Car Xpress Feb 08 by Kalimat Group International

Striking accord Honda is in tune with the times

escape hatch Finding freedom with VW’s R32

slick cut

seven samurai Suzuki’s XL7 comes out fighting

smooth operator The LR2 stands on its own four feet

The smokin’ concept Ragster from VW Car Xpress

JAN 2008

PRICES - KSA SR 15 UAE AED 15 OMAN RO 1 BAHRAIN BD 1.5 LEBANON LL 10 000 QATAR QR 15 KUWAIT KD 1.5

volume 4 \\ issue 02 \\ feb 08

JAN 2008

Car Xpress

Publisher Kalimat Group International FZ - LLC

Motormouth It’s that time of year again when the UAE succumbs to the sporadic aquatic acts of nature that the region just seems unable to cope with. Well, that’s not strictly true. After the recent January monsoon season (3 days) the deserts didn’t seem to be particularly perturbed by the soaking. The occasional wadi might have become a temporary river but no goats were washed away and no camels came to a spluttering halt and had to be abandoned in midstream. Strangely enough, it was only in the areas where cement and asphalt have a predominance that the problems seemed to arise. Our colourful architecturally-rich conurbations obviously have an Achilles heel when it comes to the highway drainage systems. This region is unique in that the storm drains have to deal with both rain and sand. Rain alone is OK, but add sand to the mix and after a short time you’ll find thousands of hidden dams blocking up the pipes around the city and causing the seas of brown water that brought several places and businesses to a standstill. But what can be done? A unique situation requires a unique solution. Drainage systems that suffice elsewhere in the world may well do for eleven months of the year here, but they will always fail drastically on the odd occasion that the heavens open. The problem is that the problem is underground, so what is the likelihood that it can be easily remedied, how much disruption would this cause and would it be worth the bother? The government could always do what they did on the event that President George W. closed all access routes through Dubai – pronounce a national holiday. We could make the inner city lakes a feature of the celebration with stepping stone races where contestants have to jump from one abandoned car to another; or wakeboarding where the contestant is towed behind a speeding TATA truck; family mud wrestling; a ‘how far can you drive your Chevrolet Aveo before is stalls to a halt and has to be towed out’ competition – the possibilities are endless. On a serious note ( just in case you didn’t realize I was joking), most commuters have the sense to adapt their driving to the conditions, but there is always the occasional idiot who couldn’t care less about the blinding spray from his rear wheels, the possibility of aquaplaning (or indeed what it is), the slipperiness of the road surface, or the dazzling effect of using foglamps in the wet. They may have the possible excuse that such matters are not an area of concentration in the driving test, but a little common sense goes a long way – to saving lives. Drive safely

Car Xpress Head Office Office G4, Building No.1, Phase One, P.O. Box 502408 Dubai Media City, UAE Tel: +971 4 391 0410/1/2/3 Fax: +971 4 391 6619 e-mail carxpress@kalimatgroup.com General Manager Hekmat el Zein Editor Gordon Torbet Assistant Editor Nitish Ramanujam Senior Designer Mahesh Kumar Duvvuru Designers Mohd Noufal.B Mohd Usman Siraj Contributors Matt Carroll Alistair Weaver Marketing Account Manager Alie Jaber Photographer Wahb Mabhkout Car Xpress Lebanon Office Riad el solh 11072070 P.O.Box 11-1197 Beirut, Lebanon Tel: +961 3 208 528 Fax: +961 1 924 440 This Car Xpress Car Buyers Annual 2008 has been produced independent of the Middle East International Motor Show (MEIMS) and its partners and therefore MEIMS bears no responsibility with regard its contents. The material used in this publication is intended for informational purposes only. A sincere effort has been made to report details accurately, however, as specifications, models and pricing vary over time, readers are advised to use the data herein as a guide only, and to seek specialist assistance before acting on information offered in this publication. All text and layout remains the copyright of Kalimat Group International FZ LLC, unless stated otherwise. Car Xpress is fully independent, and its views are not

Gordon Torbet Editor

JAN 2008

news contents

news

sheep in wolf’s clothing

Striking accord

smooth operator

seven samurai

escape hatch

cracking ice

ragster riches

day of thunder

motorsports news

The new Avenger struggles to be the perfect steed Honda’s trusty sedan is in tune with the times LR’s smallest model stands on its own four feet Suzuki come out fighting with their latest XL7 Finding freedom with VW’s R32 Part 2 of our guide to in-car entertainment VW’s latest concept is right on the money CX at the ’08 Toyo Tires 24hrs of Dubai

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JAN 2008

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JAN 2008

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1 to watch out for

The new BMW 1 Series Convertible recently made its world debut at the 2008 NAIAS in Detroit. Still the world’s only compact car with rear-wheel drive, it combines sporting elegance in design with the outstanding agility. The 1 Series Convertible is a 4-seater which features an electro-hydraulic soft roof opening and closing mechanism. Two powerful and efficient straight-6 engines are available from the introduction of this new model to the US market. Particularly, the top-of-the-range BMW 135i Convertible is hoped to set new standards in sports driving pleasure, featuring a 3.0-litre straight-6 with twin turbo and direct petrol injection. For that extra impact the slightly

modified M Aerodynamics Package will feature as standard. The 135i’s 3-litre engine develops a maximum output of 300bhp and peak torque of 300lb-ft, available from just 1,400rpm. The result of this superior power and muscle is spontaneity when setting off and accelerating, pulling power – not only from a standstill, and “virtually inexhaustible power reserves”. Acceleration to 100kph comes in 5.6 seconds and the top speed is limited electronically to a rather pedestrian 210kph. All models also feature BMW’s EfficientDynamics development strategy and come with an extensive range of innovations to help optimize both fuel economy and exhaust emissions.

That Riviera touch

Unveiled at China’s Auto Shanghai 2007, the gull-wing, front-wheel-drive Riviera concept coupe was developed with global design input by the Pan Asia Technical Automotive Center (PATAC), a design and engineering joint venture between General Motors and Shanghai Automotive Industry Corporation (SAIC) which is headquartered in Shanghai. “We said last year the Riviera concept made us realize how small the world was – it’s not East; it’s not West. It’s Buick,” says Ed Welburn, vice president of GM Global Design. “The reaction to the car around the globe proved that to be very much the case.”

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Engineered to accommodate a new hybrid system that will go into production this year at Shanghai GM, this flagship joint venture with SAIC features several technological and manufacturing advances. The Riviera represents the latest achievements of GM and its partners in the promotion and development of alternative propulsion technologies in China. “The Riviera concept underscores the diversity, strength and depth of the GM global design and engineering network,” says Welburn. “It also reflects PATAC’s growing role within the GM Design family and China’s significance as the world’s largest Buick market.”

The Riviera marks the return of a renowned Buick name after an 8-year hiatus. “The Riviera concept, with its stretched carbon fibre body panels, a combination of positive and negative curves, strong front and rear identities and gull-wing doors, captures the essence of Buick classics, while presenting a thoroughly 21st century design,” comments Welburn. “It certainly lives up to the nameplate’s reputation for bold design. The Riviera communicates the global design vocabulary of the Buick brand and sets the stage for General Motors’ design, engineering and manufacturing centres to work together on the next generation of Buick midsize luxury cars.”

news

GT-R’s secret test driver

GM shake up in UAE Car buyers in Dubai and RAK looking to purchase a GMC or Chevrolet will benefit from the news that the two brands are now being sold and serviced in the same showrooms under the name Al Ghandi Auto. The change stems from an agreement, effective immediately, that covers the General Motors businesses of National Auto (NA), previously the GMC dealer in Dubai and the Northern Emirates, and Al Yousuf Motors, formerly the Chevrolet dealer in Dubai and Ras Al Khaimah. As a result it is now even easier for customers to gain access to the wide and exciting range of vehicles and services offered by GMC and Chevrolet. At the same time, Al Ghandi Auto is able to offer an even more focused and efficient service, with most of the dealer sites now able to meet customers’ needs for both brands in the areas of new car sales, servicing and certified preowned sales, as well as for ACDelco and GM Quickservice. Customers’ current warranties and other applicable agreements will continue to be honoured by Al Ghandi Auto.

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With all National Auto and Al Yousuf staff being retained by Al Ghandi Auto, the new Company can call on the considerable GM experience of its fully trained workforce of around 700. Terry Johnsson, president of General Motors - Middle East Operations, comments: “With the formation of Al Ghandi Auto, customers will now benefit from the convenience, experience and resources that this new Company can offer across the GM core brands. This positive development will not only strengthen the position of Chevrolet and GMC in the UAE, where their combined sales have risen from just over 4,000 units in 2003 to almost 15,500 units by the end of November 2007 alone, but will also greatly enhance the potential for future growth, with plans for expansion already underway.” As a result of the consolidation, Al Ghandi Auto will operate the following GM businesses: Chevrolet and GMC in Dubai (Sheikh Zayed Road, Deira and Ras Al Khor) and Ras Al Khaimah; GMC in Sharjah and Fujairah.

The UAE’s own Mohamed Ben Sulayem was one of the first test drivers of the new Nissan GT-R supercar back in 2006 the company has just revealed. The car was first revealed at the Tokyo Motor Show last year, but previous to that a select team of highly qualified drivers including Ben Sulayem and Carlos Ghosn, Nissan’s CEO got to put the supercar through its paces at a ‘secret’ Japanese circuit. Ben Sulayem’s initial findings and comments on the car have confirmed the ultra-high capabilities and performance of the legendary Nissan GT-R. The verdict was clear – nothing is normal about the new GT-R. “High performance cars have a tendency to handle best only when driven by experienced drivers yet the GT-R has the handling, transmission, traction and performance to enable anyone to drive this car with ease. This makes the GT-R stand out from other supercars – it enables performance from anyone,” he explains. The GT-R is world-class, powered by a brand new 3.8-litre V6 twin turbo engine, mating 480bhp, a wide torque spread, good fuel economy and low emissions. The engine powers an independent transaxle 4WD system – a world first – that continuously adjusts torque front-to-rear and vice versa. A new 6-speed paddleshift dual-clutch gearbox features an exceedingly quick gearshift plus a full automatic function for ease of driving, while the big ventilated Brembo disc brakes offer immense stopping performance. The Nissan GT-R’s lightweight body, which uses a new combination for the first time (Nissan’s ‘Premium Midship’), features diecast aluminium, carbon fibre and advanced steel and has a class-leading aerodynamic drag co-efficient of just 0.27 Cd, making it one of the world’s slickest cars.

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S-ential TT The ‘S’ emblem that spells extraordinary performance in the Audi range graces the TT for the first time this month in a new, even more focused version of the iconic sports car which debuted recently at the North American International Auto Show. The TTS earns its esteemed badge through the adoption of a specially developed, 268bhp Turbo FSI petrol engine complemented by state-of-the-art chassis technology. Extensive revisions to the acclaimed 2.0litre turbocharged and direct fuel injected petrol engine that already powers the TT have enabled its power to be boosted and its torque improved from 206lb-ft to 258lb-ft.

Linked to a 6-speed, close ratio manual transmission, the enhanced unit slingshots the TTS Coupé from rest to 100kph in just 5.2 seconds, and is only curtailed by its electronic limiter at 250kph. With the optional S-tronic dual-clutch automatic transmission the acceleration times are reduced by a further two-tenths of a second in both the Coupé and Roadster. In addition to the evocative ‘S’ insignia, the most extreme production TT to date highlights its capabilities from the front through newly designed bi-xenon headlamps incorporating trademark Audi LED strip daytime running lights, a redesigned front

Superb new model Škoda has unveiled the first official photographs of the all-new Superb. Offering generous interior space and a striking new look, the 2008 Superb looks set to shake up the upper medium segment. At nearly 5m long and 1.7m wide the new Superb is 35mm longer and 18mm wider than its predecessor and will be manufactured in the carmaker’s Kvasiny plant in the Czech Republic As customers have come to expect from the Czech firm’s products, the new Superb features a number of smart technological solutions including adaptive cornering headlamps, a new

JAN 2008

Car Xpress

electronic air conditioning system, automatic parking assist and much more that will be revealed over the coming weeks. Safety was one of the top priorities in developing the new Superb, and with nine airbags altogether it is now safer than ever. A total of up to six engines will be available globally in the new Superb – three petrol and three diesel (although, as yet no announcement has been made concerning this region). Outputs will range from 105bhp to 260bhp and the units will be combined with a selection of manual or DSG transmissions.

apron incorporating larger air intakes and aluminium-look door mirror housings. The profile view is enhanced by deeper side skirts and exclusive 18-inch alloy wheels, which can be swapped for 19-inchers at extra cost, while at the rear a revised rear bumper with four tailpipes protruding from its extended diffuser – for the first time in a TT – subtly conveys the newcomer’s extra performance potential. Inside, Alcantara and leather combination sports seats, exclusive ‘S’ instruments with white needles, metal pedals and special aluminium trim elements enhance the already very highly regarded sports interior.

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A development to C Building on the commercial succ ess of its compact MPV range, recently bolstered by the C4 Picasso and Grand C4 Picasso, Citroën is continuing to develop models with spacious inte riors by combining elegance and driving pleasure in its top-end C8 MPV. Depending on the country, from the start of 2008 the C8 will be rest yled inside and out, making its decided ly modern lines even more dynamic and enhancing the luxury of the cab in. At the same time the C8 range will be extended, in some countries, with a new HDi diesel engine develop ing

Tiny TATA 173bhp complete with a particu late filter (DPFS) and mated to a 6-s peed manual gearbox. In the course of 2008, the engine will also be avai lable in some countries with a 6-spee d automatic gearbox.

o w t f o r e w o p e Th d it will be s announce e Porsche ha version of th ybrid drive n ra G r building a h o o era. This 4-d ponents new Panam com e th re a sh Turismo will e Cayenne viewed in th already pre will hit the type, which Hybrid proto decade. In e e end of th th t a t e rk ma -developed e, this newly the Cayenn system will hybrid drive y of around full parallel n fuel eco om e g ra ve a r offe . 7.5lt/100km system will allel hybrid ar p ll The fu tery unit b ily of the at partment, ar m ri p t is cons e com in the luggag positioned d the hybrid an , cs ni ectro the power el n the engine and l wee module bet an additiona n comprising o si is sm r. an tr moto the electric clutch and conditions, g n vi ri d n o g in gage d n e p De ble to disen module is a e d th ri r yb o h e e th n engin combustio th o b e in b either the om tor, or to c unit. electric mo joint power e n o s a s m e in st n sy ve ri ve d dri ay be anamera m ing g n ra s e d Thus the P ferent mo if d f o r e ly b a num absolute ctric drive e from all-ele e way to th th ll issions a free of em

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Car Xpress

ical ring so typ yle of moto st g in rt o sp rsche. e fourth of every Po era will be th ther The Panam o d n a e del series, r will includ Porsche mo ca e th f o s re tu a ic striking fe ering dynam low body off a wide and lar design to u and musc s n yet io rt o p pro ly sporting utstanding convey an o rall look. era compact ove the Panam r space of o ri te in in e h ce T erien nd-new exp offers a bra rting and o sp o The tw will roominess. in the rear ts ngle sea si le ly b g a n rt si ri fo com h surp to relax wit allow adults ll comfort fu in m o eadro generous h h all the it they wish, w f a genuine and, should o d e e ce and sp n a rm o rf e p o. Gran Turism

Tata Motors has unveiled the Tata ‘NANO’, dubbed ‘the People’s Car’. A development, which signifies a first for the global automobile industry, the NANO brings the car within the reach of thousands of families. Due to be launched in India later in 2008 the NANO is just over 3m long, 1.5m wide and 1.6m high, with apparently enough room for four with plenty of head and leg room. Speaking at the unveiling ceremony at the 9th Auto Expo in New Delhi, Mr. Ratan N., head of Tata Motors said, “Tata Motors’ engineers and designers gave their all for about four years to realize this goal. Today, we indeed have a People’s Car, which is affordable and yet built to meet safety requirements and emission norms, to be fuel efficient and low on emissions.” The NANO’s mono-volume design, with wheels at the corners and the powertrain at the rear, enables it to combine both space and manoeuvrability. When launched, the car will be available in both standard and deluxe versions. Both versions will offer a wide range of body colours, and other accessories so that the car can be customized to an individual’s preferences. The People’s Car’s safety performance exceeds current regulatory requirements thanks to an all sheet-metal body which offers a strong passenger compartment, with safety features such as crumple zones (although we’re not sure where!), intrusionresistant doors, seat belts, strong seats and anchorages, and the rear tailgate glass bonded to the body. Details of the enhancements which differentiate the standard NANO from the ‘Luxury’ version are yet to be announced.

l l i h p u s l l o r Rolls rs saw sales in Rolls-Royce Motor Ca compared to 2006, 2007 increase by 25% 0 cars. This is the 101 with retail sales of sales have reached first time that annual fourth successive four figures and the the company was sales increase since . 03 launched in 20 nd for all There was strong dema 4-door the Phantom models, with tom Extended an Ph d an versions (Phantom the bestsellers Wheelbase) remaining total) However, it making up 75% of the new Drophead the was the demand for volume increase. Coupé, which drove the with this “Rolls-Royce is delighted Robertson, Ian s say tremendous result,” cutive. “It confirms Chairman and Chief Exe st desirable brand in Rolls-Royce as the mo t.” the super luxury marke

ed the biggest North America remain 2007 making up in yce Ro market for Rollsd showing growth 40% of global sales an rformances were of 22%. Exceptional pe Arab Emirates d ite also seen in the Un ped thier 2006 rip tst ou ich and China wh and 50% respectively. figures by around 70 , Rolls-Royce 20 Looking ahead to 08 ention to int its d ce un has also anno é model based on launch a 2-door coup mmer. Looking su the Phantom in the , a new Rolls-Royce ure fut further into the l sit alongside the model series, which wil rrently named cu Phantom models and 10, . 20 in d he RR4, will be launc news: Rollsod go all t no it’s However, t it will axe up tha ced Royce has also announ rope and Eu , UK the in to 2,300 jobs (10%) costs. US as it seeks to trim

Curvaceous coupe Volkswagen is opening 2008 with the world premiere of the Passat CC. Its identifying characteristics are listed as: coupé design, yet with four doors; impressive comfort, yet pure dynamics; sporty interior, yet space without compromises. The interplay of these contrasts has resulted in a car whose concept and design set a new course beyond the mainstream. This redesign has many enhancements over the standard Passat. The roof sweeps a very flat curve from the A pillars to far beyond the C pillars toward the rear. The lines of the trunk region even extend into the rear window, as if drawn with a single line. The side windows trace a narrow arc bordered in chrome. To further intensify the sporty styling, the side windows are guided into frameless doors. At the same time, the Passat CC is a progressive technological platform with highclass engines (138bhp to 295bhp) and innovative assistance and driving dynamics systems. These include world firsts in the “Lane Assist” lane keeping system and the “Dynamic Drive Control” electronic chassis control system. As well as

this is the “Park Assist” and “ACC Automatic Distance Control” with stopping distance reducing “Front Assist”. The car’s new “Dynamic Drive Control” (DDC) chassis control system combines the sportiness of a coupé and the comfort of a top sedan in one car. In parallel to the tuning of the suspension’s damping characteristics, the power steering system is also controlled. DDC offers the three programs ‘Normal’, ‘Sport’ and ‘Comfort’. Decisive here is the fact that Dynamic Drive Control improves comfort and dynamic properties in the Normal mode too. In certain markets, DDC is onboard as standard equipment on all versions starting at 168bhp. One example of attention to detail is the newly designed standard Mobility Tire System: from a purely statistical viewpoint car drivers experience a flat tyre every 100,000km. On the Passat CC with ‘Mobility Tires’, it is estimated that this value could be increased to 500,000km, since a highly flexible rubber mixture encapsulates the penetrating object and keeps the tire sealed – after its removal as well. Also providing a plus in safety are up to eight airbags, ESP electronic stabilization program and an extremely highstrength body. Car Xpress

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If traffic on our highways starts to become more of a headache than you can stand, then it may not be too long before you’ll be able to look down on the queues from the comfort of your PAL-V flying car. On the ground, the slimline, aerodynamic 3-wheel vehicle “is as comfortable as a luxury

Airborne, the PAL-V flies under the 1,500m floor of commercial air space, and from the ground to 1.5km up is one of the last free spaces available for rapid travel. Like a helicopter, it has Very Short Take Off and Vertical Landing (VSTOVL) capability making it possible to land practically anywhere. It can be driven to the nearest airfield or helipad and, because it flies below 1,500m it can take off without filing a flight plan.

Currently a licence to fly the PAL-V is more accessible than one for a helicopter or plane because of the regulations controlling autogyro craft. In the United States (and soon in Europe) the infrastructure is in place for ‘digital freeways’ that provide a safe corridor using GPS technology to aid regulation and

Queue jumper

car” according to its makers PAL-V Europe. It has the agility of a motorbike, thanks to its patented cutting-edge ‘tilting’ system similar to that seen in the Carver, and to ensure you don’t accidentally decapitate pedestrians, the single rotor and propeller are folded away until the PAL-V (Personal Air and Land Vehicle) is ready to fly.

Lift is generated by the forward speed produced by the foldable push propeller on the back, and the autogyro technology means that it can be steered and landed safely even if the engine fails as it descends vertically rather than nose-diving. The PAL-V is fuel-efficient and powered by an environmentally certified car engine which can run on petrol like a conventional car but can also run on biodiesel or bio-ethanol. It can reach speeds of up to 200kph both on land and in the air.

avoid collisions for low flying vehicles. According to John bakker, the man behind the PAL-V, “soon private flying will no longer be the exclusive domain of executives and celebrities. If infrastructure does not exist or congestion or obstacles block the destination – fly. And if the weather is too bad to fly – drive.”

Flow motion The Mazda Furai concept car premiering at the NAIAS in Detroit, is the raciest interpretation of the NAGARE (pronounced ‘na-ga-reh’) design language to-date. Meaning ‘flow’ and ‘the embodiment of motion’, Nagare is exemplified in the Furai (pronounced ‘foo-rye’ – Japanese for ‘sound of the wind’) which is tuned to operate on 100% ethanol, while research with partner BP into other future fuels continues. Mazda says all of the Nagare concepts, including Furai, help evolve this evocative surface language for future use. Nagare is how this celebration of motion will be portrayed on interior and exterior surfaces in future models. Instead of form following 12 J A N 2 0 0 8

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function, the two merge as one. Franz von Holzhausen, Mazda North American Operations’ director of design and the person who led the team that created the Furai, explains the thinking behind the concept, “We were looking for a way to bridge the gap between Mazda Motorsports and the production vehicles in our lineup.The mindsets of road car and racing car fans are quite different, so the purpose of Furai is to find a meeting point for these disparate interests. Furai achieves this by purposely blurring boundaries that have traditionally distinguished the street from the track.” However, Mazda says that it neither intends to race the Furai, nor is it a

supercar that the company has any plans to build and sell in the near future. Furai is instead a design study that lives between those extremes. The Furai concept serves as a turning point in the Nagare developmental process and is all about function – every last texture and detail serves some functional purpose. In essence, the Furai creative process boiled down to ‘guiding air over and through the body in fruitful ways’. To prove that this concept goes far beyond static aerodynamic analysis, Mazda’s design, motorsports and R&D teams worked together to construct Furai as a 290kph rolling laboratory.

The Lexus LF-A Roadster is based on the sturdy lightweight carbon-fibre and aluminium body used for the LF-A coupe, which helps maintain the structure’s strength and rigidity even without a top. Like its coupe counterpart, the LF-A Roadster is powered by a high-revving V10 engine that approaches 5.0 litres. The V10, capable of more than 500bhp and test-track speeds greater than 320kph, is mounted in front of the passenger compartment but behind the front axle centreline in the frontmid configuration.

It’s an LF-A Roadster

The BMW Group continued its successful course last year, reaching its best sales levels for all three automobile brands. For the BMW brand, sales reached 1,276,793 vehicles, up by 7.7% on the previous year. MINI also increased by 18.5% to 222,875 units sold. Rolls-Royce Motor Cars saw sales in 2007 increase (see next page). BMW Motorrad also passed the 100,000 unit mark for the first time in 2006, increasing by 2.4%. 2007 was AUDI AG’s twelfth record year in a row worldwide. From January through December, 964,151 cars were handed over to customers – 6.5% more than in 2006 (905,188). Audi posted growth in sales in every region and chalked up records in more than 50 markets.

The LF-A’s styling is rooted in the Lexus L-Finesse design philosophy, conferring the LF-A Roadster’s front end with a compact, low-profile, aerodynamic shape. Like its coupe counterpart, the LF-A Roadster stands just 48 inches high, but the Roadster configuration adds a boy racer speed adaptive rear wing.

BMW is going to start selling its own factory performance parts which will meet the same quality regulations as standard parts. Best of all, the upgraded equipment won’t effect the original car’s warranty. Currently, there are only parts available for the Z4 and 3-series. Most of the good stuff is only for the last generation 3. A performance exhaust claims to give 5bhp extra and lower weight by 8.8lb. A performance engine kit for the 330 adds 10bhp and 8lb-ft of torque. Other available pieces include a shift kit, suspension, drilled brake rotors, air intake, and new wheels.

The rear is marked by a pair of wraparound, arrowhead-shaped taillights that bracket a pair of large grilles. These grilles vent the heated air from the car’s two rear-mounted radiators into the LF-A Roadster’s aerodynamic wake. The radiators are fed cool air by two large intake ducts mounted just above the rear wheel wells. This aft radiator positioning not only allowed the designers to keep the car’s front profile low and tight but also aided the LF-A’s chassis engineers in their search for optimal weight distribution.

Mercedes Middle East has a new sales and marketing Director in the shape of Frank Bernthaler, a reputable replacement for Johannes Fritz who moves to Stuttgart to become Director of Chrysler, Jeep and Dodge for Daimler Central/Eastern Europe, Africa, Asia and Middle East (DCAA).“My objective is to continue to work effectively with our partners, the general distributors across the region, to ensure our customers enjoy excellent vehicles from MercedesBenz,” says Bernthaler. “With exciting new vehicles arriving in showroom across the region in 2008, we will continue to set the benchmark in the luxury passenger car and SUV segments.”

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The new Avenger struggles to be the perfect steed

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The Dodge Avenger looks like a muscle car â&#x20AC;&#x201C; aggressive face, distinctive rear haunches, and even jaunty 5-spoke alloys. But how much is muscle and how much is flab?

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Chrysler Dodge has a history of producing some awesome cars – from the original 300C convertible, Charger, Daytona, Challenger, Dart Demon, Plymouth Barracuda, and Super Bees right up to the infamous Viper. With modern cousins like the new Charger and Challenger making their mark and upholding the Chrysler Dodge name, the Avenger has a lot to live up to. On the outside the Avenger looks the part: the trademark chrome cross grille with the Rams head badge in the centre adorns the angular face with its mildly inclined twin lamp headlight clusters, chunky bumper and

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lower sports-style grille with inset foglamps. In profile it has the Charger genes with pronounced wheel arches, high rear shoulder line, 5-spoke alloys and the distinctive bullet shape of the rear window. The interiors too share similarities: the swathes of angular contrasting coloured plastic; perforated leather seat design (as an option); and door fascia design with circular door handle inset. But where the similarities stop is in the Avenger’s driving characteristics. It is not the Charger. It is not a muscle car. In fact, the drive is all the more disappointing because of the obvious comparisons you will make to its bigger brother.

All bark In this region the Avenger comes with a 2.4-litre inline-4 engine. Elsewhere it’s also available with a 2.7-litre V6 and 3.5-litre V6, but not here. So with just 2,400cc mated to a very dull 4-speed automatic gearbox and front wheel drive, it can hardly be described as an exciting and dynamic car. Maximum power is a middling 173bhp while torque is 166lb-ft, again average for this size of engine and class of car. This also means that the economy is only around 9.5 litre per 100 kilometres – which is about its only saving grace. But you want more when you buy a Dodge. You want at least the 235bhp 3.5-litre V6,

preferably with the R/T all wheel drive. What you get instead is a sheep in wolf’s clothing. But you get what you pay for and the Avenger is no more expensive than other similar sized cars. It is however, roomy, well-equipped and comfortable. It has unique features such as the Chill Out storage pocket above the front passenger glove compartment in which you can store and chill up to 4 standard cans of drink. It also features a hot/cold front cup holder, and stain resistant fabric. If you want to feel like you are in a muscle car even though you are not, then the Avenger’s three-funnel instrument cluster, leather steering wheel, bolstered front seats

and not insignificant MyGIG information and entertainment system with MP3 compatibility will do the job, although you still feel that the character of the interior is artificial – a deliberate imitation. I don’t want to be too hard on the Avenger for several reasons: first, Chrysler Dodge need all the support they can muster at the moment with the transition of the company away from Daimler; second, if you take the muscle car fancy dress out of the equation then the Avenger is a solid and comfortable runner; and third, while test driving the Avenger, two vehicles collided behind me and shunted me up the rear at 30kph and pushed

me into the car in front in a queue of traffic, and I drove away with no injury while the car showed only cosmetic damage. The demographic for the Avenger won’t be that wide: it won’t appeal to the family sedan buyer because of its brash exterior design; it won’t appeal to the serious muscle car buyer because of its lack of performance; it won’t appeal to the ‘runabout’ buyer because of the 2.4-litre engine and sedan dimensions; but it will possibly appeal to the first time buyer who wants a sizeable 4-door for family and friends and that looks the part even if it doesn’t deliver the knockout punch.

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family car

With cousins like the Charger and Challenger making their mark, the Avenger has a lot to live up to

20 JAN 2008

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Specifications Engine Max power Max torque Transmission Acceleration Top speed Economy

2.4 litre inline-4 173bhp 166lb-ft 4-speed automatic 0-100kph in 10.5secs 200kph 9.5lt/100km

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family car

Striking Accord Hondaâ&#x20AC;&#x2122;s trusty sedan is in tune with the times

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Whenever I used to think ‘Honda Accord’, images of woolly cardigans and slippers would immediately cloud my vision. Honda has always been reliable which, as a young and trendy student, was always synonymous with ‘boring’. And what young man wants to be seen trundling around in a medium-sized family sedan? But times have changed for both me and the all new Accord and I ‘m really hoping that it’s not an age thing, because I actually quite like it.

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family car

The exterior design of the new Honda Accord is such a development on the previous model. This new Accord has real attitude. It is longer and wider than previously which means that it is roomier on the inside but actually doesnâ&#x20AC;&#x2122;t feel like a bigger car to drive.

The front end is now more angular and looks race-inspired with its wrap-around light cluster and foglamps integrated into the spoiler. The grille is squarer, having gone through several changes during the carâ&#x20AC;&#x2122;s lifetime from narrow chromed slit to wide trapezoid.

The roofline and flow into the trunk is very BMW 3-Series, as is the chrome running around the edge of the upper doorframe.

The rear end is almost BMW-esque with a deep rear lower valance and twin exhausts.

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The 3.5-litre V6 VTEC has two economy modes – under hard acceleration it fires on all 6 cylinders for maximum power, while cruising consistently at speed it cuts back to 4 cylinders, and while trundling in traffic at low speed or idling, it cuts back to 3 cylinders.

In profile there are still significant front and rear overhangs, but these do not adversely affect handling and balance, and besides you get a very wide and capacious trunk into the bargain.

While this is excellent for fuel economy, it does mean that with the auto gearbox there is always an uncomfortable delay if you’re at low speed and want to suddenly accelerate into a gap in traffic, for example. The gearbox needs to select both the correct gear and the correct number of cylinders to fire on. The delay is not long but is significant. According to Honda buffs the change should be seamless, but even on the highway it is perceptible.

Running on 17-inch wheels as standard, there is plenty of room in the arches for 18-inch wheels if you want to beef it up a bit.

There is no simulated manual mode on the gearbox but it doesn’t really need it except to overcome the hesitation under acceleration. But once the engine is firing on all 6 it really is impressive.

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family car

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The front end is now more angular and looks race-inspired

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family car

The centre console, while smoothly contoured, looks a bit obtuse with such large text on the entertainment mode buttons.

On certain models you have the option of a satnav in the upper centre console and iPod connector.

However, the remainder of the interior is extremely well-appointed. Comfortable cosseting electricallyadjustable leather seats keep you in place and are supportive without being too racy.

The driving position is very comfortable with a steering wheel that is both grippy and with the minimal amount of controls for the sound system volume and channel change, and the cruise control.

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As standard in the 3.5-litre V6 is a competent 160 Watt sound system with subwoofer and speed sensitive volume control (SVC).

The instrument cluster is uncluttered with the gear selection indicators running vertically between the alloy rimmed rev and speedo dials. Thankfully, even with the wood trim option there is minimal wood and it is limited to the door trim strip and strip across the base of fascia.

Deep wide doors are ideal for ease of getting in and out (what poncy writers would call ingress and egress).

Armrests both on door and centre console are soft and comfortable on the elbows even after long journeys. There is also a sliding lid on the centre storage box for extra comfort, allowing you to still keep both hands on the wheel. There is also plenty of storage beneath the centre armrest, with cup holders beside the handbrake, a sizeable glovebox and door pockets.

Safety features include: dual-stage front airbags, dual-stage front side airbags, side curtain airbags, front active head restraints, Vehicle stability Assist, Brake Assist, ABS, EBD. Also available with a 2.4-litre 4 IVTEC engine producing 178hp.

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Specifications Engine 3.5 litre i-VTEC V6 Max power 268bhp Max torque 248lb-ft Transmission 5-speed automatic Performance data not available Economy 10lt/100km

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high gear

Land Roverâ&#x20AC;&#x2122;s smallest model stands on its own four feet

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2008 marks the 60th anniversary of the first Land Rover to be revealed to the world at the Amsterdam International Motor Show in 1948. Over those 60 years Land Rover have proven themselves again and again that they know ‘off-road’. As one of their latest range of models, the LR2 also proves that they know ‘on-road’ as well.

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In the past, Land Rover has suffered from a lack of reliability. In fact, in a recent survey of reliability of major makes of car between three and nine years old, Land Rover came a very disappointing 32 out of 33* However, the brand is evolving and improving, and the fact is that, when Land Rovers do what they are designed and built to do, they do it better than most other makes and they do it with a style and quality that few other manufacturers can attain. And so it is for the LR2. For a start, no other 4x4 looks as distinct as the Land Rover. The front end of the LR2, although still quite unique, continues the rugged sophistication of its bigger sister, the LR3. Whereas the LR3 is quite box-like in its dimensions, the LR2 is much softer. Edges are more rounded, lines are more flowing, and the overall impression is of a more â&#x20AC;&#x2DC;school-runâ&#x20AC;&#x2122;-oriented vehicle. Yes, it still

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presents a no-nonsense face and profile, but it combines the functionality of a 5-seater 4x4 which needs to be tough enough to handle real off-road terrain with the gentility of a carriage one would happily be seen in at a gymkhana or show-jumping event. Smooth running These softer lines also give it a better aerodynamic profile than its bigger sister, and as a result the LR2 never feels unstable or battered by head- or cross-winds, and wind noise inside the cabin is insignificant even around 120kph. As you walk around the LR2 youâ&#x20AC;&#x2122;ll see several design cues from the other models: the distinctive wrap around bonnet, wide mesh front grilles, blacked out door handles and B-pillars, and the side air intake courtesy of the Range Rover Sport. But aside from these elements, the LR2 has its very own character.

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high gear

It looks more compact but no less agile and potent. It has presence but is not intimidating. And most importantly, it shares Land Rover’s Terrain Response system with the LR3 and a new full-time intelligent 4x4 system, which makes it very capable and driveable, whether dawdling in traffic or negotiating serious offroad obstacles. Personal space Once inside, the typical Land Rover interior meets your eye, and you backside. Comfort and quality surround you in a spacious and airy cabin, thanks in part to

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the double sunroof with sliding shades to reduce the sun’s glare (ideal for this region). Durable but soft leather seats feature in the front and rear with the fronts being 8-way electronically adjustable and heated(!) but with no lumbar support adjustment. A special soft-touch fascia and comfortable adjustable armrests also offer a tactile, refined finish. The problem is that when the armrest is down it’s constantly obstructing the handbrake which, when released fits into the moulded centre console, but leaves minimal room for the driver’s fingers. The centre console continues the Land

Rover branding, although personally it always seems cumbersome and wide. This is probably the result of positioning the touch-screen interface between the two central air vents and having a separate, rather antiquatedlooking phone, CD and radio readout rather than incorporating them into the touchscreen interface and allowing them to be far more easily readable. Although the width of the console doesn’t encroach on legroom in the front, it does encroach on the perception of space and geometric simplicity suggested elsewhere by the design of the instrument cluster, door panelling and fascias. But as

technology becomes an ever greater part of the interior of vehicles, there is always going to be a trade-off between space, usability and ergonomics. The controls themselves, including indicators, air con knobs, sound system function buttons and window adjusters, all operate with a feel of quality, sturdiness and exactitude. Even the touch-screen interface requires only a gentle prodding to activate its various menus and functions, unlike some other systems which should come with a mallet. In the HSE model we tested, there was an impressive 12 speaker Alpine Dolbyâ&#x201E;˘ Prologic IIx

sound system which more than made up for the weak two-colour, two-line display. Possibly the only other major drawback with the cabin is the air conditioning system which, for the Middle East, is like being breathed on by an asthmatic koala and can take up to 15 minutes for the cabin to come down to a comfortable temperature after sitting for an hour or so in the midday sun, especially the leather seats. Slow on the uptake On the highway you can expect quite a taut ride from the LR2 with limited body roll

thanks to the fully independent suspension system, torsional rigidity of the body and the anti-roll bars front and rear, as well as the technological intervention of the traction and stability systems. The 3.2-litre inline-6 engine delivers good mid-range grunt although you sometimes feel that the power delivery systems are nannying you too much; the LR2 feels very sluggish off the line purely because of the delay from pressing the throttle pedal to actually being on the move. This makes you nervous when trying to pull out into moving traffic at large roundabouts, for example. It also feels like an eternity to

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high gear

the workhorse of the city family: the school run, the supermarket trip, furniture van etc

40 JAN 2008

Car Xpress

kick down a cog or two when you want some decent acceleration around 80kph. If it was a donkey, you’d get off and kick it. Off-road the donkey characteristic of the LR2 comes into its own as it becomes very supple and agile so long as the terrain is not too demanding. The Terrain Response system has been calibrated perfectly to allow even the novice off-roader to tackle a wide range of loose, slippery and rugged landscapes. Seasoned off-roaders may find that it takes away the challenge but the LR2 is designed to be the 4x4 for everyone. With a ground clearance of 220mm and approach

and departure angles that rival or better its closest competitors (front 31 degrees, rear 34 degrees), it is really only large rocky outcrops that will prove to be problematic. Store manager As with other Land Rovers in the region, most LR2s are unlikely to get a glimpse of sand, rocks or rivers. For the most part they’ll be the workhorse of the city family: the school run, the supermarket trip, furniture van etc. And it is more than up to the task. With a maximum load space of 1,670 litres and payload of 550kg – that’s a

very good day’s shopping at IKEA to you and me – the LR2 has ample room and versatile storage for most requirements, even though the rear seats don’t fold completely away and the front passenger seatback has limited forward movement. With a starting pricetag of AED110,000 and topping out at AED140,000 for the HSE version, the LR2 is not the cheapest 4x4 in its segment, but if we are talking about what you actually get for your money in terms of build and materials quality, driving experience and technology, then the LR2 doesn’t actually have any competitors in its class.

Land Rover’s Terrain Response System adapts the responses of the vehicle’s engine, gearbox, centre coupling and chassis systems to match the demands of the terrain. It optimizes driveability and comfort, as well as maximizing traction. On the LR2, there are 4 Terrain Response settings which the driver can choose via a rotary control: • General Driving – provides a broad span of ability suitable for most on-road driving and easier off-road conditions • Grass/Gravel/Snow – for slippery conditions, on-road or off-road • Mud and Ruts • Sand ‘Each of the settings optimizes the LR2’s suite of electronic and mechanical controls to suit the chosen terrain,’ says Andrew Foster, Land Rover’s Chief Programme Engineer. 'It's like having an off-road expert to assist.' * The survey was carried out by independent automotive warranty specialist, Warranty Direct, and looked at more than 450,000 vehicles, across 33 manufacturers, from the UK and the USA. The reliability league table was based on the number of failures reported for every 100 policies sold to owners of vehicles aged 3-9 years old. Vehicles analyzed were available in both UK and US markets.

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Specifications Engine Max power Max torque Transmission Acceleration Top speed Economy

3.2 litre inline-6 229bhp @ 6,300rpm 234lb-ft @ 3,200rpm 6-speed automatic full-time 4WD 0-100kph 8.9sec 200kph 11.2lt/100km (combined)

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special car

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Suzuki come out fighting with their latest XL7 Suzuki isn’t renowned for the ‘bigness’ of their motor vehicles. You could hardly call the Swift, Liana or Ignis ‘large’. Even the Grand Vitara pales beside the likes of the Land Cruiser. So a 7-seater Suzuki? This could be interesting...

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special car

...And it is. You may have missed it, but the new XL7 is actually the second generation of the model, and a completely new image. The exterior design is much more angular, tidy and aerodynamic. Whereas the original XL7 looked like a heavy run-of-the-mill SUV, the new model has dynamic styling and looks a little GM-esque, but with a more European influence. The face is very distinct thanks to the rhombus-shaped front light clusters which wrap around the wings and frame the grille and the wheel arches. A touch of aggression is added by the blacked out bumper and aluminium lower pan and sump guard. For an SUV, the XL7 looks very aerodynamic, and in profile you can see the sweeping window line and roof rail which add to that appearance, while the rounded tailgate successfully reduces drag and wind noise. Suzuki have succeeded in creating a large but rather sexy looking beast, except for the puny 17-inch wheels which could do with beefing up a bit.

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Luggage restriction But the real test of a supposed 7-seater is… to throw the family into it and see how long it takes for the arguments to start about who sits where and how long until we get to wherever we’re going. So with four adults and two kids and a weekend of baggage on hand, the test begins. The plan is to set off early, drive the long mountainous route from Dubai to Fujeirah, check out the handling of the XL7 through the undulating mountain passes, park up, chill out on the beach, eat and drink to our hearts’ content, sleep and drive back the following day – all with

two potentially restless kids and two potentially fraught parents in the third and second rows. OK, so it’s only six people but there are possibly only one or two 7-seaters that are actually designed to be comfortable for all beyond the duration of the 30 minute school run. First, the XL7 does have enough space for 7, however there’s not a lot of storage space behind the last row of seating. It is better suited to being a 5-seater, in which case, with the last row flat you’ve got plenty of room luggage, tents, barbecues etc. There’s even enough underfloor storage for around 3 cases of beer. First and second

row legroom is ideal but the third row is really just for kids and by that I don’t mean gangly teenagers either. Rest & relaxation The interior finish feels and looks tidy, and of higher quality than you might expect, although the wooden inserts in our test drive vehicle are not something I would personally request. The seatbelts are colour-coded with the sandy upholstery and there are plenty of Velcro-ed carpet strips all over the floor for you to catch your sandals on and to clean after a typical family day out.

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special car

The seats themselves, while quite comfortable, lack the feeling of sitting ‘in’ them and there isn’t much side bolstering to hold you in place when the vehicle body rolls. There is also no angular adjustment on the second row headrests which makes them feel a long way back. The general easy access layout of the centre console, the nice padded leather steering wheel with sound system and cruise controls between the spokes, and the instrument cluster with its clear and simple scroll through menus for economy,

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trip, tyre pressure and oil usage, all contribute to making the driving experience that much more pleasurable. Entertaining drive You also have good visibility all-round, although it is restricted through the tailgate, especially if you’re loaded up with weekend bags for 6. But the wing mirrors offer plenty of coverage and over-theshoulder visibility is also pretty good. The view from the passenger seats must be pretty good as the kids only spoke when they

saw something of interest – and that was most of the time. Suzuki have gone to a lot of trouble it seems to keep the cabin a communicative environment, so wind and road noise is generally limited. The sound system may not be top-of-the-range in terms of ICE but it is sufficient and well balanced, and while it lacks speakers for the third row occupants, that does mean the kids are more likely to get some ‘down time’ on long journeys. As a driver you can hear the 3.6-litre V6 under the hood but it never becomes

intrusive and you can easily carry on a conversation with the rearmost passengers. In fact, the comfort levels must have been pretty good because the kids and the two parents slept most of the way on our return journey over a variety of road surfaces. The engine is, in fact, quite impressive except for, possibly the exhaust tone (but that’s a minor and personal preference). Even when fully loaded it delivers plenty of torque and power to carry you comfortably at speed. It is responsive and has a good kick-down on the automatic box which is

better sychronized and less hesitant that the Manual shift function. The XL7 feels more like an estate car to drive than an SUV: the steering is lightly weighted but still offers sufficient feedback; while there is body roll, it never feels lumbering; and the traction control on the electronically-controlled on-demand AWD version helps rein in any understeer, as well as offering improved grip and driveability on low traction surfaces. The XL7 also doesn’t seem to have the same thirst as some of its US cousins. An average 11.5 litres per

100 kilometres places it very competitively against either more roomy but less economical SUVs and less roomy but equally frugal models. Apart from one or two external body panel finishing issues, which weren’t major, and the centre armrest being a couple of inches too short to be comfortable, there is not much to complain about the XL7. The exterior design is distinct without being ostentatious while the interior fit and finish is tidy and concise. Yes, it’s a 7-seater - just don’t take your netball team on a long roadtrip.

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Specifications Engine Max power Max torque Transmission Acceleration Top speed Economy

3.6 litre V6 252bhp @ 6,400rpm 243lb-ft @ 2,300rpm Electronic 5-speed auto with Manumatic 0-100ph in 8.5secs 183kph 11.5lt/100km

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CX Feb Sports car VW R32 Title:

sports car Escape hatch Strap: Finding freedom with VW’s R32 Bold intro: The Golf GTi is one of my all-time favourite hatchbacks. It has prodigious grip, plenty of ‘poke’ and a sporting interior which really fits the famous GTi tag. The R32 – the most powerful of the Golf stable – is even better.

To start with the R32 has a 250bhp 3.2litre V6 squeezed under the bonnet and VW’s 4MOTION permanent 4-wheel drive. While the GTI chassis has been lowered by 15mm compared with the series model, the new R32 has been lowered 20mm giving it an even lower centre of gravity resulting in greater agility. We were fortunate enough to drive both the GTi and the R32 around Bahrain’s International Circuit to see how each performed. While the R32 feels more stuck to the tarmac thanks to the 4-wheel drive and gives you just that little bit of extra grip through the tight hairpins, it is a heavier car so the front-wheel drive GTi can brake later on the approach to the turns and holds its own through the apex and exits, actually feeling more nimble and fun. The GTi had the real edge-of-the-seat driving appeal but at full pelt the R32 had a second or two in hand over the GTi on the lap times thanks to its reduced body roll and extra traction. However, for an everyday sporting hatchback the R32 has a certain ‘je ne sais quoi’ which sets it aside and ahead of its competition – even the GTi. It takes a lot to shake the Golf GTi, but the R32 is simply unshakeable. The extra power and grip just give it the edge even though they are more similar than dissimilar. From the outside there is little to distinguish the R32 from its stablemate, the GTi. Like the current Golf GTi and Golf GT, the R32 has its own special radiator grille. The rear bumper on the R32 is also painted completely in the body colour. Only the centre segment, styled to look like a diffuser, is black. The twin round polished stainless steel tailpipes have been integrated next to each other to suggest the racing prowess of the car. In silhouette the most outstanding features of the R32 are the subtly integrated roof spoiler, the 18-inch alloys (through which you can see the 17-inch front vented brake discs) which give the car a very ‘planted’ appearance.

Driving zone As soon as you step down into the driver’s sport seat you feel like the car is wrapped around you – made to measure. With a leather contoured sports steering wheel that is both reach and rake adjustable and seats which are 6-way adjustable, you can create a driving position that is as racy or relaxed as you like. The ambience of the interior is as unified as the statement of the bodywork: black – or rather ‘anthracite’ – plain, simple and with a touch of menace. The quality finish throughout is as ‘tight’ as the engine and gearbox. The carbon fibre detail on the passenger side facia and below the window line of the doors, and the aluminium-look pedals suggest a raw race styling which the car amply fulfils. There is an option to fit full bucket seats with 6-point harnesses, but then you’d lose the (ample) rear passenger space to the anchor points. But who’d want to be a passenger in a car driven by someone who ‘needs’ a 6-point harness anyway. The manual lumbar support adjustment didn’t really seem to have much effect but besides this the seats are fully supportive and very comfortable. All functions, dials and gauges are well positioned if not particularly state-ofthe-art in appearance. But then that is something about the character of the car that’s appealing. The important dials are clear and precise, the digital readouts are informative and simple (as well as the fuel dial there is a digital kilometre countdown to your next fuel stop) and it makes a change to drive a car where the steering wheel still looks like a steering wheel rather than a PlayStation console. The buttons on the horizontal spokes are limited to menu, scroll and ‘OK’ (for customizing the various readouts) on one side, and volume, mute and phone (for cellphone compatible units) on the other. This leaves the rest of your fingers

Finding freedom with VW’s R32

free to play with the paddle gearshift levers when you’re pretending to be Fernando Alonso in DSG (direct shift gearbox) mode. My only niggle was with the un-ergonomic operation of the cruise control, but then again, if you want to cruise buy a Chrysler. Value added package There are a host of minor touches which add up to really make the car exceptional value. These include climatronic air conditioning, front and side curtain airbags all-round, active head restraints, ESP and brake assist, traction control, ABS, parking assist, auto-dimming rear-view mirror, puddle lights on the underside of the wing mirrors, cruise control, ISOFIX mountings for child seats, and automatic driving light control with ‘leaving home’ and ‘coming home’ illumination function, and recessed motorized headlight washers. There is also a rain sensor which automatically starts the wipers, and several wiper speed settings, for those 3 days a year that you might use them. The R32 is a car that feels in harmony with itself. The interior, as a reflection of the engine and transmission, is refined and functional, including the 60/40 split rear seat which allows you to add even more storage space to the already large 350-litre trunk. You could whinge about the ‘old-skool’ graphic displays, but you’d be missing the point. Whichever way you look at it, when you drive this car you get heaps of fun for your money – it’s like paying a child rate to ride a rollercoaster.

The Golf GTi is one of my all-time favourite hatchbacks. It has prodigious grip, plenty of ‘poke’ and a sporting interior which really fits the famous GTi tag. The R32 – the most powerful of the Golf stable – is even better.

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To start with the R32 has a 250bhp 3.2-litre V6 squeezed under the bonnet and VW’s 4MOTION permanent 4-wheel drive. While the GTi chassis has been lowered by 15mm compared with the series model, the new R32 has been lowered 20mm giving it an even lower centre of gravity, resulting in greater agility. We were fortunate enough to drive both the GTi and the R32 around Bahrain’s International Circuit to see how each performed. While the R32 feels more stuck to the tarmac thanks to the 4-wheel drive and gives you just that little bit of extra grip through the tight hairpins, it is a heavier car so the front-wheel drive GTi can brake

later on the approach to the turns and holds its own through the apex and exits, actually feeling more nimble and fun. The GTi had the real edge-of-the-seat driving appeal but at full pelt the R32 had a second or two in hand over the GTi on the lap times thanks to its reduced body roll and extra traction. However, for an everyday sporting hatchback the R32 has a certain ‘je ne sais quoi’ which sets it aside and ahead of its competition – even the GTi. It takes a lot to shake the Golf GTi, but the R32 is simply unshakeable. The extra power and grip just give it the edge, even though they are more similar than dissimilar.

From the outside there is little to distinguish the R32 from its stablemate. Like the current Golf GTi and Golf GT, the R32 has its own special radiator grille. The rear bumper on the R32 is also painted completely in the body colour. Only the centre segment, styled to look like a diffuser, is black. The twin round polished stainless steel tailpipes have been integrated next to each other to suggest the racing prowess of the car. In silhouette the most outstanding features of the R32 are the subtly integrated roof spoiler, and the 18-inch alloys (through which you can see the 17-inch front vented brake discs) which give the car a very ‘planted’ appearance.

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sports car

54 JAN 2008

Car Xpress

gearbox. The carbon fibre detail on the passenger side facia and below the window line of the doors, and the aluminium-look pedals suggest a raw race styling which the car amply fulfils. There is an option to fit full bucket seats with 6-point harnesses, but then you’d lose the (ample) rear passenger space to the anchor points. But who’d want to be a passenger in a car driven by someone who ‘needs’ a 6-point harness anyway. The manual lumbar support adjustment didn’t really seem to have much effect but besides this the seats are fully supportive and very comfortable.

All functions, dials and gauges are well positioned if not particularly state-ofthe-art in appearance. But then that is something about the character of the car that’s appealing. The important dials are clear and precise, the digital readouts are informative and simple (as well as the fuel dial there is a digital kilometre countdown to your next fuel stop) and it makes a change to drive a car where the steering wheel still looks like a steering wheel rather than a PlayStation console. The buttons on the horizontal spokes are limited to menu, scroll and ‘OK’ (for customizing the

various readouts) on one side, and volume, mute and phone (for cellphone compatible units) on the other. This leaves the rest of your fingers free to play with the paddle gearshift levers when you’re pretending to be Fernando Alonso in DSG (direct shift gearbox) mode. My only niggle was with the un-ergonomic operation of the cruise control, but then again, if you want to cruise buy a Chrysler. Value added package There are a host of minor touches which add up to really make the car exceptional

value. These include climatronic air conditioning, front and side curtain airbags all-round, active head restraints, ESP and brake assist, traction control, ABS, parking assist, auto-dimming rear-view mirror, puddle lights on the underside of the wing mirrors, cruise control, ISOFIX mountings for child seats, an automatic driving light control with ‘leaving home’ and ‘coming home’ illumination function, and recessed motorized headlight washers. There is also a rain sensor which automatically starts the wipers, and several wiper speed settings, for those 3 days a year that you might use them.

The R32 is a car that feels in harmony with itself. The interior, as a reflection of the engine and transmission, is refined and functional, including the 60/40 split rear seat which allows you to add even more storage space to the already large 350litre trunk. You could whinge about the ‘old-skool’ graphic displays, but you’d be missing the point. Whichever way you look at it, when you drive this car you get heaps of fun for your money – it’s like paying a child rate to ride a rollercoaster. And stacked against its GTi stablemate, for all-round fun.....Hmmmm?

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56 JAN 2008

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Specifications Engine Max power Max torque Transmission Acceleration Top speed Economy

3.2 litre V6 250bhp 236lb-ft 6-speed direct shift 0-100kph in 6.2secs 248kph 9.7lt/100km

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lifestyle

Simple upgrade or megabuck brand new installation, we give you the low-down on choosing the right parts for your in-car entertainment system

58 JAN 2008

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Tub Thumping Subwoofers are not just for hip-hop loving kids. They add depth and richness to all types of music and are definitely worth including in your car’s sound system. Car speakers can be generally classified as tweeters, midranges and woofers, which handle the high, mid and low range frequencies respectively and, as such, frequencies that are even lower are beyond their comprehension. While some speakers do give an impression of putting out deep bass, they are not typically up to the task of playing true bass notes. Filling that gap is exactly what subwoofers are made for - they’re specifically designed to reproduce the last few octaves of music that are otherwise lost in a conventional car audio system.

Enclosures Sealed – ‘Flat response’ and ‘deep bass extension’ are typical of sealed boxes, and they are perfectly suited for music that requires tight, accurate bass. Excellent power handling is another plus but, as they need more power than the other two enclosures listed here, an amplifier with plenty of wattage should be used for best performance. Ported – These employ a vent to reinforce low bass response. Though the bass is not as accurate as the sealed type, ported boxes are more efficient and the output will be greater at any given amplifier wattage. Deeper bass reproduction than sealed boxes make them a good choice for rock, heavy metal and other kinds of hard-driving music. Bandpass - Designed for maximum slam, they are the most efficient, but the least accurate of the three. The woofer is mounted inside a dual-chambered box, where one is sealed and the other is ported. The extra loud and boomy sound characteristics make it a good choice for hip-hop, techno and the like. If you’re the innovative type, check out Alpine’s new powered bandpass LAT subwoofer systems. They come highly recommended and offer mind-blowing performance in a compact package.

The Basics There are a couple of essentials that need to be answered before you’re ready to ‘thump’. Available space in your car and the nature of the bass are two important determinants. As subwoofers typically need a boxed enclosure and an amplifier to drive them, the complete set-up takes up a notso-insignificant amount of cargo space. However, these days, you can buy subs that come pre-installed in enclosures, making it easier to check out the ‘fit’ aspect before actually laying down the cash. There’s no point in buying a 12-inch sub when all you have is room for an 8-incher. If you’re really short on space, consider cylindrical enclosures and tube subs as they take up considerably less space.

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Active crossoversâ&#x20AC;&#x2122; are much more efficient as they process the signal before it reaches the amplifier

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Powering It Up Bass notes require a lot of juice, and there’s no way the head unit’s built-in amp is going to drive a subwoofer. Once you’ve decided on the right sub for your needs, it’s essential to zero in on a matching amplifier. Speakers have a recommended power range. For instance, consider a sub with a range of 100-1,000 watts RMS. 100 RMS denotes the absolute bare minimum amount of wattage you need to get acceptable

Other options ‘Free-air’ subwoofers can be mounted to your car’s rear deck or even placed in the boot against the rear seat. In principle, the boot doubles up as the subwoofer enclosure and isolates sound from the back of the speaker, thereby solving the sound cancellation problem of subs without an enclosure. They are easier to install, take up less space and have a flat frequency response, but the power handling levels are usually much lower than their boxed equivalents and also, such subwoofers will have to be particularly meant for free-air use. ‘Bass tubes’ also warrant serious consideration. These enclosures usually come with a built-in sub and amp, saving you from the hassle of finding the right sub/amp enclosure set-up. In addition to generating respectable thump from a relatively small enclosure, the tube design does away with the distortion that’s created when low frequencies resonate within an enclosure. The only thing you have to watch out for is that tubes depend on proper location for best performance and theoretically work best facing into a corner. So tinker around with different locations and experiment a bit before actually installing them. results. If you want the sub to break windows, it would be advisable to go for an amp with an output close to the sub’s maximum RMS power, which is 1,000 in this case. Always go by the RMS figures, not by the peak output ratings. Dual Voice Coil subs offer exceptional flexibility in wiring your sound system. Whereas regular subs make do with a single voice coil, these subs feature two separate voice coils, each with its own connections, and can be wired in parallel, series, or independent configurations. What this means is that you can wire the subwoofer according to your preferences and requirements of the audio set-up.

Impedance Most subs are rated at 4 ohms, but 2 ohm and 8 ohm subs are also common. Given similar input wattage, a woofer rated at 2 ohm impedance will produce more output than a 4 ohm sub due to lower resistance. But not all subs are stable at lower impedance levels, and for this reason, be aware of whether the subs are 2 ohm stable, 4 ohm stable etc.

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Crossovers A crossover limits the range of frequencies sent to a speaker. Different speakers like subs, mid-ranges and tweeters are designed to handle different frequencies. If subs try to reproduce high frequencies or conversely, tweeters try to reproduce bass notes, the result will be distortion. Crossovers filter and direct appropriate frequencies to the respective speakers - so the highs will be routed only to the tweeters, low bass frequencies to the subs, and so on. In-built crossovers are fine as long you are not very keen on multi-amp systems. But if you are, it’s better to go in for an external crossover so that different frequencies will be directed to the appropriate amps, speakers and subwoofers. ‘Passive crossovers’ are inexpensive, but as the filtering is done after the audio signal has been amplified, they tend to be less efficient. ‘Active crossovers’ are much more efficient as they process the signal before it reaches the amplifier and hence, remains unaffected by speaker impedance. Besides improved flexibility, they usually offer features like bass boost and independent control of the relative volume of different speakers. (Diagram to explain these two types – see ‘Active Crossover.svg’ & ‘Passive Crossover.svg’) ‘High-pass and low-pass filters’ allow only frequencies above and below a certain point respectively, to pass through. Low pass filters are what we need in subwoofers as they let in only low frequency bass notes.

GLOSSARY OF TERMS Acoustics

Sound is simply vibrating air. How fast, how much, and when the air is vibrated, determines what we will ultimately hear as sound. The science of this process is called acoustics.

Aftermarket

Accessories for vehicles not supplied when purchased new

Amplifier

A device, either a single stage or a large scale circuit with mutiple stages for creating gain, ie. making small signals larger.

CD changer

Separate units that may allow the user to hear any of 3 to 120 discs, or more in whatever order they wish to program them, or to skip from one track to another, or from one disc to another.

Co-axial

Component system

A single copper conductor, surrounded with a layer of insulation, covered by a surrounding copper shield and finally, an insulating jacket. This term is used in relation to speaker systems, to indicate a system in which separate mounting arrangements are provided for each component of the system.

Cone

he cone-shaped diaphragm of a speaker. This is directly attached to the voice coil motor which actions produces the pulsation’s of air that the ear detects as sound.

Configurations

parallel, series, independent

Crossover

A device or passive circuit used in systems with separate tweeter and/or midrange drivers. It rolls off frequencies above and below certain points in the range, to allow the sound to be tailored for the specific driver to which it is sent.

dB or Decibel

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This is a measurement of the comparative strength of two powers, and can be applied when measuring any signal in the audio, video, and electromagnetic spectrum. If comparing amplifiers, where one is rated at 10 watts while the other is 100 watts, then we have a difference of 10 decibels, or one Bel.

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DIN

Acronym for Deutsche Industrie Norm, the German standardization body. A world reference standard for the mounting parameters of many common receivers (Head ends) as well as other types of cables and equipment.

Driver

An alternate term for: speaker, transducer, or radiator. Properly speaking, the term speaker should refer to an entire sound producing system with whatever combination of woofer, midrange and tweeter; in whatever enclosure type it is housed.

Enclosure

boxed, cylindrical, tube sub - A cabinet in which the various Drivers are housed.

Excursion

The back-and-forth travel of a cone in a dynamic Driver. How loud a speaker can play depends on how much air it can move without overheating.

External crossover network Frequency response

A selective network used to divide the audio-frequency output of an amplifier into two or more bands of frequencies. An output signal in which fundamental frequencies and harmonics are in the same proportion as those of the input signal being amplified. A flat frequency response would exhibit relatively equal response to all fixed-point frequencies within a given spectrum.

FM sensitivity

The minimum input signal required in an FM receiver to produce a specified output signal having a specified signal-to-noise ratio.

Frequency - 1

The property or condition of occurring at frequent intervals. In sound this simply refers to the regular occurence of compression and rarification of air that we experience as sound.

Full-range speaker

Typically multi-driver systems, particularly when high SPL output or high accuracy are required. “Multi driver” means a speaker system containing two or more drive units, possibly including woofers, midranges, tweeters, or super-tweeters.

Now comes the question of how deep or loud subwoofers will play. If you like ‘em loud, go for one with a high sensitivity rating, pair it with a ported or bandpass box, feed it lots of amplifier juice and you’re all set to wake the entire neighbourhood. Sensitivity ratings will be mentioned as say, 86dB for a Rockford Fosgate Punch Stage 1 12” sub, while it may be 89dB for an Alpine Type-E 12”. For the deepest bass notes, rather than outright loudness, consider subs with low frequency response specs. Mount them in sealed boxes, provide ample power, and

you’ll be discovering depths you never knew existed. Bigger subs usually punch deeper than their smaller counterparts because of the size and excursion capabilities. The frequency response rating will be mentioned as say, 20-200 Hertz for a Rockford Fosgate Punch Stage 1 12” sub, while it may be 28-1000 Hertz for an Alpine Type-E 12”. Ready to buy? Subwoofers are also a style statement these days. We get everything from solid-

Head unit

A component of a stereo system used to tie together and provide a unified interface for the various components of a system.

Hertz

The measurement of frequency. One hertz is equal to one cycle per second, or the complete cycle of analternating (AC) waveform. Higher frequencies are measured in kilohertz, (thousands of cycles per second) Megahertz, (millions of cycles per second), etc.

Imaging

Impedance

Multi-band equalizer

The extent to which an audio system reproduces the directional cues that enable the listener to locate the instruments and vocalists as they were positioned during recording and mixing (See also Soundstage below). The totality measured in Ohms of all electrical opposition to current flow: resistance, reactance, capacitance, as well as all mechanical factors inhibiting the completion of energy transfer in a contained system

RMS wattage

Root Mean Square is a formula that provides a reasonably accurate means of measuring and comparing continuous AC power. The use of this measure is preferred when matching system components, like amplifiers and receivers.

Sensitivity rating

The rating of a loudspeaker that indicates the level of a sound intensity that the speaker produces (in dB) at a distance of one meter when it receives one watt of input power. The Efficiency or Sensitivity rating indicates how effectively a speaker converts electrical power from the amplifier into sound pressure.

Signal-to-noise ratio A measurement of noise level in a device compared to the level of

the signal. Higher numbers signify a greater difference, which is better. Sound cancellation Any technique in which a control sound source creates sound in a

selected region equal in amplitude and opposite in phase to sound that would otherwise exist. Soundstage

The position (front/back and high/low) that music or sound appears to be originating from, as well as the apparent depth of the stage.

Subwoofer

The term “Subwoofer” came into common parlance as a result of the need for marketing departments to boost the “heavy hitting” image of their woofer products. Most such subwoofers are more dependent on the accompanying electronics than on the woofer itself.

Tweeter

Highs are reproduced by the tweeter, a small speaker mounted inside the woofer cones of multidriver 2 and 3 way car speakers and separately in other systems.

Voice Coil

The coil of wire fixed to a cylinder at the apex of the loudspeaker cone that interacts with a magnetic field.

Woofer

The bass and lower midrange sounds are reproduced by the woofer. To operate efficiently, a woofer’s cone should be made of material that is stiff, yet lightweight.

An electronic equalizer that allows one to increase or decrease a fixed set of frequency ranges in an audio system.

Ohm (ohm stable)

The measurement of electrical resistance and system impedance. It is a measure of the degree to which electrons are limited in both velocity and quantity in passing through a circuit.

Peak rating

Peak power handling refers to the amount of power a speaker is estimated to handle during a brief high-intensity musical burst.

Preamp output

Typically found on headunits, a preamp output provides low level, high quality audio signal for use with external amplifiers.

Receiver

A unit of audio equipment that serves as the control panel for a sound system. It acts as a central switch between the various inputs and one or more sets of speakers. A receiver combines the preamp, which switches and processes incoming signals, and an amplifier, which boosts power to the speakers.

looking Rockford Fosgates to stylish Alpines and trendy square subs from Kicker. The choice of a sub(s) is influenced by various factors like taste, financial constraints, available space in the car, looks and so on. The internet being a great resource where you can find reviews and user comments on various subs and set-ups from across the world. Listen to different makes and models at the respective outlets and decide which one suits your tastes and requirements (and pocket) best. Go ahead - it’s time to hit an all-new low…in bass that is.

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Ragster riches VWâ&#x20AC;&#x2122;s latest concept is right on the money 64 J A N 2 0 0 8

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Itâ&#x20AC;&#x2122;s a statement, an automotive way of life. More than 800,000 people drive one, but the new Beetle Ragster is not your ordinary VW. It is the hottest new Beetle ever.

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So why ‘Ragster’? Basically, Ragtop + Speedster = Ragster. The development team didn’t just ‘cut’ a hole out of the top but based the Ragster on the reinforced convertible, shortening the A-pillars by about 90mm and creating a set u-shaped roof fixing for the Ragtop’s frame. It becomes instantly clear where the ‘Hot Rod’ with its ragtop and speedster dimensions got its name. Visually, the Ragster clearly sets itself apart from the well-known New Beetle although it is still clearly recognizable from the front. And this is not only due to the silver double stripes over the middle of the car, the powerful Brembo brakes, the fenders, bumpers, headlights, taillights and 19” aluminium rims, all newly designed to be progressive and sporty. Three semicircles are all you need to create a stylized drawing of the New Beetle or the closed New Beetle Convertible. Those lines are as famous as the car itself. Ever since Concept 1, the first study on the New Beetle, they have been the logo of the model series. Starting now there will be a second version – with a clearly flatter centre element. It represents the design of the New Beetle Ragster – a study, a sportscar and a window to the future. From the front the Ragster’s hood is typical Beetle while the headlights have a new design: they’re more oval shaped and succinct.

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Below there are very flat, wider turn signals as part of the new front, with three large cooling air vents presenting a very masculine face. From the side the most noticeable element is the brushed aluminium roof rail. It frames the ragtop, flows in a harmonious line to the rear and emphasizes its succinct C-pillar. The ragtop can be opened and closed electronically. When the top is lowered you get the real convertible feeling, especially since the side windows are fully retractable and the rear window would also be removable. The interior has been completely overhauled. The Ragster is a 2+2 seater with newly designed sportscar bucket seats. Its quilted pattern visually emphasizes that the concept of the New Beetle is focused on the driver. The Ragster has also been given a sporty steering wheel with integrated engine start button and ragtop control, new centre console, and dash-mounted rearview mirror. The rear seats are retractable and when folded, open up the rear storage. The designers apparently considered the possibility of carrying music equipment when they designed the cargo area. At the moment the powerplant for the Ragster has yet to be decided upon: possibly a GTi FSI engine or a high torque TDI. But itâ&#x20AC;&#x2122;s going to have to pull its weight to keep up with the aggressive free spirit of the design concept.

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concept car

Its quilted pattern visually emphasizes that the concept of the New Beetle is focused on the driver

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Specifications: None available as yet - but watch this space

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Day of thunder The adrenalin-fuelled ’08 Toyo Tires 24hrs of Dubai is a winner International drivers and teams, nearly 90 cars on the grid, and 24 hours in which to battle it out head-to-head on the asphalt. Once again the Dubai Autodrome has come up with the goods when it comes to incredibly close and exciting racing.

The largest ever field of 87 cars started on the Autodrome’s grid – Porsche 997s, 996s and 911s, a BMW Z4, M3s and 1 series’, Renault Clios and Meganes, VW Golfs, Ford Fiestas, a couple Hondas, a Lotus Exige, MINI Cooper S, RX7, a Ferrari 430, a Brokernet Silver Sting and even the first ever entry of a race prepped Audi R8. Such a large field was always bound to offer up excitement and close racing with the back markers already being overtaken by the flying Porsches after just two laps. The pole position Porsche of Australian team VIP Pet Foods lost the lead to the Oktanas Racing Team Porsche and the Proton Competition Porsche who led the charge into the first stint. 72 J A N 2 0 0 8

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Minor bumps and shunts followed with the occasional ‘off’ allowing the drivers a little respite under the 60kph flag as the broken cars were returned to the pits. Back racing under the ‘greens’ the VIP Pet Foods Porsche clawed its way back to the front after six hours, pulled out a 5 lap lead and held onto it for the remaining 18 hours. But it was not all plain sailing for everyone. Shortly after dark two major incidents brought out the 60kph flag again with the Proton Competition Porsche (which had earlier led the race) colliding with a slower car just after turn one resulting in the Porsche somersaulting to a halt with a slightly flatter roof and

then the Ferrari 430 of Khaleji Motorsport team tangling with a spinner and spreading debris across the circuit. Then the rain, which had been threatening all afternoon with mild showers already having forced some teams onto intermediate rubber, finally broke and became a critical factor in the pit strategies. The dry weather dominance of the Porsches suddenly came under threat from the less powerful but extremely grippy day-glo orange SP1-class Meganes of the Delahaye Renault Belguim teams. The BMWs also seemed to handle the wet well. The longest period of the 60kph flag lasted for around 2 hours while excess water was drained from a circuit which is

not used to the thunderous downpours the drivers kept having to endure. Local drivers Sheikh Hasher Al Maktoum and Thani Al Thani with their two other co-drivers Renaud Kuppens and Sebastian Dhouaiuy in their RP-Dom Racing Renault Clio finished the 24-hour endurance in a very reputable 19th place overall and 2nd in the A2 class behind the Meader Motosports Honda S2000. But in the end it was a team of Ozzies who took the title for 2008. Tony Quinn, Clark Quinn, Greg Baird and Jonathan Webb in the VIP Pet Foods Porsche zipped across the finish line having completed 504 laps, followed five laps down by the Bleekemolen

1 Race Planet Porsche team from Holland comprising Sebastian Bleekemolen, Jeroen Bleekemolen and former F1 aces Michael Bleekemolen and Jan Lammers. Third place overall went to the Delahaye Renault Belguim Megane of Bas Leinders, Stephane Lemeret, Gregory Franchi, Vincent Vossen and Frederic Bouvy one lap behind. Possibly one of the most interesting cars taking part this year – but only just – was the 430bhp Audi R8, labelled the CR-8 which was the debut for this car anywhere in the world. Although not chasing for the lead in this race, completing only 113 laps, and featuring only modifications to the engine management system, Cor

Euser, one of the drivers, commented: “The balance of the car was perfect, I could drive very consistently, without any problem.” However, the problem did come as a result of missing software which locked the car in 1st gear when it was stalled after one of the refuelling stops. But undaunted, the team plans to produce improved versions of the CR-8 for future events with lightweight carbon fibre components, an extra fuel tank for endurance races, central wheel locking system and a sequential gearbox. For more information about upcoming events at Dubai Autodrome visit: www.dubaiautodrome.com Car Xpress

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GB GP on the ropes

Silverstone Circuit in Northamptonshire, UK has reached a crucial point in talks with F1 promoter Bernie Ecclestone regarding the future running of the British F1 Grand Prix at the venue after the current contract expires next year. British Racing Drivers’ Club officials have been in talks with Ecclestone for some time and the process has been “pretty tough going” according to one insider. With

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Ecclestone now spoilt for choice for potential circuits around the world, Britain is not the only European country which could suffer the drastic loss of an F1 GP. Countries such as China and India (who recently signed a 10 year contract with Ecclestone to stage an F1 GP) are able to offer preferential bids and development plans because they are government backed – their governments realizing how important the F1

event is to tourism and trade alike. However, European governments generally gain very little from such investment. For Silverstone, which is proposing major developments to the circuit, such as new pits and grandstand complexes to the tune of £20 million plus (AED145 million), the offer still falls short of Ecclestone’s wishes which include two new hotels, a concert arena, university campus an international karting centre and a musem!

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Aston team up with Gulf Oil

Aston Martin Racing will return once again to Le Mans series in 2008 to defend its GT1 title, this time in the distinctive blue and orange livery of their new sponsor, Gulf Oil. Two Aston Martin DBR9s will look to emulate Gulf’s first victory (in the distinctive and legendary Ford GT40) at the 24 hour race 40 years on. Alain Dujean, Gulf Oil vice president

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international, says: “This is arguably the most important year ever for Gulf Oil in motorsport. The famous Gulf racing colours first tasted victory at Le Mans in 1968, so 2008 already had great significance for us, but for Gulf to have joined up with Aston Martin Racing for this year is fantastic.” David Richards, chairman of Aston Martin, comments: “Endurance racing is

engrained in the heritage of both Gulf and Aston Martin and we have also both been intrinsically linked through Le Mans for many decades. It was perhaps destined that, in the year we defend our GT1 title and Gulf celebrates the 40th anniversary of its win, we would finally race together at La Sarthe.” The two Aston Martin DBR9s for 2008 will be entered as numbers 007 and 009.

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Ruling classes Aston Martin Racing has revealed the first impressions of its new GT2 racing car. Known as the Vantage GT2, the new car is based on the V8-engined Aston Martin Vantage road car. The new car will mean Aston Martin is the only manufacturer to offer cars in every GT racing category: GT1 – DBR9; GT2 – Vantage GT2; GT3 – DBRS9; and GT4 – Vantage N24. For the first time, Aston Martin Racing is designing the GT2 to run on either standard race fuel or E85 bio-ethanol (a mixture of standard fuel and ethanol). In 2007, Aston

Volkswagen’s latest track challenger, a supercharged and turbocharged Jetta saloon, was unveiled last month in the UK. The Jetta TSI Sport made its debut at the Autosport International racing car show at Birmingham’s NEC. The new machine will take to the track for the first time on 24 March in the opening round of the Hankook-backed Volkswagen Racing Cup, at Oulton Park. In road-going form the Jetta’s 1.4-litre

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Betta Jetta 16-valve engine produces 168bhp but the engineers at Volkswagen Racing UK, their technology partners at Superchips, Milltek Sport and Turbo Dynamics, have boosted this to 227bhp.

Martin Racing successfully converted a standard DBRS9 to run on E85. Robin Brundle, Aston Martin Racing’s new managing director, says: “The new Vantage GT2 completes our product portfolio for 2008 with competitive cars now available in every category. Thanks to our experience with the DBRS9, we have been able to develop a bio-ethanol fuelled version, which will be eligible to compete in an increasing number of series now accommodating this greener fuel, including the American Le Mans Series.”

The TSI features an engine-driven supercharger and an exhaust gas powered turbocharger, arranged in series; the supercharger operates at lower engine speeds and the turbo cuts in as revs rise. The result is excellent driveability and performance throughout the rev range, with no turbo lag and high maximum torque. The power unit was named Best New Engine of 2006 in the International Engine of the Year Awards.

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motorsport

BIC racers? Aston Martin are in the news again as their development plans continue. This time they may be considering setting up a testing base at Bahrain’s International Circuit. David Richards, AM’s chairman says that apart from the amount of dust that often is carried on the air, the climate and the BIC’s infrastructure make it a very attractive location, especially for endurance testing. Speaking recently he commented: “There’s a big overall attractiveness to the Gulf as a motorsport hub. The weather’s great and the investment in infrastructure is among the best in the world.” The announcement of this potential plan comes just before the second Bahrain 24hr race later this month in which there will be several Aston Martins battling it out for the GT title.

V8s are green for go Our antipodean racing brothers have established a first for motorsport by making both the V8 Supercar series and the Fujitsu V8 young driver series part of a carbon offset scheme. In response to a season’s racing pollution – which includes associated transport as well as action on-track – a total of 15,000 trees have been planted in all the countries in which the races took place. The cars in both series have also been running 5% ethanol fuel mixtures throughout the season. The V8 Racing Green tree-planting programme covered Australia, New Zealand, China and the Gulf. Running alongside the re-forestation has been a programme of education in schools throughout the regions involved. It is hoped that this venture, which it is planned to continue in future seasons of racing, will help to temper environmentalists’ complaints about the abuses of motorsports. Given the popularity of the V8 championships ‘down under’ it is vital that it makes in-roads into satisfying the increasing number of individuals for whom the environment is a growing concern.

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