Toyota Camry Tops January Midsize Sales, Honda Accord Falls to Fourth
04 Feb, 2014 - Automobile Magazine News & Rumors
The Toyota Camry led a dismal January for the midsize sedan class, with sales of 23,332 units. The Nissan Altima was second with 22,515 units sold, a gain of almost 5 percent from January 2013. Third place went to the Ford Fusion, which barely pulled ahead of the Honda Accord with 20,717 units sold versus 20,604 units for the Honda.
In a distant fifth place was the Chevrolet Malibu, which sold 11,822 units. The Chrysler 200 was one of the few midsizers to see a gain in January, taking sixth place with 10,912 units sold. In a rare reversal of fortunes, the Kia Optima has surpassed its corporate cousin, the Hyundai Sonata. The Optima managed to find 9979 buyers in January, while the Hyundai Sonata was just below that at 9815 units sold. With 6236 units sold, the Volkswagen Passat was bumped to ninth place.
The Dodge Avenger found itself in the bottom three, with sales of 4795 units for the month, down 50 percent from the same period last year. The Mazda6 sold 3172 units, an improvement of almost 48 percent over the 2147 previous-gen sedans sold in January 2013. In last place was the aging Subaru Legacy, which managed 2735 sales. A new 2015 Subaru Legacy debuts this week at the Chicago auto show.
In a distant fifth place was the Chevrolet Malibu, which sold 11,822 units. The Chrysler 200 was one of the few midsizers to see a gain in January, taking sixth place with 10,912 units sold. In a rare reversal of fortunes, the Kia Optima has surpassed its corporate cousin, the Hyundai Sonata. The Optima managed to find 9979 buyers in January, while the Hyundai Sonata was just below that at 9815 units sold. With 6236 units sold, the Volkswagen Passat was bumped to ninth place.
The Dodge Avenger found itself in the bottom three, with sales of 4795 units for the month, down 50 percent from the same period last year. The Mazda6 sold 3172 units, an improvement of almost 48 percent over the 2147 previous-gen sedans sold in January 2013. In last place was the aging Subaru Legacy, which managed 2735 sales. A new 2015 Subaru Legacy debuts this week at the Chicago auto show.
| Model | Jan-14 | Jan-13 | Year-to-Date |
| Toyota Camry | 23,332 | 31,897 | 23,332 |
| Nissan Altima | 22,515 | 21,464 | 22,515 |
| Ford Fusion | 20,717 | 22,399 | 20,717 |
| Honda Accord | 20,604 | 23,924 | 20,604 |
| Chevrolet Malibu | 11,822 | 15,823 | 11,822 |
| Chrysler 200 | 10,912 | 8,846 | 10,912 |
| Kia Optima | 9,979 | 11,252 | 9,979 |
| Hyundai Sonata | 9,815 | 13,247 | 9,815 |
| Volkswagen Passat | 6,236 | 8,856 | 6,236 |
| Dodge Avenger | 4,795 | 9,628 | 4,795 |
| Mazda6 | 3,172 | 2,147 | 3,172 |
| Subaru Legacy | 2735 | 3,184 | 2,735 |
Toyota Corolla Trumps January 2014 Compact Sales
04 Feb, 2014 - Automobile Magazine News & Rumors
04 Feb, 2014 - Automobile Magazine News & Rumors
The Polar Vortex put most automakers' sales on ice during the first month of 2014, and the hot-selling compact car segment was as affected just as much the rest of the auto industry. Despite the cool sales, there's always a winner and a loser. January 2014's compact car best-seller by a mere 929 units is the 2014 Toyota Corolla, with 22,753 sold. Last year's compact best-seller, the 2014 Honda Civic came in just behind the Corolla, with 21,824 sold.
Coming in a distant third place last month was the Chevrolet Cruze. Though the 16,828 Cruzes sold pales in comparison to the Corolla and Civic, Chevy noted a 15.9 percent uptick in sales versus January 2013, making it one of the few vehicles in the segment to trend upwards year-over-year. Fourth place last month went to another vehicle on the upswing: the Hyundai Elantra. Hyundai sold 15,326 Elantras last month, a 26 percent year-over-year increase. The Ford Focus – the likely recipient of a facelift this year due to slowing sales – came in fifth place, with 12,003 sold.
Combined sales of the Volkswagen Jetta and the soon-to-be-replaced Jetta Sportwagen earned the Jetta sixth place, with 9768 sold. The Nissan Sentra was hot on the Jetta's tail, with 9127 sold. Eighth place went to the Mazda3 with 6234 sold, while the combined sales of the Subaru Impreza and out-going Impreza WRX came in ninth with 5785 sold. An interesting note regarding the Impreza – the Impreza WRX and WRX STI has been continuously beating the newer Impreza in sales; we're curious to see what happens when the 2015 Subaru WRX goes on sale this spring.
The Dodge Dart rounded out the top 10 with 5051 sold. The Kia Forte finished outside the top 10, with 4724 sold. Last place for January 2014 went to the soon-to-be-replaced Volkswagen Golf/ GTI/Golf R, with just 1702 sold.
Check out the full breakdown below.
Coming in a distant third place last month was the Chevrolet Cruze. Though the 16,828 Cruzes sold pales in comparison to the Corolla and Civic, Chevy noted a 15.9 percent uptick in sales versus January 2013, making it one of the few vehicles in the segment to trend upwards year-over-year. Fourth place last month went to another vehicle on the upswing: the Hyundai Elantra. Hyundai sold 15,326 Elantras last month, a 26 percent year-over-year increase. The Ford Focus – the likely recipient of a facelift this year due to slowing sales – came in fifth place, with 12,003 sold.
Combined sales of the Volkswagen Jetta and the soon-to-be-replaced Jetta Sportwagen earned the Jetta sixth place, with 9768 sold. The Nissan Sentra was hot on the Jetta's tail, with 9127 sold. Eighth place went to the Mazda3 with 6234 sold, while the combined sales of the Subaru Impreza and out-going Impreza WRX came in ninth with 5785 sold. An interesting note regarding the Impreza – the Impreza WRX and WRX STI has been continuously beating the newer Impreza in sales; we're curious to see what happens when the 2015 Subaru WRX goes on sale this spring.
The Dodge Dart rounded out the top 10 with 5051 sold. The Kia Forte finished outside the top 10, with 4724 sold. Last place for January 2014 went to the soon-to-be-replaced Volkswagen Golf/ GTI/Golf R, with just 1702 sold.
Check out the full breakdown below.
| Model | Jan-14 | Year-to-Date | |
| Toyota Corolla | 22,753 | 22,753 | |
| Honda Civic | 21,824 | 21,824 | |
| Chevrolet Cruze | 16,828 | 16,828 | |
| Hyundai Elantra | 15,326 | 15,326 | |
| Ford Focus | 12,003 | 12,003 | |
| Volkswagen Jetta/Sportwagen | 9,768 | 9,768 | |
| Nissan Sentra | 9,127 | 9,127 | |
| Mazda3 | 6,234 | 6,234 | |
| Subaru Impreza/WRX/STI | 5,785 | 5,785 | |
| Dodge Dart | 5,051 | 5,051 | |
| Kia Forte | 4,724 | 4,724 | |
| Volkswagen Golf/GTI/R | 1,712 | 1,712 |
NHTSA Moving Forward with Vehicle-to-Vehicle Communication
04 Feb, 2014 - Automobile Magazine News & Rumors
04 Feb, 2014 - Automobile Magazine News & Rumors
In a few years, your car may be able to communicate with other cars on the road. The National Highway Traffic Safety Administration (NHTSA) announced this week that it plans to integrate this vehicle-to-vehicle (V2V) communication technology into more and more vehicles going forward as a result of a year-long pilot program that has just finished up in Michigan.
This testing phrase began in August 2012 in Ann Arbor, Michigan, and incorporated 3000 vehicles on public roads to test V2V technology. These systems operate on short-distance Wi-Fi-based networks and allow vehicles to communicate with each other to transmit information about traffic jams as well as vehicle speed and position to help drivers avoid crashes. A car might warn its driver that another driver is running a red light, for instance. NHTSA emphasizes that V2V systems do not record vehicle tracking or any other personal information about the vehicle, meaning that vehicles would not be identifiable due to the many layers of security and privacy protection.
The next step will be a research report on this year-long safety study published by NHTSA with analysis of findings in the areas of feasibility, security, cost estimates, and projected safety benefits. Then, once this report is released, NHTSA will get to work on coming up with a proposal for regulations that would require V2V devices to be put in new vehicles at some point in the future.
At this early stage, the Department of Transportation is estimating that V2V has the potential to either avoid or mitigate 70 to 80 percent of vehicle crashes when the driver is unimpaired. Numerous automakers like Volvo, Lexus, and Ford have outlined their interest in V2V systems as part of their active safety research efforts. This type of vehicle technology could clearly make significant inroads in the area of vehicle safety, so we'll see over the next few years how V2V systems propagate onto new vehicles.
This testing phrase began in August 2012 in Ann Arbor, Michigan, and incorporated 3000 vehicles on public roads to test V2V technology. These systems operate on short-distance Wi-Fi-based networks and allow vehicles to communicate with each other to transmit information about traffic jams as well as vehicle speed and position to help drivers avoid crashes. A car might warn its driver that another driver is running a red light, for instance. NHTSA emphasizes that V2V systems do not record vehicle tracking or any other personal information about the vehicle, meaning that vehicles would not be identifiable due to the many layers of security and privacy protection.
The next step will be a research report on this year-long safety study published by NHTSA with analysis of findings in the areas of feasibility, security, cost estimates, and projected safety benefits. Then, once this report is released, NHTSA will get to work on coming up with a proposal for regulations that would require V2V devices to be put in new vehicles at some point in the future.
At this early stage, the Department of Transportation is estimating that V2V has the potential to either avoid or mitigate 70 to 80 percent of vehicle crashes when the driver is unimpaired. Numerous automakers like Volvo, Lexus, and Ford have outlined their interest in V2V systems as part of their active safety research efforts. This type of vehicle technology could clearly make significant inroads in the area of vehicle safety, so we'll see over the next few years how V2V systems propagate onto new vehicles.
Wörth am Rhein, Germany - When my wife, Victoria, asked me to help plan our dream European vacation, she didn't think we'd be spending an entire day at a truck factory. But that is what's on the docket for our second day in Germany.
To be fair, this isn't just any truck factory. This is the Mercedes-Benz Special Trucks assembly line. This is the line that produces some of the most capable off-road vehicles in the world. This is the line that builds one of the most storied, significant nameplates in the Mercedes-Benz portfolio.
This is the home of the Mercedes-Benz Unimog.
Unimogs might be classified as medium-duty trucks, but dismissing them as simply big trucks is like brushing off da Vinci as "some painter." Each Unimog is handbuilt, like an AMG engine. Each truck packs perhaps more technology than an S-class -- but don't look for a hot-stone massaging seat. And depending on what options are selected at the factory, a Unimog might look more like a tractor, a train, or a tank than anything you'd consider to be a truck.
A quick stroll through the Unimog Museum, located near the plant in Gaggenau that built Unimogs for more than fifty years, gives us a good idea of how versatile this Mercedes truly is. We're surrounded by 'Mogs of all ages, shapes, and sizes, each equipped for different tasks. Farming, fire-fighting, forestry, snowblowing, wood chipping, rally racing -- the possibilities are seemingly endless. Hans-Jürgen Wischhof, who ran the Unimog division from 1990 through 2003 and now serves as a consultant to the museum, tells us "the Unimog can do anything but fly or swim."
Once upon a time, the Unimog's purpose was rather simple. Although the Morgenthau Plan was never fully implemented after World War II, its proposal to transform Germany into an agrarian state resonated with Albert Friedrich, an aircraft engineer working at Daimler-Benz. Friedrich envisioned that Germans would need a versatile agricultural machine with seating for two, four-wheel drive, ample cargo room, a trailer hitch, and a mounting point for powered attachments that could be used on the farm. Portal axles, which place the wheel hubs below the actual axle shafts, were considered essential because they increased ground clearance -- a key element when driving in a plowed field.
After convincing Allied authorities that he wasn't building a military vehicle, Friedrich and his team of engineers produced the first Universalmotorgerät, or "universal motor vehicle," in late 1946. The first production models, built by the Boehringer machine shop, rolled off the line in 1948, but by 1950 Daimler had purchased the production rights and moved Unimog assembly to its own facility in Gaggenau. Shortly after, the Unimog lineup split in two: a smaller, multipurpose model sold to farmers, municipalities, and industries; and a larger model that catered to cus- tomers -- often foreign military powers -- seeking a vehicle with unrivaled off-road capabilities.
That dualistic model line continues today. The Unimog U4000 and U5000, derived from the models launched nearly forty years ago, are known as the "off-roaders" and boast extreme approach and departure angles plus ground clearance that makes a G-class seem like a lowrider. The Unimog U300, U400, and U500 are considered the "implement carrier" models and are aimed at municipalities, utility companies, farmers, and so on. These trucks can have up to four implement-attachment points, three PTOs (power-takeoff shafts), powerful hydraulic circuits, and insane 24-speed semiautomatic transmissions complete with fold-away clutch pedals.
Of course, the implement carriers still retain the hallowed portal axles, locking differentials, and massive ground clearance. As Wischhof says, "No one will buy a Unimog if he or she cannot have that off-road capability."
The models share a common assembly line in Wörth -- which, in turn, is shared with two other uncommon Mercedes-Benz trucks: the low-entry Econic cabover, and the massive Zetros off-road truck. All three trucks are assembled in Building 20, which Daimler calls the "factory within the factory." The plant at large employs some 12,000 workers, but only 865 are assigned to the Special Trucks line, and only after they've completed a yearlong training program on top of their normal three-year apprenticeship. Basic cab structures and engines are shipped in from elsewhere, but every other part of a Unimog is hand-assembled at the facility.
We arrive at the assembly line during a transition period: not only has production of the new Euro 6-compliant models begun in earnest, but some of the very last cab-forward U20 models -- which are being discontinued after the 2013 model year -- are also moving slowly down the line. After walking along the entire production line, we head to the back of the property. Nestled between a storage lot for recently assembled trucks and a finger of the Rhine River is the Piglet, a small off-road course used for customer demonstrations. We're ogling the terrain when a silver U4000 cargo hauler whips around a corner and stops in front of us. It's time for a quick ride.
The truck has two doors, but there are also two passenger seats. Victoria and I climb some three and a half feet into the cab. The cab is six and a half feet wide, but as the middleman, I'm brushing shoulders with both the driver and my wife.
"You're in good hands," our guide tells us. "Your driver, an employee on the Unimog line, vacations at Dakar."
"Oh, he visits Senegal?"
"No," we're told. "He uses vacation days to compete in the Dakar Rally."
We make our way slowly around the soupy stomping grounds, the Unimog's 4.8-liter, four-cylinder turbo-diesel clattering loudly against the subtle whine of the gearbox. A little knob on the dashboard, to the right of the gauge cluster, commands the four-wheel drive. Click it one stop, and the center differential locks, turning a rear-wheel-drive 'Mog into a four-wheel-drive vehicle. Crank it to the next stop, and the rear differential locks, splitting power evenly between both rear wheels. Dial it to the fourth position, and the same effect is applied to the front wheels.
For most of our brief romp, the U4000 is kept in four-wheel drive, but our driver rarely -- if ever -- uses the other diff locks as we crawl our way around the sloppy course. He nudges the passenger side of the truck up an embankment next to the path, demonstrating the Unimog's ability to travel on 38-degree side slopes -- and, for that matter, the usefulness of the ceiling-mounted "Oh, Scheiße!" handle above my head, which you can grab when you're trying to avoid crushing the person seated next to you. Crawler gears allow us to creep slowly down a steep embankment, leaving us hanging in our seatbelts like giant marionettes.
This track takes advantage of only a fraction of the Unimog's abilities; the truck isn't even breathing hard. Victoria and I, however, are laughing hysterically. Our driver, who speaks little English, interprets this as a sign to increase our pace sevenfold, especially over a series of jumps that wouldn't be out of place on a motocross track. The ride isn't rough, but the frequent change in both yaw and pitch means it's a good thing we're going through these motions before eating lunch.
Interestingly, there's one piece of land the Unimog has trouble tackling: North America. Although off-road enthusiasts have independently imported vintage models, official attempts at selling the Unimog in the United States and Canada have been spotty, at best. J. I. Case sold Unimogs as agricultural machines from 1975 to 1980, and a handful of independent importers hawked Unimogs in the States after Case washed its hands of the machine. Daimler itself gave it a try in 2003, selling the then-new U500 through select Freightliner dealers in North America. Citing upcoming changes in emissions standards, it withdrew the U500 from the market in 2007, having sold no more than 200 U.S.-spec 'Mogs.
"We didn't exactly have the success we wanted in America," admits Wulf Aurich, product manager for the Unimog line. "The truck is ideal for the confines of European cities. In the States, operators can use big trucks, big trailers, big machines, multiple machines, and it's not a big deal. Here in Germany, an operator or agency will have one garage, and there's no room for multiple pieces of equipment. They do, however, have room for one Unimog and a range of attachments."
Emissions compliance poses a bigger headache for the Unimog. Aurich says refederalizing the U500 wouldn't be too difficult since most of the work has already been done, but certifying the Unimog's diesel engine to North American EPA standards would cost millions. As volumes would be well below 100 trucks annually, there's no chance Daimler could amortize the development cost.
"I can't predict the future of the Unimog in the U.S.," Aurich continues. "But so long as there's no common emissions standards, I think the last U.S.-spec U500 will be the last new Unimog for America."
As far as Aurich is concerned, the Unimog's future isn't in North America but in efficient powertrains and efficient packaging. "Customers are always asking for a smaller Unimog," he says. "There's always lots of work to do on walkways, pathways, and so on, but on the other hand, we can't add complexity to the product. Likewise, we need to look at transitioning the diesel driveline to something else. Natural gas? Electric? A mixture of the two? It's a question we will need to face."
Since Daimler is in the process of launching a new family of Unimogs, these dreams are still some way off. "We have a new product family, and its life cycle should be ten to fifteen years," Aurich points out. "We don't know what customers will be asking for at that point."
Perhaps not -- but I do know when I'll be talking to Victoria about a return trip to Wörth am Rhein . . .
To be fair, this isn't just any truck factory. This is the Mercedes-Benz Special Trucks assembly line. This is the line that produces some of the most capable off-road vehicles in the world. This is the line that builds one of the most storied, significant nameplates in the Mercedes-Benz portfolio.
This is the home of the Mercedes-Benz Unimog.
Unimogs might be classified as medium-duty trucks, but dismissing them as simply big trucks is like brushing off da Vinci as "some painter." Each Unimog is handbuilt, like an AMG engine. Each truck packs perhaps more technology than an S-class -- but don't look for a hot-stone massaging seat. And depending on what options are selected at the factory, a Unimog might look more like a tractor, a train, or a tank than anything you'd consider to be a truck.
A quick stroll through the Unimog Museum, located near the plant in Gaggenau that built Unimogs for more than fifty years, gives us a good idea of how versatile this Mercedes truly is. We're surrounded by 'Mogs of all ages, shapes, and sizes, each equipped for different tasks. Farming, fire-fighting, forestry, snowblowing, wood chipping, rally racing -- the possibilities are seemingly endless. Hans-Jürgen Wischhof, who ran the Unimog division from 1990 through 2003 and now serves as a consultant to the museum, tells us "the Unimog can do anything but fly or swim."
Once upon a time, the Unimog's purpose was rather simple. Although the Morgenthau Plan was never fully implemented after World War II, its proposal to transform Germany into an agrarian state resonated with Albert Friedrich, an aircraft engineer working at Daimler-Benz. Friedrich envisioned that Germans would need a versatile agricultural machine with seating for two, four-wheel drive, ample cargo room, a trailer hitch, and a mounting point for powered attachments that could be used on the farm. Portal axles, which place the wheel hubs below the actual axle shafts, were considered essential because they increased ground clearance -- a key element when driving in a plowed field.
After convincing Allied authorities that he wasn't building a military vehicle, Friedrich and his team of engineers produced the first Universalmotorgerät, or "universal motor vehicle," in late 1946. The first production models, built by the Boehringer machine shop, rolled off the line in 1948, but by 1950 Daimler had purchased the production rights and moved Unimog assembly to its own facility in Gaggenau. Shortly after, the Unimog lineup split in two: a smaller, multipurpose model sold to farmers, municipalities, and industries; and a larger model that catered to cus- tomers -- often foreign military powers -- seeking a vehicle with unrivaled off-road capabilities.
Of course, the implement carriers still retain the hallowed portal axles, locking differentials, and massive ground clearance. As Wischhof says, "No one will buy a Unimog if he or she cannot have that off-road capability."
The models share a common assembly line in Wörth -- which, in turn, is shared with two other uncommon Mercedes-Benz trucks: the low-entry Econic cabover, and the massive Zetros off-road truck. All three trucks are assembled in Building 20, which Daimler calls the "factory within the factory." The plant at large employs some 12,000 workers, but only 865 are assigned to the Special Trucks line, and only after they've completed a yearlong training program on top of their normal three-year apprenticeship. Basic cab structures and engines are shipped in from elsewhere, but every other part of a Unimog is hand-assembled at the facility.
We arrive at the assembly line during a transition period: not only has production of the new Euro 6-compliant models begun in earnest, but some of the very last cab-forward U20 models -- which are being discontinued after the 2013 model year -- are also moving slowly down the line. After walking along the entire production line, we head to the back of the property. Nestled between a storage lot for recently assembled trucks and a finger of the Rhine River is the Piglet, a small off-road course used for customer demonstrations. We're ogling the terrain when a silver U4000 cargo hauler whips around a corner and stops in front of us. It's time for a quick ride.
The truck has two doors, but there are also two passenger seats. Victoria and I climb some three and a half feet into the cab. The cab is six and a half feet wide, but as the middleman, I'm brushing shoulders with both the driver and my wife.
"You're in good hands," our guide tells us. "Your driver, an employee on the Unimog line, vacations at Dakar."
"Oh, he visits Senegal?"
"No," we're told. "He uses vacation days to compete in the Dakar Rally."
We make our way slowly around the soupy stomping grounds, the Unimog's 4.8-liter, four-cylinder turbo-diesel clattering loudly against the subtle whine of the gearbox. A little knob on the dashboard, to the right of the gauge cluster, commands the four-wheel drive. Click it one stop, and the center differential locks, turning a rear-wheel-drive 'Mog into a four-wheel-drive vehicle. Crank it to the next stop, and the rear differential locks, splitting power evenly between both rear wheels. Dial it to the fourth position, and the same effect is applied to the front wheels.
For most of our brief romp, the U4000 is kept in four-wheel drive, but our driver rarely -- if ever -- uses the other diff locks as we crawl our way around the sloppy course. He nudges the passenger side of the truck up an embankment next to the path, demonstrating the Unimog's ability to travel on 38-degree side slopes -- and, for that matter, the usefulness of the ceiling-mounted "Oh, Scheiße!" handle above my head, which you can grab when you're trying to avoid crushing the person seated next to you. Crawler gears allow us to creep slowly down a steep embankment, leaving us hanging in our seatbelts like giant marionettes.
This track takes advantage of only a fraction of the Unimog's abilities; the truck isn't even breathing hard. Victoria and I, however, are laughing hysterically. Our driver, who speaks little English, interprets this as a sign to increase our pace sevenfold, especially over a series of jumps that wouldn't be out of place on a motocross track. The ride isn't rough, but the frequent change in both yaw and pitch means it's a good thing we're going through these motions before eating lunch.
Interestingly, there's one piece of land the Unimog has trouble tackling: North America. Although off-road enthusiasts have independently imported vintage models, official attempts at selling the Unimog in the United States and Canada have been spotty, at best. J. I. Case sold Unimogs as agricultural machines from 1975 to 1980, and a handful of independent importers hawked Unimogs in the States after Case washed its hands of the machine. Daimler itself gave it a try in 2003, selling the then-new U500 through select Freightliner dealers in North America. Citing upcoming changes in emissions standards, it withdrew the U500 from the market in 2007, having sold no more than 200 U.S.-spec 'Mogs.
"We didn't exactly have the success we wanted in America," admits Wulf Aurich, product manager for the Unimog line. "The truck is ideal for the confines of European cities. In the States, operators can use big trucks, big trailers, big machines, multiple machines, and it's not a big deal. Here in Germany, an operator or agency will have one garage, and there's no room for multiple pieces of equipment. They do, however, have room for one Unimog and a range of attachments."
Emissions compliance poses a bigger headache for the Unimog. Aurich says refederalizing the U500 wouldn't be too difficult since most of the work has already been done, but certifying the Unimog's diesel engine to North American EPA standards would cost millions. As volumes would be well below 100 trucks annually, there's no chance Daimler could amortize the development cost.
"I can't predict the future of the Unimog in the U.S.," Aurich continues. "But so long as there's no common emissions standards, I think the last U.S.-spec U500 will be the last new Unimog for America."
As far as Aurich is concerned, the Unimog's future isn't in North America but in efficient powertrains and efficient packaging. "Customers are always asking for a smaller Unimog," he says. "There's always lots of work to do on walkways, pathways, and so on, but on the other hand, we can't add complexity to the product. Likewise, we need to look at transitioning the diesel driveline to something else. Natural gas? Electric? A mixture of the two? It's a question we will need to face."
Since Daimler is in the process of launching a new family of Unimogs, these dreams are still some way off. "We have a new product family, and its life cycle should be ten to fifteen years," Aurich points out. "We don't know what customers will be asking for at that point."
Perhaps not -- but I do know when I'll be talking to Victoria about a return trip to Wörth am Rhein . . .
How Can I Use A Unimog?
- Compete in a desert rally
- Rescue a stranded commuter train
- Tend fields
- Fight fires
- Clear snow
- A night at the opera
Ford Escape is Crossover Sales Leader in January 2014
04 Feb, 2014 - Automobile Magazine News & Rumors
04 Feb, 2014 - Automobile Magazine News & Rumors
The Ford Escape kicked off 2014 by topping the compact crossover segment last month. Sales for many brands slipped in January, with some automakers blaming the chilly weather that affected much of the country in recent weeks. But with 19,459 units sold, the Escape managed to pull ahead of the Honda CR-V, which went home to 18,232 customers last month. The Toyota RAV4, which sold 16,880 units, was the only model on the podium to experience an uptick, with a 45.4-percent gain compared to January 2013.
Finishing fourth was the Chevrolet Equinox with 14,547, followed by the Nissan Rogue (13,831 units), which posted a 54.5-percent jump compared to the same period last year. Coming in fifth and sixth place were the Subaru Forester and 2014 Jeep Cherokee with 10,771 and 10,505 units, respectively, while the GMC Terrain was at a distant seventh with 7063 vehicles sold. Despite the presence of the new Cherokee, the Jeep Patriot managed to move 5577 units last month, a 6-percent year-over-year jump. Rounding off the top-10 sellers was the Mazda CX-5, which was just two units shy of reaching 5000.
Among the bottom of the list is the Subaru XV Crosstrek, though the quirky crossover continues to make gains, including a 73-percent jump in sales last month. The Hyundai Tucson and Kia Sportage were relatively unchanged compared to January 2013, though the Volkswagen Tiguan and Mini Countryman and Paceman slipped a bit.
Finishing fourth was the Chevrolet Equinox with 14,547, followed by the Nissan Rogue (13,831 units), which posted a 54.5-percent jump compared to the same period last year. Coming in fifth and sixth place were the Subaru Forester and 2014 Jeep Cherokee with 10,771 and 10,505 units, respectively, while the GMC Terrain was at a distant seventh with 7063 vehicles sold. Despite the presence of the new Cherokee, the Jeep Patriot managed to move 5577 units last month, a 6-percent year-over-year jump. Rounding off the top-10 sellers was the Mazda CX-5, which was just two units shy of reaching 5000.
Among the bottom of the list is the Subaru XV Crosstrek, though the quirky crossover continues to make gains, including a 73-percent jump in sales last month. The Hyundai Tucson and Kia Sportage were relatively unchanged compared to January 2013, though the Volkswagen Tiguan and Mini Countryman and Paceman slipped a bit.
| Crossover | Jan-14 | Jan-13 | YTD |
| Ford Escape | 19,459 | 19,939 | 19,459 |
| Honda CR-V | 18,232 | 17,809 | 18,232 |
| Toyota RAV4 | 16,880 | 11,610 | 16,880 |
| Chevrolet Equinox | 14,547 | 17,223 | 14,547 |
| Nissan Rogue | 13,831 | 8951 | 13,831 |
| Subaru Forester | 10,771 | 6565 | 10,771 |
| Jeep Cherokee | 10,505 | 0 | 10,505 |
| GMC Terrain | 7063 | 8550 | 7063 |
| Jeep Patriot | 5577 | 5248 | 5577 |
| Mazda CX-5 | 4998 | 5242 | 4998 |
| Subaru XV Crosstrek | 4801 | 2764 | 4801 |
| Jeep Compass | 4068 | 3116 | 4068 |
| Hyundai Tucson | 3533 | 3493 | 3533 |
| Nissan Juke | 3442 | 2361 | 3442 |
| Kia Sportage | 2587 | 2422 | 2587 |
| Volkswagen Tiguan | 1777 | 2114 | 1777 |
| Mini Countryman/Paceman | 1185 | 1416 | 1185 |
2014 Ram 1500 EcoDiesel EPA-Rated at 28 MPG Highway
04 Feb, 2014 - Automobile Magazine News & Rumors
04 Feb, 2014 - Automobile Magazine News & Rumors
We've known power and towing figures for the 2014 Ram 1500 EcoDiesel for some time, but until now, fuel economy figures were a corporate secret. No more: on the eve of the 2014 Chicago auto show, Chrysler announced its diesel-fueled half-ton pickup is EPA rated at 20 mpg city, 28 mpg highway, and 23 mpg combined.
Those ratings are for rear-wheel drive 2014 Ram 1500 EcoDiesel models, though we've heard rumblings that four-wheel drive Ram 1500s equipped with the new 3.0-liter turbo-diesel V-6 and eight-speed automatic transmission will only be roughly 1 mpg lower. Either way, they affirm our initial hypothesis from our first drive, where we predicted the 2014 Ram 1500 EcoDiesel "should easily eclipse the 25 mpg highway achieved by the 3.6-liter V-6" offered on the Ram, which is also mated with an eight-speed automatic transmission. For that matter, it also beats the V-6's 17-mpg city rating, and trounces the 15/22 mpg (city/highway) returned by a Ram 1500 fitted with the 5.7-liter Hemi V-8 and eight-speed automatic transmission.
This rating also allows Ram to springboard itself to the front of the full-size pickup pack, and claim best-in-class fuel economy once again. Compared to a rear-wheel drive 2014 Chevrolet Silverado or GMC Sierra equipped with the base 4.3-liter V-6, the 2014 Ram 1500 EcoDiesel bests both trucks by two mpg in the city, four mpg on the highway, and three mpg combined. The EcoDiesel is not only rated higher than the 2014 Ford F-150's 3.7-liter V-6 in terms of fuel economy, but also its closest competitor in terms of displacement and power: an F-150 equipped with the optional 3.5-liter, twin-turbocharged EcoBoost V-6.
Official EPA fuel economy ratings for two-wheel-drive, full-size pickups are compiled below.
If that isn't interesting enough, the Ram EcoDiesel's EPA ratings also put it in the neighborhood of many four-cylinder midsize pickups. A two-wheel drive Nissan Frontier equipped with a 2.5-liter four-cylinder engine and a five-speed manual transmission is rated at 19/23 mpg (city/highway/combined). The Ram even manages to beat the best in the midsize class – the two-wheel-drive Toyota Tacoma with a 2.7-liter four-cylinder and a five-speed manual – by three miles per gallon in the highway rating.
The 3.0-liter turbo-diesel V-6 is available on any 2014 Ram 1500 Tradesman, SLT, Big Horn, Outdoorsman, and Laramie (Limited/Longhorn) model so long as they're not regular cab trucks built with the short six-foot bed. Predictably, adding the EcoDiesel to a 2014 Ram 1500 doesn't exactly come cheap. Ram states the EcoDiesel option package runs $2850 more than a comparable 1500 equipped with both the 5.7-liter Hemi V-8 and the eight-speed automatic transmission. As such, a two-wheel-drive 1500 Tradesman regular cab pickup with the eight-foot box and the EcoDiesel should carry a base price of $31,265, including destination, which amounts to a $4470 premium for the diesel engine. On models like the Laramie, Laramie Longhorn, and Laramie Limited – which all boast the 5.7-liter V-8 and eight-speed automatic as standard – the EcoDiesel commands only a $2850 premium.
Ram may have won the fuel-economy battle for the time being, but the war is anything but over. The new aluminum-intensive 2015 Ford F-150 is just around the corner, and its combination of materials, aerodynamic tricks (some of which were pioneered by the Ram), and a smaller 2.7-liter twin-turbocharged EcoBoost V-6 may boost efficiency. GM is also said to be readying a range of 10-speed automatic transmissions for its future full-size trucks. On the diesel front, Nissan's next-generation Titan promises to offer a new Cummins-sourced 5.0-liter turbo-diesel V-8.
If competition truly improves the breed, look for a greatly enhanced full-size pickup market to emerge over the next several years.
Those ratings are for rear-wheel drive 2014 Ram 1500 EcoDiesel models, though we've heard rumblings that four-wheel drive Ram 1500s equipped with the new 3.0-liter turbo-diesel V-6 and eight-speed automatic transmission will only be roughly 1 mpg lower. Either way, they affirm our initial hypothesis from our first drive, where we predicted the 2014 Ram 1500 EcoDiesel "should easily eclipse the 25 mpg highway achieved by the 3.6-liter V-6" offered on the Ram, which is also mated with an eight-speed automatic transmission. For that matter, it also beats the V-6's 17-mpg city rating, and trounces the 15/22 mpg (city/highway) returned by a Ram 1500 fitted with the 5.7-liter Hemi V-8 and eight-speed automatic transmission.
This rating also allows Ram to springboard itself to the front of the full-size pickup pack, and claim best-in-class fuel economy once again. Compared to a rear-wheel drive 2014 Chevrolet Silverado or GMC Sierra equipped with the base 4.3-liter V-6, the 2014 Ram 1500 EcoDiesel bests both trucks by two mpg in the city, four mpg on the highway, and three mpg combined. The EcoDiesel is not only rated higher than the 2014 Ford F-150's 3.7-liter V-6 in terms of fuel economy, but also its closest competitor in terms of displacement and power: an F-150 equipped with the optional 3.5-liter, twin-turbocharged EcoBoost V-6.
Official EPA fuel economy ratings for two-wheel-drive, full-size pickups are compiled below.
| Make/ Model | Powertrain | EPA City | EPA Highway | EPA Combined |
|---|---|---|---|---|
| 2014 Ram 1500 EcoDiesel | 3.0L turbo-diesel V-6; 8AT | 20 mpg | 28 mpg | 23 mpg |
| 2014 Ram 1500 | 3.6L V-6; 8AT | 17 mpg | 25 mpg | 20 mpg |
| 2014 Ram 1500 | 5.7L V-8; 8AT | 15 mpg | 22 mpg | 17 mpg |
| 2014 Chevrolet Silverado 1500 | 4.3L V-6; 8AT | 18 mpg | 24 mpg | 20 mpg |
| 2014 Chevrolet Silverado 1500 | 5.3L V-8; 6AT | 16 mpg | 23 mpg | 19 mpg |
| 2014 Ford F-150 | 3.7L V-6; 6AT | 17 mpg | 23 mpg | 19 mpg |
| 2014 Ford F-150 EcoBoost | 3.5L twin-turbocharged V-6; 6AT | 16 mpg | 22 mpg | 18 mpg |
| 2014 Toyota Tundra | 4.0L V-6; 5AT | 16 mpg | 20 mpg | 17 mpg |
| 2014 Toyota Tundra | 4.6L V-8; 6AT | 15 mpg | 19 mpg | 16 mpg |
| 2014 Nissan Titan | 5.6L V-8; 5AT | 13 mpg | 18 mpg | 15 mpg |
The 3.0-liter turbo-diesel V-6 is available on any 2014 Ram 1500 Tradesman, SLT, Big Horn, Outdoorsman, and Laramie (Limited/Longhorn) model so long as they're not regular cab trucks built with the short six-foot bed. Predictably, adding the EcoDiesel to a 2014 Ram 1500 doesn't exactly come cheap. Ram states the EcoDiesel option package runs $2850 more than a comparable 1500 equipped with both the 5.7-liter Hemi V-8 and the eight-speed automatic transmission. As such, a two-wheel-drive 1500 Tradesman regular cab pickup with the eight-foot box and the EcoDiesel should carry a base price of $31,265, including destination, which amounts to a $4470 premium for the diesel engine. On models like the Laramie, Laramie Longhorn, and Laramie Limited – which all boast the 5.7-liter V-8 and eight-speed automatic as standard – the EcoDiesel commands only a $2850 premium.
Ram may have won the fuel-economy battle for the time being, but the war is anything but over. The new aluminum-intensive 2015 Ford F-150 is just around the corner, and its combination of materials, aerodynamic tricks (some of which were pioneered by the Ram), and a smaller 2.7-liter twin-turbocharged EcoBoost V-6 may boost efficiency. GM is also said to be readying a range of 10-speed automatic transmissions for its future full-size trucks. On the diesel front, Nissan's next-generation Titan promises to offer a new Cummins-sourced 5.0-liter turbo-diesel V-8.
If competition truly improves the breed, look for a greatly enhanced full-size pickup market to emerge over the next several years.
Our spy photographers got a closer look at the upcoming high-performance variant of the 2015 Ford Mustang. Compared to the last time we spotted one of these prototypes -- which is expected to be called the GT350 -- this test car wears far less camouflage, revealing more details about its innards.
Given that the standard 2015 Ford Mustang has made its public debut, we're not surprised by the general shape of this test car. However, the quartet of large exhausts fitted beneath its rear bumper do stand out compared to the twin exhausts of a normal Mustang GT. It's also clear that the car packs enough power to need serious taming, as the rear wheels wear fat 295/35/R19 rubber.
Out front, the camouflage tape does allow us to seem a prominent cooling air vent in the hood, hinting that this car may use forced induction, just as did the outgoing Ford Shelby GT500. We're told, however, that the GT500's massive 662-hp, supercharged 6.2-liter V-8 won't fit in the new 2015 Ford Mustang. Reports suggested that we could expect a naturally aspirated 5.0-liter V-8, but these photos hint that engine could even be supercharged. Alternatively, given that Ford now offers a turbocharged V-6 in the new Mustang, we could see a high-powered turbo model for the GT350.
Speaking of which, the name GT350 has been freed up because Shelby American ceased selling its own Mustang upgrade package by the same name. As a result, the new high-performance Mustang is expected to be called the GT350.
The 2015 Ford Mustang will offer buyers a choice of three engines, a 3.7-liter V-6 rated for 300 hp, an evolution of the 5.0-liter V-8 good for at least 420 hp, and a new turbocharged 2.3-liter inline-four EcoBoost engine making at least 305 hp.
When the standard 2015 Ford Mustang launched, chief engineer Dave Pericak wouldn't confirm to us whether or not a GT350 model was coming. While he didn't deny the possibility of a go-fast Mustang, he told us at the time, "Let's celebrate this one [the standard car] for now." Don't expect to see this GT350 debut until much later this year -- Ford will likely want to delay its introduction until the hype around the standard 2015 Ford Mustang has diminished.
Given that the standard 2015 Ford Mustang has made its public debut, we're not surprised by the general shape of this test car. However, the quartet of large exhausts fitted beneath its rear bumper do stand out compared to the twin exhausts of a normal Mustang GT. It's also clear that the car packs enough power to need serious taming, as the rear wheels wear fat 295/35/R19 rubber.
Out front, the camouflage tape does allow us to seem a prominent cooling air vent in the hood, hinting that this car may use forced induction, just as did the outgoing Ford Shelby GT500. We're told, however, that the GT500's massive 662-hp, supercharged 6.2-liter V-8 won't fit in the new 2015 Ford Mustang. Reports suggested that we could expect a naturally aspirated 5.0-liter V-8, but these photos hint that engine could even be supercharged. Alternatively, given that Ford now offers a turbocharged V-6 in the new Mustang, we could see a high-powered turbo model for the GT350.
Speaking of which, the name GT350 has been freed up because Shelby American ceased selling its own Mustang upgrade package by the same name. As a result, the new high-performance Mustang is expected to be called the GT350.
The 2015 Ford Mustang will offer buyers a choice of three engines, a 3.7-liter V-6 rated for 300 hp, an evolution of the 5.0-liter V-8 good for at least 420 hp, and a new turbocharged 2.3-liter inline-four EcoBoost engine making at least 305 hp.
When the standard 2015 Ford Mustang launched, chief engineer Dave Pericak wouldn't confirm to us whether or not a GT350 model was coming. While he didn't deny the possibility of a go-fast Mustang, he told us at the time, "Let's celebrate this one [the standard car] for now." Don't expect to see this GT350 debut until much later this year -- Ford will likely want to delay its introduction until the hype around the standard 2015 Ford Mustang has diminished.
Report: Upcoming Audi Q8 E-Tron Targets Tesla Model X
04 Feb, 2014 - Automobile Magazine News & Rumors
04 Feb, 2014 - Automobile Magazine News & Rumors
Audi is looking to get a strong foothold on the zero-emission luxury SUV market, reportedly moving forward with plans to develop an all-wheel-drive all-electric Audi Q8 e-tron SUV that will compete directly with the forthcoming Tesla Model X.
We already know that the Q8 will be a sleeker, sportier take on the upcoming 2014 Audi Q7, which will be built on Volkswagen's new MLB platform. According to Autocar, the Audi Q8 e-tron will use electric motor and battery components from the recently resurrected Audi R8 e-tron electric supercar (pictured), and shoot for a 370-mile total range.
The seven-passenger, gullwing-door Tesla Model X is expected to debut in late 2014 following delays, while the Audi Q8 e-tron will not hit showrooms until 2017. Other engine options for the Audi Q8 should include a pair of gasoline V-6 engines making 230 hp and 300 hp; a pair of TDI engines, namely a 3.0-liter 250-hp V-6 and a 4.2-liter 400-hp V-8; and a top-shelf 550-hp twin-turbo 4.0-liter V-8 for the S Q8 model.
While Audi has long made all-wheel-drive available as an option on nearly all of its vehicles, Ingolstadt's next generation will apparently expand electric and hybrid options across its model lineup. The strategy seeks to capitalize on the growing demand for luxury electric vehicles, as evidenced by the success of the Tesla Model S. Autocar reports that Audi believes that future luxury customers will want to ensure their vehicles are as green as possible.
Rumored to reach production as a future Audi TT e-tron, an all-wheel-drive e-tron formula was featured prominently on the Audi Allroad Shooting Brake concept that debuted at the 2014 Detroit auto show. The hybrid powerplant totaled 402 hp from its 2.0-liter turbo four-cylinder engine and twin electric motors. While that concept had an all-electric range of just 31 miles, advances in battery technology by the time the model comes to production could result in a significantly larger figure. The Audi Allroad Shooting Brake concept also provides a useful look at the styling direction Audi will likely take for its even-numbered Q-cars; the Q8 is expected to employ the same high beltline, long roofline, raked rear hatch, and chrome trim.
Look for more news on the upcoming Audi Q8 and its electric variant sometime after the next-gen Audi Q7 debuts this year.
We already know that the Q8 will be a sleeker, sportier take on the upcoming 2014 Audi Q7, which will be built on Volkswagen's new MLB platform. According to Autocar, the Audi Q8 e-tron will use electric motor and battery components from the recently resurrected Audi R8 e-tron electric supercar (pictured), and shoot for a 370-mile total range.
The seven-passenger, gullwing-door Tesla Model X is expected to debut in late 2014 following delays, while the Audi Q8 e-tron will not hit showrooms until 2017. Other engine options for the Audi Q8 should include a pair of gasoline V-6 engines making 230 hp and 300 hp; a pair of TDI engines, namely a 3.0-liter 250-hp V-6 and a 4.2-liter 400-hp V-8; and a top-shelf 550-hp twin-turbo 4.0-liter V-8 for the S Q8 model.
While Audi has long made all-wheel-drive available as an option on nearly all of its vehicles, Ingolstadt's next generation will apparently expand electric and hybrid options across its model lineup. The strategy seeks to capitalize on the growing demand for luxury electric vehicles, as evidenced by the success of the Tesla Model S. Autocar reports that Audi believes that future luxury customers will want to ensure their vehicles are as green as possible.
Rumored to reach production as a future Audi TT e-tron, an all-wheel-drive e-tron formula was featured prominently on the Audi Allroad Shooting Brake concept that debuted at the 2014 Detroit auto show. The hybrid powerplant totaled 402 hp from its 2.0-liter turbo four-cylinder engine and twin electric motors. While that concept had an all-electric range of just 31 miles, advances in battery technology by the time the model comes to production could result in a significantly larger figure. The Audi Allroad Shooting Brake concept also provides a useful look at the styling direction Audi will likely take for its even-numbered Q-cars; the Q8 is expected to employ the same high beltline, long roofline, raked rear hatch, and chrome trim.
Look for more news on the upcoming Audi Q8 and its electric variant sometime after the next-gen Audi Q7 debuts this year.
The 2015 Volvo XC90 SUV will be the first Volvo to follow the stylish design direction of the well-received Volvo Concept XC Coupe, and our spy photographer caught a camouflaged version of this luxury crossover testing on ice. Although this prototype is heavily disguised, we can see that the XC90 will have a similar greenhouse as the current car, with a longer hood and a curvier rear end to up its style quotient.
The longer front end of the new Volvo XC90 looks to mirror the swept-back headlights and prominent rectangular grille of the Concept XC Coupe. Moving along the side, the beltline rises toward the rear and tapers toward the slightly rounded roofline. Each of the pillars looks relatively thin, which should make for good outward visibility, and the tailgate has a less-aggressive slope than the smaller Volvo XC60 to accommodate the third row of seats. We expect the Volvo XC90 to retain the brand's traditional vertical taillights, and the lower taillight area that's visible in these photos seems to retain the broad rear hips from the Concept XC Coupe.
We already know a fair bit of information about the 2015 Volvo XC90, as Volvo previously announced that this SUV will ride on the company's new modular platform, called SPA. This platform will go on to underpin many other future Volvos, and it is designed to accommodate the new Drive-E family of turbo- and supercharged powertrains. This means we should see two four-cylinder engines among the XC90's powertrain options. The first would be the turbocharged 2.0-liter four-cylinder that makes 240 hp and 258 lb-ft of torque, and another possibility would be the same 2.0-liter engine that's turbocharged and supercharged to make 302 hp and 295 lb-ft of torque. It's also likely that Volvo will offer at least one XC90 variant with one of its existing turbocharged five- and six-cylinder engines.
Volvo also plans to offer a full suite of active safety technologies on the 2015 XC90, including a steering assist function for the adaptive cruise control, a system that monitors the edges of the road, and an updated pedestrian detection system that can identify pedestrians and cyclists in the dark. These features go towards Volvo's goal of having no fatalities in any new Volvo by 2020.
We expect the 2015 Volvo XC90 to debut later this year, possibly at the 2014 Los Angeles auto show in November before it goes on sale in spring 2015.
The longer front end of the new Volvo XC90 looks to mirror the swept-back headlights and prominent rectangular grille of the Concept XC Coupe. Moving along the side, the beltline rises toward the rear and tapers toward the slightly rounded roofline. Each of the pillars looks relatively thin, which should make for good outward visibility, and the tailgate has a less-aggressive slope than the smaller Volvo XC60 to accommodate the third row of seats. We expect the Volvo XC90 to retain the brand's traditional vertical taillights, and the lower taillight area that's visible in these photos seems to retain the broad rear hips from the Concept XC Coupe.
We already know a fair bit of information about the 2015 Volvo XC90, as Volvo previously announced that this SUV will ride on the company's new modular platform, called SPA. This platform will go on to underpin many other future Volvos, and it is designed to accommodate the new Drive-E family of turbo- and supercharged powertrains. This means we should see two four-cylinder engines among the XC90's powertrain options. The first would be the turbocharged 2.0-liter four-cylinder that makes 240 hp and 258 lb-ft of torque, and another possibility would be the same 2.0-liter engine that's turbocharged and supercharged to make 302 hp and 295 lb-ft of torque. It's also likely that Volvo will offer at least one XC90 variant with one of its existing turbocharged five- and six-cylinder engines.
Volvo also plans to offer a full suite of active safety technologies on the 2015 XC90, including a steering assist function for the adaptive cruise control, a system that monitors the edges of the road, and an updated pedestrian detection system that can identify pedestrians and cyclists in the dark. These features go towards Volvo's goal of having no fatalities in any new Volvo by 2020.
We expect the 2015 Volvo XC90 to debut later this year, possibly at the 2014 Los Angeles auto show in November before it goes on sale in spring 2015.
2014 Toyota Camry Hybrid Adds SE Limited Edition
04 Feb, 2014 - Automobile Magazine News & Rumors
04 Feb, 2014 - Automobile Magazine News & Rumors
Buyers of the 2014 Toyota Camry Hybrid now have another option, the SE Limited Edition trim level. The upgrade is limited to just 5000 cars and essentially copies over the visual flair of the non-hybrid Camry SE to the fuel-sipping hybrid.
The car is based on a 2014 Toyota Camry Hybrid XLE, but adds the sportier front and rear fascias, side skirts, tinted headlights, trunklid spoiler, and 17-inch wheels from the regular Camry SE. A four-spoke leather-wrapped steering wheel, as well as a silver trim pieces and Camry SE seats, dress up the car's interior. If you're thinking it sounds like a mild upgrade, you're right.
Regardless of trim packages, the 2014 Toyota Camry Hybrid uses a 2.5-liter inline-four engine and electric motor that produce a combined 200 hp. The car is rated for 40/38 mpg (city/highway) in XLE and SE trim levels, whereas the 2014 Toyota Camry Hybrid LE manages 43/39 mpg thanks in part to its lighter, narrower wheels.
Although it isn't a particularly dramatic change, Toyota is limiting the number of SE Limited Edition hybrids to 5000 cars, and will only sell the trim package from now through June. The 2014 Toyota Camry Hybrid SE Limited Edition starts at $28,655 after destination. The only optional upgrade package costs $2215 and bundles together a moonroof and touchscreen navigation. Buyers will be able to pick any interior or exterior color combination from a regular Camry SE, and the cars will wear special badges advertising them as the SE Limited Edition.
The car is based on a 2014 Toyota Camry Hybrid XLE, but adds the sportier front and rear fascias, side skirts, tinted headlights, trunklid spoiler, and 17-inch wheels from the regular Camry SE. A four-spoke leather-wrapped steering wheel, as well as a silver trim pieces and Camry SE seats, dress up the car's interior. If you're thinking it sounds like a mild upgrade, you're right.
Regardless of trim packages, the 2014 Toyota Camry Hybrid uses a 2.5-liter inline-four engine and electric motor that produce a combined 200 hp. The car is rated for 40/38 mpg (city/highway) in XLE and SE trim levels, whereas the 2014 Toyota Camry Hybrid LE manages 43/39 mpg thanks in part to its lighter, narrower wheels.
Although it isn't a particularly dramatic change, Toyota is limiting the number of SE Limited Edition hybrids to 5000 cars, and will only sell the trim package from now through June. The 2014 Toyota Camry Hybrid SE Limited Edition starts at $28,655 after destination. The only optional upgrade package costs $2215 and bundles together a moonroof and touchscreen navigation. Buyers will be able to pick any interior or exterior color combination from a regular Camry SE, and the cars will wear special badges advertising them as the SE Limited Edition.
Original Bugatti EB 18/4 Veyron Concept On Display In Paris
04 Feb, 2014 - Automobile Magazine News & Rumors
04 Feb, 2014 - Automobile Magazine News & Rumors
When the Bugatti EB 18/4 Veyron concept made its debut at the Tokyo auto show in 1999, it marked the beginning of an era which would see the French sports car brand atop the performance automotive heap. The Bugatti EB 18/4 Veyron concept was the starting point for the Bugatti's world-record-setting Bugatti Veyron 16.4, and the design study will now be displayed publically for the first time since its original reveal.
The eighteen-cylinder Bugatti EB 18/4 Veyron concept, scheduled for display this summer at the 2014 Salon Rétromobile in Paris, was created as an homage to Pierre Veyron, who was a decorated driver for Bugatti during the 1930s. Bugatti's shocking design was nearly as dramatic as the car's reported performance capability, an unbelievable 252 mph top speed that Bugatti announced in 2001. The 1001-hp, quad-turbo, W-16 Bugatti Veyron 16.4 took the world by storm when it first made delivery to customers in late 2005, complete with its staggering $1.3 million sticker price. Only around fifty units were scheduled for delivery per year, and production of the Bugatti Veyron 16.4 and even-battier 1200-hp Veyron 16.4 Super Sport, unveiled in 2010, totaled just 300 units—now completely sold out. The Veyron 16.4 Super Sport had a 258 mph top speed and a dizzying 2.5-second 0-62mph sprint.
Bugatti claims that around forty Bugatti Veyron 16.4 Grand Vitesse roadsters are still available, which would ostensibly be the final new Veyron models available in the world. For those of you wondering why Bugatti picked now of all times to show its original Veyron concept, it probably is not in order to give the Veyron a swan song as it warp-speeds off into the sunset. News recently broke that Bugatti has canceled its planned Galibier luxury sport sedan in favor of a Veyron successor, which could be the rumored 1600-hp "SuperVeyron" powered by either a retuned 8.0- or 9.6-liter W-16 engine. Sources estimate that the ultra-performance Bugatti could reach 60 mph from a dead stop in 1.8 seconds on its way to a 288-mph top speed. Yikes.
It's been nearly 15 years since the Bugatti EB 18/4 Veyron took the stage in Tokyo in 1999, and it's high time for some big news out of Molsheim, France. The exhibit in Paris will also feature a display detailing the original configurations of the 300 Veyron coupes, which could provide the context for a major reveal. Check back for more updates about Bugatti and the Salon Rétromobile as more information becomes available.
The eighteen-cylinder Bugatti EB 18/4 Veyron concept, scheduled for display this summer at the 2014 Salon Rétromobile in Paris, was created as an homage to Pierre Veyron, who was a decorated driver for Bugatti during the 1930s. Bugatti's shocking design was nearly as dramatic as the car's reported performance capability, an unbelievable 252 mph top speed that Bugatti announced in 2001. The 1001-hp, quad-turbo, W-16 Bugatti Veyron 16.4 took the world by storm when it first made delivery to customers in late 2005, complete with its staggering $1.3 million sticker price. Only around fifty units were scheduled for delivery per year, and production of the Bugatti Veyron 16.4 and even-battier 1200-hp Veyron 16.4 Super Sport, unveiled in 2010, totaled just 300 units—now completely sold out. The Veyron 16.4 Super Sport had a 258 mph top speed and a dizzying 2.5-second 0-62mph sprint.
Bugatti claims that around forty Bugatti Veyron 16.4 Grand Vitesse roadsters are still available, which would ostensibly be the final new Veyron models available in the world. For those of you wondering why Bugatti picked now of all times to show its original Veyron concept, it probably is not in order to give the Veyron a swan song as it warp-speeds off into the sunset. News recently broke that Bugatti has canceled its planned Galibier luxury sport sedan in favor of a Veyron successor, which could be the rumored 1600-hp "SuperVeyron" powered by either a retuned 8.0- or 9.6-liter W-16 engine. Sources estimate that the ultra-performance Bugatti could reach 60 mph from a dead stop in 1.8 seconds on its way to a 288-mph top speed. Yikes.
It's been nearly 15 years since the Bugatti EB 18/4 Veyron took the stage in Tokyo in 1999, and it's high time for some big news out of Molsheim, France. The exhibit in Paris will also feature a display detailing the original configurations of the 300 Veyron coupes, which could provide the context for a major reveal. Check back for more updates about Bugatti and the Salon Rétromobile as more information becomes available.
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