2014 Mini Cooper Hybrid

2014 Mini Cooper Hybrid

Due in about three years, the next-generation Mini Cooper will offer a four-wheel-drive version. There’s a catch, though: The rear wheels will have no connection to the engine. The car will be a hybrid, and the rear wheels will exclusively be turned by an electric motor.

As BMW switches the next-generation 1-series to front-wheel drive, and expands the Mini portfolio with several new models, the Bavarians are looking at options for hybridizing its upcoming front-wheel drivers. To expedite the process, BMW recently announced a partnership with PSA Peugeot Citroën to develop hybrid tech for front-drive applications. Although BMW presently offers hybrid versions of its X6 and 7-series, each uses a rear-wheel-drive-oriented system co-developed with other companies—and neither is especially frugal. PSA, on the other hand, is launching the Peugeot 3008 Hybrid 4 this year, a compact MPV on a front-wheel-drive platform with a rear-mounted electric motor powering the rear wheels. BMW seems to see its smaller cars heading in this direction.

In this test mule, we can see that the electric motor is connected to the rear axle. The extra power and enhanced launchability should give it a decisive advantage over front-drive Minis, and while the motor and battery pack will add unwelcome weight, at least they’ll be mounted low in the chassis. That said, the production cars won’t be quite as low to the ground as the mule seen here. The hybrid module will likely be offered in a number of Mini derivatives; from the “regular” Mini Cooper up to the Countryman.

It’s not yet clear what kind of combustion engine Mini will pair with the electric drive system, although both diesel and gasoline mills would be compatible. The hybrid won’t share much technology with the Mini E, and we are optimistic that—unlike in that fully electric Mini—rear seating will be part of the package.

Like the original Mini, today’s Cooper is most at home in cities, and it’s in the slow, stop-and-go traffic that hybrid systems best deliver their benefits. The Mini remains hot for fashionable urban drivers, and it’s possible that a hybrid version will up the chic factor for these shoppers—even if it is very late to the eco-party.

How will the hybrid versions be positioned in the Mini lineup? Peugeot priced the 3008 hybrid at the very top of the car’s price ladder. With more power and all-wheel drive, the hybrid Minis are likely to be the most expensive in their ranges, too. It also remains to be seen how much the extra weight and complexity will diminish the Mini models’ playful character.

2013 Chevrolet Malibu

2013 Chevrolet Malibu

The D segment—mid-size, to those of you who aren’t automotive product planners—is the car world’s golden heifer. In annual sales terms, this is among the largest classes of vehicles in the United States. “A” grades in the D class are essential for any brand aspiring to sales dominance.

Feeling Hyundai and Ford heat and anxious to thwack perennial mid-size kings Honda (with its Accord) and Toyota (Camry), Chevrolet has a new Malibu poised on the launch ramp for an early 2012 roll-out. Proving that it’s serious about this assault, Chevy has cleared the Malibu’s passport for international travel. The goal is to sell the classically American sedan with the beachy name in 100 countries spanning six continents. Fittingly, then, the Malibu’s introductory hoopla consists of an HD web broadcast concurrent with an unveiling at the Shanghai auto show. GM’s newest mid-size family sedan also will be Chevy’s star attraction at the New York auto show.

Shorter, Wider, and Roomier

Underpinning the new Malibu is an evolved version of GM’s long-running Epsilon architecture, which is found under the Buick Regal, Opel Insignia, and Saab 9-3. The update brings a stiffer body structure, better suspension systems, and more-inviting interior dimensions. While overall length is down half an inch and the wheelbase has been trimmed by 4.5, a 2.7-inch gain in overall width plus 2.5-inch (front) and 2.0-inch (rear) wider track dimensions bring worthwhile gains in hip and shoulder room. The net result is 2.3 additional cubic feet of passenger space, moving Malibu from the bottom to the middle of the mid-size segment. (Passenger volume rises from 97.7 to 100.0 cubic feet, while trunk room rises from 15.1 to 16.3 cubic feet; compared to a maximum of 106.0 cubic feet for passengers and 14.7 cubic feet for cargo in the Accord.) To minimize the inevitable weight gain associated with a wider, better-equipped Malibu, GM engineers specified high-strength or ultra-high-strength steel for two-thirds of the unibody.

A rubber-isolated front cradle supports the powertrain, electrically assisted rack-and-pinion steering, and the lower portion of the strut-type front suspension. In back is a multilink suspension. Vented front and solid rear disc brakes are standard.

May the Fours Be With ’Bu

The state of powertrain affairs is best described as give and take. Anticipating intense interest in maximum gas mileage, Chevy will offer no V-6. There is an all-new, dual-overhead-cam 2.5-liter Ecotec four-cylinder boasting aluminum-block-and-head construction, direct fuel injection, balance shafts, and variable intake- and exhaust-valve timing. While calibrations aren’t final, Malibu chief engineer Mark Moussa says to expect about 190 hp, 180 lb-ft of torque, sub-eight-second 0-to-60-mph acceleration, and an EPA highway mileage rating comfortably over 30 mpg. A 2013 Malibu Eco using GM's eAssist hybrid system was just announced (with EPA estimates of 26/38 mpg), and Moussa told us that at least one other four-cylinder engine is coming. Our guess is that the Malibu’s upgrade engine will be the Buick Regal’s turbocharged 2.0-liter Ecotec, which produces 220 hp. A six-speed automatic transaxle with engineering changes aimed at quicker shifts, improved efficiency, and superior smoothness is standard.

The new Malibu’s evolutionary exterior is conservatively elegant. A more prominent grille, a subtly creased hood, and the decklid’s neatly integrated spoiler are the main visual attractions. Projector headlights and Camaro-like dual-element LED taillights merge the Malibu into the fashion mainstream. Extensive wind-tunnel work has yielded a drag coefficient near the Volt’s 0.28 figure, according to Chevrolet. Various five-spoke wheels ranging from 17 to 19 inches in diameter will be offered.

First-Class Cabin

Chevy designers emptied their piggy banks for the interior. As before, three trim levels will be offered. Cool-blue direct lighting, contrast-color stitching, and accent upholstery welting set a pleasant mood. Eight airbags are standard and second-row side-impact airbags are optional. The radio’s color touch screen hinges up to reveal a six-inch-deep illuminated storage cubby, and an all-new MyLink infotainment system includes both Pandora and Stitcher SmartRadio. The optional-goodies list includes navigation, lane-departure and forward-collision warning systems, and a rearview camera.

Anxious to flush out the old with new and improved products, GM CEO Dan Akerson cracked his whip to advance the Malibu’s introduction by four months. We never had much of a problem with the old model (we put it on our 10Best list for 2008), but we’re pleased to see GM striving hard to make the grade in this important class.

2012 Chevrolet Malibu

2012 Chevrolet Malibu

Chevrolet’s current Malibu was a huge success when the company needed it, winning a place on our 2008 10Best list and proving that the bow-tie brand could build more than monster SUVs and pickup trucks. Now that the compact Cruze, even smaller Aveo, and minute Spark are all in or on their way to production, the Malibu is up for a little refresh.

The current car is sleek enough, but the overall design isn’t particularly elaborate. The 2012 model will change that with a bit more rake to the beltline, echoed by a faint crease in the body side. The nose and tail will see a great deal of change, with huge front-lighting arrays marking a more-chiseled nose. The hood appears to sit on a taller terrace, bearing a stronger resemblance to that of the Buick LaCrosse than to the current car’s. In the tail, we see additional ornamentation around the trunk, which is recessed deeper into the surrounding sheetmetal and plastic. The top of the decklid appears to taper into a sort of flat, ducktail shape, reminiscent of the more-controversial BMW designs of the last decade.

While it won’t look worlds different, the new Malibu will be comprehensively altered beneath the skin. It will join the Buick Regal and LaCrosse on GM’s new Epsilon II platform, an evolution of the current car’s Epsilon I bones. It will be slightly wider and a little taller, alleviating our primary concerns about the interior. Materials used inside the car supposedly will be vastly improved, although we hope the money to do so didn’t come out of the design budget—the stylish cockpit is one of our favorite things about the current car. We expect Chevy will offer a Malibu with the pseudo-hybrid eAssist powertrain to boost the sedan’s fuel economy ratings. And expect to see the HiPer strut system unveiled on the 2010 Buick LaCrosse find its way into top Malibu trim levels.

No doubt there is plenty more for the spies to catch as they stalk the Malibu, and they have plenty of time left to do so: The car’s introduction probably won’t happen until the 2012 Detroit auto show. Stay tuned for more info.

youtube, All new Chevrolet Camaro ZL1 2012

youtube, All new Chevrolet Camaro ZL1 2012

youtube, 2012 Ford Mustang Boss 302 Laguna Seca in Action

youtube, 2012 Ford Mustang Boss 302 Laguna Seca in Action

youtube, 2012 Chevrolet Camaro Z28/ZL1 Testing

youtube, 2012 Chevrolet Camaro Z28/ZL1 Testing

2012 Chevrolet Camaro ZL1 @ 2011 Chicago Auto Show - Car and Driver

2012 Chevrolet Camaro ZL1, 2011 Chicago Auto Show