Tesla was sued for the second time in three months by the family of a car owner who was killed in a crash while using the driver-assistance system Autopilot.Jeremy Banner, 50, died when the Model 3 sedan he was driving failed to brake or steer to avoid a semi trailer that ran a stop sign on a Florida highway in March, according to the lawsuit, which also names the driver of the semi as a defendant.Banner had engaged the Autopilot system about 10 seconds before the collision.Representatives for Tesla didnt immediately respond to a request for comment on the suit, which was filed Thursday.The National Transportation Safety Board issued a preliminary report on the crash in May and said data from the vehicle showed Autopilot was active at the time of the incident. The preliminary data indicated that neither the driver nor the Autopilot system executed evasive maneuvers.Banner is survived by his wife and three children. Were not just talking about the consequences of this defect to the Banner family, which is horrific, Trey Lytal, a lawyer for the family, said during a press conference. These products are defective.Lytal compared Banners accident to that of Joshua Brown, a Tesla Model S owner who died in a similar crash involving a tractor trailer in 2016. The family of Walter Huang, an Apple Inc. engineer who died in a Model X last year in Mountain View, California, sued the company in
Origin: Tesla sued by family of Florida man killed in Autopilot crash
U.S. car thieves target Hellcats, luxury cars versus Canadian truck-stealers
2019 Dodge Challenger Hellcat RedeyeNick Tragianis / Driving The Dodge Charger Hemi and Challenger SRT Hellcat top a list of the U.S. most stolen vehicles, according to a study released early August by the Highway Loss Data Institute.The two Dodges were stolen at a rate five times the average for most 2016 through 2018 model year vehicles, as was the third-place Infiniti Q50. The U.S. data only includes vehicles as old as model year 2016.The models most likely to be stolen tend to be powerful, pricey or pickups, but vehicle theft is also a crime of opportunity, said Matt Moore, the institutes senior vice-president, in a statement.Its not all that surprising that Americans love to steal hot muscle cars its practically ingrained in their social consciousness from birth. (Gone in 60 Seconds, anyone?) Other oft-stolen vehicles included the Infiniti QX80 at number four, followed by the GMC Sierra 1500, Dodge Challenger (non-Hellcat), Nissan Maxima, Chevrolet Silverado 1500, Chrysler 300 and Mercedes-Benz S-Class.In Canada, the preference seems instead to be to steal the absolute largest vehicles possible. According to the Insurance Bureau of Canada, the number one most-stolen spot in Canada goes to the 2015 Lexus GX460, and the number eight spot on the list is another Toyota SUV, the 2016 4Runner. The rest of the list is filled with various model years of the Ford F-350, with the F-250 taking the final spot at number 10. Even when broken down by model instead of model year, trucks seem to be more regularly swiped than cars, here. It is also worth noting the Canadian data does not stop at model year 2016.The four main reasons a vehicle gets stolen in North America is so it can: be sold overseas; be resold with a fake VIN; be taken for a joyride; and be used for committing other crimes, only to be abandoned. In Canada, the older pickup trucks are easier to steal, and theyre useful for smash-and-grab crimes its unlikely theyre being sold
Origin: U.S. car thieves target Hellcats, luxury cars versus Canadian truck-stealers
Autocar at the British GP: access all areas (or not)
It’s been a long break. I’ve had to look it up and the last time I was at Silverstone for the British Grand Prix was in 2006, when I spent the weekend following the late, great, Formula 1 correspondent Alan Henry. What an experience. Alan knew everyone and everyone knew and loved Alan. Clinging onto his shirt tails got me into motorhomes and press conferences and enabled me to eavesdrop on one-to-ones with F1 royalty. I was introduced to Keke Rosberg by Alan. An Autocar colleague greatly missed. Thirteen years later, I’m back at Silverstone. No media accreditation this time, no golden card in the form of an F1 legend to hold my hand. Just a general admission ticket for Saturday qualifying. And a list of a dozen challenges supplied by the editor and a few other Autocar mates. I have, for example, got to get a driver’s autograph. That could be tricky. Some challenges are a lot easier, such as watching from the outside of Maggotts and Becketts as the F1 cars hammer through. Walking a bit of the old GP circuit should also not be too challenging. The circuit has changed dramatically since I was last here and I don’t recognise a lot of it. I’ve flown over it many times but you can’t see the subtleties of the layout from 2000ft. With me today is our photographer Olgun Kordal. He drove down from Birmingham this morning and I came up from London. Since I had the tickets, we met first for a coffee at Cherwell Valley services. Silverstone’s traffic scares me to death (I was caught in the famous car park mud bath of 2000) so I’ve come up on my Royal Enfield 650 Interceptor. We’ve had to buy a car park pass for Kordal, which cost £30. Motorbikes park for free, which is another reason for coming on two wheels. The general admission tickets themselves are £95 each, so if you tot that lot up, you get a total of £220. Oh, and another £7.50 for posting the tickets to the office. Talking of the filthy lucre, editor Tisshaw, as one of the challenges, has said that our expenses claim should not exceed £50. I have a feeling he means for both of us. Our rendezvous at the services was set for 7.15am not just to avoid the traffic going into Silverstone but also because I want to see the Masters historic race for old F1 cars, which starts at 8.20am. It’s also one of our challenges (to see a support race) so this will be one in the bag early on. The traffic avoidance ploy worked a treat. Kordal was already parked up and in the circuit by the time I’d filled up the bike with fuel and parked up right next to the main entrance. A quick security search and I’m with him next to Gate 16. If you come on Friday, your general ticket gives you access to the grandstands but today we’d need to pay extra. No problem. There are lots of raised grass banks that give a good view of the circuit. Rather, a good view of the tall wire fence. I’ve no interest in photography, but for many people, part of the appeal of a live motor race is being able to take dramatic photos. Good luck with that at Silverstone in 2019. The car is quite a distance away and has a filter of mesh in front of it but the Lotus 49 still looks incredible. At its wheel is its owner, Adrian Newey. The Gold Leaf-liveried 49B is the oldest car in the race and is up against newer Marchs and Williams chassis but Newey is doing a cracking job. I haven’t heard a current F1 car live yet. I wonder how it will compare to the DFV in Newey’s Lotus. I shall enjoy having a closer look at the 49 later and with luck will be able to find its owner for a quick chat. First, though, let’s find the old circuit and have a stroll. That was simple: we’ve come across it on our way to the Fanzone. The bit we’re on is where the old track came under the bridge and then went towards the Priory and Brooklands bends. If you’ve got hair as grey as mine, you’ll remember the track when it led from here direct to Woodcote with no chicanes before it turned right for the pit straight and on to Copse. The kerbs are still in place and extremely brutal. You could easily break a suspension wishbone on them. I know from experience they’ll snap a collarbone and ribs. I did both during a bike race here about 15 years ago. We were going on a Nile cruise the next day and I didn’t dare tell my wife (who was in the pits). She only found out when I had to explain to her a few days later why I was crying carrying our suitcases. From here, we enter the Fanzone. What is that I see? A Mercedes F1 car on a stand. It’s bound to be a show car but Tisshaw didn’t say it had to be a real one. I touch it for Kordal’s camera and the rear wing wobbles worryingly. But over the other side of the ’Zone, there’s a stand for the Jim Clark Trust and on it is a pukka Lotus 25. Tisshaw can’t argue: it’s a real F1 car. Another ticked off. The results are coming thick and fast. A long row of driving games that are part of the E-Sports display give me the chance to drive a lap of the circuit
Origin: Autocar at the British GP: access all areas (or not)
Ford’s new 7.3-litre gas V8 makes some outrageous power numbers
Ford F-Series, America’s best-selling truck for 42 years, is once again raising the bar for capability with its all-new 7.3-liter V8 gasoline engine. The 7.3-liter engine in Super Duty pickup cranks out best-in-class gas V8 output of 430 horsepower at 5,500 rpm and best-in-class torque of 475 ft.-lb. at 4,000 rpm. When your author initially heard the Blue Oval was in the throes of developing a new truck engine displacing a prodigious 7.3 litres, it was assumed someone had frying pans for fingers and simply mistyped the displacement. Surely they mean six-point-three litres, I thought while eating a bowl of breakfast nails and shaving with a rusty razor (thats the meal of choice for Super Duty owners, right?).Nope, 7.3 litres it is, or 445 cubic inches. Ford claims this engine produces a best-in-class gas V8 output of 435 horsepower at 5,500 rpm; and 475 lb.-ft. of torque at 4,000 rpm.In a day and age where most manufacturers are bent on downsizing and turbocharging their gasoline engines (including Ford themselves with its EcoBoost), this 7.3-litre brute is a remarkable departure.The aim is to provide durability in the harsh environments into which Super Duty trucks are often pressed. Ford says to this end the engine uses overhead valve architecture yep, this is a pushrod mill. Engine builders know having an in-block cam reduces engine height and width; look at an old Ford 5.0-litre and 4.6-litre side-by-each for that stark illustration.This engine also features a variable-displacement oil pump that provides more oil when drivers are working the thing like a rented mule, but reduces parasitic loss under light loads. It is hooked to Fords ten-speed automatic. Engine start/stop and cylinder deactivation tech goes unmentioned.Such a design choice is interesting because, for nearly twenty-five years, Fords gasoline V8 engines have been small(er) displacement units and of an overhead-cam design. If your authors memory serves correctly, the last Blue Oval pushrod V8 was a 351 Windsor found in the 1995 Cobra R. Im certain youll tell me Im wrong in the comments.A differently tuned version of the same engine will also pop up in F-Series chassis-cabs and E-Series cutaways. The other two engines, a 6.2-litre gas and 6.7-litre PowerStroke turbodiesel, arent going anywhere. This new 7.3-litre should appear on dealer lots this
Origin: Ford’s new 7.3-litre gas V8 makes some outrageous power numbers
The redesigned Genesis G90 will start at $90,000 in Canada
The Genesis G90 has been redesigned for the 2020 model year, taking a bold turn in styling thats soon to be present on every Genesis model.Only one trim is available, but it includes everything — all safety features, all technology and destination and delivery fees for $89,750 in Canada, the automaker said early August.That price also includes Genesis at Home concierge service, complimentary scheduled maintenance, Genesis Connected Services, map updates and more, for five years or 100,000 km.The standard engine for Canadian G90s is now a 5.0-litre V8 that produces 420 horsepower and 383 lb.-ft. of torque. The 3.3-litre turbocharged V6 is also available through special order; it makes 365 horsepower and 376 lb.-ft. of torque, and drops the price to $86,750.Both engines send the power through an eight-speed automatic transmission to all four wheels. That all-wheel-drive system is smart, too; the electronic transfer case can vary the torque from front to rear in response to driving demands.As for the styling, the flagship sedan will debut the latest generation of Genesis Athletic Elegance design language, featuring new Quad Lamp styling and a more prominent diamond grille with G-MATRIX crosshatch pattern. The technology we talked about encompasses a 12.3-inch central display with Apple CarPlay and Android Auto connectivity. Lane Follow Assist, Blind-Spot View Monitor, Rear Cross-Traffic Collision Avoidance-Assist, Forward Collision Avoidance-Assist and Rear Safe Exit Assist are all standard on the G90, as are 10 airbags.The rest of the interior is obviously luxurious, with touches of copper and black all over. Quilted Nappa leather seating, leather-wrapped dashboard with contrast piping, leather-wrapped centre console and natural wood trim with exposed grain texture also add to the luxurious
Origin: The redesigned Genesis G90 will start at $90,000 in Canada
The science behind Lamborghini’s restoration program
Lamborghini LM002Handout / Lamborghini SANTAGATA BOLOGNESE, Italy The reason that a majority of the LM002s that Lamborghini ever produced the numbers vary between 300 and 328, depending on the source between 1986 and 1993 still exist is the work or the companys new Polo Storico division. More than just an in-house restoration service this particular LM002 was remade and there are 24 such large-scale restorations currently underway since 2016, Polo Storico has been the clearing house for everything classic Lamborghini.So not only will Polo Storico meticulously restore your Countach, Espada or 350 GT in fact, any Lambo up to the Diablo its the archive for all the literature surrounding the storied brand. Everything, from original engineering drawings and little known specs, not to mention original design sketches and specifications for outsourced parts, are kept in its official repository. In fact, using modern computer graphics what was once old and dog-eared has been lovingly restored old owners manuals, for instance, scanned, Photoshopped, and reprinted in all their original glory.More importantly, Polo Storico is gradually restocking long out of production parts for rare Lamborghinis. Everything from tiny little body components to entire engine blocks are being recast. And, according to Francesco Stevanin, Heritage Technical Manager, theres no limit in Lamborghinis quest for authenticity, noting that in recreating Miura cylinder heads, the factory was able to recreate the original pieces sandcast finish despite using modern modular manufacturing techniques. And, even when if original engineering drawing are unavailable, the engineers at Polo Storico can scan an existing part in 3D, remove any imperfections induced by age and then create their replacement from scratch. One of Polo Storicos less heralded functions, however, is authentication. The classic car world is full of lesser classics fraudulently rebodied as their rarer cousins. So, says Stevanin, certification of authenticity is an important part of Polo Storicos mission. And there seems to be no end to the lengths that the engineers wont go to to establish provenance bona fides, Stevanin noting that engines have even been disassembled just to ensure that the promised specialty components are present and accounted for.One of Polo Storicos most famous enterprises, for instance, was positively identifying the exact Miura P400 that starred in the original The Italian Job (it appears in the films opening sequence as it is driven, with gusto, on Switzerlands famed Gran San Bernardo pass). Partially by combing through old records, partially by contacting the driver, Enzo Moruzzi, who delivered the car to the set, Polo Storico was able to set the story straight.According to Moruzzi, There was a Miura P400 almost ready on the production line, in the right colour, left-hand drive and with white leather interior. It was aesthetically identical to the damaged one and we decided to use it for the film. The only thing worrying us was the elegant white leather seats, given that car had to get back to SantAgata in perfect condition.So, I asked for them to be taken out, replacing them with a set of black leather seats that we used for testing. The giveaway was the headrests, which on the Miura are attached to the dividing glass between the driver compartment and the engine compartment, which couldnt be replaced in time. In the film, you can see the original white headrests. Thus was Polo Storico able to positively identify chassis number 3586, currently owned by the Kaiser Collection of Vaduz, as the most famous Miura of them all, some 50 years after it had seemingly vanished without
Origin: The science behind Lamborghini’s restoration program
SUV Review: 2019 Mazda CX-5 Skyactiv-D
2019 Mazda CX-5 Skyactiv-DChris Balcerak To paraphrase the immortal Patty Duke, I think that automotive sales success, like successful relationships, requires more than a little good luck, good fortune and, most especially, good timing.Unfortunately, six years ago when Mazda Canada originally wanted to introduce its first diesel to North America, it had none of the first, precious little of the second and, if it is at all possible, it’s timing was even worse than AIG’s famed $1,000-a-night retreat just weeks after it received its infamous $85 billion bail-out.Making a short story long, Mazda has wanted to bring a compression-ignition engine to Canada for quite some time. The company prides itself on its ability to wring more kilometres out of a litre than pretty much anyone else, so it was natural, logical even, that they’d eventually look to fuel-sipping diesel technology to shore up its low consumption bona fides.Unfortunately — and I’m not sure if this falls under bad luck or bad fortune — Mazda is a prideful company. So, when Volkswagen announced that it could meet North American emissions standards without resorting to urea injection — officially called selective catalytic reduction — the company’s engineers were determined to prove that its engineers, the equal of any from Germany, could do so as well. Well, as we all know, Volkswagen’s technological Holy Grail turned out to be an illusion, Dieselgate knocking not only Volkswagen, but the future of diesels — nay, all of internal combustion — for a loop. Mazda had been chasing a pipe dream, its delay not only unwarranted but unnecessary.All of which begs the question of whether Mazda’s decision to bring its Skyactiv-D — again, some six years later than first anticipated — is a worthwhile addition to its lineup or just more we’ll-show-you-what-we-can-do hubris.The short answer, at least to those that have a predilection to both Mazdas and diesels is an only slightly qualified yes. In fact, my initial evaluation is that the new 2.2-litre oil burner is a better “premium” powertrain than the Signature’s version of the 2.5-litre gas-fed turbo that’s garnered so much praise as of late. Yes, the diesel sacrifices horsepower — the oil burner claims but 168 ponies while the Signature’s 2.5-litre gas-fed Turbo boasts 227 hp (250 hp on premium gas). But what it sacrifices in top-end revvability, it more than makes up for in comportment, the 2.2-litre SkyActiv-D’s 290 pound-feet of torque at 2,000 rpm further proof of the benefits of the high compression needed to self-ignite diesel fuel. Whether it was passing a long semi on the highway or scooting away from a stoplight a little more quickly than John Law recommends, I never found the Skyactiv-D to be short on power. Horsepower may make supercars fast, but torque renders ordinary vehicles peppy. That diesel grunt also allows the SkyActiv-D version of the CX-5 to tow more — 1,586 kilograms (3,500 lb) versus 907 kg (2,000 lb) — than the nominally more powerful 2.5L Turbo gas engine. It’s also a pretty sophisticated engine, noticeably quieter than comparable small diesels, but still a bit of ignition “clatter.” It is well contained and doesn’t detract in the slightest from the CX-5’s demeanour. And the fact that the Skyactiv-D doesn’t have the rush of power of the gasoline engine’s turbocharger coming on stream, the diesel’s more tempered throttle response makes the drive that much more relaxing. Mated to the rest of the CX-5 Signature’s attributes — an uncommonly luxurious interior for this segment, G-Vectoring Control and a stylish exterior — there’s something more “grown up” about the diesel CX-5, an attribute the 2.5L version was somehow missing.As for a diesel’s long suit, once again methinks that Lady Luck is not smiling on Mazda’s oil-burning SkyActiv. Ever since its testing oversights were exposed by the Volkswagen fiasco, the EPA has been insistently diligent in their testing of anything lacking a spark plug. Ditto its partner in crime… oops, I mean emissions reduction, Transport Canada. Officially, then, the CX-5 is rated at 7.9 L/100 km on the highway. If you’re thinking that seems a trifle extravagant for a diesel — it’s exactly the same rating the government gives the base, non-turbocharged 2.5-litre CX-5 — you’re not alone. I certainly expected a lower rating, something in the region of 6.5 or, at worst, 7 flat. Well, coincidentally, those 7.9 L/100 km is exactly what I recorded in the Skyactiv-D CX-5 while averaging an OPP-baiting 125 km/h on Ontario’s relatively flat 401, Cruising at a more representative — of both real-world use and also official testing — 110 km/h, fuel consumption was about another litre per 100 klicks lower. I’m not sure why the little 2.2L didn’t do better in Transport Canada’s testing, but, despite a seemingly unfavourable rating, the Skyactiv-D does produce the economies promised by diesel technology.Where those economies fall a
Origin: SUV Review: 2019 Mazda CX-5 Skyactiv-D
Land Rover releases some new upgrades for the old Defender
Land Rover Defender Works V8 The new Land Rover Defender is coming, we know. But the old Defender is already here, and now so are a slew of Land Rover Classic upgrade options to freshen up the old beast. Defender drivers (can we call them Defender-ers?) previously relied on aftermarket brands for that little extra tweak to the tires, brakes, suspension or engine, but now there’s a bunch of brand-approved upgrade kits that “deliver enhanced performance and on-road agility.”The kits are designed for 90 three-door and 110 five-door derivatives built between 1994 and 2016 and start with a set of diamond-turned 18-inch Sawtooth alloy wheels available for any Defender made in that range, for a ‘parts price’ of £2,160 ($3,461) — tack on another couple thousand pounds sterling if you want LR U.K. to put them on for you. For £1,822 ($2,921), the Defender Suspension Upgrade Kit will soften up the on-road experience for 2007 model years onward with modified anti-roll bars, dampers, links and bushes and adjusted coil spring rates. The Handling Upgrade Kit (around the $16,000 range) brings Defender Works V8-spec brake discs, pads and calipers to the new Sawtooth alloy wheels. The biggest package on the list is the Defender Classic Works Upgrade Kit, which combines all the wheel, brake and suspension upgrades along with some better tires and an engine adjustment that milks an extra 40 horsepower from the 2.2-litre turbo inline-four diesel in Defenders from 2012 onward. According to the brand, those improvements will get the Defender up to a new top speed of 106 mph (171 km/h). The $27,000 kit also includes some additional badging on the front wings, along with some paperwork and a tour of one of the Land Rover Classic Works facility in the U.K. or Germany, where the work will be done. More on JLR’s website right
Origin: Land Rover releases some new upgrades for the old Defender
New Vauxhall Corsa: UK pricing and spec details announced
A GM-based Corsa was all but finished by that point and it could have been launched, but the ‘toolbox’ of newly available PSA technology, including access to BEV hardware, plus licensing costs that would have been payable to GM, meant starting again was “a no brainer”, according to Adams. “We hand-picked our most experienced designers and engineers,” said Adams. “This is not a committee car.” He added that Opel’s design and engineering team had learnt new methods on the way but that the company couldn’t work within such a timeframe with every new model. “You’d kill people with the intensity of the work,” he said. PSA sees Vauxhall and Opel as a good fit with its French brands, noting that their respective British and German heritage means they’ll achieve sales volumes in their home markets that Peugeot, Citroën and DS won’t be able to match. PSA CEO Carlos Tavares has overseen a surprising turnaround of fortunes in an extremely short space of time. Opel-Vauxhall returned a £750m profit last year, its first in two decades. That has come from a mix of cost reduction, extra buying power and a reduction in discounting rather than a notable sales increase. Both Adams and new Vauxhall CEO Steve Norman say Opel-Vauxhall has much more autonomy within the PSA Group than under GM, where it made products that sold not only in Europe but also, with Chevrolet, Holden or Buick badging, in other regions. “You can’t micromanage success”, says Adams, who added he was pleased to find that PSA CEO Carlos Tavares was “extremely focused on brand values”. That approach has allowed Opel-Vauxhall to deviate from other PSA brands and inject its own DNA into the Corsa’s design. Deliveries of the new Corsa start at the end of this year in internal combustion form, with the Corsa-e electric variant arriving a few weeks later. The new Corsa-e can be ordered from this week and will cost £26,490 including the government grant. QA with Steve Norman, Vauxhall CEO Is the Corsa representative what of we should now expect from Vauxhall? “It’s what the brand has needed for some years now, and this will be the precursor for the new Mokka, which will be much more radical still in terms of design.” Is it correct that the small platform means a pure-electric option, while large platforms can have a plug-in hybrid powertrain? “For the moment, yes. What’s interesting in the Corsa-e is that there won’t be an option with less than 136bhp. One of the things that concerns people is that Vauxhalls have become a bit staid, and we need to inject something back into it. This will be quite a fast car.” Do you think there’s a shift in how the business runs day to day? “I wasn’t there in the GM days but the people who work for me were – they think the change is total. They are given freedom to act, that’s the big difference.” “When Carlos Tavares entered into this, he was convinced Opel was undersold in Germany and that Vauxhall was undersold in the UK, and on that I think he was right.” Lawrence Allan and Matt
Origin: New Vauxhall Corsa: UK pricing and spec details announced
Hardcore new BMW M2 CS readies for 2020 debut
BMW’s M performance car division is finalising development of a lightweight version of its highly acclaimed M2. Carrying the German company’s CS name into production in early 2020, the new coupé builds on developments brought to the 2018 M2 Competition in a move that is expected to make it challenge the new Porsche 718 Cayman GT4 for dynamic ability. The new M model, which is set to be priced at over £60,000 in the UK, will act as a swansong for the existing first-generation M2 ahead of the launch of a new rear-wheel-drive successor model in 2021. Among the changes brought to the M2 CS is a revised aerodynamic package consisting of a deeper front bumper that features a more pronounced lower lip, revised side sills, larger rear deck spoiler and reprofiled rear bumper. More significant, however, is the replacement of the M2 Competition’s steel roof with a carbonfibre one, already optionally available through BMW’s M Performance catalogue. It reduces the weight of the new car by only 5kg, but the reduction is made at the highest point of the M2 CS, giving it a lower centre of gravity than its standard sibling. Together with the new roof, there’s also a series of weight-saving initiatives concentrated within the interior, which is described by BMW M insiders as being ‘pared back to essentials only”. All up, the new junior M car is claimed to weigh no more than 1540kg. Although rumours have suggested the M2 CS will run BMW M’s new S58 engine, as used by the X3 M and X4 M, Autocar sources contend it will retain the older S55 powerplant from the M2 Competition, complete with a particulate filter and other recent upgrades. In the M2 Competition, the S55 unit develops 404bhp between 5250rpm and 7000rpm. While the focus of the M2 CS is more on handling agility than outright power, it is expected to gain 16bhp to take the output of the latest M car up to 420bhp and provide it with a power-to-weight ratio beyond the 261bhp per tonne of its standard sibling. Buyers will get the choice of two gearboxes: a standard six-speed manual or optional seven-speed dual-clutch unit with a race start function. Further tweaks are focused on the chassis, which uses MacPherson struts up front and a five-link arrangement at the rear. Alongside a more direct steering ratio, the M2 CS is set to receive firmer springs and dampers, larger-diameter anti-roll bars, new bushings within the front end and reduced ride height. The prototypes being tested at the Nürburgring confirm the top-of-the-line M2 is being developed exclusively on 19in wheels shod with the latest generation of Michelin Pilot Sport Cup tyres. Further evident changes include the adoption of M carbon-ceramic brakes from the M3 and M4. At the front, they measure 410mm in diameter and boast six-piston calipers, while the rear measures 396mm in diameter and uses single-piston calipers. As well as providing added stopping ability, the new brakes bring a weight saving of more than 4kg at each wheel, significantly reducing the unsprung masses of the M2 CS in comparison with the standard M2
Origin: Hardcore new BMW M2 CS readies for 2020 debut
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