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Updates from April, 2012

  • San Francisco • Last year, the Ford Escape sold more than a quarter of a million units — its best year ever. Yet, in a strange twist, this year is the last for its current generational styling and architecture. For 2013, we are getting an all-new Escape. If you love your old Escape, hang on to it, because there won’t be another like it.

    This newest version is a collaboration between designers and engineers in Germany and the United States, for assembly plants in Spain, Kentucky and China. In other words, the newest Escape is a “world car.” It even has a cute name for its overseas markets — the Kuga.

    The new body design of the Escape is meant to evoke the look of runners and swimmers — a lean, muscled body style, says Ford. There’s no remnant of the old three-box body style. Interestingly, this sleeker new look actually hides the fact that this Escape is slightly longer than the old model. It’s a space difference put to good use in upping the cargo space inside. While space for stuff is up, the seats have slimmed down, shedding 1.4 kilograms each. Yet they’ve added functions. Two-way lumbar support and two-way power recline joins the familiar six-way adjustable norm for greater position variety. As an option, a sport seat is available with higher bolsters in leather trim. Though my drive was in the base seats, I found them comfortable with plenty of support even after five hours on the road.

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    It was during my drive around the Bay area that I clued in to the fact that I started seeing, hearing and feeling the several integrated layers of new technology at work in this popular five-passenger SUV. The first is EcoBoost.

    By now, most people have heard of EcoBoost engines: the Ford invention that pushes more horsepower out of a small-displacement engine than ever before while still getting class-leading fuel economy. These have been a sales success with Ford selling more than 127,000 EcoBoost-equipped vehicles just last year. In the Escape, EcoBoost will come in two sizes: a 2.0-litre four-cylinder, a 1.6L four-cylinder and a non-EcoBoost 2.5L as the base version.

    The 1.6L motor has so far only been available in Europe; the Escape will be its first North American pairing. This is the powertrain I drove past George Lucas’s Skywalker Ranch, through Marin County and out to the ocean on the Pacific Coast Highway where the Escape pulled easily through the twists and turns. Making 178 horsepower and 184 pound-feet of torque, the 1.6L EcoBoost pushed power through a six-speed automatic to drive an all-new intelligent four-wheel-drive system very much meant for on-road traction control.

    It’s called “intelligent” because it virtually thinks for the driver by using sensors that monitor things such as centrifugal force. This Curve Control, for instance, can sense if the vehicle is entering a corner too fast and automatically slows the SUV. But this is just one of the functions that is controlled from the data being fed to the CPU from 25 different sources.

    The other has to do with torque distribution. The computer distributes torque to the four wheels based on need, which translates to reading the road. Wheels that slip (on ice, for example) have their power cut, while wheels with traction pick up the slack with a boost of torque. This sort of system is not new, but Ford has also added the feedback from control systems such as steering wheel angle, brake and/or accelerator demand versus the actual turning of the vehicle. To do this, Ford uses an electro-mechanical clutch  or a device that can slow or increase the flow of power to the wheels. All these adjustments take place 20 times faster than the blink of an eye. As a way of showing the driver where the system is directing the engine torque, a dashboard screen displays the power distribution.

    So, between the EcoBoost engine and intelligent electronics, it’s easy to forget that the Escape is very much a family vehicle that features some conveniences for busy parents and children. New this year is an automatic hatch opener — it’s activated by making a kicking motion under the centre of the rear bumper. This activates a sensor that unlocks and raises the liftgate, even with the key fob in your pocket. The cargo deck height has also been lowered so it’s easier to use (it’s 68.8 centimetres high).

    This year, the Escape will have Ford’s Park Assist available as well. This is the automatic parallel parking system that lets the driver let go of the wheel while the car parks itself. A new safety system is also coming to the Escape. The Blind Spot Information System searches for vehicles in the Escape’s blind spots and sounds a warning. It also detects cross traffic, such as when backing out of a parking space at the mall. That will save some paint.

    While no scrap of the old Escape is present in this new model, I was pleased to see that the towing capability has been retained. Ford knows that Escape owners tend to tow more than most small SUV owners and, to that end, the truck is rated to tow 1,590 kilograms when properly equipped,

    The Escape will come in FWD-only and AWD versions as well as three trim levels, plus a new Titanium package. Pricing will start at $21,499 and top out at $37,499. Units will be on dealer lots soon.


    8:00 am on April 25, 2012
     

  • BEIJING • Ford, seeking to tap into China’s growing appetite for brawny sport-utility vehicles, will quadruple its offerings in that segment over the next year.

    The U.S. automaker, a late-comer in the world’s largest automotive market, will add the Kuga — the Chinese version of the Escape — and EcoSport small SUVs, and the larger Explorer to its sparse China SUV portfolio, Ford Asia chief Joe Hinrichs said on Sunday.

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    Ford currently sells only the Edge in China, leaving it under-represented in a category that offers higher profit margins for automakers.

    “The next phase of our product portfolio growth really is the three SUVs, and it’s so important to China because of the SUV segmentation growth we’re seeing,” he says. He declined to identify when each of the SUVs will go on sale in China.

    Ford, which makes the Fiesta, Focus, Mondeo and other vehicles in China in a three-way tie-up with Chongqing Changan Automobile and Japan’s Mazda, is joining a growing number of automakers pushing out SUVs to meet the rising demand for the vehicles. The rollout is part of Ford’s plan to introduce 15 new vehicles into China by 2015.

    Chinese consumers bought 2.1 million SUVs last year, an increase of 25% and representing almost 12% of total light vehicle sales, according to J.D. Power and LMC Automotive. That total is about half the 4.1 million SUVs sold in the United States, where such vehicles make up almost one third of the market.

    Buyers and industry officials have said the desire of drivers to sit above China’s crowded traffic in an expensive off-road vehicle is a strong draw in the status-conscious society, especially for younger buyers. In addition, female SUV drivers, mostly young professionals, have been increasing steadily in China, to 19% last year from 14% in 2007, J.D. Power and LMC say.

    Analysts also say the surging SUV sales indicate the Chinese market is maturing.

    SUVs have a long history in China, dating back more than two decades to when Chrysler built Jeep Cherokees at a joint venture with Beijing Automotive. However, the market today is led by Japanese and South Korean automakers in the compact segment, and the German brands in the luxury market. Honda’s CR-V led the way last year with overall sales of some 160,000.

    Ford’s Chinese dealers, which have been limited to selling only five vehicles before this month’s rollout of the new Focus, cannot get the SUVs fast enough. At a dealership in Shanghai last Saturday, salesman Hu Jun said the reasons for consumers’ growing desire for SUVs were no surprise.

    “It’s high and big and safe, and it’s very convenient if the family wants to go out,” he says.


    1:00 pm on April 23, 2012
     

  • As an outsider — albeit one claimed to be an expert — looking in, it’s been hard for me to wrap my mind around Ford’s recent sales success. Trucks aside, the Fords I’ve tested have been best characterized by backhanded rather than the clearly superlative compliment. The Fiesta is cute but overpriced and overshadowed by the Hyundai and Kia subcompacts. The Fusion (the current version, not the show car making the rounds) is just plain boring and, well, who’s actually seen a Taurus?

    The Explorer — actually two versions of the Explorer, the V6 and EcoBoost four — I recently tested are perfect examples of this banality. Of the superficial, there is much to boast. The styling is quite comely, the interior is spacious and the MyFord computer interface, at first glance, is bright, cheerful and inviting.

    More closely perused, however, the parts just don’t add up to an A+ whole.

    The interior, while remaining appealing, suffers from the complication of the MyFord system. Stick with, again, the superficial basic menus and all is good. Things shine brightly — isn’t it nice to know that bright lights have yet to lose their attraction to homo sapiens despite the self-congratulating sophistication of the modern human? — and the basic menu is easily navigated. Start foraging into the submenus, however, and those myriad functions Microsoft promises can be as elusive as the D port on a 128 Pentium.

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    For instance, turning on the seat heater upon startup was a doddle, two touchscreen buttons prominently displayed on the bright LCD screen. But start playing on the navigation system’s menu and then try to access the same seat heater buttons and you will know the very definition of frustration. At least, I did.

    Oh, sure, some 14-year-old telecommunications expert is going to write in and tell me how easy it is, but no matter how stupid I really am, I defy anyone to explain to me how two disappearing switches on a touchscreen are superior to two easily manipulated hard-wired switches on a dashboard. That said, it should be noted that Ford is taking criticisms of its MyFord system seriously. Updates that can be self-installed are being sent to owners. They can also be uploaded by a dealer. Whether these will actually reduce the complication, however, is another matter.

    Another interesting note is that the Explorer — Ford having a preoccupation with safety — has a bright red warning light that lights up and alerts the driver any time emergency braking might be called for. It’s effective and appreciated, but a cynic — qui, moi? — might say it’s necessary because the Explorer’s brakes feel relatively wooden and unresponsive.

    More damning, however, are the engine selections. The standard motor — and the only one available with all-wheel drive — is a 3.5-litre V6. It is neither powerful nor frugal. It needs revs to move the 2,047-kilogram sport-ute (wasn’t the switch from body on frame to a unibody chassis supposed to make this thing lighter?) and with that comes some noise, vibration and harshness.

    Nor is fuel consumption anything to write home about. I averaged just less than 12 litres per 100 kilometres cruising at 120 kilometres an hour. Sacrifice barely one L/100 km more and you can relish in the supercharged goodness of a 510-hp Range Rover. Overall, my fuel economy was close to 14 L/100 km, again not far off that of a fair number of more powerful and satisfying rides.

    The solution, says Ford, is EcoBoost, in this case an optional 2.0L turbocharged four-cylinder. Yes, for an added $1,000, you get two fewer pistons (though one extra turbocharger). Nonetheless, the EcoBoost four is, by far, the better engine, its 240 hp backed up by an even more impressive 270 pound-feet. And, because all this torque arrives as low as 1,700 rpm, there is no need to rev its little heart out, making the Explorer decidedly quieter.

    THE SPECS

    Type of vehicle All-wheel-drive full-sized SUV
    Engine 3.5L DOHC V6
    Power 290 hp @ 6,500 rpm; 255 lb-ft of torque @ 4,100 rpm
    Transmission Six-speed manumatic
    Brakes Four-wheel disc with ABS
    Tires P255/50HR20
    Price: base/as tested $44,199/$50,129
    Destination charge $1,450
    Transport Canada fuel economy L/100 km 12.5 city, 8.8 hwy.

    But it is still not the complete solution. Despite an excellent fuel economy rating — 10.4 L/100 km in the city and 7.0 L/100 km in the city — my average fuel consumption was more than 12 litres for every 100 klicks. Better, yes, than the V6 it replaces, but it’s not quite the revolution in fuel economy that Ford’s marketing mavens trumpet (please note that Consumer Reports magazine came to the exact same conclusion when it tested the EcoBoost V6 in the F-150).

    That said, if you’re going to drive an Explorer, its come hither visage and bright, shiny baubles too attractive to resist, spend the extra $1,000 on the EcoBoost — it makes for a far more sophisticated ride. Just know that, while there may not be better-looking SUVs out there, there are a number that drive better.


    1:00 pm on April 18, 2012
     

  • Outrageous, inappropriate, macho, muscular, over the top, addictive, stupid — these are just a sampling of the words I’m juggling to find the most fitting description for the Jeep Grand Cherokee SRT8.

    Seldom in three decades of testing and reviewing have I been more conflicted about a vehicle, one that amazes with performance capabilities engineered into it far beyond what a sport-utility vehicle should drive and handle like yet one that also has me wondering at the sense of it all. The Grand Cherokee SRT8 is both the über Jeep and the antithesis of everything for which the storied brand stands.

    Essentially, Chrysler Group’s Street and Racing Technology (SRT) division has taken Jeep’s proven mid-sized Grand Cherokee, a popular-selling SUV, and given it the full hot rod treatment, much as it has with the Chrysler 300, Dodge Challenger and Dodge Charger (all, unlike the Jeep, with legitimate historical performance bona fides).

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    Let’s start with the basics: At the heart of this transformation is the new 6.4-litre Hemi V8 with Fuel Saver Technology (insert snort of disbelief here) that pounds out a robust 470 horsepower and 465 pound-feet of torque — an improvement of 50 hp and 45 lb-ft of torque over the 6.1L Hemi V8 it replaces. Mate said Hemi to a five-speed manumatic transmission with steering wheel-mounted paddle shifters and an on-demand four-wheel-drive system.

    Then there’s the SRT-tuned adaptive damping suspension managed by a new Selec-Track system, which interacts with multiple systems (stability control, adaptive damping, transmission shift strategy, transfer case torque proportioning, electronic limited slip differential performance, throttle control and cylinder de-activation) to automatically “tune” the Grand Cherokee’s driving dynamics. Among the five dynamic modes that can be driver selected for specific conditions is Track, the most extreme high-performance suspension option, which switches off the traction control system and  “locks down body motion for the ultimate handling experience,” according to Chrysler. Assisting in the handling duties is a set of very wide, very grippy P295/45ZR20 Pirelli Scorpion Verde all-season run-flat tires.

    The Jeep’s stopping ability is handled by red-painted Brembo six-piston calipers on 15-inch vented rotors up front; four-piston calipers on 13.8-inch vented rotors at the rear.

    The end result: a 2,336-kilogram SUV that accelerates to 100 kilometres an hour in 5.4 seconds, pulls off an 80-to-120 passing move in 3.8 seconds and stops from 100 km/h in 44.6 metres. In addition, according to Chrysler, the Grand Cherokee SRT8 will top out at 258 km/h and pull .90 g on a skid pad. Those figures will embarrass more than a few high-end sport coupes and sedans.

    Indeed, the SRT-enhanced Jeep oozes a testosterone-fuelled muscularity from every pore and crevice. There is literally nothing to it that could be described as mild-mannered. From the front — body-colour wheel flares and side sill cladding, one-piece front fascia and screened grille, underbody belly pan with integrated brake ducting and sculpted hood with functional heat extractors — to the rear — liftgate spoiler and rear fascia with air diffuser — the SRT8 has the looks to match its brawn. And that brawn …

    The Grand Cherokee SRT8 joins that rarefied list of high-powered sport-utes — the Porsche Cayenne Turbo (500 hp), Range Rover Sport Supercharged (510 hp), Mercedes ML 63 AMG (518 hp) and the BMW X5 M (555 hp) — that defy convention. Nail the throttle and the SRT8 blasts off the line like it was shot from a cannon, with an accompanying basso profundo bellow from the pipes that never fails to elicit a grin.

    That should be expected, though. What’s not expected is the way it corners, with tenacious grip and, after the initial will-it-or-won’t-it weight transfer, startling composure typical of a sports car, not a heavy, tall-riding SUV.

    The Jeep’s cornering capability doesn’t come at the expense of a crushing ride, either. Yes, it’s firm, but, with the adaptive damping in default Automatic mode, it’s more than livable. Ditto the steering.

    Inside, the SRT8’s cabin contains a full suite of luxury and convenience features, with a sporty theme that keys in on SRT-exclusive appointments. Front and centre for the driver is the leather-wrapped and heated steering wheel with its flat-bottom surface — très racer chic. Paddle shifters flank the sides, while all audio and vehicle information centre controls are accessible from the spokes. The SRT-styled Nappa leather and suede seats, heated, ventilated and with deep bolsters and adjustable headrests, prove exceedingly comfortable for long hauls while keeping one’s butt firmly glued in place when the Jeep is let off its leash. Carbon-fibre accents are incorporated into the instrument panel and door trim panels and racing-style brake and pedal pads complete the high-performance look.

    Actually, congrats are due Jeep’s interior designers — there is nothing garish about the SRT8’s cabin. The disparate bits are well integrated and the quality is top-notch, which means the overall theme works.

    With a price starting at just more than $55,000, the SRT8 is the most expensive Grand Cherokee in the lineup, yet it’s a veritable steal compared with the likes of the aforementioned European super-utes (some $35,000 to $40,000 less than the Range Rover, BMW and Mercedes and less than half the price of the Cayenne Turbo).

    THE SPECS

    Type of vehicle Four-wheel-drive mid-sized SUV
    Engine 6.4L OHV V8
    Power 470 hp @ 6,000 rpm; 465 lb-ft of torque 4,300 @ rpm
    Transmission Five-speed manumatic
    Brakes Four-wheel disc with ABS
    Tires P295/45ZR20 all-season run-flat
    Price: base/as tested $55,095/$61,330
    Destination charge $1,500
    Transport Canada fuel economy L/100 km 17.1 city, 11.4 hwy.

    So, what is it about this vehicle that has my shorts in a knot? It’s this: More than those Euro utes, what makes any Jeep special is a genuine go-anywhere off-road ability, built into every model since Day One more than 70 years ago. In trying to establish bona fides as a performance entity to rival that of Mercedes’ AMG and BMW’s M, SRT has traded the Grand Cherokee SRT8’s Trail Rated status for muscle car-like acceleration and sports car-like cornering capability — and truly abysmal fuel economy. I averaged 18.6 litres per 100 kilometres during a week that saw a preponderance of in-town driving, the worst of any vehicle I’ve driven in years.

    In short, the Grand Cherokee SRT8 is a fast, thirsty, track-capable Jeep that is really well screwed together. But who races Jeeps on a track? And why should something that earns a gold star from the Friends of OPEC be desirable in this day and age? While the motor head in me thinks this Jeep is cool, the rational side no longer sees the point.


    8:00 am on April 7, 2012
     

  • Hyundai has released an artist’s rendering of the upcoming third-generation Santa Fe in advance of its debut at the New York International Auto Show in April.

    The mid-sized sport-ute is one of Hyundai’s most successful nameplates with sales of more than 2.5 million worldwide since the vehicle’s introduction in 2000, including more than 170,000 in Canada.

    Based on the automaker’s Fluidic Sculpture design philosophy, the new Santa Fe adopts a design concept dubbed Storm Edge. Hyundai says these new styling cues are intended to “channel the strong, dynamic images created by nature during the formation of a storm,” giving the third-generation Santa Fe a more classic and aggressive look than its predecessor.

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    At the front, Hyundai says the design integrates its signature hexagonal grille. “Dynamic side character lines are matched with a two-tone lower body and wider bumpers, providing a look that’s both sleek and futuristic.”

    The automaker says that the image created by these exterior details suggests a new design direction for its next-generation SUVs.


    8:00 am on March 13, 2012
     

  • By Howard J. Elmer

    The current stock of trucks, SUVs and crossovers are all represented at the Canadian International Auto Show in Toronto, along with several all-new SUV models and crossover concept debuts.

    One of the highlights is the 2013 Ford C-Max Energi PHEV. The modern European-built C-Max is on display along with the all-new Energi PHEV version. This hybrid takes the unique van/car crossover to a new level of fuel efficiency by adding a battery-driven electric motor to the four-cylinder gasoline powertrain. Ford says this electric assist improves overall performance. Other things to look for — an innovative hands-free liftgate and next-generation SmartGauge with EcoGuide.

    Ford is also showing the 2013 Flex. This next generation of the crossover comes with a new front end, dual exhaust, new colours and adds a standard 3.5-litre Ti-VCT V6 engine. Or one can opt for the optional 3.5L EcoBoost engine currently selling in huge numbers in the F-150. Ford has also added new technologies such as Active Park Assist and Inflatable Rear Safety Belts to the seven-passenger Flex.

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    Lincoln continues to refine its reputation for luxury with the new 2013 Lincoln MKT full-sized crossover. This vehicle is improved from the rubber up with a firmer ride, sharper handling and better fuel economy provided by the standard 355-horsepower 3.5L EcoBoost V6. The MKT will also have three drive modes: Sport, Normal and Comfort. Known as Lincoln Drive Control, this feature will be standard. In the back, the MKT gets Ford’s award-winning rear inflatable seat belts.

    The 2013 Buick Encore is one of the completely new models at the show. It joins a growing Buick family intent on offering choices to every segment of the buying public, tapping into the young person’s need for luxury and the older Baby Boomer’s need for downsized practicality. It will have room for five and improved fuel efficiency with a standard Ecotec 1.4L turbo four-cylinder engine and six-speed automatic transmission. The Encore will offer QuietTuning technology and a host of features and amenities customers expect from Buick.

    The GMC Sierra All Terrain HD concept was shown at Detroit last year, but it never made it north of the border — until now. This concept takes straight aim at the Ram Power Wagon and Ford F-150 Raptor with an obvious off-road design. Look for its bold exterior design crowning an enhanced all-terrain suspension on a specially modified 2011 Sierra HD truck with a Duramax diesel/Allison 1000 six-speed powertrain. Key changes are increased ground clearance and a wider track, which complement the severe approach/departure angles. Underneath is full composite armour, custom upper and lower control arms, special Fox off-road shocks and a disconnecting front stabilizer bar, all riding on 35-inch-tall BF Goodrich KM2 mud terrain tires mounted on 20-inch machined aluminum wheels.

    Is there anything that AMG can’t soup up? How about a version of the newest Mercedes-Benz ML SUV?

    Designated the ML 63 AMG, this V8 turbo-powered truck shows off what the company says will be a top-class performer. Featuring an AMG 5.5L V8 bi-turbo engine and dynamic handling enhanced with the newly developed Active Curve System, the ML 63 will remain a utility SUV but gain the performance and appeal of a sports car. There will be an extremely limited production run of this AMG model.

    Have a look at what may be the next version of the Subaru Impreza — or a distinct crossover spinoff. Called the XV Concept, it was first shown at last year’s Shanghai Auto Show. This urban wagon highlights Subaru’s future design possibilities. The automaker says its urban crossover is meant to be fun and “elevate driving enjoyment to new levels.” The look is certainly fresh, with energizing colours and a unique wheel design that is sporty yet casual. It will probably be powered by a 2.0L four-cylinder boxer engine linked to a CVT.

    Also from overseas comes the Volkswagen Bulli concept, a minivan first shown in Geneva last year.  Capturing the iconic looks of the original microbus, the Bulli’s squat, squared exterior contrasts with its spacious interior.  Meant to be a nod to the original, it nevertheless is a modern, practical people mover.  And, unlike the classic hippie bus of the ’60s, it’s powered by a unique, zero-emission electric drivetrain. VW says the Bulli concept points to the future of mobility, with style and utility in mind.

    Look for Nissan’s all-electric e-NV200 concept at the show. This smaller version of the commercial NV van shares its major drivetrain components with the Nissan Leaf.  Its power is supplied is by a lithium ion battery and may be one of several all-electric vehicles getting set to join the Nissan fleet. Looking at the concept, it’s obvious its body could offer equal opportunities to business and/or personal service.
    Infiniti is calling its JX35 crossover a bold new option for luxury crossover buyers. It’s obviously designed to compete in the seven-passenger, luxury SUV segment.

    The JX35 relies on premium materials and smart innovations to entice buyers. For instance, it’s loaded with the world’s first Backup Collision Intervention (BCI) system, according to the automaker. It also bundles together a blind spot warning system, a lane departure warning system and lane departure prevention technology. Infiniti says the JX will be offered with both front-wheel drive and Intelligent All-Wheel Drive. The JX is powered by a 3.5L DOHC V6 mated to a sport-tuned CVT.


    10:54 am on February 23, 2012
     

  • Stuttgart • Porsche has named its newest upcoming sport-ute not the Cajun, as was expected, but the Macan. The name Macan is derived from the Indonesian word for tiger and, says the automaker, combines suppleness, power, fascination and dynamics — “core characteristics” of the new SUV.

    “The Macan combines all sports car characteristics with the benefits of a SUV and is a genuine Porsche,” says Bernhard Maier, executive vice-president sales and marketing of Porsche AG. “The name of a new Porsche has to fit with the brand, sound good in very many languages and dialects and evoke positive associations.”

    As the fifth Porsche model line, the Macan is a central plank of Strategy 2018, by which the sports car manufacturer will expand its model portfolio. Porsche says it intends the Macan to emulate the success of the Cayenne. The SUV will start coming off the production lines in Leipzig in 2013. To that end, the site is being expanded into a fully-fledged production plant, including body assembly line and paint shop  — with 500-million euro of investment, it is one of the biggest building projects in Porsche’s corporate history.

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    According to Porsche, word names have concrete connections with corresponding models and their characteristics: “The name Boxster describes the combination of boxer engine and roadster, Cayenne stands for sharpness, the Cayman is snappy and agile and a Panamera is more than a Gran Tourismo, capable also of winning the Carrera Panamericana long-distance race.”


    9:00 am on February 21, 2012
     

  • By Laurence Frost and Andreas Cremer

    Lamborghini, the maker of low-slung supercars once advertised as “closer to the road,” is planning a new model that will be farther from the tarmac than ever — an SUV.

    The Italian brand, owned by Volkswagen, aims to announce the vehicle at April’s Beijing auto show for a 2016 launch, according to two people with knowledge of the strategy.

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    At the risk of alienating purist fans of its US$413,000 Aventador carbon-fibre sports car, Lamborghini hopes to repeat the Porsche Cayenne’s success in the fast-growing market for luxury sport-utes.

    “An SUV could be cool, but it would have to be the fastest on the planet and look extreme,” says Andrew Romanowski, president of the world’s biggest Lamborghini owners’ club, based in Los Angeles.

    “If it turned out like a run-of-the-mill BMW X5, it would be a betrayal,” Romanowski says. “People would be very upset.”

    The planned vehicle reflects a push to increase profitability at Lamborghini and VW stablemate Bentley, with new models to meet upscale demand for all-wheel drives. Last year, Britain’s Bentley announced tentative plans for its own SUV.

    “Porsche proved that it works, to the industry’s great surprise, and now everyone is flocking in,” says Christoph Stuermer, Frankfurt-based research director at IHS Automotive.

    By 2015, sales of the plushest SUVs will increase about 20% in Western Europe, 30% in the United States and 50% in China, the consulting firm predicts. The Cayenne has become Porsche’s top-selling model since its launch a decade ago, with 59,000 sold last year and a US$158,709 price tag on the high-performance Turbo version.

    Some of the world’s most hallowed auto brands are stretching to adapt. Last month, Fiat’s Maserati unveiled its first SUV, the Kubang, to be assembled in Detroit instead of its Italian factory.

    “On the one hand you need to have a pure, clearly positioned brand,” Lamborghini CEO Stephan Winkelmann told Reuters recently, declining to comment on specific model plans.

    “On the other hand it would be good to enter a new segment that brings higher volumes and more stability,” he said. “It doesn’t necessarily dilute the brand if you sell a bit more.”

    Lamborghini, which has been losing money since 2009, increased deliveries last year by 23% to 1,602 vehicles.

    The new sport-utes from Lamborghini and Bentley, maker of the US$384,312.70 Mulsanne limousine, would share parts and engines with VW, Audi and Porsche models, including the Cayenne. Volkswagen took control of Porsche in 2009 and plans to integrate the auto business with its own operations.

    Unlike ousted Porsche CEO Wendelin Wiedeking, Volkswagen boss Martin Winterkorn has few taboos about pushing the brands to pool powertrains, chassis, electronics and other out-of-sight parts with Audi, the group’s main premium division.

    The Gallardo, Lamborghini’s entry-level car starting at US$203,305, already shares its 5.2-litre V10 engine and some on-board systems with the Audi R8 sports car.

    The new SUV will be preceded by a concept car unveiled at the Beijing show, the sources say. The VW Group is expected to decide within months whether to go ahead with the new Bentley and Lamborghini vehicles.

    The show car could include a stylistic nod to Lamborghini’s last foray into off-roaders. Derived from an abandoned military vehicle design, the Hummer-like LM002 was sold in small volumes from 1986 to 1993 and became known as the Rambo Lambo.

    To develop the new model, Lamborghini is shelving plans for a four-door sedan along the road-hugging lines of its 2008 Estoque show car. Its “closer to the road” slogan was introduced the same year and is still used in 2011 product videos.

    Romanowski, whose Lamborghini Club America has issued carbon-fibre membership cards to actor Nicolas Cage, talk show host Jay Leno and about 4,000 others, warns that even a perfectly executed vehicle could hurt the brand if production runs too high.

    “They have to keep the numbers in check,” he says. “What’s special about owning a Lamborghini if you see one at every other gas station?”

    Still, owners also acknowledge that sharing VW parts and engines brings benefits to supercars such as the Gallardo.

    “It’s more reliable than Lamborghinis ever were before, and everyone knows that’s because of Audi,” the club president says. “They’re just grateful.”

    © Thomson Reuters 2012


    4:04 pm on February 6, 2012
     

  • Santa Barbara, Calif. • Floor the loud pedal of the new-for-2012 Mercedes-Benz ML 63 AMG and the turbocharged 5.5-litre V8 will pin you back in the driver’s seat like an airliner on takeoff, thanks to maximum torque being made available at low rpm.

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    Keep your foot in it and this new über-SUV will take you to 100 kilometres an hour in a scant 4.8 seconds, even though it weighs in at 2,345 kilograms. Of course, this kind of full power takeoff is very wasteful fuel consumption akin to tossing a handful of loonies and toonies out the driver’s side window at every green light, but who’s counting?

    Power is addictive and the German automakers are in an all-out battle in the low-volume but very profitable niche segment that is the performance sport-ute. And so enter the new ML 63 AMG, ready to go head to head with the X5M and X6M from BMW as well as the Porsche Cayenne Turbo.

    Mercedes-Benz actually shot the opening salvo in the über-performance SUVs war with the ML 55 AMG, which was released just before the new millennium.

    Back then, it was powered by a 5.5L V8 good for 342 horsepower, which was a big deal at the time but now seems so 1999 in light of the fact that the current ML 350’s engine is rated at 302 hp and the ML 550 at 402 ponies. Between then and now, the goalposts have been moved and 500 hp is now the de facto minimum to play in the performance SUV game.

    That’s no problem for the newcomer with 518 ponies on tap, 550 if you ante up to the AMG Performance Package, which increases turbocharger boost from 1.0 to 1.3 bar, shaving one-tenth of a second off the sprint to 100 km/h in the process.

    AMG engineers claim that fuel consumption has been reduced by 28% over the previous model, thanks in part to an automatic start/stop system that automatically shuts off the engine when the vehicle is stationary, only to re-fire it as soon as the driver releases the brake pedal. The ML 63 AMG is rated at 11.8 litres per 100 km on the EU fuel consumption cycle, but we averaged 14.8 L/100 km on our spirited test drive through the canyons northwest of Santa Barbara.

    Cutting through canyon roads, one can only be amazed at the composure and the road holding of this more-than-two-ton SUV. Simply put, the ML 63 AMG can hold its own against many performance cars. The AMG engineers have done a tremendous job in making it handle as well as it does. The electromechanical rack-and-pinion steering is very accurate and provides a fair amount of feel and the brakes always felt strong and powerful.

    Standard on the ML 63 AMG is the Active Curve System, which automatically adjusts the front and rear anti-roll bars to effectively limit body roll in corners. This system, combined with ultra-wide high-performance tires riding on 21-inch wheels, explains why the cornering speeds can be so high.

    When the vehicle is driven in a straight line, the anti-roll bars are decoupled to improve the ride comfort. With three different settings (Comfort, Sport and Sport Plus) for the air suspension system as well as for the drivetrain (Controlled Efficiency, Sport, Manual), the ML 63 AMG’s driving character can be altered at the touch of only two buttons. Relaxed cruising or sports car handling is therefore available to the driver at all times.

    Inside the cabin, you will find very supportive electrically adjustable front seats as well as a four-spoke performance steering wheel. Sadly, as is the case with all Mercedes-Benz vehicles, the ML 63 AMG is equipped with an infotainment centre screen with old-school graphic displays that pale in comparison with the more vivid and accurate graphics featured in Audis or BMWs.

    The 2012 ML 63 AMG will be available in Canadian dealerships in February or March. Its price starts from $99,900.


    2:00 pm on January 25, 2012
     

  • Detroit • While the exhibit floor at this year’s show is packed with pickup trucks, none of them are new. Instead, the focus is on revamped SUVs. Some, such as the fourth-generation Nissan Pathfinder, is all new in a traditional large truck format. But, among the new nameplates, it’s the exception. The rest are smaller SUVs aimed at younger family buyers and also at ageing Baby Boomers who are downsizing.

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    For 2012, there wasn’t a single cargo bed among the three finalists for North American Truck of the Year. Instead, this annual award category was populated only by SUVs — the BMW X3, Range Rover Evoque and Honda CR-V. This year, Land Rover took top honours with its all-new Evoque. This is the first time Land Rover has won the North American Truck of the Year award. Decided by a group of 50 automotive journalists from the United States and Canada, Truck of the Year is chosen based on the following categories — value for the dollar, innovation, handling, performance, safety and driver satisfaction.

    ACURA
    This small SUV prototype shown here is the second generation of the Acura RDX. This five-passenger crossover is looking to not only add an updated fascia to market but also a new engine, transmission and all-wheel-drive system. Scheduled to launch this spring, the new engine will be a 3.5-litre V6 engine that produces 273 horsepower— 33 more than the outgoing model. The RDX also gets a six-speed automatic transmission with a new lock-up torque converter and a new, lighter all-wheel-drive system. The RDX exterior gets a longer sculpted hood with lines that draw the design out on a longer frame and wider track. This feature also translates to larger door openings, increased passenger room and more cargo space. Also new will be Amplitude Reactive Dampers, a power rear tailgate and a new motion adaptive electronic power steering system. On the tech side, look for a new three-view rear camera, advanced navigation system and up to 15 gigabytes of music storage.

    BUICK
    Buick rolled out the Encore, an all-new compact SUV that Ed Welburn, head of GM design, says is a cross among utility, luxury and practicality.  The Encore taps into the young person’s need for luxury and the Boomers’ need for downsized practicality, says GM. Nicely styled, though small, it will seat five people and their cargo.

    However, the Encore will also strive for fuel efficiency with a standard Ecotec 1.4L turbo four-cylinder and six-speed automatic transmission. Inside, the cabin is very Buick with a mix of dark and light tones accented with ice-blue ambient lighting and bright wood-grain trim. Heated front seats and a heated steering wheel will be available.

    The Encore is not due in showrooms until the first quarter of 2013.

    INFINITI
    The all-new Infiniti JX35 has been unleashed here with a very specific mission — to do battle in the seven-passenger luxury SUV segment. To that end, it’s been well armed; firstly with a classic crossover look and interior appointments that feature premium materials and smart innovations. Infiniti claims the JX’s design offers extra legroom in all three rows while still leaving ample cargo space behind the third row. Innovative features include a multi-mode middle seat that opens to the third row without having to remove a child seat from the second row.

    New technical innovations include an industry-first Backup Collision Intervention system, which also works with the Blind Spot Intervention protocol. This system not only warns but can also engage the brakes to avoid a collision. Offered with both front-wheel drive and Intelligent All-Wheel Drive, the JX is driven by a 3.5L DOHC V6 mated to a sport-tuned CVT. The engine is rated at 265 hp and 248 lb-ft of torque.

    LEXUS
    Large and luxurious, the Lexus LX 570 has debuted an updated outside look along with new interior features such as mahogany wood trim. Showing a new front spindle grille, new 20-inch alloy wheel design and upgraded interior, this eight-passenger SUV is meant to deliver luxury driving on-road and off.

    For 2013, there are new LED daytime running lights, a new headlamp design and new larger fog lamp bezels. Tail lamps are also updated, while the rear licence plate surround gets a revised look and the tow hitch cover is more integrated. Both front and rear bumpers are refreshed and the side mirrors get integrated turn signals. Inside the eight-passenger cabin, the driver gets a new Easy Access seat (that moves with you), while the wheel and driver’s seat automatically retracts when the engine shuts off. Front seats get improved cooling ability and a series of cameras in the front grille and under the passenger outside mirror let the driver check hard-to-view areas. By pressing a button on the dash, the driver will get multiple views on the navigation screen. In addition, when off-road, the system remains active at less than 12 kilometres an hour in a simultaneous split-screen mode.

    NISSAN
    The Pathfinder, Nissan’s best-known nameplate, takes its North American bow here — as the fourth generation of this well-known SUV. Though it’s still being called a concept, the all-new look and style of the sweeping Pathfinder body lines must be production bound. In fact, it’s probably the lack of a completed interior that resigns it to concept status. However, the Pathfinder is slated to go on sale at Canadian dealerships this fall, so Nissan will just have to be ready with its interior appointments. What we do know about the inside is that it will continue to offer three rows of seating, cargo/people flexibility and room for seven passengers. Also new in the Pathfinder will be a next-generation CVT and V6 engine that together are expected to increase combined city/highway fuel economy by 25%. A new four-wheel-drive system is being called “intuitive” and Nissan says that the Pathfinder’s towing capacity will be competitive within its segment.

    Also debuting from Nissan is the e-NV200 Concept. Based on the popular Nissan NV200 multi-usage vehicle, which is available in Japan, Europe and China (it certainly looks to be the little brother of the NV commercial van), the e-NV200 Concept is a full electric vehicle. Unlike the larger NV, Nissan is suggesting that this smaller electric van may well be of equal use to businesses or families. Certainly, it will offer the typical flexible, roomy interior of a van ­— while also being clean and green. The e-NV200 Concept shares its major drivetrain components with the Leaf. Its power is supplied by a lithium ion battery composed of 48 compact modules and a high-response 80-kW AC synchronous motor that generates 207 lb-ft of torque.


    5:00 pm on January 13, 2012
     

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