Each week, our German correspondent slices and dices the latest rumblings, news, and quick-hit driving impressions from the other side of the pond. His byline may say Jens Meiners, but we simply call him . . . the Continental.
One year after the Audi Quattro concept‘s launch at the Paris auto show, a decision on building it is imminent. Pro: The unparalleled enthusiasm this car generates on the road, and among hard-core Audi enthusiasts. Con: Audi already has an icon, the R8. But the Quattro would be built in a very limited run. Executives are leaning towards killing the project, which would be a shame.
Discussing electrics with Audi engineers, I gather they are leaning away from wheel-mounted electric motors because of the challenges this environment provides for the motors, and the massive unsprung masses. This will come as a disappointment to many design students, who like to explain their more-or-less clever vehicle packaging by referring to “wheel-mounted electric motors and by-wire braking and steering systems,” preferably in combination with “inductive on-the-move charging.”
More details are emerging on the next-generation Mercedes-Benz SL, which will be launched next year. The SL will get a full aluminum body and keep its folding hardtop. The engine portfolio will include six-, eight-, and twelve-cylinder units, including a V-6 diesel. And AMG will offer not only its new 5.5-liter V-8, but likely also a V-12 again.
Nissan just launched its big, powerful commercial vans in the U.S. Now Europe gets a similarly sized van with a far more efficient powertrain. The NV400 is available with front- or rear-wheel drive and three versions of a 2.3-liter four-cylinder turbo-diesel, which comes with 99 hp, 123 hp, or 144 hp. That’s not very impressive, but fuel consumption is rated at 29 mpg in the European cycle. Perhaps that would be a vaild pro-diesel argument for business owners who actually wish to lower their fleet’s operating cost. The European Nissan NV400, built in Spain and the U.K., is a restyled version of the Renault Master.
The Chevrolet Sonic—still wearing the proud Aveo nameplate in Europe—is offered in three diesel versions here. The 1.3-liter four comes with 75 hp or 95 hp, as well as in 95-hp “eco” trim, the latter of which includes a stop-start system. The “eco” version takes a claimed 11.7 seconds to reach 62 mph, it tops out at 108 mph, and it is rated at 65 mpg in the European cycle. Saving fuel doesn’t come cheap in the Aveo: Even the least-powerful diesel costs a whopping €5000 more than the gasoline-powered base model.
The European-market VW Passat is slightly more compact than its U.S.-built counterpart, but it is positioned higher in the market. Now there is an “Exclusive” version, a fourth equipment line differentiated with 18-inch wheels and a lowered suspension. The interior is upgraded with “chocalate brown” leather seats and contrasting piping. The genuine wood trim is called “Tamo cream silk matte.” You can get a Passat Exclusive sedan or station wagon.
Highway Tested: VW Passat 2.5 SE
While in California recently, I spent two extra days with a U.S.-market Passat powered by the entry-level, straight-five engine. It is significantly bigger than the Euro Passat, with a huge and comfortable rear seat. The material quality is not quite on par with our model, but the workmanship on my test car was exceptional. Pushed up Sherman Pass to 9200 feet, the Passat felt composed, direct, but not very powerful—the 3.6-liter V-6 makes a huge difference. The Euro Passat is better, and in an upcoming road test, I will analyse it in detail—but the U.S. Passat, in my opinion, beats virtually every other car on the market.
There is a lively discussion in Germany on why Americans get their own Passat, which is almost as sophisticated as the European version but bigger and far cheaper. It’s a valid question. In fact, China gets a Passat that bridges the gap: It is based on the longer, American model, and it comes with electronic amenities and assistance systems not available in the U.S.
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