Audi’s major mid-life upgrade of its A4 range is due to go on sale soon, and pricing has appeared on some company car lists. Though not official announced by the brand, an industry source confirmed to Autocar that the 2019 A4 will start from £30,725 in base Technik form with the ’35’ TFSI petrol engine. The 188bhp diesel is auto-only and priced from £34,480. Those figures represent an increase of around £1,500 over the previous entry-level SE spec. However, technology and kit upgrades will help justify the list price increase, as will competitive leasing costs. The non-RS range flagship at launch will be the newly diesel-powered S4 TDI. That’s priced at £47,295 in standard trim, with higher-spec Black Edition and Vorsprung models also available. In an attempt to keep pace with rivals such as the new BMW 3 Series, the compact executive saloon has received an exterior and interior revamp to bring it in line with Audi’s current design themes. the firm says the changes are more substantial than is usual for a facelift, and include a range of hybridised engines. The revised A4 will be available with three 2.0-litre TFSI petrol engines featuring a 12V mild-hybrid system and ranging from 148bhp to 241bhp, along with two diesels, a 188bhp 2.0-litre and a 241bhp 3.0-litre. A 12V mild-hybrid 2.0 TDI diesel, with 134bhp or 161bhp, will follow after the launch. The S4 model, a rival to the Mercedes-AMG C43, will be offered in Europe purely as a mild-hybrid diesel, with a 3.0-litre TDI mated to a 48V integrated starter/motor for a total output of 342bhp and 516lb ft of torque. The S4 will be offered with an eight-speed automatic gearbox and all-wheel drive, with sport suspension as standard, and a sport differential and suspension with damper control available as options. The entry-level 35 TFI and 40 TDI will be offered after launch with a manual gearbox as standard. All other models will be automatic as standard. Seven- and eight-speed ’boxes will be used, with a six-speed manual following as an option. Entry-level cars will be front-wheel drive, with Audi’s quattro all-wheel-drive system available on higher-spec models. The A4 will be sold with standard and sport suspension, with two adaptive systems available. Those systems work with damper control and feature a Comfort mode that lowers the ride height by 10mm and a Sport setting with a 23mm reduction in the ride height. As for the design, the A4 will now feature a wider and flatter grille, with a revamped side profile that has sharper, more sculpted shoulders and clearly defined lines. Audi’s design team has also introduced more bespoke styling elements on the S line, S4 and Allroad quattro variants, including bespoke grille designs, in order to give each a more distinctive identity. The revised interior is built around the latest version of Audi’s MMI infotainment system, featuring a 10.1in touchscreen. That screen can be operated by using touch or voice control. Audi has scrapped the rotary controller that appears in the outgoing model. A full 12.3in digital driver information display and head-up display are available as options. The revised A4 will be offered with a number of driver assistance systems, grouped into three packs. Options will include automatic cruise control, which, Audi says, can use ‘car-to-x’ navigation data from external devices such as traffic signs to increase accuracy. The rugged Allroad quattro model, as before, features an extra 35mm of ground clearance, additional underbody production, a wider front and rear track and optional Allroad-specific suspension. QA with Amor Vaya, Audi exterior designer What did you focus on with the redesign? “The A4 is a well-proportioned car, but the old one was occasionally called a little boring. We’ve put a lot of life and energy into it. We didn’t want to change the design principles, but we wanted to make a statement.” How did you do that? “The design is now a lot richer, more expressive. We’ve focused on the detail, with the use of 3D design elements, chrome parts and other small things that can make a big difference.” What are the challenges of doing a facelift design? “The fixed points were all designated six or seven years ago, so we have to work around that. That gives some limitations, but we’ve evolved the A4’s design substantially.” Why focus on differentiating the S4 and Allroad quattro? “We wanted to give each variant its own character. We’ve been criticised before for making every model and variant look similar, so now each model has its own character, and every car inside that model family does,
Origin: New 2019 Audi A4: UK pricing for facelifted exec revealed
2019
Car Review: 2019 Hyundai Veloster N
OVERVIEW An eccentric little hatchback that just so happens to be a firecracker of a car PROSCapable and entertaining performance, crisp manual transmission, hatchback lends a sense of practicality CONSHarsh ride, some interior materials not quite up to par VALUE FOR MONEYExcellent WHAT TO CHANGE?Make the interior a bit nicer HOW TO SPEC IT?Exactly like this Finally. Hyundai finally did it.To be fair, the Veloster has always stood out from the masses. Its three-door configuration and catfish-like maw definitely pushed the little Hyundai more towards eccentric rather than generic, but it never quite had the performance to back up the styling. Sure, you could spec it with a 201-horsepower turbo-four and a six-speed manual, and a few special edition models throughout the years got upgraded suspension bits and tires, but thats about it. The Veloster mightve been promising on paper, but it didnt live up to that performance potential where it actually matters you know, in real life. Not anymore. For 2019, the Veloster grows up. It keeps the funky three-door layout, but the curves and bulges are squared-off and deflated, and the interior is a bit more conventionally laid out. But most importantly, Hyundai has introduced what well now expect from any vehicle getting the full N treatment, transforming the Veloster from eccentric little car into what it shouldve been since Day One a proper, no-nonsense hot hatch. Finally.Just like its Turbo forerunner, on paper the Veloster N is promising. This time around, a 2.0-litre turbo-four kicks out 275 horsepower and 260 lb.-ft. of torque, available as early as 1,450 rpm, and its hooked up to a six-speed manual. The N also sees a laundry list of upgrades to the chassis, suspension, and powertrain, including more bracing and cooling ducts, stickier tires, an electronic limited-slip differential and adjustable dampers, an active exhaust system, and you know what? We can go over all of the Ns enhancements over the standard Veloster with a fine-tooth comb, but theres no fun in that.The key difference here is, in the real world, the N actually delivers on the performance its spec sheet promises. Set your foot on the clutch pedal and prod the start button, and the turbo-four wakes up with a bark. Theres a touch of torque steer when you nail the go-fast pedal, but the N pulls hard and builds speed, err, rather effectively. The clutch is heavy enough but still easy to modulate in traffic, and the shifter smoothly and satisfyingly clicks into each gear. Stability control and the automatic rev-matching downshifts can be fully disabled. Steering is surprisingly communicative, and effort varies depending on which drive mode youve activated and theres plenty to choose from. Youre kidding yourself if you think the Veloster N will ride as well as a Palisade, or even an Elantra, but in its default Normal mode, it rides well enough over bumps and rough pavement. The exhaust mode is fairly subdued, too still growly, but it doesnt drone at all. Bump the car into Sport mode and the steering becomes a little heavier, the suspension a little stiffer in exchange for better cornering, and the exhaust a little louder. N mode lets you take full advantage of the Velosters performance potential, but its not the best choice for daily driving it hunkers down and takes a corner incredibly well, but the ride is unbearable. Kidney-punching levels of unbearable. Youll enjoy N Custom mode the most, letting you have (almost) free rein to configure the powertrain and chassis just the way you like it. Sadly, the Veloster resorts to Normal mode on startup, but after all, you cant have your cake and eat it, too. Thankfully, you can easily shuffle between the drive and N modes via the baby blue buttons on the steering wheel.Yes, the N is another performance car saddled by adaptive this, sport-plus that, rev-matching whatever, and driving modes out the wazoo. But even with all this, its still a legitimately fun and engaging car. The N comes alive on a snaking backroad, tackling corner after corner flat and without breaking a sweat. Its borderline ridiculous how much speed you can carry; this is a front-wheel-drive hot hatch, yet theres little understeer and the sticky Pirelli P-Zero tires just refuse to let go. Theres an ever-so-slight lick of torque steer if you pin the throttle too soon, but thats not a dealbreaker when the hilarious cracks, pops, and burbles from the exhaust pipes as you flick through the gears slap a big, stupid smile onto your face. This is one firecracker of a car.Inside the N, the apple doesnt fall far from the tree. This means a no-nonsense layout with physical buttons and knobs, an eight-inch touchscreen handling infotainment duties, and Apple CarPlay and Android Auto connectivity. There are a few bits letting you know this is a special little car: The stitching, various trim bits, and even the seat belts are finished in a powdery blue
Origin: Car Review: 2019 Hyundai Veloster N
BTCC 2019: Ingram, Turkington and Butcher split Snetterton wins
Tom Ingram, Colin Turkington and Rory Butcher split the race wins in the Kwik Fit British Touring Car Championship’s visit to Snetterton, with a one-off tyre rule helping to spice up the racing. For the first time, drivers were required to run all three of the BTCC’s Dunlop tyre compounds in the three races at the Norfolk track. The difference in pace between the three compounds led to plenty of overtaking, particularly in the final race. Ingram started the opening race from pole position after topping qualifying in his works-backed Speedworks Toyota Corolla by 0.002s from works Honda Civic Type-R driver Dan Cammish. Despite an early push from Cammish, Ingram pulled clear for a comfortable victory, his second of the year. Sam Tordoff finished third in his Civic Type-R, completing a podium lock-out for drivers running the soft tyre. Works BMW UK driver Colin Turkington was the top driver on the medium tyre in fourth, extending his championship lead over his fifth-place WSR team-mate Andrew Jordan. The BMW 3 Series of Turkington and Jordan both ran the soft tyre for the second race. They quickly moved into second and third, putting intense pressure on leader Ingram, who was hampered by success ballast. Turkington finally made his move on lap seven, pushing Ingram wide – blocking Jordan’s path in the progress. That allowed Cammish to jump up to second, with Ingram sliding down the order. His day worsened when he picked up a technical problem, dropping out of the points. Turkington’s win was the tenth for the new 3 Series this season, with Jordan recovering to third ahead of Ollie Jackson (Ford Focus RS). The third race was full of drama. Chris Smiley (Civic Type R) started from pole, but was soon overhauled by former champions Jason Plato (Vauxhall Astra) and Ash Sutton (Subaru Levorg). They staged an intense battle, while further back the Civic Type-Rs of Butcher and Josh Cook used their soft tyres to charge up the order from 12th and 15th on the grid. The battle for the lead culminated with Sutton, Plato and Butcher heading down the back straight side-by-side, with the inevitable contact at the next corner dropping the first two down the order and leaving Butcher clear for his second win of 2019. Cook finished second ahead of Smiley, Rob Collard (Vauxhall Astra) and Plato. Turkington finished tenth, and now leads Jordan by 36 points in the title race. Butcher is third, 22 points further back. The next round is the second visit of the year to Thruxton on August
Origin: BTCC 2019: Ingram, Turkington and Butcher split Snetterton wins
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
SUV Review: 2019 Mercedes-AMG GLC 63 S
OVERVIEW Small Merc crossover gets big muscles PROSSpectacular engine, luxurious and reasonably comfortable, plenty of utility CONSOptions add up quickly, low speed transmission jerkiness, potential for high-speed driver jerk-ness VALUE FOR MONEYfair WHAT TO CHANGE?Smooth out that transmission HOW TO SPEC IT?Load it up, you’ve come this far Theres a delicious irony associated with muscle-bound SUVs, and this 2019 Mercedes-AMG GLC 63 S is particularly tasty. Historically, AMG has proven quite adept at squeezing big engines into unsuspecting Benzs, so lets cast our eyes upon this rolling dichotomy: a normally four-cylinder-powered compact Mercedes crossover pounding all comers into submission with a 503 hp, 516 lb-ft bi-turbo 4.0-litre AMG V8. Cue the hilarity.The GLC 63 Ss 4Matic all-wheel-dive, nine-speed auto and electronically controlled limited slip rear differential come from the E 63 S uber sedan, so yes, this small SUV is armed to the teeth. Keeping body motions in check are air springs and adaptive dampers, and while the ride is pretty firm at all times, it never crosses over to uncomfortable or jarring.This uber GLC gets the toothy AMG Panamericana grille, and here it manages to look fabulously menacing yet still sophisticated, which is in keeping with the rest of the GLC 63 Ss disposition. The staggered 21-inch rollers (265/40R21 front, 295/35R21 rear) fill the wheel wells, and the car crouches on the tarmac with ominous purpose. The optional $1,000 AMG Night Package dresses it up with gloss black trim and black chrome exhaust tips. The cabin gets super supportive AMG sport seats and a three-spoke flat-bottom AMG steering wheel. The $5,800 Premium Package bestows proximity key with push-button start, garage door opener, Active Park Assist, AMG Track Pack, touch pad controller, 360-degree camera, navigation, Burmester audio, foot-activated power tailgate and a handy 115V outlet. The $2,700 Intelligent Drive Package adds the expected suite of safety systems and driver aids.All indications suggest the Mercedes-AMG GLC 63 S might be a hairy beast intent on harming all who dare venture within. On the contrary, when driven with civility it comes across as an impressively sorted, perfectly tame crossover that handles very well while also possessing a, ahem, nice reserve of power. However, select Sport+ Mode and flex the right foot a bit and the 63s Mr. Hyde side leaps to the foreground. The suspension firms up, throttle sharpens and transmission mapping gets all in-yer-face. The rear bias of the 4Matic system lets itself be known too.This tester was still wearing winter tires, so I cant really comment on its ultimate grip and handling prowess, but still, the GLC always felt planted and predictable, directed by sharp, feelsome steering and brought into check via strong and easily modulated brakes. It wont handle with the fluidity of the benchmark Porsche Macan, being more muscle car than true sophisticate. But then, thats the whole point, isnt it?This hand-built AMG 4.0-litre twin-turbo V8 is a masterpiece. Known as hot-V configuration, the turbos nestle within the V of the engine where normally the intake hardware would be. Turbo lag is a non-issue, and power is delivered in a linear rush right up to the redline. It sounds the business too, barking out a symphony of howls, cackles and pops thatll send nearby rodents into early hibernation. How AMG makes a relatively small turbocharged V8 sound like a naturally-aspirated big block without any piped-in audio fakery, I should add is some kind of voodoo magic.About the only complaint one might register is the occasional low-speed jerky shifts from the nine-speed, wet-clutch automatic transmission. A subtle hint, perhaps, that this dog wants off its leash.Yes, the 2019 Mercedes-AMG GLC 63 S is deliciously nuts, but what a guilty pleasure. It has all the utility of the regular GLC, will tow up to 1,588 kg (3,500 pounds) with the optional $750 hitch, but can also blast you to 100 km/h in under four seconds. Does anybody need this? Heck no. But the fact that Mercedes-AMG produces it is a wonderful thing. And interestingly, the Americans dont get this S version, making do with a mere 469 hp, while we in Canuckia have only the 503-hp S on the menu.Price? Base sticker is $90,500 but as is the way with such things, this tester has almost 20 grand in upgrades. For those who want the most muscle-bound compact brute-ute extant, and can afford it, the 2019 Mercedes-AMG GLC 63 S will be worth every
Origin: SUV Review: 2019 Mercedes-AMG GLC 63 S
Reader Review: 2019 Honda Civic Type R
OVERVIEW Street-legal racer without compromise PROSPerformance, handling, no compromise utility CONSNo blind spot monitoring or forward collision prevention technologies, busy rear end, I had to return it! VALUE FOR MONEYGood WHAT TO CHANGE?Add blind spot monitoring and forward collision prevention to the list of standard fare. HOW TO SPEC IT?Theres only one way to spec it, and this is it. In Europe, the hot-hatch phenomenon has been at a roaring boil for many years. In this regard Canada has been left out in the cold with the exception of the Ford Focus RS, Subaru Impreza WRX STI and VW Golf R. The Hyundai Veloster N adds another to the mix. However, when Honda released its latest Civic Type R, it gave the Great White North the forbidden fruit so many have lusted after for so long.It is a supreme ride that lives up to advanced billing and then some. The Driving team pitted the Golf R and WRX STI against the Type R last year. It cleaned their clocks despite being the only front-driver in the shoot out.The heart and soul of the Type R is the 2.0L turbocharged four-cylinder shoehorned under the hood. This sweet mill twists out 306 horsepower and 295 pound-feet of torque at 2,500 rpm. The beauty is the power band is sustained over the entire operating range. Remarkably, given the outright performance at play, the engine does not bog down and become a temperamental handful when driven in an urban environment. My only wish is for a meatier exhaust note the bark needs to match the Rs bite! A big part of the driving experience is the six-speed manual gearbox. The throws are short and the gear spacing likewise. As such, under hard acceleration, the engine is never allowed to drop out of its sweet spot. It also has a rev-matching system that blips the throttle on a downshift, which means no more missed shifts. What goes unsaid is the rev-matching replicates the lost art of heel-and-toe shifting, so it makes an ordinary driver feel like a rally racer.The combination delivers a very fast turn of speed. The Type R runs to 100 kilometres an hour in 5.7 seconds, which is good. However, it is the mid-range that blows the driver away. With a three-second 80-120 km/h passing time this thing piles on speed at an alarming rate, especially if youre brave enough to run to redline in second, third and fourth gear! Normally, making the front wheels do all the driving, all the steering and the majority of the braking causes enormous headaches if you do two of the three things at the same time. Not here! The credit goes, in part, to the helical limited-slip front differential. Instead of spinning a wheel out of corners the Type R digs in and delivers otherworldly handling thats basically vice-free.The adaptive suspension then hunkers down and relishes being pushed the harder it is worked the better the Type R seems to react. The handling prowess is underscored by the steerings feel and the feedback. As a result, the Type R hammers into a corner and maintains the drivers line with a rare and very enjoyable precision. Mercifully, it also benefits from the biggest brakes ever fitted to a Civic. These things allow full-on braking time and again without running into the dreaded wall of fade.The plus is the ability to customize the drive. Comfort mode is ideal for the purring about the city; Sport is the right mode for those times when a little more fun is demanded. Then theres the +R setting. It firms the dampers, puts more weight in the steering and brings the engine to a roaring boil. Now you have a legit hot hatch that dusts its peers when the road, or track, takes a turn for the better. The Rs cabin is all about the driver. The oh-so-red body-hugging buckets, perfect driving position and chunky steering wheel make the car and driver feel as one. Likewise, the clean and precise instrumentation delivers everything demanded of a track-ready ride.However, not all is perfect. While the Type R gets Hondas LaneWatch blind spot system to cover the right side of the car a camera shows all and displays it in central infotainment screen. Unfortunately, theres nothing other than the mirror to cover the left side and theres no rear cross-traffic alert or forward collision prevention technology. An optimist may point to the fact few will pass the Type R, but the fact is it needs a true blind spot monitoring system because the rearward sightlines are tight.Remarkably, the Type Rs track ability does not come at the expense of utility. With the rear seat upright theres 728 litres of cargo space and 1,308 L with them folded. These numbers are identical to other Civic hatchbacks.Yes, the Honda Civic Type R is expensive and it has out-there styling. While the oversized rear wing is functional adding 30 kilograms of downforce at 200 km/h, it is outlandish and not going to suit all tastes. However, for those who want a legitimate racecar that doubles as a grocery getter, the Honda Civic Type R is
Origin: Reader Review: 2019 Honda Civic Type R
Aston Martin shares slide further after 2019 loss posted
Aston Martin’s share price has taken another hit after the firm announced a pre-tax loss of £78.8 million in the first half of this year. The price is now below £5 a share for the first time, hitting a low of £4.40 as trading opened this morning before rebounding to £4.88 after Aston held a press conference. The losses were blamed on lower-than-expected sales in Europe and expansion costs – but company boss Andy Palmer insists the firm’s ambitious growth plan remains on track. The publication of Aston Martin Lagonda’s latest results came a week after the firm issued a profit warning in which it cut its wholesale forecasts. That first caused shares in the company to dive to less than £6 per share, compared to £19 when the firm first floated in October 2018. Aston’s retails sales in the first half of 2019 were up 26% year-on-year, with growth in the USA and China off-setting a steep decline in the UK and Europe. Wholesale volumes – cars being distributed to dealers – were up 6% year-on-year. Aston boss Palmer admitted that “this has been a difficult period and we’ve clearly seen the market reaction”. But he noted that the firm’s sales were up year-on-year, and added: “I’m confident we are taking the right actions and that we can successfully deliver our strategy.” While sales were up, driven largely by demand for the Vantage and DBS Superleggera, Aston’s revenues dipped in part because it sold fewer high-price Special models, reducing the average selling price of its cars. The firm anticipates sales of its Specials will increase later this year, particularly with the ultra-limited run DB4 GT Zagato Continuation due in the fourth quarter. In its profit warning last week, Aston Martin revised planned wholesale volumes for the full year. From 7100 to 7300 units originally forecast when it published its annual results in February, the target has now dropped to 6300 to 6500 units. Palmer said that reduction was a result of the firm being “responsible and disciplined in the approach to our balance sheet”, and was designed to ensure that supply of the firm’s cars did not exceed demand, which could force dealers to offer discounts. He added: “Retails are up, wholesales are up, market share is up – we’re just not as up in wholesale as we’d like. In order to protect the market position of the brand we thought it right and proper to cut the wholesale (numbers) to ensure that we don’t simply make the mistakes of history and have to discount cars to get them away.” Aston’s profits were hit by a one-off £19 million provision for a ‘doubtful debt’ charge, relating to the planned sale of some intellectual property rights in the previous year. The firm has also invested heavily in its ambitious Second Century growth plan, and particularly in developing the DBX SUV, which is due to be launched in December and go on sale early next year. Palmer said that Aston remained “focused completely” on the execution of the plan, and insisted that the wholesale volume revisions and falling share price wouldn’t impact that. “We recognise there are headwinds and continuing uncertainties, and you’d correctly expect us to keep our financing arrangements under review to ensure we have appropriate resources around us,” said Palmer. He noted the first has greater cash reserves than it did this time last year, and would be prepared to secure additional funding “from sources with which we’re familiar” if needed. He added: “Our basic intention is the execution of the (Second Century) plan. We have some short-term headwinds and one would hope we move through this short-term correction and then carry on with what we’re doing. “You always take opportunities to be leaner and fitter, and that we will do. We’ve seen through the development of DBX so far that the efficiency of the development is much greater than it was with DB11, (with) far fewer design changes, far fewer needs to correct things not modelled correctly. “That efficiency and things we learn through development are then cascased into (development of the) Vanquish replacement and eventually the Lagondas. We’ll take the opportunity of those learnings, but the plan remains
Origin: Aston Martin shares slide further after 2019 loss posted
Aston Martin posts £78.8m loss in first half of 2019
Aston Martin recorded a pre-tax loss of £78.8 million in the first half of this year, due to lower-than-expected sales in Europe and expansion costs – but company boss Andy Palmer insists the firm’s ambitious growth plan remains on track. The publication of Aston Martin Lagonda’s latest results came a week after the firm issued a profit warning in which it cut its wholesale forecasts. That caused shares in the company to dive: they are currently worth less than £6 per share, compared to £19 when the firm first floated in October 2018. Aston’s retails sales in the first half of 2019 were up 26% year-on-year, with growth in the USA and China off-setting a steep decline in the UK and Europe. Wholesale volumes – cars being distributed to dealers – were up 6% year-on-year. Aston boss Palmer admitted that “this has been a difficult period and we’ve clearly seen the market reaction”. But he noted that the firm’s sales were up year-on-year, and added: “I’m confident we are taking the right actions and that we can successfully deliver our strategy.” While sales were up, driven largely by demand for the Vantage and DBS Superleggera, Aston’s revenues dipped in part because it sold fewer high-price Special models, reducing the average selling price of its cars. The firm anticipates sales of its Specials will increase later this year, particularly with the ultra-limited run DB4 GT Zagato Continuation due in the fourth quarter. In its profit warning last week, Aston Martin revised planned wholesale volumes for the full year. From 7100 to 7300 units originally forecast when it published its annual results in February, the target has now dropped to 6300 to 6500 units. Palmer said that reduction was a result of the firm being “responsible and disciplined in the approach to our balance sheet”, and was designed to ensure that supply of the firm’s cars did not exceed demand, which could force dealers to offer discounts. He added: “Retails are up, wholesales are up, market share is up – we’re just not as up in wholesale as we’d like. In order to protect the market position of the brand we thought it right and proper to cut the wholesale (numbers) to ensure that we don’t simply make the mistakes of history and have to discount cars to get them away.” Aston’s profits were hit by a one-off £19 million provision for a ‘doubtful debt’ charge, relating to the planned sale of some intellectual property rights in the previous year. The firm has also invested heavily in its ambitious Second Century growth plan, and particularly in developing the DBX SUV, which is due to be launched in December and go on sale early next year. Palmer said that Aston remained “focused completely” on the execution of the plan, and insisted that the wholesale volume revisions and falling share price wouldn’t impact that. “We recognise there are headwinds and continuing uncertainties, and you’d correctly expect us to keep our financing arrangements under review to ensure we have appropriate resources around us,” said Palmer. He noted the first has greater cash reserves than it did this time last year, and would be prepared to secure additional funding “from sources with which we’re familiar” if needed. He added: “Our basic intention is the execution of the (Second Century) plan. We have some short-term headwinds and one would hope we move through this short-term correction and then carry on with what we’re doing. “You always take opportunities to be leaner and fitter, and that we will do. We’ve seen through the development of DBX so far that the efficiency of the development is much greater than it was with DB11, (with) far fewer design changes, far fewer needs to correct things not modelled correctly. “That efficiency and things we learn through development are then cascased into (development of the) Vanquish replacement and eventually the Lagondas. We’ll take the opportunity of those learnings, but the plan remains
Origin: Aston Martin posts £78.8m loss in first half of 2019
SUV Review: 2019 Lamborghini Urus
The 2019 Lamborghini Urus parked outside the Ivey Business School on the University of Western campus. If you aspire to one of these in your garage, an MBA from this place is a good start.Andrew McCredie OVERVIEW A powerful, luxurious beast ideal for the coming Apocalypse PROSA Lambo engine, all-wheel steering, all-wheel drive and decent cargo space CONSFuel economy and rear view visibility is brutal. VALUE FOR MONEYSort of same proposition as a $200,000 A. Lange Sohne wrist watch. WHAT TO CHANGE?Is my salary a reasonable answer? HOW TO SPEC IT?As is “The commute is going to be a cold, snowy and slippery one as the polar vortex has returned to the GTA with a vengeance, so be sure to give yourself plenty of time to get into work this morning. More details at the top of the hour…”Better take the Lambo!That sentiment uttered just 18 months ago would be pure folly, the very thought of rolling out into snow-megaton in a supercar as absurd as, well, say the Raptors beating the Warriors in six games for the Larry OBrien trophy.But as of February, 2018, driving over snowy hill and dale in a Lamborghini isnt just plausible; its downright sensible thanks to the supersuv Urus. I speak from firsthand experience as a few months ago I drove the mighty beast in and through said polar vortex. And the Bull-badged, all-wheel-drive, five-door not only rose to the challenge, it relished it. In large part thats because the Urus, unlike its two-seat stablemates, isnt built with a race track in mind (numerous YouTube videos notwithstanding). Rather, its designed to take on the elements and the elevation.Now, had I had my choice, I would have preferred to have spent my Urus seat-time in my home province of British Columbia, with skis on the roof, sticky 23-inch Pirellis on the Sea-to-Sky Highway, and Alice in Chains on the Bang Olufsen. Instead, I found myself dodging TTC street cars on Queen Street, garbage-laden big rigs on the 401 and boot-clad pedestrians on unplowed side streets in London, Ontario. Despite the icy flatland terrain not once did I feel on sketchy terra firma, mostly due to Tamburo. No, thats not a new, Left Coast meditation app; its the name of the Uruss drive mode selector that fine tunes all manner of whiz-bang mechanical systems, from active torque vectoring to a Torsen central self-locking differential, and from an electrohydraulically controlled planetary gearbox to the four-wheel-steering. That latter feature is borrowed from the Aventador S and varies the rear steering angle up to plus/minus 3.0 degrees according to vehicle speed and driving mode selected.There are six selectable modes, including Strata, Sport, Corsa, Sabbia, Terra and Neve (and yes, with a surname like McCredie, I turned to Google to figure that out). In any language, these modes translated to incredibly precise handling given the road conditions, and on no occasion did I sense that the 641 horsepower V8 twin turbo was going to get me into trouble, such was the traction and control of the Urus. To test this I did some, how shall we say, aggressive driving maneuverers in a snow coveredand empty I should addUniversity of Western Ontario parking lot. The only person more shocked than I was the campus cop who reluctantly had to get out of his car and into the freezing air to ask me just what the hell I was up to. He wasnt impressed when I said, Its all good, grad of 90! He was appeased when I left, though the throttle bark might have had him spilling his Timmies. As impressive as the vehicle dynamics are, the Urus cabin is something to behold. Im not a big fan of most Lamborghini interiors, but I have to say designers and engineers really brought their A-game to this execution. Seats front and back are exceptional and crafted to keep occupants in place under tight cornering; the controls and gauges are in keeping with a luxury and performance vehiclethough with a certain and welcome Italian flare; and the optional Bang Olufsen is so sweet you dont mind when it drowns out the purr, and occasional roar, of the V8.As with any super expensive super vehicle, there are inherent compromises that create flaws, the Uruss two most prominent ones being fuel economy and a rear window slope and design that makes rearview mirror visibility almost non-existent. But rear seat room is great, and the cargo hatch is plenty big to carry golf clubs, luggage or, perhaps more appropriately, a few jerry cans.Supercar purists pooh-pooh the idea of fabled sports car manufacturers retooling their shop floors to crank out SUVs, but as Porsche proved two decades ago, adding a vehicle like the Cayenne to your portfolio not only plumps your bottom line, it provides the necessary wiggle roomand board blessingto continue to build and refine not-so-profitable vehicles like the 911.So how has the Urus affected Lamborghinis sales? Lets just say the Super SUV has super-sized them. Just last week a press release out of
Origin: SUV Review: 2019 Lamborghini Urus
Bentley centenary: 2019 Bentayga Speed meets 1919 EXP2
If you are to understand why Bentleys are as they are today, it is important also to understand how they got that way. It’s a tale now 100 years in the telling, or about a year per 15 words of this story. And as I’ve already wasted three years so far, you’ll forgive me if I skip some of the less important and, frankly, dull bits in the middle – also known as half the history of the company. What you’re looking at here are the bookends: the one you likely recognise is a Bentayga Speed, the latest product off Crewe’s production line, the other a rather older Bentley. The oldest, in fact. It’s called EXP2 – it is the second EXperimental Prototype – and although it wasn’t completed until 1920, it was certainly in build in 1919, the year in which Bentley Motors came into existence. So it’s either 100 years old, or in its 100th year, depending on how you look at it. The first car, EXP1, was tested by this very magazine in 1920 by SCH Davis, who was not only an Autocar staffer but would also go on to win Le Mans for Bentley in 1927 by a margin that still has not been beaten to this day. Sadly, EXP1 was broken up a lifetime ago. EXP2, by contrast, is very much alive and, despite its incalculable value, a car Bentley was happy to hand over to us for the day. We used it as we would any other car, so when we needed shots of the Bentayga taken from a moving platform, EXP2 briefly became the most valuable camera car in existence. An abuse of the privilege of being able to drive such a car? Absolutely not: we treated it exactly how WO Bentley would have wanted. WO is a much misunderstood man. He was a decent driver, good enough to come fourth in one of his own cars in the 1922 Tourist Trophy, but not a great. He was a fairly terrible businessman who lost control of his company less than five years after delivering its first production car. But he was one of the finest engineers this country has ever produced. Long before Bentley Motors, he was designing engines for World War I fighter aircraft that saved an untold number of lives because, unlike many others of that era, a Bentley BR1 or BR2 motor could usually be counted on to keep working. In the engines he designed for Bentleys, he pioneered the use of aluminium pistons, and fitted them all with overhead camshafts, four valves per cylinder and twin-spark ignition. So if you think they sound like reasonably modern innovations in the road car arena, be advised WO was doing it all a century ago. Yet – and this is where people get him wrong – the pursuit of ultimate performance was never his aim. His vision, stated unambiguously and in his own words, was for “a good car, a fast car, the best in its class”. Refinement was just as important to WO as power, which is why he rejected the efficient twin overhead camshaft layout because at the time it could not be made quiet enough. His desire to make the best possible car he could is what prompted none other than Ettore Bugatti to call them “the fastest lorries in the world”. Even though his cars won Le Mans five times in seven years between 1924 and 1930, it was quality he sought most. In an era when normal cars were rickety, inexactly constructed and often highly unreliable jalopies, Bentley built cars that would travel tens of thousands of miles without so much as blowing a bulb. The strip-down report on one of the Le Mans-winning engines read, in its entirety, ‘nothing to report’. You can see the philosophy in EXP2. It is so primitive in so many ways, from its beaded-edge tyres and brakeless front axle to its centre throttle and resolutely synchro-free gearbox. But its 3.0-litre four-cylinder motor starts instantly and settles down to an idle so even, you feel it would burble away quite happily to itself until the tank ran dry. In fact it wouldn’t, but only because you have to pump the fuel from tank to engine by hand every few minutes. It’s a beautiful and brilliant thing to drive. I doubt it has much more than 75bhp, but it also only weighs 658kg – about the same as a fully trimmed Caterham – so it goes way, way better than you expect. You travel from place to place at the same speed as everyone else, and while its 80mph top speed sounds distinctly modest by today’s measures, in 1919 it would have been easily twice that of the average car of the era. This was the Bugatti Chiron of its day. So I understand the temptation of looking at the imposing bulk of the Bentayga and wondering what happened. But the truth is that in many ways it’s not the modern car that’s the exception to the Bentley rule, but the old one. EXP2 was built as a test-bed prototype, hence its beautiful but rather flimsy and impractical super-lightweight body. As Bentley got into its stride during the 1920s, its cars got bigger and heavier: four years after the 3 Litre was introduced, Bentley was making 6.5-litre engines, which were eventually expanded to 8.0 litres and were often found in cars carrying vast
Origin: Bentley centenary: 2019 Bentayga Speed meets 1919 EXP2
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