Making its debut on Audi’s stand at the Detroit Motor Show, alongside the SQ5, Ingolstadt’s latest RS model appears as some well-timed artillery against the also very recently announced BMW M6 Gran Coupe.
It’s based on the Audi A7, naturally, but only in body shape doth this RS7 share any sibling genetics. Because underneath rests the same twin-turbocharged, 4.0-litre V8 engine as used in the upcoming RS6 Avant (itself only announced last month). At this rate we’ll be getting a new RS-model every few minutes.
So that V8. It’s the same one used by Bentley, and Audi in the S8, producing some 552bhp and 516lb ft of torque, which if you’re unaware, is a significant amount of firepower. Audi reckons that - mated to a standard eight-speed automatic box and quattro four-wheel-drive - the new RS7 will accelerate from 0-62mph in just 3.9 seconds and hit a limited top speed of 155mph.
Tick the ‘Dynamic Plus’ pack and you’ll raise that top speed to 189mph. Nice. Incidentally, the M6 Gran Coupe’s pub-lording stats are 0-62mph in 4.2 seconds and the possibility of 189mph. Clearly, the battle for pub supremacy is won in tenths.
“Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it.
We were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel…
Well don’t just sit there. Click through to read the story.
(Somehow our photo gallery and description disappeared from our post, which is fine by us…. It gives us a reason to blog the entire thing again.)
When the original Dodge Viper debuted over twenty years ago, it was known for being a beast of a car with a cheap, minimalist interior (watch Jeremy’s review from Top Gear Series 5). Well the new Viper, now by Chrysler’s SRT division and under Fiat ownership, has a new interior that’s being described as downright “luxurious.” Perhaps the new Viper is all grown up:
Well, sort of. There’s still an aircraft carrier-length bonnet atop a massive V10 engine, cab-back driving position and a side-exit exhaust. So far, so enjoyably juvenile. But the latest iteration’s lighter, stiffer, more advanced, easier to drive and also sight more pleasant inside.
There’s a carbon fibre bonnet, roof and boot lid, which has whittled weight down to 1455kg, some 55 kilos lighter than the old car, and a huge 50 per cent stiffer. And there’s an upgraded version of Dodge’s 8.4-litre V10 producing - in basic form - 640bhp and 600lb ft of torque. That makes it the torqueiest naturally aspirated engine to be fitted to a sports car… ever.
But inside is where there’s the biggest surprise - it’s actually luxurious. And not just ‘luxurious for a Viper’ either. The cow peelings are soft and sumptuous, the stereo is by Harman Kardon, the abundance of screens are TFT, there’s not a solitary centimeter of wibbly stitching. There’s also 40mm more headroom and 90mm more legroom. This is a car you could feasibly use every day, not just when you fancy peering over the edge of existence.
See our next post for details.
Remember that prototype Porsche 918 Top Gear teased everyone about the other day? You know, the one they took for a test drive? This is it!
This post isn’t for people who want to reblog sleek, shiny, completely finished supercars. This is a post for the petrolheads and Porschephiles who want to know what your meal looks like before it hits the table. This isn’t fine dining. This is a trip to the slaughterhouse:
Given it’s so early in development, you can forgive it looking like an absolute shed. The only vaguely production-shape panels are the doors. The rest is a mash-up of hack-sawed 911 panels and gaffer tape and naughty naked nudeness. The engineers don’t even call it a prototype, but a ‘rolling chassis’.
Even so, now it’s up and running, with the major systems on board, the engineers tell me they’re confident of what this astounding car will do….
This is just cruel. Porsche 918 supercar is more than a year away from showrooms but Top Gear Magazine got an exclusive test drive with the first production prototype and chose to share the experience with us… in words:
We’ll have the full story in the next issue of Top Gear Magazine. But here’s the executive summary for all you time-poor internauts.
The performance headlines are this. Acceleration from 0-62mph in ‘less than three’ seconds. Zero to 125mph in a time that almost matches a Bugatti Veyron. And a Nürburgring lap time (so far verified only on Porsche’s supernaturally accurate simulators), of 7.22. That’s 10 seconds faster than the old Carrera GT, and 10 seconds, to the sort of people who obsess on ‘Ring times, is an entire geologic era.
The point is when the V8 gets cracking. It’s a 4.6-litre job that revs to 9000rpm and makes a crazed 570bhp. Where the concept car had its air intakes - just behind and above your head - the real car has its exhaust tips. It sounds beyond awesome. Even though in my ride they were rev-limiting it, the noise was bouncing around my cranium for hours after.
And then, on top of that, there are the front and rear electric motors. In the ‘race hybrid mode’ their power is amped up so that between them these electric motors make 270bhp, which is more than the flat-six of an original 911 Turbo.
I guess we’ll have to wait for the magazine. In the meantime we’ve posted sketches of the production 918 above. For more detail on Top Gear’s ride, click this here link.
When the VW Passat CC debuted in 2008, it was jokingly referred to as the “poor
man’s person’s CLS" due to it’s sexy but height restricting roofline.
But it was also a rather good car and perhaps what the original Passat should have been.
Well now VW wants you to drop the “poor persons” bit and consider the updated CC “luxury class”:
The front and rear of the new non-Passat CC has minor styling tweaks, and VW claims it’s now nearer the “automotive luxury class”. There’s also bi-xenon headlights, static cornering lights and a new LED rear headlight system as standard.
VW has also fitted it with stainless steel sill plates, safety head restraints and - somewhat tellingly - fatigue detection. Can’t imagine why…
In the words of Kanye West, perhaps the CC is now the ‘other other other’ Benz.