Plug-in hybrids and fuel cells? How does the new Mercedes F800 Style manage that?

Mercedes calls it a ‘multi-drive platform’, and the F800 Style is built to take both hydrogen fuel-cell and plug-in hybrid powertrains, with the former offering a range of 375 miles and the latter allowing for 19 zero-emissions miles. Because Mercedes has managed to shrink the size of its F-Cell (fuel cell) componentry, the F800 can squeeze the fuel cell or plug-in hybrid powertrains into the engine compartment and (says Mercedes) the gaps within the chassis. And there’s still room inside for five.

The plug-in version of the F800 Style has a next-generation, direct-injection 299bhp 3.5-litre V6 petrol engine, mated to an 80kW hybrid module that’s integrated into the seven-speed gearbox. There’s also a lithium-ion battery with over 10kWh of storage capacity, and the F800 can reach 75mph in electric mode – it manages 155mph with petrol power – and return 68g/km.

The all-electric version features a 100kW motor that develops 214lb ft and is powered by a hydrogen full cell and lithium-ion batteries. The technology is a development of the system found in the B-class F-Cell, though adapted for the F800’s rear-drive layout.

Merc promises we’ll see more of the both alternative powertrains in production cars soon. ‘Characteristic features of the F800 Style are its innovations, whose development is already close to the series production stage,’ says Professer Herbert Kohler, Merc’s chief environmental officer. ‘This is true not only of the electric drive with fuel cells but also of the Plug-in Hybrid, whose components were taken from our modular system for electric and hybrid vehicles.’ Expect an S500 Plug-in Hybrid version of the next-gen S-class.

What about the F800′s looks inside and out?

The exterior glasshouse and side profile gives us a few hints at how the next CLS will look, but the rest of the styling is a development of the Fascination concept. That means a much more curvaceous look than the current Mercedes range, with lots of creases along the flanks to give the F800 a more sporty appearance. From some angles the proportions look a little odd, and the rear LED lights are similar to BMW’s Concept CS but overall we like – there’s a reason for the Style moniker.

Inside (and after you watch the rear doors slide back) there’s leather and wood trim, magnesium and aluminium seats, and a three-piece sunroof that floods the cabin with light, but much more important are the new gadgets. Top of the list is the latest version of Merc’s COMAND multimedia system, with a touchpad similar to that found on the new A8, but with a camera that records the driver’s hand and projects the image onto the screen so he or she can see what they’re about to press. We’d be surprised if the touchpad wasn’t on the next S-class, though Merc’s engineers are surely seething that Audi beat them to market.

Any other tech?

Of course. The sat-nav system on the F800 also features the succinctly dubbed Range on Map feature, which lets the drivers know the remaining range during electric running via a 360-deg depiction on the sat-nav map. And all the information on the F800’s screens is projected so it appears in the distance, meaning drivers don’t have to refocus between vehicles on the road and up-close displays in the car.

The F800 also has Merc’s new Distronic Plus Traffic Jam Assistant, which means the car recognises when the vehicle in front pulls off the motorway and doesn’t blindly follow it. And there’s the latest PRE-SAFE 360° system seen on the ESF 2009 concept too, which uses monitors to anticipate rear-end collisions and apply the brakes 600 milliseconds before a potential impact, hopefully stopping you rear-ending the car in front.

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Zenvo ST1 Design – Wholly Original Supercar, Familiar Elements

The Zenvo ST1 exterior design works from nearly every angle, and apes notable features from everything from the Lamborghini Gallardo to the Nissan GT-R, to the Porsche Carerra GT. Though some ST1 details are familiar, the Danish supercar as a total package manages to avoid looking like a who’s-who mashup.

Zenvo designed the car in-house, and its big gaping front air vents draw the eye over the tight, taught bodywork. Though obvious Lamborghini comparisons are made when speaking of the front end, the ST1 has softer body corners leading along the main body line toward the rear, keeping it original.

The outleted hood and rear C-pillar line, with the wraparound rear spoiler, calls to mind the new Lotus Evora. And, of course, the air intake grills just aft of the front wheels are a clear reference to the Nissan GT-R.

When all is said and done, though, the design works very well and befits a supercar with more than 1,100 horsepower. Zenvo will surely win some design awards for the 2010 ST1, should this beautiful beast make its production date of early next year, as promised.

Zenvo ST1 Performance – Show and Go

At the Zenvo ST1′s heart is mysterious 7.0 liter V8 that is rumored to be based on a GM crate motor. The big-displacement V8 is both turbocharged and supercharged, giving the ST1 a power output of 1,104 bhp and 1,055 ft-lb. of torque. In case you were wondering, that puts the Zenvo ST1 power numbers greater than those of the Bugatti Veyron.

With an electronically limited 233 mph top speed, the ST1 won’t be breaking any production land speed records, though. Presumably Zenvo threw the governer into the equation to simplify safety and aerodynamic precautions, as one 200+ mph speeds are reached, stress on tires and body components increases very quickly.

Power puts the oil-cooled 6 speed manual to its extreme tests, and let’s hope Zenvo puts adequate R&D into this transmission. A hydraulic limited slip and traction control aid 19 inch front, 20 inch rear wheels with putting all that power to the ground. The ST1 features a relatively sophisticated double wishbone suspension set-up with gas/hydraulic adjustable racing shocks.
How well will the complete package from a completely unproven halo car manufacturer handle, perform and hold up to the abuse that each owner will surely give it? Only time will tell, but the Danish and Zenvo certainly have sparked our interest.

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Lotus has made quite a name for itself over the years by building fast, nimble machines for both road and track. At the heart of any Lotus automobile is the sacred principle of greater performance through lighter weight: The lighter the car, the better it will perform.

This design philosophy can be seen not only in the Lotus Elise roadster and Exige coupe, but in several other Lotus-designed or partly built sports cars as well (Tesla Roadster, anyone?), since all are built around a revolutionary, lightweight chassis based on bonded and riveted aluminum sheets and extrusions. Lotus is even working with mainstream automakers such as Toyota to cut vehicle weight in an attempt to improve fuel economy and overall performance.

The latest creation from the famed British carmaker is the all-new Evora, a larger, roomier and more powerful midengine 2+2 sports coupe positioned above the Elise and Exige S models. Like the company’s not-for-the-U.S. Europa, the Evora aims to provide increased day-to-day usability. But does it?

Model Lineup
The Evora is the world’s only midengine 2+2 sports car and the first production model to be built on Lotus’ new Versatile Vehicle Architecture (VVA). Like its predecessors, the Evora chassis combines bonded and riveted aluminum components; however, it will be used for vehicles larger than the Elise. Additionally, the composite roof is used as a bonded and stressed body panel, making the larger Evora’s structure approximately 2.5 times stiffer than the Elise or Exige.

Designed from the outset to accommodate four passengers — albeit small ones in the rear — the Evora is almost 22 inches longer but also 5 inches wider and 4.2 inches taller than the Exige. Since its V6 engine and related components have more mass than the small 4-cylinder engine that powers its siblings, the Evora is 900 pounds heavier. At 3,047 pounds total, though, it is still almost 120 pounds lighter than the lightest Porsche 911, the Evora’s main competitor.

The Evora is offered in only one version, to which several options and packages can be added. Unlike the rather stark Elise and Exige, the Evora has a fully featured and well-finished cabin with standard air-conditioning, various iPod and auxiliary inputs, Recaro sport seats and a magnesium steering wheel that is adjustable in both height and reach, with a flat-bottomed, leather-draped rim.

The only notable omission is cruise control, an entirely useful — if not essential — driving accessory that comes only with the optional, extensive Technology package. Included with it are an upgraded Alpine audio system with larger speakers and a subwoofer; a 7-inch touch-screen; an Alpine navigation system, which also contains a portable unit that smartly pops out from behind the screen; Bluetooth connectivity; a USB jack; and rear parking sensors. A backup camera is a stand-alone option, as are a close-ratio version of the standard 6-speed manual gearbox, power-folding mirrors, different alloy wheels (some a few pounds lighter), StarShield body protection and special paint.

The Premium package adds hand-trimmed and twin-stitched Muirhead leather to the lower dash, center console and armrest, footwells and even to the relatively wide door sills that cover the aluminum frame rails. The Sport package has a “switchable” sports mode that quickens throttle response and raises the engine rpm limit; a traction control mode that allows more yaw and slip; a rear diffuser; titanium exhaust tips; cross-drilled brake discs; and a black finish for the brake calipers.

Under the Hood
The Evora is powered by a tweaked 3.5-liter double overhead cam V6 engine designed by Toyota. It uses a Lotus T6e control unit and lighter AP Racing clutch and flywheel for quicker throttle response. The V6 produces 276 horsepower at 6400 rpm and 258 lb-ft of torque at 4700 rpm. Coupled exclusively to a 6-speed manual gearbox, it can vault the Evora from zero to 60 mph in 4.9 seconds and on to a top speed of 162 mph. In the optional “sport ratio” transmission, ratios 3 to 6 are geared shorter for better acceleration.

The V6 is flexible and strong, but it lacks some of the fiery character one expects of a top-tier sports car or GT. The engine sound and exhaust note are sporty, but don’t elicit the same visceral appeal as that of a Porsche, Corvette or Ferrari powerplant.

Inner Space
Inside the Evora, everything that looks like leather is leather and everything that looks like metal really is metal, according to Lotus engineers. The design is fresh, modern and original, and the cabin is airy and bright. The quality of materials and finish is commendable, especially with the lavish leather surfaces of the Premium package.

In fact, the Evora’s cabin is quite a nice place to be, once you have slipped into the standard Recaro sport seats in front. The door sills are narrower than in the Elise and Exige, but it still takes a measure of agility to get in and out of this tiny sports car. The gauges are clear and major controls are correctly laid out, but several function buttons have very little movement and feel awkward at first. Some backlit markings are hard to see in daylight, and some are downright cryptic.

Getting into the rear is for kids, contortionists or a truly compact adult. We recommend using it to expand luggage capacity. The 5.7-cubic-foot trunk under the rear glass is decently useful, but still small. Storage space is also at quite a premium inside, with a tiny glove box and little else.

Visibility is great to the front and sides but dismal through the tiny, double-glazed, argon-filled rear window (for maximum sound isolation) that separates the cabin from the engine compartment. The outside mirrors are thankfully clear and large enough, and we strongly recommend the optional rear-view camera for stress-free parking maneuvers.

Our biggest gripe with the Evora is the absence of any footrest to the left of the clutch pedal. With the wide aluminum chassis member and wheelwell just behind the footwell panel, there simply is no space for it. The driver’s left foot can only be slipped underneath the clutch or left dangling above, neither of which comes naturally.

On the Road
A Lotus is all about driving dynamics, and the Evora unquestionably delivers. None of the roads we encountered — however twisty, convoluted or bumpy — could test its limits or balance. And no matter how hard we pushed in the tightest corners, the standard Pirelli P-Zero tires (225/40 ZR18 and 255/35 ZR19 front/rear) never emitted the slightest squeal. It would definitely take a race track and fully deactivating the stability control system to properly explore and experience this car’s true limits.

Steering feel with the hydraulically assisted unit (electric assist takes too much feel away, says Lotus development guru Matt Becker) is downright magical and addictive. The Evora is also a commendably cozy, relaxed and quiet highway cruiser. Brake feel and performance are superb, with big Lotus/AP Racing vented discs (13.8-inch diameter in front and 13.1-inch in the rear), cross-drilled with the Sport package and clamped by 4-piston calipers with finely tuned Bosch anti-lock brakes and electronic brake distribution.

The only subpar element of the driving experience is a long-travel shift lever that feels too vague and sounds a bit hollow. Let’s hope Lotus can find ways to quicken and tighten this cable-operated linkage. The Evora more than deserves it.

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