The FCX concept shown at the 2005 Tokyo Motor Show and the Kiwami concept shown before it (Tokyo, 2003) were both designed around their fuel-cell powertrains running through the center tunnel. The FCX Clarity is a new production design that stems directly from these two cars: it also features a fuel-cell powertrain running through the center tunnel and a monospace sedan design theme.
The headlines around this car are rightly about its advanced fuel-cell propulsion system, the technologies within this, and the reality of a zero-emissions small scale production car. But there is a lot to see in the design of the car as well.
Relative to its concept namesake shown two years ago, the production design sports smaller wheels, longer front and rear overhangs, and is laden with fussy details. But it retains the core long-wheelbase, monospace sedan profile and high-tailed twenty first century aero-look of the original.
The defining side feature crease lazily bends down as it meets the rear lights to then loop around the car's rather voluminous, but tapering rear. The back of the car also features a small vertically orientated window at the top of the trunk, similar to the Insight and European market Civic hatchback, but totally unique for a sedan. The front and rear lights run full-width as they did on the concept - and on the current Civics - and below the front lights there is a metal look surface similar to that of the VW Jetta.
Inside, the car is also derived from its concept car predecessors and relates to the latest production Civics with two-tier information displays and shelf-like instrument panel design. It also features an "I-Drive" type control located on the center stack, which effectively cleans up the broad center tunnel area.
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Design Review: Honda FCX concept
Honda Kiwami concept - Tokyo 2003
First Sight: Honda Civic (US market)
This is the second-generation Toyota Matrix. Essentially, the new design follows the formula of its first-generation predecessor in being a slightly 'funked up' compact hatchback based on the platform of the Corolla and marketed very specifically at the youngest of North American car drivers. The overall proportions and profile of the car is relatively conventional, but the car gains 'attitude' from its deep set rockers and lower bumper extensions; its expressive details and from the characteristic wavy side feature crease. One of the most unusual design elements on the Matrix is what must be the world's slimmest side window, which sits within the two inch gap between the C- and D-pillar and is visually part of the wrap-around rear window.
The two Matrix cars making their auto show debut (the design premiered at SEMA) were labeled 'prototypes' suggesting that they were not representative of final production car design quality, which may explain the crude execution of the lower front and rear lower bumper areas. But is doesn't explain the poor surface resolution in several areas or the clumsy overall feel that the design has, almost as if it were designed in a hurry - something that the well-resolved recent Scion designs that target the same youth market don't suffer from.
The theme of a core conventional design which then has been contrived to appear in some way modish and youthful continues inside, with circular air vents punctuating the instrument panel; an asymmetrical instrument binnacle and extensive use of silver-painted plastic.
The Matrix is an unusual design, willfully odd in several ways if ultimately without a strong theme, and appealingly funky if a little crudely executed.
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This is the second-generation Murano, one of the most important show debuts at LA.
The first-generation was a critically and commercially successful design for Nissan, and a one of the first crossovers. The second-generation car retains the original's proportions, and also its DLO and its integrated DRG. But it differs quite substantially in being a far fussier design.
The most obvious new design element of the Murano is the front DRG, which has a broken lower edge with lamps that sit below the base of the grille sides. It also has arcing wheel arch creases - similar to the first-generation Ford Focus in theme. When viewed in side profile the rear is quite different too, as it slopes back to the lower bumper. From the rear aspect it's unusually shaped window is also fussier than the first-generation design.
The interior is also less pure than the clean architecture of the original, although material quality-perception is higher. It also has a center stack-mounted 'i-drive' style interface with a crystal effect clear plastic surround to the control, and well-integrated brushed aluminum applique at the sides of the center stack.
With a high level of equipment, including electric folding split rear seats and double sunroof (and a generally more contemporary if busier aesthetic) the new Murano looks set to build on the success of its predecessor.
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