This is a brand new car. As in, brand new. It’s the first model to come from Icona – not to be confused with those fine purveyors of chilli sauce, Encona – which is a company specialising in the thing we admire most here at Top Gear. Poweeerrr.
There’s another powertrain offered, called the ‘H-Competizione’, which takes a twin-turbo V6 and a pair of electric motors – one on each axle, to make four-wheel-drive – for a grand total of 880bhp. With this party hat on, the Vulcano will sprint to 62mph in 2.9s, 0-124mph in 8.9s and the same top speed as the V12.And what power. All those angles and vents and swoops and rakes – with more than a hint of Ferrari F12 about it – hide a 6.0-litre V12 and an electric motor underneath, producing a total of 950bhp. This is called the ‘H-Turismo V12’, is front-engined, rear-wheel-drive, and will transport you and your considerable wealth from 0-62mph in three seconds, 0-124mph in 9.2s and hit a top speed of 217mph.
The man responsible for such monstrous power is none other than Claudio Lombardi; the same man who worked with Lancia’s World Rally Championship years in the 80s, and Ferrari’s F1 powertrain team in the 90s. This man has a Big Brain.
As for that body? It was created by a chap called Samuel Chuffart, who followed on from the company’s 2011 ‘Fuselage’ concept and turned it into a two-seater supercar. As for his CV, he’s worked with Nissan, Jaguar Land Rover and even Bertone. The idea for such a strongly sculpted body for this Vulcano comes from the need to “evacuate hot air from the engine and reduce the air turbulence generated by the wheels”. Quite.
Speaking of the wheels, it sits on 20in front and 21in rear forged aluminium alloys, with carbon ceramic brakes behind them and six-pot Brembo calipers.
Like it? It’s a one-off, specially built for the Chinese market (Icona is run out of Shanghai), but as is probably the case, if you have the means, the Icona team could indulge your passions…
This is how a Volkswagen version of BMW’s X6 could look: it’s the new CrossBlue Coupe concept, unveiled here, on our Internet, and for real at the Shanghai Motor Show.
And it’s huge, measuring 4.9m long, 2m wide and 1.7m high, figures that roughly transpose onto BMW’s controversially-styled X6. It’s also ruddy heavy, too – some 2.2 tonnes. Little wonder then, this behemoth is being unveiled in China for the first time…
And it’s huge, measuring 4.9m long, 2m wide and 1.7m high, figures that roughly transpose onto BMW’s controversially-styled X6. It’s also ruddy heavy, too – some 2.2 tonnes. Little wonder then, this behemoth is being unveiled in China for the first time…
It’s a curvier version of the CrossBlue concept we first saw at the Detroit show earlier this year – and a more powerful version of the Cross Coupe concept we saw a couple of years back – featuring a turbocharged V6 petrol engine producing 295bhp up front, a six-speed DSG gearbox in the middle, and two electric motors, one mounted on the front (54bhp) and one mounted on the back (114bhp). There’s a battery pack mounted in the centre tunnel, and with all systems firing together at once, there’s a total of 516lb ft of torque.
It sits on the MQB platform that’ll underpin pretty much every VW Group model for the next decade, and offers up drive from one of five modes: full EV (with just the rear motor working, good for a range of 20-odd miles), Sport (everything turned up to max – engine/both motors), Offroad mode (all four wheels, with the front motor powered by the engine, acting as a generator for the rear motor), Charge (using the engine to boost the battery) and Eco (both motors used). Phew.
Despite its considerable heft and electrical gubbinry, VW still reckons this hybrid V6 is capable of 0-62mph in just 5.9 seconds and a top speed of 147mph.
Inside, there’s space for five, lots of leather and aluminium, some wood, a touchscreen infotainment system, programmable instrument cluster, iPads in the headrests and even a 537-litre boot.
Have a click through the pics and let us know what you think. It’ll work well in China, but could you see yourself in a Volkswagen SUV-Coupe?
So you're wafting around in this soft cruiser. The exhaust's a distant burble. The engine hums near-silently. The transmission slurs between ratios, needing no input from you. The seats and ride are cushy.
And then… And then. goodness gracious. How did that happen? You're punted into a parallel universe. This car isn't just rapid, it's violently powerful. Provided (and it's a big if) the rear wheels can get traction, it hurls you forward with disdainful venom.
And then… And then. goodness gracious. How did that happen? You're punted into a parallel universe. This car isn't just rapid, it's violently powerful. Provided (and it's a big if) the rear wheels can get traction, it hurls you forward with disdainful venom.
By this point you must be thinking I'm an idiot. After all, what did I think a 630bhp, 737lb ft twin-turbo V12 sports car was going to be? A bit of a slug? Course not. It was always going to be searing. Sure enough, when you floor the throttle, it'll turn your world upside-down. I had the traction-control light spinning repeatedly. At 80mph. In a straight line. In the dry.
By the time it's really able to stretch its legs, you're probably into Autobahn numbers on the speedo. Can't quite imagine how brief an interval it would take to get from say 100-150mph.
But here's why its brutal speed is so surprising. It lulls you into a false sense of its gentility because most of the time it is so gentle and quiet. I mean, a new Pagani also has a twin-turbo AMG V12, and it never lets you forget its animalism. But the SL65 stays mute. It doesn't howl like the Pagani, or rumble and roar like AMG's turbo V8 roadsters the SL63 and SLS.
The gearchanges aren't snappy, because it uses a normal fluid automatic, not the SL63's clutched automatic or the SLS's DCT (dual-clutch) automatic. The ride is relatively forgiving, because of the trick active body control suspension.
But here's why its brutal speed is so surprising. It lulls you into a false sense of its gentility because most of the time it is so gentle and quiet. I mean, a new Pagani also has a twin-turbo AMG V12, and it never lets you forget its animalism. But the SL65 stays mute. It doesn't howl like the Pagani, or rumble and roar like AMG's turbo V8 roadsters the SL63 and SLS.
The gearchanges aren't snappy, because it uses a normal fluid automatic, not the SL63's clutched automatic or the SLS's DCT (dual-clutch) automatic. The ride is relatively forgiving, because of the trick active body control suspension.
That suspension also means it never rolls, and it manages to be both plausibly agile in slow corners and stable at speed. But honestly you don't drive it like that, because the steering and suspension never reward you with any kind of feedback. Trying to drive it fast through a series of varying bends is a jerky, soul-less experience.
Instead, wind it back and cruise. Enjoy the soft breeze, the swaddling comfort, the full panoply of Mercedes electronic amenities.
And then, just once in a while, spot a clear open path to an SL-sized hole in the far horizon. And brace yourself. Floor it, and arrive at that horizon sooner than you ever imagined possible. Is that ever-so-brief event worth £168,250? To a very small but very loyal band, without question it is.
Instead, wind it back and cruise. Enjoy the soft breeze, the swaddling comfort, the full panoply of Mercedes electronic amenities.
And then, just once in a while, spot a clear open path to an SL-sized hole in the far horizon. And brace yourself. Floor it, and arrive at that horizon sooner than you ever imagined possible. Is that ever-so-brief event worth £168,250? To a very small but very loyal band, without question it is.
So. Toyota, the biggest car company in the world, has announced it has sold five million hybrids. Journalistic tradition dictates that we now help you relate to that number by putting it in context. But we don't know how whether they would reach to the moon if placed end-to-end, or how many times they would fill Wembley Stadium. Whatever, it's good business for Toyota. What does it mean for us?
We asked Karl Schlicht, Toyota and Lexus chief of sales and marketing and product in Europe. He says it's snowballing. Schlicht points out that of that five million in 15 years, 1.2 million were in 2012 alone. That's double the total for any other year.
He's also adamant that hybrid does matter in Europe, a market otherwise dominated by diesel. One in six Toyotas sold in Europe in 2012 were hybrids, and this year he expects the proportion to be to be one in five. Two out of every five Yarises are hybrids, and nearly half the Aurises. 'We're at a tipping point in Europe,' he claims, 'And it isn't just because of the Prius.'The Auris and Yaris hybrids are doing massive business, but Toyota is also starting to build more interesting hybrids too. The new Lexus IS300h above, f'rinstance. A car, he says, is influenced by the spirit of the GT86. He cites the rear-drive, and its sporty driving position.
The first Prius was a bit of a moonshot when launched 15 years ago. I can't remember many of us thinking it would really catch on. But now it's really affected Toyota's business. The general public think of Toyota, formerly a stick-in-the-mud 'appliance' brand, as a green innovator. 'Hybrids are good for conquest sales for us.'
But in Europe, Lexus has been badly hampered by having no diesels (the old IS220d won't be replaced). Because people in Europe don't want big petrols in their non-sporty executive cars, basically Lexus buyers have just one powertrain choice: the hybrid.
We ask Schlicht why there's only one powertrain in the CT200h, while the Audi A3 and BMW 1-series offer loads of choices, petrol and diesel. 'Basically we don't do diesels well enough to do them better than our hybrids,' he says, bluntly. Japan and especially America – where diesel doesn't really matter – have been the focus. 'We don't have the scale in Europe. We have invested in the US, where we got the return.'
That's changing now. There won't be new Lexus diesels, but there will be more hybrid choices, with luck ore interesting. 'From now on we'll start investing in powerplants for Europe.'
So the hybrid, at least in the medium term, is here to stay. We don't have an official reaction from Clarkson yet, but for you TopGear.commers, is this good news?
This is the new GLA concept. It previews Merc’s upcoming mini-SUV and is based on the spangly new A-Class platform, the same platform that underpins the CLA mini-saloon.
So far, so straightforward. But here’s the weird bit: the GLA wants to recreate the mom-n-apple-pie nostalgia of 1950’s Americana.
See all the pictures of the new Mercedes GLA concept How so? Because fitted into its bulbous headlights are two laser-beam projectors, capable not only of projecting light to see some road/nearby trees/terrified pedestrians, but – should the mood arise – pictures or films onto a screen, which you can upload yourself or download from the Internet. Probably a good time to erase your browsing history…
Aside from the ability to run your own portable cinema, Mercedes is keen to emphasise the more sporting nature of this baby SUV; the power domed bonnet, the ‘dropping’ roofline, that muscular rear and of course, 20in wheels. Looks pretty dandy, you’ll agree.
Size-wise, it’s of similar dimensions to an Audi Q3, although the Merc is a tad wider and lower (as you’d expect from a concept car). Underneath lurks the same 2.0-litre turbocharged petrol engine you’ll find in an A250. Mercedes hasn’t provided any performance details for you to argue over, but in the A-Class, that engine – with 258lb ft of torque – is good for a 0-62mph time of 6.6 seconds and a top speed of 149mph.
There’s also a seven-speed dual clutch automatic gearbox on board, together with Mercedes’ ‘4MATIC’ all-wheel-drive system – like in the lovely new 4WD E63 AMG that we won’t get in the UK (sad face).
Inside, you’ve got the typical concept car flourishes, loaded to the brim with galvanized aluminium, quite a lot of leather, hand-stitched seams, four individual sports seats, fibre optic lighting and Plexiglas buttons for the COMAND system. Oh, and remember we mentioned those projectors in the headlights? They’re not only a neat little concept embellishment, but could be used – says Mercedes – to project the direction instructions from the sat nav onto the road in the form of arrows, visible to other road users too, letting them know which way you’re turning. Indicators? Where we’re going, we don’t need indicators!
There are also HD cameras slotted into the roof rail – like the ones on mountain bike helmets – allowing you the opportunity to film your exploits, or indeed as evidence to send for help should you get stuck off the beaten track surrounded by lots of mud.
Let us know below what you make of Merc’s new GLA Concept – is it tastier than an Audi Q3 and BMW X3? Remember, as we mentioned many moons ago on TopGear.com, these mini SUVs will soon take over the planet…
Crikey, it's the Emirati rozzers! And they've got a Lamborghini Aventador and Ferrari FFpolice car!
Last week via Twitter, Dubai police announced that they'd added a Lamborghini Aventador to the fleet. This is obviously very, very cool and thanks to a 217 mph top speed, would significantly help in high-speed pursuits.
But there is one small problem with an Aventador cop car. If there's more than one crim, getting them to the nick would be a bit of an issue as there's only two seats. So Dubai Police sat down, had a very important meeting and came up with a solution - a four seat, four-wheel-drive solution - a Ferrari FF.
Buying another £200,000+ police car may seem extravagant. But Dubai is famous for its very, very harsh winters. So a capable, fast four-wheel drive was needed, and the FF fills that role perfectly.
There's not much more info, but the Italian Carabinieri with their Lotus Evora S now have competition for the coolest car police car, after Hammond's Vitara, obviously.
Last week via Twitter, Dubai police announced that they'd added a Lamborghini Aventador to the fleet. This is obviously very, very cool and thanks to a 217 mph top speed, would significantly help in high-speed pursuits.
But there is one small problem with an Aventador cop car. If there's more than one crim, getting them to the nick would be a bit of an issue as there's only two seats. So Dubai Police sat down, had a very important meeting and came up with a solution - a four seat, four-wheel-drive solution - a Ferrari FF.
Buying another £200,000+ police car may seem extravagant. But Dubai is famous for its very, very harsh winters. So a capable, fast four-wheel drive was needed, and the FF fills that role perfectly.
There's not much more info, but the Italian Carabinieri with their Lotus Evora S now have competition for the coolest car police car, after Hammond's Vitara, obviously.
Now we've driven the F-Type, we know that it's a proper sports car all right. It's fast, lithe, quick to turn. It's beautiful and wonderfully desirable, and to heck if that means it isn't very practical. It's loud and sharp. Which is just what Jaguar promised throughout the endless F-Type preamble. It also doesn't mind coming across as a little bit scary. We didn't quite expect that.
In other words, if old men are looking for a new Jaaaaaag to convey them to the golf club, this definitely isn't it.
So here we are, one of the most talked-about cars of the year. Top Gear has driven all three versions for thousands of miles in everything from snow to rain to warm sunshine, city to motorway to this country's most wonderful and epic roads.
It doesn't feel like a 'baby roadster'. But then it isn't one. It's wide and stocky. The track width is actually even more than an XK's, even though the wheelbase is a lot shorter and there are no back seats. It's not light, either, despite the aluminium body. It weighs 1600kg in base trim, which is 10 percent more than a base 911 cabrio, which you'll remember is a 2+2.
In other words, if old men are looking for a new Jaaaaaag to convey them to the golf club, this definitely isn't it.
So here we are, one of the most talked-about cars of the year. Top Gear has driven all three versions for thousands of miles in everything from snow to rain to warm sunshine, city to motorway to this country's most wonderful and epic roads.
It doesn't feel like a 'baby roadster'. But then it isn't one. It's wide and stocky. The track width is actually even more than an XK's, even though the wheelbase is a lot shorter and there are no back seats. It's not light, either, despite the aluminium body. It weighs 1600kg in base trim, which is 10 percent more than a base 911 cabrio, which you'll remember is a 2+2.
The answer is to move the car's Jekyll-and-Hyde switch to Dynamic mode, or better yet to shift with the paddles. Then the torque converter stays locked up and they fire through instantaneously, like DSG shifts.Still, there's proper power to shove it along. The 'poverty' model has a 340bhp supercharged V6. It's a new engine, launched recently to waft Jag's saloons gently through LA and Beijing. Here, wafting is neither its job description nor its natural disposition. One rung up is a 380bhp version of the same engine. Finally, and pretty ruddy bonkers it is too, is a 495bhp supercharged V8.
The 0-62s go like this: V6 is 5.3 seconds, V6S in 4.9. They both have similar mid-range torque, but the S keeps pulling to the red-line with more vim, though the difference isn't subjectively very big because the V6S has longer gearing. They both have strength and character, and they both answer your throttle requests smartly. They're sharper and more reactive than turbo motors, if not quite as exactly precise to the throttle the best competing NA engines. You know who I mean.
The V8 F-Type is up there in supercar territory. It's limited by traction, but even so gets to 62mph in 4.3 seconds. On the road, it comes up with instant and savage kick right around the rev dial. You need a very long straight and a lot of confidence in your rear-tyre traction before you give it the full beans. But when you do, the crazy-ass acceleration and barking exhaust will carve deep chunks out of your consciousness. Its power is a buzz, its exhaust is V8th deadly sin.
All F-Types have an eight-speed autobox. In normal auto mode, the shifts are a bit blurry and slow. They're designed for slurring around town, and on light throttle the car does that, moving quietly and elastically like a Jaaag. But out of town, that isn't what we want is it?
The V6S and V8 have a standard exhaust with variable baffles in it. Once the rev needle is half-way round the dial, they open up and the exhaust turns to a blood-curdling blare on full throttle. On the over-run it crackles and pops like a hot-rod. These pipes give this thoroughly modern injected supercharged V6 a sonic character that's spookily reminiscent of an old-school straight-six on SU carbs. In other words, of an E-Type. Coincidence? Hardly.
The near-parody bellowing and exploding from the tailpipes shows how much Jaguar aches for the F-Type to be taken as a sports car. So too with the way it goes round corners. There's no grand-touring softness here. Turn the wheel and bam, the front end darts into an arc. No initial understeer at all. It takes a while to get used to the quickness of the steering, but in the end you find it's progressive and smooth. It takes even longer to be confident about the tyres' remaining grip. Because there's no understeer, you seldom feel much information through the steering wheel. Instead it puts its weight straight onto the outside rear tyre. Which makes it feel responsive, or nervy, depending on your confidence and your trust in how slippery it is out there.
Not to worry, there's ESP and all that. But if you're turning it off, remember the F-Type is set up for quick-witted drivers. On the road I left the ESP on, always. It seldom intruded. That way the car can be hustled quickly into a bend, then scurry out of it with an addictive sense of purpose.
So the suspension feels firm in smooth corners. But when the road gets bumpy and cambered – in other words, when it gets British – this British car really starts to shine. The suspension keeps its stiff upper lip. There's no disturbance to your path, no turbulence, little unseemly float. It's even better with the adaptive dampers (standard on the V6S and V8, optional on the base car). They cancel out the float, but allow a marginally sweeter ride over small sharp high-frequency intrusions.
It's a car that you drive with rhythm. You can carve neat, precise lines, using the torque and the precision in the engine and chassis. Best to keep within its high limits. That way it's hugely capable and enjoyable, and yes, a sports car.
It bathes you in other fine sensations apart from the g-loadings of go-stop-steer and the engine's boomtastic sonic playlist. I drove with the roof down nearly all the time, because the cockpit aerodynamics are terrific. There's little turbulence with the windows up and wind deflector in place, and the heater's strong. For a time I was proceeding up a motorway in the sleet and I felt OK. Sure, everyone else on the road must have thought I was either an odious show-off or had a broken roof, but it proved the point.
The cockpit is comfy, too. And it looks and feels special. Almost all the controls and switches are bespoke to the car, and their quality, and of all the furniture, is up to the mark.
So it might not corner like a soft GT, but it can fall into that role, as Top Gear's long journeys in it proved. When you back off, the engine gets quiet, the ride and refinement are more than OK. But this leads us to one of its great failings. You'd have to be rigorously careful what you took on that long trip, for the boot is ridiculously mean. Such I guess was the challenge of fitting in that loud exhaust pipe, a complex rear suspension and a decent fuel tank in the curtailed rear. While all the while keeping that achingly gorgeous low and sharp back-end style.
Certainly, it doesn't have the packaging practicality of that great use-everyday sports car, the Porsche 911. But the 911 has obviously been the target for the way the F-Type goes. The German car and the British steer differently, take bumpy roads differently, sound and look night-and-day different. This is Jaguar's first true sports-car for decades: the people of Stuttgart have been honing theirs non-stop for 50 years. But it's a measure of Jaguar's achievement that unless I'd driven the two back-to-back I wouldn't be sure which I'd like more.
Still, at Top Gear Magazine, we've done that, and more. And the new issue is out on April 24. You'll find the answer there. Anyone care to have a guess at our conclusion below before we go on sale?
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