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Patricia Cancilla, National Post

General Motors of Canada says it has decided to drop the Allure nameplate that has designated the Buick LaCrosse in Canada and go with the name under which the vehicle has been marketed in the United States for years.

"Going forward, we will use the Buick LaCrosse nameplate across all of Canada. Previously, we used Allure across all of Canada," George Saratlic of GM of Canada's product communications told the National Post.

GM says it plans to put more emphasis on Buick than it has in the past and adopting a common name for the sedan will help the automaker leverage the major advertising and creative campaign being developed for its launch in the U.S.  

"We are confident that this approach will have long-term benefits that will outweigh any short-term issue that may exist surrounding the vehicle's name," GM says.

Saratlic admits that the French translation of LaCrosse was the reason the sedan was called the Allure in Canada.

"The words 'la crosse' mean 'self love' in Quebec slang," explains National Post columnist David Booth, a native of Quebec.

But, according to Saratlic, "We do not believe that this is a concern that will impact customer acceptance of the new Buick LaCrosse. Keep in mind that it has no negative impact in sports — lacrosse continues to thrive as a sport in Quebec.

"And, importantly, we do think that this will help customers learn more about the new Buick LaCrosse sedan thanks to the strengthened advertising push this will enable and that the car will have distinctly upscale characteristics that clearly define what it stands for in the market," he adds.

(Photo: The Buick Allure will now be known as the Buick LaCrosse in Canada. Credit: Handout)

By Alison Leung and Fang Yan, Reuters

SHANGHAI • China’s Geely Automotive says its parent company plans to bid for all of Ford Motor Co.’s Volvo Car Corp., becoming the latest Chinese automaker to chase a foreign marque in a global industry shakeup.

The privately owned Chinese automaker says its parent Geely Holding Group Co wants to bid for the Swedish group, which media reports have valued at close to US$2-billion.

Any bid would be made in conjunction with a government-backed investor, says Gui Shengyue, Geely Automotive CEO. “I believe if Volvo is for sale and Ford has a global announcement, then our parent will participate.”

A successful deal would boost the profile of Geely, a small, homegrown automaker, and give it access to Volvo technology it needs to upgrade its cars.

Yet some analysts raised concerns about whether the Chinese automaker will be able to make the acquisition work. “It’s a risky move, even though it may help raise Geely’s profile eventually,” says Ji Junfeng at Changjiang Securities.

“I’m not sure how Geely can turn around a brand like Volvo, but maybe we should not underestimate the ability of privately owned carmakers,” he says.

Ford has declined to confirm discussions with Geely. “We are still continuing to hold discussions with parties that are interested in Volvo, but we are declining to name those parties,” says spokesman John Gardiner.

Several major Chinese automakers have attempted overseas acquisitions in recent years with mixed results. For instance, in 2004, SAIC Motor Corp. bought 51% of Korea’s Ssangyong Motor Co., but was later forced to write off its investment.

The acquisition of Volvo would  provide Geely with sorely needed technology, say analysts.

“On the assumption that the parent successfully acquires Volvo, it will fine-tune the product line and technology until Volvo becomes profitable, and then inject the assets into the listed company,” says Vivien Chan, an auto analyst with Sinopac Securities Corp.

(Photo: Chinese automaker Geely is making plans to purchase Volvo from Ford Motor Company. Credit: Sven Nackstrand /AFP/ Getty Images)

Woking, England • McLaren Automotive has revealed its MP4-12C, the first in a range of high-performance sports cars. The 12C, and future models within the range, says the company, will challenge the world’s best sports cars.

The MP4-12C is a high-performance, two-seat, mid-engined model in the sports car market segment for cars costing between £125,000 and £175,000 ($225,000 to $310,000). The 12C is pure McLaren, featuring no carryover parts from any other car, and it will be produced in Britain. It goes on sale in early 2011.

“It is a long-held dream of mine to launch a range of high-performance sports cars that set new standards in the industry,” says Ron Dennis, chairman of McLaren Automotive.

“We began designing and building cars for aficionados of thoroughbred sports cars almost 20 years ago. Incorporating the leading-edge technologies that the McLaren Group has built up within its various companies, I believe we are now perfectly placed to open up this new chapter in McLaren’s history.”

At its heart, the MP4-12C features a revolutionary carbon-fibre chassis structure — the Carbon MonoCell — the first time, says the company, a car in this market segment is based around such a strong and lightweight racing car engineering solution and the first time any car has ever featured a one-piece carbon-fibre structure.

The 12C is powered by a McLaren M838T 3.8-litre, V8 twin-turbo engine producing around 600 horsepower, driving through a McLaren seven-speed Seamless Shift dual-clutch gearbox (SSG). The company says it is targeting not only new standards for engine power and performance in its sector but also class-leading fuel economy and CO2 emissions.

Throughout its history, McLaren’s automotive division has built one of the world’s most critically acclaimed supercars, the McLaren F1 (1993-1998), as well as the world’s best-selling luxury supercar — the Mercedes-Benz SLR McLaren (2003-2009). 

National Post 

(Photo: The McLaren MP4-12C, which will go on sale in 2011, is powered by a twin-turbo V8 that puts out approximately 600 horsepower. Credit: Handout)

Porsche has released details of the final 911 variant it will be showcasing at the 2009 Frankfurt Motor Show later this month.

Limited in production to just 250 cars, the 911 Sport Classic marks Porsche’s return to a tradition of occasionally issuing ultra-exclusive, small-series production cars.

The Sport Classic comes from Porsche Exclusive, the company’s specialist department, which builds customized versions of Porsches with levels of customization that go beyond the company’s regular production models.

The unique character of the Sport Classic starts with its double-dome roof. Also, while it is based on the rear-wheel-drive Carrera S, it features the wider rear body of the Carrera 4S, with its rear fenders increased by 44 millimetres, and has a wider rear track. A SportDesign front apron with unique spoiler lip and the fixed ducktail rear spoiler — a visual reference to the 1973 Carrera RS 2.7 — round off the look.

Power comes from a 3.8-litre flat-six with Direct Fuel Injection, enhanced through the introduction of a newly developed resonance intake manifold with six vacuum-controlled switching flaps. Together, they up power by 23 horsepower to 408. The Sport Classic comes exclusively with a six-speed manual gearbox.

Porsche Ceramic Composite Brakes are standard, as are a lowered PASM sports suspension and a mechanical rear axle differential. The custom-made 19-inch wheels have their five-spoke centres painted black like the Fuchs rims familiar to vintage 911s.

The dashboard includes a wide range of inserts and custom trim components — it is finished in Espresso Nature natural leather, providing contrast to the exterior’s Sport Classic Grey paint.

Sadly, the Sport Classic will not be available in North America. Sales begin in Europe in January. The base price of the car is 169,300 euros ($266,990).

National Post

(Photo: The 911 Sport Classic will be limited to just 250 cars, none of which will make it to North America. Credit: Handout)

By Graeme Fletcher, National Post

Riding on a long 2,857-millimetre wheelbase, the Equinox boasted better-than-average interior volume. This not only provided needed passenger space (the headroom allowed would-be cowboys to wear Stetsons), it delivered plenty of cargo space. The sliding rear seat (it moved fore and aft by 203 mm) allowed either an increase in cargo capacity or back-seat passengers to max out legroom. With the rear seat in its forward position, the Equinox accommodated 32.2 cubic feet of stuff, which allowed it to out-cargo the 2005 RAV4 by a substantial 8.3 cu. ft. Folding down the 60/40-split rear seats revealed a flat floor and 68.6 cu. ft. of space. A removable shelf (carpeted on one side and plastic on the other for those messy moments) could be set in several different positions. It acted as a privacy cover, provided two-tier storage and, when the built-in leg was deployed, it doubled as a table for a tailgate party. Sadly, the shelf became an option in 2006.

The rest of the interior lived up to the Equinox's early billing. Where the base LS was nicely attired (air conditioning, power locks, windows and mirrors and so on), the LT added a six-way-adjustable driver's seat, cruise control, premium cloth seats, deep-tinted rear windows, 16-inch aluminum wheels and traction control for the front-drive models. The modest increase in price makes the LT the better used purchase.

The Equinox also boasted decent road manners. Nobody was going to thrash one through a long, loping on-ramp, but when driven with purpose, the suspension kept body roll well within acceptable limits and it did so without sacrificing ride quality. Likewise, the P235/65R16 tires kept understeer out of the picture until liberties were taken. In short, it was more than up to segment standards. GM tweaked the suspension in 2007 and again in 2008, which improved both the SUV's ride and handling characteristics. It also sharpened the response to steering input — the 2005 and 2006 models' electric-assist system had a somewhat wooden feel.

GM's ubiquitous 3.4-litre (dubbed the 3400) pushrod V6 and a five-speed automatic transmission was the only powertrain originally available. The V6's 185 horsepower and 210 pound-feet of torque delivered a crisp turn of speed — the Equinox could accelerate to 100 kilometres an hour in 9.1 seconds and bridge the 80-to-120-km/h gap in 8.5 seconds. Both times were more than competitive; the Honda CR-V required 10.3 and 8.7 seconds, respectively, to achieve the same speeds.

The engine and transmission worked well together with very few problems reported. However, in its earlier years (1995-2003), the 3400 V6 earned a bad rap for blowing intake manifold gaskets. Over the years, GM made several modifications that more or less eliminated the problem. It does, however, pay to have a technician check for the most obvious sign of trouble — a condensate that forms on the underside of the oil filler cap and/or inside the rocker cover. If the condensate has a light pinkish hue to it, it usually means coolant is getting into the engine, which is never a good thing.

Worth noting is the fact GM increased the powertrain warranty on all of its 2007 models to five years/160,000 km (up from three years/60,000 km). If your used vehicle budget will stretch to include a 2007 model, it is money well spent.

The optional all-wheel-drive system functioned well. Under normal driving conditions, all of the power was directed through the front wheels. If the system detected wheelspin, it automatically sent some of the power rearward. The transition was such that the changing power split did not upset the Equinox's handling characteristics. While the system was never designed to deliver any real off-road ability, it certainly added enormously to the on-road driving experience.

In 2007, the Equinox received a significant facelift. While the new front and rear fascias, standard 16-inch aluminum wheels and revised instrument panel brought a fresher look, it was the safety upgrades that made the bigger difference. Anti-lock brakes, StabiliTrak (a sophisticated traction and stability control system) and tire pressure monitoring became standard across the board, while drop-down side curtains were added as an option.

In 2008, GM raised the bar when it introduced the Equinox Sport. This model brought a much sweeter engine, a sport-tuned suspension, a bolder body kit, P235/50R18 tires and a lower ride height (down 25 mm). The twin-cam 3.6L V6 (essentially lifted from the Cadillac SRX crossover) brought 264 hp and 250 lb-ft of torque at a very low 2,300 rpm, while the revised suspension and lower centre of gravity sharpened the response to driver input without making the Sport too firm for everyday use.

There were no changes for the 2009 model year.

The Chevrolet Equinox has been somewhat of a sleeper over the past five years. However, it does merit consideration, doing everything its immediate competition does and capable of pulling a 1,588-kilogram trailer (the CR-V is limited to 680 kg). It has also amassed a decent reliability record, there have been no major recalls and it enjoys a considerable price advantage over many of its peers. The information contained here applies equally to the Pontiac Torrent (differences are mainly cosmetic in nature) introduced in 2006.

THE SPECS: 2007

Type of vehicle Front-/ all-wheel-drive compact SUV

Engine 3.4L OHV V6

Power 185 hp @ 5,200 rpm, 210 lb-ft of torque @ 3,800 rpm

Transmission Five-speed automatic

Safety Anti-lock brakes, StabiliTrak electronic traction/ stability control, battery run-down protection, dual-stage front air bags, optional side air curtains and OnStar

Transport Canada recall history

- 2005/2006: Daytime Running Lamp (DRL) resistor may crack. If water and road salt enters the crack, it could corrode the resistor.

- 2007: Passenger sensing system may fail to detect a small adult occupying the passenger front seat due to an error in seat sensor calibration. In the event of a crash severe enough to activate the air bags, the front passenger air bag may not deploy.

- 2007: The windshield, liftgate glass and side stationary glass may not be properly secured to the vehicle body due to incorrect primer used during glass installation process. As a result, the windshield may not be retained during a frontal crash or rollover.

Pros 1. Affordability 2. A lot of space, cargo room and comfort (especially rear seats) 3. Versatility

Cons 1.Wide turning circle (12.75 metres) 2.Wooden steering feel (2005 to '06 models) 3. Power window switches mounted in centre console

Average retail prices

- 2005: $7,875 to $8,700

- 2006: $9,800 to $11,050

- 2007: $12,100 to $15,350

- 2008: $15,075 to $19,975

- 2009: $18,125 to $24,025

Source: Canadian Red Book

(Photo: The Chevrolet Equinox does everything its immediate competition does and is capable of pulling a 1,588-kilogram trailer. Credit: Handout)

The Saturn brand will disappear from Canada by the end of the year, according to a report from Fox News.

The Penske Automotive Group, which is in the process of purchasing the brand from General Motors, cannot make a business case to continue selling Saturn vehicles in Canada, according to Fox. Penske and GM are working to finalize the
transfer of ownership of the brand and its dealer network in the United States.

The Canadian dealer network consists of 46 retail outlets and was informed of the decision last week, says Fox.

Saturn Canada sold 18,729 cars in 2008.

Penske will continue selling
several GM-produced models in the U.S. through 2011 as it searches for new
manufacturing partners to provide its dealers with vehicles that will
be sold under the Saturn name.

National Post 

(The Saturn brand will disappear from Canada at the end of the year, according to a Fox news report. Credit: Mike Cassese/Reuters)

By David Booth, National Post

CHARTERHALL AIRFIELD CIRCUIT, SCOTLAND • Anyone needing further proof that 510 is indeed a formidable amount of horsepower simply needs to mat the throttle of the supercharged Range Rover Sport just once. Despite weighing in at 2,586 kilograms, the big sport-utility doesn’t half charge ahead. Land Rover quotes its zero-to-100-kilometres-an-hour acceleration time as 6.2 seconds, but sitting up tall and proud in almost three tons of roaring sport-brute, it feels a lot quicker than that. Indeed, the only sport-ute that feels as powerful is Porsche’s Cayenne Turbo, some $35,000 more expensive than the Land Rover.

Those 510 horses arrive, like the rest of the Land Rover lineup, via a new 5.0-litre V8 shared with Jaguar. In normally aspirated form (in the LR4 and the base versions of the Sport and the Range Rover), that’s good for 375 horsepower. Of course, if you’re going to bother having something with “Sport” emblazoned boldly on its hindquarters, you really should opt for the high-zoot motor and, in this case, that means the addition of a sixth-generation twin-vortex supercharger, just one of the reasons the new AJ-V8 boasts 29% more horsepower than the previous 4.2L version. The quest for all that horsepower (and 461 pound-feet of torque) is aided by the new high-pressure direct-fuel-injection system that dumps fuel directly into the combustion chamber rather than the inlet manifold. That might not seem like a big deal, but injecting fuel directly into the cylinder has a cooling effect that allows a higher compression ratio that benefits both power and fuel consumption.

Never mind all that or the fact that there’s variable valve timing, variable inlet tract length and a bunch of high-tech coatings inside the engine as well; all that matters is that it charges ahead like an angry rhino having finally cornered Marlin Perkins in Mutual of Omaha’s coffee shop. Land Rover showed us a dramatic video of a zero-to-100-to-zero-km/h acceleration and braking competition and the new car can accelerate to 160 km/h and brake back to a stop before the outgoing 4.2L supercharged version can even get to 160 km/h. It really is that quick.

It’s all very sophisticated as well. Melded to yet another update to ZF’s six-speed automatic transmission, the top-of-the-line Land Rover powertrain is extremely quiet, totally vibration-free and, despite its increased performance, no more ravenous in its appetite for dino juice. These are world-class engines, equal to anything from Germany or Japan.

Though its numbers aren’t nearly as otherworldy, it’s important to remember that even the base version of the Range Rover Sport is a goer. Its naturally aspirated version of the 5.0L V8 pumps out 375 horses, an equal number of pound-feet of torque and is good for a sub-eight-second naught-to-100-km/h acceleration time. That, by the way, is barely a tick behind the outgoing supercharged version of the Range Rover Sport. And, of course, it shares the supercharged engine’s
sophisticated demeanor as well.

Despite sharing much of its styling with the even more expensive Range Rover, the Sport’s mechanical underpinnings are actually very similar to the newly released LR4’s. Its frame is basically the same as are the brakes and suspension. Unlike the Range Rover, which uses a unibody chassis, the Sport is essentially a shortened LR4 with a separate body and frame. Despite this, the Sport’s chassis rigidity is exemplary and its stout beam frame is ideal for off-road work.

Land Rover had us adventuring even deeper in the Scottish hinterland in the Range Rover Sport, even driving down a jungle-like river bed complete with torrents of water and enough fallen logs to start a paper mill. The Sport might as well have been on a Sunday drive, so effortlessly did it shrug off the obstacles. Its only debit off-road was the greater degree of headshake it caused passengers over extreme bumps as a result of its sportier and stiffer suspension.

Said suspension gains adjustable damping and variable anti-roll bars compared with the LR4. Combined with a wheelbase 140 millimetres shorter than the LR4’s, the Range Rover Sport turns in quicker and maintains a flatter attitude through corners. Using the supercharged Sport’s six-piston front brakes to maximum effect, even at more than 160 km/h, fails to unsettle the chassis. Like the LR4, its major failing is that it needs to go on a serious diet.

Inside the cabin, the Range Rover Sport gets the same upgraded dashboard as the LR4. Things are spiffed up with superior leather and there’s even more headroom. And, just like the LR4, the 360-degree surround view offered by the five cameras is truly phenomenal and a boon when you’re crawling up a hill between some gnarly rocks.

Land Rover is all but as sporty as the most powerful luxury SUVs from Porsche, Mercedes and BMW, all the while retaining the phenomenal off-road ability that its direct competitors can only dream about. And, at $87,400 ($73,200 for the base version), it’s suitcases of cash cheaper than the German triumvirate.

Save for its traditional problem of needing to spend some time on the manufacturing treadmill, the Range Rover Sport is one very accomplished luxury SUV.

(Photo: The Range Rover Sport is ideal for off-roading. Credit: Handout)

By David Booth, National Post

EDINBURGH, SCOTLAND • You’re just going to have to take my word for it: The new 2010 LR4 is significantly improved over the previous LR3. You certainly can’t tell from the external view since the only cue to the upgrade is the kind of headlight/grille/bumper modification Ford used to trot out for the Crown Victoria’s supposed full model grade. Oh, sure, the fenders are now body-coloured and the grille is completely new, not to mention that there’s new LED driving lights and tail lights à la Audi. But none of that warrants an upgrade of the Land Rover’s alphanumeric digit. It’s certainly not the complete external remake the LR3 boasted over the old Discovery.

What does merit the upgrade in the LR4’s pretensions, says Land Rover, is what’s under the hood, essentially the same 5.0-litre V8 that powers the very latest Jaguars. Land Rover’s press material for the new AJ-V8 notes all manner of esoteric improvements such as dry-fill lubricant coated oil pump bits, light viscosity 5W-20 synthetic lubricant and a reverse-direction cooling system that warms the engine more quickly, all improvements made in the name of better fuel economy and reduced emissions.

None of this matters a whit, of course. When considering a $59,990 luxury sport-ute, details such as “class-leading, low-friction design features” are simply a cure for post-recession insomnia. Flooring the throttle, however, on the new LR4’s 375 horsepower is much more exciting. Further fortified with 375 pound-feet of torque (up 19% from the LR3, while horsepower is up 25%), the LR4 is all but as quick off the mark as last year’s top-of-the-range supercharged Range Rover Sport. Land Rover claims a zero-to-100-kilometres-an-hour acceleration time of 7.9 seconds, not a number that threatens the Lamborghini Gallardos of the world, but it’s sprightly considering the LR4 weighs in at a very Cadillac Escalade-like 2,646 kilograms.

An eight-second naught-to-100 time may not impress Porsche 911 or even Cayenne Turbo owners, but the sophistication of the new jointly developed powertrain certainly will. Setting new standards for smoothness and civility in this segment, the 5.0L is smooth enough to waft a Jaguar along, which means it’s more than civil enough for an off-roading brute such as the LR4. Indeed, the big V8’s complete lack of vibration or harshness is equal to that of many a luxury sedan.

All that extra torque is part of the reason for the new-found calm of the cabin. Torquier engines require less rpm for decent acceleration and fewer revs mean less commotion, so the LR4 never sounds harried even when it’s in a hurry. One would be silly to buy the LR4 just for its 7.9-second zero-to-100-km/h acceleration time, but that quickness does mean the big V8 has a massive reserve of power and never really has to work very hard in everyday driving. Passing, for instance, barely sees the big V8 draw a deep breath.

Exemplary as it may be, the addition of a new engine doesn’t alone deserve a new model designation. But the complete remodelling of the LR4’s interior does. The interior, especially the dashboard design, materials and gauges were the LR3’s Achilles heel; it lacked the distinction and upper crust appearance that makes its sister ship, the Range Rover, such a standout.

The LR4’s centre dashboard, for instance, is not nearly as industrial as the LR3’s. Gone is the plasticky air conditioning/radio control housing, replaced by leather and a touch of wood. The dash is no longer slab-sided with a bit more shape to its upper dashboard. It’s worth noting as well that the Land Rover’s switchgear is uncomplicated, despite having the multi-mode Terrain Response system on board. Compared with the ergonomic nightmare that was the Discovery, the LR4 is quite pleasant indeed.

There’s also, à la Nissan, a surround camera system that offers a 360-degree view around the vehicle provided by five lenses (one in each side mirror, two in the front bumper and one facing rearward). It’s a comprehensive system that has a built-in guide for reversing that includes, as a first, a system that guides you while backing up with a trailer, even displaying the proposed trajectory for both car and trailer. Very cool.

The other neat thing about the LR4’s interior is that it is one of the few SUVs to offer true seven-passenger seating. I won’t say that ingress and egress are as good as a minivan’s, but at least bigger adults can sit in the third row without threat of amputation. Credit the LR4’s boxy shape with allowing enough headroom while making the legroom passable.

The other thing that might surprise is how good the LR4 feels on the road. One of the few body-on-frame designs that can rival the chassis rigidity of the more modern unibody designs, the LR4 has excellent road manners for something so determinedly off-roadish. Land Rover has rejigged the suspension damping, the rubber jounce dampers and, most especially, says Land Rover, the vehicle’s roll centre for less body roll and a better ride. The variable steering system is also far superior to the old and, thanks to a reduction in unsprung wheel weight, there’s precious little wheel hop compared with the outgoing model.

The downside to that phenomenal chassis rigidity is the LR4’s 2,646-kg curb weight. While some 30 kilos lighter than the outgoing LR3, it’s still heavier than the aforementioned Cadillac. That weight, for instance, is the reason the LR4’s U.S. EPA rating of 12/17 city/highway miles per gallon isn’t better than the LR3’s. Had the company managed to contain all that avoirdupois, Land Rover would have been in the enviable position of being able to boast increased power and fuel economy.

Land Rover’s last remaining challenge is to retain all of the LR4’s many attributes while simultaneously putting it on a green-friendly diet.

(Photo: The LR4 has essentially the same 5.0-litre V8 that powers the latest Jaguars. Credit: Handout)

McLaren Automotive officially presented MP4-12C supercar, previously known under the code name P11 and is the first car from the time of the legendary F1. Name a car consists of several parts: an index MP4 designated chassis fireballs Formula 1 McLaren team, starting in 1981, Figure 12 – an internal rating of the company, showing the relationship between the parameters of its own supercar competitors; letter C – indicates that the design model Carbon is used.

Double mid McLaren MP4-12C was completed “in one piece” carbon chassis, which carries the aluminum and special plastic body panels. Eight-installed 3.8-liter engine with an angle of 90 degrees to the collapse of the cylinders and the two turbines. Its capacity is about 600 horsepower and maximum torque is 595 Nm (80 per cent of which is already available from 2000 rpm).

The motor will be used with the seven-Graziano robotized transmission with dual-clutch transmission and a choice taxied. According to preliminary data from the ground up to “hundreds” McLaren supercar will drive for about three seconds. Its top speed of 320 kilometers per hour.

Sales of McLaren MP4-12C, which is scheduled to release a limited edition of one thousand copies, will be no earlier than 2011. The car will do to the markets of USA, UK, Germany, Europe and the Middle East. In the UK the cost of the machine will be about 160 thousand pounds sterling, and will compete with the new Ferrari 458 Italia, Lamborghini Gallardo and Aston Martin DB9.

Lexus has distributed new photos of the prototype of a new model – a compact five-door hatchback. The concept car was called LF-Ch, however, as will be known as the commodity car, which will take the belt in the autumn of next year, is not yet known. World premiere of Lexus LF-Ch will be held at the international Motor Show in Frankfurt.

Lexus hatchback concept hybrid will get a power plant, which will allow the car to move as a pure electric, and with the joint use of conventional gasoline engine and electric motor. The prototype will be equipped with facilities that combines running on the Atkinson cycle four-cylinder 2.4-liter unit, nickel metal hydride batteries, electric motor and CVT. The total capacity of power plant will make 187 horsepower.

According to some reports, the serial-door Lexus will get front-wheel drive (for the moment all models of brand only offered with rear-or all-wheel drive) and will be called the Lexus CT. Note that the Japanese company has already registered the name in the United States CT 200h, CT 300h and CT 400h as trade marks.

New cars to rival the Audi A3 and BMW 1-Series and will cost in Europe is slightly smaller than in the IS sedan version with a diesel engine.