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AUTOMAN JUNE 2014

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2014 LAMBORGHINI HURACAN | 2014 BENTLEY CGT V8 S |2014 VOLKSWAGEN GOLF R |2014 PORSCHE MACAN |2014 MINI COOPER |2014 TRIUMPH BONNEVILLE |NISSAN MURANO & PULSAR | MOTORSPORTS

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JUNE 2014 ISSUE NO 154

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SPOT REPORT: 2014 NEW YORK AUTO SHOW | TRENDS: SUB-BRANDING GAINING MOMENTUM PAGE - 27

in this issue 28

CONTENT METER

COVERstory |

2014 Lamborghini Huracan Gallardo successor is a stunning piece of design and engineering

NEXT ISSUE 2015 GMC Yukon

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cover story 28-35 2014 lamborghini huracan 36-41 2014 bentley continental gt v8 s Oman and regional news 6-11 New GMC Yukon coming soon, New car launches:

2014 Honda City, 2014 Subaru WRX STI and STI, Blue Oval’s latest technologies showcased at brand event in UAE, Regional performance indicators: Nissan, Jaguar Land Rover, General Motors Middle East, Renault, Infiniti.

Al Jenaibi organizes ‘Tour of Supremacy’ with BMW cars, Michelin summer promotion held in UAE, Al Nabooda opens new multibrand car showroom in UAE, Zubair Automotive Group website wins award, SBG receives three awards from Toyota, New VW Beetle in region, marketwatch, VVIP edition Nissan Patrol on sale, VW CC gets no-cost engine upgrade

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brandwatch 22-27 TFiat Chrysler Automobiles game plan detailed,

Jaguar confirms XE as new name for forthcoming sports sedan, Aston Martin will not retire 12-cylinder engines, Aston Martin confirms new platform development, Mazda MX-5 chassis for new Fiat product?

Jaguar to produce six units of classic Lightweight E-Type, Volkswagen locks in design for budget brand, Subaru details future business strategy, Lexus planning bigger SUV? Lexus to offer supercharged LX 570 exclusive for Middle East, Lexus shy of China production, New Navarra-based SUV to be launched by Nissan soon, Mercedes-Benz future SUV strategy getting clearer, US taxpayers whopping $11.2bn bill for GM’s bailout, Anniversary specials from Ford and BMW, Wiesmann closed for good, Executive appointments: Mark Fields, Jean-Marc Gales, Yves Bonnefont

36 Bentley Continental GT V8 S Now, with that extra punch

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International news 12-21 2014 New York auto show REPORT

12 s ncept o c g n s i Stunn duction car o r and p New York 4 @ 201 ow h Auto S

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also driven 42-45 2014 volkswagen golf r 46-49 2014 mini cooper 54-59 2014 porsche macan exclusive First drive 50-53 2014 hyundai xcent

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First ride 54-56 2014 triumph bonneville previews 64-65 2014 kia carnival 66-69 2014 nissan murano & pulsar 70-71 2014 mercedes-benz s63 amg coupe

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72-75 2014 COTY MOTORSPORTS 76-79 FORMULA 1 China/Spain reports, Jack Brabham 80 Chicane

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editor-in-chief Mohammad Al Taie

AL ROYA PRESS & PUBLISHING PO Box: 343, Postal Code 118 Al Harthy Complex Sultanate of Oman Email: automan@alroya.net Website: www.automan.me Editorial office: Tel: +968 24479888 Extn 300, Fax: +968 24479889 Distribution: Tel: +968 24490386, Fax: +968 24121045 Subscription: Tel: +968 24493701, Fax: +968 24121045 publisher Hatim Al Taie

hatim@alroya.net

EDITOR & GM Raj Warrior

raj@alroya.net

executive EDITOR Chandan B Mallik chandan@alroya.net contributing EDITOR Anne Kurian annekurian@alroya.net HEAD OF Design Antony Karlo photography Elvis John Ferrao marketing Sayantani Ghosh sayantani@alroya.net circulation books@alroya.net FINANCE & ADMIN Sumy Mol

sumy@alroya.net

Website & IT Mohammed F Draz mohammed.draz@alroya.net Printer Ruwi Modern Printers LLC, Muscat Tel: +968 2479 4167, 2479 8157 Fax: +968 2470 0545 © 2014 All editorial content of Automan in the magazine and its website is copyrighted and may not be reproduced in any form without the written consent of the management of AL ROYA PRESS & PUBLISHING Automan accepts unsolicited exclusive editorial material, but reserves the right to publish any such material. Once published, the copyright for any such material will vest with AL ROYA PRESS & PUBLISHING

It looks like the recovery in the global car market has gathered steam. The good old battle between GM and Toyota is back on and the volumes are back above 50 million vehicles worldwide. In the process, some market dynamics have changed – with China becoming the world’s largest market, the GCC being the most profitable per capita and the luxury segment getting newer players.

We had some interesting one on one discussions with senior global industry executives over the past month. One of the outcomes has been the acknowledgement of a resurgent luxury segment. Bentley has anyway confirmed its SUV, sending out teasers of what it will look like. And another sportscar brand is exploring a 2+2, which should be unveiled for the motorshow season at the end of the year. And mainstream premium brands are working hard to catapult newer, more efficient models into the market as well.

The Huracán that features on the cover this month’s issue is Lamborghini’s replacement for the Gallardo. It raises the bar for the segment, with classleading interiors, an amazingly stylish exterior and a hundred thousand Rial price tag. But what is really important is that it also symbolises a change in the mind-set of a major brand – it realises that customers who pay so much expect their cars to be multi-modal, fulfilling the need for a track car along with a city commuter. To their credit the Huracán beats the Gallardo on the track and beats the class as a regular drive on the road.

However, the way in which we interact with our cars also seems to be set for a change. Google has taken the next step in its exploration of an autonomous drive by announcing its own car – without steering wheel, brake or even an accelerator pedal. If ever that goes mainstream, we may just become a magazine of a rapidly disappearing genre – the human-driven car. Google’s move symbolises the trend towards offering solutions that serve as market disrupters. For starters, if you have a car that will take you wherever you want, who needs a human-driven taxi? And why would you wait for a bus when you could summon one of these bugs to your location through your smart phone?

Admittedly, we are still some time away from the day when legislation around the world will allow these devices on the main road. Can it truly be called a car?

Now, Automan is available in bookshops in the United Arab Emirates too! Get your copy or let us know which outlets you would like to see us in

2014 Subaru WRX & WRX STI

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ubaru’s authorized importer in Oman has announced the arrival of limited to 1,000 unit worldwide production of the 2014 WRX STI sports sedan, the halo model in the series. The instantly recognizable model sports exclusive combination of WR Blue paint and forged alloy wheels and unique interior trim. The WRX STI is powered by a 300hp 2.5-litre turbocharged Boxer engine mated to 6-speed manual transmission that comes with an STI specific short-throw shifter.

Meanwhile, for better control, Incline Start Assist will momentarily prevent the car from rolling backward when being driven away from a stop on an incline. The incoming model also debuts Subaru’s new four-door widebody design and is built on a stiffer chassis for even greater handling agility and precision.

The Subaru WRX STI provides a rally-bred drivetrain and all-wheel drive handling that is unique to this model. Handling is enhanced with a stiffer chassis, firmer springs and faster steering (13.0:1 ratio). New technologies include Active Torque Vectoring which compliment proven handling technologies like Multi-Mode Driver Controlled Centre

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Differential (DCCD) Symmetrical All-Wheel Drive, Multi-Mode Vehicle Dynamics Control, and a Brembo® Performance Brake System with Super Sport ABS. The second car that also made its debut was the all-new 2014 WRX. The Legacy-based car had its world premiere at the 2013 Los Angeles Auto Show and the product concept for this car is “Pure Power in Your Control”.

Reigning in the intense power and superior environmental friendliness of the 268hp 2.0-litre horizontally-opposed direct injection turbo Boxer engine and symmetrical AWD in a stiffened chassis and reworked suspension designed to quicken vehicle response to driver steering input and raised the limit performance for cornering. For Oman market, the car is offered with Subaru’s Sport Lineartronic transmission which offers spirited driving styles. For instance, when driving in the D-range, selecting “Sport ‘S’ mode” with “SI-DRIVE” switches to eightspeed shifting. This gives the Lineartronic a selectable mode in addition to its standard smooth shifting mode lets drivers directly feel the WRX’s impressive power performance to better enjoy its sporty ride. In addition, Multi-mode Vehicle Dynamics Control (VDC) and Active Torque Vectoring have been added for even more predictable, more enjoyable driving. Both cars where launched simultaneously at the dealer’s all-new stateof-the-art Wattayah showroom.

Oman & region

Blue Oval’s latest technologies showcased at brand event

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n a bid to keep its core audience wellconnected, over 300 regional Ford sales consultants, fleet customers and media were invited to experience Ford brand culture, DNA and pillars as manifested in its latest technologies and products across the spectrum.

Dubai’s Autodrome was chosen as the venue and two models -- the all-new 2014 Ford Fusion mid-size sedan and the new Ford Ranger compact pickup – were picked out as the models boasting capabilities and technologies. “In today’s competitive

marketplace, it’s more important than ever for us to highlight how Ford cars stack up against the competition,” said Kalyana Sivagnanam, director, Marketing, Sales and Service, Ford Middle East & North Africa.

The track and off-road demonstration exercises also included a key Japanese brand rival. The all-new 2014 Fusion mid-size sedan which was tested by Automan last month offers an unprecedented portfolio of segment leading driver assistance and convenience technologies based on sensors, cameras and radar that enable

the car to see and respond, whereas Ford claims that the all-new Ranger has been tested in places offering various levels of challenges such as Australia, Dubai, Thailand, North America, Brazil, Sweden and South Africa. Ranger prototypes have reportedly clocked more than a million kilometres on the road supported by countless hours of exhaustive testing in state-of-the-art laboratories. Engineered and tested to ensure it can stand up to the toughest challenge. It can tow more, carry more, wade deeper and climb higher than many competitors.

Nissan posts strong performance results

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n 2011, Nissan Motor Company’s introduced its ambitious Power 88 six-year business plan aimed at accelerating the company’s growth across new markets and segments. The plan was put into effect in mid-June [2011] and covered fiscal years 2011- 2016. Carlos Ghosn, President and Chief Executive Officer announced the financial results for 12 month period and fourth quarter ending March 31, 2014 last month.

“Nissan generated solid results in fiscal year 2013,” said Ghosn. “Nissan’s performance will improve further in 2014. We are taking determined steps to reach our Power 88 goals [committing to an 8 per cent operating profit and targeting 8 per cent market share] including greater focus on market-by-market execution, ramping up newly installed manufacturing capacity and strengthening our brand power.”

The Middle East has also contributed in this global success story. Nissan achieved record

sales in the Middle East of 196,885 vehicles in the 2013 financial year, a 23.1 per cent increase versus financial year 2012. This same record results registered March as the highest sales month in the company’s history reaching 28,900 units in the region. In addition, overall market share grew from 8.9 per cent to 10.3 per cent over the 12-month period.

In the 2013 financial year, Nissan also announced a very ambitious plan for the KSA market and Turkey was also added as a new territory for Nissan Middle East [NME]. NME’s ambitious goals include tripling current sales volume [to 100,000 units] and market share [12 per cent] by the 2016 financial year. Nissan is confident of building on this success in the current financial year with a further jump in regional market share to 12 per cent. Retail sales are projected to increase by 20.9 per cent per cent to around 237, 988 units.

“Nissan’s results for the last financial year have been exceptional. Our product line-up has never been as broad or as versatile and that clearly resonates with the motoring public in the Middle East The its soaring success was a result of Nissan Power 88 – an extensive global midterm plan that includes a commitment to significantly boost the product line-up and a drive to increase Nissan’s brand power and awareness. The momentum will be more than maintained – it will escalate over the next 12 months and beyond. Our ever-expanding lineup will continue to mirror the creative best of Nissan. Success cannot be achieved without outstanding dealership partners and our network is truly exceptional. The Middle East is a pivotal market for Nissan and we are totally committed to it,” Samir Cherfan, managing director Nissan Middle East.

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onda Motor Co. (Middle East Office) introduced its C-segment new sedan, the City, for the Middle East in Dubai last month.

The sharper styled new arrival will be offered in three grades with an introduction of a new base grade -DX followed

by LX and the top-of-the-line EX. Only one engine, the 1.5-litre i-VTEC delivering maximum power of 118hp at 6,600rpm and a maximum torque of 145Nm at 4,600 rpm is offered. This engine is mated to the new generation CVT 7-speed transmission which has been developed using

the company’s Earth Dreams technology.

Meanwhile, Honda has introduced some improvements to the carry over engine from the previous City and this has improved fuel efficiency from 6.6-litre/100km with the old auto to 5.7-litre/100km. The new City features 24 per cent improved rigidity over the outgoing model and changes have also been made to the steering, while the suspension has been tweaked for an improved ride.

Honda claims the car has been structurally designed to score a maximum five-star rating in the NCAP frontal off-set, side- and poleimpact collision tests.

A lot of attention has been paid in getting the feature pack up to date and the key highlight in the cabin besides generous space is a completely new dashboard with pianoblack finish accents and a control panel touch screen beneath a larger seven-inch advanced integrated audio screen. External devices can be paired via various ports like USB/HDMI. Cargo space is up from up from 506=litres to 536-litre cargo capacity. The car was also launched in Oman by its official importer retailer. Prices in Oman begin at OMR5,949 for entry DX and OMR6,869 for top EX model.

And despite the political unrest in Thailand from where the car will be imported, Honda Middle East have assured dealers that the supply chain is not affected and hence it will be business as usual.

Oman & region

Regional performance indicators Jaguar Land Rover

Jaguar Land Rover has once again witness exceptional growth in the MENA region by posting an impressive 36 per cent year-on-year sales increase for the fiscal year April 2013 to March 2014. “In a fiscal year when we introduced our strongest and most comprehensive line-up to date, whilst being awarded the most accolades in the company’s history, our performance in MENA is a phenomenal achievement, and one which firmly places us in the top five markets for Jaguar Land Rover globally,” says Bruce Robertson, Managing Director for Jaguar Land Rover MENA.

General Motors Middle East

GMME has reported its fourth consecutive year of growth in April vehicle sales, spurred forward by positive performance in the UAE, Oman, Kuwait and Bahrain. In comparison with April last year, Bahrain’s sales grew by 69 per. cent. This was followed by particularly high growth in other key markets Kuwait (up by 27 per cent), UAE (up by 22 per cent), and Oman (up by 12 per cent). GM Middle East’s overall April sales performance has increased year-onyear since 2010. “Of course we’re pleased to see such growth across the region and such strong performance in key markets,” says GM Middle East President and Managing Director, Maurice Williams.

Renault Middle East has reported that it has entered 2014 confidently, pursuing its growth strategy with 8 per cent sales increase year-on-year across the GCC. Over the first three months in 2014, year-on-year the French brand registered 18 per cent and 14 per cent growth in a Dubai & Northern Emirates market respectively. KSA and Qatar also contributed 21 per cent sales growth and 5 per cent market share, 10 per cent sales growth over a 7 pe rcent market increase year-on-year respectively.

Infiniti

Infiniti has announced that it sold 5,892 units across the Middle East in Financial Year 2013 (April 2013 to March 2014) – which represents a significant rise of 19 per cent for the brand when compared to the same period for 2012. The brand reports that its SUVs contributed to over 75 per cent of total sales volume with QX60 and QX70 remaining Infiniti’s core models. Juergen Schmitz, General Manager, Infiniti in the Middle East, said: “The Middle East is a very important market for Infiniti globally. The region provides our third highest market share worldwide and we are committed to growing further. To achieve this we have a robust mid-term plan in place which took a significant step forward last week as we began roll-out of our strategy for strengthening of our position in KSA.

Coming soon!

GMC has announced that ME dealerships will begin selling the all-new 2015 Yukon this summer. The Yukon will provide greater capability and refinement – with more power, new fold-flat rear seats and a quieter interior. The allnew Yukon family is more powerful and efficient than before, thanks to the new EcoTec3 engine family, which debuted earlier this year in the allnew 2014 Sierra. A 5.3-litre V8 is standard in Yukon and Yukon XL models and an exclusive 6.2-litre engine is standard in Denali models. The engines are designed to deliver the segment’s best horsepower and torque. Besides bold styling and detailing, advanced technologies including new pioneering safety and security specs join the comprehensive list of standard and luxury features. Meanwhile, optimized infotainment options are designed to broaden the appeal of one of the industry’s most-popular full-size SUV lineups. “The Yukon and Yukon XL was engineered from the ground up, building on a strong legacy of capability to take them to the top of the segment with exceptional refinement and purposeful technology,” said Nadim Ghrayeb, GMC brand manager.

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Tour of supremacy

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l Jenaibi Automobiles and experts from BMW regional office organised a two-hour media drive in and around Muscat in the 6 Series Gran Coupe and BMW 7 Series. Both model represent the German premium brand’s top-of-the-line models. The event also included customers who were given some updated information about the models, the 7 Series mainly, which now gets some chrome trim additions. While the aging 7 Series still holds on to its luxury portfolio, the sporting aspirations are taken care by the stylish 6 Series Gran Coupe.

Jaguar F-Type coupe shown at Yas Marina Jaguar has already introduced the convertible variant of the F-Type in the region and the hard top sibling will hit showrooms soon. The coupe was shown to select media in UAE and more recently at the Yas Marina circuit during a performance brand event. The interesting thing is that despite the fact that the F-Type was originally conceived as a convertible, it’s the coupe which we think will turn more heads. By far, it’s one of the best looking cars to be offered for sale. The F-Type will be offered in Oman also by MHD with the supercharged 3.0-litre V6 and also the bigger V8.

The F-Type uses an all-aluminium chassis, sound and vibration insulation is provided by the addition of a special underbody tray and engine mounts, and a double bulkhead between the engine bay and passenger compartment.

The layout is front-engined, rear-wheel-drive. The gearbox is an eight-speed automatic with paddle-shifters offering manual override. The F-Type has double-wishbone front and rear suspension with adaptive dampers and adjustable suspension settings to allow the driver to adjust ride and handling.

Depending on spec, the car can offer 25 different driving modes programmed to suit different road conditions and driving styles. Mod cons included in the two-seater setup are leather interior and control buttons finished in aluminium.

There is a touchscreen display in the centre console and another TFT display between the dials in the instrument panel. There is also a choice of flat-bottom or alcantara finish for the three-spoke steering wheel and buttons finished in soft-feel matt black. Jaguar has also introduced a stop-start engine shutoff function, which Jaguar says boosts fuel economy by 5 per cent. Unlike the S and V8 variants, the “active exhaust system” which opens special valves over 3,000rpm to intensify the sound profile will not be available on the basic V6.

General Automotive Company, the official distributors of Mitsubishi Vehicles in Oman launched a special promotion last month. The promotion runs till June 15, 2014 and offers customers to receive great range of benefits from products from the triple-diamond brand. The package includes new 6-year unlimited mileage warranty, free cash gifts, free insurance and inclusive service packages.

news

Renault

Mitsubishi

VVIP edition Nissan Patrol First shown at the Dubai Autoshow last year, the limited to 200 unit production version of the VVIP edition of Nissan’s Patrol has arrived in the region.

As of now this edition is officially available for sales today across showrooms of Arabian Automobiles [AA] in UAE. Key highlights include an alluring black colour matt finish exterior, high quality red leather seats, Matt black front grille, and a rear gate handle garnish. The exclusive VVIP Patrol also sports special design chrome finish alloy wheels and special logo ‘Patrol’ stitched in the front seats.

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SBG receives three awards from Toyota Mohammed Saud Bahwan, chairman of Saud Bahwan Group received three prestigious awards from Hisayuki Inoue, senior managing officer, Toyota Motor Corporation HQ in Japan last month. The awards presented included ‘Toyota Marketing Award (Overall)’ and the ‘Toyota Marketing Award for Excellence (Vehicle Sales). Inoue also presented the ‘Outstanding Customer Service’ award — the third one in appreciation of Saud Bahwan Automotive’s initiatives to reach out to the customers in the Sultanate of Oman. “These prestigious awards mean a lot to us at Saud Bahwan Automotive. I humbly dedicate these awards to all our Toyota customers in Oman, whose loyalty has made Toyota the most admired brand in the country,” said Mohammed Saud Bahwan after receiving the awards.

Al Nabooda opens new multibrand car retail outlet in UAE

H.H. Sheikh Sultan bin Mohammed bin Sultan Al Qassimi, Crown Prince and Deputy Ruler of Sharjah and Chairman of Sharjah Executive Council, today officially inaugurated the new AED120mn Al Nabooda Automobiles combined sales and after sales centre for the Porsche, Audi and Volkswagen brands in Sharjah, UAE.

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exclusive TO Middle East Lexus to offer supercharged LX 570

The ubiquitous full-sized third generation LX 570 has been a popular full-size luxury SUV in the Middle East due to its urban centric profile with outstanding off-road and towing capabilities. Until now the model has focused more on providing a plush cruise rather than an outright sporty performance experience. But, that’s about to change, thanks to an initiative that’s been taken up by Sadayoshi Koyari San, chief engineer [Lexus Product Planning and Toyota Product Planning] to pump in some oomph in the model.

In the planning for three years, a limited official factory production performance version of the LX 570 is now available for select Middle East markets. Production of this model is strictly limited to 200 units.

Oman is among the first ME markets to have received this variant of the LX 570. The upgraded package uses the 5.7-litre V8 engine as in the standard LX 570, but its output has been bumped up by 69hp. The revised output is 450hp now, thanks to the addition of forced feeding via supercharger. Other upgrades include the introduction of high efficiency brake pads.

From the exterior, the car is mostly stock but at the rear has ‘Supercharged’ badging.

The mostly black interior has been distinguished by red leather seats, red accents and wood trim, with “Supercharged” scribed into the illuminated aluminium door sill. Other upgrades include xenon and LED headlights, a premium stereo and a full range of electronic assistance systems.

Koyari San, who was in Oman last month told Automan that supercharging was opted over turbocharging as it helps optimize torque delivery in lower revs much better. The supercharged edition also comes in the year when Toyota/Lexus is celebrating the 25th anniversary of the Lexus. When asked whether this was a precursor to a new line of performance SUVs, Koyari San made it clear that there were no such immediate plans and his priority with the model series was to ensure it was durable, reliable and safe besides continues with its hallmark ‘go anywhere capabilities’. In line with global trends of downsizing, lightweight construction, Koyari San’s team focus is to ensure that the future large SUV models retain their uniqueness even as specifications and advanced features find their way in to the successive models. Buyers in Oman are expected to pay a premium of OMR16,000 for this version over MRSP of the regular LX 570.

Spotlight

Fiat Chrysler Automobiles CEO Sergio Marchionne is keen to get Alfa Romeo back in the US as soon as possible and the brand presented the 4C as its mission statement. On arrival, the first 500 units will be called Launch Edition 4C, the carmaker has announced.

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ach motor show comes with a message from automakers and the recent 2014 edition of New York’s motor show was no exception. On one hand you had the German premium brands like Audi, BMW, Mercedes-Benz and Porsche pushing performance machines, while on the other hand compact crossover CUVs from Jeep, Honda and Chevrolet

were vying for attention from the ecoconscious crowd. And then you also had manufacturers banking on ‘special or limited edition’ taglines for outgoing merchandise.

And somewhere in-between these extremes were automakers who have discovered the power and market influence of design, even in volume selling models. Toyota and Hyundai

Author: Chandan B Mallik lead the chase with the redesigned Camry and Sonata respectively. The mood at New York was entertaining and the venue also served as platform for model anniversary celebrations by Ford and Mazda for the Mustang and Miata respectively.

Here are the key highlights from the show…

Honda’s US-only premium brand Acura took the wraps off the 2015 TLX sedan. Earlier it was previewed as the TLX concept at Detroit, the production model was designed to “deliver a unique and compelling blend of sports-sedan athleticism and premium luxury refinement” under the theme of Red Carpet Athlete. The TLX will replace both the TL and TSX in the US market. The job of bringing the TLX to life was entrusted to Erik Berkman, a 30-year Honda veteran who in 2012 became the company’s first non-Japanese head of research and development for North America. As Acura brand wants to shine among luxury franchises, it will be interesting to see how this reworked luxury car fares the test of the Tokyo-based automaker’s decision to give more influence to US engineers.

Audi seems to be enjoying tweaking its RS7 and at New York presented another “dynamic!” edition. The US market audience also got a first look at the A3 Sportback.

news

This year’s New York Motor Show had an interesting mix of concepts and production models

Essentially the replacement to the outgoing M3 convertible, BMW officially unveiled the M4 convertible. The open top is heavily influenced by the coupe’s mechanical set-up which includes 3.0-litre TwinPower Turbo six cylinder engines mated to seven-speed M Double Clutch or six-speed manual transmission. BMW also used the venue to introduce the new Track Handling Package in the 2-Series. BMW Motorrad also showcased its retro-theme Boxer engine based motorcycle concept.

The Vantage V8 GT as we know made its debut at the Geneva Motor Show and New York marked its US debut. However, at the media presentation Aston Martin created ripples after it announced that 2015 V8 Vantage GT was to be available from $99,900. The GT was joined by the unveiling of the DB9 Carbon Edition that mixed sport and luxury in the brand’s traditional style.

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Chevrolet Camaro as Bumblebee along with a Corvette Stingray that converts into Autobot Crosshairs. In addition, a Sonic RS will also feature in the film along with other cars like a Bugatti Veyron, Lamborghini Aventador and a Pagani Huayra. Meanwhile,

news

Among the usual array of Chevrolet models, there was a special section devoted to the Autobots for Transformers: Age of Extinction. All three previous Transformers movies featured Chevrolet cars and now for the fourth installment there will be a

Spotlight

Dodge used the event to showcase its redesigned 2015 Charger sedan.

The incoming version gets redesigned headlights and grille, a new wheel package and a more rounded rear but with the same giant brake light. Meanwhile, the new Challenger gets an upgraded Hemi V8 which with the Scat Pack option will offer 485hp. And from the Pentastar-Fiat umbrella, there was the limited to 50 units SRT Viper Anodized Carbon Special Edition.

Ten of these will get the Time Attack Group package.

for performance crazy Americans, one of the fastest reveals was that of the 625hp Z06 convertible. Chevy also showcased the Trax, its small SUV for the eco-conscious and the facelifted for 2015 Cruze.

Like many brands who believe design is an integral part of a car’s success story, Hyundai take it one level further by introducing mature design direction even in mass market models. Hyundai North American CEO Dave Zuckowski introduced the redesigned 2015 Sonata.

In a traditionally large car market it was interesting to note that compact SUVs were big at the show this year. Honda is planning to introduce the HR-V this winter around the same time as the Chevrolet Trax. Honda has promised that the Mexicobuilt Fit-based HR-V [Vezel in Japan] will be one of the most practical CUVs in the segment with generous cargo space and “magic seats” from the Jazz/Fit 14 | www.automanweb.com |

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New York marked the

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North American debut of the 2015 Jeep Renegade, the

Besides the usual array of models and the GT Concept, Kia’s big message

brand’s smallest crossover in the brand’s lineup. Sport, Limited

at New York was that it hadn’t abandoned its interest in the

and Latitude are the trims designated for Jeep’s latest entry level

MPV segment. The Korean brand introduced its all-new 2015

model Renegade. These badges represent the lifestyle street-

Sedona/Carnival mid-size MPV which has been redesigned from

biased models in the line-up, while the Renegade Trailhawk has

the ground up. The incoming model is less boxy than other

more off-road orientation with an increased ride height, skid

competitors and has received several crossover cues and Kia’s

plates and unique bumpers that improve the approach and

corporate styling.

departure angles.

Land Rover finally unveiled - in the flesh - its Discovery Vision Concept a couple days in advance of the New York Auto Show. The glitzy event took place on the deck of the USS Intrepid, now serving out its retirement as the Intrepid Sea, Air & Space Museum in the Hudson River in New York City. The venue was appropriate, as Land Rover and Virgin Galactic, Richard Branson’s commercial spaceline, have announced a long-term global partnership (thus explaining why a full size model of the VSS Enterprise suborbital spacecraft was in attendance).

Land Rover is touting the Discovery Vision Concept as “a vision into the future of Land Rover’s new family of leisure vehicles.” For the past decade, Discovery models sold in North America have been badged as the LR3 and LR4, but the Vision Concept marks the return of the Discovery nameplate to our soil. According to the British automaker, the Discovery is back to “redefine its territory in the leisure category.” The concept is intended to represent a future family of Discovery-named vehicles that will boast the new design language and introduce new technologies.

bring ks in an effort to ea tw g in yl st of in the couple to the drivetrain d now sports a or ite e m Li sid 0 in s X8 te Q e da r’s Th to Range Rove e aren’t many up n and QX80 SUV. concept similar uage. While ther a yed its Q70 seda ng y, la la tr n sp en di sig e m de lin ar t ery en -th Nissan’s luxu the brand’s curr im as its top-of e luxury SUV tr more in line with th e ce ot an ar om pr pe ap to its done e exercise was editions.

SUV, we think th GL-Class Designo nz Be sde ce er M or y Autobiograph The Jaguar XK is on its final leg of its career and befitting its farewell later this year Jaguar introduced the XK Final Fifty Edition at the show. The Final Fifty Edition is based on the XKR and will include a production run of 25 coupes and 25 convertibles exclusively for the US market.

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Introduced at a revision, the new Countryman incorporates some very minor cosmetic tweaks to the exterior.

More details were leased about the NX compact crossover. While powertrains will vary by markets, Lexus is offering a naturally aspirated NX 200, a NX 300h hybrid and an NX 200t turbo. The US market will get the NX 200t turbo and NX 300h hybrid. The NX 200t F Sport will also be available in Americas at a later date.

ay. The an interesting w in n tio no is th styling. rward and utility-based Murano takes fo ity 15 20 rm ifo ew un l-n r al fo n atio the 2013 n more d the third-gener ncept shown at t in a field know an Co ou n e ds sig nc an de na st so n on ai g Re wn the bankin of the once ag but then tone do “floating” roof nal design that e Nissan is heavily g io nc in ot na op em sl so ly dRe ar gh 13 w hi the 20 al design d back ver is a n concepts like ys Nissan’s glob -side creases an incoming crosso sa sig dy o, de bo an e ed ur siv M nc es w ou gr e ne the pron y sedan. te a buzz with ag . Not so with th The car retains -door Versa/Sunn akers often crea nsible shoppers m ur se fo to e l or Au ve . m le g y ow in tr sh riz en e Detroit auto n to avoid pola eshed take on th r mass productio splay was a refr di on s el od m styling in time fo r othe amura. Among chief, Shiro Nak

Mazda put up an interesting display of products and future technologies. The technology part was highlighted by the new Skyactiv chassis that will be used in the next generation Miata sportcar besides being shared by an unnamed Fiat product which will be manufactured in Japan by Mazda. Meanwhile, the Miata also celebrated its 25th anniversary at New York.

In January, Porsche brought not one, but two sun-loving convertibles to the 2014 North American International Auto Show in Detroit. As expected, right in time for summer Porsche had new Porsche 911 Targa and recently introduced Macan sharing the stand as key highlights.

Mercedes-Benz wants to take its performance prowess to the doorstep of compatriot Porsche and it was no surprise when the German tristar brand showed off its new 911 fighter a night before the show. The new 577bhp S63 AMG 4MATIC Coupe was among the key models shown. The S63 AMG coupe essentially replaces the CL63 AMG and serving as the high-performance upgrade to the S550 coupe, the S63 AMG is powered by a handbuilt 557hp 5.5-litre twin-turbo V8.

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The lightly modified Scion FR-S Release Series 1.0 is the first in yet many to come factory specified customization options. Limited to 1,500 units each 1.0 will come wearing screaming Yuzu Yellow paint and sporting a wild lower body kit, a prominent rear spoiler extension, an aero kit, a side garnish and a TRD quad-tip exhaust system. All this and a numbered commemorative plaque near the gearshift lever sign off the kit.

Almost every competitive model in the midsize sedan segment has undergone a significant facelift within the past two years as the competition has tightened and the overall market improved.

Design has become a bankable currency in the midsize segment and even mundane models have gone under the scalpel and have returned with more expressive designs.

in its line the void of a sports car ing fill g rin ide ns co en form of a Kia has be ve been displayed in the ha ns tio ira asp Its . ile concept up for a wh cased as the GT4 Stinger ow sh e up co ve dri el he ered with a 2+2, rear-w en lighted, it could be off gre ts ge it If ar. ye the der used in earlier in turbocharged four-cylin re, -lit 2.0 the of on rsi detuned ve Challenge. er from the Pirelli World the Kia Optima GTS rac

gon shape and tback retains its wa Ou w ne e Th r. ste re 2015 WRX STI. RX or Fo red Rallycross-spec w bigger than the W lou no co is tly ich igh wh br k ac its tb off new 2015 Ou o took off the wraps Subaru present the edecessor. Subaru als pr its an th re tu ma looks much more

We feel that Toyota has anticipated the heat generated in the mid-sized sedan segment with refreshed or all-new models from competitors, which prompted the Japanese brand to fast track and unveiled a refreshed version of its best-selling Camry that technically arrives only two years into its lifecycle.

In the US, Volkswagen’s essentially production ready cars displayed at motor shows are a hit with the audiences and this year it was the turn of the Golf Sportwagen TDI 4Motion to take the honours. Previously sold as a Jetta, VW’s Sportwagen will now fall under the Golf family. Volkswagen also introduced its facelifted for 2015 Jetta. With modest styling revisions, the freshened car now looks more like a scaled down Passat.

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the business case are still trying to prove General Motors insiders t coupe. And there’s Cadillac Elmiraj concep to build the car like the dillac’s global sales ssibility – thanks to Ca a ray of hope of that po successful ELR will o strongly thinks that a boss, Bob Ferguson, wh ering than the Volteven more upscale off likely lead to a larger, based two-door.

owcase that it is in ncept, Nissan is out to sh Co n da Se ort Sp the th Wi e new Sport Sedan g its design language. Th lin au erh ov of t ds mi the t we’ve witnessed the design elements tha of ny ma es pli ap t ep nc Co r-door shape. But a more conventional fou to s car ow sh t en rec on n Concept previews exercise, the Sport Seda n sig de re me a m fro far every indication of orts sedan,” which has sp on cti du pro ure fut “a ion Maxima. being the next generat

r ive 2015 Mustang 50 Yea has out its commemorat just to d ite lim is n Five decades later Ford ctio du Pro New York Auto Show.

2015 Limited Edition at the is based on the all-new car pe cou ve dri l hee r-w nt rea me The uip its. eq un ard 64 1,9 k. The stand with performance pac on led imb --W rs ou Mustang GT fastback col o tw only offered a choice of or list is long, with buyers to a six-speed manual ted ma V8 e -litr 5.0 hp 420 A l e. de Blu mo na n Ko itio or Ed White Year Limited will be offered. The 50 an h wit e kag Pac e a six-speed automatic anc rform e Ford is offering its Pe also marks the first tim automatic gearbox.

g FT-1 Concept. Short ta showcased its strikin Earlier in the year, Toyo nly disguised Supra FT-1 many believe is a thi for “Future Toyota,” the team, the FT-1 draws Calty Design Research Concept. Penned by the concepts from 2007 -HS and the Lexus LF-LC inspirations from the FT ept, it will be available While it may be a conc and 2012, respectively.

Digital to add the worked with Polyphony to drive soon, as Toyota FT-1 to Gran Turismo 6.

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Now that CEO Sergio Marchionne has spelled out Fiat Chrysler Automobiles game plan, what are your initial impressions?

this year, will follow by the end of the year - with these models and the otherexciting future expansions to the product portfolio that were detailed in the plan, we’ll continue to grow our sales and market sharesignificantly throughout the region.

The five-year plan that was announced on May 6, is a further refinement of our long-term plan. While it’s being viewed as ambitious and challenging, the objectives are very clear and we’re confident that it will be successfully executed, especially given the results that have been achieved to date against the original plan, which was also ambitious and challenging.

It seems that Jeep is the hero brand amongst the group.

What does that mean for SUV markets like Middle East?

Jack Rodencal

Managing Director / CEO , Fiat Chrysler Middle East

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Jeep, the original SUV based on the brand’s enduring core values - freedom, adventure, authenticity and passion - is our lead global brand. The iconic Jeep brand is recognised the world over, and every Jeep vehicle has a unique story to tell, with a rich heritage that links back to the original Willys MA. Jeep’s iconic design and consummateoff-road capabilities have come a long way since the brand’s first austere military vehicle turned into a true automotive phenomenon. Since then, Jeep has unveiled a series of unique SUV’s that express the brand’s core attributes whilst adding premium style and comfort.

This combination defines Jeep and inspires its loyal following, especially here in the Middle East, where the brand has extremely high awareness and acceptance levels.

Jeep is a brand that never stops innovating, and the appeal of our vehicles has been further broadened by the on-going expansion of the range and remarkable attention to detail, resulting in Jeep’s position as the #1 SUV brand and a new alltime global sales record in 2013.

So far this year we’ve already launched the all-new Jeep Cherokee and the Renegade, which has received rave reviews since it was first revealed at the Geneva Motor Show earlier

Alfa Romeo is also on the renaissance agenda. What are your plans for the Middle East for this brand and what sort of contribution you think this region will be able to play considering the weakened European scenario for this brand?

We are taking Alfa Romeo back to its roots - the brand has aheritage that is steeped in driving passion, from winning the first World Championship at Monza in 1925 and the first Formula One Grand Prix in 1950, and it’s a modern expression of that passion that will form the platform for the brand’s continued revitalisation.

The brand’s DNA has a strong fit with the Middle East customer profile, and that, combined with an expanded lineup alongside the marketing and network expansion plans that we have in place, means that it can make a significant contribution to our sales across the region.

What happens to Chrysler and Dodge in Middle East? Any thoughts on how things will move forward?

The Chrysler and Dodge brands are clearly

Key product highlights [2014-2018] Chrysler

• 2014: Refreshed 300/300C, debuting at Los Angeles Auto Show • 2016: 100 C-segment sedan launches; Town & Country minivan launches, complete with PHEV version • 2017: 200 sedan gets a mid-cycle refresh; all-new fullsize crossover launches, complete with PHEV version • 2018: all-new 300/300C launches; all-new midsize crossover launches Unconfirmed: 300 SRT8 will die

Dodge/SRT

• SRT brand will be folded back into Dodge, meaning the Viper once again wears the Dodge logo • 2014: refreshed Charger launches; refreshed Challenger and Challenger SRT launch; Avenger dies • 2015: refreshed Charger SRT launches; Viper refreshed • 2016: new Dart and Dart SRT arrive; new Journey arrives; Grand Caravan minivan dies with the arrival of new Chrysler Town & Country. Join our siblings at AOL Autos to reflect on the loss of the first mainstream minivan.

• 2017: new Journey SRT arrives; Durango refreshed • 2018: new B-segment sedan and hatch arrive; new Challenger and Challenger SRT arrive; new Charger and Charger SRT arrive

Jeep

• 2014: Renegade launches • 2015: Grand Cherokee refreshed • 2016: 75th anniversary of Jeep; Compass and Patriot die; all-new C-segment SUV launches; Cherokee refreshed • 2017: Renegade refreshed; all-new Wrangler launches; all-new Grand Cherokee launches

delineated with product portfolios that reflect their unique personalities.

The Chrysler 300, Dodge Charger, Challenger and Durango are already highly successful models for us in the Middle East.

The renewed brand focus and planned additions to the line-up can only benefit us, as this will further broaden our sales opportunities.

We touch on Dodge in response to your next question, but Chrysler’s positioning is very clear - it’s a perfect balance of style and substance, advanced powertrains and transmissions - the brand is driven by innovation, craftsmanship and world-class quality and designed to deliver on the promise of value.

There were some rumours that Dodge would be transformed into a pure muscle car performance brand. Is that likely to happen? And would such a move really help it move metal?

The strategy is to reinforce Dodge’s positioning as our state-of-the-art performance brand - we build performance cars and performance is technology - using world-class platforms, advanced engine technology and enhancing and developing a product line-up that continues to build on Dodge’s 100 years of attitude.

Dodge already has an extremely strong brand perception in the Middle East, with a line-up that generates a high volume of

sales for us. The Charger and Challenger are amongst the most popular vehicles in their segments, while the breadth of the Dodge range is perfectly demonstrated by the Durango, a true 7 seat SUV that has all the functionality that customers are looking for without losing the essential excitement that is part of driving any Dodge.

In view of above, how are u planning to communicate the repositioning of the Chrysler models?

As part of our clear and focused brand strategy, Chrysler will become our mainstream brand with an expanded line-up - by 2018, we will offer a line-up of vehicles that will include a compact car, mid size car, full size sedan, minivan, mid size UV and full size UV. Now that Fiat Chrysler Automobiles’ has officially decided to roll the SRT brand under the umbrella of Dodge, how will it affect Chrysler models which are also SRT badged?

In-line with the strategy, all performance models will fall under the Dodge brand as we reinforce its position as our state-of-theart performance brand, and there will be a full line-up that will, logically, include SRT models and Viper.

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face to face

cannot and achieve far greater sales volumes than Maserati.

Marchionne also plans to revamp the luxury Maserati to follow bigger rivals such as Volkswagen by building global brands and strengthening its position in the fast-growing and high-margin market for premium cars.

The most intriguing new plan laid out

by Marchionne involves Chrysler and Dodge. He plans to pull back on Dodge for a few years, while simultaneously attempting to build Chrysler into a fullfledged, mass-market competitor to Ford, Chevrolet, Toyota, Honda, Nissan, Hyundai, and Kia. In its presentation, Fiat Chrysler promised a newly-built Chrysler brand that would present a perfect balance of substance and style to be driven by innovation, craftsmanship, and world class quality, designed to deliver on the promise of value and built with pride in North America. In the grand scheme of things, the plan will cost around $77bn over the next several years.

news

May 06, 2014 was a date that industry watchers around the world had been waiting for as a significant announcement from Fiat Chrysler Automobiles CEO Sergio Marchionne was due.

As part of the group’s long-awaited five-year business plan, Marchionne wants to show how Fiat Chrysler can “go on the attack against the giants” in the industry and hence a lot of emphasis has been on execution. The group has repeatedly missed sales targets as it delayed investments, made some bad design choices and has seen its main European business lose share and plunge into losses during a six-year market slump.

Marchionne has revealed that Fiat Chrysler will build Jeeps in China and Brazil and is expected to invest billions of euros to revamp its battered Alfa Romeo sports-car brand in a bid to convince investors it can turn the newly merged automaker into a thriving global business.

In terms of business prospects, it seems that Jeep is the brightest within the group. Jeep has a decent portfolio of SUV products and is a globally recognised brand.

Marchionne’s best bet is to use Jeep to help grow sales, boost margins and to gain a global manufacturing footprint in Fiat’s home turf in Europe and in fast-growing markets such as Brazil and China. Marchionne once again vowed to bring Alfa Romeo back to North America following a two-decade absence and believes that it can deliver the global profile that mass market brand Fiat

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Aston Martin confirms new platform development Aston Martin CFO Hanno Kirner says that in the next few years, Aston Martin will be implementing the biggest investment programme in its 101-year history. Kirner further adds that the carmaker is preparing the ground for new and exciting products in the future. And for that, new investments will be used to engineer a “completely new architecture” that will underpin the company’s next-generation sports cars, some of which will also benefit from engines co-developed through a partnership with Mercedes-Benz’ AMG division. “The strategic partnership with Daimler AG will bring with it cutting edge electrical and electronic architecture expertise, and the shared development of world-class bespoke V8 powertrains,” Kirner added. However, a possible launch time-frame for the nextgeneration platform still remains unclear. As regards to the Ford block-based 6.0-litre 12-cylinder [AM11] engine which was developed by Cosworth under Ford ownership of AM will continue to be used even after Aston’s V8s make way for AMGs. No details have been revealed as regards to the beneficiaries.

Jaguar to produce six units of classic Lightweight E-Type

Mazda MX-5 chassis for new Fiat product?

In May 2012, Mazda and Fiat announced plans to co-develop a new Alfa Romeo convertible sports car.

Under the plan, a new Alfa Romeo convertible was talked about [tipped to revive the Spider name (although Duetto has also been hinted at) and was supposed to be built by Mazda alongside the new MX-5 at a plant in Hiroshima, Japan. Now, there are strong indications that this joint venture product will be for Fiat and not for Alfa Romeo. Reports from Europe suggest that the joint-venture Mazda-Fiat sportscar will use the new Mazda-developed SkyActiv chassis which shown at the recent New York motor show. As expected both brands will offer different body styling and powertrains. Fiat is reportedly roped in Ferrari to help develop high performance four-cylinder engines. The unnamed car is to be built for both brands in Mazda’s Hiroshima plant is another indication that the car will be going to Fiat. This is because FCA executives have repeatedly said that all new Alfa Romeos within the fiveyear plan will be made exclusively in Italy.

The latest on this is that this could be the new Fiat “specialty” model which Marchionne has been talking about and that it will be launched at the end of 2015 in North America and Europe. Mazda’s SkyActiv architecture for the next-generation MX-5 will also sit under a new Fiat further confirms European speculation is that this vehicle is a higherperformance Quadrifoglio – cloverleaf – version of the new 4C roadster.

Aston Martin’s has confirmed the development of an all-new architecture and V8 engine partnership with AMG for its future product range, but what will still remain core to the British brand is its V12 engine. Aston Martin spokesman Matthew Clarke has confirmed that Aston’s 6.0-litre V12 engine will continue to be improved with ongoing development and will serve a number of our flagship models for the foreseeable future. Former CEO of Aston Martin Dr Ulrich Bez has previously indicated that a V12 can still exist in five to ten years but not necessarily displace six litres. This means a there’s a downsized possibility in future.

The CFO’s comments appear to contradict recent reports suggesting the British automaker had inked a deal to source its next-generation car platform from Daimler. Mercedes-Benz’ GL-Class platform is separately viewed as a likely candidate for an Aston Martin SUV, however.

Aston Martin will not retire 12-cylinder engines

brandwatch

Dr Ralf Speth, Chief Executive Officer, Jaguar Land Rover has confirmed the new naming nomenclature for Jaguar’s forthcoming sedan: “We announced just a few weeks ago that our new Engine Manufacturing Centre would produce a new family of premium, lightweight, low-friction, low emission four-cylinder petrol and diesel units. The first of our Ingenium engine range will be used in our all-new mid-sized Jaguar sports sedan. That car will be called the Jaguar XE, and it will be unveiled in production form later this year. The XE will be the first product from the new advanced aluminium architecture which was showcased in the C-X17 concept car in 2013.

The XE will be the first aluminium monocoque vehicle in the segment and power will be provided by engines with a wide range of capacities and output, all delivering inspirational performance and offering the latest innovation in fuel-efficient technologies. Jaguar is set to formally unveil the XE in October, with sales likely beginning in spring 2015.

Jaguar has announced plans to produce six units of the Lightweight E-Type. Back in 1963 the British carmaker planned a small production of 18 units of the Lightweight E-Type but they were able to produce only 12. The last car was assembled in 1964 while the rest of the designated chassis numbers were never used. Jaguar has rekindled the idea and this initiative has led it to move forward with its first ever “recreation” project. The project consists of producing the remaining six units of the Lightweight E-Type and all of them are going to be hand-built in-house to the exact specifications of the original cars. Compared to the stock E-Type, the Lightweight version was 114kg lighter as a result of using aluminium for the engine block and body panels. In addition, the car came with a stripped out interior, lighter hand-operated side windows and it also lacked any chrome touches on the exterior. Like the original cars, the “new” E-Type Lightweight will be powered by the same straight-six 3.8-litre engine. Jaguar plans on showing the car sometime in summer.

news

Jaguar confirms XE as new name for forthcoming sports sedan

Volkswagen locks in design for budget brand

VW has made some progress with its proposed unnamed budget brand.

At the recent Beijing Auto show, VW executive Hans Demant said that the concept and design of a lowpriced car to be sold under an all-new unnamed brand has been locked in.

The new vehicle is designed to retail in 2016 for roughly US$7,000. The project had previously hit cost snags because of the trouble involved in engineering a budget car that could still match VW’s high internal quality standards. The car will be built and sold in China and depending on its market response, VW could expand its markets to include India, Latin America, Eastern Europe, the Baltic region and Africa. Regarding the possible choice of a brand name – Volkswagen Audi Group – can look at reviving NSU, Horch, Wanderer or DKW – any one of these nameplates which it has in store.

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Lexus shy of China production

Despite making impressive strides in the luxury car business, Lexus thinks that when it comes to image perception, premium German brands like Audi, BMW and Mercedes-Benz have an edge due to their long history. This was stated by New Lexus president (and design boss) Tokuo Fukuichi recently when asked about the brand’s aspirations for China.

The dynamic Chinese market which has metamorphosed from import-retail of premium brands to domestic manufacturing in less than a decade still offers opportunities for players intending to set-up manufacturing units. Mainstream brands like Ford, General Motors and Volkswagen who have set their sights on China have moved forward with big investments in manufacturing and processes [to help offset huge import taxes] and luxury marques like Audi, BMW and MercedesBenz are also soon joining the manufacturing wave in the People’s Republic. But Lexus feels it isn’t ready to build cars there, despite volume opportunities. Lexus only sold about a fifth of what BMW did in China last year.

While importing vehicles into the country raises their prices considerably, it seems like ultra conservative player Lexus is looking at the larger picture, rather than the shortterm profits it could make by building vehicles in China before its ready. We hope it doesn’t turn out to be a case of ‘too little too late’.

Subaru details future business strategy Subaru’s parent company, Fuji Heavy Industries unveiled their new midterm business plan called “Prominence 2020.” The plan gives some hints about Subaru’s future which includes the idea of introducing a new modular architecture that can underpin everything from the Impreza to the Outback. It will reportedly .be called the Subaru Global Platform (SGP) and debut on the next-generation Impreza. Subaru has also indicated they will improve their product line-up with a “focus on SUVs.” As part of this initiative the company will reportedly introduce a seven-seat crossover to replace the Tribeca. There’s no word on when it will arrive but it will likely be built in the US. The plan also calls for Subaru to improve their fuel efficiency by adding direct injection to all their petrol engines and introducing cylinder deactivation technology.

Mercedes-Benz future SUV strategy getting clearer Despite making impressive strides in the luxury car business, Lexus thinks that when it comes to image perception, premium German brands like Audi, BMW and MercedesBenz have an edge due to their long history. This was stated by New Lexus president (and design boss) Tokuo Fukuichi recently when asked about the brand’s aspirations for China.

The dynamic Chinese market which has metamorphosed from import-retail of premium brands to domestic manufacturing in less than a decade still offers opportunities for players intending to set-up manufacturing units. Mainstream brands like Ford, General Motors and Volkswagen who have set their sights on China have moved forward with big investments in manufacturing and processes [to help offset huge import taxes] and luxury marques like Audi, BMW and Mercedes-Benz are also soon joining the manufacturing wave in the People’s Republic. But Lexus feels it isn’t ready to build cars there, despite volume opportunities. Lexus only sold about a fifth of what BMW did in China last year.

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Nissan’s all-new Navara pick-up is just weeks away from its global reveal.

The new model is also expected to form the basis of a rugged new SUV, which could fill a gap vacated by the previous generation Pathfinder.

This possibility comes from Nissan executive vice president Andy Palmer who hinted media at the recently concluded New York motor show.

The new Navara-based vehicle – a Thai-built competitor for the Australian-developed Ford Everest, Mitsubishi Challenger, Isuzu MU-7 and Holden Colorado 7, among others – will effectively replace the Pathfinder Classic that continues to be built in Spain on the older Navara’s truck-style underpinnings for some markets. The current Pathfinder which was launched in 2013 – is built in America on a car-style monocoque [crossover] architecture shared with Murano and Maxima. While an official naming is due soon, could this be the new XTerra moving up the SUV ladder in terms of capability and content as it is unlikely Nissan will have two contemporary versions with the same name at the same time?

Sub-branding fancy catching on…

It’s no secret that most savvy marketing gurus in the automotive business are in the favour of creating sub-brands. They think that such a move can help carmakers access to specific market slots and in the overall equation help in expanding market share and broadening profit opportunities. While there are pros and cons of this adage, depending on the organisation’s abilities, it can be done successfully without the risk of jeopardizing the strength of the parent brand.

In essence, for a car maker looking at sub branding as a business extension, it would probably boil down to how different value bundles can be offered under each brand independently.

Besides addressing customer expectations from each sub-brand, such a move can also provide safe distance distances when it comes to overlapping or conflicting interests within a brand umbrella.

Automan takes a look at some of the brands that are on the move in this respect.

brandwatch

According to a report released by the US Treasury Department, taxpayers lost $11.2bn on account of the United States’ federal bailout of GM. The Treasury had estimated the US would lose about $10.3bn on the deal when it sold its remaining shares in GM in December. The new figures suggest it’s approximately a billion dollars more than expected.

It may be recalled that in 2009, the US government bailed GM out to the tune of $50 billion. Following the automaker’s bankruptcy filing, the United States became a 61 per cent owner of the company. The government slowly sold off its stake in GM in the subsequent years and completely divested its interest late last year. Although a sizable loss, the Treasury notes that its goal in bailing out GM was to rescue the economy, not turn a profit.

New Navarra-based SUV to be launched

by Nissan soon

news

New VW Beetle arrives in region

Consumers in Dubai and the Northern Emirates will be the first in the region to be offered the all-new Beetle. Sporting a familiar profile, the new car is 1,808mm wide (84 mm +), 1,486mm tall (12 mm -) and 4,278mm long (152 mm +). This has resulted in entirely new proportions. The gain in length meant that the roof could be extended further, the front windscreen could be shifted back, and the rear section could follow the contour of the original Beetle. The new focal point is the C-pillar. In parallel, the development team increased the car’s track widths and wheelbase. The car will be offered with one engine, which is also found in the recently upgraded CC -- a 2.0-litre 4-cylinder offering 210hp when mated to DSG gearbox. The new Beetle will be offered in three trims – S, SE and SEL with prices starting from AED99,900 and topping out at AED 129,500 from Al Nabooda Automobiles showrooms in Dubai, Sharjah and Fujairah.

US taxpayers whopping $11.2bn bill for GM’s bailout

Infiniti

Infiniti want to spin off its own performance sub-brand in an attempt to build itself a technology showcase across a range of future products. During the Launch of the Eau Rouge mid-size sedan concept in the US, Infiniti Americas vice-president Michael Bartsch said the luxury offshoot of Japanese car-maker Nissan would soon have its own sub-brand to rival the likes of Audi’s S, BMW’s M and Mercedes-Benz’s AMG. “So you can reasonably expect that you would have a performance variant of numerous models within the product portfolio,” Bartsch said. Infiniti will reinvent itself over the next three years, rolling out the city-sized Q30 hatchback either late next year or early in 2016 and Q30-based SUV, and at the higher end of the market a technology-laden rival to Mercedes-Benz’s S-Class.

In October last year, Infiniti officially split from Nissan to become a standalone brand for the first time in its 25-year history. One of the problems Infiniti had when you think that Infiniti and Lexus launched in the US at the same time 25 years ago, and the difference between Lexus and Infiniti was that Lexus was launched as an independent brand right from the get-go, and Infiniti was always a brand that was a sub-product of Nissan.

Volkswagen

It seems Volkswagen may be looking to expand the Beetle as a range beyond just a single body style. There are some indications about possible variants based on old ideas being talked about in Germany. According to German publication AutoBild, three new vehicle types that are high on the list of possibilities and can be engineered on the next-generation Beetle platform include: a van, a coupe, and an off-road model, something on the lines of a Beetle Dune concept.

Technically, all these are possible, thanks to Volkswagen’s new modular MQB platform which allows the flexibility in creating new models. The Beetle name should cater to smaller niches in select markets worldwide.

Volkswagen recently killed the Kombi in Brazil, its last country of production, and a van variant of the Beetle could bring back the familiar shape, possibly based on the 2012 Bulli concept. Meanwhile, a coupe model could bring some serious performance to the Beetle line, with rumours stating the car could have as much as 300hp on tap.

Audi

While Volkswagen looks at new ideas using its iconic Beetle badge, Audi seems to be working on a similar idea with its TT. The strongest hint in this direction came from Dr Ulrich Hackenberg, Member of the Board of Management at the recent Beijing auto show “The fourdoor Audi TT offroad concept provides a glimpse of how we might imagine a new model in the future TT family,” said Hackenberg.

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Lamborghini Huracรกn

Gusty with a chance of Lightning 28 | www.automanweb.com |

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Lamborghini has launched its Gallardo replacement Huracรกn at a time when demand in the segment is growing. Is the Huracรกn now a segment beater? And has Lamborghini done enough. We report from the launch event in Spain.

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Y

ou’ve got to admire the nerve of race drivers. As you are hurtling down towards a sharp bend on the track at speeds above 200 kilometres an hour some questions pop up like irritating little thought bubbles – “can the brakes slow down the car? Can the car carry all the remaining speed through the curve?

When do you step on the pedal again?”

Now imagine doing that every few seconds repeatedly through a 300 kilometre odd race, while also trying to keep your position or improve it, with the all the din and roar of the race around you – as I said at the outset, hats off to the guys who do this for a living.

As for me, while I was thrashing a car around a track, it wasn’t quite a race even though the track beckoned one to floor your way ahead. We were at the Ascari track located in the hills near Marbella in Southern Spain.

It started out as the personal playground of a well-heeled car lover and now serves as a home away from home for many more of his ilk, some of them who park their supercars there the year around. In more ways than one, this was the perfect setting to introduce the Huracán to the world’s motoring media – after all, some of the cars could eventually end up joining the stable of thoroughbreds housed there.

The Huracán comes at a critical juncture for the brand – after all the Gallardo that it replaces began life as a 2004 model year, with its 5.0-litre V10 engine receiving regular power upgrades that ended with the second generation’s 5.2-litre unit that ended up as the phenomenal 570-4 post 2010. This time around, the Gallardo doesn’t get a new generation – it gets the Huracán tag instead.

Equipped with a re-engineered and retuned version of the 5.2-litre V10 that now posts an immense 610 PS, the 1,422kgs car enjoys some amazing power to weight (1 HP for 2.33 kgs) and power to displacement ratios. But, dare we even say this; the 32 | www.automanweb.com |

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Huracán is more than the sum of its performance ratios. It seeks to be so in every department and somehow manages to make the math shatter the myth.

a much smaller one that shows air-conditioning or engine heat and pressure readings. The Start/Stop button is hidden away under a red flip cover, resembling a missilefiring button. As a sign to the times, the engine also has the mandatory StopStart function that can be overridden (it’s your choice whether you want to save fuel at the traffic signal).

For

starters, the design sees the hand of Filippo Perini, who we have met over the years at various model launches. Clearly logical in what he sees in the car, he is equally effusive about the input he receives from his brilliant team. During a short design interaction, he outlined the imperatives for both the exterior and interior design of the Huracán. Two lines, one that follows the silhouette and the other that defines the windows dictate the profile. This purity is carried through into the interior too – where for the first time Lamborghini has admitted that they shifted focus to the interiors as well. On the Gallardo, their design was principally about the outside – with the interiors not getting their due. This time around the car’s cabin is pretty much class leading. A few odd millimetres have been added in terms of legroom and headroom.

That too in a volume that actually seems to have shrunk when you gaze on the Huracán from almost any quarter. The wheelbase is slightly higher at 2,620mm, serving as the base for a car that tops out in three-

dimensional space with figures of 4,459mm, 1,924mm and 1,165mm (with the last being the height).

When you looking at the skeleton of the car, you see how sharply angled the steering column is in order to reach the front axle.

What has certainly changed is the symmetry of the new interiors – you see the use of standardised design elements like the hexagon in the IP nacelle, air vents and console as well as on the steering wheel boss. And the steering wheel is a work of art, with almost all drive controls placed on or around the wheel. You actually never have to take your hands off the wheel (at best having to use the paddle shift). Even the drive mode selector is on the steering wheel – called ANIMA by Lamborghini, you get to shift between Strada, Sport and Corsa modes on the fly, taking the tuning of

the engine, gearbox, ESC and magnetic dampers along with in in addition to steering ratios and force.

The availability of suitable technology new means that the IP console is essentially a large 12.3” TFT display powered by Nvidia Tegra processors that can be customised to show what you would like it to show.

Normally, it is dominated by a large tach, but you can have it replaced by a speedo or indeed serve as a navigation map with subsidiary dials. The beauty of the system is that the minute you switch drive modes, you get the layout that is most appropriate – after all it’s no fun driving around the Ascari with a navigation map showing!

The central console on the other hand eschews the normal large monitors for

The twoseater does get a bit more space inside from a driver’s and passenger’s perspective. A reversing camera aids visibility out of the rear, but the rear three-quarters view in both directions is limited. Lamborghini’s traditional use of Piano switches continues with the unit spread across the centre console. The interface for the display, audio and navigation is through a knob and switch plates located above the tunnel interface that seems reminiscent of an Audi MMI. It’s not that we have a problem with it – it’s just that we had anticipated a haptic interface. On second thought, considering that the main screen is right in front of you, even a plain old joystick would have worked. The P, M and R gear controls are more prominent on the tunnel as is the presence of the electric parking brake.

For the first time too, a range of interior colours come as standard, including a twotine treatment.

Another presentation by Maurizio Reggiani, Lamborghini’s affable Director of R&D

concentrated on the changes that have been brought about in the shell of the car.

Conceived as a hybrid shell, it is principally constructed of aluminium, interfaced with one large section located behind the seats and just ahead of the engine made from a carbon-fibre structure. The piece overlaps with the sill structure, part of the floor and the c-pillar. According to the engineers, the use of the high-cost carbon-fibre reinforced polymer has been judiciously balanced to improve torsional stiffness, reduce maximum weight and provide best structural integrity. They have been able to drop the weight of the shell by up to 160kgs, allowing for a lower kerb weight despite the extra mass of additional creature comforts.

The aluminium shaping process has also been further refined over and above the use of hydro-forming, allowing for lowradius bends on the sheet metal that would be unthinkable earlier.

The hybrid chassis of the Lamborghini Huracán consists partly of aluminium; the front and rear sections of the car with the axle mounts are made almost entirely from the lightweight alloy, and carbon-fibre parts produced using the RTM process (Resin Transfer Moulding).

They are concentrated around the occupant cell, where they form part of the floor and sills, the centre tunnel, the rear bulkhead and the B-pillars with their particularly complicated geometries.

The x-shaped brace in the engine bay is also made from CFRP. Stainless steel fasteners connect the aluminium and carbon-fibre components.

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engine diverts 30% of power to the front.

Under extreme conditions either way a maximum of 50% of power can be taken on the front wheels, while a maximum of 100% of the power can be pushed on the rear. This gives the system considerable latitude to handled wheel-spin and weight shifts during hard handling. Remember, this is done on a platform that has a weight balance of 42:58 front to rear.

The suspension also gets a generous dose of aluminium and carb-fibre composite treatment. The layout uses double wishbones on all four corners.

In some grades you can get the car with Lamborghini’s magneto-rheological dampers that use an electrically aligned magnetic suspension to adjust the amount and intensity of the damping.

The innovative hybrid chassis of the Lamborghini Huracán LP 610-4 weighs less than 200 kilograms, even less than the Gallardo. The hybrid chassis is considerably better when it comes to crash safety and stiffness, which lays the foundation for the dynamic handling and precise production finish. The rear bulkhead, for instance, offers excellent protection in the event of a side impact, because its fibres are laid out in exactly the direction of load travel.

Engine and Transmission The redone V10 unit is arranged in typical Lamborghini fashion behind the driver in a longitudinal layout. The engine’s 610PS is generated through a combination of port and direct injection – Lamborghini’s system is called IDS and involves using direct injection on start-up, heavy loads and high revs, with fuel injected at up to 180 bar into the combustion chamber, causing swirl, cooling and allowing a higher compression ratio of 12.7:1. At lower loads, fuel is injected into the manifold, with some drive cycles allowing both systems to run together.

Anyway the engine revs above 8,000 rpm, with peak power at 8,250rpm and peak torque of 560Nm at 6,500rpm. The engine is already Euro6 compliant.

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The V10 fires alternately at 54 and 90 degrees, with its forged crankshaft conceived as a common-pin shaft. This construction, in which the conrods of the opposing pistons run on a common crank pin, maximizes stiffness while minimizing weight. The forged-steel conrods and the forged aluminium pistons are likewise both extremely strong and lightweight.

The transmission marks another signature departure from the Gallardo’s six-speed single-plate robotised manual unit called the e-gear. The Huracán is equipped with the LDF (Lamborghini Doppia Frizione) seven-speed gearbox. This features a dualclutch arrangement in the gearbox, which is located behind the engine.

How it works?

In Lamborghini’s new dual-clutch transmission, engine power flows along a twin drive shaft and two output shafts.

Two multi-plate clutches positioned one behind the other operate two mutually independent partial gearboxes. Clutch K1 sends the torque via a solid shaft to the gear sets for gears 1, 3, 5 and 7. Rotating around the solid shaft is a hollow shaft. It is connected to clutch K2 and drives the gear sets for gears 2, 4 and 6, as well as reverse gear.

The two partial gearboxes are permanently active, but only one of them is connected to the engine. When, for example, the driver is accelerating in third gear, the second partial gearbox already has the fourth gear engaged in preparation. The gearshift takes place through switching the clutches – K1 opens and K2 closes in just a few hundredths of a second. The driver can shift gears himself via the steering wheel paddles, or make use of the fully automatic drive program. When maximum acceleration is required, a touch of a button hands the business of engaging the clutch at optimum engine speed over to Launch Control. It makes sure that the engine power is delivered to the road with a perfectly regulated degree of tyre slip.

Drive characteristics In some ways, Lamborghini has taken the platform back to square one. It set out to create a pure driver’s car, lightweight and highly responsive. It has done that.

It’s almost as if at every point that the company saw two choices – one high tech and fiddly and the other traditional and pure, it took the latter. Low, squat profile, large footprint, wheels out in the corners, amazing aerodynamics without flaps and dampers (other than a little ducktail), naturally aspirated engine, lightweight aluminium (largely) structure and a tried and tested 7-speed gearbox and large brakes. What more could you ask for in a sports car.

On the Ascari track, every part of the presentations comes back to you as you are pushing hard in single file. On the initial rounds we got to use the gears and brakes a lot, just to keep some distance between us and some slower drivers ahead. As the day wore on, so did their appetite to stay on the track and we got better drive pairings. Now, the Ascari is not really a racetrack, so you don’t have a lot of run-off area and some of the turns are hairy. It is a technically demanding track and requires you to be on your guard at all times. And so does the Huracán, especially when you get it into Corsa mode on the ANIMA. Sport itself is interesting enough. You can set off a lot smoother than on the Gallardo (and are instantly rewarded by the complete lack of bang and clatter of the e-gear).

Acceleration is 3.2 seconds to 100, under 10 seconds to all the way from 0 to 200 and it tops out above 325 km/h. The last figure was the only one we couldn’t prove.

Response on the gearshifts is amazingly quick – we tried both manual and auto modes both upwards and down and frankly couldn’t see why we needed to use manual – the auto mode is blisteringly fast, allowing a quick two-tap hard down shift with revs building in appropriately. By the end of the afternoon, we were drifting the Huracán through corners, clearly having learnt to compensate for the little bit of on-brake understeer that was otherwise there.

The electro-mechanical rack and pinion steering has been sharpened and now has

two electric motors added on to both aid in the effort as well as to adjust the rate of steering depending on inputs like speed and selection of drive mode. It can vary the steering ratio using a ‘strain wave’ gear between 9:1 and 17:1. At the very edge of the cornering envelope, it minimises understeer, as well as oversteer during load transfer, by delivering tiny, targeted countersteering impulses. Thank God that Lamborghini hasn’t yet gone the way of the electric power steering!

The car is a driver’s delight. You can feel the weight shift forward as you brake, then level out under power and carry through corners just so. Even the sharper corners then tend to become familiar enemies; with the lack of a berm just meaning that you flow a few millimetres inside the edge, with the blur of the green background zipping past. By now we were regularly above 200 even on short straights both ahead and after a chicane thrown in to slow us down. As we came off the last run, our pace leader (a Lamborghini driving school instructor) got down and came to thank us for a brilliant and ‘fantastic’ drive. He was in an Aventador!

If truth be told, most of the praise goes to the Huracán. It proves that you can make a driving machine that moulds a race driver, even a boy racer that is way beyond his ‘use by’ date. And then you bundle in a quality package, LED lamps (including the headlamp),

The LP 610-4 is equipped with all-wheel drive, which has been counted as one of Lamborghini’s strengths till date. In the Huracán, the all-wheel drive has again gone through a complete revamp, with a focus on maximising its sports car handling. Here, the power is taken off the rear-mounted gearbox and runs through a prop shaft that runs through the engine crankcase back to the front of the car where it ends in an electronically controlled, hydraulically actuated multi-plate clutch. Normally, the JUNE 2014

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‘S’ adds a new dimension

2014 Bentley Continental GT V8 S

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With the new 2014 Continental GT V8 S variant, Bentley lets the engineering do the talking.

Automan checked out the car during its regional launch in the Sultanate of Oman Author: Chandan B Mallik Photography: Elvis John Ferrao

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Till now, Bentley Motors had an interesting way of sort of sub branding the sporting edge of its Continental range with W12 engines with the Speed badging.

And now that a V8 has also been introduced in the line-up and gaining popularity in the Continental series, any engineering or performance upgrades also need to find their own identity. The red winged ‘B’ and black gloss grille were created as strong visual indicator that a V8 powerplant was nestled in the engine bay of the Continental GT and its convertible stablemate. It may also be recalled that Bentley’s Board of Directors back in 2008 had insisted on 40 per cent efficiency improvement and reduction in displacement from 6.0-litre W12 to 4.0-litre V8. The all-new, twin turbo 500hp 4.0-litre V8 engine was

introduced in late 2011 to the range.

The second generation Continental’s shape which was inked by Dirk van Braeckel’s Bentley studio in Crewe, England, has no doubt evolved in detailing, and the nice thing is the its profile hasn’t changed significantly.

And to differentiate the enhanced versions of the Continental [both body styles] besides the engine upgrade are subtle visible clues like the ‘S’ badging, black gloss radiator grille with single chrome divider bar and ‘figure of eight’ exhaust tail pipes out grille and lowered suspension which makes the car appear sleeker and enhances its stance.

Although the ‘S’ variants are appearing to be moving towards more sporty aspirations, the traditional luxury element hasn’t been neglected. Inside the cabin,

there’s the usual array of soft-touch leathers, wood veneers, polished metals and deep-pile carpeting.

As far as bespoke features go which Bentley is offering for these variants a range of striking duo-tone interiors and option to select from the full range of seventeen hide colours. Our test V8 S coupe also featured unique contrast colour matched centre-stripe for the hidetrimmed roof lining and contrast stitching throughout including on the steering wheel.

As with all Continental models, the ‘S’ models include advanced infotainment technology as standard, including an 8in touchscreen which displays the car’s navigation, audio and telephone systems as well as the ride and comfort settings for the air suspension, all complemented by a

30GB on-board hard drive.

Compared to the V8 performance in the non-‘S’ badged Continentals, the revisited V8 engine has been tweaked with both power and torque outputs rising to a peak 521bhp [from 500bhp] at 6,000rpm and peak torque of 680Nm [from 650Nm] coming at 1,700rpm. The model’s 8-speed ZF transmission remains unchanged and power is sent to all wheels. In normal operating, torque distribution is 40:60 [front: rear]. As before driver gets several performance aid and the choice to choose between drive modes and use the variable adaptive air suspension.

Driving impressions To enjoy and evaluate a performance car like this, Oman’s country side and mountain roads provided a perfect unadulterated setting.

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While the spec sheet suggests that the car weighs close to 2,300kg and considering the fact that the car is over 2m wide, the benefits of the revised suspension are immediately noticeable. Now the car handles feels a lot smaller, lighter and definitely sharper, thanks to the cumulative effect of lowered by 10mm chassis, stiffened by 45 per cent spring rates [front] and 33 per cent, and stiffened by 54 per cent rear anti-roll bar.

The car’s all-wheel drive and the recalibrated variable-boost steering weights up nicely enough to encourage drivers to dive into fast curves at higher speeds with confidence. The steering is an absolute delight to experience, particularly as its weight is near perfect and turn-in response superb.

With its 2.6 turns lock to lock, as

expected, there’s a lot of fun from the steering which made such an impression that we actually went back up and down the twisties a few times.

One of the nice things about the car, rather what defines it hallmark character is – the ‘torque plateau’ that Bentley likes to refer to – which actually allows maximum torque accessible at low revs and the pairing with the silky smooth close-ratio ZF 8-speed automatic transmission which virtually guarantees brisk acceleration is available at your beck and call, irrespective of what gear you are in and holding them as long as they are required. And the full effect of the extra horsepower and torque are instantly felt when you switch into S mode via the gear selector, the car rewards the driver with a sharpened throttle response, JUNE 2014

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faster shifting and longer gear holding.

While the autobox also allows for Tiptronic manual shifting, among the very few niggles in the car, we think that Bentley should re-consider as a priority the placement of the paddle shifters when this car is due for its midcycle refresh. As of now they are fixed on the steering column which is not so great practically when you are driving in fast paced mountain roads. Bentley engineering needs to find a way of having them migrated to the steering wheel instead. Whether its push button or a mechanical lever, we leave the option to them to decide how they want to move forward on this and at the same time would like Bentley to avoid putting them on the gear shifter lever [like Ford]!

Another innovation that caught our attention is the exhaust note considering the fact that the engine goes into Eco mode [by virtue of a displacement on demand arrangement] when cruising. While in spirited driving the baffles open and you enjoy

the downshiftings accompanied with blips, the transition from eight firing cylinders to four is truly remarkable not because it is seamless and hardly noticeable, but the fact that it sounds exactly the same.

During the drive programme we had the opportunity to drive both bodystyles and what strikes in the convertible is the fact it doesn’t feel as an open top car with the fabric roof down. Thanks to a thick three-layer design with a sevenbow rigging and some clever NVH management, it’s almost as good as its fixed top sibling. On the move, both variants feel quite similar on road when it comes to handling despite the added few kg in the open top. In the 0-96km/h sprint, the time difference is just 0.2secs between the two. The coupe does it in 4.3sec and 4.5sec in the heavier convertible. All of this works through a ZF eightspeed automatic and all-wheel drive, power split 40 per cent front and 60 per cent rear.

Verdict

It’s no surprise that the V8 Continental ‘S’ variants work like a charm. It’s so Bentley that way: build a car that weighs around 2,295/2,470kg and make it feel like a featherweight the minute you’re underway. The power train is incredibly smooth with flawless throttle response and spot-on gearing and in cars so well engineered like these you don’t miss the overdrive influence.

In a city drive, the likes of traffic or restricted speed zones, this Bentley is a top notch luxury car and when out of city limits a spirited performer will all the perks associated.

TECHNICAL SPECIFICATIONS Continental GT V8 S/GT V8 S Convertible Engine: 4.0-litre twinturbocharged direct injection V8 with cylinder deactivation Max output: 521 bhp @ 6,000 rpm Max Torque: 680 Nm @ 1700 rpm Transmission: ZF 8-speed automatic with Quickshift, Block Shifting and column mounted paddleshift Driveline: Continuous

all-wheel drive (40:60 rear bias) Ratios: 1st : 4.71; 2nd: 3.14; 3rd: 2.1; 4th: 1.67; 5th: 1.29; 6th: 1.00; 7th: 0.839; 8th: 0.667 Brakes [Front] 405mm ventilated discs, optional 420mm Carbon Silicon Carbide, cross drilled, [Rear] 335mm ventilated discs, optional 356mm, Carbon Silicon Carbide, cross drilled) Wheels and Tyres: New unique 20” x9.5J Open-spoke wheel in two finishes, 1x other 20” and 4x 21” designs in two finishes; 275/40 ZR20, optional 275/35 ZR21 Turns lock-to-lock 2.6 turns Turning circle 11.3m Suspension [Front] Four link double wishbones, computer controlled self-levelling air suspension, with anti-roll bar, [Rear] Trapezoidal multi-link, computer-controlled self-levelling air suspension, with anti-roll bar Dimensions Wheelbase 2,746mm, Overall length 4,806mm, Width (across body) 1,944mm, Overall height 1,394mm Kerb weight (EU) 2,295 kg / 2,470 kg Top speed 309 km/h and 308 km/h

Lower-body styling up front includes a sharp front splitter, discrete side sills and subtle rear diffuser finished in Beluga gloss

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2014 VW Golf R

A Golf that

thinks it’s a

O

ne of Volkswagen’s favourite models based on the new MQB platform is the Golf GTI hatchback and the newest derivative is the performance oriented Golf R. For Volkswagen, having an ‘R’ badged Golf is not a new concept for the brand. The first ‘R’ badged Golf was built on the Gen IV Golf platform way back in 2002 and what remains unchanged in the USP that each new ‘R’ version of this model series has to be able to justify the title of “strongest Golf of all times”.

In the early days of creating a performance variant the mantra was to find the biggest V8 or V6 engine and have it shoehorned in the engine bay. Well, the biggest engine that could be grafted into the Golf was a 3.2-litre V6. VW has also grafted six-cylinder engines in the Mark 2, 3 and 4 Golf’s, but their displacements were usually under 2.5-litre and peak output achieved around 170hp. In the first Gen IV based ‘R’ version launched in 2002, the output was 237hp.

From the very beginning VW has ensured the ‘R’ came with latest in engineering. In fact, it was the world’s first production car to be offered with DSG transmission.

The new Golf R was revealed to the public at the 2013 Frankfurt Motor Show. It’s built on the latest MQB platform, same as the regular Gen VII Golf or GTI. Over the years as the Golf generations moved forward, VW has consistently kept the engineering upto-date in the ‘R’ variants and also factored in the benefits of technology applications like lightweight construction, downsizing, fuel efficiency and economy among others.

At 1,435kg with the DSG set-up, it is 100kg heavier than the GTI [thanks to the AWD system for this], but this R about 50kg lighter than the outgoing one, part in thanks to the modular MQB architecture.

The car sports a similar Golf profile but it does get its signature styling treatment in the form of badging and aero-profiled kit.

The car which now has some track oriented kit as standard also has its suspension lowered by 20mm for better road holding.

Compared to the stock Golf and GTI, the ‘R’ is lowered by 20mm and 5mm respectively.

Cosmetic kit beyond the lower body include 19in wheels with fat tyres, Bi-xenon headlamps with newly designed LED daytime running lights, dark red LED tail-lights

and quad chrome tail-pipe tips.

Inside the cabin, is a familiar Golf set-up.

The car’s sports seat come with cloth and suede-like Alcanatara, piano black inserts, 4MOTION badges and ambient blue cabin lighting and instrument dials. Level of standard equipment for a track-cumroad package is impressive and includes a 5.8in touch-screen to display, media and entertainment and the five driving modes, a reversing camera, keyless start (with a starter button) and parking sensors.

However, the biggest news is under the bonnet. While both previous generations [Gen I and II] of the R32 were powered

by VW’s narrow-angle normally-aspirated six-cylinder, the outgoing R was endowed with a detuned 2.0-litre turbocharged and direct-injected inline-four from the Audi TTS. This set-up pumped out 256hp and 243 pound-feet of torque. For the current version of the ‘R’ VW have taken it a level further by re-working the 2.0-litre [EA888] engine and extracting more output than the GTI engine on which it is based. While it retains unique engineering features such as a wastegate, it is designed to stays shut

track car Volkswagen engineering once again proves that downsizing and performance can go hand in hand even in a compact package. Proof of the pudding: the all-new 2014 Golf R. Automan checked out the car in UAE recently Author: Chandan B Mallik | Photography: supplied

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at low boost and only releases gas flow under heavy use, thereby minimising losses and turbo lag. Extra output and torque [50Nm] come courtesy of a redesigned cylinder head, exhaust valves, valve seats and springs, new pistons and high-pressure injection valves, and most of all, a bigger turbocharger. Peak power is on tap from 5,100 to 6,500rpm while maximum torque is available between 1,500 and 5,100rpm.

Drivers of this car are also offered an advanced version of the GTI’s Driving Profile Selector, with Eco, Normal, Individual, Comfort and Race modes.

These can be accessed via the touch-screen display and depending on what mode is selected, electronics tweaks the shock absorbers, steering, throttle response and adaptive cruise control to make them more aggressive or more sedate. Also, unique to the ‘R’ is a fully switchable stability control system that can be switched off for track work with a long press of a button.

The car’s electro-mechanical steering system is also used in the GTI and takes only 2.1 turns lock-to-lock. Suspension comprises MacPherson spring struts up front and a multi-link arrangement at the rear. The car also gets the fifth-generation front-biased Haldex-coupling 4MOTION AWD system which channel power through all four 19in wheels shod in 235/35 R19 rubber.

Driving impressions I’ve driven the previous iterations of the Golf ‘R’ including the VR6 versions and last year during the Volkswagen Driving Experience in Arvidsjaur, Sweden had the opportunity to drive the Golf VII and briefly enjoy the new Golf ‘R’ on ice. While Gen I and Gen II Golf ‘R’s were quite powerful 44 | www.automanweb.com |

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at the time, they did suffer in the handling department due to the heavy front axles.

Excessive torque steer was also an issue.

This aspect got improved, I’d rather say ‘corrected’ after the lighter four-cylinder engine versions came. Our tester came with dual-clutch automatic transmission which is actually faster than a manual version. Volkswagen says the manualequipped Golf R can dash from zero to 100km/h in 5.3secs or 4.9sec with the automatic. One just has to tap the throttle to realize the acceleration potential and

To attain extra output from the ‘R’s engine, VW engineers subjected the stock GTI engine to a motorsports-style development programme where components like the cylinder head (together with exhaust valves, valve seats, and springs), pistons, high-pressure injection system, and turbocharger were modified or completely redesigned when compared on track downshifts were accompanied by a deep throated exhaust blip – a befitting characteristic in this set-up. Torque delivery and the way it is spread helps the driver to explore the transmission’s character – fast changes and holding as appropriately needed.

We were given the opportunity to explore the car at the Autodrome facility in Dubai in a programme designed to simulate normal

road usage, fast paced laps and some specific handling exercises. After a few minutes behind the wheel of the car, its true character begins to show up and what we particularly liked was the composure and the way it is able to offer a balanced performance in its double role as an accomplished daily commuter or a fiery hot hatch. The car’s adaptive suspension which enables the driver to select three different ride settings is mostly responsible for this.

In terms of performance and handling, usually rear wheel drive muscle cars have a chassis strong enough to cope with the demands. The way the Golf ‘R’’s chassis set-up is engineered, its powered rear axle nearly neutralizes the car’s tendency to understeer. Meeting the job description to enable the car to handle neutral no matter what is thrown in, is a differential, half-shafts, and a driveshaft that enables the front-axle weight to 60 per cent versus 62 per cent in the GTI. I remembered at this point from the spec sheet where VW suggests the Haldex four-wheel-drive 4Motion set-up will react to slippage and will send all available torque to either axle.

After several rounds and hot laps, we have no reason to doubt this, as the Golf R will, at times, act like a rear wheel drive car and perhaps add some driver fun by moving the rear out a bit under power. Most of the car’s 290hp were well used at Autodrome by us!

One of the features we enjoyed was being able to drive the car without the intervention of electronic nannies. Unlike the previous-generation Golf R, where, much to the dismay of many track-day enthusiasts, the traction control would reengage whenever the brake was applied.

Now, selecting “ESC Off” (via the control button to the left of the shifter) in the newest Golf R really means off. Lightly tapping the ESC button engages the ESC Sport mode, which reactivates the tractioncontrol measures but still lets you get your swerve on before electronic intervention.

Verdict For just Dh149,500 in UAE, spirited punters get a genuinely engineered 290hp four-pot turbo hot hatch with all-wheel and loads of technology. A great car for the price.

Golf R history

Golf IV R32 (2002 - 2004)

At the international car show in Madrid In 2002, Volkswagen unveiled the first most powerful Golf variant ever created on the Gen IV platform. Codenamed R32, the Gen I ‘R’ badged car was equipped with a 237hp 3.2-litre V6 engine which provides higher performance than any other vehicle in the Golf series. It was the world’s first production car with a dual-clutch gearbox (DSG). Since it was so special, it came with exclusive parts, most of them installed in the interior and under the bonnet. For instance, it had black leather interior with brushed aluminum on pedals and gearstick while the seats where replaced with sports ones which underline, once again, the car’s capability to provide high performance.

Golf V platform was officially launched in the same year in September. The Gen II Golf R32 was available in 3- and 5- door configuration and was capable of reaching top speed of 250km/h. The V6 engine produced 250hp and could accelerate from 0 to 100km/h in no less than 6.2secs when equipped with a dual clutch gearbox. The car came with an impressive line-up of standard features, such as ESP, bi-xenon headlights, tire pressure monitor, six airbags and multifunction display.

R Gen III also came in the two usual body styles, namely the 3-door and the 5-door hatch. This variant was also the first Golf to receive factory fitted LED tail lights.

Golf R (2013 - Present) VW claims that the seventh generation (A7) Golf is surely the best one yet. The current Gen IV Golf R was revealed to the public at the 2013 Frankfurt Motor Show and uses the same 2.0-litre turbo engine used by the Audi S3. Output has

Golf VI R (2009-2013)

Golf V R32 (2005–2008)

First presented in 2005 at the Frankfurt Motor Show, the Gen II ‘R’ model on the

The new Golf R saw an in-depth revision in 2009 when it featured the Mark VI bodystyle. The company sacked the R32 designation and subsequently the 3.2-litre V6 was dropped and a tuned version of the 2.0-litre TSI petrol unit was introduced. The all-wheel drive system was kept for the R line models and power was raised by 21hp to 271hp. The new Golf

been raised by 29hp to reach 300hp.

Power is delivered through a reworked all-wheel drive system. Models equipped with the DSG twin-clutch gearbox will also accelerate from 0 to 100km/h in just 4.9secs. While the new R is more powerful than before, it’s also 18 per cent more economical.

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MINI John Cooper

In a new dimension

All-new third generation 2014 MINI is quite significant model for BMW Group now. Automan samples the new arrival during the regional launch in Dubai and evaluates its prospects

o design a new MINI for the masses can be a challenge to both designers and engineers. This is because with its heritage also comes some non-negotiable elements. Unlike some brands that are still evolving design, part of its design job description for a new MINI would definitely include a paragraph that insists it must carry forward its predecessor’s aspiration to lead the premium small car segment. By any measure within and outside the industry is not an easy task.

The new MINI comes at a time when significant things are happening in the industry globally which even hardcore traditionalists like BMW Group cannot afford to ignore any more. Less than a decade ago, who would have thought that BMW would actually abandon decades of tradition and launch its first front-wheel-drive hatchbacks in 2013 as new entry-level models to its range? This is where the connection between entry level BMW models and MINI gets clear.

While new entry level new BMW models will be based on the third-generation MINI UKL compact car platform and despite the clear overlap, BMW is not concerned that its own front-wheel drive models will cannibalise sales of the third generation MINI. This is because like VW’s Golf and Audi A3 individual successes, both brands from BMW Group are also well defined in terms of product positioning and brand image.

The regional launch and first drive of the new third generation MINI took place in Dubai a few weeks ago. When you see the car for the first time, it looks so familiar in its set profile.

While the new car’s design is unmistakably MINI, it continues to remain faithful to core elements of the original Morris Mini designed by Sir Alex Issigonis in the 1950s.

However, it is upon close inspection that the

modern detailing elements begin to surface.

First, what you don’t see is that the car is built on a completely new front-wheel drive platform. What you do see if you are familiar with the modern MINI profile is that this car is slightly bigger than before and is better proportioned as it gains a few millimeters in its wheelbase also. MINI says the wheelbase has been extended by 28mm to 2,495mm, while track width has been stretched 42mm at the front and 34mm at the rear, to 1,501mm in both cases MINI says that the new groundup design is 98mm longer, 44mm wider and 7mm taller than the outgoing model. In its construction, despite gain in size and kit, greater use of aluminium and high-strength steel has helped to slice weight considerably.

To be fair to the MINI variants, designers gave the Cooper S some extra detailing and kit like a honeycomb radiator grille, a bonnet scoop, brake air ducts and a rear apron incorporating the dual exhaust pipes. This variant also gets 16in alloy wheels in place of the standard 15in alloys on the base Cooper.

MINI is also claiming a first in class with the LED headlight.

A glance through the spec sheet suggests an array of technology mated with lifestyle enhancements when it comes to equipment, infotainment etc. The cabin is MINI familiar and remains quite faithful to its past. But the interesting bit is that this time, designers have reacted to user feedback about certain elements – the focal point being the unpractical centrally placed ring type speedometer arrangement in an oversized 9in diameter set-up. Not only it looked out of place, but also distracted the driver on occasion. Now, that’s gone and using the motorcycle-influenced pod approach, both speedometer and tachometer are placed in front of the driver now. So, what happened

to the dash mounted arrangement after the speedo was relocated? Well most of it stays and 8.8in colour display provides feedback on operations performed using the controller in the centre console. The rim is LED back lit and depending on mode chosen will change colours. We think its gimmickry, but clever car marketers will sell you that feature as a lifestyle bonus. The central console is familiar with the toggle switches and other controls.

However, in a bid to improve ergonomics, the power window switches previously located on the central console have now migrated to the door pads, much in line with modern motor cars. In place of those is now a new switch application for new driver selectable driving modes which includes a Green mode [economy] alongside the default setting mode and Sport. These applications are electronically linked to engine management and are designed to offer the driver different engine characteristics. For the first time there is an extendible Head-Up Display above the steering wheel.

A rotary switch at the base of the gear or selector lever is used to activate either standard MID mode, the SPORT or the GREEN mode. In addition to the characteristic curve of the accelerator and steering and engine acoustics, the MINI Driving Modes also influence the ambient lighting, the shift characteristics of the automatic transmission and the Dynamic Damper Control configuration in the Cooper S variant.

Rest of the hardware – seats, mood lighting and practical attachments on the extended to rear central console are as expected in a MINI, but the key gain out here is occupant space and its management. Since the wheelbase is extended, this has helped

Author: Chandan B Mallik | Photography: Jorge Ferrari

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designers in creating a wider door and besides better ingress and egress, the driving position related to the A-pillar is much better as the dashboard is now closer too. All round view is also improved as a result. Comfort and convenience features have also been upgraded. For instance, keyless start does away with key insertion, while the rear seat backrest is not only 60:40 split fold but also can be tilted. Luggage compartment volume is also expanded by 51litres to a total of 211litres now.

The biggest news in the third generation is how BMW Group has timely factored in the downsizing trend in engines and has taken the onus on itself instead of co-developing transverse application engines like before with other automakers. Gen I MINI had Chrysler-sourced engines, Gen II had codeveloped with PSA engines and this is the first time a MINI is offered with a choice of BMW designed turbocharged engines – ranging from a 1.5-litre 3-cylinder to 2.0-litre 4-cylinder. This means, this generation doesn’t see the 1.6-litre four-cylinder any more. To be more specific, the Mini Cooper gets a turbocharged 1.5-litre three-cylinder pushing out 100kW of power at 4,500rpm – up 10kW – and 220Nm of torque from 1,250rpm – up a substantial 60Nm over the previous Peugeot-sourced unit. The rangetopping – for now – Mini Cooper S gets BMW’s TwinPower direct-injection 2.0-litre four-cylinder engine with 141kW at 4,700rpm and 280Nm from 1,250rpm (300Nm with turbo overboost). Transmission duties are taken care by new six-speed transmissions in manual or optional automatic formats.

The 6-speed automatic transmission available for all variants of the new MINI offers improved efficiency, enhanced shift comfort and increased shift dynamics and are programmed to work in conjunction with active suspension.

MINIs are well-appointed as regards to occupant protection and besides airbags, safety kit also includes camera-based adaptive cruise control collision and pedestrian warning system, automatic high beam, rear view camera and parking sensors. For a relatively small car, the new MINI has been loaded with safety electronics – ranging from ABS, electronic brake force distribution EBD, Cornering Brake Control (CBC) and the brake assistant, the driving stability control system DSC (Dynamic Stability Control) with drive-off assistant, a brake dry function, Fading Brake Support to DTC mode (Dynamic Traction Control) When the driving stability system is deactivated (DSC Off mode), there is an electronic locking function for the front axle differential which selectively and appropriately brakes a spinning drive wheel on tight corners, redirecting the drive torque to the other wheel – packaged as Electronic Differential Lock Control. The Cooper S also features 48 | www.automanweb.com |

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the Performance Control system, which counteracts any tendency to understeer prior to reaching the threshold level so as to support an agile yet neutral driving response on bends.

Weight management has also been a developmental consideration and in order to reduce weight and increase component rigidity, the new front axle is fitted with aluminium swivel bearings as well as axle supports and wishbones made of highstrength steel. Most of the set-up remains unchanged in view of the ‘go-kart’ handling characteristics. Another new addition to the MINI equipment programme is Dynamic Damper Control which offers two levels of damping. Meanwhile, the electromechanical power steering has also been visited to factor in torque steer compensation.

Driving impressions Previous generations of the MINIs have been fun to drive. With a planted stance, wheel at a corner approach, the car has had left an indelible mark with its hallmark ‘go-kart’ feel.

The new packaging, we think is designed to factor in two things – downsizing doesn’t

The selectable driving modes in the new MINIs seem to have their job description cut out quite well. The toggle can be directed both ways. Switch in one direction and it accesses Sport mode. The LED ring glows red, the throttle jumps a few hundred rpm higher, the steering stiffens, and the adaptive shock absorber become firmer.

On the base car, there’s still a strut setup, and a multi-link set-up at the rear. In a well defined and somewhat entertaining manner, these modes not only influence the accelerator curve and steering and automatic transmission shift points, but also the engine acoustics and ambient lighting.

In the Cooper S, the Sport model also can adjust the dynamic damper control where fitted.

In the steering department, even with the older MINIs, there was no reason to complain.

They offered good weight and feedback. But in view of the additional kit to the chassis/ suspension combination, as expected this area also has been revisited. The revised steering system includes torque steer compensation to reduce that tugging feeling at the steering wheel under acceleration,

What’s hot in the new MINI MINI’S third-generation hatchback is all grown up, with a bigger body, more technology and a fresh range of BMWsourced engines that include a pair of punchy turbocharged three-cylinder petrol engines for this region. Among the new technologies on offer are electronically controlled variable driving mean loss in performance and secondly, a well-endowed chassis can also be more fun with the driver oriented electronic aids.

We would normally expect a new chassis, a bigger footprint and a revised suspension with reduced unsprung weight could really change the driving character of any car. But with the new MINII, we are relieved to find that nothing has been compromised in that respect. At the Dubai event, we tried out both engine variants and are happy to note that the legendary go-kart handling of the three-door hatch not only is retained but also appears intensified, thanks to some clever engineering.

Both new MINI variant are also swifter than their predecessors, with the Cooper S dashing from zero to 100km/h in 6.8secs – more than a full second faster than before.

Despite their smaller capacity, the threecylinder models are also quicker to 100km/h, with the Cooper doing the dash in 7.9secs (down 1.2 secs). Fuel consumption has been cut by up to 27 per cent, thanks to efficiency gains such as weight optimisation and improved aerodynamics via a 0.28Cd.

modes, fitted as standard on the Cooper S. The three modes – Mid, Green and Red – not only adjust driving controls such as the accelerator curve, automatic transmission shifts and steering weight but also the ambient lighting, instrument display and – where fitted – dynamic damper settings while also including BMW’s Servotronic speedrelated steering assistance system for greater ‘feel’ in spirited driving. This seems to work quite well now as during the handling tests at the Nad Al Sheba track confirmed the electricassisted power steering’s ability to counter understeer.

An observation about the engines. The route from the starting point to Nad Al Sheba entailed a mix of very tight, low-speed corners, narrow roads and a few stretches of highways meant the turbo three-cylinder made more sense in everything but flat-out acceleration runs and hence seems to be more urban-oriented, while the bigger engined version exhibits more colourful character.

Verdict The new MINI now comes with higher levels of refinement and kit besides all-new engineering solutions. While the number of cylinders and engine sizes might have been reduced, performance is up on all models. In all, it can be summed up as a small car with lot of kit and genuine orientation towards sportiness.

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2014 Hyundai Xcent

Compact hero Hyundai’s newest sub 4m compact sedan, the Xcent is the most value for money compact sedan in the Indian market today. Automan examines the potential of this car for the Middle East markets where this segment is now opening up.

Authors: Faisal Khan and Chandan B Mallik

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ubcompact cars are not a new phenomenon even in some traditionally large car markets like the Middle East. India’s Maruti Udyog was the first of the three big Asian brands to come out with a sub4m sedan called Dzire in response to tax slab benefits. Mechanically, the Dzire was based on the Swift hatch platform and has done commercially

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well in India and also in Oman, where it was introduced over a year ago. The Indian market volume success has also attracted a few more players in the interim, including India’s number two brand Hyundai. Hyundai first launched the Accent in 1994 globally and the model arrived in India five years later.

By the time the third generation model was ready for market introduction

in 2006, Hyundai chose to keep the outgoing Accent running in India, while re-branding the new model as the Verna. The Accent was finally retired in 2013 and the Xcent was created as its successor.

So what is the Hyundai’s Xcent? To begin with, it’s not a ground-up project but a re-engineered Grand i10 hatch [also sold in the region] with a boot.

In terms of profile, the Swift Dzire is basically it’s a booted version of a car that was essentially designed as a hatch.

The problem has always been with the integration of the boot to the overall look of the car [even Ford UK faced the same problem when they created the Orion out of the Escort, and Austin MG with its Maestro and Montego in the late 70s]. The second player to

arrive in the segment was Honda with its ground-up designed Brio hatch and Amaze sedan.

But again, by using the same formula of slapping a boot on a hatch doesn’t really work, at least visually. Despite best efforts to join two distinct concepts, while the front end is identical to the Grand i10, the rear end which is new is short of being labeled as a cut and shut job. One look at the Xcent and it will not skip a heart beat for sure. Although, plain Jane, the Xcent is nothing more than a three box Grand i10 which makes it look ungainly from certain angles due to its odd proportions. While the hatchback is a smart looker, the sedan does not seem as appealing. While, Hyundai is known for making drop-dead gorgeous cars off late but in the case of

the Xcent, the magic is lacking, perhaps due to the nature of the segment which demands value more and design is not a priority factor.

Come to the side of the car and the increased length is immediately apparent although everything is the same till the C-pillar. The side profile also flaunts the waistline moulding, which runs along the side. From both the side and rear profile, the styling doesn’t catch your fancy as it seems design was limited due to the tall-boy nature of the car’s design and nonnegotiable wheelbase which is identical to the Grand i10.

Compared with the Suzuki Swift Dzire, the Xcent is identical in length at 3,995cm. It is marginally narrower,

taller and has a shorter wheelbase. The Hyundai’s ground clearance is lower than the Suzuki and in terms of weight, a few kg lighter.

View it head-on at the rear and some will like the simple tail lights. The rear profile seems too simple and maybe a few more character lines would have helped its cause. Designers have been able fill the wheel wells in the top trims by using 15in wheels as opposed to the 14in combo which are offered on the Grand i10 and lower variants of the Xcent. For the Indian market Hyundai offers the Xcent in three variants (base, S and SX).

One of the best interiors in the hatchback segment is of the Grand i10 and the Xcent borrows a lot of stuff from this donor. Quality of materials JUNE 2014

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top notch and there is ample amount of room inside the cabin. As expected, features are galore and the Xcent is easily the most feature rich vehicle in its class. Bluetooth connectivity, steering mounted audio controls, 1 GB storage for the audio system, push button start with smart key, auto folding rear view mirrors, electrochromic mirror with parking camera and sensors among others. The audio system allows easy pairing of mobile phone via Bluetooth streaming. While the cabin of the Xcent is almost identical to the Grand i10, there are a few changes done to the sedan for meeting the expectation of sedan car buyers. The Xcent gets a climate control AC, reverse guide camera (the Grand i10 only gets sensors), closed lid in front of the gear lever and a rear seat arm rest with twin cup holders. Surprising for the segment, there’s is a rear AC vent too. Space at the rear is plenty and the rear bench has been reclined a bit for added comfort. There is good amount of headroom for under 6’ tall passengers. The Hyundai Xcent is the narrowest car in its segment and thus seating five abreast isn’t the easiest thing to do. Seats are quite comfortable 52 | www.automanweb.com |

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but the rear bench could do with some more under thigh support.

The boot is the largest in the segment offering 407-litres and that was expected since the Grand i10 also has among the biggest boot in its class.

For propulsion, Hyundai has carried over the diesel and petrol engines from the Grand i10. Powering the petrol variant is the 1.2-litre Kappa powerplant which needs no introduction as it has been doing duty on various Hyundai cars in India. Performance is linear and throttle response is urgent, the four-cylinder engine offering terrific NVH levels with the motor being barely audible inside the cabin at idle. The top-end isn’t as creamy like its rivals but there is good low end pep for comfortably ambling around in the city. Hyundai is offering a 4-speed automatic with this engine.

Hyundai has achieved a good balance of ride and handling with the Grand i10 and we feel the Xcent is even better.

While the Xcent is not as engaging to drive as its rivals, it offers good manners at speed, remaining very stable even at triple digit numbers. The steering is light at low speeds, weighing up decently as you gather pace although it’s not really

feedback rich when you start pushing it around corners aggressively. Body roll is well contained and the top-end models come with wider tyres which boost the grip on offer. There is no nervousness at high speeds and this is one thing Hyundai has truly addressed with the Xcent.

The suspension set-up is stiffer as compared to the Grand i10 and this has been done to cater to the additional weight and towards improving road manners. The Xcent doesn’t get ABS as standard on any trim, but it’s optional on top trims sold in India where average highway speeds are much lower than Middle East. In terms of safety aids, only the top spec model gets dual airbags as standard. ABS is optional on the S and SX trim.

Verdict It’s clear that Hyundai is using its engineering and low cost development expertise to create a car which caters to specific needs. As a proven member in the entry level line-up, it can find its place in the Middle East, and be especially useful for congested city commuting duties in particular.

2014 Porsche Macan

Although it has started life using shared underpinnings, Porsche engineering has ensured that the all-new Macan SUV is not a clone of the Audi Q5. Automan attended the manufacturer sponsored ride and drive event in Dubai a few weeks ago Author: Chandan B Mallik | Photography: Jorge Ferrari

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orsche’s fifth new model and its first all-new and small SUV, the all-new Macan had its regional debut in UAE. According to Porsche, the Macan [internal code “Cajun” -- for Cayenne Junior] was conceived and developed as a fast track new project in just three years. The name “Macan” is derived from the Indonesian word for tiger. Interestingly, during the product presentation, Porsche executives who used to appear uncomfortable acknowledging that the Cayenne shared its platform with the VW Touareg or Audi Q7 showed no hesitation in acknowledging that the new Macan was built on the Audi Q5’s platform. But this aspect doesn’t mean that Porsche deviated from its core philosophy.

Besides the common platform which you usually don’t see, the big question is what really sets the Porsche Macan apart from your regular Audi Q5.

Porsche’s answer is simple: sheet metal design, engines, transmission, suspension tuning, software management, interiors, performance and handling.

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At first glance it looks a lot like Porsche’s bigger SUV, the Cayenne, so it’s unmistakably a member of the growing SUV family. But a closer look reveals that it’s no clone of its donor or a scaled down version of its sibling. For starters, dimensionally, despite sitting on a common 110.5in wheelbase and sporting length of 184.3in, the Macan is actually 1.7in longer than the Q5 and also 1.4in wider. It is nearly identical to BMW’s X3 on the same wheelbase and

The Macan is built at Porsche’s newly expanded Leipzig facility. While it ends up on the same final assembly line as the Cayenne and Panamera, it starts in its own new body shop, paint shop and preassembly lines a bit larger than the Mercedes GLK in wheelbase and overall length. The car is also a foot longer than the Range Rover Evoque. And when compared to the bigger Cayenne, the Macan is

5.7in shorter overall, on a 3.5in shorter wheelbase, and almost as wide.

Other headline changes are actually in the styling department where Porsche designers have been cautious about what they wanted the Macan to look like ultimately. It has the SUV profile and the front end of the car appears more matured and aggressive than the Cayenne and the rear takes its design cues from a 911 more than the Cayenne.

Porsche officials went out to prove that the Macan is all-new from ground-up by claiming that more than two-thirds of all parts are new or tailored specifically for the Macan. In that respect, the design feature that immediately stand outs is the ‘clamshell’ bonnet which is one slab stretching through to the wheel arches – a styling element that seems to have been inspired by a classic Porsche racer.

Meanwhile, Porsche’s newest 918 Spyder has also influenced a number of elements in the Macan including the door side blades and the 3D LED taillights. The “blade” is a painted or carbon-fibre insert near the bottom of the Macan’s side doors. While attention

to detail has been top class, we do note some areas where in our view needs some attention – especially up front.

When you view the car upfront, it’s a proper SUV with a large grille and intake vents on either side of the lower valance. Nothing wrong with the design as it has been aero profiled, but up close what got us worried is that it’s like an open duct where two radiators sit behind. It’s like an open invitation to disaster – especially in off-road driving situations where flying debris has the potential to damage delicate components that sit behind.

In terms of construction, the Macan gets the best in flab management. The bonnet and hatch door are made of aluminium, but its unibody is entirely steel. This arrangement makes the car around 130kg lighter than the base Cayenne. The centre of mass is nearly an inch lower than Cayenne’s.

Inside the cabin, it’s a Porsche throughout. The Macan continues Porsche’s upward trend in its interior treatments’ overall quality. Porsche signature cues include the array of

buttons on either side of the gearshifter on the centre console. The steering wheel design comes straight from the 918 Spyder.

Unlike the Q5 which uses traditional SUV type of layout for instrumentation, the Macan prefers to stay with its sports car influenced theme and clear evidence of this is the central position of the rev-counter as part of the three pod instrument cluster. Mod cons also not missed are the high-end Burmester music system and the analogue stopwatch at the top of the dashboard.

Quite handy for clocking lap-times on the track and this feature is available in the Sport Chrono package at extra cost.

Seats are contemporary Porsche and come double stitched and bolstered in the right places. The car is designed to accommodate five adults, but the relatively tall centre tunnel will pose a problem if the middle occupant of the rear seat is an adult. Legroom is adequate, but rear headroom could be a bit of a squeeze for six-feet plus occupants. In terms of practicality the Macan’s rear seats fold 40:20:40

and offer 1,500-litre of space, which is good, but the sloped roofline impacts rear headroom. Overall, cargo space is 33 per cent less than that in the Q5.

Another odd thing spotted was that the test cars offered had no rear air vents!

The Macan will be offered with two petrols and one diesel engine at launch.

We are familiar with the twin turbo and dry-sump enabled 3.0-litre V6 from the Panamera S. In the Macan S boost is limited to 14.5 psi and output drops to 340 hp and 339 lb-ft of torque. The powertrain set-up in the Macan Turbo is new even though it starts with the normally aspirated 3.6-litre V6 from the base Panamera (as opposed to the undersquare, wet-sump 3.6 in the base Cayenne) and adds twin turbo power.

With 17.4 pounds of boost, the Macan Turbo delivers 400hp and 406 lb-ft (13 per cent more horsepower and 17 per cent more torque than anything else in the class, including the Audi SQ5). A Macan S with a 3.0-litre, 429-lb-ft turbodiesel is also offered. None of these engines are available in the Q5.

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The Macans come with Porsche’s seven-speed PDK dualclutch automatic. Unlike the Q5, once again, Porsche has saved 180kg by using the Torsen-based all-wheeldrive instead of grafting Audi’s Quattro. The system is identical in concept to Cayenne’s, with an electronically controlled, multiplate centre clutch and locking rear differential. Default torque delivery is 70-75 per cent rear and 100 per cent power shift to front or rear is possible.

To offer flexibility in the packaging, there are three suspension options. The front and rear differentials are shared with Audi, as are the suspension arms. But the springs, shock absorber, stabilizer bars and bushings are uniquely tweaked by Porsche. The standard setup uses steel springs with conventional shocks. Next up is Porsche Active Suspension Management, with electronically controlled adaptive shocks. The top grade Macan gets class-exclusive self-levelling air suspension capably of varying ride height up to 1.6in, dropping the Macan lower on pavement than the standard suspension and increasing ground clearance to 9.06 inches off road. Wheels range from 19 to 21in in diameter, and all packages get wider rear tyres.

That’s not all. Porsche’s driver oriented electronic management system is also available. The sport button adjusts parameters for throttle map, redline, shift points, exhaust pitch and suspension (when equipped with PASM). The off-road button optimizes the same points, and torque distribution as well, for off-road use up to 50 mph. PTV Plus -- Porsche’s torque vectoring rear diff -- is optional.

Porsche which usually avoids using hyperboles for its cars has declared the Macan — the name derived from the Indonesian word for tiger to be the first compact SUV that is also a sports car Driving impressions The drive programme was divided over a period of two days. Day One was dedicated to mostly soft beach type off-road duties, chassis articulation exercises and demonstration of torque in simulated hill climb and descent situations. Ride height is 230mm (it is 190mm with steel springs), while the approach angle and departure angle are 26.6 degrees and 25.3 degrees respectively. We tackled a 45-degree ramp, and used the hill descent control to crawl down the equally steep other side without braking inputs. Here we were able to ascertain the key differences when compared to the Q5’s Quattro system. Quattro is mechanical, and under normal circumstances sends 60 per cent of the torque to rear and 40 per cent to the front wheels. But even when slip is sensed, Quattro can’t redistribute as much torque to the front or rear axles as the Porsche AWD system.

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climb. On road, the Macan feels more like a spirited Audi RS4 Avant than a Q5. While the Macan and Q5 share the same power steering system, the Porsche uses a quicker ratio. One of the reasons contributing to this feel

Porsche emphasizes that two-thirds of the Macan’s parts are entirely new, including all the key hardware such as body panels, engines, suspension, interior and its all-wheel-drive system is the light feel of the steering wheel which offers sports car like feedback.

At speeds, the Macan’s lower mass concentration relative to the Cayenne is obvious. Supporting the drive is the taut suspension, so there’s very little wallowing which helps managing weight transfer more confidently during aggressive side-to-side movement on the steering wheel. The Macan steering feels much lighter and

faster than a Cayenne. As expected, the electro-mechanical steering lacks the punch of the 911 regardless of the driving mode selected, but provides plenty of feedback from the (235/55 R19 front and 255/55 R 19 rear) tyres to your fingertips.

The power upgrade from S to Turbo is good for spirited drivers on road as the extra boost allows more oomph out of corners. The PDK suits the Macan as it is tuned better than most dual-clutch boxes available in the market and is liked for its relatively fast smooth shifting and lurch-free downshifts.

On the Jebel Jais twisties, we enjoyed the car’s rear-biased all-wheel-drive set-up and ability to cope with fast corners. When pushed into a fast corner with PTV, all what was required fron the driver was feed in throttle, and you can feel the slight initial understeer become oversteer as the rear end starts to wiggle under full throttle which is quite in contrast to the lesser dramatic effects of PTV in typical city driving.

Despite its relatively supple ride, the Macan S (one of tester) seemed a bit

out of place in the overall NVH control department as intrusive tyre noise and odd vibrations were felt. The Macan Turbo is most fun to drive with Sport Plus mode engaged. In this mode, the car displays astounding agility and grip, barely eliciting a squeak from the tyres.

Verdict It’s quite obvious that Porsche has used the best from Audi and added their own expertise in the Macan. In the process, Porsche has created its standalone Macan which definitely justifies it place in the line-up and is no way a clone of its donor, the Q5.

Macan Turbo Engine 3.6L twin-turbo V6 Power 400 hp @ 6,000 rpm Torque 406 lb.-ft. @ 1,350 rpm Transmission 7-speed PDK Length 4,699 mm Weight 1,916 kg Power to weight ratio 4.79 kg/hp Acceleration (0 to 100 km/h) 4.8 seconds Top speed 266 km/h JUNE 2014

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2014 Triumph Bonneville

The days of the British motorcycle aren’t quite yet over – not as long as Triumph still makes products as appealing as the Bonneville Author: Raj Warrior

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O

man can hardly be called biking country. Yes, it has the roads made for biking, especially on the hills around Muscat, through Fanja and even onwards to Nizwa and Bahla. It even has a whole bunch of biking clubs. But you can still see the surprise in people’s eyes as you pass them on the fast lane. They are so used to the motorcycle being a delivery utility that they just can’t imagine you having fun on one.

In my case, I’m on to my fifth bike in my innings in Oman and this one’s all different.

For starters it isn’t the usual Japanese 600 to 750 cc that I am used to – this one’s a Triumph and although its made in Thailand, it’s as British as they get. And it is more than making up for the hole in my heart that resulted from the sale of my trusted 1999 RC42 CB750 to a young aficionado.

The one good feature of that sale was that he seemed to love the bike more than I did, which is saying quite a bit. But then the RC42 had to go in order to make way for a new bike.

I had a Harley Sportster and the Yamaha Bolt on the shortlist as well, but ruled against them because a) I am not really much of a Bobber rider and b) Neither of them are really well priced especially when you keep in mind that in the US they are almost $2,500 dollars cheaper.

Aah, but then why the Bonneville, you ask?

A couple of months ago I had wandered into a Triumph showroom in Marseilles, while there testing the Mercedes C-class and it was there that I first fell in love with the brand and the Bonneville in particular. Of course it isn’t cheap in France – it is actually more affordable here. Fast forward to the day before the Al Fardan bike showroom opened in Wattayah, Muscat in the third week of April and I had already paid up and registered my bike. That was exceptionally quick, speeded up by the fact that I hadn’t even ridden it. Hardly the sort of behaviour you would expect from a professional car and bike tester.

But then, this is a Bonnie – as close to a modern day classic as you can get. Laid out to resemble the traditional standard Bonneville, the new-age bike is made by Triumph, albeit a different company than the one that made the bike from 1959.

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– you only have to look at Bentley and RollsRoyce to see how they still trumpet their history.

Triumph logo and the blue and white body colours make the SE look as if has stepped out of the 1970’s.

The Bonneville brand in available in Oman in various configurations – the A3 SE that I bought, with alloy wheels and minimal body kit, the T100 that comes with wire wheels, classic peashooter exhausts and more kit and the America, a cruiser styled version that combines low-slung peashooter silencers with raised handlebars and

In a concession to modern day needs, the odo readout is digital, albeit tucked away on an analogue speedo. The SE doesn’t get a tach. Controls are all laid out in a standard format – you don’t get a hazard switch though. The steering lock is on the right of the frame, ignition switch to the left.

The engine is an air-cooled parallel-twin 870cc unit with 360-degree firing offset, matched with a five-speed gearbox in a casing that is made to look like a classic preunit construction. The blackened engine and gearbox are set off with milled fins and bolt heads in chrome. Engine power is 68PS and torque is 68Nm and the seamless delivery of both is a signature of the parallel-twin engine and its 90mm bore and 68mm stroke. The headers are a DOHC unit coupled with electronic fuel injection.

A completely new Triumph Bonneville 790 was debuted in 2001 by Bloor’s Triumph Motorcycles Ltd. Originally built exclusively in Hinckley, England, some models are now produced at the company’s Thailand manufacturing facility, which also makes components and accessories for various Triumph bikes. The new “Bonnie” strongly resembles the earlier models in style and basic configuration, but with entirely modern engineering.

fairings. And of course there is the really great looking Thruxton, the café racer version of the Bonneville, which may just end up being my next bike.

The SE combines a naked look, alloy wheels and slightly upward tilted megaphone shaped silencers with a regular twin saddle, partnered with visual elements that keep it classic looking. Round headlight, round indicators, a classic arched taillight, the split, two-unit look of the gearbox with throttle bodies designed to look like carburettors, partnered with the chrome

So now I had bought the bike – would I like it?

One good measure of that is my eagerness to jump on the bike on my way to office – even in the 45-degree plus temperatures that we are currently enjoying. I’ve clocked in hundreds of kilometres and I’m enjoying every moment. The Bonneville has everything going for it – from the sound of the parallel-twin engine firing, to the smooth gearshift, light clutch action, good riding stance (especially since I value a straight back posture while riding), low seats and an amazingly responsive throttle.

There is something deceptive about the way it handles – you would think it was a lot more heavy, but with a weight of only 225kgs, the bike behaves in some manner like my CB used to without the aggression.

The CG is low enough to inspire confidence in curves, while the tyres keep adhesion while banked. Tyre sizes are 110/70 R17 in front and 130/80 R17 at the rear.

As for the top speed, I have to remember to slow down for the cameras, especially since a free revving engine and a handy third gear allow for quick sprints in the 120-plus zone. The Bonnie has a tradition of being able to keep going at 100-plus the whole day (that’s miles per hour, by the way) and I see no reason why it shouldn’t. The tank of 16 litres will give a range of around 340kms at regular speeds. Combine that, its practicality and the affordability and I can’t think of any reason you wouldn’t buy it.

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I

2015 KIA Carnival

The CARNIVAL MPV is the last of Kia’s products to adopt the company’s much-appreciated design direction created by design guru Peter Schreyer

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t’s no secret that very few carmakers offer minivans. One of the reasons cited for this is that brands like Honda, Toyota, Mercedes and Dodge/Chrysler enjoy longstanding monopoly in the segment.

While Kia and sister company Hyundai are not a newcomers in the MPV segment with reasonable offerings, Kia it seems now has a clear cut direction with what it wants to do with the new 2015 Kia Sedona/Carnival.

Schreyer’s team has intricately studied the outgoing MPV model and touched each and every point. Design has been top on the list and hence the MPV has been completely redesigned. In addition to innovative European-inspired design, the 2015 Sedona also delivers the exceptional interior volume buyers expect in the segment with ample passenger and cargo room and a quiet and comfortable cabin. Following the philosophy that has guided Kia’s recent succession of highly successful redesigns, the Sedona advances value to new levels of sophistication with a host of segment-leading new technology and upscale features, all of which will be offered in a new premium trim level.

The 2015 Sedona is built on an all-new chassis with static torsional stiffness that is 36 per cent greater than its closest segment competitor. Despite its overall width and height remaining virtually unchanged, the all-new Sedona provides more front shoulder room, greater leg room in the front, second

and third rows, as well as a slightly higher hip-point, improving outward visibility for the driver. The Sedona’s sophisticated interior design theme is brought to life with a modern color palette featuring solid or two-tone color options in beige, gray and burgundy for a warm and inviting atmosphere. The top-line SXL trim features standard ultra-soft Nappa leather seating surfaces throughout the cabin, the same chromium-free leather found in the K900 luxury sedan.

The horizontal design cues across the instrument panel create a greater sense of width, and the generous use of softtouch materials adds to the all-new Sedona’s premium ambiance. The Sedona’s proportions provide flexible seating in both seven- and eight-passenger configurations and a multitude of storage options.

The 2015 Sedona is powered by a new 3.3-litre V6 engine which is the same one found in the Sorento SUV and Cadenza sedan. It offers 276hp and is paired with a six-speed automatic transmission that drives the front wheels. The Sedona will also offer most modern safety features, including forward collision alert, adaptive cruise control, blindspot detection, rear cross-traffic alert and a 360-degree camera view.

Length increases by an inch, and wheelbase is up by an inch and a half; width is unchanged and the roof is about a half-inch lower. Two distinct looks grace the Sedona’s exterior depending on trim level,

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2015 Nissan Murano

A lot is happening at Nissan’s design studios these days. While current model successors like the trendsetting new Murano made its dramatic debut in the US at the New York Auto show, across the Atlantic, in Europe Nissan unveiled its renewed interest in a hotly contested European C-segment with the all-new Pulsar 5-door hatchback.

Author: Chandan B Mallik

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issan provided an early look at the all-new 2015 Nissan Murano prior to its world debut at the 2014 New York International Auto Show. While the Nissan Murano has always stood out from ordinary crossovers with its refined yet daring and futuristic design, the new third-generation Murano kicks it up many notches with its concept car-like styling, premium interior and advanced, purposeful technology.

The car’s design is clearly inspired by the Resonance Concept that was displayed at the 2013 Detroit Auto Show. However, the new Murano does exhibit a toned-down “V-Motion” nose and the trademark

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boomerang-shaped light fixtures.

The magic of the exterior design carries into the interior, which offers an engaging social lounge feel through features such as the refined lower-height instrument panel, wide center console, advanced NASA-inspired Zero Gravity front and outboard rear seating, and the airy atmosphere created by the large windows and oversized Power Panoramic Moonroof.

Available technology features include NissanConnectSM with Navigation and Mobile Apps, 8-inch color display with multi-touch control, 11-speaker Bose® premium audio system, and Bluetooth® Hands-free Phone System.

Powering the car will be a VQ-Series derived 3.5-litre V6 engine, which was introduced in the 2014 model year, will continued to be offered in the third generation version for the 2015 model year along with an advanced version of Xtronic transmission. Murano is available in front-wheel drive or Intuitive AllWheel Drive.

Available safety and security systems include Moving Object Detection (MOD), Blind Spot Warning (BSW), Predictive Forward Collision Warning (PFCW) and Forward Emergency Braking. The new Cross Traffic Alert (CTA) system utilizes radar to detect a moving vehicle behind the Murano approaching from either side of the parking space.

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2015 Nissan Pulsar

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ore evidence of Nissan’s “Innovation that Excites” marketing tagline should appear in the all-new Murano crossover and the soon-to-arrive in Europe C-segment Pulsar.

Till now hatch markets like UK/Europe are served by B-segment models like the Micra. Combining bold design, technical innovations and interior space, the new Pulsar, according to Nissan will attempt to take the fight to European brand market leaders like the Ford Focus, Volkswagen Golf and Vauxhall Astra.

The Pulsar badge was first introduced in 1978 by Nissan for its compact car. It was produced in Japan till 2000, when it was replaced by the Nissan Bluebird Sylphy in the Japanese domestic market. Between 2000 and 2005, and then since 2012, the name “Pulsar” has appeared in Australia

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and select Asian countries on rebadged versions of the Sylphy and similar Versa/ Tiida model. Now, the Pulsar name will be used for Europe market entry by Nissan.

The new five-door Pulsar will be built on Nissan’s modular CMF2 architecture at Nissan’s Barcelona-based facility in Spain.

The same platform also underpins the Eurospec Qashqai and X-Trail SUVs. The hatch borrows styling cues such as a V-shaped grille and sharp headlights from the new Rogue crossover.

It’s a larger vehicle than one of its main challengers, the Golf, riding on a 106.3in wheelbase, which is 2.4in longer than the VW. It’s also longer overall, at 172.6in.

Nissan thinks the longest wheelbase in the class and clever packaging will help Pulsar users to enjoy considerably more rear legroom and shoulder room than its

sector rivals. In terms of rear knee room, the Pulsar, according to Nissan is more spacious than many D-segment offerings.

On launch, the car will get a 1.2-litre turbocharged petrol mill offering up to 113hp. The 187hp, 1.6-litre turbocharged engine from the Juke crossover will arrive later. Diesel options will include the 108hp 1.5-litre engine. No cogged transmissions are planned and hence the latest versions of continuously variable transmissions should save the day. Nissan will also offer segment first LED headlamps and the NissanConnect infotainment system round out the Pulsar’s feature pack. “We cannot just be a crossover brand. We can make the Pulsar work. Getting it right is not an easy or quick answer, but the results of the Qashqai have bought us time,” said Shiro Nakamura, Nissan’s design chief.

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2015 Mercedes-Benz S63 AMG Coupé

The new Mercedes-Benz S63 AMG Coupé is the latest dream car to augment the Mercedes-AMG model range

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esign and engineering meet together in the latest version of the Mercedes-Benz S63 AMG Coupé in more than a casual way.

Dominance and sensual purity combine to lend the vehicle irresistible presence and effortlessly superior sportiness in a canvas etched with exciting lines which underpin this two-door car. Equally impressive is the combination of high driving dynamics, ambitious lightweight construction and groundbreaking efficiency. As the most powerful member of the BlueDIRECT engine family, the AMG 5.5-litre V8 biturbo engine which boasts an output of 585hp and 900 Nm of torque will reside under the bonnet of the car. Mercedes and AMG have programmed it to deliver exceptional performance with remarkably low fuel consumption.

The brand’s AMG 4MATIC all-wheel drive set-up will be available as an option, otherwise in two-wheel ride mode, the car is a RWD. New features have been introduced to take care of handling performance and include a world first in the shape of the curve tilting function, which is part of the MAGIC BODY CONTROL suspension system, to further enhance both driving pleasure and comfort. The car is the latest model to benefit from the systematic implementation of the AMG Lightweight Performance strategy. Lightweight construction has also helped reduce body weight by 65kg, even though the car has a higher output and more extensive standard equipment than the predecessor model.

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Automan is the first automotive magazine in the Sultanate of Oman which introduced Car Of The Year [COTY].

This year, it is in its fourth iteration. As before, the selection criterion and the nomination categories remain unchanged. This means all of the contenders are new vehicles available now or before year’s end in the Middle East markets. Only cars which have been tested by Automan’s jury/editors are eligible for nomination and the nomination process goes through two stages. In the first stage Automan will produce a list of nominees in their respective segments and will be announced in June and December of the current year. The second round will find the single winner of the respective categories that will be made announced in January 2015.

For this year, we also note the importance of design driving new cars and hence we have decided to include a special award for design under ‘Editor’s Choice’.

Here’s a list of the nominated cars and their respective categories till June 2014

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Bentley Continental GT V8 S

Lamborghini Huracan

Performance car

Performance car

Hyundai Genesis

Mercedes-Benz C-Class

Premium car

Premium car

Porsche Macan

Volkswagen Golf R

Premium SUV

Hot hatch JUNE 2014

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MINI Cooper

Infiniti Q50

Jeep Cherokee

Volkswagen Tiguan

Hot hatch

Premium sedan

Mid sized SUV

Small SUV

Aston Martin Vantage S Q edition

Ford Fusion

Maserati Ghibli

Cadillac XTS V Platinum

Performance car

Mid sized sedan

Premium car

Luxury car

Mitsubishi Attrage

Chevrolet Camaro SS

Kia Soul

MINI Paceman

Small car

Performance car

Hot hatch

Hot hatch

Chevrolet Camaro ZL1

Rolls-Royce Phantom Series II

Audi A3

Mitsubishi Outlander

Sports car

Luxury car

Premium car

Mid sized SUV

Porsche Cayman R

Lincoln MKZ

Ford Ecosport

Peugeot RCZ

Sports car

Premium sedan

Small SUV

Sports car

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B

ritain’s Lewis Hamilton led a Mercedes one-two at the Chinese Grand Prix as his teammate Nico Rosberg clung on to his lead in the F1 world championship title race.

It was the third straight victory for Hamilton after his retirement in the opening round in Australia and he led for every one of the 56 laps in Shanghai after starting from pole position.

By contrast, Rosberg had to battle through the field after a wretched start and only overhauled Fernando Alonso in his Ferrari after the final round of pit stops.

Rosberg, who won in Australia, has a four-point lead over Hamilton after four rounds of the 2014 season, which is being dominated by their allconquering Mercedes team.

Alonso’s third was a rare bright spot in a difficult season for Ferrari, whose team boss Stefano Domenicali quit earlier on, but it was a frustrating afternoon for Red Bull and defending fourtime champion Sebastian Vettel. The German had to give best to his rookie teammate Daniel Ricciardo in the battle for a distant fourth after

initially running in second following a fine start.

Vettel also appeared to disregard team orders after being told to let Australia’s Ricciardo past.

“Tough luck” came the reply over race radio, but he did move over shortly afterwards. Hamilton was involved in an epic battle with Rosberg in Bahrain, but spent much of the latest race in splendid isolation, finishing over 18 seconds clear as he took the checkered flag.

“It’s incredible, I just can’t believe how amazing

This was his first hat-trick of victories, following triumphs in Malaysia and Bahrain.

Hamilton’s third victory in four races this season was also the 25th of his career, passing Juan Manuel Fangio and drawing him level with Jim Clark and Niki Lauda. this car is,” the 2008 world champion said in his post-race podium interview. “I was just really racing myself,” he added.

Two-time champion Alonso was delighted to have edged ahead of the two Red Bulls after the ructions within his team which have seen Domenicali replaced by Marco Mattiacci.

“It was a good weekend, we improved the car and were more competitive,” he said. “We’ve not had the start to the season we would have liked, but we are still in the fight,” added the Spaniard.

Nico Hulkenberg was sixth for Force India, just holding off Finn Valtteri Bottas in his Williams.

Bottas and Rosberg made heavy contact on the first corner but both were able to continue unhindered. “There were cars all over the place and it was great my car held on,” a relieved Rosberg said.

Ferrari’s Kimi Raikkonen, Sergio Perez in the

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second Force India and youngster Daniil Kvyat in a Toro Rosso completed the points scoring positions.

Hamilton was completing his 25th career win and it was the first time he has achieved a run of three successive victories, underlining his challenge for a coveted second world crown.

With four races out of 19 gone, Mercedes already have established a massive lead in the constructors’ standings with 154 points, 97 more than second-placed Red Bull, who disappointed in the race proper Sunday after promising performances in practice and qualifying.

In terms of points, Hamilton still trails his Mercedes team-mate, Nico Rosberg, in the drivers’ championship because of his failure to finish the opening race in Australia. The gap, however, is now down to four points.

Hamilton’s superb form continued at Barcelona, Lewis Hamilton took the world championship lead from Mercedes team-mate Nico Rosberg with a closely fought victory in the Spanish Grand Prix.

Hamilton leads Rosberg by three points as his fourth win in a row finally made up the ground he lost by retiring from the season-opening Australian GP. The Briton led from start to finish to win a tense battle with Rosberg, with the rest of the field far behind.

Red Bull’s Daniel Ricciardo was third and teammate Sebastian Vettel fourth.

The world champion produced a superb recovery drive from 15th on the grid to finish ahead of Williams’ Valtteri Bottas and the Ferraris of Fernando Alonso and Kimi Raikkonen.

Hamilton successfully converted his pole position into a lead at the first corner and built a 2.6-second lead over Rosberg by lap 13.

But the German closed in to within 1.6secs over the next four laps until Hamilton made his first pit stop on lap 18.

When Rosberg stopped three laps later,

Mercedes split the tyre strategies between both cars, just as they had in their close battle in Bahrain two races ago, putting Rosberg on the ‘hard’ tyre whereas Hamilton had been fitted with the ‘medium’.

Hamilton was told he needed to maintain a four-second gap by the time of his second pit stop, while Rosberg was told he had to get the margin down to two seconds if he wanted to win the race.

Hamilton made his final pit stop on lap 43, fitting the hard tyres. And despite a delay fitting a rear wheel, he was a comfortable 4.8 seconds ahead when Rosberg emerged from his final stop on the medium tyre two laps later.

Rosberg inexorably closed on Hamilton through the final stint and was close enough to be able to use his DRS overtaking aid as they entered the penultimate lap, but was unable to pass.

Hamilton had to lap Raikkonen as they headed down the straight into the final lap but was able to retain the lead.

“I wasn’t fast enough really today,” said Hamilton. “Nico was quicker. I had to rely on my engineers to tell me where I could find time and what the gap was.

“One more lap and I would have been close enough to give it a good go,” said Rosberg. “I’m a bit gutted, but still second place and in a good position in the championship. There are many races to go.”

Behind the dominant Mercedes cars, Vettel also displayed excellent form as he recovered from a gearbox failure in qualifying and consequent fiveplace grid penalty for changing the part.

Red Bull put the world champion on a three-stop race, and after his final stop on lap 52 he quickly passed Ferrari’s Kimi Raikkonen on lap 63.

Alonso, initially planning two stops, switched to a three-stop strategy in a successful attempt to beat Raikkonen, who led him in the first part of the race.

Alonso had spent the first stint of the race stuck at the back of a three-car train led by Lotus’ Romain Grosjean and Raikkonen.

Against the usual protocol, which dictates the driver leading on the track out of two team-mates gets first-call on pit-stop timing, Alonso made his first stop a lap earlier in an attempt to pass Raikkonen. It failed when Alonso hit traffic on his out lap.

During the second stint, Ferrari switched Alonso to a three-stop strategy in what the Spaniard said was an attempt to prevent them being passed by Vettel, who was doing the same.

But it failed - Alonso rejoined after his final stop right behind Vettel and while he was unable to keep pace with the German, who passed Raikkonen on lap 56 before setting off after Bottas, Alonso did close on Raikkonen.

Behind the Ferraris, Grosjean took Lotus’ first points of the season in eighth, ahead of the Force India’s Sergio Perez and Nico Hulkenberg.

Jenson Button beat McLaren team-mate Kevin Magnussen to 11th place.

Sir Jack Brabham passes away Sir Jack Brabham AO, OBE, triple Formula 1 World Champion died peacefully at the age of 88 last month in Australia.

Formula 1 World Champion in 1959, 1960 and 1966 and double Constructors’ Champion (1966 and 1967), Sir Jack was one of the most accomplished drivers and team owners in the history of the sport. The first driver to be knighted for services to motorsport, ‘Black Jack’ rose from racing midgets on dirt ovals in Australia to dominate global motorsport.

His first two titles in the Cooper Climax marked the end for front-engined Formula 1 cars. The third made him the only driver in history to win a World Championship in a car of his own manufacture, the Brabham BT19 – a feat unlikely to ever be repeated.

Acclaimed as a brilliant engineer, technological innovations brought about by the Brabham team helped to shape the sport today. Through his partnership with Ron Tauranac, over 500 Brabham racecars were built from the team’s British Surrey base in the 1960s alone, while the Brabham name continued in F1 for 30 years.

Although Jack scored his final win in the 1970 South African Grand Prix, the legacy has continued with all three of his sons achieving their own global success, while third generation drivers Matthew and Sam are building their own notable racing careers.

On behalf of the family, Jack’s youngest son David said: “It’s a very sad day for all of us. My father passed away peacefully at home at the age of 88 this morning. He lived an incredible life, achieving more than anyone would ever dream of and he will continue to live on through the astounding legacy he leaves behind.” Sir Jack is survived by his wife, Lady Margaret, sons Geoff, Gary and David and their families.

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Who will replace Ecclestone?

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maximum points in Tuscany will be Rossi’s Movistar Yamaha MotoGP team-mate Jorge Lorenzo. Although the 2010 and 2012 MotoGP™ World Champion is not currently in his best form Lorenzo has won the race at Mugello for the last three years, enjoying a circuit where Yamaha have a good record.

Just ahead of Lorenzo in the standings in fourth place at present is Ducati Team’s Andrea Dovizioso, who is sure to enjoy massive support this weekend. Thousands of faithful Ducatisti fans will gather at Correntaio corner once again to will Dovizioso towards the podium and to support his colleague Cal Crutchlow as the Englishman strives to move up the standings from 16th.

The likes of Stefan Bradl (LCR Honda MotoGP) and Alvaro Bautista (GO&FUN Honda Gresini) go in search of further top five results from sixth and tenth respectively in the championship table. Bautista arrives at Mugello on a high, having recovered from his early season dip by racing to third at Le Mans.

Another excellent performer at Le

Mans was Pol Espargaro and the rookie will aim to build on his fourth place in France with another solid performance in Italy. Having adapted quickly to MotoGP in the first five rounds, Moto2™ World Champion Espargaro is just ahead of his brother Aleix Espargaro (NGM Forward Racing) and Monster Yamaha Tech 3 team-mate Bradley Smith in the overall classification.

Just outside the top ten in the standings is another Italian in Andrea Iannone.

The Pramac Racing rider looks to bounce back from two consecutive DNFs after showing his speed in practice and in the opening three races of the year.

Iannone’s compatriot Danilo Petrucci (IodaRacing Project) makes a welcome return at Mugello, having missed the trip to France with the fractured left wrist he sustained at Jerez.

This event at Gran Premio d’Italia TIM represented the 29th occasion that a GP has been held at the Mugello circuit, including 24 times in the consecutive years from 1991.

E

Asked if he wants to be the ‘new Bernie’, Briatore told reporters “I prefer the old Bernie.” Briatore admitted he knows the kind of person that needs to be running F1. “What formula one needs is a dictator,” he said. “He makes the rules and the teams have to follow. If you don’t want to, look for another job.”Formula one is a strong brand,” said Briatore.

“Bernie took 30 years to build it, but without him, it could be that it is destroyed in two or three. “What is needed now is a man who has a clear plan for the formula one of the future.” Dieter Zetsche, the chairman of Daimler, also said that amid the corruption scandal that could end

Michelin becomes official tyre supplier for MotoGP™

F

ollowing the race in France, in which Rossi finished second to the victorious Marc Marquez, he was already looking forward to the Gran Premio d’Italia TIM and another chance to battle with the inform World Champion and standings leader, this time in front of the passionate Italian crowd.

With his victory at the French GP Marquez became first rider to win the opening five races of the year, all from pole position, since Giacomo Agostini in the 500 class in 1971.

Marquez leads the standings by 42 points from Repsol Honda team-mate Dani Pedrosa and will aim to extend his winning run at round six – at a venue where he crashed out last year.

Marquez will know, however, that Pedrosa will be hungry for his first win since Malaysia last year and that Rossi will be doing everything in his power to add to his nine victories at Mugello, seven of which have come in the premier class. It is fair to say that a win for Rossi in his 300th GP would certainly be popular with the home crowd.

Another strong contender for

mbroiled in a corruption scandal that could end his reign, F1’s current ‘supremo’, Bernie Ecclestone, has hinted that his bosses at CVC could be about to replace him.

Formula one “needs a dictator”, according to the flamboyant former team boss Flavio Briatore. “I feel sorry for him,” Briatore said on his customary trip with his yacht ‘Force Blue’ to Monaco, “but if I was Ecclestone, I would have left five or six years ago.” Reports suggested Italian Briatore, who left F1 amid his own scandal some years ago, might be a potential successor for Ecclestone, but the 64-yearold played that down.

Ecclestone’s reign, the next steps for the sport are crucial.

“It is very clear that Bernie Ecclestone is responsible for the success of formula one,” Zetsche, whose Mercedes camp is utterly dominating the 2014 season, told Germany’s Welt am Sonntag newspaper.

Meanwhile, Niki Lauda, triple world champion and Mercedes team chairman has ruled out replacing Ecclestone. “No, I will not be boss of formula one!” the F1 legend told German newspaper Bild. “I have a job at Mercedes with a contract that goes up to and including 2017.

Anyway, I do not think about things that will not happen,” said Lauda.

Dorna Sports, promoter and organiser of the MotoGP™ World Championship, which is sanctioned by the Fédération Internationale de Motocyclisme (FIM), has announced that Michelin will be the sole supplier of tyres to teams participating in the series from 2016. Michelin’s proven technical abilities to respond to the needs of a demanding Grand Prix racing schedule helped clinch the deal. “Our policy of carrying over our technologies from track to street fits perfectly with the new technical regulations which are due to be introduced in 2016 and which will dictate the use of 17in wheels. That is why Michelin decided to submit a bid following the tender process instigated

by Dorna Sports. We take this opportunity to thank the governing bodies for the confidence they have placed in us today. Their confidence recognises Michelin’s expertise and the 26 Riders’ world titles it has secured”, says Michelin Motorsport’s Director Pascal Couasnon.

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ChicaneOpinion |

Competition

as a virtue

Who among us hasn’t faced competition? We face it from the day we are graded in school or even earlier if we’ve had the misfortune of being entered in bubbly baby contests by our parents. From that point onwards, competition is a regular companion, as we try to get into colleges, find jobs, look for promotions or perchance even launch businesses. It’s something we hate as much as we accept as a regular part of our lives – even letting it dictate our behaviour and our relationships.

So why are we all agog when Lewis Hamilton sees his main rival as his team-mate Nico Rosberg? Media are equating this rivalry with the classic Alain Prost – Ayrton Senna clash in McLaren. But then aren’t we also looking at something like that brewing over in the Infiniti Redbull stables where Ricciardo has managed to pull off a few podiums this year while four-time champion and team-mate Sebastien Vettel has been rather unfortunate? At what stage did this cross over from competition into rivalry? And will we actually see another on-track shoving match like the ProstSenna one?

As contentious as this may be, it is competition that has brought about most of the improvements that we take for granted. It is almost 60 years since the classic USSoviet space race began with the throwing into space of dogs, monkeys and such.

Now the two co-exist on a common space platform, despite the rivalry on the ground.

In the process society has gained by so much of the spin-off technology that the space race spawned, including microchips, long-lasting batteries, solar charging, food preservation techniques and even the esoteric stuff like Velcro and zero-gravity pens.

Similarly, it is competition on the ground, between multi-national companies and organisations that has given birth to the advances in informatics, media, manufacturing practices and even something as crucial as fuel-efficient engines. If you are old enough to have seen a Boeing 707 take flight, you would have known that it had a signature black trail from its four jet engines. That was considered normal despite being highly wasteful. Today, the engines that power the 787 are many times more efficient, allowing us to continue flying even when oil is over 100-dollar a barrel. This couldn’t have happened without the spirit of competition among the engine makers, knowing fully well that their engine’s efficiency and power would decide whether an airline chose them over others.

Raj Warrior is editor of Automan and has been in the thick of the Automotive journalism field from the past 15 years.

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Car manufacturers are also the beneficiaries of competition. Actually, it’s us, the consumer who is the real beneficiary of competition on all fronts. Every motorsports race, every new concept, every motorshow brings out the best in brands, whittling away at cost and excess, bringing in efficiencies and bettering the product that is on offer in the showroom. Nowadays we take stuff for granted, that years ago would have surprised us. Service intervals of 25,000 kms, electrical components that last the life of the car, paint that stays fresh for years. The list is huge. And it is competition that makes it so real.

And the mobile phone and its phenomenal evolution is as much a product of competition as it is a cause for competition. The old guard like Nokia who couldn’t compete are now way behind in the pecking order to the Samsung’s and Apple’s of the world. And the story is not over by a long shot. Who knows tomorrow’s leader?

That, in a nutshell, is what powers an open market. As long as you closet yourself behind artificial barriers, efficiencies are lost. The open market brings out the best for consumers and businesses, albeit with a hint of regulation to avoid gouging.

So I say, let the guys compete. There is no concept of “we have all won”. If you are good, you get better and you’ve won when you have perfected yourself. You cannot be a follower, or plain deadwood and claim to have won. Every new race, every new corner is an opportunity to say why you are better at your job than the next man. And I don’t grudge Lewis Hamilton his angst at having his thunder stolen.

80 | www.automanweb.com |

JUNE 2014