After Citroen announced that the GTbyCitroen will not make it to production, the French company is now focusing on a production version for the Survolt and the Metropolis concepts. In an interview with AutoCar PSA design boss Jean-Pierre Ploué said: “We cannot afford to let the likes of Audi, Mercedes and BMW forge into Citroën’s heartland supermini territory without fighting back and pushing into theirs. Selling large luxury cars in Europe is not easy at the moment, but I believe Citroën has a great deal more to bring to the market.”

The Survolt is an electric sports car that sprints from 0 to 60 mph in less than 5 seconds and can hit a top speed of 162 mph.

The Citroen Metropolis is a big luxury sedan with a wheelbase bigger than both the Audi A8 or Mercedes S-Class. It is powered by a hybrid drivetrain that combines a 2.0-liter V6 engine with an output of 272bhp and 277lb ft and an electric motor that develops from 55bhp to 95bhp.

Saying that we are excited to see these two cars make it into production is kind of an understatement. Electric cars are the future and the fact that these two vehicles are super sleek and sexy is an absolute bonus.

Citroen Survolt and Metropolis might go into production originally appeared on topspeed.com on Thursday, 15 July 2010 23:00 EST.

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Lotus Evora 414E Hybrid @ 2010 Geneva Auto Show: www.insideline.com NEW – Inside Line Mobile Site: www.insideline.com 2010 Geneva Auto Show: www.insideline.com Lotus Engineering has created what the UK firm calls a “high-performance technology demonstrator” in the Lotus Evora 414E Hybrid. The Lotus shares elements of its plug-in series hybrid drivetrain with a Giugiaro-designed concept from Lotus’ Malaysian parent, Proton. Both will be at the 2010 Geneva Auto Show.

Even if Ferrari has chosen a fancy name for it, the Vettura Laboratorio (experimental vehicle) HY-KERS revealed today at the Geneva Motor Show is in fact the long waited 599 Fiorano hybrid.

The HY-KERS system might be a technology that will be used in all the future Ferrari, 8- and 12-cylinders alike. Based ont he experience gained in the Formula 1, Ferrari has applied an advanced, lightweight hybrid drivetrain to the 599 GTB Fiorano: a new kind of electric motor which helps optimize the longitudinal and lateral dynamics of the car, enhancing traction and brake balance. The motor also features a unique cooling and lubrication system for maximum efficiency under all operating temperatures and loads.

The high-voltage electric motor of the HY-KERS weights only 40 kilos and is coupled to the rear of the dual-clutch 7-speed F1 transmission. It operates through one of the transmission’s two clutches and engages one of the two gearbox primary shafts. Thus power is coupled seamlessly and instantaneously between the electric motor and the V12. The electric motor produces more than 100 hp as Ferrari’s goal was to offset every kilogram increase in weight by a gain of at least one hp.

Press release after the jump.

Ferrari Vettura Laboratorio HY-KERS originally appeared on topspeed.com on Tuesday, 2 March 2010 04:37 EST.

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FORMORE CAR VIDEOS & REVIEWS VISIT: www.kbb.com Ford Fusion. Ford borrowed heavily from Mazda when constructing the Fusion sedan, using the chassis and drivetrain shared with the Mazda6. The Fusion also borrows from the Ford 427 concept in its bold exterior styling. The Japanese hardware and distinctive design give the Fusion a character very different from other midsize sedans on the market. Welcome to our comprehensive Kelley Blue Book review of the Ford Fusion. The Ford Fusion doesnt pretend to be a Toyota Camry or Honda Accord. It looks decidedly different than either of these sedans and offers a comfortable, high-quality interior that we wouldnt mind sinking into for a long road trip or just for a jaunt to the grocery store. It is also less expensive to buy that the two segment standard-bearers. For more new car reviews, interviews and automotive news visit www.kbb.com today.

The second generation Volkswagen Touareg made its first appearance today, before we see it in flesh at the Geneva Motor Show. Besides featuring a new exterior styling, the new Touareg will be the first and only off-roader in Europe by a German car maker to be available in a hybrid version too. It will go on sale this April.

The new Touareg will be offered with a choice of V6 FSI, V6 TDI and V8 TDI, but also a hybrid drivetrain that comes to replace the V8 petrol engine in most of the countries. The hybrid versions combines a high-voltage battery, a supercharged V6 TSI (petrol direct injection engine 333 hp) and an 8-speed automatic transmission. It can be driven up to 50 km/h in purely electric mode − emissions-free.

The new Touareg is a much more elegant car thanks to the new Volkswagen “design DNA”: horizontal lines of the front end with distinctive headlights, an unmistakable night look of its rear lights, and a leaner, more athletic car body.

Press release after he jump.

Volkswagen Touareg originally appeared on topspeed.com on Wednesday, 10 February 2010 16:08 EST.

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I was prepared not to like Subaru’s first attempt at a diesel.  The Japanese brand has lost my vote when it comes to the new Liberty/Outback styling direction – although the interior is well-equipped and roomier.

A drive in a couple of the new-look models from the Liberty/Outback range had shown better interior room and comfort but a dislike for exterior.  I have, however, regained some faith in the brand after some time in the new diesel.

Drivetrain and Price

Only the lack of an automatic transmission – like the 2.5-litre petrol models’ continuously-variable transmission or a more conventional automatic – is an oversight.  The Outback 2.0D meets EuroV emissions standards with 160g/km.

The claimed combined fuel economy figure of 6.4 litres per 100km is frugal for a family-sized wagon and Subaru says local testing suggests an 1100km touring range of steady freeway driving.

We’re in the entry-level Outback 2.0D model, priced at $40,490 – a $2500 price premium over the entry-level petrol model – but the 51kg-heavier oil-burner is a manual-only proposition. The new two-litre turbodiesel engine produces 110kW at 3600rpm and 350Nm of torque between 1800 and 2400 rpm, although there’s a claimed 300Nm at 1600rpm.

Equipment

The base-model might not have all the bells and whistles but the base-model’s sound system is good quality, flooding the comfortable and roomier interior with crisp and clear music.  All-wheel drive, stability control and dual front, side and curtain airbags – as well as an airbag for the driver’s knees – are the safety feature highlights.

Driving

You wouldn’t know it’s a diesel straight away – the engine isn’t overly chuggy or rattly and noise suppression is good; Subaru also claims its new single-cradle engine bay design helps reduce noise.

It doesn’t give the impression of a strong low end – the power delivery is linear and smooth for a turbodiesel powerplant, which might normally have a big low-down shove and then run out of puff at higher engine revolutions.  While the petrol 2.5-litre flat-four produces 123kW and 229Nm, the 110kW/350Nm two-litre turbodiesel offers more torque and a reduced thirst of around two litres per 100km.

Subaru says for 25,000km per year at $90 per 65-litre tankful, an Outback diesel owner could save approximately $2500 over 20 months on an equivalent petrol car.

The diesel is rated for up to 1700kg braked towing, a 200kg improvement above the petrol model.  But the lack of automatic will deter plenty in this market, as will the issues with the six-speed maual.

The gearbox itself is OK to use, the shift action is smooth, but the shifting into third gear can result in the driver’s hand hitting the hazard light switch.  It’s below par for Subaru, a company which normally gets things like that right.

SUBARU OUTBACK DIESEL

Price: from $40,490.
Engine: two-litre 16-valve DOHC common-rail direct-injection four-cylinder.
Transmission: six-speed manual, four-wheel drive using a centre differential with a viscous limited slip differential.
Power: 110kW @ 3600rpm.
Torque: 350Nm between 1800 & 2400rpm.
Performance: 0-100km/h 9.7 seconds.
Fuel consumption: 6.4 litres/100km, on test 7.8 litres/100km, tank 65 litres.
Emissions: 168 g/km.
Suspension: MacPherson strut (front); self-levelling double wishbone (rear).
Brakes: four-wheel discs, front ventilated, with anti-lock and stability control systems.
Dimensions: length 4790mm, width 1820mm, height 1615mm, wheelbase 2745mm, track fr/rr 1535/1530mm, cargo volume 490/1690 litres, weight 1551kg.
Wheels: 17in alloys.

RIVALS

Skoda Octavia Scout, from $39,990.
Suzuki Grand Vitara DDiS, from $35,990.
Nissan X-Trail, from $37,740.
VW Tiguan, from $36,690.

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The rough backroads of the Eyre Peninsula – and associated terrain just off them – was the scene of our introduction to the new V6-powered Outlander, but what about the four-cylinder model.  We’re in the entry-level machine, the five-speed manual LS, which dwells in the bottom half of the $30,000 compact SUV range.

Appearance

There’s no missing this new vehicle from the front, as it bears the aggressive snout of the Lancer.  It works better on the little passenger car from some angles, as the Outlander looks nose heavy, but the overall look is an acquired taste for some.

The rear end hasn’t changed to the same extent and the interior isn’t markedly different to look at.  Mitsubishi folk say there are new materials and new instruments, but there’s not been a wholesale change within.

The cabin trim is better, although the cloth trim is a different material to the norm – it’s not an unpleasant place to be, with reasonable amount of storage.

Even the base-model’s sound system is of reasonable quality, but while most manufacturers have gone for the stereo 3.5mm audio jack input or a USB-input, Mitsubishi and a couple of others are using the two-cable set-up, giving the accessories department an easy sale.

Drivetrain

The base-model retains the previous generation’s 125kW/226Nm 2.4-litre engine – with variable valve timing and lift system – and has a five-speed manual transmission – the only Outlander on offer with a clutch pedal.

Driving

The engine is not stunning but then its not in need of a leash and a kennel either – there’s some level of flexibility in its lower-end and stirred along with the serviceable five-speed manual (marred only by a dead clutch pedal) the LS can hustle along sealed roads with confidence.

Having sampled the CVT before I’d be sticking with the manual, as the engine needs to be kept humming in some conditions and can’t afford much power loss through the drivetrain.  It’s quiet and the ride quality is pretty good, with decent cabin space and a solid feel to the body.  But that’s all with the drivetrain in 4WD auto mode, which brings the rear wheels into play – straight 2WD mode does make it feel heavier in the nose and less balanced.

Having spent time in (and owned) a number of opposition brands with a set 50/50 torque-split, the 2WD mode is best left to the shopping trolley mode, in dry weather – wet roads or country running I’d leave it in auto 4WD.

Mitsubishi says its compact SUV is being bought – and updated – by buyers looking for above-average off-road ability, with research showing as much as 30 per cent of use on unsealed roads.

The Outlander rates higher in the 4WD aspect for interest in the segment and although it doesn’t have low range (something the Forester can be had with) it can lock the torque-split 50/50 front to rear.  Even with the stability control off, the locked 4WD system gives a secure feeling on dirt, although less bitumen-bias on the tyres would be a good thing if you were looking to go further bush than a disused fire trail.

The LS sits at the competitive end of the most crowded SUV segment, with a standard features list that includes manual air-conditioning, remote central locking, power windows, remote-control locking, Hill Start Assist and new instrumentation. While the pre-production car we drove had only the two-jack MP3 input jacks, the October-onwards production vehicles will have USB inputs for MP3 players or USB sticks.

The options list includes side and passenger airbags and the ability to seat seven, although the latter is now only available in the LS and the V6 VR.

It’s list price doesn’t make it the cheapest in the segment, Subaru’s Forester – the top-selling compact SUV for 2009 YTD – takes that prize; the Outlander squeaks into the top 5 for sales.

Competition has put some sharp pricing deals on the Outlander since its launch and that will put it higher on shopping lists and once the dollars are less of an issue there are few better compact SUVs on offer.

Mitsubishi Outlander LS

Price: from $33,240.
Engine: 2.4-litre MIVEC DOHC 16-valve four-cylinder.
Transmission: five-speed manual or optional CVT automatic, on-demand all-wheel drive.
Power: 125kW @ 6000rpm.
Torque: 226Nm @ 4100rpm.
Fuel consumption: 9.5 litres/100km, tank 60 litres.
Emissions: 227g/km.
Suspension: MacPherson strut coil spring with stabiliser bar (front); Multi-link coil spring with stabiliser bar (rear).
four wheel discs, front ventilated.
Dimensions: length 4665mm, width 1800mm, height 1720mm, wheelbase 2670mm, track fr/rr 1540mm, cargo volume 589/1691litres, weight 1545kg.
Wheels: 16in alloys.

In its class:

Subaru Forester, from $30,990.
Toyota RAV4, from $33,490.
Nissan X-Trail, from $32,990.
Hyundai Tucson, from $31,490.

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A few days ago we announced that the next generation Nissan GT-R set to be unveiled in 2013 will be offered straight from the factory with a hybrid drivetrain option, and it might not be quite as new as you think. Thanks to our friends at Inside Line. we have learned that the future hybrid GT-R was on display earlier this year in Geneva and was shown under the guise of the Infiniti Essence concept. When we finally see Nissan’s new lines for the next generation GT-R super car its design will clearly have been inspired by the luxury concept. However the new Nissan GT-R is also said to carry over much more than just body lines, it is rumored that the hybrid power trin unit from the Essence concept will find a new home in the production car GT-R.

Now the Nissan GT-R has quite a legacy to live up to, and despite coming from an unproven vision, the gas/electric combination of internal combustion and wires wrapped around magnets that can be found under the skin of Infiniti’s last concept should be more then adequite to get the job done. The Essence showcar is powered by boosted 3.7 Liter V6 engine producing 440 HP combined with a 160 HP electric motor for a total of 600 HP. The current GT-R only makes 480 HP, a number which by no means should be considered minimal, and Nissan’s engineers spent a lot of time developing the GT-R’s VR38DETT power plant with its plasma sprayed cylinder liners and twin turbocharged setup the greener GT-R will most likely retain its current 3.8 Liter V6 and simply integrate it into the Essence’s electrified power train. This means that producing a maximum output of over 600 HP should be no problem for the next generation super car, meaning well more then 100 HP more than the current GT-R while fuel economy is improved closer to the 30 MPG range.

Pricing for the next generation Nissan GT-R hybrid will be in the neighborhood of $100,000 but we are still awaiting the announcement of a gas/electric Spec V.

More about the 2013 Nissan GT-R Hybrid originally appeared on topspeed.com on Wednesday, 23 December 2009 11:00 EST.

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The swoopy Audi TT coupe has received an engine transplant to go Porsche hunting.  The leaner and meaner $133,700 TT RS has Porsche’s performance benchmark Cayman in its sights.

Drivetrain

Under the aluminium bonnet is a turbocharged direct injection 2.5-litre TFSI five-cylinder mated to Audi’s quattro all-wheel drive.  It is an engine that has a strong links to Audi motorsport and can trace its roots back to the first Audi quattros in the 1980s.

Audi engineers have tweaked the in-line five to punch out 250kW at 6500 revs and 450Nm from 1600 revs.  This gives the RS a zero to 100km/h sprint time of just 4.6 seconds and governed top speed of 250km/h.

Buyers looking for a little bit extra can option up the car with a $3900 carbon package that raises the top speed to 280km/h.  To cope with the added performance there are a host of performance additions, from larger 19-inch alloys to beefier brakes and Audi’s magnetic ride control. Unlike the Cayman, the RS is available only as a six-speed manual.

Styling

Visually there are special RS-design elements including a diamond-look grille, large side air inlets and brushed alloy exterior mirrors.  A fixed rear wing spoiler and diffuser insert with oval exhausts complete the picture.

Sales

Audi Australia expects to sell around 80 a year, according to managing director, Joerg Hofmann.  “Our RS models, while niche, are always very popular for buyers wanting the ultimate in performance,” Hofmann says.

In Europe the RS is available as a Roadster but this is not coming to Australia, according to Audi product planning boss, John Roberts. Roberts says RS volumes will be small, making up just 5 per cent of overall TT sales. The most popular model remains the 2.0 TFSI.  Roberts says the rest of the TT lineup carries on remains unchanged.

The RS will not replace the 3.2 TFSI model, he says.  “There is room for both,” he says.  “The 3.2 is still available and it will remain a part of the lineup.”

Body

The RS benefits from the newest generation TT’s larger, longer and lighter aluminium space frame body.  The four-seater tips the scales at 1450kg and uses 69 per cent alloy construction up front and steel at the back.

Equipment and options

Apart from the carbon package, adaptive headlights are $780 and a premium Bose sound system costs $1377 while metallic paint adds $1377.  Standard kit includes Audi designed front bucket seats upholstered in Nappa leather.

There is also a DVD-based sat-nav system with MMI operating logic including a glovebox-mounted CD changer, brushed aluminium inlays, a flat-bottomed leather multi-function sports steering wheel, a boost pressure indicator, an oil temperature gauge, a lap timer, automatic air conditioning, and xenon-plus headlamps with LED daytime lights.  The arrival of the RS brings the TT model count up to seven.

Driving

AS fashion statements go, the TT RS is the automotive equivalent of Jennifer Hawkins with attitude.  Not only does it ooze style but it has a healthy degree of substance thrown in.  It is no poser either, with a potent five-cylinder engine and stick-like-clue handling.

The look is crisp but perhaps more importantly, so too are the car’s dynamics, which help lift the TT game to a new level.  It is the brawniest TT by far, with a 10mm lower ride height, fixed rear spoiler, some serious five-spoke alloys on low-profile rubber and a more aggressive body kit.

The transversely mounted light-weight 2.5-litre five-cylinder is a treat. It’s hard to believe that it can trace its roots to some VW group commercials.  Audi has fiddled with the engine internals though.

It gets a vibration damper to smooth out the beat, the pistons are caste aluminium and the crankcase is made from high-tech graphite cast iron for strength and low weight.  At idle the 2.5 has a distinctive five-cylinder pulse and at full throttle gains a wonderfully sing-song note.

For a little more spice you can press the “S” button on the console and the car’s whole character changes.  The throttle map is changed and the more raucous exhaust lets everyone know this engine is a five-cylinder with attitude.  Not only does the RS sound good, but it also performs as you expect.

It will hit 100km/h in 4.6 seconds but that’s not the half of it.  The engine will punch through sharp corners, making full use of the quattro all-wheel drive. The six-speed gearshift is precise, if a little notchy.

The RS’s grip and steering is reassuringly confident while the standard magnetic ride control makes the ride amazingly supple for a sportscar.  However, on the sport setting it is very firm and probably best suited to track days. Audi describes it as “uncompromisingly stiff” and that’s a fair assessment.

While the engine’s mid-range shove is impressive it will still let you doddle along in top gear at 60km/h without complaint.  The TT’s cabin is beautifully executed and like all Audis, impresses with its level of quality and attention to detail, even down to the thick  rimmed flat bottom steering wheel.

The hip-hugging seats are impressive but for easier access the standard sports seats – a no cost option – may be better for day-to-day use.  At a pinch you can also fit passengers in the rear seats – just.  The RS will certainly make Cayman buyers think twice.

But if performance is a key criteria, the RS raises the question of why you’d bother with the TT 3.2-litre V6.

Audi TT RS

Price $133,700
Engine turbocharged 2.5-litre five-cylinder
Power 250kW at 6500 revs
Torque 450Nm from 1600 revs
Transmission Six-speed manual
Economy 9.2 litres/100km (combined)

Rivals

Porsche Cayman S Still the benchmark luxury sportscar ($157,300)
Nissan GT-R Built for the track rather than the road ($155,800)
Nissan 350Z 3.7 Coupe Don’t dismiss it just because of the price ($67,990)
BMW Z4 sDrive 35i Folding roof adds to the enjoyment ($116,900) Mercedes-Benz SLK 350 Two-seater but heaps of fun ($118,000)

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