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.

source: http://www.autoexpress.co.uk/bmw/x4/63405/bmw-concept-x4-unveiled-la

by Paul Bond

 

http://www.boscheuropean.com

Audi Service, Repair and Consignment Sales Redwood City - Review of the The Audi S3 Sedan - Bosch European Redwood City - (650) 368-3000

 Impressive power and ground breaking efficiency:

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.

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.

source: http://www.quattroworld.com/s3/the-audi-s3-sedan/#more-26289

by James

 

http://www.boscheuropean.com

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 Automotive
Autoblog
by Jeffery N. Ross

http://www.boscheuropean.com

VW Service, Repair and Consignment Sales Redwood City - Review of the 2014 Volkswagen XL1 [w/video] - Bosch European Redwood City - (650) 368-3000

 

Among our many duties at the recent Geneva Motor Show, we were offered a pretty exclusive drive in the new Volkswagen XL1hyper-efficient plug-in diesel hybrid. There is so much that is interesting about a car like this reaching production from a major automaker that it's tough to know where to begin.

First off, you should know that – at least for this generation – there is absolutely no chance in Albuquerque that this "1-liter vehicle" (i.e. a vehicle that can burn just one liter of fuel to travel 100 kilometers, or 62.1 miles) will ever make it into the hands of North American customers. We, too, were having trouble imagining an XL1 in typical American traffic, surrounded by comparatively massive pickups and SUVs. The driving experience had us recalling a couple of weeks in 1999 when we drove the then-revolutionary Honda Insight hybrid on US roads. We keenly remember the feeling of being very small and vulnerable, even as we felt proudly green in our 61-mpg Tochigi pod. Thing is, the Volkswagen is smaller still, and nearly as light despite its more complex drivetrain and safety features.

In fact, the VW XL1 drive experience itself is very much like what we experienced in the Honda. Start talking about those details, however, and the XL1 reveals itself as a new way of seeing ultra-efficiency at work. The main technical difference is that the XL1 runs off of the parallel combination of a 27-horsepower electric motor that derives its current from a 5.5-kWh lithium ion battery pack, plus a 47-hp 800-cc turbocharged and direct-injected two-cylinder diesel engine. The whole parallel powertrain is located in back, while the 12V battery for ancillaries and the lithium-ion assembly, which can be charged via plug and gets some energy through brake recuperation, is positioned up front.

The liquid fuel tank of the XL1 holds just 2.64 US gallons of diesel.

No boring old CVT golf-cart transmission here. Volkswagen has added even more VW-ness to the proceedings by employing its energy-efficient – though a tiny bit heavy in this application – seven-speed dual-clutch DSG transmission. Oddly, however, there is nary a paddle for shifting to be found at the steering wheel. The interface for the transmission is simply the center console joystick, with D for normal automatic and braking/coasting energy recuperation and an S mode reserved for greater energy recuperation via increased resistance and later shifts.

The liquid fuel tank of the XL1 holds just 2.64 US gallons of diesel. In theory, if you run the XL1 as absolutely frugally as humanly possible off the internal combustion engine and drain the fuel tank to the bone, you can travel 690.3 miles before refilling the 2.64 gallons for around 10 bucks. Then add in the 32 miles of full-EV motoring on a fully charged battery at speeds of up to 62 miles per hour when you press the e-drive button, and your observed range could be well beyond the 700-mile mark per tank and charge. (Always plug in when possible, however, dear readers. Let us 

refer you to The New York Times.) It all sounds remarkable, and with these big numbers dancing in our heads, we pressed the Start button and were off along the north shore area of Lake Leman.

 

Through several open road sections, in addition to passing through many small Helvetian towns with names like Dully and Gland, we were able to assess what it might feel like to be an early adopter. Here's the rub: You absolutely must possess a deliciously adventurous scientific side in order to want to participate financially in the XL1 experience. As an everyday second car, just scratch it off the list. While we did authentically enjoy the whole novelty of the experience, in the end, we can't help but wonder how soon the novelty might wear off, the XL1 just ending up gathering dust in the garage surrounded by moving boxes.

No matter what Volkswagen's gifted technicians might tell us, the XL1 has no suspension. We exaggerate only slightly – if the XL1 were not on these Swiss country roads licked clean by peaceful herds of happy sheep, then every bump would surely end up transmitted right into our cerebral cortex. The large village speed bumps we encountered needed to be approached as though we were driving aFerrari Enzo FXX with no nose-lift hydraulics. The one bump for which we decided not to slow to a near halt showed us our decision was a poor one, so the very thought of encountering a US-spec pothole would be enough to consider putting our chiropractor on retainer. The dampers have perhaps a couple inches of travel at most. This, say the on-site experts, is to maintain at all times the XL1's optimal orientation for its teeny-tiny 0.189 coefficient of drag. That's one one-thousandth slipperier through the air than the late-1990s General Motors EV1, setting a new record for series-produced road cars.

You'll note that the seating, which is really comfortable, is staggered, with the right-side passenger back a few inches and just slightly behind the driver. This reminds us of the three-seat situation of theMcLaren F1 or, for its lowness and frontal view out, the sense of driving a 1970 Renault Alpine 1100. Forget any kinship with a modern everyday car. The staggered seating in the XL1 was set in order to maintain the aero-perfect teardrop/cigar shape while also allowing humans inside equal shoulder and headroom. The overall cabin feel is nicely spartan, but it is nearly all familiar Volkswagen interior bits in the driver's view. A big standout is the composite small-diameter steering wheel that feels pulled straight from a pro kart. The hands and fingers feel like they're resting in a custom-fit glove, it's so nice to grip. There's a modest 4.2 cubic feet trunk under the rear hatch for your locally sourced organic produce, too.

Each of these initial examples might cost as much as a nicely detailed Audi A6 – and it's safe to assume VW would still be losing money.

The Garmin onboard display, though a touch aftermarket in appearance, is a trick little unit that is one of the better we've played with in a while. All of the necessary hybrid-action-monitoring is displayed here, the "How I'm doing" interface correctly labeled as a Think Blue "Trainer," since these high-tech hyper-milers really require a bit of driver coaching to get the most out of them. A feature that worked very well for us was the camera side-view "E-Mirrors." Gazing occasionally slightly down and forward at the door panels was not the distraction we imagined it would be, and the view was mostly faithful to the eye apart from slight distortions on closer cars as they passed, an effect that makes the E-mirrors compliant with EU regulations on aspheric ends to side mirrors. There is a solid blind spot directly behind, but a rear-view feature for the Garmin onboard screen would solve that without adding much weight.

For the sake of this XL1, which will in its first phase be built in 250 test units available only in Germany and Austria, Volkswagen has also gone all-out with materials in order to keep the XL1 lightweight yet still able to pass homologation in Europe. The chief solution is carbon fiber reinforced plastic (CFRP) for all body panels and doors, plus magnesium structural bits and fore and aft crash structures rendered in drilled aluminum billet. The brakes are similarly lightweight carbon ceramic pieces, and they work fine enough (wooden brakes could stop something this light). Thanks to its intensely lightweight construction, the XL1 checks in at just 1,918 pounds. But those are expensive pounds; were they for sale at your local dealer, each of these initial examples might cost as much as a nicely detailedAudi A6 – and it's safe to assume VW would still be losing money.

It was good to feel the seven-speed DSG dual-clutch transmission – the same tranny with magnesium housing as used on the Jetta Hybrid – go to work providing actual shifts while under hard throttle with the 800-cc turbodiesel. In this full-boost mode, the internally combusted and electric powertrains combine for 68 horsepower and 103 pound-feet of torque, good for a 0-60 run in an estimated 12.5 seconds. With the lightweight-at-all-costs approach, we'll be surprised if the proceedings aren't a bit quicker – say 11 seconds or so. In this boost mode at real highway speeds, VW is honest enough to simply estimate range as at least 315 miles.

A distinct challenge for the XL1 under any sort of greater throttle input is the moment where the 800-cc diesel and its tiny Garrett turbocharger kick in. With only an extremely thin CFRP rear wall between the XL1's occupants and the engine housing, and with all insulation sacrificed in the name of keeping weight down, we were reminded of the loud kick-in of the four-cylinder Ecotec engine in early Fisker Karma sedans and how unacceptable it was. Well, it's unacceptable here, too. VW may be forced to add a few pounds of sound isolation to the passenger cabin between now and the start of autumn deliveries to the German-speaking world. Either do this, or the XL1 may end up another noble project-car memory that was too far ahead of its time to be legitimately embraced.

Being an XL1 early adopter is going to be a labor of love.

Was the XL1 easy to get in and out of? Yes, it was. But, honestly, with these experimental car fleets, we're sufficiently geeked to have the chance to drive them that we'll put up with the occasional discomfort. Regardless, there was no discomfort, just the slight stretch up to grab the skyward doors. On the other hand, between the completely unforgiving suspension setup and the skinny, rock-hard low rolling resistance Michelin Energy tires (115/80 R15 front, 145/55 R16 rear), it's worth repeating that being a 2014 Volkswagen XL1 early adopter is going to be a labor of love. Lease or purchase costs for this techy and green privilege will be announced come summer.

In the future, much of the technology study going on in the XL1 will trickle into the e-Up! subcompact plug-in model, as well as to the planned e-Golf. No, the bodies of those mass-produced cars will not be made of cost-prohibitive CFRP and they will not have butterfly doors, but Volkswagen is showing the rest of the planet just how quickly it intends to move on the eco-trends first established and owned by the likes of Toyota, Renault-Nissan and General Motors. But VW isn't just acting upon them with me-too solutions; they are threatening to raise the bar completely.

Image Credit: Copyright 2013 Matt Davis, Sebastian Blanco / AOL
Autoblog
by Matt Davis

http://www.boscheuropean.com

Jaguar Service, Repair and Consignment Sales Redwood City - Review of the 2014 Jaguar F-Type V8 S [w/video] - Bosch European Redwood City - (650) 368-3000

 Withhold judgment on the world's greatest exhaust note until after you've heard the Jaguar F-Type V8 S (scroll down now for a sneak peek). Its cackle, boom and pop under deceleration will have you rifling through its glovebox looking for a tool to remove the stereo. An in-dash audio system is trivial when four round pipes on the tail-end of a vehicle sound this good.

Combining modern technology with age-old exhaust plumbing, Jaguar's British engineers have developed a way to propel spent combustion gases into the atmosphere in a manner that elevates the complete driving experience. At idle, it purrs. Under acceleration, it roars. During cruise, it soothes. Perhaps most compellingly, during deceleration, it titillates.

Thankfully, the newest two-place convertible from Jaguar isn't only defined by its mesmerizing soundtrack – the F-Type would be an impressive sports car even if the world went silent.

Jaguar introduced the F-Type at the 2012 Paris Motor Show. The all-new two-seater, the automaker's first in 50 years, debuted in three trim levels (F-Type, F-Type S and F-Type V8 S) with a trio of supercharged powerplants (two 3.0-liter V6 models in different states of tune and a 5.0-liter V8). All arrived with a ZF-sourced eight-speed paddleshift automatic transmission and traditional rear-wheel drive.

It is, by all definitions, a proper sports car.

Unlike the larger XK, a model that has been forced to play the role of both GT and sports car since 1997, the F-Type is smaller, lighter, quicker and more agile - it is, by all definitions, a proper sports car. Of course, that categorization at its launch immediately invited an onslaught of comparisons to other two-seat convertibles in this established segment, cars like theChevrolet Corvette and Porsche 911 Cabriolet, which bracket its pricing. The new Jaguar nearly mirrors the exterior dimensions of the American and German (it is slightly wider), but its curb weight comes up more than 400 pounds heavier.

That weight perplexes when you consider how hard Jaguar, known for its extensive use of aluminum in other models, worked to keep its F-Type lean. The car uses a compact all-aluminum monocoque chassis, an architecture based on the larger XK platform, but has smaller overhangs and a lower driving position to improve stability. The two-door's body panels are aluminum, and Jaguar has used more composite componentry than it ever has in the past. Bolted to the alloy is an all-aluminum double-wishbone suspension, front and rear, and there are forged 20-inch alloy wheels at each corner.

So where does the mass come from? Blame the equipment.

In addition to a big V8 in the nose and oversized iron brakes at each corner (the largest rotors ever fitted as standard equipment on a production Jaguar), the F-Type boasts a sophisticated Adaptive Dynamics suspension system that adjusts damper rates up to 500 times per second and an active exhaust setup that allows the driver to tailor the vehicle's sound. There are electric motors in the seats, on the dashboard (motorized vents) on the rear decklid (active spoiler) and even in the retractable door handles. The appointments add beneficial technology and luxury, but with their arrival comes heaviness - lots of it.

Jaguar conservatively claims that the 0-60 sprint happens in just 4.2 seconds.

Yet the weight penalty, with regards to acceleration, is offset in dramatic manner by the Jaguar's powerful engine. To be more specific, the F-Type V8 S is fitted with a version of the automaker's supercharged 5.0-liter V8 that is rated at 495 horsepower and 460 pound-feet of torque. While most in the segment have ditched traditional automatic transmissions in favor of dual-clutch units, the conventional eight-speed transmission doesn't seem to slow the two-seater's forward progress. Thanks to launch control and an active electronic differential that can fully lock the rear end to aid hookup, Jaguar conservatively claims that the 0-60 sprint happens in just 4.2 seconds, but this test car felt quicker (some publications have seen numbers in the mid-three second range). The V8 S is very, very quick.

The cockpit of the Jaguar is best described as intimate. While it fit my six-foot, two-inch frame comfortably with the leather bucket in its furthest aft position, the seating position felt awkwardly low, and I didn't have much wiggle room once strapped in place. Owners will have to learn to pack lightly, too, as the F-Type's trunk is short and shallow. During my week with the vehicle, I went on two overnight trips. My stowed luggage was limited to a smallish 20-inch roller bag, a compact ballistic nylon camera bag and a racing helmet bag – that was about all that fit in the boot. Before anyone suggests that minimal luggage capacity is par for this segment, remember that a Porsche 911 has a deep trunk up front, plus its cabin provides rear fold-down seats with a sizable cargo area.

The F-Type won't be winning any awards for interior ergonomics.

Thankfully, any suggestion of claustrophobia is extinguished when the power-operated top is peeled away. The soft folding roof takes just 12 seconds to vanish from sight at speeds up to 30 mph. Top down with the small wind blocker in place is the best way to enjoy the F-Type, anyway.

The F-Type won't be winning any awards for interior ergonomics, as the cockpit is a flustering mix of dials, switches, buttons and toggles with a variety of surface textures - everything appears upscale, but to my eyes, it just doesn't look cohesive or intuitive. Small storage nooks litter the cockpit, but all except the console cupholders won't hold anything larger than a smartphone. Complaints aside, the meaty three-spoke steering wheel (with orange paddles mounted on its backside) felt great, and I liked the very legible analog speedometer and tachometer in the primary cluster and the orange start/stop button located just forward of the console-mounted shifter.

Compared to its V6-powered siblings, the range-topping F-Type V8 S is almost overshadowed by its bullish engine. The supercharged eight-cylinder comes across as angry and hellbent on displaying its power output, temperament and personality. Tire-shredding burnouts require only about three-quarters of the accelerator pedal's travel in its first couple gears, and even less if the road lacks grip. The V8's throttle response is nothing short of now, and it takes due restraint to keep the rear tires moving at the same rate as the asphalt beneath them. Of course, that also means the F-Type is illegal levels of fun.

Accompanying the power is an exhaust note that will have passengers spewing commending profanities once they regain consciousness following this Jaguar's dizzying acceleration. With the Active Exhaust button pressed, a simple finger tap just aft of the shift lever, the sound under full throttle is throaty, raw and fierce. Under deceleration, it cackles, pops and booms as if two adversaries are engaged in a cannon battle deep within the muffler. Even though there is some trickery involved with electronically controlled bypass valves and late fuel delivery, the thunderous sound is undeniably glorious - it is one of the most impressive factory exhaust systems I have ever heard, and I never grew weary of its snarl.

Thankfully, the rest of the F-Type is nearly every bit as engaging.

Nobody will question the Jaguar's athletic motives. The ride is firm, and it appears Jag's British engineers chose sport over sumptuousness when it came time to tune its dampers. Add in the 20-inch wheels, and the ride is hardened on all but the smoothest surfaces, even when the suspension is configured in its softest setting. Still, I wouldn't go so far as to call it harsh, as it didn't feel uncomfortable, bothersome or annoying. Even after a couple of three-hour stints behind the wheel, I never emerged cursing the damping or wishing there were a softer setting. I imagine that something more yielding would break the sport car's character.

I suspect few will complain about its stiff ride after throwing the baby Jag into its first corner - under those conditions, the F-Type hunkers down and sticks like a thirsty leech on warm, wet skin. The Pirelli PZero tires on my test car deserve some of the credit, but the stiff chassis and suspension tuning earn the real praise. This car is surprisingly balanced at the limit, especially considering how big the engine is. While there was a hint of understeer at the edge of the envelope, I found that oversteer with the rear tires breaking free was a greater worry if I wasn't careful with the throttle.

Today's F-Type V8 S Convertible is bloody fast in a straight line, very competent in the corners and has razor-sharp turn-in, but on some level, I couldn't help but feel it was lacking the decades of refinement that show through in cars like the C7 Corvette and seventh-generation 911 – both seem to offer a more balanced performance envelope and a more seamless transition between touring and sports car. Jaguar as a company has an impressive history, but this first-generation two-seater still has a bit of maturing left to do.

But it's emotion that sells cars at this end of the market, and character is one thing this Jaguar is brimming with – it is genuinely enjoyable to drive. As automakers continue to release vehicles that do everything but inspire, this boisterous and powerful F-Type V8 S excites. This smallest cat not only roars like the king of the jungle, it's equally as compelling to drive.

Image Credit: Copyright 2013 Michael Harley / AOL

Autoblog
by Michael Harley

 

http://www.boscheuropean.com

Audi Service, Repair and Consignment Sales Redwood City - Man makes record-setting drive across the US in 28 hours, 50 minutes - Bosch European Redwood City - (650) 368-3000

Records, as they say, are made to be broken. Whether that's cramming the most hot dogs down your gullet, running a faster mile, or yes, driving across the United States, odds are that there's someone out there wants to eat more, run faster or drive harder. Speaking of that last example, the record for driving from a set location on the east coast, in particular the Red Ball Garage in Manhattan to the Portofino Hotel in Redondo Beach, CA, has been one that has fascinated gearheads since a guy named Cannonball Baker made the trek from New York to LA in 53 hours, 30 minutes, in 1933.

The competition saw its glory days when Car and Driver's Brock Yates came up with the Cannonball Baker Sea-To-Shining Sea Memorial Trophy Dash (more affectionately known as the Cannonball Run), although the record was most recently set by Alex Roy and his 32-hour, seven-minute trek behind the wheel of a BMW M5 in 2006. Now, there's a new champion, who made the trip from east to west in a scarcely imaginable 28 hours and 50 minutes, behind the wheel of a 2004 Mercedes-Benz CL55 AMG. That's works out to an average speed of 98 miles per hour over the course of 2,813.7 miles.

His name is Ed Bolian, and Jalopnik has a writeup of the epic voyage that details everything from the history of the Cannonball Run to Bolian's preparation and trouble finding co-drivers, to the trip itself. It is well worth a read.

 autoblog

by Brandon Turkus

News Source: Jalopnik

Image Credit: Ed Bolian

http://www.boscheuropean.com

Audi Service, Repair and Consignment Sales Redwood City - Audi reveals special A5 DTM Champion edition - Bosch European Redwood City - (650) 368-3000

 

For this year's DTM touring car championship in Germany, Audi switched (at least in appearance) from theA5 to the more muscular look of the RS5. But now that it's won the title (the driver's title anyway), it's the base A5 that's getting the celebratory treatment.

Limited to just 300 units, the new A5 DTM Champion edition honors its winning driver Mike Rockenfeller in similar fashion to the special-edition BMW M3 that paid tribute to last year's champion, Bruno Spengler. It comes with a rear spoiler, special 20-inch alloys, aluminum trim on the mirror caps and, of course, a smattering of special badges inside and out.

Buyers will be able to place their orders next week in red, white or grey, with any of four engine choices, at a €1,900 premium. That is, in Europe, anyway. Given that DTM hasn't picked up on this side of the Atlantic just yet, we wouldn't go looking for this model at our local Audi dealer Stateside.

 

source audi, autoblog

by Noah Joseph

 

http://www.boscheuropean.com

BMW Service, Repair and Consignment Sales Redwood City - 2014 BMW M6 Gran Coupe - Bosch European Redwood City - (650) 368-3000

One of the many perks of this job is, not surprisingly, the cars. It's relatively easy to snag the keys to a vehicle for a special occasion, whether that be for a road trip, tailgating or helping a friend move. And while sometimes the tailgating might happen with a Ford F-15b0instead of a Range Rover and the road trip might be in a minivan rather than a Mercedes-Benz S-Class, occasionally the stars align and a special vehicle arrives for an equally special time.

That's exactly how I found myself dressed to the nines and behind the wheel of the BMW M6 Gran Coupe, a $135,375 (as-tested) rocket ship, en route to a rare multi-wedding weekend to celebrate with two pairs of my closest friends on the biggest day of their lives (a very special congratulations to Kara and Zach, and Laura and Andrew). Continuing with our nuptial theme, the M mechanicals and the 6 Series Gran Coupe body are a match made in heaven.

 

I will happily go on record as saying the 6 Series Gran Coupe is the best-looking vehicle to wear the BMW roundel since some stylistic genius decided to slap a pair of Angel Eyes on a titanium grey, E39 5 Series(though you're obviously welcome to argue the point). The M treatment only improves the Gran Coupe's looks, with massive, gaping front air intakes forming a menacing smile. Even in Sakhir Orange, which is far from the most flattering color on the palette, this is a car with presence. The meaty wheel arches up front and wide haunches of the back add to this aggressive look, while traditional M cues, like the carbon-fiber roof, quad-tipped exhausts and not-so-subtle side grilles further differentiate the M6 from lesser Gran Coupes.

With a starting price of $115,000, it should come as no surprise that the cabin of the M6 Gran Coupe is a nice place to spend time. Our tester was outfitted with the $3,500 Merino leather option, which wraps the dash in the same sumptuous hides that cover the M sport seats. The headliner is a mix of leather and Alcantara suede, with a thick strip of hide bisecting the roof of the M6 Gran Coupe. It's a simple touch, but the coachbuilt feel is the kind of thing that adds specialness to a car. Carbon fiber replaces wood, and is essentially everywhere that isn't covered in cow.

The M treatment only improves the Gran Coupe's looks.

Being a BMW M car, the cabin shouldn't just be a great thing to look at, it should be an excellent driving environment, as well. While the M6 Gran Coupe is no exception to this rule, it doesn't pass with flying colors. The low, coupe-like roofline makes this car genuinely difficult to get in and out of. Even with the driver's seat at its lowest level, I bumped my head occasionally, while lady passengers in dresses were warned beforehand to be conscious getting out of the orange M, lest they pull a Britney. Once hunkered into the low, snug cabin, though, things come together well.

If the last M car you drove was the outgoing M3, this steering wheel's large diameter and long, thin spokes will seem a world apart from that sled's tiller. It feels fine to the touch, while placement of the right-sized paddles makes working the dual-clutch transmission a literal and figurative snap (really, tugging a paddle elicits a lovely, mechanical click). The seats are snug, and offer the generous range of adjustments expected at this price point. Sight lines were an issue in the M6, though, as the small rear window of the Gran Coupe body and that long hood force drivers to rely on the car's three cameras and fore- and aft-mounted parking sensors. It's a rather large car, and unless you want to go all Batman Begins and adjust your seat for different driving situations, it's tough to maneuver in tight confines.

The beating heart of this adventurous coupe-like sedan is BMW's 4.4-liter, twin-turbocharged V8. This is an engine that's grown on us, despite lacking the charisma of the 5.5-liter twin-turbo V8 from Mercedes-Benz(more on that in a minute). The 4.4 comes to the party with 552 horsepower and 502 pound-feet of torque, all of which is available from 1,500 to 5,750 rpm. With that kind of thrust, it's only natural that a quick-shifting, dual-clutch transmission with seven gears dispatches power to the M6 Gran Coupe's rear tires. When used to full effect, the M6 GC can scamper to 60 miles per hour in a manufacturer-estimated 4.1 seconds (it feels quite a bit quicker than that), and on to a limited top speed of 155 mph.

BMW passed on including its Driving Experience Control (a toggle switch located to the left of the shifter that gives drivers a range of preset modes for the vehicle's systems, usually including Eco Pro, Comfort, Sport and Sport+) in favor of independently adjusting everything – shift speeds, damper firmness, engine power and steering can all be manually tweaked at the press of a button. The driver can also save his or her favorite combination of settings in the iDrive system and rapidly switch between them via a pair of steering-wheel-mounted M buttons. For example, I had the M1 setting programed to go all out, with the quickest shift speed, sharpest throttle response, firmest damper settings, least aggressive stability control and the weightiest steering, while M2 set the engine to BMW's Eco Pro mode, and detuned the suspension, transmission and steering for maximum comfort.

The beating heart of this adventurous coupe-like sedan is BMW's 4.4-liter, twin-turbocharged V8.

Before we get to the really rosy stuff, let's talk about the M6 Gran Coupe's steering. BMW kept it old school with a hydraulic rack, yet somehow managed to suck most of the goodness out of it. In a world where electrical steering systems are rapidly becoming the norm thanks to their fuel-saving qualities, hydraulic steering systems and their electro-hydraulic brethren are supposed to be the talkative, weighty deals that make a car feel substantial to handle. At low speeds, the M6 Gran Coupe's steering feels vague and over-boosted, two traits that are particularly rare on a BMW. Things are better at speed, as the weight levels out and starts to feel snappier and more direct, although feedback is still perplexingly limited.

Fed by two turbochargers, the M6 has no real turbo lag to speak of. Set to its most aggressive setting, the throttle is quick to respond. At the same time, BMW's less sporting modes are perfectly livable in everything from bumper-to-bumper traffic to freeway cruising to driving around town.

The M6 Gran Coupe is also available with two brake options. The standard fitting is a conventional set of 15.7-inch-front and 15.6-inch-rear, vented-and-cross-drilled rotors sandwiched between six-piston calipers. Lucky for us, though, someone at BMW saw fit to tick the box for the $9,250 M-branded carbon-ceramic brakes. The front rotors grow from 15.7 inches to 16.1, and instead of steel, both front and rear rotors are made from a carbon-ceramic composite. Sporting gold calipers that peek out from behind the 20-inch M wheels, the uprated brakes do more than just look good, offering up fade-free performance and serious stopping power while shaving 43 pounds of un-sprung weight from this 4,430-pound car.

Even with these aggressive rotors, brake pedal performance is linear and quite easy to modulate. It isn't grabby or excessively aggressive, although we did notice the carbon-ceramics tended to squeal at low speeds until they were properly warmed up, which is a common issue with carbon ceramic brakes.

If you're wondering why someone would spend so much on a set of brakes, then you haven't experienced the epic power that this car's V8 can put to the road.

The M6 is staggeringly quick. The engine's power hits like a hammer, flattening cabin occupants into their leather chairs, only relenting when the driver has the good sense to back off the gas. Power is available low, middle and high in the rev range and can be delivered at virtually any speed and in any gear. Dropping a gear or two for a pass at freeway speeds will easily kick the M6 past 100 mph without hesitation. It's almost too fast for American roads – leave it to BMW to build a car that only makes sense in Germany.

As much praise as we heap on the performance of BMW's engine, there's even more coming for the excellent M DCT seven-speed transmission. It can be as smooth as a traditional automatic, but when set to its fiercest setting will happily deliver upshifts that have a shotgun-like recoil. Multiple tugs of the paddles will drop multiple gears, with the car trusting its driver not to do anything too stupid. Each gear change is accompanied by an aural tickle from the four exhaust pipes, with a loud bark on upshifts and a bass growl on downshifts. We still aren't in love with the physical shifter for the DCT – we want an obvious Park setting, rather than resorting to setting the emergency brake and leaving the car in Neutral.

Like the engine and transmission, the M6's suspension is well suited to a variety of conditions. The M Dynamic Damper Control is there to tweak shock absorber stiffness, allowing the driver to dial up a firmer or softer ride based on the conditions. While there's a clear difference between the softest and firmest modes, the M6's ride was rather hard overall. The separation between this car and other sporing machines with fixed rate suspensions is that the BMW has composure in spades. You feel the bumps in its softest Comfort setting, but they come across as a dull thud. Firmer settings like Sport and Sport+ aren't much worse, surprisingly. While the ride is firmer and bumps and ripples feel commensurately worse, the car itself doesn't feel as though it's going to go to pieces. The few ride issues present here, however, are all well worth it when the right strip of road is found.

The M6 Gran Coupe moves in a way that few four-door vehicles can, with flat, neutral handling. There's very little roll, and everything seems to happen with a progressiveness that won't catch the driver out. Feedback through the car is reasonably strong, relative to the numb steering. Still there is still a sense of aloofness that makes it difficult to put total trust in the car. Some of the M-ness we want then, but not all of it.

Even with the Dynamic Damper System in its firmest setting, the M6 did a fine job controlling the sound of an impact along with everyday road noise, despite its huge, offset (265/35 fronts and 295/30 rears) Michelin Pilot Super Sport tires. With this kind of performance on hand, it's easy to forget there's a luxury car underneath and that certain things like a quiet ride are expected. What we also expect is some personality in the exhaust note and engine sound, but were left disappointed here. It's not that the M6 Gran Coupe is too quiet, but relative to something like the Mercedes-Benz CLS63 AMG, it sounds generic, uneventful and even a little artificial. Even Audi's new 4.0-liter, twin-turbo V8 sounds richer and more aggressive.

For its size and power, the M6 returns a reasonable 20 miles per gallon on the freeway and 14 mpg in the city. I managed to net about 15 mpg, despite spending most of my time on the freeway in Eco Pro, switching to a more dynamic mode as the situation dictated.

Predictably, this is not a cheap car ... an un-optioned 2014 M6 Gran Coupe starts at $115,000.

Predictably, this is not a cheap car. As mentioned earlier, an un-optioned 2014 M6 Gran Coupe starts at $115,000. (The starting price for the 2014 model has inexplicably risen by $2,000 between when our $113,000-base window sticker was printed, and this writing.) Our tester, meanwhile, was very well outfitted. The $1,900 Driver Assistance Package (lane departure warning, blind-spot monitoring, side and top-view cameras) and $5,500 Executive Package (heated steering wheel, vented seats, full LED headlights, head-up display, massaging front seats and sunshades for the back window and doors) were added, on top of the aforementioned carbon-ceramic brakes and Merino leather packages. Add on $925 in destination charges and the $1,300 gas-guzzler tax, and you've got an as-tested price of $137,375.

How did the M6 go over with the wedding crowds? It was an absolute hit. This is the kind of car that attracts a crowd wherever it goes and in whatever situation it finds itself, drawing stares while doing something as effortless as idling through a parking lot. More than that, though, it's a marriage of technology and performance with luxury and comfort, creating a car that is balanced and utterly competent in most any situation. It can just get you home, or tap you on the shoulder when it wants to play. It's not a perfect vehicle (my head still hurts a bit), but is a genuinely good, entertaining performance car, and a solid addition to the rarefied market that is the high-performance, four-door coupe segment.

Image Credit: Copyright 2013 Brandon Turkus / AOL

source: autoblog

BMW Service, Repair and Consignment Sales Redwood City - BMW Individual gives 760Li a Sterling reputation - Bosch European Redwood City - (650) 368-3000

 

Standard chrome too plebeian for your taste? You can order a Rolls-Royce with its Spirit of Ecstasy hood ornament made out of just about anything you want: gold, silver, glass... you name it. But if your sense of style is a bit less Anglo and a bit more Saxon, BMW has another option for you.

Feast your eyes on the BMW Individual 760Li Sterling edition. (But don't look directly at it. Don't you dare.) Crafted in partnership between BMW Individual and the silversmiths at Robbe & Berking, the special 7 Series is adorned with hammered sterling silver trim inside and out. The twin-kidney grille, the emblems, the interior trim panels... all hand-made in silver. So you won't want to park this particular Bimmer in the wrong neighborhood, because unlike the Rolls ornament, these don't retract safely under the hood.

The special edition gets a dark grey exterior tint and brown leather interior, the best to highlight the silver brightwork. Otherwise it's mechanically identical to any other 760Li (or so we would presume, as the press release didn't mention specifically), that being the flagship version of BMW's flagship sedan, complete with 6.0-liter twin-turbo V12 at the front end of a long wheelbase.

source: autoblog
by Noah Joseph

http://www.boscheuropean.com