Jaguar XS to rival 3 Series for powertrain diversity

The all-new mid-sized Jaguar XS will be available with a range of powertrains diverse enough to rival the BMW 3 Series.

Jaguar global brand director Adrian Hallmark told a small group of Australia’s automotive media including CarAdvice the XS (the name is unofficial at the stage) would benefit enormously from Jaguar Land Rover’s in-house four-cylinder petrol and diesel engine family that’s due to roll out of the factory in 2015.

“In that segment the engine sizes, the fuel consumption and the power standards that we have to achieve are quite broad,” Hallmark said at the New York auto show.

“If you take BMW they’ve got everything from an EfficientDynamics 109g/km [CO₂] 3 Series up to anM3 in one fundamental body style.

“We’d have to be similar in terms of our breadth of product offering, and these engines would form a large part of any strategy as we move down.”

Earlier this month, JLR expanded its investment into its new Engine Manufacturing Centre in the UK to more than £500 million ($729 million). Almost 1400 new engineering and manufacturing jobs will be created following the plant’s opening later this year.

While the new engines will be fundamental to the XS, Hallmark said their flexibility – “all of them are capable with two-wheel drive, four-wheel drive, hybrid, automatic, manual, east-west, or north-south installation” – will also see them slot into other models, including the new Range Rover Sport.

Hallmark also confirmed the engines will be compatible with the brand new nine-speed automatic transmission showcased in the Range Rover Evoque in Geneva, which will likewise find its way into the new XS (spied earlier this month undergoing testing wearing XF bodywork).

The Jaguar boss said the company had “no plans” of building a front-wheel-drive model – particularly not with XS – but admitted it had “no inhibitions about doing it in the future”, potentially for a model even smaller than XS.

“We don’t need to go front-wheel drive [with XS],” he said.

“We think that the benefits of rear-wheel drive in terms of dynamics versus the space and efficiency savings you get from front-wheel drive, the trade-off is still in favour of rear-wheel drive for us.”

Asked whether the XS could borrow Range Rover’s all-aluminium PLA architecture, Hallmark said modifying the platform for that purpose would be “almost like a new approach”, and said very careful consideration was required when developing fundamental components of smaller cars.

“When you start coming down the costs are so critical. A few hundred pounds difference on material costs on a Range Rover… We’ll scream about it and fight about it, but it’s not decisive.

“It’s make or break on a lower-price-segment car, absolutely make or break.”

The Jaguar XS is set to enter production from 2015 when it will become the brand’s first mid-sized car since the X-Type, which was discontinued in 2009.

Chevrolet Caprice PPV a chance in lucrative New York State Police battle

One of the largest state police departments in the US will purchase thousands of Australian-made Chevrolet Caprice Police Pursuit Vehicles if the Holden-based sedan wins a three-way shootout against rivals from Ford and Dodge.

New York State Police (NYSP) has purchased 10 Caprice PPVs, 10 Ford Taurus-based Police Interceptors and 10 Dodge Charger Pursuits as part of a pilot program that will determine the vehicle that supersedes its ageing fleet of about 1200 Ford Crown Victoria sedans.

While small in comparison to the city-bound New York Police Department whose fleet comprises more than 8000 vehicles, the NYSP deal could result in an additional 600 Caprice sales per year for Holden, with vehicles replaced roughly every two years after completing upwards of 185,000km.

Approximately 4000 Chevrolet Caprice PPVs have been sold in the US since the first cars hit the street in May 2011 – significant volume given Holden has sold little more than half that number of regularCaprices in Australia over the same period.

NYSP Sergeant Harold A. Litardo and Lieutenant Philip H. Fouché told CarAdvice there were positives and negatives to all three cars.

At roughly $33,000, the Dodge is the cheapest of the trio. The Ford costs about $35,000 while the Chevy is the most expensive at $38,000. Being built in Australia, it also has a much longer lead time than the other two.

The Caprice V8 has marginally less power than high-performance versions of the Dodge and the Ford (265kW versus 276kW and 272kW respectively), but is more powerful than the others in base V6 form (224kW versus 218kW and 209kW). Both Caprice variants have a higher top speed and a shorter stopping distance than their rivals, and are the only ones equipped with eight airbags as standard.

The Charger (below) is criticised for its poor visibility, while the Caprice features a console-mounted gearshift lever that takes up valuable space in the cabin. That’s set to change shortly, however, with a new, less-obtrusive steering column-mounted shifter currently under development to match the other two. The Caprice also has the biggest boot.

Sgt Litardo, the man responsible for purchasing the fleet and distributing the vehicles, says the biggest differentiator – and potentially the deciding factor – is that the Ford is all-wheel drive while the Caprice and the Charger are rear-wheel drive (although an AWD Charger is on the way).

“[AWD] is desirable for us because we’re in the northeast and when we have bad weather we get a lot of snow and ice, so it helps in areas that aren’t ploughed or are getting a lot of snow in a short amount of time. That’s something that’s attractive to the agency,” Sgt Litardo said.

“Our members on the other hand, a lot of them like the freedom of …  more power, and they’re just more comfortable in a rear-wheel-drive vehicle – that’s what they know. I also feel like they have more control of the car, even though [AWDs] are kind of fool proof.”

Lt Fouché, leader of the Traffic Incident Management Group, agrees that there are advantages to AWD but admits to having a soft spot for the Caprice’s power delivery and the familiarity of its rear-drive system.

“I think the agency was looking at the all-wheel drive as a solution to the inclement weather, but whether our field says that may be a completely different story,” Lt Fouché said.

“The guys are driving Crown Vics now. We train them and they drive for miles and miles on end with a rear-wheel-drive car, so I think in the field’s mind it would be a better transition to go with either the Dodge or this [the Caprice], and with the Dodge … the visibility is very, very difficult.

“But this car,” he said, motioning towards a Caprice on display at the New York auto show, “I love this car. I think it’s awesome.”

Lt Fouché says the final decision will be made by the men in the field rather than the agency, and denies that the Caprice’s higher purchase price will hurt its chances of being selected.

“If we end up choosing this [the Caprice] the price is probably going to be irrelevant because it suits our need,” he said.

“We would always focus on what our task is and what best serves our purpose and that should compensate for the difference in price. It’s a big difference but not where it’s going to be breaking the bank. Why go for a product that doesn’t work for us just because it’s cheaper?

“That’s why we run the pilot for several months, have them give us detailed information on what they did like, didn’t like, and once they’ve completed the survey we gather up all the data and we make a decision from there.

“I’m hoping that by end of summer (August) we will have selected our vehicle. When we do it, we will buy that vehicle. That’s it. Just like with the Crown Vic. Even though there were other vehicles, it will strictly be that vehicle.”

The Caprice was the first vehicle to enter NYSP’s pilot program. Ten Chargers have just entered the field, while the Fords are currently being upfitted with patrol equipment.

NYSP used to operate a fleet of Chevrolet Caprices years ago but switched to the Crown Victoria in the mid 90s when the Chevy was discontinued.

While many in the department have fond memories of the old Caprice, Lt Fouché says nostalgia will have no impact on today’s decision.

“I think all departments got excited when the Chevy came back, but it’s all about how it performs. That’s going to be the bottom line.”

A number of departments across the country have already made the switch to the Caprice PPV, including the Washington State Patrol, which will purchase up to 650 over the coming years, and the Kentucky State Police, which purchased 125 last July.

2013 Melbourne Motor Show cancelled

The 2013 Melbourne Motor Show has been cancelled as more and more manufacturers pull budgets away from big industry events in favour of more customer tailored efforts.

The Melbourne Motor Show, which was set to start on the 28th of June, was officially axed this morning despite a one-city-per-year strategy that meant Sydney would have motor shows on even years and Melbourne on odd.

The lack of a motor show in Australia’s second largest city is a big disappointment to car enthusiasts who’d waited almost two years for the show’s return. Brisbane last held a motor show in 2007.

The issue appears to be a case of marketing budgets being better spent elsewhere, with car companies asked to fork out millions of dollars to exhibit their brand with limited return on investment. According to some sources, it costs a major brand roughly $2 million to set up a motor show stand for 10 days.

The decision to hold both Sydney and Melbourne motor shows within one financial year has also no doubt played a significant role in the event’s cancellation.

The best year on record for a Melbourne motor show was in 2004, with over 250,000 attendees, its last event in 2011 resulted in just over 155,000 while the 2012 Sydney motor show managed just 135,000. The declining turnout figures are a worrying sign for the Sydney motor show, which is set to return in 2014.

Around the world many major cities – such as London and Amsterdam – have cancelled motor shows due to poor attendance and growing costs.

Are you disappointed that Melbourne won’t have a motor show this year? Tell us why either way.

Subaru Outback Diesel Automatic Review

The Subaru Outback is the default choice for those that want a spacious, very capable, all-wheel-drive Japanese wagon with solid build quality. Subaru’s undeniable reputation for durability and reliability is an added bonus.

For a few years now the Subaru Outback has been available with a diesel engine but only ever offered with a manual transmission. Now, for the first time, it will be released as a diesel automatic proposition, addressing the biggest hole in the company’s lineup.

From the outside the Subaru Outback has never been a looker, but having spent more than three months with our long term Outback test car last year, we can safely say what it lacks in looks, in makes up for in pretty much everything else.

The exterior of the new automatic diesel is identical to the manual diesel variant, with the same bonnet scoop carried over, helping to guide air onto the intercooler for the turbo-diesel engine.

To keep things simple, there are only two variants of the diesel Outback range. The base model starts from $42,490 and comes with 17-inch alloy wheels, a full compliment of safety features (including a reversing camera) that give it a maximum five-star ANCAP safety rating, Bluetooth phone connectivity and audio streaming, satellite navigation and dual-zone air-conditioning. The combination is enough to make the entry-level Outback an attractive buy for the price.

However, just $3000 more will get you the premium variant which adds an electric sunroof, electroluminescent gauges and colour LCD information display, full leather seat trim, power driver’s seat with memory function and rear air conditioning vents – the latter a must if you plan on putting kids in the back. Subaru expects the $45,490 premium model to take the majority of sales for private buyers.

The Outback is a very spacious car, so much so that we managed to fit two weeks worth of travelling gear (for two adults and a baby) into the back, with room to spare. The front seats are comfortable both in standard and leather trim while the rear can easily accommodate two large adults or three when required. Isofix child seat anchors are also featured.

The electric park brake has moved from its original position above the driver’s right knee to the traditional place between driver and passenger, while cabin noise has been reduced by 6.5 per cent.

The interior is covered in hard but high quality plastics that, while making the cabin feel a touch cheap, offer a high level of practicality. Our biggest issue with the 2012 model has also been rectified with the updated 2013 model’s satellite navigation and infotainment system finally able to be properly connected to a smartphone for both Bluetooth audio streaming and telephone connectivity in one go. The system itself uses a bright and easy to read seven-inch screen that, though reasonable, lacks the high-resolution picture display of screens found in some competitors.

The party piece of this model, though, is of course the automatic transmission. We say automatic to avoid confusion but in reality the Outback diesel auto employs a continuously variable transmission (CVT) instead of a regular torque-converter automatic gearbox.

What’s a CVT? A more detailed explanation can be found here, but briefly, it means that it has a single gear that expands and retracts as required. But does it work with a diesel?

For starters, the Subaru combination of a diesel and a CVT is rare; particularly when the horizontally opposed diesel boxer engine is considered. The interesting aspect here is how Subaru has implemented the CVT system with the diesel powerplant.

In regular driving situations the CVT will act like a normal CVT. It will sit in the right rev band and stay there without any attempts to feel like a ‘regular’ gearbox with individual gears. It can sound a little bit funny as it increases speed without ‘changing gears’ but if you plant the accelerator past 65 percent, it will go into what Subaru calls ‘step shift control’ – creating seven artificial gears and stepping through them as it accelerates. This makes it feel exactly like a traditional gearbox, but also effectively defeats the benefits of a progressively ‘shifting’ CVT.

The 2.0-litre four-cylinder turbo diesel has a power output of 110kW and delivers 350Nm of torque. Despite weighing a rather hefty 1600kg, the CVT and diesel engine combine for an official fuel economy figure of just 6.5 litres per 100km – better than a CVT-equipped Toyota Corolla at 6.6L/100km.

The benefit of a diesel, apart from fuel economy, is pulling power, and the Outback’s grunt is by no means underdone, though, it doesn’t have the torque surge you might expect of a diesel. It has the same torque output as diesel engines from the Germans (Volkswagen Passat Alltrack and Skoda Octavia Scout) but teamed with the CVT, it feels somewhat sluggish at highway speeds.

Driving at 90km/h and flattening the accelerator for an overtaking maneuver might leave you a little unimpressed as the Outback diesel CVT tends to take its time to gain speed. It’s unlikely to be an issue for most (and still provides more punch than the 2.5-litre petrol), but if you’re expecting amazing power delivery across the rev range then the 3.6-litre six-cylinder engine might be the go.

On road the Outback is very compliant, absorbing the bumps without bouncing around and is well suited to country roads and of course, city roads. Steering has been retuned for the MY13 update and is now more precise than ever and though there’s not much feedback coming through the wheel, it’s well suited to the application.

We drove our automatic diesel Subaru Outback test car through multiple dirt and loose surface roads around the outskirts of Wagga Wagga and Gundagi and found it behaved well, settling easily. If you push a lot, it does tend to get a little sideways at times but the car’s many electronic safety features will quickly jump to your aid and get the car back in shape. With a 213mm ground clearance, it’s also capable of some basic off-roading when called upon.

Overall the Subaru Outback diesel automatic is destined to do well. It offers a very competent package for a reasonable price. It’s best compared against its already mentioned German rivals and the more traditional large SUVs such as the Hyundai Santa Fe, Kia Sorento and the ageing and soon to be replaced Nissan Pathfinder and Toyota Kluger.

Subaru offers a three-year unlimited kilometer warranty and there is no extra cost for metallic paint. The Outback does miss out on capped-priced servicing, however, which is offered by some of its competitors.

Mercedes-Benz CLA Review

A niche-looking four-door luxury car has entered the realms of affordability with the new Mercedes-Benz CLA – a model that continues the three-pointed-star badge’s quest to lure younger buyers.

‘Younger’ is a relative term for a brand that has an average customer age that is one of the oldest in the industry, but the CLA has a visual dynamism that should perfectly complement the equally new A-Class hatchback.

The Mercedes-Benz CLA can be viewed as a downsized, ‘junior’ version of the German car maker’s much-heralded CLS that sparked a flurry of activity from rival product planners to copy the four-door ‘coupe’ concept.

The CLA, however, will cost less than a third than the CLS when it reaches Australia in late 2013 – a price tag that will start from about $50,000 and also position it below the C-Class (from $58,600).

Thank economies of scale. Where the CLS is based on the large E-Class sedan, the CLA skips the C-Class to share a modular platform with a new range of compact vehicles – including the new A-Class hatchback – that will eventually account for 400,000 units of production annually.

It makes the CLA unique for a four-door Mercedes; where the C-Class, E-Class and S-Class are rear-wheel drive as standard the CLA is front-drive (with the option of all-wheel drive in markets such as Europe).

The Mercedes-Benz CLA is actually slightly longer than the C-Class (which will grow in size again for the next-generation model due in 2014), though don’t expect similar levels of cabin space.

As with the sloping roofed CLS, rear headroom is restricted noticeably in the back seat of the CLA and taller passengers will also need to mind their heads when getting into and out.

Tight legroom also prevents the CLA from being a comfortable grand tourer for four adults, though it will still be sufficient for the vehicle’s main target market.

The interior situation gets better from here, too.

Boot space of 470 litres isn’t far off the C-Class and there’s a 60/40 split-fold seatback arrangement.

The yellow stripes and stitching of our CLA200 test car’s cabin brings a youthful, sportier look you wouldn’t find in the more conservative C-Class.

Hard plastics at the lower and mid level, some fake leather and some of the plastic dials reveal you’re not in a higher-end Mercedes but there are plenty of soft-touch materials, tactile surfaces and the overall perception of quality is positive.

The excellent design is familiar from the A-Class and B-Class, with the CLA sharing the hatchback’s iPad-style infotainment screen and lower-set driving position that feels all the more enveloping as a result of the high dashboard cowl and window lines.

That tapering roofline reduces rear vision to an extent, though the shape of Mercedes-Benz CLA does bring drag-defying ability through its claim as the world’s most aerodynamic production car. (For the boffins, the coefficient of drag figure is 0.22 for the base model.)

Mercedes says just a 0.04 change in a car’s coefficient can have as much positive effect on improve fuel efficiency as taking 100kg out of the kerb weight.

Mercedes-Benz is still mulling over which of two turbo diesel variants, the most economical, of the CLA it may bring to the Australia.

For now, we tested two of the three petrol models that will comprise the Mercedes-Benz CLA line-up from late 2013 at the car’s international launch in the south of France.

The CLA200 will be the entry level, powered by a 1.6-litre four-cylinder engine with 115kW (at 5300rpm) and 250Nm of torque (from 1250-4000rpm).

It’s a pleasantly flexible and refined engine, even if performance is respectable rather than sparkling.

The bigger-engined CLA250 makes use of its 155kW/350Nm 2.0-litre four-cylinder to be the stronger alternative – literally.

The growly engine note is more enhanced compared with the 1.6 CLA200 and acceleration noticeably quicker off the mark and through the gears.

Both engines will be paired with a seven-speed dual-clutch gearbox as standard in Australia (as with the A-Class).

It’s a smooth-shifting gearbox that, if left to pick gears, will ensure the CLA’s momentum is maintained by keeping the engines in their sweet spots, though it’s not without some vices.

Upshifts are slightly ponderous compared with Volkswagen’s similar ‘DSG’ system if not as annoyingly hesitant at low speed, and the default Efficiency transmission mode is programmed to change up early for improved fuel economy but at the expense of a responsive throttle pedal.

Sport is a more agreeable mode, though it defies its label by refusing to hold gears – a problem that remains even if you select Manual mode and use the paddleshifts to flick between gear ratios.

And the Mercedes-Benz CLA is the latest car to prove that front-wheel-drives can be fun to drive, with the caveat that a (more expensive) rear-wheel-drive C-Class Coupe is ultimately a more involving steer for the most discerning of keen drivers.

The CLA will be available with a ‘Comfort’ suspension on the 200 base model, though both the CLA200 and CLA250 we tested in France sat on the lower, stiffer ‘Sport’ suspension.

(It’s worth noting, however, that Mercedes-Benz Australia may hold off for a CLA 250 Sport version – as it did with the A250 – that is yet to be confirmed but would bring sportier engine and gearbox calibration, AMG suspension plus camber adjustment, quicker steering rack and sports exhaust.)

As a front-wheel-drive car, there are two aspects particularly impressive about the CLA: its ability to offer a press-on driving experience that is surprisingly free of both torque steer (tugging of the wheel as power goes through the same wheels responsible for the car’s direction) and understeer (where the front end pushes wide as grip expires).

Tyre grip from the 18-inch wheels fitted to both our CLA200 and CLA250 was tenacious, while the stability control system never felt the need to engage.

The steering also pleases with its weighting, accuracy and offering of some genuine feedback.

Roll on the CLA45 AMG version that will reach local showrooms a month or two after the CLA200 and CLA250 and bring to the table a 2.0-litre turbo four-cylinder that sends 265kW to all four wheels.

France’s roads are of markedly higher quality than Australia’s assortment of bitumen so a final judgement on ride and handling will need to be made when the CLA arrives later this year.

But even on the Sport suspension, while bigger bumps could send the occasional shimmer through the front end the CLA’s ride was admirably comfortable – never overly firm and with shock absorbers that lived up to their description.

The Mercedes-Benz CLA recalls the ‘baby Benz’ 190 of the early 1980s that some claimed would devalue the brand but were proved to be very wrong.

You can also dismiss such an issue for the CLA. It feels and looks like a proper Mercedes, yet one with a difference that goes beyond its eye-pleasing aesthetics.
Mercedes-Benz CLA200
Price: from $50,000 (estimated)
Engine: 1.6-litre turbo four-cylinder
Power: 115kW at 5300rpm
Torque: 250Nm at 1250-4000rpm
Transmission: 7-speed dual-clutch auto
Weight: 1395kg
0-100km/h: 8.6 seconds (manual; DCT not quotes)
Fuel economy: 5.5-5.7L/100km
CO2 emissions: 127-131g/km

Mercedes-Benz CLA250
Price: TBC
Engine: 2.0-litre turbo four-cylinder
Power: 155kW at 5500rpm
Torque: 350Nm at 1200-4000rpm
Transmission: 7-speed dual-clutch auto
Weight: 1480kg
0-100km/h: 6.7 seconds
Fuel economy: 6.1-6.2L/100km
CO2 emissions: 142-144g/km

Mini Paceman JCW priced at $58,600

The Mini Paceman JCW will become the brand’s most expensive regular-production model when it lands in Australian showrooms in May.

The John Cooper Works (JCW) Paceman will cost $58,600 in standard six-speed manual form and break the $60K barrier when optioned with the six-speed automatic, priced from $60,950 before on-road costs.

The three-door Mini Paceman JCW compact performance crossover commands an $1800 premium over the more practical five-door Countryman JCW on which it’s based, mirroring the pricing strategy applied to the regular Paceman range that launched locally earlier this month.

Like its high-performance Countryman sibling, the Mini Paceman JCW’s 1.6-litre turbocharged four-cylinder petrol engine produces 160kW of power (at 6000rpm) and 280Nm of torque (1900-5000rpm), and can deliver 300Nm for short periods between 2100-4500rpm on overboost.

With drive sent to each corner via Mini’s ALL4 all-wheel-drive system, the Paceman JCW sprints from 0-100km/h in 6.9 seconds, regardless of transmission selection.

The manual version consumes 8.0 litres of fuel per 100km on the combined cycle, making it slightly more frugal than the auto at 8.3L/100km.

Mini says the Paceman JCW’s chassis has been specially optimised with dynamically tuned dampers and anti-roll bars and a high-performance brake package. Pressing the Sport button in the centre console enhances the responsiveness and soundtrack of the engine, modifies the steering feel, and (in auto models) hastens the transmission’s shift times.

A JCW aero kit, unique two-tone paint colour and stripe combinations, 18-inch light-alloy wheels and a sports exhaust system distinguish the flagship Paceman from the outside, while a JCW sports leather steering wheel, anthracite roof liner and instrument dials, piano black trim, and contrasting red stitching and seams headline the interior upgrades.

All Paceman JCWs sold in Australia will also be fitted with the Chilli Package, which includes bi-xenon headlights, climate control, anti-dazzle rear-view mirror, cloth/leather upholstery and a Harmon/Kardon audio system.

Renault secures Alain Prost for F1

Ex-Formula One champion Alain Prost has furthered his role withRenault for 2013, assuming an advisory role within Renault Sport F1.
Prost, a brand ambassador for Renault since 2012, will extend his relationship with the French manufacturer in 2013 to include giving advice to the Renault Sport F1 executive committee as part of a new consultancy position.
Renault Sport F1 president and managing director Jean-Michel Jalinier said Renault – who currently supply engines to F1 teams Lotus, Red Bull Racing, Williams and Caterham – would continue to draw on Prost’s knowledge and experience, particularly as the team prepares for the upcoming technical changes for the 2014 F1 season, including the transition to V6 powerplants.
“Alain’s experience of F1 personnel and politics combined with his sharp intelligence and retained enthusiasm for the sport has already been of great benefit as we consolidate our position as an engine supplier to four teams,” Jalinier said.
Prost said it was a very exciting time for everyone, with the team representing strong potential.
“Over the past year I have seen that it has kept the same passion and rigour for F1, and it has stayed true to these values as it prepares for the new V6 power unit in 2014.
“I will use my experience and knowledge of the sport to advise on strategic and technical challenges.”

Within his new role, the French racing driver, who won four championships and 51 Grand Prix with teams associated with Renault, Williams, McLaren, Honda and Ferrari, will attend a selection of races throughout the year.
Only Michael Schumacher, with 91 victories, has won more Gran Prix than Alain Prost, with his long-time rival, Ayrton Senna, winning 41 before his fatal crash at the San Marino Grand Prix in Italy in 1994.

Mercedes-Benz S-Class interior revealed

The interior of the all-new Mercedes-Benz S-Class has been revealed ahead of its unveiling in May.

The official images of the S-Class’s lavish new cabin come as a set of revealing spy shots completely uncovers the exterior design of the luxury German limousine.

The sixth-generation Mercedes-Benz flagship sedan is set to reach Australian showrooms around the end of 2013, following its mid-year European launch.

For the first time in the history of the S-Class, the development focus was on the long-wheelbase version rather than the standard saloon – a consequence of the model’s growing popularity in Asia and that market’s preference for chauffer-driven luxury cars.

Mercedes says the result of this shift has been an emphasis on rear-seat comfort and safety.

Five rear-seat variations are available, with the most accommodating offering 43.5 degrees of backrest recline and support cushions for the passengers’ calves and heels.

The reclining seats are fitted with ‘cushionbags’ for safety, while seatbelt-integrated ‘beltbags’ also deploy in the event of a crash, lessening the strain on the occupants’ ribcages.

The seats also feature an ‘energising’ massage function, which was developed in collaboration with physiotherapists and psychologists. The backrests contain 14 separately actuated air cushions and heaters, combining to give passengers a choice of six massage programs. In another world first, the heater system extends to the front and rear side and centre armrests.

The S-Class’s new ‘Air-Balance’ package incorporates improved air filtering with an ioniser that combats viruses and bacteria while emitting negatively charged oxygen ions, which have a relaxing effect. Also included is an ‘active perfuming system’, which “individualises the smell of the vehicle interior” without permanently changing its scent or depositing perfume molecules on fabric surfaces or clothing.

Despite the second-row focus, the new-generation S-Class driver has far from been forgotten about.

The new dashboard features two 12.3-inch high-resolution colour displays: one positioned behind the steering wheel, replacing the conventional instrument cluster with a free-floating “corona-effect” backlit display; the other mounted centrally for the safe and convenient control of infotainment and comfort functions.

Surface quality takes a generational leap forward, with generous use of wood trim, pearl-effect paint finishes and metallic switchgear.

Mercedes claims another world first with the S-Class’s entertainment system, which uniquely allows passengers in the four main seating positions to access all media sources independently – be it radio, TV, DVD, USB devices, internet or navigation.

The covers will come off the all-new Mercedes-Benz S-Class at a special event in Hamburg, Germany, on May 15.

Click the Photos tab for more images.

BMW marks 10 years of Rolls-Royce ownership with first-ever exhibition

A Rolls-Royce exhibition celebrating 10 years of BMW Group ownership and what would have been Sir Henry Royce’s 150th birthday opens its doors this week at the BMW Museum in Munich.

The first-ever Rolls-Royce Motor Cars exhibition at the BMW Museum, ‘Strive for Perfection’ chronologically details the luxury manufacturer’s evolution from the meeting of Sir Henry Royce and the Honourable Charles Stewart Rolls in 1904 through to the present day.

Covering more than 1000 square metres over five floors, the exhibition includes 15 original Rolls-Royce vehicles spanning from 1907 to 2012, including the 1926 Rolls-Royce 10EX, an experimental car built to demonstrate the performance potential of the ‘New Phantom’.

The historic cars are joined by displays of coachbuilding, craftmanship, bespoke design, engineering and advertising as well as the famous Rolls-Royce icons the Spirit of Ecstasy hood ornament and ‘Pantheon’ radiator grille.

Rolls-Royce CEO Torsten Muller-Otvos said the exhibition proudly celebrates the 10th anniversary of the renaissance of Rolls-Royce under BMW.

“Our contemporary motor cars present a unique blend of German expertise and technology and outstanding British craftsmanship and design. It is therefore appropriate that this key moment in the story of this Great British manufacturing success story is told in the BMW Museum.”

Just in case you’re planning a trip to Munich in the next 12 months, the exhibition is open to the public from March 21 until the end of March 2014.

BMW took control of the Rolls-Royce name on January 1, 2003, when at the same time, Volkswagentook sole control of the name Bentley.

Volkswagen E-Up! production car revealed

The production version of the all-electric Volkswagen E-Up! has made a brief appearance at today’s annual VW press and investor conference at Wolfsburg ahead of its public debut at the Frankfurt Motor Show in September.

The E-Up! is Volkswagen’s first fully electric production vehicle and has a range of up to 150km on a single charge, thanks to its low weight of 1185kg.

The Volkswagen E-Up! can be recharged to 80 per cent capacity within 30 minutes, with the battery integrated in the underfloor area.

Power comes from an 18.7kWh lithium-ion battery capable of propelling the electric Up! from 0-100km/h “within 14 seconds”. Top speed is a claimed 135km/h.

Hidden behind the ‘fuel-filler’ cap is the charging port, but the E-Up! also offer the new Combined Charging System (CCS), which VW and other car makers have co-developed.

It supports both DC and AC charging, allowing drivers to charge their cars at most charging stations – regardless of the power sources and charging rates on offer.

A distinctive feature of the E-Up! is the is the curved layout of the LED daytime running lights in the front bumper, while the front-end, sills and underbody have been aerodynamically enhanced.

Other features include machine-polished 15-inch alloy wheels, Volkswagen emblems with distinctive blue backgrounds and an E-Up! logo at the rear.

The cabin features light-grey E-Up! seat covers with blue-stitched seams, while leather and chrome accents have been used to highlight its all-electric power.

2013 World Car of the Year finalists announced

The finalists for the 2013 World Car of the Year awards have been announced with some familiar names set to battle it out for this year’s title.

Covering four categories – Car of the Year, Performance Car of the Year, Green Car of the Year and Car Design of the Year – the awards encompass a wide range of vehicles from the fast and beautiful to the efficient and practical.

The four finalists for WCOTY have been selected from an initial entry list of 42 new vehicles and comprise the Mercedes-Benz A-Class, Porsche Boxster/Cayman, the Toyota 86/GT 86/Subaru BRZ/Scion FR-S and the recently announced 2013 European Car of the Year winner, the Volkswagen Golf. Volkswagen claimed victory last year with the Volkswagen Up! coming up trumps.

Won by the Porsche 911 in 2012, the Ferrari F12 Berlinetta, Porsche Boxster/Cayman and the combined entry of the Toyota 86/GT 86/Subaru BRZ/Scion FR-S will fight it out for top honours in the World Performance Car of the Year class.

The three World Green Car finalists for 2013 are the Renault Zoe, Tesla Model S and Volvo V60 plug-in hybrid, while the World Car Design of the Year award will come down to the Aston Martin Vanquish,Jaguar F-Type and the Mazda 6.

According to the WCOTY association, eligible candidates must be vehicles available for sale on at least two continents during the period beginning January 1, 2012, and ending May 30, 2013, and must have a minimum annual production rate of 500 vehicles.

Winners of each category will be revealed at the upcoming New York auto show that gets underway on March 27, following the decision of the 66-member jury made up of automotive journalists from Asia, Europe and North America.

Audi R8 V10 plus: engine revealed and heard

udi has strapped the new Audi R8 V10 plus to a dyno sans its rear bumper, engine cover and half of its exhaust. Then they filmed it.

The video shows the new 404kW/540Nm 5.2-litre V10-powered Audi R8 V10 plus starting up, turning its wheels on the dyno and then marching through the gears in an aurally exhilarating fashion. The flames belching from the open exhausts on downshifts are equally enjoyable.

The Audi R8 V10 plus launches locally later this month alongside the regular 386kW/530Nm Audi R8 V10 and 316kW/430Nm 4.2-litre V8-engined R8. All are available with either a six-speed manual or a new paddle-shifted seven-speed S tronic dual-clutch automatic transmission with the V10 plus setting the performance bar with a 0-100km/h time of 3.5 seconds (3.8secs for the manual) and a top speed of 319km/h (317km/h for the S tronic).

Audi UK national communications manager Kristian Dean said the new Audi R8 V10 plus pushed the boundaries in terms of performance and innovation.

“The new video content gives car enthusiasts the opportunity to hear the R8 V10 plus being taken to the red line.”

The new Audi R8 V10 plus

Prices will be revealed closer to the supercar’s upcoming Phillip Island launch, though the updated R8 range is expected to hold close to the current line-up’s $271,500 starting point.

2013 Aston Martin DB9 Review

Tweaked for more power and boasting an edgier range of technology, the 2013 Aston Martin DB9 marks more of an evolution of the car’s soul rather than its beautiful body.
From the front the new DB9 is the spitting image of the now discontinued Aston Martin Virage – adopting the same elongated headlamp assembly with LED daytime running lamps.
Aston says it’s made subtle improvements to the front splitter for improved airflow to the carbon-ceramic brakes, but seriously, you’ll be hard pressed spotting those.

The similarities extend to the rear of the car too, except the latest Aston Martin DB9 gets a new ‘flipped up’ boot spoiler for reduced lift, along with more muscular rear haunches for slightly stronger differentiation between the two models.
Inside, we were hoping for Vanquish-grade ergonomics with its lowered centre console and new centre stack, but the layout remains largely unchanged from the outgoing DB9, except for the proper polished glass switchgear.
You can smell the leather-infused aroma oozing out of the Bridge of Weir hides, as you sink into the most perfectly cocooning sports pews – only this time there’s a hand-stitched welt running down either side of the console, which requires a 1.8-metre continuous piece of leather.

The low-slung seats and small-ish diameter steering wheel in the DB9 combine to provide the prefect driving position, ensuring the driver feels at one with the car.
Everything is special inside here. It’s all real metal, real glass and real carbonfibre – several levels above luxury.
The real surprise, perhaps, is that it actually costs less than the outgoing DB9. Priced from $349,500 for the Coupe and $380,500 for the Volante (tested) the latest iteration of Aston Martin’s grand tourer offers savings of $12,455 and $12,463, respectively.

Mechanically, there’s more of the same under the DB9’s alloy bonnet, with Aston’s 6.0-litre V12 that’s powered it since launch.

The difference is this time there’s a revised block, new head and various other tweaks that bump power and torque up to 380kW and 620Nm – increases of 30kW and 19Nm respectively.
That’s enough to propel the Aston Martin DB9 from 0-100km/h in 4.6 seconds and onto a top speed of 295km/h.

But even with the engine upgrades, the DB9 Volante is outgunned by several lower-priced rivals – at least from a standing start. The BMW M6 Convertible is priced from $308,500 and can reach 100km/h in 4.4 seconds, as can the $363,500 Jaguar XKR-S Convertible.
The brakes have also been uprated to massive cross-drilled, carbon-ceramic rotors with six-pot Brembo calipers up front, and four down back, for proper fade-free stopping, all day long.
The DB9 boasts the same ‘Gen4’ VH architecture as the more expensive Vanquish, which is not only stiffer than the previous car, but also includes Aston’s next-generation adaptive damping and all-round double wishbone suspension.

Push the crystal-tipped glass key fob into its spring-loaded slot and hold firm until the V12 lets out its signature bark. While we love the aural component, it all feels a bit too theatrical in this age of keyless entry and push button start.
Like all current Astons with the electronically controlled Touchtronic2 six-speed transmission, drive modes are engaged by a series of glass buttons at the top of the centre console (P, R, N and D), rather than a conventional shifter.
Below these are three more glass buttons that control the suspension damping (Normal, Sport and Track modes) along with a sport button.

There aren’t many corners along Miami’s South Beach strip, so we set off with the suspension locked in its most comfortable setting.
As far as we can make out, potholes and busted-up roads don’t exist in the Miami Dade County, but those insignificant-looking expansion joints are properly felt in the DB9, even in the normal suspension setting.
They’re not enough to unsettle the chassis (that’s rock solid stable), but it’s a very firm setting to be classed as ‘Normal’.

We tried the other two settings and frankly, they may as well have been labelled Firmer and Firmest. It’s not quite in the bone-shattering category, but still way too stiff for anything other than billiard-ball-smooth US highways.
The upside is that body roll is simply non-existent in the DB9 allowing for high-speed cornering while remaining utterly composed and planted.
Tap the Sport button, load up the throttle and start throwing the big Aston into a few corners and the DB9 suddenly morphs from a capable GT to bona-fide sports car.

The DB9’s hydraulic steering is extraordinarily good – Astons are like that. Perfectly weighted, very quick and with scalpel-like precision for racecar-like directness and feedback, which only serve to enhance the driving experience.
You’ll need more than twisty canyon roads to get anywhere near the handling limits of the DB9 – it’s a tremendously well balanced machine that urges you to keep piling on the power for more of that deeply emotive V12 howl.
Wind it up to 5000-plus-rpm on the dial and you’ve got 620Nm of twist for all the overtaking grunt you could ever need. Its all the more enjoyable in the soft-top Volante.

It feels properly quick from anywhere in the rev range and there’s a tonne of grip, but dial up a moderate dose of over-zealous throttle and the DB9 will light up the P Zeros down back.
Better still, pull the magnesium-fashioned right paddleshifter and you’ve got full control of the transmission.
There are no electronics to shift gears for you in this mode (definitely a good thing) – hold any ratio long enough, and you’ll be bouncing off the rev limiter until you shift up – manually.
The DB9’s Touchtronic transmission is certainly smooth-shifting, but it can’t match the more common (in this class) dual-clutch transmissions for sheer gearbox response and driver involvement.

But these irks don’t spoil what is essentially a class-leading GT-slash-sports car that has been bolstered for even better performance.
Aston Martin has really nailed it with the latest DB9. This is a much improved and more focused car than its predecessor, a figurehead of English automotive styling with a bit of added grunt.

Throw in the cut-down pricing and it’s all the motivation cashed-up punters will need to stake their claim on a classic.