volkswagen is working on a plug-in hybrid version of the Golf/Rabbit, named Twin Drive, for introduction in 2011. A basic proof-of-concept version using a diesel engine is currently testing, in a 20-car fleet, in Berlin. But at the Golf 6 launch, VW engineers said the production version will be gasoline-powered because emission controls will soon get too expensive for a hybrid. The Golf Twin Drive’s electric-only range is targeted at 30 miles.
Although VW engineers talk of the Twin Drive’s gas engine as a range extender, the gasoline motor is clutched to the wheels. That’s quite unlike GM’s Volt, where the combustion engine never drives the wheels mechanically.
There is no conventional transmission in the Twin Drive, however, its absence helping to offset the weight of the electric motor. The single-gear ratio is equivalent to the top gear in a normal car. So the electric motor is needed to supply the low-end torque to get the car rolling to about 30 mph, when the combustion engine is clutched in and starts. The electric assist then rapidly fades, but is re-energized for acceleration boost.
2011 Volkswagen Golf
There’s 40 hp of regeneration braking. Reversing is electric-only. An “e-mode” button can be pressed in ZEV-only areas, which inhibits the gas engine completely.
The 350-lb battery pack is by Sanyo, with lithium-ion cells. Capacity is 12 KWh, though it is normally depleted only by 8 KWh. It is located in the trunk floor, so apart from an absence of spare tire this Rabbit has the same packaging as the base car.
The gas engine is a 1.4L turbo direct-injection four on experimental cars, but a production version would likely take a cylinder off that, producing a 1.05L triple of 100 hp, plus the electric boost when needed. This downsized-with-turbo concept gives high fuel efficiency and added flexibility to cope with the absence of intermediate gears.
The system controller is linked to the vehicle’s navigation system, so it calculates when best to use up the available battery charge — if the system knows an urban area is ahead, it will run longer on the gasoline engine. It will also ensure the car arrives at its destination with batteries depleted, ready to take on cheap electricity rather than expensive gasoline.
VW is setting up a partnership with German electric utility E.ON, which, according to the VW engineers, has spare night-power capacity to charge 10 million electric vehicles.
The stylish Verve concept previews Ford’s promised subcompact challenger to Honda Fit, Toyota Yaris and other “B-Class” cars. The styling will change--as well as the name--but a Mazda foundation ups the chances for success.
What We Know About the 2011 Ford Fiesta
Fuel-stingy minicars are back in vogue, thanks to escalating gas prices. Ford has long promised such a car for its U.S. lineup. In fact, it had one ready several years back, but canceled it on learning the Honda Fit and Toyota Yaris would show up.
Since then, the Blue Oval has been working on what it thinks will be a more competitive minicar. Though Ford isn’t talking timetable or specifications yet, the three Verve concepts, unveiled at the 2007 Frankfurt Auto Show, 2007 Guangzhou Motor Show, and 2008 Detroit Auto Show suggest the showroom version is well on the road to completion. So does the debut of a new Mazda 2, which will parent the U.S. baby as well as a redesign of Ford’s popular European Fiesta. Right now, sources predict the American version--which will be badged Fiesta--will arrive in 2010 as a 2011 model.
The 2011 Ford Fiesta is another “world car” project a la Ford’s 1981 Escort and 2000 Focus. Like the original VW Beetle, the idea is a basic design that can be built and sold profitably the world over, because one car serving many markets drastically cuts development costs and raises profit potential. That’s why General Motors still dabbles with world cars, too.
In the past, though, Detroit “world cars” ended up with so many regional design and engineering changes that economies of scale were diminished, if not erased. The Focus is one example. At first, the U.S. and European models were quite similar. Then Ford Europe did a 2005 redesign that U.S. marketers deemed too costly. In other words, a Euro-based Focus would have been priced out of its U.S. market slot. Which is why our Focus still uses the original design, already paid for, albeit heavily updated for 2008.
Ford says Focus will be a “world car” again in its next incarnation, expected around 2011. There’s not much choice. Ford is running very low on cash and must leverage its global resources--that timeworn Detroit cliché--to get the most new model bang for the bucks it has. That’s why Ford CEO Alan Mullaly is busy spearheading a global product plan that aims for big savings by greatly trimming the number of platforms and parts in Ford Motor’s worldwide inventory. The increased sharing won’t be confined to small cars, either. Ford also plans to merge two different midsize sedans, the American Fusion and European Mondeo, into a single basic design, with only modest tailoring for various markets.
All this explains why the 2011 Ford Fiesta will be closely related to the next-generation Fiesta, but possibly sourced from low-wage Brazil or Mexico to achieve a competitive El Norte price. And because Ford now assigns small-car development to Japanese affiliate Mazda, which is plenty experienced that way, the Fiesta will be derived from the recently-released second-generation Mazda 2. That model isn’t coming here, but its good U.K. and Continental notices bode well for the North American Ford.
The 2011 Ford Fiesta will share a new B2E corporate platform with the Mazda 2, but have different styling (penned by Ford designers in Europe) and perhaps different powertrains too. It will look more conservative than the Verve concept, which Ford says suggests the general “design language” of the production car. But the concept is certainly expressive, as is the wedgy Mazda 2, so the showroom Fiesta won’t be another plain two-box appliance like the Fiesta sold here way back in 1977-1980.
Size wise, the 2011 Ford Fiesta should be close to the Fit, Yaris, Chevrolet Aveo and other so-called “B-Class” minicars, but a generous wheelbase versus overall length should make for a surprisingly roomy four-seater, judging by the Mazda 2. It’s front-wheel drive, of course, and a 4-door sedan body style is assured for the U.S. Two- and 4-door hatchbacks are likely for Europe and possibly for our side of the pond as well.
Powertrains should come from the Mazda 2, which in various markets offers twincam 4-cylinder engines of 1.3 and 1.5 liters. We’d guess the U.S. 2011 Ford Fiesta will get the 1.5 at least, or perhaps a 1.8-liter enlargement providing the extra low-end torque that’s always so helpful for U.S. driving conditions. Transmissions should comprise a 5-speed manual and an optional 5-speed automatic, also per the 2. Standard equipment should include antilock brakes, front torso side airbags, and curtain side airbags. Traction control will certainly be available, maybe even standard. Stability control is a likely option, as it is on the Mazda.
Depending on marketers’ courage, the 2011 Ford Fiesta may offer upscale extras like sport suspension, 16- or 17-inch tires to replace standard 15s, power windows, keyless power door locks, perhaps even a navigation system. The options list will almost certainly show the new Ford Sync system for voice-activated control of cell phones and portable music players, if only to court the youth market. An available 5-speed automatic would be a competitive advantage among B-Class cars, where 4-speed transmissions are the rule so far. Let’s also note that the latest Mazda 2 weighs some 220 pounds less than the previous version, which bodes well for both performance and fuel economy in the 2011 Ford Fiesta.
Buying Advice for the 2011 Ford Fiesta
B-Class competition is heating up fast. Suzuki now offers sedan and hatchback versions of its little SX4; Toyota’s Scion brand has replaced its small xA hatchback with the more-refined xD; and 2009 brings a new, slightly larger Honda Fit with fresh styling, better performance and more interior space. The Toyota Yaris will also be tweaked before its expected redesign for model-year 2012. And Korean brands Hyundai and Kia won’t be idle. There’s also the prospect of a low-cost Chinese-sourced mini from newly independent Chrysler, though its timing is still a bit murky. With all this, the 2011 Ford Fiesta will have a lot to contend with, but it should be up to it, assuming the well-received Mazda 2 is any guide.
2011 Ford Fiesta Release Date: Ford isn’t talking, as we said, but most sources except an on-sale date in the first half of calendar 2010.
2011 Ford Fiesta First Test Drive: Assuming the above timetable holds, media previews should be scheduled for fall 2009.
2011 Ford Fiesta Prices: They’re obviously a long way from being decided, but the 2011 Ford Fiesta could well displace the bottom-end versions of the compact Focus. We’d look prices to start at around $12,000 and range up to $16,000 loaded. Currency exchange rates between now and intro time will loom large for Ford in determining the final numbers.
magine a junior edition of the new X6 crossover based on the redesigned X3SUV and you have the newest all-wheel-drive Bimmer. The X4 looks good to go, even though the jury is still ou
What We Know About the 2011 BMW X4
BMW is the automotive world’s top-selling premium brand, so they’re obviously doing something right. But we’re still puzzled by reports that BMW is prepping a junior edition of its new X6 “sport activity coupe,” even though the market has yet to render a verdict on that all-wheel-drive model. The rumored X4 is not quite a done deal, as BMW is said to be awaiting initial X6 sales returns before giving final approval. But the X4 is apparently penciled-in for a late-2010 launch, soon after the introduction of a redesigned 2011 X3 premium-compact SUV.
The X6 is essentially BMW’s X5premium-midsize SUV with a sleek, sloped-roof hatchback body instead of squarish wagon-type styling. The 2011 BMW X4 relates to the redesigned X3 in the same way, except for having two doors instead of four like its SUV parent and the X5/X6. Some sources believe the X4 will look like a scaled-down X6, but others believe it may resemble the swoopy 2000 X coupe concept, which served to introduce the major elements of current BMW styling.
As a spin-off of the next X3, the 2011 BMW X4 will share the SUV’s general footprint and underskin components, though the coupe-like styling reportedly shaves several inches from the wagon’s overall length and height, not to mention some rear-seat room and cargo space. Like X6, this smaller “sport activity coupe” is aimed at mostly urban types who prefer style over utility with their AWD, plus perhaps a little extra handling agility. And make no mistake: The X4, like other X-models, tilts heavily to on-road ability, not off-road adventuring. What else from “The Ultimate Driving Machine” company? The U.S.-market 2011 BMW X4 will likely offer two 6-cylinder engines with efficiency-enhancing direct fuel injection and other gas-saving features. The base engine is reportedly a 2.5-liter unit, possibly a 3.0, with around 230 horsepower. An optional twin-turbocharged 3.0-liter should deliver at least 300 horsepower. Both powerplants will probably team with a 6-speed automatic transmission, but a new 7-speed automated-manual gearbox or an 8-speed conventional automatic could be available. BMW’s “Efficient Dynamics” technology will be standard to enhance mpg. See “Notable Feature” below for more details on that.
Typical of this brand, the 2011 BMW X4 will come with four-wheel ABS disc brakes, now with electro-hydraulic actuation as another fuel-saver versus a power-sapping, engine-driven hydraulic booster. An antiskid system and traction control should be standard, too. Ditto front, rear, and curtain side airbags, the usual premium-brand conveniences and power assists, and likely 17-inch wheels.
Expected options begin with 18- and/or 19-inch rims; BMW’s Active Steering, designed to quicken low-speed helm response; and the X6’s Dynamic Performance Control, which works with the AWD to apportion power between the rear wheels as well as fore and aft. BMW’s Active Roll Stabilization, designed to counter cornering lean, may be available. So, too, an “active” suspension with shock absorbers that automatically adjust firmness to suit the road surface. Also unconfirmed, but a strong prospect, is “smart” cruise control with automatic low-speed braking; it would be similar to setups already offered on certain Audi and Volvo models. Last and maybe least, the X4 is sure to list an optional navigation system tied to BMW’s still-controversial iDrive infotainment systems controller.
The 2011 BMW X4 would be built at BMW’s Spartanburg, S.C., facility alongside the parent X3 and the larger X5 and X6. BMW is consolidating global X-model production in the U.S. because this market accounts for most sales of these vehicles and because the weak dollar has the advantage of lower manufacturing costs compared to the Euro zone.
So, the 2011 BMW X4 looks good to go, provided the X6 proves popular enough to make a solid business case for the junior edition. We still suspect BMW may be rushing things. But given this brand’s recent sales success, it probably knows what it's doing.t on its big brother.A Notable Feature of the 2011 BMW X4
BMW has been talking up “Efficient Dynamics” since 2005, and has already applied some of these technologies to showroom models for reducing emissions and fuel consumption. Prime examples include direct fuel injection and the company’s Valvetronic variable valve-timing system that uses “by-wire” electronic controls to eliminate the conventional mechanical throttle. The 2011 BMW X4 is expected to get one or more additional elements of the "Efficient Dynamics" suite, appropriate now that gas prices are heading out of sight in the world’s richest car market. The most probable features are an engine start/stop system, like that on many gasoline/electric hybrid vehicles, and a so-called Intelligent Alternator Control that de-couples the alternator drive except when coasting and braking to eliminate that drain on engine power. There’s also talk of the X4 and redesigned X3 offering an “active” suspension that lowers the vehicle slightly at higher speeds to reduce fuel-wasting air drag. The idea has been around for at least 10 years, but it would be a new talking point for a compact vehicle. Again with an eye to soaring gas prices, the 2011 BMW X4 might well offer a diesel engine. BMW thinks the U.S. market is ready for diesel power, and it’s already announced an “oil burner” option in its 3-Series passenger-car line. Though U.S. marketers may decide otherwise, this same 6-cylinder engine could be listed for both the X4 and X3, which are based on the 3-Series platform. The most likely candidates from the European lineup are a 3.0-liter unit with some 245 horsepower or a turbocharged version with around 300 horsepower. Both engines also offer a lot more low-end torque than their gasoline equivalents. Stay tuned.
Buying Advice for the 2011 BMW X4 The 2011 BMW X4 will be as unusual for the premium-compact class as the X6 is among premium-midsize cars. Though the market may not be clamoring now for coupe-styled crossover vehicles with all-wheel drive, BMW obviously thinks buyers will take to the idea, especially those who just have to be different from everyone else. As noted, X6 sales will tell the tale. The X4 will certainly have the advantage of no direct competition when it goes on sale, though the Audi A4 comes close with its svelte looks and Quattro AWD. And we’ve heard that Mercedes-Benz is working on a swoopy AWD version of its compactC-Class sedan as a possible 2011 or 2012 addition. One thing’s for sure: If the “sport activity coupe” concept does prove popular, other automakers won’t be long in copying it.
2011 BMW X4 Release Date: All the sources we’ve checked say the 2011 BMW X4 will bow late in calendar 2010, soon after the rollout of its redesigned X3 parent. As with the X6, the X4 will likely preview as a little-disguised “concept” at a major 2009 auto show, perhaps as early as next January in Detroit.
2011 BMW X4 First Test Drive: The above launch timing suggests the 2011 BMW X4 will first meet the press in late spring or early summer of 2010.
2011 BMW X4 Prices: Fashion usually has a price, and the X4 is almost sure to mimic the X6 in costing a good deal more than its parent SUV. With X6s running $6,600-$8,500 above equivalent X5s, and with the 2008 X3 starting at $38,000, we expect the X4 to open at $44,600--more or less. A lot will depend on how lavish BMW is with standard content and on price pressure from the continuing steep rise in global commodity costs, especially for steel.
Saab is cocked and ready to fire a host of new products at the marketplace. It's about time - the 9-3 and the 9-5 are both ancient (the 9-5 has been on sale for more than a decade), and the badge-engineered, Chevrolet TrailBlazer-derived 9-7X continues to muddy the brand's reputation. Sweden's other car company, Volvo, found small-car success with its C30, and the Trollhättan-based gang plans to get in on the action with the Saab 9-1 hatchback.
Saab previewed the 9-1 with its 9-X concept at this year's Geneva auto show. The 9-X's sloping roofline and wraparound windows are more evidence that Saab's upcoming hatch will in no way resemble the Volvo C30, even if the two cars share philosophies. The production 9-1 will be based on the next Opel/Saturn Astra and probably will be powered by small-displacement turbocharged engines. An Aero version of the 9-1, replete with more power and a more capable suspension, will be offered soon after production ramps up.
SVENSKA, HEAL THYSELF: Historically, Saab has been good at building premium small cars. Let's hope the production 9-1 is a sign of a reinvigorated Saab.
Chevrolet Volt - its great green hope - at its centennial celebrations in Detroit.
It's easy to see this isn't the concept Volt, which debuted at the 2007 Detroit auto show. Engineers needed to improve aerodynamics for production, which explains why the flat, sharp surfaces of the show car transformed into long, rounded forms on the final product.
Though it may look somewhat different than the slinky concept shown at the 2007 Detroit auto show, the premise behind the Volt is still the same. Deemed an "extended-range electric vehicle", the car is designed to operate as an electric vehicle until the batteries are depleted. At that point, a small gasoline engine kicks in to recharge the batteries - not drive the wheels. Owners will also be able to recharge the Volt by plugging it into either a 120- or 240 volt outlet when parked at home or at work.
Electric propulsion comes courtesy of a 150-hp motor, primarily sourcing its power from a T-shaped lithium-ion battery pack which runs the length of the car. GM says the Volt will travel up to forty miles in EV mode, before turning to the gas engine. We've not yet seen official specs on that "generator," but previous reports suggest it's a 1.4-liter I-4 which burns gasoline or E85.
Unlike GM's previous electric car, the EV1, the Volt's chassis isn't entirely unique. Like the 2010 Chevrolet Cruze and the forthcoming Saturn Astra, the Volt makes use of GM's next-generation Delta platform. Though much of the car is unique, sharing some bits - like the McPherson strut front suspension - allows GM to reduce development and production costs.
Designers did try to differentiate the Volt from its siblings inside, carrying over some of the high-tech look from the concept. The main instrument cluster is customizable, while the center console, trimmed with a white finish and fitted with touch-sensitive controls, is reminiscent of an iPod. Bluetooth connectivity for both phones and audio devices is standard, while a navigation system is optional.
Still uncertain are the Volt's production timing and pricing. Last we heard, GM hopes to build the Volt in Hamtramck, Michigan, and should reach dealers with a sticker price of approximately $30,000 to $40,000.
The XJ's interior will be a mix of familiar elements. Jaguar's love-it-or-hate-it touch-screen interface returns, and the XF's rotary transmission selector migrates here as well. Proximity sensors are predicted for many controls, and a full-length glass sunroof will be offered.
Power will come from a new 5.0-liter V-8 engine that will make about 400 hp; a supercharged XJR version should produce roughly 100 hp more. Both engines will be mated to a seven- or an eight-speed automatic transmission. A concept version of the next XJ should debut at the Paris show in October.
YOU CAN STOP SPINNING IN YOUR GRAVE, SIR LYONS:Finally, an XJ that looks as up-to-date as it drives. It can't come too soon.
At the Frankfurt auto show last fall, BMW chief Norbert Reithofer confirmed that his company would build what he called a "gran turismo" based on the CS concept car first unveiled at the Shanghai show the previous April. The CS, a low-slung four-door that is longer, lower, and wider than a 7-series, also indicates the design direction for BMW as it emerges from its widely criticized "flame surfacing" era. Although Reithofer referred to the new entry as a GT, its rivals will be the growing cadre of four-door coupes: the Mercedes-Benz CLS, the Aston Martin Rapide, and the Porsche Panamera. The BMW will be based on the upcoming new7-series and is expected to use the same powertrains. The challenge of making this larger and (presumably) heavier car into a sportier offering is in the hands of Gerhard Richter, who - with more than twenty-five years at BMW's M division - seems well-qualified for the job.
A BIG OL' SWANKY FOUR-DOOR BY ANY OTHER NAME: At least BMW isn't calling it a four-door coupe - it's a four-door GT. Because, you know, there's a difference.
Here in the U.S., the hype continues to build in anticipation of the July on-sale date of the 2009 Nissan GT-R. But in Japan, where the car has been on sale since December 2007, it is the Spec V—on sale this December—that has buyers excited. In North America, be prepared to wait a couple model years for the performance Spec V, which will be lighter, faster, and pricier than the conventional sports car. We expect to learn more of the specifics at the 2008 Paris auto show in September, but heavy use of carbon fiber coupled with some decontenting reportedly will shed anywhere from 220 to 330 pounds. Visually, the Spec V has a new front splitter and tweaked rear spoiler. A modified suspension sits in between, and the car has distinctive spoke wheels. Larry Dominique, Nissan North America vice president in charge of product planning, says he wants to see how the regular GT-R plays out and save the Spec V for when the buzz dies down and demand starts to fall off. With sports cars, that can start as early as the second model year. But the GT-R is somewhat of an exception given its legendary status and limited volumes. The U.S. allotment is an average of 1500 GT-Rs a year for five years, but Nissan is skewing production higher in the first year, to 2400 units. Dominique suspects the U.S. may need 2400 in the second year as well. The third model year is when the numbers are expected to drop off and the Spec V will make its timely entrance as a 2011 model. Nissan wants to strategically introduce the Spec V to keep the GT-R fresh, Dominique says. The automaker also needs time to educate U.S. buyers on the GT-R itself. While this is the seventh generation of the Japanese icon, it is the first to be sold in the U.S. Volumes for the Spec V will be even smaller than the limited run for the GT-R. And if customers are clamoring for the higher-performance version from day one, Dominique says he is fine with years of anticipation. Initial rumors had the Spec V lapping the grueling Nürburgring in 7 minutes and 25 seconds, but with a base production GT-R (480-hp, twin-turbo 3.8-liter V-6) on regular tires making the loop in 7 minutes and 29 seconds, we probably need to rethink the Spec V figures as its engine will be tweaked to pump out horsepower somewhere in the 512 to 550 range. Nissan execs tell us the GT-R itself is not a money-maker for the company, but as more products share its unique platform, it will be. In addition to the Spec V, the platform will yield products for Infiniti, Nissan’s luxury brand. We likely will get our first glimpse of what’s to come with a new full-size Infiniti concept slated to be unveiled in less than a year. It will reflect the brand’s new design language for the second generation of Infiniti products. And, presumably, it fills the division’s need for a flagship as Nissan continues to roll out its luxury brand globally and aims to make it a true tier-one luxury marque.
