2020 Ford Mustang GT500Ford The 2020 Shelby Mustang GT500 was revealed five months ago with the promise of extreme aerodynamics; a new dual-clutch gearbox; and an engine that would deliver more than 700 horsepower.So, sure, Ford warned usbut we didnt expect the final production engine to have almost 800 ponies.Yes, the new GT500 will make a ton of horsepower.Some 760 to be exact, and 625 lb.-ft. of torque to go along with it, which is leaps and bounds over almost everything else in the field.The top Chevrolet Camaro, Corvette and Dodge Challenger Hellcat all fall behind the new Shelby, save for the Hellcat Redeye. Even some exotics cant catch up, like the Porsche 911 GT2RS, and the Ferrari F8 Tributo. The all-new 2020 Mustang Shelby GT500 will produce 760 horsepower and 625 lb.-ft. of torque, making it the most powerful street-legal Ford ever – with the most power- and torque-dense supercharged production V8 engine in the world. Ford Of course, it isnt likely the GT500 will be able to stack up to the likes of the Ferrari and the Porsche, but with a dual-clutch transmission that can shift in less than 100 milliseconds and aero that can provide almost 550 pounds of downforce, Ford looks like its gunning for the big boys once again.Ford uses the 5.2-litre V8 from the GT350 as a starting point (but not the flat-plane-crank R version) and adds a supercharger to give it the extra oomph. The extra power should help the GT500 run a sub-11-second quarter-mile timeat least, thats what Ford says. The zero-to-100-km/h time is still not being revealed, but were sure it isnt too high.Pricing has still not been released, but if we know Ford plans to overdeliver on the horsepower, perhaps itll also give the 2020 Shelby GT500 a nice
Origin: The 2020 Shelby Mustang GT500 will have 760 horsepower
2020
BMW reveals the 2020 8 Series Gran Coupe
The teasing is over. BMW has revealed the latest and most spacious iteration of the 8 Series, a “four-door coupe.” In fact, the 2020 8 Series Gran Coupe has the widest track of any BMW on the road. Bimmer has a knack for making its cars look at once sporty and luxurious. It hit the mark with the two-door 8 Series models revealed last year and has managed to keep it there with this new, stretched version. It’s 30 mm wider, 61 mm taller and 231 mm longer, with four doors instead of two. It’s also got a panoramic glass roof, a more vertically oriented windshield and what BMW describes as “width-emphasising design at the rear end intensify the car’s sporting allure and presence.”Interestingly, BMW claims each 8 Series Gran Coupe will technically be unique, as there’s a “subtle flying buttress design” around the rear window that has to be finished by hand. Inside theres Nappa leather on the dash and doors as standard, and a selection of finishes in a variety of colours including Ivory White, Cognac, Black and some two-toned options for the 850 models.The model will arrive in four variants, including a diesel we wont be getting in Canada. The M850i xDrive Gran Coupe gets a V8 that makes 530 horsepower and 553 lb.-ft. of torque and carries it to 100 km/h in 3.9 seconds; and the 840i Gran Coupe and the 840 xDrive Gran Coupe come with a six-cylinder making 340 horsepower and 368 lb.-ft. of torque, getting to 100 km/h in 5.2 and 4.9 seconds, respectively.An eight-speed Steptronic Sport transmission relays power through to all four wheels in all models except for in the rear-wheel-drive 840i Gran Coupe.BMW says the Gran Coup-eight will enter production in July and launch in
Origin: BMW reveals the 2020 8 Series Gran Coupe
The 2020 Lexus GX has a new off-road package nobody will use
Lexus is not redesigning the GX luxury SUV for 2020, but instead introducing some minor updates (on a vehicle which has remained essentially unchanged since 2010).Yes, the 2020 Lexus GX receives a new grille, which, dare we say, improves the look over the 2019 model? Inside the vehicle are much more significant changes, with real wood and aluminum trim panels adorning the dash to make it feel more luxurious.Opting for the Sport package will add a unique lower grille surround; 19-inch gunmetal grey rims; and accents on the side mirrors and exhaust tips.The crown jewel of the update is a new off-road package that has a bunch of features that would actually be great if any owner of the vehicle would actually take it off-road; after all, underneath the Lexus GX is a pretty capable Land Cruiser Prado.The package adds a driving mode selector for Snow, Mud and Sand, and even Loose Rocks; there are also cameras that can show you whats happening in front, on the sides and underneath your vehicle. Theres even a crawl feature, which will probably also never get used.On top of those physical upgrades, Lexus has also updated the safety systems with a suite of new technology, such as intelligent LED headlights that default to high beam when turned on, but turn to regular beam when other vehicles are detected. Collision warning with pedestrian detection, automatic emergency braking, adaptive cruise control, lane-departure warning and blind-spot warning are all now standard across the entire lineup.The 4.6-litre V8 is the only engine available; it makes 301 horsepower and 329 lb.-ft. of torque, and is good for 6,500 pounds of towing capacity. The updated 2020 Lexus GX 460 will go on sale later in the
Origin: The 2020 Lexus GX has a new off-road package nobody will use
First Drive: 2020 Ford Explorer
2020 Ford Explorer Limited HybridJil McIntosh STEVENSON, Wash. With almost three-quarters of Canadian consumers buying trucks and SUVs, automakers are doing all they can to stay fresh in the segment. And Fords done exactly that with one of its oldest nameplates, turning out an all-new Explorer for 2020.Its based on an all-new platform that primarily powers the rear wheels the outgoing 2019 Explorer favours the front ones but all-wheel-drive will be standard in Canada. The Explorer starts with a 2.3-litre turbocharged four-cylinder engine in the $45,199 XLT, and in the $52,199 Limited. The top-line Platinum, at $64,599, uses a 3.0L EcoBoost V6.Theres also a Limited Hybrid, at $57,199, which uses a 3.3-litre non-turbo V6 engine mated to an electric motor. All engines are paired to a 10-speed automatic transmission. Along with those, the Ford Performance folks got their hands on the Platinums V6 and beefed it up to create the 400-horsepower Explorer ST and that review drops here in a couple of days. The new models go on sale in late summer or early fall.All Explorers come with three rows of seats, with standard second-row captains chairs for seven-passenger seating. Those fancier middle-row seats are usually an option, but unusually, swapping them out for eight-passenger capacity with a 40/20/40 bench seat is an extra $500. The captains chairs slide forward electrically for access to the rear seats, but while children can easily clamber through, its a bit more of a squeeze for adults. As is common with most three-row sport-utes, the first and second rows are comfortable, but the rear chairs are hard and flat.The Explorer might have gone back to prioritizing the rear wheels, but its still a unibody platform as the current one is, and isnt related to any of the companys trucks. The AWD is an on-demand system that automatically sends power to the front wheels as needed, depending on driving conditions. When only two-wheel is needed, the front axle disconnects through a clutch to improve fuel economy.The new configuration also improves the towing capacity: the 2.3L can pull up to 5,300 pounds, while the 3.0L can tow 5,600 pounds increases of 300 and 600, respectively. The Hybrid can tug up to 5,000 pounds.I started at the top in the Platinum. Its V6 spins out 365 horsepower and 380 lb.-ft. of torque, and its a sweetheart of an engine. There are a lot of steep inclines in Washingtons Columbia Gorge, and although the Platinum tips the scale at 2,144 kilograms, it was never out of breath. The steering is nicely weighted and precise, and while you feel the Explorers heft, it drives like something much smaller its surprising when you look in the mirror and see just how far back that tailgate really is. The Platinum interior is as posh as expected, with handsome wood trim, leather upholstery, heated and ventilated front seats, heated second-row seats, and a power-folding third row. Theres also a 10.1-inch centre touchscreen, but oh dear what was Ford thinking with this awful design? Glue an iPad to the dash, and this is what you get. Ford actually toyed with the idea of making it a removable tablet, but there were too many issues to make it work. Lesser trims get a smaller screen thats still tacked-on, but doesnt look quite as ridiculous.I dont like the glued-on tablet, but I do like some of the new functions pasted into it, which are much easier to use than before. Driver assist systems that you used to turn on and off through the steering wheel buttons are now easily accessed with a swipe and if youre not sure what each one does, an info button brings up a picture or video explaining it.I then drove the Limited, but in two-wheel drive a configuration offered in the U.S., but not here. The 2.3L four-cylinder makes 300 horsepower and 310 lb.-ft. of torque, and is adequate in this version, but the engine-transmission combo seems tuned more to the fuel efficiency side, and theres a flat spot on acceleration as the transmission tries to keep the engine speed low for as long as possible. With the heavier AWD system well get, I expect that initial velocity to be even more muted.Its not enough to turn me off the four-cylinder entirely, but Id love to see Ford offer the 3.0L as an option in the XLT and Limited. That would provide more power to those who consistently load their vehicles with lots of folks and cargo, but dont want to pay the Platinum price to get that bigger engine. The third choice, the Limited Hybrid, falls flat for me. Its gas-and-electric setup makes a combined 318 horsepower, along with 322 lb.-ft. of torque. It shares its conventional siblings AWD system and handles tougher off-road conditions impressively, with a terrain management dial that lets you select for slippery or snowy conditions.But for a gas-electric, the Hybrid spends too much time on fossil fuel. Most hybrids switch to battery as soon as you take your foot off the throttle to coast, but
Origin: First Drive: 2020 Ford Explorer
The 2020 Hyundai Palisade will start at $38,499 in Canada
2020 Hyundai PalisadeJil McIntosh / Driving Hyundai is serious about getting North American families into its three-row products. With an intro price of under $39,000, the 2020 Palisade will no doubt attract some budget-conscious buyers in Canada. And so it should. The new flagship, which debuted at the L.A. auto show last year, will fill the hole left by the Santa Fe XL, which the brand recently sent into retirement. The Palisade is larger than its predecessor in most ways (it’s got to accommodate that extra row of seats, after all), with more legroom and cargo space. But as we noted in our first drive of the vehicle, the Palisade is far from a redone and renamed Santa Fe. The 2020 Palisade is based on a brand-new chassis, which it shares with its cousin, the Telluride, over at Kia. Its 3.8-litre V6 engine makes 291 horsepower and 262 lb.-ft. of torque and is paired with an 8-speed automatic transmission in all models. That power is sent to the front two wheels in the entry-level Essential trim, but to all four for the rest of the Palisade fam. 2020 Hyundai Palisade Jil McIntosh / Driving These details add up to a nimble ride, which is made comfortable as well by interior features like Nappa leather and suede surfaces, standard heated front seats, and new safety tech like lane-following assist, highway driving assist and blind view monitor. Driving modes include the usual Comfort, Sport, Eco and Smart, but Hyundai has also pre-programed ‘terrain’ settings for mud, sand and snow. We shouldn’t need to tell you which of those will be most useful to Canadians. The Essential and Preferred trims are fitted with the 8-seat configuration featuring three rows of bench seats, and the Luxury trim has that option too. The top-of-the-Palisade-line Ultimate trim is available exclusively as a seven-seater. Here’s the full list of Canadian MSRPs for the 2020 Hyundai Palisade models set to arrive in Canada this month. Essential FWD 8P $38,499 Essential AWD 8P $40,499 Preferred AWD 8P $45,499 Luxury AWD 8P $50,199 Luxury AWD 7P $50,699 Ultimate AWD 7P
Origin: The 2020 Hyundai Palisade will start at $38,499 in Canada
2020 Polestar 1 eclipses expectations
With a carbon fibre body, a track-tuned suspension and 600-horsepower, the 2020 Polestar 1 is a technology packed Grand Tourer plug-in hybrid.Andrew McCredie GOTHENBURG, Sweden — Uncompromising. That, in a word, describes the 2020 Polestar 1. Postmedia was granted an exclusive sneak preview of the 2+2 PHEV last week, months before the official First Drive event for the world’s automotive press, and what we learned is that in terms of horsepower, all-electric range, performance, technology and overall design, the Polestar 1 is as much about revelation as it is revolution. I attended the reveal of the Polestar 1 last September in New York City, and while I was impressed with the spec sheet figures—600 horsepower, a 150-km all-electric range, carbon fibre body, track-tuned suspension—I have to admit I came away more puzzled than pumped. Why was Polestar parent company Volvo creating this new automaker when this vehicle would fit ideally into its re-energized model lineup? (After all, the Polestar 1 is based on the 2013 Volvo Concept Coupe, and its spiritual predecessor is the iconic Volvo P1800.) Why would a new automaker dedicated to the electric vehicle revolution produce a plug-in hybrid as its debut model? And why, oh why, produce just 500 of these debut vehicles per year with a retail price touching $200,000? After spending a couple of hours behind the wheel of a pre-production Polestar 1 driving in and around Gothenburg, followed by some hot laps at Volvo’s Hällered Proving Ground, I was reminded (yet again) why I’m a journalist and not an automotive exec. Simply put, driving is believing. My first inkling of that ill-informed rush to judgment was about 80 kilometres into the drive that had taken us—my navigator was a Polestar engineer—along a mix of urban, highway and country roads. Despite hitting 140 km/h on some of the high-speed highway runs, and accelerating hard on sections of deserted country roads, the gasoline engine had yet to fire. My driving partner informed me that the threshold for it to do so is 160 km/h. In addition, there was still 60 kilometres of range left in the 34 kWh battery pack. That full-charge range of 150 km makes this vehicle tops in the PHEV category. So, in many respects the Polestar 1 plug-in is really an all-electric vehicle. In fact, it’s all-electric range is essentially the same as, and in some cases better than, most every first-generation EV that I’ve ever tested, from the Nissan Leaf to the Kia Soul to the BMW i3. That was the first revelation. As I was contemplating this, my driving companion suggested we switch the drive mode from all-electric to the sport setting, which brings to life the 326-horsepower 2.0-litre, turbocharged and supercharged four-cylinder gasoline engine. It also brings into play the front wheels, which are driven by the gas engine. Power for the rear wheels is provided by two electric motors. Working in combination, the Polestar 1’s gas engine and electric motors produce 600 horsepower and 740 lbs.-ft of torque (for comparison’s sake, the most powerful production Volvo ever built is the 2017 XC90 T8 Polestar edition, with a somewhat pedestrian 421 hp). In sport mode and on a stretch of open highway, I hit the accelerator, followed quite quickly by revelation number two. The pre-programmed navigation system (incidentally, and notably, utilizing the very same excellent hardware and software of current generation Volvos) interrupted my momentary lapse of bliss, indicating the off-ramp for the Volvo test facility was approaching (and quickly at that). “Brake later than you would once we’re on the off-ramp and try to feel the torque vectoring,” my companion suggested. I did and was amazed at the ‘on rails’ sensation of the rear end as we whipped around the corner. Many automakers claim to have torque vectoring, but this is the real deal thanks to a clever rear-end set-up that incorporates planetary gearing into the electric motors. Revelation number four was upon me. The Hällered Proving Ground is a massive, multi-track complex, and has played an integral role in the Polestar 1 evolution. The electric powertrain was developed and enhanced in Volvo XC40 ‘mules’ on the ‘high-security’ track, while the chassis was tweaked and perfected over the course of thousands and thousands of demanding laps on the facility’s ‘real world’ track by Polestar chief test driver Joakim Rydholm. It was at the latter circuit that I came to fully appreciate that aforementioned torque vectoring, and it was during hot laps in the passenger seat of Rydholm’s much-travelled Polestar 1 prototype #004 that I came to fully appreciate the incredible performance attributes of this plug-in hybrid. That’s the same car that Rydholm drove at last year’s Goodwood Hill Climb event, and the one that he has tested in, among other locations, the high Arctic, the Arizona desert and the African sub-continent. I lost track of revelations at the track.
Origin: 2020 Polestar 1 eclipses expectations
First Drive: 2020 BMW X3 M, X4 M Competition
2020 BMW X3 MDerek McNaughton / Driving Monticello, NEW YORK — We all know BMW’s M division is where regular BMWs go to become true road warriors, real performance cars in almost every sense of the word. Initially created to facilitate BMW’s racing program, M (for motorsport) cars are what happens when gearheads and speed-addicted engineers get their way; M cars all receive more power, better handling, superior braking, performance suspensions and design bits than their base counterparts, all in an effort to delineate the model to a higher class — and to make it perform to its full potential on the street or race track. And before 2010, when the X5and X6 M came along, no BMW SUV with all-wheel-drive had ever received an M badge. Now, the special status is moving down the line to the X3 and X4, which for 2020 become the first of their kind to receive the M treatment. Two additional sub models, the X3 M Competition and X4 M Competition, also join the fold. Immediately identified by intakes big enough to swallow rabbits, the X3 and X4 M also give away their lineage by a unique black grille, breather gills in the front fenders and four quad ovals nested within an M-specific rear bumper. Wheel arches come painted instead of boring black plastic, mirrors are those cool aerodynamic ears from other M cars, and the rear hatch is crowned with a unique spoiler. There’s just enough to give these X3s and X4s away as different from the herd, but not enough to make them shout “look at me.” Thank goodness. But the real jewel of these Xs sits under their sharply creased hoods. An all-new “S58” straight-six engine — seeing its debut in theses four models — feels smoother and more refined than any BMW straight-six before. No, the exhaust note is not as rich and melodious as a V8, of course, but it is nonetheless distinctive, raspy, and can be quieted or made louder by a button on the centre console. Far more seductive is the broad torque band of the new all-aluminum heart, pulling strongly at 2,600 rpm until 5,600 before tapering at its redline of 7,200. The engine loves to rev and does so freely while channeling 442 lb.-ft. of torque to the pavement. Such a deep well of power makes passing other cars effortless, as it should be with 473 horsepower on tap and 503 on for Competition models, though both M and Competition models have the same torque). At the Monticello Motor Club north of New York City, the X4 M Competition proved it can happily adapt to the track. The engine, 11 kilograms lighter than the M4 Coupe, gets a forged crank and pistons, and the twin turbochargers are integrated into the exhaust manifolds. Two, single-scroll turbochargers with upgraded compressor wheels blast air into the cylinders, aided by a water-to-air intercooler and air intake system designed to reduce pressure losses, while an electronically controlled wastegate enhances turbo response. The entire 3.0-litre package just fits under the hood. But the engine is so incredibly smooth, it masks the tactile engine feedback that is normally a welcome partner at the track. Sure, these Ms will clip apexes as easily as a Henckel slices sirloin; but it must be remembered these are luxurious SUVs meant to coddle occupants, not track weapons. It’s easy to hit the rev limiter in manual mode if not watching the tach that can be thankfully configured to display in the heads-up display. And while turbo lag was totally absent during our street drive, some was noticeable while flogging the X4 M Competition at Monticello when trying to extract every last ounce of power. Yes, these X Ms can perform admirably at the track, and we had no trouble getting close to 240 km/h (limited to 280 km/h for the regular M and 285 km/h for the Competition models, with zero to 100 km/h reached in 4.2 seconds and 4.1 for the Competition), but the weight and height of these vehicles makes them less impressive than their M3 or M4 siblings. That’s not surprising, even if the goal was to create the M4 of the X class, they’re simply constrained by their architecture and proportions. Standing on the brake pedal if not in a straight line, for example, produces ample tail wag, even if the larger brakes deliver excellent feel and consistent stopping ability — as they should, given the drilled and vented front rotors are a massive 15.6 inches, and the rears 14.6, compressed by four-piston front calipers but only single-piston calipers in the rear. The SUVs’ track personality does not, however, diminish their appeal. Two drive modes, M1 or M2, calibrate the suspension and AWD characteristics. M1, activated by a red button on the steering wheel, sets up sport mode, sending more power to the rear wheels for some light drifts before the stability control will engage. Power flows to the front wheels only when the rear wheels lose traction. M2 mode will deactivate stability completely for full-on hooliganism, and the Active M rear Differential varies the rear lockup
Origin: First Drive: 2020 BMW X3 M, X4 M Competition
Tesla Semi: electric lorry launch pushed back to 2020
Tesla boss Elon Musk has announced that the launch of the brand’s Semi electric lorry will be delayed until 2020, citing an already strained battery supply for production of its range of EVs. Speaking at the firm’s annual shareholders meeting, Musk said his company would strive to ramp up battery production as quickly as possible, going so far as to suggest a venture into mining could be a possibility. Despite the delay, customers are still able to reserve Semi models. Existing customers include large companies such as Walmart, UPS and FedEx, but it is remains to be seen whether the delayed release will discourage further investment in the zero-emissions truck. Such bottlenecks are no new phenomenon for Tesla, with Model 3 production brought to a halt in early 2018 by worker shortages and software issues. The brand’s fourth model, the Jaguar I-Pace rivalling Model Y, is due on the US market next year, with Musk aiming for an annual output of 2000 per week by September 2020. The Semi electric lorry will be capable of travelling up to 600 miles on a single charge, even when fully loaded, company CEO Elon Musk has claimed. According to Electrek, Musk said during a conference call last year that he was “optimistic” the Semi would beat the 500-mile range announced at its reveal in 2017. His claim followed Daimler lorry division boss Martin Daum’s suggestion that the Semi’s statistics “defied the laws of physics”. The Semi with the 600-mile claimed range costs $180,000 (£132,720 at today’s rate) in the US. A lower-spec variant with a 300-mile range will be priced from $150,000 (£110,565). Prices for diesel lorries in Britain start at about £85,000 by comparison. During its November 2017 reveal in Hawthorne, California, where Tesla also showed a new Roadster sports car, Musk said the Semi, which was previously referred to as the Tesla Truck, was capable of accelerating from 0-60mph in 5.0sec. He also said it was able to hit 60mph in 20.0sec when the trailer is fully loaded with 80,000lb (almost 36 tonnes) of cargo. This beats the average sprint time for regular diesel-powered rivals by around 40 seconds. The Semi’s energy recovery systems are claimed to be capable of recovering 98% of kinetic energy to the battery. For regular charging, the lorry can be connected to Megachargers – a new high-speed DC charging solution – that are said to add about 400 miles in 30 minutes and can be installed at origin or destination points, much like the existing Superchargers. Efficiency is boosted by a low wind resistance, with Tesla claiming the Semi has a drag coefficient of 0.36Cd. It states that most of its competitors are closer to 0.65Cd. Tesla has refrained from going into further detail about the lorry’s drivetrain and battery but has revealed that the vehicle features advanced autonomous technology to prevent jackknifing of the trailer. Onboard sensors are installed to detect instability and can adjust torque sent to each wheel and independently actuate all brakes to avoid jackknifing. Additionally, surround cameras provide autonomous object detection and reduce blindspots, alerting the driver to safety hazards and obstacles. The lorry also introduces a new Enhanced Autopilot system, with automatic emergency braking, automatic lane keeping, lane departure warning and even event recording. The Semi can travel in a convoy, allowing one or several Semis to autonomously follow a leader. Alongside the claims for performance and safety, Musk said the Semi would provide users with massive savings. Figures produced by the company state that owners “can expect to save $200,000 or more over a million miles based on fuel costs alone”. These production issues related to supply difficulties with the Model 3. They caused the reveal of the Semi to be delayed by several
Origin: Tesla Semi: electric lorry launch pushed back to 2020
Kia’s 2020 Cadenza refresh goes bolder, more high-tech
The 2020 Kia K7 (Cadenza)Kia Kia took the covers off the refreshed 2020 Cadenza sedan it teased last week, confirming the production sedan will wear a much more aggressive face and hindquarters. More specifically, it revealed the Korean-market K7, which is basically the exact same car we get here with a different nameplate on it. The new Cadenza-K7’s front end is dominated by a larger, concave chrome grille, flanked by thinner, sleeker headlights; while out back the taillights now reach across the full width of the car, joined by a sort of dashed-line bar that will make for one interesting light signature. The 2020 Kia K7 (Cadenza) Kia The interior sees updates in the form of a new 12.3-inch touchscreen and re-positioned venting; the gear shift lever and button layout below the center stack has been refreshed as well. A digital gauge cluster lends the car a more premium feel than its predecessor. Available drivetrains are a mystery for now, since North American and Korean engine offerings aren’t always the same. The 2020 Kia K7 (Cadenza) Kia The 2019 Cadenza comes with a 290-horsepower 3.3-litre V6 with an 8-speed automatic in Canada, but we should get fuller details by year’s end. Expect the 2020 Kia Cadenza to wind up in Canadian showrooms late in 2019 or early next
Origin: Kia’s 2020 Cadenza refresh goes bolder, more high-tech
New Aston Martin DBX: pre-production begins ahead of 2020 launch
Aston Martin has started building pre-production versions of the forthcoming DBX at its new St Athan plant, ahead of its first SUV going on sale in the first half of 2020. The new 90-acre factory in Wales, built on a former Ministry of Defence site, has been under development since 2016, and will be the sole production facility for the DBX. The electric models of the revived Lagonda brand will also be built there. Ahead of the machine’s official launch later this year, Aston Martin has also issued new images of the DBX sporting a new camouflage livery reflecting its new Welsh home. The machine is currently undergoing final testing using the pre-production versions being produced in St Athan, with full production due to commence early next year. Aston Martin previously released new images and a video of the DBX undergoing extreme weather testing in Sweden at Pirelli’s Flurheden proving ground, part of the two brands’ ongoing partnership. Speaking about that test, Aston Martin chief engineer Matt Becker said: “Testing these prototypes in cold climate conditions helps us to assess the car’s early dynamics and, crucially, ensure confidence-inspiring sure-footedness on low-grip surfaces. “This car propels Aston Martin into a new segment and our engineering team are enjoying the challenges of developing a quality luxury SUV experience through this robust testing schedule. Progress is on track and I am confident that we will deliver over and above what our customers would expect from an Aston Martin SUV.” The DBX is the first Aston Martin to go through a new dedicated test programme, to ensure it can produce the kind of dynamic on-road performance on which Aston has always made its name, allied to some credibility off road. Testing is also due to take place in the deserts of the Middle East, on German autobahns and at the Nürburgring. The DBX has also been seen on UK roads testing the brand’s AMG-sourced twin-turbocharged 4.0-litre V8, which is expected to be the first engine offered in the SUV when it arrives before the end of the year. Expect a similar power output to the DB11’s 503bhp. The images from Sweden showed the same five-door body shape as the official ‘spy shots’ released by Aston Martin last year. The model is expected to retain this profile for production. Unlike the concept, the production DBX will feature a more conventional five-door layout rather than the sleeker three-door design that was originally expected. The DBX is one of the most important models in Aston Martin’s history and the next phase of the company’s turnaround plan under boss Andy Palmer. While every Aston produced under Palmer to date as part of his ‘Second Century’ plan has been a replacement for an existing model (DB11, Vantage and DBS Superleggera), the DBX breaks new ground by having no direct predecessor. During its life cycle, the DBX will introduce hybrid technology to Aston and it will also play a key role in trying to attract female buyers to the Aston Martin brand. The DBX is built on an Aston Martin architecture that will be closely related to that set to underpin the Lagonda saloon and Lagonda SUV, which Aston also has in the pipeline. The new Lagondas will be built alongside the DBX in Wales, starting from 2021. However, whereas the Lagonda models will be electrically driven, the DBX will start life with petrol power before getting Mercedes-sourced hybrid technology early in the next decade. Aston Martin’s own V12 and Mercedes-AMG’s V8 engines will both find their way into the DBX, with Mercedes also donating the car’s electrical architecture. The DBX will compete against the likes of the Lamborghini Urus, Bentley Bentayga, Rolls-Royce Cullinan and upcoming Ferrari SUV. Given the broad appeal and rise in popularity of SUVs, the DBX is expected to quickly become Aston’s best-selling model. The DBX was first seen in its distincitive prototype camouflage on the gravel stages of the Wales Rally GB, for the first time giving hints of the final production car’s design. There’s little left of the DBX concept in the camouflaged test mule, although the sleek silhouette does remain, albeit with an extra pair of doors. Sharp body creases and a pronounced shoulder line help reduce the overall visual bulk of what is the most high-sided Aston yet produced, while a new integrated grille design performs a similar role at the front of the car. It will also be the first all-new Aston Martin model launched after the company’s stock market flotation, after the firm returned to profitability last year. Aston Martin has changed significantly as a company under the leadership of Andy Palmer, who joined as CEO in 2014. He has brought financial stability to the company and returned it to profit. In 2017, the company was in the black for the first time since 2010. Aston’s first-half results in 2018 showed that it recorded a pre-tax profit of £20.7 million. Palmer has underpinned that growth with his
Origin: New Aston Martin DBX: pre-production begins ahead of 2020 launch
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