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New Range Rover

“Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it.

Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
 
Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 

There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
 
The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 

Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 

 
On the road, Land Rover sees its main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 

 

New Range Rover

“Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it.

Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
 
Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 

There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
 
The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 

Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 

 
On the road, Land Rover sees its main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 

 

New Range Rover

“Don’t change it. Just make it better”. This, after many hours in conversation, was apparently the brief from the core customer base for the new Range Rover. Not an easy thing to deliver, but this fourth generation of a British icon would seem to have done it.

Ahead of the bash, we were invited up to Jaguar Land Rover’s base in Gaydon to see the car close up. We knew the broad facts. Like the all-aluminium monocoque body that helps the new car come in a whopping 420kg less than the predecessor (a shell, in fact, that is 23kg lighter than the one found in a 3 Series). The new design and interior that continues the brand’s velocity into the luxury market. And some astonishing sales figures to live up to (last year 279,606 people bought a Range Rover, more than ever before). But there were plenty of details to come: the new Range Rover is lighter, more refined, more capable off-road, and more frugal with fuel. 
 
Design director and chief executive officer Gerry McGovern’s maxim is that “democracy in design equates to mediocrity”, and he’s fiercely proud of his new creation. Seeing it next to its predecessor, it’s apparent that no other SUV has ever really made the third-gen Range Rover (first sold in 2002, remember) look dated. Until this one. 

There’s that familiar silhouette, a faster screen angle, the iconic floating roof, a new jeweled grille, and in another nod to the outgoing car, the three ‘gills’ (which have moved to the doors, can be specified in different colours, and are no longer functional). One excellent detail is hidden in the light cluster: a graphic on the main projector beams resembling a high performance camera lens. 
 
The interior, says McGovern, ‘gives our customers the feeling that there’s no better place to be’. A completely revised dash loses 50% of the switches from the current model. In the back, despite only adding 40mm to the wheelbase, leg room has grown by 120mm. It sat our 6’4” correspondent in complete comfort (which is certainly better than most planes). There’s also the option for executive two seat option at the back (with five types of massage), and you can also spec a 29 speaker Meridian sound system. The split tailgate is still present and correct, and is now power-operated. 

Powering all this - on a choice of wheels from 19 all the way up to 22 inches – are three choices of engine, including a new entry-level three-litre V6 diesel, which is good for 254 bhp and 0-60 in 7.4 seconds (performance roughly in parallel with the 4.4 TDV8 from the current range, but with a considerable saving in weight).  It will also do a claimed 37.7mpg and produce 196/km of CO2. A 4.4 litre diesel V8 (334bhp, 0-60 in 6.5 secs) and the existing supercharged 5.0 litre petrol V8 complete the range, with a diesel hybrid planned for 2013 (bringing emissions down to 169 g/km).  All are coupled to an eight-speed ZF auto. 

 
On the road, Land Rover sees its main rivals in terms of refinement as the likes of the Bentley Flying Spur, with wind and road noise best in class thanks to new suspension and sound-deadening, but this is still a proper off-roader (albeit one with a potential 18,000 different levels of personalization). Reportedly the Eastnor proving grounds had to be improved to offer it a proper challenge. Ground clearance is up by 18mm to 297mm, there’s now 597mm of wheel travel, and the wading depth is up 200mm to 900mm (the car now breathes through a funnel between bonnet and wing) . A new auto setting on the Terrain Response system will monitor conditions 100 times a second and temper the car’s response accordingly. And it will still tow 3,500 kg (or seven Olympic horses). 

 

 

BMW 7 series Facelift

The 2013 Bmw 7 series gets incremental improvements everywhere. Outside the changes are minimal: fewer vertical slats inside the kidney grille and a larger chrome surround, two horizontal chrome accents bars splitting the lower intake, restyled side mirrors with turn-signal indicators, and new shades of red on the taillights. Inside are resculpted front seats, more soundproofing, redesigned ambient lighting, an updated iDrive controller and "floating" screens for the Rear Seat Entertainment package, and an optional Bang & Olufsen sound system. Along with those changes, the look of the navigation system has been updated with new menu organization, displays, a "pie menu" and 3D elements. The Attention Assistant system provides gives BMW drivers their own coffee cup icon to remind you when it's time to rest and hands-free trunk operation makes its first appearance in the range.

The eight-speed steptronic transmission, fitted to every model, allows the new 7 to make more of its engines. Under the hood, the inline six-cylinder in the 740i maintains the same power ratings, 315 horsepower and 330 lb-ft, but is mated to the new eight-speed Steptronic transmission and said to have "significantly improved" efficiency, with a 20 percent increase noted in the EU cycle. The 4.4-liter V8 in the 750i gets fitted with Valvetronic and gets bumps of 45 hp and 30 lb-ft, for 445 hp and 480 lb-ft total. The changes reduce its 0-60 time to 4.7 seconds, at the same time as fuel economy on the EU cycle climbs 25 percent with the new transmission.

The second-gen Active Hybrid 7 drops down an engine size, swapping its previous V8 for the 3.0-liter six-cylinder from the 740. It's yoked to a 55-hp synchronous motor. Rated at a combined 349 hp and 367 lb-ft, BMW says it is 14 percent more fuel efficient than the 740i.

Both the 740i and 750i will come with a new powertrain management system dubbed ECO PRO that joins the other Driving Dynamics Control settings and that includes a coasting mode operable between 30 and 100 mph. Other driving enhancements include Dynamic Damper Control, an electronically controlled damping system that works on each shock individually dependent on road conditions, self-leveling rear suspension now standard on all models, and xDrive available on the 740i.

Both the 740i and 750i will arrive in showrooms this summer, the ActiveHybrid 7 coming this fall. The high-res gallery above can show you what's coming, scroll down to read all about it in the press release.

New Ford Mondeo

The new Ford Mondeo will score a world first as a modern-era family car powered by a tiny 1.0-litre engine at launch in autumn 2013. Power will come from the smooth-revving 123bhp, three-cylinder Ecoboost, claimed to produce just 125g/km of carbon — comparable with today’s 2.0TDCi diesel.

Roughly similar in footprint to the outgoing model, the new 4.8m-long Mondeo is slightly lower, but sits on the same 2850mm wheelbase, a reflection of the significantly-modified, but carry-over platform.

Also of interest to enthusiasts is the switch to electric power steering, which saves fuel, but requires careful engineering to deliver enthusiast-friendly steering. Ford is adamant that the new Mondeo will retain the current car’s handling balance and steering sharpness while adding an extra edge of ride comfort. ‘We are confident it won’t disappoint,’ says Ford.

The chassis tune of the US and European versions is said to be ‘surprisingly close’, the minor differences explained by the requirement for the US version to ride on all-season tyres, whereas European cars ride largely on summer tyres.

Also significant is the new Mondeo’s styling which features an aggressively raked rear screen that gives a fastback look to the family hatch. Although US and mainland European markets will get a four-door saloon bodystyle, British buyers will be limited to the five-door and estate.

The styling is the work of Briton Chris Hamilton, who designed the Fusion/Mondeo in the US, but has recently returned to Europe to support the launch here. His design is bold, centred on a dominant chrome grille with a flavour of Aston Martin’s shape and body sculpting, and detailing inspired by the Evos concept shown at Frankfurt last year. However, a question that’s yet to be answered is how well the Fusion’s US-influenced design will transfer to Europe. Hamilton’s design is said to incorporate significant engineering changes to the carry-over platform, like a lower seating position to accommodate the rakish roofline, a lower boot floor to guarantee adequate luggage capacity and narrower A-pillars to improve forward visibility. Clever interior design includes a sculpted rooflining in the rear cabin to create sufficient headroom under the sloping rear screen.

Ford believes it can achieve 15 per cent growth in D segment with the new Mondeo. Ford says the shrinking market has levelled off. Style is is the number reason to buy in the segment, and Ford says the strength of Mondeo design will help. Global design boss J Mays says impressive equipment levels and a high standard of finish, makes it "premium yet affordable".

Given this long lead time, Ford is keeping further powertrain details close to its chest, although it is reasonable to assume the bulk of sales will be centred on the 2.0-litre TDCi diesel and a new 1.5 TDCi, which is gradually replacing the 1.4 and 1.6. Petrols will be 1.6-litre and 2.0-litre Ecoboosts; the most powerful 2.0 pushing out 240bhp. The bigger capacity 2.5-litre four fitted to the US Fusion won’t be heading to Europe.

Also coming is a plug-in hybrid, badged Energi, and powered by a lithium-ion battery pack and 185bhp Atkinson cycle 2.0-litre petrol engine and tipped for launch in 2014/15. 

A six-speed manual will be the most common transmission, with a six-speed dual-clutch Powershift on the option list. The conventional, torque-convertor auto popular in the US won’t come to Europe.

The late 2013 launch date also marks a significant delay to an introduction originally slated for summer next year.

Ford blames the six-month gap on quality problems in the production ramp-up. ‘We just couldn’t hit the quality required by mid next-year’, it admits. Although it’s hard not to believe that deteriorating European market conditions — possibly two million fewer cars will be sold this year — are also a factor.

The Mondeo market has been particularly hit, both by market trends and the slowdown. Buyers are switching away from large hatches in increasing numbers to SUVs. Last year, just 83k Mondeos were sold in western Europe, about a quarter of those in the UK. Ten years ago the European number was closer to 300,000.

New Mazda 6

The 2014 Mazda 6 sedan will be unveiled at the Moscow auto show this week, but you don't have to fly to the Motherland to get details on the new model. We have them right here.

As we expected, the new mid-sized sedan will make use of Mazda`s SkyActiv technologies, including either a 2.0-liter four-cylinder engine making 147 hp and 154 lb-ft of torque, or a 2.5-liter four making 189 hp and 188 lb-ft of torque. The six-speed SkyActiv-Drive automatic transmission will be offered, as well as a six-speed manual.

The new 6 features Mazda's Kodo design language, which we've seen at the last few auto shows. From the front, the new Mazda looks more muscular with character lines running up the hood. The headlights are reshaped and house LEDs. Mazda's “signature wing” sits in the grille. The profile looks very similar to the outgoing model, though the hood has less of a rake, making for a more upright front end. The character line above the front wheel well now extends into the front doors. At the back, the taillights are narrower, and a chrome strip now runs along the trunk lid. Press photos also show dual exhaust pipes. Mazda reminded us that these are Russian-spec cars, though we expect the U.S. versions to be nearly identical.

Inside, soft materials are used at touch points while the instrument panel features Bourdeaux-colored metal and “dark metal.” Mazda says it features a “driver oriented cockpit” with “three meters laid out symmetrically in the meter hood,” which “heighten the expectations for exciting driving.” We figured out that if we exchange the word “gauges” for “meters” that statement makes sense.

The wheelbase of the new Mazda6 is 1.6 inches longer than the outgoing model, and shoulder room, knee room and leg space have all been increased. The trunk also opens wider, for easier access.

In addition to its stop/start system, the Mazda6 also uses i-ELOOP, which is a regenerative braking system. It stores power from braking in a capacitor that can be used to run the car's electronic accessories.

A full suite of safety systems is available on the sedan, including backup sensors, adaptive front lighting and Smart City Brake Support that hits the brakes automatically to avoid obstacles, even if the driver isn't paying attention. Lane departure warnings and hill holding are also offered.

EPA fuel mileage numbers haven't been released yet, but we predict highway mileage will be above 30 mpg for both engines. U.S. pricing will be announced closer to launch.