Torque Magazine

Page 1

ISSUE 16 March 09 Mar 09 JD 2

complimentary

french

Citroen’s C5 revives auto design

www.torque.jo

revolution

PLUS: Audi r8 5.2 FSI . Porsche 911 GT3 . Kia Mohave . Golf MkVI . Chris Bangle


1911 BTR

THE MASTERY OF TECHNOLOGY AND DESIGN The ultimate timepiece collection for men. Watches of sophisticated function, powered by Ebel COSC-certified automatic movements; each developed, assembled and controlled in Ebel’s workshops in Switzerland. For more information visit www.1911BTR.com

Rama Swiss World Zain Adboun Complex Tel: 592 24 17

© 2007 Ebel

Calibre 139 – Automatic Chronograph with unique functions display, skeleton dial, hand-stitched alligator strap.



Tel.+962 6 590 3334 Fax: +962 6 590 3339 Mob.+962 79 6311 151 Amman, Abdullah Ghosheh St. # 56 www.baron.com.jo


Tel.+962 6 5339336 Fax: +962 6 5339337 mob.+962 79 633 1151 Amman,King Abdullah 2 st.Bldg 138 www.randr.com.jo


Um Uthaina, mecca st. Near Al-kilo Circle - P.O Box 5757 Amman 11953 Jordan Tel: 00 962 6 55 100 70/ 55 299 77 - Fax: 00 962 6 55 298 80 - www.prestigecars.com.jo


Where luxury meets excellence...

The new Roll Royce Phantom now available

The largest showroom in Jordan specialising in exclusive and high-end autos with a vast collection of marques including Ferrari, Mercedes, BMW, Range Rover and much more. For the full range visit our showroom on Mecca Street.


Contents November 08, issue 12

Features 42 Toyota Land Cruiser range A choice for everyone

56 Hyundai Genesis

A new dawn for the Koreans

62 Mini Cooper Works

Small on size, big on power

68 Ross Lovegrove

Designing by passion

28 Paris Motorshow



Contents November

78

Formula One

Singapore, Japan and China GPs Alonso and Renault win back to back

34

Regulars

New Launches

Golf GTI SIxth generation of the timeless icon

84

WRC

Spain and Corsica

Loeb dominates on the black stuff

96

Torque Icons

Lancia Delta Integrale The original road-going rally car

Plus... Car of the month 14 International news 16 New launches 34 Portrait 68 International Motorsport 78 Used-car buying guide 89 Torque icons 96



Editor’s letter Welcome Group Editor in Chief Eddie Taylor eddie@torque.jo

Editor in Chief Mirza Hatk mirza@torque.jo

Designer Maysa Sultan Production Manager Riyad Najada riyad@neareastmedia.com

Editorial Assistant Musa al-Shuqairi Picture Desk Hedaia Hammad Advertising Business Development

Jawad al-Anis jawad@neareastmedia.com

Ameer Saloos sales@neareastmedia.com

Hani Farah sales@neareastmedia.com

Publisher Shereen al-Mulla shereen@neareastmedia.com

Remember the Hyundai Accent? The first generation of the Korean manufacturer’s successful model debuted as nothing more than a basic car that was obviously made with one goal in mind; make it cheap. For a long time, this was the main principle of the Korean manufacturers. Hyundai and Kia were regarded by many as nothing more than cheap means of transportation with the sex appeal of a wooden log. Not any more. The Korans have made huge strides in the last few years. Boosted by a reputation for reliability, low maintenance costs and cheap labour comparing to the other industrial nations, the Koreans started climbing up the ladder two steps at a time. Not only were they content with offering great small cars, they soon started expanding their ranges into other sectors. Kia in particular has been tremendously successful in the SUV sector. Their Sportage and Sorrento models were very successful and the latest Mohave is a lesson to all other manufacturers in how to properly build a large SUV. Hyundai wasn’t left behind, and the Genesis, which you’ll read about inside, is a proof that there is more to their cars than affordable prices. Head-to-head against the Germans? No problem at all. Half the price? You bet. The Hyundai-Kia alliance is now one of the biggest manufacturers in the world, and for good reason. Their cars are affordable, reliable and are now actually as good to drive as their competitors. All that’s missing are some sporty models to upgrade their cars in terms of desirability. The Genesis coupe can’t come soon enough. So if you’re the kind of person who always insisted on buying a car from a certain manufacturer, or of a certain nationality, prepare to change your mind, for the Koreans are coming, make no mistake about that.

BPA Audit applied for: 01/08/08

Amman office PO Box 940166 Amman 11194 Hashemite Kingdom of Jordan Tel: 00 962 6 516 3357 Fax: 00 962 6 516 3257

Printed in Jordan by National Press

Cover image: Courtesy of BMW



CAR OF THE MONTH

Mercedes SLR McLaren Roadster A car for poseurs? Think again. The magic touch of McLaren means it’ll blow you away. Literally.

Engine:

AMG 5.4-litre V8

Power:

626bhp

Torque:

780Nm

Transmission: 6-speed manual 0-100kph:

3.8 seconds

Top speed:

332kph


15


INTERNATIONAL NEWS

SEX TREND Women have voted the Fiat 500 the sexiest car on the road

W

hen it comes to sexy, maybe an Italian supercar comes to mind. Or a classy British convertible. But in a recent poll of women drivers on Evecars. com, the overwhelming majority said the Fiat 500 is the sexiest car on the market. The key attractions are the Italian retro styling and the vast range of nifty extras available. Another popular feature is the “City” button, which lightens the steering to help the driver ease into tight parking spaces – a major issue for female drivers. There are also the unbelievably-sounding 549,936 possible combinations of colour, trim and extra options that mean almost no two car are identical and each one has a unique character as per the customer’s taste. Finally, there is the small matter of the very affordable asking price as the small 500 is priced very aggressively, at least in the European markets. So does that mean that every guy should go out and buy one in the hope it’ll get him to score with the ladies? Unfortunately no. The voting was on the car that women thought they looked sexy in. According to Evecars. com the feedback from the survey revealed that women do feel incredibly sexy when they drive this vehicle. It may be small, but it is perfectly formed. It is Italian and has great sex appeal, a final proof that size doesn’t matter.

WHAT H T

your

Toyota Prius

Smart ForTwo

Fiction: I care about the environment Fact: I follow trends without thinking

Fiction: Small cars are the way forward Fact: Small cars are ugly

CAR says

ABOUT UT TY YOU


LITTLE BIG MEN How the compact urban runaround began to dominate even the big guns’ ranges

“Women feel incredible sexy when they drive this vehicle... it may be small, but it is beautifully formed” Alex Jenner-Faust, editor Evecars.com

»

IT HARDLY REQUIRES A GENIUS TO WORK out what is going on in the automotive world right now; as gas prices remain volatile and as we all reflect on our greener, more caring side, many people are turning away from SUVs and big-engined saloons. At least, in the rest of the world they are. Virtually every mass-market car maker now has a compact, urban model on the roads, and it looks set to be the key battle ground for market share in the next decade – and at least they’re making some attempt to make them good looking. Audi A1 Model year: Launching in 2010 Engine types: From 1.2 and 2.0-litres Fuel economy: N/a

3900mm

Fiat Grande Punto Series 2 Model year: 2008 Engine types: From 1.3 and 1.9-litres Fuel economy: 6.3 litres per 100km (1.3-litres)

4030mm Mercedes A-Class Model year: 2009 (facelift) Engine types: From 1.5 to 2.0-litres Fuel economy: 7.0-7.8 litres per 100km

3830mm

VW Beetle

BMW 1 Series

Fiction: I love the 60s Fact: My taste is still stuck there

Fiction: A small BMW means style and practicality Fact: Couldn’t quiet stretch the budget to a 3 Series

Ford Ka Model year: 2009 Engine types: 1.4-1.6-litres, with diesel option Fuel economy: 4.2 litres per 100km (diesel)

3630mm

17


INTERNATIONAL NEWS

Arnage’s final curtain An exclusive run of 150 cars draws Bentley’s Arnage era to an elegant close

I

f you were an American high-school kid desperately trying to be cool, you would probably be saying the Bentley Arnage Final Series puts the T to the R. And by that, you would of course be referring to the sporty Arnage T and the more refined Arnage R. If none of that means anything to you, then you can simply be satisfied with the knowledge that this is a car that handles like an Aston Martin and is more

comfortable than a long weekend in the Ritz Carlton with Elizabeth Hurley. The Arnage Final Series was another new arrival at the Paris Motor Show and represents, as its name would suggest, the last manifestation of the car that was first revealed in 1998 as the flagship of the company’s elite range. The 500bhp, V8 four-door saloon will be produced in a limited handbuilt run of 150, and will incorporate

The price tag for the Final Series will begin at $250,000

almost neurotic attention to detail. Everything about this car says labour of love: the upholstery is made from 17 leather hides in 400 separate pieces, a steering wheel that alone required 16 hours of double hand-stitching and wooden veneers that took 13 days each to craft. In fact, each Arnage takes a minimum of six weeks to assemble. Each car is, as you would expect, completely bespoke. Although to help


50 YEARS OF THE FINAL SERIES ADDITIONS Stainless steel flask and shot glasses in the cocktail cabinet

Four Bentley umbrellas

A small reminder that you’re driving something special

The fuel filler cap is simply a piece of art

Naim audio system featuring ten speakers, a dual channel subwoofer and a 1100 watt amplifier

BENTLEY V8 It’s anniversaries all round for the English marque

THE BENTLEY V8 is one of the most illustrious engines in the history of motoring. First introduced in 1959, it was originally developed from the engines of World War II fighter planes such as the Spitfire and the Hurricane, and the Lancaster bomber. But it has been refined and polished to suit a classic grand tourer. “The original forward-thinking design of the all-aluminium was a masterpiece,” says Dr Ulrich Eichhorn, Member of the Board, Engineering.

1959 S2 SALOON 200bhp

20-inch five-spoke alloy wheels 1969 T-series 225bhp

“The Final Series is a celebration of the Arnage era” you through the maze of personalisation – see Ferrari in the same section – the Bentley design team recommends six classic colour and trim combinations, starting with Titan Grey with Anthracite interior through to Black Velvet with Burgundy trim. And, yes, the cocktail cabinet is standard, and the flying “B” motif does retract into the hood. “For ten years, Arnage has enjoyed extraordinary success as the pinnacle

SPEC SHEET Engine: 6750cc, twin-turbocharged V8 Transmission: Sixspeed ZF automatic Top speed: 288kph 0-100: 5.2 seconds Horsepower: 500 Torque: 1000Nm

of the luxury saloon market,” says Bentley’s chairman and chief executive, Dr Franz-Josef Paefgen. “The Final Series is a celebration of the Arnage era as Bentley prepares for the next generation of its flagship model.” If this is the end of an era, it certainly puts a lot of pressure on the new one – whatever that may look like. We can only await with baited breath. And, frankly, overloaded overdrafts.

1982 Mulsanne Turbo 297bhp

1999 Arnage 400bhp

19


INTERNATIONAL NEWS

FAST FASHION What better accessory for your new Ferrari than a matching shirt?

»

FERRARI HASN’T

wasted any time in introducing a new dedicated collection bearing the name of its all-new hardtop convertible. The so-called Ferrari California

Collection includes caps, t-shirts and sweatshirts priced between $35 and $158 as well as a handcrafted model replica that costs a hefty $340, available in two different

colors with the top up or down. Now we’re just waiting to see how fast the Chinese knockoffs will reach the market – that is if they haven’t already beaten Ferrari to it.


PATIENCE IS A VIRTUE For some people the only problem is having to wait until their supercar arrives

Extreme invidualism If owning a Ferrari isn’t enough, show off your wealth by customising it

T

he unveiling of the Ferrari California wasn’t the only piece of good news to come from the Prancing Horse at the Paris Motor Show last month. Ferrari announced the extension of the “One To One” personalisation programme to include the awesome 599 GTB Fiorano. It originally debuted last March solely for the 612 Scaglietti model, but proved such a success that the model range looks set expand even more. Clients of the 599 GTB Fiorano, the most powerful 12-cylinder in Ferrari’s current range, will now be able to visit the dedicated Atelier in Maranello to create their own truly bespoke car. Not only will they have a vast range of special content to choose from, but specially trained Ferrari consultants will also assist them in deciding what actually looks best for their cars. To show potential clients what they’re missing by not opting for the programme, Ferrari recreated the Atelier on their stand at the Paris Show, an area to which clients can come to work out every last detail of their 599 GTB Fiorano on the basis of their own personal needs and tastes. Dedicated Ferrari staff are on hand to work with clients at each step of the way. Naturally, all of the various personalisation options on offer will ensure that the intrinsic character of the car is unchanged and will not in any way impinge upon the car’s active or passive safety systems.

THE WORLD MAY HAVE BEEN GOING THROUGH

a financial turmoil, with bankruptcy becoming as common as catching a cold. But there are those among us who would hardly notice a billion-dollar loss, and the market for the world’s fastest cars is still as congested as it ever was. And it doesn’t matter how much money you’ve got in your back pocket, you still have to queue up to get your hands on a supercar – in some cases the line stretches into months, even years. Unexpectedly, as it’s a relatively massproduced supercar, Ferrari’s 599GTB Fiorano is the worst offender, with Premiership footballers having to wait up to two years before delivery. Even Christiano Ronaldo, the hottest player currently in the Premiership, couldn’t dribble past the other customers, and he still has to wait in line for a year before his Bugatti Veyron – a snip at $1.5 billion – arrives. Ferrari 599 GTB Fiorano 2 years

Porsche 911 GT2 12-18 months

Aston Martin DBS 12 months

Bugatti Veyron 12 months

Lamborghini Gallardo LP 560 12 months

Cotton fleece

Cotton T-shirt

Baseball cap

21


JORDANNEWS

FRONT GRILLE

The new lights and the reworked bumper has a distinctive look.

WHAT JORDANIANS THINK OF...

BMW 335i Coupe

T

18-20

Torquestats

21-23 24-26 27-29 30-32 33-35 36-38 39-41 42-44 45-47 48-50 51-53 54-56 57-59

WRECKING OF AGE Percentage of drivers per age group who are involved in car accidents in Jordan

»

This may not exactly come as news to anyone who has driven around the roads of our fair country, but just as our young population grab their brand new drivers’ licences (via wasta, of course) there’s a 40 per cent chance

they’re going to crash daddy’s car. As people age, their driving matures and their chances of crashing diminish. But completing the human cycle, once they hit 60, they are again as susceptible to accidents as an 18 year-old. Ah, nature...

60+

0

5

10 15

20 25 30 35 40 %

From the 2007 Jordanian traffic accidents report

he 2009 BMW 3 Series will be available this month, which should excite Jordanians long-obsessed with the model. The 335i Coupe is set to be the dream car of any coffee-shop-dwelling, University of Jordan student. But BMW fanatics were a little ticked off with the new design tweaks – claiming it wasn’t committed to 3 Series tradition. But the 335i Coupe has its merits; it is the first of a new generation of petrol-powered cars to use turbo charging, which boosts performance by a considerable amount without sacrificing fuel efficiency. But do Jordanians think this will top their wish lists?


SEATING SPACE

THE VERDICT Unlike other coupes, the 335i has four comfortable seats.

I did not like the looks much but I heard it handles like an M3. Ali IT specialist Not really a fan of Beamers and this Coupe is no exception. Sa’eed Shop owner I love BMWs. They are so fast Juman Student It is a really big engine and I am not sure I can afford that much gasoline, even after I sell one of my kids to buy it. Murad Teacher I was really disappointed with the front. The old styling was much better. Rami Student The car looks great, BMWs always look good, but I think it is a little over priced, again, just like all BMWs are. Hamed Engineer

ENGINE

I’ll be waiting for the M3. Fadi Bank sales Remaking the front is a really bad move... Ayman Accountant

3.0-litre, inline 6-cylinder, twin turbo, petrol

This car can never be a bad choice. Atef Taxi Driver

Automatic Pass? The government has announced a new license for automatic transmission cars only. While the move has been welcomed by trainee drivers, driving school staff are in an uproar; teaching automatic will require a fraction of the instruction (and fees) and schools would now need to buy automatic transmission cars.

23


JORDANNEWS

To the Core A new generation of high-powered Porsche Carreras arrive in Jordan

N

uqul Automotives has announced the arrival of the latest range of Porsche 911 Carrera and Carrera 4. Although there are few changes appearing on the patented design outlines from their predecessors, it is under the hood where the latest refinement lie. The addition of a direct fuel injection system to the flat-six 3.6-litre engine driving the Carrera and Carrera 4 added up to 20bhp compared to the

The Premium Taxi New luxury cab firm launched in Amman

older models, bumping the output power to 345bhp. On the Carrera S and Carrera 4S models driven by the 3.8-litre engine which can now produce 385bhp – a 30bhp increase – will now be able to reach up to 300kph. “Porsche engineers have done a fine job to make an already wonderful car even more enjoyable to drive.” said Husni Siksek, General Manager of Porsche Centre Jordan, at Nuqul Automotive.

»

STARTING FROM NEXT DECEMBER, JORDAN’S taxis get some luxury competition – 100 silver Mercedes Benz will be roaming the streets looking for anxious adventurers to try out “the new experience”. The company behind this brilliance is none other than the Jordanian Kuwaiti Noor for Capital Investments. Noor signed a contract with Ghargour Motors, Mercedes Benz official dealers in Jordan. The Kuwaiti company will be eventualy buying a batch of 300 cars of different makes to cater to the different passengers across the capital Amman.

Another main upgrade was the addition of the Porsche Doppelkupplung PDK to the 911 range; the semi-automatic dual clutch transmission (fully reviewed in July’s Torque) contributes to the reduced fuel consumption despite the increase of power. The new 911 Carrera range is now available at Porsche Centre Jordan.

Adding the ‘Adad

Some of the super taxi highlights

The Mercedes tariff will, we are told, open at 600 Piasters – as opposed to the current 250 – with the distance tariff set at 10 Piasters/metre.

Professional drivers: The 800 drivers who will be recruited for the Super taxis will have health insurance and social security. Reduction of wait time: Super taxis are available on call through a toll free number – which is great for bad weather conditions. Flexible payment: Cash, credit cards, or the new “smart cards” that the company will issue are all acceptable ways of payment. Pricing: Still not officially announced but will be subjected to gas-prices adjustments.


SHOPTORQUE

Continuous improvement Torque speaks to Nadim Haddad, Marketing Manager of Central Trade and Auto Co – Al-Markazia, Toyota and Lexus exclusive dealers in Jordan to keep our clients satisfied. Regardless of the fact that the quality of our vehicles makes servicing them easy, we still ensure that our clients get an economic and hassle free experience at our service and parts centres. We believe that purchasing a car is just the first step in a long and happy relationship between us and our clients – a lifetime partnership. Torque: The Toyota lineup is currently missing a sports car, are there any plans to include such a model in the future? NH: There are a lot of rumours that Toyota will re-introduce the Supra as well as a new hybrid sports car, but nothing is sure yet. At the moment, they are planning on introducing the 2.0-litre Scion tc to the Middle East market under the Toyota brand. As for Lexus, there are a couple of sports cars lined up for the Middle East market in the coming years; the IS-F which is already introduced in Japan and the US, and the LF-A which is an exotic sports car.

Torque: How satisfied are you with Toyota’s position in Jordan? Nadim Haddad: We are very satisfied with our position in the market. Even though the Jordanian automobile market is a very tough and price sensitive one, we have always been among the top sellers and are also one of the best automobile dealers in providing proper service and parts within the Kingdom. Our main concern however, is not how satisfied we are, but how satisfied our customers are. This is why we believe in “kaizen” – which is Japanese for “continuous improvement” – and is what the Toyota philosophy is based on. We always strive to continuously improve. Torque: There is likely to be a decline in sales due to the current global financial crisis. How will you be affected? NH: The crisis will definitely have an impact on consumer confidence and spending. However, we are optimistic because we believe that buyers will put more thought into the vehicles they purchase and choose a brand that will ensure them minimum running costs. This is our competitive advantage. Torque: Toyota has a legendary reputation for reliability and dependability. How do you build on this reputation and what kind of after sales services do you provide for your local customer? NH: Just as Toyota is loyal to its clients and delivers the best quality cars in the world, we also make sure that we provide the best quality services

»

GAS PRICE

WATCH

Torque: While the global trend is moving away from large SUVs, it seems our region is quiet different. How do you see your line-up of SUVs and how important is that sector to your business? NH: The Toyota SUV line is unsurpassed in performance and reliability and we are currently experiencing very high demand on the new 2008 Land Cruiser. There is no doubt that it is the world’s best 4x4 and is a very important model for us. In Jordan, with the rise in fuel prices, there has been a slight shift from that segment. Nevertheless, we do not feel that this is a negative situation for two reasons: First, people who are moving away from SUV’s have a large line of other Toyota sedans and crossovers to choose from. And second, Toyota and Lexus SUVs are among the most fuel efficient SUVs in the market. Torque: The Lexus brand has now caught up with its class rivals and is one of the main competitors globally. Is that the case here? NH: Lexus has not only caught up with its rivals globally, it has overtaken them. This is because of its dependability, proving over and over that even luxury car owners want a car that is not going to break down. And the service is there to match. Lexus is not only one of the world’s most dependable brands, it also has the highest customer satisfaction rate between its competitors. This is what we are emulating in Jordan. The luxury market is a very tough market to penetrate and our competitors have a long history in the country. But we believe that if we take care of each customer and exceed their expectations every time, the sales will come on their own. Although it might be a slow process, it is an effective one that will certainly work on the long run.

FINALLY, A BIG AND DRASTIC DECREASE IN oil prices, thanks to the barrel of oil slipping to its lowest price in 15 months – less than $70 compared to $145 in the summer. Unfortunately, OPEC thought prices are falling too much and hence decided to reduce reduction. The government has also announced that the oil products market will be “completely deregulated” by 2009, which means gas providers can charge what they like.

1000 800

805 705

840 725 735

730

800 700

755

678 660 664

600

635 545 436

400 Octane 90 Octane 95 Average price in Texas

200 0 July

August

September

October

November

25


JORDANNEWS

French luxury France and Korea team up to revive a model – just for us

W

hen it comes to luxury cars, it seems the Middle East is rapidly becoming the main market. You can spend a couple of weeks in Paris and barely spot an S Class, a 7 Series or a Lexus LS480, but a quick drive past the AmmanIntercontinental or a tour around the Fourth Circle and all you will see is either an SUV or a “luxury car”. Car manufacturers, moreover, are more than aware of it. Enter the Renault Safrane – a car made especially for us. Well, probably for those of us who live in the Gulf, but it is also heading for Amman.

The Safrane is a revival of an old Renault model that, if we’re being honest, received less than positive reviews for its weird design – built on a Nissan Maxima platform and practically a rebadging of the Samsung SM5. Renault dealers in Amman, the al-Hijawi group, are offering this car to favourable-pricing luxury-car fans, promising that it is a car that meets the Jordan market needs. Other than it being really long and luxurious, there is not much info available. We’ll have more details once we get behind the wheel.

ACCIDENT BLACKSPOT Intersection of Umm Amara Street and Rawdah Street in Dahyiet al-Rawdah, near the University

»

A pretty active thoroughfare in the morning, Umm Amara street, located in Dahiyet al-Rawdah, is flooded with university students looking for a shortcut through Dahyiet al-Rashid to catch that dreaded 8am class. This particular intersection, joining Rawdah Street, which is wide and clear, is the spot of an almost-daily destruction derby for unlucky goers. Even though there is a stop sign placed where it’s supposed to be, most of our culprits choose to assume that stopping at a stop sign is a simple courtesy issue and

choose to completely ignore it. Another major reason for this car graveyard is people seem to have forgotten the basic right of way rules: cars merging from side roads into a major road must wait. As the police department’s brochures often iterate, accidents can be the result of the vehicle, the road or the driver, and in this particular case, the drivers’ disregard to basic driving rules and road signs is the main contributor to this blackspot. Our solution: a policeman or a hidden camera next to every stop sign.



MOTORSHOW SPECIAL


PARIS MOTORSHOW The city of fashion held its motorshow amid the pessimism of the global car sales slump. But rays of creativity shone through – with some of the most beautiful and most innovative cars ever revealed

29


MOTORSHOW SPECIAL

DIGITAL HARMONY Innovative design meets GranTurismo as Citroen teams up with the people behind the legendary game to create the stunning GTbyCitroen


concept to reality The cars that made it to the production line

»

CITROEN IS CROSSING THE BOUNDARIES TO THE VIRTUAL WORLD WITH THE GTBYCITROEN. Don’t be put off by the weird name, for this is a car that comes straight out of the digital world. It was a joint venture between Citroen and Polyphony, creators of the world’s most famous driving simulation game – GranTurismo. The idea was simply to design a car to work in the digital world and then to build that car in reality. The result is a two-seater racing car with dynamic styling, sculpted lines and sharp graphics. The rear end is oversized, made exaggeratedly long in order to create an effect of retinal persistence. The idea is to make the concept car even faster visually. Looking beyond the spectacular visual effect, the gullwing opening of the two doors gives GTbyCitroen a level of accessibility rarely seen on this type of vehicles. The dark interior of this show-car is a surprise, compared with the light bodywork. Upholstered in black leather with subtle touches of rare materials such as copper and steel, the cabin of GTbyCitroen is distinctly sporty. Two padded racing seats upholstered in dark leather, each fitted with a four-point harness, enfold the driver and passenger for exceptional driving sensations. Special emphasis was placed on the aerodynamics and flowing design. The objective was to enhance the vehicle’s dynamics. It features innovative wequipment such as enlarged air intakes at the front, a flat underside, and a mobile spoiler and air diffuser at the rear. All these features play an active role in reducing lift and – above all – drag, to pin the car to the ground. No words on the actual mechanicals of the car, but in the GT version at least, The GTbyCitroen features an electric drive train powered by a fuel cell with no pollutant emissions.

Kia Soul New urban run-around from those innovative Koreans is revealed in Paris The Kia Soul marks a revolutionary expansion of the Kia product line-up. A bold statement of Kia’s determination to succeed as one of the world’s top automotive companies, Kia Soul is destined to appeal to a whole new group of European and global consumers. In Europe, Soul customers will be able to choose between a 126bhp diesel, a 115bhp “low-power” version (in some countries) and a 126bhp petrol engine, both based closely on the 1.6--litre unit first designed and produced by Kia engineers for the cee’d model.

gran designs “GTbyCITROËN shows how the worlds of virtual and real-life motoring can join to create a truly innovative partnership. We were delighted that Citroen approached us and gave us the opportunity to combine our creative strengths to build this very special concept car. To see the car take shape in game and then in reality has been a unique experience.” Kazanori Yamauchi, President of Polyphony Digital Inc and creator of Gran Turismo

Ford Ka The French are the first people to get a glimpse of the new Ka colourways Ka-crazy customers who want to make their new “pride and joy” stand out from the crowd will be able to choose from a tempting array of option packs when the new model hits the road in January 2009. Three factory-fitted packs have been specially developed for the all-new Ka: the Ka Digital – a vibrant “street fashion” style, using a fresh, high-contrast green as the base colour, the Ka Grand Prix – an exciting motorsport-themed version with a chequered flag motif based on either a red or white exterior colour scheme and the Ka Tattoo – a fashionable and fun tattoo design with a heart at its centre, created in bold metallic colours.

31


MOTORSHOW SPECIAL

BIRTH OF A NEW BREED Lamborghini’s latest concept stays true to their uncompromising heritage with dynamic lines and an aggressive stance. Say hello to the new four-door Estoque


concept to reality The cars that made it to the production line

»

Lamborghini shocked everyone when it unveiled the Estoque at the Paris Motorshow, but it was a welcomed shock. It’s a new interpretation of Sant’ Agata’s greatest traits, wrapped around in a very aggressive body that houses an elegant and – relatively – practical interior. For a starter, it has four seats, four doors and the engine is located in the front, even if it’s positioned far back enough from the front axle that it can actually be described as a front-mid engined car. The design stays true to the Lamborghini traditions, with an aggressive front end, a long wheelbase (just over three metres) and a very wide body. It measures 5.15m, 1.99m wide and incredibly, only 1.35m high. Inside there are four individual seats and enough space for four people to sit comfortably on a long journey, as well as enough luggage area to carry the occupant’s belongings. As you’d expect from a Lambo, the elements for a high performance drive are all there. No words on what engines would be used if it makes it to production, but Lamborghini revealed that the Estoque is versatile enough to accommodate a range of engines. Topping the list is the highly acclaimed Lamborghini 10-cylinder from the Gallardo LP 560-4. A complementary alternative could be a turbocharged 8-cylinder derived from this V10. Another particularly economical, but nevertheless dynamic, variation would be a V8 with a hybrid module or an extremely high-performance TDI, a concept used by parent company Audi in their R8 LeMans concept.

Lexus IS 250C Thankfully, there’s considerably more to the new Lexus than a fast-folding roof. The main claim to fame of the IS 250C is the claim that it has the fastest opening time for a three-part roof: the lightweight aluminium structure folds away in just 20 seconds. Which might not be much of a sales bonus in Abu Dhabi. Slightly more importantly, it shares its smooth 205bhp 2.5-litre petrol V6 engine and six-speed automatic transmission with the IS 250 saloon. It has been styled to offer minimal wind turbulence when driving with the top down and extensive revisions to the body structure and suspension provide the right degree of torsional stiffness to ensure a level of ride comfort appropriate for a Lexus. Even in coupe trim, the car’s performance is on a par with that of the IS saloon.

more 4 doors supercars go large Aston Martin Rapide When: 2009 Engine: 6.0-litre V12 Power: 480bhp Porsche Panamera When: 2009 Engine: 4.8-litre V8 Power: 500+bhp BMW GT (8 Series) When: 2010 Engine: 6.0-litre V12 Power: 550+bhp

Chevrolet Orlando It’s still big... but at least this won’t shred the wallet at the pump when it hits the streets In line with the latest trend of sporty faily cars, the seven-seat Orlando combines the attributes of an SUV and an MPV, with a stylish yet bold appearance and a practical interior. Featuring three rows of seats in a theatre-style layout, the Orlando’s interior can comfortably accommodate up to seven adults, yet when the need arises the cabin can be quickly transformed to give a large, flat load carrying area. Power comes from Chevrolet’s 2.0-litre 150bhp common rail turbo-diesel engine developing 320Nm of torque.

33


MOTORSHOW SPECIAL

SIX APPEAL The latest generation of Volkswagen’s legendary Golf GTI builds on a rich heritage and promises to be the best yet of the iconic hot hatch


GRAPHEAST - AP

GIRLS OF THE MOTORSHOW There’s always more than just a collection of cars at the Paris Motor Show

»

IN 1976 THE MK I GOLF GTI WAS LAUNCHED AS A LOW VOLUME addition to the Golf range. 32 years, five generations and 1.7 million sales after that car established the breed, the sixth generation of the GTI has been unveiled in concept form ahead of its public debut next month. The core attributes of the original GTI – sharp dynamics, style and practicality – remain in the new GTI concept. Yet the new car uses the latest advances in drivetrain and chassis technology designed to enhance rather than detract from the purity of the driving experience. For the first time the new GTI features an electronic limited slip differential (XDS) linked to a sophisticated ESP system in order to maximise traction and improve response. Powering the GTI concept is a 2.0-litre four-cylinder TSI engine developing 210bhp – a gain of 10bhp over the Mk V GTI. Despite this gain the new engine is both more efficient and produces less emissions. They have also installed the 2.0-litre TSI engine allows the vehicle to accelerate from standstill to 100kph in 7.2 seconds before reaching a top speed of 238kph, making it the fastest standard production GTI yet produced. The new car (designed by Walter de Silva) bears clear visual links with the original. This is apparent in the red grille surround, along with the horizontal grille fins and elegant new headlights. At the rear a set of GTI smoked rear light lenses are joined by a rear diffuser channelling air from beneath the vehicle that’s in turn framed by a pair of chrome tailpipes. The GTI concept is intended as a first step towards the Golf GTI, which will start production in spring 2009.

spec sheet Engine: 2.0-litre. 4-cylinder Power: 210bhp Torque: 280Nm Transmission: 6-speed manual or semi-auto 0-100kmh: 6.9 seconds Top Speed: 240kmh

35


INTERNATIONAL NEWS

Feeling the crunch at the wheel As the US braces itself for what seems to be the new millennium’s great depression, we take a look at how the crisis arrived at the doorsteps of the auto manufacturers

Words: Faisal Hakki


P

roving yet again that when America sneezes, the world does indeed catch a cold. The US housing credit squeeze snowballed into a widespread and far reaching global economic slowdown and the car industry sure felt the squeeze. It all started out when Joe Plumber (the “Average American” term infamously coined by John McCain) decided it was time to buy his own property. This was post 9-11, when US Federal Reserve boss Alan Greenspan was cutting interest rates to stimulate a sagging, confidence-sapped economy, and the market was flooded with cheap – and non-existant – money. Joe Plumber discovered his mortgage payment would be less than his rent and, like millions of other Americans, signed up for massive, home-secured credit – and a housing boom was born. But even America’s $14 trillion economy wasn’t immune to the classical signs of over heating and before inflation started to bubble out of control, the Feds re-hiked interest rates. With the price of everything from a loaf of bread to the gallon of gas skyrocketing, the last thing Joe Plumber needed was for his mortgage payments to swell as well. Joe was now finding it impossible to make ends meet, and when the stalling economy stole his job, his house was repossessed by the bank. With millions of Joes spread all over America, the US banking system found itself with one too many foreclosed properties – or one, maybe ten million too many – on its balance sheet. The real estate market started to collapse as banks moved to liquidate properties. The Joes who had managed to escape the first wave of foreclosures found that they were paying off mortgages on $200,000 homes that were now only worth $150,000. And the domino effect started. But there was more; when the interest rates were low and confidence high, banks convinced home owners to “unlock” the equity in their newly appreciated properties, taking mortgages they did not need for non-essential luxuries – extended vacations, the latest hi-spec gadgets and, more relevant here, automobiles. Thanks to the inherent capability of capitalism to find new ways of making money, the bankers who had originally given out the housing loans bundled their loan portfolios into securities and sold them off to other investors. Banks do this to generate extra profits by reselling an existing asset. The acquiring party, on the other hand, is buying into low risk securities backed by a very tangible asset. The interest rate rebound was clearly not part of the plan.

In the US, the world’s largest car market and the one most affected by the credit crisis, auto loans account for more than 60 per cent of all new car sales. Dealers are hard-pressed to secure financing for new inventories. The auto companies themselves are running short of cash and can hardly afford to borrow more. It all adds up to an increasingly dismal forecast for the industry. US vehicle sales fell 11 per cent in the first eight months of the year compared with 2007. According to estimates from Edmunds. com, Chrysler’s September sales may be down as much as 36 per cent, GM’s may drop 23 per cent and Ford Motor Company sales could be down 25 per cent. Toyota is projected to be down by 17 per cent compared to September 2007. Car dealers are choking on the costs of keeping unsold inventory (particularly gas guzzling SUVs) on their balance

AFP ,GraphEast-News com

“According to some estimates, Chrysler’s September sales may be down more than 36 per cent”

Car workers at PSA, makers of Peugeot and Citroen, protest plans to reduce the company’s workforce

Credit crunch becomes a crisis

The credit crisis couldn’t have come at a worse time for the auto industry. Global new car sales have been slumping ever since the oil barrel touched $147 earlier this year and just when things started to pick up during Q3, the credit crisis reared its ugly head and made it more difficult for consumers to secure auto loans – even if they did feel a new car was a priority in such an economic climate.

sheets, and can’t get loans to fill their showrooms with betterselling models. Financial institutions are wary of financing any new vehicles because they can no longer bundle the loans into securities to sell to investors. The credit squeeze is having a direct impact on automakers’ own finances, too. GM is burning through more than $1 billion in cash a month and can’t go to the credit markets to raise additional funds. The company recently drew down $3.4 billion from its revolving credit line, and is in the process of cutting $10 billion in costs – mostly in jobs, which sucks more cash from the market – to improve its liquidity. Ford’s credit arm recently decided to cease providing vehicle loans to Mazda, its Japanese affiliate, so it could concentrate on financing sales of Ford’s domestic brands. It’s also dipping into its corporate cash reserves to repay $ 1.5 billion in debt on previous bond sales. But despite the global tidal waves the US credit crisis is generating, one nation’s miseries can actually be another’s fortunes. With oil being the only significant commodity we in the Middle East export, Gulf countries can still generate multibillion dollar surpluses even at $60 per barrel. Couple this with the fact that our banking systems’ exposure to the US credit crisis is minimal; a regional recession remains highly unlikely. On the flip side of the credit crisis, and since most currencies in the region are pegged against the Dollar, buying American (or from America) cars might become very appealing. With US dealers more eager to rid their lots of stock, 2009 could very well be the perfect time for buying a new car from the US. As it turns out, when America sneezes, not everyone catches a cold.

37


POLE POSITION

Mirza Hatk

Time to hang up the helmet, Seb? Calling on him to retire is like refusing to allow Bjorn Borg to enter Wimbledon

W

ith his latest rally win, on home soil in Corsica, Sebastien Loeb has virtually sealed this year’s World Rally Championship. With 106 points to Mikko Hirvonen’s 92, and with only two rallies to go, he’s only six points away from a record breaking consecutive fifth world title. That’s a podium finish in the two rallies or even two sixth place finishes. Not that this is a surprise. After all, he’s already won ten rallies this year, come home second only once, and retired twice (let’s forget his bizarre accident in Jordan), and was unmatchable when things went right for him. He now has almost all the world records to his name: most titles, most wins, most wins in a season, consecutive wins – and many more. He’s even managed to win in Sweden (first non-Scandinavian) and in Finland (only the third non-Scandinavian to do so). So what’s next for Seb? Should he call it a day and retire, or should he continue and collect more trophies? While many pundits are favouring Loeb’s retirement, I firmly believe he should carry on and race for many years to come. Those who are calling on him to retire are basing their argument on the fact that the Rally Championship is losing its excitement. On the starting line of a gravel rally, Loeb is favourite to win. On tarmac, it is almost certain. His speed is phenomenal and his relentless efforts seems to utterly demoralise the opposition. Aided by the speed and reliability of his Citroen C4 WRC, the combination is almost unbeatable, and unless one of his rivals comes up with a miracle, it is a distant possibility that anyone would be able to topple him from his throne anytime soon. With Loeb out though, the field would be wide open for the other drivers. Young guns like Hirvonen, Latvala, Sordo and even someone like Duval could be in with a real chance to shoot for the title. No one can disagree that a three or fourway battle for the title is more interesting to follow. It’ll draw more spectators and become more interesting for everyone involved. We’ll probably see a different winner in each rally and several manufacturers could be in with a shot at the title, thus encouraging other manufacturers to follow, especially if the FIA manages to further cut costs for the them. That would certainly be welcomed.

Why Loeb should continue

If Loeb’s retirement could bring in so many benefits, why am I opposing it? I have a couple of reasons. The first is a look at the long-term future in terms of competition and exposure. Those who remember the old days of rallying, the 1980s Group B cars or in the 1990s, remember a field full of potential winners and a list of world champions all fighting for the win in each rally. The entry lists read like a who’s who in the world of rallying, with names like Kankkunen, Sainz, McRae, Biasion, Makinen and others all lining up at the start. Before the start, all of them were true candidates for the win, and that meant the competition was more attractive to spectators. But to achieve that kind of competition and public interest, we’d need world champions fighting against each other. Loeb is the benchmark that everyone is currently measuring up against, and with him gone, it’ll be almost a hollow victory for the next world championship. Think of it as Newcastle United winning the Premiere League, when Manchester United, Arsenal, Chelsea and Liverpool have withdrawn from the competition. The achievement would be instantly devalued. Think F1 for a better example. How great does Alonso feel winning his two championships

with Michael Schumacher on the grid? I bet it felt far better than Schumacher’s first title, which he won in the absence of the late Ayrton Senna. Now imagine if Schumacher had retired at the end of 2004; would we have ever seen that mesmerising drive at the Brazilian GP in 2006? With Loeb there, alongside an on-form Subaru for Petter Solberg and youngsters upping their game, the prospect of a title fight in the last round among several driver could again become a reality. Let’s celebrate talent

The other reason I’d prefer to see Loeb continue is simply the fact that what we’re witnessing is a phenomenon. People may not yet realise it, but we’re witnessing the master perfecting his art. Calling on him to retire is like asking Tiger Woods not to compete, or refusing to allow Bjorn Borg to enter Wimbledon or trying to deny Brazil taking part in the 1970 World Cup in Mexico simply for the fact that they are better than the rest. We shouldn’t fight that. In fact, we should revel in it, and savour the moments of brilliance that we’re witnessing. We should hope the others catch up to fight on the highest level, not see a competition between the lesser competitors. The proper demand should be for the other teams to up their game, not for Loeb to quit. In fact we should all cheer him on, and cheer the others to try and catch up with him, for what we’re witnessing right now is history in the making. Sebastien Loeb is a living legend and watching him drive is something special indeed. May we enjoy it for several years to come.



LAST LAP

Faisal Hakki

Hassan learns to drive Seatbelts, side mirrors and turn-signals are obviously ornamental... the horn is not

T

he first day I got my driving license 12 years ago, I spent a little bit over ten nearlyuninterrupted hours behind the steering wheel. I remember enjoying every minute. This morning, I drove for about ten minutes to work – and I hated every second. It isn’t the first time this happens, and I’m really getting worried. Is the driving rush fading away? I’m sure I speak for many when I say that driving around Amman can often be a nerve-wrecking experience. Let’s take for example the average Ammani driver’s cruise around town. And for the sake of argument, let’s assume this driver is a he, and his name is Hassan Jordanian. Hassan sits comfortably low in his seat, which looks so much cooler when cruising than actually being able to see the front end of the car. Hassan starts the engine and sets off into the urban war zone. Seatbelts, side mirrors and turn-signals are obviously ornamental. The horn, though, is not. Hassan speeds up to around 80kph on the furthermost left lane of a busy main road; the tight right exit is approaching fast. Horns beeping, drivers swearing, tyres screeching, Hassan goes for that right exit. With a single artistic flick of the wheel, Hassan jumped from extreme left to extreme right before leaving the main road without a scratch. Hassan smiles. Hassan’s mobile phone is now ringing; he takes a very long gaze at the screen before deciding to answer, all while holding the steering with one hand, avoiding oncoming traffic, potholes and pedestrians. The phone call is important; Hassan’s all worked up now, he’s using both hands to make gestures as he approaches a small crest that opens into a wide roundabout. Hassan ends the call abruptly, sits up in his seat and readies himself for the ultimate driving championship. Hassan starts by taking the left lane, then switches to the right lane, now back to the left lane, then thinks to himself “What difference does my entry lane make? This is a roundabout for crying out loud.” He enters from the right, slides

his way to the middle then back to the right again before exiting, coming freakishly near to other cars but without touching them (or using the turn-signals). Horns beeping, drivers swearing and tyres screeching again. This time Hassan has a wide grin on his face, and he has every reason to; he is the new ultimate driving champion. One hand is better than two

Next stop for Hassan is Abu Kuku’s internationallyrenowned roadside coffee house. Hassan places his order using the universal sign language as he stops his car, totally blocking one of two lanes on a double-direction road. This time, Hassan does a bit of swearing of his own to ward off some ill-mannered drivers that got caught up behind him. Hassan gets his caffeine fix and hits the road again. Obviously, no turn-signals are used. After a number of seriously life-threatening overtakes down the road, Hassan runs into a group of other Hassans. Their cars are huddled in front of greasy-shawerma-r-us. Amazed by

the sight, Hassan thinks to himself, “Can’t these people see what they’re doing? Turning the road side into a polystyrene-and-mayonnaise dump! Not only that, they’re also blocking the road and holding back traffic. The nerve some people have...” Hassan heads back home feeling saddened as he contemplates the dire conditions fellow Amman drivers have plummeted to. I think the reason I enjoyed that drive 12 years ago was that I was a bit of a Hassan myself. Thankfully, I’ve come a long way since then, and the fact that I’m despising the morning drive is proof. I would say the most significant change I’ve undergone in evolving from a certified Hassan to a normal driver is the understanding of something called “road manners”. (Go ahead, look ’em up.) To some extent, we all tend to be naturally wellmannered in one way or the other. It’s when we put on our driving hats and get behind the wheel that we go beserk. A verbal fight over a parking spot before last Friday’s prayers supports my theory. True, it’s not always the driver to blame. Despite tremendous efforts and investments made by our city’s municipality towards improving traffic flow and removing bottle necks, there still remains a lot to be done. Swefieh shopping area is a city planner’s worst nightmare, and several main roads around Amman have lanes that suddenly disappear only to pop-out of no where after a few meters. I’d guess Hassan is essentially a nice person. Maybe if, just every once in a while, Hassan took some of his good manners with him behind the wheel, our roads would become more drivable. And that driving rush I once had would thrive again.



ROADTEST


A Genus All Their Own When it comes to SUVs, few cars can match the pedigree of the Cruiser name next to a Toyota badge. But which of Toyota’s latest generations of SUVs is the one to have? The Torque team takes them on a test to ďŹ nd out Words: Mirza Hatk, Images: Avo Moses

43


ROADTEST

“I had to come up with a name for our car that would not sound less dignified than those of our competitors. That is why I decided to call it Land Cruiser� Hanji Umehara, Toyota technical director


J

eep, for those old enough to remember, was the company that actually launched the 4WD commercial vehicle to the world. Building on its massive success as a military vehicle during WWII, Jeep was suddenly in fashion and has continued to be ever since. Of course, the Japanese had to have their own version of the Jeep. Incidentally, it was the US government that helped push the project forward. In 1950, the Korean War created demand for a military light utility vehicle and the United States government ordered 100 vehicles with the new Willys specs. Toyota was asked to build them. So the Toyota Jeep BJ prototype came from the demand for a military-type utility vehicle. The Jeep BJ was larger than the original US Jeep and more powerful, thanks to its Type B 3.4-liter six-cylinder OHV Gasoline engine which generated 85bhp@3,600rpm and 215Nm@1,600rpm. It had a part-time four-wheel drive system like the original Jeep, but unlike its predecessor, the Jeep BJ had no low-range transfer case. In July 1951, Toyota’s test driver Ichiro Taira drove the next generation of the Jeep BJ prototype up to the sixth stage of Mt Fuji, the first vehicle to climb that high. The National Police Agency (NPA) oversaw the test, and impressed by this feat, the NPA quickly placed an order for 289 of these offroad vehicles, making the Jeep BJ their official patrol car, and in 1954 the name “Land Cruiser” was created, and a legend was born. It was Hanji Umehara, technical director at Toyota, who created the Land Cruiser name. “In England we had another competitor - Land Rover. I had to come up with a name for our car that would not sound less dignified than those of our competitors. That is why I decided to call it Land Cruiser,” he recalls. And over the years, the Land Cruiser

became a global success everywhere. Its capabilities and derivatives were so versatile that it was used almost everywhere, as a military or a civilian vehicle, from the hot deserts of Africa to the flooded lands of South-East Asia. The Taliban even used them as personnel carriers, and even kings drive them. That’s pretty versatile. But of course, as a commercial vehicle, the SUV sector has grown and diversified over the past few years. There was a time when any SUV would do, but not anymore. Toyota, of course, with the typical mentality that brought it to the top as the world’s largest automaker, went with the flow and created a series of different SUVs that were sure to satisfy all needs. Of Toyota’s current range, the “Cruiser” name is carried by three different models, each with its own character and design but all carrying the Land Cruiser’s traditional qualities of strength, reliability and quality, perfectly adapted for the 21st century. So next to the “standard” Land Cruiser, comes the smaller Prado as well as the more youthful, square shaped FJ Cruiser, which is clearly aimed at the younger sector of the market. Looking at the three cars parked at the Toyota dealer’s garage, you can’t help but feel excited. The three cars are different in design and character, yet all share a purposeful stance and a no-nonsense look that tell you these cars mean business. I climb first into the Land Cruiser, and instantly feel the huge difference between the last generation and the new car. Whereas in the old generation you sort of get the feeling that it was first and foremost a rough 4WD vehicle with added on luxury enhancing options, the new car feels like a grand luxury saloon that transformed into a full-sized SUV. The cabin’s design and ergonomics stand on par with the best in the world, » 45


ROADTEST

The FJ Cruiser looks as subtle as a jab to the jaws, shrinking violets need not apply here and sitting there, high above the other road users, I couldn’t help getting that feeling of control and authority. This was only exaggerated by the dark green colour of the test car which gives it a serious military look that automatically draws attention and for some strange reason – at least in Amman – means policemen look at me with a ready hand to whip out a military salute. Driving slowly around the city, it’s instantly evident that this is a shared view among the public. Perhaps it’s the fact that the royal guards drive Land Cruisers, or maybe it’s that green colour, but almost everyone seems ready to move out of the way and slow down going into roundabouts – something Jordanian drivers are not exactly famous for – as soon as they see the Land Cruiser approaching. I can’t help but smile. Driving the Land Cruiser inside the city has, thankfully, many other things to make a driver smile. First, there’s the ride quality, with soft suspension that soaks up bumps and potholes with ease. Then there’s the engine, gutsy and powerful, and with enough torque to close down any gap in front with remarkable ease. And of course, the cabin’s electric everything with a fantastic sound system and easy controls that make the longest traffic jams a minor nuisance. I’m assigned the task of picking up photographer Avot, and soon find myself negotiating tiny roads and dense traffic. The Land Cruiser betrays its size, and controlling such a car in small roads is easy thanks to a light steering and perfect driving position. Folding the third row of seats leaves ample luggage space in the back for Avo’s gear, and soon we’re off. Driving towards Madaba and the historic Mount Nebo, the Land Cruiser shows exactly why it’s such a legend.

Stability is great, visibility is excellent and the ride quality would put sedans to shame. Couple that with a gutsy engine that pulls strongly from low revs and you’ll see why. The 4.7-litre V8 produces 280bhp@5,400rpm and 410Nm of torque at a very low 3,400rpm. With so much torque available early on in the rev range, you’ll be hard pressed to believe this SUV weighs over 2.5 tonnes. Press the brakes though, and that weight reveals itself. Not that there’s a lack of stopping power, but there’s a certain softness to the brake pedal that is a bit unsettling, something that could be related to our test car which had somewhat worn-out brake pads. After a brief stop, we swap keys and I grab those of the FJ Cruiser. Many view the FJ Cruiser as Toyota’s attempt to take on the Hummer. Judging from the “cubist” design – which includes an aggressive, almost old-fashioned style front end, round headlights, and a muscular stance that makes it look like it’s just taken a large dose of steroids – this is certainly the first idea that springs to mind. Being a Toyota, I expected that it would be a much more well regarded vehicle than the American behemoth, while still managing to provide a rough, hard driving experience. I also have to confess it was the one I was most eager to try. But once I got inside, all my preconceptions were thrown out of the (square) window. It’s a weird mix inside, with a very high and flat dashboard. The seats are covered in very durable materials and even the door lining is made of plastic. It’s all of the highest quality and very nicely designed, but the emphasis here is practicality, not the nice-to» touch materials that you find in the


Âť

58 YEARS YOUNG

1955

THOUGH THE FIRST TOYOTA LIGHT UTILITY VEHICLES produced dates back to 1950,the Land Cruiser name was created in 1954, and has been present within the Toyota line up ever since. This is its story The 20 Series, designed to have more civilian appeal for export reasons, is introduced.

1958

1960

1976

Toyota’s first vehicle to be built outside Japan is the FJ-25, produced in Brazil.

The 40 series is introduced.

The Toyota Land Cruiser Association founded in California, USA.

1965 The Land Cruiser is the best selling Toyota in the US.

1968 Global sales reach 100,000 units.

1977

The Irish Army took delivery of the first of 77 FJ45 Land Cruisers, which tended to rust in the wet Irish climate.

47


ROADTEST

The Prado, though overshadowed by the other two, is just the sensible one in the family Land Cruiser. Start the engine, and it burbles into life with a more resonant sound compared to the Land Cruiser. The 4.0-litre unit has only six cylinders to the Land Cruiser’s eight, and produces 240bhp@5,200bhp and 377Nm@3,700. But at 1,984kg it weighs over half a ton less than the Land Cruiser and it certainly shows. Press the throttle and the FJ Cruiser instantly feels more aggressive. It’s only an acoustic effect, but from the inside it instantly makes you feel like it’s more involving, encouraging you to push it a bit more, whereas the in the Land Cruiser the power is almost muted, yet easier to access and deploy. The FJ also has a much more pointier steering. The Land Cruiser’s unit is geared for comfort in the city and when cruising, thus giving it a bit of a dead feel around the centre. The FJ Cruiser’s steering feels more direct, more talkative. We’re not talking Ferrari direct here, but it gives more confidence to push the car a bit harder into corners and hanging on a bit more into them. The FJ Cruiser isn’t exactly a sports car though so don’t expect nimble handling. It’ll grip hard, but the truth is it just seems pointless to drive such a car this way. After all, this is a practical,adventurous car designed for the younger generation living an active lifestyle. The boxy shape kind of grows on you fast, and the front end – akin to that of the early generation Land Cruisers – looks purposeful and rugged, yet the side view with the “clubman” door looks absolutely modern and slick. Another feature that definitely cements the FJ Cruiser’s status as a youthful car is the amazing FJammer, a 327-watt sound system, designed exclusively for the FJ Cruiser. It comes with a 6

CD changer, a subwoofer mounted in the rear, and 9 speakers. Roof lining speakers, not found in any conventional sound systems, create an acoustic space with a shower of sound flowing from the roof. Your only hope is to pray that the owner has good taste in music... After testing the ultra luxurious Land Cruiser and the ultra-cool FJ Cruiser, the Prado suddenly seemed like a less interesting car. It’s a more conservative car of sorts, and the lesser of the bunch in terms of the drivetrain and equipment. So for the trip home, I decided that I needed to give it a go and see what it’s like. There’s no question here that in term of looks, the Prado is the ugly duckling of the group. It’s a conventional SUV with a straight-up rear end, a longish nose and somehow conservative approach. But the Prado proves that beauty is more than skin deep, at least in terms of engineering and quality. It’s instantly the most familiar. Anyone who’s driven an SUV in the 90s will soon find the Prado familiar. The seating position is traditional SUV, ie high and upright, and the driver feels instantly in a command. As soon as I drive off though, it’s apparent how far SUVs have gone in the last few years. The Prado may be a tough, rugged SUV in terms of its offroading capabilities, but on the road it’s more civilised than I imagined. It’s still a bit bouncy compared to sedans of course, but in no way unnerving at speeds the way SUVs were a few years ago. It’s also very energetic. The 2.7-litre in-line four produces 175bhp@4,800rpm and 255Nm of torque that is available from very low down. Coupled with an automatic gearbox, any prod on the throttle sends » the Prado accelerating with ease.


1978

“Pig� thanks to its

launched. and given

replace Toyota

1990

The FJ40 and

front-end design.

comforts such as

dealers as the main

The 80 Series

FJ55 models were

It survives for an

A/C, rear heater and

source of Land

station wagon is

officially sold in

astonishing 13

upgraded interior.

Cruiser expertise.

replaces the 60.

West Germany.

years without any

1967

significant changes.

Sixth and Seventh

1981

1984

1984

generation Land

Sales surpass the

40 Series.suppliers,

Alongside the 60,

Cruiser are still

1979

The fifth generation

Power steering

Land Cruiser, the

1980

million mark. A high-

who return old

the 70 Series is

produced in

offered in for the

FJ55, is launched

The fifth generation

roof version offered

FJ40s to better-

introduced in Heavy

African and Latin

first time.

and is known as

60 Series is

for the first time.

than-new condition,

and Light models.

American.

49


ROADTEST

1994

named after the

anti-lock brakes are

1997

1998

2008

fish, was introduced

introduced. TOYOTA

A limited run of

100 Series replaces

The ninth generation

into the Australian.

badge is replaced

Land Cruiser 80s

the 80 Series.

with modern logo.

are built specifically

200 Series is introduced.

1995

for collectors, and

2000

Safety features

creatively named

Land Cruiser’s 50th

2002

A limited 500

such as airbags,

the “Land Cruiser

Anniversary, with

All new 120 Prado

editions Land

adjustable

Collector’s Edition”.

total production

is released and the

Cruiser Blue Marlin,

shoulder-belts and

No imagination...

nearing 4 million.

100 is restyled.


Don’t expect Mulla Omar to be spotted driving one... It simply draws too much attention The interior, though well built and generous in equipment, feels miles away from that of the Land Cruiser. The leather seats and high quality materials used lift it up a bit, but after the luxury of the Land Cruiser and the modernity of the FJ Cruiser, the Prado’s interior seems plain ordinary. Not that there’s anything wrong with it; it’s just that the other two are so good, that the Prado just seems, well… a bit dull. But it’s a nimble car, and very easy to drive. Women will love it, for it’s lines – though not exactly what you call beautiful – are purposeful and strong with an aggressive stance, yet it’s easy to drive and very practical, safe, has a third row of seats and wouldn’t cost a fortune to own and run. As we were on our way back, and going through the empty desert roads and into the city of Madaba, it dawned on me how striking these three cars were. For the unknowing bystander, it must have looked like a personal convoy for a high-ranking official. Three large SUVs zipping through the tiny streets and alleys, closely following one another isn’t something very common, and when they’re lead by a dark green Land Cruiser it forces other road users to slow down and look. Back into the Toyota dealer’s garage after a long day, we sit around and ponder the merits and qualities of each of the three cars. The Land Cruiser has an unrivalled reputation and builds on a strong heritage. The latest generation of Toyotas 4X4 icon is undoubtedly its best yet. It’s powerful, comfortable, safe and a joy to drive, especially on highways and long journeys. A steering wheel that lacks in feel and a sift brake pedal are the only things to gripe about, though admittedly only the keenest of drivers would ever notice in

everyday driving. It also looks elegant and purposeful, even intimidating. Kings may be seen driving it, but unlike the older generations, don’t expect Mulla Omar to be spotted driving one. It just draws too much attention. The FJ Cruiser looks as subtle as a jab to the jaws. It has a presence that no matter what you do will always draw attention. It’s modern, hip and cool, and would certainly go with the younger generation, along with a crazy hairstyle. It’s also a bit more engaging to drive, with emphasis on enjoyment. Certainly, a lot of people might be put off by its in-yourface looks, but the FJ Cruiser isn’t aimed at those. It’s aimed at young people with an active lifestyle, those who’d on Friday be at the beach riding their jet skies, driving in the desert for a night out on Saturday, before heading back on Sunday to their offices. People who enjoy an active lifestyle and aren’t afraid to show it. Shrinking violets need not apply here. The Prado, though admittedly overshadowed by the other two, is just the sensible one in the family. It does everything silently and efficiently, and the more you drive it, the more it grows on you. I took it for the long journey back to Amman, and the more I drove it, the more I felt comfortable and at ease. It’s a perfect choice for someone who wants an SUV for the family. So which is the best? The truth is these cars are not competing against each other. They are meant to satisfy different people with different needs, each excelling in it’s own field. If we are to distribute them amongst members of a family, mom would drive the Prado, the young son would take the FJ Cruiser and the dad would drive safely to his meeting in the Land Cruiser. There may be only one Jeep, but there are now three Toyota Land Cruisers. 51


ROADTEST

LAND CRUISER

FJ CRUISER

LAND CRUISER PRADO

ENGINE 8-cylinder, 32-valve V-type DOHC with dual VVT-I, 4-valve/cylinder

6-cylinder, 24-valve DOHC with VVT-i, EFI, 4-valve/cylinder

4,664cc

3,956cc

3,956cc

Power:

280bhp@5,400rpm

240bhp@5,200rpm

249bhp@5,200rpm

Torque:

410Nm@3,400rpm

376Nm@3,700rpm

380Nm@3,800rpm

6-speed Tiptronic

5-speed ECT automatic

5-speed automatic

Full-time 4WD

RWD, Part-time 4WD

Full-time 4WD

Front:

Independent torison bar, double wishbone and stabilizer bar

A high-mounted, double wishbone and stabilizer bar

Double wishbone with coil springs

Rear:

4-link type rigid axle with coil spring and stabilizer bar

4-link type with lateral rod with coil springs and stabilizer bar

4-link suspension with lateral rod with coil springs

Power-assisted variable gear rack-and-pinion

Power-assisted variable gear rack-and-pinion

Power-assisted variable gear rack-and-pinion

3.1 turns

3.0 turns

3.0 turns

Front:

Ventilated disc, 340mm

Ventilated disc, 320mm.

Ventilated disc, 338mm

Rear:

Ventilated disc, 345mm, 4-wheel anti-lock brake system (ABS) with EBD and brake assist

Solid disc, 312mm Anti-lock Brake System (ABS) Standard

18 x 8.0 in Aluminium Alloy

7.5 x 17 in. Aluminium Alloys

P285/60 R18

P265/75 R17

Wheelbase:

2,850mm

2,690mm

2790mm

Length:

4,950mm

4,670mm

4715mm

Width:

1,971mm

1,905mm

1790mm

Height:

1,880mm

1,905mm

1850mm

Type: Displacement:

6-cylinder, 24-valve DOHC with VVT-i, 4-valve/cylinder

TRANSMISSION Gearbox: Driven wheels:

SUSPENSION

STEERING Type: Turns (lock to lock):

BRAKES

Ventilated disc, 312mm Anti-lock Brake System (ABS) optional

WHEELS AND TYRES

Wheels: Tyres:

7.5 x 17 in Aluminium Alloys P225/70 R17

DIMENSIONS




Sexy, witty, unconciously funny... We have a lot in common with Mai


ROADTEST


Genesis In the beginning there was a word, and the word was cheap. It worked brilliantly for a few decades, but now the word has changed , and it’s value. Say hello to the Hyundai Genesis

Words: Mirza Hatk, Images: Iyad Mustafa

E

very once in a while, you come across someone in your life who for some strange reason, always manages to annoy you with something he says. It may be a small comment, or a simple argument or just an innocent suggestion. And no matter how hard you try, you always kind of end up trying to say: “Hey, forget it and let’s not talk about this anymore.” That person for me was our former picture desk editor. When we started working on the very first issue of Torque, for strange reasons unknown to the rest of the team, every time we discussed an article, an idea or even a certain car, he would pop up from somewhere and give us a suggestion that would turn out every time to be something around the words: write about Hyundai. Now I have to admit, I know Hyundai has made some big strides in the last few years in terms of quality, design and reliability, but there was still this part of me that always knew deep inside that a Hyundai – no matter how good – is just cheaper than the competition for a reason. Lots of times I could prove that point simply by tapping on the dashboard, locking the front wheels under braking or simply shutting the door. There were some cost-reduction measures taken and more often than not, it showed. This meant that the “lust” factor was always missing. I mean, would anyone have ever bought an Atos because of the great looks? It just kind of always had this “cheap” tag hanging over it that prevented serious car enthusiasts from seriously considering it. So when I got the chance to drive the Genesis, to be totally honest, I was expecting a larger version of the Sonata, with a bit of fake wood

thrown in for a semi-luxury effect. I couldn’t have been more wrong. The first glance at the car instantly shows a totally different approach to design. The car is large, and I mean really large. It’s imposing even, and doesn’t fail to make you notice it instantly. Then you take a look at the lines, and there’s no doubt that this is a design that’s been thoroughly studied. The side view is akin to that of a Lexus and, dare I say it, a BMW 5 Series. The same goes for the back end, which is really elegant and classy. Only the front end really lets it down a bit with a resemblance to – and I never thought I’d ever say this about a Hyundai – a Mercedes. The only criticism is that it actually doesn’t convey a certain personality in the car. It’s just an elegant design that fails to reflect a distinctive character or a family identity. Perhaps this is where it starts though, as surely this could be the new face of Hyundai. Riding on large 18-inch wheels, with a rather cool design I have to say, it wouldn’t look out of place in a car park filled with German sedans. It may sound weird, but it’s an effect that, to appreciate, you need to see the car in the flesh first to really understand. But if the exterior design is a nice surprise, nothing prepared me for the shock as I slid inside. Forget everything you know about Hyundai and Korean cars. This is premium stuff, make no mistake. It’s genuine leather inside, of the highest quality, and all the materials used – wood, plastics and metals – are all of the same standard. Gone are the days when Hyundai was about cheap stuff. This is clearly a car developed with a high budget » and a no expenses spared approach. 57


ROADTEST

Once on the move, the Genesis floats over the road with extreme comfort and a ride quality that matches the best of the European competitors. Forget the American stuff, this car is taking the establishment head-on. And just sitting inside is enough to convince anyone it’s a worthy competitor. There’s ample space in front and in the back, with electric controls for the heated and ventilated seats. There’s also a brilliant multimedia unit that plays almost everything, with a surround system not that far off from what cinemas used to have a few years ago. Press the start/stop button and the engine comes to life with remarkable silence. Only looking at the rev counter will tell you it started. The engine is refined, powerful and silent. Perfect for

luxury motoring. The new V6 engine (named the Lambda series) is a new, all aluminium 3.8-litre unit, developed by Hyundai and produced in their new factories in Alabama, USA. The engine, in 3.8-litre guise, provides 290bhp@6,200rpm and 358Nm@4,200rpm. It’s a refined unit with enough torque available from low down in the rev range, enabling the car to pick up speed easily and smoothly, especially in everyday driving conditions and at half throttle. It’s also a frugal engine, returning between 18 and 27 litres per 100km depending on whether it’s inside the city or on a highway, very impressive considering the Genesis isn’t exactly lightweight at around 1,700kg. On the road though, you’d hardly notice that

Where the Genesis really scores is in changing people’s perspective about Hyundai


weight. Coupled to a very smoothshifting six-speed gearbox, the engine pulls the Genesis strongly, hitting 100kph from a standstill in just under 6.5 seconds. Not bad for a luxury sedan. The gearbox’s smoothness though is more apparent on half throttle acceleration, where it swaps cogs effortlessly and you can never be quite certain which gear you’re in until you shift it to manual mode. What’s remarkable is how fast and easy it moves up the gears. Many times I shift to manual mode to find myself already cruising in sixth when I had thought I’d still be in fourth. This absence of jerkiness from the gearbox makes back-seat riding a wonderful experience as you don’t really feel the pick up of speed, especially with the excellent sound proofing that almost

alienates the back seat passengers from the outside world. When it comes to ride quality, no rich man would feel out of place sitting in the back of a Genesis. But a keen driver behind the wheel might feel that. The Genesis’ focus on comfort and refinements clashes with providing an alluring driving experience. Not that this is a bad thing, as the level of refinement it offers clearly shows this is the main objective of the designers. Yet it somehow leaves the driver wanting a bit more. This flaw becomes obvious when pushing the car through long corners and roundabouts. The initial grip is good, and the front-end follows the selected line faithfully under half-throttle. Push a bit more though, and the chassis’ lack of ultimate mechanical grip is

evident through the hard flashing ESP light in the dash. The ESP though will keep things in check – without being subtle. Some systems would just slow you down or interrupt the power flow, as if asking “are you sure you want to do this?” The Genesis’ system is almost like a slap to the knuckles shouting “are you crazy?!” It shuts the power off completely, and on a steep hairpin fast progress becomes almost impossible. Turning the ESP off improves the response out of corners, but that would mean rapid hand movement is required to control the back end, and the steering wheel makes no favours when it comes to that. Ultra-light and fast, it’s perfect for cruising, parking and in-city driving. Not so great for pushing hard, as it » doesn’t really tell you what’s going on 59


ROADTEST

underneath the front end, something you’ll probably need to know as with power easily deployed, the Genesis will lose grip and flick its backside sideways. In all fairness though, steering systems and suspension setups are always a compromise, and for a luxury sedan, the emphasis would be on smooth riding rather than hard cornering. In this aspect the Genesis is spot on, providing a relaxed – yet rapid – driving experience that most buyers would be looking for. So where does all that leave the Genesis against its competition? Well, it leaves it in a high position indeed. In terms of interior build quality and ergonomics, it is on par with the best of them, and in terms

of ride quality, comfort and space, it’ll even put some of the established brands in this sector to shame. Only when it comes to pure hard driving and on-the-limit handling characteristics does the Genesis feel a bit overwhelmed. But remember that the likes of Mercedes, BMW and Audi had a few decades head start. The other question mark hovers around the brand image. Hyundai is venturing into a new territory, one that is dominated by the high-end players. But whereas a Mercedes or a BMW would always have the badge to lure customers in, Hyundai is talking sense to these customers and relying on the proven value-for-money formula to establish

The side view is akin to that of a Lexus and, dare I say it, a BMW 5 Series


TECHNICAL SPECS Engine Type 3.8-lire V6 DOHC 24-valve, variable valve timing Power 290@6,200rpm Torque 358Nm@4,500rpm Transmission 6-speed automatic Suspension Front and rear Independent 5-link design with SACHS ASD gas shock absorbers, coil springs and anti-roll bar

its name in this sector, something a certain Lexus brand knows all too well about. Just like the Lexus brand when it was launched, it might for now suffer in terms of the badge allure – it doesn’t even have a Hyundai badge at the front, leading many of the people we’ve met to assume it’s a new Mercedes. It does however counter that by offering genuine luxury standards at very reasonable prices. In fact, it doesn’t feel too different from a Lexus of a few years ago, and praise doesn’t come higher than that. Yes, it is expensive for what we’re used to paying for a Hyundai, and it does venture into Mercedes-BMWAudi territory. But think of it this way: We’re talking basic versions of

the Germans here. To get a similarly specced E Class with the large capacity engine would probably end up costing way more than the Genesis, and this is something that Hyundai will certainly be hoping many people consider. Where the Genesis really scores is in changing people’s perspective about Hyundai’s products. I have to admit I was one of those who believed a luxury sedan without a great badge could never work. Driving the Genesis proved me wrong and an apology is due. So Marwan, if you’re reading this, I’m sorry for all the times I refused to listen to you. The Genesis is a great car, and one that is certain to change the way people will look at Hyundai forever.

Brakes Power-assisted 320mm ventilated disc (front), 315mm solid disc (rear) ABS 4-wheel, 4-channel, 4-sensor ABS with Brake Assist and Electronic Brake-force Distribution (EBD) Wheels and tyres 18 x 7.0J 9-spoke hyper silver with chrome insert aluminum alloy, P235/50R18 tyres Dimensions and weight Wheelbase 2,936mm Length 4,976mm Width 1,890mm Height 1,481mm Track width (front/rear) 1,603/1,621mm Weight 1,700kg Performance 0-100kph 6.2 seconds

61


FEATURE

WORKS LIKE A CHARM

Certain names are attached such as Ferrari and Pininfarina, Ford and Cosworth, but the latest Cooper Works proves that none is stronger than Mini and Cooper

W

hen BMW launched the new Mini in 2001, many lovers of the original Mini feared that the new car would lose the qualities and character that made the original what it is. Their concerns were proven wrong as the public fell in love head-over-heels with the new Mini and it became an instant major success, with a cult following.

BMW of course wanted to appeal to as many of the original model fans while attracting as many of the new and younger generation , to the new model. For that reason, many variants of the Mini were introduced, including a convertible version and the Clubman – basically a stretched out version with a third side-door behind the passenger’s right

hand side and double doors at the back instead of a pull-up hatch. Interestingly, the name “Clubman” is a break from classic Mini tradition. The classic Mini estates were named either “Traveller” or “Countryman”, however, BMW did not purchase the rights to use those names. But the name that most enthusiasts were waiting for was Cooper. With such a rich


Considering its power, the Cooper Works is extremely modest in its consumption of fuel

motorsport heritage, BMW realised the potential of the name and the Cooper and Cooper S versions were available, but the high-performance enthusiast were not entirely satisfied. Now though, BMW has set things right, and this, the new Mini John Cooper Works – the model’s full name – promises to satisfy even the most die-hard performance junkies. Starting a as standard Mini with a great chassis, excellent handling and neat packaging,. the Cooper Works added more power, more grip and immensely higher levels of performance. It all starts down at the engine bay, with heavy modifications to the engine. The 1.6-litre four-cylinder engine remains unchanged in terms of capacity, but several changes and revisions ensure it lives up to the Cooper name. For a starter, the engine block is made of aluminium, as is the bearing housing for reduced weight. The overhead camshafts controlling the eight intake valves come with infinite phase adjustment, varying valve timing according to current power and performance requirements, while the remaining eight exhaust valves are filled with sodium to fulfil the greater cooling requirements in a turbocharged engine. These cams are fine-polished down to an accuracy of a thousandth of a millimetre. There are also reinforced and specially polished pistons with a modified cylinder gasket. Of course, these modifications are aimed at increasing the power output of the engine, and come in particular from the optimised supply and extraction of air as well as modification of the turbocharger. The air filter, exhaust system and catalyst have all been modified for an absolutely smooth flow of air in the intake and exhaust manifolds, also contributing to the special sound of the engine -particularly within the passenger compartment. The engine features a twin-scroll turbocharger like the power unit in the Mini Cooper S. Through its concept and operating principle, this special turbocharger ensures particularly spontaneous build-up of power, with the ducts in the exhaust gas manifold and turbocharger separated from one another

for two cylinders at a time. This helps to reduce exhaust gas counter-pressure at low engine speeds, capitalising on the dynamic effect of the pulsating gas columns in the manifold. This special effect enhances the response of the turbocharger with its turbine blades reacting immediately and rotating at exactly the right speed even at low engine revs. The turbine runs with a maximum charge pressure of 1.3bar in order to maintain the highest possible temperature for a longer period in the combustion chambers. This extension of the combustion process helps to significantly enhance the torque curve of the new four-cylinder, with maximum torque of 260Nm at just 1,850rpm. When accelerating, torque is briefly increased to 280Nm by extra turbocharger boost in the speed range between 1,950 and 5,500rpm, this overboost function gives the Cooper Works even more powerful and dynamic acceleration. These modifications give the engine a specific output of 132bhp per litre, and a maximum output of 211bhp at 6,000rpm.

Quick off the blocks Engine power is conveyed to the front wheels through a six-speed manual gearbox tailored in every respect to suite the Mini’s engine. The gear ratios ensure an ideal transition of speed from one gear to the next, thus guaranteeing smooth, consistent and ongoing acceleration without the slightest interruption. Naturally in such a small car with such high power, acceleration is brisk to say the least. It’ll hit 100kph in just 6.5 seconds for the “standard” model, while the Clubman takes an extra 0.3 seconds, reaching 100kph in 6.8 seconds with top speed for both models being at around 238kph. Taking the outstanding performance into account, Cooper Works is extremely modest in its consumption of fuel. The fuel supply system is the key factor in this context – the turbocharged four-cylinder featuring direct gasoline injection using the common-rail principle. In this case the common rail is filled by a high-pressure » pump at the rear end of the intake 63


FEATURE

camshaft and fuel thus flowing into the rail under high pressure. Injection valves positioned on the side of the cylinder head deliver the fuel within fractions of a second and in a precise dosage at 120bar from the common rail directly to the combustion chambers, ensuring optimum supply of fuel tailored precisely to engine load and operating conditions at all times and in all situations. Average fuel consumption is unusually low for a car of this calibre, requiring just 6.9 litres per 100 kilometres.

... and into the turn But the Cooper Works is far from a straight-line machine. The original Mini made a name for itself thanks to its go-kart like handling, and the new Mini Cooper Works builds on that reputation and put high emphasis on driving enjoyment rather than outright pace and acceleration figures. There’s an electrical power assisted steering system that is varied according to speed, allowing the driver to manoeuvre and park the car with minimum effort. Then, with speed increasing, steering forces become greater in the interest of enhanced safety and precision. Pressing the Sports button, the driver can adjust the steering to a far more dynamic response with higher steering forces – and it also triggers a particularly sporting and dynamic gas pedal control map. And a sporty drive is what this car is all about. Cooper Works come as standard with special sports suspension that gives the Mini fascinating handling qualities. The new models are now available with a sports suspension featuring even firmer dampers and stronger anti-roll bars both front and rear. And for a very strong focus on motorsport, the Cooper Works may be fitted with the John Cooper Works suspension as a special accessory, lowering the entire car by 10mm, making the dampers and anti-roll bars even firmer, and thus ensuring extra stability. The dynamic qualities come out clearly not only when accelerating quickly changing direction, but also when applying the brakes. The sports brakes featured as standard guarantee short stopping distances and combine

precise response with fine application of the brakes. The fixed-calliper disc brakes with their aluminium callipers finished in red – complete with innerventing on the front wheels and clearly distinguished by the John Cooper Works logo on the callipers – are extra-large in their dimensions, designed and built in accordance with the brake systems in the “Challenge” race car.

The same applies to the exclusive 17-inch light-alloy wheels, which are the lightest production wheels in the entire market segment. The wheels are shod with 205/45-W17 high-speed tyres, that come with a Tyre Defect Indicator permanently monitoring air pressure and informing the driver in the event of an emergency. The main reason for the Mini’s great sporty drive lies in its drivetrain. All


Cooper Works come as standard with special sports suspension that gives the Mini fascinating handling qualities

the usual acronyms (ABS, EBD, CBC, DSC, etc) are available, and they work perfectly to ensure a safe drive without too much intrusion, thus making the driver feel totally in control yet providing a safety net he can rely on. Of these systems, it’s fair to say that the DCS stability control stands out. With the ability to turn it off, it also

ensures optimum drive power and perfect traction even in fast bends. The Cooper Works Mini is equipped with an electronically controlled locking function for the rear axle differential. Referred to as Electronic Differential Lock Control, it simply works by applying the brake on a drive wheel spinning in a tight bend, promoting the car’s traction and pulling

force without a negative influence on the car’s steering when accelerating out of a bend or hairpin. As a result, the process of taking a bend becomes even more harmonious and faster. The interior gets a makeover too, with a three-spoke sports steering wheel in leather, sporty seats and a speedometer extending all the way to 260kph. 65


FEATURE

TECHNICAL SPECIFICATIONS

NB: (C) stands for the Clubman model

Engine

Suspension

Dimensions

Brakes

Capacity: 1,598CC Induction: Turbo-charged Max output:

Front:

Length/width/height

Front:

3,714/1,683/1,407 3,958/1,683/1,432 (C)

316mm x 22mm ventilated discs

211bhp @ 6,000rpm

Single-joint McPherson spring strut axle with anti-dive

Wheelbase:

Rear:

Max torque:

Rear:

280 x 10mm discs

260NM @ 5,600RPM 280NM @ 5,300RPM (C) Gearbox: 6-speed manual with limited slip differential Driven wheels: FWD

Longitudinal arms with centrally guided track arms, Z-axle

2,467 2,547 (C)

Track (front/rear):

1,130 1,205 (C)

1,453/1,461

Turning circle: 10.7m/11.0m (C)

Weight:


WHO IS JOHN COOPER? A motorsport innovator whose Works range still inspires today Starting out

Born in the English county of Surrey in 1923, John Cooper showed the public at the very young age of 12 – in a racing car built by his father Charles – that he had big plans in life. Together with his father he established the Cooper Car Company in 1946 to build racing cars, initially for Formula 3. Soon the Cooper Car Company became the most successful British manufacturer of professional racing cars, taking English teams and drivers right to the top of Formula 1.

1950s

Charles and John Cooper started a revolutionary trend in the racing scene in 1955 with their midengined sports car. In 1959 and 1960 Cooper racing cars won both the constructor’s and the driver’s titles in the Formula 1 World Championship – a first for mid-engined cars. This proved the superiority of the concept, with other manufacturers following Cooper’s example in the years to come. Soon all cars in Formula 1 were designed and built according to this concept, with Cooper nevertheless succeeding in maintaining his status as the most successful brand in Formula 1 racing throughout the 1950s and the 1960s. So over the years, nearly all legendary drivers in motorsport drove a Cooper some time or another: from Jack Brabham through Bruce McLaren all the way to Jochen Rindt.

Cooper and Mini

Performance

Fuel Consumption

0-100kph:

Litres per 100km (urban):

6.5 6.8 (C)

O-1,000m:

9.2 9.3 (C)

26.3 26.7 (C)

Litres per 100km (extra-urban):

80–120kph:

5.6 5.7 (C)

5.2-6.2 5.4-6.6 (C)

Top speed:

Litres per 100km (combined):

238 238 (C)

6.9 7.0 (C)

With two F1 world championships under his belt, Cooper turned his attention to the Mini. And though friend and Mini designer Sir Alec Issigonis was reluctant to make a performance version of the Mini, he finally agreed to John Cooper’s request and the Mini Cooper debuted in 1961. It would soon become a performance and motorsport icon, with Monte Carlo Rally victories in 1964, 1965 and 1967. Even initially coming home first, second and third in the 1966 rally as well, only to be disqualified due to the use of different type headlamps. Pauli Toivonen, who was awarded first place driving a Citroen (the French didn’t take losing too well) was reluctant to accept the trophy and vowed that he would never race for Citroen again.

67


PORTRAIT FEATURE

DESIGNING FOR TOMORROW

Ross Lovegrove is one of the most innovative product designers in the world – yet it is the car industry that continues to get him most excited Words: Andreas Toelke/TCS


E

ver used a Sony Walkman? Or an Apple iMac? Ross Lovegrove is the man who designed them all. But his imprint is much more expansive than even these legendary products. He’s also consulted and designed for, among others, Louis Vuitton, Hermes, Dupont, Airbus Industries, Peugeot, Issey Miyake, Vitra, Olympus Cameras, and Tag Heuer. And his philosophy is redefining all branches of design, as can be seen in stores and museums worldwide, from the New York Guggenheim to the Centre Pompidou. Lovegrove’s status is so elevated that his sketches alone are commissioned for $70,000. At the Concorso d’Eleganza, a vintage motor show at Lake Como, he discusses why he feels called to the car industry. Torque: So, Mr Lovegrove, tell us why the prototype of the BMW study car is sensational? Ross Lovegrove: It is simple and funny. All of these car companies talk about emotion and design. If you look back, there was a period where there were really great stylists in car design. It was a sculptural art form; they didn’t have the technology we have now. There was the dependency on a single form, the technical precision that you get today did not exist in the past. The perfection of surface, which comes from the computer software method, wasn’t there. Torque: It says the prototype of the BMW study car is state-of-the-art, but it looks like the Batmobile in 1950. RL: I agree with you completely. I just wait for the day there’s an exhibition in New York for design that builds a retro future. I don’t understand that: retro future. Torque: Why so critical? RL: We are in the 21st century. We have new materials and technologies and processes at our disposal. Why on earth do we have to go back to the past? I see Daihatsu reach for the future.

happening. You still see big fat wheels all the time in car design, but I was told, when I was a little boy, that if you want to produce less friction, you use bicycle wheels. We know the reality of driving: If you aren’t on a freeway or highway, you’re only doing about 20kph an hour in cities. So you don’t need all that extra performance or suggestion of performance. There is an arrogance in today’s car design. It’s the idea that you’re in that panzer and you’re isolated from the real world.

Torque: But why so few futuristic innovations in car design? RL: Because there needs to be a discussion on the harsh reality of this stuff, instead of slapping each other on the back and saying “God, that’s beautiful”. Come on, wake up. We need to show that we are going to use resources in a fantastically intelligent way. These car companies are industries that lead the world. They are bigger in terms of profit than a lot of countries. So why don’t they explore some? In their hands they have immense access to technology that people like me or whomever don’t have.

Torque: Is a case like that influencing your design? RL: No. I would actually work against it, using lightness, dematerialisation, transparency.

Torque: And in your opinion why can’t the average consumer influence the car industry? RL: It’s inclusive. But I don’t see – with the budgets the companies have – why investigation into other possible worlds isn’t

Torque: And you work with a sketchbook. Why? RL: I don’t need a power source. I’m completely independent. I fly to Venice, I find a book, it’s on the shelf waiting for me. I don’t order it, and I start the book.

Ross Lovegrove stands over one of his more stationary designs

Torque: So your style is different. But those huge cars are popular with consumers, and tempting for the average designer. Those cars suggest power. With your study for Swarovski, one has to like the elegance, the concept. RL: Right. I’m communicating, three-dimensionally, to real people.

» 69


PORTRAIT

Torque: Your designs are controversial with the car industry, so what are you doing in a panel on prototypes? RL: Well, I asked myself the same question. But I have an ability to move people emotionally with my form and my philosophy. And what I am trying to do is find a way for people to say one day: “Ross, he’s a really interesting guy. Let’s work with him on a car.” I’m not doing it because I need to show off by doing a car. I think I’ve got something to say, to bring this thing into the world of reality with lesser prices. Torque: So you’re here because of lack of opportunities? RL: I keep doing these things thinking maybe one of these days these people will bring Ross as a guest editor. I did that car for Swarovski. I mean I did that, start to finish, within 12 weeks. Two people. Me and my assistant. To produce that car was about 300,000 pounds. Half a million Euros. That’s nothing compared to the budgets that people from big brands have. In fact, they have too much money. Torque: When you see new designs from Mercedes to Toyota, you don’t reflect the needs of big cities and the environment. RL: They don’t. And it’s getting worse. Is this endorsing the past? Torque: In love with the dinosaurs? RL: There is something kind of okay with that. For example, take the Smart Car. I have this idea to do a thing called the Smarter Car. You just take it a step further. You go back to Isetta and the bubble cars.You look at the lightness and transparency. In cities now, you cannot go fast. It needs to have some gentleness. It needs to relate to the process of architecture. Put a new car next to a Zaha Hadid building. The car would be really primitive compared to what she is doing. Her architecture is so sophisticated. Torque: But if you have the ideas and the knowledge – in your position it should not be too difficult to convince the car industry to let you have a go. RL: I go to their studios and my works are all over their walls, and I cannot believe that they can look me in the eyes and talk to me like this is not on their wall. Why don’t they call me and ask me to work with them, instead of taking my work and getting young car designers to draw it, to copy it? It doesn’t make any sense. That’s what they do. They’re looking at magazines, going to fairs, reapplying my work, using it in their presentations. And they don’t even call me. It costs them $70,000 to ask me to do something, just to make a sketch. That’s next to nothing. Torque: Can you explain why you’re not taken seriously? RL: I don’t wear a suit. I’m not in that world. I can float. I make things happen beyond industries and technology transfer. I feel a great sense of freedom with that. Torque: We would like to go through design with you a bit. Is there still a difference between art and design? Can a designer be an artist? RL: This is a big one. I always have sensed that I’m not speaking on behalf of anybody else. I know who I am. If I had lived within the past as sort of a contemporary with Issey Noguchi and Richard Fuller I would have been between them as their best friend. I would be the one between them, because

I understand how to make very sophisticated evolutionary forms, understand the mathematics and I also enjoy. futurism. Pushing limits and all of that. So maybe I’m out of my time. I’m stuck with trying to understand that. Torque: So why are the design that we see in the shops ages behind the visions that are drawn in the studios? RL: All that work is done to fit human beings, and human beings don’t evolve that quickly. So it stays relevant in one way, but I realise that we need to draw a line in the sand and enjoy modern contemporary processes with amazing new aesthetics. If you look at Konstantin Grcic with his Mula chair, a stool that’s a great masterpiece – it brought a language to us, which is very exciting. His works couple so well with the demands. Is Konstantin’s work art or design? People can make up their own mind. Torque: What about your position in that puzzle? RL: I have always found myself to be a sculptor. My definition of myself is a sculptor of modern technology, meaning I take the

“Put a new car next to a Zaha Hadid building... The car would be really primitive compared to what she is doing” abstract forces of technology, which people do not understand, and I humanise them. My aircraft seat for JAL, the Japanese airline, did all that. I’m a super-mechanical sculptor. I try to make an organic space with nothing stupid in it. Every line you draw relates to yourself. Every book you care about, even your coffee, says something about you. Torque: Anything in particular you have done that shows the links between today and tomorrow? RL: Well, I did one big show for the auction house Phillips de Pury in New York. But actually it is a very big personal investment to do that. The Ginko car and tables were made with an amazing flow-injection technique by an aerospace company for Airbus. How do you get this company to stop making wings for Airbus and make ten tables? Forget the single table. The idea that you can engage people is fascinating. I feed it back into the industrial round. So the objects I do, like a water bottle in the near future, are really interesting, not one mundane, competitive piece of design.


Copyright © Andreas Toelke / TCS All rights reserved

Torque: Still the world doesn’t seem to become a better place through design… RL: Because we are draining resources. This plastic chair from Ikea. Trees are felled, vegetation’s destroyed. Resources from 100 million years ago, 200 million years ago are drilled, mined, extracted. They use enormous tanks for the material and ship it all around the world. It ends up in Italy or Sweden. The material is remelted at great costs. They make the malts, they re-inject the chair, and then it’s delivered on a train to London, sold for $15. This is a disgrace. I think the world got used to things that are easily delivered. I think we need an haute couture level that shows us that there is a value in it. But I don’t mean selling for massive profits. Torque: Maybe it’s a backlash of globalisation as well. The aesthetics that Ikea provide are overtopping everything and everyone. When you go to China you have the same plastic chair that you have in London in front of the garden. There is no cultural context anymore. RL: We are all better off when we are talking about environmental issues. If you have to sell a lot, like McDonalds, all over the world, you cannot make it too spicy. It must have a decent flavour that the whole world can like. We need to create biodiversity in our world. Why fly to Singapore to buy a Gucci suit? You can buy it in Frankfurt. I don’t sense or understand that. Torque: Back to the very basic aesthetics. What is the vision of the future home? RL: Future homes don’t stand alone, do they? How should we go and rebuild a town? And often they do have a sort of vacancy. It is so new, it has no soul. So maybe the soul needs to go back in through the employment of modern technologies. I think the opportunity is to live in a sort of space age. In a funky way – and I don’t mean go back into that hippie thing. That would be ridiculous. Germany, for example, has been leading for a long time in the investigation of alternative energies in houses. I’m fascinated by that.

Torque: We can see how the environment is influencing aesthetics. When we have to think about new homes, how will it look, how will it feel? RL: My home is actually a bit of a sandwich because I have two floors with a studio, which is really a way out there. They are white, modern, organic. It’s a call on the future. And when I leave that space I need to be with organic artefacts. I have beautiful pieces of primitive art. I have an elephant skull. Henry Moore drawings, handmade chairs, all originals. And I am in this world, where I am not intimidated by always carrying my work with me. 71


MERC

- JORDAN RALLY


DESERT DELIGHTS

Middle East rally champion Nasser al-Attyah might have won the Jordan rally, but it was Lebanese champion Roger Feghali that stole the limelight with a stunning performance before his unfortunate retirement

F

ew would have expected the reigning MERC champion Nasser al-Attiyah to have a hard time winning in Jordan. Last year, although he retired very early in the rally and returned via Super Rally regulations, his performance and stage times were stunning to say the least. This year, local Jordanian champions Amjad Farrah and Amir al-Najjar were determined to try and give him a hard time, though no one excepted them to really mount a serious challenge. The surprise challenge came from neither of them, nor from any of the familiar faces on the MERC scene. It came from Lebanese champion and tarmac specialist Roger Feghali, who drove a superb rally, and dominated the lead before retiring on the second day of the rally.

Day one Feghali had been the revelation at the Rally of Lebanon in July, but was tackling his ďŹ rst desert rally in a Group N car this weekend, although he did drive the course-opening car on two national events in Jordan recently. The Lebanese set a stunning time in the opening Yakrut stage, sliding his Mitsubishi at incredible angles to the fastest time by an astonishing 13 seconds. A shell-shocked al-Attiyah was second quickest, young Nicos Thomas was third in a TMR Subaru, borrowed from Saudi Arabian driver Yazeed al-Rajhi, and Jordan’s Amjad Farrah was fourth. It was imperative that al-Attiyah hit back over the 12.54km of the Rawda stage, but Feghali was inspired again and extended his lead to 38.1 seconds. The Lebanese was in sensational form, 73


MERC

- JORDAN RALLY

“I cannot tell you how shocked I am to be so far ahead... It’s incredible” Roger Feghali


as al-Attiyah slipped further behind and Thomas edged Farrah out of third place with the second fastest time to tie al-Attiyah in the overall classification. Feghali was again the man to beat through Seham and extended his lead to 1m 7.9s, as Thomas moved 2.6 seconds clear of al-Attiyah and into a stunning second overall. At over 400 metres below sea level, the water splash on the fourth Baptism site stage is the lowest motor sporting location on earth and al-Aatiyah set his first fastest time, the Qatari reducing Feghali’s lead to 63.6 seconds. Thomas dropped 20 seconds to the leaders, but remained well clear of Farrah and young Nick Georgiou. “Running first on the road for the first loop this morning was a big disadvantage,” said al-Attiyah. “The stages were very slippery and we were acting as road sweepers, removing the loose gravel and dust from the surface. We speeded up on the next stages, but it was not easy. Roger is driving very well, but we will see over the rest of the rally if we can catch him.” Feghali was quickest in the second Yakrut special, extending his lead to 1m14.9s and then to 1m 26.2s through the sixth Rawda special, where Thomas clouted a rock, broke a track control arm and retired on the same corner as Yazeed al-Rajhi had done during the morning.

The Cypriot’s demise promoted Farrah to third at service and Georgiou to fourth, as Feghali headed into the final two stages of the day with a 1m 37.2s lead over al-Attiyah after winning the seventh Seham stage. Jordanian Amjad Farrah, though punctured, survived a huge spin, dropped three minutes in the Mount Nebo stage and was caught by the redoubtable Michel Saleh. The delay pushed the Jordanian down to eighth position, as Feghali extended his lead to 1m 43.9s. Feghali was again quickest in the final Baptism site stage and headed into the overnight halt with a 1m 47.7s lead. The UAE’s Sheikh Suhail Bin Khalifa Al Maktoum and Saleh – who won a Jordan national rally this season – held fourth and seventh places, Jordan’s Amir al-Najjar and Oman’s Nizar al-Shanfari were fifth and sixth, and ninth-placed Faris Hijazi and Faris Bustami rounded off the top ten. “I cannot tell you how shocked I am to be so far ahead,” admitted Feghali. “It is incredible. I prepared very well for this rally. I have found a good line through the corners and tried to keep it smooth and tidy. For sure, Nasser lost some time sweeping the roads this morning on the first loop, but only a handful of seconds per stage. I just need to keep this going.”

Day two Al-Attiyah now faced an uphill struggle to claw back 1m 47.1s over the final nine special stages on Saturday, although Feghali did have a slight disadvantage of running first on the road over stages that had been run in reverse and “cleaned” on Friday. Al-Attiyah laid down the gauntlet with the fastest time over the 13km of the Suwayma stage, after 26 of the original 31 starters began the second leg. The Qatari was on the ragged edge and duly reduced Feghali’s lead to 1m 38.1s to set up the prospect of a fascinating showdown over the next eight stages. But the contest was all but settled near the start of the next Mahes test, when after 11 stages of frantic competition between the two rivals, a cruel fuel pump failure sidelined the Lebanese driver’s Mitsubishi and the dejected driver was sidelined. A superb performance was brought to an end and a relieved al-Attiyah was able to ease his pace. Sheikh Suhail Bin Khalifa Al Maktoum struggled through the 10th stage with serious mechanical problems after an accident and retired. Farrah was suffering from a misfire and transmission woes, as the depleted field began to fall by the wayside and Jordan’s Najjar found himself up to third overall. 75


MERC

- JORDAN RALLY

“To win a rally, first you have to finish... but everyone was impressed by Roger’s performance” Nasser al-Attiyah


Results-Day one Al-Attiyah continued to drive home his advantage through the Turki stage and headed to Erak Elamir with a massive 3m 56.6s lead over second-placed Nick Georgiou. Sixth-placed Farrah was struggling on with engine woes and was already falling into the clutches of a resurgent Faris Bustami, who had overhauled Faris Hijazi and climbed to seventh. The Qatari leader noticeably eased his pace over the subsequent stages and the top ten settled into a set pattern with no drivers able to close in on their closest rivals. Qatar’s Misfer al-Marri was fighting back from first stage delays on Friday and found himself in ninth position and eligible for a championship point, while al-Najjar benefited from al-Attiyah’s tactics to take the fastest times in the Turki and Erak Elamir stages. Al-Attiyah set the quickest time and extended his lead over Georgiou to 4m 13.1s in the re-run of Suwayma. The Lebanese driver sustained a flat tyre in Mahes, as a rampant al-Attiyah cruised into the distance with a lead that had grown to nearly five minutes. The drama was continuing down the field: Thomas suffered ongoing overheating problems and began to drop out of contention, Mazen Tantash rolled and persevered with a cracked screen and Hijazj lost eighth place with terminal transmission trouble 300

metres into SS15. Eighteen cars survived to tackle the final three stages after Kuwait’s Essam al-Nejadi was also sidelined. Al-Attiyah’s lead exceeded five minutes for the first time after the Mount Nebo stage as he cruised towards a fourth Jordan Rally win. But Mount Nebo spelt the end of the road for Farrah: the Jordanian had been dropping time all day and eventually succumbed to his transmission woes, his demise duly promoting Faris Bustami to sixth place. The second Turki stage gave al-Attiyah no problems and he cruised through Erak Elamir for the last time to secure an emphatic win by the margin of 6m 00.4s, with Georgiou claiming a distant second place and al-Najjar finishing third after a spirited late attempt to catch the young London-based Lebanese driver. “To win a rally, first you have to finish,” admitted al-Attiyah. “Everyone was impressed by Roger’s performance and he was unfortunate to have a technical problem. But we came here with a game plan and it has worked perfectly. I needed to claim maximum points. I said before the start that I needed to get the win and we are pleased with this result.” Regional championship contenders now switch their attentions to the penultimate round of the series in Cyprus at the start of November.

1 R Feghali/G Bernacchini Mitsubishi Evo9

1:30:56.4s

2 N al-Attiyah/C Patterson Subaru Impreza

1:32:44.1s

3 N Georgiou/J Matar

1:36:01.4s

Mitsubishi Evo9

4 S Bin Khalifa/ AGhaziri Subaru Impreza N14

1:36:53.9s

5 A al-Najjar/N Fanous

1:37:58.5s

Mitsubishi Evo9

6 N al-Shanfari/D Barritt Subaru Impreza N14

1:38:36.5s

7 M Saleh/Z Shehab

Subaru Impreza N14

1:39:49.3s

8 A Farrah/N Arena

Mitsubishi Evo9

1:39:59.1s

Final rally results 1 N al-Attiyah/C Patterson Subaru Impreza N14

3:05:02.5s

2 N Georgiou/J Matar

3:11:02.9s

Mitsubishi Evo9

3 A al-Najjar/N Fanous

Mitsubishi Evo9

3:11:23.4s

4 N al-Shanfari/D Barritt

Subaru Impreza N14

3:14:53.7s

5 M Saleh/Z Chehab

Subaru Impreza N14

3:16:42.3s

6 F Bustami/R Mansour

Mitsubishi Evo8

3:22:08.4s

7 M al-Marri/A Hussein

Subaru Impreza N14

3:23:33.1s

8 J al-Marri/A al-Hamoud Mitsubishi Evo9

3:37:04.1

2008 FIA MERC - positions after round 5 1

Nasser Saleh al-Attiyah(QA)

38

2

Nick Georgiou (RL)

25

3

Misfer al-Marri (QA)

22

4

Nizar al-Shanfari (OM)

21

5

Michel Saleh (RL)

16

6

Nicos Thomas (CY)

16

7

Roger Feghali (RL)

10

8

Abdullah al-Qassimi (UAE)

10

9

Salah Bin Eidan (KT)

7

10 Khalifa Saleh al-Attiyah(QA)

6

77


F1 WORLD CHAMPIONSHIP - ROUND 15, SINGAPORE GP

LUCKY LIGHTS Alonso’s gamble hands him an unexpected victory at the first ever F1 race held at night

A

s the F1 train arrived in Singapore, the first Formula One race to be held under floodlights promised to be an exciting and unpredictable event – although few predicted that Fernando Alonso and his Renault team would emerge triumphant. Ferrari emerged as the biggest losers of the night, with no points and relinquishing the lead in the constructers’ race to McLaren.

Red success in qualifying The qualifying sessions brought no real surprises as Massa, Hamilton, Raikkonen and Kubica took the first two lines on the grid, thus setting the stage for a straight race for the win. The only real drama was Alonso’s problems in Q2, when his Renault had fuel problems that prevented him from setting a time. The former world champion was setting some fast times in practice, and having to start from 15th place, opted for a very short first stint to try and make up places at the start – a decision that proved absolutely spot on as the race events unfolded.

It’s all red and silver The start was smooth, and as expected, the top three drivers went away with Kubica in fourth barely able to keep them in sight. The Ferraris in particular looked strong, and after a short while Massa was comfortable in first while Raikkonen was closing fast on Hamilton, and was two seconds behind the McLaren and looking stronger.

Alonso pits to perfection Alonso went on an aggressive strategy, with very light fuel on board and super-soft tyres in a bid to try and make up places at the start, as well as keeping his options open when it came to selecting a two or a three-stop strategy. By lap 13 he had moved up to 11th place, and pitted. He swapped tyres , topped off enough fuel for two stops and came out in last place. It seemed as if his race was ruined and scrapping a point or two would be the maximum to hope for in this race. Little did he know his luck was about to change.

Piquet’s accident is Alonso’s joy When Piquet lost control of his car and crashed, the gaps between the cars were virtually eliminated as the safety car went out. Coming out at such a crucial point in the race when everyone was preparing for their first stops, it was almost a new start for the race for everyone. Everyone bar Alonso that is, who had already made his first stop. The Spaniard was now in a position to fight for an historic result. Rosberg and Kubica had pitted too, but just as the pitlane was closed, and a 10-second penalty was immanent.

Ferrari sees red As the pitlane opened, everyone stormed in, and it became a race between the mechanics. At Ferrari, the mechanics were fuelling Massa’s car to get him back out in quick time, but as he pulled away, the

fuel hose was still attached to his car. He knocked a mechanic down in the process, and had to pull off at the end of the pitlane before the mechanics ran to free the hose. To add insult to injury, Massa stormed out of the his team’s pit into the path of Sutil to be handed a penalty. His race was now ruined.

New faces at the front Rosberg was now leading, but with a potential penalty to be served, while Trulli and Fisichella who were yet to stop. Kubica was fourth but also with a penalty to be served. This meant that the first driver on a “normal” strategy was now Alonso, followed by Webber and Coulthard – both having stopped earlier than the rest of the pack. Hamilton was in eighth place.

Alonso grabs the lead As expected, Rosberg and Kubica both served their penalties, but while Rosberg emerged in fourth place, the Pole came out last. Trulli, who was leading now, and Fisichella also went in for their only pit stop, and Alonso was leading from Rosberg and Coulthard with Hamilton who was bottled up behind the Scot in fourth. The second round of pit stops played perfectly to Alonso’s favour as he emerged in the lead after his stop, and by the time Hamilton squeezed past the Scot it was time for his final stop which he went for almost immediately, emerging ahead of DC.


Qualifing Results Pos Driver

Team

Time

1

F Massa

Ferrari

1:44.801

2

L Hamilton

McLaren-Mercedes

1:45.465

3

K Raikkonen

Ferrari

1:45.617

4

R Kubica

BMW Sauber

1:45.779

5

H Kovalainen

McLaren-Mercedes

1:45.873

6

N Heidfeld

BMW Sauber

1:45.964

7

S Vettel

STR-Ferrari

1:46.244

8

T Glock

Toyota

1:46.328

9

N Rosberg

Williams-Toyota

1:46.611

10 K Nakajima

Williams-Toyota

1:47.547

11 J Trulli

Toyota

1:45.038

12 J Button

Honda

1:45.133

13 M Webber

Red Bull-Renault

1:45.212

14 D Coulthard

Red Bull-Renault

1:45.298

15 F Alonso

Renault

no time

16 N Piquet

Renault

1:46.037

17 S Bourdais

STR-Ferrari

1:46.389

18 R Barrichello

Honda

1:46.583

19 A Sutil

Force India-Ferrari

1:47.940

20 G Fisichella

Force India-Ferrari

no time

Final Race Results Pos Driver

Team

Time

1

Fernando Alonso

Renault

1:57:16.304

2

Nico Rosberg

Williams-Toyota

+2.9

3

Lewis Hamilton

McLaren-Mercedes

+5.9

Ferrari’s nightmare continues

The chequered flag

4

Timo Glock

Toyota

Alonso was now leading ahead of Rosberg, with Hamilton third and Timo Glock an excellent fourth for Toyota. Raikkonen had by now made enough places and was in fifth place, pressing Glock and trying to salvage some points out of an all-around miserable race for the Scuderia. But Massa lost his car on lap 52, and as he went back on course, Sutil understeered heavily towards him and stuffed his car in the barrier, forcing the safety car to come out again. As the safety car went back into the pits, Raikkonen seemed determined to get past Glock, so he pressed hard only to lose control over the chicane and stuff his car in the wall. It was a race to forget for the Scuderia.

For McLaren it was now a case of maximising their advantage, as Hamilton drove steadily to collect an incredibly valuable six points that would further increase his lead in the drivers’ championship, as well as move McLaren to the top of the table. This was result that could potentially be crucial come the end of the season. But the real joy was for Fernando Alonso and the Renault team, who were handed a surprising victory. It was a deserved one nonetheless as they made best use of the combined circumstances, playing their cards perfectly to collect their first win of the year and proved that F1 is an unpredictable sport after all, setting the scene for an exciting end to a great season.

5

Sebastian Vettel

STR-Ferrari

6

Nick Heidfeld

BMW Sauber

+11.1

7

David Coulthard

Red Bull-Renault

+16.3

8

Kazuki Nakajima

Williams-Toyota

+18.4

9

Jenson Button

Honda

+19.8

McLaren-Mercedes

+26.9

SINGAPORE Race Date: Number of Laps: Circuit Length: Race Distance: Lap Record:

28 Sep 2008 61 5.067 km 309.087 km 1:45.599 - K Raikkonen (2008)

10 Heikki Kovalainen

+8.1 +10.2

Fastest Lap Driver Kimi Raikkonen

Team

Avd.speed

Ferrari

172.740

Time 1:45.599

Drivers’ standings 1

L Hamilton

McLaren-Mercedes

84

2

F Massa

Ferrari

77

3

R Kubica

BMW Sauber

64

4

K Raikkonen

Ferrari

57

5

N Heidfeld

BMW Sauber

56

6

H Kovalainen

McLaren-Mercedes

51

7

F Alonso

Renault

38

8

S Vettel

STR-Ferrari

27

Constructorts’ Standings 1

McLaren-Mercedes

135

2

Ferrari

134

3

BMW Sauber

120

4

Renault

51

5

Toyota

46

6

STR-Ferrari

31

7

Red Bull-Renault

28

8

Williams-Toyota

26

79


F1 WORLD CHAMPIONSHIP - ROUND 16, JAPAN GP

SECOND TIME IS A CHARM Alonso and Renault prove they have the potential to disturb the status quo as they score their second win of the season amongst high controversy between the title rivals

M

any have dismissed it as a lucky win, but Fernando Alonso and Renault proved they’re ready to take advantage once the title contenders slip up, as the Spaniard again plays his race to perfection and scores his second consecutive surprise win of the season. The main title rivals got tangled up in their own battle though, and both leading teams, McLaren and Ferrari, suffered a bad weekend that turned the season into a two-horse race between Hamilton and Massa.

Hamilton tops qualifying The qualifying session saw Lewis Hamilton take his McLaren to pole position next to Raikkonen, while Kovalainen put the second McLaren in third alongside a fast Alonso, who seemed to have gained a real boost from his last win in Singapore. Hamilton’s main title rival, Felipe Massa, couldn’t manage better than fifth alongside Kubica’s BMW-Sauber, which meant his task of clawing back some points to Hamilton was made even harder.

McLaren’s blunders at the start The start of the Japanese Grand Prix saw a heated contest between the main title rivals. As soon as the lights turned off, the two Ferraris were away, as Raikkonen shot past Hamilton and Massa managed to sneak to third, passing Alonso and Kovalainen.

Heading down the straight into the first corner, both McLaren drivers decided to fight back. Hamilton stuck into Kimi’s slipstream and took the inside line, outbraking the Ferrari. Kovalainen did the same, and also chose to brake late on the inside line. Unfortunately for both McLaren drivers – and for the two Ferrari drivers as well, for that matter – it was a bit too optimistic to expect the Silver Arrows to make it cleanly into turn one at such speed. Both McLarens ran wide – very wide – and in the process drove both Kimi and Massa off the track.

Massa returns the favour Almost instantly, Massa was fighting with Hamilton for fourth place when he went wide trying to avoid a collision with Toyota’s Jarnu Trulli into the chicane. Hamilton saw a gap and instantly went for it, taking the inside line. However, Massa was determined not to lose his position and took an aggressive line – or more accurately, cut through the inside of the chicane – and his front-right wheel got tangled with Hamilton’s rear-left, forcing the latter to spin and falling down to last place as he sat there, facing the wrong way on the track, and waiting for everyone else to go by. BMW’s Robert Kubica was now leading the race ahead of Alonso’s Renault, with McLaren’s Kovalainen in third and Raikkonen – having

passed Trulli – in fourth position. Kovalainen retired on lap 17 with an engine failure, and as Raikkonen went into the pits, Trulli was again back in fourth place.

Penalties for title contender As a result of the earlier incidents, both Ferraris and Hamilton were now under investigation. By lap 18, Massa and Hamilton were both handed drive-through penalty, the former for nudging Hamilton into a spin, and the later for pushing Raikkonen off the track at the start. Both served their penalties and were now holding the last two places.

Lead swapping game By lap 18, it was time for the leaders to pit. Kubica went in first from the lead, only for second-place Alonso to follow, handing the lead to Trulli, who stayed out until lap 22 before pitting again. It was now STR’s Sebastien Bourdais in the lead. He stayed out for two extra laps before going in and handing first position to Renault’s Piquet, who stayed there for two laps before handing the lead back to Alonso on lap 28, followed by Kubica, Raikkonen, Trulli, Piquet, Bourdais and Vettel. Massa in the meantime had managed to crawl back the leaderboard and was now in eighth place and securing at least a single point, while Hamilton was down to 12th.


Qualifing Results Pos Driver

Team

1

L Hamilton

McLaren-Mercedes

Time

2

K Raikkonen

Ferrari

1:18.644

3

H Kovalainen

McLaren-Mercedes

1:18.821

4

F Alonso

Renault

1:18.852

5

F Massa

Ferrari

1:18.874

6

R Kubica

BMW Sauber

1:18.979

7

J Trulli

Toyota

1:19.026

8

T Glock

Toyota

1:19.118

9

S Vettel

STR-Ferrari

1:19.638

10 S Bourdais

STR-Ferrari

1:20.167

11 D Coulthard

Red Bull-Renault

1:18.187

12 N Piquet

Renault

1:18.274

13 M Webber

Red Bull-Renault

1:18.354

1:18.404

14 K Nakajima

Williams-Toyota

1:18.594

15 N Rosberg

Williams-Toyota

1:18.672

16 N Heidfeld

BMW Sauber

1:18.835

17 R Barrichello

Honda

1:18.882

18 J Button

Honda

1:19.100

19 A Sutil

Force India-Ferrari

1:19.163

20 G Fisichella

Force India-Ferrari

1:19.910

Final Race Results Pos Driver

Pit stops: Round 2 The second round of pits brought no significant change at the top, except for Piquet who managed to leapfrog Trulli into fourth place. But for Massa, it was a very critical stop, as he needed to make up as many places as possible to try and close the gap to Hamilton on top of the championship standings. Massa went on a charge and scored the fastest lap time trying to gain a place. As he was trying to move into sixth, Bourdais came out of the pits, and the two cars were side by side going into turn one. Massa seemed to be holding the racing line, but Bourdais fancied his chances on the inside and ended up bumping into Massa, sending the Ferrari into a spin.

Massa recovered without losing any places though. After his pit stop, he went out hard again, managing to overtake Heidfeld and Webber to secure eighth place before the stewards imposed a 25-second penalty on Bourdais, moving Massa up to seventh place.

The chequered flag

Team

Fernando Alonso

Renault

2

Robert Kubica

BMW Sauber

3

Kimi Raikkonen

Ferrari

+6.4

4

Nelsinho Piquet

Renault

+20.5

5

Jarno Trulli

Toyota

+23.7

6

Sebastian Vettel

STR-Ferrari

+39.2

7

Felipe Massa

Ferrari

+46.1

8

Mark Webber

Red Bull-Renault

+50.8

9

Nick Heidfeld

BMW Sauber

+54.1

STR-Ferrari

+59.0

10 Sebastian Bourdais

In the end though, it was all smiles at Renault as Alonso managed to stay in the lead and take his second consecutive win of the season. It was a great victory, and one that once again proved the enormous talent of the former double world champion. The results also mean that it’s a tight race for the title between Hamilton and Massa with only five points separating them and just two races to go. This season keeps getting better.

Time

1

1:30:21.892 +5.2

Fastest Lap Driver

Team

Avd.speed

Ferrari

209.456

Felipe Massa

Time 1:18.426

Drivers’ standings 1

L Hamilton

McLaren-Mercedes

84

2

F Massa

Ferrari

79

3

R Kubica

BMW Sauber

72

4

K Raikkonen

Ferrari

63

5

N Heidfeld

BMW Sauber

56

6

H Kovalainen

McLaren-Mercedes

51

7

F Alonso

Renault

48

8

S Vettel

Toro Rosso-Ferrari

30

Constructorts’ Standings 1

Ferrari

142

FUJI SPEEDWAY

2

McLaren-Mercedes

135

Race Date: Number of Laps: Circuit Length: Race Distance: Lap Record:

3

BMW Sauber

128

4

Renault

66

5

Toyota

50

6

STR-Ferrari

34

7

Red Bull-Renault

29

8

Williams-Toyota

26

12 Oct 2008 67 4.563 km 305.416 km 1:18.426 - F Massa (2008)

81


F1 WORLD CHAMPIONSHIP - ROUND 117, CHINA GP

HAMILTON ANSWERS HIS CRITICS The young Brit puts himself in pole position for the title

A

fter last year’s drama, many thought that Lewis Hamilton wouldn’t stand the pressure of going into the final two races of the season. And with a race in China – where Hamilton literally threw away the title last year, when he slid off the road on the pit entry while trying to fight for the win and a points finish was almost enough to seal the championship – it was now crunch time for the McLaren driver and a chance to prove to everyone that he can withstand the pressure of the title fight.

Half way there The great qualifying form and speed of Hamilton and his McLaren car were the first indications of the Silver Arrow’s speed in China. Hamilton placed his car in pole position almost too easily, around 0.3 second faster than Raikkonen, while Massa settled for third place. Fernando Alonso, on the back of two successive wins in Singapore and Japan, was in great form during qualifying and managed to grab fourth ahead of McLaren’s Kovalainen, BMW’s Nick Heidfeld, and Sebastian Vettel, Trulli and Bourdais. Both STRs in the top ten were a great achievement for the “juniors” Red Bull team, and undoubtedly an embarrassment for the “real” Red Bull outfit.

Clean start for “almost” everyone

Hamilton cruising comfortably

The start was clean, the only incident was a touch between Trulli and Bourdais, resulting in the former going off track and having to retire. Kovalainen managed to pass Alonso at the start, only for the spirited Spaniard to fight back and reclaim his fourth position with a clean move into the hairpin before the lap ended. Nick Heidfeld also made a great start in the BMW and made up three places, moving up instantly from ninth to sixth place, while the unlucky Bourdais slipped down to 18th place after his incident with Trulli.

Hamilton was now almost cruising and even the second round of pitstops failed to disturb his lead. All he had to do was steer clear of trouble and the win was his. During the second round of pit stops, BMW’s Nick Heidfeld was the one to gain the most, as he managed to move up into fifth place after Kovalainen’s McLaren suffered from a punctured tyre, and his teammate Robert Kubica managed to move into sixth place behind the German.

Ferrari no match for McLaren Although Raikkonen clearly had the pace to keep up with Hamilton, it was clear that the McLaren had the speed to counter any serious attack from the Ferrari driver. The Finn kept in touch with Hamilton, but Massa was clearly off the pace and was struggling to keep up. At the first round of pit stops, it was surprising to see Massa pit in first, as his pace suggested he was carrying more fuel than two guys in front, who both went in soon after. And contrary to what Ferrari were hoping, Hamilton gained some time over Kimi during the pit stops, his lead up to almost seven seconds.

Ferrari’s tactical choice Meanwhile, Ferrari were now having to make a tactical choice regarding their drivers’ positions to let give Massa the maximum points attainable. Raikkonen duly obliged, and Massa squeezed in on lap 50 to take second place and keep his title hopes alive. It was the only sensible thing to do, as it gave Massa an extra two points that could prove to be very crucial in the season finale in Brazil.

The chequered flag As the Ferraris swapped places, Kimi was down to third place behind Massa. He’d already lost all chances of retaining his world title for a second year, so it wasn’t to change much, though it


Qualifing Results Pos Driver

Team

1

L Hamilton

McLaren-Mercedes

1:36.303

Time

2

K Raikkonen

Ferrari

1:36.645

3

F Massa

Ferrari

1:36.889

4

F Alonso

Renault

1:36.927

5

H Kovalainen

McLaren-Mercedes

1:36.930

6

M Webber

Red Bull-Renault

1:37.083

7

N Heidfeld

BMW Sauber

1:37.201

8

S Vettel

STR-Ferrari

1:37.685

9

J Trulli

Toyota

1:37.934

10 S Bourdais

STR-Ferrari

1:38.885

11 N Piquet

Renault

1:35.722

12 R Kubica

BMW Sauber

1:35.814

13 T Glock

Toyota

1:35.937

14 R Barrichello

Honda

1:36.079

15 N Rosberg

Williams-Toyota

1:36.210

16 D Coulthard

Red Bull-Renault

1:36.731

17 K Nakajima

Williams-Toyota

1:36.863

18 J Button

Honda

1:37.053

19 A Sutil

Force India-Ferrari

1:37.730

20 G Fisichella

Force India-Ferrari

1:37.739

Final Race Results Pos Driver

did mean that Kubica’s chances of finishing the season in third place were now much higher. Behind the two red cars, Alonso was having a trouble free, almost boring race and drove consistently to finish fourth, a clear sign of better things to expect from both the Renault team and the former double world champion. Alonso clearly showed that he has lost none of the speed and talent that enabled him to win two back-to-back world titles. Fifth was Nick Heidfeld for BMW ahead of teammate Kubica – a strange decision considering Kubica could use an extra point in his fight with

Raikkonen for third place – while Glock and Piquet took the last two points positions. But the real winner was Lewis Hamilton, and a deserved one at that. He drove a flawless race that he controlled from start to finish and never set a foot wrong in his quest for his first world title. Above all, he managed to prove wrong those who doubted him and kept a cool head when it mattered, thus proving how much he’s matured compared to last year. All he needs to do now is keep a cool head in Brazil to really write his name in the history books. And we simplyß can’t wait.

Team

Time

1

Lewis Hamilton

McLaren-Mercedes

2

Felipe Massa

Ferrari

3

Kimi Raikkonen

Ferrari

+16.4

4

Fernando Alonso

Renault

+18.3

5

Nick Heidfeld

BMW Sauber

+28.9

6

Robert Kubica

BMW Sauber

+33.2

7

Timo Glock

Toyota

+41.7

8

Nelsinho Piquet

Renault

+56.6

9

Sebastian Vettel

STR-Ferrari

+64.3

Red Bull-Renault

+74.8

10 David Coulthard

1:31:57.403 +14.9

Fastest Lap Driver

Team

Lewis Hamilton

Avd.speed Time

McLaren-Mercedes

203.722

1:36.325

Drivers’ standings 1

L Hamilton

McLaren-Mercedes

94

2

F Massa

Ferrari

87

3

R Kubica

BMW Sauber

75

4

K Raikkonen

Ferrari

69

5

N Heidfeld

BMW Sauber

60

FUJI SPEEDWAY

6

F Alonso

Renault

53

Race Date: Number of Laps: Circuit Length: Race Distance: Lap Record:

7

H Kovalainen

McLaren-Mercedes

51

8

S Vettel

STR-Ferrari

30

19 Oct 2008 56 5.451 km 305.066 km 1:32.238 - M Schumacher (2004)

Constructorts’ Standings 1

Ferrari

156

2

McLaren-Mercedes

145

3

BMW Sauber

135

4

Renault

72

5

Toyota

52

6

STR-Ferrari

51

7

Red Bull-Renault

29

8

Williams-Toyota

26

83


WRC - ROUND 12, RALLY DE ESPAĂ‘A

The new matador Sebastien Loeb extends his lead at the top of the table with a dominant victory in Spain


S

ebastien Loeb couldn’t have hoped for a better timing for the rally of Spain. The asphalt specialist was leading the world championship title race, and with two successive tarmac rallies, he had a great chance of extending his lead and boosting his aspiration for a record fifth title. And as always on tarmac events, the Frenchman duly delivered. He drove a fantastic rally, never putting a foot wrong, and showed tremendous speed and determination to score a memorable victory. Dani Sordo – Loeb’s Citroen teammate – coming in second place and strengthening Citroen’s position for the manufacturer’s title was just the icing on the cake. Meanwhile, Ford and its drivers – Finnish Mikko Hirvonen and Belgian tarmac ace Francois Duval – were hoping for a miracle that never happened. They had to settle for playing second fiddle to Citroen and came out from the rally in a weaker position for any silverware this year. Subaru continued their development of the new Impreza WRC, and on the tarmac, the new car showed future potential, though former world champion Petter Solberg will undoubtedly be hoping for more speed, soon.

Day one Total domination. That is what Loeb did in the first day of the rally. He scored the best times in all the stages of the day, demoralising the opposition and clearly showing his intentions of scoring an outright victory instead of taking the cautious approach and settling for points. Dani Sordo – in his home event – did everything he could to keep up with the world champion, but even with the home advantage and despite a brilliant drive, all he could do was make sure he stayed in touch with Loeb at the front. His efforts were highly impressive, and he finished the day only 16 seconds behind Loeb. Behind them, Duval and Hirvonen were already fighting a lost battle, finishing the day 41 and 44 seconds behind Loeb respectively while Petter Solberg – bizarrely running on soft tyres in the morning stages – came home fifth despite suffering from heavy understeer. Latvala, who was back temporarily to his old Stobart team, was struggling, and had to settle for seventh behind Citroen privateer Estonian Urmo Aava, and ahead of the the other Subaru of Chris Atkinson.

Day two The second day was almost an exact copy of the first, with Loeb holding the upper hand over everybody else, and winning four of the six stages run. Dani Sordo continued his impressive run,

holding to second place ahead of Duval, while Hirvonen couldn’t manage to better his fifth place. The Ford drivers were trying hard to catch up with the French cars, and each of them managed to win a stage, but at the end of the day it wasn’t enough to disturb the order and they continued to hold third and fourth. Behind them, Solberg was still in fifth place, but he had to defend strongly from an on-form Aava who was charging hard and managed to cut the gap to Solberg from 13.7 seconds at the start to a just 1.4 seconds by the end of the day, making best use of the slippery surfaces which seemed to really suit his driving style. Atkinson managed to move to seventh ahead of the struggling Latvala, but the Finn charged again and managed to finish the day just 3.4 seconds behind the Subaru driver.

Day three As expected, the Citroen duo were now sure to take things a bit easier, hoping to avoid problems to finish one-two. Still, both Loeb and Sordo managed to get their names on the top of the score sheet twice in the day’s stages, leaving the Ford drivers to take the stage wins in the remaining ones. Duval started the day on a charge, and scored the best time on stage 13, before team orders forced him into slowing down, and thus promoting his teammate – and title contender – Mikko Hirvonen into third place for the valuable six points that kept him in the hunt for the title. Behind Duval though, the fight for fifth place

was the most intense and interesting of the day. Citroen privateer Urmo Aava started the day only 1.4 seconds behind former world champion and Subaru driver Petter Solberg, and seemed determined to move up into fifth place. Aava was charging hard, stating that the rough and slippery nature of the stages seemed to go well with the Citroen C4 WRC, enabling him to go flat out. And though Solberg admitted he was taking some big risks, by stage 15 his lead over the Estonian was down to just 0.1 of a second, and with three stages to go it was an all out race to the finish line. On stage 16, Aava seemed to have succeeded. He managed to take fifth, finishing the stage three seconds ahead of Solberg and moving up to fifth place. But Aava’s joy was short lived, as on the next stage, he cut a corner a bit too deep and broke his suspension. He lost over 27 minutes and brought his car home in a very disappointing 34th place. Aava’s retirement promoted Latvala to sixth place after he managed to move ahead of Atkinson’s Subaru, who had to settle for seventh ahead of Mikkelsen, who took the last points position. In the end, it was a perfect rally for Citroen and Loeb, and one that proved the quadruple world champion is almost untouchable on when on asphalt. With the next round in Corsica – Loeb’s own territory – other drivers can only hope for divine intervention to stop him from scoring yet another victory.


WRC - ROUND 12, RALLY DU FRANCE

Crushing domination On the treacherous roads of Corsica, Sebastien Loeb crushed the opposition with a dominant display that left no one in any doubt on where the title is heading this year


D

emoralising. That’s the least we could say about Sebastien’s Loeb’s performance at the Tour de Course. The reigning world champion is a tarmac expert, but his performance in Corsica was nothing less than staggering. Loeb’s main title rival Mikko Hirvonen promised before the rally to go flat out in a bid to try and keep his championship hopes alive. Instead, he was clearly outpaced on the Corsican roads, and could only manage to score the fastest time on one stage. Even Ford’s tarmac expert, Belgian Francois Duval, wasn’t up to much against the might of Loeb and his Citroen C4 WRC. Duval tried his best, but had to settle for third place. Such was Loeb’s domination and speed during the rally that he won 13 out of 16 special stages, almost repeating his historic achievement of 2005 when he won all the stages of the rally. His winning margin of 3 minutes, 25 seconds is considered huge in modern day rallying and one that clearly shows that when it comes to tarmac, the Frenchman is in a league of his own. The only incident that was to spoil Citroen and Loeb’s celebrations in Corsica was Dani Sordo’s retirement. The young Spaniard crashed out on day one, and had to retire, thus losing a potential podium spot and valuable points.

Day one Hirvonen looked like he was determined to keep his word and go flat out as he sent a clear message during the shakedown with the fastest time. That, however, seemed to not have gone well with Loeb, and pushed the Citroen driver into full attack mode right from stage one. In fact, it set a rhythm for the whole day as Loeb stormed to the fastest time in all the six stages run in the first day, and as the day progressed was over half a minute ahead of Hirvonen, who was in second place while Duval took third. Behind the Ford duo, an exciting battle was taking place for fourth place between the Subaru drivers Petter Solberg and Chris Atkinson, and Stobart’s driver Jari-Matti Latvala. The three driver swapped places several times but former world champion Petter Solberg emerged as the fastest of the three on the day and took fourth place, 1.2 seconds ahead of Latvala and just under four seconds ahead of Atkinson. “That last stage was bloody good, actually,” said a delighted Petter. “Okay there’s still too much understeer but it’s going better and better. Now I’m having fun, that’s the main thing, the times will come. We’ll see tomorrow.” Behind Atkinson, Toni Gardemeister was in a very good seventh place for Suzuki,

showing improved pace for the SX4 WRC and great potential for the car in the future. The main event of the day though was Dani Sordo’s retirement. The Spaniard went off the road on stage three when he drifted wide on a right-hand corner 700 metres from the start and clipped a wall, breaking his car’s left-hand front suspension. He was expected to re-start the rally on day two, but roll cage damage meant he wasn’t given the green light to re-start and thus had to retire permanently from the rally.

Day two Day two almost seemed like a repeated version of the previous one, as Loeb stormed ahead, winning five of the six stages run, leaving the last stage to Duval. Loeb’s lead had extended to over 52 seconds over Hirvonen, who was holding on in second place just four seconds ahead of Duval. Behind the leaders, the battle for fourth place was still raging, but by midday it was a two-way battle between Solberg and Latvala as Atkinson lost time on Stage 9 when he suffered a puncture. “Fairly early on I just touched a small rock on a cut and the tyre went down straight away,” explained Chris. “I knew I had a big gap behind

– to Urmo Aava – so I carried on. That was the right choice. It’s all about driving for points now.” To add insult to injury for the Subaru team, the same stage saw Latvala moving ahead of Solberg into fourth place, and by the day’s end the gap separating the two would become 22.4 seconds.

Day three The first stage of the final day dealt a huge blow to Hirvonen’s title hopes. The BP Ford Abu Dhabi team driver hit a pothole with his Focus RS WRC in the early part of the stage, puncturing a tyre and forcing him to stop at the 4.2km mark and change the wheel. Hirvonen eventually completed the stage but lost two and a half minutes in the incident and dropped to fifth. With a 12 point lead in the drivers’ standings, Citroen’s Sebastien Loeb could now wrap up the 2008 title if he won in Corsica and Hirvonen finished seventh or lower. At the finish line a devastated Mikko Hirvonen said his own pace notes were to blame. “There was a hole in the road and I didn’t have it in my pace notes,” he said. “I didn’t see it on the recce.” Luckily for Ford and Hirvonen, they were


Rally de Espana

Rally du France

Results Day One

Results Day One

Driver

Time

Diff.

Time

Diff.

S Loeb

1:10:11.5

0.0

1

S Loeb

1:09:24.3

0.0

2

D Sordo

1:10:27.3

+15.8

2

M Hirvonen

1:09:56.6

+32.3

3

F Duval

1:10:52.8

+41.3

3

F Duval

1:09:58.3

+34.1

4

M Hirvonen

1:10:55.6

+44.1

4

P Solberg

1:10:35.8

+1:11.5

5

P Solberg

1:11:59.0

+1:47.5

5

JM Latvala

1:10:37.0

+1:12.7

6

U Aava

1:12:12.7

+2:01.2

6

C Atkinson

1:10:39.7

+1:15.4

7

JM Latvala

1:12:15.9

+2:04.4

7

T Gardemeister

1:12:40.3

+3:16.1

8

C Atkinson

1:12:24.9

+2:13.4

8

A Mikkelsen

1:12:42.8

+3:18.5

Time

Diff.

Time

Diff.

Results Day Two

Results Day Two

Driver

handed a lifeline in the next stage when Petter Solberg also suffered a puncture, dropping to fifth, and creating a chain of Fords from fourth to second place. This raised the likelihood of some tactical manoeuvres later to help Mikko Hirvonen keep his title hopes alive. As expected, on the final stage The BP Ford Abu Dhabi team manipulated the positions of the three leading Fords to slot Mikko Hirvonen into second. “I can’t celebrate it but I understand what the team is doing and I appreciate what Francois and Jari-Matti have done, but I really wish I didn’t have that puncture,” said Hirvonen. Francois Duval deliberately checked-in early to the pre-stage control on SS16, collecting a twominute penalty and dropping behind Hirvonen in the overall standings. A different strategy was employed for Jari-Matti Latvala, who was told to check in nine minutes late, collect 90sec of penalty time and drop behind Duval to fourth. Petter Solberg rounded off the top five in his Subaru Impreza WRC2008. The Norwegian completed the final stage two minutes slower than the leaders after collecting his second puncture of the day, but still showed promising pace for the new car. Behind him his teammate Chris Atkinson was sixth, ahead Urmo Aava, who had a great run to finish in the points as did Brice Tirabassi who managed to slot his car into the last points position. The results of the rally mean that the championship is almost certainly over, as Loeb needs only six points in two rallies to officially seal a record-breaking fifth consecutive title. Loeb already shares the record for the number of championships, and has the record for the most wins. He’s the only non-Scandinavian to ever win in Sweden and only the third to win in Finland. A win in GB is what’s missing, and this year he is closer than ever to achieving that.

Driver

1

Driver

1

S Loeb

2:22:57.2

0.0

1

S Loeb

2:31:27.9

0.0

2

D Sordo

2:23:24.9

+27.7

2

M Hirvonen

2:32:20.3

+52.4

3

F Duval

2:23:48.6

+51.4

3

F Duval

2:32:24.6

+56.7

4

M Hirvonen

2:24:01.8

+1:04.6

4

JM Latvala

2:33:18.5

+1:50.6

5

P Solberg

2:26:04.1

+3:06.9

5

P Solberg

2:33:40.9

+2:13.0

6

U Aava

2:26:05.5

+3:08.3

6

C Atkinson

2:35:34.1

+4:06.2

7

C Atkinson

2:26:39.9

+3:42.7

7

U Aava

2:37:17.8

+5:49.9

8

JM Latvala

2:26:43.3

+3:46.1

8

B Tirabassi

2:38:32.7

+7:04.8

Final Rally Results Driver

Final Rally Results Time

Diff.

Driver

Time

Diff.

1

S Loeb

3:21:17.4

0.0

1

S Loeb

3:42:58.0

0.0

2

D Sordo

3:21:42.3

+24.9

2

M Hirvonen

3:46:22.7

+3:24.7

3

M Hirvonen

3:22:19.9

+1:02.5

3

F Duval

3:46:29.6

+3:31.6

4

F Duval

3:22:28.2

+1:10.8

4

JM Latvala

3:46:35.5

+3:37.5

5

P Solberg

3:24:44.8

+3:27.4

5

P Solberg

3:48:33.4

+5:35.4

6

JM Latvala

3:25:21.2

+4:03.8

6

C Atkinson

3:49:08.4

+6:10.4

7

C Atkinson

3:25:22.3

+4:04.9

7

U Aava

3:50:23.2

+7:25.2

8

A Mikkelsen

3:26:37.0

+5:19.6

8

M Wilson

3:52:00.2

+9:02.2

Stage Winners Stage

Stage Winners Driver

Stage

Driver

SS1

La Mussara 1

S Loeb/S Elena

SS1 Acqua Doria - Serra Di Ferro 1

S Loeb/D Elena

SS2

Querol 1

S Loeb/S Elena

SS2 Portigliolo - Bocca Albitrina 1

S Loeb/D Elena

SS3

El Montmell 1

S Loeb/S Elena

SS3 Arbellara - Aullene 1

S Loeb/D Elena

SS4

La Mussara 2

S Loeb/S Elena

SS4 Acqua Doria - Serra Di Ferro 2

S Loeb/D Elena

SS5

Querol 2

S Loeb/S Elena

SS5 Portigliolo - Bocca Albitrina 2

S Loeb/D Elena

SS6

El Montmell 2

S Loeb/S Elena

SS6 Arbellara - Aullene 2

S Loeb/D Elena

SS7

El Priorat / La Ribera d›Ebre 1

S Loeb/S Elena

SS7 Carbuccia - Scalella 1

S Loeb/D Elena

SS8

Les Garrigues 1

S Loeb/S Elena

SS8 Calcatoggio Du Liamone 1

S Loeb/D Elena

SS9

La Llena 1

S Loeb/S Elena

SS9 Appricciani - Coggia 1

S Loeb/D Elena

SS10 El Priorat / La Ribera d›Ebre 2

M Hirvonen/J Lehtinen

SS10 Carbuccia - Scalella 2

S Loeb/D Elena

SS11 Les Garrigues 2

S Loeb/S Elena

SS11 Calcatoggio Du Liamone 2

S Loeb/D Elena

SS12 La Llena 2

F Duval/P Pivato

SS12 Appricciani - Coggia 2

F Duval/P Pivato

SS13 Riudecanyes 1

F Duval/P Pivato

SS13 Agosta - Pont De Calzola 1

S Loeb/D Elena

SS14 Santa Marina 1

S Loeb/S Elena

SS14 Pietra Rossa - Verghia 1

SS15 La Serra d›Almos 1

D Sordo/M Marti

SS15 Agosta - Pont De Calzola 2

SS16 Riudecanyes 2

M Hirvonen/J Lehtinen

SS16 Pietra Rossa - Verghia 2

SS17 Santa Marina 2

M Hirvonen/J Lehtinen

SS18 La Serra d›Almos 2

M Hirvonen/J Lehtinen

Drivers Standings

Constructors Standings 1

Citroen Total WRT

169

2

BP Ford Abu Dhabi WRT

146

3

Subaru WRT

87

4

Stobart VK M-Sport WRT

62

5

Munchi’s Ford RWT

22

6

Suzuki WRT

21

S Loeb/D Elena JM Latvala/M Anttila M Hirvonen/J Lehtinen

1

S Loeb

2

M Hirvonen

106 92

3

D Sordo

59

4

C Atkinson

45

5

JM Latvala

42

6

P Solberg

40

7

H Solberg

22

8

F Duval

22


USED CAR BUYING GUIDE

Honda Accord Mk VII 2003-2007 H

onda remains one of the very few “independent” automobile manufacturers. It managed to survive the wave of mergers, acquisitions and bankruptcies which characterised the auto industry scene over the last couple of decades, and it wouldn’t have been possible were it not for the Accord. The Accord came into being in 1976 and by 2007 the Accord had amassed 21 different trophies including making it to the coveted “10 Best” list of US magazine Car and Driver 20 out of 24 times. Interestingly enough, the Accord’s formula for success was always straightforward; all-round excellence. True, the Accord may never have been the fastest, or largest or cheapest family sedan, but if it’s not first in any measured category then it’s definitely second or third, particularly for quality categories such as reliability and fitand-finish. Despite being an all-new car with a new design, the MkVII Accord had only grown slightly in size over

the previous generation. But it was the extensive list of first-time features that set it apart from both the previous model and the competition; curtain side airbags were now available as well as a five-speed automatic transmission and a 240bhp V6. The four-cylinder Accord was now boasting a 2.4-litre displacement (instead of 2.3) with its power going up to 165bhp. Historically, Honda cars always boasted exceptionally well-poised chassis design, responsive steering wheels and suspension setups that struck the perfect balance between grip and comfort, and the MkVII Accord is no different. Ride is a bit stiff for a car of its class (particularly when compared to archrival Camry) but grip is exceptional for such a powerful front wheel drive family sedan. The MkVII Accord comes equipped with two different engine options: The first is the lightweight, high-tech 2.4 litre 4-cylinder 16-valve DOHC engine with an advanced

i-VTEC valve control system. The second choice is the 3.0-litre 24-valve SOHC V6 VTEC engine that shares its design with the V6 of the previous generation Honda Accord. It’s a smooth and powerful engine; just don’t expect it to be cheap on gas. The more popular 2.4-litre model isn’t exactly sluggish off the line, but it’s definitely not a sports sedan either. The good thing though, it doesn’t pretend to be one. In 2006, which was the Accord’s 30th anniversary, it received a comprehensive revamp including more powerful engines, the exterior was revised with a new front grill, new rear end styling with triangular LED taillights and new wheel designs. The interior was also slightly redesigned with changes such as a new steering wheel cover, differently colored gauges and a differently styled shift knob. A revised maintenance minder system was also added which gave owners reminders for scheduled maintenance. 89


USED CAR BUYING GUIDE

Check points

Things to look out for

As stated, the Accord is a very reliable car with very few problems to report. But nonetheless, make sure you check the car before you buy it, just so you can be sure it served for the longest period without any headaches.

As with all Japanese cars;\, nothing much to fault the Accord. I’ve mentioned this earlier about Hondas (Torque issue 4), I might have never owned a seventh generation Accord, but I will happily swear by my life when it comes to Honda’s reliability. My late 1983 Prelude once hit a pothole hard and the radiator broke with all the coolant leaking out in a matter of minutes. The engine overheated to the extent it shut off. Had this been something with a Detroit badge on the bonnet, the engine block would have transformed into liquid metal and spilt all over road. Once the Prelude cooled down, I poured coolant into the radiator and the extension tank, fired it up and drove peacefully to the weld shop. So I guess it comes as no surprise that Honda was voted “the most reliable car manufacturer in the UK” beating a host of other Japanese manufacturers including the untouchable Lexus. The research from What Car? and Warranty Direct found that six out of the top ten most reliable cars had Honda written all over them. We did search high and low, day and night to fault the Accord and came back with a few minor problems and nuisances – listed in beautifullly graphic detail over the page there.

The real costs Thought owning the car was a bargain? Check out these rates for the consumables.

Part Name Front brake pads Rear brake bads Engine oil Engine oil and filter Spark plugs Air filter A/T oil Drive belt Wiper blades

Price (JD)

Engine check

81.025 76.713 29.232 43.190 35.580 20.650 63.600 84.094 18.124

Engine check light is off; the check engine light may come on if the battery gets weak requiring software updates to the Engine Control Unit.

NB: Prices are correct at the time of going to press.

Price range What you should be paying

A

s mentioned earlier, the seventh generation Accord came equipped with either a four-cylinder 2.4-litre engine or the more powerful 3.0-litre V6 option. Obviously, and being priced significantly cheaper when new, the four pot Accord is also much cheaper in second hand guise, although it does fare considerably better in terms of value retention.

2003-2005 (pre-facelift) Honda Accord 2.4

2006/07 (post-facelift) Honda Accord 2.4

Low end: JD13,000 – JD14,500 Mid level: JD14,500 – JD15,500 High end: JD15,500 – JD16,500

Low end: JD 17,500 – JD 18,500 Mid level: JD 18,500 – JD 21,000 High end: JD 21,000 – JD 24,000

Best buy: We found a full option (alloys, sunroof, side airbags) 2005 white Accord EX offered at JD15,500.

Best buy: We found a fully loaded 2006 midnight blue Accord EX in mint condition for a very reasonable JD 19,500.


Instrument panel Check that the stereo and the heater control lights are working, if not, the repair could be quite expensive.

Wheels Make sure the alloy wheels are not damaged due to contact with the kerbs when parking.

Body paint Paint chips easily, so make sure the bumpers are not re-painted and if so, are done professionally.

Would we buy it? The Torque verdict on buying a used Accord

I

f you are looking for a reliable, fuelefficient mid-size sedan with good safety ratings – and the Toyota Camry is a bit too plain and soft for your taste – then the Honda Accord is the right car for you. Our recommendation: shop for the 4-cylinder models. With a fair amount of power, the four-pot Accord manages one of the best fuel economy

figures in its class; north of 200km/20L on combined city/highway driving. The high-tech 2.4-litre engine is very reliable and requires little maintenance. The Accord is by far more reliable than nearly all US sedans, and if you’re not the brand name conscious type of driver, it’s also a much better value proposition than most European cars. 91


NEW CAR BUYING GUIDE

Medium saloons

Engine

Power

Torque

Gears/Drive

Basic Price (JDs)

Other versions

Audi A6

2.0

4

170

280

6 FWD

55,500

3.2 V6

2.0

4

150

200

6 RWD

53,000

2.5 6 inline

2.8 V6

210

265

6 FWD

47,000

3.6 V6

2.4

4

178

222

5 FWD

28,900

2.4

4

161

161

5 FWD

20,250

3.8 V6

266

353

5 FWD

33,000

3.0 V6

241

293

6 RWD

48,000

4.2 V8 Supercharged

1.8

4

183

250

6 RWD

44,500

2.5 V6 / 3.0 V6

2.5

4

188

256

6 FWD

25,500

2.0

4

150

240

5 FWD

27,900

2.3T 4

2.0

4

163

187

5 4WD

22,500

3.0 V6

1.6

4

100

150

5 FWD

22,500

3.5 V6

272

344

6 FWD

57,000

2.4

4

157

218

5 FWD

30,000

2.0

4

197

280

6 FWD

36,000

2.5

5

210

320

6 FWD

40,000

BMW 5 Series Cadillac CTS Honda Accord Hyundai Sonata Kia Opirus Jaguar S-Type Mercedes E Class Nissan Altima Saab 95 Subaru Legacy Opel Vectra Lexus ES350 Toyota Camry VW Passat Volvo S60


Compact saloons

Engine

Power

Torque

Gears/Drive

Basic Price (JDs)

Other versions

Audi A4

2.0

4

130

195

6 FWD

43,500

3.2 V6

2.0

4

150

200

6 RWD

46,000

2.5 6 inline

2.0

4

175

265

6 FWD

33,500

2.8 V6

BMW 3 Series Cadillac BLS Citroen C4

1.6

4

110

147

5 FWD

15,000

2.0 4

C5

2.0

4

143

200

5 FWD

21,500

3.0 V6

2.3

4

161

208

5 FWD

31,750

Civic

1.8

4

154

190

5 FWD

22,500

Accord

2.4

4

178

222

5 FWD

28,900 13,000

Ford Mondeo Honda

Hyundai Accent

1.6

4

112

112

5 FWD

Elantra

1.6

4

121

121

5 FWD

14,500

Sonata

2.4

4

161

161

5 FWD

20,250

Rio

1.5

4

97

132

5 FWD

12,800

Cerato

1.6

4

115

254

5 FWD

14,700

Optima

2.0

4

145

189

5 FWD

19,000

Opirus

3.8 V6

266

353

5 FWD

33,000

2.1

4

159

196

6 FWD

33,500

1.6

4

105

145

5 FWD

18,500

1.8

4

163

240

6 RWD

37,000

Kia

Jaguar X-Type

4.2 V8 Supercharged

Mazda 3 Mercedes C Class

2.5 V6 / 3.0 V6

Mitsubishi Lancer

1.6

4

122

145

5 FWD

14,700

Lancer EX

1.5

4

109

145

5 FWD

16,750

2.5

4

188

256

6 FWD

25,500

1.8

4

125

170

5 FWD

22,650

93

1.8

4

120

167

5 FWD

24,900

2.0T 4

95

2.0

4

150

240

5 FWD

27,900

2.3T 4

2.0 4

Nissan Altima Peugeot 407 Saab

Subaru Impreza

1.5

4

104

142

5 4WD

17,500

2.0T 4

Legacy

2.0

4

163

187

5 4WD

22,500

3.0 V6

1.6

4

100

150

5 FWD

22,500

3.5

4

272

344

6 FWD

57,000

Corolla

1.6

4

107

145

5 FWD

19,000

Camry

2.4

4

157

218

5 FWD

30,000

Jetta

1.6

4

103

148

6 FWD

24,000

Passat

2.0

4

197

280

6 FWD

36,000

S40

2.4

5

140

220

6 FWD

34,500

S60

2.5

5

210

320

6 FWD

40,000

Opel Vectra Lexus ES350 Toyota

VW

Volvo

93


NEW CAR BUYING GUIDE

SUVs

Engine

Power

Torque

Gears/Drive

4.2 V8

350

440

6 4WD

Basic Price (JDs)

Other versions

Audi Q7 BMW

84,500

3.6 V6 (76,000)

v

X3

2.0

4

150

200

6 4WD

71,000

3.0 V6

X5

3.0 V6

272

315

6 4WD

94,000

4.8 V8

6.2 V8

403

565

4 4WD

99,000

EXT PickUp (67,000)

Cadillac Escalade Chevrolet Captiva

2.4

4

141

220

5 2WD

27,000

3.2 V6 4WD

Trail Balzer

4.2 V8

294

396

4 2WD

34,000

5.3 V8 4WD

Tahoe

5.3 V8

355

505

4 2WD

60,000

4WD

Suburban

5.3

8

355

505

4 2WD

80,000

6.0 V8 4WD

Edge

3.5 V6

265

339

6 2WD

45,500

4WD

Explorer

4.0 V6

210

344

6 4WD

43,500

4.6 V8

Expedition

5.4 V8

300

365

6 4WD

61,000

Ford

GMC Acadia

3.6 V6

275

271

6 2WD

44,000

4WD

Yukon

4.8 V8

295

414

4 2WD

73,000

4WD

Envoy

4.2 V6

291

277

4 2WD

35,700

5.3 V8 4WD

2.4

4

165

161

5 4WD

30,250

2.0

Tucson

2.0

4

104

184

5 4WD

22,000

2.7 V6

Santa Fe

2.7 V6

188

284

5 4WD

32,000

Terracan

3.5 V6

143

294

5 2WD

41,000

H2

6.0 V8

325

495

4 4WD

80,000

H3

3.7 V6

255

338

4 4WD

60,000

5/4WD

Sportage

2.0

4

142

184

5 2WD

23,000

2.7 4 4WD

Sorento

3.3 V6

241

307

5 4WD

32,500

Range Rover

4.4 V8

300

425

6 4WD

98,000

4.2 V8 Supercharged

Range Rover Sport

4.2 V8

390

550

6 4WD

98,000

4.4 V8

LR2

3.2

6

233

320

6 4WD

47,000

LR3

4.0 V6

216

269

6 4WD

75,000

4.4 V8

Honda CR-V Hyundai

4WD

Hummer

Kia

Land Rover

Mercedes M Class

3.5 V6

272

350

7 4WD

40,000

6.2 V8

GL Class

4.6 V8

335

460

7 4WD

65,000

Both Duty Free

3.0 V6

202

255

5 4WD

32,500

3.2 V6

38,500

Mitsubishi Pajero Nissan Murano

3.5 V6

266

248

6 4WD

Armada

5.6 V8

360

385

5 FWD

57,000

6/4WD

X-trail

2.5

4

132

245

4 4WD

24,650

5/4WD

PathďŹ nder

4.0 V6

291

388

5 4WD

42,000

3.6 V6

385

500

6 4WD

82,500

4.8 V8 Turbo

4.2

6

285

276

4 4WD

45,000

5.3 V8 (48,000)

27,000

2.7 L(32,000)

Porsche Cayenne Saab 97X Suzuki Vitara

2.0

4

140

183

5 4WD

Vitara 3 door

1.6

4

93

138

4 4WD

RAV4

2.4

4

166

220

4 2WD

34,000

3.5 V6 4WD

Fortuner

2.7

4

160

240

5 4WD

29,000

4.0 V6

Prado

2.7

4

160

240

5 4WD

36,000

4.0 V6

Land Cruiser

4.0 V6

240

427

5 4WD

56,000

4.7 V8

3.6 V6

280

265

6 4WD

63,000

6.0 V12

4.4 V8

311

325

5 4WD

65,000

3.2 6

Toyota

VW Touareg Volvo XC90



TORQUE ICONS

Lancia Delta Integrale (1987-1994) The first rally star to translate to geuine production appeal What is it? The Audi Quattro might have been the car that ushered four wheel drive into the world of rallying, and the Peugeot 205 Gti and VW Golf GTI are both responsible for providing the impetus for the “hot hatch” genre, but there is only one car that successfully managed to blend both concepts into a single formula for both the rally stage and the road. The brainchild of Italian designer Giorgio Giugiaro, the Lancia Delta first saw light of day in 1979 as a handsome family hatchback. Giugiaro’s time-defiant design went on strong till 1994, and over its 16-year life span managed to collect no less than 46 WRC wins, six consecutive WRC constructors’ titles (1987-1992) and four WRC drivers’ titles (Juha Kankkunen 1987, 1991 and Miki Biasion 1988, 1989). The first Delta Integrale, the Integrale V8, was introduced in 1987 as a replacement for the Delta HF 4WD, coinciding with the FIA abolition of Group B Rally cars. With 185bhp in road-legal form, Lancia had the prefect blueprint on to which it built its Group A rally car for the 1987 WRC season, which it went on to win, along with the following five seasons. By the end of its lifetime, the Integrale had gone through four different incarnations: the Integrale 8V (185bhp), the Integrale

Need to know All Lancia Deltas (including the Evoluzione II) were based on the original 1979 Delta designed by Giugiaro, which in its turn was based on a Fiat Ritmo chassis. The first road-going 4WD Lancia – Delta Turbo 4WD – was shown at the Turin motorshow in 74.

16V (200bhp), the Integrale Evoluzione (210bhp) and the jaw-dropping Delta Integrale Evoluzione II with 215bhp. Even by modern (and by modern we mean Lancer Evolution and Impreza Sti) standards, the Integrale is by no means a feeble car. Accelerate hard on the turn and the Lancia finds acceleration where lesser cars find wheelspin or a close encounter with the side of the road. There may be faster cars in a straight line, ones that can pull more lateral G on smooth, dry tarmac, but very few will handle real roads and uncertain conditions with the confidence that the Delta inspires.

It was not until the 1986 ban on Group B Rally cars that Lancia was convinced that a 4WD version of the Lancia should be produced commercially.

For a period of time, the Lancia Delta was sold in Sweden as the Saab 600. Saab had chipped in designing, making it less prone to rust. The Evoluzione II was built under license by Maggiora, not Lancia. The last Delta Integrale left the Maggiora factory in November 1994.

Why was it so great? The rally heritage, the road manners and the fact that it’s Italian, that’s why. Lancia is the most successful manufacturer in world rallying ever – as the list of results and records already listed shows. The Delta’s performance lends itself to two main collaborating systems; the four wheel drive and the steering. Instead of the less expensive and far less sophisticated viscous differentials, the Integrale uses a Torsen (torque sensing) differential. Although their functionality is fairly similar, Torsen differentials have far superior responsiveness; while a viscous differential will have a fixed torque splitting ratio, Torsens can handle partial slip loads automatically. Moreover, the Delta’s short wheelbase, as compared to an Audi Coupé Quattro, made it extremely versatile in almost all road conditions and at any speed. Most of all, the Delta Integrale arguably has the best steering feedback of any car ever produced. The car’s steering wheel is so communicative of what’s going on and what the car intends to do, so perfectly weighted and quick, that regardless of experience, almost anyone is able to drive it at an extremely fast pace. And to top it all up, it’s not made in Japan.


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