Monday, July 23, 2012
Nissan Rogue Replacement Coming in 2013
Comedian Chris Rock’s 1999 homily “No Sex in the Champagne Room” wisely
observes, “Cornbread: ain’t nothing wrong with that.” The same could be said for
Nissan’s compact crossover, the Rogue. As a vehicle, it’s fine. It’ll be
replaced next year, with production starting in Smyrna, Tennessee. About a year
later, Nissan also will start producing Rogues in South Korea—some will be
shipped here to supplement the Tennessee supply.
There isn’t a whole lot to say about the next Rogue because it’s still far
off. Guided by Sir Occam, we’d guess that the next Rogue will grow just a bit in
size, ride on the upcoming Sentra‘s platform, and use a four-cylinder engine
that displaces about two liters.
Here’s the why for building it in South Korea: The current Rogue is built in
Japan, a practice that Nissan and other automakers are trying to get away from;
the Yen is pretty strong compared to the dollar, and that makes Japanese-made
cars expensive to sell in the U.S. The next Rogue will be built here in the
U.S., but Nissan thinks that U.S. and global demand will exceed what it can do
in its Tennessee factory.
As a result, Nissan has turned to its live-in
significant other, Renault—in MBA jargon, they have a manufacturing alliance,
hold stakes in each other, and share a CEO. Renault bought controlling ownership
in a small South Korean car manufacturer called Samsung more than a decade ago,
so the Busan-based factory is available. South Korea and the U.S. have a free
trade agreement that adds a relatively minimal 2.5-percent tariff to imported
vehicles through 2015; after that, there’s none at all. The bottom line is that
Nissan needs the space, has some in South Korea, and the costs of building the
Rogue there are reasonable.
The current Rogue still is a deservedly strong seller for Nissan; we just
hope the company doesn’t Versa-fy the next generation of it.
Volkswagen Presents Redesigned Gol Hatchback and Gol Voyage Sedan
While Volkswagen's European division is gearing up for the all-important world
premiere of the brand-new Golf Mk7 at the Paris Motor Show, half way around the
globe, the company's South American arm lifted the covers of the redesigned Gol
hatchback and its sedan sibling named Voyage.
The Gol, which is the Portuguese and Spanish word for 'goal', is the
best-selling car in South America since the mid-1980s, with more than 5 million
units produced and sold in Brazil alone.
The mid-life facelift for both body styles brings Volkswagen's corporate face
as seen on the latest Polo, Jetta and Passat models with a new grille, bumper
and headlamp designs. At the back, there are new tail lamps and a restyled tail
gate for the hatchback.
Changes inside are limited to the lighting and trim décor on the dashboard
such as the chrome rings on the vents, the controls with improved feel and
ergonomics plus upgrades to the car's equipment features.
Under the hood, the main news is the introduction of a new bi-fuel 1.0-liter
engine rated at 72hp when using gasoline and 76hp with ethanol.
According to the manufacturer, when fueled with ethanol, the Gol 1.0
accelerates from zero to 100km/h (62mph) in 12.9 seconds and tops out at 165
km/h (103mph).
Story References: Volkswagen via NovidadesAutomotivas
Hat tip to Henrique R.!
Nissan will split production
As it turns out, Nissan will split production of the new Rogue crossover between
its Smyrna plant in Tennessee, USA, (starting from next year), and the Renault
Samsung Motors factory in Busan, South Korea, (beginning in 2014).
Analysts believe that Nissan will benefit from a weak Korean won and recent
free trade deals.
The French-Japanese firm said it will invest US$160 million (€130 million) to
add 80,000 units of the Nissan Rogue production in Korea and "increase cost
competitiveness of a key industrial base". The vehicles will be shipped to North
America and select Asian countries.
"Adding production in Korea shows a commitment across the Alliance to helping
Renault Samsung Motors achieve its targets for cost competitiveness and growth,"
said Renault-Nissan Alliance CEO Carlos Ghosn.
"The Busan announcement represents a unique ‘win-win-win’ for Renault, Nissan
and RSM, demonstrating the flexibility and power of the Alliance for all
partners -- and I am counting on every RSM employee to contribute to the
successful completion of this project," he added.
The Busan factory has a total capacity of 300,000 units per year but is
expected to build only 180,000 vehicles in 2012.
Renault said that it aims to achieve a 10 percent market share in Korea this
year, up from 7 percent in 2011.
As part of the Renault Samsung Motors (RSM) Revival Plan, the company plans
to introduce a new small crossover and the zero-emission SM3 ZE in 2013. RSM’s
current lineup includes the SM3 compact, the SM5 midsize sedan, the SM7 large
sedan (rebadged for China as Renault Talisman) and the QM5 SUV, which is sold as
the Renault Koleos outside Korea.
Update: A previous version of this story said that Nissan would build
the new Rogue only in South Korea. Travis Parman, Director, Corporate
Communications of Nissan North America told us that production will be split
between its Smyrna plant and the Busan factory.
"The Rogue will be produced in the United States as well," explained Parman.
"The South Korea production is intended to provide additional global capacity
for the new model, for which we anticipate increased demand. The plans to move
Nissan Rogue production to Nissan’s Smyrna, Tenn. plant in 2013 remain in place.
Over the past 24 months, we’ve seen demand for the Rogue in the U.S. increase
about 50 percent—from just under 100K units in 2010 to 126K in 2011, and we’re
on a trajectory to pass 150K units in 2012."
2013 BMW X1
Big engine + little vehicle = marketing pay dirt. Jim Wangers helped prove this
theorem when Pontiac jammed a Bonneville 389 into a little Tempest way back in
the "Mad Men" era, before the safety and emissions bogeymen crashed the car
party. BMW is dusting off this formula by bringing the tiny, strong-selling
global subcompact 2013 BMW X1 to the U.S. market and wedging its beloved
300-hp/300-lb-ft turbo-six under the hood. No other market gets this dragstrip
drivetrain, and this market offers no direct competitor to the X1 at the moment.
As for versatility, the cargo hold features rubber tie-down floor straps,
tie-down hooks, an elastic strap, and a 40/20/40-percent split-folding rear
seatback that also reclines to 31 degrees for comfort, or to 1 degree bolt
upright to increase the seats-up cargo space by about 2 cubic feet. (Official
SAE dimensions are not yet available, but Euro specs are 14.8 and 47.7 cubic
feet.)
Front-engine, RWD/AWD, 5-pass, 4-door SUV2.0L/241-hp/255-lb-ft turbocharged DOHC 16-valve I-4; 3.0L/300-hp/300-lb-ft turbocharged DOHC 24-valve I-6140-187 / 102-125 kW-hrs/100 miles (est)
VW Jetta Gets Turbo Four in 2013
The Volkswagen Jetta’s long-awaited changeover from the current
inline-five-cylinder engine to a turbo four will happen in 2013 for the 2014
model year, the company’s U.S. product czar Rainer Michel told us this week.
Soon after, Michel says, the engine will land in a 2014.5 model-year Passat.
This confirms the timing we heard earlier from a different—and
has-to-stay-nameless—source.
Here’s the scoop on the engine changeover. The new engine is a 1.8-liter
turbo four, and it’s essentially a downsized version of the mill in the
Volkswagen GTI and GLI, among other cars. Already on the market in Europe, the
1.8T makes 158 hp and 185 lb-ft of torque. (Those numbers could rise for the
Passat, lest it sit at the bottom of its class in power.) There’s no connection
between the new 1.8T and an unreliable engine of the same displacement offered
in Jettas about a decade ago.
We wave goodbye to a 2.5-liter inline-five,
which debuted in 2005. That engine makes 170 hp and 177 lb-ft, but is neither
high-performance nor thrifty: A Jetta with this engine and a six-speed automatic
needs an unimpressive 8.4 seconds to accelerate from standstill to 60 and scores
24/31 on the EPA cycle. Compare that to the heavier Chevy Cruze—138 hp, 8.0
seconds to 60, ratings of 26/38—and you can see why we’re not sad to see ol’
Fivey sent to the glue factory.
The next-generation Volkswagen Golf, which debuts this fall but comes here in
the fall of 2013, will almost definitely skip the 2.5 altogether. We anticipate
that the Beetle will switch to the 1.8T around the time the Passat does. In the
meantime, if you’re the kind of person who gets free gas and enjoys the warble
of a straight five, the next year will be a good time to buy a VeeDub on the
cheap.
2013 Audi Allroad
Way back in 2006, customers could walk into a U.S. Audi dealership and choose
between an A3 five-door hatchback, an A4 Avant, an A6 Avant, and the A6-based
Allroad. Even with journalists' best efforts, wagons and hatchbacks still aren't
flying off the lots like pfannkuchen. First the Allroad disappeared, and now the
A4 and A6 Avants and the A3 hatchback are going away next year. But luckily for
those buyers who aren't SUV-inclined, Audi is bringing back the Allroad for
2013, this time based on the A4 platform. Although it is based on Audi's smaller
platform, the 2013 Allroad is just slightly bigger than the 2006 A6-based car,
and it has a far more fuel efficient, but less powerful, engine. Previous
Allroads were equipped with either the famous 250-horsepower, twin-turbo
2.7-liter V-6 or the 300-horsepower, 4.2-liter V-8. The 2013 Allroad is powered
by a turbocharged 2.0-liter I-4 with 211 horsepower. Interestingly, the 2.0
liter puts out the same 258 lb-ft of torque as the older 2.7 liter, but falls
just short of the 4.2 liter's peak 280 lb-ft.
Besides the mechanical bits, the Allroad is equipped with stainless steel
skidplates to protect the underside of the car and plastic cladding around the
fenders. For those who don't need to advertise their outdoorsy Bear Grylls
ruggedness, Audi will paint the plastic trim pieces body color for $1000. On the
inside, the layout is basically the same as the outgoing A4, but materials and
electronics have all been upgraded. The MMI navigation and infotainment system
now uses Google Maps for the best-looking navigation system this side of a
corporate jet. A 3G connection provided by a T-Mobile SIM card in the dash also
allows for the use of Google data for weather, points of interest, and several
other features.
The service will add between $15 and $30 to your monthly payment
for unlimited data. If you chose not to opt for the service, Audi's navigation
system is still one of the best in the business -- it just won't look as pretty.
As it sits, The Allroad still gets from 0-60 mph in 6.5 seconds, pretty
quick compared to the XC70's 8.9-second run. Things don't get any easier for the
Volvo in the quarter mile, with the Audi running 15.0 seconds flat at 92.4 mph,
while the Swede trailed with a 16.7-second run at 87.9 mph. Braking is where
things really evened out.
From 60 mph the Audi hauled down to a stop in 120
feet, while the Volvo only needed a single foot more.
Overall, the Allroad is an impressive package for the active customer
needing some off-road ability without sacrificing the efficiency and sport
touring abilities of a wagon. I drove the test vehicle back from the launch
event in Colorado and never wished I was in a standard A4 Avant. It handles like
a wagon, has the looks of a CUV, and will certainly go 90 percent of the places
a CUV will go. While journalists will miss the choice of two wagons and a
hatchback, the Allroad is certainly a good compromise.
2012 BMW 328i
The BMW 328i Luxury's logbook had finally cooled down after a disappointing
trip to the local road course when something else happened: the weather heated
up. Between surviving one choice mishap and dealing with sweltering
temperatures, our BMW has had a rough month.
The month of June started with the BMW sitting on injured tires. The BMW's
stock tires are Goodyear EfficientGrip RunOnFlats, a special tire chosen by BMW
to increase fuel economy (they're low rolling resistance) and support the car
even in the event of a puncture. While we don't mind the EfficientGrip's stiff
sidewalls -- the car's Luxury Line suspension more than makes up for it -- its
rock-hard tread compound would prove to be an issue.
By the time we took the BMW to GingerMan Raceway the Goodyears had only been
on the car for two months (we put winter tires on the car between mid-February
and late April) but they were badly worn from a day of spirited driving at
GingerMan. Small chunks were missing where the sidewall meets the tread, and the
resulting rough ride and noise annoyed associate web editor Donny Nordlicht.
"The cabin is no longer quiet thanks to these tires," he wrote. Tire Rack sent
us a new set of Goodyear EfficientGrips for a quick fix, but the special order,
eco-friendly, run-flat tires cost $1170.98, including mounting and balancing.
The tire wear was our fault -- we did, after all, track a car with mpg-minded
tires -- but the damaged windshield wasn't: managing editor Amy Skogstrom parked
the 3-series in her driveway one evening and came out the next morning to find a
sizable crater near the top of the glass, blaming it on an errant ball from the
nearby golf course. Ann Arbor Auto Glass charged us $979.12 for a full glass
replacement. That's a hefty sum for a new sheet of glass, but our BMW is
equipped with a head-up display, which requires a windshield with thin
reflective foil embedded in the section above the dashboard.
A new windshield and set of tires wasn't necessarily enough to sway staffers
-- many of whom continued to grouse about the car's soft handling and
long-travel clutch pedal -- but the 3-series did impress some people:
passengers. "Every single passenger I take for a ride in the 328i is impressed,"
wrote road test editor Chris Nelson. "They like the comfortable suspension, the
beautiful exterior, and the even more gorgeous interior. They also think the
start/stop system is cool."
For many staffers, however, the wow factor of the start/stop system faded
when the temperatures rose. The combination of a black paintjob, 100-degree
temperatures, and an engine that shuts itself off at stoplights made for some
warm passengers as the HVAC system struggled to cool the cabin using only
battery power. "I wonder what BMW buyers in Texas and Florida do," mused
creative director Kelly Ryan Murphy. "Do they just drive with the system off all
the time?" (Drivers can disable the system by pushing a button above the engine
start/stop button) Kinda defeats the purpose of putting such a system in the car
in the first place, doesn't it?
The 100-degree highs took another toll on the car: the driver's side
dashboard endcap -- the piece of hard black plastic between the dashboard and
the driver's door cutout -- warped and pulled away from the dashboard. "I
wouldn't say that it's broken," wrote associate web editor Jake Holmes, "but
that's an unacceptable fault in an almost $50k car that is only six months
old."
Despite all of our nitpicking, we're getting along with the BMW in this long
and hot summer. We're sure the car will end up wowing friends and relatives at
barbecues, coddling us on many trips to the beach, and thrilling us on some
choice back roads. It's summertime -- let's hope living with the 328i is
easy.
2013 Chevrolet Equinox 3.6-Liter V-6
Within the past year, both the Honda CR-V and the Ford Escape—two 800-pound
gorillas in the compact-crossover segment—have been completely redesigned. (The
Toyota RAV4, a multiple comparison-test winner, will get a reboot soon.) But
with no full do-over on the docket just yet for its handsome but ho-hum Equinox,
Chevy clearly still had to make a move. Honda has never offered a V-6 in the
CR-V and the 2013 Escape went exclusively four-cylinder (albeit with two
optional turbo’d engines), and Mazda’s CX-5 is packing the least powerful
four-banger in the segment, despite being brand new. For Chevy, then, getting
rid of the 264-hp, 3.0-liter V-6 would make sense, right? Except it bucked the
downsizing trend and replaced the 3.0-liter with a 301-hp, 3.6-liter
direct-injected V-6. Wait, what?
This latest version of the 3.6 sees duty across the GM portfolio, including
the Cadillac CTS and 2013 GMC Terrain, among others. The good news for the
fuel-conscious is that estimated economy figures for the new V-6 versus the 3.0
are identical—17 mpg city/24 highway with front-wheel drive and 16/23 with AWD
(OK, so good news for the sorta-fuel-conscious)—despite the increases in
displacement and power. We estimate 0-to-60-mph times of 6.8 seconds for the
front-wheel-drive version and 7.2 seconds for all-wheel-drive models. (A
four-cylinder model we tested did the deed in 8.7 seconds.)
We had a chance to drive all-wheel-drive Equinoxes with both old and new V-6s
back to back, and we found no difference in drivability beyond the extra kick in
the pants; the upshift-happy six-speed automatic carries over, as do high output
peaks that encourage a heavy right foot and make frugality difficult. (The
previous V-6 offered maximum power and twist at 6950 and 5100 rpm, respectively;
the new motor churns them up at 6500 and 4800.) From the sliding rear seat,
however, we detected a significant difference in engine noise. The 3.6 is
considerably louder for those in the second row, who are treated to a slightly
buzzy and metallic note.
Along with the new engine comes a revised suspension. The Equinox now
features dual-flow dampers—the 2013 Chevy Traverse, the 2013 Buick Enclave, and
the Equinox’s equally updated 2013 GMC Terrain platform-mate are among the other
vehicles that get them. The result is less bobbing and weaving over undulating
surfaces and an incrementally improved perception of grip during cornering.
As for the interior, Chevy MyLink with navigation makes its way to the
options list for the first time—in the past, buyers were forced to choose
between a navigation system and MyLink—although it will be available only on the
mid-level LT and range-topping LTZ trim levels. Those two trims also gain an
eight-way power passenger seat (optional on the LT) and a Safety package, which
includes forward-collision alert, lane-departure warning, and radar-based rear
park assist. Also new is an available rear-seat entertainment system that
includes monitors in the back of the front headrests, dual wireless headphones,
and a dual-player DVD setup—again, available as an option only on LT and LTZ
trims. With any luck, it’ll distract the kids from the engine noise.
With the speed at which the segment turns over—and the excellence found
within it—Chevy needed to tinker with the Equinox, an entry that has never been
fully competitive. But slightly improved handling and more power only go so far,
and they do nothing for the poor rear visibility, hefty curb weight, and overall
lackluster dynamics that keep this Chevy behind much of its competition. We’d
consider hitting the Ford, Mazda, or Honda stores instead.
VEHICLE TYPE: front-engine, front- or 4-wheel-drive, 5-passenger,
5-door wagon
BASE PRICE: $27,770
ENGINE TYPE: DOHC 24-valve V-6, aluminum block and head, direct fuel
injection
Displacement: 217 cu in, 3564 cc
Power: 301 hp @ 6500 rpm
Torque: 272 lb-ft @ 4800 rpm
Power: 301 hp @ 6500 rpm
Torque: 272 lb-ft @ 4800 rpm
TRANSMISSION: 6-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 112.5 in
Length: 187.8 in
Width: 72.5 in Height: 66.3 in
Curb weight (C/D est): 3950–4200 lb
Wheelbase: 112.5 in
Length: 187.8 in
Width: 72.5 in Height: 66.3 in
Curb weight (C/D est): 3950–4200 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 6.8–7.2 sec
Standing ¼-mile: 15.5–15.9 sec
Top speed: 131 mph
Zero to 60 mph: 6.8–7.2 sec
Standing ¼-mile: 15.5–15.9 sec
Top speed: 131 mph
FUEL ECONOMY (C/D EST):
EPA city/highway driving: 16–17/23–24 mpg
EPA city/highway driving: 16–17/23–24 mpg
Toyota TRD GT86 Special Edition
Following the UK debut of the TRD GT86 at last month's Goodwood Festival of
Speed, we now have new photos and additional information on what is being
described by Toyota as the "ultimate road going evolution" of the brand's rear
wheel drive sports coupe.
First unveiled in Japan at the Tokyo Auto Salon early in 2012, the Toyota
Racing Development (TRD) GT86 is scheduled to go on sale in Britain as special
edition model in the beginning of January 2013.
The exterior modifications of the car include a lower front spoiler, complete
with aerodynamic ‘fins’ ahead of the front wheels, wider side skirts, a venturi
style under spoiler and a larger boot lid wing.
There's also TRD badged oil filler cap while the car rides on new 18-inch
forged alloy wheels finished in black and shod in Michelin performance tyres.
Inside, the TRD treatment brings new sports “bucket” seats, additional
instrumentation including the Sports Meter Link System comprising water
temperature, and oil temperature and pressure gauges, plus a red push button
start switch, and a TRD badged gearshift knob.
The GT86's car’s engine remains stock, but TRD has made modifications to the
chassis with a new adjustable suspension system and thicker anti-roll bars front
and rear, and a more powerful mono block brake kit larger calipers and 355mm
front and 345mm rear grooved and vented rotors.
A new exhaust system with quad tailpipes that Toyota says improves engine
response and sound completes the package.
2013 Hyundai Veloster Turbo
The standard, 138-hp Hyundai Veloster overpromises and underdelivers. Its
tame, unexceptional dynamics contrast with the wild styling and the curious
three-door package. Yet even as we abandoned our hope for a Korean revelation
during our first drive of that car last October, we remained optimistic that
Hyundai would take a mulligan with the upcoming turbocharged model.
Even before turning a single wheel in the Veloster Turbo, however, our
expectations met harsh reality again this summer when product planners at
Hyundai's U.S. headquarters revealed that the damping, the spring rates, and the
bushings were all left unchanged for the Turbo. We had been hoping for a more
mature setup -- something with the suppleness and sophistication of a Volkswagen
GTI. Instead, the Turbo suffers the same busy, stiff-legged ride over cracks and
heaves as the base car.
Hyundai did address the Veloster's lackluster steering with a rack that is
imperceptibly quicker and a power-assist calibration that is noticeably heavier.
It's a significant step in the right direction, although there's still room for
improvement in on-center responsiveness and feel. Weight remains commendably low
at less than 2900 pounds and the car corners with good body control and a sense
of stability. If the pavement is sufficiently smooth, you can find joy in
stringing together a series of bends, but the Veloster lacks the composure of
its competitors in the most demanding conditions. Thus, piloting the Veloster
Turbo is nowhere near as visceral as the best hot hatches.
It's a similar story with the 1.6-liter four-cylinder. Despite a resume that
includes a twin-scroll turbocharger, dual variable valve timing, direct
injection, and 201 hp and 195 pound-feet of torque (on regular gas), this
overachiever lacks the personality we expected. Power delivery is more linear
than in the similar-sized engines in the Nissan Juke and the Mini Cooper S, but
the Veloster is much less lively. Fuel economy for the manual-transmission car
is rated at 26/38 mpg city/highway, a very impressive number but one that's
telling about the Turbo's character. Rather than a boisterous driver's car,
Hyundai has built yet another 38-mpg small car.
The optional six-speed automatic gains a sport mode in the Turbo that's
supposed to speed up shifts. We say supposed to because it requires an unusually
deep push on the accelerator to elicit a downshift. In fact, the sport mode's
most noticeable change over the standard programming is the unnecessary and
annoying act of locking the transmission out of top gear. Drivers seeking
earlier downshifts and later upshifts will instead need to use the manual shift
mode via the steering-wheel-mounted paddles. Or they can stick with the standard
six-speed manual.
Aesthetically, the Veloster Turbo is even more extroverted than the base car,
with a gaping grille in place of the base car's convoluted fascia. Styling
flourishes like LED accents in the headlights, new tail pipes for the
center-exiting exhaust, 18-inch wheels with chrome accents, and a printed
graphic on the headliner increase the attitude. Others, like the oversized
circular reflectors in the lower rear fascia that could have been sourced from
Home Depot, are less successful. Of all the design tweaks, though, our favorite
is the matte gray paint, a $1000 option that's unique on a vehicle this
affordable. (Just don't drive it through an automated car wash.) Heated,
leather-trimmed seats, an eight-speaker stereo, push-button start, and a
seven-inch touch screen are standard. As per Hyundai convention, the 2013
Veloster Turbo offers excellent infotainment with clear graphics and intuitive
controls for iPhone integration, Bluetooth pairing, and Pandora Internet radio.
Options are limited to a single package that adds navigation, a backup camera
and rear parking sensors, a panoramic sunroof, a 115-volt power outlet, and
automatic headlights for $2500. The automatic transmission adds another $1000 to
the price.
Even with a turbocharger, the Veloster's best attributes remain its value,
fuel economy, and infotainment features. As with the base Veloster, you're more
likely to experience emotions looking at the Turbo than driving it. When it
comes to rational, practical automobiles, Hyundai can hang with the best, but in
trying to capture passion and character, the Koreans are designing when they
need to be engineering.
Price: $22,725
Engine: 1.6L turbo I-4, 201 hp, 195 lb-ft
Transmissions: Six-speed automatic, six-speed manual
Drive: Front-wheel
EPA Mileage: 26/38 mpg (city/highway; manual)
Engine: 1.6L turbo I-4, 201 hp, 195 lb-ft
Transmissions: Six-speed automatic, six-speed manual
Drive: Front-wheel
EPA Mileage: 26/38 mpg (city/highway; manual)
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