Hyundai HCD8 concept

Hyundai’s new $30 million Irvine design studio showed a new 2+2 coupe concept finished in a vibrant new colour – Ballistic Yellow.

Based on the Tiburon platform, the designers pushed the front axle forward 100mm to get a more classic stance for the concept and improve access for rear passengers.

“We wanted to use simple and elegant surfaces, a little less romantic than current Hyundais” explains Chief Designer Joel Piaskowski. “This is a car for professionals who are passionate about transportation”. The result combines a very muscular, solid form, relieved by sharp crease lines on the lower bodyside and fender tops. The front face is based on the Elantra ‘frown’ expression, but updated and pushed more aggressive.

The interior is finished in light grey accented with wood and aluminium and features wood flooring. Dimensions are: length 4326mm, width 1822mm, height 1340mm, wheelbase 2633mm

Changan Xingqing concept

Xingqing, which means ‘clear sky', was inspired by the romantic atmosphere which fills people when looking up to the sky and seeing the stars on a clear night. Measuring at 3500mm x 16500mm x 1550mm on a 2365mm wheelbase, this entry level compact minivan CUV is targeted at young urban professionals, whom the company would describe as "using this car to commute during weekdays, as well as enjoying the outdoor life on the weekend."

Styled in Italy, the Xingqing concept and the theme is much like that of the Fiat Multipla from more than a decade ago, focusing on interior functionality and the user interface of the driver and passengers, more than flashy exterior styling. While this is a compact mini, seating arrangement allows up to five adult passengers and their luggage as well.

The simple and almost ‘abstract' interior surprised many, with almost no details apart from the steering wheel visible around the cluster and the center console. Overall use of the interior space was equally impressive with functions such as a fully opening tailgate which effectively turns into a tent, fold-and-dive rear seat, and a B-pillarless clamshell door allowing for easy ingress/egress and to load large equipment.

The exterior design, which in effect was styled to support the interior functionality, has its share of strong characteristics. The overall form of the vehicle is a one-box minivan with excellent stance. Details such as the headlamp located around the A-pillars, clever use of the orange and black two-tone around the sill area to create dynamic stance, and a Y-shaped front grille were all executed well.

While a vehicle such as this won't have much chance of making it out of the auto show display booth, the Xingqing concept definitely was a pleasant surprise to many with clever ideas and well-resolved design.

Volkswagen Neeza concept

The only foreign manufacturer to display a concept car at Auto China 2006 was Volkswagen, unveiling the Neeza crossover concept. As one of the first major overseas manufacturers to enter the Chinese market more than 20 years ago, it's evident that Volkswagen is again intent on leading the motoring trend in China by displaying a Coupe/Wagon CUV, with strong Chinese automotive styling flavor. Built on an extended A-platform - as used on the VW Concept A and Golf - Neeza was developed by the local VW design studio in Shanghai.

The name Neeza comes from a Chinese folk tale of a little boy named Ne-Zha, who fought against the evil spirits with magic weapons, and VW claims "His unequalled will, his youthful and foresighted spirit and courage reflect the idea hidden behind the character and the name of the concept"

Overall styling is sleek and extremely fast, with the proportion deceiving many people to a point where, until the unveiling of the vehicle on Saturday, many automotive designers actually thought Neeza was the brother version of the Audi Q7. However the Neeza is much smaller, lower and sleeker than the Q7, and displays virtually no characteristics of an SUV.

Clad in a Flame Red body color, its proportion is very well resolved. And much like recent Volkswagen concepts, Neeza also displays restrained details where it makes clear that designers were intent on showing the overall surfacing of the vehicle, more so than the details. Apart from the front lower grille displaying the flowing ‘Oriental' line, they have managed exceptionally well in letting the details support rather than dominate the overall styling.

What would have been a fine concept car was let down somewhat by the overall interior design, with an impression that the interior was almost an afterthought in the overall design process. The door trims and dashboard lacked the exaggerated tension, volumes and refined details that you would expect from a concept car.

While there has been no official response from VW regarding future production plans, Neeza indicates we should expect a bright future for the region's automotive design in the future.

2008 Mercedes-Benz C-Class

The Mercedes-Benz C-Class has been re-invented seven years after its predecessor was introduced. The third-generation C-Class sedan was unveiled Jan. 18 at a gala presentation in Stuttgart, where it could stand alone in the spotlight, out of the shadows of the numerous unveilings the previous week in Detroit. We won’t drive the car until it’s on display at the Geneva show in March.

The new C takes on a sportier slant with a contemporary design, revised rear-drive underpinnings and more powerful and efficient gasoline engines. Development was aided by an industry-first usage of a complete digital prototype; the earliest mechanical prototypes were sufficiently advanced to begin a 15-million-mile on-road testing program without unduly prolonging the development stage.

As a direct rival to the BMW 3 Series and the Audi A4, the new four-door already appears more competitive than today’s model, which was hampered by quality issues before a facelift in 2003. Mercedes engineers are confident that their long on-road testing program ironed out any such glitches in the new model. That’s important because in the U.S. market, German cars aren’t the only challenge: the Lexus IS, Infiniti G and Cadillac CTS are particularly strong contenders in the rear-drive premium compact segment.

Mercedes-Benz regards the launch of the car as a new beginning and aims the latest C-Class at a younger audience—buyers’ average age had crept up steadily since it was introduced in 1993 as a replacement for the smaller 190E, the “baby Benz,” introduced in 1982. And yet traditionalists are recognized, too—this is the first Mercedes-Benz car that distinguishes between models by using entirely different front-end styling. The Luxury version (called Elegance in Europe) has a traditional M-B grille and standup hood ornament, much like the flagship S-Class sedan’s, while the Sport (Avantgarde in Europe) carries its three-pointed star in the center of the grille. Mercedes notes that this has been the practice with its roadsters and coupes in the past and makes the sporting connection, though the star-in-grille motif also appears on the U.S.-built ML-, GL- and R-Classes.

2007 Ford Mondeo

Ford Taurus and Ford Mondeo are two names rarely written in the same sentence. So it must be an accident of fate that Ford’s most significant sedan nameplates on opposite sides of the Atlantic are being revitalized in the space of a week. While the Taurus was the car that saved Ford Division in the mid 1980s, the sharp-handling Mondeo did the same for struggling Ford Europe a decade later.

Ford has provided this preview of its third-generation Mondeo ahead of the car’s public premiere at the Geneva show in March. And though Ford’s position in Europe is much stronger than it was in 1993, the Mondeo still has to make a big impact in keeping with its role as the company’s third best-seller in Europe, behind the Focus and Fiesta.

The main challenge for the new Mondeo is to claw back sales in a market segment shrinking as Europeans shift allegiance to upmarket models like the Audi A4, BMW 3 Series and Mercedes-Benz C-Class. As an illustration of this fundamental shift in European tastes, just look at the comparative sales figures: Last year (admittedly the last year of production for the second-gen model), Mondeo sold 142,800 cars in Europe; the 3 Series 287,704. In its heyday in the mid-1990s the Mondeo outsold the 3 Series three to two on average.

Acknowledging this new competition, Ford has put a stronger emphasis on design with the new Mondeo, the new model clothed in “kinetic design” body panels, as seen on the Iosis concept, Galaxy minivan and S-Max crossover, Europe’s Car of the Year.
Under the skin is an all-new platform, called EU-CD, that’s also the basis for the minivan and crossover, but more significantly shares technology with the Volvo S80/V70 and Land Rover Freelander to cut costs.

Bigger, wider and higher than the outgoing Mondeo, Ford’s midsize sedan fights back with a combination of more space allied to a sharp-driving, yet compliant-riding chassis, previously the Mondeo’s main competitive edge.

A 2.5-liter 220-hp turbocharged five-cylinder borrowed from Volvo is the performance flagship in a seven-engine range featuring three diesel and four gasoline engines.

If the car ever ventured into the U.S., the 2.5-cylinder, along with the 2.3-liter 161-hp four mated to a six-speed auto transaxle, would be the likely choices.

At this moment, though, a Mondeo for the U.S. is only a pipe dream. Although new Ford CEO Alan Mulally has made encouraging noises, there are practical difficulties: Meeting U.S. crash and exhaust emission regulations; fitting the Mondeo into the range alongside the similar-sized Fusion/Milan; and making a profit in America on a car built in Europe when the exchange rate makes $1 worth only 0.77 Euros.

The smart money is on the next-generation Fusion to merge with the Mondeo program, forming a common platform that can be built and sold worldwide.

Audi’s 6-Shooter

Audi’s answer to BMW’s big 6 Series coupe breaks cover next month in Geneva, wearing the A5 designation and styling reminiscent of the Nuvolari Quattro concept that Audi revealed in Geneva in 2003.

The more potent 4.2-liter 354-hp V8-equipped S5, capable of sprinting from 0 to 60 mph in about 5.0 seconds, also debuts at Geneva.
Audi designed and all-new chassis and specific suspension components for the four-seater, and increased steering response by revising the steering rack and installing it ahead of the front axle line.

S5 gets stiffer suspension tuning, more powerful brakes and 18-inch wheels. Visually, the S5 enjoys specific front and rear bumpers, dual exhaust and a larger rear spoiler.
U.S. sales of the 2008 A5 and S5 begin in November with the 3.2-liter, 265-hp V6 as the primary A5 engine offering. Both models launch with six-speed manual transmissions with six-speed automatics appearing three months later for the A5 and six months later in the S5. Although front drive is available in Europe, all U.S. models come equipped with quattro all-wheel-drive.European sales of the big coupe begin in June, where buyers will have a range of powerplant choices, including 1.8-liter 170-hp turbocharged four and 3.2-liter 265-hp V6 gasoline offerings, and a pair of diesel engines.

2007 Volkswagen Eos

The new Volkswagen Eos seats four in a tightly efficient body and has a convertible hardtop that stows itself securely in the trunk in about 25 seconds. Is that enough to make the car a success?

Maybe in Europe, where even secretaries drive SLKs. And maybe here, too, since the Eos does what no other entry in its class can. True, there are plenty of four-seat convertibles here, from the Audi A4 to the Volvo C70—a good 10 in all. And there are hardtop convertibles, too, though only the Volvo seats four. So what does the Eos have that the C70 doesn’t? The VW’s five-piece convertible hardtop sports a fully opening sunroof.

Will America care? In the past it has. The Eos should appeal to the same audience that bought tens of thousands of the old VW Cabrios, a model discontinued about four years ago. This new car is far stiffer and doesn’t require that big basket-handle roll hoop to both hold it together and protect passengers in the event of a rollover (there are pop-up roll hoops behind the rear seats in Eos).The convertible gets its stiffness from an increased use of hot-stamping in the A-pillar and in other crucial frame locations. Using steel so hard it would dent a normal sheetmetal press, VW heats the material to soften it, then whomps it into shape.

Hot-stamped parts are found mostly in the middle section of Eos, which not only supports a roofless structure, but is a distinctive feature from the Golf and Passat parts that make up most of the rest of the car.

Both engines are from the worldwide mix of Golf and Passat powertrains—the 2.0-liter, 200-hp FSI turbo and 3.2-liter, 250-hp V6. Because the engines fit in a Golf, the front of the car is also Golf-derived. The suspension links are from the Passat. So what you get is a sort of wide-track Golf sans roof, though the line between Passat, Golf and Eos is further blurred once you start looking under the car.

2007 Jeep Wrangler Rubicon

The Jeep Wrangler teetered on the cliff’s edge, its nose dangling over one boulder and aiming squarely at a mountain’s worth more. A few folks had scattered around the steep, 90-degree right-hander the Wrangler had just shot through—or, rather, over—variously pointing, crouching or standing with hands on hips, apparently trying to deduce the best way to get the trucklet back on all fours. No one looked overly concerned—at least the concern was not tangible from the vantage point a couple of hundred feet below.

The radio crackled, the first signs of a solution making its way down the hill in staccato syllables, something about ropes and rigging and winches. We’d be there for a while.

The early morning trek up the Chendeni hills of Zambia’s South Luangwa National Park challenged even the most seasoned off-road drivers in the convoy, including the trail guides whose résumés boast a combined 28 years of Camel Trophy experience. Every few feet of the climb required dipping into the Wrangler’s bag of rock-climbing tricks: working the transfer case; locking the front differential, the rear or both; disconnecting the sway bars to maximize wheel travel; or simply allowing the Jeep to creep along, feet off pedals, in “tick over” mode. Most stretches called for some combination thereof.

The steepest, most boulder-strewn sections of the freshly blazed trail called for locked diffs; for the Rubicons that made up the group, that meant standard Tru-Lock differentials and their rock-crunching 4.10 axles. Dash-mounted toggles made easy work of activating the Tru-Locks, but complicating the process was that little of the trail headed in a straight line for long. Every few feet, a sharp, tight turn would interrupt the ascent, requiring disengaging the differential locks, cranking down hard on the steering wheel and simply letting the 4:1 low range of the upgraded Rock-Trac four-wheel-drive system do its thing, the standard 32-inch BFGoodrich tires chewing at whatever they could for grip. When the way still proved too difficult, the locks would get switched on again as soon as the Jeep managed anything close to a wheels-straight-ahead bearing. The whole process made for a slow—but altogether impressive—go of it.

Chevy Trucks

Your family’s safety matters. Whether it’s a short errand around town, car-pooling, or a cross-country road trip, Chevrolet is committed to keeping you and your family safe — from the start of your journey to your destination. That commitment begins long before you take your family on the road, with Chevrolet and General Motors continuously striving to improve the crashworthiness and crash avoidance of its vehicles.

Since the early 1900s, GM has paved the way with vehicle safety innovations. And, in 1924, it unveiled the industry’s first automotive proving ground that remains the site of ongoing vehicle safety development, enhancements and testing. From conducting the first vehicle rollover test to developing the first electric headlamp and using shatterproof laminated glass throughout the vehicle to introducing the first active front-seat head restraint system, GM has remained on the cutting edge. In addition, it has a long history of supporting child passenger safety — from developing some of the first child-size dummies used in crash testing to creating technology to help kids from accidentally getting trapped in the trunk of a car.

That’s why many Chevy vehicles built today come with a comprehensive list of safety and security features to help keep you and your family safe before, during and, thanks to OnStar, following a collision. See below to learn more.

America car donation center

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2007 Porsche 911 Targa

Porsche has side-stepped tradition with the 2007 911 Targa, providing the new model with standard all-wheel drive for the first time since its 1966 debut.

Planned for a world debut at September's Paris motor show, the 997-based Targa goes on sale in the U.S. in November. Targa 4 will carry a starting sticker of $86,495, while the higher-powered Targa 4S will start at $96,695 (both prices include a $795 destination charge).

Based on the same underpinnings and basic body structure as the 911 Carrera 4 Cabriolet, Targa once again features a fixed aluminum roof that incorporates a full-length sliding glass sunroof to provide open air compatibility in a car boasting a typical coupe-like silhouette. The latest Targa roof features a laminated twin layered glass panel that weighs 4.2 pounds less than the previous model. An electrically operated blind provides sun protection.
Forgoing the traditional rear-wheel drive layout of earlier 911 Targas, the sixth-generation model runs all-wheel-drive on all models. Targa 4 is powered by a 3.6-liter 325-hp, 273-lb-ft flat six-cylinder engine; Targa 4S gets the 3.8-liter, 355-hp, 295-lb-ft flat six. Porsche says Targa 4 hits 0-60 mph in 5.1-seconds, Targa 4S in 4.7 seconds. A six-speed manual gearbox is standard, with a five-speed Tiptronic automatic optional. A double-clutch manual-automatic gearbox will be a likely addition to the options list in the not-too-distant-future.

2007 SUZUKI SX4

The trip odometer said I went only 154 miles on 8.3 gallons, for 18.5 mpg, which would really suck bilge water for such a little car, even allowing for an automatic and all-wheel-drive, EXCEPT that it includes the big winter storm and a 2-1/2 hour drive home, for which this car was darned near perfect (more on that later—its one deficiency was the seats weren’t heated, but they were cloth so they weren’t all that cold either). That would be 2.5 hours to go 32 miles, or less than 13 mph average, all stop and go with the heater blasting, the wipers going, etc. Besides, I’m not sure the trip odo was zeroed out properly before since I’m the first driver to report filling it.

Speaking of which, the windshield washer tank was soon empty so I bought a bottle and filled it. It took less than a quarter bottle—no wonder it was empty! I think I poured more coffee into my cup at the gas station than the amount of washer fluid that went into the car before it was overflowing. At least the filler neck is very small and set down below the fender line so you can spill the stuff all over; the gas station’s paper funnel was a requirement. This is really a minor thing, I know, but if you drive up here in the salted road zones, you’ll have to fill the washer fluid reservoir every third day, so you’d better have your own funnel stashed in the car.

Did I say a car that cost less than $17,000 was darned near perfect? Yeah … when the roads go bad and the traffic is going nowhere, a small, nimble car is the way to go for me (I rejected our long-term Grand Cherokee SRT8, which was assigned to me—too much power and too big). It slips into small openings in traffic, which people will yield to you in this unassuming little hatchback because they’re not envious of your ride, and then there’s the awd which makes for steady transitions across the unplowed mess between lanes, not to mention worry-free stop-and-go maneuvering. While the cabin environment wouldn’t be mistaken for luxurious or spacious, it was comfortable and punishment-free. The engine note is even okay—it may sound like a sewing machine, but someone did some tuning on the exhaust so at least it’s an industrial-grade baritone sewing machine, and none too loud, either.

This example is a base car with automatic. If you were shopping for a winter-mobile, you’d probably look at the Sport, which adds stability control and a lot of other features, including heated mirrors, for only a few hundred dollars more. Oddly, the Sport comes with standard four-speed automatic. Suzuki lists the base model as a five-speed manual with optional ($1000) automatic, though the sticker on this car ($15,999 plus delivery) shows the automatic as “included.” Pricing strategies are getting just plain weird.

Would I rather have been in an Audi A4? Sure. But if you’re on a beer budget, this is one sweet answer to living in four-seasons land. The awd is a great thing in this price range—it puts Suzuki one up on the Chevy Aveo (the best-seller in the dinky class) and the new subcompacts from Honda, Toyota and Nissan (Fit, Yaris and Versa). The SX4 is also more conventional (read: less geeky) than the Aerio wagon it replaces—a car that had its charms, but was hard to accept as a real automobile. I’m putting this on the “recommended” list when people ask about economical hatchbacks to drive in northern climes.