Features:
- 3.2 megapixel camera with 4x zoom and dedicated camera key
- 2.4-inch TFT screen display with 320 x 240 pixels resolution
- Fast and easy sharing of media to Ovi Share, Flickr and Facebook
- Light alert for incoming and missed call, as well as messages
- Nokia Xpress Audio Messaging
- FM radio and Bluetooth
- Talk time: up to 4.1 hours; Standby time: 14.3 days
- Dimensions: 98 x 48 x 14.75 mm; Weight: 100 grams (with battery)
- Bundled with 2GB microSD memory card
- Available in hot pink or graphite color
- The new Nokia 6700 slide and Nokia 7230 slider phones are expected will be able to buy next 1st quarter 2010 for around EUR 160 and EUR 100, respectively.
Nokia 6700 Slide Features:
- Modern, compact design with aluminum finish
- 5 megapixel camera with Carl Zeiss optics, dual LED flash and dedicated camera key
- 2.2-inch QVGA screen display with 320 x 240 pixels resolution
- Quick sharing of photos and videos from the camera menu to OVI
- microSD memory card slot supports up to 16GB
- Great music with FM radio and music player
- Talk time: up to 4 hours; Standby time: up to 300 hours; Music playback: up to 29 hours
- Dimensions: 95.2 x 46 x 15.9 mm; Weight: 110 grams
- Available in 6 variants of color – pink, red, petrol blue, aluminum, lime and purple.
If you think the R8 looks special, wait until you fire the engine. The normally-aspirated 4.2-litre V8 (proudly displayed under a glass engine cover, just like a Ferrari) roars into life, and once on the move delivers impressive performance from 2,000rpm. At the far end of the rev counter, a red line of 8,250rpm means astonishing acceleration, accompanied by an addictive bellow. It’s a proper performance engine. But be very careful with gearbox choice; the R Tronic paddleshift system is OK, but it distances you from the drive. The same can’t be said for the superb six-speed manual, while the brakes are progressive, strong and reassuring. That’s true of the handling, too. It’s an enormously capable and user-friendly machine, with scarcely believable amounts of grip. None of its rivals could keep pace on twisting roads during our tests. However, it doesn’t have quite the same involvement of the scalpel-sharp Porsche 911, and its responses are slightly numb in comparison. However, this is a small price to pay for a car with such awesome body control and delightful steering, while the ride quality, if you select the £1,350 Magnetic Ride dampers, is little short of astonishing. Indeed, they are a must-have option for any R8 owner. Downsides? Only the limited view out and the wide 11.8-metre turning circle.
Marketplace
It’s amazing that we actually managed to drive the R8 at all. And that’s nothing to do with reliability issues – more the fact that every time we stopped, people swarmed over the Audi like bees around a honeypot. We can’t remember driving another performance car that attracted so much attention. It looks great; the designers have even made a feature of the cooling vents, by placing them under the front and rear lights. The Side Blades (which double as air intakes for the V8) are less successful, though. They cut through the R8’s lines, although they can be colour-coded from a large range of options. This is just one area in which Audi’s supercar can be made bespoke. The R8 isn’t a big car; it’s roughly the same length as its key rival, the Porsche 911, although it is significantly wider and lower. Other competitors include the car this Audi draws so heavily from, Lamborghini’s Gallardo, plus the Aston Martin V8 Vantage and, if you’re really rich, the Ferrari F430.
Owning
The R8’s width and height don’t do practicality or ease of use any favours. And its packaging will force compromises; the nose boot totals only 100 litres, and although Audi claims that two golf bags can fit behind the seats, inserting them would block off what little rear visibility there is. However, both occupants have plenty of space, and get to enjoy a really special cockpit. We’re not convinced by the curved centre console, nor seats that are a touch high. But in every other regard, the R8 is stunning. There’s no faulting the seats, material quality and assembly, flat-bottomed steering wheel, the dash layout, or the fact that it simply makes you feel so special. It’s a shame it isn’t better-equipped, though. Audi seems to be adopting Porsche’s policy of charging extra for everything; not even cruise control is standard, when it is on an A3 SE hatch. This will only push up the list price, which will make running costs of nearly £2 per mile even higher. Needless to say, the R8 is thirsty as well, averaging 18mpg in our hands; but at least it has a large fuel tank, giving the fuel range a boost. Then there’s the small matter of the waiting list – which stretches for years!
Alfa Romeo Giulietta: world preview
The new Alfa Romeo Giulietta will be presented to the world at the forthcoming Geneva Car Show. Sales of the new model will start in spring and be gradually extended to all the major markets. The Alfa Romeo Giulietta is expected to give new impetus to the brand in one of Europe's most important segments.
In the Centenary year, the name is a tribute to an automobile myth and Alfa Romeo. The Giulietta is a car that, in the fifties, caught the imagination of generations of car enthusiasts, making the dream of owning an Alfa Romeo and enjoying the high level of comfort and technical excellence accessible for the first time.
The Alfa Romeo Style Centre has produced a new Giulietta, a sports car capable of expressing both great agility on the most demanding routes and providing comfort on everyday roads.
A new architecture for enhancing road hold and agility in total comfort and safety
Meet the new Alfa Romeo, a compact created to appeal to customers who seek top dynamic performance and those who are looking for a distinctive style and a high level of comfort.
The Giulietta has brand-new architecture, designed to meet the expectations of the most demanding customers in terms of road holding, agility and safety. Its excellent dynamic performance and great comfort are the result of refined technical solutions implemented in the suspensions, a next-generation steering system, a rigid yet light structure made of aluminium and high-strength steel, and state-of-the-art manufacturing technologies.
Alfa DNA, a device which customises behaviour of the car according to different driving styles and road conditions, can adapt the new Alfa Romeo to the needs of each individual driver to enhance driving pleasure and comfort. The new architecture of the Alfa Giulietta was designed to integrate and enhance all onboard systems. Three set-ups (Dynamic, Normal and All Weather) are available and can be selected using the Alfa DNA. This device - standard across the entire range of the new model - modifies the operating parameters of the engine, of the steering system, and of the Q2 electronic differential, in addition to fine-tuning the stability control system (VDC) behavioural logics.
Italian style sportiness and comfort
Combining sportiness and elegance, the Alfa Giulietta is the result of Alfa Romeo's new direction in style and technology - an approach that started with the 8C Competizione supercar and which recalls the brand's glorious past while projecting its traditional values of technology and emotion into the future.
The front end is developed around a "trilobe shape" and features a brand-new interpretation of the classic Alfa grille, set into the front bumper and suspended between the two air intakes. The entire car develops from here to combine a lively personality with an elegant form. The front headlamps implement LED technology and a Daytime Running Lights (DRL) function for maximum active safety.
The profile of the Alfa Romeo Giulietta is rich in personality and confers the appearance of an agile, solid model. This is above all the result of the coup頳haped side windows, which highlight dynamic and streamlined shape, and of the concealed rear handles. The side ribbing adds to the car's slender look, while the taut lines closing in on the rear end accentuate the "wedge" shape of the body.
The style of the rear end, like that of the front and the side, is strong and consolidates the impression of a muscular car, firmly gripped to the road. Like the headlamps, the rear light clusters implement LED technology, to the advantage of preventive safety, in addition to good looks.
The interior design is taut and light: a horizontally developed dashboard with aluminium element accents and rocker controls which explicitly recall the 8C Competizione. Painstaking attention to detail and the high quality of the materials used are the most advanced expression of Italian style.
Finally, the dimensions of the new car give a compact, dynamic shape combined with excellent roominess and a capacious boot (350 litres): the car is 4.35 metres long, 1.46 metre high and 1.80 metres wide with a wheelbase of 2.63 metres.
Innovative engines for exciting, environmentally friendly driving
The Alfa Romeo Giulietta guarantees top level performance and next-generation technology in terms of technical solutions, performance and environmental friendliness. Four Turbo engines will be available at launch, all Euro 5 compliant and fitted with a standard "Start&Stop" system for reducing consumption and emissions: two petrol engines (1.4TB - 120 HP and 1.4TB MultiAir - 170 HP) and two diesel engines (1.6 JTDM - 105 HP and 2.0 JTDM - 170 HP, both belonging to the second generation of JTDM engines). Finally, the range is completed with the lively 1750 TBi - 235 HP with an exclusive Quadrifoglio Verde configuration.
Safety and dynamic behaviour at the top of the segment
Alfa Romeo Giulietta was designed to obtain the maximum Euro NCAP rating in order to offer total protection to driver and passengers. Furthermore, suspension, steering and braking system are designed to be perfectly balanced even during extreme manoeuvres.
Finally, the Alfa Romeo Giulietta is fitted with the most sophisticated electronic devices for dynamic control as standard: VDC (Vehicle Dynamic Control), DST (Dynamic Steering Torque), Q2 electronic differential and Alfa DNA selector. All these systems guarantee driving safety, dynamism and performance in the best Alfa Romeo tradition.
Turns out that the Honda P-NUT is not some sort of twist on the UX-3 unicycle thing we saw in Tokyo recently. Instead, the concept vehicle is a three-seat thing enclosed in lots of glass and angular lines. Honda says the P-NUT is ready for one of three possible powertrains: an efficient gas engine, a gas-electric hybrid, or a pure electric set up. There's not a whole lot of room for any of these powerplants up front because the driver's leg room extends almost all the way to the front of the concept. Good thing the power source is intended to be mounted in the rear.
Let's be clear, this is a pure concept car. There are no side mirrors (but there is a back-up camera). Bumpers? Bah, Honda barely put headlights on this thing. Still, the Honda 'Personal-Neo Urban Transport' could make for a pretty sweet ride through a city, with lots of sight lines for the three inhabitants (a driver in the front middle, two passengers arranged behind and to either side) to see out of. The P-NUT does succeed in Honda's stated goal to get the most space out of a small footprint, and we wouldn't mind some sort of production version BEV someday. Chances are, though, that this is the last we'll ever see of it.
The Lincoln MKT is a Looney Tunes cartoon: based on previously made creations, packaged into something unique. While the animated series started from the Warner Brother’s impressive music library, the MKT comes from an old Volvo S80 platform, sharing a motor with the Mazda6. So both creations are downright looney. Which explains the MKT’s krill filtering grille: silly in pictures, insane in natural sunlight where it’s obvious that 40% of it’s toothy smile is blocked off by solid plastic paneling. Which probably says more about the current state of Lincoln better than anything else.
While the Lincoln MKT’s design is proportionally derivative and stylistically challenged, beauty is in the eye of the beholder. Still, the MKT’s droopy butt sticks out like a sore thumb in any lighting condition outside of a PR-coordinated photo shoot: even the oversized, italicized “T” on the decklid badging reeks of branding desperation.
Sure, the not-so-subtle beltline kick pays homage to the Continental Mark IV and the taillights are Mark VIII-ish, but the MKT’s boxy fenders with a lack of “Pre-War Continental” flare and cargo killing slant back design take the 1930’s coachbuilt-era’s hallmarks to dangerously bizarre heights. Then again, it happens when you design a CUV around other people’s hard points (so to speak). If there’s one reason to buy a wannabe-xB Ford Flex, here it is.
The interior is a less obvious desecration to the Lincoln brand, as the once favorable opinions on the Lincoln Navigator are history. But Navigator never died, and it’s brilliant combination of masculine haunches and day-spa like ambiance both charm and disarm any occupant.
The MKT’s cabin is awash in the luxury hallmarks of others: Lexus-like soft curves, Acura’s swoopy slabs of wood and an awkward Volvo-homage from the (inelegant) negative area behind the center stack. The flimsy wheel-mounted shift paddles are laughable, but the center console’s armrest sits higher than their door-mounted counterparts: FAIL. The steering wheels’ misaligned wood grain inlay is a sad cost cutting measure (ironically) not found on the earlier, badge engineered, Lincoln MK-Zephyr: a proper hunk of oak on the wheel is mandatory at this price point.
Luckily, someone sweated the other details. The white LED backed, chrome ringed gauges are bright, futuristic and elegant. Most anything touchable is wrapped in a leather-like material with triple stitching. The THX-fettled audio is stellar and the navigation’s GUI might be the most straightforward on the planet. Even the first two rows of seating provide adequate comfort and luxury, for a brand formerly known for being anything but adequate.
Get the MKT moving and you experience the good and bad of Ford’s recent decisions. In the 4500lb, two-wheel drive Lincoln CUV, Ford’s Duratec 3.7L six-pot is a pleasant surprise: paired with a reasonably quick six-speed autobox there’s enough grunt to light up the twenty-inch wheels, launching the MKT through the intersection in a flash of blinking traction control advisories.
And that’s just first gear. The MKT flies down the highway with sports car authority: nice, until you remember that front-wheel-drive and impressive power don’t mix. Wheel-jerking torque steer makes straight-line duties cumbersome, so turning the MKT with a modicum of throttle authority is entirely out of the question. While flat-ish handling is one the “D3” chassis strong suits, there’s too much power to finesse those front wheels.
Then again, the entire affair is no less artificial than a Lexus RX. Which isn’t damning the MKT with faint praise, considering this platform’s international heritage. And who buys a FWD wannabe-SUV for cornering pleasure?
These vehicles are about a pleasant ride. And the MKT doesn’t disappoint, except when it does. The ride is suitably floaty, without the pavement joint obliterating motions of the Navigator equipped with a similar set of twenty-inch rolling stock. In case you missed the underlying problem, remember that fragile products require air-suspended trucks for Interstate transport. That said, the adaptive cruise control works brilliantly for long distance cruising: too bad this system’s soul mate, the Lincoln Town Car, continues to live (thrive?) in the Stone Age.
But wait, there’s less! The four-passenger MKT carries about the same amount of cargo (third row folded) as a five-passenger Taurus from the Jac Nasser era, netting terrible fuel economy in the process. And think twice before towing (the rated) 4500lbs, even with EcoBoost motivating the car-based transaxle and unitized frame. While the MKT is more palatable than today’s Navigator, that’s not a very sincere compliment.
Unless the D3 platform’s voodoo sales curse magically disappears at the sight of the MKT’s grinning face, this abomination is doomed from the start. But the sooner the MKT dies, the sooner Lincoln will realize their heart and soul is in their core offerings. And, with any luck, they’ll stop neglecting them this time. Which is what we’ve been waiting for…for several decades.
During a recent visit to Houston’s Johnson Space Center, I stood at the business end of the mighty Saturn V lunar rocket and contemplated many things. On the surface, I found myself excited and awestruck at the spectacle of the raw power represented by this engineering landmark, but introspectively, I also felt a twinge of sadness, realizing that I was now an adult and quite obviously not the astronaut I one day hoped to be.
It’s funny how reality sometimes smacks you like that. My youthful (space) flights of fancy also included plans to own a daily driver capable of an 11-second quarter mile, but today I drive a car capable of pulling a trailer and carrying six adults. I’m embarrassed to admit that it’s never accelerated to sixty in under nine seconds. Time, along with an inconvenient concept called “real life,” end up teaching us that raw power isn’t really everything. In the end, we often find ourselves settling for many things that would have sorely disappointed our younger expectations.
However, before I blast off into a fit of nostalgic anomie, I should mention a fabulous little coping mechanism called the 2010 Volkswagen GTI. Yes, the original hot hatch and its segment-founding “you-can-be-responsible-and-still-have-fun” formula remain thankfully intact—when you get behind the wheel, your life will almost assuredly suck less. Unless you are an astronaut. Who owns a Ferrari.
The new-for-2010 “Mark VI” version of the GTI continues the evolution of Volkswagen’s original concept by injecting a smidge more visual excitement into the rowdy runabout. Slightly more aggressive than its immediate predecessor, the Mark VI version doesn’t return to the sharp, boxy edges of the original, but instead hides those edges under a virtual sheet of cleverly contoured plastic and sheet metal. Visually, it’s a little more captivating than the Mark V, and the prominence of sculpted sides, the trademark red line framing the grille, and an altogether less Audi-like headlight treatment all help transfer more rhetorical weight back to the left side of the term “sport compact.”
The aesthetic satisfaction continues inside, with an interior that belongs in an [insert Audi of your choice here]. Top-tier materials and buttery smooth switchgear complement an open, airy cabin that forgoes the popular claustrophobia-inducing, massive center consoles that make newer/taller/heavier cars look and feel less spacious than older/lower/lighter cars ever did. Retro-plaid seats look and feel great with bolsters that provide butt and torso-stabilizing lateral support without making ingress and egress too difficult. And the rear seat is pretty roomy, too. An excellent 600-watt stereo (a separate unit from the climate control system) sounds great when you’re blaring Queen’s greatest hits, though the GTI’s fabulous tiller will have you singing about a “Flat-Bottomed Steering Wheel” that makes your rockin’ world go ‘round. “Bottom” line: this GTI’s cockpit is so sporty that you’ll never again want to get on your bikes and ride.
But what about the “raw power” your youthful memories long for?
Uh, did I mention how great the interior is?
No, you won’t find F-1 rocket engine-levels of power (or even Mazdaspeed3-levels) emanating from the Mark VI’s holdover TSI four-banger, but as a consolation, you get what power there is in a fun, unique way. Who needs a big Hog and its loud V-Twin to remind them of their coolness when they can have the same flat torque curve in a practical, thrifty (and weatherproof!) little hatchback? At 30 MPH, I dropped the GTI’s excellent 6-speed manual into sixth gear at the bottom of a long incline and floored it. To my surprise, the little turbocharged VW gathered steam smartly and never once lugged. No, 207 pound-feet doesn’t sound like that much torque (and it’s not), but when you have it continuously from 1,800 to 5,000 RPM, it can be a real hoot. Turbo lag doesn’t exist here, and neither does any perceptible driveline shudder. Turns out, Finesse + Power X Refinement > Just Raw Power, after all.
Speaking of finesse and refinement, the driving dynamics of the Mark VI are what really make you forget about all that power and the 911 Turbo you’ll never own. All the ingredients are present in this recipe, and in just the right amounts. Although the electric power steering is a bit numb, it sidesteps the oft-related sin of being rubbery and still manages to do a terrific job of communicating with the H-rated (yes, H-rated) 225/40R18s. Credit the tires’ mild speed rating with a beautifully compliant ride that feels less like a hot hatch and more like a 5-Series Bimmer. Although steering response could be faster with rock-ribbed, Z-rated rubber, the car still handles stupendously due to well-chosen springs and dampers that are perfectly suited to the GTI’s balanced persona. The brakes, like the tires, are much less aggressive than you might expect (especially given their substantial through-the-wheels appearance); even though they might not coax you to rush-hour hoonery, front-to-rear bias is so neatly worked out that front-end dive simply doesn’t exist (not even under “soil-your-underwear” braking).
When I was a kid and fantasized about limitless power beneath my feet and had career aspirations involving NASA—while piloting my darty go-kart around our property—I was generally frustrated with the constraints of being 10 years old; I figured that everything would be better, more exciting, and more fun when I was older. Now I realize that I should have lived in the moment more back then.
Trust me, downhill four-wheel drifts on dirt in a five-horsepower go-kart are a lot more fun than most cars you’ll ever own, especially if “real life” dictates that your daily driver possess even a modicum of utility. Volkswagen gets this. And instead of trying to recreate youthful speed lust in a compromised package where power overwhelms finesse and refinement, the company has done a great job of including all “the right stuff” in the 2010 GTI.
When it comes to the freshened 2010 Ford Fusion, TTAC’s got you covered like Alan Mulally’s life insurance policy. Over the past few months, no fewer than three full-length reviews have served up our impressions of the base gasoline 4-cylinder SE (with manual trans, no less), the hot-rod AWD 3.5-liter V6 Sport model, and even the much-lauded Fusion Hybrid planet-saver. Interestingly, the mid-line FWD 3.0 V6 SEL model has somehow escaped our scrutiny. Until now.
Devoid of the 3.5 Sport model’s lower body cladding and the Hybrid’s prominent “I-care-more-than-you” exterior badging, the 3.0 SEL Fusion provides an uncluttered look at the 2010 model’s across-the-board spruced-up styling. Profile-wise, not much has changed, and the attractive basic shape of the car remains thankfully intact. The front end, however, alerts us to a possible clearance sale at the fake plastic chrome warehouse. Yeah, there are loads of ’06–’09 Fusions on the road, and it was very important for Ford to highlight the new model with some clear exterior differentiation. But take it from someone who loves Eisenhower-era levels of chrome—the previous-gen Fusion took the brightwork ratio to the good-taste max—on this car it just looks excessive and inauthentic. You can sidestep this styling blunder by selecting the $900 Monochrome Appearance Package (only available in certain colors); however, in transitioning to body color, the grille gives the whole front end a much duller Camry-esque appearance.
Less controversially, the rear end’s treatment works well for a mid-cycle update and cohesively embodies a little resemblance with another member of the Ford Family of Fine cars. Unfortunately, that member is the aging, down-market Focus. Still, despite its aesthetic shortcomings, the Fusion looks better than the frumpy Camry (if not the Bimmer rip-off Accord) and is by no means ass(tek)-ugly.
When the Fusion nameplate debuted five years ago, critics were largely taken with an interior so original that it seemed to minimize the cheapness of its abundant hard plastic. The 2010 refresh offers more sound-deadening, softer-touch surfaces, and more comfortable seats. Regrettably, it loses some of the individuality of the previous car’s cabin, and the new materials are now merely on par with the competition—they never fully distract from the fact that you’re a long way from Audi-ville. Still, compared with a new Camry I recently drove, I can confidently say that the Fusion doesn’t give up anything to its main competitor in interior fit and finish and actually edges it out ergonomically with terrific primary controls, a large, well-positioned infotainment screen, and clever interior storage. But what’s up with the distracting blue instrument cluster?
Where the Camry (and other competitors) do outpace the Fusion is in the area of perceived interior space. Actually, the Fusion isn’t much smaller, but it seems like it is, especially in the back. Thankfully, the rear seats are comfortable and rear leg room feels more substantial than it looks, a welcome attribute when compared to many competitors’ uncomfortable, short-cushioned rear seats that only conjure the illusion of ample stretch-out space.
Speaking of stretch-out space, a long ribbon of open interstate seems like just the place for the 19-horsepower richer (for a total of 240)—but still fairly relaxed—3.0 Duratec V6. It seems that Ford has recently discovered a way to add more power to vehicles while masking the enjoyment inherent to such augmentations, and other than straight-line slab-cruising, it’s hard to imagine getting excited over this mill in any type of driving. Everything is more refined here than in last year’s model; even without the stabilizing benefit of AWD, torque-steer is kept at bay, and even the hardest acceleration comes off relatively drama-free. While it doesn’t rev as smoothly or as quickly as its rising-sun rivals, the 2010 Duratec 3.0 is a lot more polished than last year’s version, only showing its five-o’clock shadow at revs north of five grand.
I guess it’s hard to argue with progress, but the slightly raspier, less isolated 221-horse unit from the 2009 model I drove several months back seemed more enjoyable overall. Ford would probably say that’s what the new-for-2010 Fusion 3.5 Sport is for, but should the potential for enthusiastic driving always be an extra-cost option?
Another enthusiasm-curber is the new Fusion’s chassis, which sadly follows the Camcord’s glazed-eyeball approach to steering and suspension tuning. The electric power steering is less responsive than the previous generation’s hydraulic system, though on-center feel and tracking are still better than the Camry (if not the Accord or Mazda 6). The suspension tuning is full-bore boring: it’s not floaty or unpoised, but it is several notches less exciting than the outgoing Fusion’s slightly sporty demeanor.
Pouring the Fusion into tight corners at 50–60 MPH reveals a car that feels like it corners worse than it really does and like it’s a lot bigger than it really is. Not that this is unsettling, just unremarkable. As evidenced by the few mid-corner steering corrections I had to make and the lack of untoward body motions I noticed, the new Fusion prescribes to Swiss levels of neutrality in all but the most immoderate hustles: you don’t have to fight abominable understeer or anything like that, but you occasionally think you might. I guess it speaks fairly well of the (not completely disable-able) stability system’s calibration that, even when switched on, it has a relatively high threshold of non-interference. But confidence inspiring it wasn’t. And fun it wasn’t. Picture doing some spirited driving in a rental car and that about sums it up.
Despite the reduction in motoring mirth, the 2010 Fusion is an excellent automobile and will almost assuredly serve thousands of owners very well for many years. Ford should be praised for building an honest, reliable car that’s every bit as good (and in some ways better) than the perennial leaders in this market segment—something Dearborn hasn’t done since the Taurus’ ill-fated 1996 re-design. However, the company should be rightfully criticized for making a very good product better but less fun to drive, which was an attribute that previously set the Fusion apart in its class and does so no longer.
China’s SAIC, which had bought Britain’s MG and Rover in a roundabout way,
is expected to unveil a production version of the MG 6 at the upcoming 2009
Guangzhou auto show next week, Gasgoo writes.
The five-door MG6 was shown as a concept at the 2009 Shanghai auto show in April.
Production versions, complete with fake British license plates,
were intercepted in China during a photo shoot.
The MG6 is the first new MG model to appear since MG was sold in 2005 to Nanjing Auto.
Nanjing Auto was subsequently swallowed by SAIC.
The MG6 is the first of a range of new MG models.
They are supposed to “restore the once highly regarded British marque to its former glory,
” said SAIC president Chen Hong.
