Mercedes-Benz has taken a relatively measured approach in reintroducing the Maybach name into its lineup. After all, the current Mercedes-Maybach S600 looks mostly like a standard S-class sedan with more chrome. But the restraint may have run its course, if the teaser images for Maybach’s new concept car, officially called the Vision Mercedes-Maybach 6, are any indication.
-After teasing a profile that reminded us of a 1930s-era Bugatti, Benz is now showing off the imposing front of this new ultra-luxe two-door, confirming that this new Maybach concept will be grandiose and distinctive. A wide-mouthed grille boasts no less than 25 chrome vertical slats, with the “Maybach” name prominently displayed on the upper edge. Above that is a good-old-fashioned Mercedes-Benz hood ornament, which contrasts with the futuristic-looking slit headlights.
-Combine this stately front end with the dramatic profile teaser shown earlier, and we’re expecting big things when this ultra-luxurious concept is fully revealed next week. It certainly seems as if this new Maybach will fit right in at its official debut at the ritzy Pebble Beach Concours d’Elegance in California.
-The Renault-Nissan Alliance is to launch the world’s first ever variable compression engine in a production car – amid claims that it will greatly reduce reliance on diesel power.
The groundbreaking 2.0-litre turbo VC-T petrol unit is claimed to offer the performance of a V6 but with much improved efficiency, and is being hailed as the ‘most advanced internal combustion engine ever created’. It will be unveiled at the Paris Motor Show next month.
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Infiniti will be the first of the Alliance brands to feature the new engine, and plans to use the four-cylinder engine to eventually replace the ageing 3.5-litre V6 petrol unit used across the brand’s line-up. The first model to benefit will be the new QX50 SUV, which was hinted at by the QX Sport Inspiration Beijing Motor Show concept earlier this year. The QX50 goes on sale in 2018,
Eventually, the VC-T is likely to find its way into models made by sister companies Renault and Nissan, with the next-generation Kadjar and Qashqai potential candidates for the tech.
The tech works by altering the volume of the combustion chamber between the top and bottom piston position. This gives different compression ratios, ranging from 8:1 to 14:1.
A low compression ratio delivers superior performance; a higher ratio allows improved fuel economy. The volume is changed via a new multi-link mechanism and control arm, and the engine automatically applies the optimum ratio depending on driving conditions.
Shinichi Kiga, chief powertrain engineer (future), Nissan told Auto Express: “This is original and unique technology – a world first.” Infiniti claims a maximum 200Kw output for the VC-T, which equates to approximately 270bhp, and 390Nm.
Fuel economy is said to be around 27 per cent better than for the 3.5-litre V6, and 10 per cent better than comparable 2.0-litre petrol rivals. Consumption is on a par with 2.0-litre diesels. Performance is said to be 10 per cent up on 2.0-litre turbo petrol rivals.
A company spokesman said: “This won’t replace all our diesels. But it has that potential.” Significantly, it is lighter than the latest diesel engines, and cheaper to make too.
Pairing the VC-T with a CVT gearbox is said to be the best solution for maximum efficiency, and Infiniti also says the transversely mounted engine could be used in hybrids. Eco and Sports modes will be fitted to cars with the engine to allow drivers to determine how it is used.
The VC-T follows an aborted attempt by the now defunct Saab to launch a variable compression engine on the 9-5 in the early 2000s. The project was canned on account of cost.
Infiniti first started work on the technology in 1998, and president Roland Krueger said: “This is the result of 20 years of research for Infiniti and is the next step towards meeting emissions regulations.”
The engine has been developed entirely in-house at Infiniti, but no decision has yet been made on whether the company will be willing to license it to other companies.
What do you think of the new Infiniti engine technology? Join the debate in the comments section below...
Sports cars are an indulgence, and hybrids are worthy machines designed to eke the most out of every gallon of fuel. The idea of combining the two might seem crazy, but that’s exactly what Honda did when it introduced the CR-Z.
Here was a green sports car that was fun to drive but still efficient. It put economy ahead of outright performance, while a racy experience and stylish coupe design meant limited practicality. The result was a model in a niche of its own, which meant in theory Honda had cornered the market – but sadly, it was a limited one. With fewer than 4,300 examples sold in the UK, the CR-Z is rare, yet it has more appeal than you might think.
The Honda CR-Z first hit showrooms in 2010 and was on sale for six years before being discontinued in 2016. There was only one generation, and it’s this model that we’re focusing on here.
Prices from £5,000
The Honda CR-Z reached UK dealers in June 2010, with a choice of S, Sport or GT trim levels (priced at £17,000, £18,000 and £20,000 respectively). All cars came with a 112bhp 1.5-litre petrol engine that worked in tandem with a 14bhp electric motor. This also boosted peak torque by 77Nm to give 122bhp and 174Nm.
In November 2011 a Mugen-tuned CR-Z was unveiled, capable of 0-62mph in only 6.1 seconds; the standard car was pegged at 9.9-10.1 seconds, depending on trim. The newcomer was set to arrive in 2012, but instead it disappeared without trace. However, a facelifted CR-Z went on sale in January 2013, with a 119bhp engine, lithium-ion battery and extra colour options.
Honda CR-Z in-depth review
Honda CR-Z review
Honda CR-Z Sport review
Honda CR-Z GT review
Honda CR-Z Mugen review
Honda CR-Z long-term test review
Because all CR-Zs are virtually identical mechanically, it’s really simply a question of choosing which trim level suits you best. The later battery pack is worth having, though, as it’s more durable and efficient – meaning it can store more energy.
These later packs also cost more to replace, though, and few facelifted cars came to the UK. Of the 4,292 CR-Zs sold here, 3,777 were bought in the first three years.
S trim is rare; these cars have 16-inch alloys, climate control and ESP. Sport adds power-folding mirrors, rear parking sensors, a multifunction wheel, ambient lighting, privacy glass and a subwoofer. The GT gets Bluetooth, leather trim, heated front seats, automatic wipers and a glass roof.
The CR-Z has no rivals, as there are no other hybrid sports cars, but buyers may want to consider conventional petrol or diesel coupes and hatches. These include the Audi TT, VW Scirocco, Peugeot RCZ and Hyundai Veloster.
The Peugeot was offered with a choice of petrol or diesel engines, looked fabulous and had a surprisingly usable cabin, large boot and a good (rather than exciting) driving experience. The Audi is much the same but (at least as a coupe) offers hatchback practicality, much like the VW. That leaves the petrol-only Hyundai, which is another car that failed to make its mark in the UK. It’s intriguing, but worth a closer look only in Turbo form.
As with all hybrids, fuel efficiency varies massively according to driving style. Honda claimed 56mpg, but most owners get about 45mpg overall.
The tailgate can rattle because its upper edge makes contact with the bodywork. Sticking draft excluder along the edge quietens things down.
There are token back seats but they’re not much use, even for carrying children. It’s better to fold them down and use them for transporting luggage instead.
Rear and rear three-quarter visibility aren’t great, but if you buy a Sport or GT model at least parking sensors will be fitted. S-spec cars didn’t get them.
Best viewed as a two-seater, the CR-Z has decent front head and legroom, with comfortable, supportive seats. Only small children will fit in the back. The boot is small, too, as it has to take the battery pack; there’s only 225 litres of space, or 401 litres if the back seats are folded.
The CR-Z needs to be serviced every 12 months or 12,500 miles. Check-ups alternate between minor and major, and are generally priced at £155 and £255 respectively. As the CR-Z’s petrol engine is chain-driven there’s no timing belt to replace, but the brake fluid needs to be renewed every three years or 37,500 miles, at a cost of £50.
As well as this, the engine coolant should be replaced after 10 years or 125,000 miles, and then every five years or 62,500 miles. Expect to pay £65 to have the work done. You’ll pay the same amount to have the air-con serviced; there’s no set schedule for this, but once every two or three years is a good idea.
A single recall isn’t a disaster for a car that came to market six years ago. It was issued in October 2011, and affected 3,045 CR-Zs built between December 2009 and June 2011. Potential software glitches with the electronic control unit (ECU) for the electric motor caused the recall.
As a result, the car could move back or forwards (depending on which gear was selected) if it were to stall. The fix was a simple software update, however, with no need for any new parts or hardware upgrades.
Unsurprisingly, the CR-Z is too unusual to feature in Driver Power. However, four Hondas did appear in our 2016 survey: the Jazz Mk2 (112th), CR-V Mk3 (125th), CR-V Mk4 (57th) and Civic Mk9 (40th). The brand’s models tend to do well when quite new, but seem to drop down the rankings disappointingly quickly.
