First Drive: 2012 Honda Civic European-Spec

The new Ford Focus and Honda Civic went on sale at roughly the same time, aiming at roughly the same buyers -- but the two were designed with entirely different global philosophies. Thanks to One Ford, the Focus is largely interchangeable in Europe, Asia, and the U.S. Honda, meanwhile, has continued the split-design policy started with the previous-gen Civic. As such, the European model has very little in common with the one sold in the States and elsewhere.

For starters, the European Civic is a hatchback, not a sedan. It has entirely different exterior sheetmetal, rear suspension, and interior. It even has different front frame rails to make space for Europe's bulky 2.2-liter diesel engine.

Because it hasn't gotten into bed with any other car company, Honda is now in the second tier, size-wise. This separation of platforms must therefore count as a scarily expensive decision. Is it worth it?

Certainly the Euro-Civic has a unique selling proposition. As with the Jazz/Fit, the fuel tank is under the front seats. The rear suspension uses a simple, compact torsion beam layout rather than double wishbones, giving the Civic remarkable versatility. There's nothing but fresh air under the rear seats, so you can flip the cushions up against the backrest like in a movie theater, giving a wide floor-to-roof cave that can easily fit a bicycle upright. Even with rear passengers, the trunk is super-deep.

But let's face it, if cargo space is that important, there are plenty of other options, like one of the micro-minivans that are all over the roads in Europe. If the rest of the Civic doesn't have enough engaging characteristics, flip-up rear cushions aren't going to save it.

Cosmetically, this brand-new Euro Civic is an update of the car it replaces. It develops the same styling form, a sort of one-box that tends to the pyramid-shaped, but it's slightly lower than last time, and has a wave-like crease along the sides plus a black goatee at the front.

On the powertrain side, Honda hasn't done enough. Although the automaker used to be regarded as one of the world's most progressive engine-makers, these days it looks out of step with the European market. European buyers are busily downsizing, and gasoline engines in this category tend to be torque-rich direct-injection turbos such as the Ford Ecoboost or Mini 1.6s, or even a 1.2 and 1.4 from Volkswagen. Honda is sticking with port-injected 1.4 and 1.8 VTECs. The 1.4 makes a scant 94 lb-ft. Meh.

At the same time, Honda's diesel is the opposite: It's too big and powerful. Europe's compact car diesels are usually around 1.6 or 1.8 liters in size. Honda's is 2.2-liters, making it an expensive engine for the market. Still, Honda has at least found ways to eke out the fuel consumption -- the reason diesels proliferate. For this size of car, it now balances performance and economy in an attractive fashion. Economy is a bit better than average, and performance is much better than average.

It's not just engine improvements that make these economy gains. Honda obsessed on aerodynamics, both in the body shape and the details. There's an active shutter arrangement for the radiator grille, so that at speed when cooling air isn't needed in quantity, the grille shuts off for smoother airflow over the car. The tail has several small spoilers and fillets to clean air detachment and cut turbulence. More gain came from an idle-stop system. And weight hasn't risen, despite better equipment.

Yes, this is a good engine to use, with a wide spread of torque and decent refinement. Use the sweet six-speed stick sensibly and the rated acceleration (0-62 mph in 8.5 seconds) translates through the major-league torque into muscular passing and corner-exit acceleration.

The previous Civic was set up with a jittery ride and sharp steering. Fun, but tiring on a long trip. It didn't suit the buyers - families, commuters, and business travelers who spend a lot of time on highways. So Honda used the model change to uprate the NVH isolation. It went back to the source with, among other measures, new fluid-filled bushings for the rear suspension. Even more significant, the springs have been softened off. The Euro Civic now has a decently pliant and quiet ride, a contrast to the criticisms leveled at the U.S. version.

Of course, this means extra body lean, but in general the motions when cornering feel well-controlled. The real downer is a new EPS system, which is soggy and lacks road feel through curves. The simplicity of the rear suspension probably doesn't help. Still, the steering does have good straight-line stability and easy placement in urban driving. And it saves fuel versus the old hydraulic system. See where Honda's priorities are?

Honda did consider moving the European and American Civics closer together with this generation, but as the project went along they drifted apart again. There's a lot to like about the Euro car, and its character seems very different from the U.S. one. But both of them seem, in different ways, to have needed a bit more money spent on them. Maybe a single world-car program would have been the way to do it.

2012 Honda Civic European Spec
Base price	N/A
Vehicle Layout	Front-engine, FWD, 4-pass, 4-door hatchback
Engine	1.4L/98-hp/94-lb-ft DOHC 16-valve I-4 1.6L/139-hp/128lb-ft DOHC 16-valve I-4 2.2L/148-hp/258lb-ft DOHC 16-valve turbocharged I-4 diesel
Transmission	6-speed manual, 5-speed automatic
Curb weight	2650-3000 lbs (mfr)
Wheelbase	102.6 in
Length x Width x Height	168.7 x 69.7 x 58.0 in
0-62 mph	13.4-8.5 sec (mfr)
EPA fuel economy	N/A
CO2 emissions	N/A lbs/mi

2012 Ford Focus ST - 2011 Frankfurt Auto Show

The production version of the 2012 Ford Focus ST, the spiritual successor to the Focus SVT, made its debut at the Frankfurt Auto Show, underscoring the new global approach that the company is taking not only to its mass-market entries, but also to its performance products.

The Focus ST will be sold in over 40 markets including the U.S. and promises stepped up performance and handling over the standard model thanks to suspension upgrades and a 2.0-liter Ecoboost turbocharged inline-4 producing 247 bhp and 265 lb.-ft. of torque.

While the ST will be offered in all markets as a 5-door hatch, Europeans will also be able to opt for the ST package on wagons.

The heart of the ST (which stands for Sport Technologies) is the lightweight aluminum-block engine featuring high-pressure direct injection, a low-inertia turbocharger that spins up to speed quickly, and independently acting variable valve timing on both intake and exhaust sides of the engine. The new powerplant replaces the 2.5-liter inline-5 of the previous European ST and offers better performance.

The engine is mated to a 6-speed manual transmission with revised gear ratios to take advantage of the Ecoboost engine’s increased output.

Emphasis on Driving Dynamics

The 2012 Ford Focus ST employs a variety of technologies to increase the car’s agility without sacrificing ride quality. As managing torque steer on a front-drive chassis always represents a challenge, Ford addresses this with its new Torque Steer Compensation System. Rather than limiting torque to the front wheels, the TSC works in concert with the car’s electric-assist power steering (EPAS) to counteract torque steer. The EPAS system has also been tuned to provide ample feedback through its variable-ratio system in tight cornering while at the same time adding sufficient weighting for precise on-center control during high-speed cruising.

The Focus ST also has electronic stability control with three modes: standard, reduced or wide-slip mode, and off. The car is also equipped with Enhanced Torque Vectoring Control, which is independent of the Torque Steering Control system. This system applies the brakes to the inner wheel in cornering to reduce understeer in both power-on and power-off conditions.

Overall the suspension has been tuned using upgraded shock and spring settings, which help lower the ST’s ride height for a lower center of gravity and a more aggressive look The rear suspension has been revamped with new suspension knuckles, and there’s also a new anti-roll bar design.

Muscular Looks, Inside and Out

The Focus ST’s performance attributes are borne out by the car’s look. In addition to being lower, the car has a muscular look thanks to meaty 18-in. Goodyear Eagle F1 Asymmetric 2 tires mounted on alloy rims. The car also features a new one-piece trapezoidal grille opening, side skirts, rear diffuser vents and a roof spoiler. The ST will be available in a new color, Tangerine Scream, along with more traditional Performance Blue, Race Red and White.

Inside, the cabin is fitted with Recaro sport seats, specially designed pedals, a sport steering wheel and gearshift. Sculpted rear bench seats use extra padding to give the rear passengers additional support.

In Europe, this Focus will be launched in three trim levels: ST1, ST2 and ST3. Sales in the U.S. are expected as early as next summer.

Driven: Audi e-tron Spyder - First Drive

In what has become somewhat of an annual tradition, Audi let us drive one of its exciting concept cars. In this latest case, it’s the e-tron Spyder, which we could drive gently along a meandering section of Southern California’s famed Mulholland Highway—with a police escort to keep me from running off with this priceless one-off! Beside me, though, was Uwe Haller, the e-tron’s Project Manager and Engineer responsible for Audi Showcars.

With a few runs up and down the mountain, I experienced a car that goes against the grain of development mules and other production-oriented test cars. The e-tron Spyder is wholly unique, with no plans to be anything other than a show car. Its aluminum frame is hand-made with commonly available aluminum extrusions. It does borrow a floorpan from an Audi R8, but there are no cast-aluminum pieces. Its shapely body and interior are formed with carbon fiber and hung on the hand-fabricated aluminum space frame—its interior and ergonomics are pure designer whim. Surprisingly I found the seats comfortable, and the driving ergonomics fitting to my 6-ft.-tall, 200-lb. frame. The e-tron’s open dash, which has no center column, has a classic look that reminds me of an older sports car design, and something I find aesthetically pleasing. Amazingly, the entire car was built in six months—two months for the chassis and body, two months for the Drivetrain, plus a final two months to make it all “mostly” work together.

Before driving the car I looked at it and pondered what Audi is trying to tell us with this concept. Show cars rarely live up to their printed claims and specifications, and I’m always impressed when they become anything but a clay model. That Audi is building these running concepts, and trusts us with them, is impressive.

The specs of this Audi e-tron hybrid concept are a bit unusual. The car is essentially a mid-engine short wheelbase Audi R8, its engine a longitudinally mounted 3.0-liter turbodiesel V-6. Although the specs call for a 300-bhp twin-turbo TDI V-6 and 7-speed dual-clutch transmission, the execution of the concept was kept simpler. A glimpse under the bonnet reveals a single turbo mounted up high behind the engine and above the transaxle, which in this case contains a CVT. This was done for integration simplicity says Uwe, and a production version of this drivetrain would surely use the dual-clutch unit. Making the concept an awd hybrid is an electric drive system on the front axle. Each front wheel is driven by its own air-cooled electric motor, thus negating the need for a front differential and allowing for torque vectoring. Power comes from an air-cooled 9.1-kWh battery. The electric propulsion allowed us to travel up to 30 km/h before kicking over the TDI to power the rear wheels. It worked, but it’s not on a par with production integration levels. It’s what I’d call “show-car acceptable."

Although limited to relatively low speeds, the e-tron Spyder drove surprisingly well. Its pure electric assist steering was numb, but its overall dynamics felt like a Porsche Boxster’s more than an Audi TT’s. Massive 22-in. rims with 245/30-20 and 265/30-20 Michelin Pilot Sport tires gave it ample grip and a precise feel. The chassis itself was stiff, and I heard minimal squeaks and rattles on the smooth road. Around tight bends the Spyder felt small and nimble, with easily seen corners, and an open cabin that makes a Boxster seem tight.

So what does this e-tron concept reveal about Audi’s future? If it’s not a car that’s going to be made, what’s the point? This: Electrification of the automobile is coming, and Audi is simply investigating it in a sporty car of these proportions. We’ve called it the Audi R4, but the R4 name belongs to Renault, so it’ll be called something else.

It’s clear that Audi is deciphering how it will adapt the new electrification technology, and the e-tron Spyder concept is an excellent example of how the company can fuse performance, driving enjoyment, style, and fuel economy into one package. I look forward to driving the results.

Mercedes-Benz F 125! Concept - 2011 Frankfurt Auto Show

At a preview event held the night before the Frankfurt Auto Show officially opened to the press, Mercedes-Benz unveiled the F 125! (In case you were wondering, the exclamation point after the “125” is all Mercedes, not us.)

Why the bold statement? Two reasons. First, the 125 acknowledges the 125th anniversary of the automobile being invented by Karl Benz. Second, the F 125! has a range of 1000 kilometers (621.4 miles), emissions-free! If you’ve been following alternative fuel trends or Mercedes’ engineering activity, you may have guessed the company’s fuel-cell technology (F-Cell) is at work.

Using hydrogen for its energy source, the environmentally friendly technology is already proven in a B-Class F-Cell that successfully circumnavigated the world—driving 30,000 kilometers through 14 countries and four continents. A Mercedes representative was overheard stating that the F 125! will cover 950 kilometers (590.3 miles) on a full tank of hydrogen alone.

Supplementing the F-Cell is Mercedes’ plug-in hybrid system. The use of a hybrid system enables the concept car to capitalize on range-increasing technologies such as brake regeneration and engine start-stop that couldn’t be used otherwise. With the new lithium-sulfur battery, as opposed to a conventional lithium-ion battery, there’s higher energy density, although power density is about the same. The result is a prototype battery that delivers extended range, or in this case, an extra 50 km (31.1 miles). Adding that to the F-Cell’s 950-km figure gives the F 125! its magical 1000-km range.

As for performance, four electric motors comprise the all-wheel drive e4MATIC system. In total, the F 125! produces 231 continuous horsepower, with a peak output of 313 hp. Mercedes claims the F-Cell plug-in hybrid will accelerate from 0-100 km (0-62 mph)in 4.9 seconds and carry a top speed of 136.7 mph.

Despite its gullwing door configuration, the F 125! has full rear seating and is intended to accommodate four passengers.Mercedes even goes so far as to call it a saloon. The hydrogen tanks are structurally integrated into the floor assembly—instead of clumsy tanks—improving interior space. To compensate for the missing B-pillars, high-strength steel, aluminum and carbon fiber are used to construct a rigid chassis that is also light. The doors use lightweight CFRP and can be opened and closed by hand gestures—a neat, conceptual technology that can also be found in the networked infotainment system with multiple displays (including an autostereoscopic 3D display for the driver).

While only a concept at the moment, the Mercedes-Benz F 125! is a testament to the company’s commitment to F-Cell. Considering it’s a saloon, this might be a taste of what a future S-Class might be.

2012 Porsche 911 - 2011 Frankfurt Auto Show

Anyone who expects radical change from the newest iteration of the Porsche 911 hasn’t been paying attention for the last, oh, nine presidential administrations. Historically, the improvements have been incremental…a bump in displacement, increased power, tweaks of technology, use of lighter materials, styling detail changes. But the classic 911 silhouette and

Internally dubbed the 991, this latest 911 has a 3.9 in. longer wheelbase, but tighter overhangs limit its overall length increase to 2.2 in. The front end is slightly wider and the windshield is more convex, yet the coefficient of drag (0.29 for the base coupe) remains the same And the wider, variably extending rear wing hints at the greater power within.

How much? Though the base direct-injected flat-6 drops in displacement from 3.6 to 3.4 liters, it now makes 350 bhp (a bump of 5) while retaining peak torque of 288 lb.-ft., although both figures are generated at higher rpm. The S model stays at 3.8 liters, but gains a significant 15 bhp (now 400 bhp) and a peak torque bump of 15 lb.-ft. (now 325). In a world first, the 991 comes standard with a 7-speed manual transmission that shares the gear module with the optional 7-speed PDK gearbox, for greater economies of scale. Ratios 1–6 are closely spaced, with 7th as an economy overdrive. Also, a shift lock is employed where 7th gear can be engaged only after 5th or 6th has been previously selected.

The unit chassis continues with a core of high-tensile-strength steel, but nearly half of the body-in-white is of aluminum, including doors, trunklid, engine cover, roof and rear wing. Overall vehicle weight is as much as 99 lb. lighter. Suspension continues with MacPherson struts up front and multilink rear. Electric-assist steering is used for the first time, and Porsche Dynamic Chassis Control allows hydraulic decoupling of both front and rear anti-roll bars for either improved ride or handling, as the situation merits. And there’s also a new rear-wheel torque vectoring system using brake intervention that augments the mechanical differential.

Probably the biggest changes come inside, as the interior’s high-mounted center console and shifter allude to the Carrera GT and even the 928. It’s Panamera-esque, although thankfully with far fewer buttons. The 5-circle instrument cluster remains (tach front and center) with a round 4.8-in. TFT screen situated right of the tach. The manual handbrake goes away, replaced by a button-actuated electromechanical unit. Am I the only one who preferred the satisfyingly tactile clickclickclick to the new robotic whirrrscreeech?

Progress marches on, and no doubt the 991 will handily show its new LED taillights to the 997 around your track of choice. We can hardly wait to get behind the wheel.

2013 Lamborghini Sesto Elemento - First Look

Lamborghini has announced it will build 20 production models of the Sesto Elemento, a bantamweight concept car shown last year during the Paris Auto Show. The car weighs only 2200 lb., thanks to the extensive use of carbon fiber in its construction. A 570-bhp 5.2-liter V-10 engine, mounted behind the passenger compartment, provides power (and lots of it). To put this into perspective, the Sesto Elemento weighs about 400 lb. less than a Mini Cooper S, but has more than three times its horsepower! It’s a pity that Lamborghini says the production version of the Sesto Elemento is intended for “track use” only.

Less is More

Lamborghini President and CEO, Stephan Winkelmann, has stressed the important role lightweight materials will play in the company’s future lineup. The Sesto Elemento has taken this ethos to the extreme, by employing carbon fiber in every aspect of the car’s construction. The seats are formed directly into the carbon-fiber tub, with thin cushions and high-tech fabrics attached directly to the monocoque. To get comfortable, the driver adjusts the position of the steering wheel and pedals to the fixed seating position. Instruments, dials, and cabin trim have been kept to an absolute minimum.

The Sesto Elemento has a stellar weight-to-power ratio of 3.85 lb. per horsepower. The 2012 Chevrolet Corvette ZR1—which has 638 bhp and a top speed of 205 mph—seems positively porky in comparison, carrying 5.2 lb. per bhp. However, remember that the Vette can be driven on public roads, whereas the Sesto Elemento is limited to showing off its tire-smoking heroics solely on racetracks.

Lamborghini estimates the Sesto Elemento can sprint from zero to 62 mph in only 2.5 seconds. In terms of raw acceleration, this places the Lambo in some extremely exclusive company. In our recent test of the fastest-accelerating supercars (Road & Track, December 2011) the Sesto Elemento would leave the Nissan GT-R and Porsche 911 Turbo S eating its dust. Only the almighty Bugatti Veyron 16.4 Super Sport—which starts at a cool $2.6 million—could give this little Lamborghini a run for its money.

And money you will need. The Sesto Elemento, when in goes sale in early 2013, is expected to cost in excess of $2 million.

2012 Chevrolet Camaro ZL1 Has Arrived - First Look

For prospective owners, the Chevy Camaro ZL1 is a long time coming. From the first whispers of a Z28 performance trim two years ago to its formal debut as the ZL1 model at the 2011 Chicago Auto Show (plus an astounding 7:41.27 lap time at the Nürburgring Nordschleife two weeks ago), there hasn’t been this much hype surrounding a bowtie since the invention of the clip-on.

But now it’s here in the flesh, in all of its 580-bhp glory. The blown 6.2-liter LSA V-8 boasts an Eaton TVS supercharger, a water-to-air charge cooler, LS9 head castings, an upgraded fuel system, an improved intake with 30 percent less restriction and cast stainless-steel exhaust manifolds. Torque is an earth-twisting 556 lb.-ft, routed through either a 6-speed manual or a 6-speed automatic gearbox.

The beefed-up Camaro takes full advantage of its independent rear suspension with revised bushings, a significantly larger rear anti-roll bar and specially tuned MR shock absorbers. The almost psychic Performance Traction Management traction control used in the Corvette ZR1 is now included on the ZL1. Engine, transmission and differential oil coolers are standard, as are brake ducts and an aero tray under the engine. The front and rear fascias, rear spoiler and hood are also trim-specific. All in all, 30 percent of the track-ready ZL1’s parts are new when compared to a base Camaro.

The Camaro ZL1 here is slightly different from a production unit, as it’s the actual checkered prototype that ran the 7:41.27 lap time at the Nürburgring. It’s equipped with safety equipment such as a rollcage, race seats and harnesses, plus telemetry and a fire-suppression system. All the trunk-mounted test equipment added 30 lb. to the car. As a precaution, the fire-suppression system was removed for its U.S. visit. Of the ZL1’s five driving modes, the one used for the blistering Nürburgring lap time was Race, which has Performance Traction Management in its raciest setting.

Mark Reuss, President of GM North America, stopped by our office to show us his new toy…and its impressive tire-smoking capabilities. Says Reuss: “We at Chevy wanted to show that we have the engineering talent and capability to build a high-performance car that’s accessible both on price and everyday drivability. The Camaro ZL1 is proof of that. Few manufacturers can build a car that can run 7:41 around the ’Ring for under $75,000 and still be driven every day with room for your family.”