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Sunday, January 23, 2011
Saturday, January 22, 2011
Friday, January 21, 2011
Ferrari FF: Where's Keith Jackson when we need 'im?
Editor Wes Raynal
Elsewhere on this Web site you'll see our news story on the new Ferrari FF, Maranello's latest 4-seater and its first-ever four-wheel-drive production car (four and four, FF, get it?). It's got a gazillion horsepower and will cost more than a house in the Hamptons.
The FF is "trending," as the kids like to say. That means the car, which Ferrari hopes will attract a new kind of customer with its potential all-weather ability, is basically burning up the Internet--besides traditional car sites like this one, it's all over Facebook and Twitter. In fact, within 15 minutes after we put our story up there were almost two dozen comments.
This being the Web, some are snarky. One guy writes, "You couldn't pay me to drive this." That made me LOL--I'd be willing to bet if he had the keys he wouldn't kick the FF out of his driveway. I can't believe I haven't seen one of those clichéd "does this color make my butt look big?" comments.
You people disappoint me.
Besides, I think Ferrari just launched the ultimate tailgaiter--and I mean that as a compliment.
Can you imagine pulling up to your college reunion tailgate party in this baby? All of a sudden you're the guy men fear and women crave. Pop open the hatch (did I just write that about a Ferrari?) and unload your grill, beer and brats, and you'll instantly be the most popular guy from your class. Hell, you'd more likely unload your catering staff from this! With 60 mph arriving in less than 3.7 seconds and a 208-mph top speed, your hot wings will never get to a stadium faster.
We'll see the car for real at the Geneva show in March, but I'm looking beyond that: I already can't wait for college football to start. This car will make you wish every day was Saturday.
Ferrari FF: A 660-hp people hauler
WITH VIDEOS -- Ferrari revealed the first photos of its new FF model on Friday and calls it the most powerful, versatile four-seater ever, as well as Ferrari's first-ever four-wheel-drive car.
Oh, yes, and it's a hatchback!
Ferrari says that the FF--its name is an acronym for "Ferrari Four" (four seats, four-wheel drive)--replaces its 612 Scagletti and ushers in an entirely new GT sports-car concept.
Like the California, Ferrari says that the FF is intended to be more usable than outgoing models. The Italian firm hopes it will bring new customers to the family. Ferrari sees the Bentley Continental GT/GTC and the Aston Martin Rapide as prime competition, not to mention coupes from Porsche, Audi, BMW and Mercedes-Benz.
Noting that it will hit 62 mph in 3.7 seconds and top out at a smokin' 208 mph, we think Ferrari should include jet-propelled vehicles in the competitive set, too.
Prices have yet to be announced. It will debut at the Geneva motor show--for more coverage of the Geneva show go to http://www.autoweek.com/section/geneva--and go on sale in the United States in the fall.
A new 6.3-liter V12 powers the car, putting out a stout 660 hp at 8,000 rpm, just 10 hp less than the 599 GTO--now, that'll haul the freakin' groceries! As for torque, it's rated at a robust 504 lb-ft at 6,000 rpm.
The four-wheel-drive system is called 4RM. Ferrari has released few details on the patented system, but officials say it manages continuous torque distribution to all four wheels and weighs half of what a conventional four-wheel-drive system weighs..
READ THE FERRARI PRESS RELEASE
The FF unveiled on www.ferrari.com
A revolutionary four-seater, four-wheel drive V12 Ferrari: exceptional performance and versatility
Maranello, 21st January 2011 – The official Prancing Horse web site, Ferrari.com, has revealed the first photographs of the new FF, the company's most powerful, versatile four-seater ever, as well as its first ever four-wheel drive car.
The FF - an acronym for Ferrari Four (four seats and four-wheel drive) - ushers in an entirely new GT sports car concept. A decisive break with the past, the new car represents not so much an evolution as a true revolution.
This new V12 melds to an unprecedented level an extremely sporty, high-performance character with incredible versatility, superb comfort and sophisticated elegance, guaranteeing both driver and passengers an absolutely unique driving experience.
Designed by Pininfarina, the shape and proportions perfectly interpret the FF's harmonious blend of sporting DNA and extraordinary usability.
The FF features the company's first ever four-wheel drive system. Ferrari's exclusive, patented 4RM (four-wheel drive) weighs 50 percent less than a conventional four-wheel-drive system, maintaining perfect weight distribution (53 percent over the rear axle). Completely integrated with the car's electronic dynamic control systems, the four-wheel-drive technology delivers record levels of performance on all terrains and in all conditions via continuous and intelligent predictive torque distribution to all four wheels. The FF is also equipped with the latest magnetorheological damping system (SCM3), as well as the most recent development in carbon-ceramic brakes from Brembo.
Exceptional performance levels come courtesy of the new 6,262 cc direct injection engine which develops 660 CV at 8,000 rpm. In tandem with its transaxle dual-clutch F1 gearbox, stunning acceleration figures (0-100 km/h in 3.7 sec.) are guaranteed. The new model's class-leading weight-to-power ratio of 2.7 kg/CV, along with its ideal weight distribution, ensures exceptionally responsive handling. The result is that owners will be able to enjoy the FF's prowess over a wide range of uses: city driving, on low grip or snow-covered surfaces and on the track.
Performance aside, Maranello's latest model also offers standards of passenger space, comfort, in-car spec and equipment previously unheard of in such a high-performance car. It can comfortably accommodate four people and their luggage, thanks to the best cabin space and boot capacity (450 litres extendable to 800) figures in its category, including four-door cars.
A vast array of personalisation options and accessories has been developed for the FF. These include six model-specific exterior colors and sumptuous interior trim incorporating specially selected and treated aniline leather.
The FF, which will make its official debut in occasion of the upcoming Geneva Motor Show, is presented today with the first three photos from a dedicated shoot by Giovanni Gastel.
TECHNICAL SPECIFICATIONS
Engine
Type 65-degree V12
Overall displacement 6,262 cc
Maximum power 660 CV @ 8,000 rpm
Maximum torque 683 Nm @ 6,000 rpm
Dimensions and weight
Length 4907 mm
Width 1953 mm
Height 1379 mm
Dry weight* 1790 kg
Weight distribution 47% front, 53% rear
Weight/power ratio 2.7 kg/CV
Performance
Maximum speed 335 km/h
0-100 km/h 3.7 sec
Fuel consumption and emissions (ECE+EUDC)
Fuel consumption** 15.4 l/100 km
Emissions** 360 g/km
* European market version
** With HELE system
Here's a video made from the press photos:
Ferrari FF technology focused on performance, less weight
The four-wheel-drive system in the Ferrari FF is engineered to maintain the car's near-even weight distribution over the axles.
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At 660 hp, the Ferrari FF matches the horsepower output of the 2002 Enzo, becoming the most powerful production Ferrari ever. The company built just 349 units of the Enzo from 2002 to 2004, while Ferrari plans to build about 1,000 FFs a year.
Other technical innovations introduced by Ferrari on the FF:
-- The company's patented four-wheel-drive system, called 4RM. The Italian automaker claims it is 50 percent lighter than a conventional 4WD system, allowing the FF to have a near perfect weight distribution (53 percent over the rear axle).
-- The suspension will include SCM3, the latest version of magnetorheological self-adjusting damping systems.
-- Brembo's latest carbon-ceramic brakes will be standard. They'll be lighter than conventional cast-iron discs and promise to last the entire life cycle of the car.
At 193 inches long, 77 inches wide and 54 inches tall, the FF is almost exactly the same size as the 612 Scaglietti. The FF replaces that car, which came out in fall 2003 and got a new interior in 2007. Last year, the 612 was Ferrari's fourth model in terms of sales, behind the California, the 458 Italia and the 599 GTB Fiorano.
Naissance de la première Lexus LFA
Ultra médiatisée, à la fois durant les mois précédant sa présentation et durant ceux qui ont suivi, la Lexus LFA se fait depuis plus discrète. Jusqu’à ce jour qui a vu naître le premier exemplaire « client ». Une sortie de chaîne curieusement reste très discrète…
Après avoir attisé l’attention autour de son bolide avec deux concepts, puis avec des prototypes peu discrets sur le Nürburgring, Lexus est aujourd’hui plus disert. A tel point qu’aucun communiqué officiel n’a été publié à cette occasion.
C’est en effet le 15 décembre que le premier exemplaire a quitté les chaînes de l’usine de Motomachi à Toyota City. Le modèle bénéficie bien entendu d’un processus de production qui n’a rien à voir avec celui des Corolla assemblées à quelques encablures.
500 exemplaires seulement en seront assemblés, par les 170 employés dédiés à la production de ce modèle particulier. Une production qui ressemble plus à une naissance sous haute surveillance, chaque opération étant dûment notée et enregistrée, comme pour un acte chirurgical de haute précision.
Ford Focus, gamme et prix
Depuis un an, Ford a distillé peu à peu les informations concernant la nouvelle Focus, vantant tantôt ses motorisations, sa sécurité, sa connectivité, sa qualité… L’heure de vérité approche, celle de sa commercialisation, et les derniers détails concernant la gamme, sa composition et ses tarifs sont arrivés.
Si dans certains pays la gamme peut comporter jusqu’à quatre niveaux, il n’y en aura que deux en France : Trend et Titanium.
Du côté des équipements, toutes les versions reçoivent la base nécessaire, vitres avant électrique, verrouillage central, rétroviseurs à réglages électriques, multiples airbags ou l’ordinateur de bord, climatisation (manuelle). Quant à la Titanium, elle s’offre les jantes alliage, la climatisation régulée bizone, les vitres arrière électriques, l’éclairage d’ambiance à LED, le cadencement automatique des essuie-glaces, l’allumage automatique des phares, le démarrage mains libres (pas l’accès), les feux à LED à l’arrière ainsi que le régulateur et limiteur de vitesse, le radar de recul ou encore la surveillance de pression des pneus.
Les divers équipements technologiques sont intégrés au catalogue des options : éclairage d’ambiance multicolore, accès mains libres, surveillance d’angle mort, alerte de franchissement de ligne, dispositif anti-collision à faible vitesse, stationnement semi-automatique, régulateur de vitesse adaptatif. On trouvera au chapitre options des équipements plus classiques, comme le toit ouvrant, les capteurs d’aide au stationnement avant et arrière, les rétroviseurs rabattables électriquement, les projecteurs au xénon, la sécurité enfant électrique, les sièges et pare-brise chauffant…
Si la Titanium est disponible avec toutes les motorisations, la Trend se limite en essence aux versions atmosphériques, et en diesel au 1.6 TDCI (dans les deux versions), ainsi qu’au 2.0 TDCI 115 ch Powershift Elle débute ainsi à 18.850€ pour finir à 23.450, et la Titanium de 21.050 à 27.600€. Les carrosseries 4 et 5 portes sont facturées au même tarif, mais le breakréclame 700€ de plus.
70,4 millions de véhicules vendus dans le monde en 2010
Le marché automobile mondial a progressé en 2010 de 11,7 % à 70,4 millions d’unités. Le trio de tête reste inchangé par rapport à 2009 avec la Chine et ses 16 millions d’unités devant les Etats-Unis (11,6 millions d’unités) et le Japon (4,9 millions d’unités).
Même si le marché américain a progressé de 11 % par rapport à 2009, il reste encore assez loin de son point haut de 2007 où il représentait 23,5 % du marché mondial à 16,1 millions d’unités. A cette date la Chine pesait moitié moins que les USA dans l’échiquier mondial.
Les statistiques de 2010 confirment la folle croissance de quelques pays émergents qui gagnent d’années en années des places au détriment des pays industrialisés européens. Ainsi, l’Allemagne (3,1 millions soit -21,7%)perd sa quatrième place au profit du Brésil (3,3 millions soit +10,7%) alors que l’Inde (2,6 millions soit +31%) gagne deux places en dépassant l’Italie et le Royaume-Uni avec la France en ligne de mire.
En terme de croissance, la palme revient au Chili avec +66% à 285.000 unités devant l’Indonésie (+50% à 707.000 unités), la Colombie (+38% à 239.000 unités) et la Turquie (+37% à 765.000 unités).
2012 Lamborghini Aventador LP700-4 Prototype Photos - Future Cars
2012 Lamborghini Aventador LP700-4 Prototype Photos - Future Cars ~ Gallery
An early look at the Murciélago replacement.
Feast your eyes on this spate of pictures of Lamborghini’s brimstone-respiring Murciélago replacement—which is all but guaranteed to be called the Aventador LP700-4. As you can see, it’s as feral and vulgar as a Lamborghini flagship should be.
The Aventador’s bulging front fender dominates the car’s profile, but it would be impossible to miss the air intake behind the driver’s door—it’s big enough to kick a football through. That intake will be gulping air for the all-new 6.5-liter V-12 (which we described in detail last month). There will be tremendous stoppers at all four corners, a requirement when the brakes have to rein in 700 hp and 509 lb-ft of torque.
Rather than aluminum or steel, the Aventador makes use of a carbon-fiber monocoque, similar in theory if not execution to that of the Sesto Elemento concept, which will help keep weight down. Add the trick, single-clutch transmission that the company says shifts faster than any dual-clutch unit—Lambo hasn’t allowed any instrumented testing on its prototypes yet—and it seems like the Aventador will tick all the boxes on the bleeding-edge-supercar checklist.
The Aventador’s bulging front fender dominates the car’s profile, but it would be impossible to miss the air intake behind the driver’s door—it’s big enough to kick a football through. That intake will be gulping air for the all-new 6.5-liter V-12 (which we described in detail last month). There will be tremendous stoppers at all four corners, a requirement when the brakes have to rein in 700 hp and 509 lb-ft of torque.
Rather than aluminum or steel, the Aventador makes use of a carbon-fiber monocoque, similar in theory if not execution to that of the Sesto Elemento concept, which will help keep weight down. Add the trick, single-clutch transmission that the company says shifts faster than any dual-clutch unit—Lambo hasn’t allowed any instrumented testing on its prototypes yet—and it seems like the Aventador will tick all the boxes on the bleeding-edge-supercar checklist.
2012 BMW 650i Convertible - First Drive Review
2012 BMW 650i Convertible - First Drive Review ~ Gallery
Think of the new 6-series as a beautiful 5-series—with all of its strengths and one major shortcoming.
If you are shopping for a 6-series convertible, please accept our congratulations. According to BMW market research, this is your third or fourth car—not ever, mind you, but currently.
To snag such customers, the Bavarians start with style. While the previous-generation 6 ushered in an almost iconoclastic era of BMW design, the new 6, styled by Nader Faghihzadeh, returns somewhat to the elegance of the first-generation 6 introduced in 1976. From every angle, the new car looks low and wide and oozes a subtle but unmistakable aggressiveness. The front end features a new fog light style—executed with LEDs—and a hint of the shark nose that had all but disappeared from BMWs. Thankfully, the 650i uses an evolution of the previous car’s fabric roof instead of a heavy folding hardtop.
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Inside, the new 6 is far better executed than the old. It is more driver-oriented, befitting a car with sporting aspirations—particularly a BMW. It is easy to find a comfortable seating position, at least up front. The rear seat remains as tight as before, but it is possible to take along two friends for short distances without jeopardizing the friendship.
Twin Turbos Underhood
While Europe gets a 640i with an inline-six and will soon offer a turbo-diesel as well, the only model for the U.S. market is the 650i, powered by BMW’s 400-hp, twin-turbocharged, 4.4-liter V-8. With 450 lb-ft of torque, it simply leaves the last-gen 650i—and its naturally aspirated 4.8-liter eight—in the dust. The 2012 car always seems to have extra power in reserve, and it pulls relentlessly up to its governor, which is set at a low 130 mph for regular models and 150 mph on those with the optional Sport package.
Some credit for this car's responsiveness goes to the transmission, the ZF 8HP70 eight-speed automatic. It shifts quickly and efficiently, and its extremely tall top gear helps keep fuel consumption at acceptable levels. But if you hustle it, the 650i still slurps gas. Figure on real-world fuel economy somewhere around 12–14 mpg if you’re going to play hard.
More rewarding than talk of efficiency is the great soundtrack of the V-8. We’ve experienced this engine elsewhere, but here, BMW tinkered with the ignition timing to achieve a delicate burble in the exhaust whenever the automatic shifts. And with so many gears to choose from, it shifts a lot.
Wait. Who Wanted What?
As nicely as the eight-speed box works, we’re glad a six-speed manual is still available—in the U.S., anyway. European customers, it seems, are embracing the idea of modern automatics being sportier than manuals. It remains to be seen whether the manual transmission sells in relevant numbers here. "The Americans clamor for it, but then they don't buy it," a BMW engineer complains.
While BMW talks at length about weight-reducing technologies, this car is porkier than the one it replaces. According to BMW, it now tips the scales at a whopping 4500 pounds, up from the predecessor's 4300. The new 6 loses the old car's complex aluminum front structure, but makes liberal use of plastic and aluminum panels.
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The chassis, with a multilink suspension front and rear, does an impressive job of masking the extra pounds. Equipped with the optional active roll stabilization, it provides exceptional roadholding, making it difficult to unsettle the car even on rough pavement. The stability system doesn't allow for much oversteer even in Sport+ mode, which triggers a gratuitous but legally required warning in the instrument panel when selected. You can turn off stability control almost all the way, but it will still kick in if you hit the brakes in a slide, remaining switched off after recovery. As in other BMWs, the other chassis settings are Sport, Normal, and Comfort.
Help Wanted at the Helm
Unfortunately, the electric steering is a reason to stay away from the sportier modes. As on the new 5-series, the steering is slightly numb on center and feels artificially heavy, but the synthetic feel is less noticeable in Comfort and Normal. You can tinker with the system settings individually, but no combination will charm you.
The steering feel and the V-8's drinking habits are the only drawbacks of an otherwise wonderful car that looks like a BMW should. The regular 6-series doesn’t have many competitors, although the even burlier M6 will return with a thoroughly reworked version of the same engine that could reach close to 600 hp. The somewhat-lighter 650i coupe will trail the convertible by six months. Whichever 6-series you choose for that fourth car, just be sure to spec the manual transmission.
