Hyundai Future Vehicles

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the 2011 VW Beetle is confirmed

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Official: New VW NMS Sedan, Beetle, Tiguan and Eos Coming to the States Next Year
Friday, September 24, 2010

Volkswagen will reveal its future plans in a meeting with its 582 U.S. and 130 Canadian dealers that takes place in Atlanta and will also include a drive of more than 700 all-new 2011 Volkswagen Jetta sedans to the company's brand-new $1 billion assembly plant in Chattanooga, Tennessee.

In a statement to the press, the German automaker said it plans to introduce four all-new or refreshed models in 2011 including the NMS mid-size sedan, Beetle, Tiguan and Eos.

Here's what VW said: "In addition to opening the Chattanooga plant in 2011, Volkswagen of America will introduce four all-new or refreshed models – NMS, Beetle, Tiguan and Eos. These vehicles join the 2010 launch of the all-new Jetta and new Touareg. Each of these vehicles is critical to achieving Volkswagen Group's target of selling one million vehicles annually in the US by 2018 (Volkswagen: 800,000; Audi: 200,000)."

No other details were released on the aforementioned models, however, we do know that the NMS mid-size sedan is new and that the Tiguan and Eos will receive a mid-life makeover.

That leaves us with the New Beetle, which has been in the market since 1998 with production of the current model set to cease in 2011. Logic says, VW will present a brand-new version of the retro-styled Beetle, with a teaser concept study possibly making its appearance at an upcoming international motor show such as the LA (November 2010) or Detroit (January 2011) salons.

New 2012 Mercedes-Benz SLK - First Look

Following on the heels of the North American debuts of the SLS AMG E-Cell and the diesel-powered S350 BlueTEC at the Detroit Auto Show, Mercedes-Benz took the top off its upcoming car, the all-new SLK.

Set as a 2012 model, the third-generation SLK retains its roots as a sporty compact roadster with its characteristic long nose that incorporates an aluminum hood and front fenders, and a retractable hardtop. The snub nose and center mounted three-pointed-star logo on the front pay homage to its much bigger and much pricier SLS AMG brother, but Mercedes swears the all-LED headlight design is a throwback to the classic convertible roadster, the 190 SL, which was first produced back in 1955. Besides the round projector elements in the headlight housings of the new SLK, we don’t really see the resemblance to the SL. But, despite the tenuous connection, the 2012 SLK with its muscular rear haunches, broad taillights and front fender vents is a progression of design. Not that the outgoing SLK looks bad, it’s just that the new one looks better…in my opinion, at least.

Three Top Variations

Looks might be completely subjective, but improvements by way of innovations are not. Take, for instance, the new Magic Sky Control, presented by Disney (kidding! At least about the Magic Kingdom’s involvement). One of three roof options, the Magic Sky Control allows what Mercedes calls the panorama vario-roof to be adjusted from transparent (allowing light into the cabin) to dark (creating shade and helping keep the cabin cool) at the touch of a button. The other two roof options are the standard version with body-matched paint and the regular panorama vario-roof option with its static dark-tinted glass.

When in top-down configuration, a new Airguide wind-stop system allows the driver to rotate clear plastic pieces attached to the back of the rollbars that reduces that hair-tousling turbulent air—bad for the hipster going for the pretentious, I-just-rolled-out-of-bed look, good for the rest of us.

Two Powerplants

For the SLK’s first year, two models will be available: the SLK250 and SLK350. The former, smaller-engine SLK250 will come equipped with a direct-injected 4-cylinder making 201 bhp. Matched with a standard 6-speed manual transmission, the SLK250 will go from 0–60 mph in a claimed 6.5 seconds, and achieve a top speed of 155 mph and a combined fuel efficiency of 27 mpg. The SLK350 will carry a completely redesigned V-6 engine with direct injection, piezo injectors and multi-spark ignition. Cranking out 302 bhp, the SLK350 is said to go from 0–60 mph in 5.4 sec. with the same 155-mph top speed, achieving 23 mpg combined.

At launch this summer, the 2012 SLK350 will be the first model to hit dealer showrooms. The 2012 SLK250 will be made available later in the model year.

2012 Mercedes-Benz CLS63 AMG - Driving Impressions

Nothing personal, but we aren’t going to tell you where we’ve just been. Except that it was a narrow Southern California mountain road, one that only stops twisting when it starts to wind deeper into the forest. The surface was only so so, with scree found on many of the corners. Nevertheless, the new 2012 Mercedes-Benz CLS63 AMG felt remarkably at home.

And this thing isn’t tiny. The big coupe-like sedan weighs just over 4200 lb. Nor it is a Slim Jim, measuring 196.7 in. long and 74.1 in. wide, just about an inch wider than the standard CLS, thanks to a greater track. But as the old saying goes, this new Mercedes drives smaller than its dimensions would suggest.

There are several suspension settings—C Comfort), S (Sport), S+ and M (Manual). We’ve been through them all and settled on manual because, to be honest, it’s simply more fun. While it sometimes felt strangely loose in everyday driving, the 7-speed multi-clutch automatic is all its name would imply as we use the paddles to shift up or down...instantly.

If there was anything wrong with our Alpine-like road it was this: We couldn’t play with the outstanding V-8 as much as we’d have liked.

Why not? So much power. The 5.5-liter V-8 has direct injection and a pair of intercooled turbos to produce 518 bhp at 5500 rpm and 516 lb.-ft. of torque at 1750-5000 rpm. Not enough? There’s a performance edition of the CLS that makes 550 bhp, also at 5500 rpm, and a torrid 590 lb.-ft. between 2000-4500 rpm. Those of you who know your AMGs will note that 518 is not a quantum leap from the supercharged 5.5 or naturally aspirated 6.2-liter V-8s, but get this: Fuel economy is up by some 32 percent. Not only that, but both the 518- and 550-bhp V-8s get EPA fuel economy of 16 mpg city/21 mpg highway.

We’d already experienced the straight-line acceleration of the car—which was fitted with the Performance Package—touching 60 mph in around 4 seconds and hitting the quarter mile in the low 12s. To add to the fun, there’s launch control. Top speed is limited to 155 mph. Must admit, we didn’t test that.

Outside, the 2012 Mercedes-Benz CLS63 AMG looks the part, with an aggressive nose, sleek body styling and a cutoff tail with carbon fiber across its upper lip. Inside, the car is just as impressive, save for the confusing COMAND multifunction controller. Happily, you can just drive like hell and ignore it completely.

The new CLS63 comes to the U.S. in June, the AMG version arriving concurrently with the normal CLS. We don’t have the official price, but figure around $100,000 for the 518-bhp version, and an additional $10 grand if you want 550 bhp. Add carbon-ceramic brakes and you’ll kick that total up about $12,500.

Expensive, yes, but CLS63 AMG looks like a good long-term investment...if you stand having that much fun and temptation over the long term.

Monday, February 21, 2011

As we left our offices in Newport Beach, California, for a road trip with our three high-performance 911s, Managing Editor Andrew Bornhop said to me: “Well, this is kind of cool. I just got a press release from Porsche that says Butzi Porsche, who designed the original 911, is celebrating his 75th birthday this Saturday.”

Nice coincidence, and a reminder that, while time marches on for us humans, the 911 seems to stay eternally youthful. It was unveiled nearly half a century ago, yet remains—for all its six generations of development—an instantly recognizable and timeless shape that still looks terrific.

There have been so many variants of the 911 built over the years you’d have to be a dedicated Porschephile indeed to keep track of them all, and these latest three in the 997 series have their own unique DNA to unravel and define. But it had to be done, so we spent two days driving over Southern California’s Coastal Range and the Anza Borrego desert, with a nice twisty climb to the famed Mt. Palomar Observatory. Then it was off to the drag strip and skidpad to see how Butzi’s evergreen concept is holding up. Here’s what we found.

New 2012 Mitsubishi Lancer - New and Future Cars

The beloved, overachieving current-generation Mitsubishi Lancer Evolution X—the epitome of a rally car for the street, capable of conquering many so-called “sports cars” that cost far more—may be going the way of the dodo bird. Rumor has it that Mitsubishi will retire the legendary model for greener pastures after the Evo X’s production run ends. And our sources report that “green” is indeed the new policy for Mitsu­bishi these days. We hear that the company, conforming to the laws of automotive natural selection that favor a more environmentally friendly species of transport, is working on a new 300-plus-bhp sports sedan that will come wrapped in a more attractive upscale package, with either a turbocharged diesel engine or diesel hybrid under the hood. The car will be slightly larger than today’s Evo and get as much as 35 mpg combined. Greener for sure, and all this with the added benefit of having more torque on tap, due to the stout grunt today’s clean diesels deliver with their improved throttle response.

Likely to be built in China or Thailand—marking a significant change, as all Evos to date have been built in Japan—the replacement car is yet to be named, but should come out sometime in 2012. Our sources also tell us it will be less of a hard-core sports car/sedan and more of a supremely versatile, high-performance GT; one that might approach the ideal of an Audi S4 or BMW 335i, with prices in the $30,000 range. All-wheel drive, with perhaps a 4-wheel steering option, will continue to make this new Mitsubishi as capable in rain and snow as it is on the track, while a possible roll-stabilizing suspension system should improve the passengers’ in-cabin experience, as well as making the chassis more responsive to the driver.

If the Green Revolution spawns an evolution of one of our favorite performance cars...then the future not only looks cleaner, but brighter too.

Hennessey Venom GT - Road Test

Pahrump, Nevada—It’s all a bit surreal, like I’ve stumbled into the first five minutes of a Bond movie. With my right foot queuing up 12.5 psi from a pair of massive Garrett GT35R turbos, I’m shot from a cannon down the front straight…into the rotor blast of a helicopter hovering a mere 20 feet above the track surface. Pilot John Morris (also the track owner) grins through the canopy like a Cheshire Cat; videographer Jay McNally leans out of the flitting chopper like a sidecar monkey, contorting for the best shot.

And if those ominous rotors set on Journalist Frappé didn’t put me into sensory overload, the Venom GT’s raw acceleration does—a savage burst of cheek-smooshing, gut-compressing, momentarily brain-addling force, the strongest I’ve ever experienced in a road-going car. The twin pop-off valves screech like an 18-wheeler’s air brakes as I lift, then nurse the Venom GT through one of the circuit’s tight right-handers and—with the caution of a bomb squad’s eldest member—get back on the throttle. Historically, the explosive onset of power and high-cornering loads have been shown not to mix, and there’s a heart-stopping yaw moment…followed, surprisingly, by hooked-up Michelins and that addictive rush of acceleration. Must…show…restraint. This car’s already been sold, and that check won’t clear if I wad it into an $895,000 ball of vacuum-bagged carbon fiber and extruded aluminum.

Back in the pits now, and John Hennessey seems pleased at my greenish complexion and foal-like unsteadiness as I extract myself from the Venom GT’s cockpit. The lapping session here at Spring Mountain Motorsports Ranch has been as brief as it’s been exhilarating, but if seat-of-the-pants validation counts for anything, it’s clear he’s built the most formidable supercar in America, and possibly the world.

No stranger to building road cars with quadruple-digit horsepower numbers, John Hennessey took top honors back in our “Speed Kings” shootout (September 2007), where his 1100-bhp twin-turbo Viper bested even the almighty Bugatti Veyron from a standing start to 200 mph. Said Steve Millen, our driver that day: “Holy Hell! This is a wild ride. It just wants to go sideways in every gear.” Thankfully, the talented Kiwi kept it just straight enough to hit 200 in 20.3 seconds, a staggering 3.9 sec. quicker than the monster from Molsheim.

This, note, was done with a pounds-per-horsepower number of 3.1, far more acceleration-conducive than the Bugatti’s 4.5, even if the Bug does get out of the hole a lot more efficiently with its all-wheel drive. What, thought John shortly after hoisting the trophy aloft, might a car with a 2.6(!) ratio be capable of?

“I started wondering, okay, what’s next?” says Hennessey, who mulled over slightly lighter, even more powerful versions of both the Viper and Ford GT, but rejected them on grounds of being too race-car minimalist. “I was joking one day about taking a Lotus Exige and putting our Venom 1000 engine in the back of the car. And we all laughed about it; laughed about it for a couple of weeks.” But a preliminary sketch was followed up by a full set of renderings. “When they came in, I looked at the car, and by that point I’d stopped laughing. I thought, we could build this car.”

And here it is, rich silver paint glowing in the stark Nevada sunlight. At 2685 lb. with all fluids including 18.5 gal. of 93 octane, it’s about the weight of a Honda Civic, but with 8.6 times the power. Fire it up and it’s clear the guttural burble/pop at idle can only come from a V-8’s firing order. The Viper V-10’s weight, bulk and questionable future availability were all negatives, and Hennessey had become quite fond of Chevy’s 6.2-liter aluminum small-block through prior Corvette ZR1 projects. “Loved the power, loved the sound…”

Of course, this is no ordinary Chevy small-block; it has to live to 7200 rpm, make a staggering 1200 bhp and cope with off-the-charts cylinder pressures from the ceramic-bearing turbos. To this end, the LS2 block is fitted with Darton sleeves, Cometic head gaskets and CNC-ported cylinder heads, cinched together with the finest ARP fasteners. Seemingly every rotating and reciprocating bit is forged, including dished aluminum pistons, H-beam steel rods and a steel crank, the last held by billet main bearing caps. Oiling is via a dry-sump system and fueling is handled by twin Bosch in-tank pumps that feed 96 lb./hr injectors. The engine bolts up to a Ricardo 6-speed manual transaxle that’s identical to a Ford GT’s, ratios and all, that puts power to the massive 335-section Michelins through a Quaife limited-slip diff.

Raise the Venom GT’s rear-hinged engine cover (lined with gold foil, incidentally) and it’s clear that Hennessey sweats not only the power but the appearance. Aft of the seats, the Exige’s aluminum monocoque architecture ceases and Venom GT begins with a stout chrome-moly steel subframe, triangulated by two beautifully gusseted V-shape braces that bolt up to the rear hoop of the considerable rollcage structure. There’s tidy symmetry in the twin water-to-air charge coolers, the blow-off valves, the wastegates, turbos and conical air filters. And the muscle-bound central exhaust, with 3.5-in. dual tips poking through the bodywork’s mesh, has a beautiful golden cast…it’s sandblasted stainless steel that takes on its distinctive hue when heat is applied.

Inside, the Exige’s basic interior is intact, but embellished for slightly greater comfort and style. There’s lots of black diamond-stitched Alcantara, smooth leather and a carbon-fiber sheath over the 2-dial instrument cluster. Bits of exposed aluminum remain, completely fitting here. And the stout rollcage is evident, though its tubes are wrapped in the same diamond-tuft microfiber that lines the seats, door panels and dash top. My helmeted head fits neatly in a triangular recess of the X-brace connecting the front and rear hoops…tight, but just enough room. The view straight back? Shiny blow-off valves, black mesh and ducting, but at least the outside mirrors are large and well-placed.

Outside? It’s an Exige with a Gold’s Gym membership, ripped muscle with that Porsche 917 long-tail look from its stretched wheelbase (at 110.2 in., it’s a substantial 19.7 in. longer than that of its donor chassis) and massive rear fenders that swell around the rear Michelins. The Exige’s visage is maintained with Lotus headlights and sharply peaked fenders, but broadened and underscored (literally) with a thick splitter that incorporates twin underbody venturis farther back. At the rear, the taillights seem to float in the mesh grille, and a generously straked underbody diffuser extends well beneath the engine. Combined with the rear wing (hydraulically adjustable for height and angle of attack, yet fixed at this stage of development), Hennessey estimates these measures will generate downforce somewhere in the vicinity of 1200 lb. at 150 mph, according to CFD simulations.

Hennessey will be the first to admit that there’s much more development to be done. Although he and chassis guru John Heinricy (yes, that Heinricy, the 39-year GM performance veteran with five national SCCA T1 championships, assistant chief engineer for the C4 & C5 Corvettes, etc.) have created a monster in the best sense, another year of optimizing the Venom GT awaits before production hits full stride. For instance, the active KW suspension (an electrohydraulic system can raise the car by 2.4 in.) and the rear wing will be programmed to work together to achieve downforce, reduce drag or produce a happy medium, depending on the situation. Motec engine management will replace the current reflashed GM ECU and HKS boost controller, and a traction-control system that adjusts throttle position and boost level ought to tame the Jekyll/Hyde power hit. Plans include test sessions at the Nürburgring in the summer of 2011, with Hennessey hoping to ultimately break the 7-minute barrier.

I’m reunited with the Venom one last time at our usual El Toro test venue, where I can flog it around for additional impressions. The lightness of the steering, clutch and the delicacy of the shift action seem incongruous with the massive power, and even with roughly 60 percent of the weight over the rear axle, the 235-mm front Michelins—dwarfed by the rear tires—feel overtaxed in hard cornering. A fix is in the works, as 255s on 1-in.-wider wheels will be fitted on future builds.

But let’s celebrate what this car does best, with a mile of runway before me. Again, hard through the gears, turbos at full whistle, the Venom inhaling the horizon in one last tunnel-vision orgy of speed. The pavement seams are no longer felt separately, now a continuous drum roll of vibration and intensity. The tach reads 6100 in 4th, or about 165 mph, before exhausting available runway and nerve. Just getting started…a shame.

It’s then hard on the carbon-ceramic 6-piston Brembos, then a cool-down crawl to the trailer. After this thrill ride, a theoretical top speed of 272 mph seems entirely possible. And Hennessey has a history of delivering on crazy promises.

Twelve hundred horsepower. Less than 2700 pounds. “Do the math,” says Hennessey, “and the outcome is basically a car that’s thrilling and borderline scary to drive sometimes.” Here’s to being a little scared.

New 2012 Audi A6

Audi has redesigned its flagship executive class model. With its light body, sporty chassis and a wide array of new assistance and multimedia systems, the full-sized sedan is packed with innovative solutions in every area of technology. The range of available engines and drivetrains is equally extensive. Combining the power of a V6 with the fuel efficiency of a four-cylinder engine, the soon-to-be-available Audi A6 Hybrid will be one highlight of the lineup.

Much of the body of the new Audi A6 consists of aluminum and high-tech steels, rendering it exceedingly light, stiff and safe. State-of-the art design methods and materials ensure extremely low interior noise levels. Precision tuning of all components and systematic hydraulic damping in the axle and drivetrain bearings provide excellent vibrational comfort.

The design of the new Audi A6 embodies athleticism and elegance. The sedan is 4.92 meters (16.14 ft) long and 1.87 meters (6.14 ft) wide, but just 1.46 meters (4.79 ft) high – sporty proportions that are unrivaled by the competition. The long engine hood, the low, sweeping roofline and the prominent lines on the flanks create a dynamic overall appearance. Optional LED headlights emphasize the striking expression at the front.

Audi offers the A6 with a choice of five powerful, highly efficient engines: two gasoline engines and three TDI units. These powerplants develop between 130 kW (177 hp) and 220 kW (300 hp). All of these engines make use of important technologies from the brand’s modular efficiency platform – the start-stop system, the energy recovery system, and the innovative thermal management concept.

Throughout the entire model line, fuel consumption in the Audi A6 has decreased by up to 19 percent compared to the previous model. In terms of consumption figures, the Audi A6 outperforms the competition.

The most powerful unit in the range is the 2.0 TDI. In conjunction with a manual transmission, it requires on average just 4.9 liters of fuel per 100 km (48.00 US mpg) and emits just 129 g CO2 per km (207.61 g/mile). The Audi A6 hybrid will be available from Audi at a later date. Serving up 180 kW (245 hp) of system performance, its 2.0 TFSI plus electric motor will achieve efficient and sporty acceleration with an average fuel consumption of only 6.2 liters per 100 km (37.94 US mpg) (provisional figure).

The new Audi A6 welcomes passengers in its interior with an ambiance of airiness and roominess; the sinewy, dynamic quality of the exterior is echoed in the interior lines. The wrap-around inlay defines the cockpit area, beginning at the driver’s door and running in one large arc beneath the root of the windshield, then all the way to the front passenger’s door. Curved elegantly around the driver’s seat, the dash panel with its high-precision trim strip rounds out the taut-line concept.

Delivery of the new Audi A6 will being in early 2011. Its base price in Germany is 38,500 euros.

2011 Renault Captur Concept

At the 2009 Frankfurt Motor Show, Renault revealed its new brand identity which puts people at the forefront of its concerns. The new and ambitious design strategy which resulted from this is founded on different stages of the human life cycle, with each phase taking the form of a specific concept car. The first, the two-seater DeZir coupé, expressed ‘falling in love’, the passion present at the beginning of any new adventure. Now Renault Captur Concept addresses the second phase of this cycle, that of two people exploring the world around them.

Just like its predecessor, Renault Captur defines the simple, sensuous and warm style that will be progressively extended to future Renault car designs. “Captur is a fun and sporty crossover, ideal for a young couple about to discover the world” explains director of design, Laurens Van den Acker. “It takes as its basis the fundamental design language introduced on the DeZir concept car but adds a more technical dimension – more functional but still highly sensuous,” adds Axel Breun, director of concept cars.

In its proportions and fluid curves, 2011 Renault Captur Concept evokes movement and lightness, yet at the same time displaying powerful and muscular all-terrain cues. Just as with DeZir, angles, corners and lines have given way to sensuous and natural forms. For the exterior designer, Julio Lozano, the main sources of inspiration were athletes and radical sports. “In designing Captur, I began with the image of a sprinter on the starting blocks, his muscles tensed, and the energy unleashed when the starting pistol is fired,” he explains. The design also references equipment such as helmets, gloves and other protective gear used in radical sports, combining high technology with sophistication and lightness.

Renault Captur adopts the new frontal identity first presented by DeZir. As with DeZir, this identity has as its centrepiece a large Renault logo, set vertically against a dark surface so as to stand out as clearly as possible. Substantial, matt-finished wings reinforce the design’s visual strength. LEDs relay the direction indicator signal in a wave effect running the whole length of the vehicle.

Renault Captur does more than simply stir the emotions: it is also a practical and versatile vehicle. It is fitted with a hard convertible top which, once removed, reveals a carbon fibre framework. Captur Concept can thus transform itself from a coupé to a convertible, from an urban vehicle to an off-roader, while its overall sporty appeal is reinforced by its butterfly doors and big tyres fitted to 22-inch black and white rims. With its bodywork finished in a spicy shade of orange, Renault Captur takes its cue from the red championed by DeZir. This colour appears in a variety of different shades on materials both inside and outside the vehicle.

Renault Captur Concept also marks the debut of the Visio-system, an innovation that uses a forwardfacing camera mounted at the top of the windscreen to provide driver-assistance functions. This new technology is able to embed synthesised images into real-time images of the road ahead displayed on a central screen; this is the principle of augmented reality, aiming to enhance the driver’s perception of the external world by superimposing purpose-designed elements. The system helps reduce driving stress, for a relaxed, reassuring ride.

New 2011 Infiniti Etherea Concept

Infiniti released first images of its concept car for the 2011 Geneva Motor Show. Infiniti Etherea Concept is a compact luxury model that previews how a future entry-level Infiniti could look.

The pictures show an evolving Infiniti identity along with a profile distinctly different from anything currently available in the premium compact class.

“Infiniti Etherea is about a new type of luxury for younger buyers,” said Toru Saito, Corporate Vice President and Leader of the Global Infiniti Business Unit. “It is not just a smaller version of a typically conservative and traditional luxury car.”

Designed under the direction of Senior Vice President of Design Shiro Nakamura, Infiniti Etherea Concept blends elements of coupé, sedan, hatchback and even crossover in one highly sculptural, near-mono volume form.

At 4.4m it is highly compact but at the same time it is space efficient and practical thanks to a new mechanical layout and innovative access arrangements.

Among its surprises are high-tech new interpretations of traditional Japanese materials and finishes, and several design cues set to make their mark on future production models – including the highly distinctive crescent-shaped C-pillar first seen on the Essence concept.

New 2011 Honda Jazz

With the addition of the Honda Jazz Hybrid model, the rest of the Jazz model range has been given some styling and detail changes to enhance its already strong B-segment credentials.

Over 500,000 customers have felt the benefits of the innovative sector crossing Honda Jazz and the latest changes to the range will only enhance the experience. The focus has been on maintaining the key customer benefits of flexibility, practicality and reliability and enhancing fuel economy, emissions, ride comfort and style.

One of the biggest changes is the return of the CVT transmission to the Honda Jazz range with the first European use of a different form of variable transmission. The CVT in the Honda Jazz has been enhanced by fitting a torque converter to the gearbox, giving increased efficiency and improved control at low speeds.

The use of a slope sensor allows the box to decide when the car should gently creep forward and when it should not, helping the driver retain maximum control. The CVT-based transmission proved very popular in the previous generation of the Honda Jazz and its return was prompted by requests from loyal customers who enjoyed its smooth shifting characteristics and ease of driving.

This gearbox is different to the one used in the Honda Jazz Hybrid model, which because of its different requirements does not adopt a torque converter unit.

Inside the most noticeable change is the adoption of a darker dashboard material in a single colour, which is combined with a new seat fabric to enhance the ambience of the cabin. Dash lighting is now unified in a single orange colour, which provides a strong contrast with the darker dashboard. Chrome rings now define the air vents, instruments and climate control display (where fitted). For the first time in the European Honda Jazz, leather seats are available as a factory fitted option.

To compliment the launch of the Jazz Hybrid model, the conventionally powered Honda Jazz has also had some small reductions in CO2 values and improved fuel economy. The new CVT gearbox has matched the economy and emissions of the previous i-Shift 1.4-litre model, with a CO2 value below that of the manual model at just 125 g/km. The 1.2-litre engined car, now emits just 123 g/km of CO2 and uses 5.3 l/100km of petrol. The larger 1.4 engine range has emissions starting at 126 g/km with 5.5 l/100km fuel economy on a combined cycle.