autoX - founded autoX in 2006 with little clue of what lay ahead. Driven by a passion for anything on four wheels and a stubborn will to succeed, he moulded a team as pig-headed

Editoriale Domus – among the most respected publishers in Italy – has been producing one of Europe’s leading automotive publications, Quattroruote, since 1956. Quattroruote and autoX formed an editorial partnership in 2013. 

Editoriale Domus is also the only publication group in the world to have it’s own FIA certified test track, which has even been used by Formula 1 teams and automotive manufacturers. This dedicated test facility enables Quattroruote to put together some of the most comprehensive and detailed automotive reviews on the planet.

&nbsp;

This battery-powered SUV is not just a new model from BMW, it’s a turning point – a step towards the future. And, yes, it packs an insane amount of power!

With ‘engine’ as its middle name, headquarters that are reminiscent of a four-cylinder engine, and the ‘inline six’ as the cornerstone of its motoring history, Bayerische Motoren Werke (BMW) is all set to step into the future. After 105 years of its inception, the Bavarian carmaker has come up with an electric car that has a huge task ahead of it – that of leaving the past behind and heralding a new future for the brand, without compromising on attributes that make a car a BMW.&nbsp;

Now, the iX can’t claim to be the first mass-produced BMW electric car – that honour goes to the i3, which was launched eight years ago – but that doesn’t diminish its significance at all. Why? Because the iX is a technological showpiece that marks a turning point in the evolution of the Bavarian brand.

<img alt="BMW IX Quattroruote Road Test Specs Pros And Cons1" height="1550" src="/uploads/2021/12/BMW-iX-Quattroruote-Road-Test-Specs-Pros-and-Cons1.jpg" width="1280" />

Unsurprisingly, it was foreshadowed by the iNext concept in 2018. The name was telling, and its intentions were quite clear, which have only been realised now – three years after the iNext concept, we now have an SUV that’s as long as an X5, as tall as an X6, as spacious as an X7, enjoys being driven like a 5 Series, and has the allure of a 7 Series. And what’s more interesting is that it has a profoundly different presence than all the above-mentioned cars.

If Chris Bangle-designed BMWs seemed strange to you twenty years ago, wait till you see this one. The iX is even more peculiar and unconventional, which doesn’t mean that it’s ugly to look at. There is something brutal about its cuts and proportions – it’s a break of sorts from decades-old traditional designs. In fact, the break from the past is so strong and pronounced that some might even call it heretical.

Nevertheless, the fact remains that it’s radically different from everything else you’ve seen on the streets so far, which does raise the psychological threshold of its acceptability. And the hypertrophic double-kidney grille – accompanied by two side air intakes, worthy of a mothership – does very little to help its cause.

Between Luxury &amp; Technology&nbsp;

To those with a keen eye for details, the iX exudes a subtle feeling of déjà vu, but not in a negative way – for certain exterior details may remind you of the i3. Inside the cabin, it’s a similar story. If you’ve been in the i3, you will feel right at home in the iX, especially in the rear. But that doesn’t mean that there aren’t differences between the two.

The iX’s interior is full of taut and diagonal lines (even the steering wheel is not round) and is marked by tech minimalism – something that was pioneered by Tesla and is so in vogue today. All this is combined with classic materials, such as leather and wood, which offer a brilliant contrast.&nbsp;

The cabin is impressively spacious – a long wheelbase, a flat floor, and the boxy shape of the body easily translate into insane levels of practicality inside. At the back, three people can sit in utmost comfort.

<img alt="BMW IX Quattroruote Interior Feature Highlights 1" height="1550" src="/uploads/2021/12/BMW-iX-Quattroruote-Interior-Feature-Highlights-1.jpg" width="1280" />

The rest is, well, all technology – the cabin is full of technological innovations, but they are subdued and understated. Everything that the car does happens between the two large screens, suspended on the dashboard, and the controls on the central tunnel, which is also home to the sparkling iDrive wheel.

The crystal details here are a bit less kitschy than what we’ve been seeing on other models from the company, but let’s talk about iDrive to start with. First, it’s a matter of celebration that it’s still in place twenty years after it made its debut on the 7 Series at the Frankfurt Motor Show in 2001. Second, the new iDrive 8.0 operating system is a powerhouse. According to BMW, its computing power is twenty times greater than any previous version. When you first get acquainted with it, you feel that everything is simultaneously both easy and difficult, just like when you buy a new smartphone. But soon you get the hang of it and realise its brilliance. The only problem, if any, is the absence of physical buttons for climate controls, which can now be accessed through a central display screen. Also, the buttons around the iDrive knob have gone from physical to touch. But they’re still there, which is good news.

<img alt="BMW iX Quattroruote Road Test BMW iDrive Highlights jpg" height="1550" src="/uploads/2021/12/BMW-iX-Quattroruote-Road-Test-BMW-iDrive-Highlights.jpg" width="1280" />

Stop ‘n’ Charge

When you turn off the sounds developed by Hans Zimmer – which are as pleasant and impeccable as you’d expect from someone accustomed to composing Oscar-winning soundtracks – the iX reveals all its extraordinary abilities. The rigidity of the carbon fibre, the softness of the air springs, and everything else blend together in amazing silence. And, frankly, the reason is not so much its electric heart – for, at a constant speed, it’s not pistons and connecting rods that make the most noise – as it is the meticulous attention paid to all other aspects of the car – from making sure that the air caresses its body instead of whipping it to the tyres that do not emit the kind of sounds that you would expect from their large 22-inch size. 
&nbsp; 
It’s a marvellous machine indeed, which makes you enjoy every second that you spend in it, and the ADAS plays a big role here. In terms of real-life driving, ADAS has become a lot more interesting than what we’ve seen so far. Cameras, radars, and increasingly refined software make various actions – like accelerating, braking, and maintaining direction – better, more precise, and more human.&nbsp;

Now, as with all-electric cars, there is the problem of charging the battery. But here is an interesting bit. The iX was crowned as the queen of electric range in our Vairano track after it snatched the ID.4’s record of offering a range of 421kms – it’s yet another demonstration that the range is a matter of infrastructure rather than the technological achievements of the car. With 461kms of range and a recharge time of 33 minutes for going from 20 to 80% (thanks to the fact that it can accept charging power of up to 200kW) should be enough to curb all kinds of range anxiety. But, of course, the infrastructure has to support the technology in this case.&nbsp;

<img alt="BMW IX Quattroruote Road Test Specifications And Technology1" height="1550" src="/uploads/2021/12/BMW-iX-Quattroruote-Road-Test-Specifications-and-Technology1.jpg" width="1280" />

The iX Experience&nbsp;

This magnificent machine stands somewhere between the practicality of the Tesla Model X and the dynamism of the Jaguar I-Pace, and, at the same time, it’s different from ICE-derivatives, like the Audi e-tron and Mercedes-Benz EQC.&nbsp;

Now, the iX’s battery has been placed lower and well in the centre, which&nbsp;helps it mask, to an extent, the problems of direction changes, which are fast, thanks to the presence of four-wheel steering.&nbsp;

The front wheels don’t do much to offer you feedback, but the body roll is quite limited. And, while it’s too heavy to be extremely agile around corners, there’s no doubt that it’s an incisive car. Even in Sport mode, it doesn’t get too aggressive – despite the fact that the suspension is on the firmer side.&nbsp;

While the iX may not be as intriguing as the BMWs of yesteryear, it is effective and satisfying – mostly because of its ability to combine all that it has to offer with five-star levels of comfort. The electric mechanicals will not be very appealing to look at, but the two big motors have their own appeal when you use them – because the power is immediate, and the motors are silky smooth and relaxed, even more than, dare I say it, the best that the world of internal combustion has to offer: the V12.

<img alt="BMW IX Quattroruote Exterior Feature Highlights1" height="1550" src="/uploads/2021/12/BMW-iX-Quattroruote-Exterior-Feature-Highlights1.jpg" width="1280" />

The brilliant performance of the iX is as effortless as that of a Bentley, and this makes you realise that the world of electric cars has its own charms. All you have to do is push your foot to the floor and go, without any delay whatsoever, and you don’t have to worry about the string of events that are typical of thermal-engine cars – spooling of the turbo, ratios of the gearbox, and the rising of revs.&nbsp;

Now, its two-and-a-half tonnes of weight might prevent you from considering it a driver’s car, but its 516 horses are more than capable of an instant and surprising push of force, which can, at times, even be violent – especially when you quickly go from very low to very high speeds.

<hr />
<img alt="BMW IX Quattroruote Infotainment Features" height="1550" src="/uploads/2021/12/BMW-iX-Quattroruote-Infotainment-Features.jpg" width="1280" />

<img alt="BMW IX Quattroruote Road Test Mileage And Range Figures" height="1550" src="/uploads/2021/12/BMW-iX-Quattroruote-Road-Test-mileage-and-range-figures.jpg" width="1280" />

<img alt="BMW IX Quattroruote Road Test Performance Chart" height="1550" src="/uploads/2021/12/BMW-iX-Quattroruote-Road-Test-Performance-Chart.jpg" width="1280" />

<img alt="10" height="1550" src="/uploads/2021/12/10.jpg" width="1280" />

<hr />
Read more:&nbsp;

<a href="https://www.autox.com/news/car-news/bmw-ix-electric-suv-debuts-as-the-brands-new-tech-flagship-108669/">BMW iX electric SUV debuts as the brand's new tech flagship</a>&nbsp;

<a href="https://www.autox.com/reviews/car-reviews/2021-audi-e-tron-review-first-drive-109686/">2021 Audi e-tron Review: First Drive</a>&nbsp;

<a href="https://www.autox.com/reviews/car-reviews/jaguar-i-pace-india-review-first-drive-109696/">Jaguar I-Pace India Review: First Drive</a>&nbsp;

<a href="https://www.autox.com/track-test/mercedes-benz-eqc-track-test-108620/">Mercedes-Benz EQC, Track Test</a>

This battery-powered SUV is not just a new model from BMW

After 105 years of its inception, the Bavarian carmaker has come up with an electric car that has a huge task ahead of it – that of leaving the past behind and heralding a new future for the brand, without compromising on attributes that make a car a BMW.

The letter that represents the most powerful and sporty BMW cars has officially made its debut on a motorcycle that has everything in excess – performance, equipment, refinement, and, yes, also price.

Words: Stefano Gaeta

The S 1000 RR – BMW’s first true superbike – arrived rather unexpectedly back in 2008. Even more unexpected, however, was the way in which it immediately placed itself at the top of the category, causing its Italian and Japanese competitors to panic, thanks to an extraordinary engine, a perfect chassis, and cutting-edge electronics. Lethal on the track and usable on the road, the S 1000 RR opened up a new line of adrenaline-pumping motorcycles in Munich – from the naked S 1000 R to the crossover S 1000 XR.

But there was a gap in the line-up – something was missing, something extraordinary, something that could not only set enthusiasts’ hearts racing on the track but also face the most prestigious hyper machines without any reverential fear.&nbsp;

So, to fill this gap, BMW decided not only to draw heavily on its racing experience but also to use, for the very first time, the letter ‘M’ on motorcycles. Now, it’s no ordinary letter, for it has always been synonymous with the highest-performance products in BMW’s line-up of cars.

And it was only a matter of time before BMW Motorrad got access to the M-badge though. But for that, it had to come up with a motorcycle that could justify the M-badge. Unsurprisingly, the skunkworks of the Motorrad division rolled out the BMW M 1000 RR – the M-version of the S 1000 RR. And good lord, what an M product it is!

[tabs]

[tab title="BMW M 1000 RR"]

Engine:&nbsp;999cc

Power: 209bhp

Cylinders: In-line 4

Price: From&nbsp;₹42&nbsp;Lakh

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
			• Engine 
			• Performance
			</td>
			<td valign="top">
			Cons 
			• Pricey

			&nbsp;
			</td>
		</tr>
	</tbody>
</table>

[/tab]

[/tabs]

Radically Innovative

On one hot morning towards the end of July, we found ourselves in Vallelunga (Italy), staring anxiously at a spectacular row of the M 1000 RR ready to test our skills and our level of training. Yes, you read it right, for you can’t be anything but humble against the extraordinary might of these Hypersport monsters! 
&nbsp; 
The M 1000 is indeed extraordinary – it would be a gross mistake to think of it as an ordinary S 1000 RR with special features. The innovations here are many and, often, so radical that they make it profoundly different from its standard sibling.

Let’s start with the engine, which focuses primarily on weight reduction. So, what do we have here? Longer and lighter titanium connecting rods from Pankl, titanium valves, Mahle forged pistons, thinner finger rocker arms, and optimised combustion chambers. The compression ratio has increased, and to make the Bavarian inline-four inhale and exhale better, there are CNC machined ducts and an Akrapovič titanium exhaust system. And yes, it comes with BMW’s ShiftCam tech with variable valve timing.

The M’s engine develops slightly more power than the standard version – 5bhp to be precise, making it a total of 209bhp – but the torque is unchanged at 113Nm. Its torque delivery is more aggressive though, especially between 6,000 and 9,000rpm – in this rev band, the engine offers a more vigorous thrust. The gear ratios are also shorter, which means that a slight flick of your wrist is enough to blur the world around you.

The M 1000 RR continues with the ‘Flex Frame’ of the S 1000 RR, with the engine as the stressed member. But that’s not to say that it hasn’t been modified at all. The rake and trail have increased to 23.6° and 99.8mm, respectively, from 23.1° and 93.9mm of the S 1000 RR. The swingarm, which is now longer and lighter, offers the possibility of adjustment up to the height of the pivot point and works with a fully adjustable monoshock. The front features a 45mm Marzocchi fork. The M 1000 RR doesn’t feature a semi-active suspension system.

The braking system has been produced by Nissin to BMW’s specifications and sports the ‘M’ logo. There’s also a wonderful pair of carbon rims that embellish the overall appearance of the motorcycle. The latter also helps bring down the weight of the M 1000 RR by 5kgs to 192kgs in running order.&nbsp;

<img alt="BMW M 1000 RR Motion Shot On Track 1 Copy" height="720" src="/uploads/2021/10/BMW-M-1000-RR-Motion-Shot-on-Track-1-copy.jpg" width="1280" />The M 1000 RR is very similar to the S 1000 RR, but it does stand out with its fins, anodised parts, and colour schemes – all of which make it look more aggressive.

Aesthetically speaking, it’s not that different from the S 1000 RR, except for the fact that it has a more pronounced and protective fairing and the now indispensable front ‘wings’, capable of producing over 16kgs of downforce at 300km/h. The result is as impactful as can be expected, thanks also to the optional aesthetic M package (our test bike had one), which adds many details in carbon and machined aluminium.&nbsp;

Speed Dating

After riding the S 1000 RR for a bit for reference and to warm up, it was time to go speed dating with the M 1000 RR just for a couple of rounds, in which we were to understand if the new German beauty is as effective as it is fascinating. Fortunately, we don’t usually go wrong in trusting our first impressions.&nbsp;

At once we recognised its similarities with the S, but, at the same time, it was clear that everything here works in a more harmonious way like a refined and well-rehearsed orchestra religiously following the cues of the conductor.&nbsp;

All the work that has gone into improving the engine produces the desired result – it goes up the rev band with vengeance and offers a very precise throttle response. It never exhibits, not even for a moment, even the slightest hint of hesitation.&nbsp;

<img alt="BMW M 1000 RR Fuel Tank And Handle 1 Copy" height="720" src="/uploads/2021/10/BMW-M-1000-RR-Fuel-Tank-and-Handle-1-copy.jpg" width="1280" />In addition to the engine and component upgrades, the M 1000 RR has slightly different geometry – an effect of the fork plates, with dedicated offset, and less inclined headstock, which results in a longer trail (now 99.8mm). The 12mm longer swingarm also increases the wheelbase to 1,457mm.

Before trying to discover the point of entry of the limiter, we decided to enjoy its brilliant mid-range pull up to 13,000rpm. The M makes its way on the tarmac with ease and offers its stratospheric performance to the rider in a manner that’s gentle and unabrupt. Riding it without worrying about the stopwatch is an experience worth having if you are someone who truly enjoys riding. It is very fast around bends and likes to maintain the line with a sense of obstinate determination.&nbsp;

The mechanical suspension transfers everything that happens between the wheels to the rider in a precise and rigorous manner, without filtering anything. During the test, it was only at the exit of the second curve of the track, on the fast left, that the BMW underwent a slight but prolonged swaying partly because we were hanging on to the handlebars and partly because of a very free rear setting.

In the second lap, after gaining a little confidence, we were able to witness the M 1000 RR’s racier side, which was marked by an explosive predisposition to reach the top of the rev counter and accompanied by the wild roar of the Akra exhaust.

It was then that we realised the brilliance of the electronics package, with 6-axis inertial platform and every possible riding aid system. There are seven riding modes, three of which (Race Pro) are fully customisable. The traction control intervention (with 14 levels!), throttle and engine brake response, anti-wheelie, and ABS intervention level can all be adjusted.&nbsp;

Free the Beast

As mentioned earlier, there are three ‘Race Pro’ modes, which BMW test riders had already set. The first one was more controlled, and the last one was free from any kind of intervention. However, it was the middle one that satisfied us the most, for it effectively minimises the intervention of electronic controls in the M 1000 RR. However, when they do intervene, they do so imperceptibly – in fact, if it were not for the continuous switching on of the traction light on the Race screen of the 6.5-inch TFT panel, you wouldn’t even know about it.

Now, it was only towards the end of the test that we further restricted the intervention of the traction control to enjoy the exhilaration that the Dunlop D 213 GP Pro tyres are capable of offering. It marks a perfect balance between resisting the bursts of torque from the four-cylinder screamer and launching an outright assault.

The use of the carbon rims significantly reduces inertia during direction changes. In fact, this German beast is nothing short of a missile – it flies from one curve to another. The braking is powerful and always up to the mark – it never exhibits any signs of stress. The new BMW M 1000 RR, then, is a true SBK replica, which is always ready to fight with the most exotic versions of its competitors.

<img alt="BMW M 1000 RR Front View Static 2 Copy" height="720" src="/uploads/2021/10/BMW-M-1000-RR-Front-View-Static-2-copy.jpg" width="1280" />

An exclusive bike in every sense of the word, it demands ₹42 lakh in India, to which you can add the M Competition package, which includes special parts in carbon and aluminium at a premium of ₹3 lakh. Now, it may seem a bit much, but ride the bike with the package, and you won’t be able to help yourself from being completely enthralled and mesmerised by it.

[tabs]

[tab title="THE RADAR"]

The M 1000 RR retains everything good in the S 1000 RR, on which it is based – the engine, which, even if it no longer has the power advantage that made it famous when it first appeared, is still amongst the top of the class; the electronics, which instil great confidence in the rider because of the way it manages all the power and its general usability. In fact, the bike’s general usability is such that despite its positioning as an authentic race-replica, it is, perhaps, the most enjoyable hyper bike that can also be used every day, even though it lacks the versatility of a sport-tourer or a crossover.

<img alt="BMW M 1000 RR Scoring Graph Copy" height="720" src="/uploads/2021/10/BMW-M-1000-RR-Scoring-Graph-copy.jpg" width="1280" />

Essentially an ‘M’, it features top equipment, brilliant build quality, and, unsurprisingly, an exorbitant price tag. The radar above, obviously, favours the right side, where it is just a bit short of being perfect. However, overall, the M 1000 RR is on the same level of brilliance as the latest road superbikes, like the Ducati Panigale V4 S, Aprilia RSV4 Factory, and Honda CBR1000RR – something that’s hardly surprising, given the level of sophistication that the category now enjoys. Of course, it is increasingly difficult to find places where you can exploit this performance (even on the track), but people buy these motorbikes for their undeniable charm. And this means that choosing one over the other is simply a matter of taste.

[/tab]

[/tabs]

<img alt="BMW M 1000 RR Brakes 1 Copy" height="720" src="/uploads/2021/10/BMW-M-1000-RR-Brakes-1-copy.jpg" width="1280" />Above:&nbsp;Like BMW’s sportiest cars, M-branded callipers are marked by the letter ‘M’ and painted, in this case, in blue. They are manufactured by Nissin to BMW’s specifications and are stiffer and lighter, have pistons coated in zinc-nickel, and come with a certain grade hydraulic fluid. Below: The carbon wheels weigh 1.7kgs less than the aluminium wheels of the S 1000 RR, and the black and blue CNC footpegs are optional.

<img alt="BMW M 1000 RR Chain Sprocket And Rear Wheel 1 Copy" height="720" src="/uploads/2021/10/BMW-M-1000-RR-Chain-Sprocket-and-Rear-Wheel-1-copy.jpg" width="1280" />

<img alt="BMW M 1000 RR Foot Peg And Gear Lever 1 Copy" height="720" src="/uploads/2021/10/BMW-M-1000-RR-Foot-Peg-and-Gear-Lever-1-copy.jpg" width="1280" />

[tabs]

[tab title="Technical Specifications"]

Engine

4-cylinder, 999cc 
Bore x stroke 80x49.7mm; Liquid-cooled 
Compression ratio 13.5:1 
ShiftCam twin cam timing 
Chain drive, variable valve timing 
4 valves per cylinder; Electronic fuel injection 
X 48mm RbW throttle bodies

Transmission

Final drive chain (46/17) 
Wet multi-disc clutch 
Hydraulic assisted control anti-hopping system 
6-speed gearbox 
Bidirectional Quickshifter

Electronic Controls (manageable by the rider)

2 engine maps 
4 riding modes + 3 custom 
Throttle response 2 positions 
Traction control 14 positions + off 
Engine brake 3 positions 
Wheelie control 3 positions + off 
Launch control; Hill-start control; Cruise control; Pit lane limiter 
ABS 4 positions + off

Chassis

Aluminium Flex Frame 
23.6° Steering head angle 
Trail: 99.8mm 
45mm Marzocchi upside-down forks 
Preload, compression and return adjustment 
Aluminium swingarm 
Mono-shock absorber 
Preload, compression and rebound damping adjustment 
Excursion: 120/118mm

Brakes&nbsp;

Front 2 x 320mm floating discs 
M”/Nissin 4-piston radial callipers 
Rear 220mm disc; 2-piston calliper; ABS cornering

Tyres

Front – 120/70-ZR17 
Rear – 200/55-ZR17

Declared Dimensions

Length: 2,073mm 
Width: 848mm 
Wheelbase: 1,457mm 
Seat height: 832mm 
Weight in running order:192kgs 
Fuel tank: 16.5 litres

Declared Performance

209bhp @&nbsp;14,500rpm 
113Nm @&nbsp;11,000rpm

[/tab]

[/tabs]&nbsp;

Riproduzione riservata

Read more:

<a href="https://www.autox.com/news/bike-news/bmw-m-1000-rr-launched-in-india-109211/">BMW M 1000 RR launched in India</a>

<a href="https://www.autox.com/news/bike-news/bmw-s-1000-rr-isle-of-man-edition-revealed-109635/">BMW S 1000 RR Isle Of Man Edition revealed</a>

The BMW M 1000 RR Review: First Ride

The letter that represents the most powerful and sporty BMW cars has officially made its debut on a motorcycle that has everything in excess – performance, equipment, refinement, and, yes, also price. Here's a look at the 'Monster' BMW M 1000 RR!

<a href="https://www.quattroruote.it/" target="_blank"><img alt="Quattroruote" class="alignnone size-full wp-image-12538" src="/uploads/2013/04/quattroruote2.jpg" title="Quattroruote" /></a>

With its 700+km range, the Mercedes EQS has set the bar high for next-generation luxury EVs. Audi, meanwhile, has accepted Stuttgart’s challenge with its new PPE (Premium Platform Electric), which will form the base for the future A6 e-tron.

There was a time when the battle of technological supremacy between the three German premium manufacturers was largely resolved by the Leistungskrieg (the war of performance). Through their respective high-performance branches – Audi RS, BMW M, and Mercedes-AMG – Ingolstadt, Munich, and Stuttgart slugged it out with increasingly powerful engines, delivering frightening acceleration and performance, which were quite closer to those of the real supercars but came in more conventional body shapes, such as saloons and wagons.

That era, even though not too far from now, seems remote and prehistoric today. Because all of a sudden, the battleground has changed – we no longer live in the world marked by the roars of internal combustion engines but one that’s defined by the hiss of the increasingly popular electric powertrain. And in this changed battleground, the Wille zur Macht (will to power) of the three powerhouses of the luxury car world has shifted entirely towards offering more kilometres on battery power. But the essence of all this still remains the same – the race continues to be as heated as ever.

Welcome to the 700 Club

At this point, it’s necessary to mention that of the trio, BMW seems to be the least inclined to be dragged into the rat race, but we’ll have to wait and see how long this resistance lasts. We recently interviewed Frank Weber, Director, R&amp;D, BMW, and this is what he said: ‘With the iX, we offer over 600 kilometres of range. In our opinion, the industry will settle on this figure, as&nbsp;going further will not bring new customers.’

Now, this prediction was rendered meaningless in a resounding way by Mercedes. How? Well, with the EQS, of course, which has set the bar at 770kms. So, what about Audi? Obviously, it wasn’t going to be left behind. So, it readily accepted the challenge and came up with a concept car, <a href="https://www.autox.com/news/car-news/audi-a6-e-tron-concept-revealed-109342/">the A6 e-tron</a>, which will go into production between 2022 and 2023, and, thanks to the PPE (Premium Platform Electric), developed in collaboration with Porsche, it promises to offer ‘over 700kms of range’. It’s not that the war between the manufacturers has resumed – it couldn’t have, for the truce was an illusion, which only served to shift the aim.

&nbsp;SETTLING IN THE FUTURE – MERCEDES-BENZ EQS

The Mercedes EQS is one of those cars that’s difficult to talk about, for you don’t know where to start. Because it’s not just any old electric car for Stuttgart but a flagship that’s a harbinger of an entire fleet. In every area – from the platform to the battery and from autonomous driving (conditional) to the man-machine interface – the EQS proudly assumes its flagship role, something that the S-Class has been doing for decades. Now, we wouldn’t call it heresy, given the fact that it seems almost inevitable that electrification is the future of mobility.

Impressive Performance

The EQS, which you see in its innovative forms here, is not a show car but a finished production model, which will arrive in dealerships in August in two variants – the 450, with a rear engine of 328bhp and 568Nm (0 – 100km/h in 6.2 seconds, with a speed limit of 210km/h), and the 580 4Matic, with a second motor at the front and a total of 516bhp and 855Nm (0 – 100km/h in 4.3 seconds and a max speed limited to 210km/h).

<img alt="Mercedes Benz EQS Rear View" height="720" src="/uploads/2021/06/Mercedes-Benz-EQS-Rear-View.jpg" width="1280" />

Later, it’ll also be available in the AMG variant, with a max power of about 750bhp, which, incidentally, is the same as that of the Porsche Taycan Turbo S. Very impressive claims, then, in terms of power and performance, which counterbalance its sophisticated design. Its continuous arc silhouette, defined by a single line that goes from the nose to the tail, was made possible by the adoption of a dedicated architecture – the EVA, which was designed keeping in mind the reduced size of the front mechanical parts. This stylistic choice also has profound implications in terms of practicality and aerodynamics – with its 0.20Cd, the EQS gives Mercedes back the title of the most aerodynamically efficient car in the world.

Low Cobalt Batteries

The EQS will be offered with a choice between two batteries – a 90kWh and a 107.8kWh –both of which will be paired with a 400V electrical system. Also, both batteries will be available with both models of the EQS – the 450 and 580 4Matic. Their management software can be updated over the air. The lithium-ion batteries have a classic nickel-cobalt-manganese cathode, but the proportion of the three elements is 8:1:1 – cobalt, which impacts the environment the most, has been reduced to only 10%. This energy capsule can accept a charging power of up to 200kW in direct current, which translates into the possibility of gaining 300km of autonomy in 15 minutes.

<img alt="Mercedes Benz EQS Edition One Badge" height="720" src="/uploads/2021/06/Mercedes-Benz-EQS-Edition-One-Badge.jpg" width="1280" />

Now, in the EQS, charging is a complex operation, involving numerous vehicle functions. For instance, the navigation system, which is equipped with Electric Intelligence. The latter enables the system to plan the most efficient route, including stops for charging, based on parameters such as topography, temperature, and speed, and to modify it according to traffic and driving style. And that’s not all, the Mercedes me Charge management system enables even more advanced applications. In Japan, where the electric grid allows it, the EQS will be equipped from launch with the vehicle-to-grid function, which will enable it to return energy to the grid.

Other innovative options include Green charging – it ensures that an amount of renewable energy equal to the energy used for charging is fed back into the grid – and Plug &amp; Charge, which is a unified and automatic digital payment system that covers 500,000 charging points in 31 countries (200,000 in Europe) and offers a year’s free Unlimited subscription to Ionity’s fast-charging stations. &nbsp;

Hyperscreen and&nbsp;more &nbsp;

Great innovations in terms of hardware and software have also made it possible to make the EQS unique in terms of digitalization. Take, for instance, the rear-wheel steering, which as standard comes with an angle of 4.5°, but it can be increased to 10° through an over-the-air upgrade at the customer’s discretion (resulting in a turning diameter of 10.9 metres, which is less than that of the A-Class). Automated valet parking is another such example, which allows the car to be parked without human intervention in connected garages. The Drive pilot allows the EQS to drive in conditionally automated mode at the speed of up to 60km/h in dense traffic or in queues (initially on the German Autobahn).

<img alt="Mercedes Benz EQS Steering and Instrument Cluster" height="720" src="/uploads/2021/06/Mercedes-Benz-EQS-Steering-and-Instrument-Cluster.jpg" width="1280" />

The biggest achievement of the digitization process, however, is the Hyperscreen – a curved screen unit that runs almost from A-pillar to A-pillar (1,410mm wide) and houses three screens: a 12.3-inch LCD for instrumentation, a 17.7-inch OLED for infotainment, and a 12.3-inch OLED for the passenger. A characteristic of the interface is what’s called the zero layer, which ensures that the most important applications are always there on the top, without the need for digital or voice commands.

In most situations, navigation, phone, and media are, of course, always there on top, but to give a more specific example, the EQS can figure out, thanks to the GPS system, when it’s about to encounter a ramp or a speed breaker and, as a result, brings the lift function to the foreground. All these features that seem to us today technological wonders will one day become a necessity that we won’t be able to do without. Isn’t that amazing?

<hr />
<img alt="Mercedes Benz EQS Front Quarter Static" height="720" src="/uploads/2021/06/Mercedes-Benz-EQS-Front-Quarter-Static.jpg" width="1280" />

The grille is replaced by the Black panel (above). The cooling function is gone and sensors for autonomous driving have been added. The EQS offers three levels for energy recovery, which can be adjusted using the steering wheel paddles. Its proximity sensors pull out the door handles when they sense the owner’s proximity, and when the owner further approaches, they open the doors. Below: the Hyperscreen.

<img alt="Mercedes Benz EQS Interior" height="720" src="/uploads/2021/06/Mercedes-Benz-EQS-Interior.jpg" width="1280" />

<img alt="Mercedes Benz EQS Flush Door Handle" height="720" src="/uploads/2021/06/Mercedes-Benz-EQS-Flush-Door-Handle.jpg" width="1280" />

<hr />
<img alt="Mercedes Benz EQS Wheel Design" height="720" src="/uploads/2021/06/Mercedes-Benz-EQS-Wheel-Design.jpg" width="1280" />

The world record of 0.20Cd, essential for a range of 770kms, has been achieved through brilliant attention to details, such as the development of solid wheel rims. The Sensual design philosophy, which has been pursued for years by style director Gorden Wagener, has also been translated into fewer connections between body panels to achieve a sense of continuity of visual lines.

<img alt="Mercedes Benz EQS C Pillar" height="720" src="/uploads/2021/06/Mercedes-Benz-EQS-C-Pillar.jpg" width="1280" />

<hr />
<img alt="Mercedes Benz EQS Side View" height="720" src="/uploads/2021/06/Mercedes-Benz-EQS-Side-View.jpg" width="1280" />

Above:&nbsp;the proportions, with a short nose and a wide wheelbase, of the EVA architecture. Below: the three-dimensional light propeller inside the rear light cluster. The headlamps also act as digital lights by projecting trajectory indications (for instance, bottlenecks caused by roadworks) on the asphalt through a system of micro-mirrors with a resolution of 2.6 million pixels.

<img alt="Mercedes Benz EQS Rear Light Signature" height="720" src="/uploads/2021/06/Mercedes-Benz-EQS-Rear-Light-Signature.jpg" width="1280" />

<img alt="Mercedes Benz EQS Front Light Signature" height="720" src="/uploads/2021/06/Mercedes-Benz-EQS-Front-Light-Signature.jpg" width="1280" />

<hr />
ELEGANCE RESTORED – AUDI A6 E-TRON

So, we were saying something about 700. Oh, yes, the new benchmark, the new reference for the driving range of high-end electric cars seems to hover over this number. After the announcement of 770kms of the Mercedes EQS, we learnt about the Audi A6 e-tron. And we must say that those ‘over 700 kilometres’ of autonomy that it claims to offer make it, like the Stuttgart flagship, a next-generation EV.

So, how was this made possible? Well, like the EQS, Audi also used a whole new platform called PPE (Premium Platform Electric), which was developed in collaboration with Porsche. This platform was designed especially for electric vehicles and, therefore, is able to accommodate batteries of up to 100kWh capacity. Theoretically, it’s suitable for a diverse range of models, such as sedans and SUVs, irrespective of the battery size and length of the wheelbase.

<img alt="Audi A6 e tron Concept Front View" height="720" src="/uploads/2021/06/Audi-A6-e-tron-Concept-Front-View.jpg" width="1280" />

Another feature of the platform is that it allows for the possibility of developing rear-wheel-drive cars (the basic range, with an ability to do a 0 – 100 km/h sprint in less than seven seconds) or all-wheel drive (the high-performance variant, which would be able to do the same sprint in under four seconds), with the simple addition of an electric motor at the front axle. Precisely the latter, however, is the basis of the A6 e-tron concept, which delivers a combined power of 476hp and 800Nm.

But there is another key aspect of the PPE platform – its 800V charging technology. A feature that ensures charging with a maximum input power of up to 270kW, ensuring extremely reduced charging times. According to Audi, 300kms can be achieved in just ten minutes of charging, and in 25 minutes, it can be charged from 5% to 80% of its capacity.

Real All-Rounder

The intrinsic design flexibility of native electric architectures allows the possibility of planning in detail, and well in advance, entire families of models that can be based on it, and the PPE is no exception. Consequently, Audi has already announced a zero-emission strategy similar to that of Mercedes, which, thanks to the PPE, will range from the A6 segment and the lower ones (A4 and Q5, to be clear, which account for most of the brand’s sales) to the higher flagship segment (where today there is the A8). First, the Q6 e-tron SUV will be unveiled in its production guise in the second half of 2022. And a few months later, it will be followed by the final version of the A6 e-tron concept.

Return to Order

As a concept car, let’s not forget, the A6 e-tron also fulfils its role as an indicator of the direction the brand will most likely follow in terms of styling and design. And frankly, it’s good news. The A6 e-tron is 4,960mm long, 1,960mm wide, and 1,440mm high and is characterised by a coupe-like tail, which is more similar to that of the A7 Sportback than to the layout of a conventional three-box design. This vision of electric sedan not only has a brilliant aerodynamic coefficient (0.22) but also a design that after years – during which the stylistic vocabulary was populated with aggressive words such as cuts, edges, and other strong graphic elements – marks a return to a more uniform and elegant treatment of surfaces and transitions between them.

Perhaps, the most striking proof of this new course is the design of the rear fender, which in Audi’s language means the presence of quattro all-wheel drive. And on this A6 e-tron, it becomes an inevitable consequence of the natural curvature of the side surface. And no, it’s not just a question of aerodynamics – it’s a manifesto of style.

<hr />
<img alt="Audi A6 e tron Concept Side View" height="720" src="/uploads/2021/06/Audi-A6-e-tron-Concept-Side-View.jpg" width="1280" />

Above: the black insert under the doors indicates the presence of the battery and will become a signature feature for Audi e-trons, as will the rear-view cameras that replace the mirrors. Below: front Matrix LEDs can project content (like video games) in front of a wall when the car is charging. Also,&nbsp;the three-dimensional rear OLEDs.

<img alt="Audi A6 e tron Concept Front Quarter" height="720" src="/uploads/2021/06/Audi-A6-e-tron-Concept-Front-Quarter.jpg" width="1280" />

<img alt="Audi A6 e tron Concept Rear Quarter" height="720" src="/uploads/2021/06/Audi-A6-e-tron-Concept-Rear-Quarter.jpg" width="1280" />

© Riproduzione riservata

Read more:

<a href="https://www.autox.com/quattroruote/mercedes-benz-mbux-hyperscreen-preview-109123/">Mercedes-Benz MBUX Hyperscreen: Preview</a>

<a href="https://www.autox.com/news/car-news/mercedes-benz-eqs-listed-on-india-website-launch-confirmed-109380/">Mercedes-Benz EQS listed on India website, launch confirmed</a>

<a href="https://www.autox.com/news/car-news/audi-q4-e-tron-and-q4-e-tron-sportback-unveiled-109323/">Audi Q4 e-tron and Q4 e-tron Sportback unveiled</a>

Mercedes-Benz EQS & Audi A6 e-tron Concept: First Impressions

With its 700+km range, the Mercedes-Benz EQS has set the bar high for next-generation luxury EVs. Audi, meanwhile, has accepted Stuttgart’s challenge with its new PPE (Premium Platform Electric), which will form the base for the future A6 e-tron.

<a href="https://www.quattroruote.it/" target="_blank"><img alt="" src="/uploads/2013/04/quattroruote2.jpg" title="Quattroruote" /></a>

Ferrari has confirmed that their first-ever high-riding vehicle is in the works. Set to arrive in 2022, this upcoming crossover has been christened the Purosangue. But that’s not all – there’s a lot more coming from the Prancing Horse in the next five years.

There are times when you find yourself in a state in which, to quote Joy Division, ‘routine bites hard.’ And then, all of a sudden, you’re catapulted into those moments of change that seem to distort and complicate everything, and from which you can never come back as before. But not Ferrari! At least not since the time of the 360 Modena – a watershed moment in the history of the brand. You see, at Ferrari, they know the meaning of routine, for they have been working tirelessly for the past twenty years for the future. However, even in Maranello, the last few months have been a little more unstable and intense than usual.

&nbsp;In fact, it could be argued with reasonable certainty that the death of Sergio Marchionne left a big hole within Ferrari’s management. However, Marchionne seemed to have laid the future plan for the brand well before his unforeseen demise, for the plan for the period 2019 - 2022 seems to come from the conviction and intentions of Marchionne himself – it’s almost impossible to not see the reflection of his idea of increasing production volume in the current plan of introducing new models in four different production ranges – ‘Icona’, a range for one-off production cars, Super Sport (488 and 812), Gran Turismo (Portofino) and a Special series (488 Pista).

The future is red 
Though not officially confirmed, Ferrari’s offerings in 2022 will appear something like this. At the base of the GT range, there will be the heir to the Portofino – a formula on which a coupé-roadster is still a premature bet. A step above it would be an interesting new model – possibly the replacement of the GTC4 Lusso, which will be inspired by the big coupés of the 60s and 70s, and this possibly will continue the tradition of Ferrari’s naturally aspirated V12 engine. The main attraction, however, will be the Purosangue. Now, Ferrari doesn’t want it to be branded as an SUV, since it promises to inaugurate a completely different category of its own in terms of performance, driving dynamics and aesthetics. But, then, someone willing to purchase it will invariably also consider a vehicle like the Lamborghini Urus, which is a valid alternative to it in all respects.

If the anticipation and expectations of the last few months are realised, the four-seater crossover / SUV by Ferrari will only be offered with a bi-turbo V8 hybrid plug in engine. There’s also news that, in addition to the 488’s replacement, another super car with a mid-engine layout will join the range around 2022. It could even get a V12 engine. And, if that happens, it would be the first since the days of the F512 M.

But a lot will depend on the fate of the 488. If it remains limited to a hybrid V6 turbo, then its elder sister could simply be content with a V8. In any case, the second proposal, featuring a mid-mounted engine won’t threaten the existence of front-engined V12 models like the 812 and GTC4 Lusso – after all they’re well rooted in the history of Ferrari.

Overall, it seems like a smooth plan, except for the launch of Ferrari’s next hypercar – as there’s still no word on it. Between 2019 and 2022, the company will launch at least one model under the one-off Icona series per year, one model under the Special series per year, four GTs (including the Portofino and Purosangue), and three under Super Sports between 2019 and 2022 – a total of fifteen new launches.

The question is – is it possible to introduce so many models in such a small duration and still prevent the possible dilution of the brand value of Ferrari? The answer came from Enrico Galliera, Sales &amp; Marketing Director, Ferrari. ‘By 2022, there will be 18 million rich people in the world. And this year, we’re only producing 9,000 cars. A mere 0.05% of that market. Even if we double our sales volumes by the end of the plan, we’ll still be far below the ‘alert’ threshold.’ It’s a clear sign, and a good one, that Ferrari wants more customers but doesn’t intend to make any compromises regarding the brand’s exclusivity.

<hr />
<img alt="Ferrari Prancing Horse Nov 2018 2" height="" src="/uploads/2018/11/Ferrari-Prancing-Horse-Nov-2018-2.jpg" width="" />

Here’s our interpretation of the Purosangue. In our rendering, it’s certain that the SUV – or better to call it a crossover – will be built on a front-engine platform and will, of course, have raised suspension and a cabin that can seat four passengers.

ALL-WHEEL DRIVE 
The new platform that incorporates a front-engine layout will also have the provision for all-wheel drive, meaning it’ll be big on versatility and could spawn a number of variants.

SUSPENSION 
Expected to be innovative and versatile, the Purosangue will come with multiple driving modes to tackle different terrain.

HEAD-UP 
Hands on the steering wheel, eyes on the road and huge screens for back seat passengers.

ENGINES 
The architecture will have a front-engine layout, and it’ll be possible to install powertrains of different sizes – from the upcoming V6 to the classic V12. Additionally, a hybrid along with a battery pack will also be offered.

ACCESSIBILITY 
Ferrari hasn’t revealed anything on that front, but the Purosangue will have innovative solutions in terms of accessibility.

TRANSMISSION 
Ferrari will continue to work on double-clutch automatic transmissions, and the one that will be featured in the Purosangue will be the next-gen gearbox from the same family.

HYBRID 
There’ll be two different solutions – a mild hybrid, similar to the solution adopted by the MGU-K in F1 for the super sport-cars, and the other one will have rechargeable batteries and an exclusive electric drive mode for the GT range.

WHEELBASE 
In the case of the front-engine architecture, the dimensions will be completely different for the Portofino and Purosangue. The wheelbase and cabin space will also differ.

<hr />
FINANCIAL TARGETS 
Aiming at super shares and profitability

Maximum research for profitability, increase of dividends and buy-back – the three primary objectives of Ferrari’s industrial plan in terms of finance. Interestingly, all of them are focused on value creation for shareholders. And, for this very reason, they’ve been welcomed by the stock exchange, which rewarded the company’s stock with a 4% growth in the capital market the day it happened, the 18th of September. Ferrari is going to increase its revenue until it reaches the 5 billion Euros mark by the end of 2022, compared to 3.4 billion Euros last year.

EBIDTA (Earnings before interest, taxes, depreciation and amortization) in 2017 stood at 1.1 billion Euros and is expected to rise to 1.8 – 2.2 billion Euros within the next four years. This means that by the end of the plan, Ferrari could hit a 40% operating profit, which will be in line with the levels already reached by the luxury giant, Hermès – a real reference competitor in the late Sergio Marchionne’s opinion. For operative income, on the other hand, the new CEO Louis Camilleri has set a target of more than 1.2 billion Euros by the completion of the plan – in 2017, it was 780 million Euros. ‘It’s an ambitious project that anyway relies on a realistic and feasible platform,’ declared the new company head, highlighting how revenues matter more than sales volumes. 
Now, with the launch of 15 new models in the next five years, 83% of total investments will flow into the research and development of these products, meaning a total cash inflow of approximately 3.6 billion Euros. Ferrari further claims that the profit margin for shareholders will increase from the current 25% to 30% between 2018 and 2022, and this cash will also allow them to purchase their own shares (buy-back) for a total of 1.5 billion Euros.

According to the analysts of Equita, positive elements of the plan include the emergence of the new Icona range, which have very high margins, the fact that the budget should incorporate only the launch cost of the Purosangue rather than the revenues the SUV will generate, the potential of activities not related to cars, the estimate of a 60% hybrid production by 2022, which reduces the risk of fines for CO2 emissions and, finally, a buy-back of 1.5 billion Euros that’s not included in the financial charges. Equita has confirmed that the share purchase decision has been set to 132 Euros as a target price – something already done by brokers like Banca IMI, Citi and Jefferies.

Filippo Buraschi

<hr />
ROBUST GROWTH

Over the period between 2018 and 2022, the relevant financial indicators will grow in a progressive and constant manner. In terms of profitability, it’s expected that there’ll be annual growth rate of approximately 9%.

<img alt="Data In Millions" height="" src="/uploads/2018/11/Data-in-Millions.jpg" width="" />

<hr />
<img alt="Ferrari Prancing Horse Sketch From Manzoni1" height="" src="/uploads/2018/11/Ferrari-Prancing-Horse-Sketch-from-Manzoni1.jpg" width="" />

<img alt="Ferrari Prancing Horse Monza1" height="" src="/uploads/2018/11/Ferrari-Prancing-Horse-Monza1.jpg" width="" />

In these two sketches from Manzoni, the design elements that particularly stand out are the tonneau and the sleek LED tail-light. The detail and finish of the nose is exemplary to say the least.

<hr />
<img alt="Ferrari Monza" height="" src="/uploads/2018/11/ferrari-monza.jpg" width="" />

<img alt="Ferrari Monza Interior" height="" src="/uploads/2018/11/ferrari-monza-interior.jpg" width="" />

The Monza will inaugurate Ferrari’s Icona series. Built on the platform of the 812 Superfast, it generates over 800 horses and can clock 0 to 100km/h in 2.9 seconds. It’s designed by the Ferrari design centre, led by Flavio Manzoni. It’s a classy reference to the two-seater racing model from the 50’s.

<hr />
<img alt="Ferrari Prancing Horse Sketch Frame Work1" height="" src="/uploads/2018/11/Ferrari-Prancing-Horse-Sketch-Frame-Work1.jpg" width="" />

TWO PLATFORMS &amp; THREE ENGINES 
V6 AND PLUG-IN ON ARRIVAL

It won’t be an exaggeration to say that the ultimate dream of every car enthusiast is to sit, at least once in their life, behind the steering wheel of a Ferrari. And this desire only becomes stronger with time. This quite effectively shows the value of Ferrari as a brand. This means that new challenges await Michael Leiters, Chief Technical Officer at Ferrari, as he and his team will have to ensure that aspirational value of the brand is not diluted by this new plan.

Between 2019 and 2022, Ferrari will see the return of the V6 engine, which had disappeared from their road-going cars after the demise of the Dino 246 GT in 1974. The power unit, turbo and hybrid, won’t be used on a specific model, but it will find room in the replacements of the Portofino and 488. Then, there will be the development of new platforms – two quite innovative architectures (see the drawings below). One featuring a front-engine with gearbox in a transaxle position – the platform will be all-wheel drive ready as well. The second architecture will have a mid-mounted engine. Both of them will be ready for electrification, most probably in two formats – mild hybrid and plug-in. They will constitute the backbone of all the upcoming Ferrari cars – from the Purosangue to other supercars. And what about self-driving modes in these cars? There’s still no clear answer to that. According to Leiters, It will happen only if we manage to do it in the typical Ferrari style.

Ferrari lays out its 5 year roadmap

Ferrari has confirmed that their first-ever high-riding vehicle is in the works. Set to arrive in 2022, this upcoming crossover has been christened the Purosangue. But that’s not all – there’s a lot more coming from the Prancing Horse in the next five years.

<a href="https://www.quattroruote.it/" target="_blank" rel="noopener noreferrer"><img class="alignnone size-full wp-image-12538" title="Quattroruote" src="/uploads/2013/04/quattroruote2.jpg" alt="" width="700" height="375" /></a>
With styling inspired by Marc Lichte’s Audi Prologue concept, the brand new A7 will be unveiled in end 2017 while the new A6 will follow soon after in 2018. Here’s a first look at what to expect.
Being a car designer can, at times, be a bit awkward. As soon as a designer takes charge of a new assignment, he or she is normally in a roaring hurry to express their vision for the brand with subsequent model launches. But, in the initial few years at least, they end up promoting models that have been developed by other designers. This tends to continue all the way till their own ideas start to finally materialise into production models. And it certainly appears as though Marc Lichte, chief designer at Audi since 2014, is no exception to this rule. While his first contribution at Audi came in the form of the aforementioned Prologue concept, he was forced to assume surrogate fatherhood of the A4 (2015) and A5 (2016). But, now his vision is ready to materialise in a series of achievements.
In Frankfurt, later this year, Audi will launch the next-generation A8, then the A7 will arrive by the end of the year, followed by A6 in the first half of 2018 (there will also be a couple of SUV launches in between). Drawing heavily on the Audi Prologue concept, this upcoming trio has been designed intensively to highlight the different personalities of each model as opposed to maintaining pure brand consistency.
Combining the practicality of a fast sedan with the sportiness of a coupe, the A7 remains a niche model with less than 26,000 units sold worldwide in 2016. The A6, on the contrary, is at the core of the Audi range with more than 276,000 units sold in sedan, Avant and All-road body styles.
The A6 is an important product. That said, it’s not Audi’s bestseller. It contributes only 15% to the brand’s global sales. However, it brings with it high profitability and it’s strategically placed. Not only does the A6 face stiff competition from the Mercedes-Benz E-Class and BMW 5 Series, but it also has to contend with its own SUV siblings, which nowadays contribute to more than a third of the company’s turnover. All of this means that the new A6 has absolutely no margin for error!
The fifth generation A6 adopts the MLB-Evo platform for longitudinal engines (shared with the Q7), making it up to 100kgs lighter – which means less consumption and emissions, as well as enhanced driving pleasure. Inside, the cabin will have fewer buttons and knobs. The dashboard will feature two touch screens (possibly with haptic feedback), while a touchpad will replace the control knob on the centre console.
In terms of autonomous technology, the new A6 will herald a semi-autonomous drive function that it’ll inherit from the upcoming A8 – which itself is expected to debut at the Frankfurt Motor Show later this year. Under the hood, there’ll be optimised versions of the current 2.0-litre TFSI and TDI motors, along with a V6 turbo-diesel. The latter will be fitted to the S6 and S7 and come strapped with two turbos, generating almost 500bhp. The more powerful RS6 and RS7 are expected to be launched between 2018 and 2019, and will retain the current V8 motor – generating a power output of around 600bhp. Automatic transmissions will feature both the S-tronic (dual-clutch auto) and the Tiptronic (torque converter), and, obviously, they’ll come paired with Quattro all-wheel drive.
The hybrid plug-in (e-Tron) is most likely to get a V6 engine coupled to an electric motor, like the Q7. There is also the possibility of using a smaller 2.0-litre four-cylinder motor as well mated to the hybrid powertrain.
Stay tuned for more later this year.
&nbsp;
<img class="alignleft size-full wp-image-99333" src="/uploads/2017/06/4R-Apertura-Audi-A6-A7-4.jpg" alt="4R Apertura Audi A6 A7 4" width="642" height="336" /> 
A6 2018 
Dynamic, taut, light and refined – all thanks to the MLB Evo platform. On offer will be 4-cylinder and V6 motors. A hybrid plug-in e-Tron is also in the pipeline, followed by S6 and RS6 derivatives. But will there be a fully electric version? Well, you never know…
A7 late 2017 
The A7 Sportback will arrive at dealerships before the sedan. It might even feature a 2.0-litre turbo motor as the default choice. Also confirmed are S7 and RS7 versions.
<img class="alignleft size-full wp-image-99203" src="/uploads/2017/06/4R-Audi-A6-SW.jpg" alt="4R Audi A6 SW" width="642" height="336" />
A6 Avant 2018 
There’s no fixed launch date as of now for the Avant version – the station wagon. We may see this body-style come to India once again in the form of the RS6 at some point in the future.
FOUR MATERIALS FOR THE FLAGSHIP
Aluminium, steel, magnesium and plastic reinforced by carbon fibre will be used together for the first time to build the body structure of the fourth generation A8. The new A8 will be the first production model that’s entirely designed by Lichte. With an unprecedented mix of materials, the flagship car truly moves Audi’s famous Space Frame construction forward. Additional advancements have been achieved thanks to the use of new sheet metal welding technologies.
<img class="alignleft size-full wp-image-99202" src="/uploads/2017/06/4R-Audi-A7-frontale2.jpg" alt="4R Audi A7 frontale2" width="642" height="336" />
When the new A7 debuts later this year, it’ll have a lot of A8 in its appearance. Compared with the A6, though, it’ll have slimmer headlights and, of course, its signature fastback design. 
Short overhangs, wide shoulders and prominent fenders are some of the key design highlights of the new A6.
© Riproduzione riservata
Also read: <a href="https://www.autox.com/quattroruote/model-x-p90d-review-first-impressions/">Model X P90D Review: First Impressions</a>

2018 Audi A6 & A7: Preview

With styling inspired by Marc Lichte’s Audi Prologue concept, the brand new A7 will be unveiled in end 2017 while the new A6 will follow soon after

<a href="https://www.quattroruote.it/" target="_blank"><img class="alignnone size-full wp-image-12538" title="Quattroruote" src="/uploads/2013/04/quattroruote2.jpg" alt="" width="700" height="375" /></a>
Not only is the Urus Lamborghini’s first ever crossover, but it’s also the first vehicle from Sant’Agata to feature turbocharging and a hybrid powertrain. Most importantly, it’s aimed at uber-rich clients who like travelling with their families.
You might say that comparing the origin and evolution of the human race with that of Lamborghini is a bit vague. But, given the quantum leap that this Italian automaker has taken since its first model in 1964, the 350 GT, Lamborghini has evolved into a monumental brand! From the 350 GT to iconic models – such as the Miura, Countach or Gallardo – Lamborghini has always managed to stay at the forefront of the state-of-the-art technologies of each era. And its next leap will come with the global launch of the Urus SUV, planned for December this year.
PARADIGM SHIFT 
The highly awaited Urus was unveiled in 2012 as a concept, bearing the name of a bovine species that went extinct in the 17th century. From being a show car at the Beijing Auto Show to becoming a production version of the first ever Lamborghini SUV (unlike the LM002, which was developed primarily to tackle off-road terrain), the Urus has been in the works for close to six years. The Urus will hit the global market by the summer of 2018 after its debut in December at the firm’s home facility in Sant’Agata Bolognese. And this is a paradigm shift for Lamborghini – best known for producing some of the world’s most insane and iconic supercars, the Urus SUV will mark Lamborghini’s foray into the world of high-riding crossovers.
The first SUV featuring the Raging Bull on the bonnet also happens to be the first Lamborghini designed for daily use – even if you’re a family man, a very wealthy one at that (which goes without saying). And that’s not it, the Urus is also the first model in Lamborghini’s whole range to feature a turbo engine – barring the Countach LP Turbo S prototype of 1984. It’s also going to be the first production hybrid car by the automaker.
All things considered, the Urus SUV will be a game-changer for Lamborghini. The company expects to double its sales from the 3,457 units sold in 2016. Lamborghini’s growing sales are mainly driven by the US market – a country that also has a large appetite for high-end SUVs. As per current predictions, about 3,000-3,500 units would be produced annually. The production of the Urus won’t be shared with any of the current Volkswagen factories, especially the one at Bratislava where most of the group’s platform sharing SUVs (the Audi Q7, Porsche Cayenne, Bentley Bentayga, et al) are built. The Urus will be manufactured at the supercar maker’s Sant’Agata Bolognese plant in Italy, thanks to the 80-100 million Euros grant by the Italian Ministry of Economic Development. The assembly lines have been specifically arranged and optimised for the Urus through procedures that are vastly different from the ones followed by the Aventador and Huracan. In fact, in the last few months, the production unit has started churning out the first prototypes of the Urus.
DNA Preservation 
In terms of dimensions, the production version will remain close to the concept. The Urus will be around 5 metres long and 2 metres wide, while its height will be about 1.65 metres – making it clearly the tallest Lambo to date. However, the same cannot be said about its final design because it’s been influenced by the change of leadership at the Lamborghini design centre, which in April 2016 welcomed Mitja Borkert, former design head at Porsche – replacing Filippo Perrini, who has now joined Italdesign.
Lost Angles 
The Urus has lost the concept’s edgy design in favour of a smoother profile – which is fine since it’s not a supercar. For families with kids, it’ll have a classic five-seat configuration. For smaller families, there is an option featuring four individual seats. Now, while it may be the most practical vehicle from Lamborghini till date, it’s safe to say it won’t be a slouch on the road. To ensure that its performance is in line with other vehicles in the luxury segment, it’ll have a 600bhp rated 4.0-litre twin-turbo V8 petrol motor, with power going to all four wheels. But don’t expect it to go dune-bashing! At the end of the day, it’s just going to be a posh crossover. In fact, the Urus will aim to be the best handling SUV under the sun. To achieve this goal, it’ll be equipped with air suspension, carbo-ceramic brakes, active anti-roll bars and rear-wheel steering. We still don’t have much information about its interior, or the connectivity options it’ll have, but expect the cabin to be 100% Lamborghini.
Hybrid with a boost! 
Another big highlight of the Urus will be the plug-in hybrid version, which might be available by the end of this decade. But more than zero emissions, the battery pack – which, we’re told, won’t alter the packaging or weight of the vehicle – is meant to increase the acceleration. From a price standpoint, the Urus will find its strongest competitors in the Porsche Cayenne Turbo S and Bentley Bentayga SUV’s – both of which are part of the VW Group. So, stay tuned for more as we get close to D-Day …
[caption id="attachment_97506" align="alignleft" width="642"]<img class="size-full wp-image-97506" src="/uploads/2017/05/LAMBO-LM-002_LL040723006.jpg" alt="LAMBO LM 002 LL040723006" width="642" height="336" /> From memory lane, the Rambo-Lambo Conceived in the mid-seventies to win a military contract, the LM-002 ended up being perceived as a Countach for people who didn’t have access to roads suitable for a real Countach. The LM-002 shared its V12 with the Countach as well. Its clientele mostly included the sheikhs of Gulf countries. Around 300 samples of this 4X4 were built originally.[/caption]
&nbsp;
[caption id="attachment_97504" align="alignleft" width="642"]<img class="size-full wp-image-97504" src="/uploads/2017/05/4R-Lamborghini-Urus-posteriore.jpg" alt="4R Lamborghini Urus posteriore" width="642" height="336" /> Edgy lines and sharp angles are the main stylistic feature of the Aventador and Huracan, but since the Urus wants to be perceived as a Lamborghini for daily use, its profile is smoother. The cabin is more upright and it sports a prominent shoulder line – a typical design trait of SUVs these days.[/caption]
&nbsp;
<hr />
HURACAN OF RECORDS
<img class="alignleft size-full wp-image-97505" src="/uploads/2017/05/3-4_Rear.jpg" alt="3 4 Rear" width="642" height="336" />
It has the most powerful V10 engine produced by Lamborghini (631bhp at 8,000rpm and a torque of 600Nm at 6,500rpm). Other highlights include Lamborghini Active Aerodynamics and Forged Carbon Fibre construction, which brings the car’s weight down by 40kgs compared with the standard version. The 0-100km/h sprint is completed in just 2.9 seconds. Its design is reminiscent of the Super Trofeo race car, especially that large rear wing. And, most importantly, it became the fastest production car to lap the Nordschleife racetrack. It achieved a lap time of 6:52.01 – almost five seconds quicker than the Porsche 918 Spyder! The Huracan Performante has just gone on sale in India at a whopping price of Rs.3.97 crores!
&nbsp;
© Riproduzione riservata
Also read: <a href="https://www.autox.com/quattroruote/audi-q8-bmw-x7-preview/">Audi Q8 &amp; BMW X7: Preview</a>

Lamborghini's Urus marks a new era for Sant’Agata

Not only is the Urus Lamborghini’s first ever crossover, but it’s also the first vehicle from Sant’Agata to feature turbocharging and a hybrid

<a href="https://www.quattroruote.it/" target="_blank"><img class="alignnone size-full wp-image-12538" title="Quattroruote" src="/uploads/2013/04/quattroruote2.jpg" alt="" width="700" height="375" /></a> 
The seventh-generation of the 3 Series has its work cut out for it. The new Audi A4 and Mercedes-Benz C-Class have raised the bar. The question is, how will Munich respond?
Is the traditional sedan on the verge of extinction? Well, if you look at the varying types of SUV’s, coupe SUVs, crossovers and the like, you could fool yourself into believing that to be the case. But then you go through the sales charts globally, and you find that – despite the various niches that automakers have unearthed over the years – against all the odds, four-door sedans continue to be the flavour of the month.
After all, for BMW – who are absolutely ace at uncovering new niches – it’s the good old 3 Series that continues to lead the sales charts. In 2015, the 3 Series accounted for almost one-fourth of BMW’s total sales. And now it’s almost ready for its seventh iteration.
Forty years and six generations after its launch, it’s racked up over 14-million sales – of which at least 10 million are traditional sedans. Today, the sedan accounts for 75% of total sales – although the 3 Series was conceived in 1975 as a two-door sedan.
EVOLUTION
Reinventing your bread-and-butter product is never easy. It needs to keep up with the times of course, but things get very complicated when addressing questions regarding shape and size. Which strategy to adopt – one of revolution or evolution – is never an easy one to address. The former is a shot in the dark, while the latter may end up being too little too late.
But when you’re dealing with a model as important as the 3 Series, prudence must always prevail. So, design-wise, one generation simply can’t divert its course too far from its predecessor. If anything, the next generation 3 Series will be inspired from the brand flagship – the new 7 Series. And, like the 7 Series, the real innovations will remain under the skin.
Of course, the next generation 3 Series will remain rear-wheel drive (unlike the next-gen 1 Series and 2 Series Active Tourer, which are front-wheel drive). It’ll feature the magic words ‘efficient’ and ‘lightweight’ – although, for cost reasons, it’ll have to do without the carbon core of the new 7 Series. It will, nevertheless, lose almost 100 kilograms in its generational shift.
It will be more efficient (it’ll have to be to meet stricter emissions regulations worldwide), and it’ll also be more agile – it does, after all, have to live up to its sporting image. In lieu of this, it’ll have an upgraded braking and stability management system. The new platform will also allow for a longer wheelbase, which will offer more space for passengers.
Under the hood, you’ll find both traditional as well as innovative motors. There’ll be a plug-in hybrid of course, but also an all-electric version that’ll likely launch in 2020. Five years from now, there could also be a fuel-cell version of the 3 Series (resulting from the collaboration with Toyota). And, of course, the new 3 will showcase the best innovations in terms of connectivity and driver interface systems. In the next generation 3, you’ll be able to communicate with your car by using both voice commands as well as hand gestures.
Naturally, driver assistance systems will take centre stage. On the highway, the new 3 will be able to drive itself up to 60km/h. It’ll be able to stay in the same lane and change lanes, as well as park on its own via remote control.
And while the sedan will be the first to market, it’ll be followed by the GT, the estate, the long wheelbase for China, and the 4 Series (Coupe, Gran Coupe, and Cabriolet).
OF THE AGES
<img class="alignleft size-full wp-image-76130" src="/uploads/2016/10/quatt-P90196693-bmw-group-plant-munich-produces-10-millionth-bmw-3-series-sedan-09-2015-2249px.jpg" alt="P90196693 bmw group plant munich produces 10 millionth bmw 3 series sedan" width="642" height="336" /> 
The 3 Series, with two doors, was born in 1975. In 1982, it was joined by a four-door version – which was followed by a station wagon, cabriolet, and the M3. In 1990, the two-door sedan was renamed a coupé. With the fourth generation (1998), a range of sporty diesel engines were added to the line-up. Styling took centre stage with the fifth generation (2005). In 2013, the 4 Series was launched. By the time the 3 Series turned 40 years old it had sold 14 million units – the 10 millionth example is seen rolling off the assembly in the picture above.
<img class="alignleft size-full wp-image-76138" src="/uploads/2016/10/quatt-bmw-age.jpg" alt="BMW of the ages" width="642" height="399" />
Air curtains in the front fenders and LED lamps are some of the highlights of the new design, but the overall impression remains much the same as before.
© Riproduzione riservata
Also read: <a href="https://www.autox.com/quattroruote/upcoming-range-of-bmw-models/" target="_blank">Upcoming range of BMW models</a>

A look at the upcoming new 2018 BMW 3 Series

The seventh-generation of the 3 Series has its work cut out for it. The new Audi A4 and Mercedes-Benz C-Class have raised the bar. The question is,

<a href="https://www.quattroruote.it/" target="_blank"><img class="alignnone size-full wp-image-12538" title="Quattroruote" src="/uploads/2013/04/quattroruote2.jpg" alt="" width="700" height="375" /></a>Almost a decade ago, the A4 took on a sportier avatar. Well, here’s a first look at the second generation – with high performance models to follow shortly.
Nine years to move from one generation to the next is a long time indeed. The debut of the first-gen A5 dates all the way back to 2007. It was a scintillating design back in the day. Compared to that, the second gen, which arrives first in coupe form in Europe, doesn’t make quite the same impact. The revolution, if at all, is hidden deep under the skin. The second-gen A5, like the all-new A4, is now based on the Volkswagen Group’s lightweight MLB Evo platform.
DESIGN DETAIL
From the start of 2014, Marc Lichte occupied the chair of lead designer at Audi that once belonged to Wolfgang Egger. Lichte, for his part, comes to the Audi style summit with the task of differentiating the visual impact of the cars with the four rings – which are often judged (or misjudged perhaps) to be too similar to one another. Given Lichte’s past work, his particular skill to elevate the values of a brand, while also managing to pull the emotional strings of customers, should come in handy here. But if that’s the case, one may also wonder why the new A5 is so similar to the outgoing model? You see, when Lichte took his new office back in 2014, the design sheets of the future A5 were already largely frozen. Lichte expressed his ideas on the future of Audi style in the Prologue concept unveiled in November 2014. Now all he could do with the new A5 was to fine-tune its design at best. So, he redesigned and lowered the grille, making the headlights appear as if they’re higher up, and giving the shoulders a typical three-dimensional appearance. Widened wheel arches emphasize the Quattro four-wheel drive, which Audi thinks is a very important and distinctive detail.
THE A4 LURKS WITHIN
You won’t be surprised to learn that, under the hood, it has a lot in common with the all-new A4. Globally, it’ll be offered with a 2.0 TFSI motor that produces 188bhp (debuting on the A5), along with a turbo diesel (TDI) mill of the same displacement and power output. Completing the range is the 3.0 V6 TDI available in two states of tune – either 215bhp or 282bhp. A plug-in hybrid may be added to the range as well later on, since the Q7 (also based on MLB Evo platform) also has an e-Tron variant in the range. Transmission options on the new A5 include a six-speed manual, a seven-speed S tronic (dual-clutch) and an eight-speed tiptronic. Drive goes either to the front wheels, or to all four, depending on the engine/gearbox configuration. On request, Audi will equip the A5 with a sport differential and adjustable dampers. Another new feature is the new electromechanical power steering – dynamic steering is optional. The adoption of the MLB Evo platform makes it 47mm longer, going from 4,626mm to 4,673mm. Overall weight has gone down by close to 60 kilograms. Boot space has increased by ten litres, now up to 465-litres. In terms of safety and tech, the A5 comes loaded with an identical list of systems to the new A4, including semi-autonomous driving technology and cutting edge infotainment options. In fact, the interiors of the two cars are almost identical – and Audi’s Virtual Cockpit is available of course. Enthusiasts looking for something more striking and sporty ought to wait for the RS5, which arrives in the second half of 2017. The regular A5 and S5 will reach dealerships in major international markets by end of 2016. We’re likely to get the S5 sometime next year, followed by the RS5 after it makes its global debut.
BETWEEN 2 AND 4 DOORS 
<img class="alignleft size-full wp-image-73496" src="/uploads/2016/08/a5-coupe-two-door-front-three-quarter.jpg" alt="a5 coupe two door front three quarter" width="642" height="336" /> 
From 2007 till now, there have been more than 750,000 A5’s delivered worldwide – over 460,000 units in Europe alone. Interestingly, Europe seems to prefer the practicality afforded by the four-door version, as opposed to the United States – where the two-door A5 Coupe is the preferred choice. In India, we were offered the four-door Sportback S5 and two-door RS5 over the past couple of years.
MORE POWER TO THE S5 
<img class="alignleft size-full wp-image-73494" src="/uploads/2016/08/new-audi-a5.jpg" alt="new audi a5" width="642" height="336" /> 
Like the S4, the next generation S5 will also come powered by the new six-cylinder 3.0-litre V6 turbocharged petrol – yes, they’ve ditched the supercharger! There’s no need to complain though, since the motor delivers 349bhp – that’s 21 more horses than the outgoing version. Audi claims, with that much firepower under the hood, the S5 will be able to achieve the 0-100km/h sprint in just 4.7 seconds. Be gentle with the throttle though, and Audi says you can eek out 13.7 kilometres on a litre of petrol! Compare the S5 with its more docile sister, and it’s clear that it’s characterized by some interesting details that emphasize its dynamic attitude – both inside and out.
<img class="alignleft size-full wp-image-73497" src="/uploads/2016/08/new-audi-a5-front-three-quarter.jpg" alt="new audi a5 front three quarter" width="642" height="336" /> 
At first glance, telling the new model from the old one is quite a tough task. But what you don’t notice with your bare eyes is that it’s now 4cm longer, flaunts a new version of the single-frame grille, has wheel arches that are more prominent, as well as shoulder lines that make a visible three-dimensional impression. Also, LED lights now grace the front and back (Matrix LED lamps up front are optional too)
<img class="alignleft size-full wp-image-73495" src="/uploads/2016/08/new-audi-a5-steering-wheel.jpg" alt="new audi a5 steering wheel" width="642" height="336" />
 The cabin is virtually identical to the A4 – with its 12.3-inch digital instrument cluster that makes up Audi’s Virtual Cockpit and 8.3-inch central display for the infotainment system
© Riproduzione riservata
Also read: <a href="https://www.autox.com/news/car-news/all-new-audi-a5-and-s5-coupe-unveiled/" target="_blank">All new Audi A5 and S5 Coupe unveiled</a>

New Audi A5: First Look Review

Almost a decade ago, the A4 took on a sportier avatar. Well, here’s a first look at the second generation – with high performance models to

<a href="https://www.quattroruote.it/" target="_blank"><img class="alignnone size-full wp-image-12538" title="Quattroruote" src="/uploads/2013/04/quattroruote2.jpg" alt="" width="700" height="375" /></a>There isn’t a market in the world where the sales of compact crossovers aren’t growing. And with a crossover based on the Polo, it seems like VW may finally be joining the party.
Well, there’s one place where the Polo SUV won’t be getting much appreciation, and that’s at the South Pole – but only because the penguins who live there don’t know how to drive! And it’ll be much the same case at the other end of the planet too, unless Eskimos can’t resist the charms of compact crossovers too. But everywhere in between, this is one segment that car buyers just can’t seem to get enough of.
In India, the floodgates were opened by Ford with the EcoSport. Then, the Duster, which virtually singlehandedly established the Renault brand in India. And now the Hyundai Creta is racing to the top of the charts, but not before Maruti Suzuki has jumped into the fray with the Vitara Brezza. In Europe, 2013 saw a little over half a million compact crossovers hit the streets. By 2021, sales are expected to exceed 2 million units a year. But, so far, two of the biggest names in the automotive world – Toyota and Volkswagen – have been missing from the action.
<img class="alignleft size-full wp-image-68880" src="/uploads/2016/04/quatt-polo-suv-may-2016-pic2.jpg" alt="POLO SUV" width="642" height="336" />
The Skoda Yeti is 4,220mm long, and is built on the Octavia platform – which means that it’s a little bigger. The Audi Q2 meanwhile – which is expected to be launched next year – will be a more premium product. Alongside the reveal of this baby Q from Audi at the Geneva Motor Show was the unveil of the T-Cross Breeze Concept – a cabriolet crossover based on the Polo platform. Forget about wind in the hair for a moment, add a roof, standardize a few details that are typical of a show car (as we’ve done in these renderings), and what you’re left with is a pretty good idea of what to expect from Wolfsburg a couple of years from now. And that’s the key – you see, this new crossover probably won’t hit the market till 2018.
AT THE LOWER END OF THE RANGE 
In its final version the Polo SUV (let’s call it that) could be cut short by a couple of hundred millimetres from the concept’s length of 4,130mm – perhaps even making it sub-four metre. VW is also developing a new crossover on the Golf platform, so it’ll have to ensure enough differentiation between the two SUVs – both of which will likely arrive around the same time.
From a styling perspective, the Polo-based SUV is expected to follow the styling direction of the new Tiguan. Of course, being a Volkswagen, expect clean lines and slender headlights. At the back, it’ll get a full width Audi-esque tailgate, with the taillights built in. To give it a rugged stance, it’ll have some plastic cladding around the wheel arches and on the lower part of the doors and bumpers. Under the hood, of course, it’ll likely carry a full range of engine options borrowed from the Polo hatch.
And don’t lose hope if what you were dreaming of was an open-top SUV. Volkswagen’s senior managers have hinted that series production of the T-Cross Breeze could soon become a reality – not before further market study though. It would be foolish to rule it out though – especially since coupe SUVs appear to have become all the rage and the Evoque Cabrio has already introduced the idea of an open-top SUV.
<img class="alignleft size-full wp-image-68881" src="/uploads/2016/04/quatt-polo-suv-may-2016-pic1.jpg" alt="POLO SUV" width="642" height="336" /> 
The T-Cross Breeze concept, a cabriolet, was showcased at the Geneva Motor Show this year – but a regular SUV derivative will be soon headed for production (the renderings of which you see here).
AND IT DOESN’T END THERE…
After years of dwelling and experimentation, VW is finally developing a full range of SUV’s:
<img class="alignleft size-full wp-image-68877" src="/uploads/2016/04/quatt-polo-suv-may-2016-pic5.jpg" alt="POLO SUV" width="642" height="336" />
T-ROC: This is a concept from the 2014 Geneva Motor Show (see the photo below), which measures 4,180mm in length. It’s expected to make it into production in 2018, and could register an increment increase in length to 4,250mm.
TIGUAN: Available later this year, the second generation of this SUV measures 4,480mm.
<img class="alignleft size-full wp-image-68878" src="/uploads/2016/04/quatt-polo-suv-may-2016-pic4.jpg" alt="POLO SUV" width="642" height="336" /> 
Tiguan XL: Seven seats in a body that measures almost 4.70 meters (see photo above). Officially, it’s expected to be launched only in the North-American market in 2017, but it may come to India as well.
TOUAREG: The third-generation of the top model of the European range will probably be available by 2018.
<img class="alignleft size-full wp-image-68876" src="/uploads/2016/04/quatt-polo-suv-may-2016-pic6.jpg" alt="POLO SUV" width="642" height="336" />
CROSS-BLUE: The production version of the Cross-Blue concept (see photo on the right) is expected in 2017. This SUV has been especially designed for the US market, and measures 5 meters in length.
© Riproduzione riservata

Exclusive: Volkswagen Polo SUV - First Look

There isn’t a market in the world where the sales of compact crossovers aren’t growing. And with a crossover based on the Polo, it seems like VW

Encouraged by the success of the XC90, Volvo has stepped on the gas. Now, with the launch of its flagship sedan, the S90, the Swedish carmaker is aiming even higher.

Volvo’s new flagship sedan, the <a href="https://www.autox.com/new-cars/volvo/s90/">S90</a>, was originally scheduled to appear before the <a href="https://www.autox.com/new-cars/volvo/xc90/">XC90</a>. But after ownership of the Swedish brand changed hands from Ford to Chinese automaker Geely, the management of Volvo decided to push out the SUV first. It turned out to be a masterstroke, with Volvo being swamped with 80,000 orders against an initial estimate of 50,000 units. The rush for the XC90 boosted Volvo’s sales graph northwards. The company, which had been in dire straits not too long ago, began to rake in profits that grew exponentially in the first half of 2015. Volvo’s goal is to take the operating margin from 1.5% in 2014 (2.2% in the first half of 2015) to an 8-10%, which is the typical margin for the premium brands. And so it was a confident Volvo that revealed the S90 in mid-January at the Detroit Motor Show. But there’s more in the line-up. By March, the V90 station wagon will debut at the Geneva International Motor Show, which is expected to draw a large number of European customers.

The S90 shares the same architecture (Volvo’s Scalable Product Architecture, or Spa) and engines that debuted on the XC90. The newer sedan, however, pushes a bit further in the areas of autonomous driving and collision avoidance. It’ll come in front-wheel drive and four-wheel drive versions, with four-cylinder turbocharged two-litre petrol and diesel engines with outputs ranging from 190 to 320bhp – paired with a six-speed manual transmission or an eight-speed automatic. The diesel engines, however, can now count on what Volvo calls its Power-Pulse, which improves turbo response at low revs. A plug-in hybrid version, with 407bhp, has also been confirmed. The S90 replaces&nbsp;the current S80&nbsp;at the top of Volvo’s sedan line-up. At 4,963mm, the S90 is longer than the S80 by 110mm, while the width goes up from the S80’s 1,860mm to 1,890mm. But the S90 is 50mm lower in height (slightly over 1,440mm). The wheelbase, however, remains unchanged at 2,941mm. These dimensions will keep the Swedish model competitive in a segment populated by the Audi A6, BMW 5 Series and Mercedes E-Class. A long wheelbase version for North America and some Eastern markets could give the S90 a fighting chance to position itself in the same league as the Audi A8, BMW 7 Series and the Mercedes S-Class. The Spa platform’s flexibility has made it possible for Thomas Ingenlath (Vice President of Design) to move the front wheels a bit forward, reducing the overhang, pushing the interior a bit further back, and stretching the profile to give it a form similar to that of a coupe – this a form language that all the upcoming Volvo sedans will share in future. Compared to the conservative style of the S80, the S90 is more daring without rejecting the brand’s style philosophy. The signature headlights, dominated by horizontal T-shaped LED elements that Volvo calls ‘Thor’s hammer’ are complemented by a concave grid rather than a convex one. The Scandinavian design is expressed in the disarming simplicity of the inserts made of light wood, the gear knob made of crystal, a careful use of chrome, the sculpted seats, and the absence of buttons. All the controls are centralized on a big and extremely sensitive touch screen. In this S90, Volvo has pushed further in the areas of autonomous driving and collision avoidance. The Pilot Assist system works at speeds of up to 130km/h and can guide the car solely via lane markings without having to lock onto the car ahead. In addition, Volvo’s City Safety system can, for the first time, recognize and react to large animals as well as pedestrians, cyclists, and other vehicles, and activate automatic braking if needed.

The S90 is the second stage of the renewal process for Volvo that started in 2010, when Geely bought the company. In the five years since Volvo changed hands, it has attracted $12 billion dollars worth of investment. Even so, it was difficult to set the S90 project rolling, because 80% of the 50,000 S90’s that Volvo plans to produce have to be sold to customers that now belong to Audi, BMW and Mercedes. But IHS Automotive analysts are quite optimistic, with S90 sales expected to be over 54,000 units in 2017 – which could swell to an abundant 65,000 in 2020 (the best year of the S80 was 2007, with 40,000 global deliveries). However, even with taking the station wagon into account, the commercial performance of the S90 / V90 won’t even get close to its German rivals. But this hasn’t stopped the Volvo management from putting in place an ambitious production capacity that would touch 800,000 units by the end of the decade. By that time the XC90 will already have become the veteran of the range. The restyling of the V40 hatchback is expected this year. Between 2017 and 2019, it’ll be the turn of the new generation of medium and small size vehicles – with the debut of the CMA platform. These will be followed by pure electric models, which could very well show off an unusual design.

 
The Volvo S90 intends to carve out a small portion of the sedan market dominated by the German majors. When fully operational, the annual production could exceed 50,000 cars

 
The interior of the S90 refines the character of the XC90. Its ‘Scandinavian look,’ which is so dear to Volvo’s new design direction, is expressed through extremely simple, but equally sophisticated, details

 
The seats incorporate the sculpted forms of the ones that debuted on the XC90

CERTIFIED SWEDE 
 
He has to be the man of the season – the ferryman between the cold winter of Ford ownership and the unknown situation of a Chinese spring. Håkan Samuelsson (photo), a Swede, born in 1951, was named CEO of Volvo Cars in October 2012 – after the short and disappointing stint by Stefan Jacoby. Samuelsson has been firmly at the helm since Volvo passed into Geely’s hands in 2010. Now freed of the American pressure that came under Ford ownership, he’s navigating the company towards a positive bottom line. Volvo recently announced that it sold 503,127 cars in 2015, which is the first time in its 89-year history that it’s sold more than half-a-million cars and the first step towards the 800,000 cars per year target for the end of the decade. These results have been obtained under an executive management team in which Swedish predominance is tempered only by the Germans – Thomas Ingenlath, Vice President Design, and Peter Mertens (Research and Development). Not surprisingly, there’s a large presence of Chinese shareholders in the Board of Directors (chaired by the President of Geely, Li Shufu), who act as a conduit between the investors and the company – which is very similar to Tata-owned Jaguar Land Rover. In fact, the Chinese management has demonstrated the utmost respect for the history and expertise of Volvo.

The ‘Thor’s Hammer’ headlights are a real blessing. Having such a strong distinctive element allows more freedom on other fronts. 
Thomas Ingenlath, Vice President of Volvo Design 
‘Thor’s Hammer’ is the evocative name for Volvo’s signature headlight design, which debuted on the XC90

AUTONOMOUS DRIVING 


Obsessive about safety, Volvo has very clear ideas about the developments in autonomous driving. No radical steps, but an evolution and a proliferation of the existing driver assistance systems that could be grouped in an optional package. In short, the customer can choose if he or she wants to equip their Volvo with the capacity of fending for itself in certain situations and conditions (traffic, highway, etc.) and temporarily abdicating the role of driver to the vehicle. The cars interior will then see a profound change because the cockpit will have to be transformed to a comfortable environment in which the driver can relax or work. With the Concept 26 (in the picture above), Volvo focuses on the seats and on the instrument panel and announces its readiness, as a manufacturer, to take full responsibility for whatever goes into the making of an autonomous car.

 
The sedan is an official image from Volvo, while the station wagon is a rendering. The S90 was revealed in mid-January at the Detroit Motor Show, while the V90 is scheduled to debut in March at the Geneva International Motor Show

© Riproduzione riservata

S90 to be another masterstroke for Volvo

Encouraged by the success of the XC90, Volvo has stepped on the gas. Now, with the launch of its flagship sedan, the S90, the Swedish carmaker is aiming even higher.

Manuela Piscini

Articles By Manuela Piscini