Porsche has released further details about its upcoming 918 Spyder hybrid supercar.

Some of the features highlighted in Porsche’s most recent press release include:

Powerplant:

4,6-litre V8 naturally aspirated petrol engine developing 447 kW (608 hp) and 530 N.m of torque. This unit features dry-sump lubrication with a separate oil tank and oil extraction. Features such as the oil tank, the air filter box integrated into the subframe, titanium con-rods and the carbon fibre reinforced polymer air induction channel help to keep the weight down.

Capable of revving up to 9 150 r/min, this unit has per-unit output of 98 kW/litre; greater than the 79 kW/litre served up by the Carrera GT.

This powerplant is supplemented by two electric motors; a 115 kW unit directly coupled to the petrol engine and a 95 kW independent unit, up front.

Mated with an uprated version of Porsche’s 7-speed PDK transmission, this hybrid powertrain develops maximum outputs of 661 kW and a staggering 1 275 N.m.

Performance:

Porsche claims a 0-100 km/h time of just 2,8 seconds, with 200 km/h reached in 7,9 seconds and 300 km/h taking 23 seconds. The top speed stands at a heady 360 km/h. Owing to its light (for a performance hybrid) weight of 1 640 kg and all-wheel drivetrain set-up, Porsche claims that the 918 Spyder will be capable of lapping the Nurburgring in under 7 minutes, 14 seconds.

Drive modes:

The 918 Spyder’s powertrain set-up accommodates five drive modes.

The ‘E-Power’ mode can propel the car for 30 km solely on electric power. A 0-100 km/h time of less than 7 seconds and speeds of up to 150 km/h are possible under ideal conditions.

‘Hybrid’ mode alternates between petrol and electric drive to attain the best fuel efficiency. Porsche claims a fuel consumption figure as low as 3,3 litres/100 km and CO₂ emissions of 79 g/km under optimal conditions.

‘Sport Hybrid’ sees the petrol engine operating continually with the electric motors providing boost when required.

‘Race Hybrid’ is the 918’s all-attack mode; V8 is chiefly used under high load, and charges the battery when the driver is not utilising its maximum output and the electric motors still act as boosters, this time emitting all of their power when applicable. In this mode, the battery charge state is not kept constant, but instead fluctuates over the entire charge range. The combustion engine charging the battery more intensively balances this increased output. Electric power is thus available even with several very fast laps.

‘Hot Lap’ can only be selected in ‘Race hybrid’ mode and pushes the traction battery to its maximum power output limits for a few fast laps. This mode uses all of the available energy in the battery.

Four-wheel steering:

The 918 Spyder also makes use of a four-wheel steering system similar to that of the 911 Turbo. It incorporates an electro-mechanical adjustment system at each rear wheel. The adjustment is speed-sensitive and executes steering angles of up to three degrees in each direction. At low speeds, the rear wheels are steered in the opposite direction opposite to the fronts. At higher speeds, the system steers the rear wheels in the same direction as the front wheels to improve stability.

Leaked patent images of the Foton U201 have leaked online, showing that the Chinese carmaker now appears to have its sites set on the full-size SUV market.

The Foton U201 will hit the Chinese market later this year and this clutch of patents suggests that it will be quite an imposing vehicle. The frontal aspect shows a more upmarket evolution of the drop-nosed grille from the Tunland, while the strong beltline, tidy rear lamps and minimal use of chrome garnish lend the SUV an upmarket air.

Much like the Toyota Fortuner against which it is pitched, the U201 is also underpinned by a one-ton pick-up chassis; namely that of the Foton Tunland.

The U201 is likely to be powered by the Tunland’s 2,8-litre Cummins turbodiesel engine developing 120 kW and 360 N.m of torque and similarly offered with a choice of 4×2 and 4×4 drivetrains.

We’ll have to wait and see if this model will eventually find its way over here.

Seasoned journalist and media specialist Steve Smith is to step into the editorial driver’s seat of CAR. He joins SA’s leading men’s interest title on 18 June, becoming only the eighth editor in the automotive brand’s 56-year history.

Currently editor of The Red Bulletin, Smith was also at the editorial helm of SA Sports Illustrated for five years. As a motoring journalist he contributed to a wide range of publications, including Cosmopolitan’s Women on Wheels supplement, which he edited in 2012.

He has also made a name for himself on the bookshelves in recent years, having co-authored the bestselling autobiographies of Herschelle Gibbs and Sarel van der Merwe.

Smith’s broad range of experience includes marketing and publishing – and an in-depth knowledge of the digital world. He was motoring writer, managing editor and subsequently editor-in-chief of website portal Tiscali World Online, while the SA Sports Illustrated website saw significant growth during his tenure.

CAR publisher Neil Piper said he was very excited to have a specialist editor of Smith’s calibre join the team.

“Steve brings a distinctive set of skills to the position – a passion for motoring coupled with knowledge of the broader motoring industry, considerable editorial and specialist multiplatform knowledge, and experience in leading large teams. I look forward to working with him to enhance our activities on all platforms, maximise consumer engagement and deliver great content.”

A self-confessed life-long motoring enthusiast, Smith said he was “keenly anticipating” the challenges of his new job.

“From as early as I can remember, cars have been imbedded in my psyche. Starting with my father’s old Alfas, through to the classics I’ve owned as an adult, they have featured large in my life. As a journalist, I’ve driven every new car I could get my hands on and jumped at every opportunity to write about them. CAR magazine has been with me on that journey. I started reading it in my teens and it not only fed my appetite for all things automotive, it also seeded the notion of a career in journalism. Imagine then being given the opportunity to be the editor of this iconic magazine!”

News has surfaced that Honda will return to Formula One by 2015, albeit in the guise of an engine supplier to McLaren. The Japanese manufacturer pulled its works team at the end of 2008, but apparently it has already started work on the new 1,6-litre V6 turbocharged engines required of the field from next year.

Honda president Takanobu Ito said: “We shall act as McLaren-Honda.”

McLaren has an engine supply contract with Mercedes with options for the team to renew for 2014 and 2015. McLaren will now only work with Mercedes for the 2014 season before switching to Honda.

This won’t be the first time Honda and McLaren will enter a significant Formula 1 relationship.  Honda also supplied the British-based McLaren group with race engines between 1988 and 1992. Back then the relationship brought with it four drivers’ and constructors’ championship victories.

It’s been some eight years in the making, but now the wraps have been lifted off the 2014 Mercedes-Benz S-Class (scroll down for our first-hand account of the global reveal). The Stuttgart luxury carmaker has lofty expectations of its new model, claiming that it is one of the most luxurious and technologically advanced cars ever made.

View a video of the 2014 Mercedes-Benz S-Class

Sense of style

While Mercedes has adopted a somewhat controversial design ethos of late, the large, eyelid-bearing headlamps and more organic bodystyle has been conservatively applied to the S- so as not to ruffle any feathers with its traditionally upmarket, and conservative audience.

Having nixed its über-luxurious Maybach brand, Mercedes has had to up the quality and sumptuousness of the new S-Class to fill the gap. Nowhere is this reflected more than in the cabin, where acres of wood and stitched leather sit alongside metallic switchgear and an analogue clock to appease the traditionalists. The presence of a touch-sensitive telephone keypad a brace of 12,3-inch TFT screens in lieu of analogue dials and ancillary displays are more of a nod to the modern world and hint at the advanced technology shoehorned into the new model.

Luxury abounds

Aside from an optional Burmerster 3D surround-sound audio system, there are also some decidedly opulent and innovative options on offer. These include a cabin ventilation system that both ionizes the ambient air and integrates a perfume atomizer that can subtly dispense a choice of three fragrances. Those in colder climes can also specify a Warmth Pack that comprises heated seats/steering wheel/armrest, not to mention a host of driver assistance systems ranging from Attention Assist, a night vision module and adaptive cruise control.

The rear compartment can be specified with a First Class Rear Seat package that utilizes two electrically adjustable rear seats separated by a Maybach-esque centre console with folding tables and cooling/heating function for the cupholders. Owners can even specify an Energizing seat package that integrates 14 electrically actuated air bladders capable of serving up six different types of massage, and even a hot stone treatment.

Two body styles at present, possible Pullman & Cabrio

At present the 2014 Mercedes-Benz S-Class is offered in short- and long-wheelbase configurations, with the former measuring 5116 mm long, 1899 mm wide and 1483 mm tall with a wheelbase that spans 3035mm. The long-wheelbase model has similar dimensions but is 230 mm longer and its wheelbase is 130 mm greater than that of its stablemate. It’s been suggested that an even longer Pullman version and even a cabriolet in a similar vein to the ocean drive concept will appear later in this model’s lifecycle.

Comfort at the forefront

Comfort and refinement has been taken to all new levels with the 2014 Mercedes-Benz S-Class. From additional sound deadening materials applied to the bulkheads and suspension structures and improved window seals. While the standard suspension geometry has been further enhanced to promote even greater levels of ride comfort and refinement, there is also an optional Magic Body Control (MBC) system that uses cameras mounted within the windscreen to scan the road and detect surface irregularities before automatically adjusting the damping characteristics to reduce body movements, better control roll and pitch and generally improve overall ride comfort.

Advanced safety at its heart

The S-Class has long been a benchmark for innovative safety systems and the new car is no exception. Much of the S-Class’ safety technology centres on the use of cameras for close-range pedestrian/obstacle detection as opposed to radar sensors. The rationale is that camera-based technologies, which analyse visual cues to potential hazards before on-board systems determine the associated risks, are more efficient than radar-based systems alone. In addition to an automatic brake activation system working in tandem with a pedestrian collision detection module, the system also features an Emergency Steer module that, in milliseconds, is capable of calculating the best evasive action line before assisting driver inputs to the electric steering system. Another safety innovation is a rear-mounted multi-sensor that detects any car rapidly approaching the stationary S-Class. Should a vehicle be detected approaching too quickly, the system activates the hazard lights to catch the other driver’s attention and activates the brakes so that should a collision occur, the S-Class doesn’t hit the rear of the car in front. The Emergency Brake Assist system will also be beefed up for the new car, moving its operating speed up from 19 km/h to 70 km/h, while the enhanced Attention Assist module will be able to detect driver fatigue between speeds of 59 km/h and 199 km/h.

Such Mercedes safety staples further bolster this as DISTRONIC PLUS with Steering Assist and Stop&Go Pilot, Brake Assist PLUS with Cross-Traffic Assist, Active Lane Keeping Assist, Adaptive Highbeam Assist Plus, Night View Assist Plus and ATTENTION ASSIST.

Engines

The S-Class will arrive here just before the end of the year. The local range kicks off with the S350 BlueTEC, which features a 3,0-litre V6 turbodiesel engine developing 190 kW and 620 N.m of torque. Mercedes claims a 0-100 km/h time of 6.8 seconds and a top speed of 250 km/h.

This unit will be joined by the S500 (4,7-litre V8 petrol with 335 kW and 700 N.m) capable of 0-100 km/h in 4,8 seconds, before topping out at 250 km/h. Early next year, the S600L developing around 395 kW and AMG models, possibly including the 6,0-litre V12 biturbo S65 AMG developing around 456 kW, will join the line-up.

CAR AT THE GLOBAL REVEAL

CAR was the only South African motoring publication to clinch an invite to the international reveal of the new S-Class at the Airbus plant at Hamburg-Finkenwerder Airport. Together with about 750 other scribes, I witnessed an Airbus A380 in construction (the scale of the individual parts is immense), saw Alicia Keys perform and then stood in awe as an Airbus touched down on the runway, slid open its belly and deposited a number of S-Classes that were then escorted to the launch hall by every single current Mercedes-Benz model (all painted white). The spectacle concluded with a fireworks show. It’s the most extravagant media event I’ve attended (and there have been a few good ones – including one for a major S-Class competitor, the new Range Rover, where Dire Straits’ Mark Knopfler serenaded guests on the lawns of a country estate in the UK), and underlines Merc’s approach to its halo model. If the S-Class isn’t ground-breaking and incredible to drive, it surely casts doubt on the whole company. We’ll get a chance to jump behind the wheel at the global launch in July to find out if its lives up to these lofty expectations (and bests its formidable forerunner), so I can only comment on what I saw and felt at the reveal.

Firstly, as seems to be the case with nearly every new Mercedes, pictures do not do it justice. In the flesh, it is very well balanced, the front is beautifully detailed (the headlamps especially, with minute “Mercedes-Benz” lettering) and the grille is as imposing as you’d expect on a large Benz. However, the highlight is the dropping line that runs from the front wheel arch and gently descends towards the rear wheel. It’s adds texture and interest to what could have been very slab-like side. The rear… If you liked the Maybach 57 and 62, it’ll be to your taste. To me, the bumper simply juts out too far, resulting in a somewhat clumsy overhang. At least the lower bumper portion that houses the exhaust tips is bang up to date without being fashionable.

Inside is where the magic lies, though. I haven’t sat in a cabin that so successfully combines old and new. The two TFT screens are huge (laptop-sized, in fact) and their resolution crystal-clear (not something all manufacturers get right) and the lighting, courtesy of 300 LEDs, is sublime. But then, there are the traditional air vents, slabs of wood and beautifully stitched leather trim. Nothing this side of a Bentley or Rolls-Royce can best it. And even those cars feel only barely more special. Two things irk, though; one big, one small. Firstly, the boot seems smaller than the currect model’s – it’s deep and wide, but not very long. We’ll measure it and compare when the first test vehicle arrives. The second gripe is trivial, but the “Mercedes-Benz” writing on the lower part of the steering wheel could have stayed on the drawing board. Drivers don’t need to be reminded they’re piloting an S-Class … the cabin and enormous three-pointed star on the bonnet make that quite clear. Mercedes-Benz seems to have done enough with the static elements. Now let’s hope the walk matches the talk. - Terence Steenkamp

Chery has undergone a rebrand and brought in a team of highly qualified R&D specialists with its sights firmly fixed on viably competing in the global market by 2020.

The China’s leading carmaker has undertaken a major restructure of its R&D operations and brought in personel with experience working for such firms as Porsche, General Motors, Ford, Mercedes-Benz and automotive component and systems supplier Delphi. This comes on the back of a slew of new developments regarding design and engineering.

Chery has also announced that it will drop a couple of its domestic sub-brands (Rely and Riich) in order to better focus on the development of passenger vehicles. This will see the model range roughly halved from 21 to around 11 offerings spanning the A00, A0, A, B and SUV segments.

The company has also changed its 16-year old logo to reflect its movement upmarket.

Among the new acquistions within the firm’s R&D operations are:

Dr.  Chen Anning – who’s career includes 20 years at Ford and was head of that company’s global business unit before joining Chery three years ago. He is also chairman of the new joint venture in China between Chery and Jaguar-Land Rover.

Dr. Klaus Badenhausen – formerly vice president of engineering at Magna Steyr and a head of engineering and design at Smart within the Daimler Group. He is now the vice general manager responsible for the Chery technical centre in Shanghai.

James Hope – a  former chief designer at Ford, DaimlerChrysler and GM Opel, who is now corporate design director responsible for all Chery brand vehicles.

Dr. Hu Hongxing – a former executive director at Fiat, the Panasonic technical centre and Flextronics automotive electronics products and a senior engineer at the General Motors R&D centre. He is now the director of Chery’s electrical and electronic engineering institute responsible for the design and R&D of all electric and electronic components.

Dr. Ma Doren – a former director of automotive safety systems at Delphi Automotive Asia. He is now director of Chery’s engineering centre responsible for vehicle testing and engineering development.

Hakan Saracoglu – a former senior designer at Porsche responsible for the Cayman, Boxster, 911 series and the 918 Spyder. He is now the design director in charge of the Chery design centre in Shanghai.

Dr. Huan Yong – a former technical specialist and product manager at Ford and Visteon USA. He is now the Chery platform director.

Sergio Loureiro – formerly a designer at BMW Peugeot-Citroën, General Motors and Mercedes-Benz. He is now responsible for the overall interior and exterior design of all Chery vehicles.

After a great deal of speculation and bureaucratic wrangling, the top brass at Lamborghini’s parent company, Audi, has decided to give the controversial Urus SUV the green light for production.

Audi chief Rupert Statler made the announcement at Lamborghini’s recent anniversary tour. According to Statler, the production-spec Urus will emerge during the course of 2017.

The Urus was first unveiled at last year’s Beijing Motor Show in a bid to gauge public reaction to the idea of the Sant’Agata firm going the SUV route. Seen more as an SUV placing sporty dynamics at the forefront, as opposed to its military-spec LM001 ancestor, the Urus concept featured a 440 kW engine coupled with a dual-clutch automatic transmission.

Although Lamborghini has not yet divulged any details regarding the powerplant line-up, a tentative output figure of around 447 kW has been mentioned as has the possibility that it could be provided by a plug-in hybrid version of the 4,0-litre twin-turbo V8 currently doing service in Audi’s S6 and S7 models. The powerplant is likely to be coupled with a seven-speed dual-clutch transmission with drive being channelled to all four corners via a torque apportioning all-wheel drive system with a rear-wheel bias. Lamborghini has already made the lofty claim that the production Urus will be the fastest-accelerating SUV on the market – potentially giving it a 0-100 time of around 4,5 seconds and a top speed in the region of 300 km/h.

As controversial as it may seem, the concept of Lamborghini adding an SUV to its product range has to be viewed in the context of such premium players as Porsche, and most likely Bentley, tapping into this market. In Porsche’s case, the Cayenne has been exceptionally well received and forms the backbone of the firm’s overall sales.

Fiat Group Automobiles South Africa has just announced the arrival of the third-generation Panda on local soil. With Fiat’s award-winning small-car expertise some three decades in the making, this can only bode well for the newcomer.

Despite its fresh face, the Panda is still unmistakable. But the extremely boxy dimension of its predecessors has been ditched in favour of a more rounded theme. The new look is not just for the sake of the new design language at Fiat, or even purely aesthetics – it also makes the Panda more aerodynamically efficient. The Panda now boasts a drag coefficient of 0,32.

As has always been the case with previous generations of Panda, the exterior dimensions don’t cover much ground, but it’s the optimum use of interior room that matters most in this segment. Measuring in at 3 650 mm long, 1 640 mm wide and 1 550 mm high, the new Panda has grown slightly inside.

There’s even space for luggage, the Panda swallows approximately 225 dm³, with 260 available if the sliding rear bench is in the fully forward position. When the rear seats are folded, there’s an additional 610 dm³ of room to be had.

The Panda is powered by a 1,2-litre petrol four-cylinder engine that produces 51 kW at 5 500 r/min and 102 N.m of torque at 3 000 r/min and sends that to the front wheels via a five-speed manual gearbox.  Fiat claims a zero to 100 km/h sprint of 14,2 seconds and top speed of 164 km/h, but the real figures that should get consumers’ attention are a 5,2 litres/100 km combined cycle fuel consumption figure and CO₂ emissions figure of just 120 g/km.

There are two trim levels, Pop and Lounge, and they share a standard features list of ABS with EBD, four airbags, MP3 compatible audio system,  height adjustable steering wheel, electric front windows, central locking, and electrically adjustable door mirrors with demister. The Lounge specification adds rear head restraints, automatic climate control and height-adjustable drivers seat and Fiat’s Blue&Me Bluetooth/USB/voice control system amongst others.

The new Panda comes standard with a 3 years/100 000 km warranty and maintenance plan, with prices starting at R139 990 for the Pop and R154 990 for the Lounge. (prices include VAT and CO₂ tax).

The new Fiat Panda pricing starts at R139,990 for the Pop version and R154,990 for the Lounge, including VAT and CO2 tax.

Toyota’s latest incarnation of its Yaris B-segment hatchback has drawn mixed reviews and given the cut-throat competition in the segment, the range has been rationalised and re-priced for the 2013 model year.

The 3-door derivatives have been dropped and the Xi, Xs and XR designations deleted for 51 kW 1,0- and 73 kW 1,3-litre petrol models; the simplification to “1,0”, “1,3” and “1,3 CVT” nomenclatures represent the petrol-engined five-door offerings in the revised line-up.

However, the 1,5 petrol-hybrid models (with total system outputs of 74 kW and a claimed average fuel consumption of 3,8 l/100 km) remain and are still badged “XS HSD” and “XR HSD” respectively.

According to Glenn Crompton, Toyota South Africa Motors’s vice-president of marketing, the “pared-down line-up and new pricing structures now perfectly meets buyers’ ever more demanding requirements for smaller cars that are affordable to run, easy to live with, yet are still stylish, safe, comfortable and fun to drive.”

All conventional petrol models in the line-up conform to the previous Xs grade level, but at lower price points. The Yaris 1,0 comes standard with 15-inch alloy wheels, colour coding, air conditioning, remote central locking, multi-information display, front electric windows and mirrors, audio system with input terminal and steering wheel switches.

The 1,3 models share the same standard features list, although the CVT model gains the additional leather steering wheel and gear lever. On the safety front all Yaris models are equipped with ABS and EBD with Brake Assist as well as a dual front and side airbags.

The 1,5 XS HSD (R230 600) is further equipped with vehicle stability control with hill ascent control, a front spoiler, projector headlamps with LED running lights, front fog lamps, automatic climate control and a touch screen audio system with Bluetooth compatibility.

The flagship 1,5 XR HSD (R253 400) rounds off the range with the addition of a driver kneebag and curtain airbags, keyless entry, rear spoiler, electric rear windows, rain-sensing wipers, automatic headlamps, electrochromatic rearview mirror, a cooled glovebox, as well as tinted rear windows.

Revised prices (HSD models remain unchanged):

Yaris 1,0              R141 000 (previously R151 900 on 1,0 Xs)
Yaris 1,3              R169 900 (previously R183 000 on 1,3 Xs)
Yaris 1,3 CVT     R181 000 (previously R194 700 on 1,3 Xs CVT)

Please note, however, that in light of the Yaris models’ price reductions, the duration of the standard service plan has been shortened from 4 years/60 000km to 3 years/45 000km.

Errol Richardson, one of the icons of the South African motor industry and a long-time collaborator with CAR, died from a heart attack over the weekend. He was 66.

Richardson served with General Motors and Ford before spending a quarter of a century with retail giant McCarthy. He is a former chariman of the National Automobile Dealers Association (NADA), served as president of the Motor Industries Federation (MIF) – later the Retail Motor Industry organisation (RMI) – and he was the retail member of the Motor Industry Task Group, which set in motion the formulation of the groundbreaking Motor Industry Development Plan that promoted the South African automotive production sector to an integral part of the global vehicle industry in the Nineties.

RMI chief executive Jeff Osborne described Richardson “a vibrant, passionate and extremely hardworking comrade who would be sadly missed by all.” In addition, CAR magazine will always be grateful for the contributions that the amiable Richardson made to our biannual CAR Conferences as well as his column and blog contributions to the magazine and CARmag.co.za in his capacity as our “Industry Insider” during 2009 and 2010.

His funeral will be held on May 16 in St Michael’s Anglican Church, Umhlanga Rocks, Durban at 2pm. In lieu of flowers, a donation box will be at the Church to be distributed to Errol’s choice of charity.