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Archive for September 8th, 2020

Mercedes-AMG G 63 turns into a competition automobile with ‘Project Gelandewagen’

Tuesday, September 8th, 2020

If you’ve spent most time on a internet looking adult automobile stuff, you’ve substantially seen a accumulation of artistic renderings devising what typical cars would demeanour like if they were built to do something they weren’t designed to do, like go off-road, or contest in a racing series. Most of these will never spin real, though Mercedes-Benz clearly prisoner a suggestion of those renderings to emanate a track-car Mercedes-AMG G 63 called “Project Gelandewagen,” and it’s conspicuous to behold.

The plan is a outcome of a partnership between a Chief Design Officer for Mercedes, Gorden Wagener, and a Men’s Artistic Director for Louis Vuitton, Virgil Abloh. They wanted to pattern a automobile of that a reproduction would be auctioned by Sotheby’s to support gift for a arts. According to Mercedes, a competition automobile track was motionless on given it’s one of a few genres a G-Class hasn’t had most participation (clearly referring to highway racing, given G-Classes have been racing off highway for decades).

From a outside, many of a changes to a G-Class are obvious. A severely far-reaching body kit has been fitted. The buffer flares roughly compare a plcae and figure of a bureau ones, though hang out over and mix into low bumpers and side skirts. The front fender is surprisingly well-spoken and abandoned of vast atmosphere inlets. The G 63’s signature side-exit empty sticks around, though with incomparable tips that poke by a side skirts. Monoblock-style Mercedes wheels have been propitious with fat racing sharp tires and splendid yellow lettering that counterpart Goodyear’s NASCAR tires. A fun fact is a inclusion of a full-size monoblock circle and racing tire on a gangling tire mount. Unneeded tools such as doorway handles, spin signals and other pieces have been removed. A singular fabric pull-strap replaces a motorist doorway handle.

We’re totally on house with a figure of a G-Class, though we’re not so certain about a paint. The whole SUV was embellished in a matte white, that seems like it should be fine. Curiously, all a trim and lights were embellished in a same color. This also creates a splendid yellow tire lettering and dark blue empty tips mount out. But a designers afterwards chose to have portions of a white paint sanded down, exposing a authority below. Mercedes says this creates “a clarity of undying simplicity.” We’re flattering certain that there are a lot plan automobile owners that will be blissful to hear their automobile that’s been sitting in authority and physique filler a final few years won’t have to bombard out income for a good paint job, given they’re already enjoying “timeless simplicity.”

The interior continues to mix racing themes together. All unconnected pieces of trim, seating and sound insulation have been removed. Bare steel doorway frames mount starkly in place of leather. The hulk instrument and infotainment screens are gone, too, transposed by elementary analog dials and a few toggle switches labelled with a selected tag maker. A modern-looking F1-style steering circle replaces a bureau piece. The usually pops of tone are a splendid blue hurl enclosure and gas can, and a red glow extinguisher and racing harnesses.

Mercedes didn’t contend anything about a automatic components of this concept, and we think it’s since zero has changed. This is essentially a pattern exercise, so it only has to demeanour fast. Of course, if it’s a batch G 63 underneath, it’s not slow, make-up 577 horsepower and 627 pound-feet of torque.

Other than this strange square and a reproduction that will go to auction, no other Project Gelandewagens will be built. But we gamble if we found a learned adequate physique shop, they could build we a flattering tighten replica. Sotheby’s Contemporary Curated will start holding allege bids on a G 63 on Sep 14.

Related Video:

5 Things we Learned Living With a Porsche Taycan Turbo for a Week

Tuesday, September 8th, 2020

Or, “How we Learned to (Mostly) Stop Worrying and Love a Electric Car”

It’s uncomfortably easy to hear people articulate about a automobile you’re in when it’s scarcely silent. As we pass by a downtown intersection, a immature guy’s “oh my God it’s a electric Porsche” competence as good have been spoken from a behind seat.

That’s a outcome a Porsche Taycan has in a wild. It final attention, sucking a atmosphere out of a surrounding area faster than any turbo could. (Yeah yeah, this automobile is called Turbo and doesn’t indeed underline any.) It doesn’t need to scream to do it either.

Spending a week with a Taycan Turbo was an eye-widening experience—and not usually given of a extraordinary station starts with Launch Control. This four-door sports car—no, that’s not an exaggeration—is such a deeply fascinating package that we found myself dreading handing behind a keys during a finish of a time together, some-more so than with anything else I’ve driven this year.

With a full examination entrance after this week, here’s what stood out in my personal cover after 7 days with a all-electric Porsche Taycan.

1. It’s wide. Like, unequivocally wide.

There aren’t many cars I’ve been happier to find a 360-degree camera in than a Taycan. From behind a wheel, a expostulate lines out brazen aren’t bad: a lifted front corners feel instantly, classically Porsche, and make it easy to indicate a automobile forward. No, it’s a small behind window that cooking divided during confidence, and a feeling that a outdoor edges of a automobile are miles away. Parking in subterraneous spots, like a one in my building, requires a mark bookended by pillars, lest we wish to risk a pricey doorway ding. Going adult a exit ramp isn’t unequivocally probable if a mid-size SUV is streamer down a other direction.

Luckily, my tester came with a rear-wheel steering option, effectively timorous a four-door’s branch round during low speeds. When a speedo reads over 31 mph (50 km/h), those outrageous behind wheels expostulate in a same instruction as a fronts, helping stability.

SEE ALSO: 2020 Porsche Cayenne GTS Coupe First Drive Review: Pick of a Litter

2. Of march it’s fast, though we always feel in control

One of a common questions we get about this pursuit is either high-powered cars make me nervous. They positively can—see above—but in a box of a Taycan, it’s not a energy itself that does it. On a flip side, I’d contend a Taycan’s energy is a haven underline in ways, so enlarged as it’s treated with a suitable turn of respect.

Simply put, this thing is stupid fast. Pedal response is synapse-quick; I’d merely consider about accelerating, and a Taycan would already be nudging adult on a posted limit. Yet a go-pedal is fantastically progressive, creation it easy to recover accurately as many electric ponies as we needed. No highway on-ramp is too brief for a Taycan Turbo; no flitting event too small. 

The Taycan has a immeasurable haven of energy accessible during all times, and a discerning responses make a many of it. With many of a weight centered low down in a chassis, between a axles, it’s neutral and friendly, responding accurately to any motorist inputs. It doesn’t totally facade a large quell weight, though a Taycan has a pointy, certain front-end that creates it feel like bigger, electron-munching 718 Cayman.

3. Range stress is still a thing (sort of)

Hey look, it isn’t all good news. While a Taycan outdid a low EPA quoted operation of 201 miles—other outlets have seen a same results—my pull to exam that scarcely resulted in an worried call to Porsche. Long story short: when we searched for an Electrify Canada fast-charger, we found one 28 miles (45 km) away, nonetheless a Taycan was display usually 33.5 miles (54 km) left on a charge. Porsche Taycan owners get 3 years’ giveaway charging from Electrify Canada/America, we see, and their fast-charger stations have begun to open adult around a Toronto area.

SEE ALSO: 2020 Chevrolet Bolt EV Review

Now this was my possess fault, as we had usually finished a 45-minute army on a highway, a arrange of thing that drains batteries quicker. we also didn’t take advantage of a Taycan’s built-in ability to Nonetheless, it did make for a harrowing drive, generally when a peep surge happened, a arrange we can’t see some-more than 50 feet brazen in. When we got to a opening mall, we initial speckled a delayed charger, with a Dodge Charger parked in front. we eventually found a Electrify Canada port, and plugged into a 150-kW outlet, given a 350-kW choice was out of order. The Taycan gained behind roughly 70 percent of a assign in a small over half an hour.

Admittedly, Porsche expects a infancy of Taycan drivers to assign during home. we usually ran low because I was perplexing to. But with a reduce quoted operation than some other EVs out there, some folks will still doubt a ability of a Taycan to vanquish enlarged distances though some-more visit stops. You can’t accurately move along a jerry can of electrons.

4. It looks (and sounds) like a future

I’m propitious adequate that this wasn’t my initial time behind a round and winding potion instrument row of a Taycan. we initial saw it in 4S guise final December, on a first expostulate in a Finnish Arctic Circle. There, with a dozen or so examples, a handful of Cayennes and Panameras around, and trade cars that we could count on a singular hand, it was tough to decider a visible impact a Taycan wields. Transplant a figure to a bustling capital and a outcome is a many gawking I’ve ever witnessed for a four-door.

SEE ALSO: 2020 Porsche Taycan 4S First Drive Review

Out in a wild, a Taycan creates anything this side of a BMW i8 demeanour old-fashioned. Porsche’s pattern group has stayed remarkably constant to a strange Mission E design: a proportions are a small some-more modest, and a tail tapers more. There’s a transparent family resemblance, though in a approach that will certainly foreordain a subsequent era of Porsches, usually as a 918 Spyder did years ago.

Every time we got into a Taycan, a initial thing I’d do is capacitate a Electric Sport Sound. The amplified digital whirring is pristine Jetsons, though there’s a good reason for a existence: humans have faster heard greeting times than visual. As a evidence for speed and acceleration, it’s pivotal to removing a many out of a Taycan.

5. “It’s like a normal car.”

This is a approach quote from a friend, who we picked up—masked and sanitized, of course—for a brief knowledge with a Taycan on a final day together. He initial marvelled during a digital displays and free power, though it was usually after enlarged bearing that he forsaken that sub-header nugget.

When we asked what he meant, he explained that, from a newcomer seat, a Taycan didn’t give off any essentially uncanny vibes compared to a run-of-the-mill oppulance four-door. It rode well—more corner than a BMW 7 Series or some identical machine, though zero uncouth—and a seats were comfortable. It built speed like a wave, commanding a will on a highway ahead. The usually genuine tell that we were in anything surprising is a graphic miss of sound to go with a accelerative effort. The Taycan can play a mobile oasis of ease usually as good as a outsized sports car.

It’s a comforting sign, that. we adore a good inner explosion engine as many as a subsequent enthusiast, though a Taycan shows there can still be pushing delight even though a dino juice. It’s refreshing when it—and you—want it to be, and sacrifices small of what’s done cars so fascinating for drivers. Just maybe let it keep an eye on your circuitously charging stations, yeah?

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Expert Advice: Stay On Top of Your Business with Jetpack CRM

Tuesday, September 8th, 2020

Customers are a heart of your business, and a best approach to say your critical relations with them is with a world-class CRM (customer attribute management) system.

Join us during a next free webinar on Thursday, Sep 17th, to learn how we can spin leads into customers, lane business metrics, precedence data, and guard activity profiles to improved offer your customers—all by regulating Jetpack CRM.

Date: Thursday, Sep 17, 2020
Time: 8:00 am PT | 10:00 am CT | 11:00 am ET | 15:00 UTC
Registration linkhttps://zoom.us/webinar/register/8015988855022/WN_ZMyGfL7dRsm_4yzwivSnzw
Who’s invited: All are welcome, though this webinar is designed generally for tiny business owners, freelancers, consultants, and anyone else meddlesome in training how they can urge their sales process.

Jetpack CRM was built privately for WordPress, so that we can conduct your leads as they navigate your sales funnel, all on your WordPress dashboard. Mike Stott and Woody Hayday, a first developers and lead engineers behind Jetpack CRM, will be co-presenting in a webinar, that will embody a 15-minute live QA during a finish of a 45-minute presentation.

Don’t worry if we can’t make it to a live webinar, though! A recording will be accessible on our YouTube channel a few days after a event.

Live assemblage is limited, so be certain to register early. We demeanour brazen to saying you!

2021 Genesis G80 Preview: Hands On With a Korean 5 Series Fighter

Tuesday, September 8th, 2020

Lately a Genesis G80 has been a Rodney Dangerfield of a Korean brand’s lineup: it don’t get no respect. The second-generation indication should change that.

A lot rode on a initial G80’s extended shoulders. It launched a Genesis code for 2017, yet really, it was a rebadged Hyundai Genesis rather than a new model. The oppulance marque has stretched since, with a larger, plusher G90 and a smaller, sportier G70. The G80 has shrunk into a background, overshadowed by a younger siblings as good as a brand’s initial SUV, a arriving GV80.

Now 2021 is a time for a mid-size sedan to shine. A second-generation indication is coming, a clean-sheet pattern pity a tallness with a GV80 large brother. Earlier this summer we got to spend partial of an afternoon with them both. While we weren’t means to take possibly new Genesis indication out on a road—soon, soon—here’s what we gleaned from a initial hands-on knowledge with a new G80 sedan.

SEE ALSO: 2021 Genesis GV80 Preview: Hands On With a New Luxury SUV

Goodbye aged looks, hello twin bars

Photo by Harry Zhou

The second-generation G80 will be a initial Genesis sedan to get a full redesign underneath a brand’s new pattern direction. The G90 offering a taste, though it was a facelift of an existent model. In a metal, a 2021 G80 has a some-more organic demeanour than possibly of a sedan siblings. The kindly curving shoulder line—the “parabolic line” in Genesis parlance—gives it a seemly stance, with a tilted roofline stretching scarcely to a tail, exaggerating a behind shoulder.

Genesis Canada’s Jarred Pellat was on palm to travel us by this initial assembly with a G80. Pellat, who is smooth in Korean, kicks off about a G80’s pattern language, that a code calls Athletic Elegance. He starts, as one would expect, with a front, a “face” of a car. “If we demeanour unequivocally closely, a pattern grille and a quad lamps, that are a dual categorical elements, are subsequent from a Genesis swift emblem,” explains Pellat. “So we can see a grille comes from a shield, and we have a dual lines come out from a wings. And a dual lines aren’t usually in a quad lamps in a front, they lift all a approach by a side of a vehicle—if we put a spin vigilance on—you can see how it’s easily aligned, and afterwards it carries all a approach right to a back. You’ve got this unequivocally cohesive design, we’re unequivocally happy with it.”

As we pierce around to a tail, a G80’s Sportback-like proportions are clear. The integrated spoiler and disastrous space in a behind rug are desirous by a American and European sports cars of a 1960s: engineer SangYup Lee was obliged for Bumblebee and a C6 Corvette during his prior army during GM.

This new G80 has presence. The stream indication is large enough, though sincerely anonymous. Spot one on a road, and we competence ask yourself what it is. With this new twin-line identity, Genesis is banking on a opposite response: no matter that angle we see a automobile from, you’ll be means to immediately ID it as a Genesis.

Genesis isn’t abandoning sedans

Photo by Harry Zhou

“I had someone this morning contend to me ‘sedans are dead, what are we doing with sedans?’ muses Pellat as we poke around a G80. His response: “I pronounced ‘you’re right, sales volume might be shrinking. But there are still a lot of consumers out there who wish a automobile that is some-more about that pushing experience, though still has that flexibility and functionality that you’re not compromising in terms of rear-seat newcomer space or storage space.’”

We speak about servicing a some-more nuanced needs of oppulance buyers. The GV80 is for someone who wants somewhat some-more space and an towering pushing position. It’s easier to get in and out of, and a additional float tallness will yield assent of mind for those in snowier climes. But importantly, Genesis acknowledges that people wish choice: if they cite a tradition, some-more connected feeling of a competition sedan and a code doesn’t even offer that, afterwards that’s a mislaid sale. So it follows, then, that a further of a GV80 helps conclude a G80’s purpose in a lineup some-more clearly.

SEE ALSO: 2020 Genesis G70 Review

And hey, it’s not like that swoopy roofline cooking into storage space: a G80 will still swallow 4 golf bags.

Reading between a lines, it’s also understood—if not undisguised stated, a la Acura—that a association needs to keep during slightest one feet in sedan domain if it wants to lay explain to any arrange of energetic strength.

Tons of tech, including segment-firsts

Photo by Harry Zhou

The G80’s interior manages to squeeze a lot of tech into a unequivocally minimal design. The large 14.5-inch touchscreen is where a eye gravitates first, though let your eyes pierce down and there are still earthy buttons. The 80-series vehicles will deliver a initial vital rethink of a Genesis infotainment complement given a code launched, and it represents a severe tightrope for a Korean code to walk. How do we boost a extent of abilities while progressing palliate of use?

For Genesis, a answer is in mixed submit devices. “Sure it’s not as elementary as it once was, though we’ve built adequate opposite inputs into it,” says Pellat. “Want to use a touchscreen? Cool. You don’t wish to use a touchscreen? It’s too big, too distant away? No problemo, we’ve got we with a corkscrew circle and a control pad.” There are gesticulate controls too, and a control pad accepts handwriting. The corkscrew circle is immensely gratifying to use, clicking like an aged iPod dial, and that same tactility exists in things like a door-mounted counterpart controls. It produces a clarity of consistency, of a symbiotic attribute between all of a controls.

SEE ALSO: 2020 Genesis G90 Review: a Second Crack during Premium Luxury

A identical clarity of coherence relates to a G80’s 3D digital instrument panel: a coherence of providing drivers with options. If we don’t like a 3D feel, we can usually spin it off. Same with a HUD.

Genesis will deliver a series of brand-firsts with a G80 and GV80. An accessible electronically-controlled cessation works in unison with nose-mounted sensors to pre-emptively adjust a cessation brazen of bumps, for example. Plain ol’ adaptive journey control doesn’t cut it here: instead, Genesis is giving it appurtenance learning, permitting a G80 to learn your pushing habits and some-more closely impersonate them when ACC is active. There’s also a second iteration of a company’s Highway Driving Assist, that will now govern line changes with usually a activation of a spin signal.

The best of both worlds

Photo by Harry Zhou

There’s a reason a G80 launched a Genesis code a handful of years ago. It represented a ideal mix of what a fledgling code wanted to offer customers. Pellat explains:

“Genesis is really, with these dual products [G80 and GV80], entrance into a possess in terms of building a unequivocally transparent and graphic code identity,” explained Pellat. “As we know, it’s called ‘Athletic Elegance’, and this is a subsequent expansion of that. It’s unequivocally critical to know Athletic Elegance in that G80 sits during a core of a sedan lineup, it’s a mid-size executive sedan. If we done a spectrum from jaunty to elegant, G80 would lay right in a middle. So it’s a best of both worlds.

“The G80 is in a right space to deliver: elegant, in that it’s comfortable, it’s functional, and it looks great; and athletic, in a clarity that it’s still unequivocally fun to drive. Both engines it comes with, a 2.5T is a four-cylinder, turbocharged, though it’s still creation 300 horsepower, that is flattering crazy for a four-cylinder engine. And afterwards a V6, 3.5 twin-turbocharged engine, 375-horsepower. we consider we’re distinguished a good balance.”

First expostulate after this autumn

Photo by Harry Zhou

The realities of a tellurian pestilence have meant a behind roll-out of both a G80 sedan and GV80 SUV. We’ve been looking brazen to pushing both given their particular reveals early in a year, and thankfully a time is roughly here. Pellat and Genesis Canada Brand Director Richard Trevisan both reliable that a initial drives would occur a small after a leaves start branch colors. Customers can also pattern a new models in dealerships and knowledge centers before a finish of a year. Trevisan was happy to news that initial GV80 reservations are vastly outpacing any prior indication too.

American prices for a G80 will start during $48,725, including destination, for a rear-drive four-cylinder model. Graduate to a top-shelf 3.5-liter all-wheel expostulate indication in Prestige trim and you’ll need $68,675. The Canadian lineup kicks off with a $66,000 CAD G80 2.5T Advanced AWD, relocating adult to $76,000 CAD for a 3.5T Prestige AWD.

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The Aston Martin Victor is a One-Off Supercar with Vulcan and One-77 Gear

Tuesday, September 8th, 2020

The Aston Martin Victor facilities a full carbon-fiber body

And that’s manifest on lower-body elements like a front bumper, front grille, side skirts, and back diffuser; all finished in exposed, satin carbon. The rest of a physique is embellished in a dim shade of green. It’s called Pentland Green is it’s desirous by a classical V8 Vantage.

Design-wise, a Victor boasts a company’s stream styling language, yet it’s also heavily desirous by a aged V8 Vantage. While a front grille is indeed as complicated as it gets, a dustpan character buffer is formed on a RHAM/1 competition car, while a turn headlamps are desirous by a V8 Vantage. The form doesn’t have that many in common with aged Aston Martins, nonetheless a doorway and back fenders are roughly featureless for a purify look. But a heavily sculpted side skirts that confederate side-exiting empty pipes are nonetheless another anxiety to a RHAM/1 competition car.

The back of Victor is impossibly elementary for a complicated supercar. Again formed on late 1970s Aston Martin designs and a RAHM/1, it facilities a elementary fascia with dual tiny taillights mounted in a carbon-fiber “stripe.” Above that, there’s a plain aspect that extends into a vast spoiler. Below, there’s only a massive, carbon-fiber diffuser. No empty pipes, no mobile wings, no grilles, and no holes. Simple nonetheless brilliant!

The Aston Martin Victor facilities a singular cabin with loads of carbon-fiber

Like any bespoke, one-off model, a Victor facilities a singular interior layout. It’s apparently desirous by a universe of motorsport, hence a carbon-fiber steering circle from a Vulcan, a tiny arrangement for an instrument cluster, and a vast volume of carbon-fiber. The rest of a cockpit is draped in excellent leather, finished in a shade of immature that matches a extraneous color. Aston Martin also used anodized aluminum and machined and discriminating titanium, as good as plain walnut timber trim on a dashboard. But even yet it’s as complicated as it gets, it also boasts a selected vibe that reminds me of aged Aston Martin grand tourers.

The Aston Martin Victor is a naturally aspirated beast

While many complicated supercars underline turbocharged engines, a Victor stays loyal to a classical V-12.

The naturally aspirated V-12 cranks out 836 horsepower and 606 pound-feet of torque, a important boost from a One-77. Specifically, a Victor comes with an additional 86 horsepower and 52 pound-feet of twist. It’s also some-more absolute than a Vulcan, that facilities a 7.0-liter V-12, delivering an additional 16 horsepower and 31 pound-feet of torque.

There’s no word as to how discerning a Victor is, yet it should strike 60 mph in reduction than 3 seconds and strike a tip speed of during slightest 200 mph.

All that energy travels by a six-speed primer delivery from Graziano, while a purchase of a race-spec variety. The Victor is built on a refurbished carbon-fiber monocoque from a One-77 and provides a whopping 612 pound-feet of downforce during 100 mph, some 230 pound-feet some-more than a race-spec Aston Martin Vantage GT4.

The Victor rides on a same springs and dampers as a track-only Vulcan, while a vast Brembo carbon-ceramic brakes broach GT3 competition automobile levels of interlude power.

The Aston Martin Victor is a automobile that we can’t buy

Designed and built by a association bespoke Q division, a Aston Martin Victor is a one-off that won’t be following by a prolongation series. One propitious customer, who substantially paid in additional of $2 million, will get to take it home, yet Aston Martin won’t build another one like it. But a Victor is explanation that a British association is some-more than able of building singular opening vehicles, only like Bugatti and Ferrari do.