Today’s big news from the Volkswagen Group is their designated chief of North America leaving the 2nd largest carmaker due to differences of opinion over U.S. strategy, according to a statement from VW’s Skoda unit.
Winfried Vahland was chosen to lead a newly created North American region starting in November with Michael Horn, VW Group of America CEO and president, reporting to him. Volkswagen Group appointed Vahland to join the executive management team of its core VW brand on Nov. 1 as head of its operations in the United States, Mexico and Canada as part of a broader reshuffle that led to Porsche boss Matthias Mueller taking the helm of the group after former CEO Martin Winterkorn resigned. Now those plans are a bust.
“He reached this decision due to varying opinions on the design of the group’s new North America region; it has no connection with the current events regarding diesel engines,” said in Skoda’s announcement.
Automotive News reported Vahland left the VW Group for other compelling reasons. One, he was close to Martin Winterkorn and had worked out the deal to lead the new North American region before Winterkorn’s resignation. With Winterkorn out of the picture, the decision to continue on became more difficult.
Two, Vahland’s wife said she would not follow him to VW’s North American headquarters in Herndon, Virginia. Mrs. Vahland faithfully supported her husband for 25 years moving from country to country – Brazil, Czech Republic, China, etc. – wherever his VW career took him and his family. Moving and relocating to the U.S. was something she was not open to after having been uprooted several times over the past two and half decades.
Vahland, has been CEO of VW’s Skoda division since 2012 and was due to take over the North American operations after the executive management team was reorganized in the wake of the “dieselgate” scandal. Vahland is recognized for his leadership reviving Skoda’s business in China. Prior to joining the VW Group, he was with Audi in the 90s and General Motors in the 80s.
Curious on the real effects of the “cheating” software on TDI powered cars? This video shows the TFL team dyno testing a VW Jetta TDI to compare the horsepower and torque numbers.
From the 1M to the M235i, BMW pulled us further and further into a love affair with its sporty compact coupe – and now that the 2-series has gotten the full M treatment, we have reason to rejoice. The 2016 BMW M2 posts impressive numbers, packs cutting-edge technology in the name of driving pleasure, and looks as mean as any other M car to date.
The M2’s 365 horsepower and 343 lb-ft of torque come courtesy of a 3.0-liter TwinPower turbocharged inline-six. BMW engineers enhanced the standard M235i’s motor with M3 pistons and crankshaft main bearing shells, while a modified oil sump and a quad-pipe M-sport exhaust complete the M2’s transformation. With peak torque available from just 1,450 rpm, DCT-equipped M2s sprint from 0-60 mph in 4.2 seconds, easily outpacing previous E90/E92 M3s.
The M2 is also rife with technology – its fully variable Active M Differential claws at the pavement during spirited driving, and its M Dynamic traction control mode makes for an ideal balance of shenanigans and grip, allowing you to drift with confidence. Buyers can even equip their M2s with BMW ConnectedDrive Services, which uses the M Laptimer app along with GoPro technology to measure a host of track performance data points.
Most important is the M2’s nods toward the purist demographic – thankfully, this hot coupe is still available with BMW’s silky smooth 6-speed manual transmission. Buyers who opt for the manual will enjoy the added bonus of an auto rev-matching feature, which is fully defeatable should you want to practice your heel-toeing. Best of all, this M2’s hulking haunches, raked hood lines, and aggressive rear splitter are in perfect keeping with M design history.
Expect the M2 to hit showroom floors in spring 2016. Until then, contain your excitement for what could prove to be one of the most engaging, communicative M cars of the 21st century.
Please enjoy this TFLcar.com video review of the 2015 BMW M3/4.
Today Volkswagen announced a series of strategic decisions that will define the course of the German automaker’s future direction with regards to their diesel strategy, advanced technologies, and the development of a standardized electric architecture. The press release was mostly boring boardroom chatter until the mentioning of the next-gen VW Phaeton having an all-electric powertrain.
The management team redefined the current project and specified a pure electric drive with a long-distance range. In addition to the zero emissions mandate, the project will encompass leading edge technology of connectivity, active and passive safety systems, while be presented in an emotional design.
The Phaeton is VW’s flagship model and the first generation model was packed with every piece of advanced technology to make it brilliant, and expensive. As alternative choice for the young executive, the Phaeton holds its own with excellent build quality, luxurious equipment, and solid performance on the road.
The first Phaeton went on sale in June 2003, configured with a base 3.2-liter V6 or optional 6.0-liter W12 gasoline engine. Before the end of the year, VW offered a 4.2-liter V8 gasoline engine and 5.0-liter V10 TDI diesel. Beginning second quarter of 2004, a long-wheelbase model with all engines, except the the 3.2L V6, was added to the line-up. Six months later, the 3.0 TDI arrived, which soon became the most popular trim.
Last year Automotive News reported the next generation Phaeton was due to arrive in the U.S. by 2018 or 2019 with a set of high powered engine choices ranging from a 400 horsepower V6 gas plug-in hybrid powertrain, to a 450 horsepower turbocharged V8 diesel engine.
CEO Dr. Herbert Diess said, “We are very aware that we can only implement these innovations for the future of the Volkswagen brand effectively if we succeed with our efficiency program and in giving our product range a new focus.”
Diess continued, “Together with my Board of Management colleagues and the entire team we are working at top speed on these issues. Time and again, the Volkswagen team has proved it stands united and is fully focused on shaping the future, particularly when times are tough. We have now laid the further foundations for that.”
The VW Passat is a full-size family sedan and although nicely appointed, can’t quite match the level of the Phaeton. Watch Nathan’s review of the Passat to see if it has enough German panache to stand out in the crowd.
The 2015 Mercedes-Benz S550 4MATIC is exactly what a large, expensive luxury car should be – bold, brash, and brimming with luxury features that no one really needs but anyone would want.
The big Benz lists at $97,400 to start, with an as-tested price of $128,935. That’s a large chunk of change to lay down just for one vehicle. That much money could buy two Corvettes, five Miatas or 12 very nice motorcycles. Heck, it could even buy a pretty nice house in some markets. So is the S550 worth it?
Outside, the S550 looks like it is. It has a large, bold chrome grille with a genuine three-pointed-star hood ornament that reminds the driver of just what it is they’ve bought with their 128 grand. The profile is grand, with a long, sloping hood and large doors, especially in the rear. Plus it has some of the tightest panel gaps in the business.
All four doors have a soft close system that means no more pedestrian door slamming, such a faux pas at the country club.
Once inside, the driver and passengers are bathed in swaths of luxury. Soft leather covers the seats, doors and even the dash. The air is even scented – although with all that leather, one has to wonder why. The dash is dominated by two 12.3-inch screens, one behind the wheel to project gauges and other driver-oriented displays and the other for the infotainment system and navigation.
In the console is Mercedes’ COMAND interface, with the combination touchpad and rotary knob that controls the entertainment and navigation. The entire system takes some time to learn, and the overwhelming technology in the car is more of a negative than a positive.
There are no complaints under the hood, though. The S550 is motivated by a 4.7-liter, twin-turbocharged V-8 that produces 449 horsepower and 515 lb-ft of torque. Power goes to all four wheels through a seven-speed automatic transmission with paddle shifters.
The engine provides effortless power and propels the big sedan with enough grunt to push driver and passengers into their seats.
For such a large car, it has a sporting side, thanks to the air suspension that keeps the car level regardless of the passenger or cargo load and lowers itself at speed for better aerodynamics.
All that power and luxury doesn’t come with a penalty at the gas pumps. The S550 is rated at 17 mpg city and 26 mpg highway. Not bad for a 4,630 pound car.
For the full report, check out this TFLcar video review of the 2015 Mercedes-Benz S550 4MATIC:
Fiat-Chrysler is banking on the fact that a fair number of Americans want a small car with Italian flair, is fun to drive and delivers good fuel economy – all for a reasonable price.
The front-drive, two-door Italian Fiat 500 is such a car. It comes as a hatchback or Cabrio with five trim levels, three engine horsepower choices and two transmissions.
The Cabrio version is a quasi-convertible with a long sliding power soft top with a clever design.
2015 Fiat 500
Engine
Total System Power
Torque
Transmission
MSRP
1.4L inline 4-cylinder
101 hp
97 lb-ft
5-speed manual or 6-speed automatic
$16,845 – $20,600
List prices for the Fiat 500 range from $16,845 to approximately $29,495, but desirable options are rather costly for what is essentially an economy car.
Fiat-Chrysler says several hundred thousand Fiat 500s in various trim levels have been sold in 80 countries since 2007. For several years the car has been offered here with U.S.-style modifications to make it softer and quieter. It’s done reasonably well, considering that it debuted with few dealers and has stiff competition from better-known American rivals.
Also, many younger Americans knew nothing about automaker Fiat, which is a large, legendary Italian auto producer that makes all sorts of cars for foreign markets.
While it’s billed as a four-seater, the 500’s tiny rear seat really makes it a two-seater. There’s only room for, say, pre-schoolers in back.
There’s plenty of room up front in supportive seats, but the Cabrio’s cargo area has a high opening and is small. Chances are a family can’t fit a week’s worth of groceries in it without flipping the rear seatbacks forward. Doing that significantly increases the cargo area. The 500 hardtop model has considerably more cargo capacity.
Horsepower of the 500’s small 1.4-liter engine ranges from a standard 101 to a turbocharged 135 or 160. Transmissions are a slick 5-speed manual or an efficient 6-speed automatic with a manual-shift feature.
My test car had the 101-horsepower engine and automatic transmission. It was no fireball like the racy 160-horsepower 500 Abarth version, but provided lively all-around performance and decent 65-75 m.p.h. passing times, partly because the 500 isn’t very heavy.
Putting the car in “sport” mode with a dashboard control sharpens steering and throttle responses, but I only noticed a slight difference between sport and regular modes during routine urban-suburban driving.
The engine emits a high-rev sound during hard acceleration but isn’t objectionably noisy. The interior is quiet when cruising at highway speeds.
Estimated fuel economy of the hardtop 500 is 31 miles per gallon in the city and 40 on highways with the manual transmission, but drops to 27 and 34 with the automatic.
I tested the $22,800 Fiat 500C upscale “Lounge” Cabrio version. However, the bottom-line price was $27,030. The price included a $1,900 option package with such items as leather seats, the $1,350 automatic transmission and a $980 destination charge.
Those on tighter budgets can do without the options. For instance, my test car had a good amount of standard equipment. It included air conditioning with automatic temperature control, speed control, 7-inch color cluster display, premium audio system, power windows and door locks, tilt steering wheel with audio controls,12-volt auxiliary power outlet and 50/50 split folding rear seat.
Safety items included air bags and rear-park assist.
Doors opened wide and had long-but-shallow storage pockets, but I had to flip up the driver’s small center arm rest to buckle the seat belt. Controls were clearly marked, but cupholders were set low, and the oddly designed tachometer was hard to read quickly. Dashboard materials weren’t impressive.
The steering was precise, but the turning circle was wide for a small car. A nicely designed suspension and electronic stability control allowed my test 500 to handle fast curves without drama. The ride was supple, although a short wheelbase allowed some bumps and freeway pavement expansion strips to be felt.
The four-wheel anti-lock disc power brakes had good pedal feel and impressively stopped my test car.
The quasi convertible top hinders rear visibility when up or down, but outside rearview mirrors help out here.
Like most Italian cars, the Fiat 500 has a special charm that rivals lack.
On the TFLcar scale of:
Buy It,
Lease It,
Rent It,
or Forget It,
I recommend a “buy it” for its distinctive styling, lively and agile handling, supple ride, and the number of available trims to suit an owner’s personality.
For fun, the TFL Car team tests zero to 60 performance of the 2015 Fiat 500 Abarth Cabrio – fully loaded with four passengers, with the top down. Watch this video review featuring the sport-focused Fiat 500 Abarth.
This morning Ford posted the official numbers for their hot-hatch rally warrior and they look pretty impressive on paper. The 2.3-liter EcoBoost engine of the all-new 2016 Ford Focus RS is good for 350 horsepower and 350 lb-ft of torque. This is significantly higher than the initial estimates of 315 horsepower. Peak horsepower is certified at 6,000 rpm all the way to the engine’s 6,800 rpm redline.
The incredible output of the Focus RS engine comes from a low-inertia twin-scroll turbocharger with a larger compressor wheel that delivers more airflow and power throughout the rev range. The turbo makes peak boost at 23.2 psi.
A larger intercooler maximizes turbo performance delivering air through a low-restriction intake manifold. The system has an electronically controlled valve that optimizes back pressure and exhaust volume level. A larger radiator than what a normal Focus uses adds to the cooling quotient.
Because the Focus RS is only available with a manual transmission, the all-wheel drive hot-hatch features an innovative idea called Stall Recovery. A function of the start-stop system, the new technology will automatically restart the engine by simply pressing in the clutch after a stall. A perfect idea for those who are bad at driving a stick.
“We knew we wanted to have stop-start technology on the RS. We said, ‘What if [we] went one step further and controlled for engine stall at launch using the same technology?’ So that’s what we did and it’s just as fast as our stop-start technology,” Focus RS engineering and vehicle manager Tyrone Johnson said.
Developed by a small team of Ford Performance engineers in Europe and the United States, the 2016 Focus RS is the 30th car globally to wear the vaunted RS badge, joining such legendary models as the 1970 Escort RS1600, the 1984 mid-engine RS200 Group B rally car, 1985 Sierra RS Cosworth and 1992 Escort RS Cosworth.
Production of Focus RS with 2.3-liter EcoBoost begins later this year.
What is the highest drivable mountain in New Hampshire? It is one of the windiest places and harshest environments on earth and the highest mountain in the state – Mount Washington.
This peak’s weather changes quicker than in Colorado. This is a place with a registered record wind speed of 231 MPH. It can be cold and cloudy one minute, with the cloud rushing over the peak. Then, it can be sunny and warm the next minute.
Mount Washington, New Hampshire (by Jonathan Girard)
Check out this episode of the Motor Mountain USA as Nathan and Andre bravely go up the steep and narrow toll road to the top of Mount Washington. The summit of the mountain is 6,288 feet above sea level. It is the highest peak in the Northeastern United States.
Not all vehicles are allowed in. If you car’s automatic does not allow you to select first or low gear, then it is a no go. The gate attendant at the entry will either clear your vehicle or recommend a guided van tour.
One of the best ways of experiencing America first hand is hitting the open road with the windows and top down in the 2015 Jeep Rubicon Wrangler Rubicon Hard Rock. The Motor Mountain USA (#MMUSA) team embarks upon an epic road trip this year by visiting the highest drivable roads of every state in the USA. Along the way Nathan, Roman, Andre and Emme will visit locales less traveled and uniquely American attractions that make the United States one of the world’s favorite tourist destinations.
The New Hampshire belt buckle is hidden not far from the Mount Washington toll road. Watch the video below to see the location and get all the details.
Updated: 10/12/2015
The question of the necessity of winter tires often comes up. The short answer, for those who live and drive in areas where snowfall and ice are common, is YES. There are many advantages why winter tires should be used during the cold months of the year and this article will provide answers to the most common questions about winter tires.
Do I need winter tires?
If the winter tempartures where you live are regularly below 45 degrees Farenheit, (7 degrees Celcius), then you should invest in a set of snow tires. And a second set of wheels if your budget allows it. If you live where it rarely snows and the winter temps are generally mild, like California, Arizona and the Southern United States, then all-season tires is probably all that is needed.
How are winter tires different from all-season tires?
All-season tires are designed and built to useful on a variety of road conditions. They are made to provide stable handling and braking in both dry and wet conditions. All-season tires will provide some amount of traction and grip in wet and snowy conditions, but winter tires perform much better.
Winter tires can provide noticeably better braking performance in snowy and icy conditions. And they perform well in all types of winter conditions – snow, ice, sleet, slush, wet and even cold dry roads. Plus, winter tires feature tread designs made specifically for ice, snow and other severe winter conditions.
Circumferential grooves help channel water out of the footprint area to improve resistance to hydroplaning. Large shoulder blocks provides precision cornering and handling.
Winter tires have specially formulated rubber compounds that are flexible and have better grip at low temperatures for better vehicle control. The rubber compound of winter tires are designed to remove the thin layer of surface water to improve grip on ice. All of these design features in a winter specific tire combine to give drivers a sense of confidence and control in challenging weather conditions.
I have all-wheel drive (or 4WD) so I don’t need winter tires, right?
Just be cause your vehicle has AWD or 4WD, doesn’t mean you are covered when the roads get covered in ice, slush, and snow. All-wheel drive and four-wheel drive vehicles have better traction because power is sent to all-four wheels in varying amounts. That is great for getting moving, but it doesn’t help under braking conditions. Winter tires have better traction whether you are accelerating, turning, or braking.
What is the “M+S” and the “mountain/snowflake” symbol on the sidewall?
Many people are mistaken that both of these designations mean the same thing – that a tire with either symbol is good in the snow and other cold conditions. Not true. A sidewall marked with M+S (or M/S, M&S, MS) means that tire is an all-season tire approved for use in mud and snow by the Rubber Manufacturer’s Association (RMA). These tires provide traction in light snow, but are poor performers when conditions really get cold and nasty.
The mountain/snowflake symbol on the sidewall means that a tire has been approved for “severe snow service” by the RMA. These tires are tested and verified that they meet the RMA’s standards for snow traction.
Can I use winter tires all year long?
Using winter tires regularly in temps above 45 degrees Fahrenheit causes the softer rubber compound to wear out faster. Whereas all-season tires fair much better in warm temperatures. Using winter tires throughout the year would cost you more than switching between two sets of tires. Hence, the earlier suggestion to have the winter tires mounted on a second set of affordable wheels that you don’t mind getting beat up.
The Tire Rack and Bridgestone Tires invited TFL Car to test two of their latest winter tires on icy conditions. Three tests – acceleration, turning, and braking – were performed comparing Bridgestone’s winter tires against the OEM all-season tires that come with the car or crossover when purchased new.
The Bridgestone Blizzak DM-V2 is a light truck winter tire designed for crossovers and SUVs. The Bridgestone Blizzak WS-80 is a passenger winter tire for coupes, sedans, minivans. All Blizzak winter tires designed for optimal performance on icy surfaces, ice breaking, snow handling. And they provide consistent performance throughout entire tire life.
Bridgestone Blizzak DM-V2 winter tire
Both winter tires from Bridgestone have circumferential grooves that help channel water out of the footprint area to improve resistance to hydroplaning. A large shoulder block that provides precision cornering and handling. And an optimized footprint for winter traction control that features a center multi-z pattern, zigzag sipes, and 3D sipes.
New and improved is Nanopro-tech and the hydrophilic properties. The Nanopro-tech optimizes snow and ice performance by preventing the stiffening of the rubber compound during cold weather conditions. Nanopro-tech also distributes the silica more effectively, improving flexibility and gripping contact with the road. Formulated into the compound is a hydrophilic (repels water) multi-cell compound that removes the thin layer of surface water to improve grip on ice using millions of microscopic pores in the compound.
Below is a table demonstrating the performance difference between an all-season tire and a true winter tire. The test was done on a ice rink at low speeds. The all-season tires used in the test are original equipment tires that came with the vehicle when purchased new. The results from the demonstration show the dramatic improvement of winter tires over all-season tires on both front-wheel drive and rear-wheel drive vehicles.
The 2026 Kia K4 hatchback gives interested buyers another option in a time where hatches have been losing ground to crossovers. Here are all the details!
Jeep says the Jeep Wrangler 392 V8 is about to meet its maker...but with recent developments at Stellantis we're skeptical that's actually going to happen.
Today’s big news from the Volkswagen Group is their designated chief of North America leaving the 2nd largest carmaker due to differences of opinion over U.S. strategy, according to a statement from VW’s Skoda unit.
Two, Vahland’s wife said she would not follow him to VW’s North American headquarters in Herndon, Virginia. Mrs. Vahland faithfully supported her husband for 25 years moving from country to country – Brazil, Czech Republic, China, etc. – wherever his VW career took him and his family. Moving and relocating to the U.S. was something she was not open to after having been uprooted several times over the past two and half decades.
On the TFLcar scale of:
