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

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

A tribute to the Peugeot 405 Mi16

Even though it isn’t one of the best known cars to have come out of the Peugeot assembly lines, 405 Mi16 has always been remembered as a good enough sedan. Offering firm, sports car-like control and agility, the 405 Mi16 came laced with a high-revving 16-valve four-cylinder pumping out 150 shrieking horsepower which back then was considered a great output for a sedan.

With a boy racer feel to it, the 405 Mi16 was less expensive to own than other power sedans of the time but these still aren’t yet considered collector cars for some odd reason. Anywho, these videos below really bring out the best of the Peugeot 405 Mi16, with the first video being the famous “Take Your Breath Away” 405 commercial.

The second is award-winning short French film showing Ari Vatanen effortlessly shredding Pikes Peak in a 405 T16 at the Dakar Rally and the Pikes Peak hill climb.

The third video is dubbed all over in foreign languages but features a high-tech intro to the car’s making and proceeds to give us some of the most stunning Dakar and Pikes Peak coverage.

Source: Car Lust Blog