First Look: 2012 Volkswagen Beetle

 

It's never easy to reinterpret a design icon on the order of the Volkswagen Beetle, one of the most recognizable vehicles ever. But with the New Beetle getting old, the time has for the 2012 Volkswagen Beetle. One of the most anticipated new VWs in recent memory, the 2012 Beetle is getting the VIP treatment with a simultaneous world premiere in Shanghai, Berlin, and at this week's 2011 New York show.

So while the new Beetle is in fact new, it is still very much a Beetle. While the trademark round fenders are present and accounted for, the bubble roof that became a calling card of the New Beetle has been flattened out into a roofline more reminiscent of the original Beetle. The result is a new C-pillar that's more faithful to the original, and a more vertical rear hatch. Much like the distantly related Porsche Panamera, not to mention the original Beetle, this means more usable headroom for rear seat passengers, something the New Beetle was lacking.

There are other substantial aesthetic changes. The new nose is longer and flatter, again like the original, and drops down onto a lower fascia that incorporates just enough of the new Volkswagen corporate grille to be recognizable. The headlights are, for the first time, bi-xenon HIDs with crescents of LED running lights framing their outboard edges. New running boards hint at the original Beetle, while a wider rear hatch rectifies another New Beetle shortcoming. An integrated spoiler is standard with the top-shelf engine.

If the 2012 VW Beetle looks wider and lower, that's because it is. To make the car look more masculine and muscular, Volkswagen widened the new Beetle by 3.3 inches and lowered the overall height by half an inch. In another bonus for the rear seat passengers, the car has also been stretched 6 inches longer overall and the wheelbase is longer, though Volkswagen hasn't said by how much. Optional 19-inch wheels, dual exhaust, and a performance and handling package will further its sporty aspirations.

Providing the actual sportiness will be Volkswagen's well-worn, turbocharged 2.0-liter four-cylinder engine with its 200 horsepower and 207 pound-feet of torque fed to either a six-speed manual or a DSG six-speed dual-clutch automatic and Volkswagen's XDS electronic differential. The combination is good for 30 mpg highway, Volkswagen says. For the fuel economy-inclined, the 2.0-liter turbodiesel four-cylinder found in multiple VW offerings with 140 horsepower and 236 pound-feet of torque returns 29 mpg city and 40 mpg highway. The 2.5-liter inline-five hangs on as the entry-level engine but now produces 170 horsepower and 177 pound-feet of torque. A five-speed manual should return 22 mpg city and 31 mpg highway, while a six-speed auto should give 22 mpg city and 29 mpg highway.

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First Look: Ford Fiesta ST Concept

 

Turbocharged Ford Fiestas bounce across Rallycross courses and wind their way through WRC stages around the world, but why should rally drivers have all the fun? Perhaps they won't -- the Ford Fiesta ST Concept, which debuted at the 2011 Frankfurt Motor Show, is likely a sign of hot hatches to come.

Although the notion of a performance-tuned Fiesta isn't exactly new (RS1800, anyone? XR2i or XR Turbo? Anyone?), this is the first attempt to craft one for global consumption. Jost Capito, Ford's director of Global Performance Vehicles, says this new ST show car is proof positive that the company's Global Performance Plan has legs, and can extend well beyond the forthcoming 2012 Focus ST, which is debuting alongside the Fiesta ST at Frankfurt.

Mechanically speaking, the Fiesta ST show car abides by the same mechanical formula used on its big brother. The hot hatch, built off the European three-door model, retains its front-wheel-drive architecture. Power is still provided by a turbocharged, direct-injection, EcoBoost-branded four-cylinder engine, but that's where the similarities end. Displacing 1.6 liters, the Fiesta's dual-overhead cam mill is about four-tenths of a liter shy of the Focus, but it certainly isn't lacking power.

Preliminary figures indicate the 1.6-liter EcoBoost, which is mated to a six-speed manual transmission, produces a stout 180 hp and 177 lb-ft of torque, roughly on par with the similar Volkswagen Polo GTI. Ford says that power is enough to rocket the Fiesta ST from 0-62 mph in 7 seconds, and to a top speed of 135 mph. That's a tick slower than the Polo (0-62 mph in 6.9 seconds, top speed of 142 mph), but impressive nonetheless.

As is the case with the Focus, the ST overhaul also ushers in a cosmetic overhaul for the Fiesta. A tall, blistered hood carries down into a new front fascia dominated by a large honeycomb grille. Side sills, a hoop-style rear wing, and an aggressive rear diffuser add to the image, but the car's hunkered-down, muscular stance is attributed to flared wheel arches; a lowered ride height; and five-spoke, 17-inch aluminum wheels. Interior photos have yet to be released, but Ford promises both a "high contrast" color scheme (we wouldn't be surprised to see Molten Orange accents matching the exterior hue) and grippy Recaro bucket seats.

Perhaps the only thing on this car that shouldn't be is the "concept" title: Ford insists the car isn't confirmed for production at this stage, but the number of development mules spotted around the world suggest the ST is more than a mere styling exercise. Even Ford's press materials suggest the show car is a look at what a performance Fiesta will look like when -- not if -- "it joins the Focus ST in the global small car portfolio." As for when, insiders hint a production-spec Fiesta ST could launch a year after the Focus ST, making 2013 seem like a safe bet.

Is there really room in Ford's portfolio for two compact pocket rockets? Time will tell if a new Fiesta ST will complement or compete against the Focus ST, but seeing as the last hot Fiesta was a rousing success across the pond, we think enthusiasts the world over will appreciate having yet another option when it comes to picking a hot hatch.

 

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First Look: 2012 Ford Focus ST

American enthusiasts have been waiting with bated breath for an SVT Focus replacement ever since it left the scene back in 2004. The wait is almost over. Now we finally have the full details on the 2012 Ford Focus ST, which debuted today in production trim at the 2011 Frankfurt motor show.

The 2012 Focus ST is the first global performance vehicle developed as part of Ford's much discussed "One Ford" program. The internal program has pushed all global design, engineering, and product planning together to create one lineup for Ford's products worldwide. Unlike the previous-generation Focus ST which was for European consumption only, the new one will be available in over 40 markets on six continents, although a Focus ST Wagon will be sold in the European market only.

The new ST uses a tuned version of Ford's 2.0-liter turbocharged EcoBoost inline-four cylinder rated at 250 hp and 250 lb-ft of torque. Power is routed through a six-speed manual to the front wheels, which wear 18-inch Y-shaped spoke alloy wheels wrapped in high-performance 235/40R18 Goodyear Eagle F1 Asymmetric 2 tires. The 2.0-liter EcoBoost takes advantage of high-pressure direct injection, a low-inertia turbocharger, and twin-independent variable cam timing to help decrease fuel consumption by a claimed 20 percent compared to the outgoing ST. The turbo-four also gets a redesigned intake and exhaust system for the ST application, as well as a unique ECU calibration.

The ST uses a new variable-ratio steering rack that decreases sensitivity in a straight line and increases sensitivity during cornering, according to Ford's engineers. The new steering rack is paired with an electric power steering system and a torque steer compensation system (TSC). When TSC detects torque steer, it communicates to the power steering system, which counteracts the effect to eliminate torque steer feel for the driver.

The Focus ST also receives a modified electronic stability program (ESP) with three modes. Normal mode is based on the ESP system in the standard Focus, but has been recalibrated to be less intrusive to the driver. Wide-slip mode switches off the traction control, but the system will step in if things get too far out of line. The third and final mode is all off; traction control and ESP are both deactivated, leaving only sub-features like the enhanced dynamic cornering control (EDCC) and TSC enabled.

Ford has also added an enhanced torque vectoring control to the Focus ST. It works by braking the inner wheel of the vehicle through a turn to reduce understeer, similar to a limited-slip differential. It is paired with cornering under steer control (CUSC), which sends torque to the outside wheel based on the amount of understeer present to keep the ESP from kicking in.

The ST will use uprated shock absorbers and lower springs which drop the ST by 10 millimeters -- lowering the car's center of gravity and giving the ST a meaner stance. The rear suspension uses upgraded knuckles with an all-new anti-roll bar.

It won't be hard to tell the ST apart from lesser Focii thanks to its single-piece, honeycomb trapezoidal black grille and rear diffuser with center-mounted exhaust. A new, larger rear spoiler increases high-speed stability while reducing drag. The ST will be offered in unique colors: performance blue, race red, white, and tangerine scream - Ford's new signature orange-gold for the ST line. Inside, the ST receives specially-designed sport pedals, steering wheel, and gearshift. Ford worked with Recaro to design unique front seats for the Focus ST featuring a low seating position. A new rear seat has been designed for the ST using sculpted foam to help hold rear passengers in place during enthusiastic driving.

The ST also gets a number of creature comforts standard including automatic headlights, auto-dimming rear mirror, automatic wipers, and floor mats. Partial-leather Recaros, dual-zone automatic climate control, heated seats, eight-way seat adjustability, and bi-xenon headlights are optional.

The 2012 Focus ST is slated to go on sale worldwide starting next year, and we're betting hot-hatch enthusiasts from coast-to-coast will be queuing up at Ford dealers to get their hands on one.

 

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First Look: Audi A2 Concept

Along with the miniscule Urban Concepts, Audi is unwrapping the electric-powered A2 concept -- which previews a forthcoming subcompact model -- at the 2011 Frankfurt Motor Show.

Like the original A2, which debuted in 2000, the new concept is diminutive in size. In fact, the concept is within half an inch of the original in all dimensions, and at 149.6 inches long, it’s almost a half-foot shorter than the new A1. Like the original, the A2 concept utilizes an aluminum space frame -- something that lent the first A2 a trim curb weight and a big price tag. The new concept wears a combination of aluminum panels and carbon fiber-reinforced polymer (CFRP) to help keep weight down.

Powering the A2 concept is a transversely-mounted electric motor good for 116 hp and 199 lb-ft of torque sent through a single-speed transmission to the front wheels. Juice comes from a lithium-ion battery pack that stores a total of 31 kWh of energy, though only 24 kWh is available to move the vehicle. Audi claims a top speed of 93 mph and a 0 to 62 mph time of 9.3 seconds, thanks to the A2’s lightweight design and powerful electric motor. From McPherson struts and a rear torsion beam axle underpin the A2.

According to Audi, the setup should give the A2 a range of approximately 124 miles; with a full recharge taking a scant 1.5 hours on a 400-volt, three-phase charger or four hours on a standard 230-volt European outlet. Audi has also incorporated a contactless charging method for the A2 concept, so no plug is needed.

The interior has been designed to take advantage of the A2 concept’s sandwich-style flat floor. There is room for four, and each passenger scores his or her own bucket seat. A center console is cantilevered from those seats, and reportedly allows some flexibility when it comes to cargo -- Audi mentions it’s possible to stick an adult bicycle (with front wheel removed, of course) between the second-row seats.

Touch-sensitive surfaces control the car’s infotainment technology, and the steering wheel even has a touch-sensitive input area. A seven-inch LCD display mounted on the steering column serves as the gauge cluster. Designers attempted to push the eco-friendly envelope with the interior design, employing unusual recyclable materials throughout. The cargo cover is made from ribbed, recycled polyester, while the door panels are wrapped in a neoprene-feel polyurethane.

Audi has been known as an innovator in exterior lighting design, so it’s not too surprising to see the A2 concept toy with new ideas in this sector. High- and low-beam headlamps are LED-powered, while running lamps use thin LED fibers, which reportedly help frame the projector assembly itself. Taillights are also LED powered, and vary in brightness based upon visibility conditions. Interestingly, the fog taillight is illuminated with laser diodes -- reportedly brighter and more efficient than LED -- and project a red triangle onto the road surface behind the car.

 

Interestingly, the A2 also uses LED illumination to dress up its exterior. The character line can be illuminated in different manners, potentially allowing it to provide entry and exit lighting and to function as a turn signal repeater. During hard braking, it progressively glows red, providing yet another warning sign to other drivers of a potential emergency stop.

Exactly how much of this will translate into a production car remains to be seen. Audi has said a production version of the A2 should launch in 2013 as an electric vehicle. Gas and diesel-powered versions should subsequently follow, launching no later than 2015.

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First Drive: Audi Urban Concept - part 2

 

Snakeman Kacher needs an extra coordination effort to spiral his 6'7" self behind the two-spoke sports wheel which pulls out (by a generous 5.5 inches) to make room for long legs and the stomach. The two thinly upholstered seats are firmly attached to the floor and the rear firewall. The occasional pillion would need to crouch behind the driver in an oddly off-set and slightly claustrophobic niche. Since both the steering-wheel and the pedals are fully adjustable by a clever lever & linkage system, finding a comfortable driving position is the easiest trick in the book. The cockpit of the yellow specimen is an object lesson in functional minimalism. All it contains are a push-button P/R/N/D gear-selector panel, two TT-derived air vents, a hazard button and a small digital instrument display panel depicting speed, distance traveled, range, battery charge status and recuperation activity. There is not a lot happening in the latter department since any serious deceleration effort on part of the rear wheels is almost automatically neutralized by ESP interference.

Let's go. I hit D, put the hoof down, and we're off. Not like greased lightning, but briskly enough to brake hard for the next armco, the next 90deg kink, the next climb or descent to the next level of this vast parking complex. By the end of the day, we clocked 9.6 clicks, which ain't bad for roaming such a strangely slippery and articulated habitat. It takes about ten seconds to get used to driving the Waspa. The accelerator response is linear and prompt, the four disc brakes strike a perfect balance between input and effect, the skinny 125/80 R16 all-season tires don't offer enough grip to deter the slightly tail-happy handling, and the surprisingly well tuned suspension is neither overly firm nor discouragingly wayward. The only item which requires extra attention is the unassisted rack-and-pinion steering which is super quick at 1.5 turns from lock to lock. Through the fast sections of the empty and unobstructed upper deck, this instant-turn-in calibration is so much fun that I am secretly timing each run, trying to gain a tenth here and there. But through tight corners and in the wake of rapid changes of direction, the box hardens and loads up in a way that suggests the need for some more fine tuning. Visibility is good except to the rear where one big panoramic blind spot threatens. How come? Because the Urban Concept has a small lidded cargo compartment where other vehicles have a rear window.

The Frankfurt Show car is equipped with a remarkably unambitious 20-hp electric motor so that it can be operated without a full driving license by 16 year-olds in certain EU countries like Italy, France and the UK. Our Engineering Experience Module has a more substantial 40bhp between its hind legs where 96Nm of torque are still not quite enough to make the Contis sweat - unless it rains, when it is possible to induce a little bit of attitude. Audi claims that the 1058 pound lightweight runabout can accelerate from 0-40mph in 6.0 seconds. The top speed is in the area of 60mph and the driving range is in excess of 30 miles. These numbers are not yet final, because Audi is at this point using experimental hardware borrowed from the Q5 hybrid, Sanyo R&D and its own e-tron think tank. To recharge the lithium ion energy cells on 230V mains takes about two hours, but if you have access to a 400-volt power line, the same job can be done in less than 20 minutes.

Measuring 126.7" in length, 66" in width and 46.8" in height, the yellow prototype did whet our appetite. Especially in higher-performance form, it makes a compelling alternative to a scooter, a smart and a Mini. Audi seems to agree. To test the water, the Ingolstadt car maker intends to sign off a batch of 999 units sold at 9999 Euro apiece, sources say. The Urban Concept could either be built in-house by the Quattro division, or by an outside specialist supplier. There is no doubt about it: at long last, here comes a new Audi which does not try to impress with the size of its single frame grille or through the intensity of its LED headlights. Instead, this conceptual mold-breaker is potentially more meaningful to the e-tron movement than the plug-in R8. Young, reduced, alternative, affordable and fun to drive, the Urban Concept sends a promising message from a brand which has taken itself too serious for much too long.ward. The only item which requires extra attention is the unassisted rack-and-pinion steering which is super quick at 1.5 turns from lock to lock. Through the fast sections of the empty and unobstructed upper deck, this instant-turn-in calibration is so much fun that I am secretly timing each run, trying to gain a tenth here and there. But through tight corners and in the wake of rapid changes of direction, the box hardens and loads up in a way that suggests the need for some more fine tuning. Visibility is good except to the rear where one big panoramic blind spot threatens. How come? Because the Urban Concept has a small lidded cargo compartment where other vehicles have a rear window.

The Frankfurt Show car is equipped with a remarkably unambitious 20-hp electric motor so that it can be operated without a full driving license by 16 year-olds in certain EU countries like Italy, France and the UK. Our Engineering Experience Module has a more substantial 40bhp between its hind legs where 96Nm of torque are still not quite enough to make the Contis sweat - unless it rains, when it is possible to induce a little bit of attitude. Audi claims that the 1058 pound lightweight runabout can accelerate from 0-40mph in 6.0 seconds. The top speed is in the area of 60mph and the driving range is in excess of 30 miles. These numbers are not yet final, because Audi is at this point using experimental hardware borrowed from the Q5 hybrid, Sanyo R&D and its own e-tron think tank. To recharge the lithium ion energy cells on 230V mains takes about two hours, but if you have access to a 400-volt power line, the same job can be done in less than 20 minutes.

Measuring 126.7" in length, 66" in width and 46.8" in height, the yellow prototype did whet our appetite. Especially in higher-performance form, it makes a compelling alternative to a scooter, a smart and a Mini. Audi seems to agree. To test the water, the Ingolstadt car maker intends to sign off a batch of 999 units sold at 9999 Euro apiece, sources say. The Urban Concept could either be built in-house by the Quattro division, or by an outside specialist supplier. There is no doubt about it: at long last, here comes a new Audi which does not try to impress with the size of its single frame grille or through the intensity of its LED headlights. Instead, this conceptual mold-breaker is potentially more meaningful to the e-tron movement than the plug-in R8. Young, reduced, alternative, affordable and fun to drive, the Urban Concept sends a promising message from a brand which has taken itself too serious for much too long.

 

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