Suzuki Kizashi Apex Concept

Suzuki Kizashi Apex Concept

Suzuki Kizashi Apex Concept

The Suzuki Kizashi isn't the most popular small sedan on the market, and that's too bad. We love the car's sharp design, comfortable interior, and enthusiast driving experience. The only letdown is its straight-line performance. The standard 2.4-liter inline-four engine offers just 185 horsepower (180 with continuously variable transmissions) and 170 pound-feet of torque, which yields adequate but hardly thrilling acceleration. Suzuki's Apex concept aims to rectify the power deficiency by turbocharging the Kizashi to produce up to 300 horsepower.
We're big fans of the Suzuki Kizashi, admiring its smart styling, practicality, and engaging handling dynamics. The one area we'd address is acceleration, which is competent but hardly awe-inspiring, thanks to a 2.4-liter inline-four offering 185 horsepower (180 with continuously variable transmissions) and 170 pound-feet of torque. Suzuki will cater to our speed-freak side with a turbocharged Kizashi capable of up to 300 horsepower, debuting at the New York auto show.
This isn't the first time that Suzuki has given in to the need for speed, having previously contracted Road Race Motorsport to build a 290-horsepower Kizashi Turbo for last year's Specialty Equipment Market Association show. Although considerably quicker than its donor car, the RRM Kizashi car felt unrefined, with excessive turbo lag and overly stiff suspension that made for a jarring ride. RRM also built a 221-horsepower Suzuki SX4t back in 2008, which was quicker than the regular 143-horsepower SX4 but also suffered from poor suspension tuning.

Suzuki Kizashi Apex Concept

Suzuki Kizashi Apex Concept

Suzuki EcoCharge Concept

Suzuki EcoCharge Concept

Suzuki EcoCharge Concept

It's no secret that the world's automakers are rushing to make their cars more fuel-efficient, and hybrid drivetrains are one of the most proven methods to cut consumption. Suzuki's first hybrid car will be previewed at New York auto show as the EcoCharge concept, based on the company's Kizashi sedan.
The transformation to gas-sipping hybrid begins with a new 2.0-liter inline-four engine, rated for 144 horsepower and 127 pound-feet of torque, ousting the standard Kizashi's 185-horsepower 2.4-liter engine. To compensate for the reduction in raw output -- and to help save at the pump -- the engine is supplemented by a 15-kilowatt electric motor. It's a combination motor/generator attached to the engine via an accessory belt. A 0.5-kilowatt-hour lithium-ion battery stores electricity during braking, and juices the electric motor to aid acceleration.
To further improve economy, the EcoCharge has engine stop-start functionality, low-rolling-resistance tires, and the engine computer cuts the fuel flow when the car is decelerating. Suzuki aims for a 25-percent improvement over the regular Kizashi's highway fuel economy. The thriftiest current model, the front-wheel-drive Kizashi S, returns 31 mpg highway, meaning the EcoCharge could be rated as high as 38 mpg.
The powertrain is mated to a six-speed automatic transmission, a choice unavailable in the standard Kizashi. In spite of the eco-friendly modifications, Suzuki claims the EcoCharge retains the sporty handling and braking we've come to love in the standard Kizashi, while the electric motor's boost is said to offer "spirited" acceleration.
The EcoCharge stands apart from its non-hybrid forebear with blue-tinged white satin paint, lightweight aluminum wheels, unique headlights, and LED foglights. The seats are constructed from undisclosed "advanced" materials, but as Suzuki claims they require 84 percent less energy than traditional seating surfaces, we'd hazard a guess that they use some sort of recycled material.
There's no word on whether the EcoCharge will make it to production, but it seems like a solid bet given the rising popularity of hybrid cars. If the hybrid does indeed retain the base car's engaging dynamics, we'd welcome a handful more miles per gallon in a Kizashi. As to the car's potential competition, Buick recently introduced a similar belt-driven hybrid system called eAssist, which boosts a four-cylinder engine's fuel economy by 25 percent. eAssist launches this fall on the Buick Regal

Suzuki EcoCharge Concept

Suzuki EcoCharge Concept

Scion FR-S Concept

Scion FR-S Concept

Scion FR-S Concept

The "Toyobaru" is now a Scion. It's a decision that makes sense for the U.S. market, as Toyota needs to increase enthusiasm and interest in its youth-oriented brand, which has recently flattened out in both sales and product excitement. With the purest enthusiast credentials of any Scion -- production or concept -- to date, the Scion FR-S looks like the just the ticket to help re-ignite enthusiast passion for the brand.
The rear-drive AE86 Corolla, a model fondly regarded by sport compact enthusiasts, served as the inspiration during much of the FR-S's development. A key difference is the Subaru-sourced boxer engine, instead of the AE86's purely Toyota inline-four.
Speaking of the boxer, most of the underpinnings and the 2.0-liter boxer engine for the FR-S were codeveloped with Subaru, which is building its own version of the car. The engine has been updated with both port and direct fuel injection, which Toyota is calling DS-4. Official power figures have not been released, but Toyota claims increased power and torque throughout the operating range without sacrificing fuel efficiency. Reports have suggested the engine could produce as much as 200 horsepower in normally aspirated form.
The FR-S will be available with either a six-speed automatic or a short-throw manual transmission. The automatic is not specifically described as being a dual-clutch unit, so it's likely a conventional automatic, although it does feature paddle shifters on the steering wheel. A limited-slip differential ensures power gets to the rear wheels effectively.

Scion FR-S Concept

Scion FR-S Concept

Porsche Panamera S Hybrid

Porsche Panamera S Hybrid

Porsche Panamera S Hybrid

For Porsche, performance is always paramount, but now it must also be “intelligent”. Apparently, hybrids = intelligence, as evidenced by Porsche’s new Panamera S Hybrid, which its debut today at the 2011 New York show and is another showcase of the German automaker’s emerging Porsche Intelligent Performance philosophy.
As far as we’re concerned, with 380 horsepower, a 0-to-60 time of 5.7 seconds and a top speed of 167 mph, you can call it a dunce and we’ll still drive it. Fast.
Essentially the same system as found under Cayenne S Hybrid, the Panamera S Hybrid employs a 3.0-liter supercharged V-6 engine with 333 horsepower, augmented by a 47-horsepower (34 kW) electric motor, which also doubles as the generator and starter. Porsche says it can roll for approximately one mile on battery juice alone and speeds of up to 50 mph in around town driving situations. Final EPA fuel economy ratings are yet to be announced, but expect it to be close to the Cayenne hybrid’s 20/24 city/highway mpg rating.
The Panamera S Hybrid is a higher-spec version of the conventional V-8 S model and comes with the automaker’s adaptive air suspension and PASM adaptive shock absorber system, as well as variable-assist power steering among other options. In addition, there’s a special display setup that highlights several of the hybrid system’s operations.
All of this intelligent performance stuff doesn’t come cheap. The Panamera S Hybrid’s base price is $95,000 (excluding destination) and is set to hit dealerships later this year.

Porsche Panamera S Hybrid

Porsche Panamera S Hybrid

Nissan Leaf Nismo RC

Nissan Leaf Nismo RC

Nissan Leaf Nismo RC

The Nissan Leaf Nismo RC is 3.9-inches shorter, 0.8-inches longer, 6.7-inches wider and a staggering 13.8-inches lower than the garden-variety 2011 Nissan Leaf. At 2.4-inches, its ground clearance is just high enough to pass over a New York-sized cockroach. And in case you're wondering, "RC" doesn't stand for "remote control" -- at least not in this application. Nissan designed this track-attacking EV with "Racing Competition" abilities, much like it did with the recent R35 GT-R RC
Underneath the Leaf RC's carbon fiber body resides a monocoque set inside a custom chassis built by Nismo, Nissan's in-house performance division, in conjunction with Nissan's Global Design Center. For ideal weight distribution, Leaf RC's 80 kW AC synchronous motor, lithium ion batteries, and inverter are mounted mid-ship.
Forged aluminum 18-inch wheels wrapped in Bridgestone slicks attach to front and rear control-arm suspension. Rear-wheel drive replaces the production Leaf's front-wheel drive layout. There is even an adjustable rear wing for optimum aerodynamic setup on a variety of tracks. Weighing just 2068 pounds, the RC is 40-percent lighter than the road-going Leaf.
The powertrain remains the same, however, producing 102 horsepower and 207 pound-feet of torque. Nissan says the Leaf RC can hit 60 mph in 6.85 seconds and a top speed of 93 mph. Of course, going full bore has its limits: in racing situations, the RC lasts a maximum of 20 minutes.
In being a legit track monster, there are no rear passenger doors or seats, nor is there a stereo, climate control, carpet, or any other creature comfort. Instead, a racing bucket, slim steering wheel, roll cage, and fixed Lexan windows make their way inside the Leaf RC. Its LED head and taillights have been designed to provide ample lighting during nighttime events if necessary.
That's right, we said "events." Rumors are suggesting Nissan's executives are pushing to race the RC in a yet-to-be-established eco-friendly motorsport series. The "Who, What, Where" will be answered soon.

Nissan Leaf Nismo RC

Nissan Leaf Nismo RC