Archive | July, 2008

Evora is Surprise Choice of Name for Vital New Lotus

By on July 22, 2008 in News

By Andy Bannister

07.22.2008

An all-new Lotus doesn’t exactly come along very often – less than once a decade, in fact – so let’s hope the Evora just unveiled at the London Motor Show is worth the wait.


The omens look good as the new model isn’t yet another derivative of the small Elise, like the Exige and Europa which help eke out Lotus’s current range. It is bigger, much more advanced and is set to appeal to a whole new group of customers.

The model has been years in the making and much “scooped” in the motoring press. Much of the recent interest has been over the closely-guarded secret of the car’s final name, reportedly chosen at the very last minute.

It’s taken as read that Lotus model names always start with an E. The car was known as Eagle during development but that name has been used by other companies and would be too difficult to trademark. Ethos and Exira are rumoured to have been the other choices.

For some reason, a revival of the well-regarded Esprit moniker wasn’t in the running, possibly because it is being reserved for an Evora spin-off.

Place names usually selected for cars tend to be glamorous resorts or locations with motor racing pedigrees. In fact, Evora is a particularly historic little city in south eastern Portugal, a UNESCO World Heritage Site. It’s best known for its cathedral, so perhaps Lotus is hoping for divine approval.

The name certainly rolls off the tongue well enough, and the Evora takes the iconic British company back to a time when it made bigger GTs which – in theory at least – competed with the likes of Porsche. Those models of yesteryear included the legendary and very long-lived Esprit and the rather softer Excel.

The new car will be available as a two-seater or as a roomier 2+2, both with a 280bhp 3.5-litre V6 Toyota engine from (whisper it) the Camry.

At one time Lotus cars had an awful reputation for reliability, but things are much better nowadays thanks to the well-established link between Toyota and Lotus. Among the Japanese giant’s other components pressed into service on the new sports car are a six-speed gearbox.

Unlike the Elise, which is almost a track car and far from easy to get in and out of in a dignified way, the Evora has been designed to be a proper small grand tourer, although the emphasis is on light weight to give rival Porsches a run for their money.

The new car’s three-piece chassis uses Elise principles and is said to have performed extremely well in crash testing. It is a self-supporting, bonded and riveted structure that combines folded sheet aluminium and extrusions.

It will be the first really fast Lotus since the death of the Esprit V8 in 2004, with a top speed estimated at around 160mph.

Lotus, based in Norfolk in eastern England, has always punched above its weight in terms of reputation versus sales, but the Evora means a long-deserved expansion in production volume is in order, with ultimate sales of 2,000 annually on the cards.

Not many people know the British firm is owned by another automaker, in the unlikely form of Proton of Malaysia. Lotus engineering input has been applied to that company’s small cars like the Savvy and Gen-2, although in a low-key way.

Perhaps mercifully Proton has resisted the temptation of cashing in on its asset by applying the Lotus badge to a hotted up sporting Malaysian saloon. This is despite the precedent set by the likes of the Ford Lotus Cortina, Talbot Sunbeam Lotus and Vauxhall Lotus Carlton in previous decades.

Meanwhile, the first Evora customers are likely to have to wait until May next year before they can take delivery of their new car, priced at around £45,000 ($90,000).

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Would Crushing Old Cars Improve the Environment?

By on July 22, 2008 in Editorials

By Chris Haak

07.22.2008

One way in which several state and provincial governments have attempted to improve air quality over the years has been to pass “clunker laws.” They are all different, but most have the same fundamental design: the government pays a bounty to individuals who “turn in” an old, theoretically polluting, car, and that car is then disabled so that it can no longer be driven. Sometimes, the turned in car is actually crushed and recycled.

As a fan of both classic cars and of a clean environment, I find myself somewhat torn by initiatives to remove old vehicles from our roadways. However, it’s hard to argue with the fact that a modern vehicle is not only something like 100 times less polluting, generally more fuel efficient, as well as being safer for its driver and passengers than a 20 year old vehicle.

For a while, I have questioned why it’s necessary to continually make already-clean new vehicles even cleaner in subsequent model years. After all, the exhaust emissions from ULEV vehicles is pretty darn clean. So if a PZEV is even cleaner, does that make it worthwhile to have PZEVs, or would regulatory energies be better focused on removing the worst polluters from our roadways instead? The absolute air quality improvement from a ULEV to a PZEV is nothing compared to the difference between a 1985 Chevy Celebrity with a piston ring leak and defective catalytic converter, and a 2001 Chevy Malibu with its emission equipment in good working order.

A frequently-quoted statistic says that 10% of our auto fleet produces 90% of our auto-related pollution. I have no idea if that is true, but if it is, finding a way to clean up those worst offenders seems to be the shortest route to cleaning up our auto fleet.

California has a program that costs $50 million per year to clean up or “retire” vehicles that fail emission tests. The program provides $500 to repair or $1,500 to retire vehicles that fail emission tests. Last year, the program retired 16,000 cars, which works out to a puzzling $3,125 per vehicle average, or more than twice the maximum allowance of $1,500. Government “efficiency,” perhaps?

In Texas, a vehicle that fails an emission test and can be driven to the dealership under its own power is eligible for a $3,000 voucher to buy a car up to three years old (or a truck up to two years old). Buying a hybrid up to one year old gets the buyer a $3,500 voucher. Participants in the program must have a family income of $63,000 or less for a family of four to be eligible. $3,000 off a cleaner car isn’t bad; a three year old 2005 Cavalier can be had for as little as $6,000 to $6,500. Financing the remaining $3,000 to $3,500 gets a monthly payment of under $100 when financed over 36 months.

The biggest problem that many automotive enthusiasts have with so-called “clunker laws” is that crushing (euphemistically referred to as “retiring” in many programs) cars limits the availability of spare parts to keep nicer, roadworthy versions of the same vehicle humming along in tip-top shape. Just as cars of the 1950s and 60s were the “classics” as I was growing up in the 1980s, for better or worse, our automotive history will be incomplete without a few examples of 1980s Oldsmobile diesels, Ford Tauruses, Chrysler minivans and K-cars, and the aforementioned 1985 Celebrities. And they may not seem like “classics” now, but preservation of at least some examples of nearly every vehicle is essential for sharing our automotive history with future generations. After all, how will I be able to properly tell my sons about my 1987 Grand Am without showing them one in the flesh?

Perhaps the best compromise, although still less than perfect, would be to remove the polluters from the road with a nice incentive to purchase a newer, cleaner vehicle, then crushing only the absolute worst examples and parting out the salvageable ones.

My father, who has done more than 20 frame-off restorations, including several AACA Senior and Grand National winners, used to say that modern cars just wouldn’t be around to restore in 25 years. I’m beginning to wonder if he was right, although I hope that in ten years, I’ll be able to take my sons to Carlisle to show them what a “performance car” looked like in the 1980s. (Answer: Not much.)

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New Camaro Unveiled Today

By on July 21, 2008 in News

By Brendan Moore

07.21.2008

GM showed off its new Chevrolet Camaro to the public today, finally ending the long tease of the last couple of years in which photos of the Camaro concept first appeared in 2006, then photos of the pre-production car, and finally, the production car itself.

In this time of $4-a-gallon gasoline, GM made sure to mention that the Camaro gets 26 mpg in six-cylinder trim.

Chevrolet put their pony car out to pasture in 2002 for the simple reason that they could not sell enough of them, but sentiment for the Camaro’s comeback started building almost immediately after Chevrolet gave it the ax. The concept that was shown in 2006 was met with enthusiastic praise, and the production car looks almost identical.

Of course, GM didn’t know that the Camaro would come to market when the price of gasoline has reached record heights, so that could very well be a problem. GM is hoping that the 3.6 liter six-cylinder engine rated at 300 hp and 26 mpg will prove to be an alluring combination of power and fuel efficiency for those buyers who are nervous about getting a car with a big thumping V8 right now. It must be said that 26 mpg is very, very good for a 300 hp engine, but a lot of new car buyers are pretty well spooked regarding gasoline prices at the moment, so it remains to be seen if this powerplant can win them over.

For the V8 aficionados, the V8 engine is a 6.2 liter that is available with two horsepower ratings; 422 hp and 400 hp respectively. The higher-horsepower engine is only available with the six-speed manual transmission and the lower-horsepower engine is only available with the six-speed automatic transmission.


As stated previously by GM, Chevrolet said it will assemble the car at its factory in Oshawa, Ontario.

The official press release from GM follows.

CHEVROLET UNVEILS THE 2010 CAMARO – A FUN, EFFICIENT SPORTS CAR FOR THE 21st CENTURY

• All-new, world-class sports car
• Fuel-efficient, 3.6L direct-injected V-6 delivers an estimated 26 mpg on the highway
• Range of fuel-saving, six-speed transmissions standard on all models and powertrains
• Powerful SS models equipped with LS3 V-8 (manual transmission) and L99 with Active Fuel Management (automatic transmission)
• Advanced vehicle technology, including Bluetooth connectivity and available HID headlamps with integrated halo rings
• Designed, engineered and built with GM’s global development process

DETROIT – Chevrolet introduced the production 2010 Camaro today. It is a heritage-inspired sports car for the 21st century, combining great looks and performance; advanced technology and surprising efficiency – including 26-mpg estimated highway fuel economy. Sales begin in the first quarter of 2009.

Built on GM’s new, global rear-wheel-drive architecture, the Camaro is offered in V-6-powered LS and LT models, as well as the V-8-powered SS. All models and powertrain combinations include fuel-saving six-speed transmissions.

“Camaro delivers all of the things that make Chevrolet such a revered, global brand,” said Ed Peper, GM North America vice president, Chevrolet. “It competes with the world’s best sports cars and does so with styling, fuel economy and value our competitors simply can’t match.”

Advanced powertrain technologies, including engines with direct injection and Active Fuel Management, enable a satisfying balance of exhilarating performance and good fuel economy.

“The new Chevrolet Camaro delivers a thoroughly modern, advanced package of performance, comfort and technology,” said Peper. “It’s a sports car for a new generation of enthusiasts that doesn’t forget the heritage that helped make the original a cultural icon. That is no small feat and it took a worldwide commitment to achieve it.”

Indeed, the 2010 Camaro exemplifies GM’s global development process. The design concept originated in the United States; engineering was directed by GM’s global rear-wheel-drive team in Australia; validation was conducted on roads around the world and assembly will take place at GM’s award-winning Oshawa facility in Canada.

Product highlights include:
• Sleek styling with contemporary cues and 10 available exterior colors
• LS and LT models offered with an advanced, 3.6L direct-injected V-6 engine with variable valve timing and a choice of six-speed manual or automatic transmissions
• SS model offered with 6.2L V-8 – including fuel-saving Active Fuel Management on automatic-equipped combinations – and a six-speed manual transmission
• Four-wheel independent suspension system, including a 4.5-link rear suspension
• Variable-rate power steering with the rack mounted forward of the front axle for greater driver feel
• Four-wheel disc brake systems standard on all models, including four-piston Brembo calipers on SS models
• StabiliTrak stability control system and traction control standard on all models
• Competitive/Sport modes for the stability system offered on SS models, including launch control on SS models equipped with the six-speed manual transmission
• Family of 18-, 19- and 20-inch wheels
• Detailed interior with heritage-inspired design, excellent attention to detail and available ambient lighting via LED light pipe technology
• Robust body structure and exceptional build quality
• Six standard air bags, including head curtain side-impact air bags and front seat-mounted thorax side air bags
• RS appearance package available on LT and SS, including HID headlamps with integrated halo rings, spoiler, specific taillamps and 20-inch wheels

The new Camaro also has technologies that enhance performance, comfort and convenience, including:
• Bluetooth phone connectivity
• Premium Boston Acoustics audio system
• USB connectivity
• Ultrasonic rear parking assist (late introduction)
• Remote vehicle starting system
• OnStar
• XM Satellite Radio

Additionally, details such as frameless door windows with automatic indexing glass contribute to the overall feeling of quality, substance and technical prowess.

Design details
With a design that is very faithful to the original concept, the 2010 Camaro is a 21st century sports car that acknowledges its heritage. A long front dash-to-axle and short rear deck give the Camaro classic proportions, while a sleek windshield profile, wheels pushed to the corners and muscular fender forms are modern elements that reinforce its advanced engineering – and give the car a decidedly aggressive stance.

Elements such as a forward-V shape at the front of the car and “gills” in the rear quarter panels are distinctly Camaro cues, as are the broad rear fender “shoulders.” Those elements make the new Camaro instantly recognizable, but their execution is smoothly integrated into the contemporary exterior form. A family of large, 18-, 19- and 20-inch wheels also contributes to the Camaro’s modern appearance.

“The new Camaro is just that – new,” said Ed Welburn, vice president of GM Global Design. “We acknowledge the nameplate’s strong heritage in the design, but recognize that keeping this modern sports car relevant meant more than simply honoring a classic car. The line forms, stance and overall execution are consistent with other new Chevrolets.”

A well-executed balance of heritage, modern design and attention to detail also characterizes the Camaro’s interior. A pair of deeply recessed instrument binnacles that feature round gauges in square housings is a nod to classic Camaros, while an available ambient light package offers advanced LED light pipe technology to give the cabin a distinctive and inviting glow. Cloth upholstery is standard; heated leather-appointed seats are available.

Details such as large, chrome-trimmed controls, low-gloss surfaces and premium fabric or acrylic appliqués convey a richness that is unprecedented in previous Camaro models – and challenge its contemporary competitors. More great detail is evidenced in the available center-console gauge cluster, which takes its cue from a similar option on 1969 Camaros. It displays oil temperature, oil pressure, state-of-battery and transmission fluid temperature, all highlighted with modern LED backlighting.

Powertrains
An advanced, efficient 3.6L direct-injected V-6 with variable valve timing is standard on LS and LT models. Direct injection technology helps the engine deliver more power through increased efficiency, while maintaining fuel economy and lowering emissions. That means less fuel is consumed and lower emissions generated – including a 25-percent drop in cold-start hydrocarbon emissions.

The Camaro’s 3.6L engine also employs variable valve timing to optimize performance and fuel economy across the rpm range. It is rated at an estimated 300 horsepower (224 kW) and 273 lb.-ft. of torque (370 Nm). A six-speed manual transmission is standard with the 3.6L engine; a Hydra-Matic 6L50 electronically controlled six-speed automatic, with TAPshift control, is available.

The high-performance Camaro SS is equipped with a powerful 6.2L V-8, with a choice of a six-speed manual or six-speed automatic transmission. Standard, manual transmission-equipped models receive the LS3 engine, estimated at 422 horsepower (315 kW) and 408 lb.-ft. of torque (553 Nm). The LS3 debuted on the 2008 Corvette and uses high-flow cylinder heads based on the Corvette Z06’s LS7 engine to enable great low-end torque and high-rpm power. It is paired with a TR6060 six-speed transmission.

A new, L99 V-8 engine is used on automatic transmission-equipped SS models. It is based on the LS3 and carries all of its high-performance design features, but also includes GM’s fuel-saving Active Fuel Management feature. It enables the engine to run on only four cylinders during light-load driving conditions, such as highway cruising, to improve fuel economy. The V-8 is estimated at 400 horsepower (299 kW) and 395 lb.-ft. of torque (535 Nm); and it is matched with a Hydra-Matic 6L80 six-speed transmission. This combination delivers an estimated 23 mpg on the highway.

Body structure and chassis
The 2010 Camaro is built on GM’s global rear-wheel-drive architecture, with a strong body structure that enhances safety, quietness and handling. World-class build quality and attention to detail are enabled by features including one-piece body side stampings and very precise tolerances between body panels.

Front and rear independent suspensions are mounted to the rigid chassis, including a multi-link strut arrangement in the front with a direct-acting stabilizer bar and a double ball-joint configuration; and a unique, 4.5-link rear suspension that is double-isolated from the chassis for smoother, quieter driving experience.

Camaro offers two suspensions. LS and LT models receive an FE2 (sport) suspension, while the SS receives the FE3 (performance) suspension, including a lower ride height. Each is tuned to match the performance capabilities of their respective powertrains, as are their wheel-and-tire combinations.

A variable-rate rack-and-pinion power steering system mounts the rack forward of the front axle, for more direct action, an enhanced feeling of driver feedback and better weight balance.

Brakes and chassis control
Four-wheel disc brakes with ABS are standard on all models. LS and LT models receive single-piston calipers all around, with mass-reducing aluminum rear calipers. SS models have larger rotors that are acted upon by four-piston, aluminum Brembo calipers at all four corners. They are designed to stand up to the severe use encountered on road-race tracks, delivering excellent feedback and pedal feel, as well as fade-resistant performance during racing.

GM’s StabilTrak electronic stability control system is standard and incorporates traction control. The system on SS models includes Competitive/Sport mode that is adjustable for performance driving, such as on a racetrack; it also includes a Launch Control feature on SS models with the manual transmission. It enables quicker, more consistent takeoffs during performance driving.

Safety
Designed to protect occupants before, during and after a crash, the Camaro offers a comprehensive system of safety features – starting with a robust body structure and integral safety cage around the passenger compartment. High-strength steel and ultra high-strength steel are used in key areas throughout the structure.

Safety technologies integrated in the Camaro include:
• Driver and front-passenger dual-stage air bags
• Driver and front-passenger seat-mounted thorax side-impact air bags
• Head curtain side-impact air bags for front and rear seat occupants
• Front seat safety belt load limiters and pre-tensioners

The front passenger detection system senses children and small-stature adults and suppresses air bag deployment when appropriate.

Standard OnStar service assists after a crash. With OnStar’s Advanced Crash Response System, the vehicle automatically sends a signal to OnStar for assistance, even if the air bags don’t deploy.

Chevrolet is one of America’s best-known and best-selling automotive brands. With the largest dealer network in the United States, Chevy is the leader in full-size trucks and the leader in sales of vehicles priced $35,000 and above. Chevrolet delivers more-than-expected value in every vehicle category, offering cars and trucks priced from $12,120 to $103,300. Chevy delivers expressive design, spirited performance and great value with standard features usually found only on more expensive vehicles. More information on Chevrolet can be found at www.chevrolet.com.

# # #

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GM press release by permission from General Motors

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Brave Talk From GM in Europe as Insignia Takes Public Bow

By on July 21, 2008 in News

By Andy Bannister

07.21.2008


It’s launch time for GM Europe’s crucial new upper-medium contender, the Insignia, and the company is bidding to reverse recent declines and score 200,000 sales next year across the continent.

The Insignia, which will be badged as a Vauxhall in the United Kingdom and an Opel across the rest of Europe, is being seen by the buying public at the British International Motor Show in London for the first time this week.

It replaces the fairly dull Vectra, the car which inspired the current Saturn Aura. A Saturn version of the new model – made in North America, naturally – seems a certainty.

The new car boats a best-in-class drag coefficient of 0.27 thanks to its smooth silhouette and coupé-like roofline not unlike the new Passat CC.

It’s definitely a huge advance on the Vectra in terms of looks and perceived quality, and should give the latest Ford Mondeo – currently storming ahead in the sales charts – a run for its money, particularly among buyers at fleet companies.

Despite the public fanfare in London, European sales aren’t due to start until the end of the year, and Vauxhall and Opel have plenty of slow-selling Vectras left to offload before then.

Vectra sales have sunk to 140,000 a year and it has been bested recently by the its Ford rival, but this battle is a sideshow compared to the continued market dominance of the VW Passat, which easily outsold the Mondeo and Vectra combined in Europe in 2007.

The Ford may be bucking the trend at the moment but whether the Insignia will live up to GM’s expectations is another matter given the current turbulence in the market. Sales in this segment were falling even before the economic slowdown, and one rival already feeling the cold wind of failure is Renault, which has had to slow production of its latest Laguna, recently also launched with high expectations of grabbing extra sales.

The Insignia is important as GM’s first application of the company’s new Ypsilon 2 architecture. As well as a traditional four-door saloon, the model range includes a five-door hatchback – the favoured configuration of Vauxhall customers in the UK, one of the Insignia’s two biggest markets (the other is Germany).

There will be seven engine options including a brace of frugal diesels available from launch. A roomy estate car version will be unveiled at the Paris Motor Show in October .

With the abandonment of the strange Signum derivative of the Vectra, which wasn’t a success, the Insignia will be Vauxhall/Opel’s top model in Europe (except for a smattering of Aussie Holdens sold as Vauxhalls in the UK).

Badge snobbery means many buyers simply won’t consider the cars anymore, although a glimpse inside the new car reveals an upscale ambience with a hint of Alfa Romeo around the dials.

A previous larger car from GM in Europe, the Omega (which provided the basis for the short-lived Cadillac Catera) went unreplaced a few years ago in the face of apathy and a vanishing customer base.

It seems a dim and distant memory that Opel seriously used to compete with Mercedes and BMW at the very top of the market, and in it heyday in the 1960s and 70s offered a stately coupe and saloon called the Diplomat with a 5.4-litre Chevrolet V8 engine.

Nowadays Saab and Cadillac are supposed to keep the GM flag flying in the lucrative premium sector of the European market, although sadly neither do it very well. The Ypsilon 2 platform will find its way to the Swedes before long and may improve things.

After years of GM ownership Saab is still much misunderstood by many consumers and has consistently underperformed in some continental countries. As for Cadillac, various ham-fisted efforts to establish the marque in Europe have cost GM a small fortune and so far yielded remarkably few sales.

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VW Pushes Up Minicar Launch Further Out Because of Design Change

By on July 21, 2008 in News

VW is moving the engine from the rear to the front

By Brendan Moore

07.21.2008

Automotive News is reporting this morning that VW has pushed out the launch of their important new minicar, the Up, as a result of their decision to relocate the engine from the rear to the front of the car.

The Up was supposed to launch in 2010 but will now not launch until 2011, bad news for VW since they’re counting on selling around 500,000 of different versions of the new car annually. The Up is a major component of VW’s plans for growth and this delay will put the company considerably behind some of it’s major competitors in the segment.

VW boss Martin Winterkorn told Automotive News the engineers at VW fought hard for the rear-engine layout, but were finally overruled as a result of cost factors.

The Up concept emerged last year (with an exclamation point after the name) as a long-sought-after successor to the original Beetle – an ultra-compact, “people’s car”’ that would be inexpensive, get great fuel economy and put the power down through the rear wheels.

But dreams sometimes have to die, and now VW is saying this one has to die as well because the engineering required is just too expensive.


The VW Up is projected to be sold in Europe, Asia and possibly the U.S.

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Ford Close to Retooling Announcement

By on July 20, 2008 in News

By Brendan Moore

07.20.2008

When we ran a piece on June 13th about Ford retooling their existing plants in the U.S. in order to produce their small European models based on the chatter we were hearing from our sources at Ford, other sites linked to our article. But, the headers to those links on those sites generally contained wording along the lines of “wild rumors”. Fair enough. There was nothing else to go on except what had been whispered to us, and it’s not like we’re Automotive News or The Wall Street Journal, you know.

So yesterday, The Wall Street Journal reported that Ford is going to spend the money to retool some plants in the U.S. in order to produce their European models here. From the WSJ:

“Ford Motor Co. is preparing plans to retool some U.S. plants to produce small passenger cars that the company has been making and selling mainly in Europe, people familiar with the matter said.

The move, parts of which could be announced Thursday as part of Ford’s second-quarter earnings report, is aimed at helping the company increase production of fuel-efficient cars in North America in response to this year’s rise in gasoline prices, these people said.”

It looks like this make-or-break strategic move has taken a giant leap towards actual implementation. I think it’s the right thing to do, but the decision is very risky. It’s not cheap to retool whole factories and America’s appetite for real European mass-market cars (as opposed to European luxury cars) is still just a guess. Not only will vast sums of money and human energy have to be spent retooling, but if the market shifts back to larger vehicles, then Ford will have wiped out that production capacity.

Ford says that they will not comment on the speculation in advance of their second-quarter results due on Thursday of this week.

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Man the Barricades! Fiat Fights Back Against China’s Great Wall

By on July 20, 2008 in News

By Andy Bannister

07.20.2008

Just weeks after BMW successfully stopped a Chinese SUV maker selling its cars in Germany because it used too many X5 styling cues, Fiat has won a similar ruling from an Italian court.

This time the Great Wall company’s GWPeri minicar was banned from sale across Europe after it was ruled to be too similar to Fiat’s Panda at a hearing in Turin.

The court agreed that, despite a different front end, the oddly-named GWPeri is effectively a Panda clone.

The Fiat Panda, launched in 2004 and produced in Poland, is by far the best selling European minicar, with more than 250,000 units sold across the continent in 2007.

Ironically, with its long, narrow body, the second-generation Panda (right) is one of the Italian company’s less attractive products, but instantly recognisable.

The legal ruling is particularly significant as Great Wall is one of the pioneering Chinese companies already active in the European market, although its sales are still relatively tiny. Its Hover SUV and related pick-ups have been on sale in Italy for some time.

The court decision should mean the GWPeri will not be allowed to be sold anywhere within the countries of the European Union. Great Wall was ordered to pay a fine of 15,000 Euros ($23,800) for the single GWPeri so far imported into Europe, and will have to pay a punitive 50,000 Euros ($79,000) per car for any further violations.

Lawyers for Great Wall have said the company will appeal against the Turin court decision. Meanwhile, a further court case brought by Fiat in China itself is still pending, and it would seem unlikely the Italians will manage to get the car killed off altogether. The GWPeri is already on sale in its home market, while Fiat doesn’t offer the Panda in the People’s Republic.

The ruling went Fiat’s way despite the cars not looking as similar as was the case in the previous BMW X5 ruling. It is in the centre section and the body’s proportions where the Panda and GW Peri are so alike.

As well as its different (vaguely Renault- inspired) front end, Great Wall – presumably to avoid the very plagiarism accusations it has been saddled with – has given its minicar rear lights and rear side windows which also differ from the Panda. Unfortunately for the credibility of the Chinese automaker, they appear to have been cloned from yet another popular car sold on the European market, the British-built Nissan Note small MPV (above).

It’s easy to understand Fiat’s determination to do everything possible to deter Chinese manufacturers from setting up shop on its territory. Fiat is the acknowledged European small car master, and stands to lose out in a major way if boat loads of cheap Chinese cars begin to arrive on the continent.

For years, Fiat hid behind an import agreement which protected it from the initial onslaught of Far Eastern competition, from Japan in the 1970 and 1980s. More recently it has already seen the Panda’s dominance challenged by the likes of a series of highly successful small Korean-made minicars, the Kia Picanto, Chevrolet Matiz and the recently-launched Hyundai i10.

Whether the Europeans like it or not, though, China’s car makers are coming. As well as Great Wall, the Brilliance company, after a false start, is now returning to big markets like Germany with its cut-price BS4 and BS6 saloons. And these two companies are undoubtedly just the tip of the iceberg.

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World Debut in London for Sports Car that’s the Pride of Mexico

By on July 18, 2008 in News

By Andy Bannister

07.18.2008

What’s said to be the first car ever to be designed and built entirely in Mexico makes its world debut next week at the British International Motor Show at London’s Excel Centre.

The 150mph MXT coupe – being shown in “penultimate prototype” form – is seriously intended to compete with the likes of Lotus and Porsche. It will, however, dramatically undercut them on price, and be pitched against other rivals from BMW and Audi.

When it goes on sale in the UK in mid-2009 (remarkably, in right hand drive form) it is likely to cost £33,000 ($66,000), with sales limited to 80 units in a year.

The rear-wheel drive MXT should hit 60mph in under five seconds and its 2.0-litre supercharged Duratec engine produces 240bhp. The lightweight car pumps out 267bhp per tonne – almost 50bhp more than a Porsche Cayman S.

The importers say the car is aimed at thrill seekers who also have an eye to the environment. These would-be owners want to have fun and enjoy driving without causing damage through their car’s excessive weight and power.

Constructed from bonded aluminium, the semi-monocoque chassis features aircraft style technology. Direct race-car feel comes through rack and pinion steering with 2.8 turns lock to lock, whilst 293mm ventilated brake discs with ABS as standard guarantee it can stop just as quickly as it goes

Stylistically the car looks spot on, with an aggressive and sculpted shape in fibreglass, which could easily be Italian in origin. A leather-trimmed interior completes what’s promised to be a world-class package.

Mastretta is the family company of designer Daniel Mastretta, and was founded in Mexico City in 1987. The company has been involved in styling everything from bottles to buses in the past.

Previous automotive ventures have included a Porsche Speedster replica, a beach buggy and a VW Beetle-based coupe, but the MXT is by far the company’s most ambitious car-related undertaking to date.

The Mastretta family say their aim is to make Mexicans proud that their country can produce a sports car which can compete on a global stage.

Mexico, of course, is already quite a major player in automobile production, with many multinationals taking advantage of the country’s low labour costs and proximity to the giant US market, where the MXT is also eventually heading – if all goes to plan.

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Has Toyota Lost the Plot in Europe?

By on July 18, 2008 in Features

By Andy Bannister

07.18.2008

Toyota, the company which once seemed to have the Midas touch as far as winning new customers was concerned, must be scratching its head to work out what it is doing wrong just now in Europe, where its sales are tumbling faster than any of its competitors.

Most major players are suffering from the recent economic downturn, which has hit the Italian and Spanish markets particularly hard, but Toyota is the worst-hit of all the major manufacturers, with its western European sales crashing 19% in June alone.

The company’s premium Lexus division is suffering a similar decline, dipping below troubled Jaguar. It is miles adrift of BMW, Mercedes and Audi and has a big credibility gap to fill.

Despite building the vast majority of its mainstream cars at European plants and trumpeting they are designed by and for Europeans, Toyota’s range doesn’t seem to be top of anyone’s shopping list just at the moment.

The company’s understandable decision not to get involved in price cutting doesn’t help either, in an increasingly cut-throat market.

Toyota’s range starts well enough, with the extremely frugal Aygo hatchback, a Czech-built joint venture with Peugeot-Citroen which has brought some new younger customers to the brand. This minimalist 1.0-litre car, in three-door and five-door versions, manages to look better than its French sisters and is affordable too.

Above the Aygo is the Yaris hatchback, built in Toyota’s factory in France. This is another economical choice although it is a little on the expensive side, particularly as it has to compete in one of the most hotly contested sectors of the whole European car market with buyers spolit for choice these days in terms of stylish, good quality bargain buys.

So far, so good – small economy cars are never going to lack buyers in the current climate. It is further up the range where things begin to look worse.

Toyota’s mainstream Auris hatchback, which is built in England, competes head on with the class-leading VW Golf, Ford Focus and Opel Astra, but somehow seems just a little too dull and safe to be of the current decade. In truth it is hardly the huge step forward from its Corolla predecessor the much-trumpeted change of name promised. Honda’s launch of the very bold new Civic made the Auris look particularly timid by comparison.

Next up in the Toyota pecking order is the ageing Avensis, also British-built and available as a four-door saloon, five-door hatchback and estate car.

This is the classic configuration adopted by rivals like the Ford Mondeo and Opel Vectra, but the whole sector has been shrinking as people switch to cars with premium badges.

The Avensis comes across as perfectly adequate but nothing special. A lot of them seem to end up as taxis, whose drivers appreciate their bullet-proof reputation for reliability.

Toyota has a decent smaller MPV, the Verso, built in Turkey, which is once again competent but not a class-leader. It gains plenty of green kudos from the presence of the hybrid Prius, but rather fewer sales.

Despite some good engines the company hasn’t made the most of its sports models, and the decision to drop the distinctive Celica and MR2 without replacement did little to help Toyota’s image among enthusiasts.

Europeans never really understood the Camry, which was far too big and bland for tastes on this side of the pond, and after a long life in obscurity faded away altogether a few years ago, leaving Lexus to pick up buyers wanting something large and hopefully more special.

Toyota’s prolonged success with 4X4s, particularly with the class-leading RAV 4, also seems to be coming to an end with the arrival of Volkswagen’s newer, funkier Tiguan, and other European rivals. The larger Land Cruiser models, meanwhile, like all big 4X4s, are suffering from the double whammy of fuel prices and hefty new CO2 taxes.

In Germany, western Europe’s biggest car market and the one everyone wants to do well in, Toyota’s share of the market has declined steeply to a just 3.6 per cent, down from 4.2 per cent in 2007.

Globally, Toyota is now predicting sales of 9.5 million vehicles this year, down from a previous estimate of 9.85 million. As well as Europe, sales are falling in Japan, but expanding in new markets like China, Russia, India and Brazil – in the latter Toyota recently announced it is building a new 150,000-vehicle plant to come on stream by 2011.

This is all well and good, but Toyota can’t afford to lose its way in Europe, at a time when rival Nissan doing well with its new products, particularly the Qashqai.

Toyota still has a great reputation for reliability, but badly needs attractive new cars that connect with the consumer and are more than just a dependable appliance.

The company’s slogan used to be: “The Car In Front Is A Toyota” but nowadays that certainly doesn’t mean at the front of the pack.

Help will soon be at hand, with the first new Toyota model due to see the light of day being the tiny iQ microcar in January 2009. This should be followed by the Urban Cruiser small SUV in late spring.

However, the competition is far from standing still so let’s hope something interesting can be pulled out of the hat in the middle of the range too, or those sales figures could keep tumbling yet awhile.

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Saab To Introduce 9-3 SportCombi Crossover Variant

By on July 17, 2008 in News

By Kevin Miller

07.17.2008

Saab enthusiast site Trollhattansaab.net has published photos of a vehicle being referred to as the 9-3x. Information on that site and from Swedish car magazine Auto Motor & Sport gives us details about the vehicle as well as a timeline for future Saab product introductions.

The car being referred to as the 9-3x (which is different than the 2002 concept car of the same name) is a 9-3 SportCombi with Saab’s new XWD all-wheel drive system, a raised suspension, and a fairly discreet plastic-bumpers-and-fenders bodykit similar to what is found on an Audi Allroad or a Subaru Outback. Although a bit late to the buffed-up wagon game, the 9-3x will add some depth to Saab’s small and aging vehicle lineup, and will hopefully increase sales of the current-generation 9-3 line.

Introduction of the 9-3x is anticipated to occur at the Paris Auto Show in early October. A second-generation 9-3, to replace the current vehicle which launched in 2003, is not likely to be introduced before 2012. When that second-generation car does reach market, it will be based on the next-generation Opel Astra platform, and will be built in Saab’s Trollhättan plant.

Rumored to follow the introduction of the 9-3x in Paris is the introduction of the 9-4x crossover in Detroit. Following that Detroit launch, the long, long, long-awaited replacement for the ten year old 9-5 is likely to be introduced next spring in Geneva. The new 9-5 will be built on the Opel Insignia platform at GM’s plant in Rüsselsheim, Germany. The new models cannot come soon enough for Saab retailers, as their existing lineup (three basic models in North America, two in Europe) is growing stale and facing fierce competition from other automakers’ more-modern vehicles.

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