Opel GTC Paris Concept

Opel GTC Paris Concept

General Motors is showing a number of vehicles based on its Delta II platform at the upcoming Paris Motor Show. The latest to be announced is Opel's stunning GTC Paris concept, a preview of Opel's future two-door hatchback.
"We wanted to express the most emotional side of the Opel brand and we believe this vehicle creates an appropriate visual impact to reinforce our dynamic sporty character," Opel vice president of design Mark Adams said.
Adams' team succeeded in its goal and produced a stunning car. The clean and emotional styling features carefully sculpted body lines that exude elegance. The front fascia features typical Opel styling cues, with its three-straked hood, standard Opel grille, and headlights taken from a production Astra. The bumper is bespoke to the GTC Paris, but the rest of the car from the A-pillar forward looks to be taken straight from production Astras.
Opel Gtc Paris Concept Rear Three Quarter
Moving towards the rear of the GTC Paris concept, you see the Opel "blade," a stylistic hockey-stick shaped character line that runs from the front fenders to the rear fenders. It was first introduced on the Insignia sedan, but can be seen running the opposite direction on production Astras. A second character line begins just above the door handle and curves into the taillights.
Designed to be a swoopy coupe, the GTC Paris' roofline curves beautifully into an integrated rear spoiler and curvaceous rear hatch. Despite the dramatically sloped roofline, there is still enough room for three, likely small, rear-seat passengers. The rear hatch is completed with dramatic rear glass and a small lip spoiler, shaped to mimic the rear bumper. Dual-exhaust tips complete the shapely, sporty hatch.
Opel Gtc Paris Concept Front
The GTC Paris concept is likely to join the Astra lineup as the Astra two-door hatchback. The only revisions we can see, in the process of turning the concept into a production car, would be slight alterations to the shape of the rear hatch and glass to make production less expensive.
Further hinting at the car's production potential and likely performance variant is its powertrain: GM's 2.0-liter, turbocharged, direct-injected I-4 that normally produces 255-260 horsepower and a similar torque figure coupled to a six-speed manual transmission. A range of less potent engines, likely including GM's new 1.2-, 1.4-, and 1.6-liter I-4 gasoline engines (and the not-for-us 1.3-liter diesel) might power the production car.
We hope that GM brings this car our way with a Buick badge to truly make it an attainable dream car rather than forbidden European fruit.

Opel GTC Paris Concept

Opel GTC Paris Concept

Opel GTC Paris Concept

Nissan Townpod Concept

Nissan Townpod Concept

Nissan Townpod Concept

Nissan's Townpod  concept is aiming to be the Swiss Army Knife of electric vehicles, merging the best aspects of hatchbacks, SUVs, and vans into one practical (if not unusual) package.
Externally, designers blended a number of styling cues from the Cube and Leaf, lending the Townpod a tall, boxy stature, while simultaneously blessing it with a long, tapered nose. The small, elongated headlamps, along with the slender air intake opening, give the Townpod's front fascia an odd, alien-like appearance.
Although the Townpod is roughly the same size as the compact Leaf, Nissan worked hard to increase its versatility. Rear-hinged half-doors improve access to the rear seat, while access to the rear cargo area is provided by two swing-open panel doors. The rear bench folds flat and retracts into the front seating assembly, opening up a flat, unencumbered load floor. Those needing to carry very long items -- scaffolding and surfboards -- will likely need to pop open a roof-mounted hatch, located just above the rear cargo doors.
Nissan Townpod Concept Side Doors
Inside, the flowing dashboard takes the Jacuzzi Lounge design theme used in the Cube to a whole new level. The relatively bare dashboard has been stripped of all mechanical switchgear, leaving only a pair of LCD screens. Drivers will control ventilation, audio, and navigation systems through the lower (touch-sensitive) display, along with controls on the steering wheel. Bluetooth allows drivers to wirelessly connect to smartphones and audio devices, but Nissan's proud of what it calls The Puck -- a small, slotted rubber ball that can hold a number of accessories, including cell phone mounts, cup holders, bag hooks, and other paraphernalia.
Nissan won't say much about the electric drivetrain underneath (it's likely quite similar, if not identical, to that used in the Leaf), nor will it refer to the Townpod as anything but a conceptual design. Although this car itself may not make it to market, incorporating some of its versatile features into future vehicles could help make an electric-powered C-segment vehicle increasingly palatable to many customers.

Nissan Townpod Concept

Nissan Townpod Concept

Mini Scooter E Concepts

Mini Scooter E Concepts

Just how mini can a Mini be? Quite small, apparently: the automaker's entertaining the notion of building an electric scooter, and to test the waters for such a device, three versions of the Scooter E concept are headed to the 2010 Paris Motor show.
Mini's moped is, predictably, an uncannily retro two-wheeler. The step-through design, front fender, and curved body all bear a striking resemblance to vintage Lambretta scooters. Appropriate, we suppose, given the Lambretta -- like the Mini itself -- was once tied to the British Mod scene in the 1960s. Minor cues, including the chrome trim on the leg shield, the round projector headlamp, spoiler-like grab handle, and twin taillights do help tie the Scooter E to its four-wheeled Mini siblings.
Mini Scooter E Concept Front Three Quarter
Like the Lambrettas of days past -- or today's Mini Cooper, for that matter -- the Scooter E appears to be a canvas ripe for personalization. The three scooters on Mini's display stand are mechanically identical to one another, but each is given a unique visual personality. The neon green-on-grey scheme is a blatant tie-in to the electric Mini E test vehicles, while the British Racing Green, and red/white/blue scooters channel the Minis and Mods of yesteryear, respectively.
Cosmetically, the Scooter E is a visual timewarp, but beneath the skin, it's a far cry from the oil-burning, two-stroke scooters of the 1960s. Motive power comes courtesy of an electric motor driving the rear wheel. Actually, it's mounted within the rear wheel itself, allowing designers a chance to simplify the exterior design and utilize additional space on the bike. As a result, the lithium-ion battery pack and an on-board charger are installed underneath the seat, although Mini's given no indication as to its range or charge times.
Mini Scooter E Concept Front Three Quarters
The advanced technology isn't limited to the powertrain, either. As the Scooter E is targeting young, tech-saavy hipsters, it's not too surprising to see an iPhone docking station built into the large speedometer display on the handlebars. The interface allows the iPhone to be used as an ignition key, navigation system, music device, and -- assuming you have a helmet with an integrated Bluetooth device -- a hands-free mobile phone. A rail system, much like that used in the new Countryman's center console, allows a variety of different attachments (i.e. cup holders, baskets, etc.) on the inside surface of the front fairing.
Is an electric scooter truly in Mini's future? The company isn't saying at this point, although it notes the eco-friendly driveline and "individual style" do jive with the brand's mantra. It also lines up nicely with parent BMW's Project I, which is working to develop multiple sustainable urban vehicles, including an electric cycle. Should reaction from Mini-philes and scooter nuts alike prove positive, it isn't unrealistic to see the Scooter E propped up in a Mini showroom in the years to come.

Mini Scooter E Concepts

Mini Scooter E Concepts

Mini Scooter E Concepts

Lotus Re-Launches Itself

Lotus Re-Launches Itself

Lotus's five-car launch of a range of sports cars spanning from 300 to 620 horsepower was one of the Paris highlights. The new cars signal Lotus's intention to reinvent itself, transforming from hardcore niche player to full-line, luxury-supercar grandee. It's a staggering turnaround plan, backed, Lotus says, by a billion-dollar investment. The new cars will be launched between mid-2012 and mid-2015.
2013 Lotus Esprit Front Three Quarters View
First down the pipe will be the 2012 Esprit, a mid-engined supercar powered by a V-8 making 550 horsepower in standard form, up to 620 in R trim. The motor is Lotus's heavy rework of the Lexus IS-F engine. The UK maker added a supercharger, and a new injection system, and revised the internals so it can rev to 8500. Direct gas injection is used for clean emissions at lower power, and at WOT it switches to port injection. Performance is claimed to match the Ferrari 458 and Porsche 911 Turbo, its key rivals. Not to mention that other new British supercar, the McLaren MP4-12C. But Lotus says it will undercut the Ferrari and McLaren because it recognizes that its brand is not as strong.
2013 Lotus Esprit Dash View
The Esprit's transmission is a seven-speed DCT, and Lotus also is working on an optional mild hybrid system. It uses regenerative braking to recharge a battery pack, and an 'e-boost' button on the steering wheel switches on an electric motor between the engine and transmission, giving a 50-horsepower helping hand. The system also allows idle-stop. The batteries are located in the structural tunnel between the seats, so the center of gravity is mostly unaffected.
As with all the cars in the new range, the Esprit utilizes Lotus's patent aluminum frame. But, for the first time in a Lotus, glass fiber is no longer used for the body panels. Instead, aluminum is used for the skin, because it gives better panel gaps and surface finish, as expected by buyers in this category. The Esprit uses carbon fiber side panels, and aluminum doors, roof, and front and rear ends. Lotus claims 3300 pounds dry weight. A convertible will be offered with standard and R engines and the hybrid.
Lotus Eterne Front View
Lotus also plans a front-engined pair of cars with the same 550/620-HP engine. The CY2014 Elite (see separate story) and CY2015 Eterne will rival the Ferrari California and Aston Martin Rapide, respectively. The two share a platform and powertrains, but the Eterne has a longer wheelbase at 196 inches overall. In both, the structure, panels, and suspension are all aluminum. The Eterne is the first four-door Lotus, and is said to be almost as spacious as a Porsche Panamera, and as good-looking as the Aston Martin Rapide.
To reinforce its low-consumption brand value, Lotus also plans hybrid options for the Elite and Eterne. But these front-engined cars will use a different system from the Esprit's. It's a full hybrid setup with an epicyclic transmission embodying two e-motors motors, and AWD. It's an adaptation of the Lexus LS600h system, showing how close the technical relationship is between Lotus and Toyota. Gas mileage is said to improve by 40 percent.
2014 Lotus Elan Front Three Quarters View
If the longitudinal V8-engined Esprit tackles the 911 Turbo, Lotus is fielding a late-2013 transverse-V6 car called the Elan as a rival for the 911 Carrera and Carrera S. It will run a 4.0-liter supercharged direct-injection version of the existing Evora engine, for 400HP (base) and 470HP (R). The Esprit's mild hybrid system will also be available on the Elan, as will a convertible body. The Elan will in effect replace the Evora, although at a higher price and power, so the Evora will continue as long as there are buyers. Lotus acknowledges that the Evora has failed to attract new fans from outside the brand, because it doesn't have the required sense of luxury, and ingress/egress difficulty is often cited by consumers who go back to Porsche.
So while the Elan uses the basic Evora tub, it will be modified for better owner convenience. Aluminum panels will help the quality impression. But Lotus insists the largely carryover chassis will maintain the Evora's frankly sublime handling, steering, and ride.
2015 Lotus Elise Front Three Quarters
The final new model is the new Elise, due in mid-2015. This one gains around 450 pounds over the present featherweight, and many thousand dollars in cost. It uses a 2.0-liter Toyota-derived four, with either supercharging or turbo-"we still have time to decide," the engineers say-for 300 (base) and 350HP (R). Porsche engineers have hinted they will do a four-cylinder Boxster next time around, so having a four-banger shouldn't handicap Lotus. And the mild hybrid system will be available in the new Elise, for class-leading economy as well as performance. The new Elise will come as a convertible and a hardtop (as will the Esprit and the Elan), aimed square at the Boxster and Cayman. But Lotus promises there will also be lightweight, bare-butt variants of the Elise to keep the track-biased hardcore buyers in the fold.
All the new models will share a digital dash, featuring a 12-inch TFT screen and virtual graphical dials and displays. Graphics will be different for the different models. In the Eterne, they will emphasize the navigation, while the Esprit driver will be able to call up track maps and a lap timer. Another shared technology across models is adaptive-damped suspension.
Each model will have a different interior, emphasizing lightweight materials in the Elise but more luxurious finishes in the Elite and Eterne.
2015 Lotus Elise Dash
So what has caused this storm of activity from the quiet little British sports-car maker? It was do or die, the management says. Owner Proton had gotten to the end of the road with Lotus' previous method of operation, which had lost money for the entire 15 years as a subsidiary.
So it engaged Dany Bahar, who had previously run sales, marketing and branding and commercial matters at Ferrari. Bahar realized that 15-20 years ago, Lotus was a leading Formula One constructor, and its Esprit Turbo and V8 were at the forefront of entry-level supercars. James Bond drove an Esprit. Lotus as a brand was on par with Ferrari, Lamborghini, and Aston Martin. But those automakers' owners invested heavily, and Lotus's owners did not.
2015 Lotus Elise Interior
With more than $1 billion from Proton and the bankers, this new roadmap is designed to put Lotus right and replicate their growth. Bahar wants to sell 7000-8000 cars a year by 2015, across the five models, which he regards as conservative, and says the company will be at break even by then even if sports car markets don't recover from today's flattened level.
Lotus Eterne Front Three Quarteres View
But even with that investment, Lotus needs expertise. Up to last year it had almost no marketers on staff, and a paucity of production experts for cars of the planned level of complexity and luxury. So Bahar has engaged 23 senior people in these disciplines-plus design and product development experts-from Ferrari, Porsche, Aston Martin, and AMG Mercedes.
It has also engaged a panel of part-time advisors including Bob Lutz, Burkhard Goeschel (ex product and purchasing chief at BMW), and Tom Purves (ex-CEO Rolls-Royce and previously CEO of BMW North America).
Even if it's been done before-Aston Martin built fewer than 50 cars in 1991-it's a staggeringly audacious plan.

Lotus Re-Launches Itself

Lotus Re-Launches Itself

Lotus Re-Launches Itself

Lotus Elite Concept

Lotus Elite Concept

In an astonishingly audacious move, Lotus intends to burst out of its Spartan quasi-racer niche. It has announced the Elite, a car to challenge the high-profile luxury GT supercars -- Ferrari California, Aston Martin DB9, AMG SL, Corvette ZR1.
The Elite will be shown at the Paris salon, and is intended for production in spring 2014. Lotus is showing it this early because it obviously needs to make a whole new audience aware of the brand.
Power comes from a Lotus-developed version of the Lexus IS-F's five-liter V8. It makes 550 horsepower in 'base' trim, and 620 in R trim. Lotus says the R version will hit 62mph from rest in less than 3.5 seconds.
It's a super-high-tech engine. Supercharging gives it torque, and it uses direct gas injection at low load for better emissions, but switches to port injection higher up to get the punch. Scavenge oil pumps in the heads mean it can sustain high cornering g safely, and titanium valves allow it to rev to 8000 rpm.
Lotus Elite Concept Rear
The mid-front-mounted motor will drive the rear wheels through a seven-speed sequential transmission. Optionally, all four wheels will be driven via a version of the Lexus LS600h full-hybrid system, which cuts consumption on the Euro cycle by 40 percent. Oh, and there's a "boost button" on the steering wheel to call up every last electrical ampere for a burst of max acceleration.
Lotus already enjoys a successful relationship with Toyota, using its four-cylinder in the Elise and Exige, and its V6 in the Evora. So the adaptation of the V8 and hybrid drive is a continuation rather than an all-new cooperation. As Akio Toyoda said last week, when picking up the keys to his new Elise, "A Toyota engine in a Lotus car creates a completely unique feeling -- a special blend featuring the best of Lotus and Toyota that we hope many car lovers continue to enjoy."
The Elite to be shown at Paris has a glazed folding hardtop. It's also got what aircraft designers call a glass cockpit -- all-graphical driver-configurable virtual LCD instrumentation rather than hardware dials. Many controls are on the steering
Lotus says lightness and efficiency remain important. So the Elite, which is 181 inches long, is supposed to weigh under 3750 pounds dry in non-hybrid form, meaning less than 4000 pounds when juiced up. To that end, the structure remains the company's patent system of extruded and folded aluminum parts, joined with glue and rivets.
However, in a departure for Lotus, the body panels will also be aluminum rather than the glass fiber used previously. Engineers say aluminum panels aren't any lighter, but they can be made more accurately, giving neater panel gaps and better surface finish. In the $150k market this car is aimed at, finish is vital.
The Elite has been designed by a team under Lotus' design director, Donato Coco. Coco, like Lotus CEO Dany Bahar, worked until last year at Ferrari. He says that the front-end graphic was inspired by Lotus's Formula One cars new and old. (Remember, this crowd won seven F1 constructors' world championships and hosted drivers such as Rindt, Andretti, Clark, Graham Hill, Senna, and Fittipaldi.)
Lotus Elite Concept Front Three Quarter
 The aim of the sculpture of the fuselage is to make the car have "dignity and authority" Coco says, while still retaining Lotus's lightweight look. The outlet air vents for the arrow-shaped hood conceal its shut line.
Coco is not the only big name Bahar has engaged. He has recruited a total of 23 A-listers -- production people, vehicle engineers, marketers, quality specialists -- from Porsche, AMG, Aston Martin, and Ferrari.
The plan of which the Elite is a part represents a huge shift in ambition for Lotus. The company was, as recently as the 1990s, an international heavy-hitter. It had cars at the front of the formula one grid and, in the Esprit, a competitor for the Porsche 911 and the Ferrari 348.
Lotus wants to get itself back into the big league. Designing a swoopy-looking car, and specifying fancy tech, is just the start. It must now deliver, and at the Paris auto show it promises to tell us more about how that will happen.

Lotus Elite Concept

Lotus Elite Concept

Lotus Elite Concept