By Giancarlo Perini. ©

We have driven, in a real environment, one of the some 1100 BMW ActiveE, that the German premium car maker will deliver as of December. This is the all-electric, plug-in, two-door, four-sweater, real-wheel drive sport car built from the first generation BMW 1 series coupé platform.  Handling, acceleration, speed and comfort are on a pair, or better, than the BMW120i Coupé and our feeling was that, indeed, we could go on for all the 140 km range promised by the lithium-ion batteries charged at 92% at start point.

Is it really the premium car of the future? It could, but BMW is working at something much better and is very confident that car buyers in the Megacities will love it. We agree, if the selling price is equivalent to a new generation BMW 3 series.

Driving, the ActiveE is a privilege reserved to a fleet of some 1100 drivers selected to contribute to the fine-tuning of the whole project “I”. They will help sorting out all potential problems through the next two years, in three continents.

“The BMW ActiveE is the BMW Group’s next systematic step towards an emission-free, mass-produced electric vehicle. After field tests in the USA and Europe involving more than 600 MINI E cars in the USA, Europe and China, the ActiveE fleet, will provide further valuable insights into the everyday use of the vehicle”, said one member of the team.

How serious this “pre-mass-production” EV is, is simply said: it combines the best of two real cars: the reality of the present and the near future. It shares the drive-train, the batteries, the electronic energy management and all related technology of the new “BMW i3”, although in a different and much heavier package of a reinforce BMW 1 series coupé.

For layout and weight distribution reasons the one-piece flat unit of the i3 is split here in three blocks. The drive train – i.e. the electric motor with gear and power electronics – sits directly on the rear axle.

This eventually reduces the space available in the trunk but the cabin is as roomy as a regular Coupé. The most notable differences from outside, apart the distinctive graphic work, is the addition of a scoop on the front bonnet (hosting a pack of batteries) and the absence of exhaust pipes at rear. The luggage compartment is standard, but the volume available is limited to 200 litres because the trunk houses part of the “power electronics” pack.

One of the three energy storage units takes up around half of the construction space normally occupied by the combustion engine and extensive measures implemented in this area guarantee optimal passenger safety in the event of a crash and also ensure that the high-voltage storage unit, ancillary components and battery fluid containers are not damaged in a collision.

Inside, the large and easy to read instrument cluster make sure that the driver has under control the way to its destination.

The instrument cluster and the control system iDrive are adapted to the electric drive concept of the BMW ActiveE and enhanced by specific display functions. Instead of indicating the engine speed, the instrument on the right of the cluster shows the amount of energy being taken from the battery or the current amount being supplied to it through recuperation. When the vehicle is at a standstill, the middle position of the needle indicates that the silent vehicle is ready to drive. If the vehicle is not ready to drive, the needle rests at the bottom left of the instrument. The “fuel gauge” below it indicates the battery charge level. Furthermore, the onboard computer provides additional vital information such as the remaining vehicle range, whether the air conditioning or the heating system is working.

In addition, a dedicated menu provides information on the battery energy level as well as remaining range. During charging it indicates the remaining charging time.

If the driver wishes to increase the range he can do that with the ECO PRO Mode. A simple switch changes the drive configuration and comfort functions to deliver a more efficient driving style. Less power is demanded with the same pedal travel and the air conditioning systems are set to use less energy.

By the end of 2013, when the car is in the garage and being recharged, car and driver can be connected and under control through a smartphone. This will be instrumental in remotely set the car to be ready at the right time, properly warmed up in winter, or cooled down in summer. Or to flash its lights or to horn when he or she can’t remember where the car was parked at the airport.

A look to the technical specifications of the ActiveE and some consideration about what can be expected of the “BMW i3” is very, very promising.

Now the 3 packs of cells weights 450 kg. This will not change much with the “i3”. They store 32 kWh of energy and ensure a range of at least 160 km (some 100 miles) according to BMW. However, the company says that “according to the American consumption cycle FTP72, the vehicle has a range of up to 240 kilometres (150 miles) independently of external climatic conditions.”

This is realistic with a lively but sensible driving style, when energy consumption should range around 0.12 kWh per km. The permanent-magnet hybrid synchronous motor grants up to 125 kW of power and a constant torque of 250 Nm. Acceleration to 100 kph requires 9 seconds and this is more than what you need in city traffic and beyond. The top speed is limited to 145 kph when the motor revs are cut at 12.000 rpm. Obviously, CO2 (from the car) is 0 g/km.

Recharging the battery from a conventional power socket at home takes 16 to 20 hours. Too much for a full charge at night (from 18:00 to 7:00 there are only 13 hours) but at 240 V/32 A (good for 7.7 kWh) a full charge takes 4 to 5 hours. BMW proposes its so-called wall box, a 32-ampere power supply terminal, installed at the user’s home and optimised to obtain the shortest possible charging times.

How different it is to drive the ActiveE from a combustion engine BMW? Not much. At first, under heavy rain, you wonder if you are absolutely isolated. The answer is obvious, but you cannot fight your instinct. You also question how much energy the wipers absorb and how they affect your range. Than the first surprise is the strong deceleration of the car as soon as you lift your foot from the accelerator. The car brakes by itself, recovering energy and in most instances (BMW estimates them at 75%) you do not even need to touch the brake pedal.

Next you wonder if the following drivers are informed of your deceleration. Yes, they are the brakes lights go on even if you do not brake. There is no sound at all? Not true. There is a low and gentle sound that tells you the engine (at the rear) is running quietly and smoothly. Yes, there is no vibration from that department, or from any other parts of the car. The tyres are comfortable and communicative. And so is the electric steering wheel. They are not yet specific for EVs and are 205/55R16 with running flat properties and optimised for rolling resistance.

The power is quite reasonable on this car but the weight is not.  Without any passenger the scale shows 1815 kg. This is as much as 515 kg more than a BMW 120i Coupé with the same tyres. Now let’s consider that because of its all-new architecture, materials and construction technology the 2014 BMW i3 will be “some 600 kg lighter” (according to a BMW official) and there you go with a set of preliminary, very promising, figures.

In the next two years, before the launch of the ultimate car of the future, the ActiveE will gather all sort of experience on the road in the hand of typical American, Chinese and European drivers.

In the meantime, at the Leipzig factory, BMW will experiment and test the entirely new and very innovative material manufacturing and production process. A new way of designing and building cars that is even more intriguing than the cars itself.

]]> http://autodesign.socialblog.us/2011/10/20/bmw-activee-the-premium-car-of-the-future-is-ready/feed/ 3 http://autodesign.socialblog.us/2011/02/27/for-ev-fun-smart-proposes-%e2%80%9cforspeed%e2%80%9d-in-geneva/ http://autodesign.socialblog.us/2011/02/27/for-ev-fun-smart-proposes-%e2%80%9cforspeed%e2%80%9d-in-geneva/#comments Sat, 26 Feb 2011 22:01:18 +0000 Giancarlo Perini http://autodesign.socialblog.us/?p=466 By Giancarlo Perini. ©

You can’t be mistaken: the show car that Smart is presenting in Geneva with the name of “forspeed” proves that the company’s designers have taken a ride on the roller-coaster and had a lot of fun in creating an EV Roadster so full of curvatures, shapes and colour that in its full-size dimension attract teen-agers with a driving license and, in a smaller scale, would be the dream of their younger brothers and sister under ten.

The two-seater has no roof or side windows but a low wind deflector instead of a windscreen. Perfect for fresh air driving experience around Miami or the French Riviera and a masochist delight in Dubai from April to October.

According to Smart, the responsive electric drive of the Fortwo has been further developed with a boost function that adds, for a few moments, 5 kW of power to the normal peak of 30 kW delivered by the magneto-electric motor installed at the rear and driving the rear wheels.

Certainly a great fun in Paris or Rome, from spring through autumn. There the latest development of the electro-propulsion grants the forspeed unique acceleration and agility through traffic and a lot of smiling faces when it comes to park it.

No doubt: this is a very unconventional design, spoken in the over-excited language of a child. A sort of toy on four wheels that expands the range of zero-emission EV projects being proposed by the Mercedes-Benz daughter company as the next move beyond the Smart Fortwo ED now on sale.

Prof. Dr. h. c. Gorden Wagener, Head of Design remarks that: “The cult brand smart has always taken an unconventional approach with bold design. The forspeed now carries purist sportiness to extremes and in terms of form it is also a pioneer for a new paradigm of mobility.”

Dr. Annette Winkler, Head of smart, says the smart forspeed combines responsibility and emotional appeal in a new and pleasant way. She adds:”The smart forspeed is a completely new take on how much fun it is to drive electric: it boasts a superb design with a powerful drive system and, needless to say, locally emission-free. And if you put the smart forspeed next to our ebike, escooter and smart Fortwo electric drive you’ll see that smart has realised all kinds of variations of electric driving – demonstrating that smart is not just a practical city car, but a great idea.”

With its improved performance and charge management the concept vehicle offers a look at the performance potential of future generations of the electric smart.

For example, the smart forspeed accelerates from 0 to 60 km/h in just 5.5 seconds and reaches a top speed of 120 km/h.

Pressing a button in the centre console activates a boost function that provides an extra 5 kW of power for a short time and is ideal for overtaking manoeuvres on urban highways, for example.

A lithium-ion battery that delivers 16.5 kWh of electrical energy powers the smart forspeed. It is simple to charge at any conventional 220 Volt socket. The charging device is located in the third brake light behind the smart logo and features a simple push/push opening mechanism. A fully charged battery is sufficient for 135 kilometres of driving fun (NEDC). Quick charging from 0 to 80 percent takes just 45 minutes.

Additional pictures

Highlights:

• high-gloss white metallic paintwork as for the two-wheel escooter and ebike studies presented at the 2010 Paris Motor Show
• the outer rings of the front and rear lamps are illuminated by a large number of rod-shaped LEDs whilst the centre of the lamps is white.
• the indicators seem to push outwards like arrows – like drops on the cockpit window of an aeroplane as it takes off
• in the front and rear bumpers numerous holes with a honeycomb structure serve as air inlets and create an interesting progressive pattern.
• 205/35 R 18 front tyres and 235/30 R 18 at the rear.
• exterior and interior of the smart forspeed designed as a formal unit
• the tridion safety cell flows from the outside behind the roll-over bars towards the front to the cockpit and forms the centre tunnel as a load-bearing part
• the outer and inner door sections connect seamlessly to form a single component,
• just like the floor and side walls
• the leather seats also have a one-shell design and are a modern interpretation of sportiness.
• sporty four-point seat belts for driver and passenger
• load-bearing structural components such as the tridion safety cell or the curved trims on the instrument hoods are in matt platinum silver
• water drainage channels in the vehicle floor ensure that water is channelled outside
• the seat surfaces also have water drainage channels and all interior equipment has a waterproof coating for fun behind the wheel regardless of the weather.

I have got to share with you my opinion of the vote in favour of the innovative Nissan Leaf by the 59 members of the European Car of the Year 2011. I have no doubt that among the seven finalists candidate the jury was called to choose their one and only COTY for the year 2011 there could be no contest. 

The Nissan plug-in electro-mobile Leaf is the one that will mark the year 2011 as the first regular production car by a major carmaker that has been designed as a credible alternative to popular middle class hatchback powered by internal combustion engines. All other candidates were simply “business as usual” propositions that represent a very modest progress as means of private transportation, apart the average (and far from satisfactory) improvement in fuel consumption/lower emissions.

Yet, I question the inclusion of the Nissan Leaf among the candidates for the award, against the clear (few and simple) rules set by the founder and organisers of the much coveted award.

It is easy to imagine the embarrassment of the voters confronted with the list to choose from. How could they vote any other car with a candidate that is anticipating the long-awaited blossoming of the so-called zero-emission car for the average driver? On the other hand, how could they vote for a car most of them drove for an hour or so and still has to pass all sort of test in real-life use around the world? No to mention the COTY rule that requires that to be eligible a new car “must be available in at least five European countries at the time of voting.”

Has Nissan cheated them? A Nissan press release issued in Japan, after the announcement of the vote, announced the time of first deliveries as follows: “Nissan Motor Co., Ltd. Today (Dec, 3, 2010)  announced the launch of the all-new 100% electric, zero-emission Nissan LEAF, which goes on sale December 20th at Nissan dealers nationwide. It will be followed by the United States, also in December, and in select European markets in early 2011. Release in other global markets is set for 2012.

How could Nissan rivals competing for the valued honour be so naïf not to add an electrified version of their candidate?

Would the Alfa Romeo Giulietta  or Opel Meriva have finished second and third, respectively, or would one of them come out as the winner if they had also a (prototype) EV proposal?

We shall never know. After all this is not important. What matters here is, perhaps, the fairness of the game. The polarisation of the vote and motivation by the members of the jury only goes to clearly stress the point. Four members vote 10 whereas eight of them voted zero, two voted 9 and seven voted 1.

However, as past editions proved, the ultimate vote is in the hand of the market and the car buyer which starting next year will tell if Nissan was right for its courage and determination to invest some € 5bn in its “car of the future mobility” and has done its job well enough to deserve the success it is now beginning to harvest.

Now, here the motivations from six members of the Jury who voted top points or nothing in favour of the  Car Of The year 2011 Nissan Leaf.

Thomas Imhof (Germany) .  Vote 10.

The world needs electric cars to become less depending on crude oil and to reduce local emissions and noise.  The LEAF is a real, full-size car, without the many compromises of electric cars of the recent past. What amazed me most is the way it handles on twisty roads. Virtually no body roll, good grip on the front axle, light steering – this car even offers some fun to drive. Also the built quality is rather good, and the exterior design just futuristic enough to stand out from the crowd. Of course we don’t know yet how the car will behave in the hands of the customers, how long-term reliability will be and to what extent the driving range will really dwindle on a cold winter or hot summer day. I trust Nissan that they have taken all those imponderables into account and vote LEAF “Car of the Year” to acknowledge the company’s courage to lead the rest of the industry the way into still unknown territory.

Frank Janssen (Germany)  Vote 2

Welcome! The first car of a new generation that reaches the shortlist of our organization. We should celebrate that. The Leaf has a roomy, well designed cabin that offers a glimpse in a silent new world of mobility. It is even fun to drive – for a short test drive at least. What I am not so sure about is the maturity of this concept. Could it be a prototype in the customers hands? Hopefully not. Let’s keep our fingers crossed that it will work out. At this moment, I prefer not to underline my recommendation for a car with a durability that is not proven under real life circumstances.

Rune Korsvoll (Norway) Vote 10.

For a long time car-companies have been bragging about zero emission transportation. Nissan Leaf stands out as the first good example of the electric urban car. It is a complete car and is not falling short in comparison with traditional cars in the Golf-class: It seats four people, has space for luggage, good comfort and equipement on the same level as traditional competitors. That includes six airbags, ESP and so on. In Norway, where more or less all the electricity is made in hydro-electric plants, the Leaf is a super-green alternative.

Carlo Cavicchi (Italy)  Vote 0.

While this year all the cars in the finals displayed quite a high level of quality, there was no real novelty, no entrant that was   able to grab the whole attention or to prevail over the rest of the participants. However, I have really appreciated the suicide doors on the Meriva, their uniqueness and Opel’s attempt to be an   exception to the rules. This is why I gave this car my preference. As far as the Nissan Leaf is concerned, it is a very pleasant car    and, moreover, its choice of electric traction alone is a great   promise for the future. Unfortunately, production and diffusion are   still limited, therefore it is difficult to evaluate in full its   real potential. I believe that more time and more feedback from the    customers are needed to give an objective and not merely emotional   appraisal of this car.

Jean-Jacques Cornaert (France) Vote 10.

The Nissan Leaf is the first electric car specifically designed to the cope with the constraints of this type of propulsion. Roomy, comfortable and enjoyable to drive, it addresses concerns of potential electric cars customers. Driver information is especially thoughtful. Thanks to geo localisation of the car, the driver is well informed about energy consumption, autonomy and recharge opportunities. The Nissan Leaf shows what a growing share of the car market could look like in the near future.

Sergio Piccione (Spain) Vote 0.

It is to me impossible to vote this model. It is the result of an interesting technical effort, comfortable and fun to drive. But my experience of use is inferior to 50 kilometers and I have not been able to verify the difficulties of the recharging process. It is, in addition, a car whose purchase cannot be recommended to any private user, of any European country, due to the lack of the necessary infrastructure for recharge the batteries.

BMW, the world leader in premium cars will not be the first to join the EV mass market but it will certainly be among the best dressed when it joins the party late in 2013. The number plate of the first Megacity Vehicle to come off the new production lines – to be built in the meantime within the Leipzig (Saxony, Germany) plant – has already been announced at a ceremony attended by German Chancellor Mrs. Angela Merkel and other local authorities. The plate reads L MV 2013, L for Leipzig, MCV for Megacity Vehicle and 2013 for the year of the planned launch.

What that car will be and look like is something BMW keeps for themselves, even if they feed the interest (of competitors as well as car buyers) very high by releasing teasing information at regular intervals.

What is clear is that the new plug-in electric BMW will be a roomy and comfortable premium car that will be offering the driving pleasure, quality and comfort standards of a 4 seater BMW either in two or four door configuration (although I would not be surprised if it comes with a new innovative opening system linking the rational EV with the emotional Vision Efficient Dynamics) and with more than adequate cargo area.

With an overall length close to 4 metres and because of the package advantages offered by E-propulsion systems it will offer the roominess and status of a 1 series within a length some 25 cm shorter than a first generation 1 series (the second generation due to be released next year is said to be significantly longer and a bit wider).

As all BMWs it will be rear wheel driven but, unlike them, its compact but high torque electric engine will sit on the rear axle, behind the bed of Lithium-Ion battery pack.

BMW has designed a specific market strategy for its all-new car of the future focusing on Mega Cities around the world. The definition of “megacity” or “mega-urban area” is used to describe cities with at least 8 million inhabitants. Worldwide there are now more than 30 of these vast agglomerations, says a BMW press release, with a total population of some 280 million. While these cities are growing ever faster, so also are challenges such as overcrowding and pollution.

BMW is developing the most consequent car for those areas. To this aim the German carmaker is investing* in ultra-light body construction and maximum efficiency of on-board efficiency to grant a 100 miles range on a charge at brilliant city-and suburban driving speed. To compensate for the extra weight of the energy pack estimated at 260 kilos, BMW is investing in a new approach in the design and engineering of the “revolutionary” lightweight body concept, which will combine an “ultra-light” Carbon Fibre Reinforced Plastic body mounted on an aluminium chassis.

According to BMW their MCV – to be marketed by what is described as a new sub-BMW brand – will weigh “no more than a comparable, conventionally powered car”.

After years or research, development and “on-field” tests (with its Mini-E and soon with the upcoming Active-E) BMW is so confident that its strategy and technology is a winner that it has already announced, in Leipzig, an investment of 400 million Euros to expand the production facilities there, in order to produce on a large scale its new EVs with an additional workforce of 800 people. Since the car is much simpler to assemble than a traditional one and the process highly automated, one can estimate that the production capacity being installed might start at 50,000 units per year and could eventually reach 100,000 units, allowing for very attractive scale of economies.

* The carmaker says that, including production of components, the BMW Group and the joint venture set up with the SGL Group for the manufacture of carbon fibres are investing a total of      € 530 million in the project. The beneficiaries of this investment are the BMW plants in Leipzig and Landshut and the joint venture facilities in Wackersdorf and Moses Lake (Washington state, USA). A total of over 1,000 jobs will be created as a result of the investment. The BMW plant in Dingolfing will produce important components for the drive system and chassis of the MCV.

By Giancarlo Perini ©

There is more than just a beautiful body to make the Jaguar EX-75 concept car the “Star of the Show”. It comes with four 143 kW electric motors (one for each wheel) pumping out a total of 572 kW, which take the energy from a energy-intense pack of lithium-ion batteries to be recharged from a standard 220v outlet.

But what makes the difference is that this Jaguar also comes with two small gas turbines, each delivering 70 kW, that recharge the battery pack (good for some 100 km) before it is exhausted. The two turbines run on petrol, diesel or ethanol fuel and with a full tank they extend the range to a total of some 900 km (560 miles).

“The aim was to produce not only the most innovative but also one of the most beautiful Jaguars ever; the concept points the way towards an even more emotive design language which combines beautiful contemporary styling with world-class research and engineering. The design hints at an exciting evolution of the brand award-winning design language while paying homage to some of its most admired cars of years gone by.”  Says Ian Callum, director of design.

According to Jaguar, with an overall weight of some 1350 kg  (2,970lbs) the C-X75 can go from zero to almost 100 km (0-62mph) in just 3.4 seconds and from there onto a top speed of some 330 kph (205 mph).

Well  informed sources at Jaguar say the Tata owned British company is looking into the feasibility of a production run of 1 to 2 thousand units per year. If the business case will get approval production would start seven years from now.

“We’re talking two-to-three years for implementation of the gas turbine technology, then another three-to-four years to integrate into a vehicle,” said Jaguar’s head of advanced powertrains Tony Harper. “There’s much less to go wrong; there are about 100 times fewer parts in a gas turbine than an internal combustion engine.”

by Giancarlo Perini (c)

You can look back at the Paris Motor Show, the latest top-ranking of the season from many different perspectives: business as usual or new perspective, sexy style or strict functionality, economic status or talks between car-makers to discuss new alliance and even a show within the show. Indeed this is what tiny British carmaker Lotus has done in Paris. By presenting as many as 5 new concept-cars and mock-ups (Elise, Elan and Esprit, Elite and Eterne) the company has attracted a lot of attention from the media and caused a series of serious of questions now waiting for an answer.

Indeed Lotus new leaders (led by past Ferrari managers) is trying to re-establish the company as a new competitor to Ferrari: their head of design, Donato Cocco, went no-stop from Maranello to Hethel (home of Lotus headquarters). The look of the new Lotus is quite sexy and really fast. Trouble is that they are hardly “new” cars. It couldn’t be otherwise: considering the extension of similarities with existing Ferrari. But what is most amazing (and confusing) is the offer of bigger V8 (Toyota) engines with too many horse power at a time when the trend is going in the different direction, toward downsizing. They are just too heavy to deserve the Lotus badge. This and the excess of different cars aiming at the same market produce a clear perception that the company strategy and efforts are aiming at capturing investors rather the car buyers. I will certainly be not one of them. I cannot see how they can go from 2 to 10 thousand sales per year within the next 5 to 10 years. I cannot offer any of my own pictures: access to their exhibition was managed as a popular disco with people (professional and not having to queue to be let in, simply ridicolous).

Back to the real show, I would leave the talks among top executives of merge, alliance or sale to the financial newspapers, but simply note that in this area it was the perspective sale of Alfa Romeo to Volkswagen that was the most controversial, with Fiat’s C.e.o. saying “let them wait” and those a VW commenting “It is just a matter of time”. Everyone would love to get Alfa Romeo and Fiat has more words than money to spend on its revival.

As expected the main theme (and obsession) of the show was the electric-car (and mopeds) of the near, or far, future, but the more beautiful show-cars got more attention for their style, as we shall see in a moment.

On the regular production cars front, the newcomers to mention bear the name of the Mercedes-Benz CLS, the fore-runner of the “sleek four door coupé” architecture is now at its second generation and comes with a style that cannot go unnoticed for its strong character and (following the BMW school of design) sharp lines as well for the news that it will also come with s compact 4 cylinder 2.2 litre diesel engine pumping as much as 500 Nm of torque and 150 kW power.

Next is the New Audi A7 which goes on sale in November but has already been seen and driven before the show. The third “premium” brand presented in Paris the new BMW X3 cross-over that is bigger and better than its predecessor and is no longer produced in Austria by Magna Steyr but in Spartanburg (U.S.A.) by BMW themselves. They also unveiled the look of the forthcoming BMW 6 Series coupé as a very promising “concept”.

In the ultra-luxury category it is Bentley which won the greatest acclaim with their new Continental GT Coupé, also with stronger character lines, especially in the rear and s V8 replacing the V12 to save up to 40% emissions. Ferrari, on their side, launched a limited edition (80 units only, all sold) of its California in roadster style, called SA Aperta where S stands for Sergio and A for Andrea Pininfarina, whereas Aperta is Italian for open (roof).

Hyundai and Kia keep going strong and have introduced a range of new cars due to go on sale in the next months: the Hyundai ix20 minivan (sister of the Kia Venga, both for the small size segment), the new Genesis Coupé now more powerful with a 3.8 litre, 303 HP V6 or a 2.0 litre 210, four-in-line engine. In addition, Hyundai also presented the Genesis sedan and the Equus flagship with the aim of monitoring the public’s reaction. Kia, on its turn, introduced in Europe the successor to the Magentis up-scale sedan. All confirmed the steady improvement of the Korean car industry leaders.

Now under Indian (Tata) ownership Land Rover seems to enjoy a new life. In Paris the company is showing to the public at large its new Range Rover Evoque in a brilliant move that combines marketing, branding and design. Indeed the Evoque is in essence a Land Rover Freelander, redesigned and re-engineering (shorter but wider) to drive on front wheels only (first time ever in a Land Rover, what a shame!) as well as 4×4 (with bigger engines) and styled as a trendy (although rather impractical) 2 door SUV Coupé. It clearly aims at attracting fashion victims driving in metropolitan areas. Soon a 4-door version will be unveiled at the Los Angeles Auto Show next month (November). The Range Rover Evoque will probably be a success among emotional and irrational driven buyers, quite the opposite of those who will continue to make the redesigned Volkswagen Passat, the best selling car in the European upper-medium class.

The new VW Passat available as a sedan and wagon is the perfect classic, rational and quality product for the conservative customers. Its style combine the new VW look of recent Golf and Polo with a body that strongly recalls Mercedes-Benz of two or three decades ago. That style is an evergreen and VW is quite right in taking this direction now that Mercedes has left that market to other makers. Classic in style, the Passats are very modern in technology and sophisticated in equipment and option.

Volvo, on the contrary, is moving fast into a more dynamic and performance oriented territory. Its new V60 is a coupé-like compact wagon with a strong image designed to appeal to safety-conscious drivers who also favour a modern and trendy look.

This was not all, because the French industry made sure to have new proposals for their own motor show, even though they did not impress but for the new Peugeot 508 sedan which elegant and classic style takes back Peugeot to good design. Also noteworthy from Peugeot is their 3008 Hybrid 4, the first to match a diesel engine with electric traction (on real wheels thus delivering part-time 4×4 transmission).

Citroen’s new C4 is different from the generation it replaces but it is hardly better, despite a series of improvement under the bonnet and for the quality of materials inside the passenger cabin. Its design is absolutely conservative and rather irrelevant. Even the “premium” derivative the DS4 is a disappointment after the very cute and successful DS3.

Last but not least is Renault. This company focused its effort on electric vehicles and a stunning show-car, leaving to their Korean partner, Samsung, to deliver the Latitude, another unlikely attempt (after the Vel Satis) to win European buyers to a premium car with the Renault trade mark. Clearly a no-investments, no-risks, option that might make some sense at this time.

Renault showed a completely different face with its stunning show-car; and it is with its DeZir that we now enter into the “Concept, dream and show” cars territory.

Once again, the name carry the message: the capital Z is the symbol for zero emission performance granted by a 109 kW electric motor propelling the 830 kg Kevlar intense, two-seater coupé, with symmetric door and bio-design look. DeZir is an artificial name that has no meaning but its pronunciation in French sounds like “desir”, French for “desire”. This is the first car designed under the new leadership of Laurens van den Acker to be seen by the public at large and certainly marks a departure from recent design works by Renault.

Although very interesting DeZir was not my favourite design at the show. In my opinion the “dream car” that deserves the title of “Star of the Show” is the Jaguar C-X75. Not only its architecture and style achieve a beautiful balance in volumes, shapes and graphic but the proposed powertrain and traction system (now under feasibility study in view of a limited production, not yet decided) grants this powerful supercar a clear eco-friendly image by combining four electric motors (one per wheel) with twin-turbine Hybrid (see dedicated post for more).

My choice of the “Top Star” has not been easy because there were a few more very attractive show-cars that deserved the honour of a bright star: the Audi e-tron Spyder (the electric open-air sport car for the purists),

Lamborghini “Sesto Elemento” (the technology show-case of future supercars), Sear IBe (the affordable 2+2 coupé for the young and green generation) and the KIA POP (the theoretical and futuristic three-seats, electric drive, alternative to the Toyota IQ city car).

There were other interesting concept cars on display, such as the Audi Quattro Concept, Citroen Lacoste, Nissan Townpod, Peugeot HR1 and EX 1; and the Renault Zoe but they are not within my top 5 favourite from Paris.

Yet, they – but the Lamborghini Sesto Elemento – clearly confirm the trend emerged in recent times: the car of the future is going to be a Hybrid and than (or) an Electric car. Well, at least a good part of them because for quite some time the internal combustion engine will continue to live and prosper all over the world.

Lamborghini might eventually offer also an hybrid alternative to their V10 and V12 engines but for the time being they are working to dramatically cut fuel emission (hence consumption) by dramatically cut the weight of their car through extensive use of carbon fibre.

Their Sesto Elemento (Italian for Sixth Element) introduces the use of avionic “forged carbon” technology that allow to form a new panel of any dimension in six minutes versus the six hours requested so far by conventional carbon fibre cooking oven. Lighter cars should positively be the new frontier but they cost a lot of money and the industry prefers to look elsewhere. As long as they can afford it.

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