While the Mini Countryman might be destined for suburban mumsville, BMW has confirmed the new model will also terrorise the countryside in the form of the WRC Mini from 2011, with IRC champ Kris Meeke at the wheel.
Officially launched at the 2010 Paris motor show in concept guise, the WRC Mini will be engineered and run by motorsport doyen Dave Richards and his Prodrive outfit, although customer packages will be available too, allowing independents to compete in the car.
A Mini rally car? Just like the good old days?
Not so much – this is no time for misty-eyed Paddy Hopkirk odes. The WRC Mini is a far cry from the front-wheel drive, blood, sweat and tears lightweight of the 1960s. Permanent four-wheel drive (like the Countryman All4), BMW Motorsport’s 1.6-litre Di-turbo four-pot and an Xtrac six-speed sequential ’shift mean this dirt devil hides some punchy kit under its Countryman body shell.
Prodrive had been brewing a new rally competitor since early 2009, and when the Countryman was announced, it sized up the platform and decided to sign up with Mini: 'A few quick measurements and we soon realised it would be a great base for a World Rally Car', said Richards.
A Prodrive Mini? I want a go. Can I?
Yes, sir, by all means. That’ll be £346,000 plus VAT, please. Oh come now, don’t close your chequebook, that includes a parts pack, warranty and the services of an engineer on race days. See, it’s a bargain.
So it’s not cheap, but compliance with the Super2000 FIA regulations means the WRC Mini will be eligible to compete in other championships, too. Around 25-30 cars will be built each year, and privateers will benefit from efficient engineering that includes interchangeable anti-roll bars and uprights.
Will Prodrive’s Mini compete for the WRC title?
Not in 2011, because the car will run in less than half of the scheduled events, but Richards considers that a stepping stone to the 2012 championship, and says the timing is ideal for an all-new contender to challenge Citroen and Ford: 'If you are going to be a new entrant to any championship, there is no better time to join than when there’s a new set of technical regulations and a new tyre supplier.'
BMW sales and marketing heavyweight Ian Robertson hopes the WRC Mini will reinforce the road car’s sporty image, and admits the Super2000 regulations have made rallying a commercially viable option for manufacturers once more, citing the estimated 25 percent drop in costs as a 'huge influence'. Income from independent runners also 'had a positive effect' on the decision to race.
Thứ Tư, 29 tháng 2, 2012
Nissan’s EV onslaught continues with Townpod
Nissan’s Townpod will be the company’s third electric vehicle (a battery-powered version of the NV200 commercial vehicle will slot in after the Leaf) and is slated for a late 2012 arrival in the UK.
Looking remarkably like a character from Pixar’s Cars film, the Townpod takes the lithium-ion battery-powered drivetrain of the Leaf and cloaks it in urban friendly sheetmetal.
The long wheelbase and zero overhangs results in a huge cabin, accessed by some trick doors – rear-hinged rear doors and a vertically split rear door. The lack of B-pillar means it’s perfect for loading families and flatpacked furniture. Or pallets – the layout could easily be adopted for an urban-based delivery van.
There’s no detail yet on range and performance, but expect it to better the Leaf in all areas, given the leaps and bounds in battery technology we can expect over the next 24 months. Bear in mind though, that this will be pitched and sold as a pure urban vehicle, so expect performance to make way for range.
Key to the Townpod’s urban integration is its advanced digital interactivity – as well as letting you know your range and the location of the nearest recharging stations en route, the Nissan’s touch-screen connectivity system will sync with your smartphone so it knows where to take you for your first appointment of the day and even juggle meetings should congestion delay you. Clean and <itals> clever.
Nissan also showed off a luxury version of its giant-slaying GT-R. Complete with a swish burgundy leather interior (looks better than it sounds) and an awesome new sound system, the car also previewed the design changes expected on the 2011 model. Which as far as I could make out were restricted to the subtlest of subtle tweaks to the front and rear.
Which seems a lot of money for the anticipated £10k price increase, but there’s also a raft of suspension and mechanical tweaks that gently boost power and soften off some off the Nissan’s sharper ride qualities.
Although it’s a goer in Japan, Nissan Europe is still umming and ahhing over whether to greenlight the luxury model, which in turn will determine whether it will appear in UK showrooms. If it doers it will be in limited numbers and will be very expensive. Go with the standard car – even at £10k more than before, it’s still an absolute performance bargain.
Looking remarkably like a character from Pixar’s Cars film, the Townpod takes the lithium-ion battery-powered drivetrain of the Leaf and cloaks it in urban friendly sheetmetal.
The long wheelbase and zero overhangs results in a huge cabin, accessed by some trick doors – rear-hinged rear doors and a vertically split rear door. The lack of B-pillar means it’s perfect for loading families and flatpacked furniture. Or pallets – the layout could easily be adopted for an urban-based delivery van.
There’s no detail yet on range and performance, but expect it to better the Leaf in all areas, given the leaps and bounds in battery technology we can expect over the next 24 months. Bear in mind though, that this will be pitched and sold as a pure urban vehicle, so expect performance to make way for range.
Key to the Townpod’s urban integration is its advanced digital interactivity – as well as letting you know your range and the location of the nearest recharging stations en route, the Nissan’s touch-screen connectivity system will sync with your smartphone so it knows where to take you for your first appointment of the day and even juggle meetings should congestion delay you. Clean and <itals> clever.
Nissan also showed off a luxury version of its giant-slaying GT-R. Complete with a swish burgundy leather interior (looks better than it sounds) and an awesome new sound system, the car also previewed the design changes expected on the 2011 model. Which as far as I could make out were restricted to the subtlest of subtle tweaks to the front and rear.
Which seems a lot of money for the anticipated £10k price increase, but there’s also a raft of suspension and mechanical tweaks that gently boost power and soften off some off the Nissan’s sharper ride qualities.
Although it’s a goer in Japan, Nissan Europe is still umming and ahhing over whether to greenlight the luxury model, which in turn will determine whether it will appear in UK showrooms. If it doers it will be in limited numbers and will be very expensive. Go with the standard car – even at £10k more than before, it’s still an absolute performance bargain.
Lotus explosion: Elise, Esprit, Elan, Elite & Eterne (2010)
It’s only a few days since Lotus shocked us with details of the all-new Lotus Elite – a 5.0-litre supercharged V8 GT with a folding hardtop, the engine up front, and all-aluminium construction.
Now, at the 2010 Paris motor show, the Norfolk firm is unveiling four more cars: Elise, Elan, Esprit and Eterne.
Lotus Elise (2015) – change of character for baby roadster
On sale in 2015, the Elise is furthest from production, but we already know it will be a radical shift from today’s car. Yes, it’s still rear-wheel drive, still mid-engined, and the chassis will be based on a development of the VVA architecture that underpins the current Evora. But the body will be a combination of fixed composite body panels and aluminium closures, there’ll be an optional robotised manual gearbox (in fact, the Elise is the only future Lotus to get the option of a manual transmission) and the 2.0-litre four pot engine will be either turbo- or supercharged to 300bhp – good for 4.5sec runs to 62mph. The £34k price tag will put it bang in the Porsche Boxster’s bull’s eye.
Lotus Elan (2013) – the new Evora
Next up the range is the Elan. This is effectively a replacement for today’s Evora – a mid-engined V6 with an optional 2+2 seating layout – and arrives in 2013 priced £75k. That’s a big leap from today’s Evora, hence, no doubt, the decision not to recycle the same name. Going head-to-head with the 911 Carrera S, it will have its work cut out, but a heavily reworked and supercharged version of the Evora’s V6 will yield 400bhp and 450bhp power outputs and a 3.5-3.9sec 0-62mph dash. More impressively, this all-aluminium sports car should be less polluting than the Evora, with a C02 target below 200g/km. An optional KERS hybrid system will also be offered, while the Elan will debut the seven-speed dual-clutch auto that’ll come as standard on all models bar the Elise.
Lotus Esprit (2013) – the supercar Lotus
We’ve been catching the Esprit supercar testing for aeons now, but here’s a first official glimpse, one that confirms our Gallardo-inspired renderings were on the money. The Esprit lands in 2013, will cost around £110k, and marks the production debut of the Lexus ISF-derived 5.0-litre supercharged V8 we first heard about in the forthcoming Elite. With 550bhp (or 620bhp in R tune) it promises to be a riot, and it’s composite body panels and aluminium closures help it to tip the scales at a relatively lithe 1495kg before fluids. Result? 0-62mph in a whisker over 3sec. Watch your back, Ferrari.
Lotus Elite (2014) – the California rival
From here it goes slightly bonkers with the Elite and Eterne. The Elite is a 2+2 folding hard-top (£115k, on sale 2014) with the same 5.0-litre supercharged V8 as the Esprit, but the KERS hybrid system will come as standard, and be a lot different to the ones offered in Hethel’s mid-engined future cars: here the lithium ion battery is in the boot (not mounted low in the transmission tunnel), and there’ll be a fully integrated epicyclic transmission. The constant power flow this creates means entirely seamless gear changes, and a 40% reduction in C02: the target is 215g/km.
Lotus Eterne (2015) – Hethel does a Panamera
The Eterne is essentially the same as the Elite underneath, but it’s a Porsche Panamera rival on top: a four-door, four-seat supercar. You’ll see it in 2015.
And the Lotus supermini?
Finally, there’s distant murmurings of a Lotus City Car. It may appear in 2014, if it appears at all. Billed as a Smart rival, it would be sold as either a fully electric car, or an electric car with a 1.2-litre, three-cylinder range extender engine to power up the electric motor – not to drive the wheels – when it runs out of juice, just like the Chevy Volt.
>> Read on for the full spec on each of the proposed new cars from Lotus
Lotus Elise
On sale: 2015
Price: £34k (est)
Engine: 2.0-litre 16v four-cylinder turbo or supercharged, 300bhp (350bhp R)
Transmission: Six-speed manual or automated manual, rear-wheel drive
Suspension: Double wishbones all round, continuously variable dampers
Length/width/height in mm: 4000/1850/1250mm
Bodystyles: Coupe and convertible
Performance: Sub 4.5sec 0-62mph, sub-150g/km
Weight/made from: 1095kg dry/composite body sides, aluminium closures
Lotus Elan
On sale: 2013
Price: £75k (est)
Engine: 3956cc 24v supercharged V6, 400bhp (450bhp R), plus optional KERS hybrid system
Transmission: Seven-speed dual-clutch gearbox, rear-wheel drive
Suspension: Double wishbones all round, continuously variable dampers
Length/width/height in mm: 4450/1900/1280
Bodystyles: Coupe and convertible, plus optional 2+2 seating
Performance 3.5-3.9sec 0-62mph, sub-200g/km
Weight/made from: 1295kg dry/aluminium
Lotus Esprit
On sale: 2013
Price: £110 (est)
Engine: 4969 32v supercharged V8, 550bhp (620bhp R) @ 8000rpm (approx), plus optional KERS system
Transmission: Seven-speed dual-clutch gearbox, rear-wheel drive
Suspension: Double wishbones all round, continuously variable dampers
Length/width/height in mm: 4550/1950/1250
Bodystyles: Coupe and convertible
Performance: 3.2-3.5sec 0-62mph, 250g/km
Weight/made from: 1495kg dry/carbon fixed panels, aluminium closures
Lotus Elite
On sale: 2014
Price: £115
Engine: 4969 32v supercharged V8, 550bhp (620bhp R) @ 8000rpm (approx), plus standard KERS hybrid system
Transmission: Seven-speed dual-clutch gearbox with integrated epicyclic hybrid transmission, rear-wheel drive
Suspension: Double wishbones all round, continuously variable dampers
Length/width/height in mm: 4600/1900/1320
Bodystyles: Folding hardtop 2+2
Performance: 3.5-3.7sec 0-62mph, 215g/km
Weight/made from: 1680kg dry/aluminium (TBC)
Lotus Eterne
On sale: 2015
Price: £120k
Engine: 4969 32v supercharged V8, 550bhp (620bhp R) @ 8000rpm (approx), plus standard KERS hybrid system
Transmission: Seven-speed dual-clutch gearbox with integrated epicyclic hybrid transmission, rear-wheel drive
Suspension Double wishbones all round, continuously variable dampers
Length/width/height in mm: 5000/1900/1430mm
Bodystyles: Four-door saloon
Performance: 4sec 0-62mph, 215g/km
Weight/made: from 1850kg dry/aluminium
Lotus City Car Concept
On sale: 2014 (if at all)
Price: £20k
Engine: Either full electric plug-in or plug-in hybrid with 1.2-litre three-cylinder range extender petrol engine
Transmission: Single-speed with six-step simulated manual mode, rear-wheel drive
Suspension: TBC
Length/width/height in mm: 3400/1720/1500
Bodystyles: supermini
Performance: Sub-9.0sec 0-62mph, sub-4.5sec 0-31mph
Weight/made from: TBC
Now, at the 2010 Paris motor show, the Norfolk firm is unveiling four more cars: Elise, Elan, Esprit and Eterne.
Lotus Elise (2015) – change of character for baby roadster
On sale in 2015, the Elise is furthest from production, but we already know it will be a radical shift from today’s car. Yes, it’s still rear-wheel drive, still mid-engined, and the chassis will be based on a development of the VVA architecture that underpins the current Evora. But the body will be a combination of fixed composite body panels and aluminium closures, there’ll be an optional robotised manual gearbox (in fact, the Elise is the only future Lotus to get the option of a manual transmission) and the 2.0-litre four pot engine will be either turbo- or supercharged to 300bhp – good for 4.5sec runs to 62mph. The £34k price tag will put it bang in the Porsche Boxster’s bull’s eye.
Lotus Elan (2013) – the new Evora
Next up the range is the Elan. This is effectively a replacement for today’s Evora – a mid-engined V6 with an optional 2+2 seating layout – and arrives in 2013 priced £75k. That’s a big leap from today’s Evora, hence, no doubt, the decision not to recycle the same name. Going head-to-head with the 911 Carrera S, it will have its work cut out, but a heavily reworked and supercharged version of the Evora’s V6 will yield 400bhp and 450bhp power outputs and a 3.5-3.9sec 0-62mph dash. More impressively, this all-aluminium sports car should be less polluting than the Evora, with a C02 target below 200g/km. An optional KERS hybrid system will also be offered, while the Elan will debut the seven-speed dual-clutch auto that’ll come as standard on all models bar the Elise.
Lotus Esprit (2013) – the supercar Lotus
We’ve been catching the Esprit supercar testing for aeons now, but here’s a first official glimpse, one that confirms our Gallardo-inspired renderings were on the money. The Esprit lands in 2013, will cost around £110k, and marks the production debut of the Lexus ISF-derived 5.0-litre supercharged V8 we first heard about in the forthcoming Elite. With 550bhp (or 620bhp in R tune) it promises to be a riot, and it’s composite body panels and aluminium closures help it to tip the scales at a relatively lithe 1495kg before fluids. Result? 0-62mph in a whisker over 3sec. Watch your back, Ferrari.
Lotus Elite (2014) – the California rival
From here it goes slightly bonkers with the Elite and Eterne. The Elite is a 2+2 folding hard-top (£115k, on sale 2014) with the same 5.0-litre supercharged V8 as the Esprit, but the KERS hybrid system will come as standard, and be a lot different to the ones offered in Hethel’s mid-engined future cars: here the lithium ion battery is in the boot (not mounted low in the transmission tunnel), and there’ll be a fully integrated epicyclic transmission. The constant power flow this creates means entirely seamless gear changes, and a 40% reduction in C02: the target is 215g/km.
Lotus Eterne (2015) – Hethel does a Panamera
The Eterne is essentially the same as the Elite underneath, but it’s a Porsche Panamera rival on top: a four-door, four-seat supercar. You’ll see it in 2015.
And the Lotus supermini?
Finally, there’s distant murmurings of a Lotus City Car. It may appear in 2014, if it appears at all. Billed as a Smart rival, it would be sold as either a fully electric car, or an electric car with a 1.2-litre, three-cylinder range extender engine to power up the electric motor – not to drive the wheels – when it runs out of juice, just like the Chevy Volt.
>> Read on for the full spec on each of the proposed new cars from Lotus
Lotus Elise
On sale: 2015
Price: £34k (est)
Engine: 2.0-litre 16v four-cylinder turbo or supercharged, 300bhp (350bhp R)
Transmission: Six-speed manual or automated manual, rear-wheel drive
Suspension: Double wishbones all round, continuously variable dampers
Length/width/height in mm: 4000/1850/1250mm
Bodystyles: Coupe and convertible
Performance: Sub 4.5sec 0-62mph, sub-150g/km
Weight/made from: 1095kg dry/composite body sides, aluminium closures
Lotus Elan
On sale: 2013
Price: £75k (est)
Engine: 3956cc 24v supercharged V6, 400bhp (450bhp R), plus optional KERS hybrid system
Transmission: Seven-speed dual-clutch gearbox, rear-wheel drive
Suspension: Double wishbones all round, continuously variable dampers
Length/width/height in mm: 4450/1900/1280
Bodystyles: Coupe and convertible, plus optional 2+2 seating
Performance 3.5-3.9sec 0-62mph, sub-200g/km
Weight/made from: 1295kg dry/aluminium
Lotus Esprit
On sale: 2013
Price: £110 (est)
Engine: 4969 32v supercharged V8, 550bhp (620bhp R) @ 8000rpm (approx), plus optional KERS system
Transmission: Seven-speed dual-clutch gearbox, rear-wheel drive
Suspension: Double wishbones all round, continuously variable dampers
Length/width/height in mm: 4550/1950/1250
Bodystyles: Coupe and convertible
Performance: 3.2-3.5sec 0-62mph, 250g/km
Weight/made from: 1495kg dry/carbon fixed panels, aluminium closures
Lotus Elite
On sale: 2014
Price: £115
Engine: 4969 32v supercharged V8, 550bhp (620bhp R) @ 8000rpm (approx), plus standard KERS hybrid system
Transmission: Seven-speed dual-clutch gearbox with integrated epicyclic hybrid transmission, rear-wheel drive
Suspension: Double wishbones all round, continuously variable dampers
Length/width/height in mm: 4600/1900/1320
Bodystyles: Folding hardtop 2+2
Performance: 3.5-3.7sec 0-62mph, 215g/km
Weight/made from: 1680kg dry/aluminium (TBC)
Lotus Eterne
On sale: 2015
Price: £120k
Engine: 4969 32v supercharged V8, 550bhp (620bhp R) @ 8000rpm (approx), plus standard KERS hybrid system
Transmission: Seven-speed dual-clutch gearbox with integrated epicyclic hybrid transmission, rear-wheel drive
Suspension Double wishbones all round, continuously variable dampers
Length/width/height in mm: 5000/1900/1430mm
Bodystyles: Four-door saloon
Performance: 4sec 0-62mph, 215g/km
Weight/made: from 1850kg dry/aluminium
Lotus City Car Concept
On sale: 2014 (if at all)
Price: £20k
Engine: Either full electric plug-in or plug-in hybrid with 1.2-litre three-cylinder range extender petrol engine
Transmission: Single-speed with six-step simulated manual mode, rear-wheel drive
Suspension: TBC
Length/width/height in mm: 3400/1720/1500
Bodystyles: supermini
Performance: Sub-9.0sec 0-62mph, sub-4.5sec 0-31mph
Weight/made from: TBC
Rolls-Royce gets Personal at 2010 Paris show
Cars games like the Fiat 500 and Mini may be available with pick ’n mix customisation options, but those are mere bolt-on Mr Potatohead additions compared to the kaleidoscopic wizardry available to Roller owners.
Showcasing its ‘personalization programme’ (personalization with a ‘z’ for the Americans, programme with an ‘mme’ for us stick-in-the-muds) at the 2010 Paris motor show, Rolls-Royce has served up five bespoke examples of its current range.
So what are these personalised Rollers like? Have they ‘done a Mansory’?
Heavens, no. But some of the details are quite, well, niche. A flagship extended-wheelbase Phantom in gunmetal grey is trimmed with logo-embroidered ‘sunrise’ leather, while its white dials and clock face sport mother of pearl centres. Custom-inscribed kick plates complete the tweaks, appropriately reading ‘Mondial de l’Automobile Paris 2010’, although ‘Drive on the Right’ wording is another option for gin-soaked rosbif seniors en route to Antibes.
A Phantom Drophead in metallic white with red leather, a Phantom Coupe, and two Ghosts round off the line up of cars, and there’s a bespoke Rolls-Royce picnic set on show, too.
Such productions are, to some extent, a reaction to what company boss Torsten Müller-Ötvös calls the “a totally new type of customer”, attracted to Rolls-Royce by the “more approachable” Ghost.
Showcasing its ‘personalization programme’ (personalization with a ‘z’ for the Americans, programme with an ‘mme’ for us stick-in-the-muds) at the 2010 Paris motor show, Rolls-Royce has served up five bespoke examples of its current range.
So what are these personalised Rollers like? Have they ‘done a Mansory’?
Heavens, no. But some of the details are quite, well, niche. A flagship extended-wheelbase Phantom in gunmetal grey is trimmed with logo-embroidered ‘sunrise’ leather, while its white dials and clock face sport mother of pearl centres. Custom-inscribed kick plates complete the tweaks, appropriately reading ‘Mondial de l’Automobile Paris 2010’, although ‘Drive on the Right’ wording is another option for gin-soaked rosbif seniors en route to Antibes.
A Phantom Drophead in metallic white with red leather, a Phantom Coupe, and two Ghosts round off the line up of cars, and there’s a bespoke Rolls-Royce picnic set on show, too.
Such productions are, to some extent, a reaction to what company boss Torsten Müller-Ötvös calls the “a totally new type of customer”, attracted to Rolls-Royce by the “more approachable” Ghost.
Lamborghini Sesto Elemento (2010): the all-carbonfibre concept car
Finally, after much teasing, here it is, Lamborghini’s carbonfibre concept car – the Lamborghini Sesto Elemento. Unveiled on the eve of the 2010 Paris motor show at the Volkswagen Group’s massive pre-show party, it’s a sub-1000kg supercar with a 562bhp V10, and previews the future lightweight construction methods that Lambo will use on its next V12 supercar and other future models.
Lamborghini Sesto Elemento – what does that mean?
Sesto Elemento is Italian for sixth element, which is carbon. And much of the Lamborghini Sesto Elemento is constructed from carbonfibre, helping to keep the kerbweight under 1000kg. The Sesto Elemento weighs just 999kg – incredible for a car that features four-wheel drive and a 5.2-litre V10.
The basis of the Sesto Elemento is a carbonfibre monocoque, with CFRP crash structures and body panels – the latter are visible through a clear-coat paint with nano technology-added red crystals providing a shimmer effect. The suspension components, the wheels and brakes are also made from carbon, the propshaft is CFRP, and the tailpipes are constructed from Pyrosic, a glass and ceramic composite that can withstand 900-deg. The rear subframe and rear axle suspension points are aluminium.
Combine that low, low weight with the 562bhp 5.2-litre V10 from the Gallardo Superleggera, plus that car’s four-wheel drive system, and you get a Veyron-beating 563bhp/tonne and 2.5sec 0-62mph time. The added benefit of weighing 340kg less than a Gallardo Superleggera is an improvement in fuel consumption and CO2 figures too, but more excitingly, the Sesto Elemento will stop and steer better as well.
'The Lamborghini Sesto Elemento shows how the future of the super sports car can look – extreme lightweight engineering, combined with extreme performance results in extreme driving fun. We put all of our technological competence into one stunning form to create the Sesto Elemento,' said Lamborghini president and CEO Stephan Winkelmann. 'Systematic lightweight engineering is crucial for future super sports cars: for the most dynamic performance, as well as for low emissions. We will apply this technological advantage right across our model range. Every future Lamborghini will be touched by the spirit of the Sesto Elemento.'
Of course it’s a Lamborghini, and a concept car, so it was always going to look absolutely outrageous – talk me through the styling please…
Let’s start with the back of the Sesto Elemento, and if you look closely you can see that the Pyrosic exhausts exits through the rear deck, right behind the supports for the big wing. The huge rear deck also incorporates two air scoops and ten hexagonal openings, all of which help feed fresh air to the direct-injection 5.2-litre V10. At the front cooling air is also fed to the brakes and nose-mounted radiator, and then exits via vents in the bonnet and just ahead of the front wheels. The front and rear bodyshells are each manufactured in a single piece, and the rest of the Sesto Elemento is a riot of sharp creases.
And inside?
Very minimalist, and the whole interior is very much influenced by the shape of the carbon tub. The tub actually forms the basis for the seats (there’s no conventional frame) with the cushions fixed directly to the carbon monocoques – reach and rake adjustable steering, plus an electrically adjustable pedal box, make sure you can get comfortable. There’s no interior trim either, just lots of bare and functional CFRP, while the carbon dash is pockmarked with triangular holes to cut the weight; there are just three buttons on the centre console, to start the engine, select reverse and turn on the lights.
Obviously not all of the technologies on this concept will make production, but the next V12 supercar will have a carbonfibre tub (and the Murcielago already has CFRP panels) so the Sesto Elemento does preview the lightweight future of Lamborghini.
Lamborghini Sesto Elemento – what does that mean?
Sesto Elemento is Italian for sixth element, which is carbon. And much of the Lamborghini Sesto Elemento is constructed from carbonfibre, helping to keep the kerbweight under 1000kg. The Sesto Elemento weighs just 999kg – incredible for a car that features four-wheel drive and a 5.2-litre V10.
The basis of the Sesto Elemento is a carbonfibre monocoque, with CFRP crash structures and body panels – the latter are visible through a clear-coat paint with nano technology-added red crystals providing a shimmer effect. The suspension components, the wheels and brakes are also made from carbon, the propshaft is CFRP, and the tailpipes are constructed from Pyrosic, a glass and ceramic composite that can withstand 900-deg. The rear subframe and rear axle suspension points are aluminium.
Combine that low, low weight with the 562bhp 5.2-litre V10 from the Gallardo Superleggera, plus that car’s four-wheel drive system, and you get a Veyron-beating 563bhp/tonne and 2.5sec 0-62mph time. The added benefit of weighing 340kg less than a Gallardo Superleggera is an improvement in fuel consumption and CO2 figures too, but more excitingly, the Sesto Elemento will stop and steer better as well.
'The Lamborghini Sesto Elemento shows how the future of the super sports car can look – extreme lightweight engineering, combined with extreme performance results in extreme driving fun. We put all of our technological competence into one stunning form to create the Sesto Elemento,' said Lamborghini president and CEO Stephan Winkelmann. 'Systematic lightweight engineering is crucial for future super sports cars: for the most dynamic performance, as well as for low emissions. We will apply this technological advantage right across our model range. Every future Lamborghini will be touched by the spirit of the Sesto Elemento.'
Of course it’s a Lamborghini, and a concept car, so it was always going to look absolutely outrageous – talk me through the styling please…
Let’s start with the back of the Sesto Elemento, and if you look closely you can see that the Pyrosic exhausts exits through the rear deck, right behind the supports for the big wing. The huge rear deck also incorporates two air scoops and ten hexagonal openings, all of which help feed fresh air to the direct-injection 5.2-litre V10. At the front cooling air is also fed to the brakes and nose-mounted radiator, and then exits via vents in the bonnet and just ahead of the front wheels. The front and rear bodyshells are each manufactured in a single piece, and the rest of the Sesto Elemento is a riot of sharp creases.
And inside?
Very minimalist, and the whole interior is very much influenced by the shape of the carbon tub. The tub actually forms the basis for the seats (there’s no conventional frame) with the cushions fixed directly to the carbon monocoques – reach and rake adjustable steering, plus an electrically adjustable pedal box, make sure you can get comfortable. There’s no interior trim either, just lots of bare and functional CFRP, while the carbon dash is pockmarked with triangular holes to cut the weight; there are just three buttons on the centre console, to start the engine, select reverse and turn on the lights.
Obviously not all of the technologies on this concept will make production, but the next V12 supercar will have a carbonfibre tub (and the Murcielago already has CFRP panels) so the Sesto Elemento does preview the lightweight future of Lamborghini.
Audi Quattro concept (2010): the 21st century ur-Quattro
This is the new Audi Quattro concept, just unveiled by Ingolstadt at the VW Group party on the eve of the 2010 Paris motor show. Built to celebrate 30 years of Quattro, it’s based on a shortened Audi RS5 platform (but built from aluminium and carbon) and features a tuned engine from the TT RS.
This new Audi Quattro concept looks rather like a beefed-up Audi E-tron concept – is it?
Nope, it’s actually based on the Audi RS5. But this is an RS5 with a difference: the wheelbase has been shortened by 150mm, the roofline has been lowered by 40mm, it’s now a two-seater, and rather than the RS5’s steel construction, the Quattro concept is primarily aluminium, with a carbon bonnet and rear hatch. Audi claims that the ‘know-how and technologies of the Quattro concept body will characterize Audi’s entire production model portfolio in the future.’ No more lardy cars from Ingolstadt, then.
And rather than a big 4.2-litre V8, the Quattro concept uses a turbocharged five-cylinder engine like the original. The 2.5-litre engine in the new Quattro is lifted from the TT RS, and tweaked up from 335bhp to 402bhp, and from 332lb ft to 354lb ft.
Result? With the shortened, lighter chassis, ceramic front brakes, and the smaller engine the Quattro concept weighs just 1300kg – an RS5 tips the scales at a hefty 1725kg. Combine it all with a six-speed manual and four-wheel drive and the result is 0-62mph in 3.9 seconds. There’s also the promise of 33.2mpg, while the four-wheel drive system uses the RS5’s new crown-gear centre diff, plus its rear-mounted Sport diff, which distributes torque between the back wheels.
Anything else?
Of course. All four wheelarches are massively flared, and each contains a 20-inch centre-lock alloy. A vent in the right-hand side of the bonnet feeds extra air to the turbo’d five-pot, and Audi’s four rings are stamped into the sides of the Quattro concept’s C-pillar’s. There’s no chrome on the car, all the lights are LEDs, and the pop-up rear spoiler is carbon.
The interior is very clean and uncluttered, with a just single screen mounted ahead of the steering wheel, which is controlled by an MMI dial on the transmission tunnel. Lightweight bucket seats (complete with four-point belts) help keep the kilos down, and there’s a shelf in the back on which to store his and her helmets.
There is talk of a limited production run, but it’ll be a while yet before any announcement is made.
This new Audi Quattro concept looks rather like a beefed-up Audi E-tron concept – is it?
Nope, it’s actually based on the Audi RS5. But this is an RS5 with a difference: the wheelbase has been shortened by 150mm, the roofline has been lowered by 40mm, it’s now a two-seater, and rather than the RS5’s steel construction, the Quattro concept is primarily aluminium, with a carbon bonnet and rear hatch. Audi claims that the ‘know-how and technologies of the Quattro concept body will characterize Audi’s entire production model portfolio in the future.’ No more lardy cars from Ingolstadt, then.
And rather than a big 4.2-litre V8, the Quattro concept uses a turbocharged five-cylinder engine like the original. The 2.5-litre engine in the new Quattro is lifted from the TT RS, and tweaked up from 335bhp to 402bhp, and from 332lb ft to 354lb ft.
Result? With the shortened, lighter chassis, ceramic front brakes, and the smaller engine the Quattro concept weighs just 1300kg – an RS5 tips the scales at a hefty 1725kg. Combine it all with a six-speed manual and four-wheel drive and the result is 0-62mph in 3.9 seconds. There’s also the promise of 33.2mpg, while the four-wheel drive system uses the RS5’s new crown-gear centre diff, plus its rear-mounted Sport diff, which distributes torque between the back wheels.
Anything else?
Of course. All four wheelarches are massively flared, and each contains a 20-inch centre-lock alloy. A vent in the right-hand side of the bonnet feeds extra air to the turbo’d five-pot, and Audi’s four rings are stamped into the sides of the Quattro concept’s C-pillar’s. There’s no chrome on the car, all the lights are LEDs, and the pop-up rear spoiler is carbon.
The interior is very clean and uncluttered, with a just single screen mounted ahead of the steering wheel, which is controlled by an MMI dial on the transmission tunnel. Lightweight bucket seats (complete with four-point belts) help keep the kilos down, and there’s a shelf in the back on which to store his and her helmets.
There is talk of a limited production run, but it’ll be a while yet before any announcement is made.
Jaguar C-X75 concept (2010) diesel electric supercar
Jaguar delivered one of the surprises of the 2010 Paris motor show with the new C-X75 supercar gamesconcept car. The C-X75 is designed to showcase Jag’s new design direction now that the modern Ian Callum-led look has been rolled out across the Jag XF, XJ and XK sports cars games.
But the new Jaguar C-X75 (‘C’ for concept, ‘X’ for experimental, ’75’ to mark the brand’s 75th anniversary) is also a technological statement. Jag has spotted the kudos granted to Porsche for stealing the Geneva 2010 show with the 918 Spyder – and realises that its graceful, paceful cars require a green balance. The C-X75 is that car.
Jaguar C-X75 at the Paris motor show 2010: the lowdown
Take good note of these first official pictures of the C-X75. It’s markedly different from the XJ/XF set. At the rear, you’ll spot hints of the E-type, particularly in the relationship between the back window and swollen hips. But only a fool would call this Jag supercar retro; it’s a thoroughly modern aesthetic, crisp and elegant and feels right for Jaguar.
The C-X75 is a two-seater supercar, but it’s biggest surprise is hidden under the bonnet.
A diesel range-extender Jaguar supercar!
You read that right. The C-X75 uses a pair of micro-turbines acting like a diesel-fed range-extender and Jaguar claims this solution means this concept car is even cleaner than contemporary hybrids with carbon dioxide emissions of just 28g/km.
No prizes for guessing the C-X75 is far from a production-ready concept car. This is an ideas model, one that will influence future design and tech but you won’t see it nestling in the corner of your nearest Jaguar dealer any time soon.
Tell us more about this turbine propulsion system in the Jag
The concept has been trialled before in the 1970s by American and Japanese car makers. But the C-X75 has a different take on turbine power, using the jets to charge the batteries in a range-extender fashion like the Chevy Volt; they rarely drive the four wheels, but can be called upon to provide more electricity for the four 145kW motors.
Each of the four electric motors nestles in the wheel hub (each weighs just 50kg) and the supercar element of the C-X75 becomes apparent when you look at the claimed performance figures: there’s 780bhp on tap and a frankly bonkers 1578lb ft. Figures we’re slowly getting used to in this electric age.
And here’s the clever bit: the batteries are charged by the pair of tiny turbines, which spin independently or in sequence at up to 80,000rpm to deliver a more modest 95bhp each and consequently are responsible – claims Jaguar – for just 28g/km of CO2. Clean, rabid fast performance? Yes please.
Sounds too good to be true. Can Jaguar do it?
Ah yes. Back in the real world, the turbine tech on the Jag C-X75 is far from ready. But speak to the engineers, as we have done, and you realise they’re deadly serious. Give it years – or a decade – of R&D and this could be a feasible solution, they suggest. The turbines suck in air (up to 40,000 litres a minute) from sill level and the C-X75 has been spotted with a ‘Beware of Blast’ sticker on the rear apron warning that bystanders might feel a 737-spec breeze if they get too close.
The C-X75 can travel nearly 70 miles on zero-emissions e-drive mode, but Jag says that stretches out to nearer 560 miles with the turbines spooled up. Simply refuel with diesel to top up the range, or plug in for a recharge to bring the batteries back up to maximum charge.
What’s the Jag C-X75 made from?
Bodywork is carbonfibre, wrapped around an extruded and bonded Jag-spec aluminium chassis. The show car at the 2010 Paris show is in fact loosely based around the suspension of an XKR and the C-X75 stretches to 4647mm long. It weighs around 1350kg.
The doors rise like swan wings and the huge wheels are 21in alloys. Peer inside the rims and you’ll see the electric motors which are governed by Jaguar’s own proprietary software (it’s developing such systems for its production hybrids coming from 2013).
The 15kWh battery pack is a lithium ion unit weighing 185kg, snuggling mid-engined style between the two axles.
Jaguar C-X75: CAR’s verdict
One of of the surprises of the show: 0-62mph in 3.4sec, 205mph top speed and the shape of a supermodel, the C-X75 is one of the most intriguing new cars to come along this year.
Take a look inside, too. There’s no wood, no chrome, but a lot of polished and shot-blast aluminium. It’s very modern – reminds us of a newer take on the RD-6 concept car from a decade ago. It’s a line in the sand for Jaguar and we can’t wait to see the production cars that it sires.
But the new Jaguar C-X75 (‘C’ for concept, ‘X’ for experimental, ’75’ to mark the brand’s 75th anniversary) is also a technological statement. Jag has spotted the kudos granted to Porsche for stealing the Geneva 2010 show with the 918 Spyder – and realises that its graceful, paceful cars require a green balance. The C-X75 is that car.
Jaguar C-X75 at the Paris motor show 2010: the lowdown
Take good note of these first official pictures of the C-X75. It’s markedly different from the XJ/XF set. At the rear, you’ll spot hints of the E-type, particularly in the relationship between the back window and swollen hips. But only a fool would call this Jag supercar retro; it’s a thoroughly modern aesthetic, crisp and elegant and feels right for Jaguar.
The C-X75 is a two-seater supercar, but it’s biggest surprise is hidden under the bonnet.
A diesel range-extender Jaguar supercar!
You read that right. The C-X75 uses a pair of micro-turbines acting like a diesel-fed range-extender and Jaguar claims this solution means this concept car is even cleaner than contemporary hybrids with carbon dioxide emissions of just 28g/km.
No prizes for guessing the C-X75 is far from a production-ready concept car. This is an ideas model, one that will influence future design and tech but you won’t see it nestling in the corner of your nearest Jaguar dealer any time soon.
Tell us more about this turbine propulsion system in the Jag
The concept has been trialled before in the 1970s by American and Japanese car makers. But the C-X75 has a different take on turbine power, using the jets to charge the batteries in a range-extender fashion like the Chevy Volt; they rarely drive the four wheels, but can be called upon to provide more electricity for the four 145kW motors.
Each of the four electric motors nestles in the wheel hub (each weighs just 50kg) and the supercar element of the C-X75 becomes apparent when you look at the claimed performance figures: there’s 780bhp on tap and a frankly bonkers 1578lb ft. Figures we’re slowly getting used to in this electric age.
And here’s the clever bit: the batteries are charged by the pair of tiny turbines, which spin independently or in sequence at up to 80,000rpm to deliver a more modest 95bhp each and consequently are responsible – claims Jaguar – for just 28g/km of CO2. Clean, rabid fast performance? Yes please.
Sounds too good to be true. Can Jaguar do it?
Ah yes. Back in the real world, the turbine tech on the Jag C-X75 is far from ready. But speak to the engineers, as we have done, and you realise they’re deadly serious. Give it years – or a decade – of R&D and this could be a feasible solution, they suggest. The turbines suck in air (up to 40,000 litres a minute) from sill level and the C-X75 has been spotted with a ‘Beware of Blast’ sticker on the rear apron warning that bystanders might feel a 737-spec breeze if they get too close.
The C-X75 can travel nearly 70 miles on zero-emissions e-drive mode, but Jag says that stretches out to nearer 560 miles with the turbines spooled up. Simply refuel with diesel to top up the range, or plug in for a recharge to bring the batteries back up to maximum charge.
What’s the Jag C-X75 made from?
Bodywork is carbonfibre, wrapped around an extruded and bonded Jag-spec aluminium chassis. The show car at the 2010 Paris show is in fact loosely based around the suspension of an XKR and the C-X75 stretches to 4647mm long. It weighs around 1350kg.
The doors rise like swan wings and the huge wheels are 21in alloys. Peer inside the rims and you’ll see the electric motors which are governed by Jaguar’s own proprietary software (it’s developing such systems for its production hybrids coming from 2013).
The 15kWh battery pack is a lithium ion unit weighing 185kg, snuggling mid-engined style between the two axles.
Jaguar C-X75: CAR’s verdict
One of of the surprises of the show: 0-62mph in 3.4sec, 205mph top speed and the shape of a supermodel, the C-X75 is one of the most intriguing new cars to come along this year.
Take a look inside, too. There’s no wood, no chrome, but a lot of polished and shot-blast aluminium. It’s very modern – reminds us of a newer take on the RD-6 concept car from a decade ago. It’s a line in the sand for Jaguar and we can’t wait to see the production cars that it sires.
Subaru Impreza WRX STI (2010) – the saloon is back!
Subaru has today confirmed it is bringing the US-spec four-door Impreza saloon bodystyle back to the UK. In news that will hearten Scooby fans, Subaru will again offer a sedan bodystyle alongside the five-door hatchback.
Why is the bodystyle so important? Because Subaru built its reputation as a maker of sturdy four-wheel drive Impreza saloons – topped by the icing of the affordable performance versions such as the WRX and STI – but then pulled a gigantic U-turn in 2007 when it announced the current hatchback shape.
Subaru Impreza WRX STI (2010): first details
That’s why the new WRX STI announced today will be music to some fans’ ears. After a three-year hiatus, the boxy look is back and comes equipped as a range-topping £32,995 STI high-performance variant.
Are people still interested? We worry that many fans of fast Subarus and Mitsubishi Evos may have moved on, but there’s still plenty to digest here.
The new WRX STI has a stiffer bodystyle and a new Spec C suspension set-up, including lower ride height and wider tyres on 2kg lighter alloys.
Powering the new Scooby
The 2.5-litre boxer turbo four is present and correct, tuned to produce 296bhp and 300lb ft from 4000rpm. Nought to 62mph takes 5.2sec and the four-wheel drive system has been upgraded, claims Subaru, with new differential settings to apportion torque 41%/59% front/rear or as per the driver’s instruction (four different settings can be selected).
If you actually liked the five-door Impreza, fear not. You can order the 2011 model year WRX STI as a hatch or saloon – the price is the same for both.
Why is the bodystyle so important? Because Subaru built its reputation as a maker of sturdy four-wheel drive Impreza saloons – topped by the icing of the affordable performance versions such as the WRX and STI – but then pulled a gigantic U-turn in 2007 when it announced the current hatchback shape.
Subaru Impreza WRX STI (2010): first details
That’s why the new WRX STI announced today will be music to some fans’ ears. After a three-year hiatus, the boxy look is back and comes equipped as a range-topping £32,995 STI high-performance variant.
Are people still interested? We worry that many fans of fast Subarus and Mitsubishi Evos may have moved on, but there’s still plenty to digest here.
The new WRX STI has a stiffer bodystyle and a new Spec C suspension set-up, including lower ride height and wider tyres on 2kg lighter alloys.
Powering the new Scooby
The 2.5-litre boxer turbo four is present and correct, tuned to produce 296bhp and 300lb ft from 4000rpm. Nought to 62mph takes 5.2sec and the four-wheel drive system has been upgraded, claims Subaru, with new differential settings to apportion torque 41%/59% front/rear or as per the driver’s instruction (four different settings can be selected).
If you actually liked the five-door Impreza, fear not. You can order the 2011 model year WRX STI as a hatch or saloon – the price is the same for both.
VW Eos facelift (2011) first pictures
The new face of the facelifted VW Eos is unveiled today ahead of its public debut at the LA motor show 2010. The design takes a modest step away from the 2006 Eos convertible, with shades of the new VW design language seen across the Polo, Passat and Sharan.
There's a stronger emphasis on the horizontal lines carried throughout the new design becoming stronger and more obvious towards the rear: a new corporate grille complete with chrome highlights is joined by LED daytime running lights that make the Eos look a shade wider and lower than its predecessor.
Still got the clever folding metal roof?
Yep. The five-piece folding roof remains the same. If you opt for keyless entry then the roof will be lowered in just 25 seconds while you walk to the car, and now you can play clever clogs via the key fob. Mind you, with the roof down you’ll lose 175 litres of boot space – nearly half its nominal 380-litre capacity. Just leave the husband’s luggage at the side of the road when the sun’s out.
The 2011 VW Eos’s interior has also seen a change with a leather multi-function steering wheel, air-con, an eight-speaker CD stereo and sports seats now standard across the range.
So what engines will be available on the 2011 VW Eos?
You won't see the Eos in UK showrooms until spring 2011 and by then there will be a range of more fuel-efficient petrol and diesel engines available: from a 1.4-litre TSI producing 122ps, a 2.0-litre TSI with 210ps and a 2.0-litre TDI engine mustering 140ps.
Auto start/stop on the diesel means the fettled Eos can hit a claimed combined economy figure of 58.8mpg. Full prices and specs announced in November 2010.
There's a stronger emphasis on the horizontal lines carried throughout the new design becoming stronger and more obvious towards the rear: a new corporate grille complete with chrome highlights is joined by LED daytime running lights that make the Eos look a shade wider and lower than its predecessor.
Still got the clever folding metal roof?
Yep. The five-piece folding roof remains the same. If you opt for keyless entry then the roof will be lowered in just 25 seconds while you walk to the car, and now you can play clever clogs via the key fob. Mind you, with the roof down you’ll lose 175 litres of boot space – nearly half its nominal 380-litre capacity. Just leave the husband’s luggage at the side of the road when the sun’s out.
The 2011 VW Eos’s interior has also seen a change with a leather multi-function steering wheel, air-con, an eight-speaker CD stereo and sports seats now standard across the range.
So what engines will be available on the 2011 VW Eos?
You won't see the Eos in UK showrooms until spring 2011 and by then there will be a range of more fuel-efficient petrol and diesel engines available: from a 1.4-litre TSI producing 122ps, a 2.0-litre TSI with 210ps and a 2.0-litre TDI engine mustering 140ps.
Auto start/stop on the diesel means the fettled Eos can hit a claimed combined economy figure of 58.8mpg. Full prices and specs announced in November 2010.
Aston Martin Cygnet: 2011 production car revealed
This is the new 2011 Aston Martin Cygnet. No concept car this - here's Aston's official production supermini. The Cygnet will be the smallest Aston Martin ever at just 3m long.
Little has changed since the idea was first mooted in 2009 as a concept car. Aston Martin is importing factory-ready Toyota iQs from Japan and applying a wholly cosmetic face pack at the Gaydon HQ.
Just one Aston Martin Cygnet will be sold: the 1.3-litre petrol four-cylinder. Customers will be able to personalise it every which way, although the wilder and more luxurious options will surely send the price spiralling to scary territory north of £40k.
I beg your pardon? How much will Aston Martin's supermini cost?
The base Aston Cygnet will be priced at £30,000. That is roughly three times the cost of the donor Toyota iQ, but Aston will reskin the nose and rump, and layer on a whole new interior feel, as you can see from these first official photographs.
It's worth noting that our earlier news stories on the Cygnet speculated the price would be nearer £20,000. What price luxury? Every Cygnet will be hand-finished in Gaydon with 'an almost unlimited palette of materials, colours and textures.' No two Aston superminis will be identical.
Although Aston Martin isn't announcing full specs until later this autumn, it's safe to assume the figures will be almost identical to the Toyota iQ 1.3 starting point. Aston is making no engineering changes at all. So that means a 1.3-litre four-pot developing 97bhp and 92lb ft. CO2 stands at 113g/km, average fuel economy 59mpg. It will however be the slowest Aston Martin ever, at 106mph flat and 11.8sec in the 0-62mph sprint (explaining why Aston shunned the cleaner, 99g/km 1.0 engine).
Is the Aston Martin Cygnet a CO2 cheat?
Well, there's no denying a humble supermini will help offset all those V8 and V12 supercars. As a lowly independent, Aston Martin has no group efficiencies to fall back upon and selling a stash of £30k superminis could go a long way to lowering its fleet average CO2 emissions.
You'll see from our earlier blogs (see related articles, left), that the Cygnet has already attracted some ire on these pages. But if it makes good business sense, will we allow Aston Martin some leeway?
'It is time to think differently,' says Ulrich Bez, Aston's German CEO. 'Whatever we do, we do right. If we do performance, we do performance; we don't downsize or compromise our sports cars. The Cygnet needs to satisfy the demands of emissions and space. It is a car without compromise, like every other Aston Martin. Our customers need a small car for urban and city use, and they want the right tools for the right job.'
The Aston Martin Cygnet goes on sale in late spring 2011. Existing Aston customers will be offered the car first, with general sales following.
Little has changed since the idea was first mooted in 2009 as a concept car. Aston Martin is importing factory-ready Toyota iQs from Japan and applying a wholly cosmetic face pack at the Gaydon HQ.
Just one Aston Martin Cygnet will be sold: the 1.3-litre petrol four-cylinder. Customers will be able to personalise it every which way, although the wilder and more luxurious options will surely send the price spiralling to scary territory north of £40k.
I beg your pardon? How much will Aston Martin's supermini cost?
The base Aston Cygnet will be priced at £30,000. That is roughly three times the cost of the donor Toyota iQ, but Aston will reskin the nose and rump, and layer on a whole new interior feel, as you can see from these first official photographs.
It's worth noting that our earlier news stories on the Cygnet speculated the price would be nearer £20,000. What price luxury? Every Cygnet will be hand-finished in Gaydon with 'an almost unlimited palette of materials, colours and textures.' No two Aston superminis will be identical.
Although Aston Martin isn't announcing full specs until later this autumn, it's safe to assume the figures will be almost identical to the Toyota iQ 1.3 starting point. Aston is making no engineering changes at all. So that means a 1.3-litre four-pot developing 97bhp and 92lb ft. CO2 stands at 113g/km, average fuel economy 59mpg. It will however be the slowest Aston Martin ever, at 106mph flat and 11.8sec in the 0-62mph sprint (explaining why Aston shunned the cleaner, 99g/km 1.0 engine).
Is the Aston Martin Cygnet a CO2 cheat?
Well, there's no denying a humble supermini will help offset all those V8 and V12 supercars. As a lowly independent, Aston Martin has no group efficiencies to fall back upon and selling a stash of £30k superminis could go a long way to lowering its fleet average CO2 emissions.
You'll see from our earlier blogs (see related articles, left), that the Cygnet has already attracted some ire on these pages. But if it makes good business sense, will we allow Aston Martin some leeway?
'It is time to think differently,' says Ulrich Bez, Aston's German CEO. 'Whatever we do, we do right. If we do performance, we do performance; we don't downsize or compromise our sports cars. The Cygnet needs to satisfy the demands of emissions and space. It is a car without compromise, like every other Aston Martin. Our customers need a small car for urban and city use, and they want the right tools for the right job.'
The Aston Martin Cygnet goes on sale in late spring 2011. Existing Aston customers will be offered the car first, with general sales following.
Thứ Ba, 28 tháng 2, 2012
Skoda Citigo five-door (2012) first official pictures
Skoda will show this slightly more practical Citigo five-door at the 2012 Geneva motor show. Mirroring the VW Up five-door, the Czechs buck the tradition of offering a single body derivative in the bargain basement city car sector.
It's only in recent years that more manufacturers began to offer a choice of three or five doors in the smallest car segment. The five-door Citigo has no more actual space inside than the three-door - it's just easier to slide into the rear pews.
Skoda Citigo 5dr: the lowdown
Both the three- and five-door Citigos arrive in Skoda showrooms in mid May 2012. The UK is somewhat late compared with its Czech homeland, where the Citigo went on sale at the end of 2011.
The Citigo is an identikit badge-engineered version of Volkswagen's diminutive Up. Just a pair of 999cc triple-cylinder petrol engines are available at launch:
• 1.0 petrol 59bhp, 70lb ft, 99mph, 13.9sec 0-62mph, 62.8mpg, 105g/km CO2
• 1.0 petrol 74bhp, 70lb ft, 106mph, 12.7sec 0-62mph, 60.1mpg, 108g/km CO2
Spec the Greentec version and you can trim that CO2 figure down to a scant 96g/km.
This is a tiny city car with clever packaging: it's just 3560mm long yet a long wheelbase means you can just about fit adults in the back row. Note also that this is the first Skoda to feature the brand's new face and logo.
Skoda: on a sales mission
The Citigo is one of the instruments by which Skoda aims to double sales to at least 1.5 million by 2018 - in line with the Volkswagen group's masterplan to soar to the global number one spot within the next six years.
That'd take Skoda to 1.5 million sales annually, up from the record 879,200 vehicles it sold last year.
It's only in recent years that more manufacturers began to offer a choice of three or five doors in the smallest car segment. The five-door Citigo has no more actual space inside than the three-door - it's just easier to slide into the rear pews.
Skoda Citigo 5dr: the lowdown
Both the three- and five-door Citigos arrive in Skoda showrooms in mid May 2012. The UK is somewhat late compared with its Czech homeland, where the Citigo went on sale at the end of 2011.
The Citigo is an identikit badge-engineered version of Volkswagen's diminutive Up. Just a pair of 999cc triple-cylinder petrol engines are available at launch:
• 1.0 petrol 59bhp, 70lb ft, 99mph, 13.9sec 0-62mph, 62.8mpg, 105g/km CO2
• 1.0 petrol 74bhp, 70lb ft, 106mph, 12.7sec 0-62mph, 60.1mpg, 108g/km CO2
Spec the Greentec version and you can trim that CO2 figure down to a scant 96g/km.
This is a tiny city car with clever packaging: it's just 3560mm long yet a long wheelbase means you can just about fit adults in the back row. Note also that this is the first Skoda to feature the brand's new face and logo.
Skoda: on a sales mission
The Citigo is one of the instruments by which Skoda aims to double sales to at least 1.5 million by 2018 - in line with the Volkswagen group's masterplan to soar to the global number one spot within the next six years.
That'd take Skoda to 1.5 million sales annually, up from the record 879,200 vehicles it sold last year.
Ford B-Max (2012) - first photos of the production car
Ford will slide the covers off this production B-Max mini MPV at the 2012 Geneva motor show. It's little changed from 2011's B-Max concept car.
The B-Max essentially replaces the fuddy-duddy (but quite strong-selling) Fusion in Europe and is one of the key reasons why we're not getting the EcoSport baby SUV shown at the Delhi motor show in January 2012.
Instead, the Blue Oval's betting on Europeans wanting a mini-MPV. It goes on sale in September 2012.
The new Ford B-Max (2012): the lowdown
The B-Max is like a baby shrunken C-Max, incorporating all the latest Ford design cues like the molten headlamps and trapezoidal grille.
It's unusual in this class in boasting sliding rear doors to make boarding in tight spaces such as multi-storey car parks a doddle.
Under that stubby bonnet Ford's new 1.0-litre Ecoboost engine will be offered, as well as regular Duratorq TDCI diesels.
Ford hasn't issued all the details yet ahead of its Geneva debut, but it promises 'flexible seating and class-leading load space.' Sounds like the B-Max should be pretty versatile for one so small.
The boss speaks
'The B-Max combines an exciting, innovative design with features that only previously have been found in bigger cars,' said Stephen Odell, chairman and CEO at Ford of Europe. 'It’s a brand new car that responds to the needs of an increasing number of customers who want much more from their small cars.'
His boss, Ford's global bigwig president and CEO Alan Mulally, will unveil the B-Max in Switzerland on 6 March 2012.
The B-Max essentially replaces the fuddy-duddy (but quite strong-selling) Fusion in Europe and is one of the key reasons why we're not getting the EcoSport baby SUV shown at the Delhi motor show in January 2012.
Instead, the Blue Oval's betting on Europeans wanting a mini-MPV. It goes on sale in September 2012.
The new Ford B-Max (2012): the lowdown
The B-Max is like a baby shrunken C-Max, incorporating all the latest Ford design cues like the molten headlamps and trapezoidal grille.
It's unusual in this class in boasting sliding rear doors to make boarding in tight spaces such as multi-storey car parks a doddle.
Under that stubby bonnet Ford's new 1.0-litre Ecoboost engine will be offered, as well as regular Duratorq TDCI diesels.
Ford hasn't issued all the details yet ahead of its Geneva debut, but it promises 'flexible seating and class-leading load space.' Sounds like the B-Max should be pretty versatile for one so small.
The boss speaks
'The B-Max combines an exciting, innovative design with features that only previously have been found in bigger cars,' said Stephen Odell, chairman and CEO at Ford of Europe. 'It’s a brand new car that responds to the needs of an increasing number of customers who want much more from their small cars.'
His boss, Ford's global bigwig president and CEO Alan Mulally, will unveil the B-Max in Switzerland on 6 March 2012.
Fiat 500L (2012) first official pictures
Fiat will show its new addition to the 500 range at the 2012 Geneva motor show: the new 500L mini MPV.
It's designed to squeeze MPV practicality into the footprint of a B-segment city car games with a sprinkling of SUV style raised ride height.
Turin says the 'L' badge stands for large. So, you guessed it, this is a larger, more practical version of the chic 500 city car. Do they look similar enough to warrant the same badge? The jury's out on that one…
Fiat 500L: what we know about it
This is a five-seater stretching the tape measure out to 4140mm long, 1780mm wide and 1660mm tall. That makes it a similar footprint to a Skoda Yeti.
Fiat says the cab-forward stance is reminiscent of the original Fiat 600 Multipla, 'a precursor to the concept of the compact people carrier.'
When does the 500L go on sale?
Expect it on sale in Europe in the final quarter of 2012. Engine choices will mirror those in the 500 city car.
Pick from a pair of petrol engines: the 875cc Twinair two-cylinder and a 1.4, or a 1.3 Multijet turbodiesel.
The 500L is built in Fiat's Kragujevac, Serbia factory.
It's designed to squeeze MPV practicality into the footprint of a B-segment city car games with a sprinkling of SUV style raised ride height.
Turin says the 'L' badge stands for large. So, you guessed it, this is a larger, more practical version of the chic 500 city car. Do they look similar enough to warrant the same badge? The jury's out on that one…
Fiat 500L: what we know about it
This is a five-seater stretching the tape measure out to 4140mm long, 1780mm wide and 1660mm tall. That makes it a similar footprint to a Skoda Yeti.
Fiat says the cab-forward stance is reminiscent of the original Fiat 600 Multipla, 'a precursor to the concept of the compact people carrier.'
When does the 500L go on sale?
Expect it on sale in Europe in the final quarter of 2012. Engine choices will mirror those in the 500 city car.
Pick from a pair of petrol engines: the 875cc Twinair two-cylinder and a 1.4, or a 1.3 Multijet turbodiesel.
The 500L is built in Fiat's Kragujevac, Serbia factory.
Nissan Invitation concept car (2012) first pictures
Nissan will unveil the new Invitation concept car at the 2012 Geneva motor show. It's a vision of what the company's B-segment tallboy could become. Yes, it's a snapshot of a future Nissan Note.
The Japanese say 'the Invitation concept underlines Nissan's commitment to the compact car segment,' indicating that they aren't going to abandon every conventional bodystyle for another crossover.
The Invitation will join the Micra hatch and Juke compact SUV in the B-segment. Effectively, this will replace the Note.
When will the Nissan Note be replaced?
In spring 2013, in Europe at least.
It's a much less slabby-sided affair than the Note. And take note of the body sculpting; there are swooshes and slashes aplenty, Nissan even naming the scalloped flanks 'the Squash Line'.
Looks a bit like Vauxhall/Opel's scooped-out line on the side of an Astra or Insignia.
Nissan on the new Invitation
François Bancon, deputy division general manager of product strategy and product planning division - that's one helluva of a business card - said: 'The name we have given to this concept is self-explanatory… the key benefit of this compact car is to be inviting.
'It is inviting thanks to its sensuous exterior design and generous and comfortable interior space, cleverly packaged within compact overall dimensions. It is Nissan’s invitation to buyers in the compact hatchback segment.'
The Invitation uses the Renault-Nissan B-segment architecture and Nissan says it is targeting a sub-100g/km CO2 rating.
Big car features will be available, including Nissan's Around View Monitor (its first appearance on a car in this sector).
The Japanese say 'the Invitation concept underlines Nissan's commitment to the compact car segment,' indicating that they aren't going to abandon every conventional bodystyle for another crossover.
The Invitation will join the Micra hatch and Juke compact SUV in the B-segment. Effectively, this will replace the Note.
When will the Nissan Note be replaced?
In spring 2013, in Europe at least.
It's a much less slabby-sided affair than the Note. And take note of the body sculpting; there are swooshes and slashes aplenty, Nissan even naming the scalloped flanks 'the Squash Line'.
Looks a bit like Vauxhall/Opel's scooped-out line on the side of an Astra or Insignia.
Nissan on the new Invitation
François Bancon, deputy division general manager of product strategy and product planning division - that's one helluva of a business card - said: 'The name we have given to this concept is self-explanatory… the key benefit of this compact car is to be inviting.
'It is inviting thanks to its sensuous exterior design and generous and comfortable interior space, cleverly packaged within compact overall dimensions. It is Nissan’s invitation to buyers in the compact hatchback segment.'
The Invitation uses the Renault-Nissan B-segment architecture and Nissan says it is targeting a sub-100g/km CO2 rating.
Big car features will be available, including Nissan's Around View Monitor (its first appearance on a car in this sector).
Kia Track'ster concept car (2012) first official photos
Kia will show the new Track'ster at the 2012 Chicago motor show. It's a concept car designed to show what a harder, faster Kia Soul hatch could be like.
Scant information is available at present, but Kia has confirmed the Track'ster was designed by Kia's Californian studio, led by Tom Kearns - and today it issued a new photograph of the Track'ster, after last week's design sketch.
Kia Track'ster concept car: a pocket rocket
The Track'ster has a 248bhp petrol engine, apparently. Enough to make this rollerskate a proper hot hatch tearaway, says Kia.
We're still not sure about the name, though: Kia loves a bit of grammatical violation, and the Track'ster has the same apostrophe nonsense as the Ceed range. CAR's sub-editors always remove the rogue apostrophe and don't allow the Cee'd style used by Kia...
It's a classic tactic to give an ageing model – the Soul is now four years old – a bit of a fillip. We hear development of the next Soul is well underway and it may be slightly less boxy, to swell its appeal globally.
Is that a shame, which may yet destroy the chunky appeal of the Soul? Or a clever marketing wheeze to broaden its customer base. We thought the Soul was deliberately more idiosyncratic, aimed at Mini buyers. Otherwise you'd just buy a Picanto if you wanted a sensible Kia supermini, wouldn't you?
Kia Soul convertible and hot hatch
The Californian studio was originally responsible for the Kia Soul hatchback; the American design team has also drawn up a Soul'ster convertible which is under assessment for final approval and production, according to Kia.
Americans bought 102,000 Souls in the US in 2011 – that's a record for Kia in the US.
There are, however, no plans for Track'ster production. Could be just the thing to give the Soul more sporting appeal.
Scant information is available at present, but Kia has confirmed the Track'ster was designed by Kia's Californian studio, led by Tom Kearns - and today it issued a new photograph of the Track'ster, after last week's design sketch.
Kia Track'ster concept car: a pocket rocket
The Track'ster has a 248bhp petrol engine, apparently. Enough to make this rollerskate a proper hot hatch tearaway, says Kia.
We're still not sure about the name, though: Kia loves a bit of grammatical violation, and the Track'ster has the same apostrophe nonsense as the Ceed range. CAR's sub-editors always remove the rogue apostrophe and don't allow the Cee'd style used by Kia...
It's a classic tactic to give an ageing model – the Soul is now four years old – a bit of a fillip. We hear development of the next Soul is well underway and it may be slightly less boxy, to swell its appeal globally.
Is that a shame, which may yet destroy the chunky appeal of the Soul? Or a clever marketing wheeze to broaden its customer base. We thought the Soul was deliberately more idiosyncratic, aimed at Mini buyers. Otherwise you'd just buy a Picanto if you wanted a sensible Kia supermini, wouldn't you?
Kia Soul convertible and hot hatch
The Californian studio was originally responsible for the Kia Soul hatchback; the American design team has also drawn up a Soul'ster convertible which is under assessment for final approval and production, according to Kia.
Americans bought 102,000 Souls in the US in 2011 – that's a record for Kia in the US.
There are, however, no plans for Track'ster production. Could be just the thing to give the Soul more sporting appeal.
BMW unveils its 2012 Olympic Games pavilion
BMW has unveiled its new pavilion for the 2012 Olympic Games in London. The winning design came from British architects Serie after bids from six companies.
As the sole automotive sponsor, BMW is allowed to build a pavilion at the Olympic Park during the London 2012 Olympic & Paralympic Games and it expects to draw 8000 visitors a day.
What's the BMW Olympic pavilion for?
For entertaining VIPs and sponsorship schmoozing, surely. But the good news is that any visitor to the Olympic Park can visit the double-decker building.
It'll be worth dropping in if you're lucky enough to be at the 2012 Olympics; the BMW pavilion's top floor will showcase the latest models including the i8 supercar judging by this artist's impression. The lower floor will have future mobility exhibitions and events with BMW-sponsored athletes.
The 800sq m site is situated above the Waterworks River, between the Olympic stadium and Aquatics Centre. River water will be used to cool the building before cascading down in a 'water curtain' back into the river. Unsurprisingly for a brand like BMW, sustainability is at the heart of this project.
BMW is providing around 4000 vehicles, including Minis and BMWs, to transport athletes and officials during the Games. Electric, hybrid and clean diesel tech will ensure that the fleet produces an average of less than 120g/km of CO2, although the exact make-up of the fleet won't be announced until spring 2012.
There won't be any Rolls-Royces, sadly. Not even the 102EX electric concept car. We were rather looking forward to seeing our gold medal winners lording it up silently around London's streets in a big, spookily quiet Phantom...
The BMW boss speaks
Tim Abbott, managing director of BMW Group UK, said: 'As a major investor, manufacturer and employer in the UK, BMW Group is deeply proud to be an official partner for Britain’s first Olympic & Paralympic Games since 1948.
'This commitment to the UK is also reflected in our choice of a home-grown architecture practice to design our pavilion and we’re delighted that Serie’s final design reflects our commitment to sustainable thinking in such an innovative and eye-catching manner. We believe it provides a truly worthy addition to the Olympic Park.'
>> Do you own a BMW? Our sister title Parkers wants to publish owner reviews – click here to take part
As the sole automotive sponsor, BMW is allowed to build a pavilion at the Olympic Park during the London 2012 Olympic & Paralympic Games and it expects to draw 8000 visitors a day.
What's the BMW Olympic pavilion for?
For entertaining VIPs and sponsorship schmoozing, surely. But the good news is that any visitor to the Olympic Park can visit the double-decker building.
It'll be worth dropping in if you're lucky enough to be at the 2012 Olympics; the BMW pavilion's top floor will showcase the latest models including the i8 supercar judging by this artist's impression. The lower floor will have future mobility exhibitions and events with BMW-sponsored athletes.
The 800sq m site is situated above the Waterworks River, between the Olympic stadium and Aquatics Centre. River water will be used to cool the building before cascading down in a 'water curtain' back into the river. Unsurprisingly for a brand like BMW, sustainability is at the heart of this project.
BMW is providing around 4000 vehicles, including Minis and BMWs, to transport athletes and officials during the Games. Electric, hybrid and clean diesel tech will ensure that the fleet produces an average of less than 120g/km of CO2, although the exact make-up of the fleet won't be announced until spring 2012.
There won't be any Rolls-Royces, sadly. Not even the 102EX electric concept car. We were rather looking forward to seeing our gold medal winners lording it up silently around London's streets in a big, spookily quiet Phantom...
The BMW boss speaks
Tim Abbott, managing director of BMW Group UK, said: 'As a major investor, manufacturer and employer in the UK, BMW Group is deeply proud to be an official partner for Britain’s first Olympic & Paralympic Games since 1948.
'This commitment to the UK is also reflected in our choice of a home-grown architecture practice to design our pavilion and we’re delighted that Serie’s final design reflects our commitment to sustainable thinking in such an innovative and eye-catching manner. We believe it provides a truly worthy addition to the Olympic Park.'
>> Do you own a BMW? Our sister title Parkers wants to publish owner reviews – click here to take part
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