Concepts Drive Future Vehicles

Sometimes it takes Acura a little longer than the rest of the class. Sometimes, Acura fans just have to wait, and wait…and wait for their dear Acura to come out with a type of car that just about every other Tom, Dick and Harry automaker already has.

And usually, the wait is worth it. IN the case of the Acura RD-X, the concept SUV debuted at the 2005 North American International auto Show as a soon-to-be production vehicle, the wait will likely be time well spent.

According to Bill Elliot, executive vice president of American Honda, the wait will also be short. First debuted in 2002,the Acura RD-X will be sold in the 2006 model year, and will be built on a new light truck platform in Marysville, Ohio. Though specific powerplant details were not available, Elliot confirmed that the RD-X would have more than 200 horsepower. Between now and then, Acura workers will have to figure out how to get the very best of Acura's technology into an SUV that is smaller than the MDX. Included in the RD-X will be Acura's new Super Handling All-Wheel Drive system, which debuted with the RL model earlier this year. This system distributes torque between the front and rear wheels, and between the left and right rear wheels.

Along with the SH-AWD system, the RD-X offers fully independent front and rear suspension, Brembo disc brakes, and 19-inch, 5-spoke alloy wheels.

Sounds just about ready to go - until you get to the interior. Inside, all manner of concept fun is going on, including mood lighting and a custom suitcase in the center console. The instrument panel and door inserts are trimmed with a combination of ivory leather and ivory suede -probably not for production, much like the tangerine-colored, crocodile-embossed leather seats with ivory-colored wool headrests and the rosewood covered flooring...It all sounds a bit tropical for Acura, so expect a typically precise and comfortable interior forthe RD-X.

More realistically, the RD-X will come with Acura's Navigation System with Voice Recognition, the audio system, and other advanced in-car functions, such as Acura's Traffic link . Like in the RL sedan, navigation, audio, dual climate control and other features are controlled using the Interface Dial mounted in the center of the instrument panel. The concept features a downloadable hard drive for personal music collections - a nice bit of technology that would boost the ever-increasing Acura reputation for tech advancement in vehicles.

Yes. The wait is almost over.

By Brian Chee

Photos by Erik Hanson



Audi Allroad Quattro Concept

In case you missed it, the time has come for a premium diesel, and Audi is going to - well might - deliver it one day, once they take a breath from rebuilding their lineup with a new A3, a redesigned A4, S4, A8 and A6.

They've been busy, these luxury makers of automobiles who think of themselves as the " most progressive member of the premium luxury class." There may be a few colleagues who would disagree with that estimation, but they're on pretty solid with the Audi allroad Quattro concept, which debuted at the 2005 North American International Auto Show.

This crossover concept highlights the 25th anniversary of Quattro drive, and, according to Audi executives, will direct future technology in a most progressive manner. Features include permanent Quattro all-wheel drive, an advanced suspension and a four-liter V8 TDI engine with common rail fuel injection. The engine produces 286 horsepower and peak torque at 650 lb.ft.... The engine is mated to a six-speed automatic transmission. The chassis and suspension of the Audi Allroad Quattro Concept features adaptive air suspension, which is a combination of air suspension and electronic control. The Audi Allroad Quattro includes technology designed to make driving safer and more proactive, such as Audi road vision, an optical sensor system able to recognize the condition of the road and its surface, an electronic stabilization program and adaptive cruise control. Audi lane assist, also a feature of the concept car, creates vibrations that emit through the steering wheel when the driver leaves his lane.

Perhaps they have a point about that progressive thing The Audi Allroad Quattro Concept is not currently scheduled for production.

By Brian Chee

Photos by Erik Hanson



Chrysler Firepower

Chrysler is flying. They are making all their right turns on green, hitting hot buttons and wowing people with the styling and technology built into their vehicles - and their concepts. On the heels of yet another award for the Chrysler 300/300C,this time the North American Car of the Year, Chrysler trotted out a 'Vette eating concept dubbed the Firepower that perhaps looked much to close to reality from the perspective of General Motors.

"It's easy to tell a 'make sense car from a 'what's cool car," said Trevor Creed, senior vice president - Chrysler Group Design. Indeed, the Firepower is built to do both, with Chrysler's multi-displacement system, which uses only the cylinder power needed, and 20-inch wheel in back to go with 19-incewheels upfront, all on the Viper chassis. Obviously, the Firepower is closer to production than most other concept vehicles at this stage. With the demise of the ME Four-Twelve super car, one can speculate that the Firepower -which can get up to 174 mph - is on the books as a future combatant to the Chevrolet Corvette. "How could we best encompass Chrysler models as the Crossfire, while looking to the most extreme expression of engineering and design such as last year's prototype, the ME Four-Twelve?" said Creed.

The Firepower boasts the 6.1-liter Hemi V8 developed by SRT. This engine will also show up in the Dodge Charger. The V8 is mated to a 5-speed automatic AutoStick, and estimates from Chrysler put the 0-60 time at less than 4.5 seconds. The exterior is covered in Hydro Silver Pearl, with dark carbon fiber and polished aluminum accents. The interior color combination consists of Ocean Deep Blue as a primary hue, with Oyster leather and Behr maple accents. Finely trimmed leather-covered sport seats, automatic climate control and a premium audio system provide a tasteful and purposeful interior environment. All touch surfaces - steering wheel, control knobs, and shifter - are finished with fine materials.

By Brian Chee

Photos by Erik Hanson



Ford Explorer Sport Trac Concept

Ford claims to have invented the sport-utility truck market when the 2001 Explorer Sport Trac debuted. Based upon the first-generation Explorer SUV platform, the Sport Trac combined a small covered bed with a five-passenger cabin and a rear window that powered all the way down between the cab and the bed. A bed extender allowed the Sport Trac owner to haul larger items, and the concept of the vehicle was good.

Unfortunately, the original Explorer Sport Trac rode on ancient underpinnings, with a frame, suspensions, and interior that dated back to the early 1990s. This concept vehicle, a thinly veiled version of the 2006 Ford Explorer Sport Trac that arrives later this year, is based upon the next-generation Explorer SUV platform, instantly modernizing what Ford calls "the first SUT."

Powering the Ford Explorer Sport Trac Concept is a 4.6-liter V8 engine matched to a five-speed automatic transmission. Production versions are expected to offer the same 4.0-liter V6 and 4.6-liter V8 engines as the Explorer. Also, the Sport Trac Concept gets the Explorer SUV's independent rear suspension, which improves the ride but might not prove as sturdy as the solid rear axle on other crew-cab competitors when it comes to towing and hauling. Roll Stability Control and side-curtain airbags are also going to be available on the new 2006 Explorer Sport Trac.

Wider, longer, and with a 30-percent larger bed than before, Ford jazzed the Explorer Sport Trac Concept up with a custom street truck appearance, including a lowered suspension, 21-inch wheels painted gunmetal gray, red brake calipers, a mesh milled-aluminum front grille, and a number of decorative scoops and vents. The rear bumper and all door handles are shaved off the body, and the rocker panels receive integrated running boards that double to provide the appearance of ground effects. The concept's bed includes saddlebag storage wells and recesses to create a tiered load floor for large, flat cargo. Like the original, an extender is included to increase cargo-toting capacity.

Inside, an all-new interior debuts, featuring four bucket seats on the Explorer Sport Trac Concept. The console-mounted gearshift looks similar to that in the Ford F-150, and white-faced gauges peer out of an oval-shaped binnacle ringed in chrome. The tall center stack is designed to accommodate a navigation system, and large cupholders appear capable of handling even the biggest buckets of java.

What the Ford Explorer Sport Trac Concept lacks is a feature that could ultimately doom the production truck. This vehicle should come to market with a pass-through to the cabin, like the Chevrolet Avalanche. But with the passenger cab a distinctly separate component from the cargo bed, a design that mimics GM's brilliant Midgate is not in the cards for the Sport Trac.

Nevertheless, the 2006 Ford Explorer Sport Trac is sure to be a major improvement over the current model, and this alleged concept truck gives you an extremely clear look at what's coming soon to a Ford dealership near you.

By Christian J. Wardlaw

Photos by Erik Hanson

Ford Fairlane Concept

Andrew Dice Clay, abusive comedian and star of the movie "Ford Fairlane," did not make an appearance at Ford Motor Company's press conference in Detroit. Rather, Ford designer J Mays introduced the Ford Fairlane Concept at the 2005 North American International Auto Show, calling it "an upscale, as well as upright, people mover for the American family."

Named after the successful 1960s Ford coupes and sedans that were the bread-and-butter of the company for a time, the Ford Fairlane Concept is a six-passenger crossover SUV similar in concept to the current Ford Freestyle, but with a more stylish and luxurious appearance as well as a completely different platform.

Based upon Ford's new CD3 architecture, which forms the basis for the 2006 Ford Fusion, 2006 Lincoln Zephyr, and a slew of new FoMoCo products due in coming years, the Ford Fairlane is powered by a 210-horsepower, 3.0-liter Duratec V6 engine, matched to a six-speed automatic transmission and driving all four wheels for maximum all-weather traction.

Key design attributes of the Ford Fairlane Concept include flush-mounted exterior glass and thin pillars for a sleek appearance. Horizontal side strakes decorate the doors, which are "French-opening" to allow unfettered access to the cabin, and the Fairlane wears Ford's new corporate tri-bar metal-finish grille. Extremely handsome multi-spoked and polished alloy wheels make the Fairlane look expensive, while at the rear is a three-way tailgate with glass that flips up and a door that swings open from the left or the right.

Inside the cargo bay is a flip-down utility area with a cutting surface and a refrigerator. Three rows of seats accommodate six adults, with the leather-covered front Command Seating chairs fronting a low-slung dashboard trimmed in oak and maple bentwood laminate.

Second-row "club" chairs are upholstered in closely woven canvas, recline for comfort, and offer unique storage armrests. They fold flat, along with the third-row seat, to reveal a cargo floor finished in stainless steel, gleaming from the ambient light that filters in through the Fairlane's three glass roof panels.

With the Freestyle and an upcoming Mercury model already serving as Ford's mainstream crossover suvs, the chances of something like the Fairlane reaching production are slim. However, this concept does illustrate the flexibility of the new CD3 corporate platform, while getting the show-going public used to another classic Ford "F" name that's sure to be revived for a future model.

By Christian J. Wardlaw

Photos by Erik Hanson



Ford Shelby GR-1 Concept

Ford's latest sports car concept first debuted to the public last summer at the Pebble Beach Concours d'Elegance in California. J Mays, Ford Motor Company group vice president of Global Design, admitted at the time that "the Ford Shelby Cobra concept was a small step in our plans for the Ford GT architecture and our relationship with Carroll Shelby, and the Ford Shelby GR-1 is a giant leap toward the future."

A sleek and muscular fastback design, the Ford Shelby GR-1 Concept rolled onto the stage at the 2005 North American International Auto Show wearing a new suit of polished aluminum on the outside and a cabin constructed of leather, Alcantara and gunmetal finishes.

A front-engined two-seater, the Ford Shelby GR-1 Concept is powered by a huge 6.4-liter V-10 engine that develops 605 horsepower at 6,750 rpm and 501 lb.-ft. of torque at 5,550 rpm, plenty to motivate an estimated 3,900-pound curb weight. All that thrust goes to the rear BBS one-piece wheels through a rear-mounted, six-speed manual transmission equipped with a limited slip differential. According to Ford, performance is on par with others in this class, with zero-to-60 times under four seconds and a theoretical 200-mph top speed.

Aluminum Brembo brake calipers clamp down on cross-drilled, vented four-wheel disc brakes. Goodyear racing slicks, sized 275/40ZR19 in front and 345/35ZR19 in back, keep the Shelby GR-1 glued to the ground in combination with the front and rear double wishbone suspension design from the Ford GT supercar. A Tire IQ system provides the driver with tire temperature and pressure data, as well as cornering g-forces.

What are the chances that the Ford Shelby GR-1 will actually be available to consumers in 2007 or 2008? We'd say that this new Shelby, or something very close to it, will be offered to give Ford a true sports car to battle such performance machines as the Chevrolet Corvette Z06 and Dodge Viper SRT10 Coupe.

Just don't count on the polished aluminum exterior finish.

By Christian J. Wardlaw

Photos by Erik Hanson



Ford SYN-us Concept

Ford marketing boss Jim O'Connor has confirmed that a new car priced and sized one notch under the Focus will arrive in 2007 or 2008. Most likely, this new "B-Class" car will be based on the Mazda-engineered platform that is in development to replace the current Ford Fiesta in Europe.

With the Ford SYN-us Concept, which debuted at the 2005 North American International Auto Show in Detroit, the company might be giving us a glimpse of what Ford plans for an entry-level B-class vehicle. Ford admits that it's based on the Fiesta's architecture, but on the outside it looks like Ford has exhausted original design ideas.

Glaze your eyes over and what do you see here? We see a Scion xB dressed up with Ford's new triple-bar grillework, or a miniaturized Honda Element. Take your pick; either way, if something like this lands in showrooms toward the end of the decade, we're fairly certain that young buyers will have tired of the box-on-wheels school of design by then.

Dressed up like a midget Brink's armored vehicle, complete with a tailgate that opens using a four-spoke spinner like a bank vault, the Ford SYN-us Concept is an "urban sanctuary," according to Ford design guru J Mays. Sadly, the best thing about the SYN-us would never make production: The front seats spin to face the rear of the vehicle, where a 45-inch LCD flat-screen monitor displays movies, can be used to surf online, and serves as the rear window of the vehicle via cameras. Sick, yo. Xzibit, just try pimping this ride, G.

Developing power is a turbocharged, intercooled, 2.0-liter four-cylinder Duratorq diesel with 134 horsepower and 236 ft.-lb. of torque, which may not seem like much, but this is a small vehicle - smaller than a Focus. The engine is equipped to run on bio-mass diesel fuel, and delivers power to the front wheels through a five-speed manual transmission. Riding on a front independent and rear torsion beam suspension, the Ford SYN-us Concept's 18-inch wheels and 225/50 performance tires help to improve handling.

Jumping on a design bandwagon is dangerous business. Witness the lukewarm reception that the 2006 Chevrolet HHR is receiving seven years after the Chrysler PT Cruiser first debuted in concept format. Small, square, boxy vehicles make great sense, and the Scion xB has made the look work to its advantage, but fickle young Americans are likely to be looking for the next big thing by the time Ford's planned B-car arrives in a couple of years.

By Christian J. Wardlaw

Photos by Erik Hanson



GMC Graphyte Concept

To address the need for propulsion systems that improve fuel economy, reduce emissions, and ultimately operate on renewable alternative fuels, General Motors has a three-pronged plan to address the problem. In the short term the automakers is introducing technologies such as Displacement on Demand and six-speed automatic transmissions that save fuel. In the long-term, liquid hydrogen fuel cell technology is the plan, with GM hoping to bring an affordable fuel cell vehicle to market within ten years.

Mid-term, however, the company is focused on its two-mode full hybrid powertrain, developed in conjunction with DaimlerChrysler, which has already been applied to passenger buses in several U.S. cities and is now trickling down to consumer vehicles within the next few years.

At the 2005 North American International Auto Show in Detroit, GM debuted the GMC Graphyte Concept, an all-wheel-drive SUV equipped with the company's two-mode full hybrid powertrain, which supplies a 25-percent increase in fuel economy with no loss of power and performance over a regular mid-size SUV.

Designed at GM's studio in Coventry, England, the GMC Graphyte Concept resembles the progeny of an Audi and an Isuzu Axiom. A large metal-framed grille presents GMC's giant red logo front and center, flanked by lighting elements that instantly recall the Chrysler 300 and which also swivel side-to-side as well as up-and-down. The Graphyte's wheelwells bulge tastefully, and the greenhouse is squared off with a triangular D-pillar reminiscent of the deceased Isuzu.

A Vortec 5300, 5.3-liter V8 engine sits under the hood, equipped with Displacement on Demand cylinder deactivation technology. It's connected to the two-mode full hybrid system that is scheduled to debut in the 2007 Chevrolet Tahoe and GMC Yukon. In its first mode, the hybrid system combines engine and electric power for low-speed, stop-and-go driving, while the second mode operates at higher vehicle speeds.

Though it looks like a crossover SUV, the GMC Graphyte Concept possesses rugged ladder-frame construction, with an independent air suspension that allows the ride height to be adjusted by 4.7 inches for either increased ground clearance or road-hugging stability and aerodynamics. The concept vehicle is equipped with giant 22-inch wheels wearing Goodyear all-terrain tires, which reinforce the notion that the Graphyte is a real SUV designed for real off-roading. Huge vented and cross-drilled brake discs are mounted at each corner.

Inside, twin skylights running the length of the GMC Graphyte's roof, divided by an overhead console, illuminate the cabin. Mokanto wood veneer, polished aluminum trim, and leather are the primary design materials for the cabin, which also offers impressive utility. The rear seat, which slides fore and aft for comfort or cargo, includes three seatbacks that fold independently of one another for maximum flexibility. The clamshell tailgate can open from either side or fold down like a pickup truck to ease cargo loading.

Interesting interior features include a control panel for the transmission, which is push-button even though it looks more like a regular sliding gear selector mounted to the center console. The hybrid powertrain's operational details are displayed on a centrally mounted screen, which also displays functions for onboard info-tainment features. Next-generation OnStar telematics offers English, French and Spanish interaction, and the GMC Graphyte concept also includes Advanced Automatic Crash Notification (AACN), which communicates critical crash information to OnStar advisors after an accident, so that emergency responders know before arriving at the scene what to expect.

We wouldn't take a bet that GM will produce the GMC Graphyte, but the technology is coming to showrooms and this concept vehicle could point in the direction that the next generation Chevrolet Tahoe and GMC Yukon will take, stylistically. Regardless, it's a great showcase of GM's dedication to developing real world, no-compromises hybrid powertrains.

By Christian J. Wardlaw

Photos by Erik Hanson

GM Sequel Concept

Liquid hydrogen fuel cells are the future of the automobile. Every major automaker is working on the technology, trying to find ways to make it a viable, affordable propulsion system of tomorrow, simultaneously eliminating dependence upon fossil fuels and harmful tailpipe emissions. Those that are not searching for a way to produce fuel cells could become relics on the trash heap of history within ten years.

At the 2005 North American International Auto Show in Detroit, General Motors unveiled the GM Sequel Concept, "a major step forward toward the hydrogen future" and showcase of the automaker's latest fuel-cell propulsion technology, said Larry Burns, Vice President of Research, Development and Planning for GM. In fact, development is speeding along at such a torrid pace that GM has been able to double the range and cut acceleration times by half over its existing AUTOnomy and Hy-wire fuel-cell vehicles - in just three scant years.

Though this rapid advance of technology is impressive, what matters most about the GM Sequel Concept is that it's a "skateboard chassis," which means that the liquid hydrogen storage tanks; fuel-cells; by-wire software for steering and brakes; battery packs; and electric motors that power the vehicle are all contained within an 11-inch tall "sandwiched" chassis that protects the components top and bottom.

Fully operational as a stand-alone unit, the GM Sequel Concept's chassis can therefore accommodate a variety of body types, from an SUV to a sports car, as long as the wheelbase and track widths remain the same. GM has purposely sized the GM Sequel Concept's foundation to tackle the meat of the market, midsize sedans and midsize crossover SUVs.

In Detroit, the GM Sequel Concept wore a crossover SUV body, able to seat five and carry plenty of cargo. Because the body sits on top of the propulsion system, interior space and comfort is not compromised. Sized similar to a Cadillac SRX, the GM Sequel Concept can accelerate from rest to 60 mph in less than ten seconds, and possesses a 300-mile range between fill-ups. Because the GM Sequel Concept is powered by electric motors in the wheel hubs, it's all-wheel-drive for sure-footed traction and superior performance. GM also claims that by-wire drive systems for the steering and brakes, combined with a perfect 50:50 front to rear weight distribution, make the GM Sequel Concept easier to maneuver while providing responsive handling.

Readily available but not affordable, the cutting-edge technology aboard the GM Sequel Concept could hit the road today if an infrastructure to deliver liquid hydrogen existed. The company clearly stated its goal of creating a hydrogen powertrain and structure that is comparable to today's internal-combustion engines in terms of performance and durability by 2010. Not only that, but GM intends to have a system that is affordably scalable to produce a wide range of products. Rick Wagoner, Chairman and CEO of General Motors, called the GM Sequel Concept nothing less than "the reinvention of the automobile."

Infrastructure that delivers liquid hydrogen as easily and reliable as today's network of gasoline filling stations must be put into place, because hydrogen-powered fuel cells are coming. Count on it. And count on GM to bring the technology to the mass consumer in something like the GM Sequel Concept within the decade.

By Christian J. Wardlaw

Photos by Erik Hanson



Jeep Gladiator

There are few things that represent off road quite like a Wrangler. The scaled back tough-guy look and the history have worked its way into a permanent slot in American car culture. It's a fact - when you think of off road, chances are the first vehicle you think of is a Jeep Wrangler -- with apologies to Land Rover. So when the time comes to add to the stable of Jeep Wrangler vehicles available for sale, Chrysler execs know that they must tread lightly -mess with the proven formula of Wrangler looks and rough terrain performance, and invite building an ordinary car -and tainting the carefully nurtured brand of the Wrangler name.

Shoot. They drove these things in World War II - mess with America's off road favorite, and invite disaster, and the Gladiator concept -which debuted at the 2005 North American International Auto Show sure does mess with it. For the most part, however, it does so with the right touch of style and toughness, though it sure is tough to look at the Wrangler as a truck.

Then again, that's not true for everyone. The Gladiator takes much of its design - and its name -from the 1962 full size pickup.

Another concept that might have one foot in the production window from Chrysler, the Gladiator is a sharp-looking vehicle that defies label, as it retains much of the Wrangler mechanics but includes fancy chrome accents and a bed that can expand to 8 feet in a 'classic'pull-the-back-window-out Avalanche-esqe mechanical design. Dubbed a "lifestyle" pickup, the Gladiator keeps the Wrangler's solid front axle, adds a side-mounted spare and a half-door on the passenger door that opens 180 degrees. The Gladiator also features an open-air canvas roof and removable doors. Other elements of the Gladiator include a Command Trac part-time 4x4 system, front- and rear-locking differentials, a front winch and skid plates.

The Gladiator is powered by a 2.8-liter, 4-cylinder common-rail turbo diesel engine that provides 295 lb-ft of torque and 163 horsepower. Managing that power is a 6-speed manual transmission and a part-time transfer case.

Sounds like a winner. But looking at a Wrangler as a lifestyle pickup sure will take a little getting used to, should Chrysler decide to build it.

By Brian Chee

Photos by Erik Hanson



Jeep Hurricane

It's not right; not at all. It's not right that automakers, Jeep in particular, can build a vehicle like the Jeep Hurricane.

Not when they still struggle to market SUVs that get less than 14 miles to the gallon. If the Hurricane, which debuted at the 2005 North American International Auto Show, can become a functional vehicle with all of it amazing capabilities, it would seem logical if some of that remarkable engineering talent went into building safer cars.

Dreamer. Within the context of what is possible and what is reality, the Jeep Hurricane does amazing things. Strange things, things that make you rub your eyes hard and blink twice. Things like all four wheels turning in opposite directions, thus enabling the vehicle to navigate a turn radius of zero - absolute zero. The Hurricane manages it because of skid steer capability and toe steer, meaing that it has the ability to turn both front and rear tires inward.

Then there are the dual 5.7-liter Hemis, front and back - both emiting power in the realm of 335 horsepower and 370 lb.ft.. of torque, that will gofrom0-60 in less than 5 seconds. Both HEMI engines offer Multi-Displacement -meaning the engines only use the necessary power. That power is delivered through a central transfer case and split axles with a mechanically controlled four-wheel torque distribution system. The front and rear suspension is short/long arm independent with 20 inches of suspension travel, controlled by coilover shocks with remote reservoirs.

The creature has an approach/departure angle of 64.0 and 86.7 degrees -close to vertical - and the Hurricane can even travel sideways.

"In the last two years, we've though of something totally extreme," said Trevor Creed, Trevor Creed, senior vice president - Chrysler Group Design. "Now it's Jeep's turn."

Talk about extreme…Bring that Hummer over here, boy. According to Creed, the Hurricane is full function and built for extreme off-roaders. It's less a car than an amazing mechanical beast, a creature from the deep recesses of a Jeep engineer's dream.

Wake up. The scary thing, according to Chrysler executives, is that they could build it for sale - the two-engine design could be modified into a one-engine package. As for the rest, it seems unlikely that a Hurricane will crab-walk down your street anytime in the next 50years. But then again, they also said hybrids were just a dream..

By Brian Chee

Photos by Erik Hanson



Lexus LF-A

Call them the smug lads of the Auto circuit. And for good reason, for all that the boys and girls at Lexus do turns into gold. The automotive press applauds their vehicles as engineering wonders; customers flock to their dealerships for their own special taste of the Lexus experience.

So it's understandable that people listen when they talk about pursuing perfection. They're almost there, by most accounts. And so when, on Sunday at the 2005 North American International Auto Show, Lexus pulled out what they are calling a hint of the future of Lexus, there was titter and a rustle and a collective gasp from the hordes of press.

This meant the future for mainstream luxury vehicles. The thing that the rest will follow, envy and stare at as it goes by. And if the design and power of the Lexus LF-A delivers on such high expectations, it will be no surprise, as the concept is a beautifully- Japanese rendering of luxury sports car, the kind that, looks different from every possible direction, a car that looks brutishly masculine and softly feminine at the same time. "What I say is.. .wow," said Jim Press, Toyota Motor Sales executive vice president and COO. . And while Press is of course enamored with his offering, it would not be a stretch to claim a similar for most who see the LF-A. Built 5-inchesshorter than the Porsche911 but on a wheelbase that is 9-inches longer, is identical to the Ferrari F430, and is close to the Mercedes-Benz SL55andthe Aston Martin DB9. It features an engine capable of developing more than 500 horsepower, the Lexus LF-A concept is engineered to take advantage of gearing, weight and aerodynamics. Lexus executives say that the LF-A concept could produce a top speed of 200 miles per hour.

Best of all, it may yet be driven. Lexus claims that that the LF-A could, indeed, become their first super car. The Lexus LF-A is also meant to showcase the direction of Lexus design into the future.

But then again, no one really knew how far Lexus would go 15 years ago, except those smug lads who keep building excellent cars.

By Brian Chee

Photos by Erik Hanson



Nissan AZEAL Concept

One of the worst things about growing up is that having fun starts to cost more and more money. First, there's the transfer of expenses from parent to child, which makes that trip to the movies or the go kart track a little less fun. And there there's the assumption of insurance payments on the hand-me-down sedan, student loan bills, and eventually, new car payments. It gets to the point that everything has that weighty cha-ching sound of hard-earned currency associated with it. And, unfortunately, that vivid imagination that carried us through as kids just doesn't seem to be firing on all cylinders anymore. Our minds are too busy as it is. We need tangible fun.

Don't despair. There are people out there who get paid to make fun affordable.

Debuting at the 2005 North American International Auto Show was the Nissan AZEAL Concept car. The AZEAL is a car that, according to Nissan's Vice President of Design, Bruce Campbell, is a design study in blending desirability with affordability. The idea isn't new, but plenty of time has passed since it's been tossed around at Nissan. Consider the original 240 Z , for example. In its day, that car was both affordable and highly desirable. Now, consider the 2005 Nissan 350Z. While that car may be highly desirable, it being affordable is debatable. Yet, as Campbell puts it, the AZEAL has been designed as an entry-level vehicle while still offering the appealing design, powerful stance, and tailored functionality that has been bestowed upon its costlier relatives, such as the Nissan 350Z and the Infiniti G35.

In particular, the Nissan AZEAL concept car features a six-speed manual transmission and a limited slip differential that control the power of a turbo-charged, four-cylinder engine. Inside, bucket seats (rear are split folding with a pass-through) are wrapped in two-tone Wasabi Charteuse fabric, and the sky can be seen through dual overhead panels like that found in the Nissan Maxima. Other touches include generous use of brushed aluminum trim, 19-inch alloy wheels, racing food pedals, front foglights, rear diffuser and airfoil, and dual exhaust. Rounding off the list are signaling exterior mirrors and a navigation system.

Though the Nissan AZEAL is billed as a concept, Nissan officials admit they will be offering a new small vehicle for 2006, one of a slew of new or redesigned vehicles the company will be launching over the next 18 months. Design VP Campbell suggests that the AZEAL would fit into Nissan's lineup quite well, but again, it's just a concept.

Given the recent success of the Scion tC (the AZEAL closely resembles the tC, but looks more like a smaller Infiniti G35 coupe) and Nissan's desire to give customers the most bang for their buck, we're hoping this concept becomes a reality.

By Thom Blackett

Photos by Erik Hanson



Opel Astra Diesel Hybrid Concept

Scalability is critical when it comes to making new technology affordable for the average consumer. Take the new two-mode full hybrid system, developed by General Motors and DaimlerChrysler. As both automakers pour money, time, and effort into fuel-cell technologies that are still at least a decade away from production, it is clear to these corporate giants that a mid-term solution to the twin problems of fuel consumption and emissions reduction is necessary, and it's necessary now.

Not only is a solution necessary now, but also it must be scalable. In other words, the technology must be flexible to enough to work with big vehicles and small, gasoline and diesel internal combustion engines, and in a variety of world markets. Scalable technology becomes affordable technology, and unless the new GM/DC collaboration called the two-mode full hybrid system is affordable, few consumers will accept it or, most importantly, buy it.

First developed for vehicles that consume the most fuel and spew the most pollution into the air such as diesel-powered buses, the two-mode full hybrid system is scalable enough to be used in everything from midsize suvs to small cars, is compatible with both diesel and gasoline engines, and can be paired with front-, rear- or all-wheel drive, as GM demonstrated at the 2005 North American International Auto Show.

To prove that the two-mode full hybrid system was viable for small cars, GM displayed an Opel Astra GTC Coupe in Detroit, equipped with a 125-horsepower, 1.7-liter CDTI diesel engine mated to twin electric motors, one generating 30kw of power and the other 40kw. The Opel Astra GTC Coupe is sold in Europe, and not in North America.

In terms of packaging, the two-mode full hybrid system does not compromise comfort or utility, according to GM. In the Opel Astra Diesel Hybrid Concept, the nickel metal-hydride battery pack is located in the spare tire well to ensure cargo carrying capacity, and since the hybrid system is no larger than a transmission, it was easy to package under the car with the rest of the mechanicals.

Able to run solely on electric power, the Opel Astra Diesel Hybrid Concept will nonetheless accelerate to 60 mph in little more than 7.5 seconds when working in conjunction with the diesel engine, proving yet again that performance and economy are not mutually exclusive concepts when it comes to hybrid vehicles.

Compared to production Astra diesels, the Astra Diesel Hybrid Concept is 25 percent more fuel-efficient. Not only does this make the car less expensive to operate, but it also cuts down on carbon-dioxide emissions per mile traveled, making it cleaner that a regular diesel vehicle.

Changes between a production Astra GTC and this Diesel Hybrid Concept are few. The gauge cluster displays information about the hybrid system, the spare tire well is stuffed full of battery packs, and a special badge on the outside identifies the car as a hybrid.

Based on information supplied to the press in Detroit, it would appear that General Motors is well on its way to resolving problems associated with fuel consumption, fuel economy, and powertrain emissions. The two-mode full hybrid system is slated to debut on the 2007 Chevrolet Tahoe and GMC Yukon, with other vehicles receiving the technology thereafter.

By Christian J. Wardlaw

Photos by Erik Hanson

Saturn AURA Concept

Apparently, selling plastic-clad vehicles at no-haggle prices cannot, by itself, sustain a brand. Try as it might, Saturn has been unable to carry the initial momentum generated by the S-Series. Yet, with the release of two exciting concept cars at the 2005 North American International Auto Show, Saturn looks like it may officially be changing directions.

While the number of product offerings has (very) slowly grown to three over the past several years, little has been done to draw any significant attention to the newest of GM's divisions. But the SKY two-seater convertible indicates somebody's been stoking the fire at GM.

Of the two vehicles unveiled, the Saturn AURA will be the volume seller (or at least Saturn officials hope so). With this midsize sedan based on the same Epsilon platform that carries the Chevrolet Malibu and Pontiac G6, the goal is present a "contemporary and upscale image", according to GM designers. Those same designers pointed to the strong headlights (think Chevy Malibu/Cobalt), and styling that was characterized as fluid…and muscular…and powerful. What that boils down to is a Saturn model that looks more substantial than those we've seen in the past, complete with a bigger body, steel body panels rather than the plastic usually inherent of Saturn vehicles, fender flares, and in the case of the concept car, big chrome wheels. The look is accented by a large chrome grille, a retractable sunroof as seen on the Pontiac G6, and small hood ducts. Like its cousins, the Saturn AURA has a relatively long wheelbase, and GM's Vice President of Design, Ed Welburn, suggested that it was this trait that allows the AURA to carry such attractive body proportions. On the inside, deeply bolstered leather seats will accommodate four or five adults, and upscale touches are found throughout the cabin. According Welburn, the AURA "clearly indicates the dynamic design language for Saturn."

Like its cousin, the Pontiac G6, the design of the Saturn AURA will likely be met with a fair amount of success. However, unlike the Pontiac G6, Saturn officials have no plans of building a coupe or convertible version any time soon (the convertible slot will be filled by Saturn's other unveiling in Detroit, the Saturn SKY concept).

Although the Saturn AURA was introduced as a concept, company representatives suggest the AURA will see production within the next year or so.

By Thom Blackett

Photos by Erik Hanson



Saturn SKY Concept

Apparently, selling plastic-clad vehicles at no-haggle prices can not, by itself, sustain a brand. Try as it might, Saturn has been unable to carry the initial momentum generated by the S-Series. Yet, with the release of two exciting concept cars at the 2005 North American International Auto Show, Saturn looks like it may officially be changing directions.

While the number of product offerings has (very) slowly grown to three over the past several years, little has been done to draw any significant attention to the newest of GM's divisions. But the SKY two-seater convertible and the AURA sedan indicate somebody's been stoking the fire at GM. In fact, Saturn will double its portfolio to six vehicles over the next few years, while also updating its existing models. That may not sound like a lot, but for a brand that has been withering on the vine for years, it's big and welcome news. As noted by Gary Cowger, President of GM North America, there is now an emphasis on retaining the positive buying experience that Saturn customers have enjoyed, while extending the range of products from which those shoppers (and others) can choose.

Of the two vehicles unveiled in Detroit (the other being the Saturn AURA sedan), the Saturn SKY concept garnered much more attention. Sharing its front engine/rear-wheel-drive architecture with the Pontiac Solstice concept car, this two-seater might be the last thing most people would expect from the folks who brought us the L-Series. And, in a way, it's not. According to GM, seven of GM's eleven worldwide design studios have had their hands in Saturn's new look. What those collective minds have come up with is a sleek, well-proportioned roadster. The goal, say GM officials, is to put a face on Saturn that presents a "contemporary and upscale image". Inside, leather seats sit low in a cockpit that closely resembles that of the Honda S2000, which along with the Mazda Miata LS and the Toyota MR2, served as a reference for the SKY's designers. The Saturn SKY also comes equipped with a manual soft top, a clamshell hood, 18-inch polished alloy wheels wearing Goodyear Eagle tires, and piano lacquer inserts.

Propelling this fine looking ride is a 2.4-liter, 170-horsepower four-cylinder under the hood that's responsible for carrying around 2,860 pounds of curb weight. Torque is rated at 162 lb.-ft, and power is managed by either a five-speed manual or five-speed automatic transmission. Short and long arm suspension in front and back controls the ride and braking is courtesy of a four-wheel, anti lock setup.

Available starting in the first half of 2006, the Saturn SKY will be built at the Wilmington, Delaware plant. Expect pricing to start in the low 20's, with an anticipated volume of 10-12,000 units per year.

By Thom Blackett

Photos by Erik Hanson

• Next