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Paris Motor Show - Highlights
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Paris Motor Show 2008 - Highlights
by CDN Team
Nissan Nuvu concept
At first glance the Nuvu seems to be a Tokyo show car that got on the wrong boat: it is a small whimsical concept that looks set to go on to have no impact in any production design Nissan. But with a 2+1 package, electric powertrain and three meter length, and its ‘son of Micra/March' DRG, it seems likely that this will be followed by a related production design.
The exterior has a calm cherubic quality from its soft forms, pearlescent tan finish and tall proportions. In section it's interesting to see the way the exterior surface gently flows around the car with a concave shoulder and bubble-like roof. The vertical ends to the DLO create the only sharp direction change on the whole car.
We spoke to Nuvu exterior designer Yasuhiro Tani who took us through several unique features of the car not immediately obvious: the ‘tree' form inside that metaphorically takes the energy from the leaf-like solar cells on the roof down into the car's battery, the wood chip and resin floor, the sprung Vanex seat mesh, and the woven plastic threads in the rear storage area of the car made from recycled PET bottles.
Inside the soft-edged pastel hues continue and the unique seating arrangement can be seen. The passenger seat can slide back to the rear of the car, and an occasional seat folds out from the passenger side of the IP to form tandem seating for two passengers.
The Nuvu name relates to this car being a ‘new view' on city driving according to Nissan, and its very different to the similarly sized, three-seat electric Mixim shown in Frankfurt last year. But unlike the Toyota IQ concept also shown one year ago, its hard to see how the theme of the Nuvu will successfully translate into a production design with a strong appeal outside of Japan.
Related Articles:
Designer Interview: Shiro Nakamura
Design Review: Nissan Mixim concept
Toyota IQ concept - Frankfurt 2007
At first glance the Nuvu seems to be a Tokyo show car that got on the wrong boat: it is a small whimsical concept that looks set to go on to have no impact in any production design Nissan. But with a 2+1 package, electric powertrain and three meter length, and its ‘son of Micra/March' DRG, it seems likely that this will be followed by a related production design.
The exterior has a calm cherubic quality from its soft forms, pearlescent tan finish and tall proportions. In section it's interesting to see the way the exterior surface gently flows around the car with a concave shoulder and bubble-like roof. The vertical ends to the DLO create the only sharp direction change on the whole car.
We spoke to Nuvu exterior designer Yasuhiro Tani who took us through several unique features of the car not immediately obvious: the ‘tree' form inside that metaphorically takes the energy from the leaf-like solar cells on the roof down into the car's battery, the wood chip and resin floor, the sprung Vanex seat mesh, and the woven plastic threads in the rear storage area of the car made from recycled PET bottles.
Inside the soft-edged pastel hues continue and the unique seating arrangement can be seen. The passenger seat can slide back to the rear of the car, and an occasional seat folds out from the passenger side of the IP to form tandem seating for two passengers.
The Nuvu name relates to this car being a ‘new view' on city driving according to Nissan, and its very different to the similarly sized, three-seat electric Mixim shown in Frankfurt last year. But unlike the Toyota IQ concept also shown one year ago, its hard to see how the theme of the Nuvu will successfully translate into a production design with a strong appeal outside of Japan.
Related Articles:
Designer Interview: Shiro Nakamura
Design Review: Nissan Mixim concept
Toyota IQ concept - Frankfurt 2007
Saab 9-X Air concept
Saab presented the 9-X in Geneva, and this is a decapitated version of the same car, albeit with an interesting twist.
The roof is fabric, in part for packaging reasons, but mostly because Saab wanted to have the premium values of a fabric roof as opposed to the now mainstream brand association of retractable hard tops. It furls back into a rear hinging trunk, but unusually the rear window operates independently sliding down along the split line that can be seen inside the rear buttress. Unfortunately the show car presented did not have this new mechanism working - a real missed opportunity.
We spoke with Boris Jakob the car's exterior designer who told us that "it was done almost in parallel to the 9-X [coupe], almost as if a production programme" and that it "was designed with the roof on - hence the rear buttress solution". It is this aspect of the design that is the most interesting with innovative and well resolved buttresses continuing the line from the top of the DLO. Between these buttresses the surface rolls down gently into an elegant flat deck.
The interior is subtly re-worked relative to the 9-X coupe from aft of the front seats to fit the cabriolet package, and so differs little from what we saw in Geneva.
Saab is overdue replacements for their existing production models and will be soon announcing a production lower-medium car that the 9-X previews. With the brand still pregnant with the aim of being a major player in the premium sector, we hope they have preserved as much of these concepts' innovative design as possible. Whilst the 9-X Air is an impressive concept, it is in many was a dilution of the Aero X design and won't bear much more dilution during productionisation before it becomes yet another bland Saab.
Related Articles:
Saab 9-X - Geneva 2008
Saab Aero X - Geneva 2006
Saab presented the 9-X in Geneva, and this is a decapitated version of the same car, albeit with an interesting twist.
The roof is fabric, in part for packaging reasons, but mostly because Saab wanted to have the premium values of a fabric roof as opposed to the now mainstream brand association of retractable hard tops. It furls back into a rear hinging trunk, but unusually the rear window operates independently sliding down along the split line that can be seen inside the rear buttress. Unfortunately the show car presented did not have this new mechanism working - a real missed opportunity.
We spoke with Boris Jakob the car's exterior designer who told us that "it was done almost in parallel to the 9-X [coupe], almost as if a production programme" and that it "was designed with the roof on - hence the rear buttress solution". It is this aspect of the design that is the most interesting with innovative and well resolved buttresses continuing the line from the top of the DLO. Between these buttresses the surface rolls down gently into an elegant flat deck.
The interior is subtly re-worked relative to the 9-X coupe from aft of the front seats to fit the cabriolet package, and so differs little from what we saw in Geneva.
Saab is overdue replacements for their existing production models and will be soon announcing a production lower-medium car that the 9-X previews. With the brand still pregnant with the aim of being a major player in the premium sector, we hope they have preserved as much of these concepts' innovative design as possible. Whilst the 9-X Air is an impressive concept, it is in many was a dilution of the Aero X design and won't bear much more dilution during productionisation before it becomes yet another bland Saab.
Related Articles:
Saab 9-X - Geneva 2008
Saab Aero X - Geneva 2006
BMW 7 Series
When the last seven series was launched in Frankfurt 2001 there was the biggest outcry in the recent history of car design. Chris Bangle's ‘if you're not uncomfortable with a new design initially then it isn't advanced enough' approach caused consternation and much discussion throughout the design community and even in the mainstream media - and presumably within the boardroom of BMW. Now, the fifth-generation 7 Series, perhaps the most conservative 7 Series to date, quietly makes its international show debut at Paris several months after its public announcement. Bangle's position of seven years ago must have changed or been usurped: this new design is a tacit admission that the last generation 7 Series took the wrong approach.
The new car is a soberly handsome car - the CS concept gave us a hint of the larger and more rounded grille treatment that also sits at the leading edge of the front with no protruding bumper section any more. The flanks have a sharp bone line that separates the slim concave shoulder surface from the lean flowing surface below, unlike the contentiously massive side volume of its predecessor. The door handles sit in sculpted recesses within this bone line unlike the massive separate elements of the last 7 Series. Similarly, intersection of trunk, rear aspect and fender are all far more comfortably resolved. But the overall effect is like that of the handsome second and third generation 7 Series designs: it's closer to being a larger 3 or 5 Series, it is a large generic BMW sedan. This is also very much the case in the interior with an X5/X6 core theme and only the most subtle of innovations such as the metal rimmed air-vents set in a recess on the IP and the handsome integration of the door handles within the aluminium appliqué.
So this new 7 Series proves not only that BMW have rejected Bangle's earlier direction, but that they may not have appreciated the value in his approach which made the 7 Series so distinctive in the BMW range.
Related stories:
BMW 7 Series - Frankfurt 2001
When the last seven series was launched in Frankfurt 2001 there was the biggest outcry in the recent history of car design. Chris Bangle's ‘if you're not uncomfortable with a new design initially then it isn't advanced enough' approach caused consternation and much discussion throughout the design community and even in the mainstream media - and presumably within the boardroom of BMW. Now, the fifth-generation 7 Series, perhaps the most conservative 7 Series to date, quietly makes its international show debut at Paris several months after its public announcement. Bangle's position of seven years ago must have changed or been usurped: this new design is a tacit admission that the last generation 7 Series took the wrong approach.
The new car is a soberly handsome car - the CS concept gave us a hint of the larger and more rounded grille treatment that also sits at the leading edge of the front with no protruding bumper section any more. The flanks have a sharp bone line that separates the slim concave shoulder surface from the lean flowing surface below, unlike the contentiously massive side volume of its predecessor. The door handles sit in sculpted recesses within this bone line unlike the massive separate elements of the last 7 Series. Similarly, intersection of trunk, rear aspect and fender are all far more comfortably resolved. But the overall effect is like that of the handsome second and third generation 7 Series designs: it's closer to being a larger 3 or 5 Series, it is a large generic BMW sedan. This is also very much the case in the interior with an X5/X6 core theme and only the most subtle of innovations such as the metal rimmed air-vents set in a recess on the IP and the handsome integration of the door handles within the aluminium appliqué.
So this new 7 Series proves not only that BMW have rejected Bangle's earlier direction, but that they may not have appreciated the value in his approach which made the 7 Series so distinctive in the BMW range.
Related stories:
BMW 7 Series - Frankfurt 2001
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