DANA JEWELS - 01
GENERAL MANAGER Jocquine Chami SALES AND MARKETING MANAGER Emma Tapper CREATIVE DIRECTOR Roula Ayoub DESIGNERS Lara Nakhleh، Rena Chehayber, Michael Logaring PRINTED BY Raidy Printing Group PUBLISHED BY Firefly Communications P.O.Box 11596, Doha-Qatar Tel: +974 4340360 Fax: +974 4340359
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02 - CONTENTS
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CONTENTS - 03
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04 - CHAIRMAN’S MESSAGE
Chairman's
message T
o own a prestigious marque like Bentley, Lamborghini, Bugatti or Pagani, you have have to be a driven individual. Driven to succeed, driven to achieve your dreams and driven to own a car that will truly reflect your status. That is when you find Dana Motors. We will drive you through the process of owning your own piece of automotive history - exclusive, hand-built and customised to your every need. Even through these tough economic times, these dreams don’t disappear, and while many industries and markets have suffered, the luxury car landscape has remained healthy, as our visit to the Geneva Motor show confirmed. The event took place amidst the nadir of the global economic meltdown, but among the luxury elite, there was a continued buoyancy, with many superb models being launched, and a positive outlook for a successful year. And so far it has proved to be, especially for Dana Motors. We have enjoyed visits from Bentley - to launch the new GTC Speed - and Horacio Pagani, founder and owner of Pagani Auotmobili. Engineers from Lamborghini have visited us here in Qatar to completely restore a 1963 Lamborghini Miura for one of our valued customers. As the above illustrates, we will always go the extra mile to ensure customer satisfaction and loyalty. With this aim firmly in mind, we have developed Dana Jewels, packed full of features، interviews and lifestyle that brings you ever closer to Dana Motors and our world of dazzling automobiles. We hope you enjoy the magazine, as much as we enjoy serving you as Qatar’s most prestigious luxury car dealership.
Sheikh Abdulrahman Bin Ahmed Bin Mohamad Al-Thani Dana Motors Chairman and Managing Director
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CHAIRMAN’S MESSAGE - 05
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06 - GM'S MESSAGE
best
The is yet to come...
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GM'S MESSAGE - 07
T
o have a job where you get to spend time around such unique and beautiful automobiles as Bentley, Bugatti and Lamborghini makes it a pleasure to come to work everyday. However, that pleasure is only superseded by the satisfaction of the customers that pass through my office everyday. Being part of such a great team of people that enable motoring dreams to come true for so many of the country’s discerning motorists is THE most enjoyable element of running Dana Motors. We strive to give our owners, both existing and prospective, a level of commitment and service worthy of the fine traditions dictated by decades, and in some cases, over a century, of motoring excellence associated with our famous marques. To that end, we have redesigned Dana Jewels in order to bring you closer to Dana Motors, our timeless automobile offerings and the many new and exciting things in store for the coming months. We hope you enjoy the new look and feel of the magazine and I look forward to welcoming you to our fantastic showroom in the near future.
Saher A. Baaj General Manager, Dana Motors
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08 - DANA MOTORS
Driven to
succeed
The Dana Motors business has been built to cater for a niche section of Qatari society. The objective of the company is to deliver unique, rare and prized automobiles to prominent local Qataris, businessman and individuals of discerning taste.
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DANA MOTORS - 09
“ ...the company is backed by more than 50 years of automotive dealership expertise and customer service excellence. ”
While Dana Motors in its current incarnation was only
established in the year 2002, the company is backed by more than 50 years of automotive dealership expertise and customer service excellence. Sheikh Ahmed Bin Mohd Al Ahmed Al Thani was the dealer of fine automobiles from Bentley and Rolls Royce from the mid 1960’s up until the motoring duo went their separate ways in 1998. After four years of transition, the famous “Flying B” of Bentley returned to the roads of Qatar as the Sheikh’s son and his Dana Motors enterprise won the confidence of the legendary marque and became its exclusive dealer, based in Doha. Supercar heavyweights Lamborghini and Bugatti followed in 2004 and 2006 respectively, as Dana secured the rights to exclusively deliver even more European automotive excellence to the people of Qatar. 2009 will see an even more unique marque added to Dana’s already stellar portfolio with the inclusion of Pagani, manufacturers of the hand-made Zonda range of supercars. A coveted range of models from Bentley, Lamborghini, Bugatti – and soon to be Pagani - are
showcased at the company’s sprawling showrooms at Suhaim bin Hamed Street in the centre of Doha. The company prides itself on providing the best in automotive engineering, and to really deliver perfection, the company has worked hard on its after sales and customer service. Dana employs a well-trained, brand-approved team of experts that offer a truly personalised service to ensure that each client’s dream is made into a road-going reality. The company also delivers showcase events, flying professional drivers from Italy, France and the UK providing driving days for both clients and future partners of the Dana Motors enterprise. Dana Jewels offers an insight into one of these great events in this issue. See our report on the Dana Motor’s Bentley Driving Day that marked the Global launch of the new Continental GTC Speed. With seven years experience, Dana Motors will power into the second decade of the 21st century, continuing to meet its owners’ 50-year-old mission statement of helping Qatar’s motoring elite to choose cars that celebrate both their personalities and driving philosophies.
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10 - DANA MOTORS
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DANA MOTORS - 11
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BENTLEY - 13
Bentley Continental
GTC Speed DANA JEWELS / SEPTEMBER / ISSUE 02
14 - BENTLEY
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BENTLEY - 15
“ It was the GTC Speed that truly took everyone’s breath away.”
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16 - BENTLEY
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BENTLEY - 17
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18 - BENTLEY
benTley Doha
Driving Day VIP customers of Bentley Doha join the Dana Motors team and Bentley’s Regional Management team
l Team, ntley Regiona Doha VIP's, Be the Bentley d an am Te Bentley Doha tors Driving Instruc
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BENTLEY - 19
r Baaj m back) Sahe (Clockwise fro acdonald, M lin Co , on xt with Chris Bu on ns Hi ce ni Ian Hession, Ja Chami and Jocquine
Jocquine Cham i and Saher Ba aj
Sheikh Abdulrahman Bin Nasser Al Thani
Bin Ahmed Al Shiekh Mohd her Baaj Thani and Sa
Mohd Al Dhiab , Hassan Jassi m, Malek Chiekh and Mohd Jassi m
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20 - BENTLEY
d Aimee Queen, Hala an
Ian Hession, Sh eikh Abdullah Bin Nasser Al Thani, Saher Baaj, Sheikh Abdulazziz Bi Nasser Al Than n i and Sheikh Abdulrahman Bin Nasser Al Thani
The Bentley Driving Instructors and hostesses pose with Khalifa Al Saei, Hassan Jassim, Mohd Al Dhiab, Hala and Nigel from Bentley.
pines, , Shiela Dalum wson Janice Hinson tors & Nikki He uc str in g in iv the Bentley dr
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BENTLEY - 21
Al Saei th Mr Khalifa Saher Baaj wi
Malek Chiekh, Sheikh Mohd Bin Jassem Al Than i and Abdulla h
Shiekh Abdulaziz Bin Mohd Al Thani & Malek Chiekh
Sheikh Jabor Bin Hamad Al Thani with Saher Baaj
Baaj, r Essa, Saher Ian Hession, M Thani, Al d Ei n Bi ed Sheikh Ahm xton ld and Chris Bu Colin Macdona
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22 - BENTLEY
Dr.
Franz-Joseph
Paefgen Chairman and Chief Executive T
hanks to his father’s car repair shop, Franz-Josef Paefgen was born into a world of grinding gears and axle grease. His formative years were spent huddled over engine blocks, learning the complex craftsmanship of the automotive world like a keen-eyed watchmaker. This passion led him to delve more deeply into the motoring world, achieving a doctorate in mechanical engineering and a traineeship at Ford. Most of his working life has involved managerial roles at a variety of different departments in Audi, where he blossomed before being made president of Automobil Lamborghini Holding. Having worked in nearly every conceivable role, Dr. Paefgen has earned his prestigious role at the top as chairman and chief executive of Bentley Motors. In an exclusive interview he tells Dana Jewels magazine about Bentley’s position in today’s unique financial climate, its newest and most exciting model and why one of the most luxurious brands today is still on top and well-suited to continue its amazing growth.
Thanks to the financial crisis, these are difficult times for the luxury automotive industry. Is Bentley as heavily affected as the rest of the market? This is indeed the most significant economic crisis we have seen since World War II. It is a crisis that affects luxury car brands just as much as it affects other sectors. Of course, we too have been affected. In 2008, the high luxury market has been down 25% worldwide and we were no exception. How does a company like Bentley get through troubling economic climates such as this one? What are some of your strategies? I’ve always believed that it’s important to have clear principles that govern the way we manage our business, particularly when we
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BENTLEY - 23
find ourselves in troubled waters. The most important of these is that we produce only one less car than the market requires. When the crisis was in its infancy, we were switching production from the declining markets like America to places like China and the Middle East. We acted quickly enough to adjust production and ensure that the interests of our dealers and buyers are protected. The other principle is that we always listen to our customers We know about the growing demand for environmental performance. However, our customers also want power. They want both without having to sacrifice either. Despite the current difficulties, we are confident in the future of the motor industry and in the future of Bentley especially. This recession will end and when it does, it is the quality of our motorcars that will lead the recovery. Those cars will be handmade by our highly-skilled workforce in which we heavily invest. If anything can help in reversing this economic downturn, it is the introduction of exciting new Bentleys. Speaking of exciting new Bentleys, can you tell us a little something about the Continental Supersports that was unveiled this year at the Geneva Motor Show? What sets it apart from other models you’ve had in the past, and why is it important to launch this type of car now? As I’ve said before, the two most important challenges facing the automotive industry today: the security of fuel supply and climate change. Our future strategy seeks to address these two related issues. We are committed to reducing CO2 emissions by 15% across our range, introducing of a new powertrain that will deliver a 40% reduction in CO2 and the adaption of biofuel compatibility into our cars. Above all, it is important that we remain true to the Bentley brand. That means making cars that are powerful, but also being genuinely respectful of our impact on the environment. The Continental Supersports is the fastest, most powerful production Bentley ever. It began as a project to explore weight reduction on our Continental GT. This crystalised over 24 months into an official new car programme. The result is a two-seater car with 621bhp and a quick-shift transmission that halves shift time, accelerates from 0 - 100kph in 3.9 seconds and reaches a top speed of 329km/hr. It is also the first Bentley to run on petrol, bio-ethanol or any combination of the two. Power and torque remain constant regardless of this ratio. This means that CO2 can be reduced by up to 70%. By pioneering the use of flex fuel technology, we have made an important step forward toward fulfilling our environmental commitment. The Gulf is one of the most famously extravagant places in the world today, with some of the biggest brands across all sectors of the luxury market being represented. Speaking of the GCC buyers audience, what do you feel is the niche that Bentley has carved out for itself? What brings people
to Bentley and what keeps them there, particularly in this current financial market? [Laughs] Well, it’s big toys for big boys, isn’t it? The buyers in the Middle East are interested in nice things and are keen about luxury, particularly cars, and Bentley is quite simply the top of its class. And do you see that relationship lasting? Right now, I would say it is still in its building stages. It’s a very new relationship and one that is developing nicely. I do think that it is a good relationship already and one that will last. We are just now learning what our customers from the Gulf want, what they desire, and then we will be able to develop a few things for their tastes. How is Bentley changing its business model, particularly for the region? Well, as a whole, Bentley is becoming more international. It is a British brand, but we have now spread across the international markets. Now, we are learning from those markets; therefore, we can start to come up with new developments. Can you reveal some of these new developments? Well we’ve spent quite some time in the development of the body, for instance, particularly in the rear of our new models. Some of our customers wanted to see the pump line in the rear, so that’s what we’ve done. We’ve also improved air conditioning in the rear thanks to some of our customers’ requests. These are requirements we’ve never had in the Bentley before, but with us having such a huge market in the Middle East, and having delivered more cars there, we take those ideas into consideration and implement them. So, even after all of this time, Bentley is still evolving, just as the GCC is evolving? Oh yes! We are evolving with the flow of the markets, and in the Middle East, so too are tastes becoming more discerning; the region is developing a very high-taste. It is a market that is going from the very obvious to the more refined. The region is changing its mind about luxury. And one thing I will say is that the Middle East is the only region in the world where buying is still on the increase, where everyone is still smiling. We try hard to help everyone to keep smiling. Do you have anything else special planned for the region? Is there anything in the pipeline like, say, an SUV? Well, that’s difficult. There are some other companies who have tried to make SUVs after not having done them, but they don’t look right. We don’t want the Bentley to look like that. We don’t have anything like an SUV planned at the moment, but as I said before, we are always adapting and maybe we can do something like that in the future.
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24 - BENTLEY
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BENTLEY - 25
Dana Motors GM, Saher Baaj, meets with Bentley CEO Dr. Franz-Joseph Paefgen at the Geneva Motor Show 2009
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BUGATTI - 27
The
Art of
Motion
Unless you have been living on another planet, you will be painfully aware that the world is currently wallowing in the mire of an economic crisis.
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28 - BUGATTI
A Bugatti T37 racecar in action
It is not the first time that the world has faced a financial
meltdown, but truly great companies, brands and businessmen are able to successfully deflect the slings and arrows of outrageous financial fortune and come out the other side embattled, but stronger for it. This is no truer than in the case of Ettore Bugatti, founder of one of the world’s foremost supercar marques. Famously born into a family of artists, his vision to make aesthetically superior cars and an unwillingness to compromise his artistic values in the face of economic and technical reality is what makes Ettore so fascinating. This single-minded devotion to create art on wheels was only matched by his propensity to make wrong decisions. But Bugatti was a man with a vision, and while that vision took his company to the brink of financial oblivion more than once in relatively healthy economic times, it created a legend that has lived on for 100 years and given motoring aficionados
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a legacy of four-wheeled icons that set pulses racing with their beauty, style and performance. He had no training as an engineer and acquired his technical knowledge and skills through trial and error, countless structural drawings and his obsession to only accept the best. He pursued this obsession with persistence and, although his co-workers often had to scrutinise his designs for their technical feasibility, the final result was always a perfectly proportioned automobile, which, from an aesthetic standpoint, was impossible to resist. However, from an economic point of view, since each Bugatti had to be produced by hand, the costs were much too excessive. Ettore Bugatti stubbornly ignored the emerging features of industrial manufacturing. He was much more interested in the outcome than in the production process. This almost mule-like defiance of economic logic in favour of his creative vision almost cost him dearly on several occasions.
BUGATTI - 29
A 1928 Bentley overtaking a 1939 Bugatti at the 2004 Le Mans Classic
“ He had no training as an engineer and acquired his technical knowledge and skills through trial and error, countless structural drawings and his obsession to only accept the best.”
However, time and again, Bugatti, often referred to as “Le Patron”, found solutions and was able to keep the company afloat with other fields of work. Besides building airplane engines, Bugatti also developed and built carriages for the French railway – a project that enabled Ettore to steer the company and its 800 employees through the choppy waters of the great depression in the 1930s. It was this ability to think outside the box, coupled with a continued success on the racetrack, that enabled Bugatti to keep producing beautiful automobiles such as the T57S Atlante and the T41 Binder Royale Coupe De Ville. It was all about race day for Ettore. It is a little known fact that he was the first person to introduce a hospitality tent on the Grand Prix circuit. At the 1924 Lyon GP he set up a huge marquee for employees, partners and selected members of the race-going hoi polloi. Sometimes he would only adopt technical innovations after his racing cars had failed to
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30 - BUGATTI
Past meets present - a limited editon Bugatti Veyron shares the field with its 1930's predecessor
be first across the finishing line. For instance, in his opinion, the compressors that gave his competitors a speedier edge disfigured the overall aesthetics of the motor. However, the Bugatti marque’s record in the early part of the 20th century speaks for itself. It was a Buggati that won the first ever Monaco Grand Prix in 1929 with a T35B piloted to victory by Grover Williams. This followed Bugatti’s first Le Mans win in 1920, and preceded a Le Mans average speed record of 137kmh in the T57S in 1937. Two years later, Bugatti entered Le Mans again, with Ettore famously announcing that he would enter the 24-hour endurance race only if his car was able to beat the 1937 speed record. In 1939, a Bugatti T57C, piloted by Pierre Veyron and Jean Pierre Wimille won the race, setting a new speed record of 140kmh. The latest supercar in the Bugatti stable, which is the most world’s most powerful, fastest and expensive production car, bears the name of Pierre Veyron – an immortal tribute to that great achievement of 70 years ago. Despite his
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flawed economics, Bugatti’s creations helped propel the motorcar into the public consciousness during its birthing years and helped create milestones throughout the early history of motor racing. Ettore Bugatti also did a great deal to propagate the myth of the supercar, given that his cars were both performers on the track, and aesthetically pleasing. Le Patron only added to the exclusivity of his cars by ensuring that not everyone was allowed to purchase a Bugatti. Ettore always insisted that a buyer had to prove they were worthy to own one of his creations. How this was achieved is not documented, but the decree certainly propelled Bugatti into the realms of high motoring luxury. Bugatti owners became a very exclusive and deserving club, a tradition that remains to this day as the limited production and astronomical price tags of supercars that continue to bear the moniker “EB” will attest.
BUGATTI - 31
T57s Atlante Interior
A 1931 Bugatti Royale T41 Binder Coupe de Ville
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32 - BUGATTI
"وﻃﺮﻳﻘﺔ إﺛﺒﺎت ذﻟﻚ ﻏﻴﺮ ﻟﻜﻦ ﻣﺪﻋﻮﻣﺔ ﺑﻮﺛﺎﺋﻖ ّ ا داري دﻓﻊ ﺑﻮﺟﺎﺗﻲ اﻟﻘﺮار ّ ﺣﺘﻤ ًﺎ إﻟﻰ دﺧﻮل ﻣﻤﻠﻜﺔ اﻟﺴ ّﻴﺎرات اﻟﻔﺨﻤﺔ“.
Another limited edition Veyron that now resides in Qatar
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BUGATTI - 33
A Silver Bugatti Veyron shown at the 2007 German International Motor Show
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34 - BUGATTI
A 1928 Type 35B Bugatti - The first car to win the Monaco Grand Prix
The future looks beautiful - Le Patron would approve of the latest cars to fly the Bugatti flag with their perfect balance of form and function
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100 YEARS OF BUGATTI - 35
Family album 100 years
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36 - 100 YEARS OF BUGATTI
Clockwise from top to bottom: - Ettore Bugatti 1905 - T32 Tank 1923 - Bugatti Autorail Train 1934 - T57 Gangloff 2 serie 1935
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100 YEARS OF BUGATTI - 37
Clockwise from top to bottom: - T57C Tank, Jean-Pierre Wimille & Pierre Veyron victorious at Le Mans 1939 - The famous Rembrandt Elefant - T101 Coupe 1951 - T251 Grand Prix
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38 - 100 YEARS OF BUGATTI SECTION
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PAGANI - 39
Pagani
Zonda Roadster F & Zonda Cinque “ Here’s to the future. Here’s to Pagani.”
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40 - PAGANI
The 1999 Geneva Motor Show brought to the automotive
Exhaust system of the new Zonda R
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world a cavalcade of celebrated conveyance. It was in this year that Aston Martin launched its Vantage DB7, Chrysler unveiled its PT Cruiser and Bentley laid claim to Le Mans with their Hunaundieres. However, amidst this explosion of excess and excitement, one name stood out against the rest like a supernova against a backdrop of stars. The now famous Pagani name had been a century-spanning reverie for its founder, Horacio Pagani, and in 1999, that dream became a reality. The first model to slink its way onto the rotating sheen of the Geneva stands was the Pagani Zonda C12. Originally inspired by five-time F1 Champion Juan Manuel Fangio, childhood hero and then collaborator with Mr. Pagani, the car was first given the name Fangio F1. After he passed away in 1995, it was later renamed Zonda after the wind that whips wickedly through the valleys of the Andes. Even though only five of these Zondas were ever built, the voluptuous C12, packed with a MercedesBenz M120 V12 engine, stole the show and ensured Pagani an honoured seat amongst the automotive elite. Race ahead ten years to 2009, where the legendary history of the Zonda comes to a close in the very place it was born. The Zonda R is the very last model to evolve from the prestigious family line. The swan song of this rare breed will make way for the new, top-secret Zonda production due to roll out next year.
PAGANI - 41
Zonda F Cinque
Impeccably hand-built at the Pagani Atelier, the carbon fibre, aircraft-grade materials of the last Zonda’s body seem instead to have been crafted by the billowing winds of nature after which it was named. The vicious beauty of this savage beast is not simply for aesthetics, but to ensure that it is aerodynamic enough to allow its 6.0 litre Mercedes-AMG V12 engine to reach its fullest potential on the track. Coupled with its increased wheelbase, longer body and wider track, the Zonda R can rocket from 0 to 60 in 2.7 seconds and reach a whirlwind top speed of 230mph. Only 16 have been built, but even when the last one has been snapped up, the roaring legacy of one of the world’s most beautiful and speedy car models will still echo through the ferocious flurries of time immemorial. So influential is the Zonda R that, along with the Zonda F, it has directly inspired the other Pagani offering at this year’s Geneva Motor Show. As with the other models bearing its name, the Zonda F Cinque is not long for the production line, as only five models are being built, all of which have already been sold out. Sorry. Still, even though most of us will never experience this pure driving bliss, we can still appreciate it for its sheer beauteous design and technique. It also heralds many potential firsts for Pagani, including a six-speed gearbox, which offers even quicker shifting and an enhanced comfort in traffic. Even though the Cinque looks as though it was created
in heaven, it was instead done so with the human animal in mind. Everything is ergonomic, from the leather racing seats to the shift paddles and the carbon fibre steering wheel. From the outside in, Pagani has always been about precision, and this is best exemplified with the Cinque. The interior boasts handmade leather seats by Toora with 4-point seat belts to keep you safe and comfortable when reaching speeds that seem to surpass the warp drive of science fiction space cruisers. Similarly, this special Zonda has the outward appearance of being able to shrug off the confines of gravity and friction and launch itself into the stratosphere. While the heaving crowds at the 79th Geneva Motor Show this year all mourned the fading flicker of Zonda’s bright light, it was impossible to appreciate what it has done for the motoring world in terms of style and speed. It was also the perfect way for Pagani to make us all start salivating for their next luxurious and undoubtedly legendary line of tarmac -eating monsters.
Here’s to the future. Here’s to Pagani.
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42 - PAGANI
The new Zonda R will be the last Zonda model to leave the Pagani workshop.
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PAGANI - 43
The new Zonda Cinque Roadster
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44 - PAGANI
Founder of Pagani Automobili, Horatio Pagani
Art in
and
Science
Cinque While trawling the halls of the automotive behemoth that is the Geneva Motor Show, our correspondent, Steve Paugh, managed to grab an exclusive interview with the founder of Pagani Automobili, Horacio Pagani.
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PAGANI - 45
Why is it important to be at the Geneva Car Show? Geneva always has been and still very much is one of the most important exhibitions in the world. When I walk around the hall, I see a lot of commitment and investment from all of the car manufacturers, even though we are all going through a very hard time financially right now. The reaction I’m getting from these manufacturers is still good, despite the downturn, and I think it’s important to show that at this exhibition. There are also many new innovations to show. For example, there are many hybrid or electric cars at this year’s show. At our stage, we have two cars that may be expensive, but are at the height of technique. We are getting many great reactions from quite a few interested parties. So, even though there are some problems, this show still has some positivity. We believe if there is still hope, we should keep pushing, and that’s exactly what we’re doing. Why is it important to be a presence in the Middle East? Any plans for expansion in the Middle East? We have a very limited production, only making about 20 cars a year, so our ability to expand is also limited. However, we do recognise the Middle East as a very important market and our intention is to grow in that area. We also want to provide the very best in sales and after sales service to our customers there. We plan on increasing our presence in all of these areas in the coming year. What kind of service can you guarantee for the region? While we are not officially working in the Middle East as yet, when we do make a larger presence, we will comply with all of our policies and standards that we have established in other markets. Our GCC customers will get the full package of service that we provide. Do you learn and adapt based on the region you sell to? If so, do you have any plans to develop specific automobiles for the Middle East since you will be moving there? Do you have any future plans to develop something special? Our concept is one of quality and reliability. That is the basis for every car we make. We don’t make prototypes, we make production cars. Before final development, we test for 800,000 kilometers so in that, as far as maintenance development is concerned, there is not much to do. From the design aspect, we do recognise that every market is different, but each car we make is a special operation with varying techniques and materials, and that makes each one unique more for the individual than for the markets.
How do you improve on perfection? After seeing these two machines, that seems like it is going to be difficult. Does your philosophy have to change, or do you carry that same drive into the future? What developments can you tell us about along this line of thinking? Every detail of our cars is handled by myself and our design team. What we do, our philosophy, is to combine the worlds of science and art in the same product, which is quite rare nowadays. Our customers are very sophisticated, and they have a great knowledge of every other manufacturer, so we try to supply them with something they have never seen before. These two cars you see here represent the very best of our production. We also implement within these two the very best of materials, which previously, before we made these models, were used only for aircraft manufacturing. So, we are still developing new things with the best means of production and the finest of materials, and we will continue to do so with that mixed philosophy of science and art. There are some customers who own two or three Paganis at one time, and we repay that brand loyalty by not only providing them great service, but also by working to give them something better and better. If someone is willing to pay one million Euro for one of our sports cars, then it is my intention to give them the very best on the market.
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46 - PAGANI
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PAGANI - 47
Horatio Pagani meets Dana Motors GM, Saher Baaj (left)
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LAMBORGHINI - 49
Making
Its
Marque James McCarthy offers a potted history of the car that defined a generation of excess and power.
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50 - LAMBORGHINI
The Lamborghini Countach 5000QV was the pinnacle of the model's evolution.
I
The interior of the LP400 was toned down for the production model.
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remember as though it was yesterday. It was June 1985 and the leaves were rippling softly on the breeze as the summer sun beat down on Wales’ Gower Peninsular. I heard it before I saw it, as the soothing sound of the Irish Sea cascading on to the shingle of Limeslade Bay was overwhelmed by the ear-splitting, muscular growl of a 5.2-litre, 48-valve V12 engine. A minute or so later the menacing black Lamborghini Countach 5000 Quattro Valve prowled into view on the clifftop road, its Pirelli tyres screeching on the hot tarmac. In a thunderclap of noise, brute power and speed, it was gone again leaving an awestruck 9-yearold staring open-mouthed in its still vibrating sonic wake. I had never seen such a car, or even comprehended that something like the Lamborghini Countach existed outside of science fiction movies. However, the malevolent, angular fiend that, to this day, still epitomises the “Raging Bull” marque was already in its 12th year of production. It is hard to describe the visceral effect that my first meeting with the Countach produced in me as a child in 1985 (which was an enlightened time of the of futuristic shaped cars like the Triumph TR7, the Lancia Delta and the Lotus Esprit). However, I cannot begin to imagine the shock and awe at the initial unveiling of the concept model at the 1971 Geneva Motor
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The original LP400 took the motoring world by storm.
Show - when there was nothing like it in the world outside of Thunderbirds and Captain Scarlett. One thing is certain, though, it was a watershed in the way people looked at sports cars. When former tractor builder, Ferruccio Lamborghini made his bid to beat Ferrari at its own game, his creation spawned a new era in sports car design. Wedge-shaped coupes, like the afore mentioned TR7, Delta and Esprit, would never have been born were it not for the pioneering ultra-low, two-seater missile-shaped Countach. Already established in the sports car market with its legendary 1963 mid-engined 4.0 litre V12 Miura, Lamborghini’s design remit for its successor was simple – to build a mid-engined V12 powered sports car with aluminium bodywork that would be capable of 200mph. What was produced has moved into motoring legend and dominated the supercar landscape for two of the last three decades of the 20th century. Marcello Gandini’s design took the motoring world by storm. Scissor doors and its innovative use of aluminium in the body construction aside, the prototype offered drivers a unique periscope-styled rear view mirror and a Gandini-designed interior with a futuristic angular steering wheel and digital instrument layout. In the era of Star Wars, it must have been like piloting an X-wing fighter spaceship.
“ Marcello Gandini’s design took the motoring world by storm. ”
The 5000QV could deliver 455bhp and hit 182mph.
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The fearsome V12 engine of the Lamborghini Countach.
Despite the initial acclaim and the depth of anticipation at the 1971 motor show, it took the company two more years and two more prototypes to develop a final, roadworthy Countach. In 1973, the Lamborghini Countach LP 400 was finally released from its cage in Sant'Agata Bolognese, Italy, to tear up the world’s best driving roads. The final showroom model had developed considerably since the 1971 prototype, but the most exciting styling clues like the scissor doors and periscope rear view were retained. Additional air vents and scoops were created to improve cooling of the engine, brakes and passengers while the chassis underwent a complete re-design. So too did the spaceship interior, which was substituted for a more traditional and customer-friendly concept. The first batch of the Countach LP 400, which were produced between 1974 and 1978, numbered only 150 cars before the first evolution appeared in the form of the Pirelli P7-clad LP 400S. The new model also featured yet another chassis re-design and ridiculously wide wheels, which also required a rework of the suspension system. New wheel arch extensions were created to fit the increased tyre presence, resulting in the Countach’s famous final body shape, while the addition of an optional V-shaped rear wing would add even more drama to the Countach’s already ominous appearance. The LP 400S remained in production until 1981 with an output of 235 cars. The following year saw the introduction of a five-litre V12 version, the LP 500S, which boasted improved tourqe, brake horsepower (bhp) and a 165mph top speed. The 500S was capable of sprinting from 0-60mph in 5.6 seconds. In 1984, the rivalry between the prancing horse and the raging bull reached new heights with the launch of the Ferrari Testa Rossa a direct competitor to the 500S. Lamborghini retaliated with the most famous of all upgrades to its then 14-year-old flagship.
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The 1985 Countach 5000 Quattro Valve (QV) featured a multi valve V12 engine, stretched to 5.2 litres. A re-design saw the six double carburettors moved to the top of the engine in a downdraft configuration. As a result of the alterations, the 5000QV was able to deliver a crushing 455bhp at 7,000rpm, reach a top speed of 182mph and could scream from 0 to 60 in 4.9 seconds. Lamborghini manufactured 610 of these tarmac-eating terrors between 1985 and 1988. However, by the time 1988 rolled around, Lamborghini, which had fallen into state hands, had been bought-up by Chrysler and the Countach saga was beginning to draw to a close. A 25th anniversary model was commissioned which was mechanically identical to the 5000 QV, but saw the lean, mean beast of the blacktop reduced to a bloated parody of its outrageous design. The Countach Anniversary boasted heavily restyled bodywork with additional air intakes, scoops and disgraceful looking side skirts. The taming of the savage was all but completed with the addition of electric seats and windows. Despite this, the Anniversary became the most popular selling model. With the world economy booming and capitalist millionaires being made by the second, the Countach was now within the grasp of a greater number of stockbrokers and businessmen. With 650 cars made, the Anniversary marked the Countach’s shift from dream to mainstream and signalled the end of the legendary car. By 1990 the last couple of thousand Lamborghini Countach cars had been sold. The supercar that changed the face of an industry had enjoyed twenty years of supremacy and had beaten all pretenders to its throne in a brutal, gutteral roar of its V12 soul.
“ The supercar that changed the face of an industry had enjoyed twenty years of supremacy and had beaten all pretenders to its throne in a brutal, gutteral roar of its V12 soul.” Like so many great rulers of history and lore, the Countach established a dynasty of power, performance and aesthetics that would continue for many years. The great statesman of supercars was finally usurped by its own bloodline in the equally demonic form of the Lamborghini Diablo.
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The LP400S evolved the famous chassis design further.
The king is dead. long live The king. The Diablo was being groomed as a replacement as early as 1985, at the height of the Countach’s reign. The same threatening body shape was noticeable (once again the work of Gandini), if slightly more understated than its mighty parent. Upon its ascension to the supercar throne in 1990, the Diablo boasted a 5.7-litre, 48-valve version of the Countach’s now-legendary V12 mid-mounted engine and featured a revolutionary computer-controlled fuel injection system. It was capable of producing a shattering 492bhp and a top speed of 202mph, finally realising the 20-year old dream of Ferruccio Lamborghini, who died two years after the Diablo’s launch. The Diablo led the market for 11 years, evolving eight times and reaching a production rate of 3000 units.
The Diablo boasted a 6.0l V12 engine capable of 202mph
Lamborghini Diablo
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Lamborghini Diablo
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In 1988 Lamborghini delivered a 25th anniversary edition of its flagship supercar.
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HermÈs If you’re motoring about town in a Lamborghini, Bugatti, Bentley, Pagani or any luxury car for that matter, you’ve got to look the part. Driving one of these cars is like going to a chic soiree; you don’t show up to this party in ratty jeans, cheap shoes, a five riyal watch and fake leather gloves. Remember, you’re the best-of-the-best, the big cheese, the top gun, so it’s time to start dressing like you own the place. This goes beyond draping yourself in an immaculate suit or impeccable outfit. As ever in the fashion sphere, it’s all about the accessories. Luckily for all of us, there is a new boutique in town that guarantees to put the fashionable swagger in your step.
Hermès has been outfitting the coolest of society’s upper crust
since 1837, as their clientele list includes such swingin’ hip-cats and kittens as Sammy Davis Jr., Humphrey Bogart, Grace Kelly, Sharon Stone and Madonna. Their collection of leather accessories, jewellery, ties, scarves and perfumes have never failed to impress even the most erudite customer. Having officially launched their newest boutique right here at Qatar’s latest claim to fashionable fame, The Pearl, it’s sure to stir the discerning tastes of Doha. Much like the interior of your designer auto, traveling inside Hermès is a journey through the heart of luxury itself. Its mix of Eastern architecture with elements of its Western Gothic heritage is quite a sight to behold. When you walk through its entrance archway, as you watch the light from its central spotlight cascade like a waterfall onto precious jewels and hand-picked materials, you feel
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“ What better way to accentuate your automotive lifestyle than by adorning yourself and your loved ones in the very best that the world of fashion has to offer?”
as though you’ve walked into a hidden cove of priceless treasures just waiting to be pillaged. What better way to accentuate your automotive lifestyle than by adorning yourself and your loved ones in the very best that the world of fashion has to offer? In fact, so great and so haute is the Hermès name that it has had an almost 90-year relationship with probably the most expensive of Dana Motors’ own brands: Bugatti. Only last year, the two names partnered to create an exclusive, custom-made model to exemplify the status of both names. The Bugatti Veyron Fbg par Hermès, which was unveiled to the world at last year’s Geneva Motor Show, does not look a whole lot different than the “normal” Veyron other than the signature “H” emblem on the wheels and the boutique’s classic and instantly recognisable maroon and beige colour scheme. Of course, since it’s Hermès, there is greater attention paid to the bull leather interior work on the dash, the seats and in the boot. Even with these relatively minor changes, the model costs about $1 million more than the original Veyron, which should tell you something about what the Hermès name can do to something already as prestigious as Bugatti. Hermès continues to shine unblemished like a timeless jewel in the crown of luxury, and that shimmer shows no sign of dulling. It has been linked with some of the most elite brands and individuals throughout time, and now that it rests in the Porto Arabia piazza at The Pearl here in Doha, it can finally be affiliated with you.
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Highways
Heaven:
to Jebel Hafeet
Mountain Road, UAE
Photography courtesy of Stanley Papior
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“ That’s like tracing golden writing with a diamond-tipped pencil! ”
In the first of a series of features highlighting the world’s best driving roads, Dana Jewels takes you on a twisting trip up one of the Gulf region’s most heart-palpitating parkways: Jebel Hafeet.
I
t spreads itself out at the precipice of a 4,000-foot high mountain range. Stretching over 7.3 miles, the surface of its flawlessly manicured skin shifts, slinks and slices around 60 thrilling corners and hairpin turns. This is not the world’s largest roller-coaster or its newest Olympic bobsled course. This is The Jebel Hafeet Mountain Pass, quite possibly the most exciting driving road on the face of the planet. Expertly carved in the Jebel Hafeet mountain with all of the artistry of a rolling calligraphic verse, the serpentine shape of the road undulates in the poetic curvature of the written Arabic language. That shapely relation is not the only similarity with the Gulf’s heritage. The mountain range, which slithers between the border of the United Arab Emirates and the Sultanate of Oman, is one of the region’s most popular natural attractions thanks to its rolling peaks and valleys, bubbling streams and placid mountain lakes, gushing hot water springs and localised eco-system, which includes a blanket of rich greenery and a menagerie of wildlife. One of the best ways to see Jebel Hafeet, however, is not to meander introspectively at an art-gallery pace, but to take it in at shutter-quick speeds, devouring its sandblasted presence in a blur of motion. Jebel Hafeet road has been described by many worldclass drivers as the best driving road in existence and is regularly spotlighted in a diversity of media, such as famous automotive websites like Edmunds.com and on popular television programmes like Fifth Gear. Probably its greatest recent claim to fame was when it acted as a host for the globally celebrated show Top Gear, wherein its hosts, Jeremy Clarkson, James May and Richard
Hammond, famously skidded around its swerves in the majestic power of three Bugatti Veyrons. That’s like tracing golden writing with a diamond-tipped pencil! While it is generally acknowledged that the road was built in 1987, how or why it was actually built is still shrouded in mystery. Allegedly costing hundreds of millions of dollars to build, it was most likely laid to give local and international speedsters an excuse to come to the UAE and test the pedal-to-the-metal mettle of their newest big boy toys. Luckily, that is exactly what the road provides: a ride that is completely unique, gapingly beautiful and, because of the uncharacteristic amount of maintenance constantly being done to the road, unbelievably smooth. The road seems to know how to keep itself interesting, merging fast-paced straights with more technically interesting twists and turns. Fortunately, it is still not as well known as some other highways and byways, and this means that the three lanes of traffic are usually clear. Of course, that also means that there is a growing population of bikers (both motor and push-pedal), so be careful as you race full-throttle to conquer its sometimes perilous peaks. Jebel Hafeet is one of those rare gems that you come across while exploring the region. For motoring enthusiasts in particular, it is like the Hope Diamond of freeways. As you race through the ghosts of evaporation dancing on the summer tarmac, and are whisked away to another world of motoring pleasure, we guarantee that you will agree that Jebel Hafeet is quite literally a Highway to Heaven.
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Photography courtesy of Stanley Papior
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Geneva
Fever Steve Paugh accompanies Dana Motors to the world’s leading automotive exhibition.
The Geneva Motor Show 2009
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Dana GM Saher A. Baaj next to Fisker Auto's Sporty Hybrid, The Karma-S
The Lamborghini Murcielago LP670-4 Super Veloce makes an entrance
The Geneva Motor Show Floor
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Bugatti's Celestial Centenial, The Centenair
With a steady whine and a gentle bump, the plane, which
only nine hours ago departed the warm, gritty breath of the gulf, finally touches down under the grey shroud of cold around Geneva Cointrin International Airport. As I descend the stairs bleary-eyed into the crackling-crisp air and watch my breath crystalise and scatter into the dawn chill of early European Spring, I take a moment to admire the contrast between the pristine white of the snow-capped hills and the cracked black web of well-worn tarmac. In doing so, I realise that, almost strangely, it is the latter which brings me to Switzerland. I am not here to skim down the lilly-white powder that covers the ebb and flow of the surrounding mountainous terrain, or to take in the local sights, like the towering geyser of the Jet d’Eau, which blasts heavenward, igniting the skyline in a starburst spray of arching white foam. Nor am I here to wonder at the Large Hadron Super Particle Collider that pounds underfoot, knocking like a giant hand at the door of undiscovered science. No, I am here to witness a different kind of beauty; a more raw form of ignition; a more exciting internal combustion. I am here for the 79th Geneva International Motor Show: the world’s finest showcase of automotive immortality. Even before we land in Geneva, there were whispers in the
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faithful throng that this year’s event would roll into the city in a decidedly lower gear. Thanks to the now omnipresent financial crisis, the automotive industry has suffered deeply, with many car lovers mentally downshifting into thoughts of conservation and lower-spending. Given this dark brooding, we petrol-headed pilgrims openly fretted on the way to one of motoring’s most sacred sites. Even though we tried to see beyond the grim financial climate and hold on to hopes of being dazzled, we still wondered both quietly and aloud: would we come face to face with empty stands, tread down quiet walkways, gaze yawningly at second-hand offerings of yesteryear? Would we be, in a word, disappointed? Not ironically, in a country where the complexity of watchmaking has been perfected, only time would tell. In an effort to stave off the growing fervor of these thoughts before the magic hour of the exhibition’s opening, I decided to take a walk around Geneva’s city centre. It is impossible not to note in equal parts the haunting beauty of Geneva’s renaissance past and the shimmer of its devotion to luxurious watchmaking. What happened next made me realise that my mind was locked in a different setting; one of movement and of speed. A lone Bugatti Veyron sat outside of the Four Seasons Hotel, shining brightly under the solitary beam of sunlight piercing through
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Saher Baaj, Bentley Board Member of Sales and Marketing, Stuart McCullough and the lean, Green Continental Supersports
Yello-Liquid Yellow, The Lamborghini Murcielago LP 670-4 SuperVeloce
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Mansory's Stab at Veyron, The frictionless Linea Vincero
the overcast sky like a celestial spotlight. After watching the Veyron rub elbows with the heavens, I was convinced that this was the sign I needed to dash any troubling thoughts. It helped me regain my focus, drive and hope. I was here for the Geneva Motor Show, and it was going to be spectacular. The buzz I was feeling lasted, and as I crossed the threshold of the Geneva Palexpo centre, it was only amplified by the hundreds of people rushing from stand to stand to experience for themselves that the reported “death rattle” of the automotive industry was not as loud as expected. After meeting up with Saher A. Baaj, General Manager of Qatar’s own Dana Motors, we pressed forward to our first and arguably most memorable port of call. Celebrating an astounding 100 years as one of the top supercar brands, Bugatti has recently, and almost impossibly, outdone itself. The new Bugatti Centenaire unveiled at the event may be based on the Veyron design that I drooled over earlier that day, but it is a completely different animal. The 8.0 litre, 16 cylinder, quad-turbo engine is reportedly able to crank out an absolutely absurd 1350bhp and can reach 260mph, shattering the old record of the SSC Ultimate Aero TT and effectively making it the fastest supercar in the world. Its beautiful Bugatti-blue body implements the classic two-tone look not in the traditional use of two different colours, but by using two different finishes: shiny and matte. My mind reeled as I imagined penetrating the
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late-winter white of the Swiss countryside with the blurring blue streak of the Centenaire’s ludicrous speed. Just behind Bugatti was Lamborghini, yet another Dana Motors brand and one equally as dizzying. Along with the new fourdoor Estoque, the world’s sleekest, most sword-like car brand presented one more weapon in its automotive arsenal this year: the Murcielago LP 670-4 SuperVeloce. The limited edition Lambo has 30 more horsepower than the old LP 640, weighs 220lbs less than its predecessor, can shoot from 0 to 60 in 3.2 seconds and has a top speed of 212 mph, launching it into the books as the fastest ever production Lamborghini. It’s also one of the meanest, coolest looking cars we’ve ever seen. It doesn’t hurt that it’s wearing the colours of an angry hornet ready to sting the road. To complete Dana Motors’ triangle of motoring might was Bentley, which, just across the aisle, was uncovering its fastest, most powerful car to date: the Continental Supersports. The newest Bentley can rush around at a top speed of 204mph, hit 60 from zero in 3.7 seconds and has the increased cool of a lower, much more aggressive stance. Shockingly, it manages to accomplish all of this with the environment in mind. That’s because the “first official supercar” of Bentley actually runs on biofuel, which marks yet another first for the luxury brand. In fact, Bentley was not the only company that wanted to make
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Fast, friendly and a bit freaky, the seat-changing rinspeed iChange
Oceanic Ecology, the new Mazda Kiyora
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Eco-Cool, the cryptic Edag Light Car-open Source
being green easy. In an effort to escape the black hole-like pull of the markets, many brands are appealing to the environmentalist in its buyers. Along with the typically small, boxy or podlike styling of hybrid cars, this year’s show introduced a new feeling of luxury in the growing market. Much like Bentley, Fisker Automotive is not willing to give up style in its pursuit of green alternatives; as a result, it has achieved its motto to “never compromise.” The Karma-S, as it is appropriately named, is a sexy and sleek plug-in hybrid convertible that can reach 80 kilometres on a single charge before the gas engine kicks in. That may seem low, but it is actually perfect, given the recent studies that suggest most people drive under that amount in a day. While the Karma also has the world’s largest solar panel, there is nothing quite like the conceptual brainchild of Swedish Supercar marque, Koenigsegg, and one of the leading pioneers in photovoltaics and accumulator (or solar power to the layman) technology. The protoype of the Quant, which made an impressive appearance in Geneva this year, has already been developed with a thin coating of highly effective solar cell technology. This is most likely the future of sun-powered tech and how it can be efficiently applied to the motoring world. Yet another brand offering chic-green tech is the Swiss-designed Rinspeed. Last
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year, the company offered a car that could transform in a Bondlike way into an underwater submarine. Not to be outdone by itself, this year they offer the Rinspeed iChange, which not only contains an 130kw-electric motor pumping out 174bhp, but also a variable body design which allows for what they call “1-2-3 seating,” meaning that passengers inside can switch the seating arrangement. It’s like a game of musical chairs for the road! Probably the coolest, most futuristic concept we saw was the Edag Light Car-Open Source. Looking like it was crafted by an expert glass-blower, the slick, glossy Edag takes the use of light to a whole different level. The look of the automobile’s light displays, which include the headlights, rear lights and eyecatchingly clear road indicators that tell other motorists about upcoming speed limits and road conditions, is as customisable as your home computer. The all-electric, monovalent drive system allows for a roomier interior as well as a range of up to 150 kilometres on a single charge. Also adding to the environmental friendliness is the fact that all of the materials in the car, including the revolutionary basalt fibre body, are 100% recyclable. It is projected that, while the Light Car may look like something out of science fiction, it will most likely be a reality in 2010. Along with the landmark environmental achievements at the
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Lotus in Bloom, the new Evora
2009 show, there were also options that appealed to the crowds’ pocketbooks and practicality. Take, for example, the Aston Martin V12 Vantage. While still maintaining its status as a luxury brand supercar, Aston martin has made their new 6.0 litre V12 relatively affordable (£140,000) and with a greater emphasis on everyday driving and comfort. There is also the highly angular - almost oceanic - Mazda Kiyora, which has made waves with a retooled fuel-injection system and a Smart Idle Stop System (SISS) that helps save cash by increasing fuel economy. These are just a couple of the developments that awaited the swarm of hungry onlookers at this year’s exhibition. With other global brands like BMW, Lotus, RUF, Alfa Romeo and Porsche releasing new, more technically savvy products into the market, it is easy to see that the automotive industry is still going strong. Most of the designers, engineers and CEOs we spoke to did acknowledge the economic downturn, but all were optimistic that the situation would soon improve. There was a general feeling that the challenges that presented themselves last year and those that lay ahead would only motivate the industry to evolve and propel the automotive world into the future of design that much quicker. That future does await and judging from what we saw at the 2009 Geneva Motor Show, it looks bright.
Giddy at the wheel: Saher Baaj trying the Lotus Elise for size
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72 - GENEVA MOTOR SHOW 2009
Solar Skin, the surprisingy stylish Eco-Car, The Quant NLV Solar AG
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Bentley associate, with Sheikh Meshal Bin Abdulrahman Al Thani and Saher Baaj
Light Show, The Edag Light Car
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s r o t o m Dana w o h s e h t around
tor Show ing the 79th Geneva Mo Geneva by sparkled dur
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Lamborghini
CEO Stephan Winkelmann
and Saher Ba aj
Stephan Winkelmann, Lamborghini CEO, launches the LP 670-4 SuperVeloce
ni The Lamborghi
g car per Trofeo racin Murcielago Su
Lamborghini
showed off its latest fashion accessories
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Saher Baaj joins Bugatti executives on the booth
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Baaj n, and Saher er, Guy Caqueli keting Manag ar M st Ea dle pe & Mid Bugatti's Euro
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lrahman th Sheikh Abdu Saher Baaj wi
Thani Bin Nasser Al
Thani (second dulrahman Al Meshal Bin Ab h ley executives nt eik Be Sh d an HE aj u like: with Saher Ba es Any colour yo ish fin e ok ses besp from left), choo
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Saher Baaj inspects the latest Bugatti offerings from German dealer, Mansory
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Automobili CEO of Pagani , founder and Horatio Pagani
Saher Baaj discusses Karma with Gregory Millworth from Fisker Automobiles
View from th e top: Saher Ba aj surveys the floor at Geneva 2009
Saher Baaj testing out the Pagani Zonda R
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