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All posts in “luxury”

This Big Bang E is a premium Wear OS smartwatch from Hublot

In the smartwatch market, the Apple Watch is currently the king thanks to its formula of packing innovative features with a stylish form factor. Samsung appears to come second as its own series of wearable boast handy functionalities. While Fitbit and other brands are likewise popular many consider these as fitness trackers instead. Google’s Wear OS, on the other hand, can never seem to catch a break. However, Hublot thinks it’s good enough for the Big Bang E.

Apple has its WatchOS, Samsung with Tizen, and the rest use their own proprietary operating systems. The Big Bang E appears to rely not only on brand recognition but on Google’s flexible software as well. Many might remember Hublot’s first attempt at a luxury-tier smartwatch a few years back. The $5,100 Big Bang Referee was a titanium-clad tribute to the 2018 World Cup Russia.

Now, it’s ready to dive right in all over again with an equally stylish wearable for 2020. This time Hublot is offering two versions of the Big Bang E. For $5,200, it comes in a stunning titanium case. Meanwhile, a few hundred more at $5,800 bags you a ceramic variant. The watchmaker adds its own flavor of watch faces as well as extra functions such as a lunar calendar.

Both trims of the Hublot Big Bang E sport a 42-mm OLED touchscreen with a sapphire crystal. Inside, the smartwatch is running on a Qualcomm Snapdragon Wear 3100 chipset with 1 GB of RAM and an 8 GB internal storage. Finally, its 300 mAh battery appears enough to last a full day of regular use.

Discover more about it: here

Images courtesy of Hublot

June 3, 2020 / Comments Off

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Gordon Murray T.50 beats weight target thanks to ‘Weight Watchers’ meetings

Gordon Murray is staying on the offensive about his T.50 supercar, working the phones recently to let all know that “This car will deliver — and this is a promise — the driving experience of [a McLaren] F1, but better, better in so many ways,” because he and his team have “fixed the things we knew were wrong with the F1.” As they say in the Westerns, them’s big words. Two factors he credited for the T.50’s estimated performance specs are bespoke parts, and the relentless focus on weight savings they enable. The team behind the supercar doesn’t need to restrict any component to parts-bin sourcing, doesn’t need to check with production or accounting departments, and can create or re-engineer any part to serve a single vehicle. Technology improvements since the creation of the McLaren F1 and the use of a bespoke 3.9-liter Cosworth V12 gives the team even more freedom than Murray had with his icon.

This has led to ruthless weight shaving, helped by what Murray described as “Weight Watchers” meetings. The Cosworth V12 comes in at less than 400 pounds, cutting 132 pounds compared to the 6.1-liter V12 in the F1 — the designer citing the S70 BMW engine as part of the reason he overshot his 2,205-pound (1,000-kilogram) target for the 2,579-pound McLaren. Carbon brake technology wasn’t polished enough in the early 1990s to get the units to work on the McLaren, so the F1 used heavier iron brakes, a setback the T.50 won’t suffer. The Xtrac six-speed manual transmission cuts 22 pounds compared to the six-speed sequential box in the F1. The all-carbon moncoque and body panels are less than 330 pounds, the driver’s seat and frame weigh 15 pounds, the twin outboard passenger seats weigh less than seven pounds each. Murray told his team they wouldn’t be able to take any weight out of the pedal box, since he designed it himself. His engineers cut seven ounces. They shaved the windshield glazing to be 28% thinner than what would be standard for this application. The materials analysis team modeled the stress loads for all 900 nuts, bolts, washers, and fasteners in the T50, designing them with just enough material — titanium, of course — to do their jobs.

This and more is how Gordon Murray Automotive beat the 2,205-pound target for the T.50 by 45 pounds. That will put the T.50 260 pounds above the hardcore 260-horsepower Lotus Elise Cup 260, 180 pounds under the 181-hp MX-5 Mazda Miata Sport. Yet the T.50 has 640 horsepower in everyday guise, which can be cranked up to 690 hp with ram air induction in certain modes. That lower figure is 22 hp more than the F1, for a car weighing more than 419 pounds less, part of what Murray means when he says the T.50 is “the F1 for the next generation, with all the same targets. But of course my toybox is much bigger now.” Backing that up, Murray said about a third of the deposits received so far come from people who own a McLaren F1, another 40% of deposits come from buyers under 45 who had McLaren F1 posters on their walls in their youth, but who’d been priced out of the astronomical F1 market.

From now until the end of June, the GMA teams are finalizing details, tooling, and working with suppliers on parts. If all goes well, there’ll be a working prototype ready for road testing in September. Production on the 100 road cars and 25 track-only cars begins in late 2021, deliveries to start in early 2022. About 25 slots remain for the road car, so anyone with a $740,000 to put toward the $2.5 million starting price should send word to England.

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June 1, 2020 / Comments Off

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188,000-mile Lamborghini Huracan from Las Vegas rental fleet listed for sale

If you’re shopping for a Lamborghini Huracán, you’re far more likely to find a low-mileage example than one that has covered the planet’s equatorial circumference nearly five times. There is a notable exception to this rule looking for a new owner in Las Vegas, unsurprisingly, and the seller says nearly 2,000 people have driven it.

Houston Crosta, the seller, told Car & Driver the 2015 Huracán was the first car he bought when he founded a business named Royalty Exotic Cars that specializes in renting high-end, high-horsepower machines to Vegas tourists who want to up their bling. If you’ve visited Sin City recently, you may have seen this wedge-shaped bull racing up and down The Strip. Crosta estimated about 1,900 renters have put an incredible 188,000 miles on the Huracán in five years; that’s 302,000 kilometers, if you’re more comfortable with the metric system. Either way, it’s a lot.

If rental-car miles are the automotive equivalent of dog years, rental supercar miles in Las Vegas are like putting wear-and-tear on fast-forward. And yet, Crosta claims the Huracán has been surprisingly reliable. He had to replace the seven-speed dual-clutch automatic transmission at about 180,000 miles but otherwise did “nothing but oil changes and basic service.” Even the interior seems to have held up.

Crosta’s other exotics haven’t fared as well. He has also owned a Lamborghini Aventador that somehow ended up on fire, a Ferrari 458 which went through seven transmissions, and a McLaren 650S that also met a fiery end.

Speed enthusiasts who want to scratch their gambling itch without traveling to Las Vegas can buy the Huracán, which is listed for $130,000 on eBay, and try to take it beyond the 200,000-mile mark. Whether it’s worth that is debatable; Crosta has received offers in the vicinity of $100,000 and shot them down, according to Car & Driver. In comparison, a 2015 Huracán with under 10,000 miles is worth between $180,000 and $200,000.

May 29, 2020 / Comments Off

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Bang & Olfusen presents the stunning Beovision Harmony TV

Bang & Olfusen has been making some of the most premium and aesthetically pleasing products for a long time now. In fact, a few of its top-notch gadgets have been gracing our pages every now and then. While many know the brand for its high-end audio systems and devices, it might be time for it to dabble in something else again. We all know that this manufacturer produces items that are on a luxury level. As such, it is expanding its catalog with Beovision Harmony.

For those who only know about its speakers, this would obviously come as a surprise. Nevertheless, Bang & Olufsen is touting an 8K OLED TV that comes in three sizes to meet your needs. Now that home entertainment is in such high demand these days due to the ongoing health crisis, this might just be the one you were meant to own.

The panel appears to be 4K for some sizes, but we do know that the biggest one boasts the highest resolution. Moreover, buyers can also choose from four distinct designs that would all look great with any décor. What makes the Beovision Harmony so awesome is how it stays inconspicuous when it’s not in use. However, the moment it turns on is when the mechanical magic happens.

It could be wall-mounted or just set on the floor, but the smooth motion of the speakers as they part is mesmerizing. Likewise, as this happens, the display appears to rise up and everything becomes an artistic entertainment centerpiece. All that’s left is to wirelessly pair the Beovision Harmony with other Bang & Olufsen wireless speakers for a complete cinematic experience.

Order one right now: here

Images courtesy of Bang & Olfusen

May 29, 2020 / Comments Off

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The US-744X dive watch is inspired by a submarine according to MTM

It should be obvious right now that Men’s Gear loves to feature awesome tickers. Be it for luxury, casual, and anything in between, chances are it’s going to be on our pages. Now, we are happy to shine the spotlight yet again on MTM and its new model. If you’re a big fan of big chunky watches with a dash of military-grade trimmings, then this one should be up your alley. The brand’s catalog of tactical watches are something to behold and the US-744X fits just right in.

MTM actually offers a fair amount of customizability with its watches. As for the US-744X, buyers can choose the color for the case, dial, and bracelet. Our personal pick would be the all-black combo for the ultimate stealthy silhouette. Anyway, according to the watchmaker, this model draws inspiration from the United States Navy Virginia-class attack sub. Thus, it’s only fitting that we prefer it in a dark ensemble.

The 44-mm solid titanium case comes with carbon fiber elements and a helium pressure release valve. Up next is the uni-directional ratcheting bezel which sports a Tritium 12 o’clock indicator. The brass dial sits under a 5.5-mm sapphire crystal glass with all hands and indices equipped with Tritium tubes for reliable low-light visibility. MTM notes that it will continue to glow for up to 25 years even without an external light source

Being a dive watch, the US-744X boasts a water resistance rating of up to 3,300 feet. Meanwhile, the sapphire crystal exhibition case back flaunts the MTM dagger logo. Only 500 examples will see production and includes three bands: the titanium bracelet, a ballistic Velcro, and silicone rubber.

Make it yours now: here

Images courtesy of MTM Watches

May 28, 2020 / Comments Off

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Maserati teases MC20 prototype again reminiscing about the Targa Florio

Maserati spent its weekend reminiscing about victory in the 1940 Targa Florio, putting an MC20 prototype to work enhancing the gravitas of the anniversary. After winning the Targa in 1937, 1938, and 1939 with the Maserati 6CM and its 1.5-liter supercharged inline-six throwing 175 horsepower, the House of the Trident showed up in 1940 with the brand new 4CL powered by a 1.5-liter turbocharged four-cylinder cranking 220 hp. Luigi Villoresi, who’d driven the 6CM to triumph the year before, crossed the line first in the 4CL to close out European racing until the end of World War II.

With a return to racing on the automaker’s mind, Maserati took a camouflaged MC20 to the same Favorita Park roads that hosted the Targa. The soft-focus spy shots were taken in front of the Floriopoli stands, a stretch of bunting and banners not far from the Targa start line as historic competitors headed into the Sicilian mainland.

The MC20 is as photogenic in these shots as all the others, and as mysterious. The automaker seems intent on making everyone wait until the September debut to for any details that the prototype doesn’t put on display. Prime among enthusiast interest is the powerplant. With Ferrari shutting down its supply of engines to the fellow Modenese sports car maker, Maserati says its new mid-engined coupe will be “the first car to use [its] new engine, brimming with innovative technological contents, developed and built by Maserati in-house.” Short odds figure on a molto potente twin-turbo V6 sending power to the rear wheels through an eight-speed dual-clutch transmission, the long money isn’t afraid to bet on a 4.0-liter twin-turbo V8 to replace the F154 V8 that Ferrari provides.

With race engineers undoubtedly sorting out a version for sports car racing as we speak, Maserati will certainly hope the competitive version matches the exploits of the 4CL. The vintage race car took pole in its first race, earned its first victory two races later, snatched up a bag of silverware before WWII, won the first race held in Europe after the war ended, and continued winning in 4CL and 4CLT trim until 1951 to take 31 total victories — nine more than the MC12 race car.

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May 26, 2020 / Comments Off

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McLaren Introduces the exclusive and sinister 600LT Spider Segestria Borealis

When it comes to naming their cars, some manufacturers draw inspiration from various mediums. Gearhead can probably enumerate some off the top of their heads. A few we can recall right away include the Cobra, Mustang, Viper, Ram, Impala, Barracuda, and Spider among others. We could notice the theme here is to emulate the raw power, speed, and more of these creatures. Interestingly enough, a British marque is taking the more menacing route. Here is the McLaren 600LT Spider Segestria Borealis.

Although the name sounds like a tribute to the northern lights, it’s definitely not about the aurora borealis. To our surprise, its origin is more deadly in nature but still awesome nonetheless. McLaren is commemorating the final 12 examples of its open-top supercar with an exclusive colorway. it apparently comes from the unique iridescent color of a venomous arachnid – the Segestria Florentina.

Depending on the viewing angle, the surfaces of its exterior produces a myriad of hypnotic colors. Meanwhile, these can range from dark green, purple, and black. It does not end there as web-like patterns in Napier Green are distributed around the 600LT Spider Segestria Borealis. We can spot it on the side mirrors and spoiler, while the headrests of its carbon fiber racing seat sport a different pattern.

The interior likewise receives a similar sinister treatment as the plush Alcantara upholstery features green stitching. The 600LT Spider Segestria Borealis even promises an acoustic extravaganza with its 12-speaker Bowers & Wilkins audio system. Aside from the aesthetics, McLaren is keeping the specifications intact. Only 12 examples of this model will be available for purchase.

Reserve yours now: here

Images courtesy of McLaren

May 25, 2020 / Comments Off

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Acura NSX, a pair of 2 Series Gran Coupes and a time machine | Autoblog Podcast #628

In this week’s Autoblog Podcast, Editor-in-Chief Greg Migliore is joined by West Coast Editor James Riswick and Road Test Editor Zac Palmer. This week, they’re driving a 2020 Acura NSX, two versions of the BMW 2 Series Gran Coupe (M235i and 228i) and the updated 2020 Honda Civic Si. Then, the gang gets to talking about what they’d drive in 1975 and 1985, along with plenty of other tangents. Finally, they wrap it up with news about the upcoming 2021 Acura TLX Type S and the fate of this year’s Woodward Dream Cruise.

Autoblog Podcast #628

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May 22, 2020 / Comments Off

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2020 Lamborghini Urus Luggage Test | Loading the bull

A Lamborghini was recently at my house, which is sort of like the queen dropping in. And though I assiduously avoided carrying anything that could spill, splash, smudge or muss, one aspect of the 2020 Lamborghini Urus we wanted to check was just how much luggage it can carry considering the limitations imposed by the SUV’s extremely sloped roofline.

So I hopped onto the Lamborghini Store’s website to order up just the right stuff, co-branded by Lamborghini and TecknoMonster — hmm, perhaps the carbon-fiber small trolley case for $4,904, or the carbon-fiber Bynomio big trolley case for $7,874, or the Bynomio Hold Maxi carbon-fiber suitcase for $17,388. Perhaps the whole set. Now you might be saying to yourself, “That’s sure an expensive way to haul my clean underwear.” But rest assured these suitcases emerge from the autoclave after a cutting-edge aerospace process that merges two different types of carbon fiber and ensures “top performance and excellent mechanical properties, requiring extreme accuracy in all manufacturing steps.” Pity the fool who has a suitcase that’s anything less.

But tragically, there’s at least a 20-day lead time in ordering, and the Urus was only here for the weekend. So I guess that fool is me, having to resort to the same old world-weary, beat-up suitcases I usually use, which share space in the garage with the lawn tractor and cat litter box.

Six suitcases were at my disposal. Three would need to be checked at the airport, and one of those is particularly ungainly (29x19x11 inches, 26x17x10, 25x16x10). Three others would be small enough to carry on (24x14x10, 23x14x11, 22x14x9), if we were getting on airplanes anymore. Several of these bags have four wheels that jut out and were counted in the dimensions. It’s a shame not to have Riswick’s wife’s fancy bag for such a fancy car.

The Lamborghini Urus is pretty big. At 201 inches long and 79 inches wide, it is 2 inches longer than a Ford Explorer, and the same width. It’s 4 inches shorter than the big Mercedes-Benz GLS, but 2 inches wider. Plus, those are vehicles with third-row seating; the Urus has two rows and seats five. (Four if you get the backseat buckets and console.) Yet its cargo hold is 21.75 cubic feet, which is only about 3 cubic feet bigger than the others’ space behind the third row. It’s also much less than various five-seat, midsize SUVs.

We’re told it is wide enough to fit a couple bags of golf clubs, which looks feasible. In fact, it’s a pretty square space, and a set of clubs might even fit longitudinally. The problem is not the footprint. The volume is so little thanks to the sloped roof. Nothing boxy is ever going to fit in the back of the Urus.

By the way, that black bag contains Lamborghini roof racks.

Here’s what the cargo space is like with the package shelf removed (it easily slides out) and the second row dropped. Long cargo would fit well. It just can’t be tall.

OK, let’s try some luggage. Here’s the first attempt. Getting all six bags in is probably not in the cards. The hatch wouldn’t close on this, coming in contact with both of the upright red bags. Furthermore, there is a small, secondary section of package shelf that’s attached to the inside of the hatch and would need to be removed. But do that, and tilt the second-row seats upright, and you might jam this in. Just don’t expect to see anything.

This next arrangement is slightly less overburdened, and the hatch will definitely close if you remove that section of package shelf and nudge the seat up a little. The three biggest bags make the cut, with the biggest on its side, and two smaller ones to boot. Shift the smaller ones into the middle, and you’d preserve a sliver of rear view, though smaller than the sliver that you normally get. It’s not ideal, though.

Here’s a closer look at the accent-stitched Alcantara cargo shelf, which slides out easily. Ooh, soft …

Finally, in this configuration, you get to keep the cargo shelf, thereby denying the riffraff a chance to size up your fancy luggage. Four suitcases will fit this way — two large and two carry-ons. And thanks to an indent in the left cargo-bay wall, the Lambo roof racks fit, too. Or, leave those in the garage and you can get a small bag on its side, and all five passengers will be able to dress up for whatever fancy rich-people party they’re going to.

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May 20, 2020 / Comments Off

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The Toric Tourbillon Slate is an elegant minimalist watch from Parmigiani Fleurier

After looking at a lot of high-end timepieces, it’s evident that those with several elements are traditionally chunky. That’s right, in order to fit all of the components inside, its either going to be thicker or wider. Hence, it’s absolutely amazing when watchmakers are able to cram everything and still keep a slim profile. In a display of exceptional craftsmanship, Parmigiani Fleurier introduces the Toric Tourbillon Slate. A remarkable wristwatch for those who want to marvel at the beauty of its intricate complication without distractions.

Some might recognize the brand for its lineup of examples in collaboration with Bugatti. Although there were some models sporting unique configurations, most were showcasing a more traditional aesthetic. Nevertheless, moving on to the Toric Tourbillon Slate, it is a fine specimen that boasts a round 42.8-mm 18-karat red gold case which is 9.45 mm thick.

Protecting the contents of its intricate guilloche dial is a sapphire lens. Meanwhile, buyers can also turn it over to view the exhibition case back with a sapphire cover as well. This allows you to see the hypnotic movements of the tourbillon located on the 7 o’clock position. The hands, indices, and the border surrounding the tourbillion appear to be red gold as well.

The Toric Tourbillon Slate runs on an in-house Calibre PF517 automatic movement. This is a perfect timekeeping companion for those who prefer a minimalist design. Finally, for those wondering, the second hand is integrated into the tourbillon. Parmigiani Fleurier pairs it with an Hermès alligator strap for that extra essence of luxury.

Purchase it now – $130,000

Images courtesy of Parmigiani Fleurier

May 20, 2020 / Comments Off

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Bugatti walks us through the Chiron Pur Sport’s testing process

Bugatti is emerging from weeks of lockdown loudly, and sometimes sideways. Its engineers have started testing the Chiron Pur Sport unveiled in March 2020 on the Blister Berg track nestled in Germany’s Teutoberg forest.

Blister Berg is a private track, so the team only has three days to fine-tune the Pur Sport’s chassis, steering, suspension, and gearbox — the latter isn’t the same unit that’s found in the Chiron because its gear ratios are shorter in order to deliver quicker acceleration. Engineers are also monitoring wear-and-tear items, like the tires, and keeping an eye on the model-specific engine components. That’s a lot to cram into three days, especially since Bugatti had to reduce the size of the team it sent to the track in order to comply with the social-distancing measures that remain in effect throughout much of the world. Germany’s dense, fairytale-like forest is no exception.

Luckily, sensors aren’t affected by health-related restrictions, and there’s no limit to the number Bugatti can stuff into the two pre-production prototypes tirelessly lapping the Blister Berg track. They’re monitoring a variety of parameters, including the exhaust temperature. They’re also helping engineers set up the new Sport+ driving mode that relies on gyro-based technology to make the Chiron more eager to drift. Creating this profile requires a tremendous amount of calibration work. Testers download data after each run, analyze it, and make changes if needed. Bugatti told Autoblog the Chiron can already drift, but the new mode makes it a little bit easier.

Going through this costly, time-consuming process is a way for the firm to demonstrate that its definition of performance doesn’t end at straight-line speed. It wants to show a lesser-known side of its personality.

“Bugatti has always proven it can build fast cars in terms of top speed,” the company told Autoblog, pointing to cars like the Chiron Super Sport 300+. “However, we also have a history of building cars devoted to agility. This is often forgotten or overshadowed by the incredible top speed feats. We, as did some of our valued customers we talked to about this, felt we should complete the spectrum of performance of the Chiron lineup.”

Validation testing will continue in the coming months; Bugatti will notably take the Pur Sport to the Nürburgring. Jachin Schwalbe, head of chassis development, explained every part of the car needs to work perfectly on its own, but also as part of the broader package. While that’s par for the course when it comes to developing a new car, the Pur Sport needs to work perfectly over a much larger speed range than the average car.

Pur Sport production is scheduled to begin in the second half of 2020. Sixty units will be built, and pricing starts at €3 million, a figure that makes it slightly more expensive than the Chiron. In the meantime, the company’s factory in Molsheim, France, is assembling the first examples of the limited-edition Divo introduced in 2018. Bugatti’s lineup has grown considerably in a few short years, which adds a level of complexity to its production.

“We are currently building the Chiron, the Chiron Sport, and the Divo. And, we’ll be building the Chiron Pur Sport, the Chiron Super Sport 300+, the La Voiture Noire, and the Centodieci as soon as their development has concluded. We naturally had to adjust or optimize our structures and processes, not only in the production or in R&D, but also in the design, procurement, and logistics departments — in all departments, really. We have successfully done so, and the team is proud to see the portfolio grow.”

Although it couldn’t share more details about what’s next, the company assured us it’s not idling in neutral. “We can’t disclose what we are working on, but our team doesn’t know boredom.”

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May 15, 2020 / Comments Off

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2020 Acura NSX Suspension Deep Dive

The Acura NSX has been a special car as long as I’ve been in the business. The first one came out in 1990, the same year I started my career in automotive engineering. I vividly remember driving one briefly back then when we brought one in for benchmarking. I’d drive it again 22 years later when my previous employer bought a used 1991 example for a long-term test. Reader interest was sky-high and the car was still gorgeous, but the march of time and automotive engineering had clearly left it behind.

Then, in 2016, a second-generation NSX emerged, and it was packed with bleeding-edge thinking. It has a 3.5-liter twin-turbo V6, but this new NSX is a hybrid with an electric motor-generator sandwiched between the engine and its nine-speed DCT transmission. Two more electric motors – one for each wheel – power the front axle. There they can add traction, regenerate electricity under braking and dole out hyper-accurate levels of torque vectoring.

The car’s tire package was changed from Continental SportContact 5 to SportContact 6 tires in 2019, and numerous suspension re-tuning tweaks came along with them. The result is a lively and well-balanced car that is relentless when driven hard and a pussycat around town. Let’s see what they’ve got going on under there.

At first glance the 2020 Acura NSX appears to have dual wishbone front suspension. But we can’t tell for sure because that big two-piece brake rotor is in the way. The coil-over shock looks obvious, but a few odd details are apparent even from here.

This view also seems to indicate double wishbone suspension. But the pivot axis (green arrow) between the upper and lower ball joints looks wrong – it’s far too vertical. We’re missing something.

But I would be remiss if I failed to point out a few other things before we moved on. For one, the front drive axle confirms this to be an all-wheel-drive machine. Second, the forged aluminum damper mounting fork (yellow) that envelops the axle is mounted to the lower arm about 75% out from the arm’s inner pivot. The spring and damper motion ratio would be 0.75-to-1 relative to wheel movement, with a tiny reduction due to its lean angle.

Lastly, just look at the huge cast aluminum upright (white). Beautiful. Normally these are called hub carriers or steering knuckles, and I use the terms interchangeably. But the motorsports-derived term upright is normally applied when the piece is tall and, well, upright like this one.

This explains everything. The lower end of the upright is located by two forged aluminum links, each with its own outer ball joint. This type of suspension is often called Double Wishbone with Dual Lower Pivots even though we’re not technically looking at a wishbone.

That plastic piece is a fence that guides cooling air for the brakes. This will be your last look at it because I’m about to unbolt it.

The apparently too-vertical steering axis we saw earlier was a false first impression. The real lower pivot is a virtual point that lives in a physically impossible place where the lines of each link intersect. The angled forward link (yellow) locates the wheel in the fore-aft direction and absorbs longitudinal forces, while the rear lateral link (green) manages the camber angle and takes up cornering forces.

As you might expect, that virtual point moves about. Here’s what it looks like in action with the wheel off, and with the wheel on I can scrub the tire (and the driveway) to show where the pivot axis intersects the contact patch.

The point of all of this is to put the steering axis in a more favorable position relative to the tire’s contact patch in order to improve steering feel and lessen kickback and torque steer from the electric motors.

The actual pivot points do not reside where the nuts appear at the bottom. They live within the rubber bellows and the aluminum link. The two link ends are stacked and angled because they want them to be closer together than they could be if both were arrayed side-by-side on the same horizontal plane.

The arms and links of the front suspension are bolted to the chassis with what I call tie-bars, but I like the term dogbone used internally by Acura. The rear lateral link’s dogbone is spaced from the chassis by color-coded shims of varying thickness to achieve the desired camber angle.

The forged aluminum upper arm uses a low-mounted “in wheel” ball joint (yellow) similar to what we saw on the MX-5 Miata. That choice was made here for many of the same reasons: keep the hoodline and center of gravity low.

It’s mounted with a pair of dogbones, but the oddest bit may be that it serves as the attachment point for the front stabilizer bar’s end link (green). It’s mounted about 60% of the way out from the pivot for an approximate 0.6-to-1 motion ratio.

That non-standard link position does make it easy to locate the stabilizer bar itself in a quiet corner.

The NSX uses magnetorheological dampers (MR, but Mr. Dampers makes me smile) that are controlled by a system of suspension height sensors (yellow) at each corner, a steering angle sensor and g sensors. Probably others. The MR damper itself is made by BWI – the current patent holder – but Acura has developed its own control software and sensor suite.

MR dampers are continuously variable. The valving is fixed, but the viscosity of the damper fluid that passes through that valving can be varied proportionally by the application of an electrically-generated magnetic field. This gives them exceptionally quick reaction times.

Meanwhile, the upper mount pokes up to where we can see daylight and the yellow-painted underside of the hood.

The upper mount is laterally bolted to the chassis so the hoodline can be as low as possible. But it’s not a simple single-shear mount. Hidden stepped dowel extensions make it so the bolts aren’t doing everything on their own.

The brake master cylinder is mounted sideways and is operated by a stepper motor (yellow). This is common on hybrids and electric vehicles because they seek to prioritize magnetic “regenerative” braking for routine stops before using the pads and rotors. The brake pedal is attached to a smaller hydraulic cylinder to generate authentic feel and a pressure signal the system can use along with pedal position sensor data to calculate its response.

If this sounds like brake by wire, it absolutely is. And the feel is fantastic. Acura engineers told me the feeling can be so consistent that they had to program in an artificial “long pedal” to let an aggressive track-day driver know when the brakes were getting hot and losing effectiveness. If the by-wire system utterly fails – an exceedingly unlikely event – that smaller hydraulic cylinder attached to the pedal becomes the back-up system.

The brakes are made up of six-piston Brembo fixed calipers and two-piece rotors. Steel rotors are standard, but long-lasting lightweight ceramic ones that save 52 pounds of total unsprung mass are available as an option.

The calipers use an open-window design, but they have a bridge bolt stiffener (yellow) that must be removed before the pads can be extracted.

The initial view of the rear looks similar to what we first saw up front, except there are two calipers back here.

There’s another forged aluminum upper arm back here, and it’s mounted with dogbones that are deep-set into a vast ablation-cast aluminum section of the rear chassis.

The lower end of the rear damper (yellow) is mounted directly to the knuckle, which gives it a 1-to-1 motion ratio. This is a high mounting point above the rear axle, and the mounting bolt itself also anchors a bracket for the stabilizer bar end link (green), which means it has a 1-to-1 motion ratio, too.

Meanwhile, the rear position sensor’s strut (white) and its upper arm attachment are clearly visible.

The rear damper’s somewhat high lower mounting doesn’t indicate a short damper. Like most mid-engine cars, the rear of the NSX has high haunches. And the upper attachment is the same low-profile sideways-bolted mount we saw in the front.

The lower end of the rear knuckle is located by a pair of links, making this a multilink suspension that just happens to have one wishbone. Each carries a plastic brake cooling air deflector that must be removed so we can see better, but an unusual-looking nozzle (yellow) remains.

That noozle is the terminus of a tube that is enclosed within the forward half of the two-piece rear subframe, and the source of its air is a NACA duct located closer to the middle of the car.

The forward link is an angled semi-trailing link that is mainly concerned with the wheel’s fore-aft location. Its high mounting relative to its partner link is a sign of anti-squat rear geometry.

The lateral link’s dogbone attaches to the chassis in an angled orientation that makes its pivot axis (yellow) roughly line up with the forward link’s elevated pivot point.

As we saw up front, the rear wheel’s camber is adjusted via color-coded shims that are sandwiched between the dogbone and the chassis. This view also shows the overlapping interface of the two-piece subframe (green) at a point where both parts share a mounting bolt.

The toe link sits behind the rest, and it is quite a bit longer than its partners. Mid-engine cars are very responsive to steering inputs, so a healthy dose of roll understeer is necessary to keep them in line. This one has a turnbuckle (yellow) in the middle for easy static toe adjustments.

Here’s how this trio of links bolts to what is a tidy cast-aluminum knuckle.

No I didn’t forget about the rear stabilizer bar. Its pivots (yellow) are sandwiched between the rear subframe half and the chassis, and it arcs over the lateral link to meet its own connecting link (green). Try to ignore the bracket, which holds the air deflector I removed.

The main brake is a Brembo four-piston fixed caliper with an open pad-extraction window, while the smaller one is an electronically-controlled parking brake. The extremely flat central hat section of the two-piece brake rotor leaves no room for the in-hat drum parking brakes that less performance-minded cars tend to favor.

For their size, the Acura NSX’s wheel and tire package are admirably light. The 2019 and 2020 versions of the NSX use Continental SportContact 6 tires mounted on Y-spoke rims, a design that was chosen for its superior strength-to-weight ratio. It doesn’t hurt that they look fantastic, too. The 19-inch front rims are 8.5 inches wide, wear 245/35ZR19 tires and the assembly weighs just 41.5 pounds. The 20-inch rears are 11 inches wide, are shod with 305/30ZR20 tires and weigh just 54.5 pounds each.

There’s a lot of fascinating engineering hidden within the wheelhouses of the second-generation Acura NSX. And it all works beautifully. The 2020 NSX is an epic-handling machine that is also quite livable day-in day-out on the street. It is a thoroughly modern supercar, but it also plays homage to the original. It’s a pity we don’t see more of them out there on the road.

Contributing writer Dan Edmunds is a veteran automotive engineer and journalist. He worked as a vehicle development engineer for Toyota and Hyundai with an emphasis on chassis tuning, and was the director of vehicle testing at Edmunds.com (no relation) for 14 years.

Read more Suspension Deep Dives below and let us know which cars you’d like to see Dan put up onto the jack stand next …

Mazda MX-5 Miata Suspension Deep Dive

Toyota GR Supra Suspension Deep Dive

Porsche Taycan Turbo Suspension Deep Dive

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May 13, 2020 / Comments Off

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Ferrari mule lapping Fiorano could house V6 hybrid

Ferrari spoke of plans to add a V6 to its lineup two years ago, without dropping its two other trademark motors. The brand’s SVP of commercial and marketing, Enrico Galliera, told Australia’s WhichCar last year, “So the technology we are going to have, V12, V8, V6 turbo. Hybrid will give us the possibility to have a platform that we can mix to achieve emissions targets.” There’s been much chatter around when and where the V6 in turbo and/or hybrid form would show. We still don’t know, but it’s possible that we’ve had our first sound check for it, thanks to four brief videos on Instagram.

Instagram user simonemasetti_photography, a regular around Ferrari’s Fiorano test track in Maranello, captured the vids, while Instagrammer cochespias uploaded them. The camouflaged 488 mules lapping the circuit wear camo similar to that on a 488 mule spotted on Maranello roads with an electricity warning sticker on its frunk.

We can’t be certain of what engine lurks behind the cabin of the test cars, but all the cars are much quieter than one would expect Ferrari’s 3.9-liter twin-turbo V8 to be. In the first video, the coupe accelerates so hard that a long lick of fire shoots out the exhaust, with only a gentle ‘whoosh’ — no wail or roar — to accompany it. The third vid makes the best comparison, the one that opens on two 488-looking coupes in the far distance, one black and one camo’d. When the camo’d car takes off, moving away from the camera, we hear the sound we’d expect from a charging Ferrari V8. However, when the car we suspect is a hybrid V6 passes right in front of the camera, even under acceleration it makes hardly any noise compared to the car in the distance.

These cars, in fact, sound just like the car Masetti caught testing at Fiorano last September, which he believes is the V6 hybrid.

No matter what’s being tested, we know little about Maranello’s V6. One origin story says the mill has been developed from the 2.9-liter twin-turbo six-cylinder in the Alfa Romeo Giulia Quadrifoglio, which itself is suspected to be derived from the 3.9-liter twin-turbo V8 in the F8 Tributo. Another origin story figures the V6 is a brand new engine. No matter where it began, consensus is that the hybrid unit will enter production around 2022 and produce more than 720 horsepower.

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May 13, 2020 / Comments Off

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Lotus Evija’s wild aero setup is detailed by chief aerodynamicist

The Lotus Evija is a car of firsts for Lotus. To that end, the company has spent a lot of time talking over the details. Today, we get to learn about the wild shape’s aerodynamics and what Lotus engineers were trying to accomplish. Richard Hill, chief aerodynamicist for Lotus takes a dive into all the details, and the video at the top of this post offers a great visual.

“Most cars have to punch a hole in the air, to get through using brute force, but the Evija is unique because of its porosity,” Hill says. “The car literally ‘breathes’ the air. The front acts like a mouth; it ingests the air, sucks every kilogram of value from it – in this case, the downforce – then exhales it through that dramatic rear end.”

We can see what Hill means as we look at the Evija in photos. Instead of a regular front bumper, this one has pass-throughs that direct the air back into the side of the car. Lotus hasn’t released the all-important coefficient of drag figure yet, but we have to imagine it’s very low. The front splitter (below, left) is responsible for a few different things.

The opening in the center takes in air to cool the battery pack that is mounted behind the seats. Then, the outer section of the splitter channels the air to the “e-axle” for cooling of the electrical components. And finally, it also produces downforce.

There are a couple more tunnels for air to pass through in the rear. These “holes” are likely the most distinctive design feature, especially when accentuated with the LED taillights. Hill says that these are also fully functional and help to reduce drag.

“They feed the wake rearward to help cut drag,” Hill says. “Think of it this way; without them the Evija would be like a parachute but with them it’s a butterfly net, and they make the car unique in the hypercar world.”

On top of all these porous body structures, there are pieces that move. The rear wing can elevate upward from its flush body position and deploy into clean air above, creating more downforce. And then there’s an F1-style drag reduction system. This uses a horizontal plane that deploys from the car to make it slipperier through air.

The final big piece of this puzzle is the underbody sculpting that directs air into the massive rear diffuser. This causes an upwash of air, in turn creating a massive amount of downforce. Hill sums it up quite nicely.

“It’s about keeping the airflow low and flat at the front and guiding it through the body to emerge high at the rear,” Hill says. “Put simply, it transforms the whole car into an inverted wing to produce that all-important dynamic downforce.”

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May 12, 2020 / Comments Off

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Lamborghini turns the Huracán EVO into a tail-wagging rear-wheel-drive roadster

The latest evolution of the Lamborghini Huracán Evo loses its top and its front axle to deliver a wind-in-your-hair driving experience whether it’s going forward or sideways. The company proudly explained the newest addition to its line-up relies on hardware — not software — to make driving as engaging and thrilling as possible.

Lamborghini added Amazon Alexa integration to the Huracán earlier in 2020, but there’s no guarantee the digital assistant will hear your voice commands when you’re driving flat-out with the roof down. The two passengers sit low in the Huracán, and they’re merely inches away from a naturally-aspirated, 5.2-liter V10 that screams and shouts as it develops 610 horsepower at 8,000 rpm and 413 pound-feet of torque at 6,500 rpm. These figures are a little bit lower than the ones posted by the 10-cylinder when it powers the all-wheel drive Huracán Evo.

The rev-happy V10 spins the rear wheels via a seven-speed dual-clutch automatic transmission that’s quick when it needs to be, and docile when the occasion calls for it. Hitting 62 mph from a stop takes 3.5 seconds, meaning it’s there before you’ve reached the end of this sentence, and its top speed checks in at 201 mph.

Lamborghini re-tuned the Performance Traction Control System (P-TCS) to give the driver as much grip as possible in a wide variety of situations. If you don’t want grip, however, the Huracán Evo is more than happy to go sideways thanks to clever, gyroscope-based technology that allows its rear end to break loose and limits the engine’s torque output if it detects the oversteer angle crosses a pre-determined threshold. This function works when the driver selects Sport mode using a steering wheel-mounted switch; it’s off in Strada (or street) mode.

Even supercar manufacturers need to inject a generous dose of connectivity into their cars, and Lamborghini is no exception. There’s an 8.4-inch touchscreen in the center stack that displays an infotainment system the firm developed in-house. It allows the front passengers to browse the internet on-the-go, make hands-free phone calls, and load Apple CarPlay. Android Auto isn’t available, so motorists without an Apple device are out of luck.

The 3,326-pound rear-wheel drive model stands out from its all-wheel drive counterpart thanks to model-specific front and rear ends shared with the hardtop variant. Lowering or raising its power-operated soft top takes 17 seconds, even at speeds of up to 30 mph. The rear window can be lowered to better hear the V10, too.

On sale now, the Lamborghini Huracán Evo Rear-Wheel Drive Spyder (yes, that’s its full name) carries a base price of $229,428 in the United States before taxes enter the equation. Deliveries will begin in the summer of 2020. Enthusiasts can work directly with Lamborghini’s Ad Personam program to personalize their car.

Lamborghini resumed production in its historic Sant’Agata Bolognese, Italy, factory after a brief coronavirus-related hiatus, and 2020 is nonetheless going to be a busy year for the firm. It’s preparing to introduce a track-only, V12-powered supercar with 830 horsepower on tap, and it told Autoblog it will take the Urus — its only SUV — racing before the end of the year. Meanwhile, another team within its research and development department is busily working on a gasoline-electric plug-in hybrid variant of the Urus due out sooner rather than later.

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May 7, 2020 / Comments Off

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Urwerk honors C-3PO with its limited-edition UR-100 Gold Edition

Star Wars fans like us normally look forward to a particular month each year. Aside from big movie releases from the beloved franchise, May the 4^th is where the action is at. We love how geeks were able to create a clever pun for “may the force be with you.”With several companies cashing in on the craze, one stands out among the rest this 2020. Urwerk presents the UR-100 Gold Edition – a highly exclusive version for a cause.

As you can probably guess, this is a tribute everyone’s favorite protocol droid – C-3PO. As such, Urwerk gives its 41-mm 2N yellow gold case a satin polish to emulate the golden finish of the titular character. Aside from its clear reference to Star Wars, the company is auctioning the first production piece of the UR-100 Gold Edition to help in the fight against COVID-19.

Owners of previous UR-100 watches are aware of the small plate with an engraving of the number of examples on the side. For the C-3PO model, Urwerk is changing it into FIGHT C19, to honor those working in the front lines amid the pandemic. Bidding starts on May 8 at 4 PM and ends on May 10 4 PM. Meanwhile, all proceeds will then go to the charity of the lucky owner’s choosing.

For those who are wondering how the unique satellite complication works, let us give you an overview. The hours are shown by the circular discs that spin on their own axis around the carousel. For the minutes, users can use the retrograde pointer at the bottom. The Urwerk UR-100 Gold Edition finally gives C-3PO the respect he deserves.

Bid for it here

Images courtesy of Urwerk

May 7, 2020 / Comments Off

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This 900-horsepower Audi SUV is the RQ 900 from Manhart

Not content with the Toyota SupraGR-450 that was recently headlining our page, Manhart is back with another custom ride. This time, it is shifting from a Japanese marque into a label that a little more local. This German tuning outfit is now doing what it does best with an SUV from Audi. With its impressive work on various marques such as Land Rover, Volkswagen, BMW, and Mercedes-Benz among others, this project should be equally remarkable. This here is the RQ 900.

Gearheads who have been closely following Audi’s catalog knows that it is an RSQ8. This machine is already a luxury-tier SUV in its original configuration. However, after Manhart lets it run through a gauntlet of upgrades, the result is absolutely mesmerizing any way you look at it. Starting with the stock 592-horsepower 4.0-liter V8 bi-turbo engine, the RQ 900 is ending up with a wicked boost.

How crazy you ask? Well, how about a whopping 900 horsepower and 796 lb-ft of torque at its disposal. Manhart makes it possible through an ECU mod, carbon fiber body kits, a transmission tweak, and new exhaust system. We recommend taking it for a run on the tracks to experience everything it has to offer. This is one souped-up SUV that nobody will want to mess with.

The Manhart is not limiting its work to performance only. Thus, the RQ 900 gets an exclusive decal treatment to give its stealthy exterior some contrast. You end up with a stylish black and gold colorway that stunning. If this is something you want, then hurry up because only 10 examples are available.

Make it yours here

Images courtesy of Manhart

May 7, 2020 / Comments Off

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Bell & Ross presents another stylish timepiece called the BR 03-92 HUD

If you’re in the market for watches with a tactical military theme, the Bell & Ross catalog should be your go-to list. One of its latest additions to the lineup is the BR 03-92 HUD. A quick glance and it’s evident that the aesthetic is inspired by fighter planes and choppers. Those who are familiar with the instruments inside the cockpit will immediately recognize where it gets the aesthetics from.

As the name suggests, the HUD stands for Heads Up Display. It is where military fighter crafts show crucial information directly in the field of view of the operator. Owners of other Bell & Ross timepieces will still find the circle within a square case form factor. The matte black ceramic case of the BR 03-92 HUD measures 42 mm and sports black dial.

Meanwhile, the sapphire crystal comes an anti-reflective coating with a green tint that emulates the glow of the aircraft’s instruments. You can spot the hour hand set in a central disc, while the minute and seconds are more traditional pointers. For reliable visibility in low-light conditions, most of the elements flaunt a coat of SuperLuminova C3.

These all combine to give the BR 03-92 HUD a digital appearance. However, we assure you that this is a mechanical model. It runs on a Bell & Ross BR-CAL.302 calibre automatic movement. Completing the look is a choice between a black silicone strap or a synthetic fabric also in a dark finish. Only 999 examples will be available and should ship out to buyers in June 2020.

Pre-order now: here

Images courtesy of Bell & Ross

May 6, 2020 / Comments Off

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Ferrari to gradually restart operations from Monday

MILAN — Luxury carmaker Ferrari said on Thursday it would restart operations at its Maranello and Modena plants on May 4, when Italy is set to start lifting coronavirus lockdown measures.

The two facilities, both located in Italy’s northern Emilia-Romagna region, have been closed since mid-March when Rome imposed curbs on people’s movements and froze manufacturing activities deemed as non essential, to contain the spread of the coronavirus.

The sites will resume operations “gradually” and return to full production on Friday May 8, Ferrari said.

Ferrari said that before resuming operations it was organizing training sessions for workers — focused on precautionary measures they must take — as part of its “Back on Track” program, unveiled earlier this month and aimed at preparing for a safe working environment at the sites.

Under this program, Ferrari staff, families and suppliers will first take blood tests and will then be given an app which will alert them if they’ve been in close contact with any of the people taking part in the scheme who had contracted COVID-19.

During the closure period Ferrari has produced parts to convert snorkel masks into respirators for treating patients with coronavirus and to protect medical workers, using its 3D printing technology at its Maranello plant.

(Reporting by Giulio Piovaccari, editing by Giulia Segreti and Susan Fenton)

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April 30, 2020 / Comments Off

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11 Ravens and Rolls-Royce collaborate to give us the Stealth pool/ping-pong table

With the situation we’re facing right now, you’re probably staying indoors even more than before. We’re guessing that you might have taken a tour around your home and spotted some areas that could do with some enhancements. If your man cave is missing something that would add a level of luxury that others can only dream of, a pricey solution could be on hand. To match your mansion, exotic cars, yacht, why not add the 11 Ravens x Rolls-Royce Stealth pool table?

If the brand seems familiar, we recall featuring one of the snazzy products previously on our pages. Now, the company is reworking its Stealth series in partnership with the British luxury carmaker. Given that 11 Ravens already offers a wealth of customization options, this one, in particular, appears to be the most lavish yet. As such, what we have here is precision engineering at its finest that oozes with style from any angle.

Instead of the name implies, this masterpiece does not fly under the radar. Instead, it will immediately grab your anyone’s attention the moment it is within view. The 11 Ravens x Rolls-Royce Stealth is an exclusive collaboration that is available for the elite few. The set features LED lighting and even comes with custom billiard balls with cue sticks.

While most elements of the pool table are in an elegant black finish, another color adds a beautiful contrast. Using 14-carat solid gold sheets and black Lucite panels, the combination is a mesmerizing sight to behold. Talk about versatility, the 11 Ravens x Rolls-Royce Stealth even doubles as a dining table. With an insane $250,000 price tag, we can only dream of having one.

Check out more from 11 Ravens

Images courtesy of 11 Ravens

April 30, 2020 / Comments Off

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