Isn’t that last year’s Proceed concept car?
No, but you’re on the right lines. Our first glimpse of the Ceed was the Proceed concept, a sharp-looking three-door with hints of Audi A3 in the styling. But when the production car appeared it had morphed into a slightly less interesting five-door on wheels the size of a CD. The good news is that a year on, the concept finally made it to production as the three-door Ceed which is unveiled at the Frankfurt Motor Show next month. Kia insists on calling it the pro_cee'd but CAR won't pander: it's the Proceed as far as we're concerned.
So what’s different apart from the number of doors?
More than you might think. Because while the 2650mm wheelbase is retained, the nose is 10mm longer, the grille shallower and the bumper, headlamps and air intake are all different. Move to the side and you’ll notice that the windscreen is actually shallower than the five-door’s and the overall height chopped by 30mm. Obviously the doors are longer to allow access to the rear but belt- and swagelines are both more aggressive to bolster the three-door’s sporty credentials. At the rear there's a pronounced chrome tailpipe for the exhaust and an optional Sports Pack brings 17-inch alloys and stiffer dampers.
Thứ Bảy, 3 tháng 3, 2012
Ford Verve concept (2007): first official pictures
The new Fiesta? You're having a laugh, aren't you?
The Verve – due to be unveiled at the Frankfurt Motor Show – signposts Ford’s fresh design direction for next year’s new Fiesta. It's the next step in Ford's kinetic design theme we’ve already seen in the S-Max and Mondeo. So is it really the new Fiesta with a nifty paintjob, some big wheels and some Prada-inspired upholstery fabric? 'There’s much less of a design jump between what you see here and what will arrive in dealers next year,' says Martin Smith, Ford’s European design boss, and the man behind the Verve. Much less than there was between the Iosis and Mondeo. 'It’s truer to the final product than Iosis and Iosis X were.' Which is as close to a yes as you’ll get from a designer.
It looks fantastic for a Fiesta!
Yup, the Verve is drop-dead gorgeous, full of athletic attitude and with a you-want-some stance. It sits on the same-length wheelbase as the current Fiesta but its visual maturity and sophistication make it look longer, lower and sleeker. From that basking shark grille, over its chunky clamshell bonnet, along its integrated headlamps, through its fast windscreen, along its creased doors and round to that clean and tidy rear, the Verve is distinctive and desirable – the very antithesis of the current Fiesta.
The Verve – due to be unveiled at the Frankfurt Motor Show – signposts Ford’s fresh design direction for next year’s new Fiesta. It's the next step in Ford's kinetic design theme we’ve already seen in the S-Max and Mondeo. So is it really the new Fiesta with a nifty paintjob, some big wheels and some Prada-inspired upholstery fabric? 'There’s much less of a design jump between what you see here and what will arrive in dealers next year,' says Martin Smith, Ford’s European design boss, and the man behind the Verve. Much less than there was between the Iosis and Mondeo. 'It’s truer to the final product than Iosis and Iosis X were.' Which is as close to a yes as you’ll get from a designer.
It looks fantastic for a Fiesta!
Yup, the Verve is drop-dead gorgeous, full of athletic attitude and with a you-want-some stance. It sits on the same-length wheelbase as the current Fiesta but its visual maturity and sophistication make it look longer, lower and sleeker. From that basking shark grille, over its chunky clamshell bonnet, along its integrated headlamps, through its fast windscreen, along its creased doors and round to that clean and tidy rear, the Verve is distinctive and desirable – the very antithesis of the current Fiesta.
Dodge Journey (2007): first official pictures
The Dodge Journey. Don't tell me... it's the start of a new journey for the fledgling cars games maker?
It certainly is. It's apt that the newly independent Dodge, and sister brands Chrysler and Jeep, have only just broken from the shackles of the DaimlerChrysler partnership and their first new product is the Journey MPV/hatch. It's designed to replace the Voyager in the UK, which is being abandoned as Chrysler will henceforth import only the bigger Grand Voyager. Dodge suits talk up the Journey as a new type of vehicle (surprise surprise), a crossover stealing the best bits of MPVs, hatchbacks and - you guessed it - SUVs. Think of it as a chunkier Ford S-Max rival.
So what's underneath the Journey?
The Journey will be Dodge-branded only and is based on the Avenger saloon, so comes with that car's 2.4-litre petrol and VW-sourced 2.0-litre diesel. The wheelbase of the platform is 124mm longer than on the Avenger, to free up more space for bodies and baggage. Both powertrains will be available with a manual or auto gearbox, all driving the front wheels.
It certainly is. It's apt that the newly independent Dodge, and sister brands Chrysler and Jeep, have only just broken from the shackles of the DaimlerChrysler partnership and their first new product is the Journey MPV/hatch. It's designed to replace the Voyager in the UK, which is being abandoned as Chrysler will henceforth import only the bigger Grand Voyager. Dodge suits talk up the Journey as a new type of vehicle (surprise surprise), a crossover stealing the best bits of MPVs, hatchbacks and - you guessed it - SUVs. Think of it as a chunkier Ford S-Max rival.
So what's underneath the Journey?
The Journey will be Dodge-branded only and is based on the Avenger saloon, so comes with that car's 2.4-litre petrol and VW-sourced 2.0-litre diesel. The wheelbase of the platform is 124mm longer than on the Avenger, to free up more space for bodies and baggage. Both powertrains will be available with a manual or auto gearbox, all driving the front wheels.
Maserati Quattroporte Sport GT S (2007): first official pictures
The Maserati Quattroporte Sport GT S. A bit of a mouthful?
It is, but Quattroporte sounds better than ‘four-door’ - which is the literal translation - and when the whole thing is said in an Italian accent then there are few more evocative names on the market. Add Sport GT S to that and you’re now looking at the most focused Quattroporte yet. The Quattroporte Sport GT S (and no, I’m not paid by the word) builds on the Sport GT package but takes this saloon one sporting step further. The Italian company, which turned a profit this year for the first time in 17 years of Fiat ownership, claims the car is designed to provide ‘exceptional dynamic behaviour and uncompromised handling’. Having said that, the Quattroporte will only come with the six-speed automatic transmission that appeared at the start of 2007.
So what are the changes to make this the most sporting Quattroporte yet?
First up are new fixed dampers, doing away with the adaptive Skyhook system. The Sport GT S also sits 10mm lower at the front and 25mm at the rear than the non-S version to benefit the handling and the car's appearance. And just below the suspension are so-called ‘co-fusional brakes’. The discs - co-developed with Brembo - are made of iron and aluminium and are supposed to increase both brake feel and resistance to fade. Clamping these up-front are new six-piston callipers.
It is, but Quattroporte sounds better than ‘four-door’ - which is the literal translation - and when the whole thing is said in an Italian accent then there are few more evocative names on the market. Add Sport GT S to that and you’re now looking at the most focused Quattroporte yet. The Quattroporte Sport GT S (and no, I’m not paid by the word) builds on the Sport GT package but takes this saloon one sporting step further. The Italian company, which turned a profit this year for the first time in 17 years of Fiat ownership, claims the car is designed to provide ‘exceptional dynamic behaviour and uncompromised handling’. Having said that, the Quattroporte will only come with the six-speed automatic transmission that appeared at the start of 2007.
So what are the changes to make this the most sporting Quattroporte yet?
First up are new fixed dampers, doing away with the adaptive Skyhook system. The Sport GT S also sits 10mm lower at the front and 25mm at the rear than the non-S version to benefit the handling and the car's appearance. And just below the suspension are so-called ‘co-fusional brakes’. The discs - co-developed with Brembo - are made of iron and aluminium and are supposed to increase both brake feel and resistance to fade. Clamping these up-front are new six-piston callipers.
Jaguar XF (2007): first official news and photos
Jaguar XF: everything you need to know
It's been a long time coming. Eight years late, some would say. For it was in 1999 that Jaguar launched the S-type, its new mid-sized executive saloon to battle the Teutonic might of the 5-series/A6/E-class. From day one, the S was saddled with yesteryear looks that owed more to Jag's 1950s past than the new millennium marketplace it was joining. Sensibly, Jaguar has gone back to the drawing board with its successor, unveiled today. The XF marks such a departure for the Coventry firm that it's ditched the olde-worlde name to reflect the next chapter of Jaguar design. And this is a radical change. Out go the S-type's awkwardly retro nose, saggy bottom and unhappy proportions, to be replaced by something immediately different, more modern. Some insiders call it a Marmite design - one whose flavour you'll either love or hate.
It looks more like a Ford/Aston Martin hybrid from up here!
Be prepared to be surprised - shocked even - when you first clap eyes on an XF. It is different to any Jaguar you've seen before. The boot no longer tapers down at the rear, as Jag saloons have done for so long - it's a wedgy, rising lid-line, to the benefit of aerodynamics. Note also the steep rake of the front and rear windscreens - the back window is as steeply angled as that on an XK coupe, incidentally. Small wonder it cleaves the air so efficiently, with a drag coefficient of just 0.29. There's more sharp edge and wedge everywhere, and less of the rounded radii that made the S-type look out of date before it had even gone on sale. Is there a hint of the Ford group's Mondeo around the rear haunch (above)? Maybe, but the slick and modern rear three-quarters is one of the best angles on the new XF.
It's been a long time coming. Eight years late, some would say. For it was in 1999 that Jaguar launched the S-type, its new mid-sized executive saloon to battle the Teutonic might of the 5-series/A6/E-class. From day one, the S was saddled with yesteryear looks that owed more to Jag's 1950s past than the new millennium marketplace it was joining. Sensibly, Jaguar has gone back to the drawing board with its successor, unveiled today. The XF marks such a departure for the Coventry firm that it's ditched the olde-worlde name to reflect the next chapter of Jaguar design. And this is a radical change. Out go the S-type's awkwardly retro nose, saggy bottom and unhappy proportions, to be replaced by something immediately different, more modern. Some insiders call it a Marmite design - one whose flavour you'll either love or hate.
It looks more like a Ford/Aston Martin hybrid from up here!
Be prepared to be surprised - shocked even - when you first clap eyes on an XF. It is different to any Jaguar you've seen before. The boot no longer tapers down at the rear, as Jag saloons have done for so long - it's a wedgy, rising lid-line, to the benefit of aerodynamics. Note also the steep rake of the front and rear windscreens - the back window is as steeply angled as that on an XK coupe, incidentally. Small wonder it cleaves the air so efficiently, with a drag coefficient of just 0.29. There's more sharp edge and wedge everywhere, and less of the rounded radii that made the S-type look out of date before it had even gone on sale. Is there a hint of the Ford group's Mondeo around the rear haunch (above)? Maybe, but the slick and modern rear three-quarters is one of the best angles on the new XF.
Jag designer Ian Callum on the XF
CAR: Tell us how important the XF is for Jaguar
IAN CALLUM: ‘At the risk of sounding immodest, it’s the most important new car for us since the 1968 XJ6. That car for me was a real benchmark. It set the Jaguar identity arguably until the present day. But the ’68 XJ was not immediately accepted by the purists. There was a little scepticism at first. ‘I want a reaction to the XF. I want people to like it – that’s the aim of any product – like it enough to buy it. But if I get a lot of hate mail saying this is not a proper Jaguar, I am happy with that.’
CAR: How much risk were you prepared to take with the XF? You must have been worried about it alienating buyers?
IAN CALLUM: ‘Any change is risky but this is a calculated risk. Some people will take it as being too bold. But I remember a leading captain of industry walking past the concept car at Detroit, saying “that’s much too modern”. I thought that was great! ‘People are more open to change and understand design nowadays. They have a much more astute understanding of design than they did 10 or 20 years ago. ‘There was an understanding when I arrived at Jaguar seven years ago that change had to happen. I was pushing an open door. I get a little bit miffed when people suggest that the powers that be were holding us back. They were not.’
IAN CALLUM: ‘At the risk of sounding immodest, it’s the most important new car for us since the 1968 XJ6. That car for me was a real benchmark. It set the Jaguar identity arguably until the present day. But the ’68 XJ was not immediately accepted by the purists. There was a little scepticism at first. ‘I want a reaction to the XF. I want people to like it – that’s the aim of any product – like it enough to buy it. But if I get a lot of hate mail saying this is not a proper Jaguar, I am happy with that.’
CAR: How much risk were you prepared to take with the XF? You must have been worried about it alienating buyers?
IAN CALLUM: ‘Any change is risky but this is a calculated risk. Some people will take it as being too bold. But I remember a leading captain of industry walking past the concept car at Detroit, saying “that’s much too modern”. I thought that was great! ‘People are more open to change and understand design nowadays. They have a much more astute understanding of design than they did 10 or 20 years ago. ‘There was an understanding when I arrived at Jaguar seven years ago that change had to happen. I was pushing an open door. I get a little bit miffed when people suggest that the powers that be were holding us back. They were not.’
Nissan Mixim concept (2007): first official pictures
Nissan Mixim: the lowdown
This outlandish electric sports car will form the centrepiece of Nissan's Frankfurt Motor Show stand. As you can tell from its squashed insect looks, the Mixim is no production car in prick-tease show-off mode. This is a far-flung fantasy on the long-distance radar of Nissan's product planners. Now we've cleared that up, what's the point of the Mixim? Pay less attention to the outlandish looks and concentrate on the tech. This car is small and is built to showcase Nissan's packaging know-how and its burgeoning clean-fuels tech.
So it's yet another eco concept that'll never see the light of day? How disapointing...
The Mixim showcases Nissan's electric motor/generator powertrain, with one motor up front and one aft driving the rear wheels, and uses lithium ion batteries to store the power. With those two motors, it's obviously four-wheel drive. Nissan has yet to announce full details for how the Mixim's powertrain works, but we are told that it weighs a modest 950kg which should endow it with reasonable performance for a small sports coupe.
This outlandish electric sports car will form the centrepiece of Nissan's Frankfurt Motor Show stand. As you can tell from its squashed insect looks, the Mixim is no production car in prick-tease show-off mode. This is a far-flung fantasy on the long-distance radar of Nissan's product planners. Now we've cleared that up, what's the point of the Mixim? Pay less attention to the outlandish looks and concentrate on the tech. This car is small and is built to showcase Nissan's packaging know-how and its burgeoning clean-fuels tech.
So it's yet another eco concept that'll never see the light of day? How disapointing...
The Mixim showcases Nissan's electric motor/generator powertrain, with one motor up front and one aft driving the rear wheels, and uses lithium ion batteries to store the power. With those two motors, it's obviously four-wheel drive. Nissan has yet to announce full details for how the Mixim's powertrain works, but we are told that it weighs a modest 950kg which should endow it with reasonable performance for a small sports coupe.
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