The essence of the Infiniti brand distilled into one car and then taken to the extremes to satisfy the world’s most demanding car enthusiasts – this is the Infiniti Essence. Presented as a concept at the 79th International Motor Show of Geneva, Essence is a celebration of Infiniti and its 20 years history as a creator of performance cars. But equally it is an inspiring exploration into the brand’s future.
As far as we can tell, the 2009 MINI Cooper S Convertible draws cold air wherever it goes. First came the drop-top’s ironic unveiling in Detroit, where we had the misfortune of experiencing one of the coldest, snowiest shows in recent memory. Just over a month later, we found ourselves in the cabrio-friendly climes of Southern California, where temperatures in the mid-50s did their best to spoil our open-air fun. But in spite of the chilly atmosphere, we bit the bullet, dropped the top and put the new MINI ‘vert to the test to see if the lil’ British runabout lives up to its “Always Open” tagline. Make the jump to find out what drop-top Motoring is all about.
2009 is a big year for MINI. In August, the automaker will celebrate the 50th anniversary of Sir Alec Issignis’ creation, and later this year, MINI will launch its fourth variant, a smallish CUV that will be similar to the Crossover Concept originally shown in Paris. Jim McDowell, VP of MINI-USA, made it clear that the CUV would not carry the Crossman moniker, but that’s a story for another day, as the MINI Cooper Convertible awaits.
It took some time, but the new cabrio is finally based on the second generation (modern) MINI that debuted in late 2006. Like its hatchback and Clubman siblings, the newest version is slightly longer than the original revival, mainly to meet current crash and pedestrian safety standards. The nose is a bit higher and rounder, but still utterly familiar and instantly recognizable as a MINI.
The interior, dominated by the huge central-mounted speedometer, is essentially identical to the rest of the MINI range, save one unique element to the convertible: the “Openometer.” The new gauge hangs on the steering column to the left of the tachometer and tracks the amount of time the MINI is driven with the top down. The needle rotates clockwise for every minute the car is operated in drop-top mode, up to 60 minutes. At that point it, it flips back to the start point and LEDs illuminate for each hour you’re enjoying the outside world. The chassis computer tracks the cabrio’s total time with the top down over its lifespan and MINI USA Marketing Manager, Trudy Hardy, explains that the company is working on a variety of social networking tools that will allow owners to compare their “open time” with other MINI drivers. One predictable method being considered is the development of an iPhone app that would download the overall open-air time from the MINI’s computer when the phone/MP3 player/global domination tool is plugged in and then automatically transmit it to a special website.
While the “Openometer” is fun gimmick, it adds nothing to the driving experience. That’s where the mechanical bits come into play. The first order of business is putting the roof down, and like the first-gen. model, the power top features a “sunroof” function. Press the switch above the mirror and the portion of the roof above the front seats slides back. Continue holding the switch and the entire top retracts back behind the seats in 15 seconds. Another 15 seconds reverses the process. Given the MINI’s diminutive size, there isn’t room to stash the top entirely behind the seats, so a portion of the roof is stacked onto the rear deck, cutting into rearward visibility.
However, line of sight is notably better than the outgoing model thanks to a new active roll-bar mechanism. The last convertible had fixed double hoops that were always in view. MINI has addressed this problem with a new active system that’s mounted even with the rear headrests under normal conditions. When the inertial sensors of the standard stability control system detect an impending rollover, a pyrotechnic charge causes the bar to pop up into its extended position. A ratchet mechanism holds it permanently in place afterward, making this a one-time deal that requires a professional fix, just like an air-bag.
Like its fixed roof brethren, the new convertible is available in mild, medium and caliente flavors, officially designated as the Cooper, Cooper S and John Cooper Works edition. That means propulsion from a 1.6-liter four cylinder with 118, 172 or 208 horsepower, the last two augmented by a turbocharger and in the case of the JCW, direct injection. We had the opportunity to spend some time with a Cooper S coated in the latest color choice “Interchange Yellow,” which popped in the sunlight and had a slightly green cast to it.
Even though the temperature was an unseasonably cold 52-degrees in San Diego, the top immediately went down before we got underway. Fortunately, our Cooper S tester was equipped with the $500 Cold Weather Package that includes heated seats. So with the butt-warmers engaged and the heater cranked up we set out on our little journey.
They don’t call this a MINI for nothing. At just over 12-feet-long, this is currently the second smallest car available in the U.S. after the smart ForTwo. Even the regular MINI hatchback has tight rear accommodations and the convertible is a bit more snug. Nonetheless, with the front passenger seat pulled forward, a small-framed passenger can fit, if only for short trips.
The entire MINI range is reasonably quick, with the normally aspirated Cooper equipped with a six-speed manual hitting 60 mph in 8.9 seconds, and the turbo’d S dropping that to seven seconds. The boosted mill was always responsive with no hint of any lag, pulling strongly out of corners or down freeway on-ramps. The exhaust note is aggressive, but it doesn’t have the droning tones you’d likely find with an aftermarket system.
While the turbocharged four-pot is entertaining, the MINI’s strong suit is its handling. The cliched “go-kart” characteristics are present and accounted for – and that’s both good and bad. The MINI benefits from a small overall size and relatively low center of gravity, making it very nimble and willing to change direction almost as fast as the driver can think. The new convertible gets standard 16-inch wheels with run-flat tires, but our tester was mounted with the optional 17-inch Black Star Bullet alloys that add an aggressive look to the cute Cooper. Like other MINIs, the convertible has excellent steering feel and feedback, with no slop or free play. Rotation of the wheel translates directly and predictably to the tires, providing the driver considerably more confidence than they’d find in other similarly sized runabouts.
But for some, the downside of go-kart handling is a go-kart ride. The MINI may be a premium small car, but it’s no luxury boat. The suspension and runflat sidewalls are fairly stiff, and the 97-inch wheelbase means that while driver commands get translated instantaneously, rough pavement finds its way into the passenger compartment with minimal damping. It’s hardly horrendous, but those who live in areas cursed with dubious pavement quality would be advised to take a thorough test drive before putting down a deposit.
Over a few stretches of less-than-ideal tarmac in So. Cal., the Cooper S felt solid and showed no signs of rattles, squeaks or cowl shake. At freeway speeds with the windows up, we had to talk slightly louder than normal, but shouting was hardly necessary and wind buffeting was fairly reasonable. With the fully lined roof in place, life was definitely quieter, but as is often the case with drop-tops, the rear three-quarter blind spots were substantial. When you need to handle parcels larger than the 6.0 (yes, six) cu-ft trunk can accommodate, the rear seats fold down. The rear hatch’s easy-load system allows things to slide in with ease and with the roof up, the rear part of the top can be released and raised to allow a few more inches of cargo space.
Having said all of that, the only major issue with the MINI cabrio is its price tag. Releasing an entertaining runabout during a global economic meltdown is going to be a tough sell, and when you’ve got a U.S. dollar exchange rate of $1.80 to the UK pound, BMW can’t keep prices down without losing its shirt. Regardless, those looking for a stylish means of transport with handling to match and wind-in-your-hair thrills can plunk down $24,550 for the base Cooper convertible, $27,450 for the Cooper S or an eye-watering $34,950 for the JCW variant. If the Cooper convertible is on your shortlist, it could be worth the coin, no matter the weather.
Honda has announced that the Honda S2000 Ultimate Edition will go on sale from March 2009 in Europe. This limited edition has been produced to mark the end of production for the award winning sports car.
Honda’s memorable S2000 Ultimate Edition, which marks the end of production for the Japanese sports car, will make its official debut at the 2009 Geneva Auto Show. But Honda told Inside Line that the limited-edition model won’t be available in the United States.
“There are no plans at this point to bring this model to the U.S.,” said Honda spokesman Chuck Schifsky.
The Honda S2000 Ultimate Edition will go on sale in Europe starting in March.
The appearance package includes a Grand Prix White body and graphite-color alloy wheels. “The shade of the paint evokes the color first used on Honda’s 1964 F1 car and many sporting models since,” the company said in a statement.
The car gets a red leather interior and numbered plaques on the kick plates denoting the car’s position in the series.
Last week Honda announced the end of production for the S2000, following dismal sales in the U.S. Global production of the S2000 stops at the end of June, it said. Honda said it sold a total of 110,673 S2000s worldwide from 1999-2008.
Porsche unveiled the 2010 Porsche 911 GT3 at the Geneva auto show in March.
Though we rarely meet a Porsche we don’t like, the 911 GT3 – a hardcore, track-tuned version of the legendary sports car – has always occupied a soft spot in our hearts. That likely won’t change, as the 2010 Porsche 911 GT3 has grown in all the right places.
That isn’t immediately apparent, though a few visual cues do set the new GT3 apart from its predecessor. A new aerodynamics package adds a redesigned rear wing, along with new front and rear bumper fascias. The front grille is now body color, while the GT3 also sports revised turn signals and taillights – a hallmark of the revised 911 range.
The biggest growth, however, lies underneath the hood. The previous car’s 3.6-liter flat-six engine is eschewed in favor of a new 3.8-liter unit. It’s good for 435 hp, a 20-hp increase that Porsche attributes to both the extra displacement and the addition of variable cam timing. Notably absent, however, are direct fuel injection, a technology increasingly seen on Porsche’s latest models . Also missing is the new PDK dual-clutch transmission – the new GT3 comes only with a six-speed manual, and Porsche won’t confirm or deny rumors of eventually offering the PDK gearbox in the car.
No worries – even without the fancy transaxle and fuel delivery system, the new GT3’s still a verifiable rocket. Porsche says the new car will move from 0-62 mph in a brief 4.1 seconds, and will ultimately hit a top speed of 194 mph. Perhaps it’s a good thing the GT3 continues to offer Porsche’s active suspension system (PASM), allowing the driver to select between a softer mode for casual driving and a stiffer setting for track days.
Such adaptivity is also found in a clever new option, the Porsche Active Drivetrain Mount. As its name suggests, the PADM system essentially acts as an active suspension for the engine itself, stiffening the engine mounts in hard driving to improve weight transfer. One new addition: stability control, though Porsche’s added a neat trick to keep enthusiasts and racers alike happy. The system can be deactivated in two parts – one killing the stability control, the other disabling traction control – and unlike similar systems in lesser 911 models, neither is reactivated upon applying the brakes.
Though the 911 GT3 launches at the 2009 Geneva motor show in March, it won’t arrive stateside until October. Porsche says pricing should begin at $112,000, excluding taxes and destination charges.
The 2009 BMW Alpina B7 Bi-Turbo has joined the B6 GT3 race car on the stand in Geneva.
The BMW 760i is one of the finest and most comfortable V12 saloons in the luxury segment. There is, however, a small circle of enthusiasts who yearn for the sportiness provided in a smaller car, but don’t want to miss out on an automobile in the 760 class. To achieve optimum agility and handling, Alpina made a point of basing the B7 on the BMW 7 Series with V8 engine. The V8 offers the best jumping-off point in terms of dynamism, with an ideal 50/50 weight balance, also weighing around 150 kg less than the comparable V12 model.
The heart of the B7 is a 4.4 litre V8 engine that is charged through the use of a radial (Nautilus-type) compressor. The combination of Valvetronic and charging is world first. Through the use of Valvetronic’s complete functionality, the charge is controlled by varying the valve opening depth and the boost pressure. This charging helps the Alpina engine generate impressive performance figures: topspeed is around 300 kph, with 100 kph flashing by in 4.9 seconds.
The silhouette of the B7 is markedly more dynamic and graceful through the 21 inch Alpina wheels and the rising wedge shape at the rear of the automobile, finishing harmoniously in a rear deck spoiler. With the help of the newly re-shaped Alpina front valance and spoiler, the B7 achieves a coefficient of drag of only 0.31 in the wind tunnel, helping to ensure stability at the highest speeds
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