Rolls-Royce builds Arabian Nights edition of the Ghost

The first of three Rolls-Royce Ghost special editions commemorating One Thousand and One Arabian nights has been previewed ahead of the Sharjah International Auto Show.

Rolls-Royce has never been a brand to shy away from a special edition, but in recent years, there have been some new editions which are also specific to different regions. Earlier this year, China got an edition of the Phantom which commemorated the year of the dragon, and now the Middle East is getting an edition of the Ghost paying tribute to One Thousand and One Arabian Nights. This special edition will take three different forms. The first, known as Chapter 1, will debut at the Sharjah International Auto Show in the United Arab Emirates later this month, while the next two will debut in the first and third quarters of next year.

This first car has a bespoke two-tone paint job, and a black and white leather interior. There are decorative designs painted beside the door handles and just under the A-pillars. At the base of the C-pillars, the Arabic words for “One Thousand and One Nights” are painted in white. Rolls-Royce’s press release included a quote from Geoff Briscoe, Rolls-Royce’s director in the Middle East, Africa, and Latin America, saying “A Rolls-Royce is the perfect canvas from which to commission highly individual motoring masterpieces. The One Thousand and One Nights collection is a testament to the ability of our Bespoke designers to take inspiration from a rich array of cultures”.

No changes were made to the Ghost’s powertrain, so the 6.6-liter twin-turbo V12 should still be sitting under the hood and sending 563 horsepower to the rear wheels. There is no word on pricing, but it’s safe to assume that the Arabian Nights Ghost won’t be making it over to the US. Should it be something that you absolutely must have, Rolls-Royce has quite a good customization program, known as Bespoke, and they would probably be willing to make you something which is at least close to this special edition. This is, in the end, what these special editions are all about. Rolls-Royce is trying to push the Bespoke program every chance they get, and showing off the kinds of things that are possible are seen as the best way to do it. It is quite a nice-looking car, but what else would you expect from a Rolls-Royce?

Source : digitaltrends[dot]com

2013 Mazda CX-5 review

The 2013 Mazda CX-5 rolls off the assembly line boasting impressive tech features to its cabin and under the hood, but does its new SkyActiv Technology prove more caustic than class-leading?

For automakers, bringing a new model to the market can be an exciting, albeit stressful, occasion. Some of the time they are heralded with the sort of pomp and circumstance befitting a royal procession; other times they just mosey on in with little more than a whisper. The 2013 Mazda CX-5 manages neither — but it does enter the market with a decent amount of hype and a whole lot of tech inside and under the hood.

You see, the CX-5 is on a mission, and that mission is simple: Replace the poorly aging (and discontinued) Mazda Tribute with a sporty, smallish crossover utility vehicle (CUV) that could duke it out with segment heavyweights such as the Honda CR-V, Ford Escape, and the Toyota RAV4.

Its weapons: An array of tech features that do more than simply guide you to the nearest Starbucks (although it does that too, courtesy of its new navigation system power by TomTom), but provide some of the most impressive — if not the most impressive — fuel economy we have yet to see in the small crossover segment, which comes courtesy of Mazda’s ultra-fuel-efficient SkyActiv Technology and lightweight construction techniques.

So how does the 2013 Mazda CX-5′s entire package stack up? Let’s climb inside and find out.

Function over flash

Without question, technology forms the nucleus of the 2013 CX-5. But it’s never overbearing, and perhaps more importantly, never overwhelming. Depending on your take this can be either good or bad. If you’re looking for a flashier tech-wonderland full of illuminated instrument clusters, LED lighting, and more buttons than Ramblin’ Rod (look him up), you’ll be largely disappointed. If, however, you yearn for a more subdued aesthetic, the 2013 CX-5 will more than suffice.

That’s because, on the inside, the CX-5 courts substance over style, functionality over flash. Our top end Grand Touring trim review unit sported some nice visual touches throughout the cabin, like metallic detailing along the dash, steering wheel, and below the climate controls. But apart from that, there isn’t much vibrancy, save some sporty cluster gauges to go along with the TomTom-powered navigation system and its 5.8-inch MID touchscreen.

Of course, that doesn’t mean the CX-5 isn’t bringing the tech heat — quite the contrary. The 2013 Mazda CX-5 is available in three different trim levels: Sport, Touring, and Grand Touring. Standard tech and comfort features include keyless entry, tilt and telescoping steering wheel, cruise control, USB/iPod interface with AUX jack for MP3 players, and a CD player. Mazda also offers a Bluetooth package that adds phone and audio connectivity, as well as an HD radio option and color monitor.

Moving up the ladder, the Touring trim adds a six-way power driver seat, as well as a blind spot warning system, which we found worked really well. The car will monitor your blind spot for you, beeping aloud and flashing a warning icon on the driver’s and passenger’s side mirror when some mindless nit is hiding out in the pocket. It might not be the most revolutionary feature, but it is a welcome safety tech addition that will surely please drivers (and possibly save lives).

At the front of the lineup sits the Grand Touring trim, which adds 19-inch alloy wheels (as opposed to the standard 17-inch variety), automatic headlamps, heated mirrors and front seats, eight-way power driver seat, as well as dual-zone comfort control and leather upholstery. The Grand Touring trim also includes satellite radio and a nine-speaker Bose system, which we found adequate, if not a little disappointing. Mazda also offers a Technology package ($1,325) that adds the aforementioned TomTom sourced nav system, adaptive xenon headlamps, and keyless ignition.

It might not be glitzy, but our time with Mazda’s tech features was pleasant enough. Pairing our smartphone was easy, although it can only be undertaken when the vehicle is stopped. Once paired, you’re given the option of downloading your contacts and call history. This is important because you won’t be able to use the hands-free calling by simply saying the name of your contact without going through this step first. Thankfully, downloading is super quick; and once completed, making calls is as easy as pressing the voice-recognition button located on the left side of the steering wheel.

While the voice recognition manages to work well when placing calls, the same cannot be said when searching for directions — which is strange considering it’s the same voice-recognition technology being utilized. Here, we constantly had trouble getting the system to understand where we wanted to go, and placing an address took multiple attempts before being recognized. Strangely, saying aloud the address in a faster, more natural manner seemed to gather better results than slowing our speech down and speaking more consciously.

However, once we did get it working, the turn-by-turn navigation was excellent. On top of giving detailed directions aloud and on the screen, the CX-5’s navigation system shows your current speed and the posted speed along with easy-to-recognize point of interest icons. The navigation system also displays maps in 3D, although it’s not as detailed or vivid as some of the other nav systems we’ve encountered. In addition to route options and directions, the system provides live traffic reports courtesy of TomTom’s HD traffic service. Drivers with any degree of familiarity with standalone TomTom navigation systems will feel right at home thanks to large screen icons and an intuitive interface.

For the audio controls, we felt the 5.8-inch display worked excellently. The capacitive controls are tight and responsive. Screen glare was never an issue. And we found it just as easy to navigate using the touchscreen as it was with the buttons mounted on the steering wheel — which is a rare occurrence indeed. For those planning to use Bluetooth audio or hook up their MP3 player, the Mazda CX-5’s straightforward nature is a welcome change to the convoluted systems we continuously come across. Again, the CX-5 isn’t the flashiest, most elegant system, but it gets the job with little to no fuss. Indeed, there is a striking beauty to its simple nature.

Of course the CX-5 is a car, not a computer — though it’s getting hard to tell the two apart these days. Nevertheless, this competent crossover provides a great deal of comfort and utility for its front and backseat passengers. We have to point out though that space does tend to feel a little cramped in the rear quarters at times, especially for taller folks, but it never breaches levels of unacceptability. For a compact crossover, there is also a great deal of cargo space, with the rear hold able to swallow up 34 cubic feet of luggage on its own, and a massive 65 cubic feet with the rear seats folded forward.

Kudos for Kodo

Stepping outside the vehicle we’re treated to an attractive, high-riding CUV that does more than just indulge our stylistic desires. The first thing you’ll notice — we sure did — is how stylish the CX-5 is. Whereas many CUVs opt for a cute and often contrived aesthetic, the CX-5 eschews a handsome, self-confident vibe. It’s the first production vehicle to feature the Japanese automaker’s new Kodo “Soul in Motion” design language, which will eventually make its way across the entire model lineup. Mazda has wisely done away with smiley-face Nagare design seen on existing models — a change that makes us downright giddy. While we’re not exactly disgusted the by the current crop, we’re much more excited to see the new design language make its way into the fold.

SkyActiv’s the limit

Truthfully, we’re just as excited about the tech under the hood as we are with the car’s bold design and cabin features. That’s because 2013 Mazda CX-5 is the first vehicle to come fully equipped with the Japanese automaker’s Skyactiv Technology, which is aimed at delivering the greatest possible fuel economy. And so far, it seems to be working.

According to the EPA, fuel economy for the front-wheel drive version is rated at 25 mpg in the city, 35 mpg on the highway and 29 combined when mated to a six-speed manual. Opting for the automatic sees those numbers dip slightly to 26/32/29, while the all-wheel-drive version nets an impressive 25/31/28. During our week-long road tests, which included a roughly equal amount of highway and city driving, our AWD Grand Touring review unit averaged an extraordinary 33 mpg.

Don’t be fooled into thinking all the magic is in the engine though. While it’s true the CX-5 sports a 2.0-liter inline-four available in either a six-speed manual or automatic transmissions, and is capable of producing 155 horsepower ad 150 pound-feet of torque, SkyActiv is much more than just a fancy new powertrain.

On top of the improved, low-displacement mill, a large chunk of the efficiency initiative is centered on designing every component of the CX-5 to be as lightweight as possible — including the new unibody SkyActiv chassis. Factor in the CX-5’s low curb weight (which ranges between 3208 and 3400 pounds) and impressive compression ratio of 13:1 — which Mazda has eagerly pointed out is higher than a Ferrari 458 Italia (12.5:1) – and it’s easy to understand what Mazda is aiming to achieve. With such a ratio, and because the exhaust manifold has been essentially designed from the ground up, with the utmost efficiency in mind, the CX-5 doesn’t need to rely on turbocharging or a hybrid powertrain to squeeze out its impressive fuel economy numbers.

While the SkyActiv Technology is undoubtedly impressive, with Mazda duly deserving credit for its engineering prowess, the reality is many will be turned off by its sluggish, underpowered performance. We’ll be the first to champion its unapologetic fuel-sipping ways — but in certain scenarios, driving the CX-5 requires more work on the driver’s part than it normally would. Climbing a hill, merging onto an uphill freeway onramp, or passing another car isn’t the mechanical task relegated to muscle memory like it is in so many other cars. The CX-5’s humble horsepower and timid torque requires you plant your foot down with conviction as it takes some time for the car to muster its strength.

Strong character, lack of motivation

Peppiness aside, the 2013 Mazda CX-5 conducts itself on the road with a self-assuredness rarely afforded cars of its class. Suspension tweaks, paired with an unusually responsive electric steering system give it a unique and engaging drive character, and one that ultimately distracts from the powertrain’s shortcomings.

You see, while the CX-5 grips the road and navigates the most arduous of turns, the low-end torque sullies the experience to a degree, requiring a concentrated effort to mine the most out of its efficient, yet oh-so-stubborn SkyActiv powerplant. On the highway this isn’t as much an issue, but during tight uphill corners, squeezing out an adequate amount of power can be taxing on your foot and the engine.

Still, rarely have we been so impressed with the handling character of a compact SUV and it’s clear Mazda has put in a great deal of effort to provide a compelling and stiff ride that rarely loses its composure on the road.

Finish Line

Like so many other CUVs, the 2013 Mazda CX-5 requires you make some serious decisions about which features are most important, but ultimately asks you to sacrifice much less. Here, you won’t find a syrupy-sweet design, sterile drive mechanics, or a fuel-guzzling powertrain. Instead, the CX-5 delivers class-leading fuel economy and fun-to-drive mechanics wrapped in a sexy-sleek shell. Throw in a healthy-helping of cabin tech, and a very competitive price point (base price starts at just $20,695, while a fully-loaded Grand Touring Trim like ours will set you back just north of $30,000), some spacious quarters, and there isn’t much to complain about the Mazda’s “Soul in Motion” inspired CUV.

There are times where you’d almost be forgiven for thinking the CX-5 descended from the automotive heavens, but sadly its origins are far less celestial. And with that reality comes some harsh truths. While there is certainly a lot to admire about the CX-5, those of you seriously considering one will need to ask whether or not you can live with a car that aims to provide the greatest fuel-efficiency and handling character – with a good deal of comfort sprinkled in — over anything that possesses proficiency in power.

Highs

• Truly impressive fuel technology
• Tech features are (mostly) easy to navigate
• Sleek and stylish design

Lows

• SkyActiv engine, while ultra-efficient, is woefully sluggish
• Engine has a tendency to get noisy when accelerating
• Interior is a little bland

Source : digitaltrends[dot]com

The most extreme cars you’ve never heard of: Part Two

In the second part of this series, we take a look at the weird and wonderful cars of Europe.

Ferrari, Lamborghini, Porsche, and Rolls-Royce make great cars, but what if you’re tired of these usual suspects of automotive excellence?

In the first part of this series, we took a look at the most awesome, yet obscure, cars from the United States and Canada. In Part Two, we’ll focus on the boutique carmakers of Europe.

Zenvo Automotive: Denmark has virtually no car history, but that just meant the designers of the Zenvo ST1 had a blank slate to work from, with no precedent to impede their creativity.

While most designers emphasize aerodynamics in order to achieve the highest top speed, Zenvo’s Jesper Jensen wanted to focus on how the ST1 would actually look. It may not have the slipperiest shape, but this Danish supercar really looks super.

Not that the ST1 isn’t fast. It will do 0 to 62 mph (0-100 kph) in under three seconds, and reach a top speed of 233 mph. That is the result of pairing a carbon fiber body (draped over a steel tube frame chassis) with a very powerful engine.

Like the car’s exterior, the ST1’s engine was a clean-sheet design. The 7.0-liter V8 is loosely based on a Chevy small block, but Zenvo constructs the entire powerplant in house. It uses both a supercharger and a turbocharger to produce 1,100 hp and 1,053 lb-ft of torque.

What about the name? Many car companies use their founders’ last names, or the moniker of a distinguished predecessor. Not Zenvo: the name just sounded cool, no matter the language. This Danish company clearly isn’t stifled by tradition, and the results speak for themselves.

Noble Automotive: Lee Noble set up shop in the north of England in 1999 to build a world-beating car. That car, the M12, looked like it was built from a kit and had a Ford Duratec V6 engine from a Contour, but it still accomplished its mission.

The M12 and subsequent variants were fast and sure-footed, but Noble decided to move upmarket. The M15 was meant to compete against “entry level” supercars like the Porsche 911 Turbo, but not having a flashy badge made that difficult. Instead of giving up, Noble redoubled its efforts.

The new M600 still isn’t much to look at, but it is incredibly fast. It can accelerate to 62 mph in 3.0 seconds, and reach a top speed of 225 mph. That speed is achieved thanks to a 4.4-liter, twin-turbocharged V8 which, interestingly, is based on the mill Volvo uses in the XC90 and S80. However, unlike any Volvo, the Noble has 650 hp and 604 lb-ft of torque.

The M600 is also much harder to drive than a Volvo. Unlike a Ferrari, its onboard computers will not erase a driver’s lack of skill. However, the engine can be muzzled with a 450 hp “Road” mode for getting its pilot to the track without crashing.

Ariel Motor Company: One look at the Ariel Atom explains why it could never be built by a mainstream manufacturer. Most carmakers emphasize lightness, but none of them are as fanatical about it as Britain’s Ariel Motor Company.

The Atom is more like a four-wheeled motorcycle than a car. The driver sits in a skeleton chassis and can watch the steering and suspension work from behind the wheel. They never have to guess how far away they are from the curb.

Consequently, the Atom only weighs 1,350 pounds; a Scion iQ weighs 2,127 pounds. With a 2.4-liter Honda inline-four, the Atom can accelerate to 60 mph in 2.9 seconds, and reach a top speed of 155 mph.

The madness doesn’t stop there, though. The Atom 500 is powered by a 3.0-liter V8 (actually two Suzuki Hayabusa motorcycle engines joined at the crank) with 500 hp. This atomic Atom can do 0 to 60 mph in “under 2.3 seconds,” according to Ariel.

Caparo Vehicle Technologies: If the Atom barely qualifies as a car, the equally absurd, and equally British Caparo T1 is a meta car. It’s supposed to be a roadgoing Formula 1 racer, and it takes everything to a new level.

Like a Formula 1 car, the Caparo has a pointy nose, tall rear wing, and a ferocious, mid-mounted engine that breathes through a snorkel above the driver’s head. Unlike any F1 car, though, it also has fenders and lights, so it is street legal in the U.K.

Power comes from a 3.5-liter V8, with 610 hp and 310 lb-ft. The small displacement means the T1 is not a torque monster, but the engine’s inclination to rev to 10,000 rpm is more in the spirit of a racing powerplant.

Since it isn’t encumbered by much bodywork, the Caparo only weighs about 1,035 pounds. That gives it double the power-to-weight ratio of a Bugatti Veyron. It also allows this winged wonder to hit 62 mph in 2.5 seconds, and reach a top speed of 205 mph.

Racecars aren’t all about straight line speed, though.The Caparo mimics an F1 car’s shape because that maximizes downforce, which keeps the car planted through corners. Caparo says that, at 150 mph, the T1 generates enough downforce to stick to the roof of a tunnel while driving upside down.

Spyker Cars: This Dutch company made headlines trying to resuscitate Saab in an unsuccessful bid to go mainstream. Now Spyker, named after a manufacturer of cars and airplanes that went bust in 1926, is back to doing what it does best: building zany sports cars.

Since 1999, Spyker has refined its C8, a baroque supercar with the body of a Steampunk airship and the heart of an Audi R8.

Actually, that V8 doesn’t have the Audi supercar’s direct injection, but its displaces the same 4.2 liters. It produces 400 hp and 354 lb-ft of torque.

The newest version is called the C8 Aileron and is available in hardtop or Spyder body styles. The main difference between the Aileron and the original C8 Laviolette is its longer wheelbase, which was needed to accommodate a six-speed automatic transmission.

The Spyker is more about style than performance. Yes, it’s fast, but its distinguishing feature is the way it does things. The exterior only hints at a decidedly baroque interior: everything is either chromed or engine-turned, and shifting is facilitated by exposed linkage that’s been beautifully polished.

Source : digitaltrends[dot]com