Classic straight-six engine set to return in next-generation Mercedes E-Class
MERCEDES-Benz is set to reintroduce inline six-cylinder engines as part of a simplified modular engine strategy.
The head of Mercedes-Benz research and development, Thomas Weber, said the new engine family would reduce costs and production complexity while reintroducing a long-running engine configuration to the German brand.
Weber stopped short of confirming the new engine, but went into detail justifying such a move and why it would make sense financially and from a historical perspective.
He even suggested it could appear in the next-generation E-Class, which is due within two years.
“Of course we are doing something to prepare our engine line-up for the future,” Weber said at the 2015 Geneva motor show.
“We are a company coming from the inline six (cylinder). That was a successful factor for decades in the past.”
Weber said the shift to an inline six-cylinder would allow it to use the basic architecture of the four-cylinder engine – in a similar way that two four-cylinders were used to create the latest AMG V8.
“Looking forward, it’s now clear we are back to the situation that, should we stay with a V6 family only or is there opportunity to do something in combination four and six?” he said.
The creation of an inline six-cylinder would also allow Mercedes-Benz to easily create a V12 using the same architecture across the engine family of four, six and eight-cylinder engines.
Weber confirmed there would be two basic engine families – “big and small displacement; 2.0-litre and above for big ones (and) 1.5, 1.4 for the small ones”.
“Such a strategy is perfect for our brand.
“When we have such a small engine … the step to three-cylinder you are playing a different league … for Smart and [small Mercedes-Benz models].”
Inline six-cylinder engines have been a dying breed, with carmakers switching to more compact V6 configurations.
Only BMW, Ford and Volvo still produce an inline-six. But Volvo is gradually replacing its engine with four-cylinder units, while Ford’s remaining inline six – the Falcon – will be killed off by October 2016.
BMW has stuck with what it considers a superior configuration.
American luxury brand Cadillac will almost certainly be launched in Australia within four years
CADILLAC chief Johan de Nysschen has all but confirmed the American luxury brand will be back in Australia by 2019, almost a decade after it was intended to launch here.
Speaking at the 2015 Geneva motor show, de Nysschen said it was “very likely” a range of right-hand-drive Cadillacs would be developed for markets such as Australia as part of a global expansion to tackle BMW, Mercedes-Benz, Audi and other luxury brands.
When asked if it was a foregone conclusion that Cadillac would be sold in Australia soon, he said: “I would say so, yes.”
The strong words are the latest from senior Cadillac and GM executives that Australia would likely be adding Cadillac to its expanding line-up of luxury models.
“We will be finalising our portfolio planning on right-hand-drive strategy by the end of this year,” de Nysschen said.
This would include a range of models, expected to include the next-generation ATS-V and at least one SUV.
Cadillac is in the throes of expanding its model line-up and building its high-performance V sub-brand, currently limited to the CTS-V and ATS-V.
“As we look at our product portfolio going forward, it’s quite clear to us V is very much for us.
“(It) is the ultimate performance version. The cars you select that can live up to that really high standard are relatively narrow.
“It doesn’t mean there will be a V series in each category (but) we can certainly expect to see an expansion of the line-up of the future.
“I’d really want to work with the team so we establish V as a sub-brand for Cadillac, which means you do need to spread it across a wide range of derivatives than where we are today.”
But de Nysschen ruled out chasing the German manufacturers on doing niche body styles that expand the brand appeal but are costly to develop and produce.
“I don’t think we want to get to the point where we are so desperately chasing every micro-niche in the quest for more volume that we end up diverting resources to give one customer the choice of two or three cars.
“For me, the next 10-year journey is about really setting back Cadillac at the very top of the triangle in terms of aspirational brand appeal. We have to do so with a broader product portfolio than we have today … dramatic expansion … but not derivatives of derivatives.”
De Nysscen said much of the investment and expansion would involve developing new powertrains that better competed with the best out of Europe, as well as electric or partial electric vehicles and hydrogen-powered fuel cells.
One thing weighing on the minds of Cadillac and General Motors executives will no doubt be the failed 2009 attempt to relaunch the brand in Australia.
Cars had already landed in the country when Holden was forced to shelve the idea as parent company GM filed for bankruptcy in the United States.
A 406km/h plug-in hybrid? Meet the 1120kW Koenigsegg Regara
FOR Swedish hypercar maker Koenigsegg, way too much clearly still isn’t enough. Because following on from last year’s One:1 the company has just unveiled an even more powerful car at the Geneva motor show: the hybrid Regara, with a total combined power output of 1120kW, and a 0-400km/h time claimed to be ‘under 20 seconds.’
This is a completely new second model line for Koenigsegg, intended to be less track focussed and offer more luxury than the existing Agera. It was designed entirely in-house and, like its harder-cored sisters, has a structure built entirely from carbonfibre.
The internal combustion side of the powertrain uses the same twin-turbocharged 5.0-litre V8 as other Koenigsegg models, but without a conventional transmission. Instead this delivers drive to the final drive on the rear through a direct link, with only a hydraulic coupling that can disengage the engine from the wheels. Meaning, in effect, a single-speed gearbox, with the V8’s 8250rpm red line corresponding to the car’s 406km/h top speed.
Which brings us to the electrical side, with three state-of-the-art axial flux motors. Two of these direct drive the rear wheels, providing 180kW each and full torque vectoring, while a third works with the crankshaft to provide torque fill when the petrol engine is off-boost, and also to act as generator and starter motor. The 620-volt battery pack occupies just 67 litres of volume in the chassis backbone and provides 9.27kW/h capacity, along with amazing flow-rates – up to 500kW can be supplied during full acceleration, and 150kW can be asborbed during regenerative braking.
Apparently the full transmission system – including the battery pack and the electric motors – weighs just 88kg more than if Koenigsegg had built the car with just a V8 and the Agera’s seven-speed automated manual transmission.
By any measure, the Regera is a technical tour de force. Only 80 will be built and they will all be very, very expensive.
Ford Australia has announced pricing for the Oz-bound Mustang.
Australians will fork out $44,990 for the cheapest Pony car, the LSD-equipped 233kW/432Nm 2.3-litre turbocharged EcoBoost model, while Ford wants another $9000 for the convertible variant.
True Pony enthusiasts will need $54,990 for a six-speed manual GT powered by Ford’s 5.0-litre Coyote V8, where losing the roof will again add $9K to the sticker price.
Ford’s six-speed automatic is a $2500 option for coupe models while all convertibles will be offered with only the self-shifter.
Included in the EcoBoost Mustang’s $45K entry price are automatic HID headlights, fog lamps, ‘Ebony Black’ 19-inch wheels and remote keyless entry. The 19s come wrapped in 255/40 rubber; which hide 352mm brake discs and four-piston fixed calipers up front, and 330mm discs mated to single piston calipers out back.
Ford’s equipped the EcoBoost’s interior with dual zone climate control, sat-nav, aluminium pedals, a leather steering wheel and power leather seats. There’s also Ford’s new SYNC2 media interface system displayed through an 8-inch touchscreen that comes with a rear-view camera and Bluetooth capability.
What the GT’s $10K premium buys you first is a 303kW/525Nm 5.0-litre Coyote V8 (which is less power than America’s Mustang GT, explained why here). The GT also gets front 380mm discs married to Brembo six-piston calipers, and a staggered set of ‘Ebony Black’ 19-inch wheels wrapped with 255mm-wide rubber (front) and 275mm (rear).
Where’s the Performance Pack, you ask? While the Australian-spec GT Mustang has borrowed the same 19-inch wheels from the American GT’s optional Performance Pack, the shorter 3.7:1 helical LSD and stiffer suspension have been left out, Ford telling MOTOR they may become available at a later date.
Personalising your Mustang comes in the way of four options: Coupe model buyers can cough up an extra $650 for ‘Over the Top’ stripes, unless they’ve gone for the black painted roof look, which Ford says is a $975 option. GT owners are given the chance to have their 19s finished in ‘Luster Nickel’ for $500, the same price for prestige paint available on all Mustangs.
Meanwhile, no update has been provided as to when the Ford Mustang will arrive, with the model still slated for arrival late this year.
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Upstart carmaker Scuderia Cameron Glickhaus has both Stradale (street) and Competizione (racing) versions of its ‘003’ supercar at Geneva.
SCG is a commercial venture from billionaire financial tycoon James Glickenhaus, who famously had Pininfarina’s Special Project division create a custom supercar, called the P4/5, by blending classic P3/4 styling with Ferrari Enzo architecture.
He then built a KERS-boosted P4/5 Competizione version and took on international sportscar racing with success in FIA-sanctioned GT events.
His SCG 003S (Stradale) and 003C (Competizione) customer models are “simpler, lighter and smaller” than today’s P1/La Ferrari/918 crop that are “losing their way” Glickenhaus states on the official P45c.com website.
With its overt Le Mans prototype-like styling and carbonfibre monocoque chassis construction, the highly ambitious 003 range is being touted as the closest thing money can buy to a bona-fide racecar for the road.
The 003C racing version is said to weigh just 1350kg, offer 49:51 weight distribution and is powered by a mid-mounted Honda-sourced 3.5-litre twin-turbocharged V6 said to offer 395kW and 700Nm.
It’s claimed, however, that the powertrain is cradle-mounted and can be swapped, in theory at least, for an unspecified –presumably more-powerful— twin-turbocharged V12 to effectively create the road-going 003S trim.
A man used to weathering skeptics, James Glickenhaus is said to be planning campaigns in forthcoming 24-hour endurance races at Nurburgring and Spa in a car he plans to drive to and from each event on public roads.
While further specifications and performance claims are thin on the ground, SCG has announced pricing for its road-racing twins: an eye-watering $AU3.2million for Stradale version and $4.6million for the Competizione.
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Toyota has released more images and details of its updated best-seller
THE Toyota Corolla hatch will be given a facelift before the end of 2015 as it fends off a hot-selling Mazda 3 and facelift of the popular Hyundai i30. We already knew that the Corolla would be given minor styling tweaks, such as the front bumper, but these fresh images give us a proper look at the popular shopping trolley.
There’s clearly new front and rear bumpers that have been given a slightly chunkier look, with a larger Toyota badge festooned on the nose, with the intention of giving Corolla a more aggressive stance and stronger road presence.
While the doors, roofline and majority of the sheetmetal remains unchanged, inside is another story. While no images have yet been released, Wheels understands that the cabin has been simplified, for a more contemporary, uncluttered look, with changes to the materials for a more premium feel. There’s new upholstery as well as dash and trim coverings, while the redesigned air vents, door handles and gear-lever boot. Toyota is look for a more consistent look and feel to its cabin that at present, can’t match the VW Golf for perceptible quality.
There are also changes to the electric power steering for more feel, while suspension tweaks aim to improve body control as well as improve ride quality. There will be no changes to the Corolla hatch’s 1.8-litre engine, which will stay at 103kW/173Nm whether mated to the six-speed manual or the Continuously Variable Transmission (CVT).
The Toyota Corolla hatch will be sourced from Japan, unlike the sedan which has unique styling and is built in Thailand. The sedan will not be given the same updates, as they are effectively on separate product cycles.
The updated Corolla will be on sale in Australia by the close of 2015 and is expected to remain at its $19,990 starting price.
Overnight Lamborghini lifted wraps off its most radical model ever.
The Superveloce moniker has officially made its way to the Aventador, seeing it lightened, powered up, and the carbon-cell hypercar raised to heights of legend where SV-enhanced Muiras, Diablos and Murcielagos reside.
As mentioned, the Aventdor’s status isn’t the only thing lifted by the SV badge. Lamborghini has injected another 37kW in to the 6.5-litre V12 powerplant to give the LP750-4 Superveloce a frightening 552kW at 8400rpm.
New weight savings multiply the power hike’s potency, as Lamborghini has spliced 50kg from the LP750-4 SV’s kerb mass to drop its dry weight to 1525kg.
Helping tame the SV’s new grunt is the same Haldex all-wheel drive system found under the regular Aventador, which helps the top-bull nail 0-100km/h in 2.8sec and charge on to a top speed of “over 350km/h”.
Extracting another 37kW from the 515kW-strong naturally aspirated V12 wasn’t easy, and required bumping the engine’s peak power point to 8400rpm, realised by a tweak of its valve timing systems, and letting it breathe through a new exhaust system.
Built around a carbon-fibre monocoque and aluminium frame, the Aventador isn’t exactly overweight. For Lamborghini’s engineers to find 50kg without touching the all-wheel drive system they needed the help of material science. The door and sill panels are now carbon fibre, while the now-mechanically-adjustable rear wing, wheel guards and rear engine intakes are also made from the dark weave.
Passengers will be expected to endure some pain for the gain in speed, too, as the Superveloce’s interior comes without infotainment system, carpets and particular sound deadening bits.
Ensuring no one overlooks the ability of this bull, the Aventador SV scores matt black 20-inch front and 21-inch rear wheels that complement its matt black rear wing, front splitter and side skirts. The new aero additions are said to add 170 per cent more downforce.
Behind its new wheels reside carbon ceramic brakes, given the job of reigning in 362kW per tonne of performance, while continuously self-adjusting magnetorheological dampers ensure the big bull charges at corners with as much confidence as it does at the horizon.
The steering system has been given a speed dependent variable rack, too.
Currently the car’s price is pegged for 327,190 euros ($471,500) excluding value-added tax when it goes on sale this May.
Aussie availability or price is not yet known.
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THE Ford Mustang will start at $44,990 when it goes on sale in Australia later this year. That puts it within reach of Ford Falcon XR6 Turbo and Holden Commodore SS shoppers, which are both listed at $42,990 before on-road-costs.
The $45K entry price will have the entry-level coupe powered by a 233kW 2.3-litre four-cylinder turbo with a Getrag six-speed manual parked in your garage. A six-speed automatic is a $2500 option.
For many Mustang buyers, though, there will only be one engine to have: the 324kW 5.0-litre V8. Powering the GT models, the V8 Mustang starts at $54,990 for the manual with the automatic adding $2500, making it $57,490. That, too, knocks on the door of the admittedly more powerful Falcon XR8, with its supercharged 5.0-litre producing 335kW, and the Holden Commodore SS-V Redline, with both Aussie-built cars priced at $54,690.
The Mustang Coupe will arrive in local showrooms at the same time as the Convertible, which is pared back to automatic models only. The 2.3-litre starts at $53,990 with the GT V8 $63,990.
That four-cylinder ‘EcoBoost’ engine is expected to make up around 40 per cent of Mustang sales. While purists may sneeze at four-pot Mustang, it’s the same engine powering the recently unveiled almighty Ford Focus RS hatch where only adoration’s been laid on.
The long-stroke four-cylinder produces 233kW and a strong 454Nm of torque for the Mustang, and while that’s a cry from the flagship V8’s 324kW/542Nm, it offers an official 9.4L/100km against the 5.0-litre’s 12.4L/100km.
While Mustang is a certainty for Australia, with equipment and further details revealed closer to the car’s December on-sale date, speculation and rumour still surrounds whether arch-nemesis Holden will import the Mustang’s sparring partner, the Chevrolet Camaro, once Australian manufacturing ceases.
Regardless, Ford has the jump on Holden by offering both its home-grown Aussie performance cars alongside the Mustang in showrooms for, dare we use Ford’s Weasel Words, ‘transition’ to a full-importer.
PORSCHE has unveiled the 911 GT3 RS at the Geneva Motor Show, the most hardcore of all sports cars in its current line-up. How fast? It’ll lap the Nurburgring in 7min 20sec – the Carrera GT could manage only a sub-7min 29sec – accelerate to 100kph in 3.3sec, and pass 200kph in 10.9sec.
The GT3 RS uses a naturally aspirated 4.0-litre flat-six, sending 368kW and 480Nm to the RS’s rear wheels alone – that’s 18kW and 39Nm up on the 3.8-litre GT3. Just like the GT3, you have a choice of a specially developed PDK dual-clutch transmission or nothing at all.
Previously, GT3 models used a standard-width bodyshell, where the RS used the Carrera 4 shell, the widest in the range. Now the GT3 uses the Carrera 4 shell, and the RS steps up to the even wider Turbo shell. Both front and rear tracks are wider, and are matched to 20-inch front tyres and 21-inch rears – both the GT3 and Turbo stick with 20s all round. Rear-wheel steering, Porsche Torque Vectoring and a fully variable limited-slip differential also feature on the rear axle.
The GT3 RS is 10kg lighter than the GT3 as it moves to carbon-fibre engine and luggage compartment lids, and a new magnesium roof. . The roof has a double-bubble design – it looks cool, and you’ll appreciate if you’re tall and wearing a helmet –and its lighter weight lowers the RS’s centre of gravity for sharper handling. A huge rear wing, vented front wheel arches and extended front splitter will help suck the RS to the ground, too, though Porsche hasn’t yet made any claims regarding downforce.
Inside, you’ll find 918 Spyder-style carbon bucket seats, and a standard Club Sport package, with its half cage and fire extinguisher – let’s just hope this engine won’t need to be doused, unlike a few of the first GT3s.
In Australia, the GT3 RS will cost $387,700 when it goes on sale in Australia in the third quarter of this year, giving it a $94,100 premium over the GT3. Let’s hope it drives as good as it looks.
FITTINGLY, it was a Volkswagen that made the VW Group Night event on the eve of the Geneva motor show worth going to. While much of the metal that rolled across the stage had already been revealed, the Sport Coupe Concept GTE hadn’t.
This big, four-door coupe, which looks like an edgy Audi A5 Sportback, previews a new design language for VW and a potential new model line. “It’s meant to close the gap between the Passat and the Phaeton,” VW board member Dr Heinz-Jakob Neusser explained.
Bentley was the other VW Group brand to deliver a little surprise and delight with a good looking two-seat coupe concept. The EXP 10 Speed 6 concept, “demonstrates where Bentley is going to be heading,” according to the company’s tech chief, Rolf Frech.
Bugatti and Bentley boss Wolfgang Durheimer confirmed that big-capacity and high-power engines have a future in the two brands. Bentley’s W12 will get a higher maximum power output in standard form and cylinder deactivation tech. Presenting the La Finale Bugatti Veyron, the last of 450 of the money-losers to be built, the exec promised its successor would use an even more powerful development of the Veyron’s quad-turbo W16. “With the next Bugatti, we will underline our claim to leadership,” Durheimer said.
Lamborghini rolled out a more powerful, lighter version of the Aventador, the LP750-4 SV. The car features an aero package that sharp-dressing CEO Stephan Winkelmann says delivers a 170 percent increase in downforce.
There will be more members of Porsche’s GT family besides the new Cayman GT4, company chief Matthias Muller revealed. The new model brings the current number of hard-core Porsche models to two. “I promise you, the GT family will continue to grow,” Muller teased.
Other cast members of the carefully stage-managed, hour-long show for around 3000 journalists had been revealed ahead of time, including the Audi R8, Ducati Multistrada, Skoda Superb, and VW Caddy and Touran.
VW was also able to use the Group Night to highlight Passat winning European Car of the Year, at an event only a few hours ahead of Group Night.
