Each week, our German correspondent slices and dices the latest rumblings, news, and quick-hit driving impressions from the other side of the pond. His byline may say Jens Meiners, but we simply call him . . . the Continental.
As this story is published, the Geneva auto show is in its second week. For me, the show triggered as many questions as it provided answers, and I could not identify a dominant theme for the show, which seemed to be weaker than usual on concept cars. Here are some random but thought-provoking observations:
Porsche and Manuals
The industry, unfortunately, is working to get rid of manual transmissions. Porsche is fitting its latest 911 GT3 with a seven-speed dual-clutch automatic, and when questioned about the move, the automaker responded with a flurry of rhetorical questions such as whether the company should go back to carburetors and or ditch ABS. Of course, the dual-clutch auto provides superior shifting times. But I contest the notion that it is therefore the only logical choice for the GT3. Shifting gears is an essential part of operating a car, over which I wish to exercise total control; even with paddle-actuated shifts, there is an extra layer between me and the car. And the dual-clutch automatic is heavier than a manual transmission, to boot. I hear that the upcoming GT3 RS could become available with a manual transmission. This is excellent news.
Porsche and others would do well to reflect on the enthusiastic reaction towards the Subaru BRZ/Scion FR-S/Toyota GT-86. It came in second in the European Car of the Year votes and placed among the top four in the World Car Awards; the actual winner will be announced later this month. The sports-car trio’s popularity is a powerful message to the industry: People love light-weight, tossable sports cars, even if they’re low on sophistication. And they love a manual. (The cars didn’t get votes because of their available slushboxes).
Qoros Charging On
Qoros could permanently change the perception of Chinese cars. Funded by an Israeli-Chinese cooperation and engineereed with input from Austrian and German engineers, these cars are bordering on premium in content and appearance. The long-term dedication is visible in the three body variations shown in Geneva; an SUV is sure to come, as are further variations in the future. Qoros displays a consistent, attractive styling language (at which some German manufacturers need to take a hard look). Safety will not be an issue, the cars are expected to pass the (overrated) NCAP tests with flying colors. And Qoros also triggered the amusing footnote which is Audi’s lawsuit against the Chinese company’s use of the “GQ3″ moniker. Transforming the image of the Chinese auto industry, and topping it off with exposing the Volkswagen Group’s nervousness—no wonder Qoros executives were all smiles at this show.
Fiat Group on Hold
For Fiat, Alfa Romeo, and Lancia, there was little in Geneva beyond a number of new trim levels and special editions, some of which we’d seen months ago. But, lo and behold, the Alfa Romeo 4C is here in production trim. I nearly choked on its headlight assembly, which looks like a cluster of aftermarket commodity parts thrown together. The units lack a glass cover, which I assume saves Alfa the cost of getting the headlights certified. This styling is barely acceptable for tuners, and least of all for a proud brand like Alfa Romeo.
Enthusiasts to BMW, Come In BMW
BMW needs to do something to please its loyalists. Its laundry list of enthusiast disappointments include the downsizing from its wonderful inline-six engines to four-cylinders; substituting hydraulic power steering with electric; announcing a new wave of front-wheel drive vehicles; and launching the “Active Tourer” people-mover concept as well as the i EV brand and hybrids in every segment. Now comes the un-pretty 3-series Gran Turismo derivative with a longer wheelbase, large hatch, and a raised seating position and center of gravity. The car makes sense, but we really, really, need to see something we can love, such as the next-gen M3.
Not-So-Super Supercars?
This year, supercars are hybrids. The contest between the McLaren P1, the Porsche 918, and the unfortunately named Ferrari La Ferrari will be played out in terms of flat-out performance, Nürburgring lap times, and—of course—mileage figures. What I am curious about is whether the prospective customers care. These good people, I am told by executives, are desperately waiting for a supercar which allows them to creep through their neighborhood on electric power, so their beloved neighbors won’t be disturbed in their sleep. Really? I submit that a day with a supercar needs to begin with ritual firing-up process which involves an angry bark right in my own driveway. I see these ultra-complex hybrid supercars as technology exercises and showcases, which may prove more difficult to sell than conventionally powered supercars.
Volkswagen Group
Volkswagen Group’s luxury cars need some styling help. Among the design community, there was almost universal disapproval of the Lamborghini Veneno, an Aventador-based supercar which was obviously designed for a racing game played by 12-year-olds. Cool-looking? Sure, but the Veneno’s “modular”styling language is utterly disconnected from every other Lamborghini currently sold, and in fact ever built. It was a relief when we heard that it won’t affect future Lamborghinis, either.
And the Bentley Flying Spur? I like the fact that it is further removed from the two-door Continental GT than its predecessor, but that means it also doesn’t look nearly as good as the Continental. The Flying Spur’s trunk is low, slightly sagging, and it also reveals some cost-cutting. Since this car is still based on the Volkswagen Phaeton, couldn’t Bentley keep the Phaeton’s trick trunk lock, which swings upwards and into the trunk when opened? Inside the Flying Spur, the door-to-instrument-panel section is poorly executed, too.
Road for EVs is Rocky
There is no clear path towards electric-vehicle production anymore. The industry anticipates sharp regulation to lower emissions and consumption, but the future methods of measuring them are up in the air; so is the measuring of the consumption of plug-in hybrids and electrics. The current disadvantages of battery-electric vehicles—expense, range, and weight—are so glaring that companies are beginning to strongly doubt the optimistic predictions. Now we hear the gospel of the plug-in hybrid everywhere, and of course the fuel cell is just beyond the horizon. Perhaps regulators wake up to the exciting possibilities by newfound natural gas resources. The technology is there, and it is not all that revolutionary, as witnessed by the A3 g-tron and the Honda Civic Natural Gas. Sometimes real progress is so easy. And for that “green” statement, you can always go biking.
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