Ford's new Ka
Samantha Stevens
The Paris motor show is still a few months away, but car manufacturers are already springing leaks. Whether those leaks are unexpected dribbles or deliberate tap-turning, we don't know, but the latest leaked pic is Ford's new A-segment entry with an old name, the Ka.
The mini micro still has its back wheels at the corners of the car, but that is where the similarity with the old Ka ends. It comes heavily dressed in Ford Europe's Kinetic design, and mirrors the new Fiesta Zetec quite succinctly.
The Paris motor show is still a few months away, but car manufacturers are already springing leaks. Whether those leaks are unexpected dribbles or deliberate tap-turning, we don't know, but the latest leaked pic is Ford's new A-segment entry with an old name, the Ka.
The mini micro still has its back wheels at the corners of the car, but that is where the similarity with the old Ka ends. It comes heavily dressed in Ford Europe's Kinetic design, and mirrors the new Fiesta Zetec quite succinctly.
2009 Fiesta Zetec
The platform, however, is much smaller, its bones borrowed from the Fiat 500 and Panda. Powerplants too, with a 1.4-litre and 1.6-litre petrol a 1.6-litre diesel TDCi expected, and the rumoured addition of a future ST version running the 500 Abarth's 1.4 turbo.
The Ka will be released overseas early next year, and apparently will make another early appearance in the new James Bond film, Quantum of Solace. The then-new Mondeo XR5 caused a stir in the last flick, Casino Royale, though the thought of Bond shooting bad guys from the weenie window of a Ka is a little comical.
Ford Australia told Wheelsmag that it has no plans to bring the car here, despite the current large car/petrol crisis and skyward rise in light car sales.
"Fiesta is our light car, and it is very successful for us," said Ford's Manager of Public Affairs, Sinead McAlary.
"We had Ka here before, and it didn't resonate at the time. We will keep Fiesta as our B-car entry, and will have the whole range here in the first quarter of 2009."
When asked about the Focus RS, which debuted at the recent British Auto Show, Ford reaffirmed that it will not bring it here, and there are no plans for FPV to produce its own version.
"We never say never," conceded McAlary, "and when the Focus is produced here in 2011 it might give FPV more of an opportunity to do something..."
The platform, however, is much smaller, its bones borrowed from the Fiat 500 and Panda. Powerplants too, with a 1.4-litre and 1.6-litre petrol a 1.6-litre diesel TDCi expected, and the rumoured addition of a future ST version running the 500 Abarth's 1.4 turbo.
The Ka will be released overseas early next year, and apparently will make another early appearance in the new James Bond film, Quantum of Solace. The then-new Mondeo XR5 caused a stir in the last flick, Casino Royale, though the thought of Bond shooting bad guys from the weenie window of a Ka is a little comical.
Ford Australia told Wheelsmag that it has no plans to bring the car here, despite the current large car/petrol crisis and skyward rise in light car sales.
"Fiesta is our light car, and it is very successful for us," said Ford's Manager of Public Affairs, Sinead McAlary.
"We had Ka here before, and it didn't resonate at the time. We will keep Fiesta as our B-car entry, and will have the whole range here in the first quarter of 2009."
When asked about the Focus RS, which debuted at the recent British Auto Show, Ford reaffirmed that it will not bring it here, and there are no plans for FPV to produce its own version.
"We never say never," conceded McAlary, "and when the Focus is produced here in 2011 it might give FPV more of an opportunity to do something..."
2009 Audi A4 3.2 Quattro - Road Test
BY MICHAEL AUSTIN,
PHOTOGRAPHY BY TOM DREW AND THE MANUFACTURER
car and driverIt’s fair to say that the folks at Audi have found their styling muse. After we swooned over the shape of the new S5 coupe, Audi basically added two doors to the design and called it the A4. It’s less zoomy-looking than the coupe, but it’s still sexy—unmistakably Audi—and won’t be confused with any other Auto Union offerings. But unlike BMW’s wild leap off the styling reservation, the A4 doesn’t jump out visually as a significant departure from Audi’s evolutionary progression that started with the first A4. Way back in 1996, we liked that first A4 well enough to have awarded it 10Best Cars honors three years running.
Now in its third generation wearing the A4 moniker, the new version rides on the B8 platform that underpins the A5/S5 and the forthcoming Q5 sport-ute. Instead of switching to a rear-wheel-drive layout such as that which underpins most of its competitors, Audi sticks with front- or all-wheel drive in the A4, the former coming as an entry-level version next spring. In order to combat the inherent handling handicap that is inescapable in this front-heavy drivetrain layout, the A4’s wheelbase has been stretched six and a half inches, to 110.6. That, combined with a reduced front overhang, means the weight distribution moves astern—55.5 percent of the new A4’s 3860 pounds are over the front wheels, which is about three percentage points less than the case of the last V-6 Quattro A4 we tested. To further improve the A4’s dynamic prowess, the all-wheel-drive system favors the rear wheels with a 40/60 front-to-back torque split.
How’s that for progress? What’s more, curb weight is up by just 40 pounds despite increases in overall length and width of 4.6 and 2.1 inches, respectively.
There are improvements in the interior as well, which has been an Audi strong point since that first A4. The layout is essentially the same as in the A5/S5, which is to say that even though the A4 is new, cynical automotive writers accustomed to a smorgasbord of driving options will view the interior as all too familiar. The MMI interface, which controls the radio, navigation, and sundry other configuration options, has the same buttons as in the A6 and A8, but here they’re somewhat more contoured, making the fingertip connection easier without the need to glance down at the controls. The A4 also has an optional blind-spot warning system, which unleashes a cluster of flashing LEDs on each of the side-mirror housings to get the driver’s attention. There’s also radar-based adaptive cruise control that is adjustable for the level of aggressiveness with which it uses the gas and brakes. The headlights, which feature an eyebrow-like line of LEDs for the daytime running lamps, tilt the beams higher at speeds above 75 mph for better highway visibility.
Nothing stands out about the feel of the front seats, but they turn out to be all-day comfortable and supportive in all the right places. Rear-seat legroom has grown almost an inch, and at 35.2 inches, it is more spacious than you’ll find in the BMW 3-series or Mercedes C-class. Combined with an increase in rear headroom of 0.3 inch, the back seat is far more comfortable than was the previous A4’s. The rear seats also split and fold to open up a pass-through to the trunk.
Under the hood, the direct-injection 3.2-liter V-6 adds variable lift to the intake valves, which is good for 10 additional horsepower, or 265 in all, although torque is unchanged at 243 pound-feet. Audi claims a fuel-economy increase of 10 percent in both city and highway EPA numbers. The 2.0-liter turbo also gets variable lift, except on the exhaust side, and there’s a modest bump of 11 horsepower, to 211, but there’s a huge torque increase of 51 pound-feet, to 258. Initially, both versions will be offloaded with all-wheel drive and six-speed automatics; by next spring, the 2.0T will be offered with a six-speed manual, and the front-wheel-drive 2.0T will come with a continuously variable automatic transmission.
The V-6 hustled our A4 3.2 Quattro test car from 0 to 60 mph in 5.7 seconds, which is an impressive number but absolutely astonishing compared with the 7.5-second time of the last-gen V-6 A4 we tested in October 2005. The previous quarter-mile time of 14.3 seconds at 100 mph improves by 1.4 seconds.
The Big Kahuna
wheels magazine
Jonathan Hawley
Jonathan Hawley
Despite being Australia’s biggest selling car since Methuselah was in nappies, the Holden Commodore comes in for a fair beating from some quarters. It might not be a byword for motoring mediocrity in the way a Magna was or a Camry is, but the Conformadore – or Dunnydoor, or Bombadore – is not a car to which many private purchasers aspire. Not like other tech-fashion items such as an iPhone or BMW 3 Series, anyway.
Which is why, when I told a few people I was driving the HSV W427 for the story in this month’s Wheels magazine, the most common question wasn’t how fast it went. Nor was I initially grilled on the noise that 375kW of 7.0-litre V8 pumps out, or how it gripped or even whether it would pull chicks.
The Big Kahuna, apparently, is: How could HSV possibly ask $155,000 for a car that is essentially still a Commodore? Facing the same incredulity that is normally reserved when people consider the $100 New York gourmet hamburger I can only prepare them to be massively let down if uninformed cynicism was expected. Despite all expectations, the world’s most expensive Commodore is worth every dollar spent on it. And here’s why.
Yes, it goes hard. It isn’t just the raw performance figures either, although the 0-100km/h time of 4.7 seconds and a standing 400 metres in 12.8 we clocked make it Australia’s fastest production car. It’s the sheer animal magnetism of the engine, its ability to deliver an instant and devastating glut of acceleration on demand. There’s the torque you’d expect from all those cubic inches, but also an unholy ability to rev to 7000rpm and produce big power all the way.
Okay, the two tyres responsible for channelling power to the blacktop struggle at times. I drove it on a wet handling loop at Holden’s proving ground and found that caution was needed. Opening the throttle all the way was like poking a very big cobra with a very short stick.
But doesn’t the same go for any supercar in which the intimidation factor is part of the appeal?
The thing is, Holden’s stability control, which has been tweaked again by HSV, works well in the W427, indicating it’s not all brawn and no brains.
The thing is, Holden’s stability control, which has been tweaked again by HSV, works well in the W427, indicating it’s not all brawn and no brains.
The same goes for the much bigger brakes, the stronger gearbox and even the stiffer suspension that manages to provide a much better ride than, say, a Mercedes C63 AMG.And you know what? The W427 looks stunning on the road.
Designer Julian Quincey fended off temptations to stick an even bigger wing on the back, and the car’s combination of brutal design cues - like the big, black maw at the front – with a degree of restraint works, and works well.This is much more than just an engine transplant. This is a car Toyota or, it seems, Ford could never hope to build.
Don’t think of it as being more expensive than a C63, think of it as being cheaper than an M5 or an E63 AMG. And possibly, just as good.
Honda's new hybrid
car magazine online
the spy photos
By Tim Pollard
Is this Honda's new global hybrid car? Our latest spy photos from America scoop a new Honda model that looks like a home-grown green car rival to the petrol-electric Toyota Prius. But CAR's new spyshots raise as many questions as answers.
Honda president Takeo Fukui confirmed in May 2008 that the company would launch a slew of new hybrid models – including a more affordable family car, a hybrid production version of the sleek CR-Z concept, a petrol-electric Jazz and a successor to today's green Civic hybrid.
So is this secret new Honda one of those hybrids?
That's the big question. We at CAR don't like to make false claims – and we're just not quite sure if this is the new cheaper hybrid, dubbed New Global Hybrid. It's clearly not the CR-Z, Jazz or Civic, but it doesn't quite match the description of the more affordable model, either.
Why not? Our sources vow the New Global Hybrid will be smaller and cheaper than today's Civic Hybrid, and our spy photos depict a much bigger car.
In fact, many here noticed more than a passing resemblance to the Toyota Prius, especially at the aero-fashioned, teardrop rear end, but our man in the US swears this car is being developed by Honda engineers. And it does share many styling tips with the FCX Clarity fuel-cell car, which is destined to influence a new generation of cleaner Hondas.
By Tim Pollard
Is this Honda's new global hybrid car? Our latest spy photos from America scoop a new Honda model that looks like a home-grown green car rival to the petrol-electric Toyota Prius. But CAR's new spyshots raise as many questions as answers.
Honda president Takeo Fukui confirmed in May 2008 that the company would launch a slew of new hybrid models – including a more affordable family car, a hybrid production version of the sleek CR-Z concept, a petrol-electric Jazz and a successor to today's green Civic hybrid.
So is this secret new Honda one of those hybrids?
That's the big question. We at CAR don't like to make false claims – and we're just not quite sure if this is the new cheaper hybrid, dubbed New Global Hybrid. It's clearly not the CR-Z, Jazz or Civic, but it doesn't quite match the description of the more affordable model, either.
Why not? Our sources vow the New Global Hybrid will be smaller and cheaper than today's Civic Hybrid, and our spy photos depict a much bigger car.
In fact, many here noticed more than a passing resemblance to the Toyota Prius, especially at the aero-fashioned, teardrop rear end, but our man in the US swears this car is being developed by Honda engineers. And it does share many styling tips with the FCX Clarity fuel-cell car, which is destined to influence a new generation of cleaner Hondas.
So the mystery continues. What do we know about the new hybrids?We'll see a concept for the New Global Hybrid at the Paris motor show in October 2008, followed by a production version in UK showrooms by March 2009.
It promises the latest, simpler and cheaper iteration of Honda's IMA hybrid petrol-electric powertrain.Interestingly, Honda is pursuing hybrids for its smaller cars – and is relying on clean diesels (and, ultimately, fuel cells) for its larger cars. That's why the next batch of petrol-electric models will all be smaller models:
• New Global Hybrid, on sale spring 2009
• CR-Z Hybrid, on sale 2010
• Jazz Hybrid, follows that
• Civic Hybrid, follows thatHonda sources vow that all future hybrids will be global models to maximise returns – ruling out the chance that Honda is developing a direct rival to the bigger Prius just for the US market.
Mercedes SLK's panoramic glass roof
car magazine onlinethe spy photos
By Tim Pollard
Want to turn your Mercedes SLK into a goldfish bowl? Our spies have caught this prototype out on test with a panoramic glass roof, which is being readied for launch on the next-generation SLK. It's like the panoramic glass vario roof available on the SLK's bigger brother, the SL.
By Tim Pollard
Want to turn your Mercedes SLK into a goldfish bowl? Our spies have caught this prototype out on test with a panoramic glass roof, which is being readied for launch on the next-generation SLK. It's like the panoramic glass vario roof available on the SLK's bigger brother, the SL.
So expect a similar cost of around £1400 – and we hear it's a popular option on top-spec SLs. Does a glass roof affect operation of the SLK's folding hard-top?Apparently not, but we guess that's what the engineers are testing right now.
It essentially just changes the main roof section from metal to toughened glass like your average laminated windcreen. But CAR's spy photos prove the vario roof is heavily tinted to protect your bonce from solar radiation.
The idea is that it bathes the cabin in light, for those occasions when you don't want to lower the roof because it's too hot or you're driving through a polluted city, for instance. Just the ticket for roadster buyers who want to see and be seen, then.
This test mule is an interesting vehicle, since it's based on the pre-facelift SLK. Well placed sources told CAR that the glass roof won't be offered in the lifetime of this SLK, pointing to the next-generation car due around 2011.
2009 Mitsubishi Galant Ralliart Road Test Review
the family car webIt’s easy to get the public’s attention when you build a powerful sports car, a demon truck or even a dirt-devouring sport-utility vehicle.
But a mostly utilitarian, mid-size family sedan – how can a manufacturer stand out in that crowded field? How does it create a vehicle that serves the same purpose as every other family sedan, yet has that something extra to catch the eye and the heart of a prospective buyer?
In the case of Mitsubishi, the Japanese manufacturer that has been an habitual tag-along in this part of the market, the hopeful answer is the Galant Ralliart, top-of-the-line version of its family sedan lineup.
For its early-release 2009 models, Mitsubishi is hoping to spark some new interest in the aging Galant lineup with a revised grille, taillights and rear fenders. Most will probably find the changes agreeable, but they aren’t significant enough to make what is old appear to be new.
Still, the Ralliart is a competent entry in a segment of the market that generally does not put sportiness on its list of must-have features.
Ralliart, for those of you who might still be mystified by the odd moniker, was Mitsubishi’s name for its worldwide rally effort. With the Japanese manufacturer out of that competition, it signifies the sportiest models in the production car lineup.
The front-wheel-drive Ralliart gets its point across with a 3.8-liter V-6 engine bulked up to 258 horsepower, a tightened suspension, bigger brakes and wheels, and trim that distinguishes it from its less athletic Galant siblings.
The result is a sedan that is surprisingly engaging. It won’t push anybody’s Porsche out of the garage, but it can add a little zest to the every-day driving experience. The engine, teamed with a shiftable five-speed automatic transmission, can rush the Galant Ralliart from a stop to 60 mph in a little more than six seconds. More importantly, the 258 pound-feet of torque help make short work of those two-lane passing situations.
On the downside, there is noticeable torque-tug on the steering wheel under heavy acceleration, and fuel efficiency is not this Galant’s strongest suit. The EPA predicts between 16 and 25 miles for every gallon of the recommended premium fuel. My average over a week and several hundred miles was about 20 mpg.
The Galant Ralliart’s tauter independent suspension improves the car’s handling noticeably, without requiring much of a sacrifice in ride comfort. There shouldn’t be any complaints from the passengers unless the road is unusually rough.
The four-wheel antilock brakes stand ready to rein in the over-enthusiastic driver, and they come with electronic force distribution to maximize stopping power.
Exterior cues that announce the Ralliart include a mesh grille, 18-inch wheels, a lower front air dam and projector-type headlights. Adults need not worry. The changes won’t make everyone think they’ve borrowed their kid’s car.
Inside, the story’s more of a mixed bag. The overall ambience is pleasant enough and the standard leather seats are comfortable for up to four adults. However, a close look at some of the trim pieces tells you this is where the cost-cutters were doing their work. In addition, the optional navigation system looks as if it was stuck on the dashboard as an afterthought, and it is essentially invisible to anyone wearing sunglasses. Oddly, it is available only on the Ralliart model.
The comprehensive list of safety features includes front and side-mounted airbags for front-seat passengers, side curtain airbags, front and rear crumple zones, side-impact beams and tire pressure monitors.
The base price of $27,924, including the $625 delivery fee, will buy a car with a full complement of luxury features. Add $1,500 for the navigation system and the Ralliart’s tab comes to $29,424.
The hottest Galant won’t shout for anyone’s attention, but it’s ready to offer a rewarding driving experience for the buyer who wants to have a little fun with his transportation appliance.
But a mostly utilitarian, mid-size family sedan – how can a manufacturer stand out in that crowded field? How does it create a vehicle that serves the same purpose as every other family sedan, yet has that something extra to catch the eye and the heart of a prospective buyer?
In the case of Mitsubishi, the Japanese manufacturer that has been an habitual tag-along in this part of the market, the hopeful answer is the Galant Ralliart, top-of-the-line version of its family sedan lineup.
For its early-release 2009 models, Mitsubishi is hoping to spark some new interest in the aging Galant lineup with a revised grille, taillights and rear fenders. Most will probably find the changes agreeable, but they aren’t significant enough to make what is old appear to be new.
Still, the Ralliart is a competent entry in a segment of the market that generally does not put sportiness on its list of must-have features.
Ralliart, for those of you who might still be mystified by the odd moniker, was Mitsubishi’s name for its worldwide rally effort. With the Japanese manufacturer out of that competition, it signifies the sportiest models in the production car lineup.
The front-wheel-drive Ralliart gets its point across with a 3.8-liter V-6 engine bulked up to 258 horsepower, a tightened suspension, bigger brakes and wheels, and trim that distinguishes it from its less athletic Galant siblings.
The result is a sedan that is surprisingly engaging. It won’t push anybody’s Porsche out of the garage, but it can add a little zest to the every-day driving experience. The engine, teamed with a shiftable five-speed automatic transmission, can rush the Galant Ralliart from a stop to 60 mph in a little more than six seconds. More importantly, the 258 pound-feet of torque help make short work of those two-lane passing situations.
On the downside, there is noticeable torque-tug on the steering wheel under heavy acceleration, and fuel efficiency is not this Galant’s strongest suit. The EPA predicts between 16 and 25 miles for every gallon of the recommended premium fuel. My average over a week and several hundred miles was about 20 mpg.
The Galant Ralliart’s tauter independent suspension improves the car’s handling noticeably, without requiring much of a sacrifice in ride comfort. There shouldn’t be any complaints from the passengers unless the road is unusually rough.
The four-wheel antilock brakes stand ready to rein in the over-enthusiastic driver, and they come with electronic force distribution to maximize stopping power.
Exterior cues that announce the Ralliart include a mesh grille, 18-inch wheels, a lower front air dam and projector-type headlights. Adults need not worry. The changes won’t make everyone think they’ve borrowed their kid’s car.
Inside, the story’s more of a mixed bag. The overall ambience is pleasant enough and the standard leather seats are comfortable for up to four adults. However, a close look at some of the trim pieces tells you this is where the cost-cutters were doing their work. In addition, the optional navigation system looks as if it was stuck on the dashboard as an afterthought, and it is essentially invisible to anyone wearing sunglasses. Oddly, it is available only on the Ralliart model.
The comprehensive list of safety features includes front and side-mounted airbags for front-seat passengers, side curtain airbags, front and rear crumple zones, side-impact beams and tire pressure monitors.
The base price of $27,924, including the $625 delivery fee, will buy a car with a full complement of luxury features. Add $1,500 for the navigation system and the Ralliart’s tab comes to $29,424.
The hottest Galant won’t shout for anyone’s attention, but it’s ready to offer a rewarding driving experience for the buyer who wants to have a little fun with his transportation appliance.
Ford to Sell Six European Small Cars in U.S. in 2010
car and driver
BY ALISA PRIDDLE
BY ALISA PRIDDLE
Anyone who has ever seen or driven European Ford products and cursed executives for not selling them in North America, your day is coming.
The current U.S. lineup has nothing in common with Ford of Europe products, but by 2010, 40 percent of the vehicles will be shared, and that number hits 100 percent by 2013, says Mark Fields, Ford president of The Americas, in the July 24 second-quarter earnings briefing.
It means the next-generation European Ford Focus sedan and five-door hatchback will be the same C-segment car here as in Europe, China, and the rest of the world when it goes on sale in 2010 in the U.S.—and should be far superior to the one on North American roads now.
The same melding will occur in the next size up: the Ford Fusion in North America and Mondeo in Europe will merge in size into a single model.
And the B-segment Ford Fiesta sedan and five-door, which is going on sale this year in Europe and China—it arrives stateside in 2010—is also of European descent. The lag time is necessary to ensure it meets all U.S. regulations as its sale here was not envisioned years ago when design work began.
Fiesta design began back in the days of affordable gasoline prices, when few Americans saw the need for small, fuel-miserly cars—a climate that has been turned on its ear to the extent that carmakers can’t make enough small vehicles with smaller-displacement engines, hybrids, and electric cars today.
Two More New Euros Coming
Ford won’t just have the two body styles each of the Focus and Fiesta, it also promises a new Mercury small car in 2010 (defying the perception Mercury is on its deathbed), as well as a new so-called “whitespace” entry (we interpret this to mean a product in a new niche) for a total of six European small vehicles on sale here. Officials will not provide details on the mystery “whitespace” car other than to say it rides on a European small-car platform. Europe’s C-Max mini-minivan or the Kuga small crossover come to mind.
As expected, Ford uses its dismal second-quarter earnings release as a springboard to announce the next series of moves to transform from a company traditionally associated with trucks to one heavy with small cars and hybrid vehicles. Going forward, two thirds of product spending will be on cars and crossovers, compared with only half today, Fields says.
In the next five years, Ford says it will build more than 1 million vehicles a year, worldwide, from its global B-car platform and almost two million from the C-segment architecture.
The number of hybrids in the fleet will double when the 2010 Ford Fusion and Mercury Milan hybrid sedans go into production late this year for sale in 2009. To date, Ford only has the Ford Escape and Mercury Mariner hybrid SUVs. A third shift will be added in Kansas City this year to build all four hybrids.
The current U.S. lineup has nothing in common with Ford of Europe products, but by 2010, 40 percent of the vehicles will be shared, and that number hits 100 percent by 2013, says Mark Fields, Ford president of The Americas, in the July 24 second-quarter earnings briefing.
It means the next-generation European Ford Focus sedan and five-door hatchback will be the same C-segment car here as in Europe, China, and the rest of the world when it goes on sale in 2010 in the U.S.—and should be far superior to the one on North American roads now.
The same melding will occur in the next size up: the Ford Fusion in North America and Mondeo in Europe will merge in size into a single model.
And the B-segment Ford Fiesta sedan and five-door, which is going on sale this year in Europe and China—it arrives stateside in 2010—is also of European descent. The lag time is necessary to ensure it meets all U.S. regulations as its sale here was not envisioned years ago when design work began.
Fiesta design began back in the days of affordable gasoline prices, when few Americans saw the need for small, fuel-miserly cars—a climate that has been turned on its ear to the extent that carmakers can’t make enough small vehicles with smaller-displacement engines, hybrids, and electric cars today.
Two More New Euros Coming
Ford won’t just have the two body styles each of the Focus and Fiesta, it also promises a new Mercury small car in 2010 (defying the perception Mercury is on its deathbed), as well as a new so-called “whitespace” entry (we interpret this to mean a product in a new niche) for a total of six European small vehicles on sale here. Officials will not provide details on the mystery “whitespace” car other than to say it rides on a European small-car platform. Europe’s C-Max mini-minivan or the Kuga small crossover come to mind.
As expected, Ford uses its dismal second-quarter earnings release as a springboard to announce the next series of moves to transform from a company traditionally associated with trucks to one heavy with small cars and hybrid vehicles. Going forward, two thirds of product spending will be on cars and crossovers, compared with only half today, Fields says.
In the next five years, Ford says it will build more than 1 million vehicles a year, worldwide, from its global B-car platform and almost two million from the C-segment architecture.
The number of hybrids in the fleet will double when the 2010 Ford Fusion and Mercury Milan hybrid sedans go into production late this year for sale in 2009. To date, Ford only has the Ford Escape and Mercury Mariner hybrid SUVs. A third shift will be added in Kansas City this year to build all four hybrids.
Camaro's Australian countdown
Jonathan Hawley
wheels magazine
Holden has left the door open for an Australian introduction of the new Chevrolet Camaro by revealing a decision to go right-hand drive is imminent.
The production version of the Camaro, which was revealed in almost simultaneous events in the US and Holden HQ in Port Melbourne [today, July 22], is due to go on sale in the States early next year.
It was designed and engineered by Holden in Australia using a modified version of the VE Commodore platform and shares mechanical components including basic engines, transmissions and suspension.
And, according to GM global vehicle line executive Gene Stefanyshyn the Camaro was engineered from the beginning of its 31-month development to accept right-hand drive.
“There’s no reason why it can’t be done in right-hand drive,” Stefanyshyn said. “We have to make the decision whether we should spend the money on things like dash pads and the required parts and then go from there.”
Mr Stefanyshyn said a decision on RHD for the Camaro would be made in the next two or three months. He said the break-even point for a RHD Camaro program – the number of units built and sold to pay for the production – would be about 4000 vehicles per-year worldwide.
Whether that means Australia will become a Camaro market also depends on Holden fitting it into its line-up. Because of its styling – based on the 1969 pony car of the same name – and retro cache, it is unlikely to carry a Holden badge. One Holden designer said a Monaro re-badging is even less likely thanks to the clear links to the American market and the Camaro’s nominal rear seat room.
wheels magazine
Holden has left the door open for an Australian introduction of the new Chevrolet Camaro by revealing a decision to go right-hand drive is imminent.
The production version of the Camaro, which was revealed in almost simultaneous events in the US and Holden HQ in Port Melbourne [today, July 22], is due to go on sale in the States early next year.
It was designed and engineered by Holden in Australia using a modified version of the VE Commodore platform and shares mechanical components including basic engines, transmissions and suspension.
And, according to GM global vehicle line executive Gene Stefanyshyn the Camaro was engineered from the beginning of its 31-month development to accept right-hand drive.
“There’s no reason why it can’t be done in right-hand drive,” Stefanyshyn said. “We have to make the decision whether we should spend the money on things like dash pads and the required parts and then go from there.”
Mr Stefanyshyn said a decision on RHD for the Camaro would be made in the next two or three months. He said the break-even point for a RHD Camaro program – the number of units built and sold to pay for the production – would be about 4000 vehicles per-year worldwide.
Whether that means Australia will become a Camaro market also depends on Holden fitting it into its line-up. Because of its styling – based on the 1969 pony car of the same name – and retro cache, it is unlikely to carry a Holden badge. One Holden designer said a Monaro re-badging is even less likely thanks to the clear links to the American market and the Camaro’s nominal rear seat room.
Introduction of the Camaro into Australia would then most likely depend on Holden adding the Chevrolet brand to Hummer and Cadillac as its next US-sourced name-plate.
When it goes on sale in the States, the Camaro will be offered with two engines: a direct-injection version of the 3.6-litre global V6 producing 224kW of power in the LS and LT models, and a 6.2-litre V8 in the Camaro SS that with 315kW is virtually identical to the LS3 used in HSV’s current offerings. Automatic versions of the Camaro V8 are fitted with GM’s cylinder cut-off fuel saving technology and produce 299kW.
Its underpinnings are almost pure VE, apart from the shortened front end that has dragged the front wheels forward relative to the doors, giving a long bonnet look necessary to match the swept-back windscreen and low roofline. The 2852mm wheelbase is 63mm shorter than a Commodore, and at 1755kg the Camaro SS manual is only slightly lighter than the equivalent Commodore SS.
The platform could also be used if Holden produces a mid-size rear-drive sedan (what’s being called the new Torana) or, according to, Mr Stefanyshyn a lower, longer “stylish sedan”. Similar in concept to a Mercedes CLS, you’d have to think.
Camaro styling was done by Holden, with a simple brief to replicate the look of the concept car that reinvigorated the Camaro’s late 1960s shape back at the 2006 Detroit Motor Show. Although critical dimensions have been changed – the concept car was lower and wider than the production car – exterior designer manager Peter Hughes said the proportions have been kept so similar it is difficult to tell the two apart.
When it goes on sale in the States, the Camaro will be offered with two engines: a direct-injection version of the 3.6-litre global V6 producing 224kW of power in the LS and LT models, and a 6.2-litre V8 in the Camaro SS that with 315kW is virtually identical to the LS3 used in HSV’s current offerings. Automatic versions of the Camaro V8 are fitted with GM’s cylinder cut-off fuel saving technology and produce 299kW.
Its underpinnings are almost pure VE, apart from the shortened front end that has dragged the front wheels forward relative to the doors, giving a long bonnet look necessary to match the swept-back windscreen and low roofline. The 2852mm wheelbase is 63mm shorter than a Commodore, and at 1755kg the Camaro SS manual is only slightly lighter than the equivalent Commodore SS.
The platform could also be used if Holden produces a mid-size rear-drive sedan (what’s being called the new Torana) or, according to, Mr Stefanyshyn a lower, longer “stylish sedan”. Similar in concept to a Mercedes CLS, you’d have to think.
Camaro styling was done by Holden, with a simple brief to replicate the look of the concept car that reinvigorated the Camaro’s late 1960s shape back at the 2006 Detroit Motor Show. Although critical dimensions have been changed – the concept car was lower and wider than the production car – exterior designer manager Peter Hughes said the proportions have been kept so similar it is difficult to tell the two apart.
Inside, the concept car’s glitzy interior has been dropped in favour of pure muscle-car retro themes including a deep-dished steering wheel, deeply recessed major instruments and a bank of smaller dials ahead of the gearshift.
Chevrolet is aiming for a starting price of around US$22,000, putting the Camaro hard up against its natural rival, the Ford Mustang. The Ford has a live rear axle compared with the Camaro’s complex independent rear end, and Chevrolet hopes that the same praise heaped on the (Commodore-based) Pontiac G8 will also swing the Camaro’s way.
No Mr Bond, I expect you to own a Bentley
Classic Cars
The 1961 Bentley S2 that Sean Connery used as a daily driver for five years is coming up for auction later this month
Bentley was the brand that James Bond author, Ian Fleming, decided was right for his suave international spy. But when Sean Connery portrayed Bond in the film series, his gentleman’s expresses came from Aston Martin, not Bentley.
Perhaps to redress the balance, Sean Connery chose this 1961 Bentley S2 as his off-screen car, running it from 1974 through to 1979.
The S2, with its Connery-signed logbook, is coming up for auction at Bonhams Rolls-Royce Enthusiasts’ Club sale at Kelmarsh Hall on June 21. The price estimate is £12,000-£15,000.
For more information go to www.bonhams.com or speak to Tim Schofield on 020 7468 5804
Words: Ben Field
The 1961 Bentley S2 that Sean Connery used as a daily driver for five years is coming up for auction later this month
Bentley was the brand that James Bond author, Ian Fleming, decided was right for his suave international spy. But when Sean Connery portrayed Bond in the film series, his gentleman’s expresses came from Aston Martin, not Bentley.
Perhaps to redress the balance, Sean Connery chose this 1961 Bentley S2 as his off-screen car, running it from 1974 through to 1979.
The S2, with its Connery-signed logbook, is coming up for auction at Bonhams Rolls-Royce Enthusiasts’ Club sale at Kelmarsh Hall on June 21. The price estimate is £12,000-£15,000.
For more information go to www.bonhams.com or speak to Tim Schofield on 020 7468 5804
Words: Ben Field
2009 Mercedes-Benz SL65 AMG Black Series
car and driver
Car News
AMG’s latest release promises 661 horsepower and a top speed of nearly 200 mph.
BY JAKE HOLMES
Mercedes has finally divulged the official details on the SL65 AMG Black Series, and it’s even more impressive than our spy reports indicated.
AMG engineers took the SL65 AMG—already a ridiculously fast car—and began removing weight. First they removed the heavy mechanism for the folding hardtop and replaced it with a fixed roof that cuts a flatter line across the car. The front splitter, hood, trunklid, and rear spoiler are all made of carbon fiber to further trim weight. Overall, Mercedes says curb weight is down 550 pounds versus the SL65, to around 4000.
Power comes from the same twin-turbo 6.0-liter V-12 engine as the regular SL65, but with a heavy dose of adrenaline. That engine already produces 604 horsepower, but AMG saw fit to endow the Black Series with 661 horses at 5400 rpm. Torque output is unchanged at 738 pound-feet, although Mercedes says the engine is detuned from 885, likely to keep the heavy-duty five-speed automatic transmission alive. The Black Series’ transmission, however, adds a fourth transmission setting, M2 manual mode, which shifts a claimed 25 percent quicker than M1 mode. As before, there are also Comfort and Sport settings for the automatic modes.
The extra oomph comes courtesy of new, larger turbochargers, revised intake ducting, and a new exhaust system. There’s also a new intercooler that AMG says reduces intake charge temperatures by 30 percent, and an upgraded cooling system to keep the engine from melting itself.
AMG expects the car to cover the 0-to-62-mph sprint in 3.9 seconds, although we’ve gotten 3.8 out of an SL65. Getting the SL65 Black Series to hook up for a quick launch will likely be next to impossible, as it is in the regular SL65. Top speed is electronically limited to 320 km/h—just shy of 199 mph.
The Black Series rides on a much-revised suspension, too. To begin with, the system is completely adjustable, allowing drivers to adjust damping rates and ride height. The car also has a wider footprint, with track increased by 3.8 inches up front and 3.3 inches in back—maybe you noticed the outrageous fender flares?—and the steering geometry has been revised for a more direct feel.
In front, 19-inch lightweight wheels surround 15.3-inch vented-and-crossdrilled brake discs gripped by six-piston calipers. Rear wheels measure 20 inches, with 14.2-inch disc brakes and four-piston calipers. Dunlop Sport Maxx GT tires attempt to keep things stuck to the road. And keeping drivers out of gravel traps is Mercedes’ ubiquitous stability control with three modes of assistance: normal, sport, and off.
Show to Match the Go
Visually, the Black Series is intimidating. As with the CLK63 Black Series, AMG flared the wheel arches and added gaping air intakes, aggressive side skirts, and slick aerodynamics. There’s function to the form: the carbon-fiber hood features ducts that help cool the engine, and a trunklid spoiler extends above 75 mph to provide extra downforce. Underneath, a rear diffuser helps reduce high-speed lift and cools the rear differential.
As the name might suggest, the car’s interior is all black: Nappa leather, Alcantara, and carbon fiber. AMG logos abound, and the Black Series gets a smaller, flat-bottomed steering wheel. The speedometer reads up to 360 km/h—224 mph—and the tachometer features LED shift lights.
The Black Series will likely hit showrooms late this year. Only 350 copies will be built (fewer than 200 coming to the U.S.) and will sell for somewhere near $250,000 each.
Car News
AMG’s latest release promises 661 horsepower and a top speed of nearly 200 mph.
BY JAKE HOLMES
Mercedes has finally divulged the official details on the SL65 AMG Black Series, and it’s even more impressive than our spy reports indicated.
AMG engineers took the SL65 AMG—already a ridiculously fast car—and began removing weight. First they removed the heavy mechanism for the folding hardtop and replaced it with a fixed roof that cuts a flatter line across the car. The front splitter, hood, trunklid, and rear spoiler are all made of carbon fiber to further trim weight. Overall, Mercedes says curb weight is down 550 pounds versus the SL65, to around 4000.
Power comes from the same twin-turbo 6.0-liter V-12 engine as the regular SL65, but with a heavy dose of adrenaline. That engine already produces 604 horsepower, but AMG saw fit to endow the Black Series with 661 horses at 5400 rpm. Torque output is unchanged at 738 pound-feet, although Mercedes says the engine is detuned from 885, likely to keep the heavy-duty five-speed automatic transmission alive. The Black Series’ transmission, however, adds a fourth transmission setting, M2 manual mode, which shifts a claimed 25 percent quicker than M1 mode. As before, there are also Comfort and Sport settings for the automatic modes.
The extra oomph comes courtesy of new, larger turbochargers, revised intake ducting, and a new exhaust system. There’s also a new intercooler that AMG says reduces intake charge temperatures by 30 percent, and an upgraded cooling system to keep the engine from melting itself.
AMG expects the car to cover the 0-to-62-mph sprint in 3.9 seconds, although we’ve gotten 3.8 out of an SL65. Getting the SL65 Black Series to hook up for a quick launch will likely be next to impossible, as it is in the regular SL65. Top speed is electronically limited to 320 km/h—just shy of 199 mph.
The Black Series rides on a much-revised suspension, too. To begin with, the system is completely adjustable, allowing drivers to adjust damping rates and ride height. The car also has a wider footprint, with track increased by 3.8 inches up front and 3.3 inches in back—maybe you noticed the outrageous fender flares?—and the steering geometry has been revised for a more direct feel.
In front, 19-inch lightweight wheels surround 15.3-inch vented-and-crossdrilled brake discs gripped by six-piston calipers. Rear wheels measure 20 inches, with 14.2-inch disc brakes and four-piston calipers. Dunlop Sport Maxx GT tires attempt to keep things stuck to the road. And keeping drivers out of gravel traps is Mercedes’ ubiquitous stability control with three modes of assistance: normal, sport, and off.
Show to Match the Go
Visually, the Black Series is intimidating. As with the CLK63 Black Series, AMG flared the wheel arches and added gaping air intakes, aggressive side skirts, and slick aerodynamics. There’s function to the form: the carbon-fiber hood features ducts that help cool the engine, and a trunklid spoiler extends above 75 mph to provide extra downforce. Underneath, a rear diffuser helps reduce high-speed lift and cools the rear differential.
As the name might suggest, the car’s interior is all black: Nappa leather, Alcantara, and carbon fiber. AMG logos abound, and the Black Series gets a smaller, flat-bottomed steering wheel. The speedometer reads up to 360 km/h—224 mph—and the tachometer features LED shift lights.
The Black Series will likely hit showrooms late this year. Only 350 copies will be built (fewer than 200 coming to the U.S.) and will sell for somewhere near $250,000 each.
Fast Track Mustang
Words: David Dowsey
Pics: Ellen Dewar
Unique Cars
There are plenty of models and variants, and let's be honest, a few duds mixed in there too, but there is no other nameplate in the motoring world that spins heads, raises heart rates or turns people dizzy the way that Mustang does.
That's why we at Unique Cars are proud to unveil our latest giveaway car; this gorgeous 1965 Fastback Mustang, one of the definitive machines of the muscle car generation. Just take your eyes off the words for a minute (and our lovely cheerleader for that matter) and glue your eyeballs to the bodywork of this baby.
That line from the top of the windscreen, along the roof and down to the tail; da Vinci couldn't have penned a better one. Now that we think of it; he didn't! That tough stance, the way the chrome 'Styles' fill out the wheel arches and the way the headlights bookend that lovely broad grille. It's just so right. So it should really come as no surprise that the Fastback Mustang is one of the all-time great collectables.
Our Giveaway Mustang was sourced in the US by Unique Cars' Editorial Assistant Phil Walker, Australia's walking, talking Mustang guru. By his own admission buying an ex-Hertz Shelby 350GT several years ago opened up a lot of doors in the US and one of the contacts he made was with master Mustang restorer Brian Lee of Classic Motorsport in Orangevale, California.
"He's expensive but he's good," says Walker of Lee's renowned work. "You are privileged if he restores your Mustang."
Walker asked Lee to source UC's next Giveaway car after a long and fruitless search across California. Luckily the previous owner of 'our' Fastback of eight years, Ron Dumas, happened to be in touch with Lee around this time admitting that after its restoration three years earlier he had hardly driven the car and that he wanted to sell it.
"Lee said to me that he hadn't seen the car for three years but that it was very good," says Walker. "It came up from San Diego and I first saw it at Brian's workshop. It had been kept in pristine condition in a humidified 'cacoon' in the owner's garage.
"First impressions were that the colour, the wheels, the car's stance; it had a lot of 'wow' factor. I lifted the bonnet and the aluminium heads, the bright chrome work; it looked fantastic. The gaps were very good, it hadn't been in an accident; it was a winner. The colour, similar to the GT Falcon's Vermillion Fire, really turns heads.
"Despite what people think they are not easy to find; up to my standards anyway. It was nothing for me to drive 500miles to go and see a car that had been described as excellent only to find that it was ready for the scrap heap," admits Walker.
"Unique Cars is very fortunate that my friend Ron in San Francisco is willing to drive around with me looking at cars. As an ex-Highway Patrol Policeman he knows all the short cuts and he can get me out of trouble too, so that's really good."
But while Walker recalls an enjoyable trip State-side it did have its frustrations.
"I rang a guy who lived up near Monterey (California). He said that his car, a '65 Fastback, hadn't been driven for about 12 years. When I arrived at his house he took me out the back to his barn and asked me to stand back. 'I haven't opened up the barn for a while,' he warned.
"Well I'm glad he asked me to move because when he pulled the doors back these huge rats came running out at me. Later when I had a look at the car I saw rats sitting inside chewing up the upholstery. Inside the boot were five to six rats chewing away. Well that was a waste of time; it took me and Ron nine hours to travel there and back. I think I went to see 13-14 cars while I was over in the US and this one here is by far the best."
Restorer Brian Lee takes up the story: "We started with a very original solid two-barrel 289 C Code Fastback," he says. "We then did a full front-to-rear resto in 2003, every nut and bolt. The car was repainted the original Poppy Red PPG paint and we added the optional GT stripes.
"We bored the original 289ci engine .30 over, put on Edelbrock aluminium heads, manifold and 650cfm carburettor and topped it off with a competition hydraulic camshaft and roller rockers."
Balanced and blueprinted, and hooked up to a T5 manual tranny, the engine now delivers around 325bhp (242kW) which is a handy increase over the standard two-barrel 289's original 200bhp (149kW). The addition of Try Y headers with 2.5inch pipes and GT tips ensure the appropriate noises are made out the back.
Sitting on tough 15x7 Style steel wheels wrapped in fat BF Goodrich tyres the Fastback features an all-new suspension set up to Shelby specs including lowered upper A-arms, 620lb front springs, 1.0inch sway bar and KYB gas shockers all-round. A heavy duty four-row radiator, all-wheel disc brakes (replacing the original drums) and power steering have been added to ease the burden in modern traffic.
When the Fastback landed in Oz Walker had it serviced and fettled and he gave it a thorough detail leaving the bodywork and chrome gleaming and the engine purring. When he bought the Fastback into Unique Cars' mansion-like digs we all had a gawk, of course. Only problem is, we don't want it to go.
For details on how to win our '65 Mustang valued at $60,000, buy the latest edition of Unique Cars and send in the original entry forms, or subscribe for more chances to win.
Pics: Ellen Dewar
Unique Cars
There are plenty of models and variants, and let's be honest, a few duds mixed in there too, but there is no other nameplate in the motoring world that spins heads, raises heart rates or turns people dizzy the way that Mustang does.
That's why we at Unique Cars are proud to unveil our latest giveaway car; this gorgeous 1965 Fastback Mustang, one of the definitive machines of the muscle car generation. Just take your eyes off the words for a minute (and our lovely cheerleader for that matter) and glue your eyeballs to the bodywork of this baby.
That line from the top of the windscreen, along the roof and down to the tail; da Vinci couldn't have penned a better one. Now that we think of it; he didn't! That tough stance, the way the chrome 'Styles' fill out the wheel arches and the way the headlights bookend that lovely broad grille. It's just so right. So it should really come as no surprise that the Fastback Mustang is one of the all-time great collectables.
Our Giveaway Mustang was sourced in the US by Unique Cars' Editorial Assistant Phil Walker, Australia's walking, talking Mustang guru. By his own admission buying an ex-Hertz Shelby 350GT several years ago opened up a lot of doors in the US and one of the contacts he made was with master Mustang restorer Brian Lee of Classic Motorsport in Orangevale, California.
"He's expensive but he's good," says Walker of Lee's renowned work. "You are privileged if he restores your Mustang."
Walker asked Lee to source UC's next Giveaway car after a long and fruitless search across California. Luckily the previous owner of 'our' Fastback of eight years, Ron Dumas, happened to be in touch with Lee around this time admitting that after its restoration three years earlier he had hardly driven the car and that he wanted to sell it.
"Lee said to me that he hadn't seen the car for three years but that it was very good," says Walker. "It came up from San Diego and I first saw it at Brian's workshop. It had been kept in pristine condition in a humidified 'cacoon' in the owner's garage.
"First impressions were that the colour, the wheels, the car's stance; it had a lot of 'wow' factor. I lifted the bonnet and the aluminium heads, the bright chrome work; it looked fantastic. The gaps were very good, it hadn't been in an accident; it was a winner. The colour, similar to the GT Falcon's Vermillion Fire, really turns heads.
"Despite what people think they are not easy to find; up to my standards anyway. It was nothing for me to drive 500miles to go and see a car that had been described as excellent only to find that it was ready for the scrap heap," admits Walker.
"Unique Cars is very fortunate that my friend Ron in San Francisco is willing to drive around with me looking at cars. As an ex-Highway Patrol Policeman he knows all the short cuts and he can get me out of trouble too, so that's really good."
But while Walker recalls an enjoyable trip State-side it did have its frustrations.
"I rang a guy who lived up near Monterey (California). He said that his car, a '65 Fastback, hadn't been driven for about 12 years. When I arrived at his house he took me out the back to his barn and asked me to stand back. 'I haven't opened up the barn for a while,' he warned.
"Well I'm glad he asked me to move because when he pulled the doors back these huge rats came running out at me. Later when I had a look at the car I saw rats sitting inside chewing up the upholstery. Inside the boot were five to six rats chewing away. Well that was a waste of time; it took me and Ron nine hours to travel there and back. I think I went to see 13-14 cars while I was over in the US and this one here is by far the best."
Restorer Brian Lee takes up the story: "We started with a very original solid two-barrel 289 C Code Fastback," he says. "We then did a full front-to-rear resto in 2003, every nut and bolt. The car was repainted the original Poppy Red PPG paint and we added the optional GT stripes.
"We bored the original 289ci engine .30 over, put on Edelbrock aluminium heads, manifold and 650cfm carburettor and topped it off with a competition hydraulic camshaft and roller rockers."
Balanced and blueprinted, and hooked up to a T5 manual tranny, the engine now delivers around 325bhp (242kW) which is a handy increase over the standard two-barrel 289's original 200bhp (149kW). The addition of Try Y headers with 2.5inch pipes and GT tips ensure the appropriate noises are made out the back.
Sitting on tough 15x7 Style steel wheels wrapped in fat BF Goodrich tyres the Fastback features an all-new suspension set up to Shelby specs including lowered upper A-arms, 620lb front springs, 1.0inch sway bar and KYB gas shockers all-round. A heavy duty four-row radiator, all-wheel disc brakes (replacing the original drums) and power steering have been added to ease the burden in modern traffic.
When the Fastback landed in Oz Walker had it serviced and fettled and he gave it a thorough detail leaving the bodywork and chrome gleaming and the engine purring. When he bought the Fastback into Unique Cars' mansion-like digs we all had a gawk, of course. Only problem is, we don't want it to go.
For details on how to win our '65 Mustang valued at $60,000, buy the latest edition of Unique Cars and send in the original entry forms, or subscribe for more chances to win.
Lamborghini, with extra sauce
Top Gear
This is the Edo Competition Lamborghini Gallardo Superleggera.
Edo is a German company which - like Novitec Rosso - studies cars such as Gallardos, Enzos and Carrera GTs and thinks 'nice, but they could do with more poke'.
So this time the mentalists at Edo have taken the Superleggera and fitted high-flow catalytic converters, a remapped ECU and (in their words) a 'massive' airbox. There's also a smarty-pants exhaust system with a remote-operated volume control. How cool?
Together, these components raise the power to 560bhp at an insane 8,250rpm. That's 30bhp more than a standard Superleggera. Top speed goes up to 199mph and 0-62mph goes down a tenth to 3.7 seconds.
Edo is a German company which - like Novitec Rosso - studies cars such as Gallardos, Enzos and Carrera GTs and thinks 'nice, but they could do with more poke'.
So this time the mentalists at Edo have taken the Superleggera and fitted high-flow catalytic converters, a remapped ECU and (in their words) a 'massive' airbox. There's also a smarty-pants exhaust system with a remote-operated volume control. How cool?
Together, these components raise the power to 560bhp at an insane 8,250rpm. That's 30bhp more than a standard Superleggera. Top speed goes up to 199mph and 0-62mph goes down a tenth to 3.7 seconds.
2008 Chevrolet Malibu Road Test Review
The Family Car WebGeneral Motors' newest cars - the Saturn Aura, Cadillac CTS and now the Chevrolet Malibu - are evidence of a sea change taking place at the General's house.
The 2008 Malibu is kin to the Saturn Aura, and it drives much the same. It sits confidently on the road, has handsome styling, and its performance is on par with the top cars in this segment such as the Honda Accord and Toyota Camry.
The front-wheel-drive Malibu is built alongside the Aura at GM's Fairfax plant in Kansas City, Kan. There are two engines from which to choose: a 2.4-liter, four-cylinder with169 horsepower and a 3.6-liter V-6 with 252 horsepower. A hybrid will also be available. There are LS, LT and LTZ trim levels. Starting prices are $19,345 for the LS and $26,345 for the LTZ.
The test car was a well-equipped LTZ with a sticker price of $26,995.
The Malibu's grille reflects the global face of Chevrolet, while the rest of the body's styling is clean and uncluttered, with elegantly simple lines and tight panel gaps. The profile is especially nice with the LTZ's 18-inch alloy wheels.
The 112.3-inch wheelbase is 6 inches longer than the current Malibu's, while overall length is up only 3 inches. The longer wheelbase results in a large cabin and room for five people.
The front seats were covered in a handsome combination of two-tone leather.
Like the Aura, the Malibu looks, feels and drives solidly. The steering feels artificially heavy, but the overall ride quality is smooth and tight without being harsh. The lack of noise can be attributed to the use of spray-on sound deadener, laminated steel, composite wheel liners and laminated "quiet glass."
The 252-horsepower, 3.6-liter V-6 is smooth and strong. Its power is abundant across a wide range of rpm, and it never feels overworked even under full throttle. A six-speed automatic has a manual-shift function that can be operated with paddles on the steering wheel.
The LTZ also has buttons on the steering wheel for operating the cruise control and audio system. Sound quality is nice, and the radio has a jack for an MP3 player.
Inside, Chevrolet designers gave the interior the same attention to detail as they did the exterior with an ergonomic design that has nice texture surfaces. The instrument panel is a dual-cockpit design. Three gauges, trimmed with chrome, sit in a large pod. Blue backlighting is easy on the eyes at night, and tiny blue LEDs shine on the center console and light up the door handles at night.
A storage compartment atop the dash is good for sunglasses or maps, while the center console is deep enough to hold large items.
The LTZ test car had an interesting strip of thin woodgrain trim that ran across the doors, onto the dash and around the top of the center stack. While it didn't look like real wood, it was a handsome accent that was cleverly executed.
An available rear power center provides a household-style 110-volt AC power outlet.
The back of the split-folding seat is covered with a hard surface for wear protection. The opening between the trunk and cabin is not overly generous, but it is still wide enough for many large objects. The trunk has a lot of space.
Side airbags and side-curtain airbags are standard along with anti-lock brakes, traction control and tire-pressure monitoring. The brake assistance feature provides full braking power when a panic-braking event is detected.
The LT and LTZ models come with GM's electronic stability control.
Price: The test car's base price was $26,345. The sticker price was $26,995.
Warranty: Three years or 36,000 miles with a five-year, 100,000-mile powertrain warranty.
Point: The Malibu takes a giant step forward, both in terms of design and build quality. The cabin is attractive and comfortable, the LTZ's 3.6-liter V-6 produces plenty of power, and the handling is confident.
Counterpoint: The power steering feels artificially heavy, and the pass-through from the trunk to the back seat will not accommodate wide items.
The 2008 Malibu is kin to the Saturn Aura, and it drives much the same. It sits confidently on the road, has handsome styling, and its performance is on par with the top cars in this segment such as the Honda Accord and Toyota Camry.
The front-wheel-drive Malibu is built alongside the Aura at GM's Fairfax plant in Kansas City, Kan. There are two engines from which to choose: a 2.4-liter, four-cylinder with169 horsepower and a 3.6-liter V-6 with 252 horsepower. A hybrid will also be available. There are LS, LT and LTZ trim levels. Starting prices are $19,345 for the LS and $26,345 for the LTZ.
The test car was a well-equipped LTZ with a sticker price of $26,995.
The Malibu's grille reflects the global face of Chevrolet, while the rest of the body's styling is clean and uncluttered, with elegantly simple lines and tight panel gaps. The profile is especially nice with the LTZ's 18-inch alloy wheels.
The 112.3-inch wheelbase is 6 inches longer than the current Malibu's, while overall length is up only 3 inches. The longer wheelbase results in a large cabin and room for five people.
The front seats were covered in a handsome combination of two-tone leather.
Like the Aura, the Malibu looks, feels and drives solidly. The steering feels artificially heavy, but the overall ride quality is smooth and tight without being harsh. The lack of noise can be attributed to the use of spray-on sound deadener, laminated steel, composite wheel liners and laminated "quiet glass."
The 252-horsepower, 3.6-liter V-6 is smooth and strong. Its power is abundant across a wide range of rpm, and it never feels overworked even under full throttle. A six-speed automatic has a manual-shift function that can be operated with paddles on the steering wheel.
The LTZ also has buttons on the steering wheel for operating the cruise control and audio system. Sound quality is nice, and the radio has a jack for an MP3 player.
Inside, Chevrolet designers gave the interior the same attention to detail as they did the exterior with an ergonomic design that has nice texture surfaces. The instrument panel is a dual-cockpit design. Three gauges, trimmed with chrome, sit in a large pod. Blue backlighting is easy on the eyes at night, and tiny blue LEDs shine on the center console and light up the door handles at night.
A storage compartment atop the dash is good for sunglasses or maps, while the center console is deep enough to hold large items.
The LTZ test car had an interesting strip of thin woodgrain trim that ran across the doors, onto the dash and around the top of the center stack. While it didn't look like real wood, it was a handsome accent that was cleverly executed.
An available rear power center provides a household-style 110-volt AC power outlet.
The back of the split-folding seat is covered with a hard surface for wear protection. The opening between the trunk and cabin is not overly generous, but it is still wide enough for many large objects. The trunk has a lot of space.
Side airbags and side-curtain airbags are standard along with anti-lock brakes, traction control and tire-pressure monitoring. The brake assistance feature provides full braking power when a panic-braking event is detected.
The LT and LTZ models come with GM's electronic stability control.
Price: The test car's base price was $26,345. The sticker price was $26,995.
Warranty: Three years or 36,000 miles with a five-year, 100,000-mile powertrain warranty.
Point: The Malibu takes a giant step forward, both in terms of design and build quality. The cabin is attractive and comfortable, the LTZ's 3.6-liter V-6 produces plenty of power, and the handling is confident.
Counterpoint: The power steering feels artificially heavy, and the pass-through from the trunk to the back seat will not accommodate wide items.
Graham Hill, GTO, Goodwood - glorious!
Classic CarsWith the first of Goodwood’s two big annual events on the horizon, this month’s gem from the Classic Cars Archive harks back to the circuit’s heyday, when Grand Prix drivers were allowed to show off their racing skills outside the World Championship, and not just in single-seaters.
Here, Graham Hill has John Coombs’ pearl-white Ferrari 250 GTO motoring well in the 1962 Tourist Trophy race, in hot pursuit of fellow GP driver Innes Ireland’s similar car – after 100 laps, the two finished only 3 seconds apart, with Ireland just holding onto his lead after a late tyre-change upset his car’s handling. Other Formula 1 hot-shots – past, current or future – in the race were Jim Clark and John Surtess (who both crashed out at Madgwick when Clark spun while Surtees was overtaking him), Mike Parkes, Roy Salvadori, Ben Pon and Trevor Taylor.
That year’s grid line-up would have made a present-day auctioneer quite thoughtful. Five of the spectacular new GTOs – a couple competing in only their second race – were joined by the ex-Rob Walker Ferrari 250 SWB, hoping to repeat its TT win of the previous year – sadly it ended up crunched again the parked Surtees GTO after spinning off at the same place a few laps from the end of the race. Also taking part were three Lightweight Jaguar E-types in various stages of development, three Aston Martin DB4GT Zagatos, four Lotus Elites, plus a Porsche-Abarth and a lone Chevrolet Corvette. Not forgetting assorted Morgan Plus Fours, Sprites, a TVR Grantura and a Sunbeam Alpine.
Incidentally, despite just failing to win this race, Graham Hill enjoyed 1962. Having won Goodwood’s non-Championship Glover Trophy for Grand Prix cars earlier in the year, he went on to claim his first (and BRM’s only) World Championship. He’d also have his revenge by winning the following year’s TT, this time in the Maranello Concessionaires’ GTO with its distinctive blue nose, and remains the only driver to have won the sport’s three most iconic races – the Monaco Grand Prix, Le Mans 24-Hours and Indianapolis 500. A feat we can’t see being repeated in a hurry.
Words: Tony Turner
No looking back for Tander
Wheels magazineAs the V8 circus heads to Darwin this weekend, HRT's Garth Tander tells Auto Action why he's not thinking about the past.
Reigning V8 Supercar champion Garth Tander has put the disappointment of Sandown round behind him and is focussing on this weekend’s sixth round of the series in Darwin.
The Holden Racing Team star, who finished a lowly – by his standards – seventh in Melbourne last month, admitted that his and the team’s results at Sandown were below par.
“I’ve said all along that you don’t worry about what’s happened in the past, all you do is worry about what’s happening in the future,” Tander told Auto Action magazine.
“Sandown was obviously a disappointing weekend for us results wise; we were far too inconsistent all weekend so we’re just looking forward to Darwin and the challenges that that will throw our way. The climate and the track condition at Sandown is very different to the climate and track condition that we’ll experience at Darwin.”
The 31-year-old relinquished his championship lead in Melbourne and now trails Ford Performance Racing’s Mark Winterbottom by 52 points. But with HRT’s history of success in the Northern Territory, Tander is confident he can get his title defence back on track.
“HRT, from what I gather has had a pretty reasonable run up there; I’ve had a reasonable run up there in the past as well but that doesn’t mean anything at the moment,” he said. “We’re going to Darwin as normal, we’ve done our thorough preparation, obviously we had a big debrief from Sandown to make sure that when we go to Sandown in the future we don’t have the same mistakes as we had in the past.”
Meanwhile the man who replaced Tander at the top of the points table has scoffed at suggestions that leading the championship will place him under added pressure in Darwin.
“It’s not pressure, it’s just a good feeling,” said Winterbottom of leading the V8 championship for the first time in his career. “I’d rather lead than chase.”
Winterbottom added that he wouldn’t change his approach to protect his points lead.
“Just run the same race,” he elaborated, “because it’s good enough to put you in the lead so you don’t change your strategy.”
Reigning V8 Supercar champion Garth Tander has put the disappointment of Sandown round behind him and is focussing on this weekend’s sixth round of the series in Darwin.
The Holden Racing Team star, who finished a lowly – by his standards – seventh in Melbourne last month, admitted that his and the team’s results at Sandown were below par.
“I’ve said all along that you don’t worry about what’s happened in the past, all you do is worry about what’s happening in the future,” Tander told Auto Action magazine.
“Sandown was obviously a disappointing weekend for us results wise; we were far too inconsistent all weekend so we’re just looking forward to Darwin and the challenges that that will throw our way. The climate and the track condition at Sandown is very different to the climate and track condition that we’ll experience at Darwin.”
The 31-year-old relinquished his championship lead in Melbourne and now trails Ford Performance Racing’s Mark Winterbottom by 52 points. But with HRT’s history of success in the Northern Territory, Tander is confident he can get his title defence back on track.
“HRT, from what I gather has had a pretty reasonable run up there; I’ve had a reasonable run up there in the past as well but that doesn’t mean anything at the moment,” he said. “We’re going to Darwin as normal, we’ve done our thorough preparation, obviously we had a big debrief from Sandown to make sure that when we go to Sandown in the future we don’t have the same mistakes as we had in the past.”
Meanwhile the man who replaced Tander at the top of the points table has scoffed at suggestions that leading the championship will place him under added pressure in Darwin.
“It’s not pressure, it’s just a good feeling,” said Winterbottom of leading the V8 championship for the first time in his career. “I’d rather lead than chase.”
Winterbottom added that he wouldn’t change his approach to protect his points lead.
“Just run the same race,” he elaborated, “because it’s good enough to put you in the lead so you don’t change your strategy.”
Jaguar X-type 2.2D CAR review
By Richard Aucock
car magzine online
The X-type isn’t dead. It’s been given another facelift. Should we care? Well, while it can’t hold a candle to a 3-series or A4, it is now becoming the car it always should’ve been. This latest version has nearly 500 changes, and are centred around the mating, in both saloon and estate forms, of diesel to auto for the first time. Oh well. Better late then never.
So ‘diesel’ and ‘Jaguar’ is no longer heresy?
Seems not: oil-burning X-types now form 97 percent of sales. To think, back in 2003, there was so much fuss from traditionalists about ‘the first Jag diesel’. Some would argue the company is listening to those backward-looking sorts that set the company on its unsuccessful retro-inspired path in the first place, but never mind. At least this self-shifting diesel sticks to Jag tradition in one way. It’s rather good.
What, the car as a whole?
No, the transmission. The six-speeder shifts smoothly, both up and down. It mates well with a fairly torquey engine for relaxed forward motion that even the 3.0-litre version of those peaky old V6 petrols can’t provide. It's much more straight-six Jag in response, even if not in noise as it shudders into life and clatters when cold. Luckily it's much sweeter when warm, and is pretty free-revving. Jaguar also shows off about the sequential shift, but we’re less excited here. Rivals have had it for years. The auto’s emissions and economy are also way off the manual’s. Oh, and even the auto can’t mask that lazy, old Ford diesel step-away from rest. Be wary at junctions.
car magzine online
The X-type isn’t dead. It’s been given another facelift. Should we care? Well, while it can’t hold a candle to a 3-series or A4, it is now becoming the car it always should’ve been. This latest version has nearly 500 changes, and are centred around the mating, in both saloon and estate forms, of diesel to auto for the first time. Oh well. Better late then never.
So ‘diesel’ and ‘Jaguar’ is no longer heresy?
Seems not: oil-burning X-types now form 97 percent of sales. To think, back in 2003, there was so much fuss from traditionalists about ‘the first Jag diesel’. Some would argue the company is listening to those backward-looking sorts that set the company on its unsuccessful retro-inspired path in the first place, but never mind. At least this self-shifting diesel sticks to Jag tradition in one way. It’s rather good.
What, the car as a whole?
No, the transmission. The six-speeder shifts smoothly, both up and down. It mates well with a fairly torquey engine for relaxed forward motion that even the 3.0-litre version of those peaky old V6 petrols can’t provide. It's much more straight-six Jag in response, even if not in noise as it shudders into life and clatters when cold. Luckily it's much sweeter when warm, and is pretty free-revving. Jaguar also shows off about the sequential shift, but we’re less excited here. Rivals have had it for years. The auto’s emissions and economy are also way off the manual’s. Oh, and even the auto can’t mask that lazy, old Ford diesel step-away from rest. Be wary at junctions.
Sounds like the rest of it isn’t great.
To be fair, you may be surprised. We know dynamics God Mike Cross has spent time on the X. You can spot his touch from the surprising fleetness, the delicacy of steering, the confidence and feel you get from the handling. It flows, this Jag, just as a good ‘un ought – and, with intelligently ‘breathing’ damping, has composure, too. The brakes remain poor, though but thankfully the whole caar is not in-your-face sporty like so much modern stuff. We like this. Ah, if only Jaguar made a modern compact exec…
So how am I going to spot this ‘new’ Jag?
Through new bumpers, sills, side mouldings, door mirrors (with built-in winkers), grille and badges. Yes, it’s still an X-type, so still far too traditional, but it’s more clean and contemporary now. Less fussy. The chrome splitter bar in the front bumper is also quite effective, as is a grille that apes the XJ.
I still can’t see people flocking to it.
Jaguar doesn’t expect them to. By compact-exec standards, this is set for a low-volume life now, in the UK at least (a particulate filter which dips power from 152bhp to 143bhp hardly helps desirability). Rather, it’s growing demand from markets like Russia and Turkey that’s justifying its continuation.
Undoubtedly, though, it’s an old car. It immediately feels so inside, with dated architecture and seats that feel more Ford than Jag. Prices partly compensate – a 2.2D auto is but a few hundred quid more than a base 318d manual – but this car serves more as a study in what could have been.
Verdict
A lovely auto, a bit of traditional Jag dynamic sensations and half-decent value will tempt some, but no amount of exterior tweaking can hide why the X-type missed its target. Luckily, the car it sits alongside in showrooms – the XF – shows, at last, they’ve learnt.
To be fair, you may be surprised. We know dynamics God Mike Cross has spent time on the X. You can spot his touch from the surprising fleetness, the delicacy of steering, the confidence and feel you get from the handling. It flows, this Jag, just as a good ‘un ought – and, with intelligently ‘breathing’ damping, has composure, too. The brakes remain poor, though but thankfully the whole caar is not in-your-face sporty like so much modern stuff. We like this. Ah, if only Jaguar made a modern compact exec…
So how am I going to spot this ‘new’ Jag?
Through new bumpers, sills, side mouldings, door mirrors (with built-in winkers), grille and badges. Yes, it’s still an X-type, so still far too traditional, but it’s more clean and contemporary now. Less fussy. The chrome splitter bar in the front bumper is also quite effective, as is a grille that apes the XJ.
I still can’t see people flocking to it.
Jaguar doesn’t expect them to. By compact-exec standards, this is set for a low-volume life now, in the UK at least (a particulate filter which dips power from 152bhp to 143bhp hardly helps desirability). Rather, it’s growing demand from markets like Russia and Turkey that’s justifying its continuation.
Undoubtedly, though, it’s an old car. It immediately feels so inside, with dated architecture and seats that feel more Ford than Jag. Prices partly compensate – a 2.2D auto is but a few hundred quid more than a base 318d manual – but this car serves more as a study in what could have been.
Verdict
A lovely auto, a bit of traditional Jag dynamic sensations and half-decent value will tempt some, but no amount of exterior tweaking can hide why the X-type missed its target. Luckily, the car it sits alongside in showrooms – the XF – shows, at last, they’ve learnt.
Chrysler to close St. Louis minivan plant this fall as part of cuts to production.
BY JOE SZCZESNY
car and driver
Over the last quarter century, the minivan has been one of the domestic auto industry’s great success stories. But for many automakers, minivan sales have fallen, thanks to a dowdy image and rising gas prices that have left consumers contemplating smaller vehicles.
Now Chrysler, which literally rode back from the brink of bankruptcy in the third-row seat of a 1984 Dodge Caravan, is calling retreat in the segment it defined with its flat-load floor, sliding doors, and a truck designation that exempted it from the fuel-economy rules applied to passenger cars.
The steady shrinking of the once-robust minivan market was the subtext of a Chrysler conference call during which vice chairman Tom LaSorda outlined a series of planned truck production cuts, stemming from the steep downturn in sales.
Ghoulish Halloween for St. Louis
Along with the expected cuts in production of pickup trucks, which mirror those ordered earlier by General Motors and Ford, Chrysler plans to suspend minivan production at its St. Louis South assembly plant in Missouri, effective October 31.
LaSorda also made it plain that the shutdown of the St. Louis plant, with its 1500 workers, was permanent even though the former DaimlerChrysler spent close to $1 billion to retool the facility to make a new family of minivans for the 2008 model year. The plant also was equipped to make minivans for export, work that was previously done at the Magna Steyr plant in Graz, Austria.
“It’s not likely it will come back. We see no need for the capacity in the future,” LaSorda said of the St. Louis plant. “We have demand for three shifts of work,” he said, confirming all minivans in the future will be built at Chrysler’s three-shift minivan plant in Windsor, Ontario, which is a short walk from the LaSorda family’s ancestral home. That seemingly would include the international minivans, although a spokesman says that announcement has not yet been made.
The Canadian plant also is gearing up to build the Routan minivan for Volkswagen, based on Chrysler’s RT minivan architecture. Cancellation of the Chrysler Pacifica freed up space in the Windsor plant for the addition of the contract VW work.
“The thing that keeps these places running are what happens in the market place,” said LaSorda, who added the company held off on making the decision on the fate of St. Louis South until last week.
Faith in the Segment
Jim Press, Chrysler’s other vice chairman, said the minivan isn’t dead at Chrysler. “We’re actually holding our share,” he said. Moreover, as consumers shift to smaller vehicles, the minivan is still more fuel efficient than a full-size SUV, said Press, the former Toyota product guru who talked the Japanese auto giant’s top management into investing in their own minivan, the Sienna.
Meanwhile, the Chrysler Town & Country and Dodge Grand Caravan minivans that Chrysler launched with considerable fanfare in the U.S. last fall have produced disappointing box-office results since their introduction. Sales of the new Town & Country have dropped 10 percent since the first of January, while sales of the Caravan have fallen 27 percent. The decline in Caravan sales has been exacerbated by Chrysler’s decision to curtail sales to rental fleets, which have long cherished the minivans unvarnished utility.
car and driver
Over the last quarter century, the minivan has been one of the domestic auto industry’s great success stories. But for many automakers, minivan sales have fallen, thanks to a dowdy image and rising gas prices that have left consumers contemplating smaller vehicles.
Now Chrysler, which literally rode back from the brink of bankruptcy in the third-row seat of a 1984 Dodge Caravan, is calling retreat in the segment it defined with its flat-load floor, sliding doors, and a truck designation that exempted it from the fuel-economy rules applied to passenger cars.
The steady shrinking of the once-robust minivan market was the subtext of a Chrysler conference call during which vice chairman Tom LaSorda outlined a series of planned truck production cuts, stemming from the steep downturn in sales.
Ghoulish Halloween for St. Louis
Along with the expected cuts in production of pickup trucks, which mirror those ordered earlier by General Motors and Ford, Chrysler plans to suspend minivan production at its St. Louis South assembly plant in Missouri, effective October 31.
LaSorda also made it plain that the shutdown of the St. Louis plant, with its 1500 workers, was permanent even though the former DaimlerChrysler spent close to $1 billion to retool the facility to make a new family of minivans for the 2008 model year. The plant also was equipped to make minivans for export, work that was previously done at the Magna Steyr plant in Graz, Austria.
“It’s not likely it will come back. We see no need for the capacity in the future,” LaSorda said of the St. Louis plant. “We have demand for three shifts of work,” he said, confirming all minivans in the future will be built at Chrysler’s three-shift minivan plant in Windsor, Ontario, which is a short walk from the LaSorda family’s ancestral home. That seemingly would include the international minivans, although a spokesman says that announcement has not yet been made.
The Canadian plant also is gearing up to build the Routan minivan for Volkswagen, based on Chrysler’s RT minivan architecture. Cancellation of the Chrysler Pacifica freed up space in the Windsor plant for the addition of the contract VW work.
“The thing that keeps these places running are what happens in the market place,” said LaSorda, who added the company held off on making the decision on the fate of St. Louis South until last week.
Faith in the Segment
Jim Press, Chrysler’s other vice chairman, said the minivan isn’t dead at Chrysler. “We’re actually holding our share,” he said. Moreover, as consumers shift to smaller vehicles, the minivan is still more fuel efficient than a full-size SUV, said Press, the former Toyota product guru who talked the Japanese auto giant’s top management into investing in their own minivan, the Sienna.
Meanwhile, the Chrysler Town & Country and Dodge Grand Caravan minivans that Chrysler launched with considerable fanfare in the U.S. last fall have produced disappointing box-office results since their introduction. Sales of the new Town & Country have dropped 10 percent since the first of January, while sales of the Caravan have fallen 27 percent. The decline in Caravan sales has been exacerbated by Chrysler’s decision to curtail sales to rental fleets, which have long cherished the minivans unvarnished utility.
Chevrolet Lacetti replacement (2009): the spy photos
By Tim Pollard
Spyshots
Chevrolet will replace its Lacetti/Nubira/Cobalt with this slick saloon in autumn 2008. Our spy photos reveal the four-door Chevy in near-production form three months ahead of its planned debut at the 2008 Paris motor show.
The name of the newcomer will be announced on 8 July 2008 and this time a single badge will be used globally, instead of different names in different markets. In the UK, Chevy's mid-sized car was called the Lacetti, but an-all new tag is in the pipeline this time.
Chevrolet Lacetti: the replacement
This four-door will arrive first and is expected in UK showrooms in March 2009; three- and five-door hatchback versions will follow later in 2009. There won't be a direct replacement for the Lacetti estate, although today's bargain load-lugger will continue in production until 2010.
Then, at the end of 2009, Chevrolet will launch a crossover which has the task of replacing both the Lacetti station wagon and the Tacuma midi-MPV.
Both new Chevy models will be based on the GM Delta platform; that means a host of new tech and upmarket gadgets that you wouldn't believe possible on refashioned Daewoos.
Spyshots
Chevrolet will replace its Lacetti/Nubira/Cobalt with this slick saloon in autumn 2008. Our spy photos reveal the four-door Chevy in near-production form three months ahead of its planned debut at the 2008 Paris motor show.
The name of the newcomer will be announced on 8 July 2008 and this time a single badge will be used globally, instead of different names in different markets. In the UK, Chevy's mid-sized car was called the Lacetti, but an-all new tag is in the pipeline this time.
Chevrolet Lacetti: the replacement
This four-door will arrive first and is expected in UK showrooms in March 2009; three- and five-door hatchback versions will follow later in 2009. There won't be a direct replacement for the Lacetti estate, although today's bargain load-lugger will continue in production until 2010.
Then, at the end of 2009, Chevrolet will launch a crossover which has the task of replacing both the Lacetti station wagon and the Tacuma midi-MPV.
Both new Chevy models will be based on the GM Delta platform; that means a host of new tech and upmarket gadgets that you wouldn't believe possible on refashioned Daewoos.
GM Delta platform... that's the new Astra, yes?Got it in one. GM's letting Chevrolet be the lead pioneer on this new Delta sub-structure, which means a sophisticated platform for bargain money. The Lacetti replacement will be a bit bigger than its predecessor – think VW Jetta sized – and will be front-wheel drive (unlike the next Vauxhall Astra which will have 4wd capability on the madder versions).
From launch expect two petrol engines and a diesel, although this will rapidly expand to include four unleaded variants and a brace of derv sippers.Prices will span from £10,000-£14,000 in the UK, but this new Chevrolet will be a global car, don't forget.
It even replaces the Cobalt from the US and should clear up any confusion over GM's budget brand's confusing worldwide line-up.It looks pretty slick – for a ChevyWe'd say it looks pretty nifty for any volume brand, actually.
The shape was penned at GM's new design centre in Korea.If you want to see it in the metal, you'll have to wait until 2 October 2008 – when it'll be one of four Chevrolet world debuts.
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