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.
Thứ Năm, 1 tháng 3, 2012
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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