MAY 2011
WWW.MOTORINGMAGAZINE.COM.SG | MICA (P) 203/06/2010 | PPS 667/10/2011 (028303) Get 3 More Issues
SEA OF
TRANQUILLITY
Mercedes-Benz C-Class
MERCEDES-BENZ C-CLASS | NISSAN MARCH vs CITROËN C3 | VOLKSWAGEN PASSAT
The best-selling Mercedes – revitalised!
FREE
with Citibank Ready Credit
SENSE & SENSIBILITY Volkswagen’s new Passat GROOVING TO A NEW BEAT Chevrolet’s bright new Spark IN TRUE GLORY
All-new Lexus CT 200h
S$5.20/RM9.50
ALSO DRIVEN!
PORSCHE CAYMAN R Plus!
SUPERMINI SHOWDOWN
Nissan March vs Citroën C3
Audi A1 | BMW X3 | Renault Mégane Coupé-Cabriolet | Audi TT Roadster | Range Rover Vogue | Goodyear Eagle F1 Asymmetric 2 | F1 Updates | Spy Shots and more!!!
Approved Cover May2011.indd 2
MAY 2011
S$5.20/RM9.50(GSTINCLUDED)
4/14/11 12:25 PM
www.motoringmagazine.com.sg
contents May 2011
REGULARS 6 76 83 87 91 92 96
MOTORING NEWS 7 WORLD NEWS 11 LOCAL NEWS
EdSpeaks F1 Updates Spy Shots Gear&Garage/LifeStyle COE Cost Performance Index Subscription
26
Pg
Subscribe to motoring! EDITED 11 May pg2pg4 Contents.indd 2
COVER STORY 14 HIGH C: MERCEDES-BENZ C-CLASS Just how different is the recently facelifted Mercedes-Benz C-Class? Dr. Ian Kuah drives one to find out
SUPERMINI SHOWDOWN: NISSAN MARCH vs CITROﾃ起 C3 Can the popular Nissan March stand up to the test with the Citroﾃｫn C3?
Details on page 96
4/13/11 4:11 PM
90
OVER % OF CAR IMPORTERS INSIST ON ENGAGING OUR SERVICES! SIMPLY BECAU
SE
WE BELIEVE I N TAKING THINGS TO TH E NEXT LEVEL •
State-of-the-a rt equipment a nd supplies • Uncomprom ising quality a ssured • Well trained and highly mo tivated technic ians • Total custom er satisfaction
6899 7
Call Look f us at or Ms . Adeli n
e Leon
950
g/Win
nie Ch
ong
ASTROTECH Services • Paintless Dent Removal • Shine Restoration and Protection • Glass Restoration and Protection • Huper Optik Nano-Ceramic Solar Control Film • S.M.A.R.T (Small Medium Automotive Repair Technique)
After Before
Before
After
71 Toh Guan Road East #01-01 TCH Tech Centre Singapore 608598 Tel: +65 6899 7950 Fax: +65 6899 4889 Email: enquiry@astrotech.com.sg Website: www.astrotech.com.sg
CORPORATE SERVICES AVAILABLE Astrotech_May.indd 3
4/13/11 5:03 PM
www.motoringmagazine.com.sg
contents May 2011
Pg
46
PREVIEWS >> COMING SOON 20 QUINTESSENTIALLY PORSCHE: PORSCHE CAYMAN R
We take a detailed look into the range-topping Porsche Cayman R with Dr. Ian Kuah
TWIN TEST
26 SUPERMINI SHOWDOWN: NISSAN MARCH VS CITROËN C3 Can the popular Nissan March stand up to the test with the Citroën C3?
REVIEWS >> ON THE ROAD 34 SENSE & SENSIBILITY: VOLKSWAGEN PASSAT
Just how effective are the changes in the refreshed Volkswagen Passat? Join us as we find out
40 GROOVING TO A NEW BEAT: CHEVROLET SPARK
IN TRUE GLORY:
LEXUS CT 200H Is the CT 200h a real luxury hybrid hatchback from Lexus? We cruise in one to find out
46 IN TRUE GLORY: LEXUS CT 200H Is the CT 200h a real luxury hybrid hatchback from Lexus? We cruise in one to find out
52 THE GREAT X-PECTATIONS: BMW X3 Can an all-new X3 bolster BMW’s position as a maker of premium compact crossovers? We test one to find out
58 TOPLESS AND FABULOUS: RENAULT MÉGANE COUPÉ-CABRIOLET The Renault Mégane Coupé-Cabriolet returns and we take the chance to do some topless driving
64 GIANT LEAP: AUDI A1 Can the Audi A1 create as big an impact as it hopes to achieve? We test one to discover its ambitions
ROADNEWS
69 FORTIFIED: AUDI TT ROADSTER Can the facelifted Audi TT make it an even more desirable car? Join us as we find out in a Roadster
72 COMMAND AND CONTROL: RANGE ROVER VOGUE Is the Range Rover still the ultimate luxury SUV? We test one to find out
FEATURES
81 GOODYEAR EAGLE F1 ASYMMETRIC 2 Can the latest Goodyear tyre be as good as it seems? Dr. Ian Kuah test it out in Spain
86 RICHARD HAMANN 14 April 1957 - 17 March 2011 We take a moment to remember one of the most notable figures in the tuning industry
The all-new Chevrolet Spark is here and we drive one to see how it has been transformed
EDITED 11 May pg2pg4 Contents.indd 2
4/13/11 4:11 PM
EdSpeaks
O
P C
INT of NTENTMENT
The ability to satisfy one’s desires can be rare. Deep down inside, there is a fair chance that at some point in time, we all want to be somebody else, do something different or simply enjoy life to the fullest. I often get to drive many new cars and objects of somebody else’s desires when the lucky stars are shining at me. That is why we must continue to make the best efforts of what we do – to bring you, our dear readers, the best reviews and reading pleasure. This month, we take a look at one of Mercedes-Benz’s best-selling models, the C-Class. Dr. Ian Kuah caught up with this latest iteration of the third-generation C-Class to find out what has changed and if it is a more complete car than before. Dr. Ian Kuah also got the chance to put the Porsche Cayman R through a real-world test and a good blast around a racetrack. Can this 330bhp midengined Porsche pass with flying colours? We had the opportunity this month to bring together two superminis for a showdown – the Nissan March versus the Citroën C3. The March is said to be even better now but will it be good enough to challenge the refinement of the C3? There are quite a few significant new cars in this issue, such as the Chevrolet Spark, the Lexus CT 200h, the Audi A1 and the BMW X3. In addition, we have also the beautiful Renault Mégane Coupé-Cabriolet, the revised Audi TT Roadster and the ‘big daddy’ of SUVs, the Range Rover Vogue. Different strokes for different folks but amongst them, we were pleased to find some interesting surprises. The car that inspired me this month to start off with a reflecting moment is the Volkswagen Passat. Having spent a couple of days with this executive saloon, I was able to appreciate its excellent composure and solid build quality. To be honest, there are better and more exciting cars but the Passat is one of those rare few that was able to instil a sense of calmness in me. Somehow, I just felt utterly serene, which reminded me of the many reasons why I love my job. Last but not least, I sincerely hope that you are able to find your own moments of euphoria within this issue and I assure you, there are more to come. Happy reading!
Published by:
EASTERN PUBLISHING PTE LTD
(a fully owned subsidiary of Eastern Holdings Ltd)
MANAGING DIRECTOR (Operations) Kenneth Tan Assistant Editor Raymond Yeo raymondyeo@epl.com.sg Senior Editorial Assistant Sharina Shariff Editorial Assistant Evelyn Ng evelynng@epl.com.sg Graphic Designer Jerry Cruz II Managing Director Dan Tan Senior Sales Executive Faith Tan faithtan@epl.com.sg Circulation Manager Foo Boon How Circulation Executives Elizabeth Heng Emily Wang Technical Consultant William Lyou Contributors Dr Ian Kuah, T.K. Pow, C.K. Lim, E.K. Foo, Tan Meng Choon Motoring is published monthly by: EASTERN PUBLISHING PTE LTD (Reg No. 200413351W)
1100 Lower Delta Road, #02-05, EPL Building, Singapore 169206. Tel: 6379-2888, Fax: 6379-2803 E-mail: motoring@epl.com.sg For sales enquiries: motoringsales@epl.com.sg
EASTERN HOLDINGS LTD EXECUTIVE BOARD Chairman Stephen Tay Group Executive Director Kenneth Tan Financial Controller Robbin Lim
EASTERN HOLDINGS LTD
EASTERN HOLDINGS LIMITED 1100 Lower Delta Road, #02-05, EPL Building, Singapore 169206. Tel: 6379-2888, Fax: 6379-2803 (Reg No. 198105390C) Printed by: Singapore : Mui Kee Press & Media 5 Pte Ltd 62A Defu Lane 1 Singapore 539501. Tel: 6287-6955 Fax: 6284-0520 Distributed by: Singapore : Singapore Press Holdings, 82 Genting Lane, News Centre, Singapore 349567. Tel: 6319-6319, Fax: 6842-2961 Malaysia : Pansing Marketing Lot 557A & B, Jalan Subang 3 Subang Industrial Estate 47610 Subang Jaya, Selangor Darul Ehsan Tel No.: 03-5638 2208, Fax No.: 03-5637 9477 All rights reserved. No portion of this publication covered by the copyright hereon may be reproduced in any form or means – graphic, electronic, mechanic, photo-copying, recording, taping, etc – without the written consent of Eastern Holdings Ltd Opinions expressed by contributors and advertisers are not necessarily those of the Editor and Publisher. MICA (P) 203/06/2010 PPS 667/10/2011 (028303) ISSN: 0217-393X
SUBSCRIPTION HOTLINE
6379 2888
Raymond Yeo
6
motoring | May 2011
EDITED 11 May pg6 EdSpeaks.indd 8
4/13/11 8:59 AM
WORLD •NEWS
INNOVATIVE TRANSMISSION FOR
LAMBORGHINI AVENTADOR The upcoming Lamborghini Aventador will feature a new seven-speed automated manual transmission that is designed to deliver the fastest gear-shift of any road vehicle with synchromesh. Lamborghini found the ideal partner for this challenging development in the Italian transmission specialist Oerlikon Graziano and their UK partner Vocis Driveline Controls, itself partowned by Oerlikon Graziano. At just 79kg, the new gearbox is substantially lighter than its predecessor, yet provides an extra ratio, handles more torque and maximises cabin space by packaging into an exceptionally narrow transmission tunnel. Apparently, the Aventador’s 6.5-litre V12 requires a substantial transmission and a conventional automatic or dual-clutch transmission would not fit into the available space. The idea here is applying the same principle as a dualclutch transmission but with lightweight and compactness. Vocis and Oerlikon Graziano devised a strategy called independent shift rail (ISR)
technology that eliminates the constraint of such transmission having to slide selector rails to shift gears, where in the ISR, there is no such motion or actuator. One rail selects either first or reverse, one third or fifth, one second or fourth and one sixth or seventh. This means that no two sequential gears are on the same shift rail until the last change into seventh (top) gear. As a result, the system can begin to move the rail for the next gear while still withdrawing the previous one, allowing the shift to be accomplished faster. The shift paddles are hard-wired into the Vocis-designed Transmission Control Unit (TCU), eliminating the time required for the CAN bus to poll the system. Very accurate measurement and control of the actuation current ensures precise and progressive control of the high-precision hydraulic valves, also specified by Vocis and designed uniquely for this application, that are critical not just to a fast change but also to shift quality. Lamborghini claims a 50ms shift time for the new transmission.
MICHELIN
PILOT SUPER SPORT CERTIFIED FOR NEW
FERRARI FF Ferrari has chosen Michelin to equip its new FF four-wheel drive supercar with the Pilot Super Sport as original equipment. The Pilot Super Sport is the world’s fastest ever commercially available tyre on track. Designed for highly demanding technological advances, it enabled the tyre manufacturer to obtain 13 consecutive victories at the Le Mans 24 Hours. Michelin combined three technologies, two of which are directly derived from the motorsport tyres used at the Le Mans 24 Hours. These three technologies are the Twaron® belt, the Bi-Compound tread and the Variable Contact Patch 2.0 . The tyre sizes fitted to the Ferrari FF are 245/35 ZR20 on the front and 295/45 ZR20 on the rear. May 2011 | motoring
11 May WorldNews 5pp 7
7
4/13/11 9:07 AM
WORLD •NEWS
MUGEN EURO
TO BUILD HIGH-PERFORMANCE
HONDA CR-Z MUGEN Euro is developing a highly-tuned version of Honda’s CR-Z, which will deliver ‘Type R-like’ performance from the hybrid’s petrol-electric powertrain – and may offer even better fuel economy. The CR-Z MUGEN will feature enhancements to both the 1.5-litre i-VTEC petrol engine and the Honda IMA system to boost power and torque, while bespoke brakes and suspension will be fitted to improve the chassis dynamics. Lightweight components, including a carbon fibre bonnet, will be employed to lower the overall weight, and the car will use MUGEN alloy wheels to reduce unsprung mass. To improve aerodynamics and give the car an even more sporting look, MUGEN body parts will be added, including front and rear bumpers, and a spoiler.
The CR-Z MUGEN is a joint project between Honda (UK) and MUGEN Euro – the Northampton-based subsidiary of Honda’s long standing tuning partner MUGEN. In 2009, MUGEN Euro produced the Civic Type R MUGEN, an extreme, 240bhp version of Honda popular hot hatch, which was won by a lucky bloke
from Manchester in a UK nation wide prized draw in celebration of Honda’s participation in the British Touring Car Championship. At this stage, the CR-Z MUGEN is being developed purely as a one-off prototype, with no plans for a production version.
BAC MONO
– NEW SINGLE-SEAT PERFORMANCE CAR
While enthusiasts the world over dream of designing and building their own car, What set the Cheshire-born brothers Neill and Ian Briggs apart from most, is that they had the automotive qualifications and experience to do just that. They went further by eventually putting the 8
result into production for others to enjoy – and hence the BAC MONO was born. MONO (as in monoposto, or single seat) was designed to bring formula race car levels of handling, performance and thrill to the public road, but also the perfect track day machine, racing school car and one-make series racer. At 520 bhp per tonne, its power to weight ratio surpasses that of the Bugatti Veyron and it can accelerate to 100km/h in about 2.8 seconds, 160km/h in 6.7 seconds and on to a top speed of 273km/h. The MONO’s aerodynamics were optimised using CFD in partnership with Stuttgart University and the vehicle is constructed in carbon fibre with a tubular steel driver safety cell, complete with FIA-compliant roll over protection system. Power comes from a 280bhp, normallyaspirated 2.3-litre Cosworth unit mounted longitudinally and mated to an electronicallycontrolled, paddle-shift, six-speed sequential Hewland transmission with limited-slip differential.
The rose-jointed, aero profiled push-rod suspension features adjustable Sachs Racing dampers. The braking is by AP Racing, the bespoke HRT alloy wheels by OZ Racing, the street-legal track tyres by Kumho, and the vehicle electronics and instrumentation by GEMS. There is a six-point Willans racing harness, a secure locker for helmet storage and a detachable steering. The seat is fixed for safety and optimum weight distribution while there is also a fully adjustable pedal box and steering column, apart from an optional ‘F1-style’ fully-profiled seat. The BAC MONO costs £79,950 (including UK taxes). For further details, log onto www. bac-mono.com.
motoring | May 2011
11 May WorldNews 5pp 8
4/13/11 9:07 AM
WORLD •NEWS
VOLKSWAGEN STARTS PRODUCTION OF GOLF
CABRIOLET AT NEW PLANT
Volkswagen has officially started production at the new facility in Osnabrück yesterday on the occasion of a fact-finding visit by German President Christian Wulff, the new Golf Cabriolet in Sunset Red, which left the assembly line officially marked the start of production in Osnabrück. The Volkswagen plant in Osnabrück covers the entire automotive process chain from vehicle development through tooling to production. Apart from the Golf Cabriolet it is also planned to use the Osnabrück plant as an overflow facility for manufacturing the Porsche brand Boxster and Cayman models going forward. The plant has a total annual capacity of roughly 100,000 vehicles. Volkswagen will have invested approximately 300 million euros in the new Osnabrück plant by the end of this year.
PORSCHE
OPENS ORDER BOOKS FOR 918 SPYDER Following outstanding customer response during its debut at last year’s Geneva Motor Show, Porsche is unveiling more details of the 918 Spyder concept, besides opening the order books for this supercar. Thanks to its unique hybrid technology, the 918 Spyder is estimated to consume a mere 3.0L/100km, where its mid-mounted 4.0-litre V8 engine will deliver more than 500bhp while
assisted by two electric motors – powered by liquid-cooled lithium-ion batteries – with a total of at least 218bhp. Power transmission to the rear wheels is via a seven-speed dual-clutch gearbox, complemented by two electric motors – one each on the front and rear axle. This configuration offers an innovative, variable all-wheel drive with independent control of the propulsion force on both axles.
The design is inspired by the Carrera GT, the 917 race car, the RS Spyder and closely modelled on the Geneva concept car. However, the production version will be based on a carbon fibre-reinforced plastic monocoque, featuring a manual roof system with removable roof panels that can be stowed in the front luggage compartment. The energy storage unit is a liquid-cooled lithium-ion battery that can be charged from a conventional domestic power socket, delivering a range in excess of 25km on purely electric power. The 918 Spyder is expected to accelerate from a standing-start to 100km/h in 3.2 seconds and on to a top speed of more than 320km/h, while top speed on purely electric power is 150km/h. To ensure the exclusivity of the 918 Spyder, the 645,000 euros two-seater is limited to no more than 918 units, where production is scheduled to commence on September 18 2013 at the main Porsche factory in StuttgartZuffenhausen. Delivery of the first vehicles will commence in November 2013. Unfortunately for those in right-hand drive countries like Singapore, the 918 Spyder will only be offered in left-hand drive.
May 2011 | motoring
11 May WorldNews 5pp 9
9
4/13/11 9:07 AM
WORLD •NEWS
PORSCHE UNLEASHES PANAMERA TURBO S Sports car manufacturer Porsche has introduced the Panamera Turbo S, adding to its Gran Turismo range with a unique combination of performance, efficiency, driving dynamics and comfort. The 4.8-litre, V8 twin-turbocharged engine delivers 550bhp, an increase of 10 over the Panamera Turbo, while torque is increased to 750Nm. In the ‘Sport’ and ‘Sport Plus’ modes of the standard Sport Chrono Package Turbo and during kick-down in normal mode, the V8 delivers 800Nm courtesy of the over-boost function. With this update, the Panamera Turbo S can reach 100km/h from standstill in 3.8 seconds using its ‘Launch Control’ function, while top speed is now a staggering 307km/h. However, its average fuel consumption remains at a modest 11.5L/100km. The increased performance can be attributed to the enhanced turbochargers with titanium-aluminium turbine wheels and modified engine control management. In keeping with the spirit of the Panamera, this Turbo S variant also gets key driving control systems such as the PDCC (Porsche Dynamic Chassis Control) and PTV Plus (Porsche Torque Vectoring Plus) as standard. On the outside, it is characterised by 20-inch Turbo II alloy wheels with increased rear axle track width, side skirts from the Porsche Exclusive range and the adaptive extending four-way rear spoiler co-ordinated in the exterior colour. The interior gets a two-colour leather upholstery, while two new optional combinations of black/ cream and agate grey/ cream are offered exclusively for the new Panamera Turbo S.
KIA
MERCEDES-BENZ C 63 AMG COUPÉ
Mercedes-Benz has once again combine the distinctive elegance of a coupé with high-performance, this time round in the shape of the C 63 AMG Coupé. Its 6.3-litre V8 delivers 457bhp and 600Nm, catapulting it from zero to 100km/h in a mere 4.5 seconds and onto an electronically limited top speed of 250km/h. The C 63 AMG Coupé also benefits from all the technologies adopted by its sisters like the C 63 AMG saloon and station wagons. It utilises the AMG SPEEDSHIFT MCT seven-speed sports transmission with “Controlled Efficiency” mode as standard and a new power steering pump that reduces fuel consumption. Average fuel consumption is 12.0L/100km. Other enhancements include a bespoke sports suspension set-up and sports steering. Buyers can also opt for the AMG Performance Package, which increases power by 30bhp by using forged pistons, connecting rods and lightweight crankshaft in the V8, effectively reducing the inertia and enhancing the agility and responses of the naturally aspirated engine. To distinguish the AMG Performance Package, the variable intake manifold is painted in titanium grey, while the composite front brake discs are painted red. In addition, there is also a carbon fibre boot lid spoiler and a steering wheel upholstered in ‘Nappa’ leather with Alcantara grip areas.
REACHES MILESTONE In late March this year, Kia Motors Corporation has reached its 10 millionth global vehicle export when a ‘Snow White Pearl’ Optima saloon was shipped to the US market from Kia’s main hub, Pyeongtaek Port, southwest of Seoul, South Korea. In Europe, the company’s production facility in Slovakia also announced that it has set a new output record, having produced a total of 229,500 cars in 2010, representing a 52 per cent year-on-year increase. Engine production was also up 31 per cent on last year, with more than 320,900 units produced. 10
motoring | May 2011
11 May WorldNews 5pp 10
4/13/11 9:07 AM
LOCAL•NEWS
ALL-NEW
VOLKSWAGEN PASSAT ARRIVES With over 17 million units sold since 1973, the Volkswagen Passat is surely one of the world’s best-selling cars. Recently, the seventh-generation Passat was launched here in Singapore
and we also have a review of this executive saloon in this issue. Its styling is akin to its bigger sibling, the Phaeton, which also bears the new Volkswa-
gen identity well. The sleek and sculpted body exudes a sense of elegance and luxury while hinting at a spacious interior. On the inside, it features improved workmanship and high-quality trims and materials. Additional insulating materials have been used to ensure an exceptionally quiet ride. The new Passat has also scored a maximum of five stars in the Euro NCAP crash tests. Two variants will be made available to the local market – the 160bhp 1.8-litre TSI and the 300bhp 3.6-litre V6 4MOTION. Prices for the 1.8-litre TSI starts from $163,800, while the 3.6-litre V6 4MOTION would be available at a later date.
GOODYEAR
INTERNATIONAL PRO-AM DRIFT SERIES SPARK Motorsports will be participating in the upcoming Goodyear International Pro-Am Drift Series Round 3 in Malaysia. Two sponsored drivers will represent Team SPARK Motorsports – upcoming drift star Charles Ng and our local drift talent Ivan Lim. They will be driving a Nissan Silvia S13 and a Toyota Chaser respectively. At press time, the technical team at SPARK Motorsports is hard at work prepping up the
EDITED 11 May pg11-13 LocalNews.indd 11
two racecars, hoping to add their magic touches. Besides aiming for the podium, SPARK Motorsports also hope to give as much race exposure to its technical team. With more practices in time-pressed and stressful conditions, SPARK Motorsports believe that its technical team would be able to gain maximum improvement. Evidently, Charles and Ivan are in good hands thanks to the full
technical and professional pit support given by SPARK Motorsports. Do check www.sparkmotorsports.com for more updates of this race event as the Team venture out of our local grounds to battle stiff competition from seasoned racers overseas. We would also be bringing you a post-race report in the near future. May 2011 | motoring
11
4/13/11 9:12 AM
LOCAL•NEWS
CONTINENTAL TO OPEN NEW R&D CENTRE Recently, international automotive supplier Continental held the groundbreaking ceremony for its new R7D centre in Singapore. With a total capital investment of about 21 million Euros, the new Continental Singapore building aims
to meet the demand of growing engineering capacities caused by the worldwide business expansion and particularly the growth in Asia. This new site will be located at Boon Keng Road with total land coverage of 4,500 square
meters. By next year, it will have a seven-storey office and R&D building with a total floor space of 10,170 square meters, estimated to hold 860 employees, while a planned additional floor will hold 1,000. The new Continental Singapore building will serve as an office site for R&D and related daily operation, a specialised automotive product verification and validation hub, a reliability test laboratory as well as a test car space for in-vehicle R&D activity. It will also drive the product creation process from conception to realisation and finally onto the mass production. These include instrumentation clusters and displays, multimedia and telematic devices, radio navigation devices, centre stacks, interior modules and control systems. This R&D center houses management and engineering experts, and it will further on be a major R&D engineering resource and competence pool of Continental. Continental Automotive Singapore is also committed to using local knowledge, in collaboration with their international teams, to serve customers globally and aims to offer innovative, intelligent and sustainable solutions.
ALL-NEW
BMW X3 LAUNCHED Performance Motors Limited (PML), the official distributor of BMW cars and motorcycles in Singapore, has finally launched the eagerly anticipated BMW X3. This successor to a top seller aims to add a new dimension to driving pleasure through agility, efficiency and increased driving comfort. It has grown slightly over its predecessor and is noticeably different yet instantly rec-
12
motoring | May 2011
EDITED 11 May pg11-13 LocalNews.indd 12
ognisable as a BMW X car. Two straight-six models will be available, including a naturally aspirated 3.0-litre xDrive28i with 258bhp/310Nm and a turbocharged 3.0-litre 306bhp/400Nm xDrive35i. Transmission is an eight-speed automatic, while the xDrive35I also gets a sports-tuned mapping. On the inside, it has a better equipped interior and a more premium feel than before,
whereas there is also more space for all occupants and a boot that will hold between 550 to 1,600 litres worth of luggage. The xDrive permanent four-wheel drive system continues to be a highlight on the X3 and is now optimised for even better ride comfort and handling manners. In additional, the BMW EfficientDynamics program, which aims to lower fuel consumption and emissions, also has a new ‘Start/Stop’ feature that shuts off the engine when the vehicle is stopped. Average fuel consumption for the xDrive28i is 9.0L/100km and for the xDrive35i is 8.8L/100km. In terms of performance, the xDrive28i has a 6.9 seconds 0-100km/h time and top speed of 210km/h, while the xDrive35i does 5.7 seconds and 240km/h. Prices for the xDrive28i and xDrive35i start from $234,800 and $264,800 respectively, both inclusive of COE.
4/13/11 9:12 AM
LOCAL•NEWS
SPORTY 911 CARRERA GTS ARRIVES IN SINGAPORE
Official Porsche distributor in Singapore, Stuttgart Auto, recently celebrated a record year in sales performance with the unveiling of the new Porsche 911 Carrera GTS and also the 25th Anniversary of Porsche in Singapore. Over 500 guests joined in the celebration, where Stuttgart Auto also donated $250,000 to the Straits Times School Pocket Money Fund. The new 911 Carrera GTS, available in as a coupé or cabriolet, has a maximum power output of 408bhp and peak torque of 420Nm generated from its 3.8-litre flat-six engine. Equipped with
the seven-speed PDK (dual-clutch transmission), the GTS Coupé will crack the century sprint in 4.4 seconds, or 4.2 in the Sport Chrono Package Plus in Sport Plus mode. The Cabriolet will do the same in 4.6 and 4.4 seconds. Top speed for both models is 304km/h. Despite the increased performance over the Carrera S, the GTS maintains similar fuel efficiency. Average fuel consumption for the GTS Coupé is 10.2L/100km and 10.3L/100km for the Cabriolet. Prices starts from $428,888 for the Coupé and $468,888 for the Cabriolet.
Advanti’s
15th Anniversary Wheel at the Singapore Tyre Expo To celebrate the 15th Anniversary of Advanti Racing, YHI recently unveiled the special commemorative Advanti 15th Anniversary Wheel at the Tyrexpo Asia in Singapore. This beautiful alloy wheel is exclusively designed by world renowned wheels designer, Mr. Edmund Breyton. Its simple yet sporty design is accentuated by the five-spoke rim, while the matt black colour adds a sense of mysterious allure. The inner rim exposes the wheel’s aluminium in full glory and is also liveried with the brand name and a ‘Designed by Breyton’ script.
EDITED 11 May pg11-13 LocalNews.indd 13
Advanti Racing has enjoyed global success through its partnership with Scuderia Toro Rosso F1 team, large-scale launch events and social media sites. Its popularity with consumers is through its exciting designs and advanced manufacturing methods. This commemorative wheel is a fitting celebration for this Singaporean home-grown brand and will surely be yet another popular design with consumers. May 2011 | motoring
13
4/13/11 9:12 AM
ROADNEWS Volkswagen Golf GTD
PREVIEWS >> COMING SOON PORSCHE CAYMAN R
Quintessentially
We take a detailed look into the rangetopping Porsche Cayman R with Dr. Ian Kuah Words & Photos | Dr. Ian Kuah
PORSCHE
SOON AFTER THE CAYMAN MADE ITS DEBUT IN 2005, ENTHUSIASTS SPECULATED THAT PORSCHE would never release a Cayman with an engine larger than 3.4 litres or a limited slip differential because this lighter, inherently better balanced mid-engined Porsche would then be as fast or faster than the 911. However, that flawed reasoning assumed that Porsche’s flagship model would not continue to raise the bar, which is as unlikely as ice failing to melt in a blast furnace. So, when the 996 gave way to the 997 and the 3.2-litre Boxster S went to 3.4 litres, sharing this larger motor with the Cayman S, the status quo was preserved.
20
motoring | May 2011
EDITED 11 May pg20-25 Porsche Cayman.indd 20
In the last round of updates, the 9A1 engine family, which uses direct injection on the 997’s 3.6- and 3.8-litre motors and the 3.4-litre version (but not the 2.9-litre) in the Boxster and Cayman, was again boosted all round. A BIGGER BITE Now we have the 330hp Cayman R, the most powerful incarnation of the 3.4-litre motor, and Porsche’s first non-911 model since the 968 Club Sport to be aimed unashamed at hard-core enthusiasts. Because of this, the Cayman R was born with a heavy burden on its shoulders. Luckily the ‘R’ is lighter to compensate for this. With 55kg shaved from the Cayman S, the R tips the scales at
1,295kg (PDK 1,320kg) sans air-conditioning, sat-nav system and various other high tech creature comforts, although you can spec them back in if you want to. In its purest form, the R has a powerto-weight-ratio of 3.9kg/hp compared to 4.0kg/hp for the S version. The aircon and radio account for 15kg, the 997 Turbo aluminium doors another 15kg and the lightweight Recaro seats 12kg. The rest of the weight savings come from things like simplified interior trim, and lighter alloy wheels. To underscore the performance point, Porsche re-iterated that the original car to wear the ‘R’ moniker was the 911R of 1967. In fact the Porsche script
4/13/11 5:33 PM
PREVIEWS Porsche Cayman R
ROAD•NEWS VOLKSWAGEN GOLF GTD
Speaking of shape, the R is undoubtedly the best looking factory standard Cayman and the side flashes on the Cayman R are an exact replica of the decals that adorned the 1967 car. Porsche also brought along rally ace and Porsche test driver, Walter Rohrl to demonstrate the classic 904 GTS, the street legal Porsche racer most closely related to the Cayman R in shape and configuration. Speaking of shape, the R is undoubtedly the best looking factory standard Cayman thanks to its 20mm lower ride height and half-inch wider wheels, which give the car its more planted stance.
EDITED 11 May pg20-25 Porsche Cayman.indd 21
Add the front quarter spoilers under the front valance and the fixed rear wing, which reduce lift by 15 and 40 percent over the front and rear axles respectively, and you have a car with a much more purposeful appearance and a 0.3 Cd. This folks, is a Cayman with attitude. The 330hp peak power is a gain of just 10hp over the Cayman S, but the character of the engine is significantly different. It feels much snappier and faster revving, like it has bigger lungs and the spontaneous will to use them. “We increased the diameter of the pipes connecting the catalytic converters to the rear silencer from 45 to 50mm,” explained Dr. Martin Constein, the man in charge of engine development for the Cayman R. “These pipes are around 65cm long, so the 5mm increase in diameter results in a significant back-pressure reduction and a 20 percent increase in gas flow,” he said. “It is always a balance between gaining power and losing torque when you increase pipe diameter. In this case, we found a good balance to improve pow-
er without sacrificing low-end torque. The different acoustic pulses from the larger pipes also allowed us to increase the maximum engine revs, which helps top end power.” The ECU was remapped to optimise the fuelling and spark in line with the reduced back pressure and in the case of PDK equipped cars, the gearbox ECU is also remapped to hold onto intermediate gears longer and make full use of the higher rev limit. It also means the gearbox will shift down sooner when you are driving hard. Against the stopwatch, the big numbers are 0-100km/h in 5.0 seconds (manual) and 4.9 seconds (PDK). With the optional Sport Chrono Package, this improves to 4.7 seconds, with 200km/h coming up in 16.7 seconds. Top speed is 282km/h (175mph) in manual form and 280km/h (174mph) with PDK. It was most apparent just how small and dainty the 904GTS looked beside its modern descendant. In fact, were it not for the fact that the original owner of this car was also very tall and had the drivers seat move significantly further aft than usual during his tenure, there
May 2011 | motoring
21
4/13/11 5:33 PM
ROADNEWS Porsche PREVIEWS Volkswagen Cayman Golf R GTD
was simply no way that Walter would have fitted into it. As it was, it looked like he could also have steered the car with his knees! The Cayman R’s interior by comparison, is roomy, comfortable and well appointed despite its obvious sporting pretensions. The interior trim panels of the aluminium-skinned doors have been simplified and feature the distinctive red fabric opening pulls that normally adorn cars with the RS suffix. The standard seats are replaced by a pair of lightweight Recaros, beautifully trimmed in leather, with contrasting Alcantara centres. Alcantara is also wraps the rim of the three-spoke sports steering wheel, which is otherwise similar to the one on the Turbo S. Like other Caymans, the R gives you the choice of six-speed manual or seven-speed PDK transmissions. I had the latter, whose steering wheel has the proper left and right paddles as per the 997 Turbo S. TIPPING THE RIGHT SCALES First impressions on the country lanes leading from our hotel to the main road are of an extremely well sorted suspen-
22
motoring | May 2011
EDITED 11 May pg20-25 Porsche Cayman.indd 22
sion. All the fighting talk about lowered ride height, uprated springs and dampers and the absence of PASM had left me apprehensive that the Cayman R might ride as uncompromisingly as the 996 GT3 RS from 2005. By the time I had covered the three kilometres to the main road, my fears had been allayed, and my respect for Porsche’s chassis engineers ratcheted up yet another notch. You feel it in the first bend. The steering is more alive, the nose more pointy and eager to turn away from the straight-ahead. At the same time, the overall balance of the Cayman R remains biased towards unerringly stable on fast motorway sweepers, the car largely unaffected by crosswinds when cruising at 140mph. That number is significant because the seven-speed PDK transmission and the relatively meaty mid-range torque make this feel like the Cayman R’s natural cruising speed. On good quality tarmac, it whizzes along at this speed on a light throttle with almost no mechanical disturbance from behind you head and relatively
REAL PURPOSE The Cayman R gets serious tweaks in its aerodynamics and an interior that is as intimate as it gets
little wind noise either. Only a poor road surface – or the audio system, if you have specified it – can add significant decibels to that cabin’s acoustic equilibrium. While the Cayman R has higher spring and damper rates, they are so well matched in bounce and rebound control that the secondary ride is extremely well damped. Subjectively the ride feels better controlled and more comfortable than the Cayman S, despite the 19-inch wheels fitted to my test car. At 8.5J and 10J x 19-inch, these alloy wheels are a half-inch wider than the optional 19s on the Cayman S, but are about five kilos lighter per set. While Porsche have at least three suppliers for the 235/35 ZR19 and 265/35 ZR19 tyres, all our test cars wore Bridgestone RE050A N1s, which the engineers told us strike a very good balance between handling and ride. “Because the Cayman bodyshell has very high torsional stiffness, it is easier to
4/13/11 5:33 PM
ROADNEWS PREVIEWS Volkswagen Porsche Cayman Golf GTD R
make the car ride and handle well, since the suspension does not have to compensate for excessive body flex,” explained Dipl. Ing. Eberhard Armbrust, Head of the Chassis Dynamics Test Group for the Cayman. Unlike Porsche’s GT2 and GT3 models, the Cayman R does not use coil-over suspension, and its set-up is non-adjustable. Even so, it is pretty sophisticated in fine detail compared to most conventionally sprung sporting cars. “Compared to the Cayman S, the spring rates are increased from 27 to 30N/mm in front and from 37 to 43N/ mm at the rear,” Eberhard explained. “We use Bilstein gas-filled dampers tailored to these 20mm shorter linear rate springs. The springs are stiffer in bounce and about the same in rebound. As the wheel travel is shorter, so are the bump stops, which are used as helper springs when the car is cornering hard.” “The front dampers have a ‘helper’ spring inside their tube with an 11N/ mm rating, and this delivers a more pro-
EDITED 11 May pg20-25 Porsche Cayman.indd 23
all round with the same tyres but half inch narrower wheels,” said Eberhard. “There is an industry formula for calculating tyre pressures based on tyre side, load, speed and suspension camber settings, and this is the ideal number for this Cayman variant,” he explained. “Using this formula, we arrive at 2.0 bar all round for the Boxster Spyder.”
PERFECT BALANCE Light weight, right balance – the perfect solution for an agile sports car with the proper bite and confidence-inspiring steering and brakes
gressive characteristic to the secondary ride.” There is no change to any of the suspension bushes, but the anti-roll bars are uprated, the rear one being larger than on the S to reduce understeer and counteract the influence of the LSD in tight bends. “Because the stiffer set-up reduces ride height change under full load, we were able to finesse the geometry with more negative camber all round to help turn-in and stability in fast cornering,” Eberhard continued. “The increase is 10’ to 45’ in front, and 30’ to 1º 50’ at the rear.” The Cayman R’s front/rear weight distribution of 44/56 compared to 40/60 for the 997 Carrera also makes for an interesting type pressure balance of 2.2 bar all round as the ideal pressure for fast road and track use. “This is lower than the Cayman S, which uses 2.3 bar
REAL WORLD PROWESS The standard fit mechanical limited-slip differential supports case for the Cayman R’s raison d’etre. With a locking ratio of 22/27 percent on acceleration/overrun, it is a fairly mild set-up, but effective nonetheless. One thing I have learned over the years in comparing various Boxster/ Cayman models to 911s on various challenging cross country roads, is that
It is pretty sophisticated in fine detail compared to most conventionally sprung sporting cars
May 2011 | motoring
23
4/13/11 5:33 PM
ROADNEWS Porsche PREVIEWS Volkswagen Cayman Golf R GTD
whatever advantage the mid-engined cars have under braking and transient handling is lost when it comes to accelerating out of a corner. Part of the cross-country hill route to the racetrack on Mallorca was picturesque, but I had no time to admire the view as it was also twisty and challenging and thankfully only lightly trafficked. Pushing hard on these demanding roads where the Cayman R felt totally at home, I quickly settled into a rhythm as I accelerated, brakes and steered my way through the hills, the sonorous flat-six engine note echoing off the rock faces and into the valleys. The cars inherent balance is just so good. The crisp turn in experienced at
24
motoring | May 2011
EDITED 11 May pg20-25 Porsche Cayman.indd 24
lower speeds continues with higher entry speeds, and trail braking into bends reveals that this car has absolutely no vices in terms of transition from mild understeer to oversteer. It stays relatively flat under hard braking on the way in, and unlike some cars where the back end starts to move off on its own, the Cayman R just rotates all of a piece into the bend, awaiting your next instruction. That instruction being invariably the addition of power one you are past the apex, the snappier throttle response allows you to meter in exactly the right number of horses right on the edge of traction as you open the steering angle on the way out. Managing a car into, through and out of a bend is seldom so easy and rewarding. Here however, on these roads, it was clear that despite the Cayman R’s high revving nature and lower torque values than a GT3 or GT3 RS, and despite its limited slip differential, the lower sprung mass over the rear tyres simply does not deliver the same level of grip as a 911. That said, the nose also does not run as wide as a 911s when you are trying hard on the way out of a tight bend. I was worried that the fixed ratio mechanical LSDs would encourage un-
dersteer in tight bends. In the event, the low locking ratio under acceleration made this almost a non-issue, which is exactly how the development engineers saw things when they specified the ratio. Step up the pace on track and the composure of some good high performance road cars just falls apart. Not the Cayman R. Although its ride height is 20mm lower than the S, its centre of gravity is 22mm lower, and the combination of this and all the other chassis changes can really be felt working well. Our test track was the Circuito Mallorca, which has a few challenging tight bends as well as one long fast right-hander with plenty of runoff. The LSD really proved to be a boon on the three tight 180 bends, making it easier to manage the throttle on the way out. On that long right hand sweeper, the tyres were screaming for mercy long before mechanical grip finally surrendered and the back stepped out. There is plenty of room to play here as this corner opens out wide. Four-wheel drifts or even a long easily controlled power slide was a lot of fun to indulge in the Cayman R’s superb balance and userfriendly nature. At the same time, it felt like there was finally enough power to exploit the
4/13/11 5:33 PM
ROADNEWS PREVIEWS Volkswagen Porsche Cayman Golf GTD R
>SPECIFICATIONS:
PORSCHE CAYMAN R GENERAL Type: Mid-engine, rear-wheel drive, two-door coupĂŠ Price: T.B.A. ENGINE Capacity: 3,436cc Cylinder Layout: Flat-6 Valves: 24, DOHC Compression Ratio: 12.5:1 Bore x Stroke: 97.0mm x 77.0mm Maximum Power: 330bhp at 7,400rpm Maximum Torque: 370Nm at 4,750rpm TRANSMISSION Type: 7-speed dual-clutch automatic MEASUREMENTS Length: 4,347mm Width: 1,801mm Height: 1,286mm Wheelbase: 2,415mm Kerb Weight: 1,320kg Power-to-weight Ratio: 250.0bhp/tonne SUSPENSION AND BRAKES Front: MacPherson struts, ventilated discs Rear: MacPherson struts, ventilated discs TYRES Type: Bridgestone RE050A N1 Size: 235/35 ZR19 front, 265/35 ZR19 rear PERFORMANCE 0-100km/h: 4.9 secs Top Speed: 280km/h
w
WE LIKE Agility, exquisitely balanced chassis
f
WE DON’T LIKE Probably the price
cars superb chassis, even if that superb chassis also felt like could handle even more power and torque. However, what is there will be enough for most people. My car had the PCCB brake system, which was worked hard with maximum retardation from over 100mph into a slow second gear hairpin at the end of
EDITED 11 May pg20-25 Porsche Cayman.indd 25
the main straight, and braking into many slower turns from a full throttle third gear approach. CONCLUSION Porsche say that the Cayman R is 10.0 seconds a lap faster than the base Cayman and 5.0 seconds a lap faster than the Cayman S optioned to the maximum with performance aids. Its Nurburgring lap time of around eight minutes three seconds is 2.0 seconds behind the more powerful original 380bhp Aston Martin V8 Vantage 4.3, but still 4.0 seconds slower than the first generation 3.6-litre
997 Carrera S. I ruminated aloud to Dipl.Ing. Armbrust how I thought the Cayman R would be really tremendous on Cup tyres, which would be worth a good four or five seconds a lap at the Nurburgring. That however, will have to wait for another day, along with the single mass flywheel I am sure would make the engine even more rev happy. I suggested that both items could be usefully applied to a Cayman RS, and just got that smile that engineers give you when you say something they are not allowed to comment on. May 2011 | motoring
25
4/13/11 5:34 PM
TWINTEST
NISSAN MARCH VS CITROËN C3
SUPERMINIS ARE POPULAR IN DENSELY POPULATED CITIES LIKE SINGAPORE. THEY ARE RELATIVELY affordable and make very good daily runabouts. As five-door hatchbacks, they can be quite practical too, not to forget easy to drive and park, especially around tight spaces. There is no doubt that the Japanese are great at certain things, such as giving us the world’s first portable music player, instant noodles and the most ingenious ways of miniaturisation. Obviously when it comes to cars, Japanese carmakers are also very good at making them small too.
SUPERMINI
26
Can the popular Nissan March stand up to the test with the Citroën C3? Words | Raymond Yeo • Photos | Tan Meng Choon
motoring | May 2011
EDITED 11 May pg26-33 Nissan vs Citroen.indd 26
4/13/11 5:21 PM
TWINTEST Nissan March VS Citroën C3
One of the latest Japanese superminis to be launched recently is the all-new Nissan March. First introduced in the early 80s, the first two generations of the March were well known for reliability and user-friendliness, while the third-generation range also spawned a coupé-cabriolet with a metal folding roof. Now in its fourth-generation, the March is built on Nissan’s new global Type-V platform, which will see it being used for several new models in the near future. It uses a new range of ‘HR’ engines co-developed with Renault and
May 2011 | motoring
EDITED 11 May pg26-33 Nissan vs Citroen.indd 27
27
4/13/11 5:21 PM
TWINTEST Nissan March VS Citroën C3
in this HR12DE guise, it is a 1.2-litre three-cylinder motor. So can Nissan’s clever designs and maximum utilisation of space make the March an even better car than before? We pit it against one of our favourite superminis of the moment, the Citroën C3. The French carmaker is also quite adept at making superminis, besides coming up with similarly quirky designs at times. The C3’s platform can also be found on other Citroën models and the corporate cousins from Peugeot. It terms of styling, we have to admit that Citroën do have better flair than 28
most, especially with their recent introductions, the C3 included. But is it enough to attract superminis buyers to the chevron logo? There is only one way to find out. THE BEAUTY OF BEING SMALL As superminis, both cars here have a considerably small footprint. The C3 though, is a tad larger than the March, with 160mm more length, 70mm more width and just 16mm longer in wheelbase. Their heights though, are similar at 1,520mm. The March’s designs have gone from
NEW AND IMPROVED With a newly designed cabin, better quality trims and build, the March now feels a bit more sophisticated
boxy and straight-edged to softer edges with more curves. The second- and thirdgeneration March models marked the biggest as far as aesthetics are concerned, while this fourth iteration is quite similar in appearance with its predecessor. It retains that signature adorable look, with headlamps perched high up, while the sizeable front bumper now features a grille split by a cross member. The upper and smaller grille has a single chrome slate, while the lower gaping portion is also surround with chrome. The side profile reveals an expansive window area with an elliptical silhouette, suggesting a spacious interior despite its inherent dimensions. There is no sloping roofline and the tail section appears sturdy with a thick C-pillar. Its rear section is marked by a relatively large tailgate, where the compact taillights sit at the side and the loading sill is also usefully low. There is also a raised rear end with a roof-mounted spoiler designed to optimise aerodynamics, which also has an integrated brake lamp. Compared to the March, we feel that the C3 is classier rather than ‘cute’. It does have an appearance that is more endearing, whereas there is also a generous dose of stylish details. The front bumper is etched at the sides and integrates fog lamps, while the honeycomb trapezoidal grille is highlighted by chrome trim and a high-gloss black cross-member. The elongated headlamps do endow the C3 with a more distinctive façade, whereas the ‘Zenith’ windscreen is one of the unique highlights. Again the C3 makes use of more chrome trim, on the door handles and waistline. Its 16-inch five-Y-spoke alloy wheels are indeed more beautiful than the March’s 15-inch seven-spoke units, while it is also shod with Michelin Energy Saver 195/55 R16 tyres. The March meanwhile, utilises Dunlop SP 37 175/60 R15 tyres. At the rear, additional chrome trims add a further touch of elegance on the C3, although its loading height does not seem as low as the March’s. Its tailgate is quite evenly shaped, while the splittype taillights are as distinctive as the headlamps. Similarly, there is a subtle
motoring | May 2011
EDITED 11 May pg26-33 Nissan vs Citroen.indd 28
4/13/11 5:21 PM
TWINTEST Nissan March VS Citroën C3
roof spoiler with a third brake lamp on the C3. It is quite a close call as far as looks are concerned in this duo. For us though, we prefer the C3’s more stylish appearance, where it also exudes a sense of class and exquisite elegance. BIG ON THE INSIDE It would be foolish to think that the interiors of superminis nowadays are nothing but cramped spaces for really small-sized occupants. As this duo here demonstrated to us, they can be quite roomy and very practical too. In the March, it is evident that the designs are far better than before, where there is better equipment and also more user-friendly ergonomics. The symmetrical dashboard has a more three-dimensional feel now, where the centre fascia features a factory-fitted audio system and an automatic climate control unit. Actually, squint a little and the centre fascia resembles the cartoon character Keroppi. Nevertheless, the controls are well laid out and feel rather well oiled. The climate control system in particular, looks quite unique with its round layout and a digital display in the middle. The instrument panel is now a singlecowl unit with a centre speedometer, a smaller rev counter on the left and a digital display on the right to show fuel gauge and trip data – rather ‘old school’ if you ask us but it does get the job done. While the quality of the certain bits in the cabin ought to be better, there is no denying that the fit and finishing is quite good. Despite the fact that the March is now assembled in Thailand, it goes to show what good quality control measures can achieve. There is a deep glove compartment, above which lies an open slot where it can hold some small items too. Elsewhere, there are two cupholders up front on the centre console, one at the rear, CD slots and door bins that can hold bottles too. The March’s boot opening is huge, but the luggage area can only store about 241 litres, although the rear seat bench can be folded down to increase storage flexibility and volume. Compared
SPORTY FLAIR The C3 is undoubtedly sportier than the March in terms of interior design and its fit and finishing is much better too
to the March, the C3 has got a slightly bigger boot – 300 litres – that is also more evenly shaped. Furthermore, the C3’s rear seatbacks can be split-folded in 40:60 configuration. Although the C3’s rear passenger compartment has a little more legroom and elbowroom, it is the March’s innovative roof design that liberates surprisingly good amounts of headroom. But up front in the C3, it feels like the better designed of both cabins here. The Zenith windscreen really does accentuate the sense of airiness and spaciousness in the C3. It feels exceedingly
spacious when you slide the manual shade up but even though there is a top grey tint on the windscreen, it is not advisable to do that on a scorching hot day unless you are prepared to get a suntan – with your clothes on. While the C3’s dashboard may be more ‘conventional’ than the March’s, there are better quality materials and no question about the fit and finishing. There is also an automatic climate control system and factory audio, although there are laid out more traditionally than in the March. So although the C3 has a more well May 2011 | motoring
EDITED 11 May pg26-33 Nissan vs Citroen.indd 29
29
4/13/11 5:22 PM
TWINTEST Nissan March VS Citroën C3
designed cabin and better quality, the March hits back with excellent headroom. Deciding which is more important really boils down to how they make you feel and for us, it is the C3 that feels more comfortable and special. HANDLING A SMALL PACKAGE For the new March, Nissan has decided to endow it with the HR12DE engine, which is a 1.2-litre, naturally aspirated three-cylinder unit. This lightweight mo30
tor is designed for fuel efficiency, where its smaller capacity will also mean lower road tax, insurance and probably lower fuel costs. When coupled to a five-speed manual gearbox, the March registers an average fuel consumption of 5.9L/100km and CO2 emission of 140g/km. Here in this demo unit, we have a four-speed automatic transmission. It is still relatively frugal, sipping 6.6L/100km and emitting 159g/km of CO2.
FORM AND FUNCTION It is not just pretty but most bits in the C3 are very user-friendly and also very sporty
Expectedly, the torque converter loses a bit of power in the process, which lead to this three-cylinder producing 76bhp at 6,000rpm and 104Nm at 4,000rpm – compared to the five-speed manual’s 79bhp and 106Nm. But it feels adequately smooth and better than some older versions of Nissan’s CVTs that we have experienced before. Although the March is not terribly powerful, it is a good thing that its kerb weight measures around 940kg. While
motoring | May 2011
EDITED 11 May pg26-33 Nissan vs Citroen.indd 30
4/13/11 5:22 PM
TWINTEST Nissan March VS Citroën C3
there are no official performance figures, we estimate the March to hit 100km/h from standstill in about 14.5 seconds, while top speed should be in the region of 160km/h. The power-assisted steering feels rather well weighted and aptly responsive. With a turning circle of just 9.0 metres, it enables us to turn with gusto, although the speed through corners and bends is a little slower than we would have preferred. Its ride is surprisingly
well mannered, with imperceptible body movement. In the power department, the C3 trumps the March. Although it is also a supermini, the C3 is endowed with a 1.6-litre four-cylinder engine. This motor churns out 120bhp at 6,000rpm and 160Nm at 4,250rpm. Despite being heavier than the March at around 1,075kg, the C3 is able to sprint to 100km/h in about 10.9 seconds and on to a theoretical top speed
CLEVER PACKAGE The March has surprisingly good headroom, thanks to its roof design, while boot space is not that generous but sitting position is great
of 190km/h. Like the March, the C3 uses a four-speed automatic transmission. However, the C3 goes one up with the option of a ‘manual’ mode, where self-shifting can be done via the transmission lever. There is also a ‘Sport’ mode that enables the transmission to stay on the power band for longer. While the March’s instrument panel is simple, the C3 has a more excitinglystyled unit. It looks like a motorcycle pod, although it also has the same layMay 2011 | motoring
EDITED 11 May pg26-33 Nissan vs Citroen.indd 31
31
4/13/11 5:22 PM
TWINTEST Nissan March VS Citroën C3
>SPECIFICATIONS:
CITROËN C3 GENERAL Type: Front-engine, front-wheel drive, five-door hatchback Price: $88,988 including COE ENGINE Capacity: 1,598cc Cylinder Layout: In-line 4 Valves: 16, DOHC Compression Ratio: 11.0:1 Bore x Stroke: 77.0mm x 85.8mm Maximum Power: 120bhp at 6,000rpm Maximum Torque: 160Nm at 4,250rpm TRANSMISSION Type: 4-speed automatic MEASUREMENTS Length: 3,940mm Width: 1,730mm Height: 1,520mm Wheelbase: 2,456mm Kerb Weight: 1,075kg (estimated) Power-to-weight Ratio: 111.6bhp/tonne SUSPENSION AND BRAKES Front: MacPherson struts, ventilated discs Rear: Flexible traverse bean, discs TYRES Type: Michelin Energy Saver Size: 195/55 R16 PERFORMANCE 0-100km/h: 10.9 secs Top Speed: 190km/h
32
w
WE LIKE Ride quality, well balanced performance, excellent build quality and design
f
WE DON’T LIKE Need better transmission and steering
out – tachometer, speedo and onboard computer display. The truth is, it also feels more exciting to see the needle rev in the C3. The four-pot’s willingness to rev is more evident as the throttle is more responsive to inputs. Needless to say, we were more confident executing overtaking manoeuvres in the C3. One of the curious bits of the C3, besides the choice of an ‘old’ four-speed automatic gearbox, is its variable assistance power steering. While it is much appreciated during low speed crawling around tight spaces, it some how felt a little disconnected.
The 10.2 metres turning circle is also not as good as the March’s, although it can still be quite accurate as long as our inputs at the helm are firm. Regardless of this minor shortfall, the C3 feels like the more comfortable of this duo to ride in. Its suspension is better tuned and the chassis deals better with common road irregularities. In fact, we can still remember how we love it when we first drove the C3 last September. Both these hatchbacks here make very good runabouts, as long as you are not fussy with the way a car drives and just want to get to your destination in relative comfort. With a smaller fuel
motoring | May 2011
EDITED 11 May pg26-33 Nissan vs Citroen.indd 32
4/13/11 5:22 PM
TWINTEST Nissan March VS Citroën C3
>SPECIFICATIONS:
NISSAN MARCH GENERAL Type: Front-engine, front-wheel drive, five-door hatchback Price: $84,800 including COE ENGINE Capacity: 1,198cc Cylinder Layout: In-line 3 Valves: 12, DOHC Compression Ratio: 9.8:1 Bore x Stroke: 78.0mm x 83.6mm Maximum Power: 76bhp at 6,000rpm Maximum Torque: 104Nm at 4,000rpm TRANSMISSION Type: 4-speed automatic
tank however, the March has a theoretical range of around 620km, while the C3’s 51-litre reservoir should last a 100km more. CONCLUSION The new March does feel like a better car overall when compared to its predecessor. It is a fuss-free, simple to drive and relatively comfortable car. The designs on the outside and inside are more acceptable now than before and we like the fact that it has excellent headroom despite being a supermini. However, the price is a little disappointing. This four-speed automatic variant costs $84,800, which we feel is a little steep even when we con-
sider the recently inflated COE prices. At this price point, there is a need to endow the car with better equipment levels, if not better quality materials. Although the C3 costs a tad over $4,000 more than the March, its designs, build quality and equipment level more than make up for it. It also has better brakes, ABS and EBD, four airbags and a genuinely sublime ride quality. There is also enough efficiency in the C3 to prove that a bigger engine does not mean higher fuel consumption. And we had really expected to March to consume a lot lesser fuel than it really did. In this showdown, we would pick the C3 to be the winner.
MEASUREMENTS Length: 3,780mm Width: 1,660mm Height: 1,520mm Wheelbase: 2,440mm Kerb Weight: 940kg Power-to-weight Ratio: 80.9bhp/tonne SUSPENSION AND BRAKES Front: MacPherson struts, ventilated discs Rear: Torsion beam, drums TYRES Type: Dunlop SP 37 Size: 175/60 R15 PERFORMANCE 0-100km/h: 14.5 secs (estimated) Top Speed: 160km/h (estimated)
w
WE LIKE Excellent headroom, improved interior design, good body control, steering
f
WE DON’T LIKE Price, certain interior bits
May 2011 | motoring
EDITED 11 May pg26-33 Nissan vs Citroen.indd 33
33
4/13/11 5:23 PM
REVIEWS >> ON THE ROAD
GROOVING
CHEVROLET SPARK LS 1.0A
to a
NEW The all-new Chevrolet Spark is here and we drive one to see how it has been transformed Words | E. K. Foo • Photos | Raymond Yeo
THE CHEVROLET SPARK WAS ORIGINALLY DESIGNED BY ITALDESIGN GIUGIARO AND HAS GONE THROUGH two generations and several facelifts since 1998. It was sold in many countries under various General Motors (GM) brands and is indeed an important model for the company, having more than a couple of million units built ever since. It was also at the centre of an international intellectual copy rights controversy, where the first-generation Spark, codenamed M100, was allegedly copied outright by the Chinese carmaker, Chery, with its QQ. The second-generation M200 and M250, which featured revisions based again on a design from Italdesign Giugiaro, had updated engines and aerodynamics that improved its fuel economy.
40
About four years ago, GM unleashed three concept cars at the New York International Auto Show, namely the Beat, Trax and Groove. In a survey of the popularity between the trio, the Beat garnered almost half the votes, which subsequently determined its production status. The Beat is basically a front-wheel driven three-door hatchback based on the Chevrolet Aveo. This concept had a 1.2-litre turbocharged engine mated to an automatic transmission and a styling unseen in previous Chevrolet models in its class. So will the production car become as popular as well? AGAINST THE FLOW This all-new third-generation Spark (M300) marks a new beginning for Chevrolet after its crisis not so long
motoring | May 2011
EDITED 11 May pg40-45 Chevrolet Spark.indd 40
4/13/11 2:00 PM
REVIEWS CHEVROLET SPARK LS 1.0A
BEAT May 2011 | motoring
EDITED 11 May pg40-45 Chevrolet Spark.indd 41
41
4/13/11 2:01 PM
REVIEWS CHEVROLET SPARK LS 1.0A
It was a pleasant surprise for us to find that the Spark’s interior is as well designed as its exterior
ago and it is a car that challenges the conventional wisdom of how an affordable supermini should be. Its underlying allures are its great value for money and bold designs. It was the designers’ intentions to make the new Spark as edgy and expressive as possible, besides being able to offer exceptional levels of space and practicality. The exterior of the Spark features a ‘wheels-out, body-in’ stance and a single-arc roofline accentuated by strong, clean body sides free of cladding. The front section is characterised by its purposeful façade, where elongated 42
headlamps stretches almost all the way to the bottom of the A-pillars. It also carries the corporate identity with the split-grille and large Chevy bow tie. While it is not visible here, customers cars will also feature front fog lamps as standard. We also like the way how its new face is carved, especially the intricate bulges on the bonnet. At the side, you can notice some very interesting character lines on the wheel arches and rear shoulders that add a dynamic feel to the Spark. One of its highlights is of course the sleek window areas and its ‘three-door’
motoring | May 2011
EDITED 11 May pg40-45 Chevrolet Spark.indd 42
4/13/11 2:01 PM
REVIEWS CHEVROLET SPARK LS 1.0A
excellent interior space and practicality. We feel that it is not overly adorable and yet it has an angular and handsome appearance. AS EDGY INSIDE It was a pleasant surprise for us to find that the Spark’s interior is as well designed as its exterior and the remote locking/unlocking function via the small key fob is a standard feature. The dashboard is dominated by a wavy ridgeline and a relatively cab-forward design that not only improves visibility but also enhances the sense of spaciousness. The most unique feature here is of course the motorcycle-style instrument ‘pod’, which sits on top of the steering column and delivers all of the essential information in a compact yet easy-toread manner. It has a circular analogue speedometer on the left and a digital tachometer on the right. This tachometer looks just like on a sports bike and is backlit by ‘ice blue lighting’ when the headlamps are turned on. At this point of time, there is nothing else in its class that features such a unique instrument cluster. The centre fascia houses the locally-fitted NAVTRAK system and the manual air-conditioning unit. The NAVTRAK system is the same system on the Chevrolet Cruze that we featured recently. It features GPS navigation in a compact 2-DIN package with a colour display, touch-screen functions and front and rear speakers. Like in the Cruze, this
look. The rear door handles have been cleverly integrated into the back of the rear windows, which give the Spark a unique talking point. Turn to the tail end and there is a noticeably short overhang, although the lines still flow seamlessly around the bumper and tailgate. It also comes with 14-inch alloy wheels as standard and here on this particular demo unit, they are shod with Falken ZIEX ZE-326 165/55 R14 tyres. In general, the Spark achieves its aim of being expressive. It is undeniably more stylish and asserted than its predecessor, where its enhanced proportions suggest
BIG ON FUNCTIONS The Spark may be a supermini but it is spacious enough for average sized adults. Functionality on the other hand, is surprisingly good
May 2011 | motoring
EDITED 11 May pg40-45 Chevrolet Spark.indd 43
43
4/13/11 2:01 PM
REVIEWS CHEVROLET SPARK LS 1.0A
system is quite user-friendly to operate, besides having the ability to play CDs and DVDs. The driving position is good, with excellent vision all round. Apart from getting the unique instrument cluster, the driver is also faced with a subtly sporty three-spoke steering wheel. Although this particular demo unit has manual wing mirrors, customers cars will get powered units. Despite its inherent nature as a supermini, headroom in the Spark is surprisingly good, even at the rear passenger compartment. Legroom at the rear is also adequate for the average sized adult. Meanwhile, the seats feature locally upholstered leather with contrast stitching. Storage functions are rather well conceived too. There is a clubby hole on top of the dashboard, while the edges of the wavy ridgeline have small storage areas for coins and other small items too. Apart from door bins, there are also two cupholders up front and another one at 44
the rear of the centre console. The boot volume is expectedly limited, with just 170 litres for storage. However, the rear seatbacks can be split-folded and bringing them down will increase storage capacity to a reasonable 568 litres. Evidently, the Spark’s interior is smartly conceived with good, efficient use of the available space. In terms of quality, there really much one should expect from a car with such a price tag but we must admit that the Spark has reasonably good fit and finishing. DRIVING FORCE To keep the Spark’s status as an affordable, easy-to-drive runabout, Chevrolet has endowed it with a 995cc in-line fourcylinder engine mated to a four-speed automatic gearbox. This tiny motor generates 68bhp at 6,400rpm and 93Nm at 4,800rpm. This engine uses a cast-iron block and alloy head, with a double overhead camshaft and four valves per cylinder. It
motoring | May 2011
EDITED 11 May pg40-45 Chevrolet Spark.indd 44
4/13/11 2:02 PM
REVIEWS CHEVROLET SPARK LS 1.0A
also features multi-port fuel injection and is Euro V emissions compliant. Officially, it has quoted an average fuel consumption figure of 6.0L/100km, which is quite surprising as we expected this supermini to perform better. The upside is however, the tiny footprint of 3,640mm in length and 1,597mm across. This means the Spark can be easily manoeuvred around most sorts of tight spaces around town, especially at congested parking areas. Its steering is well weighted and aptly quick, with a kerb-to-kerb turning circle of just 9.9 metres. While no official figures were available at the time of print, we expect the Spark to weigh no more than 900kg, which is lithe even considering the class it is in. This also means that despite the modest engine output, the Spark can be rather perky to punt around. By our estimation, top speed should be around 150km/h and getting from a standstill to 100km/h may take around 16.0 seconds. Regardless of its performance, the Spark feels reasonably taut and responsive. It has a rather soothing ride quality as long as the potholes and surface irregularities are not too huge. There
is also a sense of stability around corners and confident road holding manners. The Spark is best enjoyed when driven at a leisurely pace. It cruises with adequate refinement and as long as you stay beyond our national speed limits, its acoustic properties are still bearable. We would have loved an automatic gearbox with more ratios or at least a proper five-speed manual to add in some more fun in the Spark’s driving equation. But that would most probably defeat its goal of being ‘easy to drive’ and affordable. CONCLUSION At the time of this test, the Spark retails for $65,999, which is considerably reasonable. It is definitely attractive enough on the outside, especially with this particular demo unit’s metallic green hue. On the road, it stands out well from the maddening crowd and is also instantly recognisable as a Chevrolet. Most importantly, its interior is well designed with enough room for each occupant. The unique instrument ‘pod’ will surely continue to be a talking point for quite some time, whereas the NAVTRAK system will undoubtedly add to its appeal.
In essence, the Spark looks and drives like a wonderfully packaged supermini that defies conventions. It makes for a great city car with even greater value-for-money, while its worldwide popularity will most likely increase in time to come.
>SPECIFICATIONS:
CHEVROLET SPARK LS 1.0A GENERAL Type: Front-engine, front-wheel drive, five-door hatchback Price: $65,999 including COE ENGINE Capacity: 995cc Cylinder Layout: In-line 4 Valves: 16, DOHC Compression Ratio: 9.8:1 Bore x Stroke: 68.5mm x 67.5mm Maximum Power: 68bhp at 6,400rpm Maximum Torque: 93Nm at 4,800rpm TRANSMISSION Type: 4-speed automatic MEASUREMENTS Length: 3,640mm Width: 1,597mm Height: 1,522mm Wheelbase: 2,375mm Kerb Weight: 900kg (estimated) Power-to-weight Ratio: 75.6bhp/tonne SUSPENSION AND BRAKES Front: MacPherson struts, ventilated discs Rear: Torsion beam, discs TYRES Type: Falken ZIEX ZE-326 Size: 165/55 R14 PERFORMANCE 0-100km/h: 16.0 secs (estimated) Top Speed: 150km/h (estimated)
w
WE LIKE Styling, practicality, excellen value-for-money
f
WE DON’T LIKE Could use a better gearbox and more power
May 2011 | motoring
EDITED 11 May pg40-45 Chevrolet Spark.indd 45
45
4/13/11 2:02 PM
SPENA Shoe_Motoring.pdf
1
3/3/11
7:05 PM
REVIEWS >> ON THE ROAD BMW X3 XDRIVE35I
THE GREAT
-PECTATIONS Can an all-new X3 bolster BMW’s position as a maker of premium compact crossovers? We test one to find out Words | T. K. Pow • Photos | Raymond Yeo
ABOUT SIX YEARS AGO, BMW GAVE THE WORLD ITS SECOND ‘SPORTS ACTIVITY VEHICLE’, THE X3. LIKE the first SAV, the X5 that used parts from the E39 5 Series, the X3 was based on the underpinnings of the 3 Series. At the same time, BMW also introduced a new four-wheel drive system called the ‘xDrive’, which modulated torque between the front and rear axles. Despite constant criticisms of its lack 52
lustre off-road capability and sometimes harsh ride quality, the X3 was a tremendous success for the marque, which spurred rivals such as the Audi Q5 and Mercedes-Benz GLK. Critics did like it for its xDrive system and the rugged body, while BMW themselves sought to rectify the initial shortfalls of the E83 X3 with several revisions to its body structure, engine, interior and suspension. It was not until last year that the
motoring | May 2011
EDITED 11 May pg52-57 BMW X3 xDrive35i.indd 52
4/13/11 4:42 PM
REVIEWS BMW X3 xDrive35i
It is penned to exude the urban elegance, durability and agility
second-generation X3, the F25, was introduced. The new X3 is now bigger than its predecessor and almost as huge as the first-generation E53 X5. While it is 46mm and 19mm shorter in height and length, it is 9mm wider and has just 10mm shorter wheelbase. Clearly, first impression of the new X3 is that it is a very different machine – as the successor to a top seller, it has to be. X-QUISITE DESIGNS The exterior of the new X3 is typically BMW and it is penned to exude the urban elegance, durability and agility that the X Series models are well known for. Its wedge shape is accentuated by the flat front end and high rear section, while convex and concave surfaces gel with distinctive character lines, giving the body the appearance of a meticulously modelled sculpture. Upon closer inspection, we discovered that the signature kidney grille has a forward-slanting posture, while the large headlamps look neater than before. In addition, the Xenon headlamps also feature the ‘BMW halo rings’ as daytime running lights and together with a strip of chrome trim on top of the assembly create a very focused look typical of BMW models. While the front bumper looks more elegant now and still feature BMW Xspecific black mouldings and protective strips, we also like how the bonnet is also highly etched with six contour lines that sweep towards the grille. At the side view of the new X3, one will notice the powerfully flared wheel arches and the dynamic silhouette created by the mid-body character lines. The ‘xDrive35i’ badge continue to be feature on the front door, indicating its four-wheel drive system and the engine used. There is also a subtle pair of aluminium roof rails to compliment its practicality. In order to create a more robust appearance, the rear section is dominated by horizontal lines. Apparently, these lines have been meticulously applied to create ‘attractive light and shadow effects’. The split-type taillights, which are located far to the outside, have a distincMay 2011 | motoring
EDITED 11 May pg52-57 BMW X3 xDrive35i.indd 53
53
4/13/11 4:42 PM
REVIEWS BMW X3 xDrive35i
The materials used are so much better than before, while the fit and finishing is nothing short of excellent 54
tive ‘T shape’ that is characteristic of the BMW X3 and this particular model also features LED lighting technology. Other details include the roof-mounted spoiler with integrated brake lamp, a relatively low loading sill, protective black moulding strip across the rear bumper and large dual-tailpipe exhaust. Although the X3 is now bigger than before, we must say that its proportions are now very well thought out. There is intricate elegance from certain angles, while its sheer size also portrays a strong sense of purpose and ruggedness. WELL BUILT INSIDE As an SAV, we would expect the X3’s interior to be tough as nails yet beautifully worked out – it does not disappoint.
The materials used are so much better than before, while the fit and finishing is nothing short of excellent. The seating position is typically high, which provides an optimised view of the traffic and is reasonably fuss-free for ingress and egress. The contrasting trims and materials, apart from displaying a high-quality look and feel to the cabin, accentuate the three-dimensional design of the dashboard. Its three-spoke multi-function steering wheel is just the right size with a rim thick enough for comfortable handling. The asymmetrical instrument layout is clear and concise like in other BMW models, while it also displays vehicular and trip information is various modes with a screen in the middle.
WELL BUILT Not only is the design more eye-catching than before, the interior also feels a lot more comfortable and luxurious
motoring | May 2011
EDITED 11 May pg52-57 BMW X3 xDrive35i.indd 54
4/13/11 4:42 PM
REVIEWS BMW X3 xDrive35i
The centre fascia houses a large 8.8inch high-resolution colour display of the iDrive, a dual-zone automatic climate control system and the ‘Navigation system Professional’ with integrated hard disc for map and audio data. New to this iDrive system are the added connectivity features for USB devices and Bluetooth telephony. The new X3 also has the ergonomically designed ‘gooseneck’ transmission lever, which is accompanied by a set of buttons for the electronic parking brake, the ‘Hill Descent Control’, the ‘Park Distance Control’ and the ‘Auto Hold’ functions. Meanwhile, the intuitive and much improved iDrive controller with its rotary knob and functional buttons sit just next to the transmission lever. We also really like the cool brushed aluminium panels on the centre console, which lend extra senses of luxury to the X3’s interior ambience.
The seats are wonderfully shaped and padded, providing great comfort. We would not mind taking this X3 up on longer journeys, as it really feels quite good on the inside. Compared to its predecessor, the new X3 has more legroom, headroom and lateral space for all occupants. A number of large storage compartments, trays and cup holders should also take care of the primary utility needs. With a volume of between 550 and 1,600 litres, the luggage compartment is one of the best in its segment. At the same time, the rear seat backrests can be split at a ratio of 40:20:40 and the three segments can be folded down either individually or together. In this way it is possible to adapt the luggage compartment step by step according to requirement. Also new to the X3 is the powered tailgate, whose degree of opening can be adjusted via the iDrive system.
May 2011 | motoring
EDITED 11 May pg52-57 BMW X3 xDrive35i.indd 55
55
4/13/11 4:43 PM
REVIEWS BMW X3 XDRIVE35I
Other than that, we also appreciate the inclusion of the panoramic roof with its powered shade, providing a refreshing breath of airiness and natural lighting into the cabin. X-PRESSIVE PERFORMANCE The X3 is now available with a choice of two 3.0-litre straight-six engines – a naturally aspirated 258bhp unit and the turbocharged 306bhp variant and this xDrive35i we have here today is endowed with the latter. We are rather familiar with this N55 straight-six, which was the first engine to receive the ‘BMW TwinPower Turbo’ moniker and first experienced on the 5 Series Gran Turismo and F10 5 Series. Often mistaken for an engine with two turbos, this unit actually uses a twinscroll turbo that takes in exhaust pulses from the two groups of three cylinders here. Although the N55 engine has less tuning potential than the N54 that it is slowly replacing, it has ‘VALVETRONIC’ fully variable valve control technology and also lower fuel consumption and emissions. Here on this particular xDrive35i, it is paired with the newly developed ZF eight-speed automatic gearbox. The maximum output of 306bhp arrives at 5,800rpm, while the generous thrust of 400Nm is readily available between 1,200 to 5,000rpm. We like this engine for its silky smooth power delivery and the flat plateau of usable torque. It makes light work of lugging this 1,805kg X3 around, with quick reaction from the throttle and bursts of ample acceleration when needed. The zero to 100km/h time is faster than most hot hatches, 5.7 seconds to be exact. Top speed is pegged at 240km/h, which is very quick for a compact crossover.
What we really love about the X3 is the way it surpasses our great expectations
56
The eight-speed automatic gearbox is ultra creamy in its operation, shifting ever smoothly without the driver even noticing much. It also has ‘Sports’ tuning, which means even quicker reactions at kick down or during the ‘manual shifting’ modes. To make the new X3 even more precise in the handling department, it now has a speed-dependent electronic power steering. Here on this xDrive35i, a newly conceived ‘variable sports steering’ also reduces the degree of steering movement necessary to turn the front wheels. As a result, less steering effort is required for parking, cornering and swerving manoeuvres. The permanent four-wheel drive xDrive technology continues to be featured as standard. This electronically controlled system ensures variable distribution of torque to the front and rear axles and it is linked to the DSC (Dynamic Stability Control), which counteracts any tendency to oversteer or understeer.
The ‘Performance Control’ feature on our car also means we can safely slingshot the X3 out of most corners and bends with precision and more importantly, speed and traction. While the xDrive optimises handling by transferring more torque to the rear wheels during cornering, Performance Control brakes the wheel nears to the inside of the bend and at the same time, increases drive power for an exceptionally agile behaviour. New to the X3 is also the ‘Dynamic Damper Control’, where the electronically controlled dampers adapt to road surface conditions and the driver’s style of driving. In reality, it works wonderfully and we can feel the difference between ‘Normal’, ‘Sport’ and ‘Sport+’. Besides varying the damper behaviour, these modes also influence the throttle and engine responses, steering, DSC thresholds and the shifting dynamics of the automatic transmission. These modes can be easily activated via
motoring | May 2011
EDITED 11 May pg52-57 BMW X3 xDrive35i.indd 56
4/13/11 4:43 PM
REVIEWS BMW X3 XDRIVE35I
a set of buttons right next to the transmission lever. The ride quality is really sublime and the X3’s newly developed suspension cushioned our behinds really well. It is much better than the previous model and there is no sense of harshness at all now. In keeping with BMW’s EfficientDynamics initiative, measures such as brake energy regeneration, lightweight construction and low-resistance tyres are included on the new X3. For the first time, an ‘Auto Start Stop’ function is also included. When stopping at road junctions or in a traffic jam, the engine is automatically switched off. As soon as we took our feet off the brake pedal, the engine restarts. If the Auto Hold function is activated, brief pressure on the accelerator pedal is sufficient to get the X3 moving along again. With regards to fuel consumption, the new X3 performs admirably too. It officially registers 11.2, 7.4 and 8.8L/100km for the urban, extra-urban and combined cycles respectively, while the EU5-compliant engine emits 204g/ km of CO2.
CONCLUSION If you are in the market looking for a premium compact crossover right now, this X3 xDrive35i is definitely a worthwhile consideration. As long as you are willing to fork out the $264,800 premium, you will be getting yourself a luxurious, spacious, practical and comfortable vehicle. What we really love about the X3 is the way it surpasses our great expectations of its ride quality, agility and interior ambience. With such a nicely packaged guise, the new X3 will no doubt equal or better its predecessor’s sales performance.
>SPECIFICATIONS:
BMW X3 XDRIVE35I GENERAL Type: Front-engine, four-wheel drive, five-door SUV Price: $264,800 including COE ENGINE Capacity: 2,979cc Cylinder Layout: In-line 6, turbocharged Valves: 24 Compression Ratio: 10.2:1 Bore x Stroke: 89.6mm x 84.0mm Maximum Power: 306bhp at 5,800rpm Maximum Torque: 400Nm at 1,200 to 5,000rpm TRANSMISSION Type: 8-speed automatic MEASUREMENTS Length: 4,648mm Width: 1,881mm Height: 1,661mm Wheelbase: 2,810mm Kerb Weight: 1805kg Power-to-weight Ratio: 169.5bhp/tonne SUSPENSION AND BRAKES Front: Double-joint tension-rod spring-strut, ventilated discs Rear: Five-link axle, spatial, discs TYRES Type: Pirelli P Zero Size: 245/50 R18 PERFORMANCE 0-100km/h: 5.7 secs Top Speed: 240km/h
w
WE LIKE Great ride quality, excellent agility, improved cabin design and quality
f
WE DON’T LIKE Not much
May 2011 | motoring
EDITED 11 May pg52-57 BMW X3 xDrive35i.indd 57
57
4/13/11 4:43 PM
REVIEWS Renault Mégane Coupé-Cabriolet
REVIEWS >> ON THE ROAD RENAULT MÉGANE COUPÉ-CABRIOLET
FABULOUS
The Renault Mégane Coupé-Cabriolet returns and we take the chance to do some topless driving Words | T. K. Pow • Photos | Raymond Yeo
THE FRENCH HAVE A UNIQUE WAY OF DOING THINGS AND THIS IS EVIDENT IN THE NEW RENAULT Mégane Coupé-Cabriolet. It is neither quirky nor eccentric but in terms of style, it has a generous flair of elegance. The Mégane range was first introduced more than 15 years ago to replace 58
motoring | May 2011
EDITED 11 May pg58-63 Renault Megane CC.indd 58
the Renault 19 and it used similar components albeit with much modifications. Apart from the hatchbacks, it also offered saloons, station wagons, coupés and convertibles. Then came the Mégane II in 2005, which was a completely fresh platform that was shared with Nissan. Renault’s
4/13/11 11:54 AM
REVIEWS Renault Mégane Coupé-Cabriolet
SEXY INSIDE The Mégane CC can be specified with a very nice shade of orange leather upholstery
It is a great departure from its boxy predecessor and now, there are more curves and sensuous lines own Avantime inspired its styling, although the rear portion on the hatchback variants took some getting used to. The Mégane II was noted for several achievements and one of the most important of which is becoming the first small family car to be given a five-star Euro NCAP rating. It also featured the Renault Card keyless ignition system and the option of a panoramic glass sunroof. With this second-generation Mégane, Renault had effectively replaced both the Mégane I’s coupe and convertible with a single coupé model that utilised a retractable hardtop designed by German independent vehicle manufacturing company Karmann. A couple of years ago, the Mégane III range was introduced but this time round, it only offered hatch
EDITED 11 May pg58-63 Renault Megane CC.indd 59
backs, coupés, station wagons and this Coupé-Cabriolet launched last year. This third-generation model also offered no automatic transmission, which was being replaced by a CVT (continuously variable transmission). TAKING OFF WITH STYLE When you look at a car, certain things will attract you. For the Mégane CoupéCabriolet, it does have some wonderful details that set it apart. It is a great departure from its boxy predecessor and now, there are more curves and sensuous lines that endow it with distinctive style and elegance. It is also slightly larger than before, with 130mm more length and a wheelbase that is 87mm longer. With the roof up, the high-gloss finish tinted black top May 2011 | motoring
59
4/13/11 11:55 AM
REVIEWS Renault Mégane Coupé-Cabriolet
exudes a sense of pure elegance, creating a proportionate coupé silhouette with ease. At the front section, it features the face of the new Mégane family with the sweeping bump lines across the bonnet and the same bumper as the Mégane Coupé. The deeply sculpted bumper has integrated round fog lamps and the svelte headlamps wrap beautifully around the front corners. We also like the gorgeous five-Vspoke 18-inch alloy wheels, which are shod with Michelin Pilot Sport 3 235/40 ZR18 tyres. The Mégane Coupé-Cabriolet sits relatively low to the ground, enhancing its purposeful stance and sporty dimensions too. Its talking point is of course the large folding glass roof, which is the biggest in its class and 10 percent larger than before. Even with the roof up, the combination of its dark tint, gloss black pillars, satin-effect chrome windscreen frame and the high waistline exudes the alluring shape of a cabriolet. The rear section is neatly designed and the boot lid also incorporates the upper portions of the taillights and an additional brake lamp in the middle. The LED-equipped taillights also create a lighting signature unique to the 60
motoring | May 2011
EDITED 11 May pg58-63 Renault Megane CC.indd 60
FUN AND FUNCTION The factory audio and navigation systems are user-friendly and quite fun to operate too. Likewise, it is also quite customisable
Mégane Coupé-Cabriolet. Convertibles seldom look as cool as when they have their roofs up but with the Mégane Coupé-Cabriolet, we feel that its coupé guise is extremely beautiful, where there is sheer elegance in its shape. FEELING BETTER INSIDE Getting in to the interior of the Mégane Coupé-Cabriolet is simple as it also uses the Renault Keycard for access. This means simple locking and unlocking via the door handles and also keyless ignition via a ‘start/stop’ button. Compared to the previous
generation, this current Mégane CoupéCabriolet is simply better. The choice of materials used and the fit and finishing is outstanding. We also like the overall design, which is stylish and yet ergonomically sound. The colour of the seats in this particular demo unit is certainly not for the introverted – it is a matt shade of bright orange. Then again, people who drive with convertibles with the roof down should not be afraid of being seen right? Actually, those who drive the Mégane Coupé-Cabriolet are like people who live in glasshouses, since the roof is actually made of glass albeit darkly
4/13/11 11:55 AM
REVIEWS Renault Mégane Coupé-Cabriolet
The two-part roof is controlled by a fully powered, electro-hydraulic mechanism
EDITED 11 May pg58-63 Renault Megane CC.indd 61
tinted. It does let in a generous amount of light that makes the cabin feel wonderfully airy and spacious, although it does have a manual shade to help block out the sun when needed. The two-part roof is controlled by a fully powered, electro-hydraulic mechanism, whereby holding down a switch on the centre console for 21 seconds will transform the Mégane Coupé, well, into a Cabriolet. Certain details have been thought out carefully to ensure the occupants are better cosseted. The windscreen header rail has been moved forward by 60mm to allow for easier access and also to make the cabin feel more spacious. There is also a ‘Grand Air’ switch that lowers all four windows simultaneously, while a fixed glass wind deflector in-between the two rear seats prevent wind draughts. Once on the inside, the Mégane Coupé-Cabriolet feels undeniably special. The sweeping lines of the dashboard, the combination of the trims and colours make it a nice place to be in when cruising along the boulevards. We like the elegantly shaped threespoke steering wheel, which looks and feels very good to hold. It also has cruise
May 2011 | motoring
61
4/13/11 11:56 AM
REVIEWS Renault Mégane Coupé-Cabriolet
control buttons on it and behind it on the right, there is the ubiquitous remote control stalk for the audio system. Speaking about the audio system, Renault has deemed it fit to endow the Mégane Coupé-Cabriolet with the Radiosat 3D Sound system. Its bespoke digital sound processing enables the audio system to produce a ‘three-dimensional’ soundscape that is balanced and optimised. It can also be adjusted to suit various needs, such as focusing of specific ‘segments’ of the cabin. The other wonderful addition is of course the Carminat TomTom navigation system, which we first experienced in the Renault Fluence. This factory-fitted system is easy to operate and displays its information in a large colour screen perched on top of the dashboard. It can also be easily customised with various languages and graphics like in the Fluence. Unlike the Fluence however, it uses a set of buttons and a rotary pointer located just aft the transmission lever. With slightly longer wheelbase than before, the two rear seats offer a bit more legroom, although taller rear passengers may prefer more especially on longer journeys. In terms of storage functions, it has a spacious glove compartment, seat back pockets and door bins. Our only gripe is that the single cupholder at the front of the centre console is one cupholder too little and also too small. As the roof needs to be folded and stowed at the rear deck, the boot space is compromised. It will swallow only 211 litres when you have the roof down and a more generous 417 litres with the roof up. Then again, the boot lid does have automatic suction, which means we did not have to slam it to close it. Like we mentioned earlier, the Mégane Coupé-Cabriolet’s interior is a lot nice than before and it does make us feel that way when we are seated comfortably inside too. Apart from that one miserably sized cupholder and the lack of legroom at the rear, we have nothing else to complain about. FLUID DYNAMICS For the local market, we will only get one version of engine for the Mégane CoupéCabriolet, a 2.0-litre naturally aspirated 62
motoring | May 2011
EDITED 11 May pg58-63 Renault Megane CC.indd 62
It will swallow only 211 litres when you have the roof down and a more generous 417 litres with the roof up in-line four-cylinder. This 1,997cc motor produces 140bhp at 6,000rpm and 195Nm at 3,750rpm. It is mated to a CVT (continuously variable transmission) with ‘six ratios’, which can be operated ‘manually’ via the transmission lever. The three-gauge instrument panel offers a brilliant way of looking at the information – tachometer on the left, an LCD digital speedometer in the middle and a trip/vehicular infor-
mation display on the right. The engine is smoother than we expected, as it generates the revs willingly and in a rather linear fashion. Unfortunately, the CVT tends to pulls things back a bit, opting to operate smoothly rather than aggressively. But once we are up to expressways speeds, it feels a little better. French carmakers have been known to engineer excellent ride qualities in
4/13/11 11:56 AM
REVIEWS Renault Mégane Coupé-Cabriolet
>SPECIFICATIONS:
RENAULTMÉGANE COUPÉ-CABRIOLET GENERAL Type: Front-engine, front-wheel drive, two-door convertible Price: $150,888 including COE ENGINE Capacity: 1,997cc Cylinder Layout: In-line 4 Valves: 16, DOHC Compression Ratio: 10.2:1 Bore x Stroke: 84.0mm x 90.1mm Maximum Power: 140bhp at 6,000rpm Maximum Torque: 195Nm at 3,750rpm TRANSMISSION Type: CVT MEASUREMENTS Length: 4,485mm Width: 1,811mm Height: 1,434mm Wheelbase: 2,609mm Kerb Weight: 1,540kg Power-to-weight Ratio: 91.0bhp/tonne
their cars and with Renault, it is no different. The Mégane Coupé-Cabriolet has specially tuned suspension up front and at the rear to ensure a high level of ride comfort. Indeed, the Mégane Coupé-Cabriolet does feel rather agile at the helm. It flows willingly into the intended directions and the electric power steering is also very accurate and nicely weighted. Its static and dynamic levels of torsional rigidity have also been increased by 80 and 30 percent respectively over the previous model. Apart from reducing NVH levels inherent to a convertible, it also helps the Mégane Coupé-Cabriolet to maintain good composure when
EDITED 11 May pg58-63 Renault Megane CC.indd 63
driven around sweeping curves, bends and corners – there is negligible roll and pitching. At 1,540kg, it is reasonably weighted for a coupé-cabriolet but with just 140bhp and 195Nm, performance can be a bit more leisure cruiser than allout bruiser. Zero to 100km/h comes in 11.7 seconds, while top speed is quoted at 195km/h. But a topless car is supposed to be driven at a leisurely pace, allowing its occupants to enjoy the scenery whizzing by and the wind in their heads. Then again, with such an agile chassis, we feel that the Mégane Coupé-Cabriolet can certainly handle more power. In terms of safety, it has six airbags, all-round three-point seat belts with pretensioners and load limiters and pyrotechnic rollover arches. In addition, there are also ISOFIX anchorage points on the front and rear passenger seats plus automatic hazard lights. CONCLUSION At the time of this review, the Mégane Coupé-Cabriolet is priced at $150,888 inclusive of COE. It would have been better if the price is lower of course, although what we would really prefer is to
MORE POWER PLEASE If the Mégane CC had more power, it would surely be one of the nicest coupécabriolets money can buy today
SUSPENSION AND BRAKES Front: MacPherson struts, ventilated discs Rear: Programmed-deflection flexible beam, discs TYRES Type: Michelin Pilot Sport 3 Size: 235/40 ZR18 PERFORMANCE 0-100km/h: 11.7 secs Top Speed: 195km/h
w
WE LIKE Stylish exterior, cabin quality and design, ride comfort, smooth handling
f
WE DON’T LIKE Lacking a little rear legroom and outright power
have more power and a faster automatic or dual-clutch transmission – and a more spacious behind. What you see is a gorgeously styled coupé that can turn itself into a cabriolet in a matter of seconds. Its interior is also beautifully designed and aptly comfortable, whereas the factory-installed navigation and audio systems are excellent in their own rights. The Mégane Coupé-Cabriolet does have a hint of practicality too. Two suitably sized rear seats, an acceptable amount of boot space and an engine that sips just 8.1L/100km of fuel on average should make it a fabulous choice for owning a topless machine. May 2011 | motoring
63
4/13/11 11:56 AM
REVIEWS >> COMING SOON AUDI A1
LEAP GIANT
Can the Audi A1 create as big an impact as it hopes to achieve? We test one to discover its ambitions Words | C. K. Lim • Photos | Raymond Yeo
WHEN A PREMIUM CARMAKER LIKE AUDI STARTS TO TALK ABOUT EXPANDING ITS RANGE OF CARS, you know they would not muck around. Almost four decades ago, Audi began its supermini ambitions with the Audi 50 and today, this is carried on with the introduction of the all-new A1. Currently the smallest Audi available, the A1 is slated to create big waves in the premium sub-compact segment. Undoubtedly, it is targeted at competitors such as the MINI hatchbacks and the Alfa Romeo MiTo. 64
While it may have been decades since Audi produced a supermini, nothing has been left to chance with the development of this ‘next big Audi’. Targeted at young, affluent consumers, the A1 is available as a three-door hatchback with two engine variants, while a fivedoor ‘Sportback’ is due later this year. BIG ON STYLE The A1 was previewed as the A1 project quattro at the 2007 Tokyo Motor Show and again as the A1 Sportback concept a year later at the Paris Motor Show.
motoring | May 2011
EDITED 11 May pg64-68 Audi A1.indd 64
4/13/11 4:47 PM
REVIEWS Audi A1
There is no denying the fact that the A1 is still very much an Audi in its design and exterior styling. Despite its inherent dimensions, it has a confident and distinctive stance. Its roof arch, strong shoulder lines and steeply raked C-pillars endow it with a characteristic silhouette. At the front section, it bears the unmistakable corporate identity – single-frame grille and angular upper corners. The front bumper is sportily etched with large air intakes, three-dimensional slates and fog lamps. Like all other Audis, lighting plays a major role in depicting its ‘gaze’ and here on the A1, the headlamps continue to feature the famous ‘winged LED daytime running lights’.
Although not readily visible on this particular unit, the roof arch of the A1 is a highly distinctive element especially when viewed from the side. You can choose to paint this arch in vibrant contrast to the body colour, where it flows nicely into the C-pillar. Such a dynamic silhouette is accentuated with the roof-mounted spoiler and together with Audi’s signature ‘tornado line’, endows the A1 with an even sportier appearance. At the rear section, the taillights also receive great attention to detail and feature intricate LED technology, besides being highly distinctive even during the day. Because the taillights sit on the tailgate and cannot be seen when the hatch is opened, there are ad-
ditional LEDs on the C-pillar to ensure visibility to other road users. While the A1 may be neatly penned here, there is a sporty black diffuser at the bottom here, where on the left side sits a pair of chromed exhaust tailpipes. There are several customisation options to personalise the look of the A1, but we really like the ultra-gorgeous 18inch alloy wheels, which are shod with Bridgestone Potenza S001 225/35 R18 tyres. Although it may not be immediately visible, the A1’s body has been thoroughly optimised for aerodynamic efficiency. For example, the small corners that connect the roof spoiler to the body are graduated and smoothened, May 2011 | motoring
EDITED 11 May pg64-68 Audi A1.indd 65
65
4/13/11 4:48 PM
REVIEWS Audi A1
Honestly, it is hard to find another manufacturer that would endow their entry-level model with such quality
whereas the underbody of the car features a plastic liner to protect it against chipping and also provide a less uninterrupted flow of air. Evidently, the A1 is not only big on style but also has enough thoughtful details to make sure it performs as well as it looks. FROM DEEP WITHIN The interior of the A1 is apparently inspired by ‘aeronautical engineering and lightweight construction in many areas. Its elegantly curved instrument panel is said to be reminiscent of a wing, while four round air vents resembling jet turbines are located on the dividing line of the front fascia. 66
One of its highlights is the design of the centre console, which is shaped like the stern of a yacht. Here on this particular unit with its unique colour scheme, it appears to float even more separately from the dashboard. The upright centre console is inclined slightly toward the driver, where its lower portion houses a strip of buttons and knobs for the automatic climate control. Thankfully, the three dials – with their exquisitely ripped cylinders – operate with well-oiled precision, testament to Audi’s commitment in design and build quality. This version of the A1 also gets get ‘concert radio’ infortainment system, which comes with a retractor 6.5-inch
SOLID BUILD Even with the A1, Audi has delivered a very stylish interior with excellent build quality and interesting designs
display, a first in its class. To create an even more luxurious ambience, there is a lighting package that basks the cabin with appropriate lighting in the doors, roof modules and the foot wells. The three-spoke, multi-function steering wheel feels just the right size and comes with paddle shifters mounted behind. Meanwhile, the twin-meter instrument cluster is also fascinatingly trimmed, with clear layout and bright illumination. Although the front seats feature only manual adjustments, they offer great support and excellent comfort, easily fitting most average sized adults. There are adequate storage areas, including large cupholders, tray, door bins and
motoring | May 2011
EDITED 11 May pg64-68 Audi A1.indd 66
4/13/11 4:48 PM
ROADNEWS Volkswagen Golf GTD REVIEWS Audi A1
With 122bhp and 200Nm, the A1 is a doodle to drive around town and on the expressways pockets in the rear side panels. This may be Audi’s smallest offering but it is certainly not a letdown when it comes with build quality. The choice of materials, their fit and finishing and even the most insignificant gaps are properly executed. In addition, there is also a choice of colours for various parts such as the air vents bezels, carpets and door handles. Being a three-door supermini, the A1’s rear seats can only be accessed via tilting the front seats forward. Although it is not the largest aperture we have experienced, not too much effort is required for ingress and egress.
that Audi cars are at the forefront of design and build quality, while at the same time creating a befitting environment for the occupants. The rear seats are rather comfortable – if you are smaller than the average adult or just a child. Legroom is considerably limited, although being a two-seater bench, there should be no problem for the horizontally challenged. Despite its limited size, the luggage compartment is very evenly shaped and free from intrusions. It will hold up to 270 litres, while the split-fold rear seatbacks can be easily folded to provide a 920-litre cargo space. Honestly, it is hard to find another manufacturer that would endow their entry-level model with such quality. The A1 continues to cement our knowledge
BUILT FOR THE CITY The A1 will come with a choice of two 1,390cc four-cylinder engines – one turbocharged to produced 122bhp and the other dual-charged for a 185bhp unit, the latter of which will be available near the end of this year. With maximum power of 122bhp arriving at 5,000rpm and peak torque of 200Nm available continuously from 1,500 to 4,000rpm, the A1 is a doodle to drive around town and on the expressways. Paired with the seven-speed ‘S tronic’ dual-clutch automatic gearbox, this 1.4 TFSI gets the A1 up to 100 km/h from May 2011 | motoring
EDITED 11 May pg64-68 Audi A1.indd 67
67
4/13/11 4:48 PM
REVIEWS Audi A1
standstill in 8.9 seconds, while top speed is 203km/h. Official figures for average fuel consumption stand at 5.2L/100km, while CO2 emission is measured at 119g/km. The transmission shifts rather smoothly, especially when you are really gunning for it. Putting it into ‘Sport’ or manual mode also allowed us to play with the paddle shifters or transmission lever with good results. All engines in the A1 range has a recuperation system that uses intelligent voltage control for the generator to recover energy during the braking and coasting phase. This energy is then stored temporarily in the battery and flows back into the on-board electrical system, relieving the load on the generator and thus the engine the next time the car accelerates. A ‘start-stop system’ is also standard. It turns the engine off when the car coasts to a rest and turns the engine back on as soon as the brake pedal is release. This system can also be deactivated at any time. With its compact footprint, the A1 is relatively lithe at 1,125kg, meaning reasonable power-to-weight ratio. Coupled to the thrust from the turbocharged motor, it feels adequately agile, allowing us to fling it along fast bends confidently. Acute flowing corners can also be tackled with ease, as the steering feels accurately and the body absolutely planted. The ESP with EDL (electronic differential lock) works well making sure that the enthusiasm from our right foot translates into traction at the front wheels. In other words, this front-wheel driven A1 feels well balanced with neutral road holding manners. While this A1 is a joy to drive fast, its primary ride quality is a little harsh especially over prolonged undulations on the road, which is not helped by the fact
>SPECIFICATIONS:
AUDI A1 1.4 TSFI GENERAL Type: Front-engine, front-wheel drive, three-door hatchback Price: $126,888 including COE
that this particular unit comes shod with 18-inch tyres. The A1 is also not short on safety features and comes with dual front airbags, front side and head airbags, while the rear seats also get ISOFIX fixtures. CONCLUSION As a premium supermini, the A1 scores well with its design, styling, a solid interior and capable road-holding manners. At $126,888, it offers such qualities in a way only Audi knows how. It may not be traditionally familiar territory for Audi but with the A1, it has taken a giant leap into the segment with much aplomb. As the company continues to offer more new models in the year, we are sure that the A1 will certainly contribute to its growth and recognition. 68
ENGINE Capacity: 1,390cc Cylinder Layout: In-line 4, turbocharged Valves: 16, DOHC Compression Ratio: 10.0:1 Bore x Stroke: 76.5mm x 75.6mm Maximum Power: 122bhp at 5,000rpm Maximum Torque: 200Nm at 1,500 to 4,000rpm TRANSMISSION Type: 7-speed dual-clutch automatic MEASUREMENTS Length: 3,954mm Width: 1,740mm Height: 1,416mm Wheelbase: 2,469mm Kerb Weight: 1,125kg Power-to-weight Ratio: 108.4bhp/tonne SUSPENSION AND BRAKES Front: MacPherson struts, ventilated discs Rear: Torsion beam, discs TYRES Type: Bridgestone Potenza S001 Size: 225/35 R18 PERFORMANCE 0-100km/h: 8.9 secs Top Speed: 203km/h
w
WE LIKE Styling, cabin design and build quality, neutral handling manners
f
WE DON’T LIKE Ride can be harsh at times
motoring | May 2011
EDITED 11 May pg64-68 Audi A1.indd 68
4/13/11 4:49 PM
ROAD•NEWS VOLKSWAGEN AUDI TT ROADSTER GOLF GTD
FORTIFIED
Can the facelifted Audi TT make it an even more desirable car? Join us as we find out in a Roadster Words | T. K. Pow • Photos | Raymond Yeo
THE AUDI TT BEGAN LIFE AS A CONCEPT AT THE VOLKSWAGEN GROUP DESIGN CENTRE IN CALIFORNIA, when a star-studded cast of designers contributed to its remarkable styling. It was then launched as a Coupé in 1998, followed by a Roadster a year later. Its styling differed marginally from the concept and the TT was hailed as a unique interpretation of the classic sports coupé. This first-generation TT (8N) was produced until 2006, while during its lifetime it received several revisions to
improve its handling with the aid of ESP, a rear spoiler and suspension modifications. A year before production of the 8N TT ended, Audi showcased the Shooting Brake concept car at the Tokyo Motor Show, offering insights to the 8N’s successor. Subsequently, the production version of the second-generation TT (8J) was unveiled and likewise, it continues to feature a curvaceous body albeit slightly longer and wider than its predecessor. This 8J TT is now using the VolkswaMay 2011 | motoring
EDITED 11 May pg69-71 Audi TT Roadster.indd 69
69
4/13/11 12:19 PM
ROADNEWS AUDI Volkswagen TT Roadster Golf GTD
gen Group PQ35 platform, which is also utilised by the second-generation Audi A3 and the upcoming Q3. It is also constructed with aluminium panels at the front and steel at the rear in order to enhance its weight distribution. As before, the TT is available as a 2+2 Coupé or a two-seater roadster. ENHANCED TO ENTHRAL Fast forward to 2011 and Audi have updated both the svelte TT Coupé and Roadster in its styling, interior and new technologies to lower its fuel consumption. The headlamps cluster now gets a bottom strip of LED daytime running lights, while the front bumper has bigger air intakes and fog lamps. The TT still has purposefully flared wheel arches, where its beautiful alloy wheels fit nicely. At the rear section, the taillights remain distinctive and the rear bumper lip is punctuated by a big round exhaust tailpipe at each corner. The boot lid spoiler remains cleverly integrated and can still be manually raised via a button on the centre console. Like we mentioned earlier, the ‘hy-
70
brid’ Audi Space Frame construction allowed for finely balanced axle loads while keeping the overall weight low. In fact, the TT’s new ‘suit’ tips the scales at just 206kg for a kerb weight of 1,240kg. Kudos to Audi for endowing their convertibles with a soft-top instead of a folding metal/glass roof. The fabric roof in the Roadster gels well with Audi’s lightweight principle. Besides contributing to a lower centre of gravity, its design complements the TT’s alluring silhouette. The soft-top is operated via an electro-hydraulic mechanism that automatically opens extremely quickly in just 12 seconds. Best of all, it can be operated even while driving at speeds of up to 50km/h. Open the doors and you will be treated to the same sporty designs and elegance you find on the exterior of the TT. The quality of the trims is top-notch stuff, while the fit and finishing is utterly solid. There are new aluminium-look trims and high-gloss black strips that accentuate the TT’s sporty ambience
The quality of the trims is top-notch stuff, while the fit and finishing is utterly solid and overall, it is still an intimately cosy cabin. More importantly, the leather seat covers are also specially treated to reduce thermal heating, which means we would not be frying our behinds when the TT is parked in the sun. EVEN BETTER NOW The TT now has a 2.0-litre TFSI engine that is tuned for more power yet is more efficient than its predecessor. This turbocharged motor now churns out a healthy 211bhp between 4,300 to 6,000rpm and even more torque than before – 350Nm between 1,600 to 4,200rpm. Thanks to a recuperation system that regenerates energy during braking and coasting, fuel consumption figures have been lowered by up to 14 percent
INTIMATE With a two-seater cabin, the TT Roadster feels utterly evocative especially when you pop the roof down. Driving position is spot-on
motoring | May 2011
EDITED 11 May pg69-71 Audi TT Roadster.indd 70
4/13/11 12:20 PM
ROADNEWS AUDI TT Roadster
ROAD•NEWS VOLKSWAGEN GOLF GTD
>SPECIFICATIONS:
AUDI TT ROADSTER 2.0 TFSI PRICE $249,250 incl. COE
and the TT now registers an average of 7.2L/100km and 164g/km of CO2. Its gearbox of choice now is a sixspeed S tronic dual-clutch automatic, which shifts extremely fast without much interruption to power. In other words, the 211bhp/350Nm can be harnessed effectively for a quick blast around town. Zero to 100km/h comes in about 6.1 seconds, while top speed is now 245km/h. The TT also has a surprisingly quiet ride, where the cabin feels absolutely refined during low speeds trundling. Feed the throttle more and the forcefed engine wakes up instantly, emitting a rather throaty tone. We also enjoy the way the steering feels and how it enables us to turn in sharply and confidently. Despite losing its roof, the TT loses none of its rigidity. It feels very stable with no signs of creaking or scuttle shake.
Its handling is very neutral and there is enough traction to power through corners properly and with ample pace. The TT does feel more agile in this new iteration and is an absolute hoot to drive on long twisting roads. In addition, there is also the option specifying it with the Audi magnetic ride control, which is an adaptive damping system with a choice to firm up damping forces for even better suppression of body movements. In terms of equipment levels, the TT is well endowed with features such as a BOSE Surround Sound system, Bluetooth interface, iPod connectivity and automatic climate control. There is also an onboard computer with efficiency program, which presents all consumption-relevant data on the central display, and gives tips for efficient driving, apart from indicating the energy
POWER PLAY With a bit more power and a lot more torque, the TT Roadster now feels even better to drive and it has picked up pace too
GENERAL Front-engine, front-wheel drive, two-door convertible ENGINE Description : In-line 4, turbocharged Capacity : 1,984cc Power : 211bhp at 4,300 to 6,000rpm Torque : 350Nm at 1,600 to 4,200rpm TRANSMISSION 6-speed dual-clutch automatic PERFORMANCE 0-100km/h : 6.1 secs Top speed : 245km/h
w
WE LIKE Enhanced powertrain, lower fuel consumption, agility and ride quality
f
WE DON’T LIKE Not much
consumption of the individual systems in the vehicle, and how they influence fuel consumption. CONCLUSION There is nothing to dislike about the TT except that at $249,250, the Roadster is a bit dearer than most. Even the Coupé would set you back by $242,300. But if you consider the amount of fun you can have driving this fortified edition, then every cent is worth it. May 2011 | motoring
EDITED 11 May pg69-71 Audi TT Roadster.indd 71
71
4/13/11 12:20 PM
ROADNEWS Volkswagen Golf GTD
ROAD•NEWS RANGE ROVER VOGUE
COMMAND and CONTROL Is the Range Rover still the ultimate luxury SUV? We test one to find out Words | E. K. Foo • Photos | Raymond Yeo
MENTION SUV OR 4X4 TO ANY ENTHUSIAST AND YOU WOULD PROBABLY HEAR ‘LAND ROVER’. THE British 4x4 specialists, now owned by Indian company Tata Motors, have been manufacturing off-roaders since 1948. It was in post-World War II Britain that the first Land Rover prototype, apparently inspired by an American Jeep, was born on a farm owned by then British car company Rover’s chief designer. Its distinctive construction was a consequence of the post-war shortage 72
motoring | May 2011
EDITED 11 May pg72-75 Range Rover Vogue.indd 72
4/13/11 12:36 PM
ROADNEWS RANGE ROVER Vogue
ROAD•NEWS VOLKSWAGEN GOLF GTD
and steel but aircraft aluminium on the other hand, was plentiful in supply. As a result, the shiny metal’s resistance to corrosion became a strong selling point for Land Rover’s reliability, who actually once said that 75 percent of all vehicles ever built are still in use. THE REAL TOUGH ONE The Range Rover is a full-sized 4x4 built by Land Rover and was first introduced in 1970. It was fairly basic and not intended as a luxury vehicle initially but was upmarket compared to other Land Rover models. Its second-generation model did not appear until 25 years later, when the company came under BMW’s ownership
LUXURY AT ITS BEST The Range Rover looks, feels and even smells like a very high-end and luxurious vehicle
as a result of the Bavarian company’s acquisition of the Rover Group. The P38A Range Rover was significantly overhauled, with more equipment and premium trims plus better components and technologies. It was the last Range Rover to feature manual transmissions and a classic transfer box. It was during the ownership seesawing during the early 2000s that saw the third-generation Range Rover moved further upmarket under BMW’s planning and development. This new design used a monocoque construction with independent air suspension. By the time it was launched, Land Rover was sold to Ford, where subsequent productions also saw the utilisation
of Ford’s and Jaguar’s engines. It has been almost a decade now since the third-generation Range Rover came about and as with its predecessors, it has been through several facelifts. This monster of an SUV you see in these pages is the ‘Vogue’ edition, which uses a 5.0-litre supercharged V8 married to a ZF 6HP28 six-speed automatic transmission. This engine churns out 510bhp between 6,000 to 6,500rpm and a massive 625Nm worth of torque between 2,500 to 5,500rpm. The ZF gearbox has also been calibrated by Land Rover engineers to match the characteristics of the LR-V8. The results are silky smooth shifts and earlier actuation of the lock-up clutch, which May 2011 | motoring
EDITED 11 May pg72-75 Range Rover Vogue.indd 73
73
4/13/11 12:37 PM
ROADNEWS RANGE Volkswagen ROVER Golf Vogue GTD
We have no doubt that it is a supremely capable 4x4 with enough luxury features and utter comfort
BIG IN EVERY WAY Sumptuous leather, advanced controls, adequate entertainment and lots of space make this Range Rover the ultimate SUV
74
in turn reduces slip in the torque converter and hence improving emissions and fuel consumption. Designed specifically with Land Rover vehicles in mind, this LR-V8 is slated to set new benchmarks for economy, refinement and performance. It is also almost 30 percent more powerful than its predecessor while producing 10 percent more torque. It is undoubtedly a huge machine, measuring 4,972mm in length and standing at 1,865mm tall while measuring 1,956mm across. Despite its kerb weight of 2,580kg, the Range Rover Vogue has adequate performance. Zero to 100km/h is dispatched in 6.2 seconds, while top speed is 225km/h. Fuel consumption for such a behemoth is impressive. Average consumption stands at 14.9L/100km and at 348g/km, its CO2 emission is 7.4 percent lower than before. On the move, there is a generous amount of power and torque low down in the rev range. This equates into quick getaways from traffic and also ample acceleration for executing overtaking. The best part is that such power comes with equal poise and despite its size, the Range Rover Vogue never once felt unstable. Thanks to its air suspension
with Adaptive Dynamics technology, we are able to power nicely and smoothly through long curves and multiple corners without feeling carsick. SAFETY AND COMFORT There are also several active safety aids that make us feel even more secure, although trying to remember how all of them work during our short test drive felt like going through a school exam. Regardless of how we ‘scored’, it was literally comforting to know that this Range Rover Vogue has Adaptive Cruise Control, Emergency Brake Assist, optional Blind Spot Monitoring and a ‘Surround Camera System’. The award-winning Terrain Response system is also upgraded with the addition of a ‘Sand Launch Control’ function for easier drive away on what else, sand and loose surfaces. Furthermore, the ‘Rock Crawl’ program is also enhanced for better composure over rocky terrain. There is also a Gradient Release Control for limiting the initial acceleration when descending steep inclines. In addition, Hill Start Assist retains brake pressure long enough for the engine to supply enough torque in order to move up the hill and this function is always on. The Gradient Accelera-
motoring | May 2011
EDITED 11 May pg72-75 Range Rover Vogue.indd 74
4/13/11 12:37 PM
ROADNEWS RANGE ROVER Vogue
ROAD•NEWS VOLKSWAGEN GOLF GTD
>SPECIFICATIONS:
LAND ROVER RANGE ROVER VOGUE PRICE $480,000 incl. COE GENERAL Front-engine, four-wheel drive, five-door SUV ENGINE Description : V8, supercharged Capacity : 4,999cc Power : 510bhp at 6,000 to 6,500rpm Torque : 625Nm at 2,500 to 5,500rpm TRANSMISSION 6-speed automatic PERFORMANCE 0-100km/h : 6.2 secs Top speed : 225km/h
w
WE LIKE Genuine off-road capabilities, interior, power and poise
f
WE DON’T LIKE Price
tion Control on the other hand, is designed to provide safety cover on severe gradients when the driver does not have Hill Descent Control engaged. This system also pressurises the brakes, slowing the vehicle down to a limit determined by the throttle position. It works both when descending down or reversing up a slope. The system otherwise restricts speed to 5km/h for up to 20 seconds to allow the driver to regain proper control. On its exterior, subtle revisions seek to enhance its powerful appearance with new grilles and side vents. There is also an ‘Exterior Design Pack’ that provides personalisation options, while new body colours and wheels have also been added to the range. Climb on board and a sumptuous interior greets you. Actually, you would have to ‘climb’ if you are ‘vertically challenged’ as the seat height is quite tall. Luckily through, there is an ‘Access Height’ function that lowers the ride height for easier ingress and egress. Once on the inside, the interior looks, feels and even smells luxurious with high-quality trims and leather besides every conceivable creature comfort you can imagine would appear in an SUV. The instrument panel does away with conventional gauges and instead uses a 12.0-inch TFT display, which can be configured to show various modes. Another advanced feature here is the optional 8.0-inch ‘Dual View’ infortainment
screen that displays a different image to the driver and passenger. For example, the driver can be looking at the navigational screen while the passenger is watching a video. There is also a hard drive storage for the navigation system, which supports the junction map and icon-based information with images of actual road signage en-route. The Range Rover Vogue is equipped with a 14-speaker Harman Kardon Logic 7 audio system, which sounds absolutely superb and is very user-friendly. In addition, there is also connectivity support for a wide range of portable audio devices like USB sticks and MP3 players. Adventure seekers would like to bring along their iPod will be happy to know that there is also a dedicated iPod connector port developed exclusively by Land Rover to prevent the player from coming loose when negotiating the roughest terrain. Even rear seat passengers get to enjoy excellent levels of comfort. There is more than enough space in the rear even more larger sized occupants, while the rear seat entertainment and the four-zone automatic climate control systems will surely keep them happy and comfy. And it remains immensely practical too. The boot area will swallow almost 1,000 litres with
the rear seats in their upright positions, while folding them forward will bring load volume to 2,099 litres. Of course, its off-road credentials are backed up by class-leading capabilities such as a ground clearance of 283mm, wading depth of 700mm and extreme angles for traversing the roughest terrain on planet Earth. CONCLUSION After spending a couple of days with the Range Rover Vogue, we have no doubt that it is a supremely capable 4x4 with enough luxury features and utter comfort. There is a price to pay of course, $480,000 to be exact. At the end of the day though, it is a worthwhile investment if all you ever need while on the road – and off it – is absolute command and control. May 2011 | motoring
EDITED 11 May pg72-75 Range Rover Vogue.indd 75
75
4/13/11 12:38 PM
F1 UPDATES
We look back at what happened in the first two races of this year’s F1 season Words | Raymond Yeo Photos | Red Bull Racing, Lotus Renault GP & McLaren
FOLLOWING THE POSTPONEMENT OF THE BAHRAIN GRAND PRIX, THIS YEAR’S SEASON OPENER, THE Qantas Australian Grand Prix, was run at the Albert Park Circuit in Melbourne. For a recap, Pirelli is back in F1 as tyre supplier, Red Bull Racing is the defending Constructor’s Champions, while Sebastian Vettel looks set to defend his Driver’s Champion
76
title too. For the record, there are five Driver’s Champions appearing on the grid this year. QANTAS AUSTRALIAN GRAND PRIX Prior to the start of the Australian race weekend, FIA decided that the teams could deploy the DRS (Drag Reduction System) on their cars for the entire length of the front straight instead of the final 600 metres.
motoring | May 2011
EDITED 11 May pg76-78pg80 F1 Updates.indd 76
4/13/11 3:25 PM
FEATURES F1 UPDATES
The Australian race has a relatively higher number of support races and as a result, the track became ‘slower’ as the day wears on. This is due to the cars from the support races picking up the rubber laid down by the F1 cars or pushing them off the racing line. In the first practice session, home hero Mark Webber clocked the fastest time ahead of his team mate Vettel, with Ferrari’s Fernando Alonso close behind. Karun Chandhok, reserve driver for Team Lotus, became the first casualty of 2011 as he crashed out on his installation lap. Turn Three also ‘claimed’ several other drivers as they each experienced troubles and ran wide onto the gravel trap. The second session was led by the McLaren cars of Jenson Button and Lewis Hamilton, while Alonso continued to be third fastest. The two Red Bull cars of Vettel and Webber were then fourth and fifth fastest respectively. Hispania Racing did not take to the first During the final qualifying session, Vettel set a time that proved to be too quick for the rest to catch up, while his team mate Webber initially look set to join him on the first row before Hamilton managed to split the pair. Button in the meantime, was right behind Webber and this first four cars promised to set the stage up for a great race. As the red lights went off to signal the start of the 2011 F1 season, Vettel made a quick getaway to lead the pack. Hamilton managed to hold off Webber but his team mate Button was challenged by Alonso and Vitaly Petrov. The first lap casualties were Schumacher and Jaime Alguersuari, where both had to pit after a collision. Vettel meanwhile stormed ahead with Hamilton trying to keep pace, whereas Webber and Petrov continued in third and fourth. session but managed to run an installation lap on the second with Vitantonio Liuzzi but both their cars eventually ran for the final practice session. This final practice also saw Vettel and Webber on top of the timing charts, followed closely behind by Hamilton and Button. The first qualifying session started with doubt over the number of cars being able to run. Hispania Racing’s times outside 107 percent of the provisional pole-sitter’s meant they were unable to run, while Marussia Virgin Racing’s Jérôme d’Ambrosio’s time also did not make the cut. Elimination from the second qualifying session included Williams’ Rubens Barrichello, who spun off failing to set a time. Mercedes GP’s Michael Schumacher also failed to advance to Q3. May 2011 | motoring
EDITED 11 May pg76-78pg80 F1 Updates.indd 77
77
4/13/11 3:26 PM
FEATURES F1 UPDATES
The battle for fifth was fought between Massa and Button, the latter whom cut a chicane to pass and was later given a drive-through penalty. When Button pitted later for new tyres, his attempt to hold up Vettel in order to aid Hamilton was in vain, as the Red Bull driver picked up even more pace after that. Williams’ Pastor Maldonado became the first retirement with a transmission problem and was joined by Schumacher later, when Mercedes GP decided to retire him rather than risk further damaged to those sustained from the earlier collision. The other retirements were Team Lotus’ Heikki Kovalainen and Marussia Virgin Racing’s Timo Glock. Later on in the race, Button was able to climb back up into the points, while Schumacher’s team mate Nico Rosberg also had to retire after Barrichello collided with him in the process. The Williams driver also had to retire later on with a similar problem as Maldonado. Hamilton went off track and his chance of challenging Vettel for top podium spot became slimmer, although he managed to hold
win three consecutive races since Button won four races in straight two years ago. The current Driver’s Champion managed to hold on to his crown for a start with 25 points in the bag, while Hamilton took 18 and Petrov got his well deserved 15. After the race, both Sauber cars of Kobayashi and Pérez were deemed to infringed on a technical aspect of the rear wing and was thus disqualified from the standings. This meant that Felipe Massa, Sébastien Buemi, Adrian Sutil and Paul di Resta were promoted to point-scoring positions of seventh, eighth, ninth and tenth respectively.
on to second place. Lotus Renault GP’s Petrov defended his position well from Webber and Alonso, securing his first maiden podium position in the process. As a result, Vettel became the first driver to 78
problems. Meanwhile, Webber continued to be fastest, with Button and Hamilton closer behind this time. Vettel then managed to clock fourth fastest during this session.
PETRONAS MALAYSIA GRAND PRIX The higher temperatures and the nature of the Sepang track made Pirelli believe that the tyres would wear out faster. They brought an experimental harder compound tyre to the race but later rejected it following feedback from the teams. Mark Webber was the fastest driver in the first session, over a second and a half faster than Hamilton and Schumacher. Vettel in the meantime, focused on developing the KERS unit rather than outright pace. The second practice saw several incidents, the first of which was Virgin’s driver d’Ambrosio suffering a suspension failure. Renault’s Nick Heidfeld and Petrov later experienced similar
motoring | May 2011
EDITED 11 May pg76-78pg80 F1 Updates.indd 78
4/13/11 3:26 PM
FEATURES F1 UPDATES
defence with 50 points, 24 more than closest rival Jenson Button. Hamilton and Webber are joint-third with 22, while Ferrari’s Alonso has 20 points.
Hamilton then came in fastest during the final practice, with Webber behind him followed by Button while Renault’s Heidfeld managed fourth fastest with Vettel very close behind. The new front wings on Hispania Racing’s cars worked as expected and they were able to set time within the limit. Qualifying saw close fights between the Red Bull and McLaren drivers, where Q1 was redflagged for several minutes to clear debris from Buemi’s shed side pod. During Q2, Button flew to the top of the charts, while Kobayashi managed to squeeze Schumacher away from Q3. The final qualifying session again boiled down to the Red Bull and McLaren drivers jostling for the top positions, with Hamilton initially setting the fastest time, followed by the Red Bull cars and then team mate Button. While Webber continued to challenge Hamilton for pole position, Vettel came back stealing pole position from Hamilton with just a tenth of a second. The first two rows of the starting grid thus read Vettel, Hamilton, Webber, Button. At the start of the race, Vettel and Hamilton managed cleanly into Turn One, while Webber dropped through the field after reporting on a problem with his car. Heidfeld than managed 80
CONCLUSION Once again, we can see why the F1 races are as exciting as they come, many factors come into play for the races. Vettel proved that he has what it takes for the moment but only time will tell if he and his team can be consistent and continue to score points. Whatever it is, you can be sure that we will be here to bring you future reports of the races. Stay tuned! to steal second from Hamilton, who was followed by Button and Petrov. As expected, the tyres played a big part of the Malaysian Grand Prix and several drivers were forced to look after their rubber if they were to finish the race. Shortly after halfway through the race, Vettel managed to extend his lead despite the lack of KERS and seemed comfortable from then on. Likewise, Webber managed to climb up the positions despite having some problems with his car. While Alonso challenged Hamilton, the scrapped his front nose and had to pit for repairs. Heidfeld eventually passed Hamilton for third. His problems worsened as Webber also passed him later on. When the chequered flag was finally waved, Vettel again came in first, followed by Button and a second podium spot for Lotus Renault GP as Nick Heidfeld marked his return to F1 racing with third position. With the conclusion of the Petronas Malaysia Grand Prix, Vettel has extended his title
motoring | May 2011
EDITED 11 May pg76-78pg80 F1 Updates.indd 80
4/13/11 3:27 PM
Features Features
GOODYEAR
2011 NORTH AMERICAN GOODYEAR INTERNATIONAL EAGLE F1 ASYMMETRIC AUTO SHOW 2
EAGLE F1 ASYMMETRIC Can the latest Goodyear tyre be as good as it seems? Dr. Ian Kuah test it out in Spain Words | Dr. Ian Kuah • Photos | Dr. Ian Kuah
WHEN I TESTED THE ORIGINAL GOODYEAR EAGLE F1 ASYMMETRIC BACK IN EARLY 2007, IT EQUALLED the class benchmark Bridgestone RE050A in the dry, and administered a sound thrashing to the Japanese rubber on streaming wet tarmac. It was also the quietest low profile tyre I had come across, a valuable asset when you do a lot of miles. Goodyear’s primary message is safety in both wet and dry conditions for summer tyres, and in all conditions for winter tyres. Since its debut, the F1 Asymmetric has won many group tests, and also gained OE fitment status on several very high profile prestige cars like the Audi A8, Ferrari California, Mercedes E-Class and Porsche Panamera. Slipping a ‘2’ in after what is already the longest tyre name in the known universe seems like a very innocuous act. In reality, the Goodyear Eagle F1 Asymmetric 2 is a completely new tyre, both in construction, and the design and compound of its tread. “The redesign of the F1’s tread blocks gives it a very significant 15 percent increase in contact area on the road under braking in both wet and dry conditions,” Percy Lemaire, Project Manager of Tyre Development at Goodyear’s High Performance and Very High Performance Summer Tyre division, explained. “At the same time, we have managed to reduce rolling resistance by 15 percent, benefiting both fuel economy and road noise.” Control tests have shown that this helps the new F1 to perform dramatically better than its rivals in the key safety areas of wet and dry braking. Against the Bridgestone S001 and Continental SC5, the F1 Series 2 has a two-metre advantage in stopping distance from 100km/h in the dry. That is six percent better, and means cars with the rival tyres are still travelling at 24km/h when the car wearing the Goodyears has stopped!
In the wet, the difference extends to between five and 10 percent depending on the rival brand. In the worst case, the Goodyear shod car can stop three metres before its rival, which is about the length of a MINI. The tread expanding technology is designed to work up to about 10,000kms, because braking distances are actually worse when a tyre is new due to the instability of tall tread. As a tyre wears from new, its tread blocks settle down and braking performance improves until the tipping point, after which it begins to deteriorate in the wet due to aquaplaning. Speaking of aquaplaning, the second generation F1 Asymmetric is actually slightly worse than the original in this one aspect. “In the overall scheme of things, that is not a problem as the old tyre was so much better than the competition to start with,” said Percy. In construction terms, while the sidewall material is mainly based on natural rubber, the tread section is made from synthetic rubber whose properties can be altered by additives introduces in varying proportions. Traditionally, carbon black was used as a filler to instil sufficient body and wear resistance in the rubber. Now however, its place has been taken by silica, up to almost 100 percent, with just enough carbon black remaining to give the tyre its familiar hue. The silica itself is a new strain, with the surface area of each particle now 30 percent larger to provide better bonding with the synthetic rubber polymers. Although the rubber compound in the Asymmetric 2 is seven percent stickier than before, wear resistance is better than before. Despite all these improvements, the Asymmetric 2 is also around 7-12 percent lighter than its predecessor, depending on size. A reduction in unsprung weight is always good for acceleration, braking, handling and ride. We thought the choice of the Audi TT RS test cars for the first days road drive and the
Audi A7 and Mercedes CLS for the second days track test was done back-to-front. On the road, the F1 shod TT RS was very quick and comfortable despite its uprated suspension and it stuck to the road like a leach and proved to be a really fast point-to-point machine. The tyres? Grippy, quiet, and capable of relaying very exact messages of what the road surface was doing underfoot. On track, the A7 and CLS proved just how far medium-sized family cars have come in recent years. As expected, the four-wheel-drive was king on the wet handling track, and it took some pretty aggressive steering to get the A7 to move off its intended line. Wet grip was so good, that if you were on the right line and carrying a speed that was within the limits of adhesion, applying more power alone would not induce any misbehaviour. Given that even this was way beyond how hard most normal people push on the road when they think they are getting carried away, the combination of Quattro and the Goodyears comes as close as you are going to get to defying the laws of physics on a wet road. The wet braking test from 100km/h against the two rival tyres, measured with laser test equipment, was extremely telling, and the digital readouts displayed the big numbers for all to see. CONCLUSION So, in a series of practical tests, the new Goodyear Eagle F1 Asymmetric trounced its rivals once again. When I tested the original in 2007, I said that “the Eagle Asymmetric F1’s real superiority lies in the areas of wet grip and braking, attributes of great importance to drivers in damp Northern European climates.” “Until another manufacturer comes along to snatch its crown, the new Goodyear Eagle F1 is currently the best all-round high performance road tyre on sale.” On that score, it looks like nothing has changed. May 2011 | motoring
EDITED 11 May pg81-82 Goodyear.indd 81
81
4/14/11 5:57 PM