When Evo magazine’s founder and Editorial Director Harry Metcalfe says a machine is “the most amazing vehicle you’ve ever seen,” you know you’re in for a treat. After all, Metcalfe has been at the head of the British magazine since its first issue in 1998 and has owned or driven nearly every vehicle you can imagine.
The amazing machine that’s netted such admiration from Metcalfe? The Scamander, a truly all-terrain vehicle designed and built by Peter Wheeler, the man who owned British boutique automaker for 23 years. With its 300-horsepower V6 engine, the Scamander is reportedly capable of hitting 60 miles per hour in about eight seconds and can hit a top speed of 120 mph.
On land, that is…
You see, there’s also a impeller out back, meaning this crazy floating contraption can also take to the water. Sadly, Wheeler died before seeing this project to completion, but his wife and a team of engineers made sure that the Scamander finally saw the light of day in fully finished form. to see Metcalfe take the Scamander over land and sea.
, Italy’s largest automaker and the company in control of , has announced that it is suspending sales to amidst a wave of global sanctions against the Middle Eastern country’s nuclear efforts. The automaker says this includes passenger cars, trucks and buses under its Iveco brand.
The automaker said it will honor a limited number of binding contracts but would stop exporting any cars or parts to Iran immediately. Fiat also said that its business in Iran was “totally immaterial in a quantitative and qualitative sense.” In other words, the move won’t have any real impact on the company’s bottom line, apparently.
Fiat joins , PSA and as automakers no longer doing business in Iran. No American automakers sell vehicles in Iran. Read the complete statement from Fiat , along with a response from United Against Nuclear Iran.
Memorial Day weekend is one of the premiere road trip holidays. According to the American Automobile Association, more than this weekend, averaging 642 miles each. That means, for many, crossing state lines. And nowadays, that’s more confusing than ever. Speed limits may vary, but at least those are posted. Cell phone laws, however, are much more confusing.
For example, if you were driving from Michigan to Florida, you could legally text while driving in Ohio and Florida, where there are no laws banning it. But in between, it’s illegal, as 38 states have laws against texting while driving.
There are 10 states where you couldn’t hold my phone to my ear, as these states ban drivers from using hand held devices and require hands-free cell phone use.
Younger drivers, those with learners permits or under 18, may face stricter enforcement in some states, though it’s unclear exactly how a cop can figure out someone’s age at 70 miles per hour.
Of course, some cities have their own laws, as well, banning everything from texting while driving to dancing with girls. Make sure you know those laws as well. Or, just stay home, no one really wants to go to anyway. To see exactly what your state’s laws are regarding cell phone use while driving, check out the Insurance Institute for Highway Safety or scroll through the maps in our gallery above.
Every year at every auto show we see concept cars that envision replacing the rearview mirrors with digital cameras. They’re usually the exterior mirrors and not the central one above the windshield, but whatever the case, and however much sense they seem to make, government regulations prevent them from being put into production. But has found another use for the idea: its racing cars.
The latest R18 Le Mans prototype features, among other more considerable advancements, an AMOLED screen in the closed cockpit that’s hooked up to a video camera, housed in carbon fiber and protruding ever so slightly from the tail fin. The system allows the drivers – who are put under enormous strain over the course of an endurance race – to clearly see the traffic coming up behind (or that they’ve just passed), which is apparently of great benefit considering that these mid-engined, closed-cockpit LMPs have no room for a rear window through which a conventional mirror would peer.
While they were at it, Audi moved the gear indicator, some warning lights and the tire slip gauge to the high-mounted central display. The side mirrors are still there on the outside, so the system doesn’t eliminate that drag (for now), but it operates independent of the sight-limiting vibrations that can occur at the high speeds an LMP can reach, and of the weather conditions that can cause reduced visibility from spray in the wet.
Though it may take some time, if Audi wins on Sunday, it could end up selling this technology in its road cars on Monday.
If news of a more powerful sounds familiar, it’s because we earlier in the week. Now, though, a reader of the same Swedish site that initially broke the news has fired back with a set of spy photos, and we can clearly see that is indeed making improvements to the S60.
As for what exactly those improvements are, your guess is as good as ours. As we reported before, – the tuning firm that now offers power upgrades for the current range of Volvo products – is said to be handling the more potent S60, with horsepower slated to be somewhere in the 350 to 400 range. Volvo could use a version of the Yamaha-sourced V8 from the , but in this day and age, a boosted version of the turbocharged inline-six sounds more realistic.
Of course, a hotter S60 will need more than just power to make it truly competitive with the likes of the and . We’re sure that Polestar has many a trick up its sleeve, and we’re indeed interested to see how the whole project pans out. Stay tuned.
In pretty much any racing series you go to, the cars tend to progress in an evolutionary, not revolutionary fashion. This year’s crop of Formula One cars, for example, may have those ungainly stepped noses, but they otherwise look pretty much the same as last year’s cars, which looked mostly the same as the cars the year before and the year before that, and so on and so forth. The same could be generally said of Indy, Le Mans prototypes…even stock cars. The DeltaWing project, however, is another story altogether.
Designed and developed by an alliance of some of the biggest names in racing and recently backed by , the DeltaWing represents a comprehensive rethink of what form a race car can and should take. The idea was originally fielded as a proposal for the new IndyCar chassis, but that series’ organizers went once again for something much more conventional. So the brain trust behind the project adapted it for endurance racing and are taking it to Le Mans this year.
But surely they didn’t put all that work into it just to race it once – outside the classifications as a demonstration only – did they? Not if Don Panoz has anything to say about it. One of the partners in the DeltaWing project and the father of the racing car manufacturer that bears his name, Panoz hopes to find a way to race the DeltaWing in the American Le Mans Series which he essentially founded.
A way to equalize its performance with either the LMP1 or LMP2 classes would need to be found with the IMSA and the FIA, but considering how it was adapted from an IndyCar proposal to a Le Mans racer, the platform seems pretty flexible. But Panoz doesn’t want to race just one. Sure, a solitary entry in the full ALMS calendar would be a great start, but Panoz reportedly envisions assembling a quantity of DeltaWings at his factory in Georgia that has over the years built cars for Indy, Champ Cars, Superleague Formula and of course Le Mans and the American Le Mans Series.
Just how many remains to be seen, but with powerhouses like Panoz, Nissan, Highcroft, Chip Ganassi and Dan Gurney on board, we would be very surprised if the DeltaWing ran just the once.
The passing of automotive legend Carroll Shelby has led to an , including a replay of a toe-tapping melody from country music great Mac Davis. Davis has enjoyed a long and successful career as both a performer and songwriter, with several number one songs including three written for Elvis Presley.
If you watch Mac’s tribute to the one and only Carroll Shelby, you’ll see his talent on display. Davis took the time to sing his Shelby song that he’d written years before, and you can view it yourself by . The lyrics are pretty amazing, and they can be a bit of an elaborated history lesson for enthusiasts who thought Shelby’s fame is relegated to a few models.
It could be said that no auto show is as glamorous as the Concorso d’Eleganza Villa d’Este. Held on the picturesque shores of Lake Como in northern Italy, the annual concours is sponsored by . So it only stands to reason that the Bavarian automaker wouldn’t let the show come and go without making a splash on its own.
Previous years saw BMW roll into Cernobbio with such show-stopping concepts as the and the , but this year it’s not looking back on its history to draw its inspiration. Instead it’s teamed up with celebrated Italian coachbuilder Zagato to dream up the concept you see here.
A rare instance of Munich reaching beyond its own design department, the BMW Zagato Coupé is a one-off concept, but is far from a fragile show car. The shape is aerodynamically optimized and the car is fully road registered in Germany, and has already undergone high-speed testing at BMW’s own test facility. The Bavarian automaker remains tight-lipped on its underpinnings and running gear, but the obvious conclusion – whether ultimately correct or not – is that it’s based on the roadster.
Whatever lies beneath the hand-crafted aluminum shape, however, is of less consequence than its design. Reinvigorating a tradition of collaboration that goes back to the 1959 BMW 3200 Michelotti Vignale through to the Giugiaro-designed M1 of 1978, the Zagato Coupé concept aptly embodies design cues attributable to both BMW and Zagato – from the twin-kidney grille (whose mesh is made up of little Zs), over the double-bubble roof (a hallmark of Zagato styling originally intended to accommodate a racing helmet in early designs) to the Kamm tail that BMW and Zagato both claim as common heritage.
The greenhouse is set way back and the hood is longer than it took us to put together the immense gallery of high-resolution images BMW has released of the show-stopping concept, which you’ll want to check out in detail along with the full press release .
It looks as if aims to spread the Alltrack love around. Autocar reports the German manufacturer is currently mulling a lifted version of its next and . European buyers would be able to sink their teeth into the smaller of those two creations, while Americans would be left to enjoy the larger Jetta Alltrack. Like the Passat Alltrack shown above, the vehicles would enjoy a taller ride height, black plastic cladding on the wheel arches and unique front and rear fascias. Why would Volkswagen look to add another crossover to its ranks when it already has the ?
The next-generation Tiguan will likely be larger and offer third-row seating, leaving a compact crossover-sized void in the company’s lineup. An all-wheel drive high-riding Jetta could be just the answer. There are no solid details on what the driveline could offer, but we’d be surprised if anything other than the current spate of gasoline and diesel four-cylinder engines showed up under the hood.
The 70s were a definitive decade for music and movies. Fashion and cars, not so much. The 80s corrected one of those oversights, an era of ethereal supercars like the 959, game-changing exotics like the Testarossa, and, best of all, everday cannons that offered mortals a generous portion of lairy thrills, such as Chris Harris’ 1986 e28 .
In 1986, a 3,100-pound, 286-horsepower luxury sedan straight from the factory that could also handle was as rare as a goose with lips. Sure, there was a more powerful AMG but it didn’t want to get into a lengthy conversation about handling, and there was the AMG Hammer, but that was a terrifically expensive tuner special. The M5 weighed the same as the 1986 and had 225-section rear tires just like the ‘Vette, but the M5 had 36 more horsepower. And it had four, leather-covered seats. And it could corner.
All of which has to do with why Drive’s Chris Harris spends eight minutes explaining, and showing, why he loves his personal M5 so much. to learn about the sedan that compels him to say “it’s the best money I’ve ever spent on a car.”
Picking up a used luxury car is a great way to save some coin. Letting the previous owner take the fall on depreciation is a smart move, but it’s worth remembering that high-end autos carry with them high-end maintenance and repair costs. Using Edmunds.com data, 24/7 Wall Street has compiled what it says are the 10 most expensive vehicles to own, and the list is populated by some not-so-surprising names. and soak up the lion’s share of the offenders, though other manufactures make a showing as well. Perhaps not surprisingly, the takes top honors as the most expensive of them all with a “true cost of ownership” of $245,469. That’s in addition to the gullwing supercar’s $210,875 MSRP.
The calculations not only factor in deprecation, but also things like fuel, maintenance and insurance costs.
All told, Mercedes-Benz models takes four of the 10 spots on the list. That’s twice as many as BMW, and the rest are split between makes like , and . If that last one seems a bit out of place, keep in mind Nissan makes the mighty (and mighty complex) . Check out our gallery below for a full list of the biggest offenders.
2,500 rpm in a family sedan generally isn’t a whole lot to get excited about. In fact, it’s traditionally closer to idle speed than anything offering the possibility of real entertainment. But each and every one of those 2,500 revolutions in this offers a frisson of excitement when whirling away in concert. Why? Because they add up to 100 mph. In a four cylinder.
Process that for a minute: 2,500 revs = 100 mph in a 2.5-liter normally aspirated four-door kinshlepper. This, friends, is impressive. We first verified the figure for ourselves during a prototype drive at Nissan’s Arizona proving grounds back in March. More real-world numbers include 2,000 rpm at 80 mph and just 1,450 rpm at 60 mph. Credit the Altima’s Continuously Variable Transmission, which has been extensively reworked for this new model. Seventy percent of the transmission’s parts are new, and internal friction has been reduced by up to 40 percent through a battery of small tricks including redesigned internals swimming in lower viscosity oil. The transmission has a super-wide 7.0 gear ratio spread and reprogrammed control logic to help the keep all four pots on boil as necessary.
Of course, it’s still a CVT, which is to driving enthusiasts what Mark Zuckerberg is to the Amish. But Nissan’s Xtronic unit at least makes a good go of it, thanks to a sport mode that introduces shift points to create a physical and auditory experience similar to that of a traditional torque converter automatic. To be fair, the revs don’t plunge quite as far as they would in a slushbox, but it keeps the engine in the meat of its powerband and still delivers a pretty convincing performance, even when subjected to aggressive throttle openings. Either way, those awkward “stretched rubberband” CVT moments are kept to the bare minimum, only rearing their head when the accelerator is buried in the carpet, and just for a moment. Under most circumstances, we imagine most Altima drivers probably won’t even notice they own a CVT.
You can now attack the configurator with tame abandon. Why tame? Because there are hardly any options; understandable for – just about everything is standard or included in a trim package.
The proceedings (plus $920 for destination) for the front-wheel drive XTS Standard, rising in increments of about $5,000 through three additional trims: Luxury, which adds ornamentation like dual stainless exhaust tips, , and more seat functions; Premium, which upgrades the to a 14-speaker Bose system and adds the 12.3-inch reconfigurable dash cluster, plus tri-zone climate control; and Platinum, which swaps for 20-inch wheels and installs power and manual rear shades. Step over to the all-wheel drive XTS and the bar moves up to $51,835 and begins at Luxury, moving through Premium to top out at $61,305 for the AWD Platinum.
There are five colors from which to choose, and on all but a few models there are just two cost options that aren’t already checked: the $75 engine block heater and the $350 compact spare tire. On the Luxury trim you can add the $1,450 UltraView power sunroof and $795 upgraded CUE system, on the Premium you can add the $250 power rear sunshade. There is nothing else for your fancy to do.
The only shocker we found were interior options: the trims below Platinum get four color options, including a couple of contrasting two-tones like the beautiful caramel and jet black (inset). The Platinum trim only gets two interior color choices, caramel not one of them. Checking all two boxes on the Platinum leaves you with a heady $62,725 for the lot. We’d advise you not to take our word for it, though, and get over to the configurator and start virtually outfitting one for yourself.
has already tipped its hand, revealing that it will introduce five new models over the next 15 months. Those five models include the , , , and . Of those, we’ve already spent some time with the Altima, and its improved performance, upscale interior and slightly larger dimensions once again had us wondering if there was still a need in Nissan’s portfolio for the pricier .
Apparently, there is. Despite the Max sharing the Altima’s basic platform and powertrains for some time now, Nissan says its most expensive sedan is viewed differently by consumers. Officials we spoke with at the Altima’s launch in Tennessee this week noted that the company sold about 59,000 examples last year, of which some 51,000 went to actual retail customers. For those keeping track of such things, Nissan says that actually makes Maxima America’s top retailing non-luxury V6 sedan, Number One in a catch-all segment that includes everything from the to the , , and (not to mention six-cylinder versions of cars like the , and ). The current Maxima has been on sale since 2008 and received a very minor facelift for 2012.
According to J.D. Power and its Power Information Network data, those purchases transacted at around $30,000, well above the Altima’s $24,000 sales sweet spot.
Add all this up, and you get a solid business case for the next-gen Maxima, on which work has just kicked off in earnest now that the company’s decks have been cleared of the Altima. Officials declined to nail down a timeframe for us, but given what we know about Nissan’s product cadence over the next 12 months or so, we suspect the eighth-generation Maxima will arrive for 2015. Given the current car’s quiet sales success, we don’t expect the next Maxima to radically change the formula, so exorcise any thoughts you have about a shift to rear- or all-wheel-drive architecture. The original Maxima arrived in 1980 as a RWD sedan but made the shift to FWD in 1984 and hasn’t looked back since.
Renault has officially released details on its Alpine A110-50 Concept. Designed to pay homage to the original Alpine A110, the machine wears a body crafted from carbon fiber and dipped in a shade of the same iconic Alpine Blue we all know and love. Up front, designers worked in a set of half-ring yellow LED lights reminiscent of the hood-mounted fog lights found on the original. That’s pretty much where the similarities end, however. Based loosely on the crushingly-sexy Renault Dezir Concept, the new machine boasts proud fender arches, a wild split-wing rear spoiler and scissor doors.
As we’d heard before, the A110-50 Concept rolls on the same chassis as the Megane Trophy, complete with adjustable Sachs dampers, 21-inch wheels and the notable absences of on-board nannies like ABS or traction control. Hefty 14-inch front brake discs are pressed by six-piston calipers, while the 13-inch discs out back make due with four-piston units.
Renault placed a 3.5-liter V6 mid-ship with a full 400 horsepower on hand. A roof mounted-intake funnels air from outside the engine bay into the machine’s carbon-fiber intake. Meanwhile, a dual-clutch six-speed gearbox allows the driver the choice of disengaging the transmission via a floor-mounted clutch pedal or shifting via steering-wheel mounted paddles.
the full press release as well as a couple videos.
According to the 2012 U.S. Automotive Industry Survey and Confidence Index by Booz & Co., alternative vehicle powertrains may take up as much as 10 percent of the total market by 2020, but only if the federal government continues to support development.
Without a helping hand from Uncle Sam, only 30 percent of the researchers, executives and consumers who participated in the survey believe alternative-fuel machines will be able to carve out that small slice of the market. Specifically, federal tax incentives for potential buyers could help push the technology forward in the future.
According to Wards Auto, further development faces a double hurdle. First, additional urban planning is required to demonstrate plug-in hybrids and EVs will be viable options for buyers, but at the same time, government agencies also need to see fuel cell and battery costs come down before being willing to pony up for chargers or incentives.
Even so, 70 percent of those surveyed said they were more confident about future hybrid demand than they were in 2011. Take a look at the full survey results .
The 2013 gets incremental improvements everywhere. Outside the changes are minimal: fewer vertical slats inside the kidney grille and a larger chrome surround, two horizontal chrome accents bars splitting the lower intake, restyled side mirrors with turn-signal indicators, and new shades of red on the taillights. Inside are resculpted front seats, more soundproofing, redesigned ambient lighting, an updated iDrive controller and “floating” screens for the Rear Seat Entertainment package, and an optional Bang & Olufsen sound system. Along with those changes, the look of the navigation system has been updated with new menu organization, displays, a “pie menu” and 3D elements. The Attention Assistant system provides gives BMW drivers their own coffee cup icon to remind you when it’s time to rest and hands-free trunk operation makes its first appearance in the range.
The eight-speed steptronic transmission, fitted to every model, allows the new 7 to make more of its engines. Under the hood, the inline six-cylinder in the 740i maintains the same power ratings, 315 horsepower and 330 lb-ft, but is mated to the new eight-speed Steptronic transmission and said to have “significantly improved” efficiency, with a 20 percent increase noted in the EU cycle. The 4.4-liter V8 in the 750i gets fitted with Valvetronic and gets bumps of 45 hp and 30 lb-ft, for 445 hp and 480 lb-ft total. The changes reduce its 0-60 time to 4.7 seconds, at the same time as fuel economy on the EU cycle climbs 25 percent with the new transmission.
The second-gen ActiveHybrid 7 drops down an engine size, swapping its previous V8 for the 3.0-liter six-cylinder from the 740. It’s yoked to a 55-hp synchronous motor. Rated at a combined 349 hp and 367 lb-ft, BMW says it is 14 percent more fuel efficient than the 740i.
Both the 740i and 750i will come with a new powertrain management system dubbed ECO PRO that joins the other Driving Dynamics Control settings and that includes a coasting mode operable between 30 and 100 mph. Other driving enhancements include Dynamic Damper Control, an electronically controlled damping system that works on each shock individually dependent on road conditions, self-leveling rear suspension now standard on all models, and xDrive available on the 740i.
Both the 740i and 750i will arrive in showrooms this summer, the ActiveHybrid 7 coming this fall. The high-res gallery above can show you what’s coming, scroll down to read all about it in the press release.
The numbers haven’t been definitively crunched, but it is expected that the estimated 32,310 traffic fatalities in 2011 were the lowest on record in the 62 years that records have been kept. Yet the good news about the total number of fatalities masks regrettable news for traffic safety authorities: automobile fatalities are down, but motorcycle fatalities are up.
After a steady rise in motorcyclist death rates through the first decade of the new century, in 2009 and the beginning of 2010. Observers hoped the trend would continue, but that didn’t happen when deaths ticked up slightly over the course of 2010 and stayed steady through 2011.
Causes are varied, from high gas prices leading more people to ride motorcycles to inadequate training for both riders and automobile drivers on how to ply the roads safely. A report breaking down the numbers also “noted that 29 percent of fatally injured riders in 2010 had a blood-alcohol concentration at or above the legal limit, and 35 percent of motorcycle riders involved in fatal crashes were speeding.” It didn’t, however, indicate how much of those numbers overlapped – how many of those riders were over the limit when they died.
Nor does it look like current developments will allay the trend in the near-term. Only 19 states require riders to wear helmets, Michigan just repealed its compulsory helmet law and five other states are considering such measures. Again, the overall number of fatalities is welcome news considering how many more people and cars there are on the roads now compared to 1949, but the takeaway for motorcyclists is that there is now more reason to be extra careful when you ride.
Used to be if Renault wanted to celebrate a Formula One team with special edition, it would celebrate its own. But having sold the bulk of its own team to and Genii Capital in favor of supplying engines to a greater variety of independent teams, its latest commemorative hot hatches honor the (current) king of them all: Red Bull Racing.
Just a couple of months ago, Renaultsport rolled out the , and is now following up with a similar treatment applied to the smaller Twingo (with a special edition Megane to follow). Celebrating the team’s 2011 constructors’ title and the Renault-powered car that got them there, the Twingo RS Red Bull Racing features a black and yellow livery (though we don’t know what the color scheme has to do with the team that races in dark blue with red), the otherwise optional Cup suspension, blacked-out 17-inch alloys and the RS Monitor onboard telemetry system.
Order books are opening in June across nine markets in Europe and in Japan. But even if you’re not in one of them, you can still for the full press release and scope out the images in the high-resolution image gallery above.
We’ve seen some rather unfortunately garish chrome-jobs in our day, and yes, some have even ladled on the shiny stuff in gold. Many of those have also been vehicles. But while we’ve come to expect that kind of bling from owners with cash coming out of their Ferragamo shoes, we didn’t expect the same treatment to be carried out by Mercedes-Benz itself on its own vehicles.
We were wrong. Because that’s precisely what the German automaker had in store for this year’s Cannes International Film Festival. For the awarding of the prestigious 65th Palme d’Or, Benz rolled out a fleet of vehicles wrapped in gold in which it shuttled around movie stars and other celebrities. Among the attendees were the four-door coupe, sport-ute and limousine.
The AMG division was also on hand to show off the new and offer celebrities a chance to drive their latest offerings. Hopefully those convinced on the Cote d’Azur to place an order will have the good sense to forgo the gilded treatment, though. See what Daimler had to say for itself in the .
