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Saturday, February 20, 2010
Friday, February 19, 2010
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Thursday, February 18, 2010
Wednesday, February 17, 2010
Tuesday, February 16, 2010
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Monday, February 15, 2010
Review: 2010 Acura TL SH-AWD 6MT
When the redesigned Acura TL debuted in late 2008, it represented a substantial transformation over previous iterations. The third-generation model retained the transverse V6 of its two predecessors, but for the first time included an all-wheel-drive option. But while the torque-vectoring Super Handling-All Wheel Drive is an appreciated addition when you're putting out over 300 horsepower, performance oriented drivers were appropriately miffed that both the TL Type-S and a manual transmission were no longer available.
Thankfully, shortly after the 2009 TL went on sale, Acura announced plans to add a manual gearbox back to the lineup. Unfortunately, it would take an entire year before it hit the market. Now it's here, and we're ready to find out if the Acura TL SH-AWD six-speed can fill the Type-S-sized hole in our hearts.
Thankfully, shortly after the 2009 TL went on sale, Acura announced plans to add a manual gearbox back to the lineup. Unfortunately, it would take an entire year before it hit the market. Now it's here, and we're ready to find out if the Acura TL SH-AWD six-speed can fill the Type-S-sized hole in our hearts.
When Acura took the wraps off its new look in 2008, it was hard to ignore the controversial styling – particularly the shield grille. But on the TL, it works – at least more effectively than it has in some applications. Like the new ZDX, the fascia integrates well with the creased lines and hard strakes, and when viewed from the rear, the pointed protuberance matches the plummeting trunk line.
The vast majority of observers howled at the brand's controversial styling, particularly that new shield grille. Pundits and reviewers have applied an assortment of derogatory names to the grille, and the majority of the Autoblog team has gone on record continuing to hate it. This particular writer remains the exception to that consensus, and aside from the "refreshed" RL, believes the face works well here. The TL and ZDX in particular seem to have the best integration of the fascia with the rest of the vehicle. Thankfully at least one Detroit police officer felt the same way during a traffic stop following an inappropriate left hand turn in an unfamiliar part of the city. Following a stern warning about the driver's navigational skills, he spent the next several minutes just talking about the car.
Although the last generation TL had the cleanest design of any Acura to date, the current model has its strong points. The proportions of the hood, greenhouse and rear deck seem particularly well thought out, but where the design continues to fall flat is in its ratio of wheelbase to overall length. An additional four inches in the middle would do wonders to reduce the overhangs and provide the TL with better overall balance.
Since most observers remain less-than-enamored with Acura's current styling direction, it's likely that the next generation of products will be softened in a similar way to the 2002 BMW 7 Series. During a visit to the Honda design studio in Japan last fall, Nobuki Ebisawa, General Manager of Global Design discussed the reaction to the new Acura language and hinted that changes could be forthcoming. For now, we'll have to live with what we have – in this case a Mayan Bronze Metallic tester that appears to be molded out of dark chocolate infused with metal flakes – and keep in mind that drivers typically spend more time inside the car rather than staring at it from the outside.
From the driver's perch, the TL remains an enjoyable place to conduct business, beginning with front seats that provide an excellent balance of support and comfort. The sweeping dual cockpit layout is thankfully devoid of any wood and instead is highlighted with strips of speckled metal trim. While we have nothing against dead tree inlays, the highly polished veneers infecting most interiors often look overwrought, making even the finest real wood look like the cheap plastic stuff.
The primary controls in the TL are well positioned, with a thick-rimmed steering wheel adjustable for both distance and height, and there's a perfect gap between the wheel and manual shifter. Through that wheel's rim, the large, round gauges are clearly visible and very legible. The information display between the speedometer and tachometer can also be toggled between a number of different readouts, including the torque distribution for the all-wheel drive system. Unfortunately, placing this display in the main cluster pushes it below the driver's main sight-line while cornering, rendering it largely useless.
Back before Ford introduced its SYNC media interface system, we considered Honda/Acura's implementation of a control knob one of the better offerings to date. However, time hasn't been kind to the TL. In particular, digging through the system's menus to find the Bluetooth setup page for our phone was a major chore, and while controlling an iPod was straightforward enough, the TL would inexplicably change the setting to Repeat each time we plugged it in. Setting a destination in the navigation system is easy enough, although it can grow tedious as you have to select individual letters using the center stack-mounted knob.
The rear seating positions are nicely contoured to provide comfort and support on a road trip. However, anyone attempting to occupy that center position will find his or herself sitting up above their neighbors with a solid-feeling armrest pressing into their backside, so it's best to keep your party to four for anything longer than a short jaunt.
All TLs with SH-AWD are powered by Honda's 3.7-liter V6 delivering 305 horsepower at 6,200 rpm and 273 pound-feet of torque at 5,000 rpm. While the automatic version is still saddled with just five forward gears, the manual version gets a sixth cog. Pressing the start button fires the V6 into a smooth, steady idle with the soundtrack you'd expect of a high-tech performance engine. The stop and go pedals are well-placed for easy heel-and-toe downshifts, and the newly added left pedal has a smooth, predictable take-up that engages mid-travel and never feels grabby.
Honda and Acura's manual gearboxes are known for their smooth, slick mechanisms and short throws, and the TL doesn't disappoint. Rowing the lever through its gates, there are no hangups or notches, it simply glides from gear to gear like the precise piece of machinery it is. Let out the clutch and the TL pulls away with nary a lurch, even during hurried launches on dry pavement. The engine's note is more mechanical precision than brutish wail, evolving into a howl as it winds to its 6,700 rpm redline. While the specs remain unchanged, the V6 in this application feels stronger across the range than its automatic counterpart, indicating that the torque converter may have sapped some of the life out of it.
Along with the addition of the manual gearbox, Acura engineers went back and took another look at the power steering calibration. Like most contemporary Honda products, the TL has electric power assist steering (EPAS), which, along with reducing parasitic losses provides for an impressive amount of flexibility with its calibration. Unfortunately, extra flexibility can often make it more difficult for the engineers to find just the right mix.
Think of it like manipulating a digital photo on the computer. There are countless settings and tricks to employ, with the result occasionally ruining the image in the process. While the EPAS on the Honda Fit provides reasonable feedback, that's not the case with the new TL or its smaller sibling, the TSX. Both sedans are plagued with a slight dead zone when pointed straight ahead, resulting in a lack of engagement while cruising along at a steady state. Surprisingly, the new manual TL is a marked improvement compared to its automatic counterpart, with precise, even steering across the full range of motion. The amount of effort required to turn the tiller now feels spot-on regardless of vehicle speed, but there's still a lack of connection between cornering force and the wheel's tendency to straighten up – something we assume could be fixed with a quick reflash.
We've always been fond of Acura's torque vectoring all-wheel drive system whether in sedan or crossover form, and with the TL, it lives up to our expectations yet again. The management of torque distribution to the wheels is integrated with the stability control so that the tractive effort can be sent to outboard wheels under cornering to help the car turn in, mitigating the understeer present in front-wheel-drive models. Think of it as proactive torque steer, but in a good way. The result is much better handling balance and we're more than willing to put up with the extra mass when it works this well. We'd still prefer a proper rear-wheel-drive chassis most of the time, but if the choice is SH-AWD or front-wheel drive in a "sport" sedan, it's a no-brainer.
Since life involves more than just carving corners, the TL also deals well with uneven pavement. The sedan doesn't include a fancy adaptive damping system, but the two-stage "blow-off" dampers do an admirable job of keeping body motions in check while still absorbing potholes and patches without beating up its occupants.
As far as we know, Acura has no plans to re-introduce an actual TL Type-S, so this is as close as you can get for now. Admittedly, most people (at least those who are speaking up) are less than enamored with the styling. However, we found the driving experience of the TL to be a pleasure thanks to the newly available manual transmission and its seamless interaction with the SH-AWD system. For the most part, we aren't fans of paddle-shifter torque converter automatics, so having the ability to opt for a stick that works this well can make up for a lot of faults. And the price for such a complete package – along with the security of all-wheel drive – is more than reasonable.
Kitted out with Acura's comprehensive technology package, our TL tester stickered at $43,195 including delivery, and it came equipped with 18-inch wheels wrapped in Michelin Pilot HX MXM4 all-season rubber. If you are going to opt for the more sporting gearbox, we'd recommend going all the way and selecting the summer tire package for an extra $1,000. With it comes 19-inch wheels and tires, and fewer traction compromises on dry pavement. If you live somewhere that deals with the white stuff, drop another grand on a second set of wheels with proper snow tires and you're good to go – assuming you can get past the TL's looks.
The vast majority of observers howled at the brand's controversial styling, particularly that new shield grille. Pundits and reviewers have applied an assortment of derogatory names to the grille, and the majority of the Autoblog team has gone on record continuing to hate it. This particular writer remains the exception to that consensus, and aside from the "refreshed" RL, believes the face works well here. The TL and ZDX in particular seem to have the best integration of the fascia with the rest of the vehicle. Thankfully at least one Detroit police officer felt the same way during a traffic stop following an inappropriate left hand turn in an unfamiliar part of the city. Following a stern warning about the driver's navigational skills, he spent the next several minutes just talking about the car.
Although the last generation TL had the cleanest design of any Acura to date, the current model has its strong points. The proportions of the hood, greenhouse and rear deck seem particularly well thought out, but where the design continues to fall flat is in its ratio of wheelbase to overall length. An additional four inches in the middle would do wonders to reduce the overhangs and provide the TL with better overall balance.
Since most observers remain less-than-enamored with Acura's current styling direction, it's likely that the next generation of products will be softened in a similar way to the 2002 BMW 7 Series. During a visit to the Honda design studio in Japan last fall, Nobuki Ebisawa, General Manager of Global Design discussed the reaction to the new Acura language and hinted that changes could be forthcoming. For now, we'll have to live with what we have – in this case a Mayan Bronze Metallic tester that appears to be molded out of dark chocolate infused with metal flakes – and keep in mind that drivers typically spend more time inside the car rather than staring at it from the outside.
From the driver's perch, the TL remains an enjoyable place to conduct business, beginning with front seats that provide an excellent balance of support and comfort. The sweeping dual cockpit layout is thankfully devoid of any wood and instead is highlighted with strips of speckled metal trim. While we have nothing against dead tree inlays, the highly polished veneers infecting most interiors often look overwrought, making even the finest real wood look like the cheap plastic stuff.
The primary controls in the TL are well positioned, with a thick-rimmed steering wheel adjustable for both distance and height, and there's a perfect gap between the wheel and manual shifter. Through that wheel's rim, the large, round gauges are clearly visible and very legible. The information display between the speedometer and tachometer can also be toggled between a number of different readouts, including the torque distribution for the all-wheel drive system. Unfortunately, placing this display in the main cluster pushes it below the driver's main sight-line while cornering, rendering it largely useless.
Back before Ford introduced its SYNC media interface system, we considered Honda/Acura's implementation of a control knob one of the better offerings to date. However, time hasn't been kind to the TL. In particular, digging through the system's menus to find the Bluetooth setup page for our phone was a major chore, and while controlling an iPod was straightforward enough, the TL would inexplicably change the setting to Repeat each time we plugged it in. Setting a destination in the navigation system is easy enough, although it can grow tedious as you have to select individual letters using the center stack-mounted knob.
The rear seating positions are nicely contoured to provide comfort and support on a road trip. However, anyone attempting to occupy that center position will find his or herself sitting up above their neighbors with a solid-feeling armrest pressing into their backside, so it's best to keep your party to four for anything longer than a short jaunt.
All TLs with SH-AWD are powered by Honda's 3.7-liter V6 delivering 305 horsepower at 6,200 rpm and 273 pound-feet of torque at 5,000 rpm. While the automatic version is still saddled with just five forward gears, the manual version gets a sixth cog. Pressing the start button fires the V6 into a smooth, steady idle with the soundtrack you'd expect of a high-tech performance engine. The stop and go pedals are well-placed for easy heel-and-toe downshifts, and the newly added left pedal has a smooth, predictable take-up that engages mid-travel and never feels grabby.
Honda and Acura's manual gearboxes are known for their smooth, slick mechanisms and short throws, and the TL doesn't disappoint. Rowing the lever through its gates, there are no hangups or notches, it simply glides from gear to gear like the precise piece of machinery it is. Let out the clutch and the TL pulls away with nary a lurch, even during hurried launches on dry pavement. The engine's note is more mechanical precision than brutish wail, evolving into a howl as it winds to its 6,700 rpm redline. While the specs remain unchanged, the V6 in this application feels stronger across the range than its automatic counterpart, indicating that the torque converter may have sapped some of the life out of it.
Along with the addition of the manual gearbox, Acura engineers went back and took another look at the power steering calibration. Like most contemporary Honda products, the TL has electric power assist steering (EPAS), which, along with reducing parasitic losses provides for an impressive amount of flexibility with its calibration. Unfortunately, extra flexibility can often make it more difficult for the engineers to find just the right mix.
Think of it like manipulating a digital photo on the computer. There are countless settings and tricks to employ, with the result occasionally ruining the image in the process. While the EPAS on the Honda Fit provides reasonable feedback, that's not the case with the new TL or its smaller sibling, the TSX. Both sedans are plagued with a slight dead zone when pointed straight ahead, resulting in a lack of engagement while cruising along at a steady state. Surprisingly, the new manual TL is a marked improvement compared to its automatic counterpart, with precise, even steering across the full range of motion. The amount of effort required to turn the tiller now feels spot-on regardless of vehicle speed, but there's still a lack of connection between cornering force and the wheel's tendency to straighten up – something we assume could be fixed with a quick reflash.
We've always been fond of Acura's torque vectoring all-wheel drive system whether in sedan or crossover form, and with the TL, it lives up to our expectations yet again. The management of torque distribution to the wheels is integrated with the stability control so that the tractive effort can be sent to outboard wheels under cornering to help the car turn in, mitigating the understeer present in front-wheel-drive models. Think of it as proactive torque steer, but in a good way. The result is much better handling balance and we're more than willing to put up with the extra mass when it works this well. We'd still prefer a proper rear-wheel-drive chassis most of the time, but if the choice is SH-AWD or front-wheel drive in a "sport" sedan, it's a no-brainer.
Since life involves more than just carving corners, the TL also deals well with uneven pavement. The sedan doesn't include a fancy adaptive damping system, but the two-stage "blow-off" dampers do an admirable job of keeping body motions in check while still absorbing potholes and patches without beating up its occupants.
As far as we know, Acura has no plans to re-introduce an actual TL Type-S, so this is as close as you can get for now. Admittedly, most people (at least those who are speaking up) are less than enamored with the styling. However, we found the driving experience of the TL to be a pleasure thanks to the newly available manual transmission and its seamless interaction with the SH-AWD system. For the most part, we aren't fans of paddle-shifter torque converter automatics, so having the ability to opt for a stick that works this well can make up for a lot of faults. And the price for such a complete package – along with the security of all-wheel drive – is more than reasonable.
Kitted out with Acura's comprehensive technology package, our TL tester stickered at $43,195 including delivery, and it came equipped with 18-inch wheels wrapped in Michelin Pilot HX MXM4 all-season rubber. If you are going to opt for the more sporting gearbox, we'd recommend going all the way and selecting the summer tire package for an extra $1,000. With it comes 19-inch wheels and tires, and fewer traction compromises on dry pavement. If you live somewhere that deals with the white stuff, drop another grand on a second set of wheels with proper snow tires and you're good to go – assuming you can get past the TL's looks.
[Source: autoblog]
Audi introduces two new limited-edition packages for the RS6
It wouldn't take much to convince us to lay down the money for an Audi RS6 if our pockets were deep enough (and if it was available in the United States). After all, what's not to like? The twin-turbo V10 puts out 580 horsepower and 479 pound-feet torque through a rear-bias all-wheel drive system, and the super sedan and wagon can reach 60 mph in the mid-four second range. As some extra incentive, Audi has announced that it is launching a pair of new equipment packages that make us North America-bound types even more jealous than we were before.
Limited to just 500 units, the Sport and Audi exclusive packages will each feature carbon fiber trim in the engine bay, 20-inch five spoke wheels and an uprated sport suspension. The Sport package also gets a leather-covered instrument panel hood and center console, while the Audi exclusive option allows customers to specify unique colors for both the exterior paint and leather interior.
Honda UK releases Civic Type-R Mugen 200 to celebrate return to BTCC
When Mugen's UK-based tuning arm turned up the wick on the Euro Civic Type-R late last year, the result was a 220-hp, stripped out hatch that was only available to 20 lucky consumers. Riding on the critical success of that limited-edition model, Honda UK will begin offering another Mugen-fettled Civic Type-R this March, but it's decidedly less impressive than its track-worthy predecessor.
Included in the package is a set of front and rear Mugen bumper skirts, lightweight 19-inch wheels, limited slip differential and a Championship White exterior, the last Type-R to receive the storied hue. Unfortunately, no mods have been performed to the engine, exhaust or ECU, so output remains unchanged at 200 horsepower.
Naturally, an assortment of badges and plaques are included on the 200 limited-edition models, which are being released to celebrate Honda's return to the British Touring Car Championship this April. Make the jump for all the details, along with ordering information... assuming you live across the pond.
Toyota reportedly mulling longer warranties, cash incentives to rekindle consumer confidence
In light of the litany of recall-related problems Toyota is facing right now, executives at the Japanese automaker are predictably being very selective about what they say – and when they say it. But while Toyota brass is playing its cards close to the vest, dealers are apparently starting to spill the beans about the automaker's plans to spur sales. Bloomberg is reporting that three executives from retailer groups with Toyota franchises reveal that the Japanese automaker is mulling the idea of extending warranties to as long as 10 years to gain back customer trust. If the extended warranty materializes, the Hyundai-like coverage could add quite a bit of money into Toyota's warranty costs, but that cost could be made back in augmented consumer confidence and higher sales totals.
Toyota is also reportedly looking into ways to get metal moving again, and cash incentives of thousands of dollars may be used to accomplish the feat. Toyota sales suffered in a big way (down 16 percent for the month of January) in part because it couldn't sell eight models affected by a stop sale related to the recall of 2.3 million vehicles covered under the sticking gas pedal recall. Toyota will reportedly wait until after its meetings with Congress from February 24 though March 2 to make any announcements.
[Source: Bloomberg]
Top Luxury Cars - The Mitsubishi Lancer GS3
Mitsubishi Lancer GS3 1.8 not only brings out a gear in sporty driving dynamics but also many additional convenience and comfort features.
All the following features come as standard over the GS2. And there's still e 6-speed CVT automatic on petrol models available which will cost additional money.
Key features at a glance (compared to GS2):
*18" Alloy Wheels
*140 PS turbo-diesel engine
*Sports Suspension
*Climate Controlled Air Conditioning
*Cruise Control
*Front Strut Tower Bar
*Privacy Glass
*6-speed gearbox
*Stability & Traction Control
*Front Fog Lamps
To mention more, the sculpted dashboard and clear instruments look very good and there's also lots of space in the car for both passenger and stuff. It drives well enough,accurate and planted.
The 1.8 litre engine comes with a 5-speed manual gearbox, despite that the motor's 141BHP gives very decent performance - 9.8sec to reach 62mph will be more than rapid for the Lancer's likely conservative clientele.
Because Mitsubishi Lancer GS3 1.8 takes less than 10 seconds to break 62mph. Apart from the newly added bigger alloy wheel, climate control, a bodykit, privacy glass as well as sportier, beefed-up suspension, GS3 includes all the kit from GS2.
It has no unruly behavior if you try the same with the ESP turned off-the cornering line tightens up nicely in response to a lifted throttle. Grip levels are very nice.
Other than it's image as a well-behaved, grown-up chassis, but it's not as lively to drive as the Ford Focus, and refinement over poor road surfaces is also noticeably bad.
The extra kit is certainly very attractive, but what it all does it to push prices up to a probably unattractive level. Just avoid the CVT transmission: it dents performance, fuel economy in addition to refinement.
All in all, Mitsubishi Lancer GS3 1.8 is the cheapest Lancer Sportback with standard climate control and curtain airbags. Both are hugely very welcome in something that could well be in a family car, and that makes this one of favorite versions of Mitsubishi Lancer Evo .
All the following features come as standard over the GS2. And there's still e 6-speed CVT automatic on petrol models available which will cost additional money.
Key features at a glance (compared to GS2):
*18" Alloy Wheels
*140 PS turbo-diesel engine
*Sports Suspension
*Climate Controlled Air Conditioning
*Cruise Control
*Front Strut Tower Bar
*Privacy Glass
*6-speed gearbox
*Stability & Traction Control
*Front Fog Lamps
To mention more, the sculpted dashboard and clear instruments look very good and there's also lots of space in the car for both passenger and stuff. It drives well enough,accurate and planted.
The 1.8 litre engine comes with a 5-speed manual gearbox, despite that the motor's 141BHP gives very decent performance - 9.8sec to reach 62mph will be more than rapid for the Lancer's likely conservative clientele.
Because Mitsubishi Lancer GS3 1.8 takes less than 10 seconds to break 62mph. Apart from the newly added bigger alloy wheel, climate control, a bodykit, privacy glass as well as sportier, beefed-up suspension, GS3 includes all the kit from GS2.
It has no unruly behavior if you try the same with the ESP turned off-the cornering line tightens up nicely in response to a lifted throttle. Grip levels are very nice.
Other than it's image as a well-behaved, grown-up chassis, but it's not as lively to drive as the Ford Focus, and refinement over poor road surfaces is also noticeably bad.
The extra kit is certainly very attractive, but what it all does it to push prices up to a probably unattractive level. Just avoid the CVT transmission: it dents performance, fuel economy in addition to refinement.
All in all, Mitsubishi Lancer GS3 1.8 is the cheapest Lancer Sportback with standard climate control and curtain airbags. Both are hugely very welcome in something that could well be in a family car, and that makes this one of favorite versions of Mitsubishi Lancer Evo .
About the Author
For more information about Mitsubishi Lancer 1.8 GS3 as well as Lancer Evo, please go to lancerevo.us.
New Volvo S60 revealed ahead of Geneva
Used to seeing concepts watered down for production, we’re happy to see Volvo sticking to their guns for the new S60. The production version of Volvo’s mid-sized exec, revealed here ahead of its Geneva debut, looks remarkably similar to the S60 Concept the Swedish brand wheeled out at the 2009 Detroit show.
Among the distinctive cues carried over is the XC60 style front end, the wavy signature line on its profile and those inverted L-shaped taillamps, but the basic shape is recognisable as an S60. Volvo says that “the sculpted hood and the short overhangs front and rear also emphasize the sports-car feel.” We’re not sure about the “sports-car feel” but this S60 does have presence. It has grown is size too; longer, wider and with a longer wheelbase, but is less than 45kg heavier than the current car.
Engine choices include a twin-scroll turbo 3.0-litre inline-six with 300 bhp and 440 Nm. Paired to a new six-speed auto (faster shifts) and Haldex AWD, this S60 T6 does 0-60 mph (96 km/h) in 6.5 seconds. Of course following the common trend of ‘engine downsizing’, there will be a new 2.0-litre GDTi engine, which is good for 203 bhp and 300 Nm of torque from 1,750 to 4,000 rpm.
Three suspension setups will be available: Base, Dynamic and Four-C Adaptive. The optional Dynamic uses stiffer springs and bushings, retuned dampers and thicker piston rods, while Four-C adaptive damping aims to provide the best of all worlds.
On the safety front, Advanced Stability Control employs a new roll angle sensor to identify any skidding tendency at a very early stage. Also debuting is Pedestrian Detection with Full Auto Brake, which can detect pedestrians who walk into the road in front of the S60, warn the driver, before automatically apply full braking power if he/she does not respond in time. This system works at speeds up to 35 km/h. This is a development of City Safety, which works the same way, but for vehicles.
Audi A1 premium compact car unveiled – Geneva debut on schedule!
After months of releasing teaser by teaser, Audi has finally unveiled the production Audi A1 in full on the internet. For those who want to see the car in real space, it’ll be shown to public in the metal for the first time at the Geneva show at the end of this month. A baseline price has been revealed – about 16,000 Euros will be the minimum price you’ll have to fork out for this compact.
Audi claims the A1 is the first in the premium compact segment – and that’s some pretty strong words to say. Is he saying that Mercedes-Benz’s smart and BMW’s MINI brands are not premium enough? MINIs definitely have premium pricetags here in Malaysia, or is he saying that the A1 has far superior materials compared to the MINI? We’ll only find out if we get to see an actual production car.
According to the press release, customers can customize various features to their own personal tastes. Among the selections that an owner can make include colored air nozzles, LED interior lights, different colours for the roof arch and various colours for the seat covers. Audi also says the A1 offers the best audio system options in its segment – you are able to specify stuff like MMI navigation plus and even a 465 watt Bose surround sound system.
The A1 will debut with two petrol engines and two diesel engines. The petrol engines make either 86 horses and 122 horses, so they aren’t exactly going to be any threat to the Cooper S or JCW models from BMW, but that could be reserved for a model like an “S1″ or an “RS1″? The diesels are both 1.6 liter TDIs in different states of tune – 90hp and 106hp. The car comes standard with a manual but can optionally be equipped with a 7-speed Audi S-Tronic (DSG) dual clutch transmission.
Look after the jump for a full 23 page press release chock full of details as well as high res photos and a video. The video shows a German bloke explaining the design features of the A1.
Hyundai i-flow Concept to debut at Geneva 2010
The sketch above previews the Hyundai i-flow concept, which will make its world debut at the Geneva show at the end of this month. Hyundai says this concept will preview a future D-segment competitor – but really, is it time for a new D-segment competitor so soon when the Sonata has just been revealed? The Sonata already has a coupe-like roofline so it would be quite overkill for them to do a “Passat CC CC” with another take on a D-segment car.
This is just a hunch but it could be possible that what Hyundai meant in its press release as D-segment is different from what we normally consider as D-segment cars. In the US, what we call D-segment cars are CD-segment cars. The Camry is a CD car, while Toyota’s D car is the Avalon. Hyundai had a model like that – the Azera, and it was even sold here in Malaysia. The Azera was first launched in 2005 and it’s about time for a 5-year lifecycle full replacement model to arrive!
This new concept car could be slotted in between the Sonata and the Genesis as Hyundai’s most expensive front wheel drive executive car (taking the place of the Azera) before we start to enter Genesis rear wheel drive territory. But then again I could be wrong and this is really a “double CC” version of the Sonata.
The same press release also says this new i-flow concept will be used by chemical company BASF (there’s a good chance you use BASF products in your car everyday – they make petrol additives too) as a platform to showcase some technology such as lightweight materials, and solar cells.
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