News

Nov 30, 2009

2010 ECOTY: VW Polo

Fresh news from Europe tonight: Volkswagen Polo Mk 5 has won the 2010 European Car of the Year award. Toyota iQ came second, followed by Opel Astra, Skoda Yeti, Mercedes E-class, Peugeot 3008 and Citroen C3 Picasso.

This year's contest is especially tight because none of the contenders really stand out from the crowd. In the end, the conservative but well-rounded Polo beats the more innovative Toyota iQ by just 10 points. Opel must be disappinted that its good-looking Astra fails to repeat the success of Insignia, although it is not much of a surprise to me. More sadly is Mercedes E-class, whose position reflects that European jurors still favour cheap cars. Here are their scorings:

1. VW Polo, 347 points
2. Toyota iQ, 337 points
3. Opel Astra, 221 points
4. Skoda Yeti, 158 points
5. Mercedes E-class, 155 points
6. Peugeot 3008, 144 points
7. Citroen C3 Picasso, 113 points

Nov 30, 2009

Mustang gets 24-valve Duratec V6 finally

Having waited for so many years, Ford Mustang finally gets a modern V6. This is Ford's latest version of 3.7-liter Duratec V6, not only with all-alloy construction and plastic variable-length mainfolds like the one serving Lincoln MKS, but also dual-VVT system for the first time (instead of intake-only VVT), friction-reducing roller finger followers and sportier intake and exhaust tuning. The result is 305 horsepower, 280 pound-foot of torque and a 7000 rpm redline, all are unprecedented for the naturally aspirated members of Duratec V6 family.

Not just by engine, the performance of Mustang V6 is also improved by upgrading its 5-speed manual and automatic transmissions to 6-speed units in both cases. Handling is enhanced by fitting LSD as standard, larger brakes, tuned suspensions and a new electric power steering. If that is not enough, you can opt for Performance pack, which adds stiffer suspensions, a suspension tower bar, shorter final drive, 19-inch Pirelli tires and less intrusive stability control calibration. On the other hand, refinement is also improved by new door seals and increased sound deadening materials.

Nov 30, 2009

End of Road: Renault Vel Satis

After 8 years serving as Renault's top car - following Renault 25 and Safrane - Vel Satis has finally come to rest in peace. In total, only 62,000 units were built due to its unusual (ugly) look, poor dynamics and lack of recognition. Now Renault does not have any executive cars in its showrooms.

Nov 25, 2009

Saab to collapse as Koenigsegg pulls out

In 2005, I declared the death of Saab as a car maker as GM said it would shift production of 9-3 and 9-5 to Opel. That did not happen eventually. However, this time the judgement day may be finally coming to Saab. Yesterday, Koenigsegg shocked the motoring world by announcing it is not going to take over Saab. And this is the final decision after 6 months of negotiation. Christian von Koenigsegg did not give a clear reason, just said "We regret that after six months of intense and goal-oriented work we have come to the painful and difficult conclusion that we are not going to be able to carry out the acquisition of Saab Automobile. The time factor has from the beginning been critical for our strategy to breathe new life into the company. Unfortunately, delays in completing the deal have led to risks and uncertainties that prevent us from successfully carrying out our business plan for Saab Automobile." Well done Chris, you might have avoided a big trouble.

Now GM no longer has any potential buyers for Saab. The only option will be to shut down the Swedish division permanently. What will GM do to the new Saab 9-5 ?

Nov 25, 2009

KIA K7 (Cadenza)

This Ford Mondeo-lookalike is the new flagship model of KIA. It is called K7 in Korea and Cadenza in export market. It replaces the outdated Amanti (Opirus). The K7 has just gone on sale in Korea.

Measuring 1850 mm wide, 1475 mm tall and runs a 2845 mm wheelbase, it is a match for Mondeo. However, its 4965 mm length is much longer than the latter, giving it a longer boot and sufficient space for fitting a V6 engine up front. The K7 is the first fruit of KIA's N-platform, which is believed to share with the new Hyundai Sonata and next generation Azera (Grandeur). All of them are large front-wheel drive cars riding on MacPherson strut front and multi-link rear suspensions.

Designed by Peter Schreyer, the K7 looks handsome, if not particularly original. Apart from the similarity with Ford Mondeo in various places, its crease line on the front doors is an inverted version of Opel Insignia. Aerodynamic drag is a pretty good 0.29.

Inside, the dashboard looks less convincing in its design as well as materials. The steering wheel looks cheap too. Apparently, KIA sticks strictly to its low cost strategy. It wants to offer a big car at small car price.

For a car so large, its kerb weight is unusually low. KIA said it is 130 kg lighter than the old Opirus. In the lightest four-cylinder engine form, it weighs only 1505 kg. This grows to 1620 kg for the flagship 3.5 V6 model.

Four engines are offered in Korea:

180 hp 2.4-liter Theta II four-cylinder DCVVT
200 hp 2.7-liter V6
165 hp 2.7-liter V6 LPG
290 hp 3.5-liter Lambda II V6 DCVVT

All engines mate to a 6-speed automatic gearbox.

The car is quite lean in luxury, safety features and sophisticated technology. It seems to be designed to fulfill the basic needs of company car customers.

Nov 25, 2009

MG6 production car unveiled

In Guangzhou motor show, SAIC has unveiled the production MG6, a 5-door hatchback coupe derived from Roewe 550. Basically this is a Roewe 550 in a new body. It has the same width, height and wheelbase, while overall length is only 27 mm longer. The car was engineered at Longbridge of UK (i.e. the old site of Rover) by the same British engineers developing Roewe 550. British media claimed it will be produced at the UK as well, but I doubt that very much.

Despite of the coupe-style roofline and the MG brand, MG6 is not exactly a performance car. Its suspension can be traced back to Rover 75, which means more refinement than excitement. The powertrain is also far from firebreathing. Like its sibling, two versions of K-series 1.8-liter four is offered - 133 hp for naturally aspirated version and 160 hp for turbocharged version. Their power delivery, NVH and frugality are quite outdated now.

The exterior design gives me a mixed impression. While the nose looks fine, the high tail looks messy and outdated, more 1990s than the new millenium. If you let me choose between this car and the Roewe 550 sedan, I will definitely choose the latter.

Inside, the MG may have sacrificed some rear headroom due to its sloping rear screen, its rear seats are proper bench seats like the sedan. The dashboard, with its decent build quality and the odd "Silverstone" instrument panel is carried over from Roewe 550.

Strangely, SAIC decided to export this car instead of the better executed Roewe 550 to European market. While its MG brand is still recognizable there, it no longer enjoys a classy image as it did in the 1960s. Especially after the MG Rover-Phoenix Four Gate, its image could be only negative.

Nov 25, 2009

Mercedes-Renault small cars JV

Cars as small as A-segment are not easy to make money. That is why Renault spent so much time to evaluate its Twingo II program, why Toyota had to partner with PSA to produce Aygo / 107 / C1, and why BMW shares its Mini engines with PSA. It goes without saying that cost optimization is the number one job of developing a small car.

Mercedes-Benz found the same problem when it started planning the next generation Smart Fortwo. Even though the Smart division had rarely turned a profit, its existence is crucial to lower the corporate CO2 emission level of the group. Meanwhile, Renault group is also searching for ways to produce its electric city cars recently previewed by Twizy. By coincidence or not, both Smart and Twizy are rear-engined 2-seater city cars. They are simply a match made in heaven. As a result, the two firms have agreed to co-develop and produce their small cars.

Under the plan, Mercedes will be responsible for developing the basic platform of the rear-engined small cars. It will also provide 3-cylinder petrol and diesel engines - the petrol engine is not the Mitsubishi unit currently being used by Smart Fortwo, but a new engine under development in Stuttgart. Production of both cars will take place at Smart's Hambach plant in France.

In return, Renault will develop and produce a front-engined 4-seater platform for its new electric car based on Zoe concept and the second generation Smart Forfour. Both are likely to be produced at Renault's plant. The two companies will also co-develop a family of small, sub-1.8-liter four-cylinder engines. Expect the new Fortwo and Forfour will arrive in 2013 and 2014 respectively.

Nov 24, 2009

BMW 5-Series F10

The biggest news last night must be the unveil of new generation BMW 5-Series. Like the recent 7-series, it adopts a new internal codename, F10, instead of the traditional format of E-plus-two-digit. From these pictures, you can see the new car is more conventional, more comfortable to eyes than the controversial E60 it replaces. Its sleeker exterior design has strong resemblance to the current 7-Series. The multi-contour bonnet is still a little strange, but the side view is handsome and the rear design is particularly attractive, partly thanks to the taillight graphics. And yes, the ugly "Bangle butt" has finally gone !

The new 5-Series is derived from the same platform as 7-series and 5-series GT – no wonder they are built at the same Dingolfing plant – sharing their new double-wishbone front suspensions and 5-link rear suspensions together with countless of sophisticated technologies, such as active rear wheel steering, double-acting adaptive damping, active anti-roll bars, Dynamic Drive Control (with Normal, Comfort and Sport mode to alter throttle, gearshift response, steering weighting and stability control threshold), Night Vision, HUD, parking assist… fully loaded, this must be the most expensive 5-series ever !

The common platform explains why its wheelbase has been stretched to a class-leading 2968 mm, some 80 mm longer than before. It also eclipses Mercedes E-class by 94 mm, Audi A6 by 125 mm and Jaguar XF by 59 mm. Fortunately, BMW has cut the overhang lengths, limiting the overall length to 4899 mm, or 58 mm longer than E60. At 1860 mm, its width is only 14 mm broader than the old car.

Nevertheless, earlier reports (see Autocar) that it would be lighter than the current 5-series is proved to be naive. The current E60 has been renowned for lightness thanks to its aluminium front chassis structure – from firewall forward the whole structure is basically made of aluminum. However, this structure is costly to build and even more costly to repair. Therefore the F10 has abandoned this structure and returns to conventional steel monocoque. Its chassis, made in multigrade steel, high-strength steel and hot-stamped ultra-high-strength steel, delivers a bending stiffness 55% higher than the old car. This should benefit refinement in the expense of lightness.

Like the old car, its bonnet, front fenders, front subframe, most suspension components and brake callipers are made of aluminium to save weight and achieve 50:50 weight distribution. Now the doors are also converted to aluminium, although the 23 kg they saved cannot compensate for gain by the steel chassis. Overall, the F10 is still considerably heavier than E60. According to my figures, a new 523i weighs 125 kg more than the old 523i. Other models are similar:

523i: +125kg
528i: +105kg (vs old 530i)
550i: +170kg
520d: +130kg
525d: +110kg
530d: +135kg

Aerodynamic efficiency has also taken a backward step – the old car not only has a smaller frontal area but also a low drag coefficient from 0.27. The new car starts from 0.28, rising to 0.29 in 535i and 0.30 in 550i. This is a night and day difference from the latest Mercedes E-class, whose Cd ranges from 0.26 to 0.28. Ridiculously, BMW has already applied an innovative automatic adjustable flaps to its nose intake, which draws the right amount of air to the radiator depending on cooling demand in order to keep drag minimum. Message to Munich: it's time to head hunt aerodynamicists from Stuttgart.

Nevertheless, by improving engines and adopting "EfficientDynamics" package (which includes brake energy regeneration, on-demand lubricant and coolant pump, electrical power steering, low rolling resistance tires, that sort of things…), BMW managed to make every model slightly cleaner, more frugal yet faster than their equivalent predecessors, although the improvement is much smaller than I have expected.

At launch there are 4 petrol engines:

523i: don't fooled by its name, this is actually a 3.0-liter straight-six with Bi-Vanos and direct injection, seriously detuned to 204 horsepower and 199 lb-ft of torque. Its first priority is to save fuel while deliver a smoothness that the rivalling 4-cylinder engines in Mercedes E-class cannot dream of. BMW claims it returns 37 mpg and emits 177 gram of CO2 per 100 km, matching an E250CGI.

528i: same 3.0-liter magnesium-block direct-injected engine as above, but tuned to deliver 258 hp and 229 lb-ft at higher rev. BMW does not brand it as "530i" this time because that name deserves 272 horsepower. Sometimes I don't understand why Bimmer plays with so many states of tune for the same engine in different cars and markets.

535i: having skipped 530i, the next higher engine is naturally the turbocharged 3.0 straight six. As in 5-Series GT, this is the single-turbo (twin-scroll), direct-injection and Valvetronic-equipped N55 engine. 306 horses and 295 lb-ft of torque from 1200 rpm guarantees 0-60 mph in 5.7 seconds.

550i: the same 4.4-liter direct-injected twin-turbo V8 as 750i. Output is the familiar 408 hp and 442 lb-ft. 0-60 mph in 4.8 seconds, faster than the M5 of two generations ago.

The only four-cylinder engine available is the 2-liter turbo diesel of 520d (184hp). It is also the only engine with automatic start-stop function. Above it is a 3-liter straight-six turbo diesel in two states of tune – 204hp on 525d and 245hp on 530d. All of them are to be big sellers in Europe.

As for transmission, your prediction is correct - either 6-speed manual or 8-speed ZF automatic.

For a BMW core model, you can expect remarkable ride and handling. The former is benefited by the stronger chassis, improved NVH suppression and the addition of adaptive damping for the first time. Handling should be lifted by the new double-wishbone front suspensions, whose geometry is better controlled than the previous MacPherson struts under high cornering load. The optional active rear wheel steering is also likely to make it more agile in tight corners and more stable on highway. Nevertheless, I suspect the new electrical power steering could hamper its steering feel.

Having seen 5-series GT, the interior of 5-series is every bit predictable. Basically its interior design, colors and materials are shared with the 7-series. As a result, it looks far more stylish than the current car, and feels far more classy. With the possibility of equipping virtually all the features of the 7-series, the borderline between 5 and 7 series becomes mushier – only the amount of interior space distinguishes them.

That bring us a question: is it too close to the 7er and lost its own character ?

Looking back to history, we'll find 5 and 7 series were always closely resembling each other. It was only Chris Bangle tried to inject individual characters to differentiate them in the last generation. Now with the new 5-series in place, BMW seems to have returned to its traditional approach.

Nov 24, 2009

Cadillac CTS Coupe

Cadillac has confirmed the production of CTS Coupe, which was shown as concept car nearly two years ago at Detroit motor show. The Coupe shares the same wheelbase with the CTS sedan, but with its roof lowered by 50 mm and rear overhang reduced by 50 mm to make a sportier and more compact shape. Because of the sloping rear window, its seating is limited to 2+2, making it less usable than, say, BMW 3-Series Coupe.

Only one engine will be available to the Coupe: 304hp 3.6-liter direct-injection V6 (same as the sedan). Because of its hefty weight, it won't offer the less powerful 3.0-liter V6 found in its sibling. However, customers will have a choice of 6-speed manual or 6-speed automatic transmission and RWD or 4WD. GM hasn't ruled out the possibility of the hot version CTS-V Coupe, which should use the same 556hp 6.2 supercharged V8 as the sedan.

Nov 6, 2009

Porsche Boxster Spyder

Boxster Spyder is a lightweight version of Boxster S. 80 kg is saved by employing a lightweight manually operated soft top, lighter bucket seats, aluminium doors and by ditching equipments such as air conditioning and audio system. The new fabric roof is smaller and less rigid, so it should be opened when approaching its 166 mph top speed, which is slightly lower than the 169 mph of Boxster S. A McDonald-shape hood cover distinguishes it from other Boxsters, and give it visual link to the mighty Carrera GT supercar.

The Spyder is powered by the familiar 3.4-liter direct-injection boxer engine found under the bonnet of Cayman S. It produces 320 horsepower, 10 hp more than Boxster S, although I always suspect the different ratings are out of marketing tricks. Equipped with PDK gearbox and Sport Chrono package, which includes launch control, it can accelerate from rest to 60 mph in 4.6 seconds, some 0.4 sec quicker than Boxster S.

Apart from faster acceleration, it is also more capable in corners. The chassis sits 20 mm lower on the stiffer suspensions. On the downside, the lack of PASM adaptive dampers should return harder ride. Like the old 550 Spyder, the Boxster Spyder is a hardcore sports car. However, it is a production model without volume limit. As long as people can afford its 15 percent premium over the Boxster S, Porsche will be willing to supply whatever amount.

Nov 5, 2009

BMW M3 GTS

8 years ago BMW introduced a handful of M3 GTR to homologate for American Le Mans series. Today, a similar street-legal road racer called M3 GTS is unveiled. It will go on sale in Europe at £102,000 or €115,000 (before tax). That is the price of a Porsche 911 Turbo or Audi R8 V10, or twice the price of the standard M3 ! What it offers is pure racing experience through weight reduction, power increment and tuned chassis.

The GTS has the standard 4.0-liter V8 stroked to 4.4 liters. In addition, it has revised pistons, throttle butterflies and a carbon-fiber intake manifolds. These modifications lifts its output from 420 hp to 450 hp, accompany with more torque. Besides, its oil sump and crank case have been modified to take on the higher stress and g-force expected in motor racing.

The bodyshell retains the carbon-fiber roof of the M3 Coupe. Predictably, all sound insulation has been removed to save weight. Ditto the audio system, air conditioning and other comfort equipments. Lightweight racing seats have racing harness. In addition to a standard roll cage and fire extinguisher, it can go track racing without modifications. The whole car weighs 1490 kg, down from 1610 kg of the standard M3 DCT.

I take the M3 DCT for comparison because the GTS has this 7-speed double-clutch gearbox equipped mandatorily. Of course, it is given with closer ratios and quicker shift patterns.

The suspensions of GTS are adjustable from outside. They have more aggressive geometry and higher stiffness than the road car. To give direct response and tighter control, the rear subframe is now bolted directly on the chassis without bushings. All four wheels have grown by 1 inch to 19-in diameter. They are wrapped with Pirelli P-Zero Corsa semi slick tires with larger footprints (255/35 front and 285/30 rear). Brakes, the weakest links of the standard M3, has been upgraded too. Now the single-piston calipers are replaced with 6-pot up front and 4-pot at the rear.

Outside, the signature of M3 GTS is of course its big rear spoiler. How many units will be built ? we have no idea yet. But considering its racing nature, it must be very exclusive.

Nov 5, 2009

FIAT unveiled 5-year plan for Chrysler

Yesterday, FIAT CEO Sergio Marchionne announced the first business plan for Chrysler since it was taken over by the Italian group. The plan outlines the product development of Chrysler in the next 5 years:

Between 2012 and 2013, four new Chrysler models will be introduced based on FIAT's platforms. These will include a C-segment sedan to replace Dodge Caliber, a D-segment car to replace Chrysler Sebring / Dodge Avenger and a new D-segment crossover vehicle. The C-segment car is expected to be derived from the next generation FIAT Bravo / Alfa Milano platform, while the D-segment duo is believed to be based on the new Alfa Giulia platform. At the bottom, a B-segment hatchback will be imported from Italy. It will be Chrysler / Dodge version of the next generation Panda.

In this way, by 2014 some 56 percent of all cars will be based on FIAT platforms. They will be powered by FIAT's four-cylinder engines, including the new 1.4 Multiair and 1.4 Multiair turbo. Chrysler's own cars will be reduced to 2 lines: Chrysler 300 / Dodge Charger / Challenger and Town & Country / Dodge Caravan MPV. Most of them will be powered by Chrysler's new Pentastar V6, though in the future Multiair technology will be applied.

A bad news to performance car enthusiasts is that production of Viper will come to an end in July next year. A replacement is under consideration, but even if it get approval it will not be available until 2012.

In the SUV side, Dodge Nitro and Jeep Commander will be history. Jeep Patriot and Compass will be replaced by the aforementioned C-segment FIAT model, while Liberty will be replaced by the D-segment model. Grand Cherokee and Wrangle will survive the axe.

Regarding truck, the nameplate Ram will become an independent brand to integrate the trucks from Chyrsler itself and the light commercial vans from FIAT. Most of the existing Dodge trucks will survive, except Dakota pickup.

Integrating and reducing platforms will save enormous R&D money as well as purchasing costs. Besides, FIAT talks of transferring its fast R&D know-how (e.g. digital simulation), manufacturing technology and quality control standard to improve Chrysler products.

The 5-year plan forecasts sales will be more than doubled from this year's 1.3 million units to 2.8 million units globally by 2014. That will be very difficult to achieve considering the intense competition lying ahead. Good luck to FIAT and Chrysler !

Nov 4, 2009

GM decided to keep Opel !

Surprise ! After months of negotiation for selling Opel to Magna, GM finally decided to keep its European arm under its wing.

Recently, the proposed sale to Magna has raised concern in European Commission, which started investigating whether it breached the European laws for fair competition. The deal with Magna was financially supported by the German government because it would have led to cuts in Opel / Vauxhall plants in UK and Belgium instead of Germany. For this reason, the two countries expressed opposition to the deal and kickstarted the EC investigation.

However, the main reason for keeping Opel is out of the interest of GM itself. From the very beginning, GM has been reluctant to sell Opel to Magna and its Russian partner. On the one hand, the Russian could get the intellectual property of Opel and present threats to GM in the future. On the other hand, Opel is an important strategic member of the group. It offers GM with small car platforms (Delta) and mid-size car platforms (Epsilon) on which Chevrolet Cruze, Malibu, Buick Regal and LaCrosse are based. Losing it just like cutting one of its arms, seriously hurting its product development in the future. Therefore from the outset GM prefered to sell Opel to Belgium venture capital RHJ, which would allow GM to buy back Opel on a later date. Anyway, as the automotive market and GM's financial health have stablized, it no longer needs to sell Opel.

Nov 4, 2009

Ford returns to profit

Ford has finally returns to black ! In the third quarter, it posted a net profit of US$ 1 billion. This is its first profit since early 2008. In particular, its North American operation became profitable for the first time in 4 and a half years, posting a profit of US$357 million. European and Asian sales also increased. Meanwhile, the loss of Volvo was narrowed from $343m to $135m.

Nov 4, 2009

Japanese Car of the Year