Aston Martin is teaming up with Italian design house Zagato again to mark the 50th anniversary of the DB4 GT Zagato with a new Zagato-bodied V12 Vantage. Only this solitary teaser image has been published so far, revealing the shape of the new 2011 Aston Martin V12 Vantage Zagato - which is likely to make production.
The car will be shown at the Villa D’Este concours in Italy on 21 May 2011 – and Aston Martin promises this starts a new working relationship with Zagato, suggesting further models will be forthcoming.
What exactly is the new Aston Martin Zagato model?
Aston remains tightlipped at present over what exactly underpins the new Aston Zagato, but this initial design sketch suggests it could be based on one of the existing supercars. CAR understands it is in fact a rebodied V12 Vantage.
The newcomer will be raced at the Nurburgrging and elsewhere, culminating in the 24hr race at the 'Ring on 25 June 2011. Aston has pledged it will monitor reaction ‘with a view to a production car following in 2012’.
Aston and Zagato: a potted history
Aston Martin first worked with the Italian coachbuilder in 1961, when they built an even lighter DB4 GT. In true race turnaround time, they drafted the initial design in just a week, claims Aston.
All the 19 original DB4 GT Zagatos still survive, despite a race career that began in 1961 and continues to this day with historic motorsport events such as the Goodwood Revival where Zagatos are regularly seen competing hard in the TT.
The relationship between Britain and Italy resumed in 1986 with the V8 Vantage Zagato, a 186mph brute that could hit 60mph in 4.8sec, while in 2002 the DB7 Zagato signalled the end of the DB7.
Bez on the new Aston Zagato
Aston CEO Ulrich Bez said: ‘The DNA of both Aston Martin and Zagato has combined successfully to make some of the world’s most desirable collector cars in the past and in this special anniversary year of the DB4GT Zagato it is appropriate to explore a modern collaboration.
‘Now is the right time for a new Aston Martin Zagato and in combining our design intelligence I think we can create something fitting of the iconic DB4GT Zagato that has gone before and since established itself as one of the most famous Aston Martins of all time.’
Our view? It seems to make sense. The DB4 GT Zagato is one of the most mouth-watering cars of all time, and Aston has proved adept at spinning off versions of its current range as it waits for the all-new product to come through.
What's not to like about a Zagato-bodied V8 Vantage sold to the rich, lucky few? We hear it'll have trad Zagato shaped headlamps and roof motifs.
Thứ Tư, 29 tháng 2, 2012
Porsche 911 Carrera 4 GTS (2011) first pictures
This is the new 911 Carrera 4 GTS. Offered in both coupe and cabriolet form, the Carrera 4 GTS takes Porsche's Carrera GTS, and adds four-wheel drive.
Hang on, wasn't the 911 Carrera GTS a 911 Carrera 4S without four-wheel drive?
Not exactly. The 911 Carrera GTS was a parts-bin special, taking the 911 Carrera S drivetrain, adding the optional Powerkit and tweaked bodykit to the wider Carrera 4S body shell. Now Porsche hasadded four-wheel drive. So the latest addition to the burgeoning 911 catalogue is effectively a Carrera 4S with additional performance parts.
So what does the 911 completist get when they but a 911 Carrera 4 GTS?
An extra 23bhp for starters, taking power up to 405bhp. 0-62mph nudges down to 4.6sec manual, 4.4sec for the optional PDK in the Carrera 4 GTS coupe. Similar 0.1 second trimming has taken place to the Cabriolet's 0-62 times. You get to keep the standard C4S's CO2 and MPG figures, as befits a Porsche special edition these days.
Outside, Porsche spotters will note the rear reflector strip which links the tail-lights, but are stymied in showing off their knowledge by the 'Carrera 4 GTS' logos on the bootlid and doors which give the game away for casual viewers. GTS-specific RS Syder wheels in black along with the two-wheel drive GTS's tweaked front bumper and aero parts finish the exterior differentiation.
Inside it's Carrera 4 GTS sill plates, alcantara trim and the PCM touchscreen infotainment screen in the centre console.
Porsche 911 Carrera 4 GTS: Prices and availability
You can buy a Carrera 4 GTS from July 2011. Prices start at £83,145 for the Coupé and £90,024 as a Cabriolet. If you prefer the feel of alcantara in your interior with the security of all-wheel drive then it offers a similar value-for-money proposition over the C4S that the GTS offers over the Carrera S. Resistance is futile...
Hang on, wasn't the 911 Carrera GTS a 911 Carrera 4S without four-wheel drive?
Not exactly. The 911 Carrera GTS was a parts-bin special, taking the 911 Carrera S drivetrain, adding the optional Powerkit and tweaked bodykit to the wider Carrera 4S body shell. Now Porsche hasadded four-wheel drive. So the latest addition to the burgeoning 911 catalogue is effectively a Carrera 4S with additional performance parts.
So what does the 911 completist get when they but a 911 Carrera 4 GTS?
An extra 23bhp for starters, taking power up to 405bhp. 0-62mph nudges down to 4.6sec manual, 4.4sec for the optional PDK in the Carrera 4 GTS coupe. Similar 0.1 second trimming has taken place to the Cabriolet's 0-62 times. You get to keep the standard C4S's CO2 and MPG figures, as befits a Porsche special edition these days.
Outside, Porsche spotters will note the rear reflector strip which links the tail-lights, but are stymied in showing off their knowledge by the 'Carrera 4 GTS' logos on the bootlid and doors which give the game away for casual viewers. GTS-specific RS Syder wheels in black along with the two-wheel drive GTS's tweaked front bumper and aero parts finish the exterior differentiation.
Inside it's Carrera 4 GTS sill plates, alcantara trim and the PCM touchscreen infotainment screen in the centre console.
Porsche 911 Carrera 4 GTS: Prices and availability
You can buy a Carrera 4 GTS from July 2011. Prices start at £83,145 for the Coupé and £90,024 as a Cabriolet. If you prefer the feel of alcantara in your interior with the security of all-wheel drive then it offers a similar value-for-money proposition over the C4S that the GTS offers over the Carrera S. Resistance is futile...
Honda CR-Z Mugen concept (2011): first photos
Honda has teamed up with Mugen again for a new hotrod special - but this one's a hybrid. The new Honda CR-Z Mugen is a slightly more ecologically sound proposition than the banzai 2009 Civic Type R Mugen, and brings the race car treatment to Honda's hybrid coupe.
However, at this stage it's a one-off prototype, with no firm commitment to build even a limited run. Reading between the lines, we'd say it's likely that Honda will launch a sportier version to tap into the latent demand for rabid Hondas.
How much quicker is the Honda CR-Z Mugen?
The regular 1.5 i-VTEC engine develops 113bhp, while Mugen's bolting on a supercharger and fettling the IMA hybrid system for nearer 200bhp and 181lb ft. And Mugen's dieticians have stripped out 50kg of unnecessary heft, to make the CR-Z more agile. The bonnet is made from carbonfibre while the wheels are lightweight Mugen alloys.
You may pile some of that weight back on with the whopping front and rear spoilers, but Mugen claims improved aero drag. It's also fettling the brakes and suspension.
'Early tests with a prototype car games based on a standard CR-Z and a mid-tune engine have given 0-60mph times around that of the Civic Type R,' says the blurb issued overnight. Sounds like 0-60mph in around 6.6sec then.
Won't a supercharged CR-Z totally remove the point of having a hybrid?
'Early fuel consumption tests have been encouraging,' claims Colin Whittamore from Mugen Euro, the go-faster Honda brand's European wing based in Northampton.
'We've retained the three driving modes from the standard car and economy ranges from 50+mpg in Eco mode to mid-30mpg when tapping into the supercharged power in a special Mugen mode.'
We'll know more when we see the car for the first time at the 2011 Goodwood Festival of Speed.
You can read the (rather long and drip-feedy) build-up to the CR-Z Mugen story by clicking on the related articles to the left.
However, at this stage it's a one-off prototype, with no firm commitment to build even a limited run. Reading between the lines, we'd say it's likely that Honda will launch a sportier version to tap into the latent demand for rabid Hondas.
How much quicker is the Honda CR-Z Mugen?
The regular 1.5 i-VTEC engine develops 113bhp, while Mugen's bolting on a supercharger and fettling the IMA hybrid system for nearer 200bhp and 181lb ft. And Mugen's dieticians have stripped out 50kg of unnecessary heft, to make the CR-Z more agile. The bonnet is made from carbonfibre while the wheels are lightweight Mugen alloys.
You may pile some of that weight back on with the whopping front and rear spoilers, but Mugen claims improved aero drag. It's also fettling the brakes and suspension.
'Early tests with a prototype car games based on a standard CR-Z and a mid-tune engine have given 0-60mph times around that of the Civic Type R,' says the blurb issued overnight. Sounds like 0-60mph in around 6.6sec then.
Won't a supercharged CR-Z totally remove the point of having a hybrid?
'Early fuel consumption tests have been encouraging,' claims Colin Whittamore from Mugen Euro, the go-faster Honda brand's European wing based in Northampton.
'We've retained the three driving modes from the standard car and economy ranges from 50+mpg in Eco mode to mid-30mpg when tapping into the supercharged power in a special Mugen mode.'
We'll know more when we see the car for the first time at the 2011 Goodwood Festival of Speed.
You can read the (rather long and drip-feedy) build-up to the CR-Z Mugen story by clicking on the related articles to the left.
Vauxhall Zafira Tourer (2011) first official pictures
It’s not the new Vauxhall Zafira, it’s the new Vauxhall Zafira Tourer. Why the new name? Because the current Zafira will continue to be sold alongside the new Zafira Tourer, which lands in UK showrooms in early 2012.
Vauxhall claims its new MPV sits above the current car and will ‘raise the bar for design, luxury, flexibility and innovation in the MPV sector’. In other words, it’s now going directly after Ford’s excellent S-Max.
Right, what will my family like about the new Vauxhall Zafira Tourer?
The clever Flex7 technology (allowing five seats to quickly become seven) that debuted on original Zafira remains, but it’s been updated: the third row still folds flush with the floor, but the second row is no longer one big bench but three separate seats. Each one can be folded and moved forward and backwards through 210mm, to give kids (or unfortunate adults forced to ride in the back) a little extra legroom.
Pay a little more and the middle seat in the second row folds and rotates to become armrests for passengers either side, whose seats in turn can slide by 280mm and inboard by 50mm for some additional space. The Meriva also donates its FlexConsole to the Zafira, the trick central storage system running between the front seats.
There’s a bigger boot too, now 710 litres in five-seat configuration (up 65 litres on the current car) and a whopping 1860 litres (up 40 litres) with all the rear seats folded flat. But all this space hasn’t been found from nowhere – the new Zafira Tourer features a 57mm longer wheelbase and wider tracks (up 96mm at the front and 78mm at the rear), and is 190mm longer overall.
What else must I know?
That it’s a pretty good looking MPV, looking near-identical to the concept unveiled at the 2011 Geneva motor show and pretty smart to boot. The ‘boomerang’ graphics, which sweep from the top of the headlights to the fog lights in the bumper, are adopted from the plug-in Ampera, and it sticks with a set of conventionally hinged rear doors rather than adopting the sliding variety.
Under the sleek skin the front axle is pinched from the Insignia, while the rear end set-up is similar to the current Zafira, but with the additios of a Watt’s link similar to that in the Astra, a feature designed to compensate for the lack of proper independent rear suspension.
Vauxhall’s adaptive damping FlexRide system is an option, with Standard, Tour and Sport settings for drivers to pick from. FlexFix, the Corsa-style pop-out-from-the-rear-bumper bicycle carrier is an option, as is a big panoramic windscreen that stretches back past the A-pillar.
What about power for my people carrier?
Under the bonnet there are three versions of Vauxhall’s 2.0 CDTi diesel, in 108, 128 and 163bhp guises, while buyers after a petrol engine can pick from a turbocharged 1.4 and a naturally aspirated 1.8, both producing 138bhp. All models bar the 1.8 come with a six-speed manual as standard (the sole n/a unit makes do with a five-speed ‘box) while a six-speed auto is an option on some models; stop/start will be available on some engines, but exactly which ones won’t be revealed until later this year.
The new Zafira Tourer also features adaptive cruise control with an emergency brake function, a lane departure warning system, a traffic sign recognition function, forward collision alert, adaptive lights, a blind spot alert system, and a park assist system – essentially, a lot of systems you’ll have to pay extra for.
Sales start at the very end of 2011, with cars reaching UK showrooms in early 2012. Expect prices to being pretty similar to that of the Ford S-Max (i.e £22k-£32k).
Vauxhall claims its new MPV sits above the current car and will ‘raise the bar for design, luxury, flexibility and innovation in the MPV sector’. In other words, it’s now going directly after Ford’s excellent S-Max.
Right, what will my family like about the new Vauxhall Zafira Tourer?
The clever Flex7 technology (allowing five seats to quickly become seven) that debuted on original Zafira remains, but it’s been updated: the third row still folds flush with the floor, but the second row is no longer one big bench but three separate seats. Each one can be folded and moved forward and backwards through 210mm, to give kids (or unfortunate adults forced to ride in the back) a little extra legroom.
Pay a little more and the middle seat in the second row folds and rotates to become armrests for passengers either side, whose seats in turn can slide by 280mm and inboard by 50mm for some additional space. The Meriva also donates its FlexConsole to the Zafira, the trick central storage system running between the front seats.
There’s a bigger boot too, now 710 litres in five-seat configuration (up 65 litres on the current car) and a whopping 1860 litres (up 40 litres) with all the rear seats folded flat. But all this space hasn’t been found from nowhere – the new Zafira Tourer features a 57mm longer wheelbase and wider tracks (up 96mm at the front and 78mm at the rear), and is 190mm longer overall.
What else must I know?
That it’s a pretty good looking MPV, looking near-identical to the concept unveiled at the 2011 Geneva motor show and pretty smart to boot. The ‘boomerang’ graphics, which sweep from the top of the headlights to the fog lights in the bumper, are adopted from the plug-in Ampera, and it sticks with a set of conventionally hinged rear doors rather than adopting the sliding variety.
Under the sleek skin the front axle is pinched from the Insignia, while the rear end set-up is similar to the current Zafira, but with the additios of a Watt’s link similar to that in the Astra, a feature designed to compensate for the lack of proper independent rear suspension.
Vauxhall’s adaptive damping FlexRide system is an option, with Standard, Tour and Sport settings for drivers to pick from. FlexFix, the Corsa-style pop-out-from-the-rear-bumper bicycle carrier is an option, as is a big panoramic windscreen that stretches back past the A-pillar.
What about power for my people carrier?
Under the bonnet there are three versions of Vauxhall’s 2.0 CDTi diesel, in 108, 128 and 163bhp guises, while buyers after a petrol engine can pick from a turbocharged 1.4 and a naturally aspirated 1.8, both producing 138bhp. All models bar the 1.8 come with a six-speed manual as standard (the sole n/a unit makes do with a five-speed ‘box) while a six-speed auto is an option on some models; stop/start will be available on some engines, but exactly which ones won’t be revealed until later this year.
The new Zafira Tourer also features adaptive cruise control with an emergency brake function, a lane departure warning system, a traffic sign recognition function, forward collision alert, adaptive lights, a blind spot alert system, and a park assist system – essentially, a lot of systems you’ll have to pay extra for.
Sales start at the very end of 2011, with cars reaching UK showrooms in early 2012. Expect prices to being pretty similar to that of the Ford S-Max (i.e £22k-£32k).
Audi A6 Avant (2011) first official pictures
This is the new Audi A6 Avant, a crucial new model for Audi UK as the current car makes up 43% of A6 sales here in Blighty. The new Audi A6 Avant is bigger, lighter and better all round than the model it replaces.
Important stuff first – how big is the boot on the new Audi A6 Avant?
We’ll get there in a moment, but first let’s mention the optional ‘gesture-controlled’ boot lid. We quote: ‘a particular movement pattern below the rear bumper activates the system and the hatch opens automatically’.
Quite what weird movement you have to make around the back of your A6 we don’t know, but once you’ve gestured to the rear hatch to open – and it has – inside you’ll find a boot that boasts 565 litres of carrying capacity. Alas that’s exactly the same capacity as the existing A6 Avant, and with the seats folded down the 1680 litres on offer is only 20 more than the current car. Blame the sloping D-pillars for the lack of any worthwhile increase in boot space.
The rest of the Avant’s interior is standard A6 fare… which means top-notch build quality, class-leading materials, and the same massively improved user interface that’s shared with the A7.
Engines, transmissions, etc please?
Customers can pick from a choice of six engines; four diesels, two petrols, and all boasting direct fuel injection. The majority will be interested in the only four-pot unit, the front-drive-only 2.0 TDI boasting 174bhp, 56.5mpg and just 132g/km CO2.
The other three oil burners are versions of the same 3.0 TDI, with either 201bhp, 241bhp (a Clean Diesel varaint will follow), and 308bhp. The latter boasts two turbos, reach 62mph in 5.4 seconds, and hit the electronic limiter at 155mph with ease. The only naturally aspirated engine is Audi’s 2.8 FSI unit, while the other petrol unit is the supercharged 3.0 TFSI with 296bhp.
As for the gearbox choice, there are four on offer, from a six-speed manual through to an eight-speed auto, with a CVT and seven-speed dual-clutch S-tronic inbetween. Power can go to just the front, or all four wheels, and if opt for a Quattro-equipped car then the Sport differential can be specced and will distribute power between the rear wheels. So equipped, Audi claims ‘the A6 Avant rides as if on rails’. Either something was lost in translation, or the ride is actually crap.
I presume the new Audi A6 Avant is cleaner and greener than the car it replaces?
Together with lower kerbweights (Audi reckons about 20% of the A6 Avant’s body is built using aluminium components, meaning some models weigh up to 70kg less than their predecessors) and standard stop/start tech, fuel consumption is improved by as much as 18%.
All versions feature Audi’s Drive Select system, with Comfort, Auto, Dynamic and Individual models to tweak the engine, chassis and assistance systems. All models bar the 2.8 FSI also sport an Efficiency mode biased towards improving fuel economy.
Anything else?
Of course. There's a staggering long list of options including adaptive air suspension, dynamic steering similar to that used on the RS5, a head-up display, massage front seats, internet access, a 360-deg parking system using four cameras, an S-line pack offering a bodykit, bigger wheels and 30mm lower suspension, acoustic glass, wheels up to 20in in diameter… breathe … a 15-speaker Bang & Olufsen sound system, radar-guided adaptive cruise control with a stop and go function that works up to the car’s top speed, park assist, lane assist, and LED headlights and tail lamps which Audi claims are ‘a visually and technically fascinating option’.
Prices for the A6 (and its extensive options list) have yet to be announced, but reckon on around £30k for an entry level 2.0 TDI; UK sales start towards the very end of 2011. An Allroad version is expected to appear at the 2012 Geneva motor show early next year.
Important stuff first – how big is the boot on the new Audi A6 Avant?
We’ll get there in a moment, but first let’s mention the optional ‘gesture-controlled’ boot lid. We quote: ‘a particular movement pattern below the rear bumper activates the system and the hatch opens automatically’.
Quite what weird movement you have to make around the back of your A6 we don’t know, but once you’ve gestured to the rear hatch to open – and it has – inside you’ll find a boot that boasts 565 litres of carrying capacity. Alas that’s exactly the same capacity as the existing A6 Avant, and with the seats folded down the 1680 litres on offer is only 20 more than the current car. Blame the sloping D-pillars for the lack of any worthwhile increase in boot space.
The rest of the Avant’s interior is standard A6 fare… which means top-notch build quality, class-leading materials, and the same massively improved user interface that’s shared with the A7.
Engines, transmissions, etc please?
Customers can pick from a choice of six engines; four diesels, two petrols, and all boasting direct fuel injection. The majority will be interested in the only four-pot unit, the front-drive-only 2.0 TDI boasting 174bhp, 56.5mpg and just 132g/km CO2.
The other three oil burners are versions of the same 3.0 TDI, with either 201bhp, 241bhp (a Clean Diesel varaint will follow), and 308bhp. The latter boasts two turbos, reach 62mph in 5.4 seconds, and hit the electronic limiter at 155mph with ease. The only naturally aspirated engine is Audi’s 2.8 FSI unit, while the other petrol unit is the supercharged 3.0 TFSI with 296bhp.
As for the gearbox choice, there are four on offer, from a six-speed manual through to an eight-speed auto, with a CVT and seven-speed dual-clutch S-tronic inbetween. Power can go to just the front, or all four wheels, and if opt for a Quattro-equipped car then the Sport differential can be specced and will distribute power between the rear wheels. So equipped, Audi claims ‘the A6 Avant rides as if on rails’. Either something was lost in translation, or the ride is actually crap.
I presume the new Audi A6 Avant is cleaner and greener than the car it replaces?
Together with lower kerbweights (Audi reckons about 20% of the A6 Avant’s body is built using aluminium components, meaning some models weigh up to 70kg less than their predecessors) and standard stop/start tech, fuel consumption is improved by as much as 18%.
All versions feature Audi’s Drive Select system, with Comfort, Auto, Dynamic and Individual models to tweak the engine, chassis and assistance systems. All models bar the 2.8 FSI also sport an Efficiency mode biased towards improving fuel economy.
Anything else?
Of course. There's a staggering long list of options including adaptive air suspension, dynamic steering similar to that used on the RS5, a head-up display, massage front seats, internet access, a 360-deg parking system using four cameras, an S-line pack offering a bodykit, bigger wheels and 30mm lower suspension, acoustic glass, wheels up to 20in in diameter… breathe … a 15-speaker Bang & Olufsen sound system, radar-guided adaptive cruise control with a stop and go function that works up to the car’s top speed, park assist, lane assist, and LED headlights and tail lamps which Audi claims are ‘a visually and technically fascinating option’.
Prices for the A6 (and its extensive options list) have yet to be announced, but reckon on around £30k for an entry level 2.0 TDI; UK sales start towards the very end of 2011. An Allroad version is expected to appear at the 2012 Geneva motor show early next year.
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