Michl defined the motivation behind bringing the idea to showrooms: “We obtained lots of suggestions from clients that our present vehicles by no means touched the highway and we had been amazed by what the apprenticeship guys did with the RS6 GTO idea.
“So it’s not to do with a final vision. It’s really to have something special and we know we have existing RS customers searching for another pinnacle.”
Each automotive shall be powered by the identical 4.0-litre twin-turbo V8 because the common RS6, nonetheless pumping 621bhp and 626lb ft to each axles. However, light-weight supplies and aero tweaks scale back the 0-62mph time to three.3sec and 0-125mph now takes 11.5sec – 0.1sec and 1.5sec faster respectively. Its prime velocity is restricted to 190mph.
The suspension and rear differential have been reworked to make the automotive extra agile when in Dynamic mode, with the coilovers lowered by 10mm and stiffened over the usual automotive’s.
The RS6 GT is anticipated to price round £180,000 and deliveries will start within the second quarter of this yr.
Q&A: Rolf Michl, managing director, Audi Sport
What would be the precedence for future RS vehicles? Speed? Driving really feel? Sound?
“It depends on the car, so there will be more driving dynamics-oriented cars, depending on the size. I couldn’t give you one direction but we want in the future to offer the biggest package of versatility.”
What would you say to clients cautious of an electrical RS automotive?
“I think there’s a path we can take together with customers. We’re looking car by car and we have a close view of the usage profile. We will go hybridised and you will see that people will be happy about the additional value for it being electrified. We will do it step by step.”
How are you going to distinguish every mannequin sooner or later?
“The USP will change all the time. For example, it has been sound or battery tech over the last 20 years. This has already changed and will further change. Going to driving dynamics, we have totally different options in the future. I think with EV tech, we can change the drivetrain set-up.”
We dialed up Alec Morefield from Slavens Racing for his or her enter on coping with the hydraulic clutch problem. Here’s his sage recommendation:
Due to the age of your motorbike, your grasp cylinder and/or slave cylinder more than likely have to be rebuilt. Bikes that sit and don’t get ridden typically or simply lengthy within the tooth sometimes require a rebuild equipment to repair your drawback. These kits include the mandatory seals and O-rings to correctly rebuild your grasp cylinder and slave cylinder. After utilizing a rebuild equipment, it would be best to comply with the identical bleeding process as acknowledged under. Before ordering a rebuild equipment, you may attempt the reverse bleeding process to make sure you don’t simply have air in your line.
Reverse bleeding the clutch line and clutch grasp cylinder is de facto an elementary process. Rekluse makes a clutch bleeding equipment that can correctly bleed your clutch. Before you begin this course of, be sure you have a bleeding equipment (just like the Rekluse unit) and the correct fluid. Most KTM, Husqvarna and GasGas fashions use brake fluid DOT 4 or 5.1, however some older KTMs take mineral oil. Simply take a look at the cap on high of your grasp cylinder and it’ll let you know what sort of fluid to make use of. If you’ve got aftermarket caps in your grasp cylinder, consult with your proprietor’s guide to make sure you use the correct fluid. Using the improper fluid will end in you having to switch/rebuild your grasp cylinder and slave cylinder.
Next, take away the cap, and we suggest wrapping the grasp cylinder with a store towel to soak up the brake fluid/mineral oil that can slosh out as soon as the method begins. To start reverse bleeding your clutch, it would be best to begin down on the slave cylinder. Before you hook the bleeder equipment (syringe and clear line) as much as the bleed screw on the slave cylinder, fill your syringe up with the correct fluid. Take the time to push out all of the air bubbles in your syringe. Once your syringe is stuffed, take away the rubber cap off the bleed screw on the slave cylinder. Then, earlier than hooking the syringe to the bleed screw, be sure you loosen the bleed screw. Next, put the syringe/line on the bleed screw and slowly push the fluid up from the slave by means of the clutch line and out the grasp cylinder. Keep pushing the fluid by means of and permit the towel to soak up the overflow of the fluid (or bucket to catch the fluid) till you now not see air bubbles within the grasp cylinder. You could have to work the lever slightly bit to see when you get anymore bubbles, and be sure you preserve stress on the syringe whereas doing so. If you’re getting some extra air bubbles, you may need to undergo this course of two or thrice. Once you now not have any air bubbles, tighten down the bleed screw on the slave cylinder and take away the syringe from the bleed screw. Now, you need to verify and see what your lever appears like; if it’s good, reinstall your cap in your grasp cylinder, and clear the grasp cylinder and slave cylinder off with a brake-parts cleaner. Now, you’re able to experience!
FAULTY FOAMER
Dear Mr. Know-It-All,
I’ve a six-year-old Husqvarna FE450, and it’s the greatest machine I’ve owned (and I’ve bought 23 machines through the years!), however my query has nothing to do with it. Because I’m a dual-sporter, I need to keep away from getting flats on lengthy rides. Carrying a tube and CO2 cartridges, together with a pack of instruments, is flat painful. I’ve been operating bib mousses with good outcomes till final weekend. They’re a ache to mount, and my final effort was the hardest but. I had a brand new Nitromousse and was sticking it in an IRC M5B. I needed to muscle it in, because the bead was so tight that I may barely get a tire iron in. I lastly rammed it on. We had an enormous experience arrange and trucked our bikes to the placement, acquired dressed, and I made it lower than 20 miles when the froth tube popped out of the tire and acquired rammed into the swingarm.
The tire seems good, because it was model new. This turned my day right into a nightmare! What occurred?
Harry, right here’s some sage recommendation about bib-mousse set up. First, make sure that your foam insert is the correct dimension to your tire. There is little question in my extremely organized mind bucket that both the insert was too huge or your tire was too small for the mousse. You really broke the bead on the tire throughout set up, and that is what let go in your experience. Once the bead is damaged, it can leap off the rim, and this let the foamer balloon out of its nest.
In the long run, be smarter than the tire. If you may’t preserve the bead dropped under the rim over the past 10 inches of the set up, and you employ an extended tire iron for leverage, you may snap the bead fairly simply. I exploit Motion Pro’s Bead Buddies (two is the minimal, whereas three to 4 retains the bead dropped under the rim correctly), take small bites with the tire iron and work slowly. Done correctly, and with the right-sized mousse, the duty is kind of pedestrian. Now, good luck, and we’re all relying on you!
GETTING LOW
Dear Mr. Know-It-All,
I’ve simply put a down fee on a brand new GasGas ES500. Will the suspension reducing linkage by AltRider match the GasGas? Are there different reducing choices? What will I have to do to the forks to degree it out? Price is an element. Please assist an outdated man who has been studying your recommendation for 40-plus years. Thank you.
If reducing simply the rear finish works for you, then the AltRider’s variableheight suspension reducing linkage can decrease your seat top to 4 completely different heights: 4.5mm (0.2 inches), 16mm (0.6 inches), 27mm (1 inch) or 38mm (1.5 inches) decrease than manufacturing unit top. I’ve a problem since each ends ought to be lowered equally in order that the steadiness of the machine stays integral. I questioned Dick Wilk, whom I belief with suspension counsel, and he works on the idea that the fork and shock work in unison so the machine’s spacers match internally to shorten the journey. Dick says that the majority go 1 to 2 inches, and each dampers may be introduced again to inventory with out a lot bother. He did say that the fork springs have to be shortened as effectively. The AltRider (www.altrider.com) reducing linkage sells for $235, and the Dicks Racing (www.dicksracing.com) modifications will set you again $495.
He added: “We will solely work on a sure grade of car.
“If somebody brought in a Mazda, for instance: there’s nothing wrong with Mazda, but if somebody brought in a Mazda and said ‘could you fit a coachbuilt body to it?’, we wouldn’t.”
Allesley’s first mission will likely be a “very large, superluxury SUV” commissioned by its chief monetary backer – whose identification Abercrombie wouldn’t be drawn on.
It will likely be powered by a combustion engine, owing to the present dominance of this powertrain kind within the luxurious market.
Nonetheless, Allesley is open to engaged on electrical automobiles as their availability within the high-end sector improves, and Abercrombie famous that the skateboard-style structure of many EVs allows way more “radical” redesigns.
“The skateboard platform in electric vehicles was one of the reasons why we set about doing this, because it actually makes the process a lot easier,” he mentioned.
“Obviously you may have a skateboard and you’ve got a high hat – the physique that goes on high of the automobile.
“So it provides purchasers the flexibility to be much more radical with their designs.
During the 2024 Suzuki intro, we were treated to a special bonus — the opportunity to ride Ken Roczen’s bike. However, it was Carson Brown who got the chance to ride it while we captured photos and videos. Sometimes, being a senior doesn’t always have its advantages. In the following video, Carson compares the stock models to the factory models he had the opportunity to ride:
The Porsche 911 S/T is designed to be a unique car in the 911 GT lineup. The main focus of its development was to create the ultimate driver’s car by making it the lightest 992-generation 911. To achieve this, the S/T features carbon fiber components such as door skins, front wings, boot lid, and roof. The wheels are made of magnesium and the interior does not include rear seats.
Weight reduction was also achieved through other means. The car is powered by a 4.0-liter naturally aspirated flat-six engine borrowed from the Porsche 911 GT3 RS, generating 518bhp. To enhance the driving experience, a lighter clutch for the six-speed manual gearbox and a single-mass flywheel were installed.
In addition to shedding weight, the S/T made further changes compared to the GT3. The hydraulically activated rear-steer system was removed to save weight and increase engine power. The rear anti-roll bar and its drop links are made from carbon fiber, and carbon-ceramic brakes are used. The S/T weighs 1380kg, which is 38kg less than a manual GT3 Touring and only 10kg more than a 911 R. It also benefits from lower gear ratios and a shorter gear lever, resulting in improved responsiveness. The spring and damper hardware and Michelin Pilot Sport Cup 2 tires are the same as those on the GT3 Touring, but the adaptive damper’s software tuning is different. Furthermore, the steering has been adjusted to provide a more linear and responsive feel.
Compared to the GT3 Touring, the steering of the S/T is heavier and more deliberate. The two cars feel noticeably different despite sharing many components. The S/T offers a more authentic driving experience, with a stronger connection to the road and a better sense of the forces at play.
“Our focus is on the GTI itself, not just a model. What makes the GTI an icon? What can we add to it? The ID 2 aligns perfectly with the GTI; it’s stable, likable, and has that secret ingredient. These are the three elements we identified in our design to regain our status as a beloved brand. We made it approachable and friendly, which holds significant power. It’s not excessively aggressive. With a Golf GTI, you never feel embarrassed. In some hot hatches, there are certain situations where you might feel embarrassed. This is about ‘unpimping’ my ride, not a boy racer car.”
What does ‘stable’ mean in terms of design?
“It refers to something that appears strong and not flat. The original Beetle had specific shapes to provide stability to the sheet metal. Stability can encompass various aspects, but essentially, it means not looking like it’s about to topple over. That’s why we have a robust C-post to make it exude strength and stability.”
Which models will be part of the GTI range in the ID era?
“We won’t saturate the market with the GTI; that could jeopardize its appeal. Some segments might be better suited for other options. We’ll start with the lower hot hatch segment.”
What about the R brand? And GTX?
“Compared to the R brand, the GTI is more practical and caters to the real world rather than the track. In the EV world, R will undoubtedly have a future. The R brand is more focused on record-breaking and cars meant for the Nurburgring. On the other hand, the GTX will cover specific segments and feature four-wheel drive capabilities. The ID GTI we’re working on is front-wheel drive, keeping it true to the GTI’s heritage.”
What price range are you targeting for the ID 2 GTI?
“We can’t disclose that information at the moment. However, for the ID 2, our aim is to offer it for €25,000. Nothing else in the market will provide the same value at this price point. Similar to how we convinced people with a more affordable car like the Mk1 GTI, our focus is on creating an approachable vehicle that resonates with the masses.”
Is it more enjoyable to work on small cars compared to big cars?
“I had a great time at Bentley! I thoroughly enjoyed the work we did there. The Batur project was simply amazing, and it was completed in a relatively short time. I truly cherished that experience. However, I also find immense satisfaction in the work we’re doing now. My time at Bentley taught me a lot about brands and their essence. Within a year, Bentley created the Queen’s car and won Le Mans. The strength of Bentley is truly remarkable. I came to VW with the hope of achieving something similar, blending emotions with practicality.”
The Volkswagen Group has announced solid results for the first half of the year, demonstrating its strategic realignment and restructuring efforts. With a focus on long-term, sustainable growth, the Group delivered reliable performance and strong financial results. Sales in North America are showing improvement, while the Group is also strengthening its position in China through technological partnerships and capitalizing on the growing trend of fully electric vehicles.
Financial Performance
In H1 2023, the Volkswagen Group achieved an operating profit of EUR 13.9 billion, an increase of around 13 percent compared to the previous year. The corresponding margin was 8.9 percent, surpassing the guidance range of 7.5 percent to 8.5 percent. Operating profit stood at EUR 11.3 billion, primarily due to non-cash hedging effects mainly from commodity hedging.
In terms of revenue, the Group experienced an 18 percent growth to EUR 156.3 billion in H1, driven by a recovery in volume, solid mix, and pricing. Although vehicle deliveries in China declined by 1 percent, signs of recovery were observed towards the end of the reporting period.
The Group’s electrification strategy continued to gain momentum, with battery electric vehicles (BEV) representing a 7.4 percent share of total deliveries in H1. The Group also aimed to reach a BEV share of 8-10% of total deliveries in FY 2023. Despite challenges in the market environment, Volkswagen managed to increase its market share in Europe and remains the market leader in the BEV segment.
The Group’s net cash flow in H1 was influenced by logistics chain bottlenecks, resulting in a muted net cash flow of EUR 2.5 billion. However, Volkswagen Group aims to achieve a full-year net cash flow of EUR 6-8 billion, taking measures to ensure the lower end of this range is met.
China Expansion
Volkswagen Group is accelerating its strategic transformation in China, aiming to maintain its position as the most successful international OEM and one of the top 3 players in the market. Despite an initial challenging period in the first two months of the year, the Group’s delivery figures in China showed significant improvement from March to May compared to the previous year. A decline in June was attributed to non-recurring effects. The Group delivered a total of 1,451,900 vehicles in China in H1 2023.
In order to expand its product range and address promising customer and market segments in China, Volkswagen Group has entered into two partnerships in the region: a strategic partnership with Xpeng and an expansion of an existing cooperation between Audi and FAW/SAIC. These collaborations align with the Group’s “in China for China” strategy, allowing it to capitalize on market-defining trends and leverage the growth momentum of the Chinese market.
Brand Performance Programs
Each brand within the Volkswagen Group is launching its own Performance Program to enhance profitability and resilience. These programs set ambitious targets across the brands, focusing on improving margins, product mix, and vehicle equipment. The programs also explore emerging business models, such as mobility solutions, to generate additional profit. The Group aims to achieve efficiency through economies of scale and cost optimization in areas including development, materials, production, distribution, and fixed costs.
Realignment of Platforms
The Group is realigning its technology platforms to drive innovation and achieve economies of scale. Key advancements include the establishment of the group-wide SSP platform by 2024, followed by the introduction of the second-generation MEB+ platform from 2025. The Group’s battery strategy and ramp-up will be supported by the Unified Cell developed by PowerCo. The CARIAD organization is also being realigned to accelerate the execution of the E³ platforms and further develop software-defined vehicles.
Financial Outlook
Volkswagen Group confirms its financial outlook for FY 2023, with a slight adjustment in the delivery forecast to 9 to 9.5 million vehicles. The Group remains on track to achieve its sales revenue target. Supply chain disruptions have been easing, with pressure shifting from semiconductor shortages to transportation and logistics delays. Lower raw material costs and an improving logistics situation in H2 are expected to support the Group’s performance programs and strengthen its competitive position in an increasingly challenging market environment.
Conclusion
The Volkswagen Group has delivered solid financial results in H1 2023, driven by its strategic realignment and focus on sustainable growth. By expanding its presence in China, accelerating electrification efforts, and implementing brand performance programs, the Group aims to enhance its competitiveness and strengthen its position in key markets. With a clear plan, measurable milestones, and a commitment to value-driven production, Volkswagen Group is well-positioned for long-term success.
During the UK launch of the Polestar 2, the Polestar team mentioned that they don’t typically do facelifts. Instead, they focus on subtle model-year updates and keeping their cars fresh through over-the-air updates. For 2023, the visual changes are minimal, with the fake grille now serving as the SmartZone for the driver assistance systems. Additionally, new wheel designs have been introduced, with the 20-inch option receiving positive reviews.
For the 2023 model, the main changes aim to reduce the Polestar 2’s energy consumption. Similar to the Volvo XC40 and Volvo C40 Recharge, the Polestar 2 now features a more efficient inverter and motor, which are mounted at the rear and power the rear wheels instead of the front. This change also brings a significant increase in power, with the long-range, single-motor version upgraded from 228bhp to 295bhp and capable of rapid charging at 205kW.
Consequently, the Polestar 2 has achieved a more favorable WLTP energy consumption figure of 4.2mpkWh, surpassing Hyundai’s Ioniq 6 streamliner, despite its less aerodynamic shape. Additionally, with a larger battery capacity and improved efficiency, the official range has increased to 406 miles, outperforming the Hyundai, Tesla Model 3 Long Range, and BMW i4 eDrive40.
Returning versions of the Polestar 2 include the Standard Range, Long Range Dual Motor, and Performance Pack, all benefiting from enhanced efficiency and more power. It’s worth noting that the entry-level car now claims a range of 331 miles, potentially making it the most appealing option in the lineup.
Two main questions arise from these updates: can the revised Polestar 2 deliver on its range claims in real-world conditions, and does the rear-wheel drive configuration make it more enjoyable to drive?
In terms of the first question, it’s important to acknowledge that no EV can fully match its laboratory claims, including the Polestar 2. However, after driving the car on various road types in mild conditions, it achieved an indicated energy consumption of 3.4mpkWh, translating to a range of 267 miles. This performance is comparable to the Ioniq 6, demonstrating a commendable result.
Unlock Your Automotive Passion and Explore the Road Ahead
Compared to the GT3 Touring, the steering of the S/T is heavier and more deliberate. The two cars feel noticeably different despite sharing many components. The S/T offers a more authentic driving experience, with a stronger connection to the road and a better sense of the forces at play.
