No new car for Alfa at Frankfurt?
No, but the brand did launch a customisation programme called ‘Unique Alfa’ to make its cars look even better. Three ranges will be offered: Vintage (retro/traditional), TI or Turismo Internazionale (Sporty) and Collezione (fashion and style). One of the ‘Vintage’ options includes adding Alfa’s great old script logo behind the front wheel arch while ‘TI’ additions include lowering the ride height, boosting the brakes and adding high performance tyres.
Isn’t offering ‘retro’ a bit of a dead end?
If all you do as a brand is look back, of course. But A) Alfa is also offering two other custom ranges with modern sporty seats and other 21st century options and B) the brand does have a fantastic past to plunder style cues from and has interpreted them into its modern cars pretty well in most cases – just witness the wood-covered steering wheel and ribbed brown leather seats above.
Thứ Bảy, 3 tháng 3, 2012
Alpina's M car baiting line-up (2007): first official pictures
You mean BMW Alpina?
We do, because the Buchloe-based manufacturer has to feature the blue and white propeller badge on all its cars games. Although Alpina is considered a manufacturer in its own right, that’s just how the deal with BMW works. And the self-proclaimed ‘manufacturer of exclusive automobiles’ unveiled three new cars at Frankfurt. There were more powerful versions of the B5 and B6, plus a new B3 cabrio.
B6, eh? You mean they make vitamins?
Nope, those are Alpina’s model designations: you may not have even heard of them before as Alpina doesn’t advertise. So B3 is a 3-series and the cabrio unveiled at Frankfurt featured the 3.0-litre twin-turbo straight six from the 335i. Add in a few Alpina tweaks and power is up to a still relatively unstressed 355bhp (from 306bhp). However it’s the 369lb ft from 3800-5000rpm that makes this car an M3-baiter. That V8 Three only has 295lb ft. And you can get the B3 as an auto too. If wind in your hair motoring isn’t your thing then try the saloon, which has beaten the M3 saloon to the market. Unfortunately neither Alpina nor BMW looks set to build a Touring estate version of their hot 3-series.
We do, because the Buchloe-based manufacturer has to feature the blue and white propeller badge on all its cars games. Although Alpina is considered a manufacturer in its own right, that’s just how the deal with BMW works. And the self-proclaimed ‘manufacturer of exclusive automobiles’ unveiled three new cars at Frankfurt. There were more powerful versions of the B5 and B6, plus a new B3 cabrio.
B6, eh? You mean they make vitamins?
Nope, those are Alpina’s model designations: you may not have even heard of them before as Alpina doesn’t advertise. So B3 is a 3-series and the cabrio unveiled at Frankfurt featured the 3.0-litre twin-turbo straight six from the 335i. Add in a few Alpina tweaks and power is up to a still relatively unstressed 355bhp (from 306bhp). However it’s the 369lb ft from 3800-5000rpm that makes this car an M3-baiter. That V8 Three only has 295lb ft. And you can get the B3 as an auto too. If wind in your hair motoring isn’t your thing then try the saloon, which has beaten the M3 saloon to the market. Unfortunately neither Alpina nor BMW looks set to build a Touring estate version of their hot 3-series.
Farbio GTS (2007): first official pictures
Looks good. How much?
Not impatient, are you? This is the Farbio GTS, another British attempt at a sports car and it’s yours from £59,925. It’s already in production, though ‘near Bath’ doesn’t have the same ring to it as Maranello. Nevertheless Farbio doesn’t appear worried, declaring the GTS the ‘definitive British sports car’.
With a price to match the 911, and being 911-sized is it…
…taking on the 911? Of course. It even shares its name with a Porsche, albeit the Cayenne GTS. At 4215mm long, 1940mm wide and 1170mm high, it’s shorter, wider and lower than Porsche’s iconic car. However, the GTS is only a two-seater as this car is mid-engined.
Not impatient, are you? This is the Farbio GTS, another British attempt at a sports car and it’s yours from £59,925. It’s already in production, though ‘near Bath’ doesn’t have the same ring to it as Maranello. Nevertheless Farbio doesn’t appear worried, declaring the GTS the ‘definitive British sports car’.
With a price to match the 911, and being 911-sized is it…
…taking on the 911? Of course. It even shares its name with a Porsche, albeit the Cayenne GTS. At 4215mm long, 1940mm wide and 1170mm high, it’s shorter, wider and lower than Porsche’s iconic car. However, the GTS is only a two-seater as this car is mid-engined.
Renault Clio 197 Cup
Renault Clio Renaultsport 197 Cup: the lowdown
Look past the mouthful of a name (Renaultsport models still manage to be a real mouthful, n'est-ce pas?), and this should be one of our favourite hot hatches of the year. The new Clio 197 Cup is the full production version of the limited-edition Renault Clio 197 F1 Team R27. See what I mean about long names? This is the hot hatch for discerning hot hatch lovers - only those with precision g-meters built into their backsides will fully appreciate the chassis tweaks that make the Cup a dartier, more precise pocket rocket. We're talking a 7mm drop in ride height, with stiffer springs and recalibrated dampers.
What else is new on the Clio 197 Cup?
Those suspension tweaks are the main change; the spring and damper rates are claimed to be 27 percent stiffer at the front, 30 percent at the rear, making the Cup track flat and hard through the twisty stuff. We thought the chassis revisions on the limited-edition R27 were the business, and there's no reason why they won't work on this regular 197 version. The only other mechanical change is longer gearing, which will become standard on all Clio 197s from now on. Both fifth and sixth gears are stretched marginally (top now runs 20.5mph per 1000rpm, rather than the boisterous 18.9mph in the normal 197) to make motorway cruising a less riotous affair. We're not convinced that's enough to make the Clio a proper long-distance proposition; take CAR's long-term test car on a long trip, and it's like spending an evening in a drum 'n' bass nightclub.
Look past the mouthful of a name (Renaultsport models still manage to be a real mouthful, n'est-ce pas?), and this should be one of our favourite hot hatches of the year. The new Clio 197 Cup is the full production version of the limited-edition Renault Clio 197 F1 Team R27. See what I mean about long names? This is the hot hatch for discerning hot hatch lovers - only those with precision g-meters built into their backsides will fully appreciate the chassis tweaks that make the Cup a dartier, more precise pocket rocket. We're talking a 7mm drop in ride height, with stiffer springs and recalibrated dampers.
What else is new on the Clio 197 Cup?
Those suspension tweaks are the main change; the spring and damper rates are claimed to be 27 percent stiffer at the front, 30 percent at the rear, making the Cup track flat and hard through the twisty stuff. We thought the chassis revisions on the limited-edition R27 were the business, and there's no reason why they won't work on this regular 197 version. The only other mechanical change is longer gearing, which will become standard on all Clio 197s from now on. Both fifth and sixth gears are stretched marginally (top now runs 20.5mph per 1000rpm, rather than the boisterous 18.9mph in the normal 197) to make motorway cruising a less riotous affair. We're not convinced that's enough to make the Clio a proper long-distance proposition; take CAR's long-term test car on a long trip, and it's like spending an evening in a drum 'n' bass nightclub.
BMW 1-series Convertible (2007) first official pictures
A 1-series Convertible? Seems like a logical step…
Indeed it does. BMW is gradually filling every niche with every possible model combination. So after three- and five-door hatches, and a coupe, here’s the convertible version of the 1-series. It’s the same formula that BMW has used with the 3-series to such success, and the Bavarians are banking on the Coupe and Convertible to spearhead the launch of the 1-series range in the USA.
So tell me about the roof?
Of course it’s electric, and BMW claims it’s the first premium convertible in this sector. Audi’s A3 cabriolet will be here soon, but it won't arrive until 2008. The 1-series' fabric roof opens and closes in 22 seconds, and can operate at low speeds. For posing value of course. The car will still seat four, but those two poor souls in the back will be very short on leg space. BMW is also claiming a world first with the roof design. As an option, you can elect for an anthracite roof with ‘interwoven shiny fibres’. Basically it's a sparkly roof, or in BMW speak it ‘produces charming reflections in sunlight’. Sounds more like a dodgy sweater your auntie knits for you.
Indeed it does. BMW is gradually filling every niche with every possible model combination. So after three- and five-door hatches, and a coupe, here’s the convertible version of the 1-series. It’s the same formula that BMW has used with the 3-series to such success, and the Bavarians are banking on the Coupe and Convertible to spearhead the launch of the 1-series range in the USA.
So tell me about the roof?
Of course it’s electric, and BMW claims it’s the first premium convertible in this sector. Audi’s A3 cabriolet will be here soon, but it won't arrive until 2008. The 1-series' fabric roof opens and closes in 22 seconds, and can operate at low speeds. For posing value of course. The car will still seat four, but those two poor souls in the back will be very short on leg space. BMW is also claiming a world first with the roof design. As an option, you can elect for an anthracite roof with ‘interwoven shiny fibres’. Basically it's a sparkly roof, or in BMW speak it ‘produces charming reflections in sunlight’. Sounds more like a dodgy sweater your auntie knits for you.
Mazda Taiki concept: first official pictures
Mazda Taiki: the lowdown
Is it just us, or has Mazda gone a bit concept car crazy in recent months? Its current design mantra of 'nagare' - or flow - has spawned the Nagare, Ryuga and Hakaze show-offs at recent motor shows. And, true to form, there will be another car in the series at the Tokyo Motor Show later this month. That honour befalls the Taiki, a clean-fuel two-seater that's again inspired by natural waves and rhythms of nature, apparently. Officials drop hints that it'll inform the design of the next RX-8, but then spokespeople always say that sort of thing, don't they? Our guess is that Mazda is slowly but surely playing with a new style, and we're inching closer to flavours of what will actually appear in a showroom near you. Eventually. Don't expect sci-fi style out-rigger rear wheels quite yet, though...
The Taiki looks nothing like the next RX-8, surely?
You're right - this is a long, long way from any kind of production reality. But squint awhile at the front end, and you're not a million miles away from future design cues. The grille treatment, in particular, is said to be a preview of a fresh facial expression for Mazdas. The Taiki also premieres a new package of aerodynamic aids, although Mazda isn't elaborating any more until its Tokyo debut. Many manufacturers are playing with semi-active aero aids, so expect moving body parts to smoothe the airflow.
Is it just us, or has Mazda gone a bit concept car crazy in recent months? Its current design mantra of 'nagare' - or flow - has spawned the Nagare, Ryuga and Hakaze show-offs at recent motor shows. And, true to form, there will be another car in the series at the Tokyo Motor Show later this month. That honour befalls the Taiki, a clean-fuel two-seater that's again inspired by natural waves and rhythms of nature, apparently. Officials drop hints that it'll inform the design of the next RX-8, but then spokespeople always say that sort of thing, don't they? Our guess is that Mazda is slowly but surely playing with a new style, and we're inching closer to flavours of what will actually appear in a showroom near you. Eventually. Don't expect sci-fi style out-rigger rear wheels quite yet, though...
The Taiki looks nothing like the next RX-8, surely?
You're right - this is a long, long way from any kind of production reality. But squint awhile at the front end, and you're not a million miles away from future design cues. The grille treatment, in particular, is said to be a preview of a fresh facial expression for Mazdas. The Taiki also premieres a new package of aerodynamic aids, although Mazda isn't elaborating any more until its Tokyo debut. Many manufacturers are playing with semi-active aero aids, so expect moving body parts to smoothe the airflow.
Suzuki Kizashi 2, X-Head and PIXY concepts (2007): first official pictures
Suzuki Kizashi 2, X-Head and PIXY: the lowdown
The Japanese car industry is enjoying the run-up to the Tokyo Motor Show at the end of this month, with a steady stream of new metal - and typically madcap concept cars in particular. Suzuki is the latest manufacturer to provide us with teaser shots of its wares. The Kizashi 2 (above left) is a further derivative of its Frankfurt concept for a future Mondeo rival. This one looks more like a coupe version, with a lower roofline and a smaller grille, and it's powered by a 3.6-litre V6 driving the just-for-show monstrous 22-inch alloys. While the Kizashi previews a future production car, Suzuki's other show cars are all about showing off.
The X-Head is a Tonka toy vehicle with looks chunky enough to qualify for a sci-fi film cast, while its interior seeks its inspiration from wetsuits, apparently. What's the point of it? It's designed to showcase Suzuki's knowledge of tough working vehicles, so imagine it pounding the beaches of Baywatch, rather than your child's sandpit. Take a deep breath, because Suzuki's next Tokyo treat is an especially crazy one.
The PIXY is a step up from a Segway - it's a mobility pod to transport one in upright, telephone booth style. Naturally, the PIXY is electric for zero emissions around town and its claimed range is 20 miles. If your battery runs out, there's a mother ship called the Suzuki Sharing Coach that can carry two PIXYs. It's easy to scoff at the more outrageous cars shown at Tokyo, but we have to remember the cultural backdrop. Japanese show-goers love to be wowed by far-out-there concepts and are less incredulous than some western observers. And even the maddest show cars often have a kernel of serious research within. Maybe it's the slightly mad, visionary concepts that have brought Japanese manufacturing to its position of engineering dominance today.
The Japanese car industry is enjoying the run-up to the Tokyo Motor Show at the end of this month, with a steady stream of new metal - and typically madcap concept cars in particular. Suzuki is the latest manufacturer to provide us with teaser shots of its wares. The Kizashi 2 (above left) is a further derivative of its Frankfurt concept for a future Mondeo rival. This one looks more like a coupe version, with a lower roofline and a smaller grille, and it's powered by a 3.6-litre V6 driving the just-for-show monstrous 22-inch alloys. While the Kizashi previews a future production car, Suzuki's other show cars are all about showing off.
The X-Head is a Tonka toy vehicle with looks chunky enough to qualify for a sci-fi film cast, while its interior seeks its inspiration from wetsuits, apparently. What's the point of it? It's designed to showcase Suzuki's knowledge of tough working vehicles, so imagine it pounding the beaches of Baywatch, rather than your child's sandpit. Take a deep breath, because Suzuki's next Tokyo treat is an especially crazy one.
The PIXY is a step up from a Segway - it's a mobility pod to transport one in upright, telephone booth style. Naturally, the PIXY is electric for zero emissions around town and its claimed range is 20 miles. If your battery runs out, there's a mother ship called the Suzuki Sharing Coach that can carry two PIXYs. It's easy to scoff at the more outrageous cars shown at Tokyo, but we have to remember the cultural backdrop. Japanese show-goers love to be wowed by far-out-there concepts and are less incredulous than some western observers. And even the maddest show cars often have a kernel of serious research within. Maybe it's the slightly mad, visionary concepts that have brought Japanese manufacturing to its position of engineering dominance today.
Nissan GT-R and Pivo 2 (2007): first official pictures
So is this actually the new Skyline?
To answer truthfully, no. This is actually the new GT-R, because Nissan has dropped the Skyline tagline. However, this picture (above) is of the final production car, and it’ll be officially unveiled to the world on 24 October at the Tokyo Motor Show. We’ll bring you all the details from the Tokyo Motor Show as soon as the GT-R is unveiled, but if your appetite for more needs sating then check out www.gtrnissan.com where you can download a countdown clock to keep track of the launch date. That means the PR machine is ramping up. Not that it hasn’t been already with two previous GT-R prototypes in 2001 and 2005, plus the appearance of the GT-R under disguise at this year’s Goodwood Festival of Speed.
So just how good will the GT-R be?
Very good. The last Skyline was awesome and the limited edition run of 20 special-built NISMO GT-R Z-tune R34s in 2004 were stunning. The new car is supposed to be faster and more refined. How fast? Well, apparently it’s quicker than the 911 Turbo at the ‘Ring and Nissan is also aiming to break the Porsche Carrera GT’s time. Price-wise a 911 Turbo will set you back £99,920, but the GT-R is expected to come in at around £60,000. However, the 7.8 million yen price that Nissan has announced for Japan is less than £33k so it's the Europeans who will fulfill CEO Carlos Ghosn's wish that the GT-R makes money.
To answer truthfully, no. This is actually the new GT-R, because Nissan has dropped the Skyline tagline. However, this picture (above) is of the final production car, and it’ll be officially unveiled to the world on 24 October at the Tokyo Motor Show. We’ll bring you all the details from the Tokyo Motor Show as soon as the GT-R is unveiled, but if your appetite for more needs sating then check out www.gtrnissan.com where you can download a countdown clock to keep track of the launch date. That means the PR machine is ramping up. Not that it hasn’t been already with two previous GT-R prototypes in 2001 and 2005, plus the appearance of the GT-R under disguise at this year’s Goodwood Festival of Speed.
So just how good will the GT-R be?
Very good. The last Skyline was awesome and the limited edition run of 20 special-built NISMO GT-R Z-tune R34s in 2004 were stunning. The new car is supposed to be faster and more refined. How fast? Well, apparently it’s quicker than the 911 Turbo at the ‘Ring and Nissan is also aiming to break the Porsche Carrera GT’s time. Price-wise a 911 Turbo will set you back £99,920, but the GT-R is expected to come in at around £60,000. However, the 7.8 million yen price that Nissan has announced for Japan is less than £33k so it's the Europeans who will fulfill CEO Carlos Ghosn's wish that the GT-R makes money.
BMW M3 saloon (2007) revealed
I don’t know what to say…
Say thank you. It’s been nearly ten years since the last four-door M3 so it’s strange to see BMW’s most famous M-car with four doors again. However, we best get used to seeing this shape on our roads because BMW hopes to sell over 100,000 E92 M3s. And it’ll no doubt succeed too: there’s also a convertible model coming, and if you actually need a reason to buy this car then the 4.0-litre V8 that’ll be found in all M3s is an absolute peach. The M3 saloon will still have its work cut out for it though, as the new C63 AMG is one of Mercedes’ best ever cars, and after the success of the last RS4, the next hot A4 should be a cracker.
So what should I know about the M3 saloon?
Let’s start with that engine. It’s basically four-fifths of the M5’s V10. With individual throttles butterflies it’s one of the most advanced engines on the planet. And with 414bhp it also has one of the highest specific outputs per litre of any road car. That peak power also arrives at 8300rpm. Torque is 295b ft while BMW claims the new four-door will do 22.8mpg, exactly the same as the coupe. All this and that V8 is actually 15kg lighter than the old straight six. There is however a slight weight penalty compared to the coupe – 1680kg to the two-door's 1655g – and so the 0-62mph time is up a tenth of a second to 4.9 seconds. The M3 is (slightly) green though, as it comes with brake regeneration technology.
Say thank you. It’s been nearly ten years since the last four-door M3 so it’s strange to see BMW’s most famous M-car with four doors again. However, we best get used to seeing this shape on our roads because BMW hopes to sell over 100,000 E92 M3s. And it’ll no doubt succeed too: there’s also a convertible model coming, and if you actually need a reason to buy this car then the 4.0-litre V8 that’ll be found in all M3s is an absolute peach. The M3 saloon will still have its work cut out for it though, as the new C63 AMG is one of Mercedes’ best ever cars, and after the success of the last RS4, the next hot A4 should be a cracker.
So what should I know about the M3 saloon?
Let’s start with that engine. It’s basically four-fifths of the M5’s V10. With individual throttles butterflies it’s one of the most advanced engines on the planet. And with 414bhp it also has one of the highest specific outputs per litre of any road car. That peak power also arrives at 8300rpm. Torque is 295b ft while BMW claims the new four-door will do 22.8mpg, exactly the same as the coupe. All this and that V8 is actually 15kg lighter than the old straight six. There is however a slight weight penalty compared to the coupe – 1680kg to the two-door's 1655g – and so the 0-62mph time is up a tenth of a second to 4.9 seconds. The M3 is (slightly) green though, as it comes with brake regeneration technology.
Subaru Impreza WRX STi (2007) unveiled
Subaru Impreza STi: this time it's official
Another week, another Subaru Impreza STi story... But wake up at the back, because this one is official. And there aren't any big surprises in store - the barmiest new Impreza is just as we predicted in our scoop. The European-spec hatch-only STi uses the same turbocharged 2.5 flat four that powered today's WRX; Japanese officials haven't confirmed the power output yet, but bank on comfortably over 300bhp, probably nearer 320bhp by the time the car games arrives in the UK next year. In Japan, the STi gets a 2.0-litre flat four. How to spot the five-door Impreza STi? It'll be hard to miss the wide-hipped wheelarches, 18-inch alloy wheels, deep spoiler and gaping bonnet air scoop, four-pot exhaust and a subtle (for Subaru) roof spoiler. Subaru's racing division is very excited by the new STi - the new hatch bodystyle and squarer stance are said to improve the dynamics and handling. As will the new thumbwheel-operated DCCD, or Driver Controlled Centre Differential, which lets you redistribute the torque split between front and rear axles. The STi will be shown at the Tokyo Motor Show in late October 2007; UK sales will kick off in March 2008, with a price tag tipped to hit £27,000.
Another week, another Subaru Impreza STi story... But wake up at the back, because this one is official. And there aren't any big surprises in store - the barmiest new Impreza is just as we predicted in our scoop. The European-spec hatch-only STi uses the same turbocharged 2.5 flat four that powered today's WRX; Japanese officials haven't confirmed the power output yet, but bank on comfortably over 300bhp, probably nearer 320bhp by the time the car games arrives in the UK next year. In Japan, the STi gets a 2.0-litre flat four. How to spot the five-door Impreza STi? It'll be hard to miss the wide-hipped wheelarches, 18-inch alloy wheels, deep spoiler and gaping bonnet air scoop, four-pot exhaust and a subtle (for Subaru) roof spoiler. Subaru's racing division is very excited by the new STi - the new hatch bodystyle and squarer stance are said to improve the dynamics and handling. As will the new thumbwheel-operated DCCD, or Driver Controlled Centre Differential, which lets you redistribute the torque split between front and rear axles. The STi will be shown at the Tokyo Motor Show in late October 2007; UK sales will kick off in March 2008, with a price tag tipped to hit £27,000.
Thứ Năm, 1 tháng 3, 2012
Mercedes CLS (2011) first official pictures
After months of speculation and spyshots, we can finally bring you the first pictures of the new 2011 Mercedes CLS.
Due to bow in at the Paris motor show in September 2010, the new CLS continues the theme set by the 2003 original, offering four doors in a low-slung, coupé-like shape.
Talk me through the styling of the new Mercedes CLS
If the new Mercedes CLS stirs your memory somewhat, that would be because it draws heavily on the Shooting Break concept which we saw earlier in 2010 at the Beijing motor show. In fact, take the boot out of the equation and it's nigh-on identical.
It wears a more complex skin than that of the current CLS, with the front end featuring a far more prominent grille and a wide lower air intake. Those headlamps are full-LED units, which is a first for a Mercedes production car games.
Move further back along the CLS and the eye is drawn to the swage line which runs off the front wheelarch and curves downwards towards the rear. Is there a hint of Seat Ibiza about this feature? Sorry Merc, but we think so.
At the rear, we find the same tail-lights as on the Shooting Break, flanked in this case by the kicked-up wheelarches from the E-class coupé.
There's nothing about the shape that will cause much surprise, but it does move the design of the CLS along nicely from the original. However, the plethora of surface changes will probably mean that more attention will have to be paid when speccing colours and wheels.
What about the interior of the new Mercedes CLS?
As with the exterior, most of what we see inside the car is carried over from the Shooting Break concept. According to Stuttgart, the CLS interior 'combines straightforward elegance with innovative details and handcrafted perfection.' Oh, and an analogue clock.
So, will the new Mercedes CLS be a success?
When the original CLS arrived back in 2003, talk inevitably centred on the uniqueness of its design as a four-door 'coupé'. Since then of course, manufacturers have been falling over themselves to grab a slice of the market. Volkswagen has given us the Passat CC, Audi's A7 Sportback is imminent, and BMW has its CS Coupé in the pipeline.
The result is that Mercedes actually has competition to contend with this time around, and the new CLS will have to be on top of its game to match the strong sales displayed by the current car.
Due to bow in at the Paris motor show in September 2010, the new CLS continues the theme set by the 2003 original, offering four doors in a low-slung, coupé-like shape.
Talk me through the styling of the new Mercedes CLS
If the new Mercedes CLS stirs your memory somewhat, that would be because it draws heavily on the Shooting Break concept which we saw earlier in 2010 at the Beijing motor show. In fact, take the boot out of the equation and it's nigh-on identical.
It wears a more complex skin than that of the current CLS, with the front end featuring a far more prominent grille and a wide lower air intake. Those headlamps are full-LED units, which is a first for a Mercedes production car games.
Move further back along the CLS and the eye is drawn to the swage line which runs off the front wheelarch and curves downwards towards the rear. Is there a hint of Seat Ibiza about this feature? Sorry Merc, but we think so.
At the rear, we find the same tail-lights as on the Shooting Break, flanked in this case by the kicked-up wheelarches from the E-class coupé.
There's nothing about the shape that will cause much surprise, but it does move the design of the CLS along nicely from the original. However, the plethora of surface changes will probably mean that more attention will have to be paid when speccing colours and wheels.
What about the interior of the new Mercedes CLS?
As with the exterior, most of what we see inside the car is carried over from the Shooting Break concept. According to Stuttgart, the CLS interior 'combines straightforward elegance with innovative details and handcrafted perfection.' Oh, and an analogue clock.
So, will the new Mercedes CLS be a success?
When the original CLS arrived back in 2003, talk inevitably centred on the uniqueness of its design as a four-door 'coupé'. Since then of course, manufacturers have been falling over themselves to grab a slice of the market. Volkswagen has given us the Passat CC, Audi's A7 Sportback is imminent, and BMW has its CS Coupé in the pipeline.
The result is that Mercedes actually has competition to contend with this time around, and the new CLS will have to be on top of its game to match the strong sales displayed by the current car.
Citroen DS3 Racing (2010) first official pictures
These are the first official pictures of the production version of the Citroen DS3 Racing. Billed as a sporty alternative to the now ubiquitous Mini Cooper S, the DS3 Racing is aimed squarely at younger buyers, and brings its own unique styling to the table.
And you'd better move fast if you want one. Just 200 right-hand drive cars will be coming to the UK, and despite a £23,100 pricetag (including 20% VAT as sales don't start until 2011) Citroen UK has already had over 1500 expressions of interest through its website.
Tell me more about the Citroen DS3 Racing
As we revealed back in February when we broke details of the DS3 concept, the Racing is based on the 1.6 THP version of the car, and features changes to the exhaust, turbo and engine management system to push power up from 154bhp to 204bhp, and the torque figure climbs from 177lb ft to 203lb ft. The extra grunt helps drop the 62mph time from 7.3 to 6.5 seconds, and the top speed is increased from 133 to 146mph.
In order to cope with this power, the DS3 Racing is the subject of multiple changes to the regular DS3's underpinnings. The suspension is lower and stiffer, the dampers have been modified, and alterations have been made to the ESP and steering. Uprated brakes have also been fitted.
Just two colour schemes will be available; a black body mated to an orange roof, or a white body with a grey roof. Orders acn be placed from September 1 2010.
And you'd better move fast if you want one. Just 200 right-hand drive cars will be coming to the UK, and despite a £23,100 pricetag (including 20% VAT as sales don't start until 2011) Citroen UK has already had over 1500 expressions of interest through its website.
Tell me more about the Citroen DS3 Racing
As we revealed back in February when we broke details of the DS3 concept, the Racing is based on the 1.6 THP version of the car, and features changes to the exhaust, turbo and engine management system to push power up from 154bhp to 204bhp, and the torque figure climbs from 177lb ft to 203lb ft. The extra grunt helps drop the 62mph time from 7.3 to 6.5 seconds, and the top speed is increased from 133 to 146mph.
In order to cope with this power, the DS3 Racing is the subject of multiple changes to the regular DS3's underpinnings. The suspension is lower and stiffer, the dampers have been modified, and alterations have been made to the ESP and steering. Uprated brakes have also been fitted.
Just two colour schemes will be available; a black body mated to an orange roof, or a white body with a grey roof. Orders acn be placed from September 1 2010.
Mazda 2 facelift (2010) first picture
This is the face of the new, updated Mazda 2, which will make its entrance at the Paris motor show in September 2010. As facelifts go, it's not going to have you falling off your chair with excitement; what you see here is a light fettling to keep the 2 up to date with its formidable competition.
New Mazda 2: the detail
While it's not the best supermini out there (Ford's excellent Fiesta currently occupies that throne in CAR's world view), we've always had something of a soft spot for the second-generation Mazda 2, the principal reason being its non-subscription to the usual theory that bigger is better. Weighing in at under a tonne, it's almost a throwback to superminis of yore - and we mean that in a good way.
Thankfully the new Mazda 2 doesn't appear to have changed much. The front end has received attention from the stylist's pen in order to bring it in line with Mazda's current line-up, and features new headlamps alongside a layered grille. Lower down, the grinning air intake and foglight surrounds clearly ape the current Mazda 3 and forthcoming 5.
We've never quite loved the interior quality of the 2 (especially when compared to the likes of, say, VW's new Polo), but Mazda's promising an upgraded cabin this time around.
What else is new on the 2010 Mazda 2?
Other changes include a chassis supposedly tuned for greater ride comfort, and a tweaked range of engines - although we won't know anything about these until the Paris show gets underway.
The facelifted Mazda 2 goes on sale in the UK in October 2010.
New Mazda 2: the detail
While it's not the best supermini out there (Ford's excellent Fiesta currently occupies that throne in CAR's world view), we've always had something of a soft spot for the second-generation Mazda 2, the principal reason being its non-subscription to the usual theory that bigger is better. Weighing in at under a tonne, it's almost a throwback to superminis of yore - and we mean that in a good way.
Thankfully the new Mazda 2 doesn't appear to have changed much. The front end has received attention from the stylist's pen in order to bring it in line with Mazda's current line-up, and features new headlamps alongside a layered grille. Lower down, the grinning air intake and foglight surrounds clearly ape the current Mazda 3 and forthcoming 5.
We've never quite loved the interior quality of the 2 (especially when compared to the likes of, say, VW's new Polo), but Mazda's promising an upgraded cabin this time around.
What else is new on the 2010 Mazda 2?
Other changes include a chassis supposedly tuned for greater ride comfort, and a tweaked range of engines - although we won't know anything about these until the Paris show gets underway.
The facelifted Mazda 2 goes on sale in the UK in October 2010.
Peugeot 3008 Hybrid4 (2010) first details
Peugeot has released details of its new 3008 Hybrid4, the world's first hybrid production car with a diesel engine under the bonnet. So far all car makers dabbling in hybrid technology have plumped for petrol engines, primarily on the grounds of cost and the fact that countries such as the US, Japan and many emerging markets still prefer unleaded to derv.
We saw the concept 3008 Hybrid4 in 2009 at the Frankfurt motor show, and now Pug has turned it into reality.
Talk me through the emissions and economy of the Peugeot 3008 Hybrid4...
The Hybrid4 employs PSA's 2.0-litre oil-burner allied to an electric motor, and offers claimed fuel economy of 74mpg and CO2 emissions of 99g/km, slipping – just – under the 100g/km barrier. This enables the Hybrid4 to qualify for the lowest rate of road tax, while making the regular 2.0 HDi-powered 3008's figures of 50mpg and 146g/km seem almost supercar-esque in their profligacy.
When both powertrains are working together, the 3008 Hybrid4 puts out a fairly meaty 200bhp (163bhp from the engine and 37bhp from the batteries).
So the Peugeot 3008 Hybrid4 is basically a diesel Prius?
Not as much as you'd expect, actually. Yes, it's a hybrid, but a key difference with the 3008 (drinking habits aside) is in the way each powerplant is deployed. Being four-wheel-drive, the electric motor can power the rear wheels while the engine takes care of the fronts, which gives the Hybrid4 more flexibility.
There are four 'driving modes' from which to choose. The most popular for town driving will be 'Auto', which is more or less self-explanatory, and 'ZEV', which enables – battery charge notwithstanding – the 3008 to be driven on electric power only; the diesel motor will cut in if you mash your foot to the floor.
There's also a 4WD mode, the selection of which enables the permanent engagement of both petrol and electric motors for effectiveness in tricky conditions, and a 'Sport' option, which optimises gearchanges to probably not quite turn the 3008 into a B-road monster.
Why have we not seen a diesel hybrid before?
Good question. You'd think that combining battery power with a derv engine rather than a more thirsty petrol would be the optimum choice when it comes to chucking the least amount possible out of your exhaust. And you'd be right. The problem has come with the cost of producing such a combination – which has so far pushed the theoretical price of diesel hybrids to a point where you'd have to drive to the moon and back to recoup the cost.
So how much will the Peugeot 3008 Hybrid4 cost?
They've yet to release details on pricing for the 3008 Hybrid4; with the non-hybrid model coming in at just shy of £20,000, though, we'd probably expect Peugeot to charge about £25k for the Hybrid4. That may seem somewhat steep for what is essentially a large hatchback, but if you cover enough miles, the gains in economy will justify the extra outlay, insiders promise.
What with Peugeot's new styling direction, the drop-dead gorgeous RCZ and now this hybrid diesel tech, it seems that the formerly dowdy French brand is finally firing on all cylinders. Let's hope the renaissance continues.
We saw the concept 3008 Hybrid4 in 2009 at the Frankfurt motor show, and now Pug has turned it into reality.
Talk me through the emissions and economy of the Peugeot 3008 Hybrid4...
The Hybrid4 employs PSA's 2.0-litre oil-burner allied to an electric motor, and offers claimed fuel economy of 74mpg and CO2 emissions of 99g/km, slipping – just – under the 100g/km barrier. This enables the Hybrid4 to qualify for the lowest rate of road tax, while making the regular 2.0 HDi-powered 3008's figures of 50mpg and 146g/km seem almost supercar-esque in their profligacy.
When both powertrains are working together, the 3008 Hybrid4 puts out a fairly meaty 200bhp (163bhp from the engine and 37bhp from the batteries).
So the Peugeot 3008 Hybrid4 is basically a diesel Prius?
Not as much as you'd expect, actually. Yes, it's a hybrid, but a key difference with the 3008 (drinking habits aside) is in the way each powerplant is deployed. Being four-wheel-drive, the electric motor can power the rear wheels while the engine takes care of the fronts, which gives the Hybrid4 more flexibility.
There are four 'driving modes' from which to choose. The most popular for town driving will be 'Auto', which is more or less self-explanatory, and 'ZEV', which enables – battery charge notwithstanding – the 3008 to be driven on electric power only; the diesel motor will cut in if you mash your foot to the floor.
There's also a 4WD mode, the selection of which enables the permanent engagement of both petrol and electric motors for effectiveness in tricky conditions, and a 'Sport' option, which optimises gearchanges to probably not quite turn the 3008 into a B-road monster.
Why have we not seen a diesel hybrid before?
Good question. You'd think that combining battery power with a derv engine rather than a more thirsty petrol would be the optimum choice when it comes to chucking the least amount possible out of your exhaust. And you'd be right. The problem has come with the cost of producing such a combination – which has so far pushed the theoretical price of diesel hybrids to a point where you'd have to drive to the moon and back to recoup the cost.
So how much will the Peugeot 3008 Hybrid4 cost?
They've yet to release details on pricing for the 3008 Hybrid4; with the non-hybrid model coming in at just shy of £20,000, though, we'd probably expect Peugeot to charge about £25k for the Hybrid4. That may seem somewhat steep for what is essentially a large hatchback, but if you cover enough miles, the gains in economy will justify the extra outlay, insiders promise.
What with Peugeot's new styling direction, the drop-dead gorgeous RCZ and now this hybrid diesel tech, it seems that the formerly dowdy French brand is finally firing on all cylinders. Let's hope the renaissance continues.
Chevrolet Orlando (2011) first official pictures
This is the face of Chevrolet's new Orlando, a seven-seat MPV which will take on the likes of Ford's S-Max and the Mazda 5. The Orlando is based on GM's Delta platform which has already given birth to the latest Vauxhall Astra, and of course, Chevrolet's own Cruze.
So this isn't another of those Chevrolet Orlando concepts?
Not this time. We first got a glimpse of what Chevy was planning for its mid-size people-shifter two years ago when the Orlando concept was unveiled at the 2008 Paris motor show. And earlier in 2010, the firm showed off its Volt MPV5, which was a thinly-veiled version of what you see here.
It looks neat enough...
It does, yes. There are some nice details on the Chevrolet Orlando – most of the sharp creases which featured on the concepts are carried over, and those wheelarches are some of the more muscular you'll see on an MPV. We can't help feeling, though, that some of the magic has been lost during the transition from concept to reality, but that's always the way when big wheels and fancy lights fall foul of the bean counters.
What tricks can you play with the interior of the new Chevrolet Orlando?
There aren't any shots yet, but Chevrolet is (of course) claiming a versatile interior for the Orlando. It's a full seven-seater, with the chairs arranged 'theatre-style' (each row of seats at a higher level as you go back to optimise passenger visibility). According to the blurb, there will be a plethora of cubbies for storing small items, including a Volvo-style space behind the stereo fascia.
Amusingly, Chevrolet says that the design of the front cockpit is, and we quote, 'Corvette inspired'. Hopefully that applies only to the layout and not to the quality of the plastics.
Will the new Chevrolet Orlando go like a Corvette, then?
Er... take a guess. The Orlando will be powered by a choice of three engines: there's a 1.8-litre petrol delivering 139bhp, and two differently tuned versions of the company's 2.0-litre diesel, which produce 129bhp and 161bhp respectively.
UK dealerships will take delivery of the Orlando in early 2011. If you want to see it before then, though, it will be one of four new Chevrolets making their debuts at the 2010 Paris motor show in September.
So this isn't another of those Chevrolet Orlando concepts?
Not this time. We first got a glimpse of what Chevy was planning for its mid-size people-shifter two years ago when the Orlando concept was unveiled at the 2008 Paris motor show. And earlier in 2010, the firm showed off its Volt MPV5, which was a thinly-veiled version of what you see here.
It looks neat enough...
It does, yes. There are some nice details on the Chevrolet Orlando – most of the sharp creases which featured on the concepts are carried over, and those wheelarches are some of the more muscular you'll see on an MPV. We can't help feeling, though, that some of the magic has been lost during the transition from concept to reality, but that's always the way when big wheels and fancy lights fall foul of the bean counters.
What tricks can you play with the interior of the new Chevrolet Orlando?
There aren't any shots yet, but Chevrolet is (of course) claiming a versatile interior for the Orlando. It's a full seven-seater, with the chairs arranged 'theatre-style' (each row of seats at a higher level as you go back to optimise passenger visibility). According to the blurb, there will be a plethora of cubbies for storing small items, including a Volvo-style space behind the stereo fascia.
Amusingly, Chevrolet says that the design of the front cockpit is, and we quote, 'Corvette inspired'. Hopefully that applies only to the layout and not to the quality of the plastics.
Will the new Chevrolet Orlando go like a Corvette, then?
Er... take a guess. The Orlando will be powered by a choice of three engines: there's a 1.8-litre petrol delivering 139bhp, and two differently tuned versions of the company's 2.0-litre diesel, which produce 129bhp and 161bhp respectively.
UK dealerships will take delivery of the Orlando in early 2011. If you want to see it before then, though, it will be one of four new Chevrolets making their debuts at the 2010 Paris motor show in September.
Ford Mondeo facelift (2010): the cabin and estate
Ford has released these new pictures of the updated Ford Mondeo - and it's the first look we've had of the car in estate guise. We also get to see the Mondeo interior for the first time.
We first published the story of the facelifted Mondeo back in June 2010, but all we had to go on then were two front shots. Today's new Mondeo photographs fill in a few of the blanks.
So what's new on the 2010 Ford Mondeo?
As we've seen already, the front end incorporates a new version of the now-familiar trapezoidal grille, which brings the Mondeo more in line with the Blue Oval's current range of cars. At the back, meanwhile, the lights have been reshaped, and, er, that's it. Higher-end models follow in the proud facelift tradition of wearing more chrome around the windows.
The new Mondeo estate gets the same range of updates, though the rear changes bring the forthcoming Focus estate to mind. It's not the most drastic of redesigns, but then there wasn't much wrong with the original Mondeo wagon.
As for the interior, fettling is again kept to a minimum; a reprofiled centre console and higher quality dash plastics are the main things to look out for.
Aren't there some new engines?
Yep. The main talking point is the addition of Ford's 237bhp 2.0-litre EcoBoost petrol powerplant, allied in this case to a twin-clutch Powershift gearbox. For diesel fans, there's also a new 2.2-litre TDCi putting out 198bhp.
Do I have to pay more for the 2010 Ford Mondeo?
Ford's asking an extra £200 for range-topping Titanium models, but pricing continues unchanged further down the range, meaning the cost of entry into Mondeo ownership remains £17,295. Sales start in October 2010.
We first published the story of the facelifted Mondeo back in June 2010, but all we had to go on then were two front shots. Today's new Mondeo photographs fill in a few of the blanks.
So what's new on the 2010 Ford Mondeo?
As we've seen already, the front end incorporates a new version of the now-familiar trapezoidal grille, which brings the Mondeo more in line with the Blue Oval's current range of cars. At the back, meanwhile, the lights have been reshaped, and, er, that's it. Higher-end models follow in the proud facelift tradition of wearing more chrome around the windows.
The new Mondeo estate gets the same range of updates, though the rear changes bring the forthcoming Focus estate to mind. It's not the most drastic of redesigns, but then there wasn't much wrong with the original Mondeo wagon.
As for the interior, fettling is again kept to a minimum; a reprofiled centre console and higher quality dash plastics are the main things to look out for.
Aren't there some new engines?
Yep. The main talking point is the addition of Ford's 237bhp 2.0-litre EcoBoost petrol powerplant, allied in this case to a twin-clutch Powershift gearbox. For diesel fans, there's also a new 2.2-litre TDCi putting out 198bhp.
Do I have to pay more for the 2010 Ford Mondeo?
Ford's asking an extra £200 for range-topping Titanium models, but pricing continues unchanged further down the range, meaning the cost of entry into Mondeo ownership remains £17,295. Sales start in October 2010.
McLaren MP4-12C vs Ferrari 458 Italia: the video
McLaren vs Ferrari: F1's nastiest rivalry is spilling onto the road, and the new issue of CAR Magazine delivers the world's first deep dive comparing Woking's 12C with Maranello's sensational 458. It's the most anticipated supercar showdown for almost two decades, and it's only in CAR magazine (out 18 August).
We've stripped the McLaren bare, to deliver a 15-page technical lowdown on the 12C. And we have explosive viewpoints from both sides: McLaren's test driver tells us what he makes of the Ferrari (good and bad), while Maranello reveals why it thinks aluminium – not carbonfibre a la McLaren – is the right approach for supercars in this segment. We compare the two cars' design, engineering, aerodynamics, suspension, powertrains, cockpits and gadgets, and dig deep into the use of F1 simulators in new car development and delve into their testing programmes.
It's illustrated by sensational, world exclusive comparison photographs – see the behind the scenes video footage of our photoshoot here.
McLaren MP4-12C vs Ferrari 458 Italia: the battle reignited
One of the most intriguing aspects of the birth of any new McLaren lies in the inevitable rivalry created with arch-enemy Ferrari. This month's CAR has a five-page feature raking over Ferrari and McLaren's key F1 spats – re-ignited in no small part by the fact that Messrs Hamilton and Alonso now sit either side of the fence.
Completing our 27-page package is an epic road trip in the Ferrari 458, as we blast from Maranello to Woking, where we knock and see if Ron Dennis wants to come out to play. Our drive reveals why the 458 is a daunting benchmark for McLaren, but our tech feature reveals why McLaren is confident it can snatch the supercar crown from this Prancing Horse. It's a very special issue of CAR: watch the video preview above for an idea of what to expect. Ferrari vs McLaren – the road car battle has recommenced.
We've stripped the McLaren bare, to deliver a 15-page technical lowdown on the 12C. And we have explosive viewpoints from both sides: McLaren's test driver tells us what he makes of the Ferrari (good and bad), while Maranello reveals why it thinks aluminium – not carbonfibre a la McLaren – is the right approach for supercars in this segment. We compare the two cars' design, engineering, aerodynamics, suspension, powertrains, cockpits and gadgets, and dig deep into the use of F1 simulators in new car development and delve into their testing programmes.
It's illustrated by sensational, world exclusive comparison photographs – see the behind the scenes video footage of our photoshoot here.
McLaren MP4-12C vs Ferrari 458 Italia: the battle reignited
One of the most intriguing aspects of the birth of any new McLaren lies in the inevitable rivalry created with arch-enemy Ferrari. This month's CAR has a five-page feature raking over Ferrari and McLaren's key F1 spats – re-ignited in no small part by the fact that Messrs Hamilton and Alonso now sit either side of the fence.
Completing our 27-page package is an epic road trip in the Ferrari 458, as we blast from Maranello to Woking, where we knock and see if Ron Dennis wants to come out to play. Our drive reveals why the 458 is a daunting benchmark for McLaren, but our tech feature reveals why McLaren is confident it can snatch the supercar crown from this Prancing Horse. It's a very special issue of CAR: watch the video preview above for an idea of what to expect. Ferrari vs McLaren – the road car battle has recommenced.
Lotus Evora S and IPS (2010) first news
Lotus has given us the first details of the new more powerful 345bhp Evora S ahead of its debut at the 2010 Paris motor show. It was only last week when we spied the range-topping Evora being put through its paces at the 'Ring, and this news confirms our earlier scoop story.
Go on then, how fast is the new 2011 Lotus Evora S?
We predicted that the Evora S would push out more than 350bhp, and... it doesn't. Well, not quite: 345bhp is the official figure produced by a supercharged version of the Evora's 3.5-litre V6. So the Evora S will be no slouch, and we'd expect it to be comfortably quicker than the regular 276bhp Evora on the straights.
The 0-62mph time is down from 5.1 seconds to 4.8sec, with top speed rising to 172mph over the standard car's 162mph.
How does the Lotus Evora S cope with the extra oomph?
We'll reserve judgment on that until we've had a drive ourselves, but Lotus claims the suspension has been tuned for 'added power and control so it responds even more to direction changes'.
The Evora S comes with a sport pack as standard, and is the latest car to join the Sport button brigade. Push it and you get a sharper response to your right foot, plus a raised rev limit; a new active exhaust also means you can hear the full works being produced by that V6. Which, don't forget, is nabbed from the Toyota Camry.
Wasn't there something about an automatic Evora too?
Yes. Lotus has clearly been drawn by the desire to expand Evora sales into other markets – specifically Asia, the Middle East and the United States where they love slushers. Called Intelligent Shift Precision (ISP), this option will be available to buyers of the standard 276bhp Evora.
The new auto 'box gives the option of fully automatic or paddleshift modes, and will also come with a Sport button to sharpen the cog swaps.
The Lotus Evora S and ISP auto will be shown at the 2010 Paris motor show on 30 September, along with its new supercar concept. Interesting times for the Norfolk-based maker which is under new management...
Go on then, how fast is the new 2011 Lotus Evora S?
We predicted that the Evora S would push out more than 350bhp, and... it doesn't. Well, not quite: 345bhp is the official figure produced by a supercharged version of the Evora's 3.5-litre V6. So the Evora S will be no slouch, and we'd expect it to be comfortably quicker than the regular 276bhp Evora on the straights.
The 0-62mph time is down from 5.1 seconds to 4.8sec, with top speed rising to 172mph over the standard car's 162mph.
How does the Lotus Evora S cope with the extra oomph?
We'll reserve judgment on that until we've had a drive ourselves, but Lotus claims the suspension has been tuned for 'added power and control so it responds even more to direction changes'.
The Evora S comes with a sport pack as standard, and is the latest car to join the Sport button brigade. Push it and you get a sharper response to your right foot, plus a raised rev limit; a new active exhaust also means you can hear the full works being produced by that V6. Which, don't forget, is nabbed from the Toyota Camry.
Wasn't there something about an automatic Evora too?
Yes. Lotus has clearly been drawn by the desire to expand Evora sales into other markets – specifically Asia, the Middle East and the United States where they love slushers. Called Intelligent Shift Precision (ISP), this option will be available to buyers of the standard 276bhp Evora.
The new auto 'box gives the option of fully automatic or paddleshift modes, and will also come with a Sport button to sharpen the cog swaps.
The Lotus Evora S and ISP auto will be shown at the 2010 Paris motor show on 30 September, along with its new supercar concept. Interesting times for the Norfolk-based maker which is under new management...
De Macross GT1 (2011) first official pictures
These are the first pictures and details of a new super car games from fledgling Canadian company De Macross Motors Corp (DMMC), which was set up in 2009. It's called the GT1, and CAR has been given the lowdown on this new supercar.
The car you see here is a 25% scale model of the De Macross GT1, which is being developed in conjunction with component manufacturer Multimatic. Much of the funding for the project comes from Korean businessman Jahong Hur, whose wide-ranging business interests mean he has pockets sufficiently deep to develop the GT1 seriously.
The usual GM V8 then?
Far from it. The De Macross GT1 uses a mid-mounted supercharged 5.4-litre V8 sourced from American company Roush Yates Racing Engines, which also makes powerplants for Ford's Nascar vehicles.
Performance figures aren't forthcoming yet, but with a chassis made from carbonfibre and aluminium, don't expect it to lose out at the lights too often. De Macross claims the GT1 will be 'comparable to other supercars in this elite category such as the Pagani Zonda' in performance and price.
The suspension uses know-how garnered from Multimatic's F1 dampers; the inboard Multimatic Dynamic Suspension Spooling Valve is claimed to have 'a novel active ride height control system.'
When does the De Macross GT1 go on sale?
The first full-scale GT1 is due to be completed in November 2010, with testing to follow. First orders will be taken 'sometime in 2011' and DMMC reckons on selling around 200 cars maximum.
An interesting Canadian/Korean contender to add to the usual American and European supercar fodder. And get this: they are planning a family of three other models in addition to the De Macross GT1 – they want to spawn a range of cheaper sports cars aimed at Aston Martin, Maserati and Porsche.
A pipe dream or a credible alternative to the established supercar hierarchy? We tend to take large pinches of salt when we see new supercar wannabes from unproven sources, yet the automotive supplier connection and the large investment from Korea makes us view the DMMC enterprise differently. Here's hoping it proves successful.
The car you see here is a 25% scale model of the De Macross GT1, which is being developed in conjunction with component manufacturer Multimatic. Much of the funding for the project comes from Korean businessman Jahong Hur, whose wide-ranging business interests mean he has pockets sufficiently deep to develop the GT1 seriously.
The usual GM V8 then?
Far from it. The De Macross GT1 uses a mid-mounted supercharged 5.4-litre V8 sourced from American company Roush Yates Racing Engines, which also makes powerplants for Ford's Nascar vehicles.
Performance figures aren't forthcoming yet, but with a chassis made from carbonfibre and aluminium, don't expect it to lose out at the lights too often. De Macross claims the GT1 will be 'comparable to other supercars in this elite category such as the Pagani Zonda' in performance and price.
The suspension uses know-how garnered from Multimatic's F1 dampers; the inboard Multimatic Dynamic Suspension Spooling Valve is claimed to have 'a novel active ride height control system.'
When does the De Macross GT1 go on sale?
The first full-scale GT1 is due to be completed in November 2010, with testing to follow. First orders will be taken 'sometime in 2011' and DMMC reckons on selling around 200 cars maximum.
An interesting Canadian/Korean contender to add to the usual American and European supercar fodder. And get this: they are planning a family of three other models in addition to the De Macross GT1 – they want to spawn a range of cheaper sports cars aimed at Aston Martin, Maserati and Porsche.
A pipe dream or a credible alternative to the established supercar hierarchy? We tend to take large pinches of salt when we see new supercar wannabes from unproven sources, yet the automotive supplier connection and the large investment from Korea makes us view the DMMC enterprise differently. Here's hoping it proves successful.
BMW 1-series M Coupe (2011) teaser video
BMW is continuing to build up the hype ahead of the launch of its next M car – this is a teaser video giving us our first glimpse of the undisguised BMW 1-series M Coupe
So what’s new, and what do we already know about the BMW 1-series M Coupe?
What’s new is our first look at this hot 1-series’ butch bodykit, complete with an engorged front bumper and triple air intakes. There are CSL-alike 19-inch wheels too, and sitting between the cross-drilled front discs is a twin-turbo 3.0-litre straight-six, producing 335bhp and 369lb ft. Drive, thankfully, goes to just the rear wheels, and they’ll be a choice of either a six-speed manual or seven-speed dual-clutch gearbox. There’ll be an M diff too, but we hear it might be on the options list as BMW’s money men fight to keep the list price under £40k.
>> Click on the image below to view BMW's teaser video of the new 1-series M Coupe
So what’s new, and what do we already know about the BMW 1-series M Coupe?
What’s new is our first look at this hot 1-series’ butch bodykit, complete with an engorged front bumper and triple air intakes. There are CSL-alike 19-inch wheels too, and sitting between the cross-drilled front discs is a twin-turbo 3.0-litre straight-six, producing 335bhp and 369lb ft. Drive, thankfully, goes to just the rear wheels, and they’ll be a choice of either a six-speed manual or seven-speed dual-clutch gearbox. There’ll be an M diff too, but we hear it might be on the options list as BMW’s money men fight to keep the list price under £40k.
>> Click on the image below to view BMW's teaser video of the new 1-series M Coupe
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