It can be very impressive for a car’s driver to be able to give it commands using his voice ala Siri, like you can do with certain cars in Malaysia like those from Ford, BMW and Mercedes-Benz. Giving commands using your voice instead of fiddling away with a control knob or a touch screen is certainly safer for the driver as his vision would not be taken away from the road.

But of course, one would have to splurge for one of these cars, and of course it would be hard to retrofit such a system to a last generation car. But soon, you might be able to enjoy voice commands in a car if you have a Clarion head unit with Smart Access, as Clarion and Google have announced an agreement to incorporate Google services such as voice recognition and search into Clarion’s Smart Access automotive cloud service.

At the announcement ceremony in Japan, Japanese publication Responsejp noted that an example voice search query to look for “good ramen restaurants”, yielded pretty usable search results even though the request was ambiguous and did not refer to a specified location. Check out a demo video above by another Japanese publication Car Watch. Very cool!

Other Google services that will be available for use through Clarion Smart Access is Google Places for point of interests, as well as Send-to-Car, which will allow you to plot a route or a destination on your computer using Google Maps prior to your journey, and have the same info ready to be used in your car when you begin your journey.

Send-to-Car is currently available for various car makes that use Google Maps in certain versions of their in-car navigation systems such as Audi, BMW, Infiniti, Kia, MINI, Mercedes-Benz and Toyota. Now it can possibly be available for any car that has a Clarion head unit with Smart Access installed as well.

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The battle of the hypercars has begun, even before any of the three contenders start production. Porsche fired the first salvo, claiming that its upcoming 918 Spyder will be faster than the Ferrari LaFerrari and McLaren P1. And that’s despite being down on power and weighing more than both its archrivals.

Porsche’s product manager James Eastwood told CAR UK the 918 Spyder’s combined 887 hp hybrid powertrain and through-the-road electric four-wheel drive make it more than capable to match its 900+ hp rivals, citing a technological advantage in its favour.

Its rear-wheel drive rivals will have to brake in a straight line, compromising corner-entry speed. The 918’s torque vectoring and independently-driven front wheels can maintain better drive and achieve higher entry and mid-corner speed. Four-wheel steer increases agility too, and is worth an extra 50 hp or 100 kg weight saving over a racing lap claims Eastwood.

As it is a prototype 918 Spyder has lapped the Nurburgring in 7 minutes and 14 seconds – much quicker than the Carrera GT and the latest 911 Turbo S – and that car was driven by an engineer rather than a racing driver. Expect it to improve on that as well as the sub-3 seconds 0-100 km/h time and 325 km/h claimed top speed when it reaches its final production form.

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The production process of Volvo’s revolutionary VEA (Volvo Engine Architecture) engine family has commenced in the company’s newly updated engine plant in Skövde, Sweden. Together with the upcoming SPA (Scalable Product Architecture) modular platform, they form a vital part of Volvo’s strategy for technical independence.

VEA’s in-house four-cylinder petrol and diesel engines plus optional driveline electrification (hybrid variants) will replace Volvo’s entire line-up of eight engine architectures. Other than Volvo’s own five-cylinder motor, the rest of its current range uses Ford-based engines (the Yamaha-designed V8 has been discontinued).

Targets for the new, smaller engines are to deliver higher performance than today’s six-cylinder units, while offering lower fuel consumption than the current generation of four-cylinders. Volvo’s revolutionary Flywheel KERS and i-ART systems will play an instrumental role in achieving that goal.

The Volvo S60, V60, XC60, V70, XC70 and S80 will receive the new engines towards the end of the year, while an all-new XC90 is scheduled to utilise both VEA and SPA technologies in full for its 2014 debut.

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Judging by “the configuration of the intake and exhaust systems,” the Wörthersee-debuting Volkswagen Design Vision GTI concept appears to use a VR6 instead of a V6 as announced, says Autocar UK.

The British publication points out that the twin-blown 3.0 litre six-pot powerplant’s two cylinder banks share one cylinder head, with a narrow 15° angle between the banks, as opposed to conventional V engines which usually have two cylinder heads (one for each cylinder bank) and 45°, 60°, or 90° angles between the banks.

A Porsche engineer has confirmed to Autocar UK that the new VW engine is a narrow-angle VR6 and that it isn’t related to the new powerplants being developed for the upcoming Porsche Macan SUV.

The publication adds that the engine could power future models such as high-performance variants of the Volkswagen CC and Volkswagen CrossBlue Coupe, and that whether the unit is all-new or simply a development of an existing VR6 is not known at this juncture.

Designed for transverse engine applications, the VR6 configuration was synonymous with Volkswagen in the 1990s, with the Passat, Corrado and Golf among the first models to receive the original engine in 2.8 and 2.9 litre forms. There was even a 2.3 litre VR5 that found its way into the Golf, Passat and Bora models in the late-1990s.

In more recent times, the 3.2 and 3.6 litre units from the EA390 engine family are in fact VR6s, although most were badged as V6s. Recipients include the Mk5 Golf R32, B6 Passat (including Passat R36 and CC 3.6), Phaeton, Touareg as well as several Audi models. The Group’s W12 and W16 engines are also combinations of VR engines.

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Either to stay in front or within contention, BMW updates its production models twice a year. We’re not talking about full facelifts (or LCI in BMW speak) here, but minor, often unannounced refreshers to keep them at the forefront of the industry. Mid way through 2013, BMW has introduced a wide scale model upgrades that will come into effect as early as this summer (late June).

The first and most significant update is the fulfilment of EU6 classification standard for all series. The latest and strictest exhaust emission regulation takes charge in September 2014 and BMW is certainly ready for its implementation.

Most models with BMW TwinPower Turbo Technology will conform to EU6 standard by summer 2013. All BMW M models, six-cylinder versions of the Z4 roadster and most diesel vehicles equipped with BMW BluePerformance technology (currently an option in European markets) will also achieve EU6 classification by the start of 2014.

On the drivetrain front, new four-wheel drive BMW 118d xDrive and 318d xDrive Sedan and Touring models are introduced with a 143 hp four-cylinder diesel engine. Exclusive to the F30 3 Series sedan will be a new range-topping 335d xDrive model with a 313 hp straight six-cylinder diesel motor.

Moreover, the eight-speed sports automatic transmission available for the BMW 1, 3 and 6 Series will be complemented by the new Launch Control function. Previously only offered on BMW M automobiles, this feature permits acceleration with optimised traction from a standstill. For the flagship 7 Series, an optional leather sports steering wheel with shift paddles will now be available.

Also part of the updates is the new sailing function of the gearbox under the ECO PRO mode. At speeds of between 50 and 160 km/h, the drivetrain is disconnected as soon as the accelerator pedal is lifted to achieve optimum fuel efficiency.

Fitted with the optional Professional navigation system, a new anticipation assistant system informs the driver to slow down when approaching bends for better fuel efficiency. For the first time, BMW EfficientDynamics and BMW ConnectedDrive technologies will be networked with each other.

In the upgraded range of BMW ConnectedDrive features, options Driving Assistant and Driving Assistant Plus now filter down for the 7 Series into lower models. The Lane Change Warning assistant now works from lower speeds, while the Head-Up Display now shows additional customisable information.

Lastly, the BMW 6 and 7 Series get the new generation BMW Night Vision that now recognises animals as well as pedestrians. If detected, Dynamic Light Spot would direct the light beam onto the recognised persons or animals, thus drawing the driver’s attention to possible hazards in good time.

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We’ve covered much of the Volvo Flywheel KERS (Kinetic Energy Recovery System) when it was first announced in 2011. Now, after lengthy tests on public roads, the Swedish carmaker has confirmed that the technology offers fuel savings of up to 25%, even better than the theoretical 20% boost it initially targeted.

It provides a “light, cheap and very eco-efficient” solution to reducing fuel consumption. Fitted to an S60 with a turbocharged four-cylinder engine, the experimental car returned 25% better economy compared to a six-cylinder turbo engine at a comparable performance level.

With an extra 80 hp available instantly (similar to the output of present-day F1 KERS) and swift torque build up, the test S60 accelerates from 0 to 100 km/h in 5.5 seconds, 1.1 second quicker than a four-wheel drive, 3.0 litre turbo S60 T6 AWD. The performance advantage will be less apparent as speeds rise, as the system is at its most efficient in city traffic.

The Flywheel KERS is fitted to the rear axle, away from the engine powering the front wheels. Under braking, the engine is switched off while the flywheel harvests the energy, spinning at up to 60,000 rpm. Rotational energy from the six-kilogram carbonfibre flywheel is then used to power the rear wheels via a specially designed transmission.

Despite having the same name, the system is not the same as those used in Formula 1 racing. This one stores the harvested energy in a rotating flywheel and not in electrical capacitors/batteries as per F1’s KERS. It is similar in concept to Williams F1’s stillborn flywheel KERS system from 2009, which was then used to good effect on Audi and Porsche’s R18 e-tron and 911 GT3 R Hybrid racecars.

The latter is said to form the base of a high-tech hybrid system for the upcoming Porsche 918 hypercar, which will go head to head with the Ferrari LaFerrari and McLaren P1, both equipped with its own KERS-like powerplants.

There are no such plans for Volvo of course, but the company is in the midst of evaluating how the technology can be implemented for its future road cars. Less exciting, but much more relevant to us mere mortals.

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Volkswagen chairman Prof Dr Martin Winterkorn confirmed recently at the Vienna Motor Symposium that the company is working on a 10-speed dual-clutch gearbox and a high-performance diesel engine that will produce 136 hp per litre of displacement.

No word on when they will surface, but the diesel engine is said to incorporate technologies such as a variable valve-train assembly, a high-pressure injection system at up to 3,000 bar and combined charging with the innovative e-booster.

“Since the year 2000, we’ve reduced the fuel consumption of our TDI and TSI engines by more than 30%. I’m convinced that by 2020 we can achieve further increases in efficiency of around 15%,” he said, adding that the enhancement of the combustion process and intelligent lightweight design are amongst the factors that would make this possible.

Winterkorn also sees potential in natural gas powertrains, deeming them ”environmentally friendly, economical and suitable for everyday use.” Emitting only 79 grams of CO2 per km, the Volkswagen eco-up! is the world’s most economical natural gas-powered car, while upcoming products of this nature will include the Volkswagen Golf TGI BlueMotion and the Audi A3 g-tron.

In the medium term, VW will focus on plug-in hybrid tech; in particular its first plug-in hybrid models – the Porsche Panamera S E-Hybrid and Audi A3 e-tron – which will shortly be going into production. They will be followed by the Golf and many other models such as the Passat, Audi A6 and Porsche Cayenne.

“Over the coming years we will electrify all vehicle classes,” Winterkorn also said.

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Advanced aerodynamics play as big a part as mechanical prowess in making the McLaren P1 the automotive marvel that it is. Yes, the 916 hp hybrid drivetrain is beyond impressive in technical terms but power is nothing without control, and the P1’s finely honed active aero provides exactly that.

McLaren Automotive has just released this short video named ‘Designed by Air’ to preview its own two-part interactive web channel scheduled for a May release. The series will showcase the design pillars of the McLaren P1, starting from the all-important aerodynamics.

There’s not much to be seen in the clip, other than short glimpses of the P1’s active aero package in its road and track configurations (drop in ride-height, rear wing angle, etc.). The full web series will reveal an interactive 3D model of the McLaren P1 adapting itself to suit urban, alpine, highway and track environments to deliver optimum performance for differing road conditions.

Perhaps a more interesting watch is the second video, showing McLaren’s new recruit Sergio Perez having a go in the P1 at the infamous Top Gear track. The driver/circuit combo may not be quite as prestigious as Fernando Alonso driving the LaFerrari round Fiorano, but it makes for a good viewing nonetheless.

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Initially thought to be a maximised version of its innovative 1.0 litre three-pot, the new Ford 1.5 litre EcoBoost engine is an all-new design with four, not three cylinders. It’s the third four-cylinder member of the EcoBoost family, completing a range of five, all turbocharged petrol engines.

The new engine debuted in the Chinese market Ford Mondeo, to be followed by the technically-similar Fusion sedan in North America and later the Mondeo in Europe. It’s expected to provide “similar horsepower and torque performance to Ford’s current 1.6 litre EcoBoost, while delivering improved fuel economy and lower CO2 emissions.” In China’s Mondeo, it offers 177 hp and 240 Nm, while the older 1.6 EcoBoost has 180 hp and 250 Nm.

So why bother with a new design at all, you ask? Because it will provide a strategic entry for unique markets that offer specific tax relief for vehicles with engines of 1.5 litre capacity or less such as China and Thailand. Future applications of the engine outside the Mondeo range are yet unknown, but a Fiesta, Focus or even a Kuga fitted with the smaller motor doesn’t seem so far fetched an idea, especially in tax-sensitive markets.

There isn’t a significant tax difference between a 1.5 or 1.6 litre engine in Malaysia, but as we get most of our Fords from Thailand where there is, the new powerplant may filter down to our market in the near future. We can only hope.

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To say that Volvo has high hopes for its new VEA (Volvo Engine Architecture) engine family would be an understatement. How high? High enough for Derek Crabb, Vice President Powertrain Engineering at Volvo Car Group to come up with this statement: “We will create smaller, more intelligent engines with so much power that they will turn V8s into dinosaurs.”

Crabb went on to claim that their new four-cylinder engines would offer higher performance than today’s six-cylinder units and lower fuel consumption than the current four-cylinder generation. On top of that, electrification (hybrid or some sort) will bring it up into power figures in today’s V8-territory.

Vital in its plight to cut fuel consumption in the new diesel engines is Volvo’s i-ART technology – a world-first direct injection management system to eschew the use of a traditional single pressure sensor in the common rail injector. Instead it features pressure feedback from each fuel injector to continuously monitor and adapt fuel injection per combustion in each of the four cylinders.

Each injector now monitors the local injection pressure, while the self-adapting i-ART system makes sure that the ideal amount of fuel is injected during each combustion cycle. The result? An engine with improved fuel economy, considerably lower emissions and high performance output as well as a powerful sound character.

The Volvo i-ART technology combined with increased rail pressure to an exceptionally high 2,500 Bar is described as “the second step in the diesel revolution”. Volvo claims that it’s a huge breakthrough that’s comparable to when it invented the lambda sensor for the catalytic converter in 1976.

Together with the modular VEA engine family (which includes both diesel common rail and petrol direct injection line-ups, each offered with several levels of turbocharging), Volvo will also introduce a new eight-speed automatic gearbox that would further enhance driving refinement and fuel efficiency.

As they say, talk is cheap. Words are plentiful. Deeds are precious. We’ll see if Volvo can deliver on all its promises come the fourth quarter of this year.

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Tired of your misfiring wingman (or wingwoman)? Let your MINI play cupid for you, with its latest MINI Connected (now available in the latest MINI range) App called Connect Us. It’s the world’s speediest dating service, and also the most reliable.

Exclusive for MINI drivers, you’re guaranteed to find a date with the same taste in cars. Additionally, not only does it track and match possible pairings’ personal interests, favourite activities and hobbies, MINI Connect Us gets down to the nitty-gritty detail: driving style – crucial in the search for a compatible co-driver on the journey of love.

MINI claims the way you treat your accelerator, steering wheel and brakes shows everyone the real you. MINI Driving Excitement Analyser would process all that, while the Connect Us app would deduce a meeting of minds on the matter of driving fun to oil the wheels of romance between MINI owners.

You’ve been warned however, to not take your eyes off the road just when things are getting interesting. Think MINI is taking the Mickey out of you? Well, let’s just say that the Connect Us app is exclusively available for download today, April 1.

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Subaru has introduced the world’s first vehicle self-cleaning function on the Subaru XV. Available in the UK from April 1, the company’s AF Self-Cleaning Technology can be specified as an option for £1,412 (RM6,644), excluding VAT.

Developed with some of the world’s leading electrical engineers, AF Self-Cleaning Technology works as such: at the push of a button on the key fob, nanogenerators convert energy present in the environment into electrical energy, which activates harmless low-voltage currents on the car’s outer body surface.

These currents then flow in precise, overlapping patterns to agitate and dissolve micro-attachments on the body surface, such as dirt and dust, without using a drop of water.

Focus groups have revealed that Subaru drivers are active people who lead active lives, who don’t want to waste their time washing their car at the weekend. The team has developed the technology bearing this in mind, to make their customers’ lives that little bit easier.

Subaru hasn’t yet said if other models in their range will receive the AF Self-Cleaning Technology; our guess is it’ll only be a matter of time. It’ll be a pretty handy convenience on rally Imprezas, we think.

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A year after introducing its Pedestrian Airbag Technology on its Volvo V40, Volvo has unveiled its External Vehicle Protection (EnVeloP) system, which takes things a step further.

The EnVeloP system consists of a small container built in the roof of the car, which contains a folded-in, vacuum pulled balloon of similar material to existing airbags. In the case of an impending collision, whether it’s with another car, a roadside object or even when coming into contact with surface water, the balloon unfolds within the blink of an eye around the car, completely enveloping the car and ensuring damage is minimised.

The system, the company says, is the embodiment of its brand philosophy, Designed Around You. Instead of finding new areas inside the car where more airbag-like safety systems could be added, the company is exploring covering the complete car in an airbag-like solution.

Currently, the External Vehicle Protection system is still in a testing phase, but Volvo is investigating whether the system can be fitted in future Volvo offerings.

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French tyre manufacturer Michelin has revealed that its new Pilot Sport Cup 2 will make its world debut on the Mercedes-Benz SLS AMG Coupe Black Series. The latest semi-slick rubber will sit at the top of Michelin’s range of road-legal tyres, replacing the original Pilot Sport Cup +, the reference track tyre widely used by track day fanatics and standard fitment on the Porsche 911 GT2/GT3 RS and BMW M3.

It offers continuous precision steering, whether the driver is taking to the track with cold tyres or leaving it with hot tyres, enhanced responsiveness, maximum grip for faster lap times and adherence, balance and stability on wet surfaces.

Produced alongside Michelin’s race tyres, the Pilot Sport Cup 2 boasts Bi-Compound technology, which involves the use of different rubber compounds on the inside and outside of the tread. It uses a lightweight but strong aramid fibre belt to ensure its footprint remain constant, even at very high speeds.

Track Variable Contact Patch 3.0 optimises pressure in the tyre’s contact patch so that more rubber is always in contact with the track. The bead is 10% wider than before for improved lateral stiffness, while Michelin Velvet Technology give the sidewalls the appearance of a suede-like material.

As a development partner to Mercedes-AMG, Michelin was actively involved in more 100 dynamic evaluations with the SLS AMG Black Series. Over 1,800 prototype and 800 pre-series tyres were used in various test sessions at the Michelin Technology Center in Ladoux and on the Nürburgring circuit, reaching speeds up to 315 km/h.

Michelin has had a habit of introducing its new tyre models on soon-to-be-launched cars. The ultra high performance Pilot Super Sport was first seen on the Ferrari 458 Italia in 2009, ahead of its market introduction the following year.

Enjoy the full gallery of the 631 hp Mercedes-Benz SLS AMG Coupe Black Series below. If the new Pilot Sport Cup 2 can tame that beast, it can handle anything thrown at it.

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We’ve written about the Volkswagen Golf Mk7‘s touchscreen head unit with its proximity sensor and smartphone-like interface for some time now, and here’s a video of it live in action.

First thing you’ll notice is that the touchscreen interface supports wiping gestures, so no more tapping an arrow key to scroll through the menu. Just swipe your finger across like you would on your phone, and voila. It works on the media player too, so you can skip to the part you want to hear instantaneously.

Another standout feature is the proximity sensor. As soon as the driver or front passenger moves a finger to operate the screen, the sensor automatically switches from display mode to input mode. As such, more information can be displayed while you drive, without the clutter of all available commands blocking the view.

Things to note: This video was recorded during our international drive in Sardinia, showing the 8-inch ‘Discover Pro’ model with navigation and Dynamic Chassis Control (Driving Mode Selection). Local models get the smaller, 5.8-inch ‘Composition Media’ panel without GPS and DCC, but the touchscreen interface and proximity sensor are identical to that above.

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As far as working-class coupes go, Peugeot’s RCZ is easily one of the sexiest around with its glamorous double bubble roof and stylised roof pillars ascending it above plain Jane alternatives. With its entire design relying heavily on the two headlining (no pun intended) aspects however, a convertible version of the RCZ was never considered. Until now.

Austrian engineering firm Magna Steyr, that of Mercedes-Benz SLK’s folding metal roof fame, has unveiled an innovative open-top concept of the RCZ using its new View Top technology. Utilising a sliding and folding fabric roof mechanism with integrated glass panels, it offers a pseudo-convertible experience without compromising looks and structural rigidity.

Magna Steyr’s RCZ View Top Concept retains the original’s distinctive appearance – the all-important double bubble ‘roof’ and pillars remain intact. The roof takes just 12 seconds to fold away, opening up the entire cabin for an ‘intensive open-air experience’.

Even when retracted, the RCZ concept has plenty of transparent glass elements to see out of. The Citroen DS3 Cabrio and Fiat 500C both have similar folding roof set-ups, but they are built entirely from fabric and do not have the View Top’s fancy glass bits nor form-fitting aesthetic appeal.

This clever piece of kit will remain as a showpiece for the time being, with Peugeot keeping mum over its production feasibility.

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Always at the forefront of prevention and active safety, Volvo has unveiled another world-first in automotive crash mitigation, this time a technology that detects and automatically brakes for cyclists swerving out in front of the car. The new feature works in unison with the company’s existing active braking systems, and will be packaged as Pedestrian and Cyclist Detection with full auto brake.

The addition makes use of new advanced software, including more rapid vision processing to extend the present detection and auto brake technology to cover certain cyclist situations. The system is able to detect cyclists and slow-moving motorcycles in the same lane as the car and would apply the brakes if a collision is imminent. In such situations, the driver will get an instant audio and visual warning before full braking power is applied if necessary.

Volvo can take credit for all automotive detection and auto brake technologies to date, having premiered the first-generation brake support in 2006 to pedestrian detection with full auto brake in 2010. Now that the system is able to detect cyclists too, the next step for Volvo is to include animal detection into the technology.

This new feature will be made available on the latest Volvo V40, S60, V60, XC60, V70, XC70 and S80 models in Europe later this year. It would sure come in handy with local motorcyclists who swerve in and out through traffic as they like, making future Volvos truly and literally idiot-proof.

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Volvo has provided some details on its innovative Active High Beam Control tech, which will be available on the Geneva-bound updated S60, V60 and XC60 models in the spring. Essentially, the system allows the driver to continuously use high beam at night, without dazzling oncoming drivers.

How does it work? Well, a camera mounted on the rear-view mirror sees approaching cars (motorcycles too) and tells the headlamps to shade out appropriate areas of the high beam. Volvo says the technology can frame the chosen object with only a 1.5° margin of error. Watch the video below to see Active High Beam Control in operation.

The headlamp shading mechanism involves a tiny cylinder with metal pieces of different sizes that can be used to shade out as much of the beam as necessary. The system is active at a minimum speed of 14 km/h.

The environment outside the shaded area is still illuminated by the high beam, which helps the driver detect objects at the side of the road, such as parked cars, unprotected road users and animals.

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The Range Rover Evoque is to have its current six-speeder replaced by the ZF 9HP transmission, becoming the world’s first passenger car with a nine-speed auto gearbox.

Increasing the number of ratios from six to nine improves fuel economy and reduces CO2 emissions. The more closely-spaced ratios result in better acceleration response, while the higher top gear provides added refinement.

Land Rover, who is the lead partner on the ZF 9HP project, says the robust gearbox is suited to its models’ rugged all-terrain ability. The ZF 9HP’s lowest ratio is far lower than the current six-speeder’s, and is specifically designed for off-road use.

Unlike the outgoing gearbox’s sequential operation, the new boy has a ‘skip-shift’ function – which means it can skip a gear or two when downshifting under heavy deceleration or rapid kickdown. It also matches the driver’s mood within seconds, sharpening up for sportiness or settling down for economy as need be.

Curve Mode, longitudinal acceleration and pedal position all control upshift prevention, while Fast-Off mode measures the rate of throttle release, anticipates further requests by the driver for high power, then holds the gear if necessary. If the driver requests a downshift when the vehicle is travelling too fast, the transmission will remember the request and make the shift when the speed drops to an appropriate level.

Despite the extra three gear ratios, the new nine-speeder is only 6.0 mm longer and weighs 7.5 kg less than the outgoing six-speeder. It’s produced at ZF’s Gray Court facility in South Carolina (more details on the ZF 9HP here).

Late last year, ZF boss Stefan Sommer was quoted as saying nine gears was the “natural limit” for transmissions, because any more than that would add weight that he opined could not be offset by gains in fuel efficiency.

There have been reports of General Motors’ and Ford’s collaboration on nine- and 10-speed transmissions, as well as of Hyundai developing a 10-speed gearbox.

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Seems that the all-new Acura RLX features more new tech than just the Acura Precision All-Wheel Steer, Jewel Eye LED headlamps and the AcuraLink cloud-connected ICE system mentioned in the gallery post earlier in the week.

The car also features the first application of a new technology developed by Honda, one that marries steel and aluminium in a far easier and better manner, and the result can be found on the RLX’s door. In this case, Honda has come up with a new aluminium outer door panel – which has conventionally been made of steel – and joined it to a steel inner door panel.

Anyone with a basic understanding of metallurgy will understand how pairing such dissimilar metals can be a bit of an arduous process. Here, in order to join the steel and aluminium, the company has incorporated several different technologies, including those to prevent corrosion (electrical corrosion) and thermal deformation caused by the different expansion rates of steel and aluminium.

Core tech that has enabled adoption of aluminium for the outer door panel includes a ‘3D Lock Seam’ (3DLS) structure, where the steel panel and aluminium panel are layered and hemmed together twice.

Also on, highly anti-corrosive steel for the inner panel, and a new form that assures the complete filling of the gap with adhesive agent. As for the adhesive, that’s new too, and the composition has a low elastic modulus (translating to a better ability to ‘stretch’), allowing it to work well with the 3D Lock Seam.

The new technologies eliminate the spot welding process required to join conventional steel door panels, and also translate into weight savings – the RLX’s door panel is 17% lighter than it would be if it were a conventional all-steel structure.

In addition, the weight reduction at the outer side of the vehicle body concentrates the point of gravity further toward the centre of the vehicle, contributing to improved stability in vehicle manoeuvring. Honda of course has plans to expand the newfound application to other models.

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Efficiency is all the rage nowadays but the need for speed has never wavered among car buyers. French automaker Peugeot will be offering the best of both worlds with its latest technological concept, the 208 Hybrid FE Concept. FE stands for ‘Fun and Efficient’ by the way.

Developed with Total, the breakthrough project offers a 0 – 100 km/h time of 8.0 seconds and very low CO2 emissions of just 49 grammes per kilometre. It benefits from innovations in aerodynamics, weight-saving and drivetrains.

The concept is based on a standard 208 1.0 litre VTi 68 hp. The aerodynamics will be altered to minimise drag and achieve a significantly lower co-efficient of drag (Cd), paired with special tyres and wheels to reduce rolling resistance too.

It will be 200 kg lighter, thanks to extensive use of lightweight composite materials and polycarbonates for the body panels, windows as well as the passenger compartment. With less weight, it goes quicker and uses less fuel.

Giving motive power is a 3-cylinder petrol engine and an EGC (Electronic Gearbox Control) gearbox paired with an electric motor and battery taken directly from Peugeot’s endurance programmes. The engine will be heavily modified too, with a different combustion cycle and reduced friction and weight.

Various stages of the work done on the 208 Hybrid FE Concept will be unveiled at Peugeot’s Geneva motor show stand, alongside the 208 XY pictured here.

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As mainstream as hybrids are right now, the technology is still seen with a lot of public scepticism, especially with regards to its batteries. Cue PSA with its revolutionary hybrid system that works without the dreaded power cells or in fact, electric motors and yet manages to deliver exceptional fuel economy of less than 3 litres per 100 km.

Eh, how’s that work then? Not like a conventional hybrid for starters. At least not as we know it.

Fundamentally it’s simple enough to explain: instead of using battery-powered electric motors to assist the internal-combustion engine, PSA’s Hybrid Air technology utilises a compressed air energy storage unit driving a hydraulic pump/motor to provide driving power to the wheels.

Going without the worrisome battery, Hybrid Air promises a reduced environmental footprint (bypasses the need for rare raw materials), more affordable pricing (it’s less complicated hence cheaper to manufacture) and effectively no impact on cabin space (no more large and weighty battery to be packaged into the vehicle).

Further benefits include a constant level of efficiency, regardless of weather or driving conditions while servicing operations and end-of-life recycling are also simplified as compared to conventional battery-laden hybrids.

Citroën will be showcasing a full-scale C3 VTi 82 prototype fitted with the system at its stand at the Geneva Motor Show. The Citroën C3 Hybrid Air produces CO2 emissions of just 69 grammes per kilometre with fuel consumption reduced by a third to achieve a record-breaking 2.95 litres per 100 km over a combined cycle. In urban driving, fuel consumption and CO2 are reduced by 45% compared with a vehicle solely fitted with the same internal combustion engine.

It autonomously and continuously cycles between three different driving modes – Air, Petrol and Combined – to optimise energy efficiency. In Air mode which is limited to 70 km/h, it’s a zero-emission vehicle using just the compressed air as fuel. With both the system and the three-pot 1.2 litre petrol engine working in tandem, a combined output of more than 120 hp is on offer.

The compressed energy tank is filled in two ways. On deceleration (on braking or releasing the accelerator), the speed is reduced not by application of the brake pads to the brake discs but by the resistance to the compression of the air in this accumulator. The alternative consists of using the petrol engine to compress the air. In both cases, the maximum energy capacity of the unit is reached very quickly – in just ten seconds.

PSA and Citroën in particular aren’t strangers to pioneering automotive breakthroughs. The new Hybrid Air technology joins a long list of PSA world firsts, including the diesel particulate filter, engine stop/start system and most recently, diesel/electric hybrid vehicles.

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We hear about plug-in battery-powered hybrids and plug-in battery-powered pure electric vehicles all the time, but mentions of hydrogen fuel cell-powered electric vehicles have been pretty rare.

This is probably because plug-in EVs already have a fuel source that’s way more common than its hydrogen fuel cell-powered cousins – the electricity grid, via your wall socket at home. A fuel cell electric vehicle (FCEV) produces electricity from an electro-chemical reaction between hydrogen – stored in a purpose-designed, high-pressure tank in the car – and oxygen from the air. The only by-products are water vapour and heat.

However, more and more carmakers are now getting serious about FCEVs. Today’s announcement is a three-way agreement between Daimler AG, Ford Motor Company and Nissan Motor Co Ltd to accelerate the commercialisation of FCEV technology. An agreement was previously signed between Nissan and Daimler to work on this, but now Ford has joined the party.

The goal is to jointly develop a common fuel cell stack and fuel cell system for use by each company in the launch of “the world’s first affordable, mass-market FCEVs” by 2017. In addition, the FCEVs will be “highly differentiated” and “separately branded.” Each company is to invest equally towards the project.

All three companies have produced fuel cell prototypes in the past. Daimler had the Mercedes-Benz F-Cell (pictured above), Ford had the Focus FCV, and Nissan had the X-Trail FCEV. The companies say they have more than 60 years of cumulative experience in FCEV development, with their vehicles having logged upwards of 10 million km in tests and demonstration projects in diverse conditions.

The collaboration also sends a message to suppliers and policymakers alike to encourage further development of hydrogen refuelling stations and other infrastructure needed to allow the vehicles to be mass-marketed.

“Fuel cell electric vehicles are the obvious next step to complement today’s battery electric vehicles as our industry embraces more sustainable transportation,” said Nissan executive VP for R&D Mitsuhiko Yamashita. “We look forward to a future where we can answer many customer needs by adding FCEVs on top of battery EVs within the zero-emission lineup.”

The three-way cooperation also aims to help define global specifications and component standards, which is necessary to achieve higher economies of scale.

Last year, Hyundai said it aimed to produce 1,000 units of its ix35 FCEV and start mass production of FCEVs by 2015.

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Buyers of the 2013 Toyota Avalon can do away with car chargers and their spaghetti of wires, because the full-size sedan is the first car in the world to be made available with Qi wireless charging. The feature is included in a Technology Package which can be specified on both petrol and hybrid versions of the Avalon in Limited trim.

Qi is the global standard for wireless power and charging. In a manner not dissimilar to the Chinese principle of the flow of life energy, devices are magically charged just by placing them on, or near, any Qi-enabled surface. OK, it’s not completely magic – a fair bit of electromagnetic induction is involved.

Supplied by DENSO, the Avalon’s system utilises technology developed by ConvenientPower and Philips Lite-on Digital Solution. All the driver has to do is throw a switch to activate it, place his/her phone on the high-friction surface built into the centre console and charging begins.

Qi wireless charging is now available for 34 mobile phone models, including the LG Google Nexus 4, Nokia Lumia 920 and HTC Windows Phone 8X.

The concept of charging without cables is not new – in 2010, Delphi Automotive and WiTriCity announced work on a range of wireless charging products for EVs and Johnson Controls’ ie:3 concept car featured a system similar to the one in the 2013 Avalon.

More recently, Hyundai previewed its Connectivity Concept, which does more than just charge your phone, but it’ll be some time before that makes production reality.

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Automakers are definitely putting a lot of emphasis on in-car connectivity these days, and the latest to join the party is Hyundai, which recently previewed the first prototype of its Connectivity Concept. The technology study, shown on an i30, showcases future mobile phone and car integration, and the company says the tech is expected to make its way into Hyundais by 2015.

The Connectivity Concept allows the user to lock and unlock the car by placing their smartphone over an NFC-tag (Near Field Communication), negating the need for a traditional key fob.

Once inside, the device is placed in the centre console, which then activates the user’s profile by streaming content to the i30’s seven-inch touchscreen. The Connectivity Concept mirrors smartphone content wirelessly to i30’s central touchscreen; all user content such as music, phone contacts, radio station preferences and individual profile settings are displayed.

In addition, the device’s battery is recharged wirelessly while in use. The Connectivity Concept utilises MirrorLink to wirelessly access and control personal content through the touchscreen including navigation, internet-based applications and multimedia.

Multiple devices can be synced with the system, and the system tailors in-car settings according to each driver’s smartphone. Hyundai has already announced a joint development agreement with Broadcom Corporation, and the results – new infotainment, telematics and other driver assistance systems – will be seen in the next generation of connected cars.

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Something for the techies. Performance sportscar and racecar transmission specialist Xtrac has announced a hybridised automated manual transmission called the 1010 H-AMT.

Developed as an alternative to heavier and more complex dual clutch transmissions (DCTs), the seven-speed unit has a lower total parts count and overall mass when compared to a hybrid DCT. The gearbox weighs 120 kg, while the motor and hybrid components tip the scales at 48 kg, up to 20% lighter than a comparably sized hybridised DCT.

It also offers increased functionality over other single electric motor hybrid systems, and the modular design satisfies a number of sports car driveline architectures including front engine longitudinal powertrain layouts, the company says.

For increased efficiency, the unit offers multiple modes of internal combustion engine and electric motor-generator operation and an overall ratio spread of almost 6:1, which is higher than many other transmissions in this sector.

Operation modes include a pure EV efficiency mode, whereby the electric motor can drive the vehicle with minimal gear meshes, and torque infill to solve the inherent shift refinement weakness of AMTs particularly in urban driving.

Other modes include a power boost for overtaking effectively, deploying the electric motor-generator and battery as an F1 style kinetic energy recovery system (KERS), and there’s also a range extender mode for EV charging on the move, as well as a high performance EV mode, enabling the electric motor to drive through all gear ratios with a decoupled engine.

The prototype ready gearbox – which meets 2020 emission targets – is aimed at premium luxury road cars. It fits the same compact transmission envelope as the company’s 1007 gearbox as supplied to Pagani for its mid-engine Huayra supercar.

The transverse configuration transmission can handle engine torque capacities ranging from 800 to 1,000 Nm, dependent on vehicle gross weight and the particular application.

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Over the years, we’ve come to recognise the Mercedes-Benz S-Class as a sort of wheeled preview of the future; an impressive showcase of high-tech gadgetry, driving aids and safety systems from Stuttgart that eventually make their way into everyday cars – in some instances as much as decades later.

The incumbent W221 is already a technological tour de force, with features such as infrared Night View Assist, PRE-SAFE, Distronic Plus radar-guided cruise control and Active Body Control – but as always, the next-in-line, the W222, is set to further raise the bar when it hits markets next year.

For a start, it will be the first car in the world to not use a single light bulb – Mercedes says its LEDs consume a quarter of the power needed to run conventional headlamps. Out of consideration for other motorists, the indicators and brake lights will also reduce their intensity at night or while waiting at traffic lights – another world first.

There’s also the introduction of what Mercedes calls the Stereo Multi-Purpose Camera. Positioned behind the windscreen in the vicinity of the rear-view mirror, the camera is capable of three dimensional detection of crossing objects and pedestrians, and calculating their path. This spatial information is then fed to the numerous assistance systems through a control unit which amalgamates all data.

“The intelligent assistance systems of the future will be able to analyse complex situations and recognise potential dangers out on the road with the aid of improved environment sensor systems even more accurately than today,” says Prof Dr Thomas Weber who is in charge of research for Daimler Group and development for Mercedes-Benz Cars. ”The next S-Class won’t just have eyes at the front; it will have 360-degree all-round vision.”

A summary of the assistance systems on the next Mercedes S-Class (see some interior spy shots here) can be found in the gallery, as well as photos of the company’s ‘Moving Base’ driving simulator in Sindelfingen, Germany.

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The Sport Hybrid systems, including the all-new single-motor Intelligent Dual-Clutch Drive, weren’t the only highlights at the 2012 Honda Meeting – Earth Dreams Technology showcase held in Japan. Honda also previewed its new direct-injection mills, in both 2.4 litre and 1.5 litre guise. The two Earth Dreams inline-four units wear fresh CVTs as well.

The 1.5 litre twin-cam DI unit, which offers 127 hp and 154 Nm, has both VTEC and VTC as well as auto stop-start in the inventory. The 11:0 compression NA unit features a new lightweight block construction, with active measures to reduce friction.

Key tech employed includes low-tension piston rings, a two-stage relief oil pump, high-tumble port, mass EGR and patterned piston coating. In terms of improvement, torque is up by 6%, and efficiency by 5% over a similar existing powertrain.

As for the CVT, the transmission wears a G-Design Shift badge, and for this one the company states that a “new cooperative control achieves ‘the joy of operating’ the car.” Such imagery aside, the new 6.2 ratio unit is claimed to have a quicker response, better efficiency and wider range.

Reduced friction is on the cards, as well as the employment of a new CVT transmission fluid. Elsewhere, the design incorporates a new high-precision pulley pressure control, high-efficiency oil pump and a new high-strength belt.

The new power and drivetrain was on a Fit at Tochigi, and there was a chance to try it out on the high-speed banked oval – the upper lane was closed off at the banked sections, but there was still ample acreage to stretch the car’s legs as part of what the company tagged the ‘Acceleration Fun’ part of the event.

Tuned towards offering economy without sacrificing drivability, the unit isn’t a veritable powerhouse, but it’s energetic enough. It’s also impressively smooth, especially the CVT. There’s none of the rubber-banding characteristics associated with the type, and what was coming off the unit was rather direct, almost auto transmission-like in feel.

The engine itself is quite willing, lively as it climbs up the rev range, and the smoothness carries through to higher band operation. A simple round across Tochigi won’t reveal what it’s like in the real world, so things will have to wait until it – presumably – debuts on the new Fit to show what it can really achieve, especially with regards to fuel consumption.

The bigger displacement unit, the 2.4, has pretty much the same bag of tech tricks seen on the 1.5 DI, with the inclusion of a double-arm chain system into the list. Output torque has been increased by 10%, and efficiency is up by 4% over the current unit. As for power output, the new 2.4 DI offers 184 hp at 6,400 rpm (188 hp in Sport trim) and 243 Nm at 4,000 rpm.

Aside from the two DI units, there were other engines on static display – the new 1.6 litre Earth Dreams i-DTEC turbodiesel, which will make its market debut in the new Civic hatchback in Europe in January, as well as a research three-cylinder petrol turbo mill.

No details were available for the three-cylinder turbo, and none were again forthcoming from the Honda engineers despite some serious prodding, but the unit does look rather 1.0 EcoBoost-esque in intent and form. It does look like Honda is viewing the downsizing card and at alternatives quite intently – might be that something like this would bridge the gap from its 1.5 DI to its 660 cc mills quite nicely.

Speaking of 660 cc mills, we had the chance to take out the recently-launched N-One kei car, in both normally-aspirated and turbo forms. The NA version offers 57 hp at 7,300 rpm and 65 Nm at 3,500 rpm, while the turbo delivers 63 hp at 6,000 rpm and 104 Nm at 2,600 rpm. The N-One only comes with a CVT, and from what was gathered at the event, that also wears a G-Design Shift badge.

The car looks cute, in a kitschy way – I quite like the front end, actually. The interior is rather neat too, if spartan. The front bench looks novel and there’s a decent number of cubbyholes for storage, and a push-button ignition and auto AC keeps it all tidy.

Around the track, belting it seemed a poor idea, especially with the NA, given that it’s really meant as a city car, but aside from a wooly steering at speed and some wind noise, the N-One gave a decent account of itself. Its behaviour is clean and the overall spirit is definitely perky. The turbo went around much easier, naturally, but performance isn’t the be all and end all – in Japan, it’s the cheaper NA that sells far better.

Such is the case too with the gangly N Box, which was at Tochigi in its turbocharged form, complete with Custom dress-up kit – the engine is the same unit as that on the N-One, and has identical figures.

Like the N-One, the normally-aspirated N Box does much better than its turbo sibling in terms of sales, but Japanese consumers do opt to dress it up with the Custom kit – it’s 50-50 basic and Custom as far as sales go, I was told.

Inspired by what the N-One achieved, I decided to let rip with the N Box, and at 130 km/h going into the middle lane of the bank, images of the vehicle tottering over flashed in my mind, but aside from a complete drop in steering weight, it chugged along happily.

As far as drive character goes, think of it as a bigger N-One. It’s not the prettiest thing, the N Box, but it is eminently practical (plenty of space at the back with the rear seats folded down), and sales reflect its popularity in Japan.

Last, but not least, the facelifted CR-Z. The example at Tochigi was an auto mule, but the additional juice incorporated into the revision helps add zip – you should temper your expectations, because it’s not jaw dropping, but there’s a definite improvement, notably going into the midband.

I finally figured out how the S+ button operates. Press it, and you get all the available power the car can muster, but the battery has to be at least four bars full; any lower and the system is unavailable. When available, a ‘S+ Ready’ indicator lights up on top of the battery meter display.

Operation is accelerator pedal dependent. The moment you ease off on it, the system disengages and goes back to normal output. Things are also good for a moderate time only, but it’s long enough for something like overtaking.

No word on when the car will arrive on our shores, but given that production of the pre-facelift model is all but over, you can work the math as to when it’ll tentatively arrive here. Oh, and apologies for not grabbing any pix of the CR-Z’s interior – there was simply too many things going on, and by the time I remembered we had left for the next section!

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The nine-speed transmission might be where the race to add gears ends, ZF Friedrichshafen CEO Stefan Sommer said, according to a report by Automotive News Europe.

He deemed nine speeds the “natural limit” because surpassing that number would add weight and complexity that cannot be offset by gains in fuel efficiency.

“There is no hard line, but you have to consider the law of diminishing returns. The question is whether adding even more gears makes sense,” he told the Automobilwoche Congress in Berlin. Automobilwoche is Automotive News Europe’s German sister publication.

ZF is expecting big sales gains for next year because Chrysler Group is adopting the German company’s eight- and nine-speed transmissions (pictured above) for mass-market models.

There have been reports of General Motors’ and Ford’s collaboration on nine- and 10-speed transmissions, as well as of Hyundai developing a 10-speed gearbox.

In an earlier Automotive News report, ZF North America president Julio Caspari hinted that a “Can-you-top-this?” cog race may be driven by marketing considerations rather than fuel economy, explaining that there is only an 11% gap between the most efficient transmissions today and a theoretically perfect gearbox.

Next year, ZF will start production of its 9HP nine-speeder at a Greenville, South Carolina plant, while Chrysler will manufacture that and the existing ZF eight-speeder under license at its Kokomo, Indiana plant.

ZF says the nine-speed transmission, which is designed for transverse-mounted engines, is up to 16% more efficient than a conventional six-speed automatic.

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You know about autonomous braking and drive-by-wire; now Nissan has unveiled a ‘steer-by-wire’ of sorts – a system that gets rid of all mechanical connections between the wheel in your hand and those on the tarmac, relying on electronic signals to transmit steering inputs instead (not to be confused with electric power steering). The system could debut on Infiniti models within a year.

The company says its next-generation steering system “transmits the driver’s intentions to the wheels even faster than a mechanical system and increases the direct driving performance feel by quickly and intelligently communicating road surface feedback to the driver.” There are even Standard and Sport steering modes.

Not only that, “unnecessary road-generated disturbances” are isolated from the driver, so that on uneven surfaces, the steering wheel doesn’t fight back or jiggle about excessively. The driver gets only the feedback that he or she needs.

“Our goal is to link steering so directly to the human senses that it feels like an extension of your body,” says Takeshi Kimura of Nissan’s driving control development team. “(People) imagine our next generation steering will feel like a video game. So we give them a blind test, conventional power steering versus the new system. Invariably, they guess wrong and say that next generation steering offers a more direct and realistic feel of the road.”

Nissan has also developed what it calls a “camera-based straight-line stability system.” Using a camera mounted above the car’s rear-view mirror and pattern-recognition software, the system ‘sees’ the road lanes and subtly steers the car to keep it accurately within its lane.

It can also, Nissan says, make the necessary corrections for crosswinds or surface undulations that threaten to throw the car off its intended course, and in so doing will minimise driver fatigue on long journeys.

“It doesn’t direct you down the centre of the lane,” Kimura explains. “You can track as you choose, along the inside, the outside or the centre of the lane. Whatever track you choose, it helps you to follow it straight. But as you begin to stray it gently influences you back on course. The main benefit is straighter, smoother steering.”

Naturally, we’re skeptical of such technology (after all, we’re only human), but the company claims “high reliability” due to the presence of multiple ECUs – if one fails, another will immediately take control. In extreme circumstances, a backup clutch will operate to allow conventional mechanical connection.

Nissan is also working on an Autonomous Emergency Steering System, which automatically brakes and swerves to avoid impending collisions in situations where braking alone is not enough.

Where Adaptive Cruise Control systems typically use either radar or laser technology to monitor vehicles in front, Nissan’s system has radars mounted on the front, left and right as well as five laser scanners attached around the vehicle to check for road obstacles ahead and if there are cars approaching from the rear. It can even check for oncoming traffic in the opposite lane.

The system will first beep and display a warning upon detecting an obstacle; if this is ignored it will start braking partially, and if there is still no reaction from the driver, the car will steer away from the obstacle, having made sure the coast is clear in the direction of the swerve.

Impressive stuff indeed, but of course we’ll have to wait and see if the developments will come to fruition. Meanwhile, watch the video below to learn more about the Autonomous Emergency Steering System.

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