Mercedes Silver Arrow Marine Yacht Super Cars

Almost 900bhp, a £2m rate tag and answering to the name of a Silver Arrow – it should be the F1-vehicle-for-the-avenue Mercedes-Benz could be unveiling this September. But what number of hypercars have an anchor, sunbeds and a ‘terrace by using the ocean’?

If Mercedes have been to design a complex motor yacht it might be…exactly like this. Got an S-magnificence? You’ll feel proper at domestic right here. Park your Mercedes AMG S63 alongside the Arrow460 Granturismo and the best problem could be telling them aside (be aware, the boat floats fantastically, the car less so).

Almost 900bhp, a £2m price tag and answering to the name of a Silver Arrow – it must be the F1-car-for-the-road Mercedes-Benz will be unveiling this September. But how many hypercars have an anchor, sunbeds and a ‘terrace by the sea’? 

If Mercedes silver arrow were to design a posh motor yacht it would be…exactly like this. Got an S-class? You’ll feel right at home here. Park your Mercedes AMG S63 along side the Arrow460 Granturismo and the only problem will be telling them apart (note, the boat floats beautifully, the car less so). 

Yachts from car companies are nothing new... 

And for good reason – brand extensions are rarely as fast, sexy and exciting after all. Even Mercedes, in the distant past, has made waves. The three points of its star do represent land, sea and air, after all. Bugatti, Aston Martin and Lexus are three more that have recently taken the plunge. 

Often they are just dream boats, or marketing exercises with no more input from the car firm than colour and trim. The Merc is rather different. It was designed by Mercedes-Benz Style at its Como studios in Italy – under the direction of Daimler AG design supremo Gorden Wagener – at the behest of a UK registered start up company called Silver Arrows in Marine. 

STop speed was to be less important than comfort and refinement, so more GT than GT3. Hence the first Arrow460 billing as the Granturismo of the seas. 

With a lot of never-before-done boaty stuff and, unusual in yacht terms, a prototype stage (usually with boats the first customer is the guinea pig), the R&D has been protracted – the idea first surfaced in 2008. It took a clean sheet of paper and a ‘brain’s trust’ of eminent yacht designers and partner firms like M-B Style, but the yacht is now in production. 

With twin diesels and 880hp, the first fully-loaded Edition 1 costs from €2.5 million plus taxes (call it £2m in sterling) and the target is to have four boats delivered by the end of 2018. 

You could buy a real Silver Arrows for that! 

Supercharged 1930s Mercedes racing cars are notoriously tricky in the wet. Not so their 2017 namesake which I am in Cap Ferrat on the Med to put through its paces for rebelsnreaders.blogspot.com.  

Two million quid’s worth of luxury yacht is not my usual on-water experience, but, heck, I’ve got a dinghy and done my Powerboat Level 2. Believe me, you don’t need any of it. 

This is one very  easy and smooth boat to drive – literally child’s play. A lot of it is down to an Easy Docking joystick system that coordinates prop and bow thrusters with perfect precision. No more falling-about-laughing bystanders when you try to squeeze into that berth… 

At speed it’s mechanically quiet and smooth with a pillowy ride through moderately choppy waters. There’s no crashing and banging, plus the real bonus that you don’t get wet. All very relaxed and civilised. Top whack is 38 knots but at a 24-knot cruise you certainly won’t spill your G&T plus you will have enough range for the 160 miles across the Med from the Cote d’Azur to Corsica. And if you live in Eastbourne rather than the Cote d’Azur? Bad luck. 

Mercedes Silver Arrow Marine Yacht

 It’s a hydraulically-extending swim platform that slides out of the stern, so you can plop straight into the water.

Then maybe some supper – there are kitchen facilities but mostly it’s a wine fridge – around a large glass table, with the fully retractable side windows down and the vast glass sunroof lifted up high on hydraulic struts. Think gentle sea breezes filling the cabin and harbour light twinkling across the water.

Not romantic enough? Push another button and the table disappears and out slides a king-size double bed for a night under the stars. 

The open-plan ‘loft-style’ below decks area is a revelation with its Mercedes concept car-style design and Alcantara and mesh fabric materials aplenty. There’s even a big shower room. And your millions buys lots of goodies: JBL and Bose entertainment systems, electronically dimming glass (like the Merc SL’s MagicSky) for UV protection and privacy, and of course full air-con – the eyeball air vents are in fact the only actual Merc component on board. 

Verdict

Who says cars and boats don’t mix? It’s bit of a stunner we reckon and a shiny silvery revelation among all those lookalike aggressive and very white sports cruisers. But who will buy it? These days the world’s oceans – sorry, glamour hot-spots – are full of superyachts and they all need tenders. (Sir) Philip Green is not going to get out to Lionheart in a rowing boat is he? 

With all it has going for it, the Arrow460 is far more than just a tender, though, doubling up as a dayboat for partying (it can take 10 people) or an all-mod-cons overnighter for two people. 

A true Mercedes? If it looks like one and swims like one…

More Mercedes-Benz reviews by rebelsnreaders.blogspot.com

Specs

Price when new:	£2,600,000
On sale in the UK:	Now, delivery end 2018
Engine:	2 x Yanmar 473bhp direct-injection diesel straight sixes
Transmission:	2x TwinDisc gearboxes, twin propeller and bow thruster
Performance:	26 knots cruising speed, 38 knots top speed
Weight / material:	14,568kg, GRP hull
Dimensions (length/width/height in mm):	14170/3970/980mm

Aston Martin DB11 Test

Aston Martin Super Car. A new era is on. Even for manufacturers of supercars, renew itself is a matter of survival. After 103 years of existence, the English brand new look. And presents a new model. His code name: DB11. Its distinctive features: new design, new platform, new engine. In fact, Aston Martin announced the most important developments in its history. Any change without denying the DNA of the brand, what is the soul of an Aston Martin. It was the challenge? Are the DB11 of performance to match its beauty? To prove the brand has sent us to Florence on one of the favorite playgrounds of Italian supercars. Florence (Italy) - From our special Twitter: @SC_Turbo

Farewell to the DB9

The life cycle of a supercar is much longer than the consumer models. And the birth of an Aston Martin is always a special moment. After 13 years of loyal service, the DB9 bows. Her replacement is not named DB10. It will be built only 10 copies for the latest James Bond. No, the replacement for the DB9 is called DB11. We leave the time Henrik Fisker and the relative discretion, the quiet strength of the DB9. The new chief designer Marek Reichman departed from scratch. The lines are modernized, the design is reinterpreted, but the brand identity is preserved. Andy Palmer, president of Aston Martin wanted to make "the most beautiful car in the world." And we say that it succeeded. The DB11 combines more than ever elegance, innate grace and heightened aggressiveness. A pencil whose only Gaydon designers have the secret.

A bi-turbo V12

But more than just a change of style, DB11 marks a real turning point for Aston Martin. There are 3 years, the English brand signed a technical partnership with Mercedes, specifically with its subsidiary High Performance: AMG and takes the place of Ford as an engine of Aston Martin. And will provide engines as well as its expertise in exchange for 5% of its capital. But reputation requires, the V12 is not signed but AMG Aston Martin. The partnership with the preparer applies only to equip V8 models of the lower segments. The DB11 Aston does not communicate much about it, we know that AMG might have particular responsibility for the electronic management. . An engine optimization sum Old aspirated V12 fitted to the DB9 gives way to a more modern block: a new twin-turbo V12 with an output of 610 hp. The DB11 thus emerged as the most powerful model in the history of the brand. The displacement decreases: it goes into effect a 6 liters to 5.2 liters. But the main information is not power but it is V12 Bi-Turbo. And Turbos, this is also new Aston Martin. The engine, the centerpiece, inevitably loses its nobility. Because with great fanfare Turbos it becomes easier to create a powerful engine. But in terms of temperament customers can be reassured that DB11 retains well its authenticity.

Technology style service

The DB11, the designers more than ever worked hand in hand with the engineers responsible for the design. The body always mixes aluminum and composite materials. But each component has been rethought and designed to make the most current technologies. Without upsetting the style. The side air extractors before, in continuity of the wheel arches, are responsible for discharging the high-pressure air rushes into the front wheel arch and thereby lift and improve behavior. the designers wanted the trunk is tilted back to maintain optimal fluidity of the silhouette. They would also not an ugly spoiler that would have broken the line. Engineers have developed an aero spoiler that enhances high speed stability by getting air into the rear pillars, and doing stand via a blade on the rear trunk. Aston is so proud of the system that he patented.

The synergies with Mercedes

The DB11 is not limited to be beautiful. It is the first to inaugurate the new platform, which will serve the next models in the range, a large SUV, essential to ensure the future of the brand. The wheelbase is longer than 6.5 cm. Double benefit: it allows the engine to be located a little further back for better weight balance. It also offers more space in the cockpit. Aston wish that the DB11 more welcoming than the DB9. There's more, but the rear seats are always book for children or luggage. Aston Martin has always been singled out for its finishes, which were not in references, much less worthy of its rates . Today, the situation has improved significantly. The collaboration with Mercedes is not limited to mechanics. And that's good. On board the DB11, there are many elements of the mark at the star: as this 12-inch screen. The controls in the center console or the touch pad that can manage the whole. But the atmosphere remains typically Aston. The brand was also overtaken by competitors due to its aging technology. The GPS of the DB9 for example, was one of the worst market. The good news is that we finally have a system to the task. The block of the screen? instrumentation and multimedia system are modernizing the whole. By against farewell to account turn reversed if specific to the brand. Farewell also to the crystal key. Two false notes in the heart of a sublime score.

On the road

We must admit we were waiting for this moment, when Aston Martin will not be content to be beautiful, but also become competitive with the reference category. The DB11 is now based on an aluminum frame. This is the lightest and most rigid platform ever produced by the brand. As we know, one of the faults of the Aston Martin regarding gearboxes. But last year, the latest developments of Vanquish and DB9 just received an automatic gearbox signed by ZF. The same as found in Audi, BMW, and even Jaguar. It is precisely this that is found on board the DB11. And that is good news because it is a true reference in the field. Soft as fast in comfort mode, the new management is sweet. The damping control several modes is very cozy. The DB11 is primarily a GT high-performance, but also versatile and everyday drivability. Moreover, this V12 is able to stabilized gait off half of its cylinders. There is talk of a 20% reduction in consumption and CO2 emissions. And at this level, it's huge.

Performance at the height

It may surprise some, but the majority Aston Martin does not really impress for their pure performance. They are obviously exceptional, but often back of many sports competitors. On the DB11, the figures speak for themselves: 0 to 100 km / h is dispatched in 3.9 seconds. And the top speed is set at 322 km / h. To conduct the major difference with previous concerns Aston V12 engine now has two Turbos. The maximum torque is now delivered 1,500 r / min. And speaking of 700 Nm. What was nailed to the seat, to nearly 7,000 r / min. To contain all that power, the DB11 is the first Aston to carry a differential active limited slip with torque vectoring. On corner entry, electronic brakes the inside rear wheel to help turn. In practice, it is very effective. Despite its 1770 kg the DB11 is agile and wraps the curves like no other Aston.

Balance sheet

The progress made by Aston Martin are impressive. The DB11 has become more homogeneous much to envy of its rivals, be they Italian or German. As for prices, the DB11 is more competitive than ever. Just over 205,000 euros. A little inflation facing the DB9 so. But this is the kind of detail, which the gentleman does not discuss. Image by; http://robbreport.com

Exclusive Lamborghini Aventador LP 750-4 Superveloce

This is about a car that will be on the market is no longer actually long. And, although it was presented only 3 months ago at the Geneva Motor Show. Why this? Well, Lamborghini has, following a tradition, held that the Aventador SV only a limited series of 600 will be built. That was when Miura SV so (385 pieces), the Diablo SV (492) and the Murcielago SV (670). And there stand at present already more than 500 Aventador SV were ordered, one can estimate that the "Sold Out" -Schildchen is already in preparation.

The name alone. SV stands for "Superveloce" and so a naming actually works only with the Italians. Would a marketing employee somewhere in Germany on the idea to give a car the suffix "Irsinnig quickly" to, the consequences would range from mockery and malice to the recommendation to mentally appropriately trained medical staff. But already "Quattroporte" sounds just melodic than "four-door" and if a thoroughbred Italian sports car "Superveloce" means the adrenaline already shooting a precaution.

A light Car & more

Especially when the thing stands in front of a bodily or almost crouching on the asphalt. 1136 mm low is the flounder, enter, or rather must be slipped over one wing doors. Pressing the hidden under a red cover start button and the V12 in the neck wakes up with a awe-inspiring roar. Shortly before one has yet explained to us why they do not put on but in normally aspirated turbo. The sound experience is one of the reasons (and that is so convincing that you otherwise must not say more). Otherwise one has us even stated that the Superveloce easier to 50 kg thanks to even more carbon than the normal Aventador that the aerodynamics have been improved so that more output is produced and that said V12 now generate about 50 hp more power - now makes a total of 750 hp. And again: That the Superveloce firstly is the fastest road car that has so far left the halls in Sant'Agata Bolognese and secondly that we should let the paws of that switch which disables the ESP.

The first exit Lamborghini gave us the Aventador LP 750-4 Superveloce, so is this thing with full name, on the GP circuit at Barcelona. This appears as the right turf for a car that accelerates in 2.8 seconds to 100 km / h 8.6 seconds 200 km / h is fast and the speed are Lamborghini with "more than 350 km / h" to. Superveloce halt.

More to achieve the performance, the engineers have increased the speed limit to 8500 / min. When approaching this limit can be experienced in the cockpit a Klangfurioso, simultaneously pushes the V12 that the numbers of digital speedometers jump so be expected to climb as those of the bathroom scales. The 7-speed dual clutch transmission sets the gears with lightning speed (where the awesome power of the engine the Lamborghini even accelerate, if you so excited on downshifting forgets). In Corse-mode, which is the sharpest setting, the gears are almost brutally smashed.

The cornering speeds are somewhere between stunning and sweaty and covered with Alcantara steering wheel and bucket seats give the necessary support (ie, they do their best). Speaking of steering. The Superveloce has a new dynamic steering, which operates with greater precision and less steering is required. As with the normal Aventador the force is transmitted to the road via four-wheel, up to 60% can be directed in an extreme case forward.

Rear wing

Hallmark of the Aventador is the big rear wing, which can be adjusted in three positions. And that - whether you believe it or not - by Phillips screwdriver. But an electrical adjustment could have put more weight and the customers like it quite, tell us the Lamborghini people. And when the driver needs to unpack the screwdriver in a car that costs this country just over half a million euros, which has already something comforting.

TECHNICAL SPECIFICATIONS

Lamborghini Aventador LP 750-4 Superveloce

Body and chassis

Monocoque carbon fiber monocoque with aluminum mounting frame

front and back

Body Engine cover made of carbon fiber, rear spoiler and side

Air intakes made from carbon fiber; Front bonnet,

Fenders and doors made of aluminum; rear fenders and

Side skirts cover from SMC

Suspension front and rear transverse magneto-rheological

Damper in pushrod construction

ESP ESP / ABS, characteristic selectable by Drive Select Mode

Brakes Hyraulische dual circuit braking system with vacuum

Power brakes, six-piston front calipers,

Four-piston rear calipers

Brake discs Carbon Ceramic Brake Discs,

Ø 400 x 38 mm - Ø 380 x 38 mm

Steering steering with three different Servotronic

Characteristics, combined with Lamborghini Dynamic Steering

(LDS), controlled by drive select mode

Tires Pirelli P0 Corsa, VA 255/35 ZR 20, HA 355/25 ZR 21

Wheels 9 '' J x 20 '' H2 ET 32.2 to 13 '' J x 21 '' H2 ET 66.7

Turning circle 12.5 m

Fixed rear spoiler manually adjustable in three stages

(High-medium-low downforce)

Airbags: two-stage driver's airbag and front passenger adaptive

Airbag, head-thorax airbags in the seats, knee airbags for

Driver and front passenger

Engine

Type V12, 60 °, MPI injection

Displacement 6498 cm3

Bore / Stroke 95.0 mm x 76.4 mm

Valve control inlet and exhaust continuously variable adjustment

Max. Power 750 hp (552 kW) at 8,400 rev / min

Max. Torque 690 Nm at 5,500 rev / min

Max. Engine speed of 8,500 rev / min

Power Weight 2.03 kg / hp

Emission class Euro 6 - LEV 2

Emission control catalysts with lambda control

Cooling system water and oil cooling system in the rear with variable air intakes

Motor Control Lamborghini Iniezione Elettronica LIE, with permanent ion current analysis

Dry sump lubrication

Drive Permanent all-wheel drive with Haldex clutch

Gearbox seven-speed ISR transmission, switching characteristics over Drive

Select Mode selectable

Standard Automated Manual Transmission

Clutch double-plate clutch, Ø 235 mm

Performance

Vmax over 350 km / h

0 - 100 km / h 2.8 s

0 - 200 km / h 8.6 s

0 - 300 km / h 24.0 s

100-0 km / h 30 m

Car Dimensions

Wheelbase 2700 mm

Length 4835 mm

Width 2030 mm (without mirrors)

Height 1136 mm

Front track of 1720mm, rear 1680 mm

Weight 1525 kg (dry)

Distribution 43% - 57%

Capacities

Fuel 90 liters

Engine oil 13 liters

Coolant 25 liters

Consumption (Dir. EC / 715/2007)

Urban 24.7 l / 100 km

Extra-urban 10.7 l / 100 km

The combined cycle 16.0 l / 100 km

CO2 emissions 370 g / km

Chevrolet Corvette Z06 Test

The new Z06 Corvette, this is serious! With 659 hp, it attacks the super-sports competition. But upon request, the US knows to be very soft. The figures for the Chevrolet Corvette Z06 (C7) Coupe:

 Engine: 6.2-liter V8 (659 hp, 881 Nm at 3600 r / min.) Rear Wheel Drive Transmission: manual or 7-speed automatic transmission with 8 reports) Performance: 0-100 km / h in 3.8 seconds, top speed of 315 km / h Dimensions: weight from 1598 kg load capacity 425 liters normalized consumption: 12.4 liters per 100 km Price: from CHF 124 900 (base: 466 hp, from CHF 900.- 94) To flatter the ego, you will pay CHF 1300.- more: for the Z06 to be launched in spring, Chevrolet also offers to start Plant the front camera, filming the journey as a GoPro and enriches the video via data such as speed, acceleration force and more. A good mood generator gadget somewhat paradoxical because the Z06 does not usually stay behind. We bet you can do it all?

The Z06 is also convertible.

First things first. Right out of the C6, competitors usually much more expensive had to get used to seeing it evolve sweeper fireball red area on the race track. Now it is the turn of the C7 - and not a little : with its compressor, the Z06 (the name comes from a 1963 equipment code, now replaced by a performance pack called Z07) pump 659 hp small-block V8 6.2-liter direct injection. However, it is less radical: you can now opt for an automatic transmission and a Targa roof or soft top instead of a solid roof. We bet we can make larger? The style is a matter of taste so if this fireball of 4.49 m long leaves you cold, you can try your luck at Dacia. The muscular rear end with its well-marked fire touches almost obscenity. Of course, inside so do not expect a Porsche quality, but rather to a Lexus quality: apart from a few pieces of hard plastic, everything is solid, the seats are excellent and the space under the tailgate (coupé) is generous. We bet we can do more?

A real star: with the Z06, any journey becomes an event - if desired.

Start, listen purring V8 engine and put the full throttle: 881 Nm assure you a rush of adrenaline sacred. Wow, it scours! If the GT-R is the Playstation and the 911 highway, the Z06 is a horseback ride across the prairie. As required by the folklore, it gives wild tunes - but to do his show: everything the precise air, seriously perfect. The compressor does not move an inch before the 659 hp will propel the race car without mercy. Maybe its 4x4 competitors start faster, but the Corvette deploys its power while relaxation. We bet you can do both? The big difference between travel and carriage racing machine is particularly impressive. 

During our test drive near Las Vegas, we first baladons quietly and comfortably "Tour" mode. Then, shortly after, a Nevada race track, we roaring V8 modes in "Sport" and "Track" (there are a total of 5 modes and five sub-modes) and appreciate the perfect balance and traction flawless. The management also becomes, ultra-precise (but not without a bit of his own). Of course, you can draw black lines. But it is no longer required: the Z06 is now a true precision instrument. Competition from the Corvette Z06: Audi R8 - Almost a Italian Honda NSX - Honda is back! Ferrari 458 Speciale - Cavallino al arrabiata We bet that we can do less?

6.2-liter muscle await you under the hood.

Our verdict: great! If the C6 Z06 and ZR1 still had an appearance a little too exuberant, the C7-Z06 seems to come from a single mold. Two cars in one: a luxury vehicle with performance in length and particularly in width at a level which should scare the Porsche.

By Timothy Pfannkuchen

McLaren is democratized with 570S

McLaren is democratized with 570S. NEW As promised during its renaissance, McLaren extends gradually its range. The 570S will be the access model, competitor Ferrari 458 GTB and Audi R8 V10 Plus. Upon his arrival on the market of production cars in late 2010, McLaren did not hide his ambitions to compete with renowned manufacturers of sports cars. For this, he advanced the arguments of impeccable engineering and a range regularly updated. The arrival of the 570S is the third major step in the evolution of the British manufacturer. The first was the 2010 launch of the 12C, which has now evolved as the 650S. This competitor Ferrari F12 and Lamborghini Huracan is derived with the Super Series. Unveiled at the Paris Motor Show in 2012, the P1 is reserved with its derivative at the track P1 GTR Ultimate Series, for consorting with the very best, like LaFerrari or the Bugatti Veyron. Finally, the 570S, the most affordable of the range is the Sport Series.

Unveiled at the New York Show, the McLaren 570S course incorporates many elements of his sisters. She gets 650S carbon frame, weighing only 80 kg. The twin-turbo 3.8-liter V8 is also produced, although 30% of the parts that make up the are specific. In our case, this block develops 570 hp and 600 Nm. What surpass the 100 km / h in 3.2 seconds and the 200 km / h in 9.5 seconds. The top speed is in turn given to 328 km / h. McLaren puts these flattering figures credited to the credit of the lightness of the car, which accuses that 1313 kg on the scale.

MACLAREN 570S

Despite this performance, the manufacturer was careful not to make too extreme model, announcing he had treated versatility. Similarly, McLaren offers extensive customization options, especially inside. Thus, the stitched beige leather model present in our photo gallery reflects the fact that the 570S's role is to seduce a much broader clientele than simple thrill seekers.

Aesthetically, this "little" McLaren keeps a family resemblance to the other models in the range. The front headlights with comma clearly recalls the 650S. More compact (4.53 m long), the newcomer also seems more stocky and aggressive. Its rival Lamborghini Huracan gives exactly the same impression when placed next to its big sister the Aventador. In addition to Italian, that McLaren will face many rivals: Audi R8 V10 addition, Aston Martin V12 Vantage S, Ferrari 488 GTB, Porsche 911 Turbo S ... This last step of extending the McLaren range will not doubt the most difficult. For now, the manufacturer has not announced prices for the new model, which should be between € 180,000 and € 200,000.

Nicolas MeunierPar, image and source; automobile.challenges.fr

Koenigsegg Regera, 1500 HP Car With No Gearbox

Koenigsegg Regera, 1500 HP Car With No Gearbox. TECHNICAL Koenigsegg unveiled at the last Geneva Motor Show its hybrid supercar Regera. It manages to pass 1500 hp to the rear wheels without gearbox. Here's how it works. Once charged, the Koenigsegg Regera can travel 50 km in all-electric mode. Koenigsegg not afraid of anything. The small Swedish manufacturer (and last independent Swedish manufacturer) is always higher and louder for its sports cars. Forget the Porsche 918, McLaren P1 and LaFerrari. With a total power of 1500 hp, the Koenigsegg Regera (meaning "rule" in Swedish) exceeds them all. Not content to display surreal performance (0-100 km / h in 2.8 seconds, 0-400 km / h in 20 seconds, top speed of 400 km / h), it is also the luxury of view autonomy in all-electric mode of 50 km, significantly higher than that of its rivals. All for more than 2 million.

The manufacturer has not yet revealed the consumption figures on the European cycle NEDC measures, but there is little doubt that this car could almost pass for a green role model, due to a very favorable protocol for hybrid rechargeable (read our article the truth about the appetite of our cars). Of course, once the discharged battery, it should end up with figures close to his sister Agera RS, engulfing much as 14.7 l / 100 km. Miracles do not exist.

The main feature of the hybrid powertrain Regera Koenigsegg, Koenigsegg called Direct Drive, holds in his absence gearbox. On a traditional car, the gearbox is used to compensate the physical limits of the engine, unable to start at low speed while bringing the car to its maximum speed. The electric motor, which has a constant torque available from low revs, does not suffer from this problem. In our case, electricity thus complements the engine (V8 twin-turbo 1,100 hp): two electric motors of 180 kW (245 hp) each driving a rear wheel are used to start the car. The V8 can come into play only advantage of 50 km / h, sufficient speed so that it can then connect to the rear wheels via a hydraulic coupler.

Cleverly, Koenigsegg has managed to combine the characteristics of thermal and electric motors to deliver a heavy gearbox (81 kg over a Agera RS). This weight saving allowed to install a lithium ion battery-phosphate provided by the Croatian Rimac (88 kg), without significantly increasing the car. It accuses 1420 kg on the scale, compared with 1675 kg of a Porsche 918 Spyder. The idea of ​​doing without gearbox and use an electric motor for starting the car is not new. Mitsubishi Outlander PHEV (read our test Mitsubishi Outlander PHEV) and Honda Accord Hybrid (read our article on Honda hybrids) are already based on this principle. It merely requires to have two electric motors, one capable of functioning as a generator directly connected to the heat engine to recharge the battery. If the charge level of the latter falls below a critical threshold, it would be impossible to start the car.

As a Mitsubishi Outlander PHEV or a Honda Accord Hybrid, the Koenigsegg Regera has no gearbox. Electric motors are responsible for starting the car up to a speed where the engine can directly drive the wheels. On the Koenigsegg Regera, this is a third electric motor (synchronous permanent magnet axial flux provided by Yasa, like the other two) that simultaneously act as generator booster. Fort 160 kW (218 hp), he participated in the combined power of 1500 hp. Directly linked to the crankshaft of the V8, it can participate in the propulsion in all-electric mode. In this case, it will be content with two motors connected to the wheels, developing a total of 360 kW (490 hp). Certainly far from the 1500 hp combined figure seems rather flattering. However, this is a peak power available temporarily. That is to say that beyond 30 seconds at full load in electric mode (which requires both a long straight and a certain amount of courage), the power drops to 176 hp ... Either nine times less than the combined total power. This proves once again that the performance in electric mode plug-in hybrids are often very limited compared to the total capacity of the car.

If all finally seems relatively classic in its design philosophy, the Koenigsegg Direct Drive should offer the best possible performance, whether in terms of acceleration to top speed; no question of compromise on a report of a misnomer reduction, which would leave a few tenths on the exercise of 0 to 400 km / h. This is a known issue on similar systems from Mitsubishi and Honda.

At startup, the 490 hp of the two motors connected to the rear wheels seem more than sufficient. Traction forces, it seems impossible to pass a larger cavalry ground. In addition, to pull the car to start, the immediate availability of torque is the determining factor. Beyond 50 km / h, the engine previously started by the electric motor connected to the crankshaft of the V8 is coupled to the rear differential. Skating converter (a phenomenon that adds a reduction ratio of around 4: 1) enables it to deliver its maximum torque until full lock on the differential, with a reduction ratio of 2.85: 1. This more or less corresponds to the sixth or seventh report of the Agera RS, which allows the V8 to drive the Regera to its maximum speed of 400 km / h.

The lower top speed of Regera compared to Agera R and RS (data for more than 420 km / h) can be explained in part by a shorter final report and also by the presence of engines electric. Indeed, if they participate in the impressive total of 1,500 hp advertised on the data sheet, they are hardly involved in propulsion at very high speed, where they would empty very quickly the battery. To these paces, so these are the 1,100 hp V8 (a little less than 1,160 hp of the Agera RS) who officiate almost alone. These must increasingly deal with magnetic drag of said electric motors.

Rather than top speed of Regera, the manufacturer prefers also highlight its impressive acceleration in 3.2 seconds to 150 km / h to 250 km / h, which shows the range in which the electric motors provide assistance real. The characteristics of this hybrid supercar show clearly the circumstances in which different types of thrusters are relevant: the power to accelerate hard at low and medium speed and heat for high speeds. The intelligent design of Koenigsegg Direct Drive shows that the small Swedish manufacturer has fully retained its physics lesson.

By Nicolas Nicolas Meunier

Image and source; automobile.challenges.fr

Bentley, The Combination of Tradition and Modernity

Bentley will make common pot with Porsche, Lamborghini, Bugatti. The concept EXP 10 Speed ​​6 not only gives a taste of the style of the upcoming Bentley announces a modular platform for the four prestigious brands of the Volkswagen Group. In its thirteenth year, the Bentley Continental GT sees its power increase to 575 horsepower to 590 horsepower. In 2011 already, she was offered a small cure of fifteen horses. In short, this British big cat would not take it otherwise if trying to hide the deleterious effects of passing time.

In all likelihood, he will not have to exchange a long time. It is believed in fact that the four most prestigious brands of the Volkswagen Group have been working for several years in the development of MSB modular platform that will serve as the basis for several models from Porsche, Lamborghini, Bugatti, Bentley, or Perhaps Audi.

This is probably the replacement for the coupe and the convertible Bentley Continental GT which étrennera. The British manufacturer we book a very revealing glimpse at the Geneva Motor Show. If one believes Wolfgang Dürheimer, Director of Bentley Motors, one must see in this study a roadmap for designers as well as for engineers, "Bentley EXP Speed ​​10 6 offers a vision of the future of Bentley a powerful concept, refined and very individual mobility. This demonstrator is positioned to embody the new pinnacle on cut very top luxury two-seater. It combines the pleasure of sporty driving with modern luxury typical Bentley. The concept EXP 10 Speed ​​6 may well influence the style of many Bentley ahead, announcing a Continental GT family. "

The combination of tradition and modernity. If the concept EXP 10 Speed ​​6 actually says things to come, then the big Continental GT coupe is preparing for a serious weight loss program: we will finally see a bit of nerve and muscle piercing under her busty. This new discipline is accompanied finely crafted details, such as jewelry. The manufacturer states that the door handles, side air intakes and exhaust outlets employ a pioneering three-dimensional printing technique. It gives a sense of depth unheard of in the traditional Bentley grille which is made up of a single interlacing son but now a matter of "complex 3D geometry in which one can appreciate the depth and richness of simple photos ".

Inside, the traditional control the use of checkered pattern for stitching leather. The same one that inspires their way to projectors Cathedral rosette pattern. The cockpit is divided into two distinct platforms, extension again a theme dear to Bentley. The center console gives in to the fashion of the moment and hosts a huge twelve-inch touch screen. The brilliance of the Poltrona Frau leather upholstery is echoed on the door panels that you'd swear dressed in the same matter. This is actually a mosaic of cherry wood accented with a diamond-polished copper tip. Facing the driver, a pair of counters stands when the ignition is switched. Simply by pressing the "B" inlaid to the right of the speed selector knob carved from aluminum and adorned with copper and wood.

Modesty prevents probably Bentley Motors to reveal the nature of the engine lurking under the hood of this huge EXP 10. Only the most powerful W12 can not agree, except to lie stamp Speed ​​6.

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Mercedes AMG GT S, The New Quick respon

Mercedes AMG GT S. This is the story of a little boy avid sports cars. In the evening, he lets his musings outweigh the winding track and a wonderful desert circuit. He flies his favorite race car, the one that haunts his nights and feeds his fantasies, I named the Porsche 911. Suddenly a gaping grille pops up in the rearview mirror. She proudly displays the three-pointed Star which never constituted a serious threat. Porsche will outrun in no time.

Not this time though. Because the intruder is called Mercedes-AMG GT S. It is the enemy. Presumptuous rival. The GT S approaches to hound the 911. Nervous young fanatic stirs under the duvet: swollen the superiority of his car, he can not believe that Mercedes has the audacity to mine overtake. A moment later, it's done. The boy wakes up with a start and if it was a premonition?

People from Mercedes-Benz and AMG ask nothing better than to convince us that the nightmare of Porsche has finally become reality. They do not would show such serenity if they were some of the qualities of their new car. Paid for us to evaluate.

We must face the facts. Like it or not, the 911 serves as a yardstick for fifty-two years in all sorts of sports cars from the coupe designed for rapid tourism (the base Carrera) to the fireball that sacrifices very performance (GT3). We measure the strength of the 911 myth remembering that it is at once the most controversial sports car and one that ultimately win over as many of his detractors.

The 911 has that talent to its unique mechanical architecture, heresy on the balance plan that guarantees however, improvements in strength, a high level of performance combined with some versatility. Even the most powerful 911 boasts comfort and roominess than competing supercars struggle to match. It was necessary that there is an advantage in having all its engine in the rear!

Although it has long since given up the ultra-compact suspension torsion bars, modern 911 still has a decent boot volume. Above all, it has never parted with his pair of spare seats. Over the years, they helped bury more of a rival rear mid-engine, more modern and more uniform but less roomy. The elders of the adventure of the Sports Car Manufacture (MVS) readily tell that premium Porschistes seduced first by the Venturi turned back when they later discovered that he had to open a small chest of difficult access to file briefcase and jacket. Hard.

Like other rivals declared the 911 before it, the Mercedes-AMG GT will have to comply with sometimes conflicting demands of a clientele that demands style and performance as well as comfort and versatility. If she ignores the rear seats, at least she has a trunk of easy access, ample capacity to carry two golf bags (285 liters against 125 liters only for 911). The opposite would have been unacceptable in the eyes of US customers.

Established on fire base coupe Mercedes-Benz SLS AMG (2010-2014) it does not officially replaces the Mercedes-AMG GT S is based on a shortened wheelbase of 5 cm and weighed about 80 kg less on average . On the road, she demonstrated a speed and a formidable efficiency, which is explained by the extreme rigidity of the hull and the careful distribution of the static load (47% on the front axle). Delivered into the hands of our colleagues in the American press on the Mazda Raceway Laguna Seca, the GT S is easily reached lap times similar to those of the Porsche Cayman and the Porsche 911 Carrera S. A highly efficient machine.

Question chills however, the Mercedes-AMG GT S lets the driver somewhat unsatisfied, and ungrateful as pretentious as it sounds. He is surprised to be regretted that the natural balance of the GT S and the disconcerting ease with which it oozes out of tight corners gum too the feeling of speed. The grip level is such that it allows itself to go around without worrying whether the road is banked or not, dry or moist. It turns and crushes the accelerator, that's all.

Looking like that can reasonably afford to adopt in open country, driving the Mercedes-AMG GT does not claim any special talent or precaution. There are no instructions to assimilate: no need for example to ensure enter cornering load on the brakes to the front or delay the overshoot. Without being noticed, the trajectory correction works with the limited slip differential to help the car rotate, contain any spills and provide the illusion of ease to a lambda driver. A sacred success.

Pilotage fans however will think twice before giving up their Porsche 911 GTS, or even their Jaguar F-Type. Provided they would be wrong to bury the coupe Mercedes-AMG GT: its designers suggest that a declination Black Series - even a more powerful and sportier yet - will handle hold a candle to the 911 GT3. We look forward to taste it.

Explosive, the AMG V8 lives well his conversion to twin turbo. The V8 twin 510 horsepower supercharger pushes hard, very hard. The figures of 3.8 seconds to go from 0 to 100 km / h express only very imperfectly panic needles counters and violence acceleration when crushed the right pedal. Particularly in the "Race" mode that allows the pair of clutches to give Klitschko a few jerks, serving sensations and lap times. Ever this DCT seven-signed Daimler did seemed to hesitate between two reports. In automatic mode, the selection proves fast, fresh and relevant. So the sequential manual mode can actually be limited to use on circuit.

The couple offered by 3.982 cm3 (650 Nm from 1750 to 4750 rev / min) than enough to erase the response time of the two turbines, if any. Their discreet whistle quickly covered by the noise of the exhaust and rolling. Particularly by the latter, far superior to what Porsche had accustomed us.

Ergonomics upset. When opening the door of the GT (articulated on conventional hinges not on the house), one is amazed by the size of the center console. Oddly, it seemed less large photographs. Its imposing size gives the impression of a more narrow cabin it actually is. Fortunately, it does not encroach on the space devoted to the right of the driver knee.

This sits well back, as close to the rear axle. It's good for the driving experience, a little less for comfort. Amortization very relaxing flanged rear strikes blows racket, even "Comfort" mode. Mercedes-AMG we regret that did not choose to better distinguish the damping laws piloted in the image of what Porsche. Some of our colleagues have even ventured to profess that the 911 GT3 better preserved their lower back.

Very remote, the driver is also shifted to the left, in a surprisingly wide cockpit. Mercedes-AMG GT extent indeed against 1.94 meter wide 1.85 meters for the Porsche 911 Carrera S and 1.88 meters for the Chevrolet Corvette Stingray, more reasonable in this respect than its predecessors. This is the Mercedes-AMG inherits its predecessor central location before his engine with gearbox rejected against the differential on the rear axle. Although officially shorter by about 9 cm as atmospheric V8 it replaces, the new twin-turbo engine encroaches heavily on the cockpit. Hence the huge center console.

Still, it is easy to find a comfortable driving position aboard the Mercedes-AMG GT, although it is regrettable that the steering column does not back further. The driver pestera too far back against the implementation of the control lever of the robotized gearbox with double clutch. It is rumored that this location was dictated by the insistence of US customers to have two large cupholders hand. Rather than the elbow.

From both sides of the lever, there are eight buttons (as much as cylinders in the engine, says Mercedes) of indiscreet strong allure that control the volume of the radio, the damping law or even the passage of the box manually. Obviously, Mercedes-AMG did not fall into the trap of the buttons to the Porsche, illegible because too close together. But to be satisfied with this crude drawing ...

Of all these buttons, our favorite is the one located at the bottom right. It has on our brain neurotic the same effect as that of a candy bar on laboratory mice: very quickly you get used to actuate to get our dose of fun. A pressure sufficient to free the voice of the engine and enjoy the barking of the exhaust.

The boss Tobias Moers AMG is proud to state that prohibited any use of systems - very fashionable - amplification or sound simulation. No sound synthesis on GT S: the rumbling idle and at high speeds metal art are those of the V8, along backfiring in "Race" mode. In town, dirty kids that we take pleasure in turning the heads of passers-by. This hardly costs us since it is possible to set silent on their most loquacious fashion while maintaining the damping position "Comfort".

The GT S is not the queen of cities. The overall width of the GT S implies a habituation period, especially in cities where the vast hood double bubble seems to hide the three meters above the ground the car. Result, the pilot gradually enhances the seat of his chair, even sacrificing the ease with which it takes place in the excellent bucket seats, under the vast glass roof. Station to back strain!

Despite these minor defects in a sports car, the Mercedes-AMG S GT proves to be a very livable craft daily, shorter and more manageable than the SLS AMG. In town, however, the driver pestera against the lack of return of the steering forcing to support the online delivery of wheel movement. Same yaw output, where it is appropriate to adopt the academic position of the hands on the steering wheel to avoid swerving and chaotic trajectories.

That's not the biggest criticism that can be formulated against this direction with the assistance does not decrease with speed enough for our taste. Light and delightfully direct in town, it is a little too bright in a straight line where it runs at high speed of a balance as soon as the road movement deteriorates. This phenomenon would not be embarrassing if the driver had armrests at the right height, as on the 911. Even the damn console too wide!

Note that our test GT S did not benefit from the Direct-Steer specific sport Dynamic Plus Pack AMG deemed "optimize the transmission of longitudinal and transverse forces" in the steering wheel. Playing with different driving modes (standard on GT S, optional on the GT which will be released in July 2015) unfortunately too few improves the consistency of management.

Mercedes-Benz S GT, from 144,000 euros. Budget side, the Mercedes-Benz S GT does not curtail her attire even if it lowers the entry ticket compared to its predecessor SLS AMG. With 510 horsepower and a price of 144,000 euros, it is between the 911 and the 911 GTS Turbo (click to check prices and Mercedes-AMG GT options). As time Sir William Lyons however, the best ratio of price, performance and pleasure is to find next door Jaguar, with F-Type. Not surprisingly, the list of options and the Mercedes-AMG GT S customization accessories simply proves stunning. As for consumption, if it officially at 9.4 l / 100 km on average, we found the figure of 15.1 l / 100 km after a test day. Great indeed is the temptation to seek AMG V8 so well with the Mercedes-Benz dual clutch transmission.

An all-new twin-turbo V8. Code Name: M178. Officially, the M178 engine of Mercedes-AMG GT is the first designed independently by AMG. A closer look, however, the engine did not start with a completely blank sheet. The 3,982 cm3 V8 that correspond to eight times per cylinder 4-cylinder 2.0 turbo "square root" of the Mercedes-Benz CLA 45 AMG. Clever.

The twin turbo V8 M178 swapped some noise charm of the old M156 / 159 air against an overdose of torque and power, available later in the towers. For the first time in the German manufacturer, the two BorgWarner turbines are arranged in the hollow formed by the two cylinder banks (Anglophones speak of "hot-V8") in the manner of what is done at Ford, BMW, Audi and Bentley. The advantage of the shortened intake pipes is twofold: less thermal losses and a short response time.

In return, the turbos overheated demand a specific arrival fresh air that works even stopped. And they increase the size of the motor in height, despite the presence of a dry sump lubrication of slim. Look no further reason for the height of the hood of the Mercedes-AMG GT.

In summary

Mercedes-AMG GT S (2015)

144,000 euros without options (124,900 euros for the GT version)

The most phenomenal grip and efficiency

Engine and exhaust sound to die for.

Room for two. For only two with luggage.

Box fast double clutch, soft and relevant.

More affordable than the SLS AMG. Easier to live ausi.

The less limited field of view by the huge hood, very high.

Gear lever and center armrest down too.

Overall width consistent.

Road noise.

Amortization too dry in "Comfort".

Too light at high speed direction; too isolated from the road.

"Comfort 3/5

»Price / Equipment 2/5

"Performance 5/5

"Consumption 3/5

"CO2 3/5

Source; automobile.challenges.fr