Volkswagen has revealed the Cross Coupe concept car crossover at the 2011 Tokyo auto show.
At 4345mm long, it's roughly between Golf and Tiguan - suggesting the successor to the Tiguan could adopt a more Evoque-inspired stance.
VW Cross Coupe: the lowdown
This isn't just a conceptual look at future VW SUVs - it's also the first sight of the group's new MQB platform.
This is the architecture that'll underpin all VW family medium-sized cars, starting with the new 2012 VW Golf, Skoda Octavia and Seat Leon. As our European editor Georg Kacher has previously reported, it's a highly flexible platform allowing a variety of configurations, stretches and efficiencies to be made.
The Cross Coupe has unusually short overhangs, which give the car a claimed ability off road; approach angles for climbs stand at 24.2deg at the front, 32.5deg out back.
What powers the VW Cross Coupe?
Naturally, it's part-electric. The four-seater has a pair of electric motors driving all four wheels, boosted by a TSI direct-injection petrol turbo engine.
VW claims a top speed of 125mph and 0-62mph in just 7sec thanks to a combined total output of 261bhp.
Shades of Concept A?
Well remembered. That show car came in 2006 and influenced the Tiguan, which landed one year later. It'll be interesting to see if the same happens with the transition from Cross Coupe to Tiguan Mk2.
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Thứ Ba, 28 tháng 2, 2012
Honda EV-STER concept car (2011) first pics
Honda has recreated a Beat-style compact electric sports car at the 2011 Tokyo motor show - this stunning EV-STER concept car.
It's tiny, at just 3570mm long and 1500mm wide. And those compact dimensions mean the electric powertrain doesn't need to be too big to power this two-seater sports coupe.
Honda EV-STER: what else do we know?
The Japanese have thrown everything they know at this sports car. Carbonfibre helps trim weight (although no figures are available yet) and the EV drivetrain showcases Honda's expertise in electric motors.
Honda claims a range of around 100 miles, although drivers can choose their power output. Select warp mode on the dial, and we suspect big gobbets of silent torque will diminish that range somewhat.
I like the idea of a modern-day Beat...
So do we. Road test editor Ben Pulman, who's in Tokyo, drew the parallel - this is a tiny, K car style vehicle standing just 1100mm tall.
Honda says the EV-STER is capable of 100mph and will scuttle silently to 62mph in approximately 5.0sec.
The lithium ion battery is rated at 10kWh; Honda claims a full charge takes 'under three hours' on a 200v system.
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It's tiny, at just 3570mm long and 1500mm wide. And those compact dimensions mean the electric powertrain doesn't need to be too big to power this two-seater sports coupe.
Honda EV-STER: what else do we know?
The Japanese have thrown everything they know at this sports car. Carbonfibre helps trim weight (although no figures are available yet) and the EV drivetrain showcases Honda's expertise in electric motors.
Honda claims a range of around 100 miles, although drivers can choose their power output. Select warp mode on the dial, and we suspect big gobbets of silent torque will diminish that range somewhat.
I like the idea of a modern-day Beat...
So do we. Road test editor Ben Pulman, who's in Tokyo, drew the parallel - this is a tiny, K car style vehicle standing just 1100mm tall.
Honda says the EV-STER is capable of 100mph and will scuttle silently to 62mph in approximately 5.0sec.
The lithium ion battery is rated at 10kWh; Honda claims a full charge takes 'under three hours' on a 200v system.
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Ferrari 599XX Evolution (2011) unveiled
While the rest of the world's media was at the Tokyo motor show, Ferrari stuck local with a surprise - modest - announcement at the 2011 Bologna motor show in Italy.
It unveiled an evolution of the Ferrari 599XX, the track-based R&D and race toy for its well heeled customers.
What's new on the Ferrari 599XX for 2012?
The 599XX gets a host of minor detailed upgrades, including most noticeably a rear wing derived from Maranello's F1 programme.
The spoiler has two flaps which rotate to adjust the downforce between the front and rear axles - not dissimilar to the controversial flexible rear wing on Massa's weekend racer. It's like DRS for the road.
Anything else new on the 599XX?
There's a smidge more power - 740bhp, be warned - and they've somehow snipped away a further 35kg from the kerbweight. New Pirelli tyres should keep you pinned to the track in case you're too busy fiddling with your new aero package mid-corner, which is claimed to achieve a not inconsiderable 440kg of downforce in the closed position.
End result? The newest 599XX laps Fiorano in 1min 15sec.
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It unveiled an evolution of the Ferrari 599XX, the track-based R&D and race toy for its well heeled customers.
What's new on the Ferrari 599XX for 2012?
The 599XX gets a host of minor detailed upgrades, including most noticeably a rear wing derived from Maranello's F1 programme.
The spoiler has two flaps which rotate to adjust the downforce between the front and rear axles - not dissimilar to the controversial flexible rear wing on Massa's weekend racer. It's like DRS for the road.
Anything else new on the 599XX?
There's a smidge more power - 740bhp, be warned - and they've somehow snipped away a further 35kg from the kerbweight. New Pirelli tyres should keep you pinned to the track in case you're too busy fiddling with your new aero package mid-corner, which is claimed to achieve a not inconsiderable 440kg of downforce in the closed position.
End result? The newest 599XX laps Fiorano in 1min 15sec.
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Subaru BRZ (2011): finally, the first official pictures
Subaru has finally unveiled the BRZ coupe, the sister sports car to Toyota’s GT 86. Both were shown at the 2011 Tokyo auto show. These first official photographs depict mildly different characters, but the same low-slung stance.
Everything about the BRZ is low – its 2.0-litre flat four contributes to a centre of gravity nearer the road than the roof, its bonnet is made from aluminium and its 197bhp and 151lb ft of torque should make this 1220kg two-seater fly.
Subaru BRZ: how big?
It’s 4240mm long, 1300mm tall and 1775mm wide - making it a tad longer, lower and narrower than an Audi TT. Subaru calls it a 2+2, but those rear seats will almost qualify for a -2 tag. The 17in wheels are suspended by front struts and rear double wishbones.
The 2.0-litre horizontally opposed four-cylinder engine is Subaru's, but Toyota's direct injection provides the fuel, boosting power and efficiency. The transmission is claimed to be a short-shift six-speed manual 'box and - unusually for a Subaru - only the rear axle is driven.
Buyers in Japan and selected markets will be able to order a six-speed auto transmission too. It has a Sport mode for faster gearchanges, a throttle blip function likes Nissan's 370Z and paddles for finger-nudging shifts.
Inside the Subaru BRZ
The rev counter takes pride of place in the instrument pack, while the speedo is digitised. We've seen the car in Tokyo and the cabin offers a focused, sporting milieu.
UK sales begin in July 2012. Subaru's UK importer expects to sell around 500 BRZs a year, but that will hinge on the yen exchange rate which is currently making Japanese exports unreasonably expensive.
Everything about the BRZ is low – its 2.0-litre flat four contributes to a centre of gravity nearer the road than the roof, its bonnet is made from aluminium and its 197bhp and 151lb ft of torque should make this 1220kg two-seater fly.
Subaru BRZ: how big?
It’s 4240mm long, 1300mm tall and 1775mm wide - making it a tad longer, lower and narrower than an Audi TT. Subaru calls it a 2+2, but those rear seats will almost qualify for a -2 tag. The 17in wheels are suspended by front struts and rear double wishbones.
The 2.0-litre horizontally opposed four-cylinder engine is Subaru's, but Toyota's direct injection provides the fuel, boosting power and efficiency. The transmission is claimed to be a short-shift six-speed manual 'box and - unusually for a Subaru - only the rear axle is driven.
Buyers in Japan and selected markets will be able to order a six-speed auto transmission too. It has a Sport mode for faster gearchanges, a throttle blip function likes Nissan's 370Z and paddles for finger-nudging shifts.
Inside the Subaru BRZ
The rev counter takes pride of place in the instrument pack, while the speedo is digitised. We've seen the car in Tokyo and the cabin offers a focused, sporting milieu.
UK sales begin in July 2012. Subaru's UK importer expects to sell around 500 BRZs a year, but that will hinge on the yen exchange rate which is currently making Japanese exports unreasonably expensive.
Andy Priaulx’s guide to 2012's BMW M3 DTM racer
The Deutsche Tourenwagen Masters is the world’s greatest tin-top race series, and after a twenty-year absence BMW is returning to the DTM in 2012 – it’s been tempted back by new rules and regulations that cut costs, improve safety, and make the racing closer and more exciting than ever. And Guernseyman Andy Priaulx is one of just six drivers who has a seat in the half dozen M3s that’ll battle Mercedes’ C Class Coupe DTM and Audi’s A5 DTM next year. We caught up with the three-time World Touring Car Champion to find out about his new 480bhp company car.
CAR: How competitive will BMW be?
Andy Priaulx: 'We won’t know until the first qualifying session of the first race exactly where we’re at. We’re not going to embarrass ourselves but we’ve got to respect Audi and Mercedes – they know the championship, they know the tyre, they know the formula and what makes a DTM car work. We’re not going to learn that information overnight. We’re going to have to do our testing in public but I’m very optimistic with the people we have onboard that we can perform really well.
'Our goal is to be competitive, and until we’re competitive we can’t think of winning races. That alone is a massive task, and the magnitude of this championship, with the approach of the other manufacturers, it’s going to be a real tough fight.'
How has the M3 DTM developed since it was unveiled in July 2011?
'BMW has always been professional in motor racing, but they have gone to an F1 operation overnight. I came back to my first test at the Lausitzring and was quite shocked by the approach, the structure and the magnitude of the test and what we’re doing in the DTM.
'The car has shown a lot of performance immediately and feels good, but we need that testing time to learn the tyres, learn the aero package and to really make the car good enough to win, It’s constantly evolving: what we rolled out two months ago is totally different now. We’re saving weight, the car is getting lighter and lighter and that makes it react differently. We’re trying different geometry and kinematic settings, exploring new things in every test. Our engineers our pushing the limit to find the best aero package and balance in the car before homologation. And March 2012 is not a long time. We’ve got to develop a whole car in that time.'
Does the M3 DTM differ much from the M3 GT you’ve been racing for the past few years?
'It’s very different. The DTM car has carbon brakes, so the temperatures need to be much higher and you have to hit the pedal a lot harder to slow the car down. But you can brake harder and later because of the downforce; there’s twice as much downforce as the GT car so high-speed corners are really quick.
'Then there’s the carbonfibre monocoque, the transaxle gearbox, and proper Formula-type suspension, and it’s lighter so it reacts quicker – it’s a lot more of a pure racing car than the GT.
'The DTM uses a much smaller restrictor than what we have in GT racing, but engine performance feels similar because the DTM car is lighter. But for me the biggest standout difference is the aero and mechanical grip.'
Do the M3 DTM and M3 GT require a different approach to race?
'You’ve got to drive the DTM car with a lot of energy. You’ve really got to drive the car hard to do a lap time so it’s physically more demanding than a GT car. You sit a lot lower, so visibility is not as good – you feel locked into a serious racing machine.
'The GT car is still great though: you’ve got 500bhp, probably more power than the DTM car because of the bigger restrictors, traction control, and the racing is really good. It’s not like the DTM car is much better to drive, it’s just a lot faster and it does everything better.'
BMW M3 DTM spec
Length: 4775mm (without rear wing)
Width: 1950mm
Height: approx. 1,200mm (depending on set-up)
Chassis/Bodywork: CFRP monocoque with steel roll cage structure
Transmission: Sequential 6-speed gearbox
Engine type: V8
Capacity: 4000cc
Max power output: approx. 480bhp (with air restrictor as per regulations)
Andy Priaulx’s bio
Born: 8 August 1973
Career highlights
1990: 1st place Motocross 250cc Championship (Channel Islands)
1995: 1st place RAC MSA British Hillclimb Championship
1999: 1st place Renault Spider Cup, 13 wins from pole
2004: European Touring Car Champion
2005: Winner of Nürburgring 24hrs
2005-2007: World Touring Car Champion
2008: Awarded an MBE
2011 1st place GT class 12h race Sebring (BMW M3 GT)
BMW M3 race highlights
1987-1992: 40 wins and over 150 podiums in the German Touring Car Championship
2005 and 2010: Winner of the Nürburgring 24hrs
2011: Winner of the GT drivers’, team and manufacturer’s championships in the American Le Mans Series
BMW M3 DTM teams
BMW Team RMG: New to the DTM
BMW Team RBM: 2004 European Touring Car Champion, and 2005-2007 World Touring Car games Champions
BMW Team Schnitzer: Won BMW’s first ever DTM title with Roberto Ravaglia in 1989, and has taken four overall victories at the Nürburgring 24hrs, the latest in 2005 and 2010 with GTR and GT-spec M3s
CAR: How competitive will BMW be?
Andy Priaulx: 'We won’t know until the first qualifying session of the first race exactly where we’re at. We’re not going to embarrass ourselves but we’ve got to respect Audi and Mercedes – they know the championship, they know the tyre, they know the formula and what makes a DTM car work. We’re not going to learn that information overnight. We’re going to have to do our testing in public but I’m very optimistic with the people we have onboard that we can perform really well.
'Our goal is to be competitive, and until we’re competitive we can’t think of winning races. That alone is a massive task, and the magnitude of this championship, with the approach of the other manufacturers, it’s going to be a real tough fight.'
How has the M3 DTM developed since it was unveiled in July 2011?
'BMW has always been professional in motor racing, but they have gone to an F1 operation overnight. I came back to my first test at the Lausitzring and was quite shocked by the approach, the structure and the magnitude of the test and what we’re doing in the DTM.
'The car has shown a lot of performance immediately and feels good, but we need that testing time to learn the tyres, learn the aero package and to really make the car good enough to win, It’s constantly evolving: what we rolled out two months ago is totally different now. We’re saving weight, the car is getting lighter and lighter and that makes it react differently. We’re trying different geometry and kinematic settings, exploring new things in every test. Our engineers our pushing the limit to find the best aero package and balance in the car before homologation. And March 2012 is not a long time. We’ve got to develop a whole car in that time.'
Does the M3 DTM differ much from the M3 GT you’ve been racing for the past few years?
'It’s very different. The DTM car has carbon brakes, so the temperatures need to be much higher and you have to hit the pedal a lot harder to slow the car down. But you can brake harder and later because of the downforce; there’s twice as much downforce as the GT car so high-speed corners are really quick.
'Then there’s the carbonfibre monocoque, the transaxle gearbox, and proper Formula-type suspension, and it’s lighter so it reacts quicker – it’s a lot more of a pure racing car than the GT.
'The DTM uses a much smaller restrictor than what we have in GT racing, but engine performance feels similar because the DTM car is lighter. But for me the biggest standout difference is the aero and mechanical grip.'
Do the M3 DTM and M3 GT require a different approach to race?
'You’ve got to drive the DTM car with a lot of energy. You’ve really got to drive the car hard to do a lap time so it’s physically more demanding than a GT car. You sit a lot lower, so visibility is not as good – you feel locked into a serious racing machine.
'The GT car is still great though: you’ve got 500bhp, probably more power than the DTM car because of the bigger restrictors, traction control, and the racing is really good. It’s not like the DTM car is much better to drive, it’s just a lot faster and it does everything better.'
BMW M3 DTM spec
Length: 4775mm (without rear wing)
Width: 1950mm
Height: approx. 1,200mm (depending on set-up)
Chassis/Bodywork: CFRP monocoque with steel roll cage structure
Transmission: Sequential 6-speed gearbox
Engine type: V8
Capacity: 4000cc
Max power output: approx. 480bhp (with air restrictor as per regulations)
Andy Priaulx’s bio
Born: 8 August 1973
Career highlights
1990: 1st place Motocross 250cc Championship (Channel Islands)
1995: 1st place RAC MSA British Hillclimb Championship
1999: 1st place Renault Spider Cup, 13 wins from pole
2004: European Touring Car Champion
2005: Winner of Nürburgring 24hrs
2005-2007: World Touring Car Champion
2008: Awarded an MBE
2011 1st place GT class 12h race Sebring (BMW M3 GT)
BMW M3 race highlights
1987-1992: 40 wins and over 150 podiums in the German Touring Car Championship
2005 and 2010: Winner of the Nürburgring 24hrs
2011: Winner of the GT drivers’, team and manufacturer’s championships in the American Le Mans Series
BMW M3 DTM teams
BMW Team RMG: New to the DTM
BMW Team RBM: 2004 European Touring Car Champion, and 2005-2007 World Touring Car games Champions
BMW Team Schnitzer: Won BMW’s first ever DTM title with Roberto Ravaglia in 1989, and has taken four overall victories at the Nürburgring 24hrs, the latest in 2005 and 2010 with GTR and GT-spec M3s
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