Porsche's New Flat Four Turbo Engines Said to be Offered in 1.6, 2.0 and 2.5 Liter Displacements

The new Macan may have the distinction of offering the first four-cylinder engine in Porsche's range in more than two decades, but the VW Group-sourced 2.0-liter turbo'd unit that is shared with the likes of Seat, Skoda and Audi, is a temporary solution as the Stuttgart carmaker is preparing its very own four-cylinder boxer engines.

The modern turbocharged flat-four will help Porsche go with the times while keeping a distinct character for its powertrains and providing a link with the larger horizontally opposed engines used in the 911.

UK's Car Magazine says it has seen the spec sheet on Porsche's flat-four project that proposes three different versions of the engine:

Porsche 1.6 flat four with 210bhp / ?
Porsche 2.0 flat four with 286bhp / 295lb ft
Porsche 2.5 flat four with 360bhp /347lb ft

The publication, however, notes that there's some uncertainty surrounding the smaller 1.6-liter unit, as the original plan was to use it on the a new ‘baby Boxster’ model, which has reportedly been canned.

The first Porsche models to get the new flat-fours are said to be the (next?) Boxster/Cayman and Cayenne.

*Note: Porsche 911's flat-six pictured

2017 Porsche 960: A 600-plus-hp, Mid-Engined Bridge Between the 911 and 918

What It Is: A mid-engined supercar positioned between the 911 Turbo megacar and the 918 hybrid hypercar. The 960 conceptually and stylistically resembles a slightly bigger and far more powerful Cayman, but with an extra zero added to the price.

Why It Matters: Porsche is weak in the world of supercars. The 911 Turbo and GT3, while extremely capable, are limited by their theoretically inferior rear-engine design (hey, don't shoot the messenger). And the 918, which fixes that problem, may put off purists—at least, those not scared off by an expected price tag close to $850,000—with its Mr. Fusion hybrid powertrain.

Platform: The aluminum-and-composite-intensive 960 will be based on Porsche's new, modular sport architecture (Modularer Sportbaukasten), which can be tailored for mid- or rear-engine applications.

Powertrain: The hamster running in the wheel will most likely be a horizontally opposed eight-cylinder engine, although an aggressively boosted flat-six is not out of the question. Power will be well north of 600 horses, and all-wheel drive should be standard.

Competition: Mid-engined supercars such as the Audi R8, Ferrari 458 Italia, Lamborghini Gallardo, and McLaren 12C.

What Might Go Wrong: A Porsche is tagged, perhaps unfairly, as a lawyer's car—very sporty but also somewhat sensible everyday wheels. Can the brand still breathe the thin air where exotics live? This car could be an expensive way to learn that it can't, and it also may diminish the 918's appeal.

Estimated Arrival and Price: Should show by 2017, at a price well above $200,000.  

Latest Transformers 4 Trailer Has Lamborghini Getting In On The Action

f any modern movie franchise defines spectacle, it has to be Transformers. All instantiations are about inviting audiences to sit down, fill up popcorn and turn off their brains because the next 90 minutes are nothing but shiny robots, explosions and loud noises. Oh, and cars... lots of cars. The latest trailer for Transformers: Age of Extinction, the fourth film in the series, has just hit the web, and it checks all the boxes of what makes the films stand out.

The last trailer showed off a plethora of the movie's cars. This new one aims for action and focuses mostly on robots beating each other up in various international locales. Although, there is a great look at the movie's Lamborghini Aventador (pictured above) transforming and even briefly fighting Optimus Prime.

From the previous trailer and other releases, we know that the latest movie features a ton of vehicles, including a new look for Bumblebee, the Chevrolet Camaro, plus a Bugatti Veyron, C7 Corvette, Freightliner truck, Pagani Huayra and many more. Transformers: Age of Extinction is scheduled to hit theaters on June 27, 2014. Scroll down to watch this extravaganza of special effects.

2015 Porsche 918 Spyder A Bugatti Veyron and a Toyota Prius Sire a Phenomenal Offspring

The 918 Spyder might pay homage to Porsche’s illustrious past, but its real mission is redefining supercar possibilities. Smart use of advanced technology works to eliminate the traditional conflict between performance and efficiency. Faster, and theoretically more fuel stingy than any past Porsche, the 918 ventures beyond today’s expectations of hybrid technology to ensure that driving fun and extreme performance continue to thrive. This is the Porsche for the age of environmental responsibility.

Now that we’ve experienced nearly a dozen laps in both the driver’s and passenger’s seat at Porsche’s Leipzig test track, the 918’s soul is finally available for sharing. Here’s what you need to know about one of the quickest supercars we’ve ever driven.

You’ll never be able to pop open the hood on this exotic supercar. The 918 engineering team saved the weight of hinges, latches, and prop systems necessary with a conventional engine cover. And besides, opening the hood would reveal little more than the 608-hp, 4.6-liter V-8’s exhaust piping, voluminous catalytic converters, and colossal mufflers because the engine itself is buried deep in the chassis.

A 9000-rpm Manchine

What you can see are twin exhaust stacks aimed like antiaircraft cannons—they blast an audio mix that’s one part NASCAR and two parts Formula 1. Project leader Frank Walliser calls the 918 a “manchine,” in part because its engine wails all the way to the 9150-rpm fuel cutoff with soul-smacking conviction.

This race-bred powerplant descended from the championship-winning Porsche RS Spyder’s racing V-8. The salient features that take it to the outer limits of power per cubic inch include centrally located direct fuel injectors, variable intake- and exhaust-valve timing, finger-follower valve actuation with hydraulic lash control, forged titanium connecting rods, dry-sump lubrication, and a flat (180 degree) forged-steel crankshaft. The crank’s flat configuration enhances cylinder filling while adding wickedness to the exhaust note. There are no belt-driven accessories. A clutch between the V-8 and the centrally located 154-hp electric motor provides stop-start operation to eliminate fuel consumption in some operating modes.

This is the first-ever naturally aspirated engine with exhaust ports located in the valley (hot-V configuration). Turbocharging, a longstanding Porsche strength, was not employed here because two electric propulsion motors provide ample torque at the low end of the rev range, freeing the engine tuners to strive for spectacular high-rpm power.

There are three clutches and seven forward gears but not a clutch pedal or an H-pattern in sight. With two masters to serve—speed and fuel efficiency—technology has moved past the conventional manual transmission Porsche used so satisfyingly in the 2004 Carrera GT. Versus the previous supercar’s, today’s dual-clutch seven-speed provides a 37-percent-greater ratio spread, no interruption of power delivery during upshifts, and faultless operation that doesn’t depend on a skilled driver. In simple terms, the dual-clutch way is quicker and significantly more fuel efficient. The driver gets shift paddles to play with and a dash toggle (park, neutral, drive, reverse) that looks suspiciously like a Toyota Prius’s shifter.

The 918 shares three gear ratios and the basic layout of the 911 Carrera’s PDK transaxle. To suit this mid-engine layout and to lower the height of the engine and its electric-motor teammate, the gearbox is rotated 180 degrees about two axes—vertical and horizontal—versus the 911’s orientation. As a result, the center of gravity is approximately 14 inches, five inches lower than in the current 911 Carrera.

Inconel Pipes Meet Ceramic Balls

Minimizing weight through the use of exotic materials is the best means of maximizing performance and fuel efficiency without compromise. Toward that end, the 918’s structural core is a resin-injection-molded passenger tub bolted to a composite space frame that surrounds and supports the engine, transaxle, and rear suspension. Supplementing the mostly carbon-fiber structure and body panels, the brake rotors are carbon ceramic, the optional wheels are forged magnesium, the exhaust system is Inconel (a nickel-based alloy containing chromium, iron, and other elements), and the fuel tank is super-formed aluminum. The engineering team chased every gram, resorting to ceramic balls to trim 18 ounces from the optional Weissach package’s wheel bearings. Porsche claims the 918 weighs 3616–3715 pounds. That’s light only when you account for the mass of two electric motors, copper wiring, a substantial battery pack, and the second differential needed to provide on-demand all-wheel drive. In the interests of agility, the heavy parts are located unusually low in the chassis, yielding a center of gravity barely higher than the wheel centers, and a front-to-rear power distribution of 57/43 percent.

2015 Volkswagen Passat for Europe

VW's best way of describing the new 2015 Passat for Europe and other places around the world is a "premium class car without premium costs". In other words, the Germans want to extend their reach over to more premium offerings like the BMW 3-Series, Mercedes C-Class and even sister company Audi's A4, all while continuing to challenge mainstream rivals such as the Ford Mondeo and Peugeot 508.

Unveiled earlier today at the VW Design Center in Potsdam, Germany, the eighth generation Passat, codenamed B8, is a clean sheet design that differs from the American Passat that will continue on its own path unchanged.

"The new Passat gives the right answers to the major automotive trends of its time," commented VW Group chief Martin Winterkorn. "For me this Passat is a premium class car without premium costs. This fits perfectly to Europe's most successful business car – lining up with 20 percent better fuel economy, up to 85kg [188 lbs] less weight and a range of efficient petrol and diesel engines – there is even a plug-in hybrid available."

Most of those weight savings can be attributed to the new MQB flexible platform architecture shared with the latest Golf. Compared to the outgoing B7 that is based on the previous B6, the new Passat B8 in sedan trim is 2mm shorter at 4,767mm long and sits 14mm lower, but has an 80mm longer wheelbase at 2,791mm, and is also 12mm wider at 1,832mm.

VW makes promises of improved space for both passengers and their luggage, with the sedan's cargo space boosted by 21-liters to 586-liters, and the station wagon model's by 47-liters to 650-liters or up to 1,780-liters with the rear seats folded.

The styling of the new Passat both inside and out is on the elegant (albeit unadventurous) side with more premium details compared to the outgoing model – you could say that VW tried to bring a touch of Phaethon to the mid-size segment with the B8.

This is even more evident on the technology front with the Passat gaining a multitude of new features highlighted by the available fully configurable 12.3-inch TFT display (buyers of base models will have to do with a 6.5-inch color display in the center console) marketed as the Active Info Display.

Other notable features include the extendible head-up display, an app-based Rear Seat Entertainment for tablet computers, Front Assist plus City Emergency Braking with Pedestrian Monitoring, and what VW says are three world firsts for a vehicle in this class: Emergency Assist (vehicle stops in emergency), Trailer Assist (assisted maneuvering with a trailer) and Traffic Jam Assist.

Overall, European buyers will have a choice of 10 direct injection turbocharged petrol and diesel engines covering a power range from 120PS to 280PS (118hp to 276hp), all of which are fitted with stop-start system and a regenerative braking mode, and meet Euro 6 emission standards.

Among these powerplants is a new 1.4 TSI Plug-in Hybrid with a combined system output of 211PS (208hp) that has an all-electric range of 50 km (31 miles). There's also the 240PS (237hp) 2.0-liter TDI diesel that comes exclusively with a DSG gearbox and 4MOTION all-wheel drive offering a 0-100km/h (62mph) sprint time of 6.1 seconds and a top speed of 240km/h (239mph) with a combined fuel economy of 5.3l/100km (44.1mpg US or 53 mpg UK).

VW said that advance sales for the new Passat in Germany begin next week, with prices starting from €25,875 for the saloon and €25,950 for the estate. The new Passat will enjoy its world premiere at the Paris Motor Show in October.

Caterham Roadsport 140 Drag Races Porsche Cayman S

This is another episode in the endless debate about what’s more important between power and weight, with the actors being the lightweight Caterham Roadsport 140 and the powerful Porsche Cayman S.

UK magazine EVO arranged for a 1 km (0.62-mile) drag race between the two rear-wheel drive sports cars, which have roughly the same power-to-weight ratio.

With 140 horsepower from a 2.0-liter four-cylinder engine and 550 kg (1,212 lbs), the Caterham has a power-to-weight ratio of 255 hp per ton. The Porsche Cayman S has 325 hp from a 3.4-liter six-cylinder boxer engine and tips the scales at 1,320 kg (2,910 lbs), hence a power-to-weight ratio of 246 hp per ton.

If power-to-weight ratio were the decisive factor in drag racing, on paper the Caterham should marginally win the drag race with the Porsche. To find out whether that was the case, scroll down to watch the video.

Zagato Lamborghini 5-95 Successfully Aims To Be An Instant Collectible

1965 was the first time Zagato and Lamborghini hooked up, when the Milanese coachbuilder created the Lamborghini 3500 GTZ for Marquis Gerino Gerini. There have been several more collaborations since then, the one you see above being the latest: the Lamborghini 5-95, created for collector Albert Spiess and designed to be "a modern collectible" in honor of Zagato's 95th anniversary.

Underneath its Speed Racer curves is a Gallardo LP570-4, its visual mass pushed forward thanks to the striving front fascia and a wind deflector at the bottom of the windshield that lengthens the hood, and a shortened trunk that "reveals the brutality of the mechanical components" in back. Between them are Zagato trademarks like wraparound glass and the double-bubble roof, and the size of the obvious air intakes has been reduced by hiding others in the greenhouse and fixing a center intake above the roof.

The Lamborghini 5-95 is on show at this year's Concorso d'Eleganza Villa d'Este at Lake Como in Switzerland. As for being a collectible, since it's headed straight for Spiess' garage afterward, we'd say they've got that part sealed up. For you non-collectors, there's a short video where you can hear the car fire up and a press release below with a lot more info.

Dissected: 2014 Porsche 911 GT3 The Notorious GT3: Porsche radicalizes the new 911.

Porsche’s near-comical expansion of the 911 family—there were more than 20 derivatives of the last-gen car—makes it all but certain to capture every last potential buyer. It also guarantees constant attention over the 911’s life span as the inevitable waves of redesigned variants roll in one after the other. We’ve already seen the convertible and four-wheel-drive models drawn from the 991 gene pool. Now it’s time for a more sporting version: the GT3. Introduced as a 2010 model, the last GT3 was powerful, fast, and among the most satisfying cars extant. Porsche’s challenge is to improve on it while incorporating the new generation’s longer wheelbase and wider tracks. Here’s how Stuttgart brings the ruckus:

steering

As with the new 911, the GT3 gets electrically assisted rack-and-pinion steering specifically calibrated for this application. The last GT3 had perhaps the sweetest steering feel we’ve experienced, so we will be looking closely at the execution of this critical control. Perhaps even more significant is the addition of rear-wheel steering in which two actuators steer the rear wheels up to 1.5 degrees. Below 31 mph, the rear wheels steer opposite the fronts to improve maneuverability and provide quicker directional changes. Above 50, they steer in sync with the fronts for increased high-speed stability, making the GT3 feel as if its wheelbase were 20 inches longer at speed.

aerodynamics

As usual, the GT3 is distinguished by larger front air intakes to provide the cooling necessary for extended track use—Porsche claims that 80 percent of GT3s spend time at the racetrack. There’s also a prominent lip spoiler, an adjustable rear wing, and a composite molding that incorporates the engine air intakes. A diffuser supplements the downforce produced by the new wing.

Porsche unveiled the 991 GT3 cup racer alongside the production car. Racing is no small business for Porsche: It sold more than 1500 race cars based on the 997 GT3.

 

  power

The previous GT3 was the only 911 that didn’t get direct fuel injection, yet it still managed to extract 435 horsepower and 317 pound-feet of torque from its 3.8 liters. The 2014 version finally gets direct injection, plus a whole lot more to bump output to 475 ponies and 325 pound-feet from the same displacement. Based on the latest Carrera S engine and sharing its bore and stroke, the new GT3 engine has forged pistons and titanium rods, hollow valve stems, new cylinder heads with finger-follower valve actuation, and a more elaborate dry-sump lubrication system with seven oil pickups. The engine is some 55 pounds lighter than the old one, but more robust. Its power peak jumps from 7600 rpm to 8250 and its redline from 8400 to 9000. Credit a freer-flowing intake system, camshafts with long duration and lots of lift, and a 12.9:1 compression ratio. The 3.8’s 125 horsepower per liter ties the Ferrari 458’s 4.5-liter V-8 for the highest specific output for a naturally aspirated engine in production. Porsche claims a top speed of 196 mph. Based on the 3.6-second zero-to-60 time of the last GT3 we tested and the addition of a dual-clutch auto with launch control, we’d expect this one to manage the job in 3.2 seconds and to cover the quarter-mile in about 11.6 seconds.

Porsche’s near-comical expansion of the 911 family—there were more than 20 derivatives of the last-gen car—makes it all but certain to capture every last potential buyer. It also guarantees constant attention over the 911’s life span as the inevitable waves of redesigned variants roll in one after the other. We’ve already seen the convertible and four-wheel-drive models drawn from the 991 gene pool. Now it’s time for a more sporting version: the GT3. Introduced as a 2010 model, the last GT3 was powerful, fast, and among the most satisfying cars extant. Porsche’s challenge is to improve on it while incorporating the new generation’s longer wheelbase and wider tracks. Here’s how Stuttgart brings the ruckus:

steering

As with the new 911, the GT3 gets electrically assisted rack-and-pinion steering specifically calibrated for this application. The last GT3 had perhaps the sweetest steering feel we’ve experienced, so we will be looking closely at the execution of this critical control. Perhaps even more significant is the addition of rear-wheel steering in which two actuators steer the rear wheels up to 1.5 degrees. Below 31 mph, the rear wheels steer opposite the fronts to improve maneuverability and provide quicker directional changes. Above 50, they steer in sync with the fronts for increased high-speed stability, making the GT3 feel as if its wheelbase were 20 inches longer at speed.

aerodynamics

As usual, the GT3 is distinguished by larger front air intakes to provide the cooling necessary for extended track use—Porsche claims that 80 percent of GT3s spend time at the racetrack. There’s also a prominent lip spoiler, an adjustable rear wing, and a composite molding that incorporates the engine air intakes. A diffuser supplements the downforce produced by the new wing.

Porsche unveiled the 991 GT3 cup racer alongside the production car. Racing is no small business for Porsche: It sold more than 1500 race cars based on the 997 GT3.

power

The previous GT3 was the only 911 that didn’t get direct fuel injection, yet it still managed to extract 435 horsepower and 317 pound-feet of torque from its 3.8 liters. The 2014 version finally gets direct injection, plus a whole lot more to bump output to 475 ponies and 325 pound-feet from the same displacement.

Based on the latest Carrera S engine and sharing its bore and stroke, the new GT3 engine has forged pistons and titanium rods, hollow valve stems, new cylinder heads with finger-follower valve actuation, and a more elaborate dry-sump lubrication system with seven oil pickups. The engine is some 55 pounds lighter than the old one, but more robust. Its power peak jumps from 7600 rpm to 8250 and its redline from 8400 to 9000. Credit a freer-flowing intake system, camshafts with long duration and lots of lift, and a 12.9:1 compression ratio. The 3.8’s 125 horsepower per liter ties the Ferrari 458’s 4.5-liter V-8 for the highest specific output for a naturally aspirated engine in production. Porsche claims a top speed of 196 mph. Based on the 3.6-second zero-to-60 time of the last GT3 we tested and the addition of a dual-clutch auto with launch control, we’d expect this one to manage the job in 3.2 seconds and to cover the quarter-mile in about 11.6 seconds.

6 Car Mashups That God Never Intended

In the 2000s, the musical mashup genre saw a peak of popularity with releases like The Grey Album from Danger Mouse that mixed The Beatles and Jay-Z. UK artist James Pursey from Carwow decided to take the same concept of shoehorning two disparate things together but applied the concept to cars. Your opinion on the results will vary with your sense of humor. These creations are either some funny pieces of abstract art or absolute monstrosities that prove good design should be left alone.

Likely the best of the bunch is the Lambotomic (pictured above), which combines a Lamborghini Miura and an Ariel Atom. Granted, the Ariel is little more than a skeleton to begin with, and the outcome looks like a slightly stretched Atom with the new nose and tail from one of the most beautiful vehicles ever. This could actually work.
 

Though, not all of the mashups are quite so pleasant. The Porschiac WW RS (pictured right) is absolutely disgusting. It combines a Pontiac Aztek, which isn't a beauty queen to start with, and a Porsche 911 GT3 RS. Obviously, the 911 is an iconic shape in autonobolia, but that can't save it from the horror of the Aztek. Pursey fits the its nose, wheel, wing, roll cage and stripes onto the Pontiac. The outcome: A design that will show up in your nightmares.

Check out the gallery for the rest of the mashups, including the Humi (a Humvee and a Mini), Aston Smartin (Aston Martin and Smart), Rangerini (Range Rover and Lamborghini Aventador) and the Mazdafenda (Mazda MX-5 Miata and Land Rover Defender). They might not all be beautiful (or even pretty), but it's fun to imagine these oddball creations actually driving down the road.

1955 Porsche 356 Continental Turned "Outlaw"

Did you know that in 1955 all Porsche 356 sports cars imported to the United States also carried the “Continental” moniker? At the time Porsche thought it would be a good idea to market its cars using the Continental badge, but that only lasted a year, as Ford made the German automaker drop the nameplate because of the Lincoln Continental.

Obviously, finding a functional Porsche 356 from that year is not easy, but the folks from Petrolicious managed to get hold of one. Although it still proudly wears the Continental name on its front fenders, the car is not in its original shape, because the owner found the driving experience to be too old-school.

This is why he ditched the Porsche 356 Continental’s original 60hp 1.5-liter engine for a 1.7-liter unit from a 1965 356 that produces 115 hp. He then fitted a smoother-shifting 1962 gearbox, disc brakes all around and upgraded the car to a 12 volt electrical system, with all the modifications meaning the car is an “Outlaw”. You can check it out in the video posted below.

How Will You Have Your 2015 VW Passat? German Configurator Goes Live

The line between luxury cars and regular cars is not a wall any more. Design (appearance), technologies, bits of shiny trim and high quality materials are what superficially define the genre, yet despite these elements’ ever-increasing prevalence throughout the different classes of cars, the choice is being made much harder, not easier.

In the same vein of thinking, it’s very hard to ignore the (all-new) VW Passat if you’re in the market for anything from a repmobile to something you could use as a minicab, family hauler, for a luxury chauffeur service and even as a sports sedan.

Don’t believe us? Just look at all the choice offered by the (German) configurator for the all-new Passat. With it, you can create many wildly different cars whose roles you could not interchange.

For instance, a company sales rep would not complain about being given a Trendline model, with hubcaps, no leather and a 150 PS diesel coupled to a manual gearbox. It would still be comfortable and very spacious – perfect for carrying the rep and as many boxes of samples he’d need. The same car could be used as a taxi, though it would not fare well as a limo – that’s where the much posher Highline comes in and steals some of the (ageing) Audi A4’s luster.

Internet Runs out of Ideas; Porsche 911 Turbo S Takes on Formula 4 Racecar

In the spirit of answering questions that nobody asked, Autocar put together a head-to-head comparison between the latest Porsche 911 Turbo S and a much simpler but more focused Forumla 4 racing car. The Porsche has the advantage of power and grip, whereas the single-seater is a featherweight, running on slicks, propelled by 185 hp from its Ford four-pot.

While this isn’t a foregone conclusion like some other unusual tests put together by the UK-based publication (like that Dacia Duster vs Ginetta video), the result it produces in the end does seem justified and, in hindsight, quite predictable. Both cars’ laps are timed over the short circuit chosen for the test, and the final result highly eloquent. Good thing they’re making single-seaters like this for legal road use now…

A Parade Of Five Lamborghinis Make Their Way Through A Shopping Mall

It's easy to forget that high-performance cars are not limited in size to something like a Lotus Elise or Mazda MX-5. They can get big. Take Lamborghini, for example. It might focus on combining low curb weights and high-output engines, but an Aventador very nearly occupies the same amount of space on the road as a fullsize Range Rover (the Lambo is only about eight inches shorter, although it is an inch wider, excluding the mirrors on both vehicles).

Considering this, getting one of the Italian exotics inside the cramped confines of a mall is a rather tall order. After all, the thoroughfares there are designed for people, and are often bisected by either smaller shopping stands, pillars or some sort of flora. Getting five Lamborghinis in, though, is an exercise in patience in precision.

Lamborghini of Miami did just that, stuffing five of the exotics inside a local mall. On the way out, one of the workers used GoPros to chronicle the entire process. It's an entertaining bit, if not a bit cringe-inducing on some of the tighter bits.

New 2015 Mazda2 Officially Breaks Cover

After catching a glimpse of the all-new Mazda2 earlier today, the Japanese carmaker went ahead and officially revealed its new supermini that keeps the Demio nametag for the domestic market. The new Mazda2 will begin to roll out in global markets (including North America) in the final quarter of the year.

Seen here in Japanese specification, the new generation Mazda2 is strongly influenced by the Hazumi concept exhibited at the Geneva show in March, displaying same edgy ‘Kodo’ design language as the latest Mazda3 compact and Mazda6 mid-size models.

The same holds true for the clean looking interior that can be had in different colors and trims, with highlights including a tablet-style touchscreen on top of the dash, controlled via a rotary dial located next to the handbrake lever, and a heads-up display option.

Mazda was pretty stingy with the details, but it did say that the new sub-compact hatch benefits from a full suite of lightweight and efficient SkyActiv technologies including engines, transmissions, body, and chassis.

Depending on the market, the new 2 will be offered with up to three engines at launch, including the SKYACTIV-G 1.3-liter and 100PS (99hp) 1.5-liter gasoline units, and the 105PS (104hp) SKYACTIV-D 1.5-liter diesel, matched to 6-speed manual and automatic transmissions.

Expect the new Mazda2 to have similar dimensions to the Hazumi Concept that measured 4,070mm long, 1,730mm wide and 1,450mm tall.

Mazda said it will hand out more details on the new 2 later in the year.

2014 Porsche 911 Turbo / Turbo S Stuttgart re-chambers the Turbo.

Porsche Really Likes the Term “Dynamic”

Porsche really ladled the technology on thick this time around, but the good news for enthusiasts is that most of the whiz-bangery aids performance. As before, the Turbo wears the widest bodywork in the 911 lineup—a full 1.1 inches wider than the booty-licious Carrera 4 and 4S, which themselves are 0.4 inch wider than other Carreras—but now its clothes also are the most dynamic. Every Turbo is fitted with Porsche’s new Active Aerodynamics system, which offers up three positions for the front and rear spoilers. The first setting, labeled Start, sees the front and rear wings completely retracted; above 74 mph, the Speed setting takes over, partially extending the front and rear spoilers; and at the push of either the console-mounted spoiler or Sport Plus buttons, the two fully extend. A cute detail: When the front spoiler is fully extended, Turbo lettering is visible. Porsche says that at full tilt, the active aerodynamics return 309 pounds of downforce. We’d add that the Turbo also looks most wing-tastically awesome in this setting.

Also new to the Turbo, and standard, is a pair of rear-wheel-steering actuators in place of suspension toe links. Intended to enhance maneuverability at low speeds and stability at higher ones, the system can vary the angle of the rear wheels from 3 degrees opposite the direction of the fronts or 1.5 degrees in the same direction of the fronts. Below 31 mph, the rear wheels turn in opposition to the fronts, while, above 49 mph, all four wheels angle in the same direction. Between 31 and 49 mph, the system fiddles with mixtures of the two for optimum stability. According to Porsche, the low-speed rear-steering agility increase is comparable to a virtual 9.8-inch wheelbase shortening, while high-speed stability increases are equal to a 19.6-inch wheelbase lengthening.

Other chassis upgrades include the first appearance of Porsche’s Dynamic Chassis Control (PDCC) active anti-roll system on the Turbo. It is standard on the Turbo S, as are carbon ceramic brakes, Porsche’s Active Suspension Management (PASM) adaptive dampers, power 18-way sport seats, rear park assist, and a red and black leather interior. The Turbo S also includes new full-LED headlights, which can angle around corners and boast active, camera-based high-beam control. All this gear is optional on the Turbo except the red/black cabin color combo, which is exclusive to the S. Both cars offer a Burmester audio system, radar-based adaptive cruise control, and speed-limit recognition. The speed-limit minder seems especially prescient, given the ease with which either Turbo can blur its surroundings. Both the Turbo and Turbo S go on sale here in the U.S. late this year, while the inevitable droptop versions have yet to be announced. Pricing starts at a cool $149,250 for the Turbo and $182,050 for the Turbo S, but that’s assuming buyers can resist probing the depths of Porsche’s comprehensive options list. If the Turbo S proves to be too costly—although neither Turbo model is “affordable”—buyers on a budget can take solace in knowing there are almost no visual differences between the S and non-S cars save for the badges. The latter gets center-lock hubs for its 20-inch, two-tone forged-aluminum wheels, and that’s about it. Both are going to be stupid fast, and we’d recommend stowing your hats in the frunk.

Future Cars: Revitalizing Mazda’s Next-Gen 2016 MX-5 Roadster

Mazda’s long serving MX-5 Miata is what you would call a true, pure drivers car; an affordable rear-drive, front-engined roadster with a fun value dialed to max. It’s still one of the bestselling roadsters on the market today and retains a strong, loyal following.

Nevertheless, the Japanese carmaker and Alfa Romeo are co-developing a successor to the MX-5 that stays true to the original formula (the Italian manufacturer will get their own distinctive Spider version). So with that in mind, it was decided to digitally envisage how the next MX-5 could look.

Design:

First of all, I’ll make no secret that the design of the original MX-5 never quite appealed in my mind. Sure, it looked like a cute British roadster; yet it was too feminine, barbie-like to seriously consider for my driveway. Successive generations have improve the appeal somewhat, with more gender-neutral styling gracing the current two-seater.

This design study is heavily influenced by Mazda’s ‘Kodo’ design language, with the aim of making it more masculine whilst retaining those classic sports-car proportions.

So starting at the business end; the long, dynamic hood sweeps down into the bumper. Below this is Mazda’s new corporate grille flanked by headlights that pay homage to prior generation MX-5’s with their smooth, rounded edges. Further down, a heavily flanked lower bumper extension skirts around the sides, helping emphasize the car’s planted stance.

Sharp creases dominate the front fenders as they sweep backwards into the doors - mimicking the effect seen on the Mazda Takeri concept. While the first three generations of MX-5 have had rather upright windscreens, this proposal takes on more of an speedster approach with its heavily raked frontal glass.

One area where the MX-5 has disappointed in the past is in the hindquarters - drab is a word that comes to mind. Anything with a strong frontal presence should equally look great from the rear too; while not illustrated here, the taillights sit neatly into the crisp rear fenders, separated by an aggressive duck-tailed trunk lid.

Interior:

Mazda has been advancing well with its interiors in recent years. Compared with what they were pumping out in the late 1990’s, most of their lineup now boasts premium switchgear, materials and build quality.

However, there is always room for improvement - the MX5 needs to push the envelope further with striking design and sublime detailing. Think about what’s currently found in the Jaguar F-Type, Audi TT and BMW Z4 (but on a budget); such a cabin should make the driver feel special - not the opposite.

Don’t expect cabin real estate be vast; but rather incremental improvements to comfortably seat its occupants with improved hip and legroom. For those rain-doused fast get-aways, a quicker folding ragtop mechanism should help stop upper-body moisture and dampness issues.

What Could Power It:

Of course, a Rotary should - what else? However, back on earth, the next MX5 could use a new 1.5-liter and 2.0-liter fours in ‘Skyactiv-G 2’ configuration. Say what? This is an extended development of current Skyactiv premise that brings Homogeneous Charge Compression Ignition (HCCI) to the table. Along with improvements in cooling (which is a challenge with HCCI engines), this second-generation setup brings diesel-like efficiency to the petrol engine without having to utilize hybrid technology.

Platform & Handling:

This conceptual study rides on the same base that underpins the Alfa Romeo’s upcoming Spider, so you can bet on one hell of a driver's package. Power will still be fed to the rear wheels via six speed manual or six speed automatic transmissions.

Usually car manufacturers like to get a good balance between ride and handling; for the MX-5, this means additional wheelbase length to help with stability whilst maintaining acceptable ride quality. The Skyactiv philosophy will also target weight reduction in the aim of improving nimbleness for an more engaging drive.

While its Alfa Romeo platform-sibling should provide equal amounts of driving fun, direct competition is expected to arrive in Toyota/Scion GT-86 format. However, until those gas torches finally tackle the GT-86’s roof, Mazda has a relatively clear playing field (unless MX-5 pricing skyrockets).

In summary:

The design proposition may appear as a departure from MX5’s of yesteryear, yet I’d ague that change was needed to captivate a broader audience. What emerges once Mazda rips the covers off its next roadster could be an interesting surprise - that 2015 Chicago Auto Show can’t come soon enough.

Egoista Concept Comes Home To Lamborghini Museum

Unless you happen to live in one of the great supercar capitals of the world, seeing a Lamborghini up close is a rare treat. But even in such rarified company, some Lambos stand out more than others. We're talking here about elusive examples like the Reventón (of which only 20 were made), the $3.4-million Veneno (only four made) or this, the one-of-a-kind Egoista.

The Egoista concept was revealed a year and a week ago during Lamborghini's 50th anniversary celebrations. Unless you are a Lamborghini owner who traveled to Italy for the event, chances are you didn't get a chance to see it. But if you're heading to the Bologna region any time in the near future, you'll be able to check it out at the Lamborghini Museum in Sant'Agata.

There the one-of-a-kind single-seater concept with the aircraft-style canopy greenhouse will surely occupy a place of honor, alongside the many classic, racing and otherwise significant models – including the Sesto Elemento, Estoque and Miura concepts. Unfortunately, since Google's crew was there before the Egoista (or before us, for that matter), you won't be able to see it on Street View, so you're going to have to trek to northern Italy to see it for yourself.

Mazda Confirms 105PS Skyactiv-D 1.5-Liter Diesel Engine for Upcoming Mazda2

Mazda has announced that the next generation Mazda2 (known as the Demio in Japan) will be equipped with the Skyactiv-D 1.5, a new 1.5-liter clean diesel engine that uses the company’s next-generation Skyactiv technology.

The new engine follows the same principles as the Skyactiv-D 2.2 unit available in models such as the Mazda CX-5, more specifically achieving the ideal combustion despite a very low compression ratio - 14.8:1, the lowest compression ratio of any small displacement diesel engine. The four-cylinder mill produces 105PS (104hp) at 4,000 rpm and 250 Nm (184 lb-ft) of torque between 1,500 and 2,500 rpm.

Mazda says the engine boasts “outstanding dynamic performance” and linear acceleration all the way up to the rpm range. Although no fuel economy figures were disclosed, the Japanese automaker says the engine features “excellent environmental performance without resorting to expensive NOx aftertreatment systems.”

Mazda reckons the new Mazda2 with the Skyactiv-D 1.5 will “achieve among the highest level test mode fuel economy figures for a vehicle powered solely by combustion engine in registered vehicles excluding hybrid and micro-mini vehicles in Japan, as well as drastically improved practical fuel economy.”

That is also due to Mazda’s i-stop idling stop technology, i-ELOOP brake energy regeneration system, and high-efficiency Skyactiv-Drive automatic transmission or Skyactiv-MT manual transmission. Compared with the Skyactiv-D 2.2, additional technologies include expanded homogenous lean burn range, further reduction in mechanical resistance, and insulation technology that curbs the increase in cooling loss associated with a smaller engine size.

Thanks to all these technologies, Mazda says the new engine will meet Japan’s Post New Long-term regulations and Euro6 emission standards without having to resort to an expensive NOx aftertreatment system.

Koenigsegg CCX Hit 211 Mph On A Runway, Outpacing Mclaren's P1

Vmax200 in in England organizes events where those who care to show up with a supercar can run them down the two-mile runway at Bruntingthorpe Proving Ground. Evo attended the latest event, bringing an impressively green Lamborghini Aventador to test its girth and gaping vents against other precious metals like the McLaren P1 and F1, Ferrari F12 Berlinetta and Enzo, a Porsche Carrera GT and enough 911 Turbos to start a dealership. Speaking of those Porsches, nine of the top ten slots in the top speed competition are claimed by modified 911 Turbos.

A monochrome Swede ruled them all, though, a black-and-white Koenigsegg CCX setting fire to the speed trap run after run, hitting 211 miles per hour at its quickest. It was followed by, surprise, a 911 GT2 modified by 9E that did 210 mph. You can watch the EVO video below, GT Spirit has a bigger breakdown of the day, and we've included another vid showing the tandem launch of the CCX and McLaren F1.

Subaru Facing Class-Action Suit Over Excess Oil Use

A recently filed lawsuit in federal court against Subaru of America and its parent Fuji Heavy Industries claims that several recent models burn an excessive amount of oil. The case, which is seeking class-action status, covers examples of the 2011-2014 Forester, 2013 Legacy and 2013 Outback with the 2.5-liter four-cylinder engine and the 2012-2013 Impreza and 2013 XV Crosstrek with the 2.0-liter four-cylinder.

The suit alleges that Subaru knew about the excessive oil consumption but didn't fix the problem, according to USA Today. It contends that owners have to spend an unreasonable amount of money to keep these models topped up with Texas tea, and that the people represented wouldn't have bought the vehicle if they had known that this could happen.

As proof of Subaru's knowledge of excessive oil use, the lawsuit cites four technical service bulletins from the company telling dealers about the issue, although, that would seem to partially invalidate the claim that the automaker hasn't attempted to fix things. The case was filed on behalf of two men, one with a 2014 Forester and the other with a 2013 Outback. "Following an extensive investigation, we now look forward to litigating the case," said Matthew Schelkopf, an attorney for the plaintiffs, to USA Today.

Autoblog reached out to Subaru of America for its response. "We're aware of the suit. We believe the oil use in our vehicles is in acceptable levels. We have worked with customers on this issue," said company spokesperson Michael McHale.

Mazda Confirms Unveiling of All-New MX-5 Roadster

 

Mazda made an official announcement about its upcoming all-new MX-5 roadster. We knew the car was supposed to be revealed this year, but we didn’t know when and where; now we do. The Japanese automaker will be showing it off for the very first time on 3-4 September, in Barcelona, Spain. Other similar venues will follow in Japan and the US. In regards to the upcoming event, that’s also meant to commemorate 25 years since the first Miata came out, Mazda’s European president and CEO said:

“The MX-5 is the product that best epitomizes Mazda’s convention-defying spirit and our love of driving. It has been grabbing people’s attention for 25 years, and with the new-generation model we’re aiming to share this passion with yet another generation of drivers.”

Looking at how much sporty flair Mazda’s been able to imbue its more mundane offerings with, the naturally sporty MX-5 will probably come out really desirable, if they stick to the same approach, and they probably will…

It’s definitely one of the most important model launches of the year.