All posts in “Roadster”

2019 BMW Z4 First Edition

For those who love the open road, the wind on your face, and the roar of a finely-tuned engine all wrapped within a body with a European pedigree—the 2019 BMW Z4 First Edition might just be exactly what you need in your life. This roadster bears the brands iconic grilles and a new aggressive frame. The preview unit showcased by the manufacturer sports an eye-catching Frozen Orange paint job. It also comes with splashes of Cerium Grey metallic accents distributed all around.

The Munich, Germany-based company has yet to reveal more intimate details regarding its upcoming open-top two-seater. However, we do know that it will rely on a 340-horsepower 3.0-liter 6-cylinder engine for power. It might not exactly sound impressive on paper, but it’s reportedly close to that of a Porsche Boxster. Information gleaned from insiders boast a modest 0-60 mph sprint time lesser than 4.4 seconds.

With M Performance tuning in the cards, you can look forward to top-notch controls that make for a pleasurable drive along the highway. We could also make out that its 19-inch alloy wheels flaunt a stunning bespoke design. The included infotainment system pumps out beats through a Harman Kardon surround sound setup. Sadly, purists might find it disappointing that the 2019 BMW Z4 First Edition does not offer a variant with a manual transmission.

2019 BMW Z4 First Edition

Photos courtesy of BMW

Scuderia Cameron Glickenhaus to build factory in Connecticut

Specialty sports car and race team Scuderia Cameron Glickenhaus is planning to build a new assembly plant in Connecticut for its upcoming 004 and 006 road-going sports cars.

The new facility would add to its factory in Sleepy Hollow, N.Y., where SCG restores its personal collection of cars and conducts final assembly of the 003, but only has capacity to build around one car per month, said Jesse Glickenhaus, managing director and son of founder and film producer James Glickenhaus. The firm expects to close on the new property at a small airport in Danbury, Conn., a 45-minute drive from Sleepy Hollow, by the end of this week.

In an email to Autoblog, Glickenhaus adds “we are building out this space so that eventually it could build 15 cars per week (although we won’t be at the capacity for several years), and we are building the factory to scale 50 cars per year.”

Clients will easily be able to land a plane and taxi straight to the factory to park. “The main building is a round building that was originally built to manufacture giant revolving turntables for restaurants in skyscrapers or also for railroad stations where trains needed to turn around,” he wrote. “There is also a smaller 4-bay garage that will display vehicles, and contain offices and conference rooms.” He said the company plans to make the facility environmentally friendly and is researching powering the building entirely with solar panels and batteries.

The National Highway Traffic Safety Administration earlier this year granted the company status as a low volume manufacturer, meaning it will be allowed to produce up to 325 cars in the United States and be exempt from certain regulations that larger, volume automakers must contend with. The company currently builds most of its cars in Turin, Italy.

The 004 is the mid-engine, central-seat sports car available in road-legal form as the GT 004S, a carbon fiber-bodied three-seater, and the 004CS, the road-going version of the 004C race car that will be powered by a tuned version of the 3.8-liter twin-turbo V6 from the Nissan GT-R. It’s expected to launch from the new plant in late 2019 with an optional 800-horsepower LT5 engine along with the base 650-hp LT4 engine, both available in manual or automatic transmission with paddle shifters, according to Motor1.

The 006, meanwhile, is a retro 1960s-style two-door roadster that will produce 650 horsepower and start around $250,000. The company first showed off the 003 supercar at Geneva in 2015, and it’s also planning to re-animate the Baja Boot off-roader with a naturally aspirated 5.0-liter V8, reportedly in California.

Here’s a little more color that Jesse Glickenhaus shared with Autoblog:

We are a small company that is a passion more than anything. Jim and I dream up dreams that seem crazy and impossible to the world (let’s make a pure race car for the road that is better than anything else on the market, let’s build a car in the United States to compete in the 24 Hours of Le Mans for 1st Overall, let’s build a road legal car that can drive to from California to the Baja, race the Baja 1000, and drive home, let’s build a car from the ground up to race the 24 hours of Nurburgring and be competitive for first overall). Then we both go and make that happen. My main job is working together with my dad to figure out how to make these dreams and adventures happen.

Related Video:

Outdoor Activities with the new Mercedes-AMG GT S Roadster

Some people play Badminton in their leisure time. Some play ping pong, and some play chess. The Mercedes-AMG GT S Roadster is for those who like to jet ski.

Bear with me on that analogy – with the GT S Roadster that Mercedes-AMG has just announced, you get all of the kicks of the AMG GT S coupe, but you get to enjoy them out in the fresh air.

Slotting in between the current lineup of the AMG GT Roadster (for those that enjoy lycra-ing up of a weekend and heading out on a road bicycle) and the AMG GT C Roadster (for full-on lunatics who enjoy bobsledding in their spare time), the GT S Roadster gets the same twin-turbo AMG 4-litre V8, though in this instance it’s tuned to produce 515hp at 6250rpm and 494 lb-ft of torque between 1900 and 5000rpm.

That means it’s got the edge on the 469hp, 465 lb-ft GT Roadster, though isn’t quite as ballistic as the 550hp, 502 lb-ft AMG GT C Roadster.
b Mercedes-AMG GT S

b Mercedes-AMG GT S
Like all the best AMG Mercs, the GT S should still be able to get slidey at will thanks to that power being sent straight to the back wheels via an electronically controlled limited-slip differential.

The driver will get the full cacophonous AMG soundtrack as we’ve come to expect, too, with the roof down-experience allowing the sound to carry direct from the performance exhaust system also offered on the AMG GT C to their ears – up to a certain point on the way to the car’s 192mph top speed at least before the wind does its thing.

0-60 is dispatched with in 3.7 seconds – which should be fast enough for those seeking thrills but not all-out speed. That time still brings it within a tenth of a second of the more speed-focused GT C Roadster, though.

Stopping power isn’t bad either, with that limited-slip diff combining with composite brakes – 15.2 inch fronts with six-piston calipers and 14.2 inch rears with single-piston calipers – that AMG say will provide exceptionally short stopping distances and an outstanding resistance to fading.

Aluminium has been used throughout the bodywork to keep weight to a minimum while ensuring rigidity, and the car’s centre of gravity is kept low thanks to use of a three-layered fabric soft top – for when the noise (or the weather) becomes too much for the occupamnts.

European order books are open now, but US customers will have to wait until later this year when the AMG GT S Roadster will reach US dealerships.

If you were seeking outdoor excitement from your V8 Mercedes, which Roadster would you pick? The GT, GT S or GT C? Let us know in the comments!

2019 Lamborghini Aventador S Roadster First Drive Review: Refined bull

It fires up the same way as the fixed-roof coupe, via a missile launcher-style shield hiding a small hexagonal Start button. With a firm press the starter whirs as fuel dumps into all 12 cylinders, igniting 6.5 liters of air and gasoline in a riot of internal combustion. But with its roof off, the $460,247 Lamborghini Aventador S Roadster stirs to life with an incrementally different auditory punch, a cascade of deep, raspy notes pours more clearly out of the enormous exhaust pipes and into the snug cabin.

Sound connoisseurs may notice the more mechanical whirs of valvetrain seeping into the cockpit, but we suspect the vast majority of Aventador S Roadster buyers are here for the sun – no doubt the reason Lamborghini organized this particular test-drive in Malibu, Calif. Our tester awaits with its twin carbon-fiber roof panels stowed in the nose, a rather convenient state because, as memory serves from our first-generation Aventador Roadster, the lid removal process requires a fairly awkward dance.

Climbing inside is a considerably easier task when this Lambo is opened up to the elements. There’s no head-ducking or awkward sliding, though once settled you will struggle for a place to stow your cell phone. Apart from the shallow glove box there are no other storage compartments, just a tiny USB/12-volt outlet beneath a flip-up lid that’s barely big enough to hold a key fob. At least a small concession to convenience comes in the form of a removable cupholder mounted on the passenger side of the center console.

2019 Lamborghini Aventador S Roadster2019 Lamborghini Aventador S Roadster

When the massive V12 stirs to life, any concerns about practicality quickly fade away. The S Roadster gains the same improvements made to the S coupe, among them smoother suspension and improved aerodynamics (more downforce or less drag, depending on spoiler settings), the addition of four-wheel steering and a 38-horsepower gain, for a total of 729 hp. Also welcome is the ability to independently control suspension, steering and engine modes in what Lamborghini dubs the EGO setting.

That said, it’s all but impossible to ignore the human ego when rolling through town in an al fresco Lamborghini: The pointy two-seater cuts through traffic like a blade, leaving a wake of camera phone-wielding gawkers and swivel-necked onlookers fixated on its origami edges. But more crucially to those who care more about driving than posing, the updated Lambo delivers a palpably different left-seat experience compared with the first-gen Roadster.

Like the earlier model, structural reinforcements add 110 pounds to the curb weight and incur a one-tenth-of-a-second penalty in the 0-to-62-mph sprint, doing the deed in 3 seconds flat. Top speed remains unchanged at 217 mph. But in this case, the Aventador is better equipped to mask the extra mass thanks to the new four-wheel steering system, which has the effect of virtually shrinking or lengthening the wheelbase by 20 or 27 inches, respectively.

2019 Lamborghini Aventador S Roadster

On the tight stretches of Mulholland Canyon, I can feel the tail swing sideways while turning in to each corner, making the car feel like it’s more willing to hustle its weight into the bend. In fact, the effect is sometimes so pronounced I need to delicately manage my steering inputs so the weight transfer isn’t too dramatic. Similarly, Sport and Corsa modes require careful throttle modulation because the effect is so direct: jam the gas, and you’ll lurch forward obtusely like a 15-year-old in driver’s ed. But while the Aventador still feels somewhat big-boned and lacks the overall agility of the Huracán (and especially the Huracán Performante), the four-wheel steering goes a long way toward making it feel smaller than it actually is. The effect also comes in handy when pulling u-turns, revealing a noticeably tighter turning radius.

When flinging the Aventador through canyons there’s some safeguard in the fact that the electronically controlled Haldex differential automatically adjusts the front/rear bias for optimal grip. It takes a bit of aggression, especially on warm weather days, to make the hulking 355-mm rear tires slip. Counterintuitively, the electronic stability control lets you get away with more shenanigans in Sport mode (which biases 90 percent of power distribution to the tail) as opposed to Corsa mode (which is tuned for optimal lap times and sends only 80 percent of power to the rear, making for fewer tail-happy slides but quicker, more efficient lines through corners).

We weren’t able to drive the Roadster with the hardtop in place, but our recollection of our track drive in the previous-gen model suggests a rock-solid chassis that enables a high amount of confidence. The Roadster felt stiff and responsive during our canyon drive, suggesting little or no perceptible compromise to the fixed-roof car.

2019 Lamborghini Aventador S Roadster2019 Lamborghini Aventador S Roadster2019 Lamborghini Aventador S Roadster2019 Lamborghini Aventador S Roadster

Through all the enthusiastic canyon carving and moderate-to-high-speed cruising, the cabin remains a surprisingly turbulence-free space, largely thanks to the considerable distance between the seat bottom and the airflow above. A relatively still pocket of air can be preserved by keeping all three windows up, but lowering the rear window amplifies the sound of the sonorous V12. Also neat is the beveled top edge of the windows, which adds a jewelry-like feeling to the interior which can feel otherwise plasticky unless the optional carbon-fiber trim box is ticked. But as with the coupe, there’s a disconcerting lack of rear three-quarter visibility, which makes it particularly critical to mind the side mirrors (or just drive so fast there’s nobody behind you to hit when you change lanes).

The seven-speed automated single-clutch gearbox enjoys some refinements with the S iteration, but there’s still an inherent awkwardness to the shift action unless you’re near the roadster’s wailing 8,400-rpm redline. Trundle around in Strada mode, and the shifts are innocuously smooth, even leisurely. Things get crisper in Sport, but under moderate to mildly aggressive acceleration, there’s still a jerky pause before the next gear is engaged. Hammer the throttle, a perfectly normal thing to do on a racetrack (but cause for arrest on public roads), and the digital tach on the TFT quickly climbs as the titanium exhaust spits out an angry tune that gets interrupted by a brief staccato pop while the transmission jams into the next gear. As fun (and effective) as it may be to drive an Aventador S Roadster at that level, the spectacle and speed are simply untenable on public roads. Unfortunately, there’s no mellow middle ground, unlike in the Huracán, whose dual-clutch transmission is equally adept at low-speed loafing and high-speed frenetics.

The Lamborghini Aventador S Roadster is sharp, brash and more than a bit refined than its predecessor – but still an unapologetically imperfect beast thanks to its graceless gearbox and brutish manners. Yet in spite of its shortcomings, this strain of bull reminds of everything we love about mechanical charisma. The Huracán Performante may have all the right moves with its impeccable track manners and tightly contained dynamics, but the Aventador still reminds us of the days when supercars weren’t so tractable and obedient, but rather wild, snorting and more than a bit daunting to drive fast. As a rolling expression of excess, it’s hard not to fall for the open-air Aventador S’s naturally aspirated scream for attention.

Related Video:

VIDEO: Lamborghini Aventador Vs. Mercedes-Benz SLS AMG Roadster

Presented by the Hennessey Performance team, the beat downs are quite comical in this instance. Even with head starts the Mercedes-Benz SLS AMG Roadster gets eaten alive.

Sx-Z | BAC Mono lightweight roadster

VIDEO: BAC Mono Lightweight Roadster

If you like the Ariel Atom, KTM X-Bow and Lotus 2-Eleven, the BAC Mono will be right up your alley, and what’s even better is that the Mono is available to order in the U.S.

Specs:
Powered by a 2.3-liter Cosworth engine
280 horsepower
1,188 pounds
0-60 mph in just 2.8 seconds
Top speed of 170 mph
Sequential-shift Hewland gearbox
Fully adjustable Sachs suspension and AP Racing brakes

As Harris discovers in the video above, the Mono is actually quite accommodating and one the best handling track cars in the wet.

Sector 111, the California-based distributor of the Ariel Atom, is the U.S. distributor for the BAC Mono which can be ordered for $130,000.

Sx-Z | BAC Mono lightweight roadster

Sx-Z | BAC Mono lightweight roadster

Sx-Z | BAC Mono lightweight roadster

Sx-Z | BAC Mono lightweight roadster

Sx-Z | BAC Mono lightweight roadster

Sx-Z | BAC Mono lightweight roadster

Sx-Z | SLS AMG E-Cell Roadster

Is Mercedes Planning An SLS AMG E-Cell Roadster?

Sx-Z | SLS AMG E-Cell Roadster

Rumor has it that Mercedes-Benz is planning a roadster version for the SLS AMG E-Cell electric supercar that debuted at the 2012 Detroit Auto Show.

Said an undisclosed Mercedes-Benz representative, “We will see how great the demand becomes. We currently have no idea how many people are actually interested.” Sounds like Mercedes-Benz will see how the fully-electric gullwing supercar sells first and then make a decision as to whether or not there will be a demand for a roadster version.

To recap, the SLS E-Cell uses four electric motors to generate a combined 526 horsepower and 649 pound feet of torque, achieving a 0-60 time of four seconds.

Sx-Z | SLS AMG E-Cell Roadster

Sx-Z | SLS AMG E-Cell Roadster

Sx-Z | SLS AMG E-Cell Roadster

Sx-Z | SLS AMG E-Cell Roadster

Sx-Z | SLS AMG E-Cell Roadster

Sx-Z | SLS AMG E-Cell Roadster

Sx-Z | SLS AMG E-Cell Roadster

Sx-Z | SLS AMG E-Cell Roadster

Sx-Z | SLS AMG E-Cell Roadster

Sx-Z | SLS AMG E-Cell Roadster

Sx-Z | SLS AMG E-Cell Roadster

Sx-Z | SLS AMG E-Cell Roadster

Sx-Z | SLS AMG E-Cell Roadster

2013 Lotus Exige S Roadster

Specs

  • Factory-fitted soft top roof (First time an Exige model has been offered with one)
  • Finely tuned suspension delivers a responsive ride and sublimely agile handling
  • Supercharged 3.5 V6 engine with race-derived technologies delivers stunning performance
  • Reaching 100 kph from standing in 4 seconds (0 – 60 mph in 3.8 seconds) and 0-160 kph (0-100 mph) in 8.5 seconds
  • Top speed for the Lotus Exige S Roadster is 233 kph (145 mph)
  • Produces just 236 g of CO2 per km
  • Targeted weight of just under 1100 kg – one of the lightest six-cylinder roadsters
  • Six-speed manual gearbox
  • Available with Lotus’ Serial Precision Shift (SPS)
  • Two different suspension settings – standard setting for an active driving experience best suited to public roads; and an optional setting as part of the Race Pack for maximum performance
  • Optional comfort enhanced plush interior or a more stripped down, sporty version
  • Fuel economy figures for the Lotus Exige S Roadster with manual gearbox: Urban 14.5 l/100km (19.5 mpg), Extra urban 7.6 l/100km (37.2 mpg), Combined 10.1 l/100 km (28.0 mpg). CO2 emissions for the Lotus Exige S Roadster: 236 g/km
  • 2013 Lotus Exige Roadster2013 Lotus Exige Roadster2013 Lotus Exige Roadster2013 Lotus Exige Roadster