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Rumblings that Citroen would be unveiling a new cabrio concept at next month’s Frankfurt Motor Show have been confirmed after a series of images leaked out from a Citroen-specific forum. The pictures of the C-Airscape look authentic enough, with a highly stylized front clip, expansive windshield and what we’re assuming is a soft-top tucked beneath a toneau cover. We’re particularly partial to the swage-line that incorporates the door handles into one elongated piece of chrome.
The cabrio version will likely foretell the future of the C5 sedan, which is expected to make its debut at the Geneva Motor Show in March.
[Source: Planete-Citroen via Carscoop]
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When the Callaway C16 Speedster debuted Saturday night at Pebble, another company showed off some impressive new equipment as well. StopTech developed a new carbon-ceramic brake with Callaway to help the 700 HP, 210 MPH C16 Speedster stop as well as it goes. StopTech’s new Carbon Ceramic Brake System (CCBS) will be the brake of choice for Callaway, with 15-inch rotors and six-piston calipers up front, and four-piston calipers and 14-inch rotors out back. Together with the lightweight carbon/magnesium Dymag wheels, these lightweight brakes will help the C16 shed an unbelievable 80 pounds of unsprung weight compared to a more typical aluminum wheel and iron rotor setup.
The new StopTech CCBS isn’t like most other carbon-ceramics on the market either. Instead of using chopped fibers like most competitors, StopTech uses continuous fiber construction for its discs. This makes them stronger and less prone to oxidation. StopTech will now offer CCBS on all of their current 332mm, 355mm, and 380mm rotors, plus existing customers will be able to upgrade their iron rotor systems to CCBS as well. That should come as pleasant news to owners of sports cars like the Porsche 911 and Lamborghini Gallardo.
[Source: StopTech]
The DBS will launch the new Aston Martin era with one hell of a bang. Set to go into production in October, it’ll be quicker than any Aston road car before it, thanks to its massaged V-12. It’ll weigh about 220 pounds less than a regular DB9. It’ll wear a body kit designed to help it slice through the air more cleanly. And it’ll introduce high-tech materials and a new upgraded cockpit for the entire DB line.
The ultimate embodiment of the DB9 coupe, the DBS will replace the muscular Vanquish as the flagship Aston Martin, although senior execs struggle to admit it.
“It’ll be our halo car and will have superior performance to the now-aged Vanquish,” said Aston’s Ulrich Bez earlier this year, before quickly countering: “It’s not the Vanquish successor, but another car to raise awareness of the brand.” Adds design director Marek Reichman, “The DBS isn’t replacing the Vanquish; it’s a standalone product based on the DB9.”
The $260,000 Vanquish goes out of production shortly. The price of the DBS? About the same. And with just 300 cars to be produced each year, the DBS will be as exclusive as, er…the Vanquish. Still, reading between the lines, Bez and Reichman are clearly leaving room for a new Aston supercar to slide in above the DBS at some point in the future.
At least they can stop acting like caring parents protecting their eldest child from a younger, more talented sibling. When the 450-horse DB9 was launched in 2004, it immediately matched the heavier, pricier Vanquish, which needed some nurturing-well a 51-horse boost-to stay on top. But without the need to protect the Vanquish, the DBS is edgier: lighter, louder, and faster.
Is it a track-day car? “Absolutely,” says Reichman. But it won’t be a stripped-out street racer like Ferrari’s 360 Challenge Stradale. “We want an element of luxury, too. It’ll still be swathed in carpet, but a carpet made of lighter materials. There’ll still be leather and Alcantara.” Bez puts it this way: “The DBS is brutal, but dressed in black tie.”
A bit like Daniel Craig’s edgier, darker, more intense James Bond, then, though Reichman, who started work on the DBS in October 2005, insists the car’s crash-and-burn cameo in “Casino Royale” was never on the original agenda. “Part of my brief was to make the DB9 look more edgy, like a tough guy in a dinner suit,” he says. ” I wanted to convey strength, power, and agility.” One month into the design phase, however, the producers of the James Bond films walked into Reichman’s studio, and the seeds were sown for Aston’s return to the big screen.
“We didn’t design the car for Bond; we wanted a flagship DB9,” insists Reichman. “That’s what the project is about.” Bond, did, however, influence the new Aston’s name: Australian George Lazenby drove a DBS in his sole performance as 007 in 1969’s “On Her Majesty’s Secret Service.” (Lazenby trivia: He served in Australia’s SAS [special forces] before becoming one of the world’s highest-paid male models and Europe’s Marlboro Man.) Reichman says the “S” is appropriate for the car’s sporting intent.
Whether the DBS is officially Aston’s halo model, insiders admit it is the company’s technology flagship. Naturally, the car is built on the DB9’s aluminum VH chassis, and the exotic materials don’t end there. The new body kit is carbon fiber and all business. “Everything is present for an engineering reason, nothing is extraneous,” notes Reichman. The new lower bumper section feeds more air to the enlarged radiator and oil cooler and also helps cool the standard carbon ceramic brake rotors.
“The DBS is a lighter car with more efficient aerodynamics and more horsepower,” says Reichman. “Naturally, that equates to…” With the final specification still to be determined and targets a closely guarded secret, Reichman trails off. But his sentence could be finished thus: “higher performance.” With a power-to-weight ratio close to that of a Porsche 991 Turbo, the DBS should run 0-to-60 mph in close to four seconds even, with a top speed naturally north of the DB9’s 176 mph.
Inside, Reichman has taken the opportunity to rework the DB9’s fiddly ergonomics. “For performance driving, you need the controls at your fingertips,” he points out. “We’ve reconfigured the center stack to make it more functional, more precise.” The HVAC and audio controls are now more user-friendly, and the paddleshift automatic trans has been replaced by a regular six-speed manual (an auto will be available on the production version, however).
Despite being completed in six months to meet an April 2006 shot schedule for “Casino Royale,” the DBS had been in a holding pattern while Ford negotiated the sale of Aston Martin. But production is now confirmed for the fall.So prepare for sensory overload. The DBS looks gorgeous, the interior materials feel sensational, and the V-12’s bark is apocalyptic. Concludes Reichman: “It’s a to-die-for car.” A sentiment of which James Bond would definitely approve.
We’ve driven Renault’s gold standard! In a world exclusive, Auto Express has taken to the road in the biggest Clio ever – but is it good enough to make it to the top of the podium?
With nearly 200bhp, a redesigned front end and a sleek panoramic glass roof, this Renault has got something for everyone! What’s more, the sexy new model will be revealed in full production-ready form at the Frankfurt Motor Show next month.
The Clio Grand Tour was a surprise star of the Geneva expo earlier this year. As soon as you clap eyes on the car, it’s clear that the newly launched Peugeot 207 SW will face some stiff competition in the style stakes.
Renault is very keen to attract young, trendy buyers to its forthcoming more practical Clio, so it’s no surprise that the Grand Tour is based on a Renaultsport Clio 197. It comes with only three doors, and sits low down on gold alloy wheels.
Designers cite cult TV show Pimp My Ride as the inspiration for the front, and they have given it a low spoiler and chrome detailing around the traditional Clio grille. A brushed aluminium shroud covers the air vents behind the front wheels, while the shoulder line rises to the rear, providing the car with a sporty profile.
The back end is finished off with a subtle roof-mounted spoiler, and brushed aluminium body inserts surround the sporty twin tailpipes. It’s not revolutionary, but it looks clean and classy, and not unlike the Volvo C30 in profile. To compete with the Peugeot estate, Renault bosses know their contender must also be highly practical. So the Grand Tour is 30cm longer than a standard Clio – with most of that in the wheelbase.
The reward is 147 litres more boot space than in the hatch, even before the back seats are folded. Plus, the tailgate goes all the way down to the boot floor for easy loading.
By incorporating the registration plate and bumper in the rear door, there’s no awkward lip to lift luggage over. And to demonstrate the usability of such a system even further, the manufacturer has also fitted a storage drawer and even a stool in the boot floor, which you can pull out when the tailgate is open.
The unforgiving seats remind you that this car is still at the concept stage, but there are a number of features the stylists are keen to see in production. These include an extra- wide satellite navigation screen, with a joystick to control its functions, plus a Neoprene gearlever gaiter.
You could easily imagine the thick-rimmed wheel in a production vehicle and, on the road, this working model isn’t too far removed from the final version. It uses the same 194bhp engine as the range-topping Clio, which gives it plenty of punch. Even though this is a precious prototype, you can accelerate hard all the way through the gears, and the powerplant responds with a rasping exhaust note. The flipside is that this lack of sound insulation, combined with fibreglass and carbon fibre bodywork, makes for a ride that’s anything but refined.
Still, the glass roof adds a sense of occasion, providing a clear view of the sky. And while it feels special on the inside, the car’s shape is also truly attention grabbing.
To start with at least, the production Clio load-lugger will have a traditional five-door layout. But it’s still set to bring a welcome dose of style to the oversized supermini market.
Citroen is ready to make a splash in the mud… in the UK! Up until now, the French firm hasn’t dipped a toe in the SUV class. But that’s about to change as the C-Crosser is bursting into the off-roader market.
If you’re getting a sense of déjà vu, that’s because the newcomer is part of a collaboration between Mitsubishi and PSA Peugeot Citroen. This has pro-duced the Outlander and the Peugeot 4007; we drove the latter in Issue 970.
All three get the same platform, 4×4 drivetrain and near-identical styling. Only at the front is there any variation, and in our view, the C-Crosser is the most handsome of the trio. With neat lights, the classy Citroen double-chevron grille and a sporty lower air intake, it’s not exactly a head-turner, but it has a friendlier face than the far more aggressive 4007.
Rivals include the Land Rover Freelander, Honda CR-V, Chevrolet Captiva and Vauxhall Antara, so the French off-roader needs to look, and act, sharp in order to survive.
Along with its sister cars, the C-Crosser does have an advantage in this sector: it comes as standard with a handy seven-seat layout. The third row is quite cramped, as it is in the Captiva, while the seat folding mechanism has a cheap and flimsy feel. But there’s no denying the extra flexibility the layout provides. And boot space is decent. In five-seat mode, the load area has 510 litres of space; fold the rear seats flat, and this increases to 1,686 litres. The useful split tailgate supports items weighing up to 200kg, too.
Up front, the cabin is well laid-out, the driving position commanding and the standard equipment tally generous. The VTR+ comes with air-conditioning, cruise control and automatic headlights, while our flagship Exclusive adds leather, rear parking sensors and 18-inch alloy wheels.
Unfortunately, the design flair the maker has used to differentiate the C-Crosser from the Outlander outside isn’t replicated in the cabin. The finish isn’t as good as on other Citroens – such as the C4 Picasso – either.
Still, the driving experience is good. The newcomer features the same stiff suspension set-up as the Peugeot and Mitsubishi, which means it’s surprisingly car-like. The steering is accurate, there’s plenty of grip and body roll is minimal – although the ride is rather firm, and not as comfortable as other Citroen models.
Aiding stability is an electronically controlled 4×4 system, engaged by a switch next to the gearlever. Power from the 156bhp 2.2-litre HDi diesel can be sent to the front wheels or all four, but it’s best to leave the system in ‘auto’ mode and let it feed the diesel’s impressive 380Nm of torque to the tyres that need it most.
There’s a setting which locks the differentials, too, aiding traction over slippery terrain. But as ground clearance is so limited, the C-Crosser isn’t really a full-on mud-plugger in the same way as the Freelander.
Back on the tarmac, the punchy engine provides impressive acceleration. It’s quite green, too, returning nearly 40mpg and emitting 191g/km of CO2. However, it is rather noisy.
Buyers are offered a choice of two specification levels: the VTR+ costs £22,790, while the range-topping Exclusive we drove is £25,490 – the prices are exactly the same as for the equivalent 4007 models. By comparison, the Outlander will set you back around £1,000 less.
To put this into perspective, if you want a seven-seat Citroen, a luxuriously equipped C4 Picasso is nearly £4,000 cheaper. It’s no off-roader, but is a class-leading family transporter. The C-Crosser is unlikely to claim a similar title in compact SUV circles.