COVERstory |
Bugatti GT Vision concept
To influence new Veyron, designwise
20 Frankfurt Motor Show From the floor, we details the world’s finest automotive reveals
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cover story
NEXT ISSUE 2016 Audi RS7
20-23 Bugatti Vision GT Concept 24-29 2016 Nissan Maxima 30-33 2016 hyundai tucson
Oman and regional news
6-7 2016 Nissan Maxima launch, Cadillac V-Series Experience event held at Yas Marina Circuit, Abu Dhabi, Lancer deals in Oman, AMG Private Lounge launched online, Online classifieds portal Dubizzle rebranded as OLX, JAC truck display in Oman
brandwatch
8-11 Volkswagen faces flak over diesel emissions manipulation in USA, Infiniti finds Q50 Eau Rouge too costly to produce, Toyota-BMW co-developed small sports car still not decided, Cadillac teases XT5 with live stunt at fashions show, Jaguar F-Pace creates Guinness record with recordbreaking 360-degree loop, Forthcoming Hollywood flick Spectre Bond cars revealed, V6 for entry level Ferrari Dino? More SUVs and SUV variants planned by Cadillac, Mercedes-Benz Maybach and Rolls-Royce, Giugiaro launching new design firm
International news spotlight 12-18 2015 frankfurt motor show
first drives
62
34-37 2015 Chrysler 300S 38-43 2016 Lexus IS200t 44-49 2016 Toyota Hilux 50-55 2015 Mitsubishi Outlander
First Ride
56-61 2015 Yamaha MT 09
66
Previews
62-65 2016 bentley bentagya 66-69 2016 tesla model X suv
techtalk
70-75 dirty diesels?
MOTORSPORTS
76-79 suzuka Race Report and snippets. F1 MCLaren hopes, ferrari apology, button contract MotoGP: spain race report and regional motorsports events
Chicane
80 It’s a matter of trust
editor-in-chief Mohammad Al Taie
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Whew, what a month this has been! Nothing can describe the drama and disbelief that has been the hallmark of the month as a whole season’s worth of automotive activity played out over the global scene. The month began with the biannual Frankfurt motorshow generating some of the big ticket reveals we are so fond off. Whether at the show or elsewhere, debuts like the Rolls-Royce Dawn, the new BMW 7-series, the new A4 and even Aston’s announcement of the DB11 all connected with the ethos of the show. But it was the later half of the month that really took our collective breath away. Volkswagen was caught out in the United States. If you haven’t read about what the issue is already, you can catch up with our rather extensive coverage inside the magazine. While the issue of clean diesel not meeting expectations is literally half a world away from us in the region, the bigger issue of how the company reorganises and charts it path into the future, including rejigging its engine mix, will definitely affect the group brands in global markets. Our cover story for this month marks a departure from our norm, largely because it is a once in a decade event when a brand like Bugatti announces anything new. In addition to that, the market for the ultra rich seems to be the only one that isn’t significantly affected by the meltdown in crude oil prices. Almost all the big announcements we have had in this half of the year are to do with cars for the mega spender – or SUVs when you count the Bentayga. While on the subject of the Bentayga, it looks like the title of the world’s fastest SUV is under threat already. We don’t even have to look as far as a tuned custom-built challenger to the Bentayga. Technology and the ability to look outside the box has resulted in the Model X from Tesla. When Elon Musk sets out to redefine a market segment, you shouldn’t expect anything less than this – the fastest SUV albeit an electric one. It isn’t anywhere as costly as the RO 100,000 price tag of the Bentayga, but may just be the vehicle that the super rich use to show their green credentials. As for regular launches, we have the test drive of the brand new Maxima, the new Outlander, the highly intelligent smaller engine IS 200t and even the Toyota HiLux. These are joined by our editor’s personal review of his latest toy – the Yamaha MT-09. As far as bikes go, it isn’t the greenest one. But then you sometimes just need to have fun.
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Oman & region news
Gen VIII all-new Nissan Maxima launched for ME
Nissan has introduced the completely redesigned Gen VIII all-new Nissan Maxima 2016 for the Middle East in Dubai last month. According to Nissan Middle East, the new arrival is set to redefine its segment as it brings head turning design, enhanced performance and state-of-the-art technology applications. Nissan is positioning the Maxima as a unique combination of sports car style with premium elegance. Nissan Middle East Managing Director, Samir Cherfan, commented: “The dramatically styled all-new Nissan Maxima 2016, created by driving enthusiasts for driving enthusiasts, looks like nothing else on the road today – and drives like nothing in the segment. It not only resets Nissan Maxima’s iconic ‘4-Door Sports Car’ positioning, it sets a new standard for style, performance and technology in the large sedan segment. The new Nissan Maxima reinvents what has been essentially a conservative segment. It raises the bar incredibly high in class-leading design, fuel efficiency, performance and technology. The market hasn’t seen anything as exciting as this within this segment.” With the new model, Nissan expects to command a 12percent share in the E-segment in the GCC, with a goal of selling around 7,000 vehicles, an increase of more than 70 per cent in sales compared to 2014. [Eds note: see first drive impressions in this issue of Automan]
Cadillac V-Series week celebrated As part of a high voltage media and customer event, Cadillac Middle East offered guests to try out the latest trio of performance V-badged cars at the Yas Marina circuit. The cars included the CTS sedan, coupe and sedan variants of the ATS. While the ATS uses supercharging, the ATS V-family charges in with the performance sub brand’s first turbocharged entry. For the event, Cadillac specially flew in Tony Roma, vehicle chief engineer for the Cadillac CTS and V series programme from US. Roma works in the Global Performance Luxury Car group reporting to Dave Leone, the Executive Chief Engineer. Roma leads the team of engineers who designed and developed the award-winning Cadillac CTS and has also been involved with the design and development of the Cadillac ATS-V and CTS-V in particular. Over 182 customers experienced the cars besides regional media including Automan. Since its inception in 2004, Cadillac’s V-Series has driven remarkable power and performance capability into the brand’s growing luxury car range. Building on the strengths of the award-winning ATS product line, the V-Series adds impressive track capability to what was already the lightest and most agile-driving car in the luxury compact class. The result is a dual-purpose luxury performer – a car with true track capability right from the factory that is also a sophisticated luxury car on the road. 6
OCT 2015
Tony Roma Vehicle chief engineer for the Cadillac CTS and V series programme.
Dubizzle rebranded as OLX
AMG Private Lounge launched online Owners of Mercedes AMG branded cars in the Middle East and Levant are being invited to join a global community of AMG experts and drivers from more than 100 countries around the world through the AMG Private Lounge – a web-based platform designed exclusively for Mercedes-AMG drivers. The website will offer news, exclusive information, videos and images, to technical information and direct access to AMG experts from Affalterbach. The community-based AMG Private Lounge will also help members connect with each other around the world. “The AMG Private Lounge is an excellent platform that connects the AMG brand with its loyal customers from around the world, and with its official introduction in the Middle East and Levant, our loyal customers in the region will now be able to join our global AMG family,” said Dirk Fetzer, Director of Sales & Marketing at Daimler Middle East & Levant.“ More regional AMG events are planned from 2016 onwards.
Dubizzle, a popular buy and sell online classifieds website operating in Middle East has rebranded its platforms [desktop, mobile and apps] last month. The web domain has changed to olx.com.om and all traffic generated towards dubizzle.com is now automatically directed to olx.com.om. Explaining the change, Abdallah Touqan, Senior PR and Communications Lead at dubizzle said: “With the rebranding to OLX dubizzle is now fully part of the world’s leading network of online classifieds sites. Since 2013, dubizzle has been part of the OLX family sharing the same values and was ready to introduce the world’s biggest classifieds brand to the Middle East. Ten Middle Eastern markets are now operating under the OLX brand name and are now truly part of a global network that reaches over 240 million monthly active users and generates over 17 billion page views per month. Already millions of people around the world have used OLX to sell their things within local communities in places like India, Brazil, Kenya, Poland, Indonesia and now the Middle East.” As for the dubizzle app users, they have already received a message informing them that ‘dubizzle is now OLX’, inviting them to go to the app store for iOS and Google Play for Android users to download the ‘OLX Arabia’ app for free.
Special Oman deals on Mitsubishi Lancers General Automotive Company, the official distributors of Mitsubishi Vehicles in Oman announced that the Lancer 2015 EX 2.0 models at being offered with an attractive proposition as its smaller 1.6-litre version is discontinued. Under the new deal, the 2.0-litre version will be offered at the same price point of the outgoing 1.6-litre which means it will be offered to prospects from OMR 5,850. Even at this lowered price point, GAC has assured that customers will still enjoy the peace-of-mind motoring thanks to a 6-year unlimited mileage warranty and roadside assistance. Rajesh Sharma, national marketing manager of GAC said: “The Lancer EX is truly a car with a great personality and performance and with the price of the stylish yet practical sedan. Derived from the world of Rallying, the Lancer EX, even in its most docile ‘GLS 2.0’ guise, offers drivers an unparalleled driving experience in its class, thanks to its performance oriented 2.0L MIVEC power plant. And it does so while still offering class-leading space and modern luxury appointments.”
JAC Trucks on display Towell Auto Centre organised a display of JAC Motors light-duty trucks in Mawaleh central fruits and vegetable market. Available in 3ton and 4ton capacities, these trucks are fitted with water tanks and refrigerated storage systems which ensures a wide variety of otherwise perishable food items can be transported safely. OCT 2015
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brandwatch news The image of Volkswagen, the Germany based world’s second largest carmaker has taken a serious hit after news broke out last month that the automaker [which according to independent consultants Interbrand is the number one German car maker in the field of environmental conservation and sustainability, and the number four worldwide] had cheated Environmental Protection Agency directions by deliberately installing an illegal software identified as “defeat device” in almost a half-million diesel cars in the US sold to get around emissions tests. At the heart of the issue is a software system supplied by Bosch that allowed the cars to beat the emission rating of NOx, which is 31 mg/km of NOx as against the European norm of 80. So how did EPA find out? The credit goes to researchers John German and Peter Mock from the International Council on Clean Transportation. The duo became suspicious after discovering that what VW was telling the EPA did not match up with what was actually coming out of the exhausts. Further EPA tests showed that NOx emissions jumped to 10-40 times EPA-compliant levels when the ECM was running its standard ‘road calibration’ rather than the ‘dyno calibration’ activated during an emissions test. EPA was quick to realize what was going on and demanded VW to explain things. According to Cynthia Giles, assistant administrator for the EPA’s Office of Enforcement and Compliance Assurance: “These violations are very serious, not only because illegal defeat devices result in excess emissions many times the allowable standard, but also because VW was concealing the facts from EPA, the State of California and 8
OCT 2015
consumers.” Further investigation it has been revealed that discrepancies relate to vehicles with Type EA 189 diesel engines, and that alone involves about 11mn vehicles worldwide. VW CEO Martin Winterkorn had to issue an official apology soon after the news broke. “I personally am deeply sorry that we have broken the trust of our customers and the public,” said Winterkorn. “We do not and will not tolerate violations of any kind of our internal rules or of the law.” But the magnitude of the scandal is so big that it has also cost the job of Winterkorn. Although, all these developments happened prior to Winterkorn’s appointment, but the top executive of this conglomerate magnanimously accepted responsibility and resigned. Meanwhile, a few heads have also rolled in the US operations. VW is investigating the matter internally and has also promised to cooperate fully with Environmental Protection Agency and other government investigations in the US. Interestingly, during the development of the said engine, Bosch had cautioned VW engineers that the efficiency software was meant for ‘testing purposes only’ and that on no account it was to be used in production vehicles. It seems that someone down the line ignored this caution and went ahead. The fallout has also included other diesel models within the group’s brands like Audi, Skoda and Porsche and other dieselled markets like South Korea, France and Germany have also announced their own investigations. Meanwhile, Volkswagen’s board has selected Matthias Müller, Porsche AG Chairman as the replacement CEO to Martin Winterkorn.
Change of guard In: Matthias Müller
Out: Martin Winterkorn
Automan’s take
Touted at the fifth major automotive scandal in the world, it couldn’t come at a worse time for the world’s number two automaker by volume and CEO Martin Winterkorn and. While, a majority of market analysts believe that VW will have to pay heavy fines [estimated in billions] for this ‘victim less crime’, VW is expected to act swiftly as part of its damage control and will fix the glitches [urea filter will cost around US$500.00 per car]. Stay tuned for more breaking news from the German automaker which promotes clean diesels in the US under its ‘Think Blue’ tagline. Thankfully, our region, isn’t affected by the current fiasco.
Infiniti finds Q50 Eau Rouge too costly to produce
No matter how ambitious a project is, there’s always a rider attached before it can go ahead. And it seems that is what has happened to the proposed Infiniti Q50 Eau Rouge project. Infiniti vice-president Francois Goupil de Bouille confirmed at last month’s Frankfurt Motor Show that that the project wasn’t happening. “After we evaluated sales numbers, we realized it was not realistic to produce it. It was just too costly. That was it,” said de Bouille. However, de Bouille left the possibility of future Infiniti also looking at performance models in its portfolio. Had the project been green-lighted, the Q50-based all-wheel-drive Eau Rouge would have been powered by a 560hp twin-turbo V6 straight from the Nissan GT-R. It could have also served as a halo car for the brand.
Giugiaro launching new design firm
A few weeks ago, we reported in Brandwatch that Giorgetto Giugiaro had sold his remaining shares in the Italdesign, the firm he started. News from Europe suggests that Giugiaro has no plans to rest. In fact, he’s starting a new design consultancy along with his son, Fabrizio. After working for established design houses Bertone and Ghia, the celebrated designer founded Italdesign Giugiaro in 1968. In 2010, he sold 90.1percent of the set-up to Volkswagen Group. Fabrizio initially worked as its chief designer before Wolfgang Egger replaced him. Interestingly, the move came shortly after the departure of ousted board chairman Ferdinand Piëch, who was a longtime friend of Giorgetto and also the driving force behind VW’s acquisition of Italdesign. Giugiaros new business is looking at Asian carmakers and are said to be discussing potential contracts with unnamed Chinese and South Korean automakers.
Toyota-BMW co-developed small sports car still not decided Automan’s take
Creating a small halo niche sports car can be a costly affair for any carmaker as it needs volumes to support the investment. Both Toyota and BMW are aware about this and both carmakers have been working together on a new project. The idea was to codevelop a new platform that could underpin new models from both brands. However, easier said than done and it seems that one of the partners doubts on production plans. It seems that Toyota has made no final decision on whether to move forward with the project beyond a design study. “The whole study before that, on what kind of platform, on what kind of architecture, that’s been progressing quite well,” a Toyota spokesperson told media in Frankfurt. “We haven’t yet decided to give the green light to the project, but it’s coming up.” Both carmakers have been indicating through concepts what their future sports car could look like using the jointly-developed platform. BMW’s next-generation Z4 could borrow design cues from the 3.0 CSL Hommage R Concept. Meanwhile, Toyota is also looking at reviving Supra or offer an entirely new model to slot above the FT/GT86, but will need a longer wheelbase platform to do it. Styling inspiration from the FT-1 concepts that appeared last year could be used. Whatever the co-developed platform turns out to be, it is strongly rumoured that a turbocharged six-cylinder engine with a hybrid all-wheel-drive system, delivering a combined output of over 400hp could be offered.
Both Toyota and BMW may be discouraged from investing too much on the roadster and small sports car segments as these segments are slowly shrinking. Sales of the current BMW Z4 are down by more than nine percent for the year, while Toyota’s FT/GT deliveries have declined by almost 24percent during the same period. Meanwhile, BMW has been in talks with McLaren to build a super car using a modified BMW powertrain. A bi-turbo 4.0-litre engine will be shoehorned into a Mclaren’s carbon composite midship platform. BMW will redesign the exterior of the car so it can be identified as a BMW and not a rebadged McLaren. Media reports from Europe suggest such a configuration would deliver at least 750hp. This means that in terms of output it will exceed M cars which will have their outputs capped around 600hp. While, the report claims the project has not yet received a final green light, though chances are said to be favourable for approval. Production is unlikely to begin until 2018 or later. OCT 2015
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Stunts dominate new car introductions
Jaguar
Cadillac Last month GM’s luxury brand Cadillac wanted to take Manhattan by storm as a befitting event after the company shifted its headquarters to SoHo from Detroit this summer. The idea was a big stunt which involved suspending the forthcoming all-new XT5 SUV 150 feet over the West Side Highway and giving audiences a sneak preview. The XT5 wasn’t fully unveiled as it will be done at the Dubai International Motor Show next month. The US stunt event just served as a teaser in conjunction with a fashion show.
Jaguar Land Rover decided to introduce the production-ready F-Pace in style as the first ever crossover to wear the Jaguar badge performed a record-breaking 360-degree loop. In the process, it withstood extreme forces of 6.5Gs as it completed the huge 19.08m tall loop performed by professional driver Terry Grant who had to train extensively for two months to be ready to support those powerful forces. To make sure everything worked out perfectly, Jaguar planned the attempt several months and it involved a team of mathematicians, structural engineers and safety experts which joined their forces to make the F-Pace perform the loop act flawlessly. And coinciding with the dramatic F-Pace launch, Jaguar has announced that it was rolling out a “First Edition” F-Pace limited to 2,000 units during the first year of production. It can be had with either the 380PS supercharged V6 engine or the 300PS V6 turbodiesel and a choice of two exclusive exterior paint schemes: Caesium Blue and Halcyon Gold which both represent a throwback to the C-X17 concepts unveiled in 2013 at IAA and at Guangzhou Motor Show.
‘Spectre’ Bond cars revealed
The Aston Martin DB10 may be star car for the forthcoming Bond flick Spectre, but that hasn’t stop Jaguar Land Rover from unveiling a fleet of vehicles which will also be used in the upcoming film. First and foremost, the movie will feature the Jaguar C-X75. In the film it will be driven David Bautista who plays the character of Hinx [bad guy] and will be seen in an epic high-speed chase on the streets of Rome. The movie will also feature a Range Rover Sport SVR and several modified Land Rover Defenders. The latter vehicles were built by Jaguar Land Rover Special Operations and feature a rugged front bumper, a winch and 37in off-road tyres - among other things. Interestingly, the prospects of a limited production the C-X75 have been dropped again. Learned UK-based media has reported that Jaguar was reconsidering the project earlier this year. Had it happened, it would have been re-christened as the C-X80 and production limited to 80 units to commemorate the 80th birthday of the company. Its launch could have coincided with the release of Spectre. 10
OCT 2015
Automan’s take
Jaguar has axed the proposed coupe for the second time and we are sure that those 80 produced would have sold out quickly. But, when it comes to maths, building them would have been a costly and time-intensive affair. Jaguar has other priorities in mind and instead it has prioritized its resources to introducing new volume-oriented models like the XE sedan and the soon-to-arrive F-Pace SUV.
V6 for entry level Ferrari?
“There is probably a V6 in our future,” revealed company CEO Amedeo Felisa in a recent interview with motoring media. And it’s no secret that Ferrari is working on the Dino, its entry level model which is being engineered specifically with China in mind. Import duties for cars with larger than 3.0-litre engines attract high customs duties and Ferrari engineers are working on a downsized version derived from the twin-turbocharged 3.9-litre V8 from the recently launched 488 GTB. The 21st century Dino will use a new sixcylinder that’s currently being developed in utmost secrecy by a small team of engineers in Maranello. To suit the purpose, its displacement has been reduced to about 2.9 litres and reportedly it will be good for approximately 200hp/per litre of displacement. The maths suggest that the twin-turbocharged six will make roughly 580hp in its initial state of tune. Building such a power-dense engine is easier said than done, which explains why the small, V6-powered coupe isn’t expected to arrive until 2018 at the very earliest. The Dino will be smaller and lighter than the 488 and will offset any side effect related to performance. However, Ferrari has indicted that the new V6 will not have any other application in the Ferrari lineup, at least not in the foreseeable future.
More SUVs planned by manufacturers: a look at who plans what
Rolls-Royce
Cadillac Executive Vice President, General Motors, and President at Global Cadillac, Dave Caldwell has revealed the brand is considering a couple of new Escalade variants. Caldwell said nothing has been approved but the argument for a six-figure Escalade is “strong and momentum is moving it higher.” Caldwell went on to say Cadillac has already studied high-performance and ultra-luxury variants but they’re currently focused on creating new models and not derivatives. However, Caldwell denied plans for an Escalade-V. Several previous reports have suggested Cadillac could test waters at the 2016 New York Auto Show with a supercharged 6.2-litre V8-based concept study.
At Frankfurt, Rolls-Royce officials provided a few more details about their first SUV -- codenamed Cullinan -- which is due for a late 2018 launch. Rolls-Royce director of design Giles Taylor said the coach doors are likely to be implemented on the upcoming high-riding model as he believes this layout sets Rolls-Royce apart from other automakers and it’s an important part of the company’s heritage. Set to compete with the Bentley Bentayga, the new ultra high-end SUV will be an “undeniable, natural, authentic Rolls-Royce that just happens to have four-wheel drive and can go off-road if necessary”, according to Taylor. The upcoming model is in an early development stage and the final product will not chase volume as Rolls-Royce aims to remain a very exclusive brand targeting “profitability, scarcity and rarity. From previous reports Cullinan will be almost as long as the Phantom and will utilize an all-new aluminium spaceframe, but some of its hardware will be sourced from the forthcoming fullsize BMW X7 SUV.
It seems that the initial interest in the Bentley Bentayga SUV following its official debut in Frankfurt last month is motivating Mercedes-Benz top brass to consider a Maybach-badged version of its GL SUV. Mercedes U.S. sales head Steve Cannon called the idea of a Maybach GL a “natural fit.” According to Cannon, an “incredible number” of GL’s are already ordered loaded to the gills, indicating there is a strong demand for something even more luxurious than Mercedes’ current flagship SUV. “Look at what’s happening with the Bentleys of the world and even Lamborghini is thinking about it. There’s an appetite, a market for that,” Cannon said. “When we get to that point that we expand the Maybach offering -and we will expand the Maybach offering -- that would be a natural place to go.” Meanwhile, Mercedes-Benz has announced plans to invest $1.3bn into their Tuscaloosa, Alabama factory to prepare for the production of the next-generation of crossovers. The funds will be used to create more space in the plant’s assembly shop will also be expanded that will allow for the production of a wider ranges of vehicles using latest lightweight construction technologies. As of now, Mercedes has official not declared which of models will be built at the plant but a logical guess includes the nextgeneration GLE, GLE Coupe and GLS. OCT 2015
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Spotlight news
As expected, he biannual Frankfurt International Motor Show in its 66th edition lived up to its promise to intrigue and dazzle audiences. Automan presents this comprehensive report Author: Chandan B Mallik 12
OCT 2015
As a destination to show-off their new ware, ideas and technology applications in Europe, nothing comes close to Frankfurt which has a reputation of being the most prolific motor show on earth. As always, there were planned pre-show teasers on the web, high profile pre-show events et al.. Amongst dazzling lights and drama, auto manufacturers unveiled their latest models and concepts for the world’s media to devour. Read on to find out who did what‌
Alfa Romeo
Alfa Romeo’s BMW 3-Series fighter, the Giulia Quadrifoglio made its public debut. The new rear-wheel-drive Alfa sedan was one of the highlights of this year’s Frankfurt motor show and red-hot ‘Cloverleaf’ specification was an indication of its sporty aspirations. First unveiled in June 2015 at a special event in Milan, it represents the long-awaited successor to the 159. The car will go on sale next year.
Audi
Audi introduced the S4 Sedan and S4 Avant variants which now use a newly developed V6 3.0 TFSI engine. The engine has more power than its predecessor and at the same time it’s lighter and brings increased fuel efficiency.
Bentley
Artega
Boutique German sports car maker Artega partnered with auto electronics manufacturer Paragon to produce an all-electric, rearwheel drive two-seater Scalo. Sporting styling and body design from the 2011 edition, it gets a larger powerplant and a greater focus on aerodynamics. Two water-cooled, high-performance electric motors produce 402bhp allowing the lightweight composite car to do 0 to 96km/h sprint in 3.6secs with an electronically-limited top speed of 249km/h.
Among the first time models presented, Bentley took the morning lead in introducing their first ever SUV called “Bentayga”. Bentley has gone on lengths to promote it as the quickest, most powerful model in this segment. The Bentagya SUV is an evolution of the EXP 9 F concept from a while back. Bentley says the W12-powered Audi Q7-based Bentayga is relatively economical for a model in this segment and the cabin will be ultra-luxurious. Bentley has announced the first year of production has already reached sold out status, even though the model begins at £160,200.
The successor of the current Veyron has been a top talking point in the industry in recent weeks following the sale of the last production model a few weeks ago. Bugatti presented a digital rendition of radical racecar developed for Polyphony Digital’s Gran Turismo 6 game barely days before the show. The Vision Gran Turismo isn’t only just a fantasy car for the PS3 video game as it also provides a sneak preview at Bugatti’s new design language that will debut with the much awaited Veyron replacement. As for the Bugatti VGT concept presented at the show it appears ultra-modern but at the same time it takes influences from iconic models such as the 1936 Type 57 Atlantic and the Type 57 G Tank which have been combined with Veyron cues. Bugatti says that the VGT concept was developed with real-time technical features, like its design and aero profiling, but details regarding the technical specifications are scarce at the moment. OCT 2015
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BMW
BMW’s presentation at Frankfurt was a bit embarrassing, but compared to the setback faced by Volkswagen Audi Group in the aftermath of the diesel scam, it was nothing. During the company’s press conference for media, BMW CEO Harald Krueger collapsed and it had to be cancelled. However, the launch programme went on as scheduled and BMW introduced the trackonly M6 GT3 and the road-going M6 Coupe Competition Edition. Also presented were the facelifted 3-Series and new 7-Series.
Citroen
Citroën, usually known for quirky and intriguing concepts unveiled its lifestyle oriented Cactus M concept. The concept surely reminded one of the classic Méhari. Citroën’s brief described the concept as an outdoor version of the production C4 Cactus. Designers removed the roof and made other revisions to the body and included plastic doors. One of the most important changes is the rear “roof extension” which enables wakeboards and surfboards to be installed on top of the vehicle. The concept also has an inflatable roof that doubles as a tent when it’s not installed on the car. Citroën CEO Linda Jackson had mentioned that the carmaker was looking at the prospect of resurrecting the Méhari and possibly ideas from this concept could be used in a production model. Jeep came to the show with special editions of its Cherokee and Renegade models. The Cherokee Night Eagle is based on the Cherokee Longitude and features gloss black accents and 18in alloy wheels with a gloss black finish. The Renegade Night Eagle is based on the Renegade Longitude and features satin grey exterior accents as well as 17in alloy wheels with a black finish. A new matte finish colour called Volcano Sand has been introduced for this model. Interior changes are limited but the crossover comes nicely equipped with a leather-wrapped steering, unique upholstery and a UConnect infotainment system. 14
OCT 2015
Ferrari
Close on the heels of last winter’s launch of the Ferrari 488 GTB coupe, Ferrari unveiled the 488 Spider version. With a body designed by legendary Ferrari coachbuilder Scaglietti and a 3.9-litre turbocharged V8 engine, the 488 Spider claims the same 660hp and 560lb-ft of torque enjoyed by the 488 GTB when mated to Ferrari’s F1 seven-speed twin-clutch gearbox. Ferrari also used the event to introduce two tailor made California Ts.
Honda
Honda actually grabbed a lot of attention this year with an interesting Project 2&4 concept. Honda’s new concept takes design cues from the 1965 RA272 and adopts a minimalist design while trying to combine the “freedom of a motorcycle” with “the maneuverability of a car.” Weighing just 405kg, at its heart is a specifically modified 999cc motorcycle engine that has an impressive 14,000rpm redline.
Jeep
Hyundai
As promised, South Korean automaker Hyundai presented its new N sub-brand. Head of Hyundai Motor Company’s Performance Development & High Performance Vehicle Division, Albert Biermann, said the introduction of Hyundai N was a critical milestone for the company and will change the way The N branded cars will focus on performance, with new powertrains and lightweight construction materials. The first models wearing this badge included the i20 WRC rally car, and the RM15 and the digitally rendered N 2025 Vision Gran Turismo concepts. Hyundai describes the N 2025 Vision Gran Turismo as the ultimate concept car, which has been designed exclusively for PlayStation’s Gran Turismo racing game and is certainly appears like a floating jet fighter. In addition to the N car design, Hyundai designers also showcased a bobsleigh as part of the N range which has been designed for the Korean national Bobsleigh team. Talking point Peter Schreyer Hyundai Motor Group chief design officer “The GT racer plays an important role in the company’s new N-branding strategy as a new era of driver-focused models gets underway. It will open up a lot of possibilities”
Jaguar
The British brand had more than one reason to celebrate at Frankfurt. Two years ago, Jaguar took the wraps of its C-X17 concept at the Frankfurt Motor Show. Now, at the same venue, the same design team has turned that concept into the production Jaguar 2017 F-Pace, the brand’s very first SUV. Prior to the roll out, Jaguar organised a world record stunt with the car. For the successful loop stunt, stunt driver Terry Grant and the F-Pace endured forces of 6.5Gs on the 19.08m largest 360-degree tall loop. Meanwhile, the event also celebrated the 80th birthday of the Jaguar brand. Interestingly, the Jaguar C-X75 which was originally revealed as an innovative supercar concept in 2010 was presented as a specially commissioned movie car from the upcoming Spectre James Bond film.
Land Rover
Mini
Land Rover introduced the new Discovery Sport Dynamic ahead of its debut at the Frankfurt Motor Show. The show model featured additional body coloured trim, Narvik Black accents and 19- or 20in alloy wheels with either a Satin Dark Grey or Gloss Black finish. Land Rover was tight-lipped about the interior but despite darkened windows, one could make out elements like contrast stitching, body coloured trim and alloy pedals.
After announcing a few weeks ago that the brand was heading into a new direction with its line-up, the first indication of that move came with the brand new Clubman wagon. Set to go on sale in Germany on Halloween, the redesigned Clubman is essentially an enlarged version of the Cooper five-door as it’s 27cm longer, 9cm wider and rides on a wheelbase that has been stretched 10cm. The larger dimensions create a more accommodating cabin and cargo compartment.
Talking point Gerry McGovern Land Rover design director and chief creative officer “By 2020 there will be over 22 million SUVtype vehicles sold globally and although we use that term generically, we know it’s fragmenting to all kinds of niche products and therein the opportunity for us” OCT 2015
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Kia
First previewed as the KX-3 concept last year in China, Kia’s production version is the new Sportage. It sports a new front and rear end in a similar profile and Kia says that the interiors have been significantly upgraded with top class materials, fit, finish and feature to represent premium aspirations for this model. For the first time, Kia says that a new ‘GT Line’ specification is available to Sportage which has been designed and engineered to appeal to those looking for a sportier driving experience. The GT Line specification delivers all the versatility of the standard Sportage while adding greater visual and dynamic appeal. Kia also presented refreshed versions of its Golf-rivalling Cee’d hatchbacks. Kia also introduced a more powerful version of the all-new Optima sedan with Euro specs.
Lamborghini
Prior to the show Lamborghini teasers were being released hinting at a mysterious new model. The teaser line – ‘The sky will never be the same’ was a subtle hint for an open top model and given the fact that Lamborghini had introduced the Aventador Super Veloce Roadster at Pebble Beach in August, it was a logical conclusion that the mystery model was to be a Huracan variant. After a week’s worth of teasing, Lamborghini unveiled the Huracan Spyder on the dawn of the Frankfurt Motor Show. Lamborghini will start deliveries of the Huracan Spyder next spring at prices kicking off from €186,450 plus taxes.
Maserati
SsangYong
South Korean automaker SsangYong presented two concepts -- the XAV-Adventure and XLV-Air. The XAV-Adventure represents a fresh interpretation of the Korando and targets active and young people and offers true off-road capability and maximum drivability. The XLV-Air concept offers a better glimpse of next year’s seven-seater Tivoli which will have a longer wheelbase to accommodate the two extra accommodation.. Suzuki officially revealed the new Baleno sedan which now boasts of a new ‘Liquid Flow’ design theme. The styling is voluptuous and is accentuated by the curves and large mudguards seen on the model. Sales for the Europe destined Baleno will commence in early 2016 with the model being shipped from the Maruti Suzuki plant in Manesar in India. Engine options on the Euro spec Suzuki Baleno include the new 1.0-litre BoosterJet direct-injection threecylinder turbo petrol unit paired to a 5-speed manual or 6-speed automatic transmissions. A bigger 1.2-litre four-cylinder petrol paired to a 5-speed manual or CVT autobox will also be offered. 16
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Maserati took the wraps off the 2016 Ghibli and Quattroporte models. The updated sedans feature new Euro6 petrol engines with start/stop technology and performance specifications remain unchanged. Maserati claims the new engines are up to 12per cent more fuel-efficient. Diesel variants have been equipped with Maserati’s AdBlue technology.
Suzuki
Mercedes-Benz
One of the cool concept presentations came from MercedesBenz this year. The futuristic ‘Concept IAA’ [IAA used here is an acronym for ‘Intelligent Aerodynamic Automobile’ rather than the more familiar ‘Internationale Automobil-Ausstellung’ or International Motor Show in English] was presented as a fourdoor coupe previewing technology that will eventually appear in generation next models. While no official announcement was made as regards to which future model the Concept IAA previewed, the company said in a statement that some of the technology and the interior “offers a foretaste of the business sedan of the near future”. And going by the current model lineup, the next production sedan set to be revealed by Mercedes is the new-generation E-Class next year. The concept suggested an early look of the brand’s all-important new E-Class. The second model which made headlines for the brand was the all-new S-Class Cabrio. The new C-class Coupe and its AMG and DTM track versions were also on display.
Nissan
With the Gripz concept, Nissan offered is a glimpse at the future of crossover in the form of a four-door, 2+2 coupe on stilts. The Gripz has been dramatically styled to borrow elements of SUVs and Z sports cars. At the show, Nissan executives said clearly that the concept does not preview a direct replacement for either the compact Juke or Qashqai compact SUV. Whatever be the case, one thing is sure that some of the Gripz’s styling elements will eventually filter through to the smaller of Nissan’s crossovers, due for replacement in 2016. Interestingly, the 4,100mm long footprint of the concept is very close to that of the current Juke. Nissan’s other headlining presentation was that of the NP300 Navarra pick-up which will also form the basis of a future Mercedes-Benz truck. The Thailand version of the Navarra was introduced last year and this was the model’s Europe spec presentation.
Porsche
Rolls-Royce
Following the private unveil of the Rolls-Royce Dawn in July, the Wraith-based four-seater coupe convertible took centre stage. With 80per cent bespoke body panels, the Dawn is more than just a roofless Wraith and according to RR this is the “world’s only true modern four-seater super-luxury drophead”. Rolls-Royce doesn’t like to call this a 2+2 as in most cases such a configuration implies two smaller seats, but the Dawn is a true four-seater with plenty of room for those sitting in the back. Tipping the scales at 2,560kg, the Dawn is approximately 200kg heavier than the Wraith due to the more complex roof and the necessary reinforcements. At its heart is a 563bhp 6.6-litre V12 bi-turbo engine and ZF eight-speed automatic gearbox.
Like Mercedes-Benz, Porsche literally shook the show by storm with its very intriguing Mission E concept. Porsche has been hinting about electric cars for a while and in specific terms a Tesla Model S competitor before the end of the decade. Frankfurt suggested that there now there are more genuine reasons to believe that such a possibility is high on the agenda as the Mission E concept takes the shape of a range busting all-electric drive. The concept looked like a Panamera designed for 2025. Besides this concept, Porsche also presented their facelifted Porsche 911 Carrera Coupe and Carrera S variants with several new and updated features. Key among them is the new twin-turbo 3.0-litre six-cylinder engine which now offers improved performance and are approximately 12percent more efficient than their predecessors. The facelifted Porsche 911 will be launched in Germany on December 12 and pricing starts at 96,605 euros.
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Mazda
Mazda had been teasing media with its Koeru concept days before the show and speculation is that the new car will be called CX-4 when this new model goes into production. The five-door, five-seat wagon concept sits on a 2,700mm wheelbase [same as CX-5 SUV], strongly suggesting it is using SkyActiv architecture. However, the Koeru is 60mm longer and 60mm wider than the CX-5 and speculation is that the company has a CX-6 or born-again CX-7 in mind for the future. Mazda spokespeople at the show said that the CX-4 badge was specifically reserved for a future crossover cruiser type of vehicle. Talking point Masahiro Moro Managing executive officer, sales and marketing “The design had arisen from research showing Mazda3 owners wanted something sportier than the CX-5 wagon and bigger than CX-3 crossover when they decided shift up into the SUV ranks. These customers told us they were still seeking a new solution – a body style solution,”
Toyota
Renault
Renault had an impressive display and the key highlight of the brand’s stand was the brand new mid-size model called Talisman in both sedan and wagon body styles. The Talisman will replace the slow-selling and outdated Laguna and Latitude models. Interestingly, Renault asked Daimler to thoroughly check quality control, so the new cars should provide superior fit and finish both inside and out. The Renault Talisman Sedan and Estate are programmed to go on sale in mainland Europe in the first half of 2016. Renault also used the show to debut the new Megane family, which was previewed online a week before the show. The design of the incoming fourthgeneration Megane is heavily influenced by the bigger Talisman. The car will be built in Spain on the Renault Nissan Alliance’s flexible Common Family Module (CFM) architecture. Talking point Jerome Stoll Renault executive vice- president “Renault Group is considering a proposal for its Alpine premium sportscar brand to go global with a range of up to three vehicles. The world’s two biggest markets, the United States and China, are included in the draft plan that will be put to the board for a decision in early 2016”
Volkswagen
Toyota presented its fourth generation new Prius hybrid. As the brand’s first global model to ride on Toyota’s TNGA platform, the reinvented Prius adopts a polarizing design. Design niggles put aside, Toyota says the all-new Prius boasts a 60percent more rigid chassis wrapped around in a body which is now longer, wider and lower. The car’s fuel efficiency has also been improved by 10per cent. Toyota also introduced its Euro-spec RAV4 Hybrid SUV.Although entirely not new, Toyota showcased an updated version of its C-HR concept. It may be recalled that it was almost a year ago at the Paris Motor Show where Toyota introduced the first C-HR concept. The Nissan Juke rival now comes with a more toned down personality suggesting it has got series production potential. The final production version is scheduled to make an appearance in March next year at Geneva. 18
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Volkswagen took the covers off its bigger-but-lighter secondgeneration Tiguan compact SUV on the eve of the Frankfurt motor show. Four variants were unveiled, including a traditional model, an off-road-specific version and a higher-performance R-Line flagship. A production-oriented GTE plug-in concept was also revealed.
Bugatti Vision Gran Turismo Concept
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rom virtual to digital -- French super sports car Bugatti transformed its Bugatti Vision Gran Turismo teaser renditions into a real carbon-fibre racer specially for the motor show in Germany last month. While, the project was designed exclusively for the PlayStation video game franchise Gran Turismo, the concept comes at a time when all 450 units in the current Veyron series have been sold out. As a result, the Vision Gran Turismo concept project is being seen as a new chapter in the luxury brand’s history that hopefully will be greenlighted for production as the new Bugatti super sports car. For the creation, Bugatti has joined hands with Polyphony Digital, creator of Gran 20
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Turismo video game. In this game, the Bugatti Vision Gran Turismo will race in a class in which the racers typically bear no or little relation to actual cars and whose design is therefore far more extreme and performance-geared than that of streetlegal cars. Two points were important to the design team: first, the virtual car should have the distinctive Bugatti look and embody Bugatti’s values of “Art, Forme, Technique”, and, second, every vehicle component should have a real performance function. The virtual race car was therefore developed in close collaboration with the Bugatti engineers and is based on cutting-edge racing technology and aerodynamic analyses. Nevertheless, the car’s technical
features, like its design, are realistic, since the virtual project is based on the Bugatti development team’s latest simulation models of driving dynamics and aerodynamics. The engineers and the designers worked together meticulously on the project for six months. The expressive design of the Bugatti Vision Gran Turismo is marked by large convex surfaces, which contrast with concave transitions and strong lines. That lends the exterior styling precision and surface tensions of the highest quality. The proportions of the vehicle are athletic and design suggests planned for maximum performance. The cockpit lies as low slung as possible between the four dominant wheel housings and is fully enclosed by the muscular wings. The
After a few interesting teasers, Bugatti came to the 2015 Frankfurt Motor Show (IAA) well prepared with its Vision Gran Turismo concept. Is this the outgoing Veyron’s successor? Author: Chandan B Mallik
Le Mans has influenced the design of the virtual race car for Vision Gran Turismo in two ways -first through Bugatti’s impressive victories on the circuit there and secondly, this particular track with its long straights remains an emblem of top speed even today
extreme mid-engined proportions with the V-shaped front end and short rear overhang indicate powerful forward thrust even when stationary. The result is a dynamic, “ready-to-race” stance that gives the impression of immense power immediately at the ready. The designers have unmistakeably integrated the key features of the Bugatti design DNA into the virtual race car’s design. The side profile of the Bugatti Vision Gran Turismo features the famous Bugatti line, which not only divides the exterior into the signature twotone finish, but also plays an important aerodynamic role in cooling the vehicle. The virtual race car also features the most striking Bugatti symbol - the horseshoe on the front grille. It is positioned in the
centre of the central front air intake as a three-dimensional sculpture, and acts as a support for the front splitter. The horseshoe is flanked by the eighteye headlamps, which were specially developed for Bugatti Vision Gran Turismo. They also have an aerodynamic function, since they act as air intakes to cool the brakes. Another signature Bugatti design element is the centre fin, which derives from the legendary 1936 Type 57 Atlantic. The designers have used two versions of the fin for the Bugatti Vision Gran Turismo: one on the wings and rear side panels, where the fins enhance the design of the vehicle and the other running the length of the roof, where the fin makes an important contribution to the car’s OCT 2015
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dynamic stability. The kinematic system for the rear wing, which controls the air brake and the drag reduction system (DRS), is located here. An interesting detail on the roof is the NACA duct, which, with its contrasting light blue finish, is not only strikingly aesthetic, but is also the most aerodynamic way to bring air into the engine at roof level without creating turbulence in the inflow of the rear wing. The rear of the vehicle has a strong trailing edge which provides excellent driving stability, exhausts the hot air from the engine compartment and, no less importantly, unmistakeably shows the 22
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Bugatti has held the record for the world’s fastest street-legal production vehicle since 2010 with a speed of 431.072km/h and made its way into the record books again in 2013 with the world’s fastest production roadster, clocking 408.84km/h
virtual competitor that a Bugatti is getting ahead and away from them. Just as with the exterior, no comprises were made when it came to the design of the vehicle’s interior. The striking centre fin of the roof is echoed in the interior, where it divides the cockpit from the rest of the interior and merges with the central console below. The interior picks up the two-tone finish of the outer shell. Every aspect of the interior is geared to racing. All indicators, displays and controls, which are positioned where a racing driver would expect them to be, are easy to read and can be reached in a split second.
There are two displays for the driver, both of which are convex for improved readability in line with state-of-the-art design. The display on the steering wheel shows all the relevant vehicle information. The second display is located on the steering column and combines the images from the three cameras mounted on the exterior of the vehicle to provide the driver with a better overview for an even safer driving experience. All displays in the cockpit are backlit so the driver can see the information easily. No mechanical details have been released and a high performance W16 engine-based powertrain is expected to be fitted.
Where did the influences for the concept originate? In its design, the Vision Gran Turismo pays direct homage to the brand’s great racing tradition of the 1920s and 1930s, in particular its victories in the 24 Hours of Le Mans race, and is based on cutting-edge motor sport technology. Historical inspiration for the modern virtual race car for Vision Gran Turismo came, in particular, from the Bugatti Type 57 Tank and its victories in the 24 Hours of Le Mans races in 1937 and 1939. The Bugatti Vision Gran Turismo will race in the classic blue two-tone finish of the Type 57 G Tank, which was the winning car in 1937, while also evoking the colour of the historic French race cars of that time. Blue has been the Bugatti brand colour ever since. Company founder Ettore Bugatti was the first car maker to build street-legal versions of his compact and lightweight race cars, which he sold successfully to amateur racing drivers following victorious weekends on the track. The Type 35, probably the most successful race car of all time with over 2,000 victories and podium finishes in its day, is the most prominent example of that phenomenon and continues to embody Bugatti’s racing legacy. At the same time the virtual project also previews Bugatti’s future design language. OCT 2015
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2016 Nissan Maxima
Maximising potential
Nissan brings back its Maxima sedan as a generation VIII model for MY2015 with a promise to invigorate the segment befitting its tagline. Automan was among the first media invitees from the region to check out the car in Dubai last month Author: Chandan B Mallik | Photography: Jorge Ferrari
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orldwide, the D-segment sedan segment has been often been overlooked as the industry seems to think that new model introduction is just a mere formality. Occasionally, a carmaker does try to introduce a new concept and package, and depending on the timing can make the best out of it. The Taurus by Ford was one such example, which when launched in 2008, sort of rekindled the interest in the segment which is currently occupied by a host of sedate models ranging from Toyota Avalon, Camry, Honda Accord, Chevrolet Impala, Lincoln MKX among others. Interestingly, Honda and Toyota decided to use refreshed styling and feature upgrades as their key weapon to keep consumer interest in their respective models, while Ford’s representative got totally outclassed with the arrival of the all-new Chevrolet Impala in 2014. For Ford, it was a peculiar situation considering it started quite well with the Taurus. The model did garner a lot success and industry accolades, but somehow Ford underestimated domestic competition. To some extent, we think Ford itself is to blame for losing the Taurus plot by focusing too much on just efficiency technologies alone. And by the time it realised it was losing out to competition, 24
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it was too late. Ford did attempt to give the Taurus a new lease of life with its performance-oriented SHO version, but it was deemed too late for damage control. Meanwhile, for Nissan it was time to get the Maxima back in the game. The Gen VII was got lukewarm response as it was seen as a clone of the Altima and for the brand it was important to break that image stereotype. Nissan was also in no mood to give up the Maxima badge heritage just like that and let it slide into the oblivion. With a refreshed mind and clear cut vision for the incoming Gen VIII Maxima, Nissan began teasing the media and audiences with a dramatically styled car which it then referred to as the “4-Door Sports Car� concept. Well, for Maxima aficionados, that was great news because Nissan had strongly indicated that it was going back to its roots with this new car evidenced by the fact that Nissan used this tagline in the third-generation model which was sold in early 1990s. The large sedan concept was presented for the first time at the 2015 New York International Auto Show and it did generate a lot of interest. Among first things noted that it did sport new design language cues and signature influences from other models. Highlights include the V-Motion front end, signature boomerang
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Murano-inspired, kick-up C-pillars, coupeinfluenced floating roof and personalised detailing like the lettering 4DSC [“4-Door Sports Car”] etched into the headlamps. The interesting fact is that the sheetmetal of car has been dramatically transformed a muscular one with bulges, strong creaselines, front wheel drive proportions which together give it its standalone profile. By any measure, it is a remarkable design feat considering the car is built on the current Altima’s platform. With both cars parked next to each other, the differentiation becomes much clearer. And to support the stance, there are some dimensional differences too. The new Maxima’s roof is 1.3in lower than the last generation, while the body is 2.2in longer. The car’s stiffer by 25percent platform sports a 109.3in wheelbase and around close to 40kg lighter than before. Overall, the car is 192.8in long and is 56.5in tall and the car definitely looks sharp, low and aggressive. Considering that the first job [exterior design] was successfully accomplished, interior designers set out to give it a befitting treatment and a lot of inspiration came after a visit to the Blue Angels [officially known as the US Navy Flight Demonstration Squadron] in Pensacola, USA. As a result in the spacious cabin, one can find specific design elements like the raked visor windscreen and dual panel panoramic moonroof which strongly echoes the canopy feel of a fighter jet. As with this America-built car, there are some old-styled features like the foot operated parking brake, but the rest of the design is quite modern and attractive. The 26
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layout of the dashboard is striking with its higher than usual centre console, flatbottom steering wheel, large instrument gauge cluster and centre console controls angled toward the driver. The gear shifter lever itself is shaped to resemble an aircraft joystick and the push button start for the intelligent key has been moved to the console itself. The start button pulses when the driver enters the cabin. Also located on the console is the Display Commander switch, which allows for
Sporting an athletic body redesign, the new Maxima features Nissan’s “FourDoor Sports Car” positioning, a return to a marketing term used on the Gen III J30 series [1988-1992] fingertip control of the center display information screens. And, a special media bin is place forward on the console and includes two USB and auxiliary ports, along with room enough to hold an iPhone® 6 Plus. The feature pack offered will vary according to trim level. For instance the top-of-the-line SR grade cars get premium Ascot leather with diamond-quilted Alcantara seat and flat bottomed steering
wheel with inserts; “Liquid Chrome” faced interior trim finishers and unique, 19in wheels and aluminium pedals. Meanwhile, premium technology features which are being offered for the Maxima include an 8.0in colour display features multi-touch control for intuitive smartphone-like gestures such as swiping and pinch-to-zoom. The system is paired with a standard 7.0in Advanced Drive Assist Display [ADAD] within the instrument cluster. Although Nissan hasn’t said this officially, the car does get some features in its packaging which till now are usually found in luxury cars and include things like power tilt/telescoping steering wheel, keyless easy entry, around view monitor, remote start and a powered rear sunshade. And depending on grade, the car weighs between 1,574 and 1,582 kg. That’s not all, the materials used – including plastics are top quality in touch and feel, fit and finish is close to luxury class vehicles and the NASA-inspired zero gravity front seats are both sporty, comfortable and offer appropriate lumber support. In terms of space, the rear can accommodate average-size adults with just enough head- and legroom. However, due to the sloping roofline, taller passengers will find noticeably less backseat space than the Altima. Powering the car is revised 3.5-litre V6 normally-aspirated engine from the VQ35 DE family. Nissan claims that the engine has been reworked with over 60per cent new parts. Some engineering inspirations have been borrowed from high performance machines like the GT-R. A
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redesigned intake manifold and valvetrain [including sodium filled exhaust valves to reduce combustion chamber heat] improve the engine’s airflow and help it produce 300hp and 261lb-ft of torque. For transferring this power to the front wheels one would have expected a cogged set-up considering the fact that the car is being promoted as a 4-door sports coupe. But, that’s not the case and instead Nissan have mated the engine to Xtronic CVT transmission. And to ensure some driving thrill, the this CVT set-up gets a wider ratio range [which should allow for stronger acceleration from a standing start] and an all-new D-Step shifting logic that Nissan says provides faster shifts at high throttle openings. The chassis set-up varies between the grades and since no specific details were provided during the technical presentation, we assume it’s a carried forward set-up from the outgoing model. Even in that edition, the set-up was modern and included all-round independent set-up with MacPherson struts up front, multi-links at the rear with stabiliser bars at both ends. The top end SR models get a sport-tuned suspension package which includes Yamaha chassis performance damper; an integrated dynamics control module with Active Ride Control, Active Trace Control and Active Engine Brake. All variants come with a range of active and passive safety/security features. Driving aids include Predictive Forward Collision Warning [PFCW], Intelligent Cruise Control [ICC], Forward Emergency Braking [FEB], Rear Cross Traffic Alert [CTA] and Blind Spot Warning [BSW]. In the top-of-the-line SR grade, Driver Attention Alert [DAA] system is offered. The system monitors steering input patterns to establish a baseline and helps alert the driver when drowsy or inattentive driving is detected.
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Driving impressions The first thing we did note in this car inside is that this was comfortable and spacious with a pleasant wrap around effect. The outward view is clear and despite a raked windscreen, the front occupants sit fairly protected from the elements. The engine note is smooth at idling and once put into gear it moves like a cogged set-up. Usually cars with CVT set-ups are boring to drive [with the exception of a few models from Audi or Subaru] as in the driving experience there’s this very irritating engine droning note which most CVT’s deliver under hard acceleration. In normal drive mode, the car behaves quite normally and the car takes off nicely, although not as aggressive as in the GT-R. When in Sport modes, Nissan’s “D-Step Programming” appears entertaining as it does able to convey the sensation of shifting gears during aggressive driving. The CVT’s shift logic becomes more aggressive at full throttle, anticipating the need for renewed acceleration during intensive cornering. Paddle shifters in the SR version let you manually select ratios. The key standout feature out here is that none of the drone effect associated with CVTs is experienced as Nissan engineers have used Bose noise-cancelling audio system and acoustically laminated windscreen glass and front windows quite effectively to filter unwanted sounds coming in the cabin during normal driving situations. While, active noise cancellation effectively dampens harsh sounds to some extent, the engine as expected gets a bit loud at higher revs. In general the car doesn’t feel underpowered and it will do the 0-96km/h sprint in 6.2secs [5.9sec in the SR]. While the car’s electric power steering typical of the set-up lacks the sharp feedback of say the GT-R. Despite 61.4 percent of the weight residing on the front axle, it is quite light and the car feels
neutral most of the time. The steering delivered good linear feedback and on most roads we drove the car and we can say that the incoming Maxima does ride and handle much better than the Altima. Our only niggle is that the Maxima’s frontwheel-drive layout limits its capabilities of a sharper sport sedan as some torque steer can be evident and the car begins to lose its composure in tighter corners, where the tyres easily surrender their grip. And then you have an overly aggressive stability control system which also interferes and resists quick transitions and acceleration out of corners. However, of the grades driven, the SR version is our choice for sporty performance. Its chassis set-up is slightly different than its siblings and appears tighter and we think the two steering effort levels [Normal and Sport] are best suited in this set-up for most onroad driving situations. This is evident in the way the car handles as it is helped by tauter front shocks and stabilizer bars, as well as monotube rear shock absorbers. A chassis damper stops the stiffer suspension from transmitting too much unpleasantness from the road and the larger 19in wheel combo offers better grip than the standard 18in combo. Verdict The completely redesigned for 2016 Nissan Maxima represents the brand’s largest sedan. Although, it is longer and lower than the outgoing model, technically it will be considered as a midsize sedan. While it is not a true a four-door sports sedan but its dramatic styling, comfortable cabin, and extensive list of features make it a compelling choice in a segment which has traditionally been seen as mundane. The best part of the Maxima is way it has been packaged to narrow the gap between the mainstream and luxury sedan segments besides attractive pricing points. Prices begin from US29,999.00 in this region.
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Hyundai Tucson
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How to win customers and keep ahead That, in a nutshell, is what Hyundai is achieving in its move to upgrade the Tucson to generation three. We have our first run in with the car at its media reveal on the island of Gran Canaria Author: Raj Warrior
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t the outset, let’s admit that we were as confused as anyone else when we were invited for the launch of the third generation of the Tucson. Yes, we had been tracking it as it the transition in family look happened under the direction of Peter Schreyer, who over the past couple of years has made the move to heading the consolidated Hyundai-KIA group a matter of stamping his design ethos. In the meantime, Hyundai’s fluidic sculpture design theme has also transitioned to its version 2, while the new hexagonal grille has migrated across various models. But, and here is the clincher, is the Tucson only in generation three? It seems a lot more than that. At the heart of it could be the whole idea that Hyundai has set up a model churn that has foreshortened the time taken for a new model to replace a current one. But in the case of the Tucson, we are currently on approximately five years for a generation, seeing as to how Gen 1 debuted in 2004 and Gen 2 in 2010. Each successive generation has built on the virtues of the previous, raising the model up the value chain while meeting and exceeding competition in its price
bracket. For any perceived shortcomings about the Elantra-platform based Tucson, it is a hit in all respects. That’s why the replacement had to be rather unique. It comes at a time when the engine-size downtrend is gaining momentum. The genre of the small SUV has set in well and the typical (for our region at least) 2.0- and 2.4-litre variants cover a wide segment of buyers, from those seeking a value alternative to a midsize car, to those trying to communicate a lifestyle. The answer was to concentrate on making the car visually distinct, carrying over the virtues of the existing platform, while suitably strengthening it so as to make it future proof and packaging the new design with a set of features that put it ahead of its target segment. This is how we would see the generation three tagged. The family look is very strong – so strong in fact that between the new Creta (built on the i20 platform variant) the Tucson (off the i30) and the Santa Fe (yes, the i40 variant) you are now offered a choice of Small, Medium and Large of what looks like the same SUV. Of course there are differences, as can OCT 2015
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be seen in the fascia and around the foglights, with the profile of the Tucson offering the sleekest interpretation of the two box form. This builds on the slightly longer wheelbase (30mm longer than before) and being 65mm longer. The profile lines, with the Schreyer treatment of the greenhouse then leads into the sleek feel further. As the roof tapers off post the C-pillar, you almost expect a fastback like drop-off. This results in a small rear window. Now throw in an almost Audi like treatment of the taillight assembly and you have a car that looks faster going away than coming. The interiors have seen the largest improvement. All touch and feel surfaces are really benchmark setting, with the latest generation of operating system on-board. The new cockpit type cabin gets a large central screen with hi-resolution colour display (linked to camera and navigation where provided) and a glossy black-on-black centre console, with switches for hill descent control, AWD lock and drive modes. The drive modes are centred on steering feel and gearshift response and remind you of the modes that have been seen in the Santa Fe and Sonata as well. The steering variability is dialled in by intensity of electric power assist. 32
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The front suspension features a McPherson strut system, with a new rebound spring and four bush mountings on the subframe to enhance comfort and reduce NVH. The multilink rear suspension system is improved to enhance overall dynamics. Like the front, the rear subframe receives four bush mountings, while the upper and lower suspension arms are increased in length to enhance overall suspension performance. Hyundai Motor claims to have developed every element of the chassis to enhance high-speed and cornering stability, while also maximising the benefits of the long wheelbase (2670 mm) and wide track to optimise ride and handling characteristics. The new set of features available on the car also includes Blind-spot detection, panoramic sunroof, a new sound system and new second row seat mechanisms. And the body structure has undergone a major upgrade with more than half the metal used on it in the form of ultra high strength steel and tailored blanks, resulting in an increase in stiffness by 48% over the previous platform. Wheel sizes also go all the way from 16” at the entry level variant to 19” on the very top offering. Combine that with a range of alloy wheels (and we dare say a steel
wheel design for the 16”) and you have a good range of looks for the profile. While a whole crop of engines were on display at the launch, the most interesting of the lot may not actually make its way to the region; the 1.6-litre turbocharged petrol engine does all that you would expect from a turbo – ample available torque, quick revving and mates well with the six-speed automatic and manual gearboxes. The catch is that the setup is very Europe centric with perceptible turbo lag. European drivers are too used to compensating for the lower rev band. Here in the region we will debut with the 2.0-litre NU engine and the carryover 2.4-litre we have in the region. There are certain technologies that debut with this model that may or may not reach our region. For instance the turbocharged engine is partnered with a 7-speed DCT gearbox that is newly developed. Also the car’s systems get automated emergency braking, crosstraffic warning on the rear-view camera and lane-assist. And the sound-system partners well with an IPhone, complete with Bluetooth streaming and two 12V power sockets in the front. We can only hope that most of these technologies will reach our shores.
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2016 Chrysler 300S
F
iat Chrysler Automobiles [FCA] has a lot on its agenda these days. Among key priorities are things like improving perceived quality of cars by using better materials in trims and bring build quality tolerances to accepted global levels for its cars cutting across brands. For achieving this goal, FCA has made key investments in places where it matters and has even deputed a quality team to oversee the effort. The results of these initiatives are beginning to show across models in the line-up, particularly in the Dodge-Chrysler brand portfolio. When it comes to sedans, usually, rearwheel drive, athletic moves, alluring looks and room for five aptly describes a BMW 5 Series, Mercedes -Benz E-Class or a 34
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new car from America that I had for the long weekend, the Chrysler 300S. The car comes at a time when the 300 family has been refreshed for the nameplate’s 60th birthday. Among Chrysler’s current line-up of sedans, the 300 sits on the top as the fullsize flagship sedan representative. It offers the boldest styling in the segment and for 2015 Chrysler has tweaked its exterior a bit and made it even bolder. The car now gets a redesigned front and rear and features a larger, more imposing front grille which is 33percent larger than the predecessor. By doing so, Chrysler has effectively killed the aftermarket for fake Bentleyesque grilles for the new 300S. Besides the redesigned signature grille, Chrysler
has made slight tweaks on some of the exterior components. Other kit includes 20in black cast aluminium wheels, body colour exterior mirrors and door handles, contemporary LED fog lamps, black headlamp and LED taillamp bezels, a black winglet grille with black chrome surround, gloss black window moldings and the Chrysler wing badge with black accent. Our tester which came with the 5.7-litre HEMI V8 engine is offered from the factory with sculpted side sills and a distinctive bootlid spoiler. The upgraded detailing has given the car a cleaner-meaner look and to be specific more in line with the upcoming Chrysler 200 that is already available in the US markets but yet to reach this side of the shores.
Getting sporty in the lap of luxury
The Chrysler 300 sedan line-up has been revamped inside out with interesting features and a new nomenclature. Automan checked out the ‘S’ version in UAE. Author and photography: Nabeel Ferzan
The interior, according to Chrysler has also been looked into and designers think it is the best interior yet for the 300. They describe the 300’s interior as full of contrasts between old world charm as it now comes with handcrafted touches and new, modern cues. New colours and tasteful accents fill the cabin. The tester featured Nappa leather-trimmed performance seats in ambassador blue/black with accent stitching and embroidered “S” logo. And much like its luxury brethren, the power seats offer lumbar adjustment. Piano black accents have been used in several touchpoints throughout the interior. Stylish front seats are comfortable, well-padded and offer very good lumber
support. The rear feels more lounge-like than those found in competing vehicles such as Ford’s Taurus. Rear occupants get generous leg and headroom, which is on par with the class leaders. Convenience features include two USB ports in the rear of the centre console. There’s a new steering wheel, a new colour driver’s display and an updated version of Chrysler’s user-friendly Uconnect infotainment system. The car’s instrument cluster sports a new digital TFT display which conveniently sits between the blue backlit analog speedometer and tachometer. It gives out a variety of information -- speed, navigation instructions, vehicle information and more. While the display is large and easy to read, the trip odometer and speed displays are on separate screens, preventing the driver from seeing both at once. The configurable display is quite striking and the UConnect interface is straight forward and easy to learn on your very first try. The sound quality of the Beats audio system with subwoofer is top
class. The car is practical too. While the boot is quite large, cargo space remains unchanged at 16.3c-ft, which is less than both the domestic compatriots Chevrolet Impala and Ford Taurus. Of the two sibling brands, Dodge is seen as performance and Chrysler as luxury. But with the 300S, Chrysler attempts to offer a bit of both and thanks to the inhouse tuner-cum-performance arm SRT, this has been made possible. In the US, the 300 is available in four trims: 300 Limited, 300C, 300S and 300C Platinum. In the Middle East, 300C, 300S and the SRT8 are the designated models. Underneath the sheetmetal, the Gen II 300 uses a modified version of Mercedes E-Class platform and this platform originates from the alliance days and continues to serve even after Daimler parted with Chrysler. However, Chrysler and Dodge engineers have reworked key components in the suspension and its support hardware to suit the individual requirements of both brands. The ‘S’, our tester for Middle East markets OCT 2015
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gets shoehorned a fire-breathing 363bhp 5.7-litre Hemi V8 mated to an upgrade from five-speed to eight-speed ZF-sourced automatic gearbox. Interestingly, there’s another noticeable change with this setup. To operate the transmission comes a Jaguar-like rotary knob controller instead of the traditional gear shifter which was in service till the 2014 model. Chrysler claims that the knob is easy to use and opens up more space in the cabin, creating an airy feeling between driver and passenger. This we found a bit odd of an arrangement in a sports sedan and its justification! However, steering mounted paddleshifters are there for those who prefer the manual Tiptronic mode. What differentiates the 300C and 300S is essentially in the suspension department. The new sport mode addition in the V8-powered models [including the
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In the US, the 300S gets a 300hp version of the V6 engine with cold-aid induction. The Middle East versions of the S are powered by a 363hp 5.7-litre Hemi V8.
300S] actually adds another dimension as it is programmed with enhancing performance and handling parameters. Drivers can choose between the settings and immediately feels the adjustments to steering, throttle and shift points. In sport mode, we found the Chrysler 300S
felt more agile on tight corners. The 300S is offered with sport-tuned suspension and sport tuned-exhaust with baffle management system. Active safety features on the 2015 Chrysler 300 is at par with most luxury brands. Kit includes adaptive cruise control, which can bring the car to a full stop, and can even automatically get the car moving again in stop-and-go traffic (provided the car is stopped for less than two seconds at a time). Forward collision warning will fully stop the car at speeds of less than 20 mph, and lane departure warning with lane keep assist will steer the car back into its lane if the driver accidentally veers. Sensitivity for all of these features can be adjusted; they can also be turned off completely. Driving impressions We have driven several Chrysler 300 models in the past in this magazine and we
can vouch that the 5.7-litre Hemi V8 in the 300S is another beast. This engine offers more power and thrust for effortless movements, even with the tighter sports suspension set-up, we could feel the big V8’s added weight on winding sections of roads. The reason why the 300S performs well is chiefly because of its rear-wheeldrive architecture, and sports suspension set-up which in turn makes the car more capable and allows it ti handles demanding roads much better than some of its competitors. The car’s 8-speed automatic transmission is extremely smooth and shifts are nearly imperceptible. Yes, you can feel it when a surge of power is demanded for overtaking at highway speeds. Most of the time, the transmission cruises in a high gear for fuel economy, so to extract that extra oomph, one needs to dial-in sport
mode. And then the fun begins when you upshift or downshift using the steeringwheel-mounted paddle shifters and enjoy the extra torque from revised transmission ratios – you actually lose one gear as top gear becomes overdrive and hence it will only show the seventh gear on the display screen. Among the current genre of electric power steering set-ups in cars sold these days, the performance in the 300S would easily top the charts. The weight is perfect, feedback is entertaining, it feels smooth and comfortable, and most of all perfect for a car of this size and weight. The 300S achieves 0-100km/h in about 7.5secs – brisk for a car that is this size and weighs northwards of 1,900kg. Although the 300S is a big car, it’s quite agile to handle and does not feel overtly heavy or detached. The 300S sports a firmer
suspension compared to the outgoing model but its ride quality is comfortable and composed for the most part. For those who spend a lot of time on the road commuting up and down the Abu Dhabi – Dubai highway, the 300S is quite and tracks confidently over any long distance travel. Verdict Just like the driving dynamics, the cabin materials in the 2015 300S are good, but don’t expect the likes of BMW and Audi. But considering that owning a Chrysler takes much lesser bite out of your wallet, one can live with the quality available and so is the interior fit and finish compared to cars in the similar price range. The driver and passenger seats are huge and offer good side and lumbar support and are extremely comfortable to sit in for long hours.
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Getting a lot more from less Turbocharging brings a whole new character to the entry-premium IS sedan. For the 2016 model year onwards, a new 2-litre turbo replaces the 250. We put the car through its paces Author: Raj Warrior | Photography: Elvis John Ferrao
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T
he charm of a rear wheel drive sedan is in its innate sense of connecting with the road better, especially when seen from the eyes of an experienced driver. From power-on takeoff where the rear of the car sits down as the power spools in and hits the road, to the way the front axle is free of the chores of power transmission, allowing you a better feel of the car’s steering, rear wheel drive is a territory that populates a specific region of the car universe. Now for a second, let’s look at offerings of this genre to the regular sedan user. Put aside the pony and sports cars and you’ll see that most of the rear wheel drive platforms are offered in the price segment above $30,000 dollars. Harking back to the slightly more cumbersome and costly production process, no doubt, but the idea that’s communicated is that if it’s rear wheel drive that adds a little bit of cheer to your daily commute then you need to be more than ordinary. To a large degree, that’s what keeps Lexus in an interest zone for even the hardened autobahn-dweller. Two mainstream sedans – the IS and GS have the genes of tearaway hits. And now Lexus offers them in F-Sport versions or straightforward Fs. They know exactly what’s been missing out from the gene pool so far and the equation is getting firmly loaded the other way. For that, all you need to do is spend some quality time with the IS with its new, smaller, yet somehow revelation-inspiring engine. The IS has been a model that Lexus has used to make inroads in markets that were more attuned to the 3-series and C-class. After all, cars from the German 40
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duo have typified the RWD executive sedan for generations. So the benchmark is clearly set while the endgame continuously evolves. How do you make an executive sedan that captures the essence of the segment definers, while beating them in packaging? For that’s what the IS does. The current model year upgrade for the IS carries the longer 2,800mm wheelbase of the platform (over the previous generation) without losing its compact, aggressive stance. Leading in from the new iteration of the spindle
Advanced VVT-I uses fine control of valve opening and closing timings to allow the cylinders to switch between Otto cycles where they deliver more power and the Atkinson cycle where efficiency is boosted. grille that stands out with its chrome framing and the matching notched LED daytime running lights that draw your eyes into the logo. There is no attempt to add any faux beauty to the fascia – the communication is about sleekness, tautness and implied motion. The message is emphasised by the swept out fenders. In profile the car continues the use of this minimalistic design technique. A character of flight is added by the use of
an upswept ridgeline heading off from the floor-pan to the taillights, while the ever so slightly rising shoulder-line defines the fore-aft component. The sides use the play of light over their undulating form to add depth and avoid any slab-sidedness. The traditional measure of stance proportions show a short front overhang partnered with a shorter than expected rear overhang. Adding to the feel of long wheelbase in compact overall dimensions of 4,667mm length and 1,430mm height, the stock 17” wheels more than fill the wheel-wells. There are also two 18” sizes available, one for the exclusive grade and the other reserved for F-sport. The interiors of the IS also tend to a sportier feel than opulent. Beginning with fabric seats with some leatherette zones, to a dark dashboard and matching plastic treatment (matched with appropriate use of brushed aluminium look and just a hint of chrome). The steering wheel is the compact unit that we have so loved – sized just right, the leather feel and the use of alloy gearshift paddles goes well with the matching brushed alloy feel of the lower spoke of the wheel. The layout of every button on that wheel has been thought through – after 15 minutes on the road, we no longer needed to look at any single button to hit the correct function. And the electric power steering just manages to stay in the territory of engaging without getting boring. The platform uses the extra three inches of wheelbase wisely in offering more legroom both for the front and rear rows. The rear row is still very reminiscent of the genre of the compact sedan, with the cosy seating and tighter entry and
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egress, but it beats the competition for comfort. The front row feels so cockpit like, with the sweep of the broad centre console hiding the bulk of the tunnel. The instrumentation is nicely handled, whether it is in the form of the large dial of the drive modes or the rotary controller of the system. These are staggered away from each other, with the drive mode knob sitting south of the gearshift lever, while the haptic feed controller is to its right. The air-conditioning and audio controls occupy a very familiar zone below the central a/c vents, but there is nothing traditional about the treatment. Temperature controls are by way of a chrome strip on which you slide your finger to select to take it up or down. In the Classic variant that we drove, the 7” screen offers everything but the navigation, though that is made up for from the grade above. That’s where you also get an ambient lighting package that should be interesting. However, from this grade itself you do get mood lighting for the console that is linked in with your choice of drive mode. From the regular blue and green of normal and eco mode to the red of sport, you know exactly what’s happening. While eco mode is in some ways all-pervasive as it shifts your gears to the highest possible while tuning engine performance for better efficiency, a touch on the manual selectors drops you out of it. But then, the prime reason a smaller volume turbocharged engine has been selected is for the virtues of economy. Which brings us to the engine. This newly developed engine has already seen
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the light of day in the NX. The idea of combining a smaller capacity engine with turbocharging isn’t new – but Lexus is now making the best of its late entry. The technology that debuts in this engine is amazing. See the package – a twin-scroll turbocharger, with intercooler and paired to an eight-speed gearbox. Combine that with a targeted fuel delivery system that uses both direct-injection to the cylinders while feeding the port. Advanced VVT-I uses fine control of valve opening and closing timings to allow the cylinders to
How do you make an executive sedan that captures the essence of the segment definers, while beating them in packaging? For that’s what the IS does. switch between Otto cycles where they deliver more power and the Atkinson cycle where efficiency is boosted. A key feature of the latter cycle is the inlet valve remains open for a time during the compression cycle in order to boost the ratio. Using the flat torque delivery of the engine with the spread of eight gears is almost like overkill on this sub-1,700kg car. The engine peaks out at 241hp, while the torque is 352Nm all the way from 1650 – 4400rpm. It is almost as if the minute the turbocharger actually hits full stride, you get all the torque you want. But that’s the point at which you notice that perhaps
the car could do with a small supercharger too – although that ideally would be the territory for the IS-F. The turbo lag as it hits the zone is perceptible and you either end up pushing the car down a gear in anticipation of try to leave the drive mode in Sport for as long as possible. That’s the only niggle in what is otherwise a flawless drive. Weight distribution is noticeably front-loaded although as close to a perfect balance as possible. Turn in at curves is accurate, keep the car a gear lower than it wants to be and you feel the tail respond exactly as it should and weight shift across the axis is more than handled by the tight suspension. In all of this the engine note remains muted and only hits a rasp when you keep the rev counter above 5,000rpm. If that was the only cheer the car offered we would still be arguing over its competitiveness. But seeing the entry package is enough to understand how Lexus is making inroads into this keenly fought over segment. Vehicle Dynamics, traction control, stability control, airbags all-around including for the knees of both the front-row occupants, tyre pressure warning; it packs the goodies in. Then, as you go up the value chain, you can get the eight-speed sports shift transmission and the 15-speaker Mark Levinson audio system that sets the interior of a Lexus cabin apart. This time Lexus has quite unsurprisingly bettered its own offerings by moving to this smaller engine. If you are an eco-loving earthhugger at heart, the car makes as much sense as it does to the putative race-car driver in you.
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2016 Toyota Hilux pickup
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Worth the wait
Between generations, it has taken Toyota Motor Corporation almost a decade to prepare an all-new successor of the long-serving Hilux pick-up truck. Automan checks out the Gen VIII truck in some of the toughest operating environments in and around Oman Author: Chandan B Mallik | Photography: Elvis John Ferrao
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nce in a while for motoring journalists like us who spend a lot of time behind cars and SUVs, it’s nice to take a break from a standardised routine. When Toyota’s Oman-based official importer and retailer offered us an opportunity to check out their all-new 2016 Hilux pick-up truck, we took it as a blessing in disguise. Why it interested us is because it’s a global bedrock model that is sold in 180 countries including Middle East and secondly to see how the Hilux has evolved over the years. The first four generations, the Hilux was a basic point A-B pick-up truck. Generations V and VI began factoring in the consideration that owners were also using them as their 46
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Toyota’s Gen VIII Hilux appears softer and more refined, a trait which is expected to help lend a wider appeal among existing and new buyers weekly transportation and for other leisure duties. The outgoing Hilux [Gen VII] was one of the three beneficiaries of Toyota’s IMV [International Motor Vehicle] decade
old platform project. The IMV chassis for these multiple applications was based on a modified version of the 2005 Tacoma ladder frame which itself was based on the 4Runner. The other two IMV vehicles based on this architecture were the Innova MPV and Fortuner SUV and it’s no coincidence that Gen VII of the HiLux exhibited its closeness to its siblings. When the IMV project was initiated, Toyota also shifted the Hilux production from Japan to other Asian locations. Since then, the Hilux for Middle East are sourced from Toyota’s production facility in Thailand. That Toyota took almost a decade to come up with a successor is not so surprising
considering the speed at which car and SUV makers introduce new models these days. And given the profile of the Hilux, a usually conservative Toyota did not want to stray away too much from the core values of this utilitiarian truck, while appreciating the gaining popularity of lifestyle models. Therefore, among the jobs was to try and bring in an acceptable solution that appealed to both sections of consumers. In addition, besides Asia, Australia and Middle East markets, the new Hilux is also planned to be sold in the US for the first time where it will be sold alongside the slightly bigger Tacoma. The Gen VIII Hilux was officially released simultaneously on
The Hilux has gained a reputation for exceptional sturdiness and reliability during sustained heavy use or even abuse, and has been referred to as ‘The Indestructible Truck’ by several automotive TV shows
May 21 this year in Bangkok, Thailand and Sydney, Australia. While, the time-tested IMV platform has served nicely for almost a decade and for the incoming Hilux just upgrading the chassis would have not served the pickup’s new profile and job description. Underpinning the new Hilux is an all-new frame that features fully boxed rails and larger cross members. Core feature of this chassis is the increase in torsional rigidity, which is up by 20 per cent, while side rails and cross members are up to 30mm thicker now. In its construction, the HiLux’s structure makes greater use of high-tensile and galvanised steel while the upper body has 45 per cent more welds. OCT 2015
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The pickup is now 70mm longer and 20mm wider and slightly lower in height than the outgoing model. The vehicle is offered in both single, crew and double cab versions in both 2WD and 4WD versions. The Hilux now looks more mature and refined as it carries a completely new exterior design. The front face now gets a corporate-styled large grille surrounded by LED headlamps with daytime running lamps in the top SR5 grade. The rear bumper has also been redesigned along with the taillamps and the Middle East versions get quite a few chrome accents on the bumpers which also double up as fog lamp housings. The mudguards have been designed to accommodate 16-, 17- or 18in wheels. The rear bumper step of the style side dual cab models is lower and deeper, while the reversing camera is integrated into the tailgate handle. The biggest surprise for existing users of this vehicle is when they step inside the cabin which has been tastefully redesigned to offer both practicality blended with creature comforts of an SUV. Our test vehicle came with top specs and it included a tab-styled a touchscreen with haptic feedback buttons for displaying functions in the infotainment system. While The CD/DVD slot sits on top, upmarket brushed aluminium trim brightens up the cabin, as does unique stitching on the seat cushions. The
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steering wheel gets plenty of controls and the gauge cluster is easy to read and is free of clutter. Below the main screen are the HVAC controls and appear easy to use with two knobs for fan speed and temperature, with simple buttons for the main functions. The 4WD version comes with an electronic rotary switch and like before, the pick-up offers an electronic locking rear differential. While occupant comfort features are impressive so is the overall interior packaging which has greatly been improved and is evident from clever space management -- shoulder room is up 19mm, headroom is up 8mm, seat height up by 15mm and rear knee
The Gen VIII pickup truck is said to still carry all the rugged reliability that makes a Hilux a Hilux, while adding more creature comforts and interior refinements room is also up by 35mm. Powering the tester was a carryover 164 hp 2.7-litre normally-aspirated 4-cylinder
petrol engine mated to 5-speed manual transmission. Toyota says the transmission hardware is new and it comes with rev matching technology [better utilized in diesel variants]. Besides, all-wheel-drive versions get new electronic differentials that ensure the new Hilux is equally capable off-road as the outgoing model. One of the demands from existing users was to improve steering response, wheel articulation and stiffening the chassis to counter any flexing tendencies with payloads. On the suspension set-up side, while the maximum pay load capacity of up to 1,240kg has been factored in, the ride quality has been improved with a a double wishbone configuration with a stabiliser bar resides at the front end, paired with a leaf spring rear armed with two shock absorbers on each side. The articulation improvements are mostly at the rear where the leaf springs are now 100mm longer and mounted wider for SUV-style. Meanwhile, the attachment point of the rear suspension to the frame has been moved 100mm forward and 25mm lower.This set-up, according to Toyota for the HiLux promises to retain its inherent ruggedness and hence coil over set-up was not considered and helps balance the payload and towing performances. Driving range has been increased by virtue of a larger fuel tank, and despite slightly
lowered chassis, there’s more underbody protection than before. A full suite of active and passive safety measures are available in the HiLux, including stability and traction control, ABS, reversing camera, airbags and hill-start assist as standard across the range. Driving impressions The first thing that strikes is the overall all refinement. The higher hip point allows for easier access and better visibility. On the move, the revised 2TR-FE 2.7-litre four-cylinder naturally aspirated petrol engine offers lot of grunt and doesn’t feel stressed in normal driving conditions. The modest boost in its output is well put into use and the torque of 240Nm seems
adequate. That some effort has been gone in noise, vibration and harshness (NVH) management is evident from the SUV-like quietness in the cabin. While the new underpinnings have bought in more rigidity in the structure, there’s better steering response than before and the overall ride quality mimics that of a SUV. And very much like a mainstream 4x4-biased SUV, the electronic control systems are very simple to use and tuned for more effective operation on gravel and during off-road driving. The ground clearance of 279mm we noted was quite capable during the wadi bashing exercises aptly assisted by superb approach and departure
angles. The Hilux takes advantage of its long 3,085mm wheelbase and relatively short overhangs with ease. But more importantly, with rear-wheel articulation which is improved by up to 20 per cent and the rear differential lock makes the off-roading jobs appear quite simple. Verdict The new Gen VIII HiLux is remarkable for the way it inspires go-anywhere confidence, advances its role as a workhorse and is also fun to drive with SUV-like ride, handling, comfort and convenience features. Once again, Toyota and its partners in development should be commended for raising the benchmark standards in the segment. OCT 2015
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2016 Mitsubishi Outlander
Refreshed & refined The first Mitsubishi production vehicle hitting the markets to adorn the new design language is the 2016 Outlander which is also sold in the region. Automan checks out the car in around picturesque Oman Author: Chandan B Mallik | Photography: Elvis John Ferrao
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s Mitsubishi focuses more on its 4x4s and SUVs as the core of its automotive business, the existing seven-seater family-lifestyle oriented Outlander has been delightfully refreshed both visually and mechanically. As an important global model in the line-up which is sold in America, Europe, Middle East and some other countries, Mitsubishi’s focus has been to refine it even further without tampering too much with the core values that it represents. From the exterior, the new front end treatment has taken out the blandness of the outgoing edition and is now quite striking even by segment standards. So much so, there’s even a name for this styling which Mitsubishi refers to it as ‘Dynamic Shield’. Some influences have been derived from the equally attractive Pajero SUV for the Outlander refresh which retains most of its familiar sheet metal profile and dimensions. The exterior design detailing now features a redesigned front face with imposing hour glass influenced grille design, front mudguards, halogen headlamps, LED position lamps, lower door sections, rear end and freshly minted LED taillamps. The car’s bonnet has also been made smoother and the previous edition’s centre creaseline has been removed to give it a cleaner look befitting the rest of the design update. Chrome is used extensively as bling and there’s lot of it around the new bumper and this gives the car a a bit of South-East Asian touches! The Outlander’s refreshed design wouldn’t entirely be classified as sporty, but its pleasant profile can now draw design
The 2016 Mitsubishi Outlander cabin features 31 improvements, including more sound insulation, better door sealing, and upgraded door glass and windshield, making the it one of the quietest cars in its crossover class. Mechanically there’s a new continuously variable transmission (CVT) and refinements to the suspension to improve the handling and ride.
comparisons with ground up designed premium SUVs like the new Volvo XC90 or refreshed recently Audi’s Gen II Q7. Roughly, a third of the car’s enhancement exercise has been allocated for the interior, according to Mitsubishi. When compared with some of the extravagant design and features that are being offered
these days, we would say the Outlander interior would feel spare and understated. But the flip side is that it feels inviting, accommodating and will not overwhelm its occupants. At the same time it retains its highly functional qualities. Modern touches included some material upgrades for the headliner and improved upholstery fabric. Upmarket touches include the instrument cluster which comes with contrast stitching and leather-trimmed steering wheel with accents. I personally liked the simple and refreshingly straightforward instrument panel that doesn’t have a lot of buttons or complicated switchgear. While the fit, finish and touch points in the cabin match the quality found in premium vehicles, however, one addition would have been really helpful and we think it’s an appropriate – air-conditioning vents for third row passengers. As before, the second row slides out on rails make room for getting in and out and the best part is that unlike some cars where assistance is required to activate the slider mechanism, in this car the third row occupant can do it without extra help. In terms of accommodation, the first two rows are comfortable. The front seats are supportive and offer a great driving position. The second row is flatter and bit hard and not so comfortable as the front seats in long drives. However, it easily folds flat for a large cargo area, with a small storage compartment in the floor which can be used to conceal smaller items from view. There is a small degree of reclining adjustment available which comes in handy. While, the third row is OCT 2015
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nearly 5in wider than before and 2.4in more legroom, it’s still more suited for youngsters. Two powertrains are offered. A 2.4-cylinder normally aspirated fourcylinder and 3.0-litre V6. One of the earlier complaints was that the four-cylinder set-up was sluggish in the Outlander and Mitsubishi have sought to rectify this by improving the power delivery by the gearbox. The Outlander continues with a CVT set-up but Mitsubishi says it’s a new version which is considerably more responsive. This latest unit is known as the CVT8 and comes with a lower ratio for a better launch from a standing start as well as reduced rpm on the highway drives. Our test car was fitted with the smaller four-cylinder which pumps out 166hp and 162lb-ft of torque. Zero to 96km/h takes around 9.2secs, so it’s definitely not a very fast SUV when it comes to sprinting! The suspension set-up is typical for a lifestyle crossover with MacPherson
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The new 2016 Mitsubishi Outlander features a bold new exterior design, an eloquent yet functional interior space and over 100 engineering and design improvements to the platform for better structural rigidity, ride quality and reduced noise, vibration and harshness
struts up front and new multi-links at rear. To improve the ride and handling qualities, Mitsubishi chassis engineers have reinforced the front suspension cross member, and changed the front and rear damping spring rates. The front shock absorbers have also been retuned for better compliance and the rear shock absorbers are now bigger. Our tested was the 4WD version and this variant benefits extensively from Mitsubishi’s rally experience with all-wheel drive. The latest system in this car is called S-AWC and it features an electronically controlled centre coupling and open rear differential. It uses a separate active front differential to get the optimum torque split in every situation. Every 2016 Outlander also includes seven (7) Supplemental Restraint System (SRS) air bag with front air bags with passenger weight and driver’s seat position sensors, front seat-mounted side-impact air bags, and curtain side air bags with roll-over
sensors; anti-lock braking system (ABS) with Electronic Brake-force Distribution (EBD) and Brake Assist; Hill Start Assist (HSA); Active Stability Control (ASC) with Traction Control Logic (TCL) and a Tire Pressure Monitoring System (TPMS). An additional layer of occupant protection is afforded by Mitsubishi Motors’ advanced Reinforced Impact Safety Evolution (RISE) safety body construction system that absorbs energy to help provide protection to the vehicle’s occupants. The 2014 and 2015 Outlanders were rated as “Top Safety Pick+” by the Insurance Institute for Highway Safety (IIHS) due to the optional Forward Collision Mitigation. Driving impressions The refreshed Outlander was offered to Automan during the recent Eid holiday break and given the fact we had some extra time in hand for the drive and photoshoot, we decided to check the car out a little further than our usual test
beats. We took the car to Jebel Akhdar, which is Oman’s highest motoring point at 2,530m. The two-hour plus 184km drive from Muscat saw us travelling on flat highways, mountain road approaches and even crossing a police check-cuminspection point before ascending the winding mountain roads. This part of Oman offers spectacular views and the highest view point is Jabal Shams [Mountain of the Sun], is around 3,000m and it is also the highest point in Oman and the whole of eastern Arabia. The engineering upgrades are noteworthy. The car feels perfectly at ease on flat highways at legal speeds and actually is much quieter and relaxed. The noiseisolating windscreen and rear door glass plus extra sound insulation throughout the vehicle seemed to have done the trick. On the mountain passes we felt the benefits of the improved electric power steering which appears precise and firm, making the turn-in confidence-inspiring. The transmission set-up and its performance
was surprising as the earlier tendency to hesitate on uphill grades is gone and there’s more than required torque always available to the driver. Braking performance has also improved and downhill we noted several cars stopping to cool the brakes [in some cars, braking performance is seriously hampered when overheating takes place]. During the drive, we were also able to test the Outlander off the highway and found the suspension and AWD are quite capable on unpaved trail and sand. The Outlander’s all-wheeldrive system is user-friendly and offers selectable modes that provide a bit more capability on off-road trails. The system can be used for mild off-roading, but not much more. In terms of long distance drive comfort, the front seats could do with a little more lateral bolstering. They’re adequately supportive on longer treks. And finally, we did mention our observation about air-conditioning and happy to note that the existing set-up feels adequate for the car. OCT 2015
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2015 Yamaha MT 09
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In between the cruisers and sports bikes that are the favourite of the region’s roads, you sometimes find a sleeper hit like the Yamaha MT09. But then, you’ve been really good Author: Raj Warrior | Photography: Elvis John Ferrao
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ou would be forgiven for thinking that Muscat was a one-horse town. With the genus of steed being the motorcycle. And no, I am not referring to the almost ubiquitous buzz of the small 100 to 200cc motorcycles that are propelled by their hard-working riders to bring us our essentials – like the newspaper, takeaway and clean roads. It is the larger motorcycles that we ride for leisure that seem to be dominated by the image of Harley-Davidson. It isn’t as if other bike brands aren’t around – we do have almost the entire gamut of them here, but in terms of road presence and presence in the psyche of the Oman car driver the V-twin from Milwaukee is the most prominent. Almost the only bike that overshadows that is Honda’s Goldwing, but then much of that appeal is made up of the Led strip lighting that has become a norm of the beast. That’s why the Yamaha MT09 almost seems part of the tarmac when you are settled in a commute to the office. Or on the way back home, like the other day when a battered old Kia Rio that was right on my hindquarters as I behaved in a tailback, decided to slip ahead using the shoulder. Of course, after being stopped and handed his road manners, he then decided that a little more respect was due. But that’s the Yamaha MT09 in a nutshell. It’s a bad boy that doesn’t take too well to the life of a rat in the rat race. It can do it, if really called to, but would rather be pushing the traffic aside, weaving through the tiny gaps and reaching the destination way ahead of the pack. Don’t make any mistake about its nature – it isn’t a sports bike, with a hunger for the open road. It likes challenges in life and the challenge could be something as mundane as traffic. I had heard about the MT09’s reputation, but even for a lifelong biker, I hadn’t had my mind wrapped around the genre. The FZ8 was the nearest thing to a must-buy, with its four-cylinder sub-litre engine being just right for my needs. The clincher was the more or less upright posture the Fazer offers. Who needs any further aggravation on the spine than the office chair? It was purely coincidence that I walked into the showroom, which had these two MT09s standing among a couple of cruisers and Super Teneres. Not an FZ8 anywhere in sight. That’s when I seriously began to consider the MT09 – could this be the one for me? Of course they aren’t the same. For all its naked bike styling, the FZ8 is a mature, city dwelling street bike. It has power, poise and a certain degree of professional edginess. It doesn’t seek to take the power to weight or handling game to
the R1, nor does it back off from being pushed into a tight twisty road. But it doesn’t carry the outright edgy mien of the MT09. For the MT09 has been born of Yamaha’s desire to take on the leader in the wheelie-popping, rubber burning, deserted crossroad populating genre of the Triumph Street Triple. There are other famous names there, with some making do with two-cylinders, while others have four, but when naked bike meets show-off rider, it’s the triple that you want every time. But hold your britches, that’s certainly not me, then why was I drooling over the MT? Could it be because it looks like it means business even standing still? You wouldn’t ever call this machine gorgeous; it just has a way of looking mean, aggressive, sensuous and quick all at the same time. From the dropped down prism of the headlights to the minimal digital IP, the large air intakes positioned on the front wings of the tank to the tapered down union between tank and seat and back to the chopped off rear that ends abruptly behind the foreshortened twin seat in a clear prism LED taillight layout. But that would border on being illegal, so we have a metal and fibre skeleton extending over to the end of the wheel, carrying the turn indicators and the number plate. The minimalism of the bike is communicated so well. The engine hogs the profile, with barely half a frame attached to it. The load-bearing engine hangs under a exquisitely formed aluminium frame. The seat in profile looks like a Nike uptick tapering away to the taillights. And the 17” wheels are as much about design as they are functional. You can get them in a blue-purple paint scheme that seems a little mismatched with the burnished golden hue of the front forks. Or you can take the bike in a completely stealth grey that eschews the blue hues and concentrates on matching shades of dark grey with it. Another thing going for the MT is its price. Quite frankly, Rial for Rial it is the best bike on the road – bar none. So, in short order, this was the second bike that I was taking home without a test ride. Would I live to regret this? The engine note is a thing of beauty – I was told that I might want to change the foreshortened stock exhaust to something a little more free flow in nature. I’m glad I stuck with the provided unit. The starter is in the form of a slide switch. That switch sits on the right along with the hazard light switch and the Mode button. This button not only defines the bike in a tiny piece of plastic, it also distracts from so much that makes this bike great even if it wasn’t there. Despite the competitive OCT 2015
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pricing, Yamaha has essentially equipped this machine with a throttle by wire unit by link the throttle to a control unit that carries three performance maps. There is nothing standard about the ‘standard’ setting that the unit defaults into when started. You have to remember that the 850cc triple-pot is tuned for torque – putting out 88Nm on a bike that sits comfortably short of the twin century. Add to that the short gearing – you could be doing 3000 rpm in sixth and all you would get to is around a 100 kmph. But that isn’t an issue – the engine revs beautifully, delivering even at 8000rpm plus. As I said, torque is the single definer here – and you can pull a wheelie even in 60
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standard without trying too hard. The other two mapped modes of the YCC-T system are the A and B mode. Now, if you really like the throttle to try to pre-empt you, A is just dandy. The already peppy mapping gets to be knifeedge keen. It is a handful and demands a rider who similarly loves being on the edge. This mode can unseat you in a hurry if you don’t judge the power delivery in tight curves, particularly because it has a tendency to jerk the wheels more than spooling in. On the other hand mode B is the other face of this Janus, with the throttle response and immediacy toned down. How does it feel? Frankly, I have no idea, since I haven’t used it yet.
Oh yes, I was on about the engine note – it switches from a burble to a good raspy roar about 3000rpm and then steadily increases in harshness and throatiness. The eagerness with which the cylinders respond is supposed to be linked to what Yamaha call a crossplane concept, that gives linear output from the three cylinders that fire out evenly on the 120-degree crankshaft. The lightweight engine is further whittled down and uses alloy connecting rods that feature fracture split manufacturing to guarantee fine tolerances. The air intakes for the three cylinders are of uneven length, which does have its impact on the sound of the engine, while the exhaust piping is an
extremely compact 3 to 1 arrangement that snakes along the engine casing. The stance of the bike and its handlebar arrangement are motard – straight backed with just a hint of weight thrust forward. Gearshift is smooth, with firm clicks as it hits the markers. Should you choose to engage either of the drive modes you will need to release the throttle as you switch, but that’s purely to keep you safe. The low CG, with the bulk of the bike concentrated around the engine block, allows you to really lean in (with a reported 51 degree lean angle) but that’s why the performance footrests are provided along with the stops on the handlebar ends. The rear suspension of the bike is centred
around an almost horizontal single shock with just above 5 inches of travel, while the front is an inverted 41mm fork with 5.4-inches. This bike has completely lived up to my expectations of it and more. For starters, you can safely ignore the mode button and still have all the fun you want. The wheels are meant to pop at any time and the torque, short gearing and large rear sprocket all tell you what the bike wants to do. Fuel efficiency is middling for a bike of this capacity, though it does have an eco mode indicator that shows up when you are trundling along in a higher gear. Range will top out at a couple of hundred kilometres max from the
14-litre tank. That is a guesstimate, since I haven’t been riding for mileage yet. And if there is any complaint at all, it is about the effectiveness of the brakes. They are good and we understand that in some markets the bike also gets ABS (along with an engine immobilizer connected to the ignition switch). The layout seems good – 298mm dual disc in front, 245mm behind, but I would just love a little more bite out of the arrangement. So that’s two down – with the Yamaha MT09 joining the stable alongside my Triumph Bonneville. Two completely different bikes, but with something in common – the ability to provide straight back riding fun. OCT 2015
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2016 Bentley Bentayga
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Officially, Bentley revealed the Bentayga SUV at the 2015 Frankfurt Auto Show last month and the British manufacturer has also staked its claim of it being the most powerful, luxurious and also the fastest SUV in production. Well, Bentley’s newcomer will also face stiff competition in the performance department when it hits showrooms next year. Author: Chandan B Mallik
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t seems there’s a race to produce SUVs of all kinds by traditionally non-SUV makers these days. We are aware that Mercedes-Maybach, Lamborghini and Rolls-Royce have confirmed their intentions of joining the bandwagon for the first time, however, Bentley, also a first timer in this field has taken the lead as of now with its new Bentayga. Bentley’s intention to produce a sportscum-luxury SUV can be traced to the EXP 9 F Concept from 2012 Geneva Motor Show. After testing waters regards to styling, the concept has seen several revisions before it has been green-lighted for production. Mechanically it is based on a new platform that has been recently introduced in Gen II of Audi Q7. The platform is Volkswagen Group’s new MLB Evo platform that
will also grace next generation Porsche Cayenne, Volkswagen Touareg and even a new SUV from Lamborghini which will be based on 2012’s Urus concept. Its flexible and lightweight design will help
Bentley Motors will launch 500 units of the all-new Bentagya SUV as first edition with a starting price of $352,000. The very first production model has been reserved for England’s Queen Elizabeth II.
all the brands including the Bentagya to significantly benefit from weight reduction in its construction when compared to conventional construction methods. This is particularly significant for Bentley as the car is big and will carry a weight penalty but at the same time is estimated to save around 236kg. The Bentayga’s curb weight is still a hefty at 2,427kg. In terms of accommodation, the car can be ordered in four- or five-seat configuration along with a host of handcrafted bespoke options. According to Bentley, the SUV will boast of having the world’s finest automotive cabin with unrivalled levels of precision. Highly skilled crafts people responsible for detailing in metal, wood and leather will focus meticulous tolerances between elements OCT 2015
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of trim and ensure that the effort remains as the epitome of modern British luxury. Making up almost 60 per cent of the total roof surface is split-pane panoramic glass roof as standard kit. The front panel tilts and slides, and the whole glass surface can be obscured via an electric, full-length roller blind. Either side of the glass roof are aluminium roof rails that combine two different finishes - a high-gloss black base and bright anodised top section. A new range of bespoke Bentayga alloy wheels are available, ranging in size from 20in to 22in. Bentley has several powertrain options available in its kitty and the first editions we believe will be powered by one of the mightiest mills in production, a newly developed twin-turbocharged 6.0-litre W12. This engine is rated at 600hp at 6,000rpm and 900 Nm of torque will be available from 1,250rpm to 4,500rpm enabling the Bentayga to accelerate from zero to 96km/h in just 4.0sec and reach 300km/h. The W12 engine is mated to an eight-speed ZF automatic and both transmission and four-wheel-drive system have been reinforced to handle the demands and high torque levels – especially when it comes to off-road driving. And similar to the Gen II Q7’s application of injection systems on the 3.0-litre Supercharged on demand V6, the new W12 also uses both direct and indirect fuel injection. These are programmed to switch seamlessly in-between and the combination of these systems according to Bentley is to maximises refinement, delivers low particulate emissions and maximises power and torque delivery. Meanwhile, as part of the efficiency drive in addition to the above, Bentley will offer variable displacement system, which shuts down half of the engine under defined conditions. Intake and exhaust valves, fuel injection and ignition are all shut down
on defined cylinders. Several efficiency technologies will also be on board and include an engine stop-start system with coasting function where the engine is disconnected at high speeds, such as cruising on the highway. When the throttle is applied, or the car starts going downhill and detects an increase in speed, the
At launch, the Bentley Bentayga is available with an exquisite integrated Mulliner Hamper Set, complete with refrigerator, bespoke fine Linley china cutlery, crockery and crystal glass, and storage area for dry goods. A bespoke mechanical Mulliner Tourbillon by Breitling clock can also be specified engine and transmission are reconnected. Interestingly, Bentley has confirmed in its PR that Bentayga will also be available as diesel and hybrid variants in the future. However, we are not sure about the diesel programme given the current problems faced by the parent group on the subject. While it will be a luxury car with sporty on road performance, it is also being designed and engineered to offer the widest range of on- and off-road drive settings of any vehicle via Bentley’s Drive Dynamics Mode and optional Responsive Off-Road Setting. Up to eight modes will be available, allowing drivers, at the
simple turn of a dial, to select the perfect dynamic set-up for any surface or road condition. This versatility is complemented by Bentley’s electrically activated active roll control called Dynamic Ride and Electric Power-Assisted Steering. While driving the car off-road, its userfriendly off-road setting menu will allow the driver to select the appropriate vehicle settings for a wide range of offroad surfaces and driving conditions. The multi-mode air suspension will allow the driver to select from the pre-set modes: High 2, High 1, Normal and Low. There’s also a button in the boot that lowers the rear to ease loading and trailer hitching. To engage the driver, the information panel is programmed to display a host of information and data on pitch, roll, wheel articulation, steering angle, compass bearing and altitude. Quite a few useful features that are currently in use within the group will also be available in the Bentayga. Park Assist, a semi-autonomous system that detects suitable parking spaces [both parallel and perpendicular] before autonomous steering takes over to support parking manoeuvres, even in narrow and tricky spaces. Other support systems that will be available include Electronic Night Vision, which uses infra-red technology to identify potential obstacles ahead, and a Head-Up Display. On the connectivity and infotainment side, the car will get most of the hardware that’s currently being offered in the hiend cars and will include kit like the 8in hi-resolution touch screen infotainment system with navigation, a 60GB hard drive and a choice of up to 30 languages. Rear seat passengers will benefit from the introduction of the Bentley Entertainment Tablet - a removable 10.2in Android device with 4G, WiFi and Bluetooth for effortless, high-speed on-board connectivity.
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2016 Tesla Model X SUV
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After almost two years of delays and technical setbacks, the all-electric Tesla Model X has finally been revealed in full production trim by the company’s CEO Elon Musk during its factory launch-cum-handover ceremony last month Author: Chandan B Mallik
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t’s no secret that California-based Tesla Motors has virtually singlehandedly revolutionised the world’s all-electric premium sedan segment with the Tesla Model S which was designed from the ground up to take full advantage of electric vehicle architecture in 2013. Now, a new model joins the line-up – the Tesla X SUV. At an event in the company’s Fremont, California facility, CEO Elon Musk personally launched the Model X SUV with an elaborate presentation about the car’s technology, safety, performance and convenience features. The X project was first announced at the 2012 Detroit Motor Show. The X is built on Tesla’s pure electric architecture from the ground up and 66
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employs the best industry parameters when it comes to design, construction, efficiency, convenience and safety. The X is made out of a mix of materials like steel and aluminium on its “skateboard” chassis. From the exterior, the X looks like a contemporary SAV more than a SUV, but its detailing and features sets it apart from the rest both within and outside the segment with some cool innovative features. Among an industry first feature is that the car’s doors automatically open and close as the driver approaches or exits the vehicle. Secondly, the MercedesBenz 300 SL Gullwing inspired Falcon Wing doors provide seamless ingress and egress into the second and third row. The double-hinged Falcon Wing
doors open up then out, requiring only 30cm of space on the side of the vehicle. Each door is equipped with capacitive, inductive, and sonar sensors to monitor surroundings and avoid contact with obstacles around the car, making it possible to park in tight spots. The windscreen of the car stretches up and over the front seat occupants. Second row passengers get a first row vantage point with an expansive view ahead, atop the falcon wing door, and beside them. Monopost seats move independently, sliding and tilting forward and back. They allow passengers easy access to the third row and give them plenty of foot room when they sit down. The 17in central touchscreen seamlessly
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integrates media, navigation, communications, cabin control and vehicle data into one intuitive interface. Many functions are mirrored on the instrument panel and are voice-activated to focus the driver’s attention on the road. Practicality has also not been overseen. There’s unprecedented space for passengers and cargo. With three rows of seats, a front and rear trunk, and room under the second row seats, there’s ample room for people, luggage, and big things like surf boards and bikes. For even heavier cargo, the X is the first electric vehicle with a 5,000 lb. tow capacity. And if towing is not required, an outdoor lifestyle accessory kit [hitch for mountain bikes] is available. The X is also being claimed as the world’s cleanest SUV on the inside, too. The front fascia is designed with a functional duct that pushes air through the first true HEPA filter system available in an automobile allowing medical-grade air to fill the cabin, no matter what is going on outside. Two drivetrain variations of the X will be offered. The P90D with Ludicrous mode is designated as the top performance variant and will use four electric motors
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and a 90 kWh battery pack. The motors provide up to 259hp worth of power up front and 503hp to the rear wheels with 713 lb-ft worth of combined torque. The 0 to 96km/h performance at 3.2sec is quite impressive, while producing zero emissions. Top speed is close to 250km/h. The non-performance 90D variant will do the sprint in 4.8 sec. The aerodynamic coefficient figure of Cd .24 is very impressive for a SUV. In terms of driving range, the 90D will travel up to 414km before it needs topping up, while the 90D Performance variant marginally reduces the range to 402km. Charging the batteries has been made convenient. A domestic small wall charger or an optional home fast charger will do the job. Since the car uses electric motors and a battery pack, clever packaging has ensured that it gets low centre of gravity and all the structural support needed to absorb the energy of a high-speed impact. Aluminium pillars are reinforced with steel rail to protect occupants and the battery while improving torsional rigidity of the body, especially, the roof. According to Musk, the X is designed to be the safest car on the road and Tesla’s in-house crash tests indicate that Model
X will receive a 5 star safety rating in all categories, the first SUV to ever do so. Model X comes standard with an active spoiler that automatically adjusts to three positions for maximum visibility and efficiency. Under 72km/h, the spoiler is positioned so the driver can see above and below it. At higher speeds the spoiler partially retracts for improved highway efficiency (+1.6%), and optimizes the vehicle’s lift distribution. Model X is the only car with an active spoiler equipped with a mounted stop lamp. Standard safety features include automatic emergency braking and side collision avoidance to prevent accidents from happening in the first place. Tesla makes the only standard AEB system that works at high speed. Every variant gets a forward-looking camera, radar, and 360 degree sonar sensors to enable advanced autopilot features. Tesla’s over-the-air software updates regularly improve the sophistication of these features, enabling increasingly capable safety and convenience features like Autosteer and Autopark, and bringing the Model X ever closer to autonomous operation.
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Has clean diesel become an oxymoron? For long seen as the O smellier, less glamorous sibling of petrol, can diesel weather the current crisis? Author: Raj Warrior
A small new generation turbo-diesel engine from Volkswagen. The near view is of the exhaust side of the engine, showing the position of the turbocharger in relation to the exhaust piping.
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ver the second half of September, the biggest crisis to yet hit any car manufacturer has sent shockwaves around the world and has already resulted in job losses. Almost the first job to be lost was that of Professor Doctor Martin Winterkorn, CEO of Volkswagen group, who were caught fiddling the results of emission tests on their clean diesel cars on a massive scale. As the story
unfolds, we are bound to find out exactly who knew, who enabled and how deep the rot goes? It would be a real surprise if we found that this matter was only a Volkswagen problem. But that isn’t the purpose or scope of this article. To most of us in this part of the world, diesel is something that trucks and buses use, while petrol powers cars. Needless
The relation between emissions and immissions
This illustration taken from a Volkswagen engineering presentation for a symposium depicts the dangers from NOx and Particulates to say, with the price equation favouring petrol (or gasoline as it is called in the US), there has been little incentive for car owners to consider using diesel. But that isn’t the case in the highly taxed markets of Western Europe, India and parts of Africa. Diesel enjoys a better thermal efficiency than petrol, which means a far better fuel efficiency when measured in litres consumed per 100 kilometres. Also, diesel engines are built tougher and are usually far more reliable
than petrol units. So European markets prefer diesels, with the skew being at almost 70% in its favour in France, better than 50% in UK and Germany and just under that figure in many other countries. But then Western Europe could be considered as the home of the environmentconscious, responsible, planetsaving citizen and Government alike. Why would they prefer an inherently dirtier fuel? Is it purely driven by economics?
At the heart of the challenge for diesel is its nature. It is a heavier distillate from petroleum, coming out much after the cleaner, lighter petrol has been separated. Its use in the internal combustion engine is also completely unique. Unlike the petrol engine, there is no need of a spark plug to ignite the air-fuel mixture being compressed in the engine. A diesel engine is essentially a self-igniting one, provided the mixture is
compressed to a high enough pressure. This nature of the diesel engine also means that, usually, the lean burn is at extremely high thermal efficiency, thus minimising the emission of carbon monoxide. That’s the good bit. The issue that plagues diesel is its characteristic of generating particles in its exhaust along with sulphur traces. Refineries now producing ultra-low sulphur diesel have reduced the latter hugely, but the issue of particulates and (the OCT 2015
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The structure of an exhaust system with a NOx storage catalyst
This illustration and the one facing, taken from a Volkswagen engineering presentation for a symposium shows the location of key components of the modern day NOx and particulate scrubbing exhausts big culprit in this current dieselgate scandal) NOx continues to plague the fuel. Like with petrol engines, over the past couple of decades, diesel technology too has made huge leaps and bounds. Common rail diesel engines have further resulted in highpressure diesel injection, with current technologies announced by Bosch offering a pressure of 2700bar. The 72
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resultant diesel burn pushes efficiencies even higher. Additionally, turbochargers have also become more prevalent and reliable, while allowing finer control on boost. That means today’s diesel engine is hardly recognisable when compared to an oil-burner of the 1990s. In fact, in many ways, especially when total emission over a lifecycle is calculated, diesel engines usually beat petrol engines.
So what went wrong? The core problem is in the nature of a perfect storm – with the emission standards in the US as regulated by the Environmental Protection Agency and the California Air Resources Board on the one hand, the big race between German brands to capture US marketshare over the past decade on the other. The nature of the markets are different, with European
regulators always cutting diesel some slack, while in the US the benchmark was always petrol. With California’s famous ability to push the status quo, emission standards were a whole generation ahead of even the newest Euro 6 regulations. A comparison of two figures repeatedly quoted over the past few weeks tell their own tale – allowed NOx levels in
The structure of an exhaust system with SCR
California are 31 mg compared to Europe’s 80mg (per kilometre, as mandated by Euro 6 standards from September 1, 2015). Volkswagen’s software ensured that these lower levels of NOx (among other pollutants) were met in the laboratory, while de-throttling the exhaust on the road. The question then arises – why? A throttled exhaust results in power drop off, which would be noticeable to the driver.
How do you make a clean diesel engine, well, clean? To start with, ensure that you sell these cars in a market where a very high-grade of low sulphur diesel is available. Then ensure that they operate at best efficiency by turbocharging, supercharging and/or highpressure delivery. Of course, engine management software, with its ability to control the injection quantity and timing as well as measure performance
on a real-time basis is a critical component. After that, the exhaust systems come in, with exhaust gas recirculation routing flow back to the engine for a further cycle, particulate traps and NOx washes. NOx is the term used to cover the state of the NitrogenOxygen pairing that results on Nitric Oxide (NO) and Nitrogen dioxide (NO2). The
pairing tends to slip in and out of either state depending on its environment, with sunlight being enough to convert NO2 back to NO, with the released Oxygen molecule then headed to increasing tropospheric Ozone (and that’s bad) while being bad in the first place as NOx for our health. Particulates are the biggest bugbear by far. They contain carcinogens, cause smog OCT 2015
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Data presented by Bosch shows how diesel emissions are rated in comparison to broader contributors. Below is a schematic of a Peugeot BlueHDi showing the location of key elements
and load the lungs of urban dwellers. The catch is that with current technologies, most of the larger, more visible particulates get trapped or burnt up in the exhaust (including in traps that accumulate particulates and then use a fuel burn to eliminate the load). But particulates are often much smaller and these microparticles are now the matter of much debate. Somehow, in this case particulates were not the issue, but NOx levels were. When the system ran smoothly, NOx was in limits. When the software then loosened up its control – levels reportedly were 74
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between ten to 40 times that allowed. While no technical revelations have been made yet, what this leads us to infer is that the exhaust mitigation stages were switched off or by-passed. In some ways this would remind you of a freeflow exhaust. There would be no tangible power gain at any stage prior to that. Any perceived drop in power affects the desirability quotient of the car, especially in a market like the US where large petrol engines have been the norm. In diesel engines, particularly turbodiesels, the torque spread over the mid-range is the USP. Combined with clever gear
selection, tractive power is always present, while a lack of top end power really comes into the equation only at high speeds or in spirited driving. Even hiding turbo-lag is often difficult, largely because of the engine speed at which it happens, then how would you accept a power drop? Another question that needs to be answered is if Volkswagen had this issue, then why haven’t other manufacturers faced similar issues? Admittedly there is no single benchmark of an ideal powertrain system – but many of the vendors are common as are the technologies that go into
the car. Bosch is a common supplier across brands and it is a leader in diesel powertrain technologies. It was their software on the VWs. Why does the software behave differently on other brands? Almost all the European brands have a strong diesel engine program or are partnered with a brand that provides them the technology. How have they been meeting Europe’s 80mg NOx limit? 2008 was the year that the both Mercedes-Benz and Volkswagen launched their clean diesel initiatives in the US (the former call it BlueTEC). Will this serve as a watershed moment for the oil-burning internal combustion engine? It
has taken a good few years for clean diesel to make inroads in the United States. We are as surprised as anyone that VW had sold 472,000 clean diesel cars in that market since 2009. These are the numbers of Golf, Jetta, A3 and a few Passats at the heart of the problem with the software on the EA 189 engine class that covers 1.6 and 2.0-litre TDI units. Will these customers change to another fuel? And if so, which one? For these customers have shown that they are able to challenge the norm by accepting diesel in the first place, making small sacrifices on power in order
to be economical and ecoaware. Now that their green credentials have been trashed, would these customers make the big jump into electric instead? Or will they stay in petrol driven cars or hybrids? The scenario is even more interesting if any investigation finds that so-called clean diesel is not really that across Europe. The way the legislation and tax structures stand, pure electric has a huge potential to grab marketshare from hurt diesel users. Range and recharge time are both improving with each generation of battery and drivetrain. Companies like Tesla have
made headline moves into the buyer conscience, powered along by their supercharger (quick charge stations) and high-profile buyers. More mainstream competition exists from within legacy car manufacturers like the BMW i3. In what can only be exceptional timing, Tesla even launches their new electric crossover, the Model X, in the end of September. Matthias Müller, Volkswagen’s new CEO designate takes over with a huge challenge to address. Not only does the issue of ‘cheating’ have to be addressed along with fines, recalls, replacements (over an admitted 11 million cars)
and associated apportioning of responsibility, he will need to address the wider issue of where clean diesel stands. If it turns out that all the other European manufacturers truly do have the technology in their cars to beat the EPA and CARB fair and square, VW will have a whole lot of catching up to do. If, on the other hand (and we suspect this may be the case) others are caught out too, then the future of diesel engines in passenger cars seems like it’s in a cul-desac. It may take many years yet to get rid of them from the Euro 3 and Euro 4 markets of Asia and Africa, but without investment and volumes, that’s where we are headed. OCT 2015
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F1
Easing to victory
Suzuka, Japan race report Lewis Hamilton never looked back in Sunday’s 2015 Formula 1 Japanese Grand Prix Briton Lewis Hamilton proved that the 2015 driver’s championship was his to lose in the way in which he fought back on race weekend. With a blistering start that has definitely rubbed his teammate Rosberg the wrong way and a steady performance that kept him at the head of the pack. The two Mercedes cars finished the race in that order, after Rosberg fought his way back from his disconcertingly slow start. Ferrari’s Sebastian Vettel came in third, followed by the other Ferrari of Kimi Raikkonen with Finn Valterri Bottas in his Williams at fifth. McLaren’s issues are seemingly only getting worse with the Honda-powered chassis running desperately short of horsepower – Alonso was repeatedly at his wits’ end on the air as he communicated his views of the engine, while being overtaken on the straights. He still fought on bravely to come in 11th, while his teammate Jenson Button could only manage 16th. This 76
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win marks Hamilton’s third Japanese win and takes him to an overall tally of 41 wins, equalling Ayrton Senna in the process. As expected, there was lot of action during the first few laps. Rosberg dropped down to fourth behind faststarting Vettel and Bottas, while Hamilton opened up an advantage that he maintained to the end. The world champion was 18.9sec ahead at the flag, after Rosberg had fought back to get the undercut on Bottas and then Vettel during his two pit stops. Mercedes’ return to form was emphatic, but Vettel fought bravely and was always a threat to Rosberg as they battled through late-race traffic. In the end the Ferrari was only 1.8s adrift of the second Mercedes, as team mate Raikkonen was a further 13s down the road in the other SF15-T after getting the undercut on Bottas during the second stops. Bottas’s fifth was some
consolation for Williams, who effectively lost Felipe Massa at the start when he tangled with Daniel Ricciardo’s Red Bull approaching Turn 1. Both were out of contention for the rest of the afternoon as they limped back to the pits, the Brazilian with a punctured right-front tyre, the Australian with a punctured left rear. Nico Hulkenberg drove a smooth and impeccable race to sixth for Force India, ahead of Lotus duo Romain Grosjean and Pastor Maldonado who were seventh and eighth, 1.2s apart. Max Verstappen was dropped from 15th to 17th on the grid for parking his stricken Toro Rosso on the racing line in qualifying, but fought through to an excellent ninth ahead of Toro Rosso team mate Carlos Sainz, whom he passed at the chicane on the 45th of the 53 race laps. The Dutchman lost a lot of time initially behind Fernando Alonso’s McLaren and the Red Bull of Daniil Kvyat, who started from the pit lane after
his heavy qualifying shunt. Verstappen eventually passed Alonso round the outside of Turn 1, and set after his team mate, who had been delayed after hitting a marker cone on the pit entry prior to a stop, necessitating a nose change. Meanwhile, the battle for 12th position became interesting as it involved four cars and was eventually won by Force India’s Sergio Perez. Perez fought back from an off at Turn 1 on the opening lap when he got shoved wide after clashing wheels with Sainz. The Mexican passed Marcus Ericsson’s Sauber, who also got overtaken by Kvyat even though the Russian complained that his Red Bull had no brakes at various points of the afternoon. The Swede clung on to 14th ahead of Ricciardo, who spent all afternoon fighting back. It was a miserable race for Jenson Button, who couldn’t better 16th in the other McLaren ahead of the recovering Massa.
McLaren clears Button contract for 2016 F1 season
Following talks and negotiations between driver and team at last month’s Japanese Grand Prix, McLaren and Jenson Button have agreed that they will continue the partnership for 2016. With this, McLaren has brought an official end to speculation about Jenson Button’s future by confirming that the former world champion will stay for 2016. Meanwhile, Button has indicated that there’s life in F1 beyond 2016. “F1 isn’t in a bad place at the moment and it’s going to get better. Next year will be better and in 2017 F1 is going to be mega – I think there’s a lot of excitement out there,” he said.
Alonso not expecting big improvements
Fernando Alonso has cautioned that there will be no significant progress from McLaren through to the end of the current Formula 1 season. “The limitations we have now are quite clear, and this requires a bit of time over the winter to make most of the progress. But we are still using these remaining races for some set-up directions for next year, some aerodynamic improvements which might come to some races, and some more power unit experience. We cannot forget that from now we will have the same mileage as the Mercedes team going to Australia for the first race [of 2015]. Overall this year we are down on laps, we are down on mileage on the whole package, but every lap we do we are learning something, so I’m sure some very useful information for next year will come,” said the Spaniard. Meanwhile, McLaren is optimistic that it has made a breakthrough in convincing Honda to make changes it needs to ramp up its performance in Formula 1. Although Honda’s lack of straight-line speed was once again clear at the Japanese Grand Prix, McLaren chief Ron Dennis says that there is a fresh sense of longer term optimism about their partnership. This comes after a series of meetings he held with Honda senior staff in Tokyo.
Ferrari tenders apology Ferrari team principal Maurizio Arrivabene has apologised to the FIA for the behaviour of team members during an incident after the Singapore Grand Prix. The Maranello-based team was summoned to see the stewards following complaints that Ferrari staff had forced their way past security in parc ferme after the race and then roughed up photographers as they barged their way through.
New season Formula1 testing to begin in February 2016 Formula 1 teams have agreed to bring forward the first 2016 test in Barcelona by one week as a response to the revised calendar issued by the FIA.The original plan had been for the first test to take place from March 1, with the season opener having been set for Australia on April 3. This had to be changed since Bernie Ecclestone elected for a calendar reshuffle to bring forward the Melbourne event by a fortnight to March 20, the teams have had to respond. It has been agreed that the first test will now take place in Barcelona on February 22-25, a week earlier than before. The second test will take the dates that had been first proposed for the opening run - March 1-4. With only two pre-season tests allowed in the regulations, the final original test scheduled for March 15-18 has duly been cancelled. This means the gap between the first test and the first race has shrunk by a week, so teams will have to run different production schedules than they had been expecting to. Meanwhile, F1 teams are continuing discussions about in-season testing next year, as they look to work on car development and early running of 2017 concepts. It is looking likely that the first in-season test will take place after the Spanish GP, while the second will potentially actually be post-season, after the Abu Dhabi season finale. 78
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Lorenzo wins at Spain
Gaining his sixth win of the season and 60th overall, Movistar Yamaha rider Jorge Lorenzo came in at head of the pack, taking the title battle back to his teammate Valentino Rossi, with only 14 points separating them with four races yet to go. However, the pair’s stellar podium finishes has sealed the team title for the year. Meanwhile Repsol Honda’s Dani Pedrosa came in second. A mistake by Marc Marquez on the second lap when he was in second place resulted in his fifth crash of the season,while trying to keep up with eventual racewinner Lorenzo. Marquez was third out of the opening corner of the race, behind Lorenzo and Iannone, with Pedrosa fifth. Before the second sector both had moved up a position, but the work of the reigning World Champion to keep on Lorenzo’s tail ended on the second lap, when a mistake braking at Turn 12 put an end to his participation in the Aragon GP. Lorenzo the stayed out far ahead while Pedrosa doggedly battled Rossi to stay ahead for a close fought second position.
Regional
Dubai Kartdrome race programme details announced Race dates were announced last for the Dubai Kartdrome rounds of the inaugural Emirates Schools Karting Championship [ESKC]. Team entries are now being accepted online by the organisers. According to details released, the first date on the Dubai Autodrome calendar is the Test & Welcome Day on Saturday, 14 November when teams will have test sessions at the Kartdrome after taking part in an ESKC familiarisation workshop, finalising registration and
paying entry fees. Three qualification race dates will take place in January, February and March respectively, with the 2016 ESKC Grand Final to take place at the Kartdrome on Saturday, 23 April 2016. The ESKC was officially launched in August by its patron, Mohammed Ben Sulayem, President of the Automobile and Touring Club of the UAE. With dates now confirmed, the Kartdrome has opened online entries for school teams, with the first 24 paid-up and registered
applicants guaranteed spots on the grid for the miniendurance style series to be run during the first four months of 2016. ESKC director and Kartdrome manager Ryan Trutch explained: “The Test & Welcome Day is an opportunity for us to meet the teams and also for the team members to get to know their rivals in a relaxed atmosphere, while familiarizing themselves with the format of the series. The workshop will provide updated information to all
the participants and offer a platform to address questions from all involved in the series. Registered and paidup teams will then be able to test in race-like conditions. In this way, we’re providing a solid foundation for the school teams to launch their campaigns.” The ESKC is being run by Dubai Autodrome along with partner circuits Al Ain Raceway, RAK Track and Al Forsan Raceway under the auspices of the ATCUAE.
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It’s a matter of trust
Raj Warrior is editor of Automan and has been in the thick of the Automotive journalism field from the past 15 years. Want to comment or have your say? Email at raj@alroya.net. Identify yourself or your message will be trashed and your id blocked
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The biggest crisis to hit the automotive world is unfolding before our eyes in real time – and Volkswagen is having to address the sorry mess of its own doing in front of a world audience. There could be no worse time to be a global player. Funnily enough, this year was the first time Volkswagen seemed like it would pip Toyota to become the world’s largest car manufacturer. That would have been good. Now it’s a task to stay anywhere near the top. More than enough has been said about the whys and wherefores of the imbroglio. It seems almost naïve that Wolfsburg could have found itself in this mess – after all if you cannot trust the German and Japanese management structures to move according to plan, then whom can we trust? The Italians? It seems inconceivable that an active workaround found its way into the car’s software without approval from all the way up? But is this a given? Do all boards and managements know what is happening at lower levels of the hierarchy? In an organisation that spans every region of the world, is it even feasible to have a two-way flow of information that covers everything? Yes, one man took the moral responsibility and walked the plank, but how much did he actually even know about the ‘cheat’? The question is one of trust. Do you as a leader operate with the belief that once you set a direction and spell out your objectives everyone will then follow? Do you then go beyond the scorecard and KPI measurement and get into the nitty-gritty of every process happening below you? Do you stand at the door to greet every one arriving with eyes to watch stance? Most of us don’t. As long as the end result is achieved or bettered, we are quite relaxed about how the job gets done. But then, that is exactly how corruption grows. If some greasing of palms or gift-giving can get you a contract or clear a payment, would you acquiesce? No? Then why would you not lay down the law saying exactly what the performance envelope is from your researchers, designers, engineers and management? The other area of trust here is in the way governments deal with industry. Government lays down the laws, communicates a roadmap and spells out punishments. In this case it also has the means to check compliance, but leaves most of the real-time modalities to the manufacturers themselves or in combination with third-party certification. That practically every third-party in every certification process on the planet (whether they are accountants, engineers, surveyors or doctors or even circulation trackers) is paid by the first-party for their services. Why are we still even faintly shocked when we discover that third-party certification is flawed? In this case, it’s easy to tick the appropriate boxes in the lab and collect your cheque, because the car helped. The trust issue gets even bigger when you throw the dealers and customers into the pile. It begins with a dealer trusting the manufacturer about the product or service that they sell. That the car will run so many hundreds of thousands of kilometres, that the warranty will be honoured, that parts will be available and that emotional and intangible elements will be met. A large proportion of that gets transmitted through to the customers – they have to trust the dealers, the manufacturers and by extension the Government. Friedrich Nietzsche said, “I’m not upset that you lied to me, I’m upset that from now on I can’t believe you.” On a personal level, you always know when you reach that philosophical barrier. In some of us it’s a switch – you refuse to believe that person ever again. In the rest of us the tendency is to take things on a case-by-case basis. Very few of us can just move on from that moment as if nothing has happened. Fortunately for Volkswagen, we human beings aren’t so picky when it comes to the world beyond our flawed human relationships. Whether it’s crashed planes, failed banks, food poisoning, the cigarette industry, flawed airbags and ignition switches or a polluting engine, we have all been lied to by industry through the centuries and we all keep on returning to the very same industry for our essentials. It is as if we would rather believe in the fantasy world of J.M.Barrie’s Peter Pan, “All the world is made of faith, and trust, and pixie dust.”