Porsche has shown off this stunning new 918 Spyder concept cars games on the eve of the 2010 Geneva motor show. It’s a mid-engined two-seater in the mould of the Porsche Carrera GT – a landmark supercar to showcase Porsche’s technical nous.
Michael Macht, president and chief executive officer of Porsche, unveiled the 918 Spyder in Switzerland, and intriguingly proclaimed that Porsche has never shown a concept car that it hasn’t put into production…
Wow! What do we know about the Porsche 918 Spyder?
Porsche’s official press release was light on the details, but after the unveil Porsche’s R&D chief Wolfgang Durheimer talked CAR around the 918 Spyder and revealed some eye-popping figures for this part-electric hybrid supercar which weighs in at 'less than 1490kg'.
For a start, we need to think of the 918 Spyder as the latest Porsche road car to be born from a race car. ‘Just as the GT1 race car became a GT1 road car, and the LMP1 morphed into the Carrera GT, so the 918 Spyder is the street car version of the RS Spyder’, Durheimer told CAR.
In concept car form, the 918 Spyder uses the same mid-mounted 3.4-litre V8 that has powered the American Le Mans Series RS Spyder, but the engine will grow if (or when) the concept reaches production. Just as the Carrera GT’s 5.7-litre V10 was born as a 5.5, Durheimer revealed that a 4.6-litre V8 had been calculated as ideal for the stunning new 918 supercar. A seven-speed PDK gearbox sends the engine’s power to the rear wheels.
But the 918 Spyder isn’t just petrol powered – there are three electric motors which drive the front axle. It’s not a flywheel system similar to that on the GT3 R Hybrid racer, or a hybrid system as in the new Cayenne Hybrid, but a third plug-in solution.
The 918 Spyder is claimed to produce just 70g/km of CO2 and consume fuel at the rate of 94mpg when its plug-in hybrid module is working – yet it can lap the Nurburgring in under 7min 30sec.
The lithium ion batteries can power the 918 for 25km on electric power alone; a dial on the steering wheel lets the driver choose between Electric, Hybrid, Sport and Race modes.
Phew! Anything else about the new Porsche 918 Spyder?
Yes. There’s active aerodynamics: the rear spoiler lifts up at speed, and two intakes rise from the twin flying buttresses to help ram air into the hungry V8 engine.
Most of the major controls are also grouped onto the steering wheel, and Durheimer told CAR that the 918 Spyder showcases Porsche’s future interior design ideas.
Finally, the 918 Spyder has cameras that replace the door mirrors, and although they are not currently legal, Durheimer is hoping Porsche can convince the relevant legislators to give the technology the green light.
Thứ Năm, 1 tháng 3, 2012
Renault Clio Gordini RS, Megane GT at Geneva motor show
Renault’s Renaultsport tuning brand is out in force at the 2010 Geneva motor show. While the Megane CC and Wind were unveiled for more mainstream customers, Renault today revealed the new Renaultsport Clio Gordini 200 and a range of GT and GT Line models by tweaked by its in-house tuner.
Anything that involves a Renaultsport Clio is exciting. Tell me about the new Renaultsport Clio Gordini 200 please.
You’ll either love it or hate it. Rather than thoroughly re-engineer the Gordini-badged Renaultsport Clio, the French company has just liberally applied the blue paint. Now many of you will find that sacrilege, but underneath it’s still the dynamically brilliant Clio RS that CAR loves. That means a rev-hungry 2.0-litre engine producing 197bhp and an adjustable chassis. It’s quite possibly the best hot hatch on sale today.
The Gordini tweaks are designed to make the Renaultsport Clio stand out from the crowd: not everyone wants an Alien Green hatch with white Speedline wheels. So the Clio Gordini is Malta Blue with two white stripes, and inside there’s blue and black leather seats, a blue and black leather-trimmed steering wheel, and a few other Gordini-specific visual tweaks. The shaper Cup chassis is an option.
UK sales start this summer but prices have yet to be announced. We say save the money and spend that cash on getting a regular Renaultsport Clio with the Cup chassis, Recaro seats and Speedline wheels. Trust us, it’s a decision you won’t ever regret.
And what about these new Megane models I can see pictures off?
They’re also Renaultsport models: the GT and GT Line cars will be the base of a three-tier RS range, with regular Renaultsport models in the middle and Gordini models at the top.
Initially available across the Megane range (hatch, coupe, Sport Tourer estate and CC) all cars come with new front and rear bumpers, tweaked sports chassis, Megane 250 RS seats, aluminium pedals and carbon interior highlights. GT Line models also gets 17-inch wheels, while GT cars get 18s.
The GT cars are designed to be more exclusive, as some of the chassis components (and the steering wheel) come from the Megane 250, plus they are only available with either the TCe 180 petrol or the dCi 160 diesel engines. The GT Line models are less focussed, coming with the Sport chassis from the Megane Coupe and a number of eco-friendly engines. Both ranges go on sale in the UK this summer.
Anything else?
Yes. Also announced at the 2010 Geneva motor show was Renault’s first dual-clutch gearbox – dubbed EDC for Efficient Dual Clutch – and a bunch of Eco models. All 5 are diesel powered and offer ultra-low CO2 figures: the Twingo is the best, with just 94g/km, the Clio emits 98g/km, and the Megane, Scenic and Laguna Ecos respectively puff out 114, 125 and 122 g/km CO2.
The Paris motor show this autumn will be even bigger for Renault though: it’s then that we should see the first production versions of the electric vehicles due in 2011.
Anything that involves a Renaultsport Clio is exciting. Tell me about the new Renaultsport Clio Gordini 200 please.
You’ll either love it or hate it. Rather than thoroughly re-engineer the Gordini-badged Renaultsport Clio, the French company has just liberally applied the blue paint. Now many of you will find that sacrilege, but underneath it’s still the dynamically brilliant Clio RS that CAR loves. That means a rev-hungry 2.0-litre engine producing 197bhp and an adjustable chassis. It’s quite possibly the best hot hatch on sale today.
The Gordini tweaks are designed to make the Renaultsport Clio stand out from the crowd: not everyone wants an Alien Green hatch with white Speedline wheels. So the Clio Gordini is Malta Blue with two white stripes, and inside there’s blue and black leather seats, a blue and black leather-trimmed steering wheel, and a few other Gordini-specific visual tweaks. The shaper Cup chassis is an option.
UK sales start this summer but prices have yet to be announced. We say save the money and spend that cash on getting a regular Renaultsport Clio with the Cup chassis, Recaro seats and Speedline wheels. Trust us, it’s a decision you won’t ever regret.
And what about these new Megane models I can see pictures off?
They’re also Renaultsport models: the GT and GT Line cars will be the base of a three-tier RS range, with regular Renaultsport models in the middle and Gordini models at the top.
Initially available across the Megane range (hatch, coupe, Sport Tourer estate and CC) all cars come with new front and rear bumpers, tweaked sports chassis, Megane 250 RS seats, aluminium pedals and carbon interior highlights. GT Line models also gets 17-inch wheels, while GT cars get 18s.
The GT cars are designed to be more exclusive, as some of the chassis components (and the steering wheel) come from the Megane 250, plus they are only available with either the TCe 180 petrol or the dCi 160 diesel engines. The GT Line models are less focussed, coming with the Sport chassis from the Megane Coupe and a number of eco-friendly engines. Both ranges go on sale in the UK this summer.
Anything else?
Yes. Also announced at the 2010 Geneva motor show was Renault’s first dual-clutch gearbox – dubbed EDC for Efficient Dual Clutch – and a bunch of Eco models. All 5 are diesel powered and offer ultra-low CO2 figures: the Twingo is the best, with just 94g/km, the Clio emits 98g/km, and the Megane, Scenic and Laguna Ecos respectively puff out 114, 125 and 122 g/km CO2.
The Paris motor show this autumn will be even bigger for Renault though: it’s then that we should see the first production versions of the electric vehicles due in 2011.
Ferrari HY-KERS hybrid (2010) at Geneva motor show
Ferrari today showcased its latest green fuel tech in a new 599 GTB Fiorano concept car dubbed HY-KERS. Maranello announced a five-year eco plan in 2007 when it unveiled the Mille Chili and the HY-KERS is the latest step in the programme.
It's a high-performance supercar to display how frugal consumption and razor-sharp responses can go hand in hand, say the Ferrari engineers.
Ferrari HY-KERS: the detail
The 599 is equipped with a hybrid system claimed to add little extra weight over a conventional V12 599. All the electric gubbins are positioned below the centre of gravity, including the flat lithium ion batteries which sit beneath the floorpan. Ferrari claims the c-of-g is even lower than a regular petrol 599.
How have they achieved such marginal weight gain? Maranello says the new electric motor, generator and batteries are offset by the lack of a traditional starter motor and batteries. The HY-KERS system provides short bursts of extra acceleration when moving from a standstill and overtaking, but can provide full EV capability for short periods.
The electric motor weighs just 40kg and drives through the seven-speed twin-clutch transmission. Ferrari says it aimed to produce one extra horsepower for each kilogram gained in weight, so the e-motor develops more than 100bhp.
Ferrari says that the new direct-injection California and 458 Italia have already cut CO2 emisisons by 30% since 2007.
It's a high-performance supercar to display how frugal consumption and razor-sharp responses can go hand in hand, say the Ferrari engineers.
Ferrari HY-KERS: the detail
The 599 is equipped with a hybrid system claimed to add little extra weight over a conventional V12 599. All the electric gubbins are positioned below the centre of gravity, including the flat lithium ion batteries which sit beneath the floorpan. Ferrari claims the c-of-g is even lower than a regular petrol 599.
How have they achieved such marginal weight gain? Maranello says the new electric motor, generator and batteries are offset by the lack of a traditional starter motor and batteries. The HY-KERS system provides short bursts of extra acceleration when moving from a standstill and overtaking, but can provide full EV capability for short periods.
The electric motor weighs just 40kg and drives through the seven-speed twin-clutch transmission. Ferrari says it aimed to produce one extra horsepower for each kilogram gained in weight, so the e-motor develops more than 100bhp.
Ferrari says that the new direct-injection California and 458 Italia have already cut CO2 emisisons by 30% since 2007.
Seat IBE (2010) at Geneva motor show
Seat's new IBE concept car provided the thrills on the Spanish firm's stand at the 2010 Geneva motor show. Although more about the tech than the design, the IBE does drop a few clues to the next Leon family.
It's based on the running gear of the new Leon and packs a 75kW electric engine capable of daily use around town thanks to lithium ion batteries with 18kWh capacity. The IBE is a classic 2+2 shooting brake design and is teeny tiny; at 3780mm long, it's 10 inches shorter than an Ibiza supermini.
Seat IBE concept car: the electrical gubbins
The IBE packs an electric motor under bonnet driving the front wheels and fed by rear-mounted batteries. The 0-62mph dash takes 9.4sec, thanks to a 1000kg kerbweight designed by Seat dieticians working in collaboration with academics around Spain.
James Muir, president of Seat, said: ‘With the IBE we are demonstrating that, for Seat, electric mobility will always be combined with excellent design and outstanding driving fun. The IBE is in the best Seat tradition of always offering the boldest and most youthful cars in its class. On top of that, our first electric concept car represents the continuation of our strategy for the future.
‘Along with the huge success of the highly efficient Ecomotive models, we are now working intensively on electric mobility; and that includes plug-in hybrid drive, as well as an all-electric vehicle.’
It's based on the running gear of the new Leon and packs a 75kW electric engine capable of daily use around town thanks to lithium ion batteries with 18kWh capacity. The IBE is a classic 2+2 shooting brake design and is teeny tiny; at 3780mm long, it's 10 inches shorter than an Ibiza supermini.
Seat IBE concept car: the electrical gubbins
The IBE packs an electric motor under bonnet driving the front wheels and fed by rear-mounted batteries. The 0-62mph dash takes 9.4sec, thanks to a 1000kg kerbweight designed by Seat dieticians working in collaboration with academics around Spain.
James Muir, president of Seat, said: ‘With the IBE we are demonstrating that, for Seat, electric mobility will always be combined with excellent design and outstanding driving fun. The IBE is in the best Seat tradition of always offering the boldest and most youthful cars in its class. On top of that, our first electric concept car represents the continuation of our strategy for the future.
‘Along with the huge success of the highly efficient Ecomotive models, we are now working intensively on electric mobility; and that includes plug-in hybrid drive, as well as an all-electric vehicle.’
Mercedes E300 Bluetec Hybrid (2010) at Geneva motor show
Mercedes unveiled its first ever diesel hybrid at the 2010 Geneva motor, along with a Bluetec version of its ageing Geländewagen and an SLS AMG supercar decked out in full F1 safety car spec.
Does the Mercedes diesel hybrid achieve some incredible figures?
They’re pretty good. The E300 Bluetec Hybrid features Merc’s 201bhp twin-turbo, 2.1-litre four-pot, with a 15kW electric motor positioned between it and the seven-speed auto ‘box. The motor is powerful enough for electric-only driving, the claimed figures are 68.9mpg and 109g/km CO2, and sales start at the end of 2011.
What about this Bluetec G-class?
It’s hardly a showstopper, but Mercedes has outfitted its ancient 4x4 with its state-of-the-art NOx battling tech. The engine itself is hardly the most powerful (208bhp) but there is 398lb ft produced from 1600 to 2400rpm, and NOx emissions are cut by around 50%.
If diesels aren’t your thing then Mercedes also has the SLS AMG on display, and in full 2010 F1 safety car-spec. The 6.2-litre V8 is unchanged, but there is a ‘aerodynamically optimised light bar incorporating LED technology’ complete with TV camera. If Merc can’t lock out the front row with Messrs Schumacher, Button and Hamilton, then at least they’ll be one three-pointed star leading the field on a few occasions.
Does the Mercedes diesel hybrid achieve some incredible figures?
They’re pretty good. The E300 Bluetec Hybrid features Merc’s 201bhp twin-turbo, 2.1-litre four-pot, with a 15kW electric motor positioned between it and the seven-speed auto ‘box. The motor is powerful enough for electric-only driving, the claimed figures are 68.9mpg and 109g/km CO2, and sales start at the end of 2011.
What about this Bluetec G-class?
It’s hardly a showstopper, but Mercedes has outfitted its ancient 4x4 with its state-of-the-art NOx battling tech. The engine itself is hardly the most powerful (208bhp) but there is 398lb ft produced from 1600 to 2400rpm, and NOx emissions are cut by around 50%.
If diesels aren’t your thing then Mercedes also has the SLS AMG on display, and in full 2010 F1 safety car-spec. The 6.2-litre V8 is unchanged, but there is a ‘aerodynamically optimised light bar incorporating LED technology’ complete with TV camera. If Merc can’t lock out the front row with Messrs Schumacher, Button and Hamilton, then at least they’ll be one three-pointed star leading the field on a few occasions.
Infiniti's new M and hybrids at Geneva motor show
Infiniti, Nissan’s upmarket wing, can finally have a serious stab at the European luxury car gaems market after launching its Renault-based turbodiesel V6. Its pleasingly idiosyncratic range of cars – ultra modern, finely crafted and mostly fun to drive – have been hamstrung in the showrooms by a range of V6 and V8 petrol engines which have been designed for customers in Los Angeles or Boston, not London or Berlin. Of a diesel, there has been no sign. Until now.
New M Line takes on 5-series and E-class
The Japanese maker also launched its handsome new M Line saloon at Geneva, a swoopy curvy E-class or 5-series rival that boasts excellent space and a stylish cabin. The new 238bhp V6 diesel will naturally be the big seller – although actual Euro volumes, from this budding brand, are still tiny. The big news at Geneva was its hybrid engine.
This is the first hybrid powertrain developed by Nissan – previous US-focused Nissan hybrids have been licensed from Toyota – and there are a number of technical improvements compared with the competitor Lexus GS hybrid. The whole hybrid unit is more compact – not least because it uses one electric engine, not two – and lighter (by 30 kg). Its lithium ion batteries are also more compact than the Lexus’s nickel metal hydride units and, says Infiniti, will last longer. Their compactness means boot space, in the hybrid M, is still generous. Rear leg room is positively capacious, close to class best.
Infinitis are supposed to be sporty cars. Is the M hybrid a slug or a sportster?
As Infinitis are performance biased, the hybrid is more sports saloon than street slacker: 0-60 in 6.0 seconds, and it can do 62mph in electric drive alone. The seven-speed dual clutch semi-auto box removes the torque converter, helping throttle response. Even in electric mode, it drives through the seven-speed ‘box, so you can play with the paddles even when you’re purring on battery power.
The hybrid is clearly aimed at the US, easily Infiniti’s biggest market, but even in diesel-obsessed Europe, bosses expect the hybrid to account for a third of M sales.
New M Line takes on 5-series and E-class
The Japanese maker also launched its handsome new M Line saloon at Geneva, a swoopy curvy E-class or 5-series rival that boasts excellent space and a stylish cabin. The new 238bhp V6 diesel will naturally be the big seller – although actual Euro volumes, from this budding brand, are still tiny. The big news at Geneva was its hybrid engine.
This is the first hybrid powertrain developed by Nissan – previous US-focused Nissan hybrids have been licensed from Toyota – and there are a number of technical improvements compared with the competitor Lexus GS hybrid. The whole hybrid unit is more compact – not least because it uses one electric engine, not two – and lighter (by 30 kg). Its lithium ion batteries are also more compact than the Lexus’s nickel metal hydride units and, says Infiniti, will last longer. Their compactness means boot space, in the hybrid M, is still generous. Rear leg room is positively capacious, close to class best.
Infinitis are supposed to be sporty cars. Is the M hybrid a slug or a sportster?
As Infinitis are performance biased, the hybrid is more sports saloon than street slacker: 0-60 in 6.0 seconds, and it can do 62mph in electric drive alone. The seven-speed dual clutch semi-auto box removes the torque converter, helping throttle response. Even in electric mode, it drives through the seven-speed ‘box, so you can play with the paddles even when you’re purring on battery power.
The hybrid is clearly aimed at the US, easily Infiniti’s biggest market, but even in diesel-obsessed Europe, bosses expect the hybrid to account for a third of M sales.
Bertone Pandion (2010) at Geneva motor show
You can see the Bertone Pandion from almost anywhere within the giant halls at the 2010 Geneva motor show. It might be low and sleek, but the rear-hinged scissor doors run almost the entire length of the car and stand over 3.6 metres high when open. It’s quite a sight.
What is the Bertone Pandion?
Underneath it’s an Alfa Romeo 8C Competizione – complete with a 444bhp 4.7-litre V8 engine – but the body and interior are the work of Italian design house Bertone, which built the car to celebrate Alfa’s 100th birthday.
Not all of you may be sold of the looks of the Pandion (Bertone calls its aggressive yet beautiful) and we’re not sure there are many ways to improve on the 8C. It’s the detailing that stands out though, including those doors; the Pandion moniker comes from Pandion Haliaetus – the scientific name for an Osprey – and designer Mike Robinson and his team drew inspiration from the hawk’s wings to create the incredible doors. That’s not the best part of the Pandion; the most incredible features are the thousands of tiny intertwined blades in the front and rear grilles.
The Osprey’s facial features were also copied to create the Pandion’s angular nose, but while the front of the Bertone concept car is supposed to be evocative, the rear is abrupt. Robinson calls the contrasting design Skin and Flame, a play on Alfa’s badge: the snake in the logo is beautiful, flowing and full of emotion, but the cross is organic, sharp and structural. The tail lights are made from the intertwined blades, but disappear when turned off. Unfortunately there are no production plans.
What is the Bertone Pandion?
Underneath it’s an Alfa Romeo 8C Competizione – complete with a 444bhp 4.7-litre V8 engine – but the body and interior are the work of Italian design house Bertone, which built the car to celebrate Alfa’s 100th birthday.
Not all of you may be sold of the looks of the Pandion (Bertone calls its aggressive yet beautiful) and we’re not sure there are many ways to improve on the 8C. It’s the detailing that stands out though, including those doors; the Pandion moniker comes from Pandion Haliaetus – the scientific name for an Osprey – and designer Mike Robinson and his team drew inspiration from the hawk’s wings to create the incredible doors. That’s not the best part of the Pandion; the most incredible features are the thousands of tiny intertwined blades in the front and rear grilles.
The Osprey’s facial features were also copied to create the Pandion’s angular nose, but while the front of the Bertone concept car is supposed to be evocative, the rear is abrupt. Robinson calls the contrasting design Skin and Flame, a play on Alfa’s badge: the snake in the logo is beautiful, flowing and full of emotion, but the cross is organic, sharp and structural. The tail lights are made from the intertwined blades, but disappear when turned off. Unfortunately there are no production plans.
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