45 years of the Porsche 911 Turbo: A new 911 Turbo version available on July 16, 2020

Thanks to their 427 kW (580 PS; 911 Turbo: Fuel consumption combined 11.1 l/100 km, CO₂ emissions combined 254 g/km; 911 Turbo Cabriolet: Fuel consumption combined 11.3 l/100 km, CO₂ emissions combined 257 g/km) engines, 30 kW (40 PS) more than their predecessors, both model variants dip under the magic three second 0-100 km/h mark with a time of 2.8 seconds (0.2 seconds faster). 750 newton metres of torque (up 40 Nm), now without an overboost time limit, make quick sprints even more spontaneous and effortless.

Acceleration, power output and torque of the new 911 Turbo therefore all match those of the previous generation 911 Turbo S. Power transmission is performed by an eight-speed PDK gearbox with a Turbo-specific set-up while its top speed remains unchanged at 320 km/h. Options such as the Sports and Lightweight Design packages, sports chassis and sports exhaust system are available for the 911 Turbo for the first time. As a result, customers will be able to adapt their vehicle even more to their individual tastes.

Options such as the Sports and Lightweight Design packages, sports chassis and sports exhaust system are available for the new 911 Turbo for the first time

The new sports cars are following in prestigious footsteps as the 911 Turbo has been synonymous with luxury and performance since 1975. Each generation has continued to live up to the claim of being a global benchmark for high-performance sports cars. The 911 Turbo combines sportiness with everyday usability, emotive dynamism with reliability and exhilarating performance with efficiency. The latest generation of the two-plus-two seater is more than twice as powerful as the original Turbo, which was powered by a three-litre, single-turbocharged, 260 PS flat six. While the 911 Turbo may have become faster, larger and more comfortable over the years, it has always retained its fundamental characteristics.

Improved responsiveness and performance

The new 911 Turbo’s 3,745 cm³ six-cylinder boxer engine boasts an increased output of 580 PS (911 Turbo: Fuel consumption combined 11.1 l/100 km, CO₂ emissions combined 254 g/km; 911 Turbo Cabriolet: Fuel consumption combined 11.3 l/100 km, CO₂ emissions combined 257 g/km) and now features symmetrical VTG turbochargers with electrically controlled bypass valves. In conjunction with its redesigned charge air cooling system and the use of piezo injectors, this improves responsiveness, performance, torque characteristics and its ability to rev freely. The chassis and body have become wider. The front axle now steers even more precisely thanks to an additional 42 millimetres of front track width and new 20-inch 255/35 tyres.

The chassis and body of the new 911 Turbo have become wider

The active all-wheel control PTM is now able to transfer even more power to the front wheels while traction at the actively steered rear axle is increased by a 10 mm-wider track as well as 315/30 tyres on 21-inch wheels – one inch more than on the front axle. The revamped braking system is even more powerful and can be recognised by its red fixed callipers that are fitted as standard. The grey cast iron brake discs at the front now measure 408 mm in diameter (28 mm more than before) and are 36 mm thick (two millimetres more). The rear axle features 30 mm-thick brake discs with a diameter of 380 mm.

Two different chassis variants

A sports exhaust system is optionally available on the 911 Turbo for the very first time. Two different chassis variants are also new: while the standard PASM chassis offers a greater spread between sportiness and comfort, the significantly firmer, electrically controlled 10 mm-lower sports suspension benefits the agility of the new 911 Turbo. Its set-up is aimed at enhancing the car’s dynamics and provides even more stability in high-speed driving, such as when the vehicle is used on race circuits. The optional PDCC hydraulic active anti-roll stabilisation and PCCB ceramic brake system with ten-piston fixed callipers at the front refine the new model’s driving dynamics yet further.

The Chrysler Name will be out in 2021 -- Stellantis will be the new name for FCA and Puegeot

FCA to change name to Stellantis after merger with PSA in 2021

Fiat Chrysler Automobiles and Peugeot S.A. together will become "Stellantis" after their merger is complete next year, the companies announced Wednesday.

This is a "major step" as the automakers move toward completing their 50-50 marriage outlined in a Dec. 18 agreement, according to a joint news release. Everything is expected to be finalized in early 2021.

The name, with roots in the Latin verb "stello," meaning "to brighten with stars," is inspired by "this new and ambitious alignment of storied automotive brands and strong company cultures that in coming together are creating one of the new leaders in the next era of mobility," the statement said.

The name pays tribute to the rich history of its founding companies while the evocation of astronomy captures the true spirit of optimism, energy and renewal driving this industry-changing merger, FCA said.

John McElroy, a longtime industry observer and host of "Autoline After Hours," said, "Thank goodness FCA and PSA didn’t make their new name a mouthful of letters. Stellantis rolls off the tongue rather nicely. No doubt the Twitter trolls will savage the name, but a year from now no one will even remember that anyone objected to it.

Both companies worked together to find a new name while working with Publicis Groupe. Soon the company will unveil its new logo.

However, the names and the logos of the individual brands will remain unchanged. The merger is expected to occur in the first quarter of 2021 if they win shareholder approval.Another component of "Stellantis" is "Stellans," which means "starry" or "having the appearance of stars" or "adorned with stars."

Eric Noble, president of the CarLab design consulting firm in Orange, California, told the Free Press, "The consumer cares about the brands and the models that they know and are loyal to. As long as Jeep, Ram and Dodge remain unchanged in all of this, the American consumer will never even notice. Jeep can do no wrong right now. Ram is on fire in the truck world, basically having eclipsed GM. Dodge continues to be a super strong nameplate as well."

He added, "No one cared when it went from Daimler-Chrysler to FCA. So, next question?"

Contact Phoebe Wall Howard at 313-222-6512or phoward@freepress.com. Follow her on Twitter @phoebesaid.

25 Years of the Mercedes E-Class

Mercedes-Benz E 50 AMG (1995) E-Class model in the 210 series.

Stuttgart. A new generation of E-Class began its successful journey a quarter of a century ago: in 1995, Mercedes-Benz introduced the 210 model series. It was the first time the E-Class with twin headlamps looked out at the world and promptly received the “red dot” design award. Another premiere in the luxury class was the choice between three design and equipment lines: CLASSIC, ELEGANCE and AVANTGARDE. The standard equipment included countless technical highlights from the electronic traction system (ETS) to the seat belt force limiter. Further innovations such as side airbags – a world premiere in this market segment – rain sensors and xenon headlamps were also available as special equipment.

The new E-Class started out in 1995 with the E 200, E 230, E 280, E 320 and E 420 as well as E 220 Diesel, E 290 Turbodiesel and E 300 Diesel. The output ranged from 70 kW (95 hp) in the E 220 Diesel to 205 kW (279 hp) in the E 420. In September 1995, at the International Motor Show (IAA), Mercedes-Benz introduced the E 50 AMG top model with 255 kW (347 hp). Throughout the entire term, the drives continued to be modernised and adjusted, and further models were added to the range – including the innovative E 220 CDI with common-rail direct injection in 1998 and the E 200 compressor in 2000. From 1997, the new M 112 and M 113 V engine series with three valves joined the E-Class.

The estate, lauded as a real spatial miracle with the largest cargo volume of its class, was introduced in March 1996 at the Geneva Motor Show. If necessary, an incredible 1,975 litres of luggage space are available. The automatic level control on the rear axle is standard equipment. Special equipment, on the other hand, includes a bench seat in the boot facing against the direction of travel with three-point seat belts, turning the estate into a seven-seater – the van market segment was still establishing itself in Europe.
Unlike its direct predecessor, the E-Class in the 210 model series was not available as a coupé or cabriolet. This segment was continued by the corresponding CLK versions of the 208 model series from 1997 onwards.

In June 1999, the E-Class in the 210 model series received a facelift. Since the premiere, over a million vehicles have been sold. Alongside a subtle body redesign, the standard equipment was expanded, particularly when it came to safety features. For example, all models now had the ESP® Electronic Stability Program, front side airbags and window airbags, whilst side airbags in the rear were available upon request.

Appropriately for the tradition of the E-Class, Mercedes-Benz also offered further versions of the 210 model series beyond the saloon and estate. There was a chassis with a 737-millimetre longer wheelbase and corresponding reinforcements, which was used as the basis for ambulances, for example. Mercedes-Benz also offered the 210 model series with special protection from 1995. The models E 320 and E 420/E 430 were available in special protection class B4. The E 420/E 430 was also available in special protection class B6 – the world’s only vehicle in the luxury class with this particularly high protection class.

In January 2001, Mercedes-Benz introduced the E-Class saloon of the following 211 model series. This debut marked the end of production of the 210 model series saloon after 1,374,409 vehicles. With average sales of more than 200,000 vehicles per year, it established itself as the best-selling executive saloon in the world. The E-Class share of this market segment was an average of 24 per cent; in some countries it was even as high as 40 per cent. The 210 model series estate remained in production until the end of the year – from 1996 to December 2002, more than 257,121 estate vehicles were produced. This meant a total of more than 1.6 million vehicles of the 210 model series in eight years of production. For the saloon, around two thirds of the vehicles had a petrol engine and a third a diesel engine under the bonnet. For the estate, this was almost exactly half and half.

The Mercedes-Benz 210 model series in the press

“auto motor und sport”, Germany, 11/1995 edition, describing the body of the saloon: “Besides representing the bravest leap in style in the history of the Mercedes brand, it also offers a significantly higher utility. More space, particularly in the rear, and increased functionality are directly visible improvements.”

“Road & Track”, USA, December 1995 edition, also offers judgement on the saloons of the 210 model series: “The new E-class is a dramatic departure for Mercedes-Benz. Historically, its cars – particularly the sedans – have been sold to ‘rational’ people seeking durability, timeless styling and understated luxury. But with this new E 320, Mercedes seeks to retain those buyers and attract people who are more emotional about their purchases, those who care more about style, handling and a car’s fun-to-drive quotient.”

Trade magazine “auto motor und sport” had this to say about the estate in its 6/1997 issue: “Otherwise, the estate sets the standards – particularly with its finely tuned suspension, which, even fully loaded, loses none of its smoothness.” And concludes with the sentence: “It is by some distance the best this class has to offer. Because it has not succumbed to a fashion trend that makes the estate an elegant fastback saloon with limited utility.”

It began with bicycles and ended with cars, Part II

I am not very mechanically inclined but one of the several bikes I used on my paper route

was a British 3 speed.  We called them "English" bikes.  But I totally disassembled the rear

gear mechanism just to see how it worked at the age of perhaps 12 or so.  Adjusting the 

caliper brakes, both front and rear, was also much fun, making sure they aligned with the sides of the rims.

Of course, it also had the required front light where power was generated by the little generator that rubbed against the wheel.   Mine was a "Raleigh" -- a major producer of English bikes for these shores.

I think I was the only kid in the area who had an "English" bike and other kids likely thought of me

as a bit odd.  Likely I was.   Narrow tires on an English bike and horrible West Virginia back roads

did not make for a good combination.  I do recall one of my newspaper customers asking me: "Why

do you ride one of them foreign bicycles, ain't American bicycles good enough for you?" 

It began with bicycles and ended with cars Part I

From Ed -- 

Yours truly at age 6 with my first "wheels" -- bicycle with trainer wheels still on (they came off in a few days).  Looking back I can't believe how much I cared for this bike.  If it ever got a bit of dust or dirt on it, I would wipe it off.  

After every "ride" my mother said I'd clean my bike off, sparking clean.  Even the spokes on the wheels were clean, she said.  Today, my cars are always detailed out and clean.  A speck of dust on the dash causes me anguish.   

Question: Is the discipline of care and respect for the vehicles we now own somehow implanted early on by the care we took of our bicycles back in the day?  Just wondering.  Note the "buzz cut"haircut, the polished shoes, and the cuffs on the pants.  

And the smile of "pride of ownership" on my face.

How not to have sex in a new Porsche!

Thanks to Ed for this story. A good reason to have a Cabriolet rather than a coupe.

A new Porsche 911 departed from a parking lot in a suburb of Dayton, Ohio, headed to a midnight trysting spot with two secret lovers onboard.  

At the lover's lane in nearby Greene County, Ohio, the 100K plus two seater was parked under a tree, but the near naked 72 year old driver was immobilized by a slipped disk and in great pain, trapping his young woman companion under him. 

The desperate young woman tried to summon help by honking the horn with her foot, but tragically was trapped  under her older gentleman friend.

Good fortune transpired and a doctor and several firemen arrived on the scene.  As a group they attempted a heroic rescue and provided much needed medical assistance.

Later, recording the incident for legal reasons, the attending physician noted in his records: "To free the couple, firemen had to cut away the car frame using the Jaws-of-Life."  He added, for the record, that the distraught young woman was helped out of the Porsche and into a blanket, sobbing and saying over and over:  "How in the world am I going to explain to my husband what has happened to his car?"