Menu

Title

Subtitle

Blog Component

Driving the Looney Tunes Aston Martin V8 Cygnet

The original Cygnet isn’t a proper Aston Martin—it’s simply a leather-clad Toyota (Scion) iQ. The British marque’s version of the front-wheel-drive city car theoretically satisfied the urban needs of European Aston Martin customers while helping lower the company fleet’s carbon emissions.

But it never caught on. A price tag twice the amount of an iQ despite running the same mechanical bits surely didn’t help. Aston planned for annual sales of 4,000 units but, after the 2011-13 production run ended, only around 300 Cygnets found buyers. Maybe if Aston skipped the 94-hp engine and installed, say, a 430-hp V-8 sending drive to the rear wheels, things would have been different. Enter the Aston Martin V8 Cygnet. Coined “The Ultimate City Car,” it’s clear Aston sees the word “ultimate” in a far different light than Toyota when it comes to defining an urban runabout.

The one-off, Frankensteinesque creation came about under the “Q by Aston Martin Commission” service for one particularly enthusiastic and dedicated customer—a customer whose collection includes the only road-legal Vulcan hyper track car.

“The V8 Cygnet was about dreaming of ideas,” said Dan Wood, prototype build tech at Aston Martin.

That idea came about near end of Cygnet production in 2013 but it had to wait until Aston launched the DB11 and new Vantage. The project started with a complete, right-hand drive Cygnet and took about a year.

“It was a big push to get it done for the reveal at Goodwood [Festival of Speed in July 2018],” noted Wood.

The drivetrain, subframes, and suspension come from a last-generation V8 Vantage S including the normally aspirated V-8 and rear-mounted paddle-shift gearbox. Packaging it all into the micro-sized Cygnet was challenging but wasn’t the only hurdle.

“[The] biggest fight in development was making it drivable given the short wheelbase,” Wood noted. “Programming and tuning was difficult. The brakes are very strong and it was tricky to tune all to the small car.” He then offered a bit of advice as I climbed into the driver’s seat: “Remember, there’s no traction or stability control. And respect that very short wheelbase, especially under braking.” Duly noted.

The mix of aftermarket, Aston Martin, and Toyota controls scattered randomly around the cockpit make it obvious this is no conventional production car—as if the wide fender flares encapsulating 19-inch V8 Vantage wheels and big brakes with yellow calipers weren’t an obvious clue. There are zero airbags, a removable steering wheel, and two fixed competition Recaro bucket seats with racing harnesses. The custom carbon-fiber dash houses a Toyota (sorry, Cygnet) power mirror switch mixed with V8 Vantage buttons and controls, including a bespoke pod with transmission controls and the awkward, old-school Aston Martin “Emotion Control Unit” (read: key). An out-of-place digital display for the HVAC temperature and a red pull knob for the integrated fire system reminds you of the custom nature of the V8 Cygnet, as does the 9.25-gallon fuel cell where the rear seats once lived. The small gas tank feeding the thirsty V8 won’t be a bother, however, as this is no long-distance cruiser.

First, the driving position is poor. The steering column offers zero adjustment and the pedals are set at an odd angle. Then there’s the rather horrible, clunky single-clutch, seven-speed gearbox. But that’s no fault of Wood and the rest of the build team. It was horrid in Aston production cars as well. Of course, the V8 Vantage’s manual gearbox would have been a fix but there’s no room in the footwell for a third pedal. Ride quality is nearly as bad as the gearbox. It’s as if the spring rates and dampers are set up for the smoothest racetrack on earth.

“Part of the reason it’s so stiff is due to the limited suspension travel on offer,” said Wood.

Hunting for rare, smooth British roads, the V8 Cygnet grabs every surface imperfection possible. The effecet isn’t helped by the wide Michelin Pilot Sport Cup 2 track-focused tires intended for Goodwood and, of course, the short wheelbase. As the feeble air conditioning (the rear unit from a Rapide) struggles to keep up on the warm English summer’s afternoon, I begin to wonder why Aston Martin went to the trouble of making such a powerful, funky Cygnet outside of it being a cool endeavor on paper. At least the car is very solid and feels extremely well built, with no shakes or rattles.

A lovely section of smooth, empty road transforms the hot rod Cygnet just in time. The glorious V-8 is finally able to stretch its legs without the car trying to toss me into a hedge. The powerful brakes, plethora of grip, overall balance, and communicative steering all come together. The clumsy gearbox works better when shifted high in the rpm range with your foot flat to the floor. You sit quite high, giving an excellent view of narrow British country roads. I begin dreaming of taking the 45-mile detour to the recently reopened Mallory Park circuit just outside Leicester to give the V8 Cygnet a proper run on a racetrack. I’m also reminded that, no matter how impressive the Mercedes-AMG twin-turbo V-8 is in the new Vantage and DB11, naturally-aspirated engines are still pure heaven. Wood and the rest of the gang at Aston Martin really did a magnificent job with this very challenging project. It was clearly no small feat.

My time in the V8 Cygnet ended at The Bell in Alderminster for their monthly car and bike meet. As I pulled into the parking lot of the quaint English pub, the organizers were clearly bewildered as they tried to figure out what car group to park the Cygnet amongst. “What is it?” they ask. A a 430-hp Aston Martin. “Wait, it’s what and it has how much power?” In the end, they simply motion toward a section of grass with a Ferrari and a new NSX due to their understandable mix of confusion and fascination. The crowd instantly overwhelms the car. Usual British restraint is thrown to the wind as overly inquisitive queries fill the air.

The V8 Cygnet is all about being fun and quirky while also exhibiting Aston Martin’s ability to build a special project. It looks extremely muscular and sounds magnificent. It’s a wonderful creation by a group of true enthusiasts. We can only hope more companies follow what Aston has done with this left-field creation. The modern cookie-cutter world needs more cars like the V8 Cygnet.

ON SALEN/A
PRICEN/A
ENGINE4.7L DOHC 32-valve V-8/430 hp @ 7,300 rpm, 361 lb-ft @ 5,000 rpm
TRANSMISSION7-speed single-clutch automatic
LAYOUT2-door, 2-passenger, front-engine, RWD hatchback
EPA MILEAGEN/A
L x W x H121.2 x 73.2 x 59.1 in
WHEELBASE78.7 in
WEIGHT3,031 lb
0-60 MPH4.2 sec
TOP SPEED170 mph


Source: https://www.automobilemag.com/news/driving-the-looney-tunes-aston-martin-v8-cygnet/

Partenariat entre Blue2BGreen et Amice Energies

De nouvelles formations avec une diffusion plus vaste de l’offre, et une extension des compétences justifiée par la place particulière que s’apprête à prendre la mobilité électrique dans le système énergétique français et les bâtiments : tels sont les bénéfices du rapprochement des sociétés Blue2BGreen et MaECI qui propose ses services sous la marque Amice Energies.

Blue2BGreen

Nos lecteurs habituels connaissent déjà, au moins de réputation, notre adhérent Blue2BGreen, expert en mobilité électrique et en infrastructures de recharge, mais aussi formateur dans ces domaines avec une palette qualifiante qui s’étoffe et s’adapte sans cesse aux marchés et au terrain. A savoir : Blue2BGreen dispose, pour dispenser ses modules d’apprentissage, « de la plus grosse plateforme mobile multimarque en France ». L’entreprise se qualifie ainsi : « Acteur de la mobilité électrique au niveau national, Blue2BGreen est le seul bureau d’études français indépendant à proposer ses compétences en conception de solutions de recharge pour les fabricants de bornes, en assistance aux développements techniques et commerciaux avec approche à l’innovation pour les industriels, les commerces et les administrations ». Son fondateur, Jean-Luc Coupez, est présent, éventuellement à la demande, sur nombre de manifestations et événements en rapport avec ce vaste écosystème.

MaECI et sa marque Amice Energies

Amice Energies se positionne comme expert en management dynamique de l’énergie et de l’environnement. Cette entité a été créée par MaECI, une société de conseil et de services opérationnels de dimension nationale. « Elle propose ses compétences dans le domaine de l’efficacité et de l’optimisation énergétique des immeubles tertiaires, commerciaux, techniques et établissements de santé, sous la marque déposée Amice Energies. Ses offres concernent les achats et le management dynamique de l’énergie et de l’environnement », peut-on lire dans le communiqué de presse publié par Blue2BGreen sur son site. Tout comme notre adhérent, MaECI est également prestataire de formation. Ses consultants intègrent dans leurs offres les nouvelles technologies de mobilité plus respectueuses de l’environnement, parmi lesquelles les véhicules alimentés à l’électricité, au gaz ou avec les biocarburants.

Les fruits de l’alliance

De son côté, dans son activité, Blue2BGreen a dû « s’interroger à plusieurs reprises sur l’optimisation de l’énergie pour réduire l’impact des recharges, éviter de remonter le calibre de l’abonnement, voire augmenter la puissance souscrite au fournisseur d’énergie électrique ou même ajouter un point de livraison ». Le rapprochement des 2 organismes va permettre à notre adhérent de compléter son offre grâce aux compétences et au savoir-faire de MaECI « dans l’analyse des puissances et l’optimisation, la réduction des consommations, en vue d’installer des points de recharge et plus généralement de management de l’énergie et de l’environnement, en partageant les ressources disponibles ». Ce dernier, en échange, va pouvoir proposer « dorénavant à ses clients industriels, commerces, collectivités, gestionnaires de bâtiments d’habitations ou de bureaux, les études, la réalisation de cahiers des charges et l’AMO en infrastructures de recharge pour les véhicules électriques, et en particulier pour les flottes automobiles dont l’impact des recharges sur le bâtiment, voire le réseau, est important ». L’offre en formations va se développer de part et d’autre en conséquence.




Source: http://www.avem.fr/actualite-partenariat-entre-blue2bgreen-et-amice-energies-7190.html

Why Volvo's CEO thinks making money off data is 'wrong approach'

Hakan Samuelsson: “Whatever you have in the phone, you would like to have very seamless into the car." Photo credit: BLOOMBERG

Volvo Cars has gone to unique lengths at this year’s Los Angeles Auto Show to demonstrate how tech-savvy it is.

There are no cars on display at the automaker’s stand -- just multi-colored couches and cardboard delivery boxes hinting at its partnerships with Google and Amazon. 

But when it comes to the future of the auto industry, CEO Hakan Samuelsson sounds relatively old-fashioned. He’s betting Volvo will make more money selling connected, autonomous cars to consumers and robo-taxi fleets, rather than taking a cut of the higher-margin business of selling data-driven services inside the vehicle.

“Whatever you have in the phone, you would like to have very seamless into the car, and we will make money by making an attractive car and selling more cars, rather than trying to take a fee on the information and the communication,” he said in a Bloomberg Television interview. “That would be the wrong approach.”

Most automakers have tried to keep Google and Apple at arm’s length, hoping to keep control of such valuable data as a driver’s whereabouts, driving patterns, shopping preferences and infotainment use. The companies also have sought to forge their own commercial partnerships to sell connected services rather than let tech players such as Google cash in.

Volvo was among the first to agree to use Google’s Android operating system, letting Alphabet’s software control mapping, navigation, infotainment and a suite of apps in the dashboard. Most carmakers allow only Android Auto and Apple’s CarPlay, which project a limited number of apps onto the vehicle’s touchscreen after a passenger has plugged in a smartphone.

The Swedish automaker’s premium electric-car brand, Polestar, also has signed on to use the Android operating system, Samuelsson said.




Source: http://www.autonews.com/article/20181129/MOBILITY/181129680/volvo-samuelsson-data-revenue-technology?AID=%2F20181129%2FMOBILITY%2F181129680

New BMW 2 Series Gran Coupe spotted winter testing

BMW’s intention is that this format will provide the new M car with more engaging driving traits than its Audi and Mercedes competition — a move that has already made the M2 a big hit among enthusiast drivers. The company believes there is sufficient scope within its future line-up to accommodate an additional model riding on its widely used rear-wheel-drive platform, hence the introduction of the 2 Series Gran Coupé.

The need to accommodate two conventional front-hinged rear doors and sufficient rear seat leg room is said to be behind the decision to give the new car a wheelbase that's halfway between the 2690mm span of the 2 Series Coupé and the 2810mm of the 3 Series saloon.

BMW M2 Competition review

Inside, the 2 Series Gran Coupé will sport a new interior layout that's also set to be adopted by the successors to today’s 2 Series Coupé  and Cabriolet, which are due in 2020.

The turbocharged three-cylinder and four-cylinder engines for the 2 Series Gran Coupé will mirror those of the existing pair.

On the petrol side, expect a 134bhp 1.5-litre three-cylinder unit in the 218i, together with 181bhp and 242bhp 2.0-litre four-cylinder units in the 220i and 225i and a 326bhp 3.0-litre six-cylinder in the 235i. Among the diesels will be 148bhp, 187bhp and 221bhp 2.0-litre four-cylinder units in the 218d, 220d and 225d.

Like its two-door siblings, the 2 Series Gran Coupé will offer a choice of a standard six-speed manual or optional eight-speed torque-converter automatic gearbox, as well as optional xDrive four-wheel drive. However, the latter will be offered in combination with only a limited range of engines.

The highlight of the new line-up, though, will be the M2 Gran Coupé.

This model will use the same 365bhp turbocharged 3.0-litre in-line six-cylinder engine as its highly lauded two-door sibling. It will be offered with a standard six-speed manual or seven-speed dual-clutch automatic gearbox.

Although it's still early days, the S55B30-designated engine is expected to provide the M2 Gran Coupé with similar performance to the M2, which has an official 0-62mph time of 4.4sec in manual form and a limited 155mph top speed.

The 2 Series Gran Coupé will be produced alongside the 2 Series Coupé and Cabriolet models at BMW's plant in Leipzig, Germany.

A plug-in hybrid model is also mooted. This is expected to use BMW’s turbocharged 1.5-litre three-cylinder petrol engine and an electric motor mounted within the forward section of a standard eight-speed automatic gearbox.




Source: https://www.autocar.co.uk/car-news/new-cars/new-bmw-2-series-gran-coupe-spotted-winter-testing

Infiniti Teases Electric SUV Destined for Detroit Debut

Infiniti will unveil a new concept previewing its first electric car at the North American International Auto Show next month. On Friday, Nissan’s luxury division released a digitally shrouded image of the model to help build anticipation.

While Infiniti spent much of the past year showcasing interesting concept vehicles, precious few have a snowball’s chance in hell of reaching production. Instead, the autos served as an opportunity for Infiniti to dabble in a new design language while simultaneously proving that it hasn’t forgotten about electrification. Last January, the company showcased the Q Inspiration, announcing it would electrify its entire portfolio from 2021 onward, using either e-Power or pure EV powertrains. Seven months later, it unveiled the Prototype 10 at Monterey Car Week — which it said solidified the look of upcoming models, especially those of the electric persuasion.

While this upcoming crossover appears to do much of the same, there’s a chance it might be a precursor for a vehicle that might someday reach the showroom. 

Image: Infiniti

Rumored to be roughly the size of the QX30, nothing is known about its powertrain other than its fully electric status. Infiniti claims its platform is new, allowing for a “lounge-like interior,” in addition to an unspecified list of “welcoming and assistive technologies.”

We assume it’ll be the first vehicle to preview the new modular platform that will eventually underpin the majority of Infiniti’s fleet. The proposed vehicle architecture was announced earlier this year and is expected to bear fruit by 2021, when the brand launches its first battery electric vehicle. Considering current market trends, it would make sense for Infiniti to make it a crossover. This might not be the official template for that model, though it will almost certainly lay amount of groundwork for it.

“The concept car we will show in Detroit is the beginning of a new era for Infiniti, and an illustration of where we want to go with the brand. Electrification and other new technologies have given us the opportunity to evolve our design philosophy,” said Karim Habib, Executive Design Director for the brand.

[Image: Infiniti]




Source: https://www.thetruthaboutcars.com/2018/12/infiniti-teases-electric-suv-destined-for-detroit-debut/

GAC Motors reporte son introduction aux Etats-Unis à 2020

Le jeune constructeur chinois GAC Motor a choisi le Mondial de Paris pour révélér pour la première fois ses modèle sur un salon européen. Il ne s'est pas encore fixé de date de commercialisation en Europe et annonce le report à 2020 de son introduction aux Etats-Unis, en raison de la guerre commerciale entre les deux pays.

Après les tentatives avortées de Landwind, Brillance et Qoros, le constructeur GAC Motor sera-t-il le premier chinois à réussir à franchir les portes du marché européen ? La marque, qui fête ses dix ans cette année, a en tout cas décidé de faire parler d’elle, en exposant pour la première fois ses modèles sur un salon automobile européen. Après le Mondial de Paris, Yu Jun, le patron de la marque, n’exclut pas d’exposer également à Genève et à Francfort.
"Nous avons déjà fait 4 fois Détroit mais aussi Los Angeles, New-York, Moscou", souligne-t-il. Mais pour autant, la marque n’est distribuée ni aux Etats-Unis, ni en Russie. "Nous étudions le marché américain depuis 2016, nous y avons créé un centre de R&D dans la Silicon Valley en 2017 et nous avons rencontré des dealers, à l’occasion de la Nada, pour préparer notre introduction en Amérique du Nord, programmée pour 2019.  Nous avons même commencé à communiquer sur CNN et NBC mais, compte tenu de la guerre commerciale qui oppose la Chine et les Etats-Unis,  nous sommes contraints de reporter notre déploiement à 2020. Cela se fera à travers la création d’une filiale qui couvrira les Etats-Unis, le Canada et le Mexique", a-t-il expliqué. Son déploiement en Russie reste en revanche programmée pour fin 2019.
Pour l’heure, la marque GAC Motor est distribuée dans 15 pays étrangers, en Asie, Moyen-Orient et Afrique (elle possède une usine d’assemblage au Nigeria) mais l’essentiel des 508 000 véhicules vendue en 2017 (en hausse de 37%) l’ont été en Chine, où elle compte 600 concessions. "Dans certains pays, nous avons un réseau en propre mais en Europe nous nous appuierons sur des opérateurs privés", indique le dirigeant. "Nous ne savons pas encore quels produits nous distribuerons en priorité en Europe, ni à quelle échéance, reconnaît-il. Le plus vite possible mais les réglementations en Europe sont très exigeantes, en matière de pollution comme de sécurité".  
Le véhicule électrique pourrait être un point d’entrée. "Il a un grand potentiel en Europe. Pour notre part, nous comptons en produire 200 000 unités par an (sur une capacité totale d’un million de véhicules en 2020) et sortir deux nouveaux modèles électriques tous les ans", dit-il.  La marque expose au Mondial son petit SUV électrique, le Ge3, lancé en Chine l’année dernière. Il serait doté d’une autonomie de 410 km, selon les normes de calcul chinoises (et de 530 km à une vitesse constante de 60 km/h).
La marque, qui a lancé son premier modèle en 2011, a adopté un positionnement milieu-haut de gamme. Elle compte pas moins de 4 000 personnes dédiées à La R&D et elle a l’ambition de "ne pas imiter, ne pas copier" tout en misant sur la qualité : "Nous sommes fiers d’avoir obtenu ces 5 dernières années la meilleure note des constructeurs chinois (11e en 2017 si l'on tient compte des JV, NDLR) pour la qualité initiale de nos produits, selon JD Power", souligne le dirigeant. Son GS4 se classe même troisième en 2017 sur le segment des SUV compacts, derrière le Hyundai Tucson et le Kia KX3.
Le Mondial de Paris est l’occasion de révéler un tout nouveau modèle, le GS5, un  grand SUV de près de 4,70 m, doté d’un moteur essence de 1.5 l turbo de 166 ch. Le Diesel n'est pas encore d'actualité.
Si la marque GAC Motor est une marque récente, sa maison mère GAC, qui emploie 85 000 personnes et a réalisé l'an dernier 80 milliards de dollars de chiffre d'affaires, travaille depuis plus longtemps en co-entreprise avec Toyota, Honda, Mitsubishi et FCA pour assurer leur présence en Chine.
Xavier Champagne



Source: http://www.autoactu.com/?page=2&id_actu=28734&from_id_part=

Driving the Looney Tunes Aston Martin V8 Cygnet

The original Cygnet isn’t a proper Aston Martin—it’s simply a leather-clad Toyota (Scion) iQ. The British marque’s version of the front-wheel-drive city car theoretically satisfied the urban needs of European Aston Martin customers while helping lower the company fleet’s carbon emissions.

But it never caught on. A price tag twice the amount of an iQ despite running the same mechanical bits surely didn’t help. Aston planned for annual sales of 4,000 units but, after the 2011-13 production run ended, only around 300 Cygnets found buyers. Maybe if Aston skipped the 94-hp engine and installed, say, a 430-hp V-8 sending drive to the rear wheels, things would have been different. Enter the Aston Martin V8 Cygnet. Coined “The Ultimate City Car,” it’s clear Aston sees the word “ultimate” in a far different light than Toyota when it comes to defining an urban runabout.

The one-off, Frankensteinesque creation came about under the “Q by Aston Martin Commission” service for one particularly enthusiastic and dedicated customer—a customer whose collection includes the only road-legal Vulcan hyper track car.

“The V8 Cygnet was about dreaming of ideas,” said Dan Wood, prototype build tech at Aston Martin.

That idea came about near end of Cygnet production in 2013 but it had to wait until Aston launched the DB11 and new Vantage. The project started with a complete, right-hand drive Cygnet and took about a year.

“It was a big push to get it done for the reveal at Goodwood [Festival of Speed in July 2018],” noted Wood.

The drivetrain, subframes, and suspension come from a last-generation V8 Vantage S including the normally aspirated V-8 and rear-mounted paddle-shift gearbox. Packaging it all into the micro-sized Cygnet was challenging but wasn’t the only hurdle.

“[The] biggest fight in development was making it drivable given the short wheelbase,” Wood noted. “Programming and tuning was difficult. The brakes are very strong and it was tricky to tune all to the small car.” He then offered a bit of advice as I climbed into the driver’s seat: “Remember, there’s no traction or stability control. And respect that very short wheelbase, especially under braking.” Duly noted.

The mix of aftermarket, Aston Martin, and Toyota controls scattered randomly around the cockpit make it obvious this is no conventional production car—as if the wide fender flares encapsulating 19-inch V8 Vantage wheels and big brakes with yellow calipers weren’t an obvious clue. There are zero airbags, a removable steering wheel, and two fixed competition Recaro bucket seats with racing harnesses. The custom carbon-fiber dash houses a Toyota (sorry, Cygnet) power mirror switch mixed with V8 Vantage buttons and controls, including a bespoke pod with transmission controls and the awkward, old-school Aston Martin “Emotion Control Unit” (read: key). An out-of-place digital display for the HVAC temperature and a red pull knob for the integrated fire system reminds you of the custom nature of the V8 Cygnet, as does the 9.25-gallon fuel cell where the rear seats once lived. The small gas tank feeding the thirsty V8 won’t be a bother, however, as this is no long-distance cruiser.

First, the driving position is poor. The steering column offers zero adjustment and the pedals are set at an odd angle. Then there’s the rather horrible, clunky single-clutch, seven-speed gearbox. But that’s no fault of Wood and the rest of the build team. It was horrid in Aston production cars as well. Of course, the V8 Vantage’s manual gearbox would have been a fix but there’s no room in the footwell for a third pedal. Ride quality is nearly as bad as the gearbox. It’s as if the spring rates and dampers are set up for the smoothest racetrack on earth.

“Part of the reason it’s so stiff is due to the limited suspension travel on offer,” said Wood.

Hunting for rare, smooth British roads, the V8 Cygnet grabs every surface imperfection possible. The effecet isn’t helped by the wide Michelin Pilot Sport Cup 2 track-focused tires intended for Goodwood and, of course, the short wheelbase. As the feeble air conditioning (the rear unit from a Rapide) struggles to keep up on the warm English summer’s afternoon, I begin to wonder why Aston Martin went to the trouble of making such a powerful, funky Cygnet outside of it being a cool endeavor on paper. At least the car is very solid and feels extremely well built, with no shakes or rattles.

A lovely section of smooth, empty road transforms the hot rod Cygnet just in time. The glorious V-8 is finally able to stretch its legs without the car trying to toss me into a hedge. The powerful brakes, plethora of grip, overall balance, and communicative steering all come together. The clumsy gearbox works better when shifted high in the rpm range with your foot flat to the floor. You sit quite high, giving an excellent view of narrow British country roads. I begin dreaming of taking the 45-mile detour to the recently reopened Mallory Park circuit just outside Leicester to give the V8 Cygnet a proper run on a racetrack. I’m also reminded that, no matter how impressive the Mercedes-AMG twin-turbo V-8 is in the new Vantage and DB11, naturally-aspirated engines are still pure heaven. Wood and the rest of the gang at Aston Martin really did a magnificent job with this very challenging project. It was clearly no small feat.

My time in the V8 Cygnet ended at The Bell in Alderminster for their monthly car and bike meet. As I pulled into the parking lot of the quaint English pub, the organizers were clearly bewildered as they tried to figure out what car group to park the Cygnet amongst. “What is it?” they ask. A a 430-hp Aston Martin. “Wait, it’s what and it has how much power?” In the end, they simply motion toward a section of grass with a Ferrari and a new NSX due to their understandable mix of confusion and fascination. The crowd instantly overwhelms the car. Usual British restraint is thrown to the wind as overly inquisitive queries fill the air.

The V8 Cygnet is all about being fun and quirky while also exhibiting Aston Martin’s ability to build a special project. It looks extremely muscular and sounds magnificent. It’s a wonderful creation by a group of true enthusiasts. We can only hope more companies follow what Aston has done with this left-field creation. The modern cookie-cutter world needs more cars like the V8 Cygnet.

ON SALEN/A
PRICEN/A
ENGINE4.7L DOHC 32-valve V-8/430 hp @ 7,300 rpm, 361 lb-ft @ 5,000 rpm
TRANSMISSION7-speed single-clutch automatic
LAYOUT2-door, 2-passenger, front-engine, RWD hatchback
EPA MILEAGEN/A
L x W x H121.2 x 73.2 x 59.1 in
WHEELBASE78.7 in
WEIGHT3,031 lb
0-60 MPH4.2 sec
TOP SPEED170 mph


Source: https://www.automobilemag.com/news/driving-the-looney-tunes-aston-martin-v8-cygnet/

Bloodhound SSC HAS Been Saved By UK Turbocharger Entrepreneur

Good news! Bloodhound SSC has been saved thanks to Yorkshire, UK entrepreneur Ian Warhurst. The project to achieve 1000mph in a land vehicle went into administration in October, and on December 7 it was announced that the administrators had been unable to raise the £25 million investment required. However, Andrew Sheridan and Geoff Rowley, Joint Administrators of Bloodhound Programme Ltd, were subsequently contacted by a number of interested parties, and the business and assets are now being bought for an undisclosed amount.

Ian Warhurst has previously featured in the Britain’s Top 100 Entrepreneurs list by Management Today. He owned Melett, a supplier of automotive replacement turbo repair kits, from 2002 before selling it in late 2017, staying on as Managing Director.

Andrew Sheridan, Joint Administrator and partner at specialist advisory firm FRP Advisory LLP, said: “We have been overwhelmed by the passion that clearly exists for Bloodhound and are thrilled that we have been able to secure a buyer who is able to give this inspiring project a future. Ian has a strong background in managing highly successful businesses in the automotive engineering sector and he will bring considerable expertise to bear in taking the project forward. He will be outlining his plans for the project in detail early in the New Year. In the meantime, we would particularly like to thank the Ministry of Defence and Rolls Royce for their support and collaboration throughout this process, without which it would not have been possible for the project to be in a position to continue.”

Images courtesy of Bloodhound SSC



Source: https://petrolicious.com/articles/bloodhound-ssc-has-been-saved-by-uk-turbocharger-entrepreneur

'Aandeelhouders Volkswagen willen 9,2 miljard'

Slideshow

Wie dacht dat het dieselschandaal nu wel op z'n einde loopt heeft het mis. Het volgende hoofdstuk komt uit de hoek van aandeelhouders, die 9,2 miljard euro schadevergoeding zouden eisen.

Het bedrag is tot stand gekomen door 1.670 claims van aandeelhouders bij elkaar te voegen, meldt Reuters. Zij zouden van mening zijn dat Volkswagen ze voortijdig had moeten informeren over de omvang van het aanstaande schandaal, voordat de Amerikaanse Environmental Protection Agency (EPA) aan de bel trok en het te laat was. Het aandeel Volkswagen verloor toen in korte tijd 37 procent van z'n waarde en het schandaal kostte Volkswagen tot nu toe 27,4 miljard euro aan boetes en andere sancties.

Hoewel Volkswagen de ongeregeldheden zelf al lange tijd geleden heeft erkend, ontkent het dat er onterecht informatie is achtergehouden. Het merk zou de openbaarmaking van de problemen door de EPA niet hebben zien aankomen, omdat het juist met de autoriteiten in gesprek was om de kwestie onderhands te regelen. Bij andere automakers zouden vergelijkbare kwesties ook op die manier zijn opgelost. De benadeelde investeerders stellen daartegenover dat een aantal mensen binnen het concern al langer op de hoogte was van de ongeregeldheden en daarmee verplicht om de zaak tijdig aan de belanghebbenden bekend te maken.




Source: https://www.autoweek.nl/nieuws/aandeelhouders-volkswagen-willen-92-miljard/

Next-gen Honda Fit/Honda Jazz Cross Style - Rendering

Soon after launching the facelifted Honda Fit (Honda Jazz) in Japan last year, Honda introduced a Cross Style accessory package for it. In the latest, Mag-X has created a rendering of the next-gen Honda Fit Cross Style.

2020 Honda Fit Cross Style rendering
The next-gen Honda Jazz will likely arrive in 2020.

Unlike in India and Latin America, Honda doesn’t sell the WR-V in Japan. The current Honda Fit Cross Style isn’t as rugged as the Honda WR-V, but the rendered next-gen Honda Fit Cross Style seems more adventurous. The wannabe crossover appears to have black body cladding all around, and it features flush roof rails too. The rendering previews a Honda Civic-inspired headlamp and upper grille design as well.

The biggest news expected from the next-gen Honda Jazz is about its Hybrid variant, which will employ the all-new i-MMD two-motor hybrid powertrain. The current Honda Jazz Hybrid and other small hybrid models from Honda use the i-DCD single-motor hybrid powertrain.

The i-MMD system was initially costlier because it comprised a 2.0-litre engine and two electric motors. However, the company started offering it in 1.5-litre ICE-2-motor combination beginning with the Honda Clarity Plug-in Hybrid PHEV in 2017. This year, the all-new Honda Insight HEV was introduced with the i-MMD system combining a 1.5-litre i-VTEC engine and two electric motors. With the next-gen Honda Jazz Hybrid, the i-MMD system’s availability will expand to an even lower class of vehicles.

Japanese reports say that the next-gen Honda Jazz Hybrid will get the Honda Insight’s version of the i-MMD system that delivers 52 mpg (22.11 km/l). The fourth generation Honda Jazz will have a pure electric variant as well.

2019 Honda Insight engine
The next-gen Honda Jazz Hybrid will employ the i-MMD two-motor hybrid system comprising a 1.5L engine and two electric motors.

Also See: 2019 Honda Civic vs 2016 Honda Civic - Old vs New

The next-gen Honda Fit (next-gen Honda Jazz) and its Cross Style variant will likely arrive in 2020. Before that model, the next-gen Honda HR-V could debut in the fall of 2019.

[Image Source: twitter.com]



Source: https://indianautosblog.com/2018/08/next-gen-honda-fit-jazz-cross-style-rendering-314136

View older posts »

Search

Comments

There are currently no blog comments.