Volkswagen reveals Cross Coupe concept

Volkswagen has showcased an all-new SUV concept at the Tokyo Motor Show. Known as the Cross Coupé concept, it hints at design themes of all future SUV’s from Volkswagen stable.
The Cross Coupé previews the bold new look of its Volkswagen’s second-generation Tiguan compact SUV. Sitting on
the German carmaker’s versatile new MQB platform, the new four-seater, four-wheel drive petrol-electric hybrid is officially described as a cross between a four-door coupé and compact SUV, which has led many to speculate that Volkswagen is considering a second compact off-roader model in the mould of the Range Rover Evoque.
However, Volkswagen sources close to design boss Walter de Silva have confirmed to Autocar that the Cross Coupé has a broader brief in previewing a new design lineage that will be adopted by all of the company’s upcoming SUV models, including the next Tiguan due out in 2014.
“We won’t rule out the possibility of adding a sportier SUV to the Volkswagen line-up at some time. But the main message with the Cross Coupé is its styling, which stands for the future of SUV design at Volkswagen,” Autocar was told.
The Cross Coupé combines front-end styling elements first seen on the Tex and Go concepts, penned by Volkswagen-owned Giugario, wheeled out at the Geneva motor show earlier this year, with heavily sculptured surfaces throughout. It has a highly defined shoulder – or ‘tornado line’ as de Silva refers to it – higher waistline, shallow side glass, heavily angled tailgate, distinctive wheel arch design and 20-inch alloy wheels shod with substantial 265/45 profile tyres.
The five-door Cross Coupé is both considerably bolder than the current-generation Tiguan, whose design dates back to 2005 and a former Volkswagen design team headed by Murat Gunak.
Volkswagen has provided its latest concept with a classy Audi-esque cabin, with a sweeping dashboard whose various horizontal design elements mirror those of the exterior, and a hi-tech instrument display combining traditional analogue and the latest in computer-enhanced graphics. It also has grab handles incorporated into the centre pod and four heavily contoured seats separated by a high-set centre tunnel which is used to store a battery that powers the concept’s electric motors.
At 4345mm in length, 1868mm in width and 1523mm in height, the Cross Coupé is 125mm shorter, 58mm wider and a significant 177mm lower than today’s first-generation Tiguan. It also rides on a wheelbase that is 26mm longer at 2630mm – allied to tracks that up by 15mm at the front and by 43mm at the rear at 1585mm and 1613mm respectively. Nominal boot space underneath the rear windows is put at 380 litres – or 90 litres less than the Tiguan, rising to 1230 litres when the rear seats are folded away.
Powering the Cross Coupé is a petrol-electric hybrid system capable of providing drive to either the front wheels or all four wheels via a seven-speed, double-clutch gearbox, depending on the driving conditions. It combines Volkswagen’s familiar turbocharged 1.4-litre, four-cylinder, direct-injection TSI petrol engine producing 148bhp and 21.4kgm of torque with a pair of brushless electric motors – one sited up front delivering 54bhp and 18.3kgm and a larger one at the rear with 114bhp and 27.5kgm. The system is calibrated to provide a maximum 261bhp.
Energy for the electric motors is supplied by a battery mounted low down within the centre tunnel of the floorpan. Rated at 9.8kWh and operating at a maximum 370 volts, the lithium ion unit can be charged both on the run through the recovery of kinetic energy (both on a trailing throttle and under braking) and via plug-in means with conventional mains power.
Volkswagen claims an all-electric range of 40km at typical city speeds in front-wheel drive mode, at which a clutch is actuated to disconnect the petrol engine from the drive process when there is sufficient battery charge.
In a move aimed at reducing weight, Volkswagen has replaced the conventional mechanical driveshaft with a newly developed electric driveshaft that sees the rear wheels driven exclusively by the rear electric motor. In four-wheel-drive mode, the rear electric motor is fed electrical energy from the front electric motor, which then acts as a generator powered by the petrol engine. All up, the new concept car is claimed to weigh 1748kg – 128kg more than the heaviest of today’s Tiguan models, the 2.0 TDI, distributed 58 percent to the front axle and 42 percent to the rear.
Despite its relative weight, Volkswagen claims a 0-100kph time of just 7.0sec – placing the Cross Coupé 0.8sec ahead of the most powerful Tiguan model of today, the 2.0 TSI, in outright straight-line performance.
Top speed, however, is capped at just 200kph on a combination of petrol and electric power or 115kph when relying on electric power alone.

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XUV500 bookings to re-open in Jan.

Mahindra is will once again take orders for its hugely popular XUV500 SUV in January. As you may recall, the company shut down bookings on October 11, after having received over 8,000 orders – or four-months’ production – over the span of just 10 days.

The company says production is on schedule and will also be ramped up to meet demand, which has grown thanks in part to word of mouth from customers who have taken delivery.

The launch prices, which started at Rs 10.8 lakh (ex-showroom, Delhi), however are expected to go up.

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Mercedes CLS 350 review, test drive

The long right-hander ahead stretches as far as I can see. Almost subconsciously, I pile a bit more pressure on the throttle. The suspension hunkers down, the rear wheels bite the tarmac a little bit harder and, apart from the increase in pace, everything remains completely calm inside the cabin. What’s immediately clear is that, though this car is based on the current E-class, the new CLS delivers a driving experience that surpasses its donor. The nearly 2.9-metre wheelbase and wide footprint give it amazing stability around longer corners, and once settled into the bend, the near-five-metre length and 1735kg kerb weight seem to some
how shrink. The Airmatic suspension lowers th
e ride height, the suspension gets a bit stiffer when you select Sport, and the already impressive body control tightens up even further.
The direct, electromechanical steering is lacking in feel, but it is very precise and that makes it easy to place the immense CLS in a corner quite easily, even at triple-digit speeds. However, more weight and feedback would have been welcome. Through sharper corners, it becomes apparent that the CLS is no lightweight supercar. Push it hard and the rear-wheel-drive car understeers and the ESP cuts in rapidly. Get carried away and take your eyes off the clocks, and you’ll find yourself at speeds worryingly close to the two-tonne mark. Which is why more bite and feel from the first few millimetres of brake travel would have been nice too.It may be called a 350 like the E-cla
ss, but this motor is different. Developing a much healthier 306bhp and 37kgm of torque this creamy-smooth, direct-injection engine has ample torque right from 1500rpm. In many cars, the message from the accelerator seems to pass through a government agency and a translation service before reaching the engine. But in the CLS the right pedal and the motor seem to be connected via ESP (Extra-Sensory Perception). A light dab of the accelerator sends the CLS rolling forward smoothly. Press down with greater urgency and the motor hauls you forward briskly, and like all very torquey motors, the resulting change often pins your head to headrest. The 7G-tronic gearbox, however, is a bit slow on the downshift and using the paddles can be a bit frustrating at times. All put together, the CLS manages 0-100kph in a claimed 6.95 seconds, which is plenty quick.
Back in 2004 I dismissed the first-generation CLS as unnecessary and frumpy. But that was only until I saw it in the metal. After that I promptly fell hopelessly and nonsensically in love with it. Mercedes’ second take on the four-door coupe design is also a bit hard to swallow. Although this time, I’m giving it a more patient hearing. The new C218 CLS is attention grabbing, albeit in a technical and futuristic manner. While the last CLS’ design could be represented with just a few light strokes, the new CLS has a frenzy of highlights and a barrage of hectic lines. There is plenty of muscle here and the low roof, tight-fitting boot and the LED lamps give it a presence you just can’t ignore, and that’s just what Merc wants. Taking it easy in the CLS is quite rewarding too. In Comfort mode, a thick carpet seems to cushion the ride and passengers are not tossed around. However, some thuds over deep ruts do reveal an underlying stiffness, but that is only to be expected.
Passengers won’t feel short-changed in the CLS either. It exudes a dignified ambience, the rear seats are sculpted to feel almost like bucket seats, and though there is space only for two in the rear, this is a genuinely usable backseat that offers great underthigh support. It doesn’t hurt that the CLS has almost the same amount of legroom in the rear as an S-Class either. However, headroom is in short supply and the low roof demands some dexterity when getting in or out.
While it can be argued that the new CLS can’t top its predecessor for sheer class, there is no doubt it is a much better car. It is very attractive to look at, very quick both in a straight line and around corners, and it is very comfortable and very refined as well. It is beautifully built, will stand out as something special in any parking lot and the Rs 71.1-lakh (ex-showroom Mumbai) price isn’t too bad either, considering this car looks like it could cost upwards of a crore. Wish you could buy it with a diesel though.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 71.1 lakh, (ex-showroom, Mumbai)

Engine

Fuel	Petrol
Installation	Front, longitudinal
Type	6-cyls in-vee, 3498cc
Power	306bhp at 6500rpm
Torque	37.7kgm at 3500-5250rpm
Power to weight	176.4bhp per tonne

Transmission

Gearbox

7-speed automatic

Dimensions

Length	4940mm
Width	1881mm
Height	1416mm

Chassis & Body

Weight	1735kg
Tyres	245/45R 17

Suspension

Front

MacPherson

Brakes

Front	Vented discs
Rear	discs

Economy

Tank size

89 litres

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BMW, Toyota confirm engine link

BMW and Toyota have confirmed their engine technology collaboration plans. The two automotive giants will supply engines to each other, with BMW offering its 1.6 and 2.0-litre diesel engines to Toyota Motor Europe in exchange for the Japanese co
mpany’s hybrid technology and expertise.
BMW’s engine supply will begin in 2014 and will be installed in certain Toyota-produced vehicles planned for sale in the European market as part of Toyota’s planned expansion of its diesel-powered range.
The deal is described as a ‘mid-to-long-term collaboration’ and the two companies will carry out joint-research in the field of next-generation lithium-ion battery technologies. The scope of the deal could be broadened to include other projects.
In a joint-press conference in Tokyo, BMW’s sales and marketing chief Ian Robertson said, “As we see it, both companies set the benchmark in complementary fields. Toyota has a wealth of experience to offer when it comes to battery technology, and the BMW Group has long been at the forefront developing some of the most technologically advanced clean diesel engines available.”
Representing TMC, President Akio Toyoda said, "It is a great joy and a thrill to enter into this mid-to-long-term collaborative relationship with BMW. In the spirit of contributing to furthering the development of the auto industry and society, both companies will bring their wide-ranging knowledge, starting with that concerning environmental technologies, to the table and make even better cars."
The deal was announced as BMW celebrates 30 years in Japan. The Munich marquee launched its new BMW ActiveHybrid 5 at this week’s Tokyo Motor Show.

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Tata Nano 2012 review, test drive

A vibrant range of colours, which includes a Papaya Orange and Rouge Red, loudly announces the fact that the Tata Nano has been given a makeover. But look beyond the eight new shades of paint and it is hard to distinguish the new-for-2012 car from the earlier model. The only real exterior additions to the upgraded Nano are the plastic wheel caps (on the top LX model) and a passenger-side rear-view mirror, which is a very welcome and essential feature.
The instant you o
pen the door it becomes abundantly clear Tata has listened to feedback and worked hard to spruce up the plain-Jane interiors of the Nano. The LX model gets a beige dashboard with a silver-finish centre console and gear knob. The seat fabric is beige too, and this really helps liven up the cabin. Even the dual-tone door pads, which have deeper pockets than before, look a huge step up from the very basic original design.
A very noticeable change is the new front seat headrests, which can now be adjusted (the one-piece seat on the earlier car did not allow this), but their movement is quite limited. The front seats themselves are better contoured now and more supportive than before. Moving to the back, we were reacquainted with the massive space inside the Nano; it makes every other budget hatchback feel a whole size down. Rear seat comfort is enhanced too, thanks to new contouring on the seat base and the seat-back height has also been raised for better shoulder support.Tata has tweaked the Nano’s 624cc engine to make it more fuel-efficient, and the good thing is that power is also up from 35bhp to 37bhp. Torque too has improved by 0.4kgm, to 5.2kgm. However, the Nano still drives very much like the earlier car - while it is not quick by any measure, it is adequate for typical city driving. Part of the reason the performance gain is not apparent is that Tata has given the Nano slightly taller gearing, again in the interest of economy. For the record, Tata claims an ARAI-tested figure of 25.4kpl (up from the earlier model’s 23.6kpl). Refinement has been thoroughly improved as well, with a very silent idle and fewer vibrations transmitted through the body. Also, changes to the intake and exhaust mean the Nano doesn’t sound like an auto-rickshaw anymo
re.
There have been some changes under the skin too. Our biggest grouse with the original Nano was its steering, which felt heavy at slow speeds. Revisions to the suspension have addressed this issue to a fair extent, and the steering now feels noticeably lighter, but still requires some effort, especially when parking. Power steering is unfortunately still a long way off and would have ideally complemented the Nano’s famously tight turning circle to make it really easy to hustle about in crowded city traffic. Stability is improved too, thanks to an anti-roll bar at the front.
But the best news of all is that Tata has not raised the prices for this updated Nano. The Nano Standard retails for Rs 1.4 lakh (ex-showroom, Delhi), the CX costs Rs 1.7 lakh and the top-end LX has been priced at Rs 1.96 lakh.
More upmarket, better to drive and all for the same low price, the Nano just got a whole lot more appealing.

Fact File

Price Range (in lakhs)*

Ex-showroom price

Rs 1.4-1.96 lakh (ex-showroom, Delhi)

Engine

Fuel	Petrol
Power	37bhp
Torque	5.2kgm

Dimensions

Length	3099mm
Height	1652mm
Wheel base	2230mm
Ground clearance	180mm

Performance

0-20	1.65
0-40	4.45
0-60	8.93
0-80	15.99
0-100	27.38

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