Ford has announced that the current Euro-spec Focus arrive stateside in 2010 as a 2011 model. What's more, it'll be an American-made product, And for once, we don't mean Mexico. Automotive News [AN, sub] says the current Focus plant in Wayne, MI will likely build the new-to-us small car. If all goes according to plan (i.e. the SUV market never recovers and the United Auto Workers play ball), Ford's Louisville KY factory may also switch over to the new Focus (from Escape/Mariner production). All in, we're looking at an annual production capacity of 280k units. AN's confirmed sedan and five-door versions of the new Focus, with rumors circulating of possible C-Max MPV. With this machine, Ford returns to a "world car" strategy for its C1 platform; the 2010 US-spec model will be the same car sold in Europe, South America and Asia. This global product alignment will bring new features to the stateside Focus, like direct-injection engines and a six-speed gearbox. We'd like to think that a hot ST or RS version might also be sold stateside, but then we also daydream about Paganis.

Automotive News [AN, sub] reports that Ford is limiting plans for the new line of big block V8 engines, codenamed "Boss" (after Hurricane Katrina made the name "Hurricane" politically unwise). The plan was: stick a 6.2-liter Boss engine in the F-Series pickup trucks. Truck delayed. Plan delayed. AN reckons the Mustang's future 5.0-liter V8 is still on the table; Mark Fields is on record saying they plan to make future V8 engines as fuel efficient as possible. The bad news: without a much-needed boost in horsepower, those few people willing to buy a large SUV or truck are going to pass. That said, the market for big trucks with big engines right is currently in apocalyptic mode. Hell, Ford's in apocalyptic mode. Pumping development cash into a bad-ass V8 makes no sense whatsoever. Ford needs every penny to get the European Focus and Fiesta into the U.S. market– without a Focus 1.0 style failure to launch (with decent quality). This is another sign that CEO Alan Mulally is serious about prioritizing resources– and the dire state of Ford's potential profits. 

For Edmunds, the upshot of writing what RF calls "Pimpatorials" is that they get to break inside information (although who knows how long they've been sitting on the news). The Inside Line folks report today that Infiniti is planning a small rear wheel-drive (RWD) coupe. The brand extension will be an entry-level two-seater slotting under the Infiniti G37 coupe. The new car would likely pack a smaller engine (2.5-liter V6?). That said, yours truly thinks that'll go out the window once the G37 upgrades to an even more powerful version of the VQ block. But Edmunds says the two-seater hardtop will focus on luxury, not performance. Odds are pretty darn good that this baby coupe will be a close relative of the new Nissan RWD sport coupe (perhaps wearing the legendary Silvia name) about which many have speculated. Sounds like the Nissan model, with naturally aspirated and turbocharged 4-cylinder engines, will be far more interesting. But Infiniti's conquest of the luxury world must march forward, even if that means going toe-to-toe with other badly conceived luxury models (cough – 1-Series – cough).

Images and details of Alfa's compact MiTo are officially official, and so is the press kit. Thanks to this modern marketing marvel we can bring you a gallery of photos as well as some specs on the upcoming car, that's not upcoming to America until someone has an IPO for Swine Airlines. This car is meant to be a B-segment entry for Alfa, so in Europe that means it'll compete head on with the MINI, among others. At launch, only three engines are available (and they are stick shift only). A 1.4 liter 4-cylinder, which this writer drove in the Fiat Grande Punto and is a giddy little 78 hp engine. Alternatively, buyers can opt for a 16 valve turbocharged 1.4 liter engine with 155 hp. And if diesel is your schtick, a 1.6 liter 120 hp, 206 lb ft oil burner will be available also. The suspension and drivetrain are fairly sophisticated for a small car, and should help improve the handling for this little front wheel drive car. In an apparent ode to competitor SEAT, the MiTo's interior is not particularly exciting – nor is it original (compare the MiTo's interior to the SEAT Ibiza's). Still, hopes are high that this will be a more reliable and yet still fun new cheap Alfa, which is desperate for new small-car product. [Source: Alfa Romeo]

The reason most people don't take concept cars too seriously is that manufacturers not only exaggerate styling, but often make major engineering changes to concept cars that kill the concept. To wit: Volkswagen's up! concept car this year (probably going to be using the Lupo namplate, just as the iroc concept car became the Scirocco), was a cleverly packaged rear engine, rear wheel drive city car. It was supposedly going to offer 2-3 cylinder engines, depending on the market. Today the German car pub Auto Zeitung has news that the up! production model will be significantly less interesting. In the name of costs, the rear engine gives way to a front engine. The rear wheel drive of course becomes front wheel drive. And the frugal 2 or 3 cylinder engines? Try small displacement straight 4s. So overnight, our Beetle (or smart) inspired city car has become just another car. That is the last thing Volkswagen needs to compete in the booming market for cars in developing countries.

While the mainstream media (with the help of some freelancing bloggers we could name) are happy touting alt fuel/laptop-powered concept cars and prototypes that will (supposedly) free us of our dependence on the sweet crude crack, the reality is often much less exciting. It's nearly impossible to find out the answer to the obvious follow-up questions about these vaporware or one-of-a-kind models. Infrastructure costs? Safety? Range? Recharge/refuelling time? Thanks to Reuters, we have a little real world information about GM's Equinox hydrogen Fuel Cell vehicle, and it is drastically different from the manufacturer's press release specs. I'll pause while you recover from the shock… While Motor Trend pleasantly regurgitated GM's estimate of three  to five minutes for refueling, Nichola Groom of Reuters observed that the fuel "only lasted about two days." She drove to one of four locations in Los Angeles where you can refuel the Equinox. "A GM engineer refueled for me, a process that took about 15 minutes for half a tank." For aspiring Fields Medal winners, that's 30 minutes to refuel a tank of gas. As the keys click away to comment that "You gotta start somewhere," remember that the first gen [1997 Japanese market] Prius took exactly as long to fill-up as any other car. What really rankles is that GM must know this, and intentionally or not, mislead the press/public. That's not how you build support for new technology, or enhance your credibility in this or any other field. In case you didn't know it.

Audi's nonstop testing of various R8 models, and announcement of all kinds of plans for different powerplants, has raised all manner of confusion and conflicting claims among normal, non-Rainmen. So we've put together a guide of exactly what Audi is doing with their Porsche-fighting sportscar. Keep in mind that while it is possible to list all the different versions, it's unlikely anyone can answer "why" without just saying "competitors offer choices." That they do, but keeping it simple might be nice. So now we bring you the straight dope. For now. Until Audi changes its plans. Again. Without further Audi-do:

Current R8 – 4.2 liter V8, 420 horsepower, 317 lb ft of torque. Similar to the engine in the much-loved RS4, but dry sump in the R8.

Other models in discussion:

– 5.2 liter V10, 500+? horsepower. The engine is believed to be derived from the Lamborghini Gallardo's V10. Previously they were testing a twin turbo version akin to what's in the Audi RS6, but the prototype twin-turbo V10 car caught fire and burned to dust last year.

-6.0 liter V12 TDI, 500 horsepower, 737 lb ft of torque. This diesel supercar was in the Audi R8 Le Mans concept car from the Geneva and Detroit auto shows. And Audi just a few weeks ago confirmed that the monster oil burner will not go into production.

-4.2 liter V8 TDI, 326 hp, 550 lb ft of torque. Unlike the V12, this diesel sports car IS going into production, according to Michael Dick of Audi.

Chevy is stepping it up on the power front. First we get news of the $107k (and the rest) 638hp Corvette ZR1. Now we hear news of the new $40kish Camaro SS. GM says that bad boy will holster a supercharged 6.2-liter LSA V8 good for 500 horses. For comparison sake, the new ($51k?) Cadillac CTS-V will boast a 550-horse powerplant. Pricewise, the Camaro SS' more logical competitors are the $40k Dodge Challenger SRT8 (425hp) and the $42k Ford Mustang GT500 (500hp). For bowtie lovers, the question will be whether to go for the 500 horsepower Camaro SS or make the jump to the $50k base Corvette with 430 horses. Oh, choices, choices. You say the muscle car era is over before it begins (again)? It is. But that just means the used car lot in three years will be the world's greatest meat market.

All good things come to those who wait for Geneva. Hot on the heels of the redesigned (thankfully) S- and C-Class Mercedes comes MB's new bread und butter. (The E-Class is still Western Europe's taxicab of choice). Set to debut in 2009 as a 2010 model, the new E-Class should continue Mercedes' trend of quality uber-alles, especially when it comes to interiors (reliability is in the eye of the warranty holder). Like all Benzes, the big news is the choice of engines. Starting with a turbocharged four-pot good for a measly 184hp (though not in the States), motor options continue upwards in both displacement and power. Expect our base engine to be a direct-injected V6. We may also get a 354hp torque-monster diesel and of course the tire-detonating 6.3-liter V8 in the AMG version, good for at least 550 hp (if not more). One year after launch, MB will offer a hybrid E-Class. A wagon, too. Prices should remain in the "four years at a private liberal arts school" bracket.

It's been reported here (and at other less reputable outlets like Der Spiegel, Financial Times) that VW would not be selling the Mk VI Golf stateside. But wait! Panicky VW of America spokesfolks tell Edmunds Inside Line that the new Golf will be sold in the U.S. after all, uncooperative exchange rates be damned. "We are currently planning the new Golf VI and GTI introduction for the fall of next year," says VWoA rep Steve Keys. "The estimated volumes are already included in our 2009 financials." Inside Line reckons a new VW Civic competitor will be built stateside, and that's what has everyone confused. Given that VW won't even decide on a new plant location until this summer, and won't start producing vehicles for another three years, we're willing to bet that VW will cut the Euro-Golf from the US lineup for the Mk VII generation. Meanwhile, we still don't know if the Mk VI will continue to be saddled with the lumpen 2.5 liter I5, or if we'll get a taste of fuel-sipping Euro-spec engines. If VW's really saving almost $2k in production cost on each new Golf, they should be able to take the currency knocks and still offer at least one fuel-efficient engine, right? Right?

We've seen video of Acura's forthcoming NSX testing on the Nurburgring. It looked like little more than a chopped-up, hopped-up Honda S2000.  Possibly because the test mule was clad in ill-fitting S2000 panels. In any case, KGP photography has caught a camouflaged NSX testing on the road. The NSX's proportions have come to resemble Acura's Advanced Sports Car Concept; there's no question that it's far more GT coupe than the previous mid-engined model. Rumors that the new Acura will offer 2+2 seating now look unlikely. Not that manufacturers are above calling even the tiniest areas "+2 seating." With over 500hp coming from the front-midships V10, we know the thing has some go. If you ignore the too-tight S2000 clothes in the Nurburgring video, you'll see (and hear) the NSX tearing some serious ass. If Top Gear doesn't do a three-way test of this NSX, the Lexus LF-A and the Nissan GTR on Nurburgring, we're seriously going to stop watching… for free, on the internet. Seriously.

Rumors that Nissan will build Dodge's Hornet compact car are spreading like an STD on spring break. Not only are many of the car blogs– Autoblog, Motor Authority— covering the story, the subscription-only Automotive News is bringing the noise as well. We already knew Nissan would be building compact cars for Dodge in Mexico and possibly other overseas markets, and that Dodge would build the next generation full-size pickup for Nissan. AND we knew Dodge was looking to outsource production of its Hornet compact car to anyone, even the Chinese. So this isn't exactly groundbreaking. But there's other reason to yawn: the people that really care if Dodge has a compact car are Dodge dealers. Nissan moves about 10k Versas per month (handily outselling the much-ballyhooed Honda Fit for example). But it's not what anyone would call a class leader as a vehicle. That means Dodge will be selling a fairly high MPG car, with an extraordinarily ugly shape (if the Hornet concept is the basis) without Nissan's reputation for top-tier and reliable econoboxes. It wouldn't even have the novelty of being the first fully Chinese-made car to sell in the US. The upshot: with a Dodge standard rebate, the Hornet might just be dirty cheap. And I mean dirty.

First off, it's not very big. Measuring less than 10 feet long and weighing just over a ton, the iQ is Smart-sized. Unlike the two-seat Daimler product, the Toyota boasts a rear seat. Maybe "boasts" isn't the best word choice. ToMoCo is calling it a "three and a half seater." Ouch. Automotive News [sub] reports the iQ will also feature the thriftiest fuel economy of any Toyota product, save the Prius. Other pertinent info includes a diff in front of the axles to allow a relatively long wheelbase (79 inches) to create more interior space; a flat, underseat gas tank to cut down on the rear overhang, a longer steering column that lets the engine sit closer to the vehicle's front and high-tensile steel to create thinner seats. A legroom allowing flat-bottom steering wheel, too. Additionally, Toyota might sell the car in the US. Subjectively speaking, the iQ does bear a resemblance to both the Smart and Tata Nano. However, I find it much tougher looking. More sporting than either micro-car, too. Plus, unlike the ruthlessly decontented Nano, the iQ will be trying to pull off an upscale persona. Engines include a 1.4-liter oil-burner for Europe (natch) and 1.3 and 1.0-liter gas mills for other markets. No word on when the iQ is going on sale. But when it does it (maybe) could be yours for just a toro roll under $10,000.

Honda has started Japanese production of their spiffy-looking, highly-hyped hydrogen fuel cell-powered Clarity. And while the Clarity's a high tech halo machine destined for 200 carefully-selected customers, the same could be said of Tesla's EV Roadster. Of course, when Honda says production's begun, production's actually begun. More to the point, both companies are delighted to point-out their vehicles' zero emissions; and neither is particularly interested in discussing the full environmental impact– as in where does the power come from to charge the batteries or create liquid hydrogen? "Fuel-cell vehicles, which don't use fossil fuels and don't produce carbon dioxide, are necessary for the environment. We would like to make them more popular," Honda Chief Executive Takeo Fukui told Reuters. Methinks the media doth protest too little. "Fuel-cell vehicles are widely considered the ultimate longer-term alternative to today's conventional cars as they run on an inexhaustible and cheaper source of fuel — hydrogen, have no harmful tail-pipe emissions, and do not compromise driving performance." But here's the real news. "Among the first five customers for the FCX Clarity [who cleared the exhaustive qualification process] are actress Jamie Lee Curtis and U.S. filmmaker Christopher Guest." It's a sad day for Ed Begley Jr. and his wife, the over-spelled Rachelle Carson. 

First and foremost, in terms of Nissan, four times more EV range equals 250 miles. This according to Mitsuhiko Yamashita, Nissan's executive VP of R&D. That's slightly more distance than the all-new Toyota Land Cruiser can cover with a single tank of gas. Nissan's first-generation lithium ion packs are good for just 75 miles. The second-gen batteries will arrive in that most magical of years (2010) to propel an unspecified vehicle a bit over 100 miles. Third-gen lithiums will show-up right when the Mayan calendar ends (2012), and propel a car 185 miles on a charge. As AutoblogGreen's Dom Yoney points out, it's best not to compare these (hypothetical) numbers to the Tesla Roadster's (hypothetical) numbers. Apparently there's a metric called "watt hours per kilogram" involved, but my brain is too small and lizard-like to comprehend. Nissan lithium ion battery production will begin in earnest next year at 13k units before ramping-up to a 65k units. Eventually.