TREZOR amazing concept car an electric GT

A concept car infused with Renault style
An exterior influenced by a fresh design philosophy
TREZOR, a two-seater electric coupé, embodies the new design philosophy Renault introduced on its DeZir
concept in 2010 before inspiring the lines of new Clio in 2012.
With its powerful styling and Passion Red coachwork, the DeZir heralded the first stage of a design strategy
founded on the cycle of life: falling in love.
The TREZOR goes further, by symbolising feelings of maturity and commitment.
It reflects the maturity of Renault’s designs – a factor that, since 2014, has become the primary reason
driving customers to purchase one of the brand’s vehicles.
TREZOR features the new Renault styling cues that are to be found across the range, namely warm, simple,
sensual lines; a clearly defined family face and C-shaped signature lighting.
The TREZOR features striking red glazing and innovative carbon bodywork with contrasting surface finishes.
Smooth and silken at the front,this bodywork mirrors the car’s dynamic character. At the rear, it features hexagonal
panels that underline the TREZOR’s sporting temperament and technology.

“The Renault range has now been completely renewed and upgraded with a spectrum of
complementary models, each one of which has its own assertive identity. With the TREZOR,
we have pursued this renewal by introducing a new lifecycle sequence. This concept car is the
fruit of a freedom of expression and prepares the way for the trends we are likely to see in our
upcoming vehicles. These trends fall into two categories: French Design and Easy Life.”
Laurens van den Acker - SVP Corporate Design.

The metallic finish of the TREZOR conveys an image that is both sleek and protective.
Its silhouette displays the classic attributes of a GT.
On the bonnet, the honeycomb-form air intake echoes the structure of the rear bodywork. These hexagonal
shapes provide a variable-geometry intake, the movement of which embellishes the TREZOR with extra dynamism
and creates the impression that it is actually breathing.
On the left-hand side of the body, the petrol filler hatch has been replaced by an analogue gauge that indicates
the vehicle’s charge level, drawing on traditional sports car practice.
At the rear, the TREZOR is equipped with resolutely modern fibre-optic lighting integrating a red laser. This
‘rope-like’ fibre assembly provides bright, distinctive lighting. Under braking, the torsion and stacking of the optical
fibres creates an interesting visual effect and increases the intensity of the light.
Design codes of the future: authenticity and modernity
Within the TREZOR, there is a strong focus on evolving interior design.
The style is warm and sensual, with red as the predominant colour. The accent is on driving pleasure and
extensive use is made of high-quality materials, including wood and leather. With its blend of craftsmanship,
technology and a truly French touch, the cockpit offers a foretaste of the sleeker, increasingly refined
interiors of future Renault models, complete with cutting-edge connectivity.
Providing a genuine link between the car’s interior and exterior, the red glazing ensures a bright, warm cabin.
The TREZOR’s one-piece door lifts much like the lid of a jewellery box.
Standing just 1,080mm tall, the TREZOR invites occupants to straddle the side of its body as they climb in. This
style of entry is a throwback to the world of classic racing cars, wherein drivers felt as one with their machines. The
sporting and sensual manner of entry is accentuated by the red leather trim for the upper part of the pillar. It
looks almost like a saddle, so you might be mounting a steed just as easily as getting into a car. Ingress is facilitated
by automatically reclining headrests.
The TREZOR provides another surprise when you climb in, with a dashboard made from red wood that
incorporates a luggage compartment at the front of the vehicle. Made-to-measure cases are held in place by
leather straps and remind how travel can be an art form.
The seats’ rounded contours were inspired by the world of furniture design to create a plush, comfortable interior.
Upholstered in smooth, deep-red leather, they embody the refinement of luxury goods.
The dashboard is the fruit of a partnership with the French firm KEIM-cycles, which is renowned for its custom
wooden, high-performance cycle frames.
Using a high-precision process developed by KEIM-cycles, the dashboard comprises superimposed thin
strips of ash. The finished article provides a level of strength comparable with that of modern composite
materials and underlines the structural qualities of wood, namely light, strong, organic and warm.
The refined dashboard highlights the cabin’s modern, high-tech appointments and features a big touchscreen
display.
The rectangular steering wheel opens up the driver’s field of vision and is redolent of the world of Formula 1.
It features three screens, one centrally mounted featuring the logo and two touchscreen displays to either side
instead of conventional stalk controls.

The TREZOR paves the way for electric sports cars
A motor inspired by Renault’s electric vehicle expertise
Not only does Renault stand out as a pioneer of electric mobility, in addition to being Europe’s
best-selling electric-vehicle manufacturer, but it also is contributing directly to the expansion of all-electric motorsport
through its participation in the FIA Formula E Championship.
The TREZOR’s motor derives from the Renault e.dams, two-time winner of the Formula E Teams’ world title.
With maximum power of 260kW (350hp) and peak torque of 380Nm, it provides acceleration from standstill to
100kph in less than four seconds.
The TREZOR features two batteries, each of which has its own cooling system optimised by the variable-geometry
air intake incorporated in the bonnet.
The TREZOR also incorporates a brake-operated energy recovery system, courtesy of the Rechargeable Energy
Storage System (RESS) technology developed for Formula E racing.
Optimal configuration for greater performance
Thanks to its batteries being located separately, one at the front and the other at the rear, the TREZOR has optimal
weight distribution. Its rear-wheel-drive system ensures that power is delivered to the road more efficiently to
enhance driving pleasure.
The TREZOR’s proportions also contribute to its engaging on-the-road manner. Its wide tracks (front:
2,048mm / rear: 2,106mm) and wheelbase (2,776mm) enhance road holding, while the ultra-low bodywork
optimises aerodynamics to achieve a drag co-efficient (Cd) of just 0.22. Its centre of gravity is also particularly
low (ground clearance: 25cm) for greater stability and less body roll.
To improve battery range and performance, Renault Design paid special attention to taking weight out of the
vehicle. The chassis incorporates a central carbon cell mated to tubular steel frames front and rear. The monocoque
and access hatch are made from carbon. Thanks to this work, the TREZOR boasts the poise of a spectacular GT
(length: 4,700mm / width: 2,180mm / height: 1,080mm) while tipping the scales at just 1,600kg.
The TREZOR is fitted with tailor-developed Continental® tyres, fitted to 21- and 22-inch wheels respectively at
the front and rear. A part of their tread features a pattern designed to optimise the clearance of surface water while
the rest is entirely smooth to maximise grip.

The TREZOR features future technologies conceived
to make life easier
A customisable, touch-operated dash with advanced connectivity
The TREZOR sees the brand explore a new approach to dashboard design with a unique L-shaped display
that combines the dashboard controls and the multimedia system.
This type of screen reinforces the interior’s cockpit feel while the satellite-navigation instructions continue
to be visible on the upright part of the display. The TREZOR makes use of the latest Ultra High Definition
developments. A combination of OLED technology (Organic Light-Emitting Diode) and Corning Gorilla® Glass has
produced a thin, curved screen which, unlike LED displays, does not require backlighting. The result is superior
contrast and colour reproduction, along with deeper shades of black with no halo effect.
From the moment you climb in, the screen lights up to welcome you on board and invites you to place your
smartphone in a dedicated pocket beneath the armrest. The phone is immediately recognised and a greeting is
displayed. The whole vehicle is scanned electronically to ensure everything is functioning correctly.
The touch-screen’s interface can be personalised. The smartphone’s apps will appear on the multimedia
system’s screen and the driver can display the widgets of that he or she wishes to use on the screen positioned
behind the steering wheel.
This modern yet easy-to-use interface illustrates Renault’s commitment to create vehicles that are intuitive and a
pleasure to travel in.
Autonomous driving mode allows you to stay in touch while on
the move
Thanks to Renault’s MULTI-SENSE system, the TREZOR offers a choice of three driving modes: neutral, sport and
autonomous. The TREZOR embodies Renault’s vision of how autonomous cars can make travelling safer and
more enjoyable, while allowing motorists to optimise how they use their time.
When the car is in autonomous mode, the exterior lighting signature changes and extends to the lateral and
rear logos, to indicate to other road users that driving has been delegated.
Formed by two leather-sheathed aluminium shafts, the steering wheel extends in width in autonomous mode. In
the manner of a cinema screen, this movement symbolises a step into a whole new world of travelling.
With the wheel in this configuration, the driver also has a panoramic view of the dashboard.
In this mode, the TREZOR allows occupants to use their time on a journey to stay connected. The driver and
passenger are able to immerse themselves in a shared universe, perhaps by watching a film, playing a game or
flicking through photographs…
Beyond 2020, Renault’s target is to make completely safe ‘hands-off / eyes-off’ technology available for its
mainstream vehicles – at an affordable price. 

30 years of the BMW M3 – the story behind the legend

Munich. 2016 marks the 30th anniversary of a motoring icon, one which revolutionised the mid-size sports car segment when its production started in 1986. The very first BMW M3 set a new standard by which other carmakers would be measured – and, five model generations later, are still judged today. BMW Motorsport Division, the precursor to BMW M Division, was incredibly rigorous in its deployment of undiluted motor racing technology in the development of the first-generation BMW M3. Its endeavours produced a thoroughbred high-performance sports car – based on the series-produced BMW 3 Series – that was perfectly suited to daily use. Over the three decades that have followed, BMW M has gently refined its trailblazing and highly successful creation from one generation to the next, while always taking great care to preserve the original character of the M3. The upshot is that there is arguably still no other car that blends such prominently honed motor sport genes and uncompromised everyday practicality into such an emotionally stirring overall package.

The 30th anniversary of the BMW M3 provides an ideal opportunity to look back at four highly intriguing model variants that, for various reasons, never made it past the prototype stage. Four surprise guests will therefore be attending their progenitor’s birthday party: the BMW M3 Pickup from 1986, the BMW M3 Compact from 1996, the BMW M3 Touring from 2000 and the second incarnation of the BMW M3 Pickup unveiled in 2011.

Use in touring car racing was the overriding development objective for the first-generation BMW M3. 

The BMW M3 was not an attempt to produce a sporting flagship for a volume-produced model range; instead it originated from the idea of developing a racing car for motor sport that would also be available in a road-going version. The selected category of racing was Group A production touring cars – as seen in the German Touring Car Championship (DTM) that had succeeded the German Racing Championship (DRM). The Group A regulations stated that for a racing car to be homologated, at least 5,000 road-legal units had to be sold within 12 months.

Having the chance to develop the production and race versions of the car alongside one another presented the development team with a tremendous opportunity, which they duly capitalised on. The axle kinematics, suspension and damping were all perfectly tailored to the future demands of motor racing, as was the braking system, which combined the standard ABS with inner-vented brake discs at the front and an engine-driven high-pressure pump. Details such as the transmission’s shift pattern with first gear at the bottom left also gave a clear indication of the vehicle’s singular focus on racing.

On top of this came extensive weight-saving measures. While the body with broad wheel arches was manufactured from sheet metal in the traditional manner, the front and rear bumpers along with the side skirts, boot lid and spoiler were made of plastic, reflecting the engineers’ commitment to intelligent lightweight construction. The BMW Motorsport experts tweaked the car’s aerodynamics too, with the C-pillar of the BMW M3 following a slightly shallower angle than the standard body and having a broader base. This allowed the airflow to be directed towards the distinctive rear spoiler more effectively.

Extensive use of high tech in the powertrain, too. 

The experts at the Motorsport department used the two-litre four-cylinder engine fitted in series-production models as the basis for the M3’s unit, as the low weight of its construction and its high-revving capabilities meant it had exactly the right ingredients for a racing engine. To transform the well-mannered everyday engine into an athletic performer with sports car credentials, however, they had to subject it to some intensive power therapy.

First, they increased its displacement to 2.3 litres and converted it to a four-valve arrangement. For this purpose, the team employed a suitably modified cylinder head taken from the six-cylinder engine featured in the BMW M1, whose combustion chambers were – conveniently enough – spaced exactly the same distance apart as the four-cylinder unit’s. The crank drive on the BMW M3 was designed to be so rigid that it could handle 10,000 revolutions per minute and more. The standard production car’s rated engine speed of 6,750 rpm therefore left plenty of margin for further evolutions of the motor sport off-shoot.

From sporting machine to heavy-duty transporter: the BMW M3 Pickup (1986). 

When the first generation of the BMW M3 was brought out, it wasn’t just customers who were enthralled by its exceptional dynamic abilities. It also caused quite a stir within the BMW Motorsport department responsible for its development, who saw it as the perfect means of transporting work equipment and parts around the premises of what is now BMW M Division in Garching near Munich. The only problem was that goods transport didn’t figure very highly on the list of the first BMW M3’s many talents.

It didn’t take long to remedy the situation, the body of a BMW 3 Series Convertible being transformed into a BMW M3 Pickup. “The convertible bodyshell was chosen as the basis for two reasons,” recalls Jakob Polschak, head of vehicle prototype building and workshops at BMW M Division and an employee at the company for more than 40 years. “Firstly, we happened to have such a model at our disposal and in perfect condition. And secondly, the convertible’s built-in bracing made it the ideal choice for a pickup conversion.”

The first BMW M3 Pickup did not sport the original’s boldly flared wings, as it was equipped with the narrower body of its regular, volume-produced sibling. At first it was powered by the engine fitted in the so-called “Italian M3”, which had a reduced two-litre displacement due to tax regulations there and an output of 192 hp. “Later we switched to the original 2.3-litre four-cylinder engine with 200 horsepower,” reveals Polschak. The BMW M3 Pickup went about its work around the factory premises reliably for over 26 years before finally being retired four years ago.

The BMW M3 Pickup’s long service life alone is clear evidence that the one-off versions being presented here are not mere gimmicks or engineering exercises. On the contrary, they are high-performance cars that have been optimised to perfectly match their intended task or field of use. As such, they epitomise the philosophy of BMW M. Plus, they also fulfilled another important purpose: “Our apprentices, graduate trainees and placement students assisted in the construction of all of these prototypes,” explains Polschak. “This allowed them to gain invaluable hands-on experience at the same time as freeing up resources for us – a classic win-win situation.”

A starter model for young target groups: the BMW M3 Compact (1996). 

The same was also true of the 1996 BMW M3 Compact, of course. The idea behind this model was to present younger customers, in particular, with an entry point into the world of BMW M cars. “To a certain extent, the M3 Compact can be regarded as the forefather of today’s BMW M2,” remarks the BMW M workshop chief with a twinkle in the eye, and it’s easy to see why he draws the comparison. If it had gone into production, the M3 engine’s power would in all likelihood have been lowered somewhat. In the prototype, however, it was allowed to unleash its full 321 hp, which made easy work of propelling a lightweight car (it tipped the scales at just 1.3 tonnes). “It is 150 kilograms lighter, more agile, firmer and even more uncompromising,” enthused German motoring magazine “auto motor und sport” (issue no. 13/1996) after testing it.

A feasibility study under real-world conditions: the BMW M3 Touring (2000).

The BMW M3 Touring prototype likewise materialised because a production model was under consideration. The M3 Compact was made available to journalists for testing in order to both project an image and sound out customer interest. But the M3 Touring served entirely in-house purposes. “This prototype allowed us to show that, from a purely technical standpoint at least, it was possible to integrate an M3 Touring into the ongoing production of the standard BMW 3 Series Touring with very little difficulty,” explains Jakob Polschak. “One important thing we needed to demonstrate was that the rear doors of the standard production model could be reworked to adapt them to the rear wheel arches without the need for new and expensive tools.” Once it had passed through the assembly line, the M3 Touring required only minimal manual follow-up work to fit the M-specific add-on parts and interior details, for example.

History repeats itself: the BMW M3 Pickup (2011). 

Once the first-generation BMW M3 Pickup described above eventually started to show the first serious signs of wear after around a quarter of a century of service, it was time for a successor. As with the original, those responsible for its creation again opted for a convertible body due to the existing strengthening elements. “The conversion work had initially proceeded in the usual, largely unspectacular manner during the spring of 2011. But then someone came up with the idea of marketing the vehicle as an April Fools’ joke, as April 1 was just around the corner,” recounts Polschak. To prime the public, spy shots of calibration runs on the Nürburgring’s Nordschleife circuit emerged in the run-up to the day, which served to fuel speculation about plans to build a production model.

And it worked. Reports from the time show that a good many journalists and bloggers took the bait and believed the rumours. Even the official press release published on 1 April 2011 did not immediately set matters straight, first presenting the BMW M3 Pickup as the “fourth body variant” following the Sedan, Coupe and Convertible, before going on to say: “309 kW/420 hp under the bonnet and a payload capacity of 450 kilograms over the rear axle take the BMW M models’ hallmark blend of racing-style driving pleasure and everyday practicality to a whole new level.” It also pointed out that the Cd was only marginally higher than that of the BMW M3 Coupe, the car was 50 kilograms lighter than the Convertible and the 20-kilogram targa roof could be removed to further lower the centre of gravity and therefore deliver even sharper handling dynamics.

It wasn’t until the final paragraph that the press release discreetly revealed the model in question was actually a one-off built for use as a workshop transport vehicle. Unlike its predecessor, however, it had also been licensed for road use.

The BMW M3: a sporting icon and dynamic benchmark for five generations.

30 years ago almost to the day production began of the first series-produced BMW M3s. This represented the opening chapter in a story of success which has no equal in the automotive world. The 2.3-litre four-cylinder unit with four-valve technology produced 147 kW/200 hp and accelerated the M3, which weighed just 1,200 kilograms, from 0 to 100 km/h (62 mph) in just 6.7 seconds. Top speed was 235 km/h (146 mph). In 1988 the Evo version was unveiled, with power increased once again to 220 hp and its top speed to 243 km/h (151 mph). And this was followed in 1990 by the final development stage of the first-generation M3: the BMW M3 Sport Evolution with 238 hp 2.5-litre engine, produced in a limited run of 600 examples.

The second generation of the BMW M3 – not developed specifically for use in motor sport this time – was a much more understated affair. Unveiled in 1992, its six-cylinder engine developed 210 kW/286 hp from three-litre displacement and peak torque of 320 Newton metres (236 lb-ft). It also featured the innovative new camshaft control system VANOS. The new model set two world records – for the highest output per litre (97 hp/l) and the highest specific torque (108 Nm (80 lb-ft)/l) produced by a volume-produced naturally-aspirated engine.

An extensive facelift in 1995 saw the displacement of the six-cylinder in-line engine increased from 2,990 to 3,201cc, with output rising to 236 kW/321 hp. Added to which, the new engine also employed Double-VANOS, which brings fully variable camshaft control on both the intake and exhaust sides. In summer 1996 the BMW M3 became the first series-produced car to be offered with the option of an SMG automated manual gearbox.

Featuring an aluminium bonnet with powerdome, prominently flared wheel arches, an aerodynamically optimised boot lid with rear spoiler lip and four tailpipes exiting the dual-flow exhaust system, the third-generation BMW M3 unveiled in 2000 cut an extremely eye-catching figure once more. Power again came courtesy of a naturally-aspirated six-cylinder in-line engine. The completely newly developed unit developed output of 252 kW/343 hp from its 3,246 cc and peak torque of 365 Newton metres (269 lb-ft).

Instead of being equipped with a straight-six engine, like the two previous generations of the car, the fourth incarnation of the BMW M3 presented in 2007 was powered by a high-revving, naturally-aspirated V8 developing 309 kW/420 hp. Among the extensive intelligent lightweight design measures employed were the carbon fibre-reinforced plastic (CFRP) roof fitted as standard and a front axle made almost entirely from aluminium.

The current (fifth) generation of the BMW M3 was introduced in spring 2014. In keeping with the change in nomenclature for BMW’s series-produced models, only the four-door sedan is badged “M3”, while the coupe and the convertible variants were given the model designation M4. In all three body variants, a free-revving straight-six engine with M TwinPower Turbo technology and 317 kW/431 hp provides the power. Rigorously applied intelligent lightweight design elements include the extensive use of lightweight materials such as CFRP and aluminium for many chassis and body components. All of which has shaved around 80 kilograms off the weight of its predecessor.

This summer, BMW M Division released an exclusive special-edition model – limited to 500 units worldwide – as a special tribute to the successful 30-year history of the BMW M3. With its Macao Blue metallic exterior paint finish, the BMW M3 “30 Jahre M3” harks back to the first generation of car, for which this colour shade was first offered. The Competition Package, which is included as standard and comprises extensive powertrain and suspension modifications, pushes the engine output of the anniversary model up by 14 kW/19 hp to 331 kW/450 hp.

The new MINI John Cooper Works Clubman

Premiere for the first John Cooper Works model of the latest generation in the premium compact segment; new MINI John Cooper Works Clubman combines authentic race feeling with the most space, everyday practicality and long-distance suitability ever realised in a model of the brand; drive and suspension technology developed based on motor racing expertise, the all-wheel drive system ALL4 as standard and the versatile interior enable unique flexibility in terms of both driving properties and functionality.

Extreme driving fun and an exclusive aura due to the precisely harmonised package of engine, suspension, aerodynamically optimised exterior and sports car flair in the cockpit that is typical of the John Cooper Works models; the distinct vehicle character is given additional emphasis with model-specific standard features including LED headlamps, MINI Driving Modes, Park Distance Control, Comfort Access, Radio MINI Visual Boost, multifunction buttons on the steering wheel and cruise control with brake function.

First ever combination of the current 2.0-litre petrol engine developed for John Cooper Works models with the new generation of the all-wheel drive system ALL4; 4-cylinder engine with MINI TwinPower Turbo Technology and 170 kW/231 hp; engine output 29 kW/39 hp higher than that of the MINI Cooper S Clubman; new version of the ALL4 system optimised for weight and efficiency with electrohydraulic regulation; 6-speed manual transmission as standard, 8-speed Steptronic sports transmission optionally available; combined EU fuel consumption: 7.4 l/100 km (automatic: 6.8 l/100 km, combined EU CO2 emissions: 168 g/km (154 g/km).

New MINI John Cooper Works Clubman with unique performance qualities, fascinating characteristics and powerfully emotional sound development; traction-optimised power transmission to all four wheels; acceleration from zero to 100 km/h in 6.3 seconds (automatic: 6.3 seconds); sports exhaust system, Brembo sports brake system, 18-inch John Cooper Works Black Grip Spoke light alloy wheels and Dynamic Stability Control DSC including Dynamic Traction Control DTC, EDLC (Electronic Differential Lock Control) and Performance Control as standard; Dynamic Damper Control and 19-inch light alloy wheels optionally available.

Innovative shooting brake concept, unique in the compact segment and interpreted in challenging, sporty style; dynamically elongated silhouette with long roof line; four side doors; sloping rear with hallmark split doors; Air Curtains and Air Breathers as well as other typical John Cooper Works design features to optimise aerodynamic properties; front section with especially large side cooling air inlets instead of parking lights and fog lamps; model-specific side sills; wide rear apron with integrated, tapered dual tailpipes of the sports exhaust system; John Cooper Works rear spoiler; hexagonal radiator grille with honeycomb pattern and cross member in Chili Red; John Cooper Works logo on radiator grille, side scuttles and rear; body finish in Rebel Green, red contrasting finish for roof and mirror caps, sport stripes in red or black as options available exclusively for John Cooper Works models.

Five fully-fledged seats; luggage compartment volume: 360 litres; by folding down the rear backrest, optionally available in a 40 : 20 : 40 split, the luggage volume can be expanded to 1 250 litres; touchless opening of the split doors as standard; storage package, roof rails and tow hitch with removable ball head optionally available.

High-end display and operating concept; instrument panel on the steering column; hallmark central instrument with standard 6.5-inch colour screen and optional 8.8-inch colour screen; toggle switch series including start/stop button for keyless activation and de-activation of the engine; centre console with armrest, MINI Controller, electric parking brake button, storage facilities and two cupholders; optional MINI Head-Up-Display with John Cooper Works specific display content.

Characteristic interior design in sports-car style; John Cooper Works sports seats in Dinamica/fabric and Carbon Black with integrated headrests; John Cooper Works door sill finishers; roof liner in anthracite; John Cooper Works leather steering wheel with multifunction buttons and shift paddles in conjunction with the 8-speed Steptronic sports transmission; gear lever or selector lever and cockpit displays in model-specific design; pedals and driver footrest in stainless steel.

Weight and crash-optimised body structure; standard safety features include front and side airbags, side curtain airbags, ISOFIX child seat mountings at the rear and optionally also on the front passenger seat, tyre pressure display as well as Intelligent Emergency Call and collision warning with city braking function; LED headlamps with LED daytime running light, white turn indicators and LED rear lights as standard; adaptive light distribution and turning light as an option.

All driver assistance systems offered for the new MINI Clubman also available for the John Cooper Works model: rain sensor with automatic driving light activation, Parking Assistant, rear view camera and Driving Assistant including camera-based active cruise control, collision and pedestrian warning with initial brake function, high beam assistant and road sign detection.

Standard comfort features including air conditioning and Radio MINI Visual Boost with 6.5-inch colour screen, USB socket, AUX-IN socket and Bluetooth hands-free facility; wide-ranging options for additional driving fun and comfort including 2-zone automatic air conditioning, panorama glass roof, seat surfaces in Dinamica/leather, seat heating, MINI Excitement Package including LED ring for the central instrument, ambient lighting with adjustable colours and MINI logo projection from the exterior mirror on the driver’s side when opening and closing the door, heatable and folding exterior mirrors, interior and exterior mirrors with automatic dip function, heatable windscreen, Harmon Kardon hi-fi speaker system, alarm system including red LED status indicator in the fin antenna, MINI navigation system and Wired equipment package including navigation system Professional, operation via MINI Touch Controller and 8.8-inch colour screen with touch function.

Additional customisation options for the exterior and interior in the distinctive style of MINI and John Cooper Works: sport stripes, chrome-plated exterior mirror caps, Chrome Line interior, lighting package, MINI Yours sports leather steering wheel and MINI Yours Interior Styles in three variants.

Current selection of MINI Connected in-car infotainment functions; Intelligent Emergency Call and MINI TeleServices for use with permanently installed SIM card; constantly updated range of apps for integration in the car via smartphone; MINI Connected App as a personal mobility assistant with wide-ranging functions in the car and on the smartphone: appointment reminder, calculation of travel time based on current traffic data, pedestrian navigation to car park, route guidance, filling station and car park search, last mile navigation to meeting point, online-based services for the use of entertainment offers such as Spotify, Stitcher, Amazon Music, Deezer, Audiobooks from Audible, Napster/Rhapsody, TuneIn, Glympse and Life360.

Engines, driving performance figures, fuel consumption and emissions: 

MINI John Cooper Works Clubman: 4-cylinder petrol engine with MINI TwinPower Turbo Technology (turbocharging, direct injection, fully variable valve control, variable camshaft control), capacity: 1 998 cc, output: 170 kW/231 hp at 5 000 - 6 000 rpm, max. torque: 350 Nm at 1 450 – 4 800 rpm, acceleration (0–100 km/h): 6.3 seconds (automatic: 6.3 seconds), top speed: 238 km/h (238 km/h), average fuel consumption: 7.4 (6.8 litres)/100 kilometres, CO2 emissions: 168 g/km (154 g/km), exhaust emission standard: EU6.

Exterior dimensions: Length: 4 253 millimetres Width: 1 800 millimetres Height: 1 441 millimetres Wheelbase: 2 670 millimetres.

New V90 Cross Country

Volvo Cars, the premium car maker, has unveiled the eagerly awaited V90 Cross Country, completing its 90 series line-up.

Since the introduction of the first Cross Country almost 20 years ago, Volvo Cars has become synonymous with the rugged all-road, all-weather product category, with a growing stable of Cross Country models.

Volvo Cars’ Cross Country models fulfil an increasingly important part of the Swedish brand’s product portfolio as luxury car buyers seek out a more experienced-based lifestyle that occasionally takes them off the beaten track.

“The V90 Cross Country takes the elegance of the V90 and transforms it into an all-road car that delivers safety, comfort and performance in a capable and adventurous package,” said Håkan Samuelsson, President & CEO, Volvo Car Group.

With some of the harshest winters on the planet and more than 77 per cent of the country covered in forest and lakes, Sweden is the natural place to develop and test extreme durability and all-weather-capable cars. This hard-won expertise represents a large part of Volvo Cars’ heritage, reflected in the company’s Cross Country model line-up.
“Our cars are well known for their safety, strength and durability. With All-Wheel Drive, increased ride height and a chassis optimised for comfort and control in all weather and road conditions, the new V90 Cross Country takes our versatile V90 estate and adds the heart of an explorer,” said Dr Peter Mertens, Senior Vice President Research & Development at Volvo Cars.

With Volvo Cars’ Scalable Product Architecture providing the underpinnings, the V90 Cross Country has undergone rigorous testing to ensure that it can survive the extremes in which it will ultimately find itself.

From secret testing facilities in the frozen north of Sweden, where temperatures regularly hit -40 degrees centigrade, to the searing desert heat of Arizona, where Volvo Cars performs its high-temperature testing program, the V90 Cross Country has been built to last.

With a design that clearly stands out from the crowd, the V90 Cross Country’s rugged character belies a sumptuous interior that delivers a level of luxury uncommon in the segment, combining all the benefits of the connectivity and entertainment features that were launched with the new S90 and V90, including a high-end sound system by Bowers & Wilkins.

The V90 Cross Country’s exterior design cues communicate the powerful and dynamic capability that the car exemplifies, while offering the flexibility to choose from both rugged and elegant expressions.

“Designing a Volvo Cross Country is not a styling exercise, a plastic job. It is based on honest capability. The Volvo V90 Cross Country brings a surprising and intriguing combination of a strong, powerful exterior and a luxurious, Scandinavian interior. It will continue the genuine tradition of the Volvo Cross Country with a new recipe: the blend of powerful off-road capability in a most elegant, sophisticated, tailored wagon suit,” said Thomas Ingenlath, Senior Vice President Design at Volvo Cars.

The new V90 Cross Country takes this well-established segment to a new level of comfort-inspired capability. Production of the car is set to start this autumn at Volvo Cars’ Torslanda plant in Sweden.