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Aston Martin announces Rapide E as its first all-electric model

Aston Martin has announced official specifications for its first battery-electric model, which will be the Rapide E. Developed together with Williams Advanced Engineering, the 2019 Rapide E will have two electric motors good for a total of 610 horsepower and 700 pound-feet of torque. The Rapide E four-door, which will be produced in a limited run of 155 units, will be good for 155 mph. Its WLTP range target is said to be over 200 miles, and an hour of charging is good for 185 miles, using a regular 400-volt 50kW charger. Aston says the car's 800V battery system can also be charged with a 100kW+ charger at a rate of over 5 miles per minute. The electric powertrain is where the Rapide S's six-liter V12, gearbox and fuel tank would normally reside, to keep weight distribution in check; using composite materials and lightweight alloys, Aston has been able to meet the Rapide E's weight targets. To beat the aerodynamics of the Rapide S and to make it as silent as possible, both the car's exterior and underbody have been given a makeover from an EV development viewpoint and the low-rolling-resistance Pirelli P-Zero tires even feature noise-canceling foam inside them. As Aston is still in the business of making sports cars, the Rapide E's performance must be up to par: It reaches 60 mph in less than 4 seconds, and the 50-70 mph overtaking time is just 1.5 seconds. Aston says these figures can also be reached with a battery that is less than fully charged – the target is for "maximum performance on-demand throughout majority of the battery state of charge window," to put it succinctly. Aston's benchmark is that the Rapide E is capable of a full Nurburgring lap without any derating of the battery, with the electric version able to give a hassle-free performance expected of an internal combustion car. Perhaps that is a veiled reference to Teslas that have experienced overheating problems in track use. Aston Martin also states that it has strived to keep the Rapide E feeling like an Aston Martin, especially compared to the V12-engined Rapide S sibling. For Aston, this has meant chassis and electric powertrain tuning to retain the Rapide S's handling characteristics and "feel," including using a limited-slip differential through which the twin electric motors deliver their power — and keeping an eye on the springs, dampers and software integration to keep the car from feeling ponderous or clunky.

2020 Aston Martin Vantage AMR First Drive Review | It has a manual!

NURBURG, Germany — The new Aston Martin Vantage AMR has a manual transmission. In the precision-engineered, sequential dual-clutch automated hell-scape in which we now dwell, that might be enough copy for a full review. But driving this boisterous menace around the perfect, sweeping, foothilly roads around Germany's Nurburgring (but not on the ‘Ring itself), I discovered that the seven-speed stick shift makes the Vantage approximately 77% more engaging. For this, we have Aston Martin CEO Andy Palmer to thank. “Andy committed to always having a manual in the lineup,” said transmission engineer James Owen, at the Aston Martin Racing (AMR) Performance Center at the edge of the ‘Ring, when I asked, insolently, why this car exists. “And as the sports derivative of our sportiest, most focused sports car, Vantage, itÂ’s right for the lineup.” A bit more about that transmission, because it should be dwelled upon: It is built by famed Italian manufacturer Dana Graziano, which has been building transmissions for the likes of Ferrari, Maserati and Alfa Romeo since the middle of the past century. It has a dogleg high-ratio first gear that requires some increased load to knock into. It rev-matches on downshifts, and also allows no-lift upshifts, so you can keep the pedal floored between gears to minimize transitions. ItÂ’s air cooled, for less weight. And it has a Launch Control feature that works like this: clutch down, find first, stomp on the gas, wait for the little light to appear on the dash, clutch out progressively but quickly. Glory. It was, in fact, surprising just how much the gearbox changed my relationship with the Vantage, a car I already liked. The AMR doesnÂ’t add any power, the Mercedes-sourced 4.0-liter turbo V8 still sits at 503 hp. But the torque figures are down significantly, from the 505 pound-feet available in the automatic to 461 with the manual. Remember, this is the first time a manual has been paired with this engine, be it by Aston Martin or Mercedes-AMG. Despite losing 200 pounds from the Vantage's curb weight – through the use of the lighter transmission, forged wheels, carbon ceramic brakes, carbon fiber body and trim bits, and the switch from an electronic differential to a limited-slip one – itÂ’s nearly a half-second slower from 0-60 than the base Vantage (3.9 seconds vs 3.5).

Weekly Recap: BMW rolls out ambitious plug-in hybrid electric plan

"We believe that for the United States, this is going to be very important." – Julian Arguelles Let there be no doubt, BMW is serious about electric vehicles. The German automaker said this week it will make plug-in hybrid versions of all of its core models, an aggressive move that demonstrates its commitment to electric propulsion systems. BMW did not specify which vehicles will get the plug-in systems or provide a timeline for when they will arrive. But the announcement is clearly more than blustering, and the company revealed a 3 Series plug-in prototype this week at an event in France. BMW said the 3 Series uses a version of its 2.0-liter turbocharged four-cylinder engine (240 horsepower, 300 pound feet of torque) with an electric motor sandwiched between the engine and transmission in place of the torque converter. It has an all-electric range of 22 miles. A plug-in X5 with the same powertrain was also displayed alongside the 3 Series, though the X5 has been on the auto-show circuit for more than a year, including a recent stop in Los Angeles. Those two vehicles use "eDrive," and BMW's plans represent the first widespread transfer of its technology from development of the i3 and i8 models to more mainstream products. BMW said it's developing electric powertrains so they can be deployed rapidly across its range, and they are flexible enough to be used with fuel cells in future products. Enticingly, BMW is also working on a "Power eDrive" system, which debuted in a 5 Series GT concept at the event in France. This setup has two electric motors powered by a 20-kilowatt-hour battery pack, and when teamed with a four-cylinder turbo, pump out about 670 hp. Reinforcing BMW's commitment, the company will add more than 200 jobs at its factory in Dingolfing, Germany, to support electric-vehicle development. The moves come as BMW and other automakers diversify their portfolios while fuel economy and emissions regulations are getting tighter around the world. The United States has set a 54.5-mpg CAFE requirement for the 2025 model year. BMW said the electric vehicles were developed with an eye toward the US market, its government policies and its wide-ranging commuting styles. "We believe that for the United States, this is going to be very important," spokesman Julian Arguelles said. Ben Scott, a senior analyst in London with automotive research firm IHS, said BMW's moves are expensive – but necessary – to keep pace with the market.