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Sunday, 23 December 2012

Renault Duster vs Mahindra XUV500 vs Skoda Yeti


Soft-roaders aren't exactly a new phenomenon. And we Indians love them big and brawny. Whether there's substance to all that show is a different thing altogether. As long as there's street-cred, we're a happy bunch. And this market is bursting at its seams. Look around; see how many pseudo off-roaders are doing the school run every morning, and you'll know we aren't kidding.

Now if your noodle is in place – and there's no reason why it shouldn't be – you'd be a bit daft as a manufacturer to not want a piece of the soft-roader pie. The latest entrant to this party is the Renault Duster and it's given us a great excuse to  gather its rivals – the Mahindra XUV 500 and the Skoda Yeti for a bit of a stand-off.

We were quite impressed with the Duster the last time around, but with the Yeti and the overbooked XUV 500 being quite the able sport utilities in their own right, we figured it was time to pitch them together to see which one of these softies really deserves school-run duty.
Let's begin with the Duster. It certainly has street presence, with all that chrome upfront. It looks good, certainly more manly than the other two.  Those boxy lines do its SUV image well. The XUV's cheetah-inspired design looks pretty good too especially in flesh. Some bits may make you think the designers went overboard, but the end result still warrants a second look.

Speaking of second looks, there's also the Skoda Yeti. It's been around for a while, it isn't exactly fresh but it doesn't look dated either.  At first, we thought it was a bit quirky. But the Yeti has grown on us and we now quite like the way it looks.Although their purpose may be the same, all three take different routes to get there. On the mechanical front, the lines start to get blurry.

The XUV gets a 2.2-litre engine good for 140bhp and 330Nm. It's the same mHawk powerplant from the Scorpio, only with 20 more horses and a six-speed 'box. It's quite refined as far as vibrations go, but mechanical clatter does make its presence felt. But once at speed, the noise isn't intrusive. Performance-wise, the XUV defies its weight, but that's only once you figure out how to extract its juice.

Tuesday, 11 December 2012

BENTLEY GT3


BENTLEY MOTORS REVEALS GT3 FOR THE FIRST TIME IN THE USA

BENTLEY SHOWCASES NORTH AMERICAN  DEBUTS AT LOS ANGELES AUTO SHOW

Bentley unveiled its Continental GT3 race car in the US for the first time at Los Angeles Auto Show, as the company forges ahead with its plans to return to motorsport towards the end of 2013.  Bentley is also showing its new 205 mph (330 km/h) Continental GT Speed performance flagship, the sister car upon which the GT3 is based and the Mulsanne Mulliner Driving Specification, a highly distinctive and sporting interpretation of its flagship Mulsanne. 

Commenting on Bentley’s stand at the Los Angeles Show, Rolf Frech, Member of the Board for Engineering, Bentley Motors, said:

“For some time now our customers have been telling us that it is time to return to motorsport.  Our US customers are no exception and I am delighted to be showing the Continental GT3 concept race car in LA. I am also pleased to introduce the new GT Speed to the US.  The Speed has been a sales success story for Bentley ever since it was first unveiled in 2008 and we expect strong interest in the US region.”
 
To celebrate the debut of the Continental GT3 Concept race car in America, and the unveiling of our newest Mulsanne Visionaries film 'the Future of Speed with Andy Green' - Bentley held a launch event in LA on the eve of LA Auto Show.  In attendance and giving their thoughts on the future of speed were Jay Leno, sportscar driver and TV host Jason Bell, LA Angels baseball player CJ Wilson, Andy Green and TV producer Taylor Buzbee.

BENTLEY RETURNS TO THE RACETRACK WITH CONTINENTAL GT3

Sunday, 9 December 2012

BMW 4 Series Coupe



The  BMW 4-Series Coupe Concept has unveiled , BMW is looking ahead to the fourth generation of its sporty mid-range coupe - and reasserting its global leadership credentials in the process. 

Dream Wheels say’s

The BMW 4-Series Coupe Concept adds a new spices  to the qualities of the BMW 3-Series Coupe in terms of aesthetics, dynamics and elegance. The "4" doesn't just mark the start of a new cycle, it represents the zenith of a development curve. BMW has given the new model its own individual character and a standalone design - and, in so doing, has turned "4" into segment shorthand for aesthetic and dynamic appeal. The latest addition to a nomenclature that sees BMW building on the fine tradition of its large BMW 6-Series and BMW 8-Series Coupes, the "4" stands for greater sportiness, greater exclusivity and even clearer differentiation from the BMW 3-Series range. About looks the BMW 4- Series is fully loaded with  jaw dropping  style . It’s GANGSTER eyes  style headlamps has perfectly matched with its design . The two doors and body bumper enriched it’s
sportier looks.

The Design: 


The BMW 4-Series Coupe Concept allows the driver to experience the essence of this new, sporting and elegant generation of car in the lap of contemporary luxury. An array of high-quality details provide an exclusive showcase for the car's perfectly balanced coupe proportions. Inside, the expertise of BMW Individual, skilled handcraftsmanship and carefully selected materials combine to create a supreme interior. The role of BMW Individual in the BMW 4-Series Coupe Concept's development clearly underlines the brand's commitment to challenging itself constantly in pursuit of perfection. 
These first official pictures show the new two-door to be a muscular and broad-shouldered design draped over a wide-stance platform.
BMW has released the key dimensions for the concept, which are expected to be carried over to the production car with very little change. They include a 2810mm wheelbase that it shares with the 3-series saloon.
At 4641mm long, 1826mm wide and 1326mm high, the new concept is 17mm longer than the saloon, 15mm wider and a significant 67mm lower, a dimension that emphasises the two-door’s sportier footprint.
The front and rear tracks reflect the squat look, too. At 1545mm, the front is 3mm wider than the saloon and the 1593mm rear is 10mm wider.
Despite the brief for a sportier, more individual look, designers have crafted bodywork that broadly follows the theme of the 3-series saloon, with a distinctive swage line running along the bodyside and linking the front and rear haunches by running through the door handles.
Where the 4-series concept asserts its identity is in the execution of the swage line, which takes a sharper, more aggressive form and mirrors the more pronounced sill cover. The wheel arches of the 4-series concept bulge more aggressively than those of the four-door. These body adornments also lend BMW’s smaller coupé a more aggressive look than its bigger brother, the 6-series.
At the front, the family resemblance to the saloon is carried through, with headlights that link into the hallmark kidney grille. The grille itself is made more prominent by protruding more aggressively from the surrounding sheet metal.
“The front end displays a clear link with the 3-series family, but with a sporting take on the theme with precise contours and multi-faceted surfaces,” says BMW.
The execution of the intersection of the grille and headlamps is sportier thanks to the narrower lamp units built around on-trend ‘squircle’ projector lamps.
Underpinning the front is a gaping front air dam that extends the full width of the nose. The production coupé is tipped to have a more toned-down airdam, although elements of this design may influence the forthcoming M4.
Another departure for BMW is the hockey-stick-shaped decoration on the front wings, behind the wheel arches. Some sort of adornment will appear on the production 4-series, but how close its design will be to this feature is unclear.
The interior is based closely on the 3-series saloon’s and, ignoring the concept car decoration in this design study, appears to be directly carried over.
The instrument pack, minor switchgear and instrument panel’s upper moulding, for example, mimic the 3-series saloon, with its high-mounted infotainment screen. Likewise, the radio and air-con modules in the centre console are carried over from the saloon.
BMW hasn’t released any chassis or engine information with the concept. But our sources say that the production 4-series will feature engines selected from the saloon range and mirror the bulk of the line-up in today’s 3-series coupé.
Today’s global best-seller is the 320d, which will morph into the 420d. Seven further engines are likely to result in a 418i, 420i, 428i and 435i petrol line-up and 425d, 430d, 435d diesels. The long-awaited M4 is also a key 4-series variant.
Chassis settings are tipped to be firmer than the saloon’s to further establish the 4-series as a separate model.



Saturday, 1 December 2012

fourth generation Range Rover




British multinational automaker Land Rover Friday launched its fourth generation sport utility vehicle (SUV) Range Rover  at gurgaun.Rohit Suri, vice president of Jaguar and Land Rover (JLR)-India, launched the vehicle at a function at Sector 29.

Range rover in Indians will comes in two engine options – a 4.4-litre V8 diesel with 334bhp of power and 700Nm of torque. The petrol is a supercharged 5-litre V8 motor with 504bhp of power and 625Nm of torque.

"The new Range Rover offers an unparalleled special blend of luxury, performance and unmatched all-terrain capability.

"Its clever design and revolutionary lightweight construction will give Indian customers a product that will cope with the most difficult of terrains and provide a step change in comfort, refinement and handling," Suri said.
Though the basic silhouette is the same as the previous generation, you can tell this Rangie is all new thanks to the all new LED-cluster head lamps. The more prominent grille and the tighter skinning. This luxury off-road stalwart uses an all-aluminium body that's 420kg lighter than its predecessor, sitting on a wheelbase that's been stretched by 40mm. It's also a touch lower and wider in the body than its predecessor. Though no one will miss this SUV on-road its actually only as long as an Audi A6.

Indians can choose from two spec options – Vogue SE and Autobiography in diesel and only the top end Autobiography for the petrol. The main difference being that the top version gets a contrasting shade for the roof and body. 
Prices for the Range Rover start at Rs 1.72 crore and go up to Rs 1.9 crores with all the bells and whistles. All prices are ex-shoroom, Delhi.

Friday, 23 November 2012

SuperBus



The futuristic Eco friendly public transportation….155 mph electric Superbus ready for the road......
A high speed electric Superbus built in The Netherlands is now street legal after the government there issued a license plate for the radical form of mass transportation.

The 23-passenger vehicle is being developed by a program at the Delft Institute of Technology headed up by physicist and former astronaut Wubbo Ockels, who in 1985 became the first Dutch citizen to travel into space on the last successful flight of the Space Shuttle Challenger. . Instead of a tall box-like cabin with an aisle and hard wide seats, the Superbus is aerodynamic, the sleek, 50-foot-long six-wheel vehicle and luxurious cushioned seats looks more like a stretch limo version of an exotic sports car than a typical bus, and features 16 gullwing doors and a central seating position for the driver.
Powered by lithium-ion batteries it has a theoretical range of 134 miles per charge and a top speed of 155 mph.
 
Though it does look good, the Superbus, as it’s called, has been named more for its speed, than for its beauty and mobility, Dubai and Abu Dhabi have shown interest in building a road between the two United Arab Emirates with a dedicated lane for a fleet of zero-emissions Superbuses, which would run on electricity generated by solar power and complete the 75-mile journey in just 30 minutes.
Still at least three years away from production, with the license plate it can now be tested on public roads in the Netherlands. Along with runs up to 86 mph on a closed course, it has also been seen being tested on a snow-covered track, something not likely to come in too handy in its proposed desert home.

The designers hope that the Superbus might be the answer to urban congestion. It’s as long as a normal public transportation bus, but it’s far more mobile thanks to two pairs of rear wheels that can turn independently, thus reducing the turning radius. The idea is that the Superbus would come to your house when you call, and pick you up, rather than you going to a bus stop. It would maneuver almost like a limousine through normal traffic, then go into high-speed mode on a dedicated concrete road, then maneuver normally near your destination.



The Superbus holds 23 passengers is made with super light carbon fiber materials, and is powered by an electric motor backed up by lithium polymer batteries. The chief design engineer on the team is Antonia Terzi, formerly of BMW-Williams Formula 1, hence the aerodynamic design that cuts down on energy needs and allows the vehicle to travel safely at high speeds. Inside, it’s all about comfort and luxury, with seats that look like something off a roller-coaster, television, internet access and air bags for the passengers; up front, there’s space age technology for the driver; obstacle detection, navigational aids and state of the art communications and fail-safe backup systems.

Thursday, 22 November 2012

BMW X6



There are SUVs and there are coupes. But there is only one BMW X6. This vehicle is like no other. It unites apparent contrasts, such as size and agility or sporting character and elegance. It is a sports car that also feels at home off the road. A coupé and an SUV in one.

Its design language reads like a set of instructions for being out of the ordinary. This is why BMW have created a separate vehicle category for the BMW X6: the Sports Activity Coupe. These three words contain everything that makes the new BMW X6 so special and also reflect what you see at first sight. It is more dynamic, more versatile, more majestic – in short: unique.
Taking the power to where it has maximum effect – a simple idea that the intelligent BMW xDrive all-wheel drive system puts into practise masterfully.
In the BMW X6, the BMW xDrive all-wheel drive system provides better traction, higher stability and more safety. If the sensors detect that the car is about to drift off course – for example, in wintry conditions – the system reacts in milliseconds. By adjusting the amount of power distributed to the axles, xDrive eliminates oversteering or understeering instantly.

Even on ice and snow, the system allows the driver to enjoy the power of the BMW X6 to the full because there is a noticeable gain in traction and tracking stability on any terrain. Whether you are taking tight corners, attempting a hill start or tackling slippery surfaces, the optimum amount of power is applied to the road.

BMW launched its  new X6 at the opening of their new Faridabad showroom - Deutsche Motoren.  The new BMW X6 is available at all BMW dealerships across India as a CBU (Completely Built-up) unit.

The new X6 includes design modifications such as a new kidney grille, repositioned fog lamps and new LED taillights. The minor changes in the interiors include sports seats with a raised seating position as well as a generous amount of space.

The new BMW X6 is available in petrol as the BMW X6 xDrive50i at an ex-showroom, India price of Rs 78.9 lakh and the diesel variant, BMW X6 xDrive40d is priced at an ex-showroom, India price of Rs 93.4 lakh
 

Engine

BMW TwinPower Turbo 8-cylinder petrol engines in the BMW X6 xDrive50i.


In the BMW X6 xDrive50i, a brief touch of the accelerator is enough to unleash the power of the 8-cylinder 4 valve petrol engine. On every bend, you can feel the close contact with the road, with the throaty sound of the eight cylinders ringing in your ears each time you put your foot down.
The BMW TwinPower Turbo 8-cylinder engine with two turbochargers, twin VANOS and High-Precision Injection, an outstanding 300 kW (407 hp) and a maximum torque of 600 Nm accelerates the BMW X6 xDrive50i from 0 to 100 km/h in just 5.4 seconds. In view of this output, the V8 petrol engine fuel consumption is surprisingly modest – with an average of 8.0 km/l and combined CO2 emissions of 292 g/km. The 8-speed sports automatic transmission keeps the engine in the optimum rev range, offering near-imperceptible gear changes and excellent comfort.

Centrally fitted exhaust turbochargers in the V of the cylinder banks make for an ultra-compact design, a low weight − and a unique level of agility.
 

BMW TwinPower Turbo straight six-cylinder diesel engines.

The BMW X6 xDrive40d uses a state-of-the-art common-rail diesel technology for higher performance and uniquely low consumption.
The BMW X6 xDrive40d with its BMW TwinPower Turbo technology: two turbochargers with variable turbine geometry work in sequence to provide impressive power and high revs. With 225 kW (306 hp) and 600 Nm of torque under the bonnet, the car sprints from 0 to 100 km/h in just 6.5 seconds, while the common-rail direct injection system guarantees extreme smoothness and an impressively low average fuel consumption of 13.33 km per litre.


Interior
The difference between the new BMW X6 and a coupé is not just the four doors. Behind these doors is a generous interior that now offers space for up to five people. And in terms of comfort and quality, too, the interior of the Sports Activity Coupé is anything but modest. The design underlines its sporting character and offers you a lot of freedom in the choice of upholstery, colours and interior trim strips. With its variable rear seat bench with seating for up to three people and the generous luggage space, the BMW X6 shows that it is ideal for everyday use. It's just more luxurious than other automobiles.

Efficiency

Tuesday, 20 November 2012

Porsche Carrera 4S




2013 Porsche Carrera 4S 

From  1964, after some success in motor-racing, namely with the Porsche 550 Spyder, the company launched the Porsche 911 another air-cooled, rear-engined sports car, this time with a six-cylinder "boxer" engine. After that we have seen the 911 in refined and more refined design and improved performance  till now .The future avatar of 911 Carrera 4S will definitely shocked you .   

With the Carrera 4 and Carrera 4S, Porsche rolls out the first four-wheel-drive versions ofits new, seventh-generation 911. Porsche claims theprevious version of the Carrera 4 accounted for 34 percent of 911 sales worldwide. Replacing last year’s 997-based models, the new Carrera 4 and 4S coupes will go on sale early 2013, with the cabrio iterations of both due in spring.
Compared with the rear-drive Carrera, the rear fenders ofthe 4 and 4S each flare an extra 0.9 inch, and a 1.4-inch-wider or 1.7-inch-wider rear track (Carrera 4S, respectively) and slightlywider tires lurk under those zaftig hindquarters.
Motorschaubild

 Engine:

The 911 Carrera  4S models are powered by a 3.8-liter boxer engine with direct fuel injection (DFI) and VarioCam Plus. It produces 400 horsepower at 7,400 rpm and the maximum torque of 325 lb.-ft. is achieved at 5,600 rpm. It goes  0-100 Kmph in 4.3 sec . The top track speed is 185 mph.
Consumption(Highway): 26 mpg.

With optional Porsche Doppelkupplung (PDK), the 911 Carrera S accelerates from 0 to 60 mph in 3.9 seconds and achieves a top speed of 187mph. The new Carrera 4S completes the 0 to 60 mph sprint in 4.0 seconds and boasts a top speed of 185 mph. 

And the  Price $105,630 and 58,22848.34 INR


Features 

Efficiency-enhancing measures
A widely held belief about motorsport is that power is the only thing that matters. From experience, we know better. Extra horsepower alone has never been enough to win a single race. Much more important to us are ideas – ideas that inspire more intelligent vehicle concepts and more efficient drive systems. The same applies on the road. It’s about getting the most out of what you’ve got.

The Auto Start/Stop function is standard in the 911 Carrera models.

In cars with the manual gearbox, the engine switches off automatically when, for example, you stop
at traffic lights, select neutral and release the clutch pedal. In cars with Porsche Doppelkupplung (PDK), the engine switches off whenever you stop and leave your foot on the brake pedal. 

All audio and communication systems remain switched on and the climate control continues to maintain your selected temperature. The only differences you will notice are the silence at the rear and the fuel saving. As soon as you operate the clutch or release the brake, the engine will restart swiftly and smoothly. 

Coasting
The ‘coasting’ function available with Porsche Doppelkupplung (PDK) enables you to save even more fuel where the situation allows. The engine is decoupled from the transmission to prevent deceleration caused by engine braking. In this way, optimum use is made of the vehicle’s momentum, allowing it to coast for longer distances. 

For example, you may want to slow down from 65 to 40 mph in anticipation of the change of speed limit ahead. As soon as you release the accelerator pedal, PDK deselects the current gear automatically and you begin to coast in neutral until you have reached your desired speed. The moment you engage the accelerator or brake pedal, PDK selects the appropriate gear smoothly and seamlessly within a fraction of a second.

Another way to reduce fuel consumption is to utilize the coasting function on downhill gradients that are gentle enough for you to maintain a constant speed. Efficient on long journeys, such as on the motorway, PDK remains ready to respond as swiftly and precisely as you would expect. 

In short, driving in coasting mode makes a real impact on fuel consumption without any need for compromise on comfort or sporty performance. 

7-speed manual transmission
Pure, direct, precise. Short shift movements and an optimum transition from one gear to the next. That’s exactly what you would expect of a Porsche manual transmission. 

What you might not have expected is a 7-speed manual transmission that combines a high level of sporty performance with an equally high level of efficiency and offers extra comfort for longer journeys. It’s an exceptional innovation, and not only in the sports car segment. 

The design of this manual transmission is based in principle on that of Porsche Doppelkupplung (PDK). Gears 1 to 6 have a sports ratio and top speed is reached in 6th gear. The additional 7th gear, however, has a long ratio, which reduces torque and helps to reduce fuel consumption. Lower engine revs at fast driving speeds also ensure a high level of comfort on long stretches of road.
In addition, a gear indicator in the rev counter reminds you which gear has been selected. The upshift indicator in the instrument cluster helps you actively conserve fuel. 

Thanks to the elevated center console, the gear lever is within easy reach – ideal for sporty gear changes. 

Whether you select a sporty or comfortable gear, the way you reach your destination is in your own hands. 

Porsche Doppelkupplung (PDK)
Available as an option for all 911 Carrera models is 7-speed PDK, featuring manual and automatic modes. It facilitates extremely fast gear changes with no interruption in the flow of power, whilst at the same time improving acceleration and fuel efficiency. 

In total, PDK has seven gears at its disposal. Gears 1 to 6 have a sports ratio and top speed is reached in 6th gear. 7th gear has a long ratio and helps to reduce fuel consumption by keeping engine revs low. 

PDK is essentially two gearboxes in one and thus requires two clutches. This double-clutch arrangement provides an alternating, non-positive connection between the two half gearboxes and the engine by means of two separate input shafts. The flow of power from the engine is transmitted through one half gearbox and one clutch at a time, while the next gear is preselected in the second half gearbox. During a gear change, therefore, one clutch simply opens and the other closes at the same time, enabling gear changes to take place within milliseconds. 

The effect is instant. Driving feels even sportier and more dynamic, and agility is increased. Depending on the gearshift program (SPORT button activated or deactivated), the gear change is optimized for comfort or for sporty driving. 

With the optional Sport Chrono Package, PDK is enhanced by the ‘Launch Control’ and ‘motorsport-derived gearshift strategy’ functions.
Porsche Traction Management (PTM)
It is possible to have a lot of power and yet not be able to move anything. Only by using your power intelligently will you truly progress – and with consummate ease. 

Enhanced Porsche Traction Management (PTM) is standard on all 911 Carrera all-wheel-drive models. It is an active all-wheel-drive system with an electronically variable map-controlled multi-plate clutch, automatic brake differential (ABD) and anti-slip regulation (ASR). 

Drive power is distributed between the permanently driven rear axle and the front axle by means of the electronically variable multi-plate clutch. 

The status of the vehicle is continuously monitored so that it is possible to respond to different driving situations. Sensors are used to collect a range of data, including the rotational speed of all four wheels, the lateral and longitudinal acceleration of the car and the current steering angle. 

If, for example, the rear wheels begin to lose traction under acceleration, a greater proportion of the drive power is automatically transmitted to the front axle by a more positive engagement of the multi-plate clutch. In addition, ASR prevents wheel spin by adapting the engine’s power output. During cornering, the optimal level of drive power is distributed to the front wheels to ensure excellent lateral stability. 

In conjunction with Porsche Stability Management (PSM), PTM helps to ensure the perfect distribution of drive power for optimum traction in most road scenarios, whether on long straights, through tight corners, or on surfaces with different friction coefficients. 

Exhaust system

Wednesday, 14 November 2012

Priceless Royal wheels



This is the 1924 vintage Rolls-Royce GLK 21owned by Arvind Singh Mewar of Udaipur, recently became the first Indian-owned car to win the prestigious 62th Pebble Beach Concours d’Elegance award in Clifornia, USA  .
Mewar's 1924 Rolls-Royce 20 HP Barker Tourer (GLK 21) Sunday won the Lucius Beebe Trophy awarded to the Rolls-Royceconsidered most in the tradition of Lucius Beebe who served amongPebble Beach's early judges.
The five-day annual event at Pebble Beach, California, exhibits the best in automobiles from all over the world.
"By participating in this event, we want to showcase our legacy and our heritage - because today 'Living Heritage' has more currency than luxury whose definition is so dynamic," Mewar said.
Mewar also released a 194-page coffee table book dedicated to the history and restoration of this favourite royal car of Udaipur along with the family's association with Rolls-Royce over seven generations.
The coffee table book titled "The Royal Udaipur RR GLK 21 Classic drive from Derby to Udaipur to Pebble Beach and Continues" relives the car's journey from being bought to be cannibalised for its spare parts to becoming a family favourite.
After being put out to pasture in a corner in Zenana Mahal in the City Palace, the RR GLK 21 was spotted by Mewar, who then gave expression to his passion for restoring classic cars and resurrected it to its former glory.
"India was the ultimate destination for many of Rolls-Royce's early cars because the Indian Maharanas and Maharajas were only too happy to make the transition from horse-drawn carriages to a car," Mewar said.
"Back in the old days, this venerable marquee found pride of place for state visits, ceremonies and festivals," he recalled.
"In some instances they were also used for hunting and were retro-fitted to accommodate cricket teams."
In 1999 , Arvind Singh asked his palace motor garage to take full stock of the Rolls-Royce. A list of all available and missing parts was made and restoration experts in both India and the UK were contacted. And the result –stunner on four wheels.
The value of this Rolls-Royce GLK 21 is incalculable.

Thursday, 8 November 2012

BMW ActiveHybrid 7


The worls’s most luxurious and dynamic hybrid

BMW’s biggest sedan, the 7-series, was comprehensively updated for 2013 and now we’ve got pricing info on the entire 7er lineup. The 7 enters this new model year with tweaked six- and eight-cylinder engines, a new eight-speed automatic, and a refocused Active Hybrid 7 model. (We’ve previously laid out the changes to the ActiveHybrid 7 and the rest of the 7-series lineup.) Besides both the six-cylinder 740i and eight-cylinder 750i gaining more power—the twelve-cylinder 760i went unchanged—BMW also added an all-wheel-drive model to the 740i line. As expected, every 2013 7-series costs more than last year—with the exception of the ActiveHybrid 7. Significantly, the hybrid sees a massive price cut relative to the 2011 version—the hybrid took a yearlong hiatus for 2012. Full pricing info below:
·         740i: $74,195
·         740Li: $78,195
·         740Li xDrive: $81,195
·         ActiveHybrid 7: $84,895
·         750i: $87,195
·         750i xDrive: $90,195
·         750Li: $90,895
·         750Li xDrive: $93,895
·         760Li: $140,200
Overall, the modest price increases year-over-year for the non-hybrid 2013 7-series accurately reflect the added value BMW built in, but the ActiveHybrid 7’s pricing is pretty interesting. The first ActiveHybrid 7 was positioned similarly to the Lexus LS600h hybrid, with the electric assist intended to give the eight-cylinder sedan the power of a V-12 but with V-8 fuel economy. For 2013, BMW ditched the original system for the same setup used in the smaller 2012 ActiveHybrid 5, which promises to be more efficient.
The BMW ActiveHybrid 7  have  loaded with 6 cylinder 4 valve which produce max 320 hp at 5800 RPM and max torque 450 Nm. It achieve  0-100 Km/h in 5.7 sec .The top speed of  this is 250 Km/h.
Features  

Brake Energy Regeneration

The ActiveHybrid 7 uses the energy generated from deceleration  with unparalleled efficiency. Touch the brake paddle, and the hybrid management system uses the pressure on the brake pedal to calculate the optimal interaction  between the electric motor and the conventional  braking system. The electric assembly then ensure the required braking effect, while also charging the high performance lithium-ion battery with up to 15,000 watts.
An engine with a mind of it’s own.
In future, you’ll be able to take your foot off the gas with a smile. Because the BMW Activehybrid 7 electric motor act as a full- fledged generator when costing and bracking.

Hybrid Start Stop function

Efficient even when stopped.
With the hybrid start stop function and 8-speed automatic transmission, the BMW ActiveHybrid 7 conserves energy every time you stop. As soon as the vehicle stops at a traffic light, the energy switches off automatically while the transmission remains in the desired position. Give the command to go , and the electric motor starts the engine and the connection to the gearbox and full power are restored. This reduce the fuel consumption and emission , especially in stop and –go traffic.    

Design.

Exclusive appearance with an electrifying character: the new Adaptive LED Headlights unite a striking form with dynamic function – new kidney grille slats and chrome accents on the front apron further enhance the distinctive impression, with the large air inlets reinforcing the muscular overall effect.
The aptly named Air Curtains channel the airstream on the front apron and front wheels. As a consequence, the drag resistance – and hence fuel consumption and CO2 emissions as well – are effectively reduced.

The silhouette reveals the classical proportions of a BMW sedan in its most luxurious expression – particularly in the long version. Indicator lamps in the exterior mirrors reliably display any changes in course. At the rear, discreet changes in the contours, repositioned reflectors as well as intricate chromium elements round off the impressively masterful overall picture presented by the BMW ActiveHybrid 7.

Form and function for fewer emissions and more driving pleasure: resistance-optimised aerodynamic rims in Turbine styling guide the airflow optimally along the sides of the vehicle, thus reducing drag. The optional 19” aerodynamic rims and the Liquid Blue paint finish underline the progressive character of the vehicle, as do the ActiveHybrid 7 specific lettering on the rear, on the C pillars, in the interior and on the engine cover.

 

Driving comfort.

Strength comes from the calm within. This is why travelling in one of the most dynamic luxury-class limousines is an extremely relaxing pleasure. Intelligent BMW ConnectedDrive innovations ensure that you never lose your calm even when times become hectic or situations unclear.
As soon as you leisurely take a comfortable seat in the BMW ActiveHybrid 7 and close the door behind you, an oasis of calm envelops you. All the frantic activity of city life and traffic noise stay outside – on the inside only the passengers and their comfort count.

Soothing relaxation awaits the strained muscles of rear passengers in the optional comfort seats with massage function. Twelve air chambers massage the back muscles with wave-like motions from top to bottom, while six further chambers rotate from the shoulders to the lumbar vertebrae. During the journey, the standard-feature air suspension for the rear axle and the COMFORT+ driving mode geared towards the ultimate in well-being, particularly when combined with the optional Integral Active Steering, confidently minimise any disruptive physical influences. Especially when seated in the rear cabin, you can take a very relaxed attitude towards poor road surfaces and dynamic cornering.

If space is the measure of all things, the long version continues to provide the ultimate comfort in terms of legroom.

 

Adaptive LED Headlights.


The Adaptive LED Headlights essentially shape the unmistakeable appearance of the BMW ActiveHybrid 7. The accent line with indicator function cuts into the top of characteristic light rings – thus decisively redefining the expression of the entire front section.
The distinctive form of the new BMW double-round headlights follows intelligent function: daytime running lights as well as dipped and high beam shine from the three-dimensional rings. The LED light illuminates the road with daylight intensity and rich contrast, while the cones of the Adaptive Headlights dynamically follow every turn in the road.

When bends are taken slowly, the integrated cornering lights enclosed by an elegant chrome strip automatically light up the area at the side of the vehicle. The Dazzle-free high-beam assistance offers best possible visibility for the driver without obstructing others. A mechanism inside the headlights intelligently masks areas with the potential for dazzling other road users.

Sunday, 21 October 2012

2013 BMW 328i vs. 2013 Cadillac ATS


Hijacking someone else’s identity is an increasingly common way to buy metal-flaked boats, sweet new freezer-on-the-bottom refrigerators, and memberships to the jelly-of-the-month club. But identity theft affects more than just people: Bavarian sedans are particularly susceptible. Over the years, the BMW 3-series has been the target of more attempted identity thefts than Russell Brand. (“Hi Katy, will you let me back in? No, really, it’s me. Today my voice is higher is all. And I’m not British anymore.”) For luxury automakers introducing new entry-level sedans, benchmarking the 3-series seems as important as installing an engine between the fenders. While some have come close, though, no car has achieved the lasting critical acclaim enjoyed by BMW’s golden gosling.
it’s harder to hit a moving target, and BMW renewed the 3-series for 2012. Internally designated F30, the new generation is longer and structurally stiffer but no heavier than the outgoing E90. The much-loved naturally aspirated inline-six that powered the base car is now gone, replaced by a turbocharged four that makes 10 more horsepower and 55 more pound-feet of torque. So we guess maybe that’s okay with us. What isn’t okay with us is a base price that is inching closer to $40,000 and INR 21,53,804. With just a few add-ons—Sport Line trim, sunroof, and adaptive suspension the big-ticket items among them—the car tested here rang up at $45,145 or in INR 24,31170.
Cadillac’s most recent attempt at 3-series emulation was the CTS, an ambitious tweener that hoped to steal sales from BMW’s 3- and 5-series with a single blow. This time around, the company started where identity thieves usually do: the target’s garbage. Engineers say the E90’s predecessor, the E46, was their dynamic benchmark, and the critical dimensions of the ATS are right on top of the E90’s. It’s easy to spot the similarities in the suspension setup, too. Just like the BMW, the ATS tested here is powered by a turbocharged 2.0-liter four-cylinder. Caddy’s engine tops the BMW mill by 32 horsepower and five pound-feet of torque, for totals of 272 and 260, respectively. Its 3477-pound curb weight and 50/50 front/rear weight distribution parrot figures familiar to drivers who have sworn ­allegiance to the blue-and-white propeller. Its $34,615 and in INR 18,64178. base price is nearly three grand less than the BMW’s, but stuffed with Cadillac’s CUE infotainment system, an adjustable sport suspension, and a trunkload of other options, the example here landed at $45,910. These two are fairly evenly matched, but as all those aspirational appliance hoarders will tell you, there’s no room for error in identity theft.
 
 Less than two miles into his first handling loop in the ATS, senior editor Tony Quiroga announced, “Yeah, this car is way better.” He raved about the composure and responsiveness of the Cadillac, which was equipped with the FE3 Performance package that brings adjustable magnetorheological dampers, 18-inch summer tires, and a limited-slip differential to the party. The ATS is an easy car to drive fast, even on lumpy 1.3-lane roads in West Virginia, the land of decreasing radii. A safe touch of understeer gives way to near-perfect balance and incredible poise up to the 0.90-g limit. Wheel motions are admirably well controlled and damped, and it seems nothing can upset the ATS’s line. You can drive this car the same way on a rough patchwork road as you’d drive the BMW on a smooth one.
Should you overestimate the length of a straight, a firm and responsive braking system brings things to a halt in just 160 feet from 70 mph, 12 feet shorter than the BMW’s mushier pedal can manage. It’s just too bad that Cadillac couldn’t come up with a chassis like this before electric power steering exterminated road feel. While the ATS’s wheel proffers heavy weighting and linear buildup, we’d be lying if we said feel wasn’t muffled. At least there’s some; the BMW’s steering is even more artificial.
Usually we find ourselves defending why the faster car didn’t win a comparo by explaining that the slower one was more fun. Now we have to explain that the car that was more fun didn’t win because it was just that much overmatched in every other regard. The drivetrain in particular killed the Caddy’s chance for a win. If the 2.0-liter does in fact make 272 horsepower at 5500 rpm, then it’s only at 5500 rpm. At 5499 and 5501, it feels more like 230. Redline is 7000 rpm, but there’s a notable softening beyond the power peak, and the engine starts sounding stressed well before that. Because the Cadillac is geared lower than the BMW—and it sounds so unpleasant at high rpm—we usually found ourselves a cog higher in the ATS than in the 328i through the twisty sections.
On the highway, the exhaust drone threatened to put us in an auditory sleeper hold. Other gripes centered on the notchy shifter and a flywheel so heavy that no-throttle clutch dumps will almost get the car moving. It’s a great learning tool—slip the clutch just the tiniest amount and you’re on your way—but not very satisfying.
While we also marked down the Caddy for its confused mishmash of interior and exterior styling cues, our greatest complaint about the ATS is a different CUE, Cadillac’s new touch-screen infotainment system. It’s an acronym for Cadillac User Experience, a name we suggest replacing with the far more descriptive State-of-the-art Haptic Infotainment Technology. The touch-screen system looks sleek but demands far more focus than anything in a car should. Even sitting still, it’s frustrating, as the system frequently thought we were touching a different “button” than we intended. Various icons will pop up along the edges of the screen as your hand nears, meaning we’d start our finger toward a destination, only to glance away and have CUE ambush us at the last second with a different choice. Our radar-detector cords sweeping back and forth across the center stack regularly adjusted the radio volume and turned on our seat heaters. It’s obvious that CUE was developed outside of the car, where possible downsides to staring at an iPad are less disastrous.
If we were looking only for back-road fun and not for everyday livability, the ATS would triumph. Quiroga put it best: “This car is like a Lotus: There are a lot of compromises, but the chassis isn’t one of them.” In the most important regard, Cadillac succeeded in building an American 3-series. Now it needs to benchmark BMW’s engine and transmission, and install an infotainment system that isn’t such an outrage that we’d feel morally justified in crashing the car into a tree.
Please take a moment now to glance at the final results. Note that Cadillac beat BMW at its own game—actually, “clobbered” is a better word to sum up the chassis scoring. The only test the ATS didn’t ace is the comfort-oriented “ride” cat­egory. Otherwise, it’s as sound a drubbing as is possible. But while the Cadillac does the most important thing better than the BMW, that’s the only thing it does better. The 3-series, on the other hand, is consistently excellent.
With less power and nearly as much weight, the BMW trounces the Caddy in a straight line. That’s thanks to the BMW’s seamless power delivery. As opposed to the ATS’s brief lag, then rush of acceleration followed by a dramatic taper, the BMW’s 2.0-liter offers one long uninterrupted flow from the torque peak at 1250 rpm to redline. The fuel cutoff is past seven grand, and the engine sounds and feels like it’s aiming for nine. Plus, BMW still does manual transmissions better than almost anyone. While the clutch is a touch light, the shifter is smooth and direct, with none of the stubbornness of the Cadillac unit.
We also preferred the 328i’s seating position to the ATS’s, and the greater reach of the 328i’s telescoping wheel helped everyone get comfortable. And while BMW’s interior looks plain compared with Cadillac’s, it enjoys a consistency that escapes its opponent. All the materials feel the same and have the same graining, whereas the ATS driver is overwhelmed by different materials, textures, finishes, and even stitching. Cadillac’s designers were more ambitious than BMW’s, but those ambitions should have been tempered somewhat.
Even where the BMW lost the most points to the Cadillac, it wasn’t because of any major deficiency. Take the 328i’s subjective handling score, a 7. The BMW is not a 70th-percentile car. In spite of a bit of untoward noise and movement over mid-corner bumps, it’s wonderfully balanced and nimble. It feels slightly less comfortable at the limit, but it’s still fun and it gets the job done—note its higher slalom speed. In a comparo against cars that were not as brilliant as the ATS, we previously scored a similarly equipped 328i a 9. Here, we had to dial back the BMW’s chassis score to accurately reflect the triumph of the ATS—it recalibrated our scale. The highway demeanor of the 3-series is far more composed than that of the Cadillac. It tracks so straight that we could take our hands off the wheel for 25 seconds at a stretch. How do you like that, Google? The Germans already build self-driving cars.
Most of our complaints about the 3-series are minor. Its automatic stop-start system is surprisingly intrusive; on startup, the car shudders like a diesel bulldozer. Its idle, particularly when cold, is rough and re­inforces the compression-ignition impression.
Our grave concern here is that, with each new car it introduces, BMW seems to wrap more padding around the sensations and feel that make them great—while its competitors only zero in more tightly on those same attributes. (We’re convinced that the E90 would handily win a comparison test against the F30.) The ATS is unquestionably the more satisfying sports sedan of these two. This time around, however, it wasn’t BMW’s virtues that placed it on top so much as it was Cadillac’s shortcomings. If nothing changes in Bavaria and GM can produce a better engine, it’s easy to see the next round of this matchup going to Cadillac.