2016 BMW 7-series Detailed, Driven: A Prototype Drive Shows It is No Turkey

Born in the teeth of the Wonderful Recession, the fat but not so content fifth generation of BMW’s 7-series flagship is ultimately relinquishing its post to a a lot more fit successor.

The 7-series has traditionally been the BMW for those who can barely recall their stick-shift, tail-sliding days. Offered in a option of extended or really lengthy wheelbases, with up to 12 twin-turbocharged cylinders, and with rear- or 4-wheel drive, the 7 is a 4-door limo blessed with comfort, speed, and a suitably aloof demeanor.

But the globe has changed because the current 7 arrived in 2009. Fisker came and went, Tesla emerged as the green-chip luxury brand, Mercedes is as sturdy as ever, and Cadillac is showing signs of intelligent life. The luxury-vehicle business is flourishing so nicely that even the Korean brands are nibbling a thin slice of the pie.

BMW has created decisive moves to safe its future. Last year, the company’s engineering commander announced that electrification will spread beyond the i3 and i8 fashion statements and the present 3, 5, and 7 ActiveHybrids to include a plug-in hybrid selection for every core model. BMW is the uncontested leader amongst automakers in weight-saving composite plastics with its own plant in Washington state creating reasonably priced carbon fiber in partnership with the SGL Group.

5 years ago, fresh out of its shipping container, a 2010 BMW 750Li thumped a Mercedes S550 in a 2-car comparison test, but the big Bimmer rapidly lost steam. A 750i lost to Porsche’s new Panamera S whilst beating a Maserati Quattroporte Sport GT S. Then in 2011, a 750Li suffered the indignity of a distant third-spot outcome versus Audi’s A8L and Jaguar’s supercharged XJL. The new 7 arrives late this year to make amends.

Although we can’t announce mission accomplished soon after only 8 paced laps around BMW’s Miramas, France, test tracks in early production automobiles, we’re encouraged by what we’ve discovered about the 7 hence far:

• Project head Walter Schindlbeck acknowledges the want to restore the flagship’s neglected ride and handling strengths.

• Weight-saving technologies have been applied in earnest. BMW engineers have produced an astute mix of high-strength steel, aluminum, magnesium, plastic, and carbon fiber supplies to trim a claimed 285 pounds in base weight—a third of that from the body—while lowering the 7’s center of gravity and improving both bending and torsional stiffness. Numerous suspension and brake elements have been switched from iron and steel to aluminum and sound deadening is employed more sparingly. Unsprung weight drops by 15 %.

• BMW is so proud of its innovative ‘carbon core’ unibody building that a badge touting that technology is discretely affixed to each of the 7’s B-pillars. Although stamped steel remains as the key constituent, there’s less of it thanks to the use of 15 molded carbon-fiber (CF) reinforcements added at strategic locations. The largest molding is a lengthy CF tube that sweeps majestically from the base of each A-pillar, along the top of the door openings, and down to the base of the C-pillars. The upper half of every B-pillar is reinforced with a CF layer that’s pressed and cured in place with a single-sided die. A huge patch is also secured with rivets and adhesives at the base of every C-pillar. The windshield header and 2 bows reinforce the roof structure. The 7’s center tunnel has a CF doubler to augment the body’s bending stiffness and to assist manage forward collision loads. Add to that 2 CF door-sill inserts per side and a horizontal shelf beneath the backlight produced of the black magic material. How exactly the CF and steel parts are joined with adhesives and fasteners and painting approaches are proprietary details, as BMW naturally prefers to keep its learnings away from competitors as lengthy as achievable.

View Photos View Images

2016 BMW 7-series Detailed, Driven: A Prototype Drive Shows It is No Turkey

2016 BMW 7-series Detailed, Driven: A Prototype Drive Shows It is No Turkey

Born in the teeth of the Wonderful Recession, the fat but not so satisfied fifth generation of BMW’s 7-series flagship is ultimately relinquishing its post to a far more fit successor.

The 7-series has traditionally been the BMW for these who can barely recall their stick-shift, tail-sliding days. Available in a option of lengthy or genuinely lengthy wheelbases, with up to 12 twin-turbocharged cylinders, and with rear- or 4-wheel drive, the 7 is a 4-door limo blessed with comfort, speed, and a suitably aloof demeanor.

But the world has changed because the existing 7 arrived in 2009. Fisker came and went, Tesla emerged as the green-chip luxury brand, Mercedes is as strong as ever, and Cadillac is showing indicators of intelligent life. The luxury-auto company is flourishing so nicely that even the Korean brands are nibbling a thin slice of the pie.

BMW has made decisive moves to secure its future. Last year, the company’s engineering commander announced that electrification will spread beyond the i3 and i8 fashion statements and the present 3, 5, and 7 ActiveHybrids to consist of a plug-in hybrid selection for each and every core model. BMW is the uncontested leader among automakers in weight-saving composite plastics with its own plant in Washington state generating affordable carbon fiber in partnership with the SGL Group.

5 years ago, fresh out of its shipping container, a 2010 BMW 750Li thumped a Mercedes S550 in a 2-vehicle comparison test, but the large Bimmer rapidly lost steam. A 750i lost to Porsche’s new Panamera S whilst beating a Maserati Quattroporte Sport GT S. Then in 2011, a 750Li suffered the indignity of a distant third-spot outcome versus Audi’s A8L and Jaguar’s supercharged XJL. The new 7 arrives late this year to make amends.

Although we cannot announce mission accomplished following only 8 paced laps about BMW’s Miramas, France, test tracks in early production vehicles, we’re encouraged by what we’ve discovered about the 7 thus far:

• Project head Walter Schindlbeck acknowledges the require to restore the flagship’s neglected ride and handling strengths.

• Weight-saving technologies have been applied in earnest. BMW engineers have produced an astute mix of high-strength steel, aluminum, magnesium, plastic, and carbon fiber supplies to trim a claimed 285 pounds in base weight—a third of that from the body—while lowering the 7’s center of gravity and enhancing each bending and torsional stiffness. Several suspension and brake components have been switched from iron and steel to aluminum and sound deadening is used far more sparingly. Unsprung weight drops by 15 percent.

• BMW is so proud of its revolutionary ‘carbon core’ unibody construction that a badge touting that technologies is discretely affixed to every single of the 7’s B-pillars. Although stamped steel remains as the main constituent, there’s much less of it thanks to the use of 15 molded carbon-fiber (CF) reinforcements added at strategic areas. The biggest molding is a extended CF tube that sweeps majestically from the base of each A-pillar, along the prime of the door openings, and down to the base of the C-pillars. The upper half of every B-pillar is reinforced with a CF layer that is pressed and cured in spot with a single-sided die. A big patch is also secured with rivets and adhesives at the base of each C-pillar. The windshield header and 2 bows reinforce the roof structure. The 7’s center tunnel has a CF doubler to augment the body’s bending stiffness and to help manage forward collision loads. Add to that 2 CF door-sill inserts per side and a horizontal shelf beneath the backlight created of the black magic material. How exactly the CF and steel components are joined with adhesives and fasteners and painting approaches are proprietary information, as BMW naturally prefers to preserve its learnings away from competitors as extended as feasible.

View Photographs View Photographs

2016 BMW 7-series Detailed, Driven: A Prototype Drive Shows It is No Turkey

Driven: Ford Focus ST Diesel Wagon! (Too Bad It’s Stuck in Europe.)

Like every single U.S. automaker, Ford is not averse to wrapping itself in Old Glory when it wants to sell far more solution to patriotic ’Muricans. That’s why Ford F-150 advertisements feature the sort of gravelly voiceovers that make Clint Eas2od sound slightly effeminate—and typically include much more denim than the whole of Montana. But, despite calling Michigan property for a lot more than 25 years, Ford also continues to deny its house marketplace a big percentage of its global model range. And even though we do not really care if we do not get vehicles like the EcoSport and the B-Max, occasionally the neglect actually hurts, dammit.

As right here, with the diesel version of the Focus ST sold in Europe and other parts of the planet where compression ignition is taken seriously. To add some injury to that insult, the TDCi engine is also accessible in station-wagon type. This slight may not be on the very same level as that lengthy ago choice to deny us the Escort Cosworth, but it’s fair to say that a efficiency wagon with a 182-hp diesel engine and a stick shift fairly significantly fills the complete bingo card of stuff we’d like but cannot get. Which is why we took the very first opportunity to get behind the wheel of 1 for the duration of a recent trip to Germany.

Familiar—with Crucial Differences

The view from the driver’s seat is virtually identical to that in a U.S.-spec Concentrate ST hatchback. You sit on the exact same mega-grippy Recaro sports seats, grab the very same chunky steering wheel, really feel the identical pleasingly bulbous gearchange lever, and appear at the identical dashboard, featuring the identical trio of stuck-on supplementary dials for oil and enhance pressures and oil temperature. The only genuine clue that one thing is different, other than the Euro-spec km/h, bar, and Celsius scales for the instrumentation, is the truth that the rev counter turns red just soon after the number “5”.

The engine is a mildly reworked version of Ford’s Euro-spec 2.-liter 4-cylinder turbo-diesel, and even though it is far more than 60 horsepower adrift of its gasoline-powered sibling (with the maximum 182 horsepower arriving at a lowly 3500 rpm), it truly musters more torque: 295 lb-ft at 2000 rpm. On-paper functionality figures are predictably reduced, with a zero-to-60-mph time we estimate at 7.5 seconds and a 135-mph leading speed (in our testing, the gas ST hits 60 in about 6 seconds and has a 150-mph leading speed), but set against that, the TDCi has an official “combined” fuel-economy figure equivalent to 56 mpg on the optimistic Euro test cycle. If the car have been to be run via the EPA ringer, we consider it could best 40 mpg on the highway cycle.

Significantly less Enthusiastic, But Nonetheless for Enthusiasts

There’s no surprise that the diesel lump cannot match the enthusiasm of the gasoline engine. It lacks its spark-ignited sister’s enthusiasm for revs and—despite obtaining far more torque—has far significantly less torque steer in slower corners. But it is smooth and brawny low down, which means that you change gears about half as usually. A derestricted stretch of autobahn confirmed that there is no point trying to push the engine previous the 4000-rpm mark, where it appears to hit a slick of molasses. But tall gearing indicates that translates fairly much specifically to the claimed best speed in sixth—we saw an indicated 220 km/h (137 mph)—with the ST feeling stable and comfortable when driven flat-out. The engine thrums and hums when worked tough, with a sound symposer canceling out most tinkling harmonics at reduced speeds.

Despite becoming slower than the gasoline ST, Ford hasn’t softened the diesel version as Volkswagen does with the Golf GTD. That implies firm spring and damper settings, which do an excellent job of keeping the body in check when asked to make frequent directional adjustments. They also, even so, give a harsh ride over rough surfaces, specifically at greater speeds. The electrically assisted steering shares the gasoline ST’s fast rack and delivers similarly crisp front-finish responses (with much less power-on understeer), and the manual gearbox is just as slick as it is in the gasoline automobile.

Indeed, our test car’s wagon bodywork possibly produced more of a difference to the car’s higher-speed dynamic behavior than did the diesel engine. Ford’s numbers say the wagon is 53 pounds heavier than the hatchback, but even that relatively modest boost in mass at the rear of the vehicle is clear, generating it noticeably less willing to tighten its line on an eased throttle. Or, in other words, slightly significantly less amusing. The plus side is a reasonably cavernous load space—33 cubic feet with the rear seats in location, 53 cubic feet with them folded.

On the basis of the car’s versatility and fuel efficiency, we’re going to describe the diesel Focus ST wagon as the most sensible performance auto in the planet. Or rather, in those components of the world that are allowed to acquire such a compellingly distinct vehicle we’ve no doubt that U.S. sales for a manual-shifting diesel wagon would be restricted, but it’d be nice to at least be presented the selection.

View Pictures View Photos

Driven: Ford Focus ST Diesel Wagon! (Too Bad It’s Stuck in Europe.)

2015 Volkswagen Golf SportWagen Driven: Worth the Wait, but Wait for More

First Drive Assessment

arrow

Worth the wait, but you may want to wait for more.

It is lastly right here. 2 Geneva shows ago, VW 1st revealed the Golf SportWagen. That summer time, we ran our initial-drive report on the European model and started counting the days till we could get a single here. Effectively, this a lot-anticipated Jetta SportWagen replacement arrives in U.S. dealerships by early April. As with the 10Best-winning Golf hatchback and GTI, the long delay was due to the wait for assembly of the North American–market model at VW’s plant in Puebla, Mexico. Our very first drive in these Mexican-built wagons confirms that they’re as solid and enjoyable as any other 6th-generation Golf.

While VW’s ambitious U.S. sales targets would have a better possibility of reaching fruition if Wolfsburg would send us new models as quickly as they’re accessible in Germany, lower charges for assembly and transportation spend off in an aggressive pricing scheme for the new wagon. Despite arriving so late in the year, these SportWagens are 2015 models for a handful of months. The 2016 models will probably bring the addition of an all-wheel-drive version (officially: “We’re operating on it”) and will certainly incorporate upgraded telematics and a constructed-in USB port that the 2015 edition nevertheless lacks.

Circled Wagons

VW gave us a likelihood to drive the U.S.-spec SportWagens in and about Austin, Texas, just as the large crowds for the SXSW confab had been coming into town and clogging the main highway arteries. Luckily, we have been able to get out into the surrounding Hill Nation.

Even without having all-wheel drive in the mix but, there are 6 SportWagen models, counting S, SE, and SEL trims accessible with either the 1.8-liter TSI 4-cylinder gasoline engine or the 2.-liter TDI diesel. Add the 3 transmissions and there are 10 configurations ahead of you even start off scanning the alternatives list. With limited time and miles at our disposal, we opted to sample the price tag-leader gasoline model and a loaded-up SEL with the diesel. As with other Golfs, the TSI comes with a manual transmission only in the base S model, and that’s a 5-speed unit. This runt of the litter should also endure a restriction on peak torque to 184 lb-ft versus the 199 claimed for its brethren equipped with a slushbox. All SE and SEL gasoline-burners have the 6-speed automatic as common. A 6-speed stick shift is normal with every TDI. Clutchless operation charges an extra $ 1100 where it’s available, regardless of whether it’s the torque-converter automatic on the 1.8T or the dual-clutch DSG on diesels.

Doesn’t Feel Cheap

Thinking about its weakling status in the lineup, the base model delivers a lot of goodness for $ 22,215. No, you do not get navigation or energy lumbar supports or push-button start, but for those who prioritize the driving knowledge, the Golf’s sturdy foundation yields a premium really feel. Adding the larger cargo area and stiffer rear springs to accommodate the payload, plus a complete foot of length and about 100 pounds of vehicular mass, doesn’t diminish the virtues of a rigid structure, tight assembly, and driver-friendly handling. We kept reaching for a sixth gear out of habit, even even though we didn’t need to have it at 66 mph in fifth gear, the tachometer shows the 1.8T spinning at 2000 rpm. It is quiet and buttery in operation and the torque remains enough that you can climb moderate grades without having shifting down. The engine’s qualities do not consist of thrilling high-rpm antics, anyway, and our tests show this drivetrain performs effectively in the regular Golf. Perhaps the torque restriction would be far more noteworthy if we’d folded down the back seats and loaded up the 66.5 cubic feet of cargo volume with heavy gear.

A greater deterrence to choosing this bottom-feeder might be the standard 15-inch wheels and Continental tires if you want to shift for oneself and burn gasoline, that’s all you get from the factory. SE and SEL models supply 16-, 17-, and 18-inch alternatives, and even the base diesel rides on 16s. The 15-inchers yield a very good ride with tiny road noise and the wheels are aluminum, a step up from the old Jetta’s base steel rims, but the little tire does not have the turn-in bite a driver longs for when the road gets interesting. We discovered ourselves generating mid-turn steering corrections out in the hills as the front end washed out—although we should note that heavy rains the day just before left the road damp and wet in places.

An Audi with no Quattro?

Turn-in was no longer a issue when we moved into a TDI in SEL trim on 18-inch wheels. If something, the scenario inverted as the a lot more efficiency-oriented (though still all-season-rated) Pirelli Cinturato P7s in size 225/40 introduced some effect harshness to the ride and could be heard hissing on rough-textured pavement. The sweet spot here for value, ride, comfort, and moderately entertaining behavior may well be a TDI in the SE trim on 17s, and we’d possibly go with the manual. If we’re not acquiring a clutch pedal, the DSG tends to make a great second-greatest option, but as soon as you’ve anted up the premium for the diesel (contact it $ 2000), the transmission’s $ 1100 cost may possibly be much better spent on other choices or accessories.

The automobile we drove carried a $ 33,955 MSRP with $ 695 for the Driver Assistance package (forward-collision warning and parking assist) and $ 995 for the Lighting package (adaptive bixenon headlamps and LED accents), each of which we could reside with no but you may possibly really feel otherwise.

In size, interior ambience, and demeanor, this loaded instance reminded us a lot of an Audi A4 Avant of about a decade ago—according to a single VW engineer, the cargo space is higher, actually, but the rear seat tighter than it was in the former VW Passat wagon and that Avant. If and when we get the all-wheel-drive SportWagen, the similarities will be downright eerie. But try not to make us wait also significantly longer, VW, okay?

View Photo Gallery

Pictures (50)

Other Stories You May Like

2015 Volkswagen Golf SportWagen Driven: Worth the Wait, but Wait for More

2015 Volkswagen Golf SportWagen Driven: Worth the Wait, but Wait for Far more

Initial Drive Overview

arrow

Worth the wait, but you may possibly want to wait for much more.

It’s finally here. 2 Geneva shows ago, VW 1st revealed the Golf SportWagen. That summer time, we ran our 1st-drive report on the European model and began counting the days till we could get one particular here. Well, this much-anticipated Jetta SportWagen replacement arrives in U.S. dealerships by early April. As with the 10Best-winning Golf hatchback and GTI, the extended delay was due to the wait for assembly of the North American–market model at VW’s plant in Puebla, Mexico. Our first drive in these Mexican-constructed wagons confirms that they’re as solid and enjoyable as any other 6th-generation Golf.

While VW’s ambitious U.S. sales targets would have a much better opportunity of reaching fruition if Wolfsburg would send us new models as soon as they’re offered in Germany, reduce expenses for assembly and transportation pay off in an aggressive pricing scheme for the new wagon. Regardless of arriving so late in the year, these SportWagens are 2015 models for a couple of months. The 2016 models will most likely bring the addition of an all-wheel-drive version (officially: “We’re operating on it”) and will definitely incorporate upgraded telematics and a constructed-in USB port that the 2015 edition still lacks.

Circled Wagons

VW gave us a possibility to drive the U.S.-spec SportWagens in and around Austin, Texas, just as the big crowds for the SXSW confab had been coming into town and clogging the significant highway arteries. Luckily, we had been capable to get out into the surrounding Hill Nation.

Even with no all-wheel drive in the mix yet, there are 6 SportWagen models, counting S, SE, and SEL trims accessible with either the 1.8-liter TSI 4-cylinder gasoline engine or the 2.-liter TDI diesel. Add the 3 transmissions and there are 10 configurations ahead of you even begin scanning the choices list. With limited time and miles at our disposal, we opted to sample the price tag-leader gasoline model and a loaded-up SEL with the diesel. As with other Golfs, the TSI comes with a manual transmission only in the base S model, and that’s a 5-speed unit. This runt of the litter must also endure a restriction on peak torque to 184 lb-ft versus the 199 claimed for its brethren equipped with a slushbox. All SE and SEL gasoline-burners have the 6-speed automatic as standard. A 6-speed stick shift is common with every single TDI. Clutchless operation fees an additional $ 1100 exactly where it is obtainable, regardless of whether it is the torque-converter automatic on the 1.8T or the dual-clutch DSG on diesels.

Does not Really feel Low-cost

Considering its weakling status in the lineup, the base model delivers a lot of goodness for $ 22,215. No, you do not get navigation or energy lumbar supports or push-button start, but for those who prioritize the driving encounter, the Golf’s powerful foundation yields a premium really feel. Adding the bigger cargo location and stiffer rear springs to accommodate the payload, plus a complete foot of length and about 100 pounds of vehicular mass, does not diminish the virtues of a rigid structure, tight assembly, and driver-friendly handling. We kept reaching for a sixth gear out of habit, even although we didn’t need to have it at 66 mph in fifth gear, the tachometer shows the 1.8T spinning at 2000 rpm. It is quiet and buttery in operation and the torque remains enough that you can climb moderate grades with no shifting down. The engine’s qualities do not include thrilling high-rpm antics, anyway, and our tests show this drivetrain performs well in the common Golf. Possibly the torque restriction would be a lot more noteworthy if we’d folded down the back seats and loaded up the 66.5 cubic feet of cargo volume with heavy gear.

A greater deterrence to choosing this bottom-feeder may possibly be the normal 15-inch wheels and Continental tires if you want to shift for your self and burn gasoline, that is all you get from the factory. SE and SEL models supply 16-, 17-, and 18-inch selections, and even the base diesel rides on 16s. The 15-inchers yield a excellent ride with small road noise and the wheels are aluminum, a step up from the old Jetta’s base steel rims, but the modest tire does not have the turn-in bite a driver longs for when the road gets intriguing. We located ourselves generating mid-turn steering corrections out in the hills as the front end washed out—although we should note that heavy rains the day just before left the road damp and wet in locations.

An Audi with no Quattro?

Turn-in was no longer a dilemma when we moved into a TDI in SEL trim on 18-inch wheels. If something, the scenario inverted as the more overall performance-oriented (though still all-season-rated) Pirelli Cinturato P7s in size 225/40 introduced some influence harshness to the ride and could be heard hissing on rough-textured pavement. The sweet spot here for value, ride, comfort, and moderately entertaining behavior may be a TDI in the SE trim on 17s, and we’d possibly go with the manual. If we’re not obtaining a clutch pedal, the DSG makes a great second-very best alternative, but when you have anted up the premium for the diesel (get in touch with it $ 2000), the transmission’s $ 1100 expense might be far better spent on other choices or accessories.

The automobile we drove carried a $ 33,955 MSRP with $ 695 for the Driver Assistance package (forward-collision warning and parking assist) and $ 995 for the Lighting package (adaptive bixenon headlamps and LED accents), both of which we could live with no but you may really feel otherwise.

In size, interior ambience, and demeanor, this loaded instance reminded us a lot of an Audi A4 Avant of about a decade ago—according to 1 VW engineer, the cargo space is greater, in fact, but the rear seat tighter than it was in the former VW Passat wagon and that Avant. If and when we get the all-wheel-drive SportWagen, the similarities will be downright eerie. But try not to make us wait too significantly longer, VW, okay?

View Photo Gallery

Photographs (50)

Other Stories You Might Like

2015 Volkswagen Golf SportWagen Driven: Worth the Wait, but Wait for Far more

Driven: Insane Mercedes-Benz G500 4×4²!

Prototype Drive

arrow

My, what big portal axles you have.

For many years, killing off the Mercedes-Benz G-class was a recurring topic at Daimler board meetings. The boxy off-roader, an offspring of a vehicle developed for military applications, simply came from another era. Weren’;t there better, modern SUVs in the lineup?

More recently, the topic has disappeared from agendas. As luxury customers seek vehicles that are both distinctive and which exhibit some actual authenticity, G-wagen sales are better than ever. Indeed, with 14,000 units sold last year and some hefty profit margins built in, Daimler has started having fun with the G—so much fun, in fact, that it has authorized a considerable budget for low-volume derivatives.

2 years ago, the world was flabbergasted by the G63 AMG 6×6, a non-U.S.-market variation based on a project for the Australian armed forces. There was one problem: Impressing folks with the 6×6 may be a breeze in the deserts of the Middle East, but not so much in European inner cities. It takes considerable skill to direct that 3-axle behemoth with anything resembling grace.

It will be far easier to pose and maneuver in the G500 4×4², a prototype of which we just drove. Daimler won’;t yet officially confirm series production, but with more than 100 units of the hyper-expensive 6×6 having been sold—far beyond expectations—before production ended, the potential for this similar new model is considerable.

The exclusive, common denominator between the G63 AMG 6×6 and the G500 4×4² is the portal axles, which use gears in the hubs to allow the axle to sit higher than the wheel centers in the name of increased ground clearance. The result is a vehicle that can clear 17.7-inch-high obstacles, versus the 8.3 inches of a stock G, as well as ford water up to 39.4 inches deep. The front and rear tracks are also wider by 11.8 inches, and while the standard G-wagen is relatively narrow, this variant comes in at 82.7 inches wide—still not so much that urban driving becomes a chore. On the other hand, its height of 88.6 inches will render many parking structures forbidden territory.

The regular G-wagen seems hard to beat off the road, but thanks to the portal axles, the 4×4² pushes the boundaries of capability to new extremes. We tested the prototype in a half-dry riverbed and on steep, rocky slopes that forced the regular model to throw in the towel—the mega ground clearance and the massively superior approach, departure, and breakover angles of the 4×4² allow for scrambling over even the gnarliest terrain. And thanks to the wide track, it feels stable and planted, with a tip-over point virtually unchanged from the basic G. Helpfully, you can opt for off-road-sized 37-by-12.5-inch mud-terrain tires on 18-inch beadlock wheels; these can be swapped out for 325/55 rubber on 22-inch wheels for on-road pursuits.

On pavement, of course, the G500 4×4² can’;t perform miracles. Its electronically controlled dampers can be switched between Comfort and Sport settings, and doing so makes a discernible difference in ride and handling, but the steering remains as vague and imprecise as in any other G-wagen. In a straight line, however, the thing moves out with alacrity, thanks in large part to the brand-new, twin-turbocharged 4.0-liter V-8, which is derived from AMG’;s M178 engine. It will show up in many Mercedes-Benz cars in the future, and launching it in a G-class prototype speaks volumes to the importance of this SUV model. Rated here at 416 horsepower and 450 lb-ft of torque, the new V-8 is likely to yank the 4×4² to 60 mph in less than 6 seconds, while top speed is rated at 130 mph (Daimler advises that you keep it under 100 mph with the off-road tires fitted). The near-explosive power is underscored by a soundtrack worthy of an AMG, which is trumpeted by dual side pipes that exit ahead of the rear wheels on both flanks.

These side pipes merely accentuate the ultra-aggressive styling, which comes as a welcome result of the jacked-up, wide-track suspension. The wheel arches are made of carbon-fiber composite, and the front fascia is taken directly from the G63 AMG and the G65 AMG. Pricing, by the way, will be somewhere between these 2 models—if the board decides to move forward on building the thing. We would be very surprised if they don’t—it’s too impressive and bad-ass not to.

View Photo Gallery

PHOTOS (31)

Other Stories You Might Like

Driven: Insane Mercedes-Benz G500 4×4²!

2015 Tesla Model S P85D Driven: Now Getting into Supercar Territory

First Drive Overview

arrow

The P85D suddenly makes EVs seem antisocial.

From the February 2015 situation of Car and Driver

Not having to wait is a luxury. Saving time is the justification the privileged give for indulging in fractional jet ownership and hiring individual assistants to attend funerals and bar mitzvahs on their behalf. Ideally, the significantly less time you commit carrying out anything unpleasant, the far more time you have to do anything worthwhile. But it never ever fairly functions out that way, or Minute Rice would have ushered in a new age of enlightenment.

Tesla’s Model S P85D acts like a auto constructed on the mantra “Waiting is for suckers.” This 691-hp battery-electric vehicle is for the impatient, the toe tappers, and the watch checkers. Tesla claims that the P85D is capable of reaching 60 mph in 3.2 seconds, shaving 1.4 seconds from the rear-drive P85 it replaces. To get down to that number, Tesla added a 221-hp electric motor to drive the front wheels. This secondary unit works in conjunction with the P85D’s 470-hp rear motor to supply 4-wheel drive. A similar 2-motor setup will be obtainable on all Model S versions starting this spring, and the upcoming Model X SUV also will share the method. But for now, the most snow-friendly Tesla is the prime-shelf P85D.

From a quit, the one-speed P85D has all of its 686 pound-feet of thrust at the ready. Energy delivery is immediate, as in all EVs, but here it’s like driving a sports automobile in the lowest feasible gear with the engine revving proper at the torque peak, all the time. It’s shockingly quick. Kick the accelerator and the auto jumps ahead on a surge of energy. Eye a gap in site visitors and you are there. This is energy at the speed of thought—there’s no waiting, no downshifting, and, genuinely, no work. A clot of Corollas can be dispatched with one quiet leap forward, putting these Toyotas in the only location they appear great: the rearview mirror.

The neck-straining pull lessens as speeds improve. Also, our preproduction test car had a identified concern that lowered energy by about 10 percent at speeds above 60 mph. Rather of reporting lame test final results, we’ll wait for a fully baked P85D to verify Tesla’s acceleration claims.

At very first, the electric silence seems odd but then it soothes, serving to boost the driving knowledge. The cabin calm at 70 mph would make a Lexus engineer envious. Completely goosed, it is only slightly louder. The massive battery pack in the floor acts like a giant lithium-ion mattress and muffles out road noise. Suspension crash barely registers, and even large whacks to the 21-inch wheels are nonviolent confrontations.

The electron-filled California king in the floor is seriously heavy. But mounting it low hooks the Model S to the earth. Tesla says a 2-motor P85D weighs 4936 pounds, or 291 pounds far more than a rear-drive P85, but it does not act any heavier. Or, indeed, extremely heavy at all. The P85D adjustments path speedily and with no fuss. Even at the limit of grip, the Tesla remains eerily flat and unperturbed by cornering stress. Maintain pushing and the Tesla’s mass starts scrubbing away the edge of the outside front tire. An precise and responsive electric power-assisted steering technique delivers 3 weights, from light to heavy. No matter the mode, the steering work continually changes and reacts to the road. Subtle vibrations paint a vivid image in asphalt.

After living with the Tesla for a handful of days, the valuable differences between it and gasoline-powered automobiles become apparent. You do not start off the Model S, you just get in, location a foot on the brake, and select a direction of travel. Acquiring out is the identical deal. No need to shut anything off, merely walk away. Lift off the lengthy pedal and regenerative braking not only returns electrons to the battery, it also makes use of the electric motors to slow the car to such an extent that 1-pedal driving becomes feasible. In most driving conditions, the brake pedal is only needed for a total stop or an emergency. And unlike other EVs and hybrids, the Model S’s brake pedal only actuates the brakes. Because the pedal doesn’t control both friction and regenerative braking, the pedal feels linear and standard, due to the fact that’s what it operates—normal brakes.

Luxurious is not how we’d describe the Model S’s interior. Austere and basic is more like it. Aside from the enormous touch screen in the middle of the instrument panel, and the appealing gauge show, there’s not significantly wretched excess right here. Up until now, the top versions of the Model S looked virtually identical to the $ 71,070 base model. But in a sop to the sybarite, Tesla dresses up the P85D with Alcantara touches on the dashboard and headliner. New seats appear much better than prior to and supply enhanced help and cushioning. There are also new sun visors and Mercedes-Benz’s most recent stalks on the steering column. A full suite of safety tech—including collision warning, lane-keeping help, and adaptive cruise control—is being built into the Model S. Eventually, these attributes will bring the Model S to Mercedes S-class levels of self-driving autonomy. For now, Tesla is nevertheless finishing improvement of the systems.

The additional energy, traction, and weight of the second motor imply the car swills the 85-kWh battery’s electrons. According to Tesla, the P85D has a 285-mile variety at a steady 65 mph. Real-globe variety proved to be closer to 220 miles. Even at that, the Tesla’s variety is excellent enough to keep away from the compulsion you get in lesser EVs to hypermile or turn off the air conditioning.

Recharging is the portion of the experi­ence that calls for the most patience. On most 240-volt power sources, the battery gains about 29 miles of variety per hour. Plug into a 120-volt supply and the recharge rate falls to roughly 3 miles of range per hour. There are 135 Supercharger stations in the U.S. that will add about 150 miles in about 20 minutes, but they’re not often conveniently located.

Most Tesla Model S customers will be pleased with 240-volt charging at home. Plug in at evening, sleep, and wake to a automobile prepared for another 200-mile day. Beats pumping gas. Aside from its recharging cycles, the P85D will never preserve you waiting. Speed is the greatest luxury.

---

Electrifying Performance

Tesla engineers produced producing a 691-hp supersedan appear straightforward. The new 221-hp electric motor and front-drive differential match neatly between the 85-kWh battery pack and the electrically assisted rack-and-pinion steering gear. The only downsides are the 291 pounds of extra weight and a front trunk decreased in volume from 5 to 3 cubic feet. In your dreams, Tesla’s creative types are difficult at perform on a Model SS powered by 2 470-hp motors.

View Photo Gallery

Photos (38)

Other Stories You Might Like

2015 Tesla Model S P85D Driven: Now Getting into Supercar Territory

2016 BMW 328e Plug-In Hybrid Prototype Driven: Plug It In, Man

Prototype Drive

arrow

One more hybridized 3-series, this time with a plug.

The entry-luxury sedan segment’s dominant Germans are about to extend their merciless battle to plug-in hybrids. Audi is prepping such a version of the A4 and Mercedes-Benz has a corded C-class in the works. Naturally, BMW’s pluggable 3-series is also imminent.

The large unanswered question in this emerging sub-segment, however, is exactly how much EV range folks count on from their plug-in hybrid. For its element, BMW is about to take a quite huge bet that much less plug-in hybrid may well just be a lot more. Audi has staked out 30 miles of pure-electric running as its baseline. BMW, even though, thinks 22 miles is a lot for the 3-series eDrive. (Mercedes agrees, citing 20 miles for its C350 PHEV.) If you need to have any much more than that, BMW will gladly steer you more than to the i3 or the more sensible but still-unconfirmed i5.

If it all goes to plan, the shorter variety will give the BMW—which, since no a single remembers the “eta”-engined E30, is really likely to be badged 328e—some positive aspects. To cite just 3: It has fewer lithium-ion cells than the Audi and is as a result less expensive, a smaller battery is a lot less complicated to package amongst its rear-drive hardware, and the complete hybrid component set weighs much less. If it does not all go to plan, it will imply too many folks will uncover the Audi’s further variety is the difference amongst charging the car as soon as a day or twice.

Nonetheless, this is the vehicle BMW improvement engineer Helmuth Wiesler is counting on to future-proof the brand’s most critical model line against emissions laws and taxes, so he’s taking it all extremely seriously. There’s also the truth that BMW plans to make a plug-in version of each and every main model it sells.

The Electrically Boosted Heart

His development group gave the 3-series eDrive BMW’s new 2.-liter turbocharged and direct-injected B48 4-cylinder gasoline engine. It has 180 horsepower and 236 lb-ft of torque and works via an 8-speed automatic transmission that sends output to the rear axle. But within this transmission lies the eDrive’s trick: BMW has properly swapped out the classic torque converter for a “torque transformer,” which is, to the rest of us, an electric motor.

This 95-hp electric motor (sorry, “torque transformer”) acts straight on the input shaft, so little energy is wasted. And not only does it push far more power and torque under acceleration, it also acts as a generator whenever the auto decelerates and requires more than starter-motor duties.

It gets the juice to do its perform from a refrigerant—not water—cooled 7.6-kWh lithium-ion battery pack mounted at the back of the vehicle. (The battery pack’s operating variety is the middle 5.5 kWh.) It is not all excellent news, even though, since the housing for the pack pushes the trunk floor up by a lot more than an inch.

Combining the 2 powerplants for maximum urge, as the 3-series eDrive does in its Sport mode, benefits in 245 horsepower, which is about on the funds for the standard 328i, as nicely as 295 lb-ft of torque. Yet the auto scores a European combined consumption figure of 118 mpg, albeit on a test cycle optimized for plug-ins.

Continued…

Images (42)

Other Stories You May well Like

2016 BMW 328e Plug-In Hybrid Prototype Driven: Plug It In, Man

2016 Volkswagen Golf R Manual Driven: The GTI, the S3, and the R Make Three?

1st Drive Assessment

arrow

The GTI, the S3, and the R make 3?

Fanboy kinds are always clamoring for somebody to construct a Subaru that Subaru doesn’t develop. And we get it. Fuji Heavy Industries is not recognized for its styling prowess or for its finely crafted interiors. And although Mercedes-Benz—of all companies—makes a credible WRX STI hatchback substitute in the type of the loopy-loon GLA45 AMG, you will spend all the funds and then some. Closer to the Subie in price is the Audi S3, but like the STI, it is available here only as a sedan. Which leaves the Volkswagen Golf R.

Starting at $ 37,415, the VW is priced a slight notch above the $ 35,290 STI, provides hatchback convenience, the new Golf’s excellent interior, and handsome, adult styling. May Goldilocks uncover Volkswagen’s hottest performance hatch the just-right resolution she’s been seeking for?

The Golf R adds a shade of motorsport-y purposefulness more than the GTI by dropping the suspension by .2 inch more than special 18-inch wheels, doubling the number of exhaust outlets at the bumper, and applying a lot more aggressive front and rear fascia treatment options with unique LED DRLs. Add 19-inch wheels, VW’s adaptive Dynamic Chassis Manage suspension, and a nav system with the DSG and you are at $ 39,910, which puts you inside view of the Audi’s $ 41,995 base sticker.

The R, of course, shares its bony fundamentals with the 10Best-winning 6th-generation Golf. Its powertrain, however, is plucked directly from the S3, a 292-hp 2.-liter turbo 4 paired with the newest-generation Haldex AWD technique. Audi calls it Quattro. Volkswagen calls it 4Motion. The Native American lady in the 1970s commercial named it maize. You get in touch with it corn. Grab that cob on the console and stick it in gear, simply because unlike the S3 (at least for now), the 2016 Golf R will be available with a manual 6-speed transmission in the summer time. And it’ll come at an $ 1100 discount over the dual-clutch version. The 2015 vehicles, available this spring, will be DSG only.

It pains us to say this, but we might just have to recommend the DSG model over the manual—at least if maximum dynamism is a concern. We were considerably far more impressed with the energy delivery of the nigh-identical S3. We estimate that the DSG Golf R will make the sprint to 60 in about 4.7 seconds with launch manage enabled. Manual vehicles will most likely be about a half-second slower. Out where it gets twisty, the twin-clutch trans keeps the turbo engine on the boil, and the broadly spaced throttle and brake pedals take the joy out of heel-toeing the manual automobile when it comes time to slow for a bend.

On a a lot more relaxed back road, the pedal gap may possibly not be such an problem, but VW had invited us out to dusty Buttonwillow, California, to take Euro-spec, manual-trans versions of the R for a spin on the track. There, receiving the automobile down into the suitable gear prior to corner entry turned into a bit of a stab-and-pray workout. A track of many configurations, the version of the course we ran was mostly a third-and-4th-gear affair. Shifting troubles aside, the R hoofed itself about the circuit greatest if we manhandled it some, eliciting lots of yelping and yowling from the rubber. In comparison with the prior R, which landed right here for the 2012 model year, the new R tamps down the tail-happiness and amps up the energy. It’s far more satisfying to steer rapidly than the old automobile but does not feel really as flat-out alive as the significantly less powerful, front-drive GTI, which has the same quick steering (2.1 turns lock-to-lock).

Our afternoon of abuse suggests that you will run out of tire ahead of the brakes get notably spongy. Credit the massive brakes cribbed from the GTI Overall performance Package, which cope properly with the extra heat generated by serving double duty apart from hauling the auto down with self-confidence, the binders also work as part of VW’s XDS+ program, braking the inside wheels to aid turn-in throughout quickly corners. We’ve discovered that the pedal in rapidly VWs with lesser brakes will get spongy when XDS+ is operating overtime, even if we’re not tramping on the center pedal. Since the Golf R is constructed at VW’s property plant in Wolfsburg, rather than its facility in Puebla, Mexico, the R characteristics an electronic parking brake.

As it was before, the new Golf R is its personal thing. The query is no matter whether it’s a issue you necessarily want. Its Audi sibling comes off as a shade sharper, Subaru’s competitor is magnitudes much more violent, and the R’s a lot more-entertaining GTI baby brother charges significantly less. Those 3 cars all tickle a primal gearhead sweet spot. In contrast, the R fills a want but doesn’t leave you quite as thrilled as you’d like to be.

View Photo Gallery

Photos (30)

Other Stories You Might Like

2016 Volkswagen Golf R Manual Driven: The GTI, the S3, and the R Make Three?