Car news

Amelia Island Concours to celebrate the Porsche 911 Read more: http://www.autoweek.com/article/20120928/carnews01/120929813#ixzz27yo6fYWA

2012-09-30T12:39:00.000-07:00

The 50th anniversary of Porsche's iconic 911 will be celebrated at the 18th Annual Amelia Island Concours d'Elegance the weekend of March 10, 2013.
The 911 was introduced in the autumn of 1963 at the Frankfurt Auto Salon and has become an iconic design, helping propel Porsche to commercial and competition success.
Designed by the late Ferdinand Alexander “Butzi” Porsche, the grandson of Dr. Ferdinand Porsche, the 911 broke new technological ground with a horizontally opposed six-cylinder engine that became the foundation of generations of Porsche sports and racing cars.
Originally named the “Type 7” during its prototype stage, the new Porsche was assigned model number “901.” Copyright complications forced Porsche to rename the car. The new designation, “911,” was a logical, practical and inspired choice.
Even 50 years later, the 911 is a success in showrooms and on roads and race courses worldwide. From its first entry, Porsche's new 911 won its category in all the classic sports-car endurance races. Class wins in the 1966 24 Hours of Daytona, the 12 Hours of Sebring and the 24 Hours of Le Mans were followed by outright victory in the rugged Monte Carlo Rally in 1968. In 1973, the Brumos Porsche 911 RS driven by Jacksonville's Peter Gregg and Hurley Haywood won a legendary upset victory in the 24 Hours of Daytona, defeating an international field of pure prototypes. The same year brought Porsche's 911 overall victories in the punishing 12 Hours of Sebring and the World Championship Targa Florio on the rugged mountain roads of Sicily.
In a half-century, the engine displacement of the 911 has doubled. The 911 has also been turbocharged, making it one of the fastest and strongest accelerating cars for highway use. On Feb. 4, 2012, Porsche introduced the latest version of the 911, the 991.
“The profile of Porsche's 911 is instantly recognizable,” said Bill Warner, founder and chairman of the Amelia Island Concours d'Elegance. “The 911's shape has remained fresh, contemporary and essentially unchanged since the day the first 911 was built a half-century ago. That must be the best and purest definition of a truly great design.”
The 2013 edition of the Amelia Island Concours d'Elegance will be March 8-10 on the 10th and 18th fairways of The Golf Club of Amelia Island at Summer Beach adjacent to The Ritz-Carlton, Amelia Island, Fla. The show's foundation has donated nearly $1.8 million to Community Hospice of Northeast Florida Inc. and other charities on Florida's First Coast since its inception in 1996.

McLaren P1 revealed at the Paris motor show Read more: http://www.autoweek.com/article/20120927/paris/120929854#ixzz27ynfCIXJ

2012-09-30T12:37:00.001-07:00

McLaren's first-ever press conference as a standalone carmaker was a memorable one.
Executive chairman Ron Dennis and managing director Antony Sheriff ushered in a fresh era in performance cars with the debut of the P1 at the Paris motor show. The P1 is the second model in the company's growing line, joining the MP4-12C. Engine details were not immediately revealed, but the production car is expected to be shown this spring in Geneva.
"We are, in small scale, a real car company now," Sheriff said.
The firm is on pace to deliver 1,200 cars by the end of the year.
One thing is clear: McLaren remains committed, nearly obsessed, with carbon fiber, as evidenced by the F1 and 12C.
"We've never actually not made a road car without carbon fiber," Sheriff said. "You might say we don't know how to make a car without carbon fiber."
Though the P1 concept was striking in its style, it's been designed with performance, not simply eye candy.
"There's really nothing here that doesn't have a purpose," Dennis said.
Finally, McLaren's singular F1 has a successor. Dripping in carbon-fiber and exuding Grand Prix gravitas, the P1 was revealed Thursday at the Paris motor show.
The P1 is a design study. A production version will debut in 2013—which is shaping up to be a busy year for McLaren. The order bank will open, and the P1 will arrive on the market. Not coincidentally, it's the 50th anniversary of the sporting venture founded by Bruce McLaren.
The P1 name is meant to evoke the F1, which as called Project 1, or P1, in early stages.
The P1 joins a growing McLaren lineup, which also has the MP4-12C and its Spider variant. While the P1 will be blindingly fast (engine specs have not been revealed), it will also focus on handling and agility.
“The McLaren P1 will be the result of 50 years of racing and road-car heritage,” McLaren Automotive executive chairman Ron Dennis said. "Twenty years ago, we raised the supercar performance bar with the McLaren F1, and our goal with the McLaren P1 is to redefine it once again."
Carbon Fiber
The P1 has a carbon-fiber monocoque. All of the lightweight body panels are made from the material, and they have scoops and ducts to enhance aerodynamics.
The Wing
This is one of the most striking features of the P1, and it adjusts for downforce and aero. It can extend 11.8 inches on the track, and 4.7 inches on the road. The pitch of the rear wing can increase to as much as 29 degrees, and it adjusts to help maximize straight-line speed. The wing can also function as an air brake. It was developed using McLaren's Formula One software and development methods.
Aerodynamics
Two flaps are mounted under the body, ahead of the front wheels. The doors, wheel arches and snorkel intake on the roof all work for the cause of aero. The coefficient of drag is 0.34. The P1's aerodynamic configuration was conceived by Simon Lacey, who previously oversaw that for the racing division. The P1 is estimated to create five times as much downforce as the MP4-12C, and registers at a level close to the 12C's GT3 racing variant.
Design
Penned by Frank Stephenson, the P1 evokes a Le Mans racer and has a fighter-jet profile with a teardrop-shaped glass house. The dramatic lines and carbon fiber are set off with LED headlights, and the taillights frame the rear diffuser. It's topped off with a gold-leaf heat shield around the exhausts. Cost was not a concern.
Powertrain
McLaren would not reveal specifics of the powertrain. But the mid-engine P1 is expected to run an upgraded version of the MP4-12C's twin-turbo V8. Power could hit about 800 hp, and with the strength of a kinetic-energy-recovery system, push out a staggering figure around 960 hp.
Safety
A feature called the MonoCage protects passengers and is made of carbon. It also channels air into the engine for cooling, and the front and rear panels are attached to the structure, forming a spinal connection.
The 2012 Paris motor show—or Mondial de l'Automobile, as it is officially known––will take place Sept. 27 through Oct. 14. It occurs every two years, alternating with the Frankfurt motor show in Germany. Paris is a showcase for the latest in design, but automakers will also be showing off their latest concept cars, green cars and supercars.

Porsche Panamera Sport Turismo at Paris 2012

2012-09-30T11:09:00.003-07:00

Porsche Panamera Sport Turismo at Paris 2012

28 Sep, 2012 3:24pm

Watch our video of the Panamera Sport Turismo which made its debut at the 2012 Paris Motor Show

Alongside the new 911 Carrera 4 and Cayenne V8 diesel, Porsche surprised us at the Paris Motor Show with the Panamera Sport Turismo concept.
The Panamera Sport Turismo is essentially an estate version of the standard Panamera, and it has been built to gauge public reaction.
In addition to the new design, Porsche used the concept as an opportunity to debut new technology. The plug-in e-hybrid system in the Sport Turismo will make its way into Porsche’s road cars as early as next year, and will allow up to 80mpg and 20 miles of range on battery-power alone.
Although technically a concept, this model gives us an idea of how the facelifted Panamera could look when it hits showrooms in 2013.

VW plots more SUVs

2012-09-30T11:09:00.000-07:00

A Nissan Juke-rivalling small SUV is among a raft of new Volkswagen models on the way

Speaking to Dr Ulrich Hackenberg, Volkswagen’s board member for product development, at the Paris Motor Show, Auto Express has learned that a Nissan Juke-rivalling SUV is just one of a number of new VWs on the horizon.
On the subject of the small SUV, Hackenberg said “I think it’s a very interesting segment, although our offering will be different in different countries. I think the A0 or A- size (which is the size of the Nissan Juke in Volkswagen speak) is very important, so I would imagine [we’ll see the car] not next year but 2014. We have started work.”
The VW small SUV is likely to arrive slightly before the Audi Q2, previewed by the Crosslane Coupe Concept at Paris. Both the Q2 and VW model will use the new modular MQB platform, along with the next Polo, and be offered with front and four-wheel drive. They will also use VW’s new engine range, which will include a three-cylinder diesel.
Hackenberg also confirmed that VW is working on a larger version of the Tiguan. Designed and likely to be built in North America, the car will feature three rows of seats.

For an alternative review of the latest Volkswagen up! Hatchback visit our sister site carbuyer.co.uk

RenaultSport Clio 200

2012-09-30T11:08:00.002-07:00

RenaultSport Clio 200

See all 9 pictures

27 Sep, 2012 10:00am Chris Ebbs

The all-new RenaultSport Clio 200 is the big talking point on the French firm’s Paris Motor Show stand

Renault has used its home motor show to officially unveil the latest version of its RenaultSport Clio hot hatch.
The big news is that it will be fitted with a smaller 1.6-litre turbocharged engine, rather than the naturally aspirated 2.0-litre of the current car. Due to the addition of the turbocharger, power remains at 200bhp while torque has been upped to 240Nm from the current 215Nm. The smaller engine also means a 25 per cent reduction in CO2 emissions.
A more controversial change is the decision to drop the six-speed manual gearbox of the current car and replace it with six-speed dual-clutch transmission. That blow will be softened a little by the news that all cars will come with steering wheel mounted paddles for manual gear changes.
The raw, unfussy nature of the current car appears to have been updated for a more technological approach. This new car comes with a choice of ‘Normal’, ‘Sport’ and ‘Race’ modes, which alter steering feel, throttle response and stability control settings. It is also fitted with a Launch Control function.
This approach has continued inside the car with the addition of a multimedia system, touchscreen sat nav, Bluetooth radio with USB connection and keyless entry and start.
Another new addition is the R-Sound Effect. Using Renault R-Link, it can simulate the sound of one of a range of iconic engines through the car’s speakers. Tuned to the speed and acceleration of the car, drivers can choose engine noise they want.
On the design front, the RenaultSport Clio gets LED daytime running lights, 17-inch alloys, new F1-inspired front and rear bumpers, along with a new grille and spoiler. The latest diffuser and spoiler generate 80 per cent and 20 per cent extra down force respectively, according to Renault.
Buyers will also get a chance to give their car a personal feel with the introduction of an interior and exterior personalisation programme. There’s a choice of four different themes to start. These can then be combined with different motifs and upgrade elements to create a unique car.

Paris motor show 2012: show report

2012-09-30T11:05:00.002-07:00

Paris motor show 2012: show report

Despite the troubles facing the European car industry, the 2012 Paris motor show exhibited an impressive array of machinery including some of the year's most important debuts

BMW Active Tourer heralds a new dawn of FWD models for the firm

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by Steve Cropley

27 September 2012

To the casual onlooker, the 2012 Paris Mondial de l'Automobile seemed what most motor shows are meant to be: a happy celebration of the launch of an impressive collection of new cars. Certainly the mix of new machinery was rich and varied, and even this year's crop of concepts seemed pleasantly realistic and on the pace. For your first few minutes, you might even have missed the fact that Europe's mainstream car industry is in deep trouble.
Watch the full video round-up
The cracks were soon visible, however, first in the relative simplicity (read cheapness) of stand designs - Ford, for instance, was much smaller, and struggled to look like more than a car park - and then in the voices and expressions of the many top managers who made presentations. These people are taught to behave like poker players, but things are so bad and manufacturing capacity is currently racing so far ahead of demand, that the size of the problem could not be disguised or glossed over. Even before lunch, car bosses had become heartily sick of the which-plant-will-close question.
Paris motor show gallery part two
Yet all the new product was terrific. The mainstreamers are being attacked from the cheaper end of the market by aggressive and well-financed Koreans, and from above by highly successful premium manufacturers like BMW and Audi. They have no alternative but to make convincing new products - and they did.
Renault had the new Clio, supported by a racy 200hp Renaultsport vision and the showroom-ready Zoe electric car, the model they believe will "humanise" electric car sales. Ford had a whole plethora of machinery: revised Fiestas, the new Mondeo, a roomier Kuga, the baby SUV EcoSport and even a Berlingo-style civilised van called Tourneo Connect. Peugeot made a further fuss of its recently-launched 208 by showing both the new GTi and a "premium luxury" version called XY. Having delayed its new contender in the 208-Clio-Fiesta arena, the Punto, Fiat looked rather bereft, though its cute and ultra-versatile Panda 4x4 provided a minor hit.
Of course, there was the New Golf, which as usual had that confident, crafted-from-solid look that tells you its backers are very well financed (albeit by the sales of premium market Audis). The Golf has made an art form out of delivering exactly what buyers expect, even before they see it, and nobody doubted that with this latest edition the success would continue.
The premium makers, sustained by strong international sales and reasonable demand at home, were making hay. Chief among them was JLR, which showed the magnificent new Range Rover that seems to have been coming for years, and the fabulous F-type Jaguar. Both had tumultuous debuts, and were received with the all-important international critical acclaim. It must have occurred to Jaguar men that there would have been much to lose, had they botched the arrival of the true successor to a car so large in history as the E-type, but (barring the malfunction of one headlight) they didn't.
If there was one Jaguar jarring note, it was over pricing. Given the relative difficulty (versus product excellence) of car makers in lower sectors, it hardly seemed moral that a sports car billed for years as a Porsche Boxster fighter should have a top price - before bespoke options - of £80,000. Several industry-watchers couldn't help wondering whether JLR's practice of charging more than expected for its products, though it works at present, will one day bite the thriving UK concern on the backside.
There was, of course, wall-to-wall talk about market prospects in Europe, and the main conclusion seemed to be that premium cars would keep doing all right, but there would be years of struggle - and potentially big reorganisations - for the mainstreamers. VW's top men, sounding unnecessarily smug, loudly predicted that some of their opponents would fail, something Fiat's Sergio Marchionne sternly rebutted. But it seems that for now, the best Europe's top executives can do is to chase non-European export sales even harder, and do an even better job of "smiling through".

Jaguar XFR 2012 audi

2012-09-30T11:03:00.003-07:00

Jaguar XFR 2012

Improvements to the XFR’s cabin keep it at the top of the super saloon pecking order

Like the rest of the XF range, there are slimmer, XJ-style headlamps, reshaped bonnet and bumper

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What is it?

In a sense the XFR has it all to lose – this is, after all, one of the few cars to have been awarded a five-star rating in an Autocar road test.
Wise to this, Jaguar has sensibly resisted the temptation to alter the dynamic set-up. Mechanically, this is the same car we tested in 2009. What has changed is its appearance. Like the rest of the XF range, there are new, slimmer, XJ-style headlamps along with a reshaped bonnet and bumper. Together, this gives the XF a more assertive face.

What's it like

However, the biggest news is in the cabin, because Jaguar has addressed several aspects of the XF’s interior that we weren’t so sure about.
Rubber-esque soft-touch plastic replaces the faux aluminium switchgear. That might sound like a retrograde step but, personally, I think it is superior in appearance, to the touch and in the actual movement of the buttons. These are small things, but thin-feeling switchgear can so easily destroy the sense of premium.
Jaguar has also upgraded the combined navigation, ventilation and entertainment touchscreen – with simplified control logic, enhanced resolution and new icons.
Although it is still not quite class leading, it is at least now not embarrassed by a Skoda Superb. Interestingly, though, this system surpasses that fitted to the XJ, meaning that Jag’s cheapest car now has its best sat-nav.
Elsewhere, the XFR is as impressive as it ever was – effortlessly rapid, with a spectacularly broad range of abilities.

Should I buy one?

Far from losing anything, the enhancements keep the XFR at the top of the class, especially given that, at £65,350, it undercuts rivals from Mercedes and Porsche. The risk on the horizon is the new BMW M5 but, as the XKR-S illustrates, Jaguar probably has something in reserve.

Jamie Corstorphine

Jaguar XFR

Price: £65,350; Top speed: 155mph (limited); 0-62mph: 4.9sec; Economy: 22.5mpg; CO2: 292g/km; Kerb weight: 1891kg; Engine: V8, 5000cc, supercharged; Power: 503bhp at 6500rpm; Torque: 461lb ft at 5500rpm; Gearbox: 6-spd automatic

Jaguar XFR review

2012-09-30T11:03:00.000-07:00

From £63,78010

Jaguar XFR review

The Jaguar XFR is a crushingly effective super saloon. Its 503bhp supercharged V8 has relentless pace, and it's the prettiest car in its class

Not only is the XFR the class leader, it is also exceptional value compared to rivals

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The Jaguar XFR is the British company’s rival to the BMW M5 and the Mercedes E63 AMG.
The XFR builds on the now familiar XF saloon recipe but is powered by a 503bhp direct injection supercharged V8. It also gets substantial chassis changes, including different spring rates, a newly developed continuously variable electronic damping system and a new electronically controlled rear differential.

Matt
Burt

Deputy editor

The XFR's talents aren't surprising when the base model is so good

The new XFR also benefits from enhancements to the steering over the standard car.
The visual changes are subtle but effective. There’s a redesigned, XJ-esque front end with a more aggressive look and added air intakes. It also gets flared sills, a discreet boot lid spoiler and standard 20-inch alloy wheels.
Inside there are further additions such as special dials, dark wood and more heavily bolstered, but extremely comfortable, seats.
The supercharged V8 in the Jaguar XFR is an absolutely magnificent engine. It makes the car almost indecently quick.
And it’s this engine, allied to the familiar but fettled 6-speed ZF auto ‘box - now operated by a rotary dial - which gives the Jaguar XFR such headway over its rivals. The torque and the effectiveness of this gearbox make it brilliant docile when you want to make chilled progress, but also crushingly effective when you want to flex your right foot and get moving.
Maximum torque of 461lb ft is dished out from 2500rpm to 5500rpm. So once you get it percolating, performance is astonishingly relentless. The 0-60mph dash is despatched in 4.7sec, but really telling is that 50-70mph is demolished in just 1.9sec, making it a demonic overtaking tool.
All that torque means that it gets into its stride at little over tickover and when it does performance is intoxicating, as is the V8’s delicious repertoire of noises: which don’t, for the first time on a supercharged Jag, include a whine unless you’re on full throttle.
The Jaguar XFR’s substantial chassis changes are instantly noticeable. For a start there’s an additional firmness to it and far more bumps are telegraphed through to the cabin. This isn’t just noticeable at urban speeds but even at three-figure pace. However, the fact that it’s all so quiet and controlled still makes the Jag a very credible cruising tool.
Yet the loss of some suppleness is more than made up for by the way the XFR simply gobbles up challenging roads. A quicker steering rack, plus the other chassis changes make it far more agile than 'cooking' models.
It turns in brilliantly, has almost endless grip and the electronics allow you to get on the gas really early in a corner – easily making it the equal of the BMW M5 through both fast and slow corners.
The XFR's composure is first class. The new electronic damping system does a great job of keeping the body taut and flat even when you’re doing the sort of speeds on the sort of undulating roads that require the maximum amount of wheel travel.
The rest of the experience is regular Jaguar XF plus an extra ten per cent. Yes, there’s a little more road noise and Jaguar still hasn’t managed to eradicate wind fluttering around the wing mirrors. But one of the great car cabins has been made even better in the R version.
The new sports seats are much improved over the standard items, and there are additional trim flourishes that let you know that you’re in the sports models but it doesn’t even get close to tackiness or displaying a lack of taste.
If you want the best all-round high-performance saloon the Jaguar XFR is the answer. It’s the equal of the BMW M5 dynamically and for sheer performance; yet is far easier to live with day-to-day and far more compliant when you’re not in the mood for maximum attack.
While the rivals from Merc and Audi have hot-rod grunt and plenty of other appealing characteristics, but they both lack finesse and both need a lower price tag.

Jaguar XF review

2012-09-30T11:01:00.002-07:00

From £29,2509

Jaguar XF review

The Jaguar XF is a sublime British executive saloon. It has a tremendous interior, and the hot XFR model is a genuine five-star car.

The Jaguar XF is a sublime British executive saloon. It has a tremendous interior, and the hot XFR model is a genuine five-star

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The XF has been at the heart of Jaguar's renaissance since it went on sale in March 2008. But even though it gave the company a car it could be proud of - in the way it looked, felt and accommodated - its line-up took a while to complete.
The bigger-engined XF range has proven adept at taking on all-comers at the upper levels of the class since its introduction, but it took until cosmetic and detail technical tweaks for the 2012 model year before the XF became available with a 2.2-litre diesel, a type of engine whose sales dominate the sector. An estate is due late in 2012, too, thus completing a highly competent range.
Regardless of the flavour of engine you choose though, from 2.2d through to supercharged R, the XF comes mated only to an automatic eight-speed transmission. So how does the XF compete with the established opposition?

Paris motor show: Best performance cars gallery

2012-09-30T11:00:00.004-07:00

Paris motor show: Best performance cars gallery

A wealth of new metal aimed at the enthusiast featured at Paris. Here's what caught our eye

Peugeot's RCZ R concept boasts more power and a limited-slip diff

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The Paris motor show will be remembered for the launch of the Jaguar F-type and McLaren P1. But history may well record it for the reveal of a number of hugely significant affordable performance cars and hot hatches.
Peugeot have been one of the biggest names in the pocket rocket markets, even if some of their recent product has been slightly below par. The launch of the 208 GTI and the RCZ R could change all of that.
And although the Clio Renaultsport is to lose the fizzy, naturally-aspirated powerplant, we've high hopes for the 1.6-litre turbo. Exciting times, certainly.
Click the image above to launch the gallery.
Peugeot RCZ R
As part of the facelifted RCZ range, Peugeot showcased the RCZ R concept. It previews a performance variant of Peugeot’s stylish coupe, due at the end of 2013.
The RCZ R is powered by the same 1.6-litre turbo that is found in the regular RCZ, However, thanks to modifications from Peugeot Sport, the RCZ R produces 260bhp. This gives the RCZ R a huge specific output of 160bhp/litre. A limited-slip differential will be fitted to the RCZ R to boost traction.
Mini JCW GP
The second generation of the Mini Cooper S John Cooper Works GP was unveiled to at Paris. Like the first JCW GP, just two thousand will be made. Britain will receive 200, priced at £28,790.
The JCW GP has been subjected to a raft of changes to further improve its handling. New wheels, larger brakes, adjustable dampers and stickier Kumho tyres are all fitted to the GP. Power gains are modest; 215bhp and 207lb ft are gains of just 7bhp and 15lb ft over the Cooper S JCW.
Renaultsport Clio
Renault took the wraps of its Clio 4 range-topper at its home motor show. Notable by their absence are a manual gearbox and a naturally-aspirated engine, replaced by a dual-clutch transmission and a 1.6-litre turbo. Power (197bhp) is identical to the old car, but torque has been boosted (now 177lb ft) and is available across a wider range of revs.
The Clio 4 RS will be offered only as a five-door, though it is visually more aggressive than the standard Clio. Expect it to cost from around £18,500.
Peugeot 208 GTI
Expectations are high for the 208 GTI; it has to match its legendary forebears. Peugeot is hoping a combination of a 197bhp 1.6-litre turbocharged engine and a kerb weight of just 1160kg will achieve this.
The 208 GTI also benefits from wider tracks over the standard 208, along with firmer springs, recalibrated dampers and modified anti-roll bars. Cosmetic alterations include flared wheelarches and unique badging.
The first 208 GTIs will arrive in Britain early next year, priced at around £20,000.
VW Golf GTI concept
Though unveiled as a concept, the Mk7 Golf GTI appeared almost production-ready. Two power outputs will be available when the car launches next summer, 217 or 227bhp.
Combined with a reduction in weight, the new GTI will be faster and more efficient than the old car. Up to 47mpg is being mooted for the lower-powered model, along with a 0-62mpg time of 6.6 seconds. The 227bhp variant will also benefit from bigger brakes and a new differential to provide an even sharper drive.

Hyundai Santa Fe 2.2 CRDi

2012-09-30T11:00:00.001-07:00

Hyundai Santa Fe 2.2 CRDi

Superb new diesel engine revitalises Hyundai’s seven-seat 4x4

It gets a revised bumper and light clusters, front and rear, plus a new grille, and exhaust

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by Ed Keohane

15 November 2009

What is it?

Hyundai’s seven-seat 4x4 has received a mild refresh to spruce up the styling and make it more in tune with the times.
It gets a revised bumper and light clusters, front and rear, plus a new grille, fog lights and exhaust. Much more important, however, is the new 2.2-litre turbodiesel ‘R’ engine, which it shares with the new Kia Sorento.

What’s it like?

The motor is a superb unit, undoubtedly the best in its class. It pulls well from just above idle, strongly above 1800rpm and spins easily to the red line. Combined with the new six-speed manual gearbox, it allows for easy progress and confident overtaking.
The longer top gear improves fuel economy (38.7mpg) and makes motorway cruising pleasantly relaxed. The engine has enough flexibility to let you leave the Santa Fe in sixth for most overtaking above 60mph. The gearshift in the six-speed 'box is quite notchy, even when the fluids are warm, and many buyers might be happier with the new auto ‘box.
The visual modifications sharpen up the Santa Fe’s character, giving it a more up-to-date feel, as does the standard USB/AUX socket. Seating might be more accurately described as 5+2. Although the third row of seats will hold children fairly comfortably, there is very little space for luggage, making the Santa Fe a seven-seater for school runs but not school holidays.
Perhaps the most disappointing thing about the Santa Fe is what hasn’t changed from the original. The ride and handling are surprisingly fine, but it really grates to get into a two-tonne seven-seater with a brand new engine and drivetrain only to find that the steering wheel is too close the dash for a six-footer and, unbelievably, doesn’t adjust for reach.

Should I buy one?

Hyundai has lowered the pricing structure for the Santa Fe. This should be good news for company car buyers - along with the lower CO2 rating - and provide stiff competition for the new Kia Sorento, which is equipped with the same diesel engine and gearbox.

Hyundai Santa Fe review

2012-09-30T10:59:00.002-07:00

Does this new Santa Fe build on the recipe for success of its forebear?

Hyundai Santa Fe makes for an excellent ownership proposition

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The previous generation of the Hyundai Santa Fe was as easy to like as it was to live with. It wasn’t the most glamorous of Far Eastern SUVs – far from it, in fact. But therein lay some of the appeal. It was big, it towed well, it could seat seven, it came with a long warranty and it was well priced.
Little wonder, then, that the UK – which likes that sort of thing – accounted for a third of all European Santa Fe sales. Indeed, the Santa Fe is the UK’s biggest-selling Hyundai.

Nic
Cackett

Road tester

Hyundai’s pricing structure doesn’t allow a great deal of room for personalisation.

Your Autocar road test team even ran one for a while, drawing the conclusion that, if we were in the market for a car like this, the Santa Fe would come very close to the top of our shortlist.
Little wonder, too, that Hyundai has taken the UK market very seriously with its replacement. Because although the Santa Fe is a global car that’s selling – and selling well – in Hyundai’s major markets, the UK version has received its own, unique chassis tune to match these islands’ uniquely appalling roads.
The question, then, is this: will the latest Santa Fe retain – and deserve – the same popularity as its forebear?

Continue to Design

First drive review: Hyundai i30 1.6CRDi 110 Active Toure

2012-09-30T10:58:00.001-07:00

First drive review: Hyundai i30 1.6CRDi 110 Active Tourer

The Hyundai i30, Korea’s impressive second generation Golf-chaser is now available as a spacious estate

Hyundai is taking quite some trouble to stress the estate’s space advantages over the already-roomy hatchback

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by Steve Cropley

13 July 2012

What is it?

This is a story about space. Once Hyundai had launched its stylish second-generation i30 hatchback (which it did last March) it was guaranteed that a roomy estate version would rapidly follow.
Hyundai is taking quite some trouble to stress the estate’s space advantages over the already-roomy hatchback: the Tourer is 185mm longer overall (this extra length mostly affecting cabin and load space), offers better headroom front and rear and it has seats-folded luggage volume of 1642 litres. That makes it one of the most spacious C-segment estates going and it beats several D-segment contenders into the bargain. Hyundai UK’s president and CEO, Tony Whitehorn, believes the new model, in showrooms late this month, will account for about 15 per cent of UK i30 deals.
The other major string to the new i30 Tourer’s bow is improved efficiency. The UK is taking three of six engines on offer — a 118bhp, 1.6 litre petrol four and two versions of an enhanced 1.6 four-cylinder turbodiesel, producing either 108 or 126bhp but with identical torque outputs. All improve on the fuel consumption and CO2 emissions of the outgoing model but the star performer is the 108bhp Blue Drive diesel whose integral stop-start system helps it to a combined fuel consumption figure of 64.2mpg, and with CO2 emissions of just 110g/km that bring major tax benefits to company car users.

What is it like?

Our test car, a lower-power diesel, certainly didn’t drive like an economy car. The engine spun willingly and sounded quite sporty, and its 0-62mph acceleration of 11.8sec (plus a 115mph top speed) made it decently brisk for a family car, especially since it pulled lustily in intermediate gears from below 2000rpm and showed impressive flexibility in town
This i30 is designed in Europe for the European market by a substantially European engineering team, and this market focus shows clearly in the chassis design. The car rides reasonably firmly, with good body control, but stays flat and composed over difficult suburban bumps. It is noticeably quieter in this laterest iteration. Best of all, it absorbs bumps quietly, leaving a favourable impression of body rigidity and quality.
Our Tourer’s electric power steering had the adjustable three-rate Flex Steer system Hyundai is feeding into all its cars, but felt best (albeit a little wooden by Golf/Focus standards) in the normal setting. The brakes were light, powerful and easy to modulate. In sum, driving the i30 struck us as low-key fun and better than most models as utilitarian in character as this.

Should I buy one?

Well, the competition is tough. To choose the i30 Tourer you must look past Ford Focus and VW Golf, which are both strong offers. Why should you do that? Perhaps because you like the styling, or the impressive economy strikes a chord. Maybe you’re attracted by the five-year warranty, a particular asset if you sell the car before it elapses.
For us, the Golf probably keeps its position as class leader, but the i30 Tourer deserves the status of a rival that warrants serious consideration.
Hyundai i30 1.6CRDi 110 Active Tourer
Price £17,295; 0-62mph 11.8sec; Top speed 115mph; Economy 64.2mpg; CO2 110g/km; Kerb weight 1326kg; Engine 1582cc, 4cyl transverse; Power 108bhp at 4000rpm; Torque 256lb ft at 1900-2750rpm; Gearbox Six-speed manual

First drive review: Hyundai i30 1.6 auto three-door

2012-09-30T10:57:00.002-07:00

First drive review: Hyundai i30 1.6 auto three-door

More adventurous styling adds interest to the i30 range, but lack of sporting upgrades under the skin is disappointing

Heavily disguised prototype was driven at Hyundai's Nosovice plant in the Czech Republic

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What is it?

Hyundai hopes to attract younger buyers with its first Euro-centric three-door C-segment car, which will join the five-door and Tourer versions of the second-gen i30 in January. All will share the factory in Nošovice, Czech Republic, where we sampled this late prototype.
An undisguised three-door was shown, too, ahead of its full-glitz Paris reveal. And it is this Hyundai i30 three-door prototype that we've come to drive.

What is it like?

Up front, an intricate black plastic relief replaces chromed arcs in the hexagonal mouth, and new LED strips are paired with round fog lights. Steeper flank lines reach up to Veloster-style three-quarter windows, but rear bumper and fog tweaks are less pronounced. Access to the rear seats is easy, and you'll find good head and legroom back there, if little in the way glazing to see out of.
Styling is the limit of sporty pretensions, though. The chassis setup and tri-mode electric steering are inherited from the five-door, and spec choices should be similar. Drivetrains are also likely to remain unchanged, meaning 1.4 and 1.6 petrols, a 1.4 diesel and the 1.6 diesel's 109bhp and 126bhp derivatives. All come with six speed gearboxes, although an automatic transmisson is compulsory on the 1.6 petrol we drove and optional on the 109bhp diesel. Weight should be comparable to the five-door.
The 1.6 petrol occupies the range's performance middle ground, falling short of the capable chassis for dynamism. But in both those respects, what was adequate in the five-door feels underwhelming in a car with sporty aspirations. Excellent ride comfort endures, but isn't countered with excitement.

Should I buy one?

Although Hyundai's i20 is £600 cheaper with three doors than five, the overtly differentiated i30 could in theory ask a premium. However, given the young target audience and any lack of dynamic enhancements, that seems unlikely. Either way, value should be on its side — especially the 126bhp diesel that beats the 99g/km CO2 benchmark in three-door guise.
Richard Webber
Hyundai i30 1.6 Auto three-door prototype 
Price: TBA; 0-62mph: 11.9sec; Top speed: 119mph; Economy: 41.5mpg (combined); CO2: 159g/km; Kerb weight: 1220kg; Engine: 4 cyls, 1591cc, petrol; Power: 118bhp at 6300rpm; Torque: 115lb ft at 4850rpm; Gearbox: 6-spd automatic

First drive review: Chevrolet Trax

2012-09-30T10:56:00.003-07:00

First drive review: Chevrolet Trax

The Chevrolet Trax is a dinky SUV which does just enough to suggest it will turn the European heads it is aimed at

Chevy Trax is the sister car to the forthcoming Vauxhall Mokka and shows early promise in pre-prod guise

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by Nic Cackett

27 September 2012

What is it?

A head start for Chevrolet. The Trax shares its DNA with the new Vauxhall Mokka, but the American brand, enjoying something of a sales resurgence, previews its smallest ever SUV before its Paris show debut, and before we drive its European sibling.
Being so far head of the starting gun means that the car can only be driven with several provisos in mind. First, these are pre-production models (although only be a slender margin) and second, they are all in Canadian spec.
Not much of an issue, you might think, but unlike Ford, Chevrolet still likes to tune its cars to what it regards as regional tastes, and that means that suspension settings, tyre choice, steering tune and even gear ratios are all going to subtly change before delivery to Europe begins.
Nevertheless, while the manufacturer may have only just begun work on building its variant for the old world, it is that market’s ballooning appetite for compact SUVs which has made the Trax a no-brain introduction to Chevrolet showrooms.
The aim is to hit the high-sided B-segment sweet spot where the likeable Skoda Yeti and overrated Nissan Juke currently reside. To that end, the Trax, like most of the brand’s offerings, is a largely orthodox piece of packaging.
The car follows hard on the heels of the well received Aveo – appropriate, as it shares its Gamma II platform, albeit in lengthened, fattened and strengthened format, and with the option of four-wheel-drive versions.
Precise details on pricing and trim levels are yet to be set in concrete, but it would be relatively safe to assume that Chevrolet will re-run its familiar LS, LT and LTZ line-up, that it will be well equipped and almost certainly undercut whatever sticker its cousin at Vauxhall wears.

What is it like?

Well judged but ultimately uninspiring to drive. The Canadian mules get a 138bhp 1.4-litre turbocharged petrol engine mated to a rather quaint six-speed automatic gearbox. This configuration will come to the UK, but not until 2014. Step-off enthusiasm around town is sprightly (thanks to a cricket pitch-even 148lb ft of torque from 1850 to 4900rpm) but lacks much gumption elsewhere.
The vocal motor won’t power the entry-level model in the UK – that’s left to a 114bhp 1.6-litre petrol engine and a five-speed manual ’box – but, given its power handicap, we wouldn’t recommend that either. The cherry-pick (and doubtless popular option) is the worthy 128bhp 1.7-litre diesel that already appears in the Cruze.
With a six-speed manual ’box, it’ll deliver a highly competitive 221lb ft of torque, 120g/km of CO2 and 62mpg economy aboard the Trax. There’s also the faint hope that an extra 70-odd pounds of peak twist will add some muscular verve to the SUV’s progress.
Such optimism is not completely unfounded: Chevrolet reckons that the European versions, thanks to structural differences, airbag subtraction and the elimination of the spare wheel, will save around 100kg on the lardy Canadian car.
A dynamic bump would be useful. The North American model is competent and undemanding, but beyond its plodding, well insulated march at 55mph it begins to feel unreasonably cumbersome – as if you’re already dynamically working the car over rather than gently pushing on a bit.
Chevrolet will say that its EU retune will see to all this, but, although better rubber (it's all-terrain all round here) and steering heft will help, there is a concern that by revising the dampers, bushings and mounts, the engineers may handicap the compliancy on a ride quality already occasionally lumpy in remedying poor road surfaces.
Fortunately for the Trax, driver appeal always comes a distant second to usability in this segment, and here it’s clear that the developmental homework has been done. The interior, unsurprisingly, has for the most part been pinched from the Aveo, but a revamp and rescale has added a much-needed maturity to the layout.
It’s not half bad, and, better still, spaciousness seems suitably enhanced. Adults will fit in the back of the stretched wheelbase, and, with families in mind, there are no fewer than eight different seating configurations to play with, including the potential for folding forward the front passenger seat.
Chevrolet has also laced the cockpit with a rabbit warren of storage bins and kept the boot capacious enough to swallow 356 litres of additional items. Added to all that is the option (or standard feature) of the MyLink infotainment system. The seven-inch touchscreen is the focal point of the dashboard, and with a smartphone attached its interface, function and app potential (including a superb sat-nav carry-over) is a full generation ahead of any of its rivals.

Should I buy one?

As with much of Chevrolet’s recent fare, there are understandable reasons why you might. Most are grounded in the rugged dependability of good sense; the car, for many people, is going to seem like the right size, the right shape, the right interior and (probably) the right price.
But there are holes in the game plan. The Trax doesn’t quite look right - it has the truckish conservatism one might expect from its brand, but without the bigger, fatter 18-inch wheel to pull its styling taut, it looks rather drab in a way the Skoda Yeti and Nissan Juke don’t.
Choose to add those wheels and there’s every chance you are going to incapacitate the already fragile ride quality. Chevrolet might do this itself if it doesn’t handle its suspension revisions with some sensitivity. And it still remains to be seen if the diesel engine fits the dinky SUV as well as we expect it might.
A lot of ifs and buts, then. Probably too many to stamp the Trax’s card one way or the other. But there’s potential in this pre-prod preview, and, happily for Chevrolet, it feels like precisely where they need to be.
Chevrolet Trax 1.4 LT
Price TBC; 0-62mph 9.8sec; Top speed 121mph; Economy 44.1mpg; CO2 149g/km; Kerbweight 1380kg; Engine 4 cyls, 1364cc, turbo, petrol; Power 138bhp; Torque 148lb ft; Gearbox 6-spd automatic

First drive review: BMW 3-series Touring

2012-09-30T10:55:00.002-07:00

First drive review: BMW 3-series Touring

Practical 3-series estate loses some of the saloon’s edge, but engine and transmission impress with controlled pace and economy

Touring is the second bodystyle offered in the current 3-series range

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What is it?

Following our overseas drive, this 330d offers our first taste of BMW’s new compact estate on home soil, and also our first chance to sample a six-pot diesel engine in the sixth-gen 3-series.
At launch, there is also a pair of two-litre, four-cylinder turbocharged cars available: the 181bhp 320d oil-burner and 242bhp 328i petrol option. Very soon, lesser versions of the same engines will wear 316d, 318d and 320i badges and offer 114bhp, 141bhp and 181bhp respectively, as in the F30 saloon.

What is it like?

Our cosseting 330d Luxury is one notch below top dollar at £37,200, though a staggering options tally adds a third more. We’ve previously established the Touring’s practical credentials – an electric boot with separately opening rear window, 40:20:40-splitting rear seats, and front and rear parking sensors are standard-fit for the moment – but reversing and surround-view cameras, roof rails and added storage nets also comprise a (small) portion of our car’s extras. A £700 electric towbar would add further utility.
Power is up just 12bhp over the last 330d Touring to match the 530d estate’s 254bhp, and still peaks at 4000rpm, but torque jumps 29lb ft and chimes in 250rpm earlier than before at 1500rpm, with maximum twist still available to 3000rpm. The new, compulsory, eight-speed auto gearbox’s two extra cogs may explain why weight drops by just 10kg despite mass-saving tactics elsewhere, but performance and fuel consumption both improve markedly: 0.7sec is knocked off the 0-62mph metric, while the F31’s claimed urban economy matches the E91 auto’s combined figure at 44.8mpg. Overall returns improve by nearly a quarter to 55.4mpg, while emissions drop from 165g/km of CO2 to 135g/km, easily beating the last car’s manual choice into the bargain.
That’s no doubt aided by standard-fit start-stop, but the single chassis wag during shutdown and ensuing vocal start-up shimmies soon wear thin in incremental traffic. Idle is bassy but not intrusively loud, while rising revs produce a purposeful, but still obviously oil-burning thrum, with lots of turbo whistle off-throttle. When cruising, the engine is barely audible, revealing some roar and whine from the 18in runflats. In torrential Autoroute rain, the 330d didn’t miss a beat, maintaining isolated luxury amongst the interior’s wood and leather and excellent stability. Brakes remained reassuringly short in pedal travel and sturdy in response.
The single twin-scroll turbocharger minimises lag well, offering impressive throttle response, unobtrusively marshalled by the smooth eight-speed gearbox that is more comfortable here than in the 328i. Likewise, variable weighting (standard) and variable ratio (optional) embellishments don’t taint the faithful and commendably feelsome electric steering.
In damp conditions, full-bore starts interrupted traction, but on the move on twisty B-roads grip was strong. Despite the Touring’s sturdier rear suspension setup, more pronounced lateral body movement with the £750 adaptive dampers in either normal or sport mode means it can’t recreate the nimbleness of the 185kg-lighter 320d saloon, but primary ride is excellent, and sharp bumps merely disturb rather than upset. It feels the bigger, heavier car it is, the paucity of lag perhaps adding to its more mature nature, but agility is still excellent for its class.

Should I buy one?

The 3-series Touring retains the talent that led the saloon to score a full five star rating when we tested it earlier this year. The Touring adds a useful amount of extra space, but is still great to drive.
The 330d isn't perfect though. Two causes for disappointment were the tight rear legroom for one 6ft 2in occupant behind another, and a very ordinary reported average of 36.9mpg between west London and Paris, despite mostly motorway miles.
Richard Webber

BMW 330d Touring Luxury
Price £37,200; Top speed 155mph (limited); 0-62mph 5.6sec; Economy 55.4mpg (combined); CO2 135g/km; Kerb weight 1680kg; Engine 6 cyls, 2993cc, turbodiesel; Power 254bhp at 4000rpm; Torque 413lb ft at 1500-3000rpm; Gearbox 8-spd automatic

First drive review: Audi A1 e-tron dual-mode hybrid

2012-09-30T10:54:00.000-07:00

First drive review: Audi A1 e-tron dual-mode hybrid

Audi's prototype 'dual-mode' hybrid system impresses with its simplicity and refinement

Audi A1 e-tron prototype showcases new dual-mode hybrid system

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by Hilton Holloway

21 September 2012

What is it?

This is Audi's second A1 e-tron concept, combining the best of both the range-extending principle and conventional plug-in hybrids.
Audi showed its first e-tron concept in 2010. The range-extender, prototypes of which have so far racked up 31,000 miles in the Munich area, featured a small battery pack (with a 30-mile range) with the front wheels driven by a 75kW electric motor. It was backed up by a tiny, 254cc Wankel rotary engine/generator under the boot floor which generated 15kW and added 120 miles to the range.
This, the second A1 e-tron proposal, combines the best of the Chevy Volt-style range-extending principle with conventional Prius-type plug-in hybrids.
Described as a ‘dual-mode’ hybrid, the transmission uses a brand new 1.5-litre, three-cylinder, engine which develops 128bhp and 147lb ft. This engine is combined with a 67bhp/155lb ft electric motor which, Audi says, acts mostly as a starter and alternator but can assist the petrol engine.
The second electric motor - mounted on the opposite side of the transmission from the petrol engine - produces 115bhp and 184lb ft of torque. This motor drives directly into the single speed transmission, which, in turn, drive’s the A1’s front wheels. Between the engine and alternator pairing and the main electric drive motor is a simple clutch which allows the engine/generator to be engaged and disengaged from the rest of the drivetrain.
In urban mode, at speeds of up to 34mph, the A1 is driven by the main electric motor and battery pack and it promises an impressive 56 miles range on the battery.
If the battery pack is running low, electricity from the engine/generator is used to drive the motor. It’s possible to run up to 81mph in pure electric mode but, from 34mph, the clutch allows the three-cylinder engine to directly drive the transmission. The smaller generator motor acts as back-up to help reduce fuel consumption and to briefly assist during hard acceleration. Above 81mph, the combustion engine does all the work.

What is it like?

Surprisingly refined. We had the chance to try out what Audi engineers call a ‘pre-development’ prototype. The e-tron prototype was identical to a production A1 and did not seem to have lost boot space, which is impressive for such a small vehicle.
Pull the gear lever into ‘drive’ and the e-tron pulls away in silence on battery power and has the instant torque and seamless delivery typical of a car powered by an electric motor through a single-speed transmission. Above the 35mph, the new three-cylinder engine meshes into the transmission without the driver noticing - a product of the engine being spun up to the correct operating speed before the clutch engages - and it seemed very smooth and willing, although there is a distinctive, if distant, 'thrum' under hard acceleration.
Officially, this e-tron has 174bhp and a 0-62mph sprint time of less than 9sec. In reality, the A1 e-tron feels quicker than that. With both the engine and generator running, the A1 is deceptively swift on the open road and impressively smooth and refined at urban speeds. Audi’s new front-drive hybrid concept seems - even at this stage - superior to both the Prius’s conventional hybrid and the Volt’s range-extender with high-speed motor assist.
What’s most impressive is the relatively simple engine and electric motor layout and a single-speed transmission, which means it could also be less expensive than today’s production hybrids.

Should I buy one?

On this brief showing, yes. Audi wouldn’t confirm that this new type of hybrid transmission was a dead cert for production but it appears superior to many existing hybrid systems. It is less complex and more refined than the range-extender system in the Chevy Volt and the conventional hybrid drivetrain and CVT gearbox in the Prius.
And, although the new Golf family cars will be launched with a more conventional plug-in hybrid (which couples a diesel engine, electric motor, DSG gearbox and battery pack), it is likely that this compact and potentially less expensive set-up will be deployed in the new-generation Polo family of cars from 2015.
Audi A1 Dual-Mode Hybrid prototype
Price: n/a; Top speed: n/a; 0-62mph: 9.0sec; Economy: 56 miles (battery pack), 400 miles petrol engine only (est); Weight: n/a; Engine: 3-cyls, 1500cc, turbocharged petrol; Power: 128bhp; Torque: 147lb ft; Electric Motor 1: 67bhp/155lb ft; Electric Motor 2: 115bhp/184lb ft; Gearbox: single-speed

Paris motor show: Lamborghini Aventador LP 700-4

2012-09-30T10:53:00.000-07:00

Paris motor show: Lamborghini Aventador LP 700-4

Lamborghini’s latest Aventador gets stop-start and cylinder deactivation tech

Updated Aventador has the ability to turn off a bank of cylinders when under reduced load

Lamborghini has announced that the latest edition of the Aventador will be the most efficient yet, thanks to new technology on the car.
Firstly, the LP 700-4 uses a start-stop system which can restart the engine in 180 milliseconds. The system uses high-performance capacitors to provide the V12’s full power output upon restart.
Improving efficiency further is a new cylinder deactivation system. When travelling under 84mph, with a low load on the engine, six of the cylinders turn off, meaning the engine runs as a straight-six.
Lamborghini says that “just the slightest movement” of the accelerator pedal brings the full 700bhp V12 back online.
The result of these improvements is a CO2 emissions drop from 398g/km to 370g/km, and average fuel consumption rises to 18mpg.
Other improvements to the latest Aventador include stiffer springs and optimised dampers for better handling, new optional alloy wheels, and an optional CFRP pack, which adds carbonfibre effects on the front spoiler, air intakes, engine cover panel and interior trim.

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First drive review: Hyundai i30 1.6CRDi 110 Active Toure

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First drive review: Hyundai i30 1.6 auto three-door

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First drive review: Chevrolet Trax

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First drive review: Audi A1 e-tron dual-mode hybrid

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Paris motor show: Lamborghini Aventador LP 700-4

Paris motor show: Lamborghini Aventador LP 700-4

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