Fiat Grande Punto Abarth: the lowdown
Fiat is finally resurrecting the sporty Abarth badge for a Grande Punto hot hatch, unveiled at the Geneva Motor Show this week – and aimed squarely at beefed-up supermini rivals such as the Fiesta ST and Skoda Fabia vRS. Discreet, it ain’t. The new model is coated with chunky Abarth badges and bright-red, go-faster stripes, all bearing the name or trademark scorpion logo of the historic brand.
Looks a bit meaner than the standard Grande Punto.
It certainly does. It has sharper lines than the already handsome Grande Punto and a gaping grille clad with mesh. The nine-spoke, 17-inch alloys suit the design and house luminous-red Brembo callipers. The rear design is smooth and clean, so long as you can live with the slightly boy-racer darkened rear light clusters.
Thứ Bảy, 3 tháng 3, 2012
Jaguar XJ facelift (2007) first news and photos
The supercharged XKR might have only recently pounced from the starting blocks, but Jaguar has already announced a special edition at Geneva - the XKR Portfolio. While mechanical specifications are almost entirely as per the original model, the Portfolio boasts unique Celestial Black paint, upgraded interior trim and a Bowers and Wilkins stereo system. Power remains unchanged at 420bhp. However, the Portfolio benefits from larger brakes, Jaguar fitting 400mm discs up front with 350mm at the rear. Meanwhile, Ian Callum's vaguely aggressive update of the XJ saloon was also displayed at Geneva. The car features doorstop front and rear bumpers together with XK-style wing vents. Callum admitted to CAR Online that while the Jaguar old guard aren't fans of the facelift, younger buyers are - the brand being keen to attract a younger demographic.
Brilliance
Low key but not for long
It’s not often a manufacturer unveils three new cars games on its stand but Brilliance JinBei Automobile did just that. Not that you’d notice – sandwiched in between a number of specialist marques with unpronounceable names, the European debut of the BS6 and BS4 saloons and BC3 coupe (above) didn't attract too many camera flashguns. But make no mistake, Brilliance will, we predict, be an automotive household name 10 years from now. The Japanese did it, the Koreans did it and now the Chinese will do it. Only quicker. As if Ford, Volkswagen and GM don’t have enough to worry about...
Italian design, European feel, low prices
While the 4.8m-long BS6 was a bit naff and nondescript, the chunky BS4 by Giugiaro (above) could have passed for a BMW 5-series, although it's more 3-series sized. And the snappy Pininfarina-penned BC3 coupe ticked plenty of boxes with its balanced proportions, European feel, athletic stance and absence of gauche detailing. Shutlines were tight and even, plastics felt soft and expensive, and build quality seemed solid enough. They will be sold in left-hand-drive only on the Continent by importer HSO Motors Europe, but expect UK sales to start within the next 36 months, with bargain prices. Power comes from an in-house developed 1.8-litre four-pot developing 135bhp or 170bhp in turbo form, with the choice of five-speed manual or automatic transmissions. The airbag count is high, and the goodies list long – hardly a surprise as Brilliance has forged alliances with Toyota and Mitsubishi, and was advised on production by BMW. Expect Brilliance’s stand Geneva 2008 to be much bigger and much more closely watched.
It’s not often a manufacturer unveils three new cars games on its stand but Brilliance JinBei Automobile did just that. Not that you’d notice – sandwiched in between a number of specialist marques with unpronounceable names, the European debut of the BS6 and BS4 saloons and BC3 coupe (above) didn't attract too many camera flashguns. But make no mistake, Brilliance will, we predict, be an automotive household name 10 years from now. The Japanese did it, the Koreans did it and now the Chinese will do it. Only quicker. As if Ford, Volkswagen and GM don’t have enough to worry about...
Italian design, European feel, low prices
While the 4.8m-long BS6 was a bit naff and nondescript, the chunky BS4 by Giugiaro (above) could have passed for a BMW 5-series, although it's more 3-series sized. And the snappy Pininfarina-penned BC3 coupe ticked plenty of boxes with its balanced proportions, European feel, athletic stance and absence of gauche detailing. Shutlines were tight and even, plastics felt soft and expensive, and build quality seemed solid enough. They will be sold in left-hand-drive only on the Continent by importer HSO Motors Europe, but expect UK sales to start within the next 36 months, with bargain prices. Power comes from an in-house developed 1.8-litre four-pot developing 135bhp or 170bhp in turbo form, with the choice of five-speed manual or automatic transmissions. The airbag count is high, and the goodies list long – hardly a surprise as Brilliance has forged alliances with Toyota and Mitsubishi, and was advised on production by BMW. Expect Brilliance’s stand Geneva 2008 to be much bigger and much more closely watched.
Cadillac BLS Wagon (2007): first official pictures
Cadillac BLS Wagon: the lowdown
What does a fledgling brand like Cadillac do when it needs to expand its range in Europe? Simple. It nabs a compact exec estate from sister firm Saab, swaps the badge and some styling details, and hey presto - the new Caddy BLS Wagon. The small estate will arrive in autumn 2007 costing around £21,500. Although Cadillac is relatively new to the European market, it has never sold a wagon in its 104-year history anywhere in the world.
So what's different from the Saab estate?
The BLS Wagon has the unmissable Caddy egg-crate grille, more perpendicular headlights, and the upright rear lights that have come to characterise the US brand; you won't mistake it for anything other than a Saab-derived special, though. Especially when you look at the spec sheet and spot three familiar turbocharged petrols and one turbodiesel: • 173bhp 2.0 petrol turbo • 207bhp 2.0 petrol turbo • 252bhp 2.8 V6 petrol • 148bhp 1.9 diesel Although Cadillac hasn't released any interior pictures yet, it will obviously mimic the existing BLS saloon's. Its 9-3 lineage suggests 419 litres load capacity day to day, or 1273 with the rear seats flopped down. Prices and equipment will be confirmed later this year, but we know the Caddy will have a Bose sound system, DVD sat-nav with touch-screen control and a Bluetooth phone system.
What does a fledgling brand like Cadillac do when it needs to expand its range in Europe? Simple. It nabs a compact exec estate from sister firm Saab, swaps the badge and some styling details, and hey presto - the new Caddy BLS Wagon. The small estate will arrive in autumn 2007 costing around £21,500. Although Cadillac is relatively new to the European market, it has never sold a wagon in its 104-year history anywhere in the world.
So what's different from the Saab estate?
The BLS Wagon has the unmissable Caddy egg-crate grille, more perpendicular headlights, and the upright rear lights that have come to characterise the US brand; you won't mistake it for anything other than a Saab-derived special, though. Especially when you look at the spec sheet and spot three familiar turbocharged petrols and one turbodiesel: • 173bhp 2.0 petrol turbo • 207bhp 2.0 petrol turbo • 252bhp 2.8 V6 petrol • 148bhp 1.9 diesel Although Cadillac hasn't released any interior pictures yet, it will obviously mimic the existing BLS saloon's. Its 9-3 lineage suggests 419 litres load capacity day to day, or 1273 with the rear seats flopped down. Prices and equipment will be confirmed later this year, but we know the Caddy will have a Bose sound system, DVD sat-nav with touch-screen control and a Bluetooth phone system.
Daihatsu Copen revised
The Daihatsu Copen - a Suzuki Cappuccino for the 21st century?
Britain's cheapest roadster has been given a massive engine boost, after Daihatsu chopped the 660cc engine in the Copen for a 1.3 twin-cam. The Copen was conceived under Japan's K-car rules for short micro cars with engines under 0.7 litres, and its right-hand drive status meant it was imported to the UK market. Performance has increased (6mph and 2.2sec faster) while the price has actually dropped to £10,995 - down from £12,500 in 2004. That's not bad for a two-seat roadster complete with a folding hard-top. That tin top folds away electrically in just 20sec.
So what exactly has Daihatsu done to the Copen?
To meet European Type Approval, engineers in Japan slotted the 86bhp 1.3-litre four-pot from the Sirion into the Copen's engine bay. With 19bhp and 15lb ft extra, the revised model can now crack 62mph in 9.5sec, but still averages 47mpg thanks to longer gearing. In a world of ever-bulkier small cars, the Copen is a breath of fresh air. Although 27kg heavier than its 660cc predecessor, the new model tips the scales at a featherweight 850kg. There's little to distinguish the new Copen; the only clues are a small rear spoiler and a few new colours. Despite that low price, standard kit includes twin airbags, 15-inch alloys, air-con, remote locking, electric windows and roof, plus a CD player.
Britain's cheapest roadster has been given a massive engine boost, after Daihatsu chopped the 660cc engine in the Copen for a 1.3 twin-cam. The Copen was conceived under Japan's K-car rules for short micro cars with engines under 0.7 litres, and its right-hand drive status meant it was imported to the UK market. Performance has increased (6mph and 2.2sec faster) while the price has actually dropped to £10,995 - down from £12,500 in 2004. That's not bad for a two-seat roadster complete with a folding hard-top. That tin top folds away electrically in just 20sec.
So what exactly has Daihatsu done to the Copen?
To meet European Type Approval, engineers in Japan slotted the 86bhp 1.3-litre four-pot from the Sirion into the Copen's engine bay. With 19bhp and 15lb ft extra, the revised model can now crack 62mph in 9.5sec, but still averages 47mpg thanks to longer gearing. In a world of ever-bulkier small cars, the Copen is a breath of fresh air. Although 27kg heavier than its 660cc predecessor, the new model tips the scales at a featherweight 850kg. There's little to distinguish the new Copen; the only clues are a small rear spoiler and a few new colours. Despite that low price, standard kit includes twin airbags, 15-inch alloys, air-con, remote locking, electric windows and roof, plus a CD player.
Morgan's eco car
Morgan Life Car: the lowdown
Morgan, that most traditional of British brands, has announced it will launch a zero-emissions car called the Life Car at next year’s Geneva show. Based on the regular Aero chassis, the Life Car is part DTI-funded and involves partnerships with Oxford University and a company that developed fuel-cell technology for military applications – such as providing medical teams with power during conflicts. The Life Car is predicted to weigh 600kg, have a small fuel cell delivering 33bhp and, erm, no brakes. Instead, in-wheel electric motors – something Mitsubishi has long experimented with – will act as both power generators under acceleration and play the much-needed retardation role under braking, at which point they’ll store the energy lost under braking and feed it back into the system when required. While much remains to be done on the project, it is well under way. Watch this space.
Morgan, that most traditional of British brands, has announced it will launch a zero-emissions car called the Life Car at next year’s Geneva show. Based on the regular Aero chassis, the Life Car is part DTI-funded and involves partnerships with Oxford University and a company that developed fuel-cell technology for military applications – such as providing medical teams with power during conflicts. The Life Car is predicted to weigh 600kg, have a small fuel cell delivering 33bhp and, erm, no brakes. Instead, in-wheel electric motors – something Mitsubishi has long experimented with – will act as both power generators under acceleration and play the much-needed retardation role under braking, at which point they’ll store the energy lost under braking and feed it back into the system when required. While much remains to be done on the project, it is well under way. Watch this space.
Bentley Brooklands (2007): first official pictures
Bentley Booklands coupe: the lowdown
Bentley is going back to the future with this classic coupe. Called Brooklands, the two-door nods back to Bentley’s 1920s racing triumphs at the Surrey circuit. Indeed, the Brooklands represents Bentley at its most traditional. The coupe is based on the Arnage saloon, and its V8 engine dates back to 1959. However, the twin turbocharged unit has very modern, totally dizzying outputs of 530bhp and a monolithic 774lb ft of torque. Just 550 Brooklands coupes will be hand-built in total, with first deliveries in a year. Expect a price around £225,000 – before sumptuous personalisation, that is.
How it looks
The Brooklands’ Arnage roots are unmistakable. The mesh grille, twin headlamps, pronounced character line linking the wheels and side vents are naturally present. The look is chop top Arnage, with the roof line dropped and pillarless sideglass installed. With the Brooklands, Bentley designer Dirk van Braeckel wanted to ‘create a powerful, muscular and rakish grand touring coupe with classic British proportions’. The Crewe factory is particularly proud of the floating rear screen, clearly demarcated from the boot unlike in most coupes. It’s a feature that demands individual hand-welding of the rear wings to the C-pillars: robots could not create a single pressing to fit around the screen.
Bentley is going back to the future with this classic coupe. Called Brooklands, the two-door nods back to Bentley’s 1920s racing triumphs at the Surrey circuit. Indeed, the Brooklands represents Bentley at its most traditional. The coupe is based on the Arnage saloon, and its V8 engine dates back to 1959. However, the twin turbocharged unit has very modern, totally dizzying outputs of 530bhp and a monolithic 774lb ft of torque. Just 550 Brooklands coupes will be hand-built in total, with first deliveries in a year. Expect a price around £225,000 – before sumptuous personalisation, that is.
How it looks
The Brooklands’ Arnage roots are unmistakable. The mesh grille, twin headlamps, pronounced character line linking the wheels and side vents are naturally present. The look is chop top Arnage, with the roof line dropped and pillarless sideglass installed. With the Brooklands, Bentley designer Dirk van Braeckel wanted to ‘create a powerful, muscular and rakish grand touring coupe with classic British proportions’. The Crewe factory is particularly proud of the floating rear screen, clearly demarcated from the boot unlike in most coupes. It’s a feature that demands individual hand-welding of the rear wings to the C-pillars: robots could not create a single pressing to fit around the screen.
Toyota Yaris SR (2007): first official pictures
I know what GTI stands for - what's this SR badge doing?
SR stands for ‘sporting and refined’, says Toyota, perfectly describing its new ‘warm’ hatch. The Japanese manufacturer might be able to turn out hybrids by the thousands, but their recent sporting pedigree is pretty poor. There’s no more WRC, the F1 team has yet to win a race, and the Celica, MR2, and the T-Sport brand are no more. So SR it is, then. This sporting sub-brand is here to inject some much-needed enthusiasm into the Yaris range, and the Toyota brand as a whole.
So what does SR spec get you?
On the 1.3 petrol and 1.4 diesel you get a rather mundane rear spoiler and chrome-tipped exhaust. Rather more interesting is the 1.8 Dual VVT-i for £13,495. Along with bigger bumpers front and rear, there's a new engine that gets its first outing in the Yaris. Variable timing on the intake and exhaust valves means 131bhp at 6000 rpm, 128lb ft at 4400rpm, and a run to sixty in 9.3 seconds. It's not going to dislodge the Renault Clio or Mini as our favourite hot hatch, then; perhaps the most redeeming feature is the LED rear lights which smarten the whole car games up.
SR stands for ‘sporting and refined’, says Toyota, perfectly describing its new ‘warm’ hatch. The Japanese manufacturer might be able to turn out hybrids by the thousands, but their recent sporting pedigree is pretty poor. There’s no more WRC, the F1 team has yet to win a race, and the Celica, MR2, and the T-Sport brand are no more. So SR it is, then. This sporting sub-brand is here to inject some much-needed enthusiasm into the Yaris range, and the Toyota brand as a whole.
So what does SR spec get you?
On the 1.3 petrol and 1.4 diesel you get a rather mundane rear spoiler and chrome-tipped exhaust. Rather more interesting is the 1.8 Dual VVT-i for £13,495. Along with bigger bumpers front and rear, there's a new engine that gets its first outing in the Yaris. Variable timing on the intake and exhaust valves means 131bhp at 6000 rpm, 128lb ft at 4400rpm, and a run to sixty in 9.3 seconds. It's not going to dislodge the Renault Clio or Mini as our favourite hot hatch, then; perhaps the most redeeming feature is the LED rear lights which smarten the whole car games up.
Proton Satria Neo (2007) - the supermini that Lotus built
Proton Satria Neo: the lowdown
The new canation of Proton’s Satria has made its way into British showrooms. Still keen (and rightly so) to boost its street cred, Proton is making a song and dance about its ownership of Lotus by claiming that the Satria Neo is layered with Hethel know-how, design and inspiration. Those expecting Elise-style handling and Esprit-like power might be touch on the disappointed side, though…
Point taken, it’s no Exige. But how does it fare as a supermini?
There’s no doubt that the Satria Neo is a sharper-looking car than its predecessor. It has a more poised look about it, thanks to the sculpted bonnet, whirlpool alloys and pointy, inset lights. The interior is modern and spartan, highlights being glimmering ultramarine dials, an open-gate gearstick and chunky heater controls. It’s reasonably well kitted out too. The entry-level 1.3 SX gets a Blaupunkt CD player, air-con, electric front windows, ABS, EBD and rear parking sensors. Go upmarket a bit with the GSX models and there’s climate control, Bluetooth hands-free and cruise control on offer. Not bad for 10 grand or less.
The new canation of Proton’s Satria has made its way into British showrooms. Still keen (and rightly so) to boost its street cred, Proton is making a song and dance about its ownership of Lotus by claiming that the Satria Neo is layered with Hethel know-how, design and inspiration. Those expecting Elise-style handling and Esprit-like power might be touch on the disappointed side, though…
Point taken, it’s no Exige. But how does it fare as a supermini?
There’s no doubt that the Satria Neo is a sharper-looking car than its predecessor. It has a more poised look about it, thanks to the sculpted bonnet, whirlpool alloys and pointy, inset lights. The interior is modern and spartan, highlights being glimmering ultramarine dials, an open-gate gearstick and chunky heater controls. It’s reasonably well kitted out too. The entry-level 1.3 SX gets a Blaupunkt CD player, air-con, electric front windows, ABS, EBD and rear parking sensors. Go upmarket a bit with the GSX models and there’s climate control, Bluetooth hands-free and cruise control on offer. Not bad for 10 grand or less.
Land Rover Defender revised
It's just the same old Defender, isn't it?
It sure is, but Land Rover says it has been comprehensively upgraded. That’s good news: a replacement is some years away and the current car has roots dating back to 1948. But the Defender's very appeal is its non-changing character, so it retains a choice of three wheelbases and 14 bodystyles. Land Rover still considers the Defender its most capable off-roader, and knowing how good the rest of the range is, this means it’s really rather good. Being a modern Land Rover, part of the purchase price will be used to offset your CO2 emissions.
Will purists call it sacrilege?
Perhaps, for the 2007 Defender now features a Discovery-inspired interior complete with iPod connectivity. There’s even a power bulge on the bonnet, for goodness sake. At least that’s for practical purposes, for sitting beneath it is a 2.4-litre common-rail diesel that also sees service in the Transit. However, it has been adapted for off-roading and the high sulphur content of fuel in developing countries. Peak power is 120bhp while torque peaks at 266lb ft. The revised car goes on sale in April in 90 and 110 guises, with the 130 following in July. The base Defender 90 Pick Up costs from £18,645 and prices rise on average by about £400 across the range. If Land Rover can keep selling 25,000 units per year, by the end of 2010 they will have made over two million.
It sure is, but Land Rover says it has been comprehensively upgraded. That’s good news: a replacement is some years away and the current car has roots dating back to 1948. But the Defender's very appeal is its non-changing character, so it retains a choice of three wheelbases and 14 bodystyles. Land Rover still considers the Defender its most capable off-roader, and knowing how good the rest of the range is, this means it’s really rather good. Being a modern Land Rover, part of the purchase price will be used to offset your CO2 emissions.
Will purists call it sacrilege?
Perhaps, for the 2007 Defender now features a Discovery-inspired interior complete with iPod connectivity. There’s even a power bulge on the bonnet, for goodness sake. At least that’s for practical purposes, for sitting beneath it is a 2.4-litre common-rail diesel that also sees service in the Transit. However, it has been adapted for off-roading and the high sulphur content of fuel in developing countries. Peak power is 120bhp while torque peaks at 266lb ft. The revised car goes on sale in April in 90 and 110 guises, with the 130 following in July. The base Defender 90 Pick Up costs from £18,645 and prices rise on average by about £400 across the range. If Land Rover can keep selling 25,000 units per year, by the end of 2010 they will have made over two million.
Thứ Năm, 1 tháng 3, 2012
Citroen DS3 Racing concept car (2010) first pictures
This is Citroen taking a swipe at the Mini Cooper S Works – and giving us a hint at what Sebastian Leob will be driving in next year’s WRC. The DS3 Racing is a pumped up version of the new C3-based premium supermini and just 1000 will be finished at the workshops of Citroen Racing, the team behind 11 rally championship titles.
Tell me about the new Citroen DS3 Racing
Based on the production 1.6 THP, the Racing version gets tweaks to the turbo, exhaust and engine management system to boost power from 148bhp to 197bhp and add 26lb ft of twist for a 203lb ft total. No official word yet on performance figures, but given that the THP hits 62mph in 7.3sec, you can bet the Racing will dip into the sixes.
Thankfully for hedges everywhere, there are chassis tweaks too. Lower (by 15mm) and 30mm wider, the Racing benefits from stiffer springs, modified dampers, changes to the steering map and a recalibrated ESP system, while four-pot brakes up front and drilled discs should mean it will also stop better.
It might not be dressed up in full Red Bull livery, but you certainly won’t mistake the Racing for an ordinary DS3 thanks to the bright orange roof, mirrors, grille surround (Rover 200 BRM anyone?) and 18-inch wheels.
And inside?
The cabin décor is equally arresting. An orange gearknob and surround and a massive slab of orange on the dash dominate the interior – did Jordan have a hand in the design process? At least the chunky bucket seats are reasonably tasteful.
Production starts in the autumn and at least some of the 1000 cars will come to the UK, although just how many depends on Brits’ willingness to part with an estimated £19k for a car based on a C3. But Citroen will be hoping that the Racing will be a useful halo car, helping them to recover some the mojo they had going with young drivers when the Saxo VTR and VTS were every pimply teen’s dream.
Tell me about the new Citroen DS3 Racing
Based on the production 1.6 THP, the Racing version gets tweaks to the turbo, exhaust and engine management system to boost power from 148bhp to 197bhp and add 26lb ft of twist for a 203lb ft total. No official word yet on performance figures, but given that the THP hits 62mph in 7.3sec, you can bet the Racing will dip into the sixes.
Thankfully for hedges everywhere, there are chassis tweaks too. Lower (by 15mm) and 30mm wider, the Racing benefits from stiffer springs, modified dampers, changes to the steering map and a recalibrated ESP system, while four-pot brakes up front and drilled discs should mean it will also stop better.
It might not be dressed up in full Red Bull livery, but you certainly won’t mistake the Racing for an ordinary DS3 thanks to the bright orange roof, mirrors, grille surround (Rover 200 BRM anyone?) and 18-inch wheels.
And inside?
The cabin décor is equally arresting. An orange gearknob and surround and a massive slab of orange on the dash dominate the interior – did Jordan have a hand in the design process? At least the chunky bucket seats are reasonably tasteful.
Production starts in the autumn and at least some of the 1000 cars will come to the UK, although just how many depends on Brits’ willingness to part with an estimated £19k for a car based on a C3. But Citroen will be hoping that the Racing will be a useful halo car, helping them to recover some the mojo they had going with young drivers when the Saxo VTR and VTS were every pimply teen’s dream.
Mercedes F800 Style concept (2010) first pictures
This is the new Mercedes F800 Style, a stunning concept car that the Germany company will unveil at the 2010 Geneva motor show next month. The exterior previews the next CLS (and Mercedes’ future design language) while under the skin there’s all sorts of clever tech, from the next generation of HMI control systems to plug-in and fuel-cell powertrains.
Plug-in hybrids and fuel cells? How does the new Mercedes F800 Style manage that?
Mercedes calls it a ‘multi-drive platform’, and the F800 Style is built to take both hydrogen fuel-cell and plug-in hybrid powertrains, with the former offering a range of 375 miles and the latter allowing for 19 zero-emissions miles. Because Mercedes has managed to shrink the size of its F-Cell (fuel cell) componentry, the F800 can squeeze the fuel cell or plug-in hybrid powertrains into the engine compartment and (says Mercedes) the gaps within the chassis. And there’s still room inside for five.
The plug-in version of the F800 Style has a next-generation, direct-injection 299bhp 3.5-litre V6 petrol engine, mated to an 80kW hybrid module that’s integrated into the seven-speed gearbox. There's also a lithium-ion battery with over 10kWh of storage capacity, and the F800 can reach 75mph in electric mode – it manages 155mph with petrol power – and return 68g/km.
The all-electric version features a 100kW motor that develops 214lb ft and is powered by a hydrogen full cell and lithium-ion batteries. The technology is a development of the system found in the B-class F-Cell, though adapted for the F800’s rear-drive layout.
Merc promises we’ll see more of the both alternative powertrains in production cars soon. 'Characteristic features of the F800 Style are its innovations, whose development is already close to the series production stage,’ says Professer Herbert Kohler, Merc's chief environmental officer. ‘This is true not only of the electric drive with fuel cells but also of the Plug-in Hybrid, whose components were taken from our modular system for electric and hybrid vehicles.' Expect an S500 Plug-in Hybrid version of the next-gen S-class.
Plug-in hybrids and fuel cells? How does the new Mercedes F800 Style manage that?
Mercedes calls it a ‘multi-drive platform’, and the F800 Style is built to take both hydrogen fuel-cell and plug-in hybrid powertrains, with the former offering a range of 375 miles and the latter allowing for 19 zero-emissions miles. Because Mercedes has managed to shrink the size of its F-Cell (fuel cell) componentry, the F800 can squeeze the fuel cell or plug-in hybrid powertrains into the engine compartment and (says Mercedes) the gaps within the chassis. And there’s still room inside for five.
The plug-in version of the F800 Style has a next-generation, direct-injection 299bhp 3.5-litre V6 petrol engine, mated to an 80kW hybrid module that’s integrated into the seven-speed gearbox. There's also a lithium-ion battery with over 10kWh of storage capacity, and the F800 can reach 75mph in electric mode – it manages 155mph with petrol power – and return 68g/km.
The all-electric version features a 100kW motor that develops 214lb ft and is powered by a hydrogen full cell and lithium-ion batteries. The technology is a development of the system found in the B-class F-Cell, though adapted for the F800’s rear-drive layout.
Merc promises we’ll see more of the both alternative powertrains in production cars soon. 'Characteristic features of the F800 Style are its innovations, whose development is already close to the series production stage,’ says Professer Herbert Kohler, Merc's chief environmental officer. ‘This is true not only of the electric drive with fuel cells but also of the Plug-in Hybrid, whose components were taken from our modular system for electric and hybrid vehicles.' Expect an S500 Plug-in Hybrid version of the next-gen S-class.
Kia Magentis (2011): the first styling sketch
This is our first look at the new 2011 Kia Magentis – a solitary design sketch showing what next year's new family car will look like.
The new Magentis will be shown for the first time at the New York auto show on 2 April 2010 and Kia says it is longer, lower and wider than its predecessor. 'The new Magentis features a significantly longer wheelbase and will offer considerably more space for both people and luggage,' says the company.
That, however, is the sum of the detail confirmed by Kia on its new family car.
When can I buy the new Kia Magentis?
Not many people will in the UK – they only sold 333 here last year. But should you want to, the new Magentis goes on sale in spring 2011 in Europe, six months after its US launch. The exact UK roll-out has not yet been confirmed.
Judging by this design sketch, the new Magentis should be a much sleeker affair than today's model. Ex-Audi design boss Peter Schreyer's new tiger-snout face is in evidence, with a low-slung roof and what look like minimal overhangs.
Come back to CARS GAMES Online for the full story in April 2010.
The new Magentis will be shown for the first time at the New York auto show on 2 April 2010 and Kia says it is longer, lower and wider than its predecessor. 'The new Magentis features a significantly longer wheelbase and will offer considerably more space for both people and luggage,' says the company.
That, however, is the sum of the detail confirmed by Kia on its new family car.
When can I buy the new Kia Magentis?
Not many people will in the UK – they only sold 333 here last year. But should you want to, the new Magentis goes on sale in spring 2011 in Europe, six months after its US launch. The exact UK roll-out has not yet been confirmed.
Judging by this design sketch, the new Magentis should be a much sleeker affair than today's model. Ex-Audi design boss Peter Schreyer's new tiger-snout face is in evidence, with a low-slung roof and what look like minimal overhangs.
Come back to CARS GAMES Online for the full story in April 2010.
Audi RS5 (2010) first official pictures
This is the new Audi RS5, a £60,000 super-coupe with a high-revving 4.2-litre V8 and a 174mph top speed. It's Audi's riposte to the BMW M3, and we'll see it in the metal at next week's 2010 Geneva motor show.
How powerful is the new Audi RS5?
Under the bonnet is the same naturally aspirated 4163cc V8 that powered the old RS4 and is currently found in the R8, but Audi’s Quattro GmbH division – responsible for all of Ingolstadt’s RS models – has squeezed an extra 30bhp out of the engine. That means the high-revving, direct-injection 4.2-litre V8 produces 444bhp at 8250rpm, along with 317lb ft from 4000 to 8000rpm.
That power is sent through a seven-speed S-tronic gearbox to all four wheels, and with the Launch Control system engaged it’s enough to propel the 1725kg coupe to 62mph in 4.6 seconds, before powering the RS5 on to its 155mph limiter. Of course, if you hand over a little extra cash, Audi will increase the top speed to 174mph.
The new Audi RS5 is relatively economical too. BMW’s new stop/start-equipped M3 manages 25.2mpg, but the more powerful RS5 betters it with a claimed 26.2mpg. Thank the dual-clutch transmission, an on-demand oil pump and an intelligent alternator that’s only charged during coasting and braking.
What about the RS5's chassis tweaks?
Top of the list is Audi’s new crown-gear centre differential, which can send up to 70% of the RS5’s torque to the front wheels, and as much as 85% to the rear – a 40:60 front-rear split is standard. The new diff works in conjunction with an electronic torque vectoring system, which can brake any wheel to stabilise the car and aid cornering. Audi’s Sport differential is also an option, and it actively distributes torque between the rear wheels
Beyond the trick diffs, the basic suspension sits the car 20mm lower, and 19-inch alloys wearing 265/35 tyres are standard. Up front the brakes measure 365mm (the discs and callipers are aluminium) but 380mm carbon-ceramics are an option. There's also Audi's Drive Select system with switchable settings for engine, gearbox and steering, and a new Dynamic Steering system is on the options list.
It looks a little too similar to an S-line A5 or an S5 – how does the RS5 stand out in the car park?
For a start, if the standard wheels aren’t big enough for you then 20in rims are available. There's a big, bulging front bumper too, with two huge air intakes flanking the single frame central grille. Audi's OTT LED daytime running lights are standard, there's RS-spec alumnium door mirrors and oval exhausts, plus silver (or black) trim decorates the front splitter and rear diffuser.
A rear spoiler also pops up from the boot at 75mph, and retracts at 50mph. And if that's not enough Audi will offer a Carbon pack that trims the engine bay in the best black stuff, and sell you a sports exhaust so everyone can hear that V8 rev to over 8000rpm.
Inside there are leather and Alcantara sports seats, though harder buckets or more comfort-orientated ventilated seats are available, plus black gauges with white lettering.
UK deliveries of the RS5 won't start until October 2010, and Audi hopes to sell the car for under £60k.
How powerful is the new Audi RS5?
Under the bonnet is the same naturally aspirated 4163cc V8 that powered the old RS4 and is currently found in the R8, but Audi’s Quattro GmbH division – responsible for all of Ingolstadt’s RS models – has squeezed an extra 30bhp out of the engine. That means the high-revving, direct-injection 4.2-litre V8 produces 444bhp at 8250rpm, along with 317lb ft from 4000 to 8000rpm.
That power is sent through a seven-speed S-tronic gearbox to all four wheels, and with the Launch Control system engaged it’s enough to propel the 1725kg coupe to 62mph in 4.6 seconds, before powering the RS5 on to its 155mph limiter. Of course, if you hand over a little extra cash, Audi will increase the top speed to 174mph.
The new Audi RS5 is relatively economical too. BMW’s new stop/start-equipped M3 manages 25.2mpg, but the more powerful RS5 betters it with a claimed 26.2mpg. Thank the dual-clutch transmission, an on-demand oil pump and an intelligent alternator that’s only charged during coasting and braking.
What about the RS5's chassis tweaks?
Top of the list is Audi’s new crown-gear centre differential, which can send up to 70% of the RS5’s torque to the front wheels, and as much as 85% to the rear – a 40:60 front-rear split is standard. The new diff works in conjunction with an electronic torque vectoring system, which can brake any wheel to stabilise the car and aid cornering. Audi’s Sport differential is also an option, and it actively distributes torque between the rear wheels
Beyond the trick diffs, the basic suspension sits the car 20mm lower, and 19-inch alloys wearing 265/35 tyres are standard. Up front the brakes measure 365mm (the discs and callipers are aluminium) but 380mm carbon-ceramics are an option. There's also Audi's Drive Select system with switchable settings for engine, gearbox and steering, and a new Dynamic Steering system is on the options list.
It looks a little too similar to an S-line A5 or an S5 – how does the RS5 stand out in the car park?
For a start, if the standard wheels aren’t big enough for you then 20in rims are available. There's a big, bulging front bumper too, with two huge air intakes flanking the single frame central grille. Audi's OTT LED daytime running lights are standard, there's RS-spec alumnium door mirrors and oval exhausts, plus silver (or black) trim decorates the front splitter and rear diffuser.
A rear spoiler also pops up from the boot at 75mph, and retracts at 50mph. And if that's not enough Audi will offer a Carbon pack that trims the engine bay in the best black stuff, and sell you a sports exhaust so everyone can hear that V8 rev to over 8000rpm.
Inside there are leather and Alcantara sports seats, though harder buckets or more comfort-orientated ventilated seats are available, plus black gauges with white lettering.
UK deliveries of the RS5 won't start until October 2010, and Audi hopes to sell the car for under £60k.
McLaren MP4-12C (2011): new testing video
McLaren has issued this new video of its 2011 MP4-12C in the final phases of testing – and McLaren claims it's faster than the 458 Italia or any Gallardo. Watch the video in our player at the foot of this page.
The matt black vinyl disguise demarks this pair of cars as the latest McLaren 'XP Beta' test cars, compared with the earlier black-and-white 'XP' prototypes spied last year.
'XP Beta' prototypes? All very McLaren!
Quite. These two are called XP8 and XP10, apparently, and they're looked after by a team of 25 engineers in 'a test programme that mirrors the intensity of developing a Formula 1 car', claims McLaren. Expect to hear plenty more of the connection with Lewis and Jenson's company cars.
This video was shot around Spain's Applus ISIADA facility – 'the most comprehensive independent proving ground in Europe,' according to Ron Dennis's crew. The footage shows McLaren engineers testing the 12C and they've apparently upgraded the M838T twin-turbo V8, fitted new gear ratios, uprated the cooling systems and suspension geometry. End result? We'll know the full performance claims for the 12C in mid-March, when McLaren goes public with the latest on its supercar, but Woking already claim it's outperforming every rival.
The engineering boss speaks
Mark Vinnels, McLaren automotive programme director, said: 'There is an extensive list of subjective and objective targets set for our prototype vehicles. These XP Beta cars are already achieving outstanding results in many of the subjective areas, which includes ride quality, handling and many other aspects of dynamic performance. The benchmark competitor vehicles we have tested become nervous and twitchy at higher speed, but the 12C feels more stable than anything I have driven. Because the bump rejection is so good, the ride is smooth and the steering is solid.'
Well, he would say that, wouldn't he? Guess we'll have to put up with the hyperbole and dripfeed PR spin until we finally drive the car in 2011...
The matt black vinyl disguise demarks this pair of cars as the latest McLaren 'XP Beta' test cars, compared with the earlier black-and-white 'XP' prototypes spied last year.
'XP Beta' prototypes? All very McLaren!
Quite. These two are called XP8 and XP10, apparently, and they're looked after by a team of 25 engineers in 'a test programme that mirrors the intensity of developing a Formula 1 car', claims McLaren. Expect to hear plenty more of the connection with Lewis and Jenson's company cars.
This video was shot around Spain's Applus ISIADA facility – 'the most comprehensive independent proving ground in Europe,' according to Ron Dennis's crew. The footage shows McLaren engineers testing the 12C and they've apparently upgraded the M838T twin-turbo V8, fitted new gear ratios, uprated the cooling systems and suspension geometry. End result? We'll know the full performance claims for the 12C in mid-March, when McLaren goes public with the latest on its supercar, but Woking already claim it's outperforming every rival.
The engineering boss speaks
Mark Vinnels, McLaren automotive programme director, said: 'There is an extensive list of subjective and objective targets set for our prototype vehicles. These XP Beta cars are already achieving outstanding results in many of the subjective areas, which includes ride quality, handling and many other aspects of dynamic performance. The benchmark competitor vehicles we have tested become nervous and twitchy at higher speed, but the 12C feels more stable than anything I have driven. Because the bump rejection is so good, the ride is smooth and the steering is solid.'
Well, he would say that, wouldn't he? Guess we'll have to put up with the hyperbole and dripfeed PR spin until we finally drive the car in 2011...
Honda 3R-C electric mobility device (2010)
Honda will show off this madcap new one-person electric vehicle at the 2010 Geneva motor show. The new 3R-C is a battery-powered three-wheeler and the latest in a run of Japanese mobility devices designed to make getting around town easier. To which we reply: what's wrong with walking?
Still, not everyone can walk around town and – besides – the 3R-C is designed to replace cars for short urban journeys to reduce urban congestion and pollution. A single passenger perches on the three-wheeler under a clear canopy, which lifts up for getting in and out and keeps the seat dry when parked.
Honda 3R-C: the tech story
The battery electric system is apparently set low in the 3R-C's chassis to keep the centre of gravity nice and road-close. No performance or range claims have been issued yet, but we know the electric Honda was designed at the company's R&D facility in Milan.
The 3R-C will be shown alongside the EV-N concept car, the latter making its European debut. It was first shown at the 2009 Tokyo show.
Still, not everyone can walk around town and – besides – the 3R-C is designed to replace cars for short urban journeys to reduce urban congestion and pollution. A single passenger perches on the three-wheeler under a clear canopy, which lifts up for getting in and out and keeps the seat dry when parked.
Honda 3R-C: the tech story
The battery electric system is apparently set low in the 3R-C's chassis to keep the centre of gravity nice and road-close. No performance or range claims have been issued yet, but we know the electric Honda was designed at the company's R&D facility in Milan.
The 3R-C will be shown alongside the EV-N concept car, the latter making its European debut. It was first shown at the 2009 Tokyo show.
Lotus Evora 414E Hybrid (2010): first news
Lotus has confirmed the full details of its new Evora Hybrid, or the Lotus Evora 414E Hybrid Concept Car games, to give it the full, long-winded name. It's a plug-in petrol-electric hybrid car in keeping with Hethel's performance credentials: it'll hit 60mph in 'less than 4sec'.
The range of the Evora hybrid testbed is said to be more than 300 miles. Why the strange 414E name? Simple. This concept develops 414ps, or 408bhp – but it only ever runs on electric power. The 'hybrid' refers to the range-extending 1.2-litre three-cylinder engine, used only to top up the battery in the same way as the Chevy Volt.
Lotus Evora 414E Hybrid: the tech highlights
Hethel has thrown all of its considerable engineering clout at this show car, due to be shown at the Geneva expo next week. There's a gadget to give the electric Evora the feel of a seven-speed transmission, and something called HALOsonic sound synthesis so you don't run over any unsuspecting pedestrians while running around on silent EV mode. The latter was developed in conjunction with Harman.
The electric Evora is based on the group's flexible VVA aluminium architecture and packs a pair of 152kW (204bhp) electric motors to drive each rear wheel. Power is stored in 17kWh lithium polymer batteries slung amidships for better weight distribution.
The Evora is so fast because each electric motor develops 295lb ft; that's a lot of twist at each wheel, and the single-speed transmission includes torque vectoring to keep the e-Evora stable during hard cornering.
Tell me more about the range-extending engine
The 1.2 three-pot develops 47bhp at 3500rpm and is developed especially to operate as a range-extender generator. Unshackled of the need to drive a big heavy car around, Lotus Engineering has tuned the petrol engine for its e-intent.
Once charged up, Lotus says the Evora Hybrid can travel 35 miles on battery power alone. As with the Volt et al, you'd charge up the Evora at home overnight on cheap electricity ideally; but if you ever run out, the petrol engine will kick in to keep the charge high. This Evora is only ever powered by electricity.
One toy we can't wait to play with is the new sound generator. They've been talked about for ages, but the Lotus/Harman system lets you pick a futuristic spaceship noise or the thrum of a V6 and V12 petrol engines.
Only one exterior photo of the Evora Hybrid has been issued so far – a close-up of the engine bay, showing a little of the new glazed roof panel. The main profile image of the car above is a regular Evora.
The range of the Evora hybrid testbed is said to be more than 300 miles. Why the strange 414E name? Simple. This concept develops 414ps, or 408bhp – but it only ever runs on electric power. The 'hybrid' refers to the range-extending 1.2-litre three-cylinder engine, used only to top up the battery in the same way as the Chevy Volt.
Lotus Evora 414E Hybrid: the tech highlights
Hethel has thrown all of its considerable engineering clout at this show car, due to be shown at the Geneva expo next week. There's a gadget to give the electric Evora the feel of a seven-speed transmission, and something called HALOsonic sound synthesis so you don't run over any unsuspecting pedestrians while running around on silent EV mode. The latter was developed in conjunction with Harman.
The electric Evora is based on the group's flexible VVA aluminium architecture and packs a pair of 152kW (204bhp) electric motors to drive each rear wheel. Power is stored in 17kWh lithium polymer batteries slung amidships for better weight distribution.
The Evora is so fast because each electric motor develops 295lb ft; that's a lot of twist at each wheel, and the single-speed transmission includes torque vectoring to keep the e-Evora stable during hard cornering.
Tell me more about the range-extending engine
The 1.2 three-pot develops 47bhp at 3500rpm and is developed especially to operate as a range-extender generator. Unshackled of the need to drive a big heavy car around, Lotus Engineering has tuned the petrol engine for its e-intent.
Once charged up, Lotus says the Evora Hybrid can travel 35 miles on battery power alone. As with the Volt et al, you'd charge up the Evora at home overnight on cheap electricity ideally; but if you ever run out, the petrol engine will kick in to keep the charge high. This Evora is only ever powered by electricity.
One toy we can't wait to play with is the new sound generator. They've been talked about for ages, but the Lotus/Harman system lets you pick a futuristic spaceship noise or the thrum of a V6 and V12 petrol engines.
Only one exterior photo of the Evora Hybrid has been issued so far – a close-up of the engine bay, showing a little of the new glazed roof panel. The main profile image of the car above is a regular Evora.
Porsche Cayenne (2010): the new SUV unveiled
Want to know why the new, second-generation Porsche Cayenne – unveiled today – is so important to Porsche's business model? Consider this. They've sold more than 170,000 of them, and it routinely makes up a third of Porsche's annual volumes, outselling even the staple 911 breadwinner.
In fact, for those who consider the Cayenne 4x4 anathema to the sports car maker's core values, remember that in certain overseas markets the Porsche 4x4 is now frequently the first model buyers notice; Porsche sells 1000 Cayennes a month in China, for instance. 'Some Chinese buyers don’t even know we are a sports car maker,' technical director Wolfgang Durheimer admits to CAR.
He adds that the new Cayenne was designed to have 'greater social acceptance' – and this percolates every aspect of its make-up, from its gentler style to its lighter weight. Sales start in June 2010.
Porsche Cayenne Mk2: the full story
Key to making the Cayenne cleaner and quicker is a strict diet carving out around 180kg from the scales reading. The 4wd system is 63kg lighter; greater use of aluminium saves 66kg in suspension; the body is 111kg lighter thanks to less chunky doors, boot and bonnet; even the wiring harness is 10kg lighter. Mind you, the Cayenne S still weighs in at a podgy 2065kg total.
The new 2010 Cayenne line-up goes something like this (NB not all performance and emissions claims available yet):
• Cayenne V6, 296bhp, 7.8sec 0-62mph, 28.5mpg
• Cayenne D 236bhp 3.0 V6 TD, 38.2mpg, 195g/km
• Cayenne S 395bhp 4.8 V8, 5.9sec 0-62mph, 26.9mpg
• Cayenne S Hybrid 329bhp 3.0 V6 supercharged and 46bhp electric motor, 34.4mpg, 193g/km
• Cayenne Turbo 493bhp 4.8 V8, 4.7sec 0-62mph, 27.6mpg
The Cayenne S Hybrid has a 329bhp petrol V6 from the Audi S4 and adds a 46bhp electric motor – combined it averages 193g/km, making it the cleanest Porsche on sale. Who'd have thought those bragging rights would belong to a hulking SUV? It has what Porsche calls a 'sailing' function where the engine switches off at up to 97mph for silent EV mode cruising.
The Hybrid S weighs 160kg more than the basic V6 petrol. Durheimer says he has driven 2km on full battery EV mode and still had 50% of charge left. ‘When you drive through town silenty, all of a sudden everyone is on your side.' Makes a chance from other hand movements that greet Porsches in certain quarters of the UK.
Two of the five new Cayennes on sale dip beneath 200g/km. Across the range, CO2 is down by 26%, fuel consumption falls by 23%.
How have they made the Cayenne cleaner?
Well, it's not that difficult when your predecessor was such a porker, you could argue. But the Cayenne Mk2 has a plethora of tech, as well as a lighter skeleton. There's better thermal management, stop-start as standard and an eight-speed auto transmission on all bar the V6, which has a manual option.
Ok, ok. So it's purer. But will the Cayenne still drive like a Porsche?
Sounds like it. Power steering is electro-hydraulic, Porsche Torque Vectoring is now offered and the suspension and steering are all retuned versions of what went before. The drop in weight can only help handling and performance.
What of the style? The designers aimed to make the 2010 Cayenne cleaner and a more obvious member of family. So the front looks more like a 911, there's a less bluff face and the rear window is at a faster angle. Mind you, the rear lights look like a Ford Kuga's and the back of the car has serious overtones of Infiniti.
Inside, there's more space thanks to a 40mm stretch in wheelbase and the rear seats slide back and forth by 160mm. We hope you're a fan of the Panamera's button-festooned centre console, because the Cayenne gets it now as well.
The new 2010 Porsche Cayenne will cost from £41,404 for a V6, rising to a stout £81,589 for the Turbo. The clever-clogs Hybrid S will cost £57,610, making it the second priciest Cayenne on sale.
In fact, for those who consider the Cayenne 4x4 anathema to the sports car maker's core values, remember that in certain overseas markets the Porsche 4x4 is now frequently the first model buyers notice; Porsche sells 1000 Cayennes a month in China, for instance. 'Some Chinese buyers don’t even know we are a sports car maker,' technical director Wolfgang Durheimer admits to CAR.
He adds that the new Cayenne was designed to have 'greater social acceptance' – and this percolates every aspect of its make-up, from its gentler style to its lighter weight. Sales start in June 2010.
Porsche Cayenne Mk2: the full story
Key to making the Cayenne cleaner and quicker is a strict diet carving out around 180kg from the scales reading. The 4wd system is 63kg lighter; greater use of aluminium saves 66kg in suspension; the body is 111kg lighter thanks to less chunky doors, boot and bonnet; even the wiring harness is 10kg lighter. Mind you, the Cayenne S still weighs in at a podgy 2065kg total.
The new 2010 Cayenne line-up goes something like this (NB not all performance and emissions claims available yet):
• Cayenne V6, 296bhp, 7.8sec 0-62mph, 28.5mpg
• Cayenne D 236bhp 3.0 V6 TD, 38.2mpg, 195g/km
• Cayenne S 395bhp 4.8 V8, 5.9sec 0-62mph, 26.9mpg
• Cayenne S Hybrid 329bhp 3.0 V6 supercharged and 46bhp electric motor, 34.4mpg, 193g/km
• Cayenne Turbo 493bhp 4.8 V8, 4.7sec 0-62mph, 27.6mpg
The Cayenne S Hybrid has a 329bhp petrol V6 from the Audi S4 and adds a 46bhp electric motor – combined it averages 193g/km, making it the cleanest Porsche on sale. Who'd have thought those bragging rights would belong to a hulking SUV? It has what Porsche calls a 'sailing' function where the engine switches off at up to 97mph for silent EV mode cruising.
The Hybrid S weighs 160kg more than the basic V6 petrol. Durheimer says he has driven 2km on full battery EV mode and still had 50% of charge left. ‘When you drive through town silenty, all of a sudden everyone is on your side.' Makes a chance from other hand movements that greet Porsches in certain quarters of the UK.
Two of the five new Cayennes on sale dip beneath 200g/km. Across the range, CO2 is down by 26%, fuel consumption falls by 23%.
How have they made the Cayenne cleaner?
Well, it's not that difficult when your predecessor was such a porker, you could argue. But the Cayenne Mk2 has a plethora of tech, as well as a lighter skeleton. There's better thermal management, stop-start as standard and an eight-speed auto transmission on all bar the V6, which has a manual option.
Ok, ok. So it's purer. But will the Cayenne still drive like a Porsche?
Sounds like it. Power steering is electro-hydraulic, Porsche Torque Vectoring is now offered and the suspension and steering are all retuned versions of what went before. The drop in weight can only help handling and performance.
What of the style? The designers aimed to make the 2010 Cayenne cleaner and a more obvious member of family. So the front looks more like a 911, there's a less bluff face and the rear window is at a faster angle. Mind you, the rear lights look like a Ford Kuga's and the back of the car has serious overtones of Infiniti.
Inside, there's more space thanks to a 40mm stretch in wheelbase and the rear seats slide back and forth by 160mm. We hope you're a fan of the Panamera's button-festooned centre console, because the Cayenne gets it now as well.
The new 2010 Porsche Cayenne will cost from £41,404 for a V6, rising to a stout £81,589 for the Turbo. The clever-clogs Hybrid S will cost £57,610, making it the second priciest Cayenne on sale.
Skoda Fabia and Roomster: the 2010 facelifts
Skoda's big news at the 2010 Geneva motor show is a brace of facelifts: the Fabia and Roomster duo both receive a cosmetic makeover, new engines and a smattering of fresh tech to keep mpg up and emissions down.
As these first pictures confirm, this is a modest facelift. The massaged radiator grille and reprofiled, wider headlamps are the most obvious changes, but there's also a looping detail line on the bonnet that swoops down to encircle the badge, reminding us of the hood on the latest BMW 5-series.
The changes are also rolled out to the muddy-puddles Scout models.
And what's all this about a new Fabia vRS hot hatch?
Ah yes. Nothing confirmed yet, but do you remember we scooped the Czech hot hatch a few months back? Geneva should provide the launchpad for this warm hatch. Unlike its diesel-only forebear, we expect the 2010 vRS to stick with petrol power, using one of VW's downsized, turbocharged engines.
What we can confirm now is a suite of fettled engines across the bread-and-butter Fabia and Roomster range. Outputs range from 60bhp to 105bhp and Skoda gets to play with the group's latest hardware.
So there's a 105bhp 1.2-litre TSI unit available with a seven-speed twin-clutch box, delivering 53.3mpg, while the diesel Fabias keep CO2 below 110g/km.
The Fabia engine line-up in full
• 1.2 12v 60bhp
• 1.2 12v 70bhp
• 1.2 TSI 85bhp
• 1.2 TSI 105bhp (manual and DSG)
• 1.6 TDI 90bhp
• 1.6 TDI 105bhp
The Roomster engine line-up in full
• 1.2 12v 70bhp
• 1.2 TSI 85bhp
• 1.2 TSI 105bhp (manual and DSG)
• 1.6 TDI 90bhp
• 1.6 TDI 105bhp
As these first pictures confirm, this is a modest facelift. The massaged radiator grille and reprofiled, wider headlamps are the most obvious changes, but there's also a looping detail line on the bonnet that swoops down to encircle the badge, reminding us of the hood on the latest BMW 5-series.
The changes are also rolled out to the muddy-puddles Scout models.
And what's all this about a new Fabia vRS hot hatch?
Ah yes. Nothing confirmed yet, but do you remember we scooped the Czech hot hatch a few months back? Geneva should provide the launchpad for this warm hatch. Unlike its diesel-only forebear, we expect the 2010 vRS to stick with petrol power, using one of VW's downsized, turbocharged engines.
What we can confirm now is a suite of fettled engines across the bread-and-butter Fabia and Roomster range. Outputs range from 60bhp to 105bhp and Skoda gets to play with the group's latest hardware.
So there's a 105bhp 1.2-litre TSI unit available with a seven-speed twin-clutch box, delivering 53.3mpg, while the diesel Fabias keep CO2 below 110g/km.
The Fabia engine line-up in full
• 1.2 12v 60bhp
• 1.2 12v 70bhp
• 1.2 TSI 85bhp
• 1.2 TSI 105bhp (manual and DSG)
• 1.6 TDI 90bhp
• 1.6 TDI 105bhp
The Roomster engine line-up in full
• 1.2 12v 70bhp
• 1.2 TSI 85bhp
• 1.2 TSI 105bhp (manual and DSG)
• 1.6 TDI 90bhp
• 1.6 TDI 105bhp
BMW Concept 5-series ActiveHybrid (2010)
BMW's new 5-series will quickly spawn a petrol-electric hybrid – as this Geneva motor show 2010 concept car proves. It'll be the third BMW hybrid car in production, after the ActiveHybrid X6 and ActiveHybrid 7.
Like the part-electrified 7-series, the Concept 5-series ActiveHybrid uses a straight six petrol engine with twin turbos and an eight-speed auto with a hybrid module built in.
How clean is the new BMW Concept 5-series ActiveHybrid?
Munich says both fuel consumption and CO2 emissions are improved by 10% and a zero-emissions EV mode is available, as the hybrid 5 is a full hybrid. Stop-start is standard, too.
The electric motor has a maximum output of 40kW and its drive is fed in by a clutch. A chunky battery pack slung in the boot provides the juice – and powers a remote controlled climate control system too (the car can be set to cool down while parked).
What are the innovations on the Concept 5-series ActiveHybrid?
So far, so conventional. However, the electric 5 is claimed to anticipate driving conditions ahead to decide the driving mode. The ECU monitors the driver's inputs to decide whether to select sporty or relaxed settings, and it even studies sat-nav info to decide whether to run on petrol or electricity.
For instance, Munich says this concept car can tell if the motorway ahead is about to run downhill – and the car can prepare in advance for regenerative battery recharging. This ability alone extends the cruising range on full EV mode by 30%, says BMW.
See the new BMW 5-series hybrid at the 2010 Geneva motor show. CAR Online will be reporting live from Palexpo on Tuesday 2 March 2010.
Like the part-electrified 7-series, the Concept 5-series ActiveHybrid uses a straight six petrol engine with twin turbos and an eight-speed auto with a hybrid module built in.
How clean is the new BMW Concept 5-series ActiveHybrid?
Munich says both fuel consumption and CO2 emissions are improved by 10% and a zero-emissions EV mode is available, as the hybrid 5 is a full hybrid. Stop-start is standard, too.
The electric motor has a maximum output of 40kW and its drive is fed in by a clutch. A chunky battery pack slung in the boot provides the juice – and powers a remote controlled climate control system too (the car can be set to cool down while parked).
What are the innovations on the Concept 5-series ActiveHybrid?
So far, so conventional. However, the electric 5 is claimed to anticipate driving conditions ahead to decide the driving mode. The ECU monitors the driver's inputs to decide whether to select sporty or relaxed settings, and it even studies sat-nav info to decide whether to run on petrol or electricity.
For instance, Munich says this concept car can tell if the motorway ahead is about to run downhill – and the car can prepare in advance for regenerative battery recharging. This ability alone extends the cruising range on full EV mode by 30%, says BMW.
See the new BMW 5-series hybrid at the 2010 Geneva motor show. CAR Online will be reporting live from Palexpo on Tuesday 2 March 2010.
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