France Wants the European Union to Monitor South Korean Car Exports

The spike in South Korean car sales in Europe the past few years has the French worried as at the same time they are seeing their numbers drop amidst the debt crisis that has engulfed the continent. 

Just last year, sales of Korean cars in the European Union grew 24 percent, even though the overall market contracted. French carmakers, on the other hand, saw their sales drop with PSA Peugeot Citroen announcing plans to slash 8,000 jobs. 

As a result, France has officially sent a request to the EU Commission to monitor South Korean car exports, a move seen by many analysts as the first step to a possible re-introduction of tariffs only a year after a free-trade deal with the Asian country came into effect. 

"The European Commission confirms it has received a note from the French authorities requesting ... prior surveillance measures for South Korean car imports," EU Trade Spokesman John Clancy said in a statement. "The Commission is reviewing carefully the request." 

If the EU accepts France's request, local carmakers will be able to obtain detailed information including the type and number of products scheduled for export to Europe before the cars arrive from South Korea.

In the event that the EU Commission takes one more step and scraps the free-trade agreement with Seoul, then Europe will be able to impose protectionist restrictions to South Korean exports. 

However, as pointed out by Reuters that broke the story, despite the fact that South Korean exports to the EU grew by 40 percent to 345,000 units since the deal was signed on July 1, 2011, that number is well below the 640,000 units imported in 2007. 

The reason for this discrepancy is that South Korean carmakers like Hyundai and Kia have increased their production capacity in European factories in the Czech Republic and Turkey. 

"The growth of Hyundai in Europe is based on products designed, engineered and built in Europe," Andreas Brozat, a spokesman for Hyundai told Reuters. "Less than 12 percent of the 232,454 Hyundai cars registered in Europe during the first half of 2012 were built in Korea, while 70 percent came from the European region." 

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2013 Porsche Boxster S Instrumented Test

"Leaving well enough alone” doesn’t translate into German, especially the dialect spoken by Porsche engineers. Witness the new, judiciously polished Boxster, a machine that advances the modern sports car. 

As before, the new Boxster is essentially a 911 with its engine set in the middle, which is where Dr. and Ferry Porsche intended it to be in the first place. In spite of a 2.3-inch-longer wheelbase and modest track-width bumps, the Boxster S is 77 pounds lighter than before, thanks to increased use of aluminum and magnesium. Length is up 0.1 inch, and width is unchanged; torsional stiffness is 40 percent greater. Spreading the footprints and moving the windshield’s base forward stretches legroom by an inch. The price starts at a reasonable $61,850, then rockets into outer space when you succumb to the options list.

The most notable chassis change is a switch from hydraulic to electric assistance for the rack-and-pinion steering. With the goal of improved ride and handling, the carry-over four-corner strut suspension benefits from an expert massage. Larger front brakes are shared with the 911; 19-inch wheels are now standard (20s are optional). The engineers coaxed an extra five horsepower out of the direct-injected 3.4-liter flat-six, raising peak output to 315 horses at 6700 rpm while boosting the redline from 7400 to 7600 rpm and improving gas mileage by 1–2 mpg.

Compared with the dual-clutch-automatic-equipped Boxster S that thumped arch rivals in a comparo three years ago [July 2009], the new stick-shift 2013 model we tested is superior in every performance category except acceleration. The dual-clutch transmission’s launch control and uninterrupted power delivery during upshifts are tough to beat; the new S comes close with a 4.4-second leap to 60 versus the previous automatic’s 4.3. The old and new Porsches cross the quarter-mile mark in a 12.9-second dead heat, beyond which the new S’s taillamps wink goodbye on the way to a 176-mph top speed. The 20-inch Pirelli P Zeroes and other chassis upgrades boost skidpad stick from 0.94 to 0.99 g and clip a significant eight feet from the 70-to-0-mph stopping distance.

Despite all this improved performance, the Boxster S’s disposition remains cheerful. The driver-to-controls interface is absolute perfection, the shifter stirs gears like a Food Network chef, and heel-and-toe pedal work is child’s play. The optional Adaptive Sport seats (part of a $5265 Premium package) offer 18-way adjustability and outstanding comfort and support.

With the tight-fitting, well-insulated top up, the engine is subdued until you summon its inner beast at 5500 rpm. The engine’s mating calls are best appreciated with the top down. Touch a button with the car moving at no more than 30 mph, and the lid folds in 10 seconds. With no structural shake and minimal wind ruckus at 100 mph, this convertible eliminates most excuses for buying a coupe.

Adaptive dampers costing an extra $1790 are a must, providing a supple ride and supreme control for on-ramp and track sessions. Flick the wheel, and the Boxster S replays all the lessons it learned at the Nordschleife. Push hard in corners, and you’ll find understeer; lift abruptly off the throttle, and the front scrub becomes an easy-to-control four-wheel pirouette. The steering is quick to respond and perfectly weighted. Even with most of the road-surface bump and grind filtered out by the new electric power assist, the Boxster S’s steering wheel still provides a satisfying handshake. Likewise, the brake pedal is firm and easy to modulate when you slow for a bend below the ABS threshold. 

VEHICLE TYPE: mid-engine, rear-wheel-drive, 2-passenger, 2-door roadster

PRICE AS TESTED: $85,410
BASE PRICE: $61,850

ENGINE TYPE: DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection

Displacement: 210 cu in, 3436 cc
Power: 315 hp @ 6700 rpm
Torque: 266 lb-ft @ 4500 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 97.4 in
Length: 172.2 in
Width: 70.9 in Height: 50.0 in
Curb weight: 3070 lb 

C/D TEST RESULTS:
Zero to 60 mph: 4.4 sec
Zero to 100 mph: 10.5 sec
Zero to 150 mph: 28.2 sec
Rolling start, 5–60 mph: 5.3 sec
Standing ¼-mile: 12.9 sec @ 111 mph
Top speed (drag limited): 176 mph
Braking, 70–0 mph: 147 ft
Roadholding, 300-ft-dia skidpad: 0.99 g

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 20/28 mpg
C/D observed: 19 mpg

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2012 Honda Civic Si Long-Term Update 3

Six months and ten thousand miles have passed since the Honda Civic Si has arrived and I have really adopted it as my own. The seat is always adjusted correctly and my phones Bluetooth auto-connects when I turn on the stereo. So what kind of impression has the Civic left on me? Well, Honda Civic ownership is very uneventful. Everyone I have talked to agrees that the Civic is an overall good looking car, but you don't exactly catch little kids staring at it in awe on the freeway. There little that anyone would find offensive but there is also little to find interesting. Driving, especially high in the rev-range can be enjoyable, but power isn't its strong suit and I always expect it to pull a little harder than it does, especially considering the noise it makes. 

It also has an annoying habit of holding revs for the second or so after the clutch is depressed. Due to its irregularity, I can't decide if this is by design or if its a defect. Then there is the mysterious knock in the rear suspension that comes and goes and has yet to be heard or diagnosed by any of the friendly folks at my local Honda dealer. This sensation is not exclusive to the uber-rich either, either. One of the most fun cars I have ever driven is my mom's 2003 Dodge Neon SRT-4, which competed with a Civic Si in its day. When producing a sports version of a base economy car, it really needs to feel different and exciting, like the SRT-4. To use a more modern example, take the Subaru Impreza WRX STI. It has spoilers, scoops, a brawny looking wide-body kit, and a tightly-wound turbocharged 2.5-liter engine. Every part of the car feels meaner, sharper, and more hardcore than the base Impreza. Its that feeling that I wih the Civic had more of, that extra character and passion. 

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Capristo Crafts a Lighter and Faster Lamborghini

While mostly known for its custom exhaust systems, Germany-based Capristo also develops other parts for sports and super cars like the Ferrari 458 Italia and in this case, the new Lamborghini Aventador LP700-4.

With the raging bull model, Capristo's goal was to increase performance through a specially developed exhaust system and by reducing the Aventador's weight. 

In stock form, the all-wheel drive Lamborghini model is fitted with a 6.5-liter V12 engine delivering 691hp (700PS) and it tips the scales at 1,575kg or 3,472 pounds. 

Capristo's engineers began by stripping down the Aventador to its components and found a number of parts that could be replaced with lighter carbon-fibre composite materials formed in the same shape and styling of the original parts. 

These included the front and rear aprons, rear diffuser, front grille, mirror housings, air intakes and even the trunk liner and engine compartment panels. All told, Capristo was able to shave 40kg (88 pounds) while also improving the performance of the V12 engine thanks to the new exhaust system. 

While the tuning brand did not reveal how many horses were gained with the exhaust system, it did say that these changes help the Aventador reach 100km/h (62mph) 0.1 seconds faster than the regular model at 2.8 seconds, while top speed increases by 3km/h (2mph) to 354km/h (220mph). 

Capristo said that it also working on cutting weight from the underbody, wheel housings and sills with details to be released in the near future.  

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Hyundai Prices Standard-Wheelbase 2013 Santa Fe Sport from $25,275

 

Hyundai made a minor splash at this year’s New York auto show when it introduced two versions—standard-length Sport and long-wheelbase, uh, LWB—of the redesigned 2013 Santa Fe crossover. Needless to say, we were only expecting a single Santa Fe replacement. Either way, the smaller, five-passenger Sport’s late-summer on-sale date is fast approaching, and today Hyundai released the model’s pricing info. The stretched, seven-passenger Santa Fe doesn’t go on sale until next year, so no pricing for that big boy quite yet.

The new Santa Fe Sport can be had with two engines—the base setup is a 190-hp, direct-injected 2.4-liter four, with Hyundai’s turbocharged 2.0-liter four performing step-up motivational duty. In the Santa Fe, the turbo four makes 264 hp, 12 fewer than the outgoing Fe’s 3.5-liter V-6 that it replaces. Both engines can be paired with front- or all-wheel drive; a six-speed automatic is the only transmission option. Full pricing below:

Sport: $25,275 + $1750 for all-wheel drive
2.4L Popular Equipment package ($950) adds roof rails, fog lights, automatic headlights, heated exterior mirrors, power driver’s seat, heated front seats, leather-wrapped steering wheel and shift knob.2.4L Leather and Premium Equipment package ($2950) requires the Popular Equipment package and adds mirrors with turn indicators; proximity key with push button start; leather seats; power front passenger’s seat; sliding, reclining, and heated second-row seats; dual-zone climate control; color audio display; backup camera.2.4L Technology Package ($2700) requires the Leather and Premium Equipment package, to which it adds navigation with an 8-inch touch screen, premium audio system, panoramic sunroof, heated steering wheel, and rear window sunshades.

Sport 2.0T: $28,525 + $1750 for all-wheel drive, adds 19-inch aluminum wheels, proximity key with push button start, and a trailer prep package over base Sport

2.0T Leather and Premium Equipment package ($2450) adds same equipment as 2.4L Leather and Premium package above.2.0T Technology Package ($2900) requires Leather and Premium Equipment package, adds navigation, Infinity 12-speaker audio system, panoramic sunroof, heated steering wheel, and rear window sunshades.

Pricing for every Santa Fe increases substantially over last year, starting with a $1225 bump for the base four-cylinder Sport, followed by a $2575 leap for the front-drive 2.0T compared with the 2012 V-6 model it replaces. The Santa Fe Sport’s base price now comes in above the Chevy Equinox’s, but it’s still lower than that of Ford’s Edge. Look for the Sport to start trickling into dealerships soon.

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