The fourth generation Discovery 4 was launched in 2009, and went on sale in the United Kingdom on 1 September. Compared with the 2.7 litre TDV6 engine, which continues to be offered on the Discovery 4, the new TDV6 3.0 litre twin turbo diesel engine delivers a 9% fuel economy improvement (EU combined cycle) and 10% lower CO2 emissions, at the same time as increasing power by 28% to 241 bhp (180 kW); torque increases 36% to 600 N·m (440 lb·ft). The results include a 060 mph time of 9.0 seconds, (0100 km/h in 9.6 seconds), a 24% improvement over the 2.7 litre model. The new engine has been optimised for low-end torque as well as economy, making it possible to activate the lock-up clutch of the ZF HP-28 automatic transmission at lower speed. This reduces ’slip’ in the hydraulic torque converter improving both fuel consumption and CO2 emissions. The higher torque at lower engine speeds also enables longer gearing for more economical cruising. Land Rover’s engineers have also transformed the on-road ride, handling and off-road capabilities. The changes include new suspension components, revised steering, larger brakes, improved traction control, and enhancements to the Terrain Response system, which helps optimise the vehicle for different on-road or off-road driving situations. The exterior design of the Land Rover Discovery 4 has been updated, most obviously with smoother and simpler surfaces at the front, including a new, more aerodynamic bumper. Aerodynamic changes to the …

Infiniti has launched a new 3.0-liter V6 diesel engine that will power the EX, FX and M models. The V6 engine delivers a total of 234 hp and a peak torque of 550 Nm. The engine is mated to a seven-speed automatic transmission.

The Infiniti EX30d makes the 0 to 62 mph sprint in 7.9 seconds, while the Infiniti FX30d needs 8.3 seconds o reach the same speed. The new engine cuts CO2 emissions in the EX to 224 g/kms and helps the model return a combined fuel figure of 8.4 l/100kms. The equivalent figures for FX are 240 g/kms and 9.0 l/100kms.

Press release after the jump.

Infiniti EX30d, FX30d and M30d originally appeared on topspeed.com on Saturday, 20 February 2010 11:22 EST.

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His views have the support of the peak motoring body the Federal Chamber of Automotive Industries.  About 30 importers in the FCAI importers group believe consumers have a right to be rewarded for going green.

“It’s got to be a reward basis but what those rewards are I don’t know,” Devers says. “It could be cheaper stamp duty or free parking in the city. If the Federal Government is keen about the environment and promoting green cars they need to show it.”

Devers acknowledges that he has a vested interest in the debate with the company’s Alto light car being one of the lowest emitters of harmful C02 gases. “But we really need to open the discussion on this,” he says. “We really need a benchmark, whether it’s on fuel efficiency or emissions… perhaps anything under 130g/km in CO2 emissions.”

Devers also argues that Australian motorists are being denied some of the newer fuels available in Europe that lower emissions. “All this has to be put on the table and thrashed out,” he says.

The FCAI chief executive, Andrew McKellar, says the group is working through that process now. “We know other governments around the world use incentives and we need to look at that,” he says.  The importers’ push comes as the FCAI revealed this week that the average carbon dioxide emissions of Australia vehicles is now the lowest on record.

The FCAI says improved engine technology has helped cut the average CO2 emissions.  The 2009 National Average Carbon Emission figure is 218.5 grams of CO2 per kilometre, down 1.8 per cent compared to the 2008 figure of 222.4 grams of CO2/km.

All new cars, off-roaders, light commercials and buses up to 3.5 tonne are used to calculate the NACE figure.  The FCAI’s original target was to reduce emissions from new vehicles from an average 252.4g/km in 2002 to 222g/km by the end of this year.  McKellar says the FCAI is now focused on achieving further reductions by 2015 and 2020.

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Revealed at the 2009 Frankfurt Motor Show, the BMW Vision EfficientDynamics it is now rumored to go into production. According to InsideLine sources BMW will produce between 5,000 and 10,000 units, with the production version keeping the same powertrain as the concept, but “there will be less of the synthetic glass and more solid structure added to the final design.”

According to the same sources this might be the second true production supercar after the Giugiaro M1. Expect the car to debut in 2012.

The BMW Vision EfficientDynamics is a 2+2-seater plug-in hybrid model powered by a three-cylinder turbodiesel engine combined with two electric motors. All three of them are delivering 356 hp and a peak torque of 590 lb-ft. Fuel consumption is reduced to 75.1 mpg imp, while CO2 emissions is just 99 grams/km. The new hybrid concept can hit a top speed of 155 mph, while the 0 to 60 mph sprint is made in 4,8 seconds.

BMW Vision EfficientDynamics into production? originally appeared on topspeed.com on Monday, 1 February 2010 12:00 EST.

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Any Audi with an RS badge is going to be special.  I know that before I even catch sight of the latest TT for the first time, or hear the uneven thump of its five-cylinder turbo engine.

The RS4 is one of my favourite drives of recent years and I expect more of the same, but different obviously, as I face up to the funky coupe with the go-faster tweaking from the RS team.

Price

It comes in at $133,700 and that makes it more costly than a range of rivals, right up to the Porsche Boxster and Cayman. Can an Audi, even a TT RS, really be better than a Porsche? Audi Australia is confident, even describing its speedy new hero as an ‘ultimate sports car’.

Drivetrain

Audi is touting the car’s 250 kiloWatts of ‘grin inducing power’ and 450 Newton-metres of ‘neck snapping’ torque.  The numbers seem good, with a sprint time of less than five seconds to 100km/h, and a top speed inevitably restricted to 250km/h.

The aluminium-bodied RS is also claimed to hit the right numbers on the green side of the ledger, with economy of 9.2L/100km and CO2 emissions of 214g/km.

But the RS is really about going fast and having fun, dropping in at the top of a TT range that now starts with the 1.8-litre model at $64,900. The model is now into its second generation, retaining its familiar rounded look but picking up everything from a bigger body with more cabin space to improved suspension and mechanical package.

The mechanics in the RS are special, as the five-cylinder turbomotor is new. Audi says it has its roots in the company’s competition history and anyone who remembers the eighties will know Audi revolutionised the World Rally Championship with the original five-cylinder Quattro turbo coupe.

Equipment

The TT RS ticks most of the boxes for a driver-focussed sports coupe, from its powerful engine to grippy sports leather seats, a go-faster bodykit, 19-inch alloy wheels and re-tuned sports suspension.

Cars for Australia — and Audi is only aiming for 80 sales a year — are fully equipped with everything from Audi magnetic-ride suspension to unique alloys, DVD-based navigation, a short-shift gearbox and hill-start assist.

The magnetic-ride suspension is similar to the system used by HSV and the Chevrolet Corvette and the brakes have also been tweaked for better stopping.

Inside, the full-leather cabin has a familiar flat-bottom steering wheel, a giant central display screen and, best of all, a Sport button on the console to unleash the full RS package.

Driving — PAUL GOVER

There is a lot to like in the TT RS. It has tonnes of punch, crushes corners, and has the right look for the job. It is still a TT, but one which has spent a lot of time in the gym. And looks good in a fitted Boss-style suit.

My first few kilometres reveal the comfort and support of the front seats, the solid feel of the steering and the surprising compliance of the seats. But the engine feels a bit underwhelming and I’m reminded, as usual, of the poor visibility in the TT and the prospect of tough parking.

Then I trigger the S button the console and the car comes alive. The throttle response is instant and impressive, the suspension sits taut and firm, and every gear is a new fun run.

The five-cylinder motor is very quiet but reveals real meat when you head to the redline, which is when the RS shows why you might shop it against a Porsche. It has an incredible top-end thump and keeps eating gears.

The shift is short and impressive, but the test car has some driveline snatch and a nasty differential whine. It does not sound good for long-term ownership in hard use.

The cornering grip and balance is good, and sets a new standard for any TT as well as making a BMW Z4 feel a bit bouncy and nervy. But it’s not going to drive away from a Porsche.

The brakes are great, the sound system and satnav are good, and the aircon is great. The finishing in the cabin is best-in-class, as I now expect from Audi, and there is plenty of boot room.

I also like the rear wing, which is obviously more than just a tuner tweak.  But I cannot avoid comparisons with Porsche. The TT RS is better than the quickest Z4 and is more refined and enjoyable than the raunchy – and much costlier – Mercedes SLK AMG.

But it costs more than $130,000 and you can get a Boxster or a 2.9-litre Cayman for less. They have less power, and only have two seats, but the TT is so cramped in the back that it’s really only a two-adult car and power is not everything.

The RS is a very good car and a fun drive. But would – could – I pick it ahead of a Porsche Cayman? No way.

She says – ALISON WARD

After driving and loving the basic Audi TT and the speedy RS4, I was expecting an enjoyable grunty ride and unbiased appeal to any owner. But I also wanted to know how Audi would do the go-fast job on a car like the TT, which is really a sports car and nothing like the RS4 I love.

Starting up it doesn’t have that familiar meaty V8 sound, which is disappointing as I expect that from a fast car. Still, the TT does talk when you floor it in second or third gear. I expect it to be a bit more responsive, but it has what I’m told is turbo lag and I also find the steering too heavy.

Gearchanges need to be done quickly to avoid a clunking sound, although the shift is light and positive.  Disappointingly, the sound system is the same as all the other Audis so scores lower on the ‘cool-o-meter’ for me.

The standard leather seats are comfortable, but only once you’re in them. It can be a real squeeze and the back seats are only for tiny tots – even fitting a car seat in the back is a major hassle.

Boot space is excellent for the type of car and I could fit the weekly shopping in the boot. Buyers need to choose carefully on colours, as the gunmetal grey on the car I drive is not remotely sporty.

At more than $133,000 I think the TT RS is pretty expensive, and even more than a Mercedes SLK or Porsche Boxster. However, it’s fun to drive – especially if you hit the S button to make it give its best – and is pretty practical. So I like it.

Score 79/100

THE BOTTOM LINE

Something very special in the TT family, but runs up against the powerhouse of Porsche.

Audi TT RS

Price: $133,700

Engine: 2.5-litre turbocharged five-cylinder

Power: 250kW at 5400 revs

Torque: 450Nm from 1600 revs

Transmission: Six-speed manual quattro all-wheel drive

Body: Two-door hatch

Seats: Four

Dimensions:  Length 4198mm, Width 1842mm, Height 1342mm, Wheelbase 2468mm, tracks front/rear 1555mm/1546mm

Steering: Power assisted rack and pinion

Suspension: Front MacPherson struts; Four-link on subframe rear

Fuel tank: 60 litres

Fuel type: Premium unleaded

Fuel consumption: 9.2/100km combined

Weight: 1450kg

Spare tyre: Mobility kit

Brakes: Anti-skid disc

Wheels: 19-inch alloys

Tyres: 255/35 R19

Safety Gear: Dual front, side, curtain airbags, electronic stability control, traction control, LED daytime running lights, electronic differential lock, anti-skid brakes, brake assist, emergency brake distribution, Audi magnetic ride control

CO2 Emissions: 214g/km

RIVALS

BMW Z4 sDrive 35i: 80/100 (from $116,900)

Mercedes-Benz SLK 55 AMG: 76/100 (from $175,000)

Nissan GT-R: 82/100 (from $155,800)

Porsche Cayman 2.9: 84/100 (from $114,000)

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I don’t often lament the presence of a clutch pedal and I’m not about to now.  But it seems such a shame that so few people will get to experience this particular diesel, just because they won’t swap their own cogs.

Drivetrain

The CX-7 has been revamped and the highlight of the upgrade is the addition of the 2.2-litre turbodiesel engine to the specs sheet.

The diesel packs a 400Nm wallop in this and the Mazda6, but the CX-7 gets the AdBlue emissions system that cuts nitrogen oxide (NOX) – something to assuage the guilt perhaps, but that and the single-digit fuel consumption that can regularly appear on the trip computer might help as well.

The diesel claims a fuel economy figure of 7.6 litres/100km and CO2 emissions of 202g/km, with the AdBlue system cutting NOX emissions using a urea-based natural chemical reaction within the exhaust system.

Interior

It’s a comfortable cabin that has all its features falling easily to hand, Mazda says they’ve used improved-quality plastics, more sound deadening and given it more to combat vibration and it feels like its all been done to good effect.

The dashboard and instrumentation has thankfully followed the path of the Mazda3, with the dashboard-mounted multi-information display to control sat-nav (when fitted), the Bluetooth phone link, the sound system, the reversing camera and the trip computer.

Fit-out and equipment

The standard features list includes stability and traction control, anti-lock brakes with electronic brakeforce distribution, emergency brake assist, dual front, front-side and full-length curtain airbags, the multi-information display, a reversing camera and a trip computer.

There also is climate control, a 6-disc in-dash MP3-compatible CD sound system, an auxiliary jack for an MP3 player, cruise control, a leather-wrapped gearshift and steering wheel, power windows and mirrors, remote central locking, reach’n'rake adjustable steering and variable intermittent wipers and 17in alloys.

The added features on the diesel include sat-nav, powered and heated front seats, heated front exterior mirrors, leather trim and the up-spec Bose nine-speaker sound system.

Driving

Anyone looking to hit anything other than A-grade dirt roads should be looking elsewhere – with 170mm of clearance this is not an offroader, it’s an SUV that is definitely a sealed-surface machine, a good one at that.  Its ride is not uncomfortable in day-to-day traffic, but this is where the lack of an auto hits home.

Given the close proximity in fuel pricing at the moment, the solid shove of the diesel powerplant is attractive given the turbo petrol’s thirst, although the servicing will make up for some of that – let’s hope Mazda has a good automatic on the way to complete the package.

The six-speed manual is a nice-enough transmission to use, although the clutch is a little snappy, making it less at home in the traffic and better when slinging it around on a country road.

That’s where this machine is more at home, whisking its passengers quietly along a country road, gently sipping on the tank as its makes good use of its torque.  Pointing into corners has little of the body roll and vagueness normally associated with the SUV segment.

It still has its limits, it is a tall-bodied machine after all, but the enthusiasm for corners is well beyond the norm for a segment that still has plenty of trucks in it.

MAZDA CX-7 Diesel Sports

Price: from $43,640.
Engines: 2.2-litre in-line 16-valve DOHC four-cylinder intercooled turbodiesel.
Power: 127kW @ 3500rpm.
Torque: 400Nm @ 2000rpm.
Transmission: six-speed manual, all-wheel drive.
Brakes: Four-wheel ventilated discs, with anti-lock and stability control systems.
Suspension: MacPherson strut (front); multi-link (rear).
Fuel consumption/capacity: 7.6 litres/100km; tank 69 litresEmissions: 202-273g/km
Dimensions: Length 4693mm, width 1872mm, height 1645mm, track fr/rr 1627/1622mm, wheelbase 2750mm, boot 400 litres, weight 1928kg.
Wheels: 18in alloys.

Rivals

Holden Captiva 2.0 SX AWD, from $39,490.
Kia Sorento 2.2, from $39,990.
Subaru Outback 2.0D, from $40,490.
Hyundai Santa Fe 2.2 TD, from $37,990.

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The iconic British brand’s new flagship arrives late next year with more than 100 exterior colour options, 24 recommended two-tone combinations and a host of exterior chrome trims.

Product manager Hans Holzgartner said that inside there was even more choice with 24 leather trim colours, five coloured leather pipings, nine wood veneers, even 23 seat belt colours plus a range of optional extras such as cross or contrast stitching and extra Bentley ‘wing’ badges.  “Someone actually did the calculations and came up with a figure of more than a trillion combinations,” he said.

However, there is only one engine and one transmission.  The Mulsanne, named after a 1980s model and the notorious high-speed straight at Le Mans, will be powered by a lightweight aluminium 6.75-litre V8 with multi-displacement so it can cruise on just four cylinders.  “Why a V8, we have been asked,” Holzgartner says.  “We didn’t need the car to be any faster but we did want it to be more fun to drive and accelerate harder so we went for more torque for more strength at slow speed.’’

He says the engine is the ‘strongest production V8’ on the market with 1020Nm of torque from just 1600rpm.  The V8 is married to an eight-speed auto/manual transmission that can short shift and skip gears changing up or down to achieve a smooth drive, performance and efficiency.  Bentley claims the engine and transmission combine to reduce CO2 emissions and fuel consumption by more than 15 per cent.

Asia Pacific marketing manager James Barclay said the Mulsanne would arrive in Australia in the last quarter of next year and cost ‘more than the current top of the fleet’ which means more than the $744,132 Bentley Azure two-door convertible.  The new Mulsanne is 150mm longer than the Arnage with all of that extra length in the wheelbase to provide more interior space.

Despite the 23kg lighter engine, 10kg lighter gearbox and use of aluminium in all panels except the steel roof and polymer boot, Holzgartner says the vehicle would weigh much the same as the Arnage because of the extra interior features.  “Even the carpet is thicker to provide a feeling of quality,” he says.

Bentley Mulsanne

Price: about $750,000
On sale: late 2010
Engine: twin-turbocharged, 6750cc, alloy V8 with variable displacement
Power: 377kW
Torque: 1020Nm
Transmission: ZF 8-speed automatic, rear-wheel-drive DIMENSIONS (mm): 5562 (l), 1926 (w), 1526 (h), 3266 (wheelbase)

Rivals:

Rolls-Royce Phantom 6.8L ($107,500)
BMW 760Li 6.0L ($386,000)
Mercedes-Benz 6.3L 63 AMG ($371,400) and 6.0L 65 AMG ($477,400).

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