June 2, 2020, marks half a century since the death of the pioneering racing driver and engineer, who was killed in 1970 while testing one of his Can-Am racing cars at the Goodwood Circuit in West Sussex, UK.
Paying homage
In commemoration of her father, Amanda McLaren – a McLaren Automotive brand ambassador – unveiled a life-sized statue of Bruce McLaren during a short private ceremony at the McLaren Technology Centre (MTC) in Woking, Surrey, UK.
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Fifty lighted candles were also placed around a 1970 McLaren M8D displayed at McLaren’s headquarters. The ‘sister car’ to the M8D in which Bruce McLaren was killed, it was driven to championship victory in the 1970 Can-Am race series by Bruce’s team-mate and fellow Kiwi racer, Denny Hulme. This was the second time Hulme had secured the championship, McLaren himself taking the honours in 1967 and 1969. The McLaren team dominated Can-Am racing from 1967 for five consecutive years.
“It is an honour to mark the 50th anniversary of the death of Bruce McLaren by unveiling this wonderfully crafted statue to commemorate his life and achievements. When my father died in June 1970 – just 12 years after coming to the UK from New Zealand – he had already done so much to realise his ambitions, but the best was still to come. McLaren’s accomplishments over more than 50 years in Formula 1, the landmark victory at the 1995 24 Hours of Le Mans race and the supercars and hypercars designed, developed and built under the McLaren banner, all stand as his legacy.
“June 2 is always an emotional date for us and that’s particularly true this year. Having ‘Dad’ looking out over McLaren is incredibly moving and I know that he would have been so very proud of the achievements made in his name.”
Amanda McLaren, daughter of Bruce; McLaren Automotive Ambassador
The bronze statue of Bruce McLaren was created by painter and sculptor, Paul Oz. Globally recognised for his motorsport-inspired art, Oz was previously commissioned by McLaren Racing to produce a sculpture of Ayrton Senna that is also at the MTC. Senna drove for McLaren for six years, winning all three of his Formula 1 World Championships at the wheel of a McLaren in 1988, 1990 and 1991.
Bruce McLaren himself debuted the newly formed McLaren team in Grand Prix racing in 1966, competing in Monaco. He also delivered the maiden McLaren Grand Prix victory, winning in 1968 at the Spa-Francorchamps circuit in Belgium. This was Bruce’s fourth Formula 1 victory, adding to the three he recorded driving for Cooper.
The team that still bears his name has since achieved a total 182 race wins, bringing 12 Drivers’ Championships and 8 Constructors’ Championships to become the second most successful team in Formula 1. McLaren also has three Indianapolis 500 victories to its name and earlier this year the team returned to full-time IndyCar competition for the first time in 40 years.
While Bruce McLaren himself never produced road cars in any number, the McLaren name was further cemented in automotive history with the introduction in 1992 of the McLaren F1, the car famously going on in race guise to win the 24 Hours of Le Mans endurance race in 1995 at the team’s first attempt.
]]>Setting the benchmark so high required new levels of innovation, and a shift away from the current supercar trend of ever-greater power, speed and – inevitably – weight.
Less weight = power
Revealing a total vehicle weight of just 980kg, the GMA team undercut the typical supercar by almost a third. To achieve this engineering feat, the team chose not to present a stripped-back track vehicle, but to deliver owners a car that is comfortable, practical and drivable every day.
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One of Murray’s core philosophies is that there is a huge difference between power-to-weight ratio and his own design perspective that considers a vehicle’s ‘weight-to-power’.
In the T.50, every 75kW only has to propel 150kg of car, whereas for the typical supercar the weight it has to propel is 40% higher, at 210kg. It is this weight-to-power calculation that drives the development of the T.50, with every component designed and engineered to achieve the lowest starting weight. This focus and control ensures no retrospective weight-saving measures need to be implemented late in the car’s development.
Weighing just 980kg and powered by a 485kW V12 engine, the T.50 sets a challenging benchmark for rival supercars. To match the T.50’s 663hp/ton, the typical 1 436kg supercar would need an additional 224kW.
Of course, the 708kW required to match the T.50 on paper would add cost, complexity, and require larger, heavier components (tyres, drivelines, transmission, brakes, etc.) to handle the extra power.
Weight kills dynamic performance
A heavy car can never deliver the dynamic attributes of a lighter car – even if it has the same power to weight ratio. While it is possible to disguise a heavy car’s dynamic capabilities with complex active suspension and sophisticated electronics, the agility, responsiveness and reward of a lightweight vehicle cannot be matched.
With a compact footprint of just 4 380mm (l) x 1 850mm (w), the T.50 is smaller than a Porsche 911 but offers comfortable space for three passengers and luggage. Its fully carbon fibre monocoque and body panels weigh less than 150kg in total.
Inside, the three racing-inspired seats are also constructed using carbon fibre. The centrally-positioned driver’s seat weighs less than 7kg, while the passenger seats that flank it to the rear each achieve a weight that is under 3kg.
The T.50 is equipped with a naturally-aspirated V12 powerplant, the world’s highest revving road car engine at 12 100rpm, which produces 485kW. Through exacting standards, innovative engineering and the expertise of Cosworth Powertrain engineers, the weight of the GMA 4-litre unit is less than 180kg. This makes it the lightest road-going V12 ever made and more than 60kg lighter than the BMW S70/2 V12 in the McLaren F1 – while generating more power.
To minimise weight at every stage of development, GMA’s senior design and engineering teams hold a weekly ‘weight watchers’ meeting to review the weight of the car and its components. Monitoring the weight of every part, down to nuts, bolts and washers, the team keeps close checks during every stage of the development process.
This method has seen countless designs, revisions, trials and refinements of components large and small. Highlighting the team’s fanatical mindset around minimising weight is the approach the engineers took to specifying the car’s fixings (nuts, bolts, screws, etc).
On many cars, these fixings are generic and far larger than they need to be. For the T.50, the diameter and length of each fixing (around 900 in total) was optimised by calculating the forces to which each would be exposed.
For the Gordon Murray Automotive team, no saving in weight is considered insignificant. For example, the pedal box is 300g lighter than the F1’s and the glazing is 28% thinner than usual while remaining a strong structural component. For the whole team, their lightweighting focus is unwavering, every innovation, test, and revision combines to deliver the purest, lightest, most driver-focused supercar ever.
]]>In April, JETTA delivered 13 500 cars to customers. This equals roughly one percent of the world’s largest automotive market, a development made possible by one of the best brand starts in Chinese history. From January to April, around 38 000 of the brand’s cars were sold.
JETTA not Jetta
Due to the impact of Covid-19, the desire for personal car ownership has been rising in China, with customers now more motivated than ever to avoid crowded public or shared transportation.
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JETTA’s model range including one sedan and two SUVs is giving customers the chance to enter the world of individual mobility and become part of the Volkswagen family.
Since its market entry in September 2019, JETTA has been gaining momentum. Around 81 000 JETTA cars have been delivered to customers. In 2020, its first full year of sales, the brand will continue to boost Volkswagen Group China’s market share.
Despite the enormous negative impact of the Covid-19 pandemic on China’s automotive market, JETTA’s results in the first four months of this year show only a downturn of 12% when compared to the four months from market entry in September to December 2019. So while the overall market decreased by 30% from January to April 2020, JETTA gained market share.
China’s vehicle density is three times lower than that of Germany, hence the space for growth in China, especially within the entry-level segment that alone represents a third of the total market.
Growing reputation
Among customers in this segment, around 80% are first time buyers, JETTA’s main target group. The brand’s customers are located in emerging cities.
JETTA’s successful start in the market has been further strengthened by the introduction of the brand’s VS7 SUV model launched in March. The model’s market launch was also presented to the world online, with the event attracting 10-million viewers. The VS71 completes the JETTA line-up of three cars that also features the VS51 SUV and the VA31 sedan.
The JETTA brand closes the gap between the entry-level and the volume segment where the Volkswagen brand leads the field. For the first time in Volkswagen’s history, a single model has gone on to transform into a brand of its own, with its own proprietary model family.
JETTA is positioned independently in the market, but with recognizable proximity to the world of Volkswagen. Jetta’s success is based on the Volkswagen DNA: quality, safety, value retention and a clear design language.
All models are produced by FAW-Volkswagen in a state-of-the art factory in Chengdu, working closely with FAW-VW’s central hub in the city of Changchun.
]]>The latest generation of the company’s longest-running flagship SUV was first introduced back in 2000 and has been an ever-present since.
The teaser image reveals several new design features, including the combined front grille and daytime running light (DRL), as part of the new Integrated Architecture.
New and improved
The wide grille give the new Santa Fe a bold character, while the geometric pattern on the grille adds a stereoscopic aspect. The new T-shaped DRL complete the rugged character and make the new Santa Fe recognizable even from a distance.
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Among other enhancements, Hyundai will also introduce a new electrified powertrain line-up, including hybrid and plug-in hybrid options for the first time.
In addition, the SUV will be the first Hyundai model in Europe and first Hyundai SUV globally based on the all-new third-generation Hyundai vehicle platform.
The new platform allows for significant improvements in performance, handling and safety, as well as facilitating electrified powertrains.
The new Santa Fe will be available in Europe starting September 2020.
]]>Sections like the grille, door mirror caps, roof rails and exhaust pipes are finished in black as well as adding rear privacy glass, a geometric decal on the C-pillar, 18-inch ‘Arlo Black’ alloy wheels and LED headlights.
Black on Black
The black theme continues on the outside with ‘Piano Black’ dashpads, black roof lining, leather-wrapped gearshift knob and multi-function sports steering wheel with contrasting grey stitching, white ambient lighting and footwell illumination.
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As per the rest of the T-Roc range, the Black Edition is available with a host of options to further personalise and add to the equipment list of each car, with Vienna leather upholstery, a ‘beats’ audio sound pack and sports suspension among the available options.
It is available exclusively in front-wheel drive, featuring 1.0 and 1.5-litre TSI petrol engine and a further 1.6 and 2.0-litre TDI diesel derivatives, with 84 and 110kW outputs respectively.
Despite being a Black Edition, the T-Roc’s colour palette remains, meaning ten colours are available to complement the Black Edition’s sleek black add-ons, including Turmeric Yellow, Ravenna Blue, Energetic Orange, Deep Black Pearl and Flash Red.
]]>It is powered by a bi-turbo 2.0-litre EcoBlue diesel engine, providing 156kW and 500Nm while also featuring a 10-speed automatic gearbox as standard.
Derived from the Wildtrak series, the Thunder combines high specification with load hauling and four-wheel drive capability.
Tough and distinctive
It is finished in Sea Grey with bold red highlights on the grille and sports hoop, complemented by three-dimensional-effect ‘Thunder’ badges for the driver and front passenger doors and tailgate, while the ‘Ranger’ logo is finished in matte black.
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A set of 18-inch black alloy wheels and Ebony Black executions for the front grille, rear bumper, skid plates, fog light surrounds, load bay sports hoop and door handles adds further exclusivity in addition to LED headlights with darkened bezels.
Inside, is full Ebony leather seats with distinctive ‘Thunder’ red embroidery and matching stitching across the steering wheel, seats, instrument panel and key touch points throughout the cabin. Black floor mats are also standard and contrast with red-illuminated sill plates.
Proven powertrain
The bi-turbo 2.0-litre EcoBlue diesel engine offers outstanding pulling power, using twin turbochargers in series at lower engine speeds for enhanced torque and responsiveness, and bypassing the smaller turbocharger at higher engine speeds to provide maximum boost from the larger turbocharger for peak power.
The 10-speed automatic transmission offers performance and durability proven in applications as diverse as the Ford F-150 pick-up and Ford Mustang.
The transmission features a wide spread of ratios and real-time adaptive shift-scheduling that adapts to changing conditions – enabling the optimal gear to be selected for performance, fuel efficiency or refinement in any driving scenario.
]]>From the elegant high-class appeal of early grand European coupes to the ostentatious size and extravagant design of big American coupes and the sleek sportiness of performance coupes, these vehicles tend to focus more on style than their saloon counterparts.
Setting the benchmark
The best coupes also deliver performance-enhancing structures like rigidity, aerodynamics and weight reduction – all central elements of Mazda’s product philosophy. In fact, the Japanese carmaker has been setting coupe benchmarks since the beginning.
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Its very first passenger car was a coupe. Practical and affordable, the two door, 2.96m-long Mazda R360 was also stylish and, as the lightest vehicle in its class, fun to drive.
The winning combination made it an immediate bestseller, capturing 65% of Japan’s burgeoning kei car segment and 15% of the domestic market in 1960, the year of its launch. The Carol P360 coupe, which had a longer wheelbase and a four-cylinder engine, joined the line-up in 1962 with comparable success.
Mazda’s first performance car was also a coupe, unveiled at the 1964 Tokyo Motor Show, the Mazda Cosmo Sport 110S would arrive on the market in 1967 as the world’s first production model with a twin-rotor engine.
The making of a legend
With space-age looks matched by the powertrain’s turbine-like sound, it was the beginning of an illustrious age of unconventional rotary sports coupes at Mazda. The Cosmo Sport also launched the brand’s international motorsport career.
However, the big international sales breakthrough would come with the Familia/R100 and Capella/616/RX-2 series – the respective forerunners to the Mazda3 and Mazda6 – along with the Grand Familia/818/RX-3.
Mazda took its rotary engine global with these models starting in 1968, and their Italo-design inspired looks electrified buyers, quickly driving overseas unit sales into six-figures.
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The Luce R130 coupe was introduced in 1969 and designed at Bertone by Giorgetto Giugiaro (who had also styled the first Familia), it was brand’s only front wheel-driven rotary model and is now a sought-after collector’s item.
It slotted above the RX-2 and RX-3, the Luce R130 would make way in 1972 for the Mazda RX-4. Marketed as luxurious and sporty, the hardtop coupe version was available with an anti-poluttion rotary that improved emissions and fuel economy.
Ahead of its time
The engine would also see service on the RX-3 and Cosmo/RX-5 launched in 1975 in coupe and fastback format. Performance of the 80-99kW rotary RX coupes, with kerb weights in the 900 – 1 100kg range, was very respectable for the time.
The Hiroshima carmaker took this recipe for driving fun up a level in 1978 with the RX-7, whose unique wedge-shaped design featured a wraparound glass rear window. Under the bonnet of Mazda’s first truly mass-market sports car was a completely redesigned rotary engine.
Propelling a lightweight structure with near-perfect weight distribution, it was exceptional to drive. Successful on the racetrack and rally stage, the RX-7 developed over three model generations into a high-performance twin-turbocharged super-coupé on par with the best the competition had to offer. With some 811 000 produced, the RX-7 remains the most popular rotary powered car in history.
Less well known is the Eunos Cosmo, a Japan-only luxury sports coupe built from 1990 until 1995. It was the only production model with a three-rotor engine; the 220kW twin-turbo ’20B-REW’ was also the largest-ever production rotary.
The Cosmo introduced many new cutting-edge technologies, like the first built-in GPS navigation system and a touchscreen display. Another domestic market model, the Autozam AZ-1, was remarkable in its own way.
A Hiroshima screamer
Weighing only 720kg, the exciting mid-engined kei coupe developed under Toshihiko Hira, MX-5 programme manager, had gullwing doors and a 9 000rpm redline – in a segment personified by utilitarian ‘boxes on wheels’.
The 929 coupe (1982-86), with its lowerable opera windows in the B-pillar, is yet another example.
The MX-6 (1987-97), meanwhile, had optional four-wheel steering. And the MX-3 (1992-98) was available with the 1.8-litre K8 engine, the world’s smallest mass-production V6.
The 323F (1989-98) made a family friendly five-seater out of a wedge-shaped sports coupe with pop-up headlights, while the Xedos 6 (1992-99) walked the line between luxury coupe and mid-sized saloon.
And the RX-8 (2003-12), a two-row ‘quad coupé’ with freestyle doors yet, again demonstrated the company’s sophistication when it came to refreshing coupe design.
]]>These became more advanced and very popular right through to the early 1950’s when there was a global decline in the cotton industry.
Humble beginnings
Initial development of Suzuki’s first car began as far back as 1937 although this had to be shelved later with the outbreak of the second World War. Research and development finally resumed in 1954 when Suzuki Motor Co Limited was formed.
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Usingthe brand’s ‘Yaramaika’ spirit, (translated as ‘Let’s do it’) which was deep in the root of the Enshu region where Suzuki originated together with his determination to drive forward, Michio quickly began researching vehicles produced overseas and gained a wealth of knowledge to build the first Suzuki car, known as the Suzulight.
Suzulight was a compact vehicle weighing just over 500kg and powered by a 360cc, 11kW two-cylinder, two-stroke engine and the first of its type to ever be fitted to a car. It was also the first car in Japan to feature a Front Wheel Drive / Front engine layout.
The Suzulight easily met the Japanese ‘Keijidosha’ or Kei light car legislation and Suzuki and his team quickly began their first development road testing of it.
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As a prototype, its most memorable early drive was a 300km trip across the Hakone mountainous region between Hamamatsu and Tokyo which proved challenging on roads that had not yet been paved.
Giving full approval
Although arriving very late in the evening, the team arrived to present the car to the President of ‘Yanase Auto’ Japan’s leading authority on Automobiles.
The President had stayed on late to greet the team and made his way out to thoroughly test the car. Several hours later he returned very impressed and immediately gave Suzuki full approval to put the Suzulight into production. It was way ahead of its time with independent coil spring suspension and rack and pinion steering.
Production commenced in October 1955 with initial production of 3-4 cars per month but by early 1956 monthly volume had climbed to 30 units.
In 1959, design changed with the development of the Suzulight TL model and popularity of Suzuki cars quickly grew. The TL also adopted the Front Wheel Drive / Front Engine layout method and gained high acclaim thanks to its superior interior and storage space within its very compact size. The engine remained as a two-stroke, air cooled 360cc unit but with an increase in power to 15kW at 5 500rpm.
Suzuki experienced a rapid rise in production of mini vehicles thanks to the TL. In December 1959, just three months after its launch it had already reached the monthly production goal of 200 units which climbed very sharply in FY 1960 to a total of 5 824 units.
65 years since delivery of its first car, Suzuki remains globally renowned as the ‘small car experts’ and produces three million units per year. Michio Suzuki’s original strategy of the design and production of lightweight vehicles lives on with platforms introduced for Ignis and Swift. The latest Swift Sport Hybrid weighs in at just 1 025kg.
]]>The colour combinations are black and gold; red, white and gold; blue, red and silver; and blue and white. The black and gold references the livery of the Lotus Type 72D which Emerson Fittipaldi raced to five victories over the course of the 1972 Formula 1 season.
Inspired by the greats
Red, white and gold echoes the Type 49B that Graham Hill raced in 1968, while the blue, red and silver is inspired by the Lotus Type 81 of 1980 driven by Nigel Mansell, Elio de Angelis and Mario Andretti.
The fourth new Elise, finished in blue and white, is in tribute to the Lotus Type 18 design from 1960. Exactly 60 years ago, it was the first Lotus car to achieve a Formula 1 pole position and victory, courtesy of the late Sir Stirling Moss, at the Monaco Grand Prix.
Officially called the Elise Classic Heritage Editions, all four offer an enhanced exterior and interior spec over the Elise Sport 220 on which they’re based.
Each car comes with an exclusive numbered ‘build plaque’ on the dashboard referencing the limited production run. A total of just 100 cars will be made, with the final numbers of each variant dictated by customer demand.
Each car has as standard a number of features which were previously on the options list. They include a DAB digital radio with four speakers, air-conditioning, cruise control, ultra-lightweight forged alloy wheels with racing livery finish, two-piece disc brakes and black carpet with floor mats.
The interior colour pack is also now integrated as standard. Elements include the upper door trim and central seat insert finished to match the exterior, with detailing on the door, gear selector surround and dashboard picking out key colours. The only one that’s different is the blue and white car, which has red alcantara seat centres.
Several optional extras are available for each car, including a fibreglass hardtop roof, lightweight lithium-ion battery and titanium lightweight exhaust.
]]>The videos, which were shot in Arjeplog, Sweden, show Hyundai WRC driver Thierry Neuville putting the i20 WRC, the RM19, and the i20 N through their paces in a snowy landscape. In addition, first images of the all-new i20 N have been released.
Performance goodness
The first video shows the i20 WRC rally car departing from a vehicle transporter and driving through darkened roads in Lapland, bonnet-mounted headlamps lighting its way.
As dawn breaks, it picks up speed, driving through snow-covered forests and around hairpin curves to reach its real playground: a frozen lake. The only sound is the revving of the engine as the car tears across the tundra on a bright Arctic day.
The video cuts to the RM19, skidding sideways along the road and leaving a plume of snow in its wake. In an interior shot, the viewer sees Neuville pumping the pedals and expertly maneuvering the prototype known as Hyundai’s ‘rolling lab’. The car draws sweeping curves across the snow.
The camera cuts again, and this time we see a prototype of the all-new i20 N, with camouflage covering over its front and rear. The viewer gets just partial glimpses of the new model’s details, as it drives across the snow.
Delving deeper
In the second video, which includes additional scenes of the all-new i20 N prototype, Neuville provides commentary to the footage, describing what it’s like to drive each model and outlining the unique characteristics of each car from his perspective. Neuville tested the all-new i20 N prototype by driving it alternating with the i20 WRC and RM19.
On the prototype all-new i20 N, Neuville said: “Very interesting car. Very precise. Very easy handling. The engine is revving nicely and the noise is very interesting as well. I’m looking forward to get this one to drive in WRC!”
Of the i20 WRC, Neuville says: ‘The WRC cars really push to the extreme. And every detail is fine tuned to get the maximum performance and also to be adapted to a driving style.”
He describes the RM19 as ‘very easy to drive.’ Speaking of the test drive, he says ‘I had a big smile on my face because I was driving sideways quite a lot.’
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