Facelift for the Focus: all the details
Ford is funking up the Focus with a mid-life facelift. Aside from the Mondeo-esque nose, the major talking point is a double-clutch transmission on the flagship diesels. It’s good news for the Focus, which would have looked pretty bland on the Blue Oval’s Frankfurt stand next to Ford’s other unveilings, the Verve supermini concept and the Kuga SUV. The conservative Focus Mk2 has always looked a total wallflower compared with the orchid-like allure of the 1998 original. While the new trapezoidal grille and wraparound headlamps inject some boldness, the proportions – roof that towers over the bonnet, apologetically short nose – can’t be cured until the next-generation family car. But the low, wide, muscular Verve – which previews next year’s Fiesta replacement – suggests that the Mk3 will be worth the wait. Other visual tweaks to keep Britain’s best-seller at the top of the pile include bigger wheelarches and revised rear lamp graphics with a burst of white LEDs. Inside, a red-lit instrument panel from the Mondeo makes an appearance, while material quality is improved, claims Ford. The revised range goes on sale in February 2008. Mechanical changes are few, because they’re largely unnecessary on the best-driving car in the class. Five years after the Volkswagen Group pioneered it, Ford is getting a double-clutch transmission on the 135bhp or 109bhp 2.0-litre TDCi diesel. Like the VW system, the ‘PowerShift’ tranny employs a second clutch to pre-engage the next gear, enabling seamless shifts that are faster than a manual’s and use 10 percent less fuel. Unlike the VW system, the Ford ‘box is a collaboration with Getrag, not BorgWarner which had a hand in VW’s shifter. The Focus range will also get an ECOnetic model – much like VW’s Bluemotion range. Aerodynamic tweaks and a frugal 1.6-litre TDCi engine combine for brilliant carbon dioxide emissions of just 115g/km and 65mpg. The car is also equipped with a particulate filter to trap and incinerate nasties. As a result of this, the Focus ECOnetic should be Congestion Charge exempt – assuming London mayor Ken Livingstone makes good on hints to waive the charge for cars emitting less than 120g/km of CO2.
Thứ Bảy, 3 tháng 3, 2012
BMW Concept X6 (2007): first official pictures
BMW X6: the lowdown
No, X6 is not a typo but the third X model in the BMW’s 4x4 range. BMW kicked off the Frankfurt show today (Tuesday 11 September) by unveiling two coupes spun off existing models. The 1-series coupe is a two-door notchback version of the baby BMW, but the X6 – an X5 SUV with a melted rear end – was the show-stopper. The X6 has much in common with its sibling: a four-wheel drive chassis, front end and five door layout, but get to the A-pillars and things get pretty rakish. There are major changes under the skin, too: the X6 introduces BMW’s petrol-electric hybrid powertrain. For now, the X6 and its eco-drivetrain are officially concepts, but the car is headed for production in 2008 and the drivetrain will follow in ‘09. Expect X6 prices to start north of £35,000.
BMW X6: extreme looks
Munich claims that the X6 is the world’s first Sports Activity Coupe, although suits from Infiniti and Mazda might swing by BMW’s show stand to debate that. What’s indisputable is that the X6 is the most extreme crossover SUV to date. While the structure and wheelbase is shared with the X5, the A-pillars are more raked and the roof drops away like a black ski run. The shoulder line is angled upwards, creating a tapered glasshouse which ends in BMW’s traditional Hofmeister kink. There are wraparound rear lamps merging with a muscular rear haunches, and 21-inch wheels. It certainly looks wedgy and powerful, but you’ll pay for it by compromising the X5’s spacious rear bench and boot space. Indeed, the X6 is only a four-seater – although the car’s 6ft 4in designer Adrian Van Hooydonk claims he can sit comfortably in the back.
No, X6 is not a typo but the third X model in the BMW’s 4x4 range. BMW kicked off the Frankfurt show today (Tuesday 11 September) by unveiling two coupes spun off existing models. The 1-series coupe is a two-door notchback version of the baby BMW, but the X6 – an X5 SUV with a melted rear end – was the show-stopper. The X6 has much in common with its sibling: a four-wheel drive chassis, front end and five door layout, but get to the A-pillars and things get pretty rakish. There are major changes under the skin, too: the X6 introduces BMW’s petrol-electric hybrid powertrain. For now, the X6 and its eco-drivetrain are officially concepts, but the car is headed for production in 2008 and the drivetrain will follow in ‘09. Expect X6 prices to start north of £35,000.
BMW X6: extreme looks
Munich claims that the X6 is the world’s first Sports Activity Coupe, although suits from Infiniti and Mazda might swing by BMW’s show stand to debate that. What’s indisputable is that the X6 is the most extreme crossover SUV to date. While the structure and wheelbase is shared with the X5, the A-pillars are more raked and the roof drops away like a black ski run. The shoulder line is angled upwards, creating a tapered glasshouse which ends in BMW’s traditional Hofmeister kink. There are wraparound rear lamps merging with a muscular rear haunches, and 21-inch wheels. It certainly looks wedgy and powerful, but you’ll pay for it by compromising the X5’s spacious rear bench and boot space. Indeed, the X6 is only a four-seater – although the car’s 6ft 4in designer Adrian Van Hooydonk claims he can sit comfortably in the back.
Honda Accord Tourer concept (2007): first official pictures
Ah, the Ford Mondeo estate…
Er, no actually. Though when you compare the two together there are remarkable similarities. No, this is a Honda, and it’s the company’s Accord Tourer concept. It previews the production Tourer (estate) that will be shown, along with the saloon, at the Geneva Motor Show next March. The two production cars games will then go on sale in summer 2008.
So what can I expect from the new Accord?
For a start it’ll be completely different from the Accord saloon and coupe that are currently being readied for sale in America. The European-spec cars are different from the ground up. Honda wants the new Accord to be sportier than ever, partly because now more than ever it’s aiming directly at the Germans. That’s why we’ve got our fingers crossed that the production Accord will retain all the details seen on the Tourer concept. The only major changes should be the addition of production door handles, wing mirrors and wipers. Now if only the front didn't remind us so much of the Hyundai Genesis…
Er, no actually. Though when you compare the two together there are remarkable similarities. No, this is a Honda, and it’s the company’s Accord Tourer concept. It previews the production Tourer (estate) that will be shown, along with the saloon, at the Geneva Motor Show next March. The two production cars games will then go on sale in summer 2008.
So what can I expect from the new Accord?
For a start it’ll be completely different from the Accord saloon and coupe that are currently being readied for sale in America. The European-spec cars are different from the ground up. Honda wants the new Accord to be sportier than ever, partly because now more than ever it’s aiming directly at the Germans. That’s why we’ve got our fingers crossed that the production Accord will retain all the details seen on the Tourer concept. The only major changes should be the addition of production door handles, wing mirrors and wipers. Now if only the front didn't remind us so much of the Hyundai Genesis…
Ssangyong Wz concept (2007): first official pictures
Really, a good looking Ssangyong?
Compared to an Alfa Romeo 8C Competizione, no. But if you compare the Wz concept to Ssangyong’s previous offerings then it’s a bit of a stunner. Apparently it’s also the company’s first sporting saloon as the company moves away from its 4x4 heartland. Together with SAIC (yes, that SAIC of Rover fame) the two companies plan to jointly develop 30 new models, five new engines and five new platforms.
Is the Wz a sports saloon?
That depends on how imaginative you can be. At 5080mm long it’s 1mm longer than an S-class. So even with a twin-turbo 3.6-litre V6 and 360bhp it doesn’t sound that sporty. Combine that with the fact that the Wz is supposed to be equipped with a lane departure warning system, air suspension, all-wheel drive, and adaptive cruise control, and it won’t exactly be a featherweight. Not that we’ve actually seen any of the technology yet. Forgive us for being harsh but when Ssangyong tells us it wishes to take on the very best luxury saloons in the world, it needs some bite to back up its bark. Then again a decade ago Kia was nothing and by 2010 it will be selling five million cars per year.
Compared to an Alfa Romeo 8C Competizione, no. But if you compare the Wz concept to Ssangyong’s previous offerings then it’s a bit of a stunner. Apparently it’s also the company’s first sporting saloon as the company moves away from its 4x4 heartland. Together with SAIC (yes, that SAIC of Rover fame) the two companies plan to jointly develop 30 new models, five new engines and five new platforms.
Is the Wz a sports saloon?
That depends on how imaginative you can be. At 5080mm long it’s 1mm longer than an S-class. So even with a twin-turbo 3.6-litre V6 and 360bhp it doesn’t sound that sporty. Combine that with the fact that the Wz is supposed to be equipped with a lane departure warning system, air suspension, all-wheel drive, and adaptive cruise control, and it won’t exactly be a featherweight. Not that we’ve actually seen any of the technology yet. Forgive us for being harsh but when Ssangyong tells us it wishes to take on the very best luxury saloons in the world, it needs some bite to back up its bark. Then again a decade ago Kia was nothing and by 2010 it will be selling five million cars per year.
Volkswagen Up!
Volkswagen Up!: the lowdown
Volkswagen today unveiled what it hoped will be the modern-day successor to the Beetle: the Up! concept, a small city car targeted at the young, the cash-poor, and the environmentally aware. Available with either a rear-mounted two- or three-cylinder engine, a production, rear-wheel drive Up! is expected to go on sale in global markets by 2009 with a target starting price of €6000 (around £4000), substantially undercutting competitors like the Toyota Aygo and Citroen C1. It will even slot below VW’s current baby, the Fox, being 50mm shorter (the Up! is 3.45 metres long and 1.63 metres wide). Insiders say it will form the basis of other small VWs too, as well as sister products for Seat and Skoda.
CAR's Georg Kacher said it'll have a two-pot. Tell me more!
No details are yet available on the two-cylinder model, but the three-cylinder will employ the Polo BlueMotion’s 1.4-cylinder engine. Yet where the Polo weighs 1170kg, the Up! is likely to fall below 1000kg – impressive considering its airbags, ABS and crash protection structure – so expect 60mph to come up in under 12sec with a top speed in excess of 110mph compared with the Polo’s 12.8sec and 109mph. Furthermore, where the BlueMotion represents what VW’s engineers can do with an existing design, the Up! is a ground-up project with an environmental focus from the off. At best fuel will be consumed at a rate of 3.0 litres per 100km (94mpg), at worst 3.5 litres per 100km, much like the European-only Lupo of some years back.
Volkswagen today unveiled what it hoped will be the modern-day successor to the Beetle: the Up! concept, a small city car targeted at the young, the cash-poor, and the environmentally aware. Available with either a rear-mounted two- or three-cylinder engine, a production, rear-wheel drive Up! is expected to go on sale in global markets by 2009 with a target starting price of €6000 (around £4000), substantially undercutting competitors like the Toyota Aygo and Citroen C1. It will even slot below VW’s current baby, the Fox, being 50mm shorter (the Up! is 3.45 metres long and 1.63 metres wide). Insiders say it will form the basis of other small VWs too, as well as sister products for Seat and Skoda.
CAR's Georg Kacher said it'll have a two-pot. Tell me more!
No details are yet available on the two-cylinder model, but the three-cylinder will employ the Polo BlueMotion’s 1.4-cylinder engine. Yet where the Polo weighs 1170kg, the Up! is likely to fall below 1000kg – impressive considering its airbags, ABS and crash protection structure – so expect 60mph to come up in under 12sec with a top speed in excess of 110mph compared with the Polo’s 12.8sec and 109mph. Furthermore, where the BlueMotion represents what VW’s engineers can do with an existing design, the Up! is a ground-up project with an environmental focus from the off. At best fuel will be consumed at a rate of 3.0 litres per 100km (94mpg), at worst 3.5 litres per 100km, much like the European-only Lupo of some years back.
Daihatsu OFC-1 and HSC (2007): first official
It looks remarkably like a Copen…
It does indeed, and at 5mm shorter, the same width, and only 45mm higher the OFC-1 is all but identical to the Copen. In fact, it is the new Copen, just not as cute. But perhaps the biggest changes is the switch from a two to a three-piece folding roof. Here, the main roof section is made from liquid crystals so at the flick of a switch the roof can be made transparent or opaque. And it all folds away into the boot in under ten seconds.
Is it still a Copen at heart?
Yes, because the last Copen was designed to meet Japanese K-car standards (which means lower taxes) and the OFC-1 is equally diminutive. Under the bonnet there’s a 658cc turbocharged engine with 63bhp. Power is put to the road via a seven-speed auto with paddleshift. Seven might seem like a lot of gears for such a tiny car, but short ratios help improve acceleration while still allowing the OFC-1 to achieve 61.4mpg and 100.9g/km.
It does indeed, and at 5mm shorter, the same width, and only 45mm higher the OFC-1 is all but identical to the Copen. In fact, it is the new Copen, just not as cute. But perhaps the biggest changes is the switch from a two to a three-piece folding roof. Here, the main roof section is made from liquid crystals so at the flick of a switch the roof can be made transparent or opaque. And it all folds away into the boot in under ten seconds.
Is it still a Copen at heart?
Yes, because the last Copen was designed to meet Japanese K-car standards (which means lower taxes) and the OFC-1 is equally diminutive. Under the bonnet there’s a 658cc turbocharged engine with 63bhp. Power is put to the road via a seven-speed auto with paddleshift. Seven might seem like a lot of gears for such a tiny car, but short ratios help improve acceleration while still allowing the OFC-1 to achieve 61.4mpg and 100.9g/km.
Hyundai i-Blue concept (2007): first official pictures
Fuel cells, coupes and crossover wagons…
The world debut of the i-Blue fuel cell concept headed up a trio of key Hyundai products at the Frankfurt show stand. ‘Spare me another fuel cell concept’ I can almost hear you thinking, but don’t switch off. This one is no theoretical eco powerplant for a fantasy concept but a serious design showcase tailor-made for Hyundai’s very real third-generation fuel cell technology (the previous two versions were in special versions of the bigger Santa Fe and Tucson).
So why is the i-Blue special?
It’s Hyundai’s first ever model designed from the ground-up to incorporate fuel cell technology. Powered by 100kW and a fuel cell stack with compressed hydrogen in a 115-litre tank, its range is about 375 miles and top speed 100mph-plus. Hyundai says by storing the fuel cell stack under the floor rather than in the engine compartment, like in the second-generation Tucson Fuel Cell Electric Vehicle (FCEV), the car gains an ideal 50:50 weight distribution. The Korean firm also says it drives ‘almost noiselessly’ and has an acceleration that will “delight passionate drivers.” Okay.
The world debut of the i-Blue fuel cell concept headed up a trio of key Hyundai products at the Frankfurt show stand. ‘Spare me another fuel cell concept’ I can almost hear you thinking, but don’t switch off. This one is no theoretical eco powerplant for a fantasy concept but a serious design showcase tailor-made for Hyundai’s very real third-generation fuel cell technology (the previous two versions were in special versions of the bigger Santa Fe and Tucson).
So why is the i-Blue special?
It’s Hyundai’s first ever model designed from the ground-up to incorporate fuel cell technology. Powered by 100kW and a fuel cell stack with compressed hydrogen in a 115-litre tank, its range is about 375 miles and top speed 100mph-plus. Hyundai says by storing the fuel cell stack under the floor rather than in the engine compartment, like in the second-generation Tucson Fuel Cell Electric Vehicle (FCEV), the car gains an ideal 50:50 weight distribution. The Korean firm also says it drives ‘almost noiselessly’ and has an acceleration that will “delight passionate drivers.” Okay.
Dacia Sandero (2007): first official pictures
Dacia Sandero: Renault brings its first cheap Logan-based car games to the UK
A Dacia? In the UK? You'd better believe it. Renault announced at Frankfurt that it would start importing the cheap 'n' cheerful Dacia brand to the UK, and other western European markets, by the end of the decade. The Sandero will be the first Dacia to be sold in the UK, and although not on show at Renault's stand, CAR Online was given a sneak preview of the new Logan-based hatch. As you can see from the photos, it's a neat design, smarter than the Logan world car upon which it's based - but still without pretensions. Interestingly, Renault design chief Patrick le Quement told us it was the company's first car to be designed digitally in its entirety, missing out on the usual modelling stage. Result? A quicker design phase - and considerably cheaper, too, saving at least 35 percent of his budget. 'The Sandero was a challenge; we managed to make that car with a very small budget. And doing it digitally means we had a very smooth project liasing with the engineers, who have access to everything we do at every step. We have learned a lot from developing this car.'
How cheap are we talking here?
No prices have been fixed yet, but the five-door Sandero will be built in low-cost South America; further factories around the world could build it if demand is high enough. UK officials suggest a price around the £5000-6000 mark. And Renault is likely to import cheaper Logan estates or pick-ups to the UK too. So the Sandero will undercut the cheapest Clios and compete head-on with the cheapest cars from Korea and Malaysia, as well as the swelling ranks of European small cars. Renault is working out a launch strategy for Dacia in Europe and deciding whether to sell the cars from stanadlone dealers (the expensive choice), areas within existing Renault dealers (the cheap way) or online (the brave way). There's even talk of novel marketing activities, such as selling them at football stadia.
A Dacia? In the UK? You'd better believe it. Renault announced at Frankfurt that it would start importing the cheap 'n' cheerful Dacia brand to the UK, and other western European markets, by the end of the decade. The Sandero will be the first Dacia to be sold in the UK, and although not on show at Renault's stand, CAR Online was given a sneak preview of the new Logan-based hatch. As you can see from the photos, it's a neat design, smarter than the Logan world car upon which it's based - but still without pretensions. Interestingly, Renault design chief Patrick le Quement told us it was the company's first car to be designed digitally in its entirety, missing out on the usual modelling stage. Result? A quicker design phase - and considerably cheaper, too, saving at least 35 percent of his budget. 'The Sandero was a challenge; we managed to make that car with a very small budget. And doing it digitally means we had a very smooth project liasing with the engineers, who have access to everything we do at every step. We have learned a lot from developing this car.'
How cheap are we talking here?
No prices have been fixed yet, but the five-door Sandero will be built in low-cost South America; further factories around the world could build it if demand is high enough. UK officials suggest a price around the £5000-6000 mark. And Renault is likely to import cheaper Logan estates or pick-ups to the UK too. So the Sandero will undercut the cheapest Clios and compete head-on with the cheapest cars from Korea and Malaysia, as well as the swelling ranks of European small cars. Renault is working out a launch strategy for Dacia in Europe and deciding whether to sell the cars from stanadlone dealers (the expensive choice), areas within existing Renault dealers (the cheap way) or online (the brave way). There's even talk of novel marketing activities, such as selling them at football stadia.
Thứ Năm, 1 tháng 3, 2012
Ford Mustang Boss 302 (2011) first news
Ford has released details of a new, race-inspired version of the Mustang called the Boss 302 - and it's set to be the 'quickest, best-handling straight-production Mustang' ever sold by the company.
Boss 302? That sounds familiar...
Indeed. The original Boss was created back in 1969 and Ford's reviving the stripped-out, lightweight philosophy for 2011.
What's new?
The Boss is based around the recently-launched Mustang GT, and subscribes to the 'less is more' school of thinking. Ford has given each and every working part a good going over to make sure it performs to its maximum potential while being as light as possible. Think of it, if you will, as America's answer to the 911 GT3.
Power comes from the existing 5.0-litre V8 found in the Mustang GT, although it has been retuned to produce a not-insignificant 440bhp compared with the standard car's 412bhp. The suspension has also been lowered, and this, allied to new adjustable dampers, should help make the Mustang a slightly less disappointing drive than regular cars, whose style easily outweighs the dynamic prowess.
It certainly looks like it means business
You're not wrong there. The stock Mustang isn't exactly shy and retiring, but the Boss takes visual aggression to a whole new level. Details such as the jutting front splitter and a range of eye-catching colour schemes - not to mention those brash alloys - will ensure Boss drivers stand out from the crowd.
The interior is pretty similar to that of the GT, save for a couple of trim differences and that instrument pod perched on top of the centre console.
When can I buy one?
This is a Mustang, which of course means that UK buyers can forget about picking up a Boss 302 from their local Ford dealership. If you're really keen, though, you can always have one imported from next year.
Boss 302? That sounds familiar...
Indeed. The original Boss was created back in 1969 and Ford's reviving the stripped-out, lightweight philosophy for 2011.
What's new?
The Boss is based around the recently-launched Mustang GT, and subscribes to the 'less is more' school of thinking. Ford has given each and every working part a good going over to make sure it performs to its maximum potential while being as light as possible. Think of it, if you will, as America's answer to the 911 GT3.
Power comes from the existing 5.0-litre V8 found in the Mustang GT, although it has been retuned to produce a not-insignificant 440bhp compared with the standard car's 412bhp. The suspension has also been lowered, and this, allied to new adjustable dampers, should help make the Mustang a slightly less disappointing drive than regular cars, whose style easily outweighs the dynamic prowess.
It certainly looks like it means business
You're not wrong there. The stock Mustang isn't exactly shy and retiring, but the Boss takes visual aggression to a whole new level. Details such as the jutting front splitter and a range of eye-catching colour schemes - not to mention those brash alloys - will ensure Boss drivers stand out from the crowd.
The interior is pretty similar to that of the GT, save for a couple of trim differences and that instrument pod perched on top of the centre console.
When can I buy one?
This is a Mustang, which of course means that UK buyers can forget about picking up a Boss 302 from their local Ford dealership. If you're really keen, though, you can always have one imported from next year.
Lancia Stratos (2010) first official pictures
These are the first official pictures of the new 2010 Lancia Stratos, the brainchild of German entrepreneur Michael Stoschek and the spiritual successor to the legendary rally car of the 1970s.
After a few weeks of speculation and spy shots, these are the first official photos of the new, 21st century Lancia Stratos.
So it's a Lancia, then?
Officially, no. At least, not yet. Stoschek has been keen on the idea of a 21st century Stratos for quite some time, and those with good memories might remember his name in conjunction with the Fenomenon Stratos concept, which was shown at the 2005 Geneva motor show.
Sadly that project didn't come to fruition, but Stoschek has high hopes for this new version, which has been built by Italian design house Pininfarina. It was originally commissioned for his own personal use, but the company is now considering limited production for a small number of private customers. Very small, in fact - 25 is the number quoted on the official new Lancia Stratos website.
What's under the skin of the new Lancia Stratos?
Details are scarce at present; what we do know is that the new Stratos is based heavily on the chassis of the Ferrari F430 Scuderia, albeit with a shortened wheelbase. Maranello's V8 has been retained, as has the sequential gearbox - and given that the Stratos weighs in at less than 1200kg (compared with the Scuderia's 1225kg), we'd expect a pretty bonkers power-to-weight ratio.
Initial test drives by insiders have apparently been very positive, although the company acknowledges that a few of the details need to be refined.
New Stratos: the styling
The influence of the original Stratos is clear to see here. The proportions are virtually identical, and detailing such as the kicked-up rear and that famous glasshouse leave you in no doubt as to what it is.
The biggest change comes at the front: safety regulations have outlawed the use of pop-up headlamps, so the new car houses fully-integrated lights.
I'm assuming that a production version of the Stratos wouldn't be cheap...
So are we. As yet there is no word on pricing, but given that it's a one-off based on a near-£200k Ferrari, it's hardly going to rival the Lotus Elise on the cost front. Even with a seven-figure price, though, we'd be amazed if the slated run of 25 cars didn't sell out instantly.
After a few weeks of speculation and spy shots, these are the first official photos of the new, 21st century Lancia Stratos.
So it's a Lancia, then?
Officially, no. At least, not yet. Stoschek has been keen on the idea of a 21st century Stratos for quite some time, and those with good memories might remember his name in conjunction with the Fenomenon Stratos concept, which was shown at the 2005 Geneva motor show.
Sadly that project didn't come to fruition, but Stoschek has high hopes for this new version, which has been built by Italian design house Pininfarina. It was originally commissioned for his own personal use, but the company is now considering limited production for a small number of private customers. Very small, in fact - 25 is the number quoted on the official new Lancia Stratos website.
What's under the skin of the new Lancia Stratos?
Details are scarce at present; what we do know is that the new Stratos is based heavily on the chassis of the Ferrari F430 Scuderia, albeit with a shortened wheelbase. Maranello's V8 has been retained, as has the sequential gearbox - and given that the Stratos weighs in at less than 1200kg (compared with the Scuderia's 1225kg), we'd expect a pretty bonkers power-to-weight ratio.
Initial test drives by insiders have apparently been very positive, although the company acknowledges that a few of the details need to be refined.
New Stratos: the styling
The influence of the original Stratos is clear to see here. The proportions are virtually identical, and detailing such as the kicked-up rear and that famous glasshouse leave you in no doubt as to what it is.
The biggest change comes at the front: safety regulations have outlawed the use of pop-up headlamps, so the new car houses fully-integrated lights.
I'm assuming that a production version of the Stratos wouldn't be cheap...
So are we. As yet there is no word on pricing, but given that it's a one-off based on a near-£200k Ferrari, it's hardly going to rival the Lotus Elise on the cost front. Even with a seven-figure price, though, we'd be amazed if the slated run of 25 cars didn't sell out instantly.
Lexus CT 200h: a true hot hybrid hatch?
Lexus has thrust its new CT 200h hybrid hatchback straight into competition with the BMW 1-series and Audi A3 with the bold claim that it will be the dynamic benchmark for the sector.
Can a brand better known for producing immaculately built luxury barges really build a sporting hatch? We're about to find out...
Lexus CT 200h: a sporty hybrid?
It only takes a cursory glance at the latest press material from Lexus to discover how it's pitching the CT, containing as it does more references to the word 'sporty' than you can shake a gearstick at.
Honda has recently shown with the CR-Z that hybrid power doesn't have to mean a snooze-fest on the twisties, and it would seem that Lexus wants a slice of the cake.
The Japanese manufacturer appears to be taking on something of a Jekyll-and-Hyde personality of late, with the mental LF-A and slightly less mental IS F offering a marked contrast to the softly-softly approach taken by other cars games in the range. A sharp-handling hatch would take this to a new level.
How does Lexus plan to make the CT 200h dynamically competitive?
The handling characteristics of the CT have apparently been designed with European customers in mind, with Lexus claiming to have given special attention to structural rigidity and damping. The driving position has also been looked at in detail, with engineers looking to get the drivers' hips as close as possible to the centre of gravity.
As is the fashion these days, the CT will also be offered with a range of selectable driving modes labelled 'Sport', 'Normal' and 'Eco'. However, this doesn't appear to provide much interactivity as it only controls throttle response and, somewhat bizzarely, the air-conditioning.
But a sporty Lexus? Really?
Take the LF-A and IS F out of the equation for a minute, and you're left with a mainstream range not exactly awash with B-road talent. Nor does Lexus have a history in such cars, so it would appear to have set itself a considerable task in taking on BMW. As such, we'll reserve judgement on the CT 200h until we've actually driven it.
Meanwhile, you can read about CAR's first ride in the CT 200h in the new September issue, out on 18 August.
Can a brand better known for producing immaculately built luxury barges really build a sporting hatch? We're about to find out...
Lexus CT 200h: a sporty hybrid?
It only takes a cursory glance at the latest press material from Lexus to discover how it's pitching the CT, containing as it does more references to the word 'sporty' than you can shake a gearstick at.
Honda has recently shown with the CR-Z that hybrid power doesn't have to mean a snooze-fest on the twisties, and it would seem that Lexus wants a slice of the cake.
The Japanese manufacturer appears to be taking on something of a Jekyll-and-Hyde personality of late, with the mental LF-A and slightly less mental IS F offering a marked contrast to the softly-softly approach taken by other cars games in the range. A sharp-handling hatch would take this to a new level.
How does Lexus plan to make the CT 200h dynamically competitive?
The handling characteristics of the CT have apparently been designed with European customers in mind, with Lexus claiming to have given special attention to structural rigidity and damping. The driving position has also been looked at in detail, with engineers looking to get the drivers' hips as close as possible to the centre of gravity.
As is the fashion these days, the CT will also be offered with a range of selectable driving modes labelled 'Sport', 'Normal' and 'Eco'. However, this doesn't appear to provide much interactivity as it only controls throttle response and, somewhat bizzarely, the air-conditioning.
But a sporty Lexus? Really?
Take the LF-A and IS F out of the equation for a minute, and you're left with a mainstream range not exactly awash with B-road talent. Nor does Lexus have a history in such cars, so it would appear to have set itself a considerable task in taking on BMW. As such, we'll reserve judgement on the CT 200h until we've actually driven it.
Meanwhile, you can read about CAR's first ride in the CT 200h in the new September issue, out on 18 August.
Kia Pop concept (2010) first official pictures
These are the first pictures of Kia's new 2010 electric concept car, the Pop, which is due to make its debut at the Paris motor show on 30 September.
Details on the new Kia Pop are sketchy, but at 3m long and with a triple-seat arrangement, it could be that Kia has its sights set on creating a rival to the Toyota iQ. In fact, we can see from the bird's-eye shot that the seating plan mimics that of Toyota's baby with two positions in a front bench and a single rear seat behind the front passenger. Whether the Pop can replicate the tiny-footprint practicality of the iQ remains untested for now.
The Kia Pop looks pure show-car to me...
Judging by the pictures, the Pop is clearly intended as an exhibition in packaging techniques, and has been dressed up in a skin designed to wow show-goers. We'd expect a production version to be heavily toned down from what we see here, although some of the motifs on the front end appear to be inspired by Kia's current design language, with sharp creased surfaces and a tiger snout nose.
And the powertrain?
Unsurprisingly for a wacky city car concept, the Kia Pop uses electricity as its motive force. Whether this will translate to production remains an unknown, but it would give Kia an extra dimension to its range.
For all its progress in recent times, the Korean maker is currently lacking an electric or hybrid model in its western line-up, and a battery-powered city car would allow it to take the fight to Mitsubishi's i-MiEV and the forthcoming Peugeot iON.
Details on the new Kia Pop are sketchy, but at 3m long and with a triple-seat arrangement, it could be that Kia has its sights set on creating a rival to the Toyota iQ. In fact, we can see from the bird's-eye shot that the seating plan mimics that of Toyota's baby with two positions in a front bench and a single rear seat behind the front passenger. Whether the Pop can replicate the tiny-footprint practicality of the iQ remains untested for now.
The Kia Pop looks pure show-car to me...
Judging by the pictures, the Pop is clearly intended as an exhibition in packaging techniques, and has been dressed up in a skin designed to wow show-goers. We'd expect a production version to be heavily toned down from what we see here, although some of the motifs on the front end appear to be inspired by Kia's current design language, with sharp creased surfaces and a tiger snout nose.
And the powertrain?
Unsurprisingly for a wacky city car concept, the Kia Pop uses electricity as its motive force. Whether this will translate to production remains an unknown, but it would give Kia an extra dimension to its range.
For all its progress in recent times, the Korean maker is currently lacking an electric or hybrid model in its western line-up, and a battery-powered city car would allow it to take the fight to Mitsubishi's i-MiEV and the forthcoming Peugeot iON.
Jaguar XJ Sentinel (2010) first details
Jaguar has revealed details of a new armoured version of its luxury car – the XJ Sentinel. Following on from the sporty XJ75 Platinum concept unveiled earlier this week, the Sentinel is a very different kind of XJ, tailored as it is to the likes of security organisations and governments. Or, let's face it, downright dodgy types likely to have a price on their head.
So basically it’s the David Cameron-spec XJ?
Indeed. The Sentinel is the XJ of choice for those who either require, or simply take comfort in, extra protection against potentially lethal exterior force. We'd expect to see one wafting along Downing Street in the not-too-distant future.
The spec? Well, the XJ Sentinel has an integrated inner-shell constructed from kevlar and special high-strength steel, which is virtually impossible to detect from outside the car. It offers B7-level ballistic protection as well as defence against 15kg TNT or equivalent explosive. Strategically lobbed grenades will also struggle to break down the strengthened floor. It'll be perfect for knocking about Brixton.
According to Jaguar MD Mike O’Driscoll, the XJ Sentinel 'was designed and developed in partnership with industry leaders, and incorporates the very latest armoured vehicle systems to deliver extremely impressive levels of protection, while maintaining a very discreet appearance.'
We’d hardly call the styling of the stock XJ ‘discreet’, but from the outside, the Sentinel shows no signs of the armour plating beneath.
Surely all this armour will affect the XJ's performance and handling?
The XJ Sentinel is based on the long-wheelbase XJ and employs the 5.0-litre V8 already found in the Supersport, which gets the standard car from rest to 62mph in 4.9 seconds and onto a limited top speed of 155mph. Performance in the Sentinel, however, is comparatively lethargic with a 0-62mph time of 9.2 seconds and 120mph top speed. That's a concrete example of weight hindering performance and economy.
Jaguar claims that its engineers have been hard at work on the steering and suspension to give the Sentinel 'the same qualities of poise and agility found in the standard XJ.' We’d imagine that the Sentinel’s extra kilos will be felt in the bends, but since clients are more likely to be sat serenely in the back seat, they’re unlikely to care too much.
I’d like to buy a Jaguar XJ Sentinel. What do I do?
There’s no word on price yet, but expect to pay a significant premium for the XJ Sentinel over the standard car. This shouldn’t be too much of a concern to the typical customer, though. What Jaguar will offer, though, is special buying guidance from a ‘dedicated security consultant’, in addition to special after-sales care.
The Jaguar XJ Sentinel will make its debut at the Moscow motor show on 25 August. An appropriate venue indeed.
So basically it’s the David Cameron-spec XJ?
Indeed. The Sentinel is the XJ of choice for those who either require, or simply take comfort in, extra protection against potentially lethal exterior force. We'd expect to see one wafting along Downing Street in the not-too-distant future.
The spec? Well, the XJ Sentinel has an integrated inner-shell constructed from kevlar and special high-strength steel, which is virtually impossible to detect from outside the car. It offers B7-level ballistic protection as well as defence against 15kg TNT or equivalent explosive. Strategically lobbed grenades will also struggle to break down the strengthened floor. It'll be perfect for knocking about Brixton.
According to Jaguar MD Mike O’Driscoll, the XJ Sentinel 'was designed and developed in partnership with industry leaders, and incorporates the very latest armoured vehicle systems to deliver extremely impressive levels of protection, while maintaining a very discreet appearance.'
We’d hardly call the styling of the stock XJ ‘discreet’, but from the outside, the Sentinel shows no signs of the armour plating beneath.
Surely all this armour will affect the XJ's performance and handling?
The XJ Sentinel is based on the long-wheelbase XJ and employs the 5.0-litre V8 already found in the Supersport, which gets the standard car from rest to 62mph in 4.9 seconds and onto a limited top speed of 155mph. Performance in the Sentinel, however, is comparatively lethargic with a 0-62mph time of 9.2 seconds and 120mph top speed. That's a concrete example of weight hindering performance and economy.
Jaguar claims that its engineers have been hard at work on the steering and suspension to give the Sentinel 'the same qualities of poise and agility found in the standard XJ.' We’d imagine that the Sentinel’s extra kilos will be felt in the bends, but since clients are more likely to be sat serenely in the back seat, they’re unlikely to care too much.
I’d like to buy a Jaguar XJ Sentinel. What do I do?
There’s no word on price yet, but expect to pay a significant premium for the XJ Sentinel over the standard car. This shouldn’t be too much of a concern to the typical customer, though. What Jaguar will offer, though, is special buying guidance from a ‘dedicated security consultant’, in addition to special after-sales care.
The Jaguar XJ Sentinel will make its debut at the Moscow motor show on 25 August. An appropriate venue indeed.
Nissan Note freshens up for 2011: first picture
Nissan has pepped up the Note mini-MPV for the 2011 model year. Not much is new – we're in the realms of the classic door handle facelift here – but there's enough change to warrant a quick mention for the benefit of anorak car spotters.
The latest Nissan Note gets silver painted door handles and tailgate trim on Acenta and Teckna trim levels, with gloss black B- and C-pillars. Upgrade to the N-tec spec and a new front spoiler design is added to the visual mix, along with a host of extra equipment: climate control, auto lights and wipers and fresh cabin colours are added to the existing sat-nav, 16in alloys and privacy glass.
Two new colours (Magnetic Red and Grey) are added to the paint samples while Nissan has finally upgraded the audio system on higher models, allowing the Note to work with USB and iPod sound systems.
Any engineering changes on the new 2011 Nissan Note?
Not much to shout about, but the 1.4 and 1.6 petrols both now comply with Euro 5 emissions regs. Upgraded diesels arrive in autumn 2010.
Prices remain unchanged, despite the model year improvements. That means a starting tag of around £11k and there are numerous special offers bundling in two years' free servicing, three years' RAC membership or a £1000 guaranteed minimum trade-in.
Those kind of incentives suggest that Nissan is heavily supporting the ageing Note, which is now the smallest car built at the UK's Sunderland factory. The Micra is no longer produced in the north-east, making way for the bigger, more profitable Juke which lands this autumn.
The latest Nissan Note gets silver painted door handles and tailgate trim on Acenta and Teckna trim levels, with gloss black B- and C-pillars. Upgrade to the N-tec spec and a new front spoiler design is added to the visual mix, along with a host of extra equipment: climate control, auto lights and wipers and fresh cabin colours are added to the existing sat-nav, 16in alloys and privacy glass.
Two new colours (Magnetic Red and Grey) are added to the paint samples while Nissan has finally upgraded the audio system on higher models, allowing the Note to work with USB and iPod sound systems.
Any engineering changes on the new 2011 Nissan Note?
Not much to shout about, but the 1.4 and 1.6 petrols both now comply with Euro 5 emissions regs. Upgraded diesels arrive in autumn 2010.
Prices remain unchanged, despite the model year improvements. That means a starting tag of around £11k and there are numerous special offers bundling in two years' free servicing, three years' RAC membership or a £1000 guaranteed minimum trade-in.
Those kind of incentives suggest that Nissan is heavily supporting the ageing Note, which is now the smallest car built at the UK's Sunderland factory. The Micra is no longer produced in the north-east, making way for the bigger, more profitable Juke which lands this autumn.
Bentley Continental GT (2011): the teaser video
The big reveal of Bentley’s big Mk2 Continental GT is just around the corner, so Crewe has started to dripfeed a few styling teases of the new car games via a short video. The short clip shows everything from designers’ sketches to shots of the car on the move, and CAR has grabbed the best of them for you to view (see images right). You can view the video below.
So what do we know about the second-generation Bentley Continental GT?
With the Volkswagen mothership firmly in charge it’s best to think of the new Continental GT as a heavily revised version of the current Conti – think of the morph of Golf Mk5 to Golf Mk6. That means the looks aren’t that different, but every external panel is apparently new and items like those LED lights (Mulsanne-inspired) will help make the differentiation obvious. The bumpers and grille will be tweaked too, and we've already reported that the drag figure is down from 0.35 to the more svelte 0.30Cd ballpark.
Inside there’s the same basic architecture, with a centre console separating the driver and passenger, and all the latest gadgets from radar-guided cruise control to split-view sat-nav monitors.
And under the revised skin of the Conti GT?
A stretch of the front and rear tracks, and out with old Phaeton suspension and in with some Audi parts. More extensive use of aluminium and alloys will help cuts some kilos from the hefty kerbweight, while the latest 6.0-litre W12 (mated to an eight-speed ZF) will provide the power to all four wheels.
The new Bentley Continental GT will be unveiled on 7 September 2010 ahead of its show debut at Paris, with sales starting soon after this autumn. The Flying Spur saloon is expected to follow in 2012, and the drop-top GTC convertible is scheduled for 2013, CAR understands.
So what do we know about the second-generation Bentley Continental GT?
With the Volkswagen mothership firmly in charge it’s best to think of the new Continental GT as a heavily revised version of the current Conti – think of the morph of Golf Mk5 to Golf Mk6. That means the looks aren’t that different, but every external panel is apparently new and items like those LED lights (Mulsanne-inspired) will help make the differentiation obvious. The bumpers and grille will be tweaked too, and we've already reported that the drag figure is down from 0.35 to the more svelte 0.30Cd ballpark.
Inside there’s the same basic architecture, with a centre console separating the driver and passenger, and all the latest gadgets from radar-guided cruise control to split-view sat-nav monitors.
And under the revised skin of the Conti GT?
A stretch of the front and rear tracks, and out with old Phaeton suspension and in with some Audi parts. More extensive use of aluminium and alloys will help cuts some kilos from the hefty kerbweight, while the latest 6.0-litre W12 (mated to an eight-speed ZF) will provide the power to all four wheels.
The new Bentley Continental GT will be unveiled on 7 September 2010 ahead of its show debut at Paris, with sales starting soon after this autumn. The Flying Spur saloon is expected to follow in 2012, and the drop-top GTC convertible is scheduled for 2013, CAR understands.
Porsche Panamera upgrades (2010) first details
The 493bhp Porsche Panamera Turbo is about to get even more powerful: Porsche has released details of a new range of upgrades available on the Panamera, including a £14k Powerkit pack.
Let's start with the Porsche Panamera Turbo Powerkit. What do I get for my money?
The Powerkit – as its name suggests – delivers an increase in power (and torque) over the standard car games, and is exclusively available on the Panamera Turbo. The Panamera Turbo left us a little underwhelmed when we put it through its paces a year ago, chief issues being the packaging, styling and ergonomics. The Powerkit sadly addresses none of those things, instead hiking the power from 493bhp to a thumping 533bhp. The torque figure also climbs from 516lb ft to 553lb ft, and if you opt for the optional Sport Chrono package (which adds an overboost function) you'll have a full-fat 590lb ft on tap.
These increases are achieved by means of a couple of new turbochargers with titanium aluminium turbines, which, along with a reconfigured engine management system, get the Panamera to 62mph from rest in 3.9sec (a tenth quicker than before) and on to a top speed of 190mph. Considering that the regular Turbo tops out at 188mph, we'd question the wisdom of shelling out for the Powerkit, especially as it's expected to cost a faintly ludicrous £14k.
And the Sport Design Package?
Unlike the Powerkit, the Sport Design Package is an option on every Panamera model; it's a solely cosmetic bunch of upgrades which you can have either factory-fitted or retrofitted to your Panamera. Features include more aggressive front and rear bumpers (the former complete with black air intakes) and new side skirts. Again, at almost £4k, you'd have to be über-keen on the changes over the stock Panamera to justify such a purchase.
The Panamera Turbo Powerkit will be available to spec on the Turbo from September, with a retro-fit option following in November. The Sport Design Package goes on sale in October.
Let's start with the Porsche Panamera Turbo Powerkit. What do I get for my money?
The Powerkit – as its name suggests – delivers an increase in power (and torque) over the standard car games, and is exclusively available on the Panamera Turbo. The Panamera Turbo left us a little underwhelmed when we put it through its paces a year ago, chief issues being the packaging, styling and ergonomics. The Powerkit sadly addresses none of those things, instead hiking the power from 493bhp to a thumping 533bhp. The torque figure also climbs from 516lb ft to 553lb ft, and if you opt for the optional Sport Chrono package (which adds an overboost function) you'll have a full-fat 590lb ft on tap.
These increases are achieved by means of a couple of new turbochargers with titanium aluminium turbines, which, along with a reconfigured engine management system, get the Panamera to 62mph from rest in 3.9sec (a tenth quicker than before) and on to a top speed of 190mph. Considering that the regular Turbo tops out at 188mph, we'd question the wisdom of shelling out for the Powerkit, especially as it's expected to cost a faintly ludicrous £14k.
And the Sport Design Package?
Unlike the Powerkit, the Sport Design Package is an option on every Panamera model; it's a solely cosmetic bunch of upgrades which you can have either factory-fitted or retrofitted to your Panamera. Features include more aggressive front and rear bumpers (the former complete with black air intakes) and new side skirts. Again, at almost £4k, you'd have to be über-keen on the changes over the stock Panamera to justify such a purchase.
The Panamera Turbo Powerkit will be available to spec on the Turbo from September, with a retro-fit option following in November. The Sport Design Package goes on sale in October.
Jeep Wrangler: first details of the 2011 facelift
Jeep has facelifted the Wrangler. No, really. It might not seem like it, but the American manufacturer has given its boxy 4x4 a raft of updates to enable it to continue treading water in these modern times.
I've been looking at it for three hours and can't find anything different...
Subtlety is the name of the game as far as the outside appearance is concerned, with exterior changes limited to a new body-colour hard top for the Sahara model.
Interior updates are more drastic, with a redesigned instrument panel and improved materials less likely to be found in a box of Lego, as well as extra storage areas and improved ergonomics. A new USB port and the addition of Bluetooth connectivity complete the changes, so it's really not earth-shattering stuff.
So the interior's a bit better, but will the new Jeep Wrangler behave on the road?
Jeep has left the underpinnings untouched for now, which of course means that it's still a beast off-road, but won't have you out-cornering the likes of BMW's X3 on the tarmac. The 2.8-litre diesel that Jeep finally introduced in 2006 continues service, so it'll at least give semi-respectable economy while crossing deserts and jungles.
The Wrangler remains – and perhaps always will – a leftfield choice which will appeal only to those who go off-road regularly. If you're not one of those people, it's probably best to stick to that Kuga.
I've been looking at it for three hours and can't find anything different...
Subtlety is the name of the game as far as the outside appearance is concerned, with exterior changes limited to a new body-colour hard top for the Sahara model.
Interior updates are more drastic, with a redesigned instrument panel and improved materials less likely to be found in a box of Lego, as well as extra storage areas and improved ergonomics. A new USB port and the addition of Bluetooth connectivity complete the changes, so it's really not earth-shattering stuff.
So the interior's a bit better, but will the new Jeep Wrangler behave on the road?
Jeep has left the underpinnings untouched for now, which of course means that it's still a beast off-road, but won't have you out-cornering the likes of BMW's X3 on the tarmac. The 2.8-litre diesel that Jeep finally introduced in 2006 continues service, so it'll at least give semi-respectable economy while crossing deserts and jungles.
The Wrangler remains – and perhaps always will – a leftfield choice which will appeal only to those who go off-road regularly. If you're not one of those people, it's probably best to stick to that Kuga.
VW Race Touareg 3 (2011) first pictures
You might usually associate the Volkswagen Touareg with school-run mums whose furthest foray off-road is up the kerb and onto a wet field – this is something different, this is the new VW Race Touareg 3.
The Volkswagen Race Touareg 3? But isn’t there a VW Race Touareg 2?
That there is, and it’s the Race Touareg 2 that’s taken the chequered flag at the last two Dakar rallies, becoming the first diesel-powered winner in 2009. And after 2010’s 1-2-3 finish, the VW board decided it was onto a good thing and commissioned Volkswagen Motorsport to update its Touareg racer for the January 2011 race.
A trip into the wind tunnel has lead to some aero tweaks here and there on the carbonfibre and Kevlar bodywork, and at the same time VW has taken the opportunity to give the Race Touareg 3 some LED lights and a new grille to ape the looks of the second generation road-going Touareg.
There’s little link with the road car under the revised body though; the spaceframe chassis is made from high-strength steel and power comes from a twin-turbo 2.5 TDI, now further optimised for economy and severe altitude changes but still producing 296bhp and 442lb ft. Three differentials ensure traction on loose surfaces, and a upgraded five-speed sequential ‘box is the transmission of choice. The result is 6.1 seconds to 62mph and 117mph flat out, and the Race Touareg 3 will achieve those figures on pretty much any surface. The new car has already undergone 10,000km of testing, and will do more miles ahead of the 2011 Dakar Rally.
The Volkswagen Race Touareg 3? But isn’t there a VW Race Touareg 2?
That there is, and it’s the Race Touareg 2 that’s taken the chequered flag at the last two Dakar rallies, becoming the first diesel-powered winner in 2009. And after 2010’s 1-2-3 finish, the VW board decided it was onto a good thing and commissioned Volkswagen Motorsport to update its Touareg racer for the January 2011 race.
A trip into the wind tunnel has lead to some aero tweaks here and there on the carbonfibre and Kevlar bodywork, and at the same time VW has taken the opportunity to give the Race Touareg 3 some LED lights and a new grille to ape the looks of the second generation road-going Touareg.
There’s little link with the road car under the revised body though; the spaceframe chassis is made from high-strength steel and power comes from a twin-turbo 2.5 TDI, now further optimised for economy and severe altitude changes but still producing 296bhp and 442lb ft. Three differentials ensure traction on loose surfaces, and a upgraded five-speed sequential ‘box is the transmission of choice. The result is 6.1 seconds to 62mph and 117mph flat out, and the Race Touareg 3 will achieve those figures on pretty much any surface. The new car has already undergone 10,000km of testing, and will do more miles ahead of the 2011 Dakar Rally.
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