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Tuesday, January 15, 2008

Rolls Royce 100EX












It's been awhile since we've heard from Rolls Royce about the 100EX concept, which had been announced as one of two new vehicles the ultra-exclusive brand would be bringing to market soon, the other being the long wheelbase Phantom. The 100EX debuted at Geneva in 2004 and production of a four-door convertible based on the concept is scheduled to go on sale in late 2006 as a 2007 model. Though the 100EX is motivated by an epic 600-hp powerplant displacing 9.0L throughout 16 cylinders, the production model, likely to be called the Corniche, will supposedly make do with the Phantom's 453-hp V12. RR has just released these pictures of the 100EX rolling around the isle of Manhattan increasing property value wherever it roamed.







The 100EX is the first Experimental Car to be produced by Rolls-Royce Motor Cars since BMW Group became the custodians of the marque in 1998 and launched the all-new Phantom at the company’s new home in Goodwood in January 2003. Based on a lightweight aluminium space-frame, this open-top, four-seat, two-door drophead has been designed and produced to celebrate the 100-year anniversary of Rolls-Royce, which falls in May 2004. There is no plan to produce it as a series model. Experimental models have long been a feature of Rolls-Royce, particularly between 1919 and 1957 when a number of motor cars were given the ‘EX’ name. Unlike a concept car, an experimental car functions more fully and was originally used by Rolls-Royce to test and evaluate new systems, components and features.



While the design of the 100EX and the choice of its special construction materials resonate strongly with Rolls-Royce tradition, both its aesthetic qualities and its technological content place it squarely in the 21st century. A strong nautical theme runs throughout, with bleached teak decking featuring both inside and outside the car. Polished aluminium also features heavily, particularly on the bonnet and windscreen surround, while the composite body is finished in Dark Curzon.



The design team that shaped the new Experimental Car was based in Southern California, at BMW Group’s studio, Designworks – an entirely natural setting for a luxurious convertible. Here research was conducted into the Rolls-Royce design language specific to open-top motoring. A number of designs were proposed with the ultimate choices progressing to the clay stage. After final selection, the build process began, this time at BMW’s specialist design and build facilities in Munich.

Tuesday, January 8, 2008

Rolls Royce Phantom Drophead







The Rolls Royce Phantom Drophead is the type of car most of us will never be able to park in our driveways, which makes watching reviews like this latest clip from Top Gear the only chance to get an idea of what it would be like to own one.







Rolls-Royce
doesn’t manufacture cars. It hand crafts motorcars. Similarly, the two-door open-air version of the Phantom sedan is no mere convertible, but a drophead coupĂ©. No matter what you call it though, it is a striking automobile to behold. The styling evokes traditions of past Rolls-Royce cars without slumming the retro ghetto. The wood is plentiful, the chrome finishes are mirror-like, and every interior surface that isn’t wood or metal is covered with hides from a small herd of identical cattle. You don’t drive this car, you motor.





This Rolls-Royce is an ostentatious car. Even the name—Rolls-Royce Phantom Drophead CoupĂ© is pretentious. Puhleese. Call it a Roller Convertible, and be done with it, already. It sounds like an entry at the Westminster dog show.



The affectations start early and are deliberate. Only 200 a year will be built, 40 percent of which will come here, and the first year’s allotment is sold out. Why, of course it is! Its price is a cool half-mil when the teak decking, stainless-steel hood and chromed, oversized wheels are bespoken and befitted with tax, license, destination and gas-guzzler tariff. That doesn’t account for the shooting locker, humidor or wine cellar they’ll gladly fit should you desire. Throw in another $30 grand, and you can have a gold Spirit of Ecstasy hood ornament (and who wouldn’t want that?). Niiiice.





Even though we've known the Phantom Drophead Coupe has been coming ever since Rolls-Royce unveiled the convertible 100EX concept three years ago, the sight of one out here in the real world is still enough to drop the jaw. From its sweeping profile to its striking face with that angled, jutting radiator, Rolls' second new product since BMW bought the name in 1998 sees the company still in no mood for understatement. It is ostentatious like no other car on the road, the most visible declaration of wealth on four wheels.





But if any car can get away with this, surely it is one with the Spirit of Ecstasy riding high on its nose. For when you get past the overtness of its detailing, such as the stainless steel bonnet, teak deck (both technically optional but, to date, with a 100% take-up) and those gimlet-eyed headlamps, what remains is a magnificently imposing vehicle. For any other car manufacturer, it would be too brave an approach, but for a Rolls it seems natural and conspicuously desirable, which is perhaps just as well given its £305,500 price tag.





Get beyond its DC Comics appearance and what lies beneath is almost pure Phantom. Sure there's 25cm taken out of the wheelbase but it's still the same spaceframe chassis, beefed up in key areas to replace most of the rigidity lost in the decapitation process. Overall it weighs just 70kg more than the Phantom, a tribute to how hard the engineers have worked to keep its weight down. Even so, at 2,620kg, it's not going to be winning slimmer of the year any time soon. The engine is the same 6.75-litre V12 with the same 453bhp, its gearbox an unchanged ZF six-speed automatic. Rolls calls the car a full four-seater, more of which in a minute.





There is only one car capable of mounting credible opposition to the Phantom Drophead Coupe and it is Bentley's more powerful, more spacious £222,500 Azure, which has everything the Rolls has except perhaps the most important thing of all in the rarefied world of the ultra-high luxury convertible: an unrivalled sense of occasion.

Thursday, January 3, 2008

Mercedes-Benz R320


For 2007, Mercedes-Benz chose to upgrade its R-Class by adding a high-performance model, the R63 AMG, and a diesel version, the R320 CDI.



Introduced for the 2006 model year, the automaker says the R-Class "grand sports tourer" is the company's first model to blend the merits of a sport utility vehicle, sports sedan and luxury wagon. In addition to the new AMG and CDI versions, two more trim levels are available: the R350, equipped with a V-6 engine; and the R500, powered by a V-8. A seven-speed automatic transmission works with an all-wheel-drive system.



The R-Class evolved from the Grand Sports Tourer concept of 2000, and Mercedes said the production model didn't change much. Marketers promote the R-Class for its style, sophistication, luxury and spacious six-passenger capacity.




Exterior

Front and rear design cues are modeled after Mercedes-Benz coupes and sedans. Rounded and squat at the rear, the new model flaunts a relatively long profile.



The unibody R-Class wagon is about an inch longer than Mercedes' flagship S-Class sedan. Two distinct sunroofs are optional: a conventional glass panel or a double-sized panoramic unit with a 5-foot-7-inch glass panel. When opening the panoramic sunroof, half of the panel moves atop the other so headroom isn't affected. Powered roller blinds in this roof protect occupants from the sun.



Privacy glass is standard, and a single-lift tailgate is installed. The R-Class' fully independent suspension uses double wishbones up front and a four-link setup at the rear. A load-leveling rear air suspension is standard, and the driver can select from three operating modes: Normal, Comfort or Sport. Dealer-installed roof rails are available.




Interior

The R-Class provides space for up to six occupants courtesy of three pairs of seats. Space between the first and second row measures 34 inches, with 30 inches between the second and third row. There's enough space between the second-row seats to walk through to the third row, and individual seats in both rear rows can be folded. An optional second-row console contains additional cupholders, and bottle holders are located in each door pocket. The seats have leather inserts, and brown bird's-eye maple wood trims the doors, dashboard and center console.



The four-spoke multifunction steering wheel features brushed-aluminum accents, and a new electronic gear selector is mounted on the steering column. The upper section of the two-tone dashboard arches over the instrument cluster, which holds two cylindrical binnacles for the speedometer and tachometer.



Weather-band reception is included in the standard radio, which has a single-CD slot and controls for optional satellite radio. An auxiliary plug in the glove box connects to MP3 players. Optional flat-screen monitors built into the back of the front head restraints can provide entertainment for rear passengers.




Under the Hood

The R63 AMG makes the biggest splash in this department, pumping out 507 horsepower and 465 pounds-feet of torque. A 3.5-liter V-6 in the R350 develops 268 hp and 258 pounds-feet of torque. The R500's 5.0-liter V-8 produces 302 hp and 339 pounds-feet of torque. The R320 CDI will produce 221 hp and 398 pounds-feet of torque.



All the engines team with a seven-speed automatic. The transmission is able to skip as many as three gear ratios during downshifts to get the transmission in the proper gear. All-wheel drive includes three differentials.




Safety

Side curtain airbags protect occupants in all three rows of seats, and door-mounted side-impact airbags for front occupants are standard. A rollover sensor can activate seat belt pretensioners and the side curtain airbags. Antilock brakes and an Electronic Stability Program are standard, and a tire pressure monitoring system is installed.



Driving Impressions

The refined, versatile, luxurious R-Class yields a lush ride even when surfaces get rough. Few drivers could ask for a more satisfying luxury tourer for long hauls.



Handling is no less impressive. Steering feels just right for this new class of car, and it requires moderate effort with utterly satisfying response. The R500 stays on course through twisting roads without undue effort, and it behaves graciously with no unpleasant displays. Though not especially sporty in nature, it exudes luxurious confidence. Body roll occurs in curves, but it's not excessive and isn't too affected by the choice of suspension mode.



Acceleration with the V-8 is always abundant, with power that is refined, if short of startling. The automatic transmission functions effortlessly and always seems to know which gear to be in and for how long. The V-8 becomes taxed on steep grades, but downshifts are so smooth and appropriate that you hardly notice. The R350, with its V-6 engine, can scamper up grades almost as assertively, issuing only a little more engine noise.



Just a touch of driveline and road sound is evident, but the engine is nearly silent unless pushed hard. A nest of headrests impairs the rearward view, which is otherwise OK and helped by ample mirrors. The seats offer magisterial comfort and support, are wholly adjustable to suit one's physique, and remain appealing even after hours of driving. Reflections are evident in the steep windshield, but they're not too distracting. Cylindrical gauges are big and easy to read.