As the crucial halo car for Honda’s premium brand, the mid-engine Acura NSX will combine the magic of the original, aluminum-bodied NSX sports car with the technology of a hybrid whose electric motors power the front wheels and provide for torque vectoring, as well. Think Porsche 918 Spyder at one-seventh the price. The NSX is expected in showrooms by 2015 and will look much like the 2012 concept, which was updated with a sumptuous two-seat interior for the 2013 Detroit show. United States-based designers and engineers are leading development of the sports car, which Acura will assemble in Ohio.
The ’15 NSX is expected to have a 3.7-liter V-6, two electric motors for the front wheels, and a rear motor providing a combined 480 hp fed through a seven-speed dual-clutch automatic transmission. A 370-hp, 3.5-liter version of this powertrain is found in the all-wheel-drive iteration of the Acura RLX luxury sedan. Late last year, American Honda’s president, Tetsuo Iwamura, hinted that since the RLX is also available in nonhybrid form with front-wheel drive, it’s possible that we could see a nonhybrid NSX with rear-wheel drive only. True, it would have less power, but it would be lighter and, thus, very true to the original NSX.
Acura needs a performance halo car–even more so now than when the original NSX debuted back in 1990.
When you first see it in the flesh, life-size on a real road, the i3 strikes you as an oddly shaped transportation device–and that’s notwithstanding the blue-swirl camo on this prototype. The most radical BMW ever conceived, the zero-emissions i3 uses an aluminum chassis, a carbon-fiber body, and an electric motor. Everything about this car is unusual. It’s shorter than a Honda Fit, wider than a 7-series, and lower than a Chevy Spark. Unhindered by B-pillars, the roomy cabin is accessed through front-hinged front doors and rear-hinged rear doors. The cockpit is a sweeping dark gray composite sculpture that blends conventional buttons and switches with two color displays. The one in front of the driver houses the digital speedometer, the charge and range indicators, and the so-called dragonfly readout, which is an analog eco-meter. Its red ellipsis signals what BMW describes as debit driving mode, the blue one lights up when you’re in credit mode. The bigger screen atop the center console looks like it comes straight from the iDrive parts shelf.
The four seats are trimmed either in leather or in a new fabric made from recycled natural fibers. The gear selector, at the two o’clock position, starts the motor with the push of a button, and it selects a gear when you twist the quadrangular end piece.
Taking us on our two-hour drive in the i3 is Ulrich Kranz, the grandmaster of Project i and a real devil at the wheel. Immediately, the little plastic-bodied BMW threatens to scalp the narrow, nineteen-inch Bridgestone tires. The sprint from 0 to 40 mph requires only 4.0 seconds. A hand-timed 3.3 seconds later, we pass the
60-mph mark. This is MINI Cooper S performance, but it feels even faster because of the hushed soundtrack. Wafting down the main straightaway of BMW’s Munich test center, the i3 slows down a little at 70 mph, but after a mile or so the speedo reads 90 mph. “That’s it for the time being,” says the senior engineer. “Eventually, we’ll go with a 100-mph limit.”
Surely the range must suffer when an i3 is driven so aggressively? “When you push her really hard, you’ll have to find a charge point after about 80 miles, but when you go with the flow, 100 miles is a realistic target.” A full recharge takes between three and six hours, but the available fast-charging kit will restore 80 percent of the energy in only sixty minutes. The i3 also will be offered with an optional range extender, a two-cylinder motorbike engine rated at about 35 hp that is mounted close to the rear wheels and is fed by a 2.4-gallon fuel tank.
At the end of the straight, a left-hand turn beckons. The sign says 120 kph (75 mph) max, but Kranz barely lifts. The car turns in and the i3 carves through, remaining flat and nicely balanced. Not a single warning light flashes in the process, no stability control interaction, nothing. “It’s all about weight distribution and center of gravity,” explains Kranz. “The battery pack was placed so that the load is absolutely evenly spread between the axles with two people onboard. At the same time, the energy cells and the electric motor were mounted so low that the i3 truly does hug the road.”
We turn onto the handling circuit. The car threads through a blind ess-bend as if it were guided by an invisible magnetic induction loop. The i3’s most awesome dynamic talent is its incredible grip. Although the snow keeps falling, it doesn’t take long to establish a racing line that widens a fraction with every lap. Even at ten-tenths, the i3 remains calm and composed. Push hard and you’ll experience some understeer. Lift off in the middle of a tightening bend, and you’ll encounter a nudge of oversteer accompanied by the familiar snarl of the stability system. The unassisted steering, at 2.5 turns lock-to-lock, is unexpectedly quick. BMW quotes a commendably tight turning circle of just under 33 feet.
Next on the agenda is the torture track. Here, the i3 exhibits a compliant, occasionally even cushy ride, something that a Mini or a 1-series can only dream about. Our guide credits “generous wheel travel, a progressive setup, and low unsprung weight.” He adds, “The large wheels tend not to drop into potholes the way smaller-diameter rims would, and the tall sidewalls contribute a special suspension effect of their own.”
Just before the sun sets, we play on the skid pad. The 60-mph low-friction circle is ideal for simulating high-speed cornering at the limit. Like an M3, the i3 can be easily controlled by steering and throttle. When you give it stick, the typical attitude is a subdued four-wheel drift that becomes a little wavy as you begin to modulate the torque flow and the steering angle. On the tighter 45-mph track covered with freshly fallen wet snow, it’s a different story altogether. Here you get enough momentary power oversteer to frighten the passengers, and stability control is indeed required to squash liftoff drama. Speaking of liftoff, it’s worth noting that you can step off the accelerator pedal even in the middle of a fast corner. “Liftoff is an essential trait in a car like this,” says Kranz. “After all, energy recuperation largely depends on it. In city traffic, you quickly learn to almost never touch the brakes because lifting off generates enough deceleration.”
Global uncertainty concerning subsidies and user privileges has somewhat trimmed the i3 sales forecast, but the initial production capacity of 30,000 vehicles per year can be increased to 50,000 units if need be. Unlike the electric ActiveE, BMW will sell as well as lease the i3 in America, and it will do so in all fifty states.
Of course, two hours aren’t enough to properly assess a brand-new and innovative model like the i3. But our first on-the-road encounter with the radical electric BMW was little short of overwhelming.
With the i3, BMW puts an exciting spin on green machines.
Ever since the arrival of the new BMW 3-Series sedan (and maybe even before), those who worship the blue-and-white roundel have been waiting for the next M3-and M4, as it turns out. With the standard two-door’s change in designation from 3-series to 4-series, the two-door M versions will follow suit: the coupe (illustrated below by a spy artist) and convertible will be called M4; the sedan will remain M3. It’s a risky move for a model designation that is held in such esteem, but the car to which the badge is affixed ought to satisfy the faithful.
The upcoming M3/M4 is slated to switch from the current normally aspirated 4.0-liter V-8 back to a straight six, albeit one bolstered by twin turbos. Displacing 3.0 liters, its output of approximately 420 hp will be slightly higher than the current 414 hp, but M is not gunning for ultimate bragging rights in this department (leaving that to Mercedes-AMG). Instead, it has focused on reducing weight and improving overall performance-as well as fuel economy. “It needs to be lighter; it needs to be more powerful,” M division executives acknowledge. It also needs to have a manual transmission, because the North American market (in particular) demands it-although we don’t demand it as much as we used to. On the E46-chassis M3, manuals accounted for 50 percent of sales; for the current-generation E90, it’s more like 20 to 25 percent. Still, that’s enough to keep it in the mix. “As long as there is demand for a manual,” said the division’s bosses in a recent interview, “then we [will do] the right thing by offering it.” Ergo, we will see a six-speed stick along with an eight-speed dual-clutch automatic, which supplants the current seven-speed. Aluminum (door skins) and carbon fiber (roof, hood, trunk lid, and brake discs) serve the cause of weight reduction. The goal is to bring the weight below 3300 pounds, down from 3700 today. What about an über-M4, akin to AMG’s Black Series line of cars? BMW would point out that it has had the M3 GTS/CRT models, but those cars were never sold in the United States. Expect that situation to change next time.
2014 (coupe, sedan), early 2015 (convertible)
The M3 is an icon for BMW, which makes the name change for the two-doors tricky business.
Know the code
Whereas the 3-series is known internally (and among BMW fanboys) as the F30, the M3 takes the development code F80 and the M4 is the F82.
Plans for Bentley’s first-ever SUV hit a bump in the road when the EXP 9 F preview concept suffered cripplingly bad public reaction, but the project has been merely delayed, not derailed. The exterior is being redone by Luc Donckerwolke, Bentley’s recently installed chief designer, so what you see here is the concept’s interior, which is likely to remain intact as the vehicle transitions to production. The Bentley SUV will share a platform with the next-generation Volkswagen Touareg, Audi Q7, and Porsche Cayenne. Conveniently, Bentley’s current head of engineering, Rolf Frech, comes from Porsche, where he was director of engineering during initial development of the Cayenne. Frech recently spoke with us about his role at Bentley and the new SUV.
What do you bring to Bentley?
“I bring the experience from a company [Porsche] that grew from two car lines to three, to four, and then to five, as you see today. Of course, I bring the experience of the SUV to Bentley. That’s essential to Bentley at this time.”
What are the differences between developing a new Bentley versus a Porsche?
“The value of the Bentley brand is luxury performance. If we are bringing a Bentley SUV, it has to fulfill brand value and be the most ‘luxury performance’ SUV on the road. From the engine to the interior, we need to be the pinnacle of the segment. The Cayenne Turbo S is a fabulous SUV, but we want the Bentley to be above that in areas like interior execution. We want to be above the Porsche with a twelve-cylinder engine, with the interior, with everything.”
Is off-road ability important?
“We have to show that it is possible. It’s like a 911 and the racetrack. How many customers are really going on the racetrack? The key is they know that, if they want to, they can.”
Any interest in diesel?
“I think it makes the most sense for the SUV. We are looking at this and at a plug-in hybrid.”
Why is an SUV appropriate for the brand?
“Looking at our customers, many of them already own an SUV. Why should it be a Range Rover or a Cayenne? It should be a Bentley.”
Because no luxury brand can resist the siren’s call of the SUV.
The Enclave is currently Buick’s most expensive offering and the LaCrosse its biggest sedan, but neither is a proper halo model for the brand. When General Motors reregistered the Grand National and GNX names, rumors erupted that a hot-rod Buick would return. GM has reregistered the Riviera name, too, and it’s this car that would best serve as a halo Buick. Folks in the know tell us that the new-age Riviera is a larger four-door coupe–perhaps much like our illustration–in the mold of the Mercedes-Benz CLS-Class, BMW 6-Series Gran Coupe, and Audi A7, although considerably cheaper. Overall length will be in the 195-to-200-inch range, placing it in the same full-size category as the Chrysler 300, for example. We expect the venerable 3.6-liter gasoline direct-injected V-6 to be the only engine. A Riviera GNX could be the division’s riff on the Cadillac V-series, but it would likely have a turbocharged 3.6-liter V-6 instead of a small-block V-8.
The question is which rear-wheel-drive GM platform the Riv would ride on. GM’s flexible Alpha architecture already underpins the Cadillac ATS and will support the next Chevrolet Camaro and Cadillac CTS with its longer-wheelbase iteration. But even in that form, it might be too small. The Chevy SS’s Holden Zeta platform is larger, but its long-term future is uncertain. Cadillac’s Omega platform for the upcoming S-class fighter makes the most sense. That may sound expensive for a Buick, but the added volume would bring down its per-unit cost, and it would recall top-of-the-line Buicks from the time of the early Roadmaster to the 1963-1977 Riviera, which were only a half notch below Cadillac in prestige.
Buick needs a flagship to solidify its premium-brand credentials, and the name Riviera still has cachet.
The seminal ’63-’65 Riviera was a design icon.
Ford’s next F-150 faces quite a balancing act. It must maintain supremacy as the nation’s best-selling vehicle without diminishing the kind of profit margins that come from cheap-to-produce body-on-frame construction. That’s good reason to question rumors that the new F-150, as previewed by the Atlas concept, will be made mostly of aluminum. The hood and maybe the door panels, sure, but whole bodies and frames? Seems unlikely.
We do expect the 2015 F-150 to grab design cues from the Atlas, such as its profile, huge grille, and LED head- and taillamps. A next-generation EcoBoost engine powers the concept, and although Ford won’t elaborate on what that means, stop/start technology will be part of the package. The six-speed automatic in the Atlas suggests that Ford won’t follow the new Ram with an eight-speed.
Features such as active grille shutters, adaptive cruise control, forward-collision warning, blind-spot warning, lane-keeping assist, trailer-backup assist, power-deployable running boards, and an electronic parking brake are more likely. The concept’s active wheel shutters and drop-down front chin spoiler wouldn’t help a tall vehicle with so much extra space around the tires.
The Atlas concept’s 150-inch wheelbase is 5.5 inches longer than the current (and most comparable) short-bed F-150 SuperCrew’s and would take advantage of the Corporate Average Fuel Economy “footprint” rule. Even with the longer wheelbase, the concept’s overall length and height are similar to today’s F-150, although it is even wider than a Raptor. To get a better idea of how the next F-150 will look when it goes on sale about mid-2014, imagine the concept about eight inches narrower.
Ford can’t afford to let the F-series franchise grow stale.
The most certain thing we know about the 2015 Ford Mustang is that it will premiere at the New York auto show on April 16 or 17, 2014. April 17 will be fifty years to the day that the original Mustang made its world debut in that city. That car had a base price of $2368. (How about $23,680 for the base ’15 Mustang?)
We’re also reasonably certain that the new Mustang will edge away from the current car’s heavily retro appearance and possibly look like our spy illustration below. Our sources tell us that the new pony will be slightly smaller and lighter and will come close to retaining the current car’s muscularity. Several years ago, Ford separated North American designers who would work on U.S.-focused models such as the Mustang and the F-series from Euro-centric One Ford designers. However, Ford will sell the all-American Mustang in other markets, including Western Europe.
The ’15 Mustang will be trim enough that the current Shelby GT500’s supercharged 5.8-liter V-8 won’t fit. The big engine for low-volume, high-performance ‘Stangs is tipped to be a 5.0-liter turbocharged V-8, the “EcoBoost Coyote,” with a normally aspirated Coyote for versions like the Boss 302. From there on down, mainstream Mustangs are expected to come with Ford’s 3.5-liter EcoBoost V-6, the normally aspirated 3.7-liter V-6, and the EcoBoost 2.0-liter four-cylinder. In other applications, those engines make 365 hp, 305 hp, and 240 hp, respectively, so they’ll cover a wide variety of Mustang variants, including performance versions. The new Mustang finally gets an independent rear suspension, too. This opens the door for a much-needed rear-wheel-drive Lincoln flagship sedan built on the same platform, although we know of no plans for one yet.
Fifty years after the Mustang’s blockbuster debut, expect Ford to set off some fireworks around the 2015 model.
Jaguar F-Type coupe
Jaguar has big plans for the F-type as it tries to follow the much-envied Porsche 911 approach by spinning out a plethora of high-profit variants. The 2011 concept that previewed the F-type was a hardtop, and it’s easy to see how well that roofline works with the production F-type. So, with the roadster hitting showrooms this summer, the coupe will be the next model. The production coupe will debut at the Frankfurt show in September–probably looking a lot like this illustration–and roll into dealerships several months later. Expect it to offer the same supercharged engines as the roadster: a 3.0-liter V-6 (340 hp or 380 hp) and a 5.0-liter V-8 (495 hp). The latter should bring the 0-to-60-mph time down close to 4.0 seconds. The coupe will likely follow current Jaguar practice by being a bit more affordable than the roadster, whose base price range extends from $69,875 to $92,875. Jaguar, however, will be eager to bring out costlier temptations, offering all-wheel drive, hotter R iterations, and even an ultraextreme GT street racer. As the F-type lineup fleshes out, watch for the next-generation XK to edge away from sport and toward luxury–and to also move up in price.
Jaguar’s new sports car would miss half the market without a hardtop, which should be an even more focused driver’s car.
As the new Maserati Quattroporte has increased in size to better match up against the Mercedes-Benz S-Class and friends, it opens up room for the Ghibli, a second Maserati sedan that will compete in the heart of the luxury-sedan market against Mercedes’ E-class and the like. The Ghibli could resemble the spy illustration above.
Although the name was first used on the classic late-1960s GT, the modern Ghibli is exclusively a four-door based on the same platform as the new Quattroporte (the next GranTurismo coupe will also use that platform). That means its chassis employs a control-arm front suspension and a multi-link rear. For European markets, the Ghibli is expected to be powered by Maserati’s first-ever diesel, a 270-hp, 3.0-liter V-6. For America, though, the Ghibli will have a direct-injected, 3.0-liter V-6 bolstered by twin turbos. The 60-degree V-6 has an aluminum block and cylinder heads and will appear first as the base offering in the new Quattroporte, where it is expected to produce 404 hp and 406 lb-ft of torque, which flows to the rear wheels through ZF’s familiar eight-speed automatic transmission. All-wheel drive will be optional. A plug-in hybrid powertrain is also expected, along with a so-called efficiency pack that includes auto stop/start, brake-energy regeneration, a coasting mode, and on-demand auxiliaries.
Maserati hopes that the Ghibli will sell in volumes of more than 20,000 units per year, as it’s the key player in the company’s planned march to 50,000 units per annum–from only 6300 in 2012.
Maserati needs a sedan in this volume segment if it’s ever to become more than a bit player among luxury brands.
This is actually the second time Maserati has resurrected the Ghibli name. The first was in the early 1990s on an evolution of the much-unloved Biturbo.
Mercedes-Benz SLC AMG
The SLS was the first car wholly developed by AMG, and it won’t be the last. The next product of the busy complex at Affalterbach will be the SLC AMG. Although it steps in as the SLS departs, the SLC is not a direct replacement. Instead, it will be less expensive (starting just north of $100,000) and will have conventional doors and, for now at least, coupe-only bodywork (like the illustration at left). The 3400-pound SLC is the first AMG model to use the new 4.0-liter twin-turbo V-8. The 90-degree V-8 should be good for 480 hp and 500 lb-ft of torque, which will flow to a rear transaxle. Oh, and if that’s not enough, there are rumors of a Black Series that would put out roughly 575 hp and 550 lb-ft.
Like so many others, Mercedes-Benz wants a Porsche 911 competitor, and neither the SL nor the SLS hits that target.
The final variant of the second-generation Mini-the John Cooper Works Paceman-was just recently introduced, and that can only mean one thing: the next Mini is right around the corner. The third-generation Mini-previewed above by a spy illustrator-won’t look radically different from the outside (how could it, really?), but underneath there’s an all-new, modular platform that will also underpin a new family of compact, front-wheel-drive BMWs. The other major mechanical change is the expected move to a three-cylinder engine-a 1.5-liter turbo-for the standard Minis. The Cooper S and JCW get new 2.0-liter four-cylinder units; a plug-in hybrid might also be offered. Today’s Mini family is sold in a plethora of body styles but only one that’s a true four-door. In contrast, four-doors will play a much bigger role in the Mark 3 Mini. The traditional two-door hatchback will be supplemented by a four-door version that gets its own grille, rear quarter windows, a more upright C-pillar, and a slightly longer rear overhang. The Clubman returns but this time with four conventional doors. It retains the twin-door rear opening and stretches about a foot longer than today’s version. Mini also plans to add a four-door minivan (code-named Spacebox) with an extralong wheelbase and a low roofline that product planners hope will help it avoid the dowdy minivan image. Finally, Mini will add a four-door sedan with a stubby trunk to battle premium compact sedans from Audi and Mercedes-Benz.
Mid-2014 (two- and four-door hatchback), 2015 (Clubman, Cabriolet), 2016 (Roadster, Coupe, Countryman), 2017 (Paceman, Spacebox, sedan)
The second-generation Mini showed that the concept can be applied across many body styles, so the third-generation is branching out into four-doors, where the real volume is.
Porsche 918 Spyder
Porsche’s new supercar, the 918 Spyder, is nearing production readiness, but are buyers ready for it? The concept car was first revealed at the 2010 Geneva auto show. Three years later the idea is intact: an ultra-high-performance successor to the 2004-2006 Carrera GT that uses a hybrid powertrain rather than a V-10, bringing the supercar firmly into the modern idiom.
The hybrid powertrain marries a mid-mounted 4.6-liter V-8, alone good for 570 hp, with two electric motors, bringing the total output to 795 hp and 553 lb-ft of torque. A seven-speed dual-clutch automatic handles the shifting. Top speed is said to exceed 202 mph, and the electric motors can push the car beyond 90 mph by themselves. Porsche is estimating a fifteen-mile electric-vehicle range (although presumably not at 90 mph). There is a plug-in charger and an optional fast charger; brake-energy regeneration also recharges the batteries.
The high-revving V-8 (redlined at 9000 rpm) utilizes dry-sump lubrication and an aluminum block, heads, and crankcase. It drives the rear wheels on its own or together with one electric motor. The second electric motor can drive the front wheels, creating on-demand all-wheel drive and torque vectoring. The front motor is the primary power source in EV mode, but the rear motor can kick in, too. That means the 918 Spyder can be rear-wheel drive, front-wheel drive, or all-wheel drive, depending on the circumstances.
A steering-wheel-mounted joystick allows the driver to choose from several operating modes: E-Power, Hybrid, Sport Hybrid, and Race Hybrid. Additionally, a Hot Lap button taps the full power output of the batteries to supplement the gasoline engine.
Riding on a 107.5-inch wheelbase, the same as the Carrera GT, the new two-seater is 1.2 inches longer and 0.8 inch wider than its exotic predecessor. A carbon-fiber monocoque, a two-piece lift-off roof, (optional) magnesium wheels, and body panels of carbon fiber, magnesium, and aluminum are all employed to help keep mass in check. With the 330-pound battery pack and electric motors, total weight is expected to be 3750 pounds (which is still some 600 pounds more than the Carrera GT); 57 percent of the weight is over the rear wheels.
The 918 Spyder will use four-wheel steering, which makes its debut on the 911 GT3. The rear wheels countersteer at low speeds to aid maneuverability and turn in sync with the front wheels at high speeds for improved stability. Porsche has stated that the 918 Spyder will lap the Nürburgring in 7 minutes, 14 seconds (handily beating the Carrera GT’s 7:32).
For all that, the question is whether the faithful are waving their checkbooks for a chance at this pinnacle of Porsche engineering. Not according to what we’re hearing. Word is that supercar buyers are unconvinced by the hybrid concept and put off by the pricing, which starts at $845,000 and doesn’t include extras like the fast charger and fancy metallic paint. Perhaps it will take a test drive to convince Porsche-philes to open their wallets, or maybe Porsche will find that the air is just too thin at this lofty altitude.
The dream of a latter-day Carrera GT was too strong to deny.
What’s in a number?
918 isn’t just the model designation, it’s also the production start date (9/18/2013) and the build quantity: 918 units.
Wherefore art thou, [Alfa] Romeo?
To import, or not to import? That is the question for Italy’s version of Prince Hamlet, Alfa Romeo. Once again, Alfa Romeo has a new plan to re-enter the U.S. market. This time the spearhead is the 4C, which was recently revealed at the Geneva auto show. Production of the mid-engine coupe begins this fall at Maserati’s factory in Modena, and imports to U.S. Fiat dealers will commence shortly thereafter.
A couple of months before the Geneva show in March, however, Fiat CEO Sergio Marchionne said he would rather cancel Alfa for our market than import the wrong cars and destroy what remains of its reputation. “I cannot come up with a schlock product,” he stated.
Alfa’s engineers and designers have been hard at work on a full lineup. It helps that Marchionne views Volkswagen Group’s bid to buy Alfa with the same kind of distaste Hamlet had for Claudius and Gertrude’s marriage. The upside of VW’s unsolicited attention is that Fiat now understands the brand’s value as a poor man’s BMW.
The 4C coupe is about the size of a Mazda Miata. It’s powered by a 240-hp, 1.8-liter turbo four-cylinder engine paired with Alfa’s dual-clutch automatic transmission. Extensive use of carbon fiber and aluminum is said to keep weight below 2200 pounds. By 2015, we should see a 4C roadster; a new crossover-utility vehicle; and the Giulia, a BMW 3-series-size sedan on a new rear-wheel-drive platform that also will underpin the SRT Barracuda. That same year, Alfa will launch a Spider built in Hiroshima alongside the next Miata but with a Fiat engine.
Could it be? At long last, a plan to import Alfas that is not destined for a tragic ending.
Because it’s long overdue–and it’s damn good-looking.