Lincoln Continental Concept Revealed! (It is Already Headed for Production)

Take a Ford Taurus, rub it sparingly with the sad ham of luxury appliqué, and you get the Lincoln MKS. In reality, there may not have been a automobile more cynical in Ford’s repertoire given that post-Malaise downsizing of the 1980s. Finally, Lincoln has decided to erase this blight upon its name, and if the new Continental idea car is not the blocky, presidential pomp machine the fashionably tattooed were hoping for, it is undoubtedly a step away from the baleen-waterfall-stache visual grammar Lincoln has been selling of late.

Officially, the Continental is a notion. But you will see a production version next year. Our sources suggest that the new Conti will not ride on the MKS/Taurus platform, which is also shared with the Lincoln MKT and Ford Flex, but rather on an enlarged version of the CD4 platform, which underpins the Fusion and MKZ.

Ford is playing coy with regards to the concept’s powertrain specifics beyond the reality that it makes use of a 3.-liter EcoBoost V-6, a slightly enlarged variant of the 2.7 Nano. However, we hear that the 2.7 would be a base engine, at least here in the United States. China would likely get an even smaller sized 4-cylinder option. The thrilling bit is that the Continental is rumored to use the very same trick all-wheel-drive system employed in the new Ford Concentrate RS.

We presume the emphasis is on certain-footedness rather than out-and-out stoplight drags or gymkhana-fied acrobatics. Throughout the car’s unveiling at a preview in New York, FoMoCo honcho Mark Fields and Lincoln chief Kumar Galhotra repeated Lincoln’s “quiet luxury” mantra ad infinitum. So considerably so that we identified ourselves lulled into an alpha state by the sense memory of Matthew McConaughey’s laid-back twang. It is all just sounds, man. It is not even like . . . words.

One look at the back seat affirms this. Tap the underside of the chromed handle sticking out of the windowsill and the door pops open. It is a big honking door. It is a Maybach-ian, Chinese-energy-broker-grade door. The sunroof is electrochromatic—changing from opaque to clear at the press of a button—and Ford has taken out 50 patents on the seats in this point. The seats function 30-way adjustment, and a single of the joys is an outer side bolster that deflates to aid ingress and egress. Also, we want a girlfriend produced of the plush, plush carpet. Or at least a cat—a cat would almost certainly be a lot more acceptable. The complete interior therapy, resplendent in dark blue and chrome, suggests the glory of the jet age without having getting slavishly retro. We dare Lincoln not to dumb it down any much more than is necessary to pass crash standards for production, since it is as good as anything south of $ 200,000.

The exterior has its moments. In profile, it’s somewhat Mulsanne/Phantom-esque. From the rear, it’s aces. We specifically like the quad exhaust with asymmetrical outer guidelines. The front finish screams Jag-ura, with its RLX-style headlamps and XE/XJ-mimicking grille. Even though it’s a far better appear than the prior remedy, it is a lot more Euro-Japanese derivative than we’d like to see from an American brand. We do, even so, really like the peaked hood. The headlamps, by the way, are of the matrix-LED style that Audi can’t sell to us maybe an American organization futzing with the tech can lastly get it legalized.

All in all, the new Continental comes off as a slightly mixed bag. That is an improvement more than the MKS, which was not the sort of bag that James Brown would ever have been pleased to own brand-new. But this Continental? He may well just have liked this.

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Lincoln Continental Concept Revealed! (It is Already Headed for Production)

2015 Bentley Continental GT3-R Initial Drive: Lighter, Faster, Costlier

Very first Drive Evaluation

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Pushing the Bentley boundaries when again.

A single thing that has always separated Bentley from its former longtime partner Rolls-Royce is its racing heritage. Bentley trots out this factoid from time to time when it wants to go back to the track, as it did at Le Mans from 2001 to 2003 with the Speed 8 and as it is undertaking now with the Continental GT3 in the Blancpain Endurance Series in Europe and the Pirelli World Challenge right here in the States.

Whipping effectively-heeled motorsports fans into a froth over Bentley race automobiles doesn’t serve considerably objective unless you can then give them anything to purchase. So along comes the GT3-R, a limited-edition brand stretcher intended to test the waters for even sportier Bentleys that may possibly come down the chute later.

Priced at $ 339,725, or a lot more than $ 135,000 costlier than a base Continental V-8 S, the 300 copies of the GT3-R that Bentley says it will construct will not be GT3s with license plates. In other words, the GT3-R is not a slammed, rear-wheel-drive racing shell with a sequential transmission, a roll cage, and a rather massive Gatorade bottle. As an alternative, it’s a massaged Continental GT V-8 S that has been horse-whipped to 572 horsepower and 516 lb-ft, increases of 51 and 14. That’s a lot of sauce out of 244 cubic inches. Truly, there’s an overboost function that makes feasible 592 horses and 553 lb-ft for 15 seconds, which is not extended enough to get down the Mulsanne straight but much more than enough to scare the caviar lunch out of your passenger.

A Bentley with No Wood?

Yes, just one passenger, because to attain its 220-pound weight savings over the regular Conti, the GT3-R goes with no back seats, as an alternative supplying a diamond-pleated parcel shelf to go with your diamond-pleated buckets. This is the 1st Bentley that anybody at the factory could keep in mind with completely no wood (although the Bentley PR group later pointed out that the ISR from a couple of years back also lacked wood). As an alternative, the GT3-R functions carbon trim on the doors and the center and overhead consoles. If you miss that detail, the slashes of grasshopper-green trim pretty scream that you are in for a diverse kind of Bentley experience, despite the truth that the automobile is nonetheless weighty, at a factory-claimed 4840 pounds.

The deep buckets are about as cushy as a stack of drywall, and as soon as you are buckled in, the twin-turbo V-8 alights with a louder, coarser roar through its titanium exhaust than any street-legal Bentley you have previously encountered. New pistons, turbos, and engine calibrations give the throttle an urgency it lacks in the Continental S, which, granted, is deliberately a small squishy. Bentley claims a -to-60-mph time for the R of 3.6 seconds, a realistic quantity as confirmed by our effectively-calibrated keisters. This massive B moves out.

We’re told the W-12 wasn’t employed due to the fact it is a lot heavier, and trimming mass was a GT3-R priority. We’d guess that it also doesn’t lend itself as effortlessly or as cheaply to a energy bump as the Audi-created V-8, which has currently been taken to 560 hp in the RS7. And who knows? Bentley may possibly even drop the W-12 from the Continental in the future and reserve it for sedans like the Flying Spur and the Mulsanne.

Either way, the worked V-8 provides a vigorous if gentlemanly urge to the GT3-R, grumbling potently without becoming aurally abusive. A shorter final-drive ratio (3.50:1 alternatively of 2.85 in the V-8 S) definitely assists hasten the GT3-R’s acceleration. You can shift the 8-speed automatic—which has been tuned for faster changes—with the blocky paddles or simply select the sportiest mode, which holds the vehicle in lower gears and seems to have the suitable ratio cued up when you want it.

Moves: It Has Them

In the curves, the firmer spring prices and revised shock tuning sharpen the handling, the GT3-R turning into the corner a lot more fiercely and with significantly less roll. A torque-vectoring rear differential also does its component to turn this large freighter like a racing sloop. Although the steering ratio is the same, the R’s synthetic-suede-wrapped wheel feels far better connected and faster, in part because the physique isn’t permitted to sway as significantly. In spite of nevertheless being in a enormous, wide Bentley, we located corner placement straightforward and the grip from the Pirelli 275/40 tires on 21-inch forged wheels to be unbreakable. Ceramic brake discs, which are even larger than a standard Conti’s at a satellite-dish-sized 16.5 inches in diameter up front, quit the vehicle as if it were 1000 pounds lighter.

You can connect corners on your favourite twisty road with a fluidity that drivers of BMW M3s and Audi S4s will locate familiar. No, the GT3-R doesn’t appear as flickable, but it does not flinch in late braking events or trigger you to sweat a sudden decreasing radius. Luxury machines tend to disconnect the driver from the road, but the GT3-R does its very best to restore communication by means of the hardware.

Bentley’s apparent objective of turning its luxury cruiser into a harder-edged corner-seeker has been accomplished—which tends to make the GT3-R a bit of an odd duck. Regardless of the trimming of weight, it is not specially light, and far-quicker machines are available for a lot much less cash (paging the Porsche 911 Turbo). But you can’t frame the vehicle in rational, comparative terms. It is a bone for the Bentley fan base, an increasingly younger crowd that wants efficiency. Will this lead to a new R sub-brand? Let’s see how this vehicle is accepted, we’re told. At least Bentley, as opposed to Rolls, has a history here with its several Red Labels, Green Labels, and Black Labels, as well as its numerous trips to Le Mans more than the decades. With the GT3-R, Bentley is obtaining prepared to push its boundaries again.

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2015 Bentley Continental GT3-R Initial Drive: Lighter, Faster, Costlier

The Continental: Bugatti Veyron Successor Gets a Name, Topless Mercedes-AMG GTS Seems Unlikely

Every week, our German correspondent slices and dices the newest rumblings, news, and swift-hit driving impressions from the other side of the pond. His byline might say Jens Meiners, but we merely contact him . . . the Continental.

Next year, we will ultimately see the wild Bugatti Veyron 16.4‘s successor in the metal. I hear it’ll be named the Chiron, just like the eponymous 1999 Bugatti concept vehicle styled by Italdesign Giugiaro. You study it here first. In case you had been asking yourself, the Chiron notion auto appears to have taken its naming inspiration from early Bugatti racing driver Louis Chiron. Naturally, a cursory Google search returns far a lot more info for a diverse Chiron, who is apparently a notable centaur from Greek mythology.

No Mercedes-AMG GT Roadster

Difficult times lay ahead for the Porsche 911. I have observed its nightmare, and it is the Mercedes-AMG GTS, Benz’s new sports automobile which is in the middle of a multi-stage launch. Beginning with prototype drives and continuing with an ever-increasing multitude of particulars on its powertrain and interior, Daimler is keeping suspense at a maximum. Full information here next week.

Inside, the GTS is beautifully executed, with a stylized NACA duct in the center console and 8 cylindrical buttons mimicking a its engine’s V-8 cylinder arrangement. The most gorgeous detail is the row of buttons positioned above the windshield. It lends a positively aeronautical appear to this currently spectacular interior.

Power will come from the new M178 twin-turbocharged 4.-liter V-8 engine. Down the road, there will be a GT3 version, which will type the basis for a buyer racing series. But there will not be a V-6 engine option. And if Porsche ever decides to do a 4-banger 911, I am confident that the boys from Stuttgart will have that market all to themselves.

A roadster version of the AMG GTS is practically complete, and at this point it wants small a lot more than an executive yes/no choice. But a choice in the affirmative is unlikely to come, given that the topless GT would undermine the position of the a lot more prestigious SL. Already below stress from the upcoming S-class cabriolet that Daimler R&D board member Thomas Weber confirmed is on its way, an open-top GT is the final factor the ailing SL would need standing beside it in the showroom.

Volkswagen to Empower the U.S.

The U.S. may possibly be Volkswagen’s most challenging marketplace of late: Sales are effectively beneath expectations, and the cars are not in tune with the expectations of the average American purchaser. The design and style is perceived as cold and generic, and there is as well tiny “news” or pizazz in the brand’s portfolio.

Now top management has given the U.S.-marketplace operations a lot much more clout. Item cycles will be shortened to 5 years, in a 3–2 pattern: Following a model’s redesign, its first major facelift will come after 3 years 2 years later, an totally new solution will be prepared. The initial car to which this life cycle will apply is the upcoming B-segment SUV, followed by the next-generation Passat. Even prior to that, in time for the 2016 model year, the existing Passat will obtain a significant face lift. This update will give it a far much more aggressive and contemporary appearance.

To be clear, the new American-market place life-cycle strategy will not be applied to the brand globally, but they have implications for markets where U.S.-made models are sold, such as China.

I have received more intel on the next-gen VW Phaeton, which “is developed and finished” as these words are published. Based on the “MLB Evo” platform, the new Phaeton will be offered with numerous higher-powered engines, including a V-8 TDI with around 450 horsepower, a gasoline plug-in hybrid, and a W-12 (!).

Audi News, Electrically Supercharged Edition

Audi has just face-lifted its A6 and A7 models for the European market place, and now I’ve spent some time behind the wheel of the new A7 at the vehicle’s launch in Copenhagen. The updated A7 will come to the U.S. for the 2016 model year. The modifications, which consist of new headlights and taillights, bring the vehicle visually closer to the 2009 Sportback concept, which is a very good point.

The most fascinating model, apart from the ultra-potent RS7, is the A7 Competition (pictured above), a prime-of-the-line diesel model with a twin-turbocharged V-6 TDI. Thanks to a lot more aggressive timing, optimized turbocharger bearings, and a certain exhaust downpipe, it makes 326 horsepower (up to 346 horsepower below overboost circumstances). The sprint to 62 mph now takes merely a claimed 5.1 seconds, and best speed is governed someplace north of 155 mph. (Audi is normally a bit much more generous with its limiters than the competition, so raise your expectations.)

But Audi has yet a much better concept: Electric supercharging, which we have described in detail soon after Audi let us attempt out an RS5 TDI with a twin-turbocharged, 385-horsepower diesel equipped with such a device. In Copenhagen, Audi had a pre-facelift A6 prototype with an electric supercharger for us to try, as well. With its engine based on a 3.-liter V-6 TDI with a single turbocharger plus the e-superchargerr, it is rated at a healthy 326 horsepower. The motor does not match the twin-turbo RS5 TDI concept’s sheer upper-rev energy, but it performed just as beautifully at step-off and at low rpm. I can not wait to see this technologies on the road.

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A  Cool Lada—No, Seriously!

Pretty considerably every person missed out on the Moscow auto show, which is a pity. Lada unveiled the Vesta, a new compact sedan of unprecedented good quality (for the brand) and style. I like Ladas they are truthful vehicles with character. And the Vesta confident has lots of character.

The Continental: Bugatti Veyron Successor Gets a Name, Topless Mercedes-AMG GTS Seems Unlikely

The Continental: Bugatti Veyron Successor Gets a Name, Topless Mercedes-AMG GTS Seems Unlikely

Each and every week, our German correspondent slices and dices the most current rumblings, news, and fast-hit driving impressions from the other side of the pond. His byline may say Jens Meiners, but we basically call him . . . the Continental.

Subsequent year, we will ultimately see the wild Bugatti Veyron 16.4‘s successor in the metal. I hear it’ll be named the Chiron, just like the eponymous 1999 Bugatti idea vehicle styled by Italdesign Giugiaro. You read it here first. In case you had been wondering, the Chiron idea car seems to have taken its naming inspiration from early Bugatti racing driver Louis Chiron. Naturally, a cursory Google search returns far a lot more data for a different Chiron, who is apparently a notable centaur from Greek mythology.

No Mercedes-AMG GT Roadster

Hard occasions lay ahead for the Porsche 911. I have observed its nightmare, and it is the Mercedes-AMG GTS, Benz’s new sports automobile which is in the middle of a multi-stage launch. Starting with prototype drives and continuing with an ever-rising multitude of particulars on its powertrain and interior, Daimler is keeping suspense at a maximum. Full information here next week.

Inside, the GTS is beautifully executed, with a stylized NACA duct in the center console and 8 cylindrical buttons mimicking a its engine’s V-8 cylinder arrangement. The most spectacular detail is the row of buttons positioned above the windshield. It lends a positively aeronautical look to this currently spectacular interior.

Energy will come from the new M178 twin-turbocharged 4.-liter V-8 engine. Down the road, there will be a GT3 version, which will kind the basis for a customer racing series. But there will not be a V-6 engine selection. And if Porsche ever decides to do a 4-banger 911, I am confident that the boys from Stuttgart will have that market place all to themselves.

A roadster version of the AMG GTS is practically complete, and at this point it requirements small much more than an executive yes/no choice. But a selection in the affirmative is unlikely to come, given that the topless GT would undermine the position of the much more prestigious SL. Already beneath stress from the upcoming S-class cabriolet that Daimler R&D board member Thomas Weber confirmed is on its way, an open-leading GT is the last point the ailing SL would require standing beside it in the showroom.

Volkswagen to Empower the U.S.

The U.S. may be Volkswagen’s most challenging market place of late: Sales are well under expectations, and the cars are not in tune with the expectations of the average American buyer. The design and style is perceived as cold and generic, and there is as well tiny “news” or pizazz in the brand’s portfolio.

Now best management has offered the U.S.-market place operations a lot much more clout. Product cycles will be shortened to 5 years, in a 3–2 pattern: Following a model’s redesign, its 1st major facelift will come following 3 years 2 years later, an totally new product will be prepared. The first vehicle to which this life cycle will apply is the upcoming B-segment SUV, followed by the next-generation Passat. Even just before that, in time for the 2016 model year, the existing Passat will acquire a main face lift. This update will give it a far a lot more aggressive and modern appearance.

To be clear, the new American-industry life-cycle approach will not be applied to the brand globally, but they have implications for markets exactly where U.S.-developed models are sold, such as China.

I have received much more intel on the subsequent-gen VW Phaeton, which “is created and finished” as these words are published. Primarily based on the “MLB Evo” platform, the new Phaeton will be presented with numerous high-powered engines, like a V-8 TDI with around 450 horsepower, a gasoline plug-in hybrid, and a W-12 (!).

Audi News, Electrically Supercharged Edition

Audi has just face-lifted its A6 and A7 models for the European market place, and now I’ve spent some time behind the wheel of the new A7 at the vehicle’s launch in Copenhagen. The updated A7 will come to the U.S. for the 2016 model year. The modifications, which include new headlights and taillights, bring the auto visually closer to the 2009 Sportback idea, which is a excellent point.

The most fascinating model, apart from the ultra-effective RS7, is the A7 Competition (pictured above), a leading-of-the-line diesel model with a twin-turbocharged V-6 TDI. Thanks to far more aggressive timing, optimized turbocharger bearings, and a particular exhaust downpipe, it makes 326 horsepower (up to 346 horsepower below overboost situations). The sprint to 62 mph now requires merely a claimed 5.1 seconds, and prime speed is governed somewhere north of 155 mph. (Audi is generally a bit a lot more generous with its limiters than the competitors, so raise your expectations.)

But Audi has but a greater thought: Electric supercharging, which we have described in detail following Audi let us try out an RS5 TDI with a twin-turbocharged, 385-horsepower diesel equipped with such a device. In Copenhagen, Audi had a pre-facelift A6 prototype with an electric supercharger for us to try, as nicely. With its engine primarily based on a 3.-liter V-6 TDI with a single turbocharger plus the e-superchargerr, it is rated at a healthful 326 horsepower. The motor doesn’t match the twin-turbo RS5 TDI concept’s sheer upper-rev energy, but it performed just as beautifully at step-off and at low rpm. I cannot wait to see this technologies on the road.

---

---

A  Cool Lada—No, Seriously!

Quite much everybody missed out on the Moscow auto show, which is a pity. Lada unveiled the Vesta, a new compact sedan of unprecedented high quality (for the brand) and style. I like Ladas they are truthful vehicles with character. And the Vesta positive has lots of character.

The Continental: Bugatti Veyron Successor Gets a Name, Topless Mercedes-AMG GTS Seems Unlikely