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™ QCOTY2019
EDITORIAL Founder/Managing Director Tarek Hawchar Co-Founder Natali Leonova Motoring Editor Stephan Lewis Associate Editor Adam Baeur Sales Manager Elias Haddad Account Manager Ahmed Hammoudeh Creative Director Roman Khidko Art Editor Viktor Blashuk Graphic Designer Alexander Rybalku Etiquette & Image Consultant Dr. Marie Abou Rached IT Manager Hassan Shahwan
Contributing Editors Ahmed Hammoudeh, Nick Janes Cover 3D Model & Rendering Ankishu Gupta www.ankishugupta.com
Post Production Peik A.Olsen
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Dear Reader, Months of driving, hours of analyzing, comparing, and of course writing about cars that completely blew us away, have once again passed. And as before, the 2019 Qatar Car of the Year (QCOTY) awards brought fresh challenges. As you probably know by now, picking a winner—the cars of the year—is never an easy task. Put simply, choosing cars that tick all the boxes from among the world’s best, will always be one of the toughest challenges we have to face. It’s certainly no walk in the park for us! In this issue, we are focusing once more on Qatar’s most popular cars and putting them through their paces to decide which cars are going to be crowned the “kings” of their segments. I keep saying that there is no perfect car nor is there a bad vehicle on the market today; almost all carmakers are making more innovative, more eye-catching cars than ever before. I cannot say there is a loser among the vehicles we rigorously tested. Instead, they are all winners in one way or another, and we are trying in this annual issue to crown a champ in every category—the absolute crème de la crème! So I hope that you enjoy this special issue as much as we enjoyed putting it together. Enjoy the issue,
TAREK HAWCHAR
FOUNDER/MANAGING DIRECTOR
TOYOTA are the pioneers in Hybrid Electric Vehicle technology. Driven by the desire to create an exceptional driving experience, the electriďŹ ed Hybrid system was evolved to deliver a fresh level of driving pleasure as it seamlessly combines the engine and electric motor to leverage their respective strengths.
A B A RT H
WINNER 2019
BEST COMPACT SPORTS CAR
ABARTH 595 COMPETIZIONE
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ABART H
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A B A RT H
M
odern hot hatchbacks aren’t really hatchbacks. Look at the new Mini or the Golf and you’ll see what I mean by that. Even the new Polo is substantially larger than the original Mk1 Golf. In today’s world, the Fiat 500 is the closest thing you can get to a proper, old-school hot hatchback. The new, re-imagined 500 captured the world by storm back in 2007, some fifty years after the original made its debut. It became an overnight sensation. The little Fiat has something of a cult following in the hot hatchback world. With all the different special editions and variants, it’s like the Ferrari of the hatchback world. Seriously, just consider how many different variants we’ve seen so far. We saw the first Abarth version, then the 595, then came the 695 Tributo Ferrari, and lastly we had the Maserati tribute. Most of those even had convertible versions of their own. Fiat has decided we needed a new rendition of the 500, except this one won’t be in limited numbers. It’ll be available to the general public, and it’s called the 595 Competizione.
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FIAT HAS DECIDED WE NEEDED A NEW RENDITION OF THE 500, EXCEPT THIS ONE WON’T BE IN LIMITED NUMBERS
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ABART H
Exterior The 595 Competizione is based on the normal Fiat 500 built in their factory in Poland. To make it stand out from an ordinary 500, Fiat have given it the special Abarth treatment though. I always thought the 500 is one of the most versatile cars on the planet, as well as the most unlikely candidate for a makeover. The differences between a standard 500 and a 595, at least in the way they look, are dramatic. You couldn’t have two cars based on the same platform further from each other. The regular 500 is a car with a cute look and compact dimensions, usually driven by people who want a small city that’s also economical.
Finished in the two-tone color scheme it looks even crazier. The headlights get projectors with xenon lights and the opening found on the lower bumper is big enough to embarrass some Ferraris. Most of all though, I love the way it makes you feel. You always turn around to look at it when you park, and you constantly find yourself checking up on it throughout the day just to make sure it’s safe. Saying this is weird, but it almost feels like a kid. It can sometimes annoy you but you love it to bits. No other hatchback, and I do mean no other hatchback, not even the Clio RS or the Fiesta ST, evoke the same response as the 595 does.
The 595 version is so mean and aggressive it makes a Focus RS look tame in comparison. It’s low and it’s wide, almost as wide as it is long, so it has a naturally menacing stance. The bodykit makes it look like a little racecar for the road, like an angry terrier that’s out for blood.
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A B A RT H
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ABART H
Interior
The cabin is where you can find some faults with the 595. It’s obviously based on the regular 500 so it shares a lot of components with the standard car. Although the people over at Abarth have done an excellent job at customizing the cabin, there’s only so much they were able to do with a limited budget. The money you spend on the 595 goes on the important bits like the engine and the suspension, so the interior can feel a little lackluster compared to the Ford or Renault equivalent. Some of the materials in the cabin feel a bit cheap and the stereo controls look dated, there’s no denying that. Despite that however, the Competizione stands out with the xenon lights I mentioned, a dual-zone climate control, rear parking sensors, Brembo brakes, and Fiat’s redesigned infotainment system with a 5.0-inch touchscreen display, Bluetooth and USB connectivity. The 595’s driving position is high and somewhat tricky to get used to. Visibility is great, but you sit so high up it’s almost the exact opposite of finding yourself in something like a Toyota GT86. Once you get accustomed to it, it becomes second nature. My favorite thing inside the cabin are the Sabelt bucket seats which are incredibly supportive and comfortable. They’re the first major giveaway of what’s lurking beneath the 595’s body shell.
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A B A RT H
Engine & Performance
The 1.4-liter T-Jet four-cylinder in the Competizione disperses a 177 horsepower and 250 Nm of torque, which is nothing short of a ridiculous amount for an engine smaller than 1.5 liters. Although that may not seem like a massive amount, consider that the 595 weighs just over a ton (1035 kilograms). When you mash the accelerator and the little engine gets on boost all hell breaks loose. The front wheels start scrambling for traction in first and sometimes even in second if it’s wet. It pulls relentlessly between 3,500 and 5,500 rpm where peak torque lives. Although it will rev out to 6,500 rpm, shifting at just about 6,000 rpms slots you perfectly into that big lump of torque. Power is sent to the front wheels via a five-speed manual and there’s an optional five-speed automated manual badged MTA. It’s an expensive option which does an okay job but ideally, a car like the 595 deserves to be experienced with a manual. The best way about the 595 Competizione is the way it absolutely demolishes twisty roads. It doesn’t just love corners, but it absolutely lives for them. On a twisty mountain road, a Ferrari 488 wouldn’t be able to see where the little 595 went, I guarantee you. The 205-section Pirelli P Zeros give an astonishing amount of grip. Grip which the chassis is happy to use to its full potential. The Brembo brakes help it stop to a halt in no time, and the raspy exhaust system makes this arguably one of the best-sounding four-cylinders of all time.
Conclusion Love it or hate it, the 595 Competizione is a car which will go down in the history books as one of the quickest and most rewarding hot hatchbacks. It’s a car people will talk about in years to come, and for good reason. It’s not the fastest car on the world but you never finish a drive and walk away without smiling like you’re the biggest lunatic on the face of the Earth.
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ABART H
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ALFA R O MEO
WINNER 2019
BEST MID-SIZE SPORTS SUV
ALFA ROMEO STELVIO QUADRIFOGLIO
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AL FA R O MEO
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ALFA R O MEO
I
t all started with the 8C and the brilliant little 4C. Alfa’s attempt to bring back some of the character it had lost in the early 2000’s didn’t go unnoticed by car enthusiasts the world over. The Mito and the Giulietta were a step in the right direction, but everything suddenly made sense when Alfa Romeo introduced the Giulia. Suddenly, Alfa had a rear-wheel drive sedan which not only brought the fight to the Germans and the Japanese, but in more ways than one beat them. Continuing that trend, Alfa decided to attack the most popular automotive segment at the moment: SUVs. They knew what they had to do, and they certainly didn’t want to waste precious time. Shortly after the Giulia they announced the Stelvio, and suddenly all was right with the world. In the blink of an eye, Alfa brought back the magic they had lost over the years. The Stelvio appeared to be the saving grace for Alfa and the one SUV to rule them all, but we had to drive one to find out. Perhaps surprisingly given Alfa’s record over the last two decades, the Stelvio surpassed even our wildest expectations.
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“ THE STELVIO SURPASSED EVEN OUR WILDEST EXPECTATIONS
”
AL FA R O MEO
Exterior I’ll go out and say this straight away: it’s the best looking SUV on the market. Just look at the thing. Park it next to a Macan or an X6 and no one would even bother looking at the Germans. It drips and oozes with character only an Italianmade car can. It’s not just great looking for an SUV, but it’s a great looking car full stop. From my experience, it turns heads practically everywhere it goes. I’ve driven some fast exotics over the years and I don’t think Ferraris and Lamborghinis have received this much attention. Nothing short of a Pagani gets people as excited as the Stelvio. The design is, unsurprisingly, based on the Giulia. As such, it looks like a taller, slightly bulkier Giulia. It looks like its older, bigger sibling, and I mean that in the best way possible. I won’t argue that an SUV can ever look as good as a sedan, especially the one it’s based on, because it just can’t, but the Stelvio definitely hasn’t lost any of the appeal present in the Giulia.
The front still carries those aggressively-styled headlights and that massive V-shaped Alfa Romeo shield, but I really love the way the lower portion of the front fascia looks on the flagship Quadrifoglio. You get this massive opening with two air dam cutouts on either side. It looks like it’ll suck up all of the air from the hemisphere as it drives along. It looks mean, it looks tough. I’ve never been this much drawn to an SUV before. The rear though, is even more breathtaking. Besides the obvious Giulia taillights, the Stelvio Quadrifoglio gets a quad exhaust setup and a relatively large roof spoiler. The unique Quadrifoglio wheels hide massive brake discs with huge red calipers, rounding up the Stelvio’s design.
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ALFA R O MEO
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AL FA R O MEO
Interior
The cabin is a mix of leather and Alcantara, and is a really well thought-out package. The build quality seems suspiciously great. It doesn’t feel like Alfas of old, and that’s a big compliment. It feels like they designed it to last, and have put some proper thought into ergonomics. It obviously comes with a ton of bells and whistles such as a 900-watt, 14-speaker Harman Kardon audio system, an 8.8-inch infotainment screen and even Quadrifoglio-specific instrument cluster, but my favorite thing is the driving position. The standard seats are wonderful, but the optional lightweight carbon-fiber Sparco racing seats are something else. I know it’s silly to spec your SUV with racing seats, I thought so too, but they’re genuinely the best seats I’ve ever tried in any SUV. Granted, they’re a bit harsher than the standard ones, but boy do they hold their own in the corner. The later grip they provide is unreal.
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ALFA R O MEO
Engine & Performance
And with that, we get to the Stelvio’s dynamic capabilities. It’s a large, relatively heavy SUV, but it gave me a small shock the first time I started pushing it on. Not because it’s frightening, but because no SUV should be able to do what the Stelvio Quadrifoglio does. It bends the laws of physics. The engine is a 2.9-liter twin-turbo V6, the same as the one found in the Giulia Quadrifoglio. It’s been developed in cooperation with Ferrari, and is, in essence, a Ferrari V8 with two cylinders chopped off. All of that translates to 505 horsepower and 600Nm of torque. In short, the most potent car in its segment. One stab of the throttle confirms that. It’s not just the raw figures either, but the way it delivers its power. Peak torque seems to be available from basically idle, and there is no turbo lag. Power is sent to all four wheels via Alfa’s Q4 AWD system through either a sixspeed manual or an eight-speed auto. Yes, it is available with a manual. For that, if for nothing else, Alfa deserves a massive pat on the back. Thanks to superior four-wheel drive traction, the sprint to 100 km/h takes just 3.9 seconds and top speed stands at 285 km/h. Repeat that to yourself once again. This is an SUV which will demolish sports car from a standing start, and probably even outrun them too thanks to a higher top speed limiter. The rear diff is of the limited-slip variety so it’s genuinely great in the corners, almost as good as the Giulia, which is shocking to say the least.
Conclusion This is the first SUV I’ve ever driven where the engine seems to be too much of a handful for the chassis. Usually, it’s the other way around. Crossovers and SUVs tend to feel underpowered and sluggish, even with a massive engine, but not the Stelvio. In some way, it’s a bit silly and unnecessary. I mean honestly, who needs an SUV with 500 horsepower? At the same time though, I can’t think of any other SUV I’d rather spend a day in.
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AL FA R O MEO
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AU D I
WINNER 2019
BEST MID-SIZE SUV
AUDI Q8 54 QCOTY2019 / maqinaonline.com
AU D I
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AU D I
A
udi first trademarked the Q8 name back in 2012. It didn’t take long before rumors started circulating the internet. With BMW and Mercedes heavily dominating the sporty SUV segment with their X6 and GLE Coupe respectively, it was just a matter of time before Audi decided they wanted their share of the market. After nearly 6 years, the wait is finally over. And boy was it worth it. This isn’t just Audi’s flagship SUV, but one of the most advanced and innovative cars they’ve ever created. It doesn’t just take the battle to BMW and Mercedes, but it completely outshines them in a lot of areas. Small wonder then that it’s made it thus far as one of our nominees for the car of the year.
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“ THIS ISN’T JUST AUDI’S FLAGSHIP SUV, BUT ONE OF THE MOST ADVANCED AND INNOVATIVE CARS THEY’VE EVER CREATED
”
AU D I
Exterior
Visually, it’s one of the most striking SUVs currently on the market. It looks decent in photos, but they don’t do it justice. Those lucky to see one in the flesh will confirm this. It looks stunning, there’s no other way to describe it. Audi decided to switch up their strategy and go a different route. To that extent, it doesn’t look like a sleeker Q7 or a slightly larger Q5. It’s instantly recognizable even if you’re not a massive Audi fan. Audi’s design team wanted to create something based on the R8, and they certainly have. The Q8 and the R8 don’t share a lot of components, but the design of the crossover is certainly inspired by the sportscar. The slim front headlights use LED technology as standard, although you can opt for Matrix LED as well. The black trim beneath the lights makes them appear larger than they actually are, but it suits the entire front fascia rather well.
The large grille is nicely incorporated with the sporty bumper, especially the sharp air dams on either side.From the side you can’t not notice how similar it is in profile to the Lamborghini Urus, but that shouldn’t come as a surprise as both cars shame a lot of components. It’s got short overhangs, a really high waistline and a sleek sloping roofline. Where the Q8 really shines, is round the back. The taillights are slim and extend all the way across, similar to the way they do in the new 911. The protective bumper has been shaped to look like a diffuser, with two large exhaust pipes. It turns heads unlike any other Audi I’ve ever driven, including an R8. There’s just something about a large, imposing SUV with great styling which seems to appeal to people.
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Interior The cabin is an array of technologies and features you can hardly list let alone understand. Getting into a Q8 feels like climbing into a spaceship. Out of the three large German SUVs, the Audi is by far the most futuristic inside. The Merc comes in at a close second, but BMW’s conservative styling means they’re third. If there’s one area Audi always excelled at, it’s cabin design. It’s no different with the new Q8. The cabin is obviously based on the Q7, but some subtle differences help it stand out even more. The 10.1-inch unit in the center stack is complimented by an 8.6-inch screen just above the center console, which houses the inputs and controls for the heating and the A/C. The instrument cluster is basically a 12.3-inch display with more information on it than you’ll ever need. The seats are superb. They’re not as supportive as the ones in the X6 but they’re definitely more comfortable. You can genuinely use the new Q8 to drive around all day without getting as much as a hint of getting sore. Rear headroom and legroom surpass those found in the X6 and the GLE, mainly thanks to a roof which is just a bit boxier than either of the other two.
AU D I
Engine & Performance
The engine in the Q8 is a 3.0-liter TFSI turbocharged V6 with 335 pushing out 335 horsepower and 500 Nm of torque. It’s not a massive figure but you have to remember this isn’t an RS product. Expect to see a rocket ship in the form of an SQ8 later down the line. The Q8 is a relatively large vehicle weighing in at 2.27 tons, but it’s got more than enough oomph to not feel sluggish. The engine is full of low-down torque, so you never have to rev it in order to get the most out of it. It’s an incredibly refined unit as well. Most V6 units are inherently smooth, but Audi has worked on their TFSI unit for so long that it has to be one of the most pleasurable V6 units I’ve used in a long time. As far as driving dynamics, the Q8 is prone to understeer at the very limit like most Audis, but the limit is so high I can guarantee very few people will ever reach it. You have to be driving so fast you’re well beyond any sort of sane roads speeds, and if you do find yourself in that situation then you’re heavily misusing the Q8. It’s got independent multi-link suspension both front and rear, so it’s predictable and extremely agile just driving around.
Conclusion The new Q8 is without a doubt one of the best SUVs currently on the market. Audi took their sweet time making it, but the end result far surpassed anyone’s wildest expectations. It’s bound to become one of Audi’s most popular models, and if current trends are anything to go by, one of their most profitable as well.
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AU D I
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BMW
WINNER 2019
BEST INNOVATION SUV
BMW X5 64 QCOTY2019 / maqinaonline.com
BMW
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BMW
W
hen the BMW X5 first hit the market back in 1999, it immediately overshadowed every other SUV on the market. It fulfilled its role as a SUV better than anything anyone else had to offer. Suddenly, people could actually buy a large 4x4 which didn’t have to sacrifice road capabilities and refinement for the sake of offroad credentials. It was, for all intents and purposes, the first relatively large SUV to handle more like a car than a pickup. Needless to say, it became one of BMW’s most popular models to date and an icon the world over. Back in mid-2018 BMW decided it was time to give the X5 a full makeover, and instead of introducing a facelift, they gave us the fourth generation, also known as the G05. In essence, BMW took the same formula that’s worked for nearly 20 years and simply perfected it. The new X5 redefines the segment yet again, and for that reason alone, it’s not just one of the best large SUVs currently on the market, but possibly our car of the year for 2018.
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“ BMW TOOK THE SAME FORMULA THAT’S WORKED FOR NEARLY 20 YEARS AND SIMPLY PERFECTED IT
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BMW
Exterior
Looking at it, you’d never be able to tell the X5 has grown in size, both in length and width. The wheelbase is longer too, and both axles are now wider. But, in keeping with the X5’s sporty side, BMW has actually dropped its height by over 12mm. For a tall SUV, that makes all the difference in the world. The new size matches the new sporty design BMW is currently pushing on their entire model lineup. The most striking thing about the new X5 has to be that massive front twin-kidney grille. By removing that annoying slat below the grille found on the last X5, they had to make the grille bigger. The end result received some criticism from the general public, but it’s a feature which grows on you over time.
I thought it looked a bit weird at first, but after a few days I got used to it and I actually began to like it. I will say that this trend of constantly expanding the grille with every new model has to stop, and we might have reached that point.The headlights feature BMW’s latest Laserlight technology and truly transform night into day. I thought the previous LED lights were incredible, but these take things to a whole new level. They’re that much sharper and that much more evenly spread out. On a deserted road with no traffic in front, you can actually see more than you can during the day. The worst part is that climbing into a car with ordinary halogens or xenons after the lasers is slightly disconcerting, despite the fact that they’re perfectly capable. It takes a little while of getting used to.
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BMW
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BMW
Interior People have been criticizing BMW for boring and conservative interiors for years now, but we’ve finally reached a point where they’ve caught up with Mercedes, who I consider one of the best in the business when it comes to cabins. Simply put, there isn’t a single thing in the new X5 which looks cheap or even remotely dated. I’m surprised how much it resembles the cockpit of the new 8-Series, especially that instrument cluster. The 12.3-inch infotainment screen is a joy to use, and so is the iDrive system. As with the 8-Series and the new M5, it’s a bit complicated at first, but once you get used to it you’ll love how versatile it is. The instrument cluster screen is the same size, 12.3-iches, and BMW has integrated it in a similar way to what Audi has done with their Virtual Cockpit. The front of the center console is now higher than before, and so is the dash. That, in combination with the smaller steering wheel, gives you a sense of sitting lower in the car, replicating a sportscar feel not many other large SUVs can manage. The seats are superb, you can probably drive this thing around the world non-stop without any discomfort. That said, they do offer plenty of lateral support. The most important option is the third row of seats which take up some boot space but are still easy to enter thanks to an automatically tilting second row. maqinaonline.com / QCOTY 2019
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BMW
Engine & Performance The X5 comes in two very different gasoline variants. The first is the 40i trim which replaces the old 35i and now comes with a straight-six turbocharged engine capable of 340 horsepower and 448Nm of torque, around 38 horsepower more than the last base X5. The 50i retains its 4.4-liter twin-turbo V8 but now pumps out 462 horsepower and 649Nm of torque thanks to several minor tweaks. Power is sent to all four wheels through an eight-speed automatic transmission. The 40i dashes to 100 km/h in just 5.5 seconds and will top out at just over 240 km/h. The 50i however can manage that same sprint to 100 km/h in 4.7 seconds and slam the 250 km/h speed limiter in no time. Remember, this is a large luxury SUV which can obliterate most performance sedans from a traffic light. If that doesn’t prove its sporty credentials, nothing will. Both models are capable of towing 2.7 tons if it’s a braked trailer, i.e. 750 kilograms for an unassisted one. BMW also offers an off-road package for the X5 which gives you an off-road specific diff lock, front and rear undergards, air suspension, and off-road tuned transmission. Yes, it can go off-road thanks to short front and rear overhangs, a smart allwheel drive system and plenty of grunt. It’s primarily aimed to be used on the road, but it will definitely hold its own on a trail.
Conclusion The new X5 will probably outsell its predecessor, and there’s a very good reason for that. Several reasons in fact. It’s better looking, faster, more practical, and incredibly, even more technologically advanced. No one who buys one will regret it, that much I can guarantee.
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BMW
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BMW
WINNER 2019
BEST SPORTS SEDAN
BMW M5 72 QCOTY2019 / maqinaonline.com
BMW
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BMW
W
hen BMW first introduced the M5 back in 1985 with the E28 generation, they had no idea that they’d be setting off one of the biggest trends in the automotive industry. The E28 proved that you didn’t need a supercar shape to go fast and have fun. It was a practical sedan with enough performance to embarrass most supercars in the rights hands. Fast forward over thirty years later, and we find out not much has changed. The 5-Series is still the performance executive saloon, with more capabilities than ever before. BMW introduced the new G30 5-Series back in early 2017, and announced the F90 M5 shortly after. A lot of people felt that some of the quintessential M5 character found in the E39 was lacking in the F10 M5, so expectations for the new car to do well were rather high. Luckily, it didn’t disappoint. BMW took a new direction with the F90 M5, but in doing so, they weirdly got back to what the original M5 stood for.
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THE 5-SERIES IS STILL THE PERFORMANCE EXECUTIVE SALOON, WITH MORE CAPABILITIES THAN EVER BEFORE
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BMW
Exterior
Visually, the M5 is a product of BMW’s current design language. The overall verdict is that it’s a good-looking car, but it’s too similar in aesthetics with the rest of the BMW model lineup. The M5 is, naturally, easily distinguishable from a regular 5-Series thanks to massively flared arches, an aggressive body kit, big wheels, and a quad-exhaust setup. It’s the most striking M5 to date, make no mistake about that. The front end houses the brand-new LED headlights and that massive twin-kidney grille we’ve come to expect from BMW. The lower portion of the bumper has a massive central opening and two large air dams on either side.
All of it is functional and is there to extract every bit of performance from this behemoth of a limo. This is the largest 5-Series to date, both in length and width, but it’s 90 kilograms down on the last M5. Finished in Snapper Rocks Blue Metallic with black wheels, it’s a real head-turner. It won’t be as striking as an RS6, but it’s definitely less understated compared to the E63 AMG. It’s a best of both worlds.
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BMW
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Interior The cabin is similar to the regular 5-Series which should come as a surprise to no one. You get the same lovely ergonomics and the same high-res 10.25-inch touchscreen, but there are some differences to set it apart. First of all, the M5 gets sporty bucket seats which are incredibly supportive and comfy, and everything you see and touch is covered in Merino leather. That’s an option on the regular 5 and standard on the M5. Naturally, everything is plastered with M5 badges just to remind passengers what the car is capable of at a moment’s notice. BMW is heavily criticized for a conservative interior setup sometimes, but why change a perfectly capable formula? Design wise Mercedes has a slight edge over them at the moment, but as far as build quality and ergonomics are concerned, it’s practically a dead heat. The one thing that stands out in the BMW is the iDrive infotainment system. Yes, it can be tricky to get used to but once you know your way around it navigating is a breeze. The steering wheel has a little too many buttons for my taste nowadays, but I suppose you have to be able to control everything from somewhere. With that said, the seating position is absolutely perfect. Nice and low, giving you a sense of what the car is doing beneath you at all times. maqinaonline.com / QCOTY 2019
BMW
Engine & Performance Remember when I said BMW has taken a different approach with the M5? Well, this is the first BMW to now offer the xDrive AWD system. Before you think they’ve completely lost their minds, let me explain. The xDrive’s front axle can be disconnected completely, making the car entirely rear-wheel driven. In essence, it works in exactly the same way as the E63S’ unit. That way, you get AWD safety and security we normally associated with Audi, and RWD performance and driving dynamics we linked to BMW and Mercedes. The engine has been heavily revised too. The 4.4-liter twin-turbo V8 now gets higher injection pressure, two new turbochargers, more powerful lubrication and cooling systems, as well as a lighter exhaust system. Power is up to 591 horsepower and 801Nm of torque. That’s 38 horsepower and 59Nm of torque up from its predecessor. The sprint to 100 km/h takes 3.4 seconds and it will hit 200 km/h in just 11.1 seconds. The top speed is limited to 255 km/h but an M Driver Package increases that figure to 300 km/h. Power is sent to the ground through BMW’s famous M Steptronic transmission with Drivelogic. In early 2018 BMW introduced the M5 Competition package. Thanks to a bit more turbo pressure, the Competition packaged upped the M5’s power rating to 617 horsepower, but torque output remains the same. Or, to put it in other words, it’s made the M5 that much quicker. The sprint to 100 km/h is dealt with in 3.3 seconds and 200 km/h will show up after just 10.8 seconds. The Competition also gets a revised suspension system and it rides lower by 7mm. In addition, it gets the iconic Frozen Dark Silver metallic body color as well as bespoke 20inch bi-colour forged wheels. The exhaust system has been tweaked as well, both to make the engine sound better and meet stricter emission requirements.
Conclusion It’s the fastest, most capable M5 to date, and for that reason alone, it deserves to be nominated for our car of the year. When you factor in how refined and civilized it’s become, it’s really hard to find faults in it. It’s a genuine four-door supercar which can be used every day. Unless you’re specifically after a supercar for its looks or the image, there’s no reason to daily one over an M5 anymore.
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BMW
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BMW
WINNER 2019
CAR REVIEW
BMW 8 SERIES 80 QCOTY2019 / maqinaonline.com
BMW
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BMW
F
inally, the 8-Series moniker makes a re-appearance after a 20-year hiatus. The first 8-Series is now one of the most sought-after cars on the planet, a timeless classic which will only go up in value over time. People have been asking for a replacement 8-Series ever since BMW discontinued the first one, and they’ve finally decided to give the fans what they’ve asked for. With the S-Class coupe already dominating the market and the Audi A9 rapidly approaching, BMW had no choice but to introduce a new car which would rival those two. However, BMW is at a slight disadvantage here. The 8-Series has a cult following and already wears its legend status proudly, so introducing a successor has to be either done right, or not at all. The new 8-Series had to stick to the first one’s core principles without deviating too much, yet take that same idea and evolve it into something modern. Luckily, they have, hence why it’s one of our nominees for car of the year.
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“
THE 8-SERIES HAS A CULT FOLLOWING AND ALREADY WEARS ITS LEGEND STATUS PROUDLY
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BMW
Exterior
All I can say is pictures don’t do the BMW justice. It looks good in pictures, but it’s absolutely stunning in real life. A 2D piece of paper (or screen) can’t even begin to capture the slight details adorned on the new 8-Series. On most pictures I’ve seen it looks like, dare I say it, a rather normal BMW. It wears the BMW corporate fascia rather well, but it’s nothing to write home about. Seeing one in person for the first time though, it’s bound to catch your attention, that much I assure you of. For starters, there’s the way it’s proportioned. The headlights for instance look too large on pictures, but due to the way the front fascia is shaped, they flow around the edges and are a perfect match for the design.
It’s the same thing with the twin-kidney grille. It works extremely well with the two large air dams on the bottom of the bumper and the two creases on the hood. Speaking of that hood, can you notice how long it is? It further accentuates the sleek body lines of the new 8-Series, especially that sloping rear roofline and those rear quarter panels. The rear has a relatively flat decklid to suit those thin taillights. The bumper houses a big license plate recess and vertical slats on either corner, with the massive exhaust pipes gathered in the diffuser-like element. BMW’s new flagship may just be their best looking car from their current lineup.
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Interior Here’s where things get interesting. The 8-Series isn’t a sports car, but a big GT car. As such, a lot of emphasis is placed on comfort and luxury. The cabin therefore isn’t a simple rework of the last 6-Series, but rather a whole new take on where BMW aims to head in the future. The center console is extremely wide and it rises toward the dashboard, to create a big visual separation from the driver and the front passenger, just like on most supercars. The dashboard has been flattened to give you greater visibility and a neater-looking cabin free of unnecessary clutter. The top houses the 10.25-inch touchscreen which has been elegantly integrated into the dash itself. Combined with the 12.3-inch instrument cluster display behind the steering wheel, you get a massive interface which expands more than half of the car’s width by which you can control the iDrive system. The instrument cluster itself is probably one of the best pieces of technology on any car currently on the market. It’s difficult to describe just how smooth and clean it is. Effortless is the word I’d use. The sport seats are fitted as standard and offer plenty of side bolstering, but still emphasize comfort. The M850i xDrive is the first 8-Series to hit the market, and it comes with several options such as M pedals, BMW Individual Headliner, and special floor mats. The standard audio system offers eleven speakers and a digital amp, but audiophiles will adore the optional Harman Kardon Surround Sound System with 16 maqinaonline.com / QCOTY 2019 speakers.
BMW
Engine & Performance Let’s get one thing straight from the beginning: the 850i xDrive is not designed to be the fastest, most capable 8-Series. That’s the M8’s job. Despite all of that, the new 850i is still one of the quickest big GT’s on the planet. BMW has opted to use the trusty 4.4-liter twin-turbo V8 found in the F90 M5, in this guise producing 523 horsepower and 749Nm of torque. The engine has a new aluminum-alloy block, variable valve control, doubleVanos variable camshaft timing, and a special flap-controlled exhaust system. The turbochargers are new as well. The sprint to 100 km/h takes just 3.6 seconds, just 3 tenths behind the AMG S63, despite BMW aiming it at the S560 Coupe which it absolutely annihilates. The top speed is naturally limited to a “sensible” 250 km/h. Power is sent to all four wheels via an eight-speed Steptronic Sport transmission with wide ratios. The xDrive has been specifically tailored to the new 8-Series, and can deliver 100 percent of all available torque to the rear wheels when needed. It’s also got a rear diff which improves traction in slippery conditions without limiting fun when you’re in the mood for a spirited drive.
Conclusion BMW did the original 8-Series justice with this new car. It embodies everything its predecessor did. It’s comfortable, extremely luxurious, and almost unnecessarily fast. Simply put, you won’t be able to use half of its performance let alone all of it on the public road. But I guess that’s why we love it so much. It’s got everything in excess, including character, which I really thought it wouldn’t.
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BMW
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CH E V R O LET
WINNER 2019
BEST PERFORMANCE SUV
CHEVROLET TAHOE RST 88 QCOTY2019 / maqinaonline.com
CHEVROLET
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CH E V R O LET
L
arge vehicles are presently in great demand. As such every automobile manufacturer is looking to gain supremacy with the introduction of their latest SUV models. Among the many companies fighting for glory is the American company Chevrolet. To be competitive amongst the other great manufacturers Chevrolet released the Tahoe RST and it is one of the best SUVs you could get from Chevrolet. Let’s take a look at some of its features.
“ IT IS ONE OF THE BEST SUVS YOU COULD GET FROM CHEVROLET
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CHEVROLET
Exterior
At first glance, you can immediately recognize the Tahoe thanks to the wide grille at the front and the unmistakable Chevrolet logo in the middle of the grille. Overall the shape of the SUV is boxy making it look bulky and huge. From the rear, the Tahoe RST looks like a regular Tahoe with some minor changes to the badging. But the road presence of this vehicle cannot be denied. You take it outside and people will notice. The major defining factor of the Tahoe RST is that the vehicle has a black grille, black windows, black 22-inch wheels. The RST version is basically a visual upgrade to the vehicle.
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CH E V R O LET
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CHEVROLET
Interior On the inside, the Tahoe has a decent appearance. There is a nice touch of leather on the dash and steering wheel while wood accent paneling can be seen in specific places. The cabin is spacious with lots of headroom and legroom for the driver and the first passenger. Space is equally ample in the second row of the vehicle. The dashboard has a modern infotainment system that allows you to access navigation, radio, stereo and make calls. The infotainments system has a touchscreen but there are a few buttons and knobs provided for the driver for quick access to the various functions. Just below these functions is the Air-conditioning setup. This part of the center console stretches out to run over the transmission tunnel. On that transmission tunnel, you get cup holders and small storage space all covered and out of sight. Bigger storage space is also provided between the two seats for large items. If you have more people in the vehicle and you are on a long trip, you can always access the overhead screen. This screen is huge and like a TV and can be accessed via special buttons on the roof of the vehicle. We talked about storage space in the Tahoe. You should keep in mind that the Tahoe has more than necessary storage space. The third -row seats are foldable to add more space but if you want more, the second-row seats can also fold down for maximum benefit. maqinaonline.com / QCOTY 2019 93
CH E V R O LET
Engine & Performance Under the hood of the Tahoe RST is the basic 5.3-liter V8 that that makes 355 hp. However, if you have a higher-end Tahoe like the premium version then an RST Performance upgrade can also be opted for which replaces the 5.3- liter engine with a 6.2-liter V8 that creates 420 horsepower and 623 Nm of torque. This setup costs an extra $2820 on an AWD model and it is worth it. The RST package engine is teamed up with a 10-speed automatic transmission. You can also opt for other packages as well to improve the performance of your Tahoe RST, like the Performance Front Brake Kit, Sun, Entertainment and Destination package. The vehicle rushes from 0-100 km/h in just 5.7 seconds. That is better than the standard Tahoe and even better than rival vehicles like the Ford Expedition and Cadillac Escalade. The Tahoe RST has thick and huge tires which are perfect for desert driving. The P285/45R-22 Bridgestone Duelers make it easy for the vehicle to conquer sand dunes as well as tarmac. When it comes to performance the Tahoe RST lacks a bit of juice. The vehicle is huge and has a higher center of gravity so you should expect the SUV to have a bit of understeer and expect it to lose some grip on tight corners. But on straight roads and on off-road conditions the vehicle performs remarkably well. After all, you won’t be taking the Tahoe RST on the track anytime soon.
Conclusion The Tahoe RST is the SUV that a family would want. This vehicle is spacious on the inside right up to the third-row seats. Seldom do any other SUVs have space in the third-row. Furthermore, there are extra entertainment options like the pop-up tv screen that is not found in most other SUVs. The powerful engine is a big plus as well for those dads that are looking for a bit of fun after dropping their kids at school. In short, the Chevrolet Tahoe RST is a complete package for the family.
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CHEVROLET
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F E RR A R I
WINNER 2019
BEST SPORTS CAR
FERRARI PORTOFINO 96 QCOTY2019 / maqinaonline.com
F E R R AR I
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F E RR A R I
N
amed after an Italian fishing village and a famous holiday resort destination, the Portofino is essentially the replacement for the California T, Ferrari’s 2+2 hard top convertible. It’s Ferrari’s third take on what GT cars are all about, and they seem to have the formula right down to an atom. The first California went up against the likes of Bentley’s Continental Convertible and the ever-famous Porsche 911 Turbo Convertible. Although it never sold in the same numbers as the other two, performance wise at least, it was able to keep up with the best of them. A lot of people opposed the idea of a “soft” Ferrari, one meant for enjoyment and pleasure in the real world rather than outright speed or performance. Weirdly though, the California turned out to be one of their best selling and most profitable models. The subsequent California T was a simple refresh of the California, but it included the new turbocharged engine, hence the T in the name. The Portofino then, picks up where the California T left off.
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It’s Ferrari’s third take on what GT cars are all about, and they seem to have the formula right down to an atom.
”
F E R R AR I
Exterior
You don’t have to be an art student to appreciate the Portofino’s lines. Just look at the thing. It uses the same design language as the 812 Superfast and the GTC4Lusso, and to some extent even the 488, but it’s a design which seems to suit the big convertible best. Comparing the Portofino with its predecessor, the California T, is best done when they’re both parked next to one another. Ferrari decided to keep the same three-vent configuration in the bumper, as well as the same basic grille design, but beyond that things change dramatically. The headlights are all-new, and so is the hood, and so are the air dams on either side. The headlights are now more horizontally-slanted as opposed to vertically stacked. That little gap on the outside of each headlight isn’t poor build quality, but an air intake designed to draw air into the front wheel arch and exit at the flank in an effort to reduce drag.
Noticing difference from the side is a bit trickier, but they’re still there. The creases found on the front fenders as well as the doors have been reshaped, and the side skirts are new. They left the rear quarter panel untouched, and I can only thank them for it. It’s what gives the car its aggressive stance, so I’m glad they didn’t mess around with it. It’s a similar story round the back. The taillights have been moved closer to the outside edges of the fascia, and the license plate recess is smaller and much more subtle. Last but not least, there’s a new diffuser which is a lot more aggressive and protrudes from the back by a couple of centimeters. All of those changes, in addition to the bigger vertical fins and the new exhaust pipes, really transformed the car.
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F E RR A R I
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F E R R AR I
Interior
The cabin hasn’t received as many changes as the exterior, though I’d be lying if I said I didn’t like it. Ferrari seems to have gotten interior design to a point where they’re happy at, and so am I. It’s nothing too special to look at, especially compared against a Lambo or an Aston, but it works to such a degree that I simply don’t care. Ferrari absolutely nailed everything that matters to you as a driver. The seating position is spot on. I don’t think any other GT convertible has a driving position which is as low or as “planted” as the Portofino. What I mean by that is that you feel like you’re sitting inside the car rather than on top of it. You’re nested deep in its structure and are intimately directly connected to it.
Then there’s the small matter of the seats, which are on a whole new level. Superbly comfortable but more than enough support to promote spirited driving. The steering wheel feels like they’ve just gotten the one from the 488 and slapped it on here. That, by the way, is a compliment, not a criticism. Unlike in the 488 they’ve softened it up a little, so it’s softer on center and it isn’t as quick to change direction on center. In a word, it’s ideal for road driving.
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F E RR A R I
Engine & Performance
The engine endured the majority of the upgrades over the last car. It’s got new pistons and conrods, as well as a new intake system design. It’s the same base unit as the one found in the outgoing California T, but it’s been taken to new heights of performance. Ferrari reprogrammed the Variable Boost Management too, in an effort to make it even more drivable. The Variable Boost Management maps and adjusts torque delivery by gear, so you get more power in the higher gears and reduced amount of wheelspin in lower ones. Power output is now rated at 592 horsepower, some 30-odd horsepower over the 458, and 40 horsepower over the California T.
Acceleration is of the scary variety. The sprint to 100 km/h takes just 3.5 seconds and it will top out at 320 km/h. Changes run even deeper than that however. The third-gen electronic rear diff (E-Diff3) found its way into the Portofino too, and so did the F1-Trac system. The Portofino also makes use of the Electric Power Steering, a system which reduces steering ratio by 7 percent, and is the first Ferrari GT car to do so. Other features include the magnetorheological damping system (SCM-E), and some revamps to the existing tech.
Conclusion It’s the GT car for people who don’t like a BMW 6-Series convertible or an S-Class convertible. It’s the last word in luxury grand touring, but if you ask me, it’s worth every penny of what Ferrari’s asking for it.
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F E R R AR I
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GE NESIS
WINNER 2019
BEST MID-SIZE SPORTS SEDAN
GENESIS G70 104 QCOTY2019 / maqinaonline.com
GENESIS
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GE NESIS
I
ntroduced back in 2015, the Genesis brand branches off from Hyundai and acts as their premium division. Think of what Lexus is to Toyota or what Infiniti is to Nissan and you’re nearly there. The G80 was the brand’s first fully-fledged independent product and despite some reservations, it managed to deliver on all fronts. Critics didn’t have a lot to criticize, and it was the same exact story with the G90.
And while the G80 and the G90 continue to do battle in the premium full-size luxury segments, it’s now Genesis’ turn to attempt and dominate the mid-size premium segment. Rivaling a C-Class and the ever-favorite 3-Series is no easy task, especially for such a relatively new company such as Genesis. With recent news suggesting the G70 might be Genesis’ last sedan for the time being in favor of launching an all-new SUV lineup, the expectation for it to perform is certainly high.
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“ IT’S NOW GENESIS’ TURN TO ATTEMPT AND DOMINATE THE MID-SIZE PREMIUM SEGMENT
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GENESIS
Exterior
Like them or not, Genesis seems to have an extremely capable design team. Much like the G80 and the G90, the G70 is one of the better-looking cars in its respective segment. A lot of people have been criticizing the Germans and even the Japanese for building cars which are too similar, but that isn’t the case with the Koreans as evident by the G70. Obviously, it shares most of its cues with its bigger siblings, but it’s not like you’re bound to mistake it with a BMW anytime soon. I do have to say, I really appreciate the G70’s proportions right from the start. Because it’s more compact, Genesis’ design language seems to suit it a little bit better. The front is mostly dominated by a large grille with a really interesting mesh pattern. There’s a lot of space between the mesh squares so you can quite clearly peek inside and see the car’s inner workings. It looks aggressive and unique, especially in broad daylight.
The lower bumper is quite interesting too, since it seems to blend with the top half almost seamlessly. I especially love the vertical openings on each side which match the beautiful vertically-stacked LED foglights. The headlights use two individual LED strips for the DRLs on each side, and naturally they also house projectors for the main lights. The rear is somewhat similar to the current C-Class in more ways than one, but I don’t think that’s necessarily a bad thing or something to flag Genesis for. The rear quarter panels have the same creases making the car appear more planted, and the taillight design is neigh-on identical to a non-car person. Genesis wants to point out they’ve been inspired by the G80, and they have, but making a comparison with the obvious Merc is unavoidable since these two are rivals. The diffuserlike element on the lower portion of the bumper matches the front fascia perfectly.
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Interior Being a Genesis product, you’d expect to find a sized-down version of the G80 inside the G70, but you’d be dead wrong. Yes, they share some details, but for the most part the G70 is immediately distinguishable from its bigger sibling. I want to start off talking about the dashboard and how clean and simple it is. Seriously, just look at it. No unnecessary clutter anywhere. The center console is mostly driver-oriented, neatly organizing all of the controls to be in easy reach. The materials used feel superb too. The simple aluminum door handles feel like something you’d find on an equivalent Mercedes, and the quilted leather door panel inserts might be the best I’ve seen in this segment. The Nappa leather wrapped seats are standard, but they haven’t skimped on anything else either. Most of the surfaces are covered in some sort of softtouch materials, so you’re never exposed to rough plastic as a passenger in the G70. The seats are fitted with Genesis’ smart posture control system, so they automatically adapt to the driver’s body information. As with any premium car, noise, vibration, and harshness (NVH) are kept at a minimum. This might be a sporty sedan, but comfort and tranquility rank high. maqinaonline.com / QCOTY 2019 109
GE NESIS
Engine & Performance
The G70 comes with two engine choices. The first is a 2.0-liter turbocharged four-cylinder making 252 horsepower and 353 Nm of torque, placing it well above most run of the mill 3-Series engines apart from the 335i and the 340i. The 3.3-liter twin-turbo Lambda V6 unit found in the more powerful G70 develops 365 horsepower and 509 Nm of torque. That places it conveniently well above BMW’s range-topping 340i which produces ‘just’ 324 horsepower. Both motors get an eight-speed auto with paddle shifters behind the steering wheel, and you can even opt for an all-wheel-drive system even though it’s rear-wheel drive as standard. The best of the best, the 3.3T Royal Sport trim even comes with Brembo calipers for maximum stopping power. Going into the G70, I don’t think anyone expected it to beat the Germans at their own game. Although it’s fast, nothing can rival a 3-Series in terms of driving dynamics… right? Wrong. The G70 has all the poise and balance of the BMW with a fraction of its heritage. I’m not sure I’ve driven any other midsize premium sedan (apart from the BMW) which handles the way the G70 does. The long wheelbase means it’s really predictable and responsive, but the front end communicates and sends you a lot of feedback through the wheel. All in all, it’s quite a shocker how well the G70 attacks bends.
Conclusion
It’s got everything, doesn’t it? It looks ace, has the cabin to match, and more than enough performance for me to comfortably claim it’s better than any non-performance German out there (M, AMG, RS). The G70 is the definition of an underdog taking on the might of the favorites, and beating them.
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GENESIS
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HO N D A
WINNER 2019
BEST SEDAN
HONDA ACCORD
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HONDA
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HO N D A
C
an you believe it has been over 43 years since Honda introduced the first Accord to the compact market? Yes, the Accord was originally considered a compact, but over the course of ten different generations it has come to occupy and dominate the mid-size sedan segment. Although it’s widely considered to be the benchmark car to beat in its respective segment, things haven’t been going as smoothly for Honda as they would have hoped. The last generation Accord was on the market for just four short years. Deciding they had to fix its shortcomings, Honda completely redid the car for 2018 and launched what is now the Accord in its tenth generation. As well as a fresh design and a new cabin, they also ditched the V6 engines in favor of more efficient turbocharged four-cylinders, and a new transmission. All of that will come later, but first thing’s first, let’s start with the design.
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HONDA COMPLETELY REDID THE CAR FOR 2018 AND LAUNCHED WHAT IS NOW THE ACCORD IN ITS TENTH GENERATION
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HONDA
Exterior Visually, the new Accord is much more appealing than the car it replaces. Honda made a massive jump in design with the ninth-gen Accord, but big changes aren’t always necessarily better. People generally disliked the design and thought it looked weird and a bit alien-like. The front end had all sorts of shapes and the headlights didn’t even look like they belonged on a Honda at all. The tenth-gen car is much more appealing in that respects, since it goes back to what Honda’s all about. The front end is dominated by the massive jewel-eye headlights which are connect via a gloss-black trim spanning the entire width of the car. The big grille makes the Accord look like a big smiley face, but I like how quirky it is. The new angle of the C-pillars gives off an almost fastback-like appearance, something you’d find on a lot of German cars like the CLS or the A7. Luckily there are no fake vents like the ones found on the new Civic, and I can only thank Honda for that.
The overall shape is the same as the last generation, but the side profile is dominated by two distinct body lines, one below the waistline and one running down just above the side skirts. It has this really nice hunchback look, almost like a big cat resting, squatting down getting ready to pounce and attack. The rear has an interesting appearance too. The taillights mimic the design of the front corner intakes, but in real life they’re a lot more impressive than they are in pictures since they have this 3D depth about them that 2D images can’t portray. The two exhaust outlets either side are a nice touch and fit the Accord’s angular shape rather well.
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HO N D A
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HONDA
Interior
Here’s where Honda spent most of their and money. The cabin has been thoroughly revamped and anyone who’s been in a ninth-gen Accord will testify to this. The overall feel and look of the cabin is that of a premium, luxury mid-size sedan. This isn’t a grandma Accord anymore. The materials used are plush and soft to the touch, and you can’t fake that unless you actually use nice, high-quality fabrics and plastics. The design is equally brilliant, with a massive horizontal dash and a clean center console free of any sort of clutter. That floating-dash look we see on most German cars is further accentuated here by the eight-inch infotainment display propped up above the center console. It looks a bit futuristic, but I mean that in the best way possible. The two-tone design of the cabin adds a lot of character, normally absent from dull all-black German interiors. You have to experience the new Accord to truly appreciate just how much space it offers. We’re getting to the point where midsize sedans have more room than full-size limousines did just a decade ago. Seriously, the Accord is so big five adults and their entire luggage can comfortably go on a cross-country road trip without even thinking about it. The creature comforts and amenities inside make life easier too. There’s Apple CarPlay, Android Auto, and HondaLink as standard. If you go for the Touring trim you’ll also get Wi-Fi hotspot, 4G LTE internet and a seven-inch heads up display.
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HO N D A
Engine & Performance
Although some people might be upset that the new Accord doesn’t offer a V6, the two new four-cylinder engines make more sense on every level. They’re more refined, more powerful, and a whole lot more efficient. A 1.5-liter four-cylinder in a relatively large car such as the Accord might sound ridiculous, but that’s before you learn the engine makes 192 horsepower and 260 Nm of torque. Full torque is offered at just 1,500 thanks to the turbocharged nature of the engine. In the real world, the 1.5-liter is able to keep up with just about anything on the road under normal driving conditions. If you want or need more power though, there’s always the 2.0-liter four-cylinder pushing out a respectable 252 horsepower and 370 Nm of torque. That’s more power than the FD2 Civic Type R made just a few years ago, and anyone who claims it isn’t enough should go out and test drive a new Accord. The smaller engine gets mated to a CVT sending power to the front wheels but you can opt for a six-speed manual. The bigger 2.0-liter features the brilliant ten-speed auto but here too you can get a six-speed manual with the sport trims. Honestly, as much as I advocate for manuals and driving involvement, the ten-speed is a no-brainer in a car like the Accord. The suspension is on the sportier side too, something not a lot of people expect when getting inside the new Accord. It’s not harsh or unsettling by any means, but it rides with much more composure than you might think. It controls its body roll quite well and it likes to dart around, so it’s nimble and agile.
Conclusion A return back to form from one of Honda’s greatest hits. The Accord remains the benchmark for a reason… well, several reasons as a matter of fact.
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HONDA
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HO N D A
WINNER 2019
BEST CROSSOVER
HONDA HR-V
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HONDA
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F
ollowing the CR-V’s massive success in the mid-to-late nineties, Honda decided to launch a smaller, more compact version of their formidable crossover. Called the HR-V, the first-generation was this quirky little three-door compact which seemed to split the market down the middle. People either loved it or hated it, there was no in-between. Fast forward to 2015 and after a nine year hiatus since Honda decided to stop production of the first HR-V, they introduced the second generation, except this time they decided to go for the more conventional route. The new car was more ordinary-looking and a lot more common, but it did what it needed to do. It sold in big numbers and it made Honda profit. After four years it was time for a midlife facelift, so for 2019 the HR-V brings substantial changes. With minor exterior tweaks and technology updates inside, Honda also decided to switch up their trim lineup. Sport and Touring were added to the HR-V model, expanding the lineup to LX, Sport, EX, EX-L, and Touring, in that particular lineup.
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AFTER FOUR YEARS IT WAS TIME FOR A MIDLIFE FACELIFT, SO FOR 2019 THE HR-V BRINGS SUBSTANTIAL CHANGES
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HONDA
Exterior Although it’s nowhere near as quirky as the first-gen car, the HR-V is still reasonably funky, especially now that it’s received a minor refresh. The HR-V shares more with the Jazz than it does with the CR-V, but it’s a lot closer to the latter in terms of the way it looks. The overall shape and dimensions haven’t been altered too much, but park it next to a pre-facelift car and the changes are apparent. The front fascia wears a new grille and a slightly different headlight design for instance. The LED headlights are similar to those found on the Civic, and you now have two options to choose from: full LEDs for the Touring trim or LED-accentuated headlights for the rest of the lineup.
The HR-V isn’t a car you adore like you did the first-gen, but a car you respect and admire. It’s so many things to so many people it’s hard to classify it into one segment. Yes it’s a compact crossover but it’s a family car, a workhorse, and even a mini off-roader. Overall Honda has done an amazing job with the styling considering the segment. Take a look at its rivals and you realize the HR-V is actually one of the most conservative and normal-looking cars currently. The Juke looks like an alien and the Soul has that weird and quirky vibe going on. Whether that works for it or against it is up to you to decide.
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Interior
The cabin combines elements from the CR-V and the Jazz, but the majority of the styling features are actually exclusive to the HR-V itself, something which surprised me and caught me off guard. For the most part it just feels like a Honda inside which is another way to say sturdy. It feels like it’ll outlast anything you’re able to throw at it with how well put together the whole cabin feels. The steering wheel design is familiar from other Honda models and so is the instrument cluster, but the passenger-side dashboard feels new and different. The center stack has been revamped too, mostly in an effort to make controls more ergonomic but to further boost its design as well. The blend of Jazz and CR-V materials feels better than it sounds on paper. They used some hard plastics where you don’t generally see or touch, but they’ve been clever to use CR-V sourced materials for all the controls and interface points. What makes the HR-V stand out is located in the boot. Well, not in the boot, but the actual boot space itself. Because of the innovative platform design, center-mounted fuel tank, and the reconfigurable second-row “Magic Seat”, the HR-V can brag with one of the most spacious cabins in its segment. Considering how valued space and practicality are in the world of compacts, that’s definitely a major plus for the HR-V.
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Engine & Performance
The little 1.5-liter four-cylinder from the Jazz has been replaced with a bigger 1.8-liter unit making 139 horsepower and 172 Nm of torque. It’s not a lot but it is enough for the relatively light HR-V. The sprint to 100 km/h is dealt with in 10 seconds and flat out it will hit 190 km/h. Both respectable figures but nothing to write home about. Power is sent to the front wheels through a CVT and Honda has ditched the manual option since not a lot of people bought an HR-V with it. I know the CVT gets some hate in the car community for being dull and boring, but Honda worked hard on it and the revised unit feels much better now. It’s more refined, less noisy, and just an all-around nicer package to live with. It’s incredibly efficient and silky smooth too. Instead of you choosing the gearing the engine chooses a rev band and the gearing changes accordingly. It’s a bit weird to get used to at first but it quickly becomes second nature once you’re accustomed to it. Is it as appealing to drive as something like a Mazda CX-3? You could argue that it isn’t as sporty, and you’d be right, but who buys a compact crossover to feel sporty? The CVT works brilliantly on a road car designed for efficiency, so I have no issues claiming the HR-V is a brilliant little car. It’s nimble and agile, something which is especially noticeable in city centers.
Conclusion A great car, probably the best compact crossover there is, as long as you don’t expect any sportiness. It will wow you with its interior space and its efficiency, but let’s not forget Honda’s remarkable reliability record as well.
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HONDA
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CAR REVIEW
HONDA PILOT
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he Honda Pilot made its first debut back in 2003, launched and marketed as the CR-V’s slightly bigger sibling. It was designed and built to satisfy specific market demand, but as the SUV segment grew and expanded, so did its popularity. Today, the Pilot lives alongside the CR-V as an alternative for people who want more space and practicality but don’t want to move up to full-size SUVs. After undergoing two generations, Honda decided to introduce a third-gen model in 2016, with a lot of new changes. It was effectively an all-new platform with many new changes, but they’ve been constantly upgrading it ever since to keep it as fresh and as new as the day it came out. The second-gen Pilot wasn’t a massive success for Honda. It sold reasonably well but it didn’t have the crazy market share the CR-V, the Civic, or the Accord have. The new model addressed most of the issues with its predecessor, and here’s how.
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THEY’VE BEEN CONSTANTLY UPGRADING IT TO KEEP IT AS FRESH AND AS NEW AS THE DAY IT CAME OUT
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HONDA
Exterior Visually, the third-gen Pilot is a far cry from the old one. It’s much more modern in every single way. The design is more in line with what Honda builds at the moment and is less boxy and cumbersome that it was before. Although it slightly grew in size compared to the last car, its proportions don’t make it appear bulky. In fact, it’s what you might call slick and attractive. It seems Honda wasn’t kidding when they said they’d bring a “dramatic shift in design” following the second-gen Pilot. The front end is similar to the CR-V, with the exception of the little lower LED accents in the lights which are missing from the Pilot. The grille consists of three horizontal chrome slats, and the upper blade extends further into the headlamps. The rest of the design is bespoke to the Pilot however, everything from the turn signals and the side inlets, to the centrally-mounted air dam give the Pilot an edge over other Hondas.
The rear is a massive departure from the old Pilot, probably the biggest. There is not a hint of CR-V styling elements either, which is surprising given how keen manufacturers are to slap their corporate fascia on everything they make nowadays. The sloping roofline and the slanted rear tailgate add some muchneeded sportiness to this SUV, and the revised taillights help bring the Pilot back into the 21st century. Elsewhere the Pilot receives new LED headlights with auto high beam, and a box you can tick if you want the optional LED DRLs. It even comes with 20-inch wheels if you’re willing to spend extra money on your Pilot’s appearance.
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Interior
The cabin also borrows some elements from the CR-V, which given how well Honda’s best-selling crossover seems to be doing right now, is no bad thing you’ll agree. The whole interior has been elevated to a whole new level. It now feels more premium and expensive than it ever did, even though the basic layout has been kept the same. The Pilot’s biggest selling point is its practicality. Even with all eight seats in place there is ample boot space for an entire weekend getaway. Cramming three adults in the rear-most row is only recommended for shorter distances, but kids would absolutely love it back there. The fact of the matter remains that the Pilot is one of the largest vehicles in its class, a point which bodes well with large families. In terms of technology, you can now find an eight-inch touchscreen equipped with Honda’s latest Android-based OS. The new Honda Satellite-Linked navigation works even better than before, with improved graphics and capabilities. The rear gets a 9-inch infotainment system with DVD and Blu-Ray, but both are optional. Let’s not forget that you can opt for captain’s chairs for the second row if you don’t need the extra space and would rather expand on the already luxurious cabin.
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Engine & Performance
The Pilot’s 3.5-liter V6 has always been the crowning jewel of the whole package, so it’s no wonder Honda decided to stick with it. In this iteration, it makes 280 horsepower and 355 Nm of torque, which is more than enough for any situation. Power is sent to the front wheels in standard trim but you can opt for an AWD system if you prefer the added safety. The six-speed auto has finally replaced the old and tiresome five-speed, but customers can also tick the box giving them a new nine-speed box. I’d stick with the six-speed since it’s proven and tested. Very few people will actually take their Pilot off-roading, but it’s nice to know that it can handle a trail without falling apart. For more serious off-roading you’re going to need the AWD version for the extra traction it offers on slippery surfaces. Thanks to a selectable drive mode including normal, snow, sand, and mud, the Pilot will almost always get you out of any sticky situation. As far as its on-road manners are concerned, it drives just like a CR-V. No nasty body roll or sudden tendencies to understeer. It’s not a sportscar but it is rewarding to drive despite its chunky size. Ideally, it just wants to cruise and its suspension would back that statement up. It soaks up the bumps nicely, without breaking a sweat.
Conclusion
Another track for the greatest hit album from Honda. It’s not as sporty as the CR-V nor is it as affordable, but if you need the extra space, look no further.
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WINNER 2019
BEST COMPACT PREMIUM SUV
JAGUAR E-PACE 138 QCOTY2019 / maqinaonline.com
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emember when we mocked Jaguar and Bentley for making an SUV? Well that backfired didn’t it? Nowadays even the likes of Rolls-Royce and Lamborghini have joined the SUV party, and when you consider Ferrari recently announced they’d make one as well, you realize we’re definitely living in the era of the SUV. Jaguar’s F-Pace gathered more popularity than even Jaguar themselves thought it would, and in order to build on that wave of momentum, they decided to introduce a smaller crossover to slot in below the F-Pace. They made the announcement back in May of 2015, but for a few years we didn’t hear anything else. Then, early last year, it finally broke through. I’ll be honest in saying I didn’t except a lot. I knew it would be good, but to compete against the Audi Q3, the Mercedes GLA and the Lexus NX of all things, it had to be exceptional. After all, those models were already heavily rooted in the mid-size crossover segment and held most of the market shares. So, when I finally got a chance to drive the new E-Pace I had a preconceived notion of what I’d find. Needless to say, I was very, very wrong.
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WHEN I FINALLY GOT A CHANCE TO DRIVE THE NEW E-PACE I HAD A PRECONCEIVED NOTION OF WHAT I’D FIND. NEEDLESS TO SAY, I WAS VERY, VERY WRONG.
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Exterior
Beauty is subjective and everyone has different standards, but I can honestly say that, objectively, the E-Pace is one of the most stunning crossovers on the road. This isn’t just based on my own personal preference either. No other crossover in its class turns heads as much as the E-Pace does. Let me put it to you this way. When was the last time you turned around to see a BMW X1 or an Audi Q3? You’ll maybe turn around for an NX or an Infiniti QX30 if you’re a car guy and you know what it is, but you don’t need to be an enthusiast to be mesmerized by the E-Pace. The language of appeal is a universal one. The E-Pace drips and oozes with character in a way the others just can’t match. It feels special and unique.
You park it somewhere you can regularly check on it, but not just because you’re worried about burglars, but because you want to look at it and admire it. It’s a weird thing. I never thought I’d be writing this about a crossover. It’s usually about an R8, an F-Type or a 911, those sorts of cars. Well done Jag. The design language has been obviously heavily borrowed from the F-Pace and the F-Type, but if anything it suits the smaller body shape of the E-Pace even more. If there’s one thing I have some gripes with it’s the side profile. The rear overhang seems just a tad too short. On the whole though, this is definitely an A+ effort.
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Interior Have you ever seen such a cabin in a relatively small crossover? I certainly haven’t. I won’t claim it’s better than any of the Germans quality-wise, because it isn’t, but it’s up there. Where the E-Pace stands out is the way Jaguar has given the cabin its own unique flare. I’ve sat in a ton of crossovers over the years, and I’ve never felt as special as I did in the E-Pace. I’ve definitely been in nicer cabins with much more expensive materials and sportier designs (NX and GLA spring to mind), but I’ve never been in a crossover which made me feel the way the E-Pace did. Everything from the supportive yet comfortable seats to the steering wheel lifted from the F-Pace feels perfect. There are no chinks in the E-Pace’s armor. The cabin is somewhat crowded compared to other competitors in this segment, but it’s a lot roomier than you’d ever expect it to be purchasing a crossover. In many ways, the cabin is more in line with what I expect in a sports car rather than a luxury crossover. Jaguar found their place in the market, and I’m glad they’re sticking to it. The 10-inch Touch Pro touchscreen is standard, and so is the 12.3-inch TFT instrument cluster. Both are clear and intuitive. I’ll be honest in saying I prefer both Merc and Audi’s infotainment system over the Jag’s, but once you get used to it it’s really not bad at all. Audiophiles should opt for the premium audio system developed in coordination with Meridian. One option I’d definitely tick if it were my money would be the TFT head-up display. maqinaonline.com / QCOTY 2019
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Engine & Performance
The E-Pace comes in three different flavors: P200, P250 and P300. All of them utilize a 2.0-liter turbocharged four-cylinder in different states of tune. The base P200 makes 197 horsepower and can crack 100 km/h in 7.7 seconds. The mid-range P250 develops 246 horsepower and gets to the same 100 km/h in just 6.6 seconds. The flagship P300 produces an extremely healthy 296 horsepower and can manage the sprint in just 5.9 seconds. That’s hot hatchback territory. Base units are front-wheel drive from the factory but you can spec the new E-Type with a four-wheel drive system courtesy of the JLR D8 platform (the same one the Evoque uses). The 9-speed HP automatic transmission does a great job, but I will admit it’s not as great as the lighting-fast ZF found in most of its rivals. There’s nothing wrong with it, it’s both fast and smooth, but we’ve been slightly spoilt by the brilliant ZF over the years and we’ve grown accustomed to it. The one drawback the E-Pace has also turns out to be its major advantage. The ride is harsh and stiff compared to most of its rivals, but as a result it’s easily the sportiest of the bunch. Forget about the X1, the Q3 or the Volvo XC60. If you enjoy driving go for the E-Pace, don’t even give it a second thought. The ride isn’t so harsh that it’d put me off purchasing an E-Pace.
Conclusion
The best crossover for driving enthusiast by a country mile. What a first effort from Jaguar. They proved the F-Pace wasn’t just a one-hit wonder. The E-Pace backs that up and further cements Jaguar as a manufacturer which is finally here to stay for, hopefully, a long time.
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J AG U AR
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CAR REVIEW
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I
f there’s one brand which managed to catch me by surprise over the last couple of years, it has to be Jaguar. They’ve been churning out one hit after another. A company which was seemingly going nowhere during the early 2000’s somehow managed to pull off a miraculous 180 and become one of the most desirable brands in the world… yet again. It all started with the shift during the late 1990s, when people saw SUVs as viable daily drivers and performance cars were just starting to outsell luxury ones. Jaguar, being a company focused solely on luxury, struggled to keep up with the sportier Germans and Japanese. Although they slowly but surely started working on improving their existing model lineup, the saving grace came in the form of the new F-Type. Launched back in 2013, the F-Type was supposed to be the spiritual successor to the E-Type. Many people wondered if Jaguar could pull off such a tremendous feat. It was a make or break moment for Jaguar, but it turned out to be the car which put them back on the map. New XE/XF models followed and things really took off from there. The XE is no longer just an alternative to the 3-Series or the C-Class, but a genuine rival which manages to beat the Germans at their own game.
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THE XE IS NO LONGER JUST AN ALTERNATIVE TO THE 3-SERIES OR THE C-CLASS, BUT A GENUINE RIVAL
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Exterior
Visually, it’s one of the best looking cars in its respective segment. It doesn’t matter if you like or dislike the way it looks, since it’s a proven head-turner. I’ve driven a lot of BMWs and Audis, but none have snapped as many necks as the XE does (M and RS variants excluded). It’s just a beautiful car, that’s all there is to it. From any angle it’s nothing short of breathtaking. I remember seeing one in white with black 18inch wheels a while ago rolling down the street, just cruising. It looked stunning. The current Jaguar design language obviously lends itself nicely to a sedan body shape. Out of all three sedans in Jaguar’s lineup right now, the XE is the one which looks the best to my eyes.
It’s got the nicest proportions since it’s more compact than the XF and the XJ, and that front fascia is a thing to behold in person. The current XE is actually the first car to utilize the new JLR D7a platform, a platform which now finds itself underneath the XF, the F-Pace, and the Range Rover Velar. Although the current gen car was first launched back in 2015, thanks to constant updates it still looks as fresh and modern as it did four years ago. There’s a new one coming out in a few years’ time, but at the moment, I’m not complaining.
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Interior Every time I get in a Jaguar I’m immediately reminded why they’re the best in the business when it comes to cabin design. You can tell they’ve leveled up as a company, but the heritage and tradition are still there. Luxury and comfort is still very much a part of this company, and it’s a legacy they’re proud to own. The cabin oozes with quality. It’s difficult to describe with words since you have to experience it to know what I’m on about. There’s a general aroma of ‘premium-ness’ that you can’t find almost anywhere else. It makes you feel special and important. I love the dash design and how sleek and elegant it is. The way it sort of melts downwards, making space for that high waistline extending from the windows wrapping around it. You get the sense of sitting lower in the car than you actually do. It feels planted and secure. The seats might have something to do with that too. For years BMW and Lexus dominated the scene, but Jaguar has now joined them. These things are absolutely superb. Unbelievable amounts of support without sacrificing comfort. It’s like some sort of witchcraft. Space is plentiful but don’t expect 5-Series level of comfort. If you want more space or luxury go for the XF. The XE competes with the 3-Series and as such, it emphasizes performance a lot more. That being said, five adults can travel in the XE comfortably all day long, with plenty of room for their entire luggage. maqinaonline.com / QCOTY 2019 151
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Engine & Performance
The XE comes in five different flavors. The base engine with the Jag XE is a 2.0-liter turbocharged four-cylinder Ingenium motor producing 200 horsepower in the XE 20t, 250 hp in the 25t, and 300 hp in the 30t. Power is sent to the rear wheels via a ZF eight-speed auto transmission, the very same unit used by the likes of BMW and Mercedes. The new Ingenium engine is nothing short of a masterpiece. It’s eager to rev, has mountains of torque low-down, and is more than capable of pulling the relatively light XE chassis even in 200 horsepower guise. Naturally, the 300 horsepower is the one to go for if you must have a four-cylinder and ultimate power. If you can afford to spend a bit more money though you can also have the XE S. It’s equipped with a 3.0-liter supercharged V6 capable of making 380 horsepower and 450Nm of torque. It uses the same ZF transmission but thanks to much more power it can hit 100 km/h in just 4.8 seconds. The top speed is naturally limited to ‘just’ 250 km/h. I honestly believe Jaguar has reached a point where their cars are as good to drive as BMW’s or Mercedes’. The XE has no chinks in its armor. It feels rear-wheel driven even when you’re not really pushing it, it has a lovely neutral chassis, and I reckon has both the 3-Series and the C-Class pinned when it comes to chassis subtleness.
Conclusion
It’s the performance/luxury sedan for the person who wants to stand out. It’s the car for the person who isn’t afraid to make bold choices. Ultimately, it’s the car for the person who wakes up in the morning, opens the window curtains, and admires his purchase. Because let’s be honest, would you ever look at a 3-Series and think it’s as special as the XE?
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J AG U AR
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K IA
WINNER 2019
BEST OFF-ROAD 7-SEATER
KIA TELLURIDE 154 QCOTY2019 / maqinaonline.com
KIA
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W
ow, just wow. If you’re not blown away by Kia’s latest Telluride unveiled at the 2019 Detroit Auto Show, you don’t understand how big of a leap this car represents. Although Kia has been slowly migrating into the world of premium manufacturers, the Telluride just catapulted them straights at the top on the same table with the big boys from Germany and Japan. The Telluride is based on the Telluride concept but Kia has largely modified it for production purposes. It can seat up to eight people with room to spare, but it’s actually not that much bigger than a Sorento. This places it in an interesting spot in the market. It competes with the redesigned Honda Pilot and VW’s new Atlas, so it isn’t a full-size SUV like the Escalade.
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KIA
Exterior Take one glance at the Telluride and tell me it doesn’t look expensive, I dare you. If you take off the Kia badges you can easily mistake it for a Cadillac or a Buick. It has that American vibe to it, and I mean that in the best way possible. It looks as exquisite as anything else it’s competing with. In fact, we found that it turned more heads on the streets than some of the supercars we’re lucky to test, and it certainly turned more heads than the established range of SUVs like the Honda Pilot or any VW SUV. It’s so new and fresh people stare at it and they seem to be genuinely shocked when they see the little Kia badge pop up. The front fascia wears that trademark “Tigernose” grille all Kias do, but it doesn’t have the full chrome shroud like the concept. The headlights have been redesigned too, with LED projectors inside which occupy two distinct ‘rows’.
The long hood has a raised center section which accentuates the Telluride’s sporty nature. The profile look is almost identical to the one found on the concept, but that’s not a bad thing as most of us thought the concept looked great. The tall beltline and the kink in the quarter window give it a healthy dose of aggression. Kia has decided to retain the concept taillights round back and we’re glad they made that decision. The slim LED strips which run from the top to the bottom add a cool effect and look brilliant at night. The tailgate has been made sportier, just like the spoiler. The diffuser-like element is finished in grey to remind people that this is still, in fact, an off-roader, even though very few people will take it off-road.
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Interior They had to tone things down in the cabin, but that’s the way it goes with concept. Ridiculous features and unrealistic designs have to give way to production-ready elements, and we respect that. The fact of the matter is that the Telluride remains a nice place to spend time in. The materials are superb and everything is well put together. It comes with simulated brushed metal and matte-finished wood to give a premium look, and you can spec a lot of double-stitched, quilted, extra-padded Nappa leather upholstery if you want to go all out. Heated and ventilated first and second-row seats are optional but they’re well worth it if you ask me. The dashboard, center console, and steering wheel design are all identical to the recently redesigned K900. If you saw how much we liked and praised that car, you’d know I mean that as a compliment. Most manufacturers, even giants like BMW and Mercedes, share designs and materials between their expensive cars (like the 7-Series and the X7), so it’s no wonder Kia decided to take the same route. The flagship trim gets a 10.25-inch infotainment display which is optional in the lower two trims, but it includes a rear-view mirror monitor and parking guidance. Apple CarPlay and Android Auto are standard for all models, but extras like wireless charging and a sixth USB charging port (if you need that many) will set you back more money. The 630-watt 10-speaker Harman-Kardon audio system with Quantum Logic surround and Clari-Fi is aimed at audiophiles, but it’s honestly one of the best systems in the business. Like I mentioned, the Telluride can fit up to eight people (seven if you opt for the captain’s chairs in the second row). Even with all eight seats in place there’s plenty of room for eight adults and their luggage. maqinaonline.com / QCOTY 2019 159
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Engine & Performance
The 3.8-liter Lambda II V6 engine produces 291 horsepower and 355 Nm of torque, which is 11 horsepower more than the Honda Pilot and 15 more than the VW Atlas. Power is sent to the front wheels in standard trim but an optional AWD system can be specified at the customer’s discretion. The 8-speed automatic comes with both FWD and AWD configurations. Towing capacity stands at a mighty 2.2 tons with the AWD system and the towing package in place. The suspension is of the full four-wheel independent system variety, and the rear includes a self-leveling function which can automatically calibrate the SUV’s ride height depending on the load. It’s not a standard feature and you can only get it on the expensive EX and SX trims. It rides with controlled body roll and minimal understeer for such a large SUV. It soaks up bumps nicely with a lovely floating sensation inside the cabin. It’s not a canyon carver but it will cruise all day long and leave you just as relaxed and energized as you were before you got in.
Conclusion Kia is on a roll at the moment. The K900 and the Telluride prove how far the Korean manufacturer has come in a relatively short timeframe. There’s a possibility we’ll see an EV Telluride in the near future, and I personally can’t wait to have a go in it if Kia decides to make one.
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WINNER 2019
BEST PREMIUM SEDAN
KIA K900 162 QCOTY2019 / maqinaonline.com
KIA
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K
ia has slowly but surely changed the general public’s perception of the brand over the last couple of years. Look back and see where they were just ten years ago and where they are today, and you’ll be genuinely shocked. They’re no longer just an alternative to established premium brands like BMW and Mercedes, but a genuine rival in most cases. Although Kia has the hatchback and sedan market figured out, one segment has always eluded the Korean giant. The world of premium luxury limousines is really competitive. It doesn’t see as many entries as the hatchback segment, but those that exist are amazingly good. Not many people are willing to spend big money on a luxury car, and those that do prefer to only settle for the best. In most cases, that usually meant a Mercedes S-Class, a BMW 7-Series, or Audi’s trusty A8. As more and more companies started catching up though, even the Germans had to step up their game. The K900 was launched back in 2012 as the company’s flagship limo, designed to replace the Amanti. After six years on the market with reasonable success, the K900 was completely redesigned both inside and out. It is now a lot more appealing to new, potential customers, and perhaps more importantly, it managed to stir up some trouble in the segment before it even went on sale.
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IT MANAGED TO STIR UP SOME TROUBLE IN THE SEGMENT BEFORE IT EVEN WENT ON SALE
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KIA
Exterior Let’s get one thing clear, this is not the same car as the last K900. It isn’t just a mild facelift with the same underpinnings. It’s an entire new car which has been designed on a clean sheet of paper. As such, its styling deviates massively from the outgoing model. Up front the most recognizable element is that “Tigernose” grille, which Kia has further tuned and tweaked for the K900. The mesh with intersecting horizontal and vertical lines is bespoke too. It now looks premium and upscale, exactly as it always should have. The headlights are new as well. They’re smaller to facilitate the larger grille but the technology they use is modern. Inside there are two U-shaped strips which sort of float below the main lights (they’re LEDs).
The lower bumper houses a single wide opening which is actually split up into three pieces with separate intakes inside. It isn’t aggressive or over the top, but it fits the car’s character. The rear has been cleaned up too. The large taillights from the old car were chucked in the bin and in their place we now find smaller units which extend further into the trunk lid. The shape mimics that of the headlights but it actually works well. The chrome bar has been added to emphasize the fact that this is a luxury car, but I love that they kept some sporty elements like the rectangular exhaust pipes or the diffuser-like element which shouldn’t work on a car of this nature, but it just does.
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K IA
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Interior
If you remove the Kia badges from the steering wheel and step inside the K900, you might confuse it with an Audi or a BMW. Obviously there are lots of giveaway details, but you get what I’m getting at. The cabin feels as luxurious and as expensive as anything else on the market. They clearly haven’t skimped on material quality or fit and finish, as I wasn’t able to pick faults in it. Thanks to the new horizontal dash the entire cabin feels roomier than before. It’s obviously got plenty of space inside being a big luxury limo, but it feels it more than ever now. The front seats are great but people buy these cars to be chauffeured around, so the back is where it’s at if you ask me. Ample amount of legroom, comfortable seats, and excellent refinement. Wind and road noise are kept at a minimum, so you can have full conversations in the K900 at highway speeds without raising your voice at all. The massive 12.3-inch infotainment touchscreen on dash was a standout for me. It can control and display everything, from the maps to the audio, and even the trip information. The digital cluster is fully digital too, don’t think for a moment they’ve been lazy and decided to carry something over from the last car. There’s even a 9.7-inch heads up display for the nav, the audio, and the assistance systems. There’s ambient lighting like there is in the S-Class and the steering wheel is heated. A brilliant job by Kia as far as the interior is concerned.
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Engine & Performance
To compete with the big boys from Germany and Japan the flagship K900 houses a 5.0-liter V8 with 425 horsepower and 520 Nm of torque. The V8 sends power to all four wheels via an all-wheel drive system and a smooth 8-speed automatic transmission. In certain aspects I think I prefer it to the modern twin-turbo equivalents from Germany simply because of how pure and immediate the naturally-aspirated V8 in the K900 feels. The throttle response is immediate and it’s actually a nice sounding engine form the outside, even though you can hardly hear it from the interior. It’s not the fastest limo in its segment as there are plenty of AMGs and Ms fighting hard for that title, but it’s very nearly as quick in the real world while coming in at a price significantly lower than any of the others. As far as ride comfort goes, I can’t complain. It soaks up the bumps beautifully with minimum effort. It rides like an S-Class does, you have to test them side by side to spot the differences. Take that as you will, but it’s a massive compliment to what Kia has managed to achieve in just seven years on the market with this class of car.
Conclusion Although it’s not perfect, it’s nearly there. In terms of value or bang for buck as they say, it just might be the best there is. If this is what they’ve managed to do in a couple of years, I can’t wait to see where they go in a decade or so once everyone switches over to electric cars.
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L A ND R O VER
WINNER 2019
BEST LUXURY 7-SEATER
LAND ROVER DISCOVERY 170 QCOTY2019 / maqinaonline.com
L AN D R O V E R
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L A ND R O VER
A
lthough most of Jaguar Land Rover’s (JLR) popularity stems from the Range Rover and its smaller sibling, the Evoque, the company owes a great deal of its success to the Discovery. I would place the Disco in the same company as a Jeep Wrangler or a Volkswagen Beetle, because it’s that recognizable. Back in the day, the Discovery was marketed as the Range Rover’s more robust, utilitarian cousin. In fact, it was the other way around. You only bought a Range Rover if you needed more road manners and refinement. For everything else, including off-road, people generally went with the Disco. Over the years trends shifted though, and people wanted to be comfortable off-road, so naturally, the Range Rover took over the Discovery’s role. JLR realized this, and so in 2017, they decided to completely redesign the Disco. The result is a vehicle which is based on the same new aluminum platform as the Range Rover, so it’s 480 kilograms lighter over its predecessor and uses a unibody design instead of the bodyon-frame formula. With that in mind, a question which often arises is does the Discovery still need to exist? Is it stealing sales from the Range Rover at this point, and if not, in what way does it differ?
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“ LAND ROVER OWES A GREAT DEAL OF ITS SUCCESS TO THE DISCOVERY
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L AN D R O V E R
Exterior
Design-wise, it’s a far cry from Discos of old. The design is much more in line with new Velars and Evoques. The old boxy curvatures such as the squared-off nose, the slab sides, and the stepped roofline are gone. Love it or hate it, it’s a much cleaner and newer design which will bring in a younger and wider audience. JLR wants to sell cars, and the new design language is obviously doing massive work with the Range Rover and the Velar, so it stands to reason that it should accomplish the same here. Although similar to the Range Rover, it’s different in more ways than one. The front end is far more rounded for instance. The vertical air inlets located just under the LED headlights along with the lower grille give the Disco that classic Land Rover smug face.
The large Discovery badge sits on the hood, just above the sleek and rather narrow grille. The side profile isn’t all that interesting when discussing design, but then we get to the back and things take a turn for the better. JLR designers wanted to inject some of the original Discovery heritage into the tailgate, so although it’s a single piece unit like with most SUVs, they’ve retained the kink just below the license plate to mimic a split-open tailgate. It’s a cool little detail which does help break up the rear fascia. A lot of people don’t like the way the license plate is moved off to the side, but I love the asymmetrical look. Which other SUV can boast a similar design?
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L AN D R O V E R
Interior
Perhaps unsurprisingly, most of the cabin components seem to come from the same bin as those found in the Range Rover. Although that might displease some Range Rover owners who paid off more for their luxurious interiors, potential Discovery customers will be pleased to hear that. In every other sense, the Discovery is similar to the Velar and the Range Rover. The new Disco is available as a seven-seater, but the larger Range Rover only comes with two rows of seats in a fivepassenger configuration. The Range Rover obviously values comfort and ultra-luxury, but if seven seats are a necessity, the Discovery is a no-brainer. The third row should be reserved for children, but teens can sit there perfectly comfortable too. Being a product of JLR, the new Discovery wouldn’t be a Land Rover unless it came with a cup holder and a 12-volt power port for each individual passenger.
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L A ND R O VER
Engine & Performance The Disco comes with two engine choices: the brilliant Ingenium twin-turbo 2.0-liter four-cylinder and the familiar supercharged 3.0-liter V6. The former makes 300 horsepower and 400 Nm of torque, while the V6 churns out 340 horsepower and 450 Nm of torque. Both get the superb ZF eight-speed auto, as well as JLR’s all-wheel drive system. The Disco comes with a twospeed electronically controlled transfer case which distributes power between the front and the rear axle. Normal operating conditions give off a 50/50 split, but more power can be routed to each individual axle when the system detects slip. The Terrain Response 2 is running this entire operation. When left on Auto, the system works in the background, constantly monitoring traction and a whole set of parameters to ensure the Discovery always keeps moving forward. The driver can choose between five different settings for the system: General Driving, Grass/Gravel/Snow, Mud and Ruts, Sand, and Rock Crawl. Each of the modes comes with its own mapping for throttle sensitivity, the ABS system, traction and stability control, differential locks, and hill descent. Naturally, the Discovery is fitted with two differential locks. The transfer case takes on the role of the center diff, dividing power between both axles. The new Disco can tow 3,720 kilograms, some 226 kilograms over the outgoing LR4.
Conclusion
The Discovery and the Range Rover don’t share an audience. One is aimed at people who demand the last word in luxury and comfort, the other at people who value seven seats, and a decent amount of utilitarian capabilities. Although the Discovery evolved into this refined, usable, and practical machine, at its core it’s still the same off-road capable SUV its always been.
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L AN D R O V E R
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WINNER 2019
BEST CAR DESIGN (PUBLIC VOTING)
RANGE ROVER SPORT SVR
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L AN D R O V E R
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L A ND R O VER
A
lthough the world is slowly but surely turning to SUVs instead of sedans and hatchbacks, the general trend when it comes to engines seems to be downsizing. Fewer cylinders, less displacement, efficient turbochargers, and even ditching internal-combustion engines (ICE) altogether. As JLR is heavily shifting their own focus towards electric vehicles and electric technology in general, it seems they’re sending off the ICE with a bang. The insane boffins over at Jaguar Land Rover’s Special Vehicle Operations (SVO) division took one good look at the Range Rover Sport and decided what it lacked was a bit more oomph. So, to that extent, they took what was already a reasonably quick SUV, and turned it into nothing short of the most powerful Land Rover in the company’s history.
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THEY TOOK WHAT WAS ALREADY A REASONABLY QUICK SUV & TURNED IT INTO NOTHING SHORT OF THE MOST POWERFUL LAND ROVER IN THE COMPANY’S HISTORY
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L AN D R O V E R
Exterior
Looking at the SVR, you would think the SVO is a gimmick more than anything else. A marketing trick to get people interested in the Land Rover brand and ultimately sell more units. But you’d be terribly wrong. You see, SVO took a very pragmatic approach when designing and building the SVR. They were careful with what they decided to retune and upgrade in order to extract the very best from it. The very best which was already there as unleashed potential, and turn it into something incredibly special. On the outside, the SVR boasts enlarged front air takes and a revised front bumper compared to the regular Range Rover Sport. The grilles up front on the hood and the front wings have been painted black, and there’s a new roof spoiler which is there for functional purposes as much as it is for aesthetic ones. Oh, let’s not forget the rear valance which also includes a mean-looking rear diffuser along with the obligatory quad exhaust pipes.
In isolation, no single change looks dramatic or even that worthy of a mention, but as a whole it adds up to create an impression of something really mean and menacing. The SVR is the first Land Rover product to be offered with a set of performance road tires, namely the Continental ContiSportContact 5s. If that doesn’t give you some indication as to what this beast hides underneath its aluminum shell, then nothing will. The SVR takes the already successful Range Rover Sport formula and further accentuates it. The SVR isn’t anything profound or remarkable, but it’s more than the sum of its parts. I think it’s the best looking Range Rover to date, especially in white with the optional 22-inch wheels. As you’re about to see, its menacing appearance is nothing compared to the monster which hides underneath.
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L AN D R O V E R
Interior Finding faults with the SVR’s cabin is rather tricky and difficult. Anyone who’s ever sat in a Range Rover Sport instantly knows what I’m talking about. There are just no vices to this SUV’s cabin. The build quality is second to none and the materials used are one step above anything you’d find in a comparable Audi or Mercedes. Small wonder a ton of car magazines have compared the Range Rover to a Rolls-Royce in regards to cabin quality. It’s everything you’ve come to expect from a premium, high-end manufacturer, and a lot more on top. The driving position is the best out of any large SUV currently on the market. It feels sporty from the moment you get in it. The bucket seats grip you firmly, but that isn’t limited to the front row only. Open up the back and you’ll notice the rear seats are remarkably similar to the front ones, even down to the holes for the harnesses. Although there is a fifth seat and the SVR will seat five adults quite comfortably, Land Rover themselves call the fifth seat “occasional”. The Range Rover was always designed to be enjoyed by four people in sumptuous comfort, so I can see where they’re coming from with that. The SVR gets all of the amenities fitted to a Range Rover Sport Autobiography Dynamic, but it adds on top of that with heated seats all around and perforated Oxford leather upholstery.
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Engine & Performance The 5.0-liter supercharged V8 is, in essence, the same unit as the one found in the regular flagship Sport. When JLR introduced the SVR it made 550 horsepower, but after a ‘mild’ facelift in 2018, they upped the power rating to 575 horsepower. The end result is a sprint to 100 km/h in just 4 seconds, which is faster than any hot hatchback, faster than almost any performance wagon, and faster than most performance sedans. It’s as fast as a 991-gen 911 Carrera S, and that’s saying something. Obviously, SVO didn’t just revamp the engine without touching anything else. They also recalibrated the transmission to deliver faster shifts and introduced revised settings for the electronic locking rear diff for enhanced traction. The front axle in the SVR is a locking diff as well, and the center diff is clutch-based. It usually splits power 50/50 between the front and the rear, but it can send 100% of all available power to whichever axle has traction. The SVR keeps the Range Rover Sport’s low-range transfer case, so it hasn’t lost any of its offroading capabilities. In order to increase its dynamic capabilities on-road, SVO installed firmer bushings, new pistons for the air springs, and wider axle tracks on cars with the larger 22-inch wheels. All of this equates to an SUV which handles more like a car than it does like a pickup. Apart from the high center of gravity and the fact you sit taller than most vehicles on the road, the way the SVR attacks corners has to be experienced to be believed.
Conclusion
I honestly can’t explain why anyone would by a performanceoriented off-roader which makes no sense in the real world, but I can’t explain why I also want one so badly either. Perhaps that’s the paradox. It’s so utterly pointless and unnecessary that that’s what makes it so brilliant and wonderful. I can think of no other SUV I’d rather own.
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L AN D R O V E R
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L E XU S
WINNER 2019
BEST LUXURY HYBRID SEDAN
LEXUS ES HYBRID 186 QCOTY2019 / maqinaonline.com
LEXUS
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L E XU S
F
or some reason the Lexus ES is doomed to remain an underdog in the world of mid-size luxury sedans. Competing with the likes of BMW’s 5-Series and Mercedes’ E-Class was never an issue for the ES, as it easily performed as good as any of them, but challenging the stigma associated with the brand was. Just ten years ago Lexus was seen as a luxury brand for old people. Very few young people actually bought a Lexus. The Japanese manufacturer has been working very hard to change that with the likes of the new NX and the redesigned IS, and they’ve been relatively successful with it. Now in its seventh generation, the new ES sits on fresh underpinnings, has a brand-new design, and it even comes with an F Sport variant for the first time. With big luxury cars sportiness is very rarely a priority though. Sure, BMW prides itself on building and offering great-handling chassis’, but when’s the last time anyone took a 5-Series out on a track day? Lexus focuses predominantly on luxury and comfort, and the people who buy these cars realize that. In the real world, with speeding laws and regulations, how fast a car can go is often times irrelevant. For people who use these cars to travel great distances day in and day out, refinement is all that matters. And the Lexus ES has an abundance of that quality.
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LEXUS FOCUSES PREDOMINANTLY ON LUXURY AND COMFORT, AND THE PEOPLE WHO BUY THESE CARS REALIZE THAT
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LEXUS
Exterior As part of the campaign to appeal to a wider audience Lexus has completely redesigned most of its lineup in the last couple of years. Instead of conservative and, frankly rather dull, exterior design, we find new and somewhat quirky styling taking its place. Lexus did a complete 180 and is now one of the most forward-thinking manufacturers on the market, at least when it comes to design. Take the ES as an example. It’s a luxury mid-size sedan so it shouldn’t be as aggressive or as unique-looking as it is, but the fact of the matter is that when parked next to an A6 or a 5-Series, it’s the Lexus which stands out the most. The most polarizing design feature on the new ES Hybrid has to be that front Spindle grille. It’s massive and it completely encompasses the entire front fascia. You either love it or hate it, there doesn’t seem to be an in-between.
The grille, which extends the entire length of the bumper, is surrounded by a chrome shroud to make it stand out even more. The headlights have been revamped too and now feature reshaped housings with sharp and drawn-back edges. Optional extras even include triple-beam forward projectors with individual LED lighting elements, but the standard units use a single LED projector. The rear end is less wild than the front, but only just. The horizontal taillights are connected by a chrome trim piece, but the most prominent feature is the small lip spoiler just above them. The lower openings on the rear bumper house ‘fake exhaust tips’, which really just house the small and ordinary exhaust tips tucked away further inside. On the whole it’s a good design from Lexus.
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L E XU S
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LEXUS
Interior
Here’s where the ES shines through. Most of the inspiration comes from the brilliant LC Coupe, which in turn was inspired by the legendary LFA. The all-new interior is full of premium leather, impressive ergonomics, superb fit and finish, and a second-to-none attention to details. There’s more space inside than before as well, but a lot of that comes from a lower seating position which also gives the driver more connection with the car and the road. The seats are wonderfully comfortable but equally sporty with good lateral bolstering.
The 7.0-inch infotainment display is standard in most trims while the F Sport gets a slightly bigger 8-inch unit. Opting for the navigation package gets you a massive 12.3-inch screen. All trims use an LCD display as an instrument cluster with a large central analog tachometer, a digital speedo, and a digital multi-information display. The heads-up display is optional but it works so well I’d say it’s almost a crime not to get it. Audiophiles will be pleased to know the standard system is a 10-speaker Pioneer unit but you can opt for a 17-speaker Mark Levinson system with 1,800 watts if you’re that keen on blowing your eardrums apart.
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L E XU S
Engine & Performance
The hybrid ES300h uses a 2.5-liter Atkinson-cycle four-cylinder and an electric motor to make a combined 215 horsepower and 220 Nm of torque, some 20 horsepower and 20 Nm up from the previous ES hybrid. Lexus claims fuel economy is significantly up as well. Just like most hybrids, the ES300h uses a CVT to send power to the front axle, but it now features six simulated gears to minimize the “rubber band” feel associated with CVTs people dislike. The sprint to 100 km/h takes 8.1 seconds and flat out it’ll do almost 200 km/h. The Auto Glide Control feature enables predictable regenerative braking response and I found it actually useful since it mimics how a normal automatic in a non-hybrid car would behave.
I expected lots of body roll and understeer to begin with, but found surprisingly little of both. Thanks to Lexus’ new Global Architecture-K (GA-K), the new ES is stiffer and lighter than before, mostly due to the new modular chassis. Although it handles great, the best thing about the ES is the way it soaks up bumps. Nothing this side of a Rolls-Royce rides as smooth or as effortless as the ES does. You simply aren’t aware of road imperfections and potholes.
Conclusion The ES might be the best car in its segment, but not a lot of people realize that. It’s an underdog, but I quite like that. It means you don’t see it on the road too often and usually the people who own one know what they’re doing. They tend to be interesting and exciting folks who decided to do some research before buying. The ES is and always will be a winner in my book.
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LEXUS
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M A S ER AT I
WINNER 2019
BEST LUXURY SPORTS SUV
MASERATI LEVANTE TROFEO
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MAS E R AT I
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M A S ER AT I
W
hen Maserati launched the Trofeo back in 2017, it quickly proved itself by becoming one of their most popular models to date. Given how SUV-hungry the current market is that’s perhaps hardly surprising, but for a company struggling with sale figures like Maserati, it’s a massive win. However, I don’t think it sells well just because it’s an SUV. It sells well predominantly because it’s a great vehicle. I was fortunate enough to be able to drive one soon after it was launched, and it completely blew me away. To capitalize on its success, Maserati decided to give the Levante a high-performance variant. You know, similar to how they did with the Quattroporte GTS. The trouble is, Maserati already had the GTS, and it sold reasonably well. They weren’t planning on ending things there though. To really stir up the pot and completely embarrass the likes of BMW’s X5 M, Porsche’s Cayenne Turbo, and Mercedes’ GLE 63 AMG, they came up with the Levante Trofeo. In essence, it’s the most hardcore, performance-oriented Levante to date.
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“ IT’S THE MOST HARDCORE, PERFORMANCE-ORIENTED LEVANTE TO DATE.
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MAS E R AT I
Exterior The Trofeo treatment isn’t some marketing trick. Maserati hasn’t just given the Levante a new paint job and called it a day. On top of the drivetrain changes which we’ll get to in a bit, they’ve genuinely redesigned the exterior to make the Trofeo instantly more recognizable. The front bumper for instance is a lot more aggressive, with a different intake design and three separate outlets. Instead of the slim opening under the grille found on the normal Levante, the Trofeo boasts a larger, trapezoidal vent. The side air dams are noticeably bigger too, but they’re as functional as they are visually appealing. The two vents on the hood serve a purpose too. They aid cylinder head cooling and help with engine heat management. The side vents now have carbon-fiber bezels, the wings on each of the outlets are made out of carbon-fiber, and so is the splitter.
The chrome bars have been replaced by double vertical slats in Piano Black too, in keeping with the blacked-out Trofeo theme. Last but by no means least, the Levante Trofeo gets Matrix LED headlights instead of the regular Bi-Xenon units. The rear houses a carbon-fiber element which resembles a diffuser, but is there mostly for aesthetic purposes. The exhaust pipes have been given a dark chrome finish too. The SUV now rides on 22-inch wheels, available in polished or matte finish. The brake calipers can be specified in several different colors: red, blue, yellow, black, and silver.
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MAS E R AT I
Interior
As far as design goes, the cabin of the Trofeo is identical to that found in the regular Levante. However, this wouldn’t be Maserati unless they went through some effort to make it as special and unique as possible. As such, the Trofeo comes with full-grain Pieno Fiore natural leather as standard, and you can choose a black, red, or tan finish. All three options get contrast stitching and let’s not forget the “Trofeo” logos stitched on the back of the headrests. Where would we be without carbon-fiber trim inserts? Definitely not in the Trofeo, because Maserati replaced every element they could inside the cabin with carbon to save on weight. They’ve even built the little paddle shifters behind the steering wheel out of carbon-fiber, just to save a few milligrams of weight.
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Engine & Performance Here’s where things get interesting, because the Trofeo’s party piece is what’s under the hood. The 3.8-liter twin-turbo V8 is built at the Ferrari plant in Maranello, so this is a Maserati with a genuine Ferrari heart. It’s eessentially the same unit found in the Levante GTS and the Quattroporte GTS. Thanks to some tweaks they’ve been able to get the total power output up to 582 horsepower and 729 Nm of torque. That’s 30 horsepower more than the GTS and 158 horsepower more than the Levante S. It’s so much power, that this luxury SUV makes more power than Ferrari’s flagship just five years ago, the 458. Think about that for a minute. It will hit 100 km/h in just 3.8 seconds, and go on to 304 km/h. Seeing as how the Trofeo’s main rival, the Cayenne Turbo, tops out at “just” 285 km/h, it’s safe to say this Levante is unnecessarily quick. It’s so fast, I don’t think anything this side of an actual supercar can beat it. Hot hatchbacks and the Trofeo are worlds apart when it comes to speed. I genuinely think it will demolish even M3s and M4s in a straight line, it’s that fast. Power for the sake of power is nothing if the chassis isn’t good though. Transferring all that power to the road is key, regardless if you’re in a supercar or a luxury SUV. Thankfully, Maserati modified the Levante’s chassis to be able to cope with the added oomph. The Trofeo is the only Levante variant to use the Maserati Integrated Vehicle Control (IVC) system, which can deliver better driving dynamics and performance by preventing instability through various sensors and systems. The new Corsa driving mode is interesting too, especially given how it comes with a Launch Control. The traction control and the ESP system have been tweaked to give more leverage to the driver when in Corsa mode. All in all, I wouldn’t be too surprised if this thing turned out to be faster on a track than the GranTurismo MC coupe.
Conclusion I don’t think the Trofeo is everyone’s cup of tea. It won’t appeal to people looking for the latest tech or something which isolates you from the driving experience as much as possible. The Trofeo is an old-school machine and it’s proud of it. The V8 has so much character it puts Porsche’s own unit to shame. It probably isn’t as great to own in the long run as the Cayenne, but who cares? Just look at the thing and write the check. I guarantee you won’t regret it.
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MAS E R AT I
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M A XU S
WINNER 2019
BEST TECHNOLOGY 7-SEATER
MAXUS D90
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MA X U S
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C
hinese cars have come a long way in the past decade or so. Although they still bring a certain stigma with them, more and more people are considering and even buying Chinese-made automobiles. It’s the old mobile phone saga all over again. Look at Huawei and Xiaomi nowadays. They’re no longer a cheap alternative to Samsung and Apple, but rather fullon competitors. The same is bound to happen with cars, but it’s going to take more time for obvious reasons. Although we tested some pretty remarkable Chinese made cars in the last year or so, the Maxus D90 might be the best one yet. It’s built by Maxus, but in a broader sense it’s actually owned by the Shanghai Automotive Industrial Company, the very same company which owns and builds cars for the once-British MG. In addition to MG, they now own and sell cars under the Roewe and Maxus brands. The D90 is China’s answer to the full-size luxury 7-seater SUV question, but should anyone really buy one? After all, the luxury SUV segment is one of the most contested markets, so going head to head with the likes of BMW, Audi, and VW, is easier said than done.
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“ THE D90 IS CHINA’S ANSWER TO THE FULL-SIZE LUXURY 7-SEATER SUV QUESTION
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MA X U S
Exterior
That being said, the D90 stacks up against everything else when it comes to the way it looks. Ask people what it is, and most will probably say Hyundai or Kia. It doesn’t look European, but no one suspects it of being Chinese until you actually tell them. Most people agree it looks good, even after hearing it hails from China. Remove the badges and it could genuinely pass as a Korean/Japanese model. Credit where credit’s due, they’ve done an amazing job with the styling. Apart from the fact that it looks like a weird mix between a Mazda and a Hyundai, I’m struggling to dislike it. The front end looks aggressive, with a large grille bearing the Maxus logo in the middle. The headlights look like they belong on a Mazda, which is not a complaint if you’ve seen the way any recently built Mazda looks.
The lower portion of the front bumper is striking too. It’s got a silver trim element to give off the impression of a skid plate, and I’m especially impressed with the positioning of the foglights. You can tell just how enormous it is if you look at it from a side view. The rear end has a massive overhang, and the roofline only tapers off near the end. It looks like any other traditional seven-seater. I don’t think people will buy it because of its looks alone, but it’s definitely more than adequate. If you want the cream of the crop you’ll probably pick an X7 or a Q7, but then again, you’ll have to be prepared to pay a hefty premium.
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Interior The cabin follows a similar story. Remove the badge and you might as well be in a high-end model made by any other established Asian manufacturer. The first thing you notice is just how roomy the cabin is. It’s as large if not a little bit bigger than a Mercedes GLS. The seating configuration follows a 2-32 pattern, which means all three rows get ample amount of legroom. Headroom isn’t an issue since the roofline doesn’t slope at all. The D90 is a full-size SUV in every sense of the word. Once you get used to it and you start playing with all of the materials you realize that it’s actually well put together. The materials aren’t bad and the build quality feels solid. Nothing squeaks or rattles and there are no cheap plastics. As far as I was able to tell, it just felt like a solid product. Even the base models came with automatic wipers, 3 USB ports, a 220-volt power socket, adaptive cruise control, lane departure warning, blind spot detection, automatic emergency braking, and a whole host of other gadgets you’d normally find on any other flagship seven-seater. There’s even a massive 12.0-inch touchscreen system with Apple CarPlay and Android Auto. The actual operating system of the unit isn’t as clever or intuitive as the best units on the market, but it’s pretty close. Optional features which come standard in higher trims include LED headlight, keyless entry, an 8.0-inch digital driver display, panoramic sunroof, puddle door lights, automated foot operated electric tailgate, and ventilated/heated seats.
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Engine & Performance
There’s just one engine option on offer and it’s a 2.0-liter turbocharged four-cylinder. I know, a four-cylinder seems too weak for such a large SUV, but it makes 221 horsepower and 360 Nm of torque. It’s by no means the most powerful vehicle in its segment, but it does get the bulky body of the G90 moving at a decent pace. I would like to see a V6 with more power in the future, but as of now, the little four-cylinder isn’t bad at all. It’s available in rear-wheel drive and four-wheel drive configurations, with a choice of two transmissions: a six-speed auto and a six-speed manual. The 4WD system isn’t a gimmick either, because it comes with a low range transfer case and a rear electronically locking diff. The driver can select how it behaves from inside the vehicle with the simple flick of a button. Offered options include mud, sand, snow, and rock. Towing capacity stands at 2 tonnes braked, which isn’t bad considering a humble 2.0-liter engine has to pull the weight of the SUV and the trailer behind it. It’s obviously got body roll and it isn’t the fastest SUV ever made, but it isn’t horrid. It drives like you’d expect it to. It floats over bumps and road imperfections, so it’s perfectly suited for relaxed driving and cruising.
Conclusion
At the current asking price, the Maxus G90 is a great proposition. It doesn’t have the same legacy or heritage as rivals from Hyundai and Kia do, but if you don’t mind the badge, it’s really almost as good as everything else it has to compete with. Given a few years’ time, I’m fairly certain it can challenge even the big boys.
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WINNER 2019
BEST MID-SIZE SEDAN
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he Mazda 6 has to be one of the most underrated cars ever made. Anyone who’s had the pleasure of driving one will tell you this straight away. I’ve always wondered why it never caught on, but alas, I can’t come up with a definitive answer. Obviously, it’s mostly got to do with how competitive the Mazda 6’s segment is. Going up against rivals like the Toyota Camry, the Honda Accord and the Lexus IS is never easy, but the 6 has all the makings of a great car trump even the giants. I remember driving a first-gen Mazda 6 back in the mid 2000’s and thinking “Wow, this is really good!”. Then Mazda decided to launch the MPS, and I was completely blown away by it. Suddenly, out of nowhere, we had a 270 horsepower Japanese sedan which gave performance 3-Series and Audi S4s a run for their money. Mazda kept refining the 6 and eventually introduced the current gen back in 2012. In early 2018 they decided to give it a mild refresh. So, in an effort to unravel why it doesn’t sell as well as its competitors and perhaps more importantly, if it’s just as good, let’s take a closer look.
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Exterior The new Honda Accord isn’t a particularly good looking car, but the Camry most definitely is. The Mazda 6 is, to my eyes, the best of the lot. You might disagree, but I’ve had more people ask me what it is than some of the small sportscars I get to drive. It’s a genuinely handsome looking brute, especially with the new facelift. It isn’t a massive deviation from the prefacelift model, but they’re notably distinguishable. The front fender has been redesigned and it now embraces a new grille and more aggressive headlights. There are two lines which extend from the hood and the top of the front fenders running down the side of the car. The former blends into the A-pillar and the latter sort-of drips down at the beginning of the front door.
It mimics the longer crest further back which extends all the way across both doors. As styling element, I really like it. It’s amazing how simple the car looks and yet how many intriguing details you can find if you just look for the smaller details. Take the rear taillights for instance. I’ve never noticed just how similar they are to the front ones in design. It might be why I don’t think this car has any vices, visually speaking. It’s just so well-proportioned and so symmetrical that you can’t not like it. If appearance ranks highly on your list when purchasing a sedan, look no further.
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Interior
I didn’t have any complaints about the last gen’s cabin, and the new car tries its hardest to keep that tradition alive. The overwhelming sensation as you first climb aboard the new 6 is one of comfort. You’re amazed by just how much space there is inside the cabin. I find that space is one of the most important yet underrated factors to how luxurious and premium cars feel. Think of an A8, an S-Class, or even a Rolls-Royce Phantom. What do they all have in common besides premium materials? That’s right, massive amounts of room inside. There’s room for five full-size adults in the Mazda 6, and I’m not talking about short drives either. You can do all-day drives in this thing with ease. You’ll get out from the car feeling as refreshed and energized as you did when you got in it. That’s also partly down to the seats which are just plain amazing. Lateral support is decent though not best, but they’re one of the more comfortable seats I’ve had the pleasure of using in this type of a car before. Certainly in the Mazda 6’s segment. The same goes for the driving position and especially the steering wheel. I just like how this car makes me feel behind the wheel. The 8.0-inch infotainment screen is easy to use, and so is the 360-degree View Monitor. Higher-end trims even get a 7.0-inch TFT gauge screen as well as a heads-up display.
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Engine & Performance
The new 6 uses Mazda’s tried and tested 2.5-liter SKYACTIV-G four-cylinder which develops 185 horsepower and 250 Nm of torque. Power is sent to the front wheels via a six-speed automatic SkyActiv-Drive transmission. I’ll be honest, it isn’t as quick or as enjoyable as a DCT from BMW or a DSG from the VW Group products, but I didn’t expect it to be. It suits the car’s character perfectly. It’s smooth and it seems to shift whenever I think it should. There’s also a more powerful variant of the same engine with 227 horsepower available. Mazda claims it makes 250 horsepower on high-octane fuel. Unless you really need extra performance of some 50-odd horsepower, which is noticeable it has to be said, you won’t be dissatisfied with the 185 horsepower engine. What really bothers me is why more people aren’t commenting how sweet of a chassis the Mazda 6 has. Honestly, it’s one of the best FWD platforms for the type of cars it is. It’ll hold a candle to the 3-Series and the C-Class, not to mention completely blowing its direct rivals away (Camry and Accord). If it wasn’t for the relative lack of grunt it would be one of the finest driver’s cars in its class. The front axle just wants to grip. It shows no signs of understeer even if you’re trying to be silly with it. It will ultimately push wide but you have to be driving insanely fast. What surprised me most of all is how adjustable it is. Usually FWD cars behave like an on/off switch. Let go of the throttle to reduce understeer, and only then can you get back on it. You can actually modulate the throttle in the 6 and trim your line midcorner.
Conclusion So, what have we learned? Well, first of all, we learned that the Mazda 6 is a brilliant car. It exceeds my expectations of what it should be, and completely demolishes its competition in most areas. The reason it’s not doing so well? There’s a bit of a stigma associated with Mazda especially when you compare it with the likes of Toyota and Honda, two giants in the automotive world. There’s also the fact that not a lot of people have heard about it, and they usually default to either the Camry or the Accord. Shame, really, since it’s amazing.
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MERCEDES-BENZ
WINNER 2019
BEST VAN
MERCEDES-BENZ V-CLASS
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s SUVs gain more and more popularity, sedans and hatchbacks continue to take a hit, but they aren’t the only ones affected. Large SUVs have essentially phased out passenger vans and limited them to very certain applications. So far as I can tell, only one manufacturer is attempting to keep passenger vans mainstream and make them appealing to consumers, and they’re doing an excellent job at it. Perhaps unsurprisingly, that manufacturer is Mercedes-Benz. The car maker from Stuttgart decided to completely redesign their Vito van back in 2014 in an effort to make it more appealing and desirable. The new V-Class moniker fell in line with their naming convention, and so did the design. In the blink of an eye, Mercedes made vans viable again. Large families and people who needed a solid workhorse with a lot of space once again had an option that wasn’t just limited to a pickup or an expensive luxury SUV. Nearly five years later and some minor updates, the V-Class is still going strong. Although it doesn’t replace the current crop of SUVs and estate cars, it sits alongside as an alternative for people who need more space but aren’t prepared to sacrifice comfort and refinement.
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“ IN THE BLINK OF AN EYE, MERCEDES MADE VANS VIABLE AGAIN
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Exterior Look at the new V-Class and tell me it’s not a good-looking thing. Obviously, there’s no escaping the fact that it’s a van and so it has van-like proportions, but I’ve never seen a betterlooking van. The Ford Transit comes a close second, but there’s something about Mercedes’ corporate fascia which lends itself so well on a van-like shape such as the V-Class. The V-Class’ main priority is a mode of transport from A to B but it’s more than just a box on wheels. It still has to make a statement and make you, the owner, excited about getting inside first thing in the morning. Visual appeal was very much a part of their equation says Mercedes. The front fascia is certainly just as sporty as anything else on the market. The large headlights feature modern projectors and remind me of the units found on the older CLA.
The grille is large but simple, with two horizontal lines and a massive Mercedes logo slapped in the middle. I especially love the large air dams on either side of the lower bumper. The V-Class is a direct replacement for both the R-Class and the Vito, but in terms of design briefing it fulfills the role of the latter. Mercedes even offer AMG packages for the Vito which drastically change the way it looks with different bodywork. Calling a van sporty sounds counter-intuitive but with the new fascia as well as an AMG package, that’s exactly what the V-Class is. My favorite feature is the LED intelligent light system which includes Highbeam Assist, a function that automatically dips the high beams only where the system detects a car, keeping the rest of the road entirely illuminated.
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Interior
Massive props to Mercedes for the amount of work they’ve put in the cabin and its refinement. The last Vito felt like a van inside because, well, it was a van. The new V-Class feels more like a car or an SUV than any other van before it. Apart from the obvious high sitting position and the transmission tunnel protruding inside like it did in the last Vito, there are no touching points between this and the old gen model. The dashboard’s design is closer to the SUVs than it is to anything else. The big infotainment screen is mounted on top of the dashboard just like Mercedes’ other models, but what really surprised me was the amount of leather present. There’s a new “tartufo” Nappa leather option but you can go for the Lugano leather hide in black or silk beige if you prefer a classier appearance. The high-end models obviously get leather as standard. The V-Class is the only true MPV to comfortably seat 6, 7 or 8 adults depending on the chose configuration. Large SUVs like the GLS do feature 7 seats but the third-row is generally reserved for kids, although adults can occupy those seats for shorter journeys. The V-Class doesn’t mess about with that. Even in its max 8-seater configuration, you can comfortably sit 8 adults and their luggage for a weekend getaway or a long trip.
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Engine & Performance
The M247 turbocharged four-cylinder found in the V-Class is a well-proven engine doing a fantastic job in other Mercedes models. In the V-Class it’s good for 211 horsepower and 350 Nm of torque, an increase of 10 Nm over the previous V6 engines. That doesn’t sound like a lot, but how many other vans do you know which boast a similar output? In practice, the V-Class is exactly as spritely as it needs to be. The turbocharged engine has plenty of torque and it delivers most of it low down. Power is sent to the front wheels via the 7-speed 7G-TRONIC PLUS automatic transmission which is superbly smooth and efficient. I know this sounds crazy, but with only a driver onboard the V-Class feels quick at times. It will spin the front wheels from a standstill with the traction control off. Now I’m not for a moment suggesting this is an exciting motoring vehicle or one designed for a driving enthusiast, but I’m simply pointing out that it isn’t half bad. It even comes with an AGILITY CONTROL suspension with selective damping system to improve body roll and rigidity. For something designed to get you from point A to point B, the V-Class is remarkably civilized and car-like in behavior. I can actually pinpoint several crossovers which would get absolutely shamed in the corners by the V-Class.
Conclusion The only viable van for large families and the working man in my mind. It looks good, has plenty of refinement, but hasn’t sacrificed any practicality or comfort because of it. Ranks highly in my book, hence why it made it onto this list.
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WINNER 2019
BEST LUXURY PERFORMANCE SUV
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he G-Class, formerly known as the G-Wagen, is one of the greatest vehicles the world has ever seen. It’s brash, it’s loud, and it’s shouty, and it absolutely doesn’t give two cents about it. It’s the automotive equivalent of giving the middle finger to somebody. In a world where SUVs conform to certain standards and criteria, the G-Class remains what it’s always been. It’s probably the only car in existence which doesn’t get a new platform when Mercedes rolls out with an update. They literally just call it an update and call it a day. And look at it, you can’t exactly call it a new generation when it’s the same car it was when it rolled out the factory in 1979 can you? Okay so it’s a bit more modern with a new interior and all the good tech stuff, but at its core, at the essence, it’s a brute and an untamed beast. Most of the people who buy and own one like it because of its heritage and the image associated with the G-Class, but very few of them are aware what it’s actually capable of.
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IN A WORLD WHERE SUVS CONFORM TO CERTAIN STANDARDS & CRITERIA, THE G-CLASS REMAINS WHAT IT’S ALWAYS BEEN
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Exterior It’s a brick on wheels. A box with four tires and an engine. There’s no other way of describing a G-Class, but that’s the appeal of it isn’t it? Nothing else, and I do mean nothing else, looks like it. You can spot a G-Class from a kilometer away. The best part is that you have to get up close and personal with it to know whether it’s a new model or an older one, they’re that similar. The newest iteration of the G-Class might feature the most amount of changes the SUV has gotten since its inception. The front bumper is wider and more aggressive, and the same goes for the grille. The wheel arches on the G63 we drove are massive, you can actually see the crease even from a side view. It’s insane. The G63 is special in that it gets unique colors on the trim pieces. The front air inlets are finished in matte iridium silver and it gets red brake calipers.
The 21-inch wheels are standard on the G63 but there’s an option of even bigger 22-inch rollers. Both come delivered in all-season terrain tries which present a good compromise between on-road and off-road performance. Don’t let the fact that this is a G63 fool you. It’s still fully off-road capable thanks to its 24 cm of ground clearance, short overhangs, and underbody skid plates. If you want an even cooler-looking G63 you have a choice of two additional packages. The AMG Night Package adds smoked LED headlights, taillights, turn signal lenses, deep-tinted windows, and a special Obsidian Black paint for the side mirrors, the spare tire cover ring, and the bumper trim. The other package is abruptly named the Edition 1. It adds a Designo Night Black Mango paint job with contrasting Graphite Grey stripes along the sides. It gets its own bespoke 22-inch wheels as if that wasn’t enough.
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Interior
The G63 is a far cry from the original G-Class’ utilitarian roots. Inside you get all the creature comforts and amenities you’d find in an S-Class, but it’s still wrapped in a distinctly G-Class package. The materials are ripped straight from the flagship S-Class, and you can definitely tell since it has the same ooze of luxury about it as the limo. Although it gets all this modern tech and refinement, the cabin is still remarkably simple. Look at the dashboard and how flat it is, or the door panels and how flush they sit. Despite how it looks on the outside the G63 isn’t a massive vehicle inside. The truth of the matter is that there’s not a lot of headroom Mercedes is able to play with when designing the G-Class’ cabin. On the flipside, you get twin 12-inch displays, one for the infotainment system and the other acting as an instrument cluster. They literally take up more than two-thirds of the entire width of the dashboard, and the other third is occupied by a handle traditional to all G-Class models of old.
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Engine & Performance
The hood hides a hand-built 4.0-liter twin-turbo V8 with 577 horsepower and 850 Nm of torque. Peak torque comes in at just 2,500 rpm, so this thing has a shove like no other SUV. The sprint to 100 km/h takes just 4.4 seconds and flat out it will nudge 220 km/h. It doesn’t seem a lot for all that power, but remember that this is effectively a brick-shaped car attempting to plow through the air by pulverizing it. Power is sent to all four wheels and a permanent, full-time 4WD system through the revised nine-speed AMG SpeedShift transmission. The system now uses a 40/60 front to rear torque split instead of the old 50/50 in the outgoing G63. Despite the fact that the new V8 is heavily turbocharged, thanks to a hot V design where the turbochargers sit inside the block, and an ingenious exhaust system, the G63 still retains the AMG rumble it’s known for. The G63’s off-roading capabilities have been further improved thanks to a 4WD low range ratio of 2.93:1. The low range gearing can be engaged at speeds of up to 40 km/h and it will operate up to 70 km/h, which is impressive to say the least. Then you have the three locking diffs synonymous with the G-Class name. All can be independently locked electronically from inside the cabin at the push of a button.
Conclusion No manufacturer will ever come close to offering something similar to the G-Class. It’s an icon with a cult following, and for good reason. It’s still one of the best SUVs on the market whether you like the way it looks or not. It’s the only SUV which manages to offer great on-road dynamics with brilliant off-road capabilities, all while looking cooler than any of its rivals.
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CAR REVIEW
MERCEDES-BENZ C-CLASS
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riginally designed to replace Mercedes’ iconic 190 series, the C-Class has evolved into one of the most popular and recognizable platforms on the planet. Framed as Mercedes’ entry-level luxury four-door compact, the C-Class has grown in size throughout the years, just like its main rivals have. Although people will always make the inevitable comparison with the 3-Series, the truth is both these cars are so good you have to nitpick differences just to criticize one or the other. As the latest fourth-gen C-Class, codenamed W205, enters its fifth year of production, it also reclaims its title as Mercedes’ best-selling model. Mercedes sells well over 400,000 C-Class units every year, and that figure grows year in and year out. In order to keep it as fresh and unique as possible, Mercedes decided to give it a mid-life makeover last year. In addition to the tweaked styling and the updated cabin, it also gets new safety tech and even some extra power on certain models.
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IN ADDITION TO THE TWEAKED STYLING AND THE UPDATED CABIN, IT ALSO GETS NEW SAFETY TECH AND EVEN SOME EXTRA POWER ON CERTAIN MODELS
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Exterior The C-Class comes in four different, distinct flavors. Most buyers opt for the best-selling sedan, while those with bigger families typically go for the wagon. The coupe and the convertible are generally reserved for younger buyers, but they’re so practical and efficient that they appeal to practically everyone nowadays. Changes for this revised model are difficult to spot, but they do make a noticeable difference when added up together. The front headlights have renewed graphics and feature Multibeam LED with 84 individually-controlled LEDs. It’s Mercedes’ lighting technology where the high beams stay on at all times, and the system individually turns of individual LED lights inside the housing to dip the beams only where it detects cars on the road in front (whether they’re in the same lane as you or are coming down the opposite lane). Coupled with the Ultra Range high beams, it works wonders.
The bumper design is new too, with restyled side intakes and twin diving blades which make the front of the car appear wider and more aggressive. The AMG Line features a diamond radiator grille for that added layer of sportiness. Silver trim is standard with lower specs, but chrome-plated trim is optional. The latest rendition of the C-Class includes two new colors as well, dubbed Mojave silver metallic and Emerald green metallic. As standard it rides on 17-inch wheels. There are virtually no changes round the back, but that’s where the C-Class traditionally always excels at. It’s a great looking car brought to perfection that much closer. Is it as sporty as the 3-Series? As always, it depends on the trim and the chosen model. In AMG trims the C-Class looks brutal, almost like a mini C63 AMG. It’s missing that monstrous V8 noise obviously, but from the outside it’s mighty appealing indeed.
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Interior Mercedes has absolutely dominated the interior game for the last couple of years and the new C-Class proves things haven’t really progressed a lot for their rivals. The C-Class’ cabin features premium material and is superbly screwed together. The little changes they’ve implement aren’t massive but they help make the whole package that much better. Although most people prefer brushed aluminum when it comes to interior accents, the C-Class is now even offered with the optional open-pore anthracite oak wood trim, for people who value traditional Mercedes-Benz values. The AMG lineup even gets saddle brown for the upholstery. Panoramic sunroof is an option as with most other C-Class models before the W205. There’s ample space inside, but the one thing I especially love about the C-Class is its driving position. You can get nice and low in the W205, much lower than you could in the W204. It connects you with the car better and gives you a sense of stability that’s difficult to come by nowadays from high, tall-riding SUVs. A new option on the options list is the Multicontour Seat package, with individually adjustable side bolsters and lumbar supports, as well as air chambers beneath the fabric which give the occupants a massaging effect. The Energizing comfort control is yet another package buyers can opt for, and in essence it’s a system which links the climate control, the air vents, the music, the lighting, heating and the massage, all in the name of creating a custom-tailored program better suited to the driver’s moods. It works and it isn’t a gimmick, but don’t get too hung up on it. The infotainment system has been improved (thanks to the E-Class and the S-Class the C-Class takes most of its features from), and buyers will be especially delighted to know that you can even specify a full digital display like the one found on the S-Class. maqinaonline.com / QCOTY 2019 239
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Engine & Performance The C200 we tested is the intermediate model, slotting above the C180 but below the C300, as well as the lunatic that is the AMG C43 4Matic. The 1.9-liter four-cylinder makes 204 horsepower and 300 Nm from just 1,600 rpm. It’s a great engine and one which is definitely worth of the great chassis which carries it. They make a great pair, but the key component here is the new 9G-TRONIC transmission which is incredibly smooth and quick. It’s one of the most refined transmissions you can experience in any road car, up there with the ZF unit BMW and a lot of other companies use. The C200 hits 100 km/h in 7.1 seconds and flat out it will max out at 245 km/h. The best thing about it though is the way it attacks corners. For years the C-Class has been looked down upon as this luxury alternative to the 3-Series, a car which is almost as sporty as the BMW but not quite. The W205 changed that, and the facelifted model backs that claim up. It’s neutral when entering the corners and you can easily modulate your angle with the throttle, something not a lot of cars manage to offer.
Conclusion The C200 is the car you buy when you want something you can genuinely use every day. It’s a great family car, a dependable daily driver, and a remarkable joy to drive. You never get out after a drive without having a big grin on your face. But more importantly, you never park it without looking back at it as you’re walking away.
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MG
WINNER 2019
BEST AFFORDABLE SEDAN
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hink of Britain’s finest car manufacturers and you’re probably thinking of Jaguar, Range Rover or McLaren. Back in the early 1900’s though, MG was one of the most reputable British car makers. The company opened its doors in 1924 and they mostly produced sporty two-door coupes and convertibles. They didn’t really catch on outside of the UK, but their sporty characteristics meant they won most of the races and competitions they entered. The years following British Leyland proved to be difficult for MG, and they barely sold any cars under Austin Rover and the Rover Group. In 2006 aid came in the form of the Nanjing Automotive Group, one of the largest state-owned enterprises in China, as well as the oldest Chinese automobile manufacturer. Things finally started looking up for MG in 2010 with the launch of the new MG 6. Sales figures were still remarkably scarce, but the MG6 won the What Car? 2012 Security Award, in addition to Auto Express’ Best Handling Award. Following a short absence of one year, MG decided to introduce the second iteration of the 6.
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“ People who don’t know what it is were genuinely shocked to find out it’s an MG
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MG
Exterior
For a company which started making ‘modern’ cars only recently, this isn’t a bad effort. People who don’t know what it is were genuinely shocked to find out it’s an MG. More to the point, most haven’t even heard of MG but were definitely keen to find out as the car impressed them. That’s the key word here I think: impressed. On its own it isn’t the best looking car ever made, but it’s definitely as good as any modern affordable hatchback. You wouldn’t be ashamed of owning an MG6 and parking it in your driveway.
I especially like the front fascia and how aggressive it is. They’ve deviated from the previous gen’s round headlights and mild styling into something a lot more modern and fresh. The rear has an interesting sloping roofline which makes it look slightly like a mini Audi A7. I’m not saying the two are anywhere similar, I’m just pointing out what it reminds me of looking at it from the side. I have to say I like it. I never thought they’d be able to get it right in their first or second go, but they have. Well done MG.
Take this as you will, but the front reminds me of the new Mazda 3. It’s a weird mix between the Mazda 3 and the Hyundai i30. I’ve had a ton of people praise both those cars on their looks, so in a way, it’s a massive compliment for the little MG6.
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Interior If you thought they’ve made an improvement to the exterior, wait until you see what’s inside. The cabin has been completely decked-out. Forget about cheap plastics and plain boring design, this thing is entirely up to date. The design is clean and simple, perhaps a too simple for its own good. I’m going to have to start comparing it with the big boys in its class since you can no longer classify this as a ‘cheap alternative’. The standard seats are wonderful, plenty of comfort and support. If you opt for the top of the line model they come in leather as standard. They’re also six-way electronically adjustable in the flagship MG6. There’s ample amount of headroom and legroom, both front and rear. You can fit five full-sized adults and their entire luggage with ease. I poked around in the cabin trying to make things shake and rattle but I couldn’t find faults with it. Time will tell how it fares on ten or twenty years down the line, but as far as right-now goes, consider me impressed. People often associate a negative connotation with Chinese cars (especially ones which are ultimately British), but if anything the MG6 taught me there might be trouble ahead for the likes of Hyundai and Mazda. MG and Nanjing came back, and they came back swinging and out for blood. maqinaonline.com / QCOTY 2019
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Engine & Performance
There’s only one engine on offer and it’s a 1.5-liter turbocharged four-cylinder with 169 horsepower and 250 Nm of torque. Peak torque arrives at just 1,700 rpm so it’s an eager little engine. It’s got plenty of low-end grunt but it is willing to rev out if want it to. I won’t call it fast since a lot of performance cars have spoilt me over the years, but it is more than adequate. It’s comparable to an equivalently-powered Kia or Hyundai. I was pleasantly surprised to find out it handles well too. Underneath it uses a McPherson front suspension and a multilink setup in the back, so it’s properly modern this thing. You won’t find any outdated technology here. Body roll is kept to a minimum and the front axle felt eager to turn in. It comes with an open-differential as one might expect, but due to the way it’s set up and its modest power level you can always pin the throttle and the thing just scoots up. I liked it. It gets disc brakes on all four corners and the steering is electric. I won’t pretend like it has feel because it hasn’t like most non-performance electric systems, but it’s smooth and light. For a small road car, that’s all that matters. Wheel sizes range from 16 to 18-inch. The 18” ride on 225-section rubber so it’s got proper amounts of grip, but the car ultimately feels a bit too stiff since the sidewall is too small (45). The 17” wheels are ideal I think.
Conclusion
What else can I say about the new MG6 that I haven’t already said? As you might expect, it’s mighty affordable and it’s probably mighty reliable. Here’s the thing though: I’d seriously consider one even if it wasn’t as affordable as it is. There are no vices to this car. It’s not fast and it’s not a head-turner, but it fulfills its intended role perfectly.
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CAR REVIEW
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P
eople often joke that “made in Britain” is a byword for shoddy build quality and reliability. While that might have been true in the 70s and 80s, perhaps even the 90s, nowadays that statement couldn’t be any further from the actual truth. We’ve got the likes of Jaguar, Land Rover, Bentley, and Mini, all coming out with one hit after another. But what about MG? One of Britain’s most iconic car makers during the entire second half of the 20th century was nowhere to be seen at the beginning of the new millennium.
And just before we thought they’d go down in the history books for good, through came the SAIC Motor Corporation, a Chinese state-owned automotive company, and saved the day. Well, they made steps in the right direction. The path to recovery for MG is a long one, but they’re definitely making steps in the right direction. It started with the MG6 and in 2016 it continued with the RX5. SAIC and MG realized where the market was headed (small compact SUVs), and decided to give it a shot.
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“ Would I mind owning one just on looks alone? Not at all
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Exterior
Now I’ll be honest, I didn’t know what to think of the new RX5 when I first saw it. It kind of reminded me of the first-gen Tiguan, especially the front end, but it’s without a doubt got its own unique styling. It’s a shame it doesn’t look as good as its MG6 sedan sibling, but then again, I reckon no SUVs look as good as their low-riding counterparts. The front fascia has a great design. It’s got a wide horizontal grille with five chrome slots which extend from one headlight to the other, and the headlights themselves come with projectors, so it’s not like they’ve skimped out and used old halogen units. The lower portion of the bumper is pretty attractive too. You get two side air dams with a chrome trim piece and a lower “skid plate” to make it appear more rugged.
MG says the rear lights have been inspired by the shape of a violin, but I’m not buying it. They just look like great taillights units, but you have to squint really hard to find a violin shape in there. It’s the usual marketing PR though, same as with every other car brand. I have to say I like how they’ve kept the styling cues symmetric throughout the car. The rear has a “diffuser” made out of the same material as the front skid plate. Nice touch. Would I mind owning one just on looks alone? Not at all. It’s not a bad looking car this. Perfectly adequate design without being too aggressive, and none of the copycat styling elements we’ve been seeing from Chinese-made cars in the past decade or so.
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Interior I honestly expected this car’s entire premise as a genuine alternative would fall flat on its face as soon as I got inside, but I was wrong. It feels no different to getting inside any affordable modern Kia or Hyundai. There’s not much in the way of styling, but I think simplicity is sometimes a pro, not a con. It’s got an 8-inch infotainment touchscreen and a 7-inch interactive virtual instrument panel, i.e. a digital cluster. Think about that for a moment. Cars worth twice the RX5’s price don’t have a digital cluster and some even charge you for it! In my book, the RX5’s value for money just drastically shot up, and it was already extremely high. The screen itself is responsive and fast, but it isn’t as configurable as BMW’s iDrive or Mercedes’ unit, which is to be expected. That said it does come with Navigation, Apple CarPlay, and Bluetooth HF. The seats are comfortable and there’s plenty of space for five full-size adults to get inside. Boot space is more than adequate and you can fold the rear seats down in a 60/40 split manner. It’s just the average definition of a car, and I love that they haven’t tried to be clever about it. They’ve just given us exactly what we need and they’ve done it at an extremely tempting price point. maqinaonline.com / QCOTY 2019
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Engine & Performance
Weirdly, it comes with two engine options instead of just one. The first is a 1.5-liter turbocharged four-cylinder making 162 horsepower and 250 Nm of torque. At this point, you might be thinking “Hey that’s not too bad! Not fast but not slow either”, and you’d be right. The 1.5-liter likes to rev out and it never feels too strained. Here’s where things get interesting though. Those after more performance can have the RX5 with a 2.0-liter turbocharged four-cylinder making 221 horsepower and 350Nm of torque. That’s right, you can have a 221 hp compact crossover from MG. I won’t use the term fast since it would be misleading, but even those constantly driving supercars would describe it as brisk. The fact of the matter is it’s quick. Way quicker than anything in this class has any right being. It handles too. It has some body roll and it will ultimately understeer but it’s got great driving dynamics when you’re just cruising. Power is sent to the front wheels with the 1.5T but the bigger 2.0-liter engine gets an AWD system as standard. How cool is that? And, there’s more to this story. Somehow and someway, MG is offering both versions with a dual-clutch transmission (the 1.5T has a 7-speed and the 2.0T has a 6-speed). To be able to offer a DCT in your first SUV outing and for so little money beggars belief.
Conclusion
If you haven’t finished reading this review feeling impressed you’re either lying or you haven’t been paying attention. You can have MG’s first-ever SUV with an engine making over 220 horsepower and a proper DCT. What more can you possibly want?
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WINNER 2019
BEST CONVERTIBLE COMPACT CAR
MINI CONVERTIBLE
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hen the British Motor Corporation (BMC) introduced the first Mini Cooper back in 1959, people couldn’t believe how great it was. Like the Fiat 500, it offered cheap and reliable transport for the masses, but the Mini was so much more than just mere means of transportation. It quickly turned into an enthusiast car with a lot of aftermarket following, but not before embarrassing rally giants in the world rally championship. It won the famous Monte Carlo Rally from 1964 to 1967, but the federation disqualified the first-placed Mini in 1966 because of ‘irregular headlights’. You get the idea right? The Mini Cooper was and still is a British motoring legend. After BMW acquired Mini, they decided to remake the Cooper and modernize it in the year 2000, which of course meant making it bigger. Following some harsh criticism from Mini enthusiasts but almost two decades of great success, we now arrive at the third-gen model. The Cooper S Convertible embodies everything a Mini should be. It’s fun, looks great, and is fun to drive, but what’s it like to live with?
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THE COOPER S CONVERTIBLE EMBODIES EVERYTHING A MINI SHOULD BE. IT’S FUN, LOOKS GREAT, AND IS FUN TO DRIVE
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Exterior Cars, especially small convertibles, don’t get much more exciting than a Mini Cooper do they? Just look at the thing. If this doesn’t scream fun and excitement nothing does. If the Fiat 500 is a small Ferrari in disguise, the little Mini is the equivalent Bentley Continental brute wearing a cloak. The third-gen Mini is easily the biggest model yet, despite its ‘mini’ name, but I can’t hold that against it. As we demand more safety and luxury cars have to get bigger, it’s inevitable. The little Mini still sticks to its principles and core values though, so it’s no bigger than it absolutely needs to be. Parked to the original Mini it’s massive, but line it up with something like a Golf or a Fiesta and you realize it’s actually not that bulky.
It’s got a square stance so it looks mean and aggressive… we like mean and aggressive. The front fascia isn’t radically altered in any way, but the new LED headlights and the daytime running lights give it a distinct new flair. The rear has been redesigned too, with a new lower bumper section and the recognizable twin exhaust pipes in the middle we’ve come to know and love. My favorite, stand out feature of the car, has to be the new taillight design though. The lighting pattern mimics the Union Flag, making the car instantly recognizable in the dark. I can’t begin to tell you how cool it looks. Available extras include a Union Jack roof to match your Union Flag taillights, among other personalization options.
The Cooper S is the sporty version of the regular Cooper, and as such it gets rather hefty upgrades both outside and inside. The Cooper S boasts a sportier body kit with wider arches and more aggressive body panels, which do help the look of the little supermini it has to be said.
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Interior
The cabin is a mix between traditional Mini and modern BMW components. I like how they’ve kept the central screen which now houses the navigation and the infotainment system, but the important bits like the speedo and the rev counter have been relegated to their usual place behind the steering wheel. I did like the old central speedo in previous generations, but as far as ergonomics and practicality go, there’s no denying the new Mini’s superiority. The materials are superb, especially the seats and the steering wheel. Although there are some questionable plastics here and there, it isn’t anything too worrisome. The best part about the Mini’s cabin is the excellent driving position. Unlike most FWD hatchbacks you can get low in a Cooper S, giving you a better connection to the car and therefore the road. The seats do a wonderful job of holding you in place and the redesigned steering wheel is, perhaps unsurprisingly, similar in design to what you’d find on a modern BMW. Note that I’m directing that as a massive compliment, given how BMW’s steering wheel design game seems to be one of the best in the business at the moment.
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Engine & Performance
The Cooper S uses a 2.0-liter four-cylinder turbocharged engine developing 192 horsepower and 280 Nm of torque. In the real world that translates to 6.7 seconds to 100 km/h and a top speed of 235 km/h. Power is sent to the front wheels through a six-speed manual or a seven-speed DCT. The latter is faster but the former is a lot more fun in a small convertible such as this one. You can’t go wrong either way, because outright speed isn’t all that important with the Mini. As with any Cooper S before it, the Mini shines best when you throw some corners at it. Forget a Fiat 500C or a Citroen DS3, nothing this side of a Fiesta can match the Mini’s handling characteristics. It corners absolutely flat, as though it doesn’t have any give in the suspension. Quite how BMW and Mini engineers were able to eliminate body roll while keeping the suspension compliant and bump-absorbent is beyond me. Turn the steering wheel and the nose just darts in. It feels like a little go-kart, especially the convertible which offers access to millions and millions of miles of open sky. In terms of driving fun and involvement, very few hatchbacks let alone convertibles can offer what the Cooper S Convertible does.
Conclusion It’s the best small performance-oriented convertible on the market. I cannot praise it enough without making myself seem biased. I urge you to go out and drive one. If you don’t fall in love with it you’re either lying or you just don’t get what it’s all about. Forget the hatchback, get the convertible. A few extra kilograms don’t matter when we’re discussing hatchbacks, especially when what you get for that tradeoff is so tempting.
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WINNER 2019
BEST MID-SIZE SUV
MITSUBISHI MONTERO SPORT
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hen it became apparent SUVs would one day become the norm, practically every car manufacturer started expanding their SUV lineup. For big companies like BMW and Audi this wasn’t a problem, as they already had modular platforms and could produce several different variations in basically no time. Other companies were left with a bit of a dilemma. Mitsubishi’s Pajero is widely regarded as one of the best off-roaders the world has ever seen, but it’s not exactly what modern buyers want. The Pajero was a classic body-on-frame proposition. It’s great for off-roading and excellent when it comes to durability, but slightly lacking in refinement and efficiency. Mitsubishi realized people wanted a smaller, more family-friendly crossover-style vehicle, and they had the idea of reinventing the Montero. Although it was originally only supposed to complement Pajero sales and act as Mitsubishi’s entry model into the world of SUVs, after the third-gen model hit showrooms in 2015, it quickly outsold the Pajero and became a top contender in its class.
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“ IT QUICKLY OUTSOLD THE PAJERO AND BECAME A TOP CONTENDER IN ITS CLASS
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Exterior
There’s no denying how modern and sophisticated the new Montero looks, especially parked right next to the old Pajero. By contrast the old car looks like a relic compared to it. It’s a product of the 21st century, not something designed in 1990 and constantly improved upon. Am I saying the Montero is better than the Pajero? Not at all. It’s all a matter of taste and needs. If you want the ultimate off-roader you’ll still want the Pajero, no question about that. If however, you want something comfortable, efficient and full of technology, without breaking the bank, then the Montero slots in that gap rather nicely.On the whole, the new Montero is a good looking car, but my only criticism would have to be directed towards those rear lights.
They’re too long and simply don’t fit the rest of the car’s character. That being said, the front end looks ace. Mitsubishi has very clearly gone to extreme lengths to make it as appealing to younger buyers as possible, and I’d say they’ve achieved their goals. As a thing to behold in and of itself, it can definitely do no wrong. I wouldn’t say it’s as great to look at as a GLC or an X3 since it’s a bit more utilitarian, a bit more rugged, but it fulfills its role without a hitch. That’s the appeal of the Montero isn’t it? An off-road ready SUV with great capabilities that doesn’t lack any amenities and creature comforts.
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Interior Here’s where Mitsubishi really hit the nail on the head. They could have so easily skimped out on decent materials to save some money like they have done in the past, but the news from the new Montero are surprisingly good. Okay so it doesn’t have the design features of a top of the line Audi or a VW, but one look at the price will tell you just why that is. When it comes to actual build quality though, they’re up there as far as I’m concerned. It inherits its bigger brother’s durability but adds a ton of bells and whistles to keep live for the occupants inside civilized. The most overwhelming component of its cabin is the amount of space on offer. Legroom, headroom, boot space… you name it, the Montero has it in abundant excess. Being a relatively large seven seater you can definitely fit seven people inside, but the rear-most seats should ideally only be reserved for smaller children. However, the amount of room in the boot even with the third row of seats in place is nothing short of astonishing. I thought we’d open the rear hatch and be left with nothing, but I could not have been more wrong. Well done Mitsubishi. The comfort is at an enviously high level too. I can easily see myself driving this thing for days on end without ever getting sick or tired. It just soaks up the kilometers. If there’s one place it excels in over its bigger brother, the Pajero, it’s at just maqinaonline.com / QCOTY 2019 how great of a road trip vehicle it is.
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Engine & Performance The engine is a slight update of the tried and tested 3.0-liter MIVEC V6 petrol unit. It comes in two flavors, one producing 206 horsepower and another more powerful making 215 hp. You won’t be disappointed by both since they do an excellent job of hauling the relatively light Montero around with ease. As is always the case with SUVs, it’s not a matter of peak horsepower but torque and how you can deliver it. The V6 unit makes around 160Nm of torque (approximation since one engine makes just over 160 and the other 160 exactly) which is more than enough for any occasion. What’s more it’s got that V6 smoothness all V6 units get from their unique V-configuration. I wouldn’t call it necessarily fast, but it gets the job done. Plus, it’s one of the most reliable engines Mitsubishi has ever made so it will keep on ticking for years to come. The real treat with the Montero is that it comes with a proper locking diff, not some fancy gimmick like most modern soft roaders do. The Super Select system can be manipulated via a drive mode selector dial in the center console. You have a choice of four settings: 2H, 4H, 4HLc, and 4LLc. It basically means 2WD, 4WD, and 4WD with a locked center diff, and low-range 4WD with a locked center diff. The first mode is used in day to day city driving to aid in fuel efficiency. The 4H is predominantly used for unpaved roads, and the 4HLc gets engaged when you have muddy or snowy terrain. The last 4LLc mode is extremely useful when navigating in snow, mud, crawling over rocks, or any other terrain which requires slower speed and is lacking in surface traction.
Conclusion A great SUV which hasn’t lost its appeal. I’m glad Mitsubishi decided to keep its center diff and its low-range gearbox. Not because it makes an excellent marketing sales pitch, but because it’s one of the few SUVs of its type to offer so much in such an incredibly affordable package.
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WINNER 2019
BEST PICKUP
MITSUBISHI L200
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he L200’s history can be traced all the way back to 1978 and the first compact pickup truck called the Forte (the L200 name is used for exports). After some success, Mitsubishi decided to scrap the L200 altogether in 1986 in their domestic market for five years. Meanwhile, sales of the redesigned second generation continued elsewhere in the world for a total of ten years. The second-gen L200 is one of the most popular pickups ever built, earning a reputation as indestructible in certain less developed parts of the world. Fast forward two more generations and we arrive in 2015 and the fifth-gen L200. Built on an all-new platform compared to its predecessor, the L200 was once again quickly established as a great pickup truck. In 2019 Mitsubishi decided to refresh the L200 with some exterior and interior tweaks to bring the pickup closer to the rest of its lineup. Slight changes to the L200 mean it’s still the same truck we know and love, but it’s that much more modern. The L200 has to compete with the likes of the Nissan Navara, the Ford Ranger, Toyota Hilux, and VW’s very own Amarok. In such a competitive segment there’s no room for a slip-up, so let’s find out whether the L200 has what it takes to earn its crown as the king of the pickup segment.
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SLIGHT CHANGES TO THE L200 MEAN IT’S STILL THE SAME TRUCK WE KNOW AND LOVE, BUT IT’S THAT MUCH MORE MODERN
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Exterior
Like mentioned, this isn’t a brand-new generation but rather a mild facelift of the fifth-gen L200. Although the design takes inspiration from recent Mitsubishi vehicles (predominantly the Eclipse SUV), the L200 wears what Mitsubishi likes to call Dynamic Shield design language. I know it sounds ridiculous, but look at the front end. Go ahead and tell me it doesn’t look like a shield in the slightest. The wide grille with the sharp, narrow headlights which simmer down into the grille give off an aggressive and menacing aura. The silver skid plate-like element looks cool too.
It finally received what the last L200 was missing: on-road manners. It looks expensive and premium so people will actually like to be seen in one, and that’s the key takeaway here. Design can make or break a car, and ultimately dictate how many people buy it. If it doesn’t look good it really won’t matter how it drives, as no person will want to be seen in one. Mitsubishi knocked it out of the park with the new one as far as I’m concerned.
The changes don’t end there though, because Mitsubishi revamped the fenders, the taillights, and even the basic curve edges on the sides. It still looks rugged, but it’s now a bit more sophisticated and refined as well.
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Interior Despite the redesign, the cabin isn’t as wild or as outlandish as the exterior. In fact, it’s what I’d call basic and utilitarian. There’s just not a lot to look at compared to something like the Amarok. However, that doesn’t make it a bad cabin. Mitsubishi greatly improved cabin materials and tidied up their fit and finish, so it now feels sturdy and tough from the inside too. The lack of any sort of interior design can be seen as a drawback, but really, who buys a pickup for the interior? As long as it has all of the necessities and everything works as it should, should one complain? I’d say no. The ergonomics in the L200 are good and there are even some creature comforts such as powered seats and a refreshed infotainment system. It still feels utilitarian to the point where you don’t feel bad about getting the interior all dirty, but not so utilitarian you don’t want to drive it. The L200 can serve as a daily driver just as easily as it can as a workhorse. There’s room inside for five (in the four-door version), but don’t expect masses of comfort or luxury in the rear. I like the idea of a rugged pickup truck with nothing but the bare necessities. It gets rid of clutter and saves on unnecessary costs, making the truck more affordable and therefore available to more people. maqinaonline.com / QCOTY 2019 279
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Engine & Performance
The 2.4-liter four-cylinder makes 128 horsepower and 194 Nm of torque in both trim variations (GL and GLX). Power is sent to the front wheels via a five-speed manual transmission in all models but the double cab GLX which uses a four-wheel drive system. I won’t fool anyone by saying it’s fast, because it isn’t, but it is a lot more refined than before. The 2.4-liter unit is one of the most robust pickup engines ever created, but it always lacked some refinement and modern tech. Mitsubishi has listened to our feedback as a community and they’ve answered the complaints. The engine is smoother than before and thanks to the extra sound deadening you hear a lot less from it inside of the cabin. The 2.4 will always get you there, no matter what, even if that ‘there’ is halfway around the world. It’s a pickup so it obviously performs brilliantly off-road, but most people want to know how it handles on the road, the place where the majority of L200s will probably spend most of their time. The initial news is positive. Body roll is controlled and it rides better than you might imagine. Pickups tend to ride harsh when they’re not carrying any load due to the way the springs are set up, but the L200 feels just as comfy empty as it does carrying a full load.
Conclusion
It’s not for everyone, but the L200 is arguably the best pickup truck currently on the market. Whether you need a workhorse which doubles as a daily or a daily which doubles as a workhorse, the L200 fulfills nearly every role and requirement.
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CAR REVIEW
MITSUBISHI ECLIPSE CROSS
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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 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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It has clean interior style, that may be a massive improvement over a number of Mitsubishi’s recent offerings.
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Exterior
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. Tech
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.
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.
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Interior
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.
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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.
Conclusion
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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WINNER 2019
BEST SUPER LUXURY SUV
ROLLS-ROYCE CULLINAN
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he world of SUVs is bigger than ever. Their popularity has increased massively over the last couple of years and the slow extinction of sedans and hatchbacks further backs that up. Although most can be filled under the compact crossover segment, a few full-size SUVs remain. As most of you probably know, Bentley joined the party with the Bentayga a while back, and recently even Lamborghini got in on the action. The last and, probably most unlikely, candidate to enter the market is Rolls-Royce. The British manufacturer famous for ultra-luxurious limos has been forced to build an SUV just to survive. Although a lot of enthusiasts dislike SUVs, when it comes to large off-roaders, there’s really nothing like them. A lot of people question whether a firm such as Rolls-Royce would be able to design an SUV which would reflect their company values and traditions. Well, if initial sale figures are anything to go by, the answer to that question is a firm yes. Preorders maxed out the day Rolls-Royce presented the Cullinan, and they’re having a hard time meeting demand as of right now. They literally cannot build Cullinans fast enough to satisfy every potential customer. But why is that? Is it because of the RollsRoyce badge and its heritage, or is it because the Cullinan is a genuinely great SUV?
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THEY LITERALLY CANNOT BUILD CULLINANS FAST ENOUGH TO SATISFY EVERY POTENTIAL CUSTOMER
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Exterior Although it looks like a Rolls-Royce, the Cullinan isn’t what everyone was hoping for when they announced it. It doesn’t have the aggressive features of something like an X7 or a Cayenne, and it’s nowhere near as utilitarian as a Jeep or something of that nature. You can make your mind up about whether it’s better-looking than a Bentayga, but the facts are that the Cullinan, unlike the Bentayga, sits on a bespoke chassis. This isn’t built on a shared platform with the Audi Q7 nor does it have any VW Groupation components. It is, for all intents and purposes, a Rolls-Royce product through and through, despite the fact BMW owns the company.
I think part of the reason why the Cullinan isn’t as appealing as we thought it would be is because it’s essentially a taller Phantom with a wagon rear end. The front fascia is almost entirely identical, with the same corporate Rolls-Royce design, the headlights, that legendary grille and even the bonnet line stretching out towards the mirrors. I think the Cullinan’s weakest point is the rear end. The taillights just aren’t distinct enough and it doesn’t evoke the same response a Phantom would. But when you look at it in the flesh with its imposing size and stature, you really don’t mind the design all that much. It reeks of quality and refinement.
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Interior Then you open the cabin door and you realize no amount of complaining about the exterior will ever compare to just how stunning the interior is. The simple fact that the rear doors open rearwards (suicide doors) makes you instantly feel like a VIP. You step inside and you’re immediately greeted by unmatched quality and luxury. Nothing short of a presidential lounge feels the way the Cullinan does. I love the Bentayga but the Cullinan feels a different sort of luxury. It’s effortless luxury and sumptuous comfort. There are no elements of sportiness like there are in the Bentley. This was designed to relax the occupants and nothing else. You then shut the doors and it’s as if you’re putting on a large pair of headphones. Total silence. The outside ambient noise of cars passing by, construction workers doing their job and dogs barking completely vanished. I actually opened the door just to make sure I didn’t go momentarily deaf the first time I got in a Cullinan. Yes, it really is that isolated and quiet. For the most part, expect the same design and materials as you’d find in the Phantom. The rear seats come in two configurations. The first is a standard two-seat row designed for people who like to be driven and enjoy in the back, and the second is the usual three-across configuration for people who prefer driving and would rather use the back seats for kids or other adult occupants. As for technology, the Cullinan is loaded as you can imagine. We’re talking Night Vision and Vision Assist, Wildlife & Pedestrian warning, Alertness Assistant, Panoramic View with four cameras, Active Cruise Control, Collision Warning, WiFi hotspot… etc. You get the point basically. If any other car currently out on the market has it, so does the Cullinan.
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Engine & Performance
The 6.75-litre twin-turbo V12 is shared with the Phantom, but in the Cullinan, it offers 563 horsepower and 850 Nm of torque. Power is sent to all four wheels via ZF’s brilliant eightspeed automatic transmission. The sprint to 100 km/h takes something like 5.5 seconds and it will go on to a limited top speed of 250 km/h, but that doesn’t really matter in the real world nor in the world of luxury. What I can tell you is that the V12 engine picks up speed beautifully and rather briskly. Those accelerations figures don’t tell the whole story, because this gem of a motor produces a huge lump of torque throughout the entire rev range. As soon as you put your foot down it works in conjunction with that amazing ZF transmission to just pull you along tirelessly. You wouldn’t expect something so large to handle well, but I’m pleased to say it does. It’s not as sporty as an M-spec BMW but it’ll definitely trump everything in terms of ride quality. It literally floats over bumps, you don’t even feel any road imperfections. It couldn’t be any more opposite to cars like the BMW X5M or the GL63 AMG. It isolates you from all the troubles of the world and only lets you know what it thinks you should know. There’s even four-wheel steering to make it more stable and nimble. My favorite feature is the integrated stereo camera in the front windscreen which scans the road ahead and adjusts the suspension proactively to improve the ride quality. It’s called “The Flagbearer” and only works below 100 km/h, but the best compliment I can give it is you don’t even feel it’s working.
Conclusion Never before have you been able to go off-roading this comfortably and luxuriously since the Bentayga. Although I love the Bentayga to bits, I have to concede that if sportiness is of no priority, the Cullinan does the whole luxury thing just slightly better.
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TOYOTA
WINNER 2019
BEST HYBRID SEDAN
TOYOTA CAMRY HYBRID 298 QCOTY2019 / maqinaonline.com
TOYOTA
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ntroduced back in 1982, the Toyota Camry is easily one of the most recognizable and popular sedans on the market. A bigger brother to the best-selling Corolla, the Camry appeals to customers who love Toyota reliability and tradition but need a little bit more space than what the Corolla has to offer. In recent years however, even the Camry went upstream and moved into a more luxurious and premium market. As a result, it is now one of the most viable choices among families across the world. Currently in its eight generation, called the XV70, the Camry is so popular and in demand that Toyota had to start up production in three different facilities, namely Japan, China, Russia, and Thailand. Although cars like the Camry are usually bought in low and mid-tier trim levels, as the world becomes more and more eco-friendly, hybrids and EVs are occupying a larger chunk of the market each year. When you think about it, buying a hybrid family sedan makes sense. It’s economical, practical, efficient, and usually easy to maintain.
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“ IT’S ECONOMICAL, PRACTICAL, EFFICIENT, & USUALLY EASY TO MAINTAIN.
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TOYOTA
Exterior When Toyota unveils a new generation of a certain model, you can be almost certain “new” means exactly what it should. Unlike mild facelifts, Toyota likes to unveil new generations when they actually have substantial upgrades to offer. The new Camry is a radical departure from the old, seventh-gen car, and one which resembles a Lexus more than it does a Toyota. It’s almost as though it was built to bridge the gap between Toyota and Lexus, and in a way, it does exactly that. The Camry is no longer a great car with a dull appearance. The exterior brilliantly showcases what an amazing car the Camry is underneath and inside. The first thing most people notice is just how aggressive and wide the car sits in comparison to the outgoing one. The wide stance is a result of the lower center of gravity and a wider wheelbase.
The designers over at Toyota wanted to give the Camry a sportier, much more upscale image, and they’ve certainly achieved that. The aggressive headlights up front are similar to the units found on the new Lexus LX, minus the LED strips at the bottom. The grille is wider and larger, although nowhere near as massive as the Lexus grille. Equipped with the two-tone wheels and the black window trim it’s hard to argue with how good the Camry looks. It actually appeals to younger drivers now, an audience which was not particularly interested in the last generation. The rear of the car is equally appealing. The small protruding spoiler mounted on the top is incredibly un-Toyota like, and so is the revised bumper. It even gets some diffuser-like elements, which I never thought I’d see on a Camry of all things!
Most of the styling was influenced by that found on sibling Lexus models, so it’s no wonder the new Camry could pass as a Lexus without the Toyota badges.
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Interior
Describing quality and craftsmanship is rather difficult. You can’t exactly put excellent fit and finish into words, but that’s the general aura you sense when you get inside the Camry. If you thought the exterior was a massive departure from the old car, the interior might shock you. Everything about the cabin is new and massively better. The materials are so highend I genuinely think they’ve been borrowed from Lexus. The dashboard feels and looks modern, and Toyota claims they’ve oriented it towards the driver to give him a better sense of control and sportiness. I certainly can’t argue with that. It’s a bit far-fetched I know, but it slightly reminds me of the dash and the center console found in the Mk4 Supra, and I love that! Comfort is at an all-time high thanks to fully redesigned seats with improved ergonomics and increased lateral support. Toyota lowered the seating position in the new Camry so you get a better sense of connection with the car now. Everything inside the car is run by Toyota’s latest Human Machine Interface (HMI). All of the necessary information is displayed to the driver via one of the three interlinked displays, a 10-inch heads-up unit, a 7-inch screen in the instrument cluster, or the eight-inch infotainment screen which houses the navigation.
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Engine & Performance
The hybrid’s drivetrain consists of a 2.5-liter four-cylinder and a permanent magnet synchronous motor, developing a total of 215 horsepower and 202 Nm of torque. Power is sent to the front wheels via a continuously variable transmission, known as a CVT. Instead of you choosing the gearing and the transmission changing a gear, a CVT picks a rev range and the gearing changes accordingly. Think of it as always being in the right gear no matter the circumstance. It picks the optimum cruising gearing when you’re just driving along to use less fuel, and it picks the optimum power range when you decide to floor it. It’s obviously not the most exciting car to throw around corners, but it doesn’t behave badly if you do. The 245-section tires are wider than what you’d find on most sports cars like the GT86, so it has genuine grip even when you do find yourself pressing on. The front end is remarkably eager to turn in, but is also the first to give way when you do step over the limit. That’s a good thing, since snap oversteer in a family car like the Camry is obviously less than desirable. Wind and engine noise are quite suppressed at speed, but the only thing you need to get used to is the CVT. It works differently compared to a normal automatic, but once you’re familiar with it you don’t even notice it.
Conclusion The new Camry redefines what a mid-size sporty sedan should be. It may be a hybrid, but it definitely doesn’t drive like one. If any young people are in the market for this class of vehicles, look no further. It really is a night and day difference compared to the old car.
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WINNER 2019
BEST FAMILY 7-SEATER
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UVs are slowly but surely phasing out sedans and wagons. More and more manufacturers are introducing brand new crossovers to fill every niche, and one of the leading manufacturers to do so is VW. Back in 2012 VW introduced a concept SUV with 7-seats to fill the gap between the Tiguan and the Touareg, but nothing really came of it for a number of years. Finally, with SUVs taking bigger and bigger chunks from the market, they caved in. The result is a vehicle known as the Teramont in the Middle East, China and Russia, and the Atlas everywhere else in the world. Essentially, it’s a model to fill in the gaps between the Touareg and the Tiguan. It’s a lot less expensive than the Touareg, but a lot more practical and capable. It’s based on the VW CrossBlue concept I talked about in the intro, but for obvious reasons they had to slightly change it for production purposes. Still, it remains relatively true to the original concept, something which is an extremely rare sight nowadays.
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“ It’s a lot less expensive than the Touareg, but a lot more practical and capable.
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Exterior
Visually, it looks smaller than it actually is. Its proportions make it seem almost as large as the Touareg, when in reality it’s noticeably larger. It’s nowhere near as striking as the new Touareg or the Audi Q8, but that’s not what the Teramont was designed for. In all honesty, it’s a rather understated design, but that’s where the Teramont’s merits lie. It’s a working horse, something which can be daily driven. I’m not saying a Touareg can’t be daily driven, but as far as SUVs go, you’re far more likely to see a Teramont than a Touareg. It’s more affordable for a lot of people, more practical, and arguably the best value for money out of VW’s entire SUV lineup. One feature I absolutely love is the front headlight design. It’s as though they’ve just unbolted them from the CrossBlue concept and just slapped them on the new Teramont, and I admire them for that.
I love that it doesn’t get a massive grille like the rest of the luxury SUVs currently on offer as well. It just helps it stand out a little bit more. In a world where massive grilles seem to be the norm, the Teramont is a breath of fresh air. It’s not over the top by any stretch of the imagination and although you may consider it slightly underwhelming because of that, I really like how “normal” it looks. The rear end, once again, follows the same concept. It’s simple, elegant and unobtrusive. The rear question is would you choose it over an Audi Q7, the car with which it shares most of its underpinnings. Well, to answer that question, we have to take a look at the cabin.
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Interior As with most VW versus Audi comparisons, it comes down to what you value. If you prefer value for money you go for VW, otherwise if you have to have the cream of the crop you go for Audi. It’s really no exception here. The Teramont’s cabin is an extremely nice place to be, but it’s not on the same level as the Q7. Then again, the price reflects that, drastically, so it’s a case of picking your poison really.In essence, the Teramont has most of the features found on the Q7, but the design is rather conservative and plain in comparison. The dashboard is flat and mundane, and the same can be said for the center console. There’s just not a lot to look at. Ergonomics are up there with the best of them however. Everything is where you’d expect it to be and because this is VW, you just know everything will still work 10 to 20 years down the line. The steering wheel is surprisingly sporty, almost like it’s been lifted from a Golf GTI or something similar. Behind it you’ll find VW’s digital cockpit which is, no surprise, similar to the Audi Virtual cockpit. The infotainment touchscreen is intuitive and easy to use, and includes Apple CarPlay, Android Auto and MirrorLink. If you’re an audiophile, opt for the Fender Premium audio system with 480 Watts and 12 speakers. You won’t regret it, trust me. There’s an abundance of space in all three rows in the Teramont. Although the rear seats are primarily reserved for children, you can fit full-size adults in there for shorter journeys. I have to commend VW on making the Teramont one of the most practical SUVs currently on the market. Even with all three rows in place, there’s a ton of trunk space for a couple of suitcases and bags. maqinaonline.com / QCOTY 2019 311
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Engine & Performance
The Teramont comes with two different engine choices. The first is a 2.0-liter turbocharged four-cylinder with 238 horsepower found in most other VW models. It’s a great unit, it’s incredibly efficient and reliable, but if you expect any sort of performance you’ll definitely feel slightly let down. It’s enough to carry the large Teramont chassis and push it around without any hassle, but a 2.0-liter will always feel somewhat strained with such a large SUV. The other engine is a 3.6-liter VR6 with 280 horsepower and a lot more mid-range torque. It is, unquestionably, the engine to go for if you value performance. You’ll never worry about power, whether you’re climbing up a hill or hauling a trailer. Both engines use an eight-speed Tiptronic transmission, but only the latter VR6 can be equipped with the 4Motion AWD system.
Conclusion A great SUV for an unbeatable price. Nothing comes even close in terms of value for money. It’s not the fastest, it’s not the most handsome and it’s certainly not the most desirable SUV out there, but if it were my money, I’d look long and hard at the Teramont. It’s an excellent jack of all trades.
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WINNER 2019
BEST MID-SIZE PREMIUM SUV
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V
W launched the Touareg back in 2002, before the SUV craze had even started. It was designed to extend VW’s at the time model lineup, but no one expected it to be a bestseller. As the first decade of the new millennia draw to a close though, it had become exactly that. With the rise of SUV popularity at an all-time high, it wasn’t just one of VW’s most popular models, but one of the most popular SUVs as well. It essentially catapulted VW into the SUV era and shaped the company as we know it today. Currently in its third generation, the Touareg is still as popular of a choice as ever. Although the market is filled with literally hundreds of SUV offerings, the Touareg earns top remarks in most categories. Naturally, it lost some sale shares to its siblings, the Tiguan and the new Teramont, but it’s still the go-to choice for anyone in the market for a luxury mid-size SUV. In fact, I’m willing to bet over 50 percent of people recommend the Touareg to their friends when asked for SUV advice as a generic response. Yes, it really is that good and influential.
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“ It’s still the go-to choice for anyone in the market for a luxury mid-size SUV
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Exterior
The Touareg was never an especially good looking car. It looked alright, but it certainly didn’t wow anyone away. The first generation was obviously the most underwhelming of the bunch. Granted, that did give it some charm, but not enough to level it up from decent looking to striking. The second-gen changed things up a little bit. It was still instantly recognizable as Touareg, but it was a lot more aggressive. VW rounder the Touareg’s edges and thoroughly polished it. The end result was an SUV which didn’t look half-bad. When it comes to design though, the new Touareg definitely takes the cake. I mean just look at the thing. The differences between the third-gen car and the two previous ones are as wide as the difference between the Mk1 and the Mk7 Golf. I’m obviously stretching that metaphor, but you get the idea. The new Touareg is meaner, sleeker and more aggressive than ever.
Those familiar with the new Audi Q8 might notice some not so subtle similarities between the two, and for obvious reasons. The Touareg, the Q7 and the Q8 all share the same platform, with some notable differences of course. Although the Touareg is essentially a Q7, its striking is far closer to that of the Q8. In fact, non-car enthusiasts might have a hard time recognizing the two from the front. I love the way the new Q8 looks, but this might be one of the extremely rare occasions where I prefer the way a VW product looks over its Audi counterpart. The front grille with the horizontal slats does wonders for the car’s overall aesthetic. The rear looks rather flush and simple in comparison to the front, but then again, that’s always been a prime characteristic of the Touareg. I could go on about the design for a long time, but I’ll leave it up to you to decide whether you’d have this over the Q7.
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Interior
Wow, just wow. The biggest compliment I can give the new Touareg is that it doesn’t feel like a VW inside. I’m not saying VWs come with poor cabins, but when you compare them against Audi and the likes they’ve always been slightly behind. Not so with the new Touareg. In all honesty, it’s up there with the Q7 and even, I can’t believe I’m saying this, the Lamborghini Urus (they both share the same platform). The first thing you notice when you get inside is just how plush it feels. Apart from the classic VW steering wheel, there’s nothing to make you think you’re sitting in anything other than a premium automobile. The design is so unlike anything we’ve seen from VWs in the last couple of years. It’s elegant and simple, but is full to the brim with the latest technology. I wouldn’t be surprised if it housed more tech than three VW Golfs combined. Two features completely wowed me away though. The first one is the massive 15-inch digital touchscreen which comes with the Discover Premium infotainment system. It works with the 12-inch digital instrument cluster similar to the one found in the Audis. I can’t even begin to describe the amount of information you can access from both of them. The graphics are incredibly sharp and clear, I sometimes found it hard to focus on the road as all I wanted to do was toy around with the screens. maqinaonline.com / QCOTY 2019 319
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Engine & Performance
The base Touareg comes with a 2.0-liter TFSI turbocharged unit capable of 250 horsepower and 370 Nm of torque. It’s essentially the same unit as the one in the Teramont with a bit more power. It drives the Touareg along just nicely, but if you want to cover ground more rapidly or never have to worry about pulling power, the 3.0-liter TFSI V6 is definitely the one to go for. In Touareg guise it makes 340 horsepower and 450 Nm of torque. Both engines send power to all four wheels via VW’s 4Motion system through an 8-speed automatic transmission. It’s the same powertrain as the one in the Q7/Q8. As always, VWs focus more on comfort rather than sportiness, and the Touareg is no exception. It simply isn’t a match for a Urus or a Cayenne, or a Q7 for that matter, but in terms of fulfilling its designed role, it’s arguably even better than them.
Conclusion
The VW Touareg is one of the, if not the best all-around SUV at the moment in my mind. It’s the master of all traits, and I absolutely adore it.
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CARS AND KARAK Cars and Karak started in Qatar in 2014 with an idea and a group of friends. Those friends wished to extend their network and share their passion and love of cars with other like minded individuals. Through this idea, Cars and Karak started running automotive social events, giving a space for people who have a love of cars to meet and show off their pride and joys. After a healthy organic growth supporting sport car event all around Qatar, Cars and Karak events became some of the biggest in the country with car meets supporting 800+ vehicles. In May 2016 Cars and Karak wanted to expand and decided to launch the creative production house “Cnk production”. With a dedicated professional team of photographers and videographers, a group of nationalities from all around the world with various talents and expertise in film making, documentaries, photography and much more, they make their creations completely in house. Working within the automotive industry, they specialise in creating unique digital and print marketing assets for their clients. Omair Al-Abdullah CNK managing director said: ”I have the honor to be working side by side with our amazing team, we always surprise our clients with unique custom solutions based on their needs. Our solutions are there to help sales and marketing departments achieve their goals to reach out and attract the right buyers for their products in the Qatari market” The Cars and Karak team is also not all work and no fun. Everyone in the team has a passion for all things car related. Most of their team are very active in the car community and you’ll find team members participating in track days, drag competitions, time attack and autocross around Qatar. 322 QCOTY2019 / maqinaonline.com
One of the latest programs being run by Cars and Karak is #nightrundrive. With this program they work closely with dealerships in Qatar, experiencing the sports cars they have on offer and bringing them closer to the public. They organise casual public meetings where people can join and learn more about these cars and experience them in a more relaxed environment on weekends and evenings with friends outside the local karak shop. To learn more about Cars and Karak you can visit them at CarsandKarak.com or follow them on instagram @CarsandKarak. CNK Production services CNK Procduction in specialized in the world of motor and motorsport media production. What we do : • Photography & Lifestyle photography • Video Production & lifestyle video production • Vehicle presentation • Commercial • Documentary Films • Social media content
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EFFICIENTLY EXHILARATING
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