Jaguar Service, Repair and Consignment Sales Redwood City - 2014 Jaguar XJR Jaguar in its Purest Form - Bosch European Redwood City - (650) 368-3000

Jaguar has spent a lot of time, money and engineering effort refocusing itself for the modern world. In 2006, the current XK replaced the former XK8 and introduced a new aluminum-intensive chassis architecture to Jaguar's portfolio, and two years later, the XF whipped up a similar overhaul to its classical styling department.

The next major revision came in 2009, with the introduction of the achingly attractive and completely new XJ sedan, and this step struck us as the biggest improvement yet; not only was Jaguar's flagship built atop a cutting-edge platform, it boasted a newfound sense of style that pointed toward the future while still echoing the brand's storied past. This trend has continued most recently with the two-door F-Type that we've already grown quite fond of.

While we have been suitably impressed with the direction Jaguar has been taking over these last few years, there's been one large, gaping hole big enough for a Leaper to jump through: a true flagship performance sedan. That omission gets a massive plug for 2014 with the relaunch of the XJR nameplate. We spent a day in the reborn XJR in and around the picturesque locales of Seattle, WA, with the goal of finding out if Jaguar's newfound mojo would extend to the most powerful version of its biggest sedan.

The first thing you notice upon walking up to the 2014 Jaguar XKR is that it's beautiful. Unlike the equally new XFR-S that we also sampled that day, the XKR is mostly devoid of boy-racer add-ons and look-at-me color palettes. All XJ sedans benefit from the slinky duds that bowed in '09, and the XJR, like only the most provocative little black dresses can, offers just subtle hints at what lies beneath.
There's a front chin splitter, an understated rear spoiler, tasteful side sill extensions and a pair of functional heat extractors in the hood. Besides the red and green R badging, that's all that identifies the XJR as something more than other XJ offerings. Until you start it up, that is, at which point bystanders will know by the burble of the exhaust that something wicked lives underhood.

Open the door and step inside, and you'll be greeted by a gorgeous interior that meshes with the car's outward appearance very well. The lovely engine note you heard so loud and clear from outside is much milder inside, but it's still present with a low, baritone note that lacks the high-pitched popping of the similarly powerful XFR-S. This, we're told, is completely by design. Both the XFR-S and XJR are fitted with identical engines, with 550 horsepower and 502 pound-feet of torque apiece. They differ only in exhaust systems; each car was tuned in a sound studio to appeal to appropriate audiences, and while the howl of the XFR-S is sure to turn the heads of onlookers, we'd be quite happy with the contented purr of the XJR in the real world.

Exhaust note aside, the interior of the 2014 XJR is a splendid place in which to watch the miles whiz past. A new bespoke set of semi-aniline leather surfaces optionally grace the cabin, as do trim veneers in piano black or carbon fiber. Contrasting stitching adds an aggressive touch, as do optional Ivory, London Tan or Red Zone inserts on the front and rear seats. The XJR can be ordered in either standard- or long-wheelbase permutations, and the car we drove was the latter. In its extended guise, there's plenty rear seat room, which is good, because tall passengers will have to hunch due to a distinct lack of headroom. The rear-seat tray tables are deleted in R guise, which is probably fine since the car's aggressive tuning means nothing would stay on a flat table very long anyway.

We'd be happy to shuttle backseat passengers around, just as long as we get the driver's seat to ourselves. Here, the leather is soft, the 18-way power adjustable seats allow us to find a comfortable perch and the digital gauge cluster ahead is in clear view. For whatever reason, Jaguar has chosen to mimic regular dials with its electronic unit, which we suppose is fine, but more than a bit unimaginative. At least the readouts are easy to see, and we like that the two main dials are outlined in red when the car is switched to Dynamic Mode. As with all other Jaguar models, the centrally mounted infotainment screen is large, bright and well integrated. But that's just about all it has going for it. Inputting data into the system isn't very pleasant and the system's overall speed is sluggish. To surmise: Bring your smartphone along for the ride.

The XJR boasts suspension bits that are 30-percent stiffer than other XJ models, but that doesn't mean the ride is too firm. Far from it, we think, as the XJR is a calm, cool and composed cat on normal roadways. Even when presented with bigger bumps and winter-spec potholes, the 20-inch Farallon alloy wheels and unique Pirelli tires (265/35 up front and 295/30 at the rear) stay far from jolting as they follow the imperfections of the road. This is at least in part due to the high-tech electronic shocks that continually adjust damping to keep roll, pitch and squat in check.

With 550 galloping Clydesdales on tap, power is always in abundance. The run to 60 takes a claimed 4.4 seconds and the top speed is limited to 174 miles per hour. Perhaps most impressive is the big cat's passing power – Jaguar quotes a 50-75 time of a scant 2.46 seconds, and we believe it. If sporty dynamics are your game, twist Jag's rotary shift knob into S mode, which holds gears longer and keeps the ZF-sourced eight-speed transmission from shifting into overdrive when driving aggressively; hit the button for Dynamic Mode and everything tightens up – shifts feel quicker and firmer, the suspension takes a rougher edge and the electronic rear differential and stability control allow for a bit of wheel slip. It's all rather fun, and nothing goes so far as to make the XJR feel anything but composed. It's worth noting that the big XJR is actually lighter than the smaller XFR-S due to the more advanced aluminum underpinnings, which makes the sedan feel light on its feet.

Steering feel is quite good, with the hydraulic rack benefiting from the same valving used on the XFR-S and F-Type. We found that the long wheelbase aided stability when driving fast instead of making it ponderous. Braking is similarly solid, with good initial feel and no noticeable fade. Credit goes to the 380mm x 36mm internally ventilated rotors up front, clamped by twin 42mm pistons, and single 45mm piston mounted against 376mm x 26mm rotors out back.

So, it's pretty, it's fast, it's comfortable and it's fun to drive. That means it's also rather expensive, as you'd expect from vehicles playing in this segment of the market. Base price for the standard-wheelbase XJR is $116,000. Our long-wheelbase Ultimate Black Metallic tester begins at $119,000 and comes with everything we'd want or need. Pricey options like the $2,000 carbon fiber engine cover and $1,700 illumination pack (lighted interior vents and treadplates) seem superfluous to us, but perhaps the $2,300 adaptive cruise control is worth it for some buyers. And while we think the carbon fiber interior trim is cool, we're not sure it's worth $1,575.

As far as competitors go, a top-shelf BMW 7 Series may be more dynamically focused; a Mercedes S63 AMG may have more spine-bludgeoning torque; an Audi S8 may be more technologically advanced, but, in a Goldilocks sort of conclusion, none of the German offerings exude class the way Jag's latest XJR does, and none of them are near as head-turningly sinuous. More than any other car it's produced in the last several years, this new Jaguar XJR is a perfect blend of beauty, luxury and performance, in that order. And that's exactly what a flagship model from Jaguar should be. Not surprisingly, then, the 2014 XJR is the most proper example of the modern Jaguar we've yet had the privilege to drive.

source: www.autoblog
by Jeremy Koreniewski
Image Credit: Copyright 2013 Seyth Miersma / AOL

http://www.boscheuropean.com

Range Rover Service, Repair and Consignment Sales Redwood City - Range Rover unveils most expensive model - Bosch European Redwood City - (650) 368-3000

The most expensive and luxurious Range Rover ever created by the British 4X4 firm is revealed today – with a right royal $208,000 price tag to match.

The target audience for the sumptuous off-roader is royalty – both the blue-blooded real and the ‘tinsel-town’ Hollywood variety - as well as ministers and senior politicians and top sporting stars.

After his birth, baby Prince George arrived back from hospital to Kensington Palace with Prince William and the Duchess of Cambridge in a Range Rover – after his father skillfully strapped him into  his child seat

The new range-topping super-luxury Autobiography Black derivative of the Range Rover offers rear occupants fully adjustable reclining first class airline style seats with in-built massager, champagne chiller, individual electronic tables in black leather, mood lighting in ten colours, as well as a range of luxurious leather, wood and other interior trim.

Despite its name, it will also be available in white and other colours, as ‘Black’ is a term used in the automotive industry to denote a prestige model.

For the first time in 20 years Jaguar Land Rover is also offering customers a long wheel-base version of the Range Rover – giving five and a half inches of extra legroom to occupants in a bid to capture more of the limousine market for chauffeured VIPs.

A Land Rover spokesman said: ‘This will be the most expensive and luxurious Range Rover ever.’

It is powered by a 5.0 litre supercharged V8 petrol engine which propels it from rest to 60mph in just 5.5 seconds to a top speed of 140mph.

The most luxurious Range Rover Autobiography Black makes its world debut at the Dubai International Motor Show on November 5 and will be available in long wheel-base form only in the UK.

It has been designed and engineered by Jaguar Land Rover’s new Engineered To Order division to combine luxury, design and 4X4 performance.

It and other long wheel-base models will then appear later in November at the Los Angeles Motor Show in the US and at the Guangzhou motor show in  China – both vital and booming markets for the UK luxury car maker.

Land Rover said: ‘The first Range Rover long wheel-base in 20 years will cater for a growing group of consumers looking for the ultimate sports utility vehicle and a unique alternative to the traditional long wheelbase saloon cars. 

'It represents the pinnacle of desirability to bring even higher levels of refinement to the world’s finest luxury sports utility vehicle.’

Range Rover is already the car of choice for celebrities arriving at red carpet events and film premieres and Jaguar Land Rover hope the long wheel-base and Autobiography Black versions will be ‘even more appealing’. 

Daniel Craig arrived at the Skyfall Bond premiere in a Range Rover. Last week Hollywood actor Chris Hemsworth arrived at the Thor premiere in one. Brad Pitt is currently filming in the UK and has been spotted being driven to and from Pinewood studios in a Range Rover.

One insider said: ‘The new long wheel-base version is also expected to be a big hit with royalty, top politicians and diplomats who need a chauffeur vehicle which is luxurious but safe. 

'When the Duke of Cambridge collected the Duchess and Prince George from hospital his choice of vehicle was a Range Rover.’

First customer deliveries of Range Rover long wheel-base versions will be from March 2014 with Autobiography Black deliveries commencing in August 2014. 

A ‘green’ Range Rover Hybrid derivative will also become available later in 2014. It is the first Range Rover long wheel-base since the Range Rover LSE which ran from 1992 to 1994. 

John Edwards, managing director of the Individual Products Division said: ‘This exclusive vehicle offers our customers an unrivalled and luxurious driving experience that provides a seamless integration between the needs of business and leisure.’

Phil Popham, group marketing director for Jaguar Land Rover said: ’The Range Rover Autobiography Black is our most luxurious specification yet. 

'It epitomises sophisticated design with immaculate attention to detail. The subtle, elegant and luxurious finishing touches combine with a first class experience for both driver and passengers to deliver new levels of exclusivity to our customers.’

Land Rover design director Gerry McGovern, said: ’The Range Rover Autobiography Black is an intensely design focused response to our customers’ desire for more choice and exclusivity.

'It represents the pinnacle of desirability in the world of luxury inhabited by our Range Rover customers.’

source: http://www.dailymail.co.uk/news/article-2477960/Car-maker-unveils-expensive-model-costing-140-000-complete-class-airline-style-seats-champagne-chiller.html

by Ray Massey

 

http://www.boscheuropean.com

VW Service, Repair and Consignment Sales Redwood City - Volkswagen CrossBlue Concept - Bosch European Redwood City - (650) 368-3000

Volkswagen is still very much dead-set on meeting its goal of selling 800,000 vehicles in the United States by 2018. And while the company has said on several occasions that it will not be expanding its lineup to models smaller than the Golf, there's certainly room for expansion elsewhere in its portfolio. At the 2013 Detroit Auto Show, Volkswagen debuted its CrossBlue concept – a three-row, midsize crossover designed specifically with the US market in mind. And during a roundtable discussion at the Frankfurt Motor Showearlier this month, President and CEO of Volkswagen Group of America Jonathan Browning told us that a midsize CUV is the company's "top priority" in the US.

But let's be clear: The CrossBlue is not a replacement for the Touareg, or any other vehicle in the company's US lineup (except maybe the Chrysler-supplied Routan minivan). This will be an all-new offering built on Volkswagen's scalable MQB architecture – the same platform that underpins the Mk7 Golf, among other products. To give us a better idea of exactly what's in store for the new CrossBlue, Volkswagen flew us out to Germany's Siegerland Airport the day before the Frankfurt show to give us an up-close-and-personal look at its all-important new crossover.

During our time in Germany, Browning said on several occasions that a midsize crossover is a natural fit for Volkswagen in the US, and the CrossBlue, though still purely a concept at this point, gives a proper glimpse at what we can expect from an entry in this highly competitive segment. It's still hard to discern what the final design will look like, but we don't expect the shape to differ too much from what you see here, with nice, handsome proportions and clean lines – it'll look right at home with the other VW products in the showroom.

Compared to the Touareg, the concept is longer and wider, though shorter in height.

The CrossBlue measures in at 196.3 inches long, 79.3 inches wide and 62.2 inches tall. Compared to the Touareg, the concept is longer and wider, though is a full six inches shorter in height – more appropriate dimensions for a true seven-seat crossover. Volkswagen has fitted the CrossBlue with 21-inch alloy wheels at all four corners, wrapped in 235/45-series tires, though we're sure smaller rollers will be offered on base models when the production vehicle is launched.

Inside, there isn't anything remarkable in terms of design or packaging, with a modern, forward-thinking cabin that incorporates all of the basic infotainment and driver convenience functions into an airy, spacious cockpit. The sloping center stack features control knobs that are flush with the main surfacing, and raise up when the vehicle is started – just like the gear selector on modern Jaguar products.

All of the necessary infotainment data is housed inside of a prominent 10.2-inch touchscreen interface in the middle of the dash, with a clean design that also displays hybrid drive information. Volkswagen says that there's a new three-dimensional feature, where, for example, the landscape actually rotates in the navigation function.

If the CrossBlue enters production, both six- and seven-passenger options will be available.

The CrossBlue concept uses a six-seat configuration, with two chairs in the second row and a split-folding third row. If the CrossBlue enters production, both six- and seven-passenger options will be available, with a full, three-person bench fitted in the second row instead of the two individual chairs. With both rows folded, up to 77.7 cubic feet of cargo capacity is available, and on the concept, Volkswagen has incorporated iPad Mini rear seat entertainment systems mounted into the back of the front seat headrests.

For the purposes of this concept, VW engineered the CrossBlue to be a plug-in diesel hybrid, mating two electric motors to the company's new EA288 oil-burning engine. The diesel engine on its own is good for 188 horsepower, but combined with the two e-motors – a 40-kilowatt unit up front, 80-kw motor out back – total system output is estimated to be around 302 horsepower and 517 pound-feet of torque, running to all four wheels via a six-speed dual-clutch automatic transmission.

Because of the scalable MQB architecture, though, Volkswagen engineers told us that the CrossBlue could be offered with a variety of powertrains, including a more conventional gasoline-only V6, or smaller mills like the company's 2.0-liter turbocharged inline-four, based on market demand. In the case of this plug-in hybrid system, Volkswagen estimates that, in hybrid mode, the CrossBlue will achieve roughly 35 miles per gallon. If the electric mode is utilized – with a 14 miles of electric range before the gasoline engine kicks in – that number could rise to 89 mpge (miles per gallon equivalent) combined.

Volkswagen estimates that, in hybrid mode, the CrossBlue will achieve roughly 35 miles per gallon.

We were promised some drive time in the CrossBlue during our time at Siegerland, and while we did get some, it wasn't exactly what we expected. Due to heavy rain and colder-than-usual weather, we were only allowed to drive the CrossBlue in a small circle around an airport hangar, and your author maxed out at a blistering top speed of 11 miles per hour. So as for drive impressions, we don't really have any. But as far as concept cars go, the CrossBlue was hardly a fragile machine, and other members of the media reported being allowed to drive the vehicle as fast as – wait for it – 20 mph on an open runway. Volkswagen tells us that the CrossBlue can actually top out at a maximum speed of 127 mph, and the run to 60 mph will take seven seconds flat. That latter number sounds pretty impressive, but considering the massive torque thrust available, it's not all that surprising.

When the vehicle is first started, it acts as a traditional hybrid, where the electric motors provide assist whenever possible, but the diesel engine kicks on shortly after launch to provide maximum power. If the driver selects E-mode, however, the diesel engine is shut off and the CrossBlue is powered solely by the rear, 80-kW motor for up to the aforementioned 14 miles. Other interesting factors in the CrossBlue experience involve a coasting mode; when the accelerator is released the engine and electric motors are decoupled from the drivetrain, assuming the battery is sufficiently charged. Furthermore, Volkswagen has detailed a "boosting mode," where the e-motors work with the TDI engine to provide maximum power to all four wheels. Finally, when an off-road mode is selected, the front electric motor gets its power from the TDI engine, and the power is then sent to the rear e-motor. As VW explains it, "Since the energy for driving the rear wheels flows by wire and not mechanically, this is referred to as 'propshaft by wire'."

Another neat feature about the CrossBlue system is that the vehicle can actually act as an auxiliary electrical generator. Behind the fuel door on the driver's side, there are two sockets – one to charge the lithium-ion battery, and the second one can be used to connect electrical devices such as coolers or lighting for camping.

A firm decision still has not been made on whether the vehicle will get the green light.

But despite the CrossBlue being at the top of the list for Volkswagen's product plans in the US, a firm decision still has not been made on whether the vehicle will get the green light. Last we heard, the final decision will likely come early next year, with the company's Chattanooga, TN plant as the production site for this vehicle.

Our takeaway from this encounter with the CrossBlue is that Volkswagen has a very solid plan laid out for a three-row crossover, designed specifically with the US market in mind. And with the death of the Routan leaving a seven-passenger hole in the company's lineup, a decision can't some soon enough. Volkswagen stands to gain a lot of traction in the US with an entry into this highly competitive class, making its 800,000-unit goal not seem quite as lofty.

 

source: autoblog

by Steven J. Ewing

 

http://www.boscheuropean.com

 

Audi Service, Repair and Consignment Sales Redwood City - Don't hold your breath for an Audi RS8 - Bosch European Redwood City - (650) 368-3000

There was a time not so long ago when Quattro GmbH produced essentially one model at a time. But that time is behind us. These days it's expanding into a full-fledged performance division to rival Mercedes-AMG and BMW's M department. Quattro GmbH is currently building the Audi RS4 Avant, RS5 coupe and cabrio,RS6 Avant, RS7, RS Q3 and the TT RS coupe and roadster – not to mention the R8. And while it's showing no signs of slowing down, but the latest intel from across the pond suggests we shouldn't count on an RS version of Audi's flagship sedan.

This according to Car and Driver, which spoke to Stephan Reil, the chief engineer at Quattro GmbH. Reil says Audi works on a teutonically rigid performance formula: an RS model has to have 20 to 25 percent more power than the existing S version. Considering that the existing S8 makes 512 horsepower and the RS7 a solid 553, we're not sure Audi really needs anything more powerful. But by Reil's calculations, the RS8 would need to pack between 630 and 655 hp, which would put it well ahead of rivals like the 550-hp Jaguar XJR, the 540-hp BMW Alpina B7, the 523-hp Maserati Quattroporte and even the new 577-hp Mercedes-Benz S63 AMG – and in league only with the even more powerful S65 AMG, which in its outgoing form produced 630 hp.

The question then comes down to whether there are enough customers lining up for the S65 that Audi would want to poach away from Mercedes. Or perhaps more pertinently, whether it might end up just taking customers from the new Bentley Flying Spur, which is already offering 616 horsepower in an even more prestigious, if less performance-focused package. Either way you look at it, Audi is apparently steering clear.

And that may not be the only thing it's passing on, either. While previous reports indicated that Audi could put the Nanuk concept into limited production, this same report suggests the crossover supercar would not be in keeping with the company's latest direction.

source: car and driver
autoblog
by Noah Joseph

http://www.boscheuropean.com

VW Service, Repair and Consignment Sales Redwood City - 2014 Volkswagen Tiguan R-Line - Bosch European Redwood City - (650) 368-3000

 The Tiguan pledged Volkswagen's R-Line fraternity way back in 2008, survived the hazing and humiliation to become a certified member of the ancient German trim-package society (by "ancient," we mean 10 years old). The 2014 Tiguan R-Line is the scion of that first-generation compact crossover and joins the Touareg, Beetleand CC in the brotherhood.

What it provides is better looks for the same heart: every Tiguan carries a 2.0-liter four-cylinder TSI engine up front, turbocharged and intercooled, sending the same 200 horsepower and 207 pound-feet either to the front wheels or to all four via a Haldex-clutch-equipped 4Motion system. Volkswagen touts the option of a six-speed manual or six-speed automatic, but such buyer discretion only applies to the front-wheel-drive model. If you want 4Motion, you have to get the automatic, and the R-Line cannot be had with a manual. Both FWD and AWD models are rated at 26 highway miles per gallon, but in the city, the manual FWD returns 18 mpg, the automatic FWD gets 21 mpg and the AWD gets 20 mpg – none of which is terribly pleasing for a compact crossover, particularly when premium fuel is recommended.

Driving Notes

On the outside, beyond the badging, R-Line spotters will take note of body-color side skirts, black wheel arch extensions, a roof spoiler, HID headlamps and power folding side mirrors.

R-Line interior extras include leather seating surfaces and power front seats along with a flat-bottomed, leather-wrapped steering wheel, stainless steel pedals and aluminum sill plates. The interior is a premium VW affair with leather that exudes all the right vibes and everything else feeling soft to the touch. The choice materials and two-tone instrument panel overcome the minimalism of the center console and the huge sunroof keeping the cabin bright. A very nice Fender audio system is standard, and so is a trial of Volkswagen's new Car-Net connected services suite (the People's Car version of OnStar).

VW charges the Tiguan with "putting the 'Sport' in SUV," crediting it with having the soul of the GTI(but not the same heart), and we didn't scoff at the bombast after a couple of hours behind the wheel. As we mentioned in our recent First Drive of the 2014 Jeep Cherokee – even though we drove the Tiguan before it – there are crossovers that are finally and truly delivering on the promise of a car-like ride, the Tiguan R-Line being a prime example. We threw it at the same scrunched-up Sonoma Valley curves we had just tackled in a base-trim 2014 Jetta with the new 1.8-liter base engine. The 115-hp Jetta got a gold star for being capable and fun, but the compact crossover that looks like a big shoe is a perfect hoot to drive.

It's almost always mentioned that the R-line doesn't add more horsepower, but few mention that in applications like the Tiguan, the R-Line can do more with its power - it has larger 19-inch wheels wearing 255/40 R19 Pirelli Scorpions (versus 17- or 18- inch wheels on less aggressive rubber) and a firmer, sport suspension tune means it isn't only about appearance. Plus, the Tiguan R-Line is the only trim to get shift paddles on its steering wheel.

Yet we almost never touched the paddles. That 207 lb-ft of warthog grunt comes on from 1,700 rpm, same as the 200 hp, and the six-speed transmission didn't need help knowing where to be in the rev range when called to attention. With 4Motion all-wheel drive there for the assist – the Haldex center diff can move almost 100-percent of the torque to the rear wheels, during acceleration, for instance – they easily get the 3,591-pound crossover connecting one uphill ess to the next, that firmer suspension and those Scorpions taking over to get one through those corners as wished. On milder runs at highway speeds, the cabin is quiet and composed, and the staccato flow of urban drive is like being in a VW sedan with a booster seat.

For 2014, there are five Tiguan trims, with a healthy price climb from bottom to top. The base S starts at $22,995 and the range-topping R-Line begins at $36,535, or $37,400 after you add $865 for destination. Check the 4Motion box and you're at $39,355. The Tiguan we drove had been optioned up to $39,625 with the addition of four Monster Mats, a trunk liner and a first aid kit. That's more money than a base Audi Q5 with the same engine.

A quick run through a few configurators put the Tiguan at about $1,400 more than a similarly equipped Chevrolet Equinox, about $3,700 more than a Ford Escape and roughly $7,000 more than a Mazda CX-5 – the first two of those being among the eight vehicles VW lists in the Tiguan's competitive set. All of them have more headroom, legroom and cargo space than the Volkswagen. They are also all down on power compared to the Tiguan, in some cases quite a bit down, and only the Mazda can come close to the driving experience. But the competitors (in four-cylinder guise) do get better gas mileage on less-costly regular fuel. If you don't need the R-Line features, the SEL trim omits the look-faster and turn harder kit and provides an instant $4,000 discount with an MSRP of $32,670. It will take more than that to explain the huge disparity in sales between the Tiguan and its competitors, of course.

The Tiguan – any Tiguan, but especially the R-line – strikes us as a lifestyle choice in a segment guarded by the twin sentinels of Practicality and Value, those watchmen ready to disembowel the sales of non-conforming competition. Remember when the Internet's circuit boards glowed red because of enthusiasts raging at the 'dumbing down' of the 2011 Jetta, livid that VW acceded to market dictates and unveiled a vehicle that was a far better competitor for a segment also guarded – even more intensely – by practicality and value? The Jetta has sold in five-digit quantities every month since that happened, something that could not be said of it before. In fact, its sales are still climbing two years after it hit the market. The Tiguan, meanwhile, remains representative of the VW that demands premium money for a premium product no matter the trim and no matter the segment, and it has sold more than 3,000 units in a single month only once since January 2010. As a lifestyle proposition, though, the Tiguan R-Line is a good one; it's slightly smaller and less frugal, but it's good looking, more powerful, nicer inside and a lot more fun to drive than most of its rivals.

Image Credit: Copyright 2013 Jonathon Ramsey / AOL
http://www.autoblog.com/2013/10/18/2014-volkswagen-tiguan-r-line/

by Jonathon Ramsey

 

http://www.boscheuropeon.com

Mercedes Service and Repair Redwood City - 2014 Mercedes-Benz S63 AMG - Bosch European Motors Redwood City - 650-368-3000

 

 

We've finally calmed down from thrashing the all-new, front-wheel-drive-biased, 4Matic A45 and CLA45 from Mercedes-Benz's AMG performance division. Our driving experiences were good and, above all, more responsive than any mainline AMG model in memory – both cars took a little getting used to dynamically, but getting comfortable didn't take long.

Now we've thrust ourselves into the driver's seat of AMG's offering at the other end of the spectrum – the new S63 AMG with its decidedly rear-biased 4Matic all-wheel drive and extended wheelbase. You can't fit two A45 AMGs bumper-to-bumper within the footprint of this 17.4-foot long, 5.1-inch-stretched S-Class, but it sure seems possible when you first stare at it. This marks the first time the long-legged power player has been equipped with 4Matic. It's also the only S63 that will make it to the US in this generation – rear-wheel-drive iterations of this extended wheelbase trim are destined only for Right-Hand-Drive markets. If you can justify that logic, give us a call – Mercedes has stated for years that it has been frequently unable to package 4Matic after things have been reoriented for RHD motoring. That this still remains a challenge for the company's engineers seems weird, no?

If you're thinking that we could just say that this thing is a monster and then lights out, end of story, you wouldn't be quite right. The S-Class is, after all, among the most successful model families from any car company on Earth, creating huge profits for Mercedes per unit sold. It is the standard to which all others aspire in the segment, at the very least when it comes to business cases. Speaking of the S63 in particular, it therefore still needs to be able to embrace its passengers in masses of comfort even while strapping on AMG power.

 

It is for this reason that we are now more eager than ever to have a go in the next S65 AMG twin-turbo V12, a car that will certainly be fairly hair-brained. Driving an S-Class AMG always makes us look for a healthy helping of rawness mixed in with all of the refinement which we take for granted in an upper-echelon Mercedes. We can't help but expect some Red Pig racing spirit – even at this exorbitant dimension. But the S63 AMG 4Matic is more velvety in character than that, and it retains that central trait to all large AMG models where you're forever driving at higher speeds than you intend because the whole experience is so stealthily effortless.

The stellar M157 biturbo 5.5-liter V8 makes a pretty and low burble from its quad-tip exhaust system at idle in either Sport or Manual mode of the AMG Speedshift 7-MCT transmission. Sadly, with its equally stellar noise-vibration-and-harshness materials hidden within its all-aluminum bodywork, very little of the engine's sonic drama actually penetrates the cabin. To get more muffled noise inside the S63, we had to cross over into Germany from Austria just to floor it some on the Autobahn. It's so worth it, too, because the rumble is simply big. It doesn't holler at the surrounding forests, but it does rumble with awesome authority.

With this executive train incorporating all manner of aluminum and carbon composites wherever thought fit, the 2014 S63 weighs some 220 pounds less than its predecessor, while gaining torsional rigidity and sleeker aerodynamics. Meat-hammer the throttle in Sport mode, and even though the official AMG estimate is 3.9 seconds (0.4 of a second quicker than the rear-drive version), we're certain that this biggie will nail the dash to 60 miles per hour in more like 3.5 seconds. 664 pound-feet of torque channeled through a 33/67 rear-drive bias will do that sort of thing. The S63 works to pound home the message that there is still no performance rival in any lineup anywhere that can compete with what it offers. This car's closest competitor is the Audi S8, but it's not quite on the same playing field in terms of power and available luxuries, even if it can belt out a similar 0-60 time.

Increased camber to the lightweight, 20-inch, forged wheels and the ESP-based Curve Dynamic Assist acting upon the inside rear wheel ensure greater tractability in hot corners, minimizing understeer as much as can be expected. With all of these super-sized gymnastics, one can't help but appreciate the new optional front ceramic composite brake discs – at an authoritative 16.5-inches in diameter. These latter bits will become available in the spring of 2014 at an as yet undecided – though doubtlessly eye-popping – price.

We understand that Mercedes-Benz still believes in keeping the interior's center console clear of all messy duties like hosting a gear lever. But using the same plasticky stalk on the right side of the steering column is getting a bit tired. What's more, on the AMG versions of the S-Class, Mercedes should have authorized a true sport steering wheel instead of staying with the super casual though comfy two-spoke design of the series car. Something like the unit created for the Alpina B7 would be a nice reference, for starters

 

Overall, though, this new S-Class interior is pretty special work. The expansive electrically adjustable AMG sport seats are also much more serious about providing lateral support, and the rearward adjustability of these thrones is just vast, as though engineered to fit the Guinness Book of World Records' tallest living humans.

Equally vast is the onboard TFT display screen and the entirely new sheaf of selectable menu items primarily present to tune your drive experience to the utmost. Our tester had the optional seat comfort package with "energizing" massage function, and we partook of this rather frequently. Setting your preferred ambient lighting hue is a new trend in the car biz at this level, and we find it cute if a bit overdone here – some select indirect light accents can be soothing, but Mercedes has used it everywhere.

With 4Matic, Benz's new Magic Body Control suspension that proactively detects the road surface using a stereo camera is not yet available, and there is no word as to when it might be. What is available is the existing sport calibration of Airmatic adaptive air suspension, and the feel of the S63's ride is therefore pretty familiar and likeable..

 

In the end, the amount by which this new S63 distinguishes itself from the last S63 is to be commended. We clocked around 250 miles of driving in all manner of conditions and circumstances, and this is an inspiring vehicle. At nearly 140 mph on the no-limit Autobahn, its sheer stability and isolation from the Level 4 hurricane passing outside are astonishing. And when in less of a hurry, using the Controlled Efficiency "C" setting and the Eco function with Start-Stop, the S63 starts out in second gear as any potentially chauffeured luxury chariot should.

Upon its arrival Stateside in November, the S63 is under the onus to simply improve upon itself since the company still thinks it has no direct competition. Mercedes could have gotten by with the minimal amount of work, but it has gone long and sought to put this model entirely out of reach of contenders like the S8. Speaking of which, Audi has just issued a refresh for its big-dollar bruiser, but it clearly has its work cut out for it – this big Merc is one special sedan.

 www.autoblog
by Matt Davis
 

Image Credit: Copyright 2013 Matt Davis / Alessandro Felic / AOL

http://www.boscheuropean.com

Jaguar Service and Repair Redwood City - 2014 Jaguar F-Type, Project 7 Concept snarl in Jay Leno's Garage - Bosch European Motors Redwood City - 650-368-3000

Jay Leno gets to drive a lot of nice cars, and the Jaguar F-Type V8 S he pilots in the latest episode of Jay Leno's Garage is no exception. Eric Johnson, vice president of Jaguar Western Region brought the car to Leno's garage, which impresses the comedian with its 5.0-liter V8 that makes 495 horsepower, 460 pound-feet of torque and a muscle car-like roar.

But there's a surprise this episode: Leno secured a drive in the Project 7 Concept at Pebble Beach this year, and the experience was caught on video. Based on the F-Type, the Project 7 is a functional concept car that nods to Jaguar's seven wins at Le Mans and features bespoke styling cues, a special exhaust system and, perhaps most importantly, 50 more horsepower from the supercharged V8.

Watch the latest episode of Jay Leno's Garage in the video below. You'll need a little over 23 minutes to see the whole thing.

News Source: Jay Leno's Garage via YouTube

Image Credit: Copyright 2013 AOL

Autoblog

by Damon Lowney

 

http://www.boscheuropean.com

 

VW Service and Repair Redwood City - 2015 Volkswagen e-Golf - Bosch European Motors Redwood City - 650-368-3000

Volkswagen’s seventh-generation Golf line-up continues to grow in Europe, and now the German automaker has unveiled the car’s latest iteration, the e-Golf. We Americans, of course, are being forced to wait until late next year for the premium hatchback’s solid goodness, but at least the e-Golf will arrive stateside alongside the standard Golf, the sporty GTI, and the ultra-hot Golf R. And this is a good thing, because the e-Golf looks like it could be a decent contender to the likes of the Nissan Leaf, the Ford Focus Electric, and even the smaller Chevrolet Spark EV, Fiat 500E, and Honda Fit EV.

e-gad! What a (Non) Surprise to See You

The fully electric e-Golf is many things, but a surprise it isn’t. Volkswagen has been toying with the idea of a battery-powered Golf for some time, even building a prototype over three years ago. We drove that car and found it to work as advertised, good news given that despite utilizing a sixth-generation Golf body, the prototype’s hardware specs roughly mirror the production e-Golf’s. (Thankfully, that prototype’s clumsy name—Blue-E-Motion—was left on the drawing board.) A front-mounted electric motor produces 114 horsepower and 199 lb-ft of torque, and is fed by a 24.2-kWh lithium-ion battery. All the electric components are produced by VW in-house. Although these specifications so far pertain only to the European-market e-Golf, we’re confident they’ll carry over to the car we’ll get here.

 

Volkswagen claims its electric hatchback can accelerate to 62 mph in 10.4 seconds and on to an electronically governed (how else?) top speed of 87 mph. The slightly torquier Nissan Leaf managed to hit 60 mph in 10 seconds flat in our testing, so depending on how much the battery-laden Golf weighs, VW’s estimate seems right on target. As for the all-important driving-range estimate, VW thinks the e-Golf is capable of a substantial 118 miles of motoring per charge. That’s quite a bit higher than the EPA’s official range estimates for the Leaf, Focus Electric, 500E, and Fit EV—75 miles, 76, 87, and 82, respectively.

Drivers can tailor the e-Golf’s behaviour to their particular driving style via two driving modes, Eco and Eco Plus, as well as four (yep, four) regenerative braking settings, D1–D3 and B. The more aggressive the regen mode, the higher the chance that the e-Golf’s total driving range can be extended—at least in heavy urban traffic. When the battery does run out of juice, Volkswagen says that it can be juiced to 80 percent capacity in as little as half an hour when a DC quick-charger is utilized.

 

Outwardly, the e-Golf looks pretty much like a regular Golf—albeit one that sits on aerodynamic-looking wheels. Up front, there is a largely blocked-off lower intake and grille, as well as a pair of C-shaped LED running lights. Following VW’s color-coded grille-trim theme for special Golf models—a spicy red hue for the GTI, cool silver for the diesel GTD—the e-Golf wears a bright blue stripe from headlight to headlight. At least in Europe, the e-Golf’s peepers will be LED-lit, but we can’t imagine such a high-tech (and expensive) feature would make it to the U.S., where the e-Golf already will be pricey. Still, fielding an electric car is in vogue these days, regardless of cost. The best we can hope for, then, is that the electric Golf will do its best impression of the gas-fed model, whose excellent driving manners and upscale interior have us fidgeting in our seats waiting for it to arrive.

source: http://www.caranddriver.com/news/2015-volkswagen-e-golf-photos-and-info-news
by Alexander Stoklosa

http://www.boscheuropean.com

VW Service and Repair Redwood City - 2012 Volkswagen Touareg Hybrid [w/video] - Bosch European Motors Redwood City - 650-368-3000

With its subtle badging out of sight, and from a distance greater than 30 feet, Volkswagen's flagship Touareg Hybrid can hardly be differentiated from its entry-level Touareg V6 sibling. But pop the hood or take it for a quick spin, and the gasoline-electric utility quickly reveals itself as one of the most complex vehicles ever to grace the German automaker's showroom.

Predictably, there is always downside to such technical wizardry. Comprehensive development and revolutionary components, including a large nickel metal-hydride battery pack, don't come cheap. As a result, the Touareg Hybrid is the most expensive vehicle in today's Volkswagen lineup, with a base price eclipsing the standard Audi Q7, BMW X5, Mercedes-Benz M-Class and even the Porsche Cayenne.

So why would someone spend more than $60,000 to put this particular Volkswagen in his or her driveway? To answer that question and to learn more about the automaker's flagship softroader, we spent a full week with it.

 

Volkswagen's Touareg Hybrid is one very complicated machine. To best understand it, one needs to back up a few years and take into account Volkswagen's ongoing relationship with Porsche. Before both became siblings under the umbrella of the VW Group, the two were working together to develop a hybrid on their shared first-generation SUV/crossover platform (sold as the VW Touareg, Porsche Cayenne and Audi Q7). Early gasoline-electric prototypes emerged in early 2009, and we were fortunate enough to get seat time in Porsche's Cayenne Hybrid prototype in March of that same year. Consumers, however, weren't allowed behind the wheel of a production Touareg Hybrid until the 2011 model year when the SUV rolled into showrooms on a shared second-generation platform (Porsche rolled out its mechanically identical Cayenne Hybrid around the same time).

Volkswagen has positioned its new Hybrid at the top of its food chain.

Volkswagen has positioned its new Hybrid at the top of its food chain – a flagship of technology and innovation – with a base price for the 2012 Touareg Hybrid of $62,865 (including a $870 destination fee). That figure not only makes it Volkswagen's most expensive offering today (the W8-powered Phaeton sedan's last year was 2006, and it departed with a base price of $68,655), it slots well above the base price of the standard naturally aspirated Touareg V6 ($44,245) and Touareg TDI ($47,745) models.

The sticker is a bit easier to swallow when consumers realize that the Hybrid arrives loaded with just about everything as standard equipment. The upgrades over lesser Touaregs include Vienna leather upholstery, walnut trim, 12-way power seats, an eight-inch touchscreen navigation system, Bluetooth audio and smartphone connectivity, panoramic moonroof, keyless access and start, 19-inch alloy wheels and much more. This loaded Touareg Hybrid is effectively a halo model for the Volkswagen nameplate, and its low volume (less than five percent of sales) ensures its exclusivity. For lack of a better comparison, consider it today's version of the discontinued (yet memorably awesome) Touareg V10 TDI.

 

Volkswagen touts its Touareg Hybrid as the world's first gasoline-electric hybrid with a forced induction engine. As such, combustion power comes in the form of a supercharged 3.0-liter V6 generating 333 horsepower and 325 pound-feet of torque (it's the same basic engine found under the hood of the Audi S4 and several other models). Supplementing the gasoline engine is a 47-horsepower electric motor, pulling its energy from a 288-volt nickel metal-hydride battery pack fitted beneath the luggage compartment (the battery consists of 240 individual cells and offers an energy density of 1.7kWh).

Volkswagen touts its Touareg Hybrid as the world's first gasoline-electric hybrid with a forced induction engine.

Things get much more innovative at this point, as the standard eight-speed torque-converter automatic transmission is separated from the engine by a decoupling clutch – electronics are able to completely sever the ties between the engine and transmission on demand, thereby allowing the Touareg Hybrid to "coast" (glide free of engine drag) to improve efficiency. Lastly, Volkswagen's 4Motion permanent all-wheel-drive system, with a limited-slip Torsen differential, sends the power to all four wheels with a standard torque split of 40:60 (front:rear) on dry pavement.

The Volkswagen Touareg Hybrid's curb weight is a hefty 5,135 pounds, but the combined power rating of the system provides an impressive 380 horsepower and 428 pound-feet of torque. The powertrain does its best to negate the mass. Pedal to the carpet, the five-passenger utility will hit 60 miles per hour in just over six seconds flat with very little drama, making it VW's quickest Touareg, quicker even than the aforementioned V10 TDI model.

 

But the Touareg Hybrid isn't just a new powertrain shoehorned into an internal combustion chassis. Volkswagen has enhanced the brakes to accommodate this model's additional weight and power. The stoppers are upgraded with six-piston monobloc calipers in the front (14.2-inch rotors), and the rear wears four-piston monobloc calipers (13.0-inch rotors). The suspension, with fixed damping and a single ride height, features upper and lower control arms with coil springs up front and a multilink design with coil springs in the rear. Nineteen-inch alloy wheels wear 265/50R19 all-season tires at all four corners.

We found its hybrid mannerisms predictable, its talent and poise commendable, but its fuel economy less than impressive.

Based on the week we spent with Volkswagen's largest hybrid, we found its hybrid mannerisms predictable, its talent and poise commendable, but its fuel economy less than impressive.

The Hybrid boots up almost silently after a press of the start/stop button (one may also insert the key into a redundant slot in the traditional fob slot). As the electric motor and combustion engine are able to run both independently or together this Touareg will choose pure electric mode (EV) if hard acceleration is not called for and the battery pack is sufficiently charged. Volkswagen says the Touareg Hybrid is capable of cruising at up to 30 mph in EV mode, though we had trouble keeping the gasoline-fed V6 from firing up with even light pressure on the accelerator.

 Like its standard non-hybrid siblings, the Touareg's mid-size five-passenger cabin is very comfortable. The all-black upholstery and black dash in our tester was a bit dour and ominous looking, but the lighter wood and splashes of bright aluminum offered a welcome contrast. Adults found the second row comfortable with air vents in the center console, and the cargo area is cavernous and easy to load (kudos to VW for putting a metal scuff plate at the top of the bumper).

Forgetting the fuel economy issue and punching the throttle really brings the Hybrid to life.

Cruising sedately on the highway was a no-brainer, but almost boring, as this Volkswagen has an underlying sporty demeanor. Forgetting the fuel economy issue and punching the throttle really brings the Hybrid to life. The torque of the combined system is very strong, with a very linear power delivery. We applaud VW Group for sticking with a traditional torque converter automatic gearbox with its hybrid, as it cracks off firm shifts with a nice solid feel that no continuously variable transmission will ever be able to match. Without question, we found the Hybrid fun to drive.

Like other hybrids, the Touareg Hybrid utilizes regenerative braking to recover energy back into its batteries. We didn't feel the heavy drag common to many other gasoline-electrics under deceleration. The VW also features a standard start-stop system, to conserve fuel while at a red light or stopped for more than a few seconds.

Unlike other hybrids (with the exception being its near-twin Cayenne Hybrid), the Touareg Hybrid is able to electronically disengage its transmission from the engine when the throttle is lifted at higher speeds. This special "coasting" mode works brilliantly and without any operator input (the only way the driver knows it's working is by keeping a close eye on the tachometer as it drops to zero).

Most consumers would be hard-pressed to realize that they are driving a hybrid.

Along those lines, most consumers would be hard-pressed to realize that they are driving a hybrid. Most of our passengers couldn't tell the difference from the second row (of course, anyone behind the wheel would have to overlook the bright green "READY" script in the center of the primary instrument cluster). The soundtrack from the supercharged V6 is also pleasant.

Overall, the ride is firm but still very comfortable. Body roll is minimal, with the all-season tires being the Touareg's Achilles Heel. The Porsche Cayenne Hybrid is understandably meant to be the more athletic sibling of the two.

Braking is also very strong, thanks to the massive rotors and strong calipers. Unfortunately, and this is another issue common to all hybrids, there is a small feeling of disconnect introduced by the regenerative braking system. We wouldn't say the brakes felt weak or untrustworthy, but there is a millisecond between pedal application and the firm braking feel we have grown accustomed to in other VW products. On the other hand, the variable-ratio electric power steering felt good whether tracking straight on the highway, negotiating city streets or maneuvering in a parking lot.

The Touareg is more of a speed demon than a frugal pacifist.

Despite the fashionable blue and chrome "HYBRID" badging on the rear decklid that telegraph miserly fuel consumption, we found the Touareg more of a speed demon than a frugal pacifist. Its EPA fuel economy rating is 20 city / 24 highway, and we averaged just over 18 mpg overall during our week. Compare that to the standard V6 (16 city / 23 highway) and the TDI (19 city / 28 highway) and the hybrid advantage is slight, if any. In fact, we suspect that the oil-burning TDI model – our hands-down favorite in Volkswagen's Touareg lineup – will very likely consume less fuel overall and offer much greater highway range. Plus, it stands to accomplish both with far less complexity.

After seven full days, we found ourselves impressed with the 2012 Volkswagen Touareg Hybrid. The more we learned about it, the easier it became to marvel at the technology concealed beneath its steel skin. This VW is much more than a solid unibody platform containing a comfortable five-place interior. It's a low volume flagship with a unique powertrain developed with Porsche and sold as a halo vehicle. Its objective is not to be our favorite Volkswagen, but to be the most avant-garde and innovative model in the company's portfolio. And with that as its objective, it succeeds.

 

Image Credit: Copyright 2012 Michael Harley / AOL

source: autoblog

by Michael Harley

 

http://www.boscheuropean.com