VW Service, Repair and Consignment Sales Redwood City - VW Golf GTE plugs in the GTI for guilt-free fun - Bosch European Redwood City - (650) 368-3000

 

It used to be that if you wanted a Golf-based hot hatch, you only had to know three letters: GTI. But these days, Volkswagen seems intent on offering a much broader array. There's the Golf R, the GTD and now this, the GTE. Set to be unveiled at the Geneva Motor Show (now less than two weeks away), the new Golf GTE joins as the fifth type of propulsion to be offered in the Golf line – alongside its gasoline, diesel, CNG and full electric counterparts.

The E, as you might have guessed, hints at "electric," but the Golf GTE isn't a full EV: it's a plug-in hybrid. It marries a 1.4-liter turbo four with 148 horsepower to an electric motor with an additional 101 hp that combine to give it a peak output of 201 hp and an impressive 258 pound-feet of torque. It can travel at up to 81 mph on electric power alone, but with both motors engaged, it'll hit 62 miles per hour from a standstill in 7.6 seconds and top out at 135 mph.

Shifting is handled by a specially developed six-speed dual-clutch gearbox, which integrates the electric motor that's powered by a 8.8-kWh lithium-ion battery that weighs 265 pounds and can be charged through a socket in the radiator grille that's accented blue where the GTI's is red. 16-inch wheels come standard, but 17- and 18-inch alloys will further fill the wheel arches and complement the aero kit that borrows elements from both the GTI and the e-Golf. Inside you'll find tartan upholstery similar to the GTI and GTD, but like the grille, it's accented in blue. There you'll also find the 6.5-inch touchscreen displays data like driving range and energy flow.

There's more to see in the high-res image gallery above and to digest in the press release below, and we'll have live impressions from the show floor in Switzerland. But from what we've seen so far, the idea of a GTI that would keep us – or at least the European versions of ourselves – on the road and away from the pumps sounds like a winning combination. Sadly, VW tells us it has exactly zero plans to bring the GTE to our shores.

 

 

 

VOLKSWAGEN UNVEILS THE PLUG-IN HYBRID GOLF GTE
New plug-in hybrid marries sustainability and performance

· Golf GTE can be driven up to 31 miles in all-electric mode; the total theoretical driving range is 584 miles
· European Driving Cycle combined fuel economy of 157 mpg
· System has 201 horsepower and 258 pound-feet of torque
· GTE is the third GT in the Golf model series, following GTI and GTD
· Golf GTE has a top speed of 135 mph and accelerates from 0 to 62 mph in just 7.6 seconds

Wolfsburg / Geneva, March 2014 - Volkswagen is the first automaker worldwide to offer a model line with a full range of conventional and alternative powertrains. The new Golf GTE plug-in hybrid, which will be presented at the Geneva International Motor Show (March 4 to 16, 2014) is the fifth powertrain to be offered in the Golf, adding to gasoline, diesel, CNG and full electric versions. The Golf GTE has an NEDC hybrid combined fuel economy rating of 157 mpg (equivalent to 35 g of CO2) and has an all-electric range of 31 miles along with an overall range of 584 miles.

GTI, GTD, GTE. The Golf GTE name is in line with the GTI and GTD abbreviations-two sporty icons of the Golf range. The first GTI in 1976 invented the term "hot hatch" and is currently the most successful compact sports car in the world. The "I" in the name stands for electronic fuel injection while the "D" in GTD, introduced for the first time in 1982, stands for diesel fuel injection. The latest versions of these two best-selling Golf sports cars were introduced in 2013. Now Volkswagen has transferred its sporty compact car philosophy to a third model-the Golf GTE.

The new Golf GTE has two engines: a1.4-liter148 horsepower turbocharged and direct-injection TSI® engine and a 101 hp electric motor. These combine to provide the stated system power of 201 hp. If the electric motor is the sole source for propulsive power, the Golf GTE is capable of speeds of up to 81 mph. When the full power of the system is harnessed, the GTE sprints from 0 to 62 mph in 7.6 seconds and achieves a top speed of 135 mph on the autobahn and race courses. Of more significance is the superior pulling power of the Golf GTE thanks to its alliance of a gasoline engine and electric motor that produces a maximum torque of 258 lb-ft. This torque sets this first "GTE" apart from other plug-in hybrid models.

Despite its power and torque, the Golf GTE remains one of the world's most efficient cars. If you mainly run short distances, you can drive in emissions-free all-electric mode for days, weeks, and months. The battery takes about three and a half hours to charge fully from a conventional wall outlet.

If the battery is charged using a wallbox or a public charging station, the charging time is shortened to approximately two and a half hours. Thanks to the control options on the Golf GTE, the driver can also ensure on longer trips that only the electric motor is used in an urban area.

The automobile revolution has a name – MQB. The variety of products in the Golf lineup- TSI (including GTI), TDI® (including GTD), TGI (powered by CNG), e-Golf, and Golf GTE-is made possible by the modular transverse matrix, abbreviated to MQB. This modular technology platform, initially introduced with the current Golf in 2012, is synonymous with an automotive revolution because Volkswagen engineers have created the prerequisites for a high-volume model, such as the Golf, to accept all drive types. This explains why Golf models with gasoline, diesel, natural gas, electric and hybrid drives can be manufactured from bumper to bumper at Volkswagen factories. As soon as developments make it possible, the first Golf with a hydrogen fuel cell will become part of the range.

Golf GTE plug-in hybrid system

As mentioned, the new Golf GTE is driven by a 148-hp TSI turbocharged and direct-injection gasoline engine and a 101-hp electric motor. The electric motor is supplied with power from a high-voltage 8.8 kWh liquid-cooled lithium-ion battery that is charged from a socket behind the VW logo in the radiator grille. The battery weighs 265 pounds, or about eight percent of the GTE's 3360-pound curb weight. The GTE has a six-speed DSG® automatic transmission that was developed specifically for hybrid vehicles.

Volkswagen integrated the electric motor in the transmission housing. Additional hybrid drive components also include the power electronics (which converts the battery's direct current to alternating current for the electric motor) and a charger. An electro-mechanical brake servo and an electric air-conditioning compressor safeguard optimal and energy-efficient operation of the brakes and air conditioning, especially for the GTE's "e-mode".

The Golf GTE can be driven in various intuitively named modes. For instance, the driver can push a button to intentionally switch to the "e-mode" which makes the Golf GTE a zero-emissions vehicle. The driver can also use the button to switch to "GTE mode", which activates the sporty side of this new Golf.

Design and features

The Golf GTE contains a pioneering, environmentally friendly, and sporty plug-in hybrid system. All of this is combined with a suspension that offers equally sporty handling and high levels of comfort.

Exterior. Volkswagen Head Designer Klaus Bischoff's crew created a look that merges GTI insignia with those of the e-Golf, creating an unmistakable identity. Klaus Bischoff explains the differences: "The presence of the electric drive is visually expressed by the prominent C-signature of the daytime running lights on the Golf GTE. Meanwhile, all other front design elements bridge to the GTI."

In those places where red dominates on the GTI, blue is used in the GTE. Bischoff continues: "A radiator crossbar running into the headlights provides further sporty accents within the context of Volkswagen electric mobility." Like the e-Golf, the four-door Golf GTE will launch with LED dual headlights as standard. The turn signals, parking light, and smoked numberplate lighting also use LED technology. Side skirts and a roof-edge spoiler provide further parallels with the GTI and GTD. Meanwhile, the aerodynamic 16-inch (standard), 17-inch, and 18-inch aluminum-alloy wheels were designed especially for the GTE.

Interior. Like the exterior, the sporty interior of the Golf GTE reveals a clear relationship to its other two GT series counterparts. However, just as on the exterior, the interior's red accents have also turned to blue. Klaus Bischoff says: "Volkswagen's e-mobility color of blue creates attractive contrasts in the car's seating, decorative seams, and material design. Moreover, the blue ambience lighting builds a visual bridge to the world of e-mobility." The light blue decorative seams on the leather-wrapped steering wheel, on the edges of the floormats, on the seats, and on the shifter grip are perfectly matched with the exterior features of the Golf GTE.

Golf GTE-specific instruments and displays

Touchscreen. All Golf cars are equipped with a touchscreen. In the case of the Golf GTE the high-resolution 6.5-inch "Composition Media" radio system is standard. The "Discover Pro" radio-navigation system is available as an option. Both units are equipped with many additional functions on the GTE. These include a "driving range monitor", an "energy flow display", "zero emission statistics", "e-manager", and-with the optional navigation system-the "360° driving range". Additionally, all Golf GTE owners can download the "Volkswagen Car-Net e-Remote" app to their smartphone free-of-charge and use it to control functions and access information.

Driving range monitor: shows the current electric driving range of the GTE as well as the additional driving range potential from deactivating any auxiliary features that consume electricity.

Energy flow display: shows the power flow when accelerating (blue arrows) and when braking or regenerating (green arrows) as animated graphics.

e-manager: can program up to three departure and charging times; the Golf GTE ensures the set temperature and battery charge status at a defined time. Parallel to this, heating or cooling of the interior can be activated using standard air-conditioning while charging. Air conditioning therefore does not hinder the battery charging process, thereby extending the electric range.

360° range: the current radius in "e-mode" is shown by the 360° range in the local map. The inner area shows the range for an outward and return trip, the outer area the range for a one-way drive. Charging stations can be displayed and incorporated in the route as intermediate stopovers.

Car-Net e-Remote. Using the "Volkswagen Car-Net e-Remote" app it is also possible to make several of these settings and requests for information via a smartphone or the Car-Net website. In detail, the app can program the departure time, air conditioning, charging the battery, accessing vehicle data, and the vehicle's status.

Power meter. The power meter supplements the tachometer on the left-hand side of the instrument cluster; it displays how much system power is currently being used or the intensity of battery regeneration. The speedometer remains on the right-hand side. The color display which is located between the power meter and the speedometer (multifunction display "Plus") also permanently shows the electrical driving range and the current operating mode.

About Volkswagen of America, Inc. Founded in 1955, Volkswagen of America, Inc., an operating unit of Volkswagen Group of America, Inc. (VWoA) is headquartered in Herndon, Virginia. It is a subsidiary of Volkswagen AG, headquartered in Wolfsburg, Germany. VWoA's operations in the United States include research and development, parts and vehicle processing, parts distribution centers, sales, marketing and service offices, financial service centers, and its state-of-the-art manufacturing facility in Chattanooga, Tennessee. The Volkswagen Group is one of the world's largest producers of passenger cars and Europe's largest automaker. VWoA sells the Beetle, Beetle Convertible, Eos, Golf, GTI, Jetta, Jetta SportWagen, Passat, CC, Tiguan, and Touareg vehicles through approximately 640 independent U.S. dealers.

Notes: This press release and images of the Golf GTE are available at media.vw.com. Follow us @VWNews "DSG," "TSI", "VW", "Volkswagen", all model names and the Volkswagen logo are registered trademarks of Volkswagen AG.

News Source: Volkswagen

Source: Autoblog

By Noah Joseph

Mercedes Service, Repair and Consignment Sales Redwood City - 2015 Mercedes-Benz GLA250 4Matic [w/video] - Bosch European Redwood City - (650) 368-3000

We all knew that Mercedes-Benz couldn't afford to resist the small SUVover segment for much longer. After all, it seems to be the fastest-growing segment in the galaxy, and in particular, it's the premium niche of that class – led by the hugely successful Land Rover Evoque and BMW X1 – that is making these smaller vehicles more viable and attractive. Off we go, then, in this spanking-new 2015 GLA250 4Matic, Mercedes' take on this still somewhat amorphous genre.

Is this a tall A-Class, or more of a scrunched CLA-Class? True to its crossing-over nature, this taller GLA configuration is honestly a healthy mix of both A- and CLA-Class while being more practical than either. It is 9.4 inches shorter than the CLA-Class coupe/sedan-with-trunk and 4.9 inches longer than the overseas A-Class hatchback. At 71.0-inches wide, it ever so slightly outspans its compact cousins, too. Our North America-specific height of 60.0 inches (It's 58.8-inches tall in Europe and elsewhere) is roughly 3.5 inches taller than A- and CLA-Class offerings. That's because our GLA250 will get the usually optional Off-Road Comfort chassis height fitted as standard, in part because we like sitting up higher, SUV-style. Just as importantly, that extra height allows the GLA the advantages of being classified as a light truck. Fear not: the AMG version will get the lower global height for better on-road dynamics.

Regardless, the GLA doesn't flirt too much with stretching the bounds of the term "compact," and that's a good thing. Stated cargo room for the range is pretty good, too, with 14.9 cubic feet expandable to 29.5 with the rear seats folded flat. Mercedes states that the space can reach an effective 43.6 cubic feet when filled to the rafters and with the front passenger chair forward as far as possible.

It's no great surprise that plans are afoot to emphasize the GLA's "lifestyle" attributes, as well as its customizability. While Mercedes-Benz North America won't go so far as to offer the eleven wheel styles available in European markets, we will get three sharp designs for non-AMG civilian trims – a standard 18-inch, a typical chiseled five-spoke 19-inch AMG design that goes with the Sport Package, and a third really handsome standalone 19-inch option. Then there is a range of six leather trims, four types of interior detailing and eleven exterior paint colors. Plus, as is all the rage in most German premium cars today, you get multi-color ambient lighting to set the proper mood in the cabin.

The GLA is also Mercedes' first front-wheel-drive-biased crossover, so even in 4Matic trim, this isn't a vehicle to help you dance over the Rubicon. This latest 4Matic application, does, however, slide seamlessly into a maximum 50:50 front-to-rear torque split, and it also possesses multi-mode stability control with side-to-side brake torque vectoring, the latter coming into play when the vehicle is set to Sport mode. The GLA can also provide a more off-road-friendly calibration for the 7G-Tronic dual-clutch transmission along with a hill descent control function, so it's not completely out of its element on fire roads and light-duty trails.

The aforementioned additional 1.2 inches of vehicle height gives North American models better ground clearance versus the Euro-spec model tested here, too. In order to keep the GLA looking too much like a run-of-the-mill hatchback, Mercedes has fitted matte-finish, anti-scratch cladding all around the vehicle's lower perimeter, and the available front and rear skid plates are purely cosmetic – more for deflecting airborne pebbles than turning away radiator-gouging rocks. But Mercedes also had us out on an off-road course, and we were legitimately impressed with what the GLA 4Matic managed to pull off when equipped with proper tires. The added off-road display gauges for the Off-Road Comfort setup – incline, side-to-side incline, steering angle, compass, off-road transmission mode, etc., were welcome bits of kit, as well.

Given that we've enjoyed a mostly positive relationship with Mercedes' new front-wheel-drive A- and CLA-Class with this same M270 2.0-liter four-cylinder engine, we expected to be pleased with the turbocharged and direct-injected unit in the GLA, tuned here for 208 horsepower and 258 pound-feet of torque. Curb weight in 4Matic trim is 3,318 pounds – just 110 more than the front-driver GLA250 and 88 pounds more than a CLA250 4Matic. On southern Spain's hilly and entertaining driving roads, the GLA250 4Matic would avail itself beyond our natural expectations for a small crossover, in much the same way that both the Audi Q3 and BMW X1 continue to impress us. The Land Rover Evoque may be the style leader among these tough premium tykes, but the GLA gives it a run for its money while also being more spacious inside.

0-60 for this top non-AMG-spec GLA is officially listed at 7.0 seconds, but in manual mode with the optional AMG steering wheel and its attendant shift paddles, 6.5 seconds seems very doable. Benz's still-new compact modular chassis is once again pleasantly rigid, while the three control arms and one trailing arm at each corner turn the GLA into a surprisingly accomplished driver's unit. The GLA's class-leading 0.29 coefficient of drag is also a pleasant benefit for both reduced cabin racket and better fuel efficiency, the latter of which is estimated at 25 miles per gallon city and 36 mpg highway.

Running the GLA250 4Matic through its paces as best we could, we found a healthy amount of front-end push in hotter turns, though the new 4Matic is definitely a quick-thinking and sophisticated system that works hard to deliver the best handling possible for a front-biased all-wheel drive setup. Where this model really excels is when the weather goes less cooperative; on the slick road surfaces in this part of the world, the newly lightweight 4Matic system allowed us to literally pull through while carrying more speed than we thought possible. Our optional 19-inch wheels with Goodyear EfficientGrip treads – 235/45R19 95V front and rear – did well overall, though we can't help but wonder how well the standard 18-inchers might have felt. The only potential downside to these smaller wheels would be their inevitable "flood pants" look in the GLA's jacked-up wheel wells.

The essential takeaway from our Spanish drive day is that this new GLA goes about its business very well, yet it doesn't really stand out as something entirely new. The GLA45 AMG or turbodiesel GLA220 CDI 4Matic, on the other hand, both leap out as bolder and more interesting choices. Sadly and predictably, the former will cost markedly more than the estimated $31,000 or so for the base 250 4Matic, while the other is not slated for North America at all. Would it be more genuine if Mercedes called its GLA a hatchback or wagon, as some have suggested? No, because it's really neither. And Audi has already copped the Sport back name, a made-up term that admittedly works well.

So far, we're in the early days of the compact premium CUV movement in North America. Europe has been hosting models like the Q3 and X1 a lot longer, so it will be interesting to see if this segment really heats up in our market. Based on the attributes of this new GLA, we're predicting strong early returns for the Three-Pointed Star when it arrives this September and even bigger sales when a dedicated front-drive model shows up in March of 2015. It may not be the most distinctive player in the segment, but the GLA is very well rounded, and that balance means it ought to hold enough appeal to land on many buyers' consideration lists.

Image Credit: Copyright 2014 Matt Davis / AOL / Mercedes-Benz

Source: Autoblog

By Matt David

 

Http://www.boscheuropean.com

BMW Service, Repair and Consignment Sales Redwood City - 2014 BMW 535d xDrive - Bosch European Redwood City - (650) 368-3000

I absolutely love to travel, but man, do I hate flying. Not the act of flying itself, but air travel in general – slogging through the airport, dealing with security, fighting with delays, only to finally be crammed like cattle into a too-small airplane seat where you're offered $8 sandwiches that are half-frozen. (Okay, it's not always that bad, but still.)

So when I was tasked with attending the launch for the 2015 Subaru WRX STI in Carmel, CA, I had a choice to make. I could fly into San Francisco and find my own way down to Carmel, or I could grab a turbo-prop out of SFO and fly directly into Monterey. And since you're reading about all of this in a car review, it's pretty obvious which option I chose.

The current BMW 5 Series isn't a new car, despite receiving a couple of updates for the 2014 model year. But what is new is the 3.0-liter turbodiesel inline six-cylinder engine found underhood, borrowed from the larger X5 xDrive35d and also seen in the upcoming 740Ld xDrive. It's a honey of an engine, and here in the 5 Series, it makes for a truly first-class experience.

Driving Notes

Obviously, the heart of the 535d is what's most important, that 3.0-liter engine putting out 255 horsepower and 413 pound-feet of torque in this application, the latter of which comes on in full force at just 1,500 rpm.

For comparison, the 535d's main competitor, the Audi A6 TDI, also uses a 3.0-liter turbodiesel engine good for 240 hp and 428 lb-ft. Less horsepower, sure, but more available torque – and with a diesel powerplant, it's all about those foot-pounds. For what it's worth, Audi estimates the A6 TDI with Quattro all-wheel drive will hit 60 miles per hour in 5.5 seconds, while the BMW 535d xDrive does it in 5.7. But really, that's splitting hairs.

Acceleration in the Bimmer comes on with a great rush. You immediately dig into the available torque, and it stays strong through the short rev range of each gear. Speaking of gears, the BMW has eight of 'em, and the shifts are smooth as butter. The ZF eight-speed automatic transmission really is a great match for this 3.0-liter setup – while cruising at 75 miles per hour on the highway in eighth, the engine was only turning over at about 1,600 rpm.

It's that sort of efficiency that allows the BMW to fully achieve its EPA ratings of 26 miles per gallon city and 37 mpg highway. On my cruise down the 101 between the San Francisco airport and Salinas, CA, the onboard trip computer showed me averaging about 36 mpg, even taking into consideration the stop-and-go stints I faced leaving SFO.

But the diesel engine isn't just for highway efficiency. Once I finally got off the 101 and through the city of Salinas, I was greeted with many a canyon road on my way down to Carmel Valley. On uphill passes, the low-end grunt was welcome, as the 8AT didn't need to jump down several gears to keep the power on tap. With my foot firmly on the throttle, the transmission would only step down one gear, maybe two, the full 413 lb-ft readily available to move the 4,255-pound sedan with authority.

None of this 5er's aspects of driving were particularly sporty, this first and foremost being a luxury cruiser, but the 5 Series is still designed to be a great steer. The suspension is well tuned to be comfortable on the highway and firm enough to offer good feedback and damping on winding roads, the steering is direct yet somewhat heavy, and body roll is apparent but well-managed – nothing you wouldn't expect for a car this size. Honestly, the 535d is a relaxed, smooth operator, but it's still plenty engaging on more entertaining stretches of pavement.

One gripe: run-flat rubber. On many surfaces, plenty of tire noise was apparent, and the ride quality did suffer on broken stretches of road. The larger 19-inch wheels of the M Sport package look wonderful, though – just ditch the run-flats.

Inside, the 5 Series is exactly what you'd expect – comfortable, well-appointed and quiet, all things that make the commute down the 101 as serene as possible. I dug the ivory white Nappa leather of this tester (don't spill anything!) and the way it contrasted with the black dash/doors and aluminum trim. While I still prefer the Audi A6 in terms of onboard tech, the 5 Series with its latest iteration of iDrive and a touchpad integrated atop the large iDrive controller dial has all of the functionality you could ever want.

The 535d starts at $56,600 with rear-wheel drive, or $58,900 with xDrive all-wheel drive. Add on options like the M Sport pack, the Lighting Package, Premium Package, and multi-contour seats, and you arrive at the $68,725 of my test car, including $925 for destination. A comparable 535i xDrive starts at $1,500 less, of course, but the diesel power is really well-matched with the dynamics of the 5 Series. If you don't mind the added price premium – not to mention the higher cost of fuel – it really is a great package. To hell with airplanes – this is the way to fly.

Image Credit: Copyright 2014 Steven J. Ewing / AOL

source: Autoblog
by Steven J. Ewing

 

http://www.boscheuropean.com

 

Jaguar Service, Repair and Consignment Sales Redwood City - Exploring Romania's storied Transfagarasan Highway in a Jaguar F-Type V8 S - Bosch European Redwood City - (650) 368-3000

 

Top Gear is, in some ways, a victim of its own success. When it declares a road the best in the world, like it did with Romania's Transfagarasan Highway during its 14th season, you can't blame people for showing up and wanting to check it out. Of course, then the road becomes clogged with tourists and is less fun to drive.

But is it possible that there is an even better driving road in Romania? One that is higher, smoother and undiscovered by tourists – at least not yet? Henry Catchpole from Evo thinks that he may have found it while driving a Jaguar F-Type V8 S that makes a sound that evokes a World War II British fighter plane.

Scroll down to take a brief trip to Romania and bask in the wonderful roar of this topless Jaguar.

 

source: Evo via Youtube
autoblog
by Chris Bruce

http://www.boscheuropean.com

Audi Service, Repair and Consignment Sales Redwood City - Audi S1 officially shows itself as 228-hp hot hatch [w/video] - Bosch European Redwood City - (650) 368-3000

We got the first leaked pics of the new Audi S1 Sportback five-door hot hatch yesterday, and as expected, Audi has unloaded the full details today, including confirmation of its S1 three-door sibling ahead of its debut at next month's Geneva Motor Show. The two cars are essentially identical aside from their door counts, and together, they represent a new entry-level rung into Audi's S car range.

The subcompact S1 is propelled by Audi's ubiquitous 2.0 TFSI four-cylinder, tuned here to produce 228 horsepower and 279 pound-feet with a six-speed manual transmission and all-wheel drive. The potent combo accelerates the S1 to 62 miles per hour in 5.8 seconds (5.9 seconds for the Sportback) and on to a top speed of 155 mph. Fuel economy is rated at an average 33.6 miles per gallon (40.3 mpg UK) in the UK cycle. The S also gets a completely different four-link independent suspension to replace the less sophisticated torsion beam setup found in the standard A1.

Styling also gets a bump in aggressiveness that befit the S1's performance upgrades. In addition to a new body kit with a lower front air dam and 17-inch wheels, the S1 comes standard with Xenon headlights, LED taillights and two new available exterior colors ­– Vegas Yellow and Sepang Blue. The interior gets combination leather and cloth sport seats, piano black trim and a retractable 6.5-inch color infotainment display.

Both versions of the S1 will be on sale in Europe in the spring, but sadly, they aren't expected here. UK prices will start at £24,900 ($41,280) for the three-door and £25,630 ($42,490) for the five-door. You can get the full scoop on both forms of the S1 in the video

 

Audi premium subcompact joins the S quattro family with the help of a new TFSI engine delivering 231PS via renowned all-wheel-drive system

New Audi S1 available in the UK from mid-March priced from £24,900 OTR, five-door S1 Sportback from £25,630 OTR – first deliveries in spring

Powered by new 2.0 TFSI engine channelling 231PS and 370 Nm through six-speed manual transmission and quattro all-wheel-drive

0-62mph in 5.8 seconds, top speed 155mph, combined MPG 40.3, CO2 162g/km (three-door)

First Audi series production subcompact to employ all-wheel-drive

The World Rally Championship-winning Audi S1 of the 1980s has a new and fittingly thrilling namesake – the 2014 Audi S1 takes the proven framework of the A1 premium subcompact hatchback as its basis, injects it with 231PS of TFSI-derived thrust and shores up the result with quattro all-wheel-drive, which appears for the first time in a series production car in this segment. The new Audi S1 and five-door S1 Sportback will be available to order in the UK from mid-March priced from £24,900 OTR and £25,630 OTR, and will begin arriving here in the spring.

"The Audi S1 offers all the virtues of a sports car, great performance, direct handling and permanent quattro drive that puts the power to the road in a superior way," says Prof. Dr. Hackenberg, Audi Board Member for Technical Development, adding: "The quattro drive has a large following of fans, which is sure to become even larger thanks to the offering in this segment."

The firepower for the latest entrant to the S quattro Series is supplied by a new 2.0-litre TFSI engine linked to a short-shift six-speed manual gearbox. Good for 231PS and 370 Nm (272.90 lb-ft) of torque, it can propel the Audi S1 and S1 Sportback from 0 to 62mph in 5.8 and 5.9 seconds respectively, and on to a top speed of 155mph, while still upholding the A1's reputation for impressive economy.

Up to 40.3mpg is achievable in the three-door version, or 39.8mpg in the Sportback, equating to 162 and 166 grams of CO2 per kilometre respectively.

Like all Audi S models, the S1 and the S1 Sportback apply their power to the road cleanly and resolutely via quattro permanent all-wheel drive. At the heart of the system is a hydraulic multi-plate clutch located on the rear axle and operated by control software tuned specifically to suit the character of an S quattro model. The electronic differential lock with the fine-tuned wheel-selective torque control is a function of the Electronic Stabilization Control (ESC). It features two-stage deactivation and supplements the work of the multi-plate clutch with additional finely metered braking intervention on the inside wheels – the interaction of both systems makes for extremely agile, precise and stable handling.

S-specific sports suspension

The suspension configurations in the two high performance hatchbacks have been extensively reworked, as has the electromechanical power steering. Modified pivot bearings on the front axle sharpen response when turning, and at the rear a four-link design replaces the torsion beam suspension used for 'standard' A1 models. Damper settings are also adjustable via the Audi drive select adaptive dynamics system, which appears for the first time at this level in the S1 and also allows the driver to vary the response of the throttle and the operating parameters of the electronic climate control across a number of settings, including one designed to optimise efficiency.

17-inch wheels with 215/40 R17 tyres will be standard in the UK, with 18-inch alternatives available as an option, and a larger brake master cylinder and large brake discs – the front pair measuring 310 millimetres in diameter – ensure suitably steadfast deceleration.

Striking 'S'-specific styling aligns the S1 with the thirteen other members of the performance-oriented S quattro series, as do standard xenon plus headlights, which are linked here to LED rear lights with new, horizontally structured graphics. Two new exterior colours – Vegas yellow and Sepang blue - supplement the available paint finishes, and to add more visual drama an optional quattro exterior styling package incorporating a sculpted roof spoiler will also be available.

The interior of the two most compact S models is finished in dark tones. The high gloss air vent sleeves have a piano black finish, the instruments feature S-specific dark-grey scales, and in contrast the pedal caps are in brushed stainless steel. Sports seats with combination Milano leather and Olympic cloth upholstery are standard, as are creature comforts including electronic climate control, a six-speaker single CD audio system with auxiliary iPod connection and SD card reader linked to a 6.5-inch retractable colour display, a Bluetooth interface and a Driver's Information System.

From the options list customers can choose S sports seats in black Fine Nappa leather with more pronounced bolsters and integrated head restraints for even more rigid in-seat support, or opt for a quattro interior styling package which includes these and adds a choice of three colours – high gloss black, red or yellow – for sections of the backrest. The quattro styling package also adds enhancements such as a flat-bottomed leather multi-function steering wheel with contrast stitching in silver, red or yellow, door armrests in black leather with contrast silver or yellow stitching or in steel grey with contrast red stitching, air vents in high gloss black with a red ring and a high gloss black, red or yellow finish for the centre console. Black floor mats with double piping in contrasting colours complete the look.

More familiar optional features available for the S1 include the advanced key keyless access and ignition system, hard disk-based MMI navigation plus, the Bose surround sound system and mobile phone preparation – High with Audi connect. The Audi connect option gives passengers access to an array of Internet-based services such as Google Earth and Google Street View and enables them to surf and send e-mails on their mobile devices via a Wi-Fi hotspot.

News Source: Audi, Audi Deutschland via YouTube

by Chris Bruce

 

http://www.boscheuropean.com

 

VW Service, Repair and Consignment Sales Redwood City - VW updates Scirocco with revised styling, new engines - Bosch European Redwood City - (650) 368-3000

The Scirocco is undoubtedly one of the better-looking models in the Volkswagen lineup, but introduced back in 2008, it's now been on the market – some markets, anyway – for the better part of six years. VW is said to have an all-new replacement in the works, but before that arrives, the German automaker has announced a facelifted version with revised styling and a new engine lineup.

Set to be revealed at the Geneva Motor Show next month, the new Scirocco benefits from updated styling front and rear, high-tech exterior lighting, a revised cabin space with some throwback retro touches, some new technologies and, of course, an array of fresh wheel options ranging from 17 to 19 inches.

The updated Scirocco will be offered with a wide array of engines right from the get-go, including four gasoline options and two diesels, spanning from 125 horsepower all the way up to the 280-hp Scirocco R. The 2014 model hits European showrooms in August, but unfortunately isn't any more likely to make the transatlantic voyage Stateside than the version it replaces. Still interested? There's plenty to see in the high-res image gallery above and details below.

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More powerful but up to 19 per cent more economical:
Bestselling sports car Scirocco with a completely new range of engines

Front and rear sections with new styling; LED rear lights as standard
The new Scirocco and Scirocco R will be launched on the market in August

Ten key facts on the world premiere of the latest Scirocco:
- New engine range (92 kW to 206 kW) with more power but up to 19 per cent more economical. EU 6 as standard.
- With 2.0 TSI (132 kW and 162 kW) engine, the new Scirocco consumes just 6.0 l/100 km.
- With entry-level 1.4 TSI (92 kW) Scirocco consumes only 5.4 l/100 km.
- With the most economical diesel engine, the new Scirocco 2.0 TDI (110 kW) only consumes 4.1 l/100 km.
- New Scirocco generation (92 kW to 162 kW) and Scirocco R (206 kW) debut at the same time.
- Newly styled front and rear sections. Including new H7 und bi-xenon headlights, LED rear lights and swivelling VW logo as the boot lid handle.
- Modified interior with auxiliary instruments paying tribute to the original Scirocco.
- New technical features include Dynaudio Excite sound system and park steering assistant.
- New colours, materials and alloy wheel designs (17, 18 and 19-inch).
- Market launch in Europe starting in August 2014.

Wolfsburg / Geneva, March 2014. In 1974, precisely 40 years ago, the first generation Scirocco made its debut at the Geneva International Motor Show. The coupé has since enriched the lives of all those motorists who love dynamic performance in an agile, confidently stylish and affordable sports car. Volkswagen now presents for the first time – once more in Geneva – the latest generation of the icon which has sold more than one million units. It has been developed further technically and visually. For example, the engines: the six turbo direct injection engines belong to the latest generation of Volkswagen's four-cylinder engine family and consistently fulfil the EU 6 emissions standard; moreover they are up to 19 per cent more economical. Also as standard, all Scirocco with up to 162 kW / 220 PS have a Stop/Start system as well as a battery regeneration mode. The performance of the four TSIs (petrol engines) and two TDIs (diesel engines) ranges from 92 kW / 125 PS to 206 kW / 280 PS in Europe. Despite the reduced fuel consumption, all the engines demonstrate improved power. The largest leap is taken by the new Scirocco 2.0 TSI with 132 kW / 180 PS (previously 1.4 TSI with 118 kW / 160 PS) and the 280 PS Scirocco R (previously 195 kW / 265 PS).

Exterior sharper, interior loaded. The external characteristics of the Scirocco "2014" include its newly designed front and rear sections with redesigned H7 or bi-xenon headlights and LED rear lights. The rear and now swivelling VW logo was designed as a handle for opening the boot lid. The interior is equipped with sport seats and a leather sport steering wheel as standard, while the sports car also features new materials and colours. New technical features include the Dynaudio Excite sound system developed specifically for the Scirocco and the park steering assistant (ParkAssist). Also new on board as standard are auxiliary instruments (charge pressure, chronometer, engine oil temperature) which pay tribute to the original Scirocco.

Scirocco to be launched on the market in summer. Volkswagen produces the latest Scirocco at its Portuguese works close to Lisbon. The sports car will be launched initially in Europe from the middle of August. Shortly afterwards, the other high-volume markets such as China, Argentina, Turkey, Australia, Russia and South Korea will follow.

The exterior of the Scirocco

Design dynamics. The design forms the visual basis for the overall sporty package of the Scirocco: with its unmistakable silhouette, the characteristic rear, the impressive front end and its appealing proportions the coupé also demonstrates visually that this car offers a high degree of agility and therefore provides driving fun. Like the first generation Scirocco, the third series of the sports car is also viewed as a stylistic icon. Reason enough to sharpen the design of the Scirocco carefully – although it can be recognised as "new" at an initial glance – in order to develop its character further.

New front section. Precisely drawn lines, a fully new light signature by the headlights as well as aerodynamic "blades" (narrow aerodynamic elements in the style of the Golf GTI) in the side of the bumper join together to form a new front section look. The new Scirocco also appears to be more clearly contoured and wider, due to the bumper surfaces painted in body colour as opposed to being kept black. The narrow "blades" and a black, open-topped frame in the bumper form a striking contrast for light paint. The large cooling air inlet in the lower area of the front section and the upper air inlet are kept black. Together with the XL1 and the Beetle, the Scirocco is also the only Volkswagen where the VW logo is on the bonnet. In order to protect the front section better against damages when parking, the ParkPilot is now also provided for the front bumper.

New headlights. Striking light design is typical for all Volkswagen models. This illuminated fingerprint is particularly interesting for the new Scirocco when the new bi-xenon headlights are fitted: the engineers and designers have integrated a narrow, convex LED contour underneath the xenon module which looks like an eyelid and functions as daytime running lights. The indicators are placed separately in the outer regions of the bumper, with fog lights as well as the daytime running lights in the standard version. They are visually separated by the "blades". Together with the body-coloured trim for the lower cooling air inlet, the result accentuates the width of the car. The new design also makes the Scirocco appear to sit even lower on the road.

New rear section. The brand's design DNA defines that the width of the vehicle in the front and rear areas is accentuated by using horizontal design features. The new Scirocco further reinforces this effect using completely newly designed LED rear lights and also a new boot lid. The trapezoidal contoured rear lights towards the centre of the vehicle with their C-shaped light contour now extend further into the boot lid which, in turn, is equipped with a horizontal light-refracting edge underneath the window. A new black diffuser matches this powerful and precise design, making the bumper appear to sit lower and the car as a whole flatter in its proportions. Practical: as stated above, the VW badge swings upwards when pressure is placed on the central axis in order to thus serve as a handle for opening the boot lid (which is protected against dirt). The number plate lighting also uses LED technology as standard.

New wheels and colours The newly designed 17-inch ("Shanghai") and 18-inch ("Lisbon" and "Salvador") alloy wheels attract attention. As standard, the Scirocco is equipped with 17-inch "Long Beach" alloy wheel rims and 205mm tyres (from 110 kW 225mm tyres). Optionally the coupé – and this is new too – can also be ordered with the legendary "Talladega" design 18 or 19 inch alloy wheel which was previously reserved for the Scirocco R. Moreover, five of the 13 available colours are new to the line-up: these are the three standard paints "Pure White", "Flash Red" and "Urano Grey" as well as the metallic colours "Ultra Violet" and "Pyramid Gold".

The exterior of the Scirocco R. Traditionally independent design and upholstery elements characterise the top model in the series: the Scirocco R. This is equally true for the design of the front and rear aprons in motor sport look and for the wheels. In particular the three large, glossy black air inlets, the standard bi-xenon headlights, the LED daytime running lights and the LED indicators attract attention at the front. At the side, this includes the door mirror housings in "matt chrome", the side sill extensions with "R" styling and the brake callipers painted black with "R" logo. At the rear, the chrome tailpipes (respectively on the left and right) and the larger roof edge spoiler still belong to the insignia of the "R"; whereas the large air outlets in the bumper must be mentioned as new in the rear section. The standard 18-inch wheel trim for the Scirocco R was also redesigned. It is named "Cadiz"; optionally this alloy wheel can also be ordered as a 19-inch version.

The interior of the Scirocco

Auxiliary instruments pay tribute to the original Scirocco. The new Scirocco has also been developed further in several areas inside. Thus, the optimised instrument panel trim on the passenger side which visually streamlines the dashboard with a striking horizontal edge is eye-catching. The air nozzle panels and the central panel around the navigation system with an aluminium-look are now flush-mounted in the instrument panel and thus accentuate the high-end quality of the interior. Like models such as the Golf GTI, the Scirocco is now also equipped with a new tubular-look instrument cluster; the instruments features new graphics and are smartly framed with an aluminium-look. The steering wheel design was also derived from the Golf GTI. Additionally, the three auxiliary instruments integrated above the centre console are included as a standard: charge pressure, chronometer and engine oil temperature. They serve as a tribute to the first Scirocco in which, dependent on the equipment version, two auxiliary instruments were installed lower down in the centre console. It goes without saying that the new Scirocco is also still equipped with standard features such as air conditioning, Hill Hold, electric windows and sport seats.

Sporty decor, materials and colours. There is now a storage compartment close to the handbrake lever which can be closed using a "sliding blind". It is no coincidence that the new decor - "checkered black" - in the central panel forms an optical bridge to the world of the Golf GTI. Last but not least, the seats have been redesigned with new materials. New are "Matthew" (a tartan design with titanium black seat surfaces), as well as "Greg" Alcantara which is available in the hues "Ceramique", "Deep Mocca" and "Titanium Black"; as well as "Vienna" leather in the colour variants "Ceramique", "Sioux" and "black in carbon style". Also new: the light upholstery trim "Ceramique" for the lower section of the dashboard, door trim panels and the centre console which is offered in addition to "black".

The interior of the Scirocco R. Similar to the exterior, the interior of the Scirocco R is marked by the hand of Volkswagen R GmbH. The individualised features include the "Race" seat covers with the "R" logo and decorative stitching in crystal grey, the black roofliner, decorative "Carbon Race" inlays, applications in glossy "Piano Black" (radio faceplate, multifunction leather sport steering wheel and door handles) and stainless steel pedals. The specific "R" instrument needles are traditionally blue and the aluminium door sill plates are complemented by an "R" logo.

The Scirocco engines

Up to 19 per cent more fuel efficient. The 2014 Scirocco will be supplied with state-of-the-art technology for Volkswagen's four-cylinder engines. The perfected or new turbocharged direct injection engines all fulfil the stringent EU6 emissions standard; moreover they have been made up to 19 per cent more economical. Despite the reduced fuel consumption, all the engines demonstrate improved power. As standard, all new Scirocco up to a performance level of 162 kW / 220 PS also have a Stop/Start system as well as a battery regeneration mode. Except for the base engine (1.4 TSI, all Scirocco models can be combined with an optional dual-clutch gearbox (DSG).

Petrol engines have power outputs of between 125 PS and 280 PS. The performance range of the four TSI (turbo direct fuel injection engines) extends from 92 kW / 125 PS via 132 kW / 180 PS and 162 kW / 220 PS up to the new 206 kW / 280 PS powered exceptional engine of the Scirocco R. The 1.4 TSI with 125 PS is used for the first time by Volkswagen; the Scirocco base engine consumes 1.0 litres less per 100 km than its predecessor. Also, the 180 PS powered 2.0 TSI is new in the coupé line-up, following the 1.4 TSI with 118 kW / 160 PS in Europe. Although the new engine develops an additional 20 PS, it is some 0.6 litres per 100 km more economical than the 160 PS version. The adapted 2.0 TSI from the Golf GTI with 220 PS is also new in the coupé; a reduction in consumption of 1.4 litres per 100 km compared to its predecessor or 19 per cent.

Diesel engines develop 150 PS and 184 PS. The two Scirocco TDIs now achieve 110 kW / 150 PS and 135 kW / 184 PS. Both engines are extremely economical with 4.1 l/100 km (150 PS) or 4.3 l/100 km (184 PS). The reduction in consumption compared to the predecessor's less powerful engines is 0.8 litres / 100 km for both TDIs.

Four TSIs and two TDIs. A summary of the engines with their performance data, performance increases and consumption values (6-speed manual gearbox) is shown below:

1.4 TSI: 92 kW / 125 PS (+ 3 PS); 5.4 l/100 km / 125 g/km CO2.
2.0 TSI: 132 kW / 180 PS (+ 20 PS); 6.0 l/100 km / 139 g/km CO2.
2.0 TSI: 162 kW / 220 PS (+ 10 PS); 6.0 l/100 km / 139 g/km CO2.
2.0 TSI: 206 kW / 280 PS (+ 15 PS); 8.0 l/100 km / 187 g/km CO2.
2.0 TDI: 110 kW / 150 PS (+ 10 PS); 4.1 l/100 km / 107 g/km CO2.
2.0 TDI: 135 kW / 184 PS (+ 7 PS); 4.3 l/100 km / 111 g/km CO2.

 source; autoblog, Volkswagen

by Noah Joseph

 

http://www.boscheuropean.clm

BMW Service, Repair and Consignment Sales Redwood City - 2015 BMW X3 arrives with tweaked styling, diesel option - Bosch European Redwood City - (650) 368-3000

The X3 is getting some handsome upgrades to the exterior. The twin, circular headlights now extend to touch the slightly widened, chrome kidney grille, to bring the styling in line with the 3 Series and 4 Series. (LED headlights are now optional, as well.) The front bumper gets reshaped brake cooling ducts, and the rear bumper gets a touch of additional metal trim at the bottom. BMW has also added standard LED turn signals in the side mirrors.

BMW has enhanced the interior with added chrome trim, high-gloss black trim around the center console, sliding covers for the cup holders and new interior upholstery designs. The X3 is also getting a major boost in optional technology – there's a new Parking Assistant, as well as an Active Driving Assistant with adaptive cruise control, Lane Departure Warning, Frontal Collision Warning, Pedestrian Warning, and City Collision Mitigation.

The biggest news for the X3 is the new xDrive28d version with BMW's 2.0-liter turbocharged diesel four-cylinder engine, pumping out 180 horsepower and 280 pound-feet of torque, and mated to an eight-speed automatic transmission. BMW claims that it will hit 60 miles per hour in just under eight seconds. Pricing for that model starts at $42,825, plus a $925 destination charge.

For the first time, there will also be an X3 without all-wheel drive. The new, rear-drive X3 sDrive28i will start at $39,325, plus $925 destination, and come with the 2.0-liter turbocharged, gasoline engine with 240 hp and 260 lb-ft. The sprint to 60 mph takes 6.2 seconds – the same as the all-wheel drive version. The X3 xDrive28i sees its price rise to $40,725, plus $925 destination, compared to $38,900 for the 2014 model, and the X3 xDrive35i now costs $45,825, plus $925 destination, compared to $44,900 for the 2014 version.

The upgraded X3s are hitting showrooms this spring and seem certain to extend BMW's success in the market. The small changes to the front end pay big dividends in style. Plus, is only the second luxury CUV in the US market to offer a diesel, aside from the Mercedes-Benz GLK-Class. Scroll down to read the whole press release about the refreshed X3.

source: autoblog
by Chris Bruce

http://www.boscheuropean.com

Mercedes Service, Repair and Consignment Sales Redwood City - 2014 Mercedes-Benz E550 Cabriolet - Bosch European Redwood City - (650) 368-3000

 

There's a coterie of six-figure professionals who have been waiting for this car, their dental office parking lots and showcase home driveways pining without end for the facelifted 2014Mercedes-Benz E-Class Cabriolet. Mercedes lists the Cadillac CTS Coupe and Audi A5 among the competitive set in the premium medium-size segment, but we feel that's a bit like telling an alien visitor to our planet, "Yes, Lake Superior, Loch Lochy and the liquid in my bathtub are all freshwater bodies of water located in basins" – there's more to what they mean in spite of a common segment.

Those who've been waiting won't be disappointed. The changes aren't massive, but the exterior revamp, new interior design and color combinations, and Intelligent Drive features raise the finesse quotient when it comes to top-down motoring.

Driving Notes

The face has been worked into the E-Class pattern, with optional LED high-beams available to join the standard LED low-beam and DRLs. They ride above chiselled air intakes and a lower spoiler with a sculpted frontpiece that gets a chrome lip on the upper-tier E550. In keeping with the idea of adding more dash to the convertible version of a sedan, the E-Class coupe and cabriolet retain the pontoon cue at the rear quarter that the sedan relinquished. The touch of class above comes with the gently ascending shoulder highlighted with a chrome strip encircling the cabin - and if you went for the coupe, the side windows fully retract and the B-pillar is omitted.

US models come standard on 18-inch wheels, but some spendy 19-inchers can be had. Yet another silver hue, this one called aragonite silver, was specially developed for the E-Class Coupe and Cabriolet... but we don't get it.

In the cabin, the center console is now free for storage, cupholders and the COMAND infotainment controls because the gear selector stalk lives behind the new three-spoke steering wheel – with a wider range of tilt/telescopic movement – along with a set of shift paddles. Also behind the wheel, the gauge cluster instruments have white backs surrounding their individual info screens.

The car in the photographs is Deep Sea Blue with Silk Beige trim, but there are also choices such as Silk Beige with Espresso Brown trim, and Bengal Red or Espresso Brown with Black trim. That trim comes in either a man-made leather called Artico or genuine Nappa leather. We spent time in an Espresso Brown sample, and found it rather sexy.

This year the Aircap system gets automatic operation so that it rises at 25 miles per hour and retracts at 10 mph. There's still a button to control its operation or turn it off completely if you're not a fan of the look. The rear head restraints and wind-stop between them automatically rise if the rear seat belts are buckled. The two individual rear seats are comfortable, although legroom for four full-sized adults will take some negotiating and compromise.

The E-Class convertible gets all of the Intelligent Drive features that Mercedes has been touting the past year, with Collision Prevention Assist and the redesigned Attention Assist standard. The waker-upper system detects drowsiness and inattentiveness across a wider speed range, from 35 miles per hour to 120 mph, its sensitivity can be adjusted and a dash screen can inform you how long its been since the last break. Items like the Surround View Camera and Parking Assist Package – which can park the car for you in parallel or perpendicular spots on either side of the street, and pull it out if it was parked automatically – are optional.

The six-speed manual transmission cannot get a visa to come to America, so we get the 7G-Tronic Plus automatic transmission, administered via the shift stalk or those paddles. The new feature is Momentary M mode, which returns the transmission to automatic operation after a certain amount of time.

With 408 horsepower in the corral, it's possible that some buyers might actually want to drive. The standard Agility Control suspension on the E350 includes adaptive damping, whereas the E550 gets the Dynamic Handling Suspension as standard, with electric damping control changeable via a button in the cabin and extra buttons for both Sport and permanent M-mode operation. Add the $1,490 Sport Package to the E350 and you, too, can get full Manual mode, but you'll still go without the driver-selectable damping.

 

Right now we have the E350 and E550 Coupe and Cabiolet, but coming later this year as a 2015 model will be a 3.0-liter twin-turbo V6 called the E400. Instead of the current V6's 302 hp, the E400 will have somewhere around 333 hp that arrives slightly earlier in the rev range, and more torque that picks up much earlier in the rev range. In the two-door lineup, the E400 will replace the E350 Coupe and Cabiolet, but the more powerful E550 Coupe and Cabriolet will remain in the line-up. The switcheroos will be a bit different on the sedan side.

Once the E350 graduated from from 278 hp to 302 hp, both engines became fun to drive. Before that, the 3.5-liter V6 was just underpowered enough to make it not worth the effort, and such effort didn't make sense when, at worst, you could simply enjoy passing the miles and the day in a fine-riding convertible Mercedes. There is merely $5,100 between the cost of the V6 and the V8, making the E550 a no-brainer to our enthusiast hearts – those five stacks of Benjamins get you a lot of engine and suspension as justification. But if the V6 was really all you needed, it's a solid choice - or if you wanted to apply that difference to, say, that $4,800 set of 19-inch AMG wheels, that wouldn't be an outrageous move anymore. In either guise it's sturdy as a vault, it'll run on the Autobahn as a Mercedes should, the E350 doesn't fear enthusiastic driving and the E550 will welcome it, and top up or down the noise and airflow in the cabin remains tidy. In cold weather, the Airscarf does good work and you can get a heated steering wheel. The most telling thing about our drive was that our co-driver asked us if he could have more time behind the wheel. That's a question we've never had before in an E-Class of any kind that didn't involve the letters "AMG."

Speaking of which, even though we've recently been told by Mercedes that there won't ever be an AMG model of the Coupe and Cabriolet, an exec who went off the reservation already said, "yes it was a mistake" not to build one and, "Next time we won't make the same mistake." So we're still waiting on it. We forgive you in advance for the delay, Mercedes. Just get it done.

Image Credit: Copyright 2014 Jonathon Ramsey / AOL / Mercedes-Benz

source: autoblog

by Jonathon Ramsey

 

http://www.boscheuroepean.com

 

Range Rover Service, Repair and Consignment Sales Redwood City - 2013 Land Rover Range Rover - Bosch European Redwood City - (650) 368-3000

 

 

It is an undeniable reality that there are only so many adjectives to choose from when describing a given vehicle. Here are two that tend to be both overused and misused perhaps more than any other: legendary and iconic.

Forgive us for regaling you with these descriptors yet again, but when it comes to the 2013 Land Rover Range Rover, there simply aren't any words in the English language that can be applied to this sport utility vehicle that are as accurate and forceful as legendary and iconic. And what's especially impressive about our use of these adjectives is that they apply equally well when discussing the Range Rover's off-road capabilities as they do its position as a status symbol.

This marketplace position, however laudable and desirable it may be, presents a unique problem: How do you redesign a legendary SUV to be better, faster and stronger while maintaining its posh image? The boffins at Land Rover think they've nailed the art of the redesign, and we spent a week with the 2013 Range Rover to find out for ourselves if you really can mess with success and come out the victor.

"Don't change it, just make it better." Those were the words of Andrew Polsinelli, Land Rover North America's head of product planning, to our own Jonathon Ramsey when describing how current Range Rover owners drove the product development team at the Indian-owned-yet-still-very-British-feeling automaker for 2013. The only problem with that directive is that "better" can mean different things to different people – do you want the Range Rover to drive better on the road, or do you want it to enhance its legendary off-roading capabilities? As it turns out, the answer to that question was simple: Owners wanted both.

One area where making it better caused a recognizable change or two to the latest Range Rover is its external appearance. The previous generation of Land Rover's SUV gave off an unmistakable vibe that ingrained into the onlooker that it was just as happy crossing a random stream in Africa as it was parallel parking in front of the local Starbucks. The new 2013 model is more of the same, for the most part.

 

Signature elements like the clamshell hood, broad roof held up by thin pillars (well, they at least look thin, since they are blacked out to hide them from view) and fastback rear glass join with the more-recent vertical vents behind the front wheels and intricately detailed grille insert to make this latest Rover immediately recognizable. At the same time, changes to the recipe like a much more steeply raked windshield and jewel-like head- and taillamp clusters bring the 'ute kicking and screaming into modern times.

When push comes to shove, we prefer the less ornamental and more purposeful look of the last-generation Range Rover to the more streamlined appearance of the 2013 model, but we're probably being picky. The 2013 Land Rover Range Rover is an attractive SUV that will never be mistaken for anything else – it just doesn't bludgeon its 'I'm better than you' ethos into our retinas quite like the last Range Rover did.

 

It's a similar story inside. It's incredible how many buttons, dials and switches Land Rover was able to delete in this latest Range Rover remake. The spec sheet says interior clutter has been reduced by 50 percent, but it feels like way more than that when sitting behind the wheel. Ergonomically, the new Range Rover is much easier to use than the last one, with a large eight-inch touchscreen interface dominating the center of the dash that controls such items as the audio and navigation systems, which includes settings for on-road and off-road driving.

It's incredible how many buttons, dials and switches Land Rover was able to delete.

Directly behind the steering wheel is another screen measuring a full 12.3 inches and housing the twin digital gauges along with trip information and cool bits of data reminding you how you've configured the numerous drivetrain functions. The climate control switchgear is kept separate in a bundle tidily located between the two front occupants, and we appreciate how easy it is to make quick adjustments without resorting to the touchscreen interface above.

The interior is much less imposing for 2013 compared to the button-heavy 2012 model, but again, part of the Range Rover's charm may have been lost in the process of modernization. There still isn't a more luxurious place in the world to experience all that the beaten path hides from plain sight, but the more industrial look of the last-gen Range Rover somehow appeals to our inner senses and insensibilities

 

Much of the Range Rover's legendary status comes from that fact that it has proven time and time again to be the most extraordinarily capable production SUV in the world, and for 2013, it's more functional than ever before. As in past years, there's a dial in the center of the console with settings for the kind of use the vehicle is required to get you through – General, Grass/Gravel/Snow, Mud/Ruts, Sand and Rock Crawl. For 2013, though, the system is called Terrain Response System 2 and it comes with an Auto setting. Land Rover has made the system smarter and quicker, reading the wheels and body motions with sensors aplenty and processing all that data into the proper amounts of wheel articulation while sending torque to the wheel with the most available traction.

The air suspension can raise the Range Rover 11.9 inches off the ground.

It's all very high-tech, but just as importantly, this Land Rover is capable of shielding the driver behind laminated panes of glass so he can go about pounding the terrain into submission without actually breaking a sweat or spilling his drink. Which would be hot Earl Gray tea, naturally, and please hold the lemon.

Underneath the snazzy bodywork is an air suspension system that can raise and lower the car using a switch in the cabin. Not only is it a fun party trick when the car is full of passengers, it's also able to raise the Range Rover 11.9 inches off the ground. Combined with 10.2 inches of suspension travel up front and 12.2 inches out back, the 2013 Range Rover can scurry up and over just about any obstacle in its way. We recorded a quick demonstration of this system at work that you can check out below.

 

On-road handling is exemplary as well. We're not sure how Land Rover has managed to make a vehicle that feels like it rides on its own bespoke set of billowing clouds on tarmac while simultaneously managing to crawl over jagged rocks and washboard surfaces with aplomb, but they did it. Stopping performance, headlined by the six-piston Brembo calipers up front, is also good, helped in no small part by the dramatic reduction in weight. Land Rover says its 2013 Range Rover weighs in at 4,850 pounds. It's no lightweight, but that figure represents a shocking 700-pound reduction from the last model, thanks largely to a massive increase in the use of aluminum in place of steel.

Driving the 2013 Range Rover is a pleasure, as it is quiet, smooth and comfortable. Handling is aided by a new system called Dynamic Lean Response, which electronically controls the sway bars to keep the car flat through corners. You can't actually feel it working, but we suppose that's probably a good thing.

For 2014 (that's next model year – our test car was a '13), power for a base model comes from a newly launched supercharged 3.0-liter V6 that sends 340 horsepower and 332 pound-feet of torque to all four wheels through an eight-speed automatic transmission. We haven't sampled this supercharged V6 in the Range Rover, but the company promises better performance than the previously standard 5.0-liter V8, along with improved fuel efficiency estimated at 16 miles per gallon in the city, 22 on the highway and 18 mpg combined.

Currently, though, shoppers have the choice of two V8 engines, the aforementioned base V8 and what our test vehicle was equipped with, a supercharged version with 510 horsepower and 461 lb-ft of torque. That's plenty of power, since Land Rover has managed to remove all that weight. Dividends are paid in the form of 0-60 runs of 5.1 seconds – a 0.8-second improvement. Fuel economy is also improved to 13/19/15 (city, highway and combined). Our lead feet led to a week-long tally of just 13.9 miles per gallon, though that did include a few extended stints at idle with the air conditioning on. In any case, we doubt the SUV's intended buyer will care how much fuel it drinks in between 27.7-gallon tank fill-ups if they are choosing the big supercharged V8 engine, and the ones who do mind will probably be more than content with the smaller supercharged V6. We wish the company could find a way to offer a diesel engine in the States, but we look forward to sampling the new six-cylinder base engine since the oil-burning mill doesn't seem likely on our shores.

If nothing else, the V6 engine may help lower the price of what is undeniably an expensive vehicle. The base 2013 Land Rover Range Rover starts at a heady $83,545, and it only goes up from there. Equipped with the supercharged engine and a few luxury packages that we can't imagine owning a Range Rover without, our test car carried with it a sticker that just crested $115,000. The top-shelf Autobiography model begins emptying wallets with a dizzying $130,995 sticker price, and you can push that within spitting distance of $150,000 after adding a few more bits of decadence.

The Range Rover, though, has somehow always managed to feel worth its high-dollar sticker price. The accommodations couldn't be nicer, and the 2013 model is the kind of vehicle that can quite literally take you anywhere you may want to go. But the same thing could be said of the last generation of Landie's off-roader. So, the question remains: Did they "make it better"? In the end, they did. We just didn't realize how much we liked the last Range Rover until it was... well, made better.

And so go the perils of updating an iconic SUV with legendary capabilities.

source: autoblog

by Jeremy Korzeniewski

Image Credit: Copyright 2013 Jeremy Korzeniewski / AOL