Car-Man

Peugeot HYmotion3

The electric motors are located inside the wheels

Peugeot Hymotion 3 Compressor new conceptual motor scooter. Hi-Tech Trike. 9bhp pushing 250kg in electric mode. It looks like a scooter - with a roof

Occupying a half-way house between the world of the scooter and the car, the HYmotion3 compressor is a highly original proposal designed to facilitate urban mobility.

This new generation technology creates a three wheel drive vehicle, benefiting safety and driveability and combining economy with an environmentally-friendly specification (CO2 emissions of only 47 g/km in the combined cycle, zero in electric only mode).

Attractive thanks to its dynamic, streamlined and futuristic style; it is an interesting concept combining numerous benefits (size, safety and comfort) with “HYmotion” hybrid/petrol technology.

With an electric motor in each of its two front wheels, coupled at the rear with a petrol engine, it brings into play very innovative hybrid technologies allowing each of its wheels to provide motive power.

The HYmotion3 compressor concept is a means of transport with no affiliation to a particular type of vehicle. With its three wheels and its streamlined body, it is something of a missing link between two worlds which to date are quite distinct: that of the scooter and that of the car.

This “concept car”, or rather “concept scooter”, is based on the extensive experience of Peugeot Motorcycles, specialists in the scooter field, as well as the creativity and innovative capabilities of stylists and engineers working for Automobiles Peugeot.
To create this concept, Peugeot was able to draw on its extensive experience in the world of transportation enabling each individual, according to their age or their needs, to choose from among the Marque’s cycles, motorcycles and cars.

This vehicle offers an ideal mix of the benefits of a scooter and particular characteristics of a car.

In a world of intensifying urban traffic where everyone is trying to save time, where oil prices are skyrocketing and the environment is more than ever a priority, design departments are vying in ingenuity to develop solutions for the future.

Giving full rein to their creativity and expertise, two separate Peugeot teams converged on a similar idea and finally worked in tandem to develop a particularly original project: the HYmotion3 compressor.

In addition, regulations in France allow the vehicle to be driven with a B licence only, giving it a wide range of potential customers.

Its design is based on three wheels for maximum stability, safety and driveability. Its width of 82 cm enables it to thread a path through urban traffic with all the efficiency of a two-wheeler. The front windscreen extends to the rear of the vehicle to form a highly effective shield against bad weather for the rider and passenger.

This configuration develops a maximum power of 21kW (29 bhp) for a particularly low fuel consumption of 2.0 litres/100 km and CO2 emissions of 47g/km in the combined cycle, or 0 in electric only mode. The design of the HYmotion3 compressor, with its three wheel drive, provides positive
benefits for both safety and drivability.

Finally, this vehicle incorporates HYmotion technology, also featured on other concept-cars in the Peugeot exhibition space at the Paris Motor Show. This new generation hybrid technology incorporates the supercharged petrol engine already featured in the Peugeot Satelis scooter. With a power of 15kW (20 bhp) driving the rear wheel, it is combined with two electric motors, each with an output of 3kW, located in the front wheels.

Thanks to its extreme hybridisation, the HYmotion3 compressor concept creates a new benchmark in terms of safety (improved traction and braking), practicality and environmental-friendliness, offering original versatility at one with its environment.

Big as is the Toyota Land Cruiser on which it is based, it has a good worldwide reputation. It is a reliable, rugged,  go-anywhere sport/utility known as the United Nations advisors’ ride of choice.

In the United States  it is the Lexus version of the Land Cruiser-the LX 470 that is more popular, outselling the Toyota 5595 units to 3376 last year, despite the fact you can buy a Land Cruiser and a Yaris Liftback for the same price.

Inside, the 2008 Lexus LX 570 has no new ground in terms of materials or design.A new 5.7-liter engine has a lot of power for speed passing and easygoing cruising on the highway, with very smooth gearshifts. Teamed to the V-8 is a six-speed automatic transmission with sequential shifting and a Torsen limited slip differential for full-time 4-wheel drive.
The front seats are very generously apportioned and very comfortable. But there are some inadequacies of the interior design namely, that the 3d-row seat design is not large enough for adults and does not fold flat into the floor.
The LX 570 has not yet had crash-testing by either of the popular programs, but it includes one of the longest lists of standard safety features in any vehicle. Many standard features include touch-screen navigation with real-time traffic information and a premium stereo with XM Satellite Radio.

FEATURES:
Luxury features abound: 4-zone climate control, a voice-activated navigation system with Bluetooth, power sliding 2nd-row split seating, XM Satellite Radio with real-time traffic advisories, 9-speaker premium sound, and power 3d-row seating.
Thankfully, for 2008 Lexus has simplified the lineup considerably; Edmunds reports “one base trim level” of the Lexus 2008 LX 570, which comes standard with 20-inch wheels, a power liftgate, adaptive xenon headlights, wood and leather interior trim, keyless ignition, power and heated front seats with driver memory settings, 4-zone automatic climate control, Bluetooth and a premium sound system with six-CD changer, satellite radio and auxiliary audio jack.

The newly-launched Seat Ibiza will be available with a brend new Sport Package. The price of the new package is € 3500. The Ibiza Sport Pack will feature re-designed new side skirts, front bumper, re-designed rear bumper with integrated central exhaust pipes and a rear roof spoiler. The car will sit on 17″ alloy wheels. On the interior there will be aluminum sport pedals, a sport steering wheel, sport gear knob and door panels featuring aluminum insertions.

2009 Seat Ibiza

MINI is currently looking at location options for MINI United 2009 in England. The idea is that the event should take place in the UK to coincide with the 50th anniversary of the Mini itself. And while it’s strictly a rumor at this point, we believe MINI will make the 2009 MINI United more new product focused with the debut of a new offering of some kind. The current odds-on favorite is a MINI Challenge based factory JCW car with the most power ever offered by the brand - potentially also brought out as way to celebrate the 50th anniversary.
Of course you can expect any and all details of the event to be right here on MF as it takes shape over the next two years.
In the meantime, look for more details on MINI USA’s 2008 follow-up to MINI Takes the States in the coming months.

Have you noticed that diesel is getting more expensive? Although oil-burners are efficient, the gap between petrol and diesel prices has widened so much, you need to be covering serious distances for the black pump to reduce your motoring costs.
Volkswagen’s groundbreaking new 1.4-litre TSI petrol powerplant aims to solve the problem. Featuring both a supercharger and a turbo, what the unit lacks in size, it more than makes up for with performance.
We have already been impressed by the technology in the Golf hatchback, where the economical unit is a real giant killer. But will it prove as effective in a larger model?
The Jetta has a far more grown-up character than the hatchback, and as soon as you start driving the TSI, it’s obvious there’s no ordinary engine under the bonnet. Every press of the throttle brings an impressive burst of acceleration, much like driving a high-powered TDI diesel.

By combining the low-down torque of a supercharger with the high-rev thrust of a turbo, the 168bhp TSI manages to maintain gutsy performance throughout the rev range. A 0-62mph time of 8.3 seconds is amazing, especially when you consider the engine’s tiny 1.4-litre capacity.
And given its proportions, the Jetta is still an agile car. The lightweight engine up front helps it to turn sharply into bends and the precise controls allow the driver to stay firmly in touch with the road. Although not as sharp to drive as the Golf, the Jetta’s chassis is a good match for the TSI engine. But the unit is not without its faults. At low speeds, the power delivery lacks smoothness as the various under-bonnet systems stutter and sort themselves out. It’s a minor irritation that is soon forgiven when you see how efficient the motor is.
We easily matched VW’s official economy of 38.7mph, while the car’s emissions are also reasonably clean, with a CO2 output of 174g/km undercutting the Golf GTI by 18g/km.
What the Jetta TSI lacks is a sporty feel to go with its eager engine. While the hi-tech motor is available in sharp GT Sport trim for the Golf, the Jetta comes only in Sport guise. Without any sort of bodykit, the VW’s sombre lines are disappointing. It’s a similar story inside. The Golf GT Sport gets a boost gauge that helps you to understand what’s going on under the bonnet, but the Jetta’s dashboard is standard.
At £18,092, the TSI Sport is £930 less than the Golf GT Sport, but a mere £80 cheaper than the Jetta TDI. However, it’s a great all-rounder with petrol refinement and pace, combined with impressive economy. It looks as if TSI technology is here to stay.

For better or worse, there’s no way you could confuse the old Subaru Impreza for its replacement. But you might do just that with Smart’s new ForTwo.
Stylists certainly haven’t risked much - the only real changes to the city car’s shape are slightly tweaked lights and a more pronounced bonnet line. We got hold of an early left-hand-drive model to put the Smart through its paces on UK roads for the first time.
Thanks to an increase in length by 195mm and width by 42mm, the ForTwo’s cabin is now more roomy, even for two six-footers. Indeed, the cabin has improved greatly. The dash pods remain in place, but the centre console is now more upmarket, with an integrated stereo and better build quality. The 1.0-litre engine is another leap forward, and offers 71bhp in the guise of our mid-range Passion car.
On the move, the extra width and longer wheelbase mean the ForTwo handles and rides better than its predecessor. But the steering is still heavy and the gearbox demands lots of concentration to ensure a smooth change. And in automatic mode, it’s as jerky as ever. Ironically, all this means that the ForTwo still doesn’t add up as a city car. And although it’s quieter and more stable at speed than before, it wouldn’t be your first choice for the motorway, either.
least it should be cheap to run, returning 60.1mpg and emitting only 112g/km of CO2. Other than that, the ForTwo is something of a disappointment. There are developments in the pipeline - a clever stop/start version is on its way - but for now we wish Smart had moved the game on further.

The wait is nearly over for fans of the Subaru Impreza, as the new hatchback version of the rally legend goes on sale in Japan this week.
Tight European emissions laws mean UK buyers won’t be offered the WRX model when the hatch arrives here later this year. While British dealers will get the first five-door Imprezas late this summer, the performance STi won’t debut until October’s Tokyo Motor Show. As a result, customers will have to make do with the entry-level car pictured here until the flagship arrives in 2008. The STi is powered by a tuned version of the 2.5-litre boxer engine, turbocharged to produce more than 300hp and around 400Nm of torque.
It will be mated to Subaru’s existing six-speed manual box, while a new automated manual, sourced from specialist firm Aisin, is expected to join the line-up when the latest Impreza is facelifted in 2009.
That will ensure the hot STi can compete with its arch-rival, the Mitsubishi Evo X, which will get a paddleshift gearbox when it debuts next spring. The top Impreza gets a range of unique styling additions, including a specially developed bonnet, grille and a wide front bumper with big air intakes.
Flared wheelarches house smart 18-inch alloys, which will hide the existing STi’s Brembo brake system. Buyers can expect to see minor tweaks to the all-wheel-drive system, and engineers have also taken the opportunity to tune the handling, thanks to a more compact double wishbone rear suspension set-up.
Inside, the new Impreza range benefits from higher-quality trim, and the STi will also get a pair of supportive bucket seats up front to boost its sporty appeal.

For: Still looks great, competitive prices, 5yr warranty
Against: Dull drive, poor cabin, cramped interior, thirsty V6, slow engines

Driving:The Hyundai Coupe III comes with a choice of three engines – 1.6-litre, 2.0-litre and a 2.7-litre V6. As even the range-topper is a bargain, that’s the version we tested. It comes to life with a pleasing note, and feels urgent at low speeds.

Sadly, that’s where the good news ends. It’s not so much the engine as the antiquated four-speed automatic gearbox – it saps the unit’s power and puts an end to any notions of meaningful pace. From a standstill, it isn’t too bad, but once on the move you have to force it to kickdown, and the result is not smooth. The engine itself is more refined, but becomes noisy under hard acceleration, and the 162bhp it musters is disappointing. We’d probably choose the cheaper 2.0-litre; though this is gruffer still, it’s not that much slower. It’s certainly better than the lethargic 1.6, which is as big a contrast to the sporty body as you could imagine. Out on the road, the Coupe is happier cruising than being thrown around country lanes, but it suffers from tyre road and wind noise from around the tailgate. It’s not great around town, either – potholes and uneven roads cause the suspension to jar badly. And while the steering is well weighted, it’s short on feel. The harder you push, the more the Coupes’ flaws come to light. It isn’t that stable, feels vague when first turning into a corner; generally, after the way it looks, the sporty Hyundai’s drive is a disappointment.
Marketplace:Despite being launched back in 2002, the Hyundai Coupe still looks great. In its third incarnation (hence the ‘III’ badging), the Korean car maintains the sleek and sporty profile that has made it so popular. Penned by in-house designers, the distinctive shape has been kept up to date by a facelift which introduced a new front end, grille and headlights. The side vents of the old car were also replaced by a smaller unit incorporating the side indicator repeater – it looks less fussy, but the loss of this sporty detail is a shame. In terms of rivals, the Hyundai doesn’t have many, as one-time direct competitors like the Ford Puma and Toyota Celica are no more. Alternatives come instead from hot hatchbacks such as the SEAT Leon FR and Ford Focus ST, as well as coupe-convertibles like the Vauxhall Astra TwinTop and Peugeot 207 CC. 
Owning:In morphing into SIII guise, changes were made to the interior, too. The centre console was redesigned and more logically laid out, with a smart, metal-effect finish. It’s let down by the cheap stereo, although we like the blue illumination for the dials – even if the colour isn’t consistent across the different controls, and despite cheap-looking auxiliary dials on the centre console. An MP3 connector in the centre arm rest is included as standard on all models; a more useful feature. Unfortunately, the driving position is far from perfect, and tall drivers in particular will struggle. While the seats look good and are comfortable, the low roof means headroom is at a premium. As a result, you sit in a low-slung position. The seat has minimal vertical adjustment, and that leaves the steering wheel – which doesn’t offer reach movement – too far away. Rear space isn’t bad for a coupe and the boot is big, too, especially with the seats folded. But the Hyundai can’t compete with more practical hatchback rivals. The V6 engine is extremely thirsty too, particularly when mated to the automatic transmission, while it retains over 4% less of its list price than the more humble 1.6-litre. It’s not even that cheap to service, though Hyundai’s five-year, unlimited mileage warranty remains a major attraction.

The 2008 Saturn Vue XR AWD is one of the more intriguing new vehicles on the market this year for a few reasons—and not because of any innovative technology, advances in safety or mammoth leaps in fuel economy.
With the Vue, you get fairly straightforward hardware: front-mounted four- and six-cylinder engines, front- or all-wheel drive, MacPherson strut front and multi-link rear suspension, seating for five, six airbags, the usual.
What’s compelling, first of all, is how this car got here. Five hundred engineers simultaneously designed and developed the car in Germany, the United States, and Korea. It will be built in multiple plants, and will be sold around the world as the Opel Antara or as-yet unnamed Chevrolets, Daewoos and Holdens. It could be the first truly global General Motors product, at least as far as mainstream products go.
Secondly, even without driving this vehicle it is obvious this is a gargantuan improvement over the Vue it replaces, the boxy, plastic-paneled small SUV that took seemingly forever to complete its gestation period. By the time the first Vue arrived in late 2001, the market was awash in small utes with more stylish wrappers, better interiors and stronger powertrains.
In the 2008 Vue, the plastic sides and cavernous panel gaps are gone, replaced by stylish sheetmetal. Inside, we’re happy to note that interior quality incorporated into the Vue in recent years hasn’t been lost in the transition. Under the hood, buyers get a choice of the top-of-the-line 3.6-liter, 257-hp, 248-lb-ft V6, a 3.5-liter, 222-hp, 219-lb-ft V6, or a base 2.4-liter, 169-hp, 161-lb-ft inline four. The four comes with a four-speed automatic transmission, while the V6s are mated to a six-speed automatic. The performance Red Line version arrives this fall, followed by two Green Line hybrid options by year end.
Our test model, a nearly loaded all-wheel-drive Vue XR with the 3.6-liter V6 priced at $31,115, was a far better driver than the model it replaces, and definitely on par with the latest Toyota RAV4 and Honda CR-V. The Vue felt lighter than the last RAV4 we drove, and overall, more handsome to the eye. We actually noticed people ogling and pointing as we drove by. The last time that happened in a Saturn was when the first sedans rolled out of Spring Hill back in 1990.
We put the Vue to work on back-to-back weekends hauling children to what felt like a million or so sporting events, and the Vue made a convincing case for being nearly perfect for such tasks. The steering felt nimble and sharp and properly weighted (Saturn opted for hydraulic steering assist in V6 models, while the four-cylinder Vues get the latest version of electrically assisted steering that we universally despise; we’ll give you our take when we get a chance to test it). The ride, while compliant and devoid of harshness, avoided wallowing through the corners or diving into hard stops. We might have liked a little more power from the V6, but it seemed smooth enough. Build quality and fit and finish were excellent.

Here’s proof that Citroen is set to come out of its shell when it comes to car design - because the ‘tin snail’ is back!
These pictures show how a successor to the 2CV is shaping up. Boasting a thoroughly modern interpretation of the classic design, it has its eyes on the lucrative family car market.
Based on insider information, our pictures show what you have to look forward to. Taking over where the Evoque concept car of 2005 left off (Issue 865) the shape is instantly recognisable and couldn’t be confused with anything else.
As Fiat has done with the 500 and VW with the Beetle, Citroen has followed the current trend for reinventing classic models. By cashing in on the charm of the original 2CV, the French firm is set to launch into uncharted territory - going up against prestige models such as BMW’s MINI. With the same curved bonnet, slab sides and covered rear wheels, it looks just like the original 2CV, which first appeared in 1948.
Trademark details such as the slatted bonnet and double chevron grille remain intact. But with flush-fitting windows and faired-in lights, the shape has been given a modern update. It promises to be extremely eco-friendly, too.
With car firms ever more concerned about their impact on the environment, the 2CV will be a showcase for Citroen’s green technology. It’s likely to be made from plastic body panels, and with power coming from a hybrid diesel engine (see below), it should boast low fuel consumption and emissions.
As with the exterior, the cabin will draw on its famous predecessor with a minimalist look. A large, thin-rimmed steering wheel dominates the interior, while the fixed central hub contains controls for the stereo. There will also be a retro speedometer, and as with the original car, the gearlever will be mounted in the centre of the dashboard.
However, while the 2CV was designed to be cheap and cheerful, the newcomer will feature lots of hi-tech kit as standard, including sat-nav and connectivity for the latest handheld gadgets.
As with the MINI, personalisation will be a big part of the 2CV’s appeal, with contrasting body panel colours, seat trims and the option of a full-length sunroof. It’s possible the Citroen could feature panoramic glass, as well as a removable canvas top.
Under the skin, the 2CV is likely to use platform architecture from the C3 supermini and C4 hatch, featuring a front-wheel-drive layout and a comfortable driving experience.
The new model will be positioned above the C3 in Citroen’s range, and will carry a premium price. Although the firm is tight-lipped about production, our sources indicate that a concept version could appear in 2009.