2017 Aston Martin DB11 First Look Review

“The most beautiful DB car in the history of Aston Martin.” That’s a bold call in the context of legendary Aston Gran Turismos designed by Zagato and Callum, but design chief Marek Reichman has reason to feel proud of the all-new 2017 Aston Martin DB11. It’s a looker, all right, extravagantly proportioned and carefully tailored. “Every millimeter of this car is where we wanted it,” he says.

All-new. Reichman and his colleagues at Aston Martin savor the phrase, rolling it around their palates as if they were gargling Cristal. And with good reason: The launch of an all-new Aston Martin is a rare occurrence. The car the DB11 replaces, the DB9, first appeared in 2004. And even then, the V-12 engine under the hood was a reworked version of a powerplant that debuted in the 1999 DB7 V12 Vantage.

“It’s not very often in your career someone says, ‘Here’s a blank sheet of paper,’ ” Aston Martin engineering boss Ian Minards says. “That’s a great moment.” And Minards’ team has made the most of the opportunity. Like the DB9’s, the DB11’s core structure is a bonded aluminum monocoque, but every pressing, every extrusion, every cast node is brand-new. The result is a claimed curb weight just under 3,900 pounds, or nearly the same weight as the last DB9 we tested.

Welded aluminum subframes support a new unequal-length control-arm suspension setup up front and a multilink rear axle. Shocks are the latest-generation DampTronic “skyhook” units from Bilstein, the steel brakes are from Brembo, the steering assist is ZF’s newest electric system, and Bridgestone has supplied a bespoke tire called—wait for it—the S007. “It’s their formulation, their carcass design, their tread pattern,” Minards says, “but our compound.”

The DB11 chassis has been tuned by Matt Becker, who joined Aston Martin in late 2014 as chief vehicle attribute engineer after a 26-year career at Lotus, where his development credits include every Lotus road car since the 2001 Elise S2. With Becker’s input, expect the DB11 to be more agile and more nimble than its predecessor.

Under the DB11’s hood—a clamshell unit made from a single aluminum pressing that Minards says is the largest in the industry—is a brand-new V-12 engine. Although it shares the same basic architecture as the current 6.0-liter V-12, right down to the bore center spacing, and is built in the same facility at Ford’s Niehl engine plant in Cologne, Germany, it’s been downsized to 5.2 liters and given a couple of twin-scroll turbochargers. In DB11-spec the engine delivers 600 hp and 516 lb/ft of torque, grunt enough, Minards says, to deliver a 0-60-mph acceleration time under 4.0 seconds and a top speed close to 200 mph, slight improvements each over the DB9.

The new V-12 is more powerful but also a lot more efficient. A deactivation system shuts down a bank of cylinders at cruising speeds, effectively turning it into a 2.6-liter straight-six. The clever bit is that the system automatically switches between deactivating the left and right side banks at 20- to 30-second intervals to prevent the catalytic converters from cooling too much and causing a spike in emissions when all cylinders fire up. Minards says the system, which is modulated by torque demand, cannot be detected by the driver and delivers double-digit improvements in fuel economy.

Also helping fuel economy is ZF’s excellent eight-speed automatic transmission, transaxle-mounted and connected to the engine by a torque tube as in all current Astons. Other changes include a slightly taller final drive ratio and automatic stop-start functionality, a byproduct of the DB11’s adoption of the Daimler-sourced electrical architecture that also allows for three-way adjustable damping, and three engine and three transmission calibration modes, all accessed by thumb buttons on the steering wheel.

The DB11’s body design is notable for its lack of obvious aerodynamic aids. High-pressure air at the front is bled out through the rear of the front wheelwell, exiting via the vents on either side of the car. The underside of the strake that bisects each vent features ridges that cause the outrushing air to roll along the DB11’s shapely flanks, an effect the Aston guys call “the curlicue.”

Things get even more interesting at the rear, where air drawn in through vents at the base of the C-pillars is ducted through the body before being turned 90 degrees to exit vertically through a slot across the trunklid, creating a wall of fast-moving air that acts as a virtual spoiler at speed. Called the Aston Martin Aeroblade, the patented system also includes a small mechanical Gurney flap that will extend an inch or so above the body surface above 90 mph to improve the virtual spoiler’s effectiveness at high speed.

The DB11’s interior is roomier and more lavishly finished than that of the DB9. The general topography with the large waterfall center console dominating the cabin is similar to current Astons, but there’s much more technology embedded throughout, from the obvious stuff such as the new infotainment screen and fully digital instrument panel to niceties such as the electric e-brake, the powered center armrest, and seats that motor forward to improve access to the rear. The Mercedes-Benz touchpad on the center console is the only visible clue to the Daimler electrical architecture underneath that’s made it all possible.

The DB11, which goes on sale in the U.S. in November at about $215,000, is a hugely significant car for the tiny independent British automaker. It debuts an engine, a body structure, and an electrical architecture that will appear in a whole new generation of Aston Martin cars to be rolled out over the next six years as part of CEO Andy Palmer’s “second century plan.”

Ever since the launch of the DB2 in 1950, Aston Martin has been largely defined by the sporty, elegant DB Gran Turismos. More than six decades later, the DB11 carries on the tradition.

2017 Aston Martin DB11
BASE PRICE	$215,000 (est)
VEHICLE LAYOUT	Front-engine, RWD, 2+2-pass, 2-door coupe
ENGINE	5.2L/600-hp/516-lb/ft, DOHC 48-valve twin-turbo V-12
TRANSMISSION	8-speed auto
CURB WEIGHT (F/R DIST)	3,890 lb (mfr est)
WHEELBASE	110.4in
LENGTH x WIDTH x HEIGHT	187.0 x 76.7 x 50.6 in
0-60 MPH	3.9 sec (mfr est)
EPA CITY/HWY/COMB FUEL ECON	N/A
REAL MPG, CITY/HWY/COMB	N/A
On Sale in U.S.	November 2016

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Pininfarina H2 Speed Concept Is a Hydrogen-Powered Track Car

Now that hydrogen vehicles are on the road, it’s time to see them on the track. Pininfarina says it has developed the “first hydrogen high-performance track car in the world” with its new H2 Speed.

The Pininfarina H2 Speed is “halfway between a competition prototype and a production supercar,” according to the company. It uses two electric motors in tandem with a lightweight fuel cell for zero-emissions driving. Pininfarina hasn’t provided many other details about the car, except that it uses a brake regen system. Much like other hydrogen cars, it’s said to emit a sound reminiscent of something out of a science fiction flick.

Pininfarina developed the car using technology from GreenGT, which has produced alternative powertrains since 2008. After developing the GreenGT electric vehicle, it created the GreenGT H2 hydrogen fuel cell competition prototype with a twin-engine powertrain producing 540 hp. The demonstration racer was destined as an experimental “Garage 56” entry at the 24 Hours of Le Mans a few years ago, but pulled out before the competition.

The H2 Speed comes fresh off Pininfarina’s announced sale to Mahindra & Mahindra. The H2 Speed takes a different turn from other recent concepts from Pininfarina like the roofless Sergio concept and Cambiano sedan concept.

Source: Pininfarina

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Subaru XV Concept Previews Next Crosstrek in Geneva

At the 2016 Geneva Motor Show, Subaru debuted its XV Concept that hints at the design direction of its next-generation XV (or Crosstrek as it’s known in the U.S.)

Up front, the Subaru XV Concept features hawk-eye headlights we’ve seen on plenty of other Subaru concepts to date, including the Impreza sedan and Viziv concepts. Silver, black, and orange accents run across the bold grille.

Bold black cladding along the wheel arches give the XV Concept a distinctly athletic flavor, as do multiple creases along the side of the body. Around back, its tightened cabin silhouette is highlighted by more black, orange, and silver accents.

“In the area of functionality essential to a Subaru car, excellent aerodynamic performance is teamed with the ample road clearance and luggage space required of a crossover vehicle, achieving blend of function and style,” Subaru said in a recent release.

The XV Concept is a little longer and wider but rides lower than what we’re used to seeing on the Subaru Crosstrek. It measures in at 177.95 inches in length, 75.59 inches in width, and 61.81 inches in height. Compare that to the 2016 Crosstrek’s 175.2 inches in length, 70.1 inches in width, and 63.6 inches in height. But the concept’s wheelbase measures in at 105.12 inches, larger than the Crosstrek’s 103.7 inches.

Source: Subaru

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2016 Porsche 911 R Packs 500 HP and a Manual

Say hello to the purist’s version of the Porsche 911 GT3 RS. At the Geneva motor show today, Porsche debuted the 911 R, which packs a familiar 500 hp and 338 lb-ft.

Despite rumors that it would have a 3.8-liter engine, the 2016 Porsche 911 R instead receives a 4.0-liter flat-four just like the GT3 RS. However, unlike the GT3 RS, it pairs with a six-speed manual transmission. That’s right—no PDK automatic. Porsche says the 911 R should hit 60 mph in 3.7 seconds and a top track speed of 200 mph.

The 911 R weighs just 3,021 pounds, which is 110 pounds lighter than the GT3 RS. To save weight, the front fenders and luggage compartment lid are made of carbon fiber, while the roof is comprised of magnesium. Eliminating the rear seats and reducing interior insulation further helps shed the pounds. (Not to mention that you’ll have to ask for air conditioning as a no-cost option).

On the exterior, you’ll notice the 911 R features toned-down bodywork compared to the GT3 RS. Despite the bold racing stripes, available in red or green, the 911 R has few flourishes and no rear wing. Instead, an automatically deploying rear spoiler and rear underbody diffuser provide the proper downforce. As another option, a front-axle lift system can boost ground clearance of the front axle by about 1.2 inches. Lightweight 20-inch wheels finish off the look.

Inside the cabin, the bare-bones theme continues with no-frills bucket seats with carbon fiber backrests. The seats feature a houndstooth upholstery design with a black and white pattern. Also inside the cabin is a GT Sport steering wheel unique to the model, and a special gear lever shortens gear shifts. Meanwhile, a rev-matching function is standard while a single-mass flywheel is available as an option to improve engine responsiveness.

The minimalist look of the 911 R harkens back to the original 1967 Porsche 911 R, of which only a couple dozen were ever made. Porsche is limiting the new model to 991 units worldwide. In the U.S., buyers can start ordering the 911 R for a hefty chunk of change: $185,950.

Source: Porsche

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Limited-Production 751-HP Lamborghini Centenario Bows in Geneva

The limited-production Lamborghini Centenario revealed at the 2016 Geneva auto show celebrates the 100^th birthday of company’s late founder Ferruccio Lamborghini. Priced at 1.75 million euros before tax (about $1.9 million), all 40 examples of the Centenario have been presold. Lamborghini will build 20 each of the coupe and roadster body styles.

Powered by the automaker’s 6.5-liter V-12 engine, the Lamborghini Centenario is rated 751 hp – making it the most powerful Lamborghini ever. The Centenario is up 11 hp from the Aventador SV, a car that it appears to share roots with. It’s also 11 hp more powerful than the even rarer Veneno. Redline on the naturally aspirated V-12 has been raised from 8,350 rpm to 8,600 rpm. With the Centenario’s claimed 3,351-pound curb weight and 4.35 pounds per horsepower, Lamborghini claims the limited-production car can hit 62 mph in just 2.8 seconds, and 186 mph in just 23.5 seconds. Top speed is said to be more than 217 mph.

“The Centenario is a car that perfectly combines tradition and innovation. It looks to the future while honouring the legend that is Ferruccio Lamborghini,” says Automobili Lamborghini President and CEO Stephan Winkelmann, in a release. “It is the most fitting tribute to Ferruccio Lamborghini in his centenary year: a man who created an exceptional brand, believed that anything was possible, and produced extraordinary, iconic cars. The Centenario is a super sports car for Ferruccio Lamborghini and the future he and we believe in today.”

In addition to the standard permanent all-wheel-drive system, the limited-production Centenario is the first model to feature the automaker’s new rear-wheel steering system. At low speeds, the rear wheels turn opposite of the front wheels, making it more nimble, while at higher speeds the rear wheels turn with the front wheels for increased stability and response. The rear-wheel steering features unique tuning in each of the car’s three driving modes (Strada, Sport, and Corsa).

Other performance bits include the automaker’s Independent Shifting Rod (ISR) gearbox, Lamborghini Dynamic Steering (LDS), and magneto rheological suspension.

The Lamborghini Centenario features a carbon fiber monocouqe wrapped in a carbon fiber body, which contributes to its relatively light weight and high torsional stiffness, according to the automaker.

That carbon fiber body also previews the Italian automaker’s new design language, which is said to demonstrate the company’s “commitment to ‘form follows function.’” Exterior aerodynamic details include finned inlets and large hood scoops to increase downforce on the front axle. Air flow is directed around and through the Centenario through ducts within the front headlight casing, ducts in the sideskirts, and around the wheel wells. Other air scoops are located on the roof as well as fins over the rear engine glass. The aerodynamic aides also help to improve cooling.

Exterior body panels feature exposed carbon fiber in a mixture of gloss (hood, scissor doors, and roof line) and matte finishes (front splitter, side skirts, wheel arches, and rear diffuser).

The irregular wheel arches are stuffed with 20-inch front and 21-inch rear forged and milled alloy wheels wrapped in Pirelli PZero tires. The design of the carbon fiber-trimmed spokes on the central-locking wheels are said to mask the cooling ducts for the carbon fiber brakes.

Around back, the Centenario features full-width Y-shaped LED lighting and an active rear wing that extends up nearly 6 inches and up to 15 degrees for increased aerodynamic performance based on speed and selected driving mode.

Inside, a pair of carbon fiber sports seats features contrast stitching. The door panels are constructed from carbon fiber and Alcantara, while contrast stitching is used throughout the interior. Infotainment and connectivity tech includes a 10.1-inch color touchscreen with navigation, Apple CarPlay, internet access, and more. Built-in telemetry software records speeds, times, and lateral and G forces. A pair of interior cameras is optional. The front trunk is designed to hold two race helmets.

Owners of the 40 Lamborghini Centenario models will be able to specify exterior carbon fiber or paint colors, from the automaker’s bespoke Ad Personam personalization program. Deliveries of the presold models will begin this fall and continue throughout 2017.

Source: Lamborghini

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