Autocar | Dec 2010

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81 Cover story All-new Jeep Grand Cherokee | First Drives Porsche 911 Speedster, Kia Optima | Road Tests Nissan GT-R vs F3 racer, Toyota LandCruiser XTreme | Motorsport Abu Dhabi Formula One Grand Prix

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THE MIDDLE EAST’S LEADING CAR MAGAZINE DECEMBER 2010

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»Porsche 911 Speedster »Toyota LandCruiser XTreme »Lotus Evora Supercharged »Abu Dhabi Formula 1 GP

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Cover story

THIS Month

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Jeep Thrills

Chrysler-Jeep has been through the wars over the past two years, but our first drive of the all-new Grand Cherokee suggests better times may be in store for the iconic brand

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wing and a scare

Nissan’s GT-R has trounced everything else, but how does it fare against a single-seat F3 racer?

Abu dhabi show set for ignition Toyota’s FT-86G will spearhead a stellar line-up of regional debutants at the Abu Dhabi motor show

News

Abu Dhabi show primed for ignition

Biennial show will be graced by a strong line-up

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AMG ups the ante on CLS

10

Subaru previews Impreza’s new look

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Porsche Cayman goes hardcore

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BMW unveils 6 Series Convertible

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Lamborghini wants to keep its DNA

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New Mercedes CLS63 AMG packs a twin-turbo V8

porsche speedster

Bold concept shows how Scooby will be spiced up

It’s mega-exclusive, but is the chop-top 911 worth it?

“I had to endure the odd scream from my passenger during the most extreme decents”

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Lighter, faster Cayman R lands here in March

jukebox medley We pitch Nissan’s offbeat new Juke against the VW Golf, Skoda Yeti and Mini Countryman

Gautam Sharma

page 28

Topless 6 Series launches before coupé sibling Cleaner emissions won’t compromise character

Drives/features

Porsche 911 Speedster first drive

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Kia Optima first drive

22

Jeep Grand Cherokee first drive

28

Nissan GT-R v F3 racer comparison

34

Toyota LandCruiser XTreme road test

42

Crazy Golfs comparison

52

Lotus Evora S drive

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This is how we roll drive

62

Ferrari’s flight of fantasy opening

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Exclusive chop-top 911 commands a hefty premium If only its dynamics matched its superb styling All-new SUV makes much-needed progress Can the all-paw warrior match a single-seater?

Iceland-prepared ’Cruiser tames the dunes

VW Golf takes on Nissan Juke and other rivals New supercharged range-topper is a firecracker

Wheel time in the entire Rolls-Royce model range A first look at the ultimate motorised theme park

Sport

Abu Dhabi Formula One Grand Prix

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UAE National Championships

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Batelco batters the opposition

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Sebastian Vettel becomes youngest ever F1 champ

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All the action from the Dubai Autodrome

Abu dhabi formula one grand prix

Fernando Alonso seemed on the brink of claiming his third F1 world title, but Red Bull hotshot Sebastian Vettel rained on his parade with an emphatic lights-to-flag victory

Bahraini squad triumphs in 24-hour karting enduro

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2 0 1 1 www.nissan-me.com

Ever since our first 4x4 hit the roads, the Nissan SUVs have been synonymous with power, technology and comfort. Armada, an unrivalled driving experience that shares the thrill with all. Pathfinder, a neverending world of features, gadgets and innovative solutions under one roof.

Xterra, the pure, untamed power that got us to discover beyond the paved roads. And now, the family’s newest member, the seventh generation Nissan Patrol: the hero of all-terrain, the ultimate combination of luxury and performance. Welcome to the family. Visit www.nissan-me.com to find out more about Nissan’s SUV lineup - the largest in the region.

• Saudi Arabia: Alhamrani United Co., Jeddah, Tel: 02-6696690, Alhamrani Trading & Import Co., Riyadh, Tel: 01-4747777, Al-Jabr Trading Company, Damam, Tel: 03-8324300 • Dubai & Northern Emirates: Arabian Automobiles, Tel: 04-2952222 • Abu Dhabi & Al Ain: Al Masaood Automobiles, Tel: 02-6811118 • Kuwait: Abdulmohsen Abdulaziz Al Babtain Co., Tel: 4737977 • Oman: Suhail Bahwan Automobiles, Tel: 24560111 • Qatar: Saleh Alhamad Almana Co., Tel: 4283333 • Bahrain: Y.K. Almoayyed & Sons BSC(C), Tel: 736060 • Lebanon: Rasamny Younis Motor Co. S.A.L., Beirut, Tel: 01-273333

EDITORIAL

Group Managing Editor – Sport and Automotive Damien Reid Managing Editor Gautam Sharma Senior Sub Editor Elizabeth McGlynn Sub Editor Salil Kumar

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Up front

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Horses for courses

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merely another run-of-the-mill trundler? This is a question we motoring hacks are faced with on a daily basis, as our bread and butter is obviously derived from assessing cars across all genres and price ranges, and then conveying our two fils’ worth to you, our loyal readers.

I recently had renewed cause to ponder this dilemma during the media launch of the new Bentley Continental GT (the First Drive piece will run in next month’s issue). During the drive programme I shared the Conti with a scribe from a more generalised non-motoring publication, and he commented on

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how, to him, the car represented perhaps the ultimate wheeled aspiration. This

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got me thinking. Sure, I was impressed by the Bentley’s head-turning visual

Published by MediaquestCorp FZ Dubai Media City Al Thuraya Tower 2, 24th Floor UAE Tel: +971 4 391 0760 Fax: +971 4 390 8737 Printed at Emirates Printing Press, Dubai No part of this magazine may be reproduced, stored in a retrieval system or transmitted in any form except by permission. The publisher makes every effort to ensure contents are correct but cannot accept responsibility for errors or omissions. Unsolicited material is submitted to Autocar entirely at the owner’s risk; the publisher accepts no responsibility for loss or damage. With regret, competitions and promotional offers, unless otherwise stated, are not available to readers outside the Middle East. Reproduction in whole or part of any photograph, text or illustration without written permission from the publisher is prohibited. Due care is taken to ensure that the content of Autocar Middle East is fully accurate, but the publisher and printer cannot accept liability for errors and omissions. © Mediaquest Corp FZ 2010. ISSN 1990-827X

presence, sumptuous cabin and effortless twin-turbo 12-cylinder grunt but, all the same, I’d probably never aspire to owning one. Firstly because my modest journo’s salary means it’ll never be within my financial grasp anyway – unless I start living in a cardboard box and subsist for the rest of my life on two-minute noodles – and, secondly, because nimble, focused sporststers are more my thing. As the ‘GT’ in the Conti’s nomenclature implies, it’s a pure grand tourer, at its best when driven briskly, rather than frenetically – the sort of car in which you can cross continents without breaking into a sweat or being in need of a

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UK EDITORIAL

Editor Chas Hallett Editor-in-chief Steve Cropley Managing editor Allan Muir Editor-at-large Steve Sutcliffe Associate editor Hilton Holloway Features editor Matt Saunders Chief road tester Matt Prior Senior road tester Jamie Corstorphine News editor John McIlroy News Reporter Mark Tisshaw Chief photographer Stan Papior Group publishing manager Darren Pitt management Publisher Alastair Lewis Publishing director Stuart Forrest Group director Patrick Fuller Licensing director Tim Bulley Autocar, Motor, Autocar & Motor are registered trademarks. Registered as a newspaper with the Royal Mail. Member of the ABC. No part of this magazine may be reproduced, stored in a retrieval system or transmitted in any form except by permission. The publisher makes every effort to ensure contents are correct but cannot accept responsibility for errors or omissions. Unsolicited material is submitted to Autocar entirely at the owner’s risk; the publisher accepts no responsibility for loss or damage. With regret, competitions and promotional offers, unless otherwise stated, are not available to readers outside the UK and Eire. © Haymarket Magazines 2010.

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chiropractor in the aftermath.

For what it’s designed to do, and the image it’s designed to convey, the Continental GT ticks the requisite boxes. And it’s therefore no surprise the car has been a huge sales hit for the winged brand since its 2003 launch.

At the end of the day, the car industry is a business, and if a company’s products are contributing towards a healthy bottom line, it means they’re succeeding at what they’ve set out to do. Consumers, not motoring journalists, are ultimately the judges of whether a car company has got its value/style/ substance equation right, and this is something I always try and keep in mind whenever I’m reviewing a car.

Questions I address include: “Who is this car aimed at?” “What are the primary qualities its potential buyers are looking for?” and “How well does this car fulfil those criteria?”

If I can then express, via my keyboard, some lucid and objective answers – and entertain you in the process – I’ve managed to achieve what I set out to do.

Gautam Sharma Managing Editor

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NEWS Focus ST’s gaping mouth seems big enough to swallow VW Golf GTIs

Tantalising Toyota FT-86G will be one of the headline acts at the Abu Dhabi show

Abu Dhabi show set for ignition Organisers predict regional debuts of Toyota FT-86G and Range Rover Evoque will attract record turnout at 2010 Abu Dhabi International Motor Show

I

t’s showtime, folks! The Abu Dhabi International Motor Show (ADIMS) roars into action from December 7 to 11, and among the highlights will be the regional debuts of Toyota’s eagerly anticipated FT-86G coupé and the five-door Range Rover Evoque.

The FT-86G is Toyota’s first rear-wheel-drive coupé in several years, and performance junkies will be relishing the prospect of seeing it in the metal at the Abu Dhabi National Exhibition Centre.

The Range Rover Evoque is also likely to attract its fair share of rubbernecking, especially as there’s no shortage of would-be luxury SUV buyers in this region.

Toyota and Range Rover won’t be alone in rolling out

showstoppers as Hyundai, Kia and Mustang customisations in as little as five minutes.

Mitsubishi have grand plans of Meanwhile, the luxo brands their own, as do the Americans – will be headlined by Ferrari, namely GMC, Cadillac, Chevrolet, Maserati, Jaguar and Land Rover, Ford and Lincoln. each of whom will be showcasing Ford ME says it will showcase their entire model ranges. its MyTouch technology, a Away from the manufacturers, personalised control system that a number of auto accessories uses clicks, voice commands and suppliers will take part in ADIMS touch-screen tabs to manage ambient lighting, climate control, 2010. Among them, Lamasat, the Abu Dhabi-based tinting music, mobile phone, internet company, will be offering on-site connectivity and more. Ford’s services. It will also have a live stand will also feature the new demonstration of the all-new 2011 range of Mustang models.

“Glass guard film”, a bulletproof Visitors will have the material that can be installed in opportunity to virtually drive the Mustangs without leaving the both buildings and cars.

If driving, rather than looking, stand thanks to a high-resolution rocks your world, there’s an rally driving simulator. The stand outdoor kart track designed by will also feature the Mustang Al Ain Raceway where visitors can Garage, which will show live

race friends and family in highperformance go-karts.

Meanwhile, Al Hilal Bank plans to build on the success of its ‘Walk-in, drive out’ initiative launched at the 2008 Abu Dhabi show. This enables customers to select their favourite cars available at the show, obtain necessary auto finance, insure and register the car, then drive home their newly owned vehicle within one hour.

Organisers say they expect to comfortably beat the record of 50,000 visitors attracted by the last Abu Dhabi show, held in 2008. On that occasion there were around 400 models from more than 30 global vehicle manufacturers, with as many as 19 regional launches. These

included the Lamborghini Gallardo LP560-4 Spyder, Cadillac’s CTS-V and Escalade, and the Toyota Sequoia.

The ADIMS 2010 will take place against a backdrop of strong recovery in the Middle East auto market, with the UAE capital playing a leading role. Premium brands across the region have reported growth of more than 10 per cent during 2010, while volume brands are also experiencing a return to form.

Over recent years, the Middle East has increasingly made its presence felt on the global car market, with tie-ups between Kuwait and Aston Martin, Bahrain and McLaren, and Abu Dhabi and Mercedes-Benz and Ferrari.

8 WWW.AUTOCAR.AE DECEMBER 2010

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Abu Dhabi International Motor Show | News

Five-door Range Rover Evoque will be making its Middle East debut mere weeks after being revealed to the world at the Los Angeles show

Ford will unleash its 2011 Mustang, which packs renewed firepower from its high-tech new 5.0-litre V8

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NEWS

official pictures

CLS63 is wider and lower than standard car

AMG ups the ante on CLS New Merc CLS63 AMG will pack up to 549bhp and 800Nm from new twin-turbo V8

Its twin-turbo 5.5 V8 will be offered in two states of tune

Mercedes-Benz is out to raise the stakes with its rapid new CLS63 AMG — the third model to receive its torque-laden twinturbocharged 5.5-litre V8.

The aggressively styled fourdoor, pictured here officially for the first time prior to its public premiere at last month’s Los Angeles motor show, is scheduled to enter production next year. It should go on sale in the Middle East in April/May. The twin-turbo 5.5-litre V8, first revealed in March, has been conceived to replace AMG’s naturally aspirated 6.2-litre V8.

The engine will be offered in two states of tune. In standard guise, it kicks out 518bhp and 700Nm of torque at 1750rpm.

This gives the new CLS63 an additional 9bhp and 70Nm

over its predecessor. However, a performance package will lift those outputs to 549bhp and 800Nm at 2000rpm.

The heady reserves are channelled to the rear through AMG’s seven-speed MCT gearbox.

Mercedes claims 0-100km/h in 4.4sec in S (for Sport) and M (for Manual) modes — and 4.3sec with the optional performance package. Top speed remains limited to 250km/h but an optional driver’s package can be ordered, which raises it to 300km/h.

The CLS63 also gets a stopstart system that operates in tandem with brake energy recuperation, allowing AMG to decouple the alternator for stronger acceleration and lower consumption. Provisional figures

put combined fuel consumption at 28.5mpg and CO2 emissions at 232g/km, which better the old model’s by an impressive 9.1mpg and 113g/km overall.

The new CLS63’s front track is 24mm wider and it rides 15mm lower than the standard CLS. The suspension has MacPherson struts with steel springs up front and a multi-link set-up with AirMatic air springs at the rear.

Compared with the standard car, the CLS63 gains a deep front bumper, a uniquely designed bonnet and wider front wings with ‘V8 Turbo’ badges.

It also gets slightly wider sills, a subtle boot spoiler and a reprofiled rear bumper with a faux diffuser. The standard 19in wheels are shod with 255/35 (front) and 285/30 (rear) tyres.

nissan Murano loses its head This was Nissan’s headline-grabbing act at last month’s Los Angeles motor show: the Murano CrossCabriolet. The firm is calling the car “the world’s first all-wheel-drive crossover convertible”. It says the car has room for four adults and luggage, even with its roof down, and a “premium” interior. It’s due to go on sale early next year, but there’s as yet no word on whether we’ll see it in the Middle East.

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NEWS

Subaru previews Impreza’s new look Bold 4dr concept shows how next Scooby will be spiced up

official picture

Tapered roofline, bulging arches and complex body surfacing denote a more positive design direction for next Impreza Subaru will spice up the next-generation Impreza due in 2011 with vastly more contemporary styling in a drive to lift flagging sales.

Revealed as the Impreza Design Concept at last month’s Los Angeles motor show, this small saloon previews a European-flavoured design language with strong shoulders and more complex body surfacing, beefed up with wide sills and bulging arches.

The shoulders and arcing roofline look rather Volvo-like and emphasise strength much more than today’s bland design.

Subaru claims the concept “conveys a sporty four-door coupé style” and says it has “blended two design ideas — dynamic flow and confident stance

— to showcase performance, driving enjoyment and quality”. The concept’s grille design is already on the current Legacy — but the gaping brake vents and angled headlights are new. And the Legacy’s pronounced wheel arch bulges are exaggerated further on the concept.

It is significant that the next Impreza is being shown as a four-door, the body style that’s provided the bulk of sales since launch in 1992.

Subaru took a risk to move today’s Impreza into the mainstream by designing a five-door hatch first and then spinning off a four-door, to take on Europe’s best brands in their heartland.

But the plan misfired and the Impreza failed to conjure up the magic of previous generations.

EXIGE’s electric nemesis This is the Nemesis, an electric Lotus Exige from Ecotricity, which will power the car by green electricity produced in its network of 51 wind turbines.

Nemesis can reach 160km/h in 8.5sec and go on to 270km/h. Its powertrain comprises two brushless motors and 96 lithium ion polymer battery cells.

Ecotricity is already planning a successor to Nemesis in a bid to claim the UK electric land speed record.

Subaru also hasn’t mentioned two-wheel drive — suggesting that the experiment with 2WD on today’s Impreza will also be abandoned, despite pressure to cut emissions.

Under the bonnet of the concept is a hallmark flat four engine in 2.0-litre capacity. It’s understood to be a new unit derived from the 2.5-litre boxer that powers the Forester in the US. Subaru appears to be ploughing its own furrow in next-gen transmissions by mating the motor to a CVT, rather than a dual-clutch ’box. That also supports parent company Fuji Heavy, which supplies CVTs to other manufacturers, notably Nissan.

JULIAN RENDELL

Red Bull run Dubai last month witnessed what could possibly be described as the noisiest and most surprising mornings the city has ever awakened to. At 7:30am on a Friday, Red Bull Racing’s Formula One car screamed along Sheikh Zayed Road, up to the gates of Emirates Towers, reaching speeds in excess of 297km/h.

Sheikh Zayed Road’s residents rubbed their eyes at the unexpected sight of the Formula One car and traffic came to halt as A1 champion Neel Jani took the screamer for a high-speed blast along the city’s main road.

“It was so cool being able to see Dubai’s famous skyline from the car – it was a pretty unique experience”, said 27-year-old Jani. “I could see Burj Khalifa and Emirates Towers and feel really lucky that I was the one who was able to complete the run here. Thanks to Red Bull for giving me such an overwhelming opportunity.”

“All Show Runs are individual, but although we have done it in different cities around the world, Dubai’s Show Run turned out to be one of a kind,” said Red Bull Racing Support Team Manager Tony Burrows. “We had to cool the engine with dry ice since the ambient temperature was above 30 degrees. This enabled the Red Bull Racing car to deliver over 750hp on Sheikh Zayed Road.”

The F1 car’s eye-opening high-speed run was performed just one week before the Formula One Etihad Airways Abu Dhabi Grand Prix where Red Bull Racing’s Sebastian Vettel wrapped up the 2010 driver’s championship. The Show Run was organised in co-operation with du, the Official UAE Telecom Partner for a series of high-energy Red Bull events in the UAE in 2010.

quick news

Bespoke colour combos for Flying Spur Bentley has launched a range of bespoke colour and trim options for the Continental Flying Spur. Available from next March, the ‘Series 51’ colour combinations are recommended by Bentley’s designers.

Marussia backs F1’s Virgin Racing

Russian sports car maker Marussia Motors has secured a longterm investment with F1 team Virgin Racing. The firm hopes its involvement in F1 will help sales of its B1 and B2 sports cars, as well as other concepts set for the European market.

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NEWS

Fixed rear spoiler is part of the Cayman Aerokit

official pictures

Cayman goes hardcore Lighter, faster new Cayman R debuts at Los Angeles show; on sale here in March PORSCHE RAISED EYEBROWS at the Los Angeles motor show by revealing a lighter, more powerful, stripped-out version of its mid-engined Cayman.

Called Cayman R — and not Club Sport, as had been rumoured — the model uses lightweight components and a number of alterations to the spec sheet to shed 55kg from the Cayman S. The Euro-spec model loses air conditioning and the

stereo, and adopts lightweight 19in alloy wheels (as seen on the Boxster Spyder), carbonfibre sports bucket seats and lighter interior door panels from the 911 GT3 RS. No need to break into a sweat though, because ME-spec cars will retain airconditioning and a stereo.

A mild retune of the Cayman S’s 3.4-litre powerplant has yielded a further 10bhp, taking the R to 325bhp. Torque remains

the same, at 370Nm, but the slight increase in grunt and weight reduction gives the new car a power-to-weight ratio of 252bhp per tonne (247bhp per tonne with a PDK gearbox).

The R shaves 0.2sec from the Cayman S’s 0-100km/h time, to 5.0sec, and reaches an increased top speed of 282km/h (up from 277km/h). The PDKequipped R covers 0-100km/h in 4.7sec and hits 280km/h.

The chassis set-up includes a limited-slip differential as standard and sports suspension that lowers the car by 20mm.

The car’s fuel tank is also slightly smaller, at 54 litres.

The standard kit list may not include air-con, but you do get what Porsche calls the Cayman Aerokit: styling addons including a fixed rear spoiler in a contrasting colour, blackframed halogen headlights,

contrasting side mirrors and Porsche side stripe decals. The Peridot metallic paint shown on the launch car will also be exclusive to the R. The Cayman R is due on sale in the Middle East in March, priced from $63,490. That equates to a premium of about $5000 over a Cayman S. Expect to pay about $66k for a Cayman R with Porsche’s PDK dual-clutch sequential gearbox.

Maserati guns for Cayenne Maserati SUV will draw on the Grand Cherokee chassis

Maserati is gearing up to take on the Porsche Cayenne with a new SUV, Fiat and Chrysler Group boss Sergio Marchionne has revealed.

The firm’s R&D boss, Harald Wester, revealed recently that Alfa will use the Jeep Grand Cherokee platform as the basis for an upmarket SUV to rival the BMW X5. It would join the 159’s successor and a more affordable compact SUV as Alfa re-enters the US market in 2013.

Marchionne confirmed the plan for a large SUV in a conference call with journalists last month and then hinted that the platform — originally designed for

the Mercedes M-class, R-class and GL back in the days of DaimlerChrysler — could also underpin a new Maserati.

Marchionne said: “One of the things we are now looking at in some detail is utilising this architecture and extending its application for future products both within Chrysler and outside Chrysler.”

Marchionne also revealed that he is looking closely at using existing Maserati engines in the new performanceorientated SUV. This sets up the possibility of the new SUV using the same Ferrari-produced V8 engines as the GranTurismo, GranCabrio and Quattroporte.

Greg Kable

quick news

Top Euro drivers for UAE drifting exhibition

Sixteen of the world’s top JDM Allstars drivers from Europe will vie for honours in an end-of-season exhibition match at Dubai Festival City from December 9 to 11. Some of the biggest names in hip-hop will also be performing on stage.

Paul Weller’s Mini up for grabs

Mini is auctioning this one-off car in the UK. It has a colour scheme by musician Paul Weller, and proceeds will go towards the Nordoff Robins trust and War Child.

The auction runs for a month.

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NEWS

Topless 6 Series comes first BMW launches new luxury convertible six months ahead of the fixed-head coupé BMW has abandoned its traditional launch approach with the third-generation 6 Series by introducing the soft-top version of the new two-door before the successor to the fixed-head coupé.

Pictured here officially for the first time, ahead of a public premiere at the Detroit motor show in January, the upmarket convertible is planned to go on sale in the ME in March, six months before the new 6 Series coupé is set to reach local BMW showrooms.

The new convertible is a clear evolution of the outgoing model. It carries fresh new styling first revealed on the four-door BMW GranCoupé back in April, plus increased exterior dimensions and a roomier four-seat interior.

It also gets an multi-layer cloth hood, developed in partnership with Germanbased roofing specialist Edscha. The fully automatic structure, which retains the

characteristic buttresses that extend back over the bootlid, is claimed to open in just 19sec and close in 24.

It is covered by a plastic tonneau cover when lowered to preserve the car’s elegant new lines. The glass rear screen, mounted vertically, can be opened independently of the cloth hood.

At 4894mm in length, 1894mm in width and 1365mm in height, the new convertible is 74mm longer, 39mm wider and 9mm lower than its predecessor. It also rides on a wheelbase that has been extended by 74mm at 2855mm.

Inside, there’s a more driver-oriented dashboard and centre console than in the old model, and greater leg, head and shoulder room. Luggage capacity remains the same as before, at a nominal 350 litres when the roof is up and 300 litres in open-top guise.

The new 6 Series convertible will be launched with the

choice of two direct-injection petrol engines in combination with a standard eight-speed automatic gearbox.

The base model, the 640i, gets a turbocharged 3.0-litre straight six with 320bhp and 450Nm of torque. It is claimed to hit 100km/h in 5.7sec and a maximum of 250km/h, while returning 35mpg and CO2 emissions of 185g/km.

Topping the initial line-up will be the 650i. It runs a turbocharged 4.4-litre V8 with 407bhp and 600Nm, enough for 0-100km/h in 5.0sec, but delivers 26mpg and 249g/km.

Other engines will follow, including a 286bhp turbodiesel.

Also planned is a successor to the M6 convertible, which eschews the 407bhp naturally aspirated 5.0-litre V10 of today’s model for a version of M division’s new twin-turbo 4.8-litre V8, rumoured to push out in excess of 550bhp.

GREG KABLE

Dashboard and centre console are now more driver-oriented

official pictures

Boot capacity is the same at 350 litres; room for your clubs

quick news

Lotus concepts on show in US

Lotus created an ambitious stand for last month’s LA motor show, bringing all five of its concepts to the US for the first time. The firm is focusing development efforts on the new Esprit supercar but says the other projects are moving forward too.

Overfinch in administration

Range Rover tuning specialist Overfinch, established in 1975, has been placed in administration. The legal team managing the administration is “confident” the company can be sold within weeks.

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NEWS

Lambo: we’ll keep our DNA Company boss says its cars will retain their character and still have lower emissions Last Murciélago rolls off the line.

Reventon (above) provided clues to next-gen V12 flagship

Lamborghini boss Stephan Winkelmann says the company will need to “fight to preserve its DNA” as it strives to clean up future supercars and hit its target of a 35 per cent reduction in CO2 emissions by 2015.

Speaking at the launch of the firm’s new V12-based powertrain — which is predicted to deliver a reduction in CO2 emissions of around 20 per cent when it arrives

in the Murciélago replacement next spring — Winkelmann said smaller improvements in engine efficiency and lightweight construction techniques would help to achieve the ambitious targets set for 2015.

But he also warned that other emission efficiency measures — such as the introduction of turbocharged, smaller-capacity engines — would be resisted,

because they risk damaging Lamborghini’s brand values.

“Of course, having a new gearbox and engine allows us to make the biggest sort of step in this area,” Winkelmann told Autocar.

“So that’s what we’re seeing with the new V12. But we can still predict smaller steps in that area and also more lightweight materials to help us.

“However, we also have to look very carefully at what customers expect from us as a brand, and that cannot be changed. We must fight to preserve that DNA and that will influence what we do to improve the CO2 emissions. Performance is still at our core. If we alter that then we have nothing.”

Winkelmann also hinted that Lamborghini is once again considering adding a third model to the range, having canned the Estoque four-door during the economic crisis. “We have made some hard decisions over the past two years, but now we will regroup to see what can happen.”

The most obvious candidate for production is the Estoque. But burgeoning interest from markets, such as Russia and China, as well as continued sales in the Middle East, may yet persuade the firm to consider an SUV successor to the LM002 off-roader.

JOHN McILROY

CEO won’t sacrifice cars’ spirit at altar of emissions

quick news

Toyota’s Tesla RAV4 goes on show

An electric RAV4 was on Toyota’s LA show stand last month. It featured a Tesla electric powertrain and will go on sale in the US in 2012. However, the company has said it is not planning to bring the electric SUV to the ME.

CR-Z is Japan’s Car of the Year

The Honda CR-Z has pipped VW’s Polo to the Japanese COTY title in the closest-fought poll that the annual award has ever seen. Honda received 406 votes, compared to VW’s 397. In third and fourth were the Suzuki Swift and Peugeot RCZ.

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Analysis

Tyres to get green rating label From 2012, every tyre sold in Europe will have a label ranking its efficiency, noise and wet grip

O

n November 1, 2012, European Regulation No 1222/2009 will take effect. It will require all new tyres sold in the EU to carry a standardised information label rating each tyre’s performance across three criteria: fuel efficiency (in other words, rolling resistance), graded from A to G; wet braking performance, graded from A to F; and external tyre noise, measured in decibels and represented by a series of black bars.

The tyre label’s origins stem from the European Commission’s Energy Efficiency Action Plan, a scheme designed to cut Europe’s energy consumption by 20 per cent by 2020. The label itself follows the design of the energy rating labels already found on cars and domestic goods, and it’s the fuel efficiency rating that takes precedence.

Some details are still to be finalised, but the plan is firmly in place. And, broadly speaking, both tyre manufacturers and retailers seem to think it’s a good thing.

“It doesn’t show all performance parameters but it’s a good starting point to help people make a decision,” says Michelin’s product marketing manager, Steve Dolby.

Unlike the independent Euro NCAP crash tests, the tyres’ performance ratings will be determined by the manufacturers themselves. “It will be done by standardised tests,” explains Dolby. “The ISO tests for wet grip and noise are already in place.

The key is to make sure all the manufacturers’ test facilities give compatible results. There are still discussions going on.”

Retailers, too, are supportive.

Many expect the label to help their customers make a better-informed purchase. “It’s a good thing,” says David White, Kwik Fit’s customer services director. “It’s about finding out what’s important to the customer. The label should

force a longer dialogue with them about their choice.”

For some, the label can’t come soon enough. “It should have been introduced a long time ago,” says Mike Welch, managing director of online retailer blackcircles.com.

“I’m confident it will be a major plus for retailers. On top of that, we may see a rise in the quality of tyres on the market.”

But does it go far enough?

If it encourages people to buy more fuel-efficient tyres, then it will be job done as far as the EC is concerned. But although the label’s ratings are set in stone for 2012, the scheme is up for review in 2016. That could result in the inclusion of extra information.

UK’s Kwik Fit’s David White cites tyre age as being a key issue, while Michelin’s Steve Dolby points out that, for many buyers, wear performance is a priority. But he admits that although it has been a discussion point with the EC, “it’s difficult to get a standardised test”.

Without doubt, the label is a step in the right direction.

If nothing else, it should highlight the shocking wet-grip performance of some budget brands previously exposed in Autocar’s own tests. But it remains to be seen whether that particular performance criterion will sway buyers more than the potential for saving money on fuel with a tyre that has a better rolling resistance rating.

There are, of course, conflicts that may determine whether a tyre’s overall rating is perceived as ‘good’ or ‘bad’. For example, a tyre with low rolling resistance may not necessarily have good wet grip, and a tyre with good wet grip may well be noisy (although it’s debatable just how many motorists consider external tyre noise as an issue).

Meanwhile, performance

tyres that excel in the dry may score poorly on all counts.

Continental’s official line is perhaps more circumspect than that of some manufacturers. It broadly approves of the tyre label despite the “conflicting goals” it presents for engineers. But it also recognises that the limited information it provides goes only so far: “Tyre tests conducted by car magazines and consumer bodies will continue to be the most comprehensive source of information for motorists.”

Tim Dickson

‘The label should highlight the shocking wet-grip performance of some budget tyres’ Tyre label will look similar to the one used for new cars

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FIRST DRIVES

QUICK FACTS Price $209,654 On sale Feb 2011

Porsche 911 Speedster An iconic Porsche body style returns for this exclusive convertible 911 first verdict One for Porsche collectors only. Forthcoming 911 GTS Cabriolet should prove a better bet

AAAAC understanding the point of the new Porsche 911 Speedster requires rewiring your brain to accept that cool, detached logic has little to do with it. For if you allow common sense even a glimpse of the Speedster, it will start to ask questions. Awkward ones like, “Couldn’t I buy a GT3 and a Boxster Spyder and still have a fivefigure sum left over?” Ah yes, Porsche will tell you, but they are not exclusive.

Or, put more properly, Exclusive.

The Speedster follows hot on the heels

of last year’s Sport Classic as the latest product created by Porsche’s Exclusive department.

These are the wacky folks in Stuttgart who, over the past 25 years or so, have brought you cars such as the shovel-snouted 930 Turbo, 968 Turbo S, 993 Turbo S and, last year, the 997 Sport Classic.

And they’re not kidding about the exclusivity. Apparently out of homage to the first 1954 Speedster, just 356 are going to be built, each one retailing for $209,654 in the ME. By comparison, the original 356 and subsequent G-series 911 and 964based Speedsters (of which 4144, 2103 and 930 respectively were built) were positively common.

At its heart, this new Speedster takes the wide body of the Carrera 4S Cabriolet but the rear-drive, 402bhp upgraded powertrain from the Sport Classic, which will next year become standardised in the 911 GTS. The only transmission on offer is a seven-speed PDK. Wide Fuchs-style wheels plus the bumpers and valances are also Sport Classic carry-overs.

But your attention is drawn first to the double-bubble hood cover and shortened windscreen, abbreviated to the tune of 60mm. Unlike previous Speedsters, the rake of the screen remains unchanged. But also unlike its forebears, you don’t have to sign papers saying you understand your Speedster is not waterproof; this one

emphatically is. The hood mechanism is more complex than complicated and putting it up or down requires none of the wrestling demanded of you by a Boxster Spyder. To raise it, electrics lift the hood cover, which you then manually hinge back to provide access to the hood itself. You then pull the hood into place and dive inside to secure it to the windscreen, before leaping out to lower the cover, diving back inside to tension the rear roof struts, and finally using the electrics to clamp the cover back in place. Porsche says one person, suitably trained, can do it in less than two minutes.

The weight shed by removing various electric roof motors and adding aluminium doors and PCCB

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rainstorm.

MATT PRIOR

11/25/10 3:08 PM

W

Speedster has the C4S Cabriolet’s wide body but rear drive only; handling is as sweet as that of any other soft-top 911

NEW TECH a glass apart Porsche may be planning to make just 356 Speedsters, but the car has had to go through the same homologation process, including rollover tests, as any other new car.

The hood presented a particular challenge as the pop-up roll bars come into contact with the rear screen thanks to its much lower roofline. Clearly the easy option would have been to make the screen from a thin plastic that would simply rip away, but Roll bars have Porsche wanted glass, so it developed a special shatterproof glass spikes to pierce and equipped the roll bars with tiny spikes to pierce it. Job done. the rear glass

Cabin is swathed in leather, including the body-coloured trim around the air vents. There’s no manual gearbox on offer

ou’ll hardly ever see Y another one Engine and chassis work well together Looks quite cool with the roof down

no good I t’s hideously expensive No rear seats No manual option

Soft-top takes a bit of time to raise

It is, in short, a car for completists or for those turned on by ownership of something others cannot have. It’s a great car, but that’s more because it’s a 911 than because it’s a Speedster.

Its value, therefore, is defined almost entirely by your desire to be Exclusive.

Porsche 911 Speedster Price Top speed 0-100km/h Economy CO2 Kerb weight Engine Installation Power Torque Gearbox Fuel tank Boot Wheels (f,r) Tyres (f,r)

$209,654 306km/h 4.4sec 27.4mpg (combined) 242g/km 1540kg Six cyls, 3800cc, petrol Rear, transverse, RWD 402bhp at 7300rpm 420Nm at 4200rpm Seven-spd dual-clutch auto 64 litres 135 litres 8.5Jx19in, 11.5Jx19in 235/35 ZR19, 305/30 ZR19

PAUL BAILEY

Manufacturer’s claimed figures

so good

factfile Vitals

off Windscreen has had 60mm chopped

carbon brakes is matched exactly by that gained by the wide body and endless equipment list, meaning the Speedster weighs not one kilo more or less than a C2S Cabriolet. The result is that it drives very much as you’d expect, offering flashing performance, admirable body rigidity and poise.

But you could say as much about any convertible 911, and this is not why the Speedster will sell. Instead, it will go to those who buy into an interior so covered in leather that even the air vents and coat hooks are swaddled in the stuff. They’ll love the anodised steel kickplates, the unique series number of their car (which they can choose) and the ‘Speedster’ inlaid into the handbrake.

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01234

FIRST DRIVES

kia optima QUICK FACTS Price From $17,700 On sale Now

Kia throws down the gauntlet to the mediumsedan luminaries with its shapely new Optima.

Gautam Sharma samples it

I

s this really a Kia? Despite already knowing this to be the case, one can’t help but silently ponder after first laying eyes on the all-new Optima, coming, as it does, from a brand that’s been synonymous with cheap-and-cheerful products rather than anything that could even remotely be classified as “aspirational”.

Walk around the car, survey it from all angles, and still there’s no trace of frumpiness, awkward creases or any indication the Optima was concocted purely with A-to-B functionality in mind – and never mind the fancyshmancy design language. I’m

gobsmacked. This is the sexiest thing to emerge from Korea since, er…ever.

Chances are you’ll navigate through the same thought processes once you clap your peepers on it.

It shouldn’t come as a complete surprise though, as already this year the company has given us the Cadenza and Sportage, both of which represented dramatic departures from what we’ve come to expect from Kia. Deftly styled under the watch of ace crayon wielder Peter Schreyer, these are in-the-metal proof that Kia has serious ambitions of toppling the well-entrenched Japanese players – not just on price, but also on looks, build quality and ride/handling.

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Interior layout far better executed than Kias of the past; quality of trim and materials also a distinct improvement

Twin sunroofs are the next best thing to a targa top

Air-con capable of nullifying Middle East scorchers

Well-sculpted seats have active head restraints

panoramic sunroof ($19,600) and range-topping EX 2.4 ($24,230).

The newcomer is longer, lower and wider than the old Optima, while the wheelbase has been stretched by 75mm to liberate noticeably more interior space than the predecessor offered. The crisply styled new bodyshell is also slipperier through the air, with a Cd of 0.29 – compared with 0.32 for the oldie.

Kia’s boffins say they benchmarked the Optima’s dynamic performance against the Volkswagen Passat (which they regard as the segment leader), but after tackling a 300km-plus test loop across a variety of roads, it’s clear the Optima looks a lot better than ◊

factfile Vitals

The Optima is the latest salvo in the new-model onslaught, and it’s tackling arguably the most competitive segment (Kia’s estimates suggest demand for mid-size sedans will increase from 4.3 million vehicles last year to 5.3 million in 2013).

It’s off to a good start, launching in Korea in May this year and notching up more than 10,000 monthly sales in June and July to become the brand’s first No1-selling family sedan in its home market. Kia Middle East obviously has designs on making a dent in the regional market too, as UAE pricing starts at a keen $17,700 for the entry-level 2.4-litre LX model.

Further upstream are the LX 2.4 with

Kia Optima 2.4 EX Engine Power Torque Transmission Kerb weight Length Width Height Wheelbase 0-100km/h Top speed Price

2.4-litre four-cylinder 177bhp at 6200rpm 231Nm at 4000rpm Six-speed auto 1436kg 4845mm 1830mm 1455mm 2795mm 9.5sec 210km/h From $17,700

Manufacturer’s claimed figures

Rear legroom is noticeably more generous than in outgoing Optima

Two-tone colour scheme works well

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First Drive | Kia Optima

‘Is this really a Kia? Despite already knowing this to be the case, one can’t help but silently ponder...’

LEFT: 2.4-litre four-cylinder engine isn’t particularly charismatic, but it gets the job done

Six-speed auto is smooth-shifting

Ventilated seats a boon for our region

KIA ON A ROLL Kia and sister brand Hyundai have made giant strides in terms of technology and aesthetics over the past decade, and this is amply reflected by the sales figures.

Kia sold 1,187,412 cars globally in 2005, but the company’s projections point to a tally of 1,874,000 vehicles for 2010 – an increment of almost 60 per cent in five years. The company’s growth initiatives include setting up plants in China (430,000 units annually),

Slovakia (300,000 units) and the US (300,000 units).

Also in the works is a new ‘Red Cube’ showroom identity that’s intended to impart a “consistent premium” feel, in contrast to the mixed-bag look of the existing retail outlets. The company wants to ensure it stays in the public eye by continuing its naming sponsorship deals with the Australian Open tennis championship and the FIFA World Cup football tournament.

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Comparison | Jag XKR v BMW M6

Optima cruises effortlessly, but slight wind noise emanates from A-pillar

∆ it drives. For starters, its steering is way too light, offering virtually no feedback to your fingertips. It makes for easy work in tight car parks, but on the open road it feels as though you’re driving via remote control.

The Optima is certainly no Mazda6 or VW Passat when hustling across twisty roads, lacking the tautness and precision of this pair, as well as exhibiting far higher levels of body roll. Its slight roly-poly nature and woolly steering hardly inspires confidence for max-attack driving, but it’s adequate at moderate touring speeds... adequate but disappointingly uninspiring when contrasted with its edgy styling.

However, the fact remains that the typical Optima buyer will be in the market for a comfortable, spacious and value-packed package rather than a hardcore back-road blaster. On this front it delivers. Ride quality is never less than compliant, the seats have bolstering in the right places, and the driver-oriented dash/centre console puts all key controls within easy reach of the driver. Ergonomically, and in terms of the look and feel of the cabin, it’s a huge step forward from its predecessor.

Just one mechanical spec will be offered in the Middle East – a 2.4 litre engine with average-for-the-segment outputs of 177bhp and 231Nm ◊

Animated graphics designed to liven up driver interface

Optima’s broad-shouldered stance sets its apart from the herd

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First Drive | Kia Optima

iPod compatibility is among Optima’s mod-cons list

Design revolution under Peter Schreyer has clearly paid dividends

Start-stop button a rarity in this class

∆ and these are channelled to the front wheels by a six-speed automatic transmission. The engine goes about its business in efficient if workmanlike fashion, and noise levels only become intrusive when you’re caning the daylights out of it.

There’s also noticeable wind noise emanating from around the A-pillar at freeway speeds.

The six-speed auto is admirably smooth-shifting, and steering wheelmounted paddle shifters are a rarity in this price category. The only criticism of the transmission is that it has a slight tendency to hunt between ratios

Dials nestled within stylish binnacle and easy to take in at a glance

when you’re punting across twisty, undulating backroads.

As it is, the Kia Optima has the opposition beaten in several key areas; it’s clearly the best looker in its class, the cabin ambience is great, and it stacks up well in terms of the value equation it offers. However, there’s no getting around the fact that the Mazda6, Ford Mondeo and Honda Accord are dynamically superior cars, although their extra ability comes at a slight price premium.

Close, but no cigar, Kia. Perhaps one more generation of progress and evolution will do it… L

Alloy pedals are slight overkill

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FIRST DRIVES QUICK FACTS Price From $34,900-$47,440 On sale Now

Jeep Grand Cherokee Jeep opens a new chapter by unleashing its crucial new Grand Cherokee.

Gautam Sharma puts its all-terrain capabilities under the microscope JEEP – and its Chrysler Group parent – has climbed a figurative mountain over the past two years. Battling through bankruptcy and coming to grips with the fact that it would now have to answer to Italian masters (namely Fiat), the company has been through the wringer.

The doubters questioned whether the iconic Chrysler/Jeep/Dodge brands would even survive the next five years. However, now come the first signs that the tide might be gradually, inexorably, turning.

The Chrysler Group recorded an operating profit of $239m for the first three-quarters of this year and here, staring me in the face, is in-the-metal proof that there is actually reason for further optimism.

Jeep has just rolled out its crucial new Grand Cherokee, a vehicle that redresses

many of the shortcomings of its long-inthe-tooth forerunner.

Chrysler boss Sergio Marchionne recently went on record as saying a wholesale revamp of the company’s line-up was in the works and, going on preliminary impressions, the Grand Cherokee is a fairly convincing first salvo (even though it was conceived before the Fiat Group acquired a controlling stake in Chrysler). The key objectives given to the Jeep boffins were to improve cabin quality, boost refinement, and endow the big SUV with on-road manners to match its opposition. Of course, the off-road capabilities synonymous with the brand couldn’t be compromised, and the vehicle would still need to offer strong value for money.

They’ve certainly succeeded on the latter front as the entry-level Laredo starts at a keen $34,900, and further up the pecking order are the Limited V6 (from $37,410), Limited V8 (from $40,270) and Overland (from $47,440).

The base engine is an all-new 3.6-litre ‘Pentastar’ V6 that pumps out a robust 281bhp and 347Nm, which is certainly competitive against the likes of the 4.0-litre Toyota Prado (262Nm/395Nm) and 3.8litre Mitsubishi Pajero (247Nm/329Nm).

It’s a gutsy unit, but the range-topping 5.7litre Hemi V8 cranks out a beefier 347bhp and 520Nm – particularly handy if towing a boat is on the agenda.

The first vehicle I sampled over the twoday drive program was a 3.6-litre Limited, and the route for the day included a long

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Jeep Grand Cherokee | First Drive

User interface friendlier than before

Selec-Terrain is a no-brainer to use

Switchgear has a nice tactile feel to it

Auto has gated shift

Cooling is effective

All-terrain ability hasn’t been sacrificed in more civlised new Grand Cherokee

factfile

Luggage space compromised by steeply raked tailgate

JEEP GRAND CHEROKEE Engine Power Torque Transmission Kerb weight Length Width Height Wheelbase Ground clearance Approach angle Departure angle Price On sale

3.6-litre V6; 5.7-litre V8 281bhp; 347bhp 347Nm; 520Nm Five-speed auto 2191kg 4821mm 1938mm 1763mm 2916mm 205-270mm 26-34 degrees 27 degrees From $34,900-$47,440 Now

Manufacturer’s claimed figures

Vitals

freeway leg and stretch across rock-strewn wadis. The highway stuff was dealt with in comfort and it’s immediately noticeable how much quieter and more refined the new Grand Cherokee is vis-à-vis the oldie.

The only time it gets a bit raucous is when you get a bit heavy on the throttle. The V6 emits a relatively agricultural thrashy noise when you cane it, even though it does get the job done.

I preferred the smoother, punchier performance of the 5.7-litre V8 and – given that fuel is cheap around these parts – I’d have no qualms about spending the extra $2860 (the difference between the V6 and V8 versions of the Limited) to have the latter. If you buy the Overland it comes standard anyway. Both engines are mated to a five-speed automatic transmission ◊

Cabin ambience far better than plasticky predecessor

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‘The newbie rides on all-independent suspension that serves up a supple ride and generally good refinement’ ∆ that goes about its business in workmanlike fashion. It’s not the smoothest auto out there, but it’s not terrible either. There’s no steering-wheelmounted paddleshifts, but you can shift up or down manually by nudging the gearlever to the left or right.

The newbie rides on all-independent suspension (where the oldie had a solid axle at the rear) that serves up a supple ride, although the GC does wallow and roll a bit if you get enthusiastic through the twisties. It lacks the agility of a BMW X5 or Porsche Cayenne but, that said, it handles no worse than its direct competition.

The Jeep steers reasonably accurately, even though you get little or no feedback through the wheel, leaving you in the dark about how much grip is available.

However, it scores highly in the other tactile elements, as the interior is a huge step forward. Gone are the nasty sharpedged hard plastic surfaces, and in their place you’ll find an abundance of soft-

touch materials. The layout is dramatically improved too, as Jeep’s interior designers seemed to have finally gleaned that it’s okay to have a few curves, rather than nothing beyond a plethora of right angles.

The cabin is now a far better place to be, and it borders on matching the Germans, let alone the Japanese. Jeep also assures us that anything that appears like wood or leather is indeed that, rather than some lookalike substitute.

The front and rear seats are comfortable enough (there’s no seven-seat option) and the luggage bay is bigger than before, although the Grand Cherokee’s tapered derriere does eat into the available space.

The spare wheel has been relocated from under the vehicle to a recess under the luggage bay, so you needn’t get your knees dirty if you get a flat.

Getting back to the mechanicals, the GC comes with a new Selec-Terrain system that’s basically Jeep’s take on Land Rover’s no-brainer Terrain Response.

The rotary dial next to the gearlever has five modes – Sport/Auto/Snow/Mud and Sand/Rocks – and you simply twist it to the appropriate setting and engage lowrange where necessary before pressing on.

The on-board brain then tailors throttle response, gearshift points, traction control and suspension settings to make for easy – and hopefully uninterrupted – progress across rough terrain.

There are two 4x4 systems on offer – Quadra-Trac II and Quadra-Drive II. The first of these features a two-speed transfer case that constantly adjusts the torque split between front and rear axles to maximise traction, while the second system goes a step further with its Electronic Limited-Slip Differential (ELSD), which can apportion drive to each of the rear wheels individually to further boost traction.

Also new is Quadra-Lift air suspension (available only with the V8), which offers five ride height settings. In Normal Ride ◊

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Jeep Grand Cherokee | First Drive

Air suspension offers maximum ground clearance of 270mm

Grand Cherokee not averse to rough-housing tactics

Quadra-Drive II offers good traction, sending a greater percentage of drive to the wheels that can best use it

WHAT’S IN A NAME?

Profile has evolved, but Grand Cherokee is still recognisable as a Jeep

Debate still rages as to the origins of the Jeep name.

One school of opinion argues that the name dates back to the Second World War, in which the Willys Overland-built Model MB used for military duty bore the designation “GP” (for “Government Purposes” or “General Purpose”), which was phonetically slurred into the word jeep. Others suggest the vehicle was informally named after Eugene the Jeep, a character in the Popeye cartoons. Eugene the Jeep was Popeye’s “jungle pet” and was “small, able to move between dimensions and could solve seemingly impossible problems”.

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First Drive | Jeep Grand Cherokee ∆ Height mode the vehicle sits 205mm off the deck for around-town commuting, while Aero mode automatically drops it by 15mm at highway speeds for better fuel efficiency and stability. Clambering in and out of the cabin and loading luggage on the roof is made easier by selecting Park mode, which lowers the vehicle by 40mm. There’s also two all-terrain modes – Off Road 1 boosts ground clearance to 237mm, while Off Road 2 lifts it to a towering 270mm.

With the front air dam removed and Quadra-Lift air suspension set to Off Road 2 mode, the Grand Cherokee offers a 34.3-degree approach angle, a 27.3-degree (to rear recovery tow hook) departure angle and a 23.1-degree breakover angle – almost on a par with Nissan’s new Patrol.

Does it all work? In a word, yes. The Grand Cherokee is an easy vehicle to drive off-road, and neither rocky climbs/ descents nor sand dunes impeded our progress over the two days – although I did have to endure the odd scream from my passenger over the most extreme descents.

It’s pretty much just a case of managing the steering, brakes and throttle, and the electronics take care of the rest. The Grand Cherokee remains a genuine all-terrainer, so in this sense it hasn’t departed from Jeep’s utilitarian roots.

Where it has deviated, thankfully so, is in its aesthetics. Purists may argue that its sleeker lines don’t readily identify it as a Jeep, but there’s enough familiar cues there – such as the trademark seven-slot

Trademark seven-slot grille and quad headlights live on in latest model

grille and quad headlights – to soon erase any doubts. It looks contemporary and stylish, but it’s accomplished the evolution without losing its ruggedness – obviously important given the brand’s outdoorsy heritage. An interesting design element is the little Jeep seven-slot logo replicated within the headlights, a small clue to the attention to detail that went into the new model’s conception.

All in all, the new Grand Cherokee stacks up as an impressive device, particularly when you factor in its razor-sharp pricing.

It’s undoubtedly the best offering to date from Jeep, and a welcome sign that the brand is marching through difficult (fiscal) terrain in much the same way that its products are designed to do. L

Gunning for the top of the hill: Grand Cherokee has a big job to do for Jeep

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For a comfortable and safe drive.

New Rollin Roll ing g Si Simu m lation technology l an nsw swe erss your need for a quie iett an and d co omf mfor orta tabl ble se seda dan n riride de,, wi with thou outt co comp mpro romi misi sing ng on grip and safety.

Thatt's Dun Dun unlo lop op Ty Tyre Tec T chn hnol olog ogyy fo forr yo you.

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Wing and a scare How does an F3 racer compare with a really quick road car such as the Nissan GT-R on a circuit?

Steve Sutcliffe finds out at a rain-soaked track PHOTOGRAPHY STUART PRICE

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F3 single-seater vs Nissan GT-R | Track test

T

he list of former Formula 3 drivers who have gone on to ‘make it’ in Formula 1 is so long, and so chock full of household names, that there simply isn’t room in this feature to mention even half of them. But to convey how significant F3 is and, more specifically, the Cooper Tyres British F3 Championship, perhaps the best way is to recount the tale of one Ayrton Senna da Silva, as he was known before he reached F1.

Back in the day, Senna realised that if he was going to make his mark in F1, he would first have to conquer F3. And so he took a look around, realised that the only series in which he would truly be recognised as a future world champion was the British championship, and duly secured himself a seat.

He hated the weather in the UK, apparently – didn’t much like being

away from his native Brazil at all, really.

But he stayed over here because he knew that he had to, and after an epic, season-long battle with Martin Brundle he won the championship. And the rest, as they say, is history.

Not much has changed since then in terms of the significance of the British F3 Championship. It’s still the place to make your mark on your career path towards the big time. The most recent series victor to make it into F1 is Spaniard Jaime Alguersuari, the highly rated Torro Rosso driver, while this year’s champion, Frenchman Jean-Eric Vergne, is similarly tipped to go all the way.

But how difficult is an F3 car to drive?

How similar, for example, is it to a modern F1 car? And how much faster would it be around a circuit compared with a really quick road car – such as the mighty Nissan GT-R Black Edition? That’s what I went ◊

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Track test | F3 single-seater vs Nissan GT-R ∆ to Pembrey race circuit, in the heart of south Wales, to find out.

The car I drove was Carlin Motorsport’s number one car, which has won the championship outright for the past three seasons, so there would be no excuse.

Except, perhaps, that it was raining cats and dogs on the day, which meant I had to run on wet tyres, not the usual Cooper slicks.

That was a real shame because, as I was to discover later, driving an F3 car properly is all about grip – about finding and managing grip and trying to maintain as much momentum as possible before that grip drops away. And in the wet, despite the highly advanced aerodynamic package that adorns a modern F3 car, there’s an awful lot less grip than there is in the dry.

“To get the most out of a car such as this, you need to squeeze every last ounce of performance out of the engine,” team manager Gary Bonnor told me. The engine in question is a 2.0-litre four from Volkswagen that produces a mere 210bhp if you’re lucky, due to the huge air restrictors through which it is required to breathe. Once you’ve unlocked the straight-line performance, reckons Bonnor, you must do everything you can to sustain it through the twisty bits – and that’s where the real skill of driving an F3 car lies.

Anyone can open the accelerator down the straight and then cruise through the corners, after all. What separates the haves from the have-nots in F3, apparently, is the speed they can carry not just into and through corners, but out of them as well.

And to do that, you need a sixth sense about the exact level of grip available at each corner, which is a whole lot harder to do when it’s wet. Ah well, in for a penny…

During my first few laps the rain was so hard, and the puddles so deep, that it was all I could do to keep the thing pointing in a straight line. The instant impression was of an extremely compact machine, one in which you sit with your bum seemingly on the floor, with your feet way up in front of your nose. And there’s almost no room to operate inside the cockpit. With the various bits of camera gear installed, I was only just about able to turn the wheel without fouling the high-sided bodywork.

But the steering itself, alongside the brakes and accelerator, feels hardwired directly into the centre of your cerebral cortex. You move the wheel a millimetre and the nose of the car reacts, immediately and in direct relation to the amount of lock you apply, no matter how tiny. Same with the accelerator. Open it by as little as a quarter of an inch and there’s a burst of response that hits you surprisingly hard in the ◊

Sutcliffe prepares to leave the nice dry garage for a rain-lashed track

‘During my first few laps the rain was so hard,and the puddles so deep,that it was all i could do to keep the thing pointing straight’

This Carlin Motorsport car has won the past three British F3 titles

You sit low to the ground; space is very tight

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Track test | F3 single-seater vs Nissan GT-R

F3 single-seater vs Nissan GT-R | Track test

GT-R is much harder to keep in straight line

‘I climbed out and got into the nissan GT-r instead.And after about three corners, I realised just how fast an F3 car really is’ ∆ kidneys. And the brake pedal just feels like pressing against a brick wall, except the harder you press, the faster you slow down.

In sixth gear, you can hit the pedal as hard as you are physically able to and, even in the wet, you won’t lock the front tyres.

Only as you shed speed – and therefore lose aerodynamic grip – do you need to tailor the brake pressure. So, as your speed drops, the downforce disappears, and that’s when you need to ease away from the pedal to avoid locking up.

Sounds simple enough but, in reality, it’s about as easy as walking down a set of stairs, backwards, with your eyes shut, carrying a tray full of scalding hot drinks.

Hence the reason I had a huge lock-up into the hairpin on virtually every lap during my first stint.

Feeling the point at which the downforce fades and is replaced by what is – in the wet – not much mechanical grip at all is almost impossible, however. And when there are four manual downshifts to execute at the same time – an F3 car still uses a conventional stick change, albeit one with a sequential fore-aft shift plane – the task becomes even harder to perform without making a mistake.

Around the rest of the lap, however, the car felt glued, even in the pouring rain.

Just as with the Honda F1 car that I drove a

couple of years ago, there comes a point at which you realise that to go fast – to fully exploit the level of grip available – you need to use more throttle, not less. Because the more speed you carry into corners, the more grip there is, basically – up to a fairly clearly defined point, beyond which you simply fall off the cliff and never come back.

The best example of this was through the fast Woodlands kink, at the back of the circuit (see the map on p42). To begin with, I was going through it on tippy-toes in fifth at maybe 175km/h (it was very wet, remember) and the car felt heroically close to the edge. Eventually, I went through it flat in sixth at nigh-on 210km/h – and the car felt three times more stable as a result.

Trouble is, unless you learn to trust that the car can do what they say it can do, you never get anywhere near realising the thing’s potential. And if you don’t, you end up sliding around all over the place because you’re not driving it quickly enough.

Which, let me tell you, is as infuriating as it is embarrassing in someone else’s championship-winning F3 car.

So anyway, after a good few sessions of eight to 10 laps each, all in the pouring rain and all of which I thoroughly enjoyed, I climbed out and got into the Nissan GT-R instead. And after about three corners, I realised just how fast an F3 car really is.

In isolation, the GT-R is a fine, enjoyable car in wet conditions

It was the drier place to be but certainly not the more entertaining

In corners through which I’d been almost flat in fourth in the F3 car, I was sideways and all over the place in second in the GT-R. And in the braking areas, the differences were absolutely ridiculous. It was one of the more dangerous things I’ve done for quite some time, in fact, because the differences in speed, grip, balance, entry speed, fear factor and so on were monumental – pretty much the whole way around the lap. Except at the hairpin.

Through here, the F3 car had been going so slowly that there was virtually no ◊

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exactly how fast are they?

Overall lap times F3 car 57.8sec Nissan GT-R 69.18sec

6

Esses Brooklands hairpin F3 car’s downforce really tells here — hence, it goes through the Esses 32km/h faster and in two gears higher than GT-R. It also reaches 171km/h before Brooklands compared with GT-R’s 148km/h.

5

6

5

7

3 4 Dibeni In the dry F3 car is flat through here. Even in the wet it’s 26km/h faster into first left-hander than GT-R and 32km/h quicker at the second apex.

2 Hatchets hairpin F3 car has little or no downforce here so apex speeds are almost identical — 52km/h vs 50km/h. The 4WD GT-R also develops more traction at the exit.

woodlands Honda Curve F3 car takes Woodlands kink flat in sixth at 206km/h. GT-R has to brake and goes through in fourth at 158km/h.

Similar story through Honda Curve.

7

8

4

3 8

2 1 1 Start/finish GT-R accelerates faster than F3 car out of Honda Curve because it is more accelerative above 100km/h, period. So GT-R almost matches F3 for speed across start/ finish line — 204km/h vs 212km/h. Then again, GT-R has to brake 100m sooner into the Hatchets hairpin, so its advantage doesn’t last for long.

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F3 single-seater vs Nissan GT-R | Track test

poles apart

Price 0-100km/h Top speed Economy CO2 emissions Kerb weight

British F3 car (by Carlin Motorsport) $230,000 (est) 2.8sec (est) na na na 550kg (inc driver and ballast)

Nissan GT-R Black Edition $110,000 (est) 3.5sec 312km/h 22.8mpg (combined) 295g/km 1740kg

engine

Vitals

Engine layout Installation

4 cyls, 1998cc, petrol Mid, longitudinal, rear-wheel drive Power 210bhp at 6000rpm Torque 266Nm at 5000rpm Power to weight 382bhp per tonne Specific output 105bhp per litre Compression ratio 15.0:1 Gearbox 6-spd sequential manual

V6, 3799cc, twin-turbo, petrol Front, longitudinal, four-wheel drive 479bhp at 6400rpm 588Nm at 3200-5200rpm 275bhp per tonne 126bhp per litre 9.0:1 6-spd dual-clutch auto

dimensions

206km/h – despite accelerating less quickly out of the previous corner. That’s why the GT-R was an incredible 11.38sec slower on a full lap of what is a very short circuit.

And that was with me driving the F3 car. With a younger, lighter, less married, more committed hot shot at the wheel whose entire life is focused on making it into F1, the differences would have been much bigger still.

So next time you see an F3 race and think, “That looks easy-peasy, anyone could drive one of those things quickly”, think again.

Because, in many ways – and in my very limited experience of both – an F3 car is probably harder to get the most out of than an F1 car. That’s why the formula remains as significant as it is. L

Length Width Height Wheelbase Fuel tank Real-world range Boot

4655mm 1895mm 1370mm 2780mm 76 litres 381 miles 315 litres

at each corner

∆ downforce at all, so it had felt fairly conventional in its behaviour (in other words, slow in, slow at the apex, wheelspin at the exit if I was clumsy with the throttle).

And in its way, the GT-R felt much the same, hence its almost identical apex speed. At the exit, in fact, it generated a touch more traction than the F3 car thanks to its four-wheel drive system.

But this was the only part of the lap where the GT-R felt competitive. Through every other corner, not even its all-wheel drive hardware could prevent it from sliding where the F3 car had felt rooted. And through Woodlands and the Honda Curve that follows it… well, the minimum apex speeds say it all. The GT-R went through Honda feeling like an accident waiting to happen at 108km/h, whereas the F3 took it at 140km/h. Through the kink, the GT-R was all over the road at 158km/h, whereas the F3 car was doing

4188mm 1825mm 950mm 2760mm 60 litres na na

Front suspension Double wishbones, inboard pushrods, coilover dampers Rear suspension Double wishbones, inboard pushrods, coilover dampers Brakes 278mm discs (f&r), AP 4-piston calipers Wheels 13in Speedline alloys Tyres 180/550 R13 (f), 250/570 R13 (r)

Double wishbones, coil springs, anti-roll bar Multi-link, coil springs, anti-roll bar 380mm ventilated discs (f&r) 9.5Jx20in (f), 10.5Jx20in (r) 255/40 ZR20 (f), 285/35 ZR20 (r)

F3 car has 382bhp per tonne and its challenge is to use that potential

‘not even its all-wheel drive hardware could prevent the Nissan GT-R from sliding where the f3 car had felt rooted’

GT-R deploys a big twin-turbo V6 for a very handy 275bhp per tonne DECEMBER 2010 WWW.AUTOCAR.AE 41

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Tall story PHOTOGRAPHY gautam sharma

Toyota teams up with Iceland’s Arctic Trucks to conjure up the all-conquering LandCruiser XTreme. Gautam Sharma grew strangely fond of the behemoth 42 WWW.AUTOCAR.AE DECEMBER 2010

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Toyota LandCruiser XTreme | Road Test

Heavily modded suspension means wheel articulation is a LandCruiser XTreme forte

Iceland-prepped ’Cruiser s and baggy tyres distinguish Wheelarch flares, big side step DECEMBER 2010 WWW.AUTOCAR.AE 43

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‘The jacked-up, big-tyred monster is the result of a unique joint project between Toyota and Iceland’s Arctic Trucks’

Xtreme comes loaded with VXR-i goodies and torque-laden V8

factfile Toyota LandCruiser XTreme

Engine Power Torque Transmission Length Width Height Wheelbase Kerb weight Ground clearance Approach angle Departure angle Price On sale

5.7-litre V8 362bhp at 5600rpm 530Nm at 3200rpm Six-speed auto 4950mm 2068mm 1913mm 2850mm 2700kg (approx) 270mm 38 degrees 27 degrees $92,030 Now

Manufacturer’s claimed figures

the tarmac – a claim I approached with scepticism. You don’t throw in lift kits and knobbly off-road tyres without at least some comprises to on-road dynamics… but all would be revealed soon.

The 17-inch wheels are shod with baggy 35-inch tall, 12-inch wide tyres designed to effectively float over the soft sand, and enabling this lot to be stuffed within the wheelarches is a 40mm suspension lift that further elevates the cabin, so much so that you tower over standard LandCruisers – as well as pretty much everything else on the road. The XXL wheel/tyre combo is cloaked within tailor-made fender flares made of ABS plastic and shaped in vacuum moulds.

The side step has also been extended to match the width of the fender flare and protect the vehicle’s flanks from stones or sand kicked up by the wheels.

The aftermarket suspension kit includes Koni shock absorbers that hold a greater volume of oil than the standard dampers, theoretically enabling them to withstand tough terrain off road and hard driving on-road without losing their damping

Vitals

T

oyota’s LandCruiser – the long-standing ruler of the dunes – has found itself in an unfamiliar situation this year.

Those upstarts from Nissan have gone and stolen its thunder with an all-new Patrol that’s so good we’ve been left scratching our collective head in wonderment.

Yes, the underdog has managed to finally upstage the champ – that, too, on the latter’s 60th birthday. The Patrol is currently the best off-roader in the business, according to our reckoning. But, of course, Toyota wasn’t going to have its crown snatched without coming up with at least some form of riposte… and here it is. The jacked-up, big-tyred monster on these pages is the result of a unique co-operation between Toyota and Iceland’s Arctic Trucks (see boxout on page 50), and the objective is all-terrain domination.

The mods carried out by the Icelandic folks are designed to dramatically boost the ’Cruiser’s off-road ability, allegedly without rendering it a clumsy lummox on

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Toyota LandCruiser XTreme | Road Test qualities due to heat build-up. These are complemented by heavy-duty bump stops designed to better absorb the shock when the suspension bottoms out over heavily rutted terrain.

The raw stats certainly bode well, as ground clearance is raised from the standard vehicle’s 225mm to 270mm, while approach and departure angles of 38 degrees and 27 degrees respectively compare favourably with the stocker’s 30 degrees and 20 degrees. Ramp-over angle is also improved from 153 to 147 degrees.

Standing side-by-side with a standard LandCruiser, the added brawn and menace of the XTreme could hardly be more evident,

with its bulging flares and widened track almost disguising the fact that it stands 74mm taller. Its imposing presence pays dividends on the road, too, with traffic virtually parting to make way for the hulking XTreme – a refreshing change for me, as my normal transport is a minnowlike Renaultsport Clio 182 that doesn’t earn me much in the way of bullying rights.

First impressions behind the wheel are of how far off the deck your derriere is seated. The skyscraper-like driving position creates a distinct impression of top-heaviness, and one tends to initially tiptoe around corners for fear the thing might topple over any moment. Such fears

prove unfounded, however, and the XTreme actually feels reasonably well planted for a vehicle that stands almost 2m tall.

Somewhat surprisingly, it seems to corner no worse than a standard LandCruiser, and credit for this is no doubt largely due to the Koni shocks, which are significantly better than the original dampers. Of course, there is noticeable bodyroll and a tendency to understeer when pressed, but it handles better than expected.

The Pro-Comp mud-and-snow tyres generate a fair bit of roar at cruising speeds, but this is the biggest compromise the XTreme entails in terms of everyday liveability vis-à-vis the factory ’Cruiser. ◊

TOYOTA LANDCRUISER TIMELINE BJ Series

20-30 Series

(1951-55)

(1955-60)

The BJ was originally built for military use, combining a four-ton truck engine with a compact truck chassis. In time its design was modified to serve industrial expansion in the domestic market and by 1953 the BJ evolved into a product for the export market.

Featuring slightly softer lines in its body styling, the 20 series offered a little more in the way of driving comfort. The major changes to the chassis created a basic design that remained unchanged for 29 years.

40 Series

55 Series

(1960-84)

(1967-80)

With the international reputation of the LandCruiser secured, the developments in the 40 series focused on better performance through an improved powertrain.

The market began to see the LandCruiser as a versatile vehicle that could go off-road but equally transport cargo and more passengers on-road. In the 55 series the LandCruiser developed into the first real station wagon with a larger body.

60 Series

70 Series

(1980-89)

(1984)

The 60 series heralded a passenger car-style interior that was comfortable and spacious, enabling the LandCruiser to make the transition from workhorse to recreational vehicle.

A complete overhaul in the design of the LandCruiser marked the birth of the early design features of the Prado.

80 Series

90 Series

(1989-98)

(1996-02)

Demand increased for more fashionable and passenger car like characteristics, and the LandCruiser responded with new technology and added luxury features.

The 70 series underwent a makeover to emerge as the new Prado, a model independent of the LandCruiser.

100 Series

200 Series

(1998-07)

(2007- current)

Following a complete model change of the 80 series, the LandCruiser became arguably the benchmark of off-road vehicles as the new 100 Series provided improved riding comfort and luxury.

Featuring new styling, improved performance and a host of driver-assist features, the 200 Series built on its predecessor’s strengths of off-road ability and on-road comfort.

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Road Test | Toyota LandCruiser XTreme

Sky-high driving position takes getting used to

Hard to fault clarity of dials

XTreme comes with recovery gear and compressor

‘The ease with which it romps over soft sand is almost disdainful, the baggy tyres literally floating over the the powdery golden stuff’ ∆ Vertically challenged drivers may also need to take a run-up to mount the airborne cabin. In truth, the side step does make life a lot easier in this respect.

On the whole, the XTreme is relatively comfortable and refined – notwithstanding the aforementioned tyre roar – and the cabin is comprehensively kitted out with sofa-like leather seats, a wood-trimmed steering wheel, satnav with rear monitor, 14-speaker premium JBL audio system, dual rear-seat entertainment system, an electric sunroof, a cool box and front/side/ curtain/knee airbags. Commemorating the LandCruiser’s latest milestone, there are also 60th Anniversary scuff plates and floor mats.

Externally, the latest model is distinguished by LED daytime running lights, door mirrors with integrated turn signals, chrome-plated roof rails, HED headlamps with levelling and a rear spoiler.

So much for the bits and bobs, what you really want to know is what it’s like off-road,

right? In a word, it’s peerless. The ease with which it romps across soft sand is almost disdainful, the baggy tyres literally floating over the powdery golden stuff – and this was without even letting the pressures down. The added ground clearance and better approach angle also make for far easier work of peaks and crevasses.

As far as a showroom-spec vehicle goes, this is about as much of a no-brainer to drive across tough terrain as you’re going to get. As per the standard 200 Series LandCruiser, Hill-Start Assist and Crawl Control are standard issue, as is the Kinetic Dynamic Suspension System (KDSS), which disengages the front and rear stabiliser bars in off-road situations for greater wheel articulation. There’s no Land Rover-style Terrain Response system, but it hardly seems necessary. One setting pretty much does the trick for any situation; I didn’t even feel the need to active lowrange or lock the centre differential.

Is the XTreme as good off-road as the ◊

sh latest ’Cruiser LED daytime running lights distingui

Bespoke sill plates chalk up LandCruiser’s milestone

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monthly UPDATE

Vettel ends the year as world number one Newly-crowned F1 champion confirms Castrol Rankings top spot for 2010

Sebastian Vettel will end 2010 on top of the Castrol Rankings after becoming F1 world champion at the Abu Dhabi Grand Prix.

The German won the race to snatch the title from Ferrari’s Fernando Alonso, and guarantee ending the year as world number one.

His Red Bull team-mate Mark Webber was eighth in Abu Dhabi and saw his Castrol Rankings score drop after failing to match his podium finish of 2009.

However, that eighth spot virtually secured him second place in the Castrol Rankings ahead of World Rally Champion Sebastien Loeb.

CURRENT STANDINGS 1 2

3 4 5 6 7 8 9

10

Sebastian Vettel Mark Webber Sébastien Loeb Fernando Alonso Lewis Hamilton Will Power Jenson Button Jimmie Johnson Dario Franchitti Kevin Harvick

F1 F1 WRC F1 F1 IndyCar, V8 Supercar F1 Sprint Cup, Grand Am IndyCar, V8 Supercar, Grand Am Sprint Cup, Nationwide, Trucks

24,200 22,079 21,754 20,467 19,217 17,858 17,066 16,461 15,554 15,529

DATA CORRECT AS OF 15 NOVEMBER 2010

Expert performances NASCAR Carl Edwards

Carl Edwards (right) won NASCAR’s Kobalt Tools 500 race in Phoenix, ending a 70-race streak without a win.

That victory lifted him three spots to 14th place in the Castrol Rankings.

F1 Kamui Kobayashi Sauber’s Kamui Kobayashi was briefly among the frontrunners in Abu Dhabi, but finished 14th. He dropped 10 places to 62nd in the Castrol Rankings.

GP2 Oliver Turvey

Oliver Turvey (right) took his maiden GP2 pole position in Abu Dhabi and finished second in the feature race.

The Briton moved up 10 places to 59th – the biggest climber in the top 100.

WRC Kimi Raikkonen

Kimi Räikkönen ended his first rally season with eighth on Rally GB, but he also lost his score from last year’s Abu Dhabi Grand Prix and dropped 20 places to 178th.

Performer of the Month Sebastian Vettel was the Castrol EDGE Performer of the Month for October, but who will be November’s top-ranked driver? Visit the website to find out.

www.castroldriverrankings.com

The Castrol Rankings analyse 2,000+ drivers in 500+ races and rallies across five continents. Go online today to find out more

www.castroldriverrankings.com

Castrol Dec_230x300.indd 1

15/11/2010 16:23

Road Test | Toyota LandCruiser XTreme

XTreme’s off-road prowess doesn’t come completely at expense of on-road dynamics

ARCTIC ANTICS The LandCruiser XTreme is the first vehicle Iceland’s Arctic Trucks has created specifically with the Middle East in mind. But the company has a long history of preparing hardcore all-terrainers. It started modifying 4WDs in the 1990s, mainly for rescue teams, military units, police forces and off-roading enthusiasts. One of Arctic Trucks’ greatest claims to fame came in 2008 when it modified four Toyota Hiluxes that were used as support vehicles in the ‘Amundsen

Hilux Double Cab starred in Top Gear…

Omega 3 Pole Race’ to the South Pole. The cars also served as support vehicles for a film crew from the BBC, which documented the race for a programme called On Thin Ice. Arctic Trucks had earlier prepared a pair of Hilux Invincible Double Cab 3.0-litre D-4D models and a LandCruiser 3.0 D-4D for the UK’s Top Gear TV show, which recreated the Polar Challenge Race – axxxxxxxxxxxx race on skis 320 nautical xxxxxxxxxxxxxx miles across the Arctic to reach the Magnetic xxxxxxxxxxx North Pole – in a car.

∆ Nissan Patrol? Undoubtedly… perhaps better. Is at as good on-road? No way – the Patrol has far superior ride and handling.

But this perhaps won’t be a key issue for its target audience. Its buyers will mainly comprise genuine four-wheeling enthusiasts who actually do want to go off-road, as opposed to the vast numbers of SUV owners (LandCruiser pilots included) who purchase them solely for their space and perceived safety benefits.

Personally, I expected to dislike the LandCruiser XTreme – lumbering wagons just aren’t my thing – but I can’t deny developing a fondness for it over a few days, in much the same way that a Mercedes G-Wagen won me over during an epic trek across Jordan a few months ago.

The Iceland-fettled ’Cruiser is a quality piece of engineering, and a genuinely impressive go-anywhere vehicle. It’s a far better export from the mid-Atlantic isle than their national delicacy, ‘rotten shark’.

Yuck. I’ll take the XTreme anyday. L

… and in Amundsen Omega 3 Pole Race

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Crazy Golfs Mini, Skoda and now Nissan are doing their best to prove there are alternatives to a Golf. Matt Prior sees if they’re right PHOTOGRAPHY STAN PAPIOR

N

issan has thus far been content to limit its small-car attack to pretty much just the bread-and-butter Tiida, but the offbeat looking sportscar-SUV parked at the forefront here represents a bold departure for the brand.

Part of the reason for the Juke’s existence is to enable Nissan to break into the smallhatchback segment in Europe – an arena dominated by the Volkswagen Golf and Ford Focus. It’s such a closed shop that some manufacturers have given up on the class altogether.

However, Nissan has obviously come to the realisation it couldn’t continue to ignore the high-volume Euro hatchback market, and the Juke is the answer it has come up with. First impressions are that the company has really gone out on a limb

with its styling, but the real test would come by thrashing it on a selection of roads and seeing how it compares against the new Mini Countryman, Skoda Yeti and Volkswagen Golf 1.4 TSI. The Juke goes down the crossover path – but it’s a crossover, we’re told, of SUV and sports car, unlikely bedfellows though they might sound. It doesn’t arrive in the Middle East until next year, so we tested a UK-spec Tekna model packing a 1.6-litre turbo engine with a 187bhp punch. Although distinguished by a tallboy SUV stance, in this trim it has no four-wheel drive.

The Mini is a slightly different story.

When you’ve got one small car demanding a premium price and the model is working, the Countryman is probably the logical next step. Bigger car equals bigger price equals bigger profits, equals a car like the Countryman. Like the Juke, it’s taller so it

isn’t another vehicle that’s just ‘like a Golf ’ and, here in Cooper S trim, it also gets a 1.6-litre turbocharged motor of 181bhp. The optional four-wheel drive had been added on our test car, too, taking the total to a testtopping $35,315 (in the UK). Before other options. How very Mini-like.

Then there’s the Skoda Yeti, a car from a company which, you can’t help thinking, isn’t so interested in what the Golf does, regardless of the fact that it’s part of the same group. Skoda’s primary concern is Hyundai and Kia these days, but with the Yeti it has produced some kind of rival nonetheless: a not-unattractive, just subGolf-length lump of practicality that does all that the Golf Plus doesn’t quite do.

There’s some kind of honesty about the Yeti – in common with all Skoda products, in truth – underlining its appeal. In the normally aspirated 1.8-litre form tested ◊

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Is Skoda Yeti all that the Golf Plus tried to achieve but failed?

Countryman is the quickest of this group, plus it steers almost as well as a Mini 3dr, but it doesn’t feel like a Cooper S

Mini fans will find cabin familiar. Central dial dominates

Juke cabin feels high quality, and has designery feel to it

Inside, Yeti feels Golf-like, but with some clever touches

Golf interior is comfortable, practical and very well built

Yeti suffers on road as it’s tallest car here; Juke’s ride is harsh

∆ here, it makes the same 158bhp as the Golf ’s 1.4-litre twin-charged engine. This Elegance trim offers 4WD and, if push came to shove, of the three crossovers it’s the car whose rugged side of its demeanour you’d least mind putting to the test via some light off-roading. Okay, I know nobody will do that, but although I can picture a filthy Yeti parked up outside a remote barn, I have trouble imagining a Juke or Countryman in the same place. For that reason, although the Yeti’s circa-$30k price may sound like a big ask for a 4.2-metre-long car, it gains it a spot as a competitor to the VW. So then there’s the Golf. In the trim level tested here its price adds up to just under $30,000, a figure that on a superficial level makes the Nissan look like the bargain of the quartet.

All the more so when you look at the Juke’s interior. It isn’t that the materials are any higher in perceived quality than those of its rivals (they’re not), it’s just the design pizzazz (relatively, at least; we’re still talking about a Nissan here) that has been employed in the cabin. The dials are topped by some kind of mock-hinged canopy, but it’s the centre console that’s neatest, where the same set of switches controls either the ventilation system or the drive mode; you

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Nissan Juke vs rivals | Comparison

can alter throttle response and the like. I strongly suspect the latter will get used all of once, gimmick such as it is, but the way the symbols on the switches change is very cool; for me it’s a system that could rival iDrive or Audi’s MMI with a bit of thought.

Elsewhere, the Juke’s cabin is pretty functional, and spacious enough for its fairly compact 4135mm (supermini-plus) length. The sculpted rear pinches a little shoulder room and boot space (251 litres).

The Mini gets a slightly simplified version of iDrive (as an option), with a screen in the big, centrally mounted speedo. Resolution’s good and the graphics are slick so that, like the Nissan, it’s a real highlight of the cabin. Elsewhere it’s pretty Mini-like and superficially attractive, although some of the trim doesn’t take well to a thorough prod and shake. Good enough, though? Must be.

Many is a regular Mini that costs $30,000plus with interior feel no better than this.

Less convincing is the comfort. That four adults can get in, as can rather a lot more luggage space than the regular Mini (350 litres is a minimum), I’d not dispute, but most of our testers found the seats, particularly the rears, short on size.

The Yeti and the Golf are the most accommodating. Rear seats in place, the

Golf has only the same 350-litre minimum luggage space as the Mini (the Yeti some 416), but it looks and feels the more usable volume. The Golf ’s cabin certainly is; adults can get really comfortable in the rear, while the front cabin is supremely accommodating and high on ergonomic excellence and material solidity, if short on surprise and delight.

Ditto the Yeti, only substitute some perception of material quality for height.

This is a functional car in the best sense. I spoke to Skoda’s technical director at the Paris motor show and, while he did talk about wanting his cars to have surprising features (such as the Superb’s clever boot/hatch), he also wanted Skodas to have a “human touch”: a storage cubby so deep you could lose an arm in it, outstanding visibility; something, just something, that makes life a little better. In the Yeti, it’s the car’s all-round functionality.

Mind you, he also said Skoda was, above all, about value for money, which is slightly harder to swallow when it charges over 30 grand for a car this size. And when you’re driving the Yeti, you’re aware that the sweeter spot is probably lower down the range. The 1.8 motor is refined enough and has a pleasing delivery, but the Yeti ◊

‘I could see someone choosing the Yeti for its rugged potential, rather than through any vanity’

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Juke and big Mini are attempts to cross SUV with a sporty hatch

‘The Juke feels more agile than any other car here. It steers precisely too, and it feels faster than the Mini Cooper S’

While rivals here may offer something different from the Volkswagen, as an accomplished family hatch, nothing beats it

Test Mini has two back seats but you can opt for rear bench

Juke has smallest boot here. Low lip aids access, though

Yeti is very practical; rear bench splits every which way

Golf boot is both big and useful, just not as much so as Yeti

∆ isn’t a car that bristles with sophisticated feel. There’s some body lean and a slightly, not necessarily bad, old-fashioned feel to the way it lopes along. Able, but lazy and relaxed. I’m sure it’d make a good tow car of lighter trailers, while the ride quality is fine, too. You get a sense that it’s prepared for worse roads than the Middle East offers.

You don’t get that in the Juke, which has been stymied, as tall cars usually are when somebody tries to make them sporting, by its naturally increased centre of gravity. In the Yeti’s case the answer is simple: don’t worry about it, let it roll a little. With the Juke, the louder call for dynamism has meant a trade-off of ride quality. It’s not that it’s harsh, but there’s a constant patter and an absence of settled feel unless you’re on the smoothest of smooth asphalt.

To a degree, that works; the Juke feels more agile than any other car here. It steers precisely too, quite quickly and accurately, if devoid of natural feel. And it’s quick; although 0-100km/h is a claimed 8.0sec to the Mini’s 7.9, the Juke feels faster than the Countryman, with strong pull, a willing engine and a tight gearbox.

The Juke could use more traction, though, and while it doesn’t roll much in corners, I can’t shake the feeling that if you want a sporty car, the last thing you’d do is cross it with an SUV. Want sporting?

A Renaultsport Clio outpaces, outrides, outsteers, outhandles, out… well, you get the picture. And if you want a pseudo-SUV you could take the Yeti with impunity. The Juke doesn’t really shine on either front.

Although it’s less overtly sporting, the Golf is preferable to the Juke to drive, too.

The Golf steers precisely, that 1.4 TSI has a sense of sophistication to its delivery (and a real advantage at the pumps), and just does exactly what a car should do. It goes, stops, steers, grips and, above all, rides as it should, too. There’s no compromise.

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Volkswagen Golf 1.4 Tsi 160 gt From $28,000 8.0sec 215km/h 45.0mpg (combined) 145g/km 1346kg

engine

Engine layout

4 cyls in line, 1598cc, turbo, petrol Installation Front, transverse, four-wheel drive Power 181bhp at 500rpm Torque 240Nm at 1600-500rpm Power to weight 131bhp per tonne Specific output 113bhp per litre Compression ratio 10.5:1 Gearbox 6-spd manual

4 cyls in line, 1618cc, petrol Front, transverse, front-wheel drive 187bhp at 5600rpm 240Nm at 2000-5200rpm 142bhp per tonne 116bhp per litre 9.5:1 6-spd manual

4 cyls in line, 1798cc, petrol Front, transverse, four-wheel drive 158bhp at 4500-6200rpm 250Nm at 1500-4500rpm 105bhp per tonne 88bhp per litre 9.6:1 6-spd manual

4 cyls in line, 1390cc, turbo/supercharged, petrol Front, transverse, front-wheel drive 158bhp at 5800rpm 240Nm at 1500-4000rpm 117bhp per tonne 114bhp per litre 10.0:1 6-spd manual

Length Width Height Wheelbase Fuel tank Real-world range Boot

4135mm 1765mm 1560mm 2530mm 46 litres 666km 251 litres

4223mm 1793mm 1691mm 2578mm 60 litres 750km 416 litres

4199mm 1779mm 1480mm 2575mm 55 litres 875km 350 litres

Front suspension MacPherson struts, coil springs, anti-roll bar Rear suspension Multi-link, coil springs, anti-roll bar Brakes 307mm ventilated discs (f), 280mm discs (r) Wheels 7Jx17in, alloy Tyres 205/55 R17

MacPherson struts, coil springs, anti-roll bar Torsion beam, coil springs, anti-roll bar 296mm ventilated discs (f), 292mm discs (r) 7Jx17in, alloy 225/50 R17

MacPherson struts, coil springs, anti-roll bar Multi-link, coil springs, anti-roll bar 296mm ventilated discs (f), 292mm discs (r) 7Jx17in, alloy 215/55 R17

MacPherson struts, coil springs, anti-roll bar Four-link, coil springs, anti-roll bar 312mm ventilated discs (f), 253mm discs (r) 7Jx17in, alloy 225/45 R17

Vitals

Skoda Yeti elegance 1.8 TSI 4x4 $30,000 (est) 8.4sec 200km/h 35.3mpg (combined) 149g/km 1505kg

dimensions

Mini Cooper S all4 Countryman $37,000 (est) 7.9sec 210km/h 42.2mpg (combined) 157g/km 1380kg

nissan juke 1.6 DiG-T tekna $25,000 (est) 8.0sec 200km/h 40.9mpg (combined) 159g/km 1315kg

Price 0-100km/h Top speed Economy CO2 emissions Kerb weight

4110mm 1798mm 1561mm 2595mm 47 litres 701km 350 litres

Juke, Yeti and Mini all stand out against the rather sober Golf

Manufacturers’ claimed figures

Crossover to bear?

at each corner

It’s almost a shame, meanwhile, that the Mini wears a Cooper S badge on it, when you think how dynamic other cars that have worn this tag have been. The Countryman is more compliant than the Juke, for sure, but still rides a little heavily and has slower, less well defined movements. And although it steers with a similar speed and accuracy to the three-door Mini, there’s no poise and adjustability. By comparison, it feels a little baggy. Less so than the Skoda, but correspondingly without the honesty.

Couple that with its price and interior limitations and it’s difficult to place the Mini anywhere other than last in this test. That’s no great disgrace. There’s little questioning its showroom appeal, but for the likes of you and me, I’m not convinced there’s enough substance there to back it up. If I bought it, I don’t think I could shake the feeling that I was the victim of someone in a sharp suit, although I can see why you’d still want one.

Nor, really, does the Juke light my fire.

More than the Mini I can see the appeal of this one; it’s an interesting car, and not since the ’90s Fiat Multipla can I think of anyone redefining the traditional car ‘face’ so successfully. But it’s a bit harsh, all told.

Which leaves the Golf and the Yeti – the Skoda being the only crossover here, which I could imagine someone choosing for its rugged potential, rather than through vanity. And if you do need the ground clearance and the traction, it has its place.

In the end, though, I guess it’s a slightly predictable and in some ways (for someone who likes to embrace diversity in the marketplace) almost disappointing conclusion. The best car at doing what a Golf does – the most entertaining, comfortable and most habitable car such as a Golf – is, rather inevitably, a Golf. To paraphrase an oft-used cliche, it’s funny how the more things change, the more they seem to stay the same. L

Cut-price countryman?

The Dacia Duster is everything the Mini Countryman isn’t. In many ways this no-frills, no-nonsense, cut-price crossover SUV will be the anti-Countryman when it launches in Europe next year, although a Middle East launch date is yet to be announced. If you like the Mini, you’ll probably hate the Dacia, and vice versa. What’s undeniable, however, is that the Duster will be a more practical car, and probably a more capable and robust one off-road.

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Drive | Lotus Evora S

Taking charge This isn’t just a 70bhp more powerful Lotus Evora. The supercharged S is now a true Porsche basher, says Steve Sutcliffe PHOTOGRAPHY Stuart price

A

mid the frantic excitement that surrounds Lotus Cars right now, it would be easy to overlook machines such as the Elise and the Evora. Yet until the ‘brave new era’ models go on sale in 2013 – starting, of course, with the next Esprit – it’s the Evora in which Lotus must entrust its reputation as a rival to Porsche and its ilk.

But it’s a task that the car is more than up to, especially this latest S version, blessed as it is with a supercharger and, at last, a big enough hit of performance with which to unleash the genius within.

Not that you’d be able to detect much shift in attitude or ability merely by looking at the Evora S. Outwardly, the only aspects that distinguish this car above and beyond the regular model are its new 18in, 19in or 20in wheels (depending which option an owner chooses) plus a fairly subtle diffuser at the back. But beneath its familiar plastic bodywork, the Evora S is an entirely different monster, one with the dynamic ability to tear some fairly big chunks out of its arch-rival over at Porsche.

Which is just as well, given that Lotus has priced the car to teeter over the precarious-looking gap that exists between the mid-engined Cayman and entry-level 911. You need to be more than confident in your ability to produce an excellent car at that level, but with 345bhp and 400Nm courtesy of its Eaton supercharged 3.5-litre V6, Lotus is happy that the Evora S can do just that – even at $90,000-plus.

The reasons why are relatively easy to comprehend.

When Lotus designed the Evora, it did so very much with this particular model in mind. It was so obvious when we first drove the base model that there was more to come, in fact, that we ended up greeting it with a very mild sense of disappointment. Now, though, the Evora’s moment has arrived. In S guise, it’s as ready as it’ll ever be to take on whatever the rest of the world ◊

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‘ That extra engine noise alone makes it seem like a completely different animal on the road’

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An Eton blower liberates an extra 70bhp from the 3.5 V6 on the inside, but the only external clues that this is an S variant, badging aside, are the wheels and rear diffuser

∆ has to offer. But before I tell you whether it succeeds or not, let me bring you up to speed on a bit more tech stuff and some option prices, both of which are important for placing this car in its proper context.

Although the base car with the (somewhat pointless) 2+2 rear seats costs about $90,000, the version we drove – the one you see in these photos – costs a wincing $105,000 with options. The bad news is that this is not because it’s equipped with lavish and unnecessary materials. It merely contains all or most of the goodies that most owners will want to choose, and which the used market will subsequently place a high value upon.

There are two main option packs: the $4000 Tech and the $2800 Premium.

And don’t tell me you’re going to buy an S and not go for the bigger wheel option, at $3000, given that this is the only obvious way to express that you have another 70bhp beneath your right foot. There’s also a tyre upgrade option, from regular Pirelli P Zeros to P Zero Corsas, if you fancy yourself as a bit of a track-cum-rain meister – and that’s how the cars on the (bone dry) Spanish launch were so equipped.

Given how accomplished the base Evora is dynamically, Lotus could quite easily have just installed the more powerful supercharged 3.5 V6 and left it at that. But no, it wanted – it needed – to tinker, not merely to make things just so, but in one specific instance to make good something they weren’t happy with: the gearchange.

As a result, there are numerous new parts within the transmission, although the gearbox itself remains unchanged internally. (Even within the brave new world of Lotus there is still, it seems, a budget that must be adhered to.) For starters, all Evora S models get the optional sports ratios from the base model but, to add the much-needed improvement in shift quality, there’s also a lighter, lower-inertia flywheel and clutch, a more efficient clutch master cylinder, lower-friction gearshift cables and a new pedal box that reduces pedal effort. And the best news of all is that each of these modifications will appear on the base model from January next year.

Elsewhere, the S has been tweaked and preened to improve its responses in line

‘ You really notice what happends when you put your foot down. That’s when the Evora S reveals its true self’

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Lotus Evora S | Drive with the extra performance. The suspension bushes are 10 per cent stiffer front and rear and the dampers have been recalibrated, as has the rear anti-roll bar, which is now fractionally bigger. The spring rates remain unchanged, however, because at 1437kg, the S is less than 40kg heavier than the regular model and, above all, Lotus wanted to maintain the base car’s exquisite ride quality while subtly enhancing its handling.

And on the road or on the track – we drove the S on both – that’s precisely what Lotus has achieved. It still rides beautifully, gliding across pockmarked surfaces as if it has been touched by some Higher Being. It wouldn’t be a Lotus were this not so.

But what you really notice, of course, is what happens when you put your foot down – because that’s when the Evora S reveals its true self. The handling and steering seem to crystallise and become even sharper and more responsive as a result of the extra torque that’s available. After a day at the wheel of this car, you realise that the Porsche Cayman is no longer quite so supreme.

In short, the supercharged Evora is one of those cars that, for whatever reason, manages to overdeliver on the sum of its parts. It feels so much more than an Evora with an extra 70bhp.

Not only does it go much harder than before but it also sounds, feels and is hugely more invigorating to drive. The extra engine noise alone makes it seem like a completely different animal on the road. There are rasps and fizzes from the supercharger at low to middling revs that mingle perfectly with the deeper bass sound of the exhaust. And as a combination, it makes for a truly rousing soundtrack, one that provides just the right accompaniment to the increased performance. Which, by the way, is considerable.

Lotus claims a 0-100km/h time of 4.6sec and 277km/h v-max, but between 4000rpm and 6000rpm it feels even faster than those numbers suggest. And, thank the Lord, the gearchange – although still not squeaky clean above 6000rpm – is approximately 15,000 times better than before. It glides through the gate with a much more precise, mechanical feel, one that actually adds to rather than detracts from the car’s appeal.

Even the interior has been much improved – not on the design front but, more significantly, in terms of the way it’s built. A few months ago, Lotus poached some key people from Porsche’s quality control department, by all accounts, and already they are making a difference. A fairly big difference if the test car is typical.

Test car’s cabin quality was markedly better than in previous examples

Which means that everything would appear to be pointing very much in the right direction at Lotus at the moment. Which is a nice discovery to make.

But remember, even amid the bubbling excitement of what’s to come, what you do in the here and now is often what matters most. And right now, the Evora S is a stroke of pure genius. I’d have one over a Cayman any day. L

onwards and upwards

engine

Porsche 911 Carrera 2 From $81,840 4.9sec 290km/h 29.4mpg (combined) 225g/km 1415kg

Engine layout

V6, 3456cc, supercharged, petrol Installation Mid, longitudinal, rear-wheel drive Power 345bhp at 7000rpm Torque 400Nm at 4500rpm Power to weight 240bhp per tonne Specific output 98bhp per litre Compression ratio na Gearbox Six-spd manual

6 cyls, horizontally opposed, 3614cc, petrol Rear, longitudinal, rear-wheel drive 345bhp at 6500rpm 390Nm at 4400rpm 244bhp per tonne 96bhp per litre 12.5:1 Six-spd manual

dimensions

Steering and handling feel sharper, while that supercharger brings pace and aural drama

Price 0-100km/h Top speed Economy CO2 emissions Kerb weight

Lotus Evora S From $90,000 (est) 4.6sec 277km/h 27.7mpg (combined) 235g/km 1437kg

Length Width Height Wheelbase Fuel tank Real-world range Boot

4435mm 1808mm 1310mm 2350mm 67 litres 697km 135 litres

at each corner

Vitals

Front suspension Double wishbones, coil springs, anti-roll bar Rear suspension Double wishbones, coil springs. anti-roll bar Brakes 350mm ventilated discs (f), 332mm ventilated discs (r) Wheels 19in (f), 20in (r), alloy Tyres (f, r) 235/35 ZR19, 275/30 ZR20

4342mm 1848mm 1223mm 2575mm 60 litres 589km 160 litres

Struts, coil springs, anti-roll bar Multi-link, coil springs, anti-roll bar 330mm ventilated discs (f), 330mm ventilated discs (r) 19in, alloy 235/35 ZR19, 295/30 ZR19

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Drive | Rolls-Royce model range

This is how we roll Gautam Sharma does his best business tycoon impersonation as Rolls-Royce wheels out its entire model range for a day

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Fire-engine red Phantom Coupé prompted much rubbernecking

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hat’s that...? You want me to come up to Abu Dhabi to drive the entire Rolls-Royce line-up?

This is pretty much how the conversation went (at least from my end) when the offer recently materialised to spend a day with a flotilla of flying ladies.

In the past I’ve had the opportunity to drive the Phantom Drophead and Phantom Coupé on separate occasions, but the prospect of driving them back-to-back and forming some sort of meaningful comparison was a tantalising prospect.

Throw in some wheel time in the Ghost and the invitation became all the more enticing.

Rolls-Royce’s new ‘compact’ sedan has garnered positive reviews virtually across the board, but it had somehow managed to elude my clutches.

Arriving at the Yas Links Golf Club, my eyes were greeted by a virtual rainbow as the line-up of Rollers parked in the driveway were an embodiment of the wild paint/trim schemes that are possible via the brand’s Bespoke customisation program.

An ice-white Phantom Coupe with brushed stainless steel bonnet stood in one corner, while next to it – seemingly for maximum contrast – was an auberginehued Drophead with an eye-catching red canvas roof. Also hard to miss was a jet-black Ghost with a garish looking gold bonnet and windscreen surround. Adding further splashes of colour were a bright red Phantom Coupé and a slightly more restrained caramel-coated Drophead with matching canvas roof.

The plan of attack was simple: jump in the Roller of your choice, form a convoy and then proceed down the road in stately

fashion. After a few kilometres the idea was to pull over for a quick game of musical chairs, and repeat the process until all those present had sampled each model in the range. This clearly wasn’t going to provide enough info or feedback for any sort of in-depth review, but at least it would enable me to gauge how the Phantom Coupé drove vis-à-vis the Drophead, and whether the recently launched Ghost had succeeded in moving the brand forward.

My opening stint was in the caramel Phantom Drophead, which, despite having only two doors (hinged at the rear, for a true sense of occasion), seemed as vast as the USS Enterprise from behind the wheel. There’s a reason why it feels huge – measuring more than 5.6m long and almost 2m wide, it takes up far more road space than even a BMW 750Li. It also weighs substantially more at 2620kg.

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Rolls-Royce model range | Drive Phantom Drophead is arguably the world’s largest convertible

‘The plan of attack was simple: jump in the Roller of your choice and proceed in a stately fashion...’

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Drive | Rolls-Royce model range

Black and gold Ghost looked imposing, albeit a little over the top

I quickly came to the conclusion that piling into corners with any sort of speed on board would be a futile exercise. This thing simply isn’t built to hustle… far better to cruise in sedate fashion and enjoy the plush cabin ambience, layered in acres of the highestquality leather and walnut veneer.

My next choice was the fire-engine red Phantom Coupe, which had clearly been specced-up to generate as much rubbernecking as possible from other motorists and passersby. With two-tone cream-and-red interior trim (as opposed to the Drophead’s monotone chocolatebrown leather), the cabin ambience couldn’t have been more different. It drove much the same, although its hardtop configuration endowed it with marginally tauter on-road manners.

Next up was the one I had been waiting for – the Ghost. Introduced earlier this year to open up the Rolls-Royce brand to a younger, less conservative demographic, it’s been a huge hit for the company, multiplying overall sales in just its first few months on the market (see boxout on the right). Graced by sleeker, less formal styling, it’s packed with the latest technology at the disposal of parent company BMW, and nowhere is this more evident than under the bonnet. Where the Phantom range makes do with a normally aspirated 6.75-litre V12 with 453bhp and 720Nm, the Ghost is propelled by a state-of-the-art 6.6-litre twin-turbo V12 with 563bhp and a fat 780Nm, on tap from just 1500rpm.

On the road, the extra urge is immediately evident, as the Ghost leaps forward with each prod of the throttle. Meanwhile, doing its thing efficiently yet unobtrusively is the excellent ZF eight-speed auto, which slurs between ratios so seamlessly you don’t even detect it. The whole car feels lighter (which it is, by around 250kg) and more nimble than its Phantom siblings. RollsRoyce execs say the Ghost is likely to attract far more owner-drivers than the almost

exclusively chauffeur-driven Phantom and, after a few kays behind the wheel, it’s not hard to figure out why.

On the minus side, it’s also visible where the Ghost has been subjected to a few cost-cutting measures vis-à-vis the Phantom, and you’ll notice the interior trim and switchgear don’t measure up to quite the same impeccable standards. That said, its cabin is still beautifully finished and, amazingly, the back seat is actually

more comfortable than that in the Phantom limousine.

Rolling back into the golf course compound, I’m wishing I could have had more wheel time in the Ghost. It’s an impressive car and provides ample proof Rolls-Royce is advancing in the right direction. It deserves to succeed. L

SPIRIT OF ECSTASY SOARS The recession may still linger on, but RollsRoyce – and its Abu Dhabi Motors dealership, in particular – certainly aren’t feeling any ill effects. The proof? Sales were up 260 per cent until the end of September this year compared with the same period in 2009. The burgeoning sales volumes have been bolstered by the launch of the Ghost, as well as sustained demand for the Phantom range. Rolls-Royce sold 1728 cars globally until the end of September this year, whereas just 1002 Rollers found new homes during the whole of 2009.

Abu Dhabi Motors has been especially prolific and its annual sales volumes are topped only

by the RR outlet in Beijing. AD Motors is also the No1 client for the Bespoke division as every single Rolls-Royce sold here is equipped with Bespoke accessories and trim.

The company recently appointed James Crichton as its regional director for the ME, and he says a targeted approach is the key to RollsRoyce’s sales success, unlike some brands that can rely merely on showroom traffic to generate sales. “Other brands wait for customers to walk in, but we have connections within VIP circles and we approach them directly. Sometimes we close deals in the showroom, sometimes over the phone,” said brand manager Khadim Al Helli.

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Under the patronage of H.H. Lt. Gen. Sheikh Saif Bin Zayed Al Nahyan, Deputy Prime Minister and Minister of Interior UAE

VISIT US 7-11 December 2010 Abu Dhabi National Exhibition Centre

Opening Hours: 4:00 pm – 10:00 pm The year’s largest and most comprehensive motor show in the Middle East.

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11/25/10 3:59:40 PM

Ferrari World | Inside Story

Prancing horse’s flight of fantasy Could this be the ultimate family day out? Damien Reid visits Ferrari World where petrolheads, F1 geeks, families and thrill ride junkies all co-exist under one gigantic roof

GT Racing rollercoaster has Ferrari F430-shaped pods racing side by side

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Just three years after the first soil was turned to mark the beginning of construction of Ferrari World on Abu Dhabi’s Yas Island, the doors were opened to the public last month to what has been labeled as the world’s biggest indoor theme park.

Ferrari World Abu Dhabi is the first attraction of its kind in the Middle East and the first Formula One-inspired theme park in the world with rides and information kiosks all based around the legendary Maranello brand’s history at the top flight of motorsport as well as its exotic production cars.

“We are so excited to finally share the thrill and excitement of Ferrari World Abu Dhabi with our guests,” park manager Andy Keeling said. “From more than 20 years in the theme park industry, I feel there is nothing more rewarding than watching people’s reactions as they experience the rides for the first time, and this opening was a truly momentous day for all of our guests.”

Bragging rights within the park belong to the Formula Rossa roller coaster, which is claimed to be the world’s fastest as it takes passengers on a 240km/h thrill ride along a length of track that runs both indoors and outdoors.

With cars designed to look like the 2010-spec F1 Ferraris of Alonso and Massa, engineers steered away from the usual 360-degree loops and corkscrews seen on most roller coasters, as the aim was to mimic the lateral and longitudinal g-forces experienced in an F1 car.

As a result, acceleration from zero to 240km/h is identical to an F1 car and guests experience the same levels of stress placed on the body as F1 pilots.

Other features include a 1:1 scale replica pit and paddock complex seen in Europe with full-size race transporters and motorhomes not seen at “fly-away” races such as Abu Dhabi, while race simulators identical to the units used by Massa and Alonso to learn new tracks and hone their skills between races are also available.

For the less adventurous there are restaurants based on the small Italian cafés

G-Force propels you 62m above Yas Island in a virtual blink

dotted around the Maranello factory, as well as museums, cinemas, historic car rides and an educational water flume ride that takes you through the innards of a gigantic V12 engine modeled on the Ferrari 599’s powerplant.

“Ferrari World Abu Dhabi is a completely unique concept, we just had to be here,” said Ahmed Sallam, one of the first visitors to the park. “There is so much to see and do. We love the variety for the whole family. It is a great experience for all of us.”

The soft opening on November 4 marked the official start to pre-race celebrations for this year’s Abu Dhabi Grand Prix and continued through to November 30, when the park was officially revealed, with a grand opening ceremony just as Autocar Middle East went to press.

“Ferrari World Abu Dhabi offers a truly amazing experience for every member of the family and I look forward to welcoming our visitors in the weeks and months to come,” Keeling added.

Ferrari World Abu Dhabi is one of the signature features of Yas and the third major development after the Yas Marina Grand Prix circuit and the Yas Links Golf Club to open on the 2500 hectare island, which is dedicated to leisure, entertainment and lifestyle. L DECEMBER 2010 WWW.AUTOCAR.AE 69

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SPORT Peerless Vettel becomes youngest ever F1 champ

Formula One’s longest ever season ended in the twilight of Abu Dhabi on November 14. Sebastian Vettel (leading) stormed to victory in the race and his first world championship

Fernando Alonso started as favourite for the world title, but a compromised strategy handed victory to Red Bull Sebastian Vettel became Formula 1’s youngest ever world champion by winning the Abu Dhabi Grand Prix, with chief rivals Fernando Alonso and Mark Webber trailing home in seventh and eighth places.

The 23-year-old German led comfortably from the front all afternoon, save a few laps, before Jenson Button made his late pitstop. But it was what happened behind Vettel that changed the course of the championship.

Pre-race favourite Alonso only needed to come home in the top four to secure title, even if Vettel won, but his day – and title hopes – were ruined when he spent most of the afternoon looking at the back of Vitaly Petrov’s car in the lower reaches of the top 10, thanks to an early shuffling of the race order.

Instead, Nico Rosberg and the Renaults of Robert Kubica and Petrov capitalised on alternative strategies offered by an early-race safety car period to finish fourth, fifth and sixth, and relegate Alonso and Webber down the order.

The vital chain of events was triggered by Webber’s early pitstop to discard the first set of tyres, on which he was losing ground to Alonso.

The Australian resumed on lap 13 in 16th place, behind Jaime Alguersuari’s Toro Rosso.

Massa had been running closely behind Webber, so Ferrari responded by pitting him to see if he could get out ahead of the Red Bull.

When he emerged behind, and Webber lapped 0.8 seconds faster than Alonso next time round, Ferrari made the decision to bring the Spaniard in to ensure he stayed in front of Webber.

He did, but that strategy failed to take into account Nico Rosberg and Vitaly Petrov, who had pitted under a safety on the first lap. That meant that although Alonso had Webber covered off, he was nowhere

near the fourth place he needed to deny Vettel the title.

Not only that, but while Alonso was stacked behind Petrov – with Rosberg another two seconds up the road – Kubica stayed out on a long first stint and jumped up the order.

His Renault had started on the harder compound tyre after failing to make it through to Q3, but that allowed a late first stop.

Kubica found himself in the thick of the battle for the lead when Vettel and Hamilton rejoined after their stops. With Alonso so far down the order, Hamilton became the biggest threat to Vettel’s championship.

But the Briton couldn’t find a way around the Renault, and by the time Kubica pitted on lap 45, Vettel was 10 seconds up the road and in control.

But in that time, Kubica had extended the gap back to Alonso’s pack to 24 seconds – plenty for his pitstop. He resumed ahead of team-mate Petrov, with Alonso seventh.

Button, who was running just five seconds ahead of Alonso in the early stages, remained in third – easily clear of the Rosberg group by the time he resumed from his pitstop on lap 39.

The first-lap safety-car period that later proved so pivotal to the championship was, coincidentally, partly caused by Rosberg – the driver to benefit most from it.

His Mercedes team-mate Michael Schumacher was delayed on the inside of the track by the defending Rubens Barrichello. Rosberg tried to drive around his team-mate into the chicane and Schumacher spun when he got off line on the exit.

Just as he was trying to restart, Vitantonio Liuzzi arrived on the scene, in the middle of a pack with nowhere to go. His Force India hit and climbed up the front of the Mercedes and blocked the track. It was this that prompted Rosberg and Petrov to make their early stops.

Michael Schumacher’s comeback season finished beneath a Force India (above); the resulting safety car (below) would play a big part in Vettel’s title success

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Formula 1 ABU DHABI Round 19 RACE RESULTS 1 Sebastian Vettel, Red Bull 2 Lewis Hamilton, McLaren 3 Jenson Button, McLaren 4 Nico Rosberg, Mercedes 5 Robert Kubica, Renault 6 Vitaly Petrov, Renault 7 Fernando Alonso, Ferrari 8 Mark Webber, Red Bull 9 Jaime Alguersuari, Toro Rosso 10 Felipe Massa, Ferrari

November 14

DRIVER STANDINGS 1 Sebastian Vettel 256pts 2 Fernando Alonso 252 3 Mark Webber 242 4 Lewis Hamilton 240 5 Jenson Button 214 6 Felipe Massa 144 TEAM STANDINGS 1 Red Bull 498 2 McLaren 454 3 Ferrari 396 4 Mercedes 214 5 Renault 163 6 Williams 69

s Hamilton (left) Vettel (above, centre) surpassed Lewi pting a second prom , pion cham ever as F1’s youngest Bull, anyone?

Red a Vodk week of celebrations (below).

Ferrari’s Fernando Alonso went into Abu Dhabi as the title favourite, but the team elected to cover Mark Webber’s early pitstop instead of sticking with Vettel and Hamilton. A race of frustration and disappointment ensued DECEMBER 2010 WWW.AUTOCAR.AE 73

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012

Latest Porsche 911 GT3 Cup car is a state-ofthe-art factory racer

2011 Porsche GT3 Cup debuts in Middle East Stuttgart’s off-the-shelf racer gains its first competitive exposure in the Middle East. Damien Reid gained a sneak preview at the Dubai Autodrome

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he latest, and fastest, version of the Porsche 911 GT3 Cup car taking part in arguably the world’s most competitive one-make series made its debut in Dubai last month.

The Middle East chapter of the Porsche GT3 Cup Challenge was the supporting act for the second Abu Dhabi F1 Grand Prix, and in doing so showcased the 2011 model.

Following a successful inaugural season of the GT3 Challenge Cup Middle East, the series has returned with a stronger field, including defending champion Saudi Prince Abdulaziz Al Faisel, last year’s runner up Sheikh Salman bin Rashid Al Khalifa from Bahrain and Abu Dhabi’s Khaled Al Qubaisi, who also competed in the European season this year. All three were on hand at the championship’s shakedown session at the Autodrome.

However, Saudi sensation Fahad Algosaibi couldn’t attend due to his studies.

“Like the drivers, we’re all excited about the new season ahead, especially after the excellent start we enjoyed last year, which exceeded our expectations,” said Andre Oosthuizen, marketing director for Porsche Middle East and Africa.

“At the same time, we’re delighted to introduce the latest GT3 Cup car. We will be the first region to put the new car through its paces in our series, which we believe has all the right ingredients to go from strength to strength in the years ahead.”

Autocar Middle East was fortunate to grab a few hot laps in the car alongside Red Bull F1 test driver and former A1 GP racer, Michael Ammermüller.

Aside from some further weight savings and adoption of a modified six-speed sequential box now featuring an “auto-blip” function on downchanges, the big news with the 2011 model is that it now pumps out 450bhp from its 3.8-litre flat-six.

Compared to the previous unit’s 3.6-litre engine, this model produces an extra 30bhp, with maximum power developed at 7500rpm. There has also been 170kg shaved off the road car, resulting in the race version tipping the scales at just 1200kg.

The 2011 model is the first Cup car to feature wider rear bodywork, which adds an extra 45mm to the rear track, while the rear wing has been taken from the FIA GT spec 911, so it’s wider at 1.7 metres and mounted higher than last year’s model.

Within a few corners of the Dubai Autodrome, the 2011 model’s favourable power-to-weight ratio was obvious, as Ammermüller was braking almost impossibly late, yet still managing to turn it in on its nose.

Terminal speeds during the course of the test day was around the 270km/h mark; even exiting pit lane for the short squirt to turn one, it nudged 173km/h with a passenger on board.

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Porsche Cup | Sport

‘The big news for the 2011 model is that it now pumps out 450bhp from its 3.8-litre flat-six’

most Porsche Cup is arguably the world’s

Walter Lechner is the man behind the Middle East Porsche Cup series

The man behind the Middle East series, Walter Lechner, has a wealth of experience racing Porsches at Le Mans and in other championships, and is excited to see the cars make their track debut in this region.

“I’m excited to be part of this championship as a manager, and have to admit I was a little jealous of the drivers when they went out in their new cars for the first time,” Lechner said.

“The 911 GT3 Cup car offers outstanding performance and we look forward to breathtaking fights in a competitive second season.”

Following the opening two rounds in Abu Dhabi, the 2010-11 series continues with further rounds split between Yas Marina Circuit, Bahrain International Circuit and Reem International Circuit outside Riyadh.

The Porsche GT3 Cup Challenge Middle East series made history last year by being the first international circuit racing category to be run at the Saudi track. L

competitive one-make series

Porsche GT3 Cup Challenge Middle East 2010-2011 race calendar Rounds 1 and 2 Nov 13-14, 2010

Yas Marina Circuit, Abu Dhabi, United Arab Emirates

Rounds 3 and 4 Dec 2-3, 2010

Bahrain International Circuit, Manama

Rounds 5 and 6 Jan 19-20, 2011

Reem International Circuit, Riyadh, Saudi Arabia

Rounds 7 and 8 Feb 18-19, 2011

Bahrain International Circuit, Manama

Rounds 9 and 10 TBC

TBC

Rounds 11 and 12 April 8-9, 2011

Yas Marina Circuit, Abu Dhabi, United Arab Emirates

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Robert Cregan’s Maserati (above) had a troubled race, but Al Mutawaa (right) cruised to victory in his Corvette

Teenager Al Mutawaa stars in debut win Al Mutawaa, Bin Hadher and Vanderpal shine in the tin-top categories, while Bin Ladin and Grosjean rule the two-wheeled brigade

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ohammed Al Mutawaa is 17 years old, he is Emirati, he learnt his craft at Dubai Autodrome and Kartdrome and, in his first ever Cytech UAE GT Championship race driving the brutal House of Portier Corvette, he powered to victory in the GTB Class at the Dubai Motorsport Festival race day.

Driving among the best drivers of the region’s motorsport community, including a host of champions, Al Mutawaa kept his nerve. He said afterwards, “I want to thank my team, House of Portier, and Glenn Portier for his belief in my talents. Also TAM Auto Engineering’s Motaz Abu Hijleh for providing me with a great car. All I can say is it was brilliant racing at this level for the first time and I am very happy with the result.”

After Al Mutawaa’s main challengers, Jon Simmonds and Tarek Elgammal in the MSW Racing Porsche, suffered gearbox problems and were forced to retire, it was Cabell Fisher and John Sinders in the Ferrari 430 who cruised to second place in the GTB Class.

In the GTA Class, Karim Al Azhari and Italian driver Diego Alessi shared another TAM Auto Engineering-prepared Corvette to take overall and class victory, making it a great day for the House of Portier team, which bounced back from a disappointment performance in Round 1 series.

Al Azhari said, “Once again my team House of Portier and TAM Auto Engineering delivered a great race car. This Corvette is amazing, and with Diego this is the start of our season and we aim to take the title.”

It was a reversal of fortune for first-round winner Julian Griffin at the wheel of the NFS Racing Dodge Viper, who failed to finish, but not before challenging Al Azhari and briefly taking the lead, prompting cheers in the pitlane. His lead was short-lived as brake failure forced him out on lap 10.

Still unable to find reliability with its Ginetta is the Raed Hassan and Bassam Kronfli pairing. The two are on a par with the pace-setters, but mechanical gremlins have intervened to prevent a show of their potential.

Ace British guest driver Rob Barff, driving the NFS Racing Lotus, won the GTC Class ahead of the ARM Porsche pairing of Paul

Denby and Harris Irfan. The two finished second and third overall, respectively.

Third place went to Lebanese youngster Joe Ghanem in the GulfSport Ginetta.

Afterwards, Irfan said, “We’re very happy with the result. We came in third overall and, given that we’re in the lowest class, it was quite an achievement. It was a very tough race. We were up against some very quick cars and very quick drivers. But the car was beautiful out there. The tyres went off very quickly, but I think in future we’ll learn to manage our tyres a bit better.”

It was heartache for Robert Cregan in the GulfSport Maserati, who was involved in a first-turn incident that eliminated NFS Racing Lotus driver Frederic Gaillard and brought out a Code 60 safety period. Cregan nevertheless managed to continue, albeit with damage, and was in the reckoning for a podium slot before retiring a few laps from the end.

UAE Sportscars: Jassim Al Shamsi wins at Autodrome for first time Team Abu Dhabi’s Emirati driver Jassim Al Shamsi won for the first time at Dubai Autodrome when he powered

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UAE National Championships | Sport to victory in both races of the UAE Sportscar Championship.

On both occasions Al Shamsi managed to fend off a concerted challenge from reigning champion Jordan Grogor in the AUH Motorsport Radical, starting from the back of the grid in race one and from the front row in the second.

Al Shamsi said, “It was good to win for the first time at Dubai Autodrome. It wasn’t easy because Jordan chased me to the end and he is a good driver. I had a couple of moments in the bowl but survived to win twice today. Very happy after a good day at the Autodrome.”

In race one, third place went to Bob George, making it a trio of Radicals in the top three spots. Former champion Bassam Kronfli, driving the NFS Racing Juno, spun in the first race and finished down the field, but bounced back in race two to take third place.

Total UAE Touring Cars: Bin Hadher and Vanderpal rule the Festival Emirates Racing Team’s Khalid Bin Hadher battled off the attentions of MSW Racing’s Andre Ramdhanny and Nader Zuhour to take a strong win in Class 1 – the battleground of the Seats – of the first Total UAE Touring Car race of the day. Initially he had Ramdhanny and Zuhour filling his mirrors, but the former had fuel pump problems that saw him fall down the field while Zuhour also dropped back towards the end.

It was much of the same in race two, although Zuhour led several laps before he dropped back and Bin Hadher powered through to take his second win of the day, while Ramdhanny was plagued with problems that resulted in a DNF for the rookie.

Bin Hadher said, “It is good to win, especially after Andre and Nader pushed me hard in the early stages of both races. It’s a shame they had problems.”

In race one of the tightly fought Total UAE Touring Cars Class 2, top honours went to A2B Garage Honda driver Spencer Vanderpal, who made his way from the back of the grid to snatch the lead from reigning champion Umair Khan in the Lap57 Honda.

The battle for third place in Class 2 was fierce with Sheikh Salman Bin Rashid Al Khalifa (Duel Racing Renault) slugging it out with the Emirates Racing Honda duo of Zlatko Mulabegovic and Essa Bin Hadher and Jason O’Keefe (A2B Garage Honda). The quartet were swapping positions and fending each other off until the inevitable coming together on lap 7 between Sheikh Khalifa, Mulabegovic and O’Keefe entering the long back straight, which resulted in a walk back to the pits for the trio.

This paved the way for Essa Bin Hadher to take the final podium spot.

In race two Vanderpal was untouchable, winning Class 2 by more than 10 seconds from Khan who had his mirror’s full of O’Keefe and who crossed the line in third, making it an all Honda podium. O’Keefe recovered well from

Abdulaziz Bin Ladin on his way to victory on his BMW

Bin Hadher and Vanderpal dominated in the Touring Cars

the Sheikh Salman and Mulabegovic incident in the morning, which saw the latter two sidelined for the first race.

Vanderpal said afterwards, “It was really tight at the start and I was happy to get away from the Renaults and manage to catch Umair.

In the first race, starting from the back I got a really good start. It is really great to win twice today at the Festival.”

UAE Sportbikes: Double wins for Bin Ladin and Grosjean Saudi ace Abdulaziz Bin Ladin is proving to be unbeatable on his BMW S1000RR and again did the business by winning both 1000 Class races unchallenged. Tony Jordan (Yamaha) was second in the first race followed by Hennie Sauerman in third on the Liberty Kawasaki.

In race two Sauerman crashed out while battling for second place in the 1000 Class and Jordan fell avoiding the sliding Kawasaki rider.

This promoted Ducati rider Damien van Blerk to second place.

Reigning champion Pascal Grosjean, riding a Yamaha, made no mistakes on his way to double victories in the UAE Sportbike 600 races. In race one Jason Burnside (Mapei Honda) was second ahead of Alan Boyter on the Yas Triumph. In race two Emirati rider Abdulrahman Al Shamsi, after stopping early in the first race with mechanical problems, took second place following a race-long duel with Burnside, who had to settle for third. L

Bin Ladin, Jordan and Sauerman topped the Sportbikes

Jassim Al Shamsi (leading) powered to two wins in the UAE Sportscars battle

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The opening laps were frenetic, before Batelco stamped its authority

Batelco batters the opposition Red-hot Bahraini squad claims the spoils in punishing 24-hour karting enduro and dedicates victory to Christophe Hissette

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he Batelco Karting Team from Bahrain took a highly charged and emotional victory in the Battery 24 Hours at the Kartdrome. The team beat a concerted challenge late in the race and overcame some of the most challenging conditions ever encountered in Dubai’s endurance karting classic to notch up its second win in this year’s Kartdrome 24 Hour Endurance Challenge Championship.

Immediately after receiving the winner’s trophy, Batelco team manager Ali Abbas dedicated the win to the late Christophe Hissette, who was part of the Batelco team that won the first round of the endurance championship in April.

He said, “The team is very emotional. We constantly felt the presence of Christophe Hissette with us, giving us strength during

this race. We also trained hard for the past two months because this win has always been our goal. We dedicate this victory to Christophe, gone but never to be forgotten.”

Adding to a weekend packed with emotion was the presence of Christophe’s father, Jean Louise Hissette, who handed out the trophies to the winning teams and was the recipient of a special memorial poster signed by all the competitors. There was not a dry eye in the house…

On the track, it was a hard-fought victory for Batelco as it took the lead in the first quarter of the race, consolidated the leadership overnight, but saw its hard work threatened as it was given a number of penalties for minor infringements in the final hours of the race. Nevertheless, the team persevered to take another famous win at the Kartdrome.

After 24 gruelling hours it was the Sheikh Hasher Al Maktoum-captained Santos Motors team that never gave up in its pursuit throughout. In the final hours it reduced the gap on the leaders to a single lap and kept up the pressure until the chequered flag fell.

Santos crossed the line a mere 24.7 seconds adrift of the winning team.

The Paul Chatenay-led Ocean Rubber squad featuring Mohammed Al Mutawaa took the final podium spot, seven laps down on the pace setters. It fought of a concerted challenge from a trio of teams: CER Karting 3, Forum Racing and Speedsters, who ended fourth, fifth and sixth, respectively.

In the Corporate Category, a race within a race, there was a massive battle throughout the day and night between OMD Racing, The National and MBC Action. At the end there was little to separate the teams with OMD

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Battery 24-Hour Karting Championship | Sport

“The team is very emotional.We constantly felt the presence of Christophe Hissette with us…”

Fabienne Lanz (kart 4) impressed, but her team wasn’t in the reckoning

Exhausted drivers catch some shut-eye

Ramez Azzam celebrates as he takes the chequered flag in the Batelco kart

taking the win, a lap ahead of The National with MBC Action five laps behind in third.

The teams finished ninth, 10th and 11th overall.

A special prize for showing the true spirit of racing went to the French squad CER Karting 3, which also managed to finish fourth overall in its first visit to Dubai.

Kartdrome manager Ryan Trutch said, “Congratulations to Batelco team as it showed again it is the team to beat. But really, for the teams that finished, crossing the line after 24 hours was victory in itself as the trying weather conditions took their toll. The unseasonal hot and humid weather challenged the endurance and fitness of drivers all the way to the finish.”

The third and final round of the 2010 Kartdrome 24 Hours Endurance Championship takes place at the Kartdrome on December 10/11. L

The ‘Double-D Brothers’ were in top form

Results Battery 24hr championship (round 2) Pos 1 2 3 4 5 6 7 8 9 10

Team Laps Batelco Team 1151 Santos Motors 1151 Ocean Rubber 1144 CER Karting 3 1143 Team Forum Racing 1138 Speedsters 1137 Racing for Belgium 1132 Oman Racing Team 1131 OMD Racing 1116 The National 1115

Best lap 1:11.479 1:11.853 1:12.094 1:11.997 1:12.059 1:12.106 1:11.905 1:11.994 1:12.992 1:12.985

Gap -24.716sec 7 Laps 1 Lap 5 Laps 1 Lap 5 Laps 1 Lap 15 Laps 1 Lap

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Sport | DAMC & SWS Karting Round 3

Jones, Zian and Al Mehairi victorious Sam Zian takes the SWS world rankings lead after Round 3 of the DAMC and SWS Karting championships

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ound 3 of the DAMC and SWS Karting championships proved eventful as Edward Jones, Saeed Al Mehairi and Sam Zian took double wins in the DAMC Karting Championship and SWS Sprint Races.

Zian, who powered to victory in both the RX7 Star Cup races, now leads the SWS World Series standings. The contest pits the world’s top leisure kart racers in a global ranking. Zian’s two wins put him top of these standings, making him the first UAE-based driver to achieve the distinction.

Clearly emotional after his wins, the Dubai-based racer said, “It hasn’t really sunk in, but I have worked hard for this all year. I am very happy to be leading this international ranking series.”

Jones, fresh from competing in the

Karting World Championship in Monaco, dominated the Rotax Max Seniors Class.

Starting from pole position, the Dubaibased teenager won the heat, pre-final and final. He said afterwards: “It was a good day.

My kart was strong all day long and it was a good result in the end.”

In the final, Omani teenager Sanad Al Rawahi was second and Maurits Knopjes took third. In the race within the race, the Rotax Max Masters, it was Arnaud Bouf who took victory with Andrew Fuller finishing second ahead of Paul Walsh.

The race of the day was in the RX250 Master Cup where the country’s top karters have found a challenging series to compete in. The likes of Sheikh Hasher Al Maktoum, the Khalid and Mohammed al Mutawaa, Saeed Al Mehairi, Paul Healy and Rami Azzam lined up on the grid.

TOP: Sam Zian won the SWS battle, while Ed Jones topped the Rotax Max Seniors

Al Mehairi won both races but was made to fight hard, with Sheikh Hasher finishing second in the first race and third in race two. Azzam was third in race one while Rami Joudi stunned the established drivers by taking the runner-up spot in the second.

Al Mehairi was delighted with his wins, saying, “Racing against Sheikh Hasher is always an honour as he is such a good race driver, and winning against such a top field is really very satisfying. This is an amazing series that is set to grow.”

Also on the day, Tom Bale won the Cadet Class final while Abdullah Al Rawahi was winner in a hard-fought Rotax Junior Max final.

DAMC Karting and SWS Sprint action resumes in Round 4 next year on January 21 at the Kartdrome. L

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game changers Extra

Richard Bremner The cars that saved or SHAMED Land rover discovery

Land Rover Discovery

Disco was designed in engineers’ spare time, but it proved to be a big hit

How a brave marketing maverick capitalised on the Range Rover’s success

B

ack in the 1980s, Land Rover discovered that it could make rather a lot of money by finding new ways to bump up the price of the Range Rover, which had become the desired wheels of country-life dreamers. Adding an extra pair of doors, offering an electrics option pack (motorised mirrors, electric windows, ker-plunk-noisy central locking) and introducing the Vogue model triggered even fatter profits flowing from an already lucrative car.

Land Rover was perfectly positioned to ride the avalanche of demand that was welling for SUVs, except that, astonishingly – or not, given that this was British Leyland – there were no new products in the cupboard other than small improvements for the models it made already.

Marketing boss Tim Ackerley – acknowledged by Land Rover’s resident authority, Roger Crathorne, as the Discovery’s champion – came up with a plan that would give Land Rover an ingeniously low-investment new car. It was another way to take advantage of the trend for more private buyers – rather than armies, civil engineering companies and government utilities – to buy a fourwheel drive. Trouble was, his bosses had other ideas, such as rearranging the rear seats in the Defender to face forwards. They considered this to be the answer for families that wanted to carry more than five.

Ackerley’s monthly pitch for something more sophisticated eventually got him a ban from even mentioning it, and so he set about secretly developing a model to slot

between the Defender and Range Rover instead.

He reckoned a simple reskin of the Range Rover would do it, the car’s separate chassis and unstressed body panels allowing for relatively easy, cost-effective new model development. Ackerley and his team had concluded that more women were going to want SUVs, and believed that the Discovery should appear smaller, which is why it got the bodyshortening exposed spare wheel.

Some young designers produced five proposals in their spare time, fuelled by the chance to design a

real vehicle rather than seats and badges, and within 20 minutes of seeing the five sketches, says Ackerley, they were whittled down to two. He then set about having a full-size clay model built, commandeering an old press-fleet Range Rover, whose aluminium exterior panels were stripped off to provide the designers with an armature on which to sculpt the two styles, one on each side.

Amazingly, the clay model was never discovered, despite lurking at the back of the styling studio during monthly reviews; senior management didn’t think to ask what lay under the cover.

Eventually the reveal came, and as the dust sheet was removed, first one board member, and then the rest, clapped. ‘Project Jay’ got the go-ahead, but Ackerley’s triumphant disobedience got him banned from the project. Although some of the early work he commissioned, like checking the feasibility of the sidehinged tailgate, not to mention the research uncovering the Discovery’s market, got repeated. It would be a big hit, setting the marque on the path towards today’s impressive six-model line-up, making the Disco more vital than even Ackerley dreamed of.

‘The Discovery got the go-ahead, but Ackerley’s triumphant disobedience got him banned from the project’

82 WWW.AUTOCAR.ae DECEMBER 2010

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Zaha Hadid’s great swirling ribbon, designed to enhance the music of Bach, is the perfect place to showcase the harmony of Range Rover design, technology and innovation. And just as the ribbon changes the way you listen to music, the innovations in the Range Rover help change the way that you drive. The high-resolution Touch-screen with dual view technology, a 12”

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