Automan 166

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2015 Land Rover Discovery Sport

First drive of brand’s 7-seater in Oman

COVERstory | Shanghai calling

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Some familiar, some unfamiliar names at this year’s edition

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cover story

30-35 Land Rover Discovery Sport 42-47 Ford Mustang Ecoboost

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Oman and regional news

2015 Audi A6

6-13 Renault Megane hatchback arrives in Oman, Harley-Davidson Street 750 arrives in Oman, 2015 Bentley Mulsanne Speed arrives in region, Audi ‘Land of quattro 2015’ tour held in Oman, fastest all-new MINI John Cooper Works introduced for region, Nissan Middle East posts incredible results, Twin mitsubishi model launches by GAC, OTE introduces all-new Chery Tiggo5 SUV

brandwatch

14-21 Toyota and Mazda confirm strategic partnership beyond 2020, new RollsRoyce model announced, Mexico appeals to Jaguar Land Rover as production possibility, Renault rebranding taking place, Lincoln reconsidering naming nomenclature, some engineering details of NSA released, Lamborghini confirms URUS SUV production, Lexus to offer RX SUVs with turbo power, why are Mercedes and VW battling Uber and Apple? Volkswagen considering more crossovers? Honda confirms return of Africa Twin, India’s Royal Enfield has acquired UK-based Harris Performance, Hyundai celebrates three decades of the Sonata, BMW celebrates 40 years of 3 Series, Next Nissan GT-R could use hybrid technology, Peugeot rules out RCZ successor

milestone

20 Peugeot celebrates 40th anniv of 204

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International news

22-29 2015 shanghai auto Show

first drives

36-41 2015 BMW X4 48-53 2015 Renault Captur 54-59 2015 Mazda CX-5 60-65 2015 Hyundai Veloster Turbo

first ride 66-67 2015 KTM rc 200 Concept car Previews

68-69 Chevrolet HNR 70-71 Audi Prologue 72-713 Citroen Aircross 74-75 BMW Hommage concept

MOTORSPORTS

76-79 F1, Moto GP, snippets

Chicane

88 Colour my response

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 24652400/1/2/3/4/5 Extn 300, Fax: +968 24652444 Distribution: Tel: +968 24652400/1/2/3/4/5 Extn 555, Subscription: Tel: +968 24652400/1/2/3/4/5 Extn 650 publisher Hatim Al Taie

hatim@alroya.net

EDITOR & GM Raj Warrior

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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

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Website & IT Mohammed F Draz mohammed.draz@alroya.net Printer Al Anan Printing Press LLC Road No. 4A, Rusail Ind. Est., P.O. Box 10, Postal Code 124, Muscat, Sultanate of Oman.

Tel: +968 24446163 | Fax: +968 24446287 alananprinting.com | alananprinting@gmail.com Š 2015 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

We pointed out at the beginning of the year itself that the longish cool weather of winter may just as likely be a portent of a blistering summer and the month of May has lived up to that promise. With temperatures in the high forties (once in a while leaping over fifty on our car dashboards) the condition of our car maintenance and air-conditioner efficiency makes all the difference.

We hope that many of you have taken the message we passed out last month about the condition of our tyres. While tyres always function at a higher than ambient temperature, having bad tyres, high speeds and these scorching roads is a bad recipe. Do watch out and if necessary, get your tyres changed while getting your air-conditioner topped up and cleaned.

This issue is choc-a-bloc with testdrives of turbo-powered cars. Long time readers will know that we have been early proponents of boosted aspiration in regular sedans. Gone are the days when having turbos was indicative of a sporty identity. The use of turbocharging in engines has one mainstream with manufacturers across the spectrum opting for the extra huff and puff that it provides on smaller displacements and the resultant extra fuel efficiency ratings that help corporate figures.

The six turbo-boosted vehicles that we test cover a rather wide range of choices, from a small crossover to a car that actually is better known as a muscle car, although that is one tag that may have to be inferred rather than experienced. In trying to reach the Mustang out to global markets, Ford have to find smaller displacement engines that can provide at least some of the excitement.

Speaking of a global footprint, the Shanghai motorshow served to debut quite a few models on to the Chinese carscape as well as providing some that will see the light of day even in the Middle East. Outside the models itself, what is even more interesting is the new technology that debuted, with new standards being drawn up entertainment systems, drivetrains and cabin environments. We have an extensive report.

One technology that we hope to see in cars in the region is something that will keep the car interiors cool while parked. It’ll make a lot of difference to customers here and perhaps help save the lives of sundry pets and infants left locked in cars.

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

Oman & region news

Audi ‘Land of quattro 2015’ tour held in Oman

As part of a region wide brand exercise, Wattayah Motors, the brand custodians for Audi in Oman organized a three-day quattro experience with customers, prospects and media. The elaborate event was held at the Oman Automobile Association in Seeb, Muscat. The allnew 2015 Audi S3 and Audi TT were also showcased at the event.

The quattro tour, which has also visited various cities in the GCC is specifically designed to give four-wheel drive enthusiasts a chance to test their driving skills by taking advantages of the technologies available from the Quattro set-ups. “Audi’s quattro system is a triumph of technology that excels in the most diverse of conditions. Delivering dynamism and sportiness with the highest standards of safety and precision, quattro technology has powered the success of the brand over the past 30 years,” said Faisal Nawaz, Marketing Manager of Audi Oman. Currently, 50 per cent of Audi models sold are quattros and depending

Automan’s take

on model applications, there are three types. The first one is the Hydraulic Multiplate Clutch quattro, which primarily utilises the front wheels in ideal conditions but can send up to 50 per cent of the engine’s power to the rear when extra traction is needed. This application finds place on the Audi A3, Q3, and TT. The second one is the Self-locking Centre Differential quattro, which is the most common type of all-wheel drive technology across the Audi line-up and is designed for lengthways-fitted engines – such as the Audi A6 or Q7 and powers the drivetrain asymmetrically, sensing torque across all four wheels and delivering power to where it’s needed most.

The third type of quattro technology is only available on sportier models like the high-performance R8. Here it delivers allwheel drive to predominantly rear-wheel driven set-ups via the Viscous Coupling system. Additional power is transferred to the front wheels when it’s needed for difficult bends or in adverse conditions.

Audi chassis engineer Jörg Bensinger in the early 80s applied his pioneering allwheel drive technology to the original Audi Quattro. This application helped the car win four World Rally Championships. Since then it has become as hallmark feature and Audi continues to pioneer the development and refinement of all-wheel drive.

As a result of many years of development, today’s quattro provides benefits across the driving spectrum: from safety and ride quality, to high-performance and allterrain capability.

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New A6 launched in region

The newly refreshed C7 platform A6 has landed in the region. Unveiled to journalists across the region at a driving event held across Dubai and Ras Al Khaimah, the A6 premiered in all engine options but one across the line-up of the A6, S6 and RS6 models.

Featuring a completely refreshed exterior design, new lighting technologies, a new generation of the MMI interface as well as a completely new engine in the 2.0 TFSI unit (the one engine that wasn’t on the drive), the A6 seeks to beef up the brand’s increasing dominance of the segment.

While the complete event report and test drive will be carried in our next issue, we can definitely say that the RS6 and S6 with their turbocharged V8 engines will dominate rivals, while the 2.8 FSI will remain a stalwart of the price sensitive entry V6 segment for the brand.

Initially the new 2.0-litre TFSI is expected to come in FWD mode to be followed at a later stage by the Quattro version as well.

Nissan Middle East posts incredible results

Nissan maintained its status as the fastest-growing automotive brand in the GCC for the third consecutive year, selling a record 219,129 units in the 2014 financial year [up 3.3per cent on 2013]. In addition, Nissan achieved the best ever customer satisfaction results through top-level quality customer service. In the GCC, Nissan recorded an 18.1per cent sales increase with 185,135 units sold in 2014 versus 156,778 in 2013— increasing its market share by 0.8 percentage points to reach 10.3per cent.

In the UAE, Nissan maintained its strong number two position in the sales charts, selling 63,036 units – up 10per cent versus 2013 and achieving a 15.3per cent market share. Nissan’s brand purchase consideration in the UAE has also increased by 46per cent in the past two years, closing the gap with the market leader.

Nissan’s strategy for success is based on the well-known Nissan global growth

strategy ‘Power 88’, which CEO Carlos Ghosn announced Nissan would achieve by 2016. Under the Power 88 Mid Term plan, Nissan Middle East announced that it will be targeting to sell 240,000 units in the GCC by fiscal year 2016 reaching 12.3per cent market share. “This is our third successive year of record growth in the Middle East and the momentum will continue due to our broad product line, top-quality customer service, outstanding dealership network, and commitment to our brand’s message of ‘innovation that excites’ that we live daily with all touch points and at all levels. The record breaking results are testament to the success of our Power 88 strategy,” says Nissan Middle East’s managing director Samir Cherfan. “There are plenty of headwinds impacting the industry at the moment such as falling oil prices and currency fluctuations, plus closer to home there are instabilities in Iraq and the Azerbaijan regulations

situation. However, Nissan has excelled in the last financial year and lofty targets will again be met in the next one.” The 2014 period was not only successful for Nissan in terms of sales, but also in terms of awards as the Japanese automaker received 15 highly-regarded international and regional accolades, positioning Nissan as the most awarded automotive brand in the MENA region for the third consecutive year.

Delivering on its after-sales promise, Nissan achieved record results in sales and service customer satisfaction reaching the top group level in the Gulf, and number one in three of the GCC countries. After one year of operation, Nissan has already entered the top four performing auto brands in the Kingdom of Saudi Arabia.

Despite the proliferation of Chinese and Asian brands in the region, Nissan has as of now no plans to introduced its recently revived Datsun brand in this region.

Renault Megane hatchback arrives in Oman

Suhail Bahwan Automobiles [SBA] introduced the facelifted and upgraded 2015 Renault Megane hatchback. It will be offered with a 115hp 1.6-litre engine. However, the biggest news in terms of powertrain is that the old automatic gearbox has been replaced with a CVT automatic. The front-wheel-drive Megane suspension comes with independent front and live-axle rear suspension. Standard features in the hatchback include cloth upholstery, split-folding rear seat, fog lamps, rear wiper, manual a/c, power windows and mirrors, keyless entry, 4-speaker CD/ MP3 stereo with AUX port and Bluetooth and 15-inch steel wheels with hubcaps.

Available features on higher models include optional leather upholstery, cruise control, optional HID headlights, automatic a/c, intelligent keyless entry and start, rain-sensing wipers, sunroof, Arkamys stereo with USB port, and 16in or 17in alloy wheels. Standard safety features include ABS and dual front airbags, with side and curtain airbags available on higher models.

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Twin Mitsubishi model launches by GAC The all-new 2015 Gen V L200 pick-up and heavily refreshed 2016 Outlander SUV were introduced to media and customers by General Automotive Company and Mitsubishi Motor Corporation representatives in Muscat.

The incoming pick-up which gets its first full redesign in nine years has been improved in relevant departments to offer better comfort for its occupants, reduced NVH, sharper performance and class leading driving dynamics.

Meanwhile, the refreshed Outlander gets a new front end, trims and rear design in the same body profile.

The SUV is also the first production model to sport the new corporate face called ‘Dynamic Shield’ which will also feature in future models. The L200 will be sold with either normally-aspirated petrol or turbocharged diesel engines mated to 5-speed manual transmission.

GAC’s 2015 Ramadan campaign for Mitsubishi vehicles was also announced during the twin launch. The campaign factors in most requirements of customers during the ownership period of the car. “We are happy to welcome these two important models into our wideranging family of Mitsubishi models. The ideal timing of this launch allows our clients to enjoy these vehicles together with the offers provided by GAC during the holy month; providing them with total peace of mind and a real sense of value in addition to the power, reliability and performance that Mitsubishi vehicles are known for. This is in addition to the professional service and maintenance provided by our highly trained staff across our country-wide branch network in the Sultanate,” said Rajesh Sharma, national marketing manager for GAC. 8

JUN 2015

Fastest all-new MINI John Cooper Works introduced for region The all-new MINI John Cooper Works, the most powerful MINI ever has ever made was introduced in Middle East at an event held at Formula 1 Abu Dhabi Grand Prix, Yas Marina Circuit. This car gets a high output 2.0-litre, 4-cylinder TwinPower Turbocharged engine, delivering 231hp and 320Nm of torque.

The tuned car, which draws on the brand’s motorsport 10

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expertise was put through its paces at the Yas Marina circuit. Compared with the previous MINI John Cooper Works, the new model delivers 10 per cent more power and 23 per cent more torque, reaching 0-100km/h in 6.1secs; 0.2 seconds quicker than the model it replaces. It also benefits from upgraded suspension, steering, brakes and styling.

The MINI JCW gets model-specific design and equipment features such as LED headlamps with white direction indicators, wheel arch surround with distinctive contours, radiator grille, side scuttles, sports exhaust system with special exhaust tips and an exclusive new Rebel Green body paint finish.

The sports car’s interior has exclusive John Cooper Works

sports seats in Dinamica/fabric with integrated headrests, entry sills, steering wheel with multifunction buttons and shift paddles in conjunction with 6-speed Steptronic sports transmission, gear lever or selector lever; cockpit displays, central instrument display and car key in model specific design and more.

Harley Street 750 in Oman

The Al Makan Café in Qurum Corniche, Muscat served as the host for the launch of the newest and smallest member of the HarleyDavidson family: the all-new 2015 Street 750. The cruiser-styled machine is assembled in India and is powered by a Revolution X liquid-cooled, 60-degree V-Twin engine. The 750cc unit produces 56hp at 8,000rpm and 59Nm of torque at 4,000 rpm. The mill is mated to a six-speed belt-drive transmission. As standard, the bike comes equipped with black seven-spoke cast aluminium wheels, riding on 17in x 2.5in fronts and 15in x 3.5in rears. Black is the thematic colour here – the engine and covers are finished in the shade, as are the bike’s front end (fork gators and towers), pull-back handlebar and 2-into-1 upswept exhaust.

2015 Bentley Mulsanne Speed arrives in region Bentley’s new luxury flagship, the Mulsanne Speed, has been unveiled on the roads of the Middle East and is now available at Bentley dealerships across the region. The new Mulsanne Speed is tailored for the driver, with 530bhp and 1,100Nm and selectable sports suspension and steering on demand.

OTE introduces all-new Chery Tiggo5 SUV As a Chinese brand, Chery is fairly new recent in Oman with its five-year footprint as a result of its association with multibrand automotive retailing set-up Oman Trading Enterprises [OTE]. The Tiggo 5 is the largest Chery SUV to date which was introduced

for the first time at the 2013 Guangzhou Auto Show followed by domestic market launch in China as well as overseas markets since late 2014.

The pleasant looking and well-proportioned 5-seater SUV is 4,506mm long, 1,841mm

high, 1,740mm wide on a wheelbase of 2,610mm car was introduced last month. The car has been designed with inputs from Europe and will be available in the Sultanate with 132hp 2.0-litre engine mated to 7-speed CVT. Over the years, Chery has reaffirmed its

commitment to make better vehicles by having technical and design tie-ups with mostly Europe-based specialists like Pininfarina, Bertone, Bosch, AVL, Ricardo among others.

OTE provides the back-up and aftersales services through its network in Oman.

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Toyota and Mazda confirm strategic partnership beyond 2020

Toyota-Mazda courtship that began years ago with the licensing of a hybrid powertrain to Mazda for use in its Japanese-market 3 models has now entered into an interesting phase following last month’s announcement. As part of the technology transfer agreement between both sides Toyota will gain from Mazda’s expertise in lightweight design, fuel-efficient Skyactiv technologies, while Mazda will get access to hybrid and fuel-cell technology and some manufacturing expertise. The agreement also looks at partnership beyond 2020.

Automan’s take

Mazda is among the few automakers considered to be conservative. Mazda’s past associations with other carmakers haven’t been so fruitful [particularly with Ford] and as of now, a weak Japanese yen has helped bolster Mazda’s bottom line, but without question, the company’s long-term viability requires a strong partner and we hope Toyota will live up to its promise with Mazda and both sides will enjoy the fruits of this association.

Peugeot rules out RCZ successor Peugeot has confirmed that the sleek RCZ coupe will be axed at the end of the current model’s life cycle. This was confirmed

by Peugeot CEO Maxime Picat on the sidelines of the Shanghai Motor Show a few weeks ago. “I love the RCZ but I want us to focus on making the best of our core models. Chasing niches is for premium brands; for us, it has been a distraction.”

Peugeot has not officially disclosed when it is planning to discontinue the RCZ. The stylish coupe went on sale in 2009 and was last updated in 2012. Meanwhile, Peugeot is not entirely giving up on performance cars as its sport division is working overtime to develop a hot-rodded version of the 308 hatchback that will fight head-to-head against the new Volkswagen Golf R and the upcoming Ford Focus RS. Tentatively scheduled to go on sale in Europe and in China later this year, the yet-unnamed sport-focused 308 will get a muscular look inspired by the 308 R HYbrid that was presented in Shanghai and a tuned turbo four that will generate 300hp.

New Rolls-Royce model announced At the 2015 Rolls-Royce World Dealer Conference in Los Angeles, California last month, besides the usual agenda, Torsten Mueller-Oetvoes, Chief Executive Officer of Rolls-Royce Motor Cars dropped in pleasant surprise by announcing the name of its forthcoming new car. The new model is an exciting and sensuous drophead which will be known as RollsRoyce Dawn. “Our new Rolls-Royce Dawn promises a striking, seductive encounter

like no other Rolls-Royce to date,” said Mueller-Oetvoes. “Dawn is a beautiful new open-top motor car with a name that suggests the fresh opportunities that every new day holds – an awakening, an opening up of one’s senses and a burst of sunshine. It will be the most social of super-luxury motor cars for those

beautiful people who wish to bathe in the sunlight of the world’s social hotspots.”

Rolls-Royce Dawn is the next step in the renaissance of Rolls-Royce Motor Cars which began in 2003 with the launch of Phantom and subsequent introductions of Ghost and Wraith. It justifies the continuing investment of the BMW Group into the world’s pinnacle super-luxury brand.

Automan’s take The new Rolls-Royce Dawn will revive another famous and rare Rolls-Royce name first used in 1949, but only ever applied to 28 very special drophead bodies between 1950 and 1954. A new beginning for Rolls-Royce at the time, the original Silver Dawn was the first Rolls-Royce to be offered with a factory-built body. The drophead Rolls-Royces that carried the name Dawn continued to be coach-built for individual customers, ensuring their uniqueness and rarity.

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features the same more generous, higherstatus, brighter logo that adorns the front of the brand’s latest models.

The brand block has changed, as well.

Although it draws its DNA from Renault’s past, it stands out as more modern and more assertive. It also features a new, specially developed typeface designed to add a distinctive touch to the brand’s communication. The Renault yellow, which has been made brighter and warmer, is visible as a vertical strip to the logo’s right.

The Groupe Renault’s new corporate identity, which will cover the Renault, Dacia and Renault Samsung Motors brands was revealed at the Groupe Renault’s general meeting last month.

Renault revitalisng brand power with key messaging

Honda confirms return of Africa Twin Honda has announced the return of one of motorcycling’s most celebrated and evocative names—the Africa Twin. The reveal of the True Adventure prototype at EICMA in November 2014 was the first hint and now American Honda has confirmed that the all-new CRF1000L Africa Twin will be in US dealerships early next year.

The original XRV650 Africa Twin—which debuted in 1989 after Honda’s four successive wins in the Dakar Rally—was one such machine. Its go-anywhere ability, rugged durability, agile handling and allday comfort made it the perfect partner with which to explore. And it helped to define a motorcycling segment that has now grown into one of the most popular

worldwide. The new Africa Twin remains true to all the attributes and abilities of the XRV650 and its successor, the XRV750, while adding the benefits of everything Honda has learned on and off-road over the last decade, including Team HRC’s return to the Dakar in 2013.

Furthermore, in a first for the category, the Africa Twin will feature the option of a new evolution of Honda’s Automatic Dual Clutch Transmission (DCT) technology, which remains unique to Honda in motorcycling. This latest evolution of DCT has been specifically developed and programmed to provide the offroad ability with which the Africa Twin is synonymous.

Automan’s take Some motorcycles encapsulate perfectly what an adventure motorcycle is all about and the all-new CRF1000L Africa Twin is set to redefine expectations of just what a large-capacity adventure motorcycle can and should be capable of, both on and off-road, and it opens an entirely new chapter in Honda’s illustrious history of dualpurpose motorcycles made for true adventure.

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brandwatch

will continue its metamorphosis that will result in an entirely renewed range. In addition to being designed with passion by our engineering and design teams, our new models must make the lives of our customers easier and more pleasant every day.”

Along with Renault’s new brand signature, the brand’s graphic identity has been reviewed and redesigned, too, by in-house teams working out of its Corporate Design Department. This evolution concerns all the company’s advertising, both audio and visual (TV, print, posters, radio, etc.), as well as websites, exhibition stands, special events, merchandising, clothing, etc.

Meanwhile, the Renault diamond has been made bolder and has been freed from the confinement of its surrounding outline. It

news

Renault is in a major drive to revitalize its brand power. The French brand has a long tradition for making ‘Voitures à Vivre’ has seen it design innovative, ingenious, modular, comfortable cars ever since the company’s origins. Since 2012, this integral part of the brand’s DNA has combined with a determination to engage once more with its customers in an emotional way, as well. This called for a revitalised approach to vehicle design.

“Our new brand signature – ‘RENAULT - Passion for life’ – reflects the in-depth transformation that is under way at Renault and which began with the new Clio,” says Michael van der Sande, Senior Vice-President, Global Marketing. “More than the words themselves, the slogan is a pledge to our customers that Renault

Lamborghini SUV project greenlighted Lamborghini has confirmed the launch of a sports utility vehicle and also announced where it would be built. Volkswagen Group-owned Lamborghini said that the new third line product would be built in Italy. This means the Italy beat a bid from Slovakia to build the car there.

Top executives from Lamborghini joined the Italian Prime Minister Matteo Renzi at a signing ceremony in Rome last month. The Urus SUV was unveiled as a concept car in 2012 and is expected to go on sale in 2018, with a planned production level of 3,000 cars a year. Reports say the sports car maker received $98m worth of tax breaks and other incentives from the government to produce the car in Italy.

Lamborghini’s new model will share

the high-riding version of the MLB Evo platform, currently found in the latest Audi Q7 and destined to underpin Bentley’s Bentayga as well

as next-generation versions of the Porsche Cayenne and VW Touareg. To extract the performance one would expect of a Lamborghini

Lexus to offer RX SUVs with turbo power Following the world debut of the nextgeneration RX in New York on 1 April, Lexus has revealed its luxury SUV will be available with a 2.0-litre turbocharged petrol engine.

This idea was showcased in the RX 200t model that was presented for the first time at the Shanghai motor show last month.

Designed for selected markets around the world, the model is powered by the in-line four-cylinder engine first deployed in the NX range.

The unit features VVT-iW intelligent/ wide variable valve-timing, a low-inertia turbocharger and an air-to-liquid intercooler.

Target output in the RX is more than 225bhp. The engine will be matched to a six-speed automatic transmission with ratios tailored to support strong acceleration from standstill and at overtaking speeds.

According to RX chief engineer Takayuki

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Katsuda: “A major point of appeal in the RX 200t is its ability to deliver seamless and continuous acceleration up to mid and high speeds.” According to market, new RX will also be available with a more powerful 3.5-litre V6 petrol engine, coupled with an eight-speed automatic gearbox and producing more than 300bhp. The full hybrid version will use an Atkinson cycle 3.5 V6, together with an electric motor, giving a combined system output of around 300bhp.

All three powertrains have been engineered for high fuel economy and lower carbon emissions.

from this platform, engineers are expected to use lighter carbon fibre components in place of some of the steel and aluminium sections.

India’s Royal Enfield has acquired UKbased Harris Performance In a very calculated and intelligent move, Royal Enfield has acquired Harris Performance for an undisclosed amount. Under the deal, the company shall acquire all the assets, employees, trademarks, intellectual property and technical know-how of the motorcycle component maker. Harris Performance was closely associated with Royal Enfield for the development of chassis for the Continental GT, the most advanced bike by the Indian bike maker till date. The experience of Harris Performance of over forty years is bound to be beneficial for the iconic bike brand.

Royal Enfield is also setting up a technical centre in the UK to develop world class products. Harris Performance employees will be a part of this tech centre.

Harris Performance has been known for making specialized chassis and components for high capacity motorcycles and this expertise would be instrumental in the development of the upcoming 750cc twin-cylinder bike from the Chennai based brand.

Automan’s take The move by Royal Enfield is being seen as a strategic one because the company is currently working on a variety of new platforms. Having experts from Harris Performance working exclusively for them shall ensure better product designing aspects as well as engineering benefits. Other upcoming products like the Himalayan adventure model would also benefit from this association. In the past, Harris Performance has designed, developed and manufactured race bikes for Grand Prix and World Superbike for Suzuki and Yamaha and remains the only manufacturer from the UK to have been officially involved for the same.

Volkswagen considering more crossovers?

A new report from UK suggests that Volkswagen will launch no less than five new crossovers before the end of the decade. The crossovers are largely being designed to give the automaker’s North American arm a much-needed boost.

Scheduled to land next year, the first crossover will be a seven-seater model that will stretch nearly 200 inches long. It will essentially be a toned-down version of the CrossBlue concept that was presented to the public at the 2013 Detroit Motor Show.

The yet-unnamed soft-roader will be bigger than the Touareg but it will be a lot less expensive and it will feature smaller four- and six-cylinder engines and possible hybrids.

A five-seater version of the CrossBlue will follow shortly after. Inspired by the CrossBlue coupe that was presented in Shanghai two years ago.

It will be built on Volkswagen’s MQB platform, and it will share the bulk of its engines with its seven-seater counterpart.

Meanwhile, the next-gen Tiguan will

grow and become ten inches longer than the current model and about a foot shorter than the five-seater CrossBlue. The new Tiguan will also be built on the MQB platform. It can be available with an optional third row of seats best suited to carrying small children. A sportier-looking version of the Tiguan will join the lineup shortly after the regular model bows in 2017.

At the bottom end of the spectrum, Volkswagen will build a Polo-sized crossover aimed right at the Nissan Juke. It will borrow a handful of styling cues from the Taigun concept shown in São Paulo, Brazil, in 2012 but it will be slightly bigger

and it will have five doors instead of three. The entry-level crossover is expected to be a hit in Europe, but it might not be sold in the United States due to its small size.

The two big crossovers will be built alongside the Passat in Chattanooga, Tennessee. The Tiguan will be assembled in Puebla, Mexico, and it is too early to tell where Volkswagen will build the entry-level model.

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Why are Mercedes and VW battling Uber and Apple?

Well, it boils down to a piece of technology that carmakers are desperate for. Nokia’s mapping division up for grabs and Silicon Valley players are making a beeline for it. The reason is understandable: it’s technology that is vital for future needs like autonomous driving or simply better navigation. And it’s no secret that digital mapping is now closely linked with the future of motoring. The sale of a major player in that industry is spurring a showdown between automotive behemoths and tech giants, and it’s a fascinating battle to watch unfold.

Nokia is selling its Here mapping division, and while the company might not have the name recognition of Google, it controls about 70per cent of the auto market. The business is valued at $785mn, according to Reuters, but is likely to sell for significantly more.

Uber has reportedly submitted a $3bn bid and Apple has also been rumoured to be among those interested in purchasing Here.

The bigger news is that three German automotive heavyweights are in a cartel and in the process of mounting a bigger challenge to the Silicon Valley bidders. According to Reuters speaking to two unnamed insiders, Daimler, BMW, and Audi are teaming up to submit a joint bid for an undisclosed sum. They’re worried that if Here falls under the control of tech-savvy companies, then automakers might have limited availability to these vital maps in the future.

Some engineering details of NSA released Honda/Acura will begin taking orders for the flagship NSX next summer. In the interim period the carmaker has released some engineering details of the forthcoming car. According to NSX chief engineer Ted Klaus, the hybridised NSX will use the company’s first development of multi-material space frame, with a focus on lightweight construction and maximum body rigidity. The chassis combines plenty of aluminum with high-strength steel, all anchored to a carbon-fibre floor.

The construction is claimed to feature the first automotive application of new ablation casting technology, overcoming the brittleness of traditional castings.

The manufacturing technology results in ultra-rigid aluminum components that can be placed within the car’s crush zones, serving as junction points.

On the powertrain side, it will employ10 air-cooled heat exchangers to help cool the front twin-motor unit (TMU), the twinturbo 3.5-litre V6 engine, rear direct-drive electric motor and nine-speed dual-clutch transmission. Three separate radiators to maximize airflow and efficiency have been assigned for the internal-combustion engine.

The car will also feature Honda’s nextgeneration torque vectoring system which is being developed separately.

The configuration is said to decouple the twin-motor-unit torque from the driver’s experience at the steering wheel, improving steering feel and achieving the promised “on the rails” handling via TMU torque vectoring and variable-gear-ratio steering.

Aerodynamic efficiencies are also being talked about and the NSX is expected to achieve top-class aerodynamic balance and supercar aerodynamic downforce without the use of active aerodynamic aids. Aerodynamic drag will be minimized, even while moving large airflows as it inhales and exhales.

Automan’s take Honda is taking the NSX project quite seriously and it seems it has set a goal to create something altogether new and exciting, something that advances the concept of a next generation supercar in the spirit of the original NSX. As a result, it is also prepared to push, experiment with, refine and then realize several genuine new technology options or applications.

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Lincoln considering naming plan Lincoln could be returning to full names for its range of models, potentially dropping the MK-based scheme. The company signaled such a shift when it introduced the Continental concept in New York, reviving a nameplate that had been formally retired more than a decade ago. “Without divulging the future, we’re very excited about the Continental name and the attention it’s gotten,” said Ford’s president of the Americas, Joe Hinrichs.

Hinrichs acknowledges the potential confusion in the current arrangement, which includes the MKC, MKS, MKT, MKX and MKZ. The MK term dates back to the Lincoln Mark series and some of the third letters hint at the bodystyle -- the MKS sedan, MKC crossover and MKX crossover -- however other names, such as the MKZ and MKT, do not follow the same pattern. “It’s, frankly, where the auto industry -- the premium industry -- has gone, if you look at all the nameplates,” Hinrichs added. “But another way Lincoln could distinguish itself is to leverage its heritage. So I’ll leave it at that.”

Mexico appeals to Jaguar Land Rover as production possibility Jaguar Land Rover is reportedly considering setting up a factory in Mexico. Mexico has attracted several carmakers as it offers its cheap labour, free-trade agreements and proximity to the US market. “Three years from now it could be interesting to have a plant in North America, and Mexico would definitely be a very strong candidate because of the cost of labour, the logistics and the expertise of the whole supply network,” Jaguar Land Rover Mexico managing director Joseph ChamaSrour said in a recent interview.

Automan’s take

Automan’s take

The Continental concept will likely be the first model to shift back to a classic name, replacing the MKS when a production model arrives on the market.

Various automakers including Ford, Hyundai, Kia, Toyota and Volkswagen have announced projects in Mexico. Meanwhile, the British automaker, which is owned by India’s Tata Motors, is reportedly considering investments of more than $500mn to build a new factory in North America. The Range Rover Evoque and and Range Rover Sport are expected to be top priorities but Jaguar models could also be built at the factory. The company currently operates several manufacturing facilities throughout the UK, along with a factory in India and its newest plant in China.

Next Nissan GT-R could use hybrid technology There’s a lot of buzz regarding the nextgeneration GT-R and any information that comes out is greeted with great interest. A Nissan engineer has shed a bit of light on engine development already underway for the current GT-R’s replacement.

The GT-R LM Nismo race car may not look anything like the road-going version, but its 3.0-litre twin-turbocharged V6 is being designed with full production in mind. The LMP1 racer uses the mill in a longitudinal configuration, driving the front wheels via a hybrid system that produces approximately 1,250hp.

Nismo’s technical director, Ben Bowlby

said: “It’s a direct injection engine, and the combustion technology, and integration of turbo and intake system within the head design, is all very interesting and highly applicable to the road.” Bowlby suggested the engine already has a general design conducive to use in a street car, sharing the same 6,500rpm redline as the 3.8-litre V6 in the current GT-R. It also produces the same level of power, but burns “about a third of the fuel” in the process.

The company’s chief creative officer, Shiro Nakamura, early this year rejected rumours of a switch to a mid-engine layout for the next GT-R. He confirmed that it

will be a hybrid, suggesting engineers will be borrowing more than just the internalcombustion components from the Le Mans racer. Industry watchers suggest the gasoline-electric hybrid will likely reach toward 800hp. The redesigned model, which could borrow design cues from the 2020 Vision Gran Turismo concept, is unlikely to arrive before 2018 or later.

Automan’s take Downsizing displacement and boosting output using electric motors as a hybrid set-up could be the key to the success of this new model.

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BMW celebrates 40 years of 3 Series

First unveiled at the 1975 International Motor Show (IAA) in Frankfurt, the BMW 3 Series has since developed into both the brand’s most successful model range and an international bestseller.

Gen I [1975-1982] The BMW E21 was the original BMW 3-Series automobile, produced from 1975 to 1983. It replaced the BMW 2002 and was succeeded by the BMW E30. Worldwide sales of the E21 topped 1.36 million, although the car was not particularly popular in the lucrative United States market. For the driving enthusiast the pick of the crop was most certainly the 323i, a car widely credited with being the first executive-sporting car.

Gen II [1982-1991] The E30 platform was the basis for the 1982 through 1991 BMW 3 Series entry-level luxury car / compact executive car. It was the successor of the BMW E21 in 1982 and was replaced by the BMW E36 in 1992. BMW continued to produce the cabriolet (convertible) E30 well into 1993.

The M3 cabriolet was never officially offered for sale in North America; it was offered only for the European market. This was also the first platform that BMW introduced their famous Motorsports division 3-series, the BMW M3. A widened version of the E30 front suspension and the drivetain from the E30 325i were used in the BMW Z1 roadster.

Gen III [1992-1999] The E36 platform served as the basis for the 1991-1999 BMW 3 Series entry-level luxury car / compact executive car. It was the successor to the BMW E30 and was eventually replaced by the BMW E46 in 1999. The M3 was produced as an E36 from 1995-1999 in the US, and 19931999 in the European market. E36 experienced enormous success in the market. It laid strong foundations for the success the BMW E46 experienced in subsequent years. The E36 is considered the performance benchmark in its class. BMW also made an entry level version of the E36 called the 3 Series Compact, a threedoor hatchback.

Gen IV [1999-2004] The E46 automobile platform is the fourth generation of BMW’s highly successful 3 Series entry-level luxury car / compact executive car. It was introduced in 1998 and replaced the E36 sedans the same year.

The touring and coupé models appeared for 2000, and the compact version for 2001.

Despite being introduced last, the E46 compact was the first to be replaced when 1 Series was launched in September 2004.

Nissan 2015 results Nissan Motor Company has announced financial results for the 12 months to March 31, 2015. The company delivered solid full-year revenues and profits.

Robust demand, especially for new products in North America and Western Europe, along with cost efficiencies and the continued correction in the yen-dollar exchange rate, offset challenging market conditions in Japan and several emerging markets. Operating profit rose to $5.4bn for fiscal year 2014, representing a 5.2 per cent margin on net revenues that reached $103.6bn for the period. In the fourth quarter, operating profits were 171.6bn yen; net income reached 118.8 billion yen; and revenues increased by 2.6 per cent to 3.29 trillion yen.

On a management pro-forma basis, which includes proportional consolidation of results from Nissan’s joint venture operation in China, fiscal year 2014 net revenues increased to 12.41 trillion yen, up 8.5per cent year-on-year. Pro-forma operating profit rose by 18.6 per cent to 718.6bn yen compared with fiscal year 2013. This resulted in a 5.8 per cent operating profit margin.

“These are solid results in a highly competitive market-place,” said Carlos Ghosn, president and chief executive officer. “We have been encouraged by demand for our new products. In the year ahead, we will remain focused on delivering continued revenue and profit growth, driven by our product and technology offensive, cost and sales discipline, and growing synergies from the Renault-Nissan Alliance. These actions will ensure we remain on the right path towards our mid-term strategic goals.”

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Gen V [2005-2011] The fifth generation 3 Series debuted as a sedan (E90) and touring (E91) in March 2005, while the coupé (E92) and a retractable hard-top convertible (E93) went on sale in August 2006 as 2007 models. The coupé/cabriolet body was now its own design and no longer derived from the sedan/touring unlike its predecessors. The retractable hard-top convertible, meanwhile, was a first for the 3 Series. The E90 was available with fourcylinder and six-cylinder engines, and the E92 M3 used a V8 engine.

Gen VI [2012-] The F30 debuted on 14 October 2011 in Munich and went on sale in February 2012.

The first model to be produced was the sedan (F30), which was followed by the Touring (F31) in May 2012 and Gran Turismo (F34) in June 2013, a smaller variant of the 5 Series GT hatchback. The 3 Series convertible and coupé models were no longer available, as they have been included in the 4 Series lineup.

a more organic, aerodynamic design. The facelift of this generation, launched in 1991, was the first model to be badged with the newly revised Hyundai logo.

Gen III (1993) The 1990s marked the acceleration of digital technologies replacing traditional analog technologies. This Sonata leveraged this consumer trend, enjoying robust sales due to many advanced features, including automatic side mirrors and anti-lock braking system (ABS) technologies.

Gen IV (1998) The fourth generation was launched in 1998 and was the best-selling model in Korea from February 1999 to August 2000.

This generation was sold in Europe and was equipped with an in-house developed engine and a Hyundai Intelligent Vehicle Electronic Control (HIVEC) transmission. It was also the highest scoring mid-size sedan in the 2004 J.D. Power Initial Quality Survey in the U.S. Gen V (2004) The fifth Generation Sonata was designed to be a world-class mid-size sedan as a fundamental development target. This generation of Sonata adopted a European design theme, offering premium character and road presence. It was equipped with significantly advanced features and achieved a top-ranked safety rating.

Hyundai celebrates three decades of the Sonata Hyundai is celebrating the 30th anniversary of its Sonata mid-size sedan. The Sonata made its debut in 1985 in Korea, playing a pivotal role in Hyundai’s growth and reputation. With more than 7.3 million Sonata models sold since its introduction, Sonata has become a family sedan loved by customers all around the world.

Gen I (1985) The first generation Sonata was one of Hyundai’s first models designed exclusively

by Hyundai’s in-house design teams. It started the Sonata legacy by exceeding 1 million unit sales in Korea for a single model line for the first time.

Gen II (1988) Unlike the first Generation model, which was rear-drive, the second generation opted for a front-wheel drive system for enhanced interior packaging efficiency. As Korea’s first independently-designed model, it departed from angular design language and adopted

Gen VI (2009) The sixth generation sedan was one of the first Hyundai models to employ the company’s Fluidic Sculpture design philosophy. Its bold and compelling design, powerful, efficient engine and solid performance created a new sensation in mid-size sedan markets throughout the world with record sales, solidifying Sonata in the minds of consumers as one of the Hyundai’s most recognizable models. In addition, the Sonata Hybrid model was introduced globally on the Sonata platform in 2010.

Gen VII (2014) The current generation model has further refined and balanced the conventionshattering version of Hyundai’s Fluidic Sculpture design philosophy, raising the bar for the mid-size sedan segment in both design and performance. Further, the all-new Sonata expanded its powertrain offerings with two additional eco-friendly models, including the Sonata Hybrid unveiled in 2014, and the first Sonata PlugIn Hybrid model, introduced at the North American International Auto Show in Detroit in 2015.

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Peugeot celebrates 50-year anniversary of 204

F

ifty years ago a car was launched that heralded the birth of the stylish, high quality small cars that Peugeot is famous for today. When it was revealed to Peugeot dealers in Paris on 22nd April, 1965, the 204 was at the forefront of automotive innovation.

Pininfarina designed the sedan which at the time appropriately appeared relatively conservative. However, its four-door shape cloaked some true innovations.

After nearly eight years in development, the 204 was the first front wheel drive Peugeot and it also became the first production Peugeot to offer disc brakes up front. The car was endowed with independent suspension all round. But arguably the biggest revolution was in the car’s size.

From the end of WWII, Peugeots had gradually grown in dimensions. By the 1960s the French firm was known principally as a large car maker. The models were chic and sophisticated but their price put them out of reach of buyers

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with more modest budgets. The 204 changed that and brought Peugeot back to its basic principles with characteristics that still define its range today: stylish, high quality and fun to drive cars that are affordable.

At less than 4m long, the 204 was touted as one of the first examples of the ‘smallmedium’ sized segment. It was a car that promoted downsizing, long before the concept became a motoring phenomenon.

The aim was to offer the space of a family car in a smaller package. The resulting segment has gone on to spawn popular models such as today’s 308.

The reason that the 204 managed to combine generous interior space with smaller exterior dimensions was helped in part by the layout beneath the bonnet. The transversely mounted engine had a transverse gearbox located beneath it. This liberated sufficient space for the car to be front-wheel drive.

The 1,130cc single overhead camshaft petrol engine was made from aluminium.

This kept both cost and weight down.

Three years after launch a 1,255cc diesel engine joined the range.

The engineering results saw the Peugeot 204 praised by independent reviewers in the UK for its lively performance, positive, accurate steering and good fuel economy. The 204 also went on to be offered in two-door cabriolet, three door ‘coupe’, five-door estate, and three-door van body shapes, as well as the four-door saloon it was launched as. Between 1969 and 1971, the 204 became the best-selling car in France, the first time a PeugeotT had ever held that title.

From the very beginning, the Peugeot has inspired technological efficiency. The ‘20’ series range started with the ‘201’, at the time the 201 design and it was followed over time by the successive 202, 203, 204, 205, 206 207 and 208 models. This compact range of cars has long since been the company’s best-selling models and continues to demonstrate unrivalled innovation today.

Spotlight news

Despite some familiar, some unfamiliar brand names, concepts and production cars, one thing is for sure: Chinese brands are moving upmarket. This was evident at last month’s 16th edition of Shanghai Auto Show Author: Chandan B Mallik

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owadays, most international auto shows try to reflect the mood of the market with movers and shakers.

But, when it comes to China, which is currently the world’s second largest market, there’s much more than just cars – production or concepts from international and local players. Despite the economic slowdown, global car makers are taking on a growing presence in China with more investments.

China has the world’s most competitive car market, with twice as many brands and three times as many models on the market than in the United States. But it is also a market so large and lucrative that no domestic players can afford an 22

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industry shake-out. Latest data from China indicates that auto sales are on track to increase 7per cent year-on-year to hit 25.1mn units in 2015.

China’s domestic auto makers, among them the six major players, FAW, SAIC Group, Dongfeng Motor, Changan Automobile, GAC Group and BAIC Motor, as well as other Chinese brands including Chery, Brilliance Auto, Geely, BYD and Great Wall Motor offered impressive presentations ranging from car design to technical innovation. These exhibits also communicate the fact that the Chinese players are moving up in the domestic markers with confidence while at the same time also pose a significant challenge to traditional

multinational industry leaders.

As of now in China, more foreign branded cars from Audi, BMW, Mercedes-Benz and Land Rover are rolling off assembly lines installed in China. Meanwhile, lower-end models produced by joint ventures are also squeezing domestic brands.

This year’s show also depicted the collective motivation and rise of the domestic industry and further evidence of it moving upmarket with an array of innovative presentations.

Auto Shanghai 2015, as it is called, brought together 2,000 Chinese and foreign exhibitors from 18 countries and regions.

Up to 1,343 complete vehicles were on display at the event, including 47 concept cars and 103 new energy vehicles, while

109 new models had their world debuts at the event, 44 new models had their debuts in Asia. This represents an interesting juncture and timing as in the past few years, Chinese automakers have come under international criticism for producing cheap knock-offs of popular international models. While, this year’s show had a few of the copy cats around, but what is worth noting is that several domestic brands made the effort to offset that image of their industry and project themselves as convincing global entities.

Interestingly, out of the 109 car models that made their global debut at the Shanghai Auto Show, 103 were new energy vehicles. Read on...

Audi Audi’s star car was the hybridised Prologue Allroad high-riding estate concept. The car sported a 724bhp petrol-electric hybrid powertrain. The car was presented as Prologue Avant concept at the Geneva Motor Show earlier. The core idea from Audi appeared to communicate what to expect from large production models in the next decade besides engineering.

This includes an adaptation of the trademark trapezoidal grille design, swept back headlamps and sleeker, less angular sheet metal profiling.

BMW The German brand presented the production version of its plug-in hybrid variant of the X5 SUV. Called xDrive40e, it was shown as the Concept X5 eDrive previously. The show car featured a four-cylinder 242bhp turbocharged 2.0-litre petrol engine mated to a 111bhp electric motor helping it to offer a combined output of 309bhp with 350Nm of torque. Power is transferred via eight-speed automatic transmission.

Beijing Auto Beijing Auto introduced its new Senova X55 compact SUV that will be launched on the Chinese car market in the second half of 2015, and it will be positioned under the Senova X65.

Buick Brilliance Brilliance-BMW presented the Zinoro Concept Next. Zinoro is a sub-brand of the Brilliance-BMW joint venture focused on building electric cars. The Concept Next previews a possible electric SUV in future. If greenlighted, the production version will be based on the BMW X3. The Zinoro brand currently has only one car: the BMW X1-based Zinoro 1E EV.The BMW-Brilliance alliance’s brand focuses on building electric cars, with the Concept Next also featuring an all-electric powertrain.

General Motors Buick brand used the auto show to reveal its all-new Verano compact sedan. The car has been designed specifically for the Chinese market, where it will be sold as Wei Lang. A US-version is also planned where it will differ slightly in detailing, but its basic styling and proportions will be carried over.

The car features styling inspired by the Riviera concept of 2013 as well as the more recent Avenir. Up front is Buick’s signature waterfall grille, which is complemented by Avenir-style wingshaped headlamps with incorporated LED DRLs. The car is built on an updated version of GM’s Delta II compact car platform. This is the first time the Verano is being offered in the Chinese market and is powered by a 1.5-litre four-cylinder engine.

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Changan

Chery

The Changan Raeton CC concept previews a future four-door coupe based on the same platform as the 2013 Changan Raeton sedan. The electric motor only powered four-door coupe concept car features two giant air intakes on each side of the bumper, super thin LED headlamps, an illuminated Changan logo, and a rounded bonnet in darker black. The car’s electric motors will pump out 167hp and 335Nm.

Chery had an assortment of cars at the show. The Chery Alpha 5 concept sedan is said to preview the production Arrizo 5, which will be launched later in the year. This car when it goes into production will be slotted between the current Arrizo 3 and Arrizo 7 models. The production Arrizo 5 will get 126hp/155Nm 1.6-litre and 130hp/212 Nm 1.2-litre turbo charged engine mated to five-speed manual and CVT gearboxes. Besides the above, models like the Arrizo M7 and Tiggo 5 1.5T are claimed to be two newenergy efficient vehicles that the Chinese carmaker could soon launch as the Arrizo 7 PHEV and Arrizo 3 EV repsectively. The Arrizo 7 PHEV incorporates Chery’s new iPOWER system, which joins ACTECO traditional energy with ETECO new energy. The result of 18 years of development, iPOWER encompasses hybrid, plug-in hybrid, electric vehicle and start/stop technology.

Chevrolet The biggest attraction at GM’s Chevrolet stand was the vision of the future of motoring with the FNR Concept.The FNR imagines what a fully autonomous, electric vehicle might look like many years from now and is meant to appeal to young, Chinese consumers. The concept’s design from the minds at GM’s Pan Asia Technical Automotive Center and in its design uses a mass of glass and curving lines that make it looks very sci-fi. The dragonfly doors open upwards to reveal some knife-edged angles in the styling, as well. As a cutting-edge concept, this capsule is also packed with futuristic tech. Power comes from magnetic hub less electric motors in each wheel, and it could charge wirelessly.

Crystal lasers generate the headlamps and taillamps, and radar in the roof would allow scanning the surroundings for autonomous driving.

The second car that made its debut was the eighth generation Malibu sedan for China market. It will be offered with a choice of a 2.4-litre Ecotec SIDI engine or a 2.0-litre DVVT engine, as well as a new-generation six-speed automatic transmission.

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Citroen Citroen shook up the crossover class with the C4 Cactus last year and the brand is now looking to replicate its success in the SUV market with the all-new Aircross concept at the Shanghai Motor Show.

Beneath the Cactus-inspired exterior, the Aircross is powered by a 218bhp 1.6-litre THP petrol engine, paired to a 95bhp rearmounted electric motor. This enables 31 miles of all-electric driving. The Aircross also promises a 4.5-second 0-62mph time, plus 166mpg economy and CO2 emissions of just 39g/km.

Dongfeng

Honda

Dongfeng Motor unveiled an impressive production ready sedan: Dongfeng Number 1 . The same car was presented as a concept at last year’s Beijing Auto Show. The Dongfeng Number 1 is a European-flavoured mid-sized sedan bearing more than a passing resemblance to Volkswagen’s Passat. The car shares its underpinnings with Peugeot 508 and the Citroen C5.

Following on from Honda’s striking Civic concept shown at the New York Show recently, a bold new SUV was revealed at Shanghai sporting similar design language. With an imposing face, wild body and gold-tinted paint, Honda’s aggressive looking Concept D pointed its vision of a new future flagship SUV. However, Honda played down the global enthusiasm by saying the model will spawn a production variant developed exclusively for the Chinese market. In production garb, it will come equipped with advanced safety technologies and other advanced features.

The SUV model will go on sale from both Guangqi Honda and Dongfeng Honda and will be positioned as a new flagship model of Honda in China.

Geely Automobile Ford As part of the seven model introductions for the Asia Pacific market at the Shanghai, Ford introduced the China market version of the Taurus sedan.

Geely Automobile which now owns Volvo, is keen to shake off its budget car image. “It does not mean that we have given up on budget cars,” said Zhao Fuquan, Geely vice president. “But the luxury models at the show do indicate the direction of our future development.”

At the show, Geely revealed a concept version of its flagship GC9 sedan. While, the replacement for Geely’s Emgrand branded sedan is still a couple of years away, but the Europe-inspired concept shown in Shanghai introduces some of the themes that can be expected on the production model in future.

Great Wall Great Wall launched a sport utility vehicle [SUV] that was used previously by the Chinese rally drivers in the Dakar Rally.

Haval Haval released two visions of its SUV for the future, the Concept B and Concept R. The Concept R is a full-sized SUV that brings styling inspired by Porsche’s Macan and Cayenne, along with a sporting intent capped by oversized wheels and tyres.

Guangzhou Auto From the China market perspective, the Trumpchi GA8, arguably, was the most beautiful Chinese sedan to debut.

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Infiniti

Lexus

Infiniti played host to a ‘Bespoke’ version of its Chinese-only Q70 L executive saloon. The long-wheelbase model gets 150mm extra legroom as that’s the fashion in Asian markets, but this Bespoke Edition claims to have a ‘concept car’ inspired four-seat interior.

There’s white quilted leather and various additional trinkets to give it extra appeal.

Also making its Shanghai debut was the striking Q80 Inspiration concept coupe. Infiniti confirmed to us last year that the elegant show car will make production before 2020.

Infiniti played host to a ‘Bespoke’ version of its Chinese-only Q70 L executive saloon. The long-wheelbase model gets 150mm extra legroom as that’s the fashion in Asian markets, but this Bespoke Edition claims to have a ‘concept car’ inspired four-seat interior.

There’s white quilted leather and various additional trinkets to give it extra appeal.

Also making its Shanghai debut was the striking Q80 Inspiration concept coupe. Infiniti confirmed to us last year that the elegant show car will make production before 2020.

Landwind For a foreign visitor, Landwind would appear to be the most controversial car maker when it comes to blatantly violating copyright and copying designs from existing car makers. There is no reason to do so considering that fact that it is jointly owned

by Jiangling Motors and Changan Auto. Interestingly, both thes brands are joint venture partners of Ford, ad do business as Jiangling-Ford and Changan-Ford respectively.

The Landwind X7 CUV might have raised eyebrows with its Range Rover Evoque clone design, but the car gets genuine engineering inputs from the Melbourne-based Premcar, an independent automotive engineering consultancy that evolved out of Prodrive’s Ford Performance Vehicles [FPV] operation.

The X7 is powered by a Mitsubishi-sourced 2.0-litre turbocharged four-cylinder petrol engine with 190hp and 250Nm, mated to a six-speed manual or an eight-speed automatic. The X7 is based on a shortened variant of the platform that also underpins the Landwind X8.

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Lifan Lifan had the X70 SUV prototype’s launch in mind for some time now and took advantage of the Auto Shanghai 2015 to showcase the car that fills the gap between the Lifan X60 and the Lifan X80.

The car will use a 1.8-litre four-cylinder unit delivering around 150hp. Other details about the SUV’s specifications were not released. Lifan is also looking to invest into the development of electric cars and expand the already massive network comprising 80 fully-owned flagship stores, 300 dealers selling only the Lifan brand and 1,000 dealers that sell the Lifan products as well as other models coming from various carmakers.

McLaren

Nissan

That the booming China market holds significance for specialist manufacturers was evident with McLaren’s presence. The Britishbrand introduced the second model in the new Sports Series, the McLaren 540C Coupé.

Nissan used the venue to unveil the China-only Lannia midsize sedan, which it says has been specially created for “the rising young Chinese generation.” The Lannia is the production version of the Friend-Me concept showcased two years ago in Shanghai and the Lannia concept unveiled in Beijing last year.

Designed and developed locally by Nissan Design China and the styling bears many hallmarks of the Japanese automaker’s latest design language, particularly up front with its V-shaped grille treatment and sharply shaped headlamps. The C-pillar gets the Nissan signature treatment as well. Alongside the Lannia sedan, Nissan’s second world debut at Shanghai Auto Show was the Murano Hybrid. This car is powered by the new supercharged QR25DER 2.5-litre four-cylinder petrol engine assisted by a 20hp electric motor paired with a compact Lithium-ion [Li-ion] battery.

The engine produces 250hp and 243lb-ft [combined 329lb-ft] of torque.

Mercedes-Benz Mercedes is looking to take over BMW’s dominance of the premium SUV market with two new midsize models in China.

Development on the GLC is well underway, and now a swoopy new GLC Coupe has been shown in Shanghai. The production car is set to appear in 2016 and go head-to-head with the BMW X4.

Peugeot MG Not to be confused with the Lexus GS sedan, the China-owned British brand announced its formal entry into the SUV market with the GS. Roughly the size of Nissan’s Qashqai or Juke, this car also has Europe in its sights.

Peugeot stormed into the Shanghai Motor Show with a brand new concept, the 308 R HYbrid. Developed by Peugeot’s in-house racing division, Peugeot Sport, the plug-in hybrid hatchback produces 493bhp from a 1.6-litre turbo and one electric motor on each axle, making the 308 R HYbird four-wheel drive.

It’s loosely based around the 308 R Concept which was first showcased at the Paris Motor Show last year – a decision on whether to build it still hasn’t been made – but ups the game when it comes to performance.

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Qoros Shanghai-based Qoros turned up at the show with a concept for a new Nissan Juke-sized SUV called Qoros 2. The ‘2 SUV’ will sit underneath the 3 City SUV when it appears in China towards the end of 2015.

Shenbao

Venucia Venucia, a local brand by Dongfeng Nissan Passenger Vehicle Company is a passenger vehicle business unit of Nissan’s joint venture in China. The brand unveiled the VOW Concept, which is a sporty-looking crossover designed to appeal to young Chinese buyers. The design is said to have been inspired by the Salar de Uyuni plateau in the Bolivian Andes, but in real time reminds one of the Lamborghini Urus and Mitsubishi XR-PHEV concepts!

Technical details are few and far between, but the name VOW apparently stands for “Venucia Over Wonder,” that brand name itself having been derived from the Roman diety Venus. Beyond that we couldn’t tell you anymore.

Shenbao brand (Senova in English) is owned by Beijing Auto, the same organization which bought the rights to the Saab 9-3 and 9-5 back in 2009. The Shenbao D80 crossover presented is the result of a joint venture with a German luxury brand. This model benefits from a platform shared with the previous-generation Mercedes-Benz E-Class, along with a grille that echoes the frontend treatment of that brand’s CLS four-door coupe.

Volvo

Volkswagen VW sprang a surprise at the 2015 Shanghai Motor Show with the C Coupe GTE concept - large four-door Coupe that will inspire a production model in 2016. Unfortunately though, unless sales of large saloons picks up significantly in Europe it’s destined to be a China-only model.

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The most luxurious car in Volvo’s 88 year history was presented at the show. The opulent Volvo XC90 Excellence as it is called has been tailored to offer business class luxury. In this car, the third row has given way to the second row, which has been replaced with two first-class recliners. The rear seats include massage and ventilation functions, tray tables that fold into the centre console, retractable touchscreen displays, an onboard refrigerator and temperature-controlled cup holders. There’s even a set of crystal glasses made by Orrefors. That’s not all. Volvo has also installed ambient lighting, retrimmed the dashboard, upgraded the Bowers & Wilkins audio system, partitioned the luggage compartment, fitted low-noise tyres and further insulated the cabin from the road. Detailing and comfort are the two key USPs of this car.

2015 Land Rover Discovery Sport

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n 2014, UK-based Land Rover made a significant announcement regarding how it was moving forward with its future SUV business. The idea announced at the time suggested that the organisation was adopting a tier approach for its line-up by appropriately sub branding them. Under the new arrangement, there are now three tiers under the parent umbrella with Range Rover badged models sitting at the top as premium luxury/performance models, introduction of middle order Discovery branded models and of course the utilitarian Land Rover badge models as always representing the entry level. Under this product re-arrangement regime, the Freelander/ Discovery now get Range Rover-style names. In fact, the outgoing Freelander 2 is being replaced with the Land Rover Discovery Sport.

Now, that the nomenclature and market positioning has been made clear, the new Discovery Sport is packaged as premium mid-size crossover SUV in a segment which also has entries from Audi and BMW. Taking cues from the line-up below and above, as a new segment contender it comes with styling influences from the new Range Rovers and engineering from other models. But what makes it a stand out in the segment as of now is that it offers accommodation for seven occupants, something still new in the segment and a slot which arch rivals like Audi or BMW haven’t been able to touch till now.

This has been made possible, thanks to a highly flexible platform, which comes as a legacy from its previous owner Ford. The platform on which this vehicle is derived 32

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comes from the Land Rover LR-MS family, which itself is a heavily modified variant of the Ford’s 2006 global midsize car EUCD platform. Interestingly, this platform is currently used in many successful models across brands from Ford and Volvo and in recent times, the all-new 2011 Range

The new Discovery sub-brand focuses on leisure vehicles and features two models as of now -- the compact new Discovery Sport and the larger Discovery which is also known as the LR4 in some markets Rover Evoque. The smaller Evoque uses a platform called LR-MS, which is also loosely based on the EUCD platform.

While the Discovery Sport may sport a similar profile to the Evoque, it rides on a larger 2,741mm wheelbase. Designers have ensured that with these proportions the car gets its standalone personality. To do this, one of the things they have done is to put the wheels out at the corners and encourage short overhangs. Together, these elements give it its planted looks.

Also aiding in the effort is the low centre of gravity. From the design point, as a

successor to the Freelander, one would have expected it to be an evolution, but in reality, it’s very much a different vehicle in appearance, packaging and overall execution. The Discovery Sport is 3.7in longer than the LR2 and is also about nine inches longer than the Evoque. Unlike the Evoque’s coupe like sloping rear roofline, the Discovery Sport has a taller and straighter roof line. The front face of the car takes some of the newer design cues from the Range Rovers and as a result the sheetmetal is clean and devoid of clutter.

In fact, when compared with the fashionforward Evoque, the Discovery Sport would appear a bit conservative.

In its construction, the car uses a healthy mix of aluminium and steel. The proportion of glass to metal is also very nice in this car. Nothing seems out of place and the build quality is by far among the best the industry can offer. Some of the plastic fittings used in the car’s exterior could have been engineered better – while shooting the car, we realized the grille was coming off its clip-type mounts.

Inside the car, the hip points are set conveniently allowing occupants to slide in and out easily. Front occupants get significantly better command view and generous headroom. Design elements inside the cabin could be best described as an evolution of the familiar family DNA. The instrument cluster appears to be carried over, but in the Discovery it is set more upright and has better detailing.

Other familiar elements include the F-Typestyle climate control dials with integrated temperature displays. The infotainment system is new and Land Rover claim that is faster and more intuitive to use. It uses an

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8.0in touch screen with higher resolution.

The cabin is finished in typical Land Rover kit with excellent materials and fit finish is quite good. While front and second row accommodation is good in terms of head and leg room availability, the thirdrow is at best suited for small children.

Access to third row has been simplified, thanks to the 60:40-split second-row seats which also fold, slide and recline.

Despite these efforts, we would agree that newer models like the Audi Q5, BMW X3 or Volvo XC60 still communicate a degree of superior interior design flair, especially when it comes to touch points.

The big question at this stage was: what makes the LR Discovery Sport different and standout when you have Audi and BMW models at your door step. Well, one need not look further than the base of the central console where the rotary control of the Terrain Response system is located. This systems uses pre-set programmed algorithms that dictate the four-wheel drive system’s behaviour depending on the option chosen. The

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four pre-programmed settings [General, Grass/Gravel/Snow, Mud/Ruts and Sand] also include throttle mapping, steering response, gear selection, centre differential engagement and braking/ stability control systems to optimize performance. Unlike the hardcore Land Rovers, there are no locking differentials, low range or adjustable suspension height in the Discovery Sport.

Other practical elements include up to six USB ports and four 12v power sockets.

Like all previous Discovery models, the incoming Sport will accommodate seven, which is a bona fide unique selling point in the premium mid-size SUV segment.

The seats, especially, rear ones are on the firmer side. In terms of space, it is one of the most spacious and functional compact luxury SUVs in the market. Most of the front strut suspension is borrowed from the Evoque and the rear gets a new rear multi-link suspension set-up.

For the Middle East, only one petrol engine will offered. Actually, it comes from the Evoque which means it the same turbocharged, 2.0-litre four-cylinder developed during Ford ownership which produces 240hp and 251lb-ft of torque.

The mapping allows most of the torque to be available from as low as 1,750rpm. A ZF nine-speed automatic transfers power to the wheels.

The list of standard safety features includes antilock brakes, stability and traction control, front side airbags, a driver knee airbag and side curtain airbags. A rearview camera and parking sensors are also standard, as are hill descent control and hill start assist. Safety-related options include a blind spot and rear cross-traffic alert system, lane departure warning,

frontal collision warning and automatic braking for frontal crash mitigation.

Driving impressions Given the fact that the Discovery Sport is packaged to be an all rounder, we decided to give it the full-on test in the Sultanate. This meant driving the car on fast past highways, city and winding mountain roads, off-road trails and a bonus wadi wading exercise. By now, we have experienced the car well enough to understand its capabilities and limitations.

In the past few months, global media have had the opportunity to test drive the car in various conditions and the feedback has been somewhat mixed. Many global media said that the 2015 Discovery Sport was unsurprising and hence uncharitably labeled a “soft-roader”. We beg to contradict the observations these socalled experts. On the onset we can say this car is no slouch. It has a responsive engine, turbo lag is hardly felt and the 9-speed transmission holds its gears well and offers very smooth upshifts. Very much like its lifestyle-oriented Evoque

sibling, the Discovery Sport is supremely stable and confident on winding roads, with very accurate steering offering decent feedback to the driver.

The big surprise, howerer, is just how good the Discovery Sport proves from behind the wheel. The smartly programmed transmission and the engine’s low torque peak ensured that the Discovery Sport is decidedly more engaging. Irrespective of terrain we drove the car over, it appeared composed and more agile than most of the rivals that we have tested. We tried out our test car’s Terrain Response system setting depending on the type of terrain thrown in. Whenever required, it can execute starts in second gear to minimize wheel spin on slippery surfaces. And then there’s a Haldex centre differential, steering and efficient braking systems to optimize responses.

Most of the rivals in this growing segment use electronic aids that help in their off-road ability to tackle basic trails and modest ascents. But this car moves up a few notches as it incorporates decent and usable ground clearance [8.3in],

articulation [13.4in] and impressive arrival, departure and breakover angles of 25˚, 31˚ and 21˚, respectively. As a result, one can wade through wadis with relative ease and without the fear of flooding. We doubt the Audi Q5 or BMW X5 can reach this level of performance.

Verdict As the newest member in the SUV family, the Discovery sport has been very well conceived and presented. It has the three core attributes -- style, substance and desirability that help it stand its ground confidently. There are many elements in this vehicle that even key rivals from Audi and BMW simply can’t match. We particularly liked the fact that the new Discovery Sport manages to retain some of the brand’s legendary off-road capabilities. However, in brand conscious Middle East markets, pricing point is also now a key consideration. The task retailers have is to woo back LR2 customers and also bring new customers to the brand.

The SUV is sensibly priced at OMR15,950 in Oman.

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2015 BMW X4

‘X’ factor

Introduced as the smaller sibling to the coupe-styled X6 in late 2014, the all-new 2015 BMW X4 seems to be better equipped to take on the world on its own. Automan explains why Author: Chandan B Mallik | Photography: Elvis John Ferrao

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t’s no secret that BMW Group is on a product drive and what we have witnessed in the past couple of years is the ability of this motor car maker to create niches and aim at new slots. Several of BMW’s niche models are based on its passenger sedan line-up, such as the 3 Series/4 Series, which has now expanded to six variants – 3 Series sedan, Touring, Gran Turismo, and the 4 Series coupe, convertible and Gran Coupe. Existing SUVs such as the X3 and X5 have also served as the mechanical donors for coupe-style versions in the X4 and X6 respectively.

The X6 is in its second generation and the X4 has been in the market for less than a year. They are a subject of intense interest because they both offer a similar package to what seems like similar customers, but the catch is that they are offered at vastly different price brackets.

The X4 crossover SUV was officially revealed for the first time at the April 2014 New York International Auto Show as an all-new MY2015 model addition. Internally known as the F26, the X4 is built on the X3 platform and is styled to mimic its bigger sibling. That it is closely related style wise to the second generation X6 is clearly evident from the fact that this crossover shares similar proportions, its low coupelike roofline and stance.

The X4 actually benefits from many improvements that were incorporated in the X3 when it was being prepared for its second generation appearance and besides features the most significant change was the car being re-dimensioned.

As a result, the X3 grew in dimensions and also became pleasantly proportioned.

This aspect is now carried over into the

X4 too. The X4 is slightly longer than the donor X3 and as before from the front all X-designated models have almost identical ‘faces’. The only exterior panels the X3 and X4 share are the bonnet and doors. As with the X6, the X4’s the waist line runs though the door handles, then a second character line appear above the rear wheel arch creating a strong looking ‘rear haunches’. Its proportions present a persuasive case for the BMW X4 as the most dynamic vehicle in its segment. In hallmark BMW style, there’s a longer

BMW’s recently introduced X4 is a sportier compact SUV designed to compete with the new breed of crossovers like the Porsche Macan, Audi Q5, Range Rover Evoque wheelbase, relatively long bonnet, short over-hangs and a set-back greenhouse.

Like the X6, the inside of the X4 cabin has a familiar feel to that of the X3. On a closer look, there is little differentiation between the X3 and X4. Compared with the X3, the front passengers sit lower by 0.8in and the rear passengers by 1.1in. That marginal difference means the command seating position is still available for front occupants. While, rear headroom is

marginally compromised due to the sloped roofline, rear occupants can experience a classic sports coupe feel.

The dashboard and trims used being the most noticeable among common kit.

Comfort and convenience features are the usual BMW fare. Standard equipment includes easy-to-use dual-zone airconditioning with air outlets for those in the rear, eight-way power front seats and a tilt-and-telescoping steering column.

With all seats in place, the X4 offers 17.7 cubic feet of space, expandable to 49.4 cubes. A standard 40:20:40-split rear seat makes the X4 more versatile. This is reinforced by the rear bench seat in particular, which comes with molded side bolsters. Under normal circumstances it acts like two individual seats, but can offer space for three occupants if required.

BMW’s iDrive interface is much simplified and the ConnectedDrive services permits users to pair smartphones and enables access multiple apps and information.

The car comes with satnav and a colour head-up display with sharper resolution graphics. A Harman Kardon sound system and BMW’s Comfort Access which allows you to unlock the car just by touching the door handle. A practical feature that we liked was operating the power tailgate by the key holder. All he has to do is to swipe under the bumper with a foot. Among, the new features noted was the new iDrive Controller with touchpad which allows drivers or passengers to use their finger to write letters for text inputs, such as a navigation destination.

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smaller engine one is designated as the xDrive28i and is powered by a twin turbocharged 2.0-litre inline 4-cylinder that outputs 240hp and 260lbs-ft of torque.

The bigger engine one is the X4 xDrive35i which uses a 3.0-litre inline 6-cylinder offering 300hp and 300 lb-ft of torque.

Both models come with an 8-speed automatic transmission and all-wheel drive.

Active safety options include adaptive cruise control, lane departure warning, blind spot detection and pedestrian/ collision warning with automatic braking.

The test car provided for this report was the top of the line X4 35i MSport which essentially means it is a stock model with specialized appearance kit designed by BMW’s in-house performance M division.

The MSport Package also includes sport seats, an aerodynamic body kit, an M steering wheel and a black headliner. Our tester came with 20in alloy wheels shod with run flat tyres.

Driving impressions Being fully aware that the X3 and X4 have similar performance figures, the first question that came to our mind was in terms of driving and handling: how similar or dissimilar this car would be to its donor? From the BMW perspective, the X4 is supposed to be the sportier of the two. Some of that is instantly communicated when you settle in the car’s supportive front seat and grasp its thickrimmed, leather-bound steering wheel.

Interestingly, Apart from the fact that you sit higher, the driving position feels similar to a sport sedan and the view forward

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is excellent. This is even before the car’s engine has been fired and gear engaged for the drive.

Then, after a few kilometers of driving it becomes evident that engineers have used some special toys from the kitty that ensure there’s more in the X4 than it being just a rebodied/stylised edition of the X3 hardware. The key to the difference in handling and feel is directly related to the Performance Control system and variable sports steering in the X4, besides its variable suspension setting that doesn’t require the ride height to be altered.

To some it may seem minor, lowering the occupants also affects the centre of gravity and this does help in the vehicle’s dynamics.

Together, these elements give the X4 its sportier edge over the more traditionally designed X3. One of the handling characteristics we noted that there’s significant reduction in understeer tendencies when cornering. The car feels ever so planted.

The X4’s steering feel is quite delightful considering the fact the X4 is a bigger than your average sedan. This comes as part of BMW’s continuous evolving its electromechanical power-steering system, and this is one of its best yet we have experienced.

As expected, when driven in urban speed limits the variable steering allows for more stability in high speeds in a straight line, and also tightens up in corners and at lower speeds. This aspect allows the driver to delve into sharper manoeuevring.

In terms of power availability, the availability of 300hp from 5,800 to 6,400

rpm and torque from 1,200 to 5,000rpm ensures spirited performance. The car’s throttle response is good, no turbo lag is noticed and we reckon it will do the 0-100km/h straight line sprint in under 5.5sec. Since the all-wheel-drive system is identical to that of the X3, tossing the car even on off-road trails is great fun.

The car’s X4’s all-wheel-drive system thus works seamlessly as it shuttles torque between the wheels through the algorithm vectoring.

We also took the liberty of exploring the car in Sport mode. In this mode, there’s more reactive accelerator and transmission responses. While toggling the centre console’s Driving Experience Control into Sport the desired effect can be intensified. And that’s when the paddle shifters come in handy since the ZF-sourced transmission doesn’t always choose the ideal gear for the most eruptive exits from corners. That’s the job of the enthusiastic driver.

Verdict BMW seems to be enjoying its success with the X derivatives, especially the Coupe-styled versions. The X4 is smaller, lighter, faster and sportier and this makes it a much better proposition as a package.

The X4 is priced from OMR27,000 [for the X4 28i] in Oman and the motivation for looking at this car would mean that users appreciate the high driving position of the X3 but don’t really need the same level of passenger and cargo carrying capability.

Alternatively, it would appeal to those prefer unique styling as opposed to boxylooking rivals.

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2015 Ford Mustang

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Ford says that the all-new Gen VI 2015 Mustang is the logical evolution of a classic with notable improvements in power, handling and convenience features. With the Ecoboost fourcylinder under the bonnet, Automan thinks Ford has created a new entry point for global markets with this package Author: Chandan B Mallik | Photography: Nabeel Ferzan

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n 2014, Ford celebrated the 50th anniversary of the Mustang in style all over the world with the introduction of the all-new sixth generation. Ford says that the incoming model is the logical evolution of a classic that comes as part of Ford’s One Ford campaign to globalise this model. In fact, this will also be the first Ford Mustang to be built as right hand drive model from factory.

With this in agenda mind, when seen for the first time, it becomes clear why the design of the new Mustang is not so revolutionary. Its character lines and proportions are familiar with a long and rakish front end and short boot in rear.

But all is not carried over. The car is lower and wider now and it is obvious more at the rear where there’s a wider rear track accompanied by flared mudguards.

Dimensionally, the car’s body has been widened body by 1.5in and it sits 1.4in lower. It does share its wheelbase with the outgoing model and shares very few components from the parts bin..

Stylistically and with detailing, the car does retain its iconic visceral appeal and at the same time benefits from a new interpretation of what Ford calls the ‘shark bite’ front end. This aspect is associated with a low, wide trapezoidal front grille with an integrated pony icon. However, the greatest giveaway that refers to the past is the fastback rear end. The styling has also aided in helping the car achieve a lower coefficient of drag as it the boot lid sits 2.75in lower when compared with the outgoing model.

Interesting new design cues include LED headlamps and accent lights, as well as a new three-dimensional interpretation of the classic tri-bar tail lamps.

The interior of the car has been revisited and it resembles that of an airplane cockpit taking advantage of the increased body width and it constantly reminds one of the Ford GT. And this has been done with a purpose in mind. The rear occupants in the earlier editions had to live in cramped accommodation and now it seems a bit of that has been improved.

A few features from European luxury cars like changeable ambient lighting is out here as before, but the effect spreads beyond the dials, cup holders, and speakers to other points within the cabin. The car’s front seats have been designed to be sporty and in the tester had powered movements fore and aft.

However, the back has to be adjusted manually and it is a cumbersome affair to get the right position. The car’s steering wheel is small and adjustments are also minimalistic. As a modern car, it also comes with features such like digital instrument cluster with analog dials, proximity key and push-button start, a centre touch screen, a radar-based blind spot monitoring system, and a parking sensor system with driver alert.

The base of the central console also has a set of chrome plated toggle switches for hazard, steering feel, chassis modes and traction control. While build quality shows improvements, several quirky elements stick out as sore thumbs. Unexplained was the way one had to get the Satnav activated – there was no dedicated switch for that on the dash or touchscreen access. It could only be activated or deactivated by engaging the Bluetooth audio switch! Meanwhile, Ford now offers a new free app, compatible with iPhone

and Android-powered smartphones.

Depending on markets as a global car it is being offered with several powertrain options and body styles -- coupe or convertible. Three trims are offered and are identifiable with V6, EcoBoost, or GT badging. The V6 trims come with a 300hp 3.7-litre normally aspirated V6. Next comes in is an EcoBoost with a 310hp from a 2.3-litre four-cylinder. The top-of-the-line machine is the GT which gets a 435hp 5.0-litre V8 engine. Both six-speed manual and automatic transmissions are available.

Our tester was the Ecoboost version.

The suspension has been thoroughly revamped for better handling. Past Mustangs were pretty famous for straight line stints but not so sharp when it came to fast corners as it had the tendency to oversteer with the rear of the vehicle losing traction. The car also exhibited understeer in the hands of inexperienced drivers. Technically, oversteer can be prevented by stiffening the front suspension by replacing or adding the front strut tower brace and replacing the front sway bar with a stronger, thicker brace and understeer can be prevented by adding a stiffer rear sway bar. Ford was keen to make this car do better, and hence the rear set-up now is fully independent with controlled damping set-up. The multilink rear end underpins the new chassis and is joined by a revised MacPherson strut set-up up front.

Safety equipment on all Mustangs includes a post-crash alert system, seven airbags, including dual‑stage frontal, front seat side impact, side curtain and driver knee; antilock brakes, electronic stability control.

In some markets it will be offered with 911

The 2015 sixth generation Ford Mustang is the best yet in the model’s 50year history which now offers globally recognized sports car characteristics

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Assist crash notification system. Optional safety features include reverse parking sensors, blind spot alert with cross-traffic monitoring and adaptive cruise control with collision mitigation.

Driving impressions Despite the quirky front seating, visibility in the 2015 Mustang is remarkably good, especially compared to the blind-spotladen Chevrolet Camaro. The Mustang’s cleverly designed A-pillar is narrow enough to allow one to look through the corners.

Settling in the car takes a little extra time as finding the perfect seating position is time consuming. You have fore and aft powered movements, but the back rest is manual. There’s no bolstering booster so you have to live with that.

The 2015 Ecoboost Ford Mustang is a unlike any Mustang built before. It offers several shades of dial-in characteristics -- you want a muscle hooligan, you want a refined road car, you want a sports car -- you got them all in this one bundle. The question is most of us are familiar with V6 and V8 Mustangs in the past, so how does one make a four-cylinder to sound appealing? Well, there’s a bit of techno trickery out here. The acoustics, especially what you hear inside the car has been electronically tailored using the car’s audio system. So when you take a stab at the throttle especially in sport mode, all you get is a drone like effect. In fact, the fourcylinder turbocharged Golf R32 still sounds better naturally!

Thankfully, the Tiptronic function is not on the gearshifter [as practiced in most Ford models despite criticisms from drivers] but as proper paddle shifters behind the steering wheel. After the engine was fired,

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we decide to start the exercise with stock settings. The steering is light, acceleration is pretty good for a four-cylinder even in normal mode where the transmission is geared on the sporty side, holding shifts longer and downshifting when our revs dropped.

In this mode, the flip side is that car doesn’t feel like an out an out muscle car and despite the EcoBoost’s solid torque numbers, the grunt doesn’t hit all at once like that of the V8 when you stab the throttle, particularly noted while exiting a corner which means it is less of a hooligan than it could be. At this point one has to accept that it does feel more like a typical European coupe. While the 310hp it produces is well-utilised across theband, the engine doesn’t feel stressed and one hovers at 120km/h with the engine ticking at 2,000rpm and peaks out at 4,000rpm.

We dial-in the second settings -- that is sport mode and interestingly one is also able to change the weight of the steering. From light it becomes stiffer and thereby more entertaining. This is the mode where we think most drivers will enjoy besides the track only options most of the time. The car feels spirited and alive and seemingly the chassis firms and offers sharper handling which is notable better in fast corners. Change in acceleration characteristics is also noted with extra torque availability and longer holding of the gears. The torque delivery in this set-up is much better and is also flat and hence watching the analogue boost and vacuum gauge in the car is a good pastime.

Over all, the car’s handling has dramatically improved over previous

generations, thanks to the independent rear suspension set-up and 19in alloy wheels shod with Pirelli P Zero tyres. The bump sensitivity and nose dive under hard braking of the old Mustang is gone. While previous Mustangs were good in straight line performance but were a bit of a crooner when it came to handling corners with understeer issues. Meanwhile, braking is superb and linear, and even in hard braking it will show no signs of fade and the car will not budge from its line. Actually, the Ecoboost packaged car benefits a lot from the rejigged suspension tuning, sportier steering characteristics and 3.55:1 ratio limited-slip rear end. The Ecoboost four-cylinder certainly doesn’t sound like a traditional Mustang and the exhaust note has been artificially created in conjunction with the car’s audio system.

Verdict As a package, it’s a pretty decent one, but for a purist it would be considered somewhat un-Mustang-like. The closest analog I can think of when HarleyDavidson introduced its Porsche-designed Revolution X liquid-cooled engines for the newly created V-Rod family. This car looks like a Mustang, feels like a luxury coupe, but the experience suggests that this is a car that has been designed with a different objective in mind. And on the performance level, it is far more reserved and civilized than any Mustang we have driven before. It’s more like a refined car made for global audience than for the hardcore pony car enthusiasts. Well, for them, the 5.0-litre 430hp GT500 is the benchmark. The Ecoboost edition, in our opinion is an interesting experiment with new technologies.

The exhaust note of the Ecoboost engine isn’t as melodious as that of the V8, but thanks to some electronic wizardry, it sounds beefier than most inline-4 cylinders

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2015 Renault Captur

Renault’s compact cute utility vehicle, the Captur has been sale in its domestic market since May 2013.

Launched for the first time in Oman a few weeks ago, Automan checks out the car to determine whether arriving late in the market gives it a comparative advantage or not Author: Chandan B Mallik | Photography: Elvis John Ferrao

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he compact SUV/CUV segment is hot in Europe and the winds of change are also heading in this direction. It’s an interesting moment in the region which has been been traditionally served with bigger SUV offerings. Proof that the compact SUV segment is being noticed comes from the fact that several brands like Peugeot offer the 2008, Ford with the Ecosport and Chevrolet with the Trax. The latest arrival in this segment from Renault is the all-new Captur.

The idea of the Captur CUV was first presented as a futuristic concept at the 2011 Geneva Motor Show and the production version a year later at the same venue. Dutchman Laurens van den Acker, senior vice President of Renault Corporate Design based the design of this car on the platform of the fourth generation Clio. The car incorporates design lines from the concept and is also among the early recipients of Renault’s renovated design strategy. This strategy looks at various customisation options for the interior and the exterior in a lifestyle model.

Meanwhile, we are aware of the limitations usually associated in design and engineering a SUV out of a hatchback platform.

But, when you see the Captur for the first time, it comes as a pleasant surprise. Surprise, because it doesn’t appear as if the donor hatchback was put on stilts. In fact, it’s got its very own distinctive personality, design-wise along with a confident stance.

Considering the fact that this car along with its donor were conceived at a time when most of Europe’s economic activity has been faltering, times could have never been better for car designers. First there is an acknowledgment that design and brand play an enormous role in car success irrespective of the segment they represent.

The Captur is 100mm taller and roughly 100kg heavier than the Clio on which it is based, and based on its dimensions alone, it sits at the bottom end of the compact SUV segment and this makes it compete with rivals as the Ford EcoSport, Chevrolet Trax and Peugeot 2008.

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And given its proven lineage and looks it has been packaged very well. With ground clearance increased to 163mm, it has an all-new body that offers marginally more interior space [by being 60mm longer overall] than its hatchback sibling. The car is built at the Valladolid plant in Spain.

Although, slightly tall boy in appearance, the car’s exterior features have been designed to complement its stance. As a result in this first crossover from the brand, Captur’s flowing lines highlight its SUV-like proportions and profile. With its rounded sheetmetal, it does display a number of striking styling cues. Up front, the Captur features a large Renault badge, the narrow signature ‘bow-tie’ grille and a pair of smart headlamps. All these elements come together to give the Captur the rakish look of a slightly taller and beefier Clio. Add to that large 17in wheels, generous ground clearance and wide tracks. Our tester was top-of-the-line Dynamique trim that came with factory supplied dual tone paintwork. The SUVinspired touches noted were the chunky rubbing strips on the doors and bumpers.

Likewise, the interior of the car conveys a

lot of messages while complimenting the exterior. The creative freedom enjoyed by the interior designers in this car shines through all the way. Not only a spacious interior has been created, it also comes with innovative and usable features. From design perspective it tries to be youthful.

Behind the wheel, it’s clear that it features none of the classy plastics that one gets in a premium or entry luxury car. There are dollops of plastics in the cabin with variations in perceived touch points when

French automaker Renault creates a funky lifestyle CUV using the Clio as its base. In fact, its arrival in Oman’s showrooms a few weeks ago refreshes this virtually uncharted segment

it comes to material quality. While the use of excessive plastics could make it feel like a commercial vehicle Renault designers have adopted a clever and effective technique to offset any such possibility. Depending on trim, a range of funky colour matched components are offered in the cabin. Driver gets a height-adjustable driver’s seat and steering wheel. Most of the interior is from the familiar Clio which means the car gets the same digital speedometer and gloss black centre console that houses the infotainment system which used Renault’s R-Link which provides access to a whole new level of connectivity, with an ever-expanding library of dedicated motoring applications.

Hip and entry and exit points are very convenient due to the higher ride height.

Front occupants get command view and overall view is pretty generous. Most occupants will find the seating seating position in the car halfway between that of a car and a sport-utility. Front seats come with good bolstering and hold occupants in place.

Hollowed-out seat backs in the front give enough rear-seat legroom for four six-foot adults to sit comfortably without feeling cramped for space.

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In the passenger compartment, two ingenious innovations highlight the cabin’s user-friendly character: a large drawer-type glove box, which is easy for the driver to reach and holds 11 litres, and the availability of removable seat covers which can be unzipped, machine washed at home and refitted.

The car’s rear bench seat split folds 60:40 and also slides 160mm fore and aft. And when the seat is folded flat, it helps expand cargo space from 377 to 455 litres.

The cargo bay also offers a split-level floor and allows users to secure packets or bags. Renault claims the Captur can delivers up to 1,235 litres of cargo space, which places it in the enviable position of being up there with next-segment (larger) SUVs like the Mazda CX-5 or Nissan’s Qashqai.

Depending on markets, the Captur is offered with a choice of drivetrains -- a 0.9-litre three-cylinder turbo-petrol and 1.2-litre four-cylinder, 1.2-litre four-cylinder turbo-petrol. Our tester came with the larger engine which offers 116hp and 190Nm of torque. Thankfully, the Captur is not offered with CVT. Instead, it gets a six-speed Getrag-sourced dual-clutch transmission system. The Captur is a frontwheel drive car and its suspension set-up comes with a strut-based system [front] and torsion beam at the rear. Unlike some

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rivals, Renault doesn’t offer the Captur with four-wheel drive, which means it is more on-road biased.

Brakes are disc up front and drums at the rear. On the safety front, the Captur has done quite well for itself. It has achieved a 5-star rating at the 2013 EuroNCAP tests.

Between its standard safety equipment it has three-point seat belts, two airbags, cruise control, speed limiter, ESC, ABS and audible and visual seat belt reminder warnings.

Driving impressions The car’s powertrain has been wellmapped to offer lag free acceleration and although, it’s slightly behind the Clio in terms of performance [due to power to weight ratio considerations], but for a CUV it is definitely sits with the top performers and we think the direct-injection engine outclasses the Ecosport [1.0-litre] performance with quite a margin. Also contributing in the performance is the six-speed transmission which prompts faster up or down shifts according to the engine’s demand. On the move, the car’s 116hp output feels at home both in and out of the city. While it’s not a car that encourages you to poke it like a hot hatch, the important thing is that the Captur always feels composed and secure.

The Captur’s handling set-up has been borrowed from a Europe-only Clio Estate and it seems very well suited for our kind of roads. The biggest charm this car offers is that it feels like a bigger sedan when driving and its road holding for a frontwheel drive is truly impressive. Steering weight and feedback is near perfect and hence quite entertaining. Its progressive light steering is great in town and makes the Renault easy to manoeuvre even in tight driving situations.

The car’s slightly stiffer chassis set-up helps achieving commendable levels of roll control and doesn’t upset the occupants inside as most of the road imperfections are well taken care of.

Braking performance is adequate, but not outstanding, though the pedal weight and feel, much like the steering, cooperates well with driver input.

Verdict The new Renault compact CUV brings with it unexpected practicality and top riyal value. Renault has been able to build car with high level of personalized factory customization features. Punters looking for an attractive, lifestyle compact crossover with youthful looks, features, functionality and genuine practicality should have this on top of their consideration list.

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2015 Mazda CX-5

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For MY 2015, Mazda has refreshed its best selling CX-5 SUV with interesting features. The CX-5 was created in 2012 as a ground up car with the latest that Mazda could offer to replace the slow selling Ford Escape-rebadged Tribute and the Mazda CX-7. Automan checks out the updated car Author: Chandan B Mallik | Photography: Elvis John Ferrao

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he year 2012 was a watershed year for Hiroshima-based Mazda and especially for its crossover CUVs. In fact, a year earlier, Mazda had presented the Shinari concept which was essentially the first hint of the carmaker’s new design language which it calls KODO. The connection of this new design language in all the Mazda’s cars also saw it coming with the benefits of the brand’s resurgence in engineering and efficient technologies which is sub branded as Skyactiv.

As part of the new product direction, the CX-5 was created as a replacement of its Ford legacy model, the Tribute and its very own mid-size crossover SUV model called CX-7. The Mazda Minagi compact crossover SUV concept presented in 2011 is the one on which the current production CX-5 is based. Mazda started producing the CX-5 in 2012 and introduced it into most markets within a year. The mid-size SUV’s global success has helped pull the company from near collapse late last decade to its highestever profit in the last Japanese financial year. The CX-5 competes with the likes of Honda CR-V, Toyota RAV-4, Hyundai Tucson, Kia Sportage among key models sold in this region.

Since efficiency was to be a hallmark of the model it was constructed as a unibody on a rigid, lightweight Mazda6 platform.

It is also the first production model from Mazda featuring the company’s full repertoire of Skyactiv technologies which includes efficient powertrains.

So just a few years in it successful career, the CX-5 has been upgraded in its mid-cycle. Like any progressive carmaker, Mazda is confident that the refreshed styling/detailing, improved specification, better ride and quieter cabin will keep the interest value of the model at an all-time high.

When conceived, one of the ideas was to make the CX-5 larger than it looks. This was done by carefully plotting the dimensions.

For instance, its overall length, width, and height are nearly an inch larger than those of the current Honda CR-V. However, at 106.3in, the Mazda’s wheelbase is 3.2ins longer than that of the CR-V. From the exterior, the refresh comes in the form of minor exterior styling tweaks at the front and rear ends. The car gets JUN 2015

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LED headlamps that replace the xenons and the grille has been reshaped.

Even when the car was launched in 2012, the cabin’s design and interior quality was contemporary, but in a conservative way.

While the CX-5 may look like a compact SUV from the outside, the cabin space is quite generous. In fact, space availability is more than many similar sized sedans.

Getting in and out of the rear seats is easy and it’s comfortable for two adult.

One of the reasons why the five-seater cabin appears spacious is due to is uncluttered design and relative simplistic execution of elements which comes with soft-touch materials, comfortable seats and an attractive, logical instrument panel in term of layout. Instrument dials are some of the simplest with black needles, black backgrounds and white lettering.

The front seats are sporty in design and more supportive than most in this class.

Mazda says it also improved the seats as well, with the rear seat gaining a larger seat-bottom cushion. The 13in steering wheel feels good. It tilts and telescopes for ideal adjustments. Forward view is better than most rivals and big mirrors offer a good view rearward.

Upmarket features include the pushbutton start and keyless entry. Small, thoughtful touches are for the benefit of more

occupant comfort and to some extent practicality. Notable among them are changes to the dashboard which now hosts a larger TFT screen featuring the company’s MZD Connect connectivity system and the Human Machine Interface (HMI) concept that includes a controller located near the gear shifter. The car’s narrow central console releases more knee room for the driver and front passenger. The base of the central console also houses the toggle switch for driving mode. Only two modes are available – normal [default] and sport. Among sensible upgrades is the handbrake that has now been replaced by a smaller electronic brake switch, allowing more space in the centre console.

Practical features are generous and there’s very little to complain about really. The rear hatch opens wide to reveal typical for the class lift over height which means it is quite low and mostly uninterrupted.

Single-pull releases for the 40:20:40 splitfold rear seat which helps in increasing the cargo bay. There’s also more cabin storage thanks to larger door pockets and a bigger console bin. The rear seats fold nearly flat, but not completely. Cargo capacity is 34cft behind the rear seats, which expands to 65 c-ft with the rear seats folded forward.

Depending on market, the CX-5 is still

offered with a choice of two turbocharged four-cylinder engines displacing 2.0- and 2.5-litre and offering 155hp and 184hp respectively. Both are mated to 6-speed automatic transmission. Our tester was allwheel drive with larger engine and luxury trim.

The car’s suspension also uses lightweight construction including a front strut and a multi-link rear format along with an assortment of design changes. In terms of safety the CX-5 does very well. The US Insurance Institute for Highway Safety (IIHS) has given it the highest ratings for frontal offset and side impact crash tests, for roof strength, and for rear crash protection—as well as in the new, more stringent small-overlap frontal test. The IIHS also designated the CX-5 a “Top Safety Pick+” on the merits of those top-notch scores, and it should repeat in the 2015 calendar year since its forwardcollision system is rated as Advanced by the IIHS. The car also gets antilock brakes, stability and traction control, front side airbags and side curtain airbags.

Driving impressions One of the nice things noted in this car is that its longer wheelbase [compared to rivals] has helped improved ride quality and high-speed stability. During our time

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with the tester, we drove this 2.5-litre turbocharged car initially in normal mode and found acceleration smooth and acceptable. However, in this mode, while there is barely perceptible turbo lag, the low end torque from the turbocharged engine does feel restricted and with reason too. The car’s Skyactiv bundle of technologies has been designed to work together along with electronic engine mapping and throttle management to offer lean performance. On straight stretches of roads it is OK and unlike older days one would have hardly noticed that we were driving a four-cylinder car. The laid back performance and its weakness in normal mode is evident on climbs or when driving through winding neighborhood roads at slower speeds. To extract better and more enthusiastic performance there’s this magic switch which when engaged virtually wakes up the car. When Sport mode is chosen, the immediate gratification is extra torque availability, spirited response to the tap on the accelerator pedal, longer holding gears and much better performance over all.

While some SUV rivals have move up to 7- or 8-speed transmission set-ups, the CX-5 isn’t actually at a disadvantage in the sense as it has been designed to offer dial-in performance. In fact, the all-new

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six-speed automatic transmission now plays a major role in making the most of the new engine’s smooth, willing character. It launches with little slip, which makes a shift about as quickly as a dualclutch unit. There’s a manual gate for the shifter, with quick response. The only niggle out here we would observe is that under full throttle, even using Tiptronic, the electronics forces the driver to the avail the lowest possible gear available at that speed. Otherwise, simply put, this transmission does everything right, downshifting right away, In general, the car’s cabin is now much quieter and it seems that Mazda engineers have been able to deliver the promised 10 per cent sound-intrusion reduction by introducing effective noise, vibration and harshness (NVH) measures. Meanwhile, CX-5’s coefficient of drag is a slippery Cd of 0.33 which also contributes besides the new external mirrors also help divert noisy airflow. All together, they make the CX-5 quieter, while thicker door glass also benefits NVH. The car’s suspension according to Mazda has been revised to offer a compliant, but firmer ride. We have no issues with that since it being slightly stiffer controls any roll tendency and also absorbs with great efficiency road imperfections even

before they reach the driver. Electric power steering feedback is also spot-on for this category of vehicle and by far among the best in the class. There are no hidden surprises when diving out of corners or between transitions as typical in some other taller vehicles. The overall impression we get that this is still among one of the best-driving crossovers in its segment. Everything feels just right here, from its flat cornering to its direct steering, to its responsive brakes and handling.

Verdict There are a lot of good choices in the crossover class. The Honda CR-V has lots of space, a high-quality interior and a likable, easygoing driving character. But it’s not as athletic as the CX-5. The new Ford Escape has an improved as well as the powerful, turbocharged engine. The Toyota RAV4 boasts a roomy cabin and is especially comfortable on the highway.

For those interested in a small crossover SUV that can handle the occasional offroad excursion, there’s the Jeep Cherokee and Subaru Forester. While each of these competitors has certain advantages, the 2016 Mazda CX-5 is one of the best all-around vehicles in this segment and deserves strong consideration.

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2015 Hyundai Veloster Turbo

Hyundai now offers its Veloster with a turbocharged unit in the region. The model has also been refreshed for the current year with interesting feature upgrades. Automan has the story Author: Chandan B Mallik | Photography: Elvis John Ferrao

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yundai Motor created quite a buzz in automotive circles when it introduced the unusual format in a hatchback design with the Veloster in 2012. It was an all-new addition to line-up aimed at the young generation of drivers and also a replacement of the void created after the Tiburon coupe was retired. As a ground up designed new car, it was naturally among the first wave of new vehicles from the South Korean automajor to feature the brand’s now familiar “Fluidic Sculpture” design language that focuses on character lines, muscular wheel arches and detailing like colour-coded door handles and mirrors, and wraparound headlamps and taillamps.

The Veloster’s design inspiration is said to have come from sports motorcycles.

For its time, it did have features which were not usually found in cars in the segment like blacked out A-pillars and aggressive front end with Hyundai’s then signature hexagonal front grille, bonnet scoop detailing, and signature LED position lights. The car’s muscular shape is loaded with lumps, scoops and scallops! And depending on trim sold packages offered chrome grille surround, piano black highlights, fog lights, and a massive panoramic sunroof. Equally dynamic was the car’s rear end design which was characterized by its distinctive glass hatch and centrally placed chrome exhaust tips. The car was introduced with a normally-aspirated 1.6-litre fourcylinder engine that produced around 60

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138hp. And in order to give the engine its best possible transmission in terms of efficiency, it was engineered with direct injection systems for fuel delivery.

Hyundai’s commitment in making the Gamma engine extremely fuel efficient and popular was done by pairing it with a standard six-speed manual transmission or an all-new, in-house developed six-speed dual-clutch transmission [DCT]. In terms of performance and handling, it coped reasonably well with the demands of the driver, but given its sporty looks, many drivers in the region felt it was not exactly a fun car but more of an average hatch or a slightly underpowered city car.

And considering the fact that the Veloster’s popularity around the world has soared especially in tough markets like the US, Hyundai kept the consumer interest in the car high by introducing variants and new powertrain options. In Korea last year, Hyundai even presented a mid-ship concept as a future possibility. At the 2012 North American International Auto Show (NAIAS) in Detroit, Hyundai America introduced the refreshed Veloster with charging a part of its world debut.

The Middle East now gets the turbocharged version and attempts to promote the car as its entry level sports model sitting under the Genesis Coupe Veloster Turbo distinguishes itself from the naturally-aspirated Veloster with a huge front black grille that looks to be all air intake, as well as different fog lights, LED accents around the headlamps and

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side mirrors with integrated turn signals.

The front and rear bumpers are also different and so are the new 17in wheels.

The rear of the car is where most of the action is -- two large, flush-fit large diameter exhaust tips poke out from the centre of a faux underbelly diffuser.

Inside the cabin, the cosy wraparound layout is familiar, but there’s some extra detailing which helps in differentiating between the normally aspirated and forced fed models. The leather seats come with grey or blue accents and an embroidered “Turbo” logo. Pushbutton start and 450W stereo system is thrown in as standard. In terms of accommodation, the Veloster seats four. Interior details include nice support at the right thigh, good feel with the three-spoke leather steering wheel, pleasing uncluttered gauges, and digital information that’s easily accessed. There’s a blind spot at the C-pillar over the driver’s shoulder, and the horizontal structural support in the fastback glass liftgate restricts visibility, but it still offers better views than most other coupes. Fit, finish of trims and touch points is very impressive. In terms of connectivity, the usual Hyundai benchmarked features are there.

As part of the upgrade programe, all

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Velosters gain a rearview camera, driver’s blind-spot mirror and daytime running lights as standard equipment. Turbo models add standard Torque Vectoring Control, along with Active Sound Design in-cabin powertrain sound enhancement.

Automatic temperature control is newly standard in the Turbo. As far as the powertrain goes, there’s no change in displacement or number of cylinders or its fuel deliver system of the Gamma Series engine. The Gamma engine is a fairly modern engine which uses aluminium block, Dual Continuously Variable Valve Timing, an electronic throttle control, a

The Veloster turbo ups the ante considerably in the segment with its turbocharged, higher output engine, bigger brakes and tyres roller timing chain, variable induction and innovative anti-friction coatings.

The key difference is that it now gets twin scroll turbocharging and Hyundai has programmed the electronics so that has different outputs depending on the

market. In Middle East version, the engine outputs 201hp at 6,000 rpm and 265Nm of torque available between 1,750-4,500 rpm.

Transmission remains unchanged which means it will continue with the six-speed DCT automatic with Tiptronic function.

Hyundai’s EcoShift DCT is calibrated with low fuel consumption in mind.

In addition, the EcoShift DCT enables direct connection for high efficiency and uninterrupted torque transfer during manual shifts.

The car employs an unusual rear suspension set-up: it uses a V-beam torsion axle with an integrated stabilizer bar.

Safety equipment on all models includes six airbags (frontal, front side impact, curtains), stability control with traction control, ABS, and tyre-pressure monitor.

Driving impressions While there’s a modest gain in weight due to the added hardware [twin scroll turbochargers for instance], enabling the car’s game changing performance should be the extra 63hp and extra torque. The initial feel is that the Veloster Turbo has its dull attitude removed. Now with the remapping and availability of generous torque at lower rev bands, the car definitely feels more lively and

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responsive. As the torque band opens up progressively, the throttle response is stronger and more accessible to the driver across a wider range. Considering the fact that Hyundai is wanting to promote this car into a different league, our niggle at this juncture relates to the overall packaging and what we are essentially saying the performance enhancements should have been complemented with better exhaust acoustic management, which is possible even in four-cylinder hot hatches these days – ask Mercedes, Volkswagen, MINI or Audi! The car is no doubt comfortable to drive around and we also wished that the EPS system that it currently employed offered more direct feedback. We are aware that for the turbo version Hyundai did speed up the steering ratio from 14.2:1 to 13.9. The quicker ratio allows the driver to take faster corners with a bit of extra confidence with some support from the soft suspension but overall feel isn’t sporty enough. The car’s DCT transmission doesn’t appear to be

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rev matched and hence doesn’t feel as sharp as Volkswagen’s DSG for instance.

Instead, in this Hyundai, gearshfts are too smooth and thereby such a move steals the sporty feeling from the car as it feels like a pure automatic. In general the transmission will shift at higher revs and hold gears nicely through the corners. We were disappointed that the Turbo’s sport mode did not modify other elements of the car, such as steering feel or suspension characteristics [stiff/soft] or offer downshift blips.

Much of the front wheel drive Veloster was designed and developed in the US. The car’s rear suspension that gives Veloster an excellent all-around ride that’s dialed-in but still comfortable. After experiencing the turbo Veloster, we can now understand where Hyundai was feeling restricted in its efforts to push the handling boundary envelope. It still falls in the mediocre dynamics category when it comes to handling. However, this core issue should be overcome in the coming

years as Hyundai is investing more into motorsports and lessons learnt from rally-derived machines will soon find their way into street machines. Until then, the Veloster turbo and other models make the best of the current situation. Meanwhile, braking power is improved, thanks to the slightly larger front discs [11.8in instead of 11.0in].

Verdict Hyundai is gradually moving its models up the ladder in terms of content and packaging. While it would like punters to consider that Veloster turbo as a sports car, we think it can qualify as an entry level hot hatch. But we are also sure in future more potent versions of the Veloster are being considered. The Veloster turbo will appeal to punters in the market looking for a standalone design car, an affordable fun car that’s smooth and efficient. Familiar Velster enthusiasts will especially welcome the turbo version’s extra oomph.

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2015 KTM RC200

The sub 250cc sports bike segment is emerging to be hot bed of rivalry amongst motorcycle players in Asia.

Among the new arrivals is the full-faired KTM RC 200.

Launched late last year, it is a sport bike in every sense of the word, finds Automan after checking out the bike in India Author: Faisal Khan

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hen KTM launched the Duke 200 in India, its design was considered as a ‘love it, loathe it’ affair. Although we loved it, not everyone liked the edgy and unfamiliar design. With the arrival of the RC 200 with a full faired design, we think it will appeal to even the harshest of critic of the Duke 200. The new addition to the range looks absolutely wicked with that exposed frame behind the fairing and the twin projector headlamps at the front. The sharp front-end has the parking lamps [which double up as daytime running lamps] below the twin projectors while the panels are sharp and edgy for a sporty look. Turn indicators are neatly placed on the front mirror stalks while the orange coloured wheels and frame instantly draw attention.

Then comes the split seat set-up with the rear seat finished like a cowl does come across as extremely sporty, giving the bike a single-seater look while the grab rails aren’t placed conventionally like seen on most other bikes. The rear is sharp with an LED tail lamp and the whole design is smooth flowing yet with a dose of KTM attitude. The RC 200 gets a black colour scheme with prominent branding on the fairing. The RC moniker is placed lower down on the panel which covers the exhaust. The tyre hugger and saree guard [a feature common on bikes sold in India] usually spoil the visual appeal but is considered as a safety feature for the pillion rider. For this report, Bajaj Auto, the manufacturers of the RC 200had them removed temporarily.

A lot of common features are also evident, prominent among them is the usage of the instrument cluster and switchgear features from other members of the Duke family [200, 390]. The all digital console has a plethora of data and there is nothing different on it. So you get a speedometer in the centre, tachometer on the top and 66

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tell-tale lamps on the top and right, the buttons are placed on the left and are a bit hard to operate. The console’s multiinformation display keeps you updated with things like distance to empty, average speed, distance to service, average riding time, etc. There are twin trip meters, side stand indicator [and engine shut off if you engage gear with the side stand down], programmable shift light and the usual fuel and temperature meter. Switchgear quality is top notch with the buttons being backlit.

Committed but not like a super sport, that’s how one can best describe the ergonomics of the KTM RC 200. While we all know the ergos are suited to riding fast and scraping knees on corners, the key question is, can you ride long on this machine. The answer is in the negative because the RC 200 tires you out as the riding position is committed and that takes a toll on your wrists. The super soft pillion seat does make the RC

The KTM RC 200 is essentially the full faired version of the Duke 200.

The latter was launched in markets like India in 2012, while the RC 200 went on sale in the country in September 2014. better than the Duke in terms of pillion comfort but then the person is almost sitting on the first floor like the Yamaha R15. The rider’s seat is hard though which means long hours on the saddle won’t be welcomed by your butt. There are underseat recesses to hold onto and a grab rail on the right side. The pillion seat isn’t the easiest to open and it’s only usable enough to keep bike documents safe.

Being the clothed sibling of the Duke 200,

the RC 200 draws power from the same 199.5cc, single-cylinder mill which to our disappointment hasn’t been tinkered with.

Thus it produces the same 25hp and 19.2Nm of torque. Due to the accessorisation, this motorcycle is heavier by 8kg. The extra weight makes negligible difference in performance and thus the RC 200 moves with the same zest as the Duke 200. Sadly KTM hasn’t altered the gearing so the bike revs very fast and is unwelcomingly greeted by the rev limiter at 10,500rpm, quite abruptly.

Compared to the Duke 200, the RC 200 does sound a bit more refined but that’s largely because of the fairing which does a better job in isolating engine noise. The exhaust note is similar too so it won’t really excite you but the refinement levels are better than its bigger sibling, the latter sounding rough in comparison. While the 390 twins are tall-geared, the 200 twins are shorted geared [you can ride in higher gears at low speeds with ease], making this KTM truly at home in the city. One can simply have fun while riding in town because the motor is fast revving and thus ambling around town is no issue, the bike doesn’t heat much. 0-100 km/hr takes 9.31secs as per our VBOX tests while top speed is 137km/hr.

Riding impressions The first impressions on this machine suggests that the RC 200 is more fun in the city than the highway because out on the open road, you reach the top speed very quickly and the rev limit kicks in so abruptly that it spoils the ride further. You can’t even hold the top speed for long because keeping throttle open makes the limiter kick in abruptly, pushing you back from 137 km/hr to 135 km/hr and the process keeps repeating till you decide to keep the bike under 130 km/hr, where the motor doesn’t feel stressed at all as peak power

comes in at 10,000 RPM. The 200cc powerplant does have more pep to do higher speeds but the short gearing robs away that.

The KTM RC 200 in truth isn’t a city or highway machine, but it seems to like the track. It’s a bike for those who want to become the Rossi of their respective neighbourhoods.

To further improve handling over the Duke 200, the RC 200 gets MOTO3 ergonomics, it has a changed geometry with a sharper rake, front-end centric weight, clip-on bars, stiffer chassis, reduced front suspension travel and shorter wheelbase. All this enables in super sharp and precise dynamics, the RC 200 turns in very quickly and before you know it, you are scrapping your knee down with little effort. The India-made MRF tyres offer good grip but in front of the Metzelers, they lack in inspiring the level of confidence you would expect for a track bred machine. Being short geared, the RC 200 offers good enough grunt to power out of corners quickly and you don’t have to wait for the motor to get going, like in the mad 390. 100 km/ hr comes up in fourth and if the bike was a bit taller geared, we think it could do the ton in sub nine seconds. The frantic nature of the motor keeps you aware and makes you shift the smooth shifting 6-speed gearbox early so as to not get bogged down by the limiter which comes in like a wall.

The clutch is light too but the palm grips and levers don’t go well with a motorcycle which commands premium pricing. Fuel efficiency is good at 30 km/l in a mixed riding cycle of highway and city but with

the tank capacity now reduced by 1-litre, the range per tank is even worst than before.

While the KTM RC 200 excels in handling, it lacks on the ride quality front and it is stiffly set-up, resulting in a harsh ride quality on less than good roads. It simply will rattle you on bad roads and your arms and shoulders already take a toll due to the race inspired ergonomics. Other issue is of course the ground clearance, which in spite of being raised, is of little help when you have a healthy pillion on board. But still, if you ride solo and corner hard, the RC 200 will not scrape its underbelly on a levelled road, it will however do it if you are on a incline or decline and leaned in hard. Brakes offer good bite, better than the 390 and stopping power is good but with the Pulsar 200 SS set to get an ABS option, the lack of it on the RC 200 isn’t understandable.

Eds note: the graphics in this feature are meant to showcase the bike’s capabilities and were done by professionally trained riders in contolled conditions.

Automan doesn’t recommend riders to do so as it can be unsafe.

Verdict The KTM RC 200 has been much overshadowed by its bigger sibling, so much that no one really talks much about KTM’s entry-level faired bike. Sure the RC 200 isn’t as fast as the RC 390, but out in the real world, it’s a more practical bike, with better engine refinement, more usable power, no heating issues and most importantly a lower sticker price.

The KTM RC 200 is for those who want to have fun yet don’t care about being the fastest around.

It offers similar handling as the RC 390 at lesser money, yet it will make you grin wide at every corner.

2015 KTM RC 200 Specifications • • • • • • • • • •

Engine: 199.5cc, single-cylinder, liquid-cooled Power: 25.34 PS @ 10,000 RPM Torque: 19.2 Nm @ 8000 RPM Transmission: 6-speed 0 – 100 km/hr: 9.31 seconds Top Speed: 137 km/hr Fuel Consumption: 28-32 km/l Fuel Type: Petrol Frame: Steel Trellis Suspension: Upside Down Forks [Front], WP Monoshock

[Rear] • •

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Chevrolet FNR Concept

The Chevrolet FNR concept from General Motors may appear too extreme for production right now, but it does represent a possible solution as an electric car with independent mobility.

In fact, GM is among the few car makers that are trying to anticipate now how autonomous driving can impact car design in future too Author: Chandan B Mallik

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uite a few automakers are convinced that the future of motoring is autonomous and all-electric. As technology progresses within the industry, new engineering ideas are being promoted and presented periodically. At the same time while there’s a buzz about this futuristic application of technologies, design is also expected to play a fundamental role too. In this respect, General Motors did have something to convey at the Shanghai Auto Show where along with the reveal of the Cadillac CT6 Plug-in Hybrid, the unusual looking Chevrolet FNR Concept also made its debut.

Technically, the Chevrolet FNR is an autonomous electric car concept that has been developed in Shanghai by GM’s Pan Asia Technical Automotive Centre (PATAC) joint venture. The design theme of the FNR is said to be inspired by an insect and hence it looks like a “capsule” with the wheels pushed out to the corners and well away from the four-passenger cabin. “Dragonfly” dualswing doors allow most of the curvy and angular bodywork to peel away like discarded pieces of armour.

The car’s double-bubble cockpit is loaded with a range of intelligent technologies that are usually seen only

GM’s engineering, design and electrification teams drew on their past experience developing electric concept vehicles.

Their aim was to create a unique, intelligent vehicle for tomorrow’s younger consumers by utilizing innovative car networking technology. in science fiction movies. The car has newly developed crystal laser head and tail lamps, sensors and roof-mounted radar that can map out the environment to enable driverless operation. It’s

It seems General Motors is looking at the possibility of delivering a stylish look at a fully electric and autonomous automotive future called Chevy Intelligent Assistant and iris recognition start. The Chevrolet FNR can also serve as a “personal assistant” to map out the best route to the driver’s preferred destination. The switchover from manual to autonomous operation is accomplished using gesture controls and in self-driving mode, the vehicle’s front seats can swivel 180 degrees to face the rear seats, creating a more intimate setting. The driver can switch to manual mode through the gesture control feature.

The car’s powertrain is just as sci-fi as the styling. Chevy says the FNR uses a magnetic hub less in-wheel type electric motors and an automated wireless charging system. No performance figures were made available.

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Audi Prologue Concept

Making its debut at the 2015 Shanghai Show, the Audi Prologue allroad concept tries to establish the brand’s future design DNA that will be applied in future all-terrain models including hybrids Author: Chandan B Mallik

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irst introduced fifteen years ago, Audi’s allroad models sort of bridged the gap between sedans and virtually non-existent crossovers.

The German brand has utilised the name “allroad quattro” to signify semi-offroad ability on two of its mainstream model lines. Originally, the name “Audi allroad quattro” applied to a semi-off road version of the Audi A6 Avant [wagon] in 1999. Audi retitled subsequent generations, as released in 2006 and 2012, as “Audi A6 allroad quattro”.

The engineering recipe for the allroad cars was quite simple. Audi used a stock estate/stationwagon model with allwheel drive [Quattro] and raised its body to give it generous ground clearance to overcome most driving challenges on and off-road. This recipe has worked quite well for Audi over the years and now it 70

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wants to take the allroad experience to the next level.

So, what is to be expected? Like all allroad models, quattro, the latest evolution of the Prologue hybridized Concept features a raised body and when viewed from the side, the 5.13m car is characterized by a long front end, a roofline that quickly begins to drop again and at the rear sits on top of the extremely flat D-pillars.

The Shanghai show car set the stage for progressive elegance in every detail. The window capping strips include sensor surfaces for the door locks; the covers for the charging port and fuel tank are also electric. Detailing included aluminium accents the roof rails, the mirror housings, the area around the windows and both the front and rear of the car.

The front end of the car is very much

inspired by the e-tron and featured a flat and wide single frame grille complementing the wedge-shaped headlamps. The headlamps feature Matrix laser technology, which Audi claims to lead when it comes to application of this innovative lighting technology. The light is broken down in to countless tiny pixels, and the possibilities for distributing this light are virtually boundless. LED light guides sketch a new e-tron light signature at the upper and outer edges of the air inlets, which are bisected by the bumper blade.

The rear of the car is strongly drawn-in laterally and gets a narrow strip of lights connects the LED rear lamps as sign-off.

The interior design merges groundbreaking new display technologies along with the latest in operating concepts. Across its full width, the front

of the instrument panel is designed to be a display surface which integrates three touch displays. The front passenger can configure infotainment options using a widescreen display fully integrated into the instrument panel. He can swipe to send these to the right driver display or to the Audi virtual cockpit future behind the steering wheel. The central console tunnel houses an additional driver display for climate control system, infotainment and text input. Featuring innovative OLED technology with an extremely thin, flexible film, it displays brilliant, high-contrast images. Interestingly, rear passengers sit in individual seats.

The hybrid uses a 4.0-litre TFSI V8 engine and electric motor integrated into the eight-speed tiptronic gearbox. Combined, they produce 734hp of power and 900 Nm of torque enabling the car to sprint from 0 to 100 km/h in 3.5secs. Meanwhile, the lithium-ion battery mounted in the rear of the car has a capacity of 14.1 kWh for a purely electric range of 54km.

With its AWC (Audi wireless charging) technology which the brand is developing for series production, the Audi prologue allroad can also be charged inductively.

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Citroën Aircross concept

With its bold and innovative futuristic designs, French automajor Citroën’s Aircross concept points the way to a new family of crossovers for the brand.

Author: Chandan B Mallik 72

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itroën is once again demonstrating that its engineering flexibility can be equally paired with contemporary design. At this point, Citroën’s core business agenda is being built on its current line-up of models and standalone premium subbrand DS. At the recently concluded 2015 Shanghai Auto Show, Citroen debuted the Cactus-based Aircross concept.

The Aircross SUV concept presented in Shanghai gives an indication of the future [and bit radical if one may observe] design language that is expected to be adopted in one form or another on every Citroën model produced by 2020. In this case, one could say it is a new interpretation of the hatchback with ultra-modern looks and

cutting edge features in a SUV format.

The detailing and engineering in the Aircross concept suggests that it is production ready, subject to the project getting approval from top management.

It is built on the existing EMP2 scalable platform, which underpins all of PSA Peugeot Citroën’s mid to large offerings.

The Aircross concept car showcased was 4.58m long, 2.1m wide and 1.8m tall. In current terms, it means it’s very close to the dimensions of the Land Rover Discovery Sport in all dimensions except in width.

Although based on the Cactus concept, it is quite interesting to see how design elements from the former have been metamorphosed in the latter. Familiar

Although, Citroën plans to sell the Aircross SUV globally, as part of an aggressive marketing strategy, the automaker will push this new SUV into strong SUV markets in Asia also design cues of the brand are the two-tier light structure and chevron design up front, while the floating roof bars have been borrowed from the C4 Cactus.

Citroen has also developed a fresh take on the unique honeycomb-style Airbump design from the Cactus for a more rugged SUV application. Here the Cactus’ Airbumps have morphed into something called ‘Alloy Bumps,’ which are essentially honeycomb aluminum castings surrounded by durable rubber. The car also wears ‘Air Signs’ — chrome window surrounds, more or less — and ‘Air

Curtains,’ which enhance aerodynamics and engine air intake.

Designers claim that the high waistline puts emphasis on the car’s exaggerated proportions, while the wraparound cockpit and gradually sloping roofline add a sportier edge. In the concept, access was through the wide opening created by the rear-hinged door arrangements. The four-seat layout is definitely inspired by furniture design and the cabin has been designed to encourage communication between passengers, as each seat features its own microphone and speaker.

Dual 12in HD screens continue to highlight the cockpit, one of which can actually be removed and passed from passenger to passenger.

Citroen is keen to project the car as tech-savvy model and hence the Aircross has been set-up as a plug-in hybrid.

The engine is placed up front and electric motors are rear-mounted. The turbocharged 1.6-litre petrol produces 218hp and is paired to a 95hp rearmounted electric motor. This enables the possibility of a 50km range of all-electric driving. Combined output is 313hp and 351lbs-ft of torque, which results in a 0 to 96km/h time of 4.5secs and an eyeopening fuel economy rating of 138.2 mpg.

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BMW 3.0 CLS Hommage

At the exclusive Concorso d’Eleganza Villa d’Este show in Italy last month, BMW took the wraps off a new concept car called the 3.0 CSL Hommage. BMW says it’s the spiritual successor and also a design tribute to the iconic 3.0 CSL from the seventies Author: Chandan B Mallik

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oncorso d’Eleganza Villa d’Este is an annual event that is held in Italy. It is by far among one of the most prestigious and exclusive private automotive events of its kind where it attracts an interesting array of cars that stand out not by its size but by its quality.

This year’s 50-car presentation was more diverse than ever before with an ever impressive array of machines. Alongside striking show cars like the Pegaso Cupula and the six-wheeled Panther Six, the Concorso d’Eleganza also boasts a tradition of old by inviting brand new show cars. This year was no exception as a couple of world debuts took place at Villa d’Este. Among notables were the BMW 3.0 CLS Hommage and the Zagato styled and built Maserati Mostro.

The BMW 3.0 CSL Hommage is BMW Design Team’s tribute to the 3.0 CSL BMW Coupé, a timeless classic and considered iconic by many from the 74

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1970s. “CSL” stands for “Coupé Sport Leichtbau” (coupé, sport, lightweight) and these ideas are reflected in the way the car has been fabricated using a mix of lightweight materials and composites – an area which BMW has given a lot of evidence of its expertise in series production of CFRP structural parts for cars like the BMW M and BMW i.

Boasting one of the broadest and lowest front ends of any vehicle in the BMW Group, the BMW 3.0 CSL Hommage’s front end gets the characteristic BMW kidney grille stands tall in citation of the more upright styling of the kidney grille of yesteryear. The characteristic four-eyed face uses laser light and LED technology. A stylised “X” inside the lights divides the lighting functions. A large carbon-fibre front splitter reduces the gap between road and front end and, in combination with the kidney grille, offers a modern interpretation of

the earlier car’s highly distinctive shark nose. Two circular openings and a series of elongated slots pay tribute to other elements featured in the earlier car, but offer a new interpretation for the 21st century.

A character detail of the BMW 3.0 CSL Hommage is in the way the roofline has been designed. It has been consciously subdivided into three sections and the line recalls the distinctive upper section of the BMW 3.0 CS - one of the first coupés to feature a roof that did not flow into the tail.

In its construction, the concept also follows the weight saving tradition and hence uses aluminium in its bonnet, boot and wings. Plexiglas is used for its windscreen. Rest of the car is composed of carbon-fibre-reinforced plastic.

The Hommage’s flanks are one of its strongest design talking points, with the clean, simple design proving one of the

clearest connections with the 3.0 CSL that inspired it. The use of dark materials on the flanks is designed to have the effect of visually lowering the car, while the BMW badge and shape of the window line also have been plucked from the classic car and thrust into the 21st century.

There’s also evidence of some practical aeroprofiling in this car. Its elongated body is set off by distinctive air deflectors and prominent spoilers to the roof and rear. Aerodynamic elements have been incorporated in enabling air to flow optimally along the sides of the vehicle.

The front air deflector serves to vent the engine compartment, while wings over the rear wheels ensure optimum airflow around the vehicle. Small rearview cameras serve to further reduce aerodynamic drag. The large rear spoiler increases downforce on the driven rear axle and in so doing improves power transmission. The air curtain and air breather systems are used for ventilation of the wheel housings. The show car was presented in original colour of its spiritual predecessor - Golf Yellow. A particular detail of the BMW 3.0 CSL Hommage is the roofline. Consciously subdivided into three, the line recalls the distinctive upper section of the BMW 3.0 CS - one of the first coupés to feature a roof

that did not flow into the tail. The black 21in alloy wheels in finished in matt. Air control blades in the interstices of the wheel rims, meanwhile, serve to further optimise aerodynamics.

Pared down to a minimum, the interior of the BMW 3.0 CSL Hommage puts its lightweight design on show and renders its racing character elegantly tangible.

All interior elements are there out of absolute neccesity. In the all-CFRP interior, the only wood-like presence is the “instrument panel” - a crossmember and purely structural element.

Infotainment is equally minimalist in concept: a central display on the steering column informs the driver of the current gear, speed, revs and shift point.

Other racing features include bucket seats, six-point safety harness, two switches on the centre console for the emergency shut-off and the mandatory fire extinguisher. There’s dedicated space for two helmets integrated into the transmission tunnel. These are held in place by a belt when not in use. In the place of a rear seat bench, there are only covers for the eBoost energy accumulators. No details of the powertrain were revealed except for the fact it will use a six-cylinder in-line engine with eBoost technology.

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2015 Monaco Grand Prix

Lewis Hamilton wouldn’t like to remember this particular race which started off great and ended in a disaster of sorts through no fault of his.

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reshened with his new three-year deal with Mercedes-AMG Petronas and firing on all cylinders, Hamilton was in no mood to let anything, including any mishaps by teammate Nico Rosberg to stand in the way of his best qualifying effort at Monaco. Hamilton’s superb qualifying performance saw that he was rewarded with his first pole position at Monaco.

So as experts say, the results of Sunday’s race at Monaco are usually sealed on Saturday afternoon.

But, it was an anticlimax this year. Rosberg did make a mistake but this time it was behind Hamilton, which meant he stuffed-up the qualifying attempts of rival drivers like Sebastian Vettel. So Rosberg starts second, 0.342 behind Hamilton but 0.449 ahead of Vettel in the Ferrari.

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his engineers left him in the wrong engine setting for his final hot lap, so by the very first corner he’d lost the time he would have needed to get higher than fourth on the grid. The second Infiniti Red Bull car of Daniil Kvyat slots in behind him, ahead of the second Ferrari of Kimi “Not A Very Happy Day” Räikkönen, who just can’t get it going lately.

Sergio Perez did for the Sahara Force India what the car can’t do on its own, which is grab a top-ten qualifying spot. Toro Rosso rookie Carlos Sainz had qualified eighth but missed a call to the weigh bridge, so he’s been slapped into the pit lane. Pastor Maldonado in the Lotus inherits his eighth place, ahead of rookie Max Verstappen in the second Toro Rosso, and Jenson Button in the McLaren. Button only got up there because of two penalties: for Sainz, and Romain Grosjean who

had qualified 11th but took a penalty for a gearbox change.

Want to know how hard it is to do better on race day than in qualifying at Monaco? Even the never-say-die Fernando Alonso said, “Monte Carlo is a train of cars on Sunday, the race finishes on Saturday afternoon.” Well obviously, he didn’t take Max Verstappen’s seek-and-destroy tactics into account.

The young Dutchman had made passing look like a real option in Monaco, getting past Maldonado at St. Devote on Lap 7 after a bit of argybargy on Lap 6, then taking advantage of blue flags to slink past teammate Carlos Sainz and Williams driver Valtteri Bottas while hiding in Sebastian Vettel’s slipstream.

He tried the same move on Romain Grosjean on Lap 65, but Grosjean locked him out.

Verstappen lined up the Lotus driver over the following laps, then looked like he slipped

to the inside at St. Devote in attempt to make a pass, but Grosjean braked earlier than usual and Verstappen’s left front hit Grosjean’s right rear.

Verstappen lost his left front wheel and went straight into the barriers at high speed, but was all right. The barrier and the car, however, weren’t.

That brought out the safety car on Lap 68, and that changed the entire race.

Lewis Hamilton had been leading the race comfortably until then, enjoying a 21-second lead on teammate Rosberg in second and rival Vettel in third. A bunch of team miscommunication and overthinking led to Mercedes believing Vettel might come in and pit for super soft tires, so Mercedes brought Hamilton in for a new set, thinking he had time for the stop... until he came out of the pits behind Rosberg and Vettel, neither of whom pitted.

When racing resumed on Lap

71 of 78, there was no way Hamilton was going to get around Vettel and Rosberg, even with fresh tires. He radioed his team to say, “I’ve lost this race, haven’t I?” No one wanted to admit it, but the answer was yes.

After owning the day and managing brake overheating issues early in the race, the same kind of strategy mistake that Mercedes made with Rosberg in Malaysia this time bit Hamilton, and the Brit had to settle for third. It’s a terrible way to lose a race, and Hamilton was expectedly downbeat on the podium, but unexpectedly gracious in defeat, congratulating Rosberg and Vettel and refusing to blame the team, saying, “We win and lose together.”

It was Rosberg’s third win in a row in Monaco, a feat not achieved since Ayrton Senna did it more than 20 years ago. For Vettel, it was the third time that he has started third on the grid in the principality and finished second on the podium.

Fourth, fifth, and sixth places also got switched up after the Safety Car left the track. Kvyat, Räikkönen, and Ricciardo were in those spots, but Ricciardo had pitted for new tires during the slow-down. Attacking Räikkönen as soon as racing resumed, the Aussie slipped his left front wheel under Räikkönen’s rear right at Mirabeau, and when

Räikkönen turned in he got punted off the racing line and then passed.

He complained to his team, but the stewards decided to take no action. The team ordered Kvyat to let Ricciardo through to attack the front three, but when they realized that wasn’t possible Ricciardo gave the position back. The order of those three spots at the flag was Kyvat, Ricciardo, and Räikkönen.

Perez and Button finished seventh and eighth, the two of them together in that order since at least Lap 31.

Force India will be happy for the result, and Monaco gave McLaren its first points for the season, ending a drought that has already made 2015 the worst opening to a campaign since the original McLaren outfit was formed in 1966. Sauber driver Felipe Nasr and Toro Rosso driver Sainz took the last two points-paying positions, after a race where they were either trying to defend or heed blue flags.

Rosberg’s win cuts Hamilton’s lead at the head of the Driver’s Championship standings to ten points, 126 to 116. Vettel isn’t far away with 98 points. Mercedes isn’t hurt by throwing away three points, with 242 points at the lead of the Constructor’s Championship, ahead of Ferrari with 158 points and Williams with 81 points.

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2015 MotoGP

Jorge Lorenzo is confident that he can win a third MotoGP crown after closing the gap to team-mate Valentino Rossi following third win in a row, at Mugello, Italy

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ovistar Yamaha’s Jorge Lorenzo is in great form and this makes him believe it could be his year to clinch his third MotoGP crown.

This confidence comes after Lorenzo made a hattrick with his latest dominant victory at Mugello.

Lorenzo has closed the deficit to team-mate Valentino Rossi at the summit of the championship to six points after the first six rounds and is now heading into his home race at Catalunya in two weeks’ time.

The two-time premier class champion is back to his brilliant best on the factory M1 and currently looks unstoppable after completing a faultless treble to pocket a maximum 75 points from the last three races to boost his confidence of winning the world title in 2015.

“I thought on Saturday that this can be our year but it is still very soon to say that we are going to win or keep this level, because the championship is very long still,” said Lorenzo.

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“For sure the other riders are going to improve and they are going to come, but five victories of six [for Yamaha] means something and our bike is working very well.

“Here, the Ducati seems very strong and after the warmup Andrea [Iannone] seems very strong, but today at two o’clock it was not the same.

Something changed on the track and it was impossible to be in 1’47.5 and we had to go 1’47 high and lucky for me the other ones were in 1’48,” he added.

“That was my lap today and I was able to leave [them] behind more easy than I expected and in some laps [open] even six, seven tenths, so when this happens you know inside yourself it is your day and you have to take profit of the opportunity.”

Lorenzo took the lead on the opening lap and seized his chance to put Andrea Dovizioso between himself and Andrea Iannone, who Lorenzo expected to be his chief threat in the race.

“The start was not so good and I lose my position with

[Andrea] Dovizioso, but in the first corner I could open the line a lot to make a very high corner speed and I overtook Andrea on the outside,” he said.

“I knew that probably Iannone was stronger today than Dovizioso after warmup so it was my chance to pass Dovizioso and put him between me and Iannone.

“I overtook him before the first Arrabbiata and I tried like crazy to pull this gap.”

Dovizioso, having done his best to stay with Lorenzo during he early stages, explained: “Today, like the last race, the race before - it is really, really difficult to fight with Lorenzo because he is strong in every area when he is riding like this.

“He can be fast in the first lap, but the main point is his consistency. I mean his fastest lap wasn’t amazing, but he is able to keep [the lap time] - it looks from the outside - in an easy way. And that is the difference.

“Because in the first few laps the lap time was very similar

between me, Marc and Jorge.

But we couldn’t continue with that rhythm.”

Lorenzo has dramatically reduced Rossi’s lead – who finished on the podium in third behind Iannone – to six points ahead of his home race, but he has vowed to stay grounded despite his magnificent run of form.

“Valentino is making an unbelievable season and is always on the podium and luckily for me today Iannone stayed in front of him so it was four points more,” said Lorenzo.

“It is difficult to recover to Valentino even though I have won three in a row but it is much better to be six points behind than 29, so we make a great job these races to recover these points.

“But anything can happen at Montmelo and I can lose points, I can finish behind Valentino, the Ducatis or Marquez, so I have to keep the feet on the ground, keep working, Yamaha will keep working and this could be our year, so we have to take profit.”

Aprilia debuts seamless gearbox

Lorenzo’s form cause of Rossi’s woes

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alentino Rossi says his team-mate Jorge Lorenzo’s current form is ‘bad news’ for his championship prospects after the Spaniard clinched his third victory in a row this season at Mugello. Lorenzo dominated the Italian Grand Prix to win from Andrea Iannone, with Rossi finishing on the podium in third as his title advantage was cut to six points ahead of round seven, which takes place at Lorenzo’s home circuit at Catalunya.

Rossi managed to haul himself onto the rostrum after struggling in qualifying, starting the race from row three in eighth place, but the nine-time world champion is only too aware that he will need to find something extra to halt Lorenzo’s sensational run of form.

“To arrive on the podium is not so bad, we want to try better to fight with Jorge but today it was impossible,” Rossi said.

“The good thing is that our bike works very well. In the first half of the season I was stronger, but now Jorge has come back with an incredible pace and he is the only one that can arrive at the maximum of the bike and take all the potential from the bike. “He recovered on me a lot of points with these three victories and now we are quite close,” he added. “It’s also true that the race of today is very bad for [Marc] Marquez and the other rides closer in the championship because the two Yamahas have more gap. “This is good news for me, but at the same time it is bad news the shape of Jorge because he is very fast, so to try to fight with him we have to be faster and more competitive.”

Rossi was unable to find the pace he

needed in qualifying to earn a higher position on the front two rows of the grid and he lost ground at the beginning of the race, dropping back to 11th after losing confidence in the front in the early laps.

“In reality during the weekend I wasn’t strong enough, I wasn’t fast enough in the practice. We were struggling and we tried to change but unfortunately except some good laps I was never at the top about the pace and it was difficult,” he said.

“For the race we tried to change something with the bike, especially in the weak point with the change of direction, but it doesn’t work – especially at the beginning because I had a big struggle with the new tyre and the full tank.

“I was very, very behind and I don’t know the position because the start was not fantastic, so I tried to keep concentrating and ride at the maximum without risking too much because the front doesn’t give me a very good feeling,” Rossi added.

“Lap by lap [it was] coming a bit better and when I saw the second group behind Jorge, I thought today was not possible to arrive on the podium. But after, I saw that the front group had some issue because the condition was difficult today and everybody was having trouble I think with the front. “I tried to recover and when I arrived I overtook Dovi and Pedrosa.

I wanted to try to beat Andrea and especially to try and not arrive on the last lap with Pedrosa because in the last corner and in the straight he was a lot stronger than me. But I understand my potential was not enough and to stay on the podium here in Mugello is always great.”

Aprilia’s seamless-shift gearbox made its MotoGP race debut in the factory’s home Italian round at Mugello last month. The gearbox - seamless for both upshifts and downshifts - was declared a ‘complete success’ when handed to the race team for the post-Jerez test, earlier this month .

Alvaro Bautista even described it as ‘not far’ from the standard-setting Honda gearbox he raced with during the previous two seasons. “Mugello... is a particularly important occasion because right here on the Tuscan track our seamless gear shift system will make its debut, available for both our riders,” declared Aprilia Racing manager Romano Albesiano.

“The positive feedback Bautista provided after the tests at Jerez immediately following the Spanish Grand Prix convinced us to speed up development on this solution in order to have it ready to race as soon as possible.”

The seamless gearbox is the latest upgrade for the RS-GP, based on last year’s Open class ART bike. An all-new design is being prepared for 2016, the date originally planned for Aprilia’s factory return.

But the new gearbox will not be the only development for Mugello. “As important as the new transmission is, in any case it will not be the only new feature,” Albesiano continued. “We have prepared various changes in terms of aerodynamics and chassis as well with respect to the bike that started off the season. All of this is part of our path of improvement which we hope to successfully move forward at Mugello.”

Bautista has claimed the final point in three of the five races this season.

“At Mugello we’ll be taking a lot of technical changes onto the track, beginning with the seamless gearbox that I tested at Jerez with good results, so we are very motivated as we approach this round,” said the Spaniard. “We’ll also have some other upgrades available in various areas of the bike, so I’m confident that we’ll be able to take a big step forward.

“Our main goal is still bike development, although I won’t hide the fact that achieving a good result in Aprilia’s home Grand Prix would be nice.”

Melandri, yet to score a point this season, did not try the gearbox at Jerez and, having previously departed MotoGP for WSBK at the end of 2010 (before seamless gearboxes were introduced) will be making his debut on the technology.

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Colour my response The other day I was glancing through some pages when I realised that my mind was sending me warnings. There’s something not quite right on the page and no amount of reading under, over or between the lines seemed to bring out the problem. It was then that I realised that the issue was with the photographs. All beautifully taken as is usual with us. But the car was in white. And the car was a Veloster. The combination was something that my mind wasn’t ready to accept as a valid proposition.

Between Oman’s traditional love affair with white cars and the safety found by dealers in keeping their test cars white so as to allow them an assured clientele for resale, you don’t have to look far for the raison d’être of a white Veloster.

Colour has come to define so many aspects of our lives that very often the message is more implied and subliminal that really overt. To the automotive maven some colours have natural connotations – Red is to Ferrari as Blue is to BMW and Yellow is to Porsche and Green is to Jaguar or Bentley. Oh yes, Silver is to Mercedes-Benz. But then what happens to a Lamborghini that also champions yellow? The shades start evolving in cadence with the growth of brands and very often to match with the launch of new models.

The strong association of a colour to a marque or a model is becoming a fine art. We were at a Lamborghini event where the car being promoted was projected in a particular cerulean blue. Why blue, you may well ask? As we did and the answer sat bang in the middle of “it really looks good in the colour” to “we have assigned this shade as the signature colour of the model”.

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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But our connection with colour harks back into antiquity and has become so pervasive that we don’t think twice about it. We have learnt to divide colour into masculine, feminine and neutral shades. We have strong shades that express emotions as well as gentler pastels that seemingly play out their roles in wall paints and sundry linen. We also tend to treat Black and White as colours rather than a complete lack of colours and an overdose as they rightly are. For the really adventurous among us, or the artistic minded there is a rainbow of colours even in Fifty Shades of Grey.

There are some ready combinations that we even associate with specific roles. Black and White seem to hog the limelight of weddings and funerals, red is thrown in liberally in the décor and signage of fast food eateries. And there is more than a passing association of purple and gold with royalty.

In the colour wheel that is building up, car companies have also grabbed onto blue and green with a vengeance. Although quite confusing to the mind – blue is greener than most because blue is the colour of the Earth as seen from space. So hybrid technologies usually get blue hued. Green is connected with plant life so we understand that going green is good for the environment. Add a bit of green on the lettering at the end of the mail and you have done your bit to save the earth – especially if you have convinced your recipient not to print out that mail.

In this kaleidoscope of colours we often have the weird and quirky ones on the sidelines.

After all we have all heard of mauve, puce and tangerine, but have you ever heard of razzmatazz? The very name connects us with showmanship, so it is a given that the colour with its bright pinkish hues itself will be an extrovert.

While tangerine, orange and peach are also fruit we eat, one should look out for atomic tangerine and caput mortuum both of which sound far deadlier than they are. And why wouldn’t one love the creamy, nutty essence of café au lait?

So what does one’s choice of colours really say about you? I hope it really doesn’t say much, for between the wife and me we have a grey SUV and a greyish car in the house.

While the lack of colour may say something about our outlook, the advantage is that we have two shades of grey in between us. Now we need to find the remaining forty eight.

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