BMW - Repair and Consignment Sales Redwood City - 7 Reasons Why BMW And Apple Will Build The Apple Car Together - Bosch European Redwood City - (650) 368-3000

The BMW i3 isn’t selling. It’s as simple as that.

Despite a heap of awards, global sales are under 30,000 vehicles sold since 2013. It is currently being outsold by the Nissan Leaf 3:1 and even larger cars such as the Mitsubishi Outlander PHEV are beating it on sales. The i3 is also doing very small numbers in its German home territory, partly because electric car vehicles receive no financial or tax incentives in Germany. The i3’s petrol engine is also a limiting factor, it will only get it 80 miles on a full tank, so most owners will use them as pure EVs.

BMW needs a i-boost. And it needs Apple.

Apple loves being perceived as the premium brand in consumer technology. BMW is a premium brand with consumers and businesses. We know that BMW and Apple have held talks as  Tim Cook went to BMW HQ last year and senior Apple execs toured the carmaker’s factory in Leipzig  to understand the manufacturing process for the i3. BMW were naturally cautious in sharing detailed information with Apple at this time.

Since then a number of key changes have occurred, and there are more signs that point to a revival of the talks, and the i3 being the platform for the first Apple car. But it won’t be a wholly Apple owned project.

Following the initial talks there has been a reshuffle inside the boardroom at BMW, with Harald Krueger, appointed BMW Chief Executive in May.

BMW’s board member for development Herbert Diess, who played a leading role in initial discussions with Apple, defected to Volkswagen but this may ultimately prove a bad move for Diess given the recent revelations at VW and emissions cheating.

As stated the i3 just isn’t selling as well as it could, and BMW needs Apple to create a consumer buzz around the car. I expect that the Apple-BMW i3 will be sold in the i3 range, rather than a separate car in its own right to begin with.

The Apple-BMW i3 will be fully electric, not a hybrid, and potentially Apple’s recent battery designs with the MacBook range could play a factor in the development of one with a better range for the car.

The current i3 starting price in the US is $42,400, before options. A recent analyst report by Jeffries & Co is putting the price of an Apple Car at an average of $55,000. At stated above in 3, I expect that the Apple-BMW i3 will have a number of innovations beyond the lower end of the i3 range which would hit this price point easily.

The current i3 is expected to receive a facelift in 2016 with a larger range battery. The Apple Car is touted for a reveal in 2019. This sits absolutely perfectly with the current 3 year revision cycle right now with the i3 (2013-2016-2019)

Despite the hype, Apple’s first foray into the auto industry will not be a self-driving autonomous vehicle, which means in order to accelerate production, a partnership is the best option with a similar company. BMW is the best bet for this.

This is not the first time OEM manufacturers have shared projects to create a platform. Mazda and Ford have collaborated previously, and even Aston Martin and Toyota have gone into pseudo-partnership to share components for the AM Cygnet, which was basically a Toyota IQ with an Aston Martin makeover.

There is an eighth reason: Dealerships. A partnership with Apple will mean the potential to sell the BMW i3 Apple variant at the Apple Store, something which could disrupt their sales model in the same way Tesla has done with the traditional way of selling cars. And this could be the icing on the cake for both Apple and BMW, another way to reach the mass consumer market.

BMW knows that in order for the i-brand itself to survive beyond the i8 (it has trademarked i0-i9 already) it needs to think differently and it needs a boost with the consumer market. Although there have been changes in the boardroom, Krueger has not ruled out reigniting the talks of the previous year. “Let me answer in general terms. There is something which makes BMW Group and Apple very similar. Both are companies with strong brands,” he said in an interview.

BMW have said that by 2025 all of its cars will be offered as a hybrid. But in 2019 BMW will offer one car in particular that will be fully electric. And that will be thanks to Apple.

source: http://www.forbes.com/sites/theopriestley/2015/09/27/7-reasons-why-bmw-and-apple-will-build-the-apple-car-together/

by Theo Priestley

http://www.boscheuropean.com

Mini-Cooper - Repair and Consignment Sales Redwood City - Mini Cooper: The Ultimate Buyer's Guide - Bosch European Redwood City - (650) 368-3000

The Mini Cooper isn’t for everyone, but it’s not supposed to be. If you can deal with the cutesy-retro looks and the relatively small size, you’re in for one of the most fun and surprisingly practical motoring experiences around. What do you need to know before you buy a Mini Cooper? Don’t worry, we’ll tell you everything right here in the Ultimate Buyer’s Guide.

BMW has been cranking out Minis since 2001 now, but the latest Cooper — completely redesigned for the 2014 model year — is the most BMW-y one yet. It rides on a new platform that will underpin several BMW and Mini models, and it uses all-BMW turbocharged engines for the first time. More than ever, it feels like a small, front-wheel driver Bimmer inside and out.

The downside is that it’s bigger than any of its Mini predecessors, and while it has an extensive array of options and customizability, it can get quite a bit more expensive than many of its hatchback competitors.

What It’s Like To Drive:

Our testers have given the new Cooper and Cooper S high marks for a vastly more refined interior than its predecessors, a more balanced better ride, punchy turbo power and tons of grip on the road. While Mini’s claim of “go kart-like” handling is a bit ridiculous, we can’t deny that the Cooper and Cooper S are a ton of fun to drive at any trim level.

In S trim the Mini Cooper manages to make good use of the extra power and a suspension tuned towards performance to keep it nicely planted in the turns when taking on backroads, but it’s a bit too subtle for our taste.

If subtle isn’t your style, we found the JCW Mini Cooper to be appropriately loud, although not the best handling car in its class and a little on the pricey side.

Surprisingly, the most fun Mini Cooper is probably the cheapest. With its simple three-cylinder turbo engine and a six-speed manual its light and straightforward and a bit more of the manic Cooper we’ve loved in the past.

What’s New About The 2016 Mini Cooper:

An all-new 2-door hardtop Cooper joined us for the 2014 model year. Built on a completely different, larger platform, the new Cooper offers more interior space, revised styling, better interior quality, a nicer ride, and better fuel economy than the outgoing model.

So, its a pretty big step forward. Except that it got bigger – par for the course for new cars but a bit odd for a car called a Mini.

The following year, 2015, brought a John Cooper Works trim level to the 2-door, and the 4-door model built on the new platform debuted. Changes for the 2016 model year were insignificant.

Powertrain Breakdown

The new 2.0-liter BMW engine gives the Cooper S 189 horses and 207 lb-ft of torque. These numbers sound fine for a car this small, but as Patrick George explains, the engine isn’t all that exciting:

It just never really feels that quick. This new engine is smooth and punchy, with plenty of low and mid-range torque, but it kind of runs out of steam up top. It feels like it should be faster. It’s never manic in its power delivery the way some hot hatches are .

The tuned engine by John Cooper Works puts out nearly 40 more horses, though, so that might be the one to get if you want to maximize driving excitement. But at over 30 grand, that’s a hard pill to swallow.

The base car’s little 1.5-liter three cylinder makes only 135 horsepower, but it’s actually pretty fun to wring out, and the handling makes it pretty fun in the corners.

All engines come mated to either a 6-speed automatic or a 6-speed manual.

2016 Mini Cooper Engine Options
Engine	Max Horsepower (hp)	Max Torque (lb-ft)
1.5L Turbo I3	134 @ 4400 rpm	162 @ 1250 rpm
2.0L Turbo I4	189 @ 4700 rpm (2&4 door S hardtop) 228 @ 5200 rpm (JCW tuned))	207 @ 1250 rpm (2&4 door hardtop) 236 @ 1250 rpm (JCW tuned)

Fuel Economy Breakdown

That little inline-3 really struts its stuff on the fuel economy front, scoring 39 miles per gallon on the highway on manual models.

But even the performance-oriented turbo engines will let you enjoy over 30 MPG on the highway, so no matter what you choose, you don’t have to feel guilty about spending your whole day carving canyon roads.

2016 Mini Cooper Fuel Economy Ratings (City/Highway/Combined)
	1.5L I3	2.0L Turbo I4
Fuel Economy- Manual	28/39/32 (2-door) 29/39/33 (4-door)	23/33/27 (2&4 door) 25/33/28 (JCW)
Fuel Economy- Automatic	27/37/31 (2&4 door)	26/33/29 (2&4 door) 23/31/26 (JCW)

Trim Level Breakdown

The Mini Cooper can be configured in lots of different ways, but the base trim levels are: Cooper, Cooper S, and John Cooper Works. Front suspension for all Coopers is a MacPherson strut design while the rear is a multi-link setup. All Minis get electric power steering.

Cooper: Starts at $20,700 for 2-door and $21,700 for 4-door. Notable standard features: Mini driving modes, dynamic traction control with electronic differential lock, 15” alloy wheels, 4-speaker audio system, rain sensors, auto headlights, leatherette seats, unique chrome grille. Notable options: 6-speed automatic transmission ($1,250); Cold Weather Package: Heated seats, power folding mirrors ($750); Sport Package: Sport seats, Dynamic Damper Control, LED headlights, upgraded wheels, white turn signals ($1,500); Premium Package: Harmon Kardon sound system, panoramic sunroof, automatic AC($1,800); Media Package: enhanced Bluetooth with USB adapter, Visual Boost, Center Armrest with cellphone docking ($750); Wired Package: Center armrest, Navigation system, enhanced Bluetooth, Visual Boost XL, real-time traffic info ($1,750); JCW exterior package: JCW aero kit, spoiler, white turn signals, 17” JCW wheels ($3,250).

Cooper S: Starts at $24,100 for the 2-door and $25,100 for the 4-door. Notable standard features over Cooper: 2.0-liter turbo I4, hood scoop, brake ducts, run-flat tires, LED fog lights, 6-speaker audio system, sports seats, 16” alloy wheels, black grille, center exhaust. Notable options: 6-speed automatic transmission ($1,250); Sport automatic transmission ($1,500); JCW exterior package ($2,500); Other options similar to base Cooper.

John Cooper Works: 2-door starts at $30,600. No 4-door available. Notable standard features over Cooper S: Tuned 2.0-liter turbo I4, JCW Exterior Package, JCW interior trim, LED headlights, JCW sports seats, unique sport steering wheel, 17” JCW wheels, white turn signals, rear spoiler, unique headliner. Notable options: Options similar to Cooper S (no Sport Package or non-sport auto transmission available).

The Mini Cooper isn’t for everyone, but it’s not supposed to be. If you can deal with the cutesy-retro looks and the relatively small size, you’re in for one of the most fun and surprisingly practical motoring experiences around. What do you need to know before you buy a Mini Cooper? Don’t worry, we’ll tell you everything right here in the Ultimate Buyer’s Guide.

BMW has been cranking out Minis since 2001 now, but the latest Cooper — completely redesigned for the 2014 model year — is the most BMW-y one yet. It rides on a new platform that will underpin several BMW and Mini models, and it uses all-BMW turbocharged engines for the first time. More than ever, it feels like a small, front-wheel driver Bimmer inside and out.

The downside is that it’s bigger than any of its Mini predecessors, and while it has an extensive array of options and customizability, it can get quite a bit more expensive than many of its hatchback competitors.

What It’s Like To Drive:

Our testers have given the new Cooper and Cooper S high marks for a vastly more refined interior than its predecessors, a more balanced better ride, punchy turbo power and tons of grip on the road. While Mini’s claim of “go kart-like” handling is a bit ridiculous, we can’t deny that the Cooper and Cooper S are a ton of fun to drive at any trim level.

In S trim the Mini Cooper manages to make good use of the extra power and a suspension tuned towards performance to keep it nicely planted in the turns when taking on backroads, but it’s a bit too subtle for our taste.

If subtle isn’t your style, we found the JCW Mini Cooper to be appropriately loud, although not the best handling car in its class and a little on the pricey side.

Surprisingly, the most fun Mini Cooper is probably the cheapest. With its simple three-cylinder turbo engine and a six-speed manual its light and straightforward and a bit more of the manic Cooper we’ve loved in the past.

What’s New About The 2016 Mini Cooper:

An all-new 2-door hardtop Cooper joined us for the 2014 model year. Built on a completely different, larger platform, the new Cooper offers more interior space, revised styling, better interior quality, a nicer ride, and better fuel economy than the outgoing model.

So, its a pretty big step forward. Except that it got bigger – par for the course for new cars but a bit odd for a car called a Mini.

The following year, 2015, brought a John Cooper Works trim level to the 2-door, and the 4-door model built on the new platform debuted. Changes for the 2016 model year were insignificant.

Powertrain Breakdown

The new 2.0-liter BMW engine gives the Cooper S 189 horses and 207 lb-ft of torque. These numbers sound fine for a car this small, but as Patrick George explains, the engine isn’t all that exciting:

It just never really feels that quick. This new engine is smooth and punchy, with plenty of low and mid-range torque, but it kind of runs out of steam up top. It feels like it should be faster. It’s never manic in its power delivery the way some hot hatches are .

The tuned engine by John Cooper Works puts out nearly 40 more horses, though, so that might be the one to get if you want to maximize driving excitement. But at over 30 grand, that’s a hard pill to swallow.

The base car’s little 1.5-liter three cylinder makes only 135 horsepower, but it’s actually pretty fun to wring out, and the handling makes it pretty fun in the corners.

All engines come mated to either a 6-speed automatic or a 6-speed manual.

2016 Mini Cooper Engine Options
Engine	Max Horsepower (hp)	Max Torque (lb-ft)
1.5L Turbo I3	134 @ 4400 rpm	162 @ 1250 rpm
2.0L Turbo I4	189 @ 4700 rpm (2&4 door S hardtop) 228 @ 5200 rpm (JCW tuned))	207 @ 1250 rpm (2&4 door hardtop) 236 @ 1250 rpm (JCW tuned)

Fuel Economy Breakdown

That little inline-3 really struts its stuff on the fuel economy front, scoring 39 miles per gallon on the highway on manual models.

But even the performance-oriented turbo engines will let you enjoy over 30 MPG on the highway, so no matter what you choose, you don’t have to feel guilty about spending your whole day carving canyon roads.

2016 Mini Cooper Fuel Economy Ratings (City/Highway/Combined)
	1.5L I3	2.0L Turbo I4
Fuel Economy- Manual	28/39/32 (2-door) 29/39/33 (4-door)	23/33/27 (2&4 door) 25/33/28 (JCW)
Fuel Economy- Automatic	27/37/31 (2&4 door)	26/33/29 (2&4 door) 23/31/26 (JCW)

source: http://buyersguide.jalopnik.com/mini-cooper-the-ultimate-buyers-guide-1730774823

by David Tracy

http://www.boscheuropean.com

Jaguar - Repair and Consignment Sales Redwood City - 2016 Jaguar XF First Drive: Video - Bosch European Redwood City - (650) 368-3000

E-Class, 5-Series—some of the best luxury cars in the world are mid-size sedans. But the battle for hearts and minds, and roads, isn't just between those epic four-doors. We'd put the vaunted Audi A6 and the excellent Cadillac CTS on the list, too.

Is there room for one more truly great luxury sedan in the world? Is it Jaguar’s turn to join that elite group?

You can't really answer that without a few hundred kilometers behind the wheel, so we flew to Spain for our first drive of the 2016 Jaguar XF—in turbodiesel and supercharged six-cylinder-powered versions, on uncluttered roads and a near-virgin track.

Lighter lines

The first-generation XF was a lovely car with a striking interior, but it was also heavy and had a small back seat. No surprise, since it's now the oldest car in the British automaker's lineup. Jaguar has some catching up to do.

It doesn't just catch up, it moves a smart step ahead. With the new XF, Jaguar has switched its body from steel to aluminum, save for a steel trunk lid and doors. The switch has brought huge changes in how it looks, how it performs, and how it works.

Striking and straightforward all at once, the 2016 XF is an attractively proportioned and detailed car. It wears its rectangular-framed grille more proudly than before; the grille is flanked by big air intakes below and slim headlamps that arc upward as they wrap around the front end.

It shares about a quarter of its content with the compact 2017 Jaguar XE coming next year, and the styling differences really emerge in the side view, where the XF has an extra window that elongates the roofline. At the rear, the XF's tail lamps have twin circular insets—where the XE and the F-Type sports car have just one per side. 

2016 Jaguar XF V6 S AWD

The XF's cabin has an elegant, airy feel, with a lovely clarity to the design below the midline. Above that, there's a "riva" line, a cue adopted from the boating industry; it bows around the whole cockpit to draw in occupants more closely. It's a visual trick that works subtly in everything from Bernini's Vatican colonnades to a Samsung curved-screen LED TV, and in the XF it creates some relaxing visual space up top.

Below that horizon, the cabin's clear, concise layout is dominated by a touchscreen interface front and center. On some versions it's an eight-inch screen featuring Jaguar's new InTouch interface; Beneath the central screen, there are strips of small buttons for core functions, thankfully marked in big, clear letters and graphics. But on top models it's a larger 10.3-inch screen paired with another 12.3-inch screen that replaces the gauges, governed by InTouch Pro. Those buttons get subsumed into the touchscreen on Pro.

With trim and color options, the XF can seem as sober as a big German sedan, in black-on-black tones—or lively and lush, with a red-and-black pairing. For a paler environment, there's a whitewashed-wood treatment that doesn't do the XF dash many favors—especially on the console, where it floats the rotary shift controller in a sea of wan-looking trim.

2016 Jaguar XF: performance stats

At launch this fall, the U.S. versions of the XF will come with a choice between a supercharged V-6 engine in two power ratings, with either 340 horsepower or 380 horsepower, both turning in an identical 332 pound-feet of torque.

In calendar-year 2016, a turbodiesel four-cylinder with 178 hp and 317 lb-ft of torque will go on sale, with mileage estimates offered by Jaguar of more than 40 miles per gallon on the EPA highway cycle. Even gas models will post up to a 9-percent mileage gain, Jaguar says, with EPA estimates for rear-drive models at 20/30 mpg, or 24 mpg combined.

We drove those three versions on lovely, glassy Spanish roads and on the Circuito de Navarra, a pristine racetrack in Basque country, halfway to nowhere between Bilbao and Pamplona. Diesels on the winding roads to the track, all-wheel-drive XF S sedans on the track, and rear-drive XF S sedans on the route back to Pamplona. When asked if there were XF R sedans with 500-plus horsepower, Jaguar officials smiled and shooed us along patiently.

An eight-speed paddle-shifted automatic is the sole transmission at launch, though Jaguar has a manual shifter in its parts bin now. The automatic has a pendulum damper for better low-speed shift quality, and the V-6 gets a balance shaft for smoother operation.

2016 Jaguar XF V6 S AWD

Jaguar pegs 0-60 mph times for the 380-horsepower, all-wheel-drive XF S at 5.0 seconds, and top speed hits a limited 155 mph. Rear-drive cars take a tick longer to launch to 60 mph; the turbodiesel takes 7.7 seconds.

A lighter-weight, chain-driven all-wheel-drive system will be an option, but the XF is a rear-wheel-driver at heart. Power steering is driven by electric motors, and the XF's stability control system incorporates a torque-vectoring function which brakes an inside wheel in corners for better responsiveness.

The suspension is made up of twin wishbones at the front wheels and an integral-link setup at the rear. A set of adaptive dampers are available, and a set of driver-selectable programs can tailor the XF's ride quality, electric power-steering assist, throttle, and shift timing and speed. The driver modes are accessed by keying through a horizontal switch, the same as it's done in the Range Rover Evoque, but the modes are different: eco, normal, sport, and track are joined by an adaptive-traction mode that uses information on the road surface to set those driving parameters. There's also a low-speed launch mode that pre-loads light throttle for crisp launches in slippery conditions.

The spec sheet cues up all the correct feels—but how does the XF gel? Is it competent, credible, or should we add "in" to either of those? After nearly 200 miles, we came up with some answers.

source: http://www.motorauthority.com/news/1099849_2016-jaguar-xf-first-drive-video

by Marty Padgett

http://www.boscheuropean.com

Range Rover - Repair and Consignment Sales Redwood City - Land Rover reveals remote control Range Rover Sport - Bosch European Redwood City - (650) 368-3000

JLR demonstrates a Range Rover Sport that you can drive via smartphone app, and advanced autonomous turning tech

Jaguar Land Rover has showcased a raft of self-driving technology for future models, including a Range Rover Sport that can be driven remotely using a smartphone, and autonomous 'Multi-Point Turn' tech that can negotiate a 180-degree turn without assistance.

Designed for low-speed maneuvers and off-roading, the remote driving system uses a connected smartphone with an app that allows full control of the steering, brakes and accelerator at speeds up to 4mph. JLR claims the feature will allow owners to negotiate challenging situations, such as tight car parks or hazardous terrain, without ever having to set foot in the car.

The system won't allow you to navigate your car off down the street while you sit at home, because it requires you to be within 10 metres of the vehicle at all times to remain in range of the Bluetooth signal. It's said that the system could be further adapted to autonomously perform tasks from a signal command, like the self-parking system seen in the new BMW 7-Series.

Further to this is a new system that allows the car to negotiate 180-degree turns autonomously and set off in the opposite direction. It's designed to negate the difficulty of the dreaded three-point turn, spinning the car round by itself when required in dead-end roads or car park situations. The feature uses already installed sensors to scan the area around the car and informs the driver if it is safe to make the maneuver, before taking control of gear selection and driving.

Developed by JLR's UK-based research team, the advanced technology is already being trialed in real-world situations and could appear on production models in the next few years. JLR claims that rather than forcing fully self-driving tech on the public, it will offer "the choice of an engaged or autonomous drive" with the system taking over when prompted to perform more tedious tasks.

source: http://www.autoexpress.co.uk/land-rover/91838/land-rover-reveals-remote-control-range-rover-sport

by Lawrence Allen

http://www.boscheuropean.com

Mercedes - Repair and Consignment Sales Redwood City - Mercedes-Benz Intelligent Aerodynamic Automobile Concept: Live Photos & Video - Bosch European Redwood City - (650) 368-3000

Like most automakers, Mercedes-Benz is studying the future of the automobile and building concept cars to predict that future. The night before the 2015 Frankfurt Auto Show, Mercedes-Benz unveiled its latest concept, the Intelligent Aerodynamic Automobile (IAA), to a gathering of journalists.

A four-door coupe, the IAA may preview the design direction for the next generation of the CLS. More importantly, however, it hints at a future that could include greater use of active aerodynamics.

We've seen active grille shutters before, but this vehicle takes that idea much further. Mercedes calls it a "transformer," and says that above 80 kph (about 50 mph) several exterior changes take place. In addition to active grille shutters, the flaps in the front bumper move outward and rearward to improve the airflow to the wheels and over the wheel arches. The louver in the front bumper also moves rearward about 2.4 inches to improve airflow to the underbody. The five-spoke wheels fill their gaps to become flat discs with far better aerodynamics. Finally, a rear extension juts out more than 15 inches to create a boat tail effect that makes the air hug the vehicle more closely and create a smaller area of turbulence behind the car.

The video above gives you a good sense of all the changes taking place. The total effect of these measures lowers the car's coefficient of drag from 0.25 to a very slippery 0.19. In the ever-evolving search for greater fuel efficiency, these types of measures could make their way to production vehicles in the future.

The IAA's interior will likely be more important in the near term, as Mercedes says elements of it will soon appear in one of its "business" sedans. We're guessing that's the next E-Class, which should be shown later this year at the Los Angeles Auto Show or early next year at the Detroit Auto Show. The IAA features a fully digital head unit with two side-by-side 12.3-inch screens capable of showing real-time graphics that Mercedes says otherwise exists only in Hollywood movies. It also has a new touch-based operating surface that Mercedes claims will let drivers better concentrate on the road. We're guessing both of those features are in store for the new E-Class.

The car is 198.4 inches long and has a wheelbase of 117.1 inches. It is 78.5 inches wide, and 51.4 inches tall. Power is derived from a plug-in hybrid powertrain with a gasoline engine for a total output of 279 horsepower and 41 miles of electric range (the latter in aerodynamic mode). The top speed is electronically limited to 155 mph.

Mercedes used a completely digital process which allowed the company to develop the IAA in just 10 months instead of the usual 18 for a concept car. Digital prototyping accelerates the development of new generations of cars—but more than that, it also raises their quality and offers opportunities for increased diversity. This is because it allows the development team to simulate and optimize the design from the earliest stages.

“Before we let a new car anywhere near our wind tunnel, it has already successfully passed a barrage of digital tests as a complete data model,” Mercedes R&D boss Thomas Weber explains.

source: www.motorauthority.com

by Kirk Bell

VW - Repair and Consignment Sales Redwood City - 2016 Volkswagen Golf TDI SportWagen Review - Bosch European Redwood City - (650) 368-3000

You might think that after driving a Dodge Challenger Hellcat during the week of the Woodward Dream Cruise, seven days with a diesel-powered Volkswagen Golf SportWagen would be a letdown. You know, like following a shot of Jack Daniels with a sippy cup of Metamucil.

But it ended up being perfect timing. Right at the end of my Challenger loan, I signed my name what felt like 1,241 times, handed over a very, very large check, and officially bought my first home. The SportWagen arrived on moving day, and I set about putting the longroof's hauling ability to the ultimate test, schlepping everything I own to my very first house. SportWagens, like Metamucil, can often be very good for you.

The wagon's cargo area isn't dramatically bigger than the standard Golf – 30.4 cubic feet versus 22.8 – unless you fold the second row down. With the seats flat, the Golf SportWagen's advantage nearly doubles, to 66.5 cubic feet. But it's not just the extra space that makes moving things a lot easier. The rear hatch is more defined and sits atop a lower bumper. The load height is just 24.8 inches, while the tailgate opens to an aperture of 40.6 inches. It also opens high enough that your six-foot, one-inch author can stand tall below it.

In short, loading stuff into the back was a breeze. While you might expect the Golf SportWagen to make short work of a bunch of boxes, it was easy to add larger items into the mix. I hauled nightstands, a large desk chair, and even all four pieces of a king-size IKEA bed frame with a minimal amount of fuss. That said, Volkswagen uses nice materials in the cargo compartment of the Golf, so if you frequently move a lot of stuff, expect to see visible wear sooner rather than later. If you prefer to move people instead of things, rest easy knowing the wagon mimics the Golf hatchback's 35.6 inches of rear legroom.

Moving locally meant a lot of back-and-forth trips. Between the actual move itself and the subsequent running around, I put 600 miles on the Golf SportWagen during my week-long loan. But with this car, I could have done way more and wouldn't 

The Golf's cabin is a great place to be. The material quality is top notch, and while the overall styling isn't as clean or as classy as something like the Mazda3, the cabin feels like it's a step above the rest in terms of fit and finish. It isn't the big-ticket items that impress me. It's the little details, like LED reading lamps in the rear, that make the Golf feel premium. Other subtle touches include contrast stitching on the two-tone leatherette seats and a parking brake that has a piano-black topper and real leather material.

The wagon isn't a sporty car, but it has a driver-centric feel. The SEL-specific sport seats were almost certainly plucked straight from Autoblog's long-term Golf GTI (minus the plaid, of course). They're comfortable and heavily bolstered, while the flat-bottom steering wheel's rim is just the right size. Like the parking brake, both the wheel and shifter are wrapped in black leather. Nice touches, for sure.

Volkswagen offers the Golf SportWagen in both gas and diesel varieties, and opting for the TDI is kind of a no-brainer. The 2.0-liter turbodiesel produces 150 horsepower and 236 pound-feet of torque, but more impressively, it'll return 43 miles per gallon on the freeway. My results, though, were far better. In the first 420 miles, the Golf delivered 46.3 mpg. Besting the EPA figures is always fun, but it's even more impressive when you consider my usage. I kept the air conditioner pegged at 70 degrees the entire time, every trip involved at least 10 to 20 minutes of bumper-to-bumper construction traffic, and the cargo hold was full half the time. Volkswagen's TDI models regularly best the EPA numbers, and the Golf SportWagen is no exception.

Performance is robust, too. All 236 lb-ft of torque arrive at 1,750 rpm, meaning that even in sixth gear, you aren't far from peak twist. There's more lag here than with Volkswagen's turbocharged, gasoline-powered models, but it's easy enough to work around, partially thanks to my tester's truly excellent six-speed manual transmission. The clutch is light and the shifter sweet and smooth. The sharper throttle response and close layout of the pedals makes rev matching an absolute breeze, while those who simply want to rifle quickly through the gears have an able partner in this gearbox. Like the seats, I'd be hard pressed to pick this manual trans apart from its counterpart in the long-term GTI. It's just that good.

My big takeaway from this test is that it really doesn't matter what trim you opt for. The SportWagen's mechanicals are so remarkably, thoroughly competent that the Golf range is entirely deserving of all the praise it's received. It might not be the Challenger Hellcat, but after a week of testing, I didn't want to give the SportWagen back, either.

source: http://www.autoblog.com/2015/09/01/2016-volkswagen-golf-tdi-sportwagen-review/

Image Credit Brandon Turkus

by Brandon Turkus

http://www.boscheuropean.com

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Audi - Repair and Consignment Sales Redwood City - 2018 Audi A5 Spy Shots And Video - Bosch European Redwood City - (650) 368-3000

The second generation of Audi’s handsome A5 is expected to arrive in time for the 2018 model year, which puts its showroom arrival sometime in the second half of 2017, although the car may end up being launched earlier that year. We now have new spy shots plus a video of some prototypes.

They show only evolutionary changes for the car’s styling, with the most significant changes taking place at the front where the design team has created a slightly more aggressive look. A similar look features on the 2017 A4 due in showrooms early next year. Both cars ride on a common platform.

That platform is Audi’s latest MLB (modular longitudinal) platform, which will eventually underpin most Audi models from the A4 up. Previewed in Audi’s Sport quattro concept from 2013, the platform uses a combination of high-strength steel, aluminum and even some composites to help get weight down.

Current trim levels will carry over, with the base 2018 A5 continuing with a 2.0-liter TFSI engine , the S5 with a supercharged 3.0-liter V-6 and the RS 5 forgoing the current model's naturally aspirated 4.2-liter V-8 in favor of a new twin-turbocharged 3.0-liter V-6. Expect power on this latter variant to reside around the 475-horsepower mark.

Front-wheel drive will remain standard for the 2018 A5 while quattro all-wheel drive will continue to be offered as an option. The standard transmission should be an S tronic dual-clutch unit with seven forward gears. One of the key benefits of the latest MLB Evo platform is that it’s been designed to be compatible with alternative drivetrains. Look for a plug-in hybrid model, perhaps with a ‘through-the-road’ hybrid all-wheel-drive system.

Tech goodies will include LED and laser headlights with Matrix beam capability, an advanced infotainment system with Wi-Fi, a head-up display, and semi-autonomous electronic driving aids. There will also be various versions of Audi’s MMI interface as well as the automaker’s Virtual Cockpit digital instrument cluster.

Look for the new A5 to be revealed sometime next year. Further down the track, new versions of the A5 Cabriolet and A5 Sportback will be launched, though once again only the former is expected here.

source: http://www.motorauthority.com/news/1029135_2018-audi-a5-spy-shots-and-video

by Viknesh Vijayenthiran

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BMW - Repair and Consignment Sales Redwood City - BMW Gesture Control Walkthrough: Video - Bosch European Redwood City - (650) 368-3000

If voice commands, touchscreen controls, a central dial, and steering  wheel buttons aren't enough, BMW will soon have a new way to control the features of your infotainment system. With the release of the 2016 7-Series in October, BMW will debut its new Gesture Control feature.

Gesture Control doesn't let you control the whole infotainment system. Instead it can recognize six preprogrammed gestures to accomplish a few select tasks. The gestures need to be made above the iDrive dial so a 3D sensor mounted above can recognize them.

Front seat occupants can turn up or down the volume by twirling a finger clockwise for up and counter clockwise for down. That's two gestures. The driver can take a call by pointing at the center screen or reject the call by wiping his/her hand to the right in a dismissive style. That's two more. The driver can also browse a 360-degree view of the vehicle on the center screen by pinching his/her fingers together and moving right or left. That's five.

An additional preprogrammed gesture, the two-finger point (think of Curly trying to poke out Moe's eyes), can also be assigned to one of seven tasks: Guidance to home address, Mute/Unmute, Last used menus, Next title/station, Recent calls, Notifications, and Turn off/on control display.

We tried Gesture Control during the media drive of the 2016 7-Series and found that it works fairly well, but it's not bulletproof. The gestures usually got the job done, but occasionally required another try to get results. The volume up/down feature is also hard to modulate. How many finger twirls are needed to get the desired volume? It's inexact and it will require some practice to master.

For a video  tutorial on this system, click on the accompanying video, in which Marcus Berendt, head of user experience at BMW, demonstrates the system.

source: http://www.motorauthority.com/news/1099797_bmw-gesture-control-walkthrough-video

by Kirk Bell

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Mercedes - Repair and Consignment Sales Redwood City - 2017 Mercedes-Benz S-Class Cabriolet Preview - Bosch European Redwood City - (650) 368-3000

There’s a changing of the guard happening at the most exclusive end of the luxury market—and a ratcheting-up of expectations—yet the Mercedes-Benz S-Class is staying at the heart of it.

With the 2017 Mercedes-Benz S-Class Cabriolet, the esteemed nameplate adds an open-air version of the S-Class Coupe introduced this past year—with a soft-top setup—that could prove an interesting and entertaining alternative to the Bentley Continental GTC and BMW 6-Series

Slated to make its official bow later this month at the Frankfurt Auto Show, it’s the first flagship four-seat convertible, as Mercedes-Benz sees it, since 1971, as well as the fourth variant of the current-generation S-Class lineup.

A soft top, but one without any comfort overlooked

At about 198 inches long, the S-Class Cabriolet will be one of the longest convertibles on the market—and that should translate to some very usable back-seat and trunk space. Also, Mercedes-Benz claims to have a vehicle with “exemplary low wind noise”—thanks to a low coefficient of drag, underbody paneling, rear axle cladding, and wheel spoilers.

The top itself is a three-layer acoustic soft top, including an insulating layer that actually does double duty—in also assuring that the convertible structure’s bows aren’t seen from the outside.

The well-proven and much-loved Airscarf system, which helps provide some warm air to you neck during open-top driving, is standard here, and it makes driving on cool, sunny days considerably more enjoyable. There’s also an Aircap wind-deflector system that helps cut turbulence, and a Thermotronic automated climate control system that takes into account inputs from a dozen different sensors, helping to keep cabin comfort ideal for everyone on board.

Add a Warmth & Comfort package, and the S-Class Cabriolet adds heated armrests (center console and doors) plus a heated steering wheel.

A 449-horsepower twin-turbo V-8 powers the S550 Cabriolet, making 449 hp and 516 pound-feet of torque from just 1,800 rpm. It’s hooked up to a nine-speed automatic transmission, and can get this big drop-top to 60 mph in just 4.5 seconds. For those seeking more power, there's the model from the Mercedes-AMG skunkworks.

AMG performance on offer, of course

The higher-performance Mercedes-AMG S63 4Matic Cabriolet gets an AMG-built engine of the same size making 577 horsepower and 664 lb-ft, fitted with the AMG Speedshift MCT 7-speed automatic—a far quicker, more performance-oriented transmission—and a 4Matic all-wheel drive system defaulting to the rear wheels in its torque split. It can blast to 60 mph in just 3.9 seconds, and reach an electronically limited 186 mph.

Other upgrades for the S63 Cabriolet include high-performance composite brakes, and special weight-saving measures that include magnesium for the luggage-compartment bulkhead, special light-alloy wheels, and a lithium-ion battery.

The S550 rides on Mercedes-Benz’s familiar Airmatic air suspension, which can provide a wide range of settings, from comfort-oriented to most performance-tuned; AMG S63 models get an added

Inside, the S63 Cabriolet gets AMG sport seats for more lateral support, and an exclusive AMG gauge layout, on a high-resolution TFT color display. And on the outside, the AMG model stands out with its silver-chrome front splitter, ‘A-wing’ feature below the grille, and three-dimensional silver inserts for the side-sill panels—as well as a high-gloss black diffuser in back. Chromed twin tailpipes are a visual cue of this model’s performance exhaust system with sports flaps.

Building on a heritage of four-seat drop-tops

Design-wise, the S-Class Cabriolet lineup gets some of its inspiration from the ‘Ponton’ cabriolets of 1956 to 1961, and the 1961 220 SE Cabriolet four-seater.

You’ll find all the leading-edge safety features in the Cabriolet that you would in the sedan, including the Collision Prevention Assist Plus system that can autonomously brake at speeds of up to 65 mph and completely avoid rear-end collisions at up to 25 mph. Night View Assist Plus (night vision) and Active Lane Keeping Assist are also included. Plus pyrotechnically extending roll bars give the Cabriolet added rollover protection.

Other standard equipment will include Burmester Surround Sound, the touchpad COMAND infotainment system, full LED lamps with Adaptive Highbeam Assist, and a system that charcoal-filters, ionizes, and adds fragrance to your cabin air.

The S-Class Cabriolet lineup goes on sale in spring 2016, at prices to be announced at a later date. And check back for an up-close look in our coverage of this new model following its September 15 Frankfurt Auto Show debut. For more from the show, head to our dedicated hub.

source:http://www.motorauthority.com/news/1099841_2017-mercedes-benz-s-class-cabriolet-preview/page-2

by Bengt Halvorson

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Range Rover - Repair and Consignment Sales Redwood City - New Range Rover is a 'fortress' on wheels - Bosch European Redwood City - (650) 368-3000

Land Rover has unveiled an armoured 4x4 that can take on all terrains - as well as TNTs and grenades

Powerful people with enemies can rest easy after Land Rover unveiled its first luxury armoured vehicle - capable of withstanding grenades and gunfire.

The $551,000 Range Rover Sentinel is being billed as a "mobile fortress" which still delivers the comfort and capability of the standard 4x4.

This Range Rover is built to take serious damage, according to Land Rover

Engineers at the firm's Special Vehicle Operations department developed a six-piece armoured cell, made of super-high-strength steel to protect passengers.

The standard glass has been replaced with multi-laminated bulletproof windows.

It has been designed to withstand penetration by 7.62mm high velocity, armour piercing incendiary bullets, 15kg TNT blasts and DM51 grenade explosions from both beneath the floor and above the roof.

And even if the wheels are shot at, the Sentinel can be driven with deflated tyres.

The jaw-dropping off-roader, based on the Autobiography-spec Range Rover, is the most expensive model ever made by Land Rover.

source: http://www.telegraph.co.uk/motoring/motoringvideo/11848999/New-Range-Rover-is-a-fortress-on-wheels.html

by Vin Shahrestani

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Jaguar - Repair and Consignment Sales Redwood City - Have a Great Labor Day - Bosch European Redwood City - (650) 368-3000

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Porsche Repair and Consignment Sales Redwood City - 2016 Porsche Boxster Spyder First Drive [w/video] - Bosch European Redwood City - (650) 368-3000

The recipe for the 2011 Porsche Boxster Spyder cooked up a meal that everyone loved. Yes, even with the three-piece, Erector Set canvas top that took one journalist 30 minutes to lower the first time. Boiled down, the 2011 model was aBoxster S with 10 extra horsepower and 176 fewer pounds, graced with accelerated reflexes.

For the second coming of the Boxster Spyder, Porsche fortified the ingredients it used in the first. It starts with the Boxster GTS and adds the 3.8-liter flat-six from the 911 Carrera S, tuned to 375 horsepower and 301 pound-feet of torque. The Spyder subtracts around 72 pounds compared to the Boxster GTS, weighing in at 2,899 pounds. This, then, is both the most powerful and the lightest Boxster you can get. For you fact-checkers out there, the entry-level Boxster is listed at 2,888 pounds on the Porsche USA site, but a spokesman points out that, "the metric for determining weight has changed, which increased the amount of fluids necessary to perform weight testing." In other words, the base Boxster is unchanged, but the real-world curb weight is actually higher.

It's ridiculous to quibble over 11 pounds – or whatever the difference is – because the Boxster Spyder has 110 more horsepower and 96 more pound-feet than the base model. With a successful technique already established, we thought the latest Boxster Spyder would even more of a raucous and rowdy good time than its predecessor. But it's not.

The standard Boxster Spyder doesn't come with manual A/C or a stereo, but both can be added for no additional cost.

The exterior, at least, exhibits the right kind of maturity. Front and rear fascias swiped from the Cayman GT4 add 10 millimeters in length compared to other Boxsters. Those pieces make the car lighter, along with items like the aluminum doors and decklid. The bulges behind the roll hoops, called streamliners, are the can't-miss-it references to Porsche's historic and legendary Spyders. In case admirers still don't get it, Spyder badges sit atop each rear quarter panel.

Inside, the leather, body-colored trim, and copious amount of Alcantara is like a track-day package arranged by Prada. The steering wheel is shared with the Cayman GT4. The lightweight sport seats that hug like a carbon fiber cradle in our test car aren't available in our market. Different sport seats are standard in the US, racier buckets are a $4,750 option. The sole transmission offered is a six-speed manual, fitted with a shorter lever and engineered for shorter shifts than everyday Boxsters. Our tester had automatic climate control and the $6,730 Burmester audio system, both of which are optional. The standard Boxster Spyder doesn't come with manual A/C or a stereo, but both can be added for no additional cost.

Many of the Boxster Spyder's reflexes are two ticks more relaxed than we expected.

The fabric top, semi-manual in operation, loses 24 pounds compared to the electronic units in every other Boxster. It is vastly easier to use than the build-it-yourself roof on the first Spyder, taking six steps to raise and to stow instead of 15. The only electrical leftover is latching to and unlatching from the header rail, done via buttons in the center console. One finicky step is placing the top's fins – the flying-buttress-like appendages that run from the upper piece to the rear– in the decklid when the top is up, or in a special slot in the top itself when putting it down. Unlike on the previous Spyder, you can drive at the full top speed of 180 miles per hour when the top is up. As the roof if fully sealed against the weather, it's approved for automated car washes.

Top-down is the only way to run up and down the Alpine passes of our drive route, the enhanced exhaust note in Sport Plus boomeranging off the sheer cliff faces. The suspension, adapted from the optional sport suspension from the Boxster GTS, gets an A-plus. It imparts firm sports-car sensation, yet holds the body steady even when the wheels are forced to shimmy over terrible roads. The torque vectoring rear differential combined with wide, 20-inch rear tires makes for magnetic grip. The brakes, taken from the 911 Carrera S, are outstanding even by Porsche braking standards.

We wish we could say the same about the Boxster Spyder's other reflexes, which are two ticks more relaxed than we expected. The variable steering rack is lifted from the Porsche 911 Turbo but requires more lock than we anticipated. The 3.8-liter flat-six has muscle, but you need to lay deep into the throttle to summon that 375 horsepower, and then wait until the revs reach 6,700 rpm – 1,100 rpm short of redline – to actually acquire it. Second gear is so long that we used it for low-rpm trawling through Tuscan villages and high-rpm ripping through Alpine switchbacks.

The new one grew up, and lost some personality at finishing school.

The Boxster Spyder begins to get lively in Sport Plus when driven above the 4,750-rpm torque peak. Before you cross that line the Boxster Spyder is a bittersweet medicine to enthusiasts: the mature sports car. It has the numbers, it looks great, and makes great sounds, but it lacks the keen edge. Take that top for instance: on the previous generation, the fins are integral pieces of the fabric hood; on this version, they're purely ornamental design elements. That sentiment carries through too much of the overall impression. The first Boxster Spyder was praised for its directness, animation, and visceral rewards. The new one grew up, and lost some personality at finishing school.

For all of the taunting and mud thrown at the traditional Boxster, it is a splendid sports car. The Boxster Spyder, with less weight and a lot more power and that resilient suspension, is an excellent sports car. But we already know Porsche makes excellent cars. Instead of using the 3.8-liter here, we wish Porsche had stuck to the old formula and taken 200 pounds out of the current Boxster S, then sharpened it. We suspect that would not only have been an excellent car, but a special one.

www.autoblog

by Jonathon Ramsey

• Image Credit: Copyright 2015 Jonathon Ramsey / AOL

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Audi - Repair and Consignment Sales Redwood City - Audi A3 gets Virtual Cockpit next year - Bosch European Redwood City - (650) 368-3000

Want the Audi TT's nifty virtual cockpit but need a more practical car? Great news for you, as Audi will bring the reconfigurable, all-digital instrument cluster to the A3 next year. The news was confirmed to our friends at Car and Driver, courtesy of the head of Audi's electronics department, Ricky Hudi.

"In the future, there are not so many [of our] cars that will not have it integrated, even into the smaller cars. Next year in the A3, we will also integrate the Virtual Cockpit," Hudi told C/D.

Now, don't go thinking you'll be able to pick up a basic A3 and be able to enjoy the new instrument cluster, like you can on the TT and R8. This is going to be an up-market option, just like it is on the new Q7.

"If they choose a higher engine or a higher, well-equipped car then they will choose it – no doubt. The price reduces very fast with more people using it and the Virtual Cockpit is an Audi signature now."

source: autoblog

by Brandon Turkus

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