Range Rover - Land Rover Repair and Consignment Sales Redwood City - Series III Land Rover gets adventurous with Petrolicious - Bosch European Redwood City - (650) 368-3000

Petrolicious has established quite a reputation as a producer of gorgeous videos that focus on rare, exclusive performance machines. That reputation isn't enough to preclude the video junkies to ignore the awesomness that is an old Land Rover on sand dunes, though.

This week, Petrolicious interviewed Pawel Litwinski, a freelance photographer and owner of a clean (ish) Series III Land Rover that sees regular action along the sandy stretches of California's coast. The fascination with going off road has been long in the making, as Litwinski idolized the trucks and four-by-fours that took to the beaches near his childhood home in Coney Island, NY.

What's most interesting about this particular Series III is that it's far from a garage queen. Litwinski regular trots it out on the dunes of Pismo Beach, and as we can see in the video, he has no fear of working the truck hard. It even serves as a sort of photo assistant, in a pinch. And most remarkable of all, Litwinski claims the old Landy "never breaks down."

Take a look at the video as Petrolicious goes off road. 

News Source: Petrolicious via YouTube

Autoblog

by Brandon Turkus

http://www.boscheuropean.com

BMW Repair and Consignment Sales Redwood City - 2015 BMW 2-Series Convertible Preview - Bosch European Redwood City - (650) 368-3000

On a day that has already brought us the iPhone 6 and 6 Plus, the Apple Watch, and, more to the car enthusiast’s tastes, the Mercedes-AMG GT, we’re faced with an embarrassment of riches. Now, BMW adds its 2-Series Convertible to the treasure chest.

It’s easy to be fond of the 2-Series coupe, particularly the M235i. It’s a fun-driving, comfortable, surprisingly practical little luxury coupe. But what if you want all of that, and to horse around with the top down? Here’s your answer.

Due to make its official debut at the 2014 Paris Motor Show, the 2015 BMW 2-Series Convertible will be available in the same forms as the coupe: M235i, 228i, and 228i xDrive. All three will arrive in the U.S. in early 2015.

As you might also expect, those model names represent a car that is, aside from the soft top, essentially identical to the coupe. With the 2-Series Convertible, the focus is on the design and the experience; the performance outlines have already been drawn.

Performance

Specs for the new 2-Series Convertible range are familiar. The 228i rates 240 hp and 255 lb-ft of torque from its 2.0-liter turbocharged four-cylinder. Zero to 60 mph acceleration occurs in just 5.7 seconds. An eight-speed automatic transmission is standard equipment.

All-wheel drive will be available from launch in the 228i Convertible, cutting 0-60 mph times to 5.6 seconds. The standard torque split for the xDrive system is 70% rear, 30% front, with the computer making electronic adjustments to that spread as required by the conditions.

For the M235i Convertible, the eight-speed automatic transmission is joined by an optional six-speed manual. Engine output remains the same as the coupe, at 320 hp and 330 lb-ft of torque. With rear-wheel drive the only choice, the M235i Convertible accelerates from 0-60 mph in just 4.8 seconds thanks to Launch Control, when equipped with the eight-speed automatic. With the six-speed manual, the Convertible’s 0-60 mph time is 5.0 seconds. Top speed for the M235i Convertible is electronically limited to 155 mph.

Design

The car’s soft top is made of fabric, and can open or close in 20 seconds, at speeds up to 30 mph. An optional Comfort Access option allows the roof to be opened or closed remotely, as well.

Black is the standard color for the soft top, but two additional colors are available: Anthracite with silver effect, and Brown with silver effect. What’s the silver effect part of that? The tops are woven with shiny fibers in the mix, giving a “shimmering metallic surface impression,” according to BMW.

The new 2-Series Convertible doesn’t exist in a vacuum, of course; it follows on the heels of the previous 1-Series Convertible. Compared to the former compact luxury convertible, the new 2-Series version expands cabin space and cargo room. Rear seat access is now 0.4 inches larger, and the trunk load area at the rear is 1.4 inches wider. The passthrough from the trunk to the rear passenger area (accessible with the seats folded down) is now 5.9 inches wider and 1.1 inches taller. The result? Room for two 46-inch golf bags, or, “a pair of snowboards,” says BMW.

Among other new features in the 2-Series Convertible, BMW plans to offer the first over-the-air updates to its navigation data as part of the BMW ConnectedDrive system. Regular updates to the maps should enable the navigation to better represent current road conditions in areas where construction is prevalent, as well as business and location info.

source: www.motorauthority.com

by Nelson Ireson

http://www.boscheuropean.com

VW Repair and Consignment Sales Redwood City - Volkswagen XL Sport high-performance fuel-sipping - Bosch European Redwood City - (650) 368-3000

Just over one year ago, we reported on rumors that Volkswagen was pairing with its then-new corporate cousin, Italian motorcycle maker Ducati, to build a high-performance version of the XL1, a vehicle that we (actually, I) said would be a "firecracker," thanks to its super-low curb weight, slippery aerodynamics and alleged 190-horsepower engine. Now, only slightly late for its rumored Geneva Motor Show debut, VW is trotting out the so-called XL Sport.

Total output has jumped to 197 horsepower, thanks to the presence of a Ducati 1199 Superleggera V-twin, which has been mated up to a seven-speed dual-clutch transmission. In addition to screaming its way to 11,000 rpm, the two-cylinder engine will help the XL Sport zip to 62 miles per hour in a brisk 5.8 seconds before reaching a top speed of 168 miles per hour.

168 mph is a lofty speed for a 200-hp vehicle, and it wouldn't be possible without VW's obsessive streamlining of the XL Sport's body.

That's a lofty speed for a 200-horsepower vehicle, and it wouldn't be possible without VW's obsessive streamlining of the XL Sport's body. Featuring a 0.258 coefficient of drag, it's not as efficient as the standard XL1's 0.189, thanks to the presence of wider tires, increased downforce and additional cooling ducts. Still, the XL is sleek enough for VW to claim the title of most aerodynamic sports car.

A pushrod rear suspension and forged magnesium wheels are just a few of the race-minded items underpinning the XL Sport, indicating that on top of being a quick little scamp, it should prove a capable dancer.

While Volkswagen is planning on building 250 XL1s, at this point there's no indication that the XL Sport will be sold to the public. We're guessing that question could depend on the public's reaction to the unique sportster when it makes its debut in the coming days at the 2014 Paris Motor Show.

 source: Autoblog

by Brandon Turkus

News Source: Volkswagen

http://www.boscheuropean.com

Audi Repair and Consignment Sales Redwood City - 2016 Audi TT [w/video] - Bosch European Redwood City - (650) 368-3000

What came first, the metrosexual or the Audi TT? While it was close, the descriptor-turned-epithet preceded the 1995 concept car by one year. However, they were both notable cultural evolutions and they happened to work together perfectly. Hugh Grant, playing the cad Will Freeman in the 2002 film About a Boy, could not have chosen a better example of character than his silver TT.

A decade later, the original TT was still important enough that when rumors of the third-generation coupe began to surface in late 2012, the most exciting fantasy was that the 2014 coupe might "recapture some of the distinctiveness and impact" of a 16-year-old car (the TT came to market in 1998). Even speculation by dedicated Audi observers thought the brand would do something novel, even if not mimicry. The obvious takeaway: no one was going to be lighting any candles for the departed second generation. All of that is why when the first leaked image slipped onto the Internet, people began to get suspicious. When the third generation took the stage at theGeneva Motor Show, we could almost hear the digital deflation over the Ethernet, our poll results notwithstanding.

Yet it's still the TT, and in spite of having seen its interior and virtual cockpit and clocked its specs, we couldn't judge it before heading to Marbella, Spain to drive it. What we found out was while it's better than the second generation, it's still very much a TT.

It's fair to say that the new car hasn't been comprehensively reconceived; it's been comprehensively re-detailed.

We need to start off by giving Audi some proper credit: it massively upgraded the handling of the TT with the second generation. That original had the looks, but its progeny had the liveliness that got positively lusty in the TT-RS. In a dream, the third generation would frappé that heritage into the best of all worlds.

Despite its new platform, it's fair to say that the new car hasn't been comprehensively reconceived; it's been comprehensively re-detailed. You have to look at the current car next to the new one to see how big the differences are, but once you see them, it's clear how many changes have been made, and how much first-gen has returned to the bodywork. (Bodywork that was inadvertently harangued by the dusty Spanish roads, as you can see. Our earnest apologies.)

The coupe is the same height as before, yet it's 0.4 inches narrower and 0.8 inches shorter. The wheelbase, extended by 1.5 inches, means shorter overhangs. In front, curves are replaced by beveled edges that support the large, single-frame grille; that and the four rings on the hood are meant to invoke the R8, while the twin vertical struts that form the LED daytime running lamp signature are meant to recall the R18 e-tron Quattro racecar. The wheel arches, which Audi calls "superimposed," have sharper edges and are connected by a prominent, jutting sill, both trademarks of the original TT.

With the 2.0-liter TFSI four-cylinder and a six-speed manual, curb weight is said to be 2,712 pounds.

In back, geometry reasserts itself, with sharper lines framing the rear decklid. The LED taillights are tied together by a full-width, high-mounted brake light, defining the shape of a bumper. Beneath it all, the tailpipes have moved closer together – yet another tip of the hat to the original car. Another tech note: the TT makes the switch to capless fuel filling underneath that classic silver door. It's certainly good looking, and when you take time to notice the surfacing, you can appreciate its evolution, but our esteem is more philosophical than visceral.

We won't get the car for another year, so we don't have US weight specs yet, but the European version sits lighter on the ground than before. That's thanks to a slimming regimen that includes a new design for its aluminum and steel composite spaceframe, the seats and wheels. With the 2.0-liter TFSI four-cylinder and a six-speed manual, curb weight is said to be 2,712 pounds – in official words that's "up to 110.2 lbs less than before." Sure, that's less than the 220-pound weight loss for the MkVII Volkswagen Golf that shares its platform, but comparing Euro to Euro, the TT is still 312 pounds lighter.

That engine is the same one we'll get, a turbocharged, torque-happy puller with 230 horsepower and 273 pound-feet of twist, meaning 19 more stallions and 14 more lb-ft than before. Internal refinements like indirect injection on top of direct injection (depending on operating conditions), the addition of stop/start and having to motivate a lighter car means fuel economy will go up; Audi reports 36.8 miles per gallon combined on the European cycle, we'll get US numbers next year.

Audi reports 36.8 miles per gallon combined on the European cycle.

It's the interior that gets marquee billing this time around, and it's arguably even nicer to experience in the car than on the show floor display we studied at CES. The integrated climate controls are a cinch to operate and always stay centered – twisting the vent bezel rotates the inner turbine blades to alter the direction of air, not the vent. The refined MultiMedia Interface (MMI) controls have gone from four buttons to two toggle switches astride the large knob; you can flip between navigation, telephone, radio and media without ever having to look down. The surface of the MMI knob is touch sensitive and responds to finger gestures including writing characters and pinch zooming. And, hallelujah, the new TT is the first with Audi's new scrolling action, which works like it does on every other car on the planet: rotate to the right to scroll down, to the left to scroll up.

A 12.3-inch screen acts as a gauge cluster – and it has curved edges, it's not a rectangular plinth – is bright and never washed out even under the exceedingly luminous Spanish sun. The display can show a prominent speedometer and tachometer at the edges, about the sizes of the current analog gauges, with other infotainment menus appearing in between, or you can shrink the gauges to focus on something else like the navigation map (scroll down to see this all in our short video). Folks who wonder if the passenger is stranded in an information-free zone needn't worry; from the shotgun seat, you can clearly see everything but a small corner of the screen, and you can grab the MMI control to adjust things as you please. Will that annoy the driver? We didn't think so, but in our experience, the passenger only changed things when we expected it, so we weren't bothered about what was happening in the cluster.

The only knock we can give the interior is the large expanse of instrument panel presented to the passenger.

The only knock we can give the interior is the large expanse of instrument panel presented to the passenger. It's a long way from the IP's front edge to the bottom of the steeply raked windshield, and even though the seats are mounted lower in the chassis, you've got to look over that beach of black plastic to see the outside world. On the TTS, it's partially overlaid with a pebbled surface that slightly ameliorates the vision, but we'd wish for some kind of design feature or ornamentation to break it up further.

We have no complaints about the way this new TT drives, though. All of the sharpening and intensifying and recombining that's gone into making this coupe a sportier drive just works. The changes don't revolutionize the TT or make it an all-out sports car, but they are definitely effective – the new model has better reflexes than the current car. Part of that is because of the updated Quattro system, re-engineered to send power to the rear wheels sooner and more often for better turn-in. On top of that, the lighter electrohydraulic multi-plate clutch actuation is now tied into the various user-selectable Drive Select modes, making it more proactive by taking things like steering angle into account, and better prepared for dynamic management of handling aids like torque vectoring.

The soundtrack is just like the heinously more expensive Porsche 911 Turbo S.

Unless you like terrifically light controls, put the Drive Mode setting into Dynamic, wait the fraction of a second for the steering and accelerator feedback to firm up, and enjoy. The bodyshell is 23-percent stiffer torsionally and the magnetic dampers allow it to do its job without harshness even over unkind roads. Press on, and with all 273 pound-feet available from just 1,750 rpm, a willing Sport mode switched on and paddle shifters at the ready, the TT is absolutely unafraid to tackle any curvy road, even up a Spanish mountain. The six-speed S-tronic dual-clutch gearbox delivers the expected instantaneous shifts and does so accompanied by a soundtrack just like the heinously more expensive Porsche 911 Turbo S. Wind noise is negligible, although its absence gives one more chance to hear the work being done by the adaptive sound actuator. Audi calls it "sonorous" in Dynamic mode, we think it has a tendency to drone and in any case would rather it be called "burbly."

Press on even harder and yes, understeer pops in for a visit, but not before you get some proper laterally inclined driving sensations like a slight drift. You have to be doing something dunderheaded for the nose to just plow on.

And that's the thing about this new TT: it's probably 94 percent different than the outgoing car – Audi says everything about the 2.0 TSFI engine has changed except its capacity – but outside and in, it only feels about 40-percent different, and you've got to stop and stare to notice all of the changes outside.

We kept thinking while driving the car, "It is, capital 'P' capital 'F,' Perfectly Fine."

It's not such a big seller here anymore – they've sold just 1,056 as of the end of August – but it's still big overseas and we're not surprised as to why. It handles, it makes a much different, shall we say more 'masculine,' statement than a BMW Z4 (also a slow seller here) or a Mercedes-Benz SLK (still popular, in fact), plus it's 9,000 euros less than a Porsche Boxster and it's available with a torquey diesel engine, great gas mileage and a six-speed manual.

In a US context, though, all we kept thinking while driving the car was, "It is, capital 'P' capital 'F,' Perfectly Fine." It's fun to push, we dig the interior and hope more cars get similarly de-cluttered, it's got Audi build quality and superb Audi detailing going for it, but it arguably doesn't make much of a statement anymore – "Less expensive than a Boxster" might be the strongest one it's got... only the Boxster has sold 2,749 units through the end of August this year.

What your author came up with when the drive was over wasn't a statement, but a question: "Why doesn't Audi let this go and find a way to give us the R4?"

source: Autoblog

by Jonathon Ramsey

Image Credit: Copyright 2014 Jonathon Ramsey / AOL | Audi

http://www.boscheuropean.com

Jaguar Repair and Consignment Sales Redwood City - 2015 Jaguar F-Type V6 S Coupe - Bosch European Redwood City - (650) 368-3000

My first, ill-fated job in the auto world was at an exotic car dealer in metro Detroit. The job itself sucked, but the cars, they were exceptional. Amidst a sea of Tiptronic Porsche Boxsters, first-genMercedes-Benz SLKs and abused second-generation Range Rovers, there were some real gems.

In particular, I have fond memories of a trio of undrivable Jaguar E-Types. Two Series II coupes as well as a Series III convertible (that featured a mostly broken roof) spent the entirety of my brief tenure at the dealership in the back of the musty service garage. I'd make side trips through there just to see the trio of E-Types, which rarely failed to put a big, ridiculous grin on my face.

Since that time in the summer of 2005, there hasn't been a single Jag that's been capable of eliciting the same goofy smile. Not theXFR-S, with its un-aristocratic wing, nor the XKR-S. At the 2013 Los Angeles Auto Show, though, Jaguar introduced this F-Type Coupe. Sure, the droptop model had been around for a bit, but I thought it was the new coupe that most captured the E-Type's classic aesthetic, with a swooping roofline, those gorgeous rear haunches and a long, powerful hood. I had to drive one.

It was lucky, then, that a hardtop F-Type V6 S arrived in my driveway not long ago. I'm not sure who at press fleet operations drew the lucky assignment of configuring the company's F-Type media cars, but I'd like to tip my hat to them. My tester showed up in as classically perfect a color scheme as you'll find – British Racing Green with tan-and-black interior upholstery. The 19-inch Centrifuge wheels it wore did their part, too, with the alloys being the closest thing Jaguar offers to the original multi-spoke wheels of the E-Type.

These aesthetic decisions only served to heighten the attractiveness of the Coupe. This is a stunning vehicle in person, with a bevy of interesting curves and angles that force you to stop, linger and stare. The muscular haunches at the back are complemented by the chiseled hood and aggressive front fascia. The roofline forms a single, unbroken arc, as it forms in the A-pillars and runs to its abrupt end at the F-Type's tail. The wide, slim, wraparound taillights are intriguing at night, and are unlike anything else on the road, while the headlights and their LED accents give off a predatory look that similar designs like the Chevrolet Corvetteand Dodge Viper only wish they could emulate.

This is a stunning vehicle in person, with a bevy of interesting curves and angles that force you to stop, linger and stare.

The cabin is an equally stylish place. My tester boasted the extended leather pack, which I'll admit is a rather misleading name. It should be called the Leather, Leather Everywhere Pack. The headliner, dash, seats (obviously), steering wheel and door panels are all finished in hide. The only place of note that isn't covered in leather is the center stack, which also happens to be the cabin's sole low point. While the rest of the interior feels suitably luxurious, the plastic-adorned home of the climate controls, infotainment and vehicle systems is decidedly a letdown.

Ignoring that qualm, it's quite clear that the F-Type's cabin is a place for the business of driving. The seat's H-point (the intended location of an occupant's hip) is low and aggressive, and along with my tester's optional, two-piece performance buckets, the cockpit is plenty able to gear one up for a proper thrashing. Those optional thrones, by the way, are must-haves, offering adjustable bolstering and lumbar to deliver plenty of support without being too aggressive or uncomfortable. The driver-oriented cabin is separated not just by the transmission tunnel and center console, but by an "oh crap!" handle for the passenger. This segmentation of such a compact space adds to the business-minded alignment of the cabin, leaving the interfaces for the (still lackluster) touchscreen infotainment system, climate controls, vehicle systems and shifter easily at hand for the driver. Visibility is far better than one might expect of a modern sports car, with ample space over the shoulders and surprisingly good sightlines through the tight rear window, at least until the speed-sensitive active rear spoiler rises and chops out a good portion of the rear view.

Flip forward the reverse-opening bonnet of the F-Type and look past the pedestrian plastic cladding of the engine, and you'll find Jaguar Land Rover's corporate 3.0-liter supercharged V6 on my BRG test vehicle. In S spec, it manufactures 380 horsepower and 339 pound-feet of torque, with peak twist available higher in the rev range, from 3,500 to 5,000 rpm. I've sampled this engine in the Land Rover LR4 and Jaguar XJ, and I'm pleased to report that it's far better in this sporting application.



If you're in the market for an F-Type and are looking at the 550-horsepower, supercharged, 5.0-liter V8 model, I'd strongly recommend you at least give some consideration to the mid-range V6 S. The power on offer here will not knock your socks off quite like the V8, but this engine is still plenty powerful and its lighter weight offers the promise of better balance.

These chromed tubes may as well have been plucked from mortar launchers, as much like their military counterparts, they excel at making people far away take notice.

Set to Dynamic mode, tipping into the sharpish throttle requires a degree of care at first, as there's enough power at your disposal for the car's nannies to sic the traction control on you. Dig in carefully, though, and the engine's power is eager to make its way to the road. The tach can and will climb quickly if you're assertive with the skinny pedal, and before long, you'll find yourself reacting with a tug of the right paddle.

60 miles per hour arrives in a manufacturer-estimated 4.8 seconds, although it feels quicker than that – 4.5 to 4.6 seconds seems a bit more reasonable. The top speed, meanwhile, is 171 mph. Despite this quickness, the F-Type is very much in the Goldilocks zone when it comes to speed – it's never so fast as to scare its driver, yet it can and will set your heart aflutter on every outing.

A large part of this sensation can be attributed to the stupendous sound emanating from the F-Type's active exhaust system and the twin, center-mounted pipes. These chromed tubes may as well have been plucked from mortar launchers, as much like their military counterparts, they excel at making people far away take notice. With the exhaust's baffles set to open, the sound is positively primal, bellowing loudly and grandly under hard acceleration and then belching with all the grace of a beer-swilling frat bro on upshifts. On overrun, the F-Type does snap, crackle and pop far better than any tiny cereal cartoon mascots. If you're ever lucky enough to get behind the wheel, just do yourself a favor and drive it hard through a tunnel. Not only will your ears thank you, but so will every motorist around you.

The fun comes when it's switched to Dynamic and control moves from the computer to the Ignis Orange paddles mounted behind the steering wheel.

Part of the F-Type's accelerative joie de vivre comes from the eight-speed "Quickshift" automatic transmission. This is yet another one of ZF's excellent eight-speed boxes, and – no surprise – it's not stymied when used in a performance application. Left in full auto and in the standard driving mode, it performs as admirably as any other eight-speed ZF I've tested. The fun, though, comes when it's switched to Dynamic and control moves from the computer to the Ignis Orange paddles mounted behind the steering wheel. Shifts are noticeably quicker and more aggressive, with wide-open-throttle upshifts coming with a suitably sharp jolt. On downshifts, meanwhile, the trans will easily dispatch two or even three gears at once following the requisite number of tugs on the left paddle. Those paddles themselves look great thanks to their almost anodized appearance, although they could feel slightly more premium and come with a crisper, more dramatic action.

Despite sporting such an eager powertrain and suffering from an extremely excitable right foot, I found the Jag to be a surprisingly efficient companion. Over the course of roughly 300 miles of mixed but fast driving, the Jag's trip computer showed that I was averaging about 19 miles per gallon, matching the F-Type's city economy rating. Considering the way I was pushing the supercharged V6 at every opportunity, I have no problem believing that less exuberant driving will yield the 22-mpg average rating and even approach the 27-mpg highway number.

Opt for the mid-range F-Type V6 S Coupe, and you'll score a standard sport-tuned, all-aluminum, double-wishbone adaptive suspension. Said suspension can be set in one of two modes ­– Normal or Dynamic. Regardless of which mode you select, I must say that the F-Type's ride, even on my tester's 19-inch wheels, is on the choppy side. It's not, however, unbearable.



Set the suspension to normal and take to the highway, and the F-Type becomes a rather docile GT car. You'll feel the road, and you'll be abundantly aware of what's going on and just how big imperfections are, but it's not a disruptive, abusive experience. Jag could have gone a bit softer in the standard mode, but the ride firmness here is far from a deal breaker.

The 3,514-pound F-Type is a great dancer, with hardly any body roll, squat or dive.

Setting the suspension to Dynamic, meanwhile, isn't really recommended if you're just planning on cruising. Bumps and imperfections are decidedly more noticeable and transmit even more clearly through those sport seats. What's remarkable about either suspension mode, though, is how stable the ride is. This is an excellently damped vehicle. There's just enough vertical motion to cushion impacts without leaving the car feeling floaty, as one might experience in the F-Type's older brother, the XK. It gets even better, though, when pushed hard.

The 3,514-pound F-Type is a great dancer, with hardly any body roll, squat or dive. You can pitch it hard into corners and it will respond well, digging in and getting around. It feels flat, planted and mostly neutral, although it's very easy to get this car to misbehave by steering with the throttle, should the mood strike. It is not, however, a terribly talkative kitty. I found feedback through the chassis to be a bit on the limited side for a sports car, as it can be difficult to interpret grip levels or balance through the chassis.

The Jag's steering is arguably worse than the suspension in terms of feedback, which I found rather limited despite the rack's sharp, quick nature. This is a vehicle that's very well setup for rapid directional changes, but it could be better when it comes to letting the driver know what the front tires are doing.

I recommend you immediately step up to the car I've been driving, the $77,000 V6 S.

With such a potent powertrain, it's reassuring to know that Jaguar has really paid attention to the F-Type's brakes. 13.9-inch rotors are standard at all four corners, but my tester boasted larger, 15-inch front pans and red-painted calipers, as part of the optional Performance Pack. These aren't the top braking option – that honor is reserved for the F-Type's $13,450 carbon-ceramic brakes. Still, the mid-level rotors and pads provide ample stopping power, even from high speeds, while delivering the sort of steady, easy-to-modulate pedal feel expected of a true sports car.

Prices for the F-Type Coupe start at $65,000, although you'll only be getting the base 340-hp supercharged V6 variant at that price point. Instead, I recommend you immediately step up to the car I've been driving, the $77,000 V6 S, with its 380-hp, standard adaptive dynamics and standard active exhaust, among other goodies. $12K is a big jump, but it's absolutely worth it.

Of course, no one wants a basic, unoptioned F-Type. Instead, you'll want to dig into the options catalog and snag some of the stuff found on this press car. My car was fitted with the aforementioned Performance Pack, a $3,400 option that adds a configurable Dynamic mode, the upgraded brakes, a flat-bottomed steering wheel and the performance seats. The $2,700 Extended Leather Pack lines those sporty thrones in softer leather, while the $1,800 Vision Pack 2 adds a slew of safety features, including a rearview camera, blind-spot monitoring, cross-traffic alert, front and rear park-distance sensors and intelligent, adaptive headlights. An $1,800 Premium Pack 2 adds 14-way power adjustability and dual-zone climate control, while a $1,200 panoramic roof allows a bit more sunlight into the low-roofed cabin. A $600 Climate Pack adds a heating function to the sporty steering wheel, while an extra $450 can be spent on HD and satellite radio. Finally, that gorgeous British Racing Green paint demands an extra $1,500. So equipped, putting the car you see above in your driveway would cost $92,475, including a $925 destination charge.

For the average driver, the F-Type will provide more satisfaction every day than the Porsche 911.

I'm going to close by addressing the rear-engined elephant in the room – the Porsche 911 Carrera. When optioned up to this sort of specification and price point, the German is the F-Type's most natural challenger, but despite this, I have come up with an exceptionally simple method of determining which you should buy. If a car's driving dynamics and communicativeness are the most important attributes driving your purchasing decision, buy the 911. You'll love it.

If you have any other priorities, though, buy the Jag. Simply put, for the average driver, the F-Type will provide more satisfaction every day than the Porsche. It has 90+ percent of the 911's dynamic abilities, but its limits are more approachable. Plus, the total F-Type package is far easier on both the ears and – at least to me – the eyes. And as an added bonus, the V6 S is $7,300 cheaper than the base 911 and over $20,000 less costly than a 911 Carrera S (you could actually snag the 550-hp F-Type R Coupe for just $100 more than the 400-hp Carrera S). It's important to note that those savings show up before digging into Porsche's notorious options catalog.

Jaguar has well and truly hit a home run here, so if you're in the market for a premium sports car, you'd do well to consider it.

 source: Autoblog

by Brandon Turkus

Image Credit: Copyright 2014 Brandon Turkus / AOL

http://www.boscheuropean.com

Mercedes Repair and Consignment Sales Redwood City - 2015 Mercedes-AMG C63 packs up to 503 hp, arrives in March - Bosch European Redwood City - (650) 368-3000

Say hello to the 2015 Mercedes-AMG C63. That's right, it's no longer the Mercedes-Benz C63 AMG – its a formal Mercedes-AMG product, just like the GT that just launched earlier this month. Coincidence? Hardly. The new C63 packs the same twin-turbocharged 4.0-liter V8 and features some of the same new-age tuning that AMG used in creating its new Porsche 911-fighting coupe. And boy, are we excited to drive this one.

Much like the AMG GT, the C63 will be offered in two states of tune. The standard C63 will pack 469 horsepower and 479 pound-feet of torque, able to propel the 3,615-pound sedan to 62 miles per hour in four seconds flat. And if that isn't enough, Mercedes will also offer the C63 S, with 503 hp and 516 lb-ft, which shaves a tenth of a second off that 0-62 time. (The C63 S weighs in at 3,648 pounds, according to European specifications.) Both versions route that power to the rear wheels via Merc's seven-speed AMG Speedshift dual-clutch transmission, which has been retuned for the C63 application and is said to be "even faster in its reaction times."

Like the AMG GT, the C63 uses dynamic engine mounts, and along with its three-stage adjustable damping system, features four AMG Dynamic Select driver-selectable modes – Controlled Efficiency, Sport, Sport+ and Race. The car rides on either 18- (C63) or 19-inch (C63 S) wheels, and ceramic-composite brakes are available as an option. There's even an optional performance exhaust, which should no doubt create a sound capable of waking not just your neighbors, but everyone else on the block.

Both Mercedes-AMG C63 models arrive in the US in March, with a special "Edition 1" series being offered at launch, set apart by unique exterior and interior treatments. Pricing has yet to be announced as of this writing. Have a look below for the full scoop in Mercedes' press blast, and check out the gallery above for more views. You'll also notice a slick wagon in our stash of images, but note, Mercedes hasn't said anything about the longroof making its way to the US, and honestly, we wouldn't get our hopes up.

source: Autoblog

by Steven J. Ewing 

Range Rover Repair and Consignment Sales Redwood City - 2014 Land Rover Range Rover HSE - Bosch European Redwood City - (650) 368-3000

When this current generation of Range Rover first debuted for the 2013 model year, much was made of its aluminum-intensive superstructure, and the hundreds of pounds of curb weight – some 700 of the suckers – shed as a result. Not having had the opportunity to drive the newly lightened Range until early this past spring (as you can see from the photos), I'd taken the dynamically positive changes on faith before my test.

Having now sampled the super-lux SUV for myself and being a longstanding fan of the Range Rover brand and most Land Roverproducts, I'm happy to report that the rumors are true. My Nara Bronze Range Rover HSE not only looked the part of a utility vehicle for the well-heeled set, it performed up to the high standards of the models past, as well.

That summation is extra impressive, considering that the Range Rover I had was powered by the base, supercharged 3.0-liter V6 engine, too.

Driving Notes

I thought Brandon Turkus was crazy. We published his LR4 review around the time I was driving the Range Rover – both vehicles that make use of this supercharged 3.0-liter V6. Brandon complained that the LR4 – admittedly larger – felt pretty laggy with the V6 as compared with its old 5.0-liter V8. After feeling the sprightly performance of the blown six in the Rangie, I called Turkus, and I called foul. That is until I was gently reminded that the Range Rover's new aluminum architecture made it nearly 750 pounds lighter than the LR4.

As you might guess, that relatively light curb weight (4,918 pounds) goes a long way to making the 340-horsepower, 332-pound-feet V6 feel punchy. Land Rover estimates a 0-60 time of 7.1 seconds, but the pull feels even stronger than that in the mid-range speeds. Throttle response is sharper than you might expect for a big SUV, too, which helps the Range Rover seem quicker than it is against the clock.

The lowered curb weight and smaller engine have improved the fuel economy estimates for the Range Rover as well. The EPA cites 17 miles per gallon in the city, with ratings of 23 highway and 19 combined to round out the window sticker. I saw close to 18 mpg in a week of mixed driving that tilted toward an urban cycle.

Even with its adjustable air suspension, cornering hard is not the Range Rover's bread and butter – nor should it be. There's too much vertical motion in the suspension to make you want to push the Range around your favorite driving roads, and I suppose that's exactly why the Range Rover Sportexists.

At highway speeds, the cabin is filled with the low rush of buffered wind noise, and not a lot else until you crank up the excellent optional Meridian audio system ($1,850). As a long-range driver and commuter tool, the highway manners, smooth ride, glove-like seats and all-around great visibility place this vehicle at the top of its class.

The ride from the rear quarters isn't too shabby, either. One thing that the $5,000 HSE package includes is the massive sliding panoramic roof, which makes the whole of the interior feel airy and light. With the sky as the ceiling and plenty of legroom, I didn't hear a word but praise from the few friends I threw in the back seats.

It's truly subjective, but I've never been much of a white-leather-interiors kind of a guy, and even I found this ivory colored hide to be impressively posh. I'm not sure how sensible it would be for the stereotypical family full of muddy wellies and wet Brittany in the boot, but rich people seem to know magic for keeping clean. Anyway, for my money Range Rover is doing some of the best interiors this side of top-trim Mercedes-Benz and Bentley.

In a vacuum, this latest Range Rover is really spectacular. But even I must admit that, if your intended use case is softer than the hard-core off-roading this SUV was built to do, there are a couple of very strong competitors in the market today. Both the all-new Cadillac Escalade and theMercedes-Benz GL450 are larger, more powerful and less expensive to start, with a slight downtick in terms of star power versus the Range Rover. If you love the Land Rover brand, the look and the potential ability, that might be enough; if your future SUV is set to be more of a mall cruiser, it might not.

Image Credit: Copyright 2014 Seyth Miersma / AOL

Source: Autoblog

By Seyth Miersma

Http://www.boscheuropean.com