Delivering a New McLaren 675LT
Matthew Jones, McLaren Tampa Bay Sales Manager, successfully delivered a beautiful Tarocco Orange McLaren 675LT last week. This example featured various parts in satin carbon fiber including the rear wing and optional $40,000+ roof snorkel. Enthusiast were able to catch the 675LT unloading at McLaren Tampa Bay before it was prepared for the delivery. The owner was very impressed with McLaren’s latest creation.
The 675LT is McLaren’s newest supercar. With 666 horsepower and 516 ibs. of torque, the 675LT rockets to 125mph in 7.9 seconds. With a dry weight of 2711 ibs, the LT is much lighter than it’s older brother, the P1. The McLaren 675LT is the ultimate road and track machine. Contact McLaren Tampa Bay to purchase a new or preowned McLaren.
Visit www.Dimmitt.com to view our current inventory.
2017 Bentley Bentayga Review
Legend has it that Ettore Bugatti once called the Bentley 4½ Litre the “world’s fastest truck.” We’re guessing that he didn’t know he was merely being prophetic. Because now Bentley builds an SUV, and guess what? Its 187-mph top speed is the highest on record for a vehicle of that type.
Why an SUV? Simple: People who drive Bentleys tend to have other vehicles (a lot of them), and the vehicle they drive in the winter—or when it’s raining, or foggy, or below 75 degrees—tends to be an SUV. Now that Bentley makes an SUV, a lot of those buyers will make that SUV a Bentley, as well.
For the last three years, Bentley has sold more than 10,000 vehicles annually, a major milestone for the company. The Bentayga is going to help obliterate that record: The company plans to build 5500 Bentaygas in 2016. That estimate already has been revised upward once, and company executives tell us that, as interest builds, that figure may enjoy yet another upward correction.
And while the Bentayga might be tall for a Bentley at 68.6 inches, it’s not otherwise particularly large for one. At 202.4 inches long and 78.7 inches wide, it’s about 17 inches shorter than a Mulsanne and three inches wider. At nearly 5400 pounds, it’s about 550 pounds lighter than the Mulsanne and just shy of a Flying Spur W-12. The floorpan is steel, but most of the rest of the sheetmetal is aluminum, including all exterior panels. Bentley says that the body side is the auto industry’s largest single aluminum stamping.
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With its (relatively) low mass for a Bentley, the Bentayga is kind of spectacular to drive. The damping of the multilink front and rear suspensions is exemplary. Even over the extreme speed bumps peppered throughout the hamlets of southern Spain, the most massive of wheel displacements are forgotten in a single, gentle compression and rebound of the suspension. The electric power steering is weighty and direct, although it doesn’t enjoy a ton of feel. But by SUV standards, it’s excellent. As are the brakes. The pedal is firm and progressive, and even barreling down the twisting switchbacks of the Sierra Blanca mountains, there was never a hint of fade.
Handling is neutral enough that you’ll forget this is a 5400-pound SUV with a 12-cylinder engine in the nose. Sure, you can force it into understeer, but you can also set it up to flow through turns better than a vehicle this size has any right to, mostly because it corners remarkably flat. Its outstanding body control is the result of Bentley Dynamic Ride, a new active anti-roll bar that counteracts natural roll with a pair of electric actuators, one at each end of the vehicle to stiffen and soften the front and rear bars. It’s a trick system, but don’t expect the sports-car world to rush to adopt it. In order for the system to act quickly enough, says product-line director Peter Guest, it needs to operate on 48 volts, with a supercapacitor meting the voltage. With the bars, the actuators, the supercapacitor, and the heavy-duty cables—which he says are about four times the diameter of most automotive cables—the system weighs between 30 and 40 pounds. Bentley chief executive Wolfgang Dürheimer says Bentley Dynamic Ride is technically capable of leaning the Bentayga into a turn, motorcycle-style, but, in the interest of passenger comfort, the company stopped short of allowing that capability. We’d be quite interested to see what sort of impact that would have on cornering. The system allows a firm, controlled—but never harsh—ride on pavement but allows maximum wheel articulation off.
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Ready to Crawl
That’s right: off road. Because this is a Bentley meant for dirt, our drive included some semi-serious off-roading. At first we feared that the trail was going to be too easy, something a rental Toyota Camry could conquer, but we got into some pretty tricky attitudes—the oiling system is designed to keep the engine lubricated at up to 35 degrees of tilt in any direction. We crawled through a few ditches that had the Bentayga alternately kissing the ground—a few trucks in our group actually did scuff their chins, an occurrence that is probably about 10 times more expensive than your entire beater Jeep—and hanging a rear wheel off the ground at full suspension droop.
There are, of course, additional vehicle settings for off-roading: snow and grass, dirt and gravel, mud and trail, and sand dunes. There are two suspension settings that raise ground clearance a little or a little more (Bentley declined to provide specific figures). Hill-descent control holds your speed on downslopes, and there’s an infotainment-system screen that monitors each of these settings as well as wheel articulation and incline/decline and side-slope angles. Also, the front parking camera is well suited to peeking over sharp crests for a better view of what’s out of sight below the Bentayga’s domed hood. Some of these features distract from the simple joy of driving through nature—as does the pulsing of the brakes mimicking limited-slip differentials—but you don’t have to use them. They turn off automatically above 47 mph in case you accidentally drive onto pavement with them still engaged. At the end of the trail, Bentley had positioned a car-washing crew, but we waved them off and finished our drive proudly wearing a fine dusting of ruddy dirt over our Bentayga’s immaculate Verdant Green paint.
The off-road driving might be impressive, but the de rigueur semiautonomous operation is less so. As is the standard for modern luxury vehicles, the Bentayga pairs its adaptive cruise control with an automatic lane-keeping function for short stints of hands-off driving. But like many of them, Bentley’s system tends to either ping-pong back and forth in the lane or crowd the middle of the road with the wheels nearly on the center line. If you signal to pass the car in front, it won’t pull out like the Tesla Model S does, but it will accelerate toward the car ahead, which seems like the wrong order of operations. We found the system more annoying than helpful, fighting us with little steering-wheel tugs on even our most relaxed lines through corners.
Where once there were rumble strips and other motorists honking, now there’s electric power steering jerking the car back and forth. It’s not necessarily more graceful than the old system, but at least it’s less obnoxious to other motorists.
‘W’ For ‘Win’
But don’t worry, the Bentayga is fully capable of being obnoxious. The all-new 6.0-liter W-12 grunts out 600 horsepower at 6000 rpm and 664 lb-ft of torque from 1350 to 4500 and will whip this horse to 60 mph in a claimed four seconds flat. That’s sure to widen the eyes of occupants and bystanders alike.
The new W-12 shares its bore spacing with its predecessor but no parts. Bentley shaved 66 pounds from this generation, an impressive feat with such a dense box of mechanical parts. Engineers pulled precious ounces from everything—the block, heads, crank, and cams to name just a few. The one system that isn’t lighter is the fuel injection, which now has direct and port injectors. At idle and under full load, the direct injectors do their precise work, while the port injectors are engaged at part throttle, when they’re said to better mix fuel and air while reducing emissions. Bentley also claims the W-12 is 10 percent more efficient than its predecessor, with cylinder deactivation shutting down six cylinders when conditions are right and a “sail mode” that decouples the engine from the transmission when the driver is off the throttle at higher speeds. We noticed neither system at work.
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Product-line director Guest says that twin-scroll turbos are much of the reason the W-12 is all-new—the engineers couldn’t fit the faster-spooling turbos onto the old engine. Here, they’re so snug against the block that they’re almost integrated into it. And they actually are integrated into the exhaust manifolds. New oil pumps make sure the turbos get a steady supply of fresh oil even at extreme off-road angles.
Immaculate Interior
Guest also tells us that the sound insulation that enables Bentley’s famously serene interiors means that those worried about off-road dust in their Bentleys have nothing to fear. Like any Bentley, the Bentayga uses triple seals around all openings, and sound waves are smaller than any particulates. “Once you’ve insulated for noise, you’ve insulated for everything,” he says.
The Bentayga’s interior is one you want to keep pristine. Buyers can choose from 15 colors of hide to trim the cabin, in three different two-tone layouts, plus contrast or matched stitching and piping. There are seven different veneers—heck, there are 14 different seatbelt colors. Not only does the instrument panel still use physical gauges with real needles, but those gauges are protected behind a sheet of actual mineral glass, rather than the plastic used on just about every other vehicle. The speaker grilles are even designed to mimic high-end stitching.
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And of course that’s only the beginning. Buyers can spend $5715 on extracost paints, $7870 for the Touring Specification technology package, $11,015 to replace the three-place rear bench with two individual thrones, $7155 for a pair of removable tablets to put in front of those seats, and $28,500 on carbon-fiber trim. Plus, a ton of other stuff, including pie-in-the-sky customization. It’s pretty easy to send the base price of a Bentayga from $232,000 to well north of 300 grand.
But the coolest (and most appalling) thing in the Bentayga interior is the optional Breitling clock set atop the dashboard. It’s available in either white or rose gold, with a face of black or white mother-of-pearl, and studded with eight diamonds. Cost? 150,000 euros, or about $160,000. Only a handful of craftspeople make the clocks, which take three months apiece.That exclusivity guarantees that Bentley will sell the four it can offer every year.
Even without that clock, the Bentayga should vacuum massive amounts of cash into Bentley’s coffers. As the Volkswagen Group, in the wake of its diesel scandal, scrutinizes the business case for every last model in its portfolio, maybe Bugatti will want to take its own crack at that “world’s fastest truck” business.
VIA: http://www.caranddriver.com/reviews/2017-bentley-bentayga-first-drive-review
The Salvation Army has been ringing bells and collecting donation in red kettles for decades. Dimmitt Automotive Group team members volunteered yesterday at the Publix on McMullen Booth Road by ringing bells and collecting donations. As seen in the photo, the daughter of a team member enjoyed helping her father collect donations.
Dimmitt Automotive Group has been volunteering with the Salvation Army for years and will continue to assist their charitable efforts in the future. Dimmitt Automotive Group would like to extend a sincere appreciation to all those involved with the Salvation Army.
The Salvation Army, an international movement, is an evangelical part of the universal Christian Church. Its message is based on the Bible. Its ministry is motivated by the love of God. Its mission is to preach the gospel of Jesus Christ and to meet human needs in His name without discrimination.
Please visit: www.salvationarmyusa.org for information on how you can get involved.
When was the last time you heard an engine and knew it was a Cadillac coming down the road?
Not lately, I’d imagine. The Escalade and ATS aren’t exactly the roaring type.
The 2016 Cadillac CTS-V sedan, on the other hand, is. Coming up the driveway or around a bend, that supercharged 6.2-liter V8 sounds like a grizzly bear.
It shouldn’t be too surprising. The third-generation CTS-V shares the same angry engine as the Corvette Z06. It gets 640 horsepower on its 8-speed, automatic, rear-wheel driver, with a 60-mile-per-hour sprint time of 3.6 seconds and an honest-to-goodness top seed of 200mph.
Pushing up the highway last week outside New York, the CTS-V ravaged the road wherever I pointed it. Push the gas and it’ll bound forward, all four corners at once, and devour asphalt as if it’s storing protein for a long winter ahead. It feels big and square to drive; this is no sport coupe. The rear-wheel drive feels powerful, if a little heavy, in a way that could soon define a nouveau Detroit opulence. This would be a good thing.
In fact, those stats put the CTS-V on par with the best sedans from Europe—the $94,100 BMW M5, the $101, 700 Mercedes-Benz E63 AMG, the $141,300 Porsche Panamera Turbo. While it neither performs as excellently as the Panamera nor looks as elegant as the Benz, it belongs right in the thick of the group as the best sedan America can offer.
What You Can Get
The CTS-V is the high-performance version of the CTS sedan, Cadillac’s foray into the luxury sedan market that has been dominated by the Audi, BMW, Mercedes, Porsche, and, to a lesser extent, Lexus and Jaguar. There were two additional body styles besides the sedan—a coupe and a wagon, currently unavailable—and the three constitute Cadillac’s current best hope at full brand revitalization after years of stagnation. (Its formerly-of-Audi bossand upcoming XT5 will have a lot to do with it, too.)
Plenty has been said about the CTS-V’s abilities on the track. (Yes it has launch control; no, it doesn’t have an option for manual transmission.) The steering could be a little more responsive, but the performance traction management, magnetic ride control, limited-slip differential, and massive Brembo brakes manage the car with ease. You’re not going to do any acrobatics with this car (symbolically speaking, that is), but it is straightforward and eager, with body roll almost nil. There is no guile under this hood.
The real question is whether you’re going to want to drive it around town. Are you under the age of 40? If you are, Cadillac is hoping—betting—the answer is yes.
The Looks and the Price
The sticker price will be the first obstacle you’ll face: MSRP on the 2016 model is $84,000, but that number will quickly jump to $90,000-plus once you add certain essentials ($2,300 performance seats, $900 19-inch wheels, $595 red brake calipers). Are you okay with that? It still costs less than its German competitors, but it’s by far the most expensive car Caddy sells. Its entry price beats even the Escalade and is surpassed only by the Platinum edition of that SUV.
Next up is the face. How do you feel about angles? The CTS-V has high-intensity headlamps shaped like long triangles at front; the rear is characterized by a small sport spoiler tilted up at a 45-degree angle and a bottom fender pointing slightly out in the center, like an arrow or the roof of a house. The Cadillac badge just above it has been blown up, sans wreath, more than in previous years—quite the enormous bit of Americana.
Look at the car straight-on, and you’ll see a narrow lattice front grille and long, horizontal air slats that sit between lines bulging up in the carbon fiber hood to accommodate the engine underneath. They form the shape of an H before shooting back past the dorsal fin toward the rear of the car. Steel quad tailpipes at the very back hint at the beautiful sound potential within. (While the angular side mirrors complement the effect, they don’t afford enough visibility.) The look is edgy like a razor, rather than curved, as with the more feline Panamera. CTS-V looks pleasingly modern and unique. You won’t mistake this for anything but a Cadillac. I like it.
Inside the Machine
Inside the car is a different matter. The 8-inch touchscreen and interchangeable instrument cluster certainly look cool, but there’s nothing like repeatedly pushing the inept “touch” screen buttons on the center console—which demand increasingly more frantic bumps in order to take any action—to make you feel insane. Trying to adjust something so simple as the volume proves distracting at best and dangerous at worst. The standard-issue heads-up display, heated mirrors, and auto-dimming mirrors provide some small solace, as do the curbside and rear-view cameras that help with parking.
You’ll find that Bluetooth, Bose surround sound, wireless charging, dual-zone climate settings, passive entry, and remote vehicle start are all standard, as they should be for a car in this price range. Cadillac also includes 20-way heated and ventilated seats in the front, though it would be better if they were totally leather, not just “trimmed.” I am not a fan of “suede” microfiber inserts along the seats and headliner; they feel soft, as if they should be in something a little more sedate, not something with such a serious, aggressive exterior. Other interior dichotomies include the sport alloy pedals that look race-worthy and come standard and the suede microfiber-covered steering wheel and shifter that cost $300 extra and seem out of place.
Still with me? Good. Here’s a further obstacle for you, one that has more to do with convenience than with cash. The car gets 14 miles per gallon in the city. Aside from the cost to your wallet (including the $1,000 federal gas-guzzler toll) and to the environment, that means you’ll be taking frequent stops to replenish fuel. I hate having to stop for gas—just get me in the car, and let’s go—and I suspect you feel the same. This is 2016, very nearly. There is no excuse for producing such a thirsty turkey.
How to Use It
I will note that while that a 14mpg rating lags behind the E63 AMG and even the $79,400 Corvette, it does no worse than the M5 and Panamera Turbo, and it beats the $89,000 Dodge Viper by 2mpg. It certainly beats anything even nearly comparable from the U.S. in terms of performance and practicality.
This is a real American sport sedan that will work admirably as a daily driver while more than keeping up with the Euro whips on the track. And so far, so good: Steve Martin, head of product communications at Cadillac, told me recently that sales of the CTS-V this year have “far exceeded” initial expectations and that “every single” one the company is building right now has someone’s name on it.
“It doesn’t look like that will change any time soon,” he said.
Indeed. If you can stomach the interior inconveniences and you want to get in early on something verging on American greatness, this is the one for you.
This is a real American sport sedan that will work admirably as a daily driver and more than keep up with the Euro whips on the track.
Dimmitt Toys For Tots Rally 2015
This past Sunday, Supercar owners and enthusiasts gathered at Dimmitt Automotive Group in St Petersburg, Florida for a Toys For Tots Rally. Drivers brought hundreds of unwrapped toys for children in need.
The group of supercars cruised on some backroads before gathering at the Toys For Tots station in Ybor City. The Marines welcomed us and thanked us for the donations.
Dimmitt Automotive Group believes that giving back to the community is one of the most important aspects of business. The importance of giving back is instilled in our mission statement.
Dimmitt Automotive Group would like to thank the Marine Corps and everyone involved with the Toys For Tots Charity. We encourage everyone to visit their website and get involved: www.toysfortots.org
Shelton Quarles Celebrity Waiter Night
In November, Dimmitt Automotive Group hosted the Shelton Quarles Celebrity Waiter Night with several Tampa Bay Buccaneer players. Guests were greeted personally by Mr. Shelton Quarles as they walked the red carpet into the Dimmitt Automotive Group showroom.
Dinner was served and wine was poured by several Tampa Bay Buccaneer players. Guests also bid on items to raise money for IMPACT Foundation. Overall, it was a great evening with charitable people and talented athletes.
The mission of Shelton Quarles’ IMPACT Foundation is to provide opportunities and resources for at-risk single-parent families throughout the Tampa Bay area. Since its inception in 2004, Shelton Quarles’ IMPACT Foundation has raised over $500,000 and impacted more than 3,000 lives. Visit sheltonquarles.org for more information.
Downtown Sarasota was the obvious choice for the newest Dimmitt Automotive Group location. Dimmitt Automotive Group has hundreds of luxury clients in the Sarasota area. The new location provides a better venue to serve the Sarasota-Venice-Bradenton-Lakewood Ranch area guests and provide them with the legendary Dimmitt experience. Guests are invited to stop by The Sarasota Studio to browse 70+ luxury preowned vehicles and also the unique art which can be found throughout The Sarasota Studio.
The Sarasota Studio
1518 State Street
Sarasota, FL 34236
941.444.3510
On November 4th and 5th, Aston Martin Tampa Bay (a division of the Dimmitt Automotive Group) and Dimmitt Land Rover hosted a special premiere of the new James Bond: Spectre. Aston Martin owners and Land Rover owners were invited to The Sarasota Studio or the St Petersburg Sundial Ruth’s Chris Steakhouse for a cocktail reception. The feedback from the movie was all positive. Guests also enjoyed the Aston Martin DB10 that was featured in the film. The DB10 will be showcased at the upcoming December Cars & Coffee Afterparty.
The Sarasota Studio is a new ultra-luxury preowned showroom in Downtown Sarasota that is owned and operated by The Dimmitt Automotive Group. Located at 1518 State Street, Sarasota, Florida, The Sarasota Studio is convenient for any guests that may live in Manatee County. Visit www.Dimmitt.com for current inventory.
Dimmitt Automotive Group was a proud sponsor of the 63rd Annual St. Anthony’s Hospital Auxiliary Luncheon and Fashion Show, “Rock The Runway.” The event was held at The Club at Treasure Island. Guests were treated to lunch and beautiful fashions presented by Dillards. This annual luncheon and fashion show benefits the programs and services at St. Anthony’s Hospital.
St. Anthony’s Hospital is a 395-bed hospital founded in 1931 as a ministry of the Franciscan Sisters of Allegany and was the first faith-based hospital in Pinellas County. St. Anthony’s celebrated its 80th anniversary in 2011, and the hospital continues its rich history dedicated to improving the health of the community by providing high-quality, innovative and compassionate care. St. Anthony’s has received the 2013 American Heart Association/American Stroke Association’s Get With The Guidelines Stroke Gold Plus Performance Achievement award. St. Anthony’s Susan Sheppard McGillicuddy Breast Center received accreditation from both the National Accreditation Program for Breast Centers and the American College of Radiology. For superior energy efficiency, St. Anthony’s earned the EPA’s ENERGY STAR three consecutive times. St. Anthony’s Hospital is currently the only hospital in Pinellas County to have both the full Heart Failure Accreditation and the Chest Pain Center Accreditation from the Society of Cardiovascular Patient Care (SCPC).
Visit www.stanthonys.com for more information on St. Anthony’s Hospital. Dimmitt Automotive Group would like to thank St. Anthony’s for their dedication to the community.
Land Rover Defender Ends 70-Year
The Land Rover Defender Ends it’s 70-Year Run of Ferrying Farmers and Royals.
The Land Rover Defender is boxy, beastly and beloved. Early next year, it’ll be history.
Land Rover Defender automobiles sit in a final inspection area at Tata Motors Ltd.’s Jaguar Land Rover vehicle manufacturing plant in Solihull, U.K., on Wednesday, July, 15, 2015. Jaguar Land Rover, the U.K. luxury-car unit of Tata Motors Ltd., cut its sales targets and prices in China amid slowing demand in the world’s largest auto market. Photographer: Chris Ratcliffe/Bloomberg
For seven decades, the Defender off-road vehicle has barely changed from a design so simple it was originally sketched in beach sand. Slabs of aluminum. A windshield with virtually no tilt. A roof rack made to hold steamer trunks or lion carcasses. A spare tire hanging off the back door.
That uncompromising approach has delighted customers from English sheep farmers to Winston Churchill and Queen Elizabeth II. The Defender has shuttled soldiers in the Korean War, Red Cross volunteers in crisis zones around the world and Lara Croft in the movie Tomb Raider. In January, its run will end, and the company hasn’t said when there will be a replacement.
“It’s time to move to a new chapter,” said Nick Rogers, Jaguar Land Rover’s head of engineering, who learned to drive in a Defender. “We want to move forward with a new car.”
Jeep’s Bluetooth
Land Rover is losing its flagship because the brand relied too long on rural estate owners, ignoring the rise of soccer moms and urban adventurers. Its modest price tag meant modernizing the Defender made little sense, leaving it with just its authenticity as a selling point. By contrast, the Jeep Wrangler, a descendant of the World War II military vehicle, has been kept current with electronic stability control and Bluetooth connectivity.
A successful relaunch of the Defender could follow the track plowed by Mini. Since being reborn under BMW AG, the offbeat British city car has grown into a global brand that includes an SUV variant and sells from Birmingham to Beijing. But the Defender’s association with bone-jarring off-roading may make it more of a struggle to re-establish, and Land Rover already thoroughly covers the upscale SUV segment from the compact Evoque to the top-of-the-line Range Rover.
Before the Defender rumbles off into the sunset, Land Rover will sell about 20,000 this year, IHS estimates, down from a peak of about 56,000 in the 1970s. Its total 68-year production run will be more than 2 million cars.
The prospects for Land Rover to squeeze in a new Defender will be tough as competition in the segment intensifies. Fiat Chrysler Automobile NV’s Jeep is broadening its range with cheaper models such as the $17,995 Renegade. On the high end, Land Rover must contend with Maserati and Bentley entering the space as well as the burgeoning SUV lineups of Mercedes-Benz and BMW. Mercedes has its own heritage off-road vehicle, the G-Class — though in contrast to the Defender, the Mercedes has enough fine leather and chrome to make it fit on the streets of Beverly Hills.
Land Rover and its parent company, Mumbai-based Tata Motors Ltd., face the challenge of developing a new Defender without losing the values of the original. While they’ve promised to overhaul and reintroduce the icon, they haven’t said when it might resurface or whether production will continue at the factory in Solihull, England, where most of the assembly is still done by hand and there’s a wall covered with personal memorabilia from buyers.
Key to the Defender’s rebirth will be winning over city-dwellers with what its designer, Maurice Wilks, called a “go-anywhere, do-anything” vehicle. If it can maintain its quirky authenticity while adding new comforts and technology, Land Rover can hold on to old fans and win over new ones, said Franz-Rudolf Esch, director of the Institute for Brand and Communications Research at EBS Business School near Wiesbaden, Germany.
“What doesn’t move with the times dies,” Esch said in an e-mail. “The Defender must remain true to itself even as it reflects the Zeitgeist and the changing expectations of customers.”
Waist-Deep Water
On a recent drive along Land Rover’s back-country track near Birmingham, England, it’s easy to see how the Defender gained cult status. It powered through nearly waist-deep water, trundled handily up the muddy inclines and survived a steep drop off a collapsed bridge.
The feel is very much last-century, with a comically large turning radius and a hand brake that sits uncomfortably low. The windows steam up almost immediately. But there’s no denying the charisma, as Munich sales manager Stephane Anger will tell you.
“I wanted something different,” said Anger, a father of three who gave up a BMW 5-Series sedan in favor of a black Defender, which he drives to his family’s hut in the Austrian Alps. “The Defender has no trouble with any slope.”
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