·       Revised interior and exterior design elements

·       Dual View touch-screen available for the first time

·       WhiteFire^TM wireless technology enhances rear seat entertainment

·       Introduction of MOST Gen 2.1 electrical architecture

·       825W audio system powers the Premium Harmon Kardon LOGIC 7

·       New powered tailgate

·       Say What You See Voice Command

The Range Rover Sport line-up receives a number of upgrades for 2012. Interior and exterior colour revisions, an enhanced In-car Entertainment system and a new powered tailgate have been introduced to the line-up for 2012.

External and interior design elements have been enhanced for 2012. As the flagship for Range Rover Sport, Autobiography Sport is the ultimate expression of sporting luxury and individual style. Autobiography Sport gives customers the opportunity to put their own original stamp on their vehicle and make it truly exclusive.

handles. There are chrome tailpipes as well as 20 inch 5-spoke alloy wheels with new ‘Range Rover’ centres.  

A new powered tailgate has been introduced. Operated by a button located on the fascia, the key fob or tailgate, the lift height can now be set by simply holding the tailgate at the desired height and pressing the tailgate button for 10 seconds. The height can be overridden to accommodate other drivers, providing effortless use and greater convenience to the user.

Infotainment levels significantly upgraded for 2012

A significant upgrade for the 2012 Range Rover Sport is the addition of the MOST Gen 2.1 electrical architecture to the Hi-ICE and Premium audio and infotainment systems. There’s new connectivity supporting DVD audio formats on the Hi-Line and Premium systems, a Hard Disc Drive Music server, Dual Tuner to give a seamless signal, iPod and video streaming by USB, audio streaming by Bluetooth and two USB ports are located in the console lid.

Rear seat entertainment is further enhanced with the availability of WhiteFire^TM wireless technology incorporating cordless headphones. The Hi-ICE Harman Kardon System has been upgraded from 9-speakers to 11-speakers and the output boosted from 240W to a substantial 380W. The Premium Harman Kardon LOGIC 7 system has seen the most dramatic improvement, from 14 to 17 speakers and an almost unbelievable increase in output power from 480W to a staggering 825W.

For the first time on a Range Rover Sport, the next generation 7-inch touch-screen offers Dual View technology, allowing the driver to view the navigation display whilst the passenger watches a DVD.

Hard Disc Navigation systems include Traffic Message Channel (TMC) and destination entry by voice. The new ‘Say What You See’ voice command on premium systems helps the driver learn commands with useful step-by-step screen prompts and allows the use of spoken short codes. There’s also a new 7-day timer for the Park Heater.

Dynamic driving experience

Land Rover’s remarkable 5.0 LR-V8 petrol engines continue to head the Range Rover Sport powertrain range in 2012. With the supercharged version developing 375kW and 625Nm torque, it set new standards in petrol engine design when first introduced, packed with innovative design features aimed at boosting both performance and economy. The 5.0 LR-V8 supercharged has CO₂ emissions of only 348g/km.

The Range Rover Sport is also available in diesel guise with the TDV6 engine developing 180kW and 600Nm of torque ensuring optimal refinement and efficiency. The third generation common rail fuel system conforms to EU5 emissions regulations and emits just 243gms/km of CO_2.

6-speed automatic transmission – responsive and refined

Equipped with the ultra-refined ZF HP28 6-speed automatic transmission for 2012, its characteristics have been optimised by Land Rover engineers to provide the same class-leading response and rapid, refined shifts on all engines. Its superior power and torque characteristics make it possible to actuate the transmission’s lock-up clutches much earlier in each gear, reducing slip through the hydraulic torque converter, optimising both fuel consumption and CO₂ emissions.

Advanced chassis, braking and suspension

As standard on the Range Rover Sport 5.0 LR-V8 supercharged petrol an Adaptive Dynamics system is available which operates in conjunction with the existing Dynamic Response system. With Adaptive Dynamics, DampTronic Valve Technology™ replaces conventional dampers and monitors damper pressure 500 times a second, continuously adapting to surface conditions and driving style thanks to an active valve technology. The chassis is complemented by high performance braking systems which include four-piston opposed calliper front disc brakes on the diesel models and lightweight aluminium, six-piston Brembo callipers for the supercharged models. A variable ratio steering rack improves stability in high speed cruising and increases driver involvement on twisting roads. The high performance character of the Range Rover Sport chassis is further emphasised by the Roll Stability Control system which responds to steering inputs from the driver and intervenes by braking individual wheels if the possibility of a rollover is detected.

Off-road ability still the best in class for 2012

When it comes to off-road ability, Land Rover vehicles are acknowledged as setting the standards for others to follow. 

Hill Start Assist retains the initial driver-generated brake pressure, long enough for the foot to move from brake pedal to throttle without the car rolling backwards. The brake is released after a sufficient time has elapsed or when the engine is supplying enough torque to move the car up the hill. Hill Start Assist is always available, not selectable, and neither is its operation indicated to the driver.

Gradient Acceleration Control is designed to provide safety cover on severe gradients when the driver does not have Hill Descent Control engaged. By pressurising the brake system, Gradient Acceleration Control slows the car to a limit determined by the throttle position when the car is descending the slope in the driver’s intended direction of travel. This includes descending the slope forwards in drive, or rearwards in reverse. Otherwise (such as descending while facing up the gradient with Drive selected) Gradient Acceleration Control restricts speed to 5km/h for up to 20 seconds, allowing the driver to regain proper control.

e_terrain technologies boost economy and lower CO₂ emissions

The new Range Rover Sport is laden with features aimed at reducing both fuel consumption and CO₂ emissions. The high pressure, spray guided direct injection system of the 5.0 LR-V8 optimises combustion while the variable camshaft timing system, camshaft profile switching (naturally aspirated only) and variable inlet manifold all join forces to ensure the engines are optimised for fuel efficiency

throughout the range. Thanks to the advanced cooling system, faster warm-up also improves fuel economy as do the low friction design features.

All engines have been optimised for low-end torque as well as economy, making it possible to activate the lock-up clutch of both the ZF 8HP70 and the 6HP28 automatic transmission at lower speed. This reduces ‘slip’ in the hydraulic torque converter improving both fuel consumption and CO₂ emissions. The higher torque at lower rpm also enables longer gearing for more economical cruising.

The Range Rover Sport incorporates several other energy saving features too. At standstill, the idle speed of the 3.0 LR-TDV6 is a low 710rpm and the 5.0 LR-V8 supercharged, 700rpm, using the minimum of fuel without compromising refinement. An Intelligent Power Management System includes Smart Regenerative Charging, so whenever possible the alternator charges the battery when it is most economical to do so, such as when the car is coasting rather than accelerating.

Aerodynamic features at the front end such as the lower chin spoiler and front wheel deflectors help to reduce drag by increasing underfloor airflow. The air conditioning pump is driven through a clutch which disengages when the air conditioning is not in use reducing parasitic losses and delivering improvements in fuel consumption and CO₂ emissions. 

Volvo Car Corporation's safety leadership is once again confirmed by full star results on both sides of the Atlantic.

The Volvo V60 received five stars and has been named best car in the Large Family category in the 2011 Euro-NCAP rating.

In the United States, the Volvo S60 achieved an overall five star NHTSA crash test rating.

"It is very good news that our aim to offer customers the safest cars on the market is confirmed by several independent evaluations on different continents. However, this is just part of the complete picture of a car model's real life safety performance and the effort we dedicate to offering customers world-leading safety," says Thomas Broberg, Senior Safety Advisor at Volvo Car Corporation.

In addition to being the top achiever in the Euro-NCAP Large Car Family category, the Volvo V60 was also rewarded for the low-speed collision avoidance system City Safety.

Outstanding European car in the United States

In the United States, the S60 was rewarded with an overall five stars in the NHTSA (National Highway Traffic Safety Administration) 5-Star Safety Ratings, also known as US-NCAP (New Car Assessment Program).

The S60 is the only car that got five stars in each of the three crash tests (frontal, side pole and side barrier) - and it also received a five-star rollover rating.

The S60 is currently the only European luxury car in the U.S. that has these top NHTSA ratings, an IIHS (Insurance Institute for Highway Safety) Top Safety Pick, and is available with all of the active safety technologies recommended by NHTSA.

A new way to tackle the task
The 760 was concieved in a time when conditions changed almost daily and in the company there were many strong and different opinions regarding the new car. There was no Internet to surf in order to broaden the views but Volvo made use of the best possible tool available at the time, a very thorough analysis of the surrounding world. Careful studies and large mental flexibility would lead the team on to the right track and along that track there was very little room for mistakes.

More car at less weight
It was decided that reliability, fuel efficiency, longevity, serviceability, low noise levels, design and performance in that order should guide the development work on the new project. It was also decided that rear-wheel drive should be employed, that the wheelbase should be 10 cm (4") longer than that of the 240. The car was also to be somewhat shorter than the 240 but have the same width and be 100 kg lighter.  For cost reasons most of the technical content was to be carried over from the 200-series with only minor modifications. This was, for instance the case with transmissions, suspensions and many other system solutions. The exterior design, however, had to be brand new.
 
The project, which was now known as the P31, was subject to changes. The technical specifications were only finalized at about the same time as the final design was frozen. Choosing the right design is just as difficult and important as filling the car with the right technical content.
The introduction was initially planned for 1980 but was at this stage postponed until 1981.
 
Boxiness becomes a concept
There were many design proposals to consider, many of them from outside designers. Most of them were sedans but Volvo's head of design, Jan Wilsgaard, was more into a hatchback. The finance department, on the other hand, wanted a design with straight and flat surfaces, with angular lines, preferably 90 degrees, in order to reduce the production costs as much as possible,
 
In the end, the battle stood between the favourite of the marketing department and the engineering department alternative, when the sometimes very secretive Wilsgaard pulled an unknown contestant out of his sleeve. It was his own proposal which blended the properties in a different way: A car with a drawn out rear end in the estate fashion with straight body sides and with an abruptly cut-off rear, in other words a cut-back. This cut-back remained in the final discussions but eventually a modified version of it - a sedan with an almost vertical rear screen and boxy rear section - was chosen. The straight sides lent the interior a spacious feeling which was also very comfortable. And above all, the car had real character.
 
It soon proved to be the right choice. In the midst of the round and slippery soap dishes offered by other manufacturers, the Volvo boxiness was a hit and soon turned into a hallmark. Very valuable during this selective process was the use of so-called product clinics which Volvo used for the first time and at which people's reactions regarding the new car were investigated without revealing any details like the brand of car etc. The reactions were not entirely positive, but in the USA, the planned main market for the new car, people loved it and looked upon it as their type of car.
 
Guiding large parts of the development work and affecting the project, besides the design, was new legislation and the engine programme. There were still drawing boards in the engineering department but computers were used in an increasingly larger scale with advanced calculation models, especially in the safety development work. By now, the project entered its final phase and at the beginning of 1978 it was humorously re-named 1155, i.e. five to twelve. It was time to hurry up.
 
VCC - an appetizer
A lot of things happened before the 70s turned into the 80s. In the spring of 1978, the first driveable prototype was ready and many more test vehicles were quickly finished. The time-consuming and thorough field test work started and the cars covered a total of 3.200.000 km on three continents, in the hottest and coldest climates available, in order to sort every thinkable detail.
 
In 1979, the AB Volvo car division was turned into its own company - Volvo Car Corporation - with Håkan Frisinger as its first CEO and in 1980 an interesting concept car was shown which hinted more than just a little bit about what was coming a year later. The Volvo Concept Car was an updated version of Wilsgaard's cut-back which was the real design inspiration of the 760. Although shorter at the back than the 760 was to be, it was almost identical.
 
The VCC is today on display in the Volvo Museum. The name, in its shortened version, also stood for the initials of the company, Volvo Car Corporation. In terms of technical content, the VCC featured the constant-track rear suspension of the forthcoming 760 and a powerful turbodiesel which showed the enormous future potential of the compression engine principle.
 
Driving pleasure and common sense
The plans for the 760 launch at the 1981 Frankfurt Motor Show had to be pushed forward again and when Volvo finally presented the car, in February 1982, an elegant car with a completely new and unconventional design was shown; pleasant to drive, comfortable and offered with three different choices of engine: a four-cylinder turbo, the V6 now bored out to 2.8 litres and the Volkswagen-built but Volvo specified in line-six D24 turbodiesel. When fitted with this engine, the 760 was the quickest diesel car off the mark in the world at the time.
 
In Sweden, the new 760 GLE was priced just below the psychological SEK 100,000 limit - at SEK 99,800 - and for that money the customer got a car that was very well equipped: a V6 engine with automatic transmission, air conditioning, a sunroof and power steering. No wonder the sales took off instantly, both on the home market and abroad. In true Volvo manner, sales started from the top down, with the 760 GLE followed later by the 740 series, in four and five door versions.
 
The Volvo 760 became a turning point for Volvo Car Corporation, product wise and financially, and formed the basis for the continuation of the company. Without the 760 no 850, without the 850 no S80 and so on. But it was an investment of gigantic proportions, SEK 3.5 billion. The whole idea behind it was that the 760 and all future derivatives were to keep up the sales during the rest of the 1980s and the beginning of the 1990s, which they did. It wasn't until 1998 that production ended with the V9 the last Volvo car with its roots in 760 technologies.
 
In total 221,309 units of the 760 were made (1,230,704 including the 740) before it was replaced in the autumn of 1990 by the more modern 960. By then, the 7 had been a profit-maker and prestige-builder par excellence for Volvo Car Corporation for almost a decade.

·        Two new TDI engines improve fuel economy by up to 15 per cent

·        Top engine with bi-turbo consumes just 8.9 l/100 km

·        20 000km service intervals

·        Towing capacity of up to 2 tons trailer load

Volkswagen Commercial Vehicles is presenting the new Crafter with a sharpened design, optimised interior, the latest generation of the fuel efficient TDI engines which significantly reduce fuel and maintenance costs.

Thanks to the new four-cylinder common rail diesel engines, the fuel consumption and CO2 emissions have been significantly lowered.  As a result, fuel and maintenance costs have been decreases substantially. Other important parameters were improved as well; the vehicle’s maximum payload was increased by nearly three per cent on some derivatives. The 20 000km service intervals allow for the new Crafter to be efficiently utilised for an extended period. 

The Crafter was first launched in South Africa in April 2007 and to date it has sold over 4 000 units, which makes it the second best-selling Medium Commercial Vehicle (MCV) Panel Van in South Africa.

Improved and cleaner TDI engines

The technically and visually perfected Crafter raises the bar in the segment of medium commercial vehicles (3.5 to 5.0 metric tonnes allowable gross weight) to new, more eco-friendly and cost-effective levels. Improvements are primarily due to the new vehicle’s exceptionally efficient 2.0-litre TDI engines with common rail direct injection. They replace the 2.5-litre TDI engine that was used in all previous Crafter versions with 6-speed manual gearboxes. The new four-cylinder engines are available with two power outputs: 80kW and 120kW and both are mated to a 6-speed gearbox.

The Crafter 2.0 BiTDI with 120kW illustrates just how fuel-efficient the new engines are: it consumes just 8.9 l/100 km (equivalent to 235 g/km CO2); this represents a fuel savings of up to 1.5l/per 100 km compared to the now replaced previous model. The engine, with a technical configuration similar to that used in the Amarok and T5, develops a maximum torque of 400 Newton metres thanks to bi-turbo charging (+50 Nm); this maximum torque is already available from 1,800 rpm and enables impressive driving performance in all situations.

Exceptional fuel-efficiency and large power reserves also characterise the power level of the 2.0-litre TDI. Compared to the equally powered five-cylinder engines with 2.5-litre engine displacement, its maximum torque is available over a broader rev range. In the case of the 80kW version, 300 Newton metres are continuously available from 1,500 to 2,250 rpm. The new Crafter with the 80kW engine consumes 9.6l/100km of fuel (equivalent to 253 g/km CO₂).

The new Crafter also gets a gear shift indicator to aid the drivers to select an ideal gear for fuel economy.

Exceptional fuel consumption

Besides being kind to the environment, the Crafter’s new four-cylinder engines also safeguard owners’ budgets for fuel and maintenance. Along with significantly reduced fuel expenses, expenditures for maintenance and vehicle operation have been significantly reduced; this is primarily attributable to reduced service costs. As usual, Volkswagen Commercial Vehicles also provides a 12-year body protection (anti-rust) warranty on the new Crafter.

In addition, the significantly lightweight four-cylinder engines and other measures have reduced the new Crafter’s kerb weight in practically all versions. This has a direct positive impact on maximum payload. In some versions, it is possible to load up to 44 kg more cargo – nearly three per cent more – and for many businesses this is a decisive factor.

Fresh styling of the front-end and interior

In purely visual terms, the new Crafter is characterised by a styling that has been revised with feeling. With the horizontal geometry of the radiator grille and its now single-piece front fascia, the front end adopts the company’s current “design DNA” which also characterises the Caddy, Amarok and T5 model range. Fresh and rugged materials are used in the updated interior. Special, optional cushioning in the doors acts as a second armrest, providing for even better comfort. Inside and out, the new style of the VW emblems is also eye-catching. Also sporting a new look are the chrome vehicle badges.

The high-end dashboard was also redesigned with an even more user-friendly layout.

Extensive offering

The Crafter, now improved in many areas, continues to impress with an exemplary versatility. Overall, the model line-up comprises of two weight classes – 3.5 and 5.0 tonnes –, two wheelbases – medium and long– and one basic body type – Panel Van. The Panel Van is available with three different roof heights and with a longer rear overhang.

Of significance to suppliers of custom engineered cabs: the Crafter has a user-programmable interface to the vehicle electronics. It enables many customised options for controlling electronic functions.

Safe driving characteristics and standard active safety features

The new Crafter comes standard with active safety features such as Electronic Stabilisation Programme (ESP) with braking assistant, ABS, ASR, EDS and emergency braking signal (automatic activation of the hazard lights).

To achieve neutral driving behaviour, the new Crafter relies on proven elements in its basic construction: independent wheel suspension in front guided by lower wishbones, transverse leaf springs and damper struts and a rigid rear drive axle with longitudinally mounted parabolic springs. The central bearing of the front transverse leaf springs – made of weight-reducing composite materials instead of heavy steel – simplify tuning of the running gear.

Overview of standard features

·        Airbag for driver

·        ESP

·        Power steering

·        First aid kit with warning triangle

·        Single tone horn

·        Tie-down eyes for load restraint

·        Rubber floor covering in cab

·        Heating system (mechanically controlled) in cab

·        Vehicle immobilisation device (electronic)

·        Radio remote controlled central locking

·        Electric windows

·        Windshield wiper with intermittent control

·        Rear wing doors without window apertures

·        Without breakaway interior rear view mirror

·        Double bench passenger seat in cab

·        Headrests, height-adjustable

·        Tasamo cloth seat covering

·        Headlight-range adjustment

·        Radio preparation with 2 speakers

·        12-volt socket in cab

·        Driver partition

·        Steel wheels 6.5J x 16 with Tires 235/65 R16 (5.5J X16 with 195/75 R16 for Crafter 50)

·        Steel spare wheel with original equipment tires and tool kit with special jack

·        Mud flaps front and rear

Optional features

·        Towbar

·        Dual sliding doors

·        Air conditioner

·        Cruise Control

·        Passenger airbag

·        Towbar preparation

·        Radio/CD with MP3

·        Window cut-outs in load compartment for window retrofitting

Retail Prices (VAT Included)

Crafter 35

Crafter 35 2.0 TDI 80kW Medium Wheelbase                 R331 000

Crafter 35 2.0 BiTDI 120kW Medium Wheelbase                        R357 000

Crafter 50

Crafter 50 2.0 TDI 80kW Long Wheelbase                     R393 700

Crafter 50 2.0 TDI 80kW Extra Long Wheelbase                        R403 700

Crafter 50 2.0 BiTDI 120kW Long Wheelbase                R423 000

Crafter 50 2.0 BiTDI 120kW Extra Long Wheelbase       R433 000

§ The new model in the 500 range

§ In Europe in the last quarter of 2012

Fiat presents the first official images of the 500L, the new model which will have its world preview at the International Geneva Motor Show on 6 March this year.

500L - the L stands for ‘Large’ - is the new addition to the 500 range, which, following the Abarth and Cabrio versions, furthers the brand’s strategy, with the aim of extending its offer by introducing models in a position to satisfy different types of customers.

With the ‘L’, the 500 expands and grows together with customers, to accommodate new experiences and needs once more.

With MPV passenger space combined with the feel of a small SUV on the road and the restrained dimensions and efficiency of a B segment car, the new Fiat model defies the conventional distinctions between the various segments, combining the typical characteristics of different categories in order to create a distinctive alternative to the traditional B and C segments.

With the 500L, the Fiat brand demonstrates its creative spirit once more: a marriage of functionality and emotion, it features a 5-seater single-volume structure which is 414 cm long, 178 cm wide and 166 cm high. It is a further development of the concept of ‘cab forward’ introduced by Fiat with the 600 Multipla, a precursor to the concept of the compact people carrier.

Produced at the Fiat factory in Kragujevac, Serbia, 500L is a ‘first car’ for those who won’t settle for anything less than Italian style, the versatility that comes from a functional design and engine technology that sets the bar in terms of efficiency.

The Fiat 500L will be introduced to Europe in the last quarter of 2012, with an engine range which will initially comprise two petrol engines (TwinAir and 1.4-litre) and a turbodiesel engine (1.3 MultiJet II) and the most advanced, state-of-the-art technology from Fiat Group Automobiles.

General Motors South Africa has announced the introduction of a 2.2 litre turbo diesel engine option for the popular Chevrolet Captiva SUV. This latest generation common rail diesel engine with variable geometry turbocharger produces 135kW @ 3800 r/min and 400Nm of torque at 2000 r/min. Drive is through a 6-speed automatic transmission to all four wheels. This top of the range diesel Captiva features Chevrolet’s comprehensive LTZ specification level.

Chevrolet’s 2.2 litre DOHC turbo and intercooled diesel engine is one of the most powerful and fuel efficient engines in its class. At the core of this is its advanced design and the incorporation of a high-pressure common rail fuel injection system – the system pressure is 1800 bar – together with variable geometry turbocharger (VGT).

Highlights of this latest generation turbo diesel engine include a double overhead camshaft configuration with four valves per cylinder and variable swirl combustion chamber design for optimised combustion, enhanced performance, and minimised emissions with reduced diesel particulates. Engine vibration and knock have also been minimised for improved durability.

Camshaft timing is by way of a chain drive for improved timing accuracy and lower maintenance costs. A hydraulic tensioner in the chain drive ensures that the system always operates within its tight timing specification. The chain drive system also contributes to a reduction in engine noise and vibration.

The diesel injection system is a high-pressure common-rail design operating at a pressure of 1800 bar. Precise timing and measurement of the fuel charge is accomplished by the use of solenoid type injectors. This system ensures an optimised fuel/air mixture and injector spray pattern into the combustion chamber.

The geometry of the vanes in the turbocharger is continuously variable to ensure the best possible flow of air to the engine. Electronic control is by means of pneumatic and position feedback sensors. A linear actuator in the system ensures fast response and a precise throttle movement for a smooth driving experience.

This all-new engine has a very rigid engine block, an aid to reduced NVH (noise, vibration and harshness). The advanced combustion chamber design has enabled the compression ratio to be reduced from in excess of 17:1 on previous engines, to 16,3:1. The result is an engine that boasts higher specific power with lower emissions than on the previous design.

Already a clean burning engine by design, the Chevrolet 2.2L engine has a high efficiency exhaust gas re-circulation cooler that channels unburnt exhaust gas back into the induction system for lower emissions. This system not only assists in lowering emissions but also improves engine life by improving combustion and reducing engine knock and vibration.

A close-coupled diesel particulate filter is included in the exhaust system to filter out post combustion particulates that are commonly seen as soot emissions from engines without this type of filter. The particulate filter system is maintenance free for the life of the vehicle and complies with Euro-5 emissions standards.

Other features of this engine include oil-jet cooled pistons, a balance shaft module integrated into the oil cooler for significantly reduced noise and vibration, and a dual-mass flywheel that eliminates low frequency resonance and transmission noise at low engine speeds.

The aluminium cylinder head is produced using a rotocast process for reduced weight. The spiral surface design of the intake ports assists in creating swirl in the intake charge for an improved fuel burn characteristic.

Chevrolet Hydra-Matic 6- speed automatic transmission

Drive is to all four wheels via a 6-speed Chevrolet Hydra-Matic 6T50 transmission. This is an advanced electronically controlled automatic transmission with a compact design.

The key concept behind this all-new 6-speed auto transmission is the small size and packaging of the unit. By placing the gearsets on the same axis as the engine crankshaft centreline Chevrolet transmission engineers have been able to realise a far more compact form for the transmission, particularly in the fore-to-aft dimension.

Rather than “fold” the transmission around the end of a transversely mounted engine, a normally bulky installation, the 6T50 transmission has its gear train arranged in line with the crankshaft centreline.

To save even more space the traditional “freewheel” gear change mechanism is replaced by a multiple clutch system with gearshifts accomplished by engaging and disengaging clutches simultaneously during gear shifts. Sophisticated electronics enable the precision timing required to synchronise the clutches.

An exception is the shift between first and second gears where there is a large difference between the ratios. In this instance a regular “freewheel” mechanism is used to provide a smooth transition.

Quick acceleration combined with efficient cruising

The selection of a 6-speed transmission has allowed a wide range of ratios to be used to optimise performance and economy. The first gear has a high ratio to facilitate good acceleration from rest. Conversely sixth gear is an overdrive ratio that allows for low engine revs at highway cruising speeds.

The electronic control of the transmission provides for adaptive shift control including automatic gradient braking. This instructs the transmission to remain in a lower gear rather than shift up if it senses that the vehicle is decelerating or coasting on a downgrade. This reduces the need for the driver to apply the brakes during a hill descent. The transmission control module receives inputs from sensors that monitor brake usage, vehicle acceleration rate, and throttle position. It can even monitor whether or not a trailer is hitched to the vehicle.

The torque converter used in the Chevrolet 6T50 transmission uses a single plate lock-up clutch which provides a mechanical coupling to the drive with no slippage and minimal power loss. The oval, or hyper-elliptical, form of the torque converter reduces the overall thickness of the component for an additional space and packaging advantage. GM’s electronic controlled capacity clutch (ECCC) technology assists in dampening vibrations.

The helical gears used in the transmission are precision ground and honed for the finest of tolerances. With closer tolerances the gears are less prone to producing transmission noise in the form of a whine or humming sound often associated with gear trains.

Proprietary transmission fluid lasts lifetime of transmission

The Chevrolet 6T50 automatic transmission fitted to the Captiva Diesel is filled with GM specification DEXRON-VI fluid that in normal usage will not need to be changed over the life of the transmission. This fluid was developed to have a very consistent viscosity profile for more consistent shift performance in extreme conditions. It also is highly resistant to degradation over time.

Feature packed Chevrolet LTZ specification level

The Chevrolet Captiva 2.2D LTZ boasts a host of high-level interior features including:

• Leather gear lever cover
• Leather steering wheel cover
• Leather trim
• Power steering
• Steering column adjustment for both height and reach
• Height adjustable driver’s seat
• Power adjustment for driver’s seat
• Lumbar adjustment
• Climate control air conditioner
• Electric windows front and rear
• Electric remote side mirrors with foldaway function and heating
• Heated rear window
• Moisture sensitive windscreen wipers
• Cruise control
• Automatic anti-dazzle rear view mirror
• Map lights
• Courtesy lights for boot, door, and glove box
• Automatic headlight activation
• Opening glass panel on tailgate
• Rear park assist
• Sunglass holder
• Sunroof
• Roof rails
• Front loading radio/CD combination with RDS/MP3/AUX/Bluetooth
• 8 speakers
• Satellite controls for audio system on steering wheel
• On-board computer

The Captiva 2.2D LTZ, like all models in the Chevrolet Captiva range, is covered by a 5 year/120 000 km warranty with anti-corrosion cover for 5 years and unlimited kilometres. Roadside assistance is available for the full term of the warranty.

Service intervals are 12 months or 15 000 kilometres.

A 3 year/60 000 kilometre service plan is included in the price.

Sonic Sedan adds three models to Chevrolet Sonic range

Chevrolet Sonic Sedan

The new Chevrolet Sonic Sedan adds traditional sedan body styling to the exciting Sonic range introduced to South African buyers in late 2011.

This sedan body style caters for more mature buyers who favour a three-box body configuration with a boot over a more youth oriented hatchback styling. This addition to the Sonic range follows the uncompromising design criteria of the Sonic Hatch and like its sporty stable mate, brings new levels of style, quality, and refinement to the small car segment.

As with the Sonic Hatch, the Sedan models are offered with a choice of either 1.4 litre or 1.6 litre petrol engines. The 1.4 litre engine produces 74 kW @ 6000 r/min with 130 Nm of torque while the 1.6 litre engine delivers 85 kW @ 6000 r/min with 155 Nm of torque @ 4000 r/min.

A global first for Chevrolet in the small car segment is the introduction of a 6-speed automatic transmission as an option on the Sonic Sedan. This is matched to the 1.6 litre petrol engine. This electronically controlled transmission includes adaptive shift control that allows engine braking when slowing down or negotiating steep downhill gradients.

All three Sonic Sedan models feature the comprehensive Chevrolet LS specification level.

Diesel power for Chevrolet Sonic Hatch

Coinciding with the extension of the Sonic model range to include sedan variants is the introduction of an advanced 1.3 litre diesel engine option for the Sonic Hatch to complement the 1.4 and 1.6 litre petrol engines.

This latest generation turbocharged and intercooled common rail injection diesel engine produces 70 kW with peak torque of 210 Nm. It achieves this level of performance together with a miserly average fuel consumption of a little over four and a half litres per 100 kilometres. Variable vane turbocharger technology ensures optimum power and torque delivery over the full engine range with exceptional fuel economy.

Drive is via a 6-speed manual transmission.

As with the other models in the Sonic line-up the trim specification is the Chevrolet LS level.

New global architecture for Chevrolet Sonic

The all-new Chevrolet Sonic is set to redefine Chevrolet’s presence in the global ‘B’ segment for passenger vehicles.  It has been designed, engineered and executed through production to compete with the best vehicles on offer globally in the small car segment.

The Sonic is based on General Motors Body-Frame-Integral (BFI) 5-seat passenger vehicle global styling and design philosophy. This brings together the exceptional global resources available to GM in the fields of vehicle design, styling, engineering and manufacturing talent. These resources have been pooled to create vehicle platforms that are expected to set new benchmarks in exterior styling; interior design; ride and handling; quality execution and powertrain performance.

The Chevrolet Sonic is the first model developed off GM’s all-new global front wheel drive small car architecture known as ‘Gamma’. This global vehicle architecture is the foundation for new small car offerings from GM that will be sold in more than 50 countries going forward through the next five years. By the 2014 calendar year this architecture is expected to account for as many as 2,4 million vehicles produced around the world.

Exterior design

The Sonic has been conceived as highly refined vehicle with a sporty and youthful character.

Viewed from any angle the Sonic presents itself as a progressive vehicle with style and polish. While the core design philosophy for the hatch and sedan models is essentially the same, each presents its own unique character.

The 5-door hatch presents itself as a modern 2-box form with aggressive feature lines; taut lean surfaces; and pronounced wheel arches that hug the wheels for an aggressive stance. The looks sum up the character: Sporty, fun to drive, and planted to the road.

The Sonic Sedan adds a level of maturity with its traditional three-box form. The definitive modern styling is carried through into the sedan configuration with the taut lines of the hatch blended into the sleek rearward extension for the boot. The character of the Sonic sedan is more conservative, and perhaps a little more upmarket in its presence, tailored towards the more mature buyer. It shares the same sporty attributes of the Sonic Hatch but in a slight more reserved presentation.

The Sonic makes a fresh, modern, and progressive statement in the global small car segment. That said its, Chevrolet heritage, drawn from 100 years of experience in vehicle manufacturing, is immediately apparent.

Typical of the Chevrolet brand identity is the prominent signature dual port grille with its distinctive “bow-tie” motif. The chrome surround of the grille is offset against a matt-black honeycomb mesh grille.

The headlamps – a key design element – are, in the words of the design team, “exposed” with a similar styling treatment seen on some motorcycle headlamps. The headlamps don’t have traditional lens covers. This allows for a true three-dimensional appearance for the forward corners of the Sonic. The quad-halogen reflector lamps are housed in dual tube-style mounts with contrasting high-gloss black bezels and chrome surrounds providing a jewel like accent to the front face of the vehicle.

The bonnet surface has a subtle centreline break with crisp scallops outboard that run from the cowl to the forward bonnet line for an aggressive swept appearance.

The forward and high positioning of the cowl line creates a swept, aero appearance for the windscreen and upper cab area as it transitions into the roof-line. This treatment also provides for improved visibility. The windscreen is inset 6mm into the “A” pillar, a treatment that enhances aerodynamics and optimises windscreen wiper performance by decreasing airflow over the windscreen surface.

A dramatic offset between the roof rails and the shoulder line compliments the pronounced wheel arches and wide track (1509mm) of the Sonic that define its aggressive body-in, wheels-out design philosophy.

Clearly defined wheel arches follow the body-in, wheels-out design formulated around a wheelbase of 2525mm that is key to the athletic appearance of the Sonic.

Interior styling

The theme of sporty sophistication is applied to the interior of the Sonic.

The interior environment is created around Chevrolet’s signature dual-cockpit theme but with a progressive interpretation based on “colour that envelopes the front occupants”.

The Sonic offers a spacious interior, including functional luggage volume that is at the top of the range amongst its global competitors. Surface treatments, especially those where panels meet, have been refined to the extent that they offer near-zero gap tolerances for an exceptional level of visual quality.

Surface finish and the styling of interior appointments are tuned for visual appeal but also to tactile and audio senses as well. Extensive provision is made for the stowage of odds and ends within the vehicle with numerous intuitively located receptacles provided.

The seats and their related mounts and structures have been designed to provide best-in-class levels of comfort and support. A high level of electronic connectivity is provided for. Unexpected in this class of vehicle is the creative application of ambient lighting styling cues within the vehicle.

The interior styling team drew on the comprehensive facilities available to them for computerised three-dimensional mathematical modelling to arrive at the instrument cluster design. This resulted in a combination analogue/digital arrangement based on a traditional tubular shaped analogue tachometer on the left and a rectangular liquid crystal display for the speedometer on the right. The combination display provides for the display of all common telltales that keep the driver informed of engine operating parameters and the traditional indicators for turn signals and lights.

The overall interior design and the execution of that design is targeted at challenging established norms in the class.

New level of refinement

The aesthetics of the new Chevrolet Sonic convey an overall first impression of refinement and quality. The engineering team has ensured that this all-important first impression of quality is carried right through the vehicle from the basic structure, through the achievement of low levels of noise vibration and harshness, and attention to manufacturing detail. The overall objective throughout the development of this new global Chevrolet model has been to create one of the most highly crafted vehicles in its class.

The Sonic is the first vehicle to be produced based on General Motors’ latest global front-wheel-drive small vehicle architecture. At the core of this is the philosophy of a body-frame-integral (BFI) structure. With BFI the upper body structure and frame are engineered in a single unit to enable a more weight efficient and stronger structure. BFI structures offer a superior foundation for achieving a sporty vehicle characteristic and open up a broader range of styling opportunities.

The application of the BFI structure in the Sonic together with a number of holistically designed structural enhancements that incorporate advanced high-strength steels has ensured that this new small car from Chevrolet has torsional rigidity and stiffness ratings that are amongst the best in the global small car segment.

High-strength or advanced high-strength steels are used in more than 65% of the lower body structure of the Sonic and 50% of the upper structure. Most notable are the application of dual-phase, bake hardening, and press hardening steels – materials used in the “B” pillar, font header, side rocker panels and rear bumper areas of the Sonic. These structural elements are designed to meet the requirements of 5-star NCAP safety tests and provide the ability for the Sonic to support 4,2 times the weight of the vehicle in the event of a roll-over. This performance well exceeds roof crush standards applied around the world.

A practical measure of the advances made in materials used in the new Sonic can be gauged from the comparative strengths of materials used in previous models versus those in the latest model. High tensile steels used previously were in the tensile strength range of 340 to 550mpa. The advanced steels used in the Sonic regularly reach tensile strengths of 1000mpa or higher.

Refinement in the new Sonic extends to a pleasantly quiet cabin ambience. The focus on ride comfort and refinement in the design stage of the vehicle has resulted in a surprisingly low interior noise level for a vehicle of this size. The wind noise rating for example is just 40,5 decibels.

Powerful and efficient powertrain

The powertrain options for the Sonic Sedan and Hatch include two latest technology four-cylinder petrol engines that offer a superb balance between performance and efficiency. Outstanding refinement, efficiency, power and torque across the range ensure that a fun-to-drive experience. These 1.4 and 1.6 litre engines drive through a 5-speed manual transmission with a 6-speed electronically controlled automatic transmission available as an option on the Sonic Sedan 1.6 LS.

Added to this is an advanced technology 1.3 litre common rail diesel engine with variable vane turbo and intercooler.  Drive is via a 6-speed manual transmission. This engine is only available on the Sonic Hatch.

The 1,4 litre petrol engine produces maximum power of 74kW @ 6000 r/min and peak torque of 130Nm @ 4000 r/min. Combined cycle fuel economy is estimated at 5,8 l/100km.

The 1,6 litre petrol engine produces maximum power of 85kW @ 6000 r/min with peak torque of 155Nm @ 4000 r/min. Combine cycle fuel economy for this engine option is estimated at 6,5 l/100km.

The 1.3 litre diesel engine produces maximum power of 70kW @ 4000 r/min and 210Nm of torque at just 1750 r/min. Average fuel consumption measured in Chevrolet factory tests is a miserly 4,6 l/100km.

Ride and handling

The new Sonic has been engineered to deliver distinctly European driving dynamics with exceptional ride comfort and responsive handling targeted at competing with the best cars in its segment.

The Sonic offers a tempered, stable and comfortable ride over even the most demanding of road surfaces. Handling is responsive with outstanding feedback and feel for the driver. It is a fun-to-drive vehicle with driving dynamics only expected in premium class vehicles offered at a far higher price.

At the heart of the exceptional vehicle dynamics is the taught BFI structure of the Sonic, measured amongst the stiffest body structures in its class. This inherently taught nature of the vehicle is a primary enabler for optimised chassis tuning and imparts a heightened sense of stability and confidence for the driver.

Chassis features include:

• McPherson strut front suspension with offset shock towers (side load compensated) and a hollow type stabiliser bar. A long engine sub-frame ensures a stiffer front end for the vehicle resulting in enhanced responsiveness and a wider tuning range for the suspension.
• Compound crank (torsion beam) type rear suspension incorporating a tubular V-shape beam for effective suspension tuning and improved performance.
• Equal front and rear track of 1509mm ensures stability and balanced dynamics front to rear.
• Vented front disc brakes combined with rear drum brakes provide for an efficient and cost effective package without compromise to stopping performance.
• ABS with EBD (Electronic Brake Force Distribution) is standard for the South African specification on all models.

Safety

The inherently strong BFI structure of the Sonic combines with an impressive array of active and passive safety features to ensure that the Sonic ranks amongst the best-in-class when it comes to overall vehicle safety.

Occupant safety was an overriding engineering objective for the new Sonic with a no compromise target of a 5-star NCAP safety rating. The highest ratings from the Insurance Institute for Highway Safety in North America were also targeted together with that organisation’s rating as a Top Safety Pick. Roll over safety is ensured by the Sonic’s capability to withstand 4,2 times its own weight in the event of a rollover, a performance that well exceeds roof-crush performance standards.

The basic integrity of the vehicle structure is supplemented by an array of active and passive safety features, including ABS anti-lock brakes with Electronic Brake Force Distribution (EBD), and driver and passenger airbag protection, including side airbags. A pedal release system offers added protection for the driver’s lower leg area. In the event of a severe frontal impact is designed to collapse away from the driver’s feet and legs to prevent them form being trapped between the pedals and the vehicle body.

Pedestrian safety was also a design consideration. The frontal area of the Sonic is designed to provide reduced exposure to pedestrian injuries caused by secondary impact with hard under bonnet objects like the battery or engine.

The substantially revamped smart fortwo sports a markedly more dynamic appearance, featuring a larger radiator grille with integrated logo, striking front aprons in a new design, horizontally arranged LED daytime driving lights, muscular side skirts and modified rear aprons. "The way in which the fortwo now displays the smart logo more prominently stands for the brand's new self-confidence," notes smart boss Dr Annette Winkler." The smart fortwo has long become an icon that is a defining feature of urban traffic throughout the world."

The chrome-coloured logo is now positioned directly in the black radiator grille. The air inlets under the number plate have been combined into a single unit, lending the smart fortwo a bolder appearance. The new, optionally available LED daytime driving lights are now arranged horizontally. There is also a choice of three new alloy wheels: the smart fortwo passion comes with a new 9-spoke alloy wheel; two additional alloy wheels fitted with wide tyres and featuring a 3-spoke and 3-twin-spoke design respectively round off the range. The choice of colours comprises seven options, including matt anthracite for the first time. The smart fortwo BRABUS Xclusive is now also optionally available in white. In addition to the three soft top colours for the smart cabrio which were previously available from the smart programme (black, red, blue), the smart BRABUS tailor made programme offers six other soft top colours.

While the main focus of this facelift is on the exterior, there are changes inside the car, too. These include a new, high-quality interior package in crystal grey, comprising a fresh leather/fabric combination for the seats, an imitation leather/fabric mix for the door trims and black imitation leather for the instrument panel in combination with a grey knee pad.

The pulse and passion equipment lines are generally more colourful options than the basic pure model. pulse and passion highlight the frame of the front grille and the rear trim strip in silver, for example, while the front spoiler, side skirts and rear apron are painted in the car's exterior colour. The door mirror caps are finished in the tridion colour. On the smart pure, these components are black.

The five lines – pure, pulse, passion, BRABUS and BRABUS Xclusive – are to be retained. Similarly, the smart fortwo will continue to be available as a coupé and cabrio version and with six engine and motor variants. The spectrum ranges from the particularly environment-friendly electric power train in the fortwo electric drive and the efficient micro hybrid petrol engine through the powerful turbo petrol engine to the fuel-efficient cdi turbodiesel. 

Here is an overview of the engine range:

Combined fuel consumption and CO₂ values with softip gearshift, values for softouch shown in brackets, top speed electronically limited; * coupé, ** "sale&care" model plus a gross monthly leasing rate of under 70 euros for the battery

The new model generation for 2012 represents the continuation of a unique success story for smart: as a trendsetter the smart fortwo has been redefining individual urban mobility for more than ten years now. It combines responsibility to the environment and high ecological standards with joie de vivre and a high fun factor. With its compact dimensions the two-seater takes up less road and parking space than any other car around.

More than 1.3 million smart fortwos have been delivered to customers since the first model was launched in 1998. 101,996 smart fortwos were handed over to customers worldwide in 2011 – 4.6 percent more than in the previous year.

The car2go mobility service is also attracting growing numbers of fans. Over 2000 smart fortwos are currently in operation for 60,000 customers in seven cities around the globe. car2go is already successfully up and running in Ulm and Hamburg (Germany), Austin and San Diego (USA), Vancouver (Canada), Vienna (Austria) and Amsterdam (Netherlands). car2go will be launching in Lyon (France), Düsseldorf, Stuttgart, Washington D.C. and other cities in 2012.