First Drive review: 2017 Audi Q5

DONALD TRUMP will not be happy with the new Q5, not happy at all. Because to date, all Q5s for the global market have been made in Ingolstadt, Germany, but from now on, every Q5 built (including British cars) will be built in Mexico. That’s a commitment to, and faith in, Mexico’s ability to produce a world-class, premium SUV that’ll have The Donald reaching for his next conspiracy theory.

And this is such an important car for Audi. Since its launch, in 2008, the company has managed to shift a staggering 1.6 million Q5s, a figure that Audi says makes it the most successful premium SUV ever. And the Mexican factory, located in San José Chiapa and already up and running, is aiming to produce 150,000 Q5s per year.

In line with ‘if it ain’t broke’ thinking, this second-generation Q5 is a gentle evolution of the previous car. Compare them side-by-side, though, and the new Q5 just looks tougher and more sophisticated all round.

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Inside, the Q5 borrows its dashboard from little brother A4. And as with the A4, the ‘virtual cockpit’ is a neat bit of kit that replaces the traditional, analogue instrument binnacle in front of the driver with a digital display that can show either instruments or mix them in with infotainment and navigation instructions. That information is also on display in the high-mounted central screen, which can be controlled via a rotary dial or touch-pad on the centre console. Don’t worry, it’s less complicated than it sounds.

The cabin looks terrific and has a material quality and finish that means it’s comfortably able to rub shoulder with the likes of BMW’s X3, Jaguar’s F-Pace and Mercedes Benz’ GLC, especially compared with the Q5’s dated predecessor. Thanks to a slightly longer wheelbase there’s more legroom in the back and headroom is also increased throughout this five-seater – I’m 6’2” and can sit behind myself, as it were, in perfect comfort. It’s a very comfortable space, and finding a spot-on driving position is easy, too. Boot space is also slightly increased by about 10 litres.

From launch, the Q5 will be available with Audi’s 248bhp 2litre TFSI turbo petrol as well as a range of diesels, kicking off with a 2-litre 148bhp TDI and rising to a potent 282bhp 3-litre TDI. Next year, expect a range-topping SQ5 to join the party with substantially more than 300bhp. There’s also a plug-in hybrid Q5 in the pipeline.

At the drive event in the southern tip of the Mexican side of the Baja peninsula, we tried the 2.0 TFSI and the 3.0-litre TDI. All of the cars on hand were equipped with the optional adaptive dampers, air suspension and 20-inch wheels. All were quattro four-wheel drive, although in order to improve fuel economy, the quattro system reverts to front-drive if the system decides you don’t need all four wheels driven.

The Q5 in any engine guise is also refined and quiet – at a 100mph cruise on an empty motorway, I didn’t have to raise my voice to talk to passengers

As usual, you can select a suspension mode – auto, comfort and dynamic are the ones used most often – and the air suspension will take care of the rest. Even in dynamic mode, which really tightens up the Q5’s handling, the ride quality was still good. But here’s a caution – on the standard dampers and springs, 20-inch wheels aren’t likely deliver a ride nearly as good as they do with the air suspension, so think about a smaller wheel option. Or pay more for the fancy suspension.

Performance from both the diesel and petrol engines (particularly the diesel) is very strong, more than enough for what is effectively a family car. The petrol engine features a seven-speed S-Tronic dual-clutch automated manual gearbox, while the diesel has an eight-speed Tiptronic traditional automatic.

Both are good to drive, too. Like it’s big brother Q7, the new Q5 is lighter than the car it replaces by as much as 90kgs, so the handling is improved. Indeed, the measure of a properly sorted chassis is when you find yourself going quickly on a twisting road, feeling confident that the car is giving you the right information through the steering wheel. As in ‘yes, you’ve got plenty of grip, and aren’t about to skid off the side of a mountain.’

The Q5 in any engine guise is also refined and quiet – at a 100mph cruise on an empty motorway, I didn’t have to raise my voice to talk to passengers (who were strangely quiet as well).

Audi is still working on the price and specification for the new Q5 in Britain, but drivers are unlikely to get much change from £38,000 for the entry-level model. It’ll be offered in SE, Sport and S trim levels with specification that’ll approximate that of its sibling A4. And if the pre-production cars I drove are anything to judge by ‘made in Mexico’ could become as prestigious a moniker as ‘made in Germany’. Which should have Donald Trump’s hair standing on end.

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source http://www.driving.co.uk/car-reviews/first-drive-review-2017-audi-q5/

Rare 1972 Nissan Skyline GT-R Hakosuka

Incredibly Rare 1972 Nissan Skyline GT-R Hakosuka For Sale

Although the Skyline, particularly the racing-derived GT-R variant, exploded into the consciousness of American and European collectors relatively recently, the cars have always been deeply revered in Japan. The Skyline story dates back to 1957, when Prince Motor Company introduced what was for postwar Japan, a large and luxurious car with obviously American influenced styling. With 60hp or so, it was far from sporting, and it was not until 1964 when the car gained, in a very big way, serious sporting credibility.

In 1964, by combining a lengthened Skyline body with the larger Gloria’s 6-cylinder power-plant, the car proved itself at the Japanese Grand Prix sweeping 2nd through 6th behind a Porsche 904. The car continued on to be a successful race car, nearing 50 consecutive wins in the 18 months it was actively campaigned. Thus began a performance dynasty and a legendary nameplate which continues to this day.

In 1966, Prince Motor Company merged with Nissan and the next generation Skyline, which was already in development, was badged as a Nissan when it appeared in 1968. Available with a variety of pedestrian power-plants, the most exotic variant was the GT-R version which was powered by the S20 engine. A dual overhead cam unit with 4 valves per cylinder and displacing 1989cc, the S20 was a sophisticated power-plant that made 160hp at 7,000 RPM, a remarkable specific output for a road car in the late 1960s. Available initially as a sedan, and then as a pillar-less coupe from early 1971, the cars were very successful as race cars and set the stage for its briefly-lived successor, the Kenmeri GT-R (produced only until early 1973), and in finally, 16 years later, the rebirth of the GT-R badge in 1989 with the R32 generation Skyline.

This particular car is a beautifully restored example that was sourced in Yokohama in 2015 following an extensive search. Using original paint found on the car, it was carefully color matched in this striking color, which is predominantly silver with a gold cast to it, and occasionally some green hue as well. Virtually no metal work was required during the restoration: a few spots in the rockers were addressed, but no other corrosion was found. The exterior was completely refinished and new weather stripping and emblems fitted. All systems were restored as necessary, both cosmetically and mechanically. The brakes, steering, and suspension were rebuilt, while engine and gearbox were found not to need any work beyond routine servicing. The original interior was cleaned and preserved aside from the dashboard and console, which were authentically restored.

The car presents beautifully. The body is solid, crisp, and very straight. The paint was done to high standards and is virtually unmarked. Most of the chrome, including the bumpers and light surrounds, was redone. The side window trims were not redone but are in very good un-restored condition. The lights are excellent throughout, as is the glass. The outer headlamps are Cibié items and the inner ones are Koito while the wipers are twin stalk Japanese made Trico items. The glass all bears Nissan etchings and the lenses are all like new, aside from the left reversing lamp which is cracked. The car sits on beautiful Watanabe alloy wheels.

The interior is in excellent shape. The condition is consistently crisp and near new throughout. The upholstery on the evocative fixed-back seats is virtually unmarked, which is impressive considering it was not replaced during the restoration. There is one small split on the back of the driver’s seat but it is otherwise difficult to fault. The lightweight floor covering and mats are in excellent shape, as are the door panels and side panels. The dashboard and console are in excellent as-new condition, and the gauges are also in excellent shape. The tachometer is an aftermarket item. The parcel shelf and headliner are also in excellent condition.

The engine compartment is stunning and would be ready to show with minimal preparation. Not only is the S20 power-plant an impressive and aesthetically beautiful engine, but nearly every aspect of this car’s engine compartment has been comprehensively restored to high standards. The inner fenders, firewall, and other painted components were refinished to the same high standards as the exterior, while the mechanical components are all in freshly restored condition. The cad plating was renewed and the triple Solex carburetors are nicely detailed and the decals have been renewed as well.

The trunk is also nicely restored. The fuel tank sits above the trunk floor which gives a purposeful competition-oriented appearance. A new trunk carpet has been fitted while the rest of the trunk panels are not upholstered, which shows the quality of the work and gives a purposeful and spare appearance to the trunk. The original jack including Nissan Motor carrying bag is present as well.

The car runs and drives well. The engine sounds fantastic and has tremendous throttle response to even the lightest application. It pulls well, giving the impression of a low reciprocating mass competition engine and indeed, the power peak of 7000rpm gives a strong indication of this. The motor is not, however, peaky. The car pulls smartly off the line, particularly thanks to the relatively short gearing. The transmission has a pleasantly slick yet robust feel with excellent synchromesh and well-defined gates. The brakes have little free play and initially seem heavy, particularly compared to the zingy throttle response, but they are quite effective, an interesting blend that is somewhat like an old 911. The steering is precise and a bit heavy at slow speeds, but is responsive and communicative. The chassis is competent and well-damped.

Perhaps because of the rarity of the GT-R in the United States, and its exotic specification, there is a significant sense of occasion associated with driving or even seeing it. This particular example is stunning: beautifully restored to high standards and in excellent driving condition as well, this is a very rare car anywhere in the world, let alone in the United States. For the diehard JDM enthusiast or the more European-oriented enthusiast seeking to diversify, this is one of the ultimate examples of the ultimate cars to do so with.

Please note that this car cannot be sold for use in California.

Incredibly Rare 1972 Nissan Skyline GT-R Hakosuka For Sale

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First Drive review: 2016 Seat Ateca

IN AN ideal world, a Seat is a maverick’s VW. It’s the place where the coldly calculated products of a globe-girdling German mega-brand get to share some of the quirky chic of a sun-drenched Barcelona design studio.

Alas, this is not an ideal world. The Spanish car company was hoovered up by Volkswagen in the 1980s and since then its badge has mostly appeared on lightly refashioned, end-of-line VW products at tempting prices.

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The greatest and most user-friendly Seat is the Alhambra, a big old family bus with sliding rear doors, but that’s an increasingly unfashionable type of car these days. The hatchbacks in the range tend to be fighting a spirited but losing battle with the popular, commonsense virtues of the Golfs and the Polos on which they are modelled. Did anyone’s heart ever sing at the sight of a Seat Leon? The Mii city car is just a VW Up! that’s a little bit down.

Sometimes you have the feeling that the point of Seat isn’t to express a vital standalone Spanishness at all, but rather to create a permanent low-level anxiety for VW buyers that they might have got pretty much the same car slightly cheaper if they had been able to compromise a bit on the age of the fittings.

Still, promisingly, here comes the Ateca, Seat’s first venture into the cash-rich uplands of what is categorically our time’s big automotive growth area — the non-premium SUV. (See also the Nissan Qashqai, whose rock-hard supremacy in this area of the marketplace the Ateca would no doubt like to chip away at.)

We didn’t get the chance to take our children to school in the Ateca, but we did form the impression that we could have done so without risk of lasting mortification

The Ateca is built on the same platform as VW’s big-selling Tiguan, which is back among us, in sparkling form, and is being touted in television ads as a car in which you can take your children to school without fear of causing them shame. If we’re reading the ad right, the key to the Tiguan’s alleged success with teenagers is its generous provision of “connectivity” — meaning access to the internet — although there is also a suggestion that the car has a cool urban swagger about it. The Ateca, in our estimation, easily matches the Tiguan in that regard, if by “cool urban swagger” we can agree to mean “not strictly necessary roof rails”.

We didn’t get the chance to take our children to school in the Ateca, but we did form the impression that we could have done so without risk of lasting mortification. Even so, Ateca’s big pitch isn’t school-run kudos so much as grown-up delights. As the tagline on its ads puts it: “Night doesn’t have to mean the end of the day.’’ Good luck with that. Night doesn’t have to mean picking up your children from parties, either, but the Ateca seems to be far less a thrill-seeker’s early-hours cruise machine than a solution to certain familiar problems set by family life. Hence the fat, square boot, the easy tailgate, the roominess in the rear seats, and so on.

The dashboard looks old, or comfortingly familiar, depending on your point of view. But there are touches of extra raciness — the aforementioned roof rails, the nubby, dog-tail aerial, the sharp-edged grille, some high-fashion alloys, if you choose, and the presence of a drive selector beside the switch for the electric parking brake. This invites you to twist between driving modes, according to your whim.

We were testing a model with a compliant but modestly powered 1.6 diesel engine and our feelings about the drive selector were mixed. The Ateca seemed to tug itself up the road with mildly greater enthusiasm and a firmer undercarriage in Sport mode than it had in Normal mode. And it was definitely a touch more lively in Sport than it was in Eco, where requests for acceleration are apparently granted only on receipt of a written application, which must be completed at least a fortnight before the day of travel.

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Frankly, though, the variations in driving experience were minimal to the point of undetectable and we would have happily traded them for one solid, dependable, engineer-approved factory setting, if the temper of the times weren’t so strongly in favour of customer choice.

Whatever mode it’s in, though, you get the chunky kerb presence and the slightly loftier driving position that come with the SUV package as standard and which have never been known to lower anybody’s self-esteem.

And if the Ateca is about as Spanish as Munich, at least it’s quite cheap.

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source http://www.driving.co.uk/car-reviews/first-drive/first-drive-review-2016-seat-ateca/

Bentley Owners Can Now Have Gas Delivered

“Bentley ownership is about more than just the vehicle”

 

Have you ever ran out of gas and panicked wondering where the next gas station would be? Well, if you’re the owner of a Bentley in California, you won’t ever have that problem again.In a press release issued today, Bentley announced a partnership with Filld – an app-based fuel-delivery service.

With this partnership, Bentley owners will just need to do the following to get their fuel delivered:

1. Open up the “Filld for Bentley” app
2. Choose a delivery time
3. And wait.

Seriously. According to the press release, it’s just that easy.

To make the process even easier is the first-ever Connected Car Integration. This makes it so Bentley owners don’t even need to unlock the fuel cap or pinpoint their car’s exact location– all of this is done securely through the Filld for Bentley app.

(Also Read – Bentley Introduces 200+ MPH Flying Spur W12 S)

“Bentley ownership is about more than just the vehicle – it’s the entire luxury experience. We are continuously investigating ways in which to offer our customers tailored, convenient, smart services that afford them the greatest luxury of all: more time,” said Christophe Georges, Bentley’s Director of Product and Marketing. “Our Connected Car strategy will continue to expand and innovate in order to further enhance the Bentley lifestyle.”

Bentley Owners Can Now Have Gas Delivered

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The Dom Joly review: 2016 Renault Mégane GT

THE Renault Mégane GT hot hatch came with a boast. “It’s up there with the Volkswagen Golf GTI …” To me this was high praise indeed. I used to own a Golf GTI, and I don’t think I’ve had more fun in a vehicle. Admittedly, I was about 25, I was single and I’d just got a posting as a diplomat in Prague. Life was a lot more exciting then, full stop.

Not only was it a Golf GTI, but it was a wide-bumpered, bright- white Golf GTI cabriolet I bought off a man for cash at the back of Fuller’s brewery in Chiswick, west London. Once I got it to Prague (it was the only convertible in the city in March 1991), I received a letter informing me it was stolen and I needed to return it. I gave the police the address in Prague that they could pick it up from, and nobody came. But I digress.

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Basically, I was expecting fun times from the Renault Mégane.

I peered inside. It had the unsubtle decor that is supposedly de rigueur for aspiring boy racers.

Uncomfortable “racing seats”? Check. Assorted strips of flashy- coloured metal? Check. Tacky lighting that changes colour when you switch driving mode? Check.

It stopped just short of go-faster stripes and a pair of plastic trousers stuck to the back window that reveal a bare backside at the press of a button, but I’m sure those are optional extras.

OK, I’m showing my age. I’m not the target market for this vehicle. The dream demographic is probably aspiring estate agents. Unfortunately, it’s more likely to be driven by a pimply youth sporting a backwards-facing baseball cap, with five of his mates crammed into the back. The problem is, he can’t afford the insurance, so he’ll have taken the opportunity of me leaving the engine running while popping into a newsagent to hop in and burn it round the Cotswolds before abandoning it in a flaming heap in a lay-by.

I swear I heard a naughty French voice whisper: “Go on, you seeely man, put your foot down. Drive like ze wind. Leeve a leetle”

And there is a reason for this. The Renault Mégane is brilliant fun to drive. It’s a rolling Asbo.

It simply won’t countenance you driving in a normal, responsible manner. Just touch the accelerator and the rev counter zooms round the dial and refuses to come back down for about five seconds after you take your foot off the pedal.

I swear I heard a naughty French voice whisper: “Go on, you seeely man, put your foot down. Drive like ze wind. Leeve a leetle …” Actually, that may have been one of those awful plays on Radio 4 in the afternoon that you have to turn off before you fall asleep at the wheel.

The Mégane has a fabulous feature to counter behind-the-wheel tiredness. If I did feel a touch dozy in this thing, I just hit the Sport mode button, and everything on the dash (and the silly internal lighting strips) turned red. It’s a bit like the moment they announce, “It’s war,” on The Day Today. It’s instant red mist and you can’t help but be affected by it.

It would be safe to say that my wife doesn’t enjoy me driving her around at the best of times. She really hated being driven around in this. The look on her face when everything went red and we went into hyperspace was a picture. Similarly, my daughter grumbled that there wasn’t much room in the back; that she was too low and wasn’t comfortable.

But who cares? If you’re buying this car, it’s because you are a) a pimply youth with loads of money who can afford the insurance, b) going through a reasonably priced midlife crisis and don’t want to drive anybody around or c) a bit of an arse.

Because, as I said before, this thing is a lot of fun to drive. It’s like an angry go-kart and I loved every antisocial moment I spent behind the wheel. My son Jackson, like many boys of his age — 12 — has started to feel the vapid appeal of luridly coloured Lamborghinis and now fancies himself as quite the car connoisseur. He strode out of the house, gave it a once-over and informed me it looked “a bit cheap” from the outside but that it made a nice throaty noise and probably “goes really fast”.

Speaking of midlife crises, I’ve recently purchased a hot-air balloon. Early one morning I took it and all its paraphernalia to the launch site. The car dealt with the load well but my arrival was met with even less approval than usual.

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Balloonists in general are non-eccentric people who constantly tell you how eccentric they are. They tend to drive practical cars, and the arrival of this C-list balloon parvenu was probably annoying enough without the noisy boy-racer-mobile. I suspect it confirmed their hidden fears that I am not made of the “right stuff” to join their hot-air club.

I got out and leant on the bonnet as wiser people than I inspected the sky, launched little weather balloons and pored over maps. After two hours or so, it was decided that the winds were too strong, and we all headed off home. I did so with a satisfying wheelspin, to the general tut-tutting of the assembled Montgolfieristas.

As for the car, overall, it got a thumbs-down from the wife and daughter, a so-so from my son and an emphatic thumbs-up from me. Take from that what you will.

Jeremy Clarkson is away 

The post The Dom Joly review: 2016 Renault Mégane GT appeared first on Sunday Times Driving.

source http://www.driving.co.uk/car-reviews/the-dom-joly-review-2016-renault-megane-gt/

Ford Bronco Is Officially Returning

Ford Bronco Is Officially Returning, Will Be Made In Michigan

The Ford Bronco is returning. I’m not sure if it was a mistake, a slip of the tongue, but it looks like the Bronco will be resurrected.

This news comes from an interview between Bill Johnson, plant chairman for UAW Local 900, which represents the Ford Wayne plant, and Detroit Free Press. In the interview, which focuses on Trump’s talking point of Ford creating a plant in Mexico, Johnson mentions  ever so subtly that the Bronco is coming back.

With these words, Bronco fans around the world rejoiced. Including me.

The previous glimmer of hope we had for the return of the Bronco was back in February when we were presented with 2020 concept renderings. These were created by Bronco6G.com. These renderings are included in this article.

While this brief mention of the Bronco’s return is enough to jump up and down about, we will still have to wait for the official press release from Ford Motor Company. And as soon as we get that, I’ll be sharing it with you here on Autofluence.

The Ford Bronco Is Officially Returning, Will Be Made In Michigan

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Mercedes GLS Black Crystal

LARTE Design Presents the GLS Black Crystal

LARTE Design has upped the ante on the Mercedes-Benz GLS and have crafted what they call the GLS Black Crystal. With a name including “crystal,” you can expect for this modified SUV to be both sharp and stunning. The aftermarket car has implemented just about 50 new parts to the GLS to create the SUV, using materials like basalt and carbon fiber.

Up front on the GLS Black Crystal are a slew of new features, including carbon fiber inserts and a new front splitter. On each side of this bumper are symbols that signify the tuning package – the Black Crystal Swarovski. Carbon fiber decorates the grille, which also features LARTE’s logo. Along the sides are expanded wheel arches, complete with carbon inserts, which give the SUV a more aggressive appearance. What’s more, LARTE is able to paint the carbon elements in any color to match the design of each client’s car.

In the rear is a bumper that includes carbon inserts and a very special diffuser. This diffuser is quite special because it provides both form and function, allowing drivers to utilize the tow bar while it’s installed. The cherry on top in the back would have to be the dual exhaust tips made of carbon fiber.

LARTE Design Presents the GLS Black Crystal

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