Yawn... it's just a slightly bigger Golf, isn't it?
Yes it is, but VW reckons the Golf wagon is a strategically important car in its range; it's flogged 1.2 million of them since the first estate was launched back in 1993. The Golf isn't exactly short on practicality, but VW has stretched the boot of its new Estate to make it the biggest yet. It's also got a subtly different front end look, fronted by a chrome grille and tweaked spoiler. Roof rails and an aerodynamic spoiler built into the rear window complete the transformation from hatch to estate.
So it's pretty practical then?
Sounds like it. Whisk the rear seats down and the boot expands to a massive 1550 litres. You'll get all the usual estate touches: lashing load points, a 12v socket and heated side windows. Even with the rear seats up - the configuration most drivers will use most of the time - there's a handy 505 litres, 155 more than in the regular hatchback.
Thứ Bảy, 3 tháng 3, 2012
Lamborghini Gallardo Superleggera
Lamborghini Gallardo Superleggera: the lowdown
Lighter, faster, louder: the most exciting Gallardo yet seems to tick every box. The limited edition baby Lambo – around 350 cars will be built over the next couple of years – was conceived as the ultimate small supercar and a genuine rival for Ferrari’s hardcore Challenge Stradale models, the next of which, the F430, arrives early next year. Prices are still to be confirmed but are expected to be around 10 per cent higher than the standard car, which would make the Superleggera £143,000. Focusing its attention on slashing kilos to achieve a power to weight ratio of 2.5kg/bhp or 400bhp-per-tonne, Lamborghini calculated that the 1430kg Gallardo would have to diet to the tune of 100kg. So some parts of the car that were steel are now aluminium; others that were aluminium are now magnesium. Behind the new DTM-style 19-inch multi-spoke wheels, the normally optional carbon ceramic brakes are standard and there’s more carbon on the bodywork. The engine cover, rear wing, sill extensions and door mirrors are all made from the stuff. In case you don’t spot that lot, you’ll find the word Superleggera written inside a flash running up the flanks and a beefier diffuser at the back. And if you think this car’s metallic grey bodywork is too discrete, you can always have it in black, orange or yellow. Read the new April 2007 issue of CAR magazine, on sale from 1 March, for our exclusive studio shoot on the lightweight Lambo
Why didn't they make it rear-wheel drive?
Despite the need to shed weight, Lamborghini stopped short of switching the Gallardo from four- to two-wheel drive. By removing the prop, front diff and driveshafts the 100kg target could have been easily met and without any further modifications. But Lamborghini’s technical director Marizio Reggiani told CAR Online that all-wheel drive was core to a Lamborghini’s DNA. ‘We wanted this car to be more extreme than the Ferrari [Challenge Stradale], but also a car that you could use happily on a daily basis,’ he said. So with two-wheel drive ruled out, Lamborghini looked to the Gallardo’s interior to save further weight. In fact 50 percent of the total weight saved was removed from a cabin that now has thinner glass, lighter, more sculpted seats, less soundproofing and no radio or door pockets. But it does still have air-conditioning: with so much near horizontal glass area, it would be unbearable to drive in summer without.
Lighter, faster, louder: the most exciting Gallardo yet seems to tick every box. The limited edition baby Lambo – around 350 cars will be built over the next couple of years – was conceived as the ultimate small supercar and a genuine rival for Ferrari’s hardcore Challenge Stradale models, the next of which, the F430, arrives early next year. Prices are still to be confirmed but are expected to be around 10 per cent higher than the standard car, which would make the Superleggera £143,000. Focusing its attention on slashing kilos to achieve a power to weight ratio of 2.5kg/bhp or 400bhp-per-tonne, Lamborghini calculated that the 1430kg Gallardo would have to diet to the tune of 100kg. So some parts of the car that were steel are now aluminium; others that were aluminium are now magnesium. Behind the new DTM-style 19-inch multi-spoke wheels, the normally optional carbon ceramic brakes are standard and there’s more carbon on the bodywork. The engine cover, rear wing, sill extensions and door mirrors are all made from the stuff. In case you don’t spot that lot, you’ll find the word Superleggera written inside a flash running up the flanks and a beefier diffuser at the back. And if you think this car’s metallic grey bodywork is too discrete, you can always have it in black, orange or yellow. Read the new April 2007 issue of CAR magazine, on sale from 1 March, for our exclusive studio shoot on the lightweight Lambo
Why didn't they make it rear-wheel drive?
Despite the need to shed weight, Lamborghini stopped short of switching the Gallardo from four- to two-wheel drive. By removing the prop, front diff and driveshafts the 100kg target could have been easily met and without any further modifications. But Lamborghini’s technical director Marizio Reggiani told CAR Online that all-wheel drive was core to a Lamborghini’s DNA. ‘We wanted this car to be more extreme than the Ferrari [Challenge Stradale], but also a car that you could use happily on a daily basis,’ he said. So with two-wheel drive ruled out, Lamborghini looked to the Gallardo’s interior to save further weight. In fact 50 percent of the total weight saved was removed from a cabin that now has thinner glass, lighter, more sculpted seats, less soundproofing and no radio or door pockets. But it does still have air-conditioning: with so much near horizontal glass area, it would be unbearable to drive in summer without.
Renault Scenic Conquest (2007): first official pictures
Renault Scenic Conquest: the lowdown
Manufacturers just can't stop adding wannabe 4x4 styling cues to regular models at the moment. The latest cars games to get the soft-roader look is the Renault Scenic. The new Conquest, unveiled today, gets the full treatment: tough body cladding, 20mm higher ride height and suspension tweaks. Refreshingly, Renault is at pains to say the Scenic Conquest isn't designed to go anywhere near the rough stuff. It's front-wheel drive only - and, besides, Renault's new standalone SUV, previewed by the Koleos off-roader concept, arrives in 2008. Instead, the Conquest is supposed to offer the lofty driving position and style of 4x4s - but without the extra weight and economy disadvantages of proper mud-pluggers. It'll only be available as a Scenic, not in stretched-wheelbase Grand Scenic guise.
So it's just another faux-by-four?
Essentially yes. But Renault has fitted new dampers with a greater range of travel and smaller anti-roll bars, which together provide better comfort on rough roads or tracks; the ESP and traction control are also tweaked for better grip in slippery conditions. Renault is unusually honest about the body cladding, as well. It's not there to protect the bodywork from boulders on the Rubicon Trail this time; nope - the chunky rubbing strips are designed to prevent damage from city parking, apparently. Prices will range from £16,765 to £18,965 when sales start in June - that's about £550 more than a regular Scenic. Two diesel (1.5 and 1.9) and two petrol (1.6 and 2.0) engines will be available, putting out between 106bhp and 136bhp.
Manufacturers just can't stop adding wannabe 4x4 styling cues to regular models at the moment. The latest cars games to get the soft-roader look is the Renault Scenic. The new Conquest, unveiled today, gets the full treatment: tough body cladding, 20mm higher ride height and suspension tweaks. Refreshingly, Renault is at pains to say the Scenic Conquest isn't designed to go anywhere near the rough stuff. It's front-wheel drive only - and, besides, Renault's new standalone SUV, previewed by the Koleos off-roader concept, arrives in 2008. Instead, the Conquest is supposed to offer the lofty driving position and style of 4x4s - but without the extra weight and economy disadvantages of proper mud-pluggers. It'll only be available as a Scenic, not in stretched-wheelbase Grand Scenic guise.
So it's just another faux-by-four?
Essentially yes. But Renault has fitted new dampers with a greater range of travel and smaller anti-roll bars, which together provide better comfort on rough roads or tracks; the ESP and traction control are also tweaked for better grip in slippery conditions. Renault is unusually honest about the body cladding, as well. It's not there to protect the bodywork from boulders on the Rubicon Trail this time; nope - the chunky rubbing strips are designed to prevent damage from city parking, apparently. Prices will range from £16,765 to £18,965 when sales start in June - that's about £550 more than a regular Scenic. Two diesel (1.5 and 1.9) and two petrol (1.6 and 2.0) engines will be available, putting out between 106bhp and 136bhp.
Jaguar XJ facelift (2007) first news and photos
2008 Jaguar XJ: the lowdown
Jaguar is sprucing up its XJ luxury saloon at Geneva next week to keep it fresh until a radical new model arrives in 2009 – and these pictures show the big cat for the first time. There are numerous subtle changes to Jaguar’s flagship saloon, most of which are well within the ‘blink and you’ll miss it’ category, but they add a little more polish to the big saloon, which has always suffered criticism for its conservative design.
So it’s spot the difference, then, with the facelifted XJ?
Most of the changes involve the bumpers, which have been given a more distinguished, deep and chunky look, and a more prominent growler on the revised grille. New, chromed side gills tucked behind the wheelarches are a bit more obvious, and there are sportier side skirts, a rear aero spoiler and Jag’s signature chrome blade across the back. Executive models now get lofty 19-inch wheels as standard and there are a further six paint schemes to choose from, too. Car spotters will also notice the indicators built into the door mirrors. Look closely at those bumpers, though: a similar design will make its way onto the front of the new XF next year, which is the long-awaited replacement for the S-type.
Jaguar is sprucing up its XJ luxury saloon at Geneva next week to keep it fresh until a radical new model arrives in 2009 – and these pictures show the big cat for the first time. There are numerous subtle changes to Jaguar’s flagship saloon, most of which are well within the ‘blink and you’ll miss it’ category, but they add a little more polish to the big saloon, which has always suffered criticism for its conservative design.
So it’s spot the difference, then, with the facelifted XJ?
Most of the changes involve the bumpers, which have been given a more distinguished, deep and chunky look, and a more prominent growler on the revised grille. New, chromed side gills tucked behind the wheelarches are a bit more obvious, and there are sportier side skirts, a rear aero spoiler and Jag’s signature chrome blade across the back. Executive models now get lofty 19-inch wheels as standard and there are a further six paint schemes to choose from, too. Car spotters will also notice the indicators built into the door mirrors. Look closely at those bumpers, though: a similar design will make its way onto the front of the new XF next year, which is the long-awaited replacement for the S-type.
Hyundai i30 (2007): First official pictures
Hyundai i30: the lowdown
The Koreans are continuing to assault the mainstream European market - and Hyundai's new Golf rival is its latest effort. The unusually named i30 is the production interpretation of the Arnejs concept car shown at Paris last autumn. It heralds a new nomenclature for Hyundai's models, which have previously relied on straightforward names. The i30 is the small family hatch (30 = C-segment); logic suggests that the i40 will be the family car (40 = D-segment) and i20 the supermini (20 = B-segment). You get the idea.
Confusing name aside, what are the i30's highlights?
Details are pretty scarce today, but Hyundai has said that i30 buyers will be able to pick between three petrol and three diesel engines, and a choice of manual and auto gearboxes. It certainly looks a world better than the ageing Accent and Elantra. Hyundai claims the i30 has one of the longest wheelbases in the class, so it should be roomy. It's based on the same mechanical package as partner firm Kia's Cee'd, and we expect it to be a slick - if uninspiring - drive.
The Koreans are continuing to assault the mainstream European market - and Hyundai's new Golf rival is its latest effort. The unusually named i30 is the production interpretation of the Arnejs concept car shown at Paris last autumn. It heralds a new nomenclature for Hyundai's models, which have previously relied on straightforward names. The i30 is the small family hatch (30 = C-segment); logic suggests that the i40 will be the family car (40 = D-segment) and i20 the supermini (20 = B-segment). You get the idea.
Confusing name aside, what are the i30's highlights?
Details are pretty scarce today, but Hyundai has said that i30 buyers will be able to pick between three petrol and three diesel engines, and a choice of manual and auto gearboxes. It certainly looks a world better than the ageing Accent and Elantra. Hyundai claims the i30 has one of the longest wheelbases in the class, so it should be roomy. It's based on the same mechanical package as partner firm Kia's Cee'd, and we expect it to be a slick - if uninspiring - drive.
Lotus 2-Eleven (2007): first official pictures
Lotus 2-Eleven? What's all that about?
Colin Chapman always wanted performance through light weight, so he'd be justifiably proud of the new 2-Eleven track-day special, unveiled today and on sale in April. It weighs a scant 670kg and produces a solid 252bhp from its supercharged 1.8. Lotus proudly claims that's the sort of power-to-weight clout that its 1960s F1 cars enjoyed, so it'll be electrifyingly quick: standstill to 60mph in 3.8sec, and it'll hit 100 in just 9.1sec. Thank the composite bodywork for that flyweight mass - the panels weigh just 40kg, and can be bolted on for ease or repair when you spin into something unforgiving on a track day.
So what's the 2-Eleven based on? Is it another Elise variant?
As you can tell from its pared-back appearance, the 2-Eleven is aimed squarely at the hard-core track-day user. Underneath that minimal body lies an Exige chassis, and the familiar Toyota engine, bolstered by extra oil and fuel pumps to develop 179lb ft at a heady 7000rpm. The roadgoing version is fitted with front and rear lights and a catalytic converter, but track-day variants have a high-downforce rear wing, deeper front splitter and a race seat. To be honest, if you're going to drive this car every day on the road, you deserve respect; the Exige itself is hard-core enough for most people in the real world...
Colin Chapman always wanted performance through light weight, so he'd be justifiably proud of the new 2-Eleven track-day special, unveiled today and on sale in April. It weighs a scant 670kg and produces a solid 252bhp from its supercharged 1.8. Lotus proudly claims that's the sort of power-to-weight clout that its 1960s F1 cars enjoyed, so it'll be electrifyingly quick: standstill to 60mph in 3.8sec, and it'll hit 100 in just 9.1sec. Thank the composite bodywork for that flyweight mass - the panels weigh just 40kg, and can be bolted on for ease or repair when you spin into something unforgiving on a track day.
So what's the 2-Eleven based on? Is it another Elise variant?
As you can tell from its pared-back appearance, the 2-Eleven is aimed squarely at the hard-core track-day user. Underneath that minimal body lies an Exige chassis, and the familiar Toyota engine, bolstered by extra oil and fuel pumps to develop 179lb ft at a heady 7000rpm. The roadgoing version is fitted with front and rear lights and a catalytic converter, but track-day variants have a high-downforce rear wing, deeper front splitter and a race seat. To be honest, if you're going to drive this car every day on the road, you deserve respect; the Exige itself is hard-core enough for most people in the real world...
Volvo XC70 (2007): first official pictures
I see Volvo hasn't given up on the halfway SUV idea
Far from it. In fact Volvo UK watched sales of the old V70-based XC70 rise after the introduction of the full-blown XC90 off-roader. Apparently many buyers were lured into showrooms by the XC90 but found themselves signing on the dotted line for its smaller brother. This new XC was unveiled at the Geneva show this week but won't reach UK showrooms until September.
Which Volvo is hiding behind all that black plastic?
The new V70 also unveiled this week at Geneva and previewed in February here at CAR Online. Both are based on the platform of the luxo-cruiser S80 but there's no mistaking the XC70. As well as that chunky black cladding the XC gets standard roof rails, blacked-out side pillars and C-30-style tail lights.
Far from it. In fact Volvo UK watched sales of the old V70-based XC70 rise after the introduction of the full-blown XC90 off-roader. Apparently many buyers were lured into showrooms by the XC90 but found themselves signing on the dotted line for its smaller brother. This new XC was unveiled at the Geneva show this week but won't reach UK showrooms until September.
Which Volvo is hiding behind all that black plastic?
The new V70 also unveiled this week at Geneva and previewed in February here at CAR Online. Both are based on the platform of the luxo-cruiser S80 but there's no mistaking the XC70. As well as that chunky black cladding the XC gets standard roof rails, blacked-out side pillars and C-30-style tail lights.
BMW M3 Concept (2007): first official pictures
BMW M3 Concept: the lowdown
It's been scooped, spied and speculated about for months - but earlier today the covers finally slid off the new BMW M3... or the concept, at least. Yes, we'll have to wait a bit longer for the final production version, but these photos suggest that the M3 concept will go the same way as its bigger brother, the M5. BMW showed a similar concept of that super-saloon two years ago (even in the same gun-grey hue) and it went into production virtually unchanged. Be in no doubt, officials vow, this show car reveals 'almost exactly' how the new M3 will look when we finally see it in a few weeks' time.
Go on then, talk me through the changes
The M3 concept is based on the new-shape E92 coupe, but toughened up as befits the latest model from Munich's M division. The nose is set off by a deeper front spoiler with extra cooling ducts funneling air to the V8 engine; BMW still hasn't specified mechanical details, but we know it will be an eight-pot derived from the V10. The capacity is somewhere between 4.0 and 4.2 litres, churning out around 420bhp. Sitting atop that large-capacity engine are an unmissable power bulge and scooped-out bonnet air vents; it's unclear at this stage if these will make it to the production version.
It's been scooped, spied and speculated about for months - but earlier today the covers finally slid off the new BMW M3... or the concept, at least. Yes, we'll have to wait a bit longer for the final production version, but these photos suggest that the M3 concept will go the same way as its bigger brother, the M5. BMW showed a similar concept of that super-saloon two years ago (even in the same gun-grey hue) and it went into production virtually unchanged. Be in no doubt, officials vow, this show car reveals 'almost exactly' how the new M3 will look when we finally see it in a few weeks' time.
Go on then, talk me through the changes
The M3 concept is based on the new-shape E92 coupe, but toughened up as befits the latest model from Munich's M division. The nose is set off by a deeper front spoiler with extra cooling ducts funneling air to the V8 engine; BMW still hasn't specified mechanical details, but we know it will be an eight-pot derived from the V10. The capacity is somewhere between 4.0 and 4.2 litres, churning out around 420bhp. Sitting atop that large-capacity engine are an unmissable power bulge and scooped-out bonnet air vents; it's unclear at this stage if these will make it to the production version.
BMW M3 Concept (2007): first official pictures
BMW M3 Concept: the lowdown
It's been scooped, spied and speculated about for months - but earlier today the covers finally slid off the new BMW M3... or the concept, at least. Yes, we'll have to wait a bit longer for the final production version, but these photos suggest that the M3 concept will go the same way as its bigger brother, the M5. BMW showed a similar concept of that super-saloon two years ago (even in the same gun-grey hue) and it went into production virtually unchanged. Be in no doubt, officials vow, this show car reveals 'almost exactly' how the new M3 will look when we finally see it in a few weeks' time.
Go on then, talk me through the changes
The M3 concept is based on the new-shape E92 coupe, but toughened up as befits the latest model from Munich's M division. The nose is set off by a deeper front spoiler with extra cooling ducts funneling air to the V8 engine; BMW still hasn't specified mechanical details, but we know it will be an eight-pot derived from the V10. The capacity is somewhere between 4.0 and 4.2 litres, churning out around 420bhp. Sitting atop that large-capacity engine are an unmissable power bulge and scooped-out bonnet air vents; it's unclear at this stage if these will make it to the production version.
It's been scooped, spied and speculated about for months - but earlier today the covers finally slid off the new BMW M3... or the concept, at least. Yes, we'll have to wait a bit longer for the final production version, but these photos suggest that the M3 concept will go the same way as its bigger brother, the M5. BMW showed a similar concept of that super-saloon two years ago (even in the same gun-grey hue) and it went into production virtually unchanged. Be in no doubt, officials vow, this show car reveals 'almost exactly' how the new M3 will look when we finally see it in a few weeks' time.
Go on then, talk me through the changes
The M3 concept is based on the new-shape E92 coupe, but toughened up as befits the latest model from Munich's M division. The nose is set off by a deeper front spoiler with extra cooling ducts funneling air to the V8 engine; BMW still hasn't specified mechanical details, but we know it will be an eight-pot derived from the V10. The capacity is somewhere between 4.0 and 4.2 litres, churning out around 420bhp. Sitting atop that large-capacity engine are an unmissable power bulge and scooped-out bonnet air vents; it's unclear at this stage if these will make it to the production version.
Subaru's first diesel shown
Hold on, where’s the rally car games?
Subaru may have transformed its reputation from builder of dull-but-sturdy farmermobiles to maker of fast-and-furious racers with a little help from Burns and McRae, but the game’s moved on and not everyone’s impressed by sub-20mpg Imprezas anymore. Besides, Subaru’s WRC outfit isn’t exactly competitive these days. So Ikuo Mori’s speech – the man in charge of Subaru parent company Fuji Heavy Industries – focused on the environment as an ‘essential concern’. And Subaru unveiled this, their first diesel boxer engine.
Subaru has made a hybrid, then?
No, a diesel. The Japanese weren’t exactly early adopters of diesel technology, and Subaru has only just announced plans to couple its famous symmetrical four-wheel drive system to an oil-burning boxer engine from early next year – the world’s first flat-four diesel. The 2.0-litre turbo will produce 163bhp and 251lb ft of torque. The Legacy (above) and Outback will be first with the engine, which is expected to arrive in January or February 2008. The Forester and Impreza will follow on, the UK on-sale dates as yet unconfirmed. Subaru hopes the extra powerplant will help increase European sales by a hugely ambitious 40 percent over the next three years – that’s a theoretical 100,000 units per annum by 2009.
Subaru may have transformed its reputation from builder of dull-but-sturdy farmermobiles to maker of fast-and-furious racers with a little help from Burns and McRae, but the game’s moved on and not everyone’s impressed by sub-20mpg Imprezas anymore. Besides, Subaru’s WRC outfit isn’t exactly competitive these days. So Ikuo Mori’s speech – the man in charge of Subaru parent company Fuji Heavy Industries – focused on the environment as an ‘essential concern’. And Subaru unveiled this, their first diesel boxer engine.
Subaru has made a hybrid, then?
No, a diesel. The Japanese weren’t exactly early adopters of diesel technology, and Subaru has only just announced plans to couple its famous symmetrical four-wheel drive system to an oil-burning boxer engine from early next year – the world’s first flat-four diesel. The 2.0-litre turbo will produce 163bhp and 251lb ft of torque. The Legacy (above) and Outback will be first with the engine, which is expected to arrive in January or February 2008. The Forester and Impreza will follow on, the UK on-sale dates as yet unconfirmed. Subaru hopes the extra powerplant will help increase European sales by a hugely ambitious 40 percent over the next three years – that’s a theoretical 100,000 units per annum by 2009.
Honda Small Hybrid Sports Concept
The world's first 80mpg sports coupe
Green doesn’t have to mean dull and worthy – that Honda’s message behind its intriguing-looking Small Hybrid Sports Concept, star of its show stand and likely to enter production within the next two years. Sitting on a modified Civic platform, the European designed SHSC is powered by 1.4-litre VTEC petrol and electric engines, that will, Honda claims, return 80mpg on the urban cycle, with low emission levels of 120g/km. The teardrop-shaped two-seater also features massive low-resistance 20-inch tyres and a full-length glass roof that flows into its tail.
Sounds like son of Insight then?
Another more realistic version of the SHSC will be unveiled on Honda’s home ground at the Tokyo Motor Show later in the year, but despite the two-seat two-door comparisons, Honda is keen to stress that the car is not a second-generation Insight. ‘It’s much more than that,’ said one official. ‘This is much more of a step ahead than Insight ever was.’ But before the hybrid coupe bows in, Honda will unveil a hybrid version of the current Civic hatchback, using an updated version of the tried-and-tested hybrid technology first seem on the 1999 Insight and more recently on the Civic IMA saloon.
Green doesn’t have to mean dull and worthy – that Honda’s message behind its intriguing-looking Small Hybrid Sports Concept, star of its show stand and likely to enter production within the next two years. Sitting on a modified Civic platform, the European designed SHSC is powered by 1.4-litre VTEC petrol and electric engines, that will, Honda claims, return 80mpg on the urban cycle, with low emission levels of 120g/km. The teardrop-shaped two-seater also features massive low-resistance 20-inch tyres and a full-length glass roof that flows into its tail.
Sounds like son of Insight then?
Another more realistic version of the SHSC will be unveiled on Honda’s home ground at the Tokyo Motor Show later in the year, but despite the two-seat two-door comparisons, Honda is keen to stress that the car is not a second-generation Insight. ‘It’s much more than that,’ said one official. ‘This is much more of a step ahead than Insight ever was.’ But before the hybrid coupe bows in, Honda will unveil a hybrid version of the current Civic hatchback, using an updated version of the tried-and-tested hybrid technology first seem on the 1999 Insight and more recently on the Civic IMA saloon.
Thứ Năm, 1 tháng 3, 2012
Lexus names its compact hatch CT200h
Lexus has named its new 1-series rival the CT200h. It’s the production version of the LF-Ch concept hatchback – and we’ll see the new CT range properly at the Geneva motor show 2010.
This first official photo appears to be of the same car as our spy photos in January 2010 and shows those redesigned tail lights in full.
The CT200h is Lexus’s entrant in the growing premium C-sector market and will be the only car in class available as a full hybrid; although not yet confirmed, it is understood to use the 1.8-litre hybrid system from the Toyota Prius.
Lexus hopes its new hatch will appeal to existing owners downsizing and act a stepping stone model to lure in younger buyers to the brand who previously would have shopped elsewhere.
This first official photo appears to be of the same car as our spy photos in January 2010 and shows those redesigned tail lights in full.
The CT200h is Lexus’s entrant in the growing premium C-sector market and will be the only car in class available as a full hybrid; although not yet confirmed, it is understood to use the 1.8-litre hybrid system from the Toyota Prius.
Lexus hopes its new hatch will appeal to existing owners downsizing and act a stepping stone model to lure in younger buyers to the brand who previously would have shopped elsewhere.
Toyota Auris Hybrid, FT-86, RAV4, Prius plug-in (2010): first official pictures
Toyota has confirmed its line-up for the 2010 Geneva motor show – and it's fighting back from the throttle recall crisis with a handful of new launches in every which market sector.
The Toyota Auris Hybrid Synergy Drive (HSD) gets its world debut in production spec; it's the first mainstream hybrid car to be manufactured in the UK – and you can read all about it in the new March 2010 issue of CAR Magazine on sale on Wednesday 17 February. CAR went up to the Burnaston factory in Derbyshire for a deep dive on the new mass-market hybrid car from Toyota.
The second hybrid on show will be the new Toyota Prius Plug-in Hybrid, which will be exhibited in full production guise for its European debut.
It's also the European debut of the FT-86 sports car concept – and the first time we've seen the facelifted Toyota RAV4, which adopts a distinctly grown-up face. Is it just us, or there are equal shades of Toyota Landcruiser and VW Tiguan in the new 2010 RAV4 model?
The Toyota Auris Hybrid Synergy Drive (HSD) gets its world debut in production spec; it's the first mainstream hybrid car to be manufactured in the UK – and you can read all about it in the new March 2010 issue of CAR Magazine on sale on Wednesday 17 February. CAR went up to the Burnaston factory in Derbyshire for a deep dive on the new mass-market hybrid car from Toyota.
The second hybrid on show will be the new Toyota Prius Plug-in Hybrid, which will be exhibited in full production guise for its European debut.
It's also the European debut of the FT-86 sports car concept – and the first time we've seen the facelifted Toyota RAV4, which adopts a distinctly grown-up face. Is it just us, or there are equal shades of Toyota Landcruiser and VW Tiguan in the new 2010 RAV4 model?
Hyundai i-flow concept previews 2011 i40
Hyundai will unveil the new i-flow concept cars games at the Geneva motor show 2010. The new i-flow previews the style of Hyundai’s upcoming Sonata replacement, the i40.
This first official photo of the Hyundai i-flow demonstrates familiar design cues: as with the i20 and iX35, hard creases and high hips define an eager stance typical of the new Hyundai style.
The concept comes complete with lightweight plastic glass and solar panels developed by chemicals giant Basf, although only the former has the slightest hope of making it through to production. Hyundai has been experimenting with plastic windows, but still can’t make them durable enough to face the grind of wipers. So, for now, expect lightweight sunroofs if you're lucky.
What can we expect from the new 2011 Hyundai i40?
The outgoing Sonata was a world car, but, to European eyes, it never quite hit the mark. It was generously equipped and sensibly priced, but never made a serious impact on the lucrative fleet market.
Hyundai has tired of trying to hammer a square peg through a round hole, so the new i40, due in early 2011, will be for the European market only and has girded its loins for battle with the Mondeo, Insignia, Avensis and Passat.
So the i40's going to be a repmobile special?
Exactly. Hyundai's not been a big fleet player, with just 15% of its UK share going to corporate users. But that's all changing - and the i40 is part of the masterplan. It'll be equipped with downsized engines including direct-injection petrols and the same range of frugal diesels as the iX35 and Kia Sportage.
Hyundai promises the i40 will still major on value for money. All well and good, but that's the same marketing strategy used to flog the Sonata - and that wouldn’t have been less successful if they had painted it pink and flavoured it with bubblegum...
Will this be enough?
Hyundai is surfing a wave of success with its latest designs: the i10 does its job and the i30 works well as a package. However, for the i40 to be a true competitor in the D-sector market, far more attention must be paid to the lacklustre interior of its predecessor. In this area, recent models do not inspire confidence.
We'll know more about the Hyundai i-flow at the 2010 Geneva motor show; stay tuned for our updates in the run up to the show on 2 March.
This first official photo of the Hyundai i-flow demonstrates familiar design cues: as with the i20 and iX35, hard creases and high hips define an eager stance typical of the new Hyundai style.
The concept comes complete with lightweight plastic glass and solar panels developed by chemicals giant Basf, although only the former has the slightest hope of making it through to production. Hyundai has been experimenting with plastic windows, but still can’t make them durable enough to face the grind of wipers. So, for now, expect lightweight sunroofs if you're lucky.
What can we expect from the new 2011 Hyundai i40?
The outgoing Sonata was a world car, but, to European eyes, it never quite hit the mark. It was generously equipped and sensibly priced, but never made a serious impact on the lucrative fleet market.
Hyundai has tired of trying to hammer a square peg through a round hole, so the new i40, due in early 2011, will be for the European market only and has girded its loins for battle with the Mondeo, Insignia, Avensis and Passat.
So the i40's going to be a repmobile special?
Exactly. Hyundai's not been a big fleet player, with just 15% of its UK share going to corporate users. But that's all changing - and the i40 is part of the masterplan. It'll be equipped with downsized engines including direct-injection petrols and the same range of frugal diesels as the iX35 and Kia Sportage.
Hyundai promises the i40 will still major on value for money. All well and good, but that's the same marketing strategy used to flog the Sonata - and that wouldn’t have been less successful if they had painted it pink and flavoured it with bubblegum...
Will this be enough?
Hyundai is surfing a wave of success with its latest designs: the i10 does its job and the i30 works well as a package. However, for the i40 to be a true competitor in the D-sector market, far more attention must be paid to the lacklustre interior of its predecessor. In this area, recent models do not inspire confidence.
We'll know more about the Hyundai i-flow at the 2010 Geneva motor show; stay tuned for our updates in the run up to the show on 2 March.
Peugeot 5 concept car (2010): first photos
The '5 by Peugeot' is a heavy hint of what to expect from the new Peugeot 508. Forget the silly name, we'll call it the Peugeot 5 concept car. It'll be the centrepiece of the Peugeot stand at the 2010 Geneva motor show and the new concept car encapsulates the new design direction espoused by last month's SR1 roadster concept in a more production-ready vehicle.
The 5 name is designed to prepare us for the shift from 407 to 508 – this is a thinly veiled hint of the production 508 saloon which will compete with the Mondeo/Insignia/Laguna/C5 set.
The new Peugeot 508 – or a hint, at least
Peugeot calls the 5 concept car a 'large luxury vehicle', but we all know the problems that have beset large French luxobarges in the past. The new 5 concept car is 4860mm long and rides on whopping 19in alloys.
The 5 is certainly more striking than its ageing 407/607 predecessors, with its brushed aluminium window surrounds and door handles, and there are plenty of details purloined from the SR1 concept: the smaller, more recessed grille is more elegant than the massive shark's gob that's adorned recent efforts. And we like the sculpted-away feel of the metalwork, implying lightness. Bulky is out of favour in Paris, at last.
But let's not get carried away. At least one CAR hack spluttered something about 'a French Insignia' when the first photos popped in our inbox this evening. Perhaps the final stylistic verdict should wait for Geneva.
Peugeot 5: it's another French hybrid
The 5 is yet another Peugeot powered by the PSA HYbrid4 system, which mixes a 163bhp 2.0-litre diesel with a 37bhp electric motor driving the rear wheels. Power stands at 200bhp, economy at 73mpg and CO2 tumbles to just 99g/km, or nil in zero-emissions electric mode around town.
This is real tech: the first production Peugeot hybrid will be the 3008 due in 2011. What's clever about HYbrid4 is that it can be scaled to fit in several of PSA's architectures, not just the bigger cars, because the rear axle is essentially a plug-in add-on.
Hints of SR1 in a saloon bodystyle
The SR1 roadster was shown in early January 2010 to indicate a shift in emphasis in Peugeot's design values, and was part of a wider relaunch of the whole brand. 'Bravo' we said – for CAR has been too quick to slate Peugeot's recent efforts, and we applaud the attempt to make them interesting again.
This new Geneva concept is an indication that our hopes may yet be realised. Follow our show coverage which kicks off on 1 March 2010 – live from the Geneva motor show floor.
The 5 name is designed to prepare us for the shift from 407 to 508 – this is a thinly veiled hint of the production 508 saloon which will compete with the Mondeo/Insignia/Laguna/C5 set.
The new Peugeot 508 – or a hint, at least
Peugeot calls the 5 concept car a 'large luxury vehicle', but we all know the problems that have beset large French luxobarges in the past. The new 5 concept car is 4860mm long and rides on whopping 19in alloys.
The 5 is certainly more striking than its ageing 407/607 predecessors, with its brushed aluminium window surrounds and door handles, and there are plenty of details purloined from the SR1 concept: the smaller, more recessed grille is more elegant than the massive shark's gob that's adorned recent efforts. And we like the sculpted-away feel of the metalwork, implying lightness. Bulky is out of favour in Paris, at last.
But let's not get carried away. At least one CAR hack spluttered something about 'a French Insignia' when the first photos popped in our inbox this evening. Perhaps the final stylistic verdict should wait for Geneva.
Peugeot 5: it's another French hybrid
The 5 is yet another Peugeot powered by the PSA HYbrid4 system, which mixes a 163bhp 2.0-litre diesel with a 37bhp electric motor driving the rear wheels. Power stands at 200bhp, economy at 73mpg and CO2 tumbles to just 99g/km, or nil in zero-emissions electric mode around town.
This is real tech: the first production Peugeot hybrid will be the 3008 due in 2011. What's clever about HYbrid4 is that it can be scaled to fit in several of PSA's architectures, not just the bigger cars, because the rear axle is essentially a plug-in add-on.
Hints of SR1 in a saloon bodystyle
The SR1 roadster was shown in early January 2010 to indicate a shift in emphasis in Peugeot's design values, and was part of a wider relaunch of the whole brand. 'Bravo' we said – for CAR has been too quick to slate Peugeot's recent efforts, and we applaud the attempt to make them interesting again.
This new Geneva concept is an indication that our hopes may yet be realised. Follow our show coverage which kicks off on 1 March 2010 – live from the Geneva motor show floor.
Porsche Panamera to get new V6 engine
Porsche will reveal two new 3.6 V6 petrol versions of the Panamera at the Beijing motor show 2010. These are the first official photos of the new models, the Panamera and Panamera 4, which will be offered as cheaper alternatives to the S, 4S and Turbo versions.
In the rear-wheel drive entry-level Porsche Panamera, the new 296bhp, 295lb ft V6 powerplant produces 265g/km of CO2 and will manage just 25 miles on a gallon of fuel. On both counts, that's worse than the V8 in the S4... However, with the optional upgrade to the seven-speed PDK twin-clutch 'box, CO2 output falls by 57g/km and fuel consumption creeps to just over 30mpg.
So how fast is the new basic Panamera V6?
Considering the new V6 lugs 1730kg of girth around, the boggo Panamera is still remarkably swift: 62mph passes in 6.8sec and top speed stands at 162mph.
The entry-level Panamera V6 is also available with four-wheel drive: the Panamera 4 comes with PDK and is predictably thirstier, smoking out 225g/km of CO2 and averaging 29.4mpg on the combined cycle. Top speed of the 4wd V6 is also a little lower at 160mph, although 0-62mph takes 6.1sec thanks to lower gearing on the seven-speed PDK and superior traction.
The Porsche Panamera arrives in June 2010 priced at £61,461; the Panamera 4 costs around £5500 more. You'll have to wait until 2011 for the new petrol-electric Panamera Hybrid.
In the rear-wheel drive entry-level Porsche Panamera, the new 296bhp, 295lb ft V6 powerplant produces 265g/km of CO2 and will manage just 25 miles on a gallon of fuel. On both counts, that's worse than the V8 in the S4... However, with the optional upgrade to the seven-speed PDK twin-clutch 'box, CO2 output falls by 57g/km and fuel consumption creeps to just over 30mpg.
So how fast is the new basic Panamera V6?
Considering the new V6 lugs 1730kg of girth around, the boggo Panamera is still remarkably swift: 62mph passes in 6.8sec and top speed stands at 162mph.
The entry-level Panamera V6 is also available with four-wheel drive: the Panamera 4 comes with PDK and is predictably thirstier, smoking out 225g/km of CO2 and averaging 29.4mpg on the combined cycle. Top speed of the 4wd V6 is also a little lower at 160mph, although 0-62mph takes 6.1sec thanks to lower gearing on the seven-speed PDK and superior traction.
The Porsche Panamera arrives in June 2010 priced at £61,461; the Panamera 4 costs around £5500 more. You'll have to wait until 2011 for the new petrol-electric Panamera Hybrid.
Lotus Elise (2010): a new face for evergreen roadster
Lotus has just whisked the covers off the new, sleeker 2011 model year Elise – with a new fish-eyed face inspired by the Evora and a one-off 2007 'concept toy car' made for model car specialists Hot Wheels.
The 2011 Lotus Elise will be shown at the 2010 Geneva auto show next month. It's a modest facelift with those wedgier lamps, LED day-running lights, more pronounced grille and fresh rear bumper and engine deck, but many of the changes are under the skin.
Lotus Elise 2011: the engineering changes
Norfolk continues its engine partnership with Toyota and has swapped the 1.8-litre four-pot for another Japanese-sourced four cylinder, this time downsized to 1.6 for the entry-level Elise S, sporting 134bhp and 118lb ft.
It's the 1ZR engine with Valvematic breathing apparatus and a lower redline than the previous, manic 1.8. This one revs to 7000rpm for a transient, two-second burst. More importantly, it will clip around 30g/km off the existing Elise S's CO2 figure of 179g/km.
Although less powerful than the old 1.8, the new base Elise is in fact quicker – thanks to one fewer gearchanges required to pass the benchmark 60mph in 6.0sec. The ton passes in 18.3sec and top speed stands at 124mph.
So the new Lotus Elise is the exciting way to save the planet?
You could say that. We've been harping on about lightweight Elises for as long as we could remember – and we know your views on saving weight and the associated benefits to handling, performance, CO2 and economy. Although not official, Lotus is promising a mandated CO2 figure of below 155g/km, and the signs are it could even be 140-something. That's neat for a sports car.
And what about the other, gutsier Elises?
The Elise R continues with the 192bhp 1.8 Toyota unit (196g/km of CO2), while the supercharged SC model develops 217bhp and just sneaks under the double-ton barrier with 199g/km of CO2.
The new 2011 model year models land in April 2010, priced very close to today's model. That means from around £26,550 for the starter S, £29,950 for the R and £32,950 for the SC.
The 2011 Lotus Elise will be shown at the 2010 Geneva auto show next month. It's a modest facelift with those wedgier lamps, LED day-running lights, more pronounced grille and fresh rear bumper and engine deck, but many of the changes are under the skin.
Lotus Elise 2011: the engineering changes
Norfolk continues its engine partnership with Toyota and has swapped the 1.8-litre four-pot for another Japanese-sourced four cylinder, this time downsized to 1.6 for the entry-level Elise S, sporting 134bhp and 118lb ft.
It's the 1ZR engine with Valvematic breathing apparatus and a lower redline than the previous, manic 1.8. This one revs to 7000rpm for a transient, two-second burst. More importantly, it will clip around 30g/km off the existing Elise S's CO2 figure of 179g/km.
Although less powerful than the old 1.8, the new base Elise is in fact quicker – thanks to one fewer gearchanges required to pass the benchmark 60mph in 6.0sec. The ton passes in 18.3sec and top speed stands at 124mph.
So the new Lotus Elise is the exciting way to save the planet?
You could say that. We've been harping on about lightweight Elises for as long as we could remember – and we know your views on saving weight and the associated benefits to handling, performance, CO2 and economy. Although not official, Lotus is promising a mandated CO2 figure of below 155g/km, and the signs are it could even be 140-something. That's neat for a sports car.
And what about the other, gutsier Elises?
The Elise R continues with the 192bhp 1.8 Toyota unit (196g/km of CO2), while the supercharged SC model develops 217bhp and just sneaks under the double-ton barrier with 199g/km of CO2.
The new 2011 model year models land in April 2010, priced very close to today's model. That means from around £26,550 for the starter S, £29,950 for the R and £32,950 for the SC.
Jaguar XKR Speed Pack (2010) first pictures
Jaguar will launch two new styling and performance packs for the 2011 model year XKR coupe at the Geneva motor show. The new XKR Speed Pack and Black Pack lets customers spec up styling accoutrements and raise the top speed from a limited 155mph to 174mph.
Jaguar XKR Speed Pack
This Jag XKR does what it says on the tin, unleashing the potential of the 503bhp/461lb ft supercharged V8 for a £3500 supplement. Top speed is raised from 155mph to 174mph, after some ECU tweaking – and even that top whack is limited.
The Jag XKR Speed Pack includes a new front splitter and larger rear spoiler to counter lift, while the active diff is retuned to boost stability on those 20in alloys. Body-coloured sills and rear diffuser and chrome-tinted window surrounds, grilles and side gills are further giveaways.
Jaguar XKR Black Pack
The Black Pack is a styling kit available only on Speed Pack-specced XKRs and adds a further £500 to the bill. No prizes for guessing what this one’s about: it’s all about stealth black, making it perfect for drugs dealers or goths.
All XKRs ordered with the Black Pack come with wheels painted black gloss, with a similar dark hue on the window chrome, grille, spoilers and charcoal leather inside. All very moody.
But – hang on a minute – what’s this? You can in fact spec the XKR Black Pack with Polaris White or Salsa Red paint instead of the Ultimate Black colour. Which leaves us very confused…
Jaguar at the 2010 Geneva motor show
The £78,955 range-topping XKR on show at Geneva will sport both packs, plus piano black veneer and the red brake callipers now standard on all supercharged XKs.
Prices for the new 2011 model year XK range start at £61,955 for a 5.0 naturally aspirated V8.
Jaguar XKR Speed Pack
This Jag XKR does what it says on the tin, unleashing the potential of the 503bhp/461lb ft supercharged V8 for a £3500 supplement. Top speed is raised from 155mph to 174mph, after some ECU tweaking – and even that top whack is limited.
The Jag XKR Speed Pack includes a new front splitter and larger rear spoiler to counter lift, while the active diff is retuned to boost stability on those 20in alloys. Body-coloured sills and rear diffuser and chrome-tinted window surrounds, grilles and side gills are further giveaways.
Jaguar XKR Black Pack
The Black Pack is a styling kit available only on Speed Pack-specced XKRs and adds a further £500 to the bill. No prizes for guessing what this one’s about: it’s all about stealth black, making it perfect for drugs dealers or goths.
All XKRs ordered with the Black Pack come with wheels painted black gloss, with a similar dark hue on the window chrome, grille, spoilers and charcoal leather inside. All very moody.
But – hang on a minute – what’s this? You can in fact spec the XKR Black Pack with Polaris White or Salsa Red paint instead of the Ultimate Black colour. Which leaves us very confused…
Jaguar at the 2010 Geneva motor show
The £78,955 range-topping XKR on show at Geneva will sport both packs, plus piano black veneer and the red brake callipers now standard on all supercharged XKs.
Prices for the new 2011 model year XK range start at £61,955 for a 5.0 naturally aspirated V8.
Bentley Continental Supersports Convertible (2010): first official pictures
Bentley today opened up its new Continental Supersports Convertible – the soft-top version of the E85-swilling Supersports coupé. It's the fastest rag-top ever to roll out of Crewe's gates, hitting 60mph in 3.9sec and 202mph flat out.
The four-seater Conti Supersports Convertible follows closely the format of the 2009 coupé and arrives as Bentley has extended the Supersports' E85 diet across the entire 2011 model year Continental range. It's all part of Bentley's pledge to have every model biofuel-compatible by 2012, a key plank in its bid to make Bentleys acceptable in a carbon-crunched world.
Bentley Continental Supersports Convertible: the hardware
No surprises under the bonnet: the Supersports cab packs the same 621bhp twin-turbo W12, bolstered to cope with the new E85 diet (it can in fact run on biofuel, unleaded or any combination of the two if you like mixing your drinks – without any change to power or torque).
Although some argue that biofuels offer questionable green credentials, Bentley points out that the well-to-wheel CO2 reduction stands at around 70%. Which helps assuage the guilt of its 17mpg combined economy figure and 388g/km of CO2.
It's blindingly fast, thanks to a stout 590lb ft of twist; I passengered race car veteran Derek Bell up the Goodwood hill climb in the Supersports coupé last summer and can vouch for the thrust on offer – it's quite astonishing for such a big car. The 90kg weight saving over the existing GTC Speed model helps, of course.
The engineering changes
As with the coupé, the rag-top Supersports has tweaks across almost every aspect of its driveline and chassis. The six-speed ZF auto is programmed to mesh the next cog 50% faster for more brutal gearchanges and the the torque split is now rear-biased 60:40 to stymie understeer during hard cornering.
Don't worry if you want to mooch in your new top-dog Bentley cab; Crewe assures us the Supersports wafts as well as it weaves through the corners, with adjustable dampers to pamper or flatten.
What else is new on the Conti range?
Inside, the Supersports Convertible features satin-effect carbonfibre trim, Alcantara and soft leathers for a cosseting cabin. But all Continental models now get six new paint colours, intelligent radar-based cruise control that can crawl through traffic and new multimedia functions.
The four-seater Conti Supersports Convertible follows closely the format of the 2009 coupé and arrives as Bentley has extended the Supersports' E85 diet across the entire 2011 model year Continental range. It's all part of Bentley's pledge to have every model biofuel-compatible by 2012, a key plank in its bid to make Bentleys acceptable in a carbon-crunched world.
Bentley Continental Supersports Convertible: the hardware
No surprises under the bonnet: the Supersports cab packs the same 621bhp twin-turbo W12, bolstered to cope with the new E85 diet (it can in fact run on biofuel, unleaded or any combination of the two if you like mixing your drinks – without any change to power or torque).
Although some argue that biofuels offer questionable green credentials, Bentley points out that the well-to-wheel CO2 reduction stands at around 70%. Which helps assuage the guilt of its 17mpg combined economy figure and 388g/km of CO2.
It's blindingly fast, thanks to a stout 590lb ft of twist; I passengered race car veteran Derek Bell up the Goodwood hill climb in the Supersports coupé last summer and can vouch for the thrust on offer – it's quite astonishing for such a big car. The 90kg weight saving over the existing GTC Speed model helps, of course.
The engineering changes
As with the coupé, the rag-top Supersports has tweaks across almost every aspect of its driveline and chassis. The six-speed ZF auto is programmed to mesh the next cog 50% faster for more brutal gearchanges and the the torque split is now rear-biased 60:40 to stymie understeer during hard cornering.
Don't worry if you want to mooch in your new top-dog Bentley cab; Crewe assures us the Supersports wafts as well as it weaves through the corners, with adjustable dampers to pamper or flatten.
What else is new on the Conti range?
Inside, the Supersports Convertible features satin-effect carbonfibre trim, Alcantara and soft leathers for a cosseting cabin. But all Continental models now get six new paint colours, intelligent radar-based cruise control that can crawl through traffic and new multimedia functions.
VW Polo GTI (2010): first news and photos
Volkswagen has just issued these first photos of the new 2010 Polo GTI. It uses the 1.4-litre TSI engine with turbo- and supercharging to liberate a stocky 178bhp – enough to make the Polo GTI into a proper little pocket rocket.
The first hot Polo was the supercharged G40 of 1986, but that developed a relatively weedy 112bhp. The new 2010-spec Volkswagen Polo GTI is powerful enough to hit 62mph in 6.9sec and reach a 142mph V-max. Nibbling at the heels of the VW Golf GTI Mk6, then...
VW Polo GTI (2010): what's new
As well as sporting the VW Group's latest TSI engine, the hot Polo has a raft of engineering mods. The XDS electronics – as on the Golf GTI – act as a stability control system to cope with the 184lb ft torque wave from 2000-4500rpm, in a bid to prevent the steering wheel having a mind of its own under heavy acceleration.
Springs and dampers are uprated, the ride is 15mm lower than stock Polos and the only transmission available at launch in August 2010 will be VW's dry-clutch seven-speed DSG twin-clutch 'box.
There's no mistaking the Polo hot hatchback for anything other than a GTI: those 17in telephone dial alloys are identical to its big brother's, and the steering wheel has taken a tumble with a flat bottom as is the fashion these days in go-faster VW Group products. Tartan seats are available, too.
When can I buy the new Volkswagen Polo GTI?
Production starts in June 2010, with first UK deliveries due in August 2010. Expect a price tag approaching £18,000 and both three- and five-door bodystyles. A grown-up GTI in every respect, it seems.
The first hot Polo was the supercharged G40 of 1986, but that developed a relatively weedy 112bhp. The new 2010-spec Volkswagen Polo GTI is powerful enough to hit 62mph in 6.9sec and reach a 142mph V-max. Nibbling at the heels of the VW Golf GTI Mk6, then...
VW Polo GTI (2010): what's new
As well as sporting the VW Group's latest TSI engine, the hot Polo has a raft of engineering mods. The XDS electronics – as on the Golf GTI – act as a stability control system to cope with the 184lb ft torque wave from 2000-4500rpm, in a bid to prevent the steering wheel having a mind of its own under heavy acceleration.
Springs and dampers are uprated, the ride is 15mm lower than stock Polos and the only transmission available at launch in August 2010 will be VW's dry-clutch seven-speed DSG twin-clutch 'box.
There's no mistaking the Polo hot hatchback for anything other than a GTI: those 17in telephone dial alloys are identical to its big brother's, and the steering wheel has taken a tumble with a flat bottom as is the fashion these days in go-faster VW Group products. Tartan seats are available, too.
When can I buy the new Volkswagen Polo GTI?
Production starts in June 2010, with first UK deliveries due in August 2010. Expect a price tag approaching £18,000 and both three- and five-door bodystyles. A grown-up GTI in every respect, it seems.
Vauxhall/Opel Flextreme GT/E concept (2010)
This is the Opel Flextreme GT/E, a new concept that Vauxhall’s sister brand will unveil at the 2010 Geneva motor show next month. It’s Vauxhall/Opel’s second Flextreme show car games – the original was revealed at the 2007 Frankfurt show – and previews how GM’s extended-range electric vehicle technology can be utilised in large cars – the GT/E uses the same electrified powertrain that is found in the more compact Ampera.
Tell me about Vauxhall/Opel Flextreme GT/E’s powertrain please.
The GT/E has uses the same E-REV (extended-range electric vehicle) technology that’s been developed for the Ampera. That means an electric motor driven by lithium-ion batteries, and an internal combustion engine that's used as a back up.
In the Flextreme GT/E a T-shaped lithium-ion battery ocated under the floor and rear seats gives a zero emissions range of up to 40 miles. Once the batteries are drained the 1.4-litre four-cylinder petrol engine kicks in, pushing the GT/E’s range to over 300 miles (and thus negating ‘range anxiety’), but Vauxhall claims this still equates to an average of 175mpg, and less than 40g/km CO2.
The electric drive unit produces 273lb ft, so with all that twist going through the 21-inch (but slim 195/45) front wheels the Flextreme GT/E will scrabble to 62mph in under nine seconds. Top speed is over 125mph.
Haven’t we seen a Vauxhall Flextreme concept before?
We have – Opel unveiled a Flextreme show car at the 2007 Frankfurt motor show. But while that car was a boxy and bulbous, the new carbon-bodied concept is much sleeker – it’s a heavy hint at how Vauxhall/Opel will further develop the design language already seen on the Insignia and latest Astra.
The design language also incorporates sophisticated aerodynamics – the GT/E has a projected drag co-efficient of just 0.22Cd. The nose section has a low bonnet, energy-saving LED lights and a slim trapezoid grille with the charging socket. The bonnet is vented to draw air out of the engine compartment, there’s a flat underbody, the stubby C-pillars stand proud of the bodywork, and the wraparound boot lid features LED lights.
The GT/E also has suicide doors, but the door handles have been replaced by light sensors to keep the exterior looks uncluttered. Cameras replace the door mirrors, and above 30mph a vertical panel extends from behind each rear wheelarch to direct the airflow and reduce drag.
The Flextreme GT/E will be revealed at the 2010 Geneva motor show next month. Click here for CAR Online's A-Z preview of the 2010 Geneva show.
Tell me about Vauxhall/Opel Flextreme GT/E’s powertrain please.
The GT/E has uses the same E-REV (extended-range electric vehicle) technology that’s been developed for the Ampera. That means an electric motor driven by lithium-ion batteries, and an internal combustion engine that's used as a back up.
In the Flextreme GT/E a T-shaped lithium-ion battery ocated under the floor and rear seats gives a zero emissions range of up to 40 miles. Once the batteries are drained the 1.4-litre four-cylinder petrol engine kicks in, pushing the GT/E’s range to over 300 miles (and thus negating ‘range anxiety’), but Vauxhall claims this still equates to an average of 175mpg, and less than 40g/km CO2.
The electric drive unit produces 273lb ft, so with all that twist going through the 21-inch (but slim 195/45) front wheels the Flextreme GT/E will scrabble to 62mph in under nine seconds. Top speed is over 125mph.
Haven’t we seen a Vauxhall Flextreme concept before?
We have – Opel unveiled a Flextreme show car at the 2007 Frankfurt motor show. But while that car was a boxy and bulbous, the new carbon-bodied concept is much sleeker – it’s a heavy hint at how Vauxhall/Opel will further develop the design language already seen on the Insignia and latest Astra.
The design language also incorporates sophisticated aerodynamics – the GT/E has a projected drag co-efficient of just 0.22Cd. The nose section has a low bonnet, energy-saving LED lights and a slim trapezoid grille with the charging socket. The bonnet is vented to draw air out of the engine compartment, there’s a flat underbody, the stubby C-pillars stand proud of the bodywork, and the wraparound boot lid features LED lights.
The GT/E also has suicide doors, but the door handles have been replaced by light sensors to keep the exterior looks uncluttered. Cameras replace the door mirrors, and above 30mph a vertical panel extends from behind each rear wheelarch to direct the airflow and reduce drag.
The Flextreme GT/E will be revealed at the 2010 Geneva motor show next month. Click here for CAR Online's A-Z preview of the 2010 Geneva show.
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