The New Car Thread
- Thread starter DuceTheTruth
- Start date
2013 Bentley Continental GT Speed Convertible
How the wealthy blow their hair back.
January 2013
BY JENS MEINERS
Bentley's PR department is in an enviable position. While other automakers need to launch an entirely new model, or at the very least a major face lift in order to appear on our radar, all Volkswagen's ultra-luxury subsidiary needs to do is come up with another trim level and a different engine control unit for home-page visibility. Just take the 2013 Continental GT Speed convertible—which will make its in-the-metal debut at the Detroit auto show later in January—as an example. Oh, did we mention that Bentley claims it’s the fastest four-seat convertible in the world? That could have something to do with all this fuss, too.
Actually, the changes that set the Speed apart from the standard GT convertible are not trivial. The twin-turbocharged 6.0-liter W-12 engine not only emits an intoxicating soundtrack, it also makes a stunning 616 hp, up from 567. Maximum torque is 590 lb-ft, served up at a low 2000 rpm. That translates to ear-to-ear-grin–inducing levels of performance. Bentley claims that the sprint from zero to 60 mph takes a mere 4.1 seconds; 100 mph comes up in 9.7 seconds, comfortably below the 10-second marker that defines the performance elite. And another exclusive marker is surpassed as well: This convertible tops out at a lofty 202 mph. The W-12 is mated to a ZF-sourced eight-speed automatic—a highly competent unit that can skip gears upon the driver’s request—featuring two column-mounted paddle shifters.
The Speed version also sets the internal hierarchy straight again. While the standard W-12 is quicker than the recently launched V-8–powered Continental on paper, real-life performance seems to be superior in the GT V-8. The Speed, by contrast, will enjoy a comfortable margin between itself and entry-level eight-cylinder. By the same token, it also guzzles a lot more gas: Bentley is estimating fuel-economy numbers of 12 mpg in the city and 20 on the highway. At this price point, hoping for average consumption in the middle-teens probably isn’t a big deal, but the Speed will require more-frequent refueling than the V-8 will, and that‘s an annoyance on long journeys. Thankfully, the tank holds a generous 24 gallons.
Given this convertible's claimed 5500-pound curb weight (that’s 385 pounds heavier than the coupe), the superior performance is all the more remarkable. Yes, Bentley took out some weight when the second generation of the Continental was launched in 2010, but only so much can be done to lighten a platform that’s shared with Volkswagen’s fantastically over-engineered Phaeton. (Internally, this model is referred to as a very major face lift; budget restraints kept the brand from creating an entirely new vehicle for the second-gen Conti.)
Hustling over tight country roads is not the Continental's preferred domain, but when asked, it can go through the motions impeccably, while not necessarily gracefully. The suspension is stiffer and 0.4-inch lower than in the standard Continental, and the stability-control system is reprogrammed to allow more slip and earlier re-application of torque after an intervention. And, importantly, the car rides on high-performance tires and massive 21-inch wheels. Just don't expect miracles from this platform with a heavy W-12 engine up front. The all-wheel-drive system is rear-biased with just 40 percent of the power routed to the front wheels. All that said, ambitious drivers likely will experience considerable understeer and faster-than-normal brake wear.
The exterior of the GT Speed convertible is described by the press release as "the darker side of Bentley design." Indeed, the grille and lower air intakes are finished in a darker hue, the exhaust tips feature a dark finish and specific styling, and the interior can be specified with Dark Tint Aluminum “Engine Spin" decor. Nevertheless, the changes are altogether subtle, no doubt to leave extra room for a far more extreme Supersports model down the road.
In essence, the 2013 Bentley Continental GT Speed convertible is a polished and slightly enhanced version of the Conti GTC—and that vehicle stands for fantastic style, great luxury, and awesome power with a hand-crafted finish. And the new Speed convertible has a bit more of everything. If the premium for the Speed treatment in the coupe is anything to go by, expect the droptop version to start at nearly $240,000 when it goes on sale later this year.
[video]http://www.youtube.com/watch?v=aLItZsIs93U[/video]
How the wealthy blow their hair back.
January 2013
BY JENS MEINERS
Bentley's PR department is in an enviable position. While other automakers need to launch an entirely new model, or at the very least a major face lift in order to appear on our radar, all Volkswagen's ultra-luxury subsidiary needs to do is come up with another trim level and a different engine control unit for home-page visibility. Just take the 2013 Continental GT Speed convertible—which will make its in-the-metal debut at the Detroit auto show later in January—as an example. Oh, did we mention that Bentley claims it’s the fastest four-seat convertible in the world? That could have something to do with all this fuss, too.
Actually, the changes that set the Speed apart from the standard GT convertible are not trivial. The twin-turbocharged 6.0-liter W-12 engine not only emits an intoxicating soundtrack, it also makes a stunning 616 hp, up from 567. Maximum torque is 590 lb-ft, served up at a low 2000 rpm. That translates to ear-to-ear-grin–inducing levels of performance. Bentley claims that the sprint from zero to 60 mph takes a mere 4.1 seconds; 100 mph comes up in 9.7 seconds, comfortably below the 10-second marker that defines the performance elite. And another exclusive marker is surpassed as well: This convertible tops out at a lofty 202 mph. The W-12 is mated to a ZF-sourced eight-speed automatic—a highly competent unit that can skip gears upon the driver’s request—featuring two column-mounted paddle shifters.
The Speed version also sets the internal hierarchy straight again. While the standard W-12 is quicker than the recently launched V-8–powered Continental on paper, real-life performance seems to be superior in the GT V-8. The Speed, by contrast, will enjoy a comfortable margin between itself and entry-level eight-cylinder. By the same token, it also guzzles a lot more gas: Bentley is estimating fuel-economy numbers of 12 mpg in the city and 20 on the highway. At this price point, hoping for average consumption in the middle-teens probably isn’t a big deal, but the Speed will require more-frequent refueling than the V-8 will, and that‘s an annoyance on long journeys. Thankfully, the tank holds a generous 24 gallons.
Given this convertible's claimed 5500-pound curb weight (that’s 385 pounds heavier than the coupe), the superior performance is all the more remarkable. Yes, Bentley took out some weight when the second generation of the Continental was launched in 2010, but only so much can be done to lighten a platform that’s shared with Volkswagen’s fantastically over-engineered Phaeton. (Internally, this model is referred to as a very major face lift; budget restraints kept the brand from creating an entirely new vehicle for the second-gen Conti.)
Hustling over tight country roads is not the Continental's preferred domain, but when asked, it can go through the motions impeccably, while not necessarily gracefully. The suspension is stiffer and 0.4-inch lower than in the standard Continental, and the stability-control system is reprogrammed to allow more slip and earlier re-application of torque after an intervention. And, importantly, the car rides on high-performance tires and massive 21-inch wheels. Just don't expect miracles from this platform with a heavy W-12 engine up front. The all-wheel-drive system is rear-biased with just 40 percent of the power routed to the front wheels. All that said, ambitious drivers likely will experience considerable understeer and faster-than-normal brake wear.
The exterior of the GT Speed convertible is described by the press release as "the darker side of Bentley design." Indeed, the grille and lower air intakes are finished in a darker hue, the exhaust tips feature a dark finish and specific styling, and the interior can be specified with Dark Tint Aluminum “Engine Spin" decor. Nevertheless, the changes are altogether subtle, no doubt to leave extra room for a far more extreme Supersports model down the road.
In essence, the 2013 Bentley Continental GT Speed convertible is a polished and slightly enhanced version of the Conti GTC—and that vehicle stands for fantastic style, great luxury, and awesome power with a hand-crafted finish. And the new Speed convertible has a bit more of everything. If the premium for the Speed treatment in the coupe is anything to go by, expect the droptop version to start at nearly $240,000 when it goes on sale later this year.
[video]http://www.youtube.com/watch?v=aLItZsIs93U[/video]
Props:
2532sea
Lexus Reveals Its 2014 IS Sedan
Lexus quietly released a few images of its new, 2014 IS sedan this afternoon, giving us a preview of the car that will hit the stand at this year’s Detroit auto show. Conceived under Lexus’s L-finesse styling initiative, the new IS is the second model—after the GS—to receive stem-to-stern applications of the design language.
Even the most casual automotive fan would have a hard time overlooking the IS’s adoption of the prominent spindle grille that’s been making it’s way across the Lexus lineup. Pinched in the middle, the large grille flares out at the bottom, where its bracketed by a pair of aggressively recessed air ducts; equally intense headlamps stretch out to meet the grille at it’s narrowest point, balancing out the geometry of the front fascia. In spots where the current IS still displayed traces of the soft, round, carb-eating Lexus of yore, the 2013 looks comparatively long and lean thanks to sharpened creases. Although we’re digging the rear three-quarter view, which exudes a slightly sinister sports-sedan vibe, the profile view reveals what appears to be a slightly ungainly booty protruding from the lower rear fascia.
We already know a bit about the 2014 IS thanks to a prototype drive we conducted last month. The car will continue to offer a 3.5-liter V-6 and a 2.5-liter V-6, with power not moving far from their current outputs of 306- and 204 hp, respectively. Inside and out, however, the new IS seems to have taken an awful lot of cues from Lexus’s sportiest offerings.
We’ll have the full monty on the IS—including whether its rear end is Kardashian-esque or something lifted from a lineman of the Lions—from the floor of the 2013 Detroit auto show right here when the wrap comes off.
Lexus Reveals Its 2014 IS Sedan
L-finesse styling makes its way to entry-luxury.
January 2013
BY ANDREW WENDLER
L-finesse styling makes its way to entry-luxury.
January 2013
BY ANDREW WENDLER
Lexus quietly released a few images of its new, 2014 IS sedan this afternoon, giving us a preview of the car that will hit the stand at this year’s Detroit auto show. Conceived under Lexus’s L-finesse styling initiative, the new IS is the second model—after the GS—to receive stem-to-stern applications of the design language.
Even the most casual automotive fan would have a hard time overlooking the IS’s adoption of the prominent spindle grille that’s been making it’s way across the Lexus lineup. Pinched in the middle, the large grille flares out at the bottom, where its bracketed by a pair of aggressively recessed air ducts; equally intense headlamps stretch out to meet the grille at it’s narrowest point, balancing out the geometry of the front fascia. In spots where the current IS still displayed traces of the soft, round, carb-eating Lexus of yore, the 2013 looks comparatively long and lean thanks to sharpened creases. Although we’re digging the rear three-quarter view, which exudes a slightly sinister sports-sedan vibe, the profile view reveals what appears to be a slightly ungainly booty protruding from the lower rear fascia.
We’ll have the full monty on the IS—including whether its rear end is Kardashian-esque or something lifted from a lineman of the Lions—from the floor of the 2013 Detroit auto show right here when the wrap comes off.
[video]http://www.youtube.com/watch?v=4m0IueLgJSQ[/video]
Props:
Ike Turner
2014 Chevrolet Corvette Stingray / Z51
The seventh generation of the American icon has finally arrived.
January 2013
BY ANDREW WENDLER
MULTIPLE PHOTOGRAPHERS
“Iconic.” It’s possibly the word most overused in the last decade. Randomly applied to everything from ’70s television has-beens to retail establishments, and from shoes to athletes, it’s been rendered practically meaningless. But in the case of the Corvette, the word still carries the weight of a blacksmith’s anvil.
Love it or hate it, for more than 50 years, the Vette has unapologetically stood as a universal symbol for homegrown American performance. So when Chevrolet announces it has a new one in the pipe, people get weird. Rumors of mid-mounted engines, piles of carbon fiber, and turbocharging swirl. But now that the drapes have finally sloughed off the 2014 C7 Corvette Stingray—yes, the famed name returns on the base car—we have only truth.
Looks Aren’t Everything, But They’re Very Important
As we surmised weeks ago, the 2014 C7 Corvette takes more of an evolutionary philosophy—although it shares just two parts with the outgoing car—while also sprinkling in some revolutionary details. The C7’s body casts much the same shadow as did the C6’s, but the new car is peppered with more-pronounced creases, larger and more numerous vents, and an angrier front fascia and headlamp treatment. In the front three-quarter view, the tiny hint of Maranello we previously noticed in the C7’s nose is clearly evident. Both the hood and roof are constructed of carbon fiber. The profile is visceral; a stretching, sinewy form emphasized by the subdued B-pillar and a rakish backlight. There's also a rear quarter window. But the stylistic element likely to draw the most commentary is the treatment of the taillamps; although the quad-lens presentation follows Corvette tradition, the new lights' rhomboid shape and the dogleg cutout in which they reside are certain to be polarizing. For their part, Chevrolet says they wanted them “not only to say ‘Corvette, but new Corvette.’ ” A quartet of trumpet-like exhaust pipes exit from the center of the rear fascia, one of the few details made clear in the numerous spy photos we published over the last year.
The Dirty Bits
A naturally aspirated Gen V small-block 6.2-liter pushrod V-8 sits under the hood; it spins a rear-mounted transaxle via an aluminum torque tube. Dubbed the LT1, GM estimates the engine will make 450 horsepower and 450 lb-ft in base form, making it the most powerful standard Corvette to date and our (and GM's) early estimate has 0–60 times clocking in at less than four seconds. Cylinder deactivation is standard, even with the manual transmission, and Chevy says the C7 will best the C6's 26-mpg EPA highway estimate. Two active exhaust systems are available; the base setup uses its active valves to tame noise during four-cylinder cruising. An optional dual-mode system has extra valves that open a less-restricted path for airflow to both increase performance and sound bad-ass.
Transmission options are a six-speed automatic or seven-speed Tremec manual—yes, a seven-speed unit, with four shift gates. The manual transmission also features active rev-matching on both down- and upshifts courtesy of patented GM technology. We’re told that it’s fully defeatable for when you’re in the mood to blip yourself. A Z51 performance package will bring an electronically controlled limited-slip diff; closer gear ratios for the manual gearbox; dry-sump lubrication to prevent oil starvation in racetrack settings; additional cooling for the brakes, differential, and gearbox; larger brakes; and aerodynamic bits to increase high-speed stability. Z51s also get 19-by-8.5-inch front and 20-by-10-inch rear wheels and tires, up from the standard 18-by-8.5- and 19-by-10-inch package. Michelin Pilot Super Sport run-flats were developed specifically for the C7.
The C6’s full-length hydroformed rails have been traded for multi-part aluminum assemblies on each side that combine extruded crash structures, cast cradles front and rear, and a section of tubing (at the passenger compartment). The center tunnel was reengineered, too, in order to beef up the chassis sufficiently to again have a removable roof panel. This is, remember, the base car: Among C6s, only the Z06 and ZR1 had aluminum rails, and Chevy says the new setup is 57 percent stiffer and 99 pounds lighter than the old steel frame. Weight distribution is said to be an even 50/50 split.
The standard Brembo brakes incorporate four-piston fixed calipers, 12.6-inch front rotors, and 13.3-inch rear rotors; Chevrolet claims 35 percent more swept area than before. The Z51's discs measure 13.6 inches up front and 13.3 out back, and all four are slotted.
Hollow, cast-aluminum lower control arms in the front save weight and allow finer tuning of the suspension. One feature that does carry over to the C7 is the transverse leaf spring, although Corvette engineers defend its use by pointing out that it’s made from a lightweight, engineered composite and that it packages well. The shocks come in three flavors: 1.4- and 1.8-inch Bilsteins in the base and Z51 cars, respectively, or magnetorheological Magnetic Ride Control as an option on the Z51. Chevrolet tells us to keep our test equipment peeled for 1.0 g on the skidpad from even the basic model.
The steering is an electrically assisted, variable-effort setup, and GM claims to have re-engineered the system from steering wheel to rack, resulting in a five-fold increase in stiffness. Effort is controlled in conjunction with the Driver Mode Selector (DMS) on the center console; it offers setups for snow and rain, eco, tour, sport, and track-only. The DMS ultimately effects up to twelve parameters in each of its settings: gauge cluster info, the throttle, automatic gearbox shifting (when equipped), cylinder deactivation, the active exhaust, magnetic shocks (when equipped), the Z51's limited-slip diff, launch control, and the traction and stability control systems.
Take a Markedly Improved Seat
Driver and passenger space are divvied up equally, but the majority of the dash fittingly is dedicated to the driver. The move to an electronic parking brake let interior designers reclaim some real estate on the console for a storage area, and clears the way for shifter action befitting of a Corvette. Chevrolet says the interior is probably the most fully upgraded part of the car, and you won’t see any molded plastic anywhere. Even the lowliest cars will be “fully wrapped” in vinyl trim, although leather and carbon-fiber accouterments can be specified. The steering wheel is smaller than before, for more immediate steering feel, and the central screen can be motored out of the way to reveal an extra cubby.
Seating, a longtime sore spot for many Corvette fans—including us—has also been addressed. For the first time, buyers will have the option of two different seats: a standard seat engineered for long-range comfort and a true competition-type seat. (We first caught a glimpse of an upgraded seat in spy photos last year.) Both use a magnesium frame in place of the current cars’ composite frame, and have cutouts to accommodate a five-point harness.
It takes cojones to resurrect a name like Stingray, and the Corvette team held off until they were sure the car’s styling and technical punch were worthy of the moniker—even automakers as storied and vast as GM have but a few truly iconic nameplates on the shelf. The 2014 C7 Corvette Stingray will launch in the second half of 2013, along with the Z51. Is it iconic? We’ll have to wait years to determine that, but it definitely looks promising. Damn promising.
[video]http://www.youtube.com/watch?v=FrwBHi_bW2M&feature=player_embedded#![/video]
[video]http://www.youtube.com/watch?v=5TpOehEGz2s[/video]
The seventh generation of the American icon has finally arrived.
January 2013
BY ANDREW WENDLER
MULTIPLE PHOTOGRAPHERS
“Iconic.” It’s possibly the word most overused in the last decade. Randomly applied to everything from ’70s television has-beens to retail establishments, and from shoes to athletes, it’s been rendered practically meaningless. But in the case of the Corvette, the word still carries the weight of a blacksmith’s anvil.
Love it or hate it, for more than 50 years, the Vette has unapologetically stood as a universal symbol for homegrown American performance. So when Chevrolet announces it has a new one in the pipe, people get weird. Rumors of mid-mounted engines, piles of carbon fiber, and turbocharging swirl. But now that the drapes have finally sloughed off the 2014 C7 Corvette Stingray—yes, the famed name returns on the base car—we have only truth.
Looks Aren’t Everything, But They’re Very Important
As we surmised weeks ago, the 2014 C7 Corvette takes more of an evolutionary philosophy—although it shares just two parts with the outgoing car—while also sprinkling in some revolutionary details. The C7’s body casts much the same shadow as did the C6’s, but the new car is peppered with more-pronounced creases, larger and more numerous vents, and an angrier front fascia and headlamp treatment. In the front three-quarter view, the tiny hint of Maranello we previously noticed in the C7’s nose is clearly evident. Both the hood and roof are constructed of carbon fiber. The profile is visceral; a stretching, sinewy form emphasized by the subdued B-pillar and a rakish backlight. There's also a rear quarter window. But the stylistic element likely to draw the most commentary is the treatment of the taillamps; although the quad-lens presentation follows Corvette tradition, the new lights' rhomboid shape and the dogleg cutout in which they reside are certain to be polarizing. For their part, Chevrolet says they wanted them “not only to say ‘Corvette, but new Corvette.’ ” A quartet of trumpet-like exhaust pipes exit from the center of the rear fascia, one of the few details made clear in the numerous spy photos we published over the last year.
The Dirty Bits
A naturally aspirated Gen V small-block 6.2-liter pushrod V-8 sits under the hood; it spins a rear-mounted transaxle via an aluminum torque tube. Dubbed the LT1, GM estimates the engine will make 450 horsepower and 450 lb-ft in base form, making it the most powerful standard Corvette to date and our (and GM's) early estimate has 0–60 times clocking in at less than four seconds. Cylinder deactivation is standard, even with the manual transmission, and Chevy says the C7 will best the C6's 26-mpg EPA highway estimate. Two active exhaust systems are available; the base setup uses its active valves to tame noise during four-cylinder cruising. An optional dual-mode system has extra valves that open a less-restricted path for airflow to both increase performance and sound bad-ass.
Transmission options are a six-speed automatic or seven-speed Tremec manual—yes, a seven-speed unit, with four shift gates. The manual transmission also features active rev-matching on both down- and upshifts courtesy of patented GM technology. We’re told that it’s fully defeatable for when you’re in the mood to blip yourself. A Z51 performance package will bring an electronically controlled limited-slip diff; closer gear ratios for the manual gearbox; dry-sump lubrication to prevent oil starvation in racetrack settings; additional cooling for the brakes, differential, and gearbox; larger brakes; and aerodynamic bits to increase high-speed stability. Z51s also get 19-by-8.5-inch front and 20-by-10-inch rear wheels and tires, up from the standard 18-by-8.5- and 19-by-10-inch package. Michelin Pilot Super Sport run-flats were developed specifically for the C7.
The C6’s full-length hydroformed rails have been traded for multi-part aluminum assemblies on each side that combine extruded crash structures, cast cradles front and rear, and a section of tubing (at the passenger compartment). The center tunnel was reengineered, too, in order to beef up the chassis sufficiently to again have a removable roof panel. This is, remember, the base car: Among C6s, only the Z06 and ZR1 had aluminum rails, and Chevy says the new setup is 57 percent stiffer and 99 pounds lighter than the old steel frame. Weight distribution is said to be an even 50/50 split.
The standard Brembo brakes incorporate four-piston fixed calipers, 12.6-inch front rotors, and 13.3-inch rear rotors; Chevrolet claims 35 percent more swept area than before. The Z51's discs measure 13.6 inches up front and 13.3 out back, and all four are slotted.
Hollow, cast-aluminum lower control arms in the front save weight and allow finer tuning of the suspension. One feature that does carry over to the C7 is the transverse leaf spring, although Corvette engineers defend its use by pointing out that it’s made from a lightweight, engineered composite and that it packages well. The shocks come in three flavors: 1.4- and 1.8-inch Bilsteins in the base and Z51 cars, respectively, or magnetorheological Magnetic Ride Control as an option on the Z51. Chevrolet tells us to keep our test equipment peeled for 1.0 g on the skidpad from even the basic model.
The steering is an electrically assisted, variable-effort setup, and GM claims to have re-engineered the system from steering wheel to rack, resulting in a five-fold increase in stiffness. Effort is controlled in conjunction with the Driver Mode Selector (DMS) on the center console; it offers setups for snow and rain, eco, tour, sport, and track-only. The DMS ultimately effects up to twelve parameters in each of its settings: gauge cluster info, the throttle, automatic gearbox shifting (when equipped), cylinder deactivation, the active exhaust, magnetic shocks (when equipped), the Z51's limited-slip diff, launch control, and the traction and stability control systems.
Take a Markedly Improved Seat
Driver and passenger space are divvied up equally, but the majority of the dash fittingly is dedicated to the driver. The move to an electronic parking brake let interior designers reclaim some real estate on the console for a storage area, and clears the way for shifter action befitting of a Corvette. Chevrolet says the interior is probably the most fully upgraded part of the car, and you won’t see any molded plastic anywhere. Even the lowliest cars will be “fully wrapped” in vinyl trim, although leather and carbon-fiber accouterments can be specified. The steering wheel is smaller than before, for more immediate steering feel, and the central screen can be motored out of the way to reveal an extra cubby.
Seating, a longtime sore spot for many Corvette fans—including us—has also been addressed. For the first time, buyers will have the option of two different seats: a standard seat engineered for long-range comfort and a true competition-type seat. (We first caught a glimpse of an upgraded seat in spy photos last year.) Both use a magnesium frame in place of the current cars’ composite frame, and have cutouts to accommodate a five-point harness.
It takes cojones to resurrect a name like Stingray, and the Corvette team held off until they were sure the car’s styling and technical punch were worthy of the moniker—even automakers as storied and vast as GM have but a few truly iconic nameplates on the shelf. The 2014 C7 Corvette Stingray will launch in the second half of 2013, along with the Z51. Is it iconic? We’ll have to wait years to determine that, but it definitely looks promising. Damn promising.
[video]http://www.youtube.com/watch?v=FrwBHi_bW2M&feature=player_embedded#![/video]
[video]http://www.youtube.com/watch?v=5TpOehEGz2s[/video]
Most people on the corvette forum are not liking the c7. There is some good parts of the car but some are over done and hyped. It is not much faster than the current model. Imma stick with my c6 and see what they do later on. It does look fresher though.
Props:
DuceTheTruth
I seen some bad reviews myself also. I was on the fence but the more I look at it I like it. I'm sure once I see one in person I'll think it's the baddest thing ever I'm sure. These pics dont never do proper justice.
Props:
2532sea
Lincoln MKC Concept
When we first caught wind of Lincoln’s forthcoming utelet, we welcomed the news that it would likely use Ford’s global C-segment platform that also underpins the Escape and the Focus. Both of those vehicles are good, so if Lincoln can’t have unique mechanicals, as least it’s got good bones to build on; the interesting part would be how Lincoln goes about evolving the MKC from well-received Ford to entry-luxury contender.
In Order to Feel Good, You First Must Look Good
The MKC concept appears at first to share the Escape’s roofline, but things have been altered slightly for the Lincoln’s panoramic-glass roof, which is said to instill a feeling of spaciousness to the interior. A new interpretation of Lincoln’s split-wing grille fills the front fascia, and is bordered by swept-back headlamps to the sides and deeply recessed fog lamps below. The profile, too, is unique, the character line running the length of the body, lending a delicate Coke-bottle shape. The distinctive clamshell-like rear hatch—a first for Lincoln, according to Dillon Blanski, the MKC’s exterior designer—gives the concept an original side-view cutline. (Blanksi also penned the latest Ford Fusion, so if some of the subtler lines look vaguely familiar, it’s probably not a coincidence.) And while Lincoln’s cute-ute concept may not share much of a resemblance with the C concept the brand debuted in Detroit four years ago, that show car laid much of the groundwork for the MKC, including the original ideas for the name, for the platform, and that Lincoln could build something compact.
Although modern, the interior gives off a fully cohesive retro vibe; the leather is impossibly soft, the headrests retro-modern, and the chrome bits shiny. The overall effect is like watching Breakfast at Tiffany’s while seated in a classic Eames office chair—if Holly Golightly had a car, the interior would look like this. Which seems to be what Lincoln is going for, if its latest advertisement is any indicator. And if she would be comfortable with the 1950s-style push-button transmission on the dash (à la recent MKZ), she’d be positively thrilled with the built-in cooler that rests between the rear seats—bubbly isn’t going to chill itself, now is it?
We haven’t been under the hood of the concept, but if the MKC sees production, it’s a good bet power will come from the corporate 1.6- and 2.0-liter EcoBoost four-cylinder engines also found in the Escape. Ford has plenty of hybrid technology to draw on, as well.
Luxury Sells, But Who’s Buying?
A big part of Lincoln’s current development strategy is to target the highest-growth areas in the industry. The brand’s research indicates sales in the small-utility niche are in full swing, growing nearly 60 percent in 2012 and more than 200 percent in the past five years, now accounting for 11 percent of all new-car sales. The same research suggests that no single nameplate or brand has thus far established itself as the preeminent player in the segment, so there’s still time for Lincoln to establish itself in buyers’ minds. The median age of the current Lincoln buyer is 65 with an income around $100,000 a year; to survive, Lincoln realizes it needs to decrease the median age and increase the income level of its current demographic. As the number of potential buyers who remember Lincoln’s glory days dwindle, the brand has a shot at transitioning itself to younger, more-discreet luxury buyers.
Lincoln remains tight-lipped on its future plans for the MKC concept, but the brand does plan to spool up operations in China in 2014. If all goes according to plan, Lincoln could be ready to produce a brand-new luxury compact crossover to satisfy demand both in the U.S. and in luxo-crazed China. Of course by then, segment heavy hitters like the Audi Q5, the BMW X3, the Range Rover Evoque, and the Mercedes-Benz GLK-class will have had another year to build loyal followings.
[video]http://www.youtube.com/watch?v=Q07i-G47g2M[/video]
Lincoln MKC Concept
Lincoln's Escape-based crossover is a looker.
January 2013
BY ANDREW WENDLER
MULTIPLE PHOTOGRAPHERS
Lincoln's Escape-based crossover is a looker.
January 2013
BY ANDREW WENDLER
MULTIPLE PHOTOGRAPHERS
When we first caught wind of Lincoln’s forthcoming utelet, we welcomed the news that it would likely use Ford’s global C-segment platform that also underpins the Escape and the Focus. Both of those vehicles are good, so if Lincoln can’t have unique mechanicals, as least it’s got good bones to build on; the interesting part would be how Lincoln goes about evolving the MKC from well-received Ford to entry-luxury contender.
In Order to Feel Good, You First Must Look Good
The MKC concept appears at first to share the Escape’s roofline, but things have been altered slightly for the Lincoln’s panoramic-glass roof, which is said to instill a feeling of spaciousness to the interior. A new interpretation of Lincoln’s split-wing grille fills the front fascia, and is bordered by swept-back headlamps to the sides and deeply recessed fog lamps below. The profile, too, is unique, the character line running the length of the body, lending a delicate Coke-bottle shape. The distinctive clamshell-like rear hatch—a first for Lincoln, according to Dillon Blanski, the MKC’s exterior designer—gives the concept an original side-view cutline. (Blanksi also penned the latest Ford Fusion, so if some of the subtler lines look vaguely familiar, it’s probably not a coincidence.) And while Lincoln’s cute-ute concept may not share much of a resemblance with the C concept the brand debuted in Detroit four years ago, that show car laid much of the groundwork for the MKC, including the original ideas for the name, for the platform, and that Lincoln could build something compact.
Although modern, the interior gives off a fully cohesive retro vibe; the leather is impossibly soft, the headrests retro-modern, and the chrome bits shiny. The overall effect is like watching Breakfast at Tiffany’s while seated in a classic Eames office chair—if Holly Golightly had a car, the interior would look like this. Which seems to be what Lincoln is going for, if its latest advertisement is any indicator. And if she would be comfortable with the 1950s-style push-button transmission on the dash (à la recent MKZ), she’d be positively thrilled with the built-in cooler that rests between the rear seats—bubbly isn’t going to chill itself, now is it?
Luxury Sells, But Who’s Buying?
A big part of Lincoln’s current development strategy is to target the highest-growth areas in the industry. The brand’s research indicates sales in the small-utility niche are in full swing, growing nearly 60 percent in 2012 and more than 200 percent in the past five years, now accounting for 11 percent of all new-car sales. The same research suggests that no single nameplate or brand has thus far established itself as the preeminent player in the segment, so there’s still time for Lincoln to establish itself in buyers’ minds. The median age of the current Lincoln buyer is 65 with an income around $100,000 a year; to survive, Lincoln realizes it needs to decrease the median age and increase the income level of its current demographic. As the number of potential buyers who remember Lincoln’s glory days dwindle, the brand has a shot at transitioning itself to younger, more-discreet luxury buyers.
Lincoln remains tight-lipped on its future plans for the MKC concept, but the brand does plan to spool up operations in China in 2014. If all goes according to plan, Lincoln could be ready to produce a brand-new luxury compact crossover to satisfy demand both in the U.S. and in luxo-crazed China. Of course by then, segment heavy hitters like the Audi Q5, the BMW X3, the Range Rover Evoque, and the Mercedes-Benz GLK-class will have had another year to build loyal followings.
[video]http://www.youtube.com/watch?v=Q07i-G47g2M[/video]
At the moment I like the new Merc SL
Props:
R
Similar indeed my brother,
i'm diggin' that new 2014 Rrari 458 Scuderia supposedly can push up to 700 horses
i'm diggin' that new 2014 Rrari 458 Scuderia supposedly can push up to 700 horses
Props:
DuceTheTruth
2014 Kia Forte 5-door
2014 Kia Forte 5-door
2014 Kia Forte 5-door
A big hatch, optional fortissimo power, and great looks.
February 2013
BY JENS MEINERS
For a moment last year, Kia's design leadership role seemed to have been compromised: The second-generation Forte sedan, with its awkwardly twisted grille and ungainly posterior, failed to generate any excitement at last year's Los Angeles auto show. Moreover, there was a conspicuous absence of any forward-looking powertrain technology.
We are ready to dismiss our gripes with the new Forte, thanks to the five-door hatchback version that is debuting at the Chicago auto show. Kia went out of its way to differentiate the two body styles: The five-door Forte features not only a short, compact rear end, but also a fully reworked front end with distinct taillights, a slim grille, and a stylish lower air intake.
Kia claims the "edgy demeanor" of the new Forte is informed by European tastes, and we would almost believe it, were it not for the fact that the European-market Cee'd hatchback, which uses the same platform and is identically sized, shares not a single body part with the Forte. Nevertheless, the Forte looks good, especially with the upmarket SX trim, which packs twin exhaust tips, 18-inch aluminum wheels on 225/40 tires, a restyled front fascia, and LED taillights.
The SX also is the version of choice for anyone whose driving style can be described as "fortissimo." It packs a turbocharged, direct-injected 1.6-liter turbo that produces 201 horsepower at 6000 rpm and 195 lb-ft of torque from 1750 to 4500 rpm. The Forte SX should reach 60 mph in less than eight seconds. Kia offers the choice of a six-speed manual and a six-speed automatic box.
Customers on a budget can opt for the Forte EX, which comes with a naturally aspirated and direct-injected 2.0-liter four. That engine delivers 173 horsepower at 6500 rpm and 154 lb-ft of torque at 4700 rpm. It needs to be revved to move the car with authority, but shifting manually is not an option: The Forte EX comes with a six-speed automatic only. Not offered, nor missed, is the 148-hp 1.8-liter four, which figures as the standard engine in the Forte sedan.
But just like the Forte sedan, the hatchback can be ordered with options previously unheard of in this segment. They include a heated steering wheel, an air-cooled power driver's seat, and heated front and rear seats. Kia also offers xenon headlights, a keyless entry and start functionality, and leather seats. That is an impressive list of features; this kind of luxury should turn the Forte 5-door into a comfortable, stylish, and (if turbocharged) rapid companion for the city and for long distances.
The Kia Forte 5-door will be appear at dealerships in the third quarter of 2013; pricing has not been announced yet. It should give most domestic and Japanese offerings a good run—not to mention its sibling, the Hyundai Elantra GT. And with its European sister model, the two-door pro_cee'd GT, aiming to take on the Volkswagen GTI, we look forward to finding out how the Forte SX holds its own against the high-performance competition. For a good start, we now like its looks.
BY JENS MEINERS
For a moment last year, Kia's design leadership role seemed to have been compromised: The second-generation Forte sedan, with its awkwardly twisted grille and ungainly posterior, failed to generate any excitement at last year's Los Angeles auto show. Moreover, there was a conspicuous absence of any forward-looking powertrain technology.
We are ready to dismiss our gripes with the new Forte, thanks to the five-door hatchback version that is debuting at the Chicago auto show. Kia went out of its way to differentiate the two body styles: The five-door Forte features not only a short, compact rear end, but also a fully reworked front end with distinct taillights, a slim grille, and a stylish lower air intake.
Kia claims the "edgy demeanor" of the new Forte is informed by European tastes, and we would almost believe it, were it not for the fact that the European-market Cee'd hatchback, which uses the same platform and is identically sized, shares not a single body part with the Forte. Nevertheless, the Forte looks good, especially with the upmarket SX trim, which packs twin exhaust tips, 18-inch aluminum wheels on 225/40 tires, a restyled front fascia, and LED taillights.
The SX also is the version of choice for anyone whose driving style can be described as "fortissimo." It packs a turbocharged, direct-injected 1.6-liter turbo that produces 201 horsepower at 6000 rpm and 195 lb-ft of torque from 1750 to 4500 rpm. The Forte SX should reach 60 mph in less than eight seconds. Kia offers the choice of a six-speed manual and a six-speed automatic box.
Customers on a budget can opt for the Forte EX, which comes with a naturally aspirated and direct-injected 2.0-liter four. That engine delivers 173 horsepower at 6500 rpm and 154 lb-ft of torque at 4700 rpm. It needs to be revved to move the car with authority, but shifting manually is not an option: The Forte EX comes with a six-speed automatic only. Not offered, nor missed, is the 148-hp 1.8-liter four, which figures as the standard engine in the Forte sedan.
But just like the Forte sedan, the hatchback can be ordered with options previously unheard of in this segment. They include a heated steering wheel, an air-cooled power driver's seat, and heated front and rear seats. Kia also offers xenon headlights, a keyless entry and start functionality, and leather seats. That is an impressive list of features; this kind of luxury should turn the Forte 5-door into a comfortable, stylish, and (if turbocharged) rapid companion for the city and for long distances.
(Not Sold In US)
The Kia Forte 5-door will be appear at dealerships in the third quarter of 2013; pricing has not been announced yet. It should give most domestic and Japanese offerings a good run—not to mention its sibling, the Hyundai Elantra GT. And with its European sister model, the two-door pro_cee'd GT, aiming to take on the Volkswagen GTI, we look forward to finding out how the Forte SX holds its own against the high-performance competition. For a good start, we now like its looks.
Similar indeed my brother,
i'm diggin' that new 2014 Rrari 458 Scuderia supposedly can push up to 700 horses
i'm diggin' that new 2014 Rrari 458 Scuderia supposedly can push up to 700 horses
Props:
2532sea