Tesla may have polarized the planet with its all-electric and out-there Cybertruck, but at the other end, Volkswagen is plugging into its past.The company has just unveiled the Project e-Bus, a 1972 Volkswagen Type 2 Bus with an e-Golf powertrain for propulsion. The classic van was built by electric vehicle conversion company EV West as a commission for the automaker.The electric bus debuted recently at a special event at the Petersen Automotive Museum in Los Angeles.The electric drivetrain and 35.8-kWh battery came from a 2017 e-Golf, providing the bus with a range of approximately 200 kilometres. The 1972 bus originally came with a 60-horsepower air-cooled four-cylinder engine, and the electric motor took its place at the vehicles rear.The battery units fit under custom-built enclosures under the front seats, and in the spot where the fuel tank used to reside. Most of the buss other original features remain, but the classic-style gauge is digital, and the stock floor-mounted shifter now operates the one-speed transmission.We are very excited to be part of this project, said Michael Bream, founder of EV West. Merging a historic model from an iconic brand with the technology of today is just one of many ways we can step closer to a more sustainable future, while continuing to enjoy our rich automotive heritage.Volkswagen plans to produce the I.D. Buzz, an electric vehicle with styling reminiscent of its classic van, but said the Project e-Bus is a concept vehicle
Origin: Volkswagen’s Project e-Bus is an official electric hippie van
Project
2020 Wiesmann ‘Project Gecko’ to have BMW V8 power
German sports car maker Wiesmann will end a tumultuous period in its history by introducing a new car in 2020. Called Project Gecko internally, the model will draw inspiration from the limited-edition GT MF5 of 2009. Project Gecko will spearhead the company’s comeback after a short hiatus. It remains under wraps, but teaser images strongly suggest it falls in line with the previous design language, featuring a long bonnet that flows into an upright grille with vertical slats, plus a sloping roofline and pronounced rear wheel arches. Wiesmann points out that its stylists call the model an evolution, not a revolution. Lightweight materials such as aluminium keep the car’s mass in check. That’s even more important than it was in 2009, because the regulations with which the coupé must comply to be street legal in key markets around the globe have become much stricter. Wiesmann has also pledged to modernise key features, likely in the name of comfort and daily usability. Project Gecko – a name that won’t be used in production – will arrive with a front-mid-mounted 4.4-litre V8 engine provided by BMW’s M division. The twin-turbocharged unit will spin the rear wheels through a BMW-sourced automatic gearbox in a mechanical layout that enable a 50:50 weight distribution. Wiesmann hasn’t published any performance specifications yet. The new car will be assembled by hand at the original Wiesmann factory in Dülmen, Germany. Production is scheduled to start in 2020, so we expect to learn more details about the car over the coming months. While pricing hasn’t been announced publicly, enthusiasts interested in the first new Wiesmann model in more than a decade can put their name on the waiting list from 17 September. Wiesmann’s decision to rummage through the BMW parts bin hardly comes as a surprise. Founded in 1988, the German firm has historically powered its cars with six, eight and ten-cylinder engines stamped with a Munich parts number. Using turn-key components allowed it to keep costs in check while developing limited-edition sports cars with a retro-inspired design, although it filed for bankruptcy in 2013 and has struggled to recover
Origin: 2020 Wiesmann ‘Project Gecko’ to have BMW V8 power
Ian Callum’s Vanquish 25 project makes UK public debut
The Vanquish 25, debut project of former Jaguar design boss Ian Callum and his new Callum design group, has made its first public appearance at the Hampton Court Concours of Elegance. Callum is planning to build a batch of comprehensively rethought and re-engineered Aston Martin Vanquish V12s as the new business’s first bespoke car project. The Vanquish 25 project forms part of a series of R-Reforged edition cars fully endorsed by Aston Martin, with customers able to upgrade their existing car, or have R-Reforged source one for them. UK-based R-Reforged has previously worked with Aston Martin on other projects, and will play a key role in the Callum project’s customer experience. Each finished car is expected to cost £550,000 including a sourced V12 Vanquish. Delivery of finished cars is due to start late this year and the full batch of 25 should be completed and delivered at the end of 2020. The Astons will be returned to bare metal and rebuilt from scratch in Callum’s new Warwick-based workshops. They will incorporate dozens of subtle and not so subtle changes, some of which Ian Callum has wanted to make since his original Vanquish design hit production in 2001. “There are things on the car I’ve always wanted to fix,” he said. “Now I have the chance.” One strong theme running through the whole car is a unique fabric and trim pattern that Ian Callum, a loyal Scot, calls his “abstract tartan”. It appears in the Vanquish in surprising places, such as air outlets and speaker grilles, as well as seating and trim panels and will be used on Callum cars in future. The partners at Callum have already built two Vanquish prototypes, one to show off their body and cabin developments and another to perfect a new suspension set-up that runs to bigger wheels and tyres, stiffer springs and dampers plus changes to anti-roll bars and suspension bushes. All cars also get larger-diameter carbon-ceramic brakes plus new 20in wheels that use the Vanquish’s original pattern but are now offset to improve stability and stance. Each V12 engine gets software, camshaft and exhaust changes to boost its power by around 60bhp to between 500bhp and 600bhp, depending on the model. A modern six-speed torque-converter automatic is offered, although many owners are expected to stick with the Vanquish’s original automated manual gearbox. Ian Callum’s “new old” Aston is still very recognisable as an original Vanquish but has many modern details. There’s a new-style front bumper and grille, the latter subtly framed with carbonfibre and its horizontal bars most prominent. The lights are new LED units and the old, round foglights (Callum calls them “frog eyes”) are dropped in favour of air scoops for the bigger front brakes. There are new-design exterior mirrors (“we’ve dropped the old boxing gloves”) plus handsome side skirts incorporating a four-notch design that will become a feature of future Callum cars. The exhaust’s back box has been reduced in size and incorporated into the rear bumper assembly to improve the efficiency of the rear diffuser and the car gets new LED tail-lights, an unusual and expensive feature (but necessary, Ian Callum insists). More subtle improvements abound. Special Michelin tyres carry the Callum tartan on their sidewalls. The side windows are framed with specially fabricated trim pieces (not the Jaguar cast-offs of the original). The interior is completely retrimmed over new architecture, with the emphasis on high-quality materials and execution. The new front seats adopt a more sporting profile and the tiny rear seats have been ditched in favour of better accommodation for those in the front. There’s a new screen-based HMI and a demountable Bremont watch is fitted into the centre of every fascia. Although Ian Callum left Jaguar only a couple of months ago, his design partners — David Fairbairn, Adam Donfrancesco and Tim Bird — have been working on the project for much longer. “We want to get back to making things,” said Ian Callum. “The idea is to do bespoke projects for customers as individuals.” “I like that the Callum team’s first project is based on the original V12 Vanquish designed by Ian,” Aston Martin’s Chief Creative Officer Marek Reichman said. “Aston Martin Lagonda is very proud of the cars created during Ian’s time and they are an important part in both our heritage and evolution.” The original Vanquish, born from a 1998 concept designed by Ian Callum before he joined Jaguar, introduced a new era of Aston design and construction in 2001 that led directly to the successful years of the DB9 and smaller V8 Vantage. The car, although handsome, never found buyers as readily as others and was discontinued in favour of a new, DB9-based Vanquish in 2007. Donor Astons for the Callum treatment will come either from existing owners or the company will source suitable cars itself. A fairly restricted series of colours and interior treatments will be offered: Ian Callum
Origin: Ian Callum’s Vanquish 25 project makes UK public debut
Ian Callum revives Aston Martin Vanquish for debut project
Former Jaguar design boss Ian Callum and his new Callum design group are planning to build a batch of comprehensively rethought and re-engineered Aston Martin Vanquish V12s as their new business’s first bespoke car project. Delivery of finished cars is due to start late this year and the full batch of 25 should be completed and delivered at the end of 2020. Each car is expected to cost around £400,000. The Astons will be returned to bare metal and rebuilt from scratch in Callum’s new Warwick-based workshops. They will incorporate dozens of subtle and not so subtle changes, some of which Ian Callum has wanted to make since his original Vanquish design hit production in 2001. “There are things on the car I’ve always wanted to fix,” he said. “Now I have the chance.” One strong theme running through the whole car is a unique fabric and trim pattern that Ian Callum, a loyal Scot, calls his “abstract tartan”. It appears in the Vanquish in surprising places, such as air outlets and speaker grilles, as well as seating and trim panels and will be used on Callum cars in future. The partners at Callum have already built two Vanquish prototypes, one to show off their body and cabin developments and another to perfect a new suspension set-up that runs to bigger wheels and tyres, stiffer springs and dampers plus changes to anti-roll bars and suspension bushes. All cars also get larger-diameter carbon-ceramic brakes plus new 20in wheels that use the Vanquish’s original pattern but are now offset to improve stability and stance. Each V12 engine gets software, camshaft and exhaust changes to boost its power by around 60bhp to between 500bhp and 600bhp, depending on the model. A modern six-speed torque-converter automatic is offered, although many owners are expected to stick with the Vanquish’s original automated manual gearbox. Ian Callum’s “new old” Aston is still very recognisable as an original Vanquish but has many modern details. There’s a new-style front bumper and grille, the latter subtly framed with carbonfibre and its horizontal bars most prominent. The lights are new LED units and the old, round foglights (Callum calls them “frog eyes”) are dropped in favour of air scoops for the bigger front brakes. There are new-design exterior mirrors (“we’ve dropped the old boxing gloves”) plus handsome side skirts incorporating a four-notch design that will become a feature of future Callum cars. The exhaust’s back box has been reduced in size and incorporated into the rear bumper assembly to improve the efficiency of the rear diffuser and the car gets new LED tail-lights, an unusual and expensive feature (but necessary, Ian Callum insists). More subtle improvements abound. Special Michelin tyres carry the Callum tartan on their sidewalls. The side windows are framed with specially fabricated trim pieces (not the Jaguar cast-offs of the original). The interior is completely retrimmed over new architecture, with the emphasis on high-quality materials and execution. The new front seats adopt a more sporting profile and the tiny rear seats have been ditched in favour of better accommodation for those in the front. There’s a new screen-based HMI and a demountable Bremont watch is fitted into the centre of every fascia. Although Ian Callum left Jaguar only a couple of months ago, his design partners — David Fairbairn, Adam Donfrancesco and Tim Bird — have been working on the project for much longer. “We want to get back to making things,” said Ian Callum. “The idea is to do bespoke projects for customers as individuals.” The original Vanquish, born from a 1998 concept designed by Ian Callum before he joined Jaguar, introduced a new era of Aston design and construction in 2001 that led directly to the successful years of the DB9 and smaller V8 Vantage. The car, although handsome, never found buyers as readily as others and was discontinued in favour of a new, DB9-based Vanquish in 2007. Donor Astons for the Callum treatment will come either from existing owners or the company will source suitable cars itself. A fairly restricted series of colours and interior treatments will be offered: Ian Callum and his colleagues aren’t keen to over-decorate their cars or offer wide colour or trim palettes. They hope customers will accept ”design guidance” and customer reaction so far seems to back that up. “Put it this way,” said the designer bluntly: “If we don’t like it, we won’t build it. Opinion: This is design done differently It’s easy to view Ian Callum’s new design house, Callum, as one of those places that set out to change everything about a car, and to charge a lot for doing it, for very little rhyme or reason. Such places exist. But Warwick-based Callum already looks very different. This first Vanquish project shows what they’re about: a design group with the restraint and good taste of those used to setting the best OEM (original equipment manufacturer) standards, freed from big
Origin: Ian Callum revives Aston Martin Vanquish for debut project
Bloodhound land speed record project to test in South Africa
Bloodhound, the British land speed record project dramatically rescued from receivership early this year after a last-minute intervention from engineering millionaire Ian Warhurst, is to begin a series of high-speed trials in South Africa this autumn as the first step to challenging the 21-year old world land speed record. The jet-and-rocket-powered Bloodhound LSR car, which has been 10 years in the building but came within hours of being sent to a breaker’s yard, will begin a series of tests in October, described by the team as a “full dress rehearsal” for record runs currently scheduled for late 2020. This year’s tests will investigate the all-important 400-500mph speed range where, as the car accelerates, control passes from the car’s steered wheels to its aerodynamic surfaces. Testing must be thorough through this phase, Warhurst says, as the team compares actual results with theoretical data. Bloodhound, which last year successfully ran at 200mph at Newquay Airport, will also roll for the first time on its new all-aluminium wheels. Bloodhound will be driven by former RAF fast-jet pilot and current record-holder Wing Commander Andy Green, who back in 1997 became the only person ever to drive a car at supersonic speed on land when he took his Thrust SSC record car to a new mark of 763.035mph. The Grafton LSR crew believe they can achieve 800mph as a first step. The record attempt is scheduled to take place late in 2020, but the team has set no timetable for their other, much tougher objective of achieving 1000mph on land. “We’ve divided our aims into two separate phases,” says Warhurst, owner and CEO of the project’s supporting company, Grafton LSR. “We’ll concentrate on the record first, and when we’ve achieved that, we’ll use the data and knowledge gained to make a judgement about whether to go for the second phase.” The latest Bloodhound tests will take place on a specially prepared 12-mile test track at Hakskeen Pan, Northern Cape, South Africa, which has been specially prepared on a dry lake bed by members of the local Mier community. Working by hand, they have removed more than 16,500 tonnes of stone in preparation for Bloodhound’s runs. Twelve parallel tracks have been laid out, because the car’s unique aluminium wheels — which don’t have tyres because the rotational speed would throw them off the rims — penetrate the track’s hard surface as they run, and “up to 12” runs are planned for this first trip to South Africa. The new Bloodhound ownership team is maintaining its role as at attraction to STEM subjects for school-age students, by making its results and research findings publicly available. “This is the first land speed record attempt of the digital era,” explains Ian Warhurst. “Digital platforms can share data in real time from hundreds of sensors on the car, allowing budding engineers to see exactly how the car is behaving as it dices with physics.” Warhurst is funding the current preparations himself, but is depending on the forthcoming tests to attract new backers, especially title and livery sponsors. For now, the car is painted all white, but the Warhurst believes when it “does something” interested corporate and technical partners, currently waiting in the wings, will come forward. The project has moved from its old base near Bristol and will now be based in new premises in the SGS Berkeley Green University Technical College, in Berkeley, Gloucestershire. The car’s new livery – a red fin with a white body – is intended to encourage new investors in the project, which for the first time will offer both title and livery sponsorships. Bloodhound’s original yellow and blue livery, from what they’re now calling the RD phase, will still be used in photographs and videos, the new owners say. Warhurst has established a new company, Grafton LSR Ltd, to run the project. The name is taken from an 1839 painting by Sir Edwin Henry Landseer, which now hangs in the Tate Gallery, of a bloodhound called Grafton. Warhurst is joined in the new company by familiar faces including driver Andy Green and chief engineer Mark Chapman, along with many others from the original team “to provide continuity”. The team also now includes commercial director and ex-Formula 1 money man Ewen Honeyman, whose job will be to find new backers for the project. For the time being, Warhurst, who was eight days into his retirement when he heard last December of Bloodhound’s demise by text from his son, will provide “the cashflow to keep the project on track” until extra backers are found. Warhurst recently sold Melett, a turbocharger parts and equipment supplier of which he was the owner and managing director. “I have been overwhelmed by the passion and enthusiasm the public has shown for the project,” said Warhurst. “Over the past decade, an incredible amount of hard graft has been invested in this project. It would be a tragedy to see it go to waste. It’s my ambition to let Bloodhound off the leash and
Origin: Bloodhound land speed record project to test in South Africa
BMW’s Project BEV is an 711-hp electric performance prototype
BMWs late June showed off its latest EV test mule, Lucy, a battery-driven prototype built out of a standard 5 Series and offering more horsepower and torque than anything the German automakers ever built before.While the exterior looks like a standard 5 Series, somehow BMW managed to tuck a few electric motors and all the supplementary batteries and wires under the body, a seriously impressive feat.Three motors power the vehicle, like in a Tesla Model S, with two for the rear wheels; and one in the front to provide all-wheel-drive. The two motors in the rear allow for active torque-vectoring, improving cornering ability.Together Lucys motors make a ridiculous 711 horsepower, which is 111 more than the current BMW M5 and its twin-turbo V8. Project BEV also trumps it on torque, with some 848 lb.-ft. on tap. All that stomp helps the sedan rocket to 100 km/h in just 3.0 seconds, and in total silence.Project BEV also uses no rare earth metals in its motors, and BMW says the upcoming iX3 will similarly keep the rare metals in the earth.While Lucy is a testbed and not a production vehicle, we cant see BMW going through all this work just to build a toy. Expect the technology its pioneering to end up in a variety of models underpinned by the same
Origin: BMW’s Project BEV is an 711-hp electric performance prototype
All about car 