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 un-drivable 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 the XFR-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 drop-top 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 Corvette and 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

Range Rover - Repair and Consignment Sales Redwood City - Land Rover Discovery Sport photos hit the web early - Bosch European Redwood City - (650) 368-3000

Shortly before its official premiere, the first official-looking photos of the 2015 Land Rover Discovery Sport have leaked online, thanks to Italian site Autoblog.it (no relation!). The new midsize crossover effectively replaces the LR2/Freelander, and will most notably be offered with seven-passenger seating.

Right now, all we have are the photos in the attached gallery, showing what sort of looks like a puffed-upEvoque. Interestingly, the new Disco ditches the typical "LAND ROVER" badging from its nose and rump, in favor of the prominent "DISCOVERY" lettering. That said, we like what we see, with clean lines and an overall style that's more in line with the rest of the brand's newer offerings.

We'll have the full details in the not-too-distant future. Stay tuned.

News Source: Autoblog.it via Carscoops

Autoblog

by Steven J. Ewing

http://www.boscheuropean.com

Porsche - Repair and Consignment Sales Redwood City - 2015 Porsche Cayenne S E-Hybrid - Bosch European Redwood City - (650) 368-3000

Think of the electric motor in the facelifted 2015 Porsche Cayenne S E-Hybrid as the cream filling in an Oreo cookie. Under the hood of this plug-in hybrid crossover is a 333-horsepower, supercharged 3.0-liter V6 with a 95-hp synchronous electric motor sandwiched between it and an eight-speed Tiptronic automatic transmission. The clutched powertrain allows pure combustion, pure electric or a combination of both to drive all four wheels through Porsche's permanent all-wheel-drive system.

Differentiating itself from the Panamera S E-Hybrid sedan, which shares the same basic powertrain and stores energy in a 9.4-kWh battery, the Cayenne crossover is fit with a more robust 10.8-kWh lithium-ion battery that delivers an estimated pure-electric driving range of up to 22 miles at speeds of up to 78 miles per hour.

To be one of the very first US media members to sample Porsche's latest fuel-efficient crossover, the automaker flew us to Frankfurt, Germany, to test the five-passenger Cayenne S E-Hybrid on its home turf.

Driving Notes:

In default mode, the hybrid system requires no operator input. Assuming the battery pack has sufficient charge, this Porsche will start and drive on electric power until it has exhausted nearly all of its battery pack's stored energy (state of charge is visible on the infotainment display), at which point, the combustion engine will start and provide propulsion. However, in the interest of fuel economy, it will not recharge the battery above a minimal level.

Crucially, Porsche has fitted two console-mounted buttons that are unique to the Cayenne E-Hybrid. That's because, as engineers point out, there will be times when drivers want to preserve EV mode for city driving (as in London's city center, to avoid congestion charges) and/or recharge their batteries on the open road. The top button, or 'E-Power', forces the powertrain into pure EV mode (assuming there is energy in the battery, of course) for emissions-free driving. The bottom button, or 'E-Charge', starts the combustion engine and engages the electric motor in a generator role to restore approximately 80 percent of the battery's charge in about 30 minutes. The downside to the latter is a 20-percent reduction in fuel economy as the engine is being used for propulsion and charging.

The Cayenne S E-Hybrid may be on an efficiency mission, but there are no compromises in terms of performance. Full throttle engages both the engine and e-motor, with their combined output launching the nearly 5,200-pound crossover to 60 mph in just 5.4 seconds and on to a top speed of 151 mph (pure EV mode is several ticks slower in acceleration benchmarks). It's surprisingly quick, with the competent eight-speed automatic working with the driveline's rear-biased all-wheel drive to expertly lay the power down.

We found ourselves constantly toggling between E-Power and E-Charge, staring intently at theinstrument panel's Energy Flow gauge as we drove through both city and open countryside seeking different levels of performance and efficiency. Electric mode is expectedly hushed, with the motor's whine barely audible in the cabin (more pronounced is the tire noise from the performance-oriented rubber). The combustion engine introduces vibration and a V6 rumble from the other side of the firewall when it switches on, making it obvious as to which mode the powertrain is operating in.

The battery pack, located in the rear of the vehicle beneath the cargo floor, can be recharged with a Porsche Universal Charger. Charge time using a standard 110-volt/10-amp household outlet is approximately 11 hours, 240-volts/16 amps is approximately 2.7 hours and 240-volts/30 amps is approximately 1.3 hours. EPA fuel economy estimates have not yet been released.

Dynamically, the E-Hybrid's steering, braking and handling are nearly identical to other Cayennes, despite the additional heft from the sophisticated drive system (the Hybrid weighs a whopping 613 pounds more than the Cayenne S). The crossover may be on a fuel-efficient mission, but its driving dynamics are all Porsche - the driver will enjoy the experience. We confidently tossed the crossover into corners for grins and drove at triple-digits speeds simply because we legally could (of course, neither practice is good for economy). The only oddity, from the operator's perspective, is the drive-by-wire accelerator pedal that alters its resistance (and kick-down point) based on the hybrid mode – it takes some getting used to.

Porsche offers versions of its midsize crossover to suit every upper-crust need, from the entry-level naturally aspirated V6-powered Cayenne to the muscular twin-turbocharged V8-powered Cayenne Turbo. The Cayenne S E-Hybrid sits mid-pack in terms of pricing and standard equipment, targeting efficiency-minded buyers who spend most of their time driving time in urban environments, where hybrids shine. Strictly in terms of range and fuel economy, however, those who commute large distances are better served by the Cayenne Diesel.

We really like the updated 2015 Porsche Cayenne S E-Hybrid, but not simply because of its newly extended electric range and improved efficiency. More important, we are impressed by how well engineers have been able to seamlessly integrate such a complex hybrid system within the midsize crossover, yet take very little away from its enthusiast-tuned driving dynamics.

Image Credit: Copyright 2014 Michael Harley / AOL / Porsche AG

Autoblog

by Michael Harley

http://www.boscheuropean.com

BMW - Repair and Consignment Sales Redwood City - BMW M4 vs. Lexus RC F in Head 2 Head sports coupe showdown - Bosch European Redwood City - (650) 368-3000

It's the showdown everyone's been looking forward to, the East versus West grudge match of the year. We're talking, of course, about the BMW M4 versus the Lexus RC F.

Although BMW uses a twin-turbo straight-six and the Lexus uses a free-breathing V8, the two are pretty closely matched on paper: a luxury coupe with over 400 horsepower channeled to the rear wheels.

The BMW has been doing these cars for longer, and the M4 boasts a higher power-to-weight ratio. But then the RC F has more power – and without forced induction to break up the rev range. So which is the better luxury muscle coupe? Watch the latest episode of Motor Trend Head 2 Head to find out. 

News Source: Motor Trend via YouTube

Autoblog

by Noah Joseph

http://www.boscheuropean.com

Mercedes - Repair and Consignment Sales Redwood City - Mercedes CLA wagon gets spied and a sexy render - Bosch European Redwood City - (650) 368-3000

Given its months of testing, the eventual launch of theMercedes-Benz CLA-Class Shooting Brake is a bit of a foregone conclusion at this point. Until now we haven't actually seen its hatchback rear undisguised, but the latest spy shots have given us a pretty certain idea of the design back there (right).

According to our spies, these practically uncamouflaged photos come from the Shooting Brake's testing on the Autobahn. While there is some masking around the rear, it isn't hiding much. You can clearly see the outline of the hatch's lines, and it looks like quite a svelte, little wagon.

Unfortunately, this tester got away before the spies snapped pictures of the front. C'est la vie. They've seen it so many times that they cobbled together renders of what the production version and AMG variant (above) could look like.

The AMG version has already been spotted testing and looked basically identical to this render, minus the cladding. Mechanically, expect all of the tricks from the high-performance sedan with a 2.0-liter turbocharged four-cylinder putting down 355 horsepower and routing power to all four wheels.

Unfortunately, it's still not known whether Mercedes is going to sell the wagon on North American shores. Not only could the shooting brake potentially steal sales from the GLA-Class compact crossover, but the automaker is barely keeping up with CLA supply as it is. The company's Kecskemét, Hungary, factory isrunning three shifts to keep up, and Daimler boss Dieter Zetsche claims Merc could sell twice as many as first expected.

source: autoblog
by Chris Bruce

Image Credit: CarPix

http://www.boscheuropean.com

VW - Repair and Consignment Sales Redwood City - Volkswagen rolls out sporty Street Up! - Bosch European Redwood City - (650) 368-3000

When Volkswagen unveiled the production Up! hatchback at the 2011 Frankfurt Motor Show, it showcased a series of concept versions alongside it. At the Geneva Motor Show the following year, it returned with another quartet of whimsical Up! concepts. There were more before and there will be more after. But few of them ever reached production. We have the three- and five-door models, the electric e-Up! and soft-roading Cross Up!, as well as Skoda and Seat versions, but aside from the cool convertible concepts, the one we really wanted was the GT Up!, and that never made the cut. But Wolfsburg seems to be out to at least partially right that wrong with the release of the new Street Up!



This sportier take on the German city car features a sport suspension, 16-inch alloys, racing stripes running up the hood and roof and along the doors and side panels and an interior decked out with contrast stitching, black headliner, unique shift knob and steering wheel. It even comes bundled with premium stereo and climate control. Unfortunately the same engine choices apply, so the most punch available is 75 horsepower. But appearance aside, the sport suspension ought to improve the vehicle's nimble handling around city streets. A mini GTI it may not be, but a sportier hatchback is never a bad thing.

news source: Volkswagen
Autoblogy
by Noah Joseph

http://www.boscheuropean.com

Jaguar - Repair and Consignment Sales Redwood City - Jaguar SUV spotted testing in Britain - Bosch European Redwood City - (650) 368-3000

Jaguar's upcoming SUV has been spied in testing on UK soil for the first time

The new Jaguar SUV has been spotted undergoing testing in the UK by Auto Express reader Phil Mullin.

It looks like a disguised Range Rover Evoque, but like the previous sighting of the Jaguar SUV winter testing in March this year, its nose resembles C-X17 SUV concept - hinting at Jaguar branding rather than Land Rover.

The image also shows an extended wheelbase and slightly bigger track than the Evoque, as well as slightly longer front and rear overhangs, which tie in with the concept car's size and shape. 

The new SUV is expected to be launched in 2016, although Jaguar has not confirmed anything about the production car yet.

The number plates confirm that this test mule is branded as a Jaguar, registered in March this year. It's sporting a 2.0-litre diesel engine, although it's not likely to be one of the new 'Ingenium' engines made at Jaguar Land Rover's new 750 million engine plant opened yesterday. The 2016 car will certainly use these new engines when it launches, however.

We expect the SUV to start from around $48,000, in between the Evoque and the Range Rover Sport in the Jaguar Land Rover range. We also expect to see some prototype bodyshells testing at some point next summer, ahead of the 2016 release date.

source: http://www.autoexpress.co.uk/jaguar/89289/jaguar-suv-spotted-testing-in-britain
by Lawrence Allan


http://www.boscheuropean.com