Gestation periods in the motor industry have reduced significantly in recent years. It used to take upwards of six years for a concept to be turned into a production reality. A project will be commenced, perhaps even provided with a snappy name. Initial drawings (these days on CAD/CAM computers, although designers still use pens and coloured crayons) will be produced.
Dependent on the origins of the concept, which may have arisen in a major car company’s marketing, or engineering, department but could equally be in the mind of just one member of a design team, an early budget will be discussed, usually resulting in a concept car being made. The concept might cost in excess of £1m by this time. All of the customary parameters are considered: its dimensions, its place in the market, safety aspects, manufacturing implications, sharing technology and, most importantly, how the potential new car will stack up against its competition.
Once all of the areas have been signed-off, the project will be passed to the main company board, for it to authorise the funds, costings and unique sales propositions in readiness for manufacturing to commence. ‘Mules’ that bear only minimal clues about the new car’s appearance will be developed, by which to test technology, dynamics and packaging. They will cover in excess of a million miles each by way of research and development, carried out in as wide a range of climatic conditions as possible, from the Equator to the Arctic Circle, in places as far afield as Finland, Central Africa, Australia, many parts of Europe and North America.
Semi-finally, the first examples of the new car will roll off the production lines, usually with a high percentage being hand-assembled. Known as ‘body-in-white’ examples, they will be allocated, with rough approximations of final trim, to the R&D team for more ‘destruction’ testing. Finally, once all tests and conditions have been satisfied, the car will be shown to the world’s motoring media (the important ones, at least), the actual production will be ramped-up and dealers will receive their initial stocks. It is an exhaustive process.
Unusually, VW has taken every minute of the past six years to formulate a direction for its long-promised, compact crossover model, now to be known as T-Cross. While production will have already commenced, although the company will deny it (usually due to marketing and public relations demands), the new car slots below T-Roc in its already extensive model line-up. Therefore, it is fair to suggest that as Tiguan is Golf-related and T-Roc is Polo-related, T-Cross will be up!-related.
As a result, while it is certain that having a plethora of engines and transmission options, into which it can dip, is a valuable asset, you can rest assured that the VW Group 1.0-litre turbo-triple (petrol) will be the volume choice, with either five, or six-speed manual, or six and seven-speed automated-manual, gearbox options. It will be spacious enough for four adults, may feature some soft trim options, but will be exceptionally well-built in one of the firm’s satellite plants, probably in Eastern Europe.
While the T-Cross is set to be unveiled at October 2018’s Paris Motor Show, being launched to the motoring media from late in the year, it is intended to go on sale in the Spring of 2019. Bi-colour paint and numerous personalisation packages will be offered and connectivity, driver aids, semi-autonomous features and much more will be sure to attract attention to a car that is in an entirely new market sector for VW. Prices can be expected to start at around £12,500, although most examples will be around £20,000, before FCD discounts are applied.
