Road Test: 2010 BMW Z4, which officially revealed at the 2009 North America Internationl Auto Show at Detroit. See details after the jump.
Two market segments in particular have been decimated by the Great Recession.
First, the Bentley-Ferrari-Porsche 911 area has effectively been castrated in the past six months.
Second, there are the smaller two-seater premium Euro roadsters we all love so well in the best of times: Porsche Boxster, Mercedes SLK, Audi TT Roadster, and BMW Z4. For these little guys, emasculation similes do not suffice.
BMW has slightly merciful timing on this new Z4. The last-generation coupe and roadster stopped production in Spartanburg right as the collapse was preparing to crush us all in July 2008. Now the new generation Z4 is cranking up in Regensburg, Germany, for a May 9th worldwide launch of deliveries just as a few signs are popping up that the start of the long bottoming-out could be upon us, bolstering at least a little confidence.
And we can all say bye-bye to the costly soft top and fixed top versions approach, since Munich decided a while ago that a folding hardtop covers all needs in this minor profit center segment. For this quickie drive review prior to the full story in next month’s Winding Road, we’ll focus on the key driving points and personality of the third-generation Z4 -- called the E89 internally by BMW.
Seeing the previous two Z4 roadsters sitting beside this new one pretty much tells the full story on how the car has altered its persona. In a modern way, the profile of the new Z4 is as beautiful to our eyes as that of the classic 507 or short-lived Z8.
The proportions are classic rakish Euro roadster with a clamshell-opening aluminum hood that is 5.5 inches longer than that on the last-gen Z4s. To the eye, this positions the two occupants much more to the rear axle though the wheelbase remains the same.
Then, given the packaging needs of the two-piece aluminum folding top, the shape of the rear end is raised a bit and it’s this line that ties it so closely to those classic proportions.
Then the front and rear ends are wider with light elements that emphasize this added width, a visual trick that is all the rage these days at every German builder. Thus, stared at from above, the footprint of the latest Z4 is basically rectangular as on most of the roadster bodies we lust after.
Inside, the form language carries over and everything is a little more generous and elegant than on the previous cars. Cockpit shoulder room is up almost an inch, elbow room by almost two inches, and these touches resolve one of the Z4’s old troubles: we felt hemmed in before and so the Z4 was never the choice for a longer distance drive.
This one stretches out a bit and matures up, thus attracting a different, possibly older, customer with more cash to play with. (The sDrive30i starts at $46,575 pre-tax with standard six-speed manual, the sDrive35i at $52,475.)
The only testers available in our Spanish try-out were top-of-the-line sDrive35i models with the new seven-speed dual-clutch Sport Auto transmission, though we did manage a quick try in a manually equipped 35i for you.
Both are terrific to be sure, but with the seven-speed we are miffed by the automated upshifts close to the 7000-rpm redline even in the Sport+ mode of the Drive Dynamic Control and kickdowns whenever we jam on it for overtaking.
This is a safety choice by BMW and it states clearly that this Z4 even at the top end is now meant for average drivers. Still, if you don’t mind anticipating the ECU police by 100 rpm or so, the shifting is swell and the exhaust sound is burly without being brash.
Playing with the new DDC -- normal, sport, sport+ -- also modifies the suspension and steering and the differences are more subtle than any previous mode system, but Sport+ is our overall choice especially if we find ourselves on these sensational roads above the Andalusian coast.
Our other favorite mode is roof down. The two-piece hardtop weighs 66 pounds more than the old ragtop, takes twenty seconds to open or close, and thankfully looks really good either open or shut.
2010 Porsche Panamera First Drive
The new Panamera is without doubt one of the two most controversial vehicles ever to come from Porsche, the other, of course, being the Cayenne. While traditional Porsche fans howled at the idea of an SUV coming from the "sportscar maker," this time around, the problem is not so much the premise of a four-door, four-passenger Porsche, but rather the car's styling.
Porsche is no stranger to controversy surrounding its new models. In fact, the German automaker seems to thrive on the divisiveness. Some of the cars that purists have complained about most bitterly have been among its best sellers. Much of the same whining heard about the Cayenne and Panamera accompanied the introduction of the front-engine, water-cooled 924 and 928 in the '70s, and to a lesser extent, even the transition of the 911 from air to water cooling.
The Panamera won't be shown publicly until the Shanghai Motor Show next month, but Porsche invited several dozen international media to its Weissach R&D center this week for a workshop on the technical details of the Panamera, and we were along for the ride. Read on to learn more about what makes the Panamera tick.
We've been seeing spy photos of the Panamera in camouflage for several years and Porsche released official photos in production form last November. When the production photos appeared, everyone's worst fears about the design seen in spy photos appeared to be true. Instead of the sleek, sloping roofline of competitors like the Mercedes CLS and upcoming Aston Martin Rapide, the Panamera had what looked like an ungainly hunchback.
Of course, Porsche has a long history of designing cars that wouldn't be considered beautiful in the classic sense. Instead, the Germans take the "form follows function" approach. That means engineers determine what they want the car to do and then the designers work around that brief. In this case, the result is that humpback shape on the back half of the car.
Back in the late 1980s, Porsche had plans to build a similar car dubbed the 989. That project was scrapped during the recession at the end of that decade, but the styling concept for that car showed a design that looked much more like the eventual 996 and 997 generation 911s. With a sloping roofline that resembled an elegant four-door 911, this was certainly more aesthetically pleasing. However, rear headroom was severely limited. This time around, Porsche wanted a true four-person grand touring car. Thus, the roofline stays high above the rear seats before dropping off at the back.
When we arrived in Weissach, we were taken straight to the Motorsports Hall. This is the building that normally serves as the final preparation and delivery facility for customers buying Porsche racing cars. During our visit, a row of 911 GT3 Cup cars sat outside the building alongside a trio of Panameras. We immediately swarmed over the new GTs and it was again apparent that the Panamera's design is not shown to best effect in photographs. It still isn't gorgeous in the 911 sense, but is far less homely in person than we imagined.
Climbing into the back seat, it's immediately apparent that the lumpy profile pays off with ample interior room for second row passengers. Compared to the BMW X6 (not a direct competitor, but an interesting comparison in this case), six-and-a-half footers should have no problem, with clearance available even when the sunroof is ordered. The healthy 115-inch span between the axles also means that the Panamera offers plenty of room for the long-legged, as well. After a few minutes checking out the Panamera, we were ushered inside to learn all about what was under the skin.
Porsche provided four tech sessions that we rotated through along with a taxi ride in the car on the track. We began by looking at the body structure. The 195.7-inch long Panamera is a large car, and like any other big, powerful luxury machine, it's packed with hardware and technology. As we've seen over the past two decades, such cars have gotten increasingly hefty with the likes of the Maserati Quattroporte approaching 5,000 pounds. Porsche engineers aimed to keep the Panamera's mass down to something more reasonable, and they seem to have largely succeeded.
The Panamera is certainly no lightweight, but at 3,903 pounds for the base rear-drive, normally aspirated 4.8-liter model, it's lighter than expected. Even the heaviest all-wheel-drive turbo version tips the scales at just 4,344 pounds. The engineers used a mix of aluminum, magnesium, plastic and several grades of steel for the body. Three quarters of the body-in-white mass, including the central portion of the body, is steel. Easily moldable deep drawn steel is used for the side panels and roof, while high strength steel is used for the side rails, rear structure and firewall, with the rest being a mix of multi-phase, stainless and boron steels.
The heavier, stronger steel was kept to areas predominantly within the wheelbase, where it is closer to the car's center of gravity. This helps minimize the Panamera's moment of inertia and aids handling. At the car's extremities, lighter aluminum and magnesium are used. The door structures, front and rear crush structures, front fenders and hood are all stamped, extruded or cast from the light alloy. Magnesium castings are also used for the side window frames and radiator mount.
Looking around the body structure, it becomes clear that engineers have made an effort to remove material wherever it doesn't contribute any function. One clear example is the sides of the engine compartment ahead of the front suspension mounting structure. A typical vehicle would have a solid metal stamping with a plastic wheel well liner bolted behind it. The Panamera just has the wheel liner. Similarly, the aluminum stampings in the doors have been laser cut to remove excess material that doesn't contribute to the structure.
The primary plastic body component is the rear wing, which rises up at speed. It lifts up at 55 mph and tilts to an angle of incidence of -3 degrees. That's enough to trim out the air flow and keep drag to a minimum. As speeds rise above 127 mph, the wing tilts up to a positive 10 degree angle to generate some downforce. Normally aspirated models get a single piece wing while the turbo gets a multi-piece unit. As the turbo wing rises, the upper surface lifts higher, splitting in the middle and extending outward for even more surface area.
Porsche didn't want the Panamera to generate huge amounts of downforce, since that would also increase drag, which they were trying to avoid. However, the turbo generates about 15 pounds of downforce at 155 mph, making it essentially neutral. The normally aspirated cars have a drag coefficient of 0.29, while the turbos come out the wind tunnel at 0.30.
Another area where Porsche has optimized mass is with the Panamera's climate control system. They have devised a four-zone climate control system that uses a single, central core system with ductwork going to each of the seating positions. A four quadrant sun load sensor mounted on the dash measures the angle and intensity of the solar load. This signal is fed into the climate control system to help make the control more efficient.
At launch, all Panameras will be powered by 4.8-liter V8s based on the Cayenne GTS motor. The engine can be had with or without turbochargers. Both engines get direct injection that helps improve power while reducing fuel consumption. The base version spins out 400 hp at 6,500 rpm and a healthy 369 lb-ft of torque from 3,500-5,000 rpm. The force-fed versions add a turbocharger to each exhaust manifold, which boosts the output to an even 500 hp. More importantly for fans of instant thrust, the torque goes to 516 lb-ft between 2,250 and 4,500 rpm.
European buyers will be able to opt for a six-speed manual gearbox on the rear-drive, normally aspirated model. All American Panamera drivers, as well as everyone that gets all-wheel drive or a turbo, will get the seven-speed PDK transmission. This is based on the same dual clutch transmission used in the 2009 911. All PDK-equipped Panameras (meaning all U.S. market cars) will also get an automatic start-stop system, the first automatic-equipped premium car so equipped.
Porsche's engineers have also done some interesting packaging tricks with the all-wheel-drive system. A so-called "hang-on" torque distribution unit is bolted to the back of the gearbox. This electronically controlled clutch pack sends the torque to the front or rear axles as needed. The front differential housing is bolted directly to the side of the block and oil sump. Since the differential doesn't move relative to the center clutch unit, the drive shaft doesn't need any universal joints. The intermediate shaft that crosses through the sump, from the front differential over to the left half shaft, passes a mere 1 mm below the crankshaft bearing cap.
On the lower, left-front side of the block is a variable-vane pump used for steering assist. The pump can be controlled to vary the flow as needed, helping to minimize parasitic losses. Porsche chose not to use electric power steering because the engineers were unable to achieve the steering feel they wanted at the cornering forces of which the Panamera is capable – a hydraulic system ended up providing a more natural feel to the steering.
Speaking of dynamic behavior, the Panamera has some very interesting hardware on board, as well. The suspension at both ends of the car is mounted to a rigid cast aluminum sub-frame that helps maintain the relative position of the corners to each other. The front axle uses upper and lower control arms with springs mounted concentrically with the damper. At the rear, multiple links manage the kinematics of the wheels and the springs are mounted separately from the dampers.
The standard configuration employs coil springs. Turbo models replace the coils with air springs that are also optionally available on the normally aspirated models. Each air spring has a valve that controls the volume of the spring. The valve is closed in Sports Plus mode, cutting off half the volume of the spring and increasing the effective spring rate. Activating the Sport switch on the center console tightens up the adaptive damping system, which uses additional accelerometers, curve inclination and wheel motion sensors to manage the dampers at each corner.
With the Porsche Dynamic Chassis Control, active anti-roll bars are included. Anti-roll bars are simply torsion bar springs tying the corners together with the body. The amount of body roll is managed by the spring rate of the bar. Actuators on both front and rear bars adjust the effective spring rates and, in combination with the adaptive damping and dual volume air springs, the Panamera can corner almost completely flat even at high lateral acceleration rates.
An important element of dynamic behavior is being able to dissipate speed. Here again, the Panamera seems to have the goods. All variants get mono-block calipers at all corners with six-piston units up front and four-pistons on the back. The non-turbos get 14.2-inch front and 13-inch rear steel rotors with the turbo upping those dimensions to a massive 15.4 and 13.8 inches. In typical Porsche fashion, buyers can also opt for the carbon ceramic composite rotors if they plan to drive their car particularly hard. In total, Porsche says its Panamera Turbo offers over 1,700 hp of braking power, so stopping consistently shouldn't be a problem.
Many high performance, all-wheel-drive cars are getting some form of torque vectoring these days that lets the drive system work in conjunction with stability control to help turn-in on corners. The PDCC system in the Panamera incorporates an electronically controlled rear differential. Under cornering forces, the differential can be variably locked, but it can't transfer drive torque to the outside wheel to help push the car around the corner like Acura's SH-AWD system. Instead, the inside rear brake is applied to send torque to the outer wheel.
For really serious drivers, Porsche is also offering the Sports Chrono package that adds a Sport Plus button. In addition to the tighter damping and air springs, this mode drops the whole body by 25 mm.
During the development of the Panamera, the body spent a lot of time in the wind tunnel with several goals in mind. Obviously, aerodynamic drag was one focus, but so was noise reduction. Since this is a luxury high performance car, Porsche wanted the interior to be quiet but still sporting. We were shown one of the wind tunnel clay models used to test various detail design elements. The model had dozens of surface mount microphones embedded in the clay which were used to measure the sound as air flowed over the body.
One of the main sources of audible wind noise in a car at speed is the airflow around the A-pillars and mirrors. The A-pillar of the clay model was easily replaceable and several of the examples were shown, each with a slightly different profile and, hence, a different sound profile. Another aspect of the body that contributed to drag and noise reduction was the underbody, which is completely enclosed on the Panamera. That's a first in this segment, according to Porsche.
The exhaust system engineers also spent plenty of time making sure that sounds that did get through were appropriate for a Porsche. Extensive nodal analysis of both the exhaust flow path and the components within the exhaust system were aimed at producing a deep bark when the car is pushed hard. It was emphasized that no artificial sounds were added to the mix, only the natural sounds of the V8 were allowed through.
Once we finished reviewing all of the Panamera's technology, it was time to go for a "taxi" ride. The Weissach development center has an excellent test track on which to exercise cars that features an array of different kinds of corners, elevation changes and surfaces. Outsiders won't be allowed to drive the Panamera until this summer, though we did have a chance to ride along with some of Porsche's top-notch test drivers. Three of us hopped into a Panamera along with a driver, which instantly highlighted the Panamera's most obvious strength.
Porsches have always been known for having great front seats. Aside from the Cayenne, the back seats in any other Porsche are probably best left simply folded down and forgotten, especially the 911. There is none of that 2+2 nonsense with the Panamera. This is a true four-seater offering rear seats that no one will consider punishment. They're fitting of a sporting car with real lateral support and plenty of space to stretch out. In fact, the 15.7-cu-ft of space under the rear hatch can easily accommodate four suitcases, meaning this could be a real four person road trip machine.
The rear seat backs can fold down 60/40 for those times when you need to pick up some flat pack furniture from IKEA. With both seats folded, the Panamera can accommodate 44.2 cu ft of stuff. For ski weekends, there is also a center pass through preserving both rear seats.
We started off on the track in Comfort mode as our turbo Panamera taxi roared off. Over rough pavement (still much better than typical Michigan roads), the Panamera maintained a remarkably smooth ride for a car with such high performance capability. Tracking through corners, there was some noticeable body roll in this mode. At the end of the first lap, the driver switched over to Sport Plus mode and then did a couple of hot laps.
For a 4,300-pound car with four adult males aboard, the Panamera felt like it was definitely capable of matching Porsche's performance claims of 0-62 mph in just 4.2 seconds. The Sport Plus mode snubbed out roll effectively and kept the body parallel to the ground while still not being too punishing. After a short break, we switched cars and seating positions and got into the back of a normally aspirated 4S.
Those who are susceptible to motion sickness may want to avoid sitting in the back seat of this car with a fast driver. It's not that the car does anything wrong – on the contrary, the capabilities are so high that the weak stomached will experience stronger forces than they are accustomed to. Fortunately, the back seats are up to the task and feel as good as the fronts.
The sensations we felt from the passenger positions of the Panamera definitely had us forgetting what the car's rear profile looks like. It wasn't until we climbed back out that the hunchback returned to mind, and by then it suddenly didn't look so bad. It's still not beautiful, but if we had $100,000 to drop in a quest for a really fast four-seater, this would certainly be on the list. We can't wait to try the Panamera from the driver's seat.
Porsche is no stranger to controversy surrounding its new models. In fact, the German automaker seems to thrive on the divisiveness. Some of the cars that purists have complained about most bitterly have been among its best sellers. Much of the same whining heard about the Cayenne and Panamera accompanied the introduction of the front-engine, water-cooled 924 and 928 in the '70s, and to a lesser extent, even the transition of the 911 from air to water cooling.
The Panamera won't be shown publicly until the Shanghai Motor Show next month, but Porsche invited several dozen international media to its Weissach R&D center this week for a workshop on the technical details of the Panamera, and we were along for the ride. Read on to learn more about what makes the Panamera tick.
We've been seeing spy photos of the Panamera in camouflage for several years and Porsche released official photos in production form last November. When the production photos appeared, everyone's worst fears about the design seen in spy photos appeared to be true. Instead of the sleek, sloping roofline of competitors like the Mercedes CLS and upcoming Aston Martin Rapide, the Panamera had what looked like an ungainly hunchback.
Of course, Porsche has a long history of designing cars that wouldn't be considered beautiful in the classic sense. Instead, the Germans take the "form follows function" approach. That means engineers determine what they want the car to do and then the designers work around that brief. In this case, the result is that humpback shape on the back half of the car.
Back in the late 1980s, Porsche had plans to build a similar car dubbed the 989. That project was scrapped during the recession at the end of that decade, but the styling concept for that car showed a design that looked much more like the eventual 996 and 997 generation 911s. With a sloping roofline that resembled an elegant four-door 911, this was certainly more aesthetically pleasing. However, rear headroom was severely limited. This time around, Porsche wanted a true four-person grand touring car. Thus, the roofline stays high above the rear seats before dropping off at the back.
When we arrived in Weissach, we were taken straight to the Motorsports Hall. This is the building that normally serves as the final preparation and delivery facility for customers buying Porsche racing cars. During our visit, a row of 911 GT3 Cup cars sat outside the building alongside a trio of Panameras. We immediately swarmed over the new GTs and it was again apparent that the Panamera's design is not shown to best effect in photographs. It still isn't gorgeous in the 911 sense, but is far less homely in person than we imagined.
Climbing into the back seat, it's immediately apparent that the lumpy profile pays off with ample interior room for second row passengers. Compared to the BMW X6 (not a direct competitor, but an interesting comparison in this case), six-and-a-half footers should have no problem, with clearance available even when the sunroof is ordered. The healthy 115-inch span between the axles also means that the Panamera offers plenty of room for the long-legged, as well. After a few minutes checking out the Panamera, we were ushered inside to learn all about what was under the skin.
Porsche provided four tech sessions that we rotated through along with a taxi ride in the car on the track. We began by looking at the body structure. The 195.7-inch long Panamera is a large car, and like any other big, powerful luxury machine, it's packed with hardware and technology. As we've seen over the past two decades, such cars have gotten increasingly hefty with the likes of the Maserati Quattroporte approaching 5,000 pounds. Porsche engineers aimed to keep the Panamera's mass down to something more reasonable, and they seem to have largely succeeded.
The Panamera is certainly no lightweight, but at 3,903 pounds for the base rear-drive, normally aspirated 4.8-liter model, it's lighter than expected. Even the heaviest all-wheel-drive turbo version tips the scales at just 4,344 pounds. The engineers used a mix of aluminum, magnesium, plastic and several grades of steel for the body. Three quarters of the body-in-white mass, including the central portion of the body, is steel. Easily moldable deep drawn steel is used for the side panels and roof, while high strength steel is used for the side rails, rear structure and firewall, with the rest being a mix of multi-phase, stainless and boron steels.
The heavier, stronger steel was kept to areas predominantly within the wheelbase, where it is closer to the car's center of gravity. This helps minimize the Panamera's moment of inertia and aids handling. At the car's extremities, lighter aluminum and magnesium are used. The door structures, front and rear crush structures, front fenders and hood are all stamped, extruded or cast from the light alloy. Magnesium castings are also used for the side window frames and radiator mount.
Looking around the body structure, it becomes clear that engineers have made an effort to remove material wherever it doesn't contribute any function. One clear example is the sides of the engine compartment ahead of the front suspension mounting structure. A typical vehicle would have a solid metal stamping with a plastic wheel well liner bolted behind it. The Panamera just has the wheel liner. Similarly, the aluminum stampings in the doors have been laser cut to remove excess material that doesn't contribute to the structure.
The primary plastic body component is the rear wing, which rises up at speed. It lifts up at 55 mph and tilts to an angle of incidence of -3 degrees. That's enough to trim out the air flow and keep drag to a minimum. As speeds rise above 127 mph, the wing tilts up to a positive 10 degree angle to generate some downforce. Normally aspirated models get a single piece wing while the turbo gets a multi-piece unit. As the turbo wing rises, the upper surface lifts higher, splitting in the middle and extending outward for even more surface area.
Porsche didn't want the Panamera to generate huge amounts of downforce, since that would also increase drag, which they were trying to avoid. However, the turbo generates about 15 pounds of downforce at 155 mph, making it essentially neutral. The normally aspirated cars have a drag coefficient of 0.29, while the turbos come out the wind tunnel at 0.30.
Another area where Porsche has optimized mass is with the Panamera's climate control system. They have devised a four-zone climate control system that uses a single, central core system with ductwork going to each of the seating positions. A four quadrant sun load sensor mounted on the dash measures the angle and intensity of the solar load. This signal is fed into the climate control system to help make the control more efficient.
At launch, all Panameras will be powered by 4.8-liter V8s based on the Cayenne GTS motor. The engine can be had with or without turbochargers. Both engines get direct injection that helps improve power while reducing fuel consumption. The base version spins out 400 hp at 6,500 rpm and a healthy 369 lb-ft of torque from 3,500-5,000 rpm. The force-fed versions add a turbocharger to each exhaust manifold, which boosts the output to an even 500 hp. More importantly for fans of instant thrust, the torque goes to 516 lb-ft between 2,250 and 4,500 rpm.
European buyers will be able to opt for a six-speed manual gearbox on the rear-drive, normally aspirated model. All American Panamera drivers, as well as everyone that gets all-wheel drive or a turbo, will get the seven-speed PDK transmission. This is based on the same dual clutch transmission used in the 2009 911. All PDK-equipped Panameras (meaning all U.S. market cars) will also get an automatic start-stop system, the first automatic-equipped premium car so equipped.
Porsche's engineers have also done some interesting packaging tricks with the all-wheel-drive system. A so-called "hang-on" torque distribution unit is bolted to the back of the gearbox. This electronically controlled clutch pack sends the torque to the front or rear axles as needed. The front differential housing is bolted directly to the side of the block and oil sump. Since the differential doesn't move relative to the center clutch unit, the drive shaft doesn't need any universal joints. The intermediate shaft that crosses through the sump, from the front differential over to the left half shaft, passes a mere 1 mm below the crankshaft bearing cap.
On the lower, left-front side of the block is a variable-vane pump used for steering assist. The pump can be controlled to vary the flow as needed, helping to minimize parasitic losses. Porsche chose not to use electric power steering because the engineers were unable to achieve the steering feel they wanted at the cornering forces of which the Panamera is capable – a hydraulic system ended up providing a more natural feel to the steering.
Speaking of dynamic behavior, the Panamera has some very interesting hardware on board, as well. The suspension at both ends of the car is mounted to a rigid cast aluminum sub-frame that helps maintain the relative position of the corners to each other. The front axle uses upper and lower control arms with springs mounted concentrically with the damper. At the rear, multiple links manage the kinematics of the wheels and the springs are mounted separately from the dampers.
The standard configuration employs coil springs. Turbo models replace the coils with air springs that are also optionally available on the normally aspirated models. Each air spring has a valve that controls the volume of the spring. The valve is closed in Sports Plus mode, cutting off half the volume of the spring and increasing the effective spring rate. Activating the Sport switch on the center console tightens up the adaptive damping system, which uses additional accelerometers, curve inclination and wheel motion sensors to manage the dampers at each corner.
With the Porsche Dynamic Chassis Control, active anti-roll bars are included. Anti-roll bars are simply torsion bar springs tying the corners together with the body. The amount of body roll is managed by the spring rate of the bar. Actuators on both front and rear bars adjust the effective spring rates and, in combination with the adaptive damping and dual volume air springs, the Panamera can corner almost completely flat even at high lateral acceleration rates.
An important element of dynamic behavior is being able to dissipate speed. Here again, the Panamera seems to have the goods. All variants get mono-block calipers at all corners with six-piston units up front and four-pistons on the back. The non-turbos get 14.2-inch front and 13-inch rear steel rotors with the turbo upping those dimensions to a massive 15.4 and 13.8 inches. In typical Porsche fashion, buyers can also opt for the carbon ceramic composite rotors if they plan to drive their car particularly hard. In total, Porsche says its Panamera Turbo offers over 1,700 hp of braking power, so stopping consistently shouldn't be a problem.
Many high performance, all-wheel-drive cars are getting some form of torque vectoring these days that lets the drive system work in conjunction with stability control to help turn-in on corners. The PDCC system in the Panamera incorporates an electronically controlled rear differential. Under cornering forces, the differential can be variably locked, but it can't transfer drive torque to the outside wheel to help push the car around the corner like Acura's SH-AWD system. Instead, the inside rear brake is applied to send torque to the outer wheel.
For really serious drivers, Porsche is also offering the Sports Chrono package that adds a Sport Plus button. In addition to the tighter damping and air springs, this mode drops the whole body by 25 mm.
During the development of the Panamera, the body spent a lot of time in the wind tunnel with several goals in mind. Obviously, aerodynamic drag was one focus, but so was noise reduction. Since this is a luxury high performance car, Porsche wanted the interior to be quiet but still sporting. We were shown one of the wind tunnel clay models used to test various detail design elements. The model had dozens of surface mount microphones embedded in the clay which were used to measure the sound as air flowed over the body.
One of the main sources of audible wind noise in a car at speed is the airflow around the A-pillars and mirrors. The A-pillar of the clay model was easily replaceable and several of the examples were shown, each with a slightly different profile and, hence, a different sound profile. Another aspect of the body that contributed to drag and noise reduction was the underbody, which is completely enclosed on the Panamera. That's a first in this segment, according to Porsche.
The exhaust system engineers also spent plenty of time making sure that sounds that did get through were appropriate for a Porsche. Extensive nodal analysis of both the exhaust flow path and the components within the exhaust system were aimed at producing a deep bark when the car is pushed hard. It was emphasized that no artificial sounds were added to the mix, only the natural sounds of the V8 were allowed through.
Once we finished reviewing all of the Panamera's technology, it was time to go for a "taxi" ride. The Weissach development center has an excellent test track on which to exercise cars that features an array of different kinds of corners, elevation changes and surfaces. Outsiders won't be allowed to drive the Panamera until this summer, though we did have a chance to ride along with some of Porsche's top-notch test drivers. Three of us hopped into a Panamera along with a driver, which instantly highlighted the Panamera's most obvious strength.
Porsches have always been known for having great front seats. Aside from the Cayenne, the back seats in any other Porsche are probably best left simply folded down and forgotten, especially the 911. There is none of that 2+2 nonsense with the Panamera. This is a true four-seater offering rear seats that no one will consider punishment. They're fitting of a sporting car with real lateral support and plenty of space to stretch out. In fact, the 15.7-cu-ft of space under the rear hatch can easily accommodate four suitcases, meaning this could be a real four person road trip machine.
The rear seat backs can fold down 60/40 for those times when you need to pick up some flat pack furniture from IKEA. With both seats folded, the Panamera can accommodate 44.2 cu ft of stuff. For ski weekends, there is also a center pass through preserving both rear seats.
We started off on the track in Comfort mode as our turbo Panamera taxi roared off. Over rough pavement (still much better than typical Michigan roads), the Panamera maintained a remarkably smooth ride for a car with such high performance capability. Tracking through corners, there was some noticeable body roll in this mode. At the end of the first lap, the driver switched over to Sport Plus mode and then did a couple of hot laps.
For a 4,300-pound car with four adult males aboard, the Panamera felt like it was definitely capable of matching Porsche's performance claims of 0-62 mph in just 4.2 seconds. The Sport Plus mode snubbed out roll effectively and kept the body parallel to the ground while still not being too punishing. After a short break, we switched cars and seating positions and got into the back of a normally aspirated 4S.
Those who are susceptible to motion sickness may want to avoid sitting in the back seat of this car with a fast driver. It's not that the car does anything wrong – on the contrary, the capabilities are so high that the weak stomached will experience stronger forces than they are accustomed to. Fortunately, the back seats are up to the task and feel as good as the fronts.
The sensations we felt from the passenger positions of the Panamera definitely had us forgetting what the car's rear profile looks like. It wasn't until we climbed back out that the hunchback returned to mind, and by then it suddenly didn't look so bad. It's still not beautiful, but if we had $100,000 to drop in a quest for a really fast four-seater, this would certainly be on the list. We can't wait to try the Panamera from the driver's seat.
2010 Chevrolet Camaro to Hit Dealships
DETROIT – When it comes to performance, the 2010 Camaro delivers in unexpected ways. An advanced 3.6L direct-injected V-6 with variable valve timing is standard on LS and LT models. It offers power and efficiency, with 304 horsepower (227 kW) and EPA-rated 29 mpg in highway driving.
The performance-oriented Camaro SS offers a pair of 6.2L V-8s, including one with Active Fuel Management that helps improve fuel economy by shutting down four cylinders during certain light-load driving conditions. That model delivers 25 mpg in EPA-rated highway fuel economy.
Indeed, the surprising fuel economy of the new Camaro enhances the driving experience. LS and LT models are EPA-rated at 18 mpg in the city and 29 on the highway with an automatic transmission; and 17 city and 29 highway with the manual transmission. Camaro SS with an automatic is rated at 16 city and 25 highway; and 16 city/24 highway with the manual transmission. Notably, none of Camaro's models is subject to federal gas guzzler taxes.
For comparison, the more expensive 2009 Dodge Challenger SRT8 offers comparable horsepower to the Camaro SS with the manual transmission – 425 (317 kW) vs. 426 (318 kW) – and is EPA-rated at 14 city and 22 highway.
When automatic-equipped models are compared, the Camaro wins again, with the Challenger SRT8 rated at 13 city and 19 highway.
All of Camaro's engines channel their power to a responsive chassis that features independent front and rear suspensions, large, four-wheel-disc brake systems with standard ABS and GM's StabiliTrak electronic stability control system.
3.6L direct injection V-6
Camaro's 3.6L direct injection (DI) V-6 delivers more power through increased efficiency, while maintaining fuel economy and lowering emissions – including a 25-percent drop in cold-start hydrocarbon emissions. Direct injection optimizes fuel delivery to the combustion chamber by introducing fuel closer to the combustion chamber.
The fuel injectors are located beneath the intake ports and fuel is injected directly into the cylinder. The result is better efficiency in the combustion process leading to increased fuel efficiency at part and full throttle.
The 3.6L DI engine produces 304 horsepower (227 kW) at 5,900 rpm and 273 lb.-ft. of torque (370 Nm) at 5,200 rpm. Its 60-degree cylinder block and cylinder heads are cast aluminum to help reduce mass.
A forged steel crankshaft provides optimal strength in the bottom end. The cylinder heads include four valves per cylinder, with a dual overhead camshaft design incorporating infinitely variable cam phasing.
A full dual exhaust system, with dual catalytic converters, helps reduce back pressure for optimum power. It also helps the engine reach operating temperature quicker to help burn off cold-start emissions. And despite a compression ratio of 11.3:1, the 3.6L DI engine is designed to run on regular gas.
Camaro SS's 6.2L powertrains
Two 6.2L V-8 engines are offered in the Camaro SS, including the new L99 on automatic-equipped vehicles and the LS3 on manual-equipped models. Both engines are derived from the LS3 that debuted on the 2008 Corvette.
The 90-degree V-8 includes an aluminum block (with cast iron cylinder liners) and aluminum cylinder heads. The bottom end of the engine includes a new structural cast aluminum oil pan, with an oil capacity of 8.9 quarts (8.5 liters), while the two-valve cylinder head design is based on race-proven airflow dynamics. The intake valves measure 2.16 inches (55 mm) and exhaust valves are 1.60 inches (40.5 mm) in diameter.
The 6.2L engines also use a roller lifter-style camshaft with 5-percent greater intake-side valve lift than the Corvette's LS3. It manages airflow that is channeled through an acoustically tuned intake manifold with a composite design that reduces runner-to-runner variation. The throttle bore diameter is 90 mm.
Horsepower for the L99 is 400 (298 kW) at 5,900 rpm and torque is 410 lb.-ft. (556 Nm) at 4,300 rpm. The LS3 develops 426 horsepower (318 kW) at 5,900 rpm and 420 lb.-ft. (569 Nm) at 4,600 rpm (all numbers are SAE certified). Output on the L99 is lower than the LS3 because of a slighter lower compression ratio (10.4:1 vs. 10.7:1) and design features of the Active Fuel Management System. The L99 is paired exclusively with an automatic transmission.
As with the 3.6L models, the SS models employ a full dual exhaust system, with two catalytic converters to reduce back pressure.
Transmissions
All Camaro models can be equipped with either a six-speed manual or six-speed automatic transmission. The availability of a six-speed automatic transmission is a first for Camaro.
Standard with the 3.6L engine is the Aisin AY6 six-speed manual. It features lower shift effort and shorter throws for easier shifting and "fun-to-drive" characteristics. A hydraulic clutch and self-adjusting mechanism eliminates the need for adjustments throughout the lifespan of the transmission.
The Hydra-Matic 6L50 six-speed automatic is optional with 3.6L-equipped models. It has an aggressive 4.07:1 first gear ratio that delivers strong launches, but also provides tall overdrive ratios that decrease engine rpm and provide better fuel efficiency.
The 6L50 also includes driver shift control, with the driver taking control via paddle shifts located on the steering wheel after selecting the "M" mode on the console-mounted shifter.
Performance Algorithm Shifting (PAS) is included with the 6L50. It lets the electronic transmission controller override the automatic gear selection during high lateral acceleration maneuvers.
On SS models, the new Tremec TR 6060 six-speed manual is paired with the LS3. It is designed to handle the high torque characteristics of the engine, while providing shorter throws, smoother gear synchronization and greater overall shift feel with little or no vibration. Its specs include a solid 290 mm flywheel and single-plate clutch. The final drive ratio for LS3 vehicles is 3.45:1.
The highest-capacity automatic ever in a GM passenger car, the Hydra-Matic 6L80 six-speed automatic, is matched with the L99 engine. Like the 6L50 transmission, it features driver shift control and PAS. The final drive ratio on all automatic-equipped Camaro models is 3.27:1.
The performance-oriented Camaro SS offers a pair of 6.2L V-8s, including one with Active Fuel Management that helps improve fuel economy by shutting down four cylinders during certain light-load driving conditions. That model delivers 25 mpg in EPA-rated highway fuel economy.
Indeed, the surprising fuel economy of the new Camaro enhances the driving experience. LS and LT models are EPA-rated at 18 mpg in the city and 29 on the highway with an automatic transmission; and 17 city and 29 highway with the manual transmission. Camaro SS with an automatic is rated at 16 city and 25 highway; and 16 city/24 highway with the manual transmission. Notably, none of Camaro's models is subject to federal gas guzzler taxes.
For comparison, the more expensive 2009 Dodge Challenger SRT8 offers comparable horsepower to the Camaro SS with the manual transmission – 425 (317 kW) vs. 426 (318 kW) – and is EPA-rated at 14 city and 22 highway.
When automatic-equipped models are compared, the Camaro wins again, with the Challenger SRT8 rated at 13 city and 19 highway.
All of Camaro's engines channel their power to a responsive chassis that features independent front and rear suspensions, large, four-wheel-disc brake systems with standard ABS and GM's StabiliTrak electronic stability control system.
3.6L direct injection V-6
Camaro's 3.6L direct injection (DI) V-6 delivers more power through increased efficiency, while maintaining fuel economy and lowering emissions – including a 25-percent drop in cold-start hydrocarbon emissions. Direct injection optimizes fuel delivery to the combustion chamber by introducing fuel closer to the combustion chamber.
The fuel injectors are located beneath the intake ports and fuel is injected directly into the cylinder. The result is better efficiency in the combustion process leading to increased fuel efficiency at part and full throttle.
The 3.6L DI engine produces 304 horsepower (227 kW) at 5,900 rpm and 273 lb.-ft. of torque (370 Nm) at 5,200 rpm. Its 60-degree cylinder block and cylinder heads are cast aluminum to help reduce mass.
A forged steel crankshaft provides optimal strength in the bottom end. The cylinder heads include four valves per cylinder, with a dual overhead camshaft design incorporating infinitely variable cam phasing.
A full dual exhaust system, with dual catalytic converters, helps reduce back pressure for optimum power. It also helps the engine reach operating temperature quicker to help burn off cold-start emissions. And despite a compression ratio of 11.3:1, the 3.6L DI engine is designed to run on regular gas.
Camaro SS's 6.2L powertrains
Two 6.2L V-8 engines are offered in the Camaro SS, including the new L99 on automatic-equipped vehicles and the LS3 on manual-equipped models. Both engines are derived from the LS3 that debuted on the 2008 Corvette.
The 90-degree V-8 includes an aluminum block (with cast iron cylinder liners) and aluminum cylinder heads. The bottom end of the engine includes a new structural cast aluminum oil pan, with an oil capacity of 8.9 quarts (8.5 liters), while the two-valve cylinder head design is based on race-proven airflow dynamics. The intake valves measure 2.16 inches (55 mm) and exhaust valves are 1.60 inches (40.5 mm) in diameter.
The 6.2L engines also use a roller lifter-style camshaft with 5-percent greater intake-side valve lift than the Corvette's LS3. It manages airflow that is channeled through an acoustically tuned intake manifold with a composite design that reduces runner-to-runner variation. The throttle bore diameter is 90 mm.
Horsepower for the L99 is 400 (298 kW) at 5,900 rpm and torque is 410 lb.-ft. (556 Nm) at 4,300 rpm. The LS3 develops 426 horsepower (318 kW) at 5,900 rpm and 420 lb.-ft. (569 Nm) at 4,600 rpm (all numbers are SAE certified). Output on the L99 is lower than the LS3 because of a slighter lower compression ratio (10.4:1 vs. 10.7:1) and design features of the Active Fuel Management System. The L99 is paired exclusively with an automatic transmission.
As with the 3.6L models, the SS models employ a full dual exhaust system, with two catalytic converters to reduce back pressure.
Transmissions
All Camaro models can be equipped with either a six-speed manual or six-speed automatic transmission. The availability of a six-speed automatic transmission is a first for Camaro.
Standard with the 3.6L engine is the Aisin AY6 six-speed manual. It features lower shift effort and shorter throws for easier shifting and "fun-to-drive" characteristics. A hydraulic clutch and self-adjusting mechanism eliminates the need for adjustments throughout the lifespan of the transmission.
The Hydra-Matic 6L50 six-speed automatic is optional with 3.6L-equipped models. It has an aggressive 4.07:1 first gear ratio that delivers strong launches, but also provides tall overdrive ratios that decrease engine rpm and provide better fuel efficiency.
The 6L50 also includes driver shift control, with the driver taking control via paddle shifts located on the steering wheel after selecting the "M" mode on the console-mounted shifter.
Performance Algorithm Shifting (PAS) is included with the 6L50. It lets the electronic transmission controller override the automatic gear selection during high lateral acceleration maneuvers.
On SS models, the new Tremec TR 6060 six-speed manual is paired with the LS3. It is designed to handle the high torque characteristics of the engine, while providing shorter throws, smoother gear synchronization and greater overall shift feel with little or no vibration. Its specs include a solid 290 mm flywheel and single-plate clutch. The final drive ratio for LS3 vehicles is 3.45:1.
The highest-capacity automatic ever in a GM passenger car, the Hydra-Matic 6L80 six-speed automatic, is matched with the L99 engine. Like the 6L50 transmission, it features driver shift control and PAS. The final drive ratio on all automatic-equipped Camaro models is 3.27:1.
2010 BMW M3 of Brabham Racing BT92 Road Test
We'll get to the driving hilarity in a second. After all, the stunning 494-horsepower, 2010 Brabham Racing BT92 is based on the stunning 414-hp 2010 BMW M3 Coupe, so it's automatically a thrill and a half.
There's a lot of intrigue surrounding this car, labeled the Brabham Racing BT92 by its creator, Michael Trick. You might remember Jack Brabham, the three-time Formula 1 driving champion, who had nothing to do with this car and is monumentally p.o.'ed (in the form of his sons, IMSA racing champion Geoff and ALMS racing champion David) at this co-opting of the family name by some German upstart. And BMW itself was a little miffed over this new company's impetuous use of the BMW badge on one of its early Web sites, as if this were a BMW-certified project.
So we've had our doubts about this non-Brabham Brabham Racing BT92 thing ever since the car appeared last fall at the 2008 Essen Motor Show, Germany's equivalent of SEMA. But it turns out that the Brabham family had not nailed down any rights to the Brabham trademarks worldwide in recent years, so they were fair game. And that thing with the Web site and the BMW roundel was resolved when company owner Trick ordered the site killed.
Driving and touching and feeling tells the ultimate story about this ultimate M3. And the 2010 Brabham Racing BT92 is tremendous from the driver seat. Despite all that has been altered, however, it still basically looks pretty close to an M3, and we immediately wonder, therefore, about the plausibility of its asking price of nearly $310,000.
Having the Best Costs Dough
Once we sat down with Brabham Racing's Michael Trick and other members of his team in southern Spain, we gradually came around to seeing the 2010 BMW M3 by Brabham Racing for what it is: a really ambitious piece of work that any driving enthusiast will be proud to own (if they can afford it, of course).
The people behind this thing are peerless. All engine work to the 4.0-liter BMW S65B40 V8 over the past two years has been handled in an exclusive deal with longtime BMW engineering pro Oliver Nowack, whose father was mentor to "Camshaft" Paul Rosche, himself the father of BMW Formula 1 racing engines. Technical chief to the Brabham Racing project is Andreas Hainke, the former tech boss of Volkswagen Motorsport.
The BT92's M3 engine has been upgraded to racing specification in almost every respect. The dimensions of the cylinders are now 93.3mm-by-80.2mm against the original 4.0-liter V8's 92.0mm-by-75.2mm, yielding a displacement of 4.4 liters.
A forged crankshaft has been carefully balanced and the camshaft profiles are new, while the cylinder heads have been machined for bigger valves and the pistons have been given a low-friction coating. Naturally, the all-new intake and exhaust systems have been optimized for more power, some 494 hp at 8,300 rpm and 354 pound-feet of torque at 5,700 rpm.
Another aspect to the expensive, 20-day process that converts an ordinary 2010 BMW M3 to the Brabham Racing BT92 is the use of a full complement of carbon-fiber body panels (the M3 roof panel remains, of course). The result of all the carbon fiber is added structural rigidity, together with a weight loss of 110 pounds in the body alone.
The engine can still be serviced at any BMW-certified shop, and it's still compatible with the existing six-speed manual gearbox The standard M3's factory-estimated 4.5-second dash to 60 mph is improved by the BT92 to 4.1 seconds (3.9 seconds with the latest dual-clutch GK gearbox that's being developed as an option, we're told), though the real leap forward in performance comes at higher speeds. Now that the electronic speed limiter has been disabled, the new engine's redline of 8,550 rpm allows a v-max of 188 mph.
Sound and Color
We accentuated our driving experience by keeping the Power button lit most of the time for the full 494-hp output. Even with it unlit, though, the customized dual-tip exhaust system developed in collaboration between Brabham Racing's Nowack and exhaust experts Stüber is a bleeding cannon. Stüber has specialized for years in making those motorcycle exhausts that drive people in gated communities nuts, so the bark of this exhaust over 2,500 rpm sounds like the wrath of engineering being visited on Mother Nature. That is, it's pretty damned loud. When we said this to Trick, he answered, "Yeah, actually it's not yet quite loud enough."
This is a reminder that the Brabham Racing BT92 is not a BMW Alpina exercise in padded refinement and effortless momentum. Brabham Racing wants to, well, race.
As we were photographing the BT92 (the name is simply the conflation of the traditional Brabham "BT" racing designation with the BMW's E92 model label) among the hills of Andalusia, the car's Brabham Blue exterior played visually entertaining games with the light or lack thereof.
At one moment in the hard, low winter sun, the car was screaming bright blue. The next moment, some cloud cover transformed it into a deep, dark, bruised blue. Bernd Paetz, the project's paint expert, refused to divulge the paint code for this magic job, but all Brabham Racing cars will wear it.
Better Than an M3?
For all that money and paint and fury and emotion, is the BT92 really better than an M3? Yes, it is. It freakin' well better be. Fifty buyers total (that's the production run for this limited edition) are bound to find this out, too.
The six-speed manual transmission really seems suited to this lighter, more hard-core version of the M3. With the factory 2010 BMW M3, we prefer the effortless action of the dual-clutch seven-speed transmission and its shift paddles, yet we had a brilliant time slicing and dicing the empty two-lanes all over this part of Spain, with our right arm getting a workout and the gears engaging like buttah.
Weight transfer while slaloming between rock outcroppings is really quick and crisp, as the adjustable coil-over dampers are very nicely calibrated to the BT92, which weighs 330 pounds less at the curb compared to the conventional M3.
These wild two-piece, forged 19-inch wheels (one-piece versions are promised soon) with their nonfunctional dabs of carbon-fiber veneer are a little over the top, but the added feel they deliver to the steering wheel cannot be denied.
The 10-inch-wide front rims wear 265/35R19 tires and the 12-inch rear rims carry 315/30R19 rubber, both of the Dunlop Sport Maxx GT persuasion. Brabham Racing also creates its own high-performance brake sets, and the BT92's floating calipers stop things better than the standard Bimmer items.
It's not a full interior job in the BT92, but we did feel the pleasures of the reupholstered blue seats and thick-rim steering wheel. The high-bolstered sport seats are naturally very supportive, and that always helps things during the wilder moments of rural road racing.
What's the Point, Really?
Much in keeping with the hard-bitten perfectionism of those two racing characters from Australia, Sir Jack Brabham and Ron Tauranac (the "B" and "T" in all the BT designations), Michael Trick and his band of Nürburgring merrymakers have a lot personally invested in this deal. "We could have easily just dropped a V10 BMW engine into the front of this like everyone else does," says Trick, "but our point is to create truly deep and expert engineering statements."
Again in keeping with some of the old Brabham mojo, Trick tells us that the real inspiration for the entire project came, he says, from "falling in love with the BT52 F1 car in 1983 when I was younger and being really moved by the sound of the BMW turbocharged engines in the Gordon Murray chassis back when Bernie Ecclestone owned the team."
This is a valid point made with some honesty, and it's crucial to the BT92's future. In fact, Brabham Racing intends to break the lap record at the Nürburgring Nordschleife for modified production cars, set at 7:20 by a 2009 Dodge Viper ACR last summer.
It will be done with the Clubsport version of the 2010 Brabham Racing BT92, which has been the real goal of the little company's whole M3 project.
In fact, Michael Trick wants to take Brabham Racing into real motorsport with a team of BMWs in the World Touring Car championship and even one day (why not dream big), a team of BMWs for the DTM in a collaboration between Brabham Racing, Alpina and Schnitzer.
A Brabham car in racing again? That sounds good.
Article Source:http://horisly.blogspot.com/2009/03/2010-bmw-m3-of-brabham-racing-bt92-road.html
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