SHIFT: Hydrogen fuel cell vehicles are a fraud

Who wouldn’t like the idea of a fuel cell car running on clean, pure hydrogen, the universe’s most plentiful element? Its byproduct is sparkling, drinkable water, with none of that pesky pollution spewing out the tailpipe. And then if there's any energy left over when you're done driving, why, you could use that car's fuel cell to power your house! We can get rid of gasoline! And fuel cells, hey, they use those in spacecraft, don't they? This is some modern stuff, and at first glance, hydrogen appears to be a viable solution to all our energy problems.

Well, think again. Hydrogen fuel cell cars are a dumb idea, and those who are pushing them are frauds. They want to advance their own agendas, and couldn’t care less whether their cars are practical or not. They just want to make more money. In fact, their tired ideas for fuel cell vehicles have already been left in the dust by electric and hybrid vehicles, and there are a lot of good reasons why.


Not for Sale
Fuel cell cars are available today. But wait, you can’t really buy the Honda FCX Clarity — you must rent it for $600 a month. Why? Because if this wasn’t a publicity stunt, you’d have to buy the FCX for its real cost. The car makers are secretive about how much it's costing to build these vehicles, but you can bet it's well into the hundreds of thousands of dollars apiece.

To give you an idea, mass producing a fuel cell-powered bus is going to cost $200,000 extra just for the engine, according to its designers at Caltech and the Jet Propulsion Laboratory. Pretty good, though, considering that just two years ago, the average cost of a fuel cell vehicle was a cool million dollars.

This huge cost issue is just the tip of this expensive iceberg. While some companies that are seeking funding for their fuel cell vehicle schemes say otherwise, the cars are notoriously impractical. I smell boondoggle.



Is Hydrogen a Fuel?
No, hydrogen is not really a fuel, but an energy storage medium. It's more akin to a battery that soaks up energy when it’s extracted from something else, and then delivers that energy when it’s used. And, it takes a lot of energy to create that hydrogen. The energy must come from other sources, such as natural gas, or elaborate electrolysis using platinum membranes that separate the hydrogen and oxygen in water, using, um, electricity. What? Using electricity to make hydrogen that's then turned back into electricity? Yes, it’s the laws of physics at work, where you have to put in energy to get some out. So you must use electricity or gas (or maybe solar energy) to make this stuff. So yeah, it works like a battery, except a whole lot more expensive. Why not just charge up an electric car instead?


Can’t we just mine hydrogen from the ground?
No, there's no such thing as a hydrogen well. It doesn’t just gather in one place like oil or natural gas does, but quickly dissipates into the atmosphere because of its simple atomic structure. Because of that number-one position on the periodic table, hydrogen is difficult to store and corrodes pipes. It’s a clever escape artist, and can even slip between the molecules of steel or aluminum containers. So hydrogen can't be stored long-term — it must be created on the spot by stripping it from other molecules.

These fuel cell cars need four times the volume to store an amount of energy equal to that of gasoline. Even though the energy-generating equivalent of hydrogen is lighter than its gasoline counterpart, you need a 60 gallon tank to store the same amount of energy that’s in 15 gallons of gasoline. These cars won’t go far before it’s time for more hydrogen.


Where will you get that hydrogen?
The oil companies would like to provide the infrastructure for such a “hydrogen economy.” The oil companies say to you, "No, don’t use electricity from your house to charge up that electric vehicle — depend on the oil company’s filling stations to get where you want to go, as you’ve always done."

Good luck with that, though, because so far there’s just one retail hydrogen station in the U.S. (run by, you guessed it, an oil company), far short of the thousands needed to make this hydrogen economy anything more than a pipe dream. The other experimental stations are nothing but showboat propaganda fronts that expend far more energy than they create. Anyway, the oil companies would be happy to invest in that costly infrastructure, because they know they'll get their money back. But it'll be coming out of your hide, just like it always has.


Plenty of Guff
There are a variety of impractical ideas for using hydrogen to propel cars, but they're years — and maybe even decades — from being cost-effective. Most of these schemes seem to suspiciously somehow involve the oil companies keeping their greedy paws in the “hydrogen economy.” To give you an idea, one great proponent of the “hydrogen economy” is energy expert, former oilman and conservation guru George W. Bush.


Somewhere Over the Rainbow
We're all for innovation, but the fantasy of cost-effective hydrogen fuel cell vehicles is just a distraction from the real work that needs to be done: perfecting electric and hybrid natural gas/electric vehicles, charged by electricity generated by clean and renewable nuclear, solar, wind, geothermal and hydroelectric power. These technologies are here now, and the associated batteries are getting more efficient at a rate that’s significantly faster than the snail's pace of impractical fuel cell technology. Maybe someday hydrogen fuel cells will be practical for personal vehicles, but not today, and not for a long time to come. Don’t be fooled by the self-serving frauds that keep trying to tell you otherwise.

SHIFT: Hydrogen fuel cell vehicles are a fraud

Who wouldn’t like the idea of a fuel cell car running on clean, pure hydrogen, the universe’s most plentiful element? Its byproduct is sparkling, drinkable water, with none of that pesky pollution spewing out the tailpipe. And then if there's any energy left over when you're done driving, why, you could use that car's fuel cell to power your house! We can get rid of gasoline! And fuel cells, hey, they use those in spacecraft, don't they? This is some modern stuff, and at first glance, hydrogen appears to be a viable solution to all our energy problems.

Well, think again. Hydrogen fuel cell cars are a dumb idea, and those who are pushing them are frauds. They want to advance their own agendas, and couldn’t care less whether their cars are practical or not. They just want to make more money. In fact, their tired ideas for fuel cell vehicles have already been left in the dust by electric and hybrid vehicles, and there are a lot of good reasons why.


Not for Sale
Fuel cell cars are available today. But wait, you can’t really buy the Honda FCX Clarity — you must rent it for $600 a month. Why? Because if this wasn’t a publicity stunt, you’d have to buy the FCX for its real cost. The car makers are secretive about how much it's costing to build these vehicles, but you can bet it's well into the hundreds of thousands of dollars apiece.

To give you an idea, mass producing a fuel cell-powered bus is going to cost $200,000 extra just for the engine, according to its designers at Caltech and the Jet Propulsion Laboratory. Pretty good, though, considering that just two years ago, the average cost of a fuel cell vehicle was a cool million dollars.

This huge cost issue is just the tip of this expensive iceberg. While some companies that are seeking funding for their fuel cell vehicle schemes say otherwise, the cars are notoriously impractical. I smell boondoggle.



Is Hydrogen a Fuel?
No, hydrogen is not really a fuel, but an energy storage medium. It's more akin to a battery that soaks up energy when it’s extracted from something else, and then delivers that energy when it’s used. And, it takes a lot of energy to create that hydrogen. The energy must come from other sources, such as natural gas, or elaborate electrolysis using platinum membranes that separate the hydrogen and oxygen in water, using, um, electricity. What? Using electricity to make hydrogen that's then turned back into electricity? Yes, it’s the laws of physics at work, where you have to put in energy to get some out. So you must use electricity or gas (or maybe solar energy) to make this stuff. So yeah, it works like a battery, except a whole lot more expensive. Why not just charge up an electric car instead?


Can’t we just mine hydrogen from the ground?
No, there's no such thing as a hydrogen well. It doesn’t just gather in one place like oil or natural gas does, but quickly dissipates into the atmosphere because of its simple atomic structure. Because of that number-one position on the periodic table, hydrogen is difficult to store and corrodes pipes. It’s a clever escape artist, and can even slip between the molecules of steel or aluminum containers. So hydrogen can't be stored long-term — it must be created on the spot by stripping it from other molecules.

These fuel cell cars need four times the volume to store an amount of energy equal to that of gasoline. Even though the energy-generating equivalent of hydrogen is lighter than its gasoline counterpart, you need a 60 gallon tank to store the same amount of energy that’s in 15 gallons of gasoline. These cars won’t go far before it’s time for more hydrogen.


Where will you get that hydrogen?
The oil companies would like to provide the infrastructure for such a “hydrogen economy.” The oil companies say to you, "No, don’t use electricity from your house to charge up that electric vehicle — depend on the oil company’s filling stations to get where you want to go, as you’ve always done."

Good luck with that, though, because so far there’s just one retail hydrogen station in the U.S. (run by, you guessed it, an oil company), far short of the thousands needed to make this hydrogen economy anything more than a pipe dream. The other experimental stations are nothing but showboat propaganda fronts that expend far more energy than they create. Anyway, the oil companies would be happy to invest in that costly infrastructure, because they know they'll get their money back. But it'll be coming out of your hide, just like it always has.


Plenty of Guff
There are a variety of impractical ideas for using hydrogen to propel cars, but they're years — and maybe even decades — from being cost-effective. Most of these schemes seem to suspiciously somehow involve the oil companies keeping their greedy paws in the “hydrogen economy.” To give you an idea, one great proponent of the “hydrogen economy” is energy expert, former oilman and conservation guru George W. Bush.


Somewhere Over the Rainbow
We're all for innovation, but the fantasy of cost-effective hydrogen fuel cell vehicles is just a distraction from the real work that needs to be done: perfecting electric and hybrid natural gas/electric vehicles, charged by electricity generated by clean and renewable nuclear, solar, wind, geothermal and hydroelectric power. These technologies are here now, and the associated batteries are getting more efficient at a rate that’s significantly faster than the snail's pace of impractical fuel cell technology. Maybe someday hydrogen fuel cells will be practical for personal vehicles, but not today, and not for a long time to come. Don’t be fooled by the self-serving frauds that keep trying to tell you otherwise.

New Honda Jazz

Honda's all-new Jazz is once again set to redefine the B-segment parameters of practicality and interior space. This 5-door hatchback will achieve class leading interior space and combine it with significantly improved fuel economy and 120 g/km CO2 emissions (1.4-litre i-SHIFT and 1.2-litre).

The exterior design is at first glance an evolution rather than a revolution, but this subtle change of appearance is only one small part of the thousands of changes that push the all-new Jazz forward. It retains the concepts of the previous Jazz with its center fuel tank layout and Magic Seats which gave it world beating interior flexibility. While the best features are retained, including cabin space to rival mid-sized saloons, the new Jazz brings change to every area, raising the bar even further and promising to expand on its success in the supermini segment. The previous generation was given more than fifty awards and has sold over two million around the world since its 2001 launch.

A slightly larger, ‘cab forward' style body brings better visibility and means Jazz is even more spacious, in particular benefiting rear legroom and boot space. The Magic Seats now dive down in one easy action, and their versatility is now complemented by a new double-trunk boot feature in the luggage bay.

There are greater levels of safety equipment including the introduction of Honda's Advanced Compatibility Engineering (ACE) body structure, active front seat head restraints, and VSA. Larger wheels, revised suspension, and a longer wheelbase/wider track bring greater agility while enhancing ride comfort. A new 90 PS 1.2-litre and 100 PS 1.4-litre i-VTEC engine delivers better performance characteristics while boosting economy to exceptional levels - 5.1 and 5.3 l/100 km combined, respectively. CO2 emissions for both the 1.2-litre and 1.4-litre engines have also been significantly reduced. The 1.2 litre engine now emits just 120g/km (down from 129g/km), while the 1.4 litre produces 123g/km in manual or 120g/km with the i-SHIFT transmission (down from 137g/km)

Greater economy and lower emission from two new engines

New, more powerful, petrol engines capable of outstanding economy, are designed to appeal to customers who might be downsizing as well as those looking to achieve fuel economy comparable to diesel powered models. Their balance between economy and lively performance are unmatched in this class. Adopting Honda's VTEC technology (Variable Valve Timing and Lift Electronic Control), the new 1.2 and 1.4-litre four-cylinder engines are connected to either a 5-speed manual transmission or, on 1.4 models, Honda's i-SHIFT 6-speed automated manual transmission that includes steering wheel-mounted paddle shifters.

Providing 90 PS, compared to the 78 PS of its predecessor at a slightly higher 6,000 rpm and torque up from 110 to 114 Nm for improved performance, the 1.2-litre engine nevertheless achieves 5.1 l/100km combined, down from 5.5 l/100km, while CO2 emissions are also improved, reduced from 129 to 120 g/km.

It is a similar story with the new 100 PS, 127 Nm 1.4-litre engine. Compared to the previous i-DSI unit which produced 83 PS and 119 Nm, fuel economy is now 5.3 l/100km for the manual model (down from 5.8 l/100km) and an even better 5.1 l/100km when equipped with the i-SHIFT semi-automated manual transmission (5.9 l/100km for the previous 1.4-litre CVT). CO2 output drops to 124 and 120 g/km, respectively (down from 137 and 139 g/km).

The new SIL (Shift Indicator Light) fitted to manual models, similar to that found on the new Accord, provides a visual prompt of the best gear shift points to maximize economy.

Transmissions

The 1.2 and 1.4-litre models are equipped with an evolution of the previous 5-speed manual transmission with gear ratios optimized for a more sporty driving experience while ensuring good fuel economy.

Key improvements include a revised clutch pedal stroke, carbon-type synchronizer on third gear to minimize shift load, crisper shifting through reduced clutch disc inertia, and improved refinement.

Manual transmission-equipped models feature the new SIL (Shift Indicator Light) within the centre of the rev counter, also found on the latest Honda Accord. Providing the driver with a visual prompt of the best gear shift points to maximize economy, it has been demonstrated to provide meaningful fuel economy improvements.

i-SHIFT (6-speed automated manual transmission)

As well as a 5-speed manual gearbox, the 1.4-litre engine can be teamed up with Honda's latest i-SHIFT transmission. The first time a 6-speed automated manual transmission has been offered in this vehicle class, the gearbox offers better fuel economy than is possible with either a true automatic or a CVT (continuously variable transmission).

The unit is a development of the system first fitted to the Civic, with improvements made including; reduced gear change times, smoother shifts and more intelligent automatic mode shift logic.

New cab forward styling and increased dimensions

At 3900 mm long, 1695 mm wide and 1525 mm tall, the new Jazz occupies its own unique niche between superminis and compact MPVs, offering the style of the former and the practicality of the latter.

Overall height remains the same, but the length of the new Jazz is up by 55 mm and it is also slightly wider - by 20 mm. A wheelbase increase of 50 mm, and front and rear track increases of 35 mm and 30 mm, respectively, aid handling stability.

Despite those increased dimensions, the turning circle at 9.8 m kerb to kerb is no larger than that of the previous Jazz and together with improved visibility, the new car's around town abilities are even better.

New ACE body structure

Even more efficient safety performance results from the introduction of the ACE (Advanced Compatibility Engineering) body structure, a concept that is being progressively rolled out across the Honda range. Its structure, in particular a front polygonal main frame, helps to reduce the negative effect of misalignment between vehicles of different sizes and construction and multiple energy absorbing pathways disperse impact energy to prevent cabin deformation.

Standard on all models are dual front and side airbags, full length side curtain airbags and three-point seatbelts in all five seating positions, those in the front with dual-stage pretensioners. The front passenger airbag can also be deactivated to allow a rear facing child seat to be fitted to the front seat and for the first time Jazz is equipped with seatbelt reminders for both the front and rear seats. Front seats are also fitted with active headrests to minimize the potential for whiplash injuries.

Two ISOFIX fittings in the left and right rear seats together with tether anchors in the roof ensure correct child seat installation.

Larger, more refined cabin with even better functionality

The ingenious interior layout of the original Jazz, with its compact suspension and centrally-mounted fuel tank liberating more load space, together with the increased external dimensions of the new model, mean interior comfort has been taken to a new level.

Rear seat passengers now have 37 mm greater knee room, while the distance between front and rear passengers is up by 30 mm. The slightly wider body also means shoulder room increases by 44 mm in the front and 43 mm in the rear.

Visibility gets a considerable boost, too. Reduced width A-pillars, a larger windscreen and quarter windows three times the size of those in the previous model make for more relaxed driving, while retractable rear headrests ensure the view out of the rear window is now totally unobscured.

Magic Seats now one-motion dive-down

Given the popularity of the previous Jazz's innovative ‘cinema' style rear seats, it comes as little surprise that Honda chose to offer a similar arrangement in the new car; but while the latest Magic Seats operate on the same principle, they are even more convenient since they have a one-motion, dive-down operation. No longer is there a need to move the front seats forward to collapse the rear seats. Instead, thanks to headrests that are virtually flush with the seat back, the 2:1 split rear seats are able to clear the front seats even when the latter are slid back to their rearmost position.

New Double-Trunk boot feature (1.4-litre models)

The outstanding practicality of the Magic Seats concept is complemented in the new Jazz by a flexible luggage area based on similar principles to the arrangement found in the Honda CR-V. Standard on 1.4 models, which are equipped with a tyre repair kit, the Double-Trunk boot features an underfloor storage area concealed by a double hinged panel - Regular Mode. The 230 mm deep, 64 litre capacity lower compartment is ideal for stashing sports gear or wet items, and once covered, won't soil other luggage.

The floor can be removed altogether or folded up against the rear seats to make full use of the total depth available - ideal for particularly tall objects (Tall Mode). Alternatively, rather than folding the complete panel against the seat backs, its rear half can be folded up to create a load shelf at half height - so creating a double load space - Upper/lower Mode. Heavier items can be stored below, while lighter items can be placed on the upper shelf, and since it incorporates a load net, is perfect for carrying awkwardly shaped items, preventing them from moving around.

Total luggage space available is 399 litres in models with a tyre repair kit, greater than that of some compact MPVs and class-leading in the supermini sector. The previous Jazz had a total of 380 litres (VDA).

Refined cabin environment

High quality, pleasant-to-the touch materials, stylish design, and tasteful colours give the cabin a more upmarket feel.

More comfortable front seats with better support, a driver's footrest, a height adjustable driver's seat, a steering wheel adjustable for reach and rake and larger rear seats are just some of the features that contribute to the more cosseting, more relaxed cabin environment. Extra sound insulation and the increased body rigidity also play their part in making the Jazz a pleasant place to be. For a real sense of spaciousness, the Jazz 1.4 EX is equipped with a panorama roof that extends over the rear seats for a great aerial view. Heat absorbing glass and a power sun shade ensure a comfortable cabin environment all year round.

New Honda Jazz

Honda's all-new Jazz is once again set to redefine the B-segment parameters of practicality and interior space. This 5-door hatchback will achieve class leading interior space and combine it with significantly improved fuel economy and 120 g/km CO2 emissions (1.4-litre i-SHIFT and 1.2-litre).

The exterior design is at first glance an evolution rather than a revolution, but this subtle change of appearance is only one small part of the thousands of changes that push the all-new Jazz forward. It retains the concepts of the previous Jazz with its center fuel tank layout and Magic Seats which gave it world beating interior flexibility. While the best features are retained, including cabin space to rival mid-sized saloons, the new Jazz brings change to every area, raising the bar even further and promising to expand on its success in the supermini segment. The previous generation was given more than fifty awards and has sold over two million around the world since its 2001 launch.

A slightly larger, ‘cab forward' style body brings better visibility and means Jazz is even more spacious, in particular benefiting rear legroom and boot space. The Magic Seats now dive down in one easy action, and their versatility is now complemented by a new double-trunk boot feature in the luggage bay.

There are greater levels of safety equipment including the introduction of Honda's Advanced Compatibility Engineering (ACE) body structure, active front seat head restraints, and VSA. Larger wheels, revised suspension, and a longer wheelbase/wider track bring greater agility while enhancing ride comfort. A new 90 PS 1.2-litre and 100 PS 1.4-litre i-VTEC engine delivers better performance characteristics while boosting economy to exceptional levels - 5.1 and 5.3 l/100 km combined, respectively. CO2 emissions for both the 1.2-litre and 1.4-litre engines have also been significantly reduced. The 1.2 litre engine now emits just 120g/km (down from 129g/km), while the 1.4 litre produces 123g/km in manual or 120g/km with the i-SHIFT transmission (down from 137g/km)

Greater economy and lower emission from two new engines

New, more powerful, petrol engines capable of outstanding economy, are designed to appeal to customers who might be downsizing as well as those looking to achieve fuel economy comparable to diesel powered models. Their balance between economy and lively performance are unmatched in this class. Adopting Honda's VTEC technology (Variable Valve Timing and Lift Electronic Control), the new 1.2 and 1.4-litre four-cylinder engines are connected to either a 5-speed manual transmission or, on 1.4 models, Honda's i-SHIFT 6-speed automated manual transmission that includes steering wheel-mounted paddle shifters.

Providing 90 PS, compared to the 78 PS of its predecessor at a slightly higher 6,000 rpm and torque up from 110 to 114 Nm for improved performance, the 1.2-litre engine nevertheless achieves 5.1 l/100km combined, down from 5.5 l/100km, while CO2 emissions are also improved, reduced from 129 to 120 g/km.

It is a similar story with the new 100 PS, 127 Nm 1.4-litre engine. Compared to the previous i-DSI unit which produced 83 PS and 119 Nm, fuel economy is now 5.3 l/100km for the manual model (down from 5.8 l/100km) and an even better 5.1 l/100km when equipped with the i-SHIFT semi-automated manual transmission (5.9 l/100km for the previous 1.4-litre CVT). CO2 output drops to 124 and 120 g/km, respectively (down from 137 and 139 g/km).

The new SIL (Shift Indicator Light) fitted to manual models, similar to that found on the new Accord, provides a visual prompt of the best gear shift points to maximize economy.

Transmissions

The 1.2 and 1.4-litre models are equipped with an evolution of the previous 5-speed manual transmission with gear ratios optimized for a more sporty driving experience while ensuring good fuel economy.

Key improvements include a revised clutch pedal stroke, carbon-type synchronizer on third gear to minimize shift load, crisper shifting through reduced clutch disc inertia, and improved refinement.

Manual transmission-equipped models feature the new SIL (Shift Indicator Light) within the centre of the rev counter, also found on the latest Honda Accord. Providing the driver with a visual prompt of the best gear shift points to maximize economy, it has been demonstrated to provide meaningful fuel economy improvements.

i-SHIFT (6-speed automated manual transmission)

As well as a 5-speed manual gearbox, the 1.4-litre engine can be teamed up with Honda's latest i-SHIFT transmission. The first time a 6-speed automated manual transmission has been offered in this vehicle class, the gearbox offers better fuel economy than is possible with either a true automatic or a CVT (continuously variable transmission).

The unit is a development of the system first fitted to the Civic, with improvements made including; reduced gear change times, smoother shifts and more intelligent automatic mode shift logic.

New cab forward styling and increased dimensions

At 3900 mm long, 1695 mm wide and 1525 mm tall, the new Jazz occupies its own unique niche between superminis and compact MPVs, offering the style of the former and the practicality of the latter.

Overall height remains the same, but the length of the new Jazz is up by 55 mm and it is also slightly wider - by 20 mm. A wheelbase increase of 50 mm, and front and rear track increases of 35 mm and 30 mm, respectively, aid handling stability.

Despite those increased dimensions, the turning circle at 9.8 m kerb to kerb is no larger than that of the previous Jazz and together with improved visibility, the new car's around town abilities are even better.

New ACE body structure

Even more efficient safety performance results from the introduction of the ACE (Advanced Compatibility Engineering) body structure, a concept that is being progressively rolled out across the Honda range. Its structure, in particular a front polygonal main frame, helps to reduce the negative effect of misalignment between vehicles of different sizes and construction and multiple energy absorbing pathways disperse impact energy to prevent cabin deformation.

Standard on all models are dual front and side airbags, full length side curtain airbags and three-point seatbelts in all five seating positions, those in the front with dual-stage pretensioners. The front passenger airbag can also be deactivated to allow a rear facing child seat to be fitted to the front seat and for the first time Jazz is equipped with seatbelt reminders for both the front and rear seats. Front seats are also fitted with active headrests to minimize the potential for whiplash injuries.

Two ISOFIX fittings in the left and right rear seats together with tether anchors in the roof ensure correct child seat installation.

Larger, more refined cabin with even better functionality

The ingenious interior layout of the original Jazz, with its compact suspension and centrally-mounted fuel tank liberating more load space, together with the increased external dimensions of the new model, mean interior comfort has been taken to a new level.

Rear seat passengers now have 37 mm greater knee room, while the distance between front and rear passengers is up by 30 mm. The slightly wider body also means shoulder room increases by 44 mm in the front and 43 mm in the rear.

Visibility gets a considerable boost, too. Reduced width A-pillars, a larger windscreen and quarter windows three times the size of those in the previous model make for more relaxed driving, while retractable rear headrests ensure the view out of the rear window is now totally unobscured.

Magic Seats now one-motion dive-down

Given the popularity of the previous Jazz's innovative ‘cinema' style rear seats, it comes as little surprise that Honda chose to offer a similar arrangement in the new car; but while the latest Magic Seats operate on the same principle, they are even more convenient since they have a one-motion, dive-down operation. No longer is there a need to move the front seats forward to collapse the rear seats. Instead, thanks to headrests that are virtually flush with the seat back, the 2:1 split rear seats are able to clear the front seats even when the latter are slid back to their rearmost position.

New Double-Trunk boot feature (1.4-litre models)

The outstanding practicality of the Magic Seats concept is complemented in the new Jazz by a flexible luggage area based on similar principles to the arrangement found in the Honda CR-V. Standard on 1.4 models, which are equipped with a tyre repair kit, the Double-Trunk boot features an underfloor storage area concealed by a double hinged panel - Regular Mode. The 230 mm deep, 64 litre capacity lower compartment is ideal for stashing sports gear or wet items, and once covered, won't soil other luggage.

The floor can be removed altogether or folded up against the rear seats to make full use of the total depth available - ideal for particularly tall objects (Tall Mode). Alternatively, rather than folding the complete panel against the seat backs, its rear half can be folded up to create a load shelf at half height - so creating a double load space - Upper/lower Mode. Heavier items can be stored below, while lighter items can be placed on the upper shelf, and since it incorporates a load net, is perfect for carrying awkwardly shaped items, preventing them from moving around.

Total luggage space available is 399 litres in models with a tyre repair kit, greater than that of some compact MPVs and class-leading in the supermini sector. The previous Jazz had a total of 380 litres (VDA).

Refined cabin environment

High quality, pleasant-to-the touch materials, stylish design, and tasteful colours give the cabin a more upmarket feel.

More comfortable front seats with better support, a driver's footrest, a height adjustable driver's seat, a steering wheel adjustable for reach and rake and larger rear seats are just some of the features that contribute to the more cosseting, more relaxed cabin environment. Extra sound insulation and the increased body rigidity also play their part in making the Jazz a pleasant place to be. For a real sense of spaciousness, the Jazz 1.4 EX is equipped with a panorama roof that extends over the rear seats for a great aerial view. Heat absorbing glass and a power sun shade ensure a comfortable cabin environment all year round.

2008 Dodge Viper ACR

That’s cool! 2008 Dodge Viper ACR, designed for ‘owners who want to drive to the track, punish a few Porsches and then drive home’. Let’s go for stopping first, this Viper pulled a 1.1g on the skid pad and stopped from 60 mph to zero in just 100 feet. In the opposite, zero to 60mph, it is achieving 3.7 seconds, similar to standard model but this ACR did run a slightly faster quarter-mile time of 11.6 seconds at 124.2 mph. Video after the break.

[via Edmunds Techeblog]

2008 Dodge Viper ACR

That’s cool! 2008 Dodge Viper ACR, designed for ‘owners who want to drive to the track, punish a few Porsches and then drive home’. Let’s go for stopping first, this Viper pulled a 1.1g on the skid pad and stopped from 60 mph to zero in just 100 feet. In the opposite, zero to 60mph, it is achieving 3.7 seconds, similar to standard model but this ACR did run a slightly faster quarter-mile time of 11.6 seconds at 124.2 mph. Video after the break.

[via Edmunds Techeblog]

1979 BMW M1

I’m sure my dad is going to love, the 1979 BMW M1. Grab it for $189,000, current bid is above $100,000. It is powered by a 3.5L 6-Cylinder engine, mated with 5-speed manual transmission. Everything looks clean and low mileage. More pictures and a video after the break.

[via Jalopnik]

1979 BMW M1

I’m sure my dad is going to love, the 1979 BMW M1. Grab it for $189,000, current bid is above $100,000. It is powered by a 3.5L 6-Cylinder engine, mated with 5-speed manual transmission. Everything looks clean and low mileage. More pictures and a video after the break.

[via Jalopnik]

Alfa Romeo Bertone BAT 11 is one amazing-looking car

As far as concept cars go, they don't get much more futuristic than this. The Alfa Romeo Bertone BAT 11 is a concept car that looks straight out of a scifi movie. But this is real, and it's actually going into production, albeit a really limited production. We're talking a run of 25 to 50 cars, each of them costing more than your house.
That being said, this is a real stunner. Just look at the lines on this thing! And the wheels! There aren't a ton of details about the engine, but since it's an Alfa Romeo, it's safe to say they won't skimp in that department. It's sure to be one of the more impressive and unique cars on any road it drives down. Start saving your pennies, friends.






Jalopnik, via BornRich

Alfa Romeo Bertone BAT 11 is one amazing-looking car

As far as concept cars go, they don't get much more futuristic than this. The Alfa Romeo Bertone BAT 11 is a concept car that looks straight out of a scifi movie. But this is real, and it's actually going into production, albeit a really limited production. We're talking a run of 25 to 50 cars, each of them costing more than your house.
That being said, this is a real stunner. Just look at the lines on this thing! And the wheels! There aren't a ton of details about the engine, but since it's an Alfa Romeo, it's safe to say they won't skimp in that department. It's sure to be one of the more impressive and unique cars on any road it drives down. Start saving your pennies, friends.






Jalopnik, via BornRich

The 100mpg fuel busters!

BMW and Fiat are joining forces to bring a revolution in the market – with a pair of ‘bubble’ cars which promise world-beating economy and ultra-low CO2 emissions...

Text: Sam Hardy / Photos: Larson

Two of the most important new cars ever are about to ‘bubble’ to the surface – and in a world exclusive head-to-head, Auto Express has brought them together for the first time!

These are the clearest illustrations yet of BMW’s new Isetta and its sister, the Fiat Topolino. They are the result of a new deal between the two firms, which will also be extended to include next-generation versions of the MINI and Alfa Romeo MiTo.

The Isetta and Topolino are crucial to BMW and Fiat’s attempts to reduce the overall CO2 emissions of their ranges – but they will also offer buyers 100mpg fuel returns! Reviving a name not seen since the bubble car of the Fifties, the Isetta will take BMW into a new sector of the motoring market.

It will be joined by the Fiat Topolino – which we featured in Issue 1,013. Both machines will offer incredible fuel consumption and low emissions, as well as tiny dimensions, and rival the imminent VW up! and Toyota iQ.

The Isetta will be hugely important, because it will help BMW comply with the European Commission’s plans to impose an average 120g/km limit on the model ranges of all firms selling cars across the Continent by 2012. And, as there are plans for an electric version, it would also enable the manufacturer to meet California’s upcoming zero-emissions vehicle legislation.

As you can see from our artist’s impression, the Isetta harks back to the original bubble car shape. But it has been given a modern reworking by the design team, with the addition of some BMW-style chunkiness. The body is made up of simple panels, likely to be fashioned from plastic to save weight and help resist parking dings.

Meanwhile, the Topolino gets a retro look inspired by the 500, with a cheeky front end featuring a smooth nose and large headlights. Under the skin of both models lies an all-new platform that places the engine in the rear and sends drive to the back wheels.

With an electric-only Isetta some way off, small-capacity petrol and diesel engines will feature initially. And as Fiat is using a new 900cc two-cylinder petrol motor in the Topolino, the Isetta could benefit from the same unit.

The new powerplant was previewed in Fiat’s Panda Aria concept at last September’s Frankfurt Motor Show, and it arrives in dealers under the bonnet of the 500 later this year. While two outputs will be offered in this car – a 105bhp turbo and a normally aspirated 65bhp unit – it will be the latter that powers the Topolino.

Twin-clutch semi-automatic gearboxes are likely to be used by both models, as is a stop-start set-up which switches off the engine when the car is stationary in heavy traffic. Combine this technology with a lightweight body, and the newcomers will be incredibly efficient. Expect combined fuel economy of 100mpg and CO2 emissions of less than 90g/km.

The interior layout is still up for debate, but there is likely to be enough room for three occupants with an occasional fourth seat, allowing owners to juggle luggage capacity with passenger space.

It will be interesting to see if BMW and Fiat can make the rear-engined, rear-wheel-drive layout work efficiently. An insider at VW recently told Auto Express that a similar mechanical layout in the up! is being ditched in favour of a front-engined, front-wheel drive format, after it was found that the layout was too costly to develop and made the car unstable in cross winds.

Although official production dates have yet to be decided, the Isetta and Topolino are set to arrive some time in 2010.

The 100mpg fuel busters!

BMW and Fiat are joining forces to bring a revolution in the market – with a pair of ‘bubble’ cars which promise world-beating economy and ultra-low CO2 emissions...

Text: Sam Hardy / Photos: Larson

Two of the most important new cars ever are about to ‘bubble’ to the surface – and in a world exclusive head-to-head, Auto Express has brought them together for the first time!

These are the clearest illustrations yet of BMW’s new Isetta and its sister, the Fiat Topolino. They are the result of a new deal between the two firms, which will also be extended to include next-generation versions of the MINI and Alfa Romeo MiTo.

The Isetta and Topolino are crucial to BMW and Fiat’s attempts to reduce the overall CO2 emissions of their ranges – but they will also offer buyers 100mpg fuel returns! Reviving a name not seen since the bubble car of the Fifties, the Isetta will take BMW into a new sector of the motoring market.

It will be joined by the Fiat Topolino – which we featured in Issue 1,013. Both machines will offer incredible fuel consumption and low emissions, as well as tiny dimensions, and rival the imminent VW up! and Toyota iQ.

The Isetta will be hugely important, because it will help BMW comply with the European Commission’s plans to impose an average 120g/km limit on the model ranges of all firms selling cars across the Continent by 2012. And, as there are plans for an electric version, it would also enable the manufacturer to meet California’s upcoming zero-emissions vehicle legislation.

As you can see from our artist’s impression, the Isetta harks back to the original bubble car shape. But it has been given a modern reworking by the design team, with the addition of some BMW-style chunkiness. The body is made up of simple panels, likely to be fashioned from plastic to save weight and help resist parking dings.

Meanwhile, the Topolino gets a retro look inspired by the 500, with a cheeky front end featuring a smooth nose and large headlights. Under the skin of both models lies an all-new platform that places the engine in the rear and sends drive to the back wheels.

With an electric-only Isetta some way off, small-capacity petrol and diesel engines will feature initially. And as Fiat is using a new 900cc two-cylinder petrol motor in the Topolino, the Isetta could benefit from the same unit.

The new powerplant was previewed in Fiat’s Panda Aria concept at last September’s Frankfurt Motor Show, and it arrives in dealers under the bonnet of the 500 later this year. While two outputs will be offered in this car – a 105bhp turbo and a normally aspirated 65bhp unit – it will be the latter that powers the Topolino.

Twin-clutch semi-automatic gearboxes are likely to be used by both models, as is a stop-start set-up which switches off the engine when the car is stationary in heavy traffic. Combine this technology with a lightweight body, and the newcomers will be incredibly efficient. Expect combined fuel economy of 100mpg and CO2 emissions of less than 90g/km.

The interior layout is still up for debate, but there is likely to be enough room for three occupants with an occasional fourth seat, allowing owners to juggle luggage capacity with passenger space.

It will be interesting to see if BMW and Fiat can make the rear-engined, rear-wheel-drive layout work efficiently. An insider at VW recently told Auto Express that a similar mechanical layout in the up! is being ditched in favour of a front-engined, front-wheel drive format, after it was found that the layout was too costly to develop and made the car unstable in cross winds.

Although official production dates have yet to be decided, the Isetta and Topolino are set to arrive some time in 2010.

3 interesting and rare Supercars you need to know about

The motive behind this article is not bemusing. Its predominant purpose is not to enlighten you on the boring 0-60 times or the number of superchargers but to highlight the turn of events that unfolded during the planning and development stages of these extreme machines.

Mercedes-Benz CLK-GTR

We kick start today's special with the Mercedes-Benz CLK-GTR. In the year 1998, what could a sum of 1.1 million pounds get you? A medium-sized yacht, yup;a grand apartment in central London, hmm...maybe; a CLK-GTR ?, Obviously!

The CLK-GTR was the same car that helped Mercedes win two consecutive 24 hr Le Mans races in the 90's. Instead of building one unit as per the regulations to contest in the races, Mercedes made 25 examples. The CLK-GTR wasn't sold in showrooms. Twenty five numbers meant they were 'offered' to the extra-ordinarily exclusive bunch of their 'clients.'


The car was put together in batches of 3 at Mercedes' AMG facility near Stuttgart, Germany. Each batch taking a time period of up to 4 weeks to finish, engineers played craftsmen and toiled to attain precision of the highest order. Modifications included a body shell made of Kevlar, a modified suspension to increase ride height for road use. Similarly sports seats, 3-pointed seat belts and dual airbags were the additions which assisted in making the car fit for the road.

A carbon fiber monocoque kept weight under check and housed a mammoth 6.8-liter engine developed by Ilmor engineering. Power was sent through a 6-speed manual gearbox which could be controlled by the driver via paddles placed behind the steering wheel.

There were key differences between the Mclaren F1 and the CLK-GTR. In fact, the purposes behind these car shared little in common. Both the cars had big engines that developed a million horsepower and both were aerodynamically efficient and used advanced technology, but that's were the similarities terminated. The Mclaren F1 was a road car built borrowing race car technology while the CLK-GTR was a race car which was tamed for use on the motorways. Power brakes, power steering and traction control aided the cause, which the Mclaren F1 lacked.


Jaguar XJ220

Jaguars are visually stunning and sensational in terms of performance. Leave alone the fact that their ownership changed several hands and were monetarily challenged on multiple occasions, Jags have shown how beautiful cars can be.

For three straight years, the Jaguar XJ220 wore the crown of the world's fastest production car before being tipped by none other than the Mclaren F1. The interesting story began one fine day in the year 1984 when Jag's director of engineering Jim Randle, hit upon a creative idea of creating a 500 bhp supercar. In the mid-80's, Jaguar was deeply engrossed in the work cut out for them and a supercar wasn't in any way associated to their agenda. After a few discussions, Jag planned to get together on Saturday mornings to work on this dream project and it took four long years to realize it.

The car was put together in batches of 3 at Mercedes' AMG facility near Stuttgart, Germany. Each batch taking a time period of up to 4 weeks to finish, engineers played craftsmen and toiled to attain precision of the highest order. Modifications included a body shell made of Kevlar, a modified suspension to increase ride height for road use. Similarly sports seats, 3-pointed seat belts and dual airbags were the additions which assisted in making the car fit for the road.

A carbon fiber monocoque kept weight under check and housed a mammoth 6.8-liter engine developed by Ilmor engineering. Power was sent through a 6-speed manual gearbox which could be controlled by the driver via paddles placed behind the steering wheel.

There were key differences between the Mclaren F1 and the CLK-GTR. In fact, the purposes behind these car shared little in common. Both the cars had big engines that developed a million horsepower and both were aerodynamically efficient and used advanced technology, but that's were the similarities terminated. The Mclaren F1 was a road car built borrowing race car technology while the CLK-GTR was a race car which was tamed for use on the motorways. Power brakes, power steering and traction control aided the cause, which the Mclaren F1 lacked.


Jaguar XJ220

Jaguars are visually stunning and sensational in terms of performance. Leave alone the fact that their ownership changed several hands and were monetarily challenged on multiple occasions, Jags have shown how beautiful cars can be.

For three straight years, the Jaguar XJ220 wore the crown of the world's fastest production car before being tipped by none other than the Mclaren F1. The interesting story began one fine day in the year 1984 when Jag's director of engineering Jim Randle, hit upon a creative idea of creating a 500 bhp supercar. In the mid-80's, Jaguar was deeply engrossed in the work cut out for them and a supercar wasn't in any way associated to their agenda. After a few discussions, Jag planned to get together on Saturday mornings to work on this dream project and it took four long years to realize it.

The mid-engined 6.2-liter V12 supercar was displayed for the first time at the Birmingham Motor show in 1988. Sporting a stylish design and a much hyped scissor doors, its top speed was estimated to be well over the 200 mph mark.

Ford acquired Jaguar in 1989 but nevertheless, they too found this idea interesting and set out to produce it. But the production version had its differences to the concept car. It was eight inches shorter and the V12 was stripped and instead, a twin turbocharged 3.5-liter V6 filled the void. With that said, there was no compromise on power. The engine was powerful enough to generate 524 bhp which could take the beast to a record shattering 213 mph. 0-100 mph came in an eye-blinking 8 seconds! (Let's remind ourselves that we are in 1991)

Customers and motoring journalists adored the new supercar which was quite comfortable too. The only bad bit was the exhaust note which sounded a little non-supercarish (we made up that word). The XJ220 costed the earth. At 403,000 pounds it wasn't cheap. Sadly a lot of controversy surrounded this supercar after they sold a few and production was halted right after the 275th model was put together in 1994. 350 numbers were proposed initially.

A disguised version of the XJ220, the XJ220-C was a lighter car which emerged the winner at Le Mans in 1994 but was later disqualified due to a technicality. All in all, the XJ220 was the best supercar Jag made and the best ever made, some say. It had to bite the dust due to controversies and problems, a death that can be described unfortunate.


Ford GT40

Ford has always been conceived as a brand that makes cars for the average man. The reason for this has been their racing background which is nothing to write home about. The same problem plagued them in the 60's and when they were looking at seriously contending in the Le Mans 24 hr races, they had nothing but a clean sheet of paper at the design table.

To gather pace, Ford acquired rights to the Lola 63, a car that a had a poor showing in the earlier years at Le Mans. Using this car as a platform, Ford developed a very successful race car - a car that dominated the 24 hr races for 4 straight years. Yes, we are talking about the Ford GT40.

40 years later in 2002, Bill Ford unveiled the Ford GT concept car at the American Motorshow and a mere 45 days later, they announced that a production model was heading right to the showrooms in a short while. The new car was similar in appearance to the original car and the performance figures weren't too far off either.

Taller and longer than the original, the Ford GT was what one would term as a charming hooligan. The performance figures would leave one with a wide open mouth. Powered by Ford's biggest V8, the all-aluminium 5.4-liter engine produced a whopping 540 bhp pushing it into the league of engines with 100 or more bhp per liter.

An Eaton screw-type supercharger was the culprit behind the mountain of power and all of it was transferred to the rear wheels through an advanced six-speed trans-axle and a helical limited slip differential, the sort of stuff that would make an automobile engineer jump up and down with
joy.

The advanced technology wasn't restricted to the inner mechanicals. Superplastic-formed aluminium body panels reduced overall weight while simultaneously enhancing looks. The underbody design was new which took care of the rear-end lift, a problem that troubled the 60's GT.

These machines are special and unique. They give a whole new identity to the term 'Supercars,' while showcasing how much technology has affected performance figures which is at present in a new level altogether.

3 interesting and rare Supercars you need to know about

The motive behind this article is not bemusing. Its predominant purpose is not to enlighten you on the boring 0-60 times or the number of superchargers but to highlight the turn of events that unfolded during the planning and development stages of these extreme machines.

Mercedes-Benz CLK-GTR

We kick start today's special with the Mercedes-Benz CLK-GTR. In the year 1998, what could a sum of 1.1 million pounds get you? A medium-sized yacht, yup;a grand apartment in central London, hmm...maybe; a CLK-GTR ?, Obviously!

The CLK-GTR was the same car that helped Mercedes win two consecutive 24 hr Le Mans races in the 90's. Instead of building one unit as per the regulations to contest in the races, Mercedes made 25 examples. The CLK-GTR wasn't sold in showrooms. Twenty five numbers meant they were 'offered' to the extra-ordinarily exclusive bunch of their 'clients.'


The car was put together in batches of 3 at Mercedes' AMG facility near Stuttgart, Germany. Each batch taking a time period of up to 4 weeks to finish, engineers played craftsmen and toiled to attain precision of the highest order. Modifications included a body shell made of Kevlar, a modified suspension to increase ride height for road use. Similarly sports seats, 3-pointed seat belts and dual airbags were the additions which assisted in making the car fit for the road.

A carbon fiber monocoque kept weight under check and housed a mammoth 6.8-liter engine developed by Ilmor engineering. Power was sent through a 6-speed manual gearbox which could be controlled by the driver via paddles placed behind the steering wheel.

There were key differences between the Mclaren F1 and the CLK-GTR. In fact, the purposes behind these car shared little in common. Both the cars had big engines that developed a million horsepower and both were aerodynamically efficient and used advanced technology, but that's were the similarities terminated. The Mclaren F1 was a road car built borrowing race car technology while the CLK-GTR was a race car which was tamed for use on the motorways. Power brakes, power steering and traction control aided the cause, which the Mclaren F1 lacked.


Jaguar XJ220

Jaguars are visually stunning and sensational in terms of performance. Leave alone the fact that their ownership changed several hands and were monetarily challenged on multiple occasions, Jags have shown how beautiful cars can be.

For three straight years, the Jaguar XJ220 wore the crown of the world's fastest production car before being tipped by none other than the Mclaren F1. The interesting story began one fine day in the year 1984 when Jag's director of engineering Jim Randle, hit upon a creative idea of creating a 500 bhp supercar. In the mid-80's, Jaguar was deeply engrossed in the work cut out for them and a supercar wasn't in any way associated to their agenda. After a few discussions, Jag planned to get together on Saturday mornings to work on this dream project and it took four long years to realize it.

The car was put together in batches of 3 at Mercedes' AMG facility near Stuttgart, Germany. Each batch taking a time period of up to 4 weeks to finish, engineers played craftsmen and toiled to attain precision of the highest order. Modifications included a body shell made of Kevlar, a modified suspension to increase ride height for road use. Similarly sports seats, 3-pointed seat belts and dual airbags were the additions which assisted in making the car fit for the road.

A carbon fiber monocoque kept weight under check and housed a mammoth 6.8-liter engine developed by Ilmor engineering. Power was sent through a 6-speed manual gearbox which could be controlled by the driver via paddles placed behind the steering wheel.

There were key differences between the Mclaren F1 and the CLK-GTR. In fact, the purposes behind these car shared little in common. Both the cars had big engines that developed a million horsepower and both were aerodynamically efficient and used advanced technology, but that's were the similarities terminated. The Mclaren F1 was a road car built borrowing race car technology while the CLK-GTR was a race car which was tamed for use on the motorways. Power brakes, power steering and traction control aided the cause, which the Mclaren F1 lacked.


Jaguar XJ220

Jaguars are visually stunning and sensational in terms of performance. Leave alone the fact that their ownership changed several hands and were monetarily challenged on multiple occasions, Jags have shown how beautiful cars can be.

For three straight years, the Jaguar XJ220 wore the crown of the world's fastest production car before being tipped by none other than the Mclaren F1. The interesting story began one fine day in the year 1984 when Jag's director of engineering Jim Randle, hit upon a creative idea of creating a 500 bhp supercar. In the mid-80's, Jaguar was deeply engrossed in the work cut out for them and a supercar wasn't in any way associated to their agenda. After a few discussions, Jag planned to get together on Saturday mornings to work on this dream project and it took four long years to realize it.

The mid-engined 6.2-liter V12 supercar was displayed for the first time at the Birmingham Motor show in 1988. Sporting a stylish design and a much hyped scissor doors, its top speed was estimated to be well over the 200 mph mark.

Ford acquired Jaguar in 1989 but nevertheless, they too found this idea interesting and set out to produce it. But the production version had its differences to the concept car. It was eight inches shorter and the V12 was stripped and instead, a twin turbocharged 3.5-liter V6 filled the void. With that said, there was no compromise on power. The engine was powerful enough to generate 524 bhp which could take the beast to a record shattering 213 mph. 0-100 mph came in an eye-blinking 8 seconds! (Let's remind ourselves that we are in 1991)

Customers and motoring journalists adored the new supercar which was quite comfortable too. The only bad bit was the exhaust note which sounded a little non-supercarish (we made up that word). The XJ220 costed the earth. At 403,000 pounds it wasn't cheap. Sadly a lot of controversy surrounded this supercar after they sold a few and production was halted right after the 275th model was put together in 1994. 350 numbers were proposed initially.

A disguised version of the XJ220, the XJ220-C was a lighter car which emerged the winner at Le Mans in 1994 but was later disqualified due to a technicality. All in all, the XJ220 was the best supercar Jag made and the best ever made, some say. It had to bite the dust due to controversies and problems, a death that can be described unfortunate.


Ford GT40

Ford has always been conceived as a brand that makes cars for the average man. The reason for this has been their racing background which is nothing to write home about. The same problem plagued them in the 60's and when they were looking at seriously contending in the Le Mans 24 hr races, they had nothing but a clean sheet of paper at the design table.

To gather pace, Ford acquired rights to the Lola 63, a car that a had a poor showing in the earlier years at Le Mans. Using this car as a platform, Ford developed a very successful race car - a car that dominated the 24 hr races for 4 straight years. Yes, we are talking about the Ford GT40.

40 years later in 2002, Bill Ford unveiled the Ford GT concept car at the American Motorshow and a mere 45 days later, they announced that a production model was heading right to the showrooms in a short while. The new car was similar in appearance to the original car and the performance figures weren't too far off either.

Taller and longer than the original, the Ford GT was what one would term as a charming hooligan. The performance figures would leave one with a wide open mouth. Powered by Ford's biggest V8, the all-aluminium 5.4-liter engine produced a whopping 540 bhp pushing it into the league of engines with 100 or more bhp per liter.

An Eaton screw-type supercharger was the culprit behind the mountain of power and all of it was transferred to the rear wheels through an advanced six-speed trans-axle and a helical limited slip differential, the sort of stuff that would make an automobile engineer jump up and down with
joy.

The advanced technology wasn't restricted to the inner mechanicals. Superplastic-formed aluminium body panels reduced overall weight while simultaneously enhancing looks. The underbody design was new which took care of the rear-end lift, a problem that troubled the 60's GT.

These machines are special and unique. They give a whole new identity to the term 'Supercars,' while showcasing how much technology has affected performance figures which is at present in a new level altogether.

Video: 2009 Ford Focus RS vs First-Gen Focus RS

Car Magazine’s Chris Chilton had the opportunity to take the awesome first generation Focus RS for a quick spin along with the man who’s responsible for the development of both RS models, Ford Team RS chief, Jost Capito. The two then headed back to Ford’s studio to compare the Focus RS Mk1 with the new 300HP Focus RS that made its official debut at the British Motor Show earlier this month.

Capito says that the new Focus RS will probably be about half-a-minute faster than the old RS on the Nurburgring race track. While we didn’t find an official time for the Focus RS Mk1, we did discover that Sport Auto lapped the ‘Ring with the old RS in 9’05’’. However, we shouldn’t make any hasty conclusions as the new RS is still under development. You can read all the details and see our high-resolution image gallery on the 2009 Focus RS by clicking here or just follow the jump to see the video.

Via: Car Magazine