Autobild [print edition] reports that Ford of Europe is planning an upmarket four-door coupe. Ford's "CD" platform– upon which the Mondeo is based– is both highly flexible and expensive. So FoMoCo's using it for two generations of Mondeo (spanning 15 years) and spread it over numerous model variants. The new generation of Mondeo family members will be introduced in 2012 (what… not in 2010?), including the S-Max minivan, a station wagon, possibly a two-door convertible-coupe and an expanded seven- seater version of the successful Kuga CUV. The coupe version is a showcase for a new design motif featuring a segmented grille, new-shape headlights and geometric air intakes. (It looks ungainly on paper, but one can assume that Ford– or at least Andrei Avarvarii– will get it right.) The move upmarket will have technical elements as well: steering-based tracking control, radar-supported cruise control, automatic parking, micro-hybrid trickery and (relatively) clean Urea-supported AdBlu Diesel machines. Ford, we hardly know ye… Only one question: is there a market for yet another four-door pseudo-coupe, following the Mercedes CLS and the Passat CC?

Several European countries are introducing severe taxes and penalties against vehicles with high CO2 emissions (read: SUVs). Auto Motor und Sport reports that Porsche Cayenne S buyers in the Netherlands will have to pay a luxury tax of about €38k at purchase. Finland's surcharge plans are relatively moderate at €26k, as are France's €10k– especially when you compare them to Norway's penalty of 54 friggin' thousand Euros. That means the Cayenne S is effectively twice as expensive in Norway as in Germany. The UK's €38k surcharge for Porsche's turbotractor is nothing to sneeze at, either. France also plans to introduce a yearly CO2 tax which, for the Cayenne, will amount to €3k; Austria is following suit with €5k per year. According to CSM Worldwide (a consultancy), the market for SUVs is collapsing in several European countries. This year, sales of large SUVs were down 46 percent in France and down 40 percent in Spain. It looks like Porsche has a bit more legal action in store; merely going to court against London's road-pricing autocrats won't cut the mustard. Perhaps Porsche was smart to buy those VW shares after all. 

Nobody I know drives a convertible. That's because unless you are young and pretty a droptop makes you look like a tool on exhibit. Unfortunately, the young and pretty usually can't afford a cabrio– unless they are rich socialites, trustafarians or enjoy the company of impotent older gentlemen. ADAC (that's the ubiquitous German driver's club) found another reason to dismiss convertibles: you better be pretty short if you want to survive a roll-over crash. Spiegel Online reports that of three Euro-minis tested by ADAC, only the MINI was safe enough for a roll in the hay (or anywhere else you choose to disregard the laws of physics). The oldish Citroen Pluriel suffered from a severely bent A-pillar. The new Peugeot 207 CC was equally flimsy, but offered longer and stronger roll-over bars. Even the MINI's dummies looked unhappy (don't they always?); their seat belts didn't hold them down as well as they should. ADAC says every convertible should have ESP, since the electronic nanny strongly reduces the (already low) probability of a rollover. (German-language video of test results at link.)

The First Ever Second-Generation Biofuel Plant established in Saxony, Germany opened April. As we reported previously, a German/Dutch joint venture named Choren claims they'll soon be converting wood scraps into 13k tons per year of "SunDiesel." The list of claims for this venture is long: 90 percent fewer CO2 emissions than conventional diesel, less dependence on oil imports and less disturbance to world food markets than conventional biodiesel. Meanwhile… Autobild (print edition) says complex production processes means it will cost about one Euro to produce a liter of SunDiesel. Choren responded to the news by pointing-out that their first plant is not "optimized for low production costs." What else, then? never mind. Choren is busy talking-up its large-scale plant, set to begin production in 2013 in Brandenburg, Germany. That new factory would/should/could produce around 200k tons/year of SunDiesel, at a cheaper price. That's enough fuel to satisfy 0.6 percent of Germany's demand for diesel.

Old fogies like me remember when BMW's GM-sourced automatic transmissions caused sturm und drang. Brand dilution! How can we Germans rely on a foreign competitor [at least in theory] for a key technology? So much for that. So why all the hubbub when BMW reveals they'll share engines with another carmaker? At last weekend's annual shareholder meeting, CEO Norbert Reithofer caused an uproar by announcing that the next-generation 1-Series will have a four-banger developed with PSA (Peugeot/Citroën). Reality check: BMW's MINI started life with a Brazilian-built Chrysler-designed Tritec engine. The MINI One D used a Toyota-built diesel engine. From November 2006, the MINI Cooper and MINI Cooper S models have been powered by a 1.6 litre engine co-developed by BMW and PSA Peugeot-Citroën. But propeller-heads don't want a Bimmer-badged car to mix genes with the French. The Financial Times Deutschland calls the move a "taboo breaker," while shareholders bemoan the brand's move from "class to mass." Ever the beancounter, Reithofer prefers to focus on saving money: "A car's engine is responsible for 25% of the car's total manufacturing cost." So that's alright, then.

There's a new boss in Motor City, and it ain't Mr. Cubic Inches. Carmaker doing business stateside are increasingly adopting third (or is it fourth?) generation turbochargers to create smaller, more efficient gasoline engines– and satisfy new, stricter federal fuel economy regs. For example, VW's new TSI mill combines excellent fuel economy with good performance and so-so driveability. The Passat 1.4-liter TSI cranks out 122hp; enough to propel Wolfsburg's warrior from zero to 60mph in 10.4 sec. This while achieving 36 mpg (European model, U.S. gallons, EU testing cycle). Suppliers are scurrying to build blowers. BorgWarner's constructing new turbo-making facilities in Mexico and Thailand; and expanding facilities in Hungary and Poland. Their goal: increase its passenger car turbocharger manufacturing capacity by more than three million units. Rival Continental is set to open a new turbocharger factory in 2011, making 100k spinners a year. Is whistling the new burble?

Why did Daimler AG– already involved in aerospace, a French limousine company, synthetic fuel and (God help them) Chrysler– purchase 22 percent of Tognum AG? The German carmaker claims its €585 million investment in the  fabricator of engines for agricultural threshers, military tanks and ships– makes good business sense 'cause Tognum is a major supply-chain partner. Hey, it's new tech! New markets! But wait, there's more! Under the prosaic project name "Business Innovation," CEO Dieter "no corporate diet" Zetsche has charged several high-ranking managers with finding new targets for synergy (a.k.a. whatever). Automobilwoche agrees with analysts and investors who find this acquisition strategy deeply worrisome. "There can only be one reason for Zetsche to be interested in unrelated businesses: apparently Daimler does not see enough growth prospects in its core business of making cars." The news that Daimler is getting back into its old conglomerate habit "should be alarming to any investor," says the German magazine. Looks like Daimler's ability to keep to the old adage "stick to the knitting" is coming undone.

According to Automobilwoche, FIAT signed an agreement to purchase 70 percent of Yugoslavia's Zastava in Belgrade Wednesday. This is a marriage made in Heaven — if you're a comedian. Picture Jay Leno combining Yugo jokes with "Fix It Again, Tony" witticisms. Or Stephen Colbert commenting on a car the grandchildren of Mussolini would build in joyful cooperation with the children of Milosevic. FIAT is investing 700 million Euros in a new modernized plant which will build 200,000 subcompact cars in (you guessed it) 2010 with a new mid-class car to follow. And the punchline of the biggest joke? The Yugo car Americans loved to hate was derived from a FIAT: the 127 model.

The Thatcham Institute tests cars for the UK's insurance industry. Why not just rely on the pan-European NCAP (new car assessment program)? Because NCAP is only about survivability, not all aspects of car safety. One yet-missing factor which Thatchham is testing is whiplash protection. For the insurance industry, whiplash is a big issue. Not only do scamsters like to feign whiplash, but there are thousands of real, disability-causing cases each year. How will the trend towards smaller cars influence whiplash rates? According to tests published yesterday, city cars are the least effective in preventing whiplash in low speed rear end collisions. Fiat's 500 got a "marginal" rating for safety. The only two City cars to achieve an "acceptable" rating were the Renault Twingo and the Smart Fortwo. Two thirds of the (larger) supermini cars tested were rated as "marginal" or "poor". Renault's Modus was the best smaller car with a rating of "good." Thatchham: "You now have a choice at almost every price range."

Yesterday the Indian auto parts maker Argentum Motors said it intends to gain a majority interest in the sickly French auto body maker Heuliez. They're in discussions to release Heuliez from the French equivalent of Chapter 11. In operation since 1920, Heuliez has built some respectable cars including the current Opel Tigra, the Peugeot 206CC, the Citroen XM station wagon, and the Peugeot 407 Macarena and Dacia Logan Edelweiss concepts. Argentum's acquisition illustrates the contrasting strategies between Indian and Chinese automotive companies. The Chinese prefer organic growth, and would rather develop/steal their own car-making knowledge. Indians companies, staffed as they are with cosmopolitan managers, seem to be more intent on expansion through buying foreign companies.

Lithium-ion batteries are great for mobile phones and laptop computers. They charge quickly, last [kinda] long and have a good energy-storage-to-weight ratio. However, they also have a worrisome tendency to overheat and burst in flames. Car companies toying with the idea of using electric propulsion to save the world have been trying to get around the problem by walling off individual battery cells or including expensive cooling systems (the Tesla Motors approach). According to TG Daily, German researchers have succeeded in making a non-flammable Li-Ion battery, by replacing the flammable organic electrolyte with a polymer which keeps its solid form. The Fraunhofer Institute for Silicate Research will present a prototype by the end of the month at a conference in Germany. But the inventors caution that it will take three to five years to bring the new lithium-ion technology to maturity– and a few years after that before you see them in electric or hybrid cars.

If you’ve ever stood at a Swiss platform and watched a train pull in within seconds of its ETA, you’ll know that this small country knows how to get shit done. The Geneva auto show is no exception. Its precise schedule and small scale make it the crown jewel of car confabs. This year, there was enough greenwashing to scrub the Amazon clean. Where once style, performance and a beautiful babe made show cars sexy, halo cars must now wear a badge proclaiming “Saving the planet one car at a time.” As if.

I’m sitting in an Alfa 147, about to fire her up. I cast my mind back to the Alfasud: a beautiful, mellifluous, affordable vehicle that introduced a generation of drivers to the joys of performance motoring. I remember summer evenings in an open Spider, a peerless pre-Miata combination of boulevardier and Lotus-like lane pilot; a car whose zingy note merged happily with the sound of estival insects. I also conjure-up a trip to France in a sonorous, serious, quick-steering Giulia, where I felt like a character in a Truffaut movie. So, will the 147 be another driver’s Alfa that rasps, bites and feels alive?

The famously chauvinistic German monthly Auto, Motor & Sport (AM&S) recently gave the Toyota Land Cruiser 4.5 V8 the thumbs down. They called it uneconomical, expensive and declaimed the uncomfortable rear seats. The major (and headline-making) factor: AM&S says the Cruiser's brakes suck. More politely, they "perform miserably." To reach this conclusion, the Germans conducted ten braking tests. With cold brakes, the Land Cruiser needed 44 meters to come to a halt from 100 – 0 km/h. When the brakes were hot, the car needed an "alarming" 56 meters to come to a complete stop. Hang on, who carries out repeated high-speed panic stops with a 4X4, or an SUV? For its part, AM&S says there's no real reason why a SUV has to fail this test, since the Mercedes GL and G models fare way better (natch). In the past, many cars from Toyota and Lexus have performed poorly in the braking department in various Auto Motor & Sport tests. The Land Cruiser joins the Jeep Wrangler & Commander, Mitsubishi L200, Hummer H2 and Cadillac Escalade as the worst braking SUV's tested so far. Of course, a SUV that's used for lugging a trailer through the Rockies needs good brakes, but it seems likely that better testing criteria could be found for this task.

German newsweekly Der Spiegel is known for its exemplary investigative journalism, but doesn't have a rep for incisive economic analysis. With this caveat, we find it notable that its English-language online edition says today's sky-high oil prices are not based on "real" factors like supply and demand. Apparently, speculators are behind the recent price spike; the "bubble" will pop just like the "new economy," Internet and housing bubbles. Fadel Gheit of Oppenheimer & Co. says oil is presently the victim of "excessive speculation." Trading on the New York Mercantile Exchange (NYMEX) would seem to support his contention,. World consumption totals around 86m barrels a day, yet trading volume based on price speculation is 15 times that amount. So when will it end? Gheit doesn't know but he's confident it will. "This is a bubble, and it will burst."