First Sight: Mini

Our initial reactions · Official photos

by Sam Livingstone    14 Aug 2006

 

The first 'New' Mini was launched just five years ago, replacing the original Mini that had changed only in detail since its 1959 debut. Designed by Frank Stephenson, now head of design at Fiat, the current design has been a sales success and most significantly has been very influential in demonstrating how small cars need not be explicitly functionalist, smaller versions of larger car types or feel cheap.
The new 'New' Mini, designed under the direction of Gert Hildebrand at Mini, is announced today with exterior design by Marcus Syring, interior design by Marc Girard and colour and trim design by Annette Baumeister.

Specification

The 2001 Mini was technically unusual in having a Chrysler-designed engine despite its wholly BMW parentage. The new car has a completely new BMW engine with variable valve timing for efficiency: 1.6 litre 120bhp in the Cooper, 175bhp turbocharged in the Cooper S, and a 1.4 litre version to follow for the One, and a diesel to follow later also. There are 6 speed manual transmissions for both Cooper and Cooper S and both variants have optional 6 speed automatic with paddle shift.

ABS, EBD (Electronic Brake Force Distribution) CBC (Cornering Brake Control) ASC+T (Automatic Stability Control + Traction), EBA (Emergency Brake Assist), DSC (Dynamic Stability Control) and also Hill Assist - preventing the car rolling back on a hill start - are the standard safety features. Run-flat tyres and electric power steering are also new, although whilst saving the weight and space required for a spare tyre and energy use of hydraulic power steering, they threaten handling sensitivity and ride comfort.

Four core color and trim packages are available; black, grey, beige and red with more detail options under the 'Color Line' range which has five colors, and four trim materials (including oak!) on top of those standard fit to the Cooper and Cooper S. Several additional extras are also available such as the piped leather and 16 chrome plated rims for the circular cockpit elements (air vents, cup holder etc).

Design

The new design appears very similar to that of its immediate predecessor, but whilst it shares some of its predecessor's under-structure, every part that can be seen on the car is new - as Hildebrand said to CDN today: "Nothing is carry over; the car is completely new".

The core differences is a 74mm increasing in length (all other dimensions are within 7mm of the previous design) of which 38mm is in the front overhang which is evident in lamps that now can be seen from the side view more as they sit on a nose section with more plan shape to disguise the increased overhang necessary for improved pedestrian impact performance. At the front the hexagonal grille graphic incorporates the lower grill aperture, and the headlamps incorporate the indicators for a cleaner solution. The side aspect is near identical to its predecessor with slightly larger wheel arch treatment, marginally more dive and shoulder in the body side, larger mirrors and different detail resolution around the small front wing. At the rear the only significant change is the lower valance which has been cleaned up and made more of a feature (particularly in the Cooper S version).

Inside the changes are greater - the main differences being an even larger centre speedometer (this time incorporating ICE and optional navigation information displays), and slimmer IP section.

Conclusion
There have been very few, if any, new cars which appear to differ so little from their predecessor as the new Mini design - the Porsche 996 to 997 (or Boxster equivalent) being the perhaps the only example of this in such extremis. But this approach is clearly necessary for this particular brand and product and it is likely that the new 'New' Mini will continue the success of its predecessor, whilst expected body style variations including an estate version will broaden the appeal and show more innovation.
Related Stories:
Design Review: Mini Concept Frankfurt

First Sight: Honda CR-V

Distinctive double grille front end. Click for larger images

Rear seat features large fold down center section for load through capability

Honda has released details of the all-new CR-V, which will be launched at the Paris Motor Show later this month. It aims to offer a driving experience as good as a D-sector saloon car, with improved equipment levels and Honda's latest advanced safety technology. The previous two generations of CR-V were based on Civic platforms and the latest all-new model continues that concept, being based on the new Civic architecture launched last year. A lower centre of gravity (reduced by 35mm), wider stance (increased by 30mm) and a number of changes to steering and suspension geometry have all helped to enhance the CR-V's handling characteristics.

Honda CR-V (2001-06)

Specification

Two engines will be available from launch, a 2.0-litre petrol or a 2.2 diesel engine. The all-new 2.0L petrol engine is based on the 1.8-litre SOHC i-VTEC from the Civic range and features latest VTEC and friction reduction technologies, plus the delayed closure of the intake valves combined with a wide open throttle valve during low-load driving conditions. Maximum power is 150 PS at 6,200 rpm (lower in the rev range than the current 2.0), while torque is 190Nm (140lb.ft) at 4,200 rpm.

Petrol engine models are also equipped with brand new transmissions: all manual gearboxes are 6-speed, while a 5-speed automatic is also available. The efficiency of the engine, together with improved aerodynamics and new gearboxes, have boosted fuel economy figures. Performance is also enhanced, with the 0 to 62mph time dropping from 10.8 to 10.2 seconds (manual) and from 13.1 to 12.2 seconds (automatic). Honda's celebrated 140PS 2.2-litre i-CTDi diesel continues; but as aerodynamic efficiency is improved by 12 per cent, fuel economy is further improved.

While the on-road capabilities of the CR-V are much-improved, its off-road skills have been tweaked as well, with a revised Real Time 4WD system that detects front wheel slip and promptly sends torque rearwards. The new dual-pump system can transfer 20 per cent more torque compared to the existing unit. This 4WD set-up not only allows light off-road driving, but also helps maintain stability on the road - in snow or other slippery conditions, for example.

Two active safety systems are available on the new CR-V, which are claimed to be unique to the SUV segment. The first, Adaptive Cruise Control (ACC) is a radar-controlled cruise control function which maintains a set distance to the vehicle in front, while Collision Mitigation Braking System (CMBS) predicts collisions and warns the driver, before applying strong braking and retracting the front seatbelts if the situation becomes critical. Active Front Lighting (AFS) - headlights that turn to illuminate the road in the direction the vehicle is heading - also make their way onto the CR-V for the first time, as does Trailer Stability Assist (TSA), which together with Vehicle Stability Assist (VSA) ensures that towing safety is continuously monitored and corrected. Towing capacity on the diesel-engined CR-V is now increased from 1500kg to a very competitive 2000kg.

Top versions of the CR-V will feature a panoramic glass roof - similar to that found on the Civic - which provides an even lighter cabin. Depending on grade, more premium equipment is available, including a driver's 8-way adjustable power seat, leather upholstery, 19-inch alloy wheels, front and rear parking sensors and a rear view camera.

Design

The design of the new CR-V has changed to a more sophisticated car-like profile that's much more �styled' than previous CR-Vs, especially compared to the previous, slab-sided model from 2001 that was notably bland (yet actually sold very well). The bodyside has a deep swage line, with softly sculpted lower body sides and prominent wheelarches. While the car has a more dynamic stance - emphasised by the car's wide track and 17- or 18-inch wheels - the overall theme reminds one somewhat of the outgoing BMW X5.

The front is the most striking part of the design, with a distinctive double grille as the focal point, flanked by projector-style headlights and a large bumper. The rear is more conventional, still with characteristic vertical taillamps but now with a notably raked rear screen, thus emphasising the sporty aspect of the new CR-V. The spare tyre is repositioned under the rear floor (as on the new Freelander 2) and the trunk is extended rearwards to make use of this extra space, now accessed by a conventional tailgate rather than a side-opening door.

While the coupe-like tapering DLO is the biggest break from the old CR-V formula, it's not such a unique graphic, having been seen before on the Honda Stream a few years ago and also the original Renault Scenic. Other SUVs have toyed with this coupe-like cabin profile too, such as the Infiniti FX, Lexus RX300 or Audi Q7 but they're all a class or two above the CR-V so it's interesting to see this theme drift down to a compact SUV model for the first time.

Inside the cabin, accommodation remains generous and the dimensions are similar to the previous CR-V. Design cues from the Accord and Civic models include blue illuminated instruments, a 3-spoke steering wheel, metallic inserts on the dash and doors that contrast with soft textured black trim. Front seats are larger and more comfortable and the steering column is now adjustable for reach as well as rake. Relocation of the gear lever to the base of the centre console brings it closer to the steering wheel and creates more floor space. Added flexibility is provided by a novel 'Double Deck' luggage area, created by a shelf that sits at a height of 330mm above the load floor. It means luggage can be subdivided, with that on the lower level being more easily accessible.

Conclusion

The outgoing model sold well in all markets, set new standards in the compact SUV sector and was regarded as the benchmark vehicle for its impressive road manners and versatility. The latest CR-V aims to be even better on the road, has a more sophisticated interior and is even more practical, especially for towing. The CR-V has always been one of the most 'car-like' SUVs on the market, with no pretence at great offroad capability and, with the market becoming increasingly crowded, Honda has repositioned the new car in a more superior, Hi-Tech direction that gives it a stronger personality and moves the compact SUV sector on a step further.

Hot Car

IED Eye concept

The Istituto Europeo di Design (IED) of Turin will showcase a new concept developed in collaboration with Tesla at the upcoming Geneva motor show. Called the Eye, the new concept was created by 11 students on the university's Transportation Design MA program under the supervision of Tesla's Design Director, Franz von Holzhausen.

Based on an idea by Jorge Andrés Pinilla Fonseca, the fully electric 2+2 -seat concept is a C-segment car for a young, cosmopolitan target demographic. Measuring 4250mm in length and 1800mm wide, the concept stands 1360mm high and has a 2650mm wheelbase. It incorporates a black plexiglass front mask and an innovative roof structure that enables the vehicle to become a semi-open car with a loading bay similar to that of a pickup truck.

As flash recovers, fears of another bubble

SanDisk founder and CEO Eli Harari holds one terabyte of flash memory during an interview about the future of the storage market. Photo: Jon Fortt.
Flash memory might rule the roost when it comes to gadget storage – all the sleekest devices from smartphones to the upcoming iPad use it – but it can be tough to make a profit selling the stuff.

No one knows that better than Eli Harari. As founder and CEO of flash memory maker SanDisk (SNDK), he has been through a roller-coaster year.

Late 2008 was the worst of times. In a race for market share, SanDisk and its rivals flooded the market with flash chips. That, combined with weak consumer demand from a global recession, sank prices and drove everybody into the red. “We had a period of irrational exuberance,” Harari says, borrowing a dot-com-era phrase.

More recently, though, the flash market managed to stage a comeback. SanDisk, along with other big flash producers including Samsung, Toshiba and Intel (INTC)/Micron, cut flash production last year, just before demand began to recover. Lower supply and higher demand helped usher in record revenues ($1.2 billion) and net income ($277 million) in the fourth quarter, and when I stopped by SanDisk headquarters this month to chat with Harari, he was still smiling about it.

“No one built new fabs in 2009, and we don’t think any are going to come onstream in 2010,” Harari says. Stable supply, of course, often means more stable prices.

But the good times might not last.

Toshiba today announced plans to spend nearly $9 billion to build a new flash memory manufacturing facility, calling it a necessary move to keep up with market leader Samsung. (UPDATE: The company later clarified its comments, saying it hasn't made a final decision about the timing of a new facility.) We’ve seen this movie before: It’s probably just a matter of time before others follow suit, raising the risk that in 2011, the market will once again be awash in cheap flash memory.

Harari? He’s sanguine about the market. While he can’t promise an end to market volatility, he has reorganized SanDisk so that it’s less beholden to the whims of the retail consumer. He’s done that by backing away from competing at the low end of the market for SD cards, beefing up his business selling white-label cards to wireless carriers, and extending his global network of folks who sell rebranded SanDisk cards in places where he had a weak presence before.

An example is the Chinese New Year business. “December and January has very active purchasing for that market, and the pricing is very good. February, China is basically shut down, but there will be India or Latin America. When you straddle OEM and retail, and do it globally, you have the opportunity to start optimizing.”

Unless, that is, your competitors start flooding the market with product, and sinking prices. If that happens, it’s back to the roller coaster again. (AAPL)

HP's Mark Hurd: The Biggest Winner

Wall Street didn't make much of HP's services numbers – but they're actually pretty good. Photo: HP.
Just for a moment, forget about revenue and earnings per share. The most interesting number out of Hewlett-Packard’s earnings announcement this week was this:

15.8%.

That’s the profit margin CEO Mark Hurd and his team squeezed out of HP’s (HPQ) services business on the way to an impressive first fiscal quarter. The significance of the number? When Hurd bought lumbering services giant EDS for $13.9 billion a year and a half ago, he embarked on the corporate equivalent of that weight-loss show, The Biggest Loser. For HP to win, the former EDS has to drop weight. And the surest sign of weight loss is healthy margins. More

Tags: EDS, Financials, HP, IBM, Mark Hurd, Services

Are you a tax cheat?

Do you cheat on your taxes? If so, you're not alone. More Americans are fudging their taxes and an increasing number of people are scared of being audited, a survey from the IRS Oversight Board shows.

Thirteen percent of those surveyed said cheating is acceptable, according to an annual poll conducted for the Internal Revenue Service Oversight Board. That's up 4% from 2008. Four percent of Americans said they cheat on their taxes "as much as possible," up 1% from the year before.

Facebook Digg Twitter Buzz Up! Email Print Comment on this story


Quick Vote
Do you cheat on your taxes?
Not at allA little here and thereAs much as possible or View resultsAs tax season approaches this year, even more people may resort to cheating.

"I think the temptation will be greater this year, given the overall economic environment," said Bob Kerr, senior director of government relations at the National Association of Enrolled Agents.

But it's still impressive that more than 80% of those surveyed said they don't think it's ever acceptable to cheat, said Kerr.

How people cheat: As the government offers more refundable credits to taxpayers, such as the Making Work Pay Tax Credit, people may be tempted to try to claim more money than they deserve.

"We're getting more refundable credits," said Mark Luscombe, a tax analyst at CCH. "Historically, when you're able to get a check from the government in your hands right away, this has brought more cheaters out of the woodwork."

Besides common cheating tactics such as inflating the value of charitable donations and claiming personal expenses as business expenses if you're self-employed, Luscombe said a number of "cheaters" are simply those people who can't decipher the complicated tax code.

"People can't figure it out so they just put down a number that seems pretty good to them," he said. "The laws get more and more complicated each year and people just have less time to figure out the right way to do it so they might try to cut some corners."

Scared of getting audited: When asked if the fear of an audit plays a role in whether or not a taxpayer reports his or her taxes "honestly," 77% of Americans said yes, according to the poll.

That shouldn't be a surprise given the higher likelihood that you will be selected for a review. Last year, the number of audits rose to the highest level in a decade, and even more audits are expected this year as the Obama Administration pours money into tax enforcement.

A hotline was created to prevent cheaters from slipping past the IRS. Anyone with information about suspected tax fraud is encouraged to report it to the agency's tip line at 1-800-829-0433.

"There's still only about a 1% chance on average that you will be audited," said Luscombe. "But the audit rate has headed back up in the last couple years so your chances are certainly going up."

How can I boost body mass index without adding fat?

1. Choose healthy carbohydrates such as whole grain cereal, bread, brown rice, or beans at each meal or snack. Try to limit sugary and highly processed foods.

2. Add good fats including nuts and seeds, olive and canola oil, and avocado to snacks, meals and recipes whenever possible.

3. Don't fill up on vegetables at meals as they may prevent you from eating more energy-dense foods. Cooking vegetables in olive oil or healthy oil-based sauces can help increase the calorie density of vegetables servings. Fruits are also filled with nutrients and have more calories so if you get full easily, eat more fruits than vegetables. Dried fruits are even more calorie dense, so try to include them in meals and snacks throughout the day.

4. Make sure to add resistance training to your exercise regimen so you gain muscle in addition to body fat. This may help increase your appetite too.

5. If you find that water fills you up, limit consumption at meals. Try drinking 100 percent juice or 1 percent milk with meals and drink water between meals.

To increase hemoglobin, you need to increase your intake of iron. Iron is best absorbed in animal foods such as red meat, seafood and chicken, so try to eat these foods on a regular basis. If you are a vegetarian, make sure that you eat plant-based iron sources with a vitamin C-rich food such as oranges or orange juice, grapefruits or grapefruit juice, strawberries, kiwi and green pepper to increase the absorption of iron. If you take an iron supplement, do not take it with coffee, tea, or milk, as this may negativately affect absorption. Here are several iron-containing foods you should try to include in your diet on a regular basis: Swiss chard, beans, lentils, iron-fortified cereal, enriched grains (bread, pasta, rice) soybeans, spinach and dried fruit.

winter girl