Cupra’s first step into the sphere of pure-electric power is a dramatic-looking EV concept called the Tavascan, unveiled ahead of its public debut at next week’s Frankfurt motor show. Named after a ski resort near the French border in Catalonia, the Tavascan is said to marry “the presence of an SUV with the sleekness of a sports coupé” and showcases the evolution of Cupra design as it moves further away from its parent company, Seat. The front end of the Tavascan is designed to balance the desire for “muscularity and dynamism”, the company claims, with an exterior shape honed for range-boosting aerodynamic efficiency. The front end is also intended to create a “totally different focal point” from those of conventional combustion-engined cars, with an illuminated Cupra logo mounted low, below the blanked-out ‘grille’. A separate badge spells out ‘Cupra’ in a vent linked to the headlights. The rear is also heavily dominated by the lower portion’s styling, with a striking bumper shape mated to a steeply raked rear window line and full-width light bar, intersected by the Cupra logo. It is claimed each vent and slat on the body serves a purpose, either in allowing air to flow over the body or directing it internally to cool batteries. The model also sits on aero-optimised 22in wheels. Cupra claims the interior “mixes material and technological concepts with openness and focus” by the use of “contrasting colours, structural carbon and dynamic approaches to technology and design”. Leather, carbon and Alcantara are the dominant materials. There is a floating dashboard but a digital instrument cluster and 13.0in infotainment screen are the focal points. The 13.0in screen can be moved towards the passenger if needed and speaker and smartphone connectivity features are integrated into the seats. Cupra stresses that the Tavascan concept is designed to deliver “the performance, dynamics and drivability its customers demand”. To that end, it features a dual-motor electric powertrain putting out 302bhp, enabling 0-62mph in “less than 6.5sec”. The Tavascan uses the highly flexible Volkswagen Group MEB platform, integrating the two motors across both axles for all-wheel drive. The floorpan houses a 77kWh lithium ion battery, taken from the largest-capacity version of VW’s ID 3. A range of 280 miles is claimed. The brand predicts the electric SUV coupé market will grow by 15% every year and hopes to capitalise on that with future models evolving from the Tavascan. The listing of specs suggests there is some production intent here. Cupra has already shown the Formentor – also an SUV coupé but one with plug-in hybrid (PHEV) powertrains rather than purely electric – that’s due next year. Two more PHEVs are also on the cards for
Origin: Cupra previews first EV with emotive Tavascan concept
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World’s first armoured Bentley Bentayga is built in Canada
Are you secretly a James Bond villain or international despot jockeying for world domination? Does your commute regularly take you through Downtown Eastside Vancouver a firing range? Do others routinely use your car for target practice? Then one Canadian company has the answer for you.Just be sure to bring half-a-million dollars.Inkas, a Canadian-based company specializing in the design and production of armoured vehicles, has built what it claims to be the worlds first bulletproof Bentley Bentayga.Said to be armored to meet CEN 1063 BR6 ballistic standards, it provides protection for fuel, battery and electronic control unit compartments. Ballistic protection encompasses the vehicle with 360-degree, floor-to-roof coverage.According to the company, this armoured Bentayga can withstand fire from high-power rifles like AK47s and AR10s; as well as the simultaneous detonation of two DM51 grenades placed beneath the vehicles floor.In case youre wondering, heres what a brace of those puppies can do.Additional equipment includes emergency lights mounted behind the vehicles front grille, as well as a siren and PA system to made sure those pesky dissidents move out of your way.Additional upgrades include tailpipe protection; smokescreen system; engine bay fire suppression system; and electric door handles that presumably give a surprise jolt to those daring to rudely intrude on your personal space. Inkas seems to leave the powertrain basics alone, which is fine since Bentley factory-installs a 6.0-litre W12 making 600 horsepower in these things. Its interior doesnt give up much in the way of comfort compared to a stock truck, either, with 24-way climate-controlled seats and a signature surround sound system.Unsurprisingly, Inkas also makes armoured Escalade and Land Cruiser SUVs it even plies its trade on the pedestrian Toyota Sienna. Hey, you never know when an early morning hockey practice will get out of
Origin: World’s first armoured Bentley Bentayga is built in Canada
First Drive: 2020 Porsche Cayenne Turbo S E-Hybrid
2020 Porsche Cayenne Turbo S E-HybridJil McIntosh EUGENE, Oregon Among alternative powertrains, plug-in hybrids (PHEVs) sit halfway between conventional hybrids and fully-electric vehicles. And now, Porsche has one that sits above everything else at the top of the pack.Porsche has already unveiled the Cayenne E-Hybrid, a six-cylinder plug-in version of the newest generation of its largest sport-ute. But it now juices up the Cayenne Turbos 4.0L V8 with battery power to create the new Cayenne Turbo S E-Hybrid. While the six-cylinder Cayenne E-Hybrid makes a maximum of 455 horsepower and 516 lb-ft of torque, the Turbo S E-Hybrid puts out 670 horsepower and 663 lb-ft of torque when gas and electric work together, taking it from zero to 100 km/h in just 3.8 seconds.Its similar to what the company did with its Panamera models, adding electric motors to its V6 and V8 engines, and making a hybrid the most powerful version in the lineup. This marks the second generation of a Cayenne hybrid, and the first with an available V8 engine.Those power numbers are key here. Among mainstream models, most buyers who go for a PHEV do so for the fuel savings. But according to Porsche, while its customers appreciate it when they dont have to stop at the pumps as often, thats mostly a side benefit to the extra performance. Its not like these buyers need be overly concerned with fuel costs, either. The V6-powered Cayenne E-Hybrid starts at $93,000, while the V8-powered Cayenne Turbo S E-Hybrid, which goes on sale early next year, begins at $182,200 for the regular SUV body style, and at $187,100 for the Cayenne Coupe (which, despite the name and the abbreviated-roof styling, has four doors).A PHEV is basically a conventional hybrid, but with extra battery capacity. After its been plugged in and charged, it can run solely on electricity. When the stored charge runs out, it reverts to gasoline-electric hybrid operation, self-charging its battery as it does. The electric-only portion is relatively short this Cayennes official numbers havent been released yet, but expect it to be around 40 km but unlike a fully electric vehicle, once it runs out of stored electricity, a PHEV will continue to run as long as it has fuel in the tank.I was able to drive the V8 in comparison with the V6 version. The Turbo S E-Hybrids standard features include dynamic chassis control, electro-mechanical active anti-roll bars, carbon ceramic brakes, torque vectoring, and an electronic locking rear differential; inside, theres a full leather interior (including the dash) and 18-way sport seats. My ride was optioned with 14-way massaging seats instead, and with extra-charge rear-wheel steering. All of these features, except for the locking rear diff, can be added to the V6-powered hybrid. Both versions come standard with air suspension. The visual differences between the hybrids and their non-electrified siblings are minor: mostly a badge, and an extra fuel door on the rear flank where the plug goes. The Turbo S E-Hybrids calipers are finished in eye-searing acid green, but this can be deleted to stock yellow at no charge.To say the V8 version is quick is like saying water is wet. The E-Hybrids acceleration can make your jaw drop; the Turbo S E-Hybrid knocks it off its hinges. The engine itself makes 541 horsepower, while the electric motor contributes 134 horsepower. Its sandwiched in between the engine and the eight-speed automatic transmission. I didnt get a chance to experience it, unfortunately, but Porsche claims a top speed of 295 km/h.As a rule, most PHEVs use up their stored power first, running exclusively on electricity until the charge runs out. The Cayennes charge can be held in reserve, which is a nice touch if the first part of your drive is on the highway, which chews up power in a hurry; you can save it and then use it on city streets. But in the name of performance over fuel-pump penny-pinching, the gas engine will kick in to give you the full experience if youve punched the throttle hard, even if youve specified electric operation. The Cayenne uses regenerative braking to build up its hybrid reserve, but in Sport drive mode, the engine recharges the battery and keeps it at a minimum level so that when you want to punch it, youll get the full force of electricity and gasoline working together. The effect is even stronger in Sport Plus mode, and its possible to build the battery level back up for another round of electric-only driving, even when the vehicle hasnt been plugged in.The Cayenne always impresses with how athletic it is, and my ride held the curves with ease. Its steering is laser-sharp, and its air suspension and anti-roll bars keep it flat and planted on the corners. The optional rear steering turns the rear wheels slightly in tune with the front tires at higher speed to tuck everything in, while at lower speeds they turn the opposite way for tighter-space maneuverability.But while Im probably
Origin: First Drive: 2020 Porsche Cayenne Turbo S E-Hybrid
First Drive: 2020 Mini JCW Clubman ALL4
2020 Mini JCW Clubman All4Handout / Mini FRANKFURT Minis are cute. Sure, there are reasons to like Minis other than their teddy-bear headlights and rounded, pudgy faces, but theyre nonetheless endearing little cars. Well, maybe not so little when were talking about the Mini Clubman, which boasts six yes, six doors, and seating for four-and-a-half; there are seat belts for three in the back seat, but squeezing three adults will test ones tolerance for personal space intrusion.The Clubman received its last generational upgrade in 2015, so for 2020 it receives an expected mid-cycle refresh, including new LED exterior lighting, a reworked front grille, new interior trims, and some suspension changes. If that were it, there wouldnt be much point in this test drive, but were actually here in Germany to drive the more muscular Mini John Cooper Works Clubman All4 it receives a significant upgrade, in the form of an extra 73 horsepower and 73 lb.-ft. of torque.The additional power comes via extensive changes made to the 2.0-litre turbocharged four. Boost has been increased through the use of a larger turbocharger, and subsequently, a variety of internal engine changes have been made to deal with the additional power. These in include strengthened crankshaft and bearings, pistons, connecting rods, and an improved engine cooling. The compression ratio was also lowered to prevent the engine from disintegrating due to the additional boost. Claimed engine output is now 301 horsepower and 331 lb.-ft. of torque; thats good enough to propel the JCW Clubman from zero to 100 km/h in 4.9 seconds significantly quicker than the 6.3 seconds the current, 228-horsepower JCW Clubman. The engine mates to an all-new eight-speed automatic, with a torque converter clutch that locks up as soon as the vehicle gets moving, providing a manual-transmission-like direct connection to the wheels. All-wheel drive is standard, and it now incorporates a mechanical locking front differential. Several internal components in the AWD system have also been upgraded to deal with the additional power.Externally, the JCW is distinguishable from other Clubman models by the large side air intakes in the fascia, the aerodynamic side skirts and the small roof spoiler that hangs above the vertically split rear-door windows. The interior is roomy enough for four, and storage space behind the third row seats is decent, at 360 litres. Folding the rear seatbacks down expands storage to a useful 1,250 litres. The ride is comfy and relatively quiet, unless you select Sport mode (theres also Normal and Green modes), which aside from firming up steering and sharpening throttle response, also electronically enhanced engine sound in the cabin.Probably the JCWs most redeeming quality, aside from its newfound power which allows it to blast out of corners with a little anger in its stride is its sports-car-like handling. Despite weighing in at 1,625 kilograms, it steers sharply and with precision; its rigid chassis feels taut, and it exhibits very little body roll through corners. It is also very stable in a straight line, inspiring confidence at the wheel, even with autobahn speeds approaching 200 km/h. Electronically adjustable adaptive suspension is optional, but my tester is equipped with the standard, non-adjustable dampers. The revised suspension sets the Clubman 10 mm lower than before and is set quite firm, which really enhances the JCW Clubmans handling on smooth German pavement, but is too stiff to provide a comfortable ride on our pockmarked Canadian roads. Its too bad we didnt get a chance to drive a Clubman equipped with the adaptive suspension, because I suspect it will be the better setup, since it is adjustable.The new eight-speed automatic works remarkably well, providing smooth, almost seamless gear changes when driving normally, and enthusiastically slamming into gear when upshifting while driving hard in Sport mode. Moving the gear selector to the left engages sport-shift mode, which holds gears longer than regular auto mode. Using the paddles when the gear selector is to the left engages manual mode, which allows instantaneous manual gear changes. The power increase also prompted a move to larger brake discs, and while braking is more than adequate to slow the JCW Clubman easily from speed, the pedal is sensitive at lower speeds, requiring a light touch at the pedal.The Clubman isnt Minis biggest seller, coming in just ahead of the Mini Convertible, which slots into last place in terms of sales volume for Mini. Its nonetheless a lot of fun to drive, and despite its unassumingly cute appearance, it packs the punch of a middleweight fighter. The 2020 Mini JCW Clubman ALL4 will arrive at dealers in the fall, starting at $41,090, a $3,000 increase from the current
Origin: First Drive: 2020 Mini JCW Clubman ALL4
First Drive: 2020 Audi Q7
KERRY, Ireland For 2020, the Audi Q7 has received an extensive makeover, packing fresh styling, a much swankier cabin, and a new engine, along with some cool dynamic driving assistants. As before, it will be offered in five- or seven-seat versions, and in Komfort, Progressiv, and Technik trim levels.In Europe, the Q7 will be offered with a high-tech set of HD Matrix LED headlights with laser light high beams and the latest LED daytime running lights. The look and functionality is very cool; the matrix system can eliminate the blinding light that often leaves oncoming drivers looking like the proverbial deer in a headlight. But sadly, Canadas antiquated headlight regulations mean well only see the laser light to be fair, they cast light twice as far down the road but not the matrix system.These new lights and the slick grille treatment give the Q7 more substantial presence. There are also stronger character lines through the side profile and a sharper backend with yet more LED lights. Taken individually, the changes are relatively small, but added together, they make a significant difference to the Q7s visual appeal. Another of the key improvements is a new 3.0L turbocharged V6 engine and the addition of a 48-volt-based mild-hybrid system, while the base turbo-four will carry over. The new turbocharged V6 makes 335 horsepower and a rewarding 369 pound-feet of torque from 1,370 rpm up six and 44, respectively. It also arrives 1,530 rpm earlier than the outgoing supercharged V6. As peak torque now arrives 750 rpm off idle, theres no turbo lag off the line and the mid-range is very strong. The proof of the engines sweetness is found in the numbers the 2020 Q7 runs from zero to 100 km/h in 5.9 seconds and it completes the 80 to 120 km/h passing move in 3.7 seconds.While the belt/alternator/starter (BAS) mild-hybrid system can add some power to the gas engine, its primary function is to allow the engine to shut down and restart without the harshness encountered when a regular starter motor does the job the stop/start system is all but instantaneous. It also allows the engine to shut down when coasting between speeds of 55 and 160 km/h. Audi says the combination cuts fuel consumption by 0.7 L/100 kilometres.The reality is most buyers will enjoy bigger savings. According to Natural Resources Canada, if the drivers of light-duty vehicles cut their idling time by just three minutes a day, over the year Canadians would collectively save 630 million litres of fuel. Kudos to Audi for the move Mercedes-Benz elected not to bring its 48-volt mild-hybrid system, found in new GLC, to Canada. Pity.The new engine drives all four wheels through an eight-speed automatic transmission and Audis Quattro system. In this application, power is split 40 per cent to the front and 60 per cent to the rear through a self-locking centre differential. On the run around the Ring of Kerry, the wet and slippery roads could not induce wheel spin, even after hammering the gas from a standstill. This speaks to the proficiency of the system.Where things begin to get out of hand is the number of driving modes. Theres Off-road, All-road, Efficiency, Comfort, Auto, Dynamic and Individual. These are then layered with the transmissions Drive, Sport and Manual modes. Frankly, the two off-road modes are redundant whos going to risk the Q7 by running a back woods trail? Cut the clutter and use Comfort with the transmission in Drive when running around town. Pick Dynamic and Sport for the transmission when out for an enthusiastic run it sharpens the handling and brings the hybridized turbo V6 to life.While there are three suspension choices a steel-spring setup and two air suspensions with adaptive damping. The test ride arrived with the optional S-line sport air suspension with adaptive damping. It lowers the ride height by 15 millimetres compared to the other two setups. On the drive, it delivered its goods across the spectrum. It was cushy in Comfort mode and sharp as a tack in Dynamic mode. The oversized P285/40R21 tires and all-wheel-drive certainly helped the handling cause. The optional active roll stabilization works to perfection on the oh-so-tight Irish backroads, there was just the merest hint of roll and this was in Comfort mode. When set in the more aggressive Dynamic mode it kept the body as flat as gravy on a plate. Helping matters is the four-wheel steering system; while it does sharpen the turn-in response at speed, it shines in parking lots, where it chops the turning circle by a full metre.Inside, the single biggest change to the interior is the addition of Audis latest dual-screen MMI navigation plus infotainment system it mirrors the system found in the Q8 and has a Wi-Fi hotspot, along with a solid voice recognition system. Its much sharper to look at, and it’s as easy to use as easy gets. The top screen looks after the infotainment and navigation duties, and shows the drive mode selected. The lower screen
Origin: First Drive: 2020 Audi Q7
Mercedes-Benz first to get its foot in the door of electric van market
Der neue Mercedes-Benz EQV – Exterieur, Bergkristallweiß metallic, Black Panel-Kühlergrill mit Chromlamellen;Stromverbrauch kombiniert: 27,0 kWh/100 km; CO2-Emissionen kombiniert: 0 g/km*, Angaben vorläufig The new Mercedes-Benz EQV – Exterior, Mountain crystal white metallic, black panel radiator grille with chrome fins;Combined power consumption: 27.0 kWh/100 km; combined CO2 emissions: 0 g/km*, provisional figures While everybody else was fretting over how best to build an electric pickup truck, Mercedes-Benz decided to skip all that and release the industrys first all-electric van.The concept for the 2020 EQV van was shown a short time ago, but it looks like its now almost ready for people to buy.Underneath the vans body sits the battery, a 90-kWh power pack that can offer 405 km on a single charge.Using a standard 110-kW public DC rapid-charger, the battery of the EQV can be charged from 10 to 80 per cent in just 45 minutes. Only the front wheels are driven by a single electric motor, and the power works out to the equivalent of about 204 horsepower and 267 lb.-ft. of torque.Inside, the van looks totally normal with interior styling borrowed from Mercedes crossovers.With EVs were usually talking about some silly mode that you can push on the dash to make your jowls touch your ears, but not in the EQV. The top speed is only 160 km/h, but you probably werent going to show up to a drag race with this, anyway. No, this is meant to carry a raft of people comfortably and silently.Speaking of that raft, it can hold seven people with the rear seat captains chairs installed, but an available bench seat option bumps that number up to eight people.So far, plans are for the 2020 EQV to be made available in Europe only, but were hoping the idea catches on enough that it makes its way around the
Origin: Mercedes-Benz first to get its foot in the door of electric van market
Opel Corsa-e becomes first electric customer rally car
Vauxhall’s sister brand, Opel, has released a rally variant of the new Corsa-e electric hatchback, making it the first mainstream manufacturer to offer customers an electric rally car. Called the Corsa-e Rally, the model will be available to buy from Opel Motorsport, with the German manufacturer claiming a sub-£46,000 price tag. The cost represents a near-£20,000 increase over the £26,490 starting price of the standard Corsa-e. The rally model retains the 50kWh battery and 134bhp, 192lb ft electric motor of the production variant. Rally-spec suspension has been fitted and the body made slightly wider and higher, with a 2mm-longer wheelbase. Few technical details have been revealed, but it’s also expected to be significantly lighter. In terms of design, the Corsa-e Rally bears a strong resemblance to its production counterpart, differentiated only by FIA-mandated towing straps, lightweight performance alloy wheels and a prominent decal package. The Corsa-e Rally will compete in the 2020 ADAC Opel e-Rally Cup, a one-make electric race series that will host 15 young rally drivers. The model will make its international debut at next month’s Frankfurt motor
Origin: Opel Corsa-e becomes first electric customer rally car
First Look: 2020 Audi RS 6 Avant
Since launching the RS brand in 1994, Audi has presented 25 different models, which is fitting given the marque is celebrating 25-years of go-faster transportation. Currently, there are five RS models in the companys portfolio with another six arriving in the coming months.Each model has two key things in common monster amounts of horsepower and the driving dynamics of a racecar. Factor in the quattro systems ability to get the outrageous horsepower to the pavement without melting the tires when the engines muscle is flexed, and the RS models go where pointed in one seriously fast manner.The forbidden fruit denied Canadians for way too long is coming home!Of the models, the RS 6 Avant has to be the one by which all others are be judged. It was, and remains, a street-legal racer, but with the practicality of a station wagon. Whoever said wagons were frumpy has not enjoyed the unmitigated pleasure of running the RS 6 around a racetrack!The first RS 6 Avant arrived in 2002 with a 4.2-litre, twin-turbo V8. It pushed 444 horsepower and delivered a run to 100 kilometres an hour of 4.7 seconds. In 2008, the V8 went away in favour of a 571 hp 5.0L V10 and a run from rest to 100-km/h in 4.1 seconds. In 2013, the RS 6 went back to a 4.0L bi-turbo V8 with 552 hp and a 0-100-km/h time of 3.8 seconds. Youll note each model has been faster than its predecessor!Well, its time to celebrate the forbidden fruit denied Canadians for way too long is coming home! One look at the latest 2020 RS 6 Avant and its 40-millimetre fender bulges tells the onlooker this is one serious machine the front doors and tailgate are the only body parts shared with the mortal A6 Avant. The headlights with optional laser lighting come from the A7 and it has a functional rear spoiler to add the needed downforce when at speed.This time around the RS 6 Avant uses a 4.0L twin-turbo V8 that works with a 48-volt belt/alternator/starter (BAS) mild-hybrid system. It pushes 600 horsepower and 590 pound-feet of torque through an eight-speed automatic transmission with launch control and all four wheels. In this application the quattro system sends 60 percent of the drive to the rear wheels and 40% to the front, which gives it a rear-drive feel. However, the system can send up to 85% of the power rearward, or up to 70% to the front wheels if the conditions demand.Audi says the BAS mild hybrid system has the potential to shave the fuel consumption by 0.8 L/100 km in everyday driving. The reality is most will enjoy significantly better savings if only because of the needless idling it prevents. The engine also shuts down four of its eight cylinders when the loads are low, which further helps the economy cause.There are several suspension choices. The four-corner air suspension with adaptive dampers is likely to be the popular option. The ride height is 10-mm lower than the A6 and it drops another 10-mm when at speed to improve stability with a top speed of 305 km/h it needs all the help it can get!The other suspension uses regular coil springs at each corner, but with a special set of dampers that are linked diagonally front-to-rear when the front damper is compressed it sends oil pressure to its diagonal counterpart at the back to ready it for a bump. In the end, the setup reduces unwanted pitch and body roll. Theres also a sport steering setup and an available four-wheel steering system. The latter sharpens the response at speed and chops the turning circle by a metre at parking lot speeds. Of course, there are massive 440-mm front rotors with 10 piston calipers. Tires you ask? Try P285/30R22s on for size!Everything can be tweaked to suit the tone of the drive. There are all the usual modes, including Comfort, Auto and Dynamic. Each alters the engine, transmission, steering, suspension and, when so equipped, the torque-vectoring rear Sport Differential. There is, for the brave (or foolhardy!), also a true off position for the stability control system.Two key assets are found in the RS buttons. The driver can go into the Individual mode menu and set the RS 6 Avant up to suit. Set everything so its ready for a city drive and store the choices in the RS1 button. Crank every facet up to Dynamic and save them to RS2 button. Now you have a track-ready demon at the push of a button.So, how fast is the 2020 Audi RS 6 Avant? It runs to 100 km/h in 3.6 seconds, making it the fastest to date, yet it still delivers 565-litres of cargo space with the seats up and 1,680L when folded flat. Does it get any
Origin: First Look: 2020 Audi RS 6 Avant
BP Chargemaster activates first 150kW ultra-fast EV chargers
BP Chargemaster, the UK’s largest electric car charge point provider, has switched on the first of its new Ultracharge 150kW EV chargers at a London petrol station. Two charging points are now in operation at BP’s Cranford petrol station near London Heathrow airport – the first in a planned roll-out of 400 ultra-fast charging points by 2021 – including 100 at 50 sites by the end of 2019. Unveiled in June at Silverstone, the new Ultracharge 150 is the first such unit to be built in the UK, and will allow electric vehicles to charge at their maximum rated speed. It is claimed the charger will deliver around 100 miles of range in 10 minutes, which approaches the 75 miles per five minutes offered by Tesla’s third-generation Supercharger, revealed in March. The Californian maker’s new unit is capable of splitting 1MW of power between four cars, for a 250kW charging rate per car. The new Ultracharger 150 features both CCS and Chademo connectors, making it compatible with the majority of EVs on UK roads. Customers can either subscribe to the service for regular use, or pay by the hour. The chargers will be part of the Polar network, which is made up of more than 6500 public charging points across the UK. The roll-out will help future-proof the UK’s charging network, as currently very few EVs are capable of charging at 150kW. Audi’s E-tron is one that is, and its 95kWh battery can be charged to 80% in around 30 minutes. Tufan Erginbilgic – CEO of BP’s product and service-led arm, Downstream – said: “As the world of mobility evolves, BP is determined to be the fuel provider of choice whether drivers need electric charging or liquid fuels. “BP Chargemaster continues to develop and is leading the way for our understanding of how we can best support and succeed in this fast-growing new market.” The current network of ‘rapid’ chargers are mostly capable of a 50kW charge rate, while Tesla’s current Superchargers are capable of charging at up to 120kW. Companies such as Pod Point, Fastned and Ionity all claim to be rolling out chargers capable of supplying power at 150kW and above, but there’s currently only a handful that are operational in the UK. BP Chargemaster’s announcement is the biggest commitment so far as a result. The development of the UK’s charging infrastructure is seen as one of the most crucial factors to enable the UK to meet climate change targets, including its promise to end the sale of conventional petrol and diesel cars by 2040. In 2018, London-based Pod Point announced it would be installing the UK’s first 150kW chargers, claiming that its intelligent smart-charging technology would be able to cope with high levels of demand without placing too much strain on the electricity supply. So far, however, it appears that Pod Point is yet to install and open one of these
Origin: BP Chargemaster activates first 150kW ultra-fast EV chargers
First Drive: 2020 BMW Alpina B7
2020 Alpina B7BMW MUNICH, Germany When it comes to defining the Alpina style, it is not about being big, bold or brash, its all about understated bespoke luxury. What goes unsaid is the new 2020 Alpina B7 has all the subtlety of sledgehammer, but one thats wrapped in finely crafted Lavalina leather. Its said to be one of the finest leathers available and its an option on the European model. Youll also find it gracing the cabin of some Rolls-Royces.The B7 the B standing for benzene (or gasoline); the 7 representing the long-wheelbase flagship model upon which its based can be likened to an M5, but with a more rounded personality. The M5 reference comes from the B7s scintillating turn of speed and its wherewithal to dance through a series of switchbacks with an agility that belies its size. Conversely, it ran an unrestricted section of the Autobahn at 275 kilometres an hours (it has a top speed of 328 km/h!), and it did so in a manner that would not be out of place in a Roller. The diversity makes for a wonderfully capable drive. In 1962, Alpina produced a Weber carburetor and intake manifold kit for the BMW 1500 this kit and a crankshaft form the companys logo today. Since then it has evolved into a fully-fledged operation that modifies many BMW cars and SUVs.The B7s exterior treatment sees larger air openings up front, as well as subtle spoilers and aerodynamic aids designed to ease it through the air and add some needed downforce when travelling at Autobahn speeds.The real work, however, is found beneath. Everything from the engine and transmission to the steering, suspension, exhaust and cabin are upgraded or tuned to Alpinas specification.Most of the new or revised parts are delivered to BMWs factory where the B7 is assembled alongside other 7 Series models. It then goes to Alpinas factory in Buchloe, about an hour west of Munich, to get the finishing touches the seats are re-upholstered, the hand-stitched steering wheel is fitted and the remaining aero-aids are added, as is a revised exhaust system.While the B7s engine has same 4.4-litre displacement and twin turbochargers as its 7 Series counterpart, the blowers are larger and there are massive water-to-air intercoolers. The combination ups the horsepower and brings the torque down to the bottom end of the rev range.In this case, the V8 produces 600 horsepower and the 590 pound-feet of torque are available at 2,000 rpm. It fires the lot through a modified eight-speed automatic transmission and all four wheels. Again, the operating logic of the xDrive system has been tweaked to make the B7 sportier when dynamic traction control (DTC) is engaged it sends 85 percent of the power to the rear wheels. Flexing the engine proved Alpina loves low-end torque. At what seemed to be the bottom of the gas pedals travel theres a button. Push through it and the low-end torque sees the B7 picks up its side sills and blast forward at an alarming rate. It runs from rest to 100 km/h in 3.6 seconds. Now thats very good, but its the mid-range where the powertrain combination really sings its tune hammer the gas at 80 km/h and it reaches 200 km/h in what feels like the blink of an eye, and it does so while pushing the riders back into the seats with surprising authority. Thankfully, the B7 is also equipped with a very large set of fade-free brakes!Where things get complicated is the number of driving modes. There are two EcoPro modes, two Comfort modes, two Sport modes including an extra dynamic + setting, an Individual mode that allows the car to be customized and an Adaptive mode. Here the car picks what it deems to be the best blend of settings. Each mode is then layered with the drive, sport and manual modes for the transmission. Overkill to say the least, so stick with Comfort for everyday driving and Sport+ for an enthusiastic run.The sports exhaust is fitted with quad tailpipes (an M exclusive in BMW) and active exhaust valves. It varies the amount of noise according to the drive mode selected. This was one of the few nits to pick the European car had a muted tone that did not speak to the level of performance at play. Alpina says the North American car will get a more robust sound. As with everything else the chassis has been extensively reworked. The specially tuned air suspension, adaptive dampers, active roll stabilization and four-wheel steering deliver a car thats both supremely comfortable and agile beyond its heft.At one point, the Autobahn began to curve. It was not a kink in the road, but a corner that required a fair amount of steering input. With everything set in Sport+ the B7 took the corner without so much as flinching, which left the riders feeling secure in its planted feel. Oh, yes, it was doing 220 km/h at the time!As with the rest of it, the cabin really is a place to luxuriate and enjoy the high life. The testers fully articulated seats are wrapped in that aforementioned Lavalina leather and it extends to
Origin: First Drive: 2020 BMW Alpina B7
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