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Go to Blogger edit html and find these sentences.Now replace these sentences with your own descriptions.This theme is Bloggerized by Lasantha Bandara - Premiumbloggertemplates.com.
Go to Blogger edit html and find these sentences.Now replace these sentences with your own descriptions.This theme is Bloggerized by Lasantha Bandara - Premiumbloggertemplates.com.
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Citroen has teamed up with Mitsubishi again for its new compact SUV. The new Citroen C4 Aircross is based on Mitsu's ASX crossover and goes on UK sale in the second half of 2012.
Citroen and Mitsubishi has form here; they collaborated on the C-Crosser (based on the Outlander) and the C-Zero electric car.
Citroen C4 Aircross: the first official pictures
The new Aircross is more of a thorough reskin than the C-Crosser, which betrays its Mitsu roots rather more obviously.
All the usual Citroen design flourishes are present and correct, from horizontal chevrons on the nose to a reverse shark's fin - a la DS3 and Hypnos concept cars - on the D-pillar and those distinctive high-rise LED day-running lights.
The C4 Aircross is a compact SUV, at just 4340mm long, 1800mm wide and 1630mm tall. The boot is 442 litres.
So will the Aircross spell the end of the C-Crosser?
Not in the short term. Citroen will continue to sell both 4x4s, although CAR expects the larger model to be phased out longer term. Sales of large seven-seat 4x4s are not as voluminous as more compact SUVs and the French only sold 634 in 2010.
What else do we know about the new Citroen C4 Aircross?
Although based on the Mitsubishi ASX, Citroen plans only higher spec models priced above £20k.
The Aircross will offer front- and four-wheel drive. The AWD system is switchable, letting drivers select permanent or part-time 4wd.
Although exact engines and transmissions haven't been decided yet for the UK, an HDI 110 engine and six-speed manual transmission is likely to be offered. Other engines available in Europe include a 1.6 petrol and a more powerful 2.0 HDI 150.
We’ve seen the German and Czech versions of the Volkswagen Up – and today it’s the turn of the Spanish to showcase their new Seat Mii.
The Mii is the new city car for VW’s Mediterranean outpost, and launches Seat back into a segment it deserted when the Arosa walked off choice lists.
Seat Mii (2012): the lowdown
Seat will launch the Mii in the Spanish market in winter 2011, but UK buyers will have to wait until spring 2012 before they can order the city car.
It’s very much Up business as usual: the Mii measures 3550mm long, and will be sold just as a three-door at first. Later in 2012, a five-door Mii follows. The vibe is familiar, though we're not sure about those gigantic headlamps seen from dead ahead as many motorists will in their rear-view mirrors.
Most figures are identical to, or to within a hair’s breadth of, the Volkswagen Up and Skoda Citigo. The boot is a bijou 251 litres (expanding to 951 with the seats folded) and that 2420mm wheelbase pushes either axle out to the extremities for maximum space onboard.
Seat Mii engine choice
Buyers have a simple choice of a 1.0-litre three-cylinder with either 59bhp or 74bhp. Weighing just 854kg, the Mii promises excellent emissions and economy, with Seat claiming 97g/km of CO2 for the Ecomotive edition thanks to start-stop. Should spin out the small 35-litre fuel tank nicely.
There’s rather more complex choice inside, where buyers can choose to personalise the Mii with coloured trim galore for that Mini/Fiat 500 vibe and there’s an automated manual transmission choice too.
Like the Skoda/VW twins, there is also a City Safety Assist laser system which can predict an imminent collision and slam the brakes on to avoid crashing into the G-Wiz in front while you slurp your latte and natter into your iPhone. Effective up to 18mph, apparently.
The Seat boss speaks
‘The Mii brings clear Seat identity to the sub-compact segment and is set to win a significant share of the market,’ said James Muir, president of Seat. ‘This is why the Mii is an important addition to the Seat portfolio and a clear next step in our company strategy. With the Mii, we are starting the most comprehensive model offensive in Seat history.’
Toyota today announced it would compete at the 2012 Le Mans 24-hour race with a hybrid sports car in the LMP1 class. This single rendering has been issued of the new Toyota hybrid race car. The Japanese giant has not competed at Le Mans in a factory team since the late 1990s with the GT-One, which set a lap record in 1999.
Toyota hybrid Le Mans car: the lowdown
Toyota Motorsport in Germany will develop the new hybrid LMP1 racer, with the hybrid drivetrain coming from HQ in Japan. Not much is being said about the Toyota Le Mans challenger yet; it will be unveiled fully at a later date, with pre-season testing starting in early 2012. In the past few months Toyota Motorsport set a new electric car record at the Nurburgring with a 7min 47sec record in a battery car. It's pretty clear that Toyota is cranking up its EV activities and introducing us to the idea they can be fun as well as frugal.
The Toyota team speak
Tadashi Yamashina, chairman of Toyota Motorsport, said: 'Toyota has entered Le Mans before, but by using our hybrid technology this time will be a completely new challenge. We want to write a new chapter in the history of the Le Mans 24 Hours, as in the FIA World Endurance Championship, through our use of hybrid technology. 'In addition, we aim to learn from the experience of competing in such a challenging motorsport environment to enhance our production car technology. Le Mans is a legendary race and I would like to thank the ACO and the FIA for their constructive and positive co-operation over the last few months.'
Nissan has form for creating serious bonkers mash-ups – and the new Juke-R is the latest in a long-line of go-faster humdrum models.
They've dropped the turbocharged V6 from a £72k GT-R under the bonnet of a Nissan Juke, spawning a rather bonkers supercar crossover. Strictly for promotional purposes, you understand – there are no plans to sell the new Juke-R.
Nissan Juke-R: a go-anywhere GT-R
Nissan teamed up with Ray Mallock Racing, which has worked closely with the company's motorsport projects for the past two decades, running the R90C prototype at Le Mans in 1990 and the 90s BTCC team.
But Ray Mallock also developed the Micra-R in 2003, a supercar with a Nissan Primera race engine where the rear seats used to be. It's that car which inspires the new Juke-R.
So the Nissan Juke-R is fast, right?
We can only imagine so. No figures have been released yet, but the GT-R manages 196mph and 0-62mph in three-point-something seconds. The 523bhp 3.8-litre twin-turbo V6 and four-wheel drivetrain are carried over from the GT-R, albeit cut and shut to fit under the Juke's shortened footprint.
But the six-speed transaxle is present and correct, and so are massive 20-inch forged alloys at each corner. The bodywork of the Juke-R is blistered and pumped in different directions to accommodate its new powertrain, while a split rear wing aims to keep the 4x4 planted in extremis.
There's change aplenty inside the cabin of the Juke-R, too, including the GT-R's seven-inch LCD display complete with baffling digital read-outs of what the turbos are up to and how many g's you're pulling.
When can I buy one?
Expect to hear more about the Juke-R when development is complete in November 2011; two will be built, one in left-hand drive and one as a right-hooker. Just don't go expecting any more – this is a strictly cloud-cuckoo fantasy land promotional tool.
Paul Willcox, senior vice president of sales and marketing for Nissan in Europe, said: 'Juke lends itself perfectly to a sports derivative and Juke-R explores that territory. Equally at home on road and track, Juke-R showcases two of the most exciting cars in our range and highlights the technical innovation that drives Nissan.'
You do. It started life as a Farboud, then became a Farbio when Chris Marsh (of Marcos fame) bought the rights. And now Ginetta owns the company and has completely redeveloped the car.
But before you get all cynical, let's present a little of Ginetta's recent history. Ginetta was acquired by businessman Lawrence Tomlinson in 2005, and he and his team spent the next five years expanding the racing side of the business. In 2010 Ginetta announced plans for the G40R (its first road car in 18 years) and also acquired Farbio Supercars and its GTS sports car to sit further up the road-going range. The GTS was renamed as the F400 but production was halted so Ginetta could completely re-work and redevelop the car. Move forward to 2011 and the G40R was launched, and two months later the revised F400 is with us, and now known as the G60.
So what's different?
The basic silhouette and shape remains, but there are new cooling vents, a revised splitter adds downforce, and beneath the carbonfibre body is a stiffer and stronger tubular steel chassis. The mid-mounted engine is a Ford-sourced 3.7-litre V6, with a six-speed manual ‘box sending the 310bhp and 288lb ft to the rear wheels via limited slip differential.
Bigger drilled and grooved Alcon four-pot brakes feature, the ECU and wiring harness are all-new, and the driving and pedal positions have been changed too. The double wishbone suspension has been changed to incorporate unassisted steering, so it’s goodbye to PAS, and also out is the ABS and traction control systems. Want an electronic safety net? Look elsewhere.
Basically, it’d be easier to list the items Ginetta hasn’t upgraded, overhauled or completely replaced. The result is a 1080kg carbon sports car, able to hit 0-62mph in 4.9 seconds and at least 165mph. Prices start at £68,000, just 50 will be built each year and first deliveries are expected in February 2012. Third time lucky? With Tomlinson's record we reckon so.
Porsche 991: our comprehensive guide to the new 911
By Ben Barry (photography exclusively for CAR by Paul Barshon)
First Official Pictures
12 October 2011 16:46
Porsche president and chief CEO Matthias Muller couldn’t be accused of lacking confidence when he introduces CAR to the new 991-generation Porsche 911 at the Porsche Museum, Stuttgart. ‘Technologically and visually the car is a masterpiece,’ he says. ‘I don’t think I am promising too much here. I already know this car, I know it at detail level; the engineers took a basically perfect car and improved it again. The new 911 is the best 911 of all times.’
We've spoken to the engineering, designing and marketing chiefs and pored over the new 991-spec 911 to bring you everything we know. Here is our detailed guide. And don't forget we've already ridden in the new 911 alongside rally legend Walter Rohrl. Read all about in the October 2011 issue of CAR Magazine.
1. Engines in the new Porsche 991
In line with tradition, the 911 launces in two variants: Carrera and Carrera S. The big news is the Carrera engine, which actually shrinks from 3.6 to 3.4 litres, thanks to a 4mm reduction in piston stroke. Power rises from the old car’s 340bhp at 6500rpm to 345bhp from 7400rpm, while torque remains unchanged at 288lb ft, but at a higher 5600rpm, not the previous 4400rpm.
With a manual gearbox, fuel consumption improves from 27mpg to 31mpg and C02 emissions fall from 242g/km to 212g/km, reducing the cost of 12 months’ tax from £445 to £260 in the UK. Opt for the dual-clutch PDK transmission and fuel consumption falls from 34mpg to 29mpg, and C02 from 230g/km to 194g/km, with a similar tax saving.
The new Carrera S sticks with a 3.8-litre engine, power rising from 380bhp at 6500rpm to 395bhp at 7400rpm, torque from 310lb ft at 4400rpm to 325lb ft at 5600rpm.
Go for the manual gearbox and you’ll get 30mpg and 224g/km (improving on 27mpg and 250g/km); the PDK yields 32mpg and 205/km (compared with the old car’s 28mpg and 240g/km), both variants saving approximately £200 on the cost of a tax disc.
We ask executive vice president of R&D Wolfgang Hatz if, like some rivals, Porsche had considered further downsizing the Carrera engines and adding turbochargers. ‘At the moment, we still believe there is a market for naturally aspirated cars,’ he explains. ‘Maybe in the future there is scope for more downsizing with turbos, but it’s not coming soon and we are very good [in terms of mpg and emissions] compared with rivals. And I like naturally aspirated – it’s fun to drive!’
IN A NUTSHELL More power, lower running costs – and the Carrera engine is smaller too.
2. Equipment, prices of the new Porsche 991-era 911
The Carrera will cost £71,449 in the UK, the Carrera S £81,242. Standard on both models are leather seats, auto climate control, bi-xenon headlights, a seven-inch touchscreen with sat-nav, MP3 compatibility, and Porsche Stability Management.
As well as a larger, more powerful engine, the Carrera S also adds 20-inch alloys, Porsche Active Suspension Management and Porsche Torque Vectoring with either a mechanical locking differential (manual gearbox) or an electronically actuated locking diff (PDK). Ceramic brakes and Porsche Dynamic Chassis Control – de-coupling the anti-roll bars when the car isn’t cornering – are optional on both models.
IN A NUTSHELL Carrera S carries £10k premium – but it’s packed with equipment.
Hot on the heels of the all-new Lexus GS revealed in August 2011, the Japanese luxury brand has revealed the mildly heated-up F Sport version, ahead of its official unveiling at the Sema show in Las Vegas on 1 November 2011.
So what’s changed on this new Lexus GS besides the application of the F Sport badge?
Visually, the F Sport is a tad more aggressive, especially at the front. The standard GS’s slatted grille and smooth bumper have been replaced by a unique mesh design for the inserts and purposeful, vertical side grilles add to the visual menace.
The jury’s still out on the new corporate spindle grille, but here on the F Sport, it looks to be the most satisfying application of it yet. See this looming large in your rear view mirror and you’d feel you ought to be pulling over to let it through.
Tweaks elsewhere are less dramatic: the rear bumper has a metallic grey lower diffuser hinting at a road-hugging tail, which is further embellished on the GS450h with a chrome moulding. In current Germanic fashion, the trailing edge of the boot lid is adorned with a vestigial rear spoiler strip.
Lexus GS F Sports ride on a new design of dark-finished 19-inch alloys, wearing wider tyres at the rear. The fronts measure up at 235/40/19 versus the 265/35/19s at the back. This not only improves traction, says Lexus, but it also dials in a few more notches of butchness to the overall look.
Lexus has used these first official photos to show off its striking new garnet red leather interior treatment, a hue that will be unique to the GS F Sport. But will Lexus buyers really pick bright red hide? We'll see...
Sporty styling cliches have been selected so wood is shunned in favour of aluminium, the headlining is blackened and perforated leather swathes the sports steering wheel and gear knob. And of course, your feet touch aluminium pedals.
But all that glitz does not a sports saloon make. Has Lexus done much to improve the dynamics of the GS F Sport?
Lexus is keen that customers recognise the F Sport isn’t simply a regular GS where all the body kit boxes have been ticked on the options sheet, claiming significant improvements to the handling. If Lexus is to be believed, this is much more aimed at the thrusting 5-series end of the sports saloon market.
Lexus claims to have improved the new GS’s agility with a retuned suspension set-up at both ends, with Adaptive Variable Suspension (AVS) waving a magic wand over body control and steering response. Rear shock absorbers have been repositioned, mounted on stiffer bushes to reduce body roll.
Being a Lexus, the interior is a button fest, so drivers will be able to play at will, flicking between the suspension’s Normal (read ‘everyday’) and Sport S+ (‘let’s ‘ave it’) settings. The latter controls the stiffness of the damping on either side of the car when winding through a series of bends maximising poise and agility.
The GS F Sport’s steering has also been beefed up. When Sport S+ is engaged, the electronic trickery reduces the gear ratio by 10% requiring less input at the wheel, whilst a 4% dose of extra torque is applied too, in an attempt to reward enthusiastic drivers with greater feel in the palms of their hands.
Furthermore, the GS450h F Sport is also equipped with Lexus Dynamic Handling, providing a rear wheel steering function, the first such system on a hybrid. Lexus promises ‘sharp and confident driving behaviour’ with a more direct response to the driver’s actions. The electronics monitor all the cars performance parameters and independently controls steering angles. Under normal driving, the rear wheels, which can turn up to two degress, turn in the opposite direction to the fronts up to 50mph; beyond that on the same trajectory.
Isn’t all this F Sportiness at odds with Lexus’ green image?
Lexus isn’t abandoning its carefully honed environmentally-conscious persona. The F Sport GS features four driving modes from a thrift-minded Eco setting where minimisation of fuel consumption is king, through a graduated series of Normal, Sport S and Sport S+, the latter of which cranks all the setting up to optimum for the most responsive driving experience the GS can muster.
No official performance or economy figures have been released for the Lexus GS F Sport yet, but as a guide the standard 450h model has a governed top speed of 155mph and will reach 62mph in 5.9 seconds. Lexus also claims fuel consumption has been improved by 18% over the outgoing GS at 44.8mpg, while CO2 emissions have dropped below 145g/km.
UK sales of the Lexus GS F Sport are due to commence in summer 2012.
