Car Chute

If you super-sized a computer mouse, then designed a car to fit around it, the result might be Lexus’ CT200h petrol-electric hybrid.

A mouse-like device on the centre console sets up and controls important functions including sat-nav, phone and sound.

Controls for working all sorts of other stuff are grouped a finger’s jab away, rather like Function keys on a computer keyboard.

These all reinforce the future-is-now character of hybrid cars seen by some as the clean-burning, low consumption way of the future.

The just-landed CT200h (CT stands for Compact Tourer) is notable in several ways. It’s Lexus’ smallest, cheapest and most economical car. The company also claims it as the world’s first full hybrid luxury compact. It should do well for Toyota’s luxury brand, partly because it’s better than the parent’s popular Prius, and for not a lot more money. Pricing starts at $51,500, although the tested Sport model costs $69,000 – the dearest of the range. Prius starts at $49,690 with a high-spec i-Tech at $63,690.

Underneath, the Prius and CT200h are similar, sharing a 1798cc 73kW engine, the CVT transmission, electric system and so on.

But the Toyota’s slightly strange hatch body, the one that’s became graphic shorthand for hybrid cars everywhere, has been tossed aside for a completely different and possibly polarising high-waisted design with comic-book superhero overtones. If Robin followed Batman to fight villains in his own car, it might look like a CT200h.

Inside, the dashboard design and layout are well ahead of the Prius: it’s more functional, intuitive even for Luddites, and possibly the most worthy of all Lexus dashboards.

Well-bolstered leather seats are goodlooking, super-comfortable and in the back there’s more of the same, along with reasonable legroom. Cargo area with the seats up is 365 litres – 40 fewer than Prius.

There’s no doubt as to the purpose of the Sport version, with racy bits of trim in the cabin and the body colour-matched 17-inch alloys on the outside, wearing 45-series low-profile tyres. A stiffer suspension than on the Limited or base models rides slightly more harshly.

The powertrain has a Sports mode and you know when it’s engaged because the instrument binnacle glows red (or blue in Eco mode), and the economy meter on the instrument panel vanishes in favour of a tachometer.

You also know that it’s in Sport mode because the car’s demeanour becomes livelier, though still not properly sporting. The trouble is, there’s just not enough power for it to be sporting, not enough control over the transmission, nor enough steering feel, or help from the suspension.

However, overtaking can be impressive when another 200Nm of torque and 60kW from the MG2 electric motor kick in to help the overworked engine.

Lexus claims overall fuel economy of just 4.1 litres per 100km, yet despite running it in the Eco mode for much of the time, the dash readout refused to better 5.8, a figure achievable by some conventionally powered cars.

Can’t complain about emissions though. The Hybrid Drive generates only 94 grams of CO2 per km; none at all when running only on electricity.

Alternatives
Audi A1 1.4 Sport $44,300
BMW 118d Sports Hatch $50,500
Honda Insight E $38,800
Toyota Prius i-Tech $63.690
Volkswagen Golf BMT $44,500

Bottom line:
Lexus now has a range of hybrids all the way to large luxury, topping out at $280,300 for the LS600hL. Overall, the modest CT200h is the most sensible and practical of the lot.

By Phil Hanson

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British sports car brand Caterham has joined forces with household name Lotus.

Team Lotus Enterprise, headed by Tony Fernandes, the man behind the Team Lotus Formula 1 squad, has bought Caterham for an undisclosed fee from its current owners, Corven Ventures.

Despite the change of ownership, the current management structure will remain in place, leaving Caterham Cars managing director Ansar Ali in charge.

There’s been no official confirmation, but it’s expected that the tie-up could see Caterham branding appear on Team Lotus F1 cars – a huge boost for the Kent-based firm and something that will help it to grow and venture into new markets.

Tony Fernandes said: “Caterham has a unique place at the heart of the motoring world.

“As well as being proudly and staunchly British, it has an enviable and uniquely unblemished reputation within the industry for performance, handling and engineering excellence.”

Ansar Ali added: “This is yet another exciting chapter in the Caterham story.

“The Seven will now have the global springboard it deserves and will continue to be evolved yet further. We also have the opportunity to expand the Caterham family beyond the Seven and SP/300.R and mature it into a truly global business.”

To celebrate the tie-up Caterham will build a limited run of 25 Team Lotus Special Edition Sevens. The upgrade package, which can be applied to the top-of-the-range R500, includes a bespoke colour scheme in the famous green and yellow colours of Lotus and will come with a raft of bespoke Team Lotus additions.

Included in the upgrade package will be an invitation to a tour the Team Lotus F1 factory in Hingham, Norfolk.

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I went all the way to Los Angeles to drive the new third-generation Ford Focus – at speeds of up to 40km/h.

So I cannot really tell you what the Blue Oval’s latest small car will feel like on bumpy back roads when it arrives here in the second half of the year.

I’ll blame LA’s legendary gridlock.

I cannot blame Ford, which may have chosen to launch the car in one of the busiest cities in the world but also suggested a route that took us out of the Big Smoke and on to some properly twisty territory.

My Kiwi drive partner, our Ford-supplied photographer and me decided to eschew that to seek out some top LA spots for photographic purposes and personal amusement.

Our plan: spend the morning playing tourist, then cut through the city and rejoin the route proper for the afternoon.

What we hadn’t counted on was the traffic. It did not deter us from our mission: we ate in fine style at Randy’s Donuts, were chased off the boardwalk at Venice Beach (not for cars, apparently) and got lost just off Sunset Strip, ending up in Beverly Hills.

Perfect time to soak up the ambience of the city and this new car.

What’s special about the new Focus? Style and quality. The first you can see for yourself; the second you start to appreciate when you’re stuck behind the wheel for hours on end.

The cabin picks up many of the cues of the smaller Fiesta: cockpit-inspired architecture and a cellphone-like centre console. It’s a bit fussy, but the quality of build and materials is stunning.

Star attraction is the MyFordTouch system, a voice-activated wonderland of audio, navigation and climate-control functions that operates through a high-res, eight-inch touch screen.

Don’t get too excited, though: full functionality may be not be available until 2012, after the system has been fine-tuned for the Kiwi accent.

Our car sported the new 2-litre direct-injection petrol engine, with 119kW/198Nm (up 12kW/13Nm on the current mill).

Ford New Zealand is still curiously tight-lipped about local specification, but this will surely be the power plant of choice, supplemented by a diesel (there are 1.6 and 2-litre options available).

It’s a good engine – a bit peaky perhaps, with maximum torque not on tap until 4450rpm – and works well with the dual-clutch Powershift six-speed transmission.

The robotised manual delivers on performance and economy, and is very smooth in constant-throttle motoring. There’s a hint of shudder during low-speed take-off and it can get confused if you push it hard but, unlike the Fiesta, at least there’s a manual-hold mode – albeit an awkward push-button one, mounted on the side of the gear lever. There’s also a conventional five-speed manual, but don’t expect that to figure in New Zealand.

Even at these speeds, I can tell that the steering/chassis does not have the incisiveness and aggression of the old car, but that’s not the point.

Focus has deliberately moved away from that sports-hatch feel to something more, shall we say, premium: rigid body structure, fluid handling, cosseting ride.

Focus is the second model to be developed under the One Ford programme (Fiesta was the first), where the same basic car serves a plethora of markets.

This Focus will be sold in 120 countries, with only minor regional differences in chassis tuning.

For the first time, New Zealand will also get a Focus sedan – more conservative than the hatchback but hardly dull, with crisp Mondeo-inspired looks.

And yes, there will be a hot version to replace the fabulous XR5: but say goodbye to the distinctive Volvo-supplied five-pot engine in favour of a 2-litre turbo four.

Early afternoon, after a cruise through Santa Monica, we head for the hills to really give the Focus a workout. Or not.

After 45 minutes on the same stretch of semi-urban road, then a disastrous missed turn, we simply headed back to the hotel.

That wasn’t the original idea. But we’ve achieved plenty – we have the shots, we’ve seen the sights and, under such duress, the Focus leaves an impression of latent talent and refinement.

Fast driving? Plenty of time for that.

By David Linklater | Email David

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They may be right

General Motors is commemorating the Chevrolet Camaro’s 45th anniversary with a special edition coupe and convertible featuring a grey and red rally stripe over the bonnet, dark silver alloys and black leather seats stitched in all-American red, white and blue. The multicolour stitching will be on the steering wheel, gear knob and armrests, too. The car will also carry special 45th badging. The 3.6-litre V6 under the bonnet has been lightened by around 10kg, while new cylinder heads and inlet valves take power up to around 240kW.

There is talk in GM circles that the milestone model will be available in right-hand drive.

My little Pony

Ford is offering US buyers of its 2012 Mustang Boss 302 custom prints of the car, complete with a mock chassis tag sporting their name, vehicle number and the car’s VIN. The two exclusive prints are available online from Ford Images and only to Boss 302 owners. They are signed by Parnelli Jones, who won the 1970 Trans Am Championship in a Boss 302. For Ford fans who can’t stump up for a Boss 302, the Blue Oval is offering a 30 per cent discount on other Boss-related pictures, prints and posters through Ford Images.

When the flying burrito brothers don’t want to be taken out…

Mexican businessmen reportedly spend upwards of $100 million a year on armoured vehicles, mostly heavyweight 4WDs from north of the border. But for those on a budget, Volkswagen has the “Bora Protect,”
an armoured version of the mid-sized Jetta sedan.

It costs around $100,000 to fit out, comes covered in bullet-proof Kevlar, uses tyres that won’t puncture, and is powered by the 155kW turbocharged 2-litre engine from the Golf GTi. The armoured car isn’t as brisk as the Golf GTi, because of the extra weight.

But VW spiel says the Bora Protect is about stopping bullets, not driving like one.

High-class motor

Up for auction in Britain on May 21 is an Aston Martin DB4 convertible, one of only 70 built between 1962-63. The two-owner example was found in a barn with 100,000km on the clock but without the original 3.7-litre straight-six engine. It had been replaced in the 1970s with a 4-litre unit from the factory. Auction house Bonhams expects the car to fetch around $300,000. A 1958 Aston Martin DB2/4 MkIII once owned by Sir David Brown sold for $405,000. David Brown was running his grandfather’s engineering and tractor business when he spotted a newspaper ad in 1947 for a “High Class Motor Business.” He bought Aston Martin for 20,500 ($42,000) and thereafter lent his initials to the legendary series of cars. He was knighted in 1968 and died in 1993.

Motormouth

US talk show host Jay Leno has added a rare 1963 Chrysler Turbine to his car collection. It featured in the latest online instalment of his show, Jay Leno’s Garage. Chrysler built only 55 examples of the gas turbine car. The bodies were built in Italy and shipped to the US, where the turbine engine was installed. The owner’s manual said the engine ran at up to 44,500rpm – on either diesel, petrol, kerosene, jet fuel, or vegetable oil. Mexcio’s President ran one on tequila. The air/fuel mix could be adjusted to suit the particular fuel. The only evidence of what the engine was burning came from the odour of the exhaust. Most of the cars were scrapped after a trial in the early 1960s and only a handful remain in museums and private collections.

Cherrypicking

A Los Angeles jury has awarded $2.5 million to two police officers after they refused to comply with a traffic ticket quota system. The cops sued the LA Police Department, alleging their captain instructed them to write at least 18 tickets a day. They said they were told the tickets had to be for major offences that could each generate revenue of several hundred dollars. The officers testified that they were assigned to specific “laser-certified” streets from regular
traffic patrols to increase their ticket output. These were referred to as “orchard” or “cherry patches”. The civil court jury sided with the officers by an 11-1 vote. “We’re hopeful that this will put an end to fleecing motorists on the West side of Los Angeles,” said attorney Gregory Smith. “Quotas are a direct violation of the vehicle code and this case was about these officers being asked to break the law.” The LAPD’s lawyer argued the department had broad goals
rather than specific quotas and the intent was to reduce road injuries and fatalities.

Transit of Genius

The last souped-up Transit van Ford of Britain did as a concept come with 18-inch alloys, white stripes over red paint – and a wheezy 104kW turbodiesel engine. The one pictured here is another beast entirely. It’s a one-off called the Transit SuperSport Van (SSV), based on a short wheelbase version of the carry-all. Under the bonnet is a turbocharged, 3.2-litre, oil-burner packing 170kW and mated to a six-speed automatic gearbox. SSV gets an upgraded aerodynamic
package along with a blue and white paint job. The concept follows a long line of hot panel wagons from Ford of Britain going back to the 1971 GT40-based Transit Supervan, the Cosworth V8-powered Supervan II of 1984, the ’95 Supervan III with its 485kW Formula One engine and the Y2k Ford World Rally Transit complete with Martini racing stripes.

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The zero-emission Nissan Leaf is the 2011 World Car of the Year, edging out the BMW 5-Series and Audi A8 for the top spot.

The plug-in hatchback, current European Car of the Year, picked up the gong at this week’s New York Motor Show.

“It is a great joy that the world’s first, mass-marketed electric vehicle has won this prestigious award,” said Nissan chairman and CEO Carlos Ghosn.

“This accolade recognises the Leaf, a pioneer in zero-emission mobility, as comparable in its driving performance, quietness and superb handling to gas-powered cars.

“And it validates Nissan’s clear vision and the values of sustainable mobility that we want to offer to customers around the world.”

The judges observed: “The Leaf is the gateway to a brave new electric world from Nissan.

“Its low centre of gravity produced sharp turn-in with almost no body roll and no understeer.

“The good news? It feels just like a normal car, only quieter.”

The World Car of the Year competition was launched in 2004, with winners chosen by automotive journalists from Asia, Europe and North America. The Leaf is available in Japan, the US and Europe. The car will be released in other markets in 2012.

It is powered by lithium-ion batteries and has a claimed range on a full charge of 160km.

Built in Japan, the Leaf will also be manufactured in the US from late next year and Britain from 2013.

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Toyota is recalling about 51,000 of its Tundra trucks to inspect rear drive shafts that may include a component that could break.

Toyota Motor Sales USA Inc. said Tuesday an estimated 0.5 percent of the vehicles may have a faulty slip yoke because of improper casting during the foundry process.

The company is aware of one slip yoke failure. There are no reports of accidents or injuries related to the condition.

The recall involves only Tundras from the 2011 model year.

Recall notification letters will be sent out starting next month and will be available on Toyota’s web site.

Inspections and any replacements made will be free of charge.

Last week Toyota recalled more than 300,000 RAV4 and Highlander vehicles so it could fix an airbag issue.

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A federal judge overseeing lawsuits
against Toyota Motor Corp. (7203) said in a tentative ruling that the
automaker must face economic loss claims over unintended
acceleration allegations.

Toyota owners claimed the company failed to disclose or fix
defects related to sudden acceleration, driving down the value
of their vehicles. U.S. District Judge James V. Selna in Santa
Ana, California, said the claims could go forward because
vehicle owners met court standards on pleading loss or injury.

“Taking these allegations as true, as the court must at
the pleading stage, they establish an economic loss,” Selna
wrote in his tentative decision yesterday. “A vehicle with a
defect is worth less than one without a defect.”

Toyota, the world’s largest automaker, recalled millions of
U.S. vehicles, starting in 2009, after claims of defects and
incidents involving sudden unintended acceleration. The recalls
set off a wave of litigation, including hundreds of economic
loss suits and claims by individuals or their families for
injuries and deaths caused by such incidents.

Most of the federal lawsuits were combined before Selna,
who is overseeing pre-trial evidence-gathering, or discovery.
Selna issued a similar ruling in November rejecting Toyota’s
motion to dismiss an earlier complaint by the vehicle owners.

Hearing Today

Yesterday’s tentative finding, which won’t take effect
unless it becomes final, follows an amended complaint by the
plaintiffs and a subsequent renewed motion to dismiss. Selna is
scheduled to conduct a hearing today on the Toyota City, Japan-
based company’s request to dismiss the cases.

Celeste Migliore, a Toyota spokeswoman, said in an e-mail
today that company will comment after the hearing.

A judge’s ruling on a motion to dismiss doesn’t consider
evidence or the merits of the plaintiffs’ allegations, Migliore
said after the decision in November.

“At this early stage, this analysis by the court requires
a basic assumption that the plaintiffs’ allegations are true,
even though they are unproven,” she said then.

Selna also said in the tentative ruling he wouldn’t dismiss
claims that Toyota violated consumer laws by not disclosing
sudden acceleration problems to the National Highway Traffic
Safety Administration or to car buyers.

“Toyota failed consumers through a litany of failures and
missteps, including choosing not to warn the National Highway
Traffic Safety Administration of sudden acceleration issues they
knew existed,” Steve Berman, an attorney for the plaintiffs,
said in an e-mailed statement. “We believe this specific
failure was a violation of consumer protection laws and are
pleased that Judge Selna’s preliminary ruling will allow us to
address that in our case.”

Series of Recalls

Toyota’s series of recalls began in September 2009 with an
announcement that 3.8 million vehicles were being recalled
because of a defect that may cause floor mats to jam down the
accelerator pedal. In January 2010, the company recalled 2.3
million vehicles to fix sticking gas pedals.

The carmaker said in February that it was recalling another
2.17 million vehicles in the U.S. for carpet and floor-mat flaws
that could jam gas pedals.

Many of the lawsuits claim that loose floor mats and sticky
pedals don’t explain all episodes of sudden acceleration and
that the electronic throttle system in Toyota vehicles is to
blame. Toyota has disputed any flaws in its electronic throttle
control system.

The cases are combined as In re Toyota Motor Corp.
Unintended Acceleration Marketing, Sales Practices and Products
Liability Litigation, 8:10-ml-02151, U.S. District Court,
Central District of California (Santa Ana).

To contact the reporters on this story:
Margaret Cronin Fisk in Southfield, Michigan, at mcfisk@bloomberg.net;
Bill Callahan in San Diego at
callahan@san.rr.com

To contact the editor responsible for this story:
Michael Hytha at mhytha@bloomberg.net

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RichAlcock: EU inquiry into Barclays, HSBC, RBS, BNP Paribas, Commerzbank, Credit Suisse, Deutsche Bank http://bit.ly/kXJ1Zf Guardian #business

about 3 hours, 39 minutes ago

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None of the major US automakers will attend this year’s Tokyo Motor Show in December, organizers confirmed this week.

The Tokyo Motor Show was once one of the most prestigious shows in the world, and organizers promised that this year’s show will demonstrate the “resilience of Japanese manufacturing” after the country’s devastating earthquake – but it’s hard to avoid the conclusion that the show is being gradually eclipsed by other rivals in the region.

This year’s show will feature 15 Japanese brands and 22 brands from overseas, organizers said April 26, a significant boost in the number of international brands from the last event, which only featured nine.

Major German automakers such as Audi, BMW, Mercedes-Benz and Volkswagen will be there, as will French stalwarts Peugeot, Citroen and Renault, as well as Saab, Range Rover and Jaguar.

Nonetheless, the continued absence of all three big Detroit names – General Motors, Ford and Chrysler – is telling, especially as all were present in a big way at the recent Auto Shanghai show in China.

Also noticeable is the lack of any prominent Chinese brands such as BYD, which was present at both the Geneva and Detroit auto shows this year.

With Japan still a relatively small market for international names, the Japan Automobile Manufacturers Association is  putting on a brave face, focusing on the new innovations and the (admittedly impressive) number of names returning to the show.

In a statement, the organizer promised that the show will be the world’s leading “technology-driven” motor show, and announced the addition of the “Smart Mobility City 2011″ which will illustrate next-generation vehicles and how they will interact with humans.

It will also occupy a new site, with 60 percent more exhibition space – a total of 34,919 square meters.

The 42nd Tokyo Motor Show 2011 runs December 2-11 in Tokyo, Japan.

http://www.tokyo-motorshow.com/en/

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By Sara Webb and Mia Shanley

AMSTERDAM/STOCKHOLM, April 29 |
Fri Apr 29, 2011 9:41am EDT

AMSTERDAM/STOCKHOLM, April 29 (Reuters) – For an enthusiast
like Karl Ask, you can never have enough Saabs.

The 23-year-old Swede has 11 already — including a Saab 93
and Saab 95, featuring the two-stroke engines — and has his eye
on the Saab 92, an earlier and rarer model.

But with Saab’s financial woes once again threatening its
future, fans of the brand wonder whether even the newer models
could become collectors’ pieces sooner rather than later.

^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
Spyker can’t meet Saab goal, taps owners, China[ID:nLDE73R28C]
Russian investor gets initial nod as Saab owner[ID:nLDE73R1KW]
Saab TIMELINE [ID:nLDE73R1BG]
FACTBOX on Antonov [ID:nLDE73R19D]
Five facts on Spyker Cars [ID:nLDE69S0QI]
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^

Saab’s production plant in Trollhattan, southwest Sweden,
ground to a standstill earlier this month when suppliers stopped
delivering parts because they said they had not been paid.

For years, Saab was one of the crown jewels in the business
empire of Sweden’s Wallenberg family.

But it has struggled financially, failing to make money for
the past two decades, and faltered under General Motors (GM.N)
which sold out last year to Dutch firm Spyker Cars (SPYKR.AS).

Annual sales peaked at 131,000 in 2006, slumping to a meagre
31,700 cars last year — less than a tenth of long-time rival
Volvo’s annual sales of 380,000.

Spyker, with a market cap of $110 million and shareholders
including Abu Dhabi’s Mubadala Development Co., now wants to
bring back a Russian businessman, Vladimir Antonov, as an
investor. It is also talking to potential partners and funding
sources in China, which rescued long-time rival Volvo.

Saab is still one of Sweden’s best-known brands. It has a
devoted following among fans who enthuse at length about the
cars’ eccentricities and early innovations, from pioneering
turbocharging to ignition placement and heated seats.

“Some people think they are a bit boring, but I think Saabs
are special. When you drive a 95, people stare at you and give
you the thumbs up,” said Ask, head of Sweden’s Saab fan club
which has a membership of about 2,500.

QUIRKY

“It’s a quirky little car, an acquired taste,” said Nic
Schellekens, of the Netherlands Saab fan club.

“It used to be your local solicitor, doctor, or notary
public who drove a Saab, but that has changed and now the people
in the club are from all walks of life.”

Like the Mini, the Beetle, and the Citroen DS, the early
Saab models have a distinctive silhouette, with aerodynamic
contours thanks to Saab’s origins in the aerospace industry.

Then there’s the ignition system. Saab put it near the
gearstick, rather than the steering wheel, as a safety feature,
so that the key doesn’t plunge into the driver’s kneecap in a
car crash.

Others go for the turbocharger — a compressor powered by a
turbine which is driven by the engine’s exhaust gases — which
gives a significant boost to the engine’s horsepower.

“It’s the performance and its powerful engine,” said Mikael
Ryking, 40, a manager at a mobile operator in Sweden who has
owned four Saabs over the years.

“You don’t really see it on the outside. It’s easy to tune
it up and turn it into a monster. My car that I have now is
equal to a BMW M5 so it’s like you can take an ordinary Saab,
modify it and you get something like a real top of the line BMW
at half the price,” he added.

Or, as Top Gear presenter and motoring journalist Jeremy
Clarkson put it when he wrote about the Saab 9-3 estate a few
years ago, “It’s a special forces sniper. Quiet. Unassuming. And
invisible. Until you pull the trigger.”

That rectified earlier mistakes in the Saab design, in
Clarkson’s view.

“In the eighties, for instance, your Saab would get from 40
to 70 faster than a Ferrari Testarossa, but so bad was the
torque steer when that mountain of torque hit the front wheels,
you had no real say where you’d be when 70 was achieved,” he
wrote.

“Now you can put your foot down wherever and whenever the
mood takes you, and whoomph, everyone within range will be left
wondering why the car they never noticed in the first place has
just disappeared.”
(Editing by Erica Billingham)

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