40th Anniversary For Nissan

Wow, forty years? Has it really been that long since Nissan (then Datsun) rolled out the Z Car? Indeed it has, and as you would expect, they have a special anniversary edition to help celebrate. Through the years, the Z has seen as many twists and turns as a mountain road. It started out as a pretty good, if spare sportscar. In between now and then, it would get fatter then skinnier; more luxurious and more of a boulevardier; from straight to vee engines, with and without turbos.
So we are, forty years on, we’re still here, cars are still here, and the Nissan Z is still here. What does the 370Z 40th Anniversary Edition have to offer?
Of course, the gets special paint and badges and exterior stuff. Specifically it features 40th Quartz paint and “high-luster” smoke 19-inch Rays wheels. It also has red brake calipers as well as special 40th anniversary badges on front strut tower brace and on the rear hatch.
The interior features red leather seats with special 40th anniversary embroidering and matching embroidered floor mats. There’s also red leather stitching on the center console stack and it also has a commemorative plaque. To top the 370Z 40th Anniversary Edition off, it comes with its own special satin car cover.
And the special bits and pieces for the chassis and drivetrain? None. There’s no big turbos or coilovers or any of that. Apart from the special wheels, there’s nothing about the 370Z 40th Anniversary Edition that is going to improve its performance. Yes, I realize there are costs to be considered and all that, but still, if you’re going to make a “special” edition, why don’t you do something to make it actually special other than the badges?
How about your anniversary?
Source: The Garage Blog

Mitsubishi Lancer Evo Will Plug-in Hybrid?

Mitsubishi, a niche car company long popular with the import tuner crowd, is rumored to be finally jumping into the hybrid game. And, supposedly, they will be doing what Toyota and Honda have not been able to do. Namely, build and sell a plug-in hybrid from the get go.
The more the merrier, I say. Of course, it would be even better if some car manufacturer were to make a performance hybrid of some sort. And Mitsubishi, starting with a clean sheet and given their performance background, could be a good company to do it.
Mitsu is will be rolling out a plug-in hybrid concept Outlander-based SUV at this month’s Tokyo Motor Show. In addition to the hybrid Outlander, there are persistent rumors that Mitsubishi could be planning to use the green tech from the upcoming hybrid SUV in the next-generation of its top performance car.
The company’s first use of the technology that will be shown in the PX-MiEV Outlander will supposedly make it to the streets in the next-generation Lancer Evolution, according to the UK’s Autocar magazine.
Why is Autocar saying this? Because of what the Outlander hybrid has going for its unique hybrid system. Boasting a 140 mpg fuel economy, clearly the PX-MiEV has been planned with fuel economy in mind, but if you look deeper into the drivetrain, there are some interesting goodies to be found.
There is the use of a version of the Evo’s S-AWC handling control system, ensuring that performance is not sacrificed. Also, there’s the use of two 81 horsepower electric motors at each axle, meaning the PX-MiEV will be all-wheel drive, which also cold be used for performance. The “conventional” part of the drivetrain, a 1.6L gas engine, drives the front wheels and also serves as a generator for the car’s lithium-ion battery pack.
The global economic down turn has forced Mitsubishi to push back the launch of the next-gen Evo until 2013, at the earliest, meaning that they will have plenty of time to take the hybrid package from the PX-MiEV show car and fit it into the new Evo, according to Autocar.
Wait and see..

Toyota FT-86

The on again/off again/on again for real Toyota/Subaru sports coupe is certainly on for real now. Official pics and specs of the upcoming two-company joint venture are out, and it looks to be a pretty impressive car on a number of fronts.

Toyota FT-86

The rear-wheel drive coupe that will be badged as a Toyota was co-developed with Subaru (who provides the engine) and will make its world debut at the Tokyo Motor Show later this month. The name FT-86 is a nod to the popular RWD Corolla AE86 of the mid-1980s. The production version of the 2+2 FT-86 sports coupe, is due to go on sale towards the end of 2011.
The engine is from Subaru and is a front-mounted, 2.0-liter four-cylinder boxer engine, naturally, that drives the rear wheels. Specs on the mill are not forthcoming, but sources say that Toyota chose a naturally aspirated version of Subaru’s 2.0-liter flat flour normally found in the Impreza that Toyota will massage to boost output closer to 200 horsepower. This is the same engine that, when turbocharged, cranks out 250HP and is found in Subaru’s much loved WRX.
The Toyota FT-86 is very compact, with the dimensions measuring in at 4,160mm (163.7-in.) in length, 1,760mm (69.3-in.) in width, and 1,260mm (49.6-in.) in height with a wheelbase of 2,570mm (101.2-in.).
No word yet on weight, but do we really need to point out that lighter is better?
Toyota had this to say about the upcoming FT-86, on their official website: “The FT-86 Concept is neither an electric vehicle nor a hybrid vehicle, but is a sports model with a gasoline engine developed to convey the essential appeal of automobiles in a new era. It is a must-see concept car that expresses TMC’s desire to once again create a Toyota sports car.”
We’ll see.
Source: CarScoop

Mercedes-Benz S Class Blue Hybrid

Good news if you’re into green cars and have a lot of money: That Mercedes-Benz S Class BlueHYBRID you ordered is on its way to your dealer’s showroom as we speak. Or if you’re just green and into the full on coveting mode, then that means you can soon swing by the Benz shop and desire.

2010 Mercedes Benz S400 Hybrid

This is Mercedes’ first production hybrid vehicle and the S 400 runs a mild hybrid system that M-B developed in combination with BMW. While the Bavarians are being performance oriented with their Active Hybrid 7 Series, the three-pointed star gang is aimed for more efficiency. The Stuttgart boys have gone with a 3.5-liter V6 mated to the hybrid system, and have also used lithium ion batteries. This is the first time lithium ion batteries have been used in an automotive application.
The 120 V Li-Ion battery is about the same size as a conventional lead acid starter battery found in the more prosaic S Class and it sits in the engine compartment. This means that no trunk space is lost to hybrid bits or bobs and luggage capacity is the same as the standard S Class.
Even though this is a top of the line S Class Mercedes (read that as “it’s as heavy as a tank”) the mileage numbers aren’t all that bad. The S 400 Blue HYBRID gets 19 mpg city and 26 mpg highway according to the EPA. Which is up from 15 mpg city and 23 mpg highway for the V8 powered S550. The price, for those of you that might be interested in getting one, starts at $87,950.
I wonder what, if any, effect this will have on greening the cars we drive. Traditionally, Mercedes has been a leader in developing new technology and bringing it to the market place. But they are way behind the times with hybrids (the Prius is already on its third generation, for example). What this could do is push more rich people to adopt hybrids, and thereby give the whole genre more of a halo.

Source: AutoBlog

New Mazda 3 – 2.0 Sport Was Launched

Ah, it’s nice to see yet another C-segment competitor here in Malaysia. The new Mazda 3 was launched about a month ago by new Mazda distributors Bermaz, part of the Berjaya group. Although it has an all-new exterior and interior, the new Mazda 3 continues to ride on an adaptation of the old car’s platform. What kind of competitor is this new sporty-looking sedan and should you buy it? We find out after the jump.
Mazda’s new front grille which features a rather large smiley is the first thing you’ll notice if you have the front of the car in view. The design is quite dynamic and has a little organic touch to it, looking more like a hybrid metal and organic alien lifeform rather than what we’re used to seeing, especially in the design cues of the typical C-segment sedan. And it’ s a very happy-looking one indeed.
The sporty stance is helped by the fact that it looks quite compact. The current pick of the crop best all-rounder Civic dwarfs the Mazda 3 in comparison, and this theme continues in the interior – it feels narrower than average and rear legroom is also quite limited. It’s going to be quite a tight squeeze in there if you have a tall person in the driver’s seat, and if that’s the case functionally it’s going to be a 3+1 seater.
Surprisingly the new Mazda 3 is one of the few modern cars who still provide some really nice soft padding on the dashboard, although its only in a majority of the surface and not everything, so that’s a nice touch. The seating position is slightly higher than a regular sedan’s so it depends on your personal preference whether you like this or not. Nevertheless when the situation comes, it helps with maneuvering the car around tight spaces because you get to see the edges of the car more clearly.
The entertainment system and steering wheel are chock full of various dials, buttons and other controls because the car is specced quite generously, with a CD changer with USB and MP3 text support, and a trip computer with lots of useful tools such as service reminders, a dedicated odometer for maintenance tasks such as tyre rotation, rain sensor wipers, light sensor headlamps and etc. In other markets the multi-info display is available in full color with integrated GPS navigation but in Malaysia it gets a regular monochrome display with a white backlight, which looks rather out of place in a sea of red on black displays.
The 2.0 model has a two-tone dark grey and beige interior and a matching two-tone black and beige color for the decent supportive leather seats (it seems that the leather is a RM2,800 option), which are done locally instead of coming together with the imported car. A quick chat with the Bermaz folks upon returning the test unit revealed that customers can customize the leather seat color if they really want it, but it could cause delays in delivery time.
Some controls especially on the center dash area are just about above average in feel but the steering wheel controls and signal stalks feel very good and tactile, especially the switch-like controls on both sides. The steering wheel audio controls are quite complete with even a quick mute button to quickly silence your audio system for incoming calls.
There is a paddle shift function and the implementation is not the usual left to downshift and right to upshift, but instead both sides of the steering wheel provide the same upshift and downshift functions via pulling and pushing respectively. Manual shifting can also be done via the gear lever and I like that Mazda has implemented the “proper” way of pulling to upshift and pushing to downshift.
Unlike the Focus which has the same powertrain, the Mazda 3’s transmission has 5 gears instead of 4 allowing for a bit more flexibility in choosing just the right gear to be in when you attack a corner, as there more ratios within a specific range. You won’t be forced to go in with an overly screaming engine, or too slow with the engine not in the powerband.
The Mazda 3 has bi-xenon headlamps, which means you get xenon headlamps for both the high beam and the main beam. A lot of car manufacturers only equip xenons for the main beam, leaving the high beam functionality to a regular halogen bulb. The default setting is pointed rather high so you may want to adjust this in order not to annoy other road users, but at the default, the cast of the beam is far, wide and bright. The 2.0 liter model also uses LED for the rear lighting instead of normal bulbs for the 1.6 liter.
The 2.0 liter model produces 145 horsepower at 6,500rpm and 182Nm of torque at 4,500rpm. The test unit we drove probably had something wrong with the engine. The same engine is found in the Focus 2.0 and the previous Mazda 3 and it definitely did not feel the same. For the test unit, while the engine pulled strongly towards the redline, it was quite hesitant, a little rough, and there were little pockets of random torque dip on the way there. The engine had less than 5,000km on it so it could be something wrong with the run-in process? Any early adopters of the Mazda 3 here? How does your engine feel like?
In terms of ride comfort, it tackled road irregularities decently enough though the ride is slightly on the firm side.. Most bumps and rough roads can be felt but its nothing jarring, with the car soaking up some but not most of the vibration. It’s a trade-off for the sporty handling, though the steering and the way the 3 behaves as it slices through the bends isn’t quite as engaging as the Focus. Firm and planted but somehow not as fun, could be something to do with the high-ish seating position.
There’s lots of grip and not much body roll though so it’s still enough to impress all but the most sensitive butt-o-meters who are fussy about how much the steering picks up everything it goes over. Although its platform-mate the Focus provides a more engaging drive together with the same engine, but the Mazda 3 holds its own quite well in that aspect. It can be used as a tool to enjoy the occasional B-road on the way back to the village, or just up and down for fun without any particular destination in mind.
Safety features include 6 airbags (all of them are for the front passengers), and anti-lock brakes. Sadly, no traction control! The remote control is able to control the car’s windows so that’s an added convenience, allowing you to pre-air the car after its been parked all day long on a hot day before you embark on your way home.
So what kind of car is the new Mazda 3? It’s more of a niche product for someone who wants something that looks different and drives sportily enough. The car has little nice and friendly touches to it to remind you that you’re in something different, such as the center dash illumination that pulsates every time you change the volume, or the welcome and good bye messages that display on the multi-info display. Heck, you can even customize the volume of your turn signal indicators clicks! All these little things are nice touches and let you know you’re driving something out of the ordinary, especially at this segment. For those who want to move their family in comfort and want the most metal (equals to space) for their money, you’ll be disappointed with the smallish interior. It’s more of between the B and C segments.
At over RM131k (it’s apparently around RM133k now) it seems like a lot of money to pay (probably because its fully imported, and even then word is that the introductory price is going to go up by a bit!) but the 3 gives back to the buyer in terms of equipment level, though the cheaper but very well equipped 308 manages to do the same at a cheaper price. But that’s only for those who don’t mind a hatchback.
So what you’re paying for here is some exclusivity and a relatively high equipment level. Like I said, a niche product and a rather charming one at that, because based on my own personal needs I can’t bring myself to pay this price for a small interior.
Is it New Mazda 3 is kind of car for you?

Review: Toyota Prius 3rd Generation – The THS Hybrid Synergy Drive

It may be different for the enthusiast but say the word hybrid to the layman and he’ll automatically associate it with the Toyota Prius. And now, the third generation is here, and slated to be launched in Malaysia next month. Let’s have a look at the new iconic hybrid Toyota that you’ll be able to buy at showrooms before the end of the year.
First of all I think it’s best to define what a hybrid car is, and the various types of hybrid cars available on the market. A hybrid vehicle essentially combines two or more power sources to move the vehicle. It commonly refers to hybrid electric vehicles, which combine a combustion engine with electric motors.
When you implement a hybrid system, there are a few ways to configure the combustion engine and electric motors. With the introduction of the Honda Civic Hybrid, we’ve been introduced to the concept of a mild power assist hybrid system, or a mild parallel hybrid system.

In a mild parallel hybrid system, the internal combustion engine is always used as the primary power. A electric motor is installed between the engine and the transmission. It is only used to assist the combustion engine whenever needed, hence Honda calling it an Integrated Motor Assist system. Because the motor steps in whenever the driver demands more power, a smaller and more fuel efficient combustion engine can be used. However with this configuration there is no such thing as a zero emissions full EV mode – the car cannot run solely on the electric motor.
And then you have series hybrid cars, where a combustion engine running at a constant most efficient RPM is used as an electricity generated to power an electric motor, which drives the wheels.
The THS Hybrid Synergy Drive system in the Toyota Prius is of the variant called a full hybrid, a power-split hybrid or a series-parallel hybrid. It offers the best of both world, can run on either the combustion engine only, electric motor only, or both, but is heavier as it has more parts, and more complicated in design.
THS consists of an internal combustion engine, two water-cooled motor-generators (electric motor with dynamo functions), a powersplit device, and a battery pack. The first motor-generator functions as a power generator, converting the internal combustion engine’s mechanical power to electric power, which recharges the battery and supplies electricity to power the second motor-generator. The second motor-generator is used to drive the vehicle. It is mounted on the driveshaft. It also serves as a dynamo during brake-energy regeneration.
Power from the internal combustion engine is split via the power split device and goes to either the front wheels or the first motor-generator. The Prius combustion engine revs independently of the vehicle speed much like how a car with a CVT transmission would, but there is no CVT transmission in a Prius! Some trickery between the power split device, motor-generators and the combustion engine play around with the engine revs that one would find confusing, but the bottom line is the end result is perceived to us as CVT-like. Toyota calls it an ECVT system.
But the best part of such a system is the EV mode where the car runs on the electric motor only. On one end really fast 0 to 100km/h acceleration times can put a smile on your face but I found out that the other end is also true! Complete silence from the car while you are creeping through a traffic jam or looking for parking in a parking lot can be strangely satisfying, it could be something to do with the fact that your car can do something that most likely no other car in that parking lot can do.

The internal combustion engine of the new Prius is the 2ZR-FXE, an Atkinson cycle engine with 1.8 liters of displacement. This is up by 0.3 liters from the previous 2nd gen Prius 1.5 liter engine. The new engine puts out 99 PS compared to 77 PS from the 1.5 liter engine, and 143Nm of torque at 4,000rpm. Now why does a 1.8 liter engine put out so little power you ask? It’s because of the Atkinson cycle – it’s more fuel efficient however has less power density. The engine is now beltless thanks to an electric water pump. The combined output of the motor-generators produce 60kW and 207Nm of torque.
The Prius continues to use a NiMH battery. Some competitors have talked about starting using lithium ion and Toyota says they also have a li-ion battery coming by the end of this year but according to Prius chief engineer Akihiko Otsuka, NiMH and Lithium Ion both have pros and cons. EVs might need the larger capacity of lithium ion batteries, and they can be larger because of the lack of a combustion engine and fuel tank, but in hybrids where the battery can be smaller and of less capacity, NiMH is more suitable as it can sustain a high power output over a shorter period of time. But for plug-in hybrids in the future, they can benefit from lithium ion technology.
Something interesting is an optional feature which is a solar panel on the roof. This panel doesn’t recharge the battery but it actually helps keep the car cool while it is parked under the sun. Unfortunately from what I hear, UMW Toyota specifications for the Prius in Malaysia will not carry this solar panel.
There were no city drives as part of the test drive session that I attended at the Tokachi International racetrack in Hokkaido. Instead, Toyota had designed a series of acceleration and braking patterns set by a pace car over a total of 10.2km on the racetrack that’s meant to emulate city driving. While this isn’t really an indicator of real life driving, CBT’s Thomas Huong and I managed to score a nice average 31.6km per liters fuel consumption, which was the most economical figures of the day.
We later repeated the same track run at full throttle and managed to score about 9km per liter, which is still pretty decent considering it was pedal to the metal for most of the track. I think the Prius would be able to score a decent 20km+ per liter in real life fuel consumption, which is impressive for largeish (you could call it European D segment) car with a 2,700mm wheelbase. The chassis is a common one called the MC platform shared with some Toyota cars such as the RAV4, Estima, Avensis and Auris.
The model with the 17 inch wheels was actually pretty surprisingly fun to drive on the track thanks to a decent chassis with a compliant suspension coupled with the strong torque of the electric motor assist. Grip levels and the tight handling were far lower on the second gen Prius and third gen models with smaller wheels, with VSA stability control kicking in to reel the car in way too often. Big difference – just shows you how much wheels play a part in the dynamics of a car. But all in all, really very surprising for a car that’s focused on boring old fuel economy. Could be something to do with the fact that the chief engineer drives an Alfa Romeo…

The first thing you notice about the interior of the new third generation Prius is the fact that the big Electro Multi Vision touch screen is now gone. Other Prius trademarks are still there such as the tiny shift by wire gearknob and the On button that does nothing but bring some of the dashboard lights up to life. It doesn’t feel like you’re turning a car on but more like an electrical appliance.
The EMV system has been replaced by integrating more displays into the instrumentation panel located at the forward-most end of the dashboard, closest to the windscreen. Stuff like the fuel consumption bar graph history and the real-time display monitoring what sources of power the car is currently powered by are much smaller now but functionality-wise it is much better as they can all be looked at by glancing quickly at the panel instead of looking left at the EMV as per the 2nd generation Prius.

This is all in the interest of keeping the driver focused on the road. Another feature that helps in this aspect is the Touch Tracer system. As the vehicle monitoring display is now near the windscreen, there is no longer any touch screen functions. Instead you control the various displays via steering wheel controls.
You may feel like taking your eyes off the road and glancing at what your steering wheel to look at what button your fingers are resting on. With Touch Tracer you don’t have to do that. The steering wheel controls have dual level sensitivity. Touch lightly and a display on the instrumentation panel that mimics the steering wheel control design shows you what button your finger is touching. Then you activate the button only if you press down a little harder.

All in all the changes to the new Prius makes it look and feel more like a normal car but with exceptional fuel economy rather than a hybrid. The exterior looks way better, less space-age and more sporty, but the interior is more like a regular car, and somehow while it looks much more modern it feels much less expensive compared to the 2nd gen Prius. It’s not just the dashboard but the instrumentation panel – the graphics look quite pixelated. But the third gen is definitely an improvement over the 2nd gen, and the Hybrid Synergy Drive system trumps the motor assist systems of its competitors both in owner experience and in terms of fuel economy.
However in Malaysia the estimated price is expected to hover around a Camry 2.4’s price. That’s quite a premium and if you’re buying this to save fuel, that’s alot of fuel “prepaid”! The drawing factor will undoubtedly be the whole hybrid lifestyle such as the ability for the EV mode, and making an eco statement.
And we still don’t have any clear answers as to how long the battery lasts and how much it costs to replace, though Toyota claims it will last over 10 years and possibly the lifetime of the car. There needs to be a solid answer and guarantee for this. Perhaps a longer warranty for the battery compared to the rest of the car will give better customer confidence. More details on the Malaysian specifications for the Prius will come when the car is launched next month.
MORE PHOTOS: Live photo album from the test drive event!

Porsche Panamera Turbo

Porsche Panamera Turbo

Background

An all-new model line from Porsche is something we’ve become rather more accustomed to within the past 10 years than at any other time in the company’s history.

The Panamera, however, is as much of a diversion from its current line-up as the Cayenne SUV was. Porsche has never made a car like this before, although the company says producing a four-door GT was a dream of company founder Ferdinand Porsche.

As with the Cayenne, the Panamera (named after the Carrera Panamericana road race) enters an established market while offering something unique.

No other luxury car looks quite like the Panamera, and no other is meant to be quite so overtly sporty. And, we suspect, no other is prepared to be quite so compromised in its pursuit of that outright dynamism.

Even the fastest versions of luxury saloons – with the possible exception of the Maserati Quattroporte – don’t usually sacrifice their latent comfort. Question is, what level of comfort and refinement can Porsche maintain while achieving the level of performance it craves?

Design

Porsche says all of its cars use styling cues taken from the 911 as their basis. The shutline of the Panamera’s bonnet, for example, and the high-set front wings, are obvious 911 traits, as is the falling side window line.

Matching these to a car other than a rear-engined two-door coupé is not the challenging part of the design. The difficult part is making the traditional 911-style sloping roofline work with this luxury hatchback’s proportions.

On almost all hatchbacks the downward curve is reversed at some point by a boot lip or spoiler, but not on the Panamera. And it’s the way the roofline curves that’s the most controversial – and to our eyes, least successful – element of the design.

Porsches rarely sit directly alongside their rivals, but the Panamera is marked out further by having four seats to the more conventional five, and by the fact that convention dictates a big luxury car should have a saloon boot, rather than a hatchback.

Most luxury saloons are also more than five metres long, a mark that the Panamera misses by three centimetres.

Few luxury saloons get a manual gearbox option either, but in naturally aspirated form that’s what the 4.8 V8-powered car gets as standard. However, the 493bhp Turbo you see here has Porsche’s seven-speed PDK twin-clutch gearbox as standard. With PDK (optional on the S) comes Porsche’s first application of stop-start technology.

Its 4.8 V8-Powered Car

The Turbo also gets the air-sprung suspension that’s only optional on other Panameras, and four-wheel drive.

The drivetrain itself is not dissimilar to that of the Cayenne SUV, although the platform is different. Do not be surprised, however, if the Panamera platform later spawns other cars within the Volkswagen group.

On The Road

Although our test car came without the optional Sport Chrono pack, it still accelerated from 0-60mph in four seconds dead. This makes it, with one possible exception, the fastest-accelerating saloon in its class, eclipsing the Jaguar XFR, BMW M5 and Audi RS6. On paper, Cadillac’s CTS-V will go faster still, but with only the rear wheels driven this will be surface dependent.

Drive a Panamera Turbo and you will not want for extra performance; the 516lb ft of torque is sustained from 2250-4500rpm. With such flexibility from the engine, we question the need for seven ratios, other than for the obvious economy benefits of the very tall top gear.

While PDK continues to impress with its smooth shifts and well judged mapping, the illogically placed and oriented steering wheel buttons still grate. And for low-speed manoeuvring PDK can’t match the silky step-off of a conventional torque converter automatic, occasionally feeling clunky. Furthermore, while the Auto Stop Start function undoubtedly boosts fuel economy, we found it frustrating to use.

The Panamera feels a lot smaller and more nimble than its size suggests. Mostly this is down to the steering, which, if not identical to that of Porsche’s sports cars, shares some of the same characteristics

Although the suspension has a broad range of adjustment, the one thing that never changes, regardless of setting, is that a PDCC-equipped Panamera corners with almost zero body roll. It works, making the Panamera feel agile and secure.

Driven at medium speeds, it feels endlessly capable but doesn’t provide quite the same fluidity or thrills you get with a 911, or an XFR. What will be of concern is that the Panamera does not ride especially well. There is a wide range of adjustment, and in its softer mode it is certainly supple enough to deal with bigger bumps, and it is perfectly comfortable for high-speed cruising. But over short, sharp intrusions it can feel clumsy and unsettled.

Living

The gear change button are too easy to push when turn a corner 

Panamera’s exterior may be unusual and its positioning may be slightly out of kilter with its traditional rivals, but its interior finish has been executed to a superb standard. In terms of perceived quality, Porsche has nothing to fear from any car with a list price of less than £100,000.

Suttgart has wanted to use this cabin layout, with a tall centre console running throughout the cabin and a high-set gearlever, since a similar layout was featured on the Carrera GT. Here, though, it extends to the rear cabin, leaving two individual chairs in the back. In many ways that has made life easier for Porsche, because the seats can (optionally) be widely adjustable in a way that a bench can’t be. They’re sited slightly inboard of the front seats too, to afford a view ahead. Rear leg room is typical for the class – which means fairly generous by most standards – and although head room is tighter than in an Mercedes-Benz S-class or BMW 7-series, we wouldn’t call it mean.

The front seats themselves are supportive and comfortable, if narrower than the big chairs in, say, an S-class. But it’s entirely in keeping with the more sporty nature of the Panamera. The driving position itself is fine, too: widely adjustable save for the limited visibility the car affords, due mostly to its gently sloping rear tailgate with its small, high window.

Buying the Panamera is the biggest issue here, because although its running costs are likely to be in keeping with its rivals, it’s the price and extent of the Panamera’s options list that we suspect will push most examples to well above £100,000. To ask punters to pay for a rear wiper and steering wheel stereo controls at this level is ludicrous.

In the Panamera’s favour, depreciation is likely to be slow and other running costs should be on a par with its rivals. Its interstellar seventh gear has a very positive effect on fuel consumption at cruising speeds, too.

How about you?

Lexus RX 450h Review

Lexus continues to believe that hybrid technology is superior to diesel power for its cars. This is the third generation of its RX sports utility vehicle and the second to be offered with a hybrid powertrain. In fact, the hybrid version is now the only RX offered in the UK, in a market dominated by large diesel engines.

Lexus’s persistence with the petrol/electric technology is driven by fewer particulate emissions and a smoother powertrain compared with diesel rivals. But if the headline figures for the new RX450h are anything to go by, class-leading CO2 emissions are on the cards too.

This new RX450h has recorded 44.8mpg on the official European combined cycle, which makes its taxable carbon dioxide emissions figure just 148g/km.

That’s not only 95g/km less than the latest Range Rover Sport TDV6, but also 2g/km ?less than a 75bhp, 1.4-litre Peugeot 207.

That means it is liable for a tax disc that costs just £105 and a benefit-in-kind rate of a mere 14 per cent. If these remarkable figures are borne out in real-world driving, the RX could be a landmark.

On first encounter you could be forgiven for thinking the new RX is a facelift of the previous model, unless you saw the two side by side. Even then, Lexus admits it has maintained some continuity from the old model.

It’s only 15mm longer, is 40mm wider, just 10mm higher and has a 25mm longer wheelbase. But ?the proportions are still similar; the cab-forward look suggests crossover rather than true muscular SUV. It’s certainly a clean shape, as testified by its drag coefficient of just 0.32.

The make-up of its powertrain is more crossover than proper SUV, too, because not a great deal of its power goes to the rear wheels.

The RX450h has a complicated drivetrain. At the front is a 246bhp 3.5-litre V6 petrol engine, similar to the one in the previous RX but larger in capacity, more efficient and now running on an Atkinson Cycle.

It’s mated to a continuously variable automatic transmission and is assisted by an electric motor rated at 165bhp. ?These two between them drive the front wheels.

Meanwhile, at the rear there’s a second electric motor, rated at 67bhp, which supplies the rear wheels with additional power as needed. Power generated during deceleration or from the engine’s excess is stored in a three-block battery pack located beneath the rear seats.

Like all Toyota/Lexus hybrids, power can come from the electric motors only, just the petrol engine or a combination of both. When all three engine/motors are giving their all, Toyota quotes a maximum power figure (it’s not as simple as adding all three together) of 295bhp.

The body, as before, is a steel monocoque, and while there is MacPherson strut suspension at the front, there are new double wishbones at the rear. Air springs are standard on all but the base trim level.

If we follow Lexus’s badge logic, the RX450h should provide performance equivalent to that of a 4.5-litre V8 rather than the 3.5-litre V6 actually under the bonnet.

However our recorded 0-60mph time of 8.2sec confirms that the RX450h simply doesn’t have the performance to compete with the most sporting SUVs. A fairer comparison is with the Volvo XC90 V8 and diesel rivals.

Be gentle on the throttle when pulling away and the RX450h will move off under electric power only, and with sufficient juice in the batteries and a gentle foot it calls on the petrol motor only when speeds exceed 30mph.

Ask for a more urgent getaway and the petrol motor kicks in earlier, and if you extend the throttle fully the rear motor lends a hand to give a turn of speed beyond what you could normally expect of a 3.5-litre V6 hauling a 2.1-tonne car.

While the RX remains a car that’s unlikely to excite the enthusiast or threaten the X5 dynamically, this latest iteration is more agile than the model it replaces.

The revised, quicker steering and additional rebound springs give a keener turn-in and a more controlled roll rate. But this shortcoming is unlikely to trouble many prospective owners.

What may be of more concern is that the RX450h is at its worst in town. The first issue is the secondary ride; in common with other air-sprung cars, the RX450h is not the smoothest at slow speeds.

The result is that ridges and manhole covers are more readily felt than they should be. The RX’s other downfall is that at slow to medium speeds it feels heavy and cumbersome.

Partly because at 2.1 tonnes it is heavy, but other similarly portly SUVs hide their weight better. The problem stems from the steering weighting. At parking speeds it is light, which is fine, but as the speed rises above walking pace a concerted effort is required to wind on lock.

The RX450h’s cabin is one of its strongest assets. It’s a comfortable environment in which to spend time and has enough high-class materials and clever details to make the car feel suitably expensive.

Excellent refinement – a result of a class-leading drag coefficient as well as the hybrid drive and quiet petrol motor – is also one of its biggest plus points.

A typical SUV seating position has the driver sitting high on soft, flat-cushioned chairs that offer a very broad range of adjustability. Forward visibility is also good, although the clever side and rear cameras are welcome for judging the car’s bulbous shape in tight parking spots.

Unfortunately, the main dashboard interface is less accommodating. The colour screen now sits higher in the dashboard, more level with the driver’s line of sight, but the fiddly computer-style mouse is an inconvenient way to control the car’s ancillaries.

Boot space with the rear seats up is just 496 litres – a good 120 litres less than that offered by the BMW X5. Even rivals with seven seats provide more room with the third row dropped, and despite the sliding rear seats that can fold 40/20/40 and also recline, buyers may be swayed by the extra practicality offered elsewhere.

In comparison with its rivals, the RX450h offers impressive economy and emissions that promise to save money on fuel and tax. No one can dispute the financial benefits of the low CO2 rating; the RX will save a higher-rate taxpayer over £4000 per year compared with a diesel Discovery.

The reality of the fuel savings, however, will depend on how you drive. In our experience an average of 29.1mpg is realistic – still better than the X5 3.0d managed in our hands, but not by the margin suggested by the official figures.

The Lexus is also not cheap to buy; in this near-range-topping SE-L trim it costs noticeably more than the equally well equipped Discovery TDV6 HSE and ML350 CDI Sport.

The RX450h is undoubtedly a step forward compared with the model it replaces, in that it’s more refined, more dynamic and marginally more stylish. And crucially, it’s capable of achieving class-leading fuel economy and emissions.

While the reality is somewhat less than the 44.8mpg claimed by Lexus, the RX450h should prove as economical as a diesel SUV, and every owner will benefit financially from the low CO2 rating.

But when you look beyond the numbers to the RX450h’s credentials as a usable and satisfying SUV, its case looks weaker.

For its footprint, the interior offers comparatively little flexibility or boot space. And although it has a reasonable turn of speed, it offers little for those who enjoy driving, while the low-speed ride is disappointing.

No doubt a hybrid SUV has its advantages, but conventional diesels still do it better.

Do you ready want to buy it?!

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Minis To Be Built in Germany

BMW could build a second Mini production line at its Regensburg facility in Germany.

German-built Minis are currently being considered ‘in the longer term’ according to Frank-Peter Arndt, head of car production at BMW.

In an interview with the Independent on Sunday, Arndt say that ‘given the strong growth of the Mini brand, we will have to think about a further production site. We could imagine a German factory for the production of Mini-based models.’

It is expected that with the introduction of the new Roadster and Coupe Mini models that Oxford will reach full capacity. It’s thought unlikely that BMW will further expand the Oxford factory.

BMW is planning to contract out the assembly of next year’s Mini R60 Crossover to the Magna plant in Graz, Austria.

However, there is another reason why a Mini production line may be installed in a BMW factory. Reflecting Arndt’s comments about ‘Mini-based models’, recent reports from Germany suggest that BMW is actively considering a new BMW model based on the long wheelbase Mini platform.

The reports suggest that BMW wants to compete directly with Audi’s 2010 front-drive A1 hatchback and Mercedes upcoming A-class replacement. Although it’s unlikely to appear before 2013, BMW looks set to build its first front-drive production car.

What you think?

McLaren Released Official Details and Images For MP4-12C

McLaren has released more official details and images of its upcoming MP4-12C supercar on its new website designed to promote the car.

The company has launched a redesigned website, which gives users the chance to see the car being brought to life in videos, with explanations about how it has been designed with the driver in mind.

See the hi-res McLaren MP4-12C picture gallery

The website also includes new pictures of the car, which show it in more detail than previously seen.

Lianne Daly, from McLaren Automotive, said: “It is vitally important that potential customers of McLaren Automotive across the globe are able to see the unique properties of the MP4-12C and gain an understanding of why we are claiming that this car will set new performance and efficiency standards in the core sports car market.

“Until the car is physically presented in showrooms in early 2011, this website will be the only publicly-available source of official information relating to our range of high performance sports cars.

“Visitors to McLarenautomotive.com can now explore the interior and exterior of the car in beautiful detail and over the coming months time we will add more engaging content.”

The site will also contain blogs about how development of the car is going.

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Volvo C30 BEV (Battery Electric Vehicle)

What is it?

It’s an electric Volvo, which seems like a natural choice of propulsion given the company’s long-held concern for the environment, and indeed, it’s been working on experimental hybrids and electric vehicles, often in secret, for almost two decades.

This C30 is its latest pure electric prototype, developed with the Swedish government, from which it hopes to win another tranche of funding to finance a C30 fleet for real-world evaluation.

If that goes well, and it can find more investment money, an electric Volvo might see showrooms, although the company is offering no introduction date. So this battery-powered prototype is a lot further from reality than the electric cars of Mitsubishi, Nissan and Renault.

What’s it like?

Volvo chose the C30 because it’s the lightest model in its range, and the eco-oriented DRIVe version in particular because it’s more aerodynamic. The C30’s four-seat packaging makes it easier to package the two 150kg batteries into its central tunnel as well – and its overall weight rises by only 100kg over the standard car’s. It’s propelled by a 109bhp motor that’s good for 62mph in 10.5sec, a battery-preserving 81mph maximum and a 93mph potential range.

Apart from a socket in its grille this C30 looks standard, but inside the rev counter has been switched for a gauge that reveals the rate at which the battery is draining and how much regenerative braking is restoring it, while a smaller dial displays the power drawn to drive the air-conditioning and accessories.

 Plug Socket in Detail

To start you undergo the uncertain experience of twisting the ignition key and hearing nothing, the illumination of the odd light the only indication that the Volvo’s ready to go. And a flick of the gearlever into ‘D’ is all that’s needed to proceed.

The motor makes a distant, soothing whirr which on this prototype, turned to noticeable vibration under hard acceleration – merely a software issue, says Volvo product manager Henrik Jarlebratt – and little other sound. Like most electric cars, the Volvo gets going quite smartly on an instant bow-wave of torque to achieves decently brisk acceleration, if no more than that.

But for a commuting role, that’s fine. As is the restful ease with which it can be conducted, its silence at rest and its tidy handling, although the benefits of the improved weight distribution were not fully evident in this car, whose packaging differs from the finished item.

So it’s not hard to see the appeal of C30 in a low emission world, but the drawbacks, as with every electric car, are the high cost of its batteries and their limited range. Volvo isn’t quoting a retail price, but Jarlebratt reckons that it might cost much the same as a diesel C30, less the battery, which could be leased.

But because it will cost so little to run, he says, its whole life cost will be similar to or lower than for the diesel, especially if there are decent government subsidies to be had. The good news is that even since last December, the cost of batteries has fallen 30percent, and it will keep on falling. No doubt the C30’s potential range will improve too.

Should I buy one?

You can’t at the moment, and whether this will tempt Volvo into the EV market probably depends as much on these equations as it does on the headwinds that Renault and Nissan face in their quest to fast-track the acceptance of the electric car. Volvo is too small to take on this kind of risk, but appears well-positioned to be a speedy follower.

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BMW X1 First Drive

It's a test of how small an SUV can be while being considered premium. It's called the BMW X1 and BMW plays on the 1-series lineage – what with the '1', and the fact that engines are the same. It's even built on the same production line as the 1-series coupe and convertible in a relatively new plant in Leipzig.

The 1-series link is, however, a bit of a misnomer. The 3-series saloon also rolls down this line and it's the 3-series, rather than the 1-series, with which the X1 shares more in common.

To call the X1 a jacked-up 3-series would be mean; this car has been three years in development at a cost of millions. But the floor is the same, so the wheelbase is identical, and as with 3-series, the X1 can be had not just with four-wheel drive (the 3-series doesn't get this in the UK but it's a popular option abroad), but also with rear-wheel drive. It's the first of BMW's X models (X5, X3 and X6 being the others) to be offered with an option that powers only its rear wheels.

At present it's a bit short on rivals. The X1 is meant to offer a more premium feel than Honda or Toyota's soft-roaders - something the Range Rover LRX and Audi Q3 will both do from 2011. Until then the VW Tiguan is its closest rival.

What's it like?

A lot like you'd expect. The versatility of new car platforms and architecture means that carried-over components endow cars with a company's DNA without them having to work too hard at retaining it.

So the cabin layout will look familiar to anyone who has spent a deal of time in another small BMW. Fit and finish is pretty good and the materials choice just about justifies the 'premium' tag.

There are soft-feel surfaces everywhere you touch regularly, with a couple of hard plastics thrown in too on the lower centre console. There are plenty of storage cubbies, though only one front cupholder unless you erect, in the style of the 6-series, a snap-in additional one on the passenger side, which feels rather cheap.

Ergonomically it's sound and the driving position is fine; you tend to sit somewhere between the height of a normal saloon and a conventional SUV. The X1 seems relatively low, even for a soft-roader.

Space in the back is surprisingly good. Don't come expecting 1-series levels of space here because leg room, naturally enough, seems to mirror the 3-series, while there's plenty of head room. The rear seat backrests are adjustable and split and fold 40/20/40. With a shorter overall length than a 3-series, though, the boot is a little smaller.

Our test car was an X1 xDrive20d manual, a ridiculously contrived moniker to indicate that it's an X1 with four-wheel drive (rear-drive cars are sDrive) and the 2.0-litre diesel engine making 174bhp. As with most BMWs, it gets a range of Efficient Dynamics ancillaries and returns 51.4mpg on the combined cycle, with a CO2 output of 153g/km.

We'd only go for four-wheel drive if you need it, though; the drag of the permanent four-wheel drive system via a central clutch, which can apportion power entirely to the front or rear, makes the xDrive's economy, while good for the class, worse than a 2WD X1, which returns 53.3mpg and 139g/km.

So what's it like to drive? Think tall 3-series with a bit more roll and you won't be far off.

At town speeds the ride could be cleverer. The X1 rides on run-flat tyres (optional 40-profile 18-inchers on the test car), so it's knobbly over low-speed sharp inputs – expansion joints, drain covers and the like. It's not particularly compliant. Up the speed, though, and it improves somewhat, plus the chassis control is fairly tight for a taller car, so the X1 turns with sufficient enthusiasm and a fair degree of poise.

Its steering, hydraulically assisted, is accurate and well weighted. Optional, as on the X6, is Performance Control, which brakes an inside wheel to cut understeer, a bit like an electronic limited-slip differential.

The engine is pretty smooth and has a broad powerband but is grumblier at idle than we'd like. Otherwise, there's a little wind noise around the A-pillars, but overall refinement is good.

Should I buy one?

This is the key question, I suppose. The cynic might ask why you'd have a taller, heavier and less efficient car than one BMW already produces.

Yet the X1 positions itself quite neatly to counter this argument. It's more expensive than a 1-series (and vastly more practical), yet it's not as expensive as a 3-series Touring.

It doesn't feel quite as complete as a 3-series, but for those who need the versatility of its tallness it's worth a punt.

 

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Toyota Camry Hybrid vs Honda Accord Hybrid

Toyota Camry hybrid much cheaper than Honda Accord Hybrid?

Is it true?

Toyota has taken a novel approach to take on their rivals Honda in the hybrid saloon market. They have priced the newly launched Toyota Camry Hybrid around $5,000 cheaper than rival Honda Motor Accord model.

However, the two cars are not exactly comparable as they come with different engine sizes and standard features. Interestingly, the regular gasoline only versions are huge rivals in their segment.

Both Toyota and Honda are two of the leading developers of the hybrid technologies, which are aimed to reducing automotive pollution and dependence on oil for the future automobiles. They are also working on reducing the premium consumers pay on buying a hybrid over regular models to attract more customers.

Toyota 2007 model year Camry hybrid has a 2.4-liter four-cylinder engine and has a power of 187 horsepower combined with the electric motor. Honda Accord in comparison is more powerful with a combined power of 253 hp with its 3.0-liter V6 engine.

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Ferrari California F1

If it had made it as pure a Ferrari sports car as an F430 Spider, it risked failing to win over the customers at whom it is aimed. Made too soft, however, it might as well have a Maserati badge on its nose and be £50,000 cheaper. Such are the dilemmas that face companies attempting to broaden their appeal without cheapening their brands.

On the whole it’s a line Ferrari has trodden well. No, the California is not always as much fun as we would like it to be and, flattering headline acceleration figure apart, we’re unconvinced that it feels entirely fast enough.

But despite the inevitable compromises that come from a folding metal roof, the California feels more like a ‘proper’ Ferrari than, say, a Cayenne feels like a proper Porsche. And for that Ferrari deserves much credit.

Like all other current Ferraris, the California’s chassis and body are both constructed from aluminium, while its layout is typical of front-engined Modenese cars: the motor is set well back in the chassis and drives through a transaxle gearbox. Coupled with the roof mechanism, the California has a slight weight bias to the rear.

In other areas it is a radical departure for Ferrari. The 4.3-litre engine, although sharing its block casting with the F430 and the engines Ferrari makes for Maserati, is Ferrari’s first motor with direct fuel injection.

It is not its peak power figure (of 453bhp) that’s the most impressive, but a peak torque figure of 357lb ft. Coming from a high-revving, flat-plane crank V8, this is a record specific output for a naturally aspirated petrol engine of 83lb ft per litre.

The engine drives through a rear-mounted seven-speed dual-clutch gearbox with automatic and manual modes. Ferrari does not quote a shift time (the time during changes when there is no torque being transferred to the wheels) because the next gear is always pre-engaged.

The California is suspended at the front by double wishbones, as is typical on Ferraris, but there’s a further departure at the rear, where you’ll find a multi-link arrangement. Ferrari says this allows the small degree of longitudinal sway necessary to provide the California with the desired amount of comfort.

The California’s two-piece folding hood retracts into the boot in 14 seconds. As we’ll see, it’s this as much as any other mechanical aspect that defines the Ferrari’s personality.

The reason the California manages such impressive acceleration figures, despite its power-to-weight ratio, is in part a dual-clutch gearbox equipped with relatively short ratios, but also an ability to launch exceptionally well. With a relatively soft set-up, sticky tyres and a particularly impressive launch control system, the California gets off the line with almost zero wheel slip.

The California is a fast road car and, perhaps more important for the target market, one that is easy to drive. Ferrari’s first application of a dual-clutch gearbox is entirely successful. In automatic, the shifts are well timed and, with the possible exception of slow downchanges from cold, are as smooth as a conventional torque converter’s.

The California gets ceramic brake discs as standard. Outright stopping distances in both wet and dry are impressively short, and in track use the brakes stand up well to hard use.

The first surprise is how well the California rides. Such is the California’s comfort that you could easily use one to travel significant distances.

The reason for the suppleness becomes evident when you turn for your first corner, even before you happen to brake sharply. The California is set up incredibly softly, with noticeable roll on turn-in and dive under braking. Driven at four-tenths, this chassis set-up makes sense, as does the light, direct steering, which helps to make the California seem lighter than its claimed 1735kg. If perhaps not what we expect from Ferrari, this does make for a relaxing car to waft around in, occasionally dipping into the reserves of power.

Up the pace to seven-tenths and the set-up is less successful. If you concentrate sufficiently it is possible to drive the California remarkably quickly (witness our lap times), but the crunch is that it isn’t hugely engaging. Which for a Ferrari doesn’t seem right, and is also somewhat at odds with our experiences of the car at its launch.

Technically this is a 2+2, although as with most +2 seating types, the rears are strictly for small children or very short hops only. A luggage shelf can be specified instead but, either way, two flaps fold down to allow longer loads to creep through from the boot.

The front seats and the cabin layout are otherwise pretty standard Ferrari stuff, save for an electronic handbrake and a swooping central beam featuring the roof and gearbox controls.

Materials quality is generally good, as is the ergonomic layout. To pick faults, you’re looking at small details: the analogue speedo is hard to read and some of the plastics on smaller switches such as the mirror adjusters could be improved. They don’t, though, significantly detract from what is an attractive and functional interior.

The driving position is beyond serious criticism too; we’d steer clear of the optional seat surfacing of our test car, but there’s plenty of adjustment, the footwell is roomy, there’s no discernible offset and the steering wheel adjusts widely.

The California may be an easier Ferrari to live with than most, but don’t think that it’s a great deal easier to get into the ownership experience, which begins with a proper-Ferrari price and can easily be increased by dipping into a typically extensive (and expensive) options list. Ditto prices for insurance and servicing, which are on a par with other cars in Ferrari’s range.

If you drive enthusiastically and often, you’ll need tyres regularly, while residual values are best maintained by strict adherence to the service schedule. The California’s economy is not great, too. The 14.9mpg we averaged gives a range of less than 260 miles, despite a 17-gallon tank.

Initially at least, the California’s desirability and newness will help it to hold its value well. But five years down the line it will probably become subject to the same steep depreciation that afflicts all but the rarest, most expensive cars.

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