Some cars warrant a deep breath and puffed out cheeks before setting out for the first time. Seldom has this felt more appropriate than when E+PTi slid into the seat of the McLaren 720S.

The replacement for the 650S packs 70ps more than its predecessor (as its name suggests) and is powered by a 4.0-liter twin-turbochargedV8 – instead of the 3.8-liter twin-turbo V8 of its older sibling. It’s interesting to note, however, that the sense of trepidation fades away within the first few miles. Or, to put it another way, any such worries vanish the first time you realize that, in addition to being blisteringly quick, the 720S is also exquisitely balanced, with weight of steering, brake balance and throttle response seemingly tailored to engender supreme levels of confidence.

You can’t move for carbon fiber – glimpses of the Monocage II chassis structure are visible throughout the car and, unencumbered by anything other than the most essential of interior kit, the 720S’s lightest dry weight saves 18kg (40 lb) on the 650S. The engine has been lowered by 150mm, dropping the center of gravity, while even a cursory look at the car from the outside gives some idea of the amount of work that’s gone into the 720S’s aero package. As a result, the car sticks to the road with a sureness that only adds to the sense of driver confidence. Even at mid-revs, the throttle response is staggering and the power delivery virtually instantaneous – and getting a little sideways quickly becomes a grin-inducing joy to be embraced, rather than a sphincter-clenching terror to be avoided.

It’s neither subtle, nor frugal – neighbors will not appreciate the presence of the 720S on their street when you fire up the V8, and you’re likely to be frequenting the gas station forecourt on a regular basis. But it’s unlikely that anyone at the Woking OEM would claim otherwise. The thrill of hearing (and feeling) the M840T engine bite, the whoosh of the electrically actuated twin-scroll turbos, and the pop and crackle as you downshift into a turn are difficult to overstate. Take that deep breath and puff out your cheeks – this is a remarkable driving experience.

Audi has announced that the 2020 S7 will be powered by a new 2.9-liter twin-turbocharged TFSI V6 engine, which will generate 450ps and 600Nm of torque.

The S7’s new V6 will power the car from 0-97km/h in 4.5 seconds, and features a 48V electric compressor that provides low-end torque. The standard 8-speed Tiptronic automatic transmission works in tandem with the electric compressor to help eliminate turbo lag and provide rapid throttle response. The addition of the compressor gives the new S7 a wider range of torque than the preceding model’s powertrain.

An available S sport package also adds dynamic all-wheel steering and quattro differential and will, the German OEM claims, provide increased maneuverability at all speeds and enhanced driving dynamics. The S sport package also adds sport exhaust and red brake calipers.

Engineering consultant Drive System Design (DSD) will invest more than US$2m on expanding into new facilities in Michigan.

The move will enable DSD to meet the growing need for electrified powertrain development, enhancing the company’s test and development capabilities and offering customers the ability to deliver programs from concept through to vehicle prototype stage.

“As more stringent fleet average emissions regulations approach, greater pressure is being placed on OEMs to electrify a growing portion of their product range,” says Jon Brentnall, DSD president (below left).

“Global customer demand for electrification has also come quicker than anticipated, partly proven by a significant growth in EV startups. As a result, we are increasingly seeing manufacturers outsourcing specialist expertise to help reduce time to market.

“The new facility will directly enable us to cater for this rising demand,” Brentnall adds.

“We can offer customers additional prototype build and test facilities, providing a genuine one-stop shop for electrified powertrain development. Our in-house capability also provides DSD with full project control, shortening customer development times.”

Additional capability offered by the new facility includes the support of hydraulic system development and loaded testing. DSD is currently commissioning a 3E rig and has recently installed a battery emulator, for electric and hybrid vehicle development and HIL testing.

Existing driveline test equipment includes a transmission efficiency test rig that is suitable for all transmission types, including engine accessory drives, such as supercharger and CVT drives.

In addition to the new North American headquarters, DSD has also appointed Matt Hole (below right) as vice president.

“Matt’s appointment as VP enhances the expertise available to North American customers,” explains Brentnall.

“Matt’s time at Drive System Design UK adds a breadth of expertise to our US operation, having played a central role in the delivery of a number of high-profile, highly complex driveline programs and contributed significantly to the business growth of Europe’s premier, commercially available driveline development center.”

“This is an exciting and extremely fast-moving time in the transmission and driveline industry, and I am delighted to be taking a key role in the continued development of the company’s leading-edge facilities,” says Hole.

“The capability of the new facility offers enormous potential and flexibility to manufacturers and suppliers operating in all key markets in this thriving region, and for driveline development globally.”

DSD will be working closely with the State of Michigan to grow the company by a further 25 skilled engineering staff over the next three years, which has led to the award of a US$175,000 performance-based grant from the Michigan Business Development Program.

Porsche will expand the model range of the new 911 with the new standard 911 Carrera and 911 Carrera Cabriolet.

Powered by a twin-turbo 3-liter flat six engine, the 911 Carrera models are fitted with model-specific turbochargers, developing 384ps at 6,500rpm and 449Nm of torque from 1,950-5,000rpm. Fitted with the standard 8-speed PDK transmission, the 2020 911 Carrera accelerates from 0-60mph (0-97km/h) in 4.0 seconds.

If the optional Sport Chrono Package is selected, this drops to 3.8 seconds. Both times represent an improvement of 0.2 seconds compared with the previous 911 Carrera Coupe with PDK.

The 2020 911 Carrera Cabriolet reaches 60mph from standstill in just 4.2 seconds, and in 4.0 seconds flat with the Sport Chrono Package. Top track speed is 182mph (293km/h) for the 911 Carrera and 180mph (290km/h) for the 911 Carrera Cabriolet.

The new 911 Carrera and 911 Carrera Cabriolet are equipped with PASM (Porsche Active Suspension Management). As on the 911 Carrera S and 4S, the electronically variable damping system comes as standard and offers two selectable modes – Normal and Sport.

Audi has announced that a second version of the e-tron, which serves as an entry-level range model, has been confirmed for series production.

The e-tron 50 quattro will join the existing e-tron 55 quattro model, and will feature a 71kWh battery and two electric motors. The new model will offer a range of up to 186 miles (299km) on the WLTP test cycle, and will include 120kW charging capability, facilitating recharging to 80% capacity in around 30 minutes at fast-charging stations.

The car will be built at the carbon-neutral Audi Brussels plant and, like it’s forerunners, will feature e-quattro all-wheel drive delivered by an electric motor mounted on each axle – in this application, these generate a combined total of 230kW (313ps) and 540Nm of torque, and will power the electric SUV from 0-100km/h in 7.0 seconds on the way to an electronically governed top speed of 118mph (190km/h). Only the rear electric motor is active in most driving situations, while the front electric motor is activated predictively when needed.

The battery unit of the Audi e-tron 50 quattro comprises 324 prismatic cells combined in 27 modules. These store up to 71kWh of energy, which is delivered via a newly calibrated drivetrain and a high-voltage system featuring additional optimizations for the new application.

Like the more powerful version of the electric SUV, the Audi e-tron 50 quattro also recuperates energy via its two electric motors, with priority given to the rear motor, during more than 90% of all deceleration actions. The newly developed wheel brake system with electrohydraulic actuation is activated only when the force of deceleration exceeds 0.3g.

UK automotive casting specialist Grainger & Worrall has revealed a hardware investment that will increase throughput capacity by 50%. The injection of funds comes in response to an increase in demand for the company’s casings resulting from increasing pressure on vehicle manufacturers to accelerate development times of highly efficient models in line with tightening global emissions regulations.

Grainger & Worrall has invested in a third CT scanner – an industrial-grade 450kV Yxlon compact CL that increases throughput and provides the capacity to scan larger components of up to 125kg (275 lb). This makes it possible to handle the largest structural components in Grainger & Worrall’s portfolio.

The company has committed to the Make Like Production concept (pioneered by the Warwick Manufacturing Group), producing castings for early-stage development parts which behave as full production components would. This makes it possible to perform vehicle testing and validation on systems before production line materials and manufacturing processes have been finalized – offering cost and time benefits to vehicle manufacturers and speeding time to market for new models.

“Casting of prototype components traditionally bared little semblance to final parts, but our Make Like Production mantra brings the prototyping process right up to date and in line with the fast-moving automotive industry’s requirements,” explains James Grainger, Grainger & Worrall director. “Now, prototype component performance characteristics can mimic those of production parts even in intensive test conditions. CT technology provides the fastest and most comprehensive opportunity for evaluation of material integrity and overall quality control. This latest investment into Grainger & Worrall’s leading-edge facilities is testament to our commitment to growing proactively in line with industry demand for our casting expertise and brings our investment in CT technology to a total of £1.2m [US$1.46m].

“Our customers rely on Grainger & Worrall components being robust enough to undergo intensive testing and validation, so the assurance of strict quality control is absolutely vital,” continues Grainger. “This latest scanner broadens our scope of work to include components that would have previously fallen outside our end-to-end production parameters. Increasing our capacity through the addition of a third CT scanner ensures that our components adhere to our own strict standards and provides customers with a reliable, proven source of castings even while demand for our specialty continues to intensify. Our commitment to Right First Time means we might well now have the largest industrial CT scanning capability in the UK.”

Nissan has revealed that it is applying the mirror bore process, which was first used in the Nissan GT-R and applied to other specialty models like the Sentra Nismo, to the new 2.5-liter engine that will feature in the 2019 Altima.

The state-of-the-art mirror treatment is applied to the inside of the four cylinders of the engine block to reduce friction and improve efficiency. This helps the engine to run smoothly by eliminating the need for cylinder liners.

This process involves spraying and polishing the cylindrical space inside the engine in which the piston moves. During the spraying phase, charged metal wire is blown using gas to atomize the material and coat the inside of the cylinders. The thickness of the coating only needs to be about 0.2mm.

In the second stage, a special drill bit is used containing tiny diamonds. The bit is spun at high speed inside the cylinder to polish the metal until shiny and smooth – giving the cylinder walls a reflective surface. The water applied during this stage keeps the machinery and metals at optimum temperatures and reduce friction.

Ready for the launch of the Altima this year, the Decherd assembly line in Tennessee, USA, has added mirror bore equipment – making it the highest volume application of the technology within Nissan. The team in Decherd assembles an engine every 19 seconds and is capable of building about 1.4 million engines a year.

“Advanced technology like the mirror bore process only makes sense for Nissan if we can offer it to as many customers as possible,” said Jay Boyte, engineering director at Decherd Powertrain Plant, Nissan North America.

“The end result is an innovative and efficient engine made with manufacturing technology usually not available at this volume or price point.”

Having untethered itself from the SEAT family, Cupra now exists as a brand in its own right. Though you’ll have to wait a little while for the first standalone vehicle with the new badge, the first Cupra to hit the roads is the Ateca mid-size performance SUV, powered by a 2-liter four-cylinder TSI engine. Given Cupra’s motorsport history, there are inevitable expectations from any car bearing the name and, on paper – the Ateca is capable of producing 300ps and 400Nm of torque – the early signs are good. All-wheel-drive, adaptive suspension and a DSG transmission also promise an engaging experience.

Once underway, the Ateca is certainly no slouch. The official figures for the TSI engine claim 100km/h from a standing start in 5.2 seconds, and there is a pleasingly direct throttle response. Engine noise when pushing the Ateca is a little on the quiet side – especially given the four exhausts gracing the back – but with a bit of encouragement it’s possible to get the occasional burble. When cruising, the ICE is unobtrusive, and slight demands on the throttle barely raise the noise levels. In fact, at highway speeds, you’ll need to call on the engine quite severely to detect much change in note.

Sport and Cupra modes tighten up the suspension a little and shorten the shift – though Sport mode remains pretty forgiving, and proved suitable for most roads. There’s a certain amount of roll given the SUV’s higher center of gravity over, say, a Golf R, but the progressive steering in the Ateca makes for an engaging ride.

The 400Nm of torque is available from 2,000rpm (up to 5,200rpm) so while you might not roar away from a standing start, there’s plenty of pull available soon after – the Ateca certainly feels like a performance SUV. The all-wheel drive system handles the power well and there’s no twitchiness when working the steering at higher speeds – though, admittedly, ETi drove the car in dry conditions. The Ateca is quick, assured and enjoyable to drive – it’ll be interesting to see what Cupra comes up with next.