Dacia Logan MCV

And the low-cost market gets the spotlights once again. Since Dacia needed to update its line with this new generation which debuted last year, it took the opportunity to also rearrange these vehicles, investing in new categories to satisfy new customers and improving the existing competitors. It’s interesting to notice that the Romanian automaker’s worry with cheap prices doesn’t stop it of releasing its vehicles in style: sedan and hatchback arrived in the last Paris Motor Show, and now the wagon has used the Swiss event to join them.

That mentioned rearrangement can be explained as nothing but the most natural strategy for a smart automaker who really wants to prosper. The original Logan arrived in 2004 only as a sedan, but didn’t take long to achieve great sales. The natural response to this event is to increase the offer, not only at the sedan’s trims but at new models projected as Logan’s variations, in order to extend this name’s acceptance to more products. On the other hand, it was still needed to dimension how far the public was really willing to purchase low-cost vehicles instead of migrating to Renault’s line. The only way to diversify the offer without raising the costs too much was to adapt the sedan into the new categories, which was done as Sandero, MCV and Pick-up. The first ones were so successful that motivated Dacia to create the first “out-of-the-box” sibling: Duster now reaches its third year of nice sales both under Dacia and Renault, according to the market. There were so many great news that this family’s second phase needed bigger plans: defending “the Logans” from the improving rivals would need an even better offer, which started with two new members: Lodgy and Dokker made Dacia enter respectively into minivan and multivan/cargo categories. Both hatchback and sedan were already renewed, the pick-up is expected to follow them soon, but the station wagon had to receive some corrections.

Have you ever seen the first Logan MCV? Everything in that car seemed to scream the intention of working both as a station wagon and as a van, despite of Logan’s city-car dimensions. But if the second generation received a minivan to attend those with big families and a multivan for cargo transport, MCV was freed to be only a conventional SW… and to finally have decent styling. There were abandoned both the two-part vertical rear door, and the very weird “partially higher roof”, higher only at the central section in order to keep the sedan’s front doors. That’s what makes the second phase even more attractive than these pictures show. The elegant lines magnify the 14.7-ft length, which encloses the 20.2-cu-ft trunk which can achieve 53.6 cu-ft by folding the rear seats – which are only five now, to avoid competing with both the mentioned new vans. However, the car’s front half doesn’t deny the Logan genes, whose imponent lines and modern construction may not bring too much sophistication but ensure a secure and spacious vehicle. It’s possible to see the several internal storage areas compose a very practical room along with typical items such as infotainment system with a console touchscreen. This car will arrive in Europe next April featuring the sedan’s engines: with diesel there’s dCi 1.5L with 90 hp, while using gasoline it’s possible to choose between 75-hp 1.2L and 90-hp TCe 0.9L, with five-speed manual transmission.

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Volkswagen Golf Variant 7

Expect the Germans to restrict Golf only to the hatchback body would be a complete nonsense. Using a multiuse platform such as MQB certainly saves a lot of new cars’ projecting time, which has certainly had a huge responsibility for VW Group having released five of them in such short time, since the latest Seat León. Now it’s time to turn the spotlights once again to the parent brand, because even though this car family isn’t too big, it never misses a chance of having another complete rearrangement.

Volkswagen’s most successful nameplate has been divided in two “groups” since it was five, in 1979. While Opel and Renault, for example, name each member of a car family after the oldest, like Astra Caravan or Mégane Coupé, there are automakers like the North-Americans, which used to sell the same vehicles under different marques, like all the ones who came from the “Project J” around the world. “The Golfs”, however, had the sedan called Jetta since its first generation and using slightly different design, while the station wagon used to follow the hatchback. This situation only started to change at the third phase, when the sedan was called Vento in some countries. The fourth phase, in turn, not only changed this alternative to Bora as also requested the wagon for itself: the biggest sibling still adopted Golf’s front fascia in some markets but others received it with Jetta’s looks, always being badged as the “donor’s” Variant version. The fifth generation actually unified the family for the first time, with all members having one design only changed to each body’s rear, but their bigger sophistication leap raised the prices so much that the situation ended going berserk once again – today, Golf is at the seventh phase to stay as VW’s flagship vehicle, Jetta received an exclusive sixth one focusing on markets such as Brazil and United States and Variant was facelifted at the fifth. Not to mention all the original Bora’s variations still sold in other countries.

Nevertheless, it seems the MQB platform will restrict this strange badge engineering once again to nameplates. Giving Variant an entirely new generation may look unnecessary because midsize station wagons don’t have too big sales, but it wouldn’t be surprising if producing this one ends up easier than keeping the older. Despite the obvious advantage of offering a more modern vehicle, having Jetta in a totally separate lifecycle frees VW to enjoy nothing but the good part of a strategy this blog has mentioned with Kia pro_cee’d’s article. Golf’s design has a very horizontal roof with abrupt ending, which would demand several changes to be transformed into a sedan… but very few to create an SW. In fact, it was only a matter of adapting the rear windows to include a subsequent third glass and “stretch” the sheetmetal’s original lines. It’s really nice to see how the new Variant combined creases, volumes and glass to look elegant without looking too long like the previous phase. The new structure didn’t give big dimension increases but a surprising 231-pd weight reduction and a 21.3-cu-ft trunk, which can be expanded to 57.2 cu-ft by folding the rear seats. The pictures show the interior is shared with Golf as much as the powertrain, which uses EA-211 and EA-288 families respectively with gasoline and diesel but both with turbo, direct injection and start/stop system and the available DSG transmission.

Read more > Volkswagen Golf Variant 7

Holden Sportwagon VF

It was a matter of short time. The Australian automaker decided to reveal each sibling of this family at once, and now it’s the gorgeous station wagon’s time. Sportwagon enters the VF phase with the same attractive front fascia debuted on the Calais sedan, but carrying over the side and also the rear sections, although they really didn’t need to change – it’s impressive how a well-proportioned design can make even luxury wagons look nimble, despite this one’s 13-ft length. This car is expected to arrive in June, with V-6 and V-8 engines.

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Volvo S60, V60 and XC60 2014

For you who read this blog’s previous article, this is the second part of the comments on Volvo’s recent group facelift. But even if you came to this one first, there’s nothing to worry about. Since this event has involved several vehicles at once, writing appropriately about them demanded some kind of division. This blog has dedicated the first article to the traditional team of this automaker’s line, while this one is dedicated to the “subversive” group. In other words, you’re going to read about the other kind of very important Volvos.

Taking a quick look on these Swedish cars over the last decades reveals this brand was never really concerned with following each moment’s design trends. They were always reliable vehicles, with comfortable and spacious cabins and unbelievable worrying with the safety, but also just sailed through from the 1950s to the 1970s pretty much oblivious to the other brands’ dedication of creating and following new design trends. In fact, they’ve only became some sort of up-to-date in the 1980s because the whole market ended up converging into the “philosophy” Volvo had never stopped to follow – long story short, Volvo’s sedans and wagons like the 700 Series only became fashionable because everyone else was starting to use very similar stylings. Looking at the 1991 460 and 850 series led to think this decade wouldn’t change that attitude very much, but it turned out it did. This decade’s cars not only were recovering from the 1970s’ oil crises as were also approaching the long-awaited new millennium, which stimulated almost every automaker to create their own interpretations of futurism for their upcoming vehicles. Volvo started resisting to follow this creative moment, and one fact is this decision prevented it from having poorly accepted projects such as 1998 Fiat Multipla or 1994 Ford Scorpio, but that time’s market expectations wouldn’t maintain this “immunity” for too long.

Even though many of these “too futuristic” cars ended with poor sales, the overall result was the market starting to be more receptive to novelties than ever. The public started to like the idea of having different car designs, sizes and even categories, which made pioneers such as Citroën Berlingo, Renault Twingo and Volkswagen Sharan fairly successful. So Volvo finally decided to surrender, but doing it in style: it was hard to believe that the new entry line, S40 and V40, came one year before the upmarket S90. These cars were the first to make the Swedish automaker understand that sometimes even the heaviest traditions need to be revised somehow, in order to keep attracting customers. Few years later it was S80’s and S60’s time, not so “revolutionary” but still much more attractive than the replaced models. Their great acceptance by public and press motivated Volvo not only to keep updating the line as also to innovate beyond the level already established: that’s when V70 Cross Country deserves another mention. This time not for that crossover-pioneering merit, but for representing an initiative like Volvo hadn’t had in decades. After all, even with having several price ranges satisfied within the luxury class, Volvo’s reputation wasn’t too pleasant: most people became used to see these cars as rational, reliable and even sophisticated, but not enough to make worthy giving up of a German equivalent.

And now we arrive at the “Revolvolution” moment. After only starting to think about changing, releasing the first S60 in 2000 was the first firm step towards the new-millennium Volvos. Most of the station wagons carried over the boxy rear, but the overall impression was this time they were offering the same discretion of before but in a much more up-to-date style, with several elegant details such as a three-dimensional effect to make their transverse section wider from the handles’ height down than around the windows, giving imponent “muscles” which were followed by S60 and S80’s tail lights design. So since transforming those initial plans from the 1990s into actual changes were starting to get very positive feedback from everyone, the automaker started to be less “scared” of innovating. 2003 saw the very first Volvo true SUV’s release, XC90. After that, the C70 line was redesigned for 2005, and there was even a new entry-level car: C30 was a hatchback, but with a very attractive coupe-inspired styling and taking advantage from the brand being owned by Ford at that time – the compact’s platform was shared with Ford Focus’s family. The following years had some quiet time, until it was time to give S60 a new generation. And since the previous started this entire series of changes in Volvo, the second one had big expectations from the public. The 2010 arrival ended not only satisfying but also surpassing them, by a wide margin.

This is the moment when we converge to this article’s car family. Family because S60’s aggressive and sporty design has been so well-accepted that motivated its own station wagon, the also gorgeous V60… and even XC60. Once again Volvo’s changes achieved big approval, because these are very impressive cars. There brought better interior quality, cutting-edge technologies and even bigger safety package, but wrapped in a boldly attractive design. That’s why they found interesting to release an urban crossover at the same platform… and today that’s why the new facelift wasn’t so “understood”. They preserve all those qualities, but removing the two-part headlights for a conventional set with wider grille is like removing that “extra”. The great part, though, is the addition of items: the infotainment system’s display brings a new technology to enable being used with gloved hands, and offers Internet connection even as a Wi-fi hotspot for inside the car. The analogic dashboard was replaced by a TFT screen with three modes: Elegance is the traditional look, Eco brings green background with fuel consumption gauge and eco meter, while Performance throws bigger tachometer and power meter, turning the lights red. The safety package received anti-blinding lights system, Cornering Light, Pedestrian Detection, cross-traffic alert and blind-spot monitoring. Those are the only pictures so far, but we can always hope for the old boldness to return with the R-Design packages.

Read more > Volvo S60, V60 and XC60 2014

Volvo S80, V70 and XC70 2014

If you have at least around ten years of being a car fan, this article will give you a very pleasant déjà vu. It is focused on Volvo’s multiple facelifts, but when we have so many involved cars it’s impossible not to spend some time only to think what would be the best way of dividing them into this blog’s articles. So instead of dividing in sedans, wagons and off-roads, there will be two articles. The present one will take you back to those times when Volvos were very elegant square sedans and unforgettably boxy station wagons.

Even though this rear design has made these cars worldwide famous for decades, the reason why it was adopted was purely functional: having such an abrupt end of the roof minimized the aerodynamic drag, which helped to improve both performance and consumption, since there’s less power demanded from the car to perform a given movement. That’s why this design’s pioneer in Volvo, the 140 Series, used these concepts making concessions only to the cargo capacity, which resulted in 1968 Volvo 145’s hearse-inspired styling. The following years received the 240 Series and a younger design, but, like Opel would conclude in the mid-1990s after adopting the same concept, it really required forgetting any wishes of creating design-award-winning wagons. However, if the German automaker started to abandon it in favor of more inclinated rear windshields, Volvo decided to make them its own symbol. The 700 Series showed that the 1980s would only give the Swedish cars cleaner sheetmetal, with less strips and creases, and nothing more. After all, Volvo’s cars were already been very well-received due to the classical incomparable concern with the safety, but pairing it to such a particular design choice made these cars famous and impossible to mistake when seen on the streets – which can be easily interpretated as one of the very first examples of a successful visual identity.

Another case of Volvo’s strong application of a design language has been produced right next to the station wagons, in all these decades: the sedans. Their concern wasn’t having the best aerodynamic or optimizing the trunk space (1983s Volvo 740’s, for instance, could fit an Europallet), but being classy and elegant. Since the 1960s models, it’s interesting to observe that Volvo’s sedans used to feature each and every design element known for avoiding a sporty styling and making the car look classical. Square lines, well-divided volumes with cab rearward, long and low-deck rear, third side window after the back doors… The last line to use this rigid recipe was 850, but both sedan and wagon became most known for a surprisingly well-accepted sporty potential: the turbocharged engines helped the great handling to deliver a very interesting performance that lasted until 1996. This concept would receive some changes only with S80 and V70, which became Volvo’s latest flagship cars. Their most notorious feature was the largely renewed styling, still carrying most of the traditional concepts but in a much more modern interpretation, with more fluid lines and smoother surfaces. Therefore, after presenting this new corporate design in the early 2000s, these cars were expected only to refresh the same style for some more years, just like at the previous phase. The impressive surprise came when the decision was to follow some of the new trends, but in Volvo’s own way.

There were even more “subversive” releases, such as C30 and XC60, but their pioneer was much more discreet, and yet much more surprising: who would expect the first modern-times Volvo to come based on V70, the current phase of Volvo’s most traditional lineage? The 1997 Cross Country version is frequently mentioned at this blog for being one of the precursors of the current crossover trend, along with Subaru Forester. But besides of the always-commented great idea of joining some of the SUV’s off-road potential to a comfortable urban station wagon, the bigger merit goes to the automaker’s attitude of trying some of the new trends, at least as an experiment. The then-called V70 XC appeared as only one more trim level, but ended so well-received that it motivated a true SUV (XC90) and, some years later, even a much more urban crossover (XC60), not to mention the right to follow V70 on its next generations. This turned out a very nice example of how heavy changes actually can give positive results. In fact, following this train of thought some more led Volvo to release a whole group of “new-age cars”, but remodelling the entire line is something every brand is doing in nowadays. What makes the Swedish automaker different is the ability to reconcile the past idiosyncrasies with excellent interpretations of the modern trends.

And now you’ve reached the reason why this was the chosen division for these news. This article’s trio represents the traditional Volvos, which still include several of those mentioned elements, but with modern touches like the very clear narrowing of the transverse section when going to the windows’ height, and even a slight smoothening of the wagons’ rear design. Therefore, facelifting such classical cars could only end at the very nice changes they’ll receive for 2014. Being hard to notice is just one of their good characteristics, because their purpose is to update the cars without taking away their visual harmony. The front bumper was redesigned, featuring more aggressive design and wider grille, along with LED daytime lights for XC70. All of them will also offer 19” wheels, but only S80 received minor updates to both lights. Another addition is the Sensus Connected infotainment system, which uses the central console touchscreen, like usual, but with the interesting possibility of being operated by gloved hands; everyone who has lived at least one harsh winter will be very thankful for this solution. Besides all that, this trio maintains the engine and equipment offers, which consists in the very sophisticated interiors and XC70’s particular off-road items, such as all-wheel-drive and hill-driving control.

Read more > Volvo S80, V70 and XC70 2014

Renault Clio Estate

Do you remember how this station wagon made its very first public appearance? It was around the last Paris Motor Show, right after the fourth Clio was showed. But while the hatchback was having its official worldwide release, the family-dedicated sibling was only glanced, in a backstage video published by Renault at that time to show more information of the new cars. Estate is now released in Europe, but it’s still worth taking a moment to observe how great turned to be this job performed by Renault.

Creating a car leads to deal with lots of conceptual decisions, way before starting to convert the design sketches into what will be manufactured. Each category demands a particular external size and has its particular competitors, so one of the biggest decision is on what subdivisions the car will compete – in other words, what variations it’ll receive. The strategy of deriving sedan, wagon, minivan, pick-up and other categories from a single car became famous around the 1980s, with cars like Opel Kadett E and Renault Mégane. Since the main idea here is to reduce costs by having cars from different categories sharing several parts, the initial examples used to change almost only the rear section. But in nowadays it’s necessary to deal with a much more competitive market, which demands each car to be as original and creative as it can possibly be, even when it’s “related” to others. That’s why even those are receiving more exclusive parts, inside and outside, achieving whole different variations. However, if sharing parts is the solution to save money, the simplest logic states that reducing those common items would result at more expensive cars. That’s why there are so many automakers working to make that sharing start from the very beginning of each project.

Besides having each time fewer platforms for more cars, another very important strategy is to project all the intended siblings from the beginning. Renault was criticized for the second-generation Clio because of the Turkish Symbol: this sedan variation had no previous planning on the hatchback’s project and also had to be cheap, which fatally resulted at a very unattractive design and bad sales outside its homeland. The third phase never had a sedan but tried to offer a station wagon for the first time, which was so well-accepted that is now succeeded by the gorgeous car of this article’s pictures. It’s clear that Clio Estate (or Grandtour, for some markets) isn’t a last-minute adaptation of the hatchback. It brings the same elegant sportiness, with smooth volumes, a very stylish front fascia and great attention to the details, such as the opulent-but-not-too-big tail lights, the same hidden back handles as in the hatchback and all the columns with black paint but the front ones: the roof ends up like it’s floating over the windows, which in turn seem all connected. This car will offer the same items as Clio, which includes R-Link infotainment system and Bass Reflex audio, but with 443L to 1.380L at the trunk. With diesel it’ll use a dCi 1.5L with 75 or 90 hp, and with gasoline a 75-hp 1.2L or the TCe Energy 1.2L with 90 hp. The prices go from € 14.300 to € 20.500.

Read more > Renault Clio Estate

Audi A6 Allroad

Se você acompanha as novidades automotivas do mercado brasileiro com certa frequência, com certeza lembrará que o ano passado foi muito importante para a Audi no país. Tivemos toda uma ampliação de sua linha, com modelos de todos os tamanhos e preços chegando sem tanto atraso e até acompanhados de outros até pouco tempo atrás improváveis. As novidades de 2013 também têm enorme importância, mas cada uma pelos próprios motivos. A primeira é esta perua, que segue uma tendência muito famosa no Brasil.

Suspensão elevada, revestimentos externos em plástico preto, detalhes como rack de teto e estribos laterais, cabine um tanto mais “rústica”… A receita dos chamados “aventureiros urbanos” começou em meados dos anos 1990 com duas peruas, uma na Europa e outra no Brasil. Volvo V70 Cross Country e Fiat Palio Adventure deram duas interpretações diferentes ao nicho de mercado que de início fez fama por representar a união entre a vocação familiar de uma station wagon com toques mais aventureiros vindos dos SUVs. A questão é que em poucos anos esse conceito convergiu aos crossovers, de forma que hoje em dia essas peruas têm um público bem mais restrito e precisam de maiores esforços para continuar agradando. Em outras palavras, é necessário que estejam em perfeita sintonia com o que seus clientes desejam. A faixa de V70 e A6 Allroad tem enormes diferenças da de Palio Adventure e VW Space Cross, mas todas vêm apenas em decorrência das faixas de preço – o conceito, no entanto, é o mesmo. O segundo batalhão é bem mais conhecido pelo brasileiro, em que as peruas compactas focam numa profusão de acessórios maiores e menores mas sempre em especial no exterior, para conseguir um visual bem diferenciado das versões comuns. O interior até recebe mudanças, mas ali a regra é oferecer o pacote de itens mais completo. Ou seja, o resultado é uma versão de topo com visual exclusivo e algum preparo para o off-road leve, mas sem investir demais.

Já quem faz parte do mercado de luxo e decide levar uma perua do segmento que também inclui a Peugeot 508 RXH tem outros objetivos. Eles também gostam da ideia de jovialidade trazida pelos acessórios exclusivos, mas não perdem o gosto pela discrição. E os que precisam se afastar dos centros urbanos ainda apreciam os equipamentos que trazem real aptidão para o fora-de-estrada, como a tração integral. No caso da Allroad, os vários protetores em preto e prata com revestimento em aço inoxidável dão um destaque interessante por não destoar do carro e nem tentar fazê-lo parecer outro. A jovialidade implícita pelas belas rodas é continuada no interior, em que os detalhes cromados fazem um par de ótimo gosto com os revestimentos em couro marrom. Os itens de série incluem ar-condicionado bizona, central de entretenimento com GPS e tela retrátil, teto solar panorâmico e volante esportivo. Já a segurança vem com os vários tipos de airbags, câmera de ré e indicador de pressão de pneus, entre outros. Vale observar a suspensão a ar adaptativa, que em terrenos acidentados eleva o veículo em 35 mm, mas em altas velocidades privilegia a performance e o rebaixa em 15 mm. Ele traz o motor 3.0 V6 TFSI, que gera 310 cv e acelera de 0 a 100 km/h em 5s9, e que ficou 20% mais econômico: a marca informa média de 8,93 km/l, sempre usando tração integral quattro e câmbio S-Tronic de sete marchas e dupla embreagem. Foi confirmado o preço de R$ 354.900.

Read more > Audi A6 Allroad

Mercedes-Benz CLS 63 and E 63 AMG

Sports car fans have been delighted with high-performance versions of conventional cars for decades. Audi S and RS, BMW M, Chevrolet SS, Dodge SRT and R/T, Fiat Abarth, Ford ST, Volkswagen GTI… There are lots of examples around the world, but they’re only different ways of achieving the always impressive balance between all the sportiness of coupes and convertibles and the particular features of each car which receives them. So how about meeting not one but four of the best sporty versions of the entire world?

Although there are lots of enthusiasts that cheer with each and every car release of nowadays because they know the quality level involved, there are lots of people that still ask themselves “Why do they have to create so many vehicles? Why can’t they only stick to improve what they already have?” and other similar questions. On the other side, this blog and the entire specialized press have written so many times about the increasing need to find new markets in order to keep offering competitive products that it won’t take too long for us to run out of different ways of rewriting the same information. Nevertheless, this blog doesn’t even think of stating that as criticism because it recognizes that it doesn’t take more than a moment spent thinking as a “car fan-but-not-freak” to realize that it is really hard to notice all of this conceptual information delivered at these texts. There are many pictures of the article’s car, but also many paragraphs referring to lots of other cars, turning it very difficult to only imagine all that. Since this blog always tries to go beyond one more plain repetition of each release’s features, these four cars have been referred in this single article in order to receive also a brief illustrative comparison. The first animated picture displays the new CLS 63 AMG at its Coupé and Shooting Brake versions, while the second one shows the facelifted E-Class Sedan and Estate now as E63 AMG.

If you were guessing the first mentioned aspect would be the external design, you’re right. There’s no way to avoid it, in fact. The main guideline that inspire these cars’ differences is the ability of each one taking a particular customer, reducing the internal competition to its minimum. E-Class has always gone after the more traditional public, which has preferred the same things for decades, while CLS receives who goes to a Mercedes dealer for the absolute quality but would really prefer something different, more casual. The shared platform enables those cars to share lots of internal parts, not to mention the engines, but stays far from being a barrier against their breathtaking conceptual differences. CLS’s four-door rear is only the first symbol of the opposition to E-Class’s three well-divided volumes. And since they both have SW versions, CLS’s interpretation resulted at the Shooting Brake body. E-Class’s sides use more horizontal creases, bringing a solid, classy impression while CLS makes a contrast between the narrow but long lines dying at the rear doors right where the very imponent fender starts, reminding the North-American muscle cars idea of movement. E-Class’s elements take most space of one only side of the car, probably to remind its several previous generations: most cars from the 1970s to the 1990s used a “folded-paper design”, where you couldn’t see much of the headlights, for example, if you were looking to the hood or the sides – CLS’s shapes are much more tridimensional. And since the lights were mentioned, it would be impossible to skip them.

E-Class can join them or split them at the front or redesign them at the back in any way, but they will always remind even the 1960s ancestor – so yes, you must’ve already guessed that right: at least until now, CLS preferred to make big changes from its previous generation. Fortunately, both cabins agree at delivering fascinating quantities of sophistication and safety, but this is one of the few truces here. CLS’s cabin is more fluidic, reducing the idea of a rectangular space while E-Class is much more likely to be driven by a chauffeur. The sedans even differ at the seating: E-Class sticks to five seats, but CLS dedicates itself to four. The wagons, in turn, diverge at the trunk: if E-Class is much more focused at the families, its sister’s space is bigger in length and smaller in height, privileging cargo such as golf clubs and hunting guns. Besides the bigger wheels and the more aggressive aerodynamic kit, the AMG version brings the same “heart” for these cars: the final (and most important) truce is the twin-turbo V8 5.5L, with that performance package from before the facelift now offered as a standard item. This means this engine now produces 550 hp of power and 531 lb-ft of torque, always using the AMG SpeedShift transmission: there are double clutch, seven speeds and four driving modes. Besides, these cars use rear-wheel drive or the 4Matic AWD system, but the (even more) special feature is the S package: this new performance kit uses 4Matic and boosts these cars to 577 hp and push the speed limit to 186 mph, with average 0-60 mph times of 3.6 seconds.

Read more > Mercedes-Benz CLS 63 and E 63 AMG

Fiat Palio e Strada Adventure Dualogic Plus

Dirigibilidade melhorada é a arma dos pioneiros Fiat Adventure para 2013. Tanto station wagon como picape (esta apenas na opção de cabine dupla) trazem a nova fase do câmbio automatizado Dualogic, cujo funcionamento fez grandes evoluções na suavidade e agora traz as funções Creeping e Auto-up Shift Abort, que por sua vez facilitam operações cotidianas como baliza e retomadas. Os dois modelos não tiveram outras alterações, mantendo também o motor 1.8 16v e.TorQ de potência e torque de até 132 cv e 18,9 kgfm.

Read more > Fiat Palio e Strada Adventure Dualogic Plus

Mercedes-Benz E-Class 2014

When it comes to selling cars, building traditions can be as tricky as not having them. Some brands decide to keep a successful concept over the years only performing updates, while others prefer fresh starts for each time they have to replace a vehicle. These strategies are equally capable of leading both to success or failure, so each case must be considered individually. Mercedes-Benz has decided to follow the first path decades ago, so each time it becomes more impressive to see how they manage to keep this success.

Creating an entire new idea for each generation of a given car allows the brand to adapt it with the current times much easier, such as what Fiat has done with their medium-sized hatchbacks: Tipo’s straight lines were very common at the late 1980s, but when the following decade’s trends became to appear they had to respond. This reaction came with not one, but two cars: using two names enabled Brava and Bravo to give much better interpretations of two-door and four-door hatchbacks separately, but both with very creative designs. Later, if the 2000s brought the straight lines back but with more imponent shapes, creating Stilo was much better than discharacterizing the previous cars. And when the car world associated organic lines to a nostalgic trend, Fiat showed a modern reinterpretation of Bravo. Meanwhile, one of the opposite examples can be given with Golf: straight lines, round lines, bigger shapes, organic shapes… Volkswagen did their best to follow each and every trend along with keeping traditions such as the overall shape and iconic details like the “C column”’s big width. Sometimes they did it better and sometimes worse, but it’s undeniable that those years built a very strong image to its customers. Like BMW, Mercedes-Benz follows the traditional path even more strictly – cars like CLS and B-Class are much more younger than E-Class, for example.

However, the last years have seen some conceptual changes even at this brand’s most classical cars. C-Class used to act as a miniature of the other Mercedes, but it was noticed that there were many possible buyers that didn’t take one because of the high prices and the “too classical” style. So the Germans decided to create cheaper versions, but along with a “cooler” design, much more casual than the previous generations. On the other side, S-Class now needs to fill the late Maybach’s gap at the very high luxury market, so what’s left for the middle brother? This facelift proves that the answer must be to stick to the tradition: apply the best current technologies to improve an already well-stabilished car. The new headlights could be a nice example of that: they’ve turned into an only piece for the first time in eighteen years in order to receive LEDs illumination, but with a two-parts shape that clearly reminds the previous design. There are several other elements which connect Mercedes’ current cars with the older ones, such as the big front grille with the SLS-like shape or the tail lights with horizontal components. This is only a half-age facelift, so the Germans wanted only to rejuvenate it. It’s easy to see that this mission was accomplished because both sedan and Touring versions now give a more dynamical impression, obtained with slightly bigger elements and less lines.

Nevertheless, a Mercedes would never be a Mercedes if there wasn’t the typical “limousine impression” that has earned so much admiration through the years. C-Class now follows a slightly different path, but E-Class doesn’t make any effort to hide that it is a typical “rich people’s car”. Not that this is a bad thing: there are no doubts that this is one of the most classy cars of its price range. This facelift came with a new dashboard and a new entertainment center which even includes Internet, and finishes to compose a really sophisticated interior, which will pamper its five occupants with lots of luxury items but also with an impressive safety system: there’s active cruise control, automatic lane-keeping, brake assistance and an optional stereoscopic camera on the windshield, that can recognize three-dimensional shapes and movements in order to improve collision preventions. As usual, Mercedes will offer a big variety of engines paired with an even bigger of versions, but no single market will have all of them. Using gasoline, there will be a 2.0 turbo for E200 and E250, a 3.5 V6 with direct injection for E300 and E350 and together with an electric one for E400 Hybrid and a 4.7 V8 twin-turbo for E550, not to mention the also double-turbined 5.5 V8 for E63 AMG – the diesel options must be E250 and E300 BlueTec. Some of those will offer the 4Matic all-wheel drive, but all of them will bring start/stop system.

Read more > Mercedes-Benz E-Class 2014

Audi RS6 Avant

With all the enormous variety of cars released every month there are also new categories being created, and therefore others falling into inevitable sales ostracism. One of the second kind’s examples are the station wagons: the first attack came with the minivans at the 1980s and twenty years later with the crossovers, each one trying to steal a different part of those customers. There were made speculations of all kinds, but this article’s car is a perfect example of why this category has everything to stay strong for much longer.

Unlike cars such as big pick-up trucks or small hatchbacks, station wagons were always famous in both United States and Europe. They spent about fifty years satisfying people with big families, medium-sized cargo to transport and even younger people who needed a “cooler” car to travel with friends and items such as surfboards. In other words, this car category was the only “halfway” between the good-looking style and the better handling of urban cars and the bigger space and engines brought by small trucks. But those two mentioned younger categories came one focusing at the big families and the other at the light off-road lovers, which couldn’t avoid affecting the station wagons’ market. However, Audi was one of the few brands to preserve these cars by rescuing the aspect that couldn’t be explored by those new cars: the sportiness. Lower external height and bigger construction similarity to sedans and hatches make the wagons much easier to receive high performance versions because it’s easier to share parts with those, and therefore to obtain similar driving behavior. Audi RS2 not only became an icon among the urban sports cars but also changed the world’s vision of its category. In nowadays there still aren’t too many station wagons, but every bigger automakers sell at least one of them. And many of them offer a sporty version.

The following years have received lots of other RS cars, but when it comes to station wagons Audi is currently selling two options – the other one is RS4. The bigger sister has recently catched up with A6’s new generation, which means a strong and stylish design that only escapes from the “looks too much like the other Audis” tag because of the several external aerodynamic items: there are huge front air intakes, gorgeous 21” wheels, side and rear spoilers, silver-painted details and the double exhaust pipe highlighted by the exclusive bumper. Audi may draw their cars too much alike, but it’s undeniable that the bigger ones manage to don’t seem excessively long. Since A8 is sold only as a sedan, RS6 will be their biggest station wagon currently sold, but it still carries a nimble, dynamic appearance. Besides that, it’s easy to see cutting-edge all over it: there are LEDs and more LEDs to compose the illumination, and the great aerodynamics is helped by the lower roof racks seen in the most recent two-volumes Audis. If you’ve already met the new S6, entering this car will give you a strong déjà vu. There are plenty of black, silver and carbon-like details which don’t create an entirely two-toned space because of the red items: this color makes some “cameo appearances” at the dashboard, the RS series’ logotype and some buttons’ lights.

While many cars use more verticalized designs to the interior, it’s interesting to notice that Audi has been following the opposite path. The horizontal lines give a bigger-width impression, along with a lower console in order to maximize the windshield view. This car will bring the highest A6 trim level available, with two optional packages to add luxury items such as 100% LED headlights, bigger touchscreen, Bang & Olufsen sound system and internal coating in carbon fiber or matt aluminum. Opening the hood reveals the new V8, a 4.0 bi-turbo whose only flaw is to have lost 10 hp, offering 560 hp now. No, Audi hasn’t gone crazy. This engine was reprojected to optimize both performance and efficiency, so it ended up much better: the torque was increased and comes much earlier, helping to achieve 0-60 mph in 3s9, always using automatic eight-speed transmission, quattro traction and air suspension – this one can lower the ride height in 0.8 inch when driving at higher speeds. The consumption was improved in 10%, now achieving 23.5 mpg, but the most interesting technical information are three, in fact: as usual, the stock top speed stays at 155 mph, but if you remember, this car will have two optional packages. So how about knowing that the first one raises it to 174 mph… and the other lets RS6 achieve 189.5 mph?

Read more > Audi RS6 Avant

Mercedes-Benz C180 Sport

Quem diria que até o mercado de carros de luxo no Brasil daria vendas boas a ponto de os fabricantes mudarem suas estratégias devido à concorrência que se formou? O Salão do Automóvel em São Paulo é a mais recente exposição desses novos tempos, também com cada vez mais anúncios de chegadas de modelos que até pouco tempo atrás eram inimagináveis no país. A novidade da Mercedes-Benz de agora foca exclusivamente em um público que surgiu há pouco tempo, mas já ganhou enorme importância.

Quem viveu os anos 1980 no Brasil lembra das frustrações decorrentes de conhecer todas as maravilhas vendidas nos outros países impedidas de aparecer aqui por causa do bloqueio às importações, que então já passava dos vinte anos. Porém, os anos 1990 viram apenas a reversão de uma parte dessa questão. Adquirir produtos do estrangeiro voltava a se tornar possível em praticamente todos os setores de produtos e isso trouxe incontáveis benefícios à população. Mas quando se tratava dos carros, a alegria na hora de comprar um zero-quilômetro italiano, japonês ou norte-americano se transformava na dor de cabeça de anos depois: considerando que algumas dessas novatas simplesmente fecharam as portas no país sem dar muitas satisfações, era muito difícil ver uma que oferecesse assistência técnica oficial estável e acessível. Isso era um agravante ainda maior para os fabricantes de luxo porque trazer seus modelos mais caros dava uma excelente impressão inicial que não se correspondia em nada com o que se via mais tarde. Já naquela época era tão caro e difícil manter um Alfa Romeo ou um BMW que até hoje os modelos desses tempos são malvistos no mercado de usados. Porém, o passar dos anos viu o mercado brasileiro ganhar tanta importância que voltou a atrair a atenção desses fabricantes.

A clientela dos anos 2000 continuava disposta a adquirir produtos de qualidade e nível reconhecidos, mas já não estava entorpecida pelo furor de novidade da década anterior. Vender bem agora requeria esclarecer que os produtos seriam um bom negócio desde a hora da compra até a revenda. Marcas como Acura e Lexus só vieram a ganhar disposição para tentar a sorte no Brasil há pouco tempo, mas as do nível de Audi, BMW e Mercedes-Benz sempre aproveitaram o prestígio que sempre tiveram. O pulo-do-gato se fez ao investir mais na base da gama, mas da forma “correta”. Isso vem do fato de que a primeira tentativa de oferecer preços menores surgiu com carros como BMW Série 3 Compact e Mercedes-Benz Classe A, este até fabricado no Brasil. Seu preço era mesmo um tanto menor que o das linhas mais famosas, mas eles também careciam do status trazido por aquelas, e ainda não eram exatamente uma pechincha – só a estrela de três pontas não era suficiente para levar um Classe A de primeira geração, com design mais feio e espaço menor que o de um concorrente de marca comum com tamanho similar mas preço bem mais convidativo. Essa atitude do público é compreensível porque os produtos de luxo são apreciados pelo patamar superior que oferecem em vários aspectos, mas também pelo prazer da imagem distinta que dão aos compradores.

Com isso, a tal “forma correta” de se vender carros de luxo no Brasil está se mostrando investir em trazer os mesmos carros que fazem sucesso no exterior, dar importância às opções mais baratas para ganhar quantidade de clientes, mas agora também sabendo em que se mexe para conseguir tudo isso. Explicar isso se torna muito fácil citando exemplos, e não por acaso um dos melhores é o modelo que figura neste artigo. A Classe C sempre foi um dos Mercedes-Benz de maior sucesso no mundo, e isso se traduz em grande prestígio. Mas grande parte desse frisson que causam vem do tão aclamado nível de qualidade da marca, que se traduz em construção refinada, estilo irresistível e pacote de itens de nível superior, basicamente. Então, uma vez que se tem a necessidade de reduzir os preços mas a obrigação de manter estes aspectos, a estratégia precisou seguir outro caminho. Assim como as compatriotas, a Mercedes-Benz aproveitou os recentes avanços de tecnologia para não só reduzir custos de produção como melhorar o desempenho dos carros. Agora se consegue o mesmo desempenho de dez anos atrás com motores de metade do tamanho e menos da metade do consumo, vantagem esta que também vem da redução de peso. Todo esse aumento da eficiência foi justamente o que conseguiu a tão desejada redução de preços.

Os alemães chegaram a oferecer várias versões similares desde poucos anos atrás, como C250 e C200, mas focando no mesmo que a C180 Sport de agora. Seu motor é um 1.6 turbo com potência de 156 cv e torque de 25,4 kgfm, sempre usando o famoso câmbio automático 7G-Tronic Plus de sete marchas e dupla embreagem, permitindo aceleração de 0 a 100 km/h em 8s5 e velocidade máxima de 223 km/h, fora o ótimo consumo conseguido também pelos baixos 1.485 kg da versão sedã. Fora isso, o pacote de equipamentos continua a fascinar como em todo Classe C, cortando apenas os itens que fazem a distinção dos irmãos maiores Classe E e Classe S, excessivos para muita gente. Não se pode negar que muitos puristas torcem o nariz a esse conjunto por causa do costume com o luxo dos dois exemplos citados, mas por que ele tem tanta importância para a marca, então? Porque seduz a classe média-alta mais do que nunca. Esta é a classe social que já saiu do segmento de médios como Honda Civic e Toyota Corolla, e até então ficava com carros do nível de Ford Fusion e VW Passat. Os últimos anos trouxeram a interessante mudança de que finalmente ela também pode aceder ao tal nível de um Mercedes-Benz, sem precisar desembolsar um valor para ela impraticável, como o dos modelos oferecidos pela marca há dez anos. A marca oferece esse tão desejado salto de nível na versão sedã por R$ 139.900, Coupé por R$ 143.900 e perua Touring por R$ 149.900, todos com o pacote de acessórios AMG de série.

Read more > Mercedes-Benz C180 Sport

Audi S4

Mais um mês se inicia e a Audi já marca sua presença no calendário de lançamentos do Brasil. A enorme atualização da linha já passou literalmente de A1 a R8, e agora chega a uma de suas linhas mais cultuadas pelos entusiastas. Trata-se dos mais novos S4, que se não causam nenhuma revolução visual, receberam uma série de melhorias em requinte e em especial em desempenho, que é o real motivo de sedução desta dupla. Tanto em sedã como perua já estão disponíveis nas revendas, e você poderá conhecê-los neste artigo.

Carros como estes comprovam que o espectro dos carros de luxo apresenta subsegmentos com razões de existência muito parecida às que fundam as categorias dos modelos mais acessíveis. Um exemplo é a categoria que já se pode chamar de “aventureiros urbanos”: eles trazem dos SUVs o visual de porte mais imponente e o melhor preparo para condições adversas mas sem se afastar demais do conforto dos carros urbanos. Se essa receita se aplica aos carros de menor preço, o foco em reduzir os custos converge a modelos como Ford EcoSport, que é um crossover compacto com a base de um hatchback, o Fiesta, ou mesmo a Palio Adventure: a pioneira desses carros no Brasil é uma versão bem modificada da pacata Palio Weekend. Já entre os clientes que não têm problema com dinheiro, a receita original ganha liberdade para ir um pouco mais além, como no caso de VW Passat Alltrack e Volvo XC70: carros deste nível passam a alterações como tração integral de série e suspensão alterada, mas sem abandonar o nível de requinte que faz a fama de suas versões comuns. Portanto, enquanto a versão dedicada à esportividade de um Nissan March não passa de aplicar spoilers e adesivos e focar em oferecer mais itens, a ideia de conciliar vocação para cidade e circuito ganha um matiz diferente para carros como o Audi S4.

Aqui o foco não passa por oferecer acessórios chamativos ou dotar o carro de algum pacote de itens superior porque a proposta destes carros realmente é outra. O S4 aposta na discrição típica de carros de nível mais alto, dedicando-se a itens externos mais comedidos que só mesmo os entusiastas reconhecem com facilidade. A atual fase da linha A4 traz o desenho dianteiro levemente remodelado, com a interessante novidade da iluminação diurna formar um desenho contínuo, em vez da linha pontilhada que até então era a única solução vista. O visual agressivo da grade hexagonal encontra resposta no forte vinco que retira a monotonia da lateral, apesar de que o formato com três janelas e linhas limpas seja típico dos alemães. Já a traseira tem como principal novidade o parachoque: se na dianteira os modelos S trazem entradas de ar mais esportivas, quem lhes vê por trás sabe do nível do carro por causa dos quatro canos de escape. Entre os destaques de uma cabine que exala tecnologia, o sistema Audi Music Interface oferece a qualidade de som Bang & Olufsen, DVD player, conexão Bluetooth e GPS. Também temos teto solar, isolante térmico para os vidros e partida sem chave, além de uma série de equipamentos de segurança.

Tudo isso colabora para criar um ambiente digno dos R$ 345 mil que a Audi cobra pela versão sedã, pomposamente chamada Limousine, e que passa a R$ 350 mil para os interessados na perua Avant. Até agora essa descrição parece condizente até demais com um pacato carro de família, não? Mas se o lado familiar é uma característica da linha A4, basta abrir o capô dos S4 para que a outra parte da frase anterior desapareça. Estes carros trazem a usina de força que atende pelo nome de 3.0 V6 TFSI, e gera potência e torque de 333 cv e 44,9 kgfm. Com o câmbio automatizado S-Tronic e a tração integral quattro, a prova de 0 a 100 km/h se faz em 5s3 para o sedã e 5s4 para a perua, ao passo que as velocidades máximas empatam em 250 km/h por causa do limite eletrônico. Como se não bastasse, o aspirante a piloto ainda pode escolher como desfrutar deste motor através do Audi Drive Select: é possível alterar uma série de parâmetros de dirigibilidade do carro segundo os modos Auto, Conforto, Dinâmico e Eficiência, com o detalhe de que o último permite o interessante consumo em ciclo misto de 10,6 e 10,3 km/l, na ordem. Todo esse potencial só reforça a investida da Audi na faixa inicial dos sedãs de luxo, mas com o enorme diferencial do apelo emocional que a linha S4 possui, eternizada por ícones como o logotipo com fundo vermelho.

Read more > Audi S4

Volkswagen SpaceFox 2013

Partindo de R$ 42.159, todas as versões trocaram de revestimento de bancos, cada uma com um diferente. A Trend ganhou airbag duplo, freios ABS, luz do porta-luvas e o computador de bordo I-System. Já a versão Sportline passa a trazer de série pedaleiras de alumínio e spoiler traseiro e adota as rodas de liga leve da imagem, que na Trend são opcionais. Por fim, a Space Cross trocou de rodas de liga leve e ganhou um jogo diamantado no módulo opcional I-Trend High. Todo o demais permanece intacto, incluindo motor e câmbio.

Read more > Volkswagen SpaceFox 2013

Volvo V60

Mesmo que você não seja o maior fanático por carros, uma simples observação mais atenta ao trânsito brasileiro já atesta um fato que vem preocupando os fãs das peruas: também chamadas de station wagons, por mais que essa categoria continue em voga na maior parte do mundo, em especial na Europa, sua participação no Brasil se encontra escassa. Com isso, quão agradável é a notícia de que nós não só acabamos de receber um novo exemplar, como que este exalta todos os aspectos que fazem a fama dessa categoria?

Torna-se possível começar a entender o que levou cada marca brasileira a reduzir seus investimentos em peruas para o Brasil a partir da observação da sucessão de seus modelos. Por exemplo, se desde os anos 1970 até os 1990 a Chevrolet ofereceu clássicos como Caravan, Marajó, Suprema e Ipanema, na década seguinte quis seguir a ascensão das minivans e passou a oferecer Meriva e Zafira. Já a Ford apenas ficou descontente com as vendas baixas, e em vez de tomar o caminho da Renault, que baixou o preço de sua Grand Tour para melhorar o custo/benefício, preferiu a retirada desse mercado. A Honda já começou oferecendo apenas o Fit ao passo que a Volkswagen oferece a SpaceFox, uma perua com várias concepções de minivan, e a Fiat combate nas duas linhas, vendendo Idea e Palio Weekend com êxito. É claro que o espaço interno e a praticidade fazem das minivans a melhor opção familiar, mas o atrativo das peruas é inquestionável quanto à esportividade. O perfil mais esguio, as linhas mais estilosas, a posição de dirigir mais baixa, a semelhança com os sedãs, tudo colabora para que elas agradem muito mais aos homens, em especial os pais de família, porque possibilitam uma dose de diversão inimaginável nas tais concorrentes.

E quais são os motivos de a V60 ser uma opção tão sedutora? Todos os que se acabaram de citar. O design exterior tem a mesma aura que faz a fama do sedã S60, trocando as linhas comportadas dos Volvo antigos por um conjunto que transpira carisma. Não foram necessários vincos exagerados ou elementos peculiares para obter um resultado cuja personalidade se diferencia de tudo o que se vê nas outras marcas. A Volvo explorou este potencial ao máximo com uma medida muito inteligente: todas as nossas versões trarão o pacote R-Design, composto por chassi esportivo, kit aerodinâmico e rodas especiais, itens exclusivos entre todas as peruas vendidas no Brasil até a sua faixa de preço. No entanto, engana-se quem pensa que seus preços são abusivos: a versão Comfort parte de R$ 130.900 e já entrega ar-condicionado digital, bancos de couro, freio de estacionamento eletrônico e o típico pacote de segurança da Volvo incluindo o City Safety, sistema que evita colisões iminentes a até 35 km/h. Já a Dynamic agrega farois xenon e teto solar, entre outros, e a T6 soma câmera de ré, piloto automático adaptativo e tração integral, ficando em R$ 199.900. As duas primeiras usam o motor 2.0 T5 de 240 cv e a última o 3.0 T6 de 304 cv, sempre com câmbio automático Powershift de seis marchas.

Read more > Volvo V60

Mazda 6

Now we can go to the Moscow Auto Show without so much anxiety. Mazda released yesterday the first official information about the new generation of their luxury sedan whose official announcement will be made at that event. Until now there’s only information about the Russian version, but it can’t change so much to the other markets. The fact is this beautiful Japanese sedan has not evolved only at the usually expected aspects, but also in its whole concept. And you can read all about it at this article.

It was already widely known that the new Mazda6 was going to be the production version of the Takeri concept-car, which was publicly presented last year at Tokyo. But the point made by this sedan can be explained starting with the changes at its measures: it got 11 cm (4,33 in) larger and its distance between axles increased in 10,5 cm (4,13 in), but it kept short with its 1,45 m (4,76 ft) of height and opulent, with 1,86 m (6,1 ft) of width. These changes reveal the intention of keeping it sporty, but much more sophisticated than the previous generation. The front end shows proudly the style started with CX-5, with a big air intake that found a nice way of getting elegant, instead of giving a brute sensation. These organic shapes can remeber  the Mercedes-Benz’s models, but they escaped of their heavy lines to combine with perfectly-sized headlights, creating a slightly taller central zone which is followed by a large hood, that gives the always-pleasant sensation of plenty of power under it. This solution continues at the sides, and it would be easy to think it abandoned the German cars to take inspiration from the Italian ones, but this thought is broke by the fact that Mazda gave an excellent Japanese touch to it.

Mazda6 also escaped from the now exausting-to-see Japanese car style of lots of agressive cuts and folds, and seems to have found an evolution of that. We can still see some contours remembering its previous generation, like the windows’ global shape, but now we can see it reached a consensus between the European and Japanese style. Now it is definitely a worldwide car, which never denies its origin, but got much more classy to now please a bigger public, instead of using a too much Eastern look. And to prove that we can return to the measure changes: it took advantage of being short and wide to get a more mature sportiness than the previous one. Besides that, we can also see some North-american influence at the length increase: the sideview shows resemblance with luxury sedans like Chevrolet Impala and the US-focused Honda Accord and Toyota Camry: the Mazda sedan features a smooth roof fall into a classical rear end with big tail lights, which take some space from the sides and got connected by a metal line. In fact, it’s very nice to see that even this little detail got its attention: its irregular shape helps it to avoid getting too much old-fashioned, like at the first Hyundai Azera.

The Mazda fans will have a pleasant déjà vu when entering the new product. Mazda6 doesn’t deny it shares platform with CX-5, but the easiest way of finding that out is the central console, which is also the same for both of them. Far away from being a bad thing, it means these cars were designed to have some connection, therefore estabilishing a luxury car family composed by the crossover, the sedan and the station wagon and the hatchback who will also come later. Even though there’s no news concerning the shapes of the console, it’s nice to see the shiny red painting at the part who divides it above and beneath the air conditioner outlets: the resemblance with polished wood gives the same idea of sophistication, but the red color takes away the ‘80s car’s impression. In fact, it’s hard to find this car too old when we can enjoy all its tecnhology package: besides the giant touchscreen which controls the entertainment system, it’s main highlights are TomTom GPS navigation, BiXenon headlamps, start/stop tecnhology and the debut of i-ELOOP, Mazda’s regenerative braking system. As almost every recent car, this sedan has a lot of technologies with focus at the efficiency improvement.

And now is the moment when we talk about Skyactiv, the brand’s new engines family. The upgraded performance comes with improvements such as high compression ratios, special plumbing to reduce combustion temperature and lightweight parts, not to mention direct fuel injection, multiple-clutch transmission, turbocharging and variable valve timing. The Russian market will have two 4-cylinder options: a 2.0 with 134 hp and a 2.5 with 189 hp – both will use the six-speed Skyactiv automatic transmission, but the smaller one will have it as an optional and use the manual one by standard, with also six speeds. The security department obviously follows this huge level, and presents intelligent headlights, blind spot monitoring, trajectory deviation warning and Smart City, a system which brakes the car by itself if the driver doesn’t react to an imminent collision at 30 km/h (18 miles) or less. It was announced that the US-market information will be published in a few days. Fuel mileage and emissions information weren’t presented until now, but Mazda will start the deliveries still at this year.

05/08/2012 update: Yesterday the station wagon was released, still at the Moscow Auto Show. And, as the sedan, the design is one of its many qualities. It’s impressive to see how that casual but elegant style didn’t lost anything when had to be used at the kind of car whose form usually makes more concessions to the function – it still looks large as the luxury car have to be, but doesn’t look excessively large, like the American wagons until the 1990s. This excellent impression came because of the attention to some details that when suppressed give a terrible result. One example is the rear doors, which have different design from the ones used at the sedan so the windows could be changed to the best possible design without any problem. The “fifth door” is also surely exclusive, but its big inclination was decisive to maintain the overall style. However, a nice detail is that Mazda has found how to highlight the connection with the sedan even at the section where those car bodies most differ: the tail lights are the same, so as the metal bar above them. Speaking of the trunk, it’ll surely have different measures from the sedan’s, but they still aren’t known. Besides that, all the rest is shared between the two cars.

Read more > Mazda 6

Ford Fusion and Mondeo

The North-American website has already received the price list of the new Fusion, which denotes its sales are going to start soon. This car reflects a change at Ford’s strategy when promoting a new vehicle because, as what was made at Brazil with the new EcoSport, they’re starting to show it through different media several months before it really starts to appear at the dealers. Until now it’s hard to define if this procedure is good or bad, but the fact is that you will read about the best phase of these cars ever.

We can say that, as well as Escape, the second-generation Fusion will be the first strong example of the latest visual identity changes Ford is starting to apply at its cars. This can be explained by remembering that, when a company decides to promote a big change like that, its vehicles are divided at three moments of their current lifetime. The first one is like the current Focus, who got completely remodeled only one year ago. Even if some cases of this group don’t follow too well its brand’s new path, they’ll have to stay like that for some more time until it’s really worth to get changed again. The second group are the ones who already have that extra time at the current phase, but still not needing big investments. At this case, the better solution is a face-lift, like Fiesta has recently received, so this makes possible for them to adapt the new style to a project who is still getting good reception. And the third kind is the oldest, therefore clearly deserving an entire new generation or even a new model to replace it. Those are the better ones to work on, because the new values the company wants to express can be applied since the very start of the designing. So that’s why the cars at this article abandoned their six-year-old previous phases to get completely improved.

And by improvement, Ford means adopting the new interpretation of the Kinect style. There are more elegant shapes, with some concession of the agressive lines in order to achieve an imposing design. Fusion and Mondeo now use a long and wide hood to give bigger impression of plenty of power, while the small-sized headlights seem to compose an angry “facial expression” along with the big air intake – this one has also abandoned the thick silver pieces to a much less brutal and more elegant design. The side sections follow the latest trend, which already drops that excessively tall lower line of the windows, but brings the Kinect fluidity with strong, solid lines without too much folds. It’s easy to see that this car became much more sophisticated than the previous Fusion, and here’s where Ford starts to attach it to Mondeo. Yes, that déjà vu you must’ve had with the tail lights has its reason: the One Ford project has decided that both the North-American and the European luxury sedans would converge into the same car at this new generation. This win-win strategy helps Ford to cut production costs and allows the customers to have a much better car, designed to satisfy the two most demanding markets of the world.

Obviously, the interior has become an excellent definition of both European and North-American quality. There’s a lot of equipments regarding comfort and security, but the technology is what guides this car: at least at the United States, it’s already known that Fusion will offer the Ford/Sony Sync entertainment system as a standard item. It concentrates the sound system with GPS navigator and lots of other functions to be controlled by a big touchscreen at the central console. Considering the North-American price list, Fusion starts at the S version, at US$ 22.495 with focus at company use and 2.5-liter engine. Right above it there’s SE, who starts at US$ 24.495 and adds some of the comfort and style items, besides of the modern and efficient 1.6 EcoBoost – this engine generates 181 hp and can use manual or automatic transmission, both with six speeds. There’s also the 2.0 EcoBoost with 240 hp for US$ 26.745, but this one only comes with the automatic option. There’s already a Hybrid version, with an aspirated 2.0 and the electric engine, using a CVT transmission and starting at US$ 28.000. And the top of the line is made by the Titanium version, with only the 2.0 EcoBoost and the automatic transmission, besides exclusive items such as special suspension and bigger wheels.

Going to Europe, however, reveals some more amazing surprises. Mondeo will arrive at that market already with also the station wagon and notchback versions, until now exclusive for that continent. This comes from the fact that the North-Americans usually prefer the SUVs when they have to choose a bigger model, while the Europeans have always loved these two car variations. It’s really nice to see how the wagon followed the exact idea passed by the sedan, achieving the same modern dynamism instead of giving that heavy “family car” look – named Mondeo Turnier as the previous generations, it uses the usually effective solution of sharing the tail lights with the sedan, not only to reduce costs but also to increase the overall resemblance. And about the notchback, Ford used the typical solution of only reducing the third volume, giving an “almost sedan” look; this solution saves all the money that would be used to create an entire hatchback rear section, but ends allowing the trunk lid to move along with the rear window anyway. Mondeo will be sold at Europe only at late 2013, but its engine options will be really nice. It’ll use diesel with the 1.5 and 2.0 TDCi and gasoline with the 1.6 and 2.0 EcoBoost, but also the one-liter option, which have chance to achieve excellent consumption and emissions numbers.

10/09/2012 update: It was included all the information about Ford Mondeo including the pictures, and the entire text was translated to English in order to follow the other non-Brazilian cars’ articles.

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