over by Volkswagen, we can expect a number of spin-offs from the extended chassis lines that are now available to either automaker. Or even to Audi, Bugatti, Lamborghini and others. The one car that VW has its eyes on is the Porsche Panamera as it will provide for an ideal platform for a number of spin-offs, like this one, the R7 design study by Gabriel Rhabi.

The French artist has successfully captured Audi’s sporting characteristics, threw in four-doors and low slung look and could have Audi designers and management thinking about the possibilities as almost everything about the car is production ready.

Understandably, there is no information available about this car as it is just a design study but just an idea, throw in the R8’s V10 or the V8 and limit production to just a few hundred per year and Audi has a definate winner on their hands, but the chances of that happening are low as Audi is a volume car maker, so the chances of this making it to production? Relatively low.

Technorati Tags: Audi,Audi R7,Gabriel Rhabi,Porsche,Volkswagen,Bugatti,Lamborghini

Audi A5 3.0 TDI Quattro S Line

Review first before you interested to buy one.

Background :

Another sodden summer means this is hardly the most propitious time to be bringing a new rag-top to market. But as Audi continues its seemingly relentless expansion into new areas, it’s refreshing to find at least one new model from the brand that is entirely predictable.

The A5 Cabriolet is an open-top version of the existing A5 coupé and, despite its numerically enhanced moniker, is a direct replacement for the previous A4 Cabriolet. Which means it’s got a tough act to follow.

The A4 Cabriolet was a sales success throughout its long life, and its appeal was reflected in its rock-solid residual values.

It’s therefore no surprise that Audi has kept the fundamentals unchanged, with the A5 using a folding fabric hood instead of one of the increasingly fashionable retractable hard-tops.

The big question is whether it will be good enough to carry on where its handsome predecessor left off.

We’re testing it with a 3.0-litre V6 turbodiesel under the bonnet, mated to a seven-speed DSG automatic and Audi’s quattro four-wheel drive.

Design :

No surprises here: the A5 Cabriolet is a straight convertible version of the existing A5 coupé, sharing both its design and mechanical components with its tin-top sister – and also the A4 saloon and Avant.

That means Audi’s new ‘five-link’ suspension system and more dynamic drivetrain settings. Buyers can also choose from a rationalized range of the same engines that power the coupé, with three petrol and three diesel motors available from launch.

Visually, from the front bumper as far back as the windscreen pillar, coupé and cabriolet are effectively identical. The S-Line version we tested added some visual bling in the form of a reasonably discreet bodykit and Audi’s trademark ultra-bright LED running lights, integrated below the xenon headlamps.

The cabriolet keeps the muscular contours of the coupé’s rear flanks, and Audi’s decision to stick with a folding fabric roof rather than a bulkier collapsible hard-top means that the design team has been able to keep the height of the rear deck low; with roof up or down, this is a handsome car.

But it’s also a heavy car. The combined weight of the roof, the mechanism that operates and hides it and the structural reinforcement that underpins the decapitation means the A5 Cabriolet weighs around 180kg more than the equivalent coupé, spec for spec.

And that’s according to the official kerb weights, which in our experience may be unduly optimistic. Audi claims our 3.0 TDI S-Line weighs 1860kg, but it tipped the scales at MIRA at a seriously porky 2035kg.

The 3.0-litre V6 TDI is a familiar unit from elsewhere in the Audi family and it’s currently the only model in the A5 Cabriolet range that combines diesel power with the reassurance of four-wheel drive.

Power is delivered via a seven-speed version of Audi’s recently developed ‘longitudinal’ twin-clutch DSG system; there’s no other transmission option.

On The Road :

The A5 Cabriolet’s considerable mass means that the less powerful engines in the range are going to have to work hard to motivate it. But the 3.0 TDI engine feels particularly well suited to the car, delivering appropriately effortless performance and impressive refinement.

It’s quick, too. Despite our best efforts at MIRA, we couldn’t match Audi’s claimed 6.4sec 0-62mph time. But our best effort of 7.1sec for a proper 0-60 is still respectably rapid for a two-tonne diesel cabriolet.

The gearbox is one of the finest implementations of DSG we’ve encountered so far. Our only real criticism is with Audi’s attempts to synthesis the idle creep of a torque converter for parking man oeuvres; the car lurches if the accelerator is applied with the car already moving at low speeds.

Although braking is decent enough for everyday use, it’s worth noting that the anti-lock system seems to be very aggressive when asked to perform an emergency stop, allowing the wheels to lock enough to leave black lines on the road surface.

As it shares all of its major suspension components with the A5 coupé, you would be justified in expecting the drop-top to put in a similarly composed dynamic performance. The fact that our test car categorically didn’t is due, in large part, to the overly firm sports suspension that comes with S-Line trim, plus the upgraded 19-inch alloys it was wearing.

The problem is torsional rigidity. The body can be felt flexing over bumps and undulations, with noticeable scuttle shake manifesting itself as vibrations in the steering column and a trembling rear-view mirror. It’s a problem at low speeds in town and over uneven country lanes, and it’s bad enough to become the car’s defining dynamic characteristic on most surfaces.

The high-geared steering requires small inputs, turn-in is keen and grip levels are high, with the car possessing a level of agility far away from the stodginess of the old A4 Cabriolet.

Interior :

Audi does great cabins, and the A5 Cabriolet’s is no exception. For the most part it’s a predictable facsimile of its coupé sister’s interior, with the same dashboard, instrument pack, centre console and door trims.

Generous adjustment for the front seats means that most occupants should be able to get comfortable. Some rear seat space has been sacrificed to find room for the roof mechanism, but the A5 Cabriolet is still big enough to be considered a genuine four-seater rather than a ‘plus two’.

The roof features one-touch power operation and Audi is justifiably proud of the mechanism’s speed. Collapsing the hood takes just 15 seconds, raising it takes just 17, and it can be operated while driving at low speeds – perfect for the vagaries of the British summer. The folded roof does remove some boot space, but even with the hood up the load space is shallow and accessed via an awkwardly narrow aperture.

S-Line and S5 convertibles get an ‘acoustic’ hood to reduce noise levels in the cabin. It’s available as an option on lesser versions and really helps to boost cruising refinement. Top-spec versions also get a foldable wind deflector that can be clipped in over the rear seats and which works well to reduce disruption in the cabin.

In its heyday the A4 Cabriolet enjoyed some of the strongest residual values ever recorded for a mainstream car, and Audi reckons the A5 will enjoy a similar appeal. It will need to: it costs up to £4000 more than its predecessor.

The 3.0 TDI S-Line’s list price pitches it hard against its most significant rival, the £40,095 BMW 330d M Sport Convertible. Buyers will have to decide just how appealing the 3-series’ folding hard-top is next to the Audi’s fabric roof.

We couldn’t match the official 41.5mpg economy figure, but 38.1mpg when touring is respectable. CO2 emissions of 179g/km are also impressive, considering the performance on offer.

Should i buy one?!

In many ways the A5 Cabriolet is a fine car that is worthy of serious consideration for those in need of a stylish, practical convertible, except for one significant flaw.

In our experience the S-Line’s excessively stiff springs ask structural questions that the car’s body isn’t up to answering on rough British roads.

While we suspect that opting for the softer SE suspension would solve this problem, we have been unable to try such a car in the UK, which leaves us no choice but to make our assessment on this car alone.

Why Audi would choose to handicap a model with such an inappropriate spec is beyond us. Especially when the A5’s powerful diesel engine, four-wheel drive, packaging and competitive running costs are so impressive.

We imagine the 3.0 TDI SE will be the pick of the range.

Technorati Tags: Audi,Audi A5,3.0 TDi,Audi A5 3.0 TDI Quattro S Line,S Line,Car Review,A5

Chevrolet Camaro 6.2 V8

This is the 2010 Chevrolet Camaro, the long-awaited revival of General Motors’ classic American muscle car.

First seen in 1967, the iconic design became a production car two years later, and that’s the look that Chevy has chosen to build on with the 2010 version.

The SS is the most powerful version of the new Camaro. Its V8 turns out a solid 422bhp and 420lb ft of torque with the manual transmission, and 394bhp and 410lb ft with the new six-speed automatic.

At first glance it’s almost like stepping back in time, to a more innocent era when fuel was cheap and a fast enough car could outrun the local traffic cop.

 

Yet the 2010 Camaro SS is more than just a retro-mobile.

Sure, it’s got the bones of the most popular Camaro in the brand’s long history, with its egg crate grille, Coke bottle silhouette, and the muscular kick-up of its rear shoulders. But this is a decidedly modern interpretation, taking advantage of modern engineering and technology.

The long side aperture, for example, is stamped from a single piece of steel, a task impossible during the classic muscle car era. The 'halo rings' around the headlights add a distinctly modern touch to the design as well.

The classic muscle car was designed to burn rubber, and even with a modern driveline and today’s bigger, better tyres you can generate plenty of smoke when you pop the clutch on the new Camaro's six-speed manual gearbox.

But unlike earlier 'pony cars', the new coupe is more than just a one-shot wonder. Its multi-link independent rear suspension is arguably the best Detroit has ever used in this breed, and it transforms Camaro into a much more nimble and responsive machine than you might expect from a muscle car.

The new Camaro SS is reasonably affordable, especially when pitched against its competitors. It's a bit more expensive than its classic rival, the Ford Mustang GT, but the extra horsepower and independent rear suspension more than justify that premium.

If you don’t mind paying for petrol, it’s the real deal. If you like the look but want a bit more fuel efficiency, consider the V6-powered Camaro LS or RS models, which will give you a surprising 36mpg on the motorway.

Technorati Tags: Chevrolet,Chevrolet Camaro 6.2 V8,Camaro,2010 Chevrolet Camaro,Car Review

Nissan’s 370Z Sports Car

The convertible version of Nissan’s recently released 370Z sports car. Like the coupe, the 370Z Roadster is both shorter and wider than the old 350Z droptop, and is powered by a larger 3.7-litre V6, producing 326bhp.

What remains unchanged is the Z’s back to basics approach – this being an honest take on the sports car: rear-wheel drive, a large capacity naturally aspirated engine, solid mechanical gearchange and in the case of this roadster, a conventional fabric roof.

Aesthetically a great deal more resolved than the old open 350Z. Because the roof is longer and has a more steeply racked rear screen it flows more neatly into the lines of the car. In short, it looks much less like an afterthought, such that the 370Z is more handsomely proportioned with the roof up.

To improve perceived quality the roof is now constructed from cloth rather than vinyl, and has an inner skin to enhance refinement. With the roof lowered, the absence of metal work above the rear deck emphasises the 370Z’s broader more overtly sculptured rear arches. Meaning even in roadster form, the 370Z is a very muscular looking car, much more so than the old 350Z.

To drive, the 370Z roadster is pretty close to the coupe. Which means good on technical ability (pace, grip and poise) if a touch light on finesse (engine refinement and delicacy of feedback), but crucially, big of charm.

A Boxster may offer rewards that run deep and last longer, but there’s an immediacy, honesty and accessibility to the Z that’s difficult to resist. To which this roadster detracts only marginally while providing several other benefits. The roof mechanism and chassis strengthening add just 61kg to the weight, so the performance suffers only slightly and is still entirely adequate.

While there is more body flex, for a convertible it is well checked (rear torsional stiffness having been improved by 45 per cent over the 350Z). Where the Roadster scores over the coupe, principally comes down to noise. The Roadster allows a better appreciation of the V6, while also suffering a little less road roar with the roof raised (the cabin being separated from the rear wheels by the roof storage compartment).

Roof down the refinement is less impressive. While Nissan claims less wind buffeting than the Boxster, this doesn’t tally with my personal experience.

Should I buy one?

We have a few reservations about the 370Z - mostly that its general approach, and specifically its engine, aren’t the most sophisticated. There would also appear to be some variation between cars; I tried two roadsters, one had a smoother engine, the other a better gearbox, but both handled more sweetly than the coupe we had for our Britain’s Best Drivers car event.

However, it’s impossible not to be won over by the exceptional blend of entertainment, performance and value for the money. And while the Coupe remains the purer model, the roadster version asks far fewer compromises than the 350Z ever did.

Technorati Tags: Nissan,Nissan 370Z Sports Car,370Z,3.7-litre V6,Car Review

BMW 5-Series GT 530d

The X6 is all well and good, so is the 7-series and so is the 5-series Touring. BMW insists, though, that if you make a triangle out of those three cars, the car that fills the space in the middle will be perfect for a lost generation of potential buyers who want some of each car, but not all.

So the 5-series Gran Turismo was built specifically to mop them up and, BMW evangelistically claims, to create an entirely new market segment – something the car industry really hasn’t managed since the Renault Scenic.

So BMW’s got big claims behind this car, but it actually does offer 7-series front and rear leg room, luxury and entertainment features, as well as X5 head room, monster luggage space and cracking new engine and gearbox technology.

All of that evangelism can turn you off a car before you even drive it, but that would be a mistake with this car.

For starters, there’s the technology. It has the latest generation of 3.0-litre diesel, which is expected to comfortably outsell the 535i GT in Europe. It deserves to as well, because it has 241bhp of power at 4000rpm and 398lb ft of torque from 1750 to 3000rpm.

It will help that it’s the cheapest Gran Turismo, but it’s also the best of the GT’s engine range.

But while it’s not the fastest, it never actually feels wanting. Our side-by-side charges showed the 535i consistently pulling away, even in rolling in-gear sprints, but the 530d version was never humbled as it smoothly charged through its eight gears, swapping seamlessly regardless of whether the brilliant new transmission was in its softest or sportiest settings.

BMW claims it will pull 43.5mpg on the EU combined cycle, but we didn’t come close to that. In fact, we comfortably halved it without even trying and, with only a 70-litre tank, the GT might be stopping to refuel more than we’d like.

Short-range tank apart, it will be a legendarily good cruiser. The engine idles at 700rpm, and at 62mph it’s only ticking over at 1350rpm. At 80mph it’s only pulling 1700 revs – which isn’t even at the torque peak yet – and at 124mph it’s still only around 2200rpm. Relaxed? You bet.

If the driveline is comfortable, the cabin backs it up, and then some. It will be the tank dictating your stops, not your back. The seats are brilliant, with soft initial cushioning and firm support beneath it – and that goes for all four of them (a bench seat, with a strictly temporary middle seat, is actually standard).

It’s almost better in the back, too. It sits on exactly the same wheelbase (and tracks) as the 7-series, so there’s plenty of space, but it’s been cleverly worked on. The design of the dash and front doors flows beautifully into the rear, where the seats adjust fore and aft individually and so do their backrests. And BMW has rediscovered the joy of oddments storage space in the cabin.

BMW makes much of the rear hatch, which has a small opening that doesn’t crack the passenger bulkhead and a big one that does, but the important thing is that the space is very flexible, with up to 1700 litres with the rear seats folded down.

All of that would mean nothing if the chassis wasn’t this astonishingly good. At 1960kg, the 530d GT has every excuse to be a floppy mess. It isn’t.

Dynamic Drive Control, which tweaks the gearbox, throttle and steering maps and the dampers, is standard and ranges from Comfort to Sport+ programs. Forget the extremes (Comfort is too wallowing and Sport+ is too aggressive on bump) and keep it inside Normal and Sport and you’ll find a terrific chassis lurking here.

It’s balanced, it never gets unsettled, it’s quiet, the ride quality is brilliant and there’s so much poise that it’s difficult to imagine how you’d ever throw one away, aside from falling asleep in it.

Its only noticeable flaw – and, even then it’s magnified out of all proportion by the quality of everything else it does – is the thumping noise out of the rear suspension as the air spring pushes its shaft back down on broken, square-edged holes. It’s like that, we were told, because the spring rate has been set for the car to run at its maximum load, which is 600kg heavier than as tested.

That depends on a lot of things about you, such as what you need, what you don’t need and how big your parking space is.

Don’t automatically nay-say it, though, because it doesn't feel like a 5-series and it doesn't feel like an X5, either. The driver’s hip point sits exactly between them, and so does the whole feel of the car.

The front suspension is pure 7-series, the rear is from the next generation of 5-series Touring and somehow they’ve been combined to make the GT feel as though it does indeed occupy its own turf, yet it still feels like a BMW.

It ends up being a car that is just so crackingly good that you forget everything BMW has tried to convince you of and just respect is as a superbly engineered machine. Because it is.

Definitely a drive-it-before-you-discount-it proposition.

Technorati Tags: BMW,BMW 5-Series GT 530d,5-Series,535i,7-Series,X6,AutoCar

Gets the Home Cinema in Volkswagen Minivan

When you think of camping in a Volkswagen minivan you don’t expect it to come kitted out with two 42-inch LCD televisions, a Nintendo Wii, PS3 and enough bass to rock the campsite, do you?

Well that’s the goal of this bad boy courtesy of accessories maker Hama in Germany.

Shown off at IFA in Berlin, Germany the minivan has been kitted out to be the ultimate entertainment hub for two lucky passengers.

Inside there is a personal cinema complete with two leather captain seats, a wine cooler and one of the 42-inch televisions. Everything is controlled via a touchscreen remote. Blu-ray and a memory card reader are of course present.

In the boot (or truck as our American friends like to call it) the gadgets continue with a second 42-inch television, a Nintendo Wii, PS3 (not slim) and more speakers and subwoofers that is probably recommended for your average minivan.

The whole experience is “blinged” with a number of led light strips to give you that disco feeling.

The price? A rather reasonable 100,000 Euros.

New-Generation Ford Focus RS

Let’s Review The New Ford Focus RS.

Controversial car, the original Focus RS. We liked it rather a lot, but others weren’t so sure. What it unquestionably did was reaffirm the RS badge as a mark of something special.

Good cars though they were, the Escort RS2000 and Fiesta RS1800 of the 1990s were little more than warmed-up versions of existing models. But with the 2002 Focus RS we were presented with something very different: a limited-run, thoroughly re-engineered, driver-focused machine.

On first inspection, this new-generation Focus RS appears to follow in much the same vein; whether physically with its wider tracks and bespoke bodywork, or on paper with 300bhp and a 163mph top speed, right now the new Focus RS is the hottest of hatches.

However, by its own admission Ford’s Team RS wanted to create something different this time: a car just as special and thrilling as the original Focus RS, but more useable day to day.

Has it achieved such an ambitious target, and can 300bhp really be made to work in a front-wheel drive chassis?

During the RS’s gestation, Ford toyed with developing a four-wheel drive system and even got as far as running a couple of prototypes, before dismissing 4WD in favor of a front-wheel drive set-up that very much defines what this car is about.

Ford cites reasons such as weight and complexity for the choice of two-wheel drive, but among the most significant factors is cost.

The first-generation Focus RS was hand-finished well away from the regular car’s production line, but this car could be afforded no such luxury.

The new RS rolls down the same production line as all other Focuses, including the ST on which the RS is ostensibly based.

Changes to the RS over the ST run deep, however. To accommodate a 40mm wider track, its bodywork features bespoke panels, including unique pressings for the flared wheel arches that dominate its sides.

On the Mk1 Focus these were welded into the panels after manufacture. Now they’re fitted while the RS rolls down the line, although if the alignment of our test car’s panels was anything to go by, it’ll take a little tweak before they match regular Focus standards.

Other styling changes, such as the aerodynamic modifications signified by their polished black finish, alter the character of the Focus to the extent where an ST looks positively understated in its company.

The RS’s engine capacity, at 2522cc, is shared with the ST, but its internals have been seriously modified to develop 300bhp, with revisions to the cylinder head, pistons and camshaft and a larger Borg Warner turbo producing twice the boost pressure.

The ventilated front disc brakes are huge at 336mm, while the trick front suspension (see Under the Skin) negates the need for four-wheel drive.

The combination of excellent mechanical grip and the limited-slip differential allow much of the power and torque to be delivered as possible.

Key to the RS’s usability is the torque delivery. A constant 324lb ft from 2300rpm to 4500rpm makes it easy to add speed from almost any point in the rev range.

The RS’s fettled 2.5-litre five-pot revs to 7050rpm, and peak power is produced at 6500rpm.

Like the Focus ST, you sense the engine is delivering its best through the mid-range, but the modifications made for the RS give it a keener, freer-revving top end.

Ford has also incorporated a pronounced ramp-up in torque and power from 1800-2250rpm, which is a bit of trickery to accentuate the sense of the turbo kicking in and mask the linear delivery.

More enjoyable still are the noises emitted from the engine bay: induction thrum, turbo whistle, exhaust crackle or occasional pop. From the outside it is comic book rude.

The gearbox (tougher but with the same ratios as the ST) is good but not great. Overall the shift quality and mechanical interaction are a little ordinary for such an extraordinary car.

Similarly, the brakes could be better. While we have no issue with the outright stopping distance, pedal feel and modulation aren’t quite up to Ford’s exacting standards.

RevoKnuckle or not, the RS torque steers. Throw in a bit of steering angle or a mid-corner bump, or both, and the wheel can tug quite forcibly. However, given the performance available, the level of torque steer is perfectly manageable.

The RS is well judged for road driving; it is exhilarating, confidence inspiring and fun, without ever becoming intimidating.

At town speeds, and sometimes at sub-50mph speeds on really poor B-roads, the ride is firm, but the damping is excellent and with speed the ride calms down significantly. And when the roads get really tough the body control is absolutely first rate.

That there is not a great deal to report here is perhaps the most telling finding. Other than the Recaro bucket seats, a shorter gearlever and a smattering of carbon-effect plastic, the RS is disappointingly similar to the ST.

Flashes of colour on the seats (but thankfully not the steering wheel this time) try to lift the cabin, but overall the interior fails to match the exterior for sense of occasion.

That said, from a functional perspective the Focus is an excellent place to sit, whether up front (where the ergonomics are superb) or in the back (where the RS’s sculptured pews make this a strict four-seater).

The broad Continental tyres generate quite a bit of noise, but this is surface dependent, and although our car suffered from some wind noise, we suspect this is down to a misaligned door.

Overall, the RS should be an easy car to live with, the refined engine and tall sixth gear making light work of long-distance cruising.

Our biggest gripe is the high-set driving position, a result of safety regulations. Even with the seats set in their lower position (adjustment requires an Allen key), you never feel as if you’re sitting low enough.

Some may say £25,745 is a lot to pay for a Focus. We think it’s exceptional value, considering the performance on offer and the depth of chassis engineering, especially next to an Impreza STi or Evolution X. What’s more, strong demand and tight (if not limited) supply should keep residuals strong.

Running costs (group 19 insurance) could be more of an issue, although the RS returned a respectable average of 24.8mpg (better than the ST); that can easily drop to single figures, though. A 62-litre tank helps boost the range.

While we doubt the RS will feature on many company lists, its 225g/km emissions put it in the 33 per cent bracket, higher than the Mk6 Golf GTI.

Despite having 300bhp and all-wheel-drive-humbling acceleration, next to the original Focus RS or even Renault’s Mégane R26R, this new-generation Focus RS isn’t quite as hardcore.

Certainly on track it doesn’t deliver quite the same intense rawness, but then that wasn’t really what Ford was aiming for. What we have instead is an incredibly quick, thrilling, approachable and usable hot hatch.

The seating position isn’t perfect, if you’re pushing on it likes a drink, and at first it can seem large next to some more nimble rivals, but even the briefest seat time banishes these quibbles.

The chassis is a work of genius, delivering stellar grip and adjustability, playfulness even, with no vices, while traction is extraordinary. We were expecting it to be fast, but no one could have predicted that the RS would be quite so much fun.

Technorati Tags: Ford Focus RS,Ford,Car Review,New-Generation

Nissan GT-R 3.8 V6 Black Edition

A Brilliant Car from Nissan!!

Fast and, yes, quite furious. Performance comes no easier, yet it’s possible to be left a little cold by the GT-R at first. It doesn’t feel special to sit in, and it’s hard, harsh, loud and clinical in the way it goes about things. On a 20-minute test drive it may not worm its way into a potential buyer’s affections.

Partly that’s because of the efficiency and effortlessness of its performance. It goes at the dry-weather pace of a 430 Scuderia or 911 GT2 with nonchalant ease, its engine is as smooth at 6000rpm as it is at 2000 and its gearbox shifts with totally undramatic efficiency. The longer you spend with the GT-R, the more you uncover new movements in its dynamic repertoire and the more visceral, thrilling and alive with feedback and response it seems. There are hidden depths to its brutish, frill-free performance. The longer you have it, the more you want it.

In 473bhp grey-imported form the GT-R caused quite a stir; it demolished pretty much every challenge we laid before it last year, including being crowned the winner of our annual Best Driver’s Car shootout last autumn.

The official, 478bhp UK-spec car we’re testing is the range-topping Black Edition, which has a list price of £59,395 and for which no options are offered (the entry-level 3.8 V6 costs £56,795). This means it’s better value for money than cars that are seemingly as fast, and it can outperform cars of a similar price. Seems too good to be true.

You may think that the GT-R is a triumph of function over form, but while it has been designed largely by need, there is more to the exterior styling of the GT-R than you would initially credit. Certainly there’s no mistaking it for something else and, because this is the first GT-R not based on a mass-market vehicle (hence the absence of the Skyline tag), it has been designed with more freedom than previous GT-Rs. Hiroshi Hasegawa, Nissan’s chief product designer, says “it is clearly not an Italian, German or American car” and that “it’s very mechanical, almost like an animated robot”, and is “obviously made from metal”, thanks to its big shoulders and hefty muscularity. Those features help place this wide car and contribute to an excellent drag coefficient of 0.27.

Also continued from previous versions is the mechanical concept; the R35 is a front-engined, four-wheel-drive supercar. But the technology employed leaves previous GT-Rs – and most other supercars – trailing. Its body structure consists of carbonfibre, aluminium and steel (although the kerb weight is a bloated 1775kg), while the 100bhp-per-litre twin-turbo V6 engine is new, sits well back in the chassis and drives all four wheels via a dual-clutch automated gearbox.

As technological showcases go it’s quite a feat and is matched only by the array of electronics on board. But don’t misunderstand us: driving the GT-R is a visceral experience governed by mechanics and physics, not merely electronics. The GT-R is still a supercar and it’ll still slide.

One thing its electronics will know is if you’ve been in trouble. They log how much power you’ve used, how much g you’ve pulled and even whether you’ve switched off stability control. Japanese models even use GPS to disable their speed limiter on race tracks.

First the numbers: 0-60mph in 3.8sec, 0-100mph in 8.5sec and 0-150mph in 20.3sec. Given the GT-R’s less than stellar power-to-weight ratio of 275bhp per tonne, such figures are mind-blowing.

The GT-R is also an easy car in which to go incredibly fast. This is partly due to the traction advantages of all-wheel drive and the GT-R’s clever differentials, and partly to the dual-clutch gearbox. One of the three dashboard-mounted toggle switches alters the gearbox mode from Snow to R, changing the shift speed and pattern, while sliding the gear lever or pulling on the wonderful fixed paddles switches the ’box from automatic to manual.

Manual (in which the GT-R will not kick down) and R (which lets the engine run to the limiter) offers the best control, but in give and take conditions the automatic mode works a treat. In R mode its ability to judge and deliver jerk-free downchanges is exceptional

The brakes are beyond criticism, providing a reassuring ability to shed speed, despite the GT-R’s weight, needing just 40.9m to stop from 70mph. Almost more impressive is the excellent pedal feel and response.

You only have to look at the GT-R’s lap time around our dry handling circuit – only just shy of the Ferrari 430 Scuderia and Porsche 911 GT2, despite its inferior power-to-weight ratio – to realise that it has one or two tricks in its handling bag. Traction is just one. But what gives the GT-R its staggering pace is remarkable stiffness, not just in the suspension set-up but the shell construction. Over bumpy roads the ride is reasonably busy. But on a smoother, the GT-R can use this rigidity to generate incredible lateral grip.

Although the GT-R excels on almost all road surfaces and conditions, it is more at home on wider roads and through sweeping corners. The steering takes a little getting used to; at 2.6 turns lock to lock it is quick and relatively lightly weighted, but it is exceptionally accurate and communicative.

The interiors of Nissan GT-Rs of the past have always been a somewhat secondary consideration. The same applies to this version to a certain extent, but there’s a sophistication to the modern GT-R’s cabin that was absent in earlier versions. And even if the quality of the materials in this new car can’t match the best that European rivals have to offer, there is an endearing Japanese efficiency and even a degree of charm to the way the GT-R does things.

The bewildering array of screens and data readouts on the centre console could only come from Japan, as, too, could the choice of metal-look plastic trim on the fascia and doors. Nissan hasn’t pandered to European conventions, and the GT-R’s cabin is all the better for it.

Its front seats are spectacularly good, and although one of our testers suffered mild back ache after driving a considerable distance, it wasn’t a common complaint and is as likely to be induced by the ride as by the seats. The driving position itself is easily electrically adjusted, while the wheel – brilliantly sized and sculpted – adjusts amply for reach and rake.

This is a four-seater, but even Nissan admits the rear seats are best for kids, and when that happens you know you’re in for a squeeze. Head room is at a premium and rear leg room almost disappears if the driver’s seat is set comfortably for anyone over 6ft tall. The boot is big enough for two sets of golf clubs but the access hatch is small.

For the performance, this is a remarkably affordable supercar and it comes with a three-year/60,000-mile warranty. However, it does need servicing every 6000 miles and it won’t provide you with Micra-sized bills. Residual values will fall less quickly, and from a lower price, than supercars of comparable performance and shouldn’t be too far out of kilter with similar-priced coupés.

Technorati Tags: Nissan GT-R,Nissan GT-R 3.8 V6 Black Edition,Nissan,Performance Car