Ford B-Max

Ford B-Max

By removing the B-pillar on its B-Max microvan, Ford not only widened the entryway into its new people-mover, but also hopes the innovation will help Ford widen the distance between itself and the competition in the European-market microvan space. The B-Max making its world debut at the Geneva show is serving as a showcase of the versatility of Ford's B-segment platform, which underpins the new Fiesta.
The B-Max's pillarless construction, combined with the twin sliding doors a la the Mazda5, offers an opening that's nearly 5 feet wide when the traditional front doors are open and the rear doors are slid fully back. According to Ford, that's around twice the size offered by the competition, making it easier to strap in child seats, and easier for full-size adults to get to the back row without convoluted gymnastics. And the best part is, the pillarless design is production-ready - it's clear Ford intends to use it.
The B-Max is built off the same chassis as the Fiesta. It's about 4 inches longer than the Fiesta hatchback and a foot shorter than the C-Max crossover currently on its way to the U.S. Ford is aiming the B-Max at the urban dweller who finds the S-Max too large but still wants similar interior space and packaging.
"With the B-Max we set out to create a vehicle that captures the spirit of a smaller S-Max," Martin Smith, Ford of Europe's executive design director, said in a statement. "We wanted to show that a small car could be very spacious and practical inside, while still having the sleek, dynamic appearance that has made the S-Max so popular." Ford says the B-Max can swallow objects nearly 8 feet long when the front passenger seat and the 60/40 split rear row seats are folded down. Finally, with more than 4 inches of additional headroom compared with the Fiesta, drivers get a more commanding view of the road.

Ford B-Max

Ford B-Max

Ford B-Max

Hyundai i40 Wagon

Hyundai i40 Wagon

Hyundai i40 Wagon

If you were expecting the Hyundai i40 wagon to simply look like a Sonata with a pair of D-pillars and a rear hatch, then it may surprise you. Although it still rides upon the same platform as the North American Sonata, the midsize wagon receives all-new sheet metal from head to toe. Firmly rooted in the company's fluidic design language, the i40 wears a front fascia evocative of the smaller Elantra, complete with a split grille and long tapered headlamps. In back, the i40 has a Toyota-ish look, thanks to concave D-pillar forms and large, rhombus-like taillamps.
Hyundai has only released one photo of the interior, and it, like the exterior of the car is a complete redesign of the Sonata's layout. The centrally mounted navigation screen remains, but the controls for both the navigation and HVAC have been redesigned. Hyundai also promises substantial amenities such as available leatherette door panel inserts and leather seating, heated front and rear seats, a heated steering wheel, and rain-sensing wipers. Buyers may appreciate these touches, but most will likely flock to the i40 for the additional interior space. The wagon form provides 19.5 cubic feet of space with the rear seats up (3.1 cubic feet more than a Sonata's trunk), and nearly 61 cubic feet once the second row is folded.
As the wagon was developed expressly for the European market, it isn't surprising that the i40 is offered with a number of diesel offerings. At launch, the i40 will be offered with a 1.7-liter turbo-diesel four-cylinder in both 113- and 134-horsepower forms. Those desiring a gasoline option will reportedly be able to spring for a 2.0-liter I-4 in the near future. Transmission choices haven't been announced, but will likely be the same six-speed manual and automatic gearboxes used in the U.S.-spec Sonata.
At this point, it's unclear if the i40 has a future in North America. Hyundai has indicated the next i30 will be imported here as the Elantra Touring, but refuses to comment on the possibility of the i40 ever rolling into U.S. showrooms.

Hyundai i40 Wagon

Hyundai i40 Wagon

Infiniti Etherea Concept

Infiniti Etherea Concept

Infiniti Etherea Concept

Ladies and gentleman, meet the new sort of compact luxury, one that is meant specifically for younger buyers looking for something very different, efficient, modern, and athletic. Such is the definition given by Infiniti product planners, and the brand’s all-new Etherea concept fits this bill to the T.
“Etherea is about a new type of luxury,” said Toru Saito, Infiniti’s global business unit leader, in a prepared statement. “It is for younger buyers who do not want a smaller version of a typically conservative and traditional luxury car. It is for people who want a car that defines who they are, not who their parents were.”
These younger buyers are quite conflicted, it seems. For instance, the Etherea is not one type of vehicle; rather, it is a melding of bits from just about everything. It has a sedan’s space, a coupe’s styling, a hatchback’s utility, and a crossover’s height.
Without a B-pillar, the four-seat platform feels more spacious, designers say. Rear-hinged “suicide doors” aid in the feeling as well. The kinked C-pillar is heavily influenced by the Essence concept.
Up front, designers included distinct slanted headlights that incorporate LED daytime running lights. Designers are quick to point out that the headlight’s design will be a mainstay on future Infiniti models. There is also the traditional high hood line and deep grille that now illuminates. The A-pillar has a window that eases forward visibility and adds a touch of uniqueness.
Unlike some sports cars that focus front passenger controls towards the driver, the Etherea shares luxury and sport with all inside. Twin touch screens display car information, climate control, and stereo functions. A flat floor improves occupant comfort. Designers included a number of new interior finishes like kimono-inspired seat piping (called Kumihimo in Japanese), vertical strips on doors (Inuyarai), and a parchment paper-like material (Washi).
A gasoline-electric hybrid powertrain based on the system used in the M35h sedan powers the concept. Instead of a VQ-series V-6, however, a 242-horsepower supercharged 2.5-liter four-cylinder gives the Etherea most of its grunt, while a quick response electric motor provides extra power during acceleration and city driving. Everything is directed to the front wheels – a first time for the brand – via a continuously variable transmission.
Underpinning the new chassis is an independent suspension with electric/hydraulic steering and regenerative braking (much like in the M35h). Officials haven’t indicated if they will share most of the model’s components with parent conglomerate Renault-Nissan and new partner Mercedes-Benz, but we wouldn’t be surprised if other offspring arrive soon.

Infiniti Etherea Concept

Infiniti Etherea Concept