The Porsche Panamera Diesel was never intended to exist — luckily, for those who want a diesel version of this luxury sports sedan, thanks to increased sales of Cayenne diesel and BMW, Mercedes-Benz and Audi oilers rivaling, Porsche made it happen. Did they make the right move? Well, Porsche thinks so, calling diesel is the “maximum efficiency“.
Among its features are its 3.0-litre V6 engine — familiar from the Audi — with 184kW and 550Nm. Instead of PDK dual clutch transmission, it has ZF’s eight-speed torque-converter auto. There are a few clear compromises in its parts: making the transmission to drive through the sump, traditional for Porsche’s petrol engines, would have been too costly, so the Panamera Diesel only has rear-wheel drive. There’s a sacrifice engine-wise, too: the mightier 230kW bi-turbo V6 diesel as seen in new Audis couldn’t fit in this Porsche. The compromises don’t seem to matter too much, when the Panamera Diesel is set to become the best-selling of the Panameras in Australia, where its fuel use falls under the luxury car tax concession.
It’s weighty; the 120kg more than the petrol V6, due to the iron engine block, torque-converter auto, and additional sound-deadening that place it at 1880kg. That 1880kg upsets the weight distribution at 56/46 against the petrol version’s 52/48. But that doesn’t keep it down; even though its zero-to-a hundred, at 6.8sec, is 0.5sec slower than its petrol V6 counterpart (and 0.8sec before the Hybrid), it has a faster step-off. It feels as fast, perhaps even faster once it hits its 550Nm between 1750rpm and 2750rpm, and it’s smoother at parking.
Uniquely — for a Porsche — the Panamera Diesel has linear power delivery, so it doesn’t matter if you time your changes perfectly through the gearshifts; it constant-throttle cruises. It takes you on an easy ride and demands little of you, keeping you in the loop about its inner workings. It’s has a low-slung, effective seat and smooth control, although it’s still a heavy sedan, almost not seeming like a Porsche at all with its comfortable interior and laidback attitude. It’s Porsche: economy, and it works.
A Car to Brag About: Panamera Turbo S
Thinking about hopping into a Panamera Turbo S? Get ready to claim bragging rights. At $440,200, showing off 405k and 800Nm from 4000rpm on overboost, Stuttgart’s four-seat dragster is outfitted with all the cosmetic touches — new side skirts, reversed engine bay styling, 5mm track-widening rear wheel spacers, 20in alloys and a dual-tone leather interior, not to mention it comes standard with the Sport Chrono Pack and a sports exhaust.
While its handling doesn’t match up to, say, the 911, it takes cross-country extremely well with the help of its three-mode chassis keeping its power in. It has almost zero body roll and a great ride with great traction, except on bumpy surfaces. There, the driver has no control — technology takes over in a manner that’s almost too unnatural. But it’s fast! Built on engineering and aesthetics, the Panamera Turbo S is definitely a look-at-me car above all.
Can An Electric Sports Car Hold Up Against the Porsche 911?
The smart, alluring Tesla Roadster is a embodiment of Hollywood glamour and Silicon Valley technology. It could easily be envisioned racing down an ocean-side California road, putting forth an image of beauty and brains combined, thanks to its inventive San Francisco company. The compact two-seater has been in production since February of 2008. It’s built on an extruded aluminum, resin-bonded chassis, supplied by Lotus, with carbonfibre. It features an electric motor and lithium ion battery pack: all eye-catching distinctiveness and engineering.
Electric cars are important for the environment, we know this — but what role does this two-seater sports car play in a low-emissions future? As a sports car, it’s expected to invigorate. So, the question is, can an innovative electric car hold up against traditional sports cars for drivers who revel in the throttle and clutch and power of exhaust and the rumble of the engine? That’s up to the driver, but the Tesla Roadster certainly tries.
Its electric drivetrain is sleek and its 375-volt three-phase AC induction motor manages 215kW and 400Nm despite its minuscule size and light weight. Unlike petrol, which wastes energy up to 70 percent en route the crankshaft, The Roadster is incredibly efficient: 88 percent efficient instead of inefficient. Part of its efficiency lies in the fact that its motor doesn’t need a water cooling system. Au contraire; its motor can go from — zero revs to 14,000rpm, which means it also doesn’t require six or more forward gears, just a single-ratio one and no reverse, only an electronic switch for two of three power wires. Its battery pack is 450kg with 6831 small cells, without competition in the industry. All it needs for a regular charge is for its on-board charger to be plugged into a 15-amp domestic power point. It can also do a quick-charge using a high-power wall connector that only takes four hours or less. Seems easy to use, just like the rest of The Roadster.
And it drives well overall — granted, the rocket to speed isn’t exactly showy. The launch is clean. The nose doesn’t lift too much. It’s a quiet ride; the wind flying by and the motion of the Yokohama A048 tyres accounts for most of the noise while The Roadster zooms down the road. It even does its best on wheelspin: a climax of 687 amps to lay down a 4.2 sec boost to 100km/h and a 1.19sec quarter at 166km/h. It hardly seems that fast with its silent speeds.
When the Tesla takes to ‘standard’ mode, hitting the road fully charged, no regenerative braking needs to kicks in — it doesn’t need to; but as the battery level eventually falls, the ‘motor-braking’ effect activates, efficiently slowing the car in a way that makes brakes almost unnecessary.
It all feels so simple. And that’s satisfying; it’s a car that works for you, with you. The Tesla Roadster definitely succeeds in being efficient, and all while making it easy on the driver — the complicated, high-tech electronics are tucked away inside the power module. From the chassis responses to the unassisted steering, it’s direct. With its smooth, powerful torque (delivered through a ‘torque pedal’ instead of an accelerator), in some ways, it is a fundamental sports car.
Again: how does it stand up? It’s not perfect. Its non-electronic counterpart, the Porsche 911, has absorption the Roadster is missing. It’s a bumpy ride, navigated by a somewhat unwieldy, small steering wheel; when made to corner hard, its elegance starts to lack. It’s temperamental when you need to corner fast. The lack of engine noise is strange, for a sports car; the ‘sports’ part feels spookily missing. It’s not the absence of exhaust that takes away from the sports car experience — it’s the absence of noise. Then there’s the paranoia about the battery running out before you make it back. The 911 suffers no such risk as it blazes down the highway. It gives more of the indulgent rush that’s expected of a sports car, prompted by every use of the clutch, gearlever and throttle. It moves smoother and the assisted steering is lighter and easier. Ultimately, the performance levels are similar, but the Porsche 911 is more satisfying.
In environmental standards, of course, the Tesla Roadster blows the Porsche Roadster out of the water, so it depends on a buyer’s priorities. It costs $1750 a year less to fuel than the 911, but beware the empty battery warning while on the road. It would be great to be both friendly to the environment and the thrill of a traditional sports car in one sleek package, but the Roadster isn’t quite the answer. The technology is more thrilling than the ride.
The Jaguar C-X16 is a modern, innovative hybrid concept sports car, but it has much earlier roots than 2011. It hearkens back to 1961, when Jaguar introduced the E-type, wowing the automotive world with its affordability, speed, and an exquisite look. The C-X16 evokes the same feelings with its combination of features, modernized for today’s Jaguar.
A forced-induction petrol V6 powers its sleek form, with an optional additional grunt via a centrally controlled mounted electric motor. Super-charged, the prototype engine is a DI 3.0 litre V6, paired with a quick-shift eight-speed ZF auto. It has a twin-vortex intercooled blower — a fully alloy unit that manages to produce 280kW/450Nm. The steering wheel’s ‘push-to-pass’ button compels the motor to add an extra 70kW/235Nm hybrid boost that speeds you up and lasts at least 10 seconds.
Inspired by Formula One’s Kinetic Energy Recharge System (KERS), its battery system is charged via brake energy regeneration. And, if you really want to pretend you’re on the Formula One racetrack, you can look at the dashboard graphic that informs you of when the system is all ready to go. The C-X16′s chassis and body are a result of Jaguar’s Advanced Aluminum Architecture, weighing 1600kg. To even out its performance capability — -zero to a hundred in 4.4 sec — is a combined 6.9L/100km fuel economy. Its stop/start system uses a twin-solenoid starter for instant operation, and on light throttle, it can run on 100 percent battery power at speeds of up to 80km/h.
As the C-X16 looks to the past for a combination of spectacular features, Jaguar also says that its design is the next evolution of the brand’s design philosophy. It’s a future full of fluid lines, muscular corners, and, for the C-X16, a bold vermillion red leather and suedecloth interior that spotlights the driver with a ‘Connect & View’ touch-screen MMI based on smart phones with the help of Blackberry’s collaboration. It’s all pretty unforgettable.
But don’t expect 1961 standards to completely follow into pricing — back then, an E-type was half the price of an Aston Martin. If it can be priced in the $150K area, however, it would be pitched at the upper end of Porsche’s Boxer and Cayman line-up — S $138K and S $153K respectively — and, with the kind of performance the C-X16 has, it’s enough to take a swing at the 911 Carrera. The supercharged version, at about $175K, still has enough space away from the Coupe XK at $219K. Buyers of cars such as the BMW M3 and Mercedez-Benz C63 might be drawn in by the Jaguar C-X16′s sleeker, two-seater seduction. A confirmed rumour says a roadster version will be joining the coupe as well, which would add an 8-10 percent price premium above the fixed-car roof.
Although technically still a ‘production concept’, it certainly seems close to being ready to hit the road. If the European to local launch is only slightly time-lagged because of immediate right-hand drive production, Australian roads could see the new C-X16 by the middle of 2013.
For at least sixty years, the Pebble Beach Concours d’Elegance has drawn the likes of Steve McQueen to watch one of the most spectacular – and surreal – images one can imagine: lines and lines of the most exquisite luxury cars in the world, all in one place.
For one glorious time a year, Monterey becomes a mecca that showcases some of the most beautiful fantasy cars ever created – Lamborghinis, Porsches, Maseratis, Jaguars and more.
And if that’s not enough, twenty additional events in Monterey also feature fantasy cars. These include the Beach Motoring Classic that features thirty vintage cars that travel from Seattle to Pebble Beach.
The Rolex Monterey Motorsports event showcases over 500 notable sports and race cars. And the Quali Lodge event celebrating motorsports includes a chef’s feast that most would envy.
In addition to the events and races, auctions abound – tantalizing would-be buyers with everything from Porsches to Ferraris. Even if you’re not in the market to buy and you decide to stick to window shopping only, the auctions are a guaranteed crowd pleaser.
So, if you’re looking for an experience that’s pretty close to divine, come experience one or more motorsports events in Monterey, California next August. From fast cars to fine dining, you’ll be glad you did.
If you think you know a Ferrari just by looking at one, the new Ferrari FF slated for release in 2012 will make you think again. The company has reached beyond its signature two-seat roadsters to design a new car that’s both practical and offers the highest quality features. Ferrari FF – named to highlight the fact that the car has four-wheel drive and four seats – will come as quite a surprise to buyers.
At first glance, you’ll immediately notice the hatchback design. Open the hatchback door and you’ll discover a large cargo space that can almost double in proportion by pushing forward the backrests of the rear seats. Front seats offer plenty of room, and the FF easily and comfortably seats four adults. The inside cabin offers Ferrari’s standard luxurious feel and the finest craftsmanship.
Ferrari spares no expense on the exterior and functions of the FF. The vehicle’s body is all aluminum and the standard V12 engine is a 485KW 6.3-litre variety, offering a high degree of flexibility. The all-wheel drive system is a first for Ferrari and, with a seven-speed double-clutch transmission and excellent suspension, the FF provides drivers an enjoyable ride, accurate steering and easy handling.
Speed is still an option given the FF’s ability to go from zero to 100 km/h in less than 4 seconds; top speed is reported to be 335 kilometers per hour. Carbon ceramic brakes, 20-inch wheels, and top-notch software to manage all functions set the FF apart from the competition.
