Monday, August 6, 2012
First drive: the new Cadillac ATS
What's this ATS all about? Looks like a shrunken Cadillac
CTS.
And that's essentially what it is. Only it isn't as the ATS is an entirely
new car built off a completely, all-new-from-the-ground-up platform. Car
companies, least of all luxury ones, don't get to build new platforms - the
basic fabric of a car other than the body - very often as they cost an immense
amount of time and cash. So this ATS saloon is not the only car that is going to
be built off it. Apart from all the ATS model derivatives, the ATS's skeleton
and nervous system will be reworked for the next Camaro, the refreshed CTS and a
new Chevrolet compact coupe, which we know only as the 130R concept car so
far.
OK, so it's the smallest Cadillac?
Yes, think of the ATS as a BMW 3 Series competitor. As that's exactly what it
was conceived and designed to beat. Cadillac has watched as the 3 Series has
become the default luxury compact car in the US, and has had to wait until now
to bring the fight to it. It's a massive task to try and topple the Bavarian
uber saloon, but Cadillac reckons the rear-drive ATS is the car to do it.
See more pictures of the Cadillac ATS
OK, but it's not just about performance models, what are the regular
cars like to drive?
Good to great. We got to drive everything from the base 2.5-litre manual
model all the way up to the 3.6-litre V6 variant and the general impression on
the road is that the chassis guys have really done their homework. Super smooth
ride, good steering feel and quiet, finely controlled suspension let you know
immediately that this car means business. The base engine is a little coarse
when extended and the smooth 3.6 bent six will please the more mature driver,
but the sweet spot is the two-litre turbo unit, especially when it's mated to
the tap-shift auto gearbox. In this configuration the ATS gels into a back road
weapon that has you snipping up and down gears and slicing through corners just
for fun. Word of caution: do not spec the manual.
How do you know that?
We got to drive the ATS on a short race track in Atlanta that felt like it
had been designed - by F1 guru Herman Tilke, no less - after a blast across some
hilly British countryside. Just fewer sheep on the road. The 50/50 front/rear
ATS was completely linear and rock solid throughout, to the point that you start
to think you are a better driver than you are. That kind of flattery is always
welcome - and rare.
So, better than a 3 Series then?
At the limit, it really does feel that way. On the road, the fight is more
even. The ATS's cabin doesn't have the BMW's super modern feel, settling for a
more traditional stitched leather approach, which will please some and deter
others. But it does have some nice, unique touches. The CUE control centre is
big, bold and easy to use with words - it understands ordinary language instead
of expecting you to speak like a robot - or fingers. And there is BOSE active
noise cancelling, which keeps the cabin free of unwanted noise, just like your
headphones on an aeroplane.
Specs (as tested)
2,457cc, 4cyl, RWD, 260bhp, 353lb-ft, 27mpg, CO2 n/a, 0-60mph 5.7secs, 155mph
(est), 1530kg
Price
From $33,990 (£21,883)
MTM Infuses Audi A6 3.0 BiTD with 376-Horses
Not that the Audi A6 3.0 BiTD in either Avant or sedan trims lacks the oomph,
but if you're in need of more power and improved handling, then you may want to
look at what Germany's MTM has prepared for the Four Ring brand's executive
model.
The fine-tuning starts from the engine bay where MTM engineers upgrade the V6
unit's software boosting output and peak torque from 309hp (313PS) and 650Nm
(479 lb-ft) to 376hp (381PS) and 780Nm (575 lb-ft) respectively.
The cost for the ECU optimization is set at €1,800 (US$2,230) while MTM also
offers a slightly less powerful version at 360hp (365PS) and 760Nm (560 lb-ft)
for €100 less.
To improve the diesel-powered A6's stopping power, MTM has developed two
different brake sets. The first one comes with 380 X 34 mm discs,
stainless-steel-flex-line and eight-piston calipers priced at €4,900 (US$6,070),
while the second set with uprated 405 X 36 mm discs at a cost of €6,400
(US$7,930).
Next up on MTM's menu is the €1,740 (US$2,160) F-Cantronic ECU upgrade for
the air suspension that allows the driver to drop the ride height by up to 25mm
at the front axle and 20mm at the rear.
Last but not least, the German tuner offers a variety of alloy wheel designs
in sizes from 18- to 20 inches priced from €1,730 to €5,230
(US$2,140-US$6,480).
Nagel Dakkar is the Dartz of all SUVs…and Then Some More
Dartz, the Latvia-based company that will be forever remembered for the Prombron
Monaco Red Diamond Edition with its true- and then faux-whale penis leather
dressed interior, has returned with an announcement for a new future product.
The firm's new model is named Nagel Dakkar after Russian racing driver Andrew
Nagel who the 1912 Monte Carlo Rally.
Always up for a joke (we assume…), Dartz has this to say about the Nagel
Dakkar: "This won't be just new car model - will be new class of cars we call it
B.N.U.D.S."
And since you're surely wondering what B.N.U.D.S. stands for, we will allow
Dartz's unedited press release to do the explaining:
Bespoke - as every car will be made specially for You
Noble - as this car will be sold under world one of the oldest car labels
Urban - as will be excellent for city ride - and doesn't matter narrows streets of Monaco, of wide highway in LA.
Desert - car will be bsed on tubular frame and designed by famous SAM - Saxon Automobile Manufactur which is wellknown with their rally car with all perfomance issues
Safety - using titanium tubular farme in new car will be achieved unseen before safety for "civil" cars."
The Latvian company released two different renderings of the Nagel Dakkar, a
pencil sketch by its own Alex Isaev and a more professional looking CGI made by
German designer Pochwatta.
Dartz says the body and the interior of the SUV will be customizable while
the underpinnings will remain the same and include a 650hp Mercedes-Benz AMG
5.5-liter bi-turbocharged V8 engine.
Production will start in 2013 with prices for the base model ranging from
€250,000 to €300,000 when it comes to Euro notes and $390,000 to $468,000 if you
pay in good ol' US dollars – we have no idea why there's a difference between
the two currencies.
For more things that don't make much sense, hop over the break to read the
rest of the press release from Dartz.
Story References: Dartz via Autoblog.nl
Dartz Press Release:
Attached - scetches from two car designers we are working with - DARTZ stuff designer Alex Isaev (pencil pictures) and German designer Pochwatta.
Our joint team now are in discussion how will look future, and - as we are bespoke car builders - may be it will have different bodies.
That's for sure, as our customers must have choise.
As all we know no ladie will come to party in same dress as other.
But, yes, they always come to this party in same cars.
yes, expensive, yes luxury - but - YES - similar.
DARTZ-SAM car will solve that issue, as on titanium frame we can put on "dress' or car body you want, you choose, you dream.
DARTZ-SAM will world one&only unique car which will mix highest quality of german engeneering and car building traditions with insane russian luxury.
DARTZ-SAM will be favorite car in Your garage - as when you will wake up don't knowing what's your plans for today, you can easy jump in in DARTZ-SAM - you can go off-road, all-road, or any-road.
DARTZ-SAM - car where you can make billions, like in business-pullman, and non-stop go to win rally.
WHY NOT? You work hard - You deserve it!
DARTZ-SAM plans is to get as minimum 1,3% of world luxury SUV market, but that's minimum, DARTZ already get request from Chinese government company which they signed contract at 2011.
As uniting of such out-of-box thinking teams look very promising.
Wealthy people need personalized cars and there are ten's of bespoke sportcars makers - but there are zero bespoke SUV makers.
That make people to buy regular SUV's and invest hundred's of thousands to upgrade them.
But anycase this are just regular cars, with expensive, but regular upgrade.
DARTZ-SAM sales plan on nearest years:2013 10 units
2014 20 units
2015 40 units
2016 40 units
2017 40 units
Car price is planned Eur 250,000 - 300,000 for base model.
$390,000-$468,000
car specifications:Engine
8 cylinder AMG Mercedes V8 Bi-turbo
Capacity 5.5L
Performance 650 HP, 850 Nm (626 lb ft)
Top speed 250 km/h
Drive train
Gearbox 7
gear double clutch gearbox
Clutch AP Racing
Sinter metallic Differentials Sadev
Body
Titanium tubular frame chassis Base for all the vehicles
Carbon Kevlar chassis Extremely light
Dimensions
Length 4620 mm (4-door / 4920mm)
Width 2000 mm Height 1700 mm (250 mm clearance)
Unloaded weight 1890 kgs / 1990 kgs
Wheel base 2910 mm (4-door / 3210mm)
2014 BMW M3 Sedan Speculatively Rendered
We know that the next BMW M3 sedan is coming and we have a general idea of what
it will look like thanks to an abundance of spy shots over the past year, but if
you are still having a hard time visualizing the sportiest model in the F30
3-Series range, photoshop artist Wildspeed has put together these renderings.
The CGIs (Computer Generated Imagery) propose a wider body with bloated front
and rear wheel arches housing larger wheels in beefier tires, a vented hood,
double-slat grilles, side skirts and a typical M-style front bumper with
enlarged air inlets.
What do you don't see here is the rear end of the car that will sport a
redesigned bumper with a diffuser flanked by twin tailpipes on either side and
possibly a boot lid spoiler.
The F30 M3 sedan (along with the coupe model) will mark a return to a
straight-six engine, but this time it will be turbocharged with an output of
around 450-horses, up from the current unforced-induction V8's 414hp (420PS).
A six-speed manual gearbox or an optional seven-speed dual clutch
transmission will power the rear wheels.
We expect that the new M3 will be lighter than the current generation,
possibly losing as much as 100kg (220 pounds) with significant benefits in
handling, performance as well as fuel economy and greenhouse emissions.
Ford Taurus 2.0L EcoBoost 2013 First Drive
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Big car, small engine. The pairing may seem paradoxical, but Ford has made a
habit of dropping its turbocharged, direct-injection 2.0-liter four-cylinder
into its larger vehicles. The latest blue-oval big’un to get a small EcoBoost is
the beefy Taurus; this additional engine option, joining a naturally aspirated
V-6 and the SHO’s EcoBoost V-6, appears as part of the sedan’s 2013 refresh. As
for its other big/small combos, Ford already has ladled the 2.0-liter into the
Explorer and the Edge with mixed results.
Pay More for Less
We’ve found that Ford’s 240-hp EcoBoost four does an admirable job of
motivating the Edge and redesigned-for-2013 Escape crossovers, but is
overburdened in the Explorer. The engine is the 2013 Fusion’s top-of-the-line
motivator, and a higher-output version powers the new Focus ST. Regardless of
which hood the 2.0-liter lives under, the engine is well-mannered and smooth,
with linear power delivery and little turbo lag.
The turbo four is paired exclusively with a six-speed automatic driving the
front wheels and is available in any Taurus trim except the sporty,
range-topping SHO model. As with the Edge and Explorer, the 2.0-liter EcoBoost
four in the Taurus is a step-up, extra-cost engine. The promised return for its
$995 price is improved fuel economy relative to the base V-6 engine—both the
city and highway EPA ratings are three better here, landing at 22/32 mpg. In our
experience, it’s tougher to get close to EPA mileage estimates in turbocharged
cars, so we’ll reserve final judgment until we can fully test this model.
Beefy Tostadas Can Accelerate, Too
Of all the big Fords to get the 2.0-liter EcoBoost four, we think the 2013
Taurus may be the most appropriate. It’s mostly a question of mass. The Taurus
weighs a little less than an Edge when both are equipped with the engine. A
2.0-liter Explorer, on the other hand, weighs a good quarter-ton more than an
Edge so equipped, tapping out the powertrain. Although down 48 hp on the
Taurus’s base 3.5-liter V-6, the turbo four produces 16 additional lb-ft of
torque, and its twist is available at a lower rpm. As a result, the 2.0-liter
Taurus gets up and goes much like the front-wheel-drive V-6 sedan. The only
indication that two cylinders are missing comes in the form of a faint resonance
that enters the cabin at low revs in higher gears.
As befits its fuel-sipping mission, the four-cylinder Taurus’s six-speed
automatic transmission dutifully grabs the highest possible gear as quickly as
it can. There is a “sport” transmission mode, which delays upshifts until the
tach needle swings closer to redline, but it seems uncouth to drive a non-SHO
Taurus this way. A fidgety shift-lever-mounted rocker switch allows drivers to
summon an up- or downshift at their leisure. Unfortunately, no matter how
furiously you twiddle this switch, the transmission takes a good two-count to
execute on the command.
Dynamically, the four-pot car feels nearly the same as any other Taurus. Ford
says the 2.0-liter-equipped version is roughly 55 pounds lighter than a
comparable V-6 model; four-cylinder cars get slightly different front spring
rates along with minor changes to the dampers to account for the lighter load.
You don’t feel the weight difference, and the thing still feels heavy because it
is. At least the squishy suspension isolates passengers from all but the worst
road imperfections. The electrically assisted steering is devoid of road feel,
weighting up only off-center. An added bonus for all 2013 Taurus models is an
upgraded brake master cylinder, which has firmed up pedal feel and reduced its
travel.
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door
sedan
BASE PRICE: $28,390
ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4,
aluminum block and head, direct fuel injection
Displacement: 122 cu in, 1999 cc
Power: 240 hp @ 5500 rpm
Torque: 270 lb-ft @ 3000 rpm
Power: 240 hp @ 5500 rpm
Torque: 270 lb-ft @ 3000 rpm
TRANSMISSION: 6-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 112.9 in
Length: 202.9 in
Width: 76.2 in Height: 60.7 in
Curb weight (C/D est): 4100 lb
Wheelbase: 112.9 in
Length: 202.9 in
Width: 76.2 in Height: 60.7 in
Curb weight (C/D est): 4100 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 7.0 sec
Standing ¼-mile: 15.4 sec
Top speed: 112 mph
Zero to 60 mph: 7.0 sec
Standing ¼-mile: 15.4 sec
Top speed: 112 mph
FUEL ECONOMY:
EPA city/highway driving: 22/32 mpg
EPA city/highway driving: 22/32 mpg
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