Celebrating the British Touring Car Championship season (BTCC) that kicks off at Brands Hatch on Sunday 30th March, Seat UK revealed a new race-bred Leon special edition: the Leon FR550 – ‘550’ representing the total number of these models being made available. The new FR550 is based on the popular Leon FR TDI, with a raft of unique styling and equipment additions ensuring it looks every inch the track star.

Under the bonnet, and continuing the diesel theme, the ‘550’ shares the same 170 PS, turbo charged 2.0-litre TDI that powers the Leon FR TDI. Performance, therefore, is distinctly spirited.

Specifically, the ‘550’ package adds bucket-style seats with sporty integrated head restraints, a set of 18-inch ‘Draco’ alloy wheels, a USB connection for iPod or MP3 connectivity and a FR550 tailgate badging. Available colors include the Candy White and Black Magic along with two shades of grey, SEAT-trademark Emocion Red and the lime green, Citrus.

This 135 mph car blasts from rest to 62 mph in a mere 8.2 seconds, yet is also capable of offering fully 47.1 mpg on the combined cycle, and as much as 56.5 mpg out of town. All this, and CO2 emissions of just 161 g/km, add up to a tempting ‘hot hatch with a conscience’.

Press release

On the eve of the new HiQ MSA British Touring Car Championship season, which kicks off at Brands Hatch on Sunday 30th March, SEAT is giving style-conscious car buyers the chance to stand out from the pit lane crowd with the launch of a new, race-bred Leon special edition.

The unveiling of the exciting new Leon FR550 coincides with SEAT Sport UK’s determined assault on the 2008 BTCC crown. The Northants-based team once again promises to be at the business end of the grid as drivers Jason Plato and Darren Turner bid for glory in their radical, diesel-powered, Leon TDI racers.

Using cutting-edge diesel technology lifted direct from the race-winning SEAT Sport World Touring Car Championship contenders, the Latin-flavoured BTCC cars promise to bring an exciting new dimension to the traditionally thrilling British race series.

And to celebrate SEAT’s latest BTCC campaign, the firm is offering hardcore fans the chance to get behind the wheel of their very own BTCC-inspired Leon.

The special edition FR550 – ‘550’ representing the total number of these models being made available – is based on the popular Leon FR TDI, with a raft of unique styling and equipment additions ensuring it looks every inch the track star.

Building on the already racy FR’s base, the new model adds particularly grippy bucket-style seats with sporty integrated head restraints, arch-filling 18” ‘Draco’ alloy wheels, a USB connection (for ultimate iPod or MP3 connectivity) and, naturally, unique FR550 tailgate badging.

On top of this, the ‘550’ package gives buyers the chance to turn heads with a dramatic paint job. Available hues include high fashion Candy White and Black Magic along with two shades of grey, SEAT-trademark Emocion Red and the striking, lime green, Citrus.

Under the bonnet, and continuing the diesel theme, the ‘550’ shares the same 170 PS, turbo charged 2.0-litre TDI that powers the Leon FR TDI. Performance, therefore, is distinctly spirited.

This 135 mph car blasts from rest to 62 mph in a mere 8.2 seconds, yet is also capable of offering fully 47.1 mpg on the combined cycle, and as much as 56.5 mpg out of town. All this, and CO2 emissions of just 161 g/km, add up to a tempting ‘hot hatch with a conscience’.

Despite the exclusive nature of the vehicle, and all the extras inside and out, there’s precious little premium to be paid for the FR550. The car, available to order now at SEAT dealerships nationwide, costs £18,405 RRP – a modest £400 more than the standard FR 2.0 TDI.

Volkswagen’s first-ever SUV has been restyled for the 2008 model year, returning as the Touareg 2. The updated version will enter showrooms with refreshed exterior styling, an impressive list of safety features and vehicle capabilities, and three powerful engine options. After its U.S. debut at the New York International Auto Show, the Touareg 2 arrives at dealerships later this spring, with pricing starting at $39,320.

Now in its second generation, the Volkswagen Touareg 2 is doing its best to distance itself from the other products in the niche of mid-luxury SUVs. Volkswagen as a luxury brand? Following the questionable sales results of their Phaeton luxo-cruiser, the company returns to the fray with a stout vehicle that attempts to push away from the mid-price cruisers to go upmarket with their offerings.

The Touareg 2 (that “2″ only shows up in VW materials, not in chrome badging) has reshaped headlights, grille, and bumper, new, larger side mirrors, and updated taillights and exhaust tips. Careful revisions also were made in the cabin: There’s a new instrument panel, 12-way-adjustable driver’s seat, and new stereo interface with LCD screen, plus options like keyless access and four-zone climate control.

Mechanical updates were made months before the Touareg 2 went on sale. Volkswagen integrated direct injection (FSI) into the 2007 model’s engine lineup, improving fuel economy while increasing power. Midyear, a 276-horse FSI 3.6 V-6 replaced the 240-horsepower, 3.2-liter, and the FSI 4.2-liter V-8 became available later in 2007, both return virtually unchanged for 2008. The torque-happy (553 pound-feet!) V-10 twin-turbo diesel is back, but 2008 TDI models are legal in only 43 states. However, those seven lonely states can rejoice: By the middle of the 2009 model year, the V-10 TDI will be replaced with a 50-state-legal 3.0-liter turbodiesel that uses urea injection, a system VW claims will be as easy to replenish as the windshield washer fluid. Front and rear suspension systems are essentially the same, as are the four-wheel discs. ESP now adds active rollover protection, ESP dry-braking (removes water from brake pads, for shorter stops on wet surfaces), and ABSPlus, for better braking on loose surfaces like gravel or sand.

Aesthetics (3.5/5)

A 2.5 box design, the Touareg 2 carries over relatively unchanged from the A-pillar rearward. Actually the newer front end appears rather handsome compared to the older version. A chrome surround shapes out the grillwork, and brings it more inline with the rest of the Volkswagen line. Polished trim pieces bi-sect the front air intakes below the bumper. The front and rear feature an aluminum color skid plate-style trim panel, also recently seen in the new Mercedes ML-Bluetec SUV. Rear taillights have a crisp sharper look with intense strength through the use of LEDs inside the tinted light housings.

Although the Touareg’s siblings, the Audi Q7, and Porsche Cayenne, both ride on the same Volkswagen platform, we think they were the two sisters that got to the good looks closet first.

Cabin (4/5)

The Touareg 2 features great seats covered with a pebbly-grained leather, whose pattern is echoed throughout the cabin, from the dashboard to the armrests and so on. The seats offer great adjustability for good driving positions for nearly every shape. The steering wheel is typical VW conservative; a four-spoke affair with redundant controls. The wood trim through the cockpit offers nice accents to make the T2 more “upmarket.” So, too, the dual-stack cubby hole under the armrest.

Convenience features include map pockets on the doors, and a single powerport in the front seat area, another in the rear of the center console, two in the “way back” (cargo area) along with a bonus: a 115 volt AC plug for computers, and so on. Top it all off with an auto-open and closing back door. That’s the good side. The bad side is this: VW has a fascination with buttons. Unfortunately, that carries over into the cockpit of the Touareg 2. The center stack is a mess…a jumble of buttons with words and glyphs to describe functions. If you’re a technophile, then look no further, your chariot has arrived.

Technology (4/5)

Volkswagen’s Touareg 2 features some innovative technologies that run the gamut from creature comforts to safety concerns and everything else in between. Start first with a “smart key” system. Seen in cars ranging from the Toyota Camry to the Mercedes SL, they are ubiquitous in the auto world. Not on every car, but available in nearly every vehicle line.

The audio set can rock out with the optional Dynaudio 10-speaker sound system, featuring a 10-channel amplifier and 620 watts of power optimized for the Touareg’s interior.
Volkswagen’s ABSplus offers a modified anti-lock braking system that reduces braking distances up to 20-percent, especially on surfaces with loose gravel. Coupled with Electronic Brake force Distribution (EBD), Engine Braking Assist (EBA), and Hydraulic Brake Assist (HBA), it’s like tossing the anchor from the Queen Mary behind you.

Black box magic happens to be at play in the new Touareg 2. In the form of a rollover sensor system, it notes the T2’s turning angle and speed and matches them to stored info in the “black box.” If a split-second analysis predicts a rollover, the same sensors cause deployment of side and head/trunk airbags to reduce injury.

Performance (4/5)

Our test Touareg was powered by a 280-horsepower, 3.6-liter, 24-valve, V6. Torqued-up to 265 lb-ft, it offered just sufficient power for stoplight drag-a-ways. Using a six-speed Tiptronic automatic transmission, mated to the 4Xmotion AWD (Volkswagen’s version of the Quattro drivetrain), allowed for sure but sometimes sluggish startups. Stand on it and it goes. But you do have to stand on it! This would be expected considering that the T2 tips the scales at a very un-lady-like 5,086-lbs. Handling was surprisingly good through our South Florida “test loop,” displaying less than the expected amount of body roll. We especially liked the steering feel, which offered immediate response when needed. We also liked the growl emanating from the 3.6-liter engine.
Volkswagen has done a very good job in the NVH department, minimizing road noise despite the on and off road 17-inch wheels and tires on our sample. Speaking of 17-inchers, an inflatable temporary spare sits underfloor in the rear cargo area.

Bottom Line

The 2008 Touareg 2 V6 FSI displays German cache in a sharp handling compact SUV package. Priced as equipped at $46,300.00, it’s not an everyday purchase, but if you need to arrive in style, but don’t have the scratch for a Porsche Cayenne, your ride is waiting! A word of caution: While its 14-mpg city /19-mpg hwy, mileage is not the best, nor the worst in class, but with prices approaching $4-dollars per gallon, buyers may be thinking twice about taking the T2 out for a frivolous drive.

The B-Class F-CELL will be the first series vehicle with a local, zero-emission fuel-cell drive and it is set to commence production in early 2010. The compact car is powered by an optimised fuel-cell system that Mercedes-Benz first presented in 2005 in the F 600 HYGENIUS concept. While the newly designed “stack” for the fuel cell module, is roughly 40 percent smaller compared to previous generation systems, it generates 30 percent greater power, along with a 16 percent reduction in consumption compared to the A-Class F-Cell.

Mercedes has successfully completed winter testing for the upcoming 2010 Mercedes-Benz B-Class with fuel-cell drive in northern Sweden.

“The results of the winter tests proved that we are on the right track with this innovative drive concept and have taken another important step on the road to reaching production standard,” said Dr. Thomas Weber, Daimler AG board member with responsibility for r&d. “As with the standard test programmes for conventional vehicles, we will be subjecting the B-Class F-CELL to further rigorous testing over the next few months.”

Mercedes will launch its first series vehicle with zero-emission fuel-cell drive in the summer of 2010. Power comes from a new generation of fuel-cell drive mated to an electric motor that produces 136-hp and a maximum torque of 236 lb-ft. Along with zero-emission fuel-cell drive, the B-Class F-CELL gets an outstanding fuel-consumption of 81mpg.

The electric motor develops a maximum output of 136 hp and a maximum torque of 320 Nm which promise to give better acceleration figures than a B-Class fitted with a standard 2.0-litre petrol engine. At the same time, the zero-emission fuel-cell drive uses the equivalent of just 2.9 litres of fuel (diesel equivalent) per 100 km.

But before we get to see the fuel-cell powered B-Class on the road, Mercedes-Benz has to subject the vehicle to rigorous testing in order to get things right. Over the past few months, the German carmaker’s engineers took the B-Class F-CELL up to northern Sweden where they completed the winter part of the tests.

The main goal of the German carmaker in these tests was to focus on the interaction between the different components under real-life winter conditions at double-digit, below-zero (Celsius) temperatures. Additionally, Mercedes-Benz also used the winter tests to adapt the Electronic Stability Program (ESP) to the special requirements of a fuel-cell vehicle. A special feature in this context is that an electric motor exhibits different speed governing behaviour to that of standard combustion engines.

Press Release:

B-Class with fuel-cell drive proves its worth during winter testing in Sweden

– Comprehensive low-temperature tests under the toughest conditions
– Another milestone on the road to production standard

The Mercedes-Benz B-Class with fuel-cell drive has passed its winter testing in northern Sweden with flying colours. At double-digit, below-zero temperatures, the zero-emission drive showed what it could do in the comprehensive test programmes. For example, cold start behaviour was subjected to thorough scrutiny. Although Daimler Research had already found a technical solution to the fuel cell’s start capability at -25 degrees Celsius, the engineers’ focus here was on the interaction between the different components under real-life winter conditions. A further focus of the winter tests was on roadholding. This meant adapting the Electronic Stability Program (ESP) to the special requirements of a fuel-cell vehicle. A special feature in this context is that an electric motor exhibits different speed governing behaviour to that of standard combustion engines.

Dr. Thomas Weber, Daimler AG board member with responsibility for Research and Development at Mercedes Benz Cars, drew positive conclusions from the testing: “The results of the winter tests proved that we are on the right track with this innovative drive concept and have taken another important step on the road to reaching production standard. As with the standard test programmes for conventional vehicles, we will be subjecting the B-Class F-CELL to further rigorous testing over the next few months.”

First small series from 2010

Mercedes will be launching the first series vehicle with a local, zero-emission fuel-cell drive in the summer of 2010. Small-series production of the B-Class F-CELL will commence in early 2010. A new generation of fuel-cell drive will be used to power this innovative vehicle. It is much more compact, while at the same time offering greater performance and is completely suitable for everyday use.

The optimised fuel-cell system that Mercedes-Benz presented in 2005 in the F 600 HYGENIUS research vehicle forms the technical basis. This extremely compact fuel-cell system operates much more efficiently than previous generations. The newly designed “stack”, the fuel cell module, is roughly 40 percent smaller, yet generates 30 percent greater power, along with a 16 percent reduction in consumption compared to the F-Cell A-Class. The system also demonstrates a good cold start capability, thanks to innovations such as the electric turbocharger for air supply, and the new humidification and demisting system.

Compared to the F-Cell A-Class, a refined, more compact, yet more efficient system is used in the F-CELL B-Class. The electric motor develops maximum output of 100 kW/136 hp and a maximum torque of 320 newton metres. This means that the B-Class F-CELL offers extremely high roadholding standards that surpass those of a standard two-litre petrol engine. At the same time, the zero-emission fuel-cell drive in this family-friendly-design compact vehicle uses the equivalent of just 2.9 litres of fuel (diesel equivalent) per 100 kilometres – and all that with zero-emission.

Daimler AG’s fuel-cell fleet has now covered around 3.8 million zero-emission kilometres, giving the company more data, expertise and experience than any other manufacturer. With approximately 100 vehicles, it operates the largest fuel-cell vehicle fleet in the world. Its concept vehicles, passenger cars, vans and Citaro city buses are tested by customers under everyday conditions.

It was only a matter of time before we started seeing tuning propositions for Dodge’s highly anticipated Challenger Coupe the Hennessey’s 725 Hp & 190 MPH Turbocharged Dodge Challenger SRT700. Hennessey Performance, which is widely known for their Dodge Viper conversions, is offering a unique power kit for the Challenger SRT8 that will be available for a mere 25 clients in 2008. The standard 6.1-liter V8 gets a series of upgrades that include: enlarged displacement to 426 c.i. or 7.0-liters; custom 67 mm turbocharger with a front mounted air-to-air intercooler; stainless steel dual 3 in. exhaust system; high flow cylinder heads and an upgraded engine management system.

The result is a maximum output of 725 Hp at 5,200 rpm and 1,016Nm (750lb-ft) of torque at 4,000 rpm compared to the standard V8’s 425 HP and 420 lb.-ft. of torque. According to Hennessey, the supped up Challenger SRT700 Turbo can go from zero to 60 mph (96 km/h) in approx 3.5 sec, hit the quarter mile in 11.3 sec at 126 mph or 203 km/h and reach a top speed of 190 mph or 305 km/h.

Hennessey actually offers three different levels of tune for the new Challenger SRT8. The first two stages, developing 500 and 530hp respectively, rely on a series of breathing mods for the increase in output. The range topping SRT700, meanwhile, gets a custom turbocharging kit, engine stroker upgrade, forged internals, high-flow injectors, a dual 3in exhaust system and ECU mod. The end result is 725hp at 5,200rpm and 1,016Nm (750lb-ft) of torque from 4,000rpm.

Other features include high-flow cylinder heads, stainless steel piping, a 44mm wastegate, front mount intercooler and a 3.5in polished inlet tube blow-off-valve.

SRT700 Turbo – 426 CID Engine Upgrade

Power:

725 hp @ 5,200 rpm
750 lb-ft @ 4,000 rpm

Estimated Performance:

0 – 60 mph: 3.5 sec. *
1/4 mile: 11.3 sec. @ 126 mph *
Top Speed: 190 mph
* with Drag Radial Tire Upgrade

Includes:

426 Cubic Inch Displacement Stroker Motor
9.0:1 Compression Forged Aluminum Pistons
Forged Steel Connecting Rods
426 Stroker Crankshaft
Balanced Rotating Assembly
High Flow Cylinder Heads
Polished Intake Manifold
Single 67 mm Turbocharger
Stainless Steel Turbo Y-Pipe
Single 44 mm Wastegate
Stainless Steel Dual 3 in. Exhaust System with Polished Stainless Steel Exhaust Tips
Front Mounted Air-to-Air Intercooler
3.5 in. Polished Inlet Tube with Blow-Off Valve
Upgraded Fuel Injectors
Upgraded Engine Management System
180 degree thermostat upgrade
All necessary gaskets and fluids
Professional Installation
Chassis Dyno Testing
Road Testing (up to 100 miles)
One year limited warranty

The 2009 Nissan Maxima has been leaked and hits the web before its official debut in the 2008 New York International Motor Show. When Nissan released the teaser images of the all-new Maxima, someone dropped the curtain on the car less than 24 hours from the official unveiling that’s set to take place at the New York Auto Show tomorrow, March 19. We don’t have any details in our hands yet, but it seems to us that the 2009 Maxima’s somewhat controversial exterior design will spark many debates.

The all new 2009 Maxima has popped up on Supernissans.net, which published the first half-dozen pics of the Nissan’s new “four door sports car.” The sedan wears design elements that first appeared on the Nissan Forum concept from the Detroit Show in January, and is slated to be the first home for Nissan’s new fifty-state clean diesel in 2010.

The official details of the 2009 Nissan Maxima will be revealed at the 2008 New York International Motor Show.

Nowadays, technology has the ability to both improve the specific power output of an engine while also reducing its emissions. Such is the case with direct injection and running a fuel-cell or biodiesel-fueled four-banger. This is why the high-performance tuning arm of Mercedes Benz, AMG, has decided to implement it on their line of engines. Another possible performance-generating and emissions-reducing technology lies with the electric motor, which makes up half of a hybrid drivetrain. While the idea of an AMG hybrid may sound odd at first, remember that electric motors can offer up large quantities of torque just off idle, allowing engineers to make a free-breathing, high-RPM engine without sacrificing around-town drivability.

Specifically, Mornhinweg promised the high-performance cars will emit 30 percent less carbon dioxide by 2012 thanks to smaller, turbocharged engines, hybrid systems and diesels. It’s not known which of these, or if all, will be used to attain the goal.

The chairman did offer, however, some particulars. By 2010, AMG cars will feature direct-injection gas engines and systems that will shut off the engine when stopped thanks to an advanced and efficient starter-generator mounted to the crankshaft.

As part of a consortium with GM, Chrysler and BMW, Mercedes is developing a two-mode hybrid system that will allows cars to drive short distances on electricity alone. Once developed, AMG hopes to launch the technology on its CL, SL or CLS-based vehicles.

As for diesel, AMG is keeping an eye on it, citing North America may not be ready for a high-performance compression-ignition vehicle. “We are monitoring the diesel. There is currently no demand, but if that changes, we can react immediately,” Mornhinweg says. AMG will decide it will build its second diesel-powered model (it offered a C30 CDI back in 2003 in parts of Europe) by the end of 2008.

Another option hinted at involved turbocharged V6 engines, as turbo V8s are already near reality. Mercedes in developing a V-6 gasoline hybrid that will come to market in 2010. It will power the S-Class, and perhaps the E-Class, too. It has not been announced as a power source for the M or GL-Class SUVs, but neither would surprise us. Morningweg was quick to add, however, that “AMG’s hybrid would be based around a V-8,” so performance remains the primary object. Perhaps a super-torquey, hybrid V-8 would replace the heavy, thirsty, and expensive biturbo V-12 AMG installs in its top models.

The DB9 is both a full-blooded sports car and a hugely capable grand tourer. Whether in Coupe or Volante form, it offers a supreme combination of driver involvement, character, luxury and refinement.

Aston Martin showed off an updated DB9 coupe and convertible today, with the changes consisting of detail appearance items and a faster car thanks to more muscle and a faster transmission and revised suspension. The 6.0 liter V12 in either car now makes 470 horsepower, up by 20 over last year’s model, with torque remaining unchanged, at 420 lb-ft.

The change is responsible for improved acceleration times to 60mph, with the automatic car improving by 0.3-second thanks also to a recalibrated brain, with the manual car making the run a tenth quicker: either set-up now requires 4.6 seconds to attain the speed. Top speed is 190mph.

Bilstein shocks are also under each fender of the cars, along with revised suspension arms and bushings. The coupe is tuned for a sportier ride, while the Volante’s (aka convertible) is cushier. The Volante also receives a 10% improvement in torsional rigidity thanks to a revised shear panel up front.

The new cars can be identified thanks to a new 19-inch wheel design, door mirrors, and anodized aluminum grille. From behind the wheel, owners will note a center console coated in die-cast zinc with an iridium silver finish as well as a new Emotion Control Unit; it’s basically a pretty engine start and stop button.

Prices for Aston Martin’s most popular and improved cars increase by about $6,000 in the United Kingdom, to an equivalent of $226,000 for the Coupe and $244,000 for the convertible.

Power comes from a 172 horsepower 2.4 liter engine, offering peak torque of 165 pound-feet. A six-speed manual sends power to the rear wheels. Weight is estimated a 2600 pounds. Dodge officials say an SRT version could also be offered with a 300 horsepower four-cylinder from the Dodge Caliber SRT-4.

The Dodge Demon is a concept car that forecasts a possible low-priced two-seat convertible to compete with the Pontiac Solstice, Mazda MX-5 and other four-cylinder roadsters. Dodge does a devilish little sports-car concept that could reach showrooms in 2009, and the latest word from Chrysler is that the production version will be front drive. The 2010 Dodge Demon could turn out to be the new star of affordable sports cars, but it could just as easily be a pale imitation of what’s already out there. The 2010 Dodge Demon revives a name Dodge used on a compact car in the 1970s. The 2010 Dodge Demon is based on a front-drive platform that will be sourced from Chinese automaker Chery.

What We Know About the 2010 Dodge Demon

The Dodge Demon Concept is a “compact, nimble ‘roadster with attitude’” and “an attainable dream car,” according to its maker. To us, it was Chrysler’s answer to the Honda S2000, Mazda MX-5, Pontiac Solstice, and Saturn Sky. In early 2008, Chrysler announced the production version will use a front-wheel-drive chassis sourced from Chinese automaker Chery, so the Demon’s sporting pretensions may be in question.

As you’ve probably heard, former owner Mercedes-Benz sold a majority in Chrysler to Cerberus Capital Management. So it is not a complete surprise that the Demon’s mission may have changed along with ownership of the company. Assuming a best-case outcome, the general view is that your local Dodge Boys could be selling Demons by model-year 2010.

The 2010 Dodge Demon bowed in concept-car form at the 2007 Geneva Auto Salon in Switzerland, which observers took as a sign that the Demon would spearhead a major Dodge sales push into overseas markets, where the brand is largely unknown.

Chrysler has lately been trying to increase its non-U.S. business, no surprise given recent sales reverses at home. It’s not hard to imagine the Demon introducing Dodge as a sporty “performance” brand to Europe, as well as to fast-growing markets like China.

The 2010 Dodge Demon would be a “halo” vehicle to spark sales of mainstream fare like the compact Caliber hatchback and Avenger sedan. All of which explains why the Demon concept looks so realistic and producible compared to your average pie-in-the-sky show car.

Styling of the 2010 Dodge Demon borrows cues from the hulking V-10 Dodge Viper and would likely carry over with little change from the Demon concept. Ditto dimensions, which are very close to those of the Pontiac Solstice.

The Dodge Demon Concept used a 172-horsepower 2.4-liter four-cylinder engine and six-speed manual transmission. At this point it is unclear if the 2010 Dodge Demon will use an engine that is part of the U.S.-built Global Alliance family shared with Mitsubishi and Hyundai, or an engine sourced from Chery.

The Dodge Demon Concept sported 19-inch wheels, which could be a bit much for a showroom model. Expect 17s to be standard, with 18s optional.

Other concept features would likely survive with little or no alteration. These include the semi-retro cockpit design heavy on brushed-metal trim (or facsimiles); a manual-folding cloth top that hides beneath a hard cover just behind the cockpit; and a stubby rollbar behind each seat to protect occupants in case of a flip.

The rest of the 2010 Dodge Demon package will hinge on marketing decisions based heavily on competitors’ pricing, but standards should include modern must-haves such as antilock disc brakes, traction control, and seat-mounted torso side airbags. We also wouldn’t rule out a turbocharged Demon as a year-two addition with standard stability control, performance-tuned suspension and special trim.

One thing that might be changed is the name, a point missed entirely by press reports we’ve seen. Perhaps the writers are too young to remember, but Dodge used Demon way back in 1971-72 for its version of the popular compact Plymouth Duster, complete with logo decals of a cute little cartoon devil. It was all innocent fun, Dodge thought, but some people thought otherwise and wrote nasty letters, enough that Dodge adopted the prosaic Dart Sport handle. Such are the perils of modern automotive marketing.

Inside, a sumptuous-sounding (LR hasn’t released any pictures yet) tan-and-dark chocolate interior awaits. Motivation comes from a 2.0L diesel hybrid that is theoretically capable of 60 mpg on the EU combined cycle. The Electric Rear Axle Drive can power the SUV on its own up to 20 mph, and it also can be used to supply additional torque when the LRX is playing in 4×4 mode. Like we said earlier, the LRX is still only a concept, but Land Rover will be actively monitoring customer and dealer interest in Geneva.

LAND ROVER LRX CONCEPT

• Land Rover shows two different versions of its LRX concept in Geneva – desirable, premium and compact 4×4s which extend the definition of ‘breadth of capability’
• Brand new, black and silver version of LRX designed to highlight the concept’s suitability for contemporary personalisation
• Conceived as capable of having a range of powertrains, including a 2.0-litre turbodiesel hybrid, with potential CO2 emissions of 120 g/km and fuel economy of 60 mpg (4.7 l/100 km)
• Demonstrates Land Rover’s commitment to sustainability – with new technologies, lightweight design and environmentally-responsible materials
• A bold evolution of Land Rover design – but still unmistakably a Land Rover
• Impeccable attention to detail and precision of execution underpin LRX’s premium credentials

TECHNICAL SPECIFICATIONS

• Length: 4351 mm / 171.3 in
• Width (excluding mirrors): 1895 mm / 74.6 in
• Width (including mirrors): 2083 mm / 82.0 in
• Height: 1535 mm / 60.4 in
• Wheelbase: 2660 mm / 104.7 in
• Engine (proposed): 2.0-litre turbodiesel
• Fuel economy (potential): 60 mpg, 4.7 l/100 km (on European combined drive cycle)
• CO2 emissions (potential): 120 g/km (on European combined drive cycle)

BMW fields its first baby SUV with a spinoff of its new 1-Series compact car. With smooth six-cylinder power, standard all-wheel drive and “ultimate driving machine” cachet, it could be the new star of a fast-growing market class.

The compact SUV market might seem an unlikely place for a premium German marque, but BMW won’t be alone. Audi will be there with the Volkswagen Tiguan-derived Q3, as will Mercedes-Benz with its GLK.

All three are aimed at young families, active singles, well-to-do female customers, and empty nesters. These groups all share the desire to sit up high, to surround themselves with lots of active and passive safety equipment, and to own a premium product with a versatile interior. They are less interested in size and high-performance engines. They’re also value-focused, which is why the X1 will be priced about the same as a loaded Toyota RAV4.

At roughly 170 inches long, the X1 combines the footprint of the 1-series with packaging similar to that of the X3. The large wheels and the suspension come from the X3. The underbody, the drivetrain, and the electronics will be taken from the 1-series. The X1’s more carlike DNA is reflected in its target weight of 3400 pounds, significantly lighter than the X3. The X1 is principally a four-seater, but since the rear chairs slide and fold, an optional fifth seat could be integrated. BMW may offer a variety of opening and see-through roof treatments. Like the X3, the X1 should sell more than 100,000 units per year.

Will that satisfy BMW’s X craving? Apparently not. An X4, a two-door closely related to the X1 and the X3, is in the works. So is the X7–a stretched X5 sporting six seats, an air suspension, and an optional V-12–which is poised to take on the Range Rover.

Premium compact SUVs are popping up everywhere, separate from lower-priced models at mainstream brands. BMW’s X3 helped plow this field a few years back. Acura has since weighed in with the RDX, the new Infiniti EX goes on sale shortly, and Lexus is said to be prepping a contender, likely based on parent Toyota’s RAV4. Also on deck are the Audi Q5, Cadillac BRX and Mercedes-Benz GLK, all expected to show in calendar 2009.

All this new competition poses a big challenge for the X3, which is one of the larger compact SUVs. Because of that, and in line with an announced expansion of its model line, BMW has confirmed a new X1 to slot below the X3 in size and price. The X1 name is provisional, by the way, but may well stick, as the new baby-Bimmer SUV will be based on the company’s 2009 1-Series compact car that starts sale in ‘08. Sources expect the X1 to reach U.S. dealers in the first half of 2010 as a 2011 model. Unlike the X3 and larger X5, the X1 will be sourced from Europe.

Though work on the 2010 BMW X1 is only just underway, we can safely assume a few particulars for the finished product. Styling, for example, will be in the X3/X5 mold, with big wheels for a relatively high stance, plus typical brand visuals from the “twin kidney” grille to geometric taillights. BMW’s all-wheel xDrive should be standard, along with the 3.0-liter inline six-cylinder engine that powers the upcoming 128i coupe. We wouldn’t look for the twin-turbo version of that engine for X1, but it’s a definite prospect for the redesigned X3 that’s also due in 2010. Transmissions should be BMW’s customary six-speed manual and optional six-speed automatic.

Dimensionally, the X1 will be visibly smaller than the X3, closer in size to the Acura RDX and Infiniti EX, though it’s likely to ride on a longer wheelbase than either. X1 will also be lighter than the X3, so it should be just as quick, if not quicker, and probably more agile too. Of course, it won’t be as roomy as its bigger brother, but it should be adequate for four adults and maybe a week’s worth of luggage.

Despite its lower pricing, the 2010 BMW X1 should come with all the standard features expected from this brand. That means antilock brakes, traction/antiskid system, hill-descent control, front side airbags, and curtain side airbags.

A Notable Feature of the 2010 BMW X1

All import brands are fighting to hold the price line against a weakening dollar, so BMW will be extra picky in deciding X1 standard content. On the other hand, most BMW buyers don’t skimp with options, so the baby SUV should list most of the major goodies available for the X3. These include the inevitable Sport Package with firm suspension and upsized wheels and tires; navigation system (bringing with it BMW’s irksome iDrive controller), rear-obstacle detection, rear side airbags, and amenities like leather upholstery, heated seats, high-end audio, and steering-linked headlamps. While none of these features are notable nowadays, especially for a premium brand, we wouldn’t be surprised if BMW came up with some gee-whiz exclusive for the X1, though we have no idea what that might be.

Buying Advice for the 2010 BMW X1

The 2010 BMW X1 could be the “driver’s choice” among bucks-up baby SUVs, much as the X5 is among premium midsizers. It should certainly be the equal of the Acura RDX, currently the sportiest drive among premium compact SUVs. Still, the competition won’t lack for appeal, judging by their recent track records, so you’d be wise to check them all before making a final decision.

2010 BMW X1 Release Date: It’s too early to set a firm date, but BMW says it will release the X1 in calendar 2010. We’d guess sales will start well before summer, perhaps in early spring.

First Test Drive: Assuming BMW can stick to its current timetable, media previews could be scheduled for late summer or early fall of 2009.

2010 BMW X1 Prices: With the dollar showing no sign of strengthening against the euro, the 2010 BMW X1 could be among the pricier class contenders, yet not so much as to encroach on the X3’s turf. We’d guess the starting price by the on-sale date will be around $35,000.