Before the emergence of the Tesla Roadster, electric cars were in danger of becoming a victim of an undeserved stigma. As most electric vehicle is built to feature a minimized carbon footprint, the common belief was to think of battery-powered cars as lacklustre performers. In truth, the characteristics of electric powertrains lends surprisingly well to preppy performance attributes for a vehicle.

Planning to change minds on the way all-electric vehicles will be viewed is German automotive performance company Brabus. Having already worked magic on the Tesla Roadster in late 2008 and showing off an electric powered Smart Fortwo in 2009, the 2011 Frankfurt Motor Show served as the premiere for Brabus’ latest zero emissions concept car.

Honed from a Mercedes-Benz E-Class sedan, the Brabus High Performance 4WD Full Electric invokes the initial reaction of allure as the fuel-powered examples from this German car customizer. Brabus body enhancements, including aluminum front fenders with carbon fiber inserts, not only allows the prototype sedan to command performance authority but also assists in aerodynamic efficiency. Brabus has also outfitted LED daytime running lights to the vehicle achieving minimal energy consumption. When looking at the rear of the Brabus High Performance 4WD Full Electric, a notable item is the exclusion of the exhaust pipe.

A suspension system for the Brabus High Performance 4WD Full Electric was created in cooperation with Bilstein featuring gas-pressure shocks and adjustable height settings. Perhaps some of the most dramatic wheels ever to be found on an electric wheel, 19-inch Brabus Monoblock Q wheels spins on this unique technology showcase.

Rather than Mercedes-Benz 4Matic drivetrain, the Brabus has turned to Protean Electric to showcase in-wheel electric drive on the converted E Class sedan. Providing acceleration and braking assist, the total 320 kilowatts of electric current is fed by a 56 kWh lithium-ion battery. An electric motor connected to each wheel, all-wheel drive on the Brabus car is supplied with assistance of individual computer controls. Weighing 68 pound each and perfectly located behind the sporty Brabus wheels, the in-wheel system displayed on the Brabus High Performance 4WD Full Electric is the latest application of an automotive design theory popularized on General Motor’s Autonomy concept car in 2001. Along with the deceleration handled by the wheel hub mounted electric motors, a Brabus high performance braking system stops the sedan promptly.

To be driven in one of two modes (Eco and Sport), the Brabus High Performance 4WD Full Electric most aggressive manoeuvring is approached in the Sport setting. The initial acceleration of the Brabus High Performance 4WD Full Electric from 0 to 62 miles per hour in 6.9 seconds is not bad for an all-electric vehicle but a little longish for a luxury performance sedan. In fact, the current Mercedes-Benz E350 sedan 0 to 60 mile per hour launch is 6.5 seconds. Though the effort from the standing start may not immediately excite, Brabus High Performance 4WD Full Electric peak power at only 1,000 RPMs kicks in for impressive performance at speed. From 37 to 74 miles per hour, the Brabus High Performance 4WD Full Electric accelerates in 5 seconds flat (faster than a Mercedes-Benz E500 4Matic). The Brabus High Performance 4WD Full Electric top speed is 137 miles per hour.

In Eco mode, the Brabus High Performance 4WD Full Electric sedan maintains a tamer 118 mile per hour top speed but provides greater traveling distance. Under the best driving scenario, the Brabus electric sedan can run 217 miles on a single charge. To recharge the Brabus High Performance 4WD Full Electric vehicle, the prototype tuner car presents two enticing options. The Delta ES three-phase on-board charger replenishes the Brabus High Performance 4WD Full Electric’s lithium-ion battery in a very reasonable 5-hour time cycle. Using a 380-volt, 3-phase RWE Combi Station, Brabus touts the High Performance 4WD Full Electric sedan can be charged in only 1.5 hours.

Only a prototype show car, the course of automotive propulsion technology could see a vehicle similar to the Brabus High Performance 4WD Full Electric wetting performance appetites soon.

Information and photo source: Brabus

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Since Thomas Edison perfected the electronic light bulb over 130 years ago, our ability of creating artificial illumination has brightened up the coldness of night. An evolution especially important as the automobile progressed, vehicle lighting has taken strides in becoming brighter and more efficient. At first existing as clumsy lanterns, electric lighting quickly emerged in the time of the motor vehicle reach global acceptance. From tungsten to halogen headlight bulbs, the recent phase apparent is HID (High Intensity Discharge) which uses xenon gas to bring a near perfect white light to the road at about one-third of the power needed for a halogen setup. However, as HID headlamps are coming of age, a new challenge coming from full LED lighting systems (equipped on the Audi A8). Appearing that a competition between HID and LED headlamps is now foreseen on the horizon, a future automotive lighting solution could be found in lasers.

Sounding like something from a space fiction movie, two auto companies ahead of the 2011 Frankfurt Motor Show flooded the idea of super-powered vehicle lighting. BMW as well as Audi debuted concept cars expressing, among many potential design and technology themes, laser-based lighting.

Creating a more stir with their BMW i division, the Stuttgart-based automotive powerhouse BMW brought the upcoming brand’s concept vehicles to Frankfurt exhibition. Displaying the i3 and i8 concept cars, the latter BMW design incorporates the shining innovation of laser diode headlamps. Embodied in a styling reminiscent of BMW design DNA and the new electrified vehicle image the German auto manufacturer seeks to advertise, the laser lights projected a blue aura of 1700 lumens. While producing a light as much as a thousand times brighter than a LED, the BMW i8 Concept’s laser headlamp layout claims to operate with under one-half the energy of a comparable LED setup.

While the BMW i concept car lured much of the attention by projecting a future where laser diodes will be trusted upon for primary lighting, Audi’s A2 Concept also presented the advantages of laser illumination. Part of the electrified concept car’s comprehensive range of lighting, the Audi A2 show vehicle features a rear fog light consisting of laser diodes. Perhaps lost in the flowing arrangement of LEDs on the Audi concept car, the red triangle lit by laser-produced was promoted as a powerful warning light for following vehicles.

In concept form on the BMW i8 and Audi A2 at the Frankfurt Motor Show, the first major automotive display of laser lighting could pose a road to production that far exceeds the projection of brightness. A major task guaranteeing the widespread application of laser diode lighting rests in calming public perception behind this particular kind of artificially generated light. The reckless uses of certain lasers have made fears the radical headlight beams can cause harm to those exposed. On the system exhibited on the BMW i8 Concept, the auto company quickly pacifies safety concerns by insuring that the pure laser light is not emitted from the headlight system. When the laser light is created, a fluorescent phosphor material processes the brightness into a safe, usable light for the road.

Another challenge in the United States has been the relatively slow adaptation of new technology compared to other world markets. As Asian and European countries allowed the aerodynamic glass and plastic covering over headlights since the 1960s, United States automotive safety bodies rejected the intentions to bring the more stylistic illumination solution. It was not until 1983 when the US Department of Transportation finally permitted automakers to depart from the traditional sealed beam light bulbs. Later in 1997, the first American car to feature HID headlights was Lincoln Mark VIII came 7 years after BMW’s debut of the lighting solution on European 7 Series.

Converting dark into light, the importance of recognizing the best in automotive illumination will ultimately favour the everyday motorist once the conceptual stage is traveled. It will be seen if laser diode lighting will throw light on the roadways of the future.

Information and photo source: Audi AG, BMW

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Perhaps foreseeing a blurring of automotive categories, Subaru was an early adapter of truck-like attributes to their cars. Remembering the old Subaru commercials of Australian actor Paul Hogan fleeing across off-road trails in the first-generation Outback and Forester give the perspective of a capable new image for the Japanese auto brand in the 1990s. Taller profile and all-wheel drive systems introduced on the Subaru could be credited to breeding products now known as crossover vehicles. As the crossover segment has evolved into several vehicle categories, major automakers now have multiple models to compete for the sizable global market.

For the European market where small, fuel-efficient crossover vehicles are in fashion, the Subaru XV was presented at this past month’s 2011 Frankfurt Motor Show. A dignified yet sporty product, the Subaru XV compact crossover vehicle preserves the more car-based demeanour. Said to harness the creative direction Subaru designers ventured in the Protren concept, the Subaru XV crossover presents their “Confidence in Motion” stance. With exception of riding on a noticeably high ground clearance, the XV crossover reveals the fun to drive look of the Subaru Impreza. A careful use of body cladding highlights the wheel openings as well as the lower rocker panels to deepen the car connection with the Subaru XV crossover vehicle.

With passenger room for five, careful planning inside the Subaru XV insures space used most effectively. Starting with sizable door openings for passengers as well as cargo, entering and exiting the Subaru XV is accomplished with minimal discomfort. Subaru instrument and control design inside the compact crossover vehicle is also created with a focus on conveying roominess. The Subaru XV cabin features an optional 4.3 inch, full-colour Multi-Function Display with information on ‘eco-driving’ and other important details. Protecting the occupants, the crossover is equipped with a multitude of standard airbags including a driver’s knee device.

The European version Subaru XV is powered by their latest batch of Boxer engine propulsion using gasoline or diesel fuel. Smaller than the engines North American customers are used to at the showroom, the gasoline-burning powerplants range in size of 1.6 and 2-liters in displacement. A diesel engine choice is also available on the Subaru XV. For the European marketplace, diesel-powered vehicles have actually outsold gasoline equivalents of the same automotive product. Dual Active Valve Control System (AVCS) and Auto Start Stop technology carefully and efficiently extracts power from the Subaru XV Boxer engine.

The Subaru XV compact crossover’s engine power is derived through a Lineartronic CVT unit boasting lightness and high fuel economy. Fuel economy for array of Subaru Boxer powerplants is yet to be revealed. The presence of all-wheel drive is guaranteed to make the XV a formidable traveler in various challenging road conditions.

While the Subaru will be found in European markets (pleasing the car dealers Edinburgh residents frequent), the plans for sending the XV compact crossover to North America is not immediate. Reports have the Subaru XV coming stateside but will not arrive until at least the 2013 model year. Resting on a wheelbase about 0.7 inches wider than a Subaru Impreza and 4.4 inches shorter in overall length compared to a Forester, the Subaru XV positioning could be complex placement in their model line-up. In Europe and Australia, the new compact crossover vehicle should be ready for release early next year.

Information and photo source: Subaru Global

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For most the prospect of “One Ford” would seem to limit creativity and the ability to produce localized performance models for different markets. For one, Ford’s globalization plans primarily include core models; there will still be select variants and model lines that are unique to different areas.

The Focus ST released at Frankfurt is Ford’s first truly global performance vehicle, to be sold in over 40 markets. The ST-R racing model that follows is starting off exclusively in North America and will be spread to European markets after.

Its goal is to offer affordable racing for enthusiasts. Economies of scale for parts are clearly there with all the volume. Ford Racing in North America designed the ST-R, in partnership with the Global Performance Vehicles group. It is homologated for racing in a variety of series that include the Grand-Am ST, World Challenge TC and Canadian Touring Car Series. Each Focus ST-R comes turn key and ready to go. The ST-R is powered by the same 2.0-liter EcoBoost as the ST, and it includes an FIA-specification roll cage, upgraded braking power and a “track-tuned” suspension.

Ford says the ST-R had a perfect basis to build from: “From the beginning, the Focus and new Focus ST were designed to be driver’s cars,” says Jost Capito, director of Global Performance Vehicles and Motorsport Business Development. “The road-going Focus features best-in-class brakes, handling and powertrains and the design and functionality of the various vehicle systems have helped us to develop a global technical specification for teams wanting to race the new Focus cost effectively. Ford Racing in North America has taken this effort and developed the new Focus ST-R and is a perfect example of how a great production car inspires a competitive race car for enthusiasts.”

We’ll have to see for ourselves when the standard ST arrives. For now though, we imagine the ST-R is set to make a significant splash in racing. No word on whether there will be any requirements for purchase; Ford says it will be available to order by “seasoned hardcore professional drivers, amateur racers and track day enthusiasts.” All the aforementioned buyers better be prepared with a good amount of cash though; the Focus ST-R will dent your wallet to the tune of $100,000.

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The Toyota Prius family is growing – in fact some think it could one day supplant the Camry as Toyota’s best-selling car. To capitalize on the success of the original, Toyota is introducing the larger Prius V, as well as a new smaller model that will slot in below the current car. The smaller model has yet to be released. Pricing for the Prius V has been released today, and also new information on a much-awaited (by some) plug-in model. Late to the game? A bit, but they are getting there.

The Chevrolet Volt has stolen a lot of thunder from the Prius in the media coverage department, but Prius sales are still continuing strong. The biggest selling point of the Volt is its ability to travel around 40-50 miles under purely electric power, something the Prius has always lacked.

The plug-in aims to retain some of those buyers and offer the large existing pool of Prius customers an enhanced option from Toyota. The plug-in model gains a new lithium-ion battery pack, ditching the older NIMH technology of the standard cars. It is 4.4 kWh in capacity and weighs 176 pounds.

What’s clear is that the General Motors Voltec system is more advanced; the Prius Plug-in only gets 15 miles of range on purely electric power, up to a speed of 62 miles-per-hour. Still, it is an improvement over the standard car. Of course, it does come at a price though. The Prius plug-in’s price starts at $32,000 for the base model, going up to $39,525 for the loaded advance models.

Both cars qualify for a $2,500 tax credit. Deliveries in fourteen launch states start in spring of next year, with availability in all 50 states beginning in 2013. The Prius V starts at $26,400 going up to $29,990 and it arrives at dealers this October. Toyota got caught a little flat-footed by the Volt and the recent surge in electric car interest; the Prius plug-in and the Tesla partnership is an effort to respond to that.

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I am, clearly, a big believer that racing improves the breed. And as much as I love both Formula one and the 24 Hours of Le Mans as rolling R & D facilities, the WRC (the World Rally Championship) seems to be the best place to get real world results out of real world cars.

So, when Volkswagen announced that they were going to be entering the WRC in 2013, I thought it sounded like a grand idea. VW has big plans to become the worlds top auto brand. Not only do they want to be number one in terms of sales and production, but they have also flatly stated that they want to be respected as a worldwide leader in terms of technology and performance. Considering that they started out as a cheap, inexpensive peoples’ car for the Thousand Year Reich, they’ve come a long way.

They’ve got Bugatti, and its staggering Veyron. They own Audi, which is the company that effectively owns Le Mans. They own Lamborghini, which needs no explanation, and neither does their ownership of Bentley, for that matter. But Volkswagen as a stand-alone brand still needs a bit of polish and recognition, hence, their entry into the WRC.

Which is what we have evidence of here from the company stand at the Frankfurt auto show. VW will be running their Polo R in the WRC. Although most Americans associate the Golf with VW’s performance end of things, the Polo is a big seller, and from a racing perspective, makes more sense than a Golf (e.g. it’s smaller and lighter).

The WRC version of the Polo R shows off widened fenders, a fully stripped interior and a rather reassuring, beefy roll-caged. There’s also a healthy slathering of carbon fiber on the body. Up front in the engine bay there’s a fully race-prepped version of Volkswagen’s venerable 1.6-liter STI engine cranking out something like 300 horsepower. Yes, that’s an impressive figure, but as I recall my reading of the FIA rulebook, WRC cars are limited to 300 ponies. Torque? Oh, the FIA doesn’t mention that, so WRC competitors will always give you the specs of ’300 HP and greater than XYZ foot pounds of torque.’ Torque, it would seem, is the closely guarded figure in this arena. Still, 300 HP in a car the size of a Polo does make a gearhead smile.

Do keep in mind that this is not Volkswagen’s first go round in rallying or off road racing. They won the 1986 Group A championship with a Golf GTI 16V (a stout car, very much beloved of the SCCA rally classes to this day). And more in recent times VW has found success in the Australian and Finnish Rally Car Championships. And don’t forget what VW has accomplished in the Dakar Rally, namely crush everyone like a bunch of flabby grapes for the past three years.

So, the 2013 season of the World Rally Championship should be very interesting to watch. Now if anyone can beat Sebastien Loeb …

Source: Autoblog

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Ever heard of Rimac? Until recently we hadn’t either. We expect a lot of people will be finding out about them soon though, with the company introducing one of the most stunning debuts at the Frankfurt Motor Show. The vehicle in question is the Concept One super car, produced by Rimac Automobili. Rimac is comprised of twenty engineers and designers hailing from the country of Croatia (which has no automotive industry). There, Rimac says they are “making something new and revolutionary.” We’d certainly have to agree, as the Concept One looks to be a pioneer in the electric super car segment (if there really is one yet).

Chief Executive Officer Mate Rimac says electric power is the perfect mode of choice: “I believe that the electric motor is a much better machine compared to the ICE, in almost all aspects, especially for a sportscar.” The numbers certainly are impressive: 1088 horsepower and 2800 (!) pound feet of torque. Insane! 0-60 arrives in 2.8 seconds seconds, on your way to an electronically-limited 190 mph top speed. The power drawn from these motors would have to be monstrous. Rimac says the Concept One will get around 372 miles on a charge though. We have to wonder if that is an attainable real-life figure.

The power train is anything but conventional, even for electrics. There are four subsystems that consist of a motor, inverter and reduction gearbox. There is one of these system’s at each of the Concept One’s wheels, and they are all independent of each other. It is a system Rimac refers to as all-wheel torque vectoring.

The Concept One’s styling is just as impressive and polished. Gorgeous, in fact. It makes itself known with a brilliant two-tone red and black paint scheme. The look is smooth sand aerodynamic. Up front there is a distinctive LED lighting graphic. The rear has no window, just a smooth service. A camera must be used or something; we’re not sure if that is a detail that will remain.

Beauty continues in the inside with a high-end, minimalist design. It was dreamed up by designers from Pininfarina and outfitted by Bulgarian design house Vilner. For an independent manufacturer to produce a vehicle of this caliber and refinement is highly impressive. That brings us to our next point: what about production? Despite its name, Rimac says the Concept One is indeed a production vehicle. Deliveries are scheduled to being in 2013 with a run of 88 units. No word on pricing; it is likely to be insane as its specifications list. One thing is for sure; we’re definitely going to keep our eye on Rimac.

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The Chinese market is becoming increasingly important, and the reason is a no brainer: with over a billion people there, possibilities are endless. Particularly for luxury automakers, who see a goldmine of potential. Volvo aims to tap into this, and sees a future for itself much more upmarket than the position it currently occupies. The S80 is the biggest sedan in the lineup, and it really doesn’t do heavy battle with segment leaders.

The Concept You is a look (like the Concept Universe that preceded it) at what Volvo’s new full-size sedan will look like, as well as an evolved design language. We thought Volvo was just starting off a swoopy new look with the Volvo XC60 and S60 sedan but that is being changed for a more simplistic, Scandinavian approach. On the Concept You, it works well. It isn’t much different than the Concept Universe, mostly details, but those changes are important.

The Concept You moves toward more production-like exterior details, ditching the odd-grille of the Concept Universe. It looks much better; upscale and fresh, yet still recognizably a Volvo. It still retains the circular hood and suicide doors, things we aren’t sure will make it to production.

Once again, Chief Executive Officer Stefan Jacoby comments that this isn’t just a pie-in-the-skie concept, saying: “Concept You gives you a good indication of what you can expect from our next large sedan….the blend of contemporary Scandinavian design, exquisite craftsmanship and intuitive technology will appeal to luxury car buyers all over the world.” Inside, the interior is airy, spacious and very Apple-like. Clutter is eliminated by the use of a large screen that makes up the entire center stack and dashboard.

When Volvo’s large sedan will be coming isn’t known for sure, but it is clear that Volvo intends to aggressively compete when it does arrive. If the Concept You comes out as impressively as the concept for a production vehicle, Volvo could really be a player in the segment.

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The oldest industrial brand name in the General Motors portfolio, German’s Opel division started as a sewing machine manufacturer in 1862. Evolving to the production of bicycles soon later, Opel’s presence in wheeled transportation would turn to automobiles for the first time since 1899. At the 2011 Frankfurt Motor Show, Opel’s roots for their adventurous climb into the auto industry debuts in the ultra-modern RAK e Concept.

Before Opel integrated with General Motors in 1928, the Germany car manufacturer captivated press and potential customers through the performances of experimental rocket -driven car. Called the Opel RAK, streamlined shapes and the solid-fuel rocket propulsion demonstrated a radical exercise in alternative automotive power. The Opel RAK 2 example of the rocket car achieved 143 miles per hour on four wheels. Developed 83 years after the successful RAK 2 demonstrations, the Opel RAK e Concept projects excellence in electric car technology.

As an experimental design and technical platform, the Opel RAK e Concept resembles a vehicle from the latest Tron movie. Not consisting of pixels and paragons, the Opel RAK e Concept is a narrow four-wheeler built around a steel space frame. Said to incorporate affordable materials rather than expensive, exotic products in construction, the Opel RAK e is a lightweight vehicle presented with a minimal profile. Carefully packaged, braking and power systems are designed to maximize the cozy concept car. The vehicle rides on relatively skinny low-rolling resistance tires.

Small and light overall, propulsion needs for the Opel RAK e Concept is exhibited as quite modest. An electric-powered vehicle, the Opel RAK e Concept offers a maximum power output of 36.5 kilowatts. Drawing power from a 5-kilowatt hour battery, a top travel distance of 100 kilometers (62 miles) is possible on the Opel RAK e Concept immediately following a three-hour charge. Opel advertises the RAK e Concept’s being supplied from a 5 square meter, 500-watt solar panel for minimized environmental impact. According to the German auto company’s estimates, the Opel RAK e Concept can realize 100 kilometers of travel at a cost of one euro (the equivalent of $1.36 in American funds).

Seating a driver and passenger in a tandem-style, the Opel RAK e Concept enclosed cabin has active chassis components visible to the riders. The unusual two-seat set-up inside the Opel RAK e Concept preserves enough roominess to provide all the amenities modern travelers expect in a vehicle. One advantage for the narrow tandem cockpit set-up is unhindered vision ahead and alongside the driver. Custom fitting to the driver, the RAK e Concept features a completely adjustable steering wheel and foot pedals. Infotainment system as well as climate controls can also be found inside of the RAK e Concept collected into convenient displays.

The Opel RAK e joins the Audi urban concept and the slightly larger BMW i line-up as electrified compacts presented at this year’s Frankfurt Motor Show. With drivers in parts of Europe paying as much as twice the equivalent for the same amount of gasoline as United States territories, the motivation to consider smaller electric cars could simply be enough to provoke a production variant of the Opel RAK e.

Information and photo source: General Motors

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Europe has had the RS5 for quite sometime before us, but Audi announced last year the car would be coming to our shores in 2012. While we’re still drooling over the current RS5, Audi is already on to the next one – and that’s the one we’re getting. Its time for a mid-cycle enhancement, and the RS5 receives the same nips and tucks its A5 and S5 brethren received before it.

That means an even more aggressive look. It begins with new headlights; they are smaller, have been reshaped and sport the latest evolution of Audi’s LED lighting graphic. The grille loses its chrome surround and is tweaked around the edge with new surfacing. Oddly enough, the RS5 gains a foglight – one singular unit rather than the dual units we’re accustomed to. The rear end sports barely-visible changes to the taillights. One of the changes for the S5 was the loss of its 4.2-liter V-8 engine in favor of a twin-turbocharged six-cylinder.

The RS5 retains its V-8, and it makes 450-horsepower, revving to 8,000 rpm. In the S5 it had a wonderful exhaust note; the sound of Audi’s V-8 is music to the ears, and is related closely to the V-10 found in the R8. It is mated to Audi’s seven-speed S Tronic dual-clutch gearbox. 0-62 mph comes in just 4.6 seconds, on your way to an electronically-governed top speed of 155 mph. Upon request, Audi will increase that top speed to nearly 178 mph – apparently it is still electronically-governmed up to that speed.

As always, power hits pavement via Audi’s Quattro all-wheel drive system. It is tuned for a default configuration of 40:60 front/rear, giving it a rear-wheel drive feel. However, up to 70 percent of power can flow to the front wheels and 85 percent to the rear if needed at any given time. The updated A5, S5 and RS5 will all be going on sale next year at similar times, sold as 2013 models. For Europe, they get the changes a bit earlier, as a 2012 model.

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Seat is a little-known brand in the United States, and it will likely always remain that way. An introduction in the U.S has been reportedly considered, but never approved. Seat is part of the Volkswagen Group’s vast automotive empire, and it is of Spanish origins.

When Seat announced it was introducing a new sedan concept at the Frankfurt Motor Show, we weren’t expecting anything to write home about. What kind of uninspired name is IBL anyway? Besides, Seat is known for its sporty hatchbacks, not its sedans. The only sedan currently in the lineup is the flagship Exeo, which is a warmed over previous generation Audi A4. The car that has just shown though far exceeds our expectations, and points to a future with a much more differentiated Seat sedan.

The IBL Concept has a minimalistic design with classic proportions and good looks. Most importantly, its unique to Seat inside and out. It sets forth a new design language for the brand. Up front LED lighting is used to create a a distinctive pen stroke design, and the lower fascia is designed to resemble an electronic circuit board. Tasteful chrome accents offer a premium touch. Impressed? Oh yes. We love the smooth lines of the IBL; the car is extremely good looking and exudes elegance. Who would have thought?

That isn’t all though; inside Seat differentiates itself with a different approach to sports luxury. Minimalism is again the theme (and we love minimalist designs). Its all electronic, but there is no business to be found. The center stack area has a singular piece of glass that forms the instrument panel.

Drivers can choose between sporty red analogue-look gauges or an electronic read out. Interior materials are beautifully done, with suede on the door panels. A variety of textures are used, with a light matte leather with contrast red stitching used along with clear, black and red trim elements. Instead of usual trim pieces in wood or carbon fiber look on the doors and dash, the IBL uses trim that matches with the exterior color.

Overall, the IBL Concept looks remarkably production ready. The details are somewhat concept-like, but they make the IBL what it is. As they say, the devil is in the details. Hopefully it will carry through in very similar form to production. The IBL Concept is enough to make us wish Seat would come over here after all!

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Last month, we reported on a new Fisker debut scheduled for the Frankfurt Motor Show. Sources at What Car? described it as a “mix between a sporty estate and SUV.” Crossover? Nope. Try a four-door shooting brake.

It seemed highly unlikely that Fisker had an all-new model ready to roll out so quickly; maybe a concept but not a production vehicle. Fisker has now taken the covers off the Surf, a new addition to its lineup. It is based on the Karma, but focuses on increasing luggage capacity, an area clearly lacking on the current model.

At just 7.1 cubic feet, we can see why prospective buyers were wanting more. The rakish design of the Karma isn’t the most space efficient. Add in difficulties of packaging a four-cylinder Ecotec engine, electric components and lithium ion battery; it makes for a tight squeeze.

Depending on configuration, Surf can increase luggage capacity up to 29.0 cubic feet. Surf is an interesting name; whether it will be Karma Surf or just Surf we don’t know for sure. The reason behind that name though is due to the ability to put a surf board either on top of the vehicle, or inside. Clever.

The Surf makes sense in a few different ways; an important part of Fisker’s strategy with the Karma is European sales. In Europe, wagons and hatchbacks are the dominant sellers. The Surf should increase penetration for Fisker in markets where this style of vehicle is prevalent. That the Surf was rolled out so quickly is testament to the fact that Fisker is really listening to customers and is focused on growing sales. The Surf is set to go on sale in July 2012, at a small price premium over the Karma sedan. Weight is increased by just 77 pounds over the Karma, and all fundamentals remain unchanged. Check out Fisker’s stunning photography of the Karma in our gallery below.

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We’re happy to report that the “leaked” image of the Maserati SUV that surfaced last week is wholly and totally a fake. We thought so, but you never know for sure. Today, Maserati has dropped official pictures of its new concept SUV, the Kubang. Wait, we’ve heard that name before haven’t we?

Yes, we have; Kubang was a concept SUV by Maserati in 2003. The idea for a Maserati SUV was being considered for quite some time, a year after the brand returned to the United States once more. This time though, Kubang previews a production vehicle. Much has changed since 2003 – Maserati now has a platform to base an SUV on.

Thankfully, the Kubang looks nothing like the Jeep Grand Cherokee it shares a platform with. Not that the Grand Cherokee doesn’t look great (it does), but Maserati needs to have a product that is entirely different.

Maserati says the two will share very little other than basic underpinnings: “style, engine, suspensions, brakes, handling and performance will all be 100% Maserati, in picture-perfect continuity with the brand’s core values.”

The main focus of the Kubang will be on driving experience. According to Maserati, none of its competitors in the segment offer “the kind of uplifting driving pleasure and luxury atmosphere that are two givens of today’s high-end sports and luxury cars.” We’ll see if the Kubang can live up to that tall order.

The Kubang of 2011 has a far more aggressive design than the previous concept. Curvaceous body panels dominate; the rear view would definitely have to be our favorite. Other than a press release, specifications aren’t available. We do know a new generation of Maserati-specific engines are being developed in Modena, Italy – where they will also be produced by Ferrari. The work is being led by Paolo Martinelli, Maserati’s Head of Powertrain Department. Prior to work at Maserati, Martinelli served as engine chief of Ferrari’s Formula One racing team. How is that for pedigree? No interior pictures of the Kubang are available yet. No word on when this thing will hit the road; stay tuned.

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Since scoring victory in the 2008 Italian Grand Prix, Germany auto racer Sebastian Vettel has rocketed to auto racing’s hottest sensation. Debuting with the BMW Sauber team and winning his first race with the Scuderia Toro Rosso Formula 1 team, Vettel’s move to Red Bull Racing allowed this driver to reach a zenith. Formula 1 competition and observers would take note that Sebastian Vettel’s optimal performance level would be enough to win 18 grand prix events in only 75 starts (most recent victory coming this past weekend at the Italian Grand Prix).

Campaigning with a Renault-engined Red Bull race car, luxury brand Infiniti saw a chance to connect them to the reigning 2010 Formula 1 World Champion Sebastian Vettel beginning with this year. As Nissan/Infiniti is corporately partnered with French automaker Renault, the Red Bull Racing team were installed as brand ambassadors to the Infiniti car line-up at the beginning of 2011. The 2011 Frankfurt Motor Show unveils the newest effort to cross-promote the Infiniti brand with Vettel. A show vehicle, the Infiniti FX Sebastian Vettel version will premiere in front of the driver’s home nation.

A vehicle receiving direct input from Infiniti brand ambassador Sebastian Vettel, Infiniti’s Chief Creative Officer Shiro Nakamura was entrusted to bring life to a sensational version of the Infiniti FX crossover. Through teamwork of designers and engineers, the Infinti FX Sebastian Vettel version crosses deeply into sports car territory.

Exhibited in a white body shell, the Sebastian Vettel inspired Infiniti FX crossover radiates with racing derived touches. Modifying the crossover vehicle’s aerodynamic profile, the Infiniti FX Sebastian Vettel version features a 20-millimeter (0.79 inch) reduction in overall ride height compared to the standard production vehicle. Carbon fiber exterior trim pieces that include a front splitter as well as a large rear roof spoiler are found on the Infiniti FX Sebastian Vettel version for added racing inspiration and feel. Though the FX Sebastian Vettel version’s shaping features a 5 percent reduction in the vehicle’s drag coefficient, the rear spoiler improves functional downforce for better handling and stability.

A bespoke cockpit accompanies the more premium crossover vehicle’s exterior on the Infiniti FX Sebastian Vettel version showpiece. Real carbon fiber is used to decorate the FX Sebastian Vettel version providing a Formula 1-style feel. Special sport seats featuring quilted suede cloth with topped off with ‘SV’ in purple stitching. For other interior surfaces such as the steering wheel and shifter paddles, Alcantara gives the driver a tactile sense of performance grip.

Compared to an Infiniti FX50S model, the FX Sebastian Vettel version is 46 kilograms (roughly 101 pounds) in overall weight. Lighter thanks to the use of carbon fiber pieces and the 21-inch alloy wheels, the reduction gives the Infiniti FX Sebastian Vettel version improved agility. A stiffen suspension system made from aluminum and dual-flow path dampers are near direct transplants from the current FX50S specifications. Rear Active Steering is integrated into the Infiniti FX Sebastian Vettel version as an additional handling key for the crossover vehicle.

Sharing the 5-liter V-8 powerplant found on the Infiniti FX50S, some tweaks performed to the crossover vehicle engine on the FX Sebastian Vettel version boosts power production up 30 PS to 420 PS (approximately 414 horsepower). Remapping the ECU unit of the 5-liter V-8 and a new performance exhaust is credited for punchier engine behaviour. Not coming close to the 18,000 RPMs produced by the Formula 1 purpose-built Renault race engine, the Infiniti FX Sebastian Vettel version powerplant is likely to run beyond a two-hour continuous grand prix window.

When the Infiniti FX Sebastian Vettel version hits the race track, 0 to 62 mile per hour acceleration is clocked at 5.6 seconds (0.2 second over the FX50S model). The biggest performance enhancement for the Infiniti FX Sebastian Vettel version comes with the removal of the electronic speed limiter. Allowing the 5-liter engine to deliver its full potential power to the pavement, the Infiniti FX Sebastian Vettel version can reach a top speed of 300 kilometers per hour (186.4 miles per hour).

Even if this special Infiniti FX crossover never leaves the auto show circuit, Sebastian Vettel becomes the latest auto racing hero to have a vehicle named in their honour. During the muscle car era, soon to become auto racing legends Dan Gurney and Cale Yarborough were granted special edition releases of 1969 Mercury Cyclones. NASCAR legend Dale Earnhardt would also be connected to desirable versions of the Chevy Monte Carlo built during and after his life. More recently in 2007, a commemorative Ron Fellows edition Chevrolet Corvette C6 bid recognition to the Canadian sports car driver’s part in many Corvette race victories including the Le Mans 24-Hour event.

Enhancements to exterior, interior and performance aspects of the crossover base ultimately makes the Infinti FX Sebastian Vettel version a winning formula Frankfurt Motor Show goers will certainly understand.

Information and photo source: Infiniti Europe

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Is the proverbial automotive grass greener on the other side of the pond? From some perspectives it is. I think we have it pretty good in the United States, as our vehicles match different buying tastes. However, Honda’s latest new European Civic is showing some improvements that certainly leapfrog what we have available here with our new Civic.

The latest Civic has been near-universally panned. While competitors from Ford, Chevrolet and Hyundai are offering up more stylish compacts than ever, Honda chose to play it safe. Too safe? We think so; the design has barely been changed inside and out – most people don’t notice it is a new design. Even usual champions of the car, such as Consumer Reports, aren’t impressed with it. At Frankfurt, the European Civic is being released, and it is an entirely different animal than the Civic sold in North America.

Unlike American automakers, Honda isn’t doing globalization – the North American lineup is almost entirely different from the international one.European-specific means you know what – hatchbacks. The Civic isn’t sold in traditional four-door sedan form. The European Civic’s design isn’t revolutionary, but is far more changed than the North American model. The interior is where we’re missing out though; ours is barely warmed over from the previous generation and it looks quite cheap.

The European Civic has a driver-centric design that looks far more upscale. The center stack is thin and cants toward the driver, retaining a uniqueness Honda aims for. A traditional analog tachometer takes over duty where the speedometer usually resides, while a digital speedo readout is above in the drivers line of sight.

There is also a vehicle information readout housed in the lip above the dash. Why didn’t we get an interior like this here? We should have, and it would have been a far better strategy. Likely Honda cheaped out because the European Civic commands higher prices. If Honda put more effort into the current car though it likely wouldn’t have been so ill-received by the press. Honda’s loyal customer base and enduring attributes of reliability and resale value will likely sustain sales of the current model for a while however. Beyond new images, details on the European model (such as engine specifications and the like) are available yet.

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