#BMW C 650 Sport

[f1rewalk3r]

since apparently this is what i’m known for: What Motorcycle I think each member of the PRT ENE would ride:

Armsmaster: Canonically rides a “souped up motorcycle.” obviously this means tinkertech in the parahumans world, but in the biker world this means egregious, stupid custom. so i’m giving him a fat tire Harley Davidson VROD. an ugly bike with an ego for a silly man with an ego

now what do you get when you cross the most reliable, unkillable dual sport of all time with a diesel engine? you get the Kawasaki KLR-650 HDT, the M1030-M1, a finicky monster used by the US military. perfect for the unkillable Miss Militia, a connoisseur of finicky military equipment. it can go anywhere and use anything for fuel, but it was literally designed to run on jet fuel.

Velocity’s a speedster right? so obviously he’s gonna get an ultra fast liter bike, super sport, 200hp, etc. WRONG. you fucking idiot. you fucking moron. personally i don’t subscribe to grimdumb f(c?)anon that he perceives real time when he’s speeding. that’s stupid cape design imo. he can go fast as his heart desires with his power. yknow what he can’t do with his power? rip up the fucking motorcross track, doing flips and jumps and shit. radical, man. so he gets a two-stoke ripper, the Yamaha YZ-250.

Battery, on the other hand, is a girlboss who needs to get stress relief via a supersport liter bike. she’s dealing with assault all day, can you blame her? so she’s getting the Honda CBR1000RR-Fireblade. liquid cooled, 999cc, inline four, with a top speed of 190mph it really doesn’t get much faster than this, folks.

now if you take the dual sport Kawasaki, give it the suspension of the Yamaha motorcross, but the tires and street performance of the supersport, you get the Supermotard class of bikes. the crackhead hooligans of the bike community, these are the bikes that are doing wheelies in residential areas, jumping over that grassy hill near your office building, and squealing around corners as the back end slips out. can you tell i have a favorite type of bike. now, who’s our resident crackhead of the protectorate? why, Assault, of course! So he’s getting the king of supermotos (and the bike i will probably be purchasing in may), a Suzuki DRZ-400SM

loud, annoying, and entitled Triumph gets the Harley Davidson Softtail, the bike of choice for obnoxious wannabe hell’s angels, the bike of choice for your balding 50yr old dad, or for the kid who wants so badly to be relevant and accepted amongst the boomers he calls friends. idk where Triumph fits into this its kinda just a vibe yk he’s a nepo baby, he gets a harley

and finally. the perfect bike for those with mobility issues/those concerned about safety due to preexisting medical conditions, Director Piggot gets a Harley Davidson Trike and she fucking slays on it, understand? girl power.

i forgot dauntless because he’s boring so he gets a boring adventure bike for boring losers. BMW F650GS. fuck you dauntless you dont even get a fun big BMW you get the heavy underpowered one. go to hell 🖕

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Motorverkoop cijfers 2019

In de open Data van de RDW zijn vaak leuke cijfers te halen. Dus heb ik wat data over 2019 zitten ‘nerden’. Vooraf wel even melden dat de data van de RDW traditiegetrouw niet echt consistent is en redelijk wat fouten bevatten, hoewel het echt beter aan het worden is. Ik kwam geen Ducati V-storm of Honda VBR705 meer tegen. Als je niet achter de komma kijkt is het leuk. Het gebruikelijke gecijfer kun je overal wel lezen maar voor degene die nu pas van hun motor stappen en dit dus nog niet ergens anders opgepikt hadden beginnen we met de top 10 verkopende merken in Nederland. Nog best spannend wie uiteindelijk plek 4 pakt!

1   BMW  2340 2   YAMAHA  2191 3   KAWASAKI  1921 4   HONDA  1274 5   KTM  1258 6   SUZUKI  1066 7   HARLEY DAVIDSON  1001 8   PIAGGIO  659 9   TRIUMPH  601 10 DUCATI  538

Onder deze top 10 staan nog merken als Aprilia (74 stuks), Husqvarna (222 stuks), Indian (110 stuks), Moto Guzzi (125 stuks) en Royal Enfield met een verrassend aantal van 142 verkochte motoren waarvan de Himalyan 400 ongeveer 1/3e voor z’n rekening nam. Ook dit is een allroad model die we bij alle merken bovenaan zien staan als meest verkochte model. Zeker ook de reden dat KTM zo goed presteert met de 790, 1090 en 1290 Adventure modellen. Hoewel de 400 stuks EXC crossers de KTM cijfers ook flink pushen. Daar steken de kleine Honda CRF modellen met 33 stuks heel schril tegen af. Ik heb nog gekeken of er vreemde getallen tussen zaten maar verder dan 2 plukjes van 8 motoren op dezelfde dag op zakelijk kenteken vond ik niet. De meeste crossers die alleen op de wedstrijdbaan gebruikt worden komen overigens niet op kenteken. Dat Piaggio in de top 10 staat komt voornamelijk door de verkoop van 474 Verpa GTS modellen en 100 Beverly’s.

In totaal zijn er net geen 14.000 nieuwe motoren op kenteken gezet in 2019. Zetten we dat af tegen de ruim 132.000 motoren die wisselen van eigenaar dan wordt het motorfietsenpark, net als afgelopen jaren, aangevuld met slechts 10% nieuwe motoren. Maar aangezien er ook ongeveer 15.000 motoren per jaar van kenteken af gaan (schade, diefstal, sloop, export, etc.) snap je nu dat er in Nederland flink wat motoren geïmporteerd moeten worden, alleen al om aan de vraag naar tweedehands motoren te kunnen voldoen.

Nederlanders staan bekend om het aanschaffen van motorfietsen met veel cc’s, dit is vanwege compensatie voor het slecht bochten kunnen rijden. Logisch bochten zijn hier ook schaars, van een klaverblad leer je niet rijden zullen we maar zeggen. En het liefst hebben we 2 cilinders op onze nieuwe motor volgens de cijfers.

Aantal cilinders - Aantal motoren (*) 1 -  2606 2 -  7879 3 -  1008 4 -  1815 6 -  139

Delen we dit even snel in 4 categorieën dan zijn de verkopen in de middenklasse tussen 500 en 1000cc, ondanks de populaire zware allroads, veruit de grootste groep (de knip na 1200cc is om de grote choppers en toerbuffels te scheiden).

CC | Aantal (*) 100-499     | 2767 500-999     | 5852 1000-1299 | 3380 1300 >       | 1447

De motor met de grootste cilinderinhoud is de Harley Davidson CVO Road Glide / Street Glide met een 1923cc 2-cilinderblok. Dan heb je dus 2 zuigers zo groot als melkpakken. Hiervan zijn er evengoed 73 van verkocht met een catalogus prijs van €47.500 tot €50.900. Mij hoor je niets impliceren maar iets zegt mij dat deze motoren veel contant afgerekend werden.

Allroad Adventure verkopen

Half Nederland rijdt reeds op een GS maar alsnog wilden ruim 1000 mensen de grootste allroad van BMW: een nieuwe R 1200/1250 GS. Daarmee wederom het best verkochte model van Nederland. Zestig procent van alle verkochte BMW’s is een Allroad/Adventure model. Als je de motorbladen een beetje doorbladert is Ducati natuurlijk het troetelkindje maar met 517 verkochte aantallen kiest de klant in aanschaf toch anders. De Multistrada 1200/1260 zorgde wel met 100 stuks voor 20% van de Duc verkopen. De Honda CRF1000 Afrika Twin deed dat met 137 stuks net iets beter, maar Kawasaki deed met 189 voor de Versys 1000 betere zaken. Dat is ook 3 stuks meer dan de KTM 1290 Super Adventure. Suzuki doet met de V-strom DL1000 lekker mee: 164 verkochte allroads. Opvallend is de Moto Guzzi V85, deze Italiaanse nieuwkomer wist er 97 te slijten en daarmee de Triumph Tiger 1200 (74stuks) en de Yamaha XT1200 (30 stuks) ver achter zich laat.

Wel opmerkelijk om te zien dat de Allroad verkopen bij BMW, KTM en Ducati voornamelijk op de grote +1200cc machines plaatsvindt. Bij de Japanners en de Brit is dit namelijk andersom. Hier vinden de meeste verkopen op de kleine avontuur broertjes plaats. Kawasaki verkoopt 189 Versys 1000 en 227 Versys 650 modellen. Bij Suzuki is dat nog extremer met 164 voor de V-strom 1000 en 280 stuks op de V-strom 650. Honda doet het natuurlijk anders en verkoopt 2 kleine allroads, de CB500X (78 stuks) en de NC750X (195 stuks) tegen 137 Africa Twin 1000. Bij Triumph hebben we het over 75 grote 1200 Tigers tegen 126 Tiger 800 modellen. Bouwen Japanners betere motoren met een blok wat een niveau hoger aanvoelt? Je zou het haast denken… *en mompelt nog iets over prijs en Hollanders* 

Supersport verkopen

De categorie die de afgelopen jaren de meeste klappen heeft gehad doet het nog steeds erg slecht. Opvallend genoeg doet de Kawasaki Ninja 650 het met 112 stuks gewoon goed en laat vele populaire allroad en naked modellen achter zich. De Kawa Ninja H2 met turbo (nee, je moet zeggen Supercharged) was afgelopen jaren met geen mogelijkheid uit de motorbladen te branden. Natuurlijk wil iedereen wel eens op zo’n +/+200pk sterk turbo-ding rijden en dus deed iedere journalist zijn verhaal in elk motorblad, voor mijn gevoel soms wel 3x. Maar er zijn uiteindelijk 28 klanten geweest die tussen de €22.000 en €35.000 voor die compressormotor wilden neertellen. Is dat veel? Het is er nog geen 1 per Kawa dealer. Maar wel evengoed 4 meer dan bijvoorbeeld de Suzuki GSX-R1000. De BMW R 1200 RR doet met 40 stuks ook geen goede zaken. Zelfs supersport merk Ducati verkoopt maar 76 racers. Wellicht ook veroorzaakt doordat de naked bikes bijna net zo krachtig zijn als de supersports en allroads bijna allemaal minimaal 100pk hebben. En tjsa, waar kun je nu nog even lekker het blok schoonblazen in Nederland met je supersport?

Scramblers

Ook een segment dat lekker oogt en oeverloos wordt besproken en getest in de bladen. De verkoopcijfers laten echter zien dat dit toch nog steeds een klein groepje liefhebbers betreft. Van alle BMW’s is 5% een scrambler maar wel over 5 verschillende R Nine T varianten. Yamaha doet het met de XSR 700/900 nog redelijk met 77 stuks, Ducati doet het met 66 Scramblers iets minder, Triumph zet er 50 weg. Daarachter komen nog wel merken als Suzuki en Mash met een paar scrambler achtige motoren en marginale verkopen.

Elektrisch rijden

Ondanks alle milieuhypes zijn we als motorrijders vergeleken met de stekker-auto’s nog niet echt lekker bezig. De merken Energica, KTM en Zero zijn vooralsnog de enige verkochte stroom-motoren die in de lijst voorkomen, Zero heeft bijna 100 motorfietsen verkocht met een gemiddelde prijs van ruim €19.500. Energica zette er 14 op de weg met een niet malse gemiddelde prijs die bijna 10.000 euro hoger ligt: €28800 Vijf mensen schaften een elektrische crosser met kenteken aan, de KTM Freeride. BMW verkocht 23 maal een C Evolution elektrische scooter.

Gemiddeld liggen de prijzen van Energica met €2500 hoger dan wat ze voor een Harley vragen, ook best knap. Wat ook knap is zijn de gemiddelde prijzen van BMW (ruim €22.000) die daarmee €1700 hoger uitkomt dan Ducati, waarbij de Duitsers nog een aantal 300 en 400cc modellen in het gamma hebben. Maar de K1600 modellen van ruim €35.000 compenseren dat ruim. De 34 verkochte Honda GL1800 Goldwings kunnen ook niet op tegen de 60 K 1600 GT Beemers in het grote luxe tour-segment.

Nog wat opvallende details: Duccati 1299 Superleggera €87.800 (1 stuk) Harley Davidson CVO ULTRA LIMITED €50,900 (15 stuks) Ducati Panigale V4 25 ANNIVERSARIO 916 €47.500 (1 stuk) Er is 1 Norton Commando Sport verkocht, cataloguswaarde hiervan is €23.800. Het voordeligste model is de kleine motorscooter Honda Vision NSC110 voor €1928,- (*) De leukste motorfiets is nog steeds de Honda Monkey waar er 60 stuks van zijn verkocht.

Cijfermatig verkoopt Suzuki evenveel allroads als Kawasaki, alleen verkoopt laatstgenoemde wel 3x zoveel nakeds en 6x zoveel sport motoren. Zeker 10 trial motoren zijn op kenteken gezet in 2019 (GasGas, Montesa (Honda), TRS) Het merk Beta heeft 61 motoren verkocht maar geen enkel typevermelding is terug te vinden in de RDW data, wel kans dat hier nog een trial tussen zit.

Nakeds, ingewikkeld

Vanwege het grote aantal verschillende types en modellen wat moeilijk te analyseren. Is een caferacer ook een naked? Is de Neo-retro zoals de Kawasaki Z900RS een naked? Per merk zijn de verschillen groot, sommige merken hebben zelfs geen naked in de folder. Kijk je alleen naar de Z serie van Kawa die daarin meer dan 1000 stuks van verkopen dan zegt hel al genoeg, het staat voor 40% van die totaal verkopen. Het percentage naked verkopen bij Honda ligt op 20% en bij Suzuki op 26%. Duitse nakeds zijn we niet zo weg van, nog geen 7% van de verkochte BMW’s zijn een naked.

Choppers enzo

Gast! Je vergeet de choppers, baggers, A1 rijbewijs motoren en supermoto’s hoor ik je roepen. Klopt, geen zin in 🙂 Net zo min als de motorscooters en alle tussenvormen van motoren. Niet dat ik daar geen interesse in heb, integendeel zelfs, maar het bericht is al lang genoeg en ik wilde nu wel eens op Publiceer drukken. In voorgaande jaren vond je nog wel een zijspan in de lijsten, nu niet meer. De Piaggio MP3 staat nu geregistreerd als Driewielig voertuig, hoewel de Yamaha Niken wel gewoon 38 maal geregistreerd staat als motorfiets. In die categorie staan overigens heel veel Twizzy’s, quads en invalide wagentjes die toch echt allemaal 4 wielen hebben. 

Disclaimer

(*) De cijfers zijn op 18 dec. opgehaald. Op 1 jan 2020 heb ik nog het laatste restje van 114 motoren binnengehaald om de uiteindelijke top 10 te finaliseren. 

 Om de lijst wat meer op wegmotoren toe te spitsen heb ik een aantal merken weggelaten, dit betreft veelal Chinese troep motorscooters tot 300cc, zoals Kymco, Turbho, NUI, SYM, Skyteam, Longjia, Rieju, Heshan, Znen, en Peugeot. Dit vertekent het beeld met ongeveer 300 stuks in de kleinste categorieën.  Kleine foutjes zijn mij nooit aan te rekenen, grote vergissingen overigens ook niet.

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Everything You Must Know About BMW M3

The BMW M3 is one of the living legends of world motorsport. Since its birth, back in 1986, it has become the object of desire for every four-wheel lover. His driving represents the best of a brand that knows better how to develop sports cars. A model that everyone wants to match and that has never lost its family essence. 

Throughout its six generations, the M3 has been exceeding limits and expectations. Each new edition has been more powerful than the previous one, and what at first were not even 250 horses, today that figure has doubled. In September 2020, BMW launches the latest generation of the G80-coded compact sports saloon , replacing the previous BMW M3 F80 .

Unlike the rest of generations, for the first time in history the sports variant changes the appearance with respect to a conventional BMW 3 Series . Its image, like the BMW M4 , is completely new. The two launch a design philosophy that in later years is applied to more models inside the house. Aesthetic line that is clearly defined by the size of the front grill.

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Technical characteristics of the BMW M3

Remember that we are talking about a new generation. When developing the BMW M3 G80 , the development of the 3 Series was taken as a basis, but with profound modifications to cope with such high performance. It is a derivation of the CLAR architecture used by other models of the house, such as the BMW 4 Series Coupé or the BMW 5 Series , although in the latter case on an enlarged scale.

For the first time in the history of the model, the M3 will have a family body. A BMW M3 Touring that will stand up to similar models such as the Audi RS 4 Avant and the Mercedes-AMG C 63 Estate . In the case of the M3 saloon we are left with measures similar to those of its conventional brothers. 4.79 meters long, 1.90 meters wide and 1.43 meters high .

To these exterior dimensions must be added a battle of 2.86 meters that translates into an optimal interior space for five passengers, although the occupant of the rear central square will be limited by a hard and narrow bench. Regarding cargo capacity, the BMM M3 announces a minimum luggage compartment of 480 liters . Expandable by folding down the second row of seats in a 60:40 ratio.

Mechanical range and gearboxes of the BMW M3

Although aesthetics say a lot about a sports car, what really matters is the heart that drives it. As usual, BMW employs its favorite mechanical architecture to power the new M3 and M4. But unlike other generations it will have various power levels. It will also be possible to opt for various exchange systems. Six-speed manual for the entry variant and eight-speed torque converter for the Competition unit .

It presents a configuration of six cylinders in line with 2,993 cubic centimeters , double overhead camshaft and turbocharger. It develops two levels of power. 480 horsepower and 550 Nm of torque for the basic version, and 510 horsepower and 650 Nm of torque for the M3 Competition . Although the force is usually transmitted to the rear axle, for the first time, and optionally, it is possible to mount an xDrive schematic on the M3.

Such performance leaves us with performance figures worthy of a supercar. From 0 to 100 km / h in 3.9 seconds and top speed electronically limited to 250 km / h . To support such figures, the M3 mounts 275/40 R18 tires for the front axle and 285/35 R19 for the rear axle. It comes standard with ventilated steel discs, but optionally a high-performance carbo-ceramic assembly can be equipped.

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Com a Strada Volcano, Fiat vai atrair novo público ao segmento

A espera foi longa, mas a Strada tinha que mudar depois de duas décadas na liderança. Mesmo sem ameaças à vista, a nova versão topo de linha Volcano de cabine dupla, quatro portas e cinco lugares vai seduzir um comprador que não cogitava utilizar uma picape no dia a dia sem levar carga. A geração anterior de cabine dupla, além de levar um passageiro a menos, representava apenas 5% das vendas e a dirigibilidade não era tão boa.

VEJA TAMBÉM:

Em quê a nova Fiat Strada melhorou comparada à antiga? Confira a avaliação!

[Comparativo] Strada Volcano CD 0km x Toro Freedom flex AT6 2018/19

Curte picape? Conheça os novos modelos que chegarão em 2020 e 2021

Além do estilo atraente, a Strada Volcano traz entre várias novidades faróis de LED e direção eletroassistida que fazem toda a diferença. Seu comportamento em curvas surpreende, mesmo com 1,6 cm a mais de vão livre e é tão bom no asfalto quanto na terra.

O motor de 1,33 L de 109 cv (etanol) tem 21 cv a mais que o antigo 1,4 L, ainda disponível na versão intermediária. Com 79 kg a menos que a Strada Adventure anterior com motor de 1,8 L, o novo modelo só vai sentir redução de desempenho com carga total. Em rodovias a relação final de transmissão aumenta o nível de ruído (a 120 km/h, 3.900 rpm), apesar da melhora no isolamento acústico da cabine.

Strada Volcano vai seduzir um comprador que não cogitava utilizar uma picape no dia a dia sem levar carga

A posição de dirigir ficou melhor e até as saídas de ar-condicionado foram realocadas (antes o fluxo incomodava as mãos). Volante e quadro de instrumentos são do Mobi (sem regulagem de distância do volante), mas a nova central multimídia permite pareamento sem fio para qualquer marca de celular. A câmera traseira facilita as manobras, pois a caçamba é alta.

O espaço para pernas e cabeça no banco traseiro é bom para quem tem até 1,80 m de altura, além do acesso facilitado pelo ângulo de abertura das portas.

A caçamba tem volume de 844 litros, 24% maior que a Strada anterior. A carga útil de 650 kg não mudou. Sua tampa, porém, ficou agora muito mais leve de operar.

Os mais vendidos no primeiro semestre

O ranking semestral de vendas por segmentos, que organizo há mais de 20 anos, foi o primeiro afetado pela pandemia do Covid-19. Naturalmente houve distorções com a paralisação dos emplacamentos. Outra mudança foi o aumento percentual de vendas de modelos caros em razão da alta do dólar, para aproveitar estoques a preços mais baixos.

Confira os automóveis mais vendidos na primeira quinzena de julho

Os SUVs compactos e grandes, além das picapes médias, tiveram quedas percentuais menores sobre o primeiro semestre de 2019. No primeiro caso trata-se de tendência de avanço que se consolida e, no segundo, pelo crescimento do agronegócio no País.

Entre os 16 segmentos apenas dois tiveram novos líderes: BMW Série 7 (72% com apenas mais dois concorrentes) e Porsche 911 (57%, entre 15 concorrentes). Houve, praticamente, dois empates técnicos: Renegade superou o T-Cross por 112 unidades (0,1 p.p.) e o SW4 bateu o Tiguan por apenas 23 unidades (0,2 p.p.).

Nosso ranking tem base técnica com classificação por silhuetas. A referência principal é distância entre eixos, além de outros parâmetros. O enquadramento às vezes implica dúvidas e a escolha, em pouquíssimos casos, torna-se subjetiva.

Base de pesquisa é o Registro Nacional de Veículos Automotores (Renavam). Citados apenas os modelos mais representativos (mínimo de três) e em função da importância do segmento. Compilação de Paulo Garbossa, da consultoria ADK.

Hatch subcompacto: Kwid, 53%; Mobi, 38%; up!, 9%. Liderança consolidada.

Hatch compacto: Onix+Joy, 25%; Ka, 13%; HB20/X, 12%; Gol, 11%; Argo, 10%; Polo, 9%; Sandero/R.S./Stepway, 6%; Yaris, 4%; Fox, 3,7%; Uno, 2,5%; Etios, 2,1%. Sem ameaças ao Onix.

Sedã compacto: Onix Plus+Joy, 30%; HB20S, 13%; Virtus, 10,3%; Ka, 10%; Cronos, 6,2%; Voyage, 5,7%; Versa, 5,4%; Logan, 5,2%; Yaris, 5%; Grand Siena, 4%, City, 2,7%; Etios, 2,1%. Onix Plus com mais folga.

Sedã médio-compacto: Corolla, 48%; Civic, 21%; Cruze, 16%; Jetta, 9%. Líder de praxe.

Sedã médio-grande: BMW Série 3/4, 52%; Mercedes Classe C, 30%; Audi A5, 5%. BMW deu salto à frente.

Sedã grande: BMW Série 5/6, 29%; Mercedes Classe E/CLS, 20%; Panamera, 17%. Série 5 ainda firme.

Sedã de topo: BMW Série 7, 72%; Mercedes Classe S, 19%; Jaguar XJ, 9%. Novo líder e com grande folga.

Cupê esportivo: Mustang, 67%; BMW M2, 14%; Camaro, 8%. Mustang amplia vantagem.

Cupê esporte: 911, 57%; 718 Boxster/Cayman, 24%; BMW Z4, 11%. 911 voltou a liderar.

SUV compacto: Renegade, 15,4%; T-Cross, 15,3%; Creta, 12,4%; Kicks, 12,1%; HR-V, 9,7%; Tracker, 8,3%; EcoSport, 7,3%; Duster, 5%; Captur, 3,8%, C4 Cactus, 3,7%. Empate técnico.

SUV médio-compacto: Compass, 59%; ix35/Tucson, 35,7%; RAV4, 5%. Compass inabalável.

SUV médio-grande: SW4, 26,9%; Tiguan, 26,7%; Equinox, 14%. Outro impacto técnico.

SUV grande: Trailblazer, 28%; Range Rover/Sport, 11%; Cayenne, 10%. Trailblazer manteve.

Monovolume: Fit/WR-V, 59%; Spin, 39%; C3 Aircross, 2%. Fit continua seu domínio.

Picape pequena: Strada, 56%; Saveiro, 31%; Montana, 8%. Strada imbatível.

Picape média: Toro, 30%; Hilux, 22%; S10, 15%. Toro ainda destacada.

Novo Defender une tradição à modernidade

Novo Land Rover Defender com toda a tradição de robustez e desempenho nos piores terrenos chegou ao Brasil. Inicialmente, virá uma de duas opções de distância entre eixos. Há oferta agora de duas ou três fileiras de bancos, além do tradicional aparato de tração 4×4 e capacidade de submersão de até 90 cm. Essa é a quinta geração do SUV que surgiu em 1948.

Monobloco inteiramente em alumínio tornou-se um desafio à parte e tem 10 vezes mais resistência à torção que o modelo anterior. Câmbio é automático epicíclico de oito marchas com diferencial central de travamento ativo. Suspensão a ar, de série, pode elevar a carroceria de modo ativo em até 14,5 cm. Motor a gasolina, 2 litros turbo, 300 cv e 40,8 kgfm. Preços: R$ 400.750 a 461.150.

Primeira geração do Defender, ao lado da última: modelo está no mercado desde a década de 1940

Acompanhe o AutoPapo também no YouTube!

Fotos: divulgação

O post Com a Strada Volcano, Fiat vai atrair novo público ao segmento apareceu primeiro em AutoPapo.

Com a Strada Volcano, Fiat vai atrair novo público ao segmento publicado primeiro em https://autopapo.uol.com.br/

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Com a Strada Volcano, Fiat vai atrair novo público ao segmento

A espera foi longa, mas a Strada tinha que mudar depois de duas décadas na liderança. Mesmo sem ameaças à vista, a nova versão topo de linha Volcano de cabine dupla, quatro portas e cinco lugares vai seduzir um comprador que não cogitava utilizar uma picape no dia a dia sem levar carga. A geração anterior de cabine dupla, além de levar um passageiro a menos, representava apenas 5% das vendas e a dirigibilidade não era tão boa.

VEJA TAMBÉM:

Em quê a nova Fiat Strada melhorou comparada à antiga? Confira a avaliação!

[Comparativo] Strada Volcano CD 0km x Toro Freedom flex AT6 2018/19

Curte picape? Conheça os novos modelos que chegarão em 2020 e 2021

Além do estilo atraente, a Strada Volcano traz entre várias novidades faróis de LED e direção eletroassistida que fazem toda a diferença. Seu comportamento em curvas surpreende, mesmo com 1,6 cm a mais de vão livre e é tão bom no asfalto quanto na terra.

O motor de 1,33 L de 109 cv (etanol) tem 21 cv a mais que o antigo 1,4 L, ainda disponível na versão intermediária. Com 79 kg a menos que a Strada Adventure anterior com motor de 1,8 L, o novo modelo só vai sentir redução de desempenho com carga total. Em rodovias a relação final de transmissão aumenta o nível de ruído (a 120 km/h, 3.900 rpm), apesar da melhora no isolamento acústico da cabine.

Strada Volcano vai seduzir um comprador que não cogitava utilizar uma picape no dia a dia sem levar carga

A posição de dirigir ficou melhor e até as saídas de ar-condicionado foram realocadas (antes o fluxo incomodava as mãos). Volante e quadro de instrumentos são do Mobi (sem regulagem de distância do volante), mas a nova central multimídia permite pareamento sem fio para qualquer marca de celular. A câmera traseira facilita as manobras, pois a caçamba é alta.

O espaço para pernas e cabeça no banco traseiro é bom para quem tem até 1,80 m de altura, além do acesso facilitado pelo ângulo de abertura das portas.

A caçamba tem volume de 844 litros, 24% maior que a Strada anterior. A carga útil de 650 kg não mudou. Sua tampa, porém, ficou agora muito mais leve de operar.

Os mais vendidos no primeiro semestre

O ranking semestral de vendas por segmentos, que organizo há mais de 20 anos, foi o primeiro afetado pela pandemia do Covid-19. Naturalmente houve distorções com a paralisação dos emplacamentos. Outra mudança foi o aumento percentual de vendas de modelos caros em razão da alta do dólar, para aproveitar estoques a preços mais baixos.

Confira os automóveis mais vendidos na primeira quinzena de julho

Os SUVs compactos e grandes, além das picapes médias, tiveram quedas percentuais menores sobre o primeiro semestre de 2019. No primeiro caso trata-se de tendência de avanço que se consolida e, no segundo, pelo crescimento do agronegócio no País.

Entre os 16 segmentos apenas dois tiveram novos líderes: BMW Série 7 (72% com apenas mais dois concorrentes) e Porsche 911 (57%, entre 15 concorrentes). Houve, praticamente, dois empates técnicos: Renegade superou o T-Cross por 112 unidades (0,1 p.p.) e o SW4 bateu o Tiguan por apenas 23 unidades (0,2 p.p.).

Nosso ranking tem base técnica com classificação por silhuetas. A referência principal é distância entre eixos, além de outros parâmetros. O enquadramento às vezes implica dúvidas e a escolha, em pouquíssimos casos, torna-se subjetiva.

Base de pesquisa é o Registro Nacional de Veículos Automotores (Renavam). Citados apenas os modelos mais representativos (mínimo de três) e em função da importância do segmento. Compilação de Paulo Garbossa, da consultoria ADK.

Hatch subcompacto: Kwid, 53%; Mobi, 38%; up!, 9%. Liderança consolidada.

Hatch compacto: Onix+Joy, 25%; Ka, 13%; HB20/X, 12%; Gol, 11%; Argo, 10%; Polo, 9%; Sandero/R.S./Stepway, 6%; Yaris, 4%; Fox, 3,7%; Uno, 2,5%; Etios, 2,1%. Sem ameaças ao Onix.

Sedã compacto: Onix Plus+Joy, 30%; HB20S, 13%; Virtus, 10,3%; Ka, 10%; Cronos, 6,2%; Voyage, 5,7%; Versa, 5,4%; Logan, 5,2%; Yaris, 5%; Grand Siena, 4%, City, 2,7%; Etios, 2,1%. Onix Plus com mais folga.

Sedã médio-compacto: Corolla, 48%; Civic, 21%; Cruze, 16%; Jetta, 9%. Líder de praxe.

Sedã médio-grande: BMW Série 3/4, 52%; Mercedes Classe C, 30%; Audi A5, 5%. BMW deu salto à frente.

Sedã grande: BMW Série 5/6, 29%; Mercedes Classe E/CLS, 20%; Panamera, 17%. Série 5 ainda firme.

Sedã de topo: BMW Série 7, 72%; Mercedes Classe S, 19%; Jaguar XJ, 9%. Novo líder e com grande folga.

Cupê esportivo: Mustang, 67%; BMW M2, 14%; Camaro, 8%. Mustang amplia vantagem.

Cupê esporte: 911, 57%; 718 Boxster/Cayman, 24%; BMW Z4, 11%. 911 voltou a liderar.

SUV compacto: Renegade, 15,4%; T-Cross, 15,3%; Creta, 12,4%; Kicks, 12,1%; HR-V, 9,7%; Tracker, 8,3%; EcoSport, 7,3%; Duster, 5%; Captur, 3,8%, C4 Cactus, 3,7%. Empate técnico.

SUV médio-compacto: Compass, 59%; ix35/Tucson, 35,7%; RAV4, 5%. Compass inabalável.

SUV médio-grande: SW4, 26,9%; Tiguan, 26,7%; Equinox, 14%. Outro impacto técnico.

SUV grande: Trailblazer, 28%; Range Rover/Sport, 11%; Cayenne, 10%. Trailblazer manteve.

Monovolume: Fit/WR-V, 59%; Spin, 39%; C3 Aircross, 2%. Fit continua seu domínio.

Picape pequena: Strada, 56%; Saveiro, 31%; Montana, 8%. Strada imbatível.

Picape média: Toro, 30%; Hilux, 22%; S10, 15%. Toro ainda destacada.

Novo Defender une tradição à modernidade

Novo Land Rover Defender com toda a tradição de robustez e desempenho nos piores terrenos chegou ao Brasil. Inicialmente, virá uma de duas opções de distância entre eixos. Há oferta agora de duas ou três fileiras de bancos, além do tradicional aparato de tração 4×4 e capacidade de submersão de até 90 cm. Essa é a quinta geração do SUV que surgiu em 1948.

Monobloco inteiramente em alumínio tornou-se um desafio à parte e tem 10 vezes mais resistência à torção que o modelo anterior. Câmbio é automático epicíclico de oito marchas com diferencial central de travamento ativo. Suspensão a ar, de série, pode elevar a carroceria de modo ativo em até 14,5 cm. Motor a gasolina, 2 litros turbo, 300 cv e 40,8 kgfm. Preços: R$ 400.750 a 461.150.

Primeira geração do Defender, ao lado da última: modelo está no mercado desde a década de 1940

Acompanhe o AutoPapo também no YouTube!

Fotos: divulgação

O post Com a Strada Volcano, Fiat vai atrair novo público ao segmento apareceu primeiro em AutoPapo.

https://autopapo.uol.com.br/noticia/strada-volcano-novo-publico/ encontrado originalmente em https://autopapo.com.br

[brandonnatali]

2020 BMW 5 Series facelift revealed – G30 LCI gets new looks, powertrains, 545e xDrive plug-in hybrid

The G30 BMW 5 Series is one of our favourite cars, deftly blending subtly good looks with a supremely comfortable ride and competent handling. But Munich hasn’t been resting on its laurels, and with its chief rival, the W213 Mercedes-Benz E-Class, having already been given a comprehensive revamp earlier this year, the company has seen fit to treat one of its core models with a thorough refresh of its own.

With this Life Cycle Impulse (LCI) facelift, BMW has decided not to mess with a winning formula, unlike what it did with the, ahem, “radical” 7 Series LCI. So the 5 Series retains a “normal” grille, albeit with a more angular octagonal profile and flanked by reshaped headlights. These lamps have a small notch on the bottom edge that is reminiscent of the G20 3 Series, but nothing like as prominent or Peugeot-like.

Adaptive LED headlights, previously a cost option, are now fitted as standard; buyers can now also specify matrix LED and Laserlight items, both with L-shaped daytime running lights. The front bumper has also been re-profiled, with the standard version featuring slimmer corner air vents bookending the centre inlet, and the M Sport getting larger intakes and a U-shaped contour leading into the headlights, just like the 3 Series.

Moving to the rear of the car, the L-shaped LED tail lights gain three-dimensional lenses and C-shaped graphics, which now integrate the main lighting and brake light functions. All models now get twin trapezoidal tailpipes, with standard variants housing them in grey surrounds and the M Sport getting a mildly reshaped bumper with more prominent contours.

Elsewhere, there are new wheel designs measuring between 18 and 20 inches in diameter, plus a red paint option for the M Sport brakes alongside the usual blue. From launch, BMW will also offer an M Sport Edition in Donington Grey (hitherto exclusive to proper M models) with 20-inch two-tone alloys, limited to 1,000 units.

There are far fewer changes on the inside, with the G30 retaining its basic dashboard design rather than the more angular styling of its newer siblings. Still, there are a few tweaks that include repositioned multifunction controls on the steering wheel, extended automatic climate control, gloss black centre console buttons, redesigned seats and new trim and upholstery options, including perforated Sensatec faux leather.

As was the case in the months leading up to the facelift, the 5 Series gets the latest iDrive Operating System 7.0, sporting a new interface with larger tiles, over-the-air updates and the Intelligent Personal Assistant voice control, plus standard Apple CarPlay and the new Android Auto functionality.

The G30 LCI also marks the debut of BMW Maps, a new cloud-based navigation system that promises quicker and more precise calculation of routes and arrival times, more frequent real-time traffic updates and an improved search function. The digital instrument display now measures 10.25 inches as standard, while the 12.3-inch Live Cockpit item is available with an option, with a reverse-direction rev counter.

The engine range has been revamped with optimised direct injection for petrol engines and twin turbocharging for all diesels. The 2.0 litre four-cylinder makes 184 PS and 290 Nm in the 520i, 252 PS and 350 Nm in the 530i and 190 PS and 400 Nm in the 530d, whereas the 3.0 litre straight-six produces 333 PS and 450 Nm in the 540i, 286 PS and 650 Nm in the 530d and 340 PS and 700 Nm in the 540d.

Depending on the market, all these models are offered with a 48-volt mild hybrid system, which adds eight kilowatts (11 PS) of accelerative boost. For now, the range is topped by the M550i, which gets a 4.4 litre twin-turbo V8 pushing out 530 PS and 750 Nm. An eight-speed ZF automatic gearbox comes as standard.

At launch, the sole plug-in hybrid variant will be the 530e, now mating a 184 PS/300 Nm 2.0 litre petrol mill with a more powerful 109 PS/265 Nm electric motor. As before, total system output is rated at 252 PS and 420 Nm, but there’s now an XtraBoost feature that temporarily adds 40 PS, resulting in a heady 292 PS.

November will finally see the addition of the Touring body style to the 530e, but the biggest news is the 545e xDrive that swaps out the four-pot for a 286 PS 3.0 litre straight-six, giving a total system output of 394 PS and 600 Nm. Integral Active Steering on the rear axle, featuring greater assistance during low-speed manoeuvres, is now also offered on the plug-in hybrid models.

Safety has also been improved, with lane keeping assist (previously warning only) now added to the Driving Assistant package. The upgraded Driving Assistant Professional gains crossing traffic detection for the autonomous emergency braking system, a navigation-based Lane Change Assistant and the capability of automatically diverting the car to give way for emergency services.

As for parking, the optional Parking Assistant now features the 3 Series’ Reversing Assistant function that enables the car to backtrack where it came. On top of this, the Parking Assistant Professional incorporates the new Drive Recorder function that can record up to 40 seconds of footage using various cameras.

The post 2020 BMW 5 Series facelift revealed – G30 LCI gets new looks, powertrains, 545e xDrive plug-in hybrid appeared first on Paul Tan's Automotive News.

2020 BMW 5 Series facelift revealed – G30 LCI gets new looks, powertrains, 545e xDrive plug-in hybrid published first on https://kwsseuren.tumblr.com/

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2020 Cadillac CT5-V First Drive: Fighting Assumptions

I believe I can be forgiven for my quite negative preconceived notions going into this drive. See, at our annual Car of the Year brouhaha, we drove the non-V version of the CT5. We did not like it. It was one of the first cars we culled from the field, as I recall, and one that led to almost every judge muttering a version of, “What is Cadillac thinking?”

It’s not like we’re Cadillac haters, either. When the CTS—one of the cars the CT5 replaces—was new in 2014, we named it our Car of the Year. But when it came to the CT5, among the many things we dinged it for were its “overworked turbo-four engine” and “lackluster driving dynamics.” Surely the upcoming V version would be the CT5’s savior? Not the way Cadillac initially pitched it.

The new CT5-V does have a 3.0-liter twin-turbo V-6 that makes 360 horsepower and 405 lb-ft of torque. Thing is, the recently deleted CTS-V had a 6.2-liter supercharged V-8 that made 640 hp and 630 lb-ft of torque. Sacre Bleu!

Here comes a bushel full of caveats that I’m being forced to make on behalf of Cadillac. Although way too similar (especially for copy editors), the CT5-V is not a replacement for the CTS-V. The CT5-V is a quasi-replacement for the ATS-V and a replacement for the CTS V-Sport. Wut? Yeah, Cadillac never did a good job of marketing its middle-tier performance offering. In truth, it was the 420 hp, 430 lb-ft V-Sport model that won us over back in 2014. Had Cadillac just sent out the 2.0-liter turbo-four and 3.6-liter V-6 CTS trims six years back, we likely would have picked the Mercedes-Benz S-Class as our COTY.

What’s going on? Think German. Audi makes the A4, S4, and RS 4 (even though you can’t buy an RS 4 in America). BMW makes the 330i, M340i, and M3. Mercedes-Benz makes the C 300, while Mercedes-AMG makes the C43 and C63.

It’s those middle models that are worth comparing to the CT5-V. The S4 makes 349 hp and 369 lb-ft of torque. The M340i produces 382 hp and 369 lb-ft of torque. The C43 is good for 385 hp and 384 lb-ft of torque. I’m aware this has turned into a numbers-fest, but bear with me: The CT5-V’s engine creates 360 hp and 405 lb-ft of torque. Not the most (or the least) powerful, but it’s the torquiest by a healthy margin. As former GM vice chairman Bob Lutz said, “Americans buy horsepower but drive torque.” Cadillac will be employing a similar strategy with the upcoming CT4, CT4-V, and unnamed range topper (probably CT4-V Max).

The CT5-V then becomes Cadillac’s midgrade performance car, with a more powerful and yet-to-be-named range topper coming. That car (I’m guessing it will be called something like CT5-V Max) will be first seen in April at the New York auto show. Will it have the 6.2-liter supercharged V-8 and 10-speed auto powertrain combo currently powering the Chevy Camaro ZL1? Yeah. I’d guess power levels at around 650 hp/650 lb-ft, just like the big Camaros.

GM’s President Mark Reuss caught a bunch of well-earned flak when he explained the drop in power from CTS-V to CT5-V, saying, “There were, frankly, some people who were intimidated by the cars.” But see, he was just vamping, filling dead air because Caddy hadn’t (and still hasn’t) officially announced the big dog V Max car. Not to ever admit that an auto executive is right about anything (shudder), but anecdotally a buddy of mine is getting rid of his 2017 CTS-V because it’s too much car for him.

Now that you have a crystal-clear, product-planner-level understanding of Cadillac’s sedan naming strategy, let’s talk CT5-V. Riding on the second generation of GM’s game-changing Alpha platform—called simply Alpha 2—the CT5-V is stuffed to its funny-looking C-pillar with all sorts of go-fast GM parts. A performance iteration of the 10-speed automatic transmission co-developed by GM and Ford is the only gearbox for now, though don’t act too shocked if a six-speed manual shows up for model year 2021.

The fourth generation of MagneRide handles damping at all four corners. Brembos do the braking via the same brake-by-wire system found on the new mid-engine Corvette. Traction control is handled by GM’s unheralded PTM system—that’s short for Performance Traction Management. GM’s comically named (think drugs) but fiendishly effective eLSD electro-mechanical locking differential puts the power down out back.

Identically sized and vehicle-specific Michelin PS4S rubber wraps all four wheels, clocking in at 245/40ZR19. An all-season tire is available, but as a Californian I say, “Who cares?” For the first time ever, a Cadillac V product is available with AWD, but the fine folks at Cadillac are quick to point out that they’re talking AWD for bad weather (whatever that is), not as a performance enhancer.

With all these items working together, Cadillac claims the CT5-V will hit 60 mph in 4.6 seconds, with the AWD version a touch slower. Prices start at $48,690 for the rear-driver and $51,290 for the all-wheel drive version. Insanely, Super Cruise—Cadillac’s game-changing, best-in-the-business, hands-free, sorta-autonomous driving mode—isn’t available on the 2020 models. However, the 2021 CT5-Vs are coming sooner than you think, and they will have it. It’s such a great technology that I recommend waiting.

A quick word about design before we get to how the thing drives. Certain cars look way better in the metal than in photographs. One recent example that leaps to mind is the Land Rover Defender. In pictures, the reworked icon appeared more toy car than macho off-roader. I finally ran into one and declare it much better and tougher looking than the press shots led me to believe.

Same story here with the CT5-V. First of all, Cadillac has a new exterior strategy where sporty models get de-blinged. I’m a fan. You can even see this at work on sport versions of the new Escalade. The brightwork is replaced with black trim, and aesthetically the cars are much better off. The CT5 was the first Cadillac to use the Escala concept car’s design language, and the V version takes it a positive, though iterative, step farther. I like the front end of the CT5-V better than the Escala’s. But of course there’s that C-pillar.

I cornered GM’s vice president of global design Mike Simcoe for 30 minutes just to pick his brain about the C-pillar. If you don’t know what I’m talking about, it’s the area behind the rear door of a car. On the CT5, it’s covered by a bent triangle-shaped black plastic graphic. I’m not going to quote him (he never, no matter how hard I tried to make him, said the word “compromise”), but essentially Cadillac wanted as large of a back seat as possible while at the same time maintaining the arcing, sloping, coupelike, hatchbacklike roofline from the Escala. Something had to give, and it was the C-pillar.

Why not just put a piece of glass there? Because the rear doors are so large (the CT5 has a 1.4-inch-longer wheelbase than the CTS, all of which goes to the rear seat) that Cadillac had to split the rear door glass into two pieces to ensure that the large piece lowered all the way down. Four panes of glass on a single side of a sedan would look frumpy. Did the design team try many other iterations before settling on what they settled on? Yeah, and I imagine they must have looked real bad. C’est la vie. I’m going to think of the C-pillar as a beauty mark. Feel free to pretend along with me because otherwise I dig the looks.

Now we drive. The big difference between a normal car and a performance car (especially a real performance car) is found during a corner. In a regular car you worry about the turn you’re in. With a performance car, because it handles so damn well, you get to worry about the next corner coming at you.

I am happy, stoked, elated, and surprised to tell you that the CT5-V is squarely in the latter camp. This thing drives fabulously. Again, my surprise is simply due to how underwhelmed we were with the CT5 at Car of the Year. From behind the wheel, you would have a difficult time believing that the V version is in any way related to the standard car. We’re talking vast differences in every way that a car performs.

Breaking it down, the engine is sweet. Its 360 horsepower is plenty, especially because the CT5-V is relatively light. We haven’t weighed one, but we have weighed the four-cylinder CT5: 3,693 pounds. Figure another 100–150 pounds for the V model. OK, light is the wrong word, but (probably) less than the 3,875-pound Mercedes-AMG C43 4Matic.

Really, though, it’s the CT5-V’s healthy torque curve that makes it feel so good, especially when coupled with the closely spaced gears of the 10-speed auto. Yes, there’s a manual shift mode, but the 6,000-rpm redline is too low for that to be much fun, and in slower corners the computer still won’t allow you to select second gear (it’s a slushbox, not a twin-clutch). It’s frustrating.

My advice is to leave it in manual or wait for the (maybe happening) manual. That said, acceleration is plentiful and strong, and thanks to all sorts of deceitful wizardry coming out the speakers, it sounds good, too. Yes, some of what you’re hearing is fake. I’m too old to be outraged.

Ride quality is good. As typical with magnetic shocks, you don’t feel too much of a difference between Tour and Sport modes, though Cadillac did mention that experiencing such a difference was one of the goals of the fourth-gen MagnaRide shocks. There’s also a Track mode, which does feel noticeably flintier, but in a good, sports car way.

I’d like to take a second and praise the brakes. As mentioned, they are of the brake-by-wire persuasion, shared with the C8 Corvette. But they were developed after the C8’s stoppers were finished, and these stoppers feel much, much better. Hard to believe you’re not pushing fluid with your toes.

Handling is just sweet. Look, every single performance car built off the Alpha platform (ATS-V, CTS-V, Camaro) has been dynamically wonderful, and the CT5-V is no exception. This Cadillac V is just as great to drive as I should have expected. Sure, the new Bosch Premium EPAS (electric power steering) is probably a skosh better, but hammering this Caddy on a bitchin’, twisting desert road felt not just great, but familiar. It felt like a proper Cadillac V. There, I said it. Happy? More ATS-V than CTS-V, but remember, this car is also effectively replacing the ATS-V.

The next day Cadillac turned us loose(ish) on the Desert Circuit at Thermal Motorsport Club just outside Palm Springs. The Desert Circuit is the 1.4-mile track with the green curbing at the northern most end of the facility. It’s the curviest and the most technical. Last time I drove it was for the double-launch of the Subaru WRX STI Type RA and BRZ tS. It’s that kind of track.

I suppose this is a good time to talk about the all-wheel-drive CT5-V. Like Cadillac told us, the AWD ain’t there to help performance. Braking distances felt longer, and the wonderful steering of the RWD car is gone, as there’s now another 100 or so extra pounds on the snout. The car feels slower and sloppier. A bit of this showed up on the road the day before. But as is always the case on racetracks, all the warts were exposed once we were allowed to really push the cars. Northerners, I’d advise against the AWD version and just buy a nice set of winter tires.

The RWD CT5-V remained excellent on track. Actually, I liked it even better on the track than on the road. I tried out two of the five PTM settings. Sport 2 turns off most of the nannies. Race basically turns everything off, but after the rear end drifts past some rotation threshold, it brings it back in line before finally just turning everything off.

It is, frankly, criminal that Cadillac (and GM in general) is still burying all of this amazing functionality in its cars. Porsche and AMG have clearly marked scrolling wheels that let you click between modes while simultaneously being able to glance at the knob and visually confirm what mode you are in. Cadillac still uses a rocker switch that’s confusing (Is it up? Or down?) and buried behind the gear lever. Worse, to use the five PTM modes, you need to double click the traction control button twice. But not just twice. You have to be in Track mode and then double click it just so. And the traction control button is even more hidden than the modes button. It’s as if someone at Cadillac is embarrassed that the car has so much fantastic performance stuff on board.

Once I was able to navigate this traction control menagerie, with everything off, the CT5-V was a joy and sweetheart. Every single corner of the Desert Circuit is late apex, so odds were good (especially for me) that getting on the power too early would overcook the rear meats and send the V drifting. So what? With the trick eLSD doing its thing and an unflappable yet delicate chassis as my co-pilot, such hoonishness was easy to catch. Let me restate that: It was an easy joy to catch.

The Cadillac seemed to be perfectly specced for the track. Had we been on a bigger track, would we have craved more power? Yes, I know we would have. And that car is coming. Here’s the thing: When you think about the cars the CT5-V is directly targeting—S4, M340i, and C43—you conclude that Cadillac’s got them all beat, not just on price but also on what really matters in this segment: performance. None of those three Germans drives like this thing. Even though I shouldn’t be, what with the recent history of Cadillac V lineup, I am impressed and surprised.

2020 Cadillac CT5-V PRICE $48,690-$51,290 LAYOUT Front-engine, RWD/AWD, 5-pass, 4-door sedan ENGINE 3.0L/360-hp/405-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 10-speed automatic CURB WEIGHT 3,850-3,950 lb (est) WHEELBASE 116.0 in L x W x H 193.8 x 74.1 x 57.2 in 0-60 MPH 4.6-4.8 sec (mfr est) EPA FUEL ECON 17-18/25-26/20-21 mpg ENERGY CONSUMPTION, CITY/HWY 187-198/210-222 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.93-0.98 lb/mile ON SALE Currently

The post 2020 Cadillac CT5-V First Drive: Fighting Assumptions appeared first on MotorTrend.

https://www.motortrend.com/cars/cadillac/ct5/2020/2020-cadillac-ct5v-first-drive/ visto antes em https://www.motortrend.com

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2020 Cadillac CT5-V First Drive: Fighting Assumptions

I believe I can be forgiven for my quite negative preconceived notions going into this drive. See, at our annual Car of the Year brouhaha, we drove the non-V version of the CT5. We did not like it. It was one of the first cars we culled from the field, as I recall, and one that led to almost every judge muttering a version of, “What is Cadillac thinking?”

It’s not like we’re Cadillac haters, either. When the CTS—one of the cars the CT5 replaces—was new in 2014, we named it our Car of the Year. But when it came to the CT5, among the many things we dinged it for were its “overworked turbo-four engine” and “lackluster driving dynamics.” Surely the upcoming V version would be the CT5’s savior? Not the way Cadillac initially pitched it.

The new CT5-V does have a 3.0-liter twin-turbo V-6 that makes 360 horsepower and 405 lb-ft of torque. Thing is, the recently deleted CTS-V had a 6.2-liter supercharged V-8 that made 640 hp and 630 lb-ft of torque. Sacre Bleu!

Here comes a bushel full of caveats that I’m being forced to make on behalf of Cadillac. Although way too similar (especially for copy editors), the CT5-V is not a replacement for the CTS-V. The CT5-V is a quasi-replacement for the ATS-V and a replacement for the CTS V-Sport. Wut? Yeah, Cadillac never did a good job of marketing its middle-tier performance offering. In truth, it was the 420 hp, 430 lb-ft V-Sport model that won us over back in 2014. Had Cadillac just sent out the 2.0-liter turbo-four and 3.6-liter V-6 CTS trims six years back, we likely would have picked the Mercedes-Benz S-Class as our COTY.

What’s going on? Think German. Audi makes the A4, S4, and RS 4 (even though you can’t buy an RS 4 in America). BMW makes the 330i, M340i, and M3. Mercedes-Benz makes the C 300, while Mercedes-AMG makes the C43 and C63.

It’s those middle models that are worth comparing to the CT5-V. The S4 makes 349 hp and 369 lb-ft of torque. The M340i produces 382 hp and 369 lb-ft of torque. The C43 is good for 385 hp and 384 lb-ft of torque. I’m aware this has turned into a numbers-fest, but bear with me: The CT5-V’s engine creates 360 hp and 405 lb-ft of torque. Not the most (or the least) powerful, but it’s the torquiest by a healthy margin. As former GM vice chairman Bob Lutz said, “Americans buy horsepower but drive torque.” Cadillac will be employing a similar strategy with the upcoming CT4, CT4-V, and unnamed range topper (probably CT4-V Max).

The CT5-V then becomes Cadillac’s midgrade performance car, with a more powerful and yet-to-be-named range topper coming. That car (I’m guessing it will be called something like CT5-V Max) will be first seen in April at the New York auto show. Will it have the 6.2-liter supercharged V-8 and 10-speed auto powertrain combo currently powering the Chevy Camaro ZL1? Yeah. I’d guess power levels at around 650 hp/650 lb-ft, just like the big Camaros.

GM’s President Mark Reuss caught a bunch of well-earned flak when he explained the drop in power from CTS-V to CT5-V, saying, “There were, frankly, some people who were intimidated by the cars.” But see, he was just vamping, filling dead air because Caddy hadn’t (and still hasn’t) officially announced the big dog V Max car. Not to ever admit that an auto executive is right about anything (shudder), but anecdotally a buddy of mine is getting rid of his 2017 CTS-V because it’s too much car for him.

Now that you have a crystal-clear, product-planner-level understanding of Cadillac’s sedan naming strategy, let’s talk CT5-V. Riding on the second generation of GM’s game-changing Alpha platform—called simply Alpha 2—the CT5-V is stuffed to its funny-looking C-pillar with all sorts of go-fast GM parts. A performance iteration of the 10-speed automatic transmission co-developed by GM and Ford is the only gearbox for now, though don’t act too shocked if a six-speed manual shows up for model year 2021.

The fourth generation of MagneRide handles damping at all four corners. Brembos do the braking via the same brake-by-wire system found on the new mid-engine Corvette. Traction control is handled by GM’s unheralded PTM system—that’s short for Performance Traction Management. GM’s comically named (think drugs) but fiendishly effective eLSD electro-mechanical locking differential puts the power down out back.

Identically sized and vehicle-specific Michelin PS4S rubber wraps all four wheels, clocking in at 245/40ZR19. An all-season tire is available, but as a Californian I say, “Who cares?” For the first time ever, a Cadillac V product is available with AWD, but the fine folks at Cadillac are quick to point out that they’re talking AWD for bad weather (whatever that is), not as a performance enhancer.

With all these items working together, Cadillac claims the CT5-V will hit 60 mph in 4.6 seconds, with the AWD version a touch slower. Prices start at $48,690 for the rear-driver and $51,290 for the all-wheel drive version. Insanely, Super Cruise—Cadillac’s game-changing, best-in-the-business, hands-free, sorta-autonomous driving mode—isn’t available on the 2020 models. However, the 2021 CT5-Vs are coming sooner than you think, and they will have it. It’s such a great technology that I recommend waiting.

A quick word about design before we get to how the thing drives. Certain cars look way better in the metal than in photographs. One recent example that leaps to mind is the Land Rover Defender. In pictures, the reworked icon appeared more toy car than macho off-roader. I finally ran into one and declare it much better and tougher looking than the press shots led me to believe.

Same story here with the CT5-V. First of all, Cadillac has a new exterior strategy where sporty models get de-blinged. I’m a fan. You can even see this at work on sport versions of the new Escalade. The brightwork is replaced with black trim, and aesthetically the cars are much better off. The CT5 was the first Cadillac to use the Escala concept car’s design language, and the V version takes it a positive, though iterative, step farther. I like the front end of the CT5-V better than the Escala’s. But of course there’s that C-pillar.

I cornered GM’s vice president of global design Mike Simcoe for 30 minutes just to pick his brain about the C-pillar. If you don’t know what I’m talking about, it’s the area behind the rear door of a car. On the CT5, it’s covered by a bent triangle-shaped black plastic graphic. I’m not going to quote him (he never, no matter how hard I tried to make him, said the word “compromise”), but essentially Cadillac wanted as large of a back seat as possible while at the same time maintaining the arcing, sloping, coupelike, hatchbacklike roofline from the Escala. Something had to give, and it was the C-pillar.

Why not just put a piece of glass there? Because the rear doors are so large (the CT5 has a 1.4-inch-longer wheelbase than the CTS, all of which goes to the rear seat) that Cadillac had to split the rear door glass into two pieces to ensure that the large piece lowered all the way down. Four panes of glass on a single side of a sedan would look frumpy. Did the design team try many other iterations before settling on what they settled on? Yeah, and I imagine they must have looked real bad. C’est la vie. I’m going to think of the C-pillar as a beauty mark. Feel free to pretend along with me because otherwise I dig the looks.

Now we drive. The big difference between a normal car and a performance car (especially a real performance car) is found during a corner. In a regular car you worry about the turn you’re in. With a performance car, because it handles so damn well, you get to worry about the next corner coming at you.

I am happy, stoked, elated, and surprised to tell you that the CT5-V is squarely in the latter camp. This thing drives fabulously. Again, my surprise is simply due to how underwhelmed we were with the CT5 at Car of the Year. From behind the wheel, you would have a difficult time believing that the V version is in any way related to the standard car. We’re talking vast differences in every way that a car performs.

Breaking it down, the engine is sweet. Its 360 horsepower is plenty, especially because the CT5-V is relatively light. We haven’t weighed one, but we have weighed the four-cylinder CT5: 3,693 pounds. Figure another 100–150 pounds for the V model. OK, light is the wrong word, but (probably) less than the 3,875-pound Mercedes-AMG C43 4Matic.

Really, though, it’s the CT5-V’s healthy torque curve that makes it feel so good, especially when coupled with the closely spaced gears of the 10-speed auto. Yes, there’s a manual shift mode, but the 6,000-rpm redline is too low for that to be much fun, and in slower corners the computer still won’t allow you to select second gear (it’s a slushbox, not a twin-clutch). It’s frustrating.

My advice is to leave it in manual or wait for the (maybe happening) manual. That said, acceleration is plentiful and strong, and thanks to all sorts of deceitful wizardry coming out the speakers, it sounds good, too. Yes, some of what you’re hearing is fake. I’m too old to be outraged.

Ride quality is good. As typical with magnetic shocks, you don’t feel too much of a difference between Tour and Sport modes, though Cadillac did mention that experiencing such a difference was one of the goals of the fourth-gen MagnaRide shocks. There’s also a Track mode, which does feel noticeably flintier, but in a good, sports car way.

I’d like to take a second and praise the brakes. As mentioned, they are of the brake-by-wire persuasion, shared with the C8 Corvette. But they were developed after the C8’s stoppers were finished, and these stoppers feel much, much better. Hard to believe you’re not pushing fluid with your toes.

Handling is just sweet. Look, every single performance car built off the Alpha platform (ATS-V, CTS-V, Camaro) has been dynamically wonderful, and the CT5-V is no exception. This Cadillac V is just as great to drive as I should have expected. Sure, the new Bosch Premium EPAS (electric power steering) is probably a skosh better, but hammering this Caddy on a bitchin’, twisting desert road felt not just great, but familiar. It felt like a proper Cadillac V. There, I said it. Happy? More ATS-V than CTS-V, but remember, this car is also effectively replacing the ATS-V.

The next day Cadillac turned us loose(ish) on the Desert Circuit at Thermal Motorsport Club just outside Palm Springs. The Desert Circuit is the 1.4-mile track with the green curbing at the northern most end of the facility. It’s the curviest and the most technical. Last time I drove it was for the double-launch of the Subaru WRX STI Type RA and BRZ tS. It’s that kind of track.

I suppose this is a good time to talk about the all-wheel-drive CT5-V. Like Cadillac told us, the AWD ain’t there to help performance. Braking distances felt longer, and the wonderful steering of the RWD car is gone, as there’s now another 100 or so extra pounds on the snout. The car feels slower and sloppier. A bit of this showed up on the road the day before. But as is always the case on racetracks, all the warts were exposed once we were allowed to really push the cars. Northerners, I’d advise against the AWD version and just buy a nice set of winter tires.

The RWD CT5-V remained excellent on track. Actually, I liked it even better on the track than on the road. I tried out two of the five PTM settings. Sport 2 turns off most of the nannies. Race basically turns everything off, but after the rear end drifts past some rotation threshold, it brings it back in line before finally just turning everything off.

It is, frankly, criminal that Cadillac (and GM in general) is still burying all of this amazing functionality in its cars. Porsche and AMG have clearly marked scrolling wheels that let you click between modes while simultaneously being able to glance at the knob and visually confirm what mode you are in. Cadillac still uses a rocker switch that’s confusing (Is it up? Or down?) and buried behind the gear lever. Worse, to use the five PTM modes, you need to double click the traction control button twice. But not just twice. You have to be in Track mode and then double click it just so. And the traction control button is even more hidden than the modes button. It’s as if someone at Cadillac is embarrassed that the car has so much fantastic performance stuff on board.

Once I was able to navigate this traction control menagerie, with everything off, the CT5-V was a joy and sweetheart. Every single corner of the Desert Circuit is late apex, so odds were good (especially for me) that getting on the power too early would overcook the rear meats and send the V drifting. So what? With the trick eLSD doing its thing and an unflappable yet delicate chassis as my co-pilot, such hoonishness was easy to catch. Let me restate that: It was an easy joy to catch.

The Cadillac seemed to be perfectly specced for the track. Had we been on a bigger track, would we have craved more power? Yes, I know we would have. And that car is coming. Here’s the thing: When you think about the cars the CT5-V is directly targeting—S4, M340i, and C43—you conclude that Cadillac’s got them all beat, not just on price but also on what really matters in this segment: performance. None of those three Germans drives like this thing. Even though I shouldn’t be, what with the recent history of Cadillac V lineup, I am impressed and surprised.

2020 Cadillac CT5-V PRICE $48,690-$51,290 LAYOUT Front-engine, RWD/AWD, 5-pass, 4-door sedan ENGINE 3.0L/360-hp/405-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 10-speed automatic CURB WEIGHT 3,850-3,950 lb (est) WHEELBASE 116.0 in L x W x H 193.8 x 74.1 x 57.2 in 0-60 MPH 4.6-4.8 sec (mfr est) EPA FUEL ECON 17-18/25-26/20-21 mpg ENERGY CONSUMPTION, CITY/HWY 187-198/210-222 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.93-0.98 lb/mile ON SALE Currently

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