Niche vehicles are possibly the toughest task for automotive product planners, offering huge risks and often modest rewards. Many, like the Acura ZDX and Chevy SSR fall flat on their faces, often for very different reasons. A few, like the Lexus RX300 launch entire segments from which future niches will eventually grow. Others, like the Nissan Juke, simply sell in reasonable numbers to the people who like them while turning off most everyone else. But one thing is for certain: in an era when mass-market sedans and crossovers look increasingly alike, a good niche product is one of the few real brand differentiators, a rolling symbol of a brand’s identity and values. And with common platforms and components, certain kinds of niche vehicles are even becoming easier to build. But there’s one very small, very postmodern problem: it’s all been done. When you’ve tried convertible crossovers, four-door-coupe-crossovers, five-door-coupe-wagons, pickup roadsters and minivan coupes, where’s an industry to go next? Time to break out your thick-rimmed designer glasses and explain just what form of nonsense the industry should try now.
Possibly in hopes of reminding the assembled writers that the Nissan Murano CrossCabriolet is not the future of the brand’s design, part of the CC launch was spent at Nissan Design North America where we were shown a clay model representing some of the design cues that could appear on future Nissan sedans. The designer we spoke to was careful to point out that this is neither an official concept nor “the next Altima,” but rather an exploration of the evolving Nissan design language. For example, the Z-car’s “boomerang” taillights, which have spread to vehicles like the Maxima, Juke and Murano CC are now found in the headlights of this unfinished clay model. The “J-line” kick-up where the beltline meets the C-pillar is also on display. Otherwise, there are also some unusually organic, flowing forms that have yet to debut on a production Nissan. I’m not sure this next-generation design answers all the questions floating around about the Nissan brand, but it’s an interesting look at the direction Nissan design is headed.
Given TTAC’s reputation for lack of restraint when it comes to criticism, I was more than a little surprised to see an invite to the Nissan Murano CrossCabriolet launch in San Diego, California. Especially considering that our initial reaction to images of the world’s first soft-top CUV was If you’ve ever been to a topless […]
The Spanish government’s crusade against cars continues this week as the national speed limit has been cut from 120 km/h (about 75MPH) to 110 km/h (about 68 MPH). The Spanish government claims the move is temporary (they say it will last until “at least” June), and that it will save some 15% on the country’s fuel bills. The opposition reckons the number is closer to five percent, asking Autocar the rhetorical question
What next? Will the government make people go to sleep earlier to reduce their consumption of light?
Spain’s many high-quality roads and relatively low traffic have made it something of a motoring destination for Northern Europeans (especially the British), but since most European nations allow speeds of up to 130 km/h on their freeways, some of that cachet could well be lost. The opposition reckons the government reduced Spain’s speed limit as much to raise revenue as save fuel. Could losses in the tourism sector cancel any revenue benefits?
Transportation Secretary Ray LaHood may not be able to bring the automakers on board his anti-distracted driving campaign, but it has managed to get Consumer Reports onto the bandwagon as the campaign nibbles around the edges of the real problem. The partnership has produced a brochure on the dangers of cell phone use in cars [PDF here] which encourages schools and parents to discuss the issue of distracted driving, but comes up short of establishing a firm line between acceptable and unacceptable distractions. Though panelists at the joint DOT-Consumer Reports press conference point out that hands-free cell phone systems are no more safe than using a hand-held cell phone, the PDF makes no such distinction. And though a police officer on the panel notes that police need to lead by example, no initiative reflecting this fact seems to have emerged from this latest battle against Distracted Driving.
In other words, LaHood’s latest effort is focused entirely on the old chestnut of “raising awareness” while continuing to avoid making the tough policy choices that would seem likely to follow the tough “epidemic” rhetoric that continues to come out of DOT. Sooner or later, raising awareness won’t be enough, and real lines will have to be drawn between safe and unsafe distractions. Unfortunately, today is not that day. The half-hearted “war” on distraction continues apace…
With Sprinter back under the Mercedes sign, Chrysler Group is looking to Europe and Fiat’s Doblò (above) and larger Ducato to expand back into the commercial van segment, starting next year. The European commercial vans are a far cry from the last Ram-branded body-on-frame vans, as the Doblò is actually based on a 108.5 inch wheelbase version of Fiat’s SCCS platform, a development of GM’s Gamma subcompact platform. As a result, the front-drive Doblò comes with engines ranging from 1.3 to 2.0 liters, and are largely powered by diesel engines. The Doblò is available in everything from a two-door chassis cab pickup, a three-, four- or five-door panel van, or a five-door passenger configuration.Because the new Ram commercial vehicles will be imported starting next year, expect only the van variants to avoid the “chicken tax.“
The larger, rear-drive Ducato offers a dizzying number of body variants, with wheelbases ranging from 118.1 inches to 149.6 inches, and offers only diesel engines in displacements from 2.2 to 3.0 liters with 100-155 HP. Until we get more details, it’s impossible to know which versions of these vehicles will come to the US, and whether the diesel and (for possibly even natural gas) versions will come as well. But the real question remains the same as it was a year ago:
Between recent reviews of a Can-Am Spyder, the Ski-Doo MXZ and the Goodyear Blimp, a certain TTAC writer has succeeded in shaking off this site’s usual monastic dedication to the world of four-wheeled passenger vehicles. And since this particular writer is too talented to fire (well, for mere distraction, anyway), I’d just like to remind the TTAC family that this website is, and always will be, about cars… unless we find something really cool, like this mid-to-late 60s Thiokol Spryte Snowcat. Then we’ll save it for the traditional rule-breaking period: the weekend.
I just returned from the press launch of a certain, shall we say unexpected convertible. The kind of vehicle that makes you stop and wonder what’s being put in the water at a certain product planning department. Look for a review tomorrow, but in the meantime, as a kind of innoculation, consider this Subaru STI drop-top modified for Manchester Subaru. It’s one thing to chop the top off a car that doesn’t lend itself to convertible versions, but it’s quite another to add picnic basket-handle roll bars and then top it all off with a huge rear spoiler. It’s no Transvertible, but death is still too good for this little monster.
Surf on over to causes.com and join the People’s Evolution Front. Remember, true comrades reject the notion of progress through hybridization, diesel or other modifications aimed at appeasing the ecological running dogs. Hasta la victoria siempre!
One of the many theories for Mahindra’s absolute botching of its long-anticipated US launch is that the Indian automaker was too busy last year acquiring its diesel-4×4 soulmate, Ssangyong. Both firms got their start building Jeep CJs, both specialize diesel-powered vehicles, but while Mahindra focuses on trucks and old-school SUVs for the developing world, Ssangyong has more experience with crossovers and MPVs as well as sales in mature markets like Europe. Together, they make an Asian invasion of diesel-powered 4x4s far more likely to succeed in the US, and Automotive News [sub] reports that the plans are already in the works. According to Chairman Yoo Lee [via AN [sub]], Ssangyong sees itself selling about 20k units in the US
two-to-three years from now – but within five years at the latest.
If true, this explains why Mahindra backed out of its deal with US distributor Global Vehicles: rather than cobbling together a sales network for pickups alone, Mahindra needs to plan for an independent dealer network in the states that’s capable of selling Mahindra pickups and SUVs, Ssangyong’s brand-new Korando crossover (reviews here and here) and possibly even REVA EVs. Think of it has one-stop shopping for all your developing-world 4×4, diesel and tiny electric car needs.
That’s right, the Executive Chairman of America’s only automaker to have never taken a bailout just raised concerns about the problem of selling too many cars. It’s not as if he doesn’t have a point… it’s just little like listening to Charlie Sheen leading an AA meeting. (Read More…)
The aspiring car writer need cover only one major car show to know that they can be an almost overwhelmingly intense experience, all bright lights, new suits, claustrophobia and hype. Between battling for internet, claiming real estate at press events, snagging free food and photographing the whole thing, a good car show passes over the average auto journalist like a bad dream.
Which is probably as it should be: for all the editorial monies that get spent making the car show carnival coverage happen, there’s precious little truth to be found at these modern-day Motoramas. And since we didn’t spend any of our precious budget getting to Geneva, we’re thrilled that long-time commenter sutski has graciously allowed us to republish his own impressions of the show… especially because they capture so wonderfully the exhausting, exhilarating blur of the car show floor. From the perks to the personalities, from the glitz to the girls, sutski‘s photos makes you feel like you were covering Geneva… and, if you’ve ever covered a big car show before, they might even make you a little glad you weren’t there.
Yes, Lotus certainly made a “splash” in 2010, but to say that the brand’s abrupt metamorphosis was universally applauded would be a severe overstatement. For one thing, the move away from Lotus’s light-weight, low-volume philosophy brought howls from the Chapmaniacs. For another, launching five cars at once may be good for publicity, but it’s not great for ones credibility. Especially when your CEO is something of a supercilious jerk, and even your “advisor” only gives you 60-40 odds. And now that Mama Proton is starting to take a hit as Lotus builds up to reinvent the luxury sportscar (complete with its own engines), you have to imagine that at least a few of the Malaysian money men are wondering if they bit off more than their former Ferrari exec CEO can chew. But at this point there’s nothing to do but burn cash, build cars and hope Porsche and Ferrari fall off a cliff.
I have a confession to make: the first time I saw the Acura ZDX in the flesh, I actually liked it. Brooding by itself on the edge of a local auto show, the thing stood out in a sea of late-model sameness, a mood-lit, drama-drenched oddity of an automotive mash-up. Ridiculous? Sure. But what’s a semi-practical yet stylish grand touring crossover “aimed at couples” to do?
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