2010 Paris: Station Wagons

PARIS – Ford is making a big stink here at the show. And it’s not their Euro-only diesel models. Paris is the first official event where the new family of Focus compact vehicles have been seen together in one place. That includes a four-door sedan, five-door hatch, station wagon, and sporty ST.

Pretty impressive. And the car looks like a huge improvement over the current North American Focus, which is one generation behind the rest of the world, dating back to a chassis from the last millennium. But similar to VW’s North American strategy, when the new Focus arrives in Canada early next year, don’t expect the wagon version (above left) to show up. The same goes for the sweet-looking new Volvo V60 (above right) , which also debuted here this morning.

The lack of a Focus won in Canada is a bit of a mystery. The last edition sold like toques in a blizzard here. When it was announced that the old Focus wagon was going to be canned for the 2008 model year, with Ford going forward with a four-door sedan-only lineup, Canadian dealers bought every Focus wagon they could from the factory in anticipation of demand from customers.

The case for the V60 is less compelling. That is if you listen to Volvo. At the recent launch of the new S60, the sedan version of the V60, Volvo recited stats that saw a dramatic drop in luxury wagon sales as a reason why not only its V70 was being let go for 2011, but also why the new V60 had a snowball's chance in Tahiti in making it to North America.

Sure. I get that. Because we love driving crossovers so much. But maybe if it didn’t offer the XC60 crossover, or SUV-wannabe XC70, maybe customers would remember the qualities of a Volvo wagon? Right?

I guess those silly, European wagon buyers know something we don’t…

2010 Paris: Hyundai

PARIS - Like a lot of automakers, Hyundai-Kia Motors continues to keep the good stuff for its European customers. Exhibit A: The just-redesigned subcompact Hyundai i20 (right), ix20 mini-MPV (middle), and i20 Sport by German tuning haus Brabus concept (left)  that popped up here in Paris. Small cars that should be the Canadian replacement for our current Accent, but probably won’t.

Quick update: Frist seen in Europe in 2008, Hyundai’s Design Centre in Germany designed the i20 in Europe. The car shares a platform with our Kia Soul and the also-Euro-only Kia Venga.

Like its larger i30 Euro compact counterpart (which we get as the Elantra wagon, and is a whole different beast than the Elantra sedan), the smaller i20 was designed to go against segment leaders like the Honda Fit and Ford Fiesta, cars that, by the way, Canadians can buy right now.

Trouble is, Canadians are addicted to cheap Hyundais. Whereas the Fit or Fiesta start at around $15 and $13k respectively, you can buy a current Accent for under $10k. Dirt cheap, right? And because the i20 is a more sophisticated package all-around, Hyundai would have to jack up the price substantially if it brought it to Canada.

But should they?

Of course, this was GM’s and Ford’s excuse for ever: We can’t bring the good Euro stuff over because North Americans won’t pay extra for a descent small car. Perhaps Hyundai needs to look at the history of their rivals form the past and change their tactics. As Ford is experiencing, value—more than price—is what smart customers are looking for.

2010 Paris: Honda

PARIS - You have to think Honda Canada would like to take a Mulligan on its current small hybrid strategy.

As has been duly noted, its Insight hybrid has been anything but a success. In fact, I always wondered why the Japanese automaker didn’t simply put the Insight’s drivetrain into its already well-received Fit.

Oh, but look, Honda has. A Fit hybrid just showed up here in Paris, under its Jazz foreign market name. And it looks like something Honda hasn’t had in a while: a winner.

The Jazz Hybrid uses the same Insight gas-electric powerplant, but it costs a lot less. It arrives in Japanese showrooms in October with a price of about 1.6 million yen (or about $20,000) at the current exchange rates, considerably less than either the $23,900 Insight or $27,350 Civic Hybrid.

But don’t get too excited. Despite the hybrid Jazz getting better fuel economy than a Prius (3.33L/100km), at this point, Honda officials have yet to announce any plans to offer it to Americans. Does the question Why not? come to mind?

2010 Paris: Toyota

PARIS - It’s no news that Toyota ‘s subcompact Yaris is getting a little long-in-the-tooth. Especially when rivals like the Honda Fit and new Ford Fiesta and Mazda2 offer frugality, features, better build quality and more fun-to-drive characteristics the yawn-fest Toyota can’t match any day of the week.

We know a new Yaris is due. And for all I know, Toyota’s already made the decision. But may I suggest that it brings the new Euro-Yaris-based Verso S (above) that debuted here in Paris, to Canadian dealers, er, like now!!

Unlike the toy box-like Yaris, the Verso S has a much nicer interior (i.e. new 6.1-inch, full colour Touch Screen Multimedia Interface). And looking like a love child between a tall Fit and Toyota’s quirky Smart-rivaling iQ (which is on the way to Canada as a Scion next year), the Verso S actually looks fresh and modern. Called a “mini-MPV” in Europe, it features short front and rear overhangs, and an optional panoramic sunroof.

So, Toyota Canada, I know you busy launching the Scions right now, but take a memo: Verso S. To Canada. Now. Period. Full stop.

2010 Paris: Volkswagen

PARIS - All you need to know about VW’s plans for North America can be found in the crisp-looking new 2011 Passat, unveiled here this morning in Paris, and a car that is not coming to Canada.

That’s a right, value-conscious German car fans: after this year’s 2010 models, the Passat gets sent back overseas. Instead, we’ll get VW’s “New Midsize Sedan” (or NMS), some time next year.

Like the new, decontented 2011 U.S.-made Jetta, the Passat’s yet unnamed North American replacement is all about Volkswagen Group's plans for worldwide automotive domination, including the goal of selling up to 800,000 vehicles per year in the North America. And, simply put, making cars in VW’s new southern U.S. (Chattanooga, Tennessee) plant is cheaper these days than making cars in southern Germany.

Unlike the new, Euro-only 2011 Passat, the NMS is targeted to compete against more mainstream Camrys, Accords and Sonatas. In fact, many of its engineering is rumoured to be shared with the blander '11 Jetta.

Can you handle more VW bad news? Speculation is that a new midsize crossover, based on the same cheap-to-build NMS platform, will take the place of the nicely-made and nicer handling Passat wagon and perhaps the Touareg in one fell swoop.

So, say Auf Wiedersehen to the old Passat. We’ll miss you…

2010 Paris: General Motors

PARIS - Just as GM Canada is getting ready to launch its new 2011 Chevrolet Cruze compact sedan back home, it’s hard to ignore some of the tastier European compacts from the General that debuted here at this year’s Paris show.

The aptly named Opel GTC Paris Concept (top left), is based on the same platform as the Cruze. Officially, Opel says they have no production plans for the three-door hatch, a VW Scirocco-rival that houses a 290 hp version of GM’s turbo 2.0-litre four. But I have to believe an Opel Astra version is eminent. Even more speculative: wouldn’t this hot hatch look good with a Buick badge on it?

The next not-ready-for-Canada GM compact debut is a new five-door version of the Cruze (top right). It too isn’t planned for Canada. But, again, I think this five-door Chevy would make an interesting option to a Mazda3 Sport, VW Golf, or forthcoming Kia Forte5, don't you?

 

Can Volvo become a true luxury brand under its new Sino owners?

It took a few years, and a big drop in the original asking price, but Ford finally was able to foist its perennially money-losing Swedish Volvo brand onto China’s Zhejiang Geely Holding Group Co. this past summer. So where does Volvo go from here?

Right now, Volvo, along with the likes of demi-luxury brands like Acura, Saab and Lincoln, is in that dreaded middle ground in the market—not really mainstream, but also not perceived in the same light as blue-chip luxury brands like BMW, Audi, ‘Benz and Lexus.

But not for long. Apparently, Volvo’s new Sino owners want to take the brand both up- and down-market, and ditch the automaker’s iconic station wagons.

"The luxury station wagon segment has been on the decline over the last decade, and we have adjusted our product lineup with the XC products," Doug Speck, CEO of Volvo Cars of North America told media at the 2011 S60’s recent launch event (seen above) I attended in Portland, Oregon.

As we already know, the just released S60-based sport wagon (the V60) won’t come to North America. And the V70 wagon won't be sold after the 2011 model year either. After that, the compact V50 wagon goes away in 2013, when Volvo also drops the S40 sedan. In their places, a new, even smaller sedan and compact crossover arrive to take on the BMW 1 Series and X1 crossover.

With a nod to China’s hunger for large, Western-branded luxury cars, Volvo will also create new platforms within the next two years for the geriatric XC90 crossover and slightly fresher S80 sedan.

Zhejiang aims to double Volvo's 2008 sales of just over 450,000 worldwide by 2013. To help, a new Volvo factory in China will churn out about 300,000 cars per year for the Chinese market. But that doesn’t mean the automaker is abandoning Western markets. Speck said that the new S60’s sales will be evenly divided by three, between North America, Europe and Asia. And those extra Asian sales will apparently help fund all of the new products.

“Look, [Zhejiang] didn’t buy is to fail,” said Speck.

But will this strategy work?

By chasing the likes of BMW, while at the same time giving up its traditionally staid, soccer mom, safety-freak customers, do you think Volvo can fly with the big boys—and ultimately—survive?

Or is separating itself from its mid-luxury rivals just the cure for the longstanding Swedish marque?

Are the new Porsche 911 specials too much of a good thing?

Trust me, there’s already a Porsche 911 for anyone who has enough of the dough re mi. Click on the 911-menu bar on the Porsche Canada Web site, and between the $94,100 345 hp Carrera and the $297,000 620 hp GT2 RS, you have the choice of 20 distinct models, all based on the same rear-engine chassis.

Do you want rear-, or all-wheel-drive? Naturally aspirated or turbocharged engine? Hard-, glass-, or ragtop? Sports, track, or all-out race car? If that’s not enough variety, just wait. There’s even more 911s on the way.

With the next generation due in late 2011 as a 2012 model, the German automaker is rolling out the 911 specials like wienerschnitzel during dinner time at the Weinstube Widmer-froehlich restaurant, in Porsche’s home town of Stuttgart, Germany.

The latest 911 is the Speedster, above left, a limited-production (356 examples worldwide, 15 for Canada) version of the new  Carrera GTS, above right—itself a 911 special introduced just a week ago.

If you don’t already know, the GTS’s 3.8-litre flat-six develops 408 hp: 23 hp more than the “cooking” Carrera S. Top speed rises by four km/h to 306 km/h, while naught to 100 km/h improves by 0.1 seconds, to 4.2 seconds. You also get the wider Carrera 4 bodywork, and special wheels exterior/interior trim. All for a $15,300 premium over the $109,300 starting price of a Carrera S.

Oh, you can get a convertible GTS as well.

This week’s 911 special, the Speedster, takes the GTS convertible and adds a shortened windshield, even wider rear fenders, “chopped-down” manual soft top, and the iconic Fuchs-style Sport Classic wheels…and costs $245,900—almost double the asking price of the similarly-powerful GTS, or about a Carrera S-worth over a GTS convertible.

Now, at some point, the accountants back at Porsche HQ have crunched the numbers enough to sign off on these models with profits in mind. And, in truth, compared to most everyday cars, any 911 is special.

But do you think this plethora of 911s helps or hinders the iconic sports car’s image?

Do they make Porsche look like money-grubbing opportunists?

Or can the world simply not get enough 911s?

[Source: Porsche Canada]

Will Canadians take to stale Scions?

Let’s get something straight. Scion—Toyota’s so-called “youth brand”—is all about fashion. As my colleague Jil McIntosh wrote, the three Scions being introduced to Canada this fall don’t offer much differences mechanically than the Toyotas they’re based on.

After being introduced to U.S. customers in 2003, it took Toyota Canada took another five years, in 2008, to make up its mind to bring the Scion brand North of the 49th. Another two to go on sale. Despite the long wait, to say the least, Scion may have a few challenges in Canada…

For starters, the main value proposition Scion cars had when they were launched south of the border, being “different”, no longer applies. Although creatively styled small cars may have been unique in 2003, going into the 2011 model year, Canadian new car buyers have a glut of small, and uniquely styled cars. Say, like the Kia Soul, Nissan Cube and Juke, Honda CR-Z, various Minis, and the forthcoming Fiat 500 Sport and Hyundai Tiburon replacement.

In truth, for a fashion-conscious brand, Scion’s product lineup is looking a bit stale. There have been refreshes along the way. But the only really “new” product is a redesign of the tC coupe for 2011. Imagine Apple trying to sell Canadians a seven-year old iPod: Not. Very. Cool.

So what about new Scions in the pipeline? Officially, the only really big news is the introduction next year of the iQ city car, essentially a 2+1 take on Mercedes-Benz’s Smart ForTwo. Not exactly the type of car that’s going to rack up huge sale numbers or profits. And there has been talk of extending the tC lineup with a five-door. But nothing confirmed.

No new Scion sports cars.

No new Scion hybrids.

No new ScionEVs.

But then, parent Toyota's been a bit busy lately, scrambling to shore up its struggling mainstream dealer network’s small car sales. The mothership has been talking about resuscitating Toyota’s small car offerings with a bunch of small, fun-to-drive cars, which would, naturally, go after Scion’s customer base.

Another Scion Canadian challenge? It doesn’t help that with the plethora of recalls over the past year, the genie is out of the bottle on Toyota’s holier-than-thou quality perception.

Amazingly, Americans figured Scion out long ago. U.S. Scion brand manager Jack Hollis told the Wall Street Journal during the tC launch event that American sales are nowhere where they should, or have been. Down South, the current, second-generation xB and xD are selling at one-third the level of their predecessors.

So, please, tell me again: Why will Canadians lap up Scions?

[Source: Wall Street Journal]

 

Dropping its V12, is Lamborghini losing its mojo?

It looks like the Italian super sports car brand that has defined “extreme” and continually won the battle of one-upmanship over archrival Italian Ferrari with, well, more of everything, is caving into the new reality of ever-tightening fuel economy and tailpipe emissions regulations. It’s pure speculation at this point, but a teaser shot (left) Lamborghini sent out this week suggests its Murcielago-replacing Jota range-topping model (due to debut at this month’s Paris shin-dig) will only come with a ten-cylinder engine.

So. It looks like the 12-cylinder Lamborghini, a configuration that’s been around since the first production car, the 1963 350GT, is history. And at the same time, Lamborghini has released a new “manifesto,” basically a How to Guide on what the automaker plans on doing to survive the new environmental regs. Get ready for it, but instead of displacement, Lambos will get lighter.

According to the release, Lamborghini still stands for “extreme and uncompromising super sports cars of the best Italian tradition.” Okay. And going forward, “design and performance” are the two main reasons to buy a Lambo.

Now, how you define performance is a tricky matter. If you own a Prius, it’s all about getting a smug L/100 km rating. But a Lambo? It’s all about going fast, right?

Well, er, maybe not so much in the future…

“Regarding performance, until a few years ago priorities were, in this order: top speed, acceleration and handling. In recent years this has been changing.”

Uh-oh…

“Speed is not as important anymore, because all super sports cars are exceeding 300km/h, and this is a speed that you cannot reach even on a racetrack, let alone normal roads. We think it is time to make a shift and talk more about handling and acceleration.”

If this sounds like a little bit of rationalization by Lamborghini in the midst of its capitulation to the bureaucrats, the line starts right behind Yours Truly. In my mind, Lamborghinis have always been about political incorrectness, a one-finger salute to arrogant Ferrari buyers, the type of car a contemporary Don Draper would drive.

But not going forward. Instead of heading to the gym, Lamborghinis will go on a salad diet. Essentially, in the Power versus Weight equation, Lambo has chosen on the side of weight, or the reduction thereof.

According to the Italian automaker, “The magic word for this is ‘carbon fibre’… Every new Lamborghini will make the best use of carbon fibre to reduce weight.”

So there you have it.

In your eyes, how important is it that the new top line Jota only comes with ten cylinders?

Or do you applaud the Italian super sports car makers’ strategy to go light versus might?