Maqina Magazine | Qatar Car Award 2018

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2018

MAQINA MAGAZINE QR20 - AED20 - $5

Middle East Automotive News

maqinaonline.com | QATAR CAR AWARD

BENTLEY - BMW - GAC - HONDA - HYUNDAI - INFINITI - JAGUAR - KIA - LAND ROVER - LEXUS - MASERATI - MAZDA - MERCEDES - MITSUBISHI - NISSAN - TOYOTA - VOLVO

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BREAK

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Super Series

Al Wajba Motors Muftah Plaza, Rayan Street +974 4411 4411

www.doha.mclaren.com

The new Continental GT. Be Extraordinary.

Elegant and exhilarating, this is the ultimate grand tourer. Discover more at Qatar.BentleyMotors.com/Continental For inquiries please visit the showroom Al Muftah Plaza, Al Rayyan Road, Doha or call us at +97444114411 The name ‘Bentley’ and the ‘B’ in wings device are registered trademarks. © 2017 Bentley Motors Limited.

BENTLEY QATAR

Model shown: Continental GT.

LAMBORGHINI DOHA Authorised Dealer

Aventador S Coupe The Icon Reborn ● Naturally aspirated 6.5 I V12 engine ● 740 CV @ 8.400 rpm ● 690 Nm @ 5.500 rpm ● Max. Speed 350 Km/h

For More Information Please call 4411 4411 or e mail to info@lamborghiniqatar.com www.lamborghini-doha.com

www.toyotaqatar.com

HOTLINE

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QATAR CAR AWARD 2018

EDITORIAL Editor-in-Chief Adel Habib Founder/Managing Director Tarek Hawchar Co-Founder Natali Leonova Motoring Editor Stephan Lewis Associate Editor Adam Baeur Advertising Manager Sidhart Saigal Creative Director Roman Khidko Creative Artist Hany Said Art Editor Viktor Blashuk Graphic Designer Alexander Rybalku Photographers Natali Leonova, Malek Fayoumi Etiquette & Image Consultant Dr. Marie Abou Rached Contributing Editors Thomas Olsen, Nick Janes

PUBLISHER

Dear Reader, For the first time, and after several months of hard work we proudly present Qatar Car Award.

A cooperation between Maqina & Arabmotors with the aim to recognize automotive achievement and crown the finest.

Judging cars is a tough job but this year the mission was much harder after witnessing a rise in quality and innovation with all the new models presented to the market and I always say there is no perfect car or totally bad car but there are smarter, more exhilarating and innovative cars and those are laying on the next pages of this issue.

All the cars were judged based on design, performance, safety and innovation while keeping in mind other factors such as fuel consumption, price and more.

Congratulations to the winners and of course to the owners.

ORYX GULF MEDIA LLC

BEIRUT +961 3396325 | QATAR +974 44922651 | info@maqinaonline.com ALL RIGHTS RESERVED. REPRODUCTION IN WHOLE OR PART PROHIBITED WITHOUT PERMISSION.

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Enjoy the issue,

TAREK HAWCHAR

FOUNDER/MANAGING DIRECTOR

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WINNER 2018

BEST LUXURY COUPE

BENTLEY CONTINENTAL GT

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entley has a lot of at stake with the Continental GT; it is the company’s four seat luxury coupe and a sports car rolled into one. It has been this fine mixture crossing over segments for many years now. As with the current year model, Bentley takes this a notch higher! The ‘Continental’ marque was used for any model tested by Walter Owen in Europe. It was until 1952 that the first official Continental was introduced in the form of a R-type Coupe. It continued to be used on facelifts and upgrades throughout the 1950s and 60s. The label’s significance increased greatly when Rolls-Royce started using it for its coupes and convertibles in the 1980s and 90s.

However, if any carmaker has gained the most success with the ‘Continental’ moniker, it is Bentley and with the 2018 model, the carmaker marks 15 years since the first Bentley Continental GT came in! Two major facelifts came in 2011 and 2015 when Bentley gave some telling mechanical upgrades and an inside out makeover to its flag bearer. Then, there was the introduction of the 4.0-litre V8 engine which was another big draw.

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Design Based on the same platform as the Porsche Panamera, the Continental GT is built largely from aluminium and a boot lid made of composite steel. The weight distribution is also more like a sports car with 55% of the cart over the front wheels. This makes the hefty 2.2 tonne vehicle more agile than it appears with a caveat -- by selecting the different driving modes!

The overall design of the car is modern although Bentley has hidden a few references to the pre-war era like easter eggs! Overall, it has great visual appeal with a mix of elegance and muscularity.

Interiors Among the reinventions inside the Continental, the steering wheel is the one which catches your attention first. It has slightly smaller dimensions than the one in its predecessors and is placed on a faster steering rack.

The inside of the cabin is made from several new veneers including ‘Koa’, a type of wood seldom used for car interiors. Then there are luxuriously soft leathers, dual-tone walnut veneers, chrome embellished control dials and handmade aluminium inserts give the car a nostalgic English feel.

The leather is stitched with contrasting colours which is a common theme in all Bentleys. Also, the Crewe based automaker offers 15 colours to choose for your upholstery which makes for a vast array of choices available!

The top trims are loaded with 20-way electrically adjustable seats moving in every direction with lumbar adjustment and ready to heat, cool or massage you! Let us say that even after sitting for hours in the car, you will still feel as relaxed!

There is a small green aspect inside as Bentley claims that all the wood used in the car sourced sustainably in order to address the issue of deforestation! There you go, buying electric car is not the only way to save the environment.

Tech Bentley has added plenty of tech and safety features in the Continental GT to make it a completely new vehicle from the inside.

Chief among the features is the in-house developed new infotainment system , known as the Bentley Rotating display.

Stretching 12.3-inches, the touchscreen is housed in a three-way unit which revolves on the center stack.

The touchscreen is as impressive when the car is not in use as the screen submerges with the dashboard, creating an uninterrupted exquisite flow of wood veneer! Also, you can choose to a simple dash or an old school one thanks to the third side of the rotating display which displays three analogues. This is an industry first feature, although a fairly comparable one is available in McLaren.

Bentley offers a full set airbags as standard in all trims of the Continental GT. Also available are active safety features found in most high end cars along with a rearview camera.

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IT HAS GREAT VISUAL APPEAL WITH A MIX OF ELEGANCE AND MUSCULARITY

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Engine & Performance Like its predecessor, the 2018 Continental GT is also powered by a 6.0-litre W12 engine , although this one is a twin-turbo unit similar to the one used in Bentley’s Bentayga. The W12 generates 626 hp of power and 664 lb-ft of torque, an upgrade of 44 hp and 133 lb-ft more than the outgoing model, making it an enticing prospect! And, let us not forget that the 2018 model is 90 kg lighter than the one before it.

The earlier model which used a six-speed automatic gearbox took some time to settle down creating an annoying noise. Bentley has perfectly addressed this issue by mating a new eight-speed to the W12. This helps the Conti to vroom from 0-100 kph in 3.6 seconds, half a second faster than the previous model. Although this can be achieved only in the Sport mode, the car does reach a top speed of 333 kph, making it the fastest in the segment.

Then there is also the 4.0- litre V8 engine option, which generates 500 hp of power, takes 4.8 seconds to reach 100 kph and achieves a top speed of 302 kph. What’s more, it is more economical, returning combined mileage of 26.7 mpg compared to the 17.1 mpg offered by the W12.

Verdict There are few cars in the market which can compete with Bentley’s mighty W12 engine that offers immense pace and flexibility. Although the fuel economy is a bit of downer, there is the V8 to make up for it.

The V8 may turn out to be the star among the two, although Bentley has weighed both the engines equally. Then, there are few who would splurge the extra cash on a W12 when you can get the best out of a V8.

Apart from these, there is little to niggle about the Continental GT which provides the owner with a unique charm!

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BENTLEY HAS ADDED PLENTY OF TECH AND SAFETY FEATURES IN THE CONTINENTAL GT TO MAKE IT A COMPLETELY NEW VEHICLE FROM THE INSIDE

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WINNER 2018

BEST COMPACT LUXURY SUV

BMW X3

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he BMW X3 has been sold since 2003. It is obvious that buyers tend to lose interest in a particular model if it is sold for long without much changes. Consider the second gen X3 which was sold for seven years. Despite its lengthy sales life, the SUV surprisingly proved to be one of the best sellers for the German carmaker. This was particularly due to the constant enhancements provided by BMW. As for the 2018 X3, BMW has taken a step ahead and decided to focus more on the luxury crossover SUv segment.

The current year model of the X3, now in its third generation, is built on BMW’s new CLAR platform. The doors and bonnet of the X3 are made from aluminium and despite being 55kg lighter than its predecessor, this one is more sturdy.

At one look, you might see little changes in the X3 but then again, why fix something which is not broken. The 2018 BMW X3 continues to be one of the best in class luxury crossover SUVs despite little revolutionary changes.

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Design A quick walk around the car and you will realize the X3 does look like the X5 from certain angles, a shrunken down version nevertheless. This is pretty true on the sides where the large bonnet, squared wheel arches and tail lights and bumper resemble the X5.

Up front, the X3 gets larger, taller and more prominent kidney grille sitting between double barrelled LED headlamps.

Standard exterior features include 18-inch wheels, LED headlights and foglights, automatic wipers, roof rails, a power tailgate, a rearview camera, and power-folding, auto-dimming and heated mirrors.

Additional luxury features are included in the Premium (19-inch wheels, heated front seats, navigation, a 10.3-inch touchscreen, a head-up display and BMW Remote Services) and Executive (Premium and Parking Assistance packages, adaptive LED headlights, automatic high beams, leather upholstery, a digital instrument panel and hands-free gesture controls for the touchscreen) packages.

Interiors The new X3 cabin feels a small amount wider on the inside. engineered on a longer wheelbase, there’s additional legroom, each at the front and at the rear, and BMW has clearly upped the posh quotient furthermore.

Material quality is additionally first rate. The cushiony dash and door pads provide the cabin a well-crafted look, the seats are real leather (BMW calls it Dakota leather) and therefore the style of the digital-only board, air conditioning controls, and iDrive screen complement each other perfectly. it’s true the dash is similar to that on the 5-series, however there’s no denying the large step up in quality and luxury overall.

Tech Quality levels are currently of course almost like those on the 5 and even 7-series. Plenty of the buttons are ‘electroplated’, as on BMW’s larger sedans, and what’s nice is that the little fiddly buttons are currently gone. Buttons and switches work with a satisfying click and match, end and practicality square measure currently simply nearly as good as on competitors. Even the driving position and seats feel higher now.

BMW’s sixth-gen iDrive also takes things to ensuing level, with its new horizontally aligned menu and slick practicality. The projection screen is super-sharp and may be controlled via the rotary iDrive controller, the touchscreen, or perhaps voice – and this makes it distinctive. And doesn’t that three-spoke M Sport steering wheel simply hit the spot? It’s with great care superbly crafted.

A number of packages can be added to either model. Driver aids are available through the Driving Assistance (forward collision warning with automatic emergency braking, lane departure warning, and blind-spot monitoring with rear cross-traffic alert), Driving Assistance Plus (Driving Assistance package, adaptive cruise control, front cross-traffic, alert and lane departure warning and mitigation) and Parking Assistance (front and rear parking sensors, an automated parking system and a 360-degree parking camera) packages.

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YOU WILL REALIZE THE X3 DOES LOOK LIKE THE X5 FROM CERTAIN ANGLES, A SHRUNKEN DOWN VERSION NEVERTHELESS

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Engine & Performance First impressions once behind the wheel are extraordinarily positive.

This SUV has clearly grown up. Insulation is such a lot higher on the inside, you notice it at once. The diesel rattle is currently well muffled at low and medium engine speeds, the cabin even feels higher cocooned from the world outside, and BMW has even used acoustic glazing on the windshield to lower noise levels.

And therefore the hush continues even once you accelerate away sharply, with the engine remaining comparatively muted for a diesel.

This 190hp, 2.0-litre diesel will feel a small amount sluggish, primarily thanks to some initial turbo lag, however place your foot down and go past 2,000rpm and a pleasant slug of torsion pours in, laundry all the lethargy away. Shift to ‘Sport’ and therefore the X3 becomes even additional participating.

The responses currently square measure tightened up, the engine becomes a small amount additional high-pitched, and since of the mode you’re in, even a half-tap on the accelerator gets the close-ratio eight-speed automatic to drop a gear in a very flash. This engine revs to 4,700 or 4,800rpm, almost like alternative versions of this engine, but post 4,000rpm, it gets a small amount clamant.

Verdict What will additionally add its favour is that the new X3 looks like it’s a half-size larger than the earlier car, its cabin is now superbly designed and finished, it’s a lot more spacious and cozy on the inside, and therefore the instrumentation levels ought to help it compete with rivals on an equal footing. It’s getting to be some slugfest. Don’t get an SUV within this segment till you’ve sat in, experienced and driven this one.

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Don’t get an SUV within this segment till you’ve sat in, experienced and driven this one

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WINNER 2018

BEST CONVERTIBLE SPORTCAR

FERRARI PORTOFINO

If Ferrari invites you to a test drive in Italy out of all the places, you reschedule everything else and say yes immediately. The test drive this time concerned their latest Portofino. A direct replacement for the California T, the Portofino is Ferrari’s luxurious and comfortable GT car. It’s the softest most relaxing car they make, but it’s got big shoes to fill. We loved the original California, and even more so the subsequent California T. Despite the amazing 488 and F12, the California T was the best Ferrari to live with on a day to day basis. The question is, can this new model be a match?

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The front fascia looks like it’s constantly smiling, which pretty accurately describes what the person behind the steering wheel is doing most of the time

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Aggressive Styling Our Portofino wasn’t finished in the traditional Ferrari red, but a wonderful color which is a mix between gray and silver. It shifts and changes contrast depending on the lighting, making the car really pop out. It was also a revelation to see just how good a color other than red and yellow suits this Ferrari.

Dimensionally, the Portofino is almost identical to the California T. The skin however, is completely new. Ferrari used their current design language to update the exterior, and it’s immediately apparent that this is an all-new model, not just a facelifted California. It’s smoother, sleeker and more elegant in every way, resembling the newer 812 Superfast a lot more.The front fascia looks like it’s constantly smiling, which pretty accurately describes what the person behind the steering wheel is doing most of the time.

The headlights have been redesigned with a new L-shape and the big grille has been angled upwards. The side air vents are also a lot bigger now, though that does improve cooling as well, Ferrari claims.

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“ I’M STILL STRUGGLING TO DETERMINE WHETHER I LIKE IT MORE WITH THE ROOF UP OR DOWN ” The profile view is extremely pleasing to look at.

The long elongated hood, the short overhangs, the extremely low height… everything adds up to create one of the most stunning cars you’ll ever see on the road. With the roof up, the Portofino almost looks like it was designed to be a coupe from the very beginning. I’m still struggling to determine whether I like it more with the roof up or down.

To top it all off, the high waistline makes the cockpit look like a fighter jet canopy.

The rear exhibits traditional Ferrari features too.

The single round taillights on each side, the aggressive diffuser at the bottom, and of course, the quad exhaust outlets. Ferrari has done an excellent job at making the Portofino seem like a true super car. Proportionally and design-wise they absolutely hit the nail on the head.

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The Most Luxurious Ferrari Ever Again, Ferrari has gone to the trouble of completely redesigning the cabin, not just giving it a mild facelift.

Although I wouldn’t call the Portofino’s cabin luxurious in conventional terms, it is ergonomic and full of features.

Compared to something like the 488 Pista, this feels like a Rolls-Royce. The 8-inch touchscreen has been improved, so it’s now faster as well as more aesthetically pleasing.

Ferrari claims to have updated the graphics on the instrument cluster too, though they look as great as they did before.

The seats are new and are even skinnier than before. Still, Ferrari has managed to make them more supportive and a whole lot more comfortable. The ones in the back are cramped but are definitely more usable than those in the California T. They’re great for kids, not so much for adults. Shorter journeys aren’t an issue, but full-grown adults will require a stretch every hour or two.The steering wheel is as confusing as ever, but only if you’re a Ferrari rookie. If you’ve driven any model after the F430 starting with the 458, you’ll be immediately at home.

The wheel itself is perfect however. The right size and the right thickness.

The fact that it’s covered in gorgeous Alcantara helps things too.

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If you want it to oversteer, it will at a moment’s notice.

Unparalleled Performance It may be a GT, but the Portofino is a true super car at heart. The 3.9-liter V8 is derived from the 488, making 600 horsepower in this particular application. The variable boost system eliminates turbo lag completely, and you genuinely don’t even notice the fact that it’s turbocharged, even at low revs. Torque output stands at 760 Nm from 3,000 rpm to 5,250 rpm. Redline is a rather high 7,500 rpm. The figures are as follows: 0-100 km/h in 3.5 seconds, 0-200 km/h in 12 seconds and a top speed well north of 300 km/h.

Ferrari has stiffened up the chassis too. The change in construction made the Portofino 40 kilograms lighter over its predecessor, but a lot more rigid in addition. Just as we were starting to familiarize ourselves with the Portofino’s dynamic capabilities, it started to rain. When I say rain, I mean pour.

Naturally, feeling a little down, I put the roof up and continued driving.

Little did I know, the rain was a gift, not a curse. It showcased the Portofino’s neutral chassis and accurate steering to a degree I would not have experienced on dry pavement. Because the limits of grip were a lot lower on the wet road, I was able to get closer to the car’s limits too. What I found simply blew me away.

This so-called GT possesses all of the poise and balance its 488 sibling does, with none of the drawbacks. It steers on command.

If you want it to oversteer, it will at a moment’s notice. If you want it to just easily powerslide on the way out of a corner, it won’t even blink an eye while doing it. It’s a masterclass in driving dynamics.

Conclusion The Portofino isn’t just a step up from the California T. Ferrari has managed to make a car which is 10 times better, and I’m not exaggerating. As a usable Ferrari, one which can be driven daily, this is Ferrari’s finest creation to date.

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CAR REVIEW

GAC GA8 G

uangzhou Automobile Co., also known as GAC, launched two of its flagship cars in Qatar only last year. Chief among them is the GA8, a full size luxury sedan that has made an innovative use of European aesthetics and blended them with Chinese elements.

When the model along with the GS8 was launched in Qatar, Wang Shunsheng, the Deputy General Manager of GAC Motor had said, “GAC Motor is dedicated to bringing the best vehicles to global consumers as we expand our brand in the overseas market. We would like to thank our partner DOMASCO, who supported our endeavor to bring the models of GA8, GS8 this time to Qatar. We believe that as the trade between Qatar and China grows, we will continue to build on our foundation of mutual economic trade and business cooperation. We are committed to introducing even stronger products to the Qatar market.�

Indeed, GAC has seen a positive response in Qatar as can be established by the previous success of Chinese cars such as GS4, GA6, GA3S and GS5. As far as the GA8 is concerned, it takes on the likes of Volvo S90, Genesis G80 and other German carmakers in the segment.

CA RG ANCA ME Design The Chinese company terms the GA8 as ‘Five Pioneering “Flying Dynamics” Family Front Faces. With a refined exterior outlay, the GA8 is built on ‘Light and Sculpture 2.0’. The LEd headlamps of the luxury sedan come from inlay art of top diamond ring. What’s more, 13 LED steering lamps and daytime running light make the vehicle always shine!

Also, the car has Inner strength and tension combined in a perfect manner through sharp and stretched body contours designed modeling aesthetics plus balanced tail design.

The LED combination tail lamp integrates a G-shaped logo design makes the sedan look confident and powerful. Adding to this poise is a G-shaped metal logo on both sides of the car’s body. Although this may have looked a bit gaudy, the quietness of their design and placement make it appear cool.

Lower trims of the GA8 run on 17-inch alloy wheels while up on the range, you can choose to have 18-inch double ten spoke alloys, both of which are exquisite in design.

Interiors With Low-VOC (Volatile Organic Compounds) natural material and PM 2.5 purification filter in the interior, GAC aims to deliver an environmentally friendly driving experience with the GA8.

The space inside the car is noble and provides an exclusive feel to the passengers. The temperature-control luxurious comfortable lounge is equipped by rear-row independent electric sliding device, intelligent massage,ventilation and heating device and waist fatigue relief device among others. A three-section butterfly-type headrest design can be reputed as the model of ergonomics, bringing terrific covering sense of head and reducing fatigue effectively. If this isn’t innovative enough, the car also boasts a multi-functional seat with one-button intelligent memory system and guest reception function.

The company has ensured that the GA8 lives up to the billing of a luxury sedan and hence has used selected Nappa leather and exclusive rhombic quilted technology to demonstrate grace, refinement, glamour and luxury.

Then there is a one-touch curtain can effectively prevent sunlight and avoid ultraviolet light to keep optimal in-car temperature. With high-efficiency independent compressor, the beautiful and practical car refrigerator located in rear central armrest can realize quick cooling of 1℃/ min.

GAC claims to have the largest rear row space in its class with sponge cushion and an inner core 200mm thick to provide plenty of room and comfort to its passengers. Aesthetic elements are perfected combined in such details as modern and typical rhombic patterns, innovative style on door trim, suture angles and elegance.

Chromeplate trimming with exquisite rosewood produce the natural charm of “stream running through forest” and reveal steady and chic temperament in details. Advanced double-deck chassis armor equipped with imported soundproof cotton makes the noise of engine cut back to 35.6dB at idle speed

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THE CAR HAS INNER STRENGTH AND TENSION COMBINED IN A PERFECT MANNER THROUGH SHARP AND STRETCHED BODY CONTOURS

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THE SPACE INSIDE THE CAR IS NOBLE AND PROVIDES AN EXCLUSIVE FEEL TO THE PASSENGERS

Engine & Performance The GA8 has the same powertrain as the GS8 and the same extensive host of safety driving features that can help navigate, raise collision alerts and actively assist in braking.

TiPOWER is GAC Motor’s second generation of international advanced new power assembly developed by GAC’s international R&D network after years of scrupulous efforts with the world’s elite intelligence and application of up to 50 first-ever technologies. The 2.0 litre 320T engine generates a peak torque of 300Nm between 1600 and 4500 rpm, giving many another 3.0 litre engines a run for their money. The engine is mated to a sophisticated Aisin 6-speed AMT that realizes very sleek gear shifting, making an ideal power assembly system.

Based on cross-platform modular architecture (CPMA), GAC group diversifies automobile models and shortens the product family’s development and launch period by means of forward development on complete vehicles, numerous systems and useful modules as well as key and generic technologies, in a bid to realize leapfrog development of the proprietary brand.

The sedan runs on a four-wheel independent suspension system, that has sensitive steering and precise localization, effectively isolating vibrations on the road.

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Verdict Currently, GAC Motor has an established sales and service network in 14 countries across the globe. With the launch of GA8 in Qatar, GAC aims to target primarily American and Japanese cars in the Gulf. With the GA8, the Chinese automotive giant has strived to achieve the level of quality of its rivals, it is still wide off mark when compared to German cars. The GA8 can be an ideal choice for someone looking to buy a Japanese or American car in a relatively low budget.

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CAR REVIEW

GAC GS8 A

mong the two flagship cars launched by Guangzhou Automobile Co., also known as GAC, in Qatar last year, one of them was the GS8 SUV, the other being the GA8 luxury sedan.

The GS8, a seven seater SUV, is a fine blend of European exterior design with Chinese technology.

When the model along with the GA8 was launched in Qatar, Yu Jun, president of GAC Motor remarked, “Focusing on top markets is our start point of widening the distribution channel. We will continue to consolidate our presence in Belt and Road Initiative countries and other emerging markets while expanding global business and entering North American and European market with a mid- to highbrand image.”

Design The GS8 has an aggressive design, much like the company’s marketing strategy. Its body is made completely of 95% high-strength steel to meet the North American SUV roof anti-force standard. Powerful horizontal lines and chromium-plating grilles serve to be a perfect combination of strength and beauty. In addition to its domineering appearance, the brand-new hard-boiled flying dynamics logo of the company at the heart of the grille make it an imposing SUV.

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CA RG ANCA ME With 1.9m body width and square and upright style, GS8 demonstrates an original off road personality. Straight line extension to rear maximums the visual space and 37 aerodynamic designs reduce wind resistance coefficient to 0.34. High-performance tires on standard 18-inch seven spoke alloys or optional 19-inch double coloured sport alloy wheels boast excellent road holding, reducing wind resistance and improving fuel efficiency.

The company has claimed its LED headlamp with lighting width distance of 600m and lighting width of 56m to be a first in the industry. However, cornering assistance LED lamps do make driving safer.

A Matrix-type design, rectangular layout and adjustable sensitivity show the glamour of technology. Double U-shaped combination tail lamps and tunnel structure with gradient design are easily identifiable from afar and create a sense of technology in a multi-dimensional space.

Interiors The GS8 features 105 Intelligent buttons conforming to the optimal ergonomic layout and first accessible operation & control experience, endowing the car’s driver with more control ability and making full use of space. If that is not enough, the car’s inside has 37 storage spaces! Almost all items for travel can be stored easily. Details can be demonstrated better in a longer long journey.

The SUV’s wide frame contributes to large 7-seater space. Diversified combinations of seats with 2+3+2 layout meet travel demands of large families. Over 1.9m wide body provides wider transverse space, bringing great comfort of each seat. Not only that, the seats are multi-functional based on ergonomics that can fit body postures and increase seat comfort. A 10-direction diver and 4-direction co-driver electrical control adjustment provides exclusive riding experience for passengers at the front row.

After the third row of seats are put down, the trunk volume exceeds 860 litres containing large items easily. Flexible flowing space can also be built into a small camp for many people.

The GS8 integrates intelligent driving assistance such as a 9th-generation extreme edition of ESP (Electronic Stability Program), a 360-degree panorama visual imaging system, an ACC (Adaptive Cruise Control) system and eight airbags. Released in China in October 2016, the GS8 has impressive performance and has become the best-selling vehicle in April among all full-size SUVs in the market.

Engine & Performance At the heart of the GS8 is the same engine as the GA8, a 2.0 litre second generation TiPOWER, generating a peak torque of 300Nm between 1600 and 4500 rpmand mated to a sophisticated Aisin 6-speed AMT that realizes very sleek gear shifting, making an ideal power assembly system.

Despite the power, it would have been much better if this large SUV came with an option for a larger engine. When compared with some of the other cars in the segment, the GS8’s engine feels much smaller and less potent.

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A MATRIX-TYPE DESIGN, RECTANGULAR LAYOUT AND ADJUSTABLE SENSITIVITY SHOW THE GLAMOUR OF TECHNOLOGY

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However, GAC makes up for this with plenty of tech and safety features loaded in the GS8. Equipped with ESP 9.1 produced by Bosch, GS8 owns comprehensive protection of “fourteen - in - one” , integrating ABS, EBD, TCS, HBA, ESP, HHC and many SUV’s unique configuration, to achieve faster response speed, higher stability, and effectively prevent vehicle sideslip.

Eight airbags combines with unique double knee airbags. When danger happens, it can provide the passengers with all-around protection, and a responsible and safe travel.

Equipped with professional cross-country systems produced by Borger Warner, the vehicle can instantly detect on nearby topography, and exactly distribute driving power of front and rear wheels according to the status.

Verdict Since the sales of GS8 were kicked off in 2017 in China, it was the the best seller in its segment of full size 7-seater SUVs which included the likes of Ford Edge, Toyota Highlander. It even went on to claim the champion position by April 2017. While it may be popular in its home country, there is still some time to go in the Middle East where German and other European cars are competing in the burgeoning SUV category. The design and tech features of the GS8 are phenomenal, although it falls a bit short with its engine. A couple of more options in the engines would really help push the sales of the GS8.

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THE DESIGN AND TECH FEATURES OF THE GS8 ARE PHENOMENAL

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C OCA SGE VECT ERNESIS RNSTO IO A ME N RY

WINNER 2018

BEST MID-SIZE PREMIUM SPORT SEDAN

GENESIS G80 SPORT Three decades ago, Lexus was in the same situation Genesis finds itself today. Critics doubted Toyota’s upmarket brand and claimed it a lost cause before it even kicked off. As we all know, Lexus is one of the most popular luxury manufacturers in the U.S. today, so needless to say, those same critics are now long silenced. Although Genesis didn’t have the best of starts, the marquee is quickly catching on. Hyundai wisely decided to separate their luxury cars from the mainstream vehicles, and the strategy seems to be working. We recently tested the Genesis G80 Sport on the Lusail International Circuit and were pleasantly surprised with its performance.

The car displayed a lot of poise and finesse given its size, and managed to impress even the most hardcore critics.

Now comes the real test though. For this issue we tested the car on Doha city roads, the G80’s natural stomping ground. Its performance on the circuit was impressive but rather irrelevant, as no one who owns a G80 will ever take it to the track. This is a car which combines luxury with a dose of sportiness, so it’s a road car in every sense of the word. The trouble is, the segment Genesis has pitched it in is rather competitive. Lexus has the GS, Mercedes has the redesigned E-Class and there’s even Chrysler’s 300. Can the Genesis compete? That’s we aimed to find out.

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Exterior I like the way the G80 looks. I’ll start out by saying that. Genesis has got the proportions absolutely nailed. It’s a large car, but it isn’t bulky or overwhelming on the road. The long elongated hood, the long overhangs, the extended sloping roofline… everything has been designed to make the car as elegant and flowing as possible. If you like a car that’s a bit understated but still has lots of presence, the G80 Sport offers exactly that. The front fascia is dominated by this huge grille just below the Genesis logo. The front bumper is flanked by large air dams on each side, and a pretty substantial opening at the bottom too. The headlights do have some Mercedes-Benz-like elements, but they’re completely bespoke units. It’s a weird mix between luxury and sportiness. A good type of weird mix.The rear is perhaps its best side.

The gorgeously-sculpted taillights extend well into the rear quarter panels, but they do so following the design line which extends from

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the front of the car all the way to the rear. The rear bumper houses a discrete diffuser in the middle and true quad exhaust pipes. They’re not fake plastic inserts hiding the exhaust tips underneath like the Lexus as well. They’re the real deal. It’s hard to nitpick the G80’s exterior. The front grille is perhaps a bit too large, but that’s mostly it. On the whole, this is a complete package through and through.

Interior The interior is, once again, a weird mix between European and Asian design touches. It doesn’t have the most interesting of dashboard designs, but then again, neither do any of the Germans (apart from Mercedes). The center console is littered with buttons, with a nice little analogue clock breaking up the lines.

CGAR E NNE AME SIS

“USEDTHEAREMATERIALS SUPERB AS ONE WOULD EXPECT ON SUCH A PREMIUM

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IT’S A LARGE CAR, BUT IT ISN’T BULKY OR OVERWHELMING ON THE ROAD

The overall feel in the G80 Sport’s cabin is that of spaciousness. It’s almost got an A8-like cabin in terms of how large it feels. The tunnel housing is wide and tall, like it is in the Audi.The transmission lever is of the “joystick” variety and the throttle pedal is attached to the floor like it is in the European offerings. If I had to have one criticism, it would be directed towards the HVAC vents.

They look like they came straight from VW and are lacking any appeal. Apart from that though, I’m mighty impressed with what Genesis was able to do.

The materials used are superb as one would expect on such a premium, upstate limo, and the fit and finish is as good as the one found in its rivals. The driving position is good too, but the seats could do with just a tad more lateral support. They’ve been designed for comfortable driving for hundreds upon hundreds of miles though, so I can’t really fault them for that.

Engine and Performance The G80’s base engine is a 3.3-liter twin-turbo V6 with 365 horsepower and 509 Nm of torque. The optional 5.0-liter V8 delivers a healthier 420 horsepower but the torque rating stands at 519 Nm, so it’s not that big of an improvement over the V6. The figures tell half the story however, because the way the power comes on in both engines is quite different.

The V6’s twin turbos ensure that torque comes fast and remains fairly high throughout the rev range, all the way from 1,300 to 4,500 rpm. The V8’s torque curve is much steeper, arching upwards all the way to 5,000 rpm. On the road it’s difficult to fault either of them. The V6 is smooth and effortless, perfect for daily driving and commuting. The V8 needs a heavier foot if you want to wake it up, but the soundtrack is definitely more sonorous. You do notice the extra horsepower but you’re going at silly speeds by the time you do.

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THE REAR BUMPER HOUSES A DISCRETE DIFFUSER IN THE MIDDLE AND TRUE QUAD EXHAUST PIPES

The V8 is also a lot less fuel efficient. Both engines send power to the wheels via an eight-speed auto which is fast and smooth. Although rear-wheel drive is standard, you can opt for an all-wheel drive system called HTRAC. It does a wonderful job of distributing power to the wheels which have grip, but for sheer driving pleasure, the base RWD models are the way to go.

Conclusion It’s a big luxury limo first and foremost, but it’s littered with sporty details. The chassis is excellent. It’s neutral and reacts positive to the driver’s inputs. It’s an Asian luxury vehicle with sporty European credentials. Praises don’t come higher than that.

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CAR REVIEW

HONDA ACCORD A

s the burgeoning SUV and crossover segment becomes the primary choice for small families, midsize sedans have taken a back seat. However, automakers haven’t given up yet as more and more historically popular models are refreshed to expand the buyers’ choices. Topping this list is Honda’s Accord for 2018 which comes with some dramatic enhancements.

Design On the outside, the redesigned style of the body gives the Accord a luxurious European look and feel. While the 2018 model year Accord is slightly downsized in both length and height compared to the previous year, it does gain half an inch of width. This gives a sportier look to the sedan. Also, the new dimensions come in handy while maneuvering through city traffic and parking in tight spaces.

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HO N D A Interiors The interiors are minutely reworked with one of the best in class cabins. The top level trim also features soft-touch plastic, affluent leather upholstery, a dash of wood on the dashboard and faux leather door inserts. Even in the lower trims, the seats are wrapped in faux leather along with a a carbon fibre look! And did we mention there are eight cupholders inside the cabin for further comfort.

Having said that, the Accord is not just about upscale interiors. The inside of the cabin is quite spacious and quiet,, especially for rear seat passengers who get to experience the best in segment legroom.

All in all, the Accord has modern interiors with high quality materials used across all trims, plenty of room and a user friendly infotainment system.

Tech Speaking of infotainment, the new front and center touchscreen is much quicker, attractive and easier to use than its predecessor. The new screen is positioned perfectly, making it easier to reach and has a fine mix of physical buttons and knobs along with navigational and functions. What’s more, the touchscreen comes as standard across all trim levels except the base and supports connectivity with Android Auto and Apple CarPlay.

Then there are several driver aid features which make the Accord heavily loaded on the tech front. These include Adaptive cruise control, forward collision warning with automatic braking, and lane departure warning and mitigation are optional on other Hondas, but they are standard on every Accord. Also, an excellent crash test safety rating makes driving all the more secure.

Trims Available in five trim levels, the LX is the base model for 2018 Honda Accord with Touring being the top end variant. Even the base LX model for the Accord comes loaded with advanced safety features and dual zone climate control. Every variant above the LX comes with the above mentioned infotainment system compatible with Android Auto and Apple CarPlay. The Sport trim has some visual upgrades on the base model while the EX adds some more flair to the Sport trim and is added with a sunroof and heated front seats. The EX-L trim features leather upholstery while the top most Touring has every feature mentioned in the list along with cushier and adaptive dampers!

Engine & Performance Honda Accord’s engine lineup starts with a 1.5L inline four which comes standard with a manual six-speed transmission and also available with an optional CVT, churning out 192hp turbo power. At the heart of the top end model is a 2L turbocharged inline four with 252hp power and available with six speed manual as well as 10 speed automatic. A 2L four cylinder hybrid with two electric motors is also available as an option.

The most powerful among the engines is obviously the 2L 10 speed automatic which goes 0-100 kph in 5.5 seconds, which is much quicker than the previous V6 engines and at par with most of the sports sedans. Even the manual transmission models aren’t far behind. Even the base LX variant reaches 0-100 kph in 7.3 seconds, which is 0.3 seconds quicker than the previous model year. Most importantly, the turbocharged engines don’t suffer from turbo lag and offer smooth acceleration.

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THE REDESIGNED STYLE OF THE BODY GIVES THE ACCORD A LUXURIOUS EUROPEAN LOOK AND FEEL

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When it comes to handling, Accord’s steering is light which makes it perfect for the segment. There are no complains of torque steer, which is often the case in the powerful turbo front wheel drive sedans. Although the driving may not be sharp, it makes up with the precise control that is offered. This helps provide a fine balance between power and practicality, i.e. a blend of sports sedan and family car.

Fuel Economy The entry level 1.5L engine has much improved EPA figures than its predecessor, delivering 30 mpg in city and 38 mpg on highways when paired with a CVT. These figures are better than most of the rivals in the segment. It is the same with the Accord Sport and Touring trims which have better figures than previous model year variants. Both of them deliver 22 mpg in city and 32 mpg on highways, which is at par with most of the rivals in the same bracket.

The Accord Hybrid, on the other hand, delivers 47 mpg combines which is not only less than its predecessors but is well below the likes of Prius and Ioniq.

Verdict The Accord is a complete package of everything one looks for in a sedan -- from sporty power to family practicality. It is engaging to drive, balanced on the road, has athletic features and a refined engine. This makes it the first choice over any other sedan in the segment any day of the week.

To sum it up, the new 2018 Honda Accord ups the ante in the midsize sedan segment. With plenty of strengths and little snags, the Accord makes an excellent buy for anyone looking for a comfortable, luxurious and classy four-door sedan!

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ACCORD HAS MODERN INTERIORS WITH HIGH QUALITY MATERIALS USED ACROSS ALL TRIMS

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CAR REVIEW

HONDA CIVIC T

he 2018 Honda Civic is one of the best cars in its class equipped with a 1.5-litre turbocharged four cylinder engine.

Delivering splendid acceleration and a high fuel economy, the Civic is available in various body styles -- sedan, coupe and a hatchback! If this isn’t impressive enough, you can also choose from the sporty Civic Si or the Civic Type R. The best part about Honda Civic is that it does not compromise on its features and performance in any of the body styles and across all their standard variants. It also has some of the best technology features and provides plenty of storage solutions and cargo space within.

For the 2018 Civic model, Honda has abandoned its previous unorthodox design and instead prioritised a low center of gravity that help provide better driver engagement and amazing handling dynamics. Also, the new platform gives the Civic the second largest wheelbase in the hatchback segment and a rear suspension independent from the front for the first time.

All these things have propelled the Civic as a global car rather than a more ‘Euro-centric’ vehicle. As for its competitors, tackling the Civic will be a tricky preposition!

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HO N D A Design Bigger is always better. The new Civic is 136mm longer than the one it replaces, representing a growth spurt the likes of that you virtually never see among cars cracked up to be compact. It’s 30mm wider, too, and 20mm lower, the latter measure also enhancing the previous, whereas its wheelbase is within millimetres of being the longest of the segment.The new all-steel monocoque platform makes for a rather lighter yet additionally significantly stiffer body-in-white structure than that which went before. However it’s the repositioning of the car’s fuel tank (formerly in an unconventional location beneath the previous-generation car’s front seats) to where it’s most typically found beneath the rear seats that has allowed Honda to drop the driver’s hip point by some 35mm, yet as lowering its cabin floor and dropping its overall centre of gravity by a full 10mm.

Interiors The wholesale changes created to the Civic’s interior tend to prove less decisive than those performed on its exterior. smartly inclined and currently with properly placed centre console and stack, the Civic feels a lot more comfortable with its switchgear placement and is simpler on the eye and, yes, also more grown up, too.

A unrivalled integration of materials it isn’t. The plastic overdose prescribed by the previous generation is part self-addressed by fewer hollow-sounding surfaces. That won’t concern those within the rear, though, where passengers need to move as on the brink of stretching out as this segment of car realistically permits.

The boot isn’t any less generously proportioned; the sport Plus’s 420 litres of seats-up capacity simply eclipses the class yardstick, and (even with none sorcery occurring below the rear bench) it expands to 770 litres with an laudably flat floor.

Tech Honda’s Connect infotainment system is currently in its second generation, and in its generosity of specification a minimum of, Sport Plus’s 7.0-inch touchscreen will hardly be faulted.

There’s sat-nav (supplied by Garmin), two USB sockets and one HDMI jack, a DAB tuner, Bluetooth, Apple CarPlay, android auto and an upgraded eight-speaker system. in need of generating its own wi-fi hotspot without having a connection to your phone, that’s just about everything on our family hatch listing lined.

Only the usability suffers slightly compared with rival units, principally as a result of the mounted controls to the right-hand side of the touchscreen (audio, home, volume, menu and back) need an excessively assertive finger push to work.

Engine & Performance The previous Civic’s atmospheric petrol engines are born and a brand new combine of aluminium-blocked turbocharged replacements ushered in.

The smaller of the two displaces slightly below a litre and has three cylinders, direct fuel injection system and a peak power output of 127bhp. The larger one is a 1.5-litre four-cylinder unit with 180bhp and 177 lb-ft.

Both engines adopt Honda’s trademark i-VTEC valve timing technology and each, says Honda, are directly involving the 306bhp 2.0-litre turbo that powered the outgoing Civic type R. 72 QATAR CAR AWARD | maqinaonline.com

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THE NEW PLATFORM GIVES THE CIVIC THE SECOND LARGEST WHEELBASE IN THE HATCHBACK SEGMENT

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Otherwise, it’s the car’s suspension that shows the foremost proof of modification. although the previous Civic used space-saving torsion beam rear suspension, this new one switches to a multi-link set-up that ought to help Honda greater ride and handling standardisation potential. adjustive damping is also currently offered on each axles, having been pioneered on the rear shaft of the outgoing Civic Tourer.

Beyond a precise speed, the electronically increased suspension seems additional inquisitive about dialling out body movement as quickly and utterly as possible than in maintaining sensible, inevitable body control, and it becomes arduous to read and hard to take confidence from sometimes.

Its handling is precise and responsive enough and its grip levels are fairly high, however the fluency that our test car’s adaptive dampers provided simply higher than city speeds is replaced by a rather acquisitive, fussy ride at higher highway speeds.

Verdict The Civic’s new turbocharged engine offers it an active flavour and a flip of pace that no version of the previous car enjoyed, and there’s some dynamic calmness and class here to permit keener drivers to get pleasure from that pace.

Driving experience aside, the new Civic is plainly a sensible, typically refined, quietly upmarket , respectably economical and well-equipped car.

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THE CIVIC’S NEW TURBOCHARGED ENGINE OFFERS IT AN ACTIVE FLAVOUR AND A FLIP OF PACE

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CAR REVIEW

HONDA CRV T

he Honda CR-V was given a complete overhaul last year and quite surprisingly, the changes were pretty decisive. Rather than go the well trodden path of giving some superficial tweaks, Honda has set a new pace for its rivals in the segment with the 2018 CRV. The fifth gen CRV is powered by a 1.5-litre turbocharged engine with ample torque and a decent fuel economy. Also overhauled is its suspension which limits the body roll in round turns and corners without compromising on the ride quality. The ground clearance is increased by 1.5-inch compared to its predecessor, wheelbase is longer and the tracks are a bit wider. This also allows you to take the CRV for some light off-road fun!

The redesign for the current year model is not restricted to exterior looks as Honda provides a contemporary dashboard to the CRV with a digital instrument cluster and new touchscreen controls. The legroom is increased significantly and the exceptional cargo space help this compact crossover pass for a midsize SUV!

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HO N D A

Design Honda’s new style language has finally turned the CR-V into a handsome, trendy crossover. Its aggressive front, muscular haunches, and evolved rear styling evoke generations past, and place the CR-V within the running for best dressed.

Although the CR-V is one among the longer compact crossovers, it compares with its rivals in terms of height and breadth. Its 8.2 inches of ground clearance with all-wheel drive mean navigating uncharted roads is feasible. Forgoing its predecessor’s hatch-mounted spare tyre and puny steel wheels, the CR-V currently favors a formidable stance and purposeful styling. practical aerodynamic details and communicatory LED lighting highlight its exterior.

All trim levels are spiced up with a rear spoiler and either 17- or 18-inch wheels. subtle exterior options adore a lively shutter grille to boost fuel potency and power side mirrors are on each CR-V; the EX and above add fog lamps and a power sunroof, to name a handful.

The top trim touring is the most extravagant, with distinctive 18-inch wheels, chrome detailing, beautiful chrome twin exhaust silencers, and rain-sensing windscreen wipers. ten exterior colours are on an individual basis paired with three offered interior colours.

Finally, enclosed on the EX trim and above, there’s a walk-away door-lock feature that automatically locks the doors once the driver leaves; it may be turned on or off.

Interiors The CR-V contains a trendy and convenient interior that is a quite similar to last year’s cabin—little to no changes for 2018. Most of this category earns high marks in terms of front-passenger area. Still, the inside of the CR-V is one among the most spacious, particularly within the rear seat, where there is lots of space for two adults to suit well. The interior is enticing and practical, that includes a dashboard made of soft-touch materials, a flexible center console, and a superb driving position. The three-zone instrument cluster is uncommon however simple, and it brings a contemporary atmosphere to the cabin. A tasteful balance of faux-wood accents, chromed plastic, and brushed-satin finishes looked significantly upmarket within the touring version.

Supportive and nicely carved front seats hug their occupants in all the correct places to make them feel content. Climate control is handled via your alternative of rotary knobs, redundant buttons, or touch screen inputs. Sadly, directional air flow, but front and rear defrost, needs to be done on the touchscreen, and it’s a pain. What’s nice concerning the CR-V’s interior is that it seems pretty advanced and equipped than most of its rivals.

Tech Patience is the key while using the CR-V’s 7.0-inch touchscreen HondaLink infotainment system. A rotary volume knob is the solely physical control, as laborious buttons are absent in favor of touch-sensitive ones. the disadvantage is that they’re robust to work while not taking your eyes off the road, and that they feel less intuitive compared to how the rotary knob works.

Thankfully, Apple CarPlay and Android Auto each give the user with a far better interface and easier management. HondaLink supports all the expected infotainment treats, beside offered HD Radio, SiriusXM satellite radio, and Pandora. sadly, neither 4G LTE nor mobile Wi-Fi property are offered.

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HONDA’S NEW STYLE LANGUAGE HAS FINALLY TURNED THE CR-V INTO A HANDSOME, TRENDY CROSSOVER

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Pairing with Bluetooth is trouble free; navigation, once so equipped, is useful and displays within the gauge cluster as well as on the middle screen.

Engine & Performance The base LX offers a 2.4-liter inline-four that produces 184 HP and 180 lb-ft of torque. Its swish operation is commendable as well as expected: this engine is shared with the Honda Accord. Honda conjointly updated its all-wheel-drive technology to be more versatile and capable. we tend to found the setup seamless and, save for during abrupt throttle inputs whereas cornering, virtually invisible.

For the first time, the CR-V includes a turbocharged engine; it’s out there on the EX, EX-L, and touring trim levels. The turbo 1.5-liter inline-four makes 190 HP and 179 lb-ft of torque, and it’s shared with the Honda Civic, however it’s been tuned to create a lot of power. The CR-V uses a CVT, that doesn’t have separate gear ratios sort of a traditional automatic. Instead, it depends on pulleys and a metal belt to infinitely vary the drive magnitude relation between its mechanical limits. It’s the sole transmission employed in the CR-V and is one amongst the higher examples of one to this point.

The composed and compliant ride of the CR-V makes for pleasant commutes, long or short. Again, what makes the CR-V so complete is that it doesn’t penalize passengers with a stiff ride. Instead, it rewards drivers with a dynamic chassis and lowest body motion.

Sharp steering that’s eager while not feeling buoyant ties everything along and may be a massive reason why the CR-V is therefore wonderful to drive.

Verdict With its contemporary styling, tons of features inside the car and the excellent ride and handling, the 2018 Honda CR-V makes a compelling case to be on the front runners in the crowded compact crossover segment.

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THE CR-V CONTAINS A TRENDY AND CONVENIENT INTERIOR

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WINNER 2018

BEST MINIVAN

HONDA ODYSSEY

H

onda sold its first Odyssey way back in 1995. The completely redesigned 2018 model is now in its fifth generation. While over the years, the Odyssey has been completely transformed with the addition of new tech and features, its basic purpose still remains the same - a smart yet practical family car!

The minivan has three seating rows with plenty of cargo space and sliding rear doors. For the 2018 model, Honda has added plenty of cool tech, legroom, comfort and safety features.

One of the biggest additions to the Odyssey is the rear view camera which also helps the driver view the passengers in the second and third row seats. Then there are luxuries like heated and cooled seats, heated steering wheel, ambient lighting and a new sound system Powered by a new 3.5-litre V6, Honda has improved on the power and fuel economy of its minivan as well, a direct aim on its rival - the Chrysler Pacifica Hybrid.

Just when you think that a minivan has all the comforts that can be offered to a family car, the 2018 Honda Odyssey drives in to prove you wrong!

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HO N D A Design Like the outgoing Odyssey, the 2018 model ought to stand out from its competitors in a parking zone. The Odyssey’s face is deliberately spinoff of the brand’s Pilot crossover and Civic compact, and all models currently have active grille shutters to boost aerodynamic potency on the highway. an oversized chrome grille runs between headlights that contain LED running lamps. LED headlights and fog lights are enclosed on the highest touring model. From the side, the Odyssey retains the previous model’s “lightning bolt” chrome belt line kink, although it’s diluted. However, this van dresses things up a touch with a deep swoop etched into its hinged front and slider rear doors. Honda touched the sliding-side-door channels to the bottom of the third-row window to cover them higher.

The tail end echoes the front chrome bar theme and includes normal crystal rectifier tail lights.

Inside, Honda added a lot of soft-touch materials to relinquish the Odyssey a costlier look. It’s designed around a digital instrument cluster and a huge center screen. an enormous center console has deep storage and a large, flat space to place purses and the like ahead of it. it isn’t stunning, however it’s helpful.

Interiors All main controls that you frequently use are physical buttons, and the layout is logical. The gauge cluster is almost all digital, and it presents information in a clear manner.

Sliding rear doors are better than a crossover’s traditional doors every time. Up front, stepping in and out is easy; just put your butt in and twist your legs in. The front doors, however, need a good tug to close. The multi-sliding second-row seat gives superb access to the third-row seat. The driver’s seat has a lot of adjustment range vertically and horizontally. Just about any driver should be able to find a seating position he or she likes. At times, the driving experience is surprisingly sedanlike. A somewhat narrow footwell is our only complaint. It’s one of the most effective people movers you can get. Room for adults in all three rows. The second-row seats slide and recline. Headroom and legroom are plentiful in the second row. Even adults can sit in the third row with the second row moved all the way back.

Tech Honda’s new infotainment system has big virtual buttons and quick responses. Organization is customizable, with smaller button shortcuts. Some of the navigation operations are a little hard to figure out, though. The rear-cab in camera monitor is neat, as is the intercom feature. Pairing phones is easy, and the Odyssey comes standard with Apple CarPlay and Android Auto.

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JUST WHEN YOU THINK THAT A MINIVAN HAS ALL THE COMFORTS THAT CAN BE OFFERED TO A FAMILY CAR, THE 2018 HONDA ODYSSEY DRIVES IN TO PROVE YOU WRONG

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Engine & Performance Under the hood, Honda put in a new 3.5-liter V-6, replacing an engine of identical size. This one, however, makes 32 more HP for a total of 280.

Aiding the V-6 are 2 new automatic transmissions, a 9-speed and a 10-speed. The 9-speed however has been identified to deliver slushy shifts and have hassle reaching its prime gear. The Honda-developed 10-speed, however, could be a revelation. It shifts swimmingly and responsively, and makes full use of the vary of its gears, as long as you get to concerning 120 kph. sadly, only the touring and Elite models get the 10-speed.

On the road, the result is a better level of auto management. The Odyssey reins in up-and-down and area motions higher than its competitors and feels tied right down to the road the maximum amount as an honest family crossover. It rides well, too, tho’ there’s additional road feel than you may get within the Chrysler Pacifica. Some drivers could like that whereas others will not.

Honda additionally made tidy effort to manage noise this time around, adding a barrier carpet, spraying increasing acoustic foam in 14 locations of the body, putting in thicker screen and front pane in all models and acoustic glass on higher-line models, and using triple door seals. All models have active noise cancellation to assist mask any imbalance caused by the cylinder deactivation.

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THE DRIVING EXPERIENCE IS SURPRISINGLY SEDANLIKE

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Verdict Overall, we’re keen on this Odyssey and assume it is a wise selection, notably if you are a new parent or if you are looking to possess one thing with that same driving spirit found in different Honda vehicles. It makes that whole responsibility issue a touch easier to swallow, too.

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CA H YRUN NA D ME AI

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CHAR Y U N AME D AI

WINNER 2018

BEST HYBRID

HYUNDAI IONIQ

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he Hyundai Ioniq Hybrid is offered as a compact hatchback and is available as a plug-in, hybrid and an all-out electric vehicle. The Korean carmaker has placed the Ioniq hybrid to directly take on Toyota’s long-serving successful hybrid, the Prius. As the EV segment becomes increasingly popular, Hyundai has provided buyers with a captivating alternative.

Built on the same underpinnings as Kia Motors’ Niro, the Ioniq comes in three variants -- Blue, SEL and Limited. These three distinct versions (hybrid, plug-in, and pure electric) offer you the flexibleness to choose the model that most closely fits your requirements and lifestyle. The premium cabin, replete with upmarket materials that are environmentally friendly, seems like it belongs in an exceedingly pricier segment. Then there is the Hyundai easy-to-use documentary film system that connects with your smartphone apps. Add to that the Ioniq’s sleek ride and zesty (for a hybrid) performance, and the sum is small car that has additional temperament than several alternative hybrids and simply outguns with non-hybrid rivals.

Design In the base Blue trim, there is plenty of loading space inside, although you may be deceived from the outside. For a more premium feel, Hyundai also offers heated front seats, a sun roof, animal skin upholstery, blind-spot observation and a navigation system.

The front two seats have enough head and legroom for two tall people. The same goes for the rear seats as well. While Hyundai has claimed that the boot space of the Ioniq is more than other hatchback hybrids, one must note that the EV model has bigger batteries located at the rear which might somewhat cut down the volume of the boot. maqinaonline.com | QATAR CAR AWARD 91

H Y UN D A I It must be said that the automaker has paid special attention to ergonomics and the quality of materials used inside. The upper surfaces are made from plastics which are soft to touch while conversely the switches are sturdy and long lasting.

Driving & Performance At the heart of the Ioniq is a 1.6L GDI DOHC 16-valve inline 4-cylinder gasoline engine that runs along with an electric motor. This electric motor generates 43hp and 170Nm of torque and is powered by a 1.56kWh lithium-ion-polymer battery. The combined output of the hybrid, i.e. including the engine and electric motor, is 139hp and 265Nm of torque. The carmaker has claimed a top speed of a whooping 185kph. While the hybrid model reaches 0-100 km in 10.8 seconds, the all-electric variant covers the same distance in 10.2 seconds!

This smart tech makes the car’s performance at par with several diesel hatchbacks.

The standard six-speed dual-clutch automatic transmission in all the models is smooth while shifting gears making it a joy ride on the roads. However, if you go off road, the transmission becomes a bit hesitant while shifting. When it comes to hybrids, most of the auto major prefer using the CVT. While the variable transmissions have their advantages, the Ioniq provides you with a more conventional feel! Within the city, the hybrid and plug-in models can run on electric power alone. Thus, one would not even notice if the Ioniq glided past them, such is the quietness of the engine! Having said that, you would want to be careful while pushing the gas pedal too much as this would bring in the petrol engine into play as well. The transition phase through the gasoline engine is also smooth except a little thrum in the engine. Once the changeover is complete, the drive is again sleek.

The all electric model is faster off the road, utilising its electrical motor’s instant low-down shove to sprint off from the lights in near-silence. Like most EVs, though, it starts to feel a lot of pedestrian on the far side 50mph, though for city use, wherever it’s designed to be used, that’s no issue.

Not astonishingly, the Ioniq has been created to handle well in urban areas, considering its steering is light and simple to maneuver. Get the Hybrid out on quicker B-roads and it’s smart there as well. The steering continues to be light – there’s a Sport mode however this adds an excessive amount of weight – but it’s correct and throws in enough resistance as you apply lock to help you place the car easily.

The tyres have plenty of grip and smart body management increase the Ioniq’s maneuvering abilities, as do the sleek brakes. They’re not as prehensile as the brakes on some other hybrids, however this aids while driving smoothly in stop-start traffic requiring no effort in the slightest degree.

Around city, the Hybrid rides a lot more firmly than the Prius, however not to the extent of being uncomfortable. The payoff may be a settled ride at quicker speeds, particularly if you encounter a collection of long, wavy dips and troughs.

The Plug-in Hybrid and all electric variants are less agreeable on this though.

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CHAR Y U N AME D AI

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ONE WOULD NOT EVEN NOTICE IF THE IONIQ GLIDED PAST THEM, SUCH IS THE QUIETNESS OF THE ENGINE

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That’s mainly because of their larger batteries that add weight, making them perceptibly less agile through turns and a lot of brittle over uneven road surfaces. At main road speeds, all versions keep wind and road noise to a minimum!

Fuel efficiency One of the most appealing features of the Ioniq is its fuel efficiency.

While the SEL or Limited variants offer 55 mpg, the base Blue variants comes with an EPA-rated 58 mpg combined! Mind you, the Blue is the cheapest Ioniq model and may well turn out to be its most popular based on fuel efficiency alone!

While the EPA-estimated 55 mpg of the SEL and Limited is a full 3 mpg more than Toyota’s 2017 Prius, the Blue’s mileage is also 2 mpg more than the 2017 Prius Eco. Conclusion The Hyundai Ioniq is the perfect car for you if you are looking for something that is not ‘to the face hybrid’, like the Prius does. The Ioniq drives like any other car despite being a hybrid. Moreover, the carmaker offers very appealing and comprehensive warranties, especially for batteries. This brings down the long term maintenance costs in an already fairly priced automobile!

What’s more, as far as safety is concerned, the Ioniq has scored a full five-stars in the Euro NCAP crash test. Its adult protection is also considerably higher than most other vehicles in the segment.

Moreover, the Ioniq is an honest car, with little to no frills and despite being a compact hatchback, it is pretty spacious. If that isn’t attractive enough, check the car’s fuel efficiency once again!

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LOW LONG TERM MAINTENANCE COSTS IN AN ALREADY FAIRLY PRICED AUTOMOBILE

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CHAR Y U N AME D AI

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INFINITI

WINNER 2018

BEST COMPACT CAR

INFINITI Q30

I

t has been some years ago since Nissan drew out all its guns to transform Infiniti into Japan’s BMW. While the brand has not seen the same level of success it targeted, the new Infiniti Q30 seems to be a small yet important step in the right direction.

Although the Q30 is termed as premium compact hatchback, it is more of an amalgamation of hatchback into a coupe and crossover, depending on one’s perspective. The rear side is more of a hatchback but with the cargo space of a sedan; the drive is athletic like a SUV; while the all-wheel drive and raised suspension make it ideal for all weather conditions and some light duty off roading as well!

The Q30 is the lowest entry point in the Infiniti lineup and is comparatively cheaper to its German rivals, which it looks to emulate.

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Design In order to reinvent itself and gain some footing outside its home market, Infiniti has been rather bold with the Q30’s exterior design and layout. While most of the premium hatches these days are unimaginative, Infiniti has provided the Q30 with a muscular and athletic making it a crossover between hatchback and coupe! The car’s silhouette will tell you that the design is pretty upright and more Euro-centric!

The Japanese carmaker has although left some dynamic wiggle room. A lot of drivers may still opt for the Sport trim, which despite its cost, is lowered by 20mm and is a tacked down dynamic.

The steering of the Q30 rests on a electromechanical rack, which is speed sensitive is powered by a 1.6 litre engine.

Interiors To start with, you merely don’t notice as much room inside the car as Infiniti’s publicity leads you to expect. Up front, whereas the seats are a decent size and comfy enough, head space is kind of tight and therefore the entry route between steering wheel and B-pillar is comfortable.

In the second row, passenger room is significantly meaner still; good space for your feet beneath the front seats are going to be scant consolation for adults and bigger teenagers who are given little more travelling space than they’d notice during a supermini. Boot space is kind of generous by category standards, however overall we’d still have to be compelled to rank the Q30 among the smallest amount accommodating full-size hatchbacks on the market.

From the inside architecture to the heater controls, electrical window consoles, instrument housing and even the steering wheel and key, the Q30 looks and feels pretty much sort of a fashionable Mercedes.

By logical extension, then, it isn’t very similar to any of its Q-branded rangemates, or maybe a definite premium product in its claim.

Material quality is quietly spectacular, and wherever Infiniti has tried to create the cabin its own with touches of leather and satin chrome trim, it’s done tolerably.

Tech The Infiniti Q30 comes in seven trims to choose from depending on the features and tech required -- SE, Premium, Premium InTouch, Premium Tech, Premium Tech InTouch, Sport, Sport InTouch.

The entry-level SE model comes with rear parking sensors, active emergency braking, hill start assist, 18in alloy wheels, automatic headlights and heated wing mirrors as normal on the surface, whereas within there’s a 7.0in touchscreen infotainment system, air conditioning, six speaker sound system and fabric seats.

Premium models gain heated front seats, electric lumbar support for the driver, dual-zone climate control, electrically folding mirrors, cruise control and rain sensing wipers. Premium tech trim adds privacy glass, LED headlights, wood trim and Nappa leather seats, whereas the range-topping Sport Q30s associate with Alcantara interior and fabric, and a sporty-looking bodykit. Those trims suffixed with InTouch conjointly gain Infiniti’s Sat nav and traffic sign recognition systems, and DAB radio.

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CIAR N F INNAME ITI

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THE CAR’S SILHOUETTE WILL TELL YOU THAT THE DESIGN IS PRETTY UPRIGHT AND MORE EURO-CENTRIC

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Following on from the Q30 was the a lot of rugged QX30 that is obtainable in two trims - Premium and Premium tech. The entry-level model comes with Infiniti’s AWD system, dual-zone climate control, sat nav, chrome roof rails and autonomous emergency braking technology, whereas the range-topper adds Nappa leather upholstery, electrically adjustable front seats, rear parking sensors and a reversing camera.

Engine & Performance When fully committed, it’ll dash from 0-100 kph in 9.4 seconds, about the same as its german counterparts. That 1.6-litre motor is generally smooth and quiet everywhere except at very high engine speeds, and it does its work smartly and without fuss.

The car is is playful when pushed, and if approaching its limitations the electronics will step in before things really get out of shape. And nevertheless the turbocharged motor looks oddly sluggish on initial acquaintance, as a results of notably strange gas pedal response, that looks to order about 50% of engine power for the last 10% of the pedal’s travel. It’s not straightaway clear if it’s done in the interests of smoothness or economy, however the most important impact is on driveability, that is way from all it would be. people who wish to drive the car around as gently as possible may just appreciate Infiniti’s thinking, however to everybody else, we suspect, it’d be a supply of irritation.

Even in what might be generically delineated as ‘comfort’ verbal description, the Q30 conducts itself during a fairly neat and tidy fashion after you take a look at its grip levels.

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THE CAR IS IS PLAYFUL WHEN PUSHED, AND IF APPROACHING ITS LIMITATIONS THE ELECTRONICS WILL STEP IN BEFORE THINGS REALLY GET OUT OF SHAPE

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CIAR N F INNAME ITI

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There’s only enough body roll on entry to a hard-charged corner to prompt you of the car’s raised roll axis, however it quickly settles on its outside tyres and retains moderately high level of lateral grip.

Steering authority is sweet enough to permit you to tighten the car’s line while not straightaway triggering understeer, whereas cornering balance is good enough that you just needn’t wait an age to begin feeding power back in.

Verdict The new Infiniti 30 is too similar to its sister Mercedes models. However, those looking for something away from the mainstream, the Q30 seems to be an ideal choice.

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THE ALL-NEW

THE COUPE IS BACK The precise feel of the 400 horsepower V6 throttle. The customizable feel of the world’s first Direct Adaptive Steering™ System. The race-inspired look of a cockpit lined with black carbon and leather. The all-new INFINITI Q60.

Also available in 2.0t 208HP.

Infiniti-qatar.com

SHMInfiniti

SHMInfiniti

SHMInfiniti

SALEH AL HAMAD AL MANA CO. (Exclusive Agent) Main Showroom, Salwa Road - Tel: 4428 3366 - Opening Hours: 8:00am to 9:00pm (Sat-Thu); 4:00pm to 9:00pm (Fri) INFINITI Boutique, The Gate Mall - Tel: 4407 7296 - Opening Hours: 10:00am to 10:00pm (Sat-Thu); 3:00pm to 10:00pm (Fri)

CA INRF IN N AITME I

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CAR REVIEW

INFINITI Q60 T

he roots of the new Infiniti Q60 can be traced back to Nissan’s G35 which was built on the then revolutionary FM platform.

Despite the several changes over the years, the current year model of the Infiniti Q60 is till built on the FM platform. While the platform has served the Japanese brands well, spawning several coupes and SUVs in the meantime, the Q60’s design is a mixed bag.

On the contrary, the luxury coupe delivers immense power and performance. The top end trim of the Q60, the Red Sport 400, churns out a massive power of… you guessed it right… 400hp! While the coupe may not be as refined as its German counterparts, it makes up for it with its savage performance.

With the option to choose from three turbocharged engines and a seven speed automatic transmission, the Q60 has plenty of luxurious features as well. The Q60 is an ideal choice for adrenaline thumping youngsters looking for raw power and not at the luxury to opt for a mercedes or Audi.

Design The new shape given to the Q60 has some pretty mixed reviews.

While many consider it shabby to move away from the traditional luxury coupe design, we feel it is revolutionary and exquisite.

In front, the chrome surrounding the fog lights are shaped liked hockey sticks, giving a sporty feel.

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IN F IN IT I The fog lights themselves double up as square jowls, a striking upgrade to the model it replaces. The nose of the Q60, especially the pinched metal, could have been designed better though.

At the back, the lip spoiler punctates the shape of the coupe while only right angles are found below on the lower fascia. This help the already wide tires look wider. Also, outboard exhaust in the top trim is wrapped in satin chrome, giving it a superb finish.

The best design though is on the sides which is heavily traditional but is improved with the addition of more glass. The best part of it all - the chrome lettered Infiniti!

Interiors The Q60’s cabin will be a snug place in which most owners might spend time. Its leather sports front seats are well-shaped and a decent size, and there’s room at the back for smaller adults or youngsters, as is roughly the prevailing standard on practicality for cars similar to this. Taller drivers can find themselves somewhat short on headroom, though, and also the car’s electric steering column missing some telescoping adjustment vary, whereas the front seats themselves feel as if they got to be set lower for the right driving position.

The Q60’s facia appearance and feels quite expensively hewn for the most half, as do several of its fittings – however a number of its minor switchgear feels barely flimsy and low-cost. Between a spacious armrest snug, decent-sized door bins and cupholders and a generous glovebox, cabin storage is ample.

Tech The one major ‘mechanical’ option you will have is Infiniti’s Direct adaptive Steering system: its world-first ‘by-wire’ totally electronic steering setup, currently in its second generation, that removes the direct affiliation between steering wheel and steered shaft for what its maker claims is smoother and a lot of responsive directional handling.

But what extremely disappoints within the car is the infotainment system, split as it is between two centrally mounted touchscreens placed at the highest of the centre stack that don’t extremely look like they belong on the same dashboard. They take a jiffy to reply to tip inputs and show navigation mapping in quite three-dimensional fashion. The system sounds healthy enough, however next to the connectivity-heavy slick graphical splendour of the motion-picture show setups offered by each Mercedes and Audi, what the Q60 brings to the party may be a great distance from being adequate.

Upgrade to Premium tech and you’ll notice the Q60 adorned with Sat nav, cruise control, a 360-degree camera, a Bose system and blindspot monitoring, whereas the sport trim includes direct adaptive steering, electrically adjustable front seats and steering wheel, ambient lighting and magnesium paddle shifters. the sport tech model adds all the niceties found on the Premium tech Q60s.

Engine & Performance The car’s 2.0-litre engine sounds a touch gruff at idle and on step-off, however settles to a quiet cruise. It falls in need of the tractableness you would possibly expect of it on the premise of that 258lb ft claim for peak torque though, needing revs to make the car obtain speed with a lot of urgency – and, even in Sport mode, leaving you exposed to the hesitancy of the seven-speed automatic gearbox.

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INFINITI

“

OUTBOARD EXHAUST IN THE TOP TRIM IS WRAPPED IN SATIN CHROME, GIVING IT A SUPERB FINISH

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The ‘box encompasses a manual mode however no shift paddles, and its reluctance typically becomes frustrating once a fast burst of speed would help you on your way.

But within the trivialities of the constant conversation you have with a car’s front wheels so as to stay it where you want it within it in its lane, running true on your supposed path, the system is plainly imperfect. It feels woolly, muted, wooly and, at times, quite unnatural. The resistance felt through the rim, as the rack’s electric motors attempt to synthesize real steering feedback, is changeable and strange: more like friction than load.

The Q60’s steering is also at its most unnerving on the highway, where, with the car’s lane keeping system enabled, it will steer itself around a mild arcing bend and maintain its lane position without any change at all within the position of the steering wheel in your hands, or the torque detectable through it.

The Q60 could also be a significantly different prospect with its big-hitting turbo V6 engine and adaptive suspension – or perhaps with Infiniti’s standard-fit hydraulic power steering system fitted and also the standard run-flat tyres swapped for quieter ones.

Verdict In On performance, refinement, drivability, ride isolation, steering, packaging and infotainment sophistication, the Q60 simply doesn’t survive comparison with what your cash may otherwise purchase – and it’d ought to be far better to drive to urge the enthusiast vote.

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IT COULD BE A SIGNIFICANTLY DIFFERENT PROSPECT WITH ITS BIG-HITTING TURBO V6 ENGINE AND ADAPTIVE SUSPENSION

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CIAR N F INNAME ITI

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CA J ARGU N A ME R

WINNER 2018

BEST COMPACT SUV

JAGUAR E-PACE

J

aguar’s initial crossover SUV, the F-Pace, has been an enormous success for the carmaker because of its sharp-looking design and athletic performance. currently British company is doubling down on its success with the new 2018 jaguar E-Pace.

The E-Pace’s name can be confusing since loads of automakers use an “E” to represent electric power. however the E-Pace is simply a smaller SUV, the same as how the jaguar XE sedan is smaller compared to the XF sedan. In terms of size and worth, the E-Pace may be a bit larger and costlier than established subcompact SUVs like the Audi Q3 and BMW X1.

Power comes from one of two offered turbocharged four-cylinder engines: one that creates 246 hp and another that puts out 296 hp.

All E-Paces are equipped with a nine-speed automatic transmission and all-wheel drive. The higher-output engine’s all-wheel-drive system is more advanced and helps improve the E-Pace’s handling once going around turns.

Overall, we’re excited regarding the 2018 E-Pace. It’s costlier than some rival SUVs you may compare it to, however reciprocally it delivers plenty of vogue, performance and options. It’s quite presumably the best-equipped subcompact SUV obtainable this year.

Design Jaguar’s style team deserves credit for going further than merely lowering the design of the F-Pace SUV for this automotive. It is, after all, a depressingly acquainted plan of action in this segment.

The E-Pace instead takes inspiration from the F-Type sports coupe, and before you dismiss that as a promoting contrivance, simply look into the main points.

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J AG U AR

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J A GU A R The ovoid headlights, wrap-around tail-lights, pronounced haunches and wheels pushed as close to the car’s extremities as can fairly be expected all draw sturdy parallels.

Less encouraging to some is also the actual fact that this new model uses a platform sourced from the Land Rover Discovery Sport and vary Rover Evoque, albeit with a novel wheelbase due to an altered mounting for a stiffer front suspension subframe that’s said to enhance steering feel.

The ensuing 1768kg kerb weight makes the E-Pace virtually 40kg heavier than the equivalent Volvo XC40 and over 180kg heavier than the BMW X1.

Interiors Despite its small SUV proportions, the E-Pace is surprisingly roomy on the inside. The back seat provides enough legroom for adults, even if the headroom may be tight for taller passengers. We can’t comment on lower-trim versions, but the upgraded leather upholstery is a pleasant treat.

A lot of thought has been put toward utility. Jaguar managed to squeeze in quite a bit of small-item storage, with generous door pockets and cubbies. There’s also a good amount of usable cargo space.

Tech For higher trims, you’ll find a full digital display screen, a color head-up display, and a 10-inch touchscreen infotainment system with smartphone connectivity, app integration and Wi-Fi. There’s also a comprehensive suite of driver aids and active safety features.

A smattering of chrome finish helps matters, although, somewhat curiously, that of the air-vent surrounds is more lustrous and cooler to the touch than the big piece found on the transmission tunnel.

Whether you discover its explicit hue taking or not, the thick ‘Siena Tan Windsor’ leather of our test automotive holds your attention instantly. and maybe that’s even as well, as a result of the clean design of the E-Pace’s interior is therefore conservative as to be simply a bit sterile, and it thus depends on the standard and color of its materials to bring it to life.

Jaguar’s touch pro infotainment, that is customary across the vary, uses a 10in touchscreen showing neatness integrated into the dashboard (rather than sitting atop it within the manner of numerous rivals’ systems). That means there’s no click-wheel – a tool we find presently offers the most effective balance of control and usefulness.

Latency is usefully improved over slightly older jaguar models, although a number of the icons on the bottom of the screen are inconveniently small.

The screen’s matt finish will create it tough to read in daylight.

Conspicuous by its absence is any potential for smartphone mirroring, either with Apple CarPlay or Android Auto, though jaguar will have its own in-house software referred to as InControl. This connects your phone to the car’s system and permits the employment of certain apps, as well as Spotify.

Engine & Performance E-Pace models are powered by a 2.0-liter turbocharged four-cylinder and use a new ZF nine-speed automatic transmission. Standard E-Pace SUVs deliver 246 horsepower and 365 Nm of torque.

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C JAR AGNUAME AR

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IT’S QUITE PRESUMABLY THE BEST-EQUIPPED SUBCOMPACT SUV OBTAINABLE THIS YEAR

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R-Dynamic models add 50 hp and 35 Nm of torque (the same tune as Jaguar’s F-Type sports car). Regardless of tune, the E-Pace is more powerful than its key rivals The E-Pace is no sports car, but it does a fine impression of one when faced with a twisty road. As Jaguar’s first front-drive derived model of its all-new lineup, the E-Pace must conquer the physics of understeer. To do that, the SUV uses an active driveline (standard on R-Dynamic models) to shuttle torque between axles and to each rear wheel. When prodded along Corsica’s narrow, serpentine roads, the brake-based torque vectoring system detects grip (not slip) to apply power effectively. When the road straightens and your pace slows, the E-Pace can power just the front wheels to maximize fuel efficiency.The steering is unco crisp off-centre, too, and weights up with a progression that’s most likely the foremost gratifying component of the complete driving expertise. However, the ride is probably essentially a touch firmer than jaguar would have liked.

The E-Pace will never shake the feeling that it’s being force instead of pushed once it’s loaded throughout cornering – and you get the impression that there’s nothing you’ll do to mitigate that.

Verdict With the F-Pace being such a success, it had been inevitable that jaguar would follow it with a smaller, more accessible compact SUV – one that might propel international sales figures on the far side 250,000 for the first time.

The result is an automotive that hits some highs, mainly in its exterior style.

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JAGUAR MANAGED TO SQUEEZE IN QUITE A BIT OF SMALL-ITEM STORAGE, WITH GENEROUS DOOR POCKETS AND CUBBIES

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C JAR AGNUAME AR

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WINNER 2018

BEST MID-SIZE SPORT SEDAN

KIA STINGER

N

ot so long ago, Kia was a byword for alternative. You bought a Kia because you couldn’t afford the equivalent Japanese, European or even American rival. Kia produced cheap cars which were meant to be used as means of transport and nothing more. In the last decade or two however, things started to shift. Kia became aware that people prefer quality and started making a comeback. The manufacturer finally started to rise up to the massive potential they had all along. The Cee’d proved really popular in Europe, and North America couldn’t get enough of the Optima.

Spurred on by that success Kia decided to venture into new waters: sporty sedans. Now, it’s one thing to make a good car, but a completely different to make a good car that’s also sporty. The world of performance sedans is dominated by the Germans, and making a breakthrough in such an environment is rather challenging. If your product isn’t completely on point, you’re not going to have a lot of success. Most people initially laughed at the idea of a sporty Kia, but when they launched the Stinger back in 2017, we all stood back in awe.

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Exterior If you’re not particularly into cars, you might not even be able to tell it’s a Kia. Although the brand has been slowly creating their own design language over the past couple of years, the Stinger really brings out their full potential. The best compliment you can give it is that it doesn’t look like a regular Kia. Pictures are one thing, but seeing it in the flesh adds a whole new dimension to it.

It’s physically a large car, but the proportions are spot on. It’s wide, long with a long wheelbase, and rather low. The front overhang is short and the rear one is long, giving some hints as to what lies underneath. The front fascia is entirely new, with Kia’s revised Tigernose grille. If you, like most people, thought the Stinger would be a redesigned Optima, think again.

This is an entirely new model from the ground up.

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The roofline slopes downwards almost from the start of the B-pillars, creating this really unique shape which was once reserved only for the sporty German offerings. The rear end isn’t bad either. The taillights are connected via this big brake light stretching across the entire lid, and you even get quad exhaust tips in the top of the line GT model. It gets a small diffuser, and that air dam at the front is entirely functional too. As far as looks go, Kia seems to be in a sweet spot at the moment. Compared to something like a 4-Series or even an A5, it just looks light years better.

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MOST PEOPLE INITIALLY LAUGHED AT THE IDEA OF A SPORTY KIA, BUT WHEN THEY LAUNCHED THE STINGER, WE ALL STOOD BACK IN AWE

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C ARK N I AAME

Interior The Stinger’s interior is by far and away the best interpretation of a cabin Kia has ever done. As soon as you get inside you immediately thing of luxury. The materials are all first class and the build quality is up there with the Japanese rivals. Nothing squeaks or rattles and everything is solid. The dashboard is simple if a bit boring, but the large infotainment system atop it creates a nice break. There’s also an advanced HUD in front of the driver which can show information such as speed, navigation, audio settings, cruise settings, and blind-spot detection.

Despite the low roofline, there’s a ton of headroom in the back even for taller passengers. Legroom is aplenty in both front and rear rows, thanks to that lengthy wheelbase. The seats themselves are super comfortable, especially the ones on the high-end models covered in Napa leather.

The driving position is spot on too. You sit nice and low in the car, as you should in any self-proclaimed sporty sedan.

The cargo capacity can hold 660 liters, which is more than sufficient for your entire luggage. It features the latest in driver assistive technologies such as lane keep assist and rear cross traffic alert. What more do you need to hear? It’s luxurious, well built, offers plenty of space, and has an even better driving position than its German rivals.

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CA RK N IAA ME

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THE STINGER’S INTERIOR IS BY FAR AND AWAY THE BEST INTERPRETATION OF A CABIN KIA HAS EVER DONE

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Engine and Performance I know some of you still have doubts about the Stinger.

Now that we get to the actual performance figures, you’re probably thinking it’s going to fall flat on its face. Luckily, it doesn’t. Not in the slightest. Even the entry models come equipped with a 2.0-liter turbocharged four-cylinder making 255 horsepower and 352 Nm of torque. Our test vehicle comes with a 3.3-liter Biturbo V6 producing an almighty 365 horsepower and 509 Nm of torque.

Power is sent to the rear wheels only via an eight-speed auto that Kia developed in-house. You can get the Stinger in AWD format, but for sheer driving excitement, stick with RWD as we have. The transmission is smooth and quick, even on the downshifts. It’s 99.9% as good as Audi and BMW’s dualclutch versions. We didn’t have an issue with the transmission throughout the entire test, and we drove it harder than most owners are ever going to drive their own personal cars.

We never thought we’d see the day a Kia was willing to oversteer, but the Stinger is more than happy to do so. The rear will slide out if provoked even in second and third, but it’s remarkably manageable. The chassis is neutral so you can steer the car with the accelerator. That low center of gravity means you have a really sharp turn-in, followed by a slight hint of oversteer on corner exit. As far as driver’s cars go, the Stinger is as good if not better than the BMW. That’s right, they’ve managed to create something to rival “The Ultimate Driving Machine”. maqinaonline.com | QATAR CAR AWARD 121

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WE NEVER THOUGHT WE’D SEE THE DAY A KIA WAS WILLING TO OVERSTEER, BUT THE STINGER IS MORE THAN HAPPY TO DO SO

Conclusion The only reason you wouldn’t buy the Kia is because you’re still not able to gloss over its badge. Objectively, it’s more powerful, faster, better looking and more affordable than any of its competitors. If you still have a bad image of Kia in your head, go take a Stinger GT out for a drive.

It will completely rewire your brain and the way you think of Kia, we promise.

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WINNER 2018

BEST LUXURY SUPER SUV

LAMBORGHINI URUS

T

he popularity of SUVs shows no apparent sign of decreasing and neither will the popularity of Lamborghinis – the world keeps generating millionaires.

The end result of these two things: a Lamborghini SUV, the Urus. Okay, Lamborghini has actually designed one before, in the mid-1980s, however the LM002, because it was known as, was loopy and had a huge petrol V12 creating around 400bhp.

The Urus is not quite so daft; it’s powered by twin-turbocharged V8 creating 641bhp, propellent it from 0-100 kph in 3.6 seconds and on to 300 kph.

It will sell in a lot of larger numbers, though. Lamborghini designed fewer than 350 LM002s but can create that many Uruses each month. It’s a ‘luxury super sports’ 4x4, per Lamborghini, that explains its price tag and tremendous power.

Design Right off the bat, the Lamborghini Urus is one {in all|one amongst|one in every of} the foremost aggressive-looking factory SUVs we’ve seen in a while. The styling is supposed to point out off the Urus’ mixture of luxury and performance, taking cues from Lambo’s very-first off-roader, the LM002, whereas additionally compounding in a very good deal of Lambo’s traditional sports car cues also. And that’s an honest factor once you think about one of the LM002’s greatest failings was the very fact it looked nothing just like the hyper spaceship aesthetic we’ve come to associate with the marque. Rather, the Urus creates a mix of styling that combines the jacked-up off-roader aesthetic of the Lamboghini LM002 with the scalpel-sharp lines of the Aventador or Huracan.

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L AMB OR G H IN I So 2197kg it is. Yes, it’s sub-2.2 tonnes! And that’s the first of an array of scarily giant numbers that relate to the new Lamborghini 4x4: others of note are 641bhp, 626lb ft. All of which gets you what, exactly? a brilliant sports luxury SUV. Lamborghini says it essentially fabricated this sort of car, and if you squint a bit I suppose, within the rather brutalist V12-engined sort of the LM002, it would almost perhaps have a bit of a point; though I’m unsure it thought so at the time, and it solely created 328 of them before packing the thought in.

Interiors Without a doubt, Lambo contains a distinctive, recognizable aesthetic, which extends into the inside space also. The Urus offers the classic Raging Bull cues with a driver-focused layout and lowered seating position, and a control theme that ought to facilitate drivers “feel like a pilot.” Once again, we discover several geometric style components and onerous angles. Hexagons were used for things like the door handles, air vents, air bag modules, and cup holders. Lambo conjointly says the LM002 provided inspiration for a few of the layout, however we don’t really see the similarities on the far side an ultra-wide center console. Seating for five passengers keeps it sensible. The seats themselves were specially designed for the Urus, with the sitters ahead getting flashy dna memory units providing a heating function and electrical 12-way adjustability as standard. optional instrumentation includes 18-way electrical luxury seats with a ventilation and massage function. If you’re searching for increased rear luxury, you can opt for the exclusive two-seat second-row layout (as against the quality three-seater arrangement). Meanwhile, the rear bench may also be reconfigured with the movable and folding perform, enhancing rear loading house within the method. With the bench up, rear loading area involves 616 liters (21.8 cubic feet), whereas with it down, loading area expands to 1,596 liters (56.4 cubic feet).

Tech In the infotainment front is a TFT digital display with 3D visualisation and several other customizable settings. The platform is the new Lamborghini infotainment System III package, with two touchscreens for inputs and readouts. The upper screen does the entertainment, navigation, phone, and car status, whereas the lower screen encompasses a keyboard input, handwriting recognition, and controls for the climate and seat heating. There’s additionally voice command.

Further tech goodies include a phone holder with wireless charging, some USB connectors, Bluetooth support, a DVD player, a TV tuner, a DAB and CI car reader, a heads-up display, a smartphone interface, and rear seat diversion. There’s also support for Apple CarPlay and Android Auto.

Making the music is an eight-speaker stereo with four-channel sound.

Audiophiles are inspired to check out the optional Bang & Olufsen system packing 1,700 watts, 3D sound, and 21 speakers.

A few fashionable driver assists also are a part of the tech stuff, with options like high beam assist, front and rear parking sensors, and collision mitigation as normal. options embody stuff like traffic management, a top-view camera, and trailer-coupling mode.

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L AMBO C AR NRAME GHINI

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THE FOREMOST AGGRESSIVE-LOOKING FACTORY SUVS WE’VE SEEN IN A WHILE

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Engine & Performance The heart of the matter is a front-mounted, twin-turbo, 4.0-liter V-8 producing 650 HP at 6,000 rpm and 850 Nm (627 pound-feet) of torque at 2,250 rpm. redline is set at 6,800 rpm.

For those of you keeping track, that’s 162.7 HP per liter, a number Lambo is saying as the highest specific output for its segment. The power-to-weight ratio is calculated as 3.38 kg per HP. This is one screaming SUV. The 0-to-100 km/h (62 mph) sprint is done in 3.6 seconds, whereas 0-to-200 km/h (124 mph) is completed in 12.8 seconds. top speed is rated 305 km/h (190 mph), making the Urus the quickest SUV on the market. And that’s an honest factor, because after all, the Urus is, first and foremost, a Lamborghini, no?

What’s bad? The engine’s too quiet unless you switch up the suspension to hard, and visibility – attributable to the high window line – may be a bit uncertain. But, then, while parking the cameras are tremendous.

And then there’s off-road too. Lamborghini says it wants the Urus to possess “best in class” handling, with off-road ability “in the best class”. I don’t doubt it’s nailed the previous however up to now I’m undecided regarding the latter: the ride height within the off-road modes is 215mm, and place the right tyres on that and that i guess it’ll go most places people need it to. Sand dunes, possibly.

Verdict Think of it, based mostly because it is on a similar underpinnings as the Audi Q7, Bentley Bentayga and Porsche Cayenne, as the inevitable extension of Lamborghini’s model range: a sensible Lamborghini that you simply will drive each day.

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A SENSIBLE LAMBORGHINI THAT YOU SIMPLY WILL DRIVE EACH DAY

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L AMBO C AR NRAME GHINI

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L CA A ND R N RA O ME VER

CAR REVIEW

LAND ROVER DISCOVERY W

hen someone mentions Land Rover, most people first think of the Range Rover or the Evoque. Some will remember that they debuted a brand-new model called the Velar, but very few will actually think of the Discovery. And that really confuses us. We recently got a chance to drive the new Discovery on some harsh terrain in Qatar, and as you’re about to read, it should actually be high on the priority list of most potential Land Rover buyers.

Introduction The fifth-gen Discovery made its official debut back in 2016, at the Paris International Auto Show. Although it was still undeniably a Discovery, Land Rover had thoroughly reworked the interior and a large portion of the exterior as well. The V6 engine and the eight-speed auto are the only two components carried over from the last Disco with minor modifications. Everything else is either brand new or massively tweaked.

The biggest change is the new aluminum-intensive unibody design in favor of the old-school ladder frame and steel-body construction. The switch to the more modern layout resulted in weight savings of just over 450KG (1,000 pounds). Needless to say, this improved both performance and efficiency massively.

The example we drove was of the HSE-spec variety. It’s a step above the base S and SE, with larger 20-inch 5-split alloy wheels, an Atlas silver grille, power sunroof with tilt/slide features, a powered gesture tailgate and LED headlights with the signature LED strips.

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L A ND R O VER HSE stands for High Specifications Equipment, so our Disco was practically equipped with almost everything Land Rover can cram into it. The only way to make it more unique is to go for the First Edition model, which boasts several styling upgrades to make it stand out.

Exterior It’s immediately apparent the new Discovery is, well, new. The squared off, boxy look of the last-gen model is gone for good. The new Disco borrows most of its styling cues from the larger Range Rover and now even the Velar. The body lines are a lot smoother and the entire design just sort of ‘flows’. Land Rover nailed the proportions right on the head. It manages to look modern and sophisticated but still pay tribute to the original 1989 Discovery thanks to that stepped roof at the back as well as the offset rear license plate.

There’s not a lot to talk about up front. It gets the Range Rover’s headlights as well as the front grille, albeit they’ve been scaled down to fit the smaller Discovery. The side profile shows how truly gorgeous the Discovery’s proportions are. Although the doors have a massive surface area, the black rocker panels break up the monotony beautifully. You’ll notice the C-pillar boasts a somewhat weird design, but that’s to add more rigidity into the chassis. We like the clear lenses out back, especially since the narrow taillights complement the tall silhouette nicely. Lastly, you’ll be pleased to know that the tailgate still offers the same split-design as the one on the old car. It makes loading cargo easier, but gives you somewhere to sit as well.

Interior If you thought the cabin took on from the larger Range Rover, wait until you see the interior. Unless you have the two SUVs side by side, you’ll have a hard time telling one apart from the other. There’s less space in the Discovery, but not by a lot. Headroom is the same, and so is legroom. The only thing which seems to suffer is width, but it’s not an issue at all. In fact, it’s barely noticeable.

Being a large seven-seater, you’d expect to find massive comfort in the second and third row seats. And you do. We wouldn’t recommend you place full-sized adults in the rear-most row, but for shorter journeys it isn’t an issue. That being said, the second row is spoiled in terms of comfort and luxury. There are a total of nine USB ports and six 12-volt power outlets in the cabin.

Technologically, the Discovery is up there with the Range Rover. The massive 10-inch touchscreen is operated by the InControl infotainment system. It’s fast and intuitive, probably the best system on the market at the moment. It offers 3G Wi-Fi hotspot connectivity and nav. Land Rover is even kind enough to provide you with something called an Activity Key wristband as well. Think of it as a remote key incorporated into the waterproof wristband. This means you don’t have to wear the bulky keys and fill up your pockets or worry about soaking them up in water.

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THE NEW DISCO BORROWS MOST OF ITS STYLING CUES FROM THE LARGER RANGE ROVER AND NOW EVEN THE VELAR

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Engine and Performance The Discovery HSE comes with one engine option alone. It’s the well-known 3.0-liter Si6 petrol unit, and it really suits the character of the SUV. With 340 horsepower and 450 Nm of torque it’s more than plenty powerful for the light Disco. The sprint to 100 km/h is dealt with in 7.1 second and it will top out at 215 km/h. Let’s be real though, no one cares about that in a Land Rover. What we care about is off-road performance and terrain capabilities. Luckily, that’s where the Discovery really comes into its own.

The Terrain Response 2 system boasts computerized control over the sophisticated 4WD system, maximizing the already impressive off-road capabilities. The system offers five settings: Normal, Snow, Mud, Sand and Rock. Leaving it in Auto is ideal, as we found the computer always knows what to do and it never gets the mode wrong. It comes with downhill descent control and low-range gears as well. In its tallest setting, the Discovery boasts impressive 28cm of ground clearance and fording (wading) capabilities in water up to 90cm deep.

Conclusion If you want a full-size SUV capable of seating seven comfortably, you’d have to really hate Land Rover to avoid getting the new Discovery. It’s more capable than you can imagine, and because it’s lost a lot of weight now, it’s a lot more efficient as well. The updated interior makes it a great daily driver too. We’d highly recommend it to anyone.

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IF YOU WANT A FULL-SIZE SUV CAPABLE OF SEATING SEVEN COMFORTABLY, YOU’D HAVE TO REALLY HATE LAND ROVER TO AVOID GETTING THE NEW DISCOVERY

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WINNER 2018

BEST LUXURY MID-SIZE SUV

RANGE ROVER VELAR

R

ange Rover SUVs have a penchant of standing apart from the now crowded Utility Vehicles segment. Ironically the new Velar, whose name is derived from the Latin word ‘veil’, does anything but that. The Velar name was also introduced by the British carmaker for pre-production Range Rovers way back in 1969.

In theory, JLR has positioned its ‘most road focused SUV’ between the Evoque and Range Rover Sport. However, this stylized SUV is more of a cousin to the Jaguar F-Pace.

Design The Velar is almost the size of the Range Rover Sport, falling short of the fat man by a few inches in dimensions. At one look, the 5-seater crossover is outsize extravagance and smooth in style. This further helps hoist its station above the likes of Audi Q5 and the BMW X3.

Automakers often talk big about building a car that defines their brand. While most of these talks are just hollow PR speeches, the Velar actually lives up to the metaphor. Its design actually feels the best Range Rover can accomplish and any new model will need to live up to the benchmark set by Velar.

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L A ND R O VER Once you are through the Velar’s silhouette, it is a logical extension of Range Rover’s lineup, more rugged than the Evoque yet less than the Sport. This provides a fine blend to the exterior design.

Despite its bulky looks, the roof of the car is sleek with the same architecture as the F-Pace sitting beneath it. Considering the fact that the Velar is more luxury-focused than the F-Pace, which is more about performance, it is good to have plus size underpins.

As for the driveline, Range Rover has used the same as most of the Jaguars, making it a rear wheel drive that can push power to front wheels whenever required.

Interiors If the Velar’s looks are outlandish from the outside, wait until you step in! The top trims are loaded with 20-way electrically adjustable seats moving in every direction with lumbar adjustment and ready to heat, cool or massage you! Let us say that even after sitting for hours in a Velar, you will still feel as relaxed!

As for the entry level trim, there are just eight-way manual adjustment although the S and SE trims to get 10-way electrically adjustable movements for the seats with lumbar support, which again are more than comfortable.

The top trims come coated with soft leather, which is also found on the dashboard, doors and steering wheel. Quite surprisingly, there is also a bit of scuffed up plastic used in the bottom of doors, which is a downer.

As for storage, there is plenty of it with cup engraves of different sizes and shapes. The legroom may not be as much as other cars in the segment but it is more than adequate to provide comfort for both the front and rear passengers. What it lacks in legroom, it makes up in the boot space which is an impressive 558 litres!

Tech The most striking thing inside the Velar is the Touch Pro Duo infotainment system with two 10-inch touchscreens. This futuristic system with configurable displays helps to almost nullify the switch gear. The lower part of the center console is then turned into a screen in itself. The dual displays help you handle a multitude of options like phone, navigation, driving mode settings, climate control and more simultaneously.

The eyeball grabbing infotainment system isn’t the only wow thing inside the Velar. The cabin, on the whole, is stunning. Made from rich materials, the design of the cabin is admirable.

Engine and Performance 380 horsepower and 450Nm of torque from a supercharged 3.0-liter V-6. The Velar accelerates from 0-60 mph in just 5.3 seconds.

Strivers can choose a more-affordable Velar with the 2.0-liter, 247-horse four-cylinder also found in the Range Rover Evoque As expected, the only sound that makes its way into the cabin is the humming of the tyres, and that too depends on the quality of the roads. When off roading, the sport driving mode of the Velar enables you to manoeuvre the bulky SUV quite effortlessly. The 3.0-litre engine variant is loaded with power yet the car’s dynamic suspension and gripping tyres ensure a controlled and absorbing drive.

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ITS DESIGN ACTUALLY FEELS THE BEST RANGE ROVER CAN ACCOMPLISH AND ANY NEW MODEL WILL NEED TO LIVE UP TO THE BENCHMARK SET BY VELAR

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Like most of the Range Rovers, the Velar also falls short when it comes to razor sharp turns and slick handling. However, the British carmaker has paid attention to this by equipping the Velar with a light and precise steering wheel. This does improve the handling of the Velar but only when compared to other Rovers. It does provide plenty of grip though which makes it easy to drive quickly.

The Velar’s optional adaptive suspensions make it a pleasing drive nevertheless. The Comfort mode lives up to its name as one can manoeuvre bigger intrusions in city traffic with relative ease. The suspension’s Dynamic setting allows the Velar to retain its body mass and makes the ride pretty crisp.

Verdict There are several crossovers in the market that hang on the edge of SUV dimensions. The Velar, with a 0-100km acceleration in 5.7 seconds and a 250 kph top speed, is unique in terms of a complete package of performance potential and class-topping luxury. This is further exemplified with its sturdy exteriors and extravagant interiors.

A special mention to a ton of high tech features Intelligent Driveline Dynamics, Adaptive Dynamics damping technology and a host of traction technologies.

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THE EYEBALL GRABBING INFOTAINMENT SYSTEM ISN’T THE ONLY WOW THING INSIDE THE VELAR

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CALRE XU N ASME

WINNER 2018

BEST SPORT COUPE

LEXUS LC500

F

or nearly 20 years, the Lexus SC was the luxury automaker’s premier two-door coupe and convertible. Early on, it combined respectable performance with the ride comfort Lexus owners had come to expect. however by the end of its run in 2010, the SC 430 hardtop convertible was dated and usually unexciting compared to freshman European rivals.

Post an eight-year absence — throughout which period we have seen exalting results from Lexus’ LFA supercar and RC F coupe — Lexus is back within the midsize luxury coupe business with the 2018 LC 500. and in contrast to its most up-to-date SC forerunner, the LC 500 totally delivers as an exhilarating yet livable grand tourer.

Exterior The result of engineering and design teams working together, the LC500 is a pure example of form AND function. It’s aesthetically jaw-dropping, but everything you see on the exterior is completely functional. It’s not often that production cars end up looking like their concept counterparts, but in the case of the LC500, that’s completely the case. They changed a couple of things here and there to comply with laws and regulations, but it’s mostly a straight carryover from the concept vehicle we saw some time ago. Great marks for Lexus there.

Up front, the LC500 has Lexus written all over.

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L E XU S First, there’s that massive, signature Lexus grille, with a smart-looking 3D mesh design. The headlights are similar to those found in the GS and RX, with a swept-back styling, but they’re much more dramatic.

In fact, they’re even more aggressive than the ones on the original LF-LC concept, which happens once in a lifetime.

Below the headlights you’ll find vertical LED running lights, along with two small air vents which help with aerodynamics. The hood sits low and is slanted downwards slightly, boasting rather aggressive crest lines which hide the monster of an engine underneath.

Round back, it looks like a proper spaceship, complete with massive thrusters in the form of dual exhaust tips on each side of the bumper.

They’re actually fake and hide quad exhaust pipes underneath, but still look cool nonetheless. It isn’t as contemporary styled as the new Mercedes-AMG GT and Porsche’s 911, but it definitely turns a lot more heads. People catch a second or third glimpse simply because they have no idea what it is. In the flesh, it’s even more mesmerizing, because there’s nothing like it on the road today. A Lexus turning more heads than a Porsche 911, who would have thought?

Interior Climbing inside you’re greeted by lots of expensive, high-quality materials and immaculate fit and finish. The design is nowhere near as outlandish as the exterior, but it’s elegant and thoroughly modern.

You can’t find a single cheap plastic in it, not even on the gear lever.

As far as cabins go, this is a nice place to be in. Designed as the most luxurious mile-muncher, it does exactly what Lexus wanted it to. The optional carbon fiber roof is a great addition especially since no other model features it. The seats fit you snug and support you at all times, even if you’re on the larger side like i am.

Although it’s an amazing vehicle, it almost didn’t make it into production. Putting it into serial production was a challenge with all of the costs associated, but Akio Toyoda insisted on it and here we are, driving the actual product. We have to say, the finished car is two if not three times better than what the concept car offered and promised us. If the LFA were to have a spiritual successor, this would be it, despite the fact that they lie on opposite ends of the high-end premium car segment.

Engine and Performance First we got to drive the LC500h, which is actually considered the flagship model. As the name might suggest, it’s a hybrid, utilizing a 3.5-liter V6 along with a powerful electric motor and a powerful lithium-ion battery pack. It makes 354 horsepower and will hit 100 km/h in under 5 seconds. The hybrid version uses an innovative “dual transmission” setup. A four-speed automatic transmission located in the back allows the electric motor to operate more efficiently and power the car alone, without the internal combustion engine’s assistance. The stock CVT transmission attached to the V6 alternates between three fixed ratios, which when combined with the first three downstream gears from the conventional automatic give the rations from one to nine. The tenth gear is basically the final ratio from the auto and is the only time the hybrid portion of the drivetrain operates as a CVT. The weight distribution is amazing for a hybrid and it actually handled fairly decent. It didn’t have the boat-like feeling a lot of these large, luxurious coupes have. Not an LFA, but definitely going in the right direction.

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THE LC 500 TOTALLY DELIVERS AS AN EXHILARATING YET LIVABLE GRAND TOURER

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C OV ER STO RY CALRE XU N ASME

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IT’S FAST, POISED AND COMFORTABLE, BUT MOST OF ALL, EXTREMELY LUXURIOUS

Then i was given the keys to a ‘standard’ LC500. Instead of a hybrid powertrain, it utilizes a more traditional engine. In this case, the engine in question is a 5.0-liter V8 with 467 horsepower and 527 Nm of torque. It’s not a match for the latest twin-turbo monsters in comparable BMW and Mercedes, but boy does it feel fast when you step on the loud pedal. It’s naturally aspirated, so you get an instant shove in the back and a very loud roar from the exhausts. Power is sent to the rear wheels via a 10-speed auto, which is really smooth and quick. Though it’s fast and handled the twisties on the roads beautifully, it encourages you to drive in a relaxed manner. You simply waft along, pushing on at a seven tenths pace at best. And that’s where the LC500 likes to be. It’s fast, poised and comfortable, but most of all, extremely luxurious.

Verdict It’s not a super car, but it’s not a sports car either. What it is, is something in between. A perfect mix of both, with added sumptuous luxury as an extra. It’s brilliant, and i wouldn’t mind taking one back home.

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L E XU S

CAR REVIEW

LEXUS LS500h I

t’s nearly 30 years since the first Lexus LS arrived on the scene, giving a Japanese take on what a luxury automotive and, nearly as significantly, a premium customer experience ought to be. except for all its astonishing sophistication and fantastic build quality, the model has perpetually been a curious alternative to the established (German) names within the luxury motorcar market: the Audi A8, BMW 7 Series and, of course, the Mercedes S-Class.

Lexus is hoping that the fifth generation of the LS will build more of an impression in the sector - helped, no doubt, by the present backlash against diesel and therefore the ever-increasing probability of restrictions on driving around cities on anything but electrical power. It hasn’t pulled any punches in its efforts to land a correct blow on the same old suspects, either, with an all-new platform and a heavily revised hybrid system.

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L E XU S Design & Interiors Lexus cars have always identified to be radical particularly with that impressive spindle grille up front and use of body kit. The adaptative LED lights and also the lightning bolt-shaped headlamps look the part. the employment of aerodynamic bits show in the approach the mirrors are designed as well as the shape of the alloy wheels. The sloping roofline, appearance quite smart and doesn’t get to the passenger headroom either. The boot space is nice and may be ready to swallow 4-5 suitcases.

Cabin quality is extremely high and there are a lot of gizmos to fiddle with. auto parking, infotainment system complete with Apple CarPlay, power-driven seats with memory function and much more. What I particularly liked with the cabin is the ease of use. There wasn’t one button that felt out of place or I wasn’t positive of its function. Neat!

Like the remainder of the Lexus range, the LS’s interior is refreshfully totally different. rather than try and copy the Germans, there’s a particular vogue that you’ll either love or hate. What’s indisputable is that everything is superbly made from fine materials that each look and feel nice.

All models contain leather seats that get increasingly posher as you go up the vary and there’s the foreseeable alternative of wood or metal inlays depending on model. must you need to essentially stand out, top-spec Premier models have the choice of cut-glass trim items and hand-pleated cloth on the doors.

There’s just one length of the LS, however that’s no issue as leg space is generous within the rear. must you pick Premier trim, you’ll be able to electrically move the front passenger seat forward, recline the rear seat and extend a footrest. try this and you have got quite a meter of rear leg space. With significantly thorough massaging seats and a thumping stereo, it’s an inviting and opulent place to be.

Those up front ought to be pretty happy, too. There’s enough adjustment for everybody to get comfy, a clear head-up show on all models and configurable dials. The infotainment system is less impressive; the display could have been large, however the touchpad control will prove fiddly to control while driving.

Engine & Performance The new Lexus LS 500h features a 3.5-litre V6 engine coupled to a multi stage hybrid system which has two electric motors. The engine makes 356PS of power however a lot of significantly Lexus currently uses a lighter lithium-ion battery. On power alone, the Lexus LS 500h will attain a speed of 140kph. Since the new battery is lighter than before, the boot house too has grown marginally. Lexus uses an all-new 10-speed transmission for the LS 500h.

The transmission lives to shift to a better gear as soon as possible. I used the paddle shifters and accomplished that the car was in eighth gear at a laughably low 40kmph. Even on our short drive, it absolutely was apparent that the transmission is slow to downshift.

Lexus says that it was customer demand that the LS be equipped with a better ratio gearbox and therefore the 10-speed unit. Also, it’s more fuel efficient than the outgoing model. The start-up is incredibly silent and even throughout those town jaunts, the automotive remains ultra-refined. The switch to pure EV mode is also barely perceptible.

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LEXUS

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THE SLOPING ROOFLINE, APPEARANCE QUITE SMART AND DOESN’T GET TO THE PASSENGER HEADROOM EITHER

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CALRE XU N ASME

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THE NEW LS IS DEFINITELY A GIANT LEAP FORWARD FROM THE PREVIOUS MODEL

This Lexus are often optioned with a rear-wheel or all-wheel drive system. Lexus conjointly boasts Level two autonomy technology on the LS. radar cruise control and lane keep assist do a decent job of keeping the automotive in lane with very little to no intervention. Our only grievance is that it had difficulty registering a number of the a lot of faded white lines on our route.

Verdict The new LS is definitely a giant leap forward from the previous model. Its distinctive appearance, high-quality interior and high level of standard equipment all appeal, however it’s still off the pace in terms of refinement, ride and handling. Unless you actually ought to stand out, we’d follow one in every of the more obvious German rivals, significantly the Audi A8.

Even if you are taking into consideration the advantages of the hybrid powertrain, it’s worth remembering that the BMW seven Series iPerformance emits simply 49g/km of carbon dioxide if you follow rear-wheel drive. The BMW additionally has the advantage of having the ability to run on power alone for run over 32 km if you recharge it from the mains.

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C AR L E XNUAME S

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MAS E R AT I

CAR REVIEW

MASERATI LEVANTE T

he Levante brings the Maserati character to the world of enormous luxury SUVs. Its distinctive style helps it stand out in parking lots and on the road, and its engine plays the sound of a thoroughbred, that is acceptable considering a number of its roots come from Ferrari.

With Porsche, Bentley and so many different luxury brands already feeding off the advantages of big-selling SUVs, whereas Alfa Romeo and Lamborghini are getting down to breach the market and Aston Martin and Rolls-Royce aiming to be a part of them, Maserati has clearly judged that its sporting reputation isn’t possible to be worn here – and if it is, it’ll be a price worth paying.

The Levante is, of course, just one part of a process of wholesale growth and change at Maserati. whereas the Granturismo and Grancabrio are still for the most part hand-built at Maserati’s long-established headquarters in Modena, the present Quattroporte and Ghibli have, since 2013, been created at Bertone’s recent Grugliasco plant.

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Design The Levante’s body, chassis and suspension are made in aluminium, and the claimed kerb weight of 2205kg – a decent however not outstanding figure for a primary attempt at such a car.

The Levante’s long and low dimensions provides it a lot of sporting character than several taller, boxier rivals. Its long hood and sharply angular windscreen serve to intensify its length.

The Levante’s platform is shared with the Quattroporte and Ghibli saloons and is therefore more closely involving the one found beneath a Chrysler 300C than something presently utilized by jeep.

And there’s no shortage of refined suspension and drivetrain elements thrown in here.

A power liftgate, xenon headlamps, LED fog lamps and taillights, and chrome exterior trim are all customary across the range; a wide sunshine-roof is optional on the bottom model and standard on the Levante S. Interiors The Levante’s intensive customization choices embody everything from the colour of the brake calipers to the leathers and materials within. With an oversized entertainment display, the inside looks the half, too. That is, unless you acknowledge a number of the buttons and switches borrowed from more cost-effective vehicles.

Climbing in is very easy, like getting into a slightly taller sedan. The adjustable air suspension can lower the body nearly 2 inches, so there’s really no climbing required. The large doors open wide, and the generous entry helps avoid head contact with the door frames even in the rear.Its wide range of seat height adjustment means you can choose a commanding road view or tuck down below the window sills for more of a sport sedan feel. The steering wheel has a decent amount of rake and tilt adjustment, and it’s always easy to find the huge column-mounted paddle shifters.

Visibility is decent overall. The front view is unobstructed and the rear headrests are short so they don’t really impede the view rearward. The rear window is smaller than those in most other SUVs. The rear pillars are pretty chunky, but the optional surround-view cameras alleviate this issue.

Tech The large touchscreen infotainment layout is fairly easy to navigate, but it collects fingerprints that show up readily in the sun, and configuring the system isn’t very intuitive. The steering-wheel rocker switch controls require unusually heavy pressure, which is uncomfortable and cumbersome.

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MAS E R AT I

“

THE LEVANTE’S LONG AND LOW DIMENSIONS PROVIDES IT A LOT OF SPORTING CHARACTER THAN SEVERAL TALLER, BOXIER RIVALS

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Engine & Performance Under the hood of Levante is a twin-turbocharged 3.0-liter V-6 routing its 345 horsepower—or 424 horses in the S model—to all four wheels through an eight-speed automatic. The Levante S delivers a 0-to-100 kph time of 5.1 seconds, besting the Mercedes-AMG GLE43 and the Porsche Cayenne GTS. However, that 5.1-second result’s truly on the slow finish of the spectrum, and therefore the blown six feels rather breathless till its turbos kick in. however once they are doing, the Levante charges forward and—especially once in Sport mode—sounds the business, belting out a beautiful Italian aria at the highest of its lungs.

Driving the Levante is additionally not the most refined or civilized of experiences. the foremost memorable massive oil-burners present a deep, full amplitude of ambient noise, rising and falling in conjunction with the pedal.The Levante conveys this solely periodically, being unable to come up with a correct hum while not a visible undertone of clatter and rumble, and nor will it sufficiently deaden the sound of its engine on a highway so as to be called subdued.

Aside from some downmarket switchgear, the Levante lacks the inside and cargo area of its mainstream rivals. And as cool as the Ferrari link might sound, it means that the Levante’s fuel economy trails the class. however these are not the explanations you rummage around for an SUV with a borderline exotic pedigree. in this regard, the Levante’s aptitude and exclusivity separate it from the crowd.

Verdict An SUV has become vital for automotive manufacturers like Maserati, therefore the firm deserves credit for not low-balling its entry.

The Levante might have been a reworked Jeep Cherokee – a chance to send shivers down the spine of anyone with fondness for the firm’s 100-year history. Instead, it is in keeping with the brand’s recent output, being a better-looking, slightly odd-sized and luxurious.

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THE LEVANTE’S APTITUDE AND EXCLUSIVITY SEPARATE IT FROM THE CROWD

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CMAS AR ENRAME AT I

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WINNER 2018

BEST PREMIUM SPORT SEDAN COUPE

MASERATI GHIBLI

T

he Ghibli is to Maserati what the DB7 was to Aston Martin or the Elise to Lotus. This car should take automaker from a Stygian mire of minority interest to mainstream reputability.

Perhaps unusually for a company notable for its super sporting cars, Maserati’s best-selling model is presently this, the Ghibli, a four-door executive saloon that rivals the BMW 5 Series and Mercedes E-Class.

The Ghibli has actually been facelifted twice since it was introduced in 2013. Recently, there are updates to the engine and gear case, appreciable changes to the inside as well as improved sound insulation meant to make the Ghibli a a lot of relaxing place within which to pass the highway miles.

Design The Ghibli sits on an abbreviated version of the Quattroporte’s platform, shorter in the wheelbase by a considerable 173mm and by 290mm overall. For the two models, power comes from either 345bhp or 404bhp versions of an equivalent Ferrari-built 3.0-litre twin-turbo V6. Weight distribution is claimed to be 51 percent front/49 percent rear for the Diesel.

The suspension has identical layout as the Quattroporte, with double wishbones at the front and a multi-link backside.

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MAS E R AT I

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M A S ER AT I However, it has its own spring and damper rates and wider tracks. the standard suspension is entirely passive, though Maserati’s Skyhook adaptational dampers can be fitted.

Most noticeable changes are to the exterior styling. They’re subtle, yet effective. A new grille nicked from the stunning Alfieri concept , with fresh LED light units and tweaks to the bumpers.

Influencing the style is the availability of two new model lines – GranLusso and GranSport.

Interiors GranLusso models feature detailed luxury touches including a high-end Ermenegildo Zegna engineered silk upholstery, which is unique to Maserati.

Soft-close doors are included on all GranLusso models which are also equipped with comfort seating with 12-way power adjustment, a high-spec Bowers and Wilkins Stereo and 19-inch alloy wheels.

All Ghiblis are automatics, however the two pedals line up nicely with your right foot, whereas the view forwards is nice. Over the shoulder vision is less clear thanks to the Ghibli’s titled rear end, however parking sensors are standard and either a single rear, or multiple 360deg, camera is available as an option.

Two tall adults travelling in the front of a Ghibli are well looked after.

There’ll be no complaints about head, shoulder or leg room and its deep door pockets and generous cubby under the central armrest make good storage solutions.

Tech The new infotainment system is a marked improvement over the previous one. It’s responsive and logically laid out, whereas its BMW iDrive-style rotary controller and shortcut buttons make it fast to navigate on the move. That it also has the newest smartphone integration is another vast bonus.

Standard instrumentation includes dual-zone climate control and rain-sensing wipers, and two audio systems are available including a 15-speaker Bowers & Wilkins set-up. the standard system appeared robust, though, with decent usability, DAB, sd card for audio input and USB and aux-in connectivity.

The driver gets a generous amount of electronic steering wheel and seat adjustment to fiddle with as standard, so the majority of people will get comfortable.

Engine & Performance All Ghiblis come with an eight-speed paddle-shift ZF transmission, multi-link rear suspension and double wishbones up front, Maserati’s electronically controlled Skyhook dampers, a limited-slip differential, Brembo brakes and hydraulicly power-assisted steering. The V6 in the larger Quattroporte performs in an exceedingly spirited, swish and characterful fashion. in the Ghibli, it ought to prove a wise and rewardable option.

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MAS E R AT I

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MOST NOTICEABLE CHANGES ARE TO THE EXTERIOR STYLING. THEY’RE SUBTLE, YET EFFECTIVE

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The standard model is a twin-turbo 345bhp 3.0-litre V6 petrol variant and the top-level Ghibli S has been treated to a minor boost in power too, now producing 424bhp.

The GranSport is differentiated from the GranLusso with several distinct features. There’s more overtly sporty styling, GranSport badging, larger 21-inch alloy wheels, sports seating and sports steering wheel and red brake callipers. Powered by the higher-output twin-turbo petrol V6, the Ghibli GranSport S is a sports car in the traditional sense of the word.

Squeezing through tight roads can be a little hairy at times, but on a sweeping piece of tarmac with good visibility and the occasional tight switchback, it’s one of the better drives of the premium saloon market.

You can flick between normal and sport driving modes to liven up the throttle response and steering weight, and settings for the adaptive Skyhook dampers (standard on GranSport and optional on GranLusso).

The sportier damper modes cause the Ghibli to feel a little unsettled and jittery over bumpier surfaces. On a silky-smooth ribbon of road, they work a treat.

The exhaust howls even around town if left in Sport mode. All you need to do is find somewhere with plenty of scenery around you (go with a gorge or tunnel for the acoustic benefits and enjoy the soundtrack.

Verdict With its sports promise, grand tourer ability and flexibility in the city, the Ghibli is a premium sports sedan that will meet the needs of more discerning drivers.

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IT’S ONE OF THE BETTER DRIVES OF THE PREMIUM SALOON MARKET

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CMAS AR ENRAME AT I

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CAMA R ZD N AAME

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MAZ D A

WINNER 2018

BEST MID-SIZE CROSSOVER

MAZDA CX5

M

azda redesigned its CX-5 crossover SUV just last year.

Notable enhancements include a more well-off ride quality, a nicer cabin, and new safety and technology options. factoring in the CX-5’s historically taut steering and suspension, we expect the 2018 Mazda CX-5 is one of the most effective small SUVs on the market.

A quiet cabin and refined interior do not detract from the CX-5’s reputation as a driver’s vehicle either. The sole issue that diminishes the CX-5’s charm may be a lack of an engine upgrade. though performance is on par with the base engines on competing models, there is nothing more powerful obtainable. Rivals like the Chevrolet Equinox and Kia Sportage supply sturdy turbocharged engines if you are after something with a lot of oomph.

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MA ZD A Design The CX-5 is cosmetically unchanged and as beautiful as ever. The mid-level touring model now features standard 19-inch wheels in place of last year’s 17-inch set. The CX-5 does without appearance packages that feature blacked-out exterior trim and alternative gimmicks to feign sportiness. Instead, Mazda keeps it straightforward. Extra-cost exterior colours embrace Pearl White, Machine Grey Metallic, and a surprising new Soul Red. A power liftgate is offered on the touring trim and standard on the Grand touring. Mazda’s Advanced keyless Entry system for locking and unlocking the doors by touch is standard on each trims. massive 19-inch wheels are reserved for the Grand touring, as are LED daytime running lights, adaptive headlights that flip with the wheel, and heated exterior mirrors.

Interiors All controls are within the driver’s reach. The center display loses touchscreen ability while the car is moving (it’s controlled by an easy-to-use knob near the shifter) and doesn’t wash out in sunlight.

The driver armrests aren’t tall enough to rest your elbow and still grip the steering wheel.

The driver’s seat offers a lot of vertical adjustment, from low-slung (for a crossover) to bury-your-head-in-the-roof. The front of the seat bottom raises fairly high, offering plenty of support on long-distance drives. The steering wheel also offers a nice range of tilt-and-telescoping adjustment.

There’s not a single cheap-feeling trim piece in the CX-5 Grand Touring. All materials, from the leather upholstery to rarely used switchgear, feel expensive. The only disappointments are the malleable side bolsters that rub against the center console in turns.

Everything else is exceptional.

Tech The infotainment system is easy to use overall, though some virtual button iconography is hard to decipher. The nav system predicts inputs so users don’t have to enter the entire address. Destination entry is disabled while moving, but you can select “Home” or browse through recent destinations. There are two USB ports in the front and two in the back on the Grand Touring trim, both underneath that row’s central armrest. The plugs in front seem to pull less power than in rivals; it takes quite a while to recharge phones. Mazda doesn’t offer Apple CarPlay or Android Auto yet.

All of the latest advanced safety features are available. The lane departure warning system emits a unique low-pitched buzzing sound that really gets your attention. The blind-spot monitor is overly sensitive, even triggering while the CX-5 is passing vehicles several car lengths behind.

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MAZ D A

“

THE CX-5 IS COSMETICALLY UNCHANGED AND AS BEAUTIFUL AS EVER

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Engine & Performance The 2.5-liter inline-four has been revised with cylinder deactivation that should improve fuel efficiency by deactivating two cylinders at cruising speeds to preserve fuel. The engine still makes 187 HP, however torque has inflated by 1 to 186 lb-ft. The six-speed automatic is carried over unchanged, and therefore the CX-5 retains front- and all-wheel-drive formats.

The CX-5 has great throttle response once pulling away from stoplights or hustling around city, thus it feels faster than it truly is.

It’s at higher speeds, such as once making an attempt to pass or merging onto the highway, that the naturally aspirated inline-four feels underpowered. the lack of vigor is rarely worrisome, however having additional power would align higher with the CX-5’s other all-round attributes.

It can’t be said enough: The CX-5 rides like a more expensive vehicle.

Pavement imperfections are isolated, road noise is token, and the damping is neither stiff nor light. At the same time, the Mazda comes alive on curvy roads. The electrically power-assisted steering provides satisfying responses and effectively connects the driver and the front wheels. The all-wheel-drive CX-5 has standard G-Vectoring control. The system improves steering accuracy during cornering by subtly reducing engine torque.

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WE TEND TO JUST LIKE THE 2018 MAZDA CX-5 FOR ITS GLORIOUS BALANCE OF SPORTINESS, COMFORT AND UTILITY

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C AR MAZNDAME A

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Verdict But overall we tend to just like the 2018 Mazda CX-5 for its glorious balance of sportiness, comfort and utility. The exterior style is sleek and trendy, and whereas not excessively generous within, the CX-5 will supply a competitive quantity of space for passengers and cargo. The upmarket interior materials, together with a number of standard tech and convenience features, convey the sense of a vehicle that ought to cost quite a bit more than it does, it is a top pick for a crossover in 2018.

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N E X T- G E N . M A Z D A C X 5 2 0 1 8

INTRODUCING NEW DIMENSIONS OF DRIVING PLEASURE

All New Mazda CX5 | 2018: Pursuing a design of beauty and sophistication, Mazda’s human-centric approach in building cars with innovative technology blended with master craftsmanship has come alive to win awards, accolades and exceptional ratings. It’s no wonder that the New CX5 is winning the hearts and minds of millions all across the world!

MAZDA CX-5

|

TOP-3 FINALIST

www.mazda–qatar.com MADE IN JAPAN

Tel: 44435965, 44417859 Fleet Sales: 33871247

SHOWROOM OPEN 7 DAYS A WEEK Sat-Thu: 9 am – 9 pm | Fri: 4.30 pm - 8.30 pm

CA MCRL ANRAEN ME

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MC L AR E N

WINNER 2018

BEST SUPERCAR

MCLAREN 720S

T

he new McLaren 720S – a replacement for the 650S – is considered by many to be the most important automobile in its maker’s trendy history. In succeeding the 650S, it becomes the primary car to replace a model in McLaren’s line-up and it’s the first of 15 new-generation models promised by CEO mike Flewitt by 2022.

The McLaren 720S is the best demonstration yet of McLaren’s core principle of Peace through Superior firepower. With 710 HP, its twin-turbo 4.0-liter V-8 is 49 horses up on the Ferrari 488GTB, a car that’s seldom accused of sluggish road manners. At the same time, the McLaren’s power-to-weight-ratio advantage has been sharpened more with a good additional carbon-intensive design.

Design McLaren’s latest styling, though – half aerodynamic due diligence and half schoolboy fantasy – is remarkably and triumphantly totally different. Of course, this being McLaren, several of the changes are either the results of engineering modifications beneath or else supposed to service them, therefore the apparent disappearance of the side air intakes, made redundant by the new ducts within the doors that currently channel a cooling breeze into the 720S’s radiators. Then there’s that teardrop of a glasshouse, its spider-web-thin pillars indebted to ensuing generation of the Monocell carbonfibre tub.

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MC L A R EN Extending the tub to incorporate roof elements is arguably at the center of the 720S’s overhaul. currently aptly dubbed Monocage II, the new structure not solely delivers a predictably sturdy passenger cellbut also lessens the quantity of steel utilized in the car’s construction – reducing weight by 18kg and lowering the centre of gravity by 3 percent.

In the chassis, alongside the introduction of a lot of castor angle at the front and toe at the rear to reinforce high-speed stability, efforts to re-engineer both the suspension uprights and the double wishbones have meant shedding 16kg in unsprung mass.

The changes help to make the 720S the lightest Super Series car yet, with a dry weight of 1283kg. Brimmed with fluids, it was measured

by US at 1420kg. That’s 135kg lighter than the 488 GTB. Interiors The well-trimmed cabin is supremely practical, however it lacks much of the showbiz of flashier rivals. getting in and out is simpler with the 720S’s lower sills and wider-opening doors, that currently gain a high hinge due to the composite A-pillars. Visibility is sweet enough to justify McLaren’s frequent assertion that it was inspired by jet-fighter design. the skinny front pillars dramatically improve the forward field of view, and new glazed C-pillars just about eliminate the over-the-shoulder blind spots that have outlined mid-engined supercars since they first emerged from the primal ooze.

Switchgear has been simplified, with climate controls moved from the doors to the central touchscreen (which lacks the sensitivity and usefulness of additional mainstream systems). there is some supercar theater in the form of the power-tilting digital instrument display; it folds away and is replaced with minimal rev-counter and speed-readout information once the car is switched to track mode.

Tech The 720S gets new, all-digital dials on a fold-out display that’s a bit gimmicky and is arguably the 720S’s weakest point.

It combines with an infotainment system that’s light years ahead of McLaren’s recent IRIS system but is less intuitive than it should be – though it’s far better than a Ferrari or Lamborghini set-up – and therefore the ‘active’ panel on the dashboard remains way too sophisticated for its own good.

Then there’s tyre pressure warning beeps that don’t have a Track mode where you can just disable them (if the pressure is too low following a rest between stints), ESC that’s reluctant to turn off and even a nose lift that needs careful pre-planning. These types of ergonomics are the largest bugbear of the 720S. The car hooks up to Apple CarPlay and the like easily, and the driver-centred display is of satisfactory resolution. however typically the McLaren still tries to nanny you too much. There are times when you won’t be ready to switch the ESC out as a result of it’s not in the mood.

Still, there’s a clever track telemetry system which will show lap performance on the central display, or transfer it if you wish to analyse it better later.

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MC L AR E N

“

THE MCLAREN 720S IS THE BEST DEMONSTRATION YET OF MCLAREN’S CORE PRINCIPLE OF PEACE THROUGH SUPERIOR FIREPOWER

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Engine & Performance The 720S’s 10.4 seconds standing-quarter pace is way closer to that of a P1 (10.2 seconds) than that of its direct Ferrari rival, the 488 GTB (10.9 seconds).

With two passengers on board, a full tank of fuel and averaged over 2 directions, it additionally recorded a a pair of.9 seconds 0-100 kph and an equally staggering 5.6 seconds 0-160 kph showing.

Upshot? The 720S may offer that Ferrari a head start of virtually 3 seconds permitting the 488 to own hit 100 kph before the 720S had even moved and still beat the Italian to 275 kph and then go on to hit 300 kph within a standing kilometre, less than a second slower than a P1 would have, and additionally enable a little room for braking.

‘Fast’ hardly does the car justice. The McLaren’s stroked-out engine cylinders stay markedly oversquare in terms of style, and therefore the car’s power delivery sounds like that’s the case.

Verdict McLaren has never been short of engineering talent, however it’s struggled to deliver on the kind of intense emotional charm that supercar patrons search for. The 720S has made dramatic progress in this direction, being a far more involving and more exciting car than the 650S was—and a far better-looking one, too. It’s a technical tour de force, a lofty achievement of what we’re reaching to describe as McLaren-ness: the make-it-better, make-it-faster attribute that has guided the brand since its foundation over five decades ago.

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THE MCLAREN’S STROKED-OUT ENGINE CYLINDERS STAY MARKEDLY OVERSQUARE IN TERMS OF STYLE, AND THEREFORE THE CAR’S POWER DELIVERY SOUNDS LIKE THAT’S THE CASE

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CMC ARL AR N AME EN

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WINNER 2018

BEST LUXURY SEDAN

MERCEDES-BENZ S-CLASS

A

s the current generation Mercedes-Benz S-Class reaches the halfway point in its life cycle, it receives the customary refreshening to keep it competitive against newer rivals. Those embody the BMW 7 Series, Porsche Panamera and next year’s redesigned Audi A8. To its credit, the S-Class would have remained a top pick within the premium luxury sedan category without the delicate styling tweaks and extra features that is how good it already was.

A slightly more cost-effective S 450 model debuts this year. Its V6 is down on horsepower compared to the S 560’s larger V6, however otherwise it’s a similar exhaustive list of features. it is the best value here. The new driver aid features are not as well-executed as we might have expected, or as advanced as they may be depicted, thus we’re more inclined to pass on those choices. What you are left with may be a stately sedan with an impeccable interior and a sleek ride that keeps occupants blissfully isolated from the harsh outside world.

Quite merely, the 2018 Mercedes-Benz S-Class exceeds expectations.

Trims The 2018 Mercedes-Benz S-Class is available as a five-passenger sedan, four-passenger coupe and convertible (cabriolet).

The S450 is available as a sedan only while the S560, AMG S63 and AMG S65 are offered in all three body styles. The main difference among these trims is what’s under the hood.

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Design The 2018 S-Class incorporates a slightly updated look because of a restyling of the headlights, grille, and front and rear bumpers. Inside, there is an updated COMAND infotainment system, a standard wireless charging pad, and a new Energizing Comfort system that links various automobile features along to simultaneously pamper occupants. other changes include a new S 450 trim level, a new perform for the suspension that promotes body stability once cornering, and a number of new driver assistance systems.

Interiors Big, wide openings and soft-close doors make it easy to get in and out of the S-Class. You do have to shimmy a bit when parked in tight spots, but the doors are thin enough to keep it from being a problem.

Drivers of any shape and size will find their optimal position given the plentiful adjustments and range within them.

There’s no shortage of space in the S-Class no matter where you’re seated. Both front and rear seats have a wealth of room in every dimension to stretch out. The roof pillars obstruct outward visibility slightly, but not to a degree that is worrisome. The standard rearview camera makes backing into a spot easier, and the available surround-view camera takes away any remaining guesswork. Every interior surface is of the highest quality, whether it’s leather, metal, wood or plastic. All of these elements meet the expectations for a luxury sedan as expensive as the S-Class.

The moderately sized bins and cupholders are sufficient to hold all of your personal effects. The optional Executive Rear Seat Plus package delivers the same kind of storage for your backseat passengers.

Tech There are no light bulbs in here, maybe, or anywhere else on the car.

The cabin has some 300 LEDs in it, the cleverest of which run around the fascia’s primary options as strips of coloured ambient light. They glow in a selection of six colours and make the car even more special to drive in the dark than it’s during the day.

The S600 Maybach, that uses a similar engine as the S65, comes with its own instrumentation list. On the outside there’s an adaptive led headlamp system, laminated glass, sliding panoramic roof, with automatic colouring, active park assist, parking sensors and 360-degree camera, run-flat tyres, washer jets engineered into the wipers and adjustive body system fitted as commonplace. whereas within, all manners of luxury unfurls itself, with climatised front and rear seats, electrically adjustable seating, quad-zone climate control, heated arm rests, Nappa leather upholstery and a wealth of infotainment. This includes Mercedes’ Comand system, rear telephone, rear TV screens, TV tuner, and a Burmester surround audio system.

Engine & Performance Starting things off is the S450 sedan. It’s powered by a turbocharged 3.0-liter V6 engine (362 horsepower, 369 pound-feet of torque) that sends power to the rear wheels through a nine-speed automatic transmission. Mercedes’ 4Matic all-wheel-drive system is available as an option.

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M ERCEDES-BEN Z

“

, THE S-CLASS WOULD HAVE REMAINED A TOP PICK WITHIN THE PREMIUM LUXURY SEDAN CATEGORY WITHOUT THE DELICATE STYLING TWEAKS AND EXTRA FEATURES. THAT IS HOW GOOD IT ALREADY WAS

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The S560 has a turbocharged 4.0-liter V8 engine (463 hp, 516 lb-ft) but is otherwise equipped similarly. The all-wheel-drive system is standard on the S560 coupe but not available on the convertible.

Steering is effortlessly light at parking lot speeds and builds as speed increases. On the highway, maintaining a straight cruising line requires very little effort on the part of the driver. There’s very little feedback, but it’s not missed in a big luxury sedan like this.

You feel all of the weight of the S-Class when cornering, but it goes around turns with little drama. It doesn’t encourage aggressive driving, but there is an underlying confidence that it is capable of swerving around obstacles without losing control.

The S 450 is very easy to drive, requiring little effort from the driver.

The sheer size of the car is a hindrance in very tight spaces.

Verdict Whether or not you’re ever in person likely to give up the driver’s seat, you can’t deny that this car does what it’s meant to do fantastically, it’s functionally exceptional, and that’s the irreducible definition of a five-star car in our book.

And like numerous of its predecessors, the S-Class is not solely a luxury saloon however also a pioneer, bringing ground-breaking technology to the fore, however the emergence of the new Audi A8 and the announcement of its autonomous technology being readied sooner than Mercedes planned to launch its own might throw a wrench within the works.

But for the time being, the mantra remains, wherever the Mercedes-Benz S-Class leads, the remainder of the car-making world follows. And on this proof, it’ll still do so for some time.

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THIS CAR DOES WHAT IT’S MEANT TO DO FANTASTICALLY. IT’S FUNCTIONALLY EXCEPTIONAL, AND THAT’S THE IRREDUCIBLE DEFINITION OF A FIVE-STAR CAR IN OUR BOOK

”

M ERCEDES-BEN C AR N AME Z

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MCA ITSU R NBAISH ME I

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MI C AR TS UNBI AME SHI

WINNER 2018

BEST CROSSOVER

MITSUBISHI ECLIPSE CROSS

F

ans of Japanese performance cars will probably be frustrated to find out that the 2018 Mitsubishi Eclipse Cross is not, in fact, a rebirth of the brand’s well-known Eclipse coupe from the 1990s.

Instead it is a new pint-sized crossover SUV that joins the Outlander and Outlander Sport in Mitsubishi’s stable of SUVs. however this new model’s turbocharged power and distinctive styling are two smart reasons to drag the Eclipse name out of retirement.

The 2018 Eclipse Cross has clean interior style, that may be a massive improvement over a number of Mitsubishi’s recent offerings. we tend to additionally just like the Eclipse Cross’ zippy acceleration and lots of standard technology and safety options.

Its ride quality may be a little uncomfortable, and its handling is not sporty, as you would possibly expect. Also, Mitsubishi has priced it in such a way that the costlier trim levels ar almost like what you would possibly obtain more versatile and polished crossovers equivalent to the Honda CR-V and also the Mazda CX-5. Overall, though, there is enough good that the Eclipse Cross may make you wish to jump at the possibility to own a Mitsubishi.

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Design Based on a platform changed and updated from that of the larger Outlander SUV, the Eclipse Cross is slightly longer and taller than a Nisan Qashqai. Its style takes cues from the XR PHEV II concept of 2015. That Geneva show car’s grille was even larger, tailgate styling even additional angular and surfacing even more dramatic than this production model’s.

Interiors The car’s interior is practical for the most half, with the bulk of controls reasonably placed.

Interior area could be a mixed bag. the driver and front passenger won’t have much to complain about, however those in the back seats can notice head area to be significantly tight, a minimum of partially a product of getting that broad sunshine-roof fitted.

Even adults of average height can notice they have to slouch so as to avoid having their heads brushing the roof-lining, higher news is that rear leg and knee area is ample, albeit the person sitting in the seat ahead of you is especially tall. The rear bench has a ‘slide and recline’ function to free up a further 200mm of leg area.

Tech The 7.0 inch touchscreen system (or ‘Smartphone Link display Audio’, as Mitsubishi would have it) that sits atop the dashboard looks the part and fits in well with the styling of the interior around it, however to use it’s slow, graphically poor and fiddly to navigate.

There’s a replacement trackpad controller on the centre console aft of the gearshift, however it’s over-sensitive and unintuitive, and you’ll seemingly notice you ignore it in favour of operating the functions via the touchscreen itself. features are a bit sparse too. Even this top-spec first Edition model doesn’t get satellite navigation – a notable omission. Still, it will get Android Auto and Apple CarPlay as standard, which goes some way to making up for this.

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MI C AR TS UNBI AME SHI

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ECLIPSE CROSS IS PROPERLY REFINED GIVEN ITS DIMENSIONS AND WHAT IT COSTS

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IT’S VERY MUCH ITS OWN CAR IN TERMS OF STYLE

Engine & Performance A turbocharged 1.5-liter four-cylinder engine (152 HP, 250 Nm of torque) that is connected to a continuously variable automatic transmission (CVT). All-wheel drive is standard on virtually the base es trim, that is front-wheel-drive.

It’s a lively powerplant, and whereas the last 500 rpm climb to the 6000 rpm redline is best left unexplored, there’s good satisfaction to be had from holding on until that time. We’re guaranteed to point out, though, that the ratios of the six-speed gearbox – swapped by a lever that feels slightly long of throw however adequately precise – are barely long, thus progress through this engine’s mid-range will at times feel needlessly lacklustre.

At a cruise, when the engine sounds so laudably distant and there’s a discreet waft to the character of the suspension’s travel, the Eclipse Cross is properly refined given its dimensions and what it costs.

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MI C AR TS UNBI AME SHI

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Verdict The Eclipse Cross hits some notable highs. it’s very much its own car in terms of style. There’s additionally its petrol powertrain, that demonstrates a likeable mix of frugalness and firepower, helpful enhancements are to be found inside the cabin – material quality, especially, is better than we’re used to seeing from the brand.

It could also serve as an excellent second car for a larger family, to do the grunt work of school runs or grocery shopping trips. And with the AWD option fitted, the potential to be a solid getaway car for the weekend adventurer

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THE ALL NEW MITSUBISHI

A New Breed of Crossover

Showroom: Salwa Road 4422 7555

www.mitsubishiqatar.com

qac@nbks.com

Mitsubishi Qatar

N ISSA N

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N I SS AN

WINNER 2018

BEST VALUE MID-SIZE SUV

NISSAN PATHFINDER

V

ersatile, spacious and even somewhat rugged, the 2018 Nissan Pathfinder checks many boxes for shoppers searching for a three-row crossover SUV. It’s got an aesthetic, upmarket interior and a V6 engine with lots of power for towing. The Pathfinder strikes a superb balance of quality and utility.

After some substantial upgrades in 2017 — among them, new engine technology for additional power, fortified suspension and steering, and enlarged towing capability — the Pathfinder carries into 2018 with only some changes. one amongst them is noteworthy, however: the automatic emergency braking safety feature, previously obtainable solely on higher trims, joins the bottom model’s standard equipment.

None of this detracts from the Pathfinder overall, though. It elevates the standard family SUV to something slightly below luxury, however more upmarket than utilitarian. it is a happy middle ground, secured by some real capability, that makes it worth a look for anyone considering a three-row crossover.

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N ISSA N Design The seven-passenger 2018 Nissan Pathfinder is offered in four main trim levels: S, SV, SL and Platinum. Last year, Nissan gently resculpted the front and rear bumpers to feature a more butch look to the Pathfinder—whose personality had skewed anything but over the past few years. The squared off edges seem slightly additional masculine, rather than a swept-back look that the last generation had. The front and rear bumpers are more squared off, adding to the result. a brand new chrome grille adds to the looks, bringing the Pathfinder in line with the remainder of the Nissan portfolio.

The small changes have sort of worked with the crossover’s long hood, raked windscreen, and rear windows, that are adapted from passenger cars. Alone, the Pathfinder manages to seem fairly put together, however compared against others in its category, the design falls down.

Interiors You can’t tell from the outside, but there’s a surprising amount of room inside the Pathfinder. The rather sleek SUV shape offers nearly the space of a boxy minivan. There’s plenty of head- and legroom and shoulder room for first- and second-row passengers. With so many headrests and pillars to peer around, it’s a good thing parking sensors and a rearview camera come standard. The top-down, 360-degree parking camera system on the upper trim levels is useful and worth getting.

Exceptionally large doors and convenient seat height make getting in and out a breeze. A clever sliding and folding second row affords good access to the third row, even with a child’s car seat in place.

With so many headrests and pillars to peer around, it’s a good thing parking sensors and a rearview camera come standard. The top-down, 360-degree parking camera system on the upper trim levels is useful and worth getting.

Among other things, the Pathfinder’s SL and higher trim levels come with leather upholstery, which raises the perceived quality. In a test Pathfinder, we found tight panel gaps, solid buttons and knobs, and blemish-free paint. It rates as well as some competitors and better than several others.

Tech There’s also a brand new Rear Door Alert, meant to inform the driver that may still be gift once he exits the car. It works by registering whether or not the door was opened before a visit however not reopened at the tip of that trip or ignition cycle. it is a cracking feature that proves its value with only one use, and it comes normal on all Pathfinders.

The Pathfinder also offers one amongst the sharpest infotainment interfaces around. The 8-inch touchscreen looks nice and is supplemented by an intuitive dial-and-button controller (although its vertical location on the center stack makes less sense than down on the center console close to the shifter like many rival systems). On the downside, the Pathfinder offers comparatively compact cargo capacity and utility compared to others.

Other different enhancements include a rear-seat reminder system, extra USB charging ports, and distended handiness of the Pathfinder’s time of day Edition look package and Adaptative control system.

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N I SS AN

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IT ELEVATES THE STANDARD FAMILY SUV TO SOMETHING SLIGHTLY BELOW LUXURY

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Engine & Performance The Nissan Pathfinder is equipped with an aging V-6 and continuously variable automatic transmission (CVT) that works hardest to keep the powertrain in its sweet spot.

The engine has been upgraded over the years and currently produces 284 HP, that is worth some extent some extent above average. in contrast to previous years, the Nissan Pathfinder is geared more toward snug cruising instead of off-road bruising. The V-6 engine planted in the front is the only option—a slow-selling hybrid was out there in previous years—that makes 284 HP. It’s a reasonably unrefined mill, however one that’s made its way around Nissan products for many years and has been tamed.

That V-6 is mated to a CVT that’s designed for efficiency. It helps the Pathfinder realize more than 20 mpg combined, however not much else.

Its wide spread will be a boon for long-distance cruisers, however a scourge for performance seekers.

Verdict The base Pathfinder trim comes moderately well-equipped. however we’d advocate the SL trim for its power passenger seat, leather upholstery, heated front and second-row seats, blind-spot monitoring and a power liftgate. All are nice options definitely worth the further investment. the additional options exclusive to the platinum trim are nice however somewhat superficial.

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THE PATHFINDER ALSO OFFERS ONE AMONGST THE SHARPEST INFOTAINMENT INTERFACES AROUND

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C AR N I SS N AN AME

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WINNER 2018

BEST PICK-UP

NISSAN PATROL PICK-UP

T

he Nissan Patrol has been an off-road icon since its conception in Japan in 1951. it has developed a name as a rough and ready off-road vehicle that uses dependable mechanics and its four-wheel-drive system to conquer terrain.

The Patrol plate has been going for 60 years and also the new Patrol Pick-up builds on this heritage. It’s an authentic 4x4 that represents Nissan’s commitment to the massive pick-up.

According to Nissan, “The new Patrol Pick-up is an exciting addition to the Nissan LCV stable. With its new, powerful common rail ICE, it’s loaded with the unconquerable perspective which supplies it legendary standing within the massive bakkie section.

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N ISSA N

Engine & Performance It’s a constant all-wheel drive with Auto, Low and High range 4WD selectable from a dial on the centre console. The rear diff’ is an effective helical locking unit for additional grip.

An unusual suspension is used that features hydraulic cylinders for springing and damping instead of coils and conventional shockies.

The hydraulic suspension also handles stabiliser control to keep Patrol on a relatively even keel when cornering. It’s supple and insulates passengers from anything the vehicle is being driven over.

A touch too soft perhaps but super comfy.

Power comes from a 5.6-litre, petrol V8 engine with 298kW and 560Nm output. It’s a sweet revving unit that gives the big Patrol an almost indecent amount of performance. I drove Patrol straight after the Lexus LX570 and the similarity between the two is striking.

The Nissan Patrol drives all wheels through a slick shifting seven speed auto that helps achieve a claimed 14.4-litres/100km. I saw a best of 15.2.

There’s 140 litres in the tank which gives a reasonable touring range.

Tow something and watch fuel consumption nearly double.

Built on a ladder chassis, Patrol is a dab hand off road where it’s virtually unstoppable. I took it to into what I thought was some fairly rough stuff and it rolled through with consummate ease.

Pretty darn good is all I can say.

You are conscious of Patrol’s size, weight, soft suspension and light steering on the road but drive it accordingly and you’ll enjoy the comfort and impressive engine performance.

Towing The 4x4 system helps the Patrol tow a claimed 2500kg that puts it among the simplest in its category. The 4x4 system may be a part-time setup and also the driver has the selection between three manually-activated drive modes looking on the conditions. A rear differential lock comes as standard as will a low vary setting with manual hub locks and a manual override system for the case.

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N I SS AN

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AN UNUSUAL SUSPENSION IS USED THAT FEATURES HYDRAULIC CYLINDERS FOR SPRINGING AND DAMPING INSTEAD OF COILS AND CONVENTIONAL SHOCKIES

”

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THERE ARE VARIETY OF UPGRADES WITHIN, TO ENHANCE COMFORT AND CONVENIENCE

There are also wider tyres for improved grip, as well as a widened rear track that higher aligns the front and rear wheels for improved stability and control cross-country driving conditions. The rear spring suspension style includes a longer stroke on the springs aimed toward up ride quality and luxury.

There are variety of upgrades within, to enhance comfort and convenience. there’s currently air conditioning, power steering, a tilt-adjustable steering wheel, electric windows and intermittent windshield wipers. Safety equipment includes two airbags, three-point safety belts and ABS with the aired front disc brakes.

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Safety It has a generous amount of advanced driver assist technology including radar cruise control, blind spot warning with intervention autonomous emergency braking and lane departure warning with prevent function to name just a bit.

Couple that with the vehicle’s sheer weight and size and you have a human protection capsule right there.

The Patrol Pick-up is available with a variety of accessories including spot lights, cattle rails, replacement bumper, winch, snorkels and system beside several others, permitting owners to customize their Patrol Pick-up to suit their necessities.

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THE NEW NISSAN X-TRAIL 2018.

NOTHING CAN HOLD YOU BACK.

/nissanqatar

@nissanqa

/Nissanqa

SALEH AL HAMAD AL MANA CO. (Exclusive Agent) Main Showroom, Salwa Tel: 4428 3333 - Al Sadd Showroom Tel: 4444 1335 - Bin Omran Showroom Tel: 4488 8618 Barwa Showroom Tel: 4497 4999 Showroom Timings: 8:00am to 9:00pm (Sat-Thu); 4:00pm to 9:00pm (Fri).

For corporate and fleet sales please contact: fleetsales@shalmana.com

CA R ERN A NU A LT ME

CAR REVIEW

RENAULT KOLEOS B

uying a Renault SUV has never looked so tempting. The Captur is presently the most popular car of its kind in Europe, and its bigger brother, the Kadjar, has won fans because of its low running prices and powerful four-year warranty.

If you’re in want of extra space in your SUV but, then traditionally you’ve had to seem towards different brands similar to Kia with its seven-seat Sorento, Hyundai with its ever-popular Santa Fe and Skoda with its imposingly spacious Kodiaq. Well, until now that is, because Renault has joined the fray with its all-new Koleos.

For the record, the first-generation model was launched in 2007 as Renault limply embraced an early flush of enthusiasm for crossovers. the reason you would possibly not recall it is as a result of, despite sharing its platform with the supersonically popular Nissan Qashqai, the Koleos wasn’t the foremost visually appealing crossover the world has ever seen, and did not really do much to reward closer review.

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CRAR E N AU N AME LT

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R E N A U LT The previous Koleos was a tall hatchback yet the new one, alike only in name, is at the top end of the mid-sized SUV class and is meant to move up a soft-roader line-up that already features the supermini-sized Captur and Qashqai-related Kadjar. it was suggested that Renault may call the new model the Maxthon, however instead it’s second time round for the Koleos badge.

Name aside, the product makes total sense. The manufacturer urgently needs something to fill the void left by an absent D-segment saloon and to make amends for the steady shrinking of the MPV class’s quality.

Design Taking styling cues from the Mégane, the Koleos incorporates a more dominating stance than the smaller Kadjar, and because of its Nissan X-Trail underpinnings, this is often an SUV that may actually go off-road due to optional four-wheeled drive, in contrast to rivals like the front-wheel drive only Peugeot 5008.

Somewhat amazingly but, the supposed family-orientated Koleos doesn’t escort the option of seven seats.

Interiors There are not any problems with the quality of the Koleos’ interior. the bulk of plastics are nicely textured and feel squidgy, whereas all versions get plush leather on the wheel and gearlever, and leather-effect grab handles on the centre console. There’s some faux timber with LED ambient lighting, though this will look a small amount tacky.

Most shapes and sizes ought to be able to tune a decent driving position though, with a steering wheel that gives generous rake and reach movement, and a driver’s seat with many support. On top-level Signature Nav models this can be electrically adjustable, as well as the lumbar support.

Visibility looking straight ahead is fine, however the thick screen pillars will obscure your vision at junctions. The fat rear pillars and tiny rear-quarter windows also make it difficult to ascertain clearly back over your shoulders; fortunately, all versions come with a plethora of gadgets to mitigate this, as well as front and rear parking sensors, a rear-view camera and blind spot monitoring.

In front of you sits a configurable digital instrument panel that’s standard on all models. while you can change what it displays, it can’t show as much information and isn’t enticing as Volkswagen’s Active data display. For the most part, the rest of the dashboard is well conceived: most switches fall simply at hand, however the climate control functions operated through the infotainment screen will prove an unnecessary faff.

Tech Dynamique S Nav models come with a 7.0in touchscreen, with a bigger, tablet-style 8.7in screen on the top Signature Nav trims. this can be okay to use, however you’ll find those systems in a Sorento, Santa Fe and Kodiaq rather more fathomable: a number of its options aren’t that simple to seek out among the multitude of menus, and it is a touch ponderous to method commands sometimes.

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CRAR E N AU N AME LT

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THIS IS OFTEN AN SUV THAT MAY ACTUALLY GO OFF-ROAD DUE TO OPTIONAL FOUR-WHEELED DRIVE

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Whichever screen size you’ve got it’ll be kitted out. each version gets Tom Tom live-traffic sat-nav, a DAB radio and Bluetooth, in addition as Apple CarPlay and Android Auto smartphone mirroring - this helps you to operate selected apps from your phone via the main screen.

An upgraded 13-speaker Satyendra N. Bose audio system is out there on the highest Signature Nav trim. we found the sound a touch flat and one-dimensional though, therefore wouldn’t hassle spending the additional money.

Engine & Performance Two engines are available: Renault’s 1.6-litre DCI 130 and a more powerful 2.0-litre DCI 175. With 128bhp, you’d be forgiven for thinking that the smaller diesel would feel rather underpowered in a giant SUV. Actually, with lots of low-end peppiness, it manages to be comparatively breezy around city, with with regards to enough in reserve for main road excursions. whereas you’ll place the nose of the Koleos exactly, there’s more body lean that you’d get in rivals. this will make the car feel cumbersome, particularly if you have got to alter direction quickly.

The light steering makes for easy manoeuvrability around city and firms up nicely on the highway therefore you’ll keep it centred simply during a lane. However, for a small amount of additional confidence on a twisting B-road, some more feedback through the wheel rim, along with a lot of progressive weight build-up, would be welcome.

Most displeasing is the gearbox’s hesitancy off the road. It makes pulling out of junctions an exasperating experience, because it ever so slowly winds itself into action. Hopefully, the quality six-speed manual ‘box will sharpen it up however.

When you accelerate, there’s a perceptible quantity of buzzing through the pedals and wheel, whereas on the main road road noise is pronounced, combined with a flutter of wind noise from those giant door mirrors.

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IT’S BOTH WELL SIZED AND FAIRLY WELL PRICED

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R E N A U LT

If you wish four-wheel drive, then you’ll have no choice but to buy the larger engine: it comes by default, whereas the 1.6 is front-wheel drive only. With a reasonable quantity of ground clearance and a locking differential, it should see you across rougher stuff better than some a lot of road-biased rivals.

Verdict The Renault Koleos seems like a decent car that ought to have been better executed. It’s both well sized and fairly well priced, however many vital constituent elements of it merely aren’t up to snuff. Being giant, SUV-shaped, fairly nice to look at and not unreasonably priced still makes the Koleos a bright idea, in fact – just not nearly the best around.

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New

Renault KOLEOS Whatever Your Quest

2.5L with Remote Engine Start 8.7” Tablet Navigation System Easy Park Assist – Automatic Parking System

SALEH AL HAMAD AL MANA CO. (Exclusive Agent) Renault Store, Barwa Commercial Avenue: Industrial Area Road, After Ansar Gallery.

Tel: 44974900. Showroom Timings: 8:00 am to 8:00 pm (Sat-Thu); 4.00 pm to 8:00 pm(Fri) Renault Store, Al Waab, Salwa Road: between Wholesale Market Intersection and Aziz Petrol Station.

Tel: 44214560. Showroom Timings: 8:00 am to 9:00 pm (Sat-Thu); 4:00 pm to 9:00 pm (Fri) Join us on

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Features mentioned are for higher variants.

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RO L LS - R OYC E

WINNER 2018

BEST SUPER LUXURY CAR

ROLLS-ROYCE PHANTOM

H

ave you ever wondered what makes a car luxurious and truly outstanding? Plush materials and superb build quality spring immediately to mind, but I reckon it’s a bit more than that.

Mercedes’ S-Class and BMW’s 7-Series are luxurious limousines in their own right, but they can never truly gain ‘exotic’ status.

Even in AMG and M trim, they’re still cars produced by mainstream manufacturers. The real step up between a luxurious car and something truly breathtaking happens just above that. Rolls-Royce is the prefect, if not only example of this. A Rolls-Royce badge can only be seen on exquisite and truly unique vehicles.

You’ll never encounter it on something like a small city car or a mid-size sedan. And for good reason. Rolls made a name out of creating expensive and ultra-luxurious limousines for the chosen few.

It’s a brand that sits a cut above your regular Mercs and Audis, and represents the best of the best. The Phantom, Rolls’ most popular model, has been with us since 1925. Although it’s gone through seven different iterations and generations to date, the newest eight-gen promises to completely reinvent the way we look at luxury vehicles as a whole.

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To find out if the big Roller can deliver, we visited Vitznau, Switzerland, where we were handed over the keys of a brand-new 2018 Phantom. The amazing scenery of Lake Lucerne blew us away as soon as we arrived, and that was before we even saw the car.

Genuine Elegance in MotionI think that a Phantom can never look bad or ugly. Every color seems to suit it, even the more outlandish ones. However, when presented with a two-tone Premier Silver and Gunmetal example, you simply exclude all other options from the table and just lust after this combination. The more Rolls changes the Phantom, the more it stays the same it seems. And I mean that in the best way possible. The Phantom is the epitome of effortless design and style. It never looks like it’s trying too hard, like it’s trying to be something it’s not. It looks expensive and utterly gorgeous from every angle. It won’t wow you with aggressive styling or flared arches, but rather take your breath away and amaze you with incredible attention to detail.

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THE PHANTOM IS THE EPITOME OF EFFORTLESS DESIGN AND STYLE Even sitting still, it looks like it’s in motion. At 100 km/h or 200 km/h, it never seems to be putting up a whole lot of effort.

It’s as effortless as a car can get, and I haven’t encountered another vehicle which can offer you the same.

Yes, I can include Bentley in that, since the Roller isn’t trying to be sporty in the slightest bit. Sumptuous Comfort and LuxuryThe cabin is yet another example of luxury redefined.

Although it isn’t completely altered or changed, Rolls-Royce has somehow managed to bring it even closer to perfection (if that was even possible).

For starters, there’s something Rolls likes to call the ‘Embrace’.

It’s effectively a nameplate for the Phantom’s sumptuous and uber-luxurious cabin environment, specifically made to please the occupants inside. We’re talking custom top-shelf materials and second-to-none fit and finish. Honestly, the Phantoms feels so overbuilt you could probably complete half a dozen ordinary cars in the time it takes to make just one Roller.

Rolls-Royce was also eager to introduce “The Gallery”. It’s a new reinterpretation of how the dashboard and the instrument panel should look. All of the elements in “The Gallery” are enclosed in toughened glass which extends across the full width of the dash. No words can explain how the Phantom makes you feel. It cocoons you and completely isolates you from the outside. There’s no wind or road noise inside the cabin, it’s truly remarkable. An S-Class has nothing on the new Phantom in terms of luxury.

Effortless Performance Although no Rolls-Royce is or should be sporty, some level of performance is always to be expected. To increase efficiency as well as drivability, Rolls has ditched the old naturallyaspirated V12 in favor of a brand-new twin-turbo unit, though it still retains the same displacement and cylinder configuration.

The power figures are as follows: 571 horsepower and 900 NM of torque at just 1,700 rpm. On the road, that big V12 completely dictates the way the Phantom propels itself forward.

It’s so quiet you’re not aware it’s running most of the time.

The fact that it’s as smooth as butter has something to do with how refined it feels too. Put your foot down though and you’ll be surprised by the amount of poke it has.The sprint to 100 km/h takes 5.3 seconds and flat out it will do 250 km/h (electronically limited).

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AND UBER-LUXURIOUS “CABINSUMPTUOUS ENVIRONMENT ” The power delivery is linear and progressive though. It feels fast in an effortless sort of way. You see the speedometer climbing but you don’t feel scared. More than anything you’re fascinated that it can pick up speed so quickly.

Rolls-Royce is proud of their new self-leveling air suspension system, and they have every right to be so. It would be a cliché to say that it rides like it’s on a cushion of air, but you having to be in it to really feel it and understand it. It’s unlike anything else I’ve ever been in. It doesn’t just absorb the bumps and road imperfections, but completely irons them out. Nothing phases it, and I do mean absolutely nothing.

You can go over a pothole the size of the wheel and you would barely notice it. I’m exaggerating a bit here of course, but you get what I’m trying to say.

This is a car that doesn’t have to be driven to be enjoyed. In fact, it’s much better as a limo you’re chauffeured in rather than a driving experience. You get to sample the superb materials and the incredible attention to detail a lot more. A truly jaw-dropping car in every regard.

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TOYOTA

WINNER 2018

BEST VALUE SEDAN

TOYOTA CAMRY

T

he Toyota Camry is a luxury sedan sold since 1982. Initially sold as a compact car, the current models are available in hybrid and regular powertrains. One of the most important models for the Japanese carmaker, the Camry is massively popular and now can deny that.

The Camry mainly appeals to buyers looking for spacious interiors equipped with the latest technology and comfort. The car’s exterior design features an authoritative and captivating style – a muscular shape with just the right amount of curves. Over the years, the luxury sedan has stood apart from the crowd mainly because of its unique front grille. Just looking at the sports mesh insert from a distance, one can make out it’s a Camry! Also, the new models of the Camry feature dual chrome-tipped exhausts, providing and edgier design and optimized performance. All the recent models are equipped with LED headlights and tail lamps that tend to brighten your drive.

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Interiors The Camry’s hallmark has always been its plush interiors as the car’s is furnished with pleasing textures. The highlight is its amazing leg space that gives the passengers a wide-sensation from within.

Moreover, the rear seat is well-known to provide a sofa like comfort to the passengers. Select models are also lavished with wooden veneer panels and exquisite leather. The new models also come with an 8-way power adjustable heated driver seat, two- or three-zone climate control, audio controls in the rear armrest and steering wheel mounted of course, electric rear sun shade, ventilated front seats, smart key system and powered steering adjust. What adds to the feel of luxury to Camry is the highly sound proof interiors. One may not notice consciously but there’s insignificant outside noise entering the cabin. This can be mainly attributed to the suspension which minimize the tire and wind noise.

Performance The Toyota Camry carries three engine options: 2.5L 4-cylinder hybrid, 2.5L 4-cylinder VVTi petrol and 3.5L V6 dual VVTi. While the models up to 2017 had a 6-speed transmission, the latest one offers 8-speed automatic transmission and a 6-speed CVT for hybrids. Also, the previous models were built on the Toyota K platform or rather the Toyota Camry platform, while the latest model is based on the Toyota New Global Architecture platform, which also underpins the Prius and other Lexus models. The new variant also comes with three driving modes – Eco, Normal and Sport to offer a tailored driving experience.

The Sport mode offers a sharper acceleration.

The Eco mode basically offers more economy by integrating the electric motor with the petrol engine. The third mode, Normal, blends fuel economy with performance by essentially deactivating the Eco mode. This improves the performance of the car dramatically.

Irrespective of the modes, the Camry offers excellent ride quality.

The huge structure of the car is capable of soaking up all types of road conditions.

It is safe to say that the multiple driving modes and the new hybrid tech allow Camry to offer one of the best in class mileages. For city the mileage claimed by Toyota is 12kpl, while on highways it can go up to 18kpl. As for the hybrid variants, the latest Camry model can achieve a mileage of up to 22.5kpl on highways, according to the carmaker. The cars light weight of 1475 kg also allows it to hit 0-100kph in just 9.2 seconds.

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THE LUXURY SEDAN HAS STOOD APART FROM THE CROWD MAINLY BECAUSE OF ITS UNIQUE FRONT GRILLE

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CAMRY IS ONE OF THE BEST BETS THAT OFFERS A TERRIFIC BLEND OF COMFORT, LUXURY, STYLE, TECHNOLOGY AND ECONOMY

Safety As with all Toyota vehicles, the latest Camry will come equipped with Toyota Safety Sense. This includes features like Blind Spot Monitor (BSM) with Rear Cross Traffic Alert. This system warns the driver with side mirror indicators by detecting approaching vehicles from both the sides. It also comes with an advanced airbag system as standard. Add to that a Star Safety system that includes Vehicle Stability Control, Traction Control, ABS, EBD and Brake Assist.

Further, the 2016 Toyota Camry has received the National Highway Traffic Safety Administration (NHTSA) 5-Star overall safety rating as well. That adds an extra level of security on the safety front.

The year model of any Camry is available in up to 7 different variants and an equal number of colors. Some of the variants further have different trim levels as well, offering a wide variety of options to choose from.

So for buyers looking for an edgier feel but still embodying every inch of luxury, Camry is one of the best bets that offers a terrific blend of comfort, luxury, style, technology and economy!

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CAR REVIEW

TOYOTA PRIUS T

here are very few cars splitting opinions down the line like the Toyota Prius does. On one hand, you have driving enthusiasts who wouldn’t own one in a million years, and on the other you have those recognizing what it truly is. A great alternative to the not yet fully developed full-on electric cars primed the future.

Electricity is the future, no question about that. But we’re not there, not even close, and yet we’re already having major global warming issues. Hybrids have proven to be a great choice in such a world.

You don’t even need to be doing it to save the planet. Many people are buying the Prius for its excellent fuel economy and the running savings it offers over a standard car. Whether it’s just their daily driver or an all-rounder, we’re seeing an increase in the popularity of hybrids and electric vehicles. You don’t even need to be doing it to save the planet. Many people are buying the Prius for its excellent fuel economy and the running savings it offers over a standard car.

Whether it’s just their daily driver or an all-rounder, we’re seeing an increase in the popularity of hybrids and electric vehicles. Not just the Prius, but other models too.

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TOYOTA In reality, no one needs a sports car or a large luxury limo. They’re all just luxuries. The simple concept of the city car is probably the best definition for what a car should be. Cheap and reliable means of transport for the masses. A way to deliver and get from one place to another. You throw performance out the window for efficiency and affordability. But you and I both know it doesn’t work like that. We always want more of everything, of speed, of comfort and truth be told, we wouldn’t have gotten to where we are today if it weren’t for the constant striving for more and more. It’s how new ideas are born and how existing ones are improved. We’re living in a world where the prospect of hybrids and electric cars is genuinely exciting.

Before you continue reading, you should keep in mind that the Prius does not need to be charged. Yes, that’s true.

“The Prius charges itself using the gasoline engine while driving and braking” The whole idea of hybrid vehicles is to substantially increase fuel efficiency through the use of an electric motor/combustion engine combo. Prius comes out on top when it comes to overall fuel savings.

The Toyota Prius is one of the least expensive cars to own. It is not only great for our environment but you will also save money from reduced fuel costs.Now you might be saying that gasoline prices are cheap in the GCC, well the simple answer is that you are still saving money and on your long road trips, isn’t it much better to be spending your time seeing the sights instead of making stops at the petrol station? Due to its exceptional reliability, the maintenance costs are very low as well.

Like nearly all other Toyota models, the Toyota Prius is very reliable.

Some Prius owners have put upwards of 200,000 miles on their cars already, and in many cases, they are functioning as well as they did when it rolled off the dealer’s lot brand new.

Part electric, part petrol-engine, the new Prius is the most ecologically friendly car on the road today, and it’s all down to its hybrid synergy drive. In plain English, this is a revolutionary type of engine that combines petrol and electrical power to maximize fuel economy and energy expenditure while minimizing harmful waste emissions.

At low speeds the Prius is able to run almost entirely off its electric motor, with identical performance to a regular, gasoline-guzzling engine. At higher speeds, the engine is driven by a combination of electrical and petrol power. Power allocation is controlled between the two energy sources, and constantly monitored and adjusted to ensure maximum energy and fuel efficiency. When the Prius is stopped in traffic, the petrol engine is automatically shut off.

In terms of low-emissions, the Prius demolishes any other car on the road. Particle matter emissions are non-existent. It has the lowest carbon dioxide emissions of any vehicle on the market - 32% less CO2 comes out of its exhaust than from a normal petrol-burning car.

In fact, over the course of a year, the Prius produces more than a ton less CO2 than even the best D-segment diesels.

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MANY PEOPLE ARE BUYING THE PRIUS FOR ITS EXCELLENT FUEL ECONOMY AND THE RUNNING SAVINGS IT OFFERS OVER A STANDARD CAR

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It’s is also the best-performing internal combustion production car in the world in terms of nitrous oxide and HC emissions. Inside and out, Toyota has made extensive use of high-recyclability materials, and huge efforts to reduce the use of any substances of concern in the car’s construction.

The new Prius is equipped with an EV driving mode button. When pressed, the car is powered by the electric motor alone, allowing zero-emission performance and ultra-low noise and vibration motoring, as well as obviously saving on petrol costs.

The car’s engine is designed entirely around conserving energy, while ensuring optimum performance. In a conventional car, each time the brakes are applied, kinetic energy is wasted. Not so in the Prius when braking the electric motor operates as a generator, converting the vehicle’s kinetic energy into electricity, which is used to keep the battery fully charged. In fact, the electric motor is self-charging, creating energy from the car’s motion, so you never have to plug the car into the mains, as with some older fully electric cars.

Even the car’s power steering system is designed to conserve energy, kicking in gradually as and when it’s needed.

This isn’t the first time the world’s third-largest car producer has displayed its green credentials. In 1997 Toyota launched the first model Prius, then the world’s first mass production hybrid.

With the new Prius, Toyota has exceeded its previous award-winning standards and as we begin to understand the true impact harmful emissions are having on our environment, it seems the new Prius has arrived on time.

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WHEN BRAKING THE ELECTRIC MOTOR OPERATES AS A GENERATOR, CONVERTING THE VEHICLE’S KINETIC ENERGY INTO ELECTRICITY

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CAR REVIEW

VOLVO S90 S

candinavian style is well known for its simplicity and practicality, and because the sole Swedish car manufacturer in most of the countries, Volvo puts this aesthetic front and center with the 2018 S90 sedan. From the surface, there is a stately heft that used to be the domain of German automotive firms.

This year, that heft is further emphasized as the car is 4.5 inches longer than the previous year. On the inside, it’s elegantly straightforward, with impeccable materials and an undeniable air of luxury.

The S90 conjointly rides high on Volvo’s name for safety and comes with all of the most recent advanced options found in other cars, as well as some that are distinctive to the brand. The sedan’s charm is further bolstered by some of the most comfortable seats in the class and a large, ultra-modern central touchscreen that reminds us of the huge screen in Tesla vehicles.

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V O LVO Design The squat, coupe-like proportions of the 2018 Volvo S90 are a delight to lay eyes on. The S90’s long hood provides it with a rear-wheel-drive profile although its front-wheel-drive platform underneath disagrees. Up front, the vertical fascia is abrupt yet sleek, with a dished grille and swept-back headlights. LED running lights that Volvo says represent Thor’s hammer are distinct, even in an era of permanently on lamps affixed to merely about every new car, truck, and SUV. From the side, the S90’s roof seems lower than it is and it looks divine on the optional 20-inch alloy wheels (that, admittedly, don’t do much for its ride quality). For 2018, the S90’s longer wheelbase stretches the rear doors by four inches, however it’s hardly noticeable; this basic style works well in spite of cabin length. At the rear, the S90 is at its most distinct. An upright, boxy trunk lid delivers copious luggage area, however it’s a lot of delicate than its proportions suggest thanks to C-shaped taillights that snake around.

Blocky, chrome Volvo lettering finishes things with a retro flair.

Interiors Time will tell with Volvo’s latest family of new products, but to the eye, the S90 is free of unsightly gaps and obvious improper fitment.

Early impressions suggest Volvo sweated the details.

Easy to enter and exit the front seats, with a wide door swing and aperture. The sloping rear roofline means taller passengers might need to stoop slightly to get into the rear seats.

The steering column has manual tilt-and-telescope, though it should be power-adjustable at this price. No trouble finding a good position for a 5-foot-10 driver, and we wouldn’t anticipate trouble for taller or shorter drivers.

The sloping roofline and wide pillars inhibit some rear corner visibility, but generally there’s no problem quickly assessing the blind spot before a lane change or when reversing. Blind-spot monitoring sensors are optional on this car, an odd circumstance for a car in this price range.

There was enough legroom for a 6-foot passenger seated behind a 6-foot driver with the smaller-wheelbase S90 from last year, so we expect the 2018 long-wheelbase model to feel even more spacious.

The sloping roofline eats into rear headroom some but headroom is on par with that of competitors.

Tech Optional Bowers & Wilkins audio system is top-shelf, with only slight bass distortion when cranked (standard audio system unavailable to test). Turn-by-turn navigation is impressively accurate.

Pilot Assist coordinates adaptive cruise control, steering and lane keeping assist systems for semi autonomous driving that works well at highway speeds and in stop-and-go traffic. Blind-spot monitoring and a 360-degree camera are available. No issues with standard Bluetooth connections. Apple CarPlay and Android Auto are optional.

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IMPECCABLE MATERIALS AND AN UNDENIABLE AIR OF LUXURY

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Engine & Performance No matter which S90 flavor you decide on, you’re going to finally end up with a 2.0-liter inline-4 and a turbocharger, and an 8-speed automatic transmission. T5 models end there with 250 HP and 258 pound-feet of torque shuttled to either the front wheels or all four. although a touch short on refinement, this engine provides over adequate passing power and it mates well to the automatic transmission.

The all-wheel drive T6 adds a compressor (in addition to the turbo), that pushes things up to 316 HP and 295 lb-ft. Predictably, passing is simpler within the T6, and it feels far more strong with a full load of passengers and their gear.

The T6 engine’s turbo-supercharger tandem whips the S90 to highway merging speeds in no time. Sounds raspy at higher engine speeds. Plenty of power almost anywhere in the first six gears; seventh and eighth are fuel savers only. Firm, solid pedal feel.

Transmits confidence, which is good since this is a heavy car for its size. Requires more effort than we expect in a large luxury sedan.

Good feel on-center and sends decent road feel back to the driver, but extended driving will induce some fatigue.

Refined driving character is oriented more to comfort than speed or sport. Comfort mode is too sedate and dulls the S90’s senses and accelerator response. Sport mode will be the default for most drivers seeking some spirit. All-wheel drive and grippy tires signal sporting intentions but feel outmatched by the car’s mass. Able but not inspired handling. Feels less willing to change directions than some other cars in the class.

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THE SEDAN’S CHARM IS FURTHER BOLSTERED BY SOME OF THE MOST COMFORTABLE SEATS IN THE CLASS

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Verdict Pricewise, the 2018 Volvo S90 is in lockstep with midsize luxury sedans that embrace the Audi A6, BMW 5 Series and Mercedes-Benz E-Class. The S90 is quite a bit larger, however, approaching the size of those competing companies’ flagship sedans, so it can be argued that you are getting quite a bit more for your cash.

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WINNER 2018

BEST LUXURY CROSSOVER

VOLVO XC60

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olvo debuted its small luxury crossover, the XC60, back for the 2010 model year. Over the years, we’ve given it high marks for its powerful engines, roomy cargo deck and powerful safety scores. For 2018, Volvo’s got a completely redesigned XC60 on offer. much of the model’s core charm remains, however this year’s model is more trendy, includes a bit additional space for rear passengers and has new engine choices.

All-new for 2018 is that the T8 plug-in hybrid. It uses the T6’s engine to drive the front wheels and an electric motor to drive the rears. It delivers a giant jump in power (400 hp) with solely a small benefit in fuel economy. it is also significantly costlier. Since the XC60’s best strengths are in areas other than moving performance, we do not see abundant charm in the T8.

Design The 2018 Volvo XC60 is basically a scaled-down version of the larger three-row XC90. and because of the similarities between each structures, the smaller, lighter XC60 will actually use all of the same powertrains from the XC90 model line. The XC60 T5 is powered by a turbocharged 2.0-liter four-cylinder engine, however we like the 316-horsepower output of the mid-level T6. it is the best match for the XC60, and it offers up only 1 mpg on average to the T5.

No matter which powertrain you choose, though, you may appreciate that Volvo has upped the luxurious factor in the XC60, particularly once it involves interiors and amenities. It matches what you will find within an Audi or Mercedes-Benz, however with a clearly Swedish vogue. we are most impressed by the highest Inscription trim, that benefits from exquisitely fashioned wood inlays and a leather-wrapped dashboard.

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V O LVO The sport-focused R-Design comes completely with paddle shifters and sport seats, and it sits in between the Inscription and base trim, that Volvo currently calls Momentum in part of Dynamic.

Interiors The doors open fairly wide, but the step-over could prove a little high for short or elderly individuals. The front windshield is raked back a fair amount, so head clearance is somewhat sacrificed and taller folks might have issues. The rear door openings are squared-off and don’t pose these issues.

With a ton of seat adjustability and a good amount of range in the adjustable steering column, there are few drivers who won’t be able to find a good driving position. We could use a little more tilt functionality for the bottom cushion, but that’s nearly a non-issue.

Volvo really elevated its build quality with this XC60 generation. It’s not quite up to Mercedes level, but it’s definitely a step above BMW and Jaguar. The interior materials feel of quality, and there’s real craftsmanship to some pieces, specifically the wood trim in this Inscription model.

Tech On the safety front, all XC60s are equipped with lane keeping assist, road departure mitigation and protection, oncoming collision avoidance/mitigation with bike/pedestrian/animal detection, driver attention alert, road sign recognition, and a four-year complimentary subscription to Volvo On Call with remote engine start.

A number of small packages and stand-alone options are available on the base Momentum trim if you don’t need or want everything offered in R-Design or Inscription trims. Features such as the digital gauge cluster, navigation system, interior ambient lighting, and keyless entry are all available.

The Vision package is available to all models and includes auto-dimming and folding side mirrors, blind-spot monitoring with rear cross-traffic alert, and front and rear parking sensors with semi-autonomous parking assist. The Convenience package adds adaptive cruise control, power-folding rear seat and headrests, heated wiper blades, power child locks for the rear doors, HomeLink, an additional 12-volt power outlet, and for Momentum models includes selectable drive mode settings, keyless entry and a hands-free tailgate. Adding the Advance package equips all models with turn-adapting LED headlights, a 360-degree parking camera system, headlight washers and a head-up display.

The Luxury Seat package is offered exclusively on Inscription models, and it helps elevate the XC60’s amenities above the competition. Included is premium leather upholstery, upgraded front seats (heated, ventilated and massaging with power lower cushion extenders and adjustable lateral support), heated rear seats and a heated steering wheel.

The most significant stand-alone options include an adaptive air suspension that provides adjustments in body height and damping and a 15-speaker Bowers and Wilkins premium sound system.

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NO MATTER WHICH POWERTRAIN YOU CHOOSE, THOUGH, YOU MAY APPRECIATE THAT VOLVO HAS UPPED THE LUXURIOUS FACTOR IN THE XC60

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Engine & Performance The twin-charged four-cylinder provides sufficient thrust, even if it isn’t quite as fast as Volvo claims. We reached 60 mph in just 6.1 seconds, which is comparable to times from the competition’s turbo four-cylinders. Nobody is going to have issues with the power on tap to get up to speed. In Comfort mode, the XC60 returns a lot of body movement over bumpy pavement and through turns. In Dynamic, the car feels more buttoned-down, though the large panoramic sunroof makes it feel a little top-heavy. The optional air suspension is far from clumsy, but some competitors are superior.

The steering feels a little sensitive at highway speeds, which requires micro-corrections from the driver. But it’s also more lively at lower speeds and as precise as you’ll ever need. With today’s technology, Volvo should be able to tune the steering for all instances, and it falls a bit short. The brakes are nice and easy to modulate with linear pedal feel and the perfect amount of initial bite. Under heavy braking, they are stable and consistent and are able to stop the XC60 in 114 feet, which matches results from the segment leaders equipped with all-season tires.

The XC60 has an off-road mode, which raises the suspension almost 2 inches when equipped with the optional air suspension. Still, with the extra ground clearance, the XC60 isn’t meant for hardcore off-road duty but should handle inclement weather without issue.

Verdict Although the XC60 hasn’t quite developed the dynamic chops to run toe to toe with the sportier variants in segment, there’s no doubt Volvo can attract new fans with this XC60 generation.

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IT HAS AN OFF-ROAD MODE, WHICH RAISES THE SUSPENSION ALMOST 2 INCHES WHEN EQUIPPED WITH THE OPTIONAL AIR SUSPENSION

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THE NEW JAGUAR E-PACE

DRIVE LIKE EVERYONE’S WATCHING

Get used to being the centre of attention. Even when stationary the New E-PACE’s bold, sporting design turns heads. Shift into Drive and its dynamic performance stops people in their tracks.

With a range of powerful engines – starting at 150PS and including 300PS AWD petrol – the New E-PACE is always ready to pounce.

Captivating in Park. Exhilarating in Drive. There’s no mistaking the E-PACE for anything but a Jaguar.

Alfardan Premier Motors Co. (L.L.C.) Alfardan Centre, Grand Hamad Street, Showroom Tel: +974 4440 8490 jaguar-qatar.com

C AR N AME

4 years /100,000 KM warrenty Lexus L-connect 3 years Free Membership

The new S-Class.

Feel Intelligent Drive.

THE ALL-NEW DISCOVERY

FIT THE WHOLE FAMILY WITH A FITTING OFFER

The All-New Discovery features a spacious, versatile seven-seater deck with up to 2,400 litres of storage space to comfortably accommodate family trips. With the Touch Pro, which provides full communication and entertainment for all passengers, you can make sure that the All-New Discovery is a car designed to embrace the family and meet all of its needs.

Visit our showroom today to enjoy the All-New Discovery driving experience.

Alfardan Premier Motors Co. (L.L.C.) Alfardan Plaza, Al Sadd Street, Showroom Tel. +974 4447 7566 landrover-qatar.com