OCTOBER 2020

October, 2020

overtake automobile magazine

THE IMPERIAL BEAST

HOW THE TOYOTA C EN TURY R IVA LS R O LLS-R OYC E

- indepth reviews | overviews | car history | tips -

+ much more

featuring this month: Toyota Century | JDM cars | Ford F-150 | Ferrari F2004 | Ferrari F8 Tributo | Rolls-Royce Cullinan | Mercedes Benz AMG A45s

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Table of Contents...

04 TOYOTA CENTURY...

Developed from scratch and wrapped in a restrained yet stately design, the Century has always been Asia’s answer to big pimpin’. Featuring scrupulous Japanese craftsmanship and unprecedented technology, back in the Sixties it offered an unrivalled experience to whoever was lucky enough to sit in the back.

14 FORD F150...

Ford will still build you a work truck with a regular cab and an 8.0-foot bed, but the most popular versions are the family-friendly four-door trucks with shorter beds.

18 F2004 - FERRARI...

You might even say in recent years, it’s one of the most recognised cars in the sport. It is of course the all-conquering 2004 Ferrari F2004, a car that took an astonishing 15 wins out of 18 races in the hands of Michael Schumacher and Rubens Barrichello, the last car to deliver on Ferrari’s winning streak of six consecutive Constructors Championships and Schumacher’s five Driver Championships before Renault and Fernando Alonso broke it in 2005.

28 FERRARI F8 TRIBUTO...

Lithe and voluptuous, the 2020 Ferrari F8 Tributo is the supercar to choose if you like your automotive performance packaged in an undeniably glamorous wrapper—and who doesn’t?

With its chiseled panels and windblown profile, the F8 Tributo looks morebeautiful than brash, which sets it apart from other cars in Ferrari’s stable.

34 ROLLS-ROYCE CULLINAN...

While most Americans are busy growing the sea of faceless crossovers, the country’s richest residents are luxuriating in the literal Rolls-Royce of SUVs. Once the exorbitant Cullinan went on sale, the company synonymous with wealth presumably got wealthier. Its first-ever SUV became its best-selling model and a fashion accessory for one-percenters.

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. .together anything is possible..

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MERCEDES-BENZ AMG A45...

The most powerful hot hatch in series production.

Well, until Audi puts the bit between the RS3’s teeth once again. But of course it is. Ding-dong, seconds out, round one, the A45 is the bone-cruncher-in-chief of the hot hatch power wars.

And now all-new from the ground up.

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COVER STORY

HOW THE TOYOTA CENTURY RIVALS ROLLS-ROYCE The first-generation Century was available with only a V8 engine, the third Japanese-built sedan post-war, at its introduction in 1967 until a full platform redesign in 1997. The second generation was only installed with a Toyota-designed and -built V12, an engine unique to the Century, until 2018, when the power-train was reverted to a V8 with the addition of Toyota’s hybrid technology

T

he Century derived its name from

the 100th birthday of Sakichi Toyoda

(born 14 February 1867), the founder

of Toyota Industries. It is often used by the Imperial House of Japan, the Prime Minister of Japan, senior Japanese government leaders, and high-level executive businessmen.

The Century is comparable in purpose to the Austin Princess/Daimler DS420, Cadillac Series 70, Mercedes-Benz 600 series, Chinese Red Flag, Rolls-Royce, and Russian ZIS/ZIL limousines.

Selling even 100 units was a bridge too far.

Even through the cheery-voiced translator, Ican sense Tanabe’s bitterness at the rest of the world’s miscomprehension of his baby.

Yes, sure, he also rued the loss of what had to be a medium-sized fortune. But really, the rest of the world simply doesn’t understand the sheer genius and excellence of the Toyota Century.

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The V-8-powered first-gen Century was in production from 1967 to 1997. The V-12 second-gen version spanned two decades, from 1997 to 2017. The third-generation Century bowed last year.

It sports the 5.0-liter V-8 and hybrid system out of the previous-generation Lexus LS 600h L. If you’d like to buy one, the price is $180,000

The Century isn’t very nice to drive.

It’s torquey and nearly silent but tuned to be smooth above all else. It’s proudly, defiantly, most certainly not a driver’s car. Not for nothing, less than 10 percent of Century owners will ever slide in behind the steering wheel.

Know thy customer!

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Take the seats for example. Instead of being leather like pretty much every other contemporary luxury car on the planet, they’re wool – good for not burning the back of your legs on a hot day, but bad to rub a rogue bogey against on a roadtrip. There are also crocheted lace curtains instead of tinted windows, optional seat doilies, a shoe horn holder, magazine rack and plastic LED reading light. In an era of slip-on Yeezys and iPads, it’s easy to tarnish the Century for looking like a Sixties nursing home. But it’s not some retro stunt to make it feel ironically antiquated. This is what Century buyers want. Really.

Developed from scratch and wrapped in a restrained yet stately design, the Century has always been Asia’s answer to big pimpin’. Featuring scrupulous Japanese craftsmanship and unprecedented technology, back in the Sixties it offered an unrivalled experience to whoever was lucky enough to sit in the back. So much so, it ossified itself within Japan’s automotive landscape and was on sale for a whopping 30 years before being updated. Not wanting to shake things up, the second generation continued the first’s brief, but featured a bespoke 5.0-litre 48-valve V12 (Japan’s first and only front-engine, rear-drive 12-banger) and was on sale for a further 21 years. But now, over 50 years after its inception, Japan has a third-gen Century.

Waiting for us in Toyota’s subterranean lair in central Tokyo, the new Century sits with an animism that other modern cars simply don’t possess. It oozes authority.

Quite rightfully, too. Century clientele include Japan’s imperial family, the prime minister… and the Yakuza, Japan’s Mafia – the largest organised crime syndicate in the world. Unfortunately, I fly at a slightly lower altitude in society than that lot, so an ill-fitting suit is the best I can do to look the part.

As per tradition, before setting off, I don a pair of white cotton gloves like I’m set to polish a cue ball at the Crucible, and photographer Mark and I carefully spiral out of the car park to meet a wall of Toyota executives at half-mast – all bowing with such intensity their knees brush their foreheads. The reverential status of the car suddenly feels very real. So, being the first westerner to get behind the wheel, I guess now would be a bad time to prang the seven layers of paint some skilful bloke spent five days applying.

Wanting to minimise risk and escape the ADHD metropolis of Tokyo, we plumb Gotemba – a hot spring city in the shadows of Mount Fuji – into Google Maps to give us some time to try to unravel this modernvintage luxo barge’s oddities and unique native details.

Japan is fundamentally old school and the Century is emblematic of Japan’s glacial adoption of technology.

With all its bullet trains and bing-bong automation, you may think that Japan is high-tech. But the technological bleeding edge it used to have has been severely blunted by its Chinese and Korean counterparts. Even today you still see people using ageing flip phones on the subway, fax machines in offices, and the Century speaks to this… up until a few years ago, you could spec a cassette player in the damn thing.

“JAPAN IS FUNDAMENTALLY OLD SCHOOL AND THE CENTURY IS EMBLEMATIC OF JAPAN’S GLACIAL ADOPTION OF TECHNOLOGY.” That excuse only buys you so much slack, though.

Considering the Century costs £140,000, the fit, finish and entertainment onboard feel extremely underwhelming compared to other modern chauffeur favourites from Mercedes, Bentley and Rolls-Royce.

Yes, there are wonderful elements; the phoenix emblem – inspired by the Kinkaku temple in Kyoto – takes six weeks for a Takumi artisan to engrave, and the body panels are handbeaten to perfection.

But the digital displays read like an industrial microwave. The door-lock barrels don’t centre, and the chunky plastic switchgear is familiar to anyone who has drunkenly got a Prius home after a night out.

It’s not the beautiful knurled details and scrupulous execution you’d want and expect for the money, especially given what’s on offer in Europe.

Peeling off the expressway and through Nihon’s anxiety-fed ‘will they won’t they open’ game of auto toll-barrier chicken, we drive past the lush onsens and to the foot of Mount Fuji. With Chinooks whoomphing overhead, live ammunition ringing out through the trees and a flood of whatever the Japanese Humvee equivalent is, we’re unsure as to whether we’ve inadvertently driven into Japan’s answer to Salisbury Plain or an actual war. This causes an issue – the snaking road we’ve driven all this way to sample is blocked off by an armed checkpoint. Luckily, we’re in a Century. So brazenly drive up to the guard, bow a bit, and continue on our way like there’s some powerful, highfalutin dignitary in the back. In reality, it’s a shaggy-haired photographer from Kettering.

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With cherry-blossomed lined tarmac sprawled onto the side of the mountain like an udon noodle, it’s the perfect space to test where the Century has been brought up to speed: the drivetrain.

Unfortunately, even Japan’s richest of the rich can’t escape the clutches of environmental ethics, so the old V12 has been thrown in a bin and replaced with a 5.0-litre V8 backed up by two electric motors/ generators fed by a lithium-ion battery from a Lexus LS. With the preference of propulsion falling deftly into the hands of the weedy EV drivetrain, the Century lacks the torque you want for such a heavy car, so constantly calls for help from the V8 via an incredibly vocal continuously variable transmission.

But once it’s up and galloping, the Century wafts along wonderfully on its plush air suspension.

As a driver, you quickly realise the aim is to achieve some sort of Zen state of grace behind the wheel.

The controls are lightly calibrated so not to disturb whoever is in the back. But once you’re at a corner – or 20-odd hairpins in our case – you have to treat it like something nautical that’s lost its mooring.

With incredible bodyroll, it sloshes from one side to the other like a drunken jelly. Even if it’s dishonourable in the extreme, it’s hilarious to hustle such an incongruous lump to the point it lifts a front wheel. But this sort of immature enthusiasm blows our cover – the tyre squeal alerts some army types with big guns and we’re pointed back down the hill to do some redemptive bowing.

Tired from all the bowing and hustling, we stop off at one of Japan’s 55,000 konbini convenience stores that make the Wild Bean Café offerings look like prison gruel. An elderly gentleman grabs my arm on the way in, “Ahhh! Good car,” he says with an excited, contorted face. “Century! Japanese car!

Stroooonnnng car!” the 71-year-old continues, while beating his chest. Turns out he used to be a chauffeur back in the Eighties and drove a Century. Opening the back door, he peers his head in with intrigue and an eruption of increasingly higher pitched “oooohs” and “ahhhhs” are emitted as he clocks the instantly outdated 11.6in screen between the seats.

“Very, very nice. Thank you,” he says politely before bowing and scuttling back to his Kei car. As it’s designed solely for the person in the back seat, I retire to the rear for a spot of lunch. To offer the most relaxing sanctuary possible, at the touch of a button on the 7in touchscreen in the rear centre armrest, the front seat curls up into the foetal position to give ample legroom for a

Japanese businessman and enough for a small western teenager. Unlike the older generation, there’s no longer a hole in the front seat to poke your legs through for the full recline, but there’s a handy ottoman. To allow occupants more room inside, the wheelbase has been extended by 2.5 inches and the scuff plate height has been reduced by 15mm to ease entry and exit and no doubt to minimise the chance of panchira.

What really gets you while in the back is the serenity and the blissful sound of silence. Thanks to double glazing, four mufflers and in-built noise cancellation like you get in posh headphones, the cabin is like an anechoic chamber. Forget Rolls-Royce’s trademark of being so quiet you can hear the clock, the Century is so quiet you can hear the click of the light relays on the automatic headlights… which doesn’t quite hold the same cachet. Next to everyone else in Family Mart’s car park eating pizza buns, bento boxes and smelly fish, having rocked up in Toyota’s elitist halo product, I feel like some sort of successful sake sales rep.

Having enjoyed the open space of the countryside, the sprawl of Tokyo is a shock. Being nearly 18 feet long, it’s a bit too big for the city’s anorexic streets. You have to concentrate so hard you fear you’re going to strain something, a reality when I get the black beast wedged in a back alley. Truly reprehensible Japanese chauffeur driving. More bowing for me later. But around the bustle of Tokyo, the Century cuts a fine, dignified shape. Surrounded by Kei cars and crazy gyroscopic three-wheeled delivery scooters, it’s an exorbitant, but not exuberant, means of transport. And when running just off the juice of the batteries, in the back it’s a positively relaxing, unruffled way to travel.

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But the ghostly effortlessness of electricity only gives a sachet’s worth of power before the CVT and V8 cavalry butt in to lend an incongruous hand.

As darkness falls, we pass the apocalypse-proof polypropylene plates of food in Roppongi’s restaurant windows, then work our way through the hot noise of Shibuya and Akihabara. Navigating these hectic streets is the closest thing to driving around a pinball machine; the migraine-inducing neon lights rip up to the skyline, you buffer against a jungle of sound from pachinko parlours and karaoke bars, and frustrated, repressed salarymen slop out of bars like red-faced multiballs. But given the Century’s associations with the underworld, we slink off into the shadows of Tokyo’s sleaze district: Kabukichō.

It’s amazing how people are magnetised to its majesty and aura. Locals respectfully stop, have a look, and proudly acknowledge the craft and tradition the Century represents. There’s a palpable sense of domestic pride, and this is why it also lures us enthusiasts in. It’s an oddity full of intrigue and because we can’t have it, we want it. But I’m glad it’s not available elsewhere.

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In our increasingly globalised world, the cultural palette is often accused of lacking individualism.

Thanks to obsessive oversharing on social media, cultures are starting to merge and become more homogenous to the point nothing stands out.

The Century stands out because it doesn’t stand out.

It’s what it doesn’t have, or do, that defines it.

That’s why it appeals to the people who buy it. It plays into Japan’s cultural idiosyncrasies and traditions perfectly. But the world is moving faster than ever, and the new Century can only be described as a fundamentally anachronistic automotive experience, which I think will struggle to last the test of time like its previous two generations.

I fear it won’t cement itself into automotive history like the old ones as the riptide that the car industry is facing is simply moving too fast. Yes, it’s got new safety tech and a hybrid drivetrain, but, to properly futureproof itself, it needed to be taking a bigger leap into the technological realm. See, the modern brain has been conditioned to accept rapid change.

So when the old people who currently buy the Century die out, in its current state, it’s a hard sell for generation Z to continue its legacy – no matter the cultural history. But is it something to dust off a suit for and respect? Absolutely.

Shinjuku is a trifle: sweet and pretty on top, but the deeper you dig, and more layers you remove, you find yourself in some proper boozy naughtiness. Between the love hotels, host bars and yakitori shacks, the redlight district is full of blacked-out Benzes, VIP Lexuses and shifty characters. Even though it’s made for royalty, the Century fits the sinister underbelly aesthetic gloriously. But after a day in a shirt, my neck feels like I’ve been wearing a dog collar made of sandpaper, so I loosen my tie and soak up the Century from afar.

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. .together anything is possible..

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5 FACTS ABOUT JDM CARS If you claim yourself to be a motorhead, you must have heard of JDM Cars. These vehicles are much in demand among car lovers because of their exceptional quality and less availability.

There are so many rumors about these cars in the market that you may wonder which one to trust.

Well, we’ve discussed the truth about JDM engines to clear your confusion.

JDM VEHICLESDON’TALWAYS COST A HEFTY AMOUNT OF MONEY In Japan, you will find these cars at both high-range and mid-range prices. But the price is higher in some countries because of the taxes and tariffs required to import these cars from Japan.

For example, the European Union (EU) countries do not impose these taxes and fees on the importers. So, JDM cars are a lot cheaper in the EU than in many other countries in the world.

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THE JAPANESE CAR YOU HAVE MAY NOT BE A JDM AFTER ALL Manufacturers build these cars to sell only in the Japanese local vehicle market. These cars are not supposed to be available in the U.S. before a certain time. To sell any JDM car legally in the U.S., the car model has to be 25 years old.

Furthermore, it is considerably tough to import these vehicles legally in the U.S. So, if a dealer is selling JDM cars in the U.S., be sure that they are importing them legally before spending your money on one.

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A JDM CAR

Stands for “Japanese Domestic Market”.

These vehicles are manufactured for Japan’s domestic vehicle market. Many people do the mistake of calling all Japan-produced cars as JDM. That’s not true. JDM indicates the cars intended only for the domestic market of Japan.

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JDM CAR PARTS ARE EXPENSIVE AND HARD TO FIND Since the target customers of these cars are for people living in Japan, their parts are also locally sourced. In case you are going to import or purchase a JDM car outside Japan, remember that you will not find its spare parts in the local shops. There are high chances that even the aftermarket companies will find it difficult to source these parts.

Many people assume that these car parts are cheap because of the low price of the vehicles, which is not true. You may struggle to find secondhand parts for your JDM vehicle when a repair is needed.

NOT EVERY JDM CAR ENSURES SPEEDY RIDE Let’s bust the myth with a single liner: JDM cars do not mean Japanese sports cars.

However, there is a reason for this common belief. Whenever we talk about JDM models, we mostly refer to Nissan Skyline, Toyota Supra, or other sports cars, which are some of the best examples of Japanese performance vehicles.

But you need to understand that just because these sports cars are in the JDM category, not all models will give you equal performance. Japanese Kei cars, compact cars, mid-sized cars, and sports cars — all fall in the category of the JDM cars.

NOT ALL JDM MODELS ARE OF OVER-THE-TOP QUALITY Just like the speed, the standard of these vehicles can often disappoint you.

Most of them don’t have the impressive quality of performance vehicles.

Japan introduced some new technologies through these cars, the Variable Cylinder Management system, for example. But that is not the case for every JDM car. The Japanese automakers also manufacture many local market vehicles, which are not up to the mark quality-wise.Take 1996 Suzuki X-90 or Honda City as an example. The companies used cost-cutting methods to build these affordable car lines for average car buyers in Japan.

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WRAPPING UP!

If you are planning to buy cheap JDM cars, it’s better to be aware of the myths and reality. These facts will keep your expectation in check. Most people get disappointed after purchase, thinking of them as performance or exotic cars. If you buy one, treat it as any other low-priced used car, so it won’t be a letdown even if it does not perform well. Before making a purchase, it is wise to check legal documents from the dealer.

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2020 FORD F-150 HIGHS Six available engines all paired with a 10-speed automatic, big payload and tow ratings, available bench seat.

VERDICT A workhorse from tip to tail, the F-150 doesn’t disappoint whether you’re in it for $30K or $70K.

LOWS Aluminum construction and turbocharging doesn’t give it the mpg advantage you’d think it should, can get expensive.

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OVERVIEW Pickup trucks have morphed into luxury cruise machines, and the 2020 Ford F-150 has not fallen behind the curve. Sure, Ford will still build you a work truck with a regular cab and an 8.0-foot bed, but the most popular versions are the family-friendly four-door trucks with shorter beds.

There’s an extended cab, too, for the folks who blend work and play. With a wide range of engines and driveline combinations, there is an F-150 for nearly any budget. Unlike the competition that uses mostly steel in its construction, Ford fashions all of its pickup body panels out of aluminum.

Ford even makes an in-house desert proto-racer called the Raptor

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WHAT’S NEW FOR 2020?

A plastic surgeon would call this a maintenance year for the F-150. Not too much has changed; the biggest news is the availability of the Power Stroke turbo-diesel V-6 on the more affordable XLT trims.

Lariat trucks, one level up from the XLT, now come standard with Ford’s suite of advanced driver-assistance technologies that it calls Co-Pilot360. Base XL trucks can be dressed up with an STX Sport Appearance package, XLT and Lariat models now have an optional Black Appearance package, and three new colors—Iconic Silver, Rapid Red Tinted Clearcoat, and Star White Metallic Tri-Coat—are available.

ENGINE, TRANSMISSION, AND PERFORMANCE The F-150 has an excellent selection of sophisticated engines including a 3.0-liter diesel that is good for 440 lb-ft of torque. Most engines pair with Ford’s 10-speed automatic transmission. The King Ranch model we tested with the 375-hp V-6 finished among the best in all categories against the competition’s largest V-8 engines. The V-8 F-150 was slower to 60 mph at 6.3 seconds, but its 50-to-70-mph time was nearly identical to that of the V-6. The V-6 model’s 10-speed automatic was slow to react under hard acceleration, but otherwise operated without issue. The F-150 doesn’t reach the level of comfort of the Ram 1500’s available air-spring suspension offers. The ride is composed on smoother surfaces but not over harsh bumps, where jittering can be felt in the rear.

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SHOULD I BUY A NEW OR USED FORD F-150?

The 2020 F-150 belongs to a generation that began with the 2015 model year, and there have been a few noteworthy changes since. Ford refreshed the F-150 for 2018, improving its towing and hauling capacities, adding extra power for select engines, and making the 10-speed automatic transmission more widely available.

For 2019, the Limited trim got a new engine (the same high-output EcoBoost powertrain that’s in the Raptor), while the Raptor received new shocks. Ford also added some driver assistance features like forward collision warning, automatic emergency braking, and pedestrian detection to the standard features list.

For 2020, Ford makes the 10-speed automatic transmission standard with all engines (a six-speed automatic came with select engines in the 2019 F-150). Also, the lower trims are now available with more engine options than in previous years.

You can potentially save thousands of dollars by buying an older F-150, and many of the trims are largely the same as the new F-150, going back to the 2015 model year.

If you’re considering an older model, be sure to read our 2017 F-150, 2018 F-150, and 2019 F-150 reviews to help make your decision. Also check out our Used Car Deals page to learn about savings and discounts you can find on used vehicles

TOWING AND PAYLOAD CAPACITY The strongest engine isn’t a red-blooded V-8 but a powerful twin-turbo V-6 that is capable of towing a class-leading 13,200 pounds. An F-150 without the Trailer Tow package can tug up to 7000 pounds with either the V-8 or the top-tier V-6.

FUEL ECONOMY AND REAL-WORLD MPG The F-150 offers a pair of twin-turbo V-6 engines in the quest for V-8 power coupled with better-than-V-8 fuel economy. The 375-hp V-6 model achieved 19 mpg in our real-world highway fuel-economy test, 4 mpg below its official EPA estimate.

INTERIOR, COMFORT, AND CARGO Yesterday’s luxury sedan is today’s full-size pickup, and the F-150 has the space and equipment to prove it. It seduces with options that range from massaging seats to a panoramic sunroof. All that holds it back is its lazy reaction to user inputs. There’s plenty of storage space in the F-150—it is a pickup, after all.

SAFETY AND DRIVER-ASSISTANCE FEATURES The F-150 pickup can be equipped with almost every advanced safety system that is available on passenger cars, plus a clever driver aid that makes the confusing work of backing up a trailer as easy as twisting a knob.

The Insurance Institute for Highway Safety has rated the F-150 as one of the safest pickups on the market with its 2017 Top Safety Pick rating. Key safety features include

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Ferrari F2004

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Mick Schumacher gets to drive his father’s championship winning car the Ferrari F2004 18

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//:FERRARI F2004 You might even say in recent years, it’s one of the most recognised cars in the sport. It is of course the all-conquering 2004 Ferrari F2004, a car that took an astonishing 15 wins out of 18 races in the hands of Michael Schumacher and Rubens Barrichello, the last car to deliver on Ferrari’s winning streak of six consecutive Constructors Championships and Schumacher’s five Driver Championships before Renault and Fernando Alonso broke it in 2005.

Powered by an ever brutal 3.0 litre naturally aspirated V10 engine throwing out an insane 950 BHP at 19,000 RPM, the F2004 remains to be one of the most beautiful, sleek and dominating cars ever.

The brainchild of Ferrari’s design magicians Ross Brawn and Rory Byrne, the car is said to be a combination of the best bits of the previous F2002 and F2003-GA. The F2004 was known for it’s enlarged rear wing and revised rear suspension designs, done to reduce the tyre wear effect seen on the F2003-GA. As well as that, the exhausts were also made smaller and brought closer to the overall centre line of the car.

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In the whole season, the F2004 only suffered two retirements, both of those was thanks to collisions with other drivers and not mechanically, showing the car was also an amazingly built machine. Ex Ferrari engineer Rob Smedley called it “the perfect racing car”.

The F2004 made a return to racing in 2005 for the first two rounds of that year’s championship. The car even scored a podium at the season opener in Melbourne with Barrichello at the helm, but would be replaced by the new F2005 from the Bahrain Grand Prix onwards.

Sadly, thanks to an on-form Alonso and the Renault team, and the team struggling with the new tyre and race regulations for 2005, Ferrari would relinquish both titles to their French rivals and would not retain both until 2007.

The F2004 remains as one of Ferrari’s most successful and famous cars, and one that holds amazing memories for fans, Tiofosi and crew alike. For sheer speed, record breaking glory and absolute beauty, there isn’t a car that can come before the mighty Ferrari F2004.

A truly amazing year awaited for Ferrari with the car in 2004. Schumacher and Barrichello partnered each other for the fifth season running with Schumacher taking an unbelievable 7 wins in a row between the Nurburgring and Hungary rounds on the way to a total of 13 wins and his final of seven titles.

It would be until 2013 until somebody would equal the total wins in a season record, when Sebastian Vettel and Red Bull equalled the record that year.

Barrichello would take the two other wins in the season, leaving only three races out of an 18 race season not won by Ferrari.

Schumacher lead a superb 1-2 finish in Hungary to give Ferrari it’s sixth straight world title with the F2004, whilst a second place finish in the following round gave Schumacher his coveted seventh world title. A car remembered for breaking massive records, the F2004 still holds lap records on current championship tracks such as Shanghai, Monza and Melbourne, still untouched even by the quick 2018 spec cars, and with the 2019 rules reducing aerodynamics and thus slowing the cars by an estimated second per lap, these records look to stand for some time to come. .

2020 RACE RESULTS

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GRAND PRIX

DATE

WINNER

CAR

LAPS TIME

Austria

05 Jul 2020

Valtteri Bottas

MERCEDES

71

1:30:55.739

Styria

12 Jul 2020

Lewis Hamilton

MERCEDES

71

1:22:50.683

Hungary

19 Jul 2020

Lewis Hamilton

MERCEDES

70

1:36:12.473

Great Britain

02 Aug 2020 Lewis Hamilton

MERCEDES

52

1:28:01.283

70th Anniversary

09 Aug 2020 Max Verstappen

RED BULL RACING HONDA

52

1:19:41.993

Spain

16 Aug 2020

Lewis Hamilton

MERCEDES

66

1:31:45.279

Belgium

30 Aug 2020 Lewis Hamilton

MERCEDES

44

1:24:08.761

Italy

06 Sep 2020

Pierre Gasly

ALPHATAURI HONDA

53

1:47:06.056

Tuscany

13 Sep 2020

Lewis Hamilton

MERCEDES

59

2:19:35.060

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managed to hit 359.7km/h at Monza and Mexico City respectively.

How long does an F1 race last?

F1 races finish when a 305km distance raced is reached. The number of laps is worked out by dividing 305km by the length of the lap and the resulting race distance generally takes approximately an hour and a half to complete.

In the case of delays due to rain, red flags or safety cars, the race will end after two hours of racing regardless of the distance completed. The longest race of the year is the Singapore Grand Prix, which regularly runs to the two-hour time limit.

How does F1 qualifying work?

F1 qualifying is split into three sections known as Q1, Q2 and Q3. All the drivers compete in the 18-minute long Q1 session, attempting to set the fastest lap possible.

The five who set the slowest times drop out after this point, with the remaining 15 battling to set one of the top 10 fastest times to get into Q3.

HOW MUCH DOES AN F1 CAR COST, AND OTHER F1 QUESTIONS ANSWERED...

Formula 1 is a complicated series that is founded on complex engineering, tough business negotiation and precise data. Yet F1 often struggles to convey this information to its audience. Especially for new fans, it can be hard to demystify F1 terms and to appreciate exactly what goes into taking part in a grand prix weekend. In an attempt to rectify that, here’s a compilation of the most frequently asked F1 questions along with their answers

behind them, meaning that a competitor coming up to overtake has to drive in this ‘dirty air’, which impacts their performance.

By allowing cars that are within one second of the car in front to lift a section of the rear wing to create an opening on certain designated straights, it makes it possible for the car following to overtake due to the reduction in drag (hence the name) offering greater straightline speed.

How much does an F1 car cost?

Quite simply, F1 cars cost as much as a team is willing to spend on it. In 2018 Ferrari and Mercedes both spent over $400million, excluding their engine operations in producing and running its cars in order to be competitive. By comparison Haas and Williams spent closer to $150m on its challengers in the same year, showing that while an F1 car can be built on a much lower budget, the performance of a car is generally equal to the amount of money thrown at it.

A cost cap coming in from 2021 will rule that teams can only spend up to $175m on matters directly relating to performance. This means that from the introduction of these regulations onwards it will be possible to say with certainty that much of the sharp end of the grid will have spent $175m on its cars.

What is DRS? The Drag Reduction System (or DRS) was introduced in 2011 to attempt to negate the disadvantage of running closely behind another car and to allow more overtaking. Currently, the aerodynamics of F1 cars are designed in a way which severely disrupts the airflow

DRS has been highly criticised in recent years as a ‘push-to-pass’ button that has made overtaking too easy, but without it cars would struggle to get past their rivals in this aerodynamic-dominated era.

How much does an F1 car weigh?

From 2019 the overall weight of an F1 car and driver must be at least 740kg, with at least 80kg of that coming from the driver and seat. This weight requirement lessens the pressure for drivers to be as light as possible, especially for taller drivers, with those that weigh less needing to add more ballast to their seats.

In the past, this ballast could be placed on other parts of the car, improving its balance and creating an advantage for lighter drivers, but with this stipulation the weight distribution is equalised for all causing no disadvantage.

How fast are F1 cars?

The top speed of an F1 car depends very much on the characteristics of the track being raced on at the time.

The fastest time recorded in a speed trap in 2019 was

by Sebastian Vettel and Sergio Perez, who both

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In the final qualifying session the drivers are competing to set the fastest time in order to start on pole position for Sunday’s race. The drivers who reach Q3 have to start the race on the tyres they used to set their fastest lap time in Q2.

How much horsepower does an F1 car have?

F1 teams tend not to be particularly forthcoming regarding the amount of power its getting out of its engines, but it is thought that the top teams managed to hit 1000 bph in 2019. The output from the current V6 hybrid engines vary from team to team so not everyone will have that much power to play with.

How much do F1 drivers earn?

This is another question that F1 drivers are reticent to answer. However it is thought that the highest profile drivers such as Lewis Hamilton and Sebastian Vettel are probably earning above the $40m mark while the midfield are more likely to be receiving around $1 or $2m depending on the individual contract negotiations.

Most seasons there are one or two pay drivers within the field, whose sponsors are essentially paying the team to give a certain person a drive. Of course this is a vast oversimplification - most drivers come with some kind of sponsorship or backing behind them, and personal sponsors and other activities mean that drivers come away with far more cash than just what is contained in their paycheck from the team.

SPA, BELGIUM – AUGUST 30: Max Verstappen of the Netherlands driving the (33) Aston Martin Red Bull Racing RB16 crosses the finish line in Third place during the F1 Grand Prix of Belgium at Circuit de Spa-Francorchamps on August 30, 2020 in Spa, Belgium.

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FIRST CARS WITH AIR CONDITIONING A BRIEF HISTORY It brought down air con’s popularity a bit, and many consumers chose not to have it in their car. People growing in the 70s may still remember the sticky feeling of vinyl seats in hot summer days.

A car without an air conditioning system? Simply unimaginable for people these days. It comes as a standard in almost all vehicles manufactured across the world today. But this was not the case during the earlier days of automobile manufacturing. When did cars get air conditioning? Do you want to know about the first cars with air conditioning?

WHEN WAS AIR CONDITIONING INVENTED FOR CARS? Automakers started manufacturing motor vehicles for commercial purposes from the end of the 19th century.

But those vehicles were open bodied, so the makers did not think of adding anything for air circulation.

Close-bodied vehicles made their debut around 1908.

Since then, inventors began their quest for developing a functional cooling system for automobiles.

However, consumers had to wait until 1939 when the luxury New York manufacturer Packard developed the first functioning and practical AC system for motor vehicles.

You now know about the first car with AC, but when was air conditioning put in cars at a mass level?

Aftermarket AC system became highly popular after World War II. Many independent manufacturers took this job of fitting aftermarket air cons into all makes of vehicles. These units were still pricey but there was a cheaper option known as a car cooler.

THE BOTTOM LINE It seems that it took more than 40 years for the air con to be a common feature since the Packard AC system.

It became standard in American vehicles through the 60s, but Europe was a bit slow to catch on.

An air conditioning system was more like a feature for luxury and premium cars in Europe, even during the early millennium years.

However, GM made the air con as a standard feature in almost all of their models in 1953, and Nash and Pontiac followed the trend the next year. Several other manufacturers followed the suit in the next few years.

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Carmakers developed R134a, a more environment-friendly substitute for the R12. The older refrigerant is highly detrimental to the ozone layer and the environment in general. When R12 was banned in 1996, the automobile industry was not much affected because it already had an alternative.

With the alternative refrigerant and continuous technological and design improvements, the automobile industry never had to face a massive setback. The car sales rate has been steady for many years, and almost all of them have air conditioning pre-installed.

The debate over the harmful effects of air conditioning refrigerant is still alive. Many people are cautious about the use of motor vehicles because of the pollutants they release to the environment. The invention of electric cars and several other measures for reducing pollution are responses to address those concerns. However, the future of air-conditioned automobiles is still bright.

Car air conditioning systems have gained even more popularity in the next decade. Several big automakers, including General Motors, stepped up to take the business away from independent manufacturers. They offered it as an extra option.

FIRST CARS WITH AIR CONDITIONING

A scientific study showed that CFCs (used in air conditioning units) are harmful to the protective ozone layer. The debate around this discovery was threatening to the automobile industry. Fortunately, the automakers were more flexible, and they were willing to accept an alternative rather be adamant about using CFCs.

Sales of car AC units highly increased in the 60s. Cadillac really changed the game by bringing an AC control system for the first time in 1964. The setting allowed changing the car temperature to a preferred temperature.

A SETBACK IN THE 70S With technological advancements, people had also been becoming aware of their hostile effects on the environment. The adversarial impact of air conditioning became a big talking point in the 70s.

Fun Fact: Less than one-third of European cars had air conditioning as a standard in the early 2000s.

However, the European scenario has changed in the last decade. Currently, all cars, except for the ones at the low-budget spectrum, have the system pre-installed as a standard feature.

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“Never drive faster than your guardian angel can fly�

. .together anything is possible..

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Ferrari F8 Tributo HIGHS Razor-sharp handling, blistering acceleration, cabin is comfortable and reasonably roomy.

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LOWS Meager selection of driver-assistance features, poor rearward visibility, Android Auto integration isn’t offered.

VERDICT Quick and curvaceous, the F8 Tributo serves up a heady blend of gorgeous styling and out-of-this-world performance.

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Overview

Lithe and voluptuous, the 2020 Ferrari F8 Tributo is the supercar to choose if you like your automotive performance packaged in an undeniably glamorous wrapper—and who doesn’t? With its chiseled panels and windblown profile, the F8 Tributo looks more beautiful than brash, which sets it apart from other cars in Ferrari’s stable. This coupe is new to the Ferrari lineup for the 2020 model year, stepping in to replace the outgoing 488GTB. Memorably quick off the line, the F8 Tributo is motivated by the same burly 710-hp V-8 that lives under the hood of the 488 Pista. This alluring coupe costs more than an Ivy League education, but its price is justified by its winning style and breathtaking performance.

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The 2020 Ferrari F8 Tributo comes in a single trim that’s loaded with enough amenities to make it a desirable choice for shoppers in this segment.

Silver-accented 20-inch wheels connect this car to the pavement. A black grille, sill extensions, and a rear wing spoiler help give this Ferrari an appropriately sporty appearance, and automatic projector-beam LED headlights are on hand to brighten the road ahead.

All models come with exterior features such as rain-sensing windshield wipers, rear fog lamps, heated power-folding side-view mirrors, and LED taillights.

Slide inside the cabin and you’ll find a manually adjustable tilt-and-telescoping steering column, keyless entry and ignition, and dual-zone automatic climate control. All F8 Tributo coupes are equipped with tech features such as an integrated navigation system and two LCD monitors. As is often the case with Ferrari vehicles, the F8 Tributo offers optional amenities that allow you to create a customized look.

This coupe is available with an extensive selection of upholstery choices. Also, upgrades such as titanium exhaust pipes and exterior carbon-fiber components are offered, and you can choose from brake calipers in a host of different colors.

INTERIOR, COMFORT, AND CARGO The F8 Tributo provides seating for two passengers within a cabin that’s roomy enough to provide pleasant, comfortable accommodations. Contrasting stitching and sporty design cues help give the interior a performance-themed aesthetic that matches that of the car’s sheetmetal. The cabin’s most notable shortcoming concerns rearward visibility. The view out the back is impeded by the rear window’s louvers. Many exotics are very low on cargo space, and the F8 Tributo is no exception. Cargo capacity stands at seven cubic feet.

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ENGINE, TRANSMISSION, AND PERFORMANCE The F8 Tributo is powered by a twin-turbocharged 3.9-liter V-8 that produces 710 horsepower and 568 lb-ft of torque. All models are rear-wheel drive, and a seven-speed automatic transmission changes the gears. This Ferrari is quick enough to make an indelible impression. We estimate that it’s capable of sprinting from a standstill to 60 mph in about 2.8 seconds. Handling is precise and rewarding. The F8 Tributo’s engine hits a pleasantly sonorous note as it does its work, and the brakes do a masterful job of bringing this coupe to a swift halt.

FUEL ECONOMY AND REAL-WORLD MPG Fuel economy for the 2020 Ferrari F8 Tributo stands at 15/19 mpg city/highway, according to EPA estimates.

That’s better mileage than you’ll get with rivals such as the Lamborghini Huracán (up to 13/18 mpg).

SAFETY AND DRIVER-ASSISTANCE FEATURES The 2020 Ferrari F8 Tributo hasn’t received an overall crash-test rating from the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). Supercars often come up short in the area of driver-assistance technology, and this is the case with the F8 Tributo. Amenities such as a blind-spot warning system aren’t offered. Key safety features include: > Standard backup camera > Standard rear parking sensors

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BEST NEW MINIVANS AND VANS OF 2020

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Disregard the stereotypes: Minivans and vans are the best tools to haul families and their things.

FORD TRANSIT CONNECT

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MERCEDES-BENZ SPRINTER

DON’T TAILGATE

Following too closely is one of the leading causes of rear-end accidents. Just remember the 3-second rule: Pick an object on the road ahead (like a sign, tree or overpass) and when the vehicle in front of you passes the object slowly count “one-one thousand, two-one thousand, three-one thousand.” If you reach the object before completing the count, you’re following too closely.

CHRYSLER PACIFICA

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While pickup trucks are most associated with contractors and tradesmen, small vans such as the 2020 Transit Connect are more affordable and similarly versatile alternatives. The pint-sized passenger van can seat up to seven people and offers useful configurability. Its spunky four-cylinder engine and modest proportions help make it quick and maneuverable in tight spaces and heavy traffic.

The Ford city van also can be fitted with desirable infotainment features and all manner of driver assists.

Although its interior materials are the opposite of upscale and its ride quality is far from refined, the 2020 Transit Connect is a highly functional tool for many trades.

At the top of the minivan heap is the 2020 Pacifica, which excelled in much of our testing and is competitive with its rivals in other tests. We like the Pacifica so much, in fact, that we have named it to our 10Best list multiple times. We also subjected both a 2018 Pacifica hybrid and a regular gas-powered 2017 Pacifica to 40,000-mile tests where they both were staff favorites. With standard second- and third-row stowable seats, one of our favorite infotainment systems, and an optional hybrid powertrain, the Pacifica is the best minivan you can buy.

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MERCEDES-BENZ METRIS

The 2020 Metris is a van that falls somewhere between small and mid-size. It’s big enough to give you the room you need to get the job done, whether you choose the passenger van or the cargo van.

At the same time, it’s perfectly sized for city travel, since it’s diminutive enough to easily traverse narrow urban roadways. Vans are excellent choices for those who need strong towing and payload capability, and this Mercedes-Benz ranks at the top of its class in both areas. One drawback is cost. The Metris has a starting price that’s significantly higher than that of rivals such as the Ford Transit Connect and Nissan NV200.

For your investment, you’re rewarded with a van offering impressive power and utility.

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FORD TRANSIT

Work vans don’t get much better than the 2020 Ford Transit. This hauler is available as a passenger van, cargo van, or crew van, and it provides modern driver-assistance features that can help keep you safe on the road. The Transit delivers smooth handling, and its cabin does an excellent job of keeping road noise at bay. This full-size Ford van is offered in myriad configurations, giving you the ability to choose a model that’s an exact match for your needs. Vans such as the Mercedes-Benz Sprinter offer greater payload capability, and the Transit has a steeper base price than some rivals. Overall, though, this Ford shines as a top choice in its segment.

Considered by many to be the king of cargo and passenger vans, the 2020 Sprinter is available in a class-leading range of body styles and wheelbases.

Mercedes offers 21 variations of the Sprinter cargo van and 10 versions of the passenger van. It’s also the only vehicle in the full-size van segment that offers four-wheel drive, which makes it popular with adventurers as well as businesses in snowy climates.

Two engines are offered, including a V-6 diesel with a considerable 325 lb-ft of torque, and the largest version of the van comes with a dually rear axle for ultimate hauling capabilities.

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TOYOTA SIENNA

While it’s not quite as modern and refined as its competition, the 2020 Toyota Sienna still has a lot to offer buyers. Its 296-hp V-6 and eight-speed automatic can be paired with all-wheel drive; front-wheel drive is standard. Fuel economy is good; in our real-world testing, the front-drive version recorded 29 mpg, while the all-wheel-drive version got 27. Cargo room is ample—we fit a class-topping 57 carry-on suitcases behind the front seats.

Unfortunately, it doesn’t offer the functionality of the Chrysler Pacifica’s Stow ‘n Go second-row seats.

Standard driver-assist tech includes automated emergency braking, lane-keeping assist, and more.

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2020 Rolls-Royce Cullinan HIGHS The epitome of wealth, incomparable interior comfort, quick and quiet operation.

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LOWS The epitome of too expensive, awkward VERDICT The Cullinan is a rolling palace that outward appearance, missing some back-seat comforts its passengers and alerts you to the features. presence of rich people.

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Overview

While most Americans are busy growing the sea of faceless crossovers, the country’s richest residents are luxuriating in the literal Rolls-Royce of SUVs. Once the exorbitant Cullinan went on sale, the company synonymous with wealth presumably got wealthier. Its first-ever SUV became its best-selling model and a fashion accessory for one-percenters. It’s powered by an effortless twin-turbo V-12 engine and floats on an adjustable air suspension. The cabin is pure bliss, with supremely comfortable seats and generous passenger space. The environment can be enhanced even further with myriad personalization options. Without doubt, the 2020 Rolls-Royce Cullinan is the fanciest SUV on the planet, and that’s why it costs a small fortune.

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10 SECRET THINGS YOU DIDN’T KNOW ABOUT TUBELESS TYRE VS TUBE TYRE

2020 ROLLS-ROYCE Cullinan

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What’s New for 2020?

The 2020 Cullinan can now be ordered with leather to match its optional Viewing Suite and all-new Sanctuary Seats. These upgraded rear thrones add extra padding and a power-adjustable calf rest on the right rear seat. Although these options sound as if they’re from some Feng Shui theater, just remember that Rolls-Royce customers prefer to be pampered on another level. Of course, only the grandest Cullinans will have the newly available leather floormats and piano-white veneer.

Engine, Transmission, and Performance Its twin-turbo 6.7-liter V-12 provides 563 effortless horsepower and runs as whisper-quiet as you would expect, lest it disturb the VIPs in its cabin.

In our testing, we recorded a zero-to-60-mph time of just 4.5 seconds—impressive for a large SUV that weighs as much as the Cullinan does (around three tons, based on our scales). An electrified powertrain is rumored to join the lineup later, but for now Rolls-Royce’s V-12 engine is the sole offering.

All-wheel drive is standard, although we suspect buyers will never venture off the tarmac. The Cullinan rides on an air suspension that automatically adjusts its height using a road-scanning camera; ride comfort is beyond the standards of regular luxury vehicles, and it wafts down the road transmitting nothing unpleasant to the interior.

Fuel Economy and Real-World MPG The EPA estimates that the 2020 Cullinan’s V-12 powertrain will consume 12 mpg in the city and 20 mpg on the highway. Believe it or not, those figures aren’t the worst in its class. The V-12 Bentley Bentayga is expected to earn 12 mpg city and 17 highway while the Mercedes-AMG G63 is rated at 13 mpg city and 15 highway. We tested the Cullinan on our 75-mph fuel-economy route, and it beat its highway rating by 1 mpg (21 total) in the real world.

Interior, Comfort, and Cargo The spacious cabin is lined in box-grain leather, lambs-wool carpeting, beautiful wood trim, and milled-aluminum accents. For an even higher level of luxury, Rolls-Royce will customize almost every part of the Cullinan’s already lavish interior with whatever delights the buyer can imagine. The exterior is classic Rolls-Royce, but its liftgate configuration allows for the addition of a pair of leather-wrapped seats and a picnic table that pop out of the Cullinan’s tailgate—this is by far the most luxurious way to take in a polo match at the country estate. Even though building an SUV is a clear break from tradition for the storied British brand, it’s still an uncompromised Rolls-Royce in every way.

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NO COMMON AND UNTIMELY PUNCTURES One of the primary causes of tube tyre getting a hole is when it becomes squeezed between the tyre and the rim. This reason sounds ridiculous but will result in leakage.

With the tubeless tyre, you forget about such hazards. The airtightness is beneficial and reduces such conventional problems.

However, any sharp object will make your tube tyre flatten quickly and cut your trip.

AT REDUCED PRESSURES, IT RUNS The greatest tool that keeps the tube moving is the full air inside. Any puncture changes the pressure within the tube tyre.

Good news is, this tyres can run efficiently with lower weights.

Prevent the car tube from lasting shortly by maintaining the pressure. Tubeless tyres will not cut your drive when a small hole comes your way.

FLUID SEALANTS ARE USABLE Another fulfilling characteristic of the tubeless tyres vs tube tyre is the ability to fill with sealants. The added product makes it resistant to getting flattened. In the event of any resulting external leak, this liquid instantly flows and dries up, covering the hole. The air does not escape and no pressure released from the tyre. There is no need to break or call a mechanic to fix, and the trip continues safely.

AIR SLOWLY ESCAPES During your travel, puncture encounters come along, and the air can leak. The difference between tubeless tyre vs tube tyre is that tubeless release air at a low speed; this provides adequate time to pull over to one side of the road safely and fix it.

The ability to control the car in a deflated state reduces accidents that may come along. The tube tyres permit air escape immediately; this is harmful especially on a highway and when running at high speeds.

LIGHTWEIGHT The most significant advantage of the tubeless tyres arises on the lightness compared to the tube type tyres.

The design and effects get quantified in the car’s mileage. The truth is the heavy parts will call for extra energy from the engine.

More fuel ends up consumed in tube tyres.

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NO PRODUCTION OF UNNECESSARY FRICTION As you journey speedily, the tube type tyre does not rub against the casing. The truth is, when the two parts get in frequent contact, the temperature of the tube rises immensely. When this continues, the tube may burst. Tube explosions are dangerous at high speeds, but with the tubeless tyres, such risks have zero rates.

HIGH STABILITY The full air in the tubeless tyre makes the car at equilibrium at high speed. The lack of casing and a rim makes it less weighty; thus gives an excellent and efficient. The tyres airtight design is incomparable and matches the wheel as it rolls.

Another difference between tubeless tyre vs tube tyre is that tube tyre has possibilities of unbalanced pressure inside.

The car will lack balance when speeded. You know any wheel deformation is hazardous as you drive.

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FUEL EFFICIENCY All Tubeless tyres are fuel savers. The combination of its components like the light weight reduces the fuel use during driving.

Every car fitted with the tyres are pocket-friendly in both the short and long run.

BUDGET FRIENDLINESS The obvious thing about tubeless tyre is lack of a tube as a component. This part is not required and not planned for now and then.

The extra money that could be set aside for purchase remains saved. Unlike the tube tyres that have the must components as the tyres, tube, and rim purchased and used together.

THE QUALITY OF HEAT SPREAD Whenever in use, the wheel keeps rubbing on the road through friction.

The effect of the movement of the

tyre surface against the inner tube if not looked on, is dangerous.

Also, heat become produced during the movement in large quantity. In the tubeless tyre cars, the atmospheric air flows into the rim directly and takes it away.

The temperatures get low, and the tyres last and serve longer.

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Where the old car had a relatively crude 4WD system (front drive until it detected slip), this is much more sophisticated. The system takes information from everywhere: yaw sensors, steering angle, throttle, that bottle rolling around in the footwell, then distributes it (typically 50:50) between the axles. At the front a mechanical slip diff distributes power to either side, but at the rear it’s fully electronic: a pair of sophisticated clutch packs can send 100 per cent to either wheel. No 4WS, but the effect is similar. Drift mode, available if you maximise every setting and put the ESP to sleep, neatly limits torque to the front axle provided you’re giving it maximum sideways attack with the steering and throttle.

Now, this engine: it’s hard to consider a humble four cylinder as being very specialised, but keep that in mind as I tell you about it. It’s been turned through 180 degrees, so the intake is on the front, exhaust and single turbo on the back, helpfully shortening the tract lengths and lowering the engine height at the front, allowing a more aerodynamic bonnet line. Now consider the heat build up. Forget the hot-vee V8, Illenberger refers to this as ‘hot-back’ as exhaust and turbo sit cheek by jowl.

MERCEDES-BENZ AMG A45 The most powerful hot hatch in series production operates unobtrusively when you don’t demand much, and goes properly feral when you do

The most powerful hot hatch in series production.

Well, until Audi puts the bit between the RS3’s teeth once again. But of course it is. Ding-dong, seconds out, round one, the A45 is the bone-cruncher-in-chief of the hot hatch power wars. And now all-new from the ground up.

The first A45 appeared in 2013 with 355bhp, and proceeded to more than double AMG’s sales target.

Plus spawn variants: GLA crossover, CLA saloon, CLA Shooting Brake estate. The same will happen this time – the business is too good for it not to. The new one copies the 4WD, 4cyl turbo template but that’s about it: I ask Ralph Illenberger, AMG’s head of engine design if anything has been carried over, “yes, two bolts I think”.

I’ll talk more about the engine, but before I get carried away, here’s what else you need to know.

As with other AMGs, the A45 now comes in two variants, plain A45 and A45 S. The latter, with an extra 33bhp, more standard kit, bigger wheels (19s not 18s), larger exhaust pipes, double the number of diffuser fins, bigger brakes, variable driving modes etc, is the only one coming to the UK. It’ll cost around £50,000.

The CLA saloon goes on sale at the same time, costing about £2,000 more and delivering an almost identical driving experience: the hardware is the same for both cars (barring a tiny adjustment to the rear track width), the software tweaked to give the CLA a moderately less hardcore outlook.

The body has been majorly reinforced with a new shearing plate under the engine, a strut-mounted cross brace, diagonal bars across the front and rear underbody to support the subframes and inserts in the front wheelarches that connect the side members to the A-pillars and stop deformation under suspension compression. That’s quite a set-up.

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the mid-range, rather than jumping at the bottom end and then simply sustaining.

Other stuff: there is a cabin sound generator which takes its cues from a sensor in the exhaust, the gearbox is an eight-speed multi-clutch DCT, it weighs 1,550kg, promises 0-62mph in 3.9secs, a 167mph max, plus 34.0mpg and 189g/km of CO2. It’s a very different beast from the AMG A35 that appeared last year, using an AMG-tuned version of a 2.0-litre Merc unit. The current A-Class has majored on design and technology.

Can the full-house AMG take the fight to the Audi RS3 and BMW M2 and get the focus back on the driver?

The cooling is unbelieveable. The turbo is water, oil and air cooled, with the latter ducted through an intake behind the grille, under the engine cover, and then down past exhaust and turbo and out through an opening left purposefully in the floor. The heat-shielding is considerable. There are three water pumps: electrically driven for the intercooler and cylinder block, plus a beefier mechanical pump for the head. That last can pump 280 litres of water per minute – over twice the flow of a standard car. The intercooler has to get inlet temperatures down from 200 degrees to 50. When it can’t cope it’s able to call on the cabin air conditioning system for help.

The engine block is all new and used nowhere else. It’s able to withstand combustion pressures of 160 bar – as tough as a diesel block, basically. Illenberger admits to having considered twin turbos and both turbo and supercharger layout before dismissing both for packaging reasons. Apparently AMG boss Tobias Moers’ eyes widened when Illenberger went in and stated that he thought he could get 415bhp from a single turbo 2.0-litre with the right power characteristics, response, emissions and so on. The twinscroll blower, running on roller bearings, has two separate air feeds, from cylinders 1-2 and 3-4.

It pressurises to 2.1 bar.

Speaking of power characteristics, these are fundamentally changed. In the old car torque peaked at 2,250rpm and plateaued across to 5k. To feel more naturally aspirated and give you a reason to hold on to each gear, maximum torque (369lb ft) now doesn’t arrive until 5,000rpm, the delivery ramping up through

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OVERVIEW

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. .together anything is possible..

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09.2020

COVER STORY

LAND ROVER DEFERNDER How the vehicle we now know as Defender has changed over 70 years

SEPTEMBER 2020 Check out our last months issue.

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