Peugeot EX1 Concept (2010): Exciting, Exotic And Experimental

Ghaith Madadha
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Peugeot EX1 Concept (2010): Exciting, Exotic And Experimental
Designed as showcase to highlight the performance possibilities of an electric car, the Peugeot EX1 also marks the company’s bicentennial anniversary. Having come a long way from making coffee mills in 1810 and bicycles since 1830, Peugeot was one of the earliest car makers and had entered the vehicle business in 1892, and with the EX1 concept, unveiled in the lead-up to the 2010 Paris motor show, have broken six electric car performance records. A visceral, aggressive and futuristic vehicle the Peugeot EX1 concept looks like it just stepped out of a sci-fi comic book or rolled off the set of the latest Batman flick. Strictly a one-off concept, the EX1 is designed with a ‘water droplet’ shape that promotes ultra-low aerodynamic drag efficiency, and comes with a wide, sumptuous and curvaceous front with a gaping grille and swooping wheel-arches not unlike the luscious Maserati GranTurismo. From the rear, the EX1 seems to owe more to the world of motorcycles, with the rear wheels set close together with a narrow exoskeleton around them and using trailing arm suspension, the EX1 seemingly morphs from car to motorcycle Evoking the sense of a futuristic roadster with classical elements, the Peugeot EX1 is piloted from a low slung cabin where helmets protruding slightly from the frame-line ultra low and rakish wind shield, must be worn to protect from the elements. The Ex1’s exposed cooling fans inside the grille, naked rear tires, gun-metal grey paint job and six-spoke alloy wheels give it an air of menace and immediacy. With its eccentricities not just limited to its exoskeleton and windshield, the EX1’s reverse opening ‘suicide’ doors incorporate its seats, which one sits in when the doors are open and then enters the car’s dual pod cabin as the doors are shut. Designed as a light-weight vehicle with a low centre of gravity and sophisticated and sporty double wishbone front suspension, one would expect that the Peugeot EX1 would be able to handle well and with agility, with the rear wheels tidily following the front and with little body roll. However, the EX1’s primary focus seems to be on its in-line performance and in proving that electric vehicles have the potential for similar performance to petrol cars. This focus is also particularly highlighted by the absence of material relating to the EX1’s operating range or battery charging times, which are two of the main points of interest for electric vehicles with an eye for future production. Powered by an electric motor at each axle the EX1 is a four-wheel-drive roadster which benefits from good traction for straight-line performance and grip for corners, as well as good weight distribution owing to this configuration and the absence of any rear overhang. With each motor delivering 170PS power and a constant 177lb/ft torque adding up to a combined 340PS and 354lb/ft, the sub-1,000kg EX1 boasts spectacular electric car performance figures and un-relenting urge owing to its wave of torque. While its performance figure can certainly be bested by high performance petrol cars, the EX1’s 3.49-second 100km/h sprint and other benchmark times such as its’ 14.4-second and 100km/h quarter mile record. The EX1’s records were set in September at the Montlherey circuit in France and the Taipingsi military airport in Chengdu, China in December 2010. Specifications: Peugeot EX1 (2010)
  • Engine: Front & rear electric motors
  • Battery: 30kW/h
  • Power per motor, PS (kW): 170 (125)
  • Torque per motor, lb/ft (Nm): 177 (240)
  • Combined power, PS (kW): 340 (250)
  • Combined torque, lb/ft (Nm): 354 (480)
  • 0-100km/h: 3.49-seconds
  • Eighth mile: 8.89-seconds @81.44km/h
  • Quarter mile: 14.40-seconds @100.42km/h
  • Half mile: 28.85-seconds @121.44km/h
  • Standing mile: 41.09-seconds @140.97km/h
  • Standing 500-meters: 16.81-seconds @107km/h
  • Standing 1000-meters: 28.16-seconds @127.8km/h
  • Width: 1,770mm
  • Height: 900mm
  • Frame: Carbon composite
  • Suspension, F/R: Double wishbone / trailing arm
  • Kerb weight: Under 1,000kg

Mercedes-Benz AMG CL63: Opulently Personal

Ghaith Madadha
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Mercedes-Benz AMG CL63: Opulently Personal
Not quite a traditional grand tourer sports car, the Mercedes-Benz AMG CL63 is nothing short of a full-blown yet two-door luxury car reminiscent of America’s vast coupes from Motown’s heyday. A direct descendent of the old SEC coupe version of Mercedes’ S-Class flagship, the CL-Class is build on an S-Class platform, but beyond its sheer size, displacement and wafting comfort, the CL63 is light years away from Detroit’s old personal luxury coupes. Offered in several regular Mercedes and two AMG hot rod versions, the CL-Class has just been face-lifted for 2011, and to coincide with the cosmetic changes, AMG have replaced the CL63’s 6.2-liter naturally-aspirated V8 with a brand spanking new 5.5-liter twin-turbo V8 that offers more power, flexibility and economy. Combining stately elegance with muscularly aggressive styling accents, the AMG CL63 is a huge 5106mm long, which shares the S-Class platform but looks more indulgent, with more traditional and now enlarged Mercedes headlights mixed with LED running and turn signals, while its’ rear lights look like more aristocratic interpretations of the S-Class’. Contrasting its vast 19-inch wheels, aggressive from spoiler, rear diffuser and wide-bore quad tail-pipes are a minimalist one-slat grille with embedded tri-star and a beautifully arced roofline with no B-pillar to obstruct either aesthetic flow or driver vision. Hulking yet flowing, the CL63 cuts an imposing figure and with a raft of standard and optional safety features, is as safe as it looks. With a host of radar-based safety features including adaptive cruise control to keep a distance from vehicles ahead, the CL63 also features optional blind spot warning and Active Lane Keeping Assist, which applies brake force to keep the car from straying across lanes. In addition to Mercedes’ usually excellent safety features list, the CL63 also comes with Torque Vectoring Braking, which utilizes sensors and automatic braking to keep the CL63’s line precise through corners, while Active Body Control, which compensates for crosswinds detected by lateral acceleration sensors by varying the load on different wheels for a particularly stable high speed experience. It is under the skin where the CL63 has been most heavily revised, and now features a smaller but more powerful and efficient engine, which boasts 544PS at 5500rpm and 590lb/ft at 2000-4500rpm compared with its’ 6.2-liter predecessor’s 525PS at 6800rpm and 465lb/ft at 5200rpm, and is 30% more fuel efficient and produces 25% CO2 emissions. Force-fed through twin fast scrolling turbochargers, the new direct injection CL63 is both responsive and far more muscular than before, with a glut of torque available throughout the crucial mid-range providing excellent flexibility and effortless progress, while power accumulates seamlessly. The results are astonishing on the track, as despite a vast 2135kg weight, the CL63 reaches 100km/h in a mere 4.5-seconds. With such brute power, vast weight and rear-wheel-drive, the CL63 is not built for tight handling maneuvers and takes a light touch and certain technique to drive fast through slaloms and in wet conditions, without letting its over-sensitive electronic stability controls intervene forcefully. With stability controls set to low intervention, the CL63 feels more fluid and natural to control through such conditions, but it is however as a high speed continent cruncher where the CL63 excels in comfort, insulation and stability. Driven on the Yas Marina Formula 1 circuit, the CL63 wafted mightily, but through fast long corners was highly composed and reassuringly poised and taut, despite light touch steering, while this huge beast’s braking is spectacularly curt. A palatially spaced luxo-coupe, the AMG CL63 is more sumptuous, comfortable and better equipped than most West Amman mini-palaces, and boasts easy access and plenty of space for four occupants. With a dividing centre console CL63 occupants sit far apart and enjoy vast shoulder, elbow and leg space, while seats are brilliantly finished, hugely comfortable, and feature relaxing and invigorating massage functions. Visibility is terrific and one has a commanding seating position, while the CL63’s dashboard layout has luxury rather than driver-focus in mind, and so features a central infotainment screen accessed from a centre console control pod and an American-style steering column gear selector complemented by steering paddles to manually select the CL63’s efficient, smooth and swift 7-Speed MCT wet-clutch automatic gears. specifications
  • Engine: 5.5-liter, direct fuel injection, twin-turbo, V8-cylinders
  • Bore x stroke: 98 x 90.5mm
  • Compression ratio: 10:1
  • Valve-train: 32-valve, DOHC, variable timing
  • Gearbox: 7-speed MCT wet-clutch automatic, rear-wheel-drive
  • Top gear / final drive ratios: 0.73:1 / 2.65:1
  • 0-100km/h: 4.5-seconds
  • Maximum speed: 250km/h (electronically governed)
  • Power, PS (BHP) [kW]: 544.5 (537) [400.4] @5500rpm
  • Specific power: 98.3BHP/liter
  • Power-to-weight: 251.5BHP/ton
  • Torque, lb/ft (Nm): 590 (800) @ 2000-4500rpm
  • Specific torque: 146.5Nm/liter
  • Fuel consumption, combined: 10.5-liters/100km
  • CO2 emissions, combined: 244g/km
  • Fuel tank capacity: 90-liters
  • Length: 5106mm
  • Width: 1871mm
  • Height: 1426mm
  • Wheelbase: 2955mm
  • Track width, F/R: 1601 / 1607mm
  • Kerb weight: 2135kg
  • Steering: variable power assistance, rack and pinion
  • Suspension, F/R: Four-link / multi-link
  • Brakes, F/R: Ventilated discs, 390 / 365mm
  • Tires, F/R: 255/40R19 / 275/40R19

Susan Docherty, VP, International Operations, Sales, Marketing and Aftersales, GM

Ghaith Madadha
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Susan Docherty, VP, International Operations, Sales, Marketing and Aftersales, GM
On the sideline of the 2010 Abu Dhabi International Motor Show, Venture discussed GM’s return to health and their plans for the future, the Middle East and world markets with Susan Docherty, GM’s recently appointed Vice President International Operations, Sales, Marketing and Aftersales. A rising star within GM, Docherty is a twice previous GM Vice President for US Marketing and for US Sales, Service and Marketing as well as a previous General Manager for Buick-Pontiac-GMC. With General Motors International Operations’ (GMIO) remit spanning 75 markets, 80% of the world’s population and 51% of the world’s automotive industry, Shanghai-based Docherty reports a 29% year-on-year growth for GMIO, record sales in China, India and Egypt during 2010 as well as GM becoming the firs global OEM to sell 2 million units in China, and expects that Chevrolet will account for 55% of GM’s global sales by 2012.GM: What are the key changes instituted at General Motors (GM) since its’ restructuring and how have they benefitted the company? SD: In terms of the new company, there’s been a dramatic change in our brand footprint. I think the world is very aware of the fact that we eliminated the Pontiac, Saturn and Hummer brands, and sold the Saab brand. We have a smaller footprint and addressed many of our legacy costs that have hurt us for many years and did not enable us to be competitive with some the global OEMs like Toyota, Honda and VW. Our newly restructured balance sheet has little debt and our new CFO Chris Liddell has been very public about the fact that we want to have a balance sheet that has very little debt on it and we’ve been able to reduce and lower the breakeven point in the company so that if we ever face another economic downturn like what we saw in 2009 in the United States where the industry went to about 10 million units on an annual basis we can be able to be profitable. Prior to our restructuring we never could have achieved that. Our new company is a mix of new individuals who have come on not only for our board of directors but also in key management positions – Individuals like Chris Liddell, our CFO that we brought from Microsoft, Dan Akerson, who is our new CEO as of Sptember 1st who comes as one of the managing partners for the Carlyle Group. Then of course just prior to Dan Akerson we had Ed Whitacre who was our CEO who was the retired Chairman and CEO of AT&T. And bringing in just those three examples of individuals who are brand new to the automotive industry, they come with a fresh set of eyes to our business. The other comment I would make is that we have a brand new vision for the company that is very simple, it is very focused, and that is to design, build and sell the world’s best vehicle, and it doesn’t matter if you’re in Dubai, Tokyo, Shanghai, Detroit or Toronto, there isn’t any employee in our company that doesn’t know what our vision is. We’ve reduced layers and layers of bureaucracy within our company and when you have a simple vision such as that, it helps guide the decisions you make. I’ve often been asked by journalists: aren’t you concerned about making sure that you’re No.1 in market share or No. 1 in production? No, if you start with a vision to design, build and sell the world’s best vehicle you’re not lured into buying market share, but you are focused on building world class vehicles, building long-term brand health and then of course making sure that every single day we’re listening to what customers want. In my role in GMIO at sales and marketing we have diverse set of countries with customers with very diverse sets of needs, you need to manage on many different levels and always having this focus on designing, building and selling the best helps you make decisions clearly.GM: How effective was the US Government’s financial bailout and how has it helped GM’s comeback? SD: First of all, it wasn’t help from just one government, we received financial assistance from the American taxpayer as well as the American Government and the Canadian Government, and without the assistance of Canadian and US citizens’ taxpayer Dollars we wouldn’t have been able to do what we did in the last 18 months. And at this point as we have restructured the company and many people talk about this as something that they may not have wanted to do but what we were looking to do in our company was not a hand out but a hand up, and I think that there’s a difference here, we knew we needed help and we are incredibly humbled and grateful for the help we got from both US and Canadian governments and now that we have become a public company again – we did our official public offering on both the Canadian stock exchange in Toronto and the US stock exchange in New York – we have had people from all around the world put their financial faith in us and it’s up to the leaders of the new General Motors to assure them and give them confidence that they made the right investment in our stock and we need to prove to them every single day that they made the right choice and investment by getting our company very healthy again. I think you’ve probably seen in the 2010 calendar year we have had three quarters of profits and the profit that we recorded in Q3 of 2010 was the best profitable quarter we had in 11 years as a company. So our balance sheet is corrected, we have a new management team that is a healthy mix of both the old management team and the new management team, we’re designing, building and selling the world’s best vehicles, we’re unencumbered by debt, we’re set up for growth and what we’re seeing is that consumers certainly didn’t expect us to be on an IPO as quickly as we did, but it’s nice to have that behind us because what we is the dialogue to not to be about the health of our company and whether or not we’re public. We want the dialogue to be about our great brands and making customers happy – that’s how you build long term equity for a brand and get people to invest in our brands with their hard-earned Dollars and get them to buy our products again and again. GM: With some of GM’s operations, like the Middle East, already healthy before the economic crisis, how have these broad changes affected GM’s international operations? SD: In terms of our focus in the International Operations we know that we are the fuel of GM’s future growth. We do have some markets around the globe that are quite mature markets like Japan, Australia, the United States and Canada, but we have other areas of the world whose growth will set us up for the future. Those are countries Brazil Russia, India, China (BRIC) as well as the Middle East, places that when we look forward, we can still see double digit growth in those countries. For GMIO we’re lucky that we have responsibility for three of the BRIC countries, namely China, Russia and India, and one of the things that is fueling that growth is the emergence of youth that are coming to driving age and we’re making sure that in places like the Middle East where the majority of the population is under the age of 30 that we’re continuing to build our brands: Chevrolet, GMC and Cadillac, so that as people come of driving age we’ll be on their consideration list.GM: Will GM’s focus now be on producing one-solution world cars or will we be seeing a more region or market specific approach? SD: We’re gonna see a three-pronged approach. In the three-pronged approach that you are going to see is leveraging a global platform, and we have a number of those that we’ve executed with success – in products that you see like the Buick LaCrosse, which is a vehicle and global platform that has been a smashing hit both in the United States as well as China. We’re also going to have some vehicles that we will produce only in a particular region. A product that comes to mind there would be the Chevrolet Niva, which is our bestselling vehicle in Russia or a product like the Chevrolet Sail, which is doing exceptionally well in China. And then the third part of our strategy is what we would call partner-collaboration, and in places like China as well as India and even Russia, we’ve partnered up with some companies. In China for example, our partner is a SAIC, where we partner with them to produce in-country products like the Chevrolet Cruze, the Buick Regal, the Buick LaCrosse and others, or our joint venture with Wuling, where all of our light commercial vehicles in China are all done through partner collaboration with Wuling. I think that the best example of a world car right now that we’re selling in well over 65 countries is the Chevrolet Cruze, and believe it or not, the last country for us to launch the Chevrolet Cruze was the United States – We actually launched it in places like China, Australia, India and Russia before we launched it in the US. I think that what that points out is that… yes we’re an American-based company but we fully recognize that for our brands and a lot of our products to be successful, starting their launch activities in countries other than America enables them to gravitate and gain some great momentum. We’ve actually sold over 250,000 Cruzes worldwide before we ever even launched it in the United States, and I think that for a brand like Chevrolet that is an American icon, for us to be launching those products outside of the United States, first is very cool… Another good example of a car I would call a world car in many aspects is the Chevrolet Aveo. We did the world premier of the Chevrolet Aveo in mid-September at the Paris International Auto Show, and again that’s another example of a product from Chevrolet that will go on sale in many other countries before we even actually introduce it in the United States. So, to us the globe really presents great opportunities for us to get momentum going on products. I think that some of the magic that becomes really important, whether you’re in India, Dubai or Shanghai, people can have an affinity for these brands even though they come from very different cultures and they have very different entrance points into the market – when we think about the Cruze in the United States, the average age of the buyer will probably be in their mid-40s. When we think of the Cruze in China, the average age of that buyer will be less than 30. They’re different customers but they all gravitate towards a power but the brand is much like you see with the Apple iPhone. Apple is a great American brand, but the world has embraced the iPhone as theirs, and that’s what we’re trying to do with our brand – even GMC, people here in the Middle East believe that that’s their brand. GM: Absolutely, that seems particularly so for GMC, considering it’s only sold in the US and the Middle East. SD: Believe it or not, but the health of the GMC brand in the Middle East is actually stronger, in terms of opinion and consideration than what it is in the United States. That’s important because if the brand is very aspirational and strong here, that effect helps other countries. GM: Are GM pitching certain models or brands at a higher or more aspirational level for international markets than they would be for the US? SD: That’s a great question, I think the best way to answer that would be to talk about our brand architecture. We have one truly global brand and that brand is Chevrolet and we want Chevrolet to be our powerhouse value brand with terrific quality, a brand that embodies enduring quality, authentic, spirited, a brand that’s all about imagination and discovery. The Chevrolet brand in the 2011 calendar will celebrate its’ 100th anniversary and it’s something we’re exceptionally proud of. Then we have what I would call international brands. International brands are sold in more than one region. A good example of an international brand would be Opel. We sell the Opel brand in Europe but we also export the Opel brand and we sell that brand as well in international operations and we also sell it in South America, in Chile. The third example of our brand architecture is regional brands. That would be a brand like Holden where we only sell in one region of the world and that happens to be Australia and New Zealand in our General Motors International Operations region. But GMC, just coming back to your comment about that one, is classified as an international brand because we sell in Canada, the United States and of course the Middle East. GM: What I’m getting to is that whether something like a Chevrolet Corvette or Camaro, is being pitched as more aspirational in the Middle East or other international markets? SD: Corvette and Camaro play a halo role and add a tremendous value to the Chevrolet brand where we sell it. We actually are going to be introducing the Camaro and Corvette into some of our international markets because what it does is it lifts the value of the Chevrolet brand. We have a lot of people in China who are familiar with Chevrolet and they see the Chevrolet Sail, Spark and Aveo on the road but what adding a Camaro or Corvette to the portfolio does is it really gives the brand special cache when you see those kinds of products on the road. We’re going to use Corvette and Camaro selectively especially where we think it’s appropriate to move the brand a bit upmarket. GM: How important is the Middle East market to GM and what are GM’s projections for sales, profits and market share in the region? SD: In terms of market share, we don’t have data that has fidelity that I look at but what I do look at on a monthly basis is where the industry is at. What I’m very encouraged by here in the Middle East is that the industry right now is about 1.1 million units annually and it will grow to 1.8 million units through 2020. The reason why that’s important to understand where the industry is going is we’ll experience double digit growth of 55% from now to 2020. So one of the things that John Stadwick (President and Managing Director, GM Middle East Operations) and his team need to do is make sure that we’re set up for that future growth and that we have healthy brands in Chevrolet, GMC and Cadillac to make sure that we’re addressing consumers’ evolving needs. It’s a very important market for us and what’s nice about this market is that we had these three brands in the market for many decades, so we’ve got history here, we’ve got origin here and we have a very strong dealer network here. One of the things we’re always concerned about is making sure that we can deliver world class customer experiences at our dealerships, and the team is working really hard on that. GM: Is there a new global marketing approach or branding strategy for “new” GM? SD: I think that the biggest difference that you’ll see in the new GM, because of the fact that we’ve reduced our brand footprint, is that you can see a lot more focus, and to use the United States as an example where less than 12 months ago we went to market with eight brands and now we’re going to market with only four brands, and those four brands are Chevrolet, Buick, GMC and Cadillac. We have been able in the United States to maintain our market share with only four brands instead of eight and I think what it shows you is that the power of being able to focus and to be able to take the available resources that we have and rather than peanut butter approach them across eight brands, we can get very focused on what we need to get done with Chevrolet, Buick, GMC and Cadillac. It also helps us in terms of differentiating those brands, about exactly what we want Chevrolet to represent, what we want Buick to represent, GMC, etcetera. I think what you’ll also see in the new GM from a marketing standpoint is a lot greater connection with our consumers. One of the things that I worked on was this idea of customer sales and service retention. We want to be able to develop these relationships with our consumers, not just when they buy a vehicle but throughout their whole ownership cycle, and bringing them back to the dealership and understanding what they’re looking for. Some of the ways we’re able to do that, especially in the US is with the connection we have with On Star (GM-owned subscription-based vehicle communications systems and services). All of our vehicles in the United States come with On Star, and what happens when you do that is consumers give us their email and every month they get a health report card on their car and so it creates a connection with consumers about say ‘the manufacturer knows me’, ‘they know how many miles I’ve driven’, ‘they know when I need an oil change’, because the car becomes an integral part of the relationship that they have with the brand. I think that you’ll see a lot more marketing that creates a special bond with the consumer.  

Top Ten Dad Racers

Ghaith Madadha
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Top Ten Dad Racers

Subaru Legacy 2.5 GT (2009-12)

Though the latest Subaru Legacy loses some of its’ predecessors charm, sporty sleekness and charismatic touches like frame-less windows, it however gains better space and practicality. However, what remains constant is its great reliability, build quality, engineering, value and understated sleeper car respectability. In GT iteration, the Legacy is no less than a dad racing beast with the drive-train of a rally-bred Impreza WRX STI, which with a boxer engine and symmetrical all-wheel-drive – refined and evolved since 1972 – features a low centre of gravity and great traction, grip and road-holding. The GT’s charismatically burbling turbo-charged boxer four-pot serves 285HP and 258lb/ft, for a 6.2-second bolt to 100km/h and a maximum 245km/h. Engine: 2.5-liter turbo-charged flat-4; Power 285HP@6000rpm; Torque: 258lb/ft@2000-5600rpm; 0-100km/h: 6.2-seconds; Top Speed: 245km/h; Length: 4730mm; Width: 1780mm; Height: 1505mm; Wheelbase: 2750mm; Weight: 1480kg (kerb)

Ford S-Max 2.5T (2006-2010)

Replaced by a more efficient and smaller 2-liter four-cylinder EcoBoost engine, the former range-topping S-Max’ 2.5-liter five-cylinder turbo, sourced from the Ford Focus ST and Volvo is the more thrilling option, and features a distinctive warble, manual gearbox option, more power and better performance. A used 2010 S-Max 2.5T delivers creamy and ever present torque peaking at 236lb/ft throughout 1500-4800rpm and 220HP at 5000rpm, and a 7.4-second 100km/h sprint – over a second quicker than its successor. Swift for a 7-seat people carrier, the S-Max’ greatest trick is its handling, which resembles the sublime Focus ST hot hatch in precision, feedback and feel for the road and car’s limits. Firm but supple enough to be comfortable, the S-Max is the most rewarding, fluid, intuitive and fun MPV, and with its muscle, sporty driving position and refined proportions, funky alloy wheels and sharp styling, is the best consolation for petrol-head dads forced out of sportier and more exotic motors. Engine: 2.5-liter turbo-charged 5-cylinders; Power 220HP@5000rpm; Torque: 236lb/ft@1500-4800rpm; 0-100km/h: 7.4-seconds; Top speed: 230km/h; Length: 4768mm; Width: 1884mm; Height: 1658mm; Wheelbase: 2850; Weight: approximately 1775kg (kerb)

Lincoln LS (2002-2006)

Elegant, tasteful, conservative and discrete, but with an understated sporty air, the Lincoln LS has a low-key mid-2000s American prestige style, but under the skin, is a Jaguar S-Type, and now a great value sleeper car for money-wise dads. Mixing good leathers and design with some shiny wood and plastic, the conservative LS is however among the best handling machines here, with thoroughbred European Executive saloon DNA making it a great high speed cruiser with a supple ride as well as a sharp, balanced and corner carving handler. Under the hood, a 4-liter Jaguar V8 delivers 284HP and 286lb/ft for swift and fluid delivery, and a.5-second 0-100km/h sprint. Engine: 4-liter V8; Power 284HP@6000rpm; Torque: 286lb/ft@4000rpm; 0-100km/h: 6.5-seconds; Length: 4938mm; Width: 1859mm; Height: 1433mm; Wheelbase: 2908mm; Weight: 1711kg (kerb)

Mazda 6 MPS (2004-2007)

Caught out between a BMW 3-Series and rally-derived road thugs Subaru STI and Mitsubishi Evo, the understated Mazda 6 MPS had a short production run, but with performance, discretion and practicality, makes a brilliant second-hand dad racer. A true Q-car, the MPS avoids the bulging and brutish bodywork of the STI and Evo, and is barely distinguishable from a base Mazda 6, but underneath boasts a 50% stiffer frame, 25% stiffer suspension, greater grip, stability and feedback, and a turbo-charged 2.3-liter direct injection engine pumping 256HP at 5500rpm and 280lb/ft at 3000rpm. With excellent mid-range thrust and flexibility for daily driving, the MPS also delivers 250km/h and a 6.6-second 100km/h, which is even quicker with electronic aids off. A reactive four-wheel-drive system that sends power to the rear as needed channels this power, while a limited-slip rear-differential also helps to effectively put power on tarmac. Engine: 2.3-liter turbo-charged 4-cylinders; Power 260HP@6000rpm; Torque: 280lb/ft@3000rpm; 0-100km/h: 6.6-seconds; Top speed: 250km/h; Length: 4740mm; Width: 1780mm; Height: 1430mm; Wheelbase: 2675mm; Weight: 1665kg (kerb)

Ford Taurus SHO (2010-12)

From one of the greatest dad racer makers, the huge Ford Taurus SHO is a vast, spacious, and comfortable family saloon with a pleasant interior and a muscular high-walled design. Unlike the sportier handling rear-drive Australian Ford Falcon, the front-drive derived 4×4 Taurus mixes elements of bling like its’ 20-inch wheels with D-segment discretion popular in the US and Middle East. Featuring Ford’s brilliant new 3.5-liter twin-turbo EcoBoost V6, the SHO offers brawny V8 performance with V6 fuel consumption. With a mighty 370HP at 5500rpm and 350lb/ft at 3500rpm, the SHO delivers immense mid-range muscle, and combined with all-drive traction, races to 97km/h in a super-car rivaling 5.2-seconds. Engine: 3.5-liter twin-turbo V6; Power 370HP@5500rpm; Torque: 350lb/ft@3500rpm; 0-97km/h: 5.2-seconds; Length: 5154mm; Width: 1935mm; Height: 1542mm; Wheelbase: 2868mm; Weight: 1981 (kerb)

Volvo S80 4.4 V8 (2007-09)

Having shaken off its past square, dowdy and boring but safe image in recent years, Volvo is probably the most middle-class car around, and its’ safety and practicality credentials are now complemented by an up-market and unostentatious prestige. The range-topping S80 saloon is the least dramatically-styled of Volvos, but is a handsome and elegantly sleek but discrete and understated luxury executive saloon, with a spacious, ergonomic and high quality interior. Without the swagger and of nouveau riche competitors, the S80 is an ideal low key dad racer and sleeper car in top iterations including Volvo’s mighty, seamless, smooth and muscular turbo-charged in-line six-cylinder engine or its 4.4-liter V8, which is also used as the base engine for Noble’s viciously raw Noble M600 super car. The S80 V8 comes with four-wheel-drive for great traction, and with 315HP and 324lb/ft, delivers 100km/h in 7-seconds. Engine: 4.4-liter V8; Power 315HP@5950rpm; Torque: 324lb/ft@3950rpm; 0-100km/h: 7-seconds; Top speed: 250km/h; Length: 4850mm; Width: 1860mm; Height: 1488mm; Wheelbase: 2836mm; Weight: 1742kg (kerb)

Chevrolet Caprice SS (2006+)

Picking up where the old boat-like Middle East family favorite Chevrolet Caprice Classic left in 1996, the modern region-specific Caprice is a re-badged Australian Holden Caprice. Unlike its body-on-frame namesake predecessor, the latest Caprice from down under boasts superb comfort and full luxury car space in addition to accomplished and engaging handling for a full size car. Described as “too good to waste” by former GM Vice Chairman Bob Lutz, to not introduce to the US, the Caprice will soon serve as a US police car. Huge space, rear drive handling and vast power are desirable attributes for both police and family duties, and with discrete and elegant styling, the 355HP and 384lb/ft Caprice is an understated and affordable alternative to expensive and complex Euro luxury cars. Engine: 6-liter V8; Power 355HP@5700rpm; Torque: 384lb/ft@4400rpm; 0-100km/h: 6.6-seconds; Length: 5161mm; Width: 1899mm; Height: 1475mm; Wheelbase: 3009mm; Weight: 1873kg (kerb) 

Opel Zafira OPC (2005-10)

A brilliantly packaged segment-bender the Opel Zafira OPC has it all for dads hankering after bygone boy-racer hot hatch days. A compact people carrier with flexible 7-seat capacity, elegantly modern, inconspicuous and subtly sporty styling, a four-cylinder 2-liter engine and Opel badge, the Zafira OPC easily slips under the missus’ sensible car radar. However, its brutal 240HP and 236lb/ft turbo-charged engine and firm ride can clash with its family car description. Basically, the Zafira OPC will handle better than most other MPVs, and is responsive, flexible and quick with 100km/h in 7.8 seconds, but it’s best to save the heroics for after dropping off the kids, as sports suspensions don’t mix well with car-sick prone children. Engine: 2-liter turbo-charged 4-cylinders; Power 240HP@5600rpm; Torque: 236lb/ft@2400rpm; 0-100km/h: 7.8-seconds; Top speed: 231km/h; Length: 4503mm; Width: 1801mm; Height: 1625mm; Wheelbase: 2703mm; Weight: 1685kg (kerb)

Mercedes-Benz AMG R63 4matic (2007-10)

SUV, people carrier and estate rolled into one, the Mercedes R-Class is a product of Mercedes’ over-extending brand name and a difficult car to pigeonhole. Not a soaring sales success or popular style, the R-Class however wins one over in the flesh with distinctive bullet-train looks and is a perfect modern well-to-do dad-mobile. Offering four-wheel-drive traction, better than SUV handling, better than estate views and clearance and superior handling and high speed stability than a people carrier, the 6-seat R-Class even comes in AMG R63 guise goes as good as it looks, with beefier wheels, tailpipes and a subtly muscular bodykit. With 510HP and 465lb/ft the R63 is devilishly swift with 100km/h in 5-seconds and a restricted 250km/h maximum. Engine: 6.2-liter V8; Power 510HP@6800rpm; Torque: 465lb/ft@5200rpm; 0-100km/h: 5-seconds; Top speed: 250km/h; Length: 4922mm; Width: 1922mm; Height: 1634mm; Wheelbase: 2980mm; Weight: 2330kg (kerb)

Volkswagen Passat R36 Variant (2007-10)

Traditionally renowned for its low key anonymity, the Volkswagen Passat has always been a solid family car choice, from early fastback, later saloon and ever-present wagon versions. Modest performers in early days, Passat appeal was discretion, build quality and practicality, but while later versions got hotter V6 engines, the school run and antiquing image lingered until 2008 and the R36. With power massaged to 300HP at a high 6600rpm and 258lb/ft torque at a flexible 2400-5300rpm, the sprightly Passat R36 knocks 100km/h in 5.8-seconds in estate version. Using a Haldex four-wheel-drive system, the R36 reacts to wheel slippage by channeling more power to the rear wheels. Best yet, the R36 trim brings out the Passat’s sharper styling edge, with deeper bumpers, bigger tail pipes and wheels and road-hugging skirts. Engine: 3.6-liter V6; Power 300HP@6600rpm; Torque: 258lb/ft@2400-5300rpm; 0-100km/h: 5.8-seconds; Top speed: 250km/h; Length: 4774mm; Width: 1820mm; Height: 1517mm; Wheelbase: 2709mm; Weight: 1747kg

Lamborghini Gallardo LP550-2 Valentino Balboni: Bull’s Eye

Ghaith Madadha
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Lamborghini Gallardo LP550-2 Valentino Balboni: Bull’s Eye
Having joined Lamborghini in 1968 during its heady early days, Balboni’s driving talents were spotted by Ferrucio Lamborghini and legendary test driver Bob Wallace, and so quickly rose through the ranks as the man responsible for testing and giving crucial development and fine-tuning feedback. A man of classic automotive tastes, the car that bears his name is a Lamborghini of more delicate and precise dynamics, more intimate and traditional, and could well be the most significant Lamborghini of recent years. Though launched in a low key manner and limited to just 250 cars, the LP550-2 is Lamborghini’s first production rear-drive car since 1999 and during Audi owners’ four-wheel-drive reign. With numerous recent special Lambos from the Murcielago SV, Reventon, Gallardo Superleggera, Estoque four-door concept and so on, the Valentino Balboni is the only one that breaks the mould of excess by going back to basics in concept and a less-is-more mantra. Though heavier than the Superleggera, the Balboni is in basic terms a regular Gallardo LP560-4 with rear- rather than four-wheel-drive. However, beyond that basic fact, the Balboni edition features a host of tweaks that go beyond cancelling out the front-drive axles and differentials, making it unique in its own right. In addition to revised aerodynamics, damper and spring settings, stability control re-programming, slight engine detuning, weight reduction and mild style differences, the Balboni also features a stiffer front anti-roll bar, harder compound rear tires and different tread patterns. Driving the Balboni back-to-back with the LP560-4, the most striking difference comes from the steering wheel and cornering dynamics. Without the extra front weight or chore of propulsion, the front wheels – with a stiffer anti-roll bar –  get on with the job of steering, and offer more just than the LP560-4’s good precision, but also  more intimacy and a fluid feel for road texture, grip limits and weight loading, and provide a crisper and sharper turn-in. Though the LP560-4 offers a greater sense of ease through corners owing to four-wheel traction and grip out of corners, the lighter LP550-2 offers a deliciously delicate balance through corners, where balanced throttle control, speed and steering lock rewards with smoothness, sharpness, involvement. One drives drive the LP550-2 with respect, awareness and by squeezing the throttle, otherwise its tail flicks out sharply, but the LP560-4 can be manhandled and the front wheels will pull one back. In a full-lock U-turn, the LP550-2’s steering is also smoother and quieter than the LP560-4. While its’ simpler and purer drive-line the LP550-2 delivers a more involving and thrilling experience through corners, the 120kg weight loss also makes it feel more lithe, nimble and taut, with less wheel loading. The more agile and fun Gallardo, the Balboni edition is more eager to snap into successive direction changes, and its tail-slides more intuitive and fluid than the all-paw version’s weightier and clawing approach. The LP560-4 almost certainly covers ground quicker and with less drama, but the LP550-2 feels swifter and adds new dimensions of involvement, response and fun. The LP550-2’s electronic stability controls also seem to emphasize its old-school appeal in that once a tail slide is caught, control is relinquished to the driver earlier. In everyday dry weather driving, the smoother LP550-2 shouldn’t be more difficult to live with than the more idiot-proof LP560-4, especially if stability controls are used. While the regular Gallardo is a highly developed four-wheel-drive with all of the ensuing benefits and Audi’s experience in this department, but on the road, the LP550-2 is not just more dynamically fluid, but is the smoother of the two in terms of drive-train, when driving either fast or slow. With the absence of the front-drive differentials and axles, the LP550-2’s power is transmitted through fewer mechanical diversions and shifts, and suffers less friction and drive-line losses, which make it more responsive and fluid in delivering power to the rear wheels, while its gearbox makes smoother shifts. Standard fit is the more engaging and pure manual gearbox, but the tested demo featured the more popular optional automated-clutch E-gear transmission, which features five shift responsiveness settings. Driven in sport and auto modes, the E-gear’s shifts were both snappier and smoother in sport than auto, where changes are both jerkier and longer –compared with four-wheel-drive Gallardos, the fewer differentials make the LP550-2’s E-gear shifts quicker and more fluid. Powered by a slightly detuned version of the Gallardo’s staple 5.2-liter direct injection V10 engine to nominally take into account its two less driven wheels, the LP550-2 achieves 550HP at a barking high rev 8000rpm and 398lb/ft torque at 6500rpm, which  with 120kg less make it no less faster or explosive in any meaningful manner. While the LP550-2’s 3.9 second 0-100 time is 0.2 seconds slower and its 320km/h top speed 5km/h less, this is due to the LP560-4’s all-wheel traction and reduced wheel-spin from launch, and the Balboni’s more aggressive stabilizing high speed aerodynamic down-force. However, with less weight and drive-line components, the LP550-2 feels more responsive and tractable in low- and mid-range engine speeds, while on-the-move acceleration seems more immediate and brutal. The LP550-2’s better power-to-weight ratio also ensures slightly better economy and emissions. In terms of character, this blistering classic super-car engine seems demure at idle and isn’t particularly gutsy in low revs, but once provoked from mid-range on, becomes tremendous, swift revving, progressive and deep urged – with glorious sounding guttural rorts when downshifting. In style, the LP550-2’s only visible differences include Superleggera alloy wheels and a flamboyant centre-stripe. Otherwise, the LP550-2 shares the same Countach-inspired forward-cabin and sharp lines and angles as other Gallardos and Lamborghinis, and benefits from 2008’s Gallardo face-lift’s tauter aesthetics and more elegant details. Inside, the LP550-2 also features a contrasting stripe across its leather seats, while seating position is supportive and space cozily comfortable. Visibility is adequate, but not a Gallardo strong point owing to heavily raked A-pillars and the high rear deck housing the mid-mounted engine, but shorter drivers get better forward and taller drivers better rear visibility. Fit and finish seem mostly high quality, with sporty round dials and instrumentation, soft dashboard textures and wonderful sports steering wheel, but the dash-mounted reverse button and closely spaced stalks and E-gear paddles take getting used to. A hairy-chested, more traditional and engaging version of the Gallardo, the Valentino Balboni is a most welcome addition to Lamborghini’s exclusively four-wheel-drive line-up, and brings a carrot and stick style of driving, where good driving is rewarded with response, agility, intimacy and precision, but ham-fisted drivers don’t get the standard Gallardo’s forgiving and reassuring four-wheel-drive traction and grip. While very limited production numbers, I rather think that the Balboni edition is Lamborghini’s way of feeling out the market for future bigger volume rear-drivers. A good indication that we’ll be seeing more rear-drive Lambos – like Valentino Balboni himself who’s staying well put with Lambo as a consultant – is that by 2008, Lamborghini’s model nomenclature changed to include a suffix for driven wheels, which would be redundant unless there’ll be Balboni follow-ups to come. Specifications – Lamborghini Gallardo LP550-2 Valentino Balboni (E-gear)
  • Engine: 5.2 liter, in-line, mid-mounted, dry-sump V10-cylinders
  • Bore x stroke: 84.5 x 92.8mm
  • Compression ratio: 12.5:1
  • Valve-train: 40-valve, DOHC, direct injection
  • Gearbox: 6-speed automated sequential, rear-wheel-drive
  • Rear differential: 45% limited-slip
  • Maximum speed: 320km/h
  • 0-100km/h: 3.9 seconds
  • Power, PS (BHP) [kW]: 550 (542) [404] @ 8000rpm
  • Specific power: 104BHP/liter
  • Power-to-weight: 392BHP/ton
  • Torque, lb/ft (Nm): 398 (540) @ 6500rpm
  • Specific torque: 103Nm/liter
  • Fuel consumption, urban / extra-urban / combined: 20.1 / 9.2 / 13.3 liters/100 km
  • CO2 emissions: 315g/km
  • Length: 4345mm
  • Width: 1900mm
  • Height: 1165mm
  • Wheelbase: 2560mm
  • Track, front / rear: 1632 / 1597mm
  • Fuel capacity: 90 liters
  • Kerb weight: 1380kg
  • Weight distribution, front / rear: 43% / 57%
  • Suspension, front & rear: Double wishbone, anti-roll bar, anti-dive, anti-squat
  • Steering: Rack & pinion, power assisted
  • Turning circle: 11.5 meters
  • Brakes, front / rear: Ventilated steel disc, 34 x 365mm / 32 x 356mm
  • Tires, front / rear: 235/35R19 / 295/30R19

Lamborghini Gallardo LP560-4: Channeling The Rage

Ghaith Madadha
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Lamborghini Gallardo LP560-4: Channeling The Rage
With a screamingly powerful mid-mounted V10, four-wheel-drive and sharp dramatic styling, the Lamborghini Gallardo has, since 2003, delivered an accessible, exciting and easy-to-exploit supercar package that is a product of Italo-German engineering and design, stemming from Audi’s ownership of Lamborghini. Revised in 2008 for more power and efficiency, better performance and styling, and a new nomenclature incorporating engine position, power output and driven wheels, Lamborghini’s junior Gallardo supercar has become an even more impressive package. Like every Lamborghini since 1974 – bar the LM002 off-roader – the Gallardo’s style owes its basic shape, lines and angles to the stunning Countach. Low, wide, with a cabin-forward layout and almost horizontal windshield rake, the recently face-lifted Gallardo is barely distinguishable from the 2003-on pre-facelift version, and still bears the Countach’s design DNA. While subtle, the 2008 face-lift brings the Gallardo a more dramatic and tightly styled edge, and replaces the rear light clusters horizontally wrapped over the rear with slim and businesslike ones, while the new concise front lights run lower up the bonnet. However, the most effective difference is the more dramatic front bumper and spoiler ensemble, with its dramatic, gaping and jutting triangulated air scoops and a more prominent diffuser. Externally, the 2008 revisions make the Gallardo look better packaged, tauter and edgier, particularly in making the bonnet and rear seem less elongated, while the new bumper adds length at the bottom. Mechanically, the latest LP560-4 version Gallardo benefits from an extra 200cc displacement to 5.2-liters and direct fuel injection which allows for improved fuel efficiency and emissions, and a power hike from 520PS to 560PS at a screeching 8000rpm, while torque rises from 376lb/ft at 4500rpm to 398lb/ft at a later 6500rpm. Other post-facelift enhancements include a stiffer frame and a re-worked version of its automated sequential gearbox for quicker and more responsive shifts, which in ‘Corse’ setting are 40% swifter. While idling in the “auto” drive mode, the LP560-4’s V10 engine sounds deceptively pedestrian as it whirrs along, but select the “sport” drive mode and accelerate with a heavy right foot in first gear, one soon gets a taste of its deep-lunged savagery, and learns to move on to second gear early for a smoother and less dramatic power to tarmac delivery. In low and mid range revs under 4,000rpm the Gallardo has meaningful shove for daily driving, but it is above that range where time and speed accumulation become compressed, and with a deep roar and hefty shove by 6,500rpm one tends to shift up, but holding out as the V10 build up urge and power until the 8,500rpm limit, and one is treated the Gallardo’s supercar best. On the short up and down hill test drive, the Gallardo was ferocious in acceleration, but with no chance to try a full-bore slingshot launch, where its four-wheel-drive would have provided the necessary traction, we couldn’t experience the full extent of its 3.7-second 0-100km/h and 11.8-second 0-200km/h acceleration. With gloriously rorty and popping exhaust acoustics on the overrun and when making aggressive downshifts, one took any opportunity to use the LP560-4’s steering column mounted paddle shifters. Having driven the automated sequential gearbox E-gear version Gallardo in two of five settings, the manual paddle actuated sport-mode shifts were more satisfying in their speed and ferocious kick on engagement. In fact, I preferred this mode to shifting automatically or manually in auto mode, where shifts weren’t as committed, quick or much smoother. With a 70% rear power bias the Gallardo drives similar to a rear-drive car with one feeling a punchy shove on blipping the throttle, but its four-pawed drive-train allows more confident fast cornering with one able to come back on throttle more aggressively and sooner to slingshot out at a rampant pace. With 560PS and 398lb/ft on tap the Gallardo’s rear can still be provoked out, but its front wheels pull it back in line, while its limited slip differential also ensures power isn’t lost to wheelspin before the electronic stability controls step to control waywardness. With sharp reflexes and taut body control, the Gallardo is in its element on fast winding or sweeping roads, while its’ stiff suspension delivers an accurate feel of road texture and ensures level cornering. Despite its supercar acoustics and breakaway rear when on boil, the Gallardo LP560-4 is surprisingly easy, accessible and flattering to drive fast. Driven hard towards a corner one downshifts and the engine responds with rort as revs automatically match the new gear, while braking from velocity is sharp and swift. Turning in, one benefits from the Gallardo’s firm and direct steering, which offers good feedback and better precision, and a quick ratio meaning hands rarely leave the wheel. Going in too fast or tight can induce a sliver of under-steer to warn one to correct the steering angle. Easier to drive than its rear-drive Valentino Balboni variant and lighter and tauter than the Spyder, the LP560-4 coupe is probably the most confident and reassuring Gallardo supercar. With its four-wheel-drive, limited-slip rear differential and ESP working to effectively channel the Gallardo’s raging 560PS its cabin is luxurious and mostly well-crafted. Soft textures and ribbed leather intermingle with many system and gadget buttons. Seating is decent for a very low supercar with an in-line rear engine, and as a plus-sized driver I found a good fast driving position but the seat was pressed against the rear bulkhead, which with the small rear window and long tail makes reversing a cautious manoeuvre. Front visibility was decent from my perspective, but a smaller driver sitting lower and closer would enjoy better visibility around the rakishly A-pillars. While the Gallardo’s steering wheel was perfectly shaped, finished and sized, and its E-gear paddles were thankfully static, as one can accidentally brush the wipers on while up-shifting. The Gallardo’s footwell easily accommodated a larger shoe size but with little left foot manoeuvring space, while storage compartments were useful but compact. Neither constricting nor generous, the Gallardo’s seats were however wonderfully supportive and ergonomic, while ingress and egress was much easier than expected. Specifications: Lamborghini Gallardo LP560-4 (E-gear)
  • Engine: 5.2-litre, in-line, mid-mounted, dry-sump V10-cylinders
  • Bore x stroke: 84.5 x 92.8mm
  • Compression ratio: 12.5:1
  • Valve-train: 40-valve, DOHC, direct injection
  • Gearbox: 6-speed automated sequential, four-wheel-drive
  • Rear differential: 45% limited-slip
  • Maximum speed: 325km/h
  • 0-100km/h: 3.7-seconds
  • 0-200km/h: 11.8-seconds
  • Power, PS (BHP) [kW]: 560 (552) [412] @8,000rpm
  • Specific power: 106BHP/litre
  • Power-to-weight: 368BHP/tonne
  • Torque, lb/ft (Nm): 398 (540) @6,500rpm
  • Specific torque: 103Nm/litre
  • Fuel consumption, urban / extra-urban / combined: 21- / 10- / 14-litres/100 km
  • CO2 emissions: 327g/km
  • Length: 4,345mm
  • Width: 1,900mm
  • Height: 1,165mm
  • Wheelbase: 2,560mm
  • Track, F/R: 1,632 / 1,597mm
  • Fuel capacity: 90-litres
  • Kerb weight: 1,500kg
  • Weight distribution, F/R: 43% / 57%
  • Suspension, front & rear: Double wishbone, anti-roll bar, anti-dive, anti-squat
  • Steering: Rack & pinion, power assisted
  • Turning circle: 11.5-meters
  • Brakes, F/R: Ventilated steel disc, 34 x 365mm / 32 x 356mm
  • Tyres, F/R: 235/35R19 / 295/30R19

Top Ten Warm, Hot and Sizzling Hatchbacks

Ghaith Madadha
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Top Ten Warm, Hot and Sizzling Hatchbacks

Renault Clio RS200 Cup

Having grown since the mk1 Clio Williams, the Renault Clio RS200 sits on the fence between lightweight and large hot hatch, but is however the perfect modern interpretation and evolution of the classic, light, nimble, affordable, fun and fast hot hatch. Offered in regular or lighter, cheaper, pared down and more honed Cup version, the RenaultSport Clio slots in comfortably at either end of the spectrum, and in Cup version features less equipment and electronics, but with firmer suspension and even better agility and responsiveness. Thrilling to drive, the RS200 Cup offers great trademark hot hatch feedback, instantaneous response, talented handling and tautness, while at the same time feeling more accomplished and refined. Powered by one of the world’s great 2-liter naturally aspirated four-pots, the RS200’s engine is free-revving with a mighty 200HP at 7100rpm and 159lb/ft torque at 5400rpm, but is also very tractable and versatile at mid-range, with excellent throttle response and an urgent build up of torque and power. Recently face-lifted to fit Renault’s current corporate look, the Clio Cup is more handsome than ever. Specifications: Engine: 2-liter 4-cylinders; Power 200HP@7100rpm; Torque: 159lb/ft@5400rpm; 0-100km/h: 6.9 seconds; Top speed: 225km/h; Length: 4017mm; Width: 1768mm; Height: 1484mm; Wheelbase: 2585mm; Weight: 1204kg (kerb)

Fiat 500 Abarth Esseesse

Recapturing the diminutive original 1950s magic, the modern 500 boasts its own charisma and is an automotive style icon and favorite of the motoring cognoscenti. Though late to the retro-hatchback game, the 500, like BMW’s Mini, succeeds on emotional and dynamic levels with its feisty design and its handling abilities leading to several road and race versions courtesy of Fiat group’s Abarth skunkworks wing. With 135HP in basic Abarth form, the aftersale Esseesse upgrade remaps the 500’s output to a whopping 160 turbo-charged horses and 169lb/ft. Supremely agile and corner hungry, the Esseesse is both fast and fun pocket rocket, and nippy city car, while its interior is chic, playful and practical. Specifications: Engine: 1.4-liter turbo-charged 4-cylinders; Power 160HP@5750rpm; Torque: 169lb/ft@3000rpm; 0-100km/h: 7.4 seconds; Top speed: 211km/h; Length: 3657mm; Width: 1627mm; Height: 1488mm; Wheelbase: 2300mm; Weight: 1035kg (kerb)

Alfa Romeo MiTo 1.4 MultiAir Quadrifoglio Verde

Smart, stylish and sexy, the Alfa Romeo MiTo shares a stable and agile platform with the Opel Corsa, but adds exotic Italian chic. Every inch an Alfa, the striking and sleek MiTo takes its styling cues from the 8C Competizione supercar, from the shield-style grille tapering to a bonnet bulge, the far-apart tear-drop lights and the round rear lights. With the ultra-hot 240HP GTA version on indefinite hold, the 1.4 MultiAir QV fills in as Alfa’s hot hatch. Featuring Fiat group’s innovative MultiAir technology, the QV is both powerful and economical, with a turbo-charged 170HP at 5500rpm delivering 0-100km/h in 7.5 seconds, while 184lb/ft torque at 2500rpm, ensures the QV is also very muscular and effortlessly versatile. Specifications: Engine: 1.4-liter turbo-charged 4-cylinders; Power 170HP@5500rpm; Torque: 184lb/ft@2500rpm; 0-100km/h: 7.5 seconds; Top speed: 219km/h; Length: 4063mm; Width: 1720mm; Height: 1446mm; Wheelbase: 2511mm; Weight: 1145kg (kerb)

Mini Cooper S

After inheriting one of the most iconic automotive franchises, BMW transformed the British people’s car into a prestige performance car and lifestyle purchase. Beloved by auto aficionados and fashionistas, the Mini skillfully reinterprets the original’s style and as BMW’s first modern front-drive car, is successfully imbued with sublime Bavarian handling and high speed stability. In its second modern itineration, the Mini grew slightly but its look remained virtually unchanged, and enjoys short overhangs and a wide footprint for un-impeachable dynamics. In Cooper S guise, it is the fashionable way to enjoy hot hatchery and offers a creamy wide torque band, great acceleration and 175 maximum horses, while the John Cooper Works version offers 211HP and 207lb/ft. Specifications: Engine: 1.6-liter turbo-charged 4-cylinders; Power 175HP@5500rpm; Torque: 192lb/ft@1700-4500rpm; 0-100km/h: 7.1 seconds; Top speed: 225km/h; Length: 3714mm; Width: 1683mm; Height: 1407mm; Wheelbase: 2467mm; Weight: 1130kg (unladen)

Renault Twingo RS133 (Gordini RS edition)

Masters of hot hatchery since the 5 Turbo, Renault’s light and zippy Twingo RenaultSport RS133 is a small and back-to-basics alternative to the Clio RS200. Though relatively new, the Twingo Twingo pocket rocket finds an individual niche as a fun, feisty and evocatively designed counterpoint to the Fiat 500 and Mini, and features minimalist surfaces, powerful wheel-arches and smoothed edges, while the rich blue Gordini edition pictured is the most elegant guise. With a rev-hungry naturally-aspirated 1.6-liter engine, the RS133 delivers 133HP at 6750rpm and 118lb/ft torque at 4400rpm, and superb handling and agility. Nippy, zippy and high strung, the RS133 is corner-hungry, engaging, stylish, and covers real-world ground with astonishing pace. Specifications: Engine: 1.6-liter 4-cylinders; Power 133HP@6750rpm; Torque: 118lb/ft@4400rpm; 0-100km/h: 8.7 seconds; Top speed: 201km/h; Length: 3607mm; Width: 1688mm; Height: 1470mm; Wheelbase: 2368mm; Weight: 1049kg (kerb)

Citroen C2 VTS

Designed with fun and low insurance premiums in mind for an early-twenties male clientele, the C2 VTS pushes the fun factor without financially alienating its core market. However, with low 1049kg weight, stiff suspension, razor sharp responses, nimble agility and a rev-happy engine with good mid-range urge, the VTS is a delight to drive hard.  Utterly communicative, grippy, dynamically predictable and with supportive seats, one delights in every corner and chance to sink the throttle to 6750rpm and 133HP in this budget thriller. Style-wise the VTS walks a fine and feisty line that is both cute and aggressive. Specifications: Engine: 1.6-liter 4-cylinders; Power 125HP@6500rpm; Torque: 105lb/ft@3500rpm; 0-100km/h: 8.3seconds; Top speed: 203km/h; Length: 3666mm; Width: 1659mm; Height: 1451mm; Wheelbase: 2315mm; Weight: 1083kg (kerb)

Suzuki Swift Sport

Swift by name and nature, Suzuki’s cute lightweight hatch may only be a warm in outright performance, but delivers a truly intimate driving experience. The Swift is one of the most entertaining, responsive and agile in its class, and with diminutive size and crisp and clear communication, feels similarly endearing as an old-school hot hatch – albeit with more refinement, safety and stiffness. With its responsiveness, agility, sensitivity and rev-hungry 1.6-liter 123HP naturally-aspirated engine peaking at 6800rpm, the Swift is even fun at low speeds and gives a very accurate sensation of speed. Specifications: Engine: 1.6-liter 4-cylinders; Power 125HP@6800rpm; Torque: 109lb/ft@4800rpm; 0-100km/h: 8.9 seconds; Length: 3765mm; Width: 1690mm; Height: 1510mm; Wheelbase: 2390mm; Weight: 1060kg (kerb)

Opel Corsa OPC

Among the largest, heaviest and most powerful cars here, the turbo-charged OPC is the ultra-hot version Corsa version, and offers 41HP more than the 103kg lighter naturally-aspirated GSi. A performance hooligan, the OPC offers one of this list’s best 0-100km/h times at 7.2 seconds, but more central to its character is its rich and wide 170lb/ft mid-range torque band and relatively low rev maximum 191HP, making it a brutally responsive hot hatch with plenty of urge. On fast-paced backroads, the Corsa’s big footprint makes it very stable, agile and hungry for the next corner, while its solid ride and thrust make it an autobahn cruncher. Specifications: Engine: 1.6-liter turbo-charged 4-cylinders; Power 191HP@5850rpm; Torque: 170lb/ft@1980-5800rpm; 0-100km/h: 7.2 seconds; Top speed: 225km/h; Length: 4040mm; Width: 1703mm; Height: 1488mm; Wheelbase: 2511mm; Weight: 1203kg (kerb)

Seat Ibiza Cupra

From the most exciting, youthful and extrovert of VW group’s brands, Spain’s Seat Ibiza Cupra uses familiar German underpinnings and mechanicals but adds Latin zest to a predictably decent formula. With garish or solid colors best complementing its stylized design, the Cupra is a head-turner and a brute of a performer. With only 1.4-liters to play with, the turbo-charged Seat squeeze out a mighty 180HP and 184lb/ft, but best of all, the Cupra combines wide and generous mid-range torque with zippy high rev power. Specifications: Engine: 1.4-liter turbo-charged 4-cylinders; Power 180HP@6200rpm; Torque: 184lb/ft@2000-4500rpm; 0-100km/h: 7.2 seconds; Top speed: 225km/h; Length: 4061mm; Width: 1693mm; Height: 1420mm; Wheelbase: 2469mm; Weight: 1172kg (kerb)

Ford Fiesta Mountune Zetec

With the expected 180-200HP Fiesta ST version delayed until probably 2012, exploiting the Fiesta’s exquisite chassis and hot hatch potential falls to Mountune (aka Rouch in the US), a company long associated with fast Fords. The warmed-up Mountune Fiesta Zetec-S basically consists of aggressive cosmetic changes, a howling exhaust set-up and engine ECU tweaks taking power from 120HP to 140HP and reduced 0-97km/h acceleration by two seconds to 7.9 seconds. While the power increase isn’t enough for suspension upgrades, the Fiesta is however renowned for great and engaging handling, while in terms of character, Mountune’s upgrades are best felt when wringing the engine hard. Sold through some UK dealers, the Mountune upgrade doesn’t invalidate Fiesta warranties. Specifications: Engine: 1.6-liter 4-cylinders; Power 140HP@6750rpm; Torque: 120lb/ft@4750rpm; 0-97km/h: 7.9 seconds; Top speed: 194km/h; Length: 3950mm; Width: 1722mm; Height: 1481mm; Wheelbase: 2489mm; Weight: 1109kg (kerb)

Jaguar XF 3.0: The Cat’s Out of the Bag

Ghaith Madadha
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Jaguar XF 3.0: The Cat’s Out of the Bag
Traditionally a company that emphasized sportiness and a more traditional style of luxury, Jaguar was at a crossroads in the late 1990s and early 2000s. By that point its wonderful yet quirky XJ was on the fence, lacking the size and space of fully-fledged luxury car, yet being classier, larger and more luxurious than an executive saloon. At the same time, Jaguar’s then Ford owners were looking to expand Jaguar’s production volume to compete with the German prestige car makers, and thus the XJ was enlarged into a full-scale luxury car, which while utilizing cutting edge and ultra-light aluminum, rivet and adhesive frame construction, still retained a traditional retro look that very closely mimicked earlier XJs. However, before the XJ was up-sized and modernized as a world-class luxury saloon, Jaguar introduced the S-Type range to formally fill the role of executive saloon. While initially well-received and being objectively a good executive car that the comfortably competed with the likes of BMW’s 5-Series and Mercedes’ E-Class, the S-Type was to spend its last days being criticized for being too retro and overly influenced by the 1960s MK2 Jaguar. With expansion plans not quite reaching into the high volume stakes and with both the S-Type and the XJ being highly retro in style, Jaguar was again at a crossroads, and has now revised its market position to a more modest volume prestige marquee, while its new owners are Tata Motors. In terms of styling, Jaguar is also in to process of making a break with the past, with the 2007 C-FX concept pointing the way forward for a new futuristic, stylish and sleek Jaguar design language that has been translated into the S-Type’s XF replacement executive saloon, and will be reflected in the new generation XJ luxury saloon. Gone is the old England S-Type style, and while the XF is actually built around an upgraded version of the same platform, it features a totally new style characterized by a low and sleek coupe-like roofline and high waistline tapering off with a high and wide boot, and boasts the best ever Jaguar road car aerodynamics of just Cd 0.29. With light clusters that expand upwards on the outside and feature a semi-circular kink, there’s no denying that the XF harks a whole new look, but it’s one that’ll need some getting used to for some Jaguar aficionados. Inside is however where one is really enthralled by the XF, for instead of a traditional gentlemen’s club interior, is what looks like some sort of upscale vodka bar, with rich high quality strips of wood blend harmoniously with sumptuous leather and futuristic aluminum, all laid out with a symmetrical style. Upon ignition, the A/C vents flip around, the dashboard lights up in pale blue and the gear selector dial rises from the centre console. A stunning and comfortable environment, the XF feels very modern and while some rear headspace is compromised owing to the low roofline, one particular feature that impressed was the valet mode, selected from the multi-menu screen, which when engaged mean the car’s seat, A/C and stereo settings can’t be tampered with, while speed and access to the boot and glovebox are restricted. Electronically shift-by-wire controlled with no mechanical linkages from the unique pop-up selector dial or steering mounted paddle shifts for manual selections, the XF’s ZF-built six-speed automatic gearbox features very prompt and smooth gear changes, of as low as 600 milliseconds. The gearbox works intuitively in that if one accelerates hard in a lower gear and suddenly releases the throttle, it will hold the gear assuming an overtaking maneuver has been temporarily aborted. Featuring a low ratio first gear for improving standstill acceleration times, the XF also features two overdrive gears, which in combination with having 80% of its total 221lb/ft torque available from below 1500rpm all the way to the maximum 6800rpm engine speed, mean the XK is able to cruise comfortably and economically at low revs. While the 3-liter V6 XF’s torque band is wide and rich, there seems to be a spike in torque as one approaches the 4100rpm peak torque point, which coincides with power accumulation, making the 3.0 XF more lively in high revs, with maximum 240BHP achieved at 6800rpm. While featuring a firmer ride than is usual with Jaguar, the XF’s personality and XK derived suspension make it a distinctly sporty saloon, happy to accommodate high speeds, town driving and winding roads. Stable at speed, the XF however features a somewhat less heavy and more alert feel that rival German executives, while ride is still comfortable, pliant and fluid in recovering from uneven surfaces. On tight and winding country lanes with slightly rough surfacing, the XF drives more gacesfully and fluidly than one would expect on its size, long wheelbase and weight, yet is not going to outshine any hot hatchback or junior executive in such circumstances. Instead, it is on fast sweeping corners where the XF’s talents best shine. With a terrific weight distribution and balance afforded by its rear-wheel-drive architecture, as wellas its suspension’s fluidity and combination of pliant ride and taut handling, the XF took the fast hill climb in its stride. With its firmer than traditional suspension, the XF seems to be set-up for little understeer and a sharper turn-in on fast corners, but the natural consequence is a greater proclivity to power-slide or oversteer slightly more in corners. While such oversteer in fast tight corners feels natural, fluid, sporty and easily exploited and controlled, the XF’s electronic stability seem to be very careful in intervening in their normal setting, while sport setting loosens them slightly. Very effective in maintaining the XF’s stability through harsh cornering, I did however feel that the sport setting needs to be a little looser still with oversteer, so that one is better able exploit and have fun with the XF’s terrific feel, balance and handling at its grip limit – in any case, one can switch off the stability controls to fully enjoy the XF. As for braking, the XF features large ventilatied disc brakes all round, in addition to electronic brake-force distribution and emergency brake assist functions to make stopping quick, poised and un-dramatic. With its stylish and sleek looks, its wonderfully chic interior and its appealing driving dynamics, the XF is the first of Jaguar’s new direction for the 21st century, and offers a prestigious and attractive executive saloon that bridges the fine line between a traditional executive like a BMW 5-Series or Mercedes E-Class and fashionable four-door-coupes such as Porsche’s Panamera Mercedes CLS-Class. Specifications
  • Engine: 3-liter, aluminum block/head, V6-cylinders
  • Bore x stroke: 89 x 79.5 mm
  • Compression ratio: 10.5:1
  • Valve-train: 24-valve, DOHC, continuously variable valve timing
  • Gearbox: 6-speed automatic, rear-wheel-drive
  • Gear ratios: 1st 4.17:1; 2nd 2.30:1; 3rd 1.52:1; 4th 1.14:1; 5th 0.87:1; 6th 0.69:1
  • Reverse / final drive ratios: 3.40:1 / 3.31:1
  • Net power, SAE BHP (EEC PS) [EEC kW]: 238 (240) [175] @ 6800 rpm
  • Power –to-weight ratio: 142 EEC PS / ton
  • Net torque, SAE  (EEC) lb/ft [EEC Nm]: 221 (216) [293] @ 4100 rpm
  • Torque-to-weight ratio: 175 EEC Nm / ton
  • 0-100 km/h: 8.3-seconds
  • 0-60 mph (97 km/h): 7.9-seconds
  • 80-112 km/h: 4.1-seconds
  • Quarter mile: 16.1-seconds
  • Top speed: 237km/h
  • Fuel capacity: 69.5-liters
  • Fuel economy, urban / extra-urban / combined: 15.8 / 7.5 / 10.5-liters/100km
  • Length: 4961 mm
  • Width, without (with) mirrors: 1877 (2053) mm
  • Height: 1460 mm
  • Wheelbase: 2909 mm
  • Track, F/R: 1559 / 1605 mm
  • Headroom, F/R: 990 / 956 mm
  • Legroom, front: 1056 mm
  • Boot capacity: 500-540 liters
  • Kerb weight: 1679 kg
  • Aerodynamic drag co-efficiency: 0.29
  • Torsional rigidity: 18053-18427 Nmm/deg
  • Turning radius: 11.48 meters
  • Suspension, F/R: Unequal length wishbones / multi-link
  • Brakes: 320 x 26 mm ventilated discs
  • Tires: 235/55R17
  • Price: from JD 69,000 (“luxury” trim as tested, on-the-road excluding insurance)

Skoda Fabia 1.6: Fabia Czechs out well

Ghaith Madadha
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Skoda Fabia 1.6: Fabia Czechs out well
With Volkswagen’s own climb up in the automotive hierarchy of desirability, products and prices, it had become far from the sort of people’s car affordable to all, and with Skoda’s product range a relic of Cold War engineering, the pairing of the an ailing East European nameplate and plant along with hand-me down and co-developed VW engineering promised much by way of reviving VW’s share in the value segment of the auto market. In particular, it was the Skoda Fabia compact which proved most successful at utilizing solid VW engineering with a revived brand name at a more affordable price for those who wanted something more conservative to VW’s Seat brand and cheaper than a VW itself. With the only remnant of old Skoda being a VW-modified 1.4 engine option, the first generation Fabia was a hit with buyers and the motoring press, for the fact that it essentially provided a VW-engineered car based on the same platform as the mk4 Polo and the then Seat Ibiza, at a price that even undercut VW’s own ultra-compact then entry model Lupo. As a successful and affordable, yet conservatively styled hatchback, the mk2 Fabia introduced in 2007 would couldn’t have been allowed to go too far up-market in the same way VW’s own Golf and Polo models have over several generations, which eventually meant VW had to introduce the Lupo and more recently the Fox as more basic and affordable cars that make the people’s car more accessible. Considering Skoda’s explicit position in VW’s brand and model line-ups, the new Fabia is instead still built on the same PQ24 platform as before, rather than the newer PQ25 platform underpinning the mk5 Polo and mk4 Ibiza, but is however slightly larger and shares similar styling cues to the Skoda Roomster mini-MPV, and features an optional white roof option to give it a fresher, more playful and youthful look a la Mini. If the estate body-style Fabia may look slightly awkward, as a hatchback as tested, its proportions are handsome and pleasing to the eye, with short front and particularly rear overhangs adding to its aesthetics, road presence and light footed driving dynamics. While the white roof option adds liveliness to its styling and offsets the conservative body and grille with its vertical slats. A bonnet bulge with a crease line running all the way down from the radiator intake to the A-pillar is complemented with another crease line from the top corner of the headlight cluster to the upper corner of the rear ensures the Fabia doesn’t look slab sided but instead conservatively bulbous. On the inside, the dashboard looks and feels well assembled and durable, yet most of its plastics are hard and in keeping with its value-for-money ethos, unlike the Skoda Octavia’s soft materials. While the blue seat fabric inserts lent more vibrancy to offset the dull yet solid plastics, shiny grey surrounding seat fabric didn’t impress, while the absence of a glovebox cover was missed. Interior and boot space are generally good, with headspace particularly generous, while shoulder spaces could be a bit better. The Fabia’s rear seat belts were crucially long enough to be able to properly accommodate a rear facing child seat, while for my own admittedly awkward knees up driving position I found my knee pressed against the centre console or bumping into the large key fob. Driven with a modern DOHC 16-valve 1.6-liter engine featuring an under-square design rather than the older SOHC 8-valve over-square unit of the same displacement featured on the Skoda Octavia recently featured in these pages, the Fabia 1.6 may not seem to have much of an advantage on paper with only slightly higher power and torque outputs, but the difference is in the detail. The Fabia’s better breathing 1.6 first and foremost is driving – at 1115 kg – a car that weighs 175 kg less, and while it features a maximum 103.5 BHP power at 5600 rpm and 113 lb/ft of torque at 3800 rpm (marginally more than the 1.6 MPI and at the same rpm), it is however far more flexible in its delivery and how much torque is available over a wide and low rev range. With its lowish weight and versatile torque engine, I found the Fabia 1.6 16-valve to be one of few cars in its class that is comfortable with an automatic gearbox and is happy to pull hard from idle for cur launches and at the same time comfortably accelerates on the move in the mid-range. Driving the same route as other cars in its class and the larger Octavia, the Fabia was able to perform at a similar pace in one gear ratio higher, most crucially on steep hill climbs, but however, such a comparison is also influenced by the fact that the Fabia features a six-speed automatic rather than the four- or five speed auto boxes on many similar cars. Another point on which the Fabia impressed more than its larger Octavia 1.6 MPI stable-mate is how much more responsive its auto gearbox was to throttle inputs and loads. On the road the Fabia has neither the same crisp, delicate and precise handling of a Suzuki Swift nor the same absolute quiet, comfort and cabin isolation of a Toyota Yaris. In fact the Fabia also lacks the particularly steely Germanic high speed stability of the bigger Octavia, but it has enough of most of these characteristics, while the clearly audible engine note suits the Fabia’s flavor and is well reflected by it spritely on the go performance. Driving through quick country lanes the Fabia was in an element favorable to its class of car, and while not the best, it was certainly a blast with over-steer arriving slightly earlier than expected to warn one from not pushing too hard, and is in fact easily corrected. High speed stability was good, while in town maneuverability and ultimate grip were also plus points, but the suspension seemed to feel a bit firm in the city while at the same time felt less through the twisties. Easy and fun to drive, the Skoda Fabia is an interesting alternative in the hatchback segment and is defined by its responsively pulling and well matched drive-train, its solid feeling assembly as well as its ability to mix conservative and somewhat funky styling details. Specifications – Skoda Fabia 1.6 auto
  • Engine: 1.6 liter, 16-valve DOHC, transverse 4-cylinders
  • Bore x stroke: 76.5 x 86.9 mm
  • Compression ratio: 10.5:1
  • Gearbox: 6-speed automatic, front-wheel-drive
  • Top gear / final drive ratios: 0.69:1 / 3.68:1
  • Maximum speed: 185 km/h
  • 0-100 km/h: 11.5 seconds
  • Power, BHP (kW): 103.5 (77) @ 5600 rpm
  • Torque, lb/ft (Nm): 113 (153) @ 3800 rpm
  • Octane rating: RON95/91
  • Combined fuel consumption: 7.5 liters / 100 km
  • Fuel capacity: 45 liters
  • Brakes, front / rear: 288 mm disc / 232 mm disc
  • Steering: Rack & pinion, electric powered
  • Length: 3992 mm
  • Width (with mirrors): 1642 (1886) mm
  • Height: 1498 mm
  • Wheelbase: 2462 mm
  • Overhang, front / rear: 851 / 679 mm
  • Tread width, front / rear: 1436 / 1426 mm
  • Clearance: 135 mm
  • Boot volume (with seats folded): 300 (1163) liters
  • Kerb weight: 1115 kg
  • Drag co-efficient: 0.33
  • Tires: 195/55R15 (as tested)

Hummer H3T: Go Anywhere, Carry Anywhere

Ghaith Madadha
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Hummer H3T: Go Anywhere, Carry Anywhere
Retaining the same legendary off-roading abilities, Hummer soon introduced the scaled down H3, which while making access to the Hummer brand easier for many buyers, was also a vehicle that was altogether more sensible in dimensions, engine capacity and fuel consumption. With the new H3T, some of its sister H3 model’s manoeuvrability in town and off-road has been sacrificed to offer a Hummer that provides superb off-roading, comfortable and spacious eating and a pick-up bed for added convenience and the ability to haul large, heavy and awkward items or cargo lock, stock and barrel over inhospitable terrain. The Hummer H3T, as an excellent off-road vehicle with tentative links to the original military Humvee yet similar underpinnings and levels of interior luxury as other American double-cabin pick-ups, seems to make sense and follows a tradition of these dual work and private use pick-ups as well as that of practical applications for military-derived vehicles such as the old long wheelbase Land Rover 109 and 110 pick-ups. While the H2 SUT with its short bed was more of a lifestyle vehicle, the H3T is however a standard H3 from B-pillar forward, but from that point backwards features a longer 3410mm wheelbase and 5403mm length in comparison with the H3’s 2842mm wheelbase and 4763mm length. The extra length allows for both rear seats that enjoy almost the same space as the H3, in addition to large cargo bed that accommodates 950 liters within its walls, and much more if stacked above. With its permanent four-wheel-drive, low gear transfer case, excellent axle articulation and rugged chassis, the Hummer H3T shares a similar level of off-road proficiency to the shorter H3. However, while both cars have the same short front overhangs, the same ability to ford water to a depth of 610mm and a matching grade capability of 60% and side slope capability of 40%, the H3T’s longer wheelbase and rear overhang do slightly reduce its off-road ability. As engineering is always about compromise, it is only natural that adding length for more cargo capacity will have an effect elsewhere. In this case means that the H3T’s longer rear overhang in comparison to the H3, translates into a minute reduction of approach angle from the H3’s 37.4° to 37.1° for the H3T and departure angle from 34.7° to 30.9°. The longer wheelbase also means that when both are fitted with 32-inch tires, the H3’s excellent 22.1° breakover angle comes down to a still terrific 19° for the H3T. Given the added convenience and cargo carrying, and the basic H3’s tremendous off-road capability, the H3T still surpasses the requirements of the vast majority of drivers and situations, with some of the most demanding off-road bits perhaps requiring one to approach with more of an angle. Considering its vast length increase over the H3, the H3T is certainly a bit more tricky around the tightest of urban streets, but is however surprisingly manoeuvrable when considered in relative terms. Rear side visibility is somewhat better than the H3 owing to the thinner rear pillar, while the long cargo bed would make reversing a delicate procedure were it not for the reversing camera fitted which remedied this issue. With a light and manageable steering and brakes that bite hard, the H3T can be surprisingly easy to drive around town, and the biggest up-shot of the long wheelbase is the improvement to its ride quality, over the shorter H3. The greater distance between the wheels gives the H3T very good high speed stability and improves its dynamics through quick lane changes and fast sweeping turns. The wheelbase increase, along with the use of gas-charged dampers, also somewhat masks the inherently bouncy nature of the rugged and off-road oriented rear leaf spring suspension, making the H3T a comfortable long distance cruiser. Driving the H3T is the same 3.7-liter in-line five-cylinder engine featured in the H3, with its immediate delivery and smooth yet charismatic five-pot engine note. With 239 Net HP available at 5800rpm, the H3T hits the 100km/h mark in a reasonable time considering the 2238kg kerb weight, and is happy cruising at highway speeds and overtaking in a timely manner. However, acceleration times and maximum speeds are not what the H3T is about, for with a restrained displacement and cylinder count for this class of vehicle, the H3T’s 20-valve DOHC engine makes a terrific job of hauling its hue frame with an effortless manner, whereby generous torque is immediately available and delivered in a broad and rich manner that peaks at 241lb/ft at 4600rpm. This progressive build-up of horsepower and creamy torque band suits the H3T’s nature, in traversing tough off-road terrain and steep inclines with resolve and indefatigability, while also allowing for a maximum trailer weight of 1996kg. While the long wheelbase and pick-up cargo bed seems a bit unusual at first glance, the H3T’s look quickly grows on one with its butch, aggressive and purposeful demeanour, and in some ways can even be said to look better than the boxier H3 SUV it’s based on. Inside, the H3T is spacious and boast a host of creature comforts and comfortable seating, in addition to user-friendly dials, buttons and functions, while access to the cabin is easy and comfortable, with the rear doors benefitting from better accessibility over the standard H3. With prices in Jordan starting from JD 29,900, the Hummer H3T is priced well and offers a lot of truck for the money, considering the sheer load lugging capacity, the tremendous off-roading capability and high comfort levels, not to mention the kudos of the Hummer badge and road warrior styling, which in any case seems even better suited to double cab style of this go anywhere, carry anywhere vehicle. Specifications
  • Engine: 3.7-liter, 20-valve, DOHC, variable valve timing, in-line 5-cylinders,
  • Bore x stroke: 95.5 x 102mm
  • Compression ratio: 10:1
  • Gearbox: 4-speed auto, four-wheel-drive, with low ratio transfer case
  • Gear ratios: 1st 3.06:1; 2nd 1.63:1; 3rd 1:1; 4th 0.7:1; R 2.29:1
  • Final drive ratio: 3.56:1
  • Low range locking gear reduction: 2.64:1 (optional 4.03:1)
  • Crawl ratio: 36.8:1 (optional 56.2:1)
  • Power, HP SAE Net (kW): 239 (178) @ 5600rpm
  • Torque, lb/ft SAE Net (Nm): 241 (327) @ 4600rpm
  • Maximum engine speed: 6300rpm
  • Length: 5403mm
  • Width: 2161 mm
  • Height: 1831mm
  • Wheelbase: 3410mm
  • Track, F/R: 1651 / 1664mm
  • Headroom, F/R (with sunroof): 1034 / 1002mm (1014 / 947)
  • Legroom, F/R: 1063 / 868mm
  • Shoulder-room, F/R: 1381 / 1372mm
  • Hip-room, F/R: 1366 / 1336mm
  • Cargo capacity: 950 liters
  • Payload: 494kg
  • Fuel tank: 102-liters
  • Steering: Power-assisted rack and pinion, 16:1 ratio
  • Lock-to-lock: 3.125 turns
  • Turning circle: 13.3 meters
  • Kerb weight: 2238kg
  • Maximum trailer weight: 1996kg
  • Suspension, F/R: Independent SLA / Leaf spring, 46mm gas-charged dampers
  • Brakes, front: 312 x 28mm disc, four-piston caliper
  • Brakes, rear: 312 x 12mm disc, single-piston caliper
  • Approach / departure / break-over angles w/32-inch tires: 37.1° / 30.9° / 19°
  • Grade / side slope capability: 60% / 40%
  • Maximum water fording depth: 610mm
  • Tires: P265/75R16
  • Price, starting from: JD29,900

Ladies Of The Geneva Motor Show 2009

Admin
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Ladies Of The Geneva Motor Show 2009
IDEA Institute Era
IDEA Institute Era
Giugiaro Frazer-Nash Namir
Rinspeed iChange
Lamborghini Murcielago LP670-4 SV
Skoda Yeti
Fiat 500 Abarth
Giugiaro Frazer-Nash Namir
Maserati Quattroporte S

GMC Yukon XL (4×4): No Half-Measures

Ghaith Madadha
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GMC Yukon XL (4×4): No Half-Measures
Living in strange times, it seems that post-global economic crisis era, there has rarely been a better time for someone relatively unaffected by the crisis to buy and be able to run a vehicle like the GMC Yukon XL owing to two major factors, which include the fact that less people are getting credit to buy cars, which are stockpiling at dealers’ and manufacturers’ courtyards in the US and the massive drop in world and local oil prices. The end result is for upper middle class buyer with cash is that they can probably work out nice deals on most cars, and at the same time are able to better afford the running costs, particularly if the vehicle’s tuned for a lower and cheaper grade of octane. Formerly known by its long-running name Suburban, now reserved for the Chevrolet version, the GMC Yukon XL is the archetypal ‘Jimms’ as it is affectionately called in the Gulf. With GMC being a brand sold only in the US and Middle East, it is the Yukon XL. Which best most visibly, culturally and economically reflects the special relationship between the US and the region, and indicates the similarities of auto culture in the US and Gulf. While a modern, efficient, high torque blown oil burner would be the most suitable engine for such a heavy vehicle, it is the US and Gulf distaste for Diesel, cheap fuel prices and wide straight roads which endear a big brawny 6-litre V8 petrol engine. The traditional applications for the Yukon XL in these intertwined cultures, is somewhat diametrically opposed but mirrored in both, with it on the one hand uniting denim wearing and burger munching American families and dish-dash clad and lamb-chomping Arab families alike. While its size, effortless power and comfort make it a tremendously vast family car in both cases, these very same attributes have also lent it a certain infamy in being a favored CIA-mobile and ride of choice for numerous Middle East states’ security details. With tinted windows maintaining the privacy of the housewives or gun-toting goons inside, the Yukon XL always strikes a formidable physical stance and projects a psychologically imposing aura. With its sheer size, thunderous exhaust note aggressive grille and headlights, bluntly unadorned aesthetic design and almost perfectly rectangular yet smoothed down shape and lines, the Yukon XL can project of menace, domination and authority, making it utilitarian vehicle ideally suited to the security detail it is often assigned. While convoys of black Yukons and rather thoughtless Gulf drivers may not necessarily endear the drivers of such vehicle, but being able to separate car from driver, I too would employ the Yukon XL as my ideal security detail vehicle were I in such a position, owing to the sheer awe and shorthand message deliver by arriving in the same way that Condi Rice or Dick Cheney would. With a 6 litre V8 engine now producing 355BHP at 5,600rpm and torque is up to 416lb/ft at 4,400rpm, the current Yukon XL is in a continual state of refinement, development and improvement on its long-running and decidedly old-school, yet tried and tested truck platform and architecture. Honed over its predecessors, the Yukon XL also features an improved interior, vehicle quality and value for money, as well as more dynamic improvements such as a wider wheel track for enhanced directional stability on the straights and as well through corners. An unreconstructed yank tank oozing machismo, the Yukon XL’s most seductive aspect is the unmistakable deep burbling bass line emanating from its brawny, butch and laid back big displacement V8. Despite its massive power and grunt, the hugely heavy Yukon XL requires that the 6-litre V8 still be worked a bit hard for one to get the best out of it, as when cruising with light throttle, the full expanse of power isn’t immediately apparent. Depressing the throttle hard and working the electronically controlled hears, instead of relying on the automatic changes for fast driving, the mammoth engine becomes livelier from 3,000rpm, when a heavy and immense wave of torque becomes starkly noticeable. Handling prowess has never been full-sized body-on-chassis US SUV’s forte or even intention, and while guiding the Yukon XL through fast, tight and winding roads is still a chore, as body roll is evident and its difficult getting a car that size to be precise, but the enhanced and wider track on the latest incarnation help, as does the engagement of four-wheel-drive mode, which improves grip by dispersing power equally and ensures that the front wheels bite into corners and the rear wheel don’t get to much power. Given its muscularly powerful engine, ladder frame chassis and tough four-wheel-drive, the Yukon XL would be good for some off-roading, but where it’s at its best and most comfortable with would be long distance cruising and towing. Not the most ostentatiously or pretentiously decked out of vehicle, the Yukon XL exudes a more homely down-to-earth comfort and ambiance. The luxury of a Yukon XL is not in the finest grain wood finishing not the most stylishly ergonomic or high tech furniture, but rather that most basic and now often overlooked definition of luxury: Comfort and masses of space. If many modern luxury and executive cars are like chic New York apartments, the Yukon XL is more like an expansive and laid back Texas estate or ranch, for driving or riding in the XL one can really get comfortable and luxuriate in the excellent head, hip, shoulder, and leg room from a most commanding of positions. With terrific space all round, the eight seat (or nine with the front bench option) Yukon XL can actually accommodate proper sized adults in the third row and still has generous load space behind the third row, while when one fold down the third an second rows, space becomes simply voluminously cavernous. Given its amenities and space, the Yukon XL can easily be more comfortable and luxurious place on long-distance journeys than most expensive prestige SUVs. Gas guzzling, old-fashioned and even archaic are all charges that can be reasonably leveled at the Yukon XL, but despite these critiques, it remains a supremely and effortlessly comfortable and charismatic beast, and considering its space, power, height, size, attitude and most importantly the buying publics on-going love affair with big a brash SUVs, is still a force to be reckoned with. A basic yet luxurious vehicle, the long term future may not bode well for the Yukon XL and its ilk, but oddly enough in such economically troubled times, it’s probably the best time to actually be able to afford buying and running such a brute. GMC Yukon XL (4×4)
  • Engine: 6-litre, in-line V8 cylinders
  • Gearbox: 6-speed automatic
  • Drive-train: Rear / four wheel drive, 2-speed transfer case
  • Power, BHP: 355 @5,600rpm
  • Torque lb/ft (Nm):  416 (565.4) @4,400rpm
  • Length: 5,649mm
  • Width: 2,009mm
  • Height:  1,951mm
  • Wheelbase: 3,302mm
  • Maximum cargo volume: 3,892-litres
  • Turning circle: 13-meters

Infiniti G35 Sedan: Chasing Germans

Ghaith Madadha
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Infiniti G35 Sedan: Chasing Germans
Nissan’s comeback under Carlos Ghosn’s tenure hasn’t just been a financial one, but also an engineering, style and general product revival and now that all is well, Nissan’s been gunning for some pretty heavyweight Germans, namely Porsche and BMW. While the sublime Nissan 350Z sports car has imposed itself as a bona fide alternative to Porsche’s Cayman and Boxter, and exquisite engineering and technology feast that is the relaunched GT-R is set to collect some Stuttgart scalps in its role as an out and out Porsche killer, it is the often overlooked Infinity G35 Sedan that is creeping up on the undisputed champion of the premium sports saloon, the BMW 3-Series. While upon delivery of the G35 Sedan, its styling looked attractive and interesting in its proportions and detail, I was unprepared for just how impressive this is as a driver’s car. While aloons with sporting aspirations or pretensions tend to often be heated up or tarted up cars based on other more run-of-the-mill saloon car platforms and architecture, this is not the case with the G35, for its sporting credentials are rock solid, in that it is based around the already mentioned Nissan 350Z’s front-mid layout and award-winning VQ-series V6 engine. In fact, and putting aside the big size, prestige, performance, price and niche difference, is in fact the Maserati approach when it came to the current generation Quattroporte, which too is based on sports car architecture, platforms and drive trains, in that it shares the mid-front engine and rear axle mounted gearbox of the Maserati Coupe and Gransport, as well as the Ferrari 616 Scaglietti and 599 Fiorano. In the case of the G35, the gearbox is more mounted behind the engine, whereas the more exotic transaxle mounting has been reserved for the GT-R. With exceptional performance, terrific refinement and a significantly cheaper than German price tag, the G35 is a car that demands to be taken very seriously indeed as a 3-Series alternative. On test drive, time and again the G35 thrilled as it devoured Al-Ain Emirate’s Jebel Hafeet and its 11.7 km, 60 corners and 1219 meter climb. The front-mid architecture and near ideal 53% front to 47% rear weight distribution,  in addition to well-judged suspension settings and damping to get the right mix of handling ability and ride comfort, meant that the strong twist and turns were dispatched with an adept poise befitting of any good sports car. Attacking Hafeet’s steep incline was the high revving (7500 rpm redline) V6 engine common to many Nissans, in 3.5 liter, 327 (unspecified) HP at 6800 rpm and 279 (unspecified) lb/ft at 4800 rpm guise. While power and torque accumulation to the peak point is progressively quick and satisfying, for a serious run at Jebel Hafeet’s inclines and altitude, one was inclined to working the selectable paddle shifts mainly between second and third gears, so as to keep engine speed in the peak torque and power zones so as to unleash the sort of acceleration, velocity and responses that can match the G35’s chassis and it amazing ability. While the G35’s ability to accelerate so rapidly under such conditions impressed, it was however its sublime ability to devour the tight corners and the poise it displayed in constant direction changes which left a truly lasting impression. Due to the recessed front-mid engine layout, the G35 is terrifically balanced, and over hangs are able to be kept to a minimum, so that the bulk of its weight sits between the wheelbase and wide foot print and thus more controlled and balanced when thrown about. Going into a corner at speed, the G35 displays little body roll and high levels of control, whereby pushing its abilities to far induces an initial mild oversteer to warn the driver to correct things, and when it high gripping gummy 245/45R18 rear tires give out and their squeal officially become oversteer, one is delighted by the progressive, controlled and highly useable nature of the slide. While power-slides are controlled, grip is high and balance is excellent, the G35 has yet another trick up its sleeve, and that is a limited-slip rear differential, which too many car manufacturers omit due to extra cost, but is in fact one of the best safety and performance aids possible. Through the corners, a limited slip differentia mechanically and thus instantly distributes torque and power to the wheel that needs it most, and thus is an active supplement to a fine chassis like the G35’s, rather than a hinder like electronic stability controls which are reactive and work by cutting power and applying brake force. The G35 incidentally comes with both, but so good is the mechanical device and the chassis, that I found the electronic nanny to be mostly superfluous, and better to leave off. On the way to Jebel Hafeet from Dubai and back, the G35 displayed excellently relaxed high speed stability and noise damping, in addition to a steering set-up that managed to both be well-damped and reassuring on the highway, as well as communicative and responsive on the hill climb. After the hard work of Hafeet and after, the brakes still felt strong and responsive, displaying a high level of resilience to fade in such circumstances. The five speed automatic gearbox executed smooth and quick cog changes almost all the time, but did naturally hesitate ever so slightly when I tried alternating between harsh and relaxed throttle inputs. Echoing its architectural layout is the G35’s sleek and sexy silhouette with a long bonnet, short front overhang and a pert short boot. Swept back front light clusters and a functional and classy interior and dashboard layout and good driving position further complement this most attractive of propositions, and put the finishing touches on one of the best junior executive saloons on sale today.

Specifications

  • Engine: 3.5 liter, 24 valve, in-line, front V6-cylinders
  • Bore / stroke: 95.5 / 81.4 mm
  • Gearbox: 5-speed auto, rear-wheel-drive, with viscous limited slip differential
  • Performance:
  • Power, HP [unspecified]: 306 @ 6800 rpm
  • Torque lb/ft (Nm) [unspecified]: 279 (378.5) @ 4800 rpm
  • Dimensions:
  • Length: 4,750 mm
  • Width: 1,773 mm
  • Height: 1,453 mm
  • Wheelbase: 2,850 mm
  • Track, front / rear: 1520 / 1530 mm
  • Kerb weight: 1,640 kg
  • Weight distribution, front / rear: 53% / 47 %
  • Tyres, F/R: 225/50 R18 / 245/45 R18

Mercedes-Benz C320 CDI: Burning the Midnight Oil

Ghaith Madadha
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Mercedes-Benz C320 CDI: Burning the Midnight Oil
In fact, Mercedes’ own Diesel saloons of that era and before were renowned primarily for their use as German taxis owing to their comfort and indestructibility, in addition to their added low fuel costs but certainly not their performance. Since the Mid-1990s Diesel power has been undergoing an ongoing revolution that has only in recent years taken on a radically different face, and nowadays the cream of a model line-up is often the oil-burner. With turbo-charging now being a standard feature on Diesel vehicles, in addition to fuel management and engine design advances, in addition to common-rail fuel delivery technology, the Diesel revolution means that modern Diesels are far smoother, more powerful, faster, more efficient and tougher than many petrol vehicles in a particular model line-up. Spearheaded by the Europeans, with Japan as the best of the rest, the Diesel revolution’s strides forward and popularity has pretty much corresponded with increasing world fuel prices and taxes, the fears of oil running out and increased concern for the environment. In the dark days of the twentieth century, it was all but inconceivable that Peugeot Le Mans racers would be Diesel-powered, nor that one of the best executive saloons in the world would be the astonishing oil-burning 535d from BMW, of all traditionally petrol-headed companies! In Europe, Diesel cars are already more popular and cleaner than petrol variations, and with urea-treatment exhaust emissions such as Mercedes’ BluTec technology making Diesel fuel ever cleaner than imaginable. With the new C-Class saloon, Mercedes have one of the finest junior executive saloons in the business, offering an even grander and better riding car than its C-Class and 190 predecessors and a look that mirrors the elegant and muscular design cues of the S-Class luxury saloon and CL-Class luxo-coupe, in addition to an emphasis on sporty and agile handling and an aggressively bold three-slat grille and previously coupe and performance model only large grill-embedded tri-star on the Avantegarde trim as tested. Of the C-Class range, which stretches from the entry level C180 to the super saloon AMG C63, but all things considered, the pick of the crop as I see it is the C320 CDI. Powered by 3-liter common-rail turbo-Diesel V6, the 250 km/h capable (electronically limited) C320 CDI’s 224 HP at a mere 3800 rpm are just less than the 3-liter V6 C280’s 231 HP, while its hulking 376 lb/ft available over a wide useable band of 1600-2800 rpm is equal to that generated at 4000 rpm by the previous generation 5.4 liter V8 AMG C55. Achieving such figures while at the same time delivering better fuel economy (7.2 liters per 100 km combined cycle) than the entry lever petrol 1.8 liter four-cylinder C180 Kompressor, in addition to a 0-100 km/h time of 6.9 second, in automatic as tested that makes it quicker than the C280 and just slower than the 3.5 liter V6 C350, the C320 CDI on paper makes a sound proof case for itself. Driven in almost-tropical storm conditions on Spanish roads a day after the terrific petrol C350, the quiet and smooth sounding C320 CDI was an eye opener and proved itself a great car on the road as well as in principle. With its highly versatile engine and smooth optional 7-speed automatic, the C320 CDI is never found wanting thrust with the seven forward gears even somewhat redundant owing to the abundant torque available over a flat and wide band that compensates for the need for many gear changes. However, seven speeds are welcome, and regardless of what speed or gear the C320 CDI’s thrust was overwhelming and relentless, and while it didn’t have the high-rev verve of a high strung sports car, the C320 CDI has the sort of indefatigable brute force associated with locomotives rendering uphills and overtaking maneuvers a cinch. The un-dramatic ease with which the C320 CDI performs was most astonishing in how easily it surges onward at high speed. Running late for a flight and braving relentless rain and winds, the C320 CDI devoured highways and even at very high speed and in seventh gear, an abundant surge of torque allowed for steady yet swift acceleration, easily pushing against aerodynamic drag and wind resistance taking it close to its maximum. With 224 HP coming into play at 3800 rpm, this is not a Diesel that runs out of steam after its torque-rich mid-rev range, but rather one that maintains momentum. Designed with an eye on aerodynamics and air flow, the C320 CDI feels at perfect ease and firmly planted at speed, while the greater emphasis on handling and agility were evident in its poise and balance on the winding Spanish countryside, with the adaptive damping and more direct steering playing their respective roles keeping it tidy and communicative. Perhaps over-zealous, the electronic stability controls however proved infallible and indispensable when pushed on fast wet corners, meaning drivers are ever less likely to require the C-Class’ enhanced crumple zones and impact energy flows, and other standard and optional safety systems. A most welcome return to the traditional prominent Mercedes grille and a wide and buffed body also lend the C-Class an air of purpose, elegance and authority, while the interior features decent space and an ambiance of Germanic functionality, quality, and basic elegance. The C320 CDI is one of the cars at the heart of Europe’s evolutionary yet revolutionary Diesel car short to long term answer to rising oil prices and the inevitable dwindling of supplies. Smooth riding, agile handling, elegant, fast, low-polluting, efficient and powerful, we in Jordan still live in the automotive medieval age and will not soon be driving cars like the C320 CDI. With only low quality and high sulfur Diesel unsuitable in the long-run for modern Diesel engines available and a ban on Diesel passenger cars, the strange reports of miracle Diesel cars need to soon become reality here, with cleaner fuel and a lifting of the ban to so that Jordan can too reap the benefit and joy of probably the most important contemporary automotive development. Specifications
  • Engine: 3-liter, 24-valve, common rail turbocharged Diesel, V6-cylinders
  • Bore x Stroke: 83 x 92mm; Gearbox: 7-speed automatic, rear-wheel-drive
  • Power, HP (kW): 224 (165) @ 3800rpm
  • Torque lb/ft (Nm): 376 (510) @ 1600-2800rpm
  • Maximum speed: 250km/h (electronically limited)
  • 0-100km/h: 6.9-seconds
  • Length: 4581mm
  • Width: 1770mm
  • Height:  1448mm
  • Wheelbase: 2760mm
  • Track, F/R: 1533/1536mm
  • Kerb weight: 1700kg
  • Tyres: 225/45 R17

Maserati Coupe: Italian Appeal

Ghaith Madadha
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Maserati Coupe: Italian Appeal
One would not be doing the Maserati Coupe any justice, were one to describe it as a de-tuned or base-model from which the Gransport is derived, but rather that the Gransport is in fact the honed, sharper and more focused of the two. In effect, the Coupe is scorcher of a car without the added Gransport tuning, for it easily more than matches the Jaguar XK, or for that matter, even the beefed-up Porsche Carrera S for performance and sheer exotic elegance. Having driven the Coupe during the same sessions as the Gransport, my immediate interest was in the latter, but if one were to view the Coupe as a standalone, its performance is simply scintillating for a naturally aspirated 4.2 liter V8 with variable valve timing featured only on the intake manifold. With 390 BHP extracted at high-revving 7,000 RPM and 333 lb/ft of torque peaking at 4,500 RPM, the Coupe manages a devastating 4.9 second to 100 km/h from standstill, and on to un-restricted top speed of 285 km/h. The Ferrari derived short stroke and free-revving V8 is the same unit to be found in the Gransport and the Quattroporte, and as such is sweet and evocative sounding engine, which hits all the right aural triggers with a burbling, growling and screaming symphony playing out through the rev range ― albeit with slightly less gusto and dramatic effect than in an open top Gransport. With more power naturally comes more fuel consumption, but paying a bit more at the pumps is not likely to be an issue for someone wealthy enough for this particular motoring niche. Perhaps it isn’t quite as sharp as the Gransport, but the Coupe is an exciting and effective track companion, with corners and sudden directional changes made in a crisp and precise manner. While its ride quality is firmly comfortable, and high speeds are delivered with confidence, the Coupe also manages exceptional handling, owing to its balanced and intelligent architecture. Like other Maseratis and front engine Ferraris, the main bulk of the Coupe’s weight ideally and pretty evenly distributed within the wheelbase, as the engine is recessed behind the front axle and the gearbox is mounted in front of the rear axle. For better balance, agility, a lower centre of gravity and more controlled weight transfer dynamics, the engine is a low and short dry-sump unit. At 1,670 kgs, the Coupe is not much heavier than the all-aluminum Jaguar XK, but is smaller in size, which is not a bad thing, as it makes even more agile. As the Coupe GT, the base model comes equipped with 6-speed manual gearbox, or as a Coupe Cambicorsa, it comes with Maserati’s electro-hydraulic automated manual (with a clutch mechanism rather than torque converter), with control of the six forward gear through the F1-style paddle shifts behind the steering wheel, or can be driven in an automatic mode. Another main option feature is the Skyhook variable adaptive damping system, which works ten times faster than comparable systems to constantly fine-tune suspension response, and thus offers superb ride comfort as well as composure through the corners as it adeptly controls body roll. I found Skyhook to be particularly adept at ironing out and dealing with poor road surfaces, and manages to communicate the fine ripples of a road’s texture. With a luscious interior managing to feel classy, sport and indulgent all at once, and with a curvaceous feel to the layout of the interior that perfectly complements the sensually elegant Italdesign-Giugiaro styling, which manages to incorporate an evocatively exotic feel, which combines masculine muscularity with more pronounced feminine curvatures than somewhat aggressive aura radiated by the Gransport and its body kit enhancements.

Specifications

  • Bore x Stroke: 92 x 79.8 mm.
  • Gearbox: 6-speed, automated clutch / 6-speed manual
  • Driveline: Front-mid engine, rear transaxle gearbox, RWD
  • Top speed: 285 km/h
  • 0-100km/h: 4.9 seconds
  • Power, BHP (PS) [kW]: 385 (390) [287] @7000rpm
  • Torque lb/ft (Nm):  333 (452) @4500rpm
  • Length: 4523 mm
  • Width: 1822 mm
  • Height:  1305 mm
  • Wheelbase: 2660 mm
  • Track, F/R: 1525 / 1538 mm
  • Overhang, F/R: 963 / 900 mm
  • Kerb weight: 1,670 kg (Cambiocorsa 1,680 kg)
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