The redesign BMW X6 will hit U.S. dealerships later this year with a
choice of two engines. The base X6 sDrive35i and the xDrive35i are
powered by the familiar turbocharged, 3.0-liter inline-six rated at 300
horsepower and 300 pound-feet of torque, and it will take you from 0 to
60 mph in only six seconds — 0.3 seconds faster than the first-gen 35i
models. The sportier X6 xDrive50i, on the other hand, carries a brawnier
twin-turbo, 4.4-liter V-8 that enables the vehicle to accelerate from
naught to 60 mph in only 4.8 seconds, 0.8 seconds quicker than its
predecessor. That’s because the revised unit is now good for 445 ponies
and 480 pound-feet of torque, a strong 45-horsepower and 30-pound-feet
improvement over the previous generation.
All vehicles, no matter
the trim or drivetrain configuration, come equipped with an eight-speed
Steptronic automatic as standard.
Enhanced USB and Bluetooth plus Smartphone Integration
$500
Leather Dashboard
$1,200
Multi-contour seats
$1,300
Rear manual side window shades
$250
Parking Assistant
$500
Soft-close automatic doors
$600
Aluminum running boards
$400
Bang & Olufsen Sound System
$4,500
Harman Kardon surround sound system
$875
Rear-seat entertainment Professional
$2,200
ACC Stop & Go + Active Driving Assistant
$1,900
Rear view camera
$400
Space-saver spare
$150
Night Vision with Pedestrian Detection
$2,300
Side and Top View Cameras
$750
INTERIOR
Interior upgrades are pretty much in line with those received by the X5
and include a restyled dashboard, revised front seats that benefit from
a sportier design and an updated instrument cluster. Speaking of
technology and display systems, the standard iDrive operating system
comes with a freestanding, 10.2-inch flat screen. Emphasizing the
vehicle’s sporty character is a revised, leather-wrapped steering wheel
with revised button configuration and new paddle shifters.
The rear cabin compartment got a few nips and tucks as well. The outer
seats have a distinct individual seat appearance and seem more
comfortable than before, while the center armrest offers larger storage
compartments. The contrast stitching and the Pearl Gloss Chrome accent
strip on the knee pads is another cool and unique addition to the X6.
Once the rear seat backrest, which comes in a 40:20:40 configuration, is
folded flat, the vehicle’s storage capacity increases from 20.5 cubic
feet to up to 53.9 cubic feet, a slight improvement over the previous
model.
DRIVETRAIN
The 2015 BMW X6’s exterior is lightly redesigned for the new model
year, offering a fresh take on the fluid, coupe-like theme with updated
front and rear ends. The familiar BMW kidney grille is highlighted by an
X-shaped contour and flanked by large twin-circle LED headlights up
front, with wide, large air inlets lending an aggressive look, refined
just a touch with chrome inserts. Adaptive LED headlights are optional.
At the rear, the new design continues to emphasize the width of the X6,
with three-dimensional LED light strips, L-shaped rear lights, and, like
the front, matte silver underbody accents. Two new colors are available
for 2015 as well: Dark Olive and Flamenco Red Metallic.
Inside
the 2015 BMW X6, the look is familiar with a 10.2-inch flatscreen
display dominating the dashboard view, accented by a choice of brushed
aluminum, or a variety of wood trim elements. High-gloss black and pearl
gloss chrome surfaces complete the sophisticated, modern theme.
As
with other recent BMW vehicles, the X6 is available in a range of trim
lines, including the xLine and M Sport line. Each adds a themed package
of appearance elements, ranging from refined to sporty. Optional
interior upgrades include six colors of Dakota leather, with Cognac and
Coral Red new for 2015.
Mechanically, the X6 also gets some
upgrades and new options for the 2015 model year, including its first
rear-drive variant, the X6 sDrive35i. Powered by the same
300-horsepower, 300-pound-foot, 3.0-liter turbocharged in-line
six-cylinder found in the all-wheel-drive X6 xDrive35i and using the
same eight-speed transmission
found throughout the X6 range (aside from the monstrous X6 M), its only
real difference is the lack of drive to the front wheels. The X6
xDrive50i's 4.4-liter twin-turbocharged V-8 engine gains 50 horsepower,
now rated at 450 horsepower.
Neither safety results nor gas mileage figures have yet been released for the 2015 BMW X6.
On
the technology front, the 2015 BMW X6 offers a head-up display; BMW
Night Vision with pedestrian, animal, and object detection, as well as
collision warning; and BMW Selective Beam headlights.
It's sleeker than ever, yet more elegant. More substantial in size, space
and safety, yet lighter and more nimble. From the Star in its grille to
the sculpture of its taillamps, it's a shape that says there's a new
benchmark for luxury sport sedans. And in both luxury and sportiness,
the experience upholds everything its style promises.The C-Class is the bread-and-butter model of the Mercedes-Benz
lineup. All new for the latest model year, the C stands out thanks to a
fluid design, more generous dimensions and a wide array of high-tech
features gleaned from the S-Class flagship.The fourth-generation C-Class is 3.7 inches longer and 1.5-inches wider
than the outgoing model, modifications that Mercedes explains are
necessary because the average height of passengers is growing each year.
In spite of its larger dimensions, the C is up to 221 pounds lighter
than its predecessor thanks to a new body structure made from a
combination of aluminum, high-strength steel and various composite
materials. Increased rigidity and improved safety are some of the other
by-products of the new architecture.
As before, the C is available with two front end treatments called
Luxury and Sport, respectively. Heavily inspired by the S, the Luxury
model wears an elegant three-slat grille with a small Mercedes
three-pointed star that protrudes from the hood. The Sport variant
falls in line with the front-wheel drive CLA-Class and the S-Class Coupe
thanks to a more aggressive two-slat grille adorned by a large Mercedes
emblem. Both variants are fitted with specific bumpers on both ends. Life Aboard
Mercedes has moved the C up a notch on the market in order to
differentiate it from the similarly-sized CLA. The C's dashboard is
more evocative than before and the cockpit is packed with high-tech
features borrowed directly from the S-Class
An innovative smartphone-like touch pad located on the center console
lets the passengers control the optional COMAND Online infotainment
system with simple finger gestures. Occupants can also use the touchpad
to enter an address in the navigation system (if equipped) or to add a
contact to the phone book. Alternatively, COMAND Online can be
navigated via a controller knob located under the touch pad, voice
commands or buttons on the center stack.
The added length provides more space for both the front and the rear
passengers, and trunk space checks in at 16.9 cubic feet. An electric
parking brake, an electromechanical power steering system and Bluetooth
connectivity come standard on all models. Model Lineup
Mercedes offers two versions of the C-Class respectively called C300 and C400.
The C300 is powered by a turbocharged 2.0-liter four-cylinder engine
that generates 241 horsepower at 5,550 rpms and 229 lb-ft. of torque at
6,500 rpms. Power is sent to the rear wheels via a seven-speed
automatic transmission, and buyers who need all-wheel drive can order
the C300 with Mercedes' time-tested 4Matic system at an extra cost.
Offered exclusively with all-wheel drive, the C400 packs a
twin-turbocharged 3.0-liter V6 engine rated at 329 horsepower and a
healthy 354 lb-ft. of torque. The six-cylinder is linked to a
seven-speed automatic gearbox. Trim Level Breakdown
The C300 comes standard with 17-inch alloy wheels wrapped by all-season
tires, a temporary spare tire, keyless entry, a universal garage door
opener, an auto-dimming rear-view mirror, power heated door mirrors,
rain-sensing wipers, automatic halogen headlights, perimeter lighting, a
leather-wrapped steering wheel, power front seats, automatic dual-zone
climate control, an eight-speaker sound system, tinted windows, cruise
control and power windows.
The C400 adds 18-inch alloy wheels, real wood trim on the center console
and the door panels, heated front seats, a 13-speaker sound system with
SiriusXM satellite radio, a first aid kit, a remote trunk release and
tiedown hooks in the trunk. Equipment
Highlights from the long list of options include a GPS-sensitive climate
control unit can detect tunnels and switch to an air recirculation mode
in order to prevent fumes from entering the cabin, an AIR-BALANCE
system that discreetly dispenses perfume to dispel unwanted odors, a
class-exclusive air suspension on both axles, a panoramic sunroof, front
and rear parking sensors, a rear-view camera, keyless entry, heated
seats, Sirius XM Satellite radio and a power-closing trunk lid.
Buyers can also choose from numerous electronic driving aids including
Distronic Plus with Steer Assist, a semi-autonomous system that takes
control of the car in a traffic jam. Safety
The C-Class benefits from Mercedes' vast expertise in the field of
safety. In addition to expected features like ABS and ESP, the C boasts
front and side airbags, a kneebag for the driver, pelvisbags for the
front passengers, a newly-developed windowbag and available side airbags
for the rear passengers.
Also standard is an "ATTENTION ASSIST" system that can alert the driver
to the first signs of drowsiness, a factor that causes more than 100,000
accidents a year in the U.S. A steering sensor is coupled to smart
software that uses 70 parameters to establish a unique driver profile
during the first 20 minutes of driving. Between 50 and 112 mph, the
system identifies the erratic steering corrections drivers make as they
begin to get drowsy and triggers an audible warning and a "Time for a
Rest?" message with a coffee cup icon in the TFT screen that is
integrated into the instrument cluster.
Optional safety equipment includes the Lane Keeping Assist system, which
alerts the driver by simulating a rumble strip vibration in the
steering wheel if the car drifts from its lane without the turn signals
on. Part of Driver Assistance package, it operates at speeds above 37
mph via a system that recognizes lane markings, thanks to a small camera
in the windshield and a computer that analyzes the video images.
The Driver Assistance package also includes Blind Spot Assist, which
monitors both blind spots behind and to the side of the vehicle.
Whenever a turn signal is activated with a vehicle in the blind spot,
the driver gets visual and audible warnings.
The 2015 Ferrari California T also gets a minor
interior redesign, with a new touch-sensitive infotainment system
mounted in the center stack, standard leather trim, and aluminum
accents. The party piece of the California T's new interior is found in
between the two center stack-mounted air conditioning vents – a boost
gauge, so passengers can follow along with the turbocharged fun.The 2015 Ferrari California T will be officially
revealed at the Geneva motor show in March.
2015 Ferrari California T
BASE PRICE
$205,000 (MT est)
VEHICLE LAYOUT
Front-engine, RWD, 4 pass, 2-door convertible
ENGINE
3.9L/552-hp/557-lb-ft twin-turbo V-8
TRANSMISSION
7-speed twin-clutch automatic (MT est)
CURB WEIGHT
4000 lb (MT est)
LENGTH x WIDTH x HEIGHT
179.9 x 75.2 x 52.0 in
WHEELBASE
105.1 in (MT est)
0-62 MPH
3.6 sec (est)
EPA CITY/HWY FUEL ECON
N/A
ON SALE IN U.S.
Late 2014
For the first time since the legendary F40, a
turbocharged engine has found its way under the hood of a Ferrari. The
2015 Ferrari California T was just unveiled ahead of its Geneva Motor
Show debut, and unlike the Ferrari Mondial T, the "T" doesn't stand for
'terrible.' This time it stands for turbocharged, as the new 2015
California T packs a 552-hp turbocharged V-8 under the hood.
Smaller in displacement than the old 4.3-liter
naturally aspirated V-8 it replaces, the 2015 California T's new
3.9-liter V-8 gets a big power upgrade over the old model. The
California T's twin-turbocharged V-8 makes 552 hp and 557 lb-ft of
torque, an increase of 69-horsepower and 185 lb-ft of torque over the
previous California. Likely paired with a carry-over seven-speed
dual-clutch automatic, Ferrari says the new California T can accelerate
from 0-62 mph in just 3.6 seconds, and hit a top speed of 196 mph. The
last California we tested, a 454-hp 2009 model, accelerated from 0-60
mph in just 3.5 seconds.
While Ferrari buyers concerned with things like
throttle response will likely find themselves behind the wheel of the
458 Italia, Ferrari says it has used very low inertia twin-scroll
turbos, as well as a boost management system to ensure the 2015
California T has near-zero lag and "ultra-sharp" throttle response.
Along with the power upgrades, the California T
gets new sheetmetal penned by Ferrari and Pininfarina. While the new
California T's grille and lower front fascia bears a lot in common with
the out-going California, the new model gets new F12 Berlinetta-inspired
headlights, and an aggressive new hood. Ferrari and Pininfarina also
worked to pay tribute to the legendary 250 Testa Rossa by giving the
California T attractive pontoon-like fender flares that visually tie the
front and rear ends together. The power-folding hardtop remains a
California staple, and can drop that top in 14 seconds.
ssssss
sssss
The engine wasn't Ferrari's only focus for the
new California T -- it also upgraded the GT's steering, suspension, and
braking systems. The 2015 Ferrari California T gets a new steering box,
new springs, and the latest-generation Magnaride suspension, courtesy of
Ferrari's friends over at GM. Reigning in the California T's newfound
power are carbon-ceramic brakes, which Ferrari says can bring the new
California to a stop from 62 mph in 111 feet.
The McLaren P13 hyper car will debut in 2015 says a report from
AutoEvolution. This vehicle which has already been spotted on multiple
occasions is the direct successor to the McLaren P1. When launched, it
will be the third car to make use of the MP4-12C underpinnings and
platform.
It is expected to make use of the same engine that powers the P1 and
the MP4-12C supercar. This means a twin turbocharged 3.8-litre V8 mill
that is expected to produce a much ‘lesser’ 450bhp and around 500Nm of
torque.
It is expected to be priced at around 120,000 GBP (Rs 1.21 crore) and
by the look of it will become a Porsche 911 and Jaguar F-Type rival.
Cars from the McLaren stable have always been known to be nerdy and
precise in terms of what they can offer you and we expect this one to be
no less, so the P13 so should be just as fun to handle.
If you're reading this, you're either an interested observer or a
potential second owner of the 2015 McLaren P1. The boutique British
automaker says each of the 375 examples of the P1 has already sold.
That's bad news for anyone seeking what may be the "purest" driver's
car among today's exotics, a class that includes the Ferrari LaFerrari,
Lamborghini Aventador and the Porsche 918 Spyder.
Regardless of whether you dream or scheme for the P1, it is a car of
superlatives. Each body panel and the entire two-seat passenger cell
are made of carbon fiber. Active aerodynamic features, including front
and rear wings, come alive at triple-digit speeds. The windswept cabin
glass is inspired by fighter jet canopies. The P1, McLaren says, covers
zero to 60 mph in just 2.8 seconds en route to a top speed of 217 mph.
It's a small surprise, then, that the McLaren P1 achieves its
meteoric performance through relatively modest hardware. A
twin-turbocharged V8 engine behind the cockpit powers the P1 with 727
horsepower and 531 pound-feet of torque. An electric motor adds more
power and immediate throttle response, contributing to a total output
of 903 hp and 664 lb-ft. A seven-speed automatic transmission with
manual control routes power to the rear wheels.
The P1 offers five dynamic modes. Most drivers will spend their time
in Normal, Sport and Track modes, the latter two of which bolster
engine, suspension and steering response. Hard-core owners who opt for
Race mode will see the P1 lower its ride height, stiffen its suspension
and deploy its rear wing for unearthly amounts of traction. "E-mode,"
meanwhile, decouples the electric motor from the gasoline engine,
enabling more than 6 miles of range at speeds of up to 100 mph on
battery power alone.
The P1 isn't without compromise, however. There's neither carpeting
nor sound-deadening. Scant luggage space means short roads trips. The
price? It includes six zeroes. Yet these are minor quibbles to buyers
seeking one of today's ultimate performance cars, one that's more
precise, responsive and understated than either the Ferrari or
Lamborghini.
Highlights
FUEL ECONOMY (CTY/HWY)
Not Available
CAR TYPE
Coupe
TRANSMISSION
7-speed Automated Manual
BASIC WARRANTY
Not Available
ENGINE TYPE
Hybrid
TOTAL SEATING
Not Available
CYLINDERS
V8
CONSUMER RATING
Not Available
3.8 L
Features
Interior Features
Convenience
Front cupholders
Power steering
Comfort
Climate control
Carbon trim on center console
Carbon trim on dash
Carbon trim on doors
Alcantara steering wheel
In Car Entertainment
AM/FM stereo
Exterior Features
Tires and Wheels
Alloy wheels
20 in. wheels
R20 tires
Null tires
Safety Features
Stability control
Traction control
The 2015 McLaren P1 is possibly the most exciting road car ever built. The people who gave us the magnificent McLaren F1
20 years ago have delivered their next masterpiece, representing
everything learned in 50 years building Formula One, Le Mans,
Indianapolis and Can-Am winners.
Let's start with the engine. Or
rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much
modified from -- the usual McLaren 12C
motor. Then a 176-hp electric motor is added. Combined output is 903
hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio
way higher than any top-end supercar, and substantially above the
recently unveiled Porsche 918 Spyder, too.
The
two powerplants work together. The electric motor delivers low-end
torque instantly while the twin-turbo V8 has fantastic top-end shove.
Combine the two and there's great throttle response and enormous big-rev
power. In addition you can drive the P1 in electric E-mode -- the
silent supercar. All-electric range is about six miles.
The
seven-speed paddle-shift twin-clutch gearbox can also work in full
auto-shift mode, the default setting. It's the ideal choice for easy
'round-town driving.
As with all McLaren cars, the chassis is a
carbon monocoque and all body panels are carbon fiber, too. This helps
keep the weight low, despite the hybrid drive and bank of lithium-ion
batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren
says aerodynamics is the single area where the P1 has its biggest
advantage over rivals. It works actively, so the rear wing and underbody
flaps adjust automatically to boost speed and driver confidence. In
track-only "race" mode, the car dips 2 inches closer to the black stuff
and you get "ground effects" suction. In addition, the big rear wing
periscopes back almost 12 inches. You're now in max-attack mode,
magnetized to the road.
The 2015 McLaren P1 at the race track.
What's it like to drive?
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo.
Forget, also, the marvelous old McLaren F1, although you can sense
similar genes. The new P1 is way faster, way more agile and much more
composed at high speed. The brakes, too -- carbon-ceramic discs
specially developed by McLaren's Grand Prix partner Akebono -- are
outstanding, the best road car brakes we've sampled.
The Porsche
918 Spyder is the closest you'll get to a McLaren P1, but it's less
powerful, it's heavier, and with its four-wheel drive and greater
reliance on electronic controls, feels more like the digital experience
rather than the raw driver's car; more secure but less thrilling.
The
P1 is astonishingly fast on the track. The handling balance, especially
in "race" mode, is superb. It's predictable and controllable, but the
high speed and enormous power mean the P1 is a car demanding great
respect. Even with the traction control engaged, it's easy to get rear
wheel spin, so vast is the power and torque.
The surprise flipside
is the P1's tractability and ease of driving on the road. In default
"Normal" setting -- for powertrain and handling -- it can happily scoot
around town, comfortably and with decent visibility, its transmission in
smooth-shifting "auto" mode. It's only when you stab the right pedal
you realize the McLaren's other-worldly capabilities.
Cockpit of the new 2015 McLaren P1 hypercar
2015 McLaren P1 pricing and specifications
Do I want one?
You
bet! The McLaren P1 is the nearest thing there's ever been to a
road-legal Grand Prix car, developed by one of the most successful F1
teams. Here, surely, is the ultimate automotive experience. At least
until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly,
even if you want a P1, and can afford the $1.15 million price, you
can't have one. Like the LaFerrari, they're all sold out. All 375 have
found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.Vmh23EAM.dpuf
The 2015 McLaren P1 is possibly the most exciting road car ever built. The people who gave us the magnificent McLaren F1
20 years ago have delivered their next masterpiece, representing
everything learned in 50 years building Formula One, Le Mans,
Indianapolis and Can-Am winners.
Let's start with the engine. Or
rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much
modified from -- the usual McLaren 12C
motor. Then a 176-hp electric motor is added. Combined output is 903
hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio
way higher than any top-end supercar, and substantially above the
recently unveiled Porsche 918 Spyder, too.
The
two powerplants work together. The electric motor delivers low-end
torque instantly while the twin-turbo V8 has fantastic top-end shove.
Combine the two and there's great throttle response and enormous big-rev
power. In addition you can drive the P1 in electric E-mode -- the
silent supercar. All-electric range is about six miles.
The
seven-speed paddle-shift twin-clutch gearbox can also work in full
auto-shift mode, the default setting. It's the ideal choice for easy
'round-town driving.
As with all McLaren cars, the chassis is a
carbon monocoque and all body panels are carbon fiber, too. This helps
keep the weight low, despite the hybrid drive and bank of lithium-ion
batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren
says aerodynamics is the single area where the P1 has its biggest
advantage over rivals. It works actively, so the rear wing and underbody
flaps adjust automatically to boost speed and driver confidence. In
track-only "race" mode, the car dips 2 inches closer to the black stuff
and you get "ground effects" suction. In addition, the big rear wing
periscopes back almost 12 inches. You're now in max-attack mode,
magnetized to the road.
The 2015 McLaren P1 at the race track.
What's it like to drive?
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo.
Forget, also, the marvelous old McLaren F1, although you can sense
similar genes. The new P1 is way faster, way more agile and much more
composed at high speed. The brakes, too -- carbon-ceramic discs
specially developed by McLaren's Grand Prix partner Akebono -- are
outstanding, the best road car brakes we've sampled.
The Porsche
918 Spyder is the closest you'll get to a McLaren P1, but it's less
powerful, it's heavier, and with its four-wheel drive and greater
reliance on electronic controls, feels more like the digital experience
rather than the raw driver's car; more secure but less thrilling.
The
P1 is astonishingly fast on the track. The handling balance, especially
in "race" mode, is superb. It's predictable and controllable, but the
high speed and enormous power mean the P1 is a car demanding great
respect. Even with the traction control engaged, it's easy to get rear
wheel spin, so vast is the power and torque.
The surprise flipside
is the P1's tractability and ease of driving on the road. In default
"Normal" setting -- for powertrain and handling -- it can happily scoot
around town, comfortably and with decent visibility, its transmission in
smooth-shifting "auto" mode. It's only when you stab the right pedal
you realize the McLaren's other-worldly capabilities.
Cockpit of the new 2015 McLaren P1 hypercar
2015 McLaren P1 pricing and specifications
Do I want one?
You
bet! The McLaren P1 is the nearest thing there's ever been to a
road-legal Grand Prix car, developed by one of the most successful F1
teams. Here, surely, is the ultimate automotive experience. At least
until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly,
even if you want a P1, and can afford the $1.15 million price, you
can't have one. Like the LaFerrari, they're all sold out. All 375 have
found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.Vmh23EAM.dpuf
The 2015 McLaren P1 is possibly the most exciting road car ever built. The people who gave us the magnificent McLaren F1
20 years ago have delivered their next masterpiece, representing
everything learned in 50 years building Formula One, Le Mans,
Indianapolis and Can-Am winners.
Let's start with the engine. Or
rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much
modified from -- the usual McLaren 12C
motor. Then a 176-hp electric motor is added. Combined output is 903
hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio
way higher than any top-end supercar, and substantially above the
recently unveiled Porsche 918 Spyder, too.
The
two powerplants work together. The electric motor delivers low-end
torque instantly while the twin-turbo V8 has fantastic top-end shove.
Combine the two and there's great throttle response and enormous big-rev
power. In addition you can drive the P1 in electric E-mode -- the
silent supercar. All-electric range is about six miles.
The
seven-speed paddle-shift twin-clutch gearbox can also work in full
auto-shift mode, the default setting. It's the ideal choice for easy
'round-town driving.
As with all McLaren cars, the chassis is a
carbon monocoque and all body panels are carbon fiber, too. This helps
keep the weight low, despite the hybrid drive and bank of lithium-ion
batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren
says aerodynamics is the single area where the P1 has its biggest
advantage over rivals. It works actively, so the rear wing and underbody
flaps adjust automatically to boost speed and driver confidence. In
track-only "race" mode, the car dips 2 inches closer to the black stuff
and you get "ground effects" suction. In addition, the big rear wing
periscopes back almost 12 inches. You're now in max-attack mode,
magnetized to the road.
The 2015 McLaren P1 at the race track.
What's it like to drive?
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo.
Forget, also, the marvelous old McLaren F1, although you can sense
similar genes. The new P1 is way faster, way more agile and much more
composed at high speed. The brakes, too -- carbon-ceramic discs
specially developed by McLaren's Grand Prix partner Akebono -- are
outstanding, the best road car brakes we've sampled.
The Porsche
918 Spyder is the closest you'll get to a McLaren P1, but it's less
powerful, it's heavier, and with its four-wheel drive and greater
reliance on electronic controls, feels more like the digital experience
rather than the raw driver's car; more secure but less thrilling.
The
P1 is astonishingly fast on the track. The handling balance, especially
in "race" mode, is superb. It's predictable and controllable, but the
high speed and enormous power mean the P1 is a car demanding great
respect. Even with the traction control engaged, it's easy to get rear
wheel spin, so vast is the power and torque.
The surprise flipside
is the P1's tractability and ease of driving on the road. In default
"Normal" setting -- for powertrain and handling -- it can happily scoot
around town, comfortably and with decent visibility, its transmission in
smooth-shifting "auto" mode. It's only when you stab the right pedal
you realize the McLaren's other-worldly capabilities.
Cockpit of the new 2015 McLaren P1 hypercar
2015 McLaren P1 pricing and specifications
Do I want one?
You
bet! The McLaren P1 is the nearest thing there's ever been to a
road-legal Grand Prix car, developed by one of the most successful F1
teams. Here, surely, is the ultimate automotive experience. At least
until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly,
even if you want a P1, and can afford the $1.15 million price, you
can't have one. Like the LaFerrari, they're all sold out. All 375 have
found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.Vmh23EAM.dpuf
The 2015 McLaren P1 is possibly the most exciting road car ever built. The people who gave us the magnificent McLaren F1
20 years ago have delivered their next masterpiece, representing
everything learned in 50 years building Formula One, Le Mans,
Indianapolis and Can-Am winners.
Let's start with the engine. Or
rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much
modified from -- the usual McLaren 12C
motor. Then a 176-hp electric motor is added. Combined output is 903
hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio
way higher than any top-end supercar, and substantially above the
recently unveiled Porsche 918 Spyder, too.
The
two powerplants work together. The electric motor delivers low-end
torque instantly while the twin-turbo V8 has fantastic top-end shove.
Combine the two and there's great throttle response and enormous big-rev
power. In addition you can drive the P1 in electric E-mode -- the
silent supercar. All-electric range is about six miles.
The
seven-speed paddle-shift twin-clutch gearbox can also work in full
auto-shift mode, the default setting. It's the ideal choice for easy
'round-town driving.
As with all McLaren cars, the chassis is a
carbon monocoque and all body panels are carbon fiber, too. This helps
keep the weight low, despite the hybrid drive and bank of lithium-ion
batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren
says aerodynamics is the single area where the P1 has its biggest
advantage over rivals. It works actively, so the rear wing and underbody
flaps adjust automatically to boost speed and driver confidence. In
track-only "race" mode, the car dips 2 inches closer to the black stuff
and you get "ground effects" suction. In addition, the big rear wing
periscopes back almost 12 inches. You're now in max-attack mode,
magnetized to the road.
The 2015 McLaren P1 at the race track.
What's it like to drive?
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo.
Forget, also, the marvelous old McLaren F1, although you can sense
similar genes. The new P1 is way faster, way more agile and much more
composed at high speed. The brakes, too -- carbon-ceramic discs
specially developed by McLaren's Grand Prix partner Akebono -- are
outstanding, the best road car brakes we've sampled.
The Porsche
918 Spyder is the closest you'll get to a McLaren P1, but it's less
powerful, it's heavier, and with its four-wheel drive and greater
reliance on electronic controls, feels more like the digital experience
rather than the raw driver's car; more secure but less thrilling.
The
P1 is astonishingly fast on the track. The handling balance, especially
in "race" mode, is superb. It's predictable and controllable, but the
high speed and enormous power mean the P1 is a car demanding great
respect. Even with the traction control engaged, it's easy to get rear
wheel spin, so vast is the power and torque.
The surprise flipside
is the P1's tractability and ease of driving on the road. In default
"Normal" setting -- for powertrain and handling -- it can happily scoot
around town, comfortably and with decent visibility, its transmission in
smooth-shifting "auto" mode. It's only when you stab the right pedal
you realize the McLaren's other-worldly capabilities.
Cockpit of the new 2015 McLaren P1 hypercar
2015 McLaren P1 pricing and specifications
Do I want one?
You
bet! The McLaren P1 is the nearest thing there's ever been to a
road-legal Grand Prix car, developed by one of the most successful F1
teams. Here, surely, is the ultimate automotive experience. At least
until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly,
even if you want a P1, and can afford the $1.15 million price, you
can't have one. Like the LaFerrari, they're all sold out. All 375 have
found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.qjaKHwBW.dpuf
The 2015 McLaren P1 is possibly the most exciting road car ever built. The people who gave us the magnificent McLaren F1
20 years ago have delivered their next masterpiece, representing
everything learned in 50 years building Formula One, Le Mans,
Indianapolis and Can-Am winners.
Let's start with the engine. Or
rather, engines. There is a 727-hp twin-turbo V8 similar to -- but much
modified from -- the usual McLaren 12C
motor. Then a 176-hp electric motor is added. Combined output is 903
hp. With just a 3,075-pound dry weight, that's a power-to-weight ratio
way higher than any top-end supercar, and substantially above the
recently unveiled Porsche 918 Spyder, too.
The
two powerplants work together. The electric motor delivers low-end
torque instantly while the twin-turbo V8 has fantastic top-end shove.
Combine the two and there's great throttle response and enormous big-rev
power. In addition you can drive the P1 in electric E-mode -- the
silent supercar. All-electric range is about six miles.
The
seven-speed paddle-shift twin-clutch gearbox can also work in full
auto-shift mode, the default setting. It's the ideal choice for easy
'round-town driving.
As with all McLaren cars, the chassis is a
carbon monocoque and all body panels are carbon fiber, too. This helps
keep the weight low, despite the hybrid drive and bank of lithium-ion
batteries.
McLaren P1 suspension is 12C-based. It uses a hydropneumatic setup not so different from an old Citroën's. Its active ride magic-carpets bumps and potholes yet firms up on corners.
McLaren
says aerodynamics is the single area where the P1 has its biggest
advantage over rivals. It works actively, so the rear wing and underbody
flaps adjust automatically to boost speed and driver confidence. In
track-only "race" mode, the car dips 2 inches closer to the black stuff
and you get "ground effects" suction. In addition, the big rear wing
periscopes back almost 12 inches. You're now in max-attack mode,
magnetized to the road.
The 2015 McLaren P1 at the race track.
What's it like to drive?
"Astonishing," is the simple answer. Forget the Ferrari 458 or F12, or the Enzo.
Forget, also, the marvelous old McLaren F1, although you can sense
similar genes. The new P1 is way faster, way more agile and much more
composed at high speed. The brakes, too -- carbon-ceramic discs
specially developed by McLaren's Grand Prix partner Akebono -- are
outstanding, the best road car brakes we've sampled.
The Porsche
918 Spyder is the closest you'll get to a McLaren P1, but it's less
powerful, it's heavier, and with its four-wheel drive and greater
reliance on electronic controls, feels more like the digital experience
rather than the raw driver's car; more secure but less thrilling.
The
P1 is astonishingly fast on the track. The handling balance, especially
in "race" mode, is superb. It's predictable and controllable, but the
high speed and enormous power mean the P1 is a car demanding great
respect. Even with the traction control engaged, it's easy to get rear
wheel spin, so vast is the power and torque.
The surprise flipside
is the P1's tractability and ease of driving on the road. In default
"Normal" setting -- for powertrain and handling -- it can happily scoot
around town, comfortably and with decent visibility, its transmission in
smooth-shifting "auto" mode. It's only when you stab the right pedal
you realize the McLaren's other-worldly capabilities.
Cockpit of the new 2015 McLaren P1 hypercar
2015 McLaren P1 pricing and specifications
Do I want one?
You
bet! The McLaren P1 is the nearest thing there's ever been to a
road-legal Grand Prix car, developed by one of the most successful F1
teams. Here, surely, is the ultimate automotive experience. At least
until the daftly named LaFerrari -- promising more power but fewer aerodynamic tricks -- is available.
Sadly,
even if you want a P1, and can afford the $1.15 million price, you
can't have one. Like the LaFerrari, they're all sold out. All 375 have
found homes, 30 percent in the U.S.
On sale: US deliveries commence Spring 2014
Base price: $1.15 million
Drivetrain: 3.8-liter 903-hp twin-turbo V8/electric motor; RWD, seven-speed manual transmission (with auto mode)
0-62 mph: 2.8 sec (mfr claim)
Curb weight: 3075 lbs
- See more at: http://autoweek.com/article/car-reviews/2015-mclaren-p1-first-drive#sthash.qjaKHwBW.dpuf
Mercedes-Benz
launched the 2014 S-Class in India with the S500 Launch Edition on
January 8, 2014. The S-Class has always had the last word in luxury
motoring, offering the latest technology and creature comforts one can
expect in a car. The ‘W222’ S-Class has undergone some serious changes
and comes laden with state-of-the-art technologies to make sure it
retains the title of the ‘Best Luxury Car in the World’.
Elegant, in everything it does.
For generations, an S-Class Sedan has been instantly
recognizable not just for its iconic design, but for predicting the
future of the automobile. Strong, powerful and majestic, it's also
lighter, sleeker, and the most athletic S-Class yet. And while it slips
through the wind with ease, it stands out in any crowd. In fact, it
stands above.
Specifications
Engines
2987 cc, Diesel, 255 bhp @ 3600 RPM power
4663 cc, Petrol, 453 bhp @ 5250 RPM power
Gearboxes
7-speed, Automatic, RWD
Seating Capacity
4 seater
Steering
Power steering
Exterior
Mercedes-Benz has played safe in the design department and the new
car features a much toned down look. The front of the car features a new
and larger radiator grille attached to a redesigned bumper. The
Intelligent LED Light System headlamps adapt their illumination
according to the road conditions, speeds, as well as the oncoming
traffic. The side profile reveals aerodynamically flowing body lines or
the ‘dropping line’, which meets the arched roofline at the rear.
Speaking of the rear, the LED tail lights feature prominently along with
two huge tail pipes. The rear doors are now larger and the roofline is
more steeply raked, though it hasn’t had any adverse effect on the
headroom. Though the car rides on the same core chassis, it is 100kg
lighter than the previous car, has better torsion stiffness and boasts
of lower NVH levels. The car also features an enhanced AIRMATIC
suspension with Magic Body Control for a better ride.
Interiors
Mercedes-Benz has always been extravagant when it comes to including
the latest technology and luxury in an S-Class, and W222 is no
different. The traditional instrument cluster has been ditched and two
12-inches TFT displays have been added, one in the centre of the
dashboard and the other behind the new multifunction, two-spoke wooden
steering wheel. The S500 features Mercedes’ COMAND infotainment system
with an inbuilt 250GB hard disk. The system acts as a control centre for
all audio, navigational and telecommunications functions in the car.
Being an expensive luxury sedan, we can expect that a lot of the
S-Class buyers would prefer to be chauffeured around. So, a lot has also
been changed for the comfort of the rear seat passengers too. Among the
other latest additions is a seven-coloured LED ambient light system, a
high-quality Burmester music system, heated armrests as well as a
specialised air balance package which filters the air in the cabin and
sprays a special scent branded by Mercedes-Benz themselves. The heated
and adjustable rear seats feature a Hot Stone Massage system which as
the name suggests, is a massager. The car also features a WiFi hotspot
for internet access when on the move. As an optional extra, the customer
can also opt for an individually customisable ‘first class rear’
business package.
Engine
Mercedes-Benz, as of now, offers the S-Class only with a 4.7-litre
bi-turbo petrol V8 engine. The engine pumps out 460bhp and 700Nm of
torque and is synchronised to a seven-speed 7G-Tronic automatic
transmission. In India, Mercedes-Benz offers the S-Class with a lone
variant, the S500.
S-Class powerplant choices include two Direct Injection biturbo V-8s and
a pair of superlative biturbo V-12s. With stronger torque and greater
efficiency, the S-Class engines accelerate the pace of progress. Each of
them employs numerous advanced technologies to turn less fuel into more
energy, for power to spare with fewer emissions left behind.
For decades, the S-Class has predicted the safety standards of the
future. Today's S-Class literally looks ahead, and 360 degrees around,
to spot hazards in your path. A team of standard and optional systems
can alert the driver, assist in braking, and even respond autonomously
to help avoid collisions with other vehicles and pedestrians.
The 2015 BMW I3 truly offers no grand surprises on
the outside. It keeps the exact same three-door hatchback setup with a
pair of rearward-swinging quarter doors that we anticipated to see. The BMW i3Electric
does get a more traditional appearance than we all anticipated, with
its very plain front end that features BMW’s kidney grilles and a BMW i
blue background and U-shaped LED headlights. The profile view of the i3
has to do with as plain-Jane as it comes, as the anticipated swooping
roofline is not as dramatic as we were anticipating. In place of the
remarkable roofline is a swooping window-line that appears virtually
unpleasant as you reach the rear-quarter window. Under the camp, you can
see one unique bodyline that looks to run the base of the front and
rear door windows, then kick up greatly as you approach the rear-quarter
window. Short of that neat line, the rest of the profile view has to do
with as vanilla and un-BMW-like as it gets.
2015 BMW I3 Rear and Side View-Electric Car News
Interior Design
Tne of the most noteworthy features of the new 2015 BMW I3
is the lack of center tunnel and the truth that both the front and rear
bench seats allow for simple activity inside the automobile as well as
allow the motorist to exit with the passenger door if required. The
design has actually been designed around the motorist, implying that the
controls are put at simple gain access to. The New BMW electric
is also offered with a freestanding steering column that includes all
the driving controls, such as the instrument cluster, start/stop button
and gear shift selector. A weight savings of 10 percent is accomplished
via the use of raw, renewable materials on the door trim, additionally,
the instrument panel supports are made from magnesium for an extra 20
percent in weight savings over the equivalent steel material.
2015 BMW I3 Interior Design-Future of Electric car
2015 BMW I3 Specs and Powertrain
Now the part that everybody is most curious about: exactly what’s under the 2015 BMW I3‘s
hood? Well under there is a hybrid synchronous electrical motor that
puts out 125 kW (170 horsepower) and 250 Nm (184 pound-feet) of torque
to the rear wheels from the second you touch the accelerator, by means
of a single-speed automatic transmission. This pushes the tiny hatchback
to 100 km/h (62 mph) in a spirited 7.2 seconds and to a top speed of 93
BMW mph. Both are rather impressive, as is its sprint to 30
mph in 3.5 seconds, to 60 mph in an estimate 7 seconds and 50 to 75 mph
in only 4.9 seconds. What really matters in the compact EV class is the
efficiency of the car, and the i3 delivers because area too. Its motor
only uses up 0.13 kWh from its eight-module lithium-ion battery per mile
of driving. This battery shops a total of 22 kWh of energy, which
manages the i3 an everyday driving range of 130 to 160 km (81 to 99
miles).
2015 BMW I3 Side View-BMW Electric Car
2015 BMW I3 Price and Release Date
We expected the 2015 BMW I3 is new BMW I3 to come in at about $45,000 in the U.S. and BMW has just announced that it will certainly come in well under this mark. The I3
will begin at a relatively low-cost $41,350 prior to federal tax
credits, plus a $925 shipping charge, for the Mega World trim. The
range-extender model will certainly have a starting rate of $45,200. The
BMW I3 was released couple of months back...Thank
you for reading this article, I hope you will have a nice day.And if
you like this post maybe you will like the previous one I wroteclick “here”toviewit.
The 2015 Jaguar C-X-17 is constructed with the length for about 4,718 with the width in 1,959 mm and the remarkable is 1649 mm while the wheelbase has 2,905 mm. It
suggests that the wheelbase is coming with longer design for about
30 mm compared for the rivals, Jag new 3 series. At this time the car is
expected to come with larger, lower and longer compared to Audi Q-5 and likewise BMW X-3. Additionally, the 2015 Jaguar C-X-17
will be available with the improvement around its design in addition to
beautiful lines. The vehicle will go the like the idea with lengthy
hood and it is supported with twin power bulges as the popular grill and
identifiable front lights. The front light with the concept’s grille is
motivated by XJ sedan and the hexagonal design might be discovered for
the grille with a bit lightweight aluminum panels. Last however not the
least it has simple and clean design with double heart lines. The rear
taillight is encouraged by F-type Roadster.
Interior Design
The interior of 2015 Jaguar C-X-17 has four
individual bucket seats. Each seat is marked with a laser cut dogtooth
pattern. When you are parked up, there are two additional leisure seats
in the boot floor; they are beneficial. The modest dashboard consists of
a touch delicate control panel and a central display. The center
console has one big touch screen that stretches back to rear guests. It
is referred to as the Interactive Surface Console, it enables the
tourists to surf the net and operate the infotainment. JLR audio, which
is a brand-new sound system, slots in all speakers into pillars A and B.
this helps to bring the sound source to head height.
2015 Jaguar C-X-17 Powertrain
The SUVwill include a new 4 cylinder turbo diesel
and petroleum engines. The engines will be made at a new processing
plant that is under building in Wolverhampton. This plant will function
by 2015. Jaguar prepares to offer incredibly effective diesel designs
that release less than 100/km of carbon IV oxide, and high efficiency
variations utilizing the F-types supercharged petroleum. It has a rear
biased smart all wheel drive system and a sophisticated all aluminum
suspension to guarantee well dealing with improved by torque-vectoring
that brakes the inner wheel.
2015 Jaguar C-X-17 Release Date and Price
For your information, the vehicle is coming as the brand-new
generation for 2016 generation. Sadly the business has not introduced
about the release date and price for the automobile. We just discovered a
report that the cost would go from $39,600 for 2015 Jaguar C-X-17.
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