American tuning company, Bulletproof Automotive have announced their 15 year anniversary project – the BMW Z4 GT Continuum. Hold down your horses, it is not actually bulletproof – even if it was, it has no roof, so if you are being chased by gun-sters, no luck! BMW Z4 GT Continuum (3) This radically modified BMW Z4 E89 is stripped of its drop top and carries an open two-seater cockpit as found in the era of vintage motorsport (and a few batmobiles). It is a fusion of a German vehicle tuned in a Japanese aesthetic, with a past-meets-future design blend. The GT Continuum looks like the beefed up, wrestler cousin of the original. The car has been redesigned with a custom bodykit to turn it into a rather outrageously styled roadster. BMW Z4 GT Continuum (1) The BMW Z4 GT Continuum stands with an extremely flat silhouette. It is brought closer to the ground, with an adjustable suspension setup. The custom bumper with reshaped air intakes, dual canards on either side and the almost removed windshield give the Continuum a wider, but sharper look. Two large scoops behind the occupant seats, a huge rear wing and its side skirts add to its racing stance. This beast drives on the race inspired Toyo Proxes R888 DOT competition tires. BMW Z4 GT Continuum (6) What drives this beast is still unclear, but we can expect the stock Z4’s hardware to have been taken to the next level for this build. If rolled out in black this could easily qualify as the next Batmobile! Let us know what you think about this car!

Porsche have officially revealed the iconic 911’s “991.2” generation Carrera and Carrera S models. The mid-cycle makeover brings in stylistic changes that are few and far in between, and, the first time in 911 history, the employment of turbo-charging across most of the range.

Bodywork updates include a new front bumper that is aerodynamically skimmed, with larger air intakes and horizontal LED daytime running lights. At the back, the revised tail lamps get a 3D-effect look, while the exhausts have been re-positioned to the centre of the new rear bumper. Also, new vanes atop the rear hood help channel air into the traditionally rear-mounted, flat-six motors better.

Engines & Performance

2016 Porsche 911 (1)

Both the Carrera and Carrera S will now feature 3.0-litre engines, downsized from the 3.4- and 3.8-litre engines respectively. Size notwithstanding, twin turbo-charging ensures a revised, 370 horsepower output in the Carrera, while the Carrera S will now manage 420 horsepower – a 20 horsepower gain across the range. The 911 Carrera S produces more horsepower courtesy of turbochargers with modified turbine compressors, a specific exhaust system and tuned engine management.

Maximum torque has also been increased by 60 Nm in each case, with outputs of 450 Nm and 500 Nm respectively delivered constantly from 1,700 rpm up to 5,000 rpm in both cases. A maximum engine speed of 7,500 rpm for both makes them rev lesser by 300 rpm than their predecessor; still quite eclectic for a turbocharged engine, and Porsche insists that the “typical sonorous Porsche flat-six engine sound” is intact.

2016 Porsche 911 (12)

With enhanced power, the 911 Carrera Coupé with Porsche-Doppelkupplung (PDK) and Sport Chrono Package sprints from zero to 62 mph in 4.2 seconds – making it two tenths of a second faster than its predecessor. The 911 Carrera S with PDK and Sport Chrono Package achieves the same in just 3.9 seconds (also 0.2 secs swifter). The top speeds of both models have also increased further: the 911 Carrera now has a top speed of 183 mph (an increase of 4 mph), while the 911 Carrera S now reaches 191 mph (an increase of 3 mph).

The optional Sport Chrono Package has been updated, with the 911 Carrera now featuring a ‘mode switch’ on the steering wheel, derived from the hybrid mode switch of the 918 Spyder. The mode switch consists of a rotary control with four positions for the driving settings “Normal”, “Sport”, “Sport Plus” and “Individual”. Depending on the car’s specification, the latter setting enables drivers to configure their own individual vehicle set-up; eg Porsche Active Suspension Management (PASM), PDK transmission shifting strategy and sports exhaust system.

2016 Porsche 911 (13)

In combination with the PDK, the mode switch has an additional “Sport Response Button”. When this is pressed, the drivetrain is pre-conditioned for maximum acceleration for 20 seconds, in anticipation of an overtaking manoeuvre, for example. For a short time, the optimum gear is engaged and the engine management adjusted to an even more spontaneous response.

PASM chassis lowers ride height by 10mm; now standard across range

For the first time, the new PASM (Porsche Active Suspension Management) chassis, which lowers the ride height by ten millimetres, is a standard feature of every Carrera model, which works in conjunction with new dampers. The 991.2 also rides on newly designed wheels, while the rear tyres of the 911 Carrera S now measure 305 instead of 295 millimetres.

2016 Porsche 911 (7)

The active rear-axle steering that is available as an option for the 911 Carrera S is chassis technology adopted from the 911 Turbo and 911 GT3. Apart from aiding high speed handling, enhancing the turn-in behaviour, it also ensures greater manoeuvrability in city traffic thanks to the turning circle reduction of 0.5 metres. For clearing kerbs, there’s also an optional hydraulically operated nose lift system that increases the ground clearance at the nose by 40 millimetres within five seconds.

Discovery Sport will be the first in the line of a new family of Discovery branded vehicles. This particular vehicle starts off a whole new vertical for Land Rover, the parent company, and will stand alongside the Land Rover and Range Rover brands. The Discovery brand will also help bridge the gap between Land Rover and Range Rover products in various segments, exactly what the Discovery Sport intends to do. It is sort of a middle order SUV that will find itself replacing the Freelander but is positioned to plug the gap between the Freelander and the Evoque. This also means the Discovery Sport will find itself going up against the Audi Q5, BMW X3 and the Mercedes-Benz ML-Class.

Land Rover Discovery Sport 2
Replacing the Freelander will mean the Discover Sport will be the most affordable SUV in the entire JLR range, until something else comes along.

The Discovery Sport though is an extension of the Evoque platform with a longer wheelbase and more utilitarian aggregates. That sort of explains why the exteriors may seem all too familiar. The clamshell bonnet, the sculpted grille with the slim headlamps, they’re all derivatives of the Range Rover family. But underneath it all, the Discovery Sport is a more modern version of a Freelander which lacks the all aluminium architecture of the Range Rovers yet has enough new bits to make it interesting.
I personally don’t find the styling very interesting. In fact, I find the way it looks boring. But the styling plays a very important part since the design conforms to stringent pedestrian safety norms and enhances aerodynamic efficiency for lower emissions and fuel saving. The Discovery Sport is also the first SUV within the family to get the pedestrian airbags which are deployed at the hood just under the windshield. This is, however, a market dependent feature and whether India gets it or not is still to be seen.

Land Rover Discovery Sport 1

On the inside, the interior styling too is very familiar. If you’ve seen the Range Rovers you know what I’m talking about. It’s just the positioning of various controls that has changed otherwise the large yet slim dashboard split by the wide centre stack is similar in form and function to its siblings. The control knobs and stalks also feel the same, the only difference here being the Terrain Response system where you may notice the absence of the auto selector button. Overall though the cabin does feel a bit utilitarian, but at the same time well built and sturdy. It may not seem as luxurious as some of its competitors but that nonetheless isn’t saying much, since your idea of luxury could either swing towards elegant design or a highly functional and intuitive cabin.
The seats are large, spacious and supportive. The cabin too is spacious and the India spec vehicle will get the 5+2 seating package. There are advantages and disadvantages to this configuration. The obvious advantage is the ability to carry more passengers which no other SUV at this price point will offer, making this a very attractive proposition. The offset is that the last row of seats folds into the floor, which means you will still get the benefits of huge luggage room but no full size spare wheel, only a space saver. The middle row also folds flat if you need the additional space and it can also slide forward or back to increase knee room.

Land Rover Discovery Sport 4
Indian customers will get two engine options to choose from, the TD4 and the SD4. This is the new 2.2-litre 4-cylinder diesel engine with the TD4 offering 150PS and the SD4, 190 horses. Torque is an impressive 400Nm and 420Nm depending on the engine, both kicking in at just 1,750rpm.

I drove the SD4 trim level and it’s a perfectly capable SUV with brilliantly low NVH. This is a very refined engine with progressive and linear power delivery. The difference between the TD4 and SD4 variants will of course be the efficiency and performance aspects, like top speed and acceleration.

It’s also a quick SUV, though don’t go mistaking the Sport in the name tag to signify scintillating acceleration. The SD4 variant does a 100kmph in a respectable 8.9 seconds with a top speed of around 188kmph. The TD4, on the other hand, takes 10.3 seconds to a 100kmph and top speed is registered at 180kmph. The acceleration numbers for both engine trims were clocked with the automatic transmission which incidentally are quicker than what you get with the manual.
This engine comes mated to a 9-speed automatic transmission that targets better efficiency. India spec cars will get the automatic only though global markets will also have the choice of a 6-speed manual. The Discovery Sport also has electronically assisted power steering system aimed at improving efficiency. It’s sufficiently light in urban areas and weighs up as speeds increase. Feedback from this unit is impressive, emphasised by the terrain we were driving on which was largely ice and snow. Further efforts to enhance efficiency come from an advanced start stop system which reduces emissions and improves fuel efficiency by 5 to 7 per cent.

Land Rover Discovery Sport 5

The powertrain is a full time 4WD system that uses a contemporary and electronically controlled Haldex centre differential. There is, however, also an Active Driveline system that uses two electronic clutches which is optional as of now. Depending on the driving condition the active driveline allows the Discovery Sport to switch between four wheel drive and two wheel drive. The Active Driveline hasn’t been confirmed for India yet, but it makes sense given our markets traffic conditions and emphasis on fuel efficiency.

The Discovery Sport gets the Terrain Response system which allows a variety of driving programmes to take over the power train. You can, however, only manually switch between these programs. Unlike the Terrain Response 2 system in the more premium Range Rover, the Discovery Sport does not get the auto mode which automatically detects the right driving mode to be in. Nonetheless, it’s still a highly capable system and will quite respectably get you out of most sticky situations better than the Freelander could. To add to its off-road capability the Discovery Sport also has around 200mm of ground clearance with an impressive 600mm wading depth.

In addition to the standard mechanicals, the Discovery Sport has more electronic items than can be found in Akhiabara, Tokyo’s principal electronics shopping district. Torque vectoring, dynamic stability control, electronic traction control, emergency brake assist, roll stability control, electronic brake force distribution and corner brake control provide an adequate safety net. Then there are the fun off-road bits as well, like the downhill descent, wade sensors and gradient release control to keep things in check when tarmac ceases to exist.

Land Rover Discovery Sport 3
The Discovery Sport is a monocoque based on a platform similar to the Range Rover Evoque. However from the B-pillar onwards everything is all-new. It’s about 80mm longer than the Evoque but around 230mm shorter than the Discovery 4. To keep costs in check not everything in the Discovery Sport has gone the aluminium route like the Range Rover and the Range Rover Sport. There is a mix of high strength materials like boron steel and magnesium used in the construction but aluminium does feature in the hood, the roof and the tailgate. Aluminium is also used in the suspension primarily in the multi-link rear unit and all of these contribute to a 17 percent weight reduction compared to the Freelander.

The suspension uses a set of magnetic dampers to improve ride quality. Not much of that to be experienced on the Tarmac sections in Iceland but off-road it provides a remarkable sense of confidence. The dampers also take care of front end dive under braking yet balance out the comfort aspect when on road.

The Discovery Sport is expected to go on sale in India in August 2015. It will be assembled at JLR’s facility in Chennai and we expect the pricing to be in the low fifties. With the seven seater package that could be a sweet spot to be in, considering there aren’t any seven seat options in that bracket. Land Rover may finally have a fighting chance in the Indian SUV market.

On the race track, the Kawasaki ZX-10R is on one hell of a roll. In World Superbike, Jonathan Rea has a commanding lead, followed by teammate Tom Sykes, giving Kawasaki a stranglehold on the manufacturers points lead. Shane Byrne is leading the British Superbike championship on a Kawasaki and Kawi riders stood on the podium for every liter-class race at the Isle of Man TT. Kawasaki ZX-10R The ZX-10R is a steady winner on Sunday, but how does it handle Monday through Friday? Photo by Bucky Bautista. Racing success doesn't guarantee that a sport bike is the best choice for the real-world consumer, however. The ZX-10R is a race-inspired sport bike with heaps of technological goodies, but is it still comfortable enough to commute on? Go on longer rides? Luckily, ZLA Kawi-green-lighted me to live with the Zed-X10, as the rest of the world calls it, for a month. A visit to the race track, hours slabbing across the city, and hundreds of miles winding through the canyons ensued to determine if the bike works as well for us mere mortals as it does for the likes of Jonathan Rea. Kawasaki ZX-10R The 2015 Kawasaki ZX-10R. Kawasaki photo. The bike Kawasaki has been marking the 30th anniversary of the Ninja line with special paint treatments, and that includes the 2015 ZX-10R, so two versions are available: the anniversary model in Lime Green/Pearl Stardust White paint with 30th Anniversary badges on the fairing, and the standard version in Metallic Matte Carbon Gray/Flat Ebony. Under the skin, there are no differences. The ZX-10R 30th anniversary edition costs $15,599 with ABS and $14,599 without, and the standard model is $300 less. The ABS models weigh in at a wet weight of 443 pounds, while the non-ABS models are seven pounds lighter. The ZX-10R is in its fourth generation (referred to as gen4 by Kawi buffs) and was redesigned from the previous generation in 2011. The gen4 got an Ohlins steering damper in 2013, but the biggest change was the introduction of Kawasaki's traction control and ABS systems (more on those later), along with improved suspension. A 998 cc liquid-cooled, inline four, 16-valve DOHC motor is supplied fuel by large 47 mm throttle bodies and sub-throttle valves, and secondary injectors for improved top-end power. Power output has remained unchanged from the previous year at 160 horsepower at 11,650 rpm and 73.4 foot-pounds of torque at 11,030 rpm. The bike also is equipped with titanium headers that are reported to be very close to the race-spec headers, thus eliminating the need to buy a full system if an exhaust upgrade is wanted. mirror Objects in the rear-view mirror are right where you want them. Photo by Bucky Bautista. The front end receives a 43 mm inverted Big Piston Fork with adjustable, stepless rebound and compression damping. The fork also has easy preload adjustability and 4.7 inches of travel. The rear end gets a horizontal back-link gas-charged shock. Adjustability for the shock comes with stepless high-speed and low-speed compression damping, in addition to stepless rebound damping, fully adjustable spring preload, and 5.5 inches of travel. Kawasaki Intelligent anti-lock Braking System (KIBS) is supplied on the ABS model. The system was designed specifically for sport bike use and connects the ABS control unit to the engine control unit. As a result, the ABS considers not just wheel speed and brake pressure, but also throttle position, engine speed, clutch actuation and gear position. Both ABS and non-ABS models have dual, semi-floating 310 mm petal discs with four-piston radial-mounted calipers up front and a single 220 mm petal disc with an aluminum, single-piston caliper on the rear wheel. Testing the Kawasaki ZX-10R A crazy schedule meant I had just one day to familiarize myself with the ZX-10R before prepping it for a day at the track. For my first ride, I headed out to Malibu, my personal testing grounds, to determine if the bike needed any setup changes. Luckily, the Ninja felt like it was dialed in just for me, at 170 pounds with gear, so I mounted the Diablo Supercorsa SP tires Pirelli supplied for track testing and hauled the bike north to Monterey. Riding the ZX-10R at Laguna Seca The Kawasaki ZX-10R provides the best bang for your buck as a track-day ride. Photo by Matthew Termechi. As I rolled into the holy grail of U.S. race tracks, Mazda Raceway Laguna Seca, it was a pretty good day for riding, by Laguna standards: cold and dodgy grip in the morning, warm and sticky as the day pressed on. The Diablo Supercorsa SPs worked well in the dynamic conditions. The aggressive profile of the tires complemented the already-quick handling characteristics of the ZX-10R. I even found myself turning in and being on the apex too early sometimes, because the response to my inputs was so fast. This bike needs far less input on turn-in than my BMW S 1000 RR and the previous generation Yamaha R1s I have ridden. The Kawasaki's tall stock gearing was mismatched for the elevation change between turns five and the Corkscrew (turn eight). I found myself scrapping with a couple of Ducati Panigales throughout the day and they would visibly pull away up the hill to the Corkscrew. Shorter gearing would make the high-rpm power band more accessible on technical tracks like Laguna. That doesn’t mean the Zed-X isn’t fast, however. I still flew in the indicated low 150 mph range as I crested turn one. I even found myself wishing that the long run up to turn five was just a little longer, as the Kawi began to pull harder and harder in third gear, well above 100 mph. Riding the ZX-10R at Laguna Seca Testing the ZX-10R at Mazda Raceway Laguna Seca. Photo by Matthew Termechi. Setting the sag on the suspension is one of the most important things to do when you first take ownership of a sport bike. I highly suggest you find your local suspension tuner and have that dialed in. As mentioned before, the Kawi’s setup was perfect for my weight. The other suspension settings were the same. I never had to turn a single dial while at the track. Whether I was trail braking deep into Rainey Curve (turn nine), or wide open over turn one, the suspension kept me and the bike perfectly set through each curve, dip and undulating brake zone. Knowing that most racers and some track-day enthusiasts will not want the ABS version, I pulled the two fuses under the seat to disable the KIBS and see how the brakes worked without it. In the first couple of sessions, I found myself over braking at many of the heavy braking areas, such as turns five and 11. I even unexpectedly did my best impression of Dani Pedrosa’s stoppie at Motegi, riding on the front wheel into the sloping approach to turn two. The initial bite is great, but not as strong as the European liter bike systems. As you continue to add pressure to the lever, however, the bike slows much faster than you would expect. I would almost say the feel at the lever is a bit vague or spongy, but gets better once you’ve become used to the stopping characteristics. Whether the non-ABS ZX-10R feels the same as this version with the ABS disabled, I can't say. For the second half of the day, I reversed the life hack and restored the ABS system to see how it compared to having no electronics at the brakes. Where testing the ZX-14R at Big Willow left me guessing when the system would cut off the lever surging interjection, the ZX-10 was a day-and-night difference. Kawi’s KIBS does an amazing job of keeping the bike stable under braking. With KIBS disabled, the rear wheel stepped out under heavy brakes into turn 11, but with KIBS activated, that was completely eliminated. Unless you're like me, and like the bike moving around on you a bit, there is absolutely no reason to scrap the system if you’re not racing. After my day at Laguna Seca, I decided the ZX-10R is a top contender for best off-the-showroom-floor track weapon. Despite slower traffic, less than ideal gearing for Laguna, and a slightly cooler track, the bike was amazing. Even though it was my first time on the bike, I was able to turn laps not far off my personal best times at Laguna, below 1:40, which shows how easy it is to ride the ZX-10R and become one with the bike. Other race-inspired bits, like the position of the LED tach, race mode display, titanium headers, and cassette transmission eliminate the need for mandatory aftermarket upgrades. A slip-on exhaust and shorter gearing is all that is needed. Kawi also put some thought into making it easy for you to take your street bike to the track. Without having a manual to guide me, it only took me 20 minutes to yank off the mirrors and rear fender, signals included, thanks to convenient wiring couplers for easy removal. I'm sure the second go-around would only take me 10 minutes. Kawasaki ZX-10R The 2015 Kawasaki ZX-10R in 30th anniversary paint. Photo by Bucky Bautista. Track days are great fun, but most of us don't live at the track. I spent many miles commuting as the southern California weather returned to its 75-degree warmth. For a true sport bike, the Kawi has long been known to be one of the more comfortable rides. The bike felt compact as I traversed traffic during rush hour, but without the wrist-busting geometry of most 600s. I prefer the Kawi’s ergos to my Honda Fireblade. Adjustable handle bars are a nice feature to let you find your personal sweet spot. With my five-foot, nine-inch frame, I reached the controls past the small gas tank easily, not requiring any adjustments. The Zed-X offers two positions for the rear sets. You are able to lower the foot pegs a couple of inches if you find yourself taking a longer haul than to and from work, but I never needed to change them. The stock positioning never left my knees sore, even after a 280-mile round trip to the watch some races at Buttonwillow Raceway. The suspension did an adequate job of soaking up highway bumps. You are, after all, on a race-inspired machine, and not on a leisurely adventure-touring or sport-touring bike. The suspension is much more forgiving than that of Ducati Panigales and Aprilia RSV4s, for comparison. While you may or may not prefer the anti-lock brakes for track riding, the brakes are wonderful for public road applications. After testing the Z1000, I expected the KIBS to be close to flawless. I couldn’t get the rear to lift in panic-braking simulations. The surging feel at the lever is minimal, even at the high sensitivity setting. The tall gearing that did not fit Laguna is great for the streets. While it means there isn’t as much power at lower speeds, that makes for a less jerky ride in heavy traffic and a more forgiving throttle while leaned over in the canyons. Given the small margin for error on public roads, the taller gearing felt like a safety feature. riding in the canyons The Kawasaki ZX-10R in the canyons. Photo by Bucky Bautista. Riding the Ninja in the canyons was the same kind of worry-free fun I had at the track. The Ohlins twin-tube steering damper is top notch. I recently experienced the tank slapper of all tank slappers on an RSV4 at the track, thanks to its next-to-useless steering damper. The shake was so violent the bike literally shut itself off (probably saving my life), while I thought I was going to yard sale Italian bits across the track. I never came close to that with the Ohlins on the Kawasaki. Ohlins steering damper The Ohlins steering damper works great and the gauge display is complete and easy to use, even the LED tachometer. Photo by Bucky Bautista. Multiple functions on the LCD display, like average and real-time miles per gallon, encouraged me to see if I could keep my ham-fisted throttle hand under control on the highway. Kawasaki offers the Eco indicator on the LCD, but in reality, it turns off just past a maintenance throttle. The indicated fuel consumption and average mileage were very accurate, compared to my calculations. Overall, the bike averaged 34.88 mpg and had a range of 137 miles with half a gallon left in the tank. Highlights Straight from the factory, this may be the best stock liter bike for the price. As mentioned before, the only upgrades I would suggest are a slip-on pipe (no need for a full system) and shorter gearing for the track. Handling is quick but stable. Usually, you have to make a compromise to try to find a happy medium, but with a great electronics package, you don’t have to sacrifice corner exit stability for faster turn in. As mentioned above, KIBS works great on the street and will be the best choice for most people at track days, too. It's good to see what an ABS system can do when it's specifically designed for sport bike use. The gauge cluster is well thought out: LED tach on the top for visibility, accurate fuel consumption display, and a “Race Mode” that moves the gear indication to the center of the LCD display for better visibility. The bodywork is sleek and sharp. I had random, non-riding people comment on how sharp and good looking the bike was. The 10R is designed with very few bodywork screws showing. The bike quickly and easily converts to track-ready mode. All you have to do is remove the mirrors and unplug the wires for the integrated signals. Then, remove the passenger seat to access wire connectors, and a few bolts to release the rear fender.