Skoda Yeti review

The Skoda Yeti crossover is a member of the fastest-growing niche of vehicles

The Skoda Yeti is a crossover, and therefore a member of the fastest-growing niche of vehicles: one that aims to combine the versatility of a tall hatchback with sufficient off-road ability to meet the needs of 95 per cent of buyers.

Like other recent cars of its ilk, the Yeti is available with petrol or diesel power and front or four-wheel drive. In whatever form you choose it consumes fuel and emits gases at rates little worse than those of a regular hatchback.

Its price, unfortunately, especially in the higher trim levels, is pushing towards the latter - especially as you move up the engine range into the higher-powered 2.0-litre diesels and climb towards the top of the specification list, or begin ticking option boxes.The Yeti is a slightly unusual size, however. At only 4.2 metres long, its blocky proportions and silhouette are somewhere between a Fiat Panda 4x4 and a conventional C-segment soft-roader such as the Volkswagen Tiguan.

Entry-level 1.2 TSI petrol-powered models costs less than an equivalent Octavia hatchback though, so there's the chance that in the right specification the Yeti could make a lot of sense.

Is Skoda in danger of asking too much for its crossover SUV? Read our comprehensive review to find out.

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2014 Nissan Qashqai Review

The 2014 Nissan Qashqai compact crossover is the second generation of the vehicle after 2007 when it first appeared on the market. Design of the new the 2014 Nissan Qashqai based on the Hi-Cross concept,where the vehicle will be much more aggressive look than the current model. Refreshments made​​ minor changes related to specific details so that design changes to modernize the concept and strengthen positions in the competition. Premiere the 2014 Nissan Qashqai expected in Frankfurt this year and sales will start in the first half of next year. The same dimension, highlighted lines and high quality materials guarantee you that this car will suit all your needs.



2014 Nissan Qashqai New Engine

The 2014 Nissan Qashqai will be powered by the new engine 1.2-liter turbo gasoline engine with 115 hp and 190 Nm of torque. This engine is designed to reduce fuel consumption to 5.6 liters and less emission of carbon dioxide that will be less than 120g. Of the next generation of these vehicles will be available to plug in hybrid version. The 2014 Nissan Qashqai will offer engines have1.6 liter diesel engine to be moreeconomical with CO2 emissions of less than 105 g. As with the first generation of buyers will drive versionsare available on all 4 or just the front two wheels. Next-generation Nissan Qashqai comes to new modularplatform that will be shared with other models.



2014 Nissan Qashqai Interior

The 2014 Nissan Qashqai plans to improve the quality of the interior finish. These models are of higher quality and softer materials, the central touchscreen and other devices. The modularity of the seats and their felling to provide maximum usable storage volume reaches 1,500 liters. It will have room for five passengers and has ample space for a comfortable journey. Certainly, the price of the 2014 NissanQashqai be greater than the previous and will move about $ 25,000.

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Mazda CX-5 review

Can efficiency-boosting SkyActiv technology help the Mazda CX-5 raise the compact crossover bar?

Car makers frequently mention the phrase ‘all-new’ when describing their latest model. The reality is that usually much of the mechanicals and switchgear has seen service elsewhere. But when its maker says the Mazda CX-5 is ‘all-new’, it really means it.

It was the first model in Mazda’s range to feature the full suite of SkyActiv technologies – Mazda’s far-reaching attempt to drive up efficiency through the use of lightweight components and efficient powertrains. In 2008, Mazda said it would find a 30 per cent improvement in the average fuel economy of its range by 2015.

That might raise eyebrows among other Japanese car makers who have nailed their colours firmly to the hybrid mast. But on the surface it appearsMazda could be on to something: official figures as low as 119g/km and 61.4mpg on the combined cycle are impressive for anything, never mind a high-riding SUV.The bold and interesting part of a fairly industry-standard plan is that, to begin with, the firm has opted not to leap on the expensive and complicated hybrid bandwagon, but instead refine and gently rethink the conventional internal combustion blueprint.

Those figures are derived from the CX-5’s low-power diesel engine driving the front wheels through a manual gearbox. Compared to that, the rest of the range seems costly to run, although next to its rivals it remains pretty parsimonious.

At the heart of the CX-5 range sits an advanced 2.2-litre diesel engine, which has an exceptionally high compression ratio resulting in improved fuel efficiency and torque. A similarly advanced petrol engine is also offered, but is destined for niche appeal on these shores.

Both engines are mated to either a compact and lightweight six-speed manual gearbox or an efficient auto. Power is transferred to the front or all four wheels, depending on specification.

This review will endeavour to find out if Mazda has succeeded – not only in its self-proclaimed task, but also in delivering a product well rounded enough to thrive in a segment populated by high achievers such as the

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Kia Rio review

Stylish, efficient and fun.

Introduction

The Kia Rio delivers excellent fuel economy, perky performance and a strong warranty for an attractive price with a degree of style. Rio also offers refinement not often found in a subcompact, and it's roomy and comfortable. Completely redesigned for the 2012 model year, Rio is available in two body styles: the four-door Rio sedan and Rio 5-door hatchback. 

For 2013, changes to the Kia Rio are minimal. The 2013 Kia Rio sedan and hatchback get a revised badge on the hood, trunk lid and steering wheel. Steering-wheel mounted paddle shifters now come on the SX model; hatchback EX and SX trims get a standard cargo floor tray and net. Also, an automatic stop/start feature is included with the optional Eco package. 

The Rio four-door sedan and Rio 5-door hatchback share styling influences but not all details; with different grilles, tails and side scallops they look more like siblings than twins. Compared with other subcompacts, the Kia Rio models are wider, have a longer wheelbase, shorter overall length and lower roofline; only Nissan's Versa is considerably bigger outside. 

Kia Rio mechanicals go a step better than basic econo-car. Its 1.6-liter engine uses direct injection to aid power and fuel economy, resulting in the best horsepower in the segment and fuel economy highway ratings in the 40-mpg range. The optional Idle Stop and Go system found on the Eco package, typically reserved for more expensive cars, automatically turns the engine off and on at long stops, saving more fuel for urban drivers and reducing emissions. 

Rio's all-disc brakes are uncommon in this bracket, as are its available 17-inch wheels. Suspension is conventional in design, delivering a ride suitable for long commutes and behavior suitable for the class. 

Cabins are nicely put together. They're easy to live with and not overwrought with gimmicky styling. Everything is easy to operate and anyone can quickly master the controls. Kia's reputation for value is carried on by standard features such as air conditioning and power-heated mirrors. Mid-line Rio models have Bluetooth as standard. Upgrades include navigation, Kia's UVO infotainment system by Microsoft, rear camera, leather upholstery and heated front seats. 

Both sedan and hatchback models offer useful space; we favor the hatch for its added load flexibility and maneuverability. Rio seats are comfortable. And there's good cubby storage in the center console and side door pockets. Interior room stacks up well against competitors, but while Rio is best in terms of front legroom, it suffers from cramped legroom in the rear. 

On the road, the Rio is smooth and feels refined for the class. The ride is taut without being firm, the feeling one of stability and not punishment. 

The 2013 Kia Rio is a considered a subcompact car and competes against the Ford Fiesta, Chevrolet Sonic, Hyundai Accent, Nissan Versa, Honda Fit, and Toyota Yaris. 

Lineup

The 2013 Kia Rio is offered as a five-door hatchback and a four-door sedan. All Rio models come with a 1.6-liter four-cylinder engine. 

Rio LX ($13,600) and Rio 5-door LX ($13,800) are equipped with a 6-speed manual gearbox or optional 6-speed automatic ($1,100). LX models come with cloth upholstery, air conditioning, wind-up windows and manual door locks, heated power mirrors, tilt steering, variable intermittent wipers, six-way manual driver seat, split folding rear seat, AM/FM/CD/MP3/AUX/USB stereo with steering wheel controls and 15-inch steel wheels. Rio 5-door hatchbacks include rear wipe/wash. 

Rio EX ($16,500) and Rio 5-door EX ($16,700) come with the 6-speed automatic. Rio EX models upgrade with power windows and locks, tilt/telescoping steering wheel, Bluetooth, sliding center console armrest, front tweeters, metallic cabin trim with faux leather door panels, power-folding mirrors, cruise control, and chrome trim. Optional is a Convenience package ($1,150) adds a leather-wrapped steering wheel, additional interior lighting, upgraded audio system with UVO-by-Microsoft rear camera, side mirrors with integrated turn signals, automatic headlamps, fog lamps and 15-inch alloy wheels. The Eco Package ($400) includes automatic stop/start, which turns the engine off when stopped to save fuel. 

Rio SX ($17,700) and Rio 5-door SX ($17,900) are offered with the automatic transmission only and come with everything found on the EX plus a leather-wrapped steering wheel and shifter, dual exhaust outlets, sports suspension calibration, 205/45R17 tires on alloy wheels, larger front brakes, projector headlamps, LED tail and front running lamps, fog lamps, painted center dash, alloy pedal covers, and UVO entertainment with rear camera. A premium package ($2,300) adds leather upholstery, heated front seats, pushbutton start/smart key, LED map lights, UVO navigation and moonroof. 

Safety features, all standard, include front airbags, front side-impact airbags, side curtain airbags, electronic stability control and hill-start assist. 

Walkaround

Family resemblances are apparent with the Kia Rio. Certain styling cues are shared with the current-generation Optima midsize sedan, which underwent an extreme makeover from dowdy to dapper in its last redesign. Rio's looks aren't groundbreaking, but they are as contemporary as anything in the class. 

Rio sedan and hatchback models share front doors and basic structures but surface cosmetics keep them separate. The sedan mirrors the Optima more, with the pinched center top grille and full-width lower air intake. The hatchback has a much smaller upper grille, almost like an engine air intake rather than cooling, and a deeper lower grille segmented in three sections where the angled side sections meet the flat center. Sedan and hatch models use different headlamp housings, and the SX version of each also gets unique lights, including LED daytime running lights. On both body styles the front wheels are well outboard of the headlights, adding a lower, more aggressive look; it's not mean, nor as comic-like as some small cars. 

A pronounced wedge profile in side view shares a deep front door window, and ahead of the mirror, a small triangular piece of fixed glass that's quite useful for driver vision. The top crease of the scallop in the door panels echoes the windshield pillar line and fairs rearward, on the sedan leading directly to the top of the taillight. Combined with the slender roof pillar and minimal painted surfaces above the lamps, the sedan has an elegant, light, tailored look, disguising the substantial trunk height. 

On the hatch the roofline tapers down, pinching the rear windows, one reason the Rio hatch does not have more rear-seat headroom than the sedan. The short rear panels wrap around into the hatch, the lights protruding slightly (but still well inside the bumper) for better all-around viewing and staying cleaner in bad weather. On SX models, the taillights have LED elements. 

The hatchback's rear window is close to horizontal at the top edge, fitted with a small spoiler, and close to a semicircular arc along the bottom edge, reminiscent of the grinning grille on some Mazdas. A dark close-out panel sweeps up from behind the rear wheels serves to visually lower and widen both models. And on both cars the license plate is in this recess, not the hatch or trunk lid, so you never hear it rattle. With trunk or hatch open some portion of the taillights and low-mount reflectors remain visible to improve night-loading safety. 

Compared with the Ford Fiesta, Chevrolet Sonic, Honda Fit, and Toyota Yaris, the Rio has a longer wheelbase but shorter overall length, and it's wider and lower than most. Extra wheelbase helps ride quality and stability, but a longer wheelbase with a shorter overall length also means shorter overhangs front and rear. All these dimension play into how the Rio comes across a bit sportier than most other subcompacts. The other aspect is that few competitors offer big 17-inch wheels. 

Interior

The Kia Rio EX interior has a pleasant appearance with soft-touch dash and door panels you don't get on some cars a class higher, matte-silver trim, a lacquer-black finish to the ventilation control panel, and with substantial push switches along the lower edge. While it doesn't scream luxury, it doesn't scream economy car, either. 

Cloth upholstery feels smooth and breathable to the touch; we never slid around or got stuck to it in muggy weather. The driver's seat offers height adjustment and all but the base model have a tilt and telescoping steering column to find a proper driving position. The front bucket seats have enough lateral retention for spirited driving and support sufficient for one-hour drives. Some long-legged types noted short seat cushions but found the cabin roomier than expected. 

Rear-seat space is small, yet comparable to others in the class and is fine for kids or petite adults. Duck your head for entry if you're more than 5-foot, 9-inches and skip the back seats entirely if you're more than 6 feet tall. We did stuff most of a 6-foot, 3-inch tester in, but getting his second size-12 foot inside was mildly problematic. 

A 13-button steering wheel (on the Rio EX) groups controls for audio, cruise, trip computer, and phone on four spokes, with standard stalk controls on both sides. The three-cylinder instrument panel provides the usual info, including an engine temperature gauge many manufacturers have relegated to warning lights. Crisp white-on-black lighting with red needles and central display ensures readability day or night. The traditional key was welcome, though at least once we had trouble pulling it back out of the ignition. 

Audio inputs and power points are ahead of the shifter, the control panel top center. Our co-pilot had some issues requesting tracks by name through Bluetooth, but noted this problem has occurred before with the device out of its home continent. All the hard- and soft-key controls functioned as we hoped, as did the ventilation system. The automatic shifter has manual up/down on the driver's side where it belongs. 

Cubby storage up front is good, with a variety of sizes and shapes; the glovebox is big and the box next to the radio will not hold many smartphones. Amenities include exterior temperature indication, map lights, and covered (but not lighted) visor vanity mirrors on both sides. 

Cargo space is reasonably good at 15 cubic feet with all seats in place, and a roomy 49.8 cubes with the split rear seats folded flat. But to do the latter, you might need to temporarily move the front seats forward so the rear headrests can drop clear. The cars we drove had no spare tire, but there appears to be room for one if you don't want run-flat tires. 

Relative to others in the class, the Rio has competitive seating dimensions and cargo capacity, trading the most generous front legroom for tightest rear legroom. It's important to note that standardized measures of trunk space vary by sedans and hatchbacks, so comparing sedans and hatchbacks using the cargo numbers can be misleading. 

Driving Impression

The Kia Rio is fun to drive, with a willing engine, 6-speed transmissions, and capable if unsophisticated suspension. It conveys willing, youthful energy. 

A 1.6-liter four-cylinder engine is the only one offered. It employs direct fuel injection, first used on a street car more than 50 years ago and still reserved primarily for more expensive cars. This yields good power and fuel economy. The Rio's 138 horsepower is better than anything in the class except the Chevrolet Sonic with the same rating. Peak torque is 123 pound-feet at a fairly high 4850 rpm, but again this has most of the class covered, except for the Sonic's optional turbocharged 1.4-liter at 148 pound-feet. 

The Rio needs to be revved for maximum power, but so do most gasoline engines. This one is smooth so it doesn't really matter if you want to push hard because it adds only a bit of busy noise, absent the vibration or harshness. And with the most power and among the lightest weight in the segment, the Rio accelerates comparably well. 

Fuel economy is another good story for the Rio. EPA numbers are 30/40 mpg City/Highway, which are unmatched by the Fiat 500, Honda Fit, Toyota Yaris, Ford Fiesta, Nissan Versa, or Chevrolet Sonic, though a couple of them can match the Rio automatic's EPA Combined rating of 33 mpg. Even the special fuel-economy models that account for a small fraction of sales don't rate 30 mpg City with an automatic. (Keep in mind these are EPA estimates and driving style makes far greater differences.)

While Rio's direct injection helps fuel economy, so do 6-speed transmissions where competitors often use 4- or 5-speeds. More gears allows better acceleration, lower highway engine speed, or both, hence better performance and fuel economy in the same car. 

An optional Eco Package on the Rio EX features an automatic stop/start feature, dubbed Idle Stop and Go (ISG). Often found only on more expensive cars, this system switches the engine off at stops and restarts it when time to go, saving gas in urban situations and adding one mile per gallon to the city rating. ISG requires nothing of the driver: No switches to activate, no shifting into neutral, no special pedal techniques. As the car stops with the brake pedal depressed the car disengages transmission from engine and switches it off. As you lift your foot off the brake pedal the car restarts and you drive off as normal. 

The automatic stop/start system on the Eco package works just as it should, and helps save fuel if your daily commute involves lots of stop-and-go traffic. On a hot, humid day with AC on, we averaged near 35 mpg, not bad in light of the circumstances. 

Both transmissions are easy to operate. The automatic has been programmed for economy so you have to be forceful with the gas pedal to effect a downshift when speed is needed, or you can shift manually; it will hold the gear selected even if you mat the accelerator in sixth gear. The manual offers light throws and clutch action, not as precise as a Fit perhaps but we never got the wrong gear. Throttle activation has been tamed relative most recent Kia models, so it doesn't jump forward with just a minor touch on the pedal. Rio now has hill start assist to keep it from rolling backward on uphill starts. 

On the road, the Rio feels quite comfortable, though the road surface determines how much noise seeps in from the rear tires. The ride is taut without being firm, the feeling one of stability and not punishment. Wind noise is not an issue, at least up to Interstate speeds, and the 6-speeds allow relatively low engine speeds for most highways so there's no mechanical noise. 

Economy cars aren't designed for top handling marks but frequently make plausibly entertaining drives because they weigh less. With just 2500 pounds to control, the Rio has low mass on its side; it changes direction with minimal effort and no drama. The electric-assist steering is vague on center (many are) but does offer up some feel at speed. 

The Rio SX, top of the line in luxury and sportiness, adds bigger front brakes, slightly firmer suspension settings and 17-inch wheels for a minor improvement in responsiveness at a minor cost in ride quality. We imagine the majority of SX buyers go there for the features but some will find the ride/handling balance skewed more to their liking and pay the features-heavy price premium to get it. 

Summary

The Kia Rio is a good choice among subcompacts because it does everything well. It gets excellent fuel economy, it's enjoyable to drive, it's roomy and comfortable. We especially like the Rio 5 hatchback for its convenience. 

NewCarTestDrive.com correspondent G.R. Whale reported from Seoul, South Korea; Laura Burstein reported from Los Angeles. 

Model Lineup

Kia Rio LX 4-door ($13,600); Rio EX 4-door ($16,500); Rio SX 4-door ($17,700); Rio 5-door LX ($13,800); Rio 5-door EX ($16,700); Rio 5-door SX ($17,900). 

Assembled In

Gwangmyeong, South Korea. 

Options As Tested

Eco package ($400); includes automatic stop/start feature. 

Model Tested

Kia Rio 5-door EX ($16,700). 

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Daimler and Renault-Nissan discuss joint-venture platform

Joint-venture feasibility study underway for new front-wheel drive platform

Daimler and Renault-Nissan are undertaking a joint feasibility study into a new front-wheel drive platform.

Speaking at the Frankfurt motor show, Nissan technical chief Andy Palmer revealed that the new architecture was being looked at as a successor to the current range of Mercedes models based on its MFA platform, including the A-class and GLA and also a whole range of future Renaults, Nissans and Infinitis.

The so-called JC1 (joint compact first generation) structure is planned to support at least two different wheelbase lengths, varying track widths and both front- and four-wheel-drive layouts, as Autocar revealed earlier this year.

"Daimler needs an MFA successor and we need more cars in that segment," said Palmer. "There’s now a study to see if we can develop a joint platform. Step two would be common manufacturing, which is also part of the study."

Daimler and Renault-Nissan are planning to team up on the current MFA architecture, with the new Infiniti Q30 being planned to be spun off the platform in 2015 and built at Nissan’s Sunderland plant.

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Kia Sportage review

The Kia Sportage is more SUV than hatch, with family appeal and value to commend it

The Kia Sportage is the Korean firm's offering in the SUV/hatchback crossover market. You can question the purpose of this segment but you can't doubt its success. Any major car manufacturer worth its salt wants a slice of the sales action in this increasingly lucrative class.

This is the third-generation Kia Sportage. The first one, a basic SUV based on Mazda mechanicals, appeared in the UK in 1995 in five-door form only and remained on sale until 2004, by which time Kia was ensconced within Hyundai.


Second-generation Sportages were based on the same platform as the Hyundai Tucson, and this version was introduced in late 2010 as part of a raft of sharp-looking new models penned by German designer Peter Schreyer.

For a vehicle with such clear SUV DNA, you might wonder where the 'crossover' element comes from. Indeed, the Kia Sportage is actually a well-priced compact soft-roader, but it has been given the attention-seeking looks and marketing blurb to move it into the same territory as the Nissan Qashqai, Volkswagen Tiguan, Ford Kuga and Skoda Yeti.

The engine line-up consists of 1.6 and a 2.0-litre petrols and diesels of 1.7 and 2.0-litre capacity, with the latter powerplant available in two states of tune.

Lower-powered engines come with Kia's ISG (Intelligent Stop and Go) stop-start system, while the brace of 2.0-litre units get four-wheel drive. Automatic transmissions are available as an option with the 2.0-litre engines.

Trim levels are simple: 1, 2, 3 and 3 Sat Nav on the two-wheel-drive cars and KX-2, KX-3, KX-3 Sat Nav and range-topping KX-4 on the all-wheel-drive models.

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Audi A3 review

Stepping from an old A3 to a new one is like going to the supermarket and discovering your favourite brand of washing powder has been ‘reformulated.’ First you wonder why they’ve felt the need to change a formula with which you were already entirely happy. Then you look a little closer and discover the product and its packaging appear to have changed hardly at all and you wonder some more.

But then you read the small print and discover the new product has been built up around an entirely new formula that despite all appearances to the contrary, bears no relation whatever to what you’ve been using for years.

Chances are you’d need to be an existing owner before you’d be likely to spot the differences between old and new. But make no mistake: the differences are real and, for the dynamically underachieving A3, game changing.It’s because within the VW group that owns Audi, there exists a culture of never, ever making radical changes to known winners. You can see it all the way from the Porsche Boxster to the Volkswagen Golf, but most of all you can see it in the A3, which has dominated its class since launch.

In fact all has changed – there’s a new platform and every engine is either new or substantially renewed. It’s this change without appearing to change that Audi hopes will provide the right blend of technical improvement with design reassurance to keep the new A3 on top throughout its third generation.

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Ford Focus review

When the Ford Focus was launched in 1998, it became the class leader instantly and, in its first two generations, we can count on the fingers of one hand the number of months we haven't considered it as the leader in its segment.

Rivals have come and gone with varying degrees of anonymity and success – Fiat Bravos, Renault Méganes, Honda Civics, Alfa Romeo 147s, Toyota Corollas and Aurises – and nothing, except the Volkswagen Golf, has come close to making the Focus anything other than the most easily recommendable medium-sized family car.Today there are fewer differences than ever between Focuses made for different markets under the global 'One Ford' plan, so this is not just a Euro-centric car.

That said, as is usual for a European Focus, the car is available with myriad engine choices, including Ford’s excellent Ecoboost technology, most notably through a highly-efficient 1.0-litre turbocharged petrol unit. Trims include the usual names, including popular Edge, Zetec, Titanium and Titanium X levels.

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Volkswagen Golf review

The Golf, then. One of the few cars that can simply be itself, and one of the few that defines a genre. It’s not ‘Hyundai/Ford/BMW/whoever’s new Golf rival’; instead, it simply is what it is: the epitome of the small family car and the one by which others are judged.

It's now in Mk7 form, a Golf underpinned by a platform that carries great responsibility for the Volkswagen Group. Dozens of cars within the group will be based on this architecture, throughout the group's brands.

Just as well, then, that this Golf leapt to the top of its class when it was launched in 2012. Since then the range has been expanded greatly, to encompass everything from a 1.2-litre petrol turbo, through to the fast GTI hot hatchback.

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Mercedes-Benz CLA verdict

In terms of cabin ambience and space, its interior lags behind the best you’d expect at this level. Likewise in performance, ride, handling and, dare we say it, appearance.

Despite its faults, the Mercedes-Benz CLA is a car that offers visual appeal in spades, but is far more attainable than the CLS which inspired it. Love the looks, and you’ll love the car.There are bits to like about the CLA. It’s an honest car to drive, for example, and it steers consistently. In fact, there’s a slightly old-fashioned feel to the way the CLA goes down the road that really isn’t unpleasant.

The thing is, sitting as it does on the far side of £30,000 – or vastly more once you’d popped some decent options aboard – there are classy, sophisticated alternatives from inside and outside Stuttgart that don’t leave you with an old-fashioned product.

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951 miles in the new Rolls Royce Wraith

Yes, you've probably already read our online review of the Wraith. Hopefully you might also pick up the newmagazine (on sale Wednesday) and read the feature. Now it's time for something else Wraith-related: we drive it a long way.

More specifically, from Berkshire to Vienna. In a day...

Having loaned us the car for our magazine feature (did we mention that the magazine is currently on sale?), Rolls-Royce bosses asked for it back. Which was a bit disappointing. But they promised us that, provided we could make it for the start of the official launch in Vienna later that day, they'd shout us dinner.

We like dinner. Cue 12 hours and 49 magnificent minutes at the wheel.

Click forth and join us on the journey...

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Porsche 918 Spyder and the others Live @ 2013 Frankfurt Motor Show

 

The undisputed star at the Porsche’s stall of the 65th Frankfurt International Auto Show is the production variant of the 918 Spyder, successor to the Carrera GT. The model will be produced in 918 units only and come with an hybrid plug-in powertrain, a naturally-aspirated 4.6-liter V8 petrol engine and two electric motors - one for each axle - whose combined output is rated at 887 horsepower with peak torque vatying between 917 and 1280 Nm, depending on the gearing. Power is transferred to the wheels through a dual-clutch seven-speed automatic gearbox, while a 6.8 kWh lithium-ion battery pack is installed at the lower back of the monocoque, though the electric units can also be recharged through braking.

The 918 Spyder with 5 driving modes whose names are pretty self-explanatory by themselves: ‘E-Power’, ‘Hybrid’, ‘Sport Hybrid’, ‘Race Hybrid’ and ‘Hot Lap’. On electric power alone, the 918 Spyder will sprint from 0 to 100 km/h (62 mph) in less than 7 seconds, reaching a top speed of 150 km/h (93 mph), but at its full potentiail the car burn the 0-100 km/h sprint time in just 2.8 seconds, hitting a top speed of 345 km/h (214 mph). However, in spite of these impressive performance figures, fuel consumption is pretty good: from 3.0 to 3.3 l/100km. Also worth mentioning is the advanced Porsche Active Aerodynamic (PAA), that adjusts some aerodynamic elements to improve the dynamic behavior of the car.

Also making an appearance in Frankfurt is the Porsche 911 GT3 - which we saw at the 2013 Geneva Motor Show - powered by a 3.8-liter 6-cylinder boxer engine producing 475 horsepower and 438 Nm of peak torque and coupled to a PDK seven-speed dual-clutch transmission sending power to the rear wheels via a locking differential. The GT3 can thrash the 0-100 km/h in just 3.5 seconds, hitting a top speed of 315 km/h (195 mph).

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2014 Mercedes S-Class Coupe Live @ 2013 Frankfurt Motor Show

Along with the new Mercedes GLA, the German car maker are using the 2013 Frankfurt Motor Show to showcase the Mercedes S-Class Coupe. Although it’s still at the concept stage, this coupe promises to be a major part of the German firm’s future line-up and it will complement the limousine-like Mercedes S-Class, which has been designed for comfort rather than performance. Mercedes are calling this concept “a concrete vision of the next model generation” so we can be pretty sure that what we’re seeing will make it to production.

This coupe’s more than a two-door version of the saloon, so there are hardly any design cues shared with the standard S-Class. In fact, the front end reminds us of the E-Class, particularly the grille, and there’s nothing S-Class about the tapered rear end and strong crease lines that run through the concept. The interior features frameless doors and a modern cockpit with 12 inch screens taken from the saloon and a new instrument panel. The seats are lined in calfskin, and the carpet and roof lining are made from silk, which has been hardened to provide a strong wearing carpet.

A 4.7-litre twin-turbo V-8 that develops 449bhp is found under the bonnet, and there’s a new suspension system that utilises cameras to model a three-dimensional view of the approaching road and then adapt the suspension setting to match the road surface.

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Production BMW i8 finally unveiled

The wraps have come off BMW’s car of the future. Paul Horrell reports

The Frankfurt show sees the unveil of the BMW i8. Like that other endlessly teased petrolelectric supercars, the Porsche 918, we've seen concepts, driven prototypes, and now get the real thing. It's coming in April, at about £95,000. And it's claimed to have on-road performance to match an M3 or base 911.

Far more than the 918, BMW has been marvellously free-thinking with the design. The i8 is a sports car with all-new drivetrain tech, and a new kind of carbon-and-aluminium shell, and advanced aero. So the design doesn't hide it under conventional sports-car tropes. It's proudly new.

BMW design chief Adrian van Hooydonk says the two-colour scheme emphasises the light weight and shows off the way the air flows. The body uses layered panels, which guide slices of air across the wheels, over the tail and through the radiators. He's chuffed they managed to do all that without needing a moving spoiler. "The brand is about efficiency, so we avoided that mechanism."

Among the most striking elements are the curled wings over the upper rear 3/4 part of the car. The cockpit beneath has a narrow teardrop shape, says van Hooydonk, to reduce drag. But a narrow car would look puny, he explains, so the wings add visual width without spoiling the aero. "It would be cheaper to leave them off, but without them you'd have an odd-looking vehicle."

The interior's also strikingly different from mainline BMWs. It runs glass-cockpit all-screen instruments and very thin, light seats to emphasise the featherweight engineering that's needed to keep the weight under 1500kg despite the battery.

The i8 actually began as a true concept car with no plan for production. Six years ago at this same show, BMW wanted to show it was thinking of a electric vehicle, but wanted to get away from the dullard image these things had (maybe still have). So it made the Vision EfficientDynamics, a pretty pure design exercise. "Although we did put it in the wind tunnel, which we'd never done for a concept before," says van Hooydonk.

The idea was to show off BMW's ideas on making bodies from carbonfibre, and its battery and motor tech, and to get the i brand known. It was all designed to build the hype for the i3. But then they gradually realised it was actually a viable idea to build the sports car too.

And so was born the i8. It uses the same carbon manufacturing process as the i3, and the same kind of battery and electronics, and the i3's motor. About six months after the i3 was given the sign-off for production, BMW decided to develop and launch the i8 too.

Of course the i8 isn't quite like the i3. Phew. There's no all-electric version. All i8s have a petrol engine, a highly boosted 1.5-litre three-cylinder of 230bhp. The electric motor is at the front, chipping in another 130bhp. So you get BMW that's basically FWD in electric mode, and 4WD in full-beans mode.

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New Infiniti Q30 Hatch Concept

Infiniti has teased its fans before upcoming Frankfurt Motor Show. Japanese premium segment carmaker has released its new Q30 hatch concept. It is a cool version of the actual Q30 that looks at coupes, crossovers and hatchbacks for inspiration, all fused together to create Infiniti’s foray into the premium compact segment.

Japanese automaker says it the Q30 was crafted with younger buyers in mind stating it is “confident this merging of the dynamic design and sportiness of a coupe, the roominess of a hatch and the higher stance of a crossover will resonate with these customers.”

The Infiniti Q30 may target both conventional hatches like the Audi A3, BMW 1-Series and Volvo V40, possibly even buyers looking into more expensive versions of the VW Golf, as well as their higher-riding crossover counterparts, such as the Audi Q3 and BMW X1. Whether it will succeed in doing so, is another story.

Wait for more information about the new Infiniti Q30 concept from the Frankfurt Motor Show this coming Tuesday.

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Porsche Builds Special 911

Porsche doing a custom variant of their 911 hot car, in order to honor the 5 million Facebook fans they had back then.
Porsche 911 Special has been revealed, sporting a blue finish with white accents – the colors of Mark Zuckerberg’s FB platform.

The new release based on the all-wheel drive 4S model and it also gets white 20-inch alloys, a lowered sports suspension and new exhaust, as well as subtle body treatment, the most visible indication of which being the fixed rear spoiler.

The inside has been re-trimmed, firstly gaining the usual LED-backlit door sills with the logo and special inscription which reads “Personally built by 5 Million Porsche fans”, which, if you ask me, is a bit cheesy. This detail is not to everybody’s taste, though, but thankfully, they’ve kept the extent of alterations to the rest of the interior to a minimum, with some trim pieces getting a nice brushed aluminum finish that is classier and better suited to the 911′s character.

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Audi A3 1.6 TDI Ultra

Audi launched its new production model, the A3 1.6 TDI Ultra. The new model called Ultra, becouse it is the Audi’s most fuel-efficient car currently on sale. The ‘Ultra’ designation stands for the brand’s commitment to sustainability. Audi A3 1.6 TDI Ultra powered by a 109hp 1.6-liter diesel engine, an average fuel consumption of just 3.2 liters/100 km (73.5 US mpg).

Fitted with a 50-liter (13.21 US gallons) fuel tank, the A3 1.6 TDI Ultra has a driving range of more than 1,500 km (932 miles). Its dynamic performance is decent, with a 200 km/h (124 mph) top speed and a sprint from 0 to 100 km/h (62 mph) in 10.5 seconds.

So what???s new and interesting for fuel efficient? Ok, the A3 1.6 TDI Ultra weighs 1,205 kg (2,656 lbs) thanks to the lightweight materials and aerodynamics due lower ground clearance and the addition of S line side sills.

Fuel economy is also helped by the optimized rolling resistance tires as well as the longer final drive ratio. Available as either a three-door or a five-door Sportback version, the A3 1.6 TDI will arrive in German dealerships in September, with the starting price set at €25,200 ($33,440).

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New Jaguar C-X17 Concept

Jaguar didn’t have SUVs in its lineup. But now the British company wake up and have prepared the C-X17 Concept for Frankfurt Motor Show. The all-new luxury SUV may be ready within the next few years.

British luxury carmaker says the C-X17 announces “next-generation lightweight technologies in the form of an all-new advanced aluminium monocoque architecture”. The iQ[Al] architecture will form the basis for a new range of al new upcoming Jaguars, the first of which will be a mid-size premium C/D segment sedan in 2015.

The new SUV will be produced, the interior will suffer the most significant changes, as it is obviously too futuristic for a production vehicle. Among its many advanced technologies the Interactive Surface Console is a multi-screen infotainment network that links passengers with each other and the outside world through social media channels.

With its low height Jaguar says the C-X17 could offer “sedan car-like handling” and refined on-road dynamics, suggesting a clear differentiation from Land Rover vehicles that are more off-road oriented. Still, the 213mm (8.4in) ground clearance and Jaguar’s intelligent All-Wheel Drive system would make occasional off-road escapades possible.

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Toyota RAV4 EV first drive review

All-electric sports-utility vehicle holds appeal for early adopters, but it's only on sale in the state of California

What is it?

Although Toyota has committed to hybrid power trains in a big way, it is also dipping its toe into the battery-powered electric vehicle market. The Toyota RAV4 EV is the Japanese manufacturer's all-electric SUV, developed in conjunction with electric vehicle specialist Tesla Motors.

The RAV4 EV is currently only on sale in urban areas of California, where it is in line with the state's strict clean vehicle laws and qualifies for tax breaks and financial incentives.

Akio Toyoda, president and chief executive of Toyota, put forward the prospect of a collaboration with Elon Musk's Tesla back in 2010.

Underpinned by a Tesla-designed battery and electric powertrain, the front-wheel-drive RAV4 EV developed from a pipe dream to a reality in just 22 months.

The SUV was first revealed in 2012 and has since gone on sale in modest numbers. Output will be restricted to 2600 examples for the first three years of production.

What is it like?

It feels quick enough to be a fun drive, and not as cumbersome as you might fear, probably because the instant slug of torque that's on tap whenever you accelerate belies the extra weight of all that battery technology the RAV4 EV lugs around.

The vehicle is quiet, but not completely noiseless, with a distinct whine as its noise signature. There's not much wind noise owning to the fact that the RAV4 EV, with a drag coefficient of 0.30, is even more slippery than aconventional RAV4.

One drawback is that the hushed nature of the vehicle's powertrain highlights noisy road surfaces, such as those we experienced on our test drive in Michigan.

In its wisdom, Toyota has fitted a button that switches the RAV4 EV into so-called 'Sport' mode. Press it, and the instrument dials behind the steering wheel glow devilishly red instead of calming blue and an extra dollop of power is unleashed.

The SUV gathers pace quickly, reaching 60mph in just 7.0 seconds on its way to a top speed of 100mph. However, such wanton disregard for power consumption scuppers any hope you might have of matching Toyota's claimed maximum range of 103 miles.

In truth, though, the RAV4 EV is more intended for urban cruising. The steering feels very light and is fairly direct, lending itself well to city driving.

Under braking you're reminded that you're carrying an extra 200kg or so compared to a regular RAV4. The battery pack has been mounted low in the middle of the vehicle to make the centre of gravity as low as possible.

The driver has a full range of EV instrumentation to play with, including a three-mode climate control system that can tease out more battery life in its most frugal setting.

An eco cluster includes the power meter, driving range, battery gauge, speedometer, shift indicator and multi-information display. Information such as driving range, trip efficiency and one of those pretty but pointless trees showing how much CO2 your vehicle hasn't emitted can be called up on the multi-information display.

A regenerative braking system, developed in cooperation between Toyotaand Tesla, can help to replenish the batteries. Used intelligently, a driver could potentially recoup about 20 extra miles of range per full charge.

Crucially, the load space of the RAV4 isn't compromised by the electrical components. That means there's a 547-litre boot with the rear seats in place, which makes it one of the more practical EVs on the market.

Recharging of the batteries can be completed in approximately six hours at its quickest.

Should I buy one?

It could prove expensive, mainly because you'd have to first relocate to California to do so. Which, on reflection, does hold some appeal.

Like the Prius before it, the RAV4 EV is primarily aimed at far-sighted early adopters and companies that wish to run green vehicles on their fleets.

For most motorists the usual electric vehicle concerns about the lack of flexibility prompted by a limited driving range would still exist, as would the initial outlay.

Using the (very rough) guide of a straight US dollar to UK sterling conversion, the price equates to about £32,000, which is more expensive than the top-ranking four-wheel-drive, 2.2-litre diesel RAV4 we get over here.

However, the Toyota RAV4 EV feels well sorted and robust, and if it was more widely available it is easy to imagine how its high-riding stance and practical load space would find favour with those who have already warmed to alternative vehicles on either side of the Atlantic.

Toyota RAV4 EV

Price $49,800 (approx £31,736); 0-60mph 7.0sec (sport mode); Top speed 85mph (normal mode) 100mph (sport mode); Range 103 miles;CO2 0g/km (local); Kerb weight 1829kg; Drive AC induction electric motor with 41kWh lithium-ion battery; Power 154bhp; Torque 273lb ft (sport mode); Gearbox single-speed automatic

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Frankfurt motor show 2013 - full report and gallery

Steve Cropley's report reveals the stars of the Frankfurt motor show

It's the sheer size of the Frankfurt Motor Show that everyone always talks about.

There's no getting away from it, the richest and most prolific parts of Europe's new car industry are here in Germany - and if you want to catch every new model launch on the opening day, you can easily walk ten miles up and down the half-mile boulevard that links this mammoth show's dozen exhibition halls.

Audi and Mercedes are at one end of this automotive parade; BMW right at the other, and those of us using shoe-leather to connect them up were confronted with a new hazard this year - the chance of being run down from behind by one of the dozens of completely silent, production-specBMW i3 electric cars being used as shuttles to convey lazier hacks from one end of the affair to the other.

There's always traffic, mind you, but you can usually hear it coming. Thankfully a pair of cute but leggy Issigonis Minis, shutting with the secondary purpose of publicising a Mini-sponsored party at the end of press day, could be identified 100 yards away by their timing-chain rattle.

Frankfurt's crop of new cars was as huge as ever, and split as ever into three categories - cars and concepts that were really new; new cars that seemed to have been coming a long time; and useful improvements to familiar faces. Jaguar sprang to the head of the "really new" group because its trend-setting C-X17 SUV did so much more than look great: it confirmed that the much-rumoured small car Jag is really coming - on entirely new aluminium underpinnings with 1700 newly hired people to build it. Biggest deal of all, the new range would include an SUV!

Ian Callum's single blue concept car embodied all this, as well as proving that Jaguar's designers have the skills to extend the design values and features freshly revealed on the F-type sports car to an SUV. This thing made a show star for sure.

The "really new" brigade included plenty more SUVs, most of them compact. The remarkable success of the Range Rover Evoque, still booming after three years, is far from lost on the rest - especially Lexus with their LF-NX, a design many thought over-aggressive. Nissan Juke clones continued to pile up, the latest examples being creditable concepts from the likes of the Suzuki iV-4 and Kia Niro.

The only full-size soft-roader - and one of the few Chinese offerings here - was a Porsche Cayenne-sized Chang'an concept that looked considerably better than its exalted rival, even if unlikely to beat it on the road. Audi showed new determination to position its Quattro brand right at the top of the tree with a thoroughly believable Sport Quattro coupe, and a beautiful but much less logical coupe off-roader, the Nanuk.

The "new but coming a long time" brigade reminded us how the European industry has used the various phases of new car creation to carry it through tough times (which on the mainland are only just starting to abate).

The real Porsche 918 Spyder was revealed at last, the BMW 4-series was present in all its much-anticipated glory, and that manufacturer's i3 and i8electric offerings also showed up in near-production guise. Honda's NSXwas there again, and Ford attempted to heal over an gap of several years between showing us its new Mondeo and offering it in a European showroom by displaying a heavily decorated Vignale version. Vignale, it seems, is to be the new Ghia.

Much of the rest was business as usual for Frankfurt. Three fast sedans -Honda Civic Type R, Peugeot 308R and Subaru WRX - bobbed up to challenge Renaultsport's creations. Lots more received facelifts: theRenault Megane, the Peugeot 3008, the Skoda Yeti, the Chevy Camarothe Dacia Duster and the Audi A8 and a dozen more.

Overall, the heartbeat seemed to have returned more or less to normal. Here was the motor industry, now well into recovery from a bad illness, doing okay. Finding all this out may have been hard on reporters' feet, but it was a gratifying sight.

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2014 Subaru Outback Review

The 2014 Subaru Outback is much larger than the original Outback and competes directly with midsize crossovers aimed at families. Although it might not hold the same appeal for the granola crowd as its smaller predecessors.

2014 Subaru Outback Styles

The 2014 Subaru Outback is offered in four trim levels: 2.5i, 2.5i Premium, 2.5i Limited and 3.6R Limited.

2014 Subaru Outback Performance

The all-wheel-drive Subaru Outback is offered with two different engines. The 2.5i models use a 2.5-liter horizontally opposed (“boxer”) four-cylinder that produces 173 horsepower and 174 pound-feet of torque. It comes paired with either a six-speed manual transmission or a CVT. The CVT provides the functionality of an automatic transmission.

EPA fuel economy estimates for the four-cylinder with the CVT are 24 mpg city/30 mpg highway and 26 mpg combined. Models with the six-speed manual return 22/29/24. Both results are pretty good for an all-wheel-drive four-cylinder crossover.

Safety

2014 Outback comes standard with four-wheel antilock disc brakes, stability and traction control, front seat side airbags and side curtain airbags that cover both rows.

Price

The Outback starts at a Manufacturer’s Suggested Retail Price (MSRP) of just over $24,000 for the 2.5i and tops out north of $36,000 for a loaded 3.6R Limited

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