http://www.boscheuropean.com
Tuesday, December 31, 2013
Thursday, December 26, 2013
Mercedes Service, Repair and Consignment Sales Redwood City - Making Sense of Synthetic Motor Oil - Bosch European Redwood City - (650) 368-3000
Making Sense of Synthetic Lubricants
All of us have seen countless ads telling us to change our
engine oil every 3000 miles. Some of us have watched the infomercials showing
cars driving on the racetrack with allegedly no oil or engines running on a
stand while the host pours sand and gravel over an exposed valve train.
Virtually all of the lube shops have some kind of magic additive that they will
say you need.
What are we to believe? Or more relevant, what is right for you? In becoming an Amsoil Synthetic Lubricants dealer in 1998 I have done a great deal of research on all kinds of lubricants and additives and in this article I will share the facts about synthetic oils, petroleum based oils, and additives so that you can make an informed decision about what is right for your cars.
1. Oil Classifications
What are we to believe? Or more relevant, what is right for you? In becoming an Amsoil Synthetic Lubricants dealer in 1998 I have done a great deal of research on all kinds of lubricants and additives and in this article I will share the facts about synthetic oils, petroleum based oils, and additives so that you can make an informed decision about what is right for your cars.
1. Oil Classifications
There are two systems for oil classification. The SAE
(Society of Automotive Engineers) viscosity grade and the API (American
Petroleum Institute) classification that designates the type of engines for
which the oil was designed. The SAE viscosity grade is known as the
"W" number when classifying oils. Most oils on the shelf today are
multi-viscosity such as 10W30 or 20W50. In general, the lower the first number,
the better the oil will perform in extremely cold conditions. Conversely, the higher
the second number the better the oil will protect at higher temperatures. If
you were driving to Minnesota in the winter you would want the lowest number
you could find like a 0W30. In our Florida climate however, a 10W40 or a 20W50
would be a better choice. The API designation is typically an "S"
designation for gasoline engines and a "C" designation for diesel
engines. Most of today's oils carry an SH,CF or SJ,CF designation signifying
that they are suitable for use in all gasoline or diesel automotive
applications. Those of you with diesel trucks or motor homes should look for an
API CG-4 rated oil. Which brand you buy is largely a matter of preference.
Consumer Reports (6/97) found very few differences between major brands of oil
and all with the above SAE and API designations performed fine in normal
applications.
2. Synthetic vs. Petroleum based oils
2. Synthetic vs. Petroleum based oils
Synthetic oils were originally developed more than 50 years
ago and became widely used in jet engines. Less than -120�F ambient temperatures, 60000
shaft rpm, and 500�+F
exhaust temperatures proved too much for conventional oils. Synthetics were
created specifically to withstand these harsh conditions and to date every jet
engine in the world uses synthetic lubricants. Amsoil introduced the first synthetic
oil for automotive use in 1972 and have continued to be at the leading edge of
development ever since. Mobil 1, undoubtedly the most recognized name in
synthetics, was introduced in 1976. Many companies have jumped on the bandwagon
and have since released synthetic lubricants for automotive use and all are
becoming increasingly popular for their superior lubricating properties,
superior ability to flow at cold temperatures, and their ability to withstand
high temperatures for extended periods of time. Several new cars including the
Porsche 996 and the Chevrolet Corvette LT-1 are delivered with synthetic oil in
the crankcase and require synthetic oil use throughout the life of the car.
There are two primary differences between synthetic oils and conventional petroleum oils. These are the base stock or liquid that makes up the volume of the oil, and the additive package. There are additives (not to be confused with over the counter additives which will be discussed later) in all oils that enhance the wear resistance properties of the oil, enhance the ability of the oil to neutralize acids and combustion by products, and provide corrosion protection for the engine's internal surfaces. The amount and quality of these additives vary from one oil brand to another and this is a very significant factor in the ability of an oil to adequately protect your engine in all driving conditions. As a general rule of thumb, the cheaper the oil, the fewer additives it has and therefore, the less able it is to protect your engine.
There is one school of thought that suggests that the only difference in synthetic oils vs. petroleum oils is that the synthetics typically have a better additive package. This statement is only partially true. Synthetics almost always do have superior additives than petroleum oils. While this does add to the cost of the oil, it also enables the oil to last 3-5 times longer than conventional oil. The synthetic base stock however, is of paramount importance in the ability of a synthetic oil to flow at cold temperatures and withstand greater amounts of heat over significantly longer periods of time. Petroleum base stock molecules are long carbon chains that are sensitive to stress and heat. Additionally, various paraffins that are contained in all petroleum products regardless of how well refined they are, cause oil to jell like a syrup at extremely cold temperatures. At the other end of the temperature spectrum, high engine temperatures and heavy loads (as typically found in towing or racetrack applications) cause these chains to break down and the base stock actually boils off causing a change of viscosity and the formulation of sludge. This can happen at temperatures as low as 230� F and by 250� F many petroleum oils are suffering significant breakdown. Synthetic oils on the other hand are engineered specifically to provide all the lubricating properties that natural oil possesses, but none of the cold thickening or hot thinning properties of petroleum oil. Synthetics are made up of uniformly shaped molecules with shorter carbon chains which are much more resistant to heat and stress. Synthetics can withstand temperatures of 300�F all day long and still protect your engine. In fact the American Society of Testing Materials (ASTM) standard wear resistance tests are conducted at 302� F. In this test synthetic lubricants far out perform petroleum lubricants by factor of four to one and greater.
Oil temperatures of 230�F to 250�F are not at all uncommon in driver's education track conditions, particularly in early 911s with no front coolers or the marginally effective "trombone" oil coolers. These temperatures are also fairly common in air-cooled engines in summer time stop and go traffic with the A/C on. Further, temperatures on the cylinder walls and in turbos are often over 450�F for short periods of time. Liquid cooled cars can also have extremely high oil temperatures even though the water temperature may be normal. I observed this first hand several years ago in a race car where the water temperature stayed right on 210�F while the oil temperature fluctuated between 240� F and as high as 280� F depending on how hard the car was driven. Needless to say, this particular car was running synthetic oil and remarkably ran about 50 hrs. between rebuilds with no significant wear.
The point of the above paragraphs is quite simply that synthetic oils have a much wider operating temperature range, by design, than petroleum oils.
3. Off The Shelf Additives
There are two primary differences between synthetic oils and conventional petroleum oils. These are the base stock or liquid that makes up the volume of the oil, and the additive package. There are additives (not to be confused with over the counter additives which will be discussed later) in all oils that enhance the wear resistance properties of the oil, enhance the ability of the oil to neutralize acids and combustion by products, and provide corrosion protection for the engine's internal surfaces. The amount and quality of these additives vary from one oil brand to another and this is a very significant factor in the ability of an oil to adequately protect your engine in all driving conditions. As a general rule of thumb, the cheaper the oil, the fewer additives it has and therefore, the less able it is to protect your engine.
There is one school of thought that suggests that the only difference in synthetic oils vs. petroleum oils is that the synthetics typically have a better additive package. This statement is only partially true. Synthetics almost always do have superior additives than petroleum oils. While this does add to the cost of the oil, it also enables the oil to last 3-5 times longer than conventional oil. The synthetic base stock however, is of paramount importance in the ability of a synthetic oil to flow at cold temperatures and withstand greater amounts of heat over significantly longer periods of time. Petroleum base stock molecules are long carbon chains that are sensitive to stress and heat. Additionally, various paraffins that are contained in all petroleum products regardless of how well refined they are, cause oil to jell like a syrup at extremely cold temperatures. At the other end of the temperature spectrum, high engine temperatures and heavy loads (as typically found in towing or racetrack applications) cause these chains to break down and the base stock actually boils off causing a change of viscosity and the formulation of sludge. This can happen at temperatures as low as 230� F and by 250� F many petroleum oils are suffering significant breakdown. Synthetic oils on the other hand are engineered specifically to provide all the lubricating properties that natural oil possesses, but none of the cold thickening or hot thinning properties of petroleum oil. Synthetics are made up of uniformly shaped molecules with shorter carbon chains which are much more resistant to heat and stress. Synthetics can withstand temperatures of 300�F all day long and still protect your engine. In fact the American Society of Testing Materials (ASTM) standard wear resistance tests are conducted at 302� F. In this test synthetic lubricants far out perform petroleum lubricants by factor of four to one and greater.
Oil temperatures of 230�F to 250�F are not at all uncommon in driver's education track conditions, particularly in early 911s with no front coolers or the marginally effective "trombone" oil coolers. These temperatures are also fairly common in air-cooled engines in summer time stop and go traffic with the A/C on. Further, temperatures on the cylinder walls and in turbos are often over 450�F for short periods of time. Liquid cooled cars can also have extremely high oil temperatures even though the water temperature may be normal. I observed this first hand several years ago in a race car where the water temperature stayed right on 210�F while the oil temperature fluctuated between 240� F and as high as 280� F depending on how hard the car was driven. Needless to say, this particular car was running synthetic oil and remarkably ran about 50 hrs. between rebuilds with no significant wear.
The point of the above paragraphs is quite simply that synthetic oils have a much wider operating temperature range, by design, than petroleum oils.
3. Off The Shelf Additives
There are countless over the counter oil additives on the
market, as there have been for a number of years. In recent years a number of
companies have appeared on the scene with huge national television advertising
campaigns, racecar sponsorship, and more, all designed to make the consumer
believe that the products really work and you are doing yourself a favor by
adding these to your car. The fact is that these products are not necessary, do
very little to help your engine, and in many cases may actually do more harm
than good. The major car companies do not endorse any of these products and in
fact your owner's manual will undoubtedly advise you to avoid them.
Consumers Reports did a test (10/98) in an attempt to verify, or rebuke, one company's ad which claimed that their product "bonded" to the engines moving parts forming a protective barrier against wear. The ad claimed that their test car ran all over Southern California, in stop and go traffic, with the air on, for 4 hours and 40 minutes. The ad also claimed that the only reason the driver stopped was to get something to eat. Pretty unbelievable. In an attempt to prove or disprove the viability of the ad, Consumer Reports tested two Chevrolet Caprices, both with identical zero time rebuilt V6 engines. Both cars were broken in with normal petroleum oil per the manufacturer's recommendations. The oil and filter were then changed with one of the cars receiving the prescribed dose of this magic additive. Both cars were then driven for about 100 miles, allegedly long enough for this magical bonding to occur, and the oil subsequently drained. Both were then driven again, now with empty crankcases, in normal traffic to see how long they would last. Interestingly both engines failed, almost simultaneously, after about 14 minutes of driving thus proving the claims of the additive manufacturer to be nonsense. Consumer Reports notified the FTC of the test and their results and the manufacturer was subsequently forced to stop running the ad.
There are some over the counter additives that contain Teflon or PTFE. Once again the ads claim that the Teflon bonds to the internal working parts of the engine forming a slippery surface (like your Teflon frying pan) and therefore reducing wear. Fundamental laws of Physics prove that such claims are impossible, as the temperatures in internal combustion engines (200�-250�F) are insufficient for any bonding to occur. Further, independent oil analysis labs have observed that the suspended Teflon particles actually tend to accumulate the microscopic metals that are normal in engine oil formulating much larger, and potentially much more harmful, deposits in engines than would normally occur if straight motor oil had been used. In some cases, the oil filters became clogged, oil pressures dropped across the filter and oil analysis showed significantly more wear than oil alone. Similar to the previous situation, the FTC challenged the makers of products with PTFE on their claims of "coating of PTFE" and "reduced engine wear" based again on Consumer Reports findings of "no discernible benefits" from use of the product. The makers of these products agreed with the FTC in a settlement to stop using the above phrases in their ads.
4. Economics of Synthetics vs. Petroleum Lubricants
Consumers Reports did a test (10/98) in an attempt to verify, or rebuke, one company's ad which claimed that their product "bonded" to the engines moving parts forming a protective barrier against wear. The ad claimed that their test car ran all over Southern California, in stop and go traffic, with the air on, for 4 hours and 40 minutes. The ad also claimed that the only reason the driver stopped was to get something to eat. Pretty unbelievable. In an attempt to prove or disprove the viability of the ad, Consumer Reports tested two Chevrolet Caprices, both with identical zero time rebuilt V6 engines. Both cars were broken in with normal petroleum oil per the manufacturer's recommendations. The oil and filter were then changed with one of the cars receiving the prescribed dose of this magic additive. Both cars were then driven for about 100 miles, allegedly long enough for this magical bonding to occur, and the oil subsequently drained. Both were then driven again, now with empty crankcases, in normal traffic to see how long they would last. Interestingly both engines failed, almost simultaneously, after about 14 minutes of driving thus proving the claims of the additive manufacturer to be nonsense. Consumer Reports notified the FTC of the test and their results and the manufacturer was subsequently forced to stop running the ad.
There are some over the counter additives that contain Teflon or PTFE. Once again the ads claim that the Teflon bonds to the internal working parts of the engine forming a slippery surface (like your Teflon frying pan) and therefore reducing wear. Fundamental laws of Physics prove that such claims are impossible, as the temperatures in internal combustion engines (200�-250�F) are insufficient for any bonding to occur. Further, independent oil analysis labs have observed that the suspended Teflon particles actually tend to accumulate the microscopic metals that are normal in engine oil formulating much larger, and potentially much more harmful, deposits in engines than would normally occur if straight motor oil had been used. In some cases, the oil filters became clogged, oil pressures dropped across the filter and oil analysis showed significantly more wear than oil alone. Similar to the previous situation, the FTC challenged the makers of products with PTFE on their claims of "coating of PTFE" and "reduced engine wear" based again on Consumer Reports findings of "no discernible benefits" from use of the product. The makers of these products agreed with the FTC in a settlement to stop using the above phrases in their ads.
4. Economics of Synthetics vs. Petroleum Lubricants
All of the manufacturers of synthetic oil tout the benefits
of reduced wear, more horsepower, lower operating temperatures, and improved
fuel mileage. All of these benefits are derivatives of better cold flow
characteristics and higher levels of friction reducing additives that are found
in synthetic oils. I can confirm better cold driving characteristics, increased
fuel mileage of nearly 10%, noticeably lower operating temperatures, better
heat dissipation capability, and long term high temperature stability based on
my own experience with synthetic lubricants. Are these benefits enough,
however, to persuade average drivers to give up their trusted petroleum oils
and pay the extra price for synthetics? Enthusiasts, yes. Average drivers,
perhaps not. However, synthetic lubricants can endure extended drain intervals,
which is a major consideration toward justification of the higher costs. This
benefit is not widely promoted by the major oil producers most likely because
they want you to pay a premium for their synthetic oils every 3000 miles just
like their regular oils. Most companies don't bother to tell you that synthetic
oils are capable of going 25,000 miles or more without significant breakdown.
One customer told me he drove his Toyota more than 50000 miles (with filter
changes every 10000 miles) before oil analysis results told him it was time for
a change. It is not uncommon for over the road truckers to go several hundred
thousand miles between synthetic oil changes. The short trips and stop and go
city driving that most of do is much tougher on motor oil than over the road
highway driving. In fact, frequent short trips (2 miles or less) and stop and
go city driving is considered by some raters as extreme and our cars need
increased protection. Fortunately, we can achieve the superior protection and
the economic benefits of synthetic oils while staying within the
recommendations of our car manufacturers.
Consider the following economic argument. If you change your oil every 3000 miles at a quick lube center at an average price of $23.00 per change, you spend $115.00 over 15000 miles. Most synthetic oil changes cost about $50.00 (much less if you do it yourself) on which you can drive 7500 miles very safely (a 7500 mile interval is within virtually all manufacturers recommendations). Over the same 15000 miles, only two oil changes are required for an investment of $100.00. A shop could charge up to $57.50 and it is still a break-even proposition, plus you put a superior product in your car and are receiving the additional benefits that synthetic lubricants can provide. I typically drive about 12000 miles between changes with a filter change and oil analysis at 6000. Even after 12000 miles oil analysis advises that the oil is "suitable for continued use" and typically the wear metals are less than conventional oil after 3000 miles. In fact in a test performed by Popular Mechanics some years ago, oil analysis showed in New York City taxicabs that there is typically less oil breakdown and less wear metals in Amsoil 10W40 synthetic oil after 60000 miles (albeit with filter changes every 6000 miles) vs. conventional 10W40 oil after 3000 miles. As an added benefit, less waste oil is being put back into the environment. A true win-win proposition.
5.Conclusion
Consider the following economic argument. If you change your oil every 3000 miles at a quick lube center at an average price of $23.00 per change, you spend $115.00 over 15000 miles. Most synthetic oil changes cost about $50.00 (much less if you do it yourself) on which you can drive 7500 miles very safely (a 7500 mile interval is within virtually all manufacturers recommendations). Over the same 15000 miles, only two oil changes are required for an investment of $100.00. A shop could charge up to $57.50 and it is still a break-even proposition, plus you put a superior product in your car and are receiving the additional benefits that synthetic lubricants can provide. I typically drive about 12000 miles between changes with a filter change and oil analysis at 6000. Even after 12000 miles oil analysis advises that the oil is "suitable for continued use" and typically the wear metals are less than conventional oil after 3000 miles. In fact in a test performed by Popular Mechanics some years ago, oil analysis showed in New York City taxicabs that there is typically less oil breakdown and less wear metals in Amsoil 10W40 synthetic oil after 60000 miles (albeit with filter changes every 6000 miles) vs. conventional 10W40 oil after 3000 miles. As an added benefit, less waste oil is being put back into the environment. A true win-win proposition.
5.Conclusion
Most major brand name petroleum oils perform adequately
provided your driving conditions are normal and provided you change the oil
regularly (remember, short city trips, driver's ed track events, dusty
conditions, and towing are considered extreme).
Over the counter additives have been proven to be of little to no benefit, often do more harm than good, and are a waste of money regardless of what you drive and how you drive it.
Finally, for those of you who drive your vehicle hard, tow a trailer, drive very short distances, sit idling and in stop & go traffic for long periods, live in a cold climate and/or if your car runs hot, quality synthetic motor oil, synthetic gear lube, and synthetic automatic transmission fluid is a wise investment that will provide the additional protection you require as well as last thousands of miles longer than conventional lubricants.
Over the counter additives have been proven to be of little to no benefit, often do more harm than good, and are a waste of money regardless of what you drive and how you drive it.
Finally, for those of you who drive your vehicle hard, tow a trailer, drive very short distances, sit idling and in stop & go traffic for long periods, live in a cold climate and/or if your car runs hot, quality synthetic motor oil, synthetic gear lube, and synthetic automatic transmission fluid is a wise investment that will provide the additional protection you require as well as last thousands of miles longer than conventional lubricants.
Special thanks to Don Stevens
http://www.boscheuropean.com
Monday, December 23, 2013
Friday, December 20, 2013
Mercedes Service, Repair and Consignment Sales Redwood City - Mercedes E63 AMG wagon gets 838 hp thanks to Brabus - Bosch European Redwood City - (650) 368-3000
Generally speaking, the Mercedes-Benz
E63 AMG S Wagon is no slouch. It's considerably more sporting than
some full-blown sports cars, all while being able to haul the kids to soccer
practice or make a quick trip to the grocery store. What if you want more,
though? Well, if the E63's 577 horsepower and 590 pound-feet of torque aren't
enough to sate your appetite for power, the team from Brabus is just a phone call
away, and now the German tuning house has turned its hand to the E63 Wagon.
This might be the only 838-horsepower, 848-pound-foot car to be disappointing, although that's merely because its sedan counterpart comes to market with 850 horsepower and 1,069 lb-ft of torque. Despite these lower power figures, though, Brabus is claiming that the 850 6.0 Wagon is actually faster to 62 than the Sedan - 3.1 seconds in the long-roof and 3.5 in the four-door. Top speed is limited to 186 miles per hour.
All the extra fury is thanks to a bored-out version of the E63's 5.5-liter, biturbocharged V8. Now displacing 5.9 liters, it's been fitted with heavily revised internals and sports (naturally) larger turbochargers. Brabus tells Evo that the lower power output of the Wagon is all in the name of engine life, but if it's really faster to 60, we can't imagine owners will be all that bothered. We've got a fairly hefty gallery of images of this long-roof rocket up top, so scroll up and let us know what you think.
This might be the only 838-horsepower, 848-pound-foot car to be disappointing, although that's merely because its sedan counterpart comes to market with 850 horsepower and 1,069 lb-ft of torque. Despite these lower power figures, though, Brabus is claiming that the 850 6.0 Wagon is actually faster to 62 than the Sedan - 3.1 seconds in the long-roof and 3.5 in the four-door. Top speed is limited to 186 miles per hour.
All the extra fury is thanks to a bored-out version of the E63's 5.5-liter, biturbocharged V8. Now displacing 5.9 liters, it's been fitted with heavily revised internals and sports (naturally) larger turbochargers. Brabus tells Evo that the lower power output of the Wagon is all in the name of engine life, but if it's really faster to 60, we can't imagine owners will be all that bothered. We've got a fairly hefty gallery of images of this long-roof rocket up top, so scroll up and let us know what you think.
Autoblog
By Brandon Turkus
http://www.boscheuropean.com
Wednesday, December 18, 2013
Mercedes Service, Repair and Consignment Sales Redwood City - 2015 Mercedes C-Class is no longer a baby Benz - Bosch European Redwood City - (650) 368-3000
Once known as the "baby Benz," the Mercedes C-Class has
since been undercut by the hot-selling CLA. But don't
think for a minute that means Mercedes has given up on
the C-Class – which is, after all, its top-selling model line. In fact, since
introducing the current C-Class in 2007, Mercedes has sold nearly two and a
half million of them around the world. And now it's time for a new model.
The new C-Class is not only more luxurious and more elegant than the model it replaces, it also boasts the latest safety systems. As well it should, because while the CLA is fashioned as a downsized CLS, the C-Class has long been styled as a smaller version of the S-Class, and that, as we all know, is one of the most technologically advanced vehicles on the market. Those systems include Attention Assist, Adaptive Brake Assist, Collision Prevention Assist Plus, Distronic Plus with Steering Assist, Brake Assist System Plus and Enhanced Active Lane Keeping Assist, as well as Active Park Assist, a 360-degree camera and Traffic Sign Assist with Wrong-Way Alert.
Among the growing array of airbags you'll find pelvis bags for front-seat occupants, a new window bag, side bags for the outer rear seats and a knee bag for the driver. Buyers will be able to choose between three all-new suspension setups (including the first air suspension in this class) and two available LED headlamp arrays over and above the standard halogen units. The climate control works with the GPS to shut the recirculation flap when entering a tunnel, and the sound system uses the body structure as a resonance chamber to amplify music.
All that is packed into a form that's both larger and lighter than the model it replaces: despite a 3-inch longer wheelbase and 1.6-inch wider form, the new sedan is 220 pounds lighter, cutting fuel consumption by 20 percent without sacrificing performance. Styling is clearly more dynamic than its rather conservative predecessor, emphasized by the longer hood and shorter overhangs, while the interior is designed to be more elegant and luxurious, with a flowing center console encompassing a 7- or 8.4-inch display, a quintet of retro air vents, touchpad controller and a head-up display.
The new C-Class is not only more luxurious and more elegant than the model it replaces, it also boasts the latest safety systems. As well it should, because while the CLA is fashioned as a downsized CLS, the C-Class has long been styled as a smaller version of the S-Class, and that, as we all know, is one of the most technologically advanced vehicles on the market. Those systems include Attention Assist, Adaptive Brake Assist, Collision Prevention Assist Plus, Distronic Plus with Steering Assist, Brake Assist System Plus and Enhanced Active Lane Keeping Assist, as well as Active Park Assist, a 360-degree camera and Traffic Sign Assist with Wrong-Way Alert.
Among the growing array of airbags you'll find pelvis bags for front-seat occupants, a new window bag, side bags for the outer rear seats and a knee bag for the driver. Buyers will be able to choose between three all-new suspension setups (including the first air suspension in this class) and two available LED headlamp arrays over and above the standard halogen units. The climate control works with the GPS to shut the recirculation flap when entering a tunnel, and the sound system uses the body structure as a resonance chamber to amplify music.
All that is packed into a form that's both larger and lighter than the model it replaces: despite a 3-inch longer wheelbase and 1.6-inch wider form, the new sedan is 220 pounds lighter, cutting fuel consumption by 20 percent without sacrificing performance. Styling is clearly more dynamic than its rather conservative predecessor, emphasized by the longer hood and shorter overhangs, while the interior is designed to be more elegant and luxurious, with a flowing center console encompassing a 7- or 8.4-inch display, a quintet of retro air vents, touchpad controller and a head-up display.
source: autoblog
by Noah Joseph
News Source: Mercedes-Benz
Tuesday, December 17, 2013
Audi Service, Repair and Consignment Sales Redwood City - Next Audi R8 to be up to 130 pounds lighter - Bosch European Redwood City - (650) 368-3000
"Simplify and add lightness," as Lotus founder Colin Chapman said.
In a world where even supercars are subject to environmental, efficiency and
emissions standards, lighter vehicles are being looked on as a sort of panacea
- make it lighter, and it's automatically faster, more agile, easier to brake
and better on gas.
Knowing this, it comes as no shock that Audi is looking at ways to
lighten up its next-generation R8,
with the brand's head of technical development Ulrich Hackenberg targeting a
110- to 130-pound diet for the mid-engine rocket. This supports previous
reports regarding the focus for the next R8. Motor
Trend reports that aluminum and carbon fiber feature heavily in plans
for the next R8, which should go a long way toward slimming down even the
lightest of R8s, the 3,678-pound V10 Plus model.
There's more over at Motor Trend, including the buff
book's attempts to get Hackenberg to discuss powertrain options for the next R8.
Image Credit: Copyright 2013 Chris Paukert / AOL, Jim
Fetz / Audi
Source: autoblog
by Brandon Turkus
Friday, December 13, 2013
Mercedes Service, Repair and Consignment Sales Redwood City - Mercedes revisits the glory of the Silver Arrows - Bosch European Redwood City - (650) 368-3000
It's from a video called "Magical Moments" that Mercedes puts out through its Classic store. From what we can tell, it recaps some events from its glory days and features quotes from some of the Silver Arrows' greatest drivers. The acting is, predictably, a bit wooden, but the cars are simply exquisite. With appearances from Jackie Stewart and all the classic Mercedes racers you can possibly imagine, any fan of vintage cars is going to get a kick out of this.
Scroll down for six-minutes of classic open-wheeled racers and endurance cars.
Thursday, December 12, 2013
BMW Service, Repair and Consignment Sales Redwood City - BMW M235i Racing takes to the track - Bosch European Redwood City - (650) 368-3000
Last month, BMW showed
off a motorsports version of its new 2 Series Coupe called
the M235i
Racing. While that single image was obviously a rendering or design model,
BMW Motorsports has now released a video showing the real deal being tested.
From what we can tell from beneath the camouflage, the wide-body fenders – to accommodate a 3.5-inch track stretch – are slightly different than the image BMW previously released. Still, the body is noticeably different from the stock coupe. The video, which is posted below, shows glimpses of the race-prepped interior, including a full FIA roll cage, but more importantly we get to hear the 333-horsepower engine and its throaty exhaust in action.
From what we can tell from beneath the camouflage, the wide-body fenders – to accommodate a 3.5-inch track stretch – are slightly different than the image BMW previously released. Still, the body is noticeably different from the stock coupe. The video, which is posted below, shows glimpses of the race-prepped interior, including a full FIA roll cage, but more importantly we get to hear the 333-horsepower engine and its throaty exhaust in action.
Wednesday, December 11, 2013
Audi Service, Repair and Consignment Sales Redwood City - Audi already teasing, testing next R18 e-tron quattro - Bosch European Redwood City - (650) 368-3000
You can't debate Audi's record in endurance racing. With 12
victories at the 24 Hours
of Le Mans, it comes second only to Porsche in the history books
of the famous endurance race – only in Audi's case, all of those victories have
come in the last 14 years, losing only twice: once to its partner team Bentley in 2003 and once to
rival Peugeot in
2009. It's won the FIA World
Endurance Championship in both of the seasons it's run so far, and has
won championships in the European and American Le Mans Series, too.
That's quite a record to defend, and defend it Audi will with an evolved LMP1 racer next year. Only a week after tying up its second consecutive world championship, the German outfit is already back at Sebring this weekend testing the successor to the all-conquering R18 e-tron Quattro. Unfortunately as the new United SportsCar Championship doesn't include LMP1s, the only chance we may have to see it competing here in the United States will be at the 6 Hours of the Circuit of the Americas in September.
Audi is keeping mum on the details for the time being, releasing only this one photo and promising to reveal further details before the end of the month, but we can already discern a more streamlined shape, revised aero and reprofiled headlamps among the changes from the outgoing R18. One way or another, with Toyota upping its game and Porsche returning to top-level competition next season, Audi may be in for its toughest challenge yet – but you can bet it won't take it lying down.
source: AutoblogThat's quite a record to defend, and defend it Audi will with an evolved LMP1 racer next year. Only a week after tying up its second consecutive world championship, the German outfit is already back at Sebring this weekend testing the successor to the all-conquering R18 e-tron Quattro. Unfortunately as the new United SportsCar Championship doesn't include LMP1s, the only chance we may have to see it competing here in the United States will be at the 6 Hours of the Circuit of the Americas in September.
Audi is keeping mum on the details for the time being, releasing only this one photo and promising to reveal further details before the end of the month, but we can already discern a more streamlined shape, revised aero and reprofiled headlamps among the changes from the outgoing R18. One way or another, with Toyota upping its game and Porsche returning to top-level competition next season, Audi may be in for its toughest challenge yet – but you can bet it won't take it lying down.
by Noah Joseph
http://www.boscheuropean.com
Friday, December 6, 2013
Mercedes Service, Repair and Consignment Sales Redwood City - Cop lets speeding G55 AMG driver go on Thanksgiving in exchange for revving engine - Bosch European Redwood City - (650) 368-3000
The holiday spirit is infectious, it seems, even for police officers. And, after watching this video, we're quite sure that the driver and passenger of the Mercedes-Benz G55 AMG are thankful that the Thanksgiving spirit spread long and far enough to cover a speeding ticket in exchange for a blip of the throttle.
After pulling the two men over, the unnamed police officer, who appears to be writing the ticket as he's making conversation, asks the driver what kind of car he's driving. After finding out what it is, what it's powered by and how expensive it is, he casually tells the in-car duo to slow down and drive safely... but not before opining that he's underpaid by the police force.
Now that the video is going viral (it had been on YouTube, but has since been removed by the user), we're curious as to whether or not the officer will be reprimanded for being so lenient or saying anything negative about his job. You'll have to click on over to The Mirror in the UK to see the the footage, but feel free to come back and let us know in the Comments whether you think this is just a cop being cool on Thanksgiving (that'd be our vote) or if he should have ticketed the driver.
After pulling the two men over, the unnamed police officer, who appears to be writing the ticket as he's making conversation, asks the driver what kind of car he's driving. After finding out what it is, what it's powered by and how expensive it is, he casually tells the in-car duo to slow down and drive safely... but not before opining that he's underpaid by the police force.
Now that the video is going viral (it had been on YouTube, but has since been removed by the user), we're curious as to whether or not the officer will be reprimanded for being so lenient or saying anything negative about his job. You'll have to click on over to The Mirror in the UK to see the the footage, but feel free to come back and let us know in the Comments whether you think this is just a cop being cool on Thanksgiving (that'd be our vote) or if he should have ticketed the driver.
Thursday, December 5, 2013
Jaguar Service, Repair and Consignment Sales Redwood City - Jaguar XKR-S - Bosch European Redwood City - (650) 368-3000
Jaguar pulled a fast one on us all when it unexpectedly shoehorned all 550 horsepower of the 5.0-liter supercharged V8 from the XKR-S into the new F-Type Coupe to supersede the existing V8 S model with the F-Type R. But that's just the beginning, according to the latest intel coming from the UK.
According to Autocar, in speaking to Jaguar design director Ian Callum during the coupe's unveiling at the LA Auto Show, the British automaker could yet offer R-S and R-S GT versions of the F-Type. Just what mechanical changes those would bring when the F-Type R already packs the company's top engine remains to be seen, but given that the same engine also powers the flagship XJR performance saloon, we could envision Jaguar developing an even more powerful version for R-S versions of the little coupe and big sedan.
The GT version, meanwhile, would likely offer more extreme aero and a lighter form for the truly performance-obsessed. Considering that the new top-of-the-line F-Type is already pushing the hundred-grand mark, you can bet any R-S and R-S GT version would approach double the base F-Type's $65k sticker price.
According to Autocar, in speaking to Jaguar design director Ian Callum during the coupe's unveiling at the LA Auto Show, the British automaker could yet offer R-S and R-S GT versions of the F-Type. Just what mechanical changes those would bring when the F-Type R already packs the company's top engine remains to be seen, but given that the same engine also powers the flagship XJR performance saloon, we could envision Jaguar developing an even more powerful version for R-S versions of the little coupe and big sedan.
The GT version, meanwhile, would likely offer more extreme aero and a lighter form for the truly performance-obsessed. Considering that the new top-of-the-line F-Type is already pushing the hundred-grand mark, you can bet any R-S and R-S GT version would approach double the base F-Type's $65k sticker price.
Wednesday, December 4, 2013
Land Rover Service, Repair and Consignment Sales Redwood City - Land Rover bringing diesel hybrid tech to America eventually - Bosch European Redwood City - (650) 368-3000
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Land Rover may have ditched its naturally aspirated 5.0-liter V8 in favor of a 3.0-liter supercharged V6 on the new Ranger Rover due to fuel economy concerns, but don't think that the British off-road brand is content to sit on its laurels with the V6/V8 strategy.
According to the TheDetroitBureau.com, the Range Rover Hybrid we showed you earlier from Frankfurtwill, after all, make the trek across the pond and into the North American market. You can read the particulars about that car by hopping over to its Frankfurt coverage page, but we'll sum it up right here - 516 pound-feet of torque and 355 system horsepower from a 3.0-liter turbodiesel V6 and an electric motor. Estimates put it at about 37 US miles per gallon, though we'd expect a combined EPA rating a bit below that.
TheDetroitBureau.com quotes Andy Goss, currently Jaguar Land Rover's US CEO and who is slated to take the company's top marketing spot, who said, "It's not a matter of 'if,' but 'when.'" Now, we've been clamoring for one of the Range Rover SDV8s sold in Europe for some time. As we won't be seeing that, this V6 diesel-electric might just be the next best thing. The only problem with Goss' statement is that it doesn't really specify when the hybridized SUVs will arrive. TheDetroitBureau.com's Paul Eisenstein does point out that the pressure is on for Land Rover, though. With federal fuel economy standards tightening up in 2016, the venerable British off-roading brand needs some fuel sippers, and fast.
According to the TheDetroitBureau.com, the Range Rover Hybrid we showed you earlier from Frankfurtwill, after all, make the trek across the pond and into the North American market. You can read the particulars about that car by hopping over to its Frankfurt coverage page, but we'll sum it up right here - 516 pound-feet of torque and 355 system horsepower from a 3.0-liter turbodiesel V6 and an electric motor. Estimates put it at about 37 US miles per gallon, though we'd expect a combined EPA rating a bit below that.
TheDetroitBureau.com quotes Andy Goss, currently Jaguar Land Rover's US CEO and who is slated to take the company's top marketing spot, who said, "It's not a matter of 'if,' but 'when.'" Now, we've been clamoring for one of the Range Rover SDV8s sold in Europe for some time. As we won't be seeing that, this V6 diesel-electric might just be the next best thing. The only problem with Goss' statement is that it doesn't really specify when the hybridized SUVs will arrive. TheDetroitBureau.com's Paul Eisenstein does point out that the pressure is on for Land Rover, though. With federal fuel economy standards tightening up in 2016, the venerable British off-roading brand needs some fuel sippers, and fast.
Wednesday, November 27, 2013
BMW Service, Repair and Consignment Sales Redwood City - Review of the The BMW X4 - Bosch European Redwood City - (650) 368-3000
The BMW Concept X4 has been officially revealed
The wraps have been taken off the all-new BMW X4 at the LA
Motor Show where a concept version of the car has made its world debut. This
new BMW Concept X4 crossover is based on BMW X3 underpinnings and when it makes
it to production form it will sit below the bigger X6 in the range.
The Concept X4 loses the boxy shape of the X3 and adopts a
sportier stance with a sloping roofline, sculpted lines across the body and
angular panels. In profile, the silhouette of the X4 mirrors that of the bigger
X6 but on a smaller scale. At the front, more aggressive air intakes set it
apart from the standard X3, while the familiar kidney grille with connecting
headlight cluster remains.
We still have no shots of the interior but the slopping
roofline, like the X6, will have an impact on rear headroom. Boot space is
likely to be reduced from the 550-litres in X3 to around 500 litres in the X4.
Engines are still yet to be confirmed, but the line-up is
expected to be shared with the X3. Therefore, the entry-level X4 20d will be
powered by the 181bhp 2.0-litre diesel and the X4 30d fitted with the 254bhp
3.0-litre straight-six. The X4 will be based on the same platform as the X3, so
both rear wheel-drive and xDrive variants will be available.
Sales of the X4 are expected to start in the first half of
2014, with prices likely to start from around £30,000.
The BMW X4 story so far
In previous spy pictures, just visible through the stickers
were the two distinctive, downturned creases from the concept car - one over
the rear wheel arch, and the other bisecting the new production-ready door
handles. The same grille arrangement, with the headlights connected directly to
it, was carried over, but intakes on the lower front bumper appeared to have
been shrunk compared with the concept.
Larger, less sculptured wing mirrors have been fitted too,
while the sweeping rear light clusters can just be seen bulging under the
stickers. A simpler rear bumper with a twin tailpipe layout replaces the two wide-spaced,
larger diameter pipes from the concept.
Despite being the exact same length, and with an identical
wheelbase to the X3, the X4 is 53mm lower and 34mm wider. That gives it a more
aggressive stance, but will also impact on practicality. Expect boot space to
drop from 550-litres in the X3 to around 500-litres in the X4. Rear headroom
will be slightly compromised, too.
BMW made it clear when it initially introduced the Concept
X4 at the Shanghai Motor Show that it previewed a production car that would be
unveiled later this year. And the concept model showed a clear design link with
the X3, with both featuring a fresh LED headlamp pattern flowing straight into
the grille. Although the shape of the lights on the Concept X4 were a little
more curvy than the angular units fitted to the X3.
In profile, the Concept X4 also had the same low-slung,
high-riding silhouette as the X6. It had a rising feature line running back
from the front wing, joined by another which curved up around the rear wheel arches.
The chunky wheel arches were almost squared off – a trick Jeep uses to make its
cars look more muscular.
As with other BMW X models, matt black plastic cladding
surrounded the wheel arches and ran along the side skirts.
From head-on, BMW marked out the X4 as one of its coupés by
making the outer air intakes a lot more pronounced than the central intake.
At the rear, the car looked a bit like the new 3 Series GT.
The bumper was a lot deeper, though, and featured some rugged underbody
protection and two large exhaust pipes.
As previously mentioned, BMW altered the dimensions of the
X3 to help create a more dynamic look for the Concept X4. It was exactly the
same length, at 4,648mm, and had the same 2,810mm wheelbase, but it was 53mm
lower and 34mm wider. That gave it a similarly planted look to the X6.
That extra width could be added to the track of the X4 – as
it is in the X6 – which could help make it feel a little more stable through
corners. Add the lower roofline and lower centre of gravity, and the X4 looks
set to be one of the best-handling SUVs in the BMW line-up.
We asked Ian Robertson, head of sales and marketing for BMW,
if there was a danger of the X4 cannibalizing sales from other models: “No I
don’t think so,” he said. “We have sold 2.7 million ‘X’ products so far and the
SAV segment is still developing, there’s definitely still more growth to come.”
"Our Spartanburg plant in Carolina where the X models
are built initially produced 120,000 vehicles a year, we invested huge sums and
last year it produced 300,000 vehicles. We have another round of investment
coming soon which will raise that to 350,000,” he added.
No pictures of the interior have been released yet, but BMW
will probably keep the layout near-identical to the X3’s, as it has done with
the X6, in an effort to minimize development costs. BMW hasn’t provided any
details about engines or transmissions – only that the X4 will come with the
xDrive four-wheel-drive system.
BMW does offer a rear-wheel-drive version of the X3, but
hasn’t confirmed whether a 2WD X4 will be available.
The company will be hoping to continue the success story
started by the X6, which has consistently sold well since it was introduced in
2008. For every two-and-a-half X5s that found homes globally last year, BMW
sold one X6. Similar sales figures for the X4 are likely.
The car will be built alongside the X3, X5 and X6 at the
Spartanburg plant in South Carolina, US.
by Paul Bond
Monday, November 25, 2013
Audi Service, Repair and Consignment Sales Redwood City - Review of the The Audi S3 Sedan - Bosch European Redwood City - (650) 368-3000
The Audi S3 Sedan sets new standards. Its 2.0 TFSI is a
high-output engine, producing 221 kW (300 hp) and 380 Nm (280.27 lb-ft) of
torque, yet consumes on average with S tronic just 6.9 liters of fuel per 100
kilometers (34.09 US mpg). The uncompromising chassis and systematic
lightweight construction underscore the dynamic character of the four-door
model.
The heart of the Audi S3 Sedan is the engine, the 2.0 TFSI
with turbocharging and direct injection. Its predecessor was named
“International Engine of the Year” in its class five times in a row, and the
new 2.0 TFSI boasts even more impressive figures. Its peak output of 221 kW
(300 hp) is available between 5,500 and 6,200 rpm. It delivers a 380 Nm (280.27
lb-ft) of torque to the crankshaft between 1,800 and 5,500 rpm.
Paired with the S tronic, the two-liter engine accelerates
the S3 Sedan from 0 to 100 km/h (62.14 mph) in 4.9 seconds on its way to an
electronically governed top speed of 250 km/h (155.34 mph). In the NEDC, the
four-door sedan with S tronic consumes just 6.9 liters of fuel per 100
kilometers (34.09 US mpg) on average – a CO2 equivalent of 159 grams per
kilometer (255.89 g/mile).
The 2.0 TFSI is a fascinating sport engine and its resonant
sound makes for an intensive experience. When the standard Audi drive select
dynamics system is in dynamic mode, it responds even more directly to
accelerator commands, with brief double-clutching underscoring the change of
gears by the optional S tronic. The sound flaps in the exhaust system open at
higher load and rpm. Two balance shafts ensure tremendous smoothness.
With a bore-to-stroke ratio of 82.5 x 92.8 millimeters (3.25
x 3.65 in), it has a displacement of 1,984 cc. High-load aluminum pistons and
higher-strength connecting rods with new bearings transmit the forces to the
crankshaft. The new aluminum-silicon alloy used for the cylinder head (a new
development compared to the 1.8 TFSI) combines high temperature resistance and
strength with low weight.
The upgraded turbocharger further increases output; it
develops up to 1.2 bar of charge pressure and can withstand exhaust
temperatures of up to 1,000 degrees Celsius. A modified charge air intercooler
lowers the temperature of the compressed air sharply, thus increasing the mass
of air available for combustion. The electronically controlled wastegate valve
operates very quickly and precisely. At part load, it reduces the back pressure
and thus the exhaust pressure resulting in reduced charge-cycles.
The four cylinders are always well filled with the optimum
mixture of fuel and air. “Swumble” flaps (swirl and tumble) induce a targeted
charge motion in the inflowing air – this is the basis for an optimum mixture
preparation. The intake camshaft can be adjusted variably by up to 60 degrees
of crankshaft rotation, the exhaust camshaft by 30 degrees. On the exhaust
side, the Audi valvelift system (AVS) varies valve lift in two stages.
Additional technical features from Audi’s modular efficiency
platform contribute to the low fuel consumption of the 2.0 TFSI. One example is
the additional indirect injection as a supplement to FSI direct injection.
Under part load, this minimises fuel consumption and particulate emissions. FSI
fuel injection comes into play when starting and at higher load.
The innovative thermal management system uses two rotary
valves combined in a single module to regulate coolant flow and temperature.
These valves ensure that the engine oil heats up to its optimum operating
temperature as soon as possible. The exhaust manifold is integrated into the
cylinder head, a further solution that accelerates engine warm-up following a
cold start and lowers the exhaust temperature. Other efficiency measures
include reduced friction by means of an innovative coating for the piston
skirts and roller bearings for the balance shafts, as well as a
demand-controlled oil pump and the start-stop system.
Lightning-fast: The six-speed S tronic
A six-speed manual transmission and the six-speed S tronic
are available. The lower gears of both transmissions are tightly spaced for
sporty performance. The tall ratio of the top gear lowers rpm and thus fuel
consumption. The driver can operate the lightning-fast and nearly imperceptibly
smooth-shifting S tronic in either the D and S automatic modes or manually
using the optional paddles on the steering wheel.
For standing starts, Launch Control (only with S tronic)
delivers the engine’s power to the road with defined tire slip. Another feature
of the dual-clutch transmission is the fuel-saving coasting mode. It is
activated when Audi drive select is set to efficiency and the driver takes his
or her foot off of the accelerator.
The standard quattro permanent all-wheel drive gives the
Audi S3 Sedan the decisive extra when it comes to traction, dynamics and
stability. Its centerpiece is a newly developed, electronically controlled and
hydraulically actuated multi-plate clutch; in order to distribute weight more
efficiently, it is placed in front of the rear differential. The compact and
relatively lightweight clutch distributes the power. Most of it is sent to the
front wheels. If traction decreases there, torque is redirected steplessly to
the rear wheels.
Highly advanced: The chassis
The chassis harmonizes extremely well with the powerful
engine. The Audi S3 Sedan responds to steering input precisely and
spontaneously, taking all types of corners at high speed and with little body
movement.
A key factor is the balanced axle load distribution of 59
percent to 41 percent between the front and rear axles. The 12-degree rearward
inclination of the engine and the front axle located far to the front
contribute to this. Both solutions are part of the Modular Transverse Matrix.
The subframe and pivot bearings of the front suspension are made of aluminum.
The rear axle is a four-link design.
The sport suspension lowers the body of the S3 Sedan by 25
millimeters (0.98 in) compared with the A3 Sedan. The standard feature
progressive steering makes handling even sportier. Its steering rack is
designed so that the steering ratio becomes increasingly direct when turning.
The result is reduced steering effort when parking and when in city traffic.
Steering is extremely precise during fast, sporty driving. Steering boost
varies as a function of speed to ensure excellent steering characteristics for
every driving situation.
The steering works closely together with various assistance
systems on board the new S3 Sedan, such as the standard rest recommendation and
the optional Audi active lane assist and park assist systems.
The new Audi S3 Sedan comes standard with 8 J x 18 wheels in
a five parallel- spoke design. Flow forming technology makes them very
lightweight. The rim well is rolled out under high pressure and at high
temperature. This process strengthens the material, thus permitting thinner
wall thicknesses. 18-inch wheels in a variety of designs are available as
options. 19-inch wheels are also available in combination with the optional
Audi magnetic ride damper control system. 225/40 R18 tires are standard.
With a diameter of 340 millimeters (13.39 in), the front
brake discs are large. Their black (optionally red) calipers bear S3 logos. The
latest evolution of the ESC electronic stabilization control system intercedes
every bit as sportily as sensitively.
Also standard in the Audi S3 Sedan is the Audi drive select
dynamics system, which controls the function of the accelerator, power steering
and the optional S tronic. The driver can switch between the modes comfort,
auto, dynamic, efficiency and individual at the push of a button. The
individual mode allows the driver to specify his own profile of preferred
settings.
Audi drive select also influences the optional Audi magnetic
ride damper control system. Circulating inside the shock absorber pistons is a
synthetic hydrocarbon oil containing tiny magnetic particles. When a voltage is
applied to a coil, a magnetic field is generated in which the particles realign
so that they are oriented perpendicular to the oil flow thereby impeding its
flow in the shock absorber channels.
The system’s controller continuously analyzes the driver’s
style and the condition of the road and adjusts the damping forces within
milliseconds. The driver can choose between three modes. In auto mode, the
dynamic four-door model is very balanced; in comfort mode, relatively soft. In
dynamic mode, however, it assumes a taut stance on the road. The targeted
support of the wheels provides for more neutral self-steering behavior and more
precise steering response.
Aluminum and ultra high-strength steel: The body
The outstanding dynamics of the Audi S3 Sedan are also
attributable to its lightweight construction, one of Audi’s great strengths.
Equipped with the manual transmission, the four-door model has a curb weight
(without driver) of just
1,430 kilograms (3,152.61 lb). Ultra high-strength steels are used in many areas of the occupant cell; the engine hood is made of aluminum.
1,430 kilograms (3,152.61 lb). Ultra high-strength steels are used in many areas of the occupant cell; the engine hood is made of aluminum.
The Audi S3 Sedan also expresses its dynamic nature
visually, with an athletic design and a decisive look. The flat engine hood,
the precisely drawn lines, the tautly curved surfaces and the flat roof arch
stretch the body visually. The new top-of-the-line model is 4,469 millimeters
(14.66 ft) long, 1,796 millimeters (5.80 ft) wide and 1,392 millimeters (4.57
ft) tall. The long wheelbase of 2,631 millimeters (8.63 ft) provides for a
generously spacious interior.
Specific details underscore the high-performance character
of the Audi S3 Sedan. The S-specific Singleframe grille has aluminum-look,
double horizontal bars. A chrome frame surrounds the grille; the insert is
finished in matt platinum gray. Aluminum-look double ribs and honeycomb inserts
fill the air inlets in the bumper, which are framed with strongly flared edges.
Audi offers optional LED headlights for excellent illumination of the road and
an unmistakable look.
Aluminum-look exterior mirror housings and the sill strips
catch the eye on the flanks of the four-door sedan. The rear bumper has been
redesigned, and a subtle spoiler lip provides an aesthetic design feature at
the top of the trunk lid. The rear lights predominantly employ LED technology.
The platinum gray diffuser has an aluminum-look double bar and four ribs. It
encloses the exhaust system’s four oval tailpipes with their chrome tips. Among
the twelve paint finishes are the exclusive crystal-effect colors Panther black
and Sepang blue. S3 badges adorn the rear and the front.
Entirely in black: The interior
The Audi S3 Sedan features an all-black interior, including
the standard inlays in matt brushed aluminum. Many of the controls shine in an
aluminum-look finish. As in every Audi, operation is simple and the quality
uncompromising. The luggage compartment holds 390 liters (13.77 cubic ft).
Great attention to detail documents the sedan’s dynamic
character. The dials of the instruments are in an S-specific dark gray metallic
finish; the numbers and needles are white. The tachometer features a
three-dimensional S3 logo and a boost pressure indicator. A color driver
information system with lap timer is standard. The power-retractable monitor
(standard with the MMI radio and above) powers up to display a special S3
screen.
A leather-covered sport steering wheel with an S3 badge is
also standard in the Audi S3 Sedan. Audi also offers a leather-covered,
multifunction sport steering wheel with the rim flattened at the bottom, and
shift paddles with aluminum details are available as an option in combination
with the S tronic. Other S-specific features are the pedals and footrest of
brushed stainless steel as well as the red rings on the start-stop button and
on the specially designed gear selector lever. The aluminum door sill trims
with S3 badge round out the high-quality and exclusive package.
The front sport seats provide optimum hold and support. The
seat cushions can be extended, and S3 logos are embossed in the backrests. The
side bolsters come as standard covered in Pearl Nappa leather while the seat
center sections are covered in cloth. Combinations of Alcantara and Pearl Nappa
leather or Fine Nappa leather with Velvet leather are also available. Contrast
stitching provides accents. Audi offers optional S sport seats with integrated
head restraints and shoulder inserts with diamond quilting. The two-colour Audi
design selection in black/parade red is an exclusive alternative.
by James
Friday, November 22, 2013
Mercedes Service, Repair and Consignment Sales Redwood City - 2015 Mercedes C-Class caught completely uncovered during photo shoot - Bosch European Redwood City - (650) 368-3000
The 2015 Mercedes-Benz
C-Class won't be introduced until next year, but we've already seen
the new sedan (and wagon)
in various states of undress either through spy
shots or leaked
images. Thanks to a recent photo shoot, we're now seeing the next-gen
C-Class – codenamed W205 – fully uncovered from every angle. Our gallery
confirms that the car will, in fact, resemble a baby S-Class, with cues
like the upright headlights and grille, pronounced side body creases and the
vertically oriented taillights.
There are no model badges on this particular car, but we expect the 2015 C-Class to continue to offer a base turbocharged inline four-cylinder engine, a midlevel V6 and eventually, a powerful V8 AMG model as well as hybrid and diesel models; eight- and perhaps nine-speed automatic transmissions are likely to perform shifting duties. None of these new shots show the inside of the new C-Class, but Mercedes-Benz revealed images of the sedan's interior about a month ago.
source: Image Credit: Chris Doane AutomotiveThere are no model badges on this particular car, but we expect the 2015 C-Class to continue to offer a base turbocharged inline four-cylinder engine, a midlevel V6 and eventually, a powerful V8 AMG model as well as hybrid and diesel models; eight- and perhaps nine-speed automatic transmissions are likely to perform shifting duties. None of these new shots show the inside of the new C-Class, but Mercedes-Benz revealed images of the sedan's interior about a month ago.
Autoblog
by Jeffery N. Ross
http://www.boscheuropean.com
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