Infiniti Project Black S: Godzilla Slayer?

• The Infiniti Project Black S Prototype debuts at the Paris Motor Show, starting on October 4th.
• Infiniti worked the Renault Sport Formula One Team for the Project Black S Prototype. 
• The car serves as a “springboard” for high-performance engineering, according to the two companies.  
• Will Infiniti actually produce it? That’s not entirely clear . . . 

For all intents and purposes, the Infiniti Project Black S Prototype reminds me of the Hyundai Genesis Coupe and its sleek profile. And similar to the Genesis, the Project Black S Prototype is a proper rear-wheel drive sports car. It also shares the same aura as Godzilla, the Nissan GT-R.

But that’s where the similarities will abruptly end.

The Infiniti Project Black S is more than just a conventional sports car. Utilizing the go-fast gimmickry of the Renault Sport Formula One Team, the Project Black S is the first of its kind to come with a dual-hybrid powertrain system.

Infiniti claims its the first time such a hi-tech system is available for a road car. But here’s the clincher: they must give the go-signal for production before making any claims.

F1-Derived Powertrain

Based on the menu, it all sounds and looks delicious. The Infiniti Project Black S is based on the Q60, specifically the Q60 Red Sport 400. But if the Red Sport is a luxury coupe masquerading as a sporty car, the Project Black S Prototype is engineered to go fast, luxury be damned.

That vast rear wing was designed by the blokes from the Renault F1 team. It is the biggest indicator that the Project Black S is a serious performance machine. The wing even shares the same profile as the team’s Monza wing for their F1 cars, so there’s genuine trickery behind the shape and intent in the carbon fiber rear spoiler.

But the main course is the engine. The Infiniti Project Black S is equipped with the VR30 3.0-liter V6 motor with twin electric turbochargers. Yes, you heard me right. This thing comes with electric turbochargers, spooling up delicious servings of power and torque. The hi-tech motor is connected to a seven-speed automatic.

The cream of the crop is the dual-hybrid technology. There are three motor generator units or MGUs in the Project Black S Prototype. There is a single MGU that harvests kinetic energy from braking (MGU-K) and a pair of MGUs to harvest heat from the twin electric turbochargers (MGU-H). Thus, the dual-hybrid system generates electrical power whether you’re accelerating or braking.

Infiniti Project Black S. Photo: Infiniti Motor Company Ltd.

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If the Red Sport is a luxury coupe masquerading as a sporty car, the Project Black S Prototype is engineered to go fast, luxury be damned.
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PowerOn Demand

The figures are impressive: 563 horsepower, 350 lb-ft. of torque, and zero to 60 in less than four seconds. The motor-generators spool the turbochargers with a prod of the right foot, delivering power directly to the rear wheels. This means instantaneous response and torque with virtually no turbo lag. If this doesn’t sound like a recipe for a good time, then I don’t know what does.

“The Infiniti Project Black S utilizes high power and smart energy management from advanced powertrains, a thrilling dynamic capability on road and track, and a performance-oriented aesthetic,” explained Roland Krueger, Infiniti Chairman and Global President.

Optimized Aerodynamics

No F1-inspired car is complete without the ability to effortlessly slice the wind. The Renault F1 team utilized all the tricks in the book to give the Infiniti Project Black S Prototype greater aero efficiency with higher levels of downforce. Most of this stems from the unique rear wing. Designed using digital modeling technology, the wing helps stabilize the car during high-speed driving and cornering.

As expected from a track-based road car, the Infiniti Project Black S has large and aggressive cooling ducts. The roof panels, fenders, and hood are carbon fiber to reduce weight. Infiniti claims a curb weight of 3,915 lbs, saying the power-to-weight ratio is 39 percent better than the Q60 Red Sport 400.

Photo: Infiniti Motor Company Ltd.

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This means instantaneous response and torque with virtually no turbo lag. If this doesn’t sound like a recipe for a good time, then I don’t know what does.
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But Will Infiniti Make This Car?

We hope so. The Infiniti Project Black S is the basis for all future electrified vehicles from the brand.

“The Project Black S represents the very top end of electrification in the Alliance portfolio, and is another example of Infiniti’s entrepreneurial spirit on its journey to electrification from 2021 onward,” Krueger said. “A collaborative venture between Infiniti and the Renault Sport Formula One Team, the Project Black S prototype is a testbed for new ideas and technologies, demonstrating how our Alliance partnerships could make our ambitious visions a reality.”

And besides, the Nissan GT-R is no spring chicken, if you catch my drift. I can think of no other car in the alliance that can go as wildly as the Project Black S.

Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine. 

Infiniti Project Black S Gallery

Photos & Source: Infiniti Motor Company Ltd.

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The Indian FTR 1200 revealed: specs, cost and images

Indian has finally revealed details of its production street tracker, the FTR 1200—the most hotly anticipated bike launch of recent months.

The good news is that the FTR 1200 sticks fairly close to the styling lineage of the all-conquering FTR750 flat track racer, and the FTR1200 Custom concept bike we reported on last November.

There’s a new 1203 cc engine that pumps out 120 hp, an under-seat tank for mass centralization, and a trellis-style steel mainframe with an aluminum rear subframe.

The biggest visual difference is the exhaust system. Rather using high pipes with a hidden run down to a catalytic converter box, à la Triumph’s Street Scrambler, it’s a more conventional 2-1-2 setup with twin large mufflers. (High and low Akrapovič slip-ons will be available as aftermarket bolt-ons.)

The seat is also bigger than the perch on the concept bike, with passenger pegs down below, and the back wheel has gone down a size from 19 to 18 inches.

But overall, we’d say that Indian’s design department has done a good job in navigating the ever-increasing maze of global regulations.

But is it a game-changer? Let’s get down to the nitty-gritty to find out.

What are the models and prices?

There are two just models for now. The base FTR 1200 comes in basic black (above) and will retail at $12,999 in the US. That’s $1,700 more than the Forty-Eight and Roadster Harley Sportsters.

The up-specced FTR 1200 S comes in red and gray (below) or titanium and black paint, and will sell for $14,999. So it’s just $500 more than the Harley-Davidson Street Bob, the cheapest model in the Softail range.

For European buyers, the prices will be EUR 14,690 and EUR 15,990.

There will also be a ‘race rep’ version of the S, with a red frame, which will sell for a few hundred dollars more (below). This is the hero bike that Indian is using for most of its PR shots.

What are the engine specs?

Indian is pitching the bike as ‘a flat tracker for the street’ and power comes from a new liquid-cooled 1,203 cc
 (73 cu in) V-Twin engine. It’s a fractional, yet somehow symbolic, single cubic centimeter larger than Harley’s Sportster 1200 motor.

The motor is a DOHC with 4-valves per cylinder, and a 12.5:1 compression ratio. It’s an over-square design, with a bore and stroke of 102 mm x 73.6 mm.

The power peak is 120 hp at 8250 rpm, and 85 ft-lbs (115 Nm) of torque is delivered at 6,000 rpm. According to Indian’s press pack, “A flat torque curve ensures a progressive, predictable power delivery with loads of low-end punch and flexibility.”

There are ‘high flow cylinder heads’ and dual Mikuni throttle bodies, plus a low-inertia crankshaft. Magnesium is used in the engine covers to reduce weight.

Power feeds through a six-speed box with a slipper clutch, and hits the back wheel via chain drive.

What about the chassis and brakes?

Both models have 43mm USD cartridge forks and 320 mm dual disc Brembo Monobloc 4-piston front brakes. The gold forks on the 1200 S are adjustable for preload, compression and rebound. Rake and trail are 26.3° and 130 mm for both FTRs.

The swingarm takes after the one on the FTR750 race bike, and features a side-mounted monoshock. On the base FTR 1200 this has preload and rebound adjustments. On the S model, the monoshock also has a piggyback aluminum reservoir and is adjustable for compression too.

Suspension travel is 150 mm, front and rear, and the lean angle is a respectable 43 degrees. Seat height is a somewhat lofty 840 mm.

The cast aluminum wheels are F19/R18, and shod with Dunlop’s new DT3-R radial tires, which mimic the tread pattern of flat track rubber.

Are there any rider aids?

ABS is standard, and the FTR 1200 S electronics package also includes stability, traction, and ‘wheelie mitigation’ control with an inertial measurement unit.

The base model gets a circular 4-inch analog gauge with a USB fast charger. The S model gets a 4.3-inch ‘Ride Command’ LCD touchscreen display (below) and three ride modes; Sport, Standard and Rain. Throttle response and traction
control can be customized further to suit the 
rider’s preference.

Both models have built-in USB chargers.

What are the dimensions?

Dry weight is listed as 221 kilos (487 pounds) for the base model, and a kilo more for the FTR 1200 S. That’s not super-light in the global scheme of things, but it’s light by the standards of American bikes. The new Indian is a little heavier than the BMW R nineT, which hits the same mark fully fueled.

Length is 2287 mm, a fraction longer than both the Sportster 1200 and BMW R nineT. The FTR’s tank holds 13 liters of 91-octane gas, which is around four liters less than a Sportster 1200 Custom and a full five liters less than the R nineT. This suggests that a. fuel storage was one of the biggest issues the FTR 1200 production team faced, and b. they weren’t willing to compromise the lines of the noticeably sleek looking tracker.

What’s the competition?

There’s no real, direct competition for the FTR 1200 though: it’s the first mainstream production bike to tap into the vogue for flat track tracing.

Potential buyers of the FTR 1200 might also be looking at the R nineT though, and will note that the BMW gives away ten horsepower compared to the FTR 1200—and costs substantially more in the US, with an MSRP of $15,495 for the German bike.

There’s nothing in the Harley-Davidson lineup to compete, although the impending Streetfighter may appeal to FTR 1200 buyers. And although Triumph is due to debut its Scrambler 1200 in three weeks, that model is likely to be more of a true dual-sport.

When can I buy one?

The FTR 1200 will go on sale “in the first half of 2019.” Test rides for journalists will be in the first quarter of the year, so we expect the FTR will roll into showrooms some time between April and June 2019.

To dig deeper than the standard PR, we put some questions to Indian VP Grant Bester, and also to Ola Stenegärd (below), the former BMW designer who joined Indian as Director of Product Design six months ago.

How ‘ready’ was the production FTR 1200 when the prototype was revealed? How much impact did the public’s response have on whether the FTR was going to go into production?

Ola When the FTR1200 Custom was shown, the production bike was eating up miles on the test track. It was 95% finished, I would say.

Yet we are very ‘open’ in the last months before production. Feedback on both the visuals and riding experience was being updated very close to production. I would say this is quite normal anywhere in the motorcycle industry.

Of course, you don’t change the ‘big strokes’ a week before start of production. But fine-tuning is something that goes on almost until the bikes start rolling off the band.

[More on the next page.]

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2019 Mercedes-Benz GLE: Innovative To The Core

Last time I checked, Mercedes-Benz had seven SUVs in their American lineup. Need a small luxury SUV? The GLA-Class is not bad for the sub-$34,000 base price. Want an alternative to the BMW X6? The Mercedes GLE Coupe will fulfill your fantasies.

But if you want a Mercedes that can shame the BMW X5, both on and off-road, the 2019 Mercedes-Benz GLE-Class is your top choice.

“The GLE exhibits iconic Mercedes-Benz design while remaining true to its character as an off-roader,” said Gorden Wagener, Chief Design Officer at Daimler AG. “With its design idiom it perfectly embodies our design philosophy of sensual purity, thus representing modern luxury.”

EQ Boost Technology

We got our first taste of Mercedes-Benz’s EQ Boost mild-hybrid system in the 2019 Mercedes-AMG E53 Sedan. In that car, the 48-volt ISG or Integrated-Starter Generator provides short blips of power as the turbochargers spool up.

It’s not much different in the 2019 Mercedes-Benz GLE. The electric generator works with the 3.0-liter turbocharged inline-six motor to deliver more torque. The engine is good for 362 horsepower and 369 lb-ft. of torque. If you really need to know, the 2019 BMW X5 xDrive40i can only muster 335 horsepower and 330 lb-ft. of torque from a similar inline-six turbo motor with the same displacement.

The generator also feeds power to the A/C compressor and water pump to lessen the burden on the gasoline motor. I assume this will make the GLE more responsive and more eager to attack as you bury the throttle.

The base model GLE 350 and GLE 4MATIC make do with a smaller turbocharged 2.0-liter four-banger. It summons 255 horsepower and 273 lb-ft. of torque. Each engine is bolted to a 9G-TRONIC nine-speed automatic. The EQ Boost system is only available on the GLE 450 4MATIC with the 3.0-liter inline-six motor.

During development of the 2019 GLE, Computer-Aided Engineering simulations were conducted inside wind tunnels in Sindelfingen, Germany. As a result, the new GLE is more aerodynamic and efficient, achieving a 0.29 Cd (drag coefficient) versus the prior model at 0.32. Photo: MBUSA.

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It is all creepily high-tech inside the GLE. The features will make you think twice about bashing this SUV on a nearby dirt road or off-road trail!
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On & Off-Road Supremacy

The 2019 Mercedes-Benz GLE definitely looks like a luxury SUV with a long wheelbase and short overhangs. It also comes with ultra-bright LED headlights, 19 to 22-inch wheels, and chrome surrounds on the windows. But with an upright radiator grille, chrome-plated front underguards, and a large hood with twin power domes, there is no mistaking the go-anywhere capabilities.

“The new GLE is not only more comfortable than ever before on the road, but also shows its superior off-road character off the beaten track,” explained Ola Källenius, responsible for corporate research at Daimler AG and Mercedes-Benz Cars development. “This alone shows our determination to reinforce our claim to leadership in the SUV segment.”

All trim models come with the 4MATIC intelligent all-wheel drive system. The base model gets a mechanical transfer case that feeds the torque an even 50:50 between the front and rear wheels. Higher trim models receive an electronically-controlled multi-disc clutch which can transfer 100 percent of the available torque between the front and rear axles. The torque-on-demand transfer case can also enhance handling on paved roads.

Photo: MBUSA.

New E-Active Body Control Suspension

The 2019 Mercedes-Benz GLE comes optional with the E-Active Body Control Suspension. This new system is developed in-house by Mercedes. It works in harmony with the AIRMATIC suspension to enhance ride comfort, grip, and agility. According to Mercedes-Benz, it’s the only system available that allows the spring and damping forces to be individually controlled at each wheel.

The newly-developed suspension also offers a unique free-driving mode. It can raise or lower the suspension automatically to change the ground pressure on each tire. The theory is to help the SUV if it gets stuck in a mud pit or sand dune.

The new suspension system allows the SUV to lean into bends similar to a motorcycle. The result is sharper cornering and more confident handling even at higher speeds. The system can be equipped with a stereo camera that scans the road surfaces too. This allows the suspension to react in advance.

Of course, if all this tech wizardry scares you, the 2019 Mercedes-Benz GLE can also be fitted with a conventional suspension.

Mercedes-Benz launched the M-Class in 1997, a nameplate that remained until the fall of 2015. The M-Class then became the GLE, further emphasizing its positioning in the E-Class family. Photo: MBUSA.

Next-Generation Driver Assistance Systems

No new Mercedes is complete without an array of clever driver-assistance features. The Active Distant Assist system recognizes and responds to traffic jams or slow-moving traffic.

The Active Stop-and-Go Assist feature is also great for traffic jams, helping drivers maintain a safe distance from the vehicles ahead. It can haul the SUV to a complete stop and get it moving once again, up to one minute after coming to a stop. And it can do this without any inputs from the driver.

The new GLE comes with the latest generation of MBUX, or Mercedes-Benz User Experience. It has two large 12.3-inch screens arranged in-line for a widescreen viewing angle. The system even supports hand gestures courtesy of the MBUX Interior Assistant. It is all creepily high-tech inside the GLE. The features will make you think twice about bashing this SUV on a nearby dirt road or off-road trail!

Photo: MBUSA.

Spacious Accommodations

The new Mercedes-Benz GLE is a huge step up from the previous model. With a 3.1-inch longer wheelbase, interior spaciousness improves. The extra room also allows enough space to fit an optional third-row seat. The front seats are electrically-adjustable and offer different seating kinetics for better comfort. The seats adapt to changes in posture by allowing minute movements in the backrest and seat cushion.

Availability & Manufacturing

The 2019 Mercedes-Benz GLE will debut at Mondial l’Automobile in Paris, starting on October 4th. U.S. sales will begin next year following production in Tuscaloosa, Alabama.

Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine. 

Photos & Source: MBUSA.

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