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Jan 20, 2007
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| Mercedes C-class W204 |
 
Mercedes has released the new generation C-class, W204. It replaces the
W203, which sold over 2 million copies since year 2000. At the first
glance, you must be shocked by its conservative design, especially the
sportier Avantgarde model which gets a different grille (see top photo,
the white car). It can be even described as "unremarkable", "dull" or
"ugly". In my eyes, the square front bumper does not fit well into the
sleeker body. The thin C-pillars might benefit visibility, but it no
longer delivers a solidity feel associated with all the previous
C-class, 190 and simply all Mercedes saloons. If we cover the grille, I
suppose most people won't be able to tell which brand it is. Mercedes
seems loosing its magic of designing distinctive and characterful
cars...
 
Mechanically, the new C-class seems to be a logical evolution from the
last generation. It grows 55mm longer to 4581mm, 42mm wider to 1770mm,
with a 45mm stretch to the wheelbase for a total of 2760mm. It offers a
little bit more rear legroom, but the biggest gain is shoulder room -
40mm more up front and 20mm more at the rear. Boot volume is up by 20
liters to 475 liters. Drag coefficient is unchanged at 0.27 (for the
entry-level C180K), although larger frontal area should generate
slightly more drag.
To improve crash safety, 70 percent of the monocoque is now made of
high-strength steel. Among which 20% are even ultra-high-strength
steel. The chassis is slightly stiffer, with torsional rigidity
increased by 13 percent. Nevertheless, the chassis is 8 kg lighter than
before, thanks to the wider use of aluminum parts, such as front
fenders, door modules, front end crash boxes and cross member. This
also shifts more weight away from the front axle, meaning the weight
distribution improves from the old car's 53.2: 46.8 to 52.5: 47.5,
again for the entry-level C180K. That said, it still can't match BMW
3-Series.
 
Mercedes
admitted the basic suspension geometry is carried over from the last
generation. This consists of 3-link MacPherson strut suspensions up
front and 5-link suspensions at the rear. What's new is the addition of
continuously adaptive dampers, which should improve ride comfort and
body control. Drivers can select between "Comfort" and "Sport" mode for
the damping program. These modes also alter the throttle response and,
in case of automatic transmission, the point of gearshift. The
speed-sensitive, variable centering rack and pinion steering has
reduced ratio to give faster response to delight keen drivers.
Engines are mostly old ones, and rather outdated compare with BMW's -
for example, they are lack of direct injection. The 1.8-liter engines
of C180K and C200K still employ a supercharger instead of turbocharger.
They produce 156hp and 184hp respectively. The 2.2-liter turbo diesel
of C200CDI and C220CDI produce 136hp and 170hp respectively.
All V6 engines are unchanged - the 2.5-liter C230 produces 204hp; the
3.0-liter C280 produces 231hp; the 3.5-liter C350 produces 272hp. The
latter is also the only one equipped with 7G-Tronic gearbox, while
other models have 6-speed manual as standard.
Overall speaking, the W204 is quite disappointing to me because of the
poor design and the lack of any breakthrough in technology.
C-class W204 Gallery
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Jan 20, 2007
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| BMW 1-Series facelift and 3-door |
 2 and a half years after launch, BMW 1-series
finally adds 3-door version to the existing 5-door. Why it takes so
long is a mystery. Anyway, the 3-door is launched together with a
mildly facelifted 5-door. Both cars employ larger double-kidney grille
and larger air intake at the front bumper. Both cars introduce a wide
range of new features to improve fuel consumption - BMW needs them
desperately to meet the voluntary target of 140g/km CO2 emission for
its fleet average, as agreed with all the big European car makers.
The first fuel saving technology is Brake Energy Regeneration. Its
concept is not unlike hybrid cars - instead of losing energy in engine
braking, the system uses the alternator to convert the kinetic energy
from the drivetrain into electricity, charing up an "Absorbent Glass
Mat battery". But unlike hybrid cars, the resultant electricity will
not be used to pull the car, but to supply the electrical systems and
air conditioning. Besides, the intelligent alternator is normally
disconnected from the drivetrain and only engage under braking, so it
won't consume horsepower like conventional alternator. BMW claims the
brake energy regeneration system contributes to a fuel saving of 3
percent.
 Because
the air conditioning is now supplied by electricity, BMW can disconnect
it from the engine. In this way, it consumes energy only when demand,
unlike conventional air conditioning systems that are permanently
driven by the engine.
Another technology is automatic start-stop. It is not a new technology
- Volkswagen has been using it for some 2 decades, but this is the
first time a BMW adopt this technology. The system automatically switch
off the engine when the car stops and the driver shifts into neutral,
such as stopping at a traffic light or jamming in traffic. Once the
driver engage the clutch again, the engine is restarted automatically.
This is particularly useful to save fuel in urban driving. The system
is available to all 1-series with manual gearbox, except 130i.
The third fuel saving technology, unfortunately, is electrical power
steering. This kind of systems is usually criticized for lack of
steering feel. It was first used by BMW in Z4, which disappointed us.
Now BMW cannot resist the temptation of lower fuel consumption and
replace the 1-Series' feelsome hydraulic assistance to electrical
assistance.
 Finally,
most engines have been reworked to save fuel while increase power. The
2.0-liter 4-cylinder engines of 120i and 118i now use piezo direct
injection (like 335i engine) in place of Valvetronic. They produce
170hp and 143hp respectively (20hp and 14hp up), while EU combined fuel
consumption are 44.1mpg and 47.9mpg (up 17% and 24%).
The 2.0-liter turbo diesel of 120d and 118d - which replaces 116d -
receives aluminum block to save weight and 1600-bar second generation
common-rail injection to produce 177hp and 143hp respectively (up 14hp
and 21hp). Fuel consumption are 57.6mpg and 60.1mpg respectively (up
15% and 18%).
However, the engine of 130i remains to be that 265hp Valvetronic
inline-6. Strangely, the car is yet to employ the 272hp direct
injection unit recently introduced to the facelifted 530i.
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Jan 12, 2007
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| Industry News |
GM
sales result 2006
GM's global sales dropped from 9.17 million to 9.09 million units last
year. Among which 55 percent, or 4.9 million units were sold outside
USA. Domestic sales slid 9 percent last year, but overseas sales rose 7
percent. Overall, the US giant holds around 14 percent share of the
global car market.
Buick
China sales exceeds USA
While Buick is losing market share at its home market, its fortune is
much much better in China. Last year, GM sold 304,000 Buick cars in the
China market via its joint-venture with SAIC. At the same period, it
sold only 241,000 Buicks in USA. This is the first time Buick sell more
cars in overseas market than in the USA.
Mini
One and diesel
BMW has completed the Mini's engine range with Mini One and Mini D. The
former is powered by a new 1.4-liter 16V with all-aluminum construction
like the larger 1.6-liter version, but getting rid of direct injection
for lower price. It produces 95hp and 103lbft of torque, returning
49.5mpg. Expect the new engine will appear in Peugeot 207 soon, as it
is also a joint venture with PSA.
The Mini D is powered by PSA's 1.6-liter turbo diesel engine, with
produce 109hp and 192lbft of torque, far more powerful than the last
generation's Toyota enigne. Fuel consumption is 64.2 mpg.
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