JIA Jensen Interceptor R: Driven In Dubai

Ghaith Madadha
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JIA Jensen Interceptor R: Driven In Dubai
Gliding with cosseting comfort and latently potent rumble from its mighty V8 along Jebal Ali backroads, the UAE’s and Middle East’s first JIA Jensen Interceptor R had seamlessly sailed through the registration process just two days prior during an exclusive test drive earlier in the year. With slinky low waist, generous glasshouse and unpretentiously dramatic design the Interceptor R stands out well in a modern city like Dubai and against a backdrop of more overtly aggressive contemporary luxury cars. However, despite its immaculate period appearance, the thoroughly re-engineered Interceptor R is no fragile relic, but boasts contemporary electrics, A/C and robust General Motors-sourced drive-line well-suited for daily driving in hot busy urban environments. A glamorous but niche grand tourer even in its 1966-76 glory days, the Interceptor was sumptuous yet unpretentious and moodily dramatic yet reserved. Famously driven by Frank Sinatra, Clarke Gable, Tony Curtis, Dusty Springfield and Farah Fawcett, it exuded sophistication and class. The Interceptor married British luxury and engineering with American muscle courtesy of 6.3 and 7.4-litre Chrysler V8 engines, and timelessly stylish Italian design by Carrozzeria Touring of Milan. With dedicated cult following, stout hybrid monococque and twin beam frame construction and relatively level-headed (but rising) rather than speculatively over-inflated values, the Interceptor proved an ideal candidate for a graceful comeback. Established by Jensen-enthusiast businessmen and engineers – backed by Sir Charles Dunstone of Carphone Warehouse – in 2010, Oxfordshire-based Jensen International Automotive builds 4-6 cars annually. Based on 1969-76 donor cars sourced by JIA or provided by clients, build time is approximately 26-30 weeks. More than an exercise in nostalgia, the Interceptor R instead improves the original car for reliable daily driving, enhanced performance, comfort and handling ability in a manner faithful to its character and style. Extensively enhanced by experienced engineers and technicians, the Interceptor R process is a combination of restoration, rebuild and re-engineering Starting with a complete strip-down, donor shells are inspected, repaired, seam sealed, primed and painted. Little altered visually, the Interceptor R is fitted with a General Motors LS3 6.2-litre V8. More efficient, powerful and reliable but of similar character, the LS3’s compact OHV design fits easily under the low bonnet. Fitted with new wiring looms, electrics and refurbished seals, the Interceptor R’s original rear live-axle is however re-placed with independent rear suspension for improved refinement, comfort and handling. Meanwhile, a bespoke choice of solid, metallic or pearlescent paint is offered, including the driven car’s sky blue paint and light cream leather-wrapped cabin, which well-suited Dubai’s natural palette. Stylishly uncomplicated, the Interceptor R exudes classy restraint yet predatory presence, with deep-set quad halogen headlights and indulgent long bonnet. Mounted low and further back than original cast-iron Chrysler engines for better within wheelbase weighting, handling and agility, the Interceptor R’s all-aluminium 6.2-litre LS3 V8 is robust, reliable and brutally effective. A low waistline and big glasshouse – with distinctive wraparound rear glass hatch – provide good visibility. Discrete updates include wire mesh grille and side vents, re-chromed bumpers, wider exhaust tips, deeper air dam, tastefully incorporated modern electric mirrors and bespoke replica 17-inch – rather than 15-inch – alloy wheels to accommodate modern brakes. Developing 429BHP at 5,900rpm and 424lb/ft torque at 4,600rpm the Interceptor R’s naturally-aspirated 6.2-litre V8 emits gloriously bass-rich engine notes from languid burbles to thundering bellows. Propelling the 1.6-ton Interceptor R through the 0-100km/h sprint in 4.2-seconds and onto 255km/h, its’ engine is rich and fulsome from tick-over to redline. Responsive off-the-line, muscularly versatile in mid-range and punchy at high revs, the LS3 V8 is mated to 6-speed automatic gearbox, smoother, more responsive and better integrated than the previously used 4-speed. Meanwhile, and most significantly, the Interceptor R features Jaguar XJ-S-sourced lower wishbone and twin damper independent rear suspension, allowing independent wheel travel on each side and much improved ride and handling. Revised springs, bushes and tightened-up and firmer steering provide a more connected, responsive and refined drive somewhere between classic and modern car. Comfortably supple over jagged imperfections, it is stable at speed and buttoned down on rebound. Meaty steering provides good road feel and tidy turn-in, but its’ tall ratio requires more input. Balanced with good body control and grip through corners, the Interceptor R’s handling is predictable, progressive and transparent. The Interceptor R’s cabin features revised seals and bonded windscreen for enhanced refinement and reduced wind noise, while modern AP Performance brakes are highly effective but original servo assistance requires firmer pedal input. Riding on 235/50VR17 tyres, the Interceptor R delivers improved road-holding, braking, stability and handling without sacrificing comfort. Seated near the door with slim period-style steering wheel and good visibility, one easily places the Interceptor R on the road, despite its long bonnet. User-friendly layouts and clear chrome-ringed instrumentation sit alongside a technologically contemporary classic period style stereo and modern air conditioning. Dramatic, luxurious and exotic, the Interceptor R has a sense of occasion, with new leather-lined carpets and luxuriously refurbished double stitch leather upholstered seats. Tailored to preference, the naturally-aspirated model driven was optionally fitted with discrete satnav screen and the more powerful Supercharged version’s driver-focused JIA-designed dashboard. With pod-like instruments, metal-gated buttons and vertical emphasis, it replaces the standard refurbished original horizontal dashboard. JIA also offer an Interceptor R Supercharged version developing 550BHP and 551lb/ft for 3.8-second 0-100km/h acceleration and 280km/h top speed, and a naturally-aspirated soft-top convertible version, and recently announced and new Jensen GT project, which has sparked further interest in the brand. Additionally JIA are believed to be currently developing a four-wheel-drive project understood to be of particular interest to our region. However, this project is one that is not necessarily going to a resurrection of the Interceptor-based Jensen FF, which was the world’s first four-wheel-drive passenger road car, when launched in 1966. Specifications: Jensen International Automotive Jensen Interceptor R
  • Engine: 6.2-litre, aluminium, V8-cylinders
  • Bore x Stroke: 103.25 x 92mm
  • Compression ratio: 10.7:1
  • Valve-train: 16-valve, OHV, fuel injection
  • Gearbox: 6-speed automatic, RWD, limited-slip differential
  • Power, BHP (PS) [kW]: 429 (435) [321] @5,900rpm
  • Torque lb/ft (Nm): 424 (575) @4,600rpm
  • Rev limit: 6,600rpm
  • 0-100km/h: 4.2-seconds
  • Top speed: 255km/h
  • Length: 4,700mm
  • Width: 1,700mm
  • Height: 1,250mm
  • Wheelbase: 2,670mm
  • Kerb weight: 1,600kg
  • Suspension, F/R: Double / lower wishbones
  • Dampers, F/R: Single / twin adjustable Spax coil-overs
  • Brakes, F/R: Ventilated discs, 330mm / discs, 280mm
  • Brake calipers, F/R: 6- / 1-piston
  • Tyres: 235/50VR17
  • Price, UK: £135,000-160,000 (plus taxes and customs, depending on specifications)

For more info: www.jensen-sales.com

Samir Cherfan, Managing Director, Nissan Middle East

Ghaith Madadha
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Samir Cherfan, Managing Director, Nissan Middle East
GCC sales of 185,135 units claimed the lion’s share of the Middle East total of 219,129. Meanwhile the Jordanian market may have accounted for 2,202 vehicle sales, but represents yet stronger growth. The fifth best-selling car in Jordan, Nissan’s 33% year-on-year-year 2014 sales growth translates into a 1.7% market share expansion to 10%, as revealed by Nissan Middle East Managing Director Samir Cherfan. In a wide-ranging interview, Cherfan discusses Nissan’s global Power 88 expansion strategy, its pillars and the Japanese brand’s plans for further growth in coming years.  Revealing Nissan’s best-selling vehicles in the region, Cherfan points to the the importance of the hybrid segment in Jordan. GM: It has been four years since Nissan’s Power 88 expansion strategy has been launched. Are its’ aims, including and 8% global market share by 2016 on track? SC: With a rich heritage in the Middle East, we are deeply committed to growing our operations as our global HQ regards the region as a key growth market. Our strategy for success is still based on the ‘Power 88’ global growth strategy, which our CEO Carlos Ghosn announced we would achieve by 2016. This region is a strong player and contributor to achieve our global targets. Under the Power 88 Mid-term plan, Nissan Middle East is focusing on brand power with the constant renewal of our line-up and engagement with our audiences in particular the youth. In addition to focus on sales power with quality and quantity of the network, and a strong focus on customer experience excellence. GM: Given the regional instabilities and unrest, not to mention a significant and persistent drop in oil prices, to what do you attribute Nissan’s strong performance and growth in the Middle East in 2014? SC: Our strategy for success and growth is still based on the global ‘Power 88’ approach. The strategy pillars for growth are to leverage on our extensive line-up renewal, continuously strengthen our brand power, and a strong and professional dealer network, on which we are focusing on dealership coverage (quantity) and customer service (quality). Nissan is expanding its presence all over the world and Middle East is treated as our strategic growth driver. Our ambitious mid-term plan is to increase regional sales by 100K units in the upcoming 3 years, and increase our market share to 15% by end of 2016. GM: What was Nissan’s market share, growth and sales in Jordan for 2014? SC: During the financial year 2014, Nissan sold 2,202 units in Jordan with a remarkable 33 per cent sales growth vs. FY13. With regard to the market share, we achieved a strong 1.7 per cent increase versus last year, achieving 10 percent market share in Jordan. GM: What were Nissan’s best-selling models in the region and in Jordan in particular, during 2014? SC: During our financial year of 2014, the Nissan line-up has performed extremely well across the region including Jordan, but sales of the famed Patrol, the face-lifted Juke, the Sunny, Pathfinder, X-Trail and Pathfinder Hybrid have all been exceptional. The Patrol notched record numbers over the period with 34,015 units leaving the region’s showroom floors, a 35% hike on financial year 2013. The Sunny also attributed to the record breaking results across the region, by achieving 29,688 units in 2014 with 30% sales growth from last year. The Pathfinder recorded 15% growth with 6,800 units, and the X-Trail recorded a significant growth increase of 300% versus 2013 with 4,400 units. GM: In the UAE, Nissan holds an enviable position as the second best-selling car brand. However, what position does it hold in Jordan? SC: At the moment, we are in 5th position in Jordan in terms of best-selling car brand, but we are growing fast with a 33 per cent growth on last year. It is difficult to compare with the results achieved in the UAE since the factors affecting the market are different. In Jordan, there is a big support from the government on sustainable transportation so the hybrid vehicles segment receives great interest and holds 19% of the total TIV, while this is almost non-existent in the UAE. We are big believers in supporting sustainable driving technology and offering greater fuel efficiency across all our models. With this in mind, we recently launched a Nissan Pathfinder Hybrid, providing Middle East customers with an eco-friendly SUV… without compromising its 7-passenger, 3-row roominess, ample cargo space or responsive performance compared to Pathfinder V6-equipped models. The Pathfinder Hybrid is 24% more fuel efficient than the conventional mid-Sized SUV with considerable reduction in Co2 emissions (207g/km). GM: With a favorable import tax regime for hybrids, the Nissan Pathfinder Hybrid has been doing very well in Jordan recently. Do you see scope for expanding on this with other hybrid models? SC: At the moment, we don’t have any plans on introducing other Nissan hybrid models to the region. We see a lot of opportunity for the Pathfinder Hybrid in the Middle East market, especially as countries start to make more of an effort to drive sustainability initiatives. Moreover, as Middle East consumers become more eco-aware and environmentally conscious, we foresee that hybrids will start to increase in popularity the same way they have in Western markets. GM: Nissan’s alliance partner Renault recently announced a 150-car Zoe EV fleet deal with the Royal Hashemite Court. Are there plans for similar Nissan Leaf fleet deals in Jordan? SC: At this stage we cannot comment on any details but we can confirm you that we are closely cooperating with the Jordan Government in EV matters. GM: How has Nissan performed in the region and Jordan against its’ Japanese and Korean competitors? SC: The Middle East has a thriving automotive market with many brands operating well in the region. Competition drives Nissan to be better, more innovative and deliver not only the best models possible but also the best possible quality of service to our customers. Nissan benefits of a long term presence in the region and is strongly embedded in the region automotive DNA. GM: Do you think that a weakening Japanese Yen and comparatively stronger Korean Won will be to Nissan’s benefit in terms of price competitiveness? SC: According to our analysis of the market, we forecast that the Japanese Yen vs USD exchange rate will settle around 120. Under these market conditions we foresee that the TIV in the region will grow by 4%. In the Middle East, Nissan can bring top-quality vehicles at a favorable price due to our diversity of plants. GM: How effective has Nissan’s after-sales and customer service strategy been in promoting brand loyalty and repeat custom? SC: With a clear strategy to establish ourselves as a leader in customer service, we announced we will continue to position our regular maintenance costs below competition and will expand our line–up with genuine products such as engine oil, batteries and affordable parts for vehicles more than three years old.) GM: Given that the old Nissan Sunny was Jordan’s most prolific taxi, how important is this segment, and what are Nissan’s plans for a replacement? SC: In Jordan, the Nissan Sunny is still one of our best-selling models. In fact, in 2014 we launched a new version to satisfy our consumers’ demands in Jordan. However, the Jordanian taxi segment has been notably declining the past two years, now occupying only 7 per cent of the TIV with many new entrants making the segment ultra-competitive.  We are currently focusing on offering the Nissan Sentra for taxi use in Jordan. GM: Will Nissan’s Datsun value brand be introduced to selective Middle East markets, like Jordan, or would such a presence interfere with entry-level Nissan model sales? SC: Datsun has been launched in Russia, India, South Africa and Indonesia. At this stage no further market introductions have been announced. GM: What are Nissan’s sales projections for next year for the Middle East region and Jordan in particular? SC: Under our Power 88 Mid Term strategic plan, Nissan Middle East is targeting to sell over 300K units by FY16 and reach 10% market share in the whole region, which of course cannot be done without the high contribution that we get from Jordan as a key market for us. GM: Nissan signed a Memorandum of Understanding with the Ministry of Environment to promote electric vehicles in 2010. How has this progressed and are there plans for introducing the Nissan Leaf EV (electric vehicle) in Jordan soon? SC: As the global leader in EV, we definitely want to cooperate with the Government of Jordan on EV. We are right now extending our cooperation and working very closely with them, but no plans have been announced yet. GM: Given the regional instabilities and unrest, not to mention a significant and persistent drop in oil prices, to what do you attribute Nissan’s strong performance and growth in the Middle East in 2014? SC: Our strategy for success and growth is still based on the global ‘Power 88’ approach. The strategy pillars for growth are to leverage on our extensive line-up renewal, continuously strengthen our brand power, and a strong and professional dealer network, on which we are focusing on dealership coverage (quantity) and customer service (quality). Nissan is expanding its presence all over the world and Middle East is treated as our strategic growth driver. Our ambitious mid-term plan is to increase regional sales by 100K units in the upcoming 3 years, and increase our market share to 15% by end of 2016. GM: The hot hatchback market is not traditionally big in the region, but Ford’s and Volkswagen’s respective Focus ST and Golf GTI have done well. With that in mind, would you consider bringing the Nissan Pulsar Nismo, if or when the concept version unveiled at the 2014 Paris motor show makes production? SC: At this stage we are competing on the hatchback segment with the Nissan Tiida that was introduced in August 2013. We cannot comment on future cars introductions. GM: Given that Nissan’s GT-R supercar and Patrol SUV ‘hero’ models are somewhat out of reach for many drivers, will Nissan look into more affordable yet exciting high performance Nismo models for the region? SC: We are unable to comment on any upcoming plans in the region. GM: How has Nissan’s GT Academy program benefitted Nissan’s brand perception and customer demographic? SC: In the Middle East, there is a natural passion for cars and racing, particularly within youth groups. The Nissan GT Academy is a global program that fits perfectly in the Middle East market, providing a platform for us to engage with our consumers on a locally relevant topic. It also gives us an opportunity to contribute to the growth of Motorsports in the Middle East, which we have been advocating in the region for years.

Maserati Ghibli: Exotic Italian Executive

Ghaith Madadha
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Maserati Ghibli: Exotic Italian Executive
Evocatively resurrecting the former sports car and coupe Ghibli nameplate after a 15-year absence, when introduced in 2013, the contemporary twin-turbocharged V6 Ghibli also revisits the iconic Italian brand’s 1980s bi-turbo V6 foray into the executive saloon segment. But with seductively curvy lines, sharp ridges and moody face rather than a traditional angular three-box design, it is possibly the most glamorous in its class. Dramatic, predatory and athletic, the Ghibli is brimming with dynamic tension. From its’ low-set concave vertical slat grille, squinting, heavily browed headlights and across its’ voluptuously carved sports car-like scalloped wings the Ghibli’s design creates a sense of motion and urgency. A flowing roofline, frameless windows, long bonnet, cabin-back silhouette and short high-set rear deck emphasize its luxuriously sporty demeanor. Sculpted and sporty, the Ghibli’s curved surfacing features prominent sills, muscular Coke-bottle hips and rear haunches. Front views are dominated by the evocatively edgy Maserati Trident badge, while a wide lower intake lends the Ghibli a hungry and eager appearance, and three side ports accentuate its indulgently long bonnet. Low, wide and well-proportioned with short front overhang and big footprint, the Ghibli is road-hugging and hunkered down. With traditional front engine and rear-wheel-drive layout, the Ghibli has equal front-to-rear weight distribution, for balanced, neutral and adjustable handling characteristics. Meanwhile, scalloped wings serve as turning point markers to help place it on road through corners. Located in a somewhat front-mid configuration and driving the rear wheels through a smooth and swift changing 8-speed automatic gearbox, the Ghibli’s Ferrari-developed 3-litre twin-turbocharged V6 delivers 325BHP at 5000rpm and 407lb/ft throughout a broad 1750-4500rpm torque band. Despite being the entry-level model in the Ghibli range performance is swift with 0-100km/h dispatched in 5.6-seconds and a 263km/h top speed. Smooth, versatile and powerful, the Ghibli’s refined and efficient engine spools quickly from tick-over and features good throttle responses for fluent driving. Pulling hard from low-end, the Ghibli’s flat torque band ensures flexible responses and effortless cruising in tall gears over a broad mid-range, while urgent power build-up is underwritten by a wave of seemingly ever-accessible torque. Achieving its potential at relatively low-revving points, the Ghibli’s engine is nevertheless willing, responsive and eager through revs, and features a distant and subdued but visceral growl. With its broad mid-range muscle and direct fuel injection, the Ghibli returns good fuel efficiency, with 9.6l/100km consumption and 223g/km CO2 emissions on the combined cycle. Smooth and supple yet agile, responsive and balanced, the Ghibli well reconciles sporty handling characteristics with comfortable ride qualities. Riding on double wishbone front and multi-link rear suspension with forgiving damper and spring rates the Ghibli absorbs imperfect road textures in its stride, especially when driven on Jordanian roads with more supple 235/50R18 tires. With optional lower profile 245/45ZR19 front and 275/40ZR19 rear tires, as previously driven in Oman, the Ghibli may have generated more ultimate lateral grip. However, for local roads, the taller base alloy wheel and tire choice delivers a more fluent ride, in addition to transmitting more nuanced road feel and steering precision over rougher surfaces. Agile and pointy through winding country lanes, the Ghibli’s combination of keen handling and forgiving ride well-suited rural Jordanian switchbacks. Turning-in tidily the Ghibli’s supple suspension may allows for mild body lean, but weight transfer was well-contained. Additionally, the Ghibli’s sweet chassis was balanced, nuanced and adjustable on throttle, while a limited-slip rear differential distributes power where needed. Refined, stable and smooth at speed, the Ghibli’s ride dispatches rough textures with supple nuance and feels alert and ready. Over rebounds it recovers in a settled buttoned down manner. Inside, it is refined and well-insulated harshness, vibrations and noise. Meanwhile, the Ghibli’s electronic stability controls reassuringly and briefly intervene if grip limits are exceeded in corners. Classy yet sporty and stylish inside, the driven Ghibli’s cabin featured leather upholstery, suede-like roof liner and open pore wood grain trim. With good fit, finish and quality almost everywhere, the Ghibli is also ergonomic and driver-focused, with supportively comfortable seats, well-adjustable driving position, clear instrumentation, good front visibility and useful storage spaces, including 500l boot. Offered with extensive trim personalization and standard and optional modcon and safety features, standard equipment includes Bi-Xenon and adaptive lights, dual zone climate control, speed sensitive steering, rain sensor, Bluetooth connectivity and intuitive infotainment and driving menus. Optional equipment includes Satnav, sunroof, remote start, adjustable pedals, steering-mounted paddle-shifters and rear parking camera and other systems. Specifications: Maserati Ghibli
  • Engine: 3-litre, in-line, twin-turbocharged V6-cylinders
  • Bore x stroke: 86.5 / 84.5mm
  • Compression: 9.7:1
  • Valve-train: 24-valve, direct injection, variable valve timing
  • Gearbox: 8-speed, automatic, RWD, limited-slip differential
  • Power, BHP (PS) [kW]: 325.5 (330) [243] @ 5,000rpm
  • Specific power: 109.3BHP/litre
  • Power-to-weight: 179.8BHP/ton
  • Torque lb/ft (Nm): 406 (500) @ 1,750-4,500rpm
  • Specific torque: 167.8Nm/litre
  • Torque-to-weight: 276.2Nm/ton
  • 0-100km/h: 5.6-seconds
  • Top speed: 263km/h
  • Fuel consumption, urban / extra-urban / combined: 13.9- / 7- / 9.6-litres/100km
  • CO2 emissions, combined: 223g/km
  • Fuel capacity: 80-litres
  • Length: 4,971mm
  • Width: 1,945mm
  • Height:  1,461mm
  • Wheelbase: 2,998mm
  • Track, F/R: 1,635 / 1,653mm
  • Overhang, F/R: 935 / 1,038mm
  • Kerb weight: 1,810kg
  • Weight distribution F/R: 50:50
  • Luggage volume: 500-litres
  • Suspension, F/R: Double wishbone / multi-link
  • Brakes, F/R: Ventilated discs, 345mm / 320mm
  • Stopping distance, 100-0km/h: 36-meters
  • Turning circle: 11.7-meters
  • Tires, F/R: 235/50R18

Frontline Developments MG Abingdon Edition Roadster: Remastered Revival

Ghaith Madadha
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Frontline Developments MG Abingdon Edition Roadster: Remastered Revival
Faithful to the spirit of the quintessential affordable and accessible British sports car, Frontline Developments’ modern MG revival cars of the 1962-80 MGB transcend the mere nostalgia of a restoration. Instead, the Oxfordshire-based company’s offering are a natural extension and evolution – utilizing modern components and technologies and a more focused approach – that realize the MGB’s full potential without losing its’ character. Based in Abingdon-on-Thames at the Benetton F1 team’s former facility since 1991, Frontline Developments showcases the small scale British auto industry’s passion for detail, expert craftsmanship, talented engineering and knack for fluent, adept and nuanced chassis tuning. A holistic re-engineering endeavor, Frontline Developments’ MGs are offered in various states of tune, focus and evolution, including the range-topping soft-top Abingdon Edition Roadster featured. Part of Britain’s rich landscape of dedicated niche car makers, Frontline Developments captures the MGB’s glamour with more powerful, refined, precise and reliable resurrections. Built new from ground up, Frontline Developments MGs use specifically tailored seam-sealed, rust-proofed CAD-designed 1965-spec British Motorsport Heritage shells. Suspension is meanwhile thoroughly redesigned and modernized for contemporary refinement and handling but true to the MGB’s character. Riding on period-style 15-inch Dunlop alloy wheels shod with relatively slim, supple and feelsome 195/65R15 tires, the Abingdon Edition also features highly effective high performance 4-piston caliper and ventilated discs front brakes, and 2-piston with solid discs at the rear. Modified engines and gearboxes are meanwhile sourced from Mazda, the company that revived the small affordable sports car as a reliable modern product in 1989. Extensively upgraded from service in the Mazda MX-5, Frontline Developments’ most powerful MG Abingdon Edition is limited to just 25 cars and uses a 2.5-liter four-cylinder engine driving the rear wheels. Modified with 50mm direct-to-head individual throttle bodies, billet crank and rods, forged pistons, solid lifters and Omex engine management, the Abingdon Edition develops 304BHP at 6800rpm and 241lb/ft at 5200rpm. With super-car like power-to-weight owing to its’ prodigious engine and a featherweight 897kg mass, the Abingdon Edition’s performance is nothing short of scintillating. Putting its power down through a modified solid axle and limited-slip differential rear set-up, the Abingdon Edition develops phenomenal traction, and rockets off-the-line with little wheel spin, even on wet and damp roads and despite narrow tires. With razor-sharp responses to throttle input and urgently progressive delivery, one quickly learns to adapt to and finesse the immediacy of the Abingdon Edition’s throttle responses and short clutch travel. Pulling hard from low revs and effortless flexible as it digs deep in mid-range, the Abingdon Edition is however in its element as its eager and punchy naturally-aspirated engine intensely builds towards top-end power and a stratospheric 7600rpm rev limit. Scintillatingly swift at 3.8-seconds through the 0-97km/h benchmark, the Abingdon Edition can achieve 257km/h. Addictively charismatic, the Abingdon Edition’s induction and exhaust soundtrack is an intensely raspy and crackling medley of growls and wails, while a short-through 6-speed manual gearbox snicks though ratios with rewardingly firm weighing and  rifle bolt concision. Not limited to pre-designated options, Frontline Developments MGs are bespoke, and tailored in minutia to become a reflection of their persona. Personalization extends beyond materials, paint and specification, but even includes suspension set-up for intended use. Rides on sophisticated low unsprung mass aluminium independent front wishbone suspension, the Abingdon Edition also features a model-specific six-link rear live axle set-up for improved handling and ride. Small, narrow, light, balanced, the Abingdon Edition is at its best briskly blasting through B-road and snaking switchbacks, where it proves agile, maneuverable, and thoroughly engaging. A rewarding, unpretentious and connected driver’s car, the Abingdon Edition steering is quick and direct, while turn-in is tidy and crisp. Taut through corners, its adjustable dampers keep it flat and poised through corners and settled on rebound. With reassuring wet weather traction, long-legged and progressive delivery and a limited-slip rear differential distributing power where needed, the Abingdon edition is tidy, agile and intuitive sprinting through corners and onto a straight. The Abingdon Edition’s modified live axle rear suspension was more refined than expected over imperfect roads, while forgiving tire profiles keep it supple and fluent. Built and crafted in a holistic manner with trim and paint at the same premises, the Abingdon Edition’s bespoke choice of personalization begins with made-to-measure seats for ideal fit, comfort and support, and can be specified in left-hand drive. Exquisitely appointed inside with hand crafted leathers, metal accents, rotary dials, toggle switches and pushbutton starter, the Abingdon Edition extensively features chrome, Alcantara and high quality Connolly leather. Sitting in low comfortably padded and supportive seats with easy reach of all controls in the Abingdon Edition’s classy and cozy cabin, one has a distinct feeling of control. Meanwhile a manual fold-down soft-top allows one to better enjoy its seductive soundtrack and provides excellent visibility when driving al fresco. Timelessly classy inside and out the Abingdon Edition features extensive period-correct attention to detail, in addition to discretely incorporating modern features and technology including electric windows, remote central locking. Such features include 1960s-style Smiths instrumentation with digital internals, classic-style JL Audio stereo with USB and Bluetooth connectivity and Chrystal headlights. Other options include air conditioning, heated seats and integrated satellite navigation. Specifications: Frontline Developments MG Abingdon Edition Roadster
  • Engine: 2.5-litre, aluminum in-line 4-cylinders
  • Compression ratio: 12.5:1
  • Valve-train: 16-valve, DOHC, individual 50mm throttle bodies
  • Gearbox: 6-speed manual, rear-wheel-drive, limited-slip differential
  • Final drive: 3.9:1
  • Power, BHP (PS) [kW]: 304 (308) [226] @6,800rpm
  • Power-to-weight ratio: 339BHP/ton
  • Torque, lb/ft (Nm): 241 (326) @5,200rpm
  • Torque-to-weight ratio: 363.4Nm/ton
  • 0-97km/h: 3.8-seconds
  • Top speed: 257km/h
  • Rev limit: 7,600rpm
  • Fuel capacity: 54-litres
  • Wheelbase: 2,312mm
  • Track, F/R: 1,240 / 1,410mm
  • Kerb weight: 897kg
  • Suspension, F/R: Wishbones, coil springs / six-link live axle
  • Steering: Electric-assisted rack & pinion
  • Brakes, F/R: Ventilated discs / discs
  • Brake calipers, F/R: 4- / 2-piston
  • Tires: 195/65R15
  • Price, UK: Starting from £79,900

Kia Grand Carnival 3.3 (8-Seat): Cavernous Carnival

Ghaith Madadha
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Kia Grand Carnival 3.3 (8-Seat): Cavernous Carnival
A more stylishly-designed and refined successor to Kia’s hugely practical Carnival multi-purpose vehicle (MPV), the latest third incarnation adopts the Grand Carnival nameplate – formerly reserved for long wheelbase versions – across the entire model range. A large MPV – or minivan, as such vehicles used to be designated when the Carnival first arrived in 1998, the latest model is designed with hints of the more currently fashionable crossover utility vehicle (CUV) and in fact shares a basic platform with Kia’s recently launched Sorrento CUV. More spacious and practical than a CUV, the 7/8-seat Grand Carnival also now features a more up-market cabin designed to be more like a traditional saloon car. Discernibly more modern-looking with cleaner lines and design, the just-launched grand Carnival wears a huge chrome-ringed black honeycomb version of Kia’s contemporary ‘Tiger’ grille, and features a lower chrome-ringed foglight and intake assembly. A more prominently sculpted bonnet and swept back lights trail off to a now more rakish windscreen angle and long roofline. Though lowered for a more dynamic appearance, the Grand Carnival’s roofline and relatively low floor still provide ample cabin space, while its practical and uniformly shaped body is given more sculpted panels and blacked out B-, D- and D-pillars to detract from its bulk and lend a more stylishly contemporary appearance. Hints of CUV/SUV styling like front and rear skid plate-like panels, muscular rear bumper, horizontal rear lights, tailgate spoiler and large alloys wheels including top-of-the range 19-inch chrome alloys with 235/55R19 tyres, as driven, lend the grand Carnival a more adventurous and imposing presence. However, its huge powered sliding rear side doors and massive lift-gate provide a wide, low and tall berth for cabin and cargo that cannot be match by any CUV for practicality and accessibility. Voluminously spacious, the Grand Carnival is offered with seven or eight seats in standard format, in addition to an 11-seat version available in select regions including some Middle East markets. Powered by a transversely-mounted 3.3-litre V6 with conventional multi-port fuel injection, the grand Carnival develops 266BHP at 6,400rpm and 234lb/ft torque at 5,200rpm. Driving the front wheels through a 6-speed automatic gearbox, the Grand Carnival’s ‘over-square’ engine is smooth and progressively linear in delivery, silkily building to relatively high rev maximum torque and power peaks. Refined and high-revving the Grand Carnival’s engine provides precise throttle control to allow one to dial in exact increments of power without suddenly over-powering the front wheels. Though not afflicted by sudden or massive wheelspin or torque-steer, the Grand Carnival has enough oomph to deliberately chirp the tires when launched aggressively from standstill. Capable of crossing the benchmark 0-100km/h sprint in 8.6-seconds and a 190km/h top speed, the near two-ton Grand Carnival’s smooth delivery is complemented by good low- and mid-range responses and flexibility. However, for quicker reflexes one needs to downshift and access the Grand Canival’s high rev sweet spot, by either throttle kickdown or using the well-located gear lever sequential shift function. Set-up for smooth and comfortable shifts, the Grand Carnival could do with slightly quicker gear changes in sequential mode. Able to return 11.1l/100km fuel efficiency for such a large weighty vehicle, the Grand Carnival’ large disc brakes also proved effective in bringing it to a stop from speed. Built using a higher proportion of 52% ultra high tensile steel – compared to 7% in the old model – in its unibody frame, the new grand carnival boasts a 174% gain in torsional rigidity, which translates into improved ride, handling and safety characteristics. Ride refinement and noise, harshness and vibration levels are also improved with thicker sound proofing, new underfloor panels and improved carpeting and windscreen wipers. Riding on front MacPherson strut and rear double wishbone independent suspension, the Grand Carnival features improved handling, stability and is more settled on rebound owing to stiffer suspension bars and bushings, and a front axle hydraulic rebound spring. Smooth, quiet, refined and stable at speed or in town, the new Grand Carnival feels better controlled, tighter and more agile than its’ predecessor. Though firmer, its’ greater level of control translates into improved comfort through corners and on rebound. Supple and fluid over imperfections, the Grand Carnival leaves passenger unperturbed. Turning into corners more tidily and with less body roll than expected of its’ segment, and features a high level of rear grip and high speed stability owing to its long wheelbase. Using hydraulic power assisted steering with a slower ratio than the electric-assisted Sorento, the Grand Carnival’s steering is light, smooth, comfortable and set-up for long-distance highway directional stability and in-town maneuverability. With a more up-market style and ambiance than its predecessor, the new Grand Carnival’s cabin features a more deliberate sense of design, with an emphasis on horizontal shapes and lines for a greater sense of space, and a more car-like large centre consol. Also included are more ergonomic and stylish layouts, materials, textures and instrumentation, which include leather seats and glossy panels. Spacious and convenient, the Grand Carnival accommodates up to eight passengers and features excellent front space and visibility, with a commanding driving position, highly adjustable seat and steering. Rear seats may have lost a little headspace owing to the lowered roofline, but seating space is still ample. Versatile, spacious and convenient, the Grand Carnival’s cabin features easy access to its 60:40 split and flat folding third row and individually split tilt and slide middle row seats. Numerous and generous storage spaces are provided including a huge centre console bin and optional cooled glove box. Cargo capacity is huge, and can accommodate a minimum 359-litres cargo behind the third row, given the low floor cavity into which the third row folds into. With third row folded, cargo volume expands to 1,532-litres behind the second row and a van-like 2,718-litre when the second row is also folded down. Well-equipped, the Grand Carnival standard and optional list is extensive and includes practical features like a rechargable flashlight, heated steering wheel, auto de-fogging and optional 7-inch instrumentation screen and 4.3-inch infotainment touchscreen, with around-view monitor, reversing view guidelines, parking assistance, dual sunroof and 8-speaker Infinity sound system. Depending on market, available active safety equipment includes blind spot, rear cross traffic and lane change warning systems, and active cruise control to maintain a safe distance from the vehicle in front. In addition to stability control, the Grand carnival also features up to eight airbags, including driver, front passenger, side and curtain airbags. Kia Grand Carnival 3.3 (8-seat)
  • Engine: 3.3-litre, transverse V6-cylinders
  • Bore x stroke: 92 x 83.8mm
  • Compression ratio: 10.6:1
  • Valve-train: 24-valve, DOHC
  • Gearbox: 6-speed automatic, front-wheel-drive
  • Gear ratios: 1st 4.252:1; 2nd 2.654:1; 3rd 1.804:1; 4th 1.386:1; 5th 1:1 6th 0.772:1
  • Reverse / final drive: 3.393:1 / 3.195:1
  • Power, BHP (PS) [kW]: 266 (270) [199] @ 6,400rpm
  • Power-to-weight: 133.5BHP/tonne
  • Torque, lb/ft (Nm): 234 (318) @ 5,200rpm
  • Torque-to-weight: 159.6Nm/tonne
  • 0-100km/h: 8.6-seconds
  • Top speed: 190km/h
  • Fuel consumption, urban / extra-urban / combined: 14.9- / 10.7- / 11.1-litres/100km
  • CO2 emissions, combined: 257g/km
  • Length: 5,115mm
  • Width: 1,985mm
  • Height: 1,740mm
  • Wheelbase: 2,060mm
  • Track, F/R: 1,745 / 1,752
  • Overhang, F/R: 955 / 1,100mm
  • Ground clearance: 171mm
  • Aerodynamic drag co-efficiency: 0.33
  • Headroom, 1st / 2nd / 3rd row: 1,010 / 1,000 / 987mm
  • Legroom, 1st / 2nd / 3rd row: 1,040 / 1,045 / 885mm
  • Shoulder-room, 1st / 2nd / 3rd row: 1,622 / 1,602 / 1,508mm
  • Luggage volume, behind 3rd / 2nd / 1st row: 359- / 1,532- / 2,718-litres
  • Kerb weight: 1992kg
  • Steering: Hydraulic-assisted rack & pinion
  • Lock-to-lock: 3.27-turns
  • Turning Circle: 11.2-meters
  • Suspension, F/R: MacPherson struts / double wishbones, coils, anti-roll bar
  • Brakes, F/R: 320mm ventilated discs / 324mm discs
  • Tyres: 235/55R19 (optional)

Audi RS4 Avant: Hill Climb Hero

Ghaith Madadha
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Audi RS4 Avant: Hill Climb Hero
Successor to the now collectible 1994-95 RS2 Avant, the agile, grippy and swift RS4 is impressive on many levels and is a thoroughly well-rounded vehicle.The go-to manufacturer for executive segment high performance estates – or Avant in Audi-speak – the smaller of the Inglostadt automaker’s executive super-estates is powered by a sweet, eager and high-revving naturally-aspirated V8 engine, unleashes its power in a progressively urgent manner, but is likely to be replaced by a more efficient but probably less exacting turbocharged engine in future. Tight, robust and cohesive, the RS4 Avant’s design is tautly wrapped and urgently sinewy. With a big foot print the RS4 has an athletic and assertive presence, while muscularly blistered wheel-arches housing huge and grippy 265/30R20 tires are a nod of homage to Audi’s most celebrated 1980-91 Quattro high performance rally-bred sports coupe. Hungry and formidable, the RS4 Avant’s and sculpted surfacing playfully fetchingly contrasts with the driven car’s vivid factory bespoke lime green paintwork. With its gently sloping roofline tipped with a tailgate spoiler, the RS4’s other distinctive sporty details include sharp front lower air splitter and rising chrome-tipped lower rear diffuser with wide integrated oval exhaust tips. Behind the RS4’s heavily browed and slim squinting headlights, huge ringed and gaping trapezoidal honeycomb grille and wide air intakes sits an all-aluminium 4.2-litre V8 engine. Situated just ahead but as close to the front axle as possible, the RS4’s engine layout allows for its unique Quattro four-wheel-drive and improves agility over predecessors. Eager and willing the RS4’s naturally-aspirated 4.2-litre V8 features linear delivery, crisp throttle response and high rev thrills. Swiftly accumulative, the RS4’s power delivery surges smoothly but urgently, from tick-over to redline. Rewarding and eager to be wrung hard, the RS4 develops 444BHP at a frantic and howling 8250rpm and a flexibly wide 317lb/ft torque peak throughout 4000-6000rpm. With all wheels digging tight into tarmac, the RS4 bullets from standstill to 100km/h in 4.7-seconds, while a nominal 250km/h top speed can be de-restricted to 280km/h. Confident and flexible throughout its rev range with precise throttle control for unleashing exact power increments, the RS4 is responsive and pulls hard from tick-over, building through a versatile and muscular mid-range, before reaching its zingy, and urgent top-end. Driving all wheels through a standard-fit 7-speed automated dual clutch gearbox the RS4 shifts seamlessly, smoothly and swiftly through gears. In manual mode, one can sequentially self-shift through paddle-shifters mounted behind its chunky contoured flat-bottom steering wheel. And with direct fuel injection, the RS4 Avant returns acceptably modest 10.7l/100km combined cycle fuel efficiency. With Quattro four-wheel-drive, the RS4 is characterized by its defining characteristics include tenacious traction to effectively put power to tarmac and seemingly never-ending grip levels through corners. Able to vary power distribution between 70% frontwards and 85% rearwards and with optional limited-slip differential, across the rear axle, the RS4 grips and goes through winding hill climbs like a roller coaster. Resolved and committed through corners, the RS4’s high grip limit is gradually telegraphed with its’ heavier front end’s natural inclination for mild un-dramatic under-steer. This is however easily corrected by easing off the throttle, as it tightens its line. Hugely reassuring through corners, the RS4’s reduced 56% front weight bias pays dividends in making it pointier and more agile than predecessors. An agile and grippy hill climb hero the RS4 attacks corners with tidy turn-in, tautly composed body control and epic grip reserves. Quick, direct and meaty the RS4’s steering is precise through corners and reassuring on-centre at speed. A 40:60 rear-biased default power distribution lends greater agility, and with precise, progressive and crisp throttle control one can push hard and early out of corners. Impeccably planted and with steely resolve at speed the RS4 Avant is a natural Autobahn-stormer, and is buttoned down and settled on rebound. Taut through corners, the RS4 drove smooth and firm – but not punishingly so – with optional 20-inch alloys on UAE roads. But for more imperfect road textures, standard-fit 19-inch alloys would be more forgiving. With thoroughly well-constructed feel, the RS4 is refined a discernibly sporty inside, with driver-tilted dash, supportive body-hugging sports seats, clear instrumentation and user-friendly infotainment menu, from which one access its’ adjustable vehicle driving settings and modes. Available only in five-door Avant body, the RS4 is a practical and accommodating ‘lifestyle’ family estate with nominal 490-litre cargo volume expanding to 1430-litres with rear seats down. Classy, refined and luxurious without being ostentatious, the RS4’s cabin is well- appointed with natural leathers, metals and soft textures. Well-equipped with standard and optional sports, convenience, infotainment and safety features, the RS4’s optional equipment includes sports suspension and steering. Optional semi-autonomous driver-assistance and safety systems include adaptive cruise control and lane-keeping, blind spot and parking assists. Specifications
  • Engine: 4.2-litre, in-line V8-cylinders
  • Bore x stroke: 84.5 x 92.8mm
  • Compression ratio: 11:1
  • Valve-train: 32-valve, DOHC, direct injection
  • Gearbox: 7-speed automated dual clutch, four-wheel-drive, limited-slip rear-differential
  • Top gear / final drive: 0.62:1 / 4.38:1
  • Power distribution, F/R: 40%:60%
  • Power, BHP (PS) [kW]: 444 (450) [331] @ 8250rpm
  • Specific power: 106.7BHP/litre
  • Power-to-weight: 247.3BHP/ton
  • Torque, lb/ft (Nm): 317 (430) @ 4000-6000rpm
  • Specific torque: 103.3Nm/litre
  • Torque-to-weight: 239.5Nm/ton
  • 0-100km/h: 4.7-seconds
  • Top speed: 280km/h
  • Fuel consumption, urban / extra-urban / combined: 14.6 / 8.5 / 10.7-litres/100km
  • CO2 emissions, combined: 249g/km
  • Fuel capacity: 61-litres
  • Length: 4719mm
  • Width: 1850mm
  • Height: 1416mm
  • Wheelbase: 2813mm
  • Track, F/R: 1599 / 1586mm
  • Overhangs, F/R: 884 / 1022mm
  • Headroom, F/R: 1026 / 971mm
  • Luggage volume, min / max: 490 / 1430-litres
  • Unladen weight: 1795kg
  • Weight distribution, F/R: 56%:44%
  • Steering: Electric-assisted rack & pinion
  • Turning Circle: 11.6-meters
  • Suspension: Multi-link
  • Brakes, front: Ventilated, perforated 365mm discs, 8-piston calipers
  • Tires: 265/30R20 (optional)

Middle East Car Of The Year 2014: S-Class Secures Inaugural Award

Ghaith Madadha
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Middle East Car Of The Year 2014: S-Class Secures Inaugural Award
Held in late November in Dubai, the Middle East Car (MECOTY) of the year Awards saw the Mercedes-Benz S-Class luxury car walking away with both the coveted overall Car of the Year award and the Best Luxury sedan in its own segment that also included stiff competition from the Maserati Quattroporte GTS, Jaguar XJR and Bentley Flying Spur. The inaugural event for the Dubai-based regional awards body, the 2014 MECOTY awards were based on scores allocated and voting by a jury panel of 14 motoring journalists. Voting in 19 categories on criteria that included design, handling, safety, performance, technical innovation, driver satisfaction, emotional appeal, value, comfort, efficiency and regional suitability, in addition to a special award and a Consumer award voted on by the public. Announced at the Meydan Beach Club in Dubai’s waterfront Jumeirah Beach Residence locale, the Dubai Properties-sponsored MECOTY awards ceremony was held outdoors. An outdoor exhibition of nominated cars was also on display to the public over the weekend of the awards.

MECOTY 2014 Highlights 

Car of the Year & Best Luxury Sedan: Mercedes-Benz S-Class
Other Best Luxury Sedan nominees: Maserati Quattroporte GTS, Jaguar XJR, Bentley Flying Spur
A car that has often set the standard in and defined the luxury segment in different eras, the latest generation Mercedes-Benz S-Class is a highly refined, spacious, smoothly comfortable and luxurious VIP-chariot packed with high tech safety, infotainment and comfort features, including an optional suspension system that uses radar to read approaching road texture and preemptively adapts for it. Offered in a broad range of engines and specification, the S-Class can be had from basic fuel efficient luxury car to high performance AMG version to extra-long wheelbase Pullman limo and soon even in ultra-luxury Maybach guise. Best Performance Sedan & Consumer car of the Year: Audi RS7 Sportback
Other Best Performance Sedan nominees: Maserati Ghibli, Jaguar XFR-S, BMW M6 Gran Coupe
A favorite among so-called four-door-coupe executive saloons, the dramatic Audi RS7 features a practical lift-back body-style and luxuriously sporty and extensively well-kitted cabin. A brutally powerful twin-turbo 4-liter V8 delivers 530HP and supercar-like 3.9-second 0-0100km/h acceleration, while selective cylinder de-activation promotes efficiency. Smooth and refined, the mighty RS7’s Quattro four-wheel-drive system’s tenacious traction and grip effectively and safely apply its abundant power to the road. Best Supercar: McLaren 650S
Other nominees: Lamborghini Huracan, Ferrari 458 Speciale
Picking up where the 12C left off, McLaren’s new 650S supercar carries over much of its predecessor’s technology but hones it for a sharper, more focused and intense experience. Visually, the 650S adopts a similar front design as McLaren’s P1 hybrid hypercar. Under the skin, the 650S boasts light and stiff carbon-fiber construction and a 650HP twin-turbo V8 with tractable low-end and ferociously high rev limit. Innovative hydraulic suspension provides flawless driving fluency in terms of handling ability and ride comfort. Best Sports Coupe: Alfa Romeo 4C
Other nominee: Lotus Evora
Applying high tech solutions for an uncomplicated lightweight driver-focused sports car, the Alfa Romeo 4C uses a stiff and light carbon-fiber frame, aggressively-boosted 240HP 1.75-liter turbocharged engine and un-assisted steering for rapid 4.5-second 0-100km/h and spectacularly agile handling. Faced with especially stiff competition from the Lotus Evora for Best Sports Coupe, the Alfa 4C was nevertheless one of the hottest contenders for the overall 2014 Car of the Year award. Best Premium Performance SUV: Land Rover Range Rover Sport
Other nominee: BMW X5 50i M
Another close competitor for this year’s top MECOTY award and Best Performance SUV winner, the Range Rover Sport is pretty much all the car that anyone could ever need. Utilizing complex but effective adaptive suspension systems and adroit tuning, the Sport handles with a buttoned-down confidence and agility like few other SUVs. However, when the going gets rough, it wades through water, mud and whatever else is thrown its way with true Range Rover ability. Best Performance Coupe: Jaguar F-Type Coupe
Other nominees: Audi R8 V10 Plus, Porsche 911 Turbo S
Stylish and seductive, the F-type coupe harks back to Jaguar’s most famous 1960s E-type sports car and also encapsulates its’ contemporary design and persona. With a three-dimensional sense of design flow, the curvy and tightly penned F-Type is aesthetically pleasing from any angle. Agile, responsive and balanced, the F-Type’s handling is complemented by a range of supercharged 3-liter and 5-liter engines with prodigious performance deployed in a seamlessly effortless surge from tick-over to redline. Best Executive Sedan: Infiniti Q50
Other nominees: Hyundai Genesis, Cadillac CTS, Lexus IS350
Renowned as the world’s first steer-by-wire car the Infiniti Q50 compact executive’s unique steering system allows for greater refinement, speed, precision and adaptability and in future iterations will radically improve safety and space-efficiency. An agile, balanced, fluent and engaging premium sports saloon with assertive styling, the Q50 is offered with a choice of high-revving 3.7-liter V6, efficient and punchy 2-liter turbocharged 4-cylinder or a powerful, efficient and well-integrated 3.5-liter V6 hybrid drive-train.

Complete list of MECOTY 2014 awards

Car of the Year & Best Luxury Sedan: Mercedes-Benz S-Class Other nominees: Maserati Quattroporte GTS, Jaguar XJR, Bentley Flying Spur Best Supercar: McLaren 650S Other nominees: Lamborghini Huracan, Ferrari 458 Speciale Best Sports Coupe: Alfa Romeo 4C Other nominee: Lotus Evora Best Premium Performance SUV: Land Rover Range Rover Sport Other nominee: BMW X5 50i M Best Performance Coupe: Jaguar F-Type Coupe Other nominees: Audi R8 V10 Plus, Porsche 911 Turbo S Best Executive Sedan: Infiniti Q50 Other nominees: Hyundai Genesis, Cadillac CTS, Lexus IS350 Best Performance Sedan & Consumer car of the Year: Audi RS7 Other Best Performance Sedan nominees: Maserati Ghibli, Jaguar XFR-S, BMW M6 Gran Coupe Best Mid-size SUV: Hyundai Grand Santa Fe Other nominees: Dodge Durango, Ford Explorer Sport Best Large Sedan: Ford Fusion Other nominee: Toyota Camry Best Small SUV: Jeep Cherokee Other nominee: Mitsubishi Outlander Best Compact Utility Vehicle: Ford EcoSport Other nominees: Peugeot 2008, Chevrolet Trax Best Hatchback: Nissan Tiida Other nominees: Kia Soul, Opel Corsa, Toyota Yaris Hatchback Best Grand Tourer: Rolls Royce Wraith Other nominee: Bentley Continental GT V8S Best Small Sedan: Honda City Other nominee: Toyota Yaris Sedan Best Premium Hatchback: Mini Cooper Other nominee: Volkswagen Beetle Best Performance Coupe: Chevrolet Corvette Stingray Other nominee: Dodge Viper SRT Best Large Premium SUV: Cadillac Escalade Other nominees: Infiniti QX80, BMW X5 Best Mid-size Sedan: Toyota Corolla Other nominee: Mazda 3 Best Midsize Premium SUV: Porsche Macan Other nominee: BMW X3 Special Award – The Future: BMW i8

Audi RS7: Low-Slung Luxury Liftback Puts the Fast into Fastback

Ghaith Madadha
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Audi RS7: Low-Slung Luxury Liftback Puts the Fast into Fastback
Dramatic, low-slung and luxurious, the Audi RS7 is the four-ring Ingolstadt manufacturer’s gambit into the high performance coupe-like prestige 4-door car segment. Arriving in 2013 – three years after the standard A7 model line’s debut – the brutally powerful Audi RS7 competes in an almost exclusively German niche, directly  against the Mercedes-Benz CLS63 AMG, BMW M6 GranCoupe and Porsche Panamera Turbo. And like its’ Mercedes and BMW rivals, the Audi RS7 is based on the brand’s corresponding executive class saloon – A6 in Audi’s case. However unlike the self-proclaimed 4-door coupe saloons, the RS7 is, like its’ Porsche competitor, a more practical 5-door fastback body with liftback tailgate. With slim heavily browed headlight and LED lower outline, big gaping side air intakes and vast bold trapezoidal honeycomb grille combined menacingly predatory figure. A moody and aggressive design that is accentuated by its’ low, sloping liftback roofline and a defined rear boot-line ridge hanging heavily over its tail lamps, the RS7 is easily the moodiest, most dramatic and chiseled car in its’ executive coupe-like saloon segment. Chiseled and defined, the RS7’s sheet metal and aluminium body features a sharp side crease-line, angularly framed rear fascia, aggressive sills, muscular rear haunches, defined wheel-arches and again, sharp edged air-splitter style lower front bumper lip. A lower and longer car than its’ Audi RS6 super-estate sister, with which it shares much in terms of platform, underpinnings, chassis, drive-train and technology, the RS7 has a distinct sense of width and road presence about it. Sporty and muscular details include sharkish gill-like vertical vents in its’ front air intakes and black grille surround with “quattro” etched below the license plate in front. Rearwards, a chrome outline frames its’ air diffuser style lower rear bumper section and chrome-tipped dual exhaust pipes. Fitted with optional five-spoke alloy wheels riding on low profile 275/30R21 tires, the RS7’s mighty brake discs and calipers are proudly visible. Powered by the most powerful iteration of Audi’s 4-litre twin-turbo direct injection V8 engine, the RS7 develops a brutally mighty 552BHP throughout a broad 6700-6600rpm band and a muscular 517lb/ft during a broad 1750-5500rpm range. Quick to spool up owing to its twin-turbos being situated between its engine’s ‘V’ design heads, the RS7’s induction piping ensures turbo pressure accumulates easily and allows for excellent responsiveness and little by way of turbo lag at idle and low rpm engine speeds. Immensely muscular and effortlessly versatile in its broad mid-range torque band, the RS7’s volcanic power accumulation is underwritten by its gloriously rich mid-range thrust. With good throttle response for a big beefy turbocharged engine, the RS7 allows precise power modulation than some similar engines, and is ultimately a more intuitive driving experience. With legendary Quattro four-wheel-drive providing tenacious traction and volcanically powerful engine, the Audi RS7 shrugs off its hefty 1995kg mass and blasts the 0-100km/h sprint in a supercar-like 3.9-seconds, and though normally electronically restricted to 250km/h, can be unlocked at the owner’s request to 305km/h. Unexpectedly and relatively frugal for such a heavy and powerful beast, the RS7’s automatic 4-cylinder de-activation when cruising and an urban traffic stop/start system allow for 9.8l/100km combined fuel consumption. A barking and bellowing brute the brisk Audi RS7 channels its vast output through a swift and smooth shifting 8-speed automatic gearbox, with a sequential manual mode through steering-mounted paddle shifters. More aggressive gearbox, suspension engine and drive-line settings can also be chosen. With in-line engine mounted low ahead of front axle and a direct four-wheel-drive system distributing power to all wheels with a 60% rear-bias, the RS7’s astonishing traction and cornering grip is aided by centre and rear differentials that apportion power between front and rear and left and right to prevent loss-of traction and ensure power goes where it is best translated into lateral grip and forward momentum. Slightly nose-heavy, the Audi RS7 nevertheless turns in tidily, and with quick, well-weighted, precise, direct and reassuringly committed steering. If pushed into or out of a corner too hard, the RS7’s Quttro system and thick grippy tires dig in tight and ensure grip and cornering lines are maintained. Highly stable at speed and through long sweepers, the RS7 is also happy going through twisting turns, with weight transfers well kept in check by its adaptive air suspension. A firm yet smooth ride, the RS7 isn’t crashy or uncomfortable, but its suspension is set up to manage it enormous power, traction and grip with calculating confidence. With an unmistakably sporty ambiance inside, the RS7 features supportive, contoured and well adjustable leather sports seats with fetching honeycomb stitching, while an optional massage function underlines its’ luxurious appointment. Sporty and clear dials sit alongside carbon-fiber inlays, intuitive pop-up infotainment screen, metal buttons and a rounded gear lever positioned on a high set centre console. Providing an excellent hunkered-down driving position, with chunky adjustable sports steering wheel and aluminium pedals, the RS7 feels luxuriously sporting in front, while rear seats are adequately sized for most adults, but the rakishly low and sophisticated roofline and optional sunroof do mean that headspace is limited for tall adults. With liftback tailgate design providing good boot access, the stylish RS7’s boot is comparable to an Audi A6 saloon, but with 535-litre minimum and 1390-litre maximum with rear seat folded, it cannot compare to its voluminous RS6 Avant estate body sister’s cavernously luggage capacity. Thoroughly well-kitted in terms,of standard and optional convenience, comfort, entertainment, performance and safety features, the RS7’s spec list includes anything from sophisticated Alcantara roof lining to ceramic disc brakes, luggage hooks to 4-zone climate control, and Bang & Olufsen sound system, but no dedicated USB port, but instead an adapter cable. Semi-autonomous driving aids include adaptive stop and go cruise control and active lane assistance. Specifications
  • Engine: 4-litre, twin-turbo, in-line V8-cylinders
  • Bore x stroke: 84.5 x 89mm
  • Compression ratio: 10.1:1
  • Valve-train: 32-valve, DOHC, direct injection
  • Gearbox: 8-speed automatic, four-wheel-drive, limited-slip rear-differential
  • Power distribution, F/R: 40% / 60%
  • Power, BHP (PS) [kW]: 552 (560) [412] @ 5700-6600rpm
  • Specific power: 138.2BHP/litre
  • Power-to-weight: 276.7BHP/ton
  • Torque, lb/ft (Nm): 516 (700) @ 1750-5500rpm
  • Specific torque: 175.3Nm/litre
  • Torque-to-weight: 350.8Nm/ton
  • 0-100km/h: 3.9-seconds
  • Top speed, restricted / de-restricted: 250km/h / 305km/h
  • Fuel consumption, urban / extra-urban / combined: 13.9 / 7.5 / 9.8-litres/100km
  • CO2 emissions, combined: 229g/km
  • Fuel capacity: 65-litres
  • Length: 5012mm
  • Width: 1911mm
  • Height: 1419mm
  • Wheelbase: 2915mm
  • Track, F/R: 1634 / 1625mm
  • Overhangs, F/R: 960 / 1137mm
  • Headroom, F/R: 1028 / 944mm
  • Luggage volume, min / max: 535 / 1390-litres
  • Unladen weight: 1995kg
  • Steering: Electric-assisted rack & pinion
  • Turning Circle: 11.9-meters
  • Suspension: Multi-link, adaptive air dampers
  • Brakes: Ventilated & perforated discs
  • Tires: 275/30R21 (optional)

Alfa Romeo Giulietta Quadrifoglio Verde: Glamorous Grown-Up Hot Hatch

Ghaith Madadha
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Alfa Romeo Giulietta Quadrifoglio Verde: Glamorous Grown-Up Hot Hatch
Stylishly designed and appointed inside, the Giulietta Quadrifoglio Verde is the updated hot version of Alfa Romeo’s C-segment family hatchback. First introduced as the Giulietta 1750 TBi in 2010 and face-lifted as the Qudrifoglio Verde – or QV – earlier this year, the Alfa hot hatch receives a 5BHP power hike, aluminium engine block and twin-clutch automated gearbox, all shared with Alfa’s compact mid-engine 4C halo sports car. Subtly revised, the face-lifted Giulietta QV will carry on the brand’s front-wheel-drive format into the next few years until plans for a rear-wheel-drive based line-up and upwards brand re-positioning take shape at Alfa Romeo. Yet better looking when viewed up close, the Giulietta QV’s elegant lines, exquisite detail and deep rich red paint are best appreciated in the flesh. In person, the Giulietta QV’s sense of width also lends it a greater sense of presence, with the distance between its diamond-shaped headlights and slim trademark shield-like grille looking wider than photos suggest. Smooth, flowing and stylish, the Giulietta QV’s Shield-grill extends to a V-shaped bonnet ridge, while its waistline features subtle curves and its roofline gently slants towards its tailgate. With its elegant body design as a canvas, the Giulietta’s attention to detail makes it stand out further. To celebrate the Giulietta nameplate’s 60th anniversary, the hot hatch version bears the brand’s iconic Quadrifoglio Verde – or Green Cloverleaf good luck charm – badge, which first appeared on an Alfa Romeo racer in 1923 on the first of ten Targa Florio race wins. Aside from Alfa Romeo’s awn distinctive and evocative brand emblem, the Giulietta’s attention to detail includes its sporty off-centre license plate and hidden rear door handles, positioned in the C-pillars for a coupe-like silhouette. Of two cars driven at Alfa Romeo’s Balocco proving grounds near Turin, the limited Launch Edition version featured particularly fetching matt grey five-spoke ‘phone dial’ style alloy wheels. Powered by the same improved 1.75-litre turbocharged direct injection engine that Alfa Romeo 4C lightweight sports car inherited from the Giulietta 1750 TBi, the QV promises quite the prodigious punch for its engine size. Developing 137BHP at 5750rpm and also benefiting from a quick-shifting 6-speed dual clutch gearbox with a launch control feature, the QV can hold revs at 3750rpm before dropping the clutch and launching from standstill to 100km/h in 6-seconds dead – 0.8-seconds quicker than its predecessor. Producing 251lb/ft torque throughout 2000-4100rpm, the Giulietta QV can attain a 244km/h top speed, and returns 7l/100km combined fuel efficiency and 162g/km combined CO2 emissions. While the Giulietta QV develops 80% of its maximum torque by 1800rpm for confident motorway cruising, it however seems to get lively for track driving duties in its’ mid-range, with a muscular surge beginning to build significantly by just before 3000rpm and all the way through to maximum power, during which on-the-move acceleration and high speed accumulation is brisk and confident. Refined and well insulated, the QV’s engine does however feature distant intake sounds to give it a sporting character. With high boost pressure the Giulietta QV delivers impressive 136BHP/litre specific power, 195Nm/litre specific torque, and muscularly capable top-end performance. Eagerly muscular at high revs, the Giulietta QV is most rewardingly driven when one more accurately anticipates required gear change and throttle application and lift-off points owing to its highly boosted character. Approaching a corner during track driving, the Giulietta QV is most effective when one brakes just after throttle lift-off, as from full load, the highly boosted engine isn’t as quick to wind down as naturally-aspirated unit. Through corners, one should ensure a gear that keeps revs in the mid-range sweet spot for responsiveness and enough range to carry through the apex and onto the straight, and to avoid mid-corner down- or up-shifts. Though shedding 20kg due to its aluminium alloy engine block, the Giulietta QV’s now mandatory dual clutch gearbox adds the same, and so its 1320kg weight goes unchanged. Also unchanged is the QV’s front MacPherson strut and rear multi-link chassis, which provides smooth, settled and forgiving ride characteristics. Agile, maneuverable and tidy when turning into and driving through corners on track, the Giulietta QV is a reassuring, adept and fun, but emphasizes real world usability over ultimate razor sharp at-the-limit reflexes. Steering feel and response is balanced between sporty and refined, while front Brembo and rear disc brakes are reassuringly effective in shedding speed. Pushed to the edge of its handling envelope in a high speed track convoy led by the 4C sports car the QV’s electronic Q2 front differential works hard in countering creeping under-steer as it aggressively enters a tight corner, while its electronic stability controls soon release power to the driven front wheels to accelerate onto the straight. Fitted with Alfa Romeo’s DNA adaptive chassis and throttle selection system, the Giulietta’s body control and reflexes are best in the sharpest Dynamic mode. Comfortably smooth and reassuringly stable at high speed straight sand sweeping corners, the Giulietta QV has a refined and ‘grown up’ feel to it. The Giulietta QV however excels inside, where its stylish, uncluttered and clean design is above the segment average. Materials include quality leathers with contrasting stitching, aluminium pedals, nicely padded surfaces and refined textures. Logical and intuitive layouts are mated with sporty cone-like instrumentation, chunky contoured flat-bottom steering wheel and Quadrifoglio Verde kickplates and centre console emblem. Cabin refinement and comfort are high, while seat and steering adjustability is accommodating. Seating position and visibility are similarly good, while high bolstered seats are supportive and comfortable. Generous equipment levels include an intuitive Uconnect infotainment system with voice recognition, text reader, audio streaming, USB and Bluetooth connectivity. Alfa Romeo Giulietta Quadrifoglio Verde
  • Engine: 1.75-litre, all-aluminium, transverse turbocharged 4-cylinders
  • Bore x stroke: 83 x 80.5mm
  • Compression ratio: 9.25:1
  • Valve-train: 16-valve, DOHC, variable valve timing, direct fuel injection
  • Gearbox: 6-speed automated dual-clutch, front-wheel-drive
  • Power, BHP (PS) [kW]: 237 (240) [177] @ 5,750rpm
  • Specific power: 136BHP/litre
  • Power -to-weight ratio: 179.5BHP/ton
  • Torque, lb/ft (Nm): 251 (340) @ 2,000-4,100rpm
  • Specific torque: 201Nm/litre
  • Torque-to-weight ratio: 257.5Nm/ton
  • 0-100km/h: 6-seconds
  • Top speed: 244km/h
  • Fuel economy, urban / extra-urban / combined: 9.8 / 5.3 / 7-litres/100km
  • CO2 emissions, combined: 162g/km
  • Fuel capacity: 60-litres
  • Length: 4,351mm
  • Width: 1,798mm
  • Height: 1,465mm
  • Wheelbase: 2,634mm
  • Boot capacity: 350-litres
  • Kerb weight: 1,320kg
  • Suspension, F/R: Modified MacPherson struts / multi-link, anti-roll bars
  • Steering: Power-assisted rack & pinion
  • Brakes, F/R: Ventilated discs, 330mm / 278mm
  • Tires, F/R: 225/40R18

John Edwards, Managing Director, Special Operations, Jaguar Land Rover

Ghaith Madadha
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John Edwards, Managing Director, Special Operations, Jaguar Land Rover
Bringing the brands’ high performance on-road and off-road projects under the same umbrella as all aspects of their bespoke, heritage and merchandising businesses, Special Operations has so far announced three cars, including the high performance Range Rover Sport SVR, custom Jaguar Project 7 and the recreated classic Jaguar Lightweight E-Type. On the sideline of the 2014 Paris motor show, we sat down with Special Operations Managing Director, John Edwards, to talk about the division and what special Jaguars and Land Rovers we might see in future. GM: Special Operations’ remit seems to be broader than just as a high performance wing. What are the various divisions specializing in? JE: There are four businesses within Special Operations: Special Vehicles, vehicle personalization, heritage business and licensing and merchandise. In terms of vehicles specifically, Special Vehicles will focus on on-road performance, all-terrain performance and luxury. So, the Range Rover Sport SVR is for on-road performance, but in future we might have… if you think about a cross between a Camel Trophy and a Dakar rally car for example, then that would be an example of all-terrain performance. GM: So, might we see extreme off-road vehicle, perhaps something like a Bowler EXR or QT Wildcat? JE: There’s nothing firm in the plans, but we’ve a whole host of ideas that we’re looking at, at the moment, and one of those is what I would call extreme all-terrain performance, and it could be anything… from one bookend –  Camel Trophy – to the otherbooke3nd – a Dakar rally car, and everything in between. Nothing planned yet, but lots of opportunities. The great thing when you give that brief to a designer or engineer, and effectively say: what would an extreme all-terrain performance car look like? They come up with all sorts of ideas. Many of them involve the desert, but not all of them. Some of them involve mud, boulders…  GM: will all Jaguar Land Rover high performance cars be labeled SVR from now on? And were the XFR-S and XJR launched today, would they be SVR? JE: Our top performance products will be SVRs. We won’t have an SVR for every product line. Jaguar will always have R at the heart of their range. We may do an SVR on top of the R. So in effect, if you look at the nomenclature today, where we have an XFR-S, in future that would be an XF SVR. GM: Is there an SVR version in the pipeline for the new Jaguar XE? JE: Not that I’d like to talk about. GM: With a new manual gearbox planned for the XE, and the lightweight F-Type-based Project 7, might we see a marriage of the two? Perhaps a lightweight manual version of the 380HP F-Type V6, and has a manual gearbox in fact been testing on the F-Type as some have recently speculated? JE: We have a very strong product plan, so I think we’ll talk again soon. For my business, there’s no shortage of ideas about the next special projects… and I suspect most of them are on our list of good ideas. What we have to do is which ones to put into production. In the last six months we’ve formally announced two projects: the Range Rover Sport SVR and Project 7. Both of those cars go into production first quarter 2015. Once we get those in production, that’s when we may be ready to talk about what comes next. We’re also moving in to a new facility, so we’re very busy setting up the business. GM: You previously mentioned that Special Operations has acquired a number of older Jaguars. Will this indicate that we’ll see more refurbished or recreated Jaguars, like the recent E-Type Lightweight? JE: Maybe along the way. The Lightweight E-Type project has been really successful. We’ve sold all six cars. We’re only building six because there were six unused VIN numbers. It’s been received very well by Jaguar enthusiasts, potential customers, journalists and very importantly by employees… young and old employees desperate to work on that program. GM: Could we see Special Operations going into restoration-modification, something like (Jaguar Design Director) Ian Callum’s personal CMC Jaguar Mark 2 or the Jenson International Automotive Interceptor R? JE: I’ll answer that question in a roundabout way. We see the classic car market as an area of untapped potential, especially Jaguar, but Jaguar and Land Rover. We’re blessed with two brands, which have got fantastic global heritage, and there’s a real romance about those two brands. I think it’s a history we haven’t really nurtured properly and there’s a great opportunity. We’re looking at recreations, restorations, basic servicing and maintenance, storage and the parts business. The whole area of heritage business is something we’re evaluating at the moment. Again, I’m afraid I’m not ready to give you the specifics, other than to say you can expect to see a lot more activity over the next year to three years. GM: Did Jaguar or Special Operations have any behind the scenes input on the Ian Callum CMC Jaguar Mark 2, as the timelines seem quite coincidental? JE: No we didn’t. Ian Callum is a great supporter of the Jaguar brand and what we’re doing in heritage, but that project… I don’t know when Ian initiated that. But again, I think that the coverage that got, it just helps to demonstrate the huge interest there is.  GM: Are there plans for or has the idea of a Jaguar supercar been broached again since the C-X75 project was dropped, perhaps a modern day Jaguar XJ220 or XJR-15? JE: I won’t tell you we haven’t thought about it, but that’s absolutely not on the agenda. But looking back to our heritage and thinking about the XJ220 for example, and how we interact with XJ220 customers, that is something we talk about quite a lot. The C-X75 started off as a technology test bed for electrification and what we could do with smaller capacity power-trains. It was a great test bed for that and a lot of the learning we gained from doing that project and working with Williams and their expertise, whether of aerodynamics or power-train. The technology of the block of the Ingenium engine, the learning came from the block that we had in the C-X75, which was the 600HP, 1500cc high pressure turbo.

Interview: Bruno Famin, Head Of Peugeot Sport

Ghaith Madadha
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Interview: Bruno Famin, Head Of Peugeot Sport
Interviewed at the 2014 Paris motor show, Head of Peugeot Sport, Bruno Famin discusses the 208 GTI, RCZ-R, 308-R, Pike’s Peak and rally raid campaigns.

Q&A

GM: With its enhanced power and limited slip differential, the Peugeot 208 GTI 30th anniversary better exploits the GTI’s potential. Will we be seeing a greater input from Peugeot Sport on Peugeot’s road car input? BF: Why not, already its’ the second car to have this differential, after the RCZ-R. Its’ a Torsen differential and it improves a lot the traction of the car, because when you put a lot of torque on a front-wheel-drive car, it’s quite difficult to not have too much under-steer, and it makes a big difference. As all Peugeot cars are front-wheel-drive, we can imagine that as develop sporting versions of our cars… GM: Might Peugeot Sport models become a regular fixture across the Peugeot road car range, perhaps like M-power for BMW? BF: It has been confirmed by the big boss of Peugeot that we shall have more sporting versions. We are not yet a t the point to make a line like Audi or Renault, but the thinking is on its’ way. I don’t know if we shall do it or not, but it has not been defined yet or implemented. It’s implemented in the fact, because after the RCZ-R we have the 208 GTI 30th and we are working on a new project already, and then it will be almost systematic to have a sporting version, but I don’t know how it will be branded. GM: Will we see a production version of the 308-R, like the concept of recent years? BF: Not yet… The issue has not been decided, and I don’t know if it’s going to be in one, two, three years time, or never, or if it will be another sporting version. The 308-R has quite a lot of heavy modifications on the bodywork, and it’s quite expensive to implement… The business case has to be right. GM: Given the THP engine’s potential, why has the GTI 30th only been modestly boosted to 208HP? BF: One of the main problem in these small cars is the heat under the bonnet, in the engine compartment. The 208 and RCZ have not been designed on the same basis. The 208 is much narrower. We have much less space on the air intake, the front of the car is much less on the 208. There are two things that make the difference, in the impossibility of putting the 270HP inside the 208. First, there is no place to implement properly a big intercooler as it is on the RCZ-R. The second point is if you put 270HP on the 208 the temperature in the engine compartment will be much too high. GM: Was 208HP the most you could take it to without having temperature issues? BF: The most we can get with this intercooler. A very interesting point on this engine is that it is the first Euro 6 engine for the 1.6-liter. The emissions and the fuel consumption on the 208 GTI 30th engine is less than the normal GTI. We have more power, less fuel consumption and less emissions: only 125g/km CO2, which is very low for one developing this kind of power. GM: What motorsports is Peugeot Sport involved in and how has this experience influenced the road car range? BF: We have three fields of activities, two in motorsports and one in engineering. The one in engineering is street versions like the RCZ-R, 208 GTI 30th or technology for demonstrators, like the Quartz concept car. Peugeot Sport is working on an engine hybrid system for that car. In motorsports, we develop parts and cars to sell to customers who want to race in rallies or circuits, around the world. We even organize our own races. The third thing is the official program, like Dakar or rallycross, and we have only one technical team of about 80 people, who may work – depending on circumstances – on all the projects, especially high profile ones, like engines, electronic systems. We share the skill, that’s the key of our low cost of development. That means the link between competition and standard cars is direct. It is the same people working on motorsports, are working on standard cars, and our technicians are talking on a day-to-day basis to the R&D people in the Peugeot Citroen Group. GM: Given the availability of Peugeot 208 rally cars, might Peugeot Sport go rallying as a WRC works team? BF: There is no plan to race in the WRC, as far as I know. We have enough with rally raid and rally cross. GM: Is that due to Citroen taking part in WRC? BF: For sure. We cannot be everywhere. For the time being Citroen is in WRC, and there is no sense for Peugeot to be there. We have made it before. GM: Is there any collaboration between Peugeot Sport and the Citroen World Rally Team? BF: Yes, there is. We have collaboration, because Citroen Sport was born from Peugeot Sport in 1990. It’s the same family. Our places are only 15-minutes from each other. We have a lot of opportunities to talk to each other. We share a lot of things, especially on customer racing activities and engineering, and in case needed, we can help each other. GM: The 208 GTI Pike’s Peak was a spectacular car. What might we see from Peugeot in future hill climb events? BF: That’s a good question. We don’t know yet. We still have in mind to do another one-shot like this one, for sure. Not again Pike’s Peak, not soon. We shall wait for the record to be beaten. We don’t know when, because when I see the time this year, it is still quite far. If we can make a one-shot somewhere with this kind of car or this car, why not, one day. But it depends, we need a good idea and a good moment. GM: Have you taken the Pike’s peak car racing elsewhere? BF: It has been in Goodwood [Festival of Speed]. GM: What about racing? BF: The problem is the Pike’s Peak car is the category is ‘unlimited’, and I don’t know races other than Pike’s Peak that accept ‘unlimited’ cars.

Julien Montarnal, Director, Marketing, Communication & Sport, Citroen

Ghaith Madadha
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Julien Montarnal, Director, Marketing, Communication & Sport, Citroen
GM: What is Citroen’s brand position within PSA. It seems to have been placed as the more mainstream of the two brands in recent years, yet the group’s flagship luxury car is the Citroen C6? JM: Historically Peugeot and Citroen (PSA Group) were competing on the same segments. Lately, there was a clarification [of] the positioning of each brand. DS [initially part of Citroen] was a success [with] more than 500,000 sales – since 2010. [It] helped us attract new customers to the brand. Two out of three DS customers were new to Citroen. We think DS is a wonderful opportunity to mark the return of French carmakers within the premium car market. This is why today DS is becoming a standalone brand with the ambition to become an alternative to the established premium brands. [Regarding Peugeot], the idea is that they try to move up in value. As far as Citroen is concerned – without DS – we are a mainstream car maker. Our positioning for Citroen is to make the brand even stronger… by focusing on our DNA… [of] bringing creativity and technology… for the well-being of our customers. It means that our cars are… more comfortable than their direct competitors [and] that this comfort goes beyond the physical comfort. It’s also a psychological comfort…, that the whole brand experience… must be smooth [and] serene.GM: Are we going to be seeing exclusive DS cars, rather than off-shoots of existing Citroen cars, and will the Citroen C6’s replacement be a DS brand car? JM: There will be two separated product plans for DS [and] Citroen. The Divine concept car shows clearly the stylistic direction [for] DS. The division… does not mean that we will split the segments between the two of us. There can be a D-segment for DS… But there can also be a Citroen car in the D-segment, especially because our key strategic regions are Europe and China, and D-segment for mainstream car makers is key in China. A DS car is supposed to bring refinement, and this Parisian style and luxury, whereas the Citroen… must provide this feel-good factor. It means the cars will be different, but there is space for both brands… in the same segments. GM: Citroen has always been a great innovator. What is next for the brand? JM: If you take the C4 Cactus (currently launching in Europe), you can see that we are true to our innovative history. You have a lot of world premiers on the C4 Cactus. First is Air Bump… [which] protects your car against everyday shocks and scratches [idea inspired by smart phone covers]. Another world premier on this car is that we are the first ones to put the passenger airbag in the roof. By doing this… you can have a lot of free space in front of the passenger… plus you have larger space to store your items… Innovation is still in the genes of the brand. But we are not focusing on complicated innovations, we are focusing on technological innovations that make your life easier. GM: Falling European sales have affected European brands in recent years, but Renault seems to have been more immune due to a greater focus on emerging markets. Is Citroen now looking east and south in terms of product development and sales? JM: Internationalization is a key aspect of our strategy. Ten years ago we sold less than two cars out of ten outside of Europe. Now, it’s more than four cars… Our internationalization is well under way… now for instance one Citroen out of four is sold in China. China actually became our first market, in front of France. GM: When did this happen? JM: Last year. We are benefiting from very strong growth in China. Since the beginning of the year our sales increased 19% in China, in a market that was up 12%… We are also producing cars locally in Russia…, Brazil and Argentina that are also success for growth outside of Europe. And we are also doing good in Europe…, growing at 10% in a market that is growing 7% (since the beginning of the year). GM: What is Citroen’s brand and sales strategy for the Middle East and perhaps Jordan in particular? JM: We just reorganized the group [by] dividing the world into six geographical regions. One of the zones is now specifically for the Middle East and Africa. Part of the reason is to be more proactive. GM: Citroen’s association with WRC has been spectacularly successful in recent years. Will this filter through to the road car range with more sporting models? JM: We are currently engaged in two championships. We are participating in WRC with the DS3, and we just engaged – a few months ago – within the WTCC with our C-Elysee… We said at the beginning [that] we’ll give ourselves one year to learn, and actually we’ve gone beyond our craziest expectations, because we are currently leading in the car maker’s championship and drivers’ championship. We are very excited about our performance in this championship, which happens to have a lot of races in key regions for us, Russia, China and Latin America.

Ladies Of The Paris Motor Show 2014

Ghaith Madadha
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Ladies Of The Paris Motor Show 2014
Lamborghini Aventador LP700-4
Lamborghini Huracan LP610-4
Skoda Fabia Combi
Opel Adam S
 

Peugeot 308 SW 1.2 PureTech 130: Prodigious Three-Pot Pug

Ghaith Madadha
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Peugeot 308 SW 1.2 PureTech 130: Prodigious Three-Pot Pug
The latest addition to Peugeot’s award-winning and recently launched second generation 308 family hatchback and estate range, the 1.2-litre PureTech 130 is the most powerful of three petrol three-cylinder engines designed to reduce fuel consumption and emissions without sacrificing performance. Characterized by its abundant mid-range torque for such a tiny power plant, the PureTech 130 is especially well-suited to the elegant SW estate version of the 308, and its generous cargo capacity. Driven in manual gearbox guise at a recent launch event in Mallorca, Spain, the 308 SW 1.2 PureTech 130 is a refined, stylish, practical, reassuring, agile, brisk and sensible contemporary family car. Launched earlier this year at the Geneva motor show, the 308 SW is the more practical, stable and arguably better looking estate sister to the 308 hatchback introduced late last year. Given their shared rear tailgate style, the 308 SW is essentially a stretched version of the 308 hatchback, with its additional 332mm length divided between a 110mm longer wheelbase providing extra rear seat space and a 222mm longer rear overhang for a more accommodating boot. The longer wheelbase also allows a wider door for improved rear access and better road grip, while profile aesthetic benefits from the use of three similarly sized windows. Classy and compact, the 308 SW’s elongated profile is tightly penned but has a more elegantly flowing design to its rook and flanks. With a refined front fascia featuring a chrome-ringed two-slat grille, the 308 SW’s lion emblem sits in a concave groove on its bonnet, while its moody headlights feature a slight lower indentation. An LED strip reflects the trapezoidal grille’s angle and tapers off to a side crease that runs through the door handles and to a metallic strip carved through the wraparound rear lights. A gently descending roofline and large 225/45R17 footwear lend a sporty and eager demeanor and road stance. Offered in naturally-aspirated 81BHP and 109BHP and 129BHP turbocharged versions, Peugeot’s new 1.2-litre 3-cylinder PureTech engine is a more efficient engine than the previous generation 308’s 1.6-litre naturally aspirated 4-cylinder engine. More powerful and torqueier in turbo versions as well, the more powerful version driven develops 129BHP at 5,500rpm and 170lb/ft torque throughout 1,750-3,500rpm. Prodigious for its small displacement, the PureTech 130’s torque output is just 7lb/ft shy of Peugeot’s larger 1.6-litre turbocharged THP 165, and allows for effortless load lugging, flexible mid-range operation and relaxed motorway cruising, while returning frugal 5l/100km fuel efficiency and 115g/km CO2 emissions with the beefier 225/45R17 tires as tested. With little low-end turbo lag, a generous mid-range and eager to be revved character, the 308 SW three-pot turbo engine carries its 1,190kg frame from standstill to 100km/h in 10.6-seconds – as tested – and onto 199km/h, while mid-range flexibility allows for 11.5-second 80-120km/h acceleration in fifth gear. As smooth and refined as three-cylinder engines come, the 1.2 PureTech feature a balancer shaft to reduce the three-cylinder configuration’s inherent vibrations. Welling up from around 2,000rpm, the 308 PureTech 130 is in its stride by 2,500rpm, brisk by 3,000rpm and with a distinctive but muted three-cylinder growl, is willing to be thrashed right to its redline. Mated to a satisfyingly mechanical-feeling 6-speed gearbox clicking precisely into gear and with light but intuitive clutch, the prodigious three-pot Pug is fun and brisk in real world driving. With a smaller and lighter engine over its driven front wheels, the 308 SW PureTech is eager, light and crisp into corners, with less understeer and less pronounced weight transfer. Tidy into corners the 308’s electric-assisted rack and pinion steering delivers decent road feel and feedback. Body lean isn’t particularly pronounced, but with its sticky tires, reassuring chassis characteristics and longer wheelbase, the 308 SW grips harder and is more stable through corners than its hatchback sister. A smooth and refined ride, the 308 SW is well insulated inside and even with the second largest alloy wheel option, is supple and forgiving over broken roads, cracks and bumps. More stable and grippier than its hatchback sister, the 308 SW is reassuring at speed, whether straight or sweeping corners, and settles with taut composure on rebound from undulations. Being a family hatchback derived estate with a light engine, the 308 SW is also surprisingly agile and nippy for a vehicle with such high cargo carrying capacity. Some 140kg lighter than its predecessor, the 308 SW is poised, eager and tidy through countryside switchbacks and is maneuverable in town. The most accommodating in its segment and more generous than many larger cars, the 308 SW’s cavernous load bay takes a minimum 660-litre volume, which with flat 60:40 split-folding rear seats down, expands to 1,775-litres when loaded to the roof. Practical and spacious, the 308 SW’s tailgate is wide and its load floor low for easy loading, while a centre ski hatch accommodates long objects without folding the rear seats. The 308 SW features under-floor storage, space saver spare tire, load floor rails with movable latching points to secure cargo and well-sized main console storage and glove boxes – however, other console storage space is limited. Classier than many rivals, the 308’s uncluttered cabin has a stylishly minimalist ambiance, with most functions controlled through its’ intuitive infotainment touchscreen. With tasteful and good quality fit, finish textures and colours, the 308 feels a cut above expectation. Seats are supportive, adjustable and comfortable, and visibility is good. One peers at the instrument panel over a chic small steering wheel for better road view, but for larger drivers, a conventional steering position might be preferable when driving through brisk switchbacks. Rear seat space is also decent, but rear headspace would be better still for tall occupants without the optional and airy feeling panoramic sunroof. Driven in second to top Allure spec, the 308 SW featured electric folding mirrors, reversing camera and front parking sensors, LED headlamps, front foglights and optional panoramic sunroof and keyless entry. Other features standard to the Allure include Bluetooth and USB connectivity, rear arm rest, all-round three-point seatbelts, rear Isofix childseat latches, 9.7-inch touchscreen, dual zone climate control, lumbar support, satnav, leather steering and gear knob, stability and traction control and electric handbrake. Other available optional equipment includes leather massage seats, a City Park system with blind spot monitoring, Driver Assistance Pack with dynamic cruise control and emergency collision warning and braking systems, among other options. Specifications: Peugeot 308 SW 1.2 PureTech 130 (manual)
  • Engine: 1.2-litre, turbocharged, transverse 3-cylinders
  • Bore x stroke: 75 x 90.5mm
  • Valve-train: 12-valve, DOHC, direct injection
  • Gearbox: 6-speed manual, front-wheel-drive
  • Power, BHP (PS) [kW]: 129 (130) [96] @5,500rpm
  • Specific power: 106.7BHP/litre
  • Power-to-weight: 107.5BHP/ton
  • Torque, lb/ft (Nm): 170 (230) @1,750-3,500rpm
  • Specific torque: 191.8Nm/litre
  • Torque-to-weight: 193.2Nm/ton
  • 0-100km/h: 10.6-seconds
  • 80-120kmh, 5th / 6th gear: 11.5- / 14-seconds
  • Maximum speed: 199km/h
  • Fuel consumption, urban / extra-urban / combined: 6.2- / 4.3- / 5-litres/100km
  • CO2 emissions, combined: 115g/km
  • Fuel tank: 53-litres
  • Length: 4,585mm
  • Width: 1,804mm
  • Height: 1,471mm
  • Wheelbase: 2,730mm
  • Track, F/R: 1559 / 1,553mm
  • Overhang, F/R: 863 / 992mm
  • Boot capacity, min / max: 660- / 1,775-litres
  • Kerb weight: 1,190kg
  • Steering: Electric-assisted rack and pinion
  • Suspension, F/R: MacPherson struts / torsion bar
  • Brakes, F/R: Ventilated discs / discs
  • Tires, F/R: 225/45R17

Tom Lee, Head, Hyundai Africa and Middle East HQ

Ghaith Madadha
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Tom Lee, Head, Hyundai Africa and Middle East HQ
In a broad ranging interview with Head of Hyundai Africa and Middle East Headquarters, Tom Lee, we discuss the brand’s future prospects and how a stronger Won and weaker Yen might affect Hyundai’s recent sales and market share gains, and whether it Japanese rivals might claw back lost ground. Hyundai’s regional boss also explains the brand’s arguably more ambitious plans for its luxury Genesis and centennial models, and why a luxury sub-brand like Nissan’s Infiniti and Toyota’s Lexus hasn’t been established. Having recently held the new Sonata model regional launch in Jordan, Mr. Lee underlines Jordan’s position as Hyundai’s second largest regional market and the Middle East’s importance for Hyundai.GM: With an improved and good value product range, Hyundai group cars have shown a sustained and meteoric rise over recent years. To what extent has the global recession worked in Hyundai’s favour in this regard? TL: The global recession had a big effect on the majority of manufacturers across the globe, and Hyundai was no exception… Our success over recent years can be put down to hard work, producing quality vehicles, and providing an excellent level of customer service. One of our key strengths, both in the region and globally, is the extensive vehicle range that we offer to customers, meaning that we can cater to all needs. Recently, customer confidence in these models has increased significantly and this has been helped by Hyundai’s pursuit of its Modern Premium brand direction. Our newest models provide class-leading standards of all-round quality, a fact that is reinforced by the numerous regional and international awards that our cars have received. This in turn has had a positive impact on sales and the popularity of Hyundai vehicles. GM: Hyundai have not created a separate luxury sub-brand for the Genesis and Centennial models like Nissan and Toyota respectively created Infiniti and Lexus as defined luxury products. Can the Genesis and Centennial compete with established luxury brands with a Hyundai badge, or are they deliberately intended to raise brand equity and market positioning? TL: At the current time, Hyundai is focusing on developing and improving our luxury car offering and the levels of service for our luxury customers, rather than investing in establishing a separate brand. By doing this, we can ensure that we continue to supply more affordable luxury cars to customers. The Centennial and Genesis – which sell well across the global market – are key in demonstrating that Hyundai is able to produce cars that are equal to, or better than, the best in the world. They encapsulate the Modern Premium brand direction of Hyundai across the globe, and it is these models that have the ability to change customer perceptions about Hyundai as a brand. GM: The new Genesis wears a rear Hyundai badge, but uses a new and distinctly luxury car-like be-winged emblem in front. Might this confuse people, or does this leave the door open for a possible Genesis sub-brand? TL: As mentioned, there are no plans to establish a separate luxury brand, and our luxury models will continue to operate under the Hyundai mother brand, which is why the Genesis wears a Hyundai badge. At the same time, we recognised what an important model the All-New Genesis is for us in terms of the Modern Premium brand direction and we took the decision to create an individual emblem also, as was the case for Centennial. GM: Hyundai has recently re-entered the World Rally Championship as a factory works team for the 2014 season. Does this mean we should expect sportier performance production cars, perhaps an i20 hot hatch spin-off? TL: It took a tremendous amount of hard work from everyone at Hyundai Motorsport to be able to launch the Hyundai World Rally Team, and it is something that we as a company are very proud of. However, rather than developing cars with a sportier performance, our aim is to equip our GDI line-up to meet customer needs with regards to performance. In the Middle East market, we have already added a GDI engine for the Genesis, and it will also be applied to our Santa Fe, Veloster, Sonata and Genesis Coupe models in the near future. However, we have no plans for a spin-off performance car division at the current time. GM: Hyundai’s collaboration with British sports car maker and engineering firm Lotus on the new Genesis’ chassis tuning seems to have been a success, as it drove with buttoned-down precision and fluency during its recent regional launch. Will we see more cooperation with Lotus, and does this signal a more European flavour at Hyundai? TL: The collaboration with Lotus was applied only for the US specification Genesis, and was not part of the production process for the Middle East model. During the car’s development for the Middle East, a great deal of attention was paid to the performance, premium quality features and state of the art technology, in order to satisfy the needs of the discerning Middle East customers. In customer clinics, research has shown that the Genesis is superior in every area to competitor models, and with its very competitive pricing, we believe that regional sales of the Genesis will register a year-on-year increase – something that we have seen every year since the original model was launched in 2008.GM: The high performance mid-engine Veloster Midship version of Hyundai’s sporty mid-size hatchback was quite the sensation at the Busan motor show and was reminiscent of the previous iconic Renualt 5 Turbo and Clio V6 models. Is there any chance Hyundai might produce such an iconic production version? TL: The Veloster Turbo hot hatch has already been very well received in other markets, and the aggressive re-styling of an already popular design is matched by the more powerful engine, and it is set to be a popular addition to the extensive Hyundai range. Featuring a more powerful 1.6 Turbo GDI, capable of producing a maximum of 204ps horsepower and 27.0 kg.m of torque the new Veloster Turbo GDI can reach 100km/h in 7.4 seconds – 4.1second faster than a standard model Veloster. Already available in Lebanon, Jordan and Syria, we plan to introduce the Veloster Turbo into GCC markets in September, and we anticipate it to be a major game changer, following its debut at the Dubai International Motor Show at the end of last year. As far as the Midship version is concerned, this was obviously a concept model so therefore we are unable to say for sure whether it will be put in to production or not. With all Hyundai models, we will always strive to introduce a new vehicle if the market and customer demand is there. GM: Hyundai has been somewhat reticent in introducing a broader range of its more efficient gasoline direct injection (GDI) engines to the Jordanian market, whereas Mercedes-Benz’ best-selling models use similar technology. Is this due do fuel quality issues, or will such engines disadvantageously increase costs and pricing structures? TL: There are already plans in place to expand the Hyundai Turbo GDI engine line-up across the Africa and Middle East region, starting with the All-New Genesis, which was introduced in April this year. The highly-anticipated Veloster Turbo will also be available for production order from September 2014… and we believe it will make a popular addition to the extensive Hyundai range in Jordan. There is obviously a price gap between the MPI and GDI engines. However, if there is increased demand from Jordanian customers for more performance orientated engines, then we will look to strengthen our GDI line-up in the country. GM: Having overseen the introduction of a discernable, cohesive and successful Kia design identity since 2006, Peter Schreyer now holds the position of President and is also concurrently responsible for design at both Hyundai and Kia. Will this allow for a more focused approach to differentiating the two brands’ identities, or might this not lead to similar design language? TL: Following his move to oversee the design identity for both Hyundai and KIA together, it became clear that the two brands can have more of a differentiation in terms of design. The Fluidic Sculpture design philosophy, for instance, is exclusive to Hyundai models, and is integral to our Modern Premium brand direction. The design identity has played a key role in establishing our reputation as a manufacturer of cars that feature great design, and has been received extremely well by our customers. GM: Hyundai is now the world’s fifth biggest car maker. What are its market share and sales figures in the Middle East and Jordan specifically? TL: Last year, the Middle East sold a total of 328,856 units, which represented an 8% increase over the previous year and meant that our sales topped the 300,000 mark for the second consecutive year. In the face of extremely strong competition from Japanese, European and American manufacturers, we maintained our number two position in the market, with a market share of around 16%. In Jordan, we are fortunate to work with an excellent distributor partner; Unity Trading Establishment, who mirror the Hyundai company values, and our performance in the country is testament to their efforts. Jordan is key market for us regionally, and in 2013 it recorded sales of over 28,500 units, which represented around 9% of total sales in the Middle East. These sales also positioned Jordan as the second biggest Middle East market for Hyundai, second only to Saudi Arabia. GM: Which are the most popular Hyundai cars in the region and Jordan and why? TL: For 2013, it was our compact cars that topped the sales charts, with the Elantra and Accent respectively proving to be the most popular models with Middle East and Jordanian customers. The Elantra overtook the Accent as the region’s favorite Hyundai model, recording sales of over 95,000; an increase of 29,000 on the previous year. The SUV line-up also continued to sell well, with the Santa Fe and Tucson both posting strong results in the Middle East, and selling over 3,000 units each in Jordan. Our premium… flagship Centennial and Genesis models, are very important when it comes to demonstrating the level of luxury and refinement that Hyundai is able to produce, and both models recorded an increase in sales last year in the Jordanian market. In the 2nd half of 2013, we also launched the Sonata Hybrid in Jordan. The model sold 800 units in 2013, and for 2014, sales are already over 750. There has been a tremendously positive reaction to the Hybrid model in Jordan. GM: How would you account for Hyundai’s and Kia’s position as the best-selling car brands in Jordan? TL: Hyundai maintained its number 1 position in Jordan in 2013, ahead of our Japanese competitors, with a 47% market share. Even with Toyota sales showing an increase in 2014, we are continuing to register a strong market share and are maintaining our number 1 position in the country. When it comes to Hyundai models, one of our key strengths is the extensive vehicle range that we offer to customers in Jordan, meaning that we can cater to all needs. Recently, customer confidence in these models has increased significantly and this has been helped by Hyundai’s pursuit of its Modern Premium brand direction. In keeping with one of the main objectives of Hyundai Motor Company, our partner Unity Trading Establishment delivers excellent levels of customer service, which have led to high levels of customer satisfaction. This has enabled us to build strong customer loyalty for the Hyundai brand – something that in turn has had a positive impact on sales figures each year. GM: To what extent would Hyundai’s rising market position and a strong Won and weaker Yen affect its’ export market share and sales expansion in the long term. And what is Hyundai’s expected global growth for 2014, and how much do Japanese car makers stand to benefit? TL: The global growth target for 2014 was 3.8% at the beginning of the year, and first half results have been positive, both globally and in our region. Total global sales for Hyundai in 2013 were 4.7 million units, and for 2014 the target is 4.9 million. For the first half of 2014, we registered sales of 2.36 million, which represents a year-on-year increase of 2.6%, which is a positive sign. In order to combat the strong Won and the advantage that our Japanese rivals will get from the weakened Yen, we are focusing on improving the quality and design of our products further still, and ensuring that we deliver the very best in customer service across the globe. The Middle East and Africa region is a key growth market for us, and we see it as the next driving force for Hyundai Motor Company on a global level. GM: Would any resultant purchase price rises have an effect on a very price-sensitive high-tax car market such as Jordan, and would other mid-range brands stand to significantly cut into Hyundai’s market share in such an eventuality? TL: As with every market that we operate in, our aim in markets such as Jordan is to offer high quality products and reasonable prices. Competition across the region is becoming fiercer every year, but we believe that our customers are satisfied with our current price policy, and therefore do not anticipate any serious decline in market share across the Middle East. GM: As a major global car maker, does Hyundai plans to establish more foreign-based production plants to reduce shipping or labour costs, or perhaps better respond to local and regional preferences, such as the Eon, built at the Chennai plant in India? TL: Currently, Hyundai operates a total of nine production plants in eight countries, with each of these plants supplies high quality products to their neighbouring regions. We are always looking at how we can potentially expand the number of overseas production plants, however our number one priority is not to expand the volume of product that we produce. Instead, our focus remains on customer satisfaction. At present we feel that our current production facilities are able to cater to the needs of the region, but that is not to say that we would not consider setting up additional production plants in the future if we felt that it was warranted. We carry out a great deal of regional research on the ground in key markets to ensure that the models available in those markets cater to the needs of the customers.

Opel Insignia Country Tourer: Taking the Rough with the Smooth

Ghaith Madadha
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Opel Insignia Country Tourer: Taking the Rough with the Smooth
In current parlance one might call the Country Tourer a crossover, but its’ adaptive four-wheel-drive system might well in fact give it an edge over many aesthetically SUV-flavoured vehicles. With the handling, efficiency and practicality benefits of a car and some SUV ability, the Country Tourer owes more in spirit to the original segment-bending estate-SUV – the 1980 AMC Eagle Station Wagon – than to fashionable contemporary crossovers. Ahead of its time, the Eagle belatedly inspired a host of similar vehicles, from the 1994 Subaru Legacy Outback, the late 1990s Volvo Cross Country/XC70 and Audi A6 Allroad and now the Opel Insignia Cross Country. With visible protective guard plate under the engine compartment, lower bumper section and black lower cladding and wheel-arch surrounds to emphasize and project a rugged potential and, the Cross Country sits slightly higher for better ground clearance and modestly improved approach, break-over and departure that would be of use over broken, uneven and rough tarmac, dirt-roads and slopes. Well complimenting the Insignia’s face-lifted refresh, the Cross Country’s green launch colour also seems to underline its adventurous off-road flavor. The Country Tourer’s tight design lines and well-integrated shape is both aerodynamically smooth and emanates a tough and solid presence, as if it is hewn from granite. Complimenting the Country Tourer’s increase ride height, a prominent chrome grille slat and chrome line across the rear fascia emphasize width, while a gently sloping roofline leads to a large powered clamshell tailgate. An L-shape flank crease, large 245/45R19 footwear and a small tailgate spoiler add sporting flavor. Busy but logical inside, the Country Tourer’s cabin feels similarly well-constructed and robustly but luxuriously appointed, from pleasant dash and console textures, thick meaty sports steering wheel and rich but durable-feeling brown leather upholstery. Driven by a prodigiously powerful turbocharged direct injection 2-litre 4-cylinder engine the Insignia Country Tourer 2.0 SIDI develops 247BHP at 4500rpm and a massively muscular 295lb/ft torque throughout 2500-4500rpm.  With manual gearbox as tested, the Country Tourer can shift its not inconsiderable 1843 heft from standstill to 100km/h in just 7.9-seconds and onto 235km/h. Considering its weight, height and power, the Country Tourer’s 8.1l/100km fuel efficiency and 189g/km CO2 emissions are quite admirably frugal. Smooth, refined and well-insulated, the Country Tourer’s turbocharged engine spools up briskly – after slight turbo-lag from idle – and as a relatively low-revving unit, is at its best at mid-range engine speeds. In its comfort zone throughout its muscular mid-range, there’s not much point in revving the Country Tourer mercilessly hard, as there’s ample urge and torque on tap lower down the range. Effortlessly flexible through its upper mid-range sweet spot, the Country Tourer’s on-the-move acceleration is versatile, with 80-120km/h delivered in 8.5-seconds. Driven on de-restricted segments of the Autobahn during its Frankfurt global launch, the Country Tourer pushed through to speeds approaching 200km/h with indefatigable ease owing to its generous twisting force. With light clutch and somewhat long but accurate shifter, the Country Tourer’s 6-speed manual gearbox is user-friendly and offers more driver involvement, reward and control than an automatic gearbox. With typically reassuring and planted high speed ride traditionally associated with larger Opels, the Country Tourer felt stable, smooth, comfortable and at home on Germany’s speed limitless highways. Somewhat more detached than its’ regular Insignia saloon and high performance OPC Sports Tourer sister models, the Counry Tourer felt like a larger, more comfortable and indulgent car. Taking lumps, bumps and imperfections in its stride despite rather low profile tires and huge alloy wheels, the Country Tourer rides comfortably and smoothly, with it suspension taking the edge off rougher road segments and providing buttoned down vertical control when rebounding from sudden undulations. Inside, occupants enjoy excellent levels of cabin refinement. Taller than other Insignia models the Country Tourer perhaps leans slightly more through corners, but its’ three-mode adaptive dampers do a brilliant job of keeping body lean and weight transfer in check. Turning in tidily and gripping tenaciously through corners owing to its wide tires, long wheelbase and adaptive four-wheel-drive, the Country Tourer’s steering is well-weighted, accurate and tuned for comfort and stability, rather than textured feel and feedback. In addition to effective ventilated disc ABS brakes, the Country Tourer also features electronic brake-force distribution and brake assist. Available safety systems include traffic sign recognition, adaptive cruise control, and blindspot, lane change, rear cross-traffic, forward collision and lane departure warnings. With its Haldex four-wheel-drive system able to adaptively reallocate up to 100% power front or rear and an electronically-controlled limited-slip rear-differential doing the same on the rear axle, the Country Tourer provides excellent levels of traction on wet tarmac and in off-road environments. Able to keep moving even if only one wheel has traction, the Country Tourer may not be a fully-fledged off-roader but its ability is genuine. A utilitarian workhorse, the Country Tourer features 750kg un-braked towing and 547kg payload capacities. Beyond its wide powered clamshell tailgate, the Country Tourer luggage volume expands from 540- to 1530-litres. Under-floor storage compartments and sliding boot floor are also practical. Well-appointed and finished the Country Tourer’s cabin comfortably seats large occupants and features supportive, well-adjustable and ergonomic seats with lumbar support and active headrests. Extensively kitted, the Country Tourer features a Bose sound system with up to nine speakers, and USB, Bluetooth and smart phone connectivity. Convenience kit includes parking assistance and front and rear cameras, keyless entry, parking distance assistance, heated steering wheel, dual-zone climate control and independent remote and timer activated heating. Adaptive dampers alter ride quality for comfort or handling, while safety kit includes front multi-stage airbags, side and curtain airbags front and rear, adaptive lighting with high beam assist, Isofix child seat latches and other features. Specifications: Opel Insignia Country Tourer 2.0 SIDI (manual)
  • Engine: 2-litre, turbocharged, transverse 4-cylinders
  • Bore x stroke: 86 x 86mm
  • Compression ratio: 9.5:1
  • Valve-train: 16-valve, DOHC, variable valve timing, direct injection
  • Gearbox: 6-speed manual
  • Drive-train: four-wheel-drive, electronic limited-slip differential
  • Power, BHP (PS) [kW]: 247 (250) [184] @ 4500rpm
  • Specific power: 123.6BHP/litre
  • Power-to-weight: 134BHP/ton
  • Torque, lb/ft (Nm): 295 (400) @ 2500-4500rpm
  • Specific torque: 200.2Nm/litre
  • Torque-to-weight: 217Nm/ton
  • 0-100km/h: 7.9-seconds
  • 80-120km/h, fifth gear: 8.5-seconds
  • Top speed: 235km/h
  • Fuel consumption, urban / extra-urban / combined: 10.6- / 6.6- / 8.1-litres/100km
  • CO2 emissions, combined: 189g/km
  • Fuel capacity: 70-litres
  • Length: 4920mm
  • Width: 1858mm
  • Height: 1526mm
  • Wheelbase: 2737mm
  • Track, F/R: 1587 / 1590mm
  • Kerb weight: 1843kg
  • Luggage, min / max: 540 / 1530-litres
  • Payload: 547kg
  • Trailer towing, un-braked: 750kg
  • Steering: Variable-assistance, rack & pinion
  • Suspension, F/R: MacPherson struts / multi-link, adaptive dampers
  • Brakes: Ventilated discs
  • Tires: 245/45R19

Ford Ranger: Rugged and Refined Range of Abilities

Ghaith Madadha
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Ford Ranger: Rugged and Refined Range of Abilities
Replacing both American and global market predecessors bearing the same badge, the new Ford Ranger light pick-up is a larger, more refined and more capable successor. Sharing a platform with Mazda – like its predecessor – the new Ranger’s improved capability and size make it one of the biggest compact pick-ups, and put it somewhere between its small predecessor and the larger more luxurious Ford F150 in terms of size and segment. Offered with a choice of three engines, two drive-lines and several specification levels, the Ranger line-up goes from rugged and basic Commercial version to the well-kitted and stylish range-topping Wildtrack. With greater focus on design, aesthetics and identity, the new Ranger is more in tune with the Ford vehicle line-up and is a more global vehicle. Discrete and understated in the more basic version tested with 16-inch steel wheels and black bumpers and grille, the new Ranger’s bold grille, swept back headlights and more muscular bonnet and wheel-arches however lend the better kitted Wildrack version a sense of charismatically assertive road presence when combined with its’ chrome detailing and larger alloy wheels, while the double cab version looks more balanced assertive visually. At 5359mm long, 1850mm wide and 1815 high, the new Ranger is 182mm longer, 62mm wider and 53mm taller than its predecessor. With easy access to its four-door, five-seat cabin, the Ranger is spacious and airy inside. A better effort than both its’ predecessor and main compact pick-up rivals, the entry-level Ranger Commercial’s cabin may not be as extensively well-kitted and luxurious as the range-topping Wildtrack version, but even it benefits from a more aesthetically designed console, dashboard and improved refinement and material quality and texture. With clear instrumentation and user-friendly functions, the base Ranger Commercial spec is strategically kitted with air conditioning and a USB compatible 2-speaker CD/MP3 system, windows and side mirrors are manually adjustable in Commercial trim. Optional kit includes front driver and passenger airbags and ABS brakes. Offered with three engine options including 2.2-litre four-cylinder and top-of-the-range 3.2-litre five-cylinder turbo-diesels, the driven 2.5-litre naturally-aspirated four-cylinder is the sole petrol powered version. An under-square design with 16-valve DOHC valve-train the Ranger’s 2.5 engine is tuned for generous low- and mid-range grunt, and is geared to comfortable carry heavy loads. Progressive and smooth in delivery, the Ranger 2.5 develops 162BHP at 5500rpm and 167lb/ft torque at 4500rpm, which allows for timely and flexible on-the-move responses and performance. Though official performance figures weren’t readily available, one roughly estimates the tested 5-speed manual 4×4 double cab version’s 0-100km/h acceleration and top speed at around 12-seconds, and 160km/h. Driven through a 5-speed manual gearbox notable for its refined shifter – which didn’t shudder, unlike a main competitor’s gear lever did during back-to-back test drives – the Ranger 2.5 felt civil and comfortable to drive. The Ranger’s drive-line can be switched from rear-wheel-drive to four-wheel-drive high and back, on-the-fly at up to 120km/h. For off-road driving or towing or carrying a heavy load on loose of steep inclines the Ranger features a low gear transfer case, provides 2.48:1 ratio low range four-wheel-drive. An optional limited-slip differential can distribute power to the rear wheel with best traction, for enhanced ability off-road and on loose surfaces. Built on a rugged body-on-frame chassis with durable live rear axle and leaf spring suspension ideal for off-road driving, hauling and towing, the Ranger’s traditional truck construction and design have been optimized to provide a refined cabin ambiance and driving experience. In front, the Ranger however uses independent double wishbone suspension with coil-over dampers for civilized ride and handling on road. The Ranger’s power-assisted rack and pinion steering is light and user-friendly. And with 3.5-turn lock-to-lock is reassuringly stable in a straight line or over uneven surfaces, but is neither is it slow for daily driving, while a 12.4-meter turning circle makes it agile and maneuverable. Sitting high and with a good view of the road, the Ford Ranger is easy to maneuver, while its’ light clutch pedal and intuitive biting point made it user-friendly when setting off from standstill. A comfortable and refined for a chassis-on-body design with leaf spring live axle, the Ranger is smooth and stable in a straight line and absorbs dirt road roughness well without transmitting much roughness to occupants. Steering is light and quick enough so that one doesn’t need to shuffle the wheel much, and through medium speed slaloms the Ranger turned-in tidily and exhibited good body control, while power delivery was progressively smooth when exiting a corner on throttle. A tough, practical and capable workhorse, the driven Ford Ranger 2.5 double cab 4×4 version accommodates a generous 1180-litre cargo volume to the top of its cargo bed wall, and more above. Measuring 1549mm long, 511mm tall and between 1139mm to 1560mm wide, the Ranger’s cargo bed loading height is 835mm, while its total gross cargo capacity is 1435kg. Able to tow a 750kg un-braked trailer, the Ranger’s braked towing capacity is up to 3350kg. Large 302mm front ventilated disc and 295mm rear drum brakes are sized to provide effective braking for when fully loaded, and are crisply responsive in shaving off speed when driven un-loaded at its approximate 2-tons kerb weight. In addition to its four-wheel-drive, low gear ratios and optional limited-slip differential, the Ford Ranger benefits from high 229mm ground clearance, short front over-hang and relatively compact dimensions for traversing the sort of narrow, rutted and winding trails that a bulkier full-size pick-up would have trouble navigating. With upright seating and big glasshouse one has a good view of surface conditions, even when the Ranger is climbing through steep and uneven terrain. Sitting high off the ground, the Ranger’s 800mm water wading depth and generous 28° approach, 25° break-over, 28° departure and 35° tilt angles are considerably superior to a full-size American pick-up and make the Ranger an agile, maneuverable and genuinely capable off-road mountain goat. Specifications: Ford Ranger 2.5 petrol, double cab, 4×4
  • Engine: 2.5-litre, in-line 4-cylinders
  • Bore x stroke: 89 x 100mm
  • Compression ratio: 9.7:1
  • Valve-train: 16-valve, DOHC
  • Gearbox: 5-speed manual, four-wheel-drive, low gear transfer case
  • High / low range: 1:1 / 2.48:1
  • Power, BHP (PS) [kW]: 162 (164) [121] @ 5500rpm
  • Specific power: 65.1BHP/litre
  • Torque, lb/ft (Nm): 167 (226) @ 4500rpm
  • Specific torque: 90.8Nm/litre
  • 0-100km/h: approximately 12-seconds (est.)
  • Fuel capacity: 80-litres
  • Length: 5359mm
  • Width: 1850mm
  • Height: 1815mm
  • Wheelbase: 3220mm
  • Track: 1560mm
  • Overhang, F/R: 905 / 1226mm
  • Headroom, F/R: 1022 / 975mm
  • Legroom, F/R: 1058 / 902mm
  • Ground clearance: 229mm
  • Load floor length: 1549mm
  • Load floor width, min / max: 1139 / 1560mm
  • Load floor depth: 511mm
  • Loading height: 835mm
  • Cargo volume: 1180-litres
  • Water fording: 800mm
  • Approach angle: 28°
  • Break-over angle: 25°
  • Departure angle: 28°
  • Tilt angle: 35°
  • Kerb weight: approximately 2000kg (est.)
  • Gross cargo weight: 1435kg
  • Towing capacity, braked / un-braked: 3350 / 750kg
  • Suspension, F/R: Double wishbones, coilovers / leaf springs, live axle
  • Steering: Power-assisted rack & pinion
  • Lock-to-lock: 3.5-turns
  • Turning circle: 12.4-meters
  • Brakes, F/R: Ventilated discs 302 x 32mm / drums, 295 x 55mm
  • Tires: 255/70R16

Opel Insignia OPC Sports Tourer: High Performance Hauler

Ghaith Madadha
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Opel Insignia OPC Sports Tourer: High Performance Hauler
Spacious and well-kitted, the Opel Performance Centre’s version of the Insignia Sports Tourer is a more sensible and affordable real-world alternative for dad-racers than 500+BHP prestige brand niche super estates. More than a two-trick pony, the OPC muscle-estate is equally capable outside of its comfort zone, and availed itself with sure-footed grip and un-anticipated agility, poise and maneuverability along narrow, winding and wooded German switchbacks during the 2014 model year face-lift global launch. Substantial and potent, the OPC Sports Tourer’s bulging bonnet and body work, sharp creases and beefy tires, 10-spoke alloy wheels, tailgate spoiler, integrated chrome-tipped exhaust pipes and defined haunches all lend a muscularly broad road presence. From silhouette, the OPC Sports Tourer’s profile has a bullet-train sense of presence, urgency and smooth aerodynamics, while an L-shaped side character line emphasizes a sense of movement. Discreetly face-lifted for the 2014 model year, the Insignia OPC classy and understatedly muscular style features an assertive and hungry fascia featuring chrome-tipped ‘saber-tooth’ air intakes, slim side vents and a wide grille with Opel’s lightning rod emblem flanked by a single chrome slat and set to a black honeycomb background. Powered by a 2.8-litre turbocharged transverse V6 engine, the Insignia OPC produces 321BHP and 321lb/ft torque both available by 5250rpm. A relatively low-revving powerhouse, the OPC Sports Tourer suffers from little low-end turbo lag but benefits from a broad, thrusting and surging mid-range, with torque and power building up in muscular tandem. Though it falls short of certain super-estates’ exotic power figures, the OPC Sports Tourer could easily be tuned for more power, but as is find a happy compromise between cost-effectiveness, performance and reliability – Not to be scoffed at, the OPC’s performance is brisk, accessible and more entertaining in the real world, as one can more realistically exploit its potential. With 6-speed manual gearbox, the Insignia OPC clutch biting point was intuitive and its lever slick-shifting, making the back-road blast a more engaging and satisfying experience than an overpowered engine and automatic gearbox. With its abundantly rich mid-range, the Sports Tourer offers exploitable and muscular real-world performance, in addition to enviable headline stats that belie its 4.9-meter length and 1.9-ton weight. Clawing into the tarmac with four-wheel-drive traction, the Insignia OPC bolts off-the-line to 100km/h in 6.3-seconds and delivers effortless mid-range flexibility, with 80-120km/h in fifth gear dispatched in 7.1-seconds. With a nominal 250km/h top speed, the de-restricted OPC Sports Tourer version tops out at 265km/h. Combined cycle fuel efficiency is 10.9l/100km. Based on a front-drive transverse platform, the Insignia OPC’s 2.8-litre turbocharged V6’ brawny output is directed through a multi-clutch Haldex four-wheel-drive system that distributes power between front and rear axles, and left and right wheels on the rear axles through an electronic limited-slip rear differential, to best put power down to tarmac for effective forward motion, depending on which wheels have best traction and are best placed to apply it. Providing excellent off-the-line traction, the Insignia OPC’s four-wheel-drive system is complemented by Opel’s modified MacPherson Strut-type HiPerStrut front suspension, which with independent steering axis pivots, prevent torque steer associated with front-drive based high performance platforms. A long 2737mm wheelbase and enormous 255/35ZR20 tires also provide reassuringly resolute lateral grip. With deep turbo-muffled growl as it pounces through the paved rally stage-like back-roads, the OPC Sports Tourer’s 2.8-litre V6 urgently wells up dramatically as it builds up to maximum power. Downshifting and turning into a corner, the OPC resiliently defies lateral weight transfer and follows the chosen cornering line heroically. Tenaciously digging into tarmac and surging onto the next corner, the OPC Sports Tourer doesn’t so much shrink around the driver, but rather seemingly brazenly defies expectations of a large heavy estate as it hustles through hot hatch-friendly snaking lanes with precision and sure-footed road-holding. Through such roads, steering is quick, meaty and precise but is ultimately tuned more for high speed stability than intimate feel or nuance. With SUV-space and four-wheel-traction but not the high centre-of-gravity, the OPC Sports Tourer offers both better highway stability and handling ability through winding lanes. With firm and buttoned down – but comfortably smooth – suspension, the OPC Sports Tourer is taut and composed through narrow lanes. While one can kick the rear out slightly, its four-wheel-drive and limited-slip differential tenaciously claw back traction. Over cracks, dips and crests the Insignia OPC is buttoned down on rebound, while highways are dispatched with utmost confidence. Unexpectedly poised and agile through German country lanes, the 1930kg heavy and fast OPC Sports Tourer’s big Brembo brakes endured repetitively harsh punishment at the hands of the international motoring press, but remained effective despite pedal feel fade. A rare practical family car designed for on-road ability, brawny performance and high refinement, the OPC Sports Tourer boasts an ample cargo bay beyond its convenient clamshell rear fascia tailgate. With generous access to its voluminous boot, the Sports Tourer can accommodate between a 540-litre minimum luggage volume to a 1530-litre maximum with rear seats folded, and up to 535kg. A well-appointed and finished executive car with soft textures, the OPC Sports Tourer’s cabin is comfortably accommodating and sized for larger drivers, and features supportive, adjustable and hunkered down throne-like sports seats. Dark and business-like the Insignia OPC’s cabin is busy but logical, while sporting touches include bulbous gear shifter, ‘OPC’ kick-plates and chunky contoured steering wheel. Thoroughly kitted with creature comforts, infotainment and driver assist systems, the OPC Insignia also features an optional 8-inch screen displaying additional information including oil pressure, throttle position, braking power and lateral g-force acceleration, as befitting a high performance dad-racer of this sort. The Insignia’s infotainment system also features USB, Bluetooth and smart phone connectivity, and a touchpad controller with letter recognition. Convenience kit includes automatic tailgate, parking assistance and front and rear cameras, in addition to other features. The OPC features revised electronic stability control settings for improved driving precision, while adaptive dampers alter ride quality for comfort or sporty composure. Satefy kit includes dual-stage airbags, adaptive cruise control, lane departure warning, traffic sign assistance and rear cross-traffic, forward collision and blind spot alerts. Specifications
  • Engine: 2.8-litre, transverse, turbocharged V6-cylinders
  • Bore x stroke: 89 x 74.8mm
  • Compression ratio: 9.5:1
  • Valve-train: 24-valve, DOHC, variable valve timing
  • Gearbox: 6-speed manual
  • Top gear / final drive: 0.74:1 / 3.9:1
  • Drive-train: four-wheel-drive, electronic limited-slip rear-differential
  • Power, BHP (PS) [kW]: 321 (325) [239] @ 5250rpm
  • Specific power: 115BHP/litre
  • Power-to-weight: 168HP/ton
  • Torque, lb/ft (Nm): 321 (435) @ 5250rpm
  • Specific torque: 155.8Nm/litre
  • Torque-to-weight: 225.4Nm/ton
  • 0-100km/h: 6.3-seconds
  • 80-120km/h, fifth gear: 7.9-seconds
  • Top speed: 265km/h
  • Fuel consumption, urban / extra-urban / combined: 16- / 7.9- / 10.9-litres/100km
  • CO2 emissions, combined: 255g/km
  • Fuel capacity: 70-litres
  • Length: 4908mm
  • Width: 1858mm
  • Height: 1520mm
  • Wheelbase: 2737mm
  • Track, F/R: 1585 / 1587mm
  • Kerb weight: 1930kg
  • Luggage, min / max: 540 / 1530-litres
  • Payload: 535kg
  • Trailor towing, un-braked: 750kg
  • Steering: Hydraulic rack & pinion
  • Turning radius: 11.3-meters
  • Suspension, F/R: HiPerStrut (modified MacPherson struts) / Multi-link, adaptive dampers
  • Brakes: Ventilated discs
  • Tires: 255/35ZR20
 

Five Favorite Exotic Grand Tourers

Ghaith Madadha
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Five Favorite Exotic Grand Tourers
One of the most ill-defined of automotive segments, grand tourers can however be broadly said to be somewhat bigger two-door sports cars with balanced and eager handling, high speed comfort and stability and a front-engine and rear-drive architecture. A glamorous, rewarding and personal luxury mode of travel, the grand tourer’s remit might have become broader and more inclusive over the years and now includes four-wheel-drive and even front-wheel-drive, and a variety of saloon-based coupes, so-called four-door coupes and maybe even some SUVs, hybrids and EVs. However, none captures the essence of the segment quite like the arrogant, exotic and powerful big displacement dinosaurs.

Ferrari FF

Though not intentionally named after it, the Ferrari FF nevertheless and inevitably draws parallels to the original four-wheel-drive car and advanced and practical luxury grand tourer, the 1966 Jensen FF. Built on a ‘shooting brake’ coupe-estate body, the FF is Ferrari’s most comfortable and practical car to date, well able to seat four people and their luggage for a weekend driving holiday. Also the first and only four-wheel-drive Ferrari, the FF’s system is simple in concept but works only due to its high tech management systems. With front-mid engine, rear-drive and rear transaxle gearbox for perfect weighting and sports characteristics, the FF however employs an abbreviated 2-speed front axle gearbox, to which power is diverted momentarily to help provide extra traction only when required. From fast-paced Italian Autostradale to Alpine ski chalet, the Ferrari FF is the ultimate grand touring experience. And with a ferocious and evocative 6.3-liter naturally-aspirated V12 engine developing 660HP at 8000rpm and 504lb/ft at 6000rpm, can rip through to 100kim/h in 3.7-seconds and onto 335km/h. Specifications – Engine: 6.3-liter, in-line V12-cylinders; Gearbox: 7-speed dual-clutch automated, 4WD; Power: 660HP@8000rpm; Torque: 504lb/ft@6000rpm; 0-100km/h: 3.7-seconds; Top speed: 335km/h; Length: 4907mm; Width: 1953mm; Height: 1379; Wheelbase: 2990mm; Weight: 1790kg

Maserati GranTurismo MC Stradale

With a seductive song, sexpot style and scintillating performance, the driver-focused GranTurismo MC Stradale perfectly conjures the classic glamour of grand touring. Comfortably seating four within its curvaceous and predatory body, the MC Stradale’s high-revving naturally-aspirated engine gurgles, barks, pops, growls and howls through revs and delivers 460HP at 7000rpm and 384lb/ft at 4750rpm. Pouncing to 100km/h in 4.5-seconds and onto 303km/h, the MC Stradale is focused, direct and grippy through corners and poised and fluid on highway. Specifications – Engine: 4.7-liter, in-line V8-cylinders; Gearbox: 6-speed robotized manual, RWD; Power: 460HP@7000rpm; Torque: 384lb/ft@4750rpm; 0-100km/h: 4.5-seconds; Top speed: 303km/h; Length: 4933mm; Width: 1903mm; Height: 1343mm; Wheelbase: 2938mm; Weight: 1800kg

Jaguar XKR-S

Bowing out later this year, the glorious and glamorous Jaguar XK arrived long before the F-Type sports car and is expected to be replaced by a more luxurious successor. Designed as both sports and luxury coupe when launched, the XK is sexy, sporty and comfortable as a grand tourer should be. With its 5-liter supercharged V8 delivering instantaneous responsiveness and seamlessly rich performance, the XKR-S develops 550HP at 6000-6500rpm and 502lb/ft at 2500-4500rpm, to sprint to 100km/h in 4.4-seconds and onto 300km/h. Specifications – Engine: 5-liter, supercharged, in-line V8-cylinders; Gearbox: 8-speed automatic, RWD; Power: 550HP@6000-6500rpm; Torque: 502lb/ft@2500-4500rpm; 0-100km/h: 4.4-seconds; Top speed: 300km/h; Length: 4794mm; Width: 1892mm; Height: 1312mm; Wheelbase: 2752mm; Weight: 1753kg

Rolls Royce Wraith

Rolls Royce’s fastest, sportiest and most driver-oriented model to date, the recently launched fastback Wraith is a cross between grand touring and personal luxury coupe. As refined, and luxurious as continental travel can get, the strikingly elegant and imposing Wraith features fine leather and wood appointments beyond its dramatic rear-hinged ‘suicide’ doors. Powered by an ultra-smooth and effortlessly muscular 6.6-liter twin-turbo V12 developing 632HP at 5600rpm and 590lb/ft throughout 1500-5500rpm, the Wraith reaches 100km/h in 4.6-seconds and onto 250km/h. Specifications – Engine: 6.6-liter, twin-turbo, in-line V12-cylinders; Gearbox: 8-speed automatic, RWD; Power: 632HP@5600rpm; Torque: 590lb/ft@1500-5500rpm; 0-100km/h: 4.6-seconds; Top speed: 250km/h; Length: 5269mm; Width: 1947mm; Height: 1507mm; Wheelbase: 3112mm; Weight: 2360kg

Mercedes-Benz AMG SLS GT Coupe Final Edition

Going out in style, the Final Edition caps the glorious gullwing-door Mercedes SLS’ 5-year production run. With extravagantly long bonnet, front-mid engine, rear transaxle and roof-hinged doors, the SLS is Mercedes’ most glamorous and sporting road car in generations, and will be one of the last cars with AMG’s brutally brilliant high-rev and high capacity naturally-aspirated 6.2-liter V8. Packing 591HP at 6800rpm and 479lb/ft at 4750rpm Mercedes’ 2-seat sports car-grand tourer demolishes 0-100km/h in 3.7-seconds and tops 320km/h. Specifications – Engine: 6.2-liter, in-line V8-cylinders; Gearbox: 7-speed automatic, RWD; Power: 591HP@6800rpm; Torque: 479lb/ft@4750rpm; 0-100km/h: 3.7-seconds; Top speed: 320km/h; Length: 4638mm; Width: 1939mm; Height: 1262mm; Wheelbase: 2680mm; Weight: 1695mm

Chevrolet Silverado LTZ ZL1 5.3 Crew Cab: Hi-Ho Silverado!

Ghaith Madadha
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Chevrolet Silverado LTZ ZL1 5.3 Crew Cab: Hi-Ho Silverado!
Depending on one’s location, persuasion and occupation, the large American pick-up truck is loved and loathed in equal measure. A polarizing vehicle segment, such trucks are loved for their spaciousness, comfort, ability, power and value by fans. Detractors see them as inefficient, heavy, excessive and crude road hogs that are potentially more dangerous to other road users when in the wrong hands. Hugely popular in the US and segments of the Middle East, the Chevrolet Silverado, its GMC Sierra sister and Ford F-Series and Ram rivals are utilitarian and indulgent, and are often put to use as dual purpose work and personal vehicles. Representing about the best value for money in terms of comfort, equipment and size for buyers, large American pick-ups have also benefitted from low development costs, less restrictive fuel efficiency, emissions and safety regulations – and lower levies in Jordan – and have provided manufacturers with healthy profit margins. In a changing world where customers are looking for more luxury, safety and efficiency, the latest crop of American pick-ups have had to learn new tricks. Of the latest two such trucks the Ford F150 has opted for a more radical approach, while General Motors have instead chosen to significantly and convincingly refine the Chevrolet Silverado. While its Ford F150 rival – launched earlier this year – has adopted a stylized and somewhat futuristically bullish design and the use of extensive lightweight aluminium construction, the Chevrolet Silverado doesn’t mince its intentions, and instead plays to its predecessors’ bluntly angular and upright design language. The Silverado also employs a rugged and rigid boxed hydroformed steel frame and steel body, but utilizes lightweight aluminium engine construction, suspension components and hood panel. Its’ 1,761mm long pick-up bed is built from roll-formed – rather than stamped – steel for reduced weight and added strength, and can carry a payload of up to 887kg and accommodate a 1,512-litre capacity. An unreconstructed brute in appearance – just like its fans would prefer – the Silverado’s macho, broad, squared-off and level fascia has a Duplo-brick sense of uncomplicated accessibility and cinder-block solidity. With a broad, oversized and chromed split-level rectangular grille that is flanked by smaller stacked and chrome-ringed rectangular headlights, Chevrolet would have done well had they carried over the Silverado’s well-resolved fascia to its Tahoe SUV sister. With almost nary a curve or angle apart from its A-pillars and windscreen, the Silverado decidedly boxy style features slight flat-topped twin bonnet bulges, chromed running boards, squared-off bulging wheel-arches and functional straight-cut pick-up bed lines. Under its substantial bonnet, the mid-range Silverado is powered by a rugged and reliable large displacement V8-engine with 16-valves and overhead valves, as opposed to the Ford F150 median model, which features a 365HP and 420lb/ft modern 3.5-litre twin-turbo V6-cylinder EcoBoost engine. Though old-school in valve-train configuration, the Silverado’s 5.3-litre EcoTec engine is contemporary interpretation of a long tried and tested formula, and is built from aluminium and uses variable valve timing and direct fuel injection for enhanced efficiency and power. The Silverado also features on-the-fly automatic cylinder de-activation for enhanced cruising efficiency, with the dormant four-cylinders seamlessly firing up on meaningful throttle input. If not exactly frugal in absolute terms, the Silverado’s 14.7l/100km city and 10.7l/100km highway fuel consumption ratings are however surprisingly modest for such a massive, upright and heavy 2,367kg truck. Developing 355HP at 5,600rpm and 383lb/ft at 4,100rpm the Silverado can also be hustled along at brisk pace when a firm right foot is applied, with unofficial 0-97km/h acceleration estimated at below 7-seconds. With decent low-end torque and generous mid-range output, the Silverado 5.3 is muscularly flexible, with its considerable twisting force underwriting a progressive climb to maximum power. Smooth at cruising speeds, the Silverado’ roar is relatively subdued even when pushed hard. With a six-speed automatic gearbox the Silverado up-shifts smoothly, and best driven with downshifts summoned by kick-down, rather than sequentially through the steering column shifter’s small up/down shift button. With rear- or four-wheel-drive modes, the Silverado can however send power to the front wheels when extra traction or grip is required in 4×4 auto mode, or alternatively drive the rear wheels for better performance and efficiency. Low-gear ratios aid off-road driving and low-traction towing, up to 4,354kg. For off-road driving, the Silverado Z71 usefully features a locking rear-differential, 226mm clearance, 17.9° approach, 19° break-over and 23.3° departure angles for traversing obstacles and ruts. With front independent and rugged rear live-axle and leaf-spring suspension the Silverado isn’t designed to be an agile, nimble corner carving hero, but is predictable, steers easily and grips well. Comfortably sprung, heavy and tall, the Silverado wallows a bit over big bumps and through sharper corners, but should feel more settled when carrying a load. The Silverado is however remarkably smooth, refined, comfortable, stable and quiet on highways and ideal partner for long-distance cruising and commutes. With numerous noise vibration and harshness isolation improvements including acoustic-laminated windows triple door seals and other measures, the Silverado’s highway cabin refinement is comparable to a Lexus LS460. Going straight from driving a small, light and perky Peugeot 208 to the Silverado, one quickly has to change driving styles. Wary of other drivers’ bad driving in the compact hatchback, one becomes vigilant of one’s own maneuvers lest they inconvenience other motorists, owing to much greater size and mass and lesser maneuverability and visibility. While one can’t just zip through traffic and nip into tight parking spots, the top-spec Silverado LTZ is however equipped with seat-vibrating lane departure and front collision warning systems, and parking aids include sensors and reversing camera. Safety features include numerous dual-stage airbags, electronic traction/stability controls and other equipment. A tough workhorse and indulgently refined and extensively well-equipped sub-premium luxury chariot, the Silverado’s cabin space is the envy of even luxury saloons, while cabin access and storage compartments are generous. Comfortable, high-set and 10-way electrically-adjustable leatherette seats and adjustable pedals and steering reach and height accommodate almost any size. Front and side visibility are good, rearview mirrors are large. Snazzier than before, the Silverado feels better built and features softer textures and user-friendly layouts. Generous and practical equipment includes dual-zone climate control, 6-speaker Bose stereo, electric power sockets, keyless entry and a Bluetooth, streaming and USB-enabled touchscreen infotainment system, and numerous other creature comforts. Specifications: Chevrolet Silverado LTZ ZL1 5.3 Crew Cab
  • Engine: 5.3-litre, in-line V8-cylinders
  • Bore x Stroke: 96 x 92mm
  • Compression ratio: 11:1
  • Valve-train: 16-valve, variable timing, OHV, direct injection
  • Gearbox: 6-speed automatic, four-wheel-drive
  • Drive-line: Low ratio transfer case, locking rear differential
  • Gear ratios: 1st 4.03:1; 2nd 2.36:1; 3rd 1.53:1; 4th 1.15:1; 5th 0.85:1; 6th 0.67:1
  • Reverse / final drive: 3.06:1 / 3.42:1
  • Power, BHP (PS) [kW]: 355 (360) [265] @5,600rpm
  • Torque lb/ft (Nm): 383 (519) @4,100rpm
  • Redline: 5,800rpm
  • Fuel consumption, city / highway: 14.7- / 10.7l-/100km
  • Fuel capacity: 98-litres
  • Length: 5,843mm
  • Width: 2,032mm
  • Height: 1,879mm
  • Wheelbase: 3,645mm
  • Track, F/R: 1,745 / 1,716mm
  • Minimum ground clearance: 226mm
  • Load floor height: 872mm
  • Step-in height: 564mm
  • Kerb weight: 2,367kg
  • Weight distribution, F/R: 58%/42%
  • Payload: 887kg
  • Gross vehicle weight rating (GVWR): 3266kg
  • Trailoring: 4,354kg
  • Approach / break-over / departure angles: 17.9° / 19° / 23.3°
  • Headroom, F/R: 1,087 / 1,029mm
  • Legroom, F/R: 1,150 / 1,040mm
  • Shoulder room, F/R: 1,647 / 1,670mm
  • Cargo volume: 1,512-litres
  • Cargo floor length: 1,761mm
  • Cargo floor width, min/max: 1,296 / 1,642mm
  • Steering: Electric-assisted rack & pinion
  • Turning circle: 14.4-meters
  • Lock-to-lock: 3.03-turns
  • Suspension, F: Independent coil-over, mono-tube dampers
  • Suspension, R: Solid axle, leaf springs, monotube dampers
  • Brakes, F/R: Ventilated discs 330 x 30mm / 345 x 20mm
  • Tyres, standard (optional): 265/65R18 (275/55R20)

Seven Favorite Compact Convertibles of 2014

Ghaith Madadha
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Seven Favorite Compact Convertibles of 2014
Different in character, design and segment, the best compact and sporty convertible cars to be had include the sexy Alfa Romeo 4C Spider and the Lotus Elise S that it must try to beat. With sports cars being the main focus, no list is complete without the feel-good Mazda MX-5, and a Caterham Seven, in this case the minimalist 160.. Also on the list are the brutally powerful Mercedes-Benz AMG SLK55, the stylish Fiat 500C Abarth hot hatch and the Jeep Wrangler, which with compact size, open cabin and unassailable off-road ability, is an ideal companion for those looking for thrills off the beaten path.

Road racer: Lotus Elise S

Its closest competitor and a master class lesson in how lightweight sports cars should be, the Lotus Elise S is the car that the Alfa 4C Spider should be hoping to beat. Similar in size, performance and on paper, the Elise S however does things differently, with lightweight aluminium construction, a crisp 6-speed manual gearbox for more driver involvement and a supercharger to provide its 1.8-liter mid-mounted engine with forced induction grunt. With its supercharged engine the Elise S may produce less mid-range torque, but suffers no turbo lag, and instead provides instant response, seamlessly consistent delivery, precise throttle control and surging high revs. Agility, responsiveness and speed through lightweight construction is a Lotus trademark, and the Elise will be a hard car to best, with 220HP and 184lb/ft allowing for 4.6-second 0-100km acceleration and a 234km/h top speed. Engine: 1.8-liter, supercharged. mid-mounted, 4-cylinders; Gearbox: 6-speed manual, RWD; Power: 220HP@6800rpm; Torque: 184lb/ft@4600rpm; 0-100km/h: 4.6-seconds; Top speed: 234km/h; Length: 3824mm; Width: 1719mm; Height: 1117mm; Wheelbase: 2300mm; Weight: 924kg

Compact exotic: Alfa Romeo 4C Spider

The bad news is that the long-awaited front-engine rear-drive Alfa Spider will unlikely be produced, but the good news is that the mid-engine rear-drive 4C Spider will be making it to showrooms. Unveiled at this year’s Geneva Motorshow, the 4C Spider is in essence a junior supercar with mid-engine, exotic lightweight carbon-fiber construction, finger-snap quick double clutch gearbox and sexy Italian looks, from its ‘shield’ like grille to its round rear lights and pert rear deck. As its tense athletic lines and compact size, wheels pushed far apart, and mid-engine balance would suggest, the lightweight 955kg 4C Spider is expected to handle with sharp precision and nippy agility. Gaining little weight over its coupe sister, the 4C Spider’ 1.75-liter 240HP and 258lb/ft turbocharged engine will power it to 100km/h in 4.5-seconds and onto 255km/h. Engine: 1.75-liter, turbocharged, mid-mounted, 4-cylinders; Gearbox: 6-speed dual-clutch automated, RWD; Power: 240HP@6000rpm; Torque: 258lb/ft@2100-4000rpm; 0-100km/h: 4.5-seconds; Top speed: 255km/h; Length: 3990mm; Width: 2000mm; Wheelbase: 2380mm; Weight: 955kg

Back to basics: Mazda MX-5 Roadster

The car that virtually single-handedly revived the lightweight compact roadster niche back in 1989 in a post-hot hatch world, the Mazda MX-5 – or Miata, as it is known stateside – is a classic British-style sports car but with Japanese reliability and affordability. A back-to-basics front-engine, rear-drive convertible, the MX-5 has remained meticulously light and fun through three generations, with the current long-standing iteration set to be soon replaced. Celebrating its 25th anniversary recently, the MX-5’s balanced, agile and responsive chassis offers affordable thrills and sporty handling, while a high-revving 160HP, 134lb/ft 2-liter engine is mated to a 6-speed manual gearbox and provides brisk 7.6-second 0-100km/h acceleration and a 210km/h top speed. Engine: 2-liter, in-line, 4-cylinders; Gearbox: 6-speed manual, RWD; Power: 160HP@7000rpm; Torque: 138lb/ft@5000rpm; 0-100km/h: 7.6-seconds; Top speed: 213km/h; Length: 4020mm; Width: 1720mm; Height: 1245mm; Wheelbase: 2330mm; Weight: 1165kg

The minimalist: Caterham Seven 160

Launched in conjunction with caterham’s most powerful ever 310HP Seven 620, the Seven 160 is the most pared down car among Caterham’s already lightweight and minimalist range. A car that perfectly demonstrates that a fast and fun sports car needn’t be overwrought and over complicated, the Seven 160 doesn’t have or need power-steering or power-brakes and uses slim steel wheels rather than alloys. Nonetheless, it delivers superb handling and balance and is powered by a tiny Suzuki-sourced turbocharged 0.7-liter 3-cylinder engine. Developing 80HP and 79lb/ft, the ultra-light 490kg Seven 160 can still deliver brisk 6.9-second 0-100km/h acceleration, while its 161km/h top speed is still well above legal limits. Engine: 0.7-liter, turbocharged, in-line 3-cylinders; Gearbox: 5-speed manual, RWD; Power: 80HP@7000rpm; Torque: 79lb/ft@3400rpm; 0-100km/h: 6.9 -seconds; Top speed: 161km/h; Length: 3100mm; Width: 1575mm; Wheelbase: 2225mm; Weight: 490kg

Brutal baby Benz: Mercedes-Benz AMG SLK55

Whereas an SLK200 offers reasonably good performance, economy and fun, the AMG version of Merc’s baby roadster crams a massive naturally-aspirated version of Mercedes’ usually twin-turbo 5.5-liter V8 engine under its hood to deliver blistering performance. Set to be one of the last naturally-aspirated AMGs, the SLK55’s engine is more progressive and higher revving but is true to AMG’s love for excess, with 421HP and 398lb/ft propelling its relatively heavy 1610kg mass to 100km/h in 4.5-seconds and onto 250km/h. With folding metal roof for coupe refinement and drop top fun as required, the SLK55 also features terrific interior ergonomics, space and kit. Engine: 5.5-liter, in-line V8-cylinders; Gearbox: 7-speed automatic, RWD; Power: 421HP@6800rpm; Torque: 398lb/ft@4500rpm; 0-100km/h: 4.5-seconds; Top speed: 250km/h (electronically governed); Length: 4146mm; Width: 1817mm; Height: 1300mm; Wheelbase: 2430mm; Weight: 1610kg

Urban racer: Fiat 500C Abarth

With retractable ragtop roof, compact dimensions and in Abarth performace guise, Fiat’s ultra-fashionable and retro-inspired 500 has something for everybody. The ‘it’ crowd will gravitate to its chic design, sun worshippers will love the roll-back roof and commuters would appreciate its fuel efficiency and compact size for urban conditions. For hardcore drivers the 500C Abarth however delivers eager, agile and responsive hot hatch handling, while a punchy and prodigious 162HP and 170lb/ft turbocharged 1.4-liter engine mated to a 5-speed self shifter will ensure sprightly 7.4-second 0-100km/h acceleration, 210km/h top speed and gutsy mid-range flexibility. Engine: 1.4-liter, turbocharged, transverse 4-cylinders; Gearbox: 5-speed manual, FWD; Power: 162HP@5500rpm; Torque: 170lb/ft@2500-4000rpm; 0-100km/h: 7.4-seconds; Top speed: 210km/h; Length: 3667mm; Width: 1627mm; Height: 1504mm; Wheelbase: 2300mm; Weight: 1154kg

Mountain goat: Jeep Wrangler Rubicon

It may not be a sports car, but the compact Jeep Wrangler is still offered with detachable doors and ragtop roof, and is about as much fun as one can have off-road. A direct descendent of the legendary WW2 Willys, the Wrangler is a hardcore off-roader with superb ground clearance and compact size providing excellent approach, break-over and departure angles. One of very few vehicles still using rugged live front and rear axles for off-road ability, the Wrangler’s off-road hardware includes standard low ratio gears and optional front and rear differential locks. Power is provided by Jeep’s efficient and modern 285HP and 260lb/ft 3.6-liter Pentastar engine. Engine: 3.6-liter, in-line V6-cylinders; Gearbox: 6-speed manual, 4WD; Power: 285HP@6400rpm; Torque: 260lb/ft@4800rpm; 0-100km/h: 8-seconds (est.); Top speed: 185km/h (est.); Length: 3881mm; Width: 1872mm; Height: 1800mm; Wheelbase: 2424mm; Weight: 1403-1532kg

Hyundai Tucson 2.4 AWD Limited: Compact and Convenient

Ghaith Madadha
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Hyundai Tucson 2.4 AWD Limited: Compact and Convenient
However, what became surprisingly apparent quite quickly was that it was an unexpectedly fun and engaging drive when pushed hard through the lumps, bumps, cracks and imperfections of winding provincial back roads and routes less travelled. The Tucson may not be the most luxurious, refined, powerful or best looking of Hyundai’s crossover SUV range, but while it initially felt like drawing the shortest straw when allocated at the start of the recent multi-vehicle Hyundai driving event, the Tucson’s charms soon had one ignoring several car swap points for a few more kilometer in its company. First introduced for 2010, the second generation Tucson’s corporate ‘fluidic sculpture’ design language has been sharpened for its 2014 mid-life face-lift. Tall, wide and compact in length, the Tucson’s defined side character lines and rear haunches lend it a greater sense of on road presence than its predecessor. The Tucson’s high flanks are visually reduced by its side character lines and its lower body black cladding, which also serves to hint at possible or potential rugged off-road ability. Emphasizing a sense of flowing lines, the Tucson’s door handles are linked with a prominent character line, while an upper and more defined line rises across the haunches and top of the rear light clusters, before descending to frame the license plate. More visually complex than its similarly popular Kia Sportage cousin, the Hyundai Tucson’s bold lines and sharp edges are somewhat of an acquired taste. Central to the Tucson’s design is its wide and gaping trapezoidal grille, from which its wraparound lights, side character lines, defined bonnet and lower intake designs stretch back. A gently sloping roof is topped with metallic rails and a short tailgate spoiler, while the Tucson’s cabin silhouette features a simple three pane glass arrangement per side, with rising outline ending with sharp raised wedge shapes. Driven with the more luxurious Limited trim version, the Tucson rides on 225/55 R18 footwear, which helps fill out its muscular side wings and tall and rising waistline. Offered with a choice of 2- and 2.4-litre four-cylinder engines mated to 6-speed manual or automatic gearbox options and front or part-time four-wheel-drive, the driven Tucson was the top of the line 2.4 auto all-paw driver. Developing 174BHP at 6000rpm and 167lb/ft torque at 4000rpm, the featured Tucson’s 10-second 0-100km/h acceleration time and 192km/h top speed are respectably timely, if not scintillating headline figures. Responsive off-the-line, the Tucson feels perky at urban speeds, but isn’t particularly urgent when driven in a half-hearted manner when road speeds pick up. The Tucson 2.4 however responds well to a more committed approach to gear changes and throttle inputs, as one ekes out every last horsepower to cover ground in a brisk fashion. And that is where the Tucson 2.4 AWD is at its most impressively and engagingly best, when driven at the ragged edge of its performance envelope, when it covers narrow, snaking, sprawling, imperfect and desolate countryside lanes at a truly and unexpectedly swift pace. While its engine is refined and progressive as it builds to peak torque and power, and its automatic gearbox is smooth and timely – is not snappily responsive through gears – but one found the Tucson 2.4 to be particularly cooperative when being hustled by the metaphorical scruff of its collar. While it isn’t fair to label the Tucson 2.4 as an outright ‘slow’ car, but with its compact size, respectable but modest performance and relatively light weight, is however one of few crossover SUVs which delivers the feel-good thrills of driving a well-sorted but slow and small car fast. Akin to a well sorted family hatchback among crossovers and SUVs, the Tucson’s relatively short wheelbase lends it cornering agility and maneuverability, while its comparatively wide track makes it stable and reassuring through curves and along fast straights. Underpinned by all independent front MacPherson strut and rear multi-link suspension, the Tucson copes well with road imperfections, while its spring and damper rates and 225/55R18 tires find a happy compromise between supple absorption of rough road textures and body control through corners. On fast smooth high power hill climbs the Tucson needs to use full power and leans somewhat when pushed, but does well enough. However when hustled along sprawling and snaking country lanes , the Tucson can be masterfully capable when one drives fluidly, and with planning, by working the gears to keep revs high and by well-utilizing momentum. Driving hard in a straight and then braking hard and downshifting before a tight corner or sweeper, and then coming back on the power by the apex, the Tucson is willing and entertaining through corners. While its’ tall clearance allows it to cover rough roads easily, the Tucson’s maneuverability and measured suspension and quick steering rate give it somewhat of a rally car’s flavor on such roads – in fact Hyundai would do well to look into fitting their 200BHP 1.6-litre turbocharged engine into the Tucson. While the Tucson’s steering may not have the delicate finesse of a well-sorted hot hatch like a Ford Focus ST, it is however quick and accurate, and as pace pick up and roads worsen, it becomes more nuanced, responsive and engaging, with good feel and feedback for texture and position, even at the edge of the Tucson’s grip limits. Bobbing and weaving along narrow and winding but imperfect back roads the Tucson felt agile and alert, with a tidy nippy turn-in, while a fluent driving style allowed one to skirt around electronic stability control interventions through scant milliseconds of momentary front grip loss as road texture suddenly alters, while its four-wheel-drive system would subtly reallocate power rearwards to keep it in line. Through clumsier and tighter corners, the Tucson is safety-minded and quickly reins in understeer. Though a road-based crossover with a smooth highway ride, in town maneuverability and unexpectedly agile handling, the Tucson’s raised ride, short overhangs and, short wheelbase and low speed lockable four-wheel-drive allow for limited but very useful off-road potential. A bigger car inside than its compact dimensions would suggest, the Tucson’s cabin features comfortable seats with good front adjustability and visibility, and generous rear leg and head room to allow a tall and wide passenger to comfortable sit behind a similarly sized driver, while boot dimensions are uniform and spacious. Dash, console and binnacle dials, buttons and functions are user-friendly and uncomplicated, and includes steering controls. Cabin material seems well-fitted and honest – if not opulent – while the strategic use of soft textures and decent quality rich dark brown leatherette upholstery on the driven model added a touch of class. Driven in high spec Limited version, the Tucson featured steering tilt but not reach adjustability and three three-point rear seat belts but no Isofix child seat mounts, among numerous other features. Specifications
  • Engine: 2.4-litre, all-aluminium, transverse 4-cylinders
  • Valve-train: 16-valve, DOHC
  • Gearbox: 6-speed automatic, four-wheel-drive
  • Power, BHP (PS) [kW]: 174.5 (177) [130] @ 6000rpm
  • Torque lb/ft (Nm): 167 (226.5) @ 4000rpm
  • 0-100 km/h: under 10-seconds
  • Top speed: 192km/h
  • Fuel capacity: 55-litres
  • Length: 4410mm
  • Width: 1820mm
  • Height: 1655mm
  • Wheelbase: 2640mm
  • Track, F/R: 1585 / 1586mm
  • Overhang, F/R: 880 / 890mm
  • Minimum ground clearance: 170mm
  • Kerb weight: 1491kg
  • Gross vehicle weight: 2050kg
  • Approach / departure angles: 28.1° / 26.9°
  • Steering: Hydraulic rack & pinion
  • Turning radius: 5.29-meters
  • Lock-to-lock: 2.99-turns
  • Suspension, F/R: MacPherson struts / multi-link
  • Brakes, F&R: Discs
  • Tires: 225/55R18

McLaren 12C Spider: ‘Supermac’

Ghaith Madadha
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McLaren 12C Spider: ‘Supermac’
A follow-up to McLaren’s highly advanced MP4-12C third ever road car, the 12C Spider seemingly simplifies its nomenclature and brings al fresco driving thrills and several improvements for 2013 – chief among which is a 24BHP power hike. Established back in 1963 – the same year as Wilson’s famous ‘white heat’ speech – McLaren has since become one of the most successful Formula 1 teams ever, but only ventured into the world of road cars in 1992, when they built 107 examples of the F1 supercar, which was arguably the world’s finest and certainly fastest road car, and which two decades on, remains the world’s fastest naturally-aspirated car. The Mercedes-Benz SLR McLaren collaboration followed in 2003, but by 2011 McLaren launched the MP4-12C to become a full-time supercar maker and a road as well as race rival to Ferrari, with production numbers running to the thousands. Produced in-house by McLaren, the 12C Spider is the second product of a range set to expand with the imminent P1 hypercar and other McLarens, which are expected to utilize the basic engine, frame and hydraulic suspension components, principals and techniques. If less exotic than McLaren’s original F1, the 12C is however a more advanced and user-friendly car. Like the F1, the 12C uses a carbon-fiber frame, which takes just 4-hours to build as opposed to 3000-hours. Stiff and light than steel or aluminium, the 12C Spider’s carbon-fiber frame is said to and feels like it provides the same level of rigidity as the fixed-head version. The carbon-fiber frame keeps the 12C Spider stiff and its weigh restrained, with only a 40kg over the coupe. However, the 12C’s most important innovation is its hydraulic damping and anti-roll suspension system, which provides flawless fluency and does away with heavier mechanical anti-roll bars. Intuitively clever and quick to adapt to road conditions and driver and sensor inputs, the 12C Spider’s hydraulic suspension provides smooth, supple and fluid ride comfort over imperfections but firms up with meticulous nuance for corners, which the brilliantly weighted Spider devours with flat body control and effortless poise. Of three adjustable firmness levels, default setting is best for road driving. Developed by McLaren rather than sourced elsewhere, the 12C Spider’s 3.8-litre twin-turbo V6 engine receives a power increase for 2013 and now develops 616BHP at 7500rpm, while torque remains as bludgeoningly effective as ever, with 443lb/ft on tap throughout a broad 3000-7000rpm range, with 80% is available by just 2000rpm. Raw performance stats are scintillating, with 0-100km/h dispatched in 3.1-seconds, 0-200km/h in 9-seconds and 0-400-meters in 10.8-seconds at 215km/h, when fitted with optional Corsa tires. Devastatingly effective and efficient, with 11.7l/100km combined consumption, the 12C does without trendy direct injection, but like a racing engine, features dry sump lubrication, for a lower engine centre of gravity and constant oil circulation through high g-force corners. Spooling swiftly with little turbo lag, the 12C Spider’s engine is brutally best at mid-range and high revs, where its torque-laden force-fed might is fully available and instantaneously responsive. Viciously swift through revs, the 12C’s power surges urgently but is underplayed by a wave of torque. Astonishingly swift and versatile on-the-move, the 12C Spider is particularly intense on steep, winding but quick hill climbs. With turbos loaded, and powerfully effective brakes, the 12C deploy its talents in a brazen snub to gravity as it bounds from one uphill corner to the next, while its tall rev limit and consistently ample mid-range allow for intuitive and precise throttle control and long-legged bounds from an apex onto a straight. Refined and undaunting when driven at leisurely pace, the 12C Spider becomes a hardcore supercar with sports car finesse when pressed to perform. Key to the 12C experience is its sublime suspension, which with what seems like witchcraft, rides with tight control and reflexes, but smoothes out and glides over road imperfections, with suppleness and nuanced individual wheel control. Through hard driven sweeping corners and hairpins alike, the 12C disdainfully carries tremendous speed with reassuring poise as its suspension tightens to provide great body control while its’ slightly rear-biased within wheelbase weighting offers great balance. Gripping hard through corners, the 12C feels like it’s on rails and allows one to confidently ease back onto the throttle at the merest whiff of apex. Driven mostly with electronic controls engaged or semi-engaged, the 12C’s safety net seems to subtly work with the driver to maintain grip, balance, poise, traction and ultimately enables faster driving rather issuing a slap on the wrist. With an almost telepathic sense of engagement, the 12C isn’t one to throw up any surprises, but instead seeming slices through – rather than wrestling open – a fast tight winding hill climb. The 12C’s steering finesse is superb in that is has just the right amount of meatiness and reassuring high speed stability, but offers direct and quick action executed with wrists or forearms, while delivering nuanced feedback, subtle road feel a sense of intuitive fluency Improved for quicker shift times, the 12C Spider’s 7-speed sequential automated dual-clutch gearbox features three settings to sharpen gearbox and throttle responses. It is best driven in the smoothest ‘normal’ setting in auto mode in town, where shifts come early, or in the most aggressive ‘race’ setting in manual paddle-shift mode where cog changes are fired off with finger-snap succinctness on open roads. A stunning, smooth and shapely car with a sense of elegance and drama, the 12C Spider’s light roof folds back in a neat and quick manner, even when driving at 30km/h, and leaves rear buttresses in place for a more cocooned and refined top-down driving, where one can enjoy its engine’s intense warbling and wailing soundtrack. Hunkered down and handsome, the 12C Spider’s smooth lines are designed with aerodynamic efficiency and downforce in mind. Complement its high speed refinement and confidence. The 12C’s rear spoiler tilts by 32° at speed to generate downforce to pin it down for enhanced stability, while carbon-fiber front splitter and rear diffuser facilitate air flow, while the rear wing lifts up and becomes an air brake at high speeds. Huge twin side gill air intakes feed its’ turbos and cooling system, while slatted rear lights look futuristically dramatic. While its’ up and out swinging doors and high stiff sills make ingress slightly tricky for larger drivers, the interior is well-proportioned but body-hugging and highly adjustable. Front and side visibility and sightlines are terrific, and allow one to place the 12C accurately on road and through corners. Comfortable, supportive and ergonomic, the 12C Spider’s interior is well-kitted and elegantly minimalist, and is lavished with carbon-fiber, metallic, leather and suede. User-friendly and intuitive controls and infotainment systems are in-house designs and packaged in vertically in a slim console. Specifications
  • Engine: 3.8-litre, mid-mounted, all-aluminum, dry sump, twin turbo V8-cylinders
  • Valve-train: 32-valve, DOHC, continuously variable valve timing
  • Bore x stroke: 93 x 69.9mm
  • Compression ratio: 8.7:1
  • Gearbox: 7-speed automated sequential dual clutch, RWD
  • Power, BHP (PS) [kW]: 616 (625) [460] @ 7500rpm
  • Specific power: 162.1BHP/litre
  • Power-to-weight: 459BHP/ton (dry) / 417.9BHP/ton (kerb)
  • Torque, lb/ft (Nm): 443 (600) @ 3000-7000rpm
  • Specific torque : 158Nm/litre
  • Engine redline: 8500rpm
  • 0-100km/h: 3.1-seconds*
  • 0-160km/h: 6.1-seconds*
  • 0-200km/h: 9-seconds*
  • 0-400-meters: 10.8-seconds @ 215.6km/h*
  • Top speed: 329km/h
  • Fuel consumption, combined: 11.7l/100km
  • CO2 emissions, combined: 279g/km
  • Body structure: Carbon fiber monocell, aluminum front & rear frames
  • Height: 1203mm
  • Width, with / without mirrors: 2309 / 1909mm
  • Length: 4509mm
  • Wheelbase: 2670mm
  • Track, F/R: 1656 / 1583mm
  • Weight, dry / kerb: 1376 / 1474kg
  • Weight distribution F/R: 42% / 58%
  • Luggage volume: 144- + 52-litres (with roof up)
  • Steering: Power-assisted rack and pinion
  • Suspension, F/R: Coil springs, control arms / multi-link
  • Damping: Hydraulic roll control & adaptive damping
  • Brakes, F/R: 4-piston calipers, cast iron discs, aluminum hubs, 370 / 350mm
  • 100-0km/h: 124-meters
  • 200-0km/h: 30.7-meters
  • Tires, F/R: 235/35R19 / 305/30R20
* With optional Pirelli P Zero Corsa tires

Geneva Motorshow 2014: Top 12 Cars

Ghaith Madadha
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Geneva Motorshow 2014: Top 12 Cars
Held annually at Palexpo, adjacent to the international airport, the Geneva Motorshow is a tightly packed event, as opposed to the bi-annual Frankfurt and Paris events’ sprawling layouts. Brimming the latest production and concept cars, Geneva 2014 had a lot to offer, with several standout models including the Jaguar XFR-S Sportbrake, McLaren 650S, Infiniti Eau Rouge, Honda Civic Type R and the futuristically fresh Volvo Estate Concept.

Volvo Concept Estate

Third of a trilogy of show-stopping concept cars, Volvo teasingly disrobed the Concept Estate of its designer car cover in the lead-up to Geneva. Drawing inspiration from and reinterpreting the charisma of their sexy 1970s P1800ES shooting brake coupe-estate, Volvo’s brown beauty cuts a gorgeous figure, with swooping long bonnet, clear lines, chiseled sheet metal, floating grille, voluptuous haunches and L-shaped rear lights. Certain to influence upcoming Volvos, the Concept Estate’s three-door configuration would likely be amended to more practical 5-doors. Stylish and fresh inside, the Concept Coupe’s horizontal tablet-style infotainment unit looks promising, but its tartan headliner and seemingly floating clamshell seats would unlikely make production. Though unstated by Volvo, one however expects the Concept Estate to be powered by a modern 2-liter turbocharged four-cylinder engine.

Jaguar XFR-S Sportbrake

It’s been well worth waiting for Jaguar to finally cross the beautiful XF Sportbrake estate with their brutal 5-liter supercharged V8. Skipping the standard 510HP XFR treatment, the XFR-S Sportbrake is a fully-fledged super-wagon with 550HP at 6500rpm and 502lb/ft throughout 2500-5500rpm. With flamboyant body-kit of gaping intakes, side gills, front and rear diffusers and tailgate spoiler, the XFR-S breathes, cools and sticks to tarmac better. Plush and generous inside, the super Sportbrake’s supercharger provides instant and seamless urgency from tick-over to redline, delivering 0-100km/h in 4.8-seconds and a 300km/h maximum. Specifications: Engine: 5-liter supercharged V8-cylinders; Power 550HP@6500rpm; Torque: 502lb/ft@2500-5500rpm; Gearbox: 8-speed auto, RWD; 0-100km/h: 4.8-seconds; Top speed: 300km/h (electronically governed); Tires, F/R: 265/35R20 / 295/30R20

Ford Focus Turnier

Face-lifted version of family favorite Ford Focus gets an elegant new family fascia, 1.5-liter version Ecoboost engine and suspension and steering re-calibration to make the best-handling car in its class even more agile and responsive. Unvelied in hatchback and estate versions, a revised version of the 250HP ST hot hatch version will follow and an economical 182HP turbo-diesel ST will be introduced with the same sporty chassis. Specifications: Engine: 1.5-liter turbocharged 4-cylinders; Power 180HP; Gearbox: 6-speed manual, FWD

McLaren 650S

Unveiled in coupe and spider versions simultaneously, the McLaren 650S is pitched by as middle sibling between the 12C supercar and the recent P1 hyper-car. Largely based on the former in size, engineering and rear design, the 650S’ front looks like the visceral P1. With a 650HP version of McLaren’s 3.8 twin-turbo V6, the 650S’ 3-second 0-100km/h time and 333km/h puts it ahead of Italian rivals. However, with power and performance close to the 12C’s 625HP and far off the P1’s 916HP, one suspects the 650S will supersede the 12C at a later date, probably after McLaren introduces its expected sub-12C sports car. Specifications: Engine: 3.8-liter mid-mounted twin-turbo V8-cylinders; Power 650HP@7250rpm; Torque: 500lb/ft@6000rpm; Gearbox: 7-speed automated dual clutch, RWD; 0-100km/h: 3-seconds; Top speed: 333km/h; Length: 4512mm; Width: 2093mm; Height: 1199mm; Wheelbase: 2670mm; Weight: 1330kg; Tires, F/R: 235/35R19 / 305/30R20

Koenigsegg One:1

Long-expected, the Koenigsegg One:1 – whose name derives from its staggering power-to-weight ratio – takes the world’s most powerful production car crown from the SSC Ultimate Aero. A carbon-fiber chassis and twin-turbo 5-liter V8 brute based on the Agera, the 1360HP and 1011lb/ft One:1’s expected 440km/h top speed would also beat the 435km/h Hennessey Venom GT and 431km/h Bugatti Veyron Super Sport. Specifications: Engine: 5-liter mid-mounted twin-turbo V8-cylinders; Power 1360HP@7500rpm; Torque: 1011lb/ft@6000rpm; 0-400km/h: 20-seconds; Top speed: 440km/h; Weight: 1360kg

Lamborghini Huracan LP610-4

Replacing Lamborghini’s best-selling ever and long-running Gallardo, the Hurracan LP610-4 is a curvier and prettier machine with the same mid-engine and four-wheel-drive formula. Built from aluminium and carbon-fiber, the Hurracan is 10% lighter and 50% stiffer than the Gallardo, with a quicker and smoother dual clutch gearbox. The 5.2-liter V10 gets a power hike to 610HP, while 0-100km/h acceleration improves to 3.2-seconds. Specifications: Engine: 5.2-liter mid-mounted V10-cylinders; Power 610HP@8250rpm; Torque: 412lb/ft@6500rpm; 0-100km/h: 3.2-seconds; Top speed: 325km/h; Weight: 1422kg

Maserati Alfieri

Taking inspiration from the classic Maserati A6 GCS-53, penned by the designer of the beautiful previous generation Quattroporte and named after Maserati founder, the sexy Alfieri concept points to what the future GranTurismo coupe replacement might look like. A classic front-engine rear-drive coupe based with a rear transaxle gearbox, the Alfieri retains the MC Stradale’s glorious 460HP 4.7-liter naturally-aspirated V8. Specifications: Engine: 4.7-liter V8-cylinders; Power: 360HP@7000rpm; Torque: 383lb/ft@4750rpm; Gearbox: 6-speed auto, transaxle, LSD, RWD; Length: 4590mm; Width: 1930mm; Height: 1280mm; Wheelbase: 2700mm

Infiniti Q50 Eau Rouge

Though first unveiled at the Detroit motorshow, the Infiniti Eau Rouge’s European debut comes with the disclosure that it will uses the glorious Nissan GT-R super-car’s drive-line rather than a hybrid concoction. Having called for the Q50 and its predecessor to be crossed with GT-R magic on one hand and an entry-level turbo model on the other one feels vindicated. If the 568HP four-wheel-drive Eau Rouge makes production, expect a German super-saloon trouncing performance and handling. Infiniti also announced the entry-level 211HP 2-liter four-cylinder Q50t for world markets. Specifications: Engine: 3.8-liter twin-turbo V6-cylinders; Power 568HP; Torque: 442lb/ft@; Gearbox: 7-speed automated dual clutch, 4WD; 0-100km/h: 4-seconds; Top speed: 290km/h; Length: 4803mm; Width: 1844mm; Height: 1430mm; Wheelbase: 2850mm

Jaguar XE

Expected to be unveiled later in the year at the Paris motorshow, Jaguar however confirmed the XE badge and offered a glimpse of their up-coming compact executive BMW 3-Series rivaling saloon. The first Jag in this segment since the X-Type was retired, the XE promises sultry styling, feline agility and swift performance. Jaguar Land Rover also announced their upcoming Ingenium four-cylinder engine will begin production next year, to replace current Ford EcoBoost-based 4-cylinder engines. Specifications: Engine: 2-liter turbocharged 4-cylinders; Power 200HP@5500rpm; Torque: 236lb/ft@1750-4000rpm; Gearbox: 8-speed automatic, RWD; 0-100km/h: 7.7-seconds; Top speed: 238km/h; Length: 4672mm; Width: 1850mm; Height: 1416mm; Wheelbase: 2835mm; Weight: 1530kg

Honda Civic Type R

Set to launch as a 2015 model, the much-awaited Honda Civic Type R spices up the Japanese maker’s line-up and has its’ sights on wresting the world’s fastest front-drive Nurbergring Nordschliefe record from the Renault Megane RS265. A darty hot hatch with superb dynamics, the flamboyantly be-winged Type R abandon’s previous incarnations manically high-revving naturally-aspirated VTEC engines for a punchy turbocharged engine set to make at least 280HP. Specifications: Engine: 2-liter turbocharged 4-cylinders; Power: 280HP; Gearbox: 6-speed manual, FWD

Opel Astra OPC Extreme

Surely named with the 2001 DTM-racer based Astra Coupe OPC X-treme in mind, the Opel Vauxhall OPC Extreme is a 100kg lighter hardcore and flamboyantly kitted version of the regular Astra OPC, with a 20HP hike, transmits 300HP effectively through front wheels through special HiPerStrut front suspension and limited-slip differential. Specifications: Engine: 2-liter turbocharged 4-cylinders; Power: 300HP; Gearbox: 6-speed manual, FWD; Weight: 1375kg (est.)

Renault Twingo

Fresh, funky and fun, the new Renault Twingo ditches front-wheel-drive for a quirky and sporty rear-engine rear-drive formula. Expected to be a fun and highly agile drive, the Twingo is initially offered with small economical 3-cylinder engines, while a hot hatch version in the vein of last year’s TwinRun concept is eagerly anticipated. Shorter but taller, the new Twingo offers better packaging, space and visibility. Specifications: Engine: 0.9-liter turbocharged 3-cylinders; Power: 90HP; Torque: 99lb/ft; Gearbox: 5-speed manual, RWD; Length: 3590mm; Width: 1640mm; Height: 1550mm; Wheelbase: 2490mm

Chris Goodwin, Chief Test Driver, McLaren Automotive

Ghaith Madadha
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Chris Goodwin, Chief Test Driver, McLaren Automotive
GM: Which cars did you benchmark the 12C and P1 against? CG: Benchmarking is an interesting concept and I suppose in reality I benchmarked both of those cars against everything from our Formula One car down, because you can take some good information and comparisons from a huge variety of cars. We tend not to look directly at the obvious competitors in the market but try to find inspiration from a wide range of cars… So benchmarking is not as clear cut as you might imagine. Obviously I haven’t driven any of our P1 competitors’ cars. One day I’m sure I will but since we’re already in production… before Porsche and Ferrari… it’ll be historic information when I finally get to drive those cars. GM: As Chief Test Driver, is your input mainly in terms of fine-tuning or are you involved in development from the outset? CG: From the very beginning… The company has devised a strategy of products and what niches in the market they want to aim at. The next stage is to come up with a concept that… will fit those performance criteria… Once we decided how much power, what weight, what downforce, etc. we were aiming for, the first stages of proving out the concepts… is to put all those ingredients into a simulator model… Our Formula One simulator is state-of-the-art and ahead of the game. After the simulator, I’ve been responsible for developing the first mule vehicle, then the first XP cars, driving them around the world, and going through all of those development cycles until you end up with the fine-tuning, which is key. In the end, what we are focused on is fine-tuning to a very high degree of detail and bringing all of the elements, tuning them all together to a very homogenous final product. GM: In fine-tuning, what aspects do you pay most attention to? CG: The thing that you pay most attention to is making sure that every attribute of the car blends and works well with the other. So we don’t focus on power, handling, comfort or any one thing in particular, we focus on bringing all of those things together, so making sure that the suspension system is tuned for the tires, the brakes are tuned for that tire and suspension combination, the aerodynamics fit and all of that. That’s slightly unusual and more of a throwback to the way we develop a racing car. And that is really what makes or cars what they are. GM: When driving the 12C, one of the cars that came to my mind was the Lotus Evora. They may be in very different segments, but the feel, fluidity, suppleness, handling and the way the whole car gels together was similar. Was this a car you might have driven? CG: I’ve never driven one, but it’s quite fun to see… everyone has a different take on what our cars are like and what they’re compared to. Ultimately, we as a company and I tend to work from first principals. We know what it takes to make a great driver’s car and it’s light weight, good aerodynamics, power-to-weight ratio, good suspension geometry, it’s all the main ingredients. McLaren is populated with some of the brightest designers and engineers that you will find in the motoring business… They don’t come from other car companies, they come either straight from university or from our racing team, and they think with a clean sheet of paper, which is why you actually see a huge amount of technology on our cars that is unique and not on any of our competitors’ cars.GM: Is there any maybe unexpected car that you might have drawn inspiration from? CG: I draw inspiration from all of the cars that I’ve driven in my life. I’m pretty certain I’m the only development driver of our competitors cars that has experience of current Formula One technology. Our McLaren cars have a great deal of common DNA with our Formula One cars. Both the P1 and 12C have engineers, mechanics and designers that have also worked on our Formula One program. We have huge crossover at every level between our racing activities and our road cars. We actually have technology that our Formula One team don’t have and aren’t allowed to have. When you drive the P1 on a track, it’s the most thrilling and fun drive that never fails to put a smile on your face because it’s a nice combination of amazing performance and also drama, excitement. It’s a real beast, but a really sophisticated beast of a car to drive. And one of the cars I love to drive is McLaren’s first ever Can-Am racing car… What I wanted to make sure is that when you got out of the P1, you got out of the car with the same feeling. GM: How do you find that the P1’s complexity compares with the classic F1’s lightweight and uncomplicated approach, for example twin-turbo and KERS drive-train vs. naturally-aspirated engine, and dual clutch vs. manual gearbox? CG: It’s quite interesting to compare the two cars. At the time, the F1 was designed and built by the best designers with the most up to date technology at their disposal, with the experience of Championship-winning Formula One cars behind them. The P1 is exactly the same actually. It’s just that 20 years later, the technology available is hugely different. What we’ve tried and succeeded in doing with the P1 is making most of that technology invisible to you as a driver, so it doesn’t actually interrupt the driving experience. GM: Have you been testing the P1 in extreme heat and how does its drive-train hold up on sustained inclines in such conditions? CG: We have a very extensive test program in hot weather and high altitude. Whilst it’s an extremely high performance car, we’ve worked hard to make sure that it achieves its performance in a wide range of environments, everywhere from the desert in Arizona to the Arctic Circle (Sweden) on frozen lakes. GM: What about the P1’s hybrid system, how soon does it run out of electricity on sustained inclines? CG: Depends on how you drive the car to be honest, so our hybrid system replenishes and recharges itself very efficiently. As soon as you’re driving on anything but 100% throttle, it’s working to replenish the battery. We have a huge amount of power and torque available, and which is actually difficult to use all of it, all of the time on road. It’s impossible actually! We have a really complex but efficient and robust hybrid system that works. We have a lot of experience with this from Formula One, with the KERS system and how they need to constantly have… hybrid power available to… last an entire Grand Prix. So regenerating strategy has come from that and works very well.GM: Is there anything that you might have wanted to be included on 12C or P1 that might have been changed for expected customer preference, and vica versa? CG: Not much really, because what we’ve done is we’ve produced the right car for the niche in the market… I’m more than happy with the 12C, because its’ more than beaten our performance targets and our competitors, in terms of drivability and the driving experience. With the P1, we’ve now been able to produce that ultimate hypercar, and I think with the technology that we’ve got in that car, we’re able to produce cars that appeal to everybody, so we’re able to produce a very soft comfortable car, but also the most extreme track car, all in the same car… with the mode changes that we have in the car, we can make it a car to suit everybody. GM: What are the most important contributions that you’ve personally made to the P1, in terms of ideas and development? CG: Just pulling all of the different areas of the car together and constantly refining to a degree of detail and making everything mesh. Bringing the drivability, the power-train and handling so everything works together, and tuning that to the point that we have extremely high performance, but at the same time, a huge amount of drivability so that performance is accessible. That’s how I’ve helped guide our very large team of engineers and technicians. My feedback has directed them in a way that’s been able to get the most out of their ingredients  GM: That all seemed to show when I drove the 12C… CG: Wait ‘till you drive the P1! Again, it’s not just faster… all of the things that are good on the 12C, it’s even more of the same on the P1. GM: I found the 12C’s steering had huge levels of communication and very intimate on the hairpins, but also reassuring at high speed… CG: Yeah, again, we’re able to tune the car to be good at both because we’ve got technology in the car that allows us to do that. We’ve got a pretty good understanding of how to make a nimble car and how to make a car feel engaging at low speeds, but then also building in high speed stability. Normally one thing works against the other, but actually, if you know how to work on aerodynamics, you can have aero that helps you at low speeds, to get you through those tight corners, but then at high speed takes on a different role and gives you high speed stability. Same with the suspension, we’ve got features like brake-steer. We’ve got power-steering tuning that works in one way and suspension settings that work one way in a 50mph (80km/h) hairpin, but it has a completely different setting if you’re doing 150mph (241km/h) on an autobahn. That’s the joy of our chassis control system. It recognizes what you’re asking it to do and responds slightly differently. GM: What sort of cars – other than McLaren – are your favorites, or maybe you might own as a classic? CG: I love a variety of cars. That’s been my career, having a variety of cars to drive. In my professional driving career I’ve raced and developed everything from Formula One, Le Mans, World Rally, touring cars, every single seat category under the sun. It’s the same with my road car tastes, and actually I like old cars. So I love to drive our latest state of the art high performance sports cars, but it’s very difficult to find something else similar that would be anything but a disappointment really… I race a 1960s McLaren… I have a 1950s Mercedes road car, a 1960s Fiat 500. For me it’s all about finding contrasts and things that give you engagement. GM: It’s quite interesting you say the Fiat 500, as it seems a lot of hardcore enthusiasts seem to like it… CG: Yeah, it’s like a holiday. It’s a big enough contrast from my day job. A bigger contrast you couldn’t find on the planet!
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