2017 Lamborghini Aventador S Review – For all its likeably flamboyant design and visceral performance, the Lamborghini Aventador never quite delivered on its promise. The chassis in particular tended to feel a little leaden. So now Lamborghini is upping the ante with the Aventador S.
The Aventador’s frankly stunning performance figures, from the 2.9sec 0-62mph time to the 217mph top end, remain unchanged. But to judge the improvements Lamborghini has implemented based on data alone is to entirely miss the point. Because a) the Aventador always had plenty enough performance, and b) the S version is a dramatic improvement over went before.
Design boss Mitja Borkert hasn’t messed too much with the looks, but you might notice the new fangs on the front bumper, the cleaner side intakes and the new BBS-like cross-spoke wheels (which look a little flat to our eyes). Don’t worry, it still turns heads.
Inside, it’s business as usual: you glimpse the carbonfibre monocoque as you raise the dramatic doors, the windscreen races over your head, the centre console seems so rakish it’s almost flat, and you’re still a bit too aware of Audi switchgear. However, there is a new TFT display in the instrument binnacle. This changes according to driver mode, but always features an arcade-game-like font – it fittingly emphasises the Aventador’s sci-fi otherworldliness, like you’re driving a spaceship.
But no, really, this isn’t about the facelift, it’s about the driving dynamics.
The key difference is the new rear-wheel steering system, which works much like the systems fitted to the Porsche 911 GT3 and Ferrari F12 TdF. Below 81mph, the rear wheels turn in the opposite direction to the fronts by up to three degrees, just 5ms after you’ve made a steering input. It effectively makes the wheelbase feel shorter, much like a forklift truck. Above 81mph, all four wheels turn in the same direction, with the rears turning by up to 1.5 degrees. This effectively makes the wheelbase longer.
There’s new rear suspension hardware to account for the turning rear wheels, the springs are 20% stiffer and the magnetorheological dampers have been recalibrated. The Pirelli P Zeros are a new design – even the tread appears different – with 355/25 ZR21s on the rear.
The all-wheel drive system is also tuned to be more rear-biased, and sends less torque forwards when you decelerate. The idea is you’ll get a more agile, rear-drive feel when you turn in to a corner.
As before, the system also changes its torque split based on the drive mode, with up to 90% of torque flowing rearwards in Sport mode, less in Strada (Street) and Corsa (Race) modes – the latter to prioritise clawing grip for faster lap times in the most hardcore setting. A new Ego drive mode debuts too, allowing you to mix and match your choices for the powertrain, chassis and steering settings. Lamborghini Active Vehicle Dynamics – a new brain – takes care of marrying everything up.
Handily, Lamborghini let us drive old and new Aventadors back-to-back, on a short slalom they’d set up at Circuit Ricardo Tormo. The difference isn’t subtle. Where the old car feels very nose-led and slightly stubborn, its steering lethargic where you need flighty flicks left-to-right, the S dances through the slalom with a balance that feels much more in line with your hips, and steering that feels light years faster. You’re also more aware of that heavy V12 shifting about behind you, helping point the nose just to the left or right of the cones we’re dodging.
Not only does the S feel a giant leap in terms of agility, it also feels much lighter too, because of the increased hunger for direction changes. And yet it weighs exactly the same.
The V12’s been downsized and turbocharged… only joking. No, the Aventador sticks with the glorious 6.5-litre V12 engine, naturally aspirated and a fantastic riposte to everyone who says they had no choice but to give us smaller blown units. The noise is heaven, all raucous yelps at high revs and theatrical thunderclaps on down shifts, the instant response flings you forward at seemingly any revs, and the power builds ferociously all the way to 730bhp at 8400rpm, and now screams 200rpm higher at 8500rpm. Technologically off-the-pace, maybe, but its soul, emotion and passion more than compensates.
The differences in feel between old and new engine specs is less obvious than the chassis, but there’s 39bhp extra, if no additional torque at 509lb ft. Despite its 730bhp being just 10bhp shy of the hardcore Aventador SV, the philosophy is different: the SV’s 100kg weight loss gives it permission to focus more on power, where Lamborghini’s engineers have also targeted driveable torque for the S. So the new airbox can be virtually split into smaller or larger sections by the use of four separate drive-by-wire throttles – all throttles deployed for full power, fewer throttles to increase low-speed torque. Trust me, you won’t want a turbo.
A lighter exhaust is said to offset the weight gain of the rear-steering system, meaning the chunky 1575kg dry weight remains unchanged.
The seven-speed automated manual gearbox of course remains. There’s still a little hole in the delivery when you shift at lower speeds – a Ferrari dual-clutch transmission feels far more sophisticated in this respect – but Lamborghini says they’ve targeted low-speed refinement, and it surely won’t be a deal breaker if you’re already prepared to use a car as radical as this in town. And when you’re flat-out on the racetrack, pulling those paddles as the revs zing towards 8500rpm? You don’t need faster changes, and there’s a lovely physicality to the shift that stops short of unnecessarily theatrical brutality.
Amazing. We were privileged to follow Lamborghini test driver Mario Fasanetto, who was piloting an SV and not hanging about. The Aventador S is a fantastically quick supercar with some old-school rawness to it, but it’s still highly accomplished.
On racetrack corners much faster than the slalom we also tested on, you can feel the effects of the rear-wheel steering, the extra torque that’s been kept at the rear wheels when you decelerate and the weight of the V12 behind you; the S really wants to turn in – it’s almost nervously keen to do so – and it’s here you’re most likely to overcook things and get a slide on. You might also need to add steering correction even when you’re off-throttle in a slower corner, so keen is this Lambo to point its snout down the next straight. But otherwise, this is a very sure-footed all-wheel drive chassis, with immense traction combined with a lovely rear-biased adjustability.
It allows you to work that 730bhp very hard and have fun, with very little understeer – make it scrub and, really, you’re just doing it wrong.
If the Aventador was a disappointment, the S is a revelation. Don’t let the similarity of design or performance fool you, this is a very different feeling supercar, and the key to its new-found engagement is its revised chassis, particularly the new rear-wheel steering system. An SV still manages to be the driver’s choice, but the S feels far more closely aligned to that hardcore range-topper than it does its predecessor.
The Aventador has always been unique in its segment, but the S takes it to a whole new level. Would we buy one? Absolutely.
BMW 5 Series Touring Specs and Features – BMW’s answer to Mercedes’ E-Class Estate will come in the form of the 5 series. The company unveiled its most current edition car variation of its full-sized 5 Series, with the 2018 BMW 5 Series Touring. BMW revealed the model ahead of its world premiere in March 2017 at the Geneva International Motor Show.
The upcoming BMW 5 Series Touring will be larger, lighter and more high tech than the old model when it goes on sale in June 2017. BMW’s recently revealed full details on its new executive estate before it makes its public debut at the 2017 Geneva Motor Show in March.
The 5 Series variant boasts an athletic develop and dynamic extended lines. The interior blends sportiness and flexibility. The variant’s prices will start from $49,000 (£38,385).
The surface contouring will produce a clearly specified athletic build and dynamically extended lines. Meanwhile, the outside style of the new BMW 5 Series Touring will express the blend of driving pleasure and flexibility for which the variant is known for. The vehicle’s tail area has an individual style that shows the increased amount of space on top of this design’s practical and flexible usability.
Netcarshow reported that the brand-new 5 Series Touring is 36 millimeters longer than the 2016 model (at 4,943 millimeters). The Touring is also eight millimeters wider (1,868 millimeters) and ten millimeters taller (1,498 millimeters) than the outgoing model. In addition, BMW extended the wheelbase by seven millimeters, with a space of 2,975 millimeters. The extension helped to increase the room available for both passengers and luggage.
The styling of the front end instantly projected the sporty essence of the new 5 Series Touring. The front finish of the new Touring features standard LED headlights that extend as far as the BMW kidney grille. It flows to the long roof-line, into D-pillars.
The back window is framed by a roofing system spoiler with incorporated auxiliary brake light and air deflectors at the sides. Consumers will also see L-shaped rear lights that reach into the car’s flanks to accentuate the body’s width. This forms a constant strip that will provide included effect to the car’s width without compromising the air consumption to emphasize its effective stature.
BMW equipped the 5-Series Touring with LED headlights that also employed LED systems as the light source for the daytime driving lights. A horizontal bar joined the inner daytime driving light ring with the BMW kidney grille accentuating the front end’s sense of width.
The lengthened silhouette brings a new component of the surface styling to the front. The roofing system spoiler with integral auxiliary brake light on top and air deflectors surrounded the rear windows. All engine versions of the new BMW 5 Series Touring have exhausted tailpipes on both sides at the rear.
Topspeed reported that four engine options will be readily available, each including BMW TwinPower Turbo technology. They consist of a 2.0-litre four-cylinder gas engine with 252 hp output. There is also an eight-speed Steptronic transmission and all-wheel-drive system, great for 340 hp coming from a 3.0-litre six-cylinder in-line gas engine. A four-cylinder engine with 190 hp and a 3.0-litre straight-six diesel system, producing 265 hp are available as well. The 2018 BMW 5 Series Touring will launch on dealerships in the United States on June 2017.
2017 Toyota Prius Prime vs Chevrolet Volt – There is nothing nice looking about green vehicles on the market, with many of them even being described as being ugly. One of the latest vehicles to be tagged with the ugly stick is the Toyota Prius, but the Chevrolet Volt isn’t far behind. So which is the most attractive and which would you choose?
The Toyota Prius Prime may not take the title of being the best looking vehicle but it does take the crown for offering the best in fuel efficiency. The PHEV powertrain has been voted the cleanest to run so in this aspect it is highly attractive. However its looks have been letting it down when it comes to sales.
More article : New 2017 Toyota Prius Plug-In on Sale Now
Last month things changed though when the Toyota Prius Prime sold 1, 366 units and managed to take fourth place in the sales charts for green cars. It came in just behind the Tesla Model X and the Chevrolet Volt.
The Chevrolet Volt competes with the Toyota Prius Prime and the Volt sold 1, 611 units in January to the 1,366 of the Prime.
The Toyota Prius Prime could catch up with the sales of the Chevrolet Volt and it could overtake it. Of course it would all depend on which of the two people think is the least ugly looking.
2017 Porsche Panamera 4 E-Hybrid Reviews – If you presumed it impossible right now for Porsche to build a 911 with four doors, four seats, lavish luxury, inspired sports car handling and scintillating performance via cutting edge technologies that runs on the sniff of an oily rag, you’d be correct. But the 2017 Porsche Panamera 4 E-Hybrid, due to arrive in Oz in Q3 this year, takes a big lunge towards daylight at the exit point to a noble, if seemingly improbable, split-personality pipe dream.
The 2017 Porsche Panamera 4 E-Hybrid is a Porsche designed primarily to appeal not to the chest-thumping, tarmac-tearing road warrior that lurks within most of us, but to your inner accountant, to whose presence we may less readily admit. The ‘4’ in the name denotes the number of driven wheels, while the ‘E’ means it can be plugged into your electricity supply.
We have, of course, been here before. The old Panamera was available not only as a hybrid but also as an e-hybrid and, contrary to instincts that asked why people didn’t just buy the cheaper, better diesel version instead, it actually sold reasonably well, accounting for 20% of British Panamera sales.
Applying the same logic, this one will do far better than that. It is, of course, quicker thanks to its brand new electrically boosted, Porsche-designed twin-turbo 2.9-litre V6, which provides 456bhp and a 516lb ft wall of torque at just 1100rpm. It knocks the 0-62mph time back from a brisk 5.5sec to a distinctly rapid 4.6sec. And yet, if official fuel economy figures are to be believed (which they most certainly are not), it will do more than 95mpg.
The 2017 Porsche Panamera 4 E-Hybrid will now cover 30 miles on electrical energy alone, versus the previous model’s 22, and it will do 87mph before feeling the need to summon up a little internal combustion assistance. The old car would do just 84mph. For that, thank 134bhp of pure electrical power under your foot, instead of just 95bhp.
So it’s better in almost every measurable way and, being a brand new car, I should think so too. Less easily predictable is the fall in price from £88,967 for the old Panamera E-Hybrid to £79,715 for the new. That makes it almost £9000 cheaper than the 22bhp less powerful Panamera 4S.
In electric-only mode, the E-Hybrid is absolutely lovely. Many owners will be able to commute in absolute, untroubled silence and, rightly, that will make this car very tempting. The problem comes when the internal combustion engine chimes in. Brand new and Porsche designed though it is, silken it is not, and its rather gruff voice strikes a stark contrast to the unsullied quiet offered when powered by electricity. It’s an engine that makes you want to upshift early and downshift late. Which, for any Porsche, is a shame.
Also, the E-Hybrid handles well, but only to a point. It clings on grimly enough in fast, steady-speed corners, but the steering lacks feel and when the grip does start to go, the car is not hugely responsive to remedial action. Blame a kerb weight fully 100kg greater than that of a long-wheelbase Mercedes-AMG S63 for that and, wait for it, 320kg more than that of a standard Panamera 4.
In truth, this Porsche is a cruiser, never better than when letting its standard air springs do their silken thing, as you sit in that sumptuous cabin, goggling at the ultra-high-definition graphics of the intrument and infotainment screens, as the world rushes silently by. In this preferred environment, it really is extraordinarily good, although it would be remiss of us not to lament the fact that the harder you drive it, the further from its comfort zone it becomes.
This is a difficult question to answer, and for two distinct reasons. First and perhaps more prosaically, the car that would be most illuminating by way of comparison does not yet exist. The V6 diesel version of the previous Panamera was by far the best selling but, in these days of top-down launches, it seems Porsche is in no hurry to replace it. The engine will come towards the end of the year, but until we see how it stacks up against the E-Hybrid, all the information many will require before making such a decision will not be available.
The other reason is because it depends so much on how the owner/driver intends to use it. This is not a car you can judge by traditional Porsche terms. Instead, it lives within a family of the most quiet and comfortable Porsches there has been, a car closer in execution to a pure luxury car. The E-Hybrid’s particular pitch is partly to provide its owner with a cloak of environmental responsibility but mainly to benefit his or her wallet. On face value alone, it’s a wildly better yet considerably cheaper car than the previous Panamera E-Hybrid. And once you’ve crunched all the numbers, worked out benefit-in-kind, what can be offset and the charges from which it exempts you, you may well conclude that for a person in your specific circumstances, such is the value it offers that no other could be considered. You might quickly conclude that, in such context, its dynamic limitations are really neither here nor there.
Ultimately, then, this is a Porsche to be chosen by head over heart. If that suits your precise purposes, proceed with our blessing. If not, hang around just a while until the range has fleshed out a bit further. We don’t know for sure, but when all the models have been released, it is hard indeed to imagine anyone save the aforementioned accountant considering this to be the best of the bunch.
Modernised design inside and out a great step forward; new-generation hybrid application a compelling blend of performance and efficiency; an enticing price point if you’re already shopping within the Panamera range.
Heavy weight hampers the 4 E-Hybrid’s sporting and performance potential; form over function design inhibits the new Panamera’s outright practicality; the braking system lets the team down in the driving experience
Price £79,715; Engine V6, 2894cc, twin-turbo, petrol, plus electric motor; Power 456bhp at 5250rpm; Torque 516lb ft at 1100rpm; 0-62mph 4.6sec; Top speed 173mph; Gearbox 8-spd dual-clutch automatic; Kerb weight 2170kg; Economy 88.5mpg (combined); CO2 56g/km, 11%; Rivals: BMW 640d M Sport Gran Coupe, Tesla Model S 75D
Meet the new 2017 Jaguar F-type, scrubbed and spruced up with a delicately updated wardrobe, new LED lights and lightweight seats, plus a new selfie video mode for those who like to film themselves having fun.
It’s all part of what Jaguar calls the 2018 model year roadster and coupe, freshly unveiled to coincide with the Detroit motor show, despite JLR having no presence in Motown. Sneaky!
Believe it or not, it’s been four years since Jag launched its Boxster-baiting sports car, so the design team has been busy massaging the 2017 Jaguar F-type’s couture to keep it fresh.
Not that there’s much to improve on the slinkiest of Jaguars. Little has changed and the most visible telltale is the full LED headlamps, minutely tweaked rear light graphic and remoulded front bumpers.
Inside you’ll spot the vastly improved Touch Pro infotainment system, which replaces the hideously outdated old sat-nav touchscreen with a faster-acting, cleaner-designed interface and 10GB media storage. Three cheers all round.
Those 2017 Jaguar F-type new slimline front seats save 8kg from the kerbweight, thanks to a magnesium alloy frame; usefully, they also allow 50mm more rear adjustment to help accommodate taller drivers.
In a selfie-obsessed world, it was only a matter of time before car makers cashed in. Working with mobile video specialists GoPro, Jaguar has launched the ReRun app which lets users record up to 10 minutes of footage onboard, overlaid with real-time performance data.
Perfect for capturing hot laps at a track day, a run down your favourite road or – more sinisterly – maybe a road rage attack unfolding before your eyes.
The app overlays road speed, throttle position, gear selected, brake force and g-force; naturally, social media sharing functionality is baked in, for maximum bragging rights.
It’s a shame the third-party camera has to be bolted on to the bonnet, however; this is not an integrated system like on the new Citroen C3.
You won’t have to wait long for the facelifted F-type to arrive in UK dealerships; sales kick off in the first quarter of 2017, priced from £51,450 for a 335bhp manual RWD model.
Apeing Porsche, Jag has focused on stretching the F-type range into all kinds of niches – to broaden its appeal. There are now 22 different F-type derivatives in hard-top coupe and convertible roadster forms, stretching all the way up to the £110,000 SVR model with a fulsome 567bhp.
One new addition is the 400 Sport launch edition, to be sold for one year only. It gets 20 horsepower more, with a 400ps (call it a round imperial 395bhp) version of the supercharged 3.0 V6, 20in alloys and uprated chassis to justify the flashy badge.