ROLLS-ROYCE MOTOR CARS CELEBRATES LARGEST GATHERING OF ROLLS-ROYCES IN THE WORLD

Rolls-Royce Motor Cars recently celebrated the largest gathering of Rolls-Royces in the world at the 56th Rolls-Royce Enthusiasts’ Club Annual Concours and Rally. The spectacular setting of Burghley House in Stamford, Lincolnshire, provided the perfect backdrop for a record number of motor cars, with over 1000 heritage and contemporary Rolls-Royces attending for the first time in the Club’s history.

Rolls-Royce Motor Cars honoured the occasion with a record display of seven Goodwood-built Phantoms, Ghosts and Wraiths, including several highly Bespoke models. The motor cars, hosted by a team of experts from the Home of Rolls-Royce at Goodwood, drew large crowds throughout the three day event, with the passion for the brand, particularly for the contemporary models, evident amongst fans, enthusiasts and owners alike.

Torsten Mueller-Oetvoes, Chief Executive Officer, Rolls-Royce Motor Cars, said, “The Rolls‑Royce Enthusiasts’ Club is a vital custodian of our marque’s remarkable history. Events such as the Annual Concours and Rally serve to give the wider public close access to some of the most important and rare motor cars in automotive history. The incredibly warm reaction to our stable of contemporary motor cars at these events is testament to our careful and successful custodianship of the Rolls-Royce brand.”

An increasing number of enthusiasts are choosing to purchase a Goodwood-built Rolls-Royce to complement their heritage collections, either commissioning a new motor car or purchasing through the company’s Provenance Programme. This is reflected by the recently launched ‘Goodwood Rolls-Royce Motor Cars Register’, which is now one of the fastest-growing sections of the Club.

The Rolls-Royce Enthusiasts’ Club caters for anyone with an interest in the motor car products of Rolls-Royce. From just eleven people at the inaugural meeting in 1957, membership is now approaching 10,000, making it the largest club of its kind in the world. Membership is open to owners and non-owners alike and members are drawn from all walks of life and from most countries of the world. Details can be found at www.rrec.org.uk.

More Details On Alfa Romeo’s Upcoming X3 Rival

Last month an early test mule for a new Alfa Romeo SUV was spotted testing in Italy. The new SUV is one of two high-riding models the Italian marque plans to launch between 2016 and 2018, and it is being designed as a small, sporty alternative to the likes of the BMW X3 and Mercedes-Benz GLC. The second SUV from Alfa Romeo will be a mid-size model to take on the BMW X5 and Mercedes GLE.

Not much is known about Alfa Romeo’s SUVs apart from their intended competition. However, Sergio Marchionne, the CEO of Alfa Romeo parent company Fiat Chrysler Automobiles [NYSE:FCAU], recently revealed a few details during a conference call with analysts. Marchionne said that Alfa Romeo’s next model after the Giulia small sedan was on track to enter production around mid-2016.

He didn’t say what the next model would be but supplier sources have revealed toAutomotive News (subscription required) that it would be the small SUV. The sources said the SUV will share the rear-wheel-drive (with available all-wheel drive) platform developed for the Giulia and most of Alfa Romeo’s other planned models, and that a sales launch in Europe will take place by the fall of 2016. A launch in the United States is expected to take place by the end of 2016, meaning the small SUV will likely be a 2017 model year arrival.

During the conference call, Marchionne said Alfa Romeo had already burned through 40 percent of its 5 billion euros ($5.48 billion) earmarked for development, with most of the funds going towards the marque’s new modular platform and engines. Crucially, Marchionne said the platform could be used by other FCA brands, supporting rumors that it may end up being the basis for several next-generation Chrysler and Dodge models. 


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DODGE BROTHERS

Few people are aware of the important role that John and Horace Dodge played in shaping Detroit's early auto industry, and of the story of a dynamic partnership formed between two brothers who remained inseparable throughout their lives.

Born into an industrious but poor family, Dodge brothers John (born in 1864) and Horace (born in 1868) received their mechanical training from working in their father's machine shop in Niles, Michigan. The Dodge family moved from Niles to Battle Creek and then Port Huron before ending up in Detroit in 1886.

After their arrival in Detroit, the Dodge bothers quickly began sharpening their machinist skills by working in area machine shops, including Murphy's Boiler Works in Detroit and Windsor's Dominion Typography Company. By 1896, the brothers partnered with Frederick Evans and began manufacturing Evans & Dodge bicycles with the new dirt-resistant ball bearings that Horace had invented and patented. The Dodges sold their interest in the bicycle company in 1900 for $3,700, which they used to open their own machine shop in 1901. They initially produced stove parts, but soon began to manufacture parts for the growing automotive industry, building a strong reputation for turning out the best products available.

Their first major automotive customer was Ransom E. Olds, who hired them in 1901 to produce 2,000 engines for his new curved-dash Oldsmobile. Olds was pleased enough with their work to add 3,000 transmissions to his order the following year, making the brothers major players in the automotive industry.

The Dodge brothers were approached by Henry Ford in 1902 with his plans for a new automobile and contracted with him to become the exclusive supplier of 650 chassis'. The brothers agreed to produce almost the entire chassis (engines, transmissions and axles mounted on frames — everything but the body, wheels and tires). When Ford, who was initially short on cash, couldn't make a $5,000 payment, he offered the brothers 50 shares of Ford stock worth $10,000, making them 10-percent stockholders in the new Ford Motor Company.

In 1910, the Dodge brothers built an assembly plant in Hamtramck, which later became known as "Dodge Main," to build Model Ts for Ford Motor Company because demand far outstripped Ford's capacity. However, as Henry Ford expanded his capacity in the Highland Park plant, John Dodge, recognizing their exclusive contract with Ford was unwise, declined to renew their contract with Ford Motor Company in 1913 and stepped down as the company's vice president. The brothers began planning production of their own Dodge automobile and established Dodge Brothers Motor Car Company with stock profits made from Ford.

By this time, the Dodge brothers had become such well-known and respected manufacturers that 22,000 people applied for dealerships before any details about the Dodge automobile had been released. It was November 14, 1914 that the first car rolled off the assembly line and in just three years Dodge became the fourth largest American automobile manufacturer. 

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6 Car Companies You Might Not Realize Are 100+ Years Old 

Karl Benz founded the company that would one day be called Mercedes-Benz in 1883, and they sold their first automobile in 1886. Big whoop. Henry Ford made cars ubiquitous not long after founding his factory in 1903. Everybody knows that. That Messers Rolls and Royce first rolled out their long-hooded luxury cars in 1906 is less surprising than the Queen loving corgis.

Here are six car companies that you might never have guessed are among the oldest auto manufacturers in the world. Each has passed the 100-year mark, making them worthy of a birthday shout-out on the morning news. 

1. OPEL 

© GM Company

Like many of the oldest car manufacturers, when Opel opened its doors in Germany in 1863, it wasn’t building cars. No one was at that point. Opel made sewing machines, then bicycles, and then, in 1899, started building automobiles. While the family that owned the business learned how to build these infernal contraptions, they partnered with companies like Darracq of France, which built carriages. By 1902, Opel was confident enough to debut its very own automobile at the Hamburg Motor Show, but not so confident that it ditched the sewing machine business. That bold step wouldn’t come until the whole plant burned down; when Opel rebuilt, they decided to only produce cars from then on. By 1913, they were the largest auto manufacturer in Germany, and by 1930, they made more cars than anyone in Europe (with a little help from their new friends at GM). 

2. FIAT 

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In an industry filled with dreamers, firebrands, and fierce family pride, Fiat is a bit of an exception. It was founded in 1899 not by a man with a vision, not by a lowly Italian engineer with more guts than business smarts who was determined to make it against the odds, but rather by a board of directors wielding the sexy power of a company charter. And sure, in Latin “fiat” means “Let it be done,” which sounds strident, but don’t dye your toga purple for the party yet. The name is an acronym taken from the charter: Società Anonima Fabbrica Italiana Automobili Torino. S.A. FIAT. Now they own Chrysler, so don’t discount the allure of a charter. 

3. TATRA 

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When most of us think of Tatras—if we think of them at all—we think of them as cars driven by the East German bad guys in spy movies of the '60s, or as conveyances for Soviet apparatchiks in vintage newsreels. By that time, this company was already over a hundred years old. It was founded in 1850 in the Czech Republic as a carriage builder (under the tongue twister of a name Nesselsdorfer-Wagenbau-Fabriksgesellschaft). Building carriages made the transition to building horseless carriages pretty smooth, and in 1897—only one year after the pioneering Benz car—the Präsident (above) was available to purchase. The companychanged its name to Tatra, after the nearby mountains, in 1919, and though it is struggling, Tatra is still making trucks today. 

4. PEUGEOT 

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Peugeot goes way, way, way back as a French family business. The automobile company counts its start as 1810, when the grain mill was converted to a steel foundry. But it would take eight decades for technology to catch up and the Peugeots to start building cars. Their first was the type 3 of 1891, which puttered along behind the Paris-Brest-Paris bike race to prove its mettle over 2045 km. This made perfect sense, given that Peugeot made bicycles in the same room where the cars were being built (cars got their own plant in 1897). 

5. RENAULT 

Renault

While many of the earliest auto manufacturers were established by nerdy engineers, theRenault brothers of France were a new breed and in it for speed. They fired up their first cars in 1898 and started racing immediately. (The oldest automotive joke, by the way, is that the first-ever car race happened when the second car was built.) The Renaults were young and saw racing as a way to promote their cars, little one-seaters called voiturettes. This race-on-Sunday-sell-on-Monday strategy is still used today, despite the fact that Marcel Renault crashed during a race in 1903 and died as a result. 

6. ASTON MARTIN 

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A big happy hundredth to Aston Martin, which was founded in 1913 by Robert Bamford and Lionel Martin in the UK. Why wasn’t it called Bamford and Martin, you ask? Well, it was, for a year. They changed the name in 1914 after Martin raced the Aston Hill Climb, a peculiar type of race whose point is to make it to the top of a steep hill fastest. Brits apparently love it. Astons kind of flew along under the radar until they hit the pop culture jackpot in 1965. James Bond first drove a DB5 painted Silver Birch and sporting all the deadliest gadgets from Q’s lab in Goldfinger. That car sold for $4.4 million in 2010. 

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2016 McLaren 675LT

Slightly more exciting than aerial combat.

This is a great time to be a billionaire gearhead, no question. Manufacturers are practically tripping over each other to bring their adjective-stretching hypercars to market, complete with their four-figure power outputs and seven-digit price tags. This is a golden era for those with bottomless pockets and an urge to go very, very quickly.

But what about those who are fractionally further down the pyramid, the unlucky ones who find they can’t quite crack the 1 percent of the 1 percent? These are the guys who can’t stretch to a McLaren P1 or aPorsche 918, but who don’t want to be stuck with one of the same entry-level supercars that their lawyers and chiropractors drive. All together now: Won’t somebody think of these multimillionaires?

McLaren has, with the new 675LT. The $350,000-plus sticker is still some ways short of affordability for most of us, but it looks like an outrageous bargain next to a $1.15 million McLaren P1. Because after driving the LT both on the track and on the road we can confirm that, despite costing less than a third as much as its hybrid sibling, it’s at least 97 percent as exciting to drive flat-out.

A Rolling Example of Overcompensation

One obvious problem to start: You can’t actually buy a 675LT, at least not from McLaren. The entire global production run of 500 already has sold out, with fewer than 180 of those likely to come to the United States. And those fortunate folks will find themselves owning what we predict will be one of this season’s hottest automotive tickets. 

The 675LT is a spectacular example of overcompensation, a lightened and tightened response to the criticism that was leveled at the original McLaren MP4-12C’s relative lack of excitement. The 650S addressed that to an extent, but it’s the LT that shows just how far the common mechanical package that underpins all of McLaren’s current models can be taken in the direction of sweaty-palmed thrills. Nobody will ever accuse it of being too refined or dynamically aloof—indeed, it’s probably slightly more exciting than aerial combat.

LT stands for Long Tail, a reference to the evolved version of the McLaren F1 that was built to keep it at the sharp end of 1990s sports-car racing after rivals responded to its first surprise victory at Le Mans. Despite that, the 675LT is barely any bigger than the 650S (its length grew by only 1.3 inches), although it does have a redesigned back end and that irresistibly motorsport-grade polycarbonate engine cover. This and the other exterior modifications have mostly been done to improve aerodynamics, with more-aggressive diffusers front and rear as well as new end plates on the front bumper steering air into a new side channel. We’re told the 675LT produces 40 percent more downforce than the 650S and significantly improved engine cooling. The biggest visual difference at the back is the arrival of twin, howitzer-grade tailpipes made from a titanium alloy that turns blue after hard use.

The quest to trim weight has brought out McLaren’s innate tendency toward obsessive compulsion like nothing else. The claimed total savings are an impressive 220 pounds versus the 650S coupe, and that’s come by shaving mass from what is already the lightest car in its segment. Yes, there’s more carbon fiber, but you’ve got to love a company that switches to titanium wheel bolts to save 1.4 ounces on each one, a cumulative reduction of just 1.8 pounds across the whole car. The 10-spoke, forged-aluminum wheels are also 1.8 pounds lighter—total—than the optional lightweight ones on the 650S, and the carbon-framed seats save a combined 33 pounds. Both air conditioning and an adjustable passenger seat are no-cost options; the only way you’ll get the lightest possible 675LT is by foregoing both. 

Not that the cabin feels like the hermit’s cave you might be expecting. There’s more carbon and microsuede, but otherwise it feels very similar to that of the 650S; the only noticeable equipment loss is the disappearance of the door-mounted climate controls (those functions are now handled by the central touch screen). The instrument display and central console are the same as in the 650S, with Normal, Sport, and Track modes for both the suspension and powertrain settings. There’s also a new Dynamic mode for the stability control, as well as the option—for the brave, foolhardy, and well-insured—to turn it fully off.

Heart of Darkness

Any suspicion that the 675LT is just an expensive 650S with every carbon-fiber option checked lasts no further than the first half-mile of driving. It’s a very different beast, one with a core that’s much harder and a heart that’s much blacker. The ride quality, for instance, feels like a session with a seasoned dominatrix, when compared with the well-damped compliance of the standard 650S. McLaren had carefully picked out some of the smoothest roads in the south of England as part of the official drive route, but we used local knowledge to find some more typically crenelated British tarmac. At low speeds the LT feels very firm, even with the dampers left in their softest mode. The good news is that the chassis gets better as you add speed. It doesn’t find more compliance, but the body control is outstanding over rougher surfaces and the resistance to roll under cornering is almost total. 

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2016 Mazda CX-3

Mazda's new mini-ute drives nearly as sharp as it looks.

The subcompact-crossover segment is erupting like an overdue volcano—witness the new Chevy Trax, Fiat 500X, and Honda HR-V joining other wee hatchbacks on stilts, such as the Buick Encore, Jeep Renegade, Kia Soul, Mini Countryman, and Nissan Juke. Now, having spent several hours behind the wheel of Mazda’s new CX-3, we think it just may be the most compelling of the bunch. Of course, only a comparison test can prove out that initial impression—stay tuned—but there’s no doubt the Mazda is quite good.

Classy Chassis

Although at first glance the CX-3 looks like a larger CX-5 that’s shrunk in the hot sun, Mazda’s Kodo design language lends a more muscular stance and a premium aura to the mini-ute. Bold character lines combined with minimal overhangs, a pronounced snout, and a crimped greenhouse give a taut and compact appearance, which is even more fetching in person. Base Sport models get by with 16-inch steel wheels and midlevel Touring versions have aluminum wheels of the same diameter, but the Grand Touring’s 18-inch pieces offer the most appealing aesthetics.

The CX-3 foretells much of what to expect from the upcoming 2016 Mazda 2 (the two vehicles share an architecture), with a rigid-yet-light unibody structure serving as a solid foundation. Sixty-three percent of the structure is composed of high-strength steels, and there’s also ample insulation from the road. Struts are used up front and a torsion-beam axle resides out back. As with most current Mazdas, the CX-3’s body, chassis, transmission, and engine employ the brand’s Skyactiv engineering philosophy, which is intended to harmonize all elements of the vehicle to operate with maximum efficiency. In short, it works.

Momentum is Key

On the highways and curvy mountain roads of our drive near Phoenix, Arizona, this cohesion translates to an intimate and rewarding driving experience, not unlike that of our long-term 2015 Mazda 3 hatchback. In fact, despite the slightly raised seating position and the “predictive” all-wheel-drive system similar to the latest CX-5’s (an estimated $1250 option on all trims), the CX-3 feels like a normal hatchback car, which may actually be off-putting for buyers seeking a high-riding feel. The ride is pleasantly compliant for commutes, the amount of feedback from the electric power steering would make some BMWs blush, and the overall comportment is balanced and responsive. 

The Mazda’s Skyactiv-G 2.0-liter four-cylinder, unfortunately, isn’t as enthralling. While it’s mated to a six-speed automatic with a smartly tuned Sport mode and optional paddle shifters (GT models only), the engine struggles to motivate the CX-3 with any verve. Tuned for this application, output is rated at 146 horsepower at 6000 rpm and 146 lb-ft of torque at 2800 revs—slightly more than the HR-V’s 1.8-liter but considerably less than the turbocharged Juke’s 188 ponies.

Granted, part of our drive was at higher mountain elevations, which sapped the naturally aspirated 2.0-liter of some strength. But this is not a quick vehicle; we estimate the dash to 60 mph will take at least eight seconds. The 2.0 can also sound rather coarse when prodded. Mazda expects the CX-3 to be a class leader in fuel economy, however, with preliminary estimates of 29 mpg in the city and 35 on the highway for front-drivers and 27/32 mpg with all-wheel drive.

A Pint-Size Palace

The highlight of the CX-3, however, is its interior, which is wonderfully upscale for an entry-level vehicle and supremely comfortable—at least for front-seat occupants. Here, too, the CX-3 mimics the Mazda 2 with a slim, flowing aesthetic accented by three circular vents and a clever slat-type vent hidden within the chrome piece that slashes across the dash. Regardless of trim, the materials are good. There are tasteful red and metallic accents, contrasting stitching on the seats and dash, and suedelike seat inserts on GT models.

Solid ergonomics make for easy use, such as the rotary HVAC knobs and a simple, central controller on the console, which helps navigate the seven-inch display perched high on the dash (the screen is also touch-activated). Anyone with seat time in the current Mazda 3 will feel right at home in the supportive driver’s seat of the CX-3. The GT’s setup, with its central tachometer and digital speedometer, is our favorite, with lesser models putting the two main gauges in separate readouts that aren’t as easy to view. 

The compact second row of seats is best left to smaller folks and children. A stadium-seating layout affords good visibility from the back, but leg and shoulder room are limited and the front seatbacks encroach upon comfort. Overall visibility is good despite the slender windows and high beltline, but pack light because a couple of carry-on bags may nearly fill the rear cargo compartment.

Loaded With Goods

Basic CX-3 Sport models should start around $20,000 with front-wheel drive and will feature a healthy dose of standard gear, including cloth seats with a split-folding rear bench, push-button start, a tilt-and-telescoping steering column, a rearview camera, and Mazda Connect infotainment with the central control knob. Touring models add nicer materials and accents throughout, a center armrest, an upgraded audio system with six speakers, Advanced Keyless Entry, and heated exterior mirrors, as well as options for faux leather upholstery, a premium Bose stereo, satellite radio, a power sunroof, and heated front seats.

Grand Touring CX-3s are the overachievers, with even more premium trim and a multi-toned interior color palette, plus standard 18-inch wheels, full LED lighting, leather upholstery, navigation, automatic climate control, heated front seats, a pop-up head-up display, Bose audio, and more. While an optional SD card can also activate the navigation function in lesser models, only the GT is available with Mazda’s i-Activsense package, which includes radar cruise control; lane-departure warning; automatic smart braking; and automatic headlights, high beams, and rain-sensing wipers.

Although Mazda has yet to confirm exact pricing, it’s entirely possible that a loaded CX-3 GT may push $30,000 when the lineup goes on sale this fall, considering the last CX-5 we tested stickered for 34 grand. That’s a lot of cash for such a diminutive vehicle. Yet, with its excellent road manners and attention to detail, the CX-3 feels like it just may be worth it. 

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BMW X5 2015