Add it up: four students at the Institut Superieur de Design in France, some complex modeling software, and the desire to come up with a super slippery Porsche. What do you get from that? This: the Porsche Carma Concept. The task was to create a car that cheated the wind in new ways, yet remained a Porsche in design and engine placement.

The body of the car seems to take a lot of cues from a lot of different cars, and frankly doesn’t look much like a Porsche above the beltline — in a Cayenne/Panamera world, what does any more? — but that’s not to say it’s not a good looking car. We’d take one.

Aerodynamically, the car has a flat floor with two tunnels running the length of the body. But its most interesting feature might be the 928-esque rear end cap that extends slightly at speed to let air flow into the bodywork, where it passes over an internal spoiler and exits at the rear. Not that we’re against those QE2-sized planks adorning some of the faster Porsches these days, but it is a very elegant solution to rear end lift. It will also make the car feel less like overkill when you’re just popping down to 7-11 at 25 MPH for some morning coffee. In fact, if it actually works, we won’t take one. We’ll take three. Check out the video at the Carma Concept site, and be sure to check out hi-res pics of the car below.

A car’s design is simply a composite of curves, creases and kinks. A good design will elicit an emotion that urges people to buy the car. The affected just have to have it, often blind to any faults the car may exhibit by the way it makes them feel. The design of the 2008 Ford Focus makes us feel an emotion, too. Unfortunately, it’s pity.

We honestly feel bad for the latest iteration of Ford’s small car. We fear that its strengths will go largely unnoticed on account of a few bad design choices. Of course, we’re speaking of the redesigned front end and those fauxest of faux fender vents. It isn’t fair to judge a book by its cover alone, or in this case a car by its design, but a bad first impression is difficult to overcome. Ford has made a lot of improvements to the Focus for 2008, but will anyone notice? Follow the jump to find out.

Let’s start with the exterior design, since it’s the first thing most people notice when seeing the 2008 Ford Focus for the first time. Initial reaction to it last January when the car was introduced at the Detroit Auto Show was not good, so much so in fact that Ford actually tweaked the design before it went into production by removing some chrome trim and replacing the car’s rectangular fog lights with round ones. It was an odd move, like trying to fix a broken foot by putting a Band-Aid on your ear. Clearly the most egregious elements of this car’s design are an ugly mug and the most superfluous fender events in the history of autodom, but for some reason those weren’t among the pre-production tweaks.

The front end of the 2008 Focus features a pair of oddly shaped headlights that creep up the car’s face on the outside of the hood. Other cars like the BMW 5-Series feature similarly shaped headlights, and while we don’t consider the shape particularly attractive, at least the Bimmer’s uses every bit of its housing for the purpose of lighting the road ahead. Look closely at the Focus beams, and you’ll see that the part extending up alongside the hood is entirely non-functional, contains no lighting element and appears to be purely a design element. They give the car’s face a scowl, "angry eyes" if you will, that’s completely at odds with its nature.

The rest of the front end is marked by a wide air intake slotted below the two-bar grille and above the front bumper, as well as a large lower intake that’s flanked by those new round fog lamps. The hood features four creases that create a kind of power dome in the center, which again is a bit misleading considering that Ford has dropped the larger 2.3L four-cylinder as an option, leaving the more anemic 140-horsepower 2.0L four-cylinder as the only available engine. More on that powerplant later, though.

We found the new six-spoke aluminum wheels handsome enough in an industrial kind of way, but their proximity to those "fender vents" guarantees that not many will notice. These "vents" are an eyesore that tend to draw stares. Perhaps from 50 yards away someone might be fooled into thinking that they’re functional, but close inspection quickly reveals them to be imitation double-decker vents with the ‘Focus’ name emblazoned on a crossbar of the mirror-finished plastic. In fact, we were tempted to pry one off with a fingernail. All things being equal, we suspect the new Focus would simply look better without them.

As for the rest of the car, we’re split on the design of the rear, with some Autobloggers lumping it in with other aesthetic offenses, and others viewing the caboose as simply anonymous. It does appear that the trunk was designed by a separate committee as the rest of the car, as it features only a single crease that crosses its flat surface to connect the taillights. The trunk does earn points, however, for using gas struts rather than space-robbing hinges. Those brake lights on the back are also surrounded by a frame of brightwork that again is not functional in any way. The body-colored side view mirrors, meanwhile, feature strakes similar to those on the 2008 Taurus’ mirrors. Like on Ford’s big sedan, these actually are functional, having been designed and tested to reduce wind noise.

Leaving the exterior of the Focus behind, we venture inside to find a completely redesigned interior that’s dominated by the dull sheen of a silver plastic. Stretching from door-to-door and extending down the center console, this hard plastic makes a T shape across the dash and does what it can to brighten up the interior. If more color is required, one can order up the ambient lightning option, although be warned: it basically consists of four red lights divided among the cup holders and foot wells.

The top of the dash and other areas are covered in hard black plastic; sorry, no soft-touch material here. The HVAC and radio controls find themselves swimming in a sea of the silver stuff, though we appreciate that they don’t appear to be borrowed from the Ford parts bin. Other touch points, like the floor-mounted gear shift for the four-speed automatic and redundant controls on the steering wheel feel expensive and offer good feedback for the fingers. The chairs in this coupe were covered in the optional leather for $695, which also felt more expensive than what belongs in car at this price. The front seats are fashioned more for comfort than holding you close in the turns, but as a daily driver that’s just fine. The rear seats in this coupe, meanwhile, have decent leg room thanks to the scooped-out backs of the front seats, but headroom is compromised a bit by two curious bulges on the ceiling.

The big selling point inside the 2008 Ford Focus is the optional SYNC system developed in conjunction with Microsoft, which basically coordinates hooking up your car to a number of devices including cell phones via Bluetooth and music players through an auxiliary or USB input. We plan on doing a video review of the SYNC system’s full capabilities in the very near future, but we took a dip in the shallow end of this experience and have a few things to report. First, the SYNC system is a $395 option that should be checked for every Focus ordered. It offers this inexpensive economy car functions that some significantly more expensive luxury cars can’t replicate, and it’s fair
ly easy to use. We say "fairly" because the interface in the Focus is not ideally suited for operating the SYNC system’s many talents. The lack of a large LCD in the dash that’s optional on other Blue Oval-mobiles means that navigating menus is done atop the dash in a small blue-on-black text screen. One navigates between the phone and music functions using the tuning knob and MENU button, as well as the MEDIA button on the steering wheel.

The first thing we managed to do was connect our iPhone to the SYNC system via Bluetooth. The pairing of the devices was straightforward, and after the setup is done, anytime you receive a call in the car it automatically gets routed through SYNC and the car’s stereo speakers. We were impressed with the sound quality, particularly how clear our voices were to those we were talking to. Calls made and received in the Focus are crystal clear for all parties. The SYNC system can also upload your phone’s address book, which can then be sifted through on the dash-top screen. Because of the aforementioned ergonomic troubles, however, we found it easier to use the address book in the iPhone itself rather than messing with the SYNC system’s cramped menus. We were also disappointed to learn that the provided cable for the auxiliary input didn’t work with our iPhone. It’s not Ford’s fault since Apple designed the headphone jack/audio output of the iPhone in a weird way, but nevertheless, we imagine that a decent number of SYNC users will own an iPhone. We decided to load some songs from iTunes onto a USB thumb drive instead, and that worked just fine. In fact, assuming your songs contain the proper metadata, you can have a lot of fun pushing the ‘MEDIA’ button on the steering wheel and calling up a song, artist or album by saying "Play - Artist - The All-American Rejects". Unfortunately, however, the female voice with which you’re conversing has a tendency to reply at volume level 11.

Along with the SYNC system, we believe the 2008 Focus’ other biggest selling feature is its new demeanor on the road. Whereas driving the previous generation Focus was like lacing up a pair of high-tops, the new car feels like slipping on a pair of well-worn sneakers. It’s comfortable, as evident by the softer suspension that soaks up bumps like a Buick. The downside is some extra body roll and vulnerability to cross winds on the highway, but the nicely weighted steering that never feels overly assisted communicates exactly what the wheels are experiencing. A bit of the old Focus and that car’s fast reflexes remain, but the edge has been taken off to create a car that’s very comfortable for a daily commute.

Some of that dulled edge is due to the car’s only engine, the aforementioned 140-hp 2.0L four-cylinder. The four-speed automatic with which it’s paired is perfectly adequate, but those looking to rekindle a relationship with the Focus they once knew should opt for the five-speed manual, as this motor doesn’t have a lot to offer the lead foot. The latter will be needed to wring out whatever performance the 2.0L has to offer. The engine itself, however, has either gotten smoother or been isolated from the passenger compartment better than before. While it may not press you into the seat like a GT500, it does return 24 mpg in the city and 33 mpg on the highway, according to the EPA. Get the manual tranny and your highway mileage will rise by 2 mpg, as well.

While we may lambast the 2008 Focus for its questionable styling and continue to hassle Ford to bring over the Euro Focus, the fact remains that the average buyer may not share our wavelength. While running our Focus SES Coupe through a car wash, our ears were shocked to overhear the staff comment positively on the car’s looks during the towel drying process. The fact is, Ford has succeeded in making the 2008 Focus look like an altogether different car than the one it replaces, so the average consumer doesn’t see a redesigned Focus, they see a new Focus. Enthusiasts and those in the know may see an awkward front end and faux fender vents that bring a tear to their eyes, but beauty is in the eye of the key holder. That is, those who do plunk down anywhere from $14,000 to $20,000 for a 2008 Ford Focus (our loaded tester came in at $20,105 with dest. and delivery charges) will find plenty to like about their new car, and that may include how it looks.

The Mazda2 sedan isn’t the only new notchback on display at the Guangzhou Motor Show. It’s got some company in the form of its Ford-branded cousin, the Verve. Parked onstage along with the 3-door unveiled in Europe earlier this year, the Verve notchback sedan sheds its predecessor’s rear hatch and gains two doors and a trunk. The new rear treatment is extremely evocative of the Mondeo, and that’s a good thing. In fact, the Verve (in this particular Autoblogger’s opinion, at least) is better-looking than the similar Mazda2 4-door that also made its debut today. The Verve trifecta will be completed at the Detroit Auto Show in January, where we’ll see the Americanized version in concept form. After looking at the 2008 Ford Focus, we fully expect every cool Ford Europe kinetic design feature to be jettisoned in favor of a ham-handed implementation of the "bold" American-market Gillette Mach 3 cues. Here’s hoping we’re wrong.

PRESS RELEASE:
FORD REVEALS MORE ABOUT ITS FUTURE SMALL CAR

GUANGZHOU, China, November 19, 2007 – Ford is revealing more about its vision for a new global small car family at Auto Guangzhou. Ford today revealed the second Verve Concept – a four-door notchback.

The dynamic Ford Verve Concept four-door notchback is a star of the fifth annual Guangzhou International Automobile Exhibition. The fact that Ford staged the global reveal of the four-door Verve Concept at Guangzhou signals the importance of Asia in Ford’s global plans.

Sporty and coupe-like, the Verve Concept notchback provides a very clear vision about Ford’s future small car design direction. The three-door hatchback Verve Concept was a star of the recent Frankfurt Motor Show in Europe, and it too is also under the spotlights at Guangzhou.

Ford will unveil the third and last Verve Concept in January at the North American International Auto Show in Detroit.

"With this new four-door Verve Concept, the picture of Ford’s big plans for the small-car segment is becoming clearer," said Phil Spender, Chief Operation Officer of Ford Motor (China) Ltd. "Our future small car is being developed as a global car. It will be designed in Europe, engineered in Germany and manufactured globally. These two Verve Concepts demonstrate how confident Ford is in its direction and its appeal to consumers here in China."

Ford’s European design team created the Verve Concepts, which successfully apply Ford’s kinetic design philosophy for the first time to a small car. The two Verve Concepts clearly display a European flair and premium touches not expected in this segment.

Once all have been revealed, the trilogy of Verve concept cars will provide an advanced indication of Ford’s design vision well in advance of the production models. This approach is similar to the way in which the iosis Concept preceded the new Ford Mondeo.

European Design

Side by side in Guangzhou, the two Verve Concepts bring the latest wave of Ford’s kinetic design to the heart of Asia. Their colours are inspired by the world of fashion; the regal frosted grape of the new Verve Concept four-door notchback complements the bold magenta of the Frankfurt three-door hatchback like a well-coordinated ensemble.

"First it was the hatchback and now a very exciting and dynamic notchback," said the father of kinetic design, Martin Smith, Ford’s Executive Director of European Design. "Looking at these concepts together, you can just imagine how exciting the successor to the Ford Fiesta will be when it hits the market."

Public Response in Guangzhou

Ford designers, buoyed by the enthusiastic reaction in Europe to the first Verve Concept, will be carefully studying reactions to the new notchback by Chinese consumers.

Ford European design chief Smith said, "These Verve Concepts are a dynamic first public expression directionally of some of the thinking that will be contributing to the design DNA of our next-generation products. At this stage, we have had the freedom to be radically innovative, but I’m confident about the realistic possibilities for kinetic design to embrace this segment of vehicles."

The latest Verve Concept builds on the very distinctive look of its hatchback sibling. These two concept vehicles share strong front-end graphics that, with the advent of the new Mondeo, are now becoming recognised as the bold, new face of Ford.

The notchback body form of the new concept family is linked with the hatchback through the use of form language composed of dynamic lines and full surfaces – the signature of kinetic design.

The new notchback execution brings new hints about Ford’s kinetic design approach to sedan variants of its future small car family.

Smith’s exterior design team – led by European Exterior Chief Designer Stefan Lamm – took full advantage of the notchback shape to stretch the kinetic design elements and create a very sleek and dynamically poised personality.

The notchback displays a sleek, pillarless side window profile providing a bold graphic statement, along with strongly defined wheel arches that communicate tension and muscularity. Its dramatic C-pillar shape contributes to this feeling of dynamism, while the rear body and decklid shapes coherently build on the toned and fit kinetic design look with full surfaces and bold lines.

As any top fashion model on the catwalk, Guangzhou’s new Verve Concept is dressed well. From its seductive colour to the smallest detail, Verve Concept evokes an air of premium quality not usually found in the small-car segment.

Despite the functional differences with the hatc
hback shape, the notchback’s rear design clearly displays the same kinetic design influences.

The rear glass of the Verve notchback is shaped to correspond with the forms of the high-mounted, two-piece tail lamps. This unique and premium execution, first seen on the new Mondeo, is now translated into a smaller car.

A dark chrome diffuser at the lower bumper is consistent with the design of the hatchback but shaped specifically for the notchback design.

Like its sibling, the notchback Verve’s face is bold and sporty, yet friendly and engaging. The front is dominated by a large, inverted trapezoidal lower grille and a large Ford oval badge centred in the compact upper grille opening.

The lower grille features a strong eggcrate graphic; its vertical and horizontal blades bonded by an array of intriguing ‘bullet’ shapes. The lower grille and badge treatment are the design team’s signature elements to communicate the Ford design DNA in future products.

The bonnet features highly sculpted dynamic forms. This form treatment combines with the more pronounced, rearward-stretching head lamp units – inspired by Mondeo – to give the face of the Verve a friendly, open and inviting personality. The prominent headlamps feature two projector beams and a light-emitting diode (LED) array.

The two Verve Concepts share a distinctive 18-inch, 12-spoke, two-piece alloy wheel design that lends more drama to the car. The wheels have a precise, jewel-like feel to their design. Both Verve Concepts’ are wearing low-profile tyres featuring a sidewall stripe that complements the exterior body colour.

"With a small car, for example a B-segment car compared to a larger car, we believe we can play up – or amplify – key elements of the kinetic design form language," Lamm said. "It’s not just a matter of copy-and-paste from one vehicle segment to another but rather how to interpret the philosophy for each individual car. You can clearly see this when you compare the larger iosis Concept and this new project."

Exploring the Inner Kinetic

The interior of the Verve Concept family is as dramatic as is its exterior. From boldly shaped surfaces and confident use of rich colours and enticing materials, the Verve Concept has a playful sense of sophistication and fashion. It also pioneers new technologies that someday may be a production reality.

As Ford designers explored the possibilities for a future Ford small car, the wide latitude they were given helped them focus on applying the tenets of kinetic design to the interior. The result is a Verve Concept which explores a completely new direction for small cars. The architecture of the instrument panel with sensuous curves and full shapes make a typical, upright centre stack design seem distinctly old fashioned.

"This is a quantum leap in bringing kinetic design into interior design," said Niko Vidakovic, Chief Interior Designer, Ford of Europe. "This type of visual innovation, linking the form language of the interior so strongly with the exterior, is something we believe no other company is doing."

Prominent, full forms characterises the upper instrument panel, created by the hands of Ford interior designer Tiago Diaz and supervisor Ernst Reim. Full surfaces and flowing contours on interior elements – especially the instrument panel and door panels – visually echo the exterior’s kinetic design. These elements combine to envelop the vehicle’s occupants and to contrast with the airiness provided by the panoramic glass roof.

New Aesthetic Inspired by Mobile Phones

The Verve Concept was designed for the generation that grew up with mobile phones.

The centre stack is a principal feature of the interior. Aesthetically, it follows the contours of the instrument panel, rising to frame a large-screen Ford Convers+ system incorporated in the upper dash. The Ford Convers+ system incorporated in the Verve Concept is the latest-generation Human Machine Interface (HMI) recently introduced in the Ford Mondeo. This technology alone indicates the level of sophistication incorporated in this small-car vision.

Functionally, a key element of the centre stack design is the decoupling of the traditional elements of the entertainment system – the screen, control elements and the electronics. Separating these elements allowed designers to place controls and buttons for optimal ergonomic positioning in a design that resembles the logic of a mobile phone.

This new approach enables the Verve Concepts to introduce a completely new aesthetic – a new approach to the form and function of interacting with underlying technologies. The unique architecture also embraces other key systems including navigation and in-car phone controls.

Every button and switch was crafted with the kind of attention to detail that characterises good mobile phone designs. This system philosophy gives the centre stack a different feel than that of traditional automotive switchgear.

"A new generation of buyers raised with mobile electronic devices would feel right at home in this new automotive interior, one that exceeds the standards typical in the small-car segment," said Vidakovic.

Verve Concept’s heating/ventilation controls – highlighted in a lozenge shape at the midpoint of the centre stack – feature large twist dials.

The centre stack structure flows into a centre console to provide storage areas, including a tray for a mobile phone or MP3 player as well as a large area near the handbrake for a purse or shoulder bag.

"The centre stack is like the art gallery of the car," Vidakovic said. "The combination of the sculpture of the upper instrument panel, the rich interior colours and materials and the jewellery-like brightwork is very distinctive."

The primary gauges – speedometer and rev counter – are uniquely framed by binocular-shaped, short tunnels of brightwork which complement the centre stack. In effect, they contrast beautifully with the rich interior colours.

Verve Concept’s steering wheel – its crash pad, sculpted of soft-feel material and framed in brightwork – provides a touch-and-see centrepiece for the Ford oval badge. The left and right spokes of the three-spoke design incorporate the toggle controls for the HMI system.

Rich, Harmonious Colors

Verve Concept conveys a cool, technical interior feel. The interior colors and materials combining to represent a vision for the future interpretation of Ford’s Titanium interior, according to Ruth Pauli, Chief Designer, Colors and Trims, Ford of Europe.

"Colours and materials play an important role in emotionalising our products," Pauli said. "With the Verve Concept notchback revealed at Guangzhou, we are striving for a very precise expression of a certain style. Tones of grey and silver express elegance and a technical feel that contrasts with the more expressive colours of the Frankfurt concept."

Interior materials used by Pauli and colour and trim specialist Ulrike Dahm include:

* The upper instrument panel finished in Fairland dark silver matte leather
* Verve Concept’s distinctive centre console is finished in an Optimum Aluminum grey
* Syracuse dark anthracite grey leather along the lower section of the instrument panel completes the portfolio of tones
* A strip of mood illumination has been incorporated above the glove box to provide an interesting visual accent. (Designers envision the possibility that the colour and intensity of this lighting could be customer-chosen should this feature be incorporated in a future production model)

Small elements of the interior – even control stalks on the steering column – reflect an attention to detail from the team inspired by luxury goods
such as cosmetics. Such small packaging requires the precise execution of every detail and the right expression, tonal quality and saturation of colours.

"Together, these elements create a strong statement of consistency, harmony and quality that makes the Verve Concept such a cohesive design statement," Pauli said. "It is this cohesiveness that will make this concept appeal to a modern, fashion-aware audience."

Hyundai’s nothing if not ambitious. What else but ambition could turn a company known only for shoddily made cars like the mid-’80s Excel to a major purveyor of well-built mainstream and near-luxury vehicles in just 20 years?

The company’s rapid rise to respectability has been pretty shocking, but nothing Hyundai has done along the way—building vehicles with better appointments, better reliability, better value—has been particularly brash. Until now.

We say that because the stylish concept you see here has the Ford Mustang in its sights. The exterior was designed in California, the interior is from Korea. And this thinly disguised concept presages the production version that will be shown next spring at the New York auto show. A final name has yet to be settled on, but it likely won’t be Tiburon since the Hyundai Veloster concept is the precursor to the next-gen Tiburon.

Where’s the Pony Power?
A top-spec production Genesis coupe should more or less match the Mustang GT’s 300-horse output, although the rear-wheel-drive Korean coupe will make that power from a 3.8-liter DOHC V-6 versus the Ford’s SOHC V-8. A 200-plus-hp turbo inline-four is the base engine (the same world engine in the Dodge Caliber and other Chrysler vehicles), and either can be mated to a six-speed manual transmission or a five-speed auto with the inline-four and a six-speed automatic with the V-6.

You might still find yourself wondering where the V-8 option is. Even going beyond the idea that pony cars traditionally offer an eight-hole powerplant, we have an expectation of a V-8, given that a full-size rear-drive luxury sedan based on the Genesis sedan concept will go into production in the second half of 2008, with Hyundai’s first all-new V-8 under the hood.

Yes, the sedan and coupe concepts are both called Genesis. And they both hail from a new rear-wheel-drive platform known as BH, and Hyundai has said its new V-8 will be rolled out into other family members beyond the sedan. That seemingly all adds up to a V-8 in the coupe, except for one huge logistical problem: The 4.6-liter V-8 wouldn’t fit.

The coupe weighs in at 3500 pounds, or about as heavy as a Mustang. Sprinting to 60 mph should take fewer than six seconds with the V-6, and an available Brembo brake package will ride inside 18-inch standard and 19-inch optional wheels. The suspension consists of struts up front and a five-link setup out back, an arrangement like that found on the BMW 3-series coupe.

Branded a Hyundai
From a styling standpoint, Hyundai is using the Genesis coupe concept to further mark its brand identity. Some familiar cues have been tweaked, although the show car wears carbon fiber, flared wheel arches, and a few other details that won’t make it to production.

Otherwise, though, what you see is pretty much what you’re gonna get when this car hits the streets. The V-6 will start at $25,000, and the turbo-four, just under $25,000—and we like it a lot. Although some styling elements call other brands to mind (there aren’t many cars on the road that you can’t say that about), the Genesis coupe has a unique identity overall.

The ingredients are there, but we admit to having some small amount of doubt as to whether this car will be good to drive. We’ve been suckered before by new models shaking a tantalizing spec sheet and a list of impressive competitors in our faces. And facts are facts: Hyundai has never offered us anything like this—rear-drive, huge power, a car for true enthusiasts—before. We’re hoping the Genesis coupe is truly good, but we’re going to wait until we’ve had a couple of cracks behind the wheel to get too excited.

After being unveiled at the Frankfurt Motor Show in September, Ferrari has brought over the 430 Scuderia to the U.S. Weighing in at 1250kg, 100kg less than the F430, the Ferrari 430 Scuderia is powered by a 4.3 liter V8 engine that produces 510 horsepower. The car has an extremely low weight-to-power ratio of just 2.45 kg per horsepower.

We started talking to the PR and got a ballpark pricing figure of $250,000. All other details will be announced closer to its market launch next year with 250 units available for the U.S. market.

The Porsche Design Edition 1 Cayman S, shown at the 2007 LA Auto Show, is a tribute to the 1972 Porsche Chronograph 1 designed by Ferdinand Alexander Porsche. 777 Cayman S models will get the special trim package which celebrates all Porsche Design chronographs.

On the outside the Porsche Design Edition 1

is lowered by 10mm, 5 mm wheel spacers with 19-inch wheels from the 911 Turbo. The car will get Porsche Design Edition 1 decals on the hood and doors and a name plate on the glove box showing the limited edition production number. The Porsche Design Edition 1 Cayman S comes with a Flat Six Chronograph briefcase that includes little goodies like a pocket knife with black blade, a pair of sunglasses, a pen, and a key ring all in matching black.

U.S. Pricing will be announced closer to the launch of the car in January of 2008.

Two months ago at the Frankfurt Auto Show, Porsche announced its plans for building a hybrid version of the Cayenne sport-utility vehicle. Now, at the L.A. Auto Show, Porsche showed the concept for the vehicle, which is due to arrive before the end of this decade.

To give the public an idea of what such a version has under its skin, the German company also put up a see-through and cut-away version of the Cayenne Hybrid.

Porsche claims that its full parallel hybrid system will cut fuel consumption by some 15 percent, without sacrificing its performance and driving dynamics. The hybrid system uses a gasoline engine and an electric motor, which will operate together or independently. The future production model is expected to have a mileage of approximately 26 mpg.

Is this an all-new model then?
Yes. Chrysler has lengthened the wheelbase and claims to have made at least 30 major improvements to its popular people carrier. The most important of these is a comfier, more supple ride and better refinement.

The newly independent firm has also worked hard at making the Grand Voyager even more family-friendly. The highlight of this is the all-new, and unique-to-Chrysler, Swivel ’n Go system.

Sounds a bit rude
Yes the insulting implications seem to have been lost on the Americans who dreamt it up. Swivel ’n Go is actually their seating system which is a development of Stow ’n Go. The latter system denotes the clever disappearing rear seats that all fold flat into the floor; if you spec the new Swivel ’n Go system, the two middle seats turn through 180 degrees so passengers in the second row can face the back.

Unfortunately, the new rotating seats are so bulky, they no longer fold into the floor - and must be released and carried out if you want to do a spot of house moving. A shame.

They’re still pretty clever, though. The seatbelts have been integrated into the chairs so you can travel facing backwards. And there’s also a nifty table that screws into the floor between the second and third rows.

Any other goodies?
All five rear seats collapse into the floor and there’s an option that lets the rear row do it at the touch of a button. It means you can transform it from seven-seater to van in 30 seconds. There’s also a clever in-car entertainment system as a £1750 option.

This has two screens and three inputs so the second row of passengers can watch one thing on one screen, the third row can enjoy something different and other passengers can listen to the sound system. Perfect for keeping bickering kids at bay.

OK, apart from that what sort of job has Chrysler done inside?
Although bosses claim they’ve made big improvements to the interior it’s pretty much business as usual for an American car. The dash looks decent, if a touch old-fashioned, making the perceived quality fine, but no better.

Touch the plastics and they’re horribly scratchy. And some of it – such as the feeble, snatchy way the glove box shuts - feels very flimsy. The driving position is also poor. Along with the front seat passenger, taller occupants won’t be able to sit far back enough to feel truly comfortable. 

What’s it like on the road then?
For passengers it’s fine. The ride is supple but engineers have beefed up the roll bars and claim there’s less body roll, although it’s still very present if you’re the driver. The only wind noise you get is from around the mirrors and road noise has been suppressed impressively. They haven’t been quite so effective at silencing the engine.

The firm reckons 95 percent of UK sales will be the 2.8-litre turbodiesel and it’s had its performance upped. But the increase in weight cancels that out and the car labours noisily up gradients. Pack the earplugs.

Chances are you won’t be buying a large MPV and expecting it to handle like a sportscar, which is just as well because it doesn’t. In fact it feels like a big cumbersome beast and although the steering feels decently weighted it has such a poor relationship with the front wheels you find yourself having to make corrections mid bend in order to maintain your desired trajectory.

The whole experience makes you feel like you’re hauling a lot of weight around…

Verdict
There’s no doubting that the Grand Voyager is well equipped. Even without Swivel ’n Go as a £750 option and the in-car DVD, there are still plenty of family friendly features. Curtain airbags and ESP are standard as are Stow ’n Go seats.

While you can argue that the driving experience isn’t vital for a motor such as this, interior quality is and the Grand Voyager still lags behind European rivals when it comes to cabin build. It’s an improvement on the outgoing car but you sense the firm could have done much more.

The price of getting into a Jeep Grand Cherokee with a diesel engine just got a little lower, as Chrysler has expanded the 3.0L oil-burner’s availability to the Laredo trim level (with X Package). $35,685 gets you behind the wheel of a 4×2 model, while $38,305 is the price of the 4×4. Either way, the Laredo Diesel seems pretty well-equipped, including SIRIUS satellite radio, power sunroof, remote start, and a host of other features. Additionally, Chrysler has dropped the price of both the Grand Cherokee Limited Diesel and Grand Cherokee Overland Diesel by $1,000. So, now all you need is the will, the means, and residence in any state except CA, NY, CT, ME, VT, MA, PA or RI. For more info on the Grand Cherokee Diesel, check out AutoblogGreen’s October review of the SUV. Complete details on the Laredo Diesel availability and the Limited/Overland price drops are in the press release pasted after the jump.

PRESS RELEASE:
Chrysler LLC Expands Jeep® Grand Cherokee Diesel Lineup With 3.0-Liter Diesel Engine on Laredo Model

3.0-liter diesel engine option available on Jeep® Grand Cherokee Laredo X Package
$1,000 decrease on 2008 Jeep Grand Cherokee Limited and Overland models equipped with diesel engine
Class-leading torque (376 lb.-ft.) and driving range (450 miles); outstanding towing (7,400 lbs.)

Auburn Hills, Mich., Nov 12, 2007 - In the continuing effort to increase consumer awareness on the benefits of diesel technology, Chrysler LLC has expanded the Jeep® Grand Cherokee diesel lineup to include the 3.0-liter V-6 diesel engine on the 2008 Jeep Grand Cherokee Laredo (X Package). Pricing for the diesel engine option also has been reduced by $1,000 on the 2008 Jeep Grand Cherokee Limited and Overland models equipped with the class-leading diesel engine.

The manufacturer’s suggested retail price (MSRP) for the 3.0-liter V-6 diesel engine on the Jeep Grand Cherokee Laredo is $2,585 for 4×2 models and $3,235 for 4×4 models.
The reduced MSRP for the diesel engine on the 2008 Jeep Grand Cherokee Limited is $1,655 for 4×2 and 4×4 models and the MSRP for the diesel engine on the 2008 Jeep Grand Cherokee Overland 4×2 and 4×4 models is $1,010. Jeep Grand Cherokee Laredo models equipped with the 3.0-liter diesel engine will begin to arrive at dealerships in late November.

"The 2008 Jeep Grand Cherokee diesel offers class-leading torque and driving range as well as outstanding towing capacity," said John Plecha, Director-Jeep Brand Marketing and Global Communications. "By expanding engine availability and reducing existing prices, we hope that more consumers will be encouraged to take advantage of this clean, renewable fuel. Chrysler believes that clean diesel technology can and should be a part of the national energy solution, and we will continue to build upon our diesel leadership."

The 3.0-liter V-6 diesel engine, built by Mercedes-Benz, produces 215 hp (160 kW) at 3,800 rpm, has a class-leading 376 lb.-ft. torque (510 N•m) at 1,600-2,800 rpm and can tow up to 7,400 pounds. The 3.0-liter engine gives the Jeep Grand Cherokee a class-leading driving range of approximately 450 miles and gets an estimated fuel economy of 18 miles/city and 23 miles/highway for 4×2 models and 17 miles/city and 22 miles/highway for 4×4 models. Earlier in the year, the engine earned a spot on Ward’s "10 Best Engines" list.

Clean diesel technology improves fuel economy by up to 30 percent and has up to 20 percent lower carbon dioxide (CO2) emissions. The Jeep Grand Cherokee diesel is available in 42 states, excluding California, Maine, Massachusetts, New York, Vermont, Connecticut, Pennsylvania, and Rhode Island.

Jeep Grand Cherokee Laredo Diesel
With an MSRP of $35,685 for 4×2 models and $38,305 for 4×4 models (including $695 destination) the Jeep Grand Cherokee Laredo Diesel (X Package) includes a five-speed automatic transmission, 17-inch aluminum wheels, Quadra-Trac II®*, Sirius Satellite Radio, engine block heater, automatic headlamps, power eight-way driver and four-way passenger seats, automatic dimming rearview mirror, leather-trimmed heated front seats, power adjustable pedals, remote start, power sun roof, adjustable roof rails, side rails, cargo cover and fog lamps. (*4×4 models only)

Jeep Grand Cherokee Limited Diesel
With an MSRP of $38,315 for 4×2 models and $40,905 for 4×4 models (including destination) the Jeep Grand Cherokee Limited CRD includes Sirius Satellite Radio, Quadra-Trac II®*, five-speed automatic transmission, 17-inch aluminum wheels, memory system (seats, mirrors, pedals, etc.), air conditioning with dual-zone automatic temperature control, rain sensitive windshield wipers, premium leather seats, SmartBeam headlamps, tire pressure monitor, engine block heater and MyGIG™ Multimedia Infotainment System. (*4×4 models only)

Jeep Grand Cherokee Overland Diesel
With an MSRP of $41,710 for 4×2 models and $45,145 for 4×4 models (including destination) the Jeep Grand Cherokee Overland CRD includes a five-speed automatic transmission, Quadra-Drive II*, 18-inch chrome clad wheels, ParkView® rear back-up camera, ParkSense® rear back-up system, skid plates*, trailer tow package, tow hooks*, engine block heater, Sirius Satellite Radio, MyGIG Multimedia Infotainment System with navigation and UConnect® hands-free communication system. (*4×4 models only)

The Jeep Grand Cherokee diesel is manufactured at the Jefferson North Assembly Plant in Detroit. The Jeep Grand Cherokee diesel is fueled with B5 (5 percent) biodiesel at the assembly plant to help increase the awareness of biodiesel. The Jeep brand also produces a flex-fuel capable 4.7-liter SOHC V-8 engine, which gives customers the ability to use a fuel with an up to 85 percent concentration of ethanol (E85) in their vehicles.

Jeep Brand
The Jeep brand has seven models in the 2008 model year, the most available to retail consumers at one time in its 66-year history.

The expansion of the Jeep brand has taken place in just two years. At the start of 2004, the brand’s trio of tough, capable, rugged SUVs included the venerable Jeep Grand Cherokee, Jeep Liberty (Cherokee outside North America) and the icon of the brand, the Jeep Wrangler.

In 2005, the Jeep Commander was introduced. In 2006, the redesigned Jeep Wrangler was unveiled. Also debuting in 2006 were three more all-new Jeep vehicles: Jeep Patriot, Jeep Compass and the four-door Jeep Wrangler Unlimited.

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2008 Jeep Grand Cherokee Diesel Pricing (Includes $695 Destination)*

Jeep Grand Cherokee Laredo 4×2 $35,685 (including $2,585 diesel engine option)
Jeep Grand Cherokee Laredo 4×4 $38,305 (including $3,235 diesel engine option)
Jeep Grand Cherokee Limited 4×2 $38,315 (including $1,655 diesel engine option)
Jeep Grand Cherokee Limited 4×4 $40,905 (including $1,655 diesel engine option)
Jeep Grand Cherokee Overland 4×2 $41,710 (including $1,010 diesel engine option)
Jeep Grand Cherokee Overland 4×4 $45,145 (including $1,010 diesel engine option)

*All pricing is for U. S. vehicle only

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