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.
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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.
Kia requests my presence at a muggy, remote, high-security test track in East Asia. And it warns it had a confession or two to make. After a 19-hour door-to-door schlep (plus the return leg the following day), I tell myself this had better be bloody good.
And it is. The company concedes the Kia product range is being propped up by only three pillars: good value, great warranties and ever-improving vehicle designs. But it knows it needs a fourth. And it proves to me the process is already under way.
'Our next pillar - and we see it as a strong one - will be driving performance to match the appearance of our cars,' says Albert Biermann, the latest highly respected, German product guru to defect to Kia.
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Uncle Albert is one of the world's top tuners. He was Mr 'M' at BMW. For three decades he occupied senior engineering roles in Munich, but he's glad to be out.
'The spirit and culture has changed. In the eighties and nineties BMW was motivated by engineering. Now it's more financially driven. So many employees are discussing financial situations,' Biermann insists.
For this driving/engineering obsessive, countless meetings and arguments about corporate and departmental fiscal matters were 'impossible, crazy.' Instead of developing, road testing and fine-tuning products, he says 'I spent most of my time worrying about money. There were endless discussions going nowhere.'
Things couldn't be more different at Kia where Uncle Albert was recruited by multi-billionaire Eui-sun Chung, 45, who's about to be promoted to chairman of the Kia empire. Biermann is a realist. He's not trying to (and can't, even if he wanted to) transform Kia into a BMW. 'But I am of much more benefit here than there,' he says. 'In terms of driving character, Kias will find their own identity and spirit. We're clarifying and rearranging what Kia is for buyers in Europe.'
So, what is Uncle Albert's definition of the 'good-handling' Kias he craves? 'They need to be precise, forgiving, balanced, not too annoying and have a clear mission statement. We're spicing things up.'
And I have every confidence he will deliver these driver's cars. After all, his new employer has vowed to sell 100,000 cars a year to Brit buyers by 2020. And that should put Kia in the same sales league as BMW in the UK. The German firm won't be happy. Uncle Albert will be delirious.
Do you think Kia should be concentrating on driving dynamics? Let us know in the comments below...
The compact family hatch class is as popular as ever, despite fashionable crossovers and small premium cars vying for buyers' attention. So it's no surprise Renault has pulled out all the stops with its latest Megane.
This new MK4 car is aiming for the top of the sales charts with a blend of style, technology and low running costs. One of its highlights is a cabin that mixes cutting-edge connectivity with an upmarket finish. There's even a version with four-wheel steering - a first for this class.
However, here we test a model that's likely to be a big hit with private buyers and business users alike - the 1.5 dCi diesel in Dynamique S Nav spec. And we've lined it up against two fierce rivals. First up is our current favourite in this class, the Vauxhall Astra, which we test here for the first time in frugal CDTi 110 guise.
Our final contender is the sleek SEAT Leon, which still represents a stern test for any new arrival. So which of our family car stars takes the spoils in this bruising encounter?
All three cars emit less than 100g/km of CO2, but the Leon Ecomotive and Astra ecoFLEX's outputs are low enough for tax to be rated at 18 per cent; that's one per cent lower than the Megane. Even so, there's just £2 a month between the cheapest and most expensive choices in this test for lower-rate earners.
The Vauxhall and SEAT have clearly been closely benchmarked, as there is just 10 litres seperating their respective boot capacities. The Megane offers a much bigger load area, at 434 litres, but there aren't any extra storage touches.
The Leon shows its age here, as its 6.8-inch screen is smaller than its rivals', plus the latest apps are only options. Vauxhall gets Apple CarPlay, while Renault's R-Link can be ordered with loads of apps. Also, the Megane's large screen and layout work best.
Compact hatchback group tests often throw up close results, and this one is no exception. In the final reckoning, the Megane does just enough to take victory. Not only does it look good with a classy cabin, it sets new standards for comfort and refinement. This Dynamique S model also features one of the best infotainment systems in the business, plus it comes loaded with kit.
The Astra tastes defeat for the first time, but it's still a brilliant family hatchback. The excellent ride and handling balance makes it a top choice for keen drivers, while the OnStar concierge service is unrivalled in this class. In addition, the Vauxhall is practical, frugal, and sharply styled, plus its 1.6-litre diesel is a punchy performer. It just can't match the Renault for kit, comfort or refinement.
Time is starting to catch up with the Leon. Make no mistake, it's still a stylish, practical and cost-effective hatchback, but it can't compete with the Renault for refinement and kit, and its sat-nav and infotainment system systems look and feel a generation behind. While it's still one of our favourites, the fast pace of change in this competitive sector means it's no longer top dog.
You can't consider your next compact hatch without taking a look at a Golf. The latest car is solid and versatile, while Match Edition adds decent kit. High price and emissions make it a costly business choice.
The latest 308 majors on space and style, thanks to its roomy and slickly designed interior. Active trim gets all the essentials, while the punchy 1.6-litre diesel is smooth and frugal. Just check you're comfortable with the i-Cockpit driving position.
| Renault Mégane 1.5 dCi Dynamique S Nav | Vauxhall Astra 1.6 CDTi 110 ecoFLEX SRi Nav | SEAT Leon 1.6 TDI SE Ecomotive Technology Pack | |
| On-the-road price/total as tested | £20,400/£21,925 | £20,945/£20,945 | £20,735/£20,735 |
| Residual value (after 3yrs/30,000) | £8,078/39.6% | £9,300/44.4% | £8,626/41.6% |
| Depreciation | £12,322 | £11,645 | £12,109 |
| Annual tax liability std/higher rate | £773/£1,546 | £752/1,504 | £744/£1,489 |
| Annual fuel cost (12k/20k miles) | £1,219/£2,031 | £1,010/£1,684 | £1,059/£1,765 |
| Ins. group/quote/road tax band/cost | 15/TBC/A/£0 | 12/£438/A/£0 | 15/£354/A/£0 |
| Cost of 1st/2nd/3rd service | £499 (4yrs/40k) | £570 (3yrs/30k) | £498 (3yrs/30k) |
| Length/wheelbase | 4,359/2,669mm | 4,370/2,662mm | 4,263/2,636mm |
| Height/width | 1,447/1,814mm | 1,485/1,809mm | 1,459/1,816mm |
| Engine | 4cyl in-line/1,461cc | 4cyl in-line/1,598cc | 4cyl in-line/1,598cc |
| Peak power | 108/4,000 bhp/rpm | 108/3,500 bhp/rpm | 108/3,250 bhp/rpm |
| Peak torque | 260/1,750 Nm/rpm | 300/1,750 Nm/rpm | 250/1,750 Nm/rpm |
| Transmission | 6-spd man/fwd | 6-spd man/fwd | 6-spd man/fwd |
| Fuel tank capacity/spare wheel | 47 litres/foam | 48 litres/foam | 50 litres/foam |
| Boot capacity (seats up/down) | 434/1,247 litres | 370/1,210 litres | 380/1,210 litres |
| Kerbweight/payload/towing weight | 1,415/690/1,300kg | 1,275/525/1,500kg | 1,260/550/1,000kg |
| Turning circle/drag coefficient | 11.2 metres/N/A | 11.1 metres/0.29Cd | 10.1 metres/N/A |
| Basic warranty (miles)/recovery | 4yrs (100,000)/4yrs | 3yrs (60,000)/1yr | 3yrs (60,000)/2yrs |
| Service intervals/UK dealers | 18,000 (1yr)/158 | 20,000 (1yr)/338 | Variable/128 |
| Driver Power manufacturer/dealer pos. | 8th/1st | 25th/22nd | 18th/31st |
| Euro NCAP: Adult/child/ped./stars | 88/87/71/5 (2015) | 86/84/75/5 (2015) | 94/92/70/5 (2012) |
| 0-60/30-70mph | 10.9/11.8 secs | 10.3/10.5 secs | 10.0/9.6 secs |
| 30-50mph in 3rd/4th | 4.6/6.9 secs | 4.1/7.5 secs | 4.6/7.4 secs |
| 50-70mph in 5th/6th | 11.1/13.3 secs | 8.0/12.8 secs | 9.3/13.0 secs |
| Top speed/rpm at 70mph | 116mph/2,000rpm | 124mph/1,800rpm | 124mph/1,800rpm |
| Braking 70-0/60-0/30-0mph | 47.3/35.1/8.2m | 45.7/31.7/7.9m | 51.6/33.6/10.1m |
| Noise levels outside/idle/30/70mph | 70/44/60/66dB | 66/46/63/69dB | 64/47/62/67dB |
| Auto Express econ (mpg/mpl)/range | 50.4/11.1/521 miles | 60.8/13.4/642 miles | 58.0/12.7/638 miles |
| Govt urban/extra-urban/combined | 68.9/80.7/76.4mpg | 72.4/88.3/83.1mpg | 68.9/83.1/78.5mpg |
| Govt urban/extra-urban/combined | 15.2/17.8/16.8mpl | 15.9/19.4/18.3mpl | 15.2/18.3/17.3mpl |
| Actual/claimed CO2/tax bracket | 150/96g/km/19% | 125/91g/km/18% | 131/94g/km/18% |
| Airbags/Isofix/park sensors/camera | Six/yes/yes/yes | Six/yes/£450/£595** | Seven/yes/£275/no |
| Auto box/stability/cruise ctrl/AEB* | £1,200/yes/yes/£400^ | No/yes/yes/yes | £1,250/yes/yes/£515^ |
| Climate control/leather/heated seats | Yes/£1,000/no | £395/no/£345 | £360/no/£360 |
| Metallic paint/LED lights/keyless go | £525/£500/yes | £545/£995/£395 | £575/yes/no |
| Sat-nav/USB/DAB radio/Bluetooth | Yes/yes/yes/yes | Yes/yes/yes/yes | Yes/yes/yes/yes |
American car giant General Motors has revealed the production-spec 2017 MY Beat for India. The Chevrolet Beat Activ concept was seen at the Auto Expo. Confirming the rumours Chevrolet has now said that the Beat-replacement is a heavily revised version of the current car. Since the next-generation Spark is proving to be too expensive for India’s price-sensitive market. Underpinning the new Beat is a new flexible platform. It will spawn multiple models. These include the Essentia notchback and the Beat Activ Crossover. The new model Chevrolet Beat 2017 should launch by early-2017.
Also See- 2017 Chevrolet Trailblazer facelift
A late 2016 or an early 2017 launch for the new model Chevrolet Beat is on the cards. Last year, at a press conference held in New Delhi, GM announced its future plans for India. The Spin MPV and the new Beat were earlier headed to India. However, based on customer feedback, plans to launch the Spin MPV in India have been shelved. Instead, they will focus on launching cars in popular segments such as SUVs, crossovers and compact sedans.
The other derivative of the new Beat will be the Essentia compact sedan pictured below. It will, in all probability, sit below the current crop of compact sedans on sale in India. You can read more about it here.
Powering the International Beat is a 1.4-litre petrol engine. This engine is good for 98 bhp and mated to a five-speed manual transmission. Also available in the international markets would be an optional CVT. For the Indian market, the current 1.2-litre unit will continue to power the car. The current 1.0-litre Diesel too will be carried over. This will help GM keep costs in check. The Beat replacement will also share a lot of its mechanical and interior bits with the latest gen Chevrolet Spark.
Here’s a look at the New Model Chevrolet Beat Specifications table based on our estimates and expectations. The actual figures, which will be made public prior to the official launch, may vary.
| Length x Width x Height | 3700 x 1600 x 1520 mm | |
| Kerb Weight | -NA- | |
| Wheel Type and Size | 14” Alloys | |
| Boot Space | 170 L | |
| Engine Type/ Displacement | 1.2 L Petrol | 1.0 L Diesel |
| Power | 79 bhp | 57 bhp |
| Torque | 108 Nm | 150 Nm |
| Transmission (Gearbox) | 5-speed manual | 5-speed Manual |
| Mileage | 19 kpl | 26 kpl |
| Air Conditioner Type | Manual | |
| Power Windows | Yes (4) | |
| Central Locking | Yes | |
| Steering Audio Controls | Yes | |
| Audio System | Yes (Touchscreen) | |
| Airbags | Yes (2) | |
| ABS | Yes | |
A new radiator grille is the talking point of the new car’s front fascia. This grille reminds us of the new Cruze. It is flanked by wrap-around headlamps. It is based on the existing Beat. This is evident from its side profile. The new-gen Beat, much like the current model, gets door handles in the C-pillars. The rear-end, much like the side, is identical to the current model. The Beat Activ (pictured below), gets additional crossover features. These include body cladding, faux skid plates and reprofiled front bumper along with a different alloy wheel design.
The interior is almost new. It now features body-coloured highlights and a touchscreen infotainment system.
Chevrolet goes on to say that the new generation Chevrolet Beat boasts a “more sophisticated aesthetic that reflects the changing tastes of the global minicar market.”
2016 Korea-Spec Chevrolet Beat Images
The next-gen Chevrolet Beat made its public debut last year. The new-gen Beat shares its platform with the new Open Karl/ Vauxhall Viva. The India/Brazil-spec model will borrow the current model’s platform. This platform suits the needs of developing car markets like that of ours. The 2016 Chevrolet Beat (Spark) will not go on sale in India. The new India-spec Beat is based on current model. It will launch next year. The new India-spec Beat borrows design cues from the car showcased at the Auto Expo.
Stay tuned to Car Blog India as we bring you more updates on the new model Chevrolet Beat 2017.
The post New Model Chevrolet Beat India Launch Soon; Will Come as Hatchback, Crossover and Compact Sedan [Video, Pics & Details] appeared first on CarBlogIndia.
