The Continental: Audi’s Sports Car, BMW’s Three-Banger, and Happy Birthday to Le Car

Each week, our German correspondent slices and dices the latest rumblings, news, and quick-hit driving impressions from the other side of the pond. His byline may say Jens Meiners, but we simply call him . . . the Continental. I have driven the Audi R8 many times, and I appreciated the opportunity to drive it once more at the launch of the face-lifted model at the Misano racetrack in northern Italy. Engineers have looked at multiple ways to make the car even sportier. If Audi was to add a racing seat and a six-point harness, an air bag would no longer be necessary, but the car no longer would be available for sale in the U.S. and other key markets. Speaking with the brand's engineers, you get the sense that they'd like to go much further to make the car lighter and sportier, but the legal ramifications are great. Half of my suggestions prompted a referral to tuners. And there are good tuners around, including Roland Mayer's MTM in Wettstetten, just north of Ingolstadt. The consolidation of platforms in the VW Group is well underway, and future sports cars will use the Modularer Sportbaukasten, which loosely translates to modular sports architecture. So, will the next R8 make use of a Porsche-engineered architecture? Nope. It's too late in the process; the next Audi supercar still will be its own. BMW's Three-Banger BMW is turning to three-cylinder engines as part of its three-four-six modular diesel and gasoline engine program; my colleague Manfred Jerzembek had a chance to speak with engineers and spend some time behind the wheel of a three-cylinder–powered prototype. The engine architecture is "the strategic backbone for the future," according to BMW's head of drivetrain testing Bernardo Lopez—and a way to counter the economies of scale that the VW Group achieves with its huge number of vehicle platforms. Interchangeability between parts for diesel and gasoline engines was a clear development goal, and there is a commonality between the gasoline and diesel engines of between 30 and 40 percent. Within just gas-burning or just diesel engines, the interchangeability of parts is 60 percent. BMW's R&D chief Herbert Diess defends the choice of a three-cylinder engine, saying, "this new engine has the same technology and the same genes as our legendary TwinPower straight-six." And, "our engineers are especially proud of the unique sound experience, with dynamic feedback during acceleration." Mechanically, the three-cylinder is similar to a six, and the inertial forces can be almost fully compensated with one balance shaft. The three-bangers will redline at about 6500 rpm. As for power, BMW's Lopez promises between 50 and 75 hp per cylinder for gasoline engines and between 30 and 60 hp for diesels. The corresponding span for torque is 45–60 lb-ft of torque per cylinder for the gasoline engines, and 55 to 80 lb-ft for the diesels. This breakdown of cylinder performance pertains to all modular engines. BMW's first three-cylinder vehicle will be the i8; it will be launched in 2014 and make 200 to 225 hp from its internal-combustion engine, complemented by powerful electric motors. Down the road, three-cylinder engines will go into the next-generation Mini hatchback and into the front-wheel-drive 1-series. It still is unclear whether a triple will be offered in the 3-series, but the powerplant is being evaluated for such a use. The engine has specifically been designed for front- and rear-wheel-drive applications and to be fitted either transversally or longitudinally. So where is the benefit? Between 5- and 15-percent less consumption compared to a four-cylinder engine, say BMW engineers, and a weight reduction of about 20 pounds. At partial loads, the downsized turbo three is especially efficient. For driving impressions, BMW provided a bright red 1-series with a 175-hp turbo three mated to an eight-speed automatic. Jerzembek reports the engine is responsive and agile, its sound not dissimilar to the large BMW gasoline and diesel engines—at least under full load. It's best between 3000 and 6500 rpm; the sound is less pleasant below the 3000-rpm marker. It's not a four and it's not a six, but it's easy to live with and sporty enough. Corporate Politics Meanwhile, BMW and PSA's engine partnership is ending in tears. European business papers report that BMW is asking for €50 million (that equates to roughly $65 million) to make up for the premature ending of the joint venture. Congratulations to Le Car One of my favorite cars is turning 40: The Renault 5. The tiny subcompact was launched in 1972, still with a six-volt electric system, feeble engines, and enormous body roll. The styling was almost futuristic, with integrated bumpers as an industry first. Soon the family was expanded: The 63-hp Renault 5 LS/TS was a powerful offering in its class; later, the 92-hp Alpine and then the 106-hp Alpine Turbo were added. Meanwhile, the little hatch was offered in the U.S. as Le Car. In 1980, Renault launched the mid-engine Renault 5 Turbo, with a 1.4-liter four blown to 158 hp, and later to more than 200 hp. Inside, it sported a futuristic, asymmetrical two-spoke steering wheel of which few have survived as many drivers preferred the conventional three-spoke sports wheel. Comparison Test: V12 Vantage vs. R8 V10, 458 Italia, SLS AMG, 911 Turbo S Comparison Test: 2012 BMW 328i vs. 2013 Cadillac ATS Comparison Test: 2012 Audi A7 3.0T Quattro vs. 2013 BMW 640i Gran Coupe The second generation was launched in 1984 with a body modernized by Marcello Gandini. The mid-engined Turbo model was discontinued, while the Alpine Turbo was replaced by the GT Turbo—which in its time was the ultimate hot hatch with 113 hp, and later bumped to 118. I personally owned one of these ultra-light and extremely quick machines. It's the one car I wish I'd kept more than any other I've owned. Read full story » from Car and Driver Blog http://blog.caranddriver.com

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