With the XTS Platinum concept car, Cadillac aims to re-imagine "the luxury sedan as a personal headquarters." At an inch longer than the Escalade Platinum Hybrid, and 2.3-in wider and 1.1-in taller than the CTS, the large luxury sedan is a rolling showcase for the brand's Art and Science design language and a probable direction of its future production cars.
Modeled after the Platinum philosophy, the XTS features hand cut-and-sewn interior. Dark materials adorn the steering wheel and overhead compartment, contrasting against the prominent light cream interior color. The dash is a harbinger of the future of in-car electronics for the Cadillac brand. Organic Light-Emitting Diode (O-LED) displays replace the traditional gauges and screens, while the deployable touch-screen navigation system supplants the majority of buttons and switches on the dash. The panels appear black until the car is started; a "dead front" design, as dubbed by the designers, that aims to give the dash a flowing appearance.
The exterior "is the antithesis of the conventional three-box sedan, suggesting the active evolution of Cadillac's design language," according to design director Clay Dean. It features a sweeping profile and angled beltline to suggest forward motion. Vertical lamps sit at all four corners, while the lights up front receive adaptive lighting that adjusts direction depending on the angle of the front wheels.
Under hood is a paring of General Motors' direct-injected 3.6L V-6 and a plug-in hybrid system. The combination makes an estimated 350-hp and 295 lb-ft of torque, and can propel the XTS under electric power alone. When plugged into a power outlet, GM says the battery can recharge in about five hours. The engine routes power to all four 20-in wheels, which are wrapped in Bridgestone rubber. Widely believed to be underpinned by GM's front drive-based Epsilon II platform, the XTS also features magnetic ride control, using shocks that are capable of adjusting damping in indiscernible amounts of time.
Thanks to: Motor Trend
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Despite the lack of a new name, Audi's latest take on its e-tron EV for the 2010 Detroit show is in fact a unique concept. As with the first e-tron that debuted at last year's Frankfurt show, the Detroit show e-tron concept is based on the R8's aluminum spaceframe, but is more than a foot shorter than its predecessor and nearly 500-pounds lighter. Perhaps most surprisingly, the Detroit car loses its front electric motors, meaning it does not feature Audi's signature quattro all-wheel drive. Instead, two motors mounted on the rear axle combine for an estimated 201 hp and 1955 lb-ft of torque (the latter figure apparently continues Audi's highly suspect practice of providing multiplied torque figures).
The result is a concept that's slightly less capable than the original e-tron (0-62 mph takes an estimated 5.9 seconds) but potentially more fun thanks to its small size - it looks positively diminutive next to an R8 -- and relatively light weight (less than 3000 lbs). It would also presumably be less expensive, though that too, would be relative given the price tag of more than $150,000 Audi will likely place on the first e-tron when it goes on sale in 2012. As with the Frankfurt e-tron concept, lithium-ion batteries mounted behind the driver provide an estimated 155 miles driving range for the Detroit show car, according to Audi.
BMW's next chapter in its EfficientDynamics program calls for a new all-electric vehicle to complement its current fleet of leased Mini E electric subcompacts. To accomplish its self-prescribed mission, it enlisted the help of the 1 Series coupe and a revised synchronous electric motor to create a new show car called the Concept ActiveE. It's the epitome of electromobility in the true BMW sense, the automaker claims, and with the Mini E, continues to pave the way towards the ultimate goal of a mass-produced 'Megacity Vehicle'.
The heart of the concept is, of course, its electric powertrain. Engineers designed the unit to replace the 1 Series' combustion engine, fuel tank, drivetrain, and rear axle. The actual motor is enclosed in the would-be differential casing, while the lithium-ion battery modules take the place of the propshaft and also fit snugly under the front hood. ActiveE keeps the 1 Series's rear-wheel drive layout, as well as its 50/50 weight distribution, and combined with the instantaneous high torque of the new motor, promises to live up to the brand's distinct driving spirit.
On the move, the Concept ActiveE replenishes lost energy through what BMW calls Energy Recooperation. Once off the accelerator, the ActiveE's kinetic energy is used to turn a generator and create storable electricity. At the same time, the Brake Energy Regeneration system activates, illuminating the brake lights and engaging the rear brakes. If used often, Energy Recooperation can boost the EV's range by 20%. Meanwhile, BMW claims that in 75% of deceleration, the driver does not need to use the brake pedal. Should a higher measure of stopping power be required - such as in a panic situation or when coming to a full stop, the driver presses the brake pedal and the regular hydraulic system is engaged, enacting the front brakes as well.
In November, we took a spin in the Opel Insignia OPC (which stands, not too imaginatively, for Opel Performance Content), the highest performing model in the extensive and lauded Insignia lineup. We posited that car might point the way toward the revival of a Buick performance subbrand like T-Type. Well, now we know it's likely to be called GS if the Buick Regal GS show car bowing at the 2010 Detroit show is any indication, though it's still not confirmed for production. Most of the content is lifted directly from the OPC, from the aggressive restyled fascias with vertical air inlets in front, dual exhaust outlets and a diffuser in back, as well as unique rocker panels, integrated rear spoiler, and special Olympic White paint. The jet-black interior features Recaro seats with white stitching, a flat-bottom steering wheel, and piano-black trim.
Mechanical upgrades borrowed from Opel include 20-inch forged wheels, vented and drilled Brembo brakes with 14 x 1.2-inch vented and cross-drilled front rotors, four-piston, high-strength aluminum calipers, and high-performance pads. An adjustable suspension lowers the body by 0.4 inch and features HiPerStruts in front that help reduce torque steer and maintain negative camber during cornering for improved grip, improving road feel and reducing undesirable feedback in bumpy corners. The Interactive Drive Control System (also available on Regal CXL 2.0L turbo models) delivers enhanced vehicle stability and greater driving safety, while also adapting the damping and driving characteristics to the driver's preferences. Normal, sport, and GS modes tailor the suspension settings, throttle response, shift pattern, and steering sensitivity through the variable-effort steering system.
The big difference relative to the OPC is replacement of that car's 2.8-liter turbocharged 321-horsepower, 321-pound-foot V-6 with a higher-output version of the 2.0-liter turbo that's expected to produce at least 255 horses and 295 pound-feet. That abundant force is routed through a six-speed manual to a Haldex all-wheel-drive system that includes an electronically controlled limited-slip rear differential. Why ditch the six? According to Craig Bierley, product marketing director for Buick, that engine would likely incur a gas-guzzler penalty, and in any case, the design brief was to build a car that could accelerate to 60 mph in the fives, and the 2.0T was easily able to accomplish that while achieving considerably better fuel economy than the V-6.
Bierley also assured us that the rock-hard damper tuning of the IDCS system's OPC setting (now GS) would be softened just a bit for the U.S. market. Trust us -- this is a good thing in a country that maintains its roadways so much worse than the Germans do. Only the Insignia's normal setting felt tolerable, Sport prompted minor kidney trauma, and when in OPC (the max setting) one fears that conversation might imperil one's tongue. We're also hopeful that Buick will tune the four-cylinder's exhaust to eliminate the annoying drone we recently experienced in the OPC at 2000 rpm. Grip from the Pirelli PZeros was impressive back in November, and we expect much the same from the new 245/35/ZR20 Bridgestones. The steering feedback, braking feel and performance, and general chassis poise felt equal with the German sport-sedan competitive set on the Opel Insignia, and the same should hold true for the Regal GS. It will admittedly take some work to get the driving public to consider a Buick competitive with an A4 Quattro, but the first step is delivering the goods.
Thanks to: Motor Trend
Once Fiat took an interest in Chrysler, many figured it wouldn't be long before Chrysler-branded Fiat products would show up in the U.S. Now, the first one is here. Fiat subsidiary Lancia has rebranded its Delta hatchback as a Chrysler for the 2010 Detroit Auto Show.
We heard a few weeks ago that the rebranding of Lancia vehicles was a possibility, but we were still pleasantly surprised to see a new model on Chrysler's stand next to a handful of badge-only special editions. In all that domestic rebadging, though, no one seems to have come up with a new name for the Delta. For now, it's simply known as the Chrysler Lancia. From the looks of things, it's a Lancia Delta with new-age Chrysler badges and a Chrysler corporate grille, and truth be told, it doesn't look that bad.
The real question is what this car represents. It very well could be a peek into the future Chrysler lineup, one populated with Fiat models. On the other hand, it could also be a look at Fiat's strategy to rebrand some its models worldwide as Chryslers thanks to the American brand's better name recognition in some markets. For its part, Chrysler isn't saying why it's here, but it's a good bet that they're testing the waters in Detroit for Italian rebadges.
Thanks to: Motor Trend
No, instead of outlandish titles, the special-edition 300s get familiar names—familiar to fans of high-powered Audis, that is. (We smell a lawsuit.) Starting in the spring, you’ll be able to purchase a 300 S6 with a 3.5-liter V-6 or a 300 S8 powered by a 5.7-liter Hemi V-8. The engines are all that separate Chrysler’s S6 and S8, as both get a unique exterior with a blacked-out grille, darkened headlight surrounds, minimal use of chrome, and doors shaved of their moldings. Twenty-inch wheels with black accents fill the wheel openings and are attached to a performance-tuned suspension. A performance-tuned steering rack and new brake pads are also included.
The S cars get the amply bolstered seats from the 300C SRT8 as well as an SRT8 steering wheel and shift knob with red stitching. Brushed-aluminum accents are scattered throughout the cabin and there’s a Kicker sound system with subwoofer, Bluetooth, iPod connectivity, and Sirius satellite radio. Remote start, heated power front seats, and adjustable pedals are also included. Stolen name aside, the Hemi-powered 300 S8 sounds pretty nice.
Thanks to: Car and Driver
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Chrysler has been building Walter P. editions of its cars for some time, bundling popular equipment and slapping a few emblems on the doors. This van is no different. The Signature Series Town & Country comes with a 3.8-liter V-6 (the 4.0-liter is optional). It features a two-tone interior with unique wood, Stow ’n Go seats, a touch-screen radio with 30-gig hard drive, and a second- and third-row entertainment system.
Exterior differentiation includes seven-spoke 17-inch wheels and chrome trim on the beltline, fascia, and roof rack. Pricing starts at $33,365 and the Walter P. Chrysler minivans will be at dealers soon. While this sounds like a desirable option package, we’re not sure slapping an old dead guy’s name on a minivan is a great way to spark interest.
Thanks to: Car and Driver