Articles by Viknesh Vijayenthiran

The latest generation of the Audi A3 arrived here last year, and we’ve already spied the A3 Cabrio and its sporty ‘S3’ variant testing in prototype form. But these computer-generated renderings give us a fairly accurate look as to how the new convertible will be styled. With many buyers in the luxury market now looking for smaller and more fuel-efficient vehicles, the new generation of the A3 Cabrio could be too hard to resist. The new A3 Cabrio will be bigger than the model it replaces.The car’s only direct rival will be the upcoming 2-Series Convertible from BMW, which replaces the current 1-Series Convertible, although we could eventually see a convertible added to Mercedes-Benz’s new small car family. Powertrain options are likely to include a base 1.8-litre TFSI gasoline engine rated at 132 kW and 249 Nm, as well as a more powerful 2.0-litre unit. The high-performance S3 Cabrio will feature the same 2.0-litre TFSI with 218 kW of power and 379 Nm of torque found in the S3 Hatch and S3 Sportback. Inside, owners will find nice round dials and air vents, plus plenty of leather. Audi's latest MMI interface system will handle the media and navigation functions, with displays of either 15 or 18 cm available. Look for a debut of the Audi A3 Cabrio sometime next year, which means you can expect a 2015 model year arrival. www.motorauthority.com  

This is the McLaren P1 supercar as it will appear at the 2013 Geneva Motor Show on March 5 and in McLaren showrooms all around the globe later in the year. The production version looks almost identical to the concept version unveiled last year in Paris, with only a few subtle details to tell them apart and all of the proposed Formula One technology still intact. We can confirm that only 375 examples will be built, making the P1 one of the most exclusive supercars of modern times. That number is still more than three times the amount of the P1’s predecessor, the legendary McLaren F1, though we're sure seeing one in your neck of the woods will still be an extremely rare sight, unless you happen to live in Monaco or Dubai. Pricing is set at $1.15 million, though the number is meaningless as we’re sure the car is already sold out. McLaren says at that price the car is fully loaded, but the company’s McLaren Special Operations personalization service will happily inflate the sticker should you desire to burn more cash. Top speed Moving on to performance, the P1 will be able to accelerate to 100 km/h from rest in under 3.0 seconds, pass 200 km/h in under 7.0 seconds, and close on 200 km/h in no more than 17 seconds. Top speed is electronically limited to 350 km/h. So it won’t outmatch current supercars like the Bugatti Veyron Super Sport and Koenigsegg Agera R in straightline speed, but that isn’t really the point as McLaren has sought to make its P1 one of the fastest road-legal cars around a race track. As already announced, the McLaren P1 will have the combined force of two highly-efficient powerplants: a V-8 engine and electric motor. They offer a mix of insane throttle response, day-to-day drivability and top speed thanks to various driving modes including electric only, gasoline only and combined hybrid modes. Engine Its V-8 engine is an upgraded version of the twin-turbocharged 3.8-litre M838T unit built by Ricardo and currently fitted to the MP4-12C, and in the P1 delivers 535 kW and 718 Nm of torque on its own. The electric motor adds 130kW and 259 Nm, all of which can be drawn on by pressing the “IPAS” (Instant Power Assist System) button on the car’s steering wheel. Hybrid drivetrain McLaren says the additional boost of the electric motor allows a wider performance band, allowing the turbocharged car to feel like a naturally aspirated one. Note, a further benefit is that the electric motor also allows faster upshifts of the gearbox. This is achieved through the application of instant negative torque at the point of shift, making the engine revs drop as quickly and efficiently as possible to the required engine speed for the upshift. In addition to the IPAS button, the P1’s steering wheel features a second button marked “DRS.” This is to activate the car’s Drag Reduction System, which uses technology similar to that employed on current F1 cars. Speed can be increased by reducing the amount of drag--up to 23 percent--on the P1's rear wing, which is done by changing its angle. The system immediately deactivates when the button is released, or if the driver touches the brake pedal. Massive stopping power comes from a braking package developed by Akebono, McLaren’s brake specialist in F1. The system features a new type of carbon ceramic disc, used for the first time on a road car. Not only is the system lighter, it dissipates heat more effectively, giving the highly efficient braking system exceptional stopping and cooling capability. These work in conjunction with super sticky Pirelli P Zero Corsa tires. The team at Pirelli was involved throughout the entire development program, and has also transferred much of its knowledge gained from F1. Full carbon-fibre construction The car’s construction is all carbon-fibre. Built around what McLaren likes to call the MonoCage, the P1 uses a carbon fiber monocoque and roof structure to form a strong safety cage. The structure of the MonoCage, unlike the 12C’s MonoCell, also serves to guide air into the engine through an integral roof snorkel and air intake ducts, saving further weight. The P1 is highly aerodynamic in its design, carrying a drag coefficient of just 0.34 despite generating around 600 kilograms of downforce at speed. Part of that equation is the aforementioned active rear wing, which can extend 30cm for maximum performance. The carbon fiber theme continues into the P1’s relatively spartan cabin, which features a digital gauge cluster complete with a race-inspired digital dash readout. The display has multiple modes including a “Race” mode, where a bank of lights across the top illuminate green, followed by red and finally blue. These act as a shift indicator, as in McLaren’s own F1 car. The P1 is a strict two-seater, with storage space minimal due to the 90 kilogram battery back sandwiched between the seats and the engine. Only a single change between production and concept As for the styling, McLaren explains that after engaging with potential customers following the reveal of the concept in Paris, it was determined that the large majority wanted the design to remain unchanged. So unusually, the P1 has translated to production form with very little change. In fact just one, the addition of cooling ducts ahead of each of the front wheels to further aid cooling and optimize downforce. Now that we finally know all there is to know about the McLaren P1, apart from how it drives, stay tuned for live photos and video following the car’s debut at the 2013 Geneva Motor Show next week. www.motorauthority.com  

Sitting at the top of a three-tiered hierarchy of 991-based Porsche 911 race cars, with the 911 GT3 Cup serving as the entry point and the yet-to-be-revealed 911 GT3 R (and R Hybrid) taking up the middle spot, the new 911 RSR will compete in various motorsport events around the world, including at the prestigious 24 Hours of Le Mans this June. The last time Porsche competed at Le Mans was in 1998, a race in which its factory team scored the overall victory. While Porsche’s full-scale Le Mans assault doesn’t start until next year, where it will compete in the top LMP1 category, for this year’s race the German sports car manufacturer will be competing with this latest 911 RSR race car together with Team Manthey in the GTE class.   Porsche also plans to compete in the full 2013 World Endurance Championship (WEC) using the 911 RSR, with the works squad to field two cars throughout the season. Among Porsche’s driver lineup are Richard Lietz, Patrick Pilet, Marc Lieb, Joerg Bergmeister, Romain Dumas and Timo Bernhard. Actor Patrick Dempsey and his racing crew will also field a 911 RSR in the GTE-Am class at Le Mans. No specs for the car have been revealed yet, though power should come from an enhanced version of the 4.0-litre flat-six found in the outgoing car. Engine power limits will once again be restricted in line with the various race regulations the car will be competing under. The first time we’ll get to see the 2013 Porsche 911 RSR in competition will be at the WEC season-opener, which takes place at the Silverstone Circuit in the UK on April 14. www.motorathority.com  

The new concept, dubbed the Jet 2+2, is a follow-up to the Italian design house’s previous Jet 2 shooting brake concept, which was unveiled in 2004 and based on the first-generation Aston Martin Vanquish. The new Aston Martin Rapide Jet 2+2, Bertone says, celebrates Aston Martin’s centenary this year as well as 60 years of collaboration between the two firms. Unfortunately, only one example of the Aston Martin Rapide Jet 2+2 will be built. Autocar tells us that the stunning concept was commissioned as “a strict one-off” by a collector and that the project has the full approval of Aston Martin.  As the Aston Martin Rapide Jet 2+2 name suggests, the interior features two rows of comfy seats, which come lined in plush, perforated leather and feature a two-tone design. Thanks to the new shooting brake bodystyle, there is now more headroom for rear-seat passengers than found in the regular Rapide and the rear seats can be folded flat to create more usable luggage space. The interior of the Aston Martin Rapide Jet 2+2 is also dressed in polished wood and aluminum trim.  Though the Aston Martin Rapide Jet 2+2 features many of the visual enhancements of the latest Aston Martin Rapide S, like the aggressive grille, the powertrain is based on the older model’s spec, which means the car’s 6.0-litre V-12 is tuned to 346 kW rather than the newer car’s 405 kW rating. That doesn’t matter as the focus here is on the styling. Though the overall dimensions of the Aston Martin Rapide Jet 2+2 are much the same as the regular Rapide sedan, the stretched shoulder line, stubbed rear and One-77-inspired tail-lamps makes the Jet 2+2 really stand out. No doubt we'll see some of these styling elements on future Astons. Look for both the new Bertone Aston Martin Rapide Jet 2+2 shooting brake concept and 2014 Aston Martin Rapide range at the 2013 Geneva Motor Show, which kicks off on March 5. www.motorauthority.com    

It was at the Geneva Motor Show just two years ago where Alfa Romeo first unveiled its stunning 4C concept car. Now, just a week out from this year’s show, Alfa Romeo has revealed full specifications for the production 4C, which heralds the return of the illustrious Italian brand on U.S. soil when it lands in showrooms later this year. The production Alfa Romeo 4C, which will arrive as a 2014 model, looks every bit as breathtaking as the original concept, right down to its mid-engine layout and jet fighter-style cockpit. The 4C also maintains most of the concept’s drool-worthy specs, including the turbocharged four-cylinder engine, 4 metre length and full carbon fiber monocoque chassis. Power comes from a direct-injected and turbocharged 1.75-litre four-cylinder engine, which rates at 178 kW. That may not seem like a lot but the power to weight ratio is impressive, which the final curb weight of just over 950 kilograms for the Alfa Romeo 4C. The 4C engine features an aluminium block and special intakes designed to deliver a sporty note and good throttle response. Alfa Romeo also boasts that the engine features a ‘scavenging control system’ that said to get rid of any turbo lag. Drive is sent to the rear wheels only, with a seven-speed dual-clutch transmission used to swap gears. The transmission offers full automatic mode as well as a manual mode that relies on paddle shifters located behind the steering wheel. Performance estimates include a 0-100 km/h time of around 4.5 seconds and a limited top speed of 250 km/h. The handling, meanwhile, is taken care of thanks to lightweight aluminium suspension frames that get mounted to the car’s carbon tub. These feature double-wishbone and MacPherson strut designs. The Alfa Romeo 4C also comes with a driving ‘DNA’ selector, which will allow the driver to select from Dynamic, Natural and All Weather modes, plus a special Race mode. www.motorauthority.com  

Following the launch of the MkVII Golf in Paris last year, Volkswagen has revealed one of the car’s first variants, the sporty Golf GTD. The diesel-powered hot hatch is scheduled to make its debut at the 2013 Geneva Motor Show on March 5, where it will likely join the highly anticipated MkVII Golf GTI and new e-Golf electric car, both of which are expected to be launched in the U.S. around the end of the year. Though there have been reports that Volkswagen is seriously considering the Golf GTD for local sale, we wouldn’t hold our breath short of anything but an official confirmation. That’s a shame, because the Golf GTD is one very cool car. Like all MkVII Golf variants, the latest Golf GTD rides on the Volkswagen Group’s brilliant MQB platform, which not only affords more powerful engines and more interior space than previous generation cars, but better fuel economy and much lighter weight. The MQB is around 100kg  lighter than the platform it replaces and the Golf GTD tips the scales at just over 1360 kilograms. The latest car also picks up a new EA288 TDI turbodiesel engine, which is rated at 135 kW and 380Nm. The 2.0-litre unit delivers its peak torque from as little as 1,750 rpm, which should make the GTD very eager around town and possibly quicker off the line than some much more powerful cars. By comparison, the outgoing MkVI Golf GTD only put out 125kW and 350Nm. Both six-speed manual and six-speed DSG dual-clutch transmissions are available, and interestingly it is the manual that is the more efficient option. Volkswagen says the manual-equipped Golf GTD is good for up to 4.2L/100km on the European combined cycle. Not bad for a car that can fit five and accelerate to 100km/h in around 7.5 seconds. To go along with the potent powerplant, the Golf GTD also picks up many Golf GTI styling cues. These include a sporty body kit, 17-inch alloys, lowered suspension and chrome-tipped exhausts. The cabin also gets sports seats with GTI-inspired tartan trim, a sports steering wheel and metal pedals. Other standard goodies include white ambient lighting, automatic climate control, park assist, and a touch-screen infotainment system. Sales of the MkVII Volkswagen Golf GTD start in Europe mid-year, and Australia will likely follow that by the end of the year or early 2014. www.motorauthority.com  

Audi may have given up on plans to launch an R8 e-tron supercar, but the brand with the four rings hasn’t completely given up on electrified cars just yet, revealing today its 2014 A3 e-tron plug-in hybrid ahead of the car’s debut at the 2013 Geneva Motor Show on March 5. The plug-in hybrid drivetrain fitted to this A3 is expected to be just one of up to six different powertrain types planned for the latest A3 range, with the others being regular gasoline and turbodiesel models, compressed natural gas models, a regular gasoline-electric hybrid, and finally a pure battery-powered electric model. Audi has previously confirmed that the A3 e-tron plug-in hybrid would be launched on the market in 2014, alongside similar plug-in versions of the A4 and Q7 models.  Audi has chosen to present its A3 e-tron in the monotonous Misano Red color scheme it’s been using for all of its model launches of late, but the big A3 e-tron signs on the flanks of the car confirm this is no ordinary A3. Audi’s plug-in hybrid system for the A3 pairs a 1.4-litre TFSI engine rated at 110 kilowatts with an electric motor delivering its own 75 kilowatts of juice. The disc-shaped electric motor is integrated into a newly designed six-speed ‘e-S tronic’ transmission, which transfers the power to the front wheels. Peak output of the system is 150 kilowatts and 349 Newton metres of torque. The two power sources don’t deliver their peak outputs at the same time, which is why their combined output isn’t just the sum of their individual power figures. Audi says the car is good for a 0-100km/h time of 7.6 seconds and a top speed of 220km/h. Drive goes to the front wheels only. The key is charging the car’s onboard battery at home and using an electric-only mode at certain points. The two power sources can work independently or in combination, depending on the load required by the driver, and are controlled by a computer that optimises their operation. Audi hasn’t given any details on the battery, but says the car’s electric-only mode is good for about 50km of range and a top speed of 129 km/h. www.motorauthority.com  

Less than six years after promising the world a car capable of returning a fuel economy of 1.0 litre of fuel burned per 100 kilometres driven, Volkswagen has done even better, revealing today, in production trim, a car capable of returning a fuel economy of about 0.9 litres per 100 kilometres.That car is the 2014 Volkswagen XL1, which makes its official world debut at the 2013 Geneva Motor Show on March 5. Already previewed in concept form, and spotted during testing by our own spy photographers, the production XL1 looks every bit as futuristic as you’d expect of a car that could potentially make a return trip across the country on a single tank of fuel.But as impressive as it looks, the lines of the XL1 are all functional. They contribute to the vehicle’s super-slippery 0.186 coefficient of drag, which is aided by a lack of side mirrors (the XL1 uses reverse-looking cameras) and inset rear wheels.Other key details include the angular LED headlights, scissor doors and wheel covers. The XL1 also benefits from a low curb weight (795 kg) and a low centre of gravity, which coupled with its low coefficient of drag means it needs just 6.1 kilowatts to cruise at a constant speed of 100km/h.Power comes from an advanced diesel-electric plug-in hybrid system, which matches a 0.8-litre two-cylinder diesel engine with an electric motor and seven-speed DSG dual-clutch transmission. The diesel engine offers a peak output of 35 kilowatts on its own, while the electric motor adds an additional 20 kilowatts for a combined output of about 55 kilowatts.Volkswagen says its XL1 is good for a 100km/h time of about 12.7 seconds and a top speed of 160km/h. These figures aren’t stellar but what do you expect from the world’s most fuel efficient car.The drivetrain allows multiple driving modes, including electric or diesel only modes, plus a combination of the two. In electric mode, the XL1 has a range of about 50km from energy stored in its lithium-ion battery. That’s better that the original 35km range the concept version promised.Note, the 0.9 L/100km rating is only when the batteries are constantly topped up. On a single charge of the batteries, plus a fill of the car’s 10-litre fuel tank, you’re looking at a driving range of just over 483km. Without constantly topping up the batteries, you're looking at fuel economy of around 1.96 L/100km.The XL1 stretches 3.9 metres in length, 1.6 metres in width and 1.1 metres in height. Inside, there’s seating for two plus most of the usual mod cons found in a modern car. The structure of the car is a carbon fibre monocoque, with aluminium front and rear crash structures bolted to this. The body panels are also made from carbon fibre and to further save weight the windscreen is just over 0.3cm thick. Volkswagen hasn’t given us details about how long the battery takes to charge or how much one can expect to pay for an XL1, though we should know more following the car’s launch in Geneva next month. We also don’t know what markets the XL1 will be offered in, though the U.S. is unlikely to be on that list. Production of the 2014 Volkswagen XL1 is scheduled to commence later this year at the automaker’s plant in Osnabrück, Germany. Only around 50 examples will be built for the initial run, with Volkswagen planning to lift this figure should demand be sufficient.www.motorauthority.com  

After a failed attempt to source a small car platform from a rival automaker, Volvo has confirmed it will develop its own platform together with its Chinese parent Geely, which plans to use the platform for its own range of small cars. The two firms announced today they will form a new R&D centre in Volvo’s hometown of Gothenburg, Sweden, which will be responsible for developing the new small car platform. The R&D centre will employ approximately 200 engineers from Sweden and China and will be fully operational by the end of the year. Few details are known about Volvo’s new small car platform, though we can confirm it will be a modular design similar to the Scalable Platform Architecture (SPA) that will underpin every new Volvo sized from about the S60 up. The first model to be based on the SPA platform will be the 2015 Volvo XC90 due at the end of next year. Though costly in the initial phase, the benefits of developing one’s own platform are many. Importantly, Volvo will not have to compromise in a way that is inevitable when partnering with an outside firm. In addition, by utilising modular designs for its two new platforms (SPA and new small car), Volvo will be able to eventually realise huge cost savings in terms of development, testing and sourcing when coming up with multiple models spawned from the common architectures. You may be wondering why Volvo needs to develop a new small car platform when it has just launched two new small cars, the stylish V40 and its V40 Cross Country variant. These models are based on an aging, albeit updated, platform shared with the C30 and originally sourced from former parent Ford. www.motorauthority.com  

The V-8 engine is an upgraded version of the twin-turbocharged 3.8-litre M838T unit built by Ricardo and currently fitted to the MP4-12C, though in its latest application it gets coupled to a low-weight, highly efficient electric motor that ensures instant torque for optimised throttle response.Some of the upgrades to the P1’s engine include optimised cooling and durability under the higher loads; the V-8 by itself is rated at 542 kilowatts and 718 Newton metres of torque, which is 82 kilowatts and 119 Newtown metres of torque more than the figures for the 12C’s engine, respectively.The electric motor adds 129 kilowatts and 259 Newton metres of torque, though the peak torque of the motor and engine arrive at different points. The lower peak torque of the electric motor is said to help the force-fed V-8 feel more like a naturally aspirated engine.The setup also allows an electric-only range of more than 9.6km, and, at certain times, the driver can draw up the full 129 kilowatts of the electric motor with just a push of the “IPAS” (Instant Power Assist System) button on the P1’s steering wheel.McLaren hasn't said how fast the car is under electric-only power but says the performance is still “strong.” The amount of power delivered under IPAS will depend on how much charge remains in the onboard lithium-ion battery, which is sandwiched between the engine and seats, and adds about 254kg to the weight of the car.When the battery is empty, the V-8 will automatically start to maintain drive and charge the battery, although the battery can also be topped up under braking or by using an ordinary household plug. The P1, then, is essentially a plug-in hybrid.The electric motor is mounted directly onto the engine, and all drive is channelled through the same dual-clutch seven-speed gearbox found in the 12C and out to the rear wheels. Note, a further benefit is that the electric motor also allows faster upshifts of the gearbox.This is achieved through the application of instant negative torque at the point of shift, making the engine revs drop as quickly and efficiently as possible to the required engine speed for the upshift.You’ll notice that the P1’s steering wheel features a second button marked “DRS.” This is to activate the car’s Drag Reduction System, which uses technology similar to that employed on current Formula One cars.Speed can be increased by reducing the amount of drag--up to 23 per cent--on the P1's rear wing, which is done by changing its angle. The system immediately deactivates when the button is released, or if the driver touches the brake pedal.Also found in the P1’s relatively spartan cabin is a digital gauge cluster, which adopts a race-inspired digital dash readout. The display has multiple modes including a “Race” mode, where a bank of lights across the top illuminate green, followed by red and finally blue.These act as a shift indicator, as in McLaren’s own Formula One race cars. As we already know, the car’s construction is all carbon-fibre. Built around what McLaren likes to call the MonoCage, the P1 uses a carbon-fibre monocoque and roof structure to form a strong safety cage.The structure of the MonoCage, unlike the 12C’s MonoCell, also serves to guide air into the engine through an integral roof snorkel and air intake ducts, saving further weight.The P1 is highly aerodynamic in its design, carrying a drag coefficient of just 0.34 despite generating 598kg of downforce at speed. Part of that equation is the aforementioned active rear wing, which can extend close to 305 millimetres for maximum performance.Look for further information on the P1 to be released in the coming weeks, ahead of the car’s official world debut at the 2013 Geneva Motor Show on March 5. We’ll bring you live pictures and details from the reveal as part of our complete Geneva show coverage.www.motorauthority.com