The iconic Porsche 911 will continue to be petrol-powered beyond the next ten years, thanks to efficiency improvements to petrol engines and the use of synthetic fuels. Porsche CEO Oliver Blume said: “I’m a big fan of the 911 and we will continue (with a petrol engine) as long as we are able to. The secret is to think about more efficient petrol engines and in 10 years’ time perhaps, the use of synthetic gasoline. “We are now in a very early period to do that, it’s still very expensive, but thinking 10 years ahead, it will be an option. For the 911, it fits perfectly. He added that Porsche is also planning a hybrid 911, as previously reported in Autocar: “The only thing we think to add one day is a very high-performance hybrid 911, like we are used to having on our race tracks in the WEC.” Petrol-engined cars is one of three pillars in Porsche’s strategy, the other two being hybrids and pure electric models. “We have a very clear strategy for next 10 to 15 years,” said Blume. “We will continue with our petrol engines and we will continue with our very successful hybrid offers. We are always thinking about how to engineer a performance hybrid and that achievement is, I think, the reason behind the success of the hybrid Panamera and now Cayenne.” Its third pillar, electric, is lead by the new four-door Taycan, to be followed by the Taycan Cross Turismo next year and an electric Macan in 2022. Beyond those three electric cars, Blume said: “Looking to the future, we are very flexible because the different regions of the world will develop differently, in terms of infrastructure, the needs of people. “Our idea is to offer in every segment – two-door sports cars, SUVs and saloons – all of these three pillars, petrol, hybrid and electric.” He added: “Now, we we have the opportunity to see the acceptance of these cars and we are flexible to decide when and where we want to go for full electric cars in other segments.” By 2025, 60% of all Porsche sales are predicted to be electrified models. Referencing this figure, Blume said there was a “lot of potential for (EVs) in the second half of next
Origin: Porsche: petrol-engined 911 has long future
Hardcore Porsche 718 Cayman GT4 RS spotted for first time
Porsche appears to be testing a faster and more focused ‘RS’ version of the new 718 Cayman GT4 – barely a day after the firm’s head of sports cars revealed his personal desire for one. Prototypes of the GT4 have hit the roads outside the Nürburgring with notable bodywork additions. At the front, we can see versions of the ‘NACA’ bonnet air ducts similar to Porsche’s GT2 RS, while at the side the rear quarter glass has been replaced by slatted cooling vents. The most significant alteration is at the back, where we can see a spoiler mounted considerably higher on bespoke mounts. It’s not clear if the distinctive mounts will make production in that form, as they’re more likely used to test multiple wing shapes and types. Porsche’s man in charge of the 718 and 911, Dr Frank Steffen-Walliser, told Autocar at the Frankfurt motor show that he would “definitely” like to see a faster and even more focused RS version of the new 718 Cayman GT4, but that the decision hinges on prioritising development resources within the maker. “Everybody’s asking for the RS,” Walliser told Autocar. “Can I imagine a GT4 RS? Sure I can. That’s not to say we will make a decision on it yet, as it is a challenge. Would I like such a car? Yes, definitely! Would I like more horses? Yes. But we need to put the resources where the market is – it would be a lot more expensive than the normal one.” Porsche has never made a GT4 RS, previously suggesting such a model would be too close in price and performance to 911 GT models. But the new 4.0-litre flat-six found in the latest GT4 forms part of an all-new engine family, and it is expected that Porsche will spin off further variants of that unit to justify the investment. It is understood that the brand is looking to re-introduce the flat six to more mainstream Cayman and Boxster variants as part of a facelift. Although Walliser would only confirm that Porsche has “started the thinking process” on this, he did acknowledge that the US market has been less welcoming of the current four-cylinder models than hoped. “American customers aren’t asking for four cylinders, they are asking for four litres”, he said. Walliser also discussed the idea of all-electric 718 models (first reported by Autocar in April). He claimed that if the official go-ahead was given he “would not like to change the character of the car, and the price point – we need to have an entry level car as 718 buyers often step up to a 911. “Priority number one is to keep the character of the car – not making a big car, not making it heavy, but this is very tricky. And it’s a relatively small volume car, so we maybe cannot do a separate platform.” Porsche definitely won’t be joining the glut of newly launched electric hypercars with its own take on the formula, however – for the time being at least. Pouring water on the claims made by manufacturers such as Rimac and Lotus, Walliser said: “We have seen a lot of studies of electric hypercars – for me the proof is when it’s on the street with a licence plate… does an EV hypercar work? It’s like saying to me that a drag racer is a suitable sports car. For sure it’s perfect from 0-100, but to make it usable and do several laps of the Nurburgring would not work with the technology at its current state”. Walliser did welcome the idea of using hybrid technology to extend the life of Porsche’s widely celebrated naturally aspirated GT engines. “A hybrid for sure with a normally aspirated engine works well together. The low-rev electric motor torque and high-revving normally aspirated engines fit perfectly. It could help to keep a normally aspirated engine to survive, and we are very motivated to do
Origin: Hardcore Porsche 718 Cayman GT4 RS spotted for first time
First Drive: 2020 Volvo XC60 T8 Polestar Engineered
BANFF, Alta. The Volvo XC60 T8 Twin Engine Polestar Engineered a clumsy name, if there ever was one is a compact crossover thats going to make the established marques keep a firm eye on the rearview mirror. The work Polestar does takes the already capable Volvo XC60 and turns it into a corner-carving demon with power to spare. The fact that it has a green side certainly helps the cause.Outside, the XC60 Polestar Engineered had some nice visual enhancements. The slick 22-inch wheels wearing 265/35 tires fill the wheel arches with authority, the black chrome tailpipes add a touch of mean, while the gloss-black grille adds some class. It is just enough to make the Polestar look different without turning it into a wannabe boy racer.The powertrain uses a supercharged and turbocharged 2.0-litre four-cylinder engine and an electric motor that gets its juice from a new and larger 11.6 kWh lithium-ion battery. It gives the uptuned XC60 an electric-only driving range of around 50 kilometres when fully charged, which takes 2.5-hours using a 220-volt outlet. The gas engine produces 328 horsepower and 317 pound-feet of torque. The electric motor then chips in with another 87 horsepower and 177 pound-feet; with both power sources giving their all, the combination produces 415 horsepower and 494-lb.-ft. of torque and near-instantaneous acceleration. When compared to the regular XC60 T8, thats an extra 15 horsepower and 22-lb.-ft. of torque. The bump makes this thing very quick, delivering a run from zero to 100 km/h in 5.1 seconds good, but the mid-range is better. An impromptu run proved the XC60 Polestar Engineered does the 80 to 120 km/h trick in 3.4 seconds, the electric side giving it a spicy takeoff. The hybrid powertrain works with an eight-speed automatic with two modes Drive and Brake. The smart driver is going to pick Brake because of the extra regenerative braking it delivers. On a run through the Rockies, lifting off the gas heading into a corner slowed things nicely. Clip the apex and then get back on it, and the Polestar strongly pulls out of corners. The setup is far from being a one-pedal drive, but it proved to be very handy nonetheless.Volvos eAWD (electric all-wheel-drive) system sees the rear electric motor drive the rear wheels while the engine looks after the front wheels. Its a smart system that, unlike early eAWD systems, works seamlessly to put down power and add stability through a corner.Everything can be tweaked to suit. There are Constant AWD, Pure, Hybrid, Polestar Engineered and Off-road modes. Constant AWD is for trying times and works at slower speeds. Pure focuses on delivering an all-electric drive, although the gas side will kick in if the driver demands a sudden burst of speed. Frankly, Off-road mode is redundant given the performance. Hybrid and Polestar Engineered modes will see the most use. Hybrid picks the best power source for the driving conditions and puts economy ahead of performance, while Polestar Engineered switches the focus to deliver the best turn of speed. It proved to be the setting of choice the steering has more weight, the throttle is livelier and the transmission shifts with more authority.Polestars real work shows up in the suspension and the hlins shock absorbers at each corner. Theyre fully adjustable and tweaked through a knob, with 22 clicks between firm and comfort. The difference is appreciable when running a fast slalom test the shocks were four clicks from firm. Here, the body remained flat and handled the slalom and a high-speed lane change with very little body roll. The downside was the firm ride, but on the road, the shocks were set in the middle, at 11 clicks. There was a little more body roll, but the ride comfort was just about bang on. For those looking for a plusher ride, dial the knob all the way up to the comfort end.The other big improvement is found in the Akebono brake package gold-coloured six-piston calipers clamp down of 14.6-inch front discs. They delivered impressive stopping power and remained fade-free. The other important consideration is the fact that, unlike most hybrids, the brake pedal has a solid feel its not mushy because of the underlying regenerative braking. If anything, its easier to modulate. The cabin is all XC60, with the exception of gold seat belts. The rest features plush materials and body-hugging front seats that deliver superb support over a long drive, along with a 12.3-inch display for the digital instrument cluster, and Volvos iPad-like Sensus Connect infotainment system. The latter is one of the better in terms of its ease of operation; accessing Apple CarPlay, Android Auto, and the navigation system requires just a touch on one of the screens tiles. The optional Bowers Wilkins sound system and its 1,100-watts of power is certainly worthy of consideration the sound quality is symphonic. Move rearward and theres ample space for pair of adult riders, along with 598 litres of
Origin: First Drive: 2020 Volvo XC60 T8 Polestar Engineered
Judgy-Pants: Tesla-Driver-Napping-on-Autopilot Edition
A screenshot from a video apparently of a driver asleep at the wheel of a Tesla on Autopilot.Breaking911 via Twitter Where to begin?The video now going viral shows a woman in the passenger seat of a Tesla as it hurtles down a highway, head thrown back, dead asleep, probably drooling. More disturbing, the driver is just as out of it, though he’s pitched forward toward the steering wheel. Oh, the freedom to go to your EDM Festival and just drive home blacked-out.Yes, Elon keeps telling us his misleadingly named “Autopilot” is the cat’s ass, and we nay-sayers should stop sprinkling on his parade. Yes, the technology exists for this to work, but most responsible brands know they can’t yet divorce the driver from the controls, nor even – nudge-nudge, wink-wink – pretend to. “The future is now, old man” pic.twitter.com/eJIeDjo04G Breaking911 (@Breaking911) September 9, 2019It’s one thing if that car was piloting itself down a barren stretch of road, endangering only itself if Droopy Driver hit some pedals in his sleep or the car itself makes a miscue, as has happened repeatedly, sometimes withfatal results. No, this car is in a sea of others, its special-ness blunted by the dreary fact that even Teslas have to share the road.But! Lots of blame to go around! Who shot this video? Another driver! As much as I enjoy the proof instead of a tall tale that can get more elastic with the retelling, this, too, is just not cool.Put on your Judgy-Pants!Whats your take on this nodding-off Tesla
Origin: Judgy-Pants: Tesla-Driver-Napping-on-Autopilot Edition
Bentley is building 12 new examples of its 1920s ‘Blower’ race cars
Bentley is joining the likes of Aston Martin and Jaguar in offering new recreations of one of its classic models but, being Bentley, it has to do things a little bit differently.The U.K. marque will bring back the iconic 4 1/2-litre Supercharged Blower for a limited run of 12 vehicles, one for every race the original four Team Blowers entered. Each vehicle will be identical to Tim Birkins original race cars that raced in the late 20s.As we continue to commemorate 100 years of Bentley, we are combining a look to our past with the very latest digital technologies and techniques to create something truly extraordinary, Bentleys chairman and CEO, Adrian Hallmark, said in a release.The four Team Blowers are the most valuable Bentleys in the world, and we know there is demand for genuine recreations that can be used, enjoyed and loved without risk to the prized originals.Although the Blower Bentleys never won an endurance race, they had the distinction of being the fastest car in the world in their time, which was enough for James Bond author Ian Fleming to write the vehicle into his stories as the original preferred choice of the British spy. Subtle. To build the cars properly, Bentley will disassemble its own Blower Bentley chassis number HB 3403 into individual components, which will then be cataloged, 3D-scanned and digitally modeled. High-tech scanning complete, the parts will then be made using the original molds and tooling jigs, as well as traditional hand tools.It will take the coachbuilding masters at Mulliner two years to build the 12 vehicles. The price is available upon asking, but we can guess it wont be a cheap
Origin: Bentley is building 12 new examples of its 1920s ‘Blower’ race cars
The Ferrari 812 GTS is the world’s most powerful convertible
Ferraris new 812 GTS has just taken its top off to win the title of most powerful production convertible and reopens a bloodline that hasnt been on the books since the 60s.Ferrari was pretty late to the game with this one, waiting for Aston Martin, Lamborghini and Bentley to release wind-in-your-hair versions of their cars before revealing this drop-top Superfast in early September.But none of that matters now, because Modena has reclaimed the crown for the most powerful convertible. It might sound hard to believe, but its been 50 years since Ferrari has offered a production front-engined V12 convertible. Yes, the 365 GTB Daytona was the last car to have the honour, but the V12 has come a long way since Colombo worked his magic.The honour now, of course, comes courtesy of its 6.5-litre V12, which makes 789 horsepower and 530 lb.-ft. of torque. The engine can nail 8,900 rpm in the blink of an eye, and hit 100 km/h in under 3.0 seconds; 200 km/h in just 8.3 seconds; and rush onward to a top speed of 340 km/h. As for the top itself, it can be raised or lowered in just 14 seconds at speeds up to 50 km/h. When lowered, flying buttresses fill the gap behind your head.Ferrari also recently debuted the drop-top version of its brand-new F8 Tributo, with a 710-horsepower V8 thats guaranteed to mess up your perm.The F8 Tributo is not a revival of the classic Ferrari layout but follows a long, unbroken lineage of rear-engined V8 supercars with drop-tops.All the excellence of looking like Sonny Crockett will cost you, however; the 812 GTS starts at 336,000 ($488,609) and goes up from
Origin: The Ferrari 812 GTS is the world’s most powerful convertible
New Land Rover Defender available as 2573-piece Lego Technic kit
Unlike Land Rover’s car, which will only be sold with an automatic gearbox, Lego has equipped its Defender with its ‘most sophisticated’ four-speed sequential unit yet. Niels Henrik Horsted, marketing director at the Danish toy firm, said: “With every Lego element, children can build anything they can imagine. I’m very excited about this new model – a truly impressive job done by our Lego Group designers. “Together with Land Rover, we’ve blended elements, design and innovative engineering into a set that shows the boundless creativity of Lego play, and that with Lego Technic you can build for real.” While the real Defender is available in a comprehensive range of paint schemes, the model is finished in an olive green. It measures 420mm long, 220mm high and 200mm wide. Pricing is yet to be officially confirmed by Lego, although reports suggest it will be available from £159 in the UK. Ahead of its launch, the new Defender underwent more than 750,000 miles of testing in some of “the most inhospitable environments” in the world. This involved hot weather testing in Africa and North America, cold-weather testing at -40deg C, altitude testing at up to 13,000 feet and performance running at the Nurburgring. It is not yet known whether the pre-launch test programme Lego has conducted on the Technic Defender has been as extensive. The Defender is the latest motoring icon to be rendered in Lego form, and joins the Volkswagen Beetle and Type 2, original Mini, Aston Martin DB5 and Routemaster bus in the Danish firm’s motoring-themed Technic
Origin: New Land Rover Defender available as 2573-piece Lego Technic kit
The Ford Ranger could be getting twin-turbo V6 power
2019 Ford RangerNadine Filion / Driving Rumours about future Ford Ranger powertrains continue apace, with your author shamelessly and strongly advocating for a Raptor version of the Blue Oval midsizer.The latest gossip to leak out of the Glass House grapevine? There could be a twin-turbo V6 in the Rangers future.Aussie outlet Which Car reported a few days ago that it learned Ford will be making some major changes to the Ranger for the 2021 model year. In addition to bodywork that recalls the Super Duty, a brace of V6 engines are apparently on the way.What ones? A 2.7-litre EcoBoost and 3.0-litre diesel, apparently, versions of which already reside under the hood of Fords cash-cow F-150. The same reports asserts these very engines are currently undergoing Ranger testing in Australia.When deployed in the half-ton, the 2.7-litre twin-turbo makes a healthy 325 horsepower and 400 lb.-ft. of torque. This would provide a much needed boost to Ranger performance over the 2.3-litre inline-four currently toiling away in every new Ranger sold in this country.As for the diesel, that unit makes 250 ponies and a robust 440 lb.-ft. of twist in the F-150.It is important to note at this juncture that the market in Oz also gets several options and variants of the Ranger we do not get here in North America, not the least of which is the Ranger Raptor, a trim the Blue Oval inexplicably refuses to sell here despite the presence of the Chevy Colorado ZR2 and Toyota Tacoma TRD Pro. Hey, if Ford wants to leave money on the table, thats up to it. While certain dour authors are pouring cold water on the spectre of a diesel Ranger in this country, one should remember that General Motors offers an oil-burner in its midsize trucks, so the idea is not without precedent.Given that both of these rumour mills (pun intended) are based on existing engines, your author will be looking closely at their external dimensions and comparing them closely to the Rangers engine bay in an effort to determine if theyll fit without a great deal of bodging. Expect a follow-up piece
Origin: The Ford Ranger could be getting twin-turbo V6 power
Bugatti’s record-breaking Chiron Super Sport could be yours for US$4 mil
After selling almost all 30 of its US$3.9 million special-edition Chiron Super Sport 300+ supercars over dinner this weekend, Bugatti is moving to double its lineup by adding a second model.Unlike the limited-run Chiron a version of the car that set a 304 miles-per-hour record earlier this month the new vehicle may take the shape of a four-seater, Bugatti President Stephan Winkelmann said in an interview.It could also leave the worlds racetracks for some off-road driving, he said, a departure for a brand honed on producing race cars going at incredible speeds.Bugatti, one of a stable of super-premium Volkswagen-owned brands including Porsche, Lamborghini and Bentley, is looking at sexy financing for the new model, Winkelmann said. Porsche used a German promissory note called a Schuldschein to partially fund the development and production of the battery-powered Taycan.Demand for supercars remains unbroken, judging by a dinner held at Bugattis headquarters in Molsheim, France, over the weekend. Nearly all of the Chiron Super Sport 300+ models slated for production were sold, Winkelmann said.Even so, the focus at the Frankfurt auto show this week will be on electric vehicles like the Taycan and VWs coming ID.3. A battery version of the Chiron wouldnt work, he said hypercars still need combustion fire power. But he could see a less-expensive daily driver at a lower price, say in the US$1 million range, working in a hybrid-electric set-up.There is still a lot of time for internal combustion engines, the 54-year-old said. The Chiron Super Sport 300+ has some modifications and is 20 centimeters longer than the version that raced around a recently resurfaced Volkswagen track in Ehra-Lessien, Germany.Winkelmann briefly discussed the idea of uniting VWs luxury brands under one umbrella. He declined to be drawn on the prospects of Bugatti holding a public stock offering, saying its not his decision to make.If we put those type of brands together its unique in the automotive industry, Winkelmann
Origin: Bugatti’s record-breaking Chiron Super Sport could be yours for US$4 mil
Byton M-Byte: high-tech electric SUV could come to the UK
Chinese start-up company Byton will bring its the M-Byte electric SUV to right-hand drive markets such as the UK if there is enough interest, and “the signs are good”, according to CTO David Twohig. The M-Byte has been in development for two years. Launching on the Chinese market initially, with customer deliveries set to get underway in the middle of 2020, it’s planned to arrive in Europe in early 2021 at a starting price of €45,000 (£40,280). Twohig, formerly chief engineer at Alpine, claims the delay in getting the car to Europe is “mostly for software reasons”. The company gets mapping data from Baidu – effectively China’s Google – but must work with different partners in Europe. “We have to establish that and then iron out all the bugs, to ensure everything works as it should”. 100 prototypes have been built so far, with other half of those destroyed during testing. The production car on display – described as 100% finished – bears a strong resemblance to the concept that was revealed earlier this year and retains that car’s distinctive 48in curved ‘Shared Experience Display’, the largest infotainment screen yet fitted to a production car. The screen forms part of what Byton calls “a digital lounge feeling” and allows passengers to access connectivity services and vehicle controls. The display is no touch operated, instead it is designed to be primarily controlled via an 7.0in screen located in the centre of the steering wheel or a 8.0in tablet mounted between the two front seats, but can also be controlled by voice or gesture control. It is covered by a layer of shatter-proof glass to minimise risk of injury in a collision. Byton CTO David Twohig reiterated the development and production cost involved in such as screen, noting that it’s “automotive grade – meaning it has to last more than 10 years, is designed to cope with shocks of up to 2G, and extreme temperatures”. Other defining features of the interior are a flat floor (made possible by the lack of a transmission tunnel), a floating dashboard, rotating front seats and a comprehensive list of personalisation options. It also features autonomous functions in the Level 2 category, though Twohig railed against the over-simplification the levels create, stating the M-Byte is “probably between 2.5 and 2.99”. Some tech features from the concept, such as facial recognition for the doors and cameras replacing wing mirrors, have been removed for production. For the former, Twohig claims the tech “doesn’t offer anything to the customer” to justify the significant development cost, while the latter is “made difficult by regulations”. The M-Byte range opens with the 72kWh entry-level model that’s driven by a single, rear-mounted motor producing 268bhp and capable of 360 miles on the WLTP test cycle. An optional larger-capacity battery offers a range of up to 460 miles. The range-topping four-wheel-drive variant has a 95kWh battery that yields a 435-mile range as standard and uses a motor on each axle for a power output of 402bhp. There is no air suspension or adaptive dampers, instead Twohig insisted his team of chassis engineers focused on creating a comfortable ride “the good old-fashioned way” rather than trying to offer a compromise between sportiness and comfort. Twohig admits this allowed development costs to be spent elsewhere. All versions of the M-Byte are capable of 150kW rapid charging and can therefore be topped up to 80% capacity from empty in as little as 35 minutes. Byton is working with suppliers globally to ensure a 22kW home wallbox installation is ready for deliveries. Byton claims to have taken more than 50,000 reservations worldwide and has already subjected the M-Byte to a number of test processes, including stringent crash tests to US and EU standards. The pre-ordering process for US and European customers, however, will not open until early next year. There will not be traditional dealers, rather a handful of showrooms in regions served by a distribution partner. The start-up is Chinese owned and funded, but Twohig claims “we want to an have to be global to be taken seriously”. Twohig and a 400-strong technical and engineering team are based in Santa Clara, near the Silicon Valley in California. The design team is based in Munich, Germany, while production is based in Nanjing, China, with a new facility (described as “much like Nissan’s Sunderland plant by Twohig”) able to build 300,000 units annually. Byton CEO Daniel Kirchert said: “We’re on the verge of starting series production, and the feedback from media and especially from our future customers is of great relevance to us. “Today’s unveiling of the Byton M-Byte also shows the effort paying off for the team, which has worked relentlessly on the car for over two years. Within that short amount of time, we have taken a smart electric car from an initial idea on a white sheet of paper to series-production readiness, while also building
Origin: Byton M-Byte: high-tech electric SUV could come to the UK
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