Honda BRIO Prototype

19 March 2011 Update:

For confirmed Honda BRIO pricing and specifications for Thailand, please click here.

Honda has unveiled the BRIO Prototype at the 27th Thailand International Motor Expo.

Although it’s being described as a prototype, the BRIO is scheduled for launch in Thailand in March 2011, while India will get a unique version of the car towards the end of next year.



The BRIO is designed primarily for urban use, hence the diminutive dimensions: it’s 3,610 mm long, 1,680 mm wide and 1,475 mm high. Despite the small size, Honda is keen to emphasise that there’s still plenty of room inside thanks to clever packaging.

In order to sell well in its target markets, the BRIO is going to have to be affordable to buy and cheap to run. According to Honda, the Thai model will achieve 56.4 mpg (5.0 l/100km) and it’ll cost around 400,000 Baht (approximately £8,500 / €10,165 / US$13,240).



Cost competitiveness will be even more critical if the BRIO is to succeed in India. Honda has recognised this, stating that ‘local customer needs for a small car will be reflected and local content will be increased to create a model that achieves a good balance between vehicle performance and price’. There’s no word yet on what that price might be, but the rumour is something like Rs. 4.50 lakh (approximately £6,300 / €7,500 / US$9,800).

As well as India and Thailand, the BRIO is also due to be sold in other Asian countries. The chances of it being exported to Europe appear slim at the moment, but the Honda could make an interesting competitor to existing budget models such as the Chevrolet Spark, Suzuki Alto / Nissan Pixo, Kia Picanto and Volkswagen Fox.

Honda BRIO Prototype

19 March 2011 Update:

For confirmed Honda BRIO pricing and specifications for Thailand, please click here.

Honda has unveiled the BRIO Prototype at the 27th Thailand International Motor Expo.

Although it’s being described as a prototype, the BRIO is scheduled for launch in Thailand in March 2011, while India will get a unique version of the car towards the end of next year.



The BRIO is designed primarily for urban use, hence the diminutive dimensions: it’s 3,610 mm long, 1,680 mm wide and 1,475 mm high. Despite the small size, Honda is keen to emphasise that there’s still plenty of room inside thanks to clever packaging.

In order to sell well in its target markets, the BRIO is going to have to be affordable to buy and cheap to run. According to Honda, the Thai model will achieve 56.4 mpg (5.0 l/100km) and it’ll cost around 400,000 Baht (approximately £8,500 / €10,165 / US$13,240).



Cost competitiveness will be even more critical if the BRIO is to succeed in India. Honda has recognised this, stating that ‘local customer needs for a small car will be reflected and local content will be increased to create a model that achieves a good balance between vehicle performance and price’. There’s no word yet on what that price might be, but the rumour is something like Rs. 4.50 lakh (approximately £6,300 / €7,500 / US$9,800).

As well as India and Thailand, the BRIO is also due to be sold in other Asian countries. The chances of it being exported to Europe appear slim at the moment, but the Honda could make an interesting competitor to existing budget models such as the Chevrolet Spark, Suzuki Alto / Nissan Pixo, Kia Picanto and Volkswagen Fox.

Leaf is Car of the Year

The Nissan Leaf has been declared 2011 European Car of the Year. It’s the first electric car to win the title, but it wasn’t a unanimous decision.

Fifty-seven motoring journalists from across the continent formed a jury to decide the winner, and each was given twenty-five votes to distribute across the seven finalists. The contest rules stipulate that they had to allocate those votes to at least five cars, with no more than ten points allowed for any one model.



Only three jurors gave the Leaf a maximum score, but nine didn’t give it any votes at all.

Such a divergence of opinion reflected that while it’s technically interesting, the Nissan is still unproven in real world conditions. Some of the journalists also recognised that the Leaf is very much a first generation electric car; future models will undoubtedly have better range, shorter recharging times, and cost less.



Consequently, it was a close result, with second and third spots being occupied by the Alfa Romeo Giulietta and Vauxhall / Opel Meriva.

2011 Car of the Year
Position	Model	Votes
1	Nissan Leaf	257
2	Alfa Romeo Giulietta	248
3	Vauxhall / Opel Meriva	244
4	Ford C-Max / Grand C-Max	224
5	Citroën C3 / DS3	175
6	Volvo S60 / V60	145
7	Dacia Duster	132

Related posts:

2011 CotY nominations

Electric car grants saved

Leaf to be built in UK

Alfa Giulietta prices

Leaf is Car of the Year

The Nissan Leaf has been declared 2011 European Car of the Year. It’s the first electric car to win the title, but it wasn’t a unanimous decision.

Fifty-seven motoring journalists from across the continent formed a jury to decide the winner, and each was given twenty-five votes to distribute across the seven finalists. The contest rules stipulate that they had to allocate those votes to at least five cars, with no more than ten points allowed for any one model.



Only three jurors gave the Leaf a maximum score, but nine didn’t give it any votes at all.

Such a divergence of opinion reflected that while it’s technically interesting, the Nissan is still unproven in real world conditions. Some of the journalists also recognised that the Leaf is very much a first generation electric car; future models will undoubtedly have better range, shorter recharging times, and cost less.



Consequently, it was a close result, with second and third spots being occupied by the Alfa Romeo Giulietta and Vauxhall / Opel Meriva.

2011 Car of the Year
Position	Model	Votes
1	Nissan Leaf	257
2	Alfa Romeo Giulietta	248
3	Vauxhall / Opel Meriva	244
4	Ford C-Max / Grand C-Max	224
5	Citroën C3 / DS3	175
6	Volvo S60 / V60	145
7	Dacia Duster	132

Related posts:

2011 CotY nominations

Electric car grants saved

Leaf to be built in UK

Alfa Giulietta prices

Audi TT GT4 race car

Audi has announced a GT4 version of its TT RS, which has been developed with input from quattro GmbH and is aimed at customer race teams. Last weekend saw its unveiling in concept form, during the final round of the 2010 DTM series in Shanghai.

GT4 racing is designed to be less expensive than other categories such as GT3. So, while braking, transmission and some suspension parts can be modified for competition use, other components - including the engine - are left as standard as possible.



That means that the TT GT4’s TFSI motor has an output of around 335 bhp (250 kW / 340 PS), which is the same as for the production TT RS. The race car does come with S tronic transmission and a differential lock, though.



To further help keep costs down, GT4 regulations don’t allow for any additional aerodynamic aids. Therefore the aprons, side skirts and rear spoiler on the race car are all based on those usually seen on the road-going TT RS.



However, the TT GT4 does come equipped with plastic windows, while the bonnet, boot lid and doors are all made from carbon fibre reinforced plastic. Naturally, it also gets essential safety equipment including a full roll cage and replacement fuel tank.



Audi is keen to target customers in both Europe and Asia with the TT GT4, and it will have a selling price of around €120,000 (roughly £101,100 / US$157,250).



When the TT GT4 appears in championships such as the GT4 European Cup, its competition will include cars like the Ginetta G50, Aston Martin V8 Vantage N24, Porsche Cayman and Chevrolet Corvette C6.

Audi TT GT4 race car

Audi has announced a GT4 version of its TT RS, which has been developed with input from quattro GmbH and is aimed at customer race teams. Last weekend saw its unveiling in concept form, during the final round of the 2010 DTM series in Shanghai.

GT4 racing is designed to be less expensive than other categories such as GT3. So, while braking, transmission and some suspension parts can be modified for competition use, other components - including the engine - are left as standard as possible.



That means that the TT GT4’s TFSI motor has an output of around 335 bhp (250 kW / 340 PS), which is the same as for the production TT RS. The race car does come with S tronic transmission and a differential lock, though.



To further help keep costs down, GT4 regulations don’t allow for any additional aerodynamic aids. Therefore the aprons, side skirts and rear spoiler on the race car are all based on those usually seen on the road-going TT RS.



However, the TT GT4 does come equipped with plastic windows, while the bonnet, boot lid and doors are all made from carbon fibre reinforced plastic. Naturally, it also gets essential safety equipment including a full roll cage and replacement fuel tank.



Audi is keen to target customers in both Europe and Asia with the TT GT4, and it will have a selling price of around €120,000 (roughly £101,100 / US$157,250).



When the TT GT4 appears in championships such as the GT4 European Cup, its competition will include cars like the Ginetta G50, Aston Martin V8 Vantage N24, Porsche Cayman and Chevrolet Corvette C6.

Brabus Widestar SLS AMG

It was probably inevitable that the Mercedes-Benz SLS AMG would be a prime candidate for aftermarket modifications.



The latest tuner to announce its programme for the gull-wing supercar is Brabus, which has unveiled the Widestar SLS at the Essen Motor Show.

Alterations to the bodywork include spoilers front and rear, a rear diffuser and re-sculptured rocker panels. However, the biggest changes are the wider rear wings and redesigned rear fascia. These allow the fitment of lightweight Brabus Monoblock F Platinum Edition forged alloy wheels. Sized at 9.5Jx20 for the front and 11Jx21 at the rear, these are larger than the standard items, yet they weigh up to 12% less.

Together with reworked rear axle components, the new wheels widen the rear track by 20 mm. Ride height meanwhile can be reduced by up to 30 mm, thanks to adjustable Bilstein suspension.



The Widestar’s chassis also features a Ride Control function that lets the driver alter damping characteristics to give either a sportier or more comfortable ride. Stiffer anti-roll bars can optionally be specified to sharpen up the handling even further.

Although the engine is left alone, the usual SLS exhaust is ditched in favour of a bespoke titanium item. Weighing 40% less than stock, it also adds 9 bhp (7 kW / 10 PS) to the 563 bhp (420 kW / 571 PS) that the 6.3 litre V8 produces in standard tune.



The system’s party trick is its sound management, which the driver controls via a pneumatic flap. This alters the exhaust note, and it even includes a ‘coming home’ setting which is quieter than the production version. That should keep the neighbours happy.



The Widestar conversion is finished off by the interior, which Brabus will customise according to the owner’s wishes.



Related posts:

SLS AMG written off

SLS AMG GT3

SLS AMG pace car

Brabus Widestar SLS AMG

It was probably inevitable that the Mercedes-Benz SLS AMG would be a prime candidate for aftermarket modifications.



The latest tuner to announce its programme for the gull-wing supercar is Brabus, which has unveiled the Widestar SLS at the Essen Motor Show.

Alterations to the bodywork include spoilers front and rear, a rear diffuser and re-sculptured rocker panels. However, the biggest changes are the wider rear wings and redesigned rear fascia. These allow the fitment of lightweight Brabus Monoblock F Platinum Edition forged alloy wheels. Sized at 9.5Jx20 for the front and 11Jx21 at the rear, these are larger than the standard items, yet they weigh up to 12% less.

Together with reworked rear axle components, the new wheels widen the rear track by 20 mm. Ride height meanwhile can be reduced by up to 30 mm, thanks to adjustable Bilstein suspension.



The Widestar’s chassis also features a Ride Control function that lets the driver alter damping characteristics to give either a sportier or more comfortable ride. Stiffer anti-roll bars can optionally be specified to sharpen up the handling even further.

Although the engine is left alone, the usual SLS exhaust is ditched in favour of a bespoke titanium item. Weighing 40% less than stock, it also adds 9 bhp (7 kW / 10 PS) to the 563 bhp (420 kW / 571 PS) that the 6.3 litre V8 produces in standard tune.



The system’s party trick is its sound management, which the driver controls via a pneumatic flap. This alters the exhaust note, and it even includes a ‘coming home’ setting which is quieter than the production version. That should keep the neighbours happy.



The Widestar conversion is finished off by the interior, which Brabus will customise according to the owner’s wishes.



Related posts:

SLS AMG written off

SLS AMG GT3

SLS AMG pace car

Twingo Gordini 100

First there were Gordini versions of the Renaultsport Clio 200 and Renaultsport Twingo 133 hot hatches, and now the same treatment is being applied to a more humble model.



The Twingo Gordini 100 is aimed at those who want handling and style, but without the high running costs usually associated with having a very powerful engine. That sounds like a formula that could be popular with a lot of buyers.

As the name implies, under the bonnet lies a 1.2 turbocharged motor that produces a respectable 98 bhp (74 kW / 100 PS). That’s enough to propel the Gordini 100 up to 117 mph (188 km/h), which isn’t too far behind the 125 mph (201 km/h) of the Gordini 133.



But, as expected, the 100 scores at the fuel pump: it manages 49.5 mpg (5.7 l/100km) on the combined cycle, compared to 40.4 mpg (7.0 l/100km) for the 133. CO2 emissions are also down from 155 g/km to 132 g/km, which means UK buyers of the Gordini 100 will be paying the Band E road tax rate of £110 each year, instead of the £155 that drivers of the Band G Gordini 133 will have to part with.



The Gordini 100 replaces the GT specification in the Twingo range, but it inherits the former model’s chassis set up. That means recalibrated sports steering, together with stiffer shock absorbers and suspension bushes.



Going on sale from mid-January next year, the Gordini 100 will cost £11,395 (including VAT at the increased rate of 20%). That represents quite a saving against its 133 sibling, which is currently listed at £14,500.



Renault hasn’t skimped on equipment though. 15” ‘Turini’ alloy wheels, Bluetooth telephone connectivity, cruise control, air conditioning, electric windows, speed limiter and independent sliding and folding rear seats are all fitted as standard.



The most popular colour across the existing Gordini range is Malta Blue, with 90% of customers choosing it. So it’s no surprise that it will be offered on the Twingo Gordini 100, too. Alternatives for those wanting something a bit different are Pearlescent Black and Glacier White. The Gordini twin stripes can be deleted for a more subtle look, but apparently only 1% of owners have so far chosen to do that.



Fiat provides two of the obvious competitors to the Twingo Gordini 100. The £11,005 Panda 100HP has similar performance to the Renault, but it emits more CO2 and uses more fuel. Then there’s the 500 1.4 Sport, which offers comparable economy and performance. However, it’s £870 more expensive than the Twingo, and there’s still little chance of any discount off the Fiat’s price.

Twingo Gordini 100

First there were Gordini versions of the Renaultsport Clio 200 and Renaultsport Twingo 133 hot hatches, and now the same treatment is being applied to a more humble model.



The Twingo Gordini 100 is aimed at those who want handling and style, but without the high running costs usually associated with having a very powerful engine. That sounds like a formula that could be popular with a lot of buyers.

As the name implies, under the bonnet lies a 1.2 turbocharged motor that produces a respectable 98 bhp (74 kW / 100 PS). That’s enough to propel the Gordini 100 up to 117 mph (188 km/h), which isn’t too far behind the 125 mph (201 km/h) of the Gordini 133.



But, as expected, the 100 scores at the fuel pump: it manages 49.5 mpg (5.7 l/100km) on the combined cycle, compared to 40.4 mpg (7.0 l/100km) for the 133. CO2 emissions are also down from 155 g/km to 132 g/km, which means UK buyers of the Gordini 100 will be paying the Band E road tax rate of £110 each year, instead of the £155 that drivers of the Band G Gordini 133 will have to part with.



The Gordini 100 replaces the GT specification in the Twingo range, but it inherits the former model’s chassis set up. That means recalibrated sports steering, together with stiffer shock absorbers and suspension bushes.



Going on sale from mid-January next year, the Gordini 100 will cost £11,395 (including VAT at the increased rate of 20%). That represents quite a saving against its 133 sibling, which is currently listed at £14,500.



Renault hasn’t skimped on equipment though. 15” ‘Turini’ alloy wheels, Bluetooth telephone connectivity, cruise control, air conditioning, electric windows, speed limiter and independent sliding and folding rear seats are all fitted as standard.



The most popular colour across the existing Gordini range is Malta Blue, with 90% of customers choosing it. So it’s no surprise that it will be offered on the Twingo Gordini 100, too. Alternatives for those wanting something a bit different are Pearlescent Black and Glacier White. The Gordini twin stripes can be deleted for a more subtle look, but apparently only 1% of owners have so far chosen to do that.



Fiat provides two of the obvious competitors to the Twingo Gordini 100. The £11,005 Panda 100HP has similar performance to the Renault, but it emits more CO2 and uses more fuel. Then there’s the 500 1.4 Sport, which offers comparable economy and performance. However, it’s £870 more expensive than the Twingo, and there’s still little chance of any discount off the Fiat’s price.