Borgward, back from the dead with BX7

Source: jalopnik.com

After more than 50 years hiatus, a dormant German marque has been resurrected after decades of inoperation. Borgward is finally back in business and set to launch their SUV model, christened the BX7. 

Borgward was found in 1929 by Carl F.W. Borgward. As a result of financial problem, the marque was liquidated in 1961. Fast forward to 2015, the founder's grandson, Christian Borgward, announced the revival of the marque and will be financially backed by Foton, a Chinese truck manufacturer.

Now onto the new BX7. The BX7's front fascia is decked out by 16 slats vertical chrome grille with the marque's insignia smack dab at the centre of the grille, LED headlights flanking the upper corner of the grille and the horizontal, narrow lower air intake with fog lights flanking the latter.

Source: topspeed.com

The rear fascia sports a horizontal tail lamp with dual exhaust pipe, one on each side. There is also a roof mounted spoiler awning the rear windshield and of course, the marque's name printed between the tail lamps. 

   

The newly restored marque will offer two drivetrain trims: petrol-powered 2.0L turbocharged four cylinders that churns out 225 hp, mated to a 7 speed dual clutch transmission and all wheel drive. Also, a plug-in hybrid version that churns out 401 hp will follow suit. 

Borgward's revival after more than half a decade made this writer wonder; does being defunct after a particular period of time means it is the end of the world for the marque in question? As proven by the likes of Maybach (initially ceased production in December 2012; then revived by Daimler, the parent company, in November 2014 as a sub-brand to the Mercedes S-Class) and TVR (set to launch new models by 2017 with partnership from Gordon Murray and Cosworth), all hope is not lost. Fingers cross for the revival of marques like Pontiac for instance which has been defunct since 2010. 

Unleash the Civic FK2 Type R!

Source: motorstown.com

Race cars, a unique entity that rouses the boy racer deep within our conscience. The thought of slinging them around at insane G's is akin to being a hero taming a wild beast that threatens to rip you apart, and the reward is close to being....a superhero. Throw in a race car on license plate, like the Honda Civic Type R, you have yourself a recipe for hooliganism. Alright enough exaggeration so let's cut to the chase, folks.

Honda has potentially delighted the Type R fans around the world with the introduction of the fourth generation FK2 Civic Type R. As designated by the Type R designation, it may be Honda's way of saying 'more smiles per miles'.

Source: 9carthai.com

So what are the technical changes from the previous generation FD2? Well, unlike the previous generation FD2, the FK2 2.0L i-VTEC four pot engine is boosted by a turbo, upping it's output to 306 horsepower at 6500 rpm and 295 lb ft of torque at 2500 rpm. The new generation Civic Type R revs to maximum 7000 revs compared to it's predecessor's 8500 revs.

If you crave the tactility of 3 pedals, then rejoice as all the grunt from the 2.0L engine will be fed to the front wheels via a 6 speed manual only as Honda believes it gives the drivers more control over the engine's powerband (hat's off to Honda).

The front suspension features a unique Dual Axis Strut that helps counter the dreaded torque steer (similar concept to Renault's PerfoHub, Ford's RevoKnuckle and GM's HiPerStrut suspension), while adaptive damper enables the Type R to feel cushy over bumps and sharper when driving spiritedly.

If you're in the mood for more 'smiles per miles', pressing a '+R' button will unleash what the Type R badge implies.

Source: gearheads.org

So hoping this car will reach Malaysia. It's gonna be a hoot to drive!



                             

To be or not to be: Will Manual stay alive?

Source: elitetransmissionservice.com

Back in the days of distant yore, when people spoke of going fast, manual were king. The thought of fitting a slushbox automatic especially on sports car would be met with derision in yesteryear. But fast forward to present day, all arguments in favour of manual, from performance to fuel efficiency, have gone out the window.

Thanks to advancement in technology, automatics are on par, or even outperformed the same car, same brand, same model, same everything except for its transmission. Just look at all modern supercars nowadays. Majority of them are almost always automatics, though not all of them are torque converter automatics. Rather it is an advanced automated manual transmission spearheaded by the highly popular dual clutch transmission that preselects next higher or lower gears for lightning fast gear change that cannot be rivalled even by the pros.

Furthermore, modern automatics are not just faster but also more fuel efficient. For example, the Porsche Cayman S manual accelerate from 0-62 mph in 4.7s and return 20/28 mpg (city/highway). Outfit it with Porsche's PDK dual clutch transmission, 0-62 takes 4.6s (down to 4.4s if you opt for Sports Chrono Package with Launch Control) and return 21/30 mpg (city/highway). Even modern torque converter automatics are outperforming manual. For instance, the BMW 435i coupe with 6 speed manual transmission accelerate from 0-62 mph in 5.3s and return 20/30 mpg (city/highway); outfit it with the advanced 8 speed automatic 62 mph arrived in just 5.0s and return 21/32 mpg (city/highway).

Source: namu.wiki

In light with the advancement in modern automatics, it is no surprise that automatics dominate the showroom floor; while the manual is consigned to small economy cars and niche market that caters to 'driver's car' moniker.

With automatics getting better and better, will this spell the end of shift-yourself transmission? Well, automatics haven't fully supplanted manual yet. There are sizeable number of marque that offers only manual on certain models such as Honda Civic Type R, Renault Megane RS, Ford Fiesta ST, Porsche Cayman GT4, Porsche Boxster Spyder and Peugeot 208 GTi to name a few.

Clearly, there are still those who clamour for the tactile engagement (including this writer) of dropping the clutch, feeling the cogs meshing under one's palm and of course the satisfaction of nailing rapid fire heel toe downshift. However, the questions on whether manual will soldier on raises question mark as automatics are getting more and more efficient that automakers see no point in offering manual transmission.

To conclude this post, this writer believes that the future of do-it-yourself transmission is hanging by the thread as more and more cars are build with automatics and the demand for manual continues to drop as the world shifts their attention to improving fuel efficiency and minimising carbon footprint to meet the ever tough emission regulations, and (within the performance realm) enable automakers to meet performance milestone.

A look into Regera's radical hybrid drivetrain

Source: Norbert Aepli via Wikimedia Commons CC BY 4.0

Hybrids. With the world shifting their attention to fuel efficiency, automakers look at every nooks and cranny to meet the demands of fuel-conscious consumers. One of the alternatives is the hybrid technology, where electric power join forces with fossil fuel.

How does hybrid improve fuel efficiency? Well, hybrid cars can run on electric power only at low speed, with the internal combustion engine (ICE) kicking in at high speed, a boon for those whose life is made up of exhausting bumper-to-bumper traffic. Such is the benefit of hybrid tech that even the likes of Ferrari LaFerrari, Porsche 918 Spyder, BMW i8 and McLaren P1 are going hybrid. Thanks to hybrid tech, Porsche claims their 887 bhp 918 Spyder can do 3L/100km.

Despite that, one marque express their doubts on hybrids. The marque in question is Koenigsegg, a Swedish supercar brand.

Hybrids add weight, which makes sense due to the extra weight from the electric motor and battery pack. Koenigsegg's policy is weight reduction.

Obviously getting rid of electric motor and battery pack will not make a hybrid, so in the marque's latest hybrid model, christened the Regera, the gearbox is omitted. Yes, you heard it right, there is no multi-speed gearbox to speak off. Rather, the Regera's 5L twin turbo V8 is connected to a final drive with a roughly 2.85:1 ratio via hydraulic coupling, dubbed as Koenigsegg Direct Drive (KDD). According to Koenigsegg, the powertrain minus the gearbox only adds 88 kg. That is impressive. How does it work I heard you ask? 

Source: http://koenigsegg.com/regera/

The engine is supplemented by three electric motors, one on the crankshaft which acts as a generator and starter motor, and two on the driveshaft with one on each side. As illustrated by the above diagram, the electric power is fed by a 9kWh Liquid Cooled battery to the three electric motors. At speed below 30 mph the Regera runs on electric power alone; above 30 mph the V8 beast comes to life channelling a combined power output of roughly 1489 bhp to the rear wheels all the way up to it's 8250 rpm limit. The hydraulic coupling that sits between the engine and final drive directly connects the drive wheel and engine once above the stipulated speed. The three electric motors can fill up the 'torque gap' in the V8's rpm range where it makes less power to ensure an uninterrupted, unadulterated experience around your favourite B-roads.

Well, that's the basic overview on the Regera's innovative hybrid powertrain. Now, what does this writer think of Koenigsegg's ingenious approach? Well, part of the fun of driving is to feel the gear change. It is just natural to feel a bump signalling a change in gears. Speaking from a driving enthusiast perspective, the absence of mechanical tactility stemming from cog swapping may subjectively dilute the visceral pleasure of feeling the cogs meshing, or hearing the throttle blip on downshift. From the technological perspective though, I believe this may present an avenue for manufacturers who are head over heels on hybrid technology but wish to keep weight down to pursue alternatives on implementing hybrid technology without incurring weight penalty that may adversely compromise on the aspect of handling dynamic.

Porsche Cayman GT4

Source: autocar

The 911 has for a long time cast its shadow over the Cayman when it comes to power output. Not a single Cayman managed to breach the 350 mark, which is the lowest figure for the 911s. The base Cayman makes 275 horsepower; Cayman S makes 325 horsepower; Cayman GTS makes 340 horsepower. 

That is set to change thanks to the most powerful Cayman model ever coming out from Stuttgart, christened the Cayman GT4. This signals the Cayman's penetration into the 911 territory, where Porsche has been imposing an invisible barrier preventing any previous Cayman models from overpowering any 911s output wise. Check out Porsche's website and you will see what I mean. But, with the arrival of the Cayman GT4, it is set to change except for a number of 911 models. 

Let's see...the Cayman GTS makes 340 horsepower, 10 less than the 350 horsepower 911 Carrera, 911 Carrera Black Edition, 911 Carrera Cabriolet, 911 Carrera Cabriolet Black Edition, 911 Carrera 4, 911 Carrera 4 Black Edition, 911 Carrera 4 Cabriolet, 911 Carrera 4 Cabriolet Black Edition and 911 Targa 4. Then, out came the Cayman GT4 with its 385 horsepower 3.8L flat-six, blowing away the 911 models I just list down (bear in mind the GT4 engine is derived from the 400 horsepower 3.8L flat-six 911 Carrera S).

Source: autocar

If you're interested in specifics, the flat-six engine is outfitted with direct fuel injection, VarioCam Plus and integrated dry sump lubrication. The power of the 3.8L flat-six is further augmented by a variable length intake manifold made possible by a resonance valve that opens or closes depending on engine load, rpm, etc. As a result, the flat-six makes a staggering 385 horsepower at 7400 rpm and 420 Nm of torque from 4750 until 6000 rpm.

Purist should be delighted due to the fact that unlike the newfangled 911 GT3 RS and 911 GT3, power is channelled to the rear wheels through a conventional six speed manual rather than Porsche's brilliant PDK dual clutch transmission. Most impressive is the auto-throttle blip function accessible by pressing the Sport Plus button to make you look like a heel toe downshift expert. Complementing the drivetrain is Porsche Torque Vectoring (PTV) and a locking differential to ensure none of the raw power figure is lost in a cloud of smoke.

As for the brakes, it is directly derived from the 911 GT3 along with the front suspension. The rear suspension, on the other hand, is specifically a GT4 spec. Outfitted along with the suspension is Porsche's own Porsche Active Suspension Management (PASM) that varies the damping rate in response to changes in driving style and road condition to deliver a comfortable ride and balls-out handling prowess.

As you can see from the above photo, the GT4 sports a fixed rear wing, a feature absent from the previous Caymans, and the diffuser is decked out with dual central exhaust.

With the most powerful Cayman ever in production, this writer reckons that the Cayman GT4 can offer purists with unadulterated, sporty experience that makes purists clamouring for more 'smiles per miles'.

 

Ferrari 488 GTB

      

Source: roadandtrack.com

Listening to the Prancing Horse roaring past with atmospheric pressure, only to be met with different tone, a tone that may cringe the naturally aspirated engine enthusiasts. Yes folks, The Prancing Horse has gone the route that the world is currently heading to: the trend of downsizing engine and slapping on a (gasp!) turbocharger. Newer models such as the California T has gone the turbocharging route, making it the first turbocharged Ferrari since the scintillating 2.9L twin turbo V8 F40. Next to follow California T in the realm of force induction is the 458 replacement, the 488 GTB.

Yep, you heard it right. Ferrari essentially took the F136 4.5L V8 from the 458 and reduced its displacement to 3.9L, adding on twin turbo to claw back the power deficit. Hence you have the F154 3.9L twin turbo V8 that makes 661 horsepower and 760 Nm of torque. Its predecessor made 562 horsepower on the Italia and 597 horsepower on the Speciale, and 540 Nm of torque, an increase in 99 horsepower (up by 64 horsepower from the Speciale) and 220 Nm of torque! 

The trend of using a small displacement engine and slapping on a turbo has enabled manufacturers to meet tough emission requirement while sustaining respectable power output. Top Gear compared the fuel economy and CO2 emission figure between the 488 GTB and the 2004 Ferrari 430. The former net 25 mpg and emit 260 g/km of CO2, while the latter net 18 mpg and 345 g/km of CO2. The effect of turbocharging on power is obvious but how does it contribute to lower fuel consumption and CO2 emission? 

In general, smaller engines are more efficient than larger engines due to lower internal friction from lower cylinder count and less inertial forces (shorter piston stroke and smaller piston). With that in mind, more of the power extracted from the burned air-fuel mixture is converted into useful energy to get the car down the road instead of being wasted as heat. Therefore, less fuel can be theoretically burned to make the same power. Also with less fuel burned, less CO2 is ejected down the exhaust pipe. In light of tighter emission, automakers are forced to downsize the engine which in general comes at the expense of power. In response, manufacturers slap on turbochargers to bring up the power figure.

Source: carscoops.com

Source: carscoops.com

Now, if you're interested in the specifics, the 488 GTB is powered by Ferrari's F154 3.9L twin turbo direct injected flat-plane V8 mid-mounted engine, channeling its raw power to the rear wheels. The turbo is a twin scroll type from IHI to ensure smooth exhaust flow and cut turbo lag. Also, the turbo's compressor wheel is made of titanium-aluminium alloy to further cut lag, and spins on ball bearing shaft to further cut lag and reduce friction. Lubrication will be taken care of by an all-aluminium dry sump, while keeping the turbocharged air cool are 2 air-to-air intercooler. 

Paired up to the V8 is a 7 speed dual clutch transmission sourced from Getrag. 

Stopping task is taken care of by carbon ceramic brakes with 398mm front disc and 360mm rear disc, surrounded by 5-spoke 20" alloy wheels with 245/35 tyres up front and 305/30 tyres at the rear. 

Handling also receives further boost, thanks to SSC2 (Side Slipangle Control 2), an enhanced version of the clever SSC introduced on the 458 Speciale, that combines F1-Trac (Traction Control) and E-Diff (Electronic Differential) with the adaptive magnetic damper to make a drift hero out of Joe Schmoe. 

Further boosting its handling is the aerodynamics. In between the 2 large lower air intakes (see the top picture) are Ferrari's so-called 'Aero Pillar' that directs air underneath the car to lower the pressure underneath, which helps boost downforce. At the rear, downforce is further increased thanks to the diffuser with active flaps that precisely adapt the diffuser's ramp angle in response to changes in speed.

In case if you are interested in buying this beast, Naza Italia, Ferrari's distributor in Malaysia, has launched it since last month at a base price of RM1,068,800 (excluding taxes and optional features).

Review: Honda HRV

                                                       

On a hot Sunday afternoon not knowing what to do, I decided to go out for a test drive, which brought me to Honda Showroom in Bangi just across from Warta. Test drive what car I heard you asking. Well, it is the car in the above picture, the Honda HRV (Hi-rider Revolutionary Vehicle), a compact SUV smaller than the CRV. Is it really worth the test drive? You bet it is because the HRV made this writer go 'wow' in a delightful way. How so? Read further to find out.

As usual we will begin with the nitty-gritty. The HRV is available with 3 trim levels, starting with the entry-level S variant, followed by the mid-range E variant and finally ending with the range-topping V variant. 

The pricing is as followed: RM98,689.80 (S variant), RM108,026.50 (E variant) and RM118,228.50 (V variant), all with insurance and inclusive GST. 

Throw in the optional Honda Genuine Accessory and you will be treated to Modulo Exterior Accessories and Utility Package. The Exterior Accessories is made up of Sport Aero Package (Front and Rear Aero Bumper, Side Under Spoiler and Door Mirror Garnish for RM3,928.20 inclusive GST) and Tough Advance Package (Front and Rear Lower Garnish, Front and Rear Bumper Garnish and Running Board for RM3731.30 inclusive GST). 

The Utility Package includes Smart Utility Package (Auto Dim Rear View Mirror, Trunk Tray, Cargo Step Protector and Trunk Organiser for RM1,622.40 inclusive GST) and Urbane Utility Package (Door Visor, Front Foot Light, Illuminated Side Step and Sports Pedal for RM1,532.30 inclusive GST). 

Not related to the Modulo package is the CSE CONNEX SVR, which is an advanced security system that safeguard your vehicle's safety that includes 24/7 Secure Operating Centre (SOC) service that takes care of theft alerts, theft response and stolen vehicle tracking and recovery. The latter will set you off at RM2,960 inclusive GST. 

Onto the exterior. Standard across the range are Auto Headlights, Front and Rear Fog Lights, LED Rear Combi Lights and Shark Fin Antenna. 

Choose either the S or E variants you will be treated to Halogen Headlights, Halogen Daytime Running Lights (DRL) and Body Colour Outer Door Handle. The S variant will do without Side Mirrors with Turning Lights. 

Choose the V variant, LED Headlights, LED Daytime Running Lights and Chrome Outer Door Handle are yours to have. 

Unlike the S variant, the E and V variant will be specced with Side Mirrors with Turning Lights. 

Available colours are Modern Steel Metallic, Crystal Black Pearl, Taffeta White and Alabaster Silver Metallic. As you can see from the above photo, the rear door handle is integrated with the C-pillar across the range. 

As for the interior, standard across the range are Tilt and Telescopic Steering Wheel, ECON Mode, Day/Night Rear View Mirror, Intermittent Rear Wiper, Power Adjustable and Retractable Door Mirrors. 

Standard only on the V variant are Cruise Control, Multi-Angle Rearview Camera, Half Leather Upholstery, Leather Steering Wheel and Gear Knob and Vanity Mirror with Illumination (driver and co-driver side). 

Standard on both the E and V variants are the Smart Entry with Push Start Button which required that you have the key in hand to unlock the car and start the engine, and Single Auto Air Conditioning. 

Meanwhile, standard on both the S and E variants are Fabric Upholstery, Urethane Steering Wheel and Gear Knob and Vanity Mirror without Illumination. 

Standard only on the S variant are Keyless Entry and Manual Air Conditioning. 

Worry about cargo space? No worries as the rear seat is foldable. Moreover, the HRV boasts a decently capacious interior space that you won't feel cram whenever you're sitting in the car. Impressive indeed.

On the safety front, the S and E variants will make do with just 2 airbags, while the V variant comes with 6 airbags. Reverse Sensors, Emergency Stop Signal, One Touch Lane Change, Hill Start Assist, Vehicle Stability Assist, Electronic Brakeforce Distribution, Anti-Lock Brakes, Electric Parking Brake (in the first picture, notice the absence of conventional handbrake lever), Brake Assist, Automatic Brake Hold, Immobiliser, Security Alarm System with Ultrasonic Sensor, Rear Seat ISOFix, Front Seat Pretensioner Seatbelt with Double Load Limiter and 3 Point Rear Seatbelt with ELR (Emergency Locking Retractor) are standard across the range. 

Sitting under the bonnet of all 3 variants are Honda's fuel injected 1.8L 4 cylinders 16 valves SOHC i-VTEC with 10.6 compression ratio, pumping out 142 PS and 172 Nm of twist to the front wheels via Continuously Variable Transmission (CVT), a 'gearless' automatic that utilises variable diameter pulley to infinitely adjust the ratio to keep the engine in its most optimum range for efficiency and performance. 

At the helm of the steering is a Rack and Pinion steering system with Electric Power Steering. 

The stopping task will be spearheaded by ventilated front disc brake and solid rear disc brake. 

Keeping you on the road are front Macpherson Strut and rear Torsion Beam suspension, rolling on

215/60 R16 tyres.

With all the boring bits out of the way, let's move on to the fun part: the test drive. The variant tested was a Modulo spec V variant (every Modulo spec HRV will have the Modulo badge emblazoned just behind the front wheels). 

Before getting behind the wheel I was briefed by the Sales Consultant about the car. Most salient of all is entering the car. No longer you need to fumble with your pocket to get the key. As long you have the key and standing at the door, just wrap your fingers around the door handle and press a tiny black button to unlock. Press the same button again to lock the car (only on E or V variant). Very neat indeed. 

After been shown here and there by the Sales Consultant, I slipped behind the wheel of the Honda HRV, with its steering replete with buttons for cruise control and the centre display (for volume control and channel switch), and off we went for the drive. 

So, what does this writer think of this second generation HRV? Let's see....it is impressive! The acceleration, even in ECON mode, literally took this writer's breath away. It accelerates with great alacrity that overtaking should be a cinch, with the CVT transmission and the 4 cylinders 1.8L i-VTEC engine ensuring you have the punch to make your way through traffic with ease. But it is the smoothness of the acceleration that rub off on me. It feels so smooth that you would not realise your speedometer just registered 3-digit figure unless you give it a quick glance. 

With powerful acceleration, comes the necessity to safeguard it with excellent braking power, and the HRV scores in this department. Press the middle pedal and it bites assertively, giving you the assurance that it is up to its task. 

On the handling department, it also scores, though nowhere near sports car-esque but decent enough for the daily grind. Chuck it around turns and it will not disappoint you. It feels so surefooted that it gives the drivers a sense of confidence in what it has up its sleeve, though the light Electric Power Steering seems to numb the feedback on what the tyres are doing. Nevertheless, the handling remains sharp and accurate. 

Considering we live in Malaysia with its pockmarked road, the state of our spine is of great importance and brilliantly, the HRV scores in ride comfort. It feels so smooth as if the car floats on bump. Its suspension filters out the shock with great aplomb, so kudos to the Honda engineers for tuning out the discomfort. 

In this writer's opinion, you cannot go wrong with this car. It is so well-balanced that it can potentially be a faithful servant for your daily driving needs. What more can you ask for?