Coverage
| | |||
| | |||
| | |||
| | |||
May 21, 2010
May 19, 2010
Comparison: 2010 Land Rover LR4 vs 2010 Lexus GX 460 vs 2010 Mercedes-Benz GL450
Comparison:
2010 Land Rover LR4 vs 2010 Lexus GX
460 vs 2010 Mercedes-Benz GL450
Two Days in the Valley. Forget the Mall, Which Seven-Passenger Lux SUV Rules Amid Wind, Sand, and Star?
From the July, 2010 issue of Motor Trend
/ By Arthur St. Antoine
/ Photography by Brian Vance
Please answer the following question as honestly as possible. I require a sport/utility vehicle because:
(A) I chase gazelle across the Gobi Desert (well, I do some camping in locales without electrical outlets).
(B) A huge and rugged vehicle is essential for visiting the farmer's market, picking up fresh organic greens, and chauffeuring Dacoda to her pottery class.
If you answered "B," then close your browser immediately, and buy a Honda Civic. If you answered "A," however, read on. Gathered here are three industrial-grade sport/utes. And, yea, we're going stalk through the valley of death.
 |
Until the arrival of Jeep's redesigned Grand Cherokee (just months away at the time of this test), the three grit-tamers gathered here represent the best of their luxurious breed. Land Rover's LR4 is new for 2010, a thorough revise of the maker's LR3 (our 2005 Sport/Utility of the Year). Improvements include a revised suspension, enhanced Terrain Response system, and a gorgeous cabin, but the big news lies under the hood: a new Jaguar-sourced, direct-injection, DOHC, 5.0-liter V-8 making 375 horsepower -- a 25-percent increase over the outgoing 4.4-liter mill. Another SUOTY winner (for 2007) is the unibody Mercedes-Benz GL450, a velvet-cloaked bruiser with a stout 4.7-liter V-8 and a superb seven-speed automatic. Rounding out our trio is the Lexus GX 460, which first appeared in 2002, but, like the LR4, is heavily reworked for 2010. Sharing its updated platform with the new Toyota 4Runner, the GX remains a body-on-frame workhorse -- with fresh styling, a handsome new interior, an electronically controlled transfer case, and, most significant, a version of the 4.6-liter V-8 that romps in the Tundra pickup.
 |
Again, we judged these seven-passenger tanks (each offers three seating rows) primarily on how they fared through Death Valley -- hundreds of miles from such hedonistic diversions as Starbucks and the Olive Garden. If you're after something to ferry Dacoda to her harp-stringing lessons, this comparo won't serve you well. If you're looking for the dirty truth, though, read on.
 |
Mild West
All three of our players offer more off-road competence than most asphalt-avoiders will ever use. But among this mil-spec group, the big Benz is least armed for battle. Crucially, unlike the Rover and the Lexus, the GL450 lacks a low-range transfer case. "More demanding than the other two through our rock- crawling drill," says executive editor Ed Loh. "With no transfer case and gearing designed for strip malls rather than the abandoned strip mines we visited, this one took considerably more effort to pilot through the crags." While the big V-8 is plenty strong -- 335 horsepower and 339 pound-feet -- the lack of low-range torque multiplication limits extreme maneuvering, such as thrashing your way out of heavy muck or tackling steep canyon obstructions.
All three of our players offer more off-road competence than most asphalt-avoiders will ever use. But among this mil-spec group, the big Benz is least armed for battle. Crucially, unlike the Rover and the Lexus, the GL450 lacks a low-range transfer case. "More demanding than the other two through our rock- crawling drill," says executive editor Ed Loh. "With no transfer case and gearing designed for strip malls rather than the abandoned strip mines we visited, this one took considerably more effort to pilot through the crags." While the big V-8 is plenty strong -- 335 horsepower and 339 pound-feet -- the lack of low-range torque multiplication limits extreme maneuvering, such as thrashing your way out of heavy muck or tackling steep canyon obstructions.
 |
Dial back to scud-running at eight-tenths or less, though, and the GL shines. It's huge inside, claiming second-best cargo capacity with the back two rows folded down (83 cubic feet) and the most cubed feet behind the third row (14). Tow capacity is a beefy 7500 pounds. The seven-speed automatic is now accessible via excellent wheel-mounted shift paddles. The V-8 makes stirring sounds and, in concert with the seven cogs,serves up group-best acceleration (0 to 60 mph in 6.4 seconds). Finally, the GL makes marvelous use of its Airmatic springs. A flick of a switch raises ground clearance to 10.9 inches, the suspension offers Sport and Comfort ride modes, and there's auto load-leveling. "Sportiest, most carlike chassis; feels the most planted," says senior editor Ron Kiino.
 |
So why the third-place rating? Two big hurts: the "mild"-rated off-road hardware and a crushing Monroney. Base sticker for the GL450 is $61,825, which outprices the Lexus by nearly nine grand. Outfitted with such extras as Keyless-Go, COMAND voice activation, navigation, and a rear camera, our tester checked in at $68,485-topping the field by nearly $11K.
Writes Kiino: "A useful, functional, capable, still-handsome seven-pass lux SUV that's too pricey. Just three years ago it was our SUOTY -- how things change."
 |
To The Manor Scorned
The Lexus GX 460 tackled the rougher off-road stretches with...wait a minute. Didn't that lab-coat mag dub the GX a "Don't Buy"? What's this "evil" Lexus doing here, anyway?
In the days before traction- and stability-control systems, most motorists understood that, if you drive like a raging idiot, you'll get into trouble whatever the make or model of vehicle. Today, you're apparently supposed to be able to take an SUV -- a machine with an inherently high center of gravity -- hurl it into a turn way too fast, jump off the gas, and have the vehicle's miracle systems save you and your careless self from the resulting spin. Here's our take: During our on-road drives and track tests, we observed that the GX's stability-control system does indeed feel "looser" than many we've tried -- Kiino dubbed it "surprisingly sporty." That said, we were driving way, way harder than any SUV pilot would ever attempt. Even so, never did the GX feel scary or unsafe. To paraphrase the familiar refrain: Your stupidity may vary.
 |
Underneath its tailored skin, the GX is a bona-fide desert warrior. "Very impressed," says Kiino. "Put it in 4L, dropped it down into first gear, and essentially just modulated the brakes -- the GX simply idled its way up and over the rocks and ledges." In addition to low range, the GX offers such Swiss Army functionality as Downhill Assist Control, Crawl Control, Hill-Start Assist (to prevent rolling backward), and a hydraulic Kinetic Dynamic Suspension System that, off-road, frees up the anti-roll bars so the opposite wheels can move more independently. You could take this rig almost anywhere.
Add a sweet V-8, a smooth six-speed automatic, every imaginable electronic luxury, a great ride, group-high fuel efficiency, and strong value ($57,619 as-tested), and the GX acquits itself impressively. Indeed, it might have finished first were it not for two drawbacks: a third-place tow rating (6500 pounds) and, far more important, a meager 64.7 cubic feet of cargo room behind the front seats and a very tight third row.
Sums up Loh: "I can imagine Maharajahs used to riding atop big Indian elephants being jealous of this rig."
 |
The Real Thing
This was an easy call. If you're taking the tribe off-road, and maybe even if you're just doing the mall thing, the Land Rover LR4 tackles every mission parameter with ease. Room? Biggest here: more than 90 cubic feet with the rear seats down-and a third row that's genuinely comfortable for adults. Towing? Top rating: 7716 pounds. Off-road prowess? Easily best, with up to 9.4 inches of ground clearance (with the air springs raised) and the latest edition of Land Rover's Terrain Response system -- which makes optimizing throttle response, transmission, and chassis performance for any condition as easy as twirling a dial. Says Loh: "I am a conqueror of all I see in this vehicle. Damn, the view is nice: Through these big windows and windshield the Sierras, Eureka Dunes, even the dusty-green Joshua Trees that litter Death Valley look as though shot in Cameron's IMAX 3D." When the tough stuff comes, this is the one drivers fight to pilot.
And yet the LR4 remains thoroughly refined on-road, too. "Brilliant steering that's both light and fluid, yet offers plenty of feel and feedback -- wouldn't mind this in a sports car," says Kiino. "Love the multi-configurable seating arrangement and genuinely flat load floor," adds Loh. "I can stretch out on it no problem; could easily camp at night back there."
The LR4 isn’t flawless. The nav menus are slow and the screen washes out in sunlight. The center stack is fussy with buttons. The six-speed automatic can’t match those in the Benz or Lexus for responsiveness. And the LR4 is undeniably tall and heavy (with a group-low 12/17-mpg city/highway EPA rating).
Drive the Rover, and you won’t care. Effuses Kiino: “From the off-road prowess, utilitarian seven-passenger interior, and splitfolding tailgate to the gorgeous leather-and-wood cabin, brawny V-8, and supple ride, the LR4 is for discerning, adventurous professionals who want a go-anywhere, do-anything rig, whether hitting the trail or the town.”
Bring on the Grand Cherokee.
1ST PLACE
LAND ROVER LR4
Indiana Jones in a sheetmetal suit.
2ND PLACE
LEXUS GX 460
Unsafe? We’d happily drive one anywhere.
3RD PLACE
MERCEDES-BENZ GL 450
Pricey, and not optimum off-road -- but still more SUV than most will ever need.
 |
2010 LAND ROVER LR4 HSE 2010 LEXUS GX 460 2010 MERCEDES-BENZ GL450 POWERTRAIN/CHASSIS Drivetrain layout Front engine, 4WD Front engine, 4WD Front engine, 4WD Engine type 90-deg V-8, alum block/heads 90-deg V-8, alum block/heads 90-deg V-8, alum block/heads Valvetrain DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl Displacement 305.1 cu in/5000 cc 281.2 cu in/4608 cc 284.6 cu in/4663 cc Compression ratio 11.5:1 10.2:1 10.7:1 Power (SAE net) 375 hp @ 6500 rpm 301 hp @ 5500 rpm 335 hp @ 6000 rpm Torque (SAE net) 375 lb-ft @ 3500 rpm 329 lb-ft @ 3500 rpm 339 lb-ft @ 2700 rpm Weight to power 15.3 lb/hp 17.0 lb/hp 15.9 lb/hp Transmission 6-speed automatic 6-speed automatic 7-speed automatic Axle/final/low ratios 3.54:1/2.44:1/2.93:1 3.91:1/2.29:1/2.57:1 3.70:1/2.70:1/— Suspension, front; rear Control arms, adj air springs, anti-roll bar; control arms, adj air springs, anti-roll bar Control arms, coil springs, adj anti-roll bar; live axle, air springs, adj anti-roll bar Control arms, adj air springs, anti-roll bar; multilink, adj air springs, anti-roll bar Steering ratio 19.4:1 18.4:1 18.6:1 Turns lock-to-lock 3.3 3 3.6 Brakes, f;r 14.2-in vented disc; 13.8-in vented disc, ABS 13.3-in vented disc; 12.3-in vented disc, ABS 14.7-in vented disc; 13.0-in vented disc, ABS Wheels 8.0 x 19-in, cast aluminum 7.5 x 18-in, cast aluminum 8.5 x 19-in, cast aluminum Tires 255/55R19 111V M+S,Continental 4x4 Contact 265/60R18 109H M+S, Michelin Latitude Tour HP 275/55R19 111H M+S, Pirelli Scorpion Zero DIMENSIONS Wheelbase 113.6 in 109.8 in 121.1 in Track, f/r 63.2/63.5 in 62.4 / 62.4 in 65.0 / 65.1 in Length x width x height 190.1 x 75.4 x 74.1-76.2 in 189.2 x 74.2 x 72.6 in 200.6 x 76.4 x 72.4-75.5 in Ground clearance 7.3-9.4 in 8.1 in 7.8-10.9 in Approach/depart angle 32.2-37.2/26.7-29.6 deg 28.0/25.0 deg 27.0/21.0 deg Turning circle 37.6 ft 38.0 ft 39.7 ft Curb weight 5744 lb 5112 lb 5340 lb Weight dist, f/r 49/51% 52/48% 51/49% Towing capacity 7716 lb 6500 lb 7500 lb Seating capacity 7 7 7 Headroom, f/m/r 40.4/42.4/40.1 in 38.0/40.4/35.2 in 40.1/40.6/38.2 in Legroom, f/m/r 42.4/37.6/36.3 in 41.7/34.1/29.3 in 40.3/39.5/34.2 in Shoulder room, f/m/r 59.0/59.2/42.8 in 55.4/57.3/54.5 in 58.3/58.9/50.5 in Cargo vol behind f/m/r 90.3/42.1/9.9 cu ft 64.7/17.0/4.2 cu ft 83.3/43.8/14.3 cu ft TEST DATA Acceleration to mph 0-30 2.3 sec 2.3 sec 2.1 sec 0-40 3.6 3.6 3.3 0-50 5.2 5.2 4.6 0-60 6.9 6.9 6.4 0-70 9.2 9.5 8.4 0-80 11.9 12.2 10.8 0-90 14.9 15.5 14 Passing, 45-65 mph 3.4 sec 3.8 sec 3.5 sec Quarter mile 15.3 sec @ 91.2 mph 15.4 sec @ 89.7 mph 14.8 sec @ 92.7 mph Braking, 60-0 mph 118 ft 117 ft 115 ft Lateral acceleration 0.74 g (avg) 0.73 g (avg) 0.70 g (avg) MT figure eight 28.3 sec @ 0.60 g (avg) 28.3 sec @ 0.58 g (avg) 29.6 sec @ 0.54 g (avg) Top-gear revs @ 60 mph 1750 rpm 1550 rpm 1600 rpm CONSUMER INFO Base price $48,100 $52,845 $61,825 Price as tested $54,760 $57,619 $68,485 true car trueaverage price $52,433 $56,588 $67,704 Stability/traction control Yes/yes Yes/yes Yes/yes Airbags Dual front, front side, f/m/r curtain Dual front, f/m side, f/m/r curtain, fr knee Dual front, f/m side, f/m/r curtain, dr knee Basic warranty 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles Powertrain warranty 4 yrs/50,000 miles 6 yrs/70,000 miles 4 yrs/50,000 miles Roadside assistance 4 yrs/50,000 miles 4 yrs/Unlimited Unlimited Fuel capacity 22.8 gal 23.0 gal 26.4 gal EPA city/hwy econ 12/17 mpg 15/20 mpg 13/17 mpg CO2 emissions 1.40 lb/mile 1.15 lb/mile 1.33 lb/mile MT obs fuel economy 14.3 mpg 15.8 mpg 15.7 mpg Recommended fuel Unleaded premium Unleaded premium Unleaded premium
May 18, 2010
Ferrari California
Ferrari California - 2010
Through a fluke in timing or just plain luck, I'm fortunate enough to have now been behind the wheel of every single current Ferrari currently on sale. That's a rarity even for automotive journalists, and it's an honor I don't take lightly. Today's drive of the California marked a special occasion, since this was not just the only Ferrari I haven't driven, it's also an all-new kind of Ferrari.
The California is full of firsts: it's the first-ever front-mounted V-8-engined Ferrari, it's the first use of direct injection in a Ferrari, and it's Ferrari's first dual-clutch automated manual transmission. It's also the first Ferrari built on a modular architecture, and the first built on a new production line that is downright spooky in its modernity. I was able to tour the facility last month, and the California's production line is spotlessly clean, eerily quiet, and freakishly automated. On the one hand, computerized, precise mass production makes the California seem somehow less special; on the other, it ensures the highest level of quality. I think it's a worthwhile tradeoff, especially for a Ferrari that's inherently less special than some others.
Screeeetch -- less special? I mean the California no insult by that. It's the least expensive offering in Ferrari's stable, but that's only part of the reason why. The other reason is that I equate "special" with "insane." I, a certified automotive nutcase, adore the F430 for its insanity. I love the way it crackles and barks and screams. I love how it scares small children and grown men alike with its acoustic assault; how it accelerates and shifts with such violence that it renders its passengers hysterical. I love how its occupants are assaulted with the feel of every pebble on the road after luring them in with the sight and aroma of the world's finest materials.
Some, however, might find the F430 a bit much. For these people, Ferrari makes the California. The California is a softer, milder, less insane Ferrari. Ergo, it's less special to crazy people like me, but it's no less special in the real world. A grand tourer in the traditional sense of the word, Ferrari's hard-top convertible is smooth and luxurious. Its sound level and ride are sedate by Ferrari standards, and its cabin elegant and luxurious.
From the driver's seat, the experience is typical of today's Ferraris, which means a big red start button, a Mannetino controller on the steering wheel, and a paddle-shifted transmission. Upon first driving off, you notice that the suspension is supple, the gearchanges are smooth, and, like all modern Ferraris, the steering is Cadillac-overboosted and lacking in feel.
I drove the California in traffic for almost a hundred miles before I finally flung it into a corner-and became quickly aware that, like the 599 GTB and the 612 Scaglietti, it has two very distinct personalities. The California turns in with amazing immediacy-likely a result of having most of its weight between the axles. To that end, the V-8 is mounted completely aft of the front axle and the dual-clutch transmission is a transaxle mounted in the rear. Not much feedback comes through the steering wheel, and the brakes are somewhat wooden, but this is a car that knows how to dance. Chassis balance is spot-on perfect, serving up high-speed drifts that are easily controlled with the throttle.
The dual-clutch transmission shifts with no interruption in power; it's nothing like the old F1's brutal, neck-snapping full-throttle shifts. But I actually prefer the single-clutch transmission, at least until Ferrari's software engineers get around to a Version 2.0. Even though the dual-clutch box provides mostly seamless shifts, making for more comfortable driving, it's not quite as well programmed as the old F1 box, and a few glitches are apparent. (Read my blog on Transmissions for more detailed information about the Ferrari dual-clutch transmissions.)
Like all modern Ferraris, the California's suspension is able to filter out small road surface irregularities without compromising body control. Lateral body control (lean in corners) feels, from the cockpit, to be nonexistent, but the suspension does allow a lot of brake dive
The 453-hp, 4.3-liter V-8 is deeper in pitch and less sonorous in note than the F430's engine. The California's V-8 still uses a Ferrari's trademark flat (180-degree) crankshaft, so it sounds like two manic four-cylinders instead of the deep, distinctive burble that you get from 90-degree V-8s. The California's exhaust note is certainly impressive, but it achieves that more by virtue of its volume than its pitch, especially from inside the car. That's exacerbated when the transmission is in automatic mode-the lack of interruption in power during shifts makes the engine's note change sound just like a conventional automatic. I think Ferrari needs to program in a very quick misfire during shifts to interrupt the exhaust note momentarily. Other sports car manufacturers do this.
Speaking of fuel delivery interruption, one other area that could benefit from additional programming is at very light throttle openings. All modern cars cut fuel to the engine when you lift completely off the throttle-and the transition between very light load cruising and fuel-cutoff is quite rough in the California. It's especially noticeable when you're trying to coast down a hill or when you're in stop-and-go traffic, as it makes for considerable jerkiness. On the other hand, Ferrari has done a fantastic job of hiding the ticking sounds that high-pressure injectors make at idle. The injectors are located under a big, red, and gorgeous intake plenum, and the underside of the hood is lined with a sound-deadening material that makes the ticking almost completely inaudible. And lest we forget the important part-the California's big, wide, flat torque curve. This is a V-8 that never feels soft; it pulls hard from idle to its 8000-rpm redline.
The California's navigation system is the same Harman/Becker unit used by Chrysler. It's a decent touch-screen unit with great usability, but the screen's resolution is a generation or two behind the best, so the map itself is of limited use. The sound quality is only fair (it doesn't come close to the JBL sound system in the Scuderia Spider 16M, for example), but the system offers easy-to-use Bluetooth phone integration, a hard drive for music storage, aux-in jacks, and full iPod integration.
The California also comes with two-zone climate control and air conditioning that kept the cabin cool even in 105-degree desert sun. The seats are supportive, and without exception every interior material is top-rate. The folding hard top refuses to rattle or creak, and even though it required a few ticks longer than Ferrari's quoted fifteen-second time to open or close, it's quick enough to operate if you're the first to arrive at a red light. The mostly aluminum structure is so incredibly robust that at no time did I notice any scuttle shake or chassis flex.
The California looks best in darker colors, which help hide its homely rear end. The stacked exhaust pipes supposedly made more room for underbody airflow management, but they're not pretty. I also don't care for the frowning horizontal opening that contains the supplemental rear lights. Fortunately, the front of the California is far better resolved, although the car appears tall and narrow, rather than having the wide and low stance that one expects from a sports car. The long front overhang is very reminiscent of the Maserati GranTurismo, a more elegantly styled piece of automotive jewelry. As always, styling is subjective-you might look at the photos and love it.
Visibility to the rear is acceptable, and what can't be seen is detected by standard parking sensors. The trunk is easily large enough, at least with the roof up, to accommodate a large suitcase. The California's rear seats are 911-sized (meaning two things: the same size as the back seats in a Porsche 911, and that you'd have to dial 9-1-1 to have emergency personnel extract any adult who tries to squeeze into the back.) The rear seats can be replaced with a beautifully finished cargo shelf at no cost, but in either configuration, the space can be used for additional storage, and the California even offers a trunk pass-through for long items.
All of the usability means the California can easily be driven daily, and for long distances. That is, of course, the very purpose of a Gran Turismo. This Ferrari is a few programming issues short of true perfection-but the important stuff is all there. The California hits 60 mph in about four seconds, tears up back roads with impeccable balance, and cruises quietly, smoothly, and comfortably. It's an F430 with a Vulgarity Reduction Program, which is exactly what Ferrari set out to achieve and exactly what its buyers will expect. People like me will still prefer an F430, but those of sound mind, body, and pocketbook needn't look past the California in their search for a Maranello masterpiece.
2011 Audi R8 GT
2011 Audi R8 GT
These days, it's seemingly a requirement for any supercar worth its Y-rated rubber to have a limited-edition evil twin. Names like Scuderia, Superleggera, GT3 RS, and ACR-X are all testament to the current demand for no-nonsense road monsters, sacrificing comfort and practicality for purpose and sheer speed. Audi's R8 was billed as an everyday supercar when it was released, and the addition of a V-10 in the latest example hasn't done anything to change that impression. But such a reputation is a double-edged sword, with some dismissing the mid-engined Audi as too soft, or without soul.
Fewer people will be saying that about the Audi R8 GT, but mind you, this is still no anorexic skin-and-Kate Moss. Consider that Audi's quattro all-wheel drive system is retained, as is the stereo and climate control system. There are no Spartan nylon door pulls or bare aluminum floor panels to be found, and the R8 GT retains the majority of its sound insulation. For the most part, the R8 GT's diet consists of lighter materials -- no easy task when the standard car already boasts an aluminum space frame and magnesium chassis.
A new front splitter is also made of carbon, as are the smaller side mirrors, and the front grille features matte titanium grey and matte black accents. Curved carbon composite flics at the nose corners are said to improve front axle downforce, while out back the diffuser, hatch vents, and wheel well vents are redesigned for greater efficiency. The result is that while the R8 GT maintains its 0.36 drag coefficient, downforce is increased significantly. Other defining cosmetic features are standard LED headlights and taillights, aluminum side mirror bases, and distinct 'GT' badges on the front fenders.Inside the GT's cabin, luxury waltzes with cutting edge motorsports-inspired style. Amidst swathes of black and dark gray Alcantara, carbon fiber, and aluminum, a 465-watt Bang & Olufsen stereo integrates with Audi's MMI infotainment display. Optional equipment includes Alcantara seat covering with the 'R8 GT' logo, lightweight carbon-framed seats, extra carbon trim, seatbelts in orange, red, or gray, a multifunction steering wheel, and CFRP door sill trim illuminated in red.
This is no 911 GT3 RS, to be sure. But it does seem to strike a reasonable compromise between usability and performance.Audi is offering a number of other options, many with performance in mind. A race package includes four-point harnesses in either black or red, a bolt-in roll bar in the same colors, a fire extinguisher, and a kill switch for the battery. Taken a step further, another package offers a full roll cage and a rotary lock for the four-point belts. Going the other direction, comfort packages include a full leather interior, advanced cell phone integration with belt-mounted microphone, and a cruise control system.
These days, it's seemingly a requirement for any supercar worth its Y-rated rubber to have a limited-edition evil twin. Names like Scuderia, Superleggera, GT3 RS, and ACR-X are all testament to the current demand for no-nonsense road monsters, sacrificing comfort and practicality for purpose and sheer speed. Audi's R8 was billed as an everyday supercar when it was released, and the addition of a V-10 in the latest example hasn't done anything to change that impression. But such a reputation is a double-edged sword, with some dismissing the mid-engined Audi as too soft, or without soul.
Fewer people will be saying that about the Audi R8 GT, but mind you, this is still no anorexic skin-and-Kate Moss. Consider that Audi's quattro all-wheel drive system is retained, as is the stereo and climate control system. There are no Spartan nylon door pulls or bare aluminum floor panels to be found, and the R8 GT retains the majority of its sound insulation. For the most part, the R8 GT's diet consists of lighter materials -- no easy task when the standard car already boasts an aluminum space frame and magnesium chassis.
Still, engineers set to work using thinner glass for the windscreen and polycarbonate for the rear window and engine cover, saving 20 pounds. The R8 GT's sheetmetal is of a lighter gauge and cutouts were made to the aluminum luggage hatch, while the rear hatch was remolded in carbon fiber-reinforced plastic, along with the car's trademark sideblades and rear bumper -- another 35 pounds lost. Weight was also removed from the power brake system, battery, air intake module, engine compartment insulation, and exhaust system. Inside, glass-reinforced plastic helps lighten the seats (69 pounds saved), while the carpet is slightly thinner and lighter for an additional 17 pounds gone. Combined with other weight-saving measures, a hair over 220 pounds was shaved off the R8 V10, bringing total curb weight down to 3362 pounds.
The next step in building the ultimate road-going R8 was to bring in more power. Displacement remains at 5.2-liters, but the R8 GT's Lamborghini-derived V-10 engine now pumps out 560 horsepower and 398 pound-feet of torque (up from 525 horses and 391 pound-feet). Combine those figures with the R8 GT's reduced mass, and you end up with a power-to-weight ratio of 6 pounds to every horsepower. Audi will only offer its R tronic single-clutch six-speed sequential gearbox (itself a derivative of Lamborghini's e-gear system), but performance won't suffer. Audi says the R8 GT hits the 62 mph mark in just 3.6 seconds; the 124 mph mark in 10.8 seconds; and rockets on to a top speed of nearly 199 mph.Chassis-wise, the R8 GT features a few changes from the standard R8 V10, but not as many as one would think. A manually adjustable coilover suspension has been fitted, capable of lowering the car 0.39 inches, while increased camber front and rear make the GT more eager to turn-in. Nineteen-inch forged wheels, 8.5 inches wide in the front and 11 inches wide in the rear, are of the twin five-spoke design and are fitted with 235/35 and 294/30 tires, respectively. Optional are 305/30 tires and special wheels out back, while 'Cup' ultra-performance tires are also on the options list. Carbon ceramic brakes, optional on the R8 V10, are standard equipment on the GT and boast a near-20-pound weight savings over steel discs, in addition to a reduced propensity to fade. Red anodized front brake calipers are six-piston aluminum affairs and are unique to the GT, says Audi. The R8 GT's ESP stability control system has also been fine-tuned to better suit the car's more aggressive nature.Exterior enhancements are an important part of limited-edition supercars and several have been introduced to the Audi R8 GT. Functional improvements include a fixed carbon fiber rear wing in place of the standard electronic version, saving weight and providing more downforce.  |
 |
A new front splitter is also made of carbon, as are the smaller side mirrors, and the front grille features matte titanium grey and matte black accents. Curved carbon composite flics at the nose corners are said to improve front axle downforce, while out back the diffuser, hatch vents, and wheel well vents are redesigned for greater efficiency. The result is that while the R8 GT maintains its 0.36 drag coefficient, downforce is increased significantly. Other defining cosmetic features are standard LED headlights and taillights, aluminum side mirror bases, and distinct 'GT' badges on the front fenders.Inside the GT's cabin, luxury waltzes with cutting edge motorsports-inspired style. Amidst swathes of black and dark gray Alcantara, carbon fiber, and aluminum, a 465-watt Bang & Olufsen stereo integrates with Audi's MMI infotainment display. Optional equipment includes Alcantara seat covering with the 'R8 GT' logo, lightweight carbon-framed seats, extra carbon trim, seatbelts in orange, red, or gray, a multifunction steering wheel, and CFRP door sill trim illuminated in red.
 |
This is no 911 GT3 RS, to be sure. But it does seem to strike a reasonable compromise between usability and performance.Audi is offering a number of other options, many with performance in mind. A race package includes four-point harnesses in either black or red, a bolt-in roll bar in the same colors, a fire extinguisher, and a kill switch for the battery. Taken a step further, another package offers a full roll cage and a rotary lock for the four-point belts. Going the other direction, comfort packages include a full leather interior, advanced cell phone integration with belt-mounted microphone, and a cruise control system.
| |
Audi has set German pricing for the R8 GT at 193,000 euros ($255,000) -- approximately 50,000 euros more than the entry price for the current R8 V10. Will any of the 333 Audi R8 GTs slated for production arrive in the U.S.? That's not currently known, but considering the brand's skyrocketing North American sales, you shouldn't be surprised when one blows by at your local track.
| |
May 17, 2010
Peugeot RCZ - 2010
Peugeot RCZ - 2010
Picture the scene. A one-off, almost irreplaceable concept car has been let loose on the public road by the man who built it. Inside are two people, neither of whom is an employee of the company whose car it is. The driver (me) is enjoying the power and the pep, revelling in the fact that this concept car, unlike many, not only works, but works convincingly well.
People point, jaws drop – for some have seen this neat little coupé in the motoring press and can't believe they are now seeing it for real. I am trying to get past a slow cement lorry, and splatters of cement have formed on the Peugeot RCZ's unique, show-car bonnet. It's a surreal moment.
The car is returned to its creator. You must make a production version, I say, and so does everyone else who encounters it. What better way to rekindle Peugeot's lost art of style and driving fun?
 |
Now, two years later and encouraged by the positive vibes, Peugeot has done just that. It looks almost exactly like the concept, right down to the double-bubble roof and rear window shaped to match. The bold rails that form the roofline were aluminium in the concept car and are aluminium-clad in the real thing, and you can have the roof in real carbonfibre if you like. There are changes from the concept, but they are mere details.
As a concept, it was known as 308 RCZ, because it was based on the 308 hatchback, but with wheels set further apart on the axles. This is still true, and the dashboard is still clearly 308-derived, albeit with posh leather and a smart clock in place of the central air vent. The air of luxury tells us this is a "premium" coupé – costing from £20,450 to £22,750 – perfectly placed to compete with the Audi TT whose profile it obviously resembles. But look past the leather upholstery and the metallic accents and you'll find hard plastics for the middle section of door trim and the glovebox. That's a pity.
The RCZ does look exotic from the outside, though. It's a neat, taut coupé with minimal rear seats and a self-raising rear spoiler, and in black with black wheels and the black chrome roof-arch option it looks particularly purposeful. Three engines will be offered, a 2.0-litre turbodiesel with 163bhp for the CO2-watchers, and a pair of 1.6-litre, direct-injection, turbo petrol engines with 156 or 200bhp. Part of a joint venture between Peugeot and BMW, similar engines are also found in Minis, but this new 200bhp unit uniquely combines variable valve timing and lift with a twin-scroll, fast-response turbocharger.
 |
Most recent tales of sporting Peugeots have been laced with regret at a once-great talent lost. But Peugeot's newest family cars (308, 3008 and 5008) do show a return to form with their combination of precise steering and a supple ride. So I am optimistic as I settle into the seat of a diesel RCZ and head for the hills.
The dashboard may be 308-like but the driving position is lower-set and more sporting. Straight away some optimism is rewarded, because this RCZ is smooth, quiet, supple over bumps, and accurate in the steering. The engine pulls with the gusto expected of a modern turbodiesel, yet it spins more freely than most and sounds as if it enjoys the process. This is a promising combination of engine and sports coupé, but something is missing. Could it be just a little sharper when turning into a tight bend? Could it give its driver just a little more chance to balance the flow of power and steering on an interesting road? Rehabilitation isn't complete yet.
And so to the RCZ 200 THP, with that new turbo engine and a standard-fit Sport pack. This includes a slightly smaller steering wheel which should clearly be standard, because it's one reason for this car's greater flickability on tight, twisty roads. Another is the lighter engine, a third is that the front suspension uses stronger pivots on a stronger subframe and so feels crisper and more direct in its responses.
 |
And yes, this is it. This is the Peugeot that puts things right, the Peugeot that augurs well for the next hot hatchback that the company has hinted is on its way. The engine pulls with crisp-edged energy, and the way this RCZ copes with one of the best driving roads I have ever experienced (in the mountains west of Bilbao) will stay with me a long time. This is one entertaining car, a car which involves you in the art and science of automotive dynamics in the way a TT just does not.
I'd have one over any TT, because it's just as well made, it's more fun and it costs less. Convinced? You should be.
 |
While Peugeot can't be accused of creating a hasty imitation, the similarities between the RCZ and TT are remarkable. The French car began as a concept unveiled at the 2007 Frankfurt show. Turning it into a production car took three years. It's built on the platform of a volume-production European C-segment model, in this case the 308. Every one of these steps treads in the faded tracks of the TT. Price is the only point where Peugeot departs from the blueprint. Going on sale across Europe through May, the RCZ will wear price tags 20- to 25-percent lower than equivalent TT models.
This is a big discount, but the RCZ does not lack for style. It's easily the most convincing and cohesive car turned out by Peugeot's studios in recent years. The cab-forward proportions are pleasingly attractive, hinting at the presence of something powerful in the coupe's tail, even though in reality its four-cylinder engine resides up front. The stepped waistline provides a launching pad for a pair of athletically muscular haunches, while genuine aluminum garnishes the artful arc of pillars and roofline. And the rear of roof features a double-bubble form that continues through the rear glass. While vision to the rear and sides is good, the A-pillars can make properly sighting some corners impossible, and the front of the car is pretty much invisible from the driver's seat.
RCZ's interior is less original than its exterior. The Peugeot's circular air vents are reminiscent of the TT in particular and the neat stitching of the leather trim and upholstery of Audi in general. Like the TT, the rear seats aren't designed for full-size humans. Peugeot describes them as intended for "occasional use." Still, when flipped forward, the coupe's already reasonable 11 cubic feet of cargo capacity is doubled. One of few differences between RCZ and TT is that the Peugeot doesn't have a liftback. There's a normal trunk instead, with a two-position spoiler built into its lid.
 |
Peugeot used to enjoy a stellar reputation for dynamic excellence, artfully blending ride and handling. The legend has lost its luster over the past decade, as the French futilely attempted to imitate the German chassis setup recipe. Instead they produced cars that lacked autobahn-speed handling precision, often combined with poor low-speed ride.
But renaissance is a French word, and the RCZ shows Peugeot knows what it means. Despite its relatively humble suspension design -- simple struts at the front, even simpler twist beam at the rear -- the coupe delivers an appetizing blend of grippy balance and bump-blotting ride, especially on 18-inch wheels and the standard spring and damper combination. With optional 19-inch wheels and sports suspension package the firmer rebound damping reduces comfort, but boosts cornering ability. The rack and pinion steering isn't particularly feelsome, but is quick and sharp, and the brakes are able to take a reasonable amount of punishment before turning -- like many a fine French cheese -- soft and smelly.
The RCZ's best engine does encourage brake abuse. Although closely related to the engine of the Mini (Peugeot parent PSA cooperated with Mini-owner BMW in its development), its 197-horsepower 1.6-liter direct-injection four with twin-scroll turbo version was French-developed. Peugeot engineers cite the RCZ's intercooler and Valvetronic variable valve timing and lift system tuning as being major points of difference. This is a good engine, combining a sweet rush of turbo thrust with exemplary refinement. Quick as opposed to manic, it delivers strong real-world performance.
Two other engines are available. One is a 154-horsepower low-tech 1.6-liter gasoline (minus direct injection and other refinements) that's the only RCZ engine teamed with an optional six-speed automatic transmission. The 161-horsepower 2.0-liter turbo diesel (like the high-power 1.6-liter gasoline) is offered only with a reasonably slick six-speed manual.
Peugeot obviously sees the RCZ as a turning point for the brand. It's the first Peugeot ever to not have the company's usual three- or four-digit designation with one or two zeroes in the middle. It's also the first to feature a redesigned version of Peugeot's rampant lion badge. And derivative though the RCZ may be, it truly does deserve to stand apart from Peugeot's recent parade of mainstream mediocrity.
 |
Model: Peugeot RCZ Price: From £22,750 (range starts at £20,450). On sale now Engine: 1,598cc, four cylinders, 16 valves, turbo, 200bhp at 5,500rpm, 206lb/ft at 1,770rpm Transmission: Six-speed gearbox, front-wheel drive Performance: 146mph, 0-62 in 7.6sec, 39.8mpg official average, CO2 159g/km for more info check here
Specification
| 2010 Peugeot RCZ | |
| Base Price | $32,000-$38,000 (est) |
| Vehicle layout | Front engine, FWD, 4-seat, 2-door coupe |
| Engine | 1.6L/197-hp 203-lb-ft direct-injection turbo DOHC 16-valve in-line 4 |
| Transmission | 6-speed manual |
| Curb weight | 2800-3000 lb (mfr) |
| Wheelbase | 102.8 in |
| Length x width x height | 168.8 x 72.6 x 53.5 in |
| 0-62 mph | 7.5 sec (mfr est) |
| EPA city/hwy econ | Not rated |
| On sale in U.S. | No |
src="http://pagead2.googlesyndication.com/pagead/show_ads.js">
Subscribe to:
Posts (Atom)