At the 2010 Geneva Motor Show, Fisker Automotive are set to reveal their advanced aluminium space frame which is to feature in the stunning Fisker Karma plug-in hybrid electric sports sedan. 80,000 base price, lithium ion battery technology, full-electric range of 50 miles, and a gas/electric fuel economy rating of 100 mpg. The 403hp, four-door Karma plug-in hybrid can go zero to 60mph in six seconds and has a top speed of 125mph, but it can still achieve an annual average of more than 100mpg and drive tailpipe-emission free. Features include a sculpted body, 22-inch wheels, trunk space for two sets of golf clubs, a 10.2-inch haptic touchscreen control center, reclaimed wood trim and an available animal-free interior trim package. Henrik Fisker, CEO, Fisker Automotive. A super-structural tunnel running down the car's centerline acts as the Karma's backbone. The spaceframe is designed around the car's unique Q-DRIVE series-hybrid powertrain. Behind the rear-drive Karma’s taut skin is a lightweight chassis that places the battery pack in the vehicle’s center to enhance driving dynamics and safety. The Karma is a series Plug-in Hybrid Electric Vehicle (PHEV) powered by a lithium-ion battery and an efficient 2.0-liter range-extending gas engine. The engine only turns a generator, which sends electricity to two electric traction motors attached to the rear differential. The Karma has a 300-mile range with a full battery charge and a full tank of gas. The first 50 miles are electric-only and emission free. The battery can be recharged in less than six hours using the same 220v household current that powers some major appliances. The Karma can also be charged using standard 110v power from any electrical outlet. Fisker Automotive’s first car is the Fisker Karma, the world’s first production Plug-in Hybrid Electric Vehicle (PHEV).
Like the body design, the interior is also marked by a level of clarity whose consistent application can only be found at Volkswagen. The passenger compartment - immersed in light during the day thanks to its panoramic sunroof - also harbours some surprises. A practical highlight: like the T1 in times past, thanks to its level floor the new Bulli is also equipped with a single bench seat in front. The van offers space for three in the rear as well. An infotainment highlight: a removable iPad in the centre console serves as a multifunctional touchscreen. Along with Internet-based iPad applications and the media centre, it also handles control of such functions as Bluetooth hands-free telephone and a navigation system. Integrated right on the iPad mount are controls for the climate control system and the centrally located hazard warning switch. Typical Volkswagen: all cockpit details are clearly organised and designed to be intuitive. Running laterally across the entire width is a line with air vents. In front of the driver, there is a speedometer in the shape of a semicircle.
What is not found in the Volkswagen Bulli is a tachometer (unnecessary with an electric motor) or a conventional gear shift or gear selection lever (also unnecessary with an electric motor). The latter is replaced by a rotary switch to the right of the driver, which is used to activate forward and reverse gears. A pushbutton in the same switch is used to start and stop the motor. Another rotary switch to the left of the driver is used to control the lighting functions. The outer and middle seat positions of the front bench seat can be folded down (2/3 split); the rear beach seat, meanwhile, can be completely stowed. When the rear bench seat is stowed, cargo capacity increases to 1,600 litres. In addition - and here the new Bulli is reminiscent of its legendary ancestor - the seat system can be transformed into a large reclining surface with just a few manual movements. This turns the compact MPV into a compact camper - the ultimate companion for a weekend trip. At least as important for many users, however, is that the seating system should not only be versatile but also offer maximum comfort. The seat position is comfortably high and is equally relaxing. As an added benefit, it offers an optimised view forward as well. And that is how it was in the T1 too. Contributing to peace of mind aboard today's vehicle is the fact that the new era Bulli is equipped with all conceivable safety features. And that is the crucial difference: the car has essentially been reinvented since the days of the first T1 aka the Bulli aka the Microbus.
Depending on trim level and optional equipment, those settings (to which you can attach your own cute names) can include driver’s seat memory, driver assistance preferences, climate settings, Digital Cockpit configuration, ambient lighting color, radio presets and navigation view. On higher trims, the Jetta also has VW’s first BeatsAudio premium audio, a 400-watt system tuned to the car with seven speakers, including a subwoofer in the trunk. To my taste, it sounded just OK, not great. It seemed too bass-heavy and less crisp than the Fender-branded premium audio in other VWs, such as the 2019 Tiguan. Oddly stingy in the otherwise tech-savvy new Jetta is the sparse availability of USB ports and other power outlets. There’s just one USB port and a 12-volt outlet until you get to the SEL, which adds one more USB in the console bin. That’s also the only port available for the rear seat. The seventh-generation 2019 Jetta improves overall on a predecessor that ranked among the more fun-to-drive compact sedans. Much of that improvement owes to better bones, with the Jetta now on VW’s excellent MQB modular platform, which underpins several newer models, from the agile Golf hatchback to the big Atlas SUV.
The Jetta’s no Golf GTI, though, due in part to a cheaper torsion-beam rear suspension. The redesigned Jetta’s ride is softer, which might displease fans of the firmer 2018 but will likely please a lot of compact sedan shoppers. Still, it can rival the handling of the regular Civic sedan, and both of those can dance around the 2019 Toyota Corolla. Cornering is stable, with some lean but good body control and predictable nose-heavy understeer. The steering could use more feel, though; it’s soft on center, but it firms up nicely as you pick up speed. All 2019 Jettas use a revised 147-horsepower, turbocharged 1.4-liter four-cylinder whose punchiness belies its size and numbers; the 2018’s 1.8-liter and 2.0-liter options have been dropped. The 1.4-liter remains, but it now benefits from the well-spaced ratios of a new eight-speed automatic transmission that replaced the 2018’s six-speed. The new transmission shifts positively, with no missteps, and willingly downshifts without excessive nudging from the accelerator. It offers a satisfyingly crisp manual mode, as well. A six-speed manual gearbox is available only on the base S model, where it’s standard.
