World Car Blog

Wednesday, 02 February 2022 06:47

2022 Toyota Tundra i-Force Max Hybrid First Drive: Pry the Prius From Your Mind

Toyota has been making hybrids for well over 20 years, but the all-new 2022 Toyota Tundra's i-Force Max hybrid powertrain is something new, at least for Toyota. While Toyota's other hybrids (most notably the Prius) use a parallel system (where a gasoline engine and two electric motor-generators connect to a planetary gearset transmission), the i-Force Max—which will also serve as the sole powertrain for the upcoming 2023 Sequoia—is a series system, sandwiching a 48-hp electric motor between a 3.4-liter twin-turbo V-6 and a traditional 10-speed automatic transmission.

Why the change? According to Toyota, one limitation of the parallel approach is that it cannot deliver continuous maximum torque to the ground because the engine must always route some of its power to a motor-generator that is not directly connected to the wheels. The series system allows both gasoline engine and electric motor to dump 100 percent of their available torque into the driveline simultaneously, and torque is what pickup trucks need. A clutch between the gasoline engine and the electric motor allows the Tundra hybrid to move on battery power alone, but it does so only at slow speeds and light throttle application.

Total system output for the i-Force Max is 437 horsepower and 583 lb-ft of torque, an increase of 48 horses and 104 lb-ft over the non-hybrid Tundra. EPA fuel economy estimates aren't finalized, but Toyota's tests show an increase of 2 mpg in both city and combined cycles, with highway mpg unchanged. Raw numbers: 20/24/22 mpg city/highway/combined for the 4x2 hybrid, 19/22/21 for the 4x4 hybrid, and 19/21/20 for the 4x4 TRD Pro model. Unfortunately for Toyota, those numbers trail the hybrid version of the Ford F-150; the F-150 PowerBoost boasts 25- and 23-mpg combined estimates for 4x2 and 4x4 models, respectively.

2022 Toyota Tundra i Force Max Hybrid Capstone 7

Speaking of the Ford F-150 PowerBoost, Tundra shoppers hoping for a mobile power station like Ford's ProPower system are out of luck. Hybrid Tundras have the same 120-volt, 400-watt outlets as non-hybrid versions, but nothing like Ford's optional 240-volt, 7,200-watt system. Toyota said it didn't think it was something customers were clamoring for. There is no way it missed the news stories about Texans using F-150s to heat their homes during last winter's freeze-induced power outage, a situation with a possible repeat one year later as a winter storm descends on the state this week. Toyota is based in Texas, and some of its employees surely experienced last year's winterpocalypse first hand. Let's hope the power grid holds up this time.

Tundra I-Force Max Hybrid: Impressive Refinement

We sampled various Tundra hybrid models, and what impressed us most was the i-Force Max's refinement. Keep in mind what a massive change this is for Toyota: The engineers effectively turned their backs on two decades of parallel hybrid development and did something completely new, yet the i-Force Max system is every bit as smooth and seamless as any other Toyota hybrid.

Under very light throttle, we occasionally noticed a slight bump as the clutch between the engine and motor closed. Decoupling is seamless; like most hybrids, the Tundra shuts its gas engine off early as you coast to a stop, and the only indication we had that the engine had dropped out was the hybrid chiming—a sound many electrified vehicles play to alert the sight-impaired of their silent approach. Speaking of sound, the hybrid Tundra uses the same piped-in engine soundtrack as the gas truck, boosting our impression that this is one of the most non-hybrid-like hybrids we've driven. Someone who wasn't clued in might well think they were driving a Tundra with a conventional V-8.

Toyota's engineers told us their goal for the hybrid system was to create a diesel-like torque curve with strong low-end power. The electric- and turbo-boost gauges—Toyota didn't fit the Tundra with a traditional power flow gauge, which is too bad—shows that the i-Force Max's electric motor primarily works at low speeds and low rpm, filling in the gap between the driver hitting the accelerator and the turbos building boost. The motor also helps out under sudden full-throttle demands—goosing the accelerator to pass, for example—providing a jolt of juice until the turbos spin up. The motor's job is effectively to eliminate turbo lag, which isn't much of an issue in the Tundra to begin with, and once the turbochargers are doing their thing, the electric motor stays mostly dormant. Because the motor is positioned ahead of the transmission, i-Force Max fills in torque dips while the transmission shifts, but Toyota's 10-speed snaps to attention nicely, and it's certainly smoother than the Ford hybrid's 10-speed.

009 2022 four wheeler pickup truck of the year ford ranger tremor

Hybrid Delivers What We Expected When Towing, But Not Off-Roading

We towed a 4,500-pound Airstream travel trailer with a hybrid Tundra, and the electric boost allowed us to move off smartly—a notable change from the non-hybrid Tundra, which needs a lot of revs to get a trailer into motion. Hybrid-equipped Tundras tow slightly more than their non-hybrid counterparts, with tow capacity ranging from 10,340 pounds for the 4x4 Capstone to 11,450 for the Limited 4x2 model with a crew cab and short bed. However, the towing champ in the Tundra lineup is still the lightweight non-hybrid SR5 model, which can pull up to 12,000 pounds.

We took a Tundra TRD Pro (it's exclusively a hybrid) on a fairly challenging off-road course and were surprised at how little the hybrid powertrain came into play. Our cross-country trip in the Rivian R1T and our time with the Jeep Wrangler 4xe has made us fans of electric off-roading, but when we shifted the transfer case of the Tundra TRD Pro to 4-Low range, the gas engine started and stayed running for the length of the trail, and we were unable to detect the hybrid system offering assistance as we crawled through the dirt and mud. We asked Toyota's engineers why there's no silent electric off-roading option, and they cited the clutch between the engine and motor. Connecting and disconnecting the engine and motor would cause a jerk, the antitheses of the smooth throttle modulation that off-roading requires. They assured us the motor can help out if you open the accelerator climbing a grade or crossing a bog.

The Tundra I-Force Hybrid Lineup

Toyota is offering the i-Force Max hybrid powertrain as standard for the TRD Pro and new top-of-the-line Capstone models. It's optional in the Limited, Platinum, and 1794 Edition trims, but not the basic SR and SR5. All Tundra hybrids have crew cabs—the battery lives under the rear seat—but buyers can choose from 5.5-foot-bed, short-wheelbase or 6.5-foot-bed, long-wheelbase variations. The price premium for the i-Force Max hybrid is $3,400 in all models, so the range spans from $53,995 for the short-box 4x2 Limited to $66,115 for the long-box 4x4 1794 Edition. The hybrid-only TRD Pro lists for $68,500, while the Capstone goes for $75,225; both are available exclusively as four-wheel-drive, short-wheelbase, short-bed models.

2022 Toyota Tundra i Force Max Hybrid Capstone 14

Speaking of the Tundra Capstone, we got our first drive in this high-zoot competitor to the Ford F-150 Limited, Chevrolet Silverado High Country, GMC Sierra Denali, and Ram 1500 Limited. What sets the Capstone apart from other Tundras? Outside, it gets extra chrome for the grille (at first glance, it isn't all that easy to distinguish from the Platinum and 1794 models) and big, shiny 22-inch wheels, along with Capstone lettering on the door. Inside you'll find two-tone black-and-white leather of the same type used in the Lexus LS, open-pore wood, ambient lighting, and a high level of standard equipment—every available feature in the Tundra comes standard except for towing mirrors, adaptive air suspension, air springs, and a head-up display, which are optional.

Although we like the idea of a high-end Tundra, we have to wonder whether any of the Capstone designers has ever owned a pickup truck. The two-tone interior looks beautiful, and the soft leather on the steering wheel feels great under our palms. But white leather on the armrests, steering wheel, and dashboard? On a pickup? Someone didn't think that one through, unless Toyota plans to add a built-in sink to wash your hands after hooking up a trailer or loading the bed with fill dirt. And those 22-inch wheels might look nice, but they take the Tundra's lumpy ride, which already deteriorates quickly on bad pavement, and make it even worse. (And yes, we tried the adjustable suspension's Comfort and Sport modes; we think they should be labeled "uncomfortable" and "just a smidgeon more uncomfortable. ") A $75,000 truck with a dirt-magnet interior and a dreadful ride? We'll take a pass.

But the rest of the hybrid lineup? Yes, we like it. Much as Toyota might want us to believe otherwise, an electrified pickup like the Tundra i-Force Max is a world away from a true electric pickup like our Truck of the Year-winning Rivian R1T, the Chevrolet Silverado EV, the Ford F-150 Lightning, or the GMC Hummer EV. But a well-built, refined truck that uses less fuel and does a better job at towing and hauling—and one that imposes no penalty from its drivers save a slightly higher price? That seems like a sensible proposition to us.

2022 Toyota Tundra i-Force Max Hybrid Specifications
BASE PRICE	$53,995-$75,225
LAYOUT	Front-engine, RWD/4WD, 5-pass, 4-door truck
ENGINE	3.4L/389-hp/479-lb-ft twin-turbo port- and direct-injected DOHC 24-valve V-6, plus 48-hp/184-lb-ft electric motor; 437 hp/583 lb-ft comb

https://www.motortrend.com/reviews/2022-toyota-tundra-hybrid-first-drive-review/

Published in Toyota

Wednesday, 02 February 2022 06:45

Despite the shortage of semiconductors and problems in procurement, Lexus almost broke the sales record

Lexus improved sales by six percent last year, nearly surpassing the best result in history.

As part of the annual report, Toyota’s luxury division reported that total sales in 2021 rose to 760,012 vehicles. The circuit is led by North America, where Lexus has advanced 12 percent (332,000), largely thanks to a large number of deliveries of RX and NX crossovers and ES sedans.

In the United States, the Japanese manufacturer is in third place among premium brands, behind BMW and Tesla. China is the second largest market for Lexus, with an increase of one percent (227,000). At the same time, this is the best result of the Japanese brand in the most populous country in the world. In Europe, the progress was two percent (72,000), write Vrele Gume.

Lexus' global electrified vehicle sales were as much as 10 percent better than the best-ever 260,000 units. However, the only pure battery vehicle of the brand, the UX300e, was sold in only 5,800 copies. On the other hand, hybrids have done much of the work, as have crossovers. The models with increased ground clearance accounted for sales of 495,664 units, which is approximately 65 percent of the total world sales of the Japanese premium brand.

So, despite the pandemic, limited inventory and chip shortages, Lexus managed to finish last year with the second best sales result in its history. It is still a record in 2019, with sales of 765,330 copies. Had problems with inventory and supply not been current during 2021, Lexus would probably have set a new record, says company spokesman Norihiro Cuji. Assuming supplies will be more fluid in 2022, Lexus will surpass the 2021 result, he added.

"We have fully used the stocks in the United States. As they became smaller, there was still a demand for Lexus, ”says Cuđi.

To intrigue the audience about the electric future, Lexus has launched new photos of the RZ450e Prototype, which is the forerunner of the future mid-size electric crossover. In the displays we can see an attractive, elegant vehicle with an enclosing rear signal group and an accentuated "LEXUS" inscription.

Seen from the front, the curved cross on the wheel arches gives an aerodynamic impression and extends along the sides of the vehicle, eventually flowing into the muscular shoulder girdle below the C-pillar. The characteristic front grille is filled, emphasizing that it is an electric drive. Lexus says that it will present a serial model this spring. Cudji did not want to disclose the exact date, but I expect to arrive in showrooms in late 2022 or early 2023.

The Japanese manufacturer plans to become a purely electric brand by 2030 in Europe, the United States and China, by which time it intends to sell one million electric cars a year. Globally, Lexus intends to produce exclusively electric cars by 2035.

Published in Blog/News

Tuesday, 01 February 2022 10:30

Our 2022 BMW M3 Is the Perfect Spec

We take this omission seriously. Plus, internet points matter less to us than driving satisfaction, so our long-term M3 has a mere 473 horsepower, rear-wheel drive, and a six-speed manual transmission. So far, we think it's the right one to live with for the next 40,000 miles.

Say what you will about the M3's novelty-sized snout, we think the optional Isle of Man Green Metallic paint ($550) makes up for it. Paired with the M Shadowline black inlay in the front headlights ($300) and 18-inch wheels, the exterior has the kind of presence that elicits compliments from folks in parking lots.

Inside, the Silverstone and Black Leather ($2550) and Individual Aluminum trim ($1080) add a pleasing contrast. We also opted for the $1550 Executive Package that bundles the necessary heated steering wheel and head-up display with the power trunk and the debatable gesture control. The latter allows you to do things like change the volume by spinning your finger in front of the touchscreen—it was one of the first features we disabled.

The $900 M Drive Professional option includes a track mode setting, 10-stage traction control (yes, 10), a feature that scores your drifts, and lap-timer functionality that works via an app on your phone. All in, our M3 came to $77,825.

The M3's break-in process asked us to keep the engine speed varied, but not to exceed 5500 rpm or 106 mph for the first 1200 miles. After that, it was time for a complimentary service visit for an inspection and new rear differential fluid, fresh engine oil, and an oil filter replacement.

Between that service and the 3100-mile mark, the owner's manual advised, "Engine and road speed can gradually be increased to a constant speed of 137 mph," but to "use the maximum speed of 155 mph only briefly, for instance when passing." Check.

Despite these draconian restrictions, we've found plenty to enjoy in our M3. The engine feels powerful, with a brawny midrange that's satisfying to explore on freeway onramps. During testing, our M3 reached 60 mph in 3.9 seconds and vanquished the quarter-mile in 12.2 seconds at 117 mph. That's right on the heels of our test results for the standard M4, which is slightly lighter, and roughly half a second slower than the automatic-only M3 Competition.

The manual's short gearing means the engine spins at around 3000 rpm in sixth at freeway speeds, which has made some staffers wonder if there was a seventh gear. On the other hand, most passing maneuvers don't require a downshift—even those at less than 155 mph.

The steering received a few complaints for being overly sensitive and hyperactive at low speeds. Fortunately, it gets better as you go faster. The Continental SportContact 6 tires wrapped around our M3's 18-inch front and 19-inch rear wheels produced 1.02 g on our skidpad and a 70-to-zero-mph braking distance of 160 feet. That skidpad result is just behind the figure for the standard M4, which wore Michelin Pilot Sport 4S tires. We'll have to wait to draw comparisons between braking performances, as it was 26 degrees when we tested our M3.

The falling temperatures necessitated a set of winter wheels and tires. Alas, we were unable to find a set in the aftermarket, so we went directly through BMW. The winter package included four 19-inch wheels and a set of Michelin Pilot Alpin 5 tires for a hefty $3710.

Considering the car's power, rear-wheel drive, and sensitive steering, the package has fared well. We've enjoyed the driving satisfaction that is inherent in the M3 name—especially one with a manual transmission. The automatic-only Competition may be quicker, but we're happy with our choice so far. We'll see how the luster lasts over the course of 40,000 miles.

Months in Fleet: 4 months Current Mileage: 3332 miles
Average Fuel Economy: 19 mpg
Fuel Tank Size: 15.6 gal Observed Fuel Range: 290 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0

Specifications

2022 BMW M3
Vehicle Type: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

PRICE
Base/As Tested: $70,895/$77,825
Options: Silverstone and Black Leather interior, $2550; Executive package (power tailgate, gesture control, head-up display, heated steering wheel), $1550

ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
Displacement: 183 in³, 2993 cm³
Power: 473 hp @ 6250 rpm
Torque: 406 lb-ft @ 2650 rpm

TRANSMISSION
6-speed manual

CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 15.0-in vented, cross-drilled disc/14.6-in vented, cross-drilled disc
Tires: Continental SportContact 6
F: 275/40ZR-19 (103Y) ★
R: 285/35ZR-19 (103Y) ★

DIMENSIONS
Wheelbase: 112.5 in
Length: 189.1 in
Width: 74.3 in
Height: 56.4 in
Passenger Volume: 98 ft³
Trunk Volume: 13 ft³
Curb Weight: 3789 lb

C/D TEST RESULTS: NEW
60 mph: 3.9 sec
100 mph: 9.2 sec
1/4-Mile: 12.2 sec @ 117 mph
130 mph: 15.4 sec
150 mph: 22.3 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 4.6 sec
Top Gear, 30–50 mph: 7.2 sec
Top Gear, 50–70 mph: 5.8 sec
Top Speed (gov ltd): 156 mph
Braking, 70–0 mph: 160 ft
Braking, 100–0 mph: 318 ft
Roadholding, 300-ft Skidpad: 1.02 g

C/D FUEL ECONOMY
Observed: 19 mpg
Unscheduled Oil Additions: 0 qt

WARRANTY
4 years/50,000 miles bumper to bumper
4 years/50,000 miles powertrain
12 years/unlimited miles corrosion protection
4 years/unlimited miles roadside assistance
3 years/36,000 miles scheduled maintenance

https://www.caranddriver.com/reviews/a38904698/2022-bmw-m3-reliability-maintenance/

Published in BMW

Tuesday, 01 February 2022 10:28

Chelsea Truck Company Defender 90 & 110 Wide Body

The British Chelsea Truck Company presents its latest creation, in the form of a styling package for the new Land Rover Defender (available in shorter 90 and longer 110 versions).

For this new Defender, the company's designers have planned fender extensions, a honeycomb front grille, a modified front bumper with spoiler, sill set, Chelsea Truck Company spare wheel cover, Satin Black headlight frames, KAHN hood lettering, stainless steel exhaust system steel, Type 57 RS wheels of 23 inches ...

The interior features "Burnt Orange" leather seats, but Chelsea Truck Company also offers additional personalization according to the client's wishes.

Published in Blog/News

Monday, 31 January 2022 09:07

Tested: 2022 Porsche Cayenne Turbo GT Defines the Performance SUV

Setting Nürburgring lap records in utility vehicles used to be the province of the well funded but perpetually silly—on shows like Top Gear, for instance. Instead of strapping the late, great Sabine Schmitz into a Ford Transit, Porsche has gone even further this time by strapping the brand's most powerful V-8 into the 2022 Cayenne Turbo GT, and the new "SUV, off-road vehicle, van, or pickup" record holder isn't only the king of the 'Ring, it's the quickest SUV we've ever tested.

While a 7:38.9-second Nordschleife lap time is a lofty achievement for any vehicle, it's pushing the limits of our current understanding of physics for a street-legal, 4979-pound SUV. Powering the Cayenne Turbo GT's exploration of the theoretical envelope is a 631-hp, twin-turbocharged 4.0-liter V-8 engine rated at 626 pound-feet of torque with a maximum engine speed of 6800 rpm, backed by Porsche's familiar ZF-sourced eight-speed automatic transmission.

With launch control activated and releasing the brakes just before the boost peaks, the Turbo GT squats and leaps off the line like a bull in a flank strap. It takes just 1.0 second to reach 30 mph. The eight-speed cracks off uninterrupted shifts as 60 mph arrives in a supercar-grade 2.8 seconds. The quarter-mile flies by in 11.1 seconds at 124 mph. Speaking of bulls, the Turbo GT bests the more powerful and expensive Lamborghini Urus by 0.2 second in the quarter-mile and by 0.3 second to 60.

In fact, transparency is the theme with the Cayenne Turbo GT. All of the things that are happening are being orchestrated by a great many systems working in concert behind the scenes, but in such a way that it seems as if it's happening instantaneously and at the sole behest of your fingertips and toes. It's not that any one of the systems in this bonkers Cayenne is so mind-blowing that it resets the benchmark. It's the way they all work together in concert that does.

Front and center in the dynamic show is the very distinctly rear-biased all-wheel-drive system. The Turbo GT-specific setup is capable of sending the same maximum torque to the front axle as the Cayenne Turbo Coupe, but it can do so more quickly and more often, thanks in part to a liquid-cooled transfer case, which was added specifically for track-use robustness, Porsche says.

LOWS: Seats only four, center-exiting exhaust precludes towing.

Track use? Well, yes, and not just for marketing-stunt record laps either. With its XXL pizza-sized carbon-ceramic brake rotors (17.3 inches in front, 16.1 inches in the rear) in the grip of 10-piston front and four-piston rear calipers, the Cayenne Turbo GT stops as hard as you dare and considerably more quickly than you'd think. Stops from 70 mph compete with sports cars, requiring just 151 feet, and 100 mph is deleted in 301 feet. But it's not all brute force and sheer brawn. This is a Porsche, after all. There must be some sophistication.

There is, and it lies in the very last place one might look for it in any SUV, performance or otherwise: the steering wheel. Or perhaps it's the interrelation of the steering wheel and the staggered bespoke Pirelli P Zero Corsa PZC4 gumballs size 285/35R-22 front and 315/30R-22 rear wrapped around immense 22-inch wheels that return 1.05 g's around the skidpad. Whatever the origin, the fact is that the Cayenne Turbo GT's steering is revelatory for an SUV. It's light, almost like Porsche's mid- and rear-engine cars, despite the great honking V-8 hung out front; it's tactile to the point that you can actually sense the subtle changes of surface texture in the road; and yet it's not so full of vibration that it shakes your hands numb in 10 minutes.

Once you've fired up the engine and taken a few rips, tested the brakes, and felt your way through your first apexes, the next thing you're likely to notice is just how good four-wheel steering has become, delivering a nimbleness that belies the Turbo GT's 113.9-inch wheelbase and 194.6-inch overall length. With multilink suspension at all four corners and a ride height 0.7 inch lower than in a Cayenne Turbo Coupe, the Turbo GT manages body roll extremely well, aided by the active anti-roll bars of Porsche's Dynamic Chassis Control (PDCC) system. The Turbo GT's chassis systems inspire enough confidence that sports cars will struggle to keep pace in the canyons. It's that good.

Porsche being Porsche, the damping profile has also been modified for the Turbo GT. Surprisingly, however, no additional body reinforcements or structural enhancements were necessary to reach the Cayenne Turbo GT's performance targets. The weight-saving carbon-fiber roof is the only difference from a standard Cayenne Turbo Coupe's body in white.

Speaking of weight savings, there's a titanium exhaust running from just behind the catalytic converters down the center of the Turbo GT's underside to a pair of center-exit tips that turn a gorgeous shade of blue after they've gotten good and hot once or twice. Porsche claims this saves approximately 40 pounds compared to the already high-performance exhaust of the Cayenne Turbo Coupe. Not only does it save weight and look great, it sounds great too—but only when you want it to. No need to fuss with buttons or settings; just drive like a sane person would and it'll be the strong-but-quiet type. Dip the throttle into slightly aggro territory, and the sound rises from a low growl to an 84-decibel roar.

There's a great deal more sophistication to the Turbo GT too. Left in its base startup mode, this 'Ring-storming record setter is no more likely to spill your coffee or upset the neighbors than a standard Cayenne, which is to say not likely at all. The base price of $182,150 can grow quickly. With its leather-lined interior, the fully loaded example we tested stickered for $208,850. While escalating prices are nothing new for Porsche buyers, take this into consideration: A kitted-out Turbo GT is still about a Chevrolet Spark less than the Lamborghini's starting price.

We expect there's even more depth to the daily-driver capabilities of this SUV, like the fact that it gets the new Porsche Communication Management 6.0 software, which brings wireless Apple CarPlay and wired Android Auto, among other upgrades, but we'd need to spend a lot more time with one to find out. If you're listening, Porsche, we're ready.

Specifications

2022 Porsche Cayenne Turbo GT Coupe
Vehicle Type: front-engine, all-wheel-drive, 4-passenger, 4-door hatchback

PRICE
Base/As Tested: $182,150/$208,850
Options: Burmester 3-D High-End sound system, $5810; adaptive cruise control with lane-keeping assist, $3610; night vison camera; $2420; deviated leather seat centers, $2070; head-up display, $1720; surround view cameras; $1200; thermally and noise insulated glass; $1130; 4-zone climate control, $990; high gloss black brake calipers, $900; ventilated front seats, $850; soft close doors, $780; smartphone compartment with wireless charging; $690; Bordeaux Red seat belts, $660; high gloss black wheels, $600; LED-Matrix design headlights in black, $580; Porsche crest on front and rear headrests; $570; heated windshield; $490; Black and Bordeaux Red two-tone leather interior, $430; ambient lighting, $430; stopwatch dial in Bordeaux Red, $420; ionizer, $350

ENGINE
twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection
Displacement: 244 in³, 3996 cm³
Power: 631 hp @ 6000 rpm
Torque: 626 lb-ft @ 2300 rpm

TRANSMISSION
8-speed automatic

CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: 17.3-in vented, cross-drilled, carbon-ceramic disc/16.1-in vented, cross-drilled, carbon-ceramic disc
Tires: Pirelli P Zero Corsa PZC4
F: 285/35ZR-22 (106Y) N0
R: 315/30ZR-22 (107Y) N0

DIMENSIONS
Wheelbase: 114.0 in
Length: 194.6 in
Width: 78.5 in
Height: 64.5 in
Passenger Volume: 104 ft³
Cargo Volume: 19 ft³
Curb Weight: 4979 lb

C/D TEST RESULTS
60 mph: 2.8 sec
100 mph: 7.0 sec
1/4-Mile: 11.1 sec @ 124 mph
130 mph: 12.4 sec
150 mph: 18.1 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 4.1 sec
Top Gear, 30–50 mph: 2.5 sec
Top Gear, 50–70 mph: 3.1 sec
Top Speed (mfr's claim): 186 mph
Braking, 70–0 mph: 151 ft
Braking, 100–0 mph: 301 ft
Roadholding, 300-ft Skidpad: 1.05 g

EPA FUEL ECONOMY
Combined/City/Highway: 16/14/19 mpg

Published in Porsche

Monday, 31 January 2022 08:02

The new Range Rover Sport is coming

The new Range Rover Sport will play a major role in supporting Jaguar Land Rover (JLR) as the company embarks on a broad and fast electrification program. Every year for the past five years, the current model has surpassed the standard Range Rover by more than 40%, and has recently battled the Evoque and Discovery Sport models for the position of best-selling JLR model.

The introduction of Land Rover's new MLA Flex platform on its largest models means that the new Range Rover Sport will be radically different from the outgoing car, which will be 10 years old when it is replaced, writes the British Autocar.

The Range Rover Sport could have a heightened focus on its dynamic characteristics as a rival to the Porsche Cayenne. This is particularly noticeable in the light of the cooperation agreement between JLR and BMW. The connectivity means the most powerful Range Rover Sport SVR will replace its V8 with a 4.4-liter supercharged V8 supercharged V8 supercharger, paving the way for a significant increase in power and a very powerful plug-in hybrid drivetrain.

The 4.4-liter V8, internally named the S63, currently powers BMW’s M cars, with a maximum power of 626hp in the M5 CS super-sedan. Land Rover will use its own version of the engine in its top-of-the-line SUVs, with various modifications made by its engineers to best suit their characteristics.

Most likely, the new Sport SVR will be tuned to match the 616hp in the BMW X6 M Competition. This will bring a time of 0-100 km / h closer to 4.0 sec and a top speed of 290 km / h.

Such reinforcement would strengthen the position of the strongest Range Rover in the fiercely competitive and increasingly important segment of the super-SUV, which has grown significantly since the introduction of this car in 2013. And not only that, but it is said that the BMW V8 is 17% more efficient than the outgoing "AJ" unit.

The MLA architecture can accommodate a variety of electrified powertrains, and the standard Sport will accompany the Range Rover in adopting a range of 48V lightweight hybrid-equipped six-cylinder engines - both petrol and diesel - ranging from 246hp to 395hp. But more significant will be the introduction of an improved plug-in hybrid system that pairs a 3.0-liter six-cylinder petrol engine with a 141hp electric motor and a 31.8 kWh battery that offers 100km of electric range.

Published in Blog/News

Friday, 28 January 2022 07:46

Lexus UX300e: long-term test review

Verdict

It’s early days for the Lexus, but it seems the car has a decent blend of dependable real-world range and a surprising amount of practicality. The public charging network is standing up well, too – so far.

Mileage: 3,141

Thanks to its relatively early push on hybrid powertrains, Lexus is probably the premium manufacturer best known for electrification. And now Toyota’s rival to Audi, BMW and Mercedes is about to embark on a major drive towards pure-electric motoring. You’ll have already read in this issue about the brand’s ambitious plans for the rest of this decade – yet the process has already begun, with the UX300e.

It might seem like a tentative toe in the water in the face of what’s to come, but this is Lexus’s first full EV – albeit one that is sold beside a more conventional hybrid edition. The UX300e is a baby SUV designed mainly with urban use in mind, so it has compact dimensions – just 4.5 metres long overall – and a relatively modest battery and range (54kWh and 196 miles). And it’ll be down to me to put these raw specs to the test over the coming months.

I’m based in south London, and like many potential EV buyers, I don’t have a home wallbox. So the challenge that lies ahead is to see how convenient, or otherwise, life with an EV can be when you’re using public charging points most of the time – although the Lexus’s life won’t be restricted to trips pottering around the capital’s suburbs.

Back in the summer I took a share of a flat near the south coast, and after a few months of renovations and decorating, it’s finally time for my partner Dave and I to start enjoying the place. The loose plan is to drive down to the apartment on a full battery, then use some nearby charging points to refill the full 54kWh for the journey home, and the days that follow.

Lexus has a fairly simple range of trim levels, and our version is third level up the ladder – the same as mid-spec, basically, but with 18-inch alloys – so it has the fully laden Takumi edition above it. Even so, there’s more than enough standard kit, with four USB ports, front and rear parking sensors, a reversing camera, heated and ventilated front seats, a heated steering wheel and smooth leather upholstery.

Early impressions are positive, but not universally so. The UX300e is very smooth to drive around town and even on the motorway. The brake-energy-recuperation system is straightforward to use, while the car’s cabin has impressed me, too; indeed, the UX is almost Tardis-like in its ability to shrink its body around a relatively spacious interior. I noticed another example of the car on the road the other day, and thought it was a different model from the one I was sitting in; it’s really spacious, at least for one couple and their luggage for a weekend.

The biggest gripe we’ve had so far is the infotainment. For years Lexus has had an iffy reputation in this area, but the Auto Express road testers assure me that the firm has been making big improvements.

Even so, the screen isn’t the biggest in this class, nor the sharpest. I’m also having to live without the built-in sat-nav for now, because the Lexus connected services app on my smartphone has stopped working.

At least we’re able to hook up our iPhones to get navigation via Apple CarPlay – a useful alternative that Lexus didn’t offer on any of its vehicles until comparatively recently.

Of course, taking delivery of an electric car just as the UK’s winter snap starts to bite is perhaps not ideal. But while the Lexus’s range is indeed modest, the car is at least honest about it. After drives including motorway and, yes, some miles with the heating cranked up, the UX300e still predicts just over 180 miles on a full charge. It’s that sort of accuracy and dependability that could prove crucial in the months ahead.

On fleet since:	November 2021
Price new:	£45,995
Engine:	1 x e-motor, 54kWh
0-62mph:	7.5 seconds
Top speed:	-
CO2/tax:	0g/km/£0
Options:	Terrane Khaki paint (£570)
Insurance*:	Group: 38E Quote: £510
Mileage:	3,141
Economy:	-
Any problems?	None so far