Mercedes builds excellent vans, and the V-Class has gained mainy followers in the midsize segment. But many families want it to be just a bit smaller. So the people at Mercedes use a small van platform to create a new vehicle which is tailored to the needs of families, whilst also being a suitable companion for active leisure enthusiasts.
So a small van for private customers will be available from the first half of 2022. The class designation of this new model is “T-Class.”
Hans Knol ten Bensel
“With the T-class’s new layout and design we achieve a fusion of functionality and desirability”, says Gorden Wagener, Chief Design Officer Daimler Group. “With our unique design philosophy of Sensual Purity we create an attractive family companion being the T-Class inspiring with its design, proportions and its perceived value.”
A typical Mercedes
The T-Class will be clearly discernible at first glance as a member of the Mercedes-Benz family and will feature unmistakably typical characteristics of the brand with the three-pointed star. Especially in terms of design, value, safety and connectivity, the new vehicle will bear the DNA of Mercedes-Benz.
A new class with a new concept
The private-customer market is the focus of the completely newly developed Mercedes-Benz T-Class. The T-Class will meet the needs of families and leisure-oriented people at an attractive price-value ratio. The letter T stands for efficient room concepts and is thus perfectly suited as a model designation for compact family vans bearing the three-pointed star.
The new Mercedes-Benz T-Class offers a large amount of space and is suited to a range of different uses, including passenger transportation as a reference within sharing services – all while not compromising on comfort. The wide-opening sliding doors on both the left and right-hand sides of the vehicle as an example allow easy and comfortable access to the interior. Alongside conventional drive systems, there will be also a fully electric version.
Cooperation with Renault-Nissan-Mitsubishi…
In August last year, the Vans division announced a successor to the compact urban delivery van, together with a fully-electric variant. Based on this small van platform, two vehicles will be created: while the Mercedes-Benz Citan is a no-compromise vehicle tailored to the requirements of commercial customers, the Mercedes-Benz T-Class is primarily focused towards private customers.
The T-Class and the Citan will be built in cooperation with Renault-Nissan-Mitsubishi.
Mercedes brings their cars and drivetrains to rare perfection and maturity. This is noticeable from the first meter you drive them. The iconic diesel powered GLE we tested for you here, proved again this point…
This Mercedes SUV strikes a perfect balance between practicality, performance, economy and mechanical refinement. Add to this the superb build quality and you understand why this car rightfully earns the good star. Since the launch of the first Mercedes in the premium SUV segment back in 1997 with the M series, not less than 2 million customers found their way behind the wheel a Mercedes premium SUV… and it looks that many more will follow.
Just read on…
Hans Knol ten Bensel
Mercedes has further improved its GLE. It looks even better than its predecessor, whilst retaining its typical Mercedes styling DNA, establishing personality and character. It is larger than its predecessor, now almost 490 cm long, which means an increase by 11 cm. The new GLE is also now 1 cm larger, being in total 195 cm. It is however 2,5 cm lower at 177 cm.
The proportions are very good, and this SUV looks good from any angle. What’s more, aerodynamics have been further improved to a Cd value of a whopping 0,29 and Mercedes is very proud of it.
Dynamic and trusty diesel power…
Our test car came with the well known 2 litre four-cylinder diesel from the OM 654 engine family, here delivering a very healthy 180 kW or 245 HP. This is a well proven, very efficient and frugal unit, which is very smooth and silent at lower revs and when you do not press the throttle too deeply. Asking for more power will produce more noise, but everything remains at a very reasonable level, although a smooth six cylinder would be more appropriate if you drive your GLE often with punch.
This is why Mercedes has also as a next step a beautiful six cylinder diesel in store for you in the 350 d, developing of 200 kW (272 hp) and 600 Nm of torque. But let’s not forget, the four cylinder also develops an impressive 500 Nm of torque, and it is efficient indeed. What to think of a fuel consumption – according to the manufacturer – between 6.4-6.1 l/100 km, with combined CO2 emissions being 169-161 g/km. It proved not trouble at all for us during the test to achieve a figure between 6 and 7 litres/100 km when driving with some restraint. With a fuel tank containing not less than 85 liters you understand that this GLE has a massive range, which is so comforting indeed if you drive a beautiful grand tourer like this one.
Cruising at constant speeds and engaging in average accelerations let you enjoy the utter smoothness of this powertrain, knowing that this diesel is coupled to a marvelous 9 speed 9G-TRONIC automatic transmission, as is the case with all engine variants by the way. With the four cylinder engines, 4MATIC all-wheel drive is realized with a transfer case which transmits the drive torque to the axles in a fixed ratio of 50:50 percent. A transfer case with an electronically controlled multi-disc clutch is used for the other engines, e.g. in the GLE 450 or GLE 400 d. This allows a variable transfer of drive torque from 0-100 percent (torque on demand) between the axles. Also new, and available as an option, is a transfer case specially configured for superior off-road driving characteristics. But during our test, the 4MATIC of our 300d proved superb.
With the good power and torque, performance leaves nothing to be desired. Acceleration from 0 to 100 km takes merely 7,2 seconds, top speed is not less than 225 km/h. Let’s not forget, this is almost as fast as the ‘62 Jaguar 3,8 litre E-type…
Space and comfort
The real vocation of this GLE is to transport you in utter Mercedes comfort, on any road and towards any destination you choose. The suspension, the marvelous seats, all this contributes to an exquisite driving experience. Going on a grand tour with this Mercedes is just ideal, and also long urban boulevard drives are something you would choose this GLE for.
Handling of this GLE is quite good. It doesn’t invite you actually to throw it around corners, but it will hold its own very well in high speed corners and on winding roads.
E-ACTIVE Body Control: The 48 V suspension
Even better ride comfort and agility plus completely new functions such as rocking mode are provided by the optional E-ACTIVE BODY CONTROL suspension, which is combined with the newly developed AIRMATIC air suspension. This is the only system in the market where the spring and damping forces can be individually controlled at each wheel. This means that it not only counteracts body roll, but also pitching and squat. Together with ROAD SURFACE SCAN and the curve inclination function CURVE, E-ACTIVE BODY CONTROL makes an extraordinary level of comfort possible, and supports the claim of Mercedes-Benz to build the world’s most intelligent SUV suspension.
Cabin space is ample, with boot space being 630 liters, split in two levels. You can also optionally equip your GLE with a third row of seats.
Living with the GLE is simpler than the daunting array of electronic commands and displays at first would suggest. Indeed, the GLE is equipped with the latest generation of the multimedia system MBUX – Mercedes-Benz User Experience. As standard it includes two large 12.3-inch/31.2 cm screens arranged next to each other for a stunning widescreen look. The information of the instrument cluster and media display is easily legible on the large, high-resolution screens.
Pushing intuitively the right knobs and handles let’s you enjoy the right climate and sound, informs you about anything you would like to know about your trip or your car. Also the rear passengers are pampered with individual sound and climate controls.
All this breathes the tradition of the “Grosser Mercedes”, the stately limousines the brand has made for the mighty and wealthy in this world. Indeed, the comfort and well-being this GLE offers you on your (urban) voyage is of a very high level indeed.
A superb SUV, brimming with quality, workmanship, style, top class engineering. It is roomy, comfortable, offers ample performance and also efficiency and economy. It is also well styled, breathing the timeless and iconic Mercedes styling language and DNA.
It comes with state of the art infotainment, and is built for the future with diesel engine(s) well exceeding the present emission requirements. What’s more, plug-in hybrid versions with long(er) E-power ranges will be coming soon. We will certainly present them to you then… stay tuned!
Generating the right sound is the result of state of the art engineering…
When you step inside the Lexus LC 500 Convertible, we would suggest you lower the roof and blip the throttle. The deep note from its V8 engine tells you immediately that an exhilarating drive is in prospect.
It’s all part of the exceptional sensory quality that Lexus has brought to its first soft-top model: just as much as the styling pleases the eye, the sound of the engine stirs your heart. Generating just the right aural quality was an important goal for the car’s development team, and this required precision engineering to achieve…
Just read on!
Hans Knol ten Bensel
Inspired by the LFA supercar
Lexus’ focus on the importance of the engine sound can be traced back to the LFA, its ultra-exclusive, hand-built supercar. The specialists who worked on its V10 power unit identified the separate qualities that combine to create the ideal sound “atmosphere.”
In the LC concertible, the power of the V8’s engine note had to be balanced with a level of quietness in the cabin that overturns preconceptions about driving in a convertible – an equation Lexus calls a “harmony of opposites.”
To achieve the maximum effect, the sound of the engine changes in line with the rise and fall in rpm, becoming more powerful and urgent in tune with the driver’s use of the accelerator and the sequence of shifts through the rapid-action 10-speed automatic transmission. The exhaust note, too, heightens the effect. By contrast, in gentle cruising, the sound is subdued, so conversation is easy when the roof is down.
Finding that perfect engine sound
A continuous, pulsating sound is characteristic of a large-capacity, naturally aspirated V8 engine like the five-litre unit which powers The LC 500 Convertible. Lexus has used acoustic technologies to combine this with spectral harmony (perfect sound intervals that are pleasing to the ear), stereophonic sound, to create a depth of sound, and so-called “formants” – qualities that stir the senses and generate a feel-good factor.
Active Noise Control is used to “clean” the sound frequencies experienced in the car. This emits anti-pulse sounds through the audio speakers which counteract any unwelcome low frequency booming sound from the engine and drivetrain.
In the LC Coupe, noise inside the cabin is monitored by a microphone in the roof, but for the Convertible, it had to be relocated inside the driver’s headrest. Being closer to the driver’s ear means it can pick up a wider range of frequencies, but a complex algorithm had to be calculated to make sure it works accurately in any seat position.
The silence of a fixed-head coupé…
Even though the LC Convertible has a soft top, Lexus wanted to secure the same kind of cabin quietness as in the LC Coupe. Acoustic simulations were created to find out where dominant noises were entering the space, so that the amount and location of soundproofing and sound-absorbing material could be calculated.
The storage area behind the rear seats for the folding roof presented a particular challenge, as it was a route for tyre and exhaust noise to enter the cabin. There was not enough room for soundproofing material to be added, so the team looked instead at adapting the trim material itself. By allowing air to pass through the structure and using sound-absorbing material on the reverse, the entire surface of the storage space soaks up noise.
As the area is visible and part of the car’s interior, it also had to look good. Lexus assessed many different materials before choosing one usually used for lining the wings around the wheels. This meets safety standards and, being applied with extra density, has just the right appearance.
We are anxious to enjoy the ride in this formidable Convertible, which will be a feast for eyes and ears…
The dynamic PR people of the Mercedes-Benz Museum have recently launched a so-called “33 Extras” exhibit series. These “33 Extras” bring the history of personal mobility and motoring culture to life highlighting details and aspects that are often surprising. Here they focus on the steering wheel, and we found their story interesting enough to present it here to you…
Hans Knol ten Bensel
It all started in in 1894: the steering wheel made its debut in the first motorsport competition in history – the race from Paris to Rouen. French engineer Alfred Vacheron equipped his Panhard & Levassor vehicle, powered by a Daimler engine, with a … genuine steering wheel. Compared to the control levers that had been used up to that point, the steering wheel allowed him to steer more accurately – and therefore also to increase his speed. His steering wheel consisted of a circular grip ring connected to the steering column by spokes – a basic principle which is still valid to this day.
The end of the handlebar…
Before the steering wheel became the norm at the turn of the century, there were many solutions, including some that resembled bicycle handlebars. In his three-wheeled Patent Motor Car of 1886, Carl Benz used a rotary crank that transmitted the driver’s steering action to the steering column. Gottlieb Daimler equipped his four-wheeled motor carriage from 1886 with a cross-shaped handle.
In the end, the steering wheel prevailed quite simply because it could be operated intuitively. Along with the pedals and seat, it is the most important interface between the driver and the car. Key advantage: It was possible to determine the exact driving direction much more accurately than with levers because the wheel principle allowed the steering lock to be translated through the gearing into several revolutions.
Additional functions already 120 years ago…
On the Mercedes-Simplex models, from 1902 on, the steering wheel was equipped with levers that were used to adjust important engine functions ─ in particular, ignition timing and mixture formation. In the 1920s, a steering wheel ring for operating the horn was added – an early implementation of Car-2-X communication, so to speak.
Today’s steering wheels are used to operate numerous systems, such as the on-board computer, voice control, telecommunications and multimedia. In addition, there are a number of stalks arranged in the immediate vicinity. In the summer of 2020, Mercedes-Benz will be presenting the next generation of the steering wheel as a command centre – the capacitive steering wheel with digital control zones.
Touch, “feel” and emotion…
There are considerable technical demands placed on the steering wheel – and the tactile experience. If the steering wheel is not perceived as pleasant to touch, this can have an effect on the way the vehicle is driven. In addition to the materials, the design also plays an important role.
Steering wheel ergonomics also includes its position in the vehicle. The Daimler Phoenix racing car from 1900 and the innovative Mercedes 35 hp from 1901 had already proved this point: Their steering columns were inclined much more than before. This made it possible to steer the cars much more effectively and more dynamically. This contributed both to driving safety and also to the overwhelming sporting success of the Mercedes 35 hp in Nice Week in 1901.
Size did matter…
The first steering wheels provided a fair guide as to how big and heavy a vehicle was. Trucks and buses initially needed enormous steering wheels. It was not until the advent of power steering that it became possible to make steering wheels smaller in large vehicles. Power steering was first fitted on the Mercedes-Benz 300 saloon car, in 1958. From the 1960s onwards, Mercedes-Benz commercial vehicles were also equipped to an increasing extent with power-assisted steering.
Passive safety started in 1959
As part of the safety concept implemented in 1959 in the W 111 model series, the “tail fin” or “Heckflosse” saloon was the first to feature a steering wheel with a large, padded impact cushion, which reduced the risk of injury. In 1967, Mercedes-Benz introduced safety steering with a telescopic steering column and impact absorber as standard equipment for all vehicles. Then, in 1981, the driver’s airbag fitted in the steering wheel was introduced. This world-first innovation in production cars was introduced by Mercedes-Benz in the S-Class model series 126.
Cars without a steering wheel?
Mercedes-Benz has toyed with this scenario at least in test and research vehicles. The F 200 Imagination concept vehicle presented in 1996 was controlled with the aid of side-mounted joysticks. The innovative system worked perfectly. However, the steering wheel remains the preferred option, which applies just as much to production cars as to modern racing cars with their highly complex control systems. Perhaps tomorrow’s autonomous cars will be able to do without a steering wheel completely. Until then, however, the new Mercedes-Benz capacitive steering wheel supports autonomous driving functions more comprehensively than ever before. A brief history of the steering wheel is also given in a press release from Mercedes-Benz Cars.
BMW have again set the example: their new 4 series coupé is setting the benchmark again in style and sportiness. The front end is dramatic, also the roof line has the proportions and lines of a thoroughbred. The prominent, vertical BMW kidney grille follows the tradition of legendary BMW coupés and reflects the engine’s high cooling air requirement. Stretched side window graphic, powerfully sculpted shoulders and flowing roofline exude athleticism and sporting elegance.
There are standard LED headlights with extremely slim contours. Adaptive LED Headlights with BMW Laserlight are available as an option. Stylishly darkened LED rear lights with eye-catching L-shaped light bars.
The interior is also further improved, in instrumentation as well as seating. New interior design centred on sporty driving experience. Driver-focused cockpit design, new display grouping with up to 10.25-inch Control Display and optional, fully digital 12.3-inch instrument cluster. Control panel with high-quality design on the centre console, new sports leather steering wheel and newly developed sports seats as standard, knee pads on the centre console optional. Two seats in the rear with defined individual-seat character.
Legendary handling further optimized
As a true BMW befits, the impeccable handling is the result of careful engineering and testing.
Bespoke package of bracing elements increases body rigidity. The centre of gravity is 21 millimetres lower, rear-axle track 23 millimetres wider than on the latest BMW 3 Series Sedan. Other chaarcteristics: weight-minimised body and chassis construction. Finely balanced 50 : 50 weight distribution. Targeted optimization of aerodynamics and reduction in lift at the rear axle.
Lift-related dampers with bespoke tuning are fitted as standard. Optional M Sport suspension with even firmer set-up for dampers, mounts and anti-roll bars, plus additional body struts and variable sport steering. Also available as options: Adaptive M suspension with electronically controlled dampers, M Sport brakes with a choice of blue or red brake calipers, M Sport differential with fully variable locking function in the rear differential.
Sales begin with five model variants; the BMW M440i xDrive Coupé (fuel consumption combined 7.1 – 6.8 l/100 km [39.8 – 41.5 mpg imp]; CO2 emissions combined: 163 – 155 g/km) makes its debut at the top of the range. The sporting flagship is powered by a 275 kW/374 hp six-cylinder in-line petrol engine. Range also includes two four-cylinder petrol engines and a four-cylinder diesel unit. Two six-cylinder in-line diesel engines will join the line-up in March 2021.
Mild hybrid technology for the six-cylinder in-line-petrol engine and all diesel engines is also provided. 48V starter-generator boosts the combustion engine with an extra 8 kW/11 hp. All diesel engines now have two-stage turbocharging.
All model variants come now with standard eight-speed Steptronic transmission. Optional eight-speed Steptronic Sport transmission with new Sprint function for instantaneous and dynamic acceleration manoeuvres, for the enthusiasts. BMW xDrive intelligent all-wheel drive is available for two model variants from launch and four variants from March 2021.
We cannot wait to collect some driving experiences with this beautiful four wheeled gem, which proudly bears the BMW logo… Just be patient, and stay tuned!
This breathtaking journey, narrated by Olivier François – President, Fiat Brand Global and FCA Chief Marketing Officer, includes interviews with designers, tales of partners, close-ups on the details and selection of materials, where the aim is caring of the environment and its sustainability.
The short film (15 and a half minutes) presents a relentless succession of meetings and processes that highlight teamwork, the affinity between designers from different fields and the emotions involved in playing an active role in an extraordinary project: the creation of something unique, an interpretation of the New 500 alongside the very best of “Made in Italy”.
The result is the three One-Offs, embodiment’s of the style, creativity and craftsmanship characteristic of “Made in Italy” and of our partners in the project, in the path and in the vision of the Earth’s future.
The journey depicted in the film begins in Turin, cradle of the Fiat brand, passing from Rome on the way with its sunsets, colors and lines that symbolize Bvlgari all over the world, to arrive in Milan, the world capital of fashion and design, due in no small part to Armani and Kartell.
The twist in the tale has Milan as the setting for the entire presentation of the New 500.
A veritable gearshift takes place in the film’s account of the tense time when the Geneva International Motor Show was canceled, and a plan B had to be found and set in motion. The presentation of the New 500 and the One-Offs was completely rewritten to pull up stakes, to Milan.
The short film is created and produced by VICE Italy, with Rockets at the helm. It uses the language of documentaries to reveal aspects normally concealed from the general public, in an immediate and effective way.
In an authentic, realistic vernacular, the evocative film opens the doors of the Style Center in Turin to the cameras. We get an exclusive peek inside the “Color & Material” department led by Rossella Guasco, halfway between a sophisticated research center and an elegant fashion atelier.
The footage documents their almost-obsessive attentiveness to every detail, that “know-how” typical of Italian creativity, and dwells on the emotions of the whole team as they experience something truly unique.
The journey continues in an interview with Klaus Busse, Head of Design, explaining what lies beneath the creative process of style and forms, and the role of the 500 in the history of industrial design, even more so in the collective unconscious.
It was the Style Center that took a legend of the 50’s, the fabled “Cinquino”, and reinvented it in 2007 to “color” everyday life and streets all over the world, making it an authentic, unique and salient response to the requirements of international urban mobility.
At the Milan launch of the One-Offs in March, it was even announced that the Fiat 500 has been confirmed as an “Italian Icon and Honorary Member” of Altagamma, the prestigious Foundation that brings together the best of Italy’s companies, to promote the epitomes of the country’s excellence around the world.
Just have a look at the photos here, and also enjoy the film!
The styling has a more sporting touch with a fresh look for the front sections. The all-LED headlamps have been given flatter housings, while the interior of the LED tail lights has been reworked.
At the same time the two-door models take on the key upgrade features of the other body variants as part of the facelift. These include electrified, and therefore more efficient, petrol as well as diesel engines with integrated starter-alternator, the next generation of driving assistance systems and the infotainment system MBUX infotainment system (Mercedes-Benz User Experience).
The E-Class Coupé and Cabriolet will be making their debut with sales partners in Europe in autumn 2020.
Hans Knol ten Bensel
In good Mercedes tradition, The E-Class Cabriolet with the classic fabric top offers spaciousness and comfort on long journeys for up to four people. And does so all year round: as an option, the Cabriolet can be fitted with the AIRCAP electric draught-stop system and AIRSCARF neck-level heating. Unrestricted usability all year round is similarly ensured by the acoustic soft top, a standard feature that helps to optimise the level of noise experienced in the interior.
The coupé has pleasing flowing lines, and has its own enthusiastic followers, who like a roomy four seat Gran Turismo with coupé character and panache.
The “A-shape” design of the new diamond radiator grille, which is likewise standard on all versions, adds a particularly dynamic touch. The grille also features chrome-plated dots, a single louvre and the Mercedes star in the centre.
Typical Mercedes comfort
The adaptive driver’s seat adjustment is a particularly intelligent feature: when the height of the body is entered on the media display or via Mercedes me, the seat automatically moves into a position generally suitable for someone of that height, which then only needs to be fine-tuned by the driver.
The integral-look sports seats feature prominent side bolsters and integrated head restraints.
Next-generation driving assistance systems: better assistance in tailbacks and when parking
As standard, the E-Class comes with Active Brake Assist. The system is also able to brake for stationary vehicles and crossing pedestrians at typical city speeds and even to prevent collisions, depending on the situation. As part of the Driving Assistance Package, this is now also possible when turning off across the oncoming lane. A range of further Intelligent Drive functions can optionally be added to the Driving Assistance Package.
A new generation of steering wheels, plus MBUX
The E-Class is fitted with an entirely new, intelligent steering wheel as part of the facelift. This is available as a leather steering wheel and in a super sports variant. The control surfaces sport a high-gloss black finish, while the trim elements and surrounds have a silver shadow finish.
The new E-Class is equipped with the latest generation of the MBUX multimedia system (Mercedes-Benz User Experience). As standard, it includes two large 10.25-inch/26 cm screens arranged side by side for a sublime widescreen look. Two 12.3 inch/31.2 cm screens are optionally available.
New to the E-Class Coupé and Cabriolet is the ENERGIZING COACH. This function is based on an intelligent algorithm and recommends one or other of the programmes depending on the situation and the individual concerned. If a Garmin® wearable is integrated, personal values such as stress level or quality of sleep optimise the accuracy of the recommendation. The aim is to ensure the driver feels well and relaxed even during demanding or monotonous journeys.
Your Mercedes is safe…
In conjunction with Mercedes me, the two packages URBAN GUARD Vehicle Protection and URBAN GUARD Vehicle Protection Plus enable all-round monitoring of the parked vehicle. URBAN GUARD comprises an anti-theft alarm system, tow-away protection with visual and audible warning in the case of a detected change in position, an alarm siren, interior monitoring (triggers in the case of movements in the interior) as well as a pre-installation for theft and parking collision detection.
Increased electrification of the powertrain…
The electrification of the powertrain takes another major step forward with the facelift of the E-Class. The new two-door models also see the top version of the four-cylinder diesel engine (OM 654 M), rated at 195 kW, fitted for the first time with an integrated starter-alternator (ISG). It therefore has a 48-volt on-board partial electrical system. A recuperation function and the ability to “glide” with the engine switched off make the engine even more efficient.
Clever: integrated into the transmission
Ongoing development work means that the integrated starter-alternator used here is a second-generation unit that is now part of the transmission (rather than of the engine). This means that it can be more easily combined with different engines. The extra boost that is available right from the first turn of the engine, known as EQ Boost, can deliver as much as 15 kW and 180 Nm, thus ensuring that the driving enjoyment offered by both of the sporty two-door models is even more pronounced.
The 48-volt technology with ISG is also a feature of the in-line six-cylinder petrol engine (M 256), now available for the first time in the E-Class. As with the Saloon, Estate and All-Terrain models, this unit has now been added to the engine line-up for the two-door models.
There is also the new Mercedes-AMG E 53 4MATIC+ Coupé and Cabriolet, of which more later in a special report!
Automobili Lamborghini reveals the new Huracán EVO Rear-Wheel Drive Spyder virtually, using for the first time Augmented Reality (AR) on its official website lamborghini.com.
The new V10 model provides drivers with an open-air celebration of lightweight engineering, with rear-wheel drive and a specially tuned Performance Traction Control System (P-TCS). Roof up or down, daily driving and high-performance fun are accompanied by the inimitable sound of the V10 aspirated power plant, delivering the same 610 hp (449 kW) and 560 Nm of torque as the coupé version.
With a 0-100 km/h acceleration of just 3,5 seconds and a top speed of 324 km/h, like its coupé stablemate the Spyder is an instinctive driver’s car, delivering a fun-to-drive experience via hardware rather than software.
The Huracán EVO RWD Spyder’s design optimizes the integration and function of the extremely lightweight soft top. The Spyder is a true Lamborghini with roof open and closed. The Spyder’s exterior lines ensure drag reduction and the downforce matches that of the coupé without requiring additional aerodynamic appendages, while enhancing the rear-wheel drive car’s balance and dynamism with roof both up and down.
The Huracán EVO Spyder’s ANIMA button on the steering wheel puts the pilot in control of driving modes, with the P-TCS calibrated to suit.
STRADA provides stability and safety in all conditions by minimizing rear-wheel slippage, and more proactively managing torque delivery on low-adhesion surfaces.
In SPORT mode, the driver enjoys drifting fun, allowing the rear wheels to slide and skate during acceleration, with torque limited when oversteer angles increase rapidly so the driver can stabilize and control the car.
CORSA mode optimizes the car’s traction and agility when exiting a corner in high-performance conditions, maximizing dynamics and speed.
The Huracán EVO RWD Spyder’s aluminum and thermoplastic resin body sits on a lightweight hybrid chassis in aluminum and carbon fiber, with a dry weight of 1,509 kg and a weight-to-power ratio of 2.47 kg/hp.
Front/rear weight distribution of 40/60, with double wishbone suspension with overlapped quadrilaterals and passive shock absorbers, providing optimized driver feedback. Ventilated and cross-drilled steel brakes are fitted to 19” Kari rims with specially-developed Pirelli P Zero tires, with optional 20” rims and carbon ceramic brakes.
One of the most legendary qualities of Citroën cars have been – certainly from the legendary “Traction” and the 2CV onwards – their comfort, which went arm in arm with just as unique roadholding qualities.
No small wonder, as one knows that Citroën had been taken over early 1935 by Michelin, and that since that day the genius of engineer and Pierre-Jules Boulanger was the inspiration behind the revolutionary design of Citroëns. Boulanger was the deputy of Pierre Michelin, who became the chairman of Citroën in 1935.
The long wheelbase version of the “Traction” offered superb comfort…
Pierre-Jules Boulanger became vice-president and chief of the engineering and design departments, and had a strong hand in the development of the 2 CV. He put his engineering know how to work with the revolutionary suspension, introducing the revolutionary concept of combining roadholding with a comfortable, very elastic suspension. They also made the world’s first radial tyres…for the 2 CV.
In the late stages of the life of the Traction, Michelin and the team of Pierre Boulanger also reached a helping hand with developing the revolutionary hydropneumatic suspension for the long wheelbase version of the Traction, which then later was adopted for the “Déesse”. Actually, this long wheelbase Traction served as a test bed for the revolutionary DS. Michelin then was at the basis of the development of the whole hydropneumatic system.
This high-pressure hydraulic system would form the basis of over 9 million Citroëns, spanning from including the DS, SM, GS, CX, BX, XM, Xantia, C5, all through the still so beautiful and iconic C6.
Revolutionary also in developing inboard space…
But of course there are more aspects to just suspension. Citroën has long emphasized the benefits of adaptable seating arrangements and maximum cabin space and storage.
In 1923, the B2Type offered buyers the choice of more seats or greater luggage capacity, with an early attempt at modular cabin design. The C3Type ‘Torpédo’ was a two-seater, yet offered a folding third seat behind the driver, creating more luggage capacity or passenger room as required.
In 1924, a new ‘Trefle’ (three-leaf clover) three-seat configuration was introduced, with a fixed third seat mounted in the middle of the cabin behind the two front seats, with cargo areas either side.
For the 1930s and beyond, the Traction Avant offered various seating layouts. These included a long-wheelbase sevenseat model, and a variant with a wagon-style rear lift-up door – possibly the world’s first production hatchback.
Even the 2CV ahd an adaptable, modular cabin. With removable seats, a convertible roof, wash-down floor, and an extendible cargo area, the 2CV could well be seen as the car that started the trend for functional or technological cabin design – more than half a century ago.
Both the DS and the CX were sold as wagons (or ‘breaks’), offering maximum living comfort with intelligent seating layouts, long before more recent trends for six- or seven-seat cars.
The multi-seat CX Familiale was unique in its market class and it took many years for its competitors to catch up.
Citroën has also produced a series of design concepts as ‘one off’ show cars, with living comfort key to their motor show stand appeal, notably the 1980 Citroën Karin concept. This pyramid-shaped three-seater, built with composite materials, featured new storage ideas, moulded seats, and a stunning control ‘pod’ and steering wheel interface with fingertip controls. Such ideas are now familiar in the company’s production cars.
There is much more to come on Citroëns unique story around creature comfort, so stay tuned on these columns, and enjoy the photos here with us…
The “Lexus Electrified” vision targets a fundamental leap in vehicle performance, handling, control and driver enjoyment – even as mobility within our society continues to change with autonomous driving and vehicle electrification.
Evoking the original fun of driving, Lexus intends to use its 15 years of experience in electrification technologies to further evolve driving pleasure, and to fundamentally transform the essence of luxury vehicles of the future – creating a unique Lexus driving signature with exceptional ride comfort, quietness and craftsmanship.
Takashi Watanabe, Chief Engineer at Lexus, takes us through the key aspects of this “Lexus Electrified” strategy in an exclusive interview.
The man behind it all…
Takashi Watanabe started his career with Toyota in 1993 with engine systems development. He has worked on many different types of engines and exhaust systems. Since 2012, he has worked also on the development of several Lexus vehicles and became in 2017 leader of the Lexus Electrified Project.
Just watch and listen, and be transported into the electric future…by Lexus, using their unique “Lexus-ness.”