No 110 October 2010 Oman’s Best Automotive Resource OMR 0.500 AED 5.00 QR 5.

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<< don Butler on
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editor-in-chief
Mohammad Al taie
Paris portends a new phase
As this issue goes to press, we have seen the Paris motorshow beginning to evolve.
Manufacturers from every continent have been informing us about the new models they are
AL roYA PreSS & PUBLiShinG likely to show and for the European marques, the show could not have come at a better
Po Box: 343, Postal code 118 time. The great fears that were rampant in the corporate suites and assembly lines of the
Al harthy complex
European manufacturers of recession beating them to the ground are now a memory in the
Sultanate of oman
rearview mirror.
email: automan@alroya.net Europe is going through a painful period of readjustment with some countries having come
Website: www.automanweb.com
out of recession and others trying tol get their financial affairs in order. Critically, Germany,
editorial office: France and the United Kingdom have seen a certain degree of customer confidence
tel: +968 24479888 extn 300, fax: +968 24479889 returning and with continued growth from the Asian continent and Western Rim of the
circulation office:
Pacific, European exports have been enjoying a bit of a renaissance.
tel: +968 2456 2360, fax: +968 2456 2194
It is during this phase that the Paris show opens. Mainstream manufacturers are increasing
PUBLiSher the lineup of environmentally responsible models with hybrid and electric drivetrains gaining
hatim Al taie hatim@alroya.net
more acceptance, largely because of the dual effects of improved battery technology and
editor & GM volume production bringing down costs and improving reliability.
raj Warrior raj@alroya.net Interestingly, there will also be a slew of high-end models, model variants and premieres.
There is an increased acceptance among manufacturers that customers in that bracket are
execUtive editor
chandan B Mallik chandan@alroya.net looking for a degree of custom couture in terms of the models they drive. Whether it is the
tie-up with high-end luxury non-automotive brands or the limited run production series, car
co-ordinAtor
makers look at improving return from their existing lineup.
Pratibha n Kadam pratibha@alroya.net
In the meantime, this issue also has two signature powerhouses on its cover. Both the M3
deSiGn GTS and the Cadillac CTS -V Coupe take the art of turning a mainstream luxury saloon into
Sawsan Al Muharbi sawsan@alroya.info
a screaming banshee into the rarer parts of the atmosphere. While the former is the last
heAd of MArKetinG attempt to bring out the beast in the current platform, Cadillac’s attempt manages to show
Maged Aziz maged@alroya.net the future direction in which the American brand is evolving.

MArKetinG
Another brand that will interest is Honda, that has taken the Accord platform to new levels
Supreme Philips philips@alroya.net with the CrossTour. It is an interesting attempt at monetising an existing platform. Initially
considered underwhelming, the car did however manage to surprise our team.
circULAtion
books@alroya.net

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Abraham daniel daniel@alroya.net

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inG
 in this issue 107
k

10

news
From across the 4
region and around
the world
brandwatch
Cadillac’s future 18
plans
paris preview 24 first drive 10 performance
Hot new V8s 20
news analysis
Top headlines that 22
grabbed our attention
curtain raiser
Paris Mondial 24

first drive 32 first drive 38 cover story

2012 BMW M3 GTS 10
2011 Cadillac CTS-V 46
Coupe
first drive
Honda CrossTour 32
Land Rover LR4 38
Mazda2 60
preview
road test 60 preview 56 2011 Dodge 56
Durango
2011 Bentley 58
Continental GT
motorsports
F1 & WRC 64
chicane
Buying stuff off the 72
internet

cover story 46
{regional news}
mitsubishi’s baby crossover launched
O man was the first market in the region for
Mitsubishi’s all-new ASX crossover SUV.
The Japanese automaker appears to be right
on schedule with the car, having just launched
the production version of the
compact Concept-cX SUV. First
unveiled at the Frankfurt Motor
Show last year, the new model
will replace the now discontin-
ued Pajero iO [pronounced as
Ee-oh] in some markets but
will slot in just below the Out-
lander in the Mitsubishi prod-
uct portfolio in Oman. With
the ASX, Mitsubishi Motor Cor-
paration expands its crossover
line-up, which already includes
the full-size Pajero, and the
mid-size Outlander.
The ASX is built off the same
platform as the Outlander and Lancer and sits
on the same wheelbase as the Outlander but
is 25mm shorter and 65mm lower. The light-
weight vehicle measures roughly 4,3mm long,
about the same size as the Toyota Yaris sa-
loon. Actually, the production car is 200mm
first motoring themed pub in muscat
F inally, someone has thought about creat-
ing a themed bar cum restaurant for mo-
toring aficionados in Muscat. A new initiative
from House of Foods LLC, the idea took two
years from concept to creation. Located con-
veniently in the Le Grand Hall of Al Falaj Hotel
in Ruwi, a strategically-placed custom made
bike invites punters. “The bike is made entire-
ly of nuts and bolts, which is also the name of
our new pub. It sets the tone for what lies in
wait for you inside,” said Ali Moosa Al Rawahi,
manager at Nuts & Bolts located.
Inside, the ambience is of a mini museum-
cum-garage where a bright yellow real BMW
Z3 convertible is perched atop the bar, while
a custom stretched Mercedes limo and trailer
parked host guests. Various motoring para-
phernalia adorn the walls for that authentic
garage feel.
“Auto-themed pubs are common around
the world and have proved to be big draws.
As the idea of starting a pub came up, we
researched and concluded that this concept
fits in best here. Besides, there is none other
like it in Oman. And let us not forget Omanis’
never-ending fascination with automobiles.
4
longer than the Concept-cX, but still much
shorter than the Honda CR-V, Toyota RAV4 or
BMW X1. The new model has a squarer nose
than the concept car, while being stretched
a bit in the rear. The crossover will be avail-
able with Mitsubishi’s proven 2.0 -litre MiVEC
engine that develops 150PS and is combined
with a CVT gearbox. The powertrain offers
maximum torque of 197Nm with a top speed
of 190km/hour. The ASX comes with a choice
So, Nuts & Bolts becomes a unique tribute to
these automobile fans – a place for everyone
to hang out,” said Al Rawahi. This is also the
place where you will find on the menu, steaks,
burgers, sandwiches and cocktails come with
motoring inspired names such as Top Gear,
Rocket Fuel, Accelerator, Gasoline, Coolant
and Reverse Gear. “In every nook and corner
of any car, truck or motorbike, you will find
nuts and bolts connecting the parts together
to provide a smooth drive. ride,” said Al Raw-
ahi. Nuts & Bolts can accommodate up to 300
people and is open on weekdays from 6pm
to 2am.
of either 2WD or 4WD, the latter coming with
Mitsubishi’s renowned electronically controlled
4WD system using one centrally located dial
to switch between three driving modes – ei-
ther the fuel efficient 2WD, 4WD AUTO
or 4WD LOCK. On the safety front, the
ASX has received the highest NCAP
safety rating available in the world
for collision-worthiness. The car also
comes fully equipped with anti lock
braking system (ABS), Active Stability
Control (ASC), multiple air bags, front
seat belt pre tensioners all as standard
items. The 4WD model also comes with
hill start assist (HSA) which prevents
the vehicle from rolling backwards by
automatically braking when starting on
an incline. The ASX will be offered in
three specifications levels - GLX 2WD,
GLX 4WD and GLS 4WD which have
been designed in mind with flexibility in ca-
pability, trims and customer budgets. The ASX
benefits from many features new to the Mit-
subishi line-up such as engine keyless switch
and UV treated panoramic glass roof with
night time illumination.
Kia Sportage getS higheSt
environment friendly
certification
W orld-renowned German certification
agency TUV Nord has awarded the all-
new Kia Sportage its highest environmental
certificate following a rigorous assessment of
all environmental aspects, from production to
day-to-day running through to recycling. TUV
Nord certified that the stylish new crossover
complies with the strict environmental stan-
dards of the ISO 14040 life cycle assessment.
The new Sportage is produced in Kia’s Euro-
pean factory in Zilina, Slovakia. The factory
was certified according to the ISO 14001 life
cycle assessment standards in 2007 and was
granted a certificate as an environmentally
friendly production facility.

new volkswagen touareg dazzles at middle east debut
V olkswagen Middle East – the regional
office of Europe’s largest car manufac-
turer – has launched its most technically in-
novative model ever, the new Touareg, at an
exclusive media unveiling ceremony and din-
ner held in the UAE. The launch establishes
the Middle East as one of the first markets to
distribute the completely redeveloped flag-
ship petrol engine Volkswagen sport utility
vehicle, which unites the world of off-road
vehicles with the comfortable dimensions of
a luxury saloon and the dynamic attributes of
a sports car. The new Banyan Tree Al Wadi
Hotel and Resort in Ras Al Khaimah formed
the perfect host where the new car was un-
veiled. The following day regional media got
behind the wheel and experienced the new
arrival [Ed’s note: read our first drive impres-
sions in Automan’s November issue].
At the unveiling of the new Touareg, Stefan
Mecha, Managing Director of Volkswagen Mid-
dle East, said “About 500,000 drivers chose
to buy the first generation of the Touareg
lebanon is harley-davidson’s new port of
L ebanon has become one of the major hubs
for Harley-Davidson once again in the re-
gion with the opening of a new showroom in
Beirut last month. “Harley-Davidson appeals
to people in Lebanon and the region because
it offers a chance for them to demonstrate
their individuality. It’s a brand that offers a
lifestyle bringing together passion, power and
an iconic style. In the last decade, Harley-
Davidson has been embraced by more and
more people in the region and the new store
in Lebanon is a reflection of that regional suc-
cess,” said Stuart Farrell, managing director of
Harley-Davidson strategic growth markets.
Interest in Harley-Davidson has long thrived
in the Levant. The company first opened a
showroom in Lebanon more than 70 years
ago to support the growing number of riders
there. With an investment of $2.5m for the
new outlet the place will be offering the latest
Harley-Davidson equipment, and bikers will
have a revived opportunity to engage with the
sport and fellow riders. The Harley-Davidson
Beirut Lebanon Showroom is located in Kan-
tari, Michel Chiha Street.
harley-davidSon redeSignS entry
level SportSter for india
In business, they call it different strokes
worldwide, and it quickly established itself as
our flagship vehicle in the region after its Mid-
dle East debut in 2003. Seven years later, the
new Touareg has taken its winning concept
into the future and heralds a paradigm shift
in the idea behind multipurpose SUVs. This,
combined with the Touareg’s existing popu-
larity, has generated overwhelming interest
for different folks when it comes to country
specific models. Harley Davidson is preparing
launch new model based on the 883 Sportster
called SuperLow in India.
The new SuperLow model has been devel-
oped with short riders in mind with and has
reduced the seat height from 27.5in to 25.5in
for rider convenience. The Superlow is comes
loaded with an air-cooled Evolution, 883cc,
V-Twin with Electronic Sequential Port Fuel
Injection (ESPFI) engine which delivers peak
torque of 74 NM @ 3,750 rpm. Company of-
ficial said thT the new entry-level cruiser mo-
torcycle has considerably reduced mass and
inertia front and rear, which when combined
with the improves handling and performance.
{regional news}
already. The Touareg is the keystone of our
regional plans, and is integral to expanding
our Middle East presence,” continued Mecha.
“With its combination of stunning looks, world
first innovations, and environmentally friendly
economical technologies, the new Touareg is
sure to become the new champion amongst
SUVs in the region.”
Zubair automotive orga-
niZeS training Seminar
L ast month, Zubair Automotive hosted a
special training and development seminar
for its personnel aimed at reinforcing unified
service standards for its customers across
Oman. One of the key factors discussed relat-
ed to service was availability of spares and the
mechanics of efficient logistics management
for parts. “We believe regular interaction of
this kind is essential not only to raise service
standards but also to ensure uniformity of
standards across the network,” said Hemant
Bhat, national parts manager at Zubair Auto-
motive Group. With over 100,000 line items in
stock, excellent availability, extensive branch
network, a dedicated team of parts profes-
sionals, Zubair Automotive Group’s efforts
and dedication has paid dividends in the form
of several prestigious awards from Mitsubishi
Motors Corporation, Mitsubishi Fuso Truck
and Bus Corporation and Daimler Chrysler.
5
{news } news}
Regional
in the spirit of the super trofeo race car
T he track season may have wrapped up at
Vallelunga, but two companies – a super
carmaker and a watchmaker -- took the wraps
of their joint creation. Usually, when an auto-
maker and a watchmaker team up, it’s to spec
out a special-edition watch. But this time it is
the other way round. The two marques are
also behind the Super Trofeo racing series,
which Lamborghini claims is the fastest spec
racing series on today’s circuits. Enter: Lam-
borghini Gallardo LP570-4 Blancpain Edition.
iS toyota alphard heading
thiS way?
I t could be, as Automan’s hawk-eyed edi-
tors spotted Toyota’s luxurious MPV, the Al-
phard, on a transporter in Oman last month.
Toyota’s MPV range is currently made up of
the Previa, Innova and Hi-Ace, but the lav-
ishly equipped Alphard is destined to sit at the
top of the line-up if launched here. It may be
noted that the said MPV is also due for intro-
duction in China this month. The Alphard is
powered by a 170bhp 2.4-litre and a 280bhp
3.5-litre engines, but we are taking an edu-
cated guess that the bigger engine will be the
bestseller among regional customers.
6
Lamborghini and Blancpain have combined
their individual engineering skills and in the
spirit of honouring the success of the Lam-
borghini Blancpain Super Trofeo racing series
have created a very special super sports car:
the new Lamborghini Gallardo LP570-4 Blanc-
pain Edition.
The special-edition Lambo is distinguished
from the standard model with such unique
touches as a vented engine cover and a big
rear wing, along with carbon fiber parts, Skor-
porsche panamera rocks globally
W ith over 23,000 global sales in 12
months, the Porsche Panamera has es-
tablished itself firmly as a unique sports car
for four people combining characteristic sport-
ing styling cues and dynamic performance
with day-to-day versatility. The appeal of the
Gran Turismo has widened further with the
recently-introduced V6-engined Panamera
and Panamera 4 – powered by a new Porsche-
designed 300hp six cylinder engine – which
already accounts for over a quarter of it total
sales globally.
At the forefront is Porsche’s traditionally
most significant sales market, North America:
890 vehicles are already cruising the streets of
Los Angeles and 760 the streets of New York.
Interest in the four-seater is also large in Asia:
300 Panamera were delivered to Hong Kong,
223 to Tokyo and 188 vehicles were delivered
to Shanghai, where the Gran Turismo celebrat-
ed its world premier at the end of April 2009.
Very pleasing figures were reported by other
cosmopolitan cities, such as Dubai (285), Mos-
cow (203), Munich (206), Hamburg (117) and
Berlin (108).
plus wheels and carbon-ceramic brakes.
A matte black finish with yellow accents
further set it apart inside and out. The most
interesting spec however, is the Blancpain
Edition’s weight; at 2954 pounds, Sant’Agata
lauds it as the lightest vehicle in Lamborghi-
ni’s roadgoing range. Couple that with the
5.2-litre V10 boosted to 570hp (like the spec
racers) and Lambo claims a 3.4-second sprint
to 100km/h from a standstill, topping out a
hair under the double-century mark.
porSche Support rugby
initiative in uae
Porsche Middle East has finalized a sponsor-
ship agreement with the Dubai Exiles Rugby
Football Club for three years. The Dubai-based
rugby club was founded in 1968 with 1,000
members of which 550 are active players. Its
home base is the Sevens Rugby Stadium on
the outskirts of Dubai. Throughout the years,
the Club has significantly promoted Dubai’s
sport and leisure environment with the foun-
dation of the Dubai Rugby Sevens, participa-
tion in regional tournaments and the regular
highly anticipated derbies between Dubai’s
teams and the players of the Abu Dhabi Harle-
quins Rugby Club.

infiniti ipl concept revealed
I nfiniti has been talking about a performance
sub brand and has used its most seductive
car, the G Coupé, as a test mule for its spirited
ambitions. Wasting no time, it has unveiled in
one of Europe’s most romantic cities, the first
production Infiniti Performance Line variant
builds on the fine looks and sporting nature
of the production G Cabrio to raise the tem-
perature in the luxury cabriolet stakes. Re-
splendent in new Malbec Black – a pearlescent
black paint with red hints - and Monaco Red
leather interior complemented by unique new
cabin inlays inspired by the finessed
new sonata in recall programme
N o successful car manufacturer these days
wants a black spot in their biodata – espe-
cially if a problem relates to a successful new
model. Take the case of Hyundai, which has
enjoyed its stronger sales ever so far in 2010
with its stylish, popular and competitive new
Sonata saloon, but
now the Korean
automaker is set
to face the down-
side to strong
sales: bigger re-
calls as a result of
some production
glitches.
Till now, Hyun-
dai has managed
to drastically
grow the sales of
its now popular
Sonata saloon, enjoying record sales month
after month worldwide. It is now reporting
that some 139,500 Sonatas sold in the US will
be recalled for inspection of a faulty steering
wheel assembly that could result in reduced or
totally lost steering control. More specifically,
NHTSA has reported that a separation of the
craftsmanship of samurai armour, the ulti-
mate G Cabrio in concept form is a bespoke
and very exclusive fulfilment of Infiniti design
values. As well as previewing a dramatic new
look and classically luxurious cabin, the world’s
sexiest four-seat cabriolet with electric folding
hard-top – probably – provides a tantalising
vision of a new range of Infiniti models to ex-
tend the Japanese brand’s reach further into
the performance car market. The Paris motor
show debut follows on from the August unveil-
ing in the USA.
intermediate steering shaft assembly’s upper
universal joint can cause either a reduction in,
or a complete loss of steering capability.
The National Highway Traffic Safety Admin-
istration first began probing the Sonata in Au-
gust, but at the time suggested the incident
was limited to
just 16,300 cars
only. But Hyun-
dai isn’t in the
mood of taking
chances and has
since announced
the official in-
tent to recall
the Sonata. This
means roughly
139,500 vehicles
will come under
scrutiny. Some
analysts have suggested that the move by
Hyundai to preempt the conclusion of NHTSA’s
study was intended to ward off criticism for
failing to take prompt action for safety issues.
Hyundai has determined that the only vehicles
included in the latest recall were built between
December 11th and September 10, 2010.
{Regional{news}
infiniti releaSeS electric
car teaSer
Infiniti is also exploring alternative propul-
sion systems and has just released a sketch
of its first electric vehicle and also confirmed a
2013 launch. The sketch was shown by Andy
Palmer, Infiniti’s senior vice president, dur-
ing a ceremony held to mark the opening of
the Infiniti Centre Piccadilly in London. Befit-
ting the brand’s promise of “Inspired Perfor-
mance”, the Infiniti EV will be a stylish, com-
pact, high performance, five-seat luxury car
with zero emissions technology on board.
ford releaSeS teaSer for
ranger
F ord will discontinue the Ranger model in
North America but will introduce a new and
larger global Ranger in Australia this month.
The Ford Ranger will not be replaced but Ford
will instead expand the offerings in its F-150
range to fill the gap in the market. US mar-
ket sales of the Ford Ranger, a small pick-up
truck first introduced in 1982, peaked in 1999
at 348,000 units. Ford sold only 55,600 Rang-
ers last year and only 35,000 have made it off
of dealer lots so far this year.
For the rest of the world, Ford will be in-
troducing a new and larger global edition of
the Ranger pick-up truck in Sydney, Australia
on October 15. According to Ford spokesman
Mark Schirmer, the new global Ranger will be
closer to the F-150 in terms of size.
7
{news}
mid east first for international automobile show
E xpo Centre in Sharjah is getting ready to
welcome motor industry participants in
the 10th edition which takes place from 14-18
October. Through their respective UAE deal-
erships, Mercedes-Benz, Volkswagen, Nissan
and other brands have chosen the Interna-
tional Automobile Show (IAS) 2010 platform to
publically unveil new models for the first time
in the Middle East. The five-day exhibition will
host the first public viewing of Volkswagen’s
all-new 2011 Touareg, and showcase the Mer-
cedes R-Class facelift 2011, among others.
“It is testament to the growing reach and
reputation of the International Automobile
Show that such established dealers are not
only exhibiting but have chosen to use the
event as a platform from which to launch their
latest models,” said Saif Al Midfa, director
general of Expo Centre Sharjah. In addition to
displaying the SLS AMG, Mercedes dealer Gar-
Gar
gash Enterprises will also display the M Class
Grand Edition and Maybach facelift.
Meanwhile, other major UAE car dealers
such as AGMC, Arabian Automobiles and
Al Habtoor Motors, amongst others
have all confirmed their participation
at this year’s event. Nissan’s Arabian
Automobiles has booked the largest
stand space of 1,100sq m and show-show
casing the all new Z370, meanwhile
Infiniti with their 400sq m will showcase
the QX and M for the first time. AGMC,
which is the exclusive dealer of BMW, Rolls-
Royce and MINI in Dubai and the Northern
maZda to reStyle Small
picK-up trucK
M azda has announced plans to introduce
the redesigned BT-50 pickup at the Aus-
tralian International Motor Show this month.
Details are limited, but the BT-50 is described
as an “active lifestyle vehicle that overturns
the conventional image of a compact pickup
truck.” It features a Mazda6-inspired front
end, bulging fender flares and wraparound
taillights. Available in multiple configurations,
the BT-50
will be sold
in Australia
and Europe
mainly.
8
Emirates, will display their all new range of
2011 models in addition to some unique MINI
displays in the outdoor arena. Other brands
The track will include an extreme rock driv-
ing track, complete with artificial wadis, log
drives and a RC Racer Zone. For more infor-
that have confirmed their participation at the mation on the International Automobile Show,
show include Liberty Automobiles (represent- please visit www.int-autoshow.com.
ing General Motors, Chevrolet, Cadillac, Hum-
mer, Opel) and Al Habtoor Motors (Mitsubishi,
Bentley, Aston Martin).
The IAS is becoming one of the Middle
East’s most popular bi-annual auto exhibition
venues by hosting some of the finest auto-
makers from across the globe.
The show attracts car lovers and auto enthu-
siasts alike, not only from the UAE but from
across the Middle East and with events for all
ages. And for the first time, the Middle East
Motor Tuning Show (MEMTS) will run along-
side the IAS. Show highlights also include a Saif al midfa, director general of expo
state of the art 4x4 driving course by Off-Road centre Sharjah.
Zone.
bmw group announce plans for india
I n an announcement dated September 22,
BMW group outlined its future plans for
India. BMW sales in the country for the first
by the year-end. BMW further say that by
mid-2012, they would have invested nearly
Euros 30mn since launch in 2007.
eight months of this year, increased by 43
per cent (3,301 units, almost more than the
whole of 2009). The company recognises
the potential for growth for most industries
and sees the country as one of the fastest
growing economies of the world.
Some of the plans announced include a
production increase from 3,000 to 5,400
units at its Chennai plant, expanding pro-
duction to include the X1 along with the 3-
and 5-series it already makes at Chennai,
doubling the dealer network and increasing
presence and launching Financial Services

ferrari virtual simulator goes online
F errari’s Virtual Academy made its official
début during the Italian Grand Prix in the
paddock of Scuderia Ferrari. The virtual simu-
lator has been developed in collaboration with
the drivers of the Scuderia Ferrari, Alonso,
Massa and Fisichella in particular, as well as its
engineers. The site enables users to experi-
ence driving an F10 car and also allows aficio-
nados from all over the world to compete with
each other on the Fiorano circuit now, with
Mugello and Nürburgring coming up later. The
challenge of the Ferrari Virtual Academy was
to create a version of the simulator used for
training Scuderia Ferrari’s drivers which every-
one can use on their own PC. Using authentic
data, the game’s developers have employed
the latest 3D graphics technology and data
processing software. As a result, the detailing
faithfully reproduces the cockpit and steer-
ing wheel of the F10,
thus revealing all
its controls and
functionality.
Not only the car
has been repli-
cated, but also the
track details. The
dynamic modelling of
the car was followed by
ferrari world abu dhabi to open this
month
F errari World Abu Dhabi will open the doors
to the world’s largest indoor theme park
on the evening of October 27, a day before
the earlier announce-
ment. “We are excited
to open our doors
to the public earlier
than previously an-
ticipated and we look
forward to welcoming
many guests to mark
this historic day,” said
Claus Frimand, general
manager, Ferrari World Abu Dhabi. “This will
be the beginning of an exciting inaugural pe-
riod, with the start of operations at the world’s
first Ferrari theme park.”The inaugural period
will continue throughout November, leading
up to a grand opening in December with the
a comparison of the real and virtual telem-
etric data of the F10 on circuits reproduced
through laser scanning, to ensure that they
corresponded. The analysis of the simulated
laps, turn after turn.
But that’s not all. There’s some serious busi-
ness too awaiting the best participants.
At the end of the tournament, following
the regulation of the competitions, the top
five drivers ranked as fastest will win a trip to
Maranello, the heart of Ferrari. They will pass
through the gates of Fiorano and take part in
the exclusive Ferrari Driver Academy course,
personally aided by the exceptional tutors of
the Racing Department.
The simulator can be purchased online from
the site www.ferrarivirtualacademy.com at a
nominal price of €14.90 for the first release,
the Fiorano Circuit, and €9.90 for the follow-
ing releases with the Mugello and Nürburgring
circuits.
official launch of Ferrari World Abu Dhabi. Visi-
tors will be able to experience the legendary
Ferrari passion, history and culture through
various rides and attractions,
in addition to unique shop-
ping and dining experiences.
With more than 20 rides and
attractions including a space-
shot tower that launches rid-
ers 62m into the air and the
world’s fastest roller coaster
that propels thrill-seekers to
speeds of 240 km/h in just
five seconds, the park is sure to appeal to
those whose allegiance lies with other super-
car marques besides the Fiorano GT Challenge
and the 4-D experience inside Speed of Magic
themes. Ticket prices range from Dh225 to
Dh375 dependiing on package.
{news}
child Safety weeK in uS
C hild Passenger Safety week was celebrat-
ed in the US last month and appropriate
for the ocassion, US transportation secretary
shared some findings from a new research
garnered from the National Highway Traf Traf-
fic Safety Administration. The results of the
study show that many young children are still
being placed in the wrong restraint or booster
seat systems. Also, it’s important to be cer-
tain their safety seats are inspected to insure
they’re working properly. NHTSA data shows
that in 2009 the leading cause of death for
young people (ages 3-14) was motor vehicle
accidents. During the Child Passenger Safety
week NHTSA set up free safety seat inspec-
tion stations around the country with the pur-
pose of educating parents to make sure they
know what type of system is best suited for
the child or children on board.
production mileStone for
maZda
M azda Motor Corporation has announced
that the cumulative global production
volume of the Mazda6 (known as Mazda
Atenza in Japan) reached two million units at
the end of August 2010. The Mazda6 reached
this milestone in the eight years and six
months since production of the first genera-
tion Mazda6 commenced in February 2002 at
Mazda’s Hofu Plant No. 2 in Yamaguchi pre-
fecture. This achievement marks the second
fastest time – after the Mazda3 – to produce
two million units of one model since Mazda
launched its new generation Zoom-Zoom
product lineup in 2002.
Production of the first generation Mazda6
commenced in 2002, and it was the leadoff
model in Mazda’s new generation of prod-
ucts epitomizing the company’s Zoom-Zoom
brand message. The Mazda6 is a mid-size
car which combines sporty styling with ex-
ceptional driving performance, and the first
generation Mazda6 received high praise from
many customers. Additionally, it has won over
130 global motoring prizes, including Japan’s
prestigious 2003 RJC Car of the Year award,
in November 2002.
The Mazda6 was fully redesigned in 2007
in line with Mazda’s “Zoom-Zoom evolution”
concept by building on the strengths of the
first generation model and taking them one
step further, and its environmental and safety
performance was significantly improved.
9
{First drive}

S : T h e
M3 GT
a l a c T
fi n

10

bmw’s m-division has prepared the most
extreme variant of a road going e92m3
yet, the all-new m3 gts. that’s good for
the marque’s aficionados, but the sad
news is that none of limited production
units are arriving here. but that didn’t
deter automan in having some fun with
the car at the famous ascari track.
| Author: Chandan B Mallik
{First drive}
L
ast month, we shared our experience
with four generations of BMW M3s at
the 25th anniversary celebrations at As-
cari in Spain. Now, it’s time to talk about the
newest act of the M3 chapter which comes as
a bonus and forms part of the final product
portfolio of the E92 M3 series which is due to
retire in two years. BMW’s M division will pro-
duce only 105 units of track-oriented M3 GTS,
which will be sold in Europe only.
The prescription for the M3 GTS was pretty
straight forward. Take a standard M3, lighten
its construction, and secondly enhance its
power-to-weight ratios on a solid chassis with
competent suspension and top up the rest
with aerodynamic tweaks for sharper handling
characteristics. To implement the strategy, ‘M’
boffins went back a little in the line-up for
inspiration. Reference was made to the E46
based CSL (Coupe Sport, Lightweight) that
was produced in 2003. Actually it was the CSL
that began the technology chapter of light-
weight construction and though technically a
marvel, BMW sold less than 1,400 units of the
360hp M3 CSL as it could not tap the potential
of the US markets due to complications aris-
ing out of clearing DOT and EPA standards
out there.
While the E92 M3 GTS represents a huge
evolution over the E46 CSL, it is strictly a track
car. Naturally, BMW’s performance division
had to undertake some pretty comprehensive
work. To the casual observer the GTS has a
familiar profile, but there are vivid sugges-
tions of its track orientation to a keen observ-
er. On the body itself, the deep front splitter
and manually adjustable rear wing is similar
to the ones fitted to BMW’s World Touring Car
racer are the first indicators.
Flab reduction was to be a key element in
the package and this is where the M3 GTS di-
rectly draws inspiration from the CSL. In fact,
the GTS’s carbon fibre reinforced composite
roof has been donated by the CSL. And in true
racecar fashion, the glass rear side windows
and rear screen are made out of polycarbon-
ate. Other weight savers include a lightweight
centre console and door trims and several
items considered as low priority non-essentials
in the GTS were dispensed with. Items in this
list included the car’s rear seats, air-condition-
ing and stereo, while the essential items list
grew and included a new titanium exhaust,
11
{First drive}
light body-contoured seats and roll cage. Al-
though the stripping has made the interior a
bit stark, but it does includes carbon-fibre trim
and an Alcantara-clad M steering wheel.
After the flab reduction, the job was to en-
hance the power quotient to help optimize
the power-to-weight balance. As a result, the
car’s normally-aspirated 4.0-litre V8 engine
has been extensively tweaked. The tweak-
ing includes lengthening the stroke as a re-
sult of which the displacement has increased
to 4.4-litres. In the process power output
has also jumped from 414bhp to 444bhp and
more importantly, peak torque now climbs to
440Nm. Since the stroke is longer, one would
assume that peak revs would have reduced
and affected the power band, but the engine
mapping has been revised to allow most of
the torque to come in lower in the rev range,
12
thereby giving it more low-down punch,
something which is very handy when sprinting
out of fast corners with the help of its seven-
speed transmission. Unlike earlier editions of
the M3, there’s no manual gearbox option in
the GTS and the standard issue out here is
the Getrag dual clutch transmission (M-DCT)
with adapted shift characteristics. While the
M3 GTS’s power to weight ratio suggest that
it is rather sharp at 290bhp per tonne, sharp
enough to make the standard M3 appear
somewhat blunt by way of comparison, but a
tad short of the Porsche GT3 RS, its key rival.
The pay off of this transformation is that
the track-oriented M3 GTS tips the scales at
1,530kg which means it is 70kg lighter than
the stock M3. Only one colour is offered which
is burnt orange and all the cars get exclusive
19in aluminium wheels wrapped with asym-
metric 255/35 front and 285/30 profile rear
Pirelli P-Zero Corsa tyres.
Also making the GTS just one stop short of
BMW’s global touring car title contender, the
M3 GT4 racecar is a rear suspension subframe
that’s mounted directly to the chassis and in-
dividual adjusters at each corner for compres-
sion and rebound-stroke damping. Suspen-
sion upgrades are also interesting and include
the utilisation of yellow springs for a threaded
suspension while the rear axle support is said
to be bolted in place. For structural integrity,
the rollover protection mounts are bolted on
from the B-column, while 6-point seatbelts, a
fire extinguisher and a master battery switch/
emergency shut-off switch takes care of track
safety and legislation.
{First drive}

13
{First drive}
Driving impressions
Driving around the Ascari track’s 26 cor-
ners in Spain was a fast paced experience.
The best part of the exercise was also being
able to compare the performance of the GTS
alongside the stock M3s. I preferred to drive
the GTS with the windows rolled down, not
because there’s no air-con, or the ambient
temperature was still above the 30° C, but
because it allowed the full version of the V8’s
soundtrack to be heard and appreciated.
On the move, the GT3 doesn’t feel its
1,530kg as the engine revs up freely up to
8,300rpm where it delivers most of its peak
power before being limited to 8,500rpm. It
does sound louder than the stock M3 while
quickly gathering the pace through its rapid
shift changes from the beefed up Getrag
gearbox. The transmission copes well with the
engine’s extra power and quickly rips through
the seven gears in the sharpest sports mode.
The engine is incredibly responsive too, with
a noticeable extra torque lower down the rev
range. Despite its ability to deliver savage
bursts of acceleration, the GTS is also surpris-
ingly nimble. Steering as expected is simply
brilliant, although it’s a bit heavier than a
14
standard M3, but it does allow the driver to
cut through corners with total precision and
provides the driver the necessary feedback
whenever needed and its ability to shrug off
its weight when changing direction was high
level entertainment all the way.
At Ascari, I found myself enjoying the hos-
pitality of the GTS as it takes that age-old M3
experience a level further. In M-mode, the
DSC stability control is almost imperceptible
in regulating the car’s line even when going
through a series of high-speed corners. Like
the base M3, it is easy to control, with a stabil-
ity-control system that kicks in a bit too early
but can be turned off. Power-on oversteer
can be induced easily, which is why we like
the steering so much. This is an easy car to
drive extremely fast and for me it meant that
I could swing and direct the car’s character at
will without the fear if being dictated, and was
able to follow a neat line one lap and then per-
form some tyre smoking corner drifting in the
next without the worry. The car is damn right
and its brakes so powerful that even a simu-
lated emergency stop actually can be fun.
We think the claimed ballistic 305km/h top
speed also seems very achievable given a
longer straight stretch. The revised and new
adjustable coil-over suspension ensures that
there’s virtually no body roll and that the car
remains planted like a go-kart and like track
cars, the air dynamic elements help keeping
the downforce in the same manner as in the
BMW 320si which are raced in the WTCC World
Touring Car Championships. Straight-line ac-
celeration is also impressive and BMW claims
0-100km/h in 4.4sec. The exhaust noise of
the V8 emitting from the titanium set-up is
naughty and you really don’t miss creature
comforts such as the radio or air-con, electric
seats, soundproofing among others.
However, there are some niggles and what
dampens the experience a bit is when you
compare the car with the Porsche 911 GT3
, we think the car struggles a bit for trac-
tion when compared say with the. Although
the Beemer doesn’t steer as sweetly and isn’t
as fast as the Porsche in a straight line or in
terms of lap time, but never the less it is an
entertaining drivers’ car and the reason for
that is clear.
 {First drive}

blast from the past

BMW’s M3 has never been the shy, retiring type. First launched in 1985, it has spent the intervening years gaining
power and mass. It has also successfully attracted a cult following thanks to its precise handling and supercar-baiting
performance.

E90 E36 E46

A major step forward in technology and

performance was taken with the launch of In 1992, the second generation M3, the Fast forward to 2000 and, in styling terms
the latest M3 in 2007. Central to the experi- “E36”, cemented the model as a mainstay of at least, the move from the E36 model to the
ence is the adoption of a 4.0-litre V8 engine, the 3 Series line-up. It was initially offered “E46” was largely seen as being evolutionary.
which revved freely beyond 8,000rpm. And a as a coupé, convertible and four-door saloon What the new car brought back to the M3 fold
myriad of driver aids allowed owners to cus- formats followed soon after. This generation was the much-missed raw driver appeal of the
tomise the driving experience to their liking. also heralded some important changes, nota- E30, all the while maintaining a sense of re-
The M3 remains a capable road car, despite bly in cylinders and displacement. It was the finement and usability. A 3.2-litre straight-six
performance and handling that are not out of first M3 with a six-cylinder engine which grew engine was employed from the start, send-
place on a track. from 3.0- to 3.2-litres over the years, with ing 338bhp to the rear wheels via a six-speed
power outputs ranging from 286-321bhp. At manual gearbox. Despite the modest increase
launch, it actually offered buyers more power in power, the E46 feels much quicker. While
than a Porsche 911 for much less money and the sequential manual gearbox (SMG) sold
E30 this strategy help cement the M3’s reputation well, its changes feel slow and jerky in com-
as a giant-killer. However, despite its impres- parison to the latest smooth dual-clutch gear-
sive credentials, by today’s standards, the E36 boxes. Meanwhile, the E46’s interior, while
model is the least inspiring. It was undoubt- solid in construction felt hopelessly dated. The
edly fast, with an electronically limited top icing on the E46 cake was the introduction
speed and sub 5.5 sec sprint timings, but its of CS and CSL models. The latter had more
main criticism was its much softer drive due power, yet a lot less weight than the standard
to its slow steering. However, the E36 model car, and came with special tyres and a carbon-
was a roaring commercial success with over fibre roof. It’s still highly coveted today.
The first the public knew about BMW’s latest 72,000 sold.
road racer was when the company displayed a
prototype “E30” M3 at the 1985 Frankfurt Mo-
tor Show. Unlike most modern concepts which
have a hidden marketing agenda, the M3 was
developed first and foremost to homologate a
racing version of the 3 Series. BMW was re-
quired to produce 5,000 examples so that the
car could race. Two years later, it won both
the world and European Touring Car champi-
onships and by 1991, 18,000 cars had been
sold. The first versions used four-cylinder en-
gines with 195bhp, but the final Sport Evolu-
tion variant boasted 235bhp from its 2.5-litre
plant. A top speed of 155mph was supposedly
possible, along with a 0-62mph time of 6.5
seconds.

15
{First drive}
GTS in the ring
Fast, but not fast enough
While we were checking out the car at As-
cari, others who were hoping that the BMW
M3 GTS would crush the Nurburgring may be
slightly disappointed. The car’s best lapped
time so far in the famous Nordschleife is 7m
48s. Although, the time is two seconds bet-
ter than the test times of the Porsche 911
16
Carrera S and a 2003 BMW M3 CSL, it is also
17secs faster than that of the BMW M3 E92.
The experts were hoping that the BMW M3
GTS would fare better on the Ring. However,
the car clocked better timing in Hockenheim,
where its 1m 12.5s time even beat the Ferrari
F430.
Verdict
Till the all-new model arrives in 2012, the
M3 GTS will hold ground and serve as the
lighter, faster and more focused than ever
track-tuned flagship road rocket. The hand-
built M3 GTS costs about twice as much as a
regular M3 and will be produced in a limited
run of just 150 units with $170,625 price tag
for the Europe market only. It still won’t make
sense to the casual observer, but when you
factor in research and the amount of engi-
neering necessary to set the GTS apart from
even the regular M3, one can see why it costs
so much.
One more thing this package does is dispel
some of the reservations about the high-rev-
ving V8 in the E90 M3s. While the straight-
six M3 was adored for its versatility, initially,
the process of mimicking its direct rivals from
Mercedes and Audi with V8 power wasn’t
taken as a welcome gesture till it was proven
that even with the V8, the car had not lost
any of its charm. On the contrary, revving up
to 8,400rpm, the V8 powered M3 is one of
the most addictive cars you can drive on a
racetrack. The progression and application
of performance technology is no better illus-
trated on track and Ascari proved to offer the
perfect setting. After a few nice individual hot
laps, one need not argue with the M3 GTS.
This is perhaps the car the BMW faithful have
been waiting for.
{Brandwatch}

‘CadillaC is the new standard of the world’

recharged and revitalized, cadillac is ready to take on any challenge, be it domestic or
overseas markets says don butler, marketing vice president for cadillac

C
adillac, one of the oldest premium
luxury brands of General Motors’ since
1902 has in recent years undergone a
sea of change within and outside the orga-
nization with the view of becoming a cred-
ible global player. Cadillac has engineered a
historic renaissance led by artful engineering
and advanced technology and the resurgence
is built on the back of new products such as
the CTS saloon and full-sized Escalade SUV.
However, like many automakers, the global
recession that nearly shook the economy of
the entire world to its very core also slowed
down some of Cadillac’s programmes. Though
the threat of further economic meltdown has
subsided and economies across the globe
are on a rebound, GM, itself went through
a major transformation under the automotive
bailout programme initiated by the Obama
administration in 2008.
Arguably, for Cadillac it is the most crucial
phase in its chequered history. While Cadil-
lac is off life support, but it realizes that to
remain profitable it must go global with top
notch products. Parent GM will not measure
Cadillac’s success only by the number of
German and Japanese luxury-car buyers it
conquests but how many new luxury-car
buyers it can grab from emerging markets
such as China or Middle East.
With clear cut objectives, Cadillac in the
meantime has really turned itself around with
new levels of quality and an exemplary prod-
uct lines, has been cautious with its future
business plans and new product strategies.
Cadillac will focus on updating the rest of its
product line in the near future. In the longer
term Cadillac hopes to prove itself to be a
technology leader with the introduction of hy-
brid, flex-fuel and even fuel-cell models
Although, the recent additions such as the
2010 CTS Coupe and high performance CTS-
V Coupe versions will add some panache and
glitz, it is still has a long way to go.
Don Butler, marketing vice presi-
dent for Cadillac shared some
thoughts about how Cadillac was
moving forward during the side-
lines of the Cadillac CTS and CTS-V
Coupe introductions in Beirut last
month.

<<cadillac will focus on updating the rest of its product line in the
near future. in the longer term cadillac hopes to prove itself to be
a technology leader with the introduction of hybrid, flex-fuel and
even fuel-cell models>>
how did the domestic market kick-off in sults of the year. It was the best month for
2010 for cadillac? the brand since August 2008. Cadillac total what are your expectations from these
Despite starting the year with a market- US sales through August have risen 50 per two additions? how do you think it will
ing vacuum, the Cadillac’s sales shot up af- cent, compared to the first eight months of help the brand?
ter we introduced a special 24-month lease last year. We are confident that with the CTS Coupe,
programme in May as part of our marketing we will be able to attract a new generation
campaign. Since then, Cadillac has continued how will the marketing momentum be of luxury sports car enthusiasts to Cadillac
its strong sales momentum in July with total kept up for the time being? brand and go head-to-head with the BMW
US sales of 14,919, more than double the total We have two additions to the CTS line-up, 335i Coupe, Mercedes-Benz E350 Coupe and
for the same month last year as SRX posted the CTS Coupe and the CTS V Coupe as 2011 Audi A5.
its best month ever and CTS had its best re- models.

18
 {Brandwatch}

with the ctS platform, you almost have
a full house. what happens now to the
current StS and dtS models which are
on the last phase of their respective life
cycles?
Both of these Cadillac stalwarts will face the
axe after the 2011 model year. The large STS
saloon and the livery-favourite DTS luxury sa-
loon are set to be discontinued and that will
leave the CTS to carry Cadillac’s saloon line-up
offensive until the future products arrive. With
the recent arrival of a coupe and wagon, the
number of CTS variants is up to three, plus
the hot CTS-V models. A redesigned CTS is
set to arrive in four years, at the earliest and it
will be slightly bigger than the outgoing model
when it arrives.
in your presentation you have men-
tioned that cadillac is once again ready
to compete with the world’s best and
notably you have premium brands from
germany and Japan in sight. but, do you
have enough products to represent your
ambitions?
We are looking at two major product lines
-- compact and large saloons as part of the
line-up expansion. The future saloon product
plan will be highlighted with two acronyms:
ATS and XTS.
can you highlight where the product po-
sitioning of the atS is likely to be?
The ATS or A-series as will call it internally,
will sit below the CTS in the line-up and it
will be our volume seller with a cheaper price
tag and performance to match. It will directly
compete against the likes of the BMW 3 Se-
ries or Audi A4, sporting several powertrain
options, including two six-cylinder engines, as
well as one four-cylinder. Starting in saloon
and coupe configurations, the ATS may even-
tually spawn additional variants, including a market which has totally different char-
convertible. Rear-wheel drive will be standard, acteristics. we all know europe is diesel-
and all-wheel drive may become an option. dominated with compact saloons and
The new car isn’t due until at least the 2013 hatchbacks.
model year. In Europe, we are offering our dealers a
portfolio of seven vehicles starting with mod-
what’s the current focus with the el year 2011 which includes the CTS and its
brand? high-performance version CTS-V saloon vari-
The new focus boasts of Cadillac’s returning ants. These will be joined by the all-new CTS
product prestige, much like the reputation the Coupe and the CTS Sport Wagon – all of them
brand enjoyed for much of the past century. introduced at this year’s Geneva Motor Show.
GM has positioned Cadillac to compete with In addition, we are also offering the new SRX
German and Japanese luxury brands.
if one believes that the production
version of the large d-segment ca-
dillac XtS concept would be po-
sitioned as the brand’s flagship
model, will it be based on
the flexible Zeta platform
or a stretched version of
the ctS’ Sigma ii plat-
form?
We have platforms to build
a Cadillac range-topper with
the potential stand as a true ri-
val to the Mercedes-Benz S-Class or
BMW 7-Series.
what is the Suv side of the business
looking like?
The SRX will be upgraded in the powertrain
department and it will receive the corporate crossover and the Escalade Hybrid. The new
3.6-litre direct-injected V6 for 2013, as well top-of-the-line sporty Cadillac, the CTS-V
as a cosmetic upgrade. The full-size top end Coupe, will have its European premiere at the
Escalade is set to be redesigned with the next Mondiale de l’ Automobile in Paris..
generation of Chevrolet Tahoe and GMC Yu-
kon. is front wheel drive being ruled out in
cadillac after the blS experience?
if europe is cadillac’s prime overseas The SRX SUV is available in front-wheel
target market, do you have or are you drive versions. We don’t have plans for saloon
planning models that are specific to this cars with front wheel drive now.

<<cadillac has remarkable timing. Just three months after the 1929 stock-market
crash, cadillac premiered at the new york auto show its series 452 with a 185hp
v16 engine designed to trump chief rival
packard’s v-12. fast-forward almost
80 years: cadillac is ready for another
flagship, perhaps something along the lines
of the gorgeous sixteen concept that was
first shown in 2003>>
19
{Performance}
Mad,mad Atom
is ariel unashamedly aiming for the bugatti veyron, at least in the
acceleration stakes with its latest creation, the atom 3?
f inally, it seems they have done it. Having
been in the development process for the
past two years, the Atom doesn’t have as pow-
erful a motor as the Veyron but boasts a pow-
er-to-weight ratio that’s more than 50 per cent
better than the Veyron’s. In fact its 909hp per
tonne ratio even betters that of a GP2 race car.
While the prototypes are still undergoing test-
ing, the V8 Atom has already shown the world
its performance credentials. 100km/h comes
in under 2.5 seconds and 160km/h takes less
than six
seconds to
reach from
s t a n d -
still. Ariel’s
goals for the
production mod-
el of the V8 atom
are 2.3 seconds
and 5.4 seconds
From Russia with love
r ussian specialty sports car manufacturer
Marussia Motors has marked the
start of production of the B1 and B2 mod-
els with the grand opening of their first
showroom in Moscow. First unveiled in
late 2008, the B1’s original design includ-
ed a hybrid powerplant but has since been
dropped. The second model is the jet
fighter inspired B2. Both models featuring
a mid-mounted 3.5-litre V6 from Cosworth
is available in three power levels: 300, 360
ad 420hp. Not the most powerful supercar
around, but Marussia insists the power level
is competitive given the weight of 1,100 kg
which allows a lively sprint to 100 km/h in
3.2 seconds. Priced at around 100,000
20
respectively. If it can achieve these figures,
Ariel will better the acceleration figures of Bu-
gatti’s Veyron.The Atom’s V8 engine is sourced
from the US and was actually originally devel-
oped from two Suzuki motorbike engines that
had been grafted together. However, since
the original development, the 32-valve motor
has become significantly more advanced. Two
derivatives will be available, one detuned to
474hp that will be easier to use on the road
and then the 500hp model. The more pow-
erful of the two will also have a much more
aggressive throttle map and will be designed
specifically use on the
track. Top
speeds are rated at 274km/h and 322km/h
respectively.To cope with the extra power in
both models, the cars has been outfitted with
a six-speed sequential Sadev transmission
which can handle the 16,500 rpm redline. The
chassis is a close-to-standard Atom chassis,
but it has been reinforced around the engine
bay. Carbon fibre aerodynamic bits and bobs
will also feature along with a revised double-
wishbone suspension with arms made from
aerofoil-section chrome-molybdenum tubing,
Intrax shock absorbers, Alcon brakes, and X-
rated Toyo tyres. According to Atom designer
Simon Saunders, it is Ariel’s duty to build cars
that blow open segment performance. “I be-
lieve it’s the role of little firms like ours to go
where the big companies can’t or won’t,” he
noted. The car will go on sale next
year with a price tag beginning
at £150,000.
euros, Marussia has
supposedly collected a
healthy amount of orders.
By 2014 Marussia plans
to produce up to 10,000
cars per year. This in-
cludes a third Marussia
F2 SUV model slated
for market launch in the
spring 2011 followed by
a September surprise in
Frankfurt. Surely, the
Russians are warm-
ing up the automotive
scene.
 {Performance}

Aspirational GTS tops Carrera range

b MW have just launched their version of
its M3 GTS [our cover story this month]
and it was just a matter of weeks that Porsche
Carrera family, the 911 Carrera GTS combines
the 44mm wider Carrera 4 body of the AWD
models including a wider track with classic
with high-gloss finish rim flanges and 305/30
ZR tyres on the rear axle.
Other features include the SportDesign
would announce a model in its line-up bearing rear-wheel drive. And there are many more front apron with spoiler edge, painted in black,
a similar tag. Well, here it comes with a power details that distinguish the appearance and special sideskirts, also in black, and the Car-
output of 408hp, outstanding vehicle dynam- technology of a GTS from other Carrera mod- rera GTS logotype on doors and rear lid, in
ics and emphatically sporty equipment. Well, els. For instance, the GTS runs on 19in centre- black or silver depending on the body colour.
you have guessed it right. These are the specs mount RS Spyder wheels, painted in black, The area between the two tailpipes in the rear
for the new 911 is finished in black. In
Carrera GTS which combination with the
intends to ascend standard interior colour
to the pinnacle of “black Alcantara”, the
the Carrera model centre sections of the
series much like driver and passenger
the BMW M3 based sport seats are covered
GTS . Roughly 23hp with black Alcantara.
more than the 911 The new Porsche 911
Carrera S will enable Carrera GTS will cele-
the new GTS with brate its world premiere
a 3.8-litre engine at the Paris Motor Show
close the gap to the in early October and will
911 GT3, which of of- be available as coupé
fers 434hp on tap. and cabriolet.
Unique within the

Spartan unveils Ducati-powered track car

i f the Atom thought it hadn’t inspired some
petition, well here it is. Spartan, an
Australian carmaker specialising in
com- speed sequential gearbox.
Being a track-day special one of the main
features of the Spartan V is its light-
light
niche vehicles, has created the weight construction. With a tubular
Spartan V, which is essential-
essential spaceframe chassis and carbon
ly a Ducati superbike with fibre bodywork, the V is said
four wheels. The V is said to weigh a phenomenally
to have Ariel Atom V8- low 300kg and hence its
threatening performance, awesome power-to-weight
dispatching 100km/h in ratios and claimed perfor-
just three seconds and mance credentials. This
then heading on to a top low weight is aided by the
speed of 278km/h. This fact that the Spartan has
blistering performance no roof or doors. Just 300
is owed to the Spartan’s units will be produced and it
170hp 1,198cc Ducati V-Twin won’t be cheap either.
engine, which is mated to a six-

21
{news}
News headlines that grabbed our attention
is the ferrari 458 a little too hot to handle?
a utoman’s take: Literally, as several own-
ers of the new sports car from Maranello,
which costs about $230,000, found out after
their cars caught fire in recent months. The
Geely reorganizes brand portfolio
automan’s take: Another positive signal
from a Chinese company with global ambi-
tions. Following in the recent footsteps of
General Motors and Ford, Chinese automaker
Geely has announced it will be thinning its
brand ranks. The Geely brand will go the way
of Saturn and Mercury by the end of 2012.
Like its American counterparts, Geely says it
is doing away with the Geely brand to focus
on its sub-brands. Geely’s sub-brands include
Gleagle, Emgrand, Shanghai Englon and,
Mahindra US dealer deal off, plans with Ssanyong progressing
automan’s take: Not surprising with this
Indian company which has been trying to get
a foothold in the US for past couple of years.
The latest news from the Mahindra saga is
the Indian tractor and automaker
has terminated its current im-
port contract with Global
Vehicles in US, although
the Georgia-based dis-
tributor claims Mahindra
cannot simply drop the
agreement.
Meanwhile, Mahindra has
signed a preliminary deal to
22
Italian automaker began looking into the situ-
ation actively in August after five 458s caught
fire in California, Paris, Switzerland, China and
one other unnamed location. Ferrari has of-
most recently, Volvo. Gleagle, short for Global
Eagle, is Geely’s global brand, while Emgrand
stands as the automaker’s luxury division.
Shanghai Englon focuses on economy and
some fleet vehicles. Analysts believe that the
decision to cut the Geely brand will probably
be for a positive move for the company as
its focus is towards becoming China’s premier
automaker. Meanwhile, Geely announced it
might build as many as three Volvo assembly
plants in China.
take over bankrupt South Korean Ssangyong
Motor. But what we don’t understand what
does Mahindra stand to gain with the pur-
chase of Ssangyong, which makes SUVs and
MPVs based on dated Mercedes technol-
ogy? Analysts estimate that the 50 per cent
stake would cost Mahindra about $418m and
the task after that getting the company up
and running could be an uphill task given
Ssangyong’s history of perennial labour prob-
lems. We think, Hummer, which has iconic
brand equity could have been a better option
for Mahindra which seeks crucial SUV tech-
nology as part of its global expansion plans.
Automan’s take
ficially admitted that 1,248 Ferrari 458 Italias
have been recalled due to fire risk. While Fer-
rari’s technical team is investigating the prob-
lem, the National Highway Traffic Safety Ad-
ministration in US has offered an explanation.
The NHTSA says heat from the engine can
cause the rear wheel housings and heat-shield
assemblies to deform and allow the shields to
get too close to the exhaust system. Heat from
the exhaust, the agency says, can cause an
adhesive that holds the shield assemblies to-
gether to overheat and emit smoke. When
the car’s operating temperature is particularly
high, the adhesive can catch fire. In some
cases the fires have spread quickly and de-
stroyed the cars. Ferrari is asking the owners
of all 458s built before July 10 to take them to
the dealership to have the glue removed and
fasteners installed. If it’s too late and if the
458 was damaged by fire, Ferrari said it would
replace the car with a new one.
Saab owner Spyker reports negative
equity
automan’s take: We are a bit bewildered
with this company owned by flamboyant law-
yer-turned entrepreneur Victor Muller. Is it a
case of one biting more than they can chew?
Spyker has recently announced that the com-
pany’s liabilities far exceed its assets. Although
several factors are at play in Spyker’s negative
worth, the Dutch car maker attributed a large
portion of its debt to an International Financial
Reporting Standards requirement that man-
dates Spyker list GM’s $326 million worth of
redeemable stocks gained through the Saab
sale as a liability.Will this announcement affect
the future of Saab, which Spyker purchased
from General Motors earlier this year.Interest-
ingly, Spyker has never turn a profit in its ex-
istence, which puts into question funding for
future Saab vehicles.

GM IPO in Nov
automan’s take: The biggest question is:
does GM’s IPO have enough appeal for inves-
tors? Several sources familiar with the prepa-
rations of GMs’ upcoming initial public offering
are, suggesting that American taxpayers could
take a loss on the offering in the short term,
potentially pushing off payback for years. And
even current GM CEO Dan Akerson believes it
will take “sev-
eral years” be-
fore the Detroit
automaker
fully repays its
bailout loans.
GM’s IPO could
come as early
as this Novem-
ber, but that
doesn’t mean
American tax-
payers will be repaid in full by the end of 2010.
Akerson told reporters that it would “unreal-
istic” to expect a lump-sum payback and that
GM’s bailout loans likely wouldn’t be repaid in
full for “several years”. The US government
owns a 60.8 percent share of GM. Six indi-
viduals with inside knowledge on the offering
say that the Treasury intends to sell the first
available shares at discounted rates. Despite
several projections placing a full payback out
of reach at this time, GM still plans to hold a
roadshow to woo investors beginning the day
after the November 2 elections, and leading
up to the November 18 offering.
Kia drops sub branding idea for US,
reposition’s technology focus
automan’s take: Both Kia and Hyundai
need to understand this that they are build-
ing good cars and moving up the ladder in
terms of perception and quality value. What
they should also realize that even a brilliantly
executed car can suffer poor sales if the im-
age perception isn’t correct. Ask Volkswagen
about its experience with the Phaeton.
Kia Motors was planning to introduce ‘Eco-
Dynamics’ as a sub brand representing the
automaker’s green nameplate across all of
its markets. While, says dropping the idea
was due an effort to limit the number of sub-
brands and logos it offers in the US, but Kia
will continue use the EcoDynamics badge on
hybrid and efficiency-minded models offered
outside of North America. We think Kia should
adopt a global approach in sub branding if it
wants its models to be considered as entry or
mid-level luxury.
California looks to Lotus for reduc-
ing vehicle weight
automan’s take: It’s no secret that the state
of California is long known for its tough stance
on emissions and has taken the lead on sever-
al occasions. California’s Air Resources Board
(CARB) has now contracted UK-based Lotus
engineering to continue its study on how to
reduce the weight of vehicles in an effort to
increase efficiency. The $2 million contract
comes several months after Lotus Engineer-
ing first unveiled detailed specifications and
explanations behind how to shave 38 per cent
of the vehicle mass off of a Toyota Venza.
Lotus believes that a reduction in weight of
somewhere between 30 and 40 per cent can
be achieved on most vehicles with a moderate
three per cent increase in cost. Fuel economy
is expected to jump by an astounding 23 per
cent but what remains to be validated if the
flab reduction affects the essential crash test
qualities or not. Should Lotus be able to dem-
onstrate little to no reduction in crash worthi-
ness ratings, then we can expect widespread
application of this technology soon.
McLaren to launch five new models in next 5 years
automan’s take: McLaren has ambitious
plans to build 4,500 vehicles by 2015 and to
do this the company will have to launch a new
model or variant every year for the next five
years. While details are limited, each vehicle
will strive for “substance over flash,” and “low-
er volume, higher standards,” according to
McLaren North American chief Tony Joseph.
This goal seems plausible considering 2,700
people have expressed interest in purchasing a
MP4-12C. McLaren’s regional director for North
Carlos Ghosn as GM CEO?
automan’s take: Well it could have been
possible, had Ghosn accepted the job offer,
according to a new book by former car czar
Steven Rattner. Rattner, served as US Presi-
dent Obama’s auto advisor inside the White
House was instrumental in steering the gov-
ernment’s $85bn bailout package of GM and
Chrysler.
The Obama Administration initially wanted
Nissan-Renault CEO Carlos Ghosn to run GM
after Rick Wagoner was ousted in 2009, and
repeatedly pressed Fiat to put up cash for a
stake in Chrysler, according to an upcoming
book about the government bailout of General
Motors and Chrysler.
The book promises several new insights of
those six months when GM strongly consid-
ered moving its headquarters from downtown
{news}
Jaguar to revive X-Type saloon, wag-
on on XK platform?
automan’s take: Should Jaguar look at
its own history first before moving forward?
Again debatable as Jaguar’s first experience in
the modern compact luxury market was hard-
ly a success. The X-Type, which had a Ford-
sourced powertrain and downmarket interior
hardly represented the true image of a Jag-
uar baby. Given Jaguar’s current commercial
success, once again numerous reports of the
X-Type’s revival have been surfacing. And the
latest suggests that the X-Type could ride on
the next-generation XK platform which boasts
of rear-wheel-drive architecture, and is all set
to underpin the replacement coupe and con-
vertible models. The argument is about the
logic to use an expensive platform in a lower-
priced model, but Jaguar could be betting on
making up for the initial costs by going for a
higher volume model. Previously, it had been
hinted that Jaguar would use a sophisticated
dedicated aluminum platform for the X-Type;
sharing such technology with the XK seems
considerably more feasible if Jaguar wants to
sell the car for around $40,000.
America, Tony Joseph, said MP4-12C buyers
aren’t the usual suspects. Instead of owning a
Ferrari, they normally drive Porsches.
Detroit to its Tech Center in Warren, Michigan.
The idea was championed by former GM CEO
Fritz Henderson and was supported by Ratt-
ner. Henderson argued the move would not
only put GM’s managers on-site, but that it
would also help the company cut costs. How-
ever, many government officials didn’t view
the move as highly as Henderson. Rattner’s
book will also reveal that the government
approached Nissan and Renault CEO Carlos
Ghosn about taking over as chief executive
of GM. Citing his current responsibilities with
Nissan and Renault, Ghosn politely turned
down the job, but added he would be open to
a partnership with GM. Ghosn pressed for an
alliance with GM prior to the company’s bank
bank-
ruptcy. It will be interesting to see how GM
reacts to the book and its contents.
23
{News}

Tango in Paris
the 2010 paris mondial de l’automobile opened its doors on
september 30 and managed to offset of the effects of the long
drought in the automotive industry. highlights include a new
lamborghini, mini and peugeot concept and several others
interesting production and concepts. automan will provide ongoing
reports of the most significant debuts in our show highlights and
analysis in the next issue.
key highlights:
Author: Chandan B Mallik

Ferrari
The Ferrari 599 SA Aperta roadster at Paris is a
special series model of which a strictly limited
number of just 80 will be built. Already pre-
sold, Ferrari chose to build this special model
in celebration of Pininfarina’s 80th anniversary.
The SA nomenclature also pays hom-
age to both Sergio and An-
drea Pininfarina
whose
top setting. The chassis has been redesigned
to deliver a standard of stiffness comparable to
that of a closed berlinetta and there is a negli-
gible weight dif-
larly bad. A low-slung windscreen and the fact
that it crouches lower to the ground than our
other models lend the SA Aperta an excep-
tionally aerodynamic sleekness. Its profile
arches back from
the A-
post

company and work have been linked

to the most successful road-going cars ever ference also, thanks to engineering work done to t w o
built at Maranello. on the chassis. aerodynamic fins beautifully integrating the
The Aperta uses Ferrari’s signature front-en- In fact, it has just a light soft top designed to two roll-bars which themselves cleverly mimic
gined V12 architecture in a completely open- be resorted to only if the weather gets particu- the outline of the seats.

24
 {News}

MINI and Smart electric scooter concepts

A s part of their respective brand lifestyle
extensions, Smart and MINI are planning
to introduce plug-in electric scooter concepts.
The Smart scooter will have a streamlined ap-
pearance with futuristic design cues. It will re-
portedly be powered by a lithium-ion battery
which will enable it to travel up to 96km on a
single charge. Production is a possibility, but
consumer interest remains to be seen. MINI,
on the other hand, will display three retro-
inspired scooters. They will feature yellow ac-
cents (from the MINI E), a lithium-ion battery,
and a retractable charging cord.

Opel Astra OPC / VXR

T he GTC features an aggressive front fas-
cia, LED daytime running lights, muscular
rear wheel haunches, and classic Opel styl-
ing cues (the ‘blade’ from the Insignia). Other
highlights include a roof-mounted spoiler,
21in wheels and aluminium window trim.
Power is provided by a turbocharged 2.0-litre
four-cylinder engine with maximum output
and torque. While nothing is official, specula-
tion has suggested the engine could produce
up to 300hp although some reports suggest
285hp. Regardless, the four-banger will fea-
ture start/stop technology and be connected
to a six-speed manual transmission.
To ensure the ride matches the sporty styl-
ing, Opel engineers installed a FlexRide sus-
pension (with a Watt’s link in the rear) and a
limited-slip front differential.

2012 Jaguar XK
T he preview car is expect-
ed to adopt an evolution
of Jaguar’s new design lan-
model into a legitimate four-seater. More im-
portantly, by making the car larger, they are
creating room for the long-rumored XE coupe/
guage, basically from the XF roadster. Jaguar is reportedly look at hybrid
/XJ). It will be larger than the options and there could be a concept with hy-
current XK, which signals the brid powertrain.
intention to turn the 2012

25
{News}

2011 Renault Laguna

R enault is set to make a splash at their
home motor show in Paris at the end of
the month. One model that is sure to be there
is the facelifted Renault Laguna in preparation
for the 2011 model year. The first images re-
leased prior to the show highlight the lift-back
and sport tourer models sporting a new front
end design. The Laguna facelift has also re-
ceived a new set of headlights and a restyled
bumper. Under the bonnet, the Laguna will
have its engine range extended with a new
cleaner 1.5-litre dCi 110HP diesel engine that
emits 120g/km of CO2.

Hyundai ix20
S outh Korea’s Hyundai Motors is wasting no
time in getting its ‘fluidic sculpture’ design
language across all new models in the line-up
which go along with the new naming nomen-
clature. Hyundai’s new B-segment MPV will be
known as the ix20 when it goes on sales and
is the second Europe-specific model to adopt
the new design philosophy. Hyundai thinks
that the new design will help differentiate the
ix20 from the traditional boxy ‘minivan’ image
typically associated with the segment.
Designed and developed at Hyundai’s Eu-
ropean R&D centre in Rüsselsheim, Germa-
ny, the name ix20 reflects the new model’s
crossover-like versatility – a vehicle with the
ability to simultaneously serve as a functional
people-carrier while providing a dynamic, fun-
to-drive experience.

Hyundai i10 2012 Ford Focus ST

A s previewed by the BlueOn, Hyundai will
introduce the facelifted 2011 i10. While
details are limited, the updated model features
a revised front bumper, a modified grille, and
redesigned headlights.
minor changes
which will give
the cabin
a more
premi-
premi
u m
ap-

pear-
pear
ance.
Under the hood, en-
gine options will likely carryover with the ex-
ception of a new 1.0-litre three-cylinder. It is
S et to go on sale in early 2012, the ST fea-
tures an aerodynamic body kit, a massive
air intake, ‘Tangerine Scream’ paint, and a
Power is provided by a 2.0-litre EcoBoost
four-cylinder engine with 247 hp. While the
company is keeping additional specifications
expected to produce 68hp and emit less than centre-mounted dual exhaust system. The dy- a closely guarded secret, Ford says the car
100 grams of CO2 per kilometer. namic styling carries over to the interior as the delivers an intoxicating cocktail of exhilarating
cockpit boasts two-tone leather sport seats, performance and handling accompanied by an
contrast stitching, and faux carbon fibre trim. addictive sound.

26

BMW X3
T he new second generation BMW X3 builds
on the success of the original by develop-
ing its core competencies while adding new
technology to establish new benchmarks for
agility, efficiency and comfort. Through its life-
cycle, over 600,000 first generation X3s have
been sold worldwide. The incoming X3 has a
similar profile, but comes with redesigned ex-
terior and interior as the car is now marginally
bigger in most dimensions. Compared to its
predecessor the car is 12mm taller, 83mm lon-
ger, 28mm wider and features a 12mm more
BMW Concept 6 Series Coupe
T he BMW Concept 6 Series Coupe appears
to mark an evolution of the current BMW
language and very much like the current
model retains its 2+2 coupe layout format.
The thinly-veiled presentation could best be
described as being closest to the production
version which will hit the shelves next year.
The design has softly evolved and its exterior
styling doesn’t appear to be as shocking as its
predecessor’s on its unveiling in 2003. Its car’s
front end gets a subtly evolved kidney grille
and the sleek headlamps appear more drawn-
Chevrolet Captiva
I n its first major refresh and upgrade in its
lifecycle, the new for 2011 Chevrolet Captiva
features a new face and sporty exterior look.
The interior of the 2011 Chevrolet Captiva
has also been enhanced, with higher quality
materials and a new design. For Europe, the
car will be available with two turbo-charged
diesel engines, while other markets will have
choice between entry level 2.4-litre DOHC or
a 3.0-litre V6 with direct injection and variable
valve timing. The 2011 Chevrolet Captiva also
features new manual and automatic six-speed
transmissions and will be available with both
front and all-wheel drive.
Equipment that will comes standard include
{News}
ground clearance. It rides on a wheelbase
which is also 15mm longer at 2,810mm.
Powertrain focus is on efficiency and per-
formance in the line-up where three new six-
cylinder engine variants boasting twin-turbo
technology and an eight-speed automatic
transmission will power the xDrive35i, xDrive
28i and xDrive 20i variants. Among the recipi-
ents of significant engineering upgrades in-
clude the third generation xDrive which splits
torque split 40:60 front:rear.
back. This is most obvious in side profile, where
the low nose, oval lamp graphics and heavily-
contoured bonnet appears more dynamic. At
Bang and Olufsen have created the bespoke
sound system for the new car. Powertrain de-
tails will be released at the
the rear, there’s shallow boot lid and more show.
generous glasshouse is clearly reminiscent
of earlier BMW coupes. Inside, the
themes of the current car remain:
the enveloping sweep of the IP,
driver-oriented central con-
sole and wrap-around door
cards all remain. Its display
screen is now free-standing.
Electronic Stability Control(ESC), Traction Con-
trol System (TCS) and Braking Assist System
(BAS). Hill Start Assist and an electric parking
brake will also be offered. In terms of market-
ing flexibility, the model will be made available
with both five and seven seats configurations.
The car’s chassis has also been re-tuned to
further enhance vehicle dynamics, improving
cornering, roll characteristics and ride feel.
With Electronic Stability Control (ESC), Trac-
tion Control System (TCS) and Braking Assist
System (BAS) standard, as well as front-, side-
and curtain airbags, the Chevrolet Captiva
provides a high level of safety.
27
{News}

Lamborghini
T he official countdown already began when
Lamborghini issued this lame excuse of
five teasers for building up anticipation for the
suspected next-generation Murcielago. The
teaser model of the heavily carbon clad was
identified as c [sixth element] hours before
the press preview dates.
While no further details were available as
Automan went to press, it was strongly ru-
moured to be the Jota in automotive circles,
the range topping supercar. The Jota will have
a new direct-injection V12 engine stamping
out at least 690bhp. Standstill to 100km/h will
transpire in around three seconds, while top
speed blossoms at 370km/h.
The Jota will be built with a body mono
cell similar to the McLaren MP4-12C and us-
ing weighsaving technologies it is rumoured
to be less than 1,500kg. We think the Sesto
Elemento is more of a technology showcase.

Maserati to show another GT

T he new Maserati GranTurismo MC Stradale
will be the fastest, lightest and most pow-
erful car in the Maserati range when it goes
on sale in the first quarter of 2011.
Inspired by the Trofeo GranTurismo MC and
the race-winning GT4 motorsport models, the
two-seater Maserati GranTurismo MC Stradale
that will debut at the Paris Auto Show will fea-
ture razor-sharp handling and will break the
300km/h barrier.
The GranTurismo MC Stradale produces
more aerodynamic down force without pro-
ducing more aerodynamic drag, it produces
more power - 336kw, 450 hp - without using
more fuel and it is more agile without sacri-
ficing the GranTurismo S’s highly praised ride
quality.

Toyota believes small is big

T oyota which has gone through a recent
rough patch has not abandoned plans
to introduce several new models at the Paris
Motor Show. The main attraction will be the
“small, spacious and smart” Verso-S. While
details are limited, the model will have iQ-
inspired styling and a flexible interior. Toyota
will also focus on their commitment to hybrid
technology and fuel-efficient transportation.
As part of this effort, the company will intro-
duce the Prius Plug-in Hybrid and the Auris
HSD (Hybrid Synergy Drive). Other highlights
will include an updated iQ, an interactive Hy-
brid Synergy Drive Gallery, and the FT-CH
concept which originally debuted at the 2010
North American International Auto Show.

Fisker Karma
A fter announcing production of its ex-
tended range hybrid would begin in 2009,
Fisker will unveil the first factory-built Karma
at Paris. The Karma features two electric mo-
tors that produce 402hp and 1,300Nm of
torque. They are powered by a 200kW lith-
ium-ion battery pack, which allows the car to
travel up to 80.5km before a turbocharged
2.0-litre petrol engine kicks in to recharge it.
In terms of performance, the car accelerates
from 0-100 km/h in 5.9 seconds, hits a top
speed of 200km/h and has an average fuel
consumption rating of 2.4 litres/100km.

28

Green Ferrari California
S tricter government standards in Europe
have already killed off the current genera-
tion Honda Civic Type R and Ford Focus ST.
Could Ferrari be next on the hit list? Not a
chance, if a recent report is correct which
suggests Ferrari will introduce a “green”
version of its California at Paris. Till
now technical details are sketchy, but
sources quoting OmniAuto reported
the car won’t be a hybrid. Instead, it
will likely feature an improved direct in-
jection system, low friction engine com-
Range Rover to show production Evoque
J aguar Land Rover’s interpretation of the
LRX concept will finally show up as a pro-
duction series Evoque under Range Rover. This
is a first for the company, trying to address
its upmarket clients with a crossover that will
be powered by a four-cylinder 2.0-litre engine
that generates 240PS thanks to a combina-
tion of turbocharging, direct injection and twin
variable valve timing.
Despite its small footprint, the car will be
a Range Rover in all senses, with the latest
Terrain Response, high-performance off-road
drivetrain, a full complement of comfort fea-
Renault Dezir concept
R enault will take the wraps of its DeZir con-
cept car a couple of weeks before showing
the concept in Paris. Although there doesn’t
appear to be any production plans for the
DeZir, the concept indicates Renault’s
future design direction. Penned
under the leadership
of Re-
{News}
ponents, multi-cylinder
d e a c t i va -
tion, and regenerative braking like the
HY-KERS concept. While purists will cry
foul over a “green” Ferrari,
the company has already
announced plans to
cut emissions 40 per
cent and improve
fuel efficiency 30
per cent, compared
to 2007 levels.
tures, topped off with a new 17-speaker
sound system and the choice of 19 or 20”
wheels. Additionally the Evoque will also
show.
be available in three ‘looks’ with
different styling matching
different tempera-
ments. How-
ever, there
will be no
five-door
c o n -
cepts
at the
nault design director Laurens van den Acker,
the DeZir concept features Renault’s new
‘Drive the Change’ design language. The de-
ertrain, backed by a vertically-mounted 24kW
lithium-ion battery pack. The DeZir can be
fully charged in eight hours on a standard out-
sign language is inspired by three keywords -- let, with a quick charge system allowing for an
‘simple’, ‘sensuous’ and ‘warm’. 80 per cent charge in just 20 minutes. Saving
The DeZir features even more time, the DeZir is also equipped
an all-electric with Renault’s Quick Drop battery swapping
pow- technology.
In order to ensure maximum performance
and efficiency, the DeZir’s body is made from
lightweight Kevlar, resulting in a curb weight
of just 831kg. The svelte weight allows the
DeZir’s 150hp electric motor to propel the
concept from 0-100km/h in just 5 seconds,
while allowing for a 160km cruising range.
29
{News}
Saab
Porsche to show limited run speedster
P orsche has announced that it will unveil
the 356 Speedster at Paris. This car is built
on the 911’s successful underpinnings, yet
gets some special treatment to set it apart.
Porsche says, “In the best tradition, the 60
millimetre lower, more raked windscreen, the
flat contour of the sporty-look manual hood,
and the characteristic double-bubble hardcov-
er for the soft top define the striking profile of
the new 911 Speedster. This makes the body
of this rear-wheel drive with its 44 millimetre
Lotus to show stunning new Elite in Paris
L otus Cars have announced their next mod-
el in the Elite, which will be shown at the
Paris motorshow end-September.
A press release from the company says
that the Elite is scheduled for a spring 2014
release. It quotes Dany Bahar, CEO of Group
Lotus saying, “Make no mistake, there’s a defi-
nite market requirement for the Elite –
it’s the ultimate sports car feel with
comfort and space. There will
always be those who be-
lieve that Lotus should
stick to small sports
cars but we didn’t
take the deci-
sion to design
something like
the Elite lightly,
it’s based on
months of care-
30
M aking its world premiere, the Saab 9-3
ePower is the prototype for a test fleet
a top speed of 150km/h, and travel up to
200km on a single charge. When the bat-
of 70 vehicles which will participate in ex- teries are depleted, they can be recharged
tensive field trials in Sweden early next year. with a standard household outlet in less
This all-electric family estate represents an than six hours.
important step forward for Saab’s pursuit While the car won’t go into mass produc-
of delivering cleaner and sustainable mobil- tion, a fleet of 70 ePowers will be “evaluat-
ity solutions. The ePower features a 35.5 ed under a variety of real world driving con-
kWh lithium-ion battery pack and a 181hp ditions as part of the development process
electric motor. This enables the wagon to for a purpose-built, electric Saab vehicle.”
accelerate from 0-100 km/h in 8.5sec, hit
wider rear stand out even more.”
The car is set for a limited production run of
356 units and has been conceived by Porsche
Exclusive, the company’s special edition wing,
which will in turn celebrate 25 years in 2011.
In terms of mechanicals, the car shares
the 3.8-litre flat six of the Carrera S while de-
livering 408hp (that’s 23hp more). Rear axle
driven 7-speed PDK gearbox accompanies ac-
tive suspension management and has ceramic
composite brakes.
ful research and planning. It’s worth noting
this sector has been very successful for us in
the past and now the Elite raises the bench-
have a front-mid positioned 5.0l V8 engine
delivering up to 620 PS so that drivers can ex-
pect to go from 0-100 km/h in approximately
mark higher still.” 3.5 to 3.7 seconds.
The new 2+2 The picture is of
will a Production
Intent Proto-
type. Lotus
Cars say that
the Concept
to be shown
in Paris will
be similar in
all respects.
 {News}

Audi S1
O n the official web site for the 2010 Paris
Motor Show, the Audi S1 has showed up
on the list of debuts. Although no details were
released prior to the show, the S1 is expected
to strongly resemble the S-Line package for
the A1plus a lowered suspension and special
17in wheels. Power will come from a 1.4-litre
TSI also found in the Seat Ibiza Cupra with
178hp. Ironically, the S1 will be the first S-
badged model to not be equipped with Quat-
tro all-wheel drive as standard. Instead, front
wheel drive will be mated to a seven-speed
dual-clutch transmission with paddle shifters
behind the steering wheel.

Kia Pop
K ia’s focus will major on striking design and
new technologies. Taking centre stage
and making its world premiere will be the eye-
catching, compact and unique electric POP
concept, designed by Kia’s European design
team under the direction of Peter Schreyer,
Kia’s Chief Design Officer, and Gregory Guil-
laume, Kia Europe’s chief designer. “A concept
car like the POP could only have come from
us,” explains Gregory Guillaume. “Designers
very rarely have the opportunity to start from
a clean sheet of paper and it’s great to be in
a position to operate with such freedom.” In
addition to POP, Kia will also be displaying a
number of striking production models which
reinforce the company’s commitment to devel-
oping its design language – and putting this
into practice with real-world models.

Honda Jazz Hybrid

F our years ago, Honda said it had no plans
to build a hybrid gasoline-electric version
of its popular Jazz subcompact (also known
The package is a 1.3-litre
i-VTEC four-cylinder en-
gine, a CVT transmis-
as the Fit in the US, Japan and elsewhere). sion, and an electric
Well, the mindset for 2010 has changed and motor sandwiched
that will be evident in Paris, Although, intend- between them.
ed for Europe only, Honda will showcase the
2011 Jazz Hybrid, which uses the same pet-
rol-electric IMA system as the Honda Insight.

31
{First Drive}

RooM foR one

MoRe

did honda create the all-new accord based crosstour because it

felt there was a void in its crossover line-up or was it a model to
represent its premium ambitions? automan decides
Author: Chandan B Mallik | Photography:Raj Warrior and author

32

T
he idea to take a mid-size family saloon
or station wagon and morph it into a
new stylish two-box package with vari-
able degrees of SUV functionality, features of
a station wagon and car-like manners on road
is currently the definition of a crossover in the
cut throat automotive business. It also hap-
pens to be the most dynamic segment and
perhaps the reason why this particular seg-
ment receives more attention from existing
and newcomers who are trying to outdo each
other. The real question: how is Honda tack tack-
ling this hyperactive segment which already
has some established players such as the Audi
A6 allroad quattro, Subaru Outback, Toyota
Venza, BMW 5 Series Gran Turismo and Fiat
Palio Weekend Adventure with the all-new
CrossTour?
The situation is a bit unique and not exactly
a ‘me-too’ for Honda. The reason is that it’s
no secret that the carmaker has been experi-
menting with innovative transportation con-
cepts which in turn are aimed in helping the
brand explore new or uncharted territories.
Honda probably realizes that it needs more
market specific models in the line-up besides
its global offerings to support its conscientious
pitching for the premium end of the market at
the same time.
A task like this is not easy to execute, but
Honda has a couple aces up its sleeve which
it can rely on. In 1986, Honda created a pre-
mium luxury sub brand called Acura for US,
Canada and Hong Kong. In 2004, Acura was
introduced in Mexico and in 2006, the sub
brand was extended to China. While there are
no plans to introduce Acura in any other mar-
ket including the Middle East for now which
also happens to be the hot bed for premium
branding, we think instead of opting for Acu-
ra, Honda wanted to focus on a product that
could fit in the existing line-up and do the job
as premium pitch.
In the saloon line-up, the Accord is the
brands mid-sized bestseller, so the issue of
finding a tested platform was already in stock.
Since the new model was to inculcate several
attributes, Honda’s strategy for packaging and
positioning the CrossTour was best found in
its current crossover line-up where it is pretty
secured. Honda believes there is room for one
more in between for markets where both the
five seater CR-V and eight seater Pilot are sold
[Middle East being one of them]. The Cross-
Tour is positioned as an in-between the two
SUVs in functionality, but from a pricing per-
spective, strategically putting it at the top as a
{First Drive}
premium offering in the Accord food chain.
Honda’s overall packaging of the CrossTour
appears a bit mixed for the purpose, but the
company has tried its best to balance the
various elements in both exterior and inte-
rior departments. Honda is good in crossover
technology applications and not surprisingly,
the CrossTour is based on the current Accord’s
platform and shares about 60 per cent of its
parts. Although based on the saloon, none of
its exterior panels are shared. Over all, exte-
rior styling is bold and the front face differs
from saloon in its new bold three bar grille,
wrap around angular headlamps, valance. But
it’s those extra long overhangs at the front
and rear that gives the CrossTour its defining
design character.
Following the upsizing trends in US for
new saloon cars [the new Ford Taurus for in-
stance], at 4,980mm, the CrossTour is margin-
ally bigger than the saloon, adding 63.5mm to
its length, more than 101.6mm in height and
50.8mm in width, on the same wheelbase of
2,796mm. From the mid-section to the rear,
the design transformation from a size up sa-
loon to a classic four-door coupe takes place.
The car gets its own set of character lines on
the sheet metal and bling features include
chrome door handles, stainless sill plates and
designer rocket plates. Despite the mixed or
odd styling cues, the CrossTour is not ostenta-
tious and it seems to possess the right balance
of flair and restraint. As a crossover wagon,
the large 225/60 tyres shod on 18in rims and
8.1in ground clearance support the equation.
Meanwhile, the interior has more than a
passing resemblance with the saloon with
most of the controls in the same locations.
The cabin is genuinely spacious and sports
similar surface textures, be it leather or wood.
The idea of using components from an exist-
ing parts bin is not new, but Honda should
have looked at refinements considering the
positioning of the car. The idea of retaining
masses of knobs and buttons instead of group-
ing functions through a centralized controller
will certainly not be overlooked by punters.
Secondly, expected options such keyless igni-
tion, power steering adjustments, Bluetooth
connectivity, power liftgate, mood lighting
and a reclining rear seat and rear occupant
entertainment system are sadly missing from
the factory end, but Honda dealers are retro-
fitting some of these features for the benefit
of customers.
However, Honda tries to offset these nig-
gles by a offering comprehensive list of stan-
33
{First Drive}
dard equipment that includes dual-zone cli-
mate control, driver seat with memory, and
an auxiliary audio input and optional equip-
ment includes a USB input, heated seats, and
a navigation system.
Despite its sloping roof, head and legroom
for the front occupants are typical that of the
saloon. The bonus is extra elbow room, how-
<< honda crosstour’s styling and body construction evolved from
the sophisticated foundation of the accord saloon and is more
aggressive in its design and stance>>
Driving impressions
While seats are firm, the driver gets a com-
manding view, much like a Land Rover. The
steering positioning can be mechanically ad-
justed for rake and tilt and the short height
windscreen effectively shields the front oc-
cupants. While the CrossTour is about 138kg
heavier than the saloon, feels relatively light
on its feet as the V6 engine delivers a powerful
surge as valve timing and lift change at high
revs while the transmission shifts smoothly in
normal drive cycles. Depending on the driv-
er’s inputs, the ‘Eco’ indicator comes up on
the dash, mostly during deceleration. How-
ever, maximum fuel efficiency can be achieved
even at speeds of 50km/h. The nice thing is
that cylinder deactivation even takes place in
sports mode [where gear shifts are a bit faster
and hold longer].
The CrossTour is a car that grows on you as
you spend more time with it, however, driv-
ers familiar with normal Tiptronic systems
will need extra time to get familiar with the
34
ever, there appears to be less headroom for
rear seat passengers due to the rake of the
sloping roof. As a crossover it is not as sharp
as the Jazz in its functional ability. To tilt or
slide the moonroof the driver or front pas-
senger needs only to fully press the ceiling-
mounted switch once (instead of pressing and
holding it for several seconds) and we thought
CrossTour. What is surprising is that despite
being engineering driven company, Honda
hasn’t really come up contemporary solutions
in its new cars. Since, the car is all-wheel-drive
[part time or traction on demand], it would
have been nice if the option of a differential
lock and low range gearing was offered for
the driver. The powertrain package is sort of
intermediate, if you compare it with current
trends in the market. That is not to suggest
the CrossTour wasn’t capable of light off road
sojourns. With its generous ground clearance
of 8.1in and large wheels the car literally glides
over broken ground, absorbing imperfections
much before they reach the steering column
or driver. In general the car is quiet and its
triple door-seal system is effective in minimis-
ing wind and road noise, although some intru-
sion can be felt during crosswinds.
For the added weight and height, the Cross-
Tour corners commendably with minimum
body roll. The constant ratio rack-and-pinion
this was intelligent. Cargo space is a bit com-
promised with the inwards intrusion of the
rear wheel wells, but the rear seats fold flat
60:40 and frees up 51.3 cu-ft, almost double
space with seats up. Unlike some competitors
in the segment, the rear seats don’t recline
in this Honda. However, the cargo area has
a few smart touches such as the washable
steering which replaces the variable type unit
in the saloon offers nice and decent feedback
and with speeds feels sharper. One thing we
particularly noted was the design disadvan-
tage during driving. Given its coupe profile,
the rear windscreen is sharply raked and
the non-reclining rear head rests also inter-
fere with rear visibility. Although, Honda has
provided very large side mirrors [larger than
the Rolls-Royce Ghost], but it doesn’t solve
the blindspot problem, which can be tricky at
times to manage. We would expect Honda to
address this issue by offering blind spot assis-
tance system at a later date. The least Honda
can offer is an audio back-up alert if the rear
camera isn’t a viable option [the test car had
a dealer retrofit]. The CrossTour also has a
more powerful brake system with two-piston
calipers upfront and larger rear discs and no
brake fading was noted. The best part of this
car is that it grows on you as you spend more
time playing with it.
 {First Drive}

<< off-road, the car exhibited superb manners in composure

and its ability to offer a luxurious ride.>>

35
{First Drive}
pullout box beneath the floor made possible
by cleverly anchoring the full-size spare wheel
underneath the chassis. The swing-up hatch
lid makes for easy loading/unloading and well
positioned handles along both sides of the
roof allow the rear seatbacks to fold flat so
quickly you’d think they were power operated.
The CrossTour is built in the US and hence one
can expect some perceivable differences in
build quality when compared to global Honda
models. At the heart of Accord saloons, both
in-line four cylinder and bigger V6 engines are
offered but the CrossTour has been endowed
36
with the 3.5-litre normally aspirated V6 with i-
VTEC technology. It offers 271hp with 254 lb-
ft of torque via a five-speed automatic with a
new rev-matching downshift feature through
steering wheel mounted paddles. Some fea-
tures such as Variable Cylinder Management
(VCM) system has been borrowed from the
Pilot and is programmed to run the engine on
3, 4 or 6-cylinder mode to optimize fuel us-
age. Paddleshifters are also offered, but the
Tiptronic function at the gear lever gate is not
there. The car is all wheel drive with most of
the torque bias at the front in normal driving.
The car’s front suspension is a modified ver-
sion of the double-wishbone system used on
the saloon and coupe. Stabilizer bars, springs
and damping rates have been optimized to
provide the best combination of ride and han-
dling. Honda’s ACE body structure is part of
the safety design, and active equipment is
abundant, including stability control, ABS with
Brake Assist and Electronic Brake Distribution,
multiple threshold front airbags, full side-
curtain airbags, active front head restraints,
pedestrian injury mitigation system and tyre
pressure monitoring system.
 {First Drive}

<< the crosstour’s front suspension is a modified version of the

double-wishbone system used on the accord saloon and coupe>>

verdict
By packaging and pricing, and positioning the
CrossTour at the high-end of the five-passen-
ger crossover segment, Honda is targeting
both empty nesters and young couples mov-
ing from either a smaller or larger vehicle into
this growing segment. Styling is certainly sub-
jective, but when it comes down to time spent
behind the wheel, the CrossTour, is certainly
an enjoyable vehicle which grows on you. If
absolute utility is the main criteria for select-
ing one of these tall wagons, the competition
does offer more cargo capacity and greater
hauling capability in a taller crossover pack-
age. But if driving fun is the larger part of the
equation, the CrossTour is the more engaging
partner.

37
{First drive}

New NAMe, New GAMe

land rover’s versatile fourth generation midsize luxury seven-
seater suv, the lr3 has metamorphosed into the lr4 for 2010
and beyond. is it just a nomenclature fad or something else?
automan spent some time with the car to discover its true
meaning.
| Author: Chandan B Mallik | Images: Nabeel Ferzan

38
 {First drive}

T
he Land Rover LR4 has come to the re-
gion’s market as the all-new successor
to the LR3. The old LR3, also known as
the Discovery 3 in some markets has been a
game changer in the segment for the brand
and has won more than 100 awards for its
ground breaking design and engineering.
Naturally, we are keen to know how does
the successor stack up, where the predeces-
sor came with an illustrious bio-data. At Land
Rover, the job of morphing the LR3 into LR4
hasn’t really been that daunting considering
the fact that the model was among the first
wave of new product investments after the
takeover of Jaguar and Land Rover by India’s
Tata Group.
Although, the focus of the facelift exercise
has been is more biased towards engineering,
but cosmetics haven’t been entirely ignored
and hence the LR4 retains almost the same
profile and sheet metal of the LR3, but moves
forward in detailing and embellishments.
Items that are clearly visible include the rede-
signed new two bar corporate grille, front end
valance with an air scoop, more aerodynamic
sculpted headlamps with high resolution LED
parking lights and new vents without repeater
lamps on the mudguards. Meanwhile, the rear
remains virtually unchanged with the excep-
tion of the new LED rear lamps. The touch of
jewellery has given the car a more upmarket,
friendlier and less industrial appearance.
The LR4 looks squat since it has wider
mudguard arches than the LR3 which house
19 and 20in wheels. Land Rover says that it
is more functional than cosmetic, as the rede-
sign helps reduce aerodynamic lift at the front
by 50 per cent. With bumpers and mudguard
arches are now finished in gloss body-colour
paint finish instead of matte black plastic, the
LR’s bodywork has moved from high-art func-
tional to tastefully upscale.
The car actually gets much more interest-
ing once you are inside the cabin. Beautifully
fitted and finished, the LR4 accommodates
three rows of seats since it’s more than five
inches longer in wheelbase than the Sport. It
also takes a lot of inspiration from the Sport
and in doing so has eliminated the dull ele-
ments of the design and trims. We also dis-
covered that legroom for the second row can
be increased by sliding the seats which also
split fold 35:30:35 to offer extra cargo space.
The completely remodeled cabin now fea-
tures the worlds’ first virtual instrument panel,
laid out on a 12in wide TFT screen and is able
to display huge amounts of information about

39
{First drive}
the vehicle, the drive system, differentials,
steering, ride height among others. There are
fewer switches than on the previous-genera-
tion LR3, because some vehicle functions have
been moved to the touch screen at the centre
of the instrument panel.
In terms of kit and trims, the LR4 offers
quite a variety to suit different tastes and
budgets. While the company offers a wide
choice of bespoke options, standard features
include leather seating and trim, dual-zone cli-
mate control, eight-way power seats, a multi-
function steering wheel, cruise control, power
windows, power mirrors, power locks, power
tailgate, audio with an auxiliary jack and iPod
compatibility. The comfort package adds sec-
ond- and third-row flat-folding seats, a third-
row side-curtain air bag, map lights and ac-
cessory power outlet, a luggage net, and rear
air-conditioning with separate controls.
The new optional surround camera system
uses five cameras, two facing forward, one on
either side of the truck facing down, and one
at the rear to give a near-360-degree view of
surroundings. Camera views can be selected
from the main navigation screen and the view
can be zoomed also. Land Rover says that this
specific feature was developed to assist driv-
ers in trailer hookups and trailer maneuvering,
as well as for checking all-around clearances
and terrain when driving off-road and we think
it will help drivers during intense off-road ses-
40
sions out here.For us, however, besides the
creature comforts in the car, our focus was
to discover the changes under the skin and
how it affects the overall packaging. And this
is where the biggest news is: the powertrain
packaging is now identical to that in the Range
Rover Sport and this means that in a one shot
upgrade, the engine bay of the LR4 now gets
a shoehorned two engines --- normally aspi-
rated or supercharged V8 engines displacing
5.0-litres each and mated to 6-speed ZF au-
tomatic transmission with Tiptronic function
with revised calibrations to match its specific
demands of the car.
Internally identified as the LRV8 series,
the new engine boasts variable valve-timing
and lift, the latter provided by a spring be-
tween the cam follower and valve stem that
reduces or increases the valve excursion. The
phase-shifting aspect of the valve-timing con-
trol is powered by the torque pulses of the
valve train itself, rather than by a power-
robbing oil-pump. Designed to meet the lat-
est ULEV2 emissions requirements, the LRV8
has cut CO2 output by 8 per cent, yet equals
the fuel consumption figures of the outgoing
4.4-litre engine. Abundant low-rev torque has
allowed higher gearing with much more fre-
quent torque-convertor lockup for optimal ef-
ficiency.
The normally aspirated engine offers 375hp
and 510Nm of torque and the figures repre-
sent 25 per cent more power and 16 per cent
more peak torque than the 4.4-litre V8 it re-
places and yet delivers seven per cent better
fuel economy and creates eight per cent fewer
emissions.
In terms of ride quality, there’s supposed to
be a nice balance between on road comfort
and off-road capability in the LR4 and its re-
worked suspension and an optional Adaptive
Dynamics package which uses continuously
adjustable Bilstein shock absorbers are there
to do the job. The suspension has been re-
vised over the previous LR3, with a new vari-
able-ratio steering gear and new front knuckle
design to close the gap between the car’s
centre of gravity and the suspension system’s
roll centre in order to reduce roll motions. Fur-
ther roll control is provided by a larger anti-
roll bar. The LR4 also gets the Dynamic range
addition on the Terrain Response dial for
outstanding and serious off-road capabilities
and four-wheel drive.Meanwhile, the stopping
power in both HSE and supercharged versions
have been upsized and upgraded. In fact,
the brakes on the HSE have been upgraded
to the Range Rover Sport’s larger 14.2in ven-
tilated front discs with four-piston calipers,
with slightly smaller 13.8inch ventilated discs
and twin-piston calipers. The LR4 comes as
standard with ABS, eight airbags, emergency
brake assist and electronic traction control.
 {First drive}

<< he land rover lr4 has evolved from a distinct design heritage
over 20 years and four generations of iconic, instantly recognizable
vehicles. lr4 inherits the clean lines of the previous generation,
but is updated with a more premium, more contemporary look >>

41
{First drive}
Driving impressions
We had the unique opportunity to drive the
car in two diverse locations within a span of
few weeks. The first drive was in Scotland as
part of an introductory programme by Land
Rover. The drive programme was designed
with diversity in mind and once out of Edin-
burgh, we headed south and east into the
Scottish Borders region, A-, B- and C-roads of
ever-decreasing width, culminating in some
rugged off-roading on the estate of Floors
Castle in Roxburghshire and here we realized
that at one moment we were cruising Britain’s
motorways on beautifully damped air springs,
ensconced in soft leather and an hour later
we’re nearly door handle deep in liquid mud.
42
In either case, the driver gets to use most
effectively the 375hp V8’s mid-range punch,
combined with a more aggressive torque con-
verter lockup protocol that also helps the LR4
maintain and deliver much crisper rolling ac-
celeration response in surge-and-stop urban
traffic.
With new mapping, the LR4 feels much
more alive in the cut and thrust of fast-mov-
ing highway traffic, with just a caress of your
right foot needed to keep it running with the
pack. On winding roads, we also noted that
the car steered noticeably better and felt less
nervous on rapid changes of direction than in
the outgoing LR3. One irritating point in the
LR3 experience was that its electronic nannies
intervened at the merest hint of shenanigans,
in the LR4 it does the job intended much more
effectively with a touch of refinement.
In standard driving mode on normal as-
phalt, the chassis and suspension have been
set in such a way that there is actually very
little body roll for a SUV that rides high off the
ground which also has a high centre of grav-
ity. The air suspension system does a brilliant
job in absorbing and effectively filtering road
imperfections without fuss and thereby allow-
ing a quiet and smooth ride. Modifications to
the front suspension have made the steering
response crisper as well. Although, we are
 {First drive}
aware that the LR4 rides on a body-on frame
supported by air suspension, its new on-road
behaviour is a genuinely surprising and won- << the lr4 competes in the crowded
derful mix of luxury, quietness, and seren-
ity. The improved ZF six-speed transmission midsize luxury sport-utility vehicle segment,
shifts very quickly and quietly, up or down.
The steering is both light and fluid, yet offers one of the largest and fastest-growing
plenty of feel and feedback that we certainly
wouldn’t mind in this SUV with a heart of a segments in the industry. lr4’s direct
sports car. The car’s performance on the wet
skid pads surpassed our expectations. market competitors include the lexus rX
Back in UAE and Oman, the test car was
once again subjected to both on- and off-road 350, the mercedes-benz glk, the audi Q5,
test sections in much hotter climate condi-
tions. With the LR4, going off-road is easier and the bmw X5 >>
than ever and it’s a far cry from the days when
drivers had to manually lock differentials and
shift levers in vehicles that were in general
crude and uncomfortable. The way the LR4 is
built, its material quality and the plush cabin
would suggest this is a vehicle meant strictly
for the boulevard, yet the LR4 is just as com-
fortable on the off-road sections.
And it was during the off-road sections
that we began to get friendly with the ‘dial-
a-terrain’ system. With this piece of gadgetry,
the LR4 is able offer the driver a wide choice
of driving modes at the flick of a rotary knob
located on the central console. The pre-sets
range from general driving, medium range
grass or gravel or snow, sand, mud and ruts
right up to extreme jobs such as rock crawl-
ing. The sand setting we note has been re-
vised for minimal wheelspin, and the rock
crawling mode has quicker responses to lost
traction in the LR4. The Hill Descent Control
feature which was pioneered by Land Rover
has been sharpened to complement the over-
all package and is now controlled by a sepa-
rate console button. The LR4 is possessed of
amazing off-road capabilities over every kind
of terrain we could throw, part in thanks to
the driver controlled ride height [as much as
9.4in], courtesy of the air shocks. There are
no surprises as power goes to all four wheels
through the Electronic Traction Control and
Dynamic Stability Control that always modu-
lates power supply for the best available grip.
And this is where the practical side of Land
Rover shows through.
End of the day, like any other premium ve-
hicle, the LR4 isn’t entirely flawless. We felt
the nav menus were a bit slow and the screen
displays washes out in harsh sunlight and is
difficult to read at time. Although, the num-
ber of switches has been reduced, the central
console still appears a bit overloaded.

43
{First drive}

Specifications

2010 land rover lr4

engine: 5.0-litre v8
max power (bhp/rpm): 375/6,500
max torque (nm/rpm): 510/3,500
transmission: Six-speed automatic
driven wheels: four-wheel drive
Kerb weight: 2,548kg

Verdict
The LR4 offers such Swiss Army func-
tionality and yet it remains thoroughly re-
fined on-road, too. The LR4 competes in the
crowded sport-utility vehicle segment, one of
the largest and fastest-growing segments in
the industry. LR4’s direct market competitors
include thethe Lexus RX 350, the Mercedes-
Benz GL, the Audi Q5, and the BMW X5. Stun-
ningly packaged and engineered brilliantly,
the LR4 is like an LR3 that’s been lovingly
dipped in chocolate.

44
{Cover story}

Taste the

thunder

lebanon’s stunning countryside and mountain roads were just

perfect for the all-new 2011 cadillac cts-v. automan was among
the few invited for the official regional debut and first drive.
| Author: Chandan B Mallik

46
 {Cover story}

W
hen General Motors premium luxury
brand Cadillac introduced the sec-
ond-generation CTS saloon in 2003,
the superbly engineered and designed car
changed quite a few things for the marque.
Besides getting rave reviews from even the
harshest of critics, it went on to be nominated
for the North American International Car of
the Year award, but missed it by a whisker.
For 2011, General Motors hopes that lightning
will strike again, but time with two doors less
in the CTS family. The coupe slot which had
been vacant since Cadillac’s last coupe, the
Eldorado, went out of production in 2002, is
now alive and active.
Cadillac, in one stroke has entered both the
variants of the CTS-derived coupes – a regular
and a high performance ‘V’ version – in the
fray which also sees the likes of the Mercedes-
Benz, BMW, Audi, Lexus and Infiniti coupes
with their respective regular and performance
versions.
The big question that first comes to mind is
how much can the CTS Coupe really be differ-
ent from its saloon sibling? This is significant
at this juncture because the coupe is virtually
identical to the concept vehicle shown at the
Detroit auto show in January of 2008 and is
mechanically based on the saloon’s underpin-
nings with minor tweaks.
At Lebanon, where the car was introduced
to the regional media at the swanky Le Grey
Hotel in downtown Beirut, it didn’t take long to
realize that the coupe’s wheelbase is the same
as the saloon, but somehow its unique design
detailing gives it its distinctive styling charac-
ter. Helping the effort is mainly the roofline,
which is is two inches lower, and the compact-
ness of the car and its short overhangs is a
result the body being two inches shorter in
length. The car has a power stance, thanks to
the widening of the rear track by two inches
which facilitates fitment of big 19in wheels.
The other difference noted was the rake angle
of the front windscreen which is much steeper
than the saloon’s, at 62.3°, while the rear win-
dow is nearly flat when viewed from the side.
In concept and in practice, the car’s highly
angular bodylines, surface treatments, charac-
teristic wire mesh grille along with the power
bulge on the bonnet once again reinforce the

47
{cover story}

48

styling hallmarks of the ‘V’, but the rear end
treatment featuring dual-exhaust tips help
sign off the visual sharpness of the car. Com-
pared with the regular coupe, there are hardly
any significant suggestions as to specific aero
dynamic tweaking in this car. According to Ca-
dillac, even the stop light on the boot is de-
signed to help in downforce. In spite of the
very fast look of the coupe, the actual drag co-
efficient number is high for a coupe and high
in this class, just under Cd0.36, when some of
the competition is down around Cd0.26.
While, the coupe’s doors are as long as a
summer day in June, it doesn’t sport tradi-
tional door handles outside or inside. Instead,
it uses pushbutton openers similar to those
used in the Chevrolet Corvette and getting in
<<the cts-v coupe has a mindset and temperament of its own. it’s
both docile and aggressive on demand>>
and out of the car, especially for the rear seat
incumbents is still a bit cumbersome and re-
quires quite a bit of agility.
Under the power bulge of the bonnet is the
most powerful engine GM has offered in Ca-
dillac’s history -- a LSA 6.2-litre supercharged
V8 engine [also found on the CTS-V saloon].
Rated at 556hp and 747Nm torque, it is mated
to Hydra-Matic 6L90 six-speed automatic with
pushbutton shift control switches behind the
steering wheel. The engine features an in-
tercooled four-lobe rotor Eaton supercharger
system, aluminium-alloy cylinder heads and to
handle the V’s extra power, Brembo cooked
up a set of two-piece composite rotors. These
discs use the usual cast-iron rotor with an
aluminium hub that’s cast in place. This new
{cover story}
design is reportedly less prone to heat warp-
ing and less expensive than conventional two-
piece rotors. Massive six-piston front calipers
up front and four-piston units out back are
there to provide plenty of squeezing power.
Since the CTS-V coupe is not an all-out no-
comprise sports car, Cadillac took measures to
preserve the ride quality. That task was given
to the adjustable magnetorheological (MR)
shock absorbers. These shock absorbers have
small iron particles suspended in the oil that
change the fluid’s viscosity based on electri-
cal signals from the car’s ECU. These shocks
first appeared on the Corvette but have now
spread not only to other GM products but Audi
and Ferrari as well.
49
{cover story}
<<brilliantly engineered and uniquely styled, this car will stand out
anywhere as a leader of the pack>>
Driving impressions
Once settled in the car, visibility is not a
problem as long as you’re looking forward.
But at the rear, it’s a different story, because
the rising waistline, beefed up C-pillars and
steeply raked rear window aren’t exactly the
package one would be looking for. The driver
has to be extra cautious and rely more on the
door mounted mirrors and standard back-up
camera while reversing. That said, parking
sensors and the camera make parking fairly
easy. Funny enough, no solution has been of-
50
fered for blind spot management!
In the driving experience in and around the
Beirut’s countryside and mountains, the CTS
V-Coupe offered no real surprises. Power is
seductive and any driver who has experienced
the thrill of a high-performance car’s straight-
line acceleration will have instantly been won
over in this beast which boasts of power-to-
weight of 289.28bhp/ton. The car can sprint
from standstill to 100km/h under four secs
with the sublime energy of a big cat and the
overall performance also surprised us as one
expected mighty top-end punch from such a
rev-hungry engine. What’s arguably more im-
pressive is the car’s ability to surge forwards
from little more than 2,000rpm with cool and
unassuming attitude that had nothing to do
with us burning rubber or controlled drifts
with traction control switched off.
Surprisingly, the car performed pretty much
like its saloon sibling, but we felt it was quick-
er off the mark, with solid acceleration from

the supercharged V8 engine accompanied by
a sonorous exhaust note. The relatively quick
upshifts and downshifts from the automatic
and its steering-wheel paddles, and a reas-
suringly buttoned-down feel when it came to
sticking to the asphalt.
The drive set up through the car’s sequen-
tial Hydra-Matic 6L90 six-speed automatic is
key to its success recipe. Fully functional in
normal drive mode, it really comes alive when
moved over to the right side manumatic gate
(+/-) where the software helps it remap and
as expected allow the gears to hold longer. We
totally enjoyed playing with the manual gate
and occasionally, the pushbuttons at the back
of the wheel (surprisingly, still no paddle shift-
ers). Once the rhythm is set, the Hydra-Matic
reverts to normal automatic mode by default.
While throwing the car around, you discover
that the CTS-V coupe represents an improve-
ment in refinement and composure, not just
power and performance. However, there’s
abundance of torque available in all gears and
the car requires the driver to balance his driv-
ing with the beast as there’s a tendency of
the rear end to drift a fraction during down-
shifting, but the car’s wider rear track ensures
that all is under control in a blink. The end
result was a car that handled beautifully and
offered predictable handling at every turn and
we loved the way the car reacts when lifting
off the throttle, the shifting of weight forward
and those predictable sharp exits from corner
moments later.
The CTS-V’s steering feel is actually lighter
than the V6 and response to turn-in is pretty
impressive. The steering provides crisp turn-
in as well as ample feedback, while the effort
level firms up nicely when you’re cornering
the car into fast curves. Part in thanks goes
to the magnetic shocks which have two set-
tings and help control body roll. For most of
the drive we preferred to leave it on stiffer
settings as the road surfaces in Lebanon vary
a lot from smooth to bumpy and uneven
stretches. In normal mode, it earns respect
from us for providing a supple ride over the
crumbling, pothole-ridden roads. The V-spec
actually rides with notably more compliance
than the standard CTS Coupe and at speeds
on the open highway, we not that V upholded
its Cadillac lineage with a quiet ride unmarred
by excessive wind or road noise. Traction and
grip from the large Continentals was good
most of the time we had the car.
A bit of aggressive driving and cornering re-
veals some of its hidden handling character-
istics. We did encounter a modest understeer,
enough to inspire some confidence, but not
like a typical American car With the traction
{cover story}
control and yaw control system turned on, it’s
amazingly easy to drive at a pace that would
make the CTS-V competitive and we think this
car would actually do quite well in racing ven-
ues. A click of the steering-wheel-mounted
button turns off the traction control but leaves
the yaw control activated. A second click turns
it off altogether. There’s ample power in the
slower corners to kick the back end around
if you are determined enough. No surprise,
sprint times are not significantly faster or
slower if you leave the system in its default
mode and drive well, rather than turning it off
and pushing hard.
On the utility front, despite all the standard
gizmos, the part we liked was that the car’s
various controls are quite intuitive to operate.
The dual-zone climate controls, for instance,
are located on either side of the center stack
and canted thoughtfully toward the driver
and passenger respectively. The instrument
gauges are large and easily read. The audio
system provides fairly crisp, powerful sound,
and iPod connectivity is standard. Though the
navigation system is easy to use, it doesn’t
mute the stereo quite enough when giving its
voice prompts. Another downsider is the car-
go management capability in the boot where
the large gooseneck hinges intrude deeply
into the boot and can damage goods.
51
{cover story}

Verdict
Coupes are not for everyone, but if your
tastes and lifestyle fit fine with a blue-blood-
ed performance coupe, the 2011 Cadillac CTS
Coupe definitely is one car to consider. Cadil-
lac wants this car to compete with the finest
from Germany and Japan. The performance
is certainly there, as are the handling and
brakes, but we think there’s a bit of a trade-
off in the rawness vs comfort department. We
think that the CTS-V Coupe’s level of perfor-
mance and creature comforts would satisfy
a great many potential buyers in the region.
Reasonably priced for the region, no other car
can touch the 2011 Cadillac CTS-V Coupe in
the bangs per buck department. But if you
can trade off a bit of that face-flattening ac-
celeration, there are other tempting choices.

<<there’s so much torque on tap that even going uphill it continues

to pull in top gear effortlessly. paddle shifters would have added
more to the fun quotient>>
quotient

2011 cadillac ctS-v coupe

Specifications

engine lSa 6.2-litre supercharged

v8 engine
output 556hp
torque 747nm
transmission hydramatic 6-speed auto
acceleration 4.2secs
[0-100km/h]
wheels 19-inch cast aluminium
wheels
brakes racing-bred brembo brakes

52
 www.landrover-me.com

NOW LUXURY COMES WITH GREATER VALUE

*Offer valid from 22.08.10 to 21.11.10.

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LR2 & LR4

53
{preview}

Rea d y
t o r o l l

54
 {preview}

first reveal of 2011 dodge durango suggests major changes in

engineering and design
Author: Chandan B Mallik

55
{preview}
T
ime flies as they say, and how true it
can be for Chrysler Group LIc which
seems to be steadily coming out from
near extinction. It may have taken two years
to make a return, and following the footsteps
of the recently introduced all-new Grand Cher-
okee comes the all-new third generation 2011
Dodge Durango. The mention of the Jeep
we think is essential as, unlike the previous
truck-based versions, the incoming Durango
is based on the same unibody platform from
Mercedes-Benz, the ML, to be precise, much
like the just-released 2011 Jeep Grand Chero-
kee.
Besides the engineering changes, the big-
gest news is in the design department. At-
tempts have been made to see that the
Durango also appeals to brand crossover cus-
tomers and hence the universal appeal. The
best part is the new design remains connected
with the outgoing model in design, but is able
to remain true to the core of the Dodge DNA
<<dodge is jumping back into the sport
utility (suv) segment with the 2011 dodge
durango, a three-row vehicle spacious
enough to carry the entire crew and
performance-tuned to thrill anyone who
truly loves to drive>>
out going durango
The second generation Durango debuted in
2004. Although, it looked tough, it could of-
fers decent on road manners despite being big
and bulky. As a truck, it’s quiet, roomy, and
comfortable, with a host of available technol-
ogy. This model fitted perfectly between the
Chevy Tahoe and Ford Expedition in exterior
dimensions. While it was larger than most
56
with its aggressive yet contemporary look with
smooth design lines and an unmistakable front
end that breathes 100 per cent Dodge design.
Also to be noted, this is the first vehicle from
Dodge sporting the redesigned logo which
features the Dodge name with a pair of red
racing stripes, suggesting speed and agility,
according to the carmaker.
Dodge says that Durango’s interior was cre-
ated by the same interior design studio that
designed the much-lauded interior in the Ram
trucks. As a result, the new Durango is also
extremely comfortable for all three rows of
passengers, and there’s a surprising amount
of interior flexibility built in. With 22 different
seating configurations, there’s plenty of room
to store and move plenty of people and their
gear.
The all-new 2011 Dodge Durango also offers
consumers 45 safety and security features, in-
cluding standard front seat-mounted side air
bags and standard side-curtain air bags that
midsize SUVs such as the Ford Explorer, it
had the room and feel of a full-size SUV, such
as the Expedition and Tahoe and when prop-
erly equipped, the SUV was rated to tow up
to 4,068kg. Durango offers seating for five,
seven or eight, depending on the model; for
example, optional second-row bucket seats
provide seven-passenger capacity on a three-
 {preview}
cover passengers in all three rows, as well as
all-new standard active head restraints. Elec-
tronic Stability Control also is standard. Other
available safety and security technologies in-
clude Blind-spot Monitoring, Rear Cross Path
detection, Forward Collision Warning, Adap-
tive Cruise Control and Keyless Enter-n’ Go.
Riding on a new stiffened unibody plat-
form, the incoming Durango will be offered
with two engine options. The base engine will
come from the newly developed Pentastar V6
family that displaces 3.6-litre. This 290 hp
and 352Nm of torque engine is designed for
fuel efficiency and promises the vehicle to run
800km on a single tank of fuel. For power and
performance seekers, as always, the second
engine option offered is the more powerful
360hp 5.7-litre HEMI V8 engine with 528Nm
of torque on tap which will also come with the
company’s fuel-saving, Multi-displacement <<the durango will lead the dodge brand’s
system (MDS) which seamlessly drives the car
on four-cylinder whenever needed. According new product onslaught for 2011 >>
to Dodge, the displacement on demand sys-
tem will help in 20 per cent fuel savings in the
V8.All-wheel drive is optional on the 2011 Du-
rango. Standard features include side airbags
and side curtain airbags, stability control and
new standard active head restraints. Options
include blind-spot monitoring, rear cross-path
detection, forward collision warning, adaptive
cruise control and keyless entry. The 2011
Durango goes on sale in the fourth quarter
of 2010 in the US and pricing has not been
announced yet.

row model. With all seats folded, there’s more

than 100 cubic feet of cargo space. Besides
periodic upgrades in equipment, the biggest
news for the Durango line-up came in 2009
with the addition of a Hybrid model for US
markets that utilized the Hemi V8 and two
electric motors. The Durango Hybrid got a 25
per cent fuel economy boost in combined city
and highway driving, and a 40 per cent boost
in the city.
<<not only is it a pleasure to behold, it is
extremely functional and gives owners a
first-class experience, regardless of the
trim level >>

57
{New car preview}

Spiced up
bentley to offer new continental gt with
more power, better dynamics and loads of
techno treats
Author: Chandan B Mallik

I
t’s no secret in the top echelons of grand
touring coupes, the Bentley Continental
immediately takes the crown as it com-
bines the best attributes of European engi-
neering and performance, global contempo-
rary style, and British charm, craftsmanship
and sublime road manners in arguably, the
world’s fastest saloon and elegant two-door
coupe and convertible models. The seminal
and highly successful Continental GT was in-
troduced in 2003 and not only it represented
the first step in Bentley’s renaissance, in fact,
it defined a whole new market segment and
ever since there has been no looking back for
the double winged marque.
Despite its commercial success worldwide,
the CGT never seemed to be quite the vehicle
Bentley had hoped for. But fast forward to its

58

successor now and things begin to look in a
different perspective as Crewe’s design and
engineering teams have taken upon them-
selves as the custodian of Continental badge
that the all-new successor should set a bold
and exciting direction for Bentley in terms of
performance, comfort and efficiency.
As a result, the new 2011 Continental GT
with its brand new credentials should com-
fortable be able to quelch any “luxo-barge”
notions. And why not, other than the wider
stance, notable exterior design cues brought
with the redesign include a more upright
grille, a four-lamp headlight format (includ-
ing LED daytime running lamps), slightly re-
shaped ‘floating’ LED tail-lights, a Mulsanne-
like trunk lid design with ‘double horseshoe’
motif, and flared elliptical tailpipes. Carrying
significantly crisper bodylines and more info-
tainment and driver-oriented features, dimen-
sions are largely unchanged for the 4,800mm
long GT, but overall width has increased
125mm to 2,227mm and this is reflected in
the broader stance and wider wheel-arches
of the new model, which accommodate wider
A revised electronic stability control system is
also said to provide additional traction.
The redesigned CGT tips the scales at
2,320kg (down by 30kg), which together with
tracks – up 41mm at the front and 48mm at
the rear. The redesigned cabin also includes
new touch-screen technology and a 30G hard
drive, which Bentley says combine to offer the
latest in navigation and infotainment func-
tionality.
However, the party piece is undisputedly
the 6-litre, W12, twin-turbo Flex fuel pow-
erplant that offers 567hp and 700Nm (up by
50Nm) of torque and runs on standard un-
leaded petrol or bioethanol. Bentley claims
that this advanced power unit reduces emis-
sion by 40 per cent compared with the outgo-
ing W12 engine and will offer a class-leading
CO2 emissions. On the emissions front, the
CO2 figure for the redesigned model comes in
at 384g/km, which is a 12g improvement.
Both engines [normal and Flex Fuel] are
coupled to an upgraded six-speed ZF ‘Quick
‘Quick-
shift’ automatic transmission and a new Tors-
en centre differential now splits torque 40:60
front:rear (compared with the 50:50 bias of
the original Continental GT), obviously an idea
borrowed from the current high-performance
Supersports model. This arrangement, accord-
the raised engine output and revised gearbox
create a six per cent improvement in power-
to-weight ratio and sees the 0-100km/h accel-
eration benchmark fall two-tenths to 4.6sec.
{New car previeww}
ing to Bentley engineers will help in minimis-
ing the tendency of the car understeer during
hard cornering and allowing the experienced
driver to control the car’s line and balance via
precise throttle control. Meanwhile, transmis-
sion shift times are said to have halved to
just 200milliseconds, while the revised gear-
box also now has the ability to deliver double
downshifts, such as fourth to second. Top
speed remains at 318km/h.Notwithstanding
modest weight reductions and a more aerody-
namic shape (now 0.33Cd), Bentley has also
used aluminium super-forming technology to
create the front wings and trunk lid. The same
process that heats the aluminium panels to
nearly 500° Celsius before shaping them by
air pressure. It requires only a single sheet of
aluminium and hence eliminates the need for
seams or welding and the first application of
this technology came in the recently launched
Mulsanne. Other chassis highlights include
the use of redesigned front suspension up-
rights made from hollow-but-strong ‘cast-
forged’ aluminium, plus a redesigned anti-roll
bar and retuned spring and damper settings.
And for the first time on Continental, the GT
can be optioned with 21in wheels, up from
the standard 20in rims.
59
{Road Test}

Smart
commuter
mazda’s first b-segment hitter for the
region is the 2011 mazda2. automan
checks out the new arrival to find out
whether it has to potential carve its place
much like its other siblings.
| Author: Chandan B Mallik | Images: Shakeel Al Baloushi

60

I
n Oman, the compact car segment is quite
active and is represented by few brands.
Hiroshima Japan-based Mazda has an im-
pressive line-up of models in the region, but
the only void till now for the brand was its
representation in the subcompact B-segment.
But this void has been plugged introduced re-
cently with the arrival the Mazda2. While the
model is a first timer for the region, it has
been on sale since late 2007 in other mar-
kets. Actually, the Mazda2 was designed in
Europe and Japan primarily for the former’s
hatchback-friendly market and it does ben-
efit from Mazda’s engineering synergies with
Ford. With both Ford and Mazda looking to
streamline global product line-ups in an ef-
fort to shore up their respective bottomlines,
the deep pockets in the parts bin has saved
considerable money for both entities. In fact,
both the Mazda2 and the Ford Fiesta share
the same front-wheel-drive DE platform and
were developed around the same time, but
that’s where the commonalities begin and
end. Both have their individual styling, pack-
aging and selling points.
{Road Test}
The Mazda which is offered in the region
is actually a refreshed version that’s being
offered in two body styles – hatchback and
saloon. Its design cues have been drawn from
Mazda’s “Nagare” (wind) school of design phi-
losophy which usually avoids the slab-sided
elements usually found in the subcompact
segment. In that respect, the Mazda2 comes
with nicely defined character lines, and al-
though there’s some soft flame-surfacing on
the sheet metal it doesn’t interfere or conflict
with the other design or functional elements in
the car itself. And in both style forms, there’s
at least this relief that both appear to have
been designed with a purpose and not as cut
and paste variants of each other. Generally,
car models originally designed as hatchbacks
with notch or boot versions arriving later nev-
er seem to have a proper balanced look.
With wedged-shaped profile, the styling
cues and their similarities with the larger Maz-
da3 are evident. At 153in overall and 66.7in
wide, the Mazda2 is actually 2.2in shorter and
1.1in narrower than the Ford Fiesta, even
though both ride on essentially the same 98in
wheelbase. In the hatchback, the wheels ap-
61
{also Test} }
Road driven
pear as if they have been pushed to the cor-
ners and the front end of the car boasts a short
overhang, while the swept-back and pulled-in
greenhouse makes the Mazda2 look wider than
it is, and the flared arches wrap tightly around
the 15in wheels. Design efficiency includes a
cab forward, corporate front face, wraparound
lamps and raked large windscreen. The design
specific criticism might be that it in trying to
balance both hatch and saloon forms, the car
looks narrow and tall due to the vertical styled
elements. Considering the average segment
design standards, the Mazda2 stands out as a
cute and stylish car.
The car’s interior theme has a clear cut fo-
cus. It is a pleasing mix laid out in a simple in
design but it isn’t as stylish as that of the Fies-
ta. A pleasant place to be in, one is surround-
ed by a neat dashboard with logically placed
Driving impressions
One of Mazda’s priorities was to get this
lightweight small car package to offer fun-
to-drive characterestics and it shows through
in the first few hours of driving, especially in
city runs. That the Mazda2 clearly belongs to
the city is a result of some clever tricks of the
trade. It has a tight turning circle (9.8 m curb-
to-curb) and great visibility all around due to
some clever design tricks such as lower side
mirrors that eliminate some of the trickier
blind spots around the A-pillar area, and one-
position head restraints that push flat for
more rearward visibility.The car reveals its Eu-
rope-biased suspension settings and the stiff
structure combines with a compliant but firm
suspension to provide a high quality, respon-
<< mazda is approaching the customer by addressing the typical
b-segment buyer’s wish for basic transportation>>
62
controls which are easy to use, usable cub-
bies which can take items such as cell phones
or iPods. Build quality is good and fitting of
most of plastic interior components feel solid.
The front seats are well cut and bolstered, so
they comfortable, while the rear seats are ad-
equate for the class, with enough space for an
average-sized adult. In terms of practicality,
the rear seats split fold 60:40 for extra cargo
carrying capacity but they are not completely
flat. Unlike the Fiesta, the rear head restraints
don’t have to be removed before folding down
the rear seatbacks.
The Mazda2 will be offered in two trim
grades: GX and GS and irrespective of the
trims and body styles the cars are powered
by Mazda’s largest selling MZR 1.5-litre, in-line
four-cylinder 16-valve DOHC engine mated to
a four-speed automatic transmission. In this
sive feel. The electric power steering is inter-
esting as it has been carefully tuned to pro-
vide a good feel and quick response, but what
impressed us most was its terrific weighting.
While, Mazda is relatively new to the electric
steering game, the high quality execution is
commendable.
While there’s not a lot to expect from the
powertrain combination, the available 100hp
and 98 lb-ft of torque won’t exactly burn your
hair off, but this engine revs freely, is smooth
and sounds good. Overall it is able to squeeze
out decent amounts of power for the drive
and make it feels much more responsive than
the figures suggest. The Mazda 2 doesn’t per-
form with the alacrity of a MINI, but it can be
set-up, the engine offers 100hp and 135Nm
of torque at 6,000rpm and 4,000rpm respec-
tively. Mazda says will be sufficient to get you
from a standstill to 100km/h in 10.4 seconds
on the way to a top speed of 187km/h, not
bad for a car that weighs around 1,037kg..
In its construction, Mazda engineers seem
to have paid extra attention in optimising the
weight of the structure by extensively using
high-tensile steel in its body and many other
weight-saving measures, similar to the “gram”
strategy employed during the development of
the MX-5 sports car. As a result, the Mazda 2
has achieved world-leading crash safety rat-
ings (five stars in the Euro New Car Assess-
ment Program (NCAP), the highest possible
result) without compromising driving perfor-
mance and fuel economy. The car has also
been endowed with an extensive list of stan-
hustled along at a good pace and there’s a
genuine pleasure to be had in exploring the
comparatively modest limits of such a small,
low-powered car. The car’s ride quality at low
speed is more forgiving than a MINI, but large
bumps can dampen the ride quality.
The one niggle we could connect to the
“adding lightness” philosophy is reduced
sound insulation, which translates into road
noise, and there’s lots of it. On broken roads,
noise filtering through from the tyres could be
heard, but at highway speeds, wind noise is
practically non-existent. Car’s stopping power
is convincing and secure, thanks to efficacy of
the front-disc and rear-drum brakes.
 {also
{Road Test}
driven
dard safety features including an Anti-Lock
Brake System with EBFD and Brake Assist,
advanced dual front air bags, front seat side
air bags and side air curtains, Dynamic Stabil-
ity Control (DSC), and a Traction Control Sys-
tem (TCS). As befitting the overall packaging,
it’s not surprising that car gets at very basic
suspension package with MacPherson struts
in front and a space-efficient, cost-effective
torsion-beam axle in the rear.

<< the mazda baby is roomy, comfortable, well-appointed and

practical. beyond those qualities, it is also commendably fuel-
efficient and offered at a very attractive price in two body styles >>

Verdict
The 2011 Mazda2 represents a new entry
point into Mazda’s line-up, fitting in under the
popular Mazda3 in Oman. It’s a no ‘fuss car’,
perfect for economy-minded drivers who want
exceptional value in a fun-to-drive package.
With killer style, great fuel economy and an
affordable price tag, the current version of
the Mazda2 was engineered as a ‘Personal
Smart Commuter’ and launched in 2007 and
has bagged more than 50 awards worldwide
including ‘Car of the Year’ in many markets
including Japan, New Zealand, Chile, Bulgaria
and Greece. Notably, the Mazda2 was selected
as the ‘2008 World Car of the Year’ (WCOTY)
at the 2008 New York International Auto Show
and has established a distinguished position in
the sub-compact segment. Although, the Maz-
da2 is fine for short journeys around town,
it’s not a practical family car in the Mazda6
sense. Besides it killer styling and ultra attrac-
tive packaging, the biggest news is in the car’s
fuel efficiency department. Mazda puts it at
27mpg in the city and 33mpg on the highway.
The 2011 Mazda 2 won’t change perceptions
on its own, but it is a good car, and if you’ve
got a desire to lead the downsizing revolution,
then this car is worthy of consideration.

63
{Motorsports - F1}

Advantage Hamilton after

Spa thriller

64

M
cLaren’s Lewis Hamilton won a dra-
matic Belgian Grand Prix on Sunday,
leading throughout and beating Red
Bull’s Mark Webber by 1.5s despite one ago-
nising moment, as the rains came on lap 35
and he slid momentarily into the gravel at
Rivage. In the process, on a day when title
rivals Jenson Button, Sebastian Vettel and
Fernando Alonso all failed to score, Hamilton
moved back into the lead of the world champi-
onship with 182 points to Webber’s 179. Vettel
remains third on 151 ahead of Button on 147
and Alonso on 141.
In the constructors’ stakes, Red Bull still
lead McLaren with 330 points to 329, with Fer-
rari third on 250.
Hamilton really wanted this race, to add
Spa to the list of places he has conquered, and
stormed into the lead as Webber made a slow
start due to a clutch problem and was quickly
engulfed by Renault’s Robert Kubica, Button,
Vettel, Ferrari’s Felipe Massa and Force India’s
Adrian Sutil.
Button soon fought up to second and for
a while a McLaren one-two was a clear pos-
sibility. But his left front wing endplate had
been damaged slightly in traffic, and
Vettel moved in, taking Kubica and
Webber with him after the Aus-
tralian had moved ahead
of Massa. Button had
things under con-
trol, but then
it began
to rain
lightly from Blanchimont onwards and on the
16th lap Vettel simply got too close to Button,
lost control under braking for the chicane, and
then speared into the side of the McLaren.
Button was out on the spot, but Vettel
crossed over into the pits for a new nose and
resumed in 12th place. But then he was given
a drive-through penalty for causing the acci-
dent, and was well out of the picture thereaf-
ter. Later still he touched Tonio Liuzzi’s front
wing after passing him in the chicane after
the Italian had given him something of a driv-
ing lesson, and finished a very unhappy, and
lapped, 15th.
Kubica clung to second place ahead of
Webber during the first tyre stops, by which
time the track was completely dry again, but
when the rain came back with a vengeance in
the final quarter he was so busy adjusting his
steering wheel buttons ready for his wet tyres
that he slightly overshot his stopping place in
the pits and lightly damaged the right front
wing endplate. That was enough to lose sec-
ond place to Webber, but third was still a great
result for Renault on a weekend when the F-
duct made the R30 very competitive.
Massa could not get any closer than fourth
place, running just off the pace of the front-
runners, but his was a much more successful
race than Fernando Alonso’s. His Ferrari was
hit at the chicane on the first lap by Rubens
Barrichello, sending the Spaniard into the pits
for repairs and the Brazilian into an ignomini-
ous exit from his 300th Grand Prix. Later Alon-
so, like Vettel, got a driving lesson from Liuzzi,
but was on course for some more points when
he spun exiting Les Combes and had to aban-
don a damaged car. That was the incident
which triggered the second deployment
of the safety car, after the first-lap
dramas.
Sutil drove a great race
for Force India to take
a fifth place that
protects the
team’s
{Motorsports - F1}
points advantage on a day when Williams
failed to score, while Mercedes salvaged
something from a tough weekend with sixth
and seventh places for Nico Rosberg and Mi-
chael Schumacher. Things might have been a
little tense in the garage afterwards, however;
on lap 10 Renault’s Vitaly Petrov squeezed by
Rosberg at Les Combes, running him wide and
enabling Schumacher also to pass his team
mate, but Michael swiped Nico’s front wing as
he did so. Later Nico forced his way by Michael
there on lap 41, then left him behind.
Kamui Kobayashi made some amends for
his qualifying gaffe by driving his usual feisty
race through to eighth for BMW Sauber, ahead
of Petrov, who also did well to claw his way
from the back of the grid. The final point fell to
Toro Rosso’s Jaime Alguersuari, who resisted a
strong challenge from Liuzzi when the safety
car pitted at the end of lap 40.
Behind the Italian’s Force India, BMW Sau-
ber’s Pedro de la Rosa survived a late off at
Rivage to take 12th ahead of Sebastien Bue-
mi’s Toro Rosso and Nico Hulkenberg’s Wil-
liams, with Vettel a lap down in 15th. In the
new team stakes, Heikki Kovalainen brought
his Lotus home 16th ahead of the duelling Vir-
gins of Lucas di Grassi and Timo Glock, with
late-spinning Jarno Trulli 18th from final fin-
isher Sakon Yamamoto. Besides Barrichello,
Button and Alonso, Bruno Senna failed to fin-
ish after something broke on his HRT.
It was a great race, with fine performances
from the top three. Hamilton was cock-a-hoop
with what might turn out to be a crucial
success, and looking back to the 2008
race which he won before the FIA
applied a time penalty, he
smiled and said: “I get to
keep this one.”
65
{Motorsports - F1}
Ferrari prance to victory on
home turf
F
ernando Alonso produced a stunning
drive to give Ferrari its first win on home
turf since 2006 and to add to the delight
for the thousands of tifosi who filled the grand-
stands opposite the podium, Felipe Massa was
up there too, in third place. McLaren’s Jenson
Button joined them for the obligatory cham-
pagne spraying having come home second.
This great performance is not only the perfect
way to end the European leg of the season,
but it also reignites the Scuderia’s fight for the
championship titles, as Fernando is now third
in the Drivers’ table, just 21 points, or less
than one race win, behind the leader, while in
the Constructors’ Ferrari is still third, but the
gap to the leaders has now come down to 60
points.
Although Fernando had the advantage of
being on pole position and made a good start,
it was not as good as Jenson Button’s, who
managed to muscle past to take the lead go-
ing into the first chicane. Indeed, for a mo-
ment, even Felipe pulled alongside his team-
mate, before slipping behind him down the
straight. At this point, Lewis Hamilton pushed
his McLaren alongside the Brazilian and the
two cars touched: fortunately the F10 was
able to continue, but the Englishman’s race
was over due to broken suspension.
The leading trio, who appeared to be tied
together with an invisible thread, then gradu-
ally pulled away from the rest of the field, with
Fernando right on Button’s gearbox for much
of the race and Felipe close behind, with the
three men trading fastest race laps. By lap 20,
Felipe’s advantage over fourth placed Nico
Rosberg in the Mercedes was almost eleven
seconds. With the top three men all so close,
the one and only pit stop to switch from the
soft to the hard tyre was evidently going to be
the key moment of the race. It was the Eng-
lishman who came in first, and when Fernando
came in on lap 37, the Scuderia pit crew pulled
off the fastest wheel change of the day. It was
a heart-stopping moment as Fernando rum-
bled down pit lane, as Button rushed down
the main straight, but the Spaniard just had
the edge, the two men almost side by side
through the first chicane. Felipe came in next
time round and maintained his third place.
For the rest of the 53 lap race, the lead trio
again stayed in close contact, but not enough
for the positions to change, while there were
several good scraps lower down the order.
Finishing just off the podium was Sebastian
Vettel in fourth place for Red Bull, who insti-
gated the unusual strategy of bringing
him into the pits for his compul-
sory tyre change on the very
last lap. Behind the Ger-
Ger
man, the rest of the
points went to
Rosberg in
fi f t h ,
then Webber, Hulkenberg, Kubica, Schumach-
er and Barrichello in tenth.
This is win number 213 from 807 Grand Prix
participations for the Scuderia, the eighteenth
in the Italian Grand Prix. For Fernando, it was
win number twenty four in Formula 1, his sec-
ond at the Monza circuit. Thanks to the 25
points he collected today, the Spaniard finds
himself third in the Drivers’ classification, 21
points down on the leader, while Felipe, mak-
ing his fourth podium appearance this season,
consolidates his sixth place. The Scuderia is
still third in the Constructors’ classification, 60
points off the leader.
Alonso said in the post-race conference,
“Winning at Monza at the wheel of a Ferrari is
something special, which can only stand com-
parison to when I won in front of my home
crowd in Barcelona in 2006. Being on the po-
dium was an incredible feeling: what a sea
of people, so many flags! I was stunned by
the emotion from the fans, right from the first
moment they got here on Thursday. I wish to
dedicate this victory to them and to the pas-
sion that characterises all Ferrari fans.”
Button said of his second place, “It was a
very tough race mentally, and it was tricky
holding off the challenge from behind. I spent
the first half of the race either looking in my
mirrors or at the TV screens to see where Fer- Fer
nando [Alonso] was.
“I didn’t know until after the race that I’d
damaged my diffuser as a result of contact
with another car on lap one, and I don’t know
whether that affected my pace or not. But,
with the downforce level I had, I expected to
pull ahead more through the corners. Instead,
the car was moving around quite a bit; so I
had to drive as smoothly as I could and not
make any mistakes.
“Maybe it was the wrong call to pit when
we did, but the team felt the new Prime tyres
were faster than the Options. But I couldn’t
find any grip on the new tyres, and lost a little
bit of time on them. When I saw Fer-
nando emerge just of me, I was very
disappointed.”

Team input ‘invaluable’ to
Indian circuit design
Organisers of next year’s inaugural Indian
Grand Prix are hoping that input from Formula
One teams into the design of the new circuit
will help make it one of the most challenging
and exciting on the F1 calendar.
Hermann Tilke, the architect behind several
recent new circuits including Turkey and Abu
Dhabi, came up with the initial design for the
Indian track, but several teams were also con-
sulted before construction began in earnest.
“We have shared the design with some of
the Formula One teams to put it into their
simulators, and they have come back with
some recommendations on how to modify it to
make it a little more exciting,” explained Mark
Hughes, vice president of JPSK Sports, who
has experience of other new F1 projects.
“I have been lucky to have worked in Bah-
rain and Abu Dhabi before, so I have a good
relationship with the teams myself. I was able
to go to some of them and ask them if they
are able to give their input and the feedback
Petronas extends Malaysian
race sponsorship
Petronas have signed an agreement with the
Formula One Group to extend the national
has been invaluable.”
Four million cubic tons of earth has been
moved to give the circuit plenty of undulation,
with rising 14 metres between Turns One and
Three alone. Inspiration has also been drawn
from Turkey’s infamous Turn Eight, with a dou-
ble-apex corner, slightly banked, forming part
of a ‘mini-arena’ that alone will seat 13,000
spectators.
“I think the drivers are going to find it a
good challenge,” added Hughes. “The track
is quite unique, and hopefully the drivers and
teams will not complain as they have given
their own input. I don’t think that as a pro-
moter and venue owner this has been done
before.”
Earthworks for the circuit have been com-
pleted ahead of India’s July/August monsoon
season, and Hughes predicts the track will be
ready for FIA homologation in July next year,
with the race organisers anticipating a late-
season slot on the 2011 calendar.
oil and gas corporation’s title sponsorship of
the Malaysian round of the FIA Formula One
World Championship for another five years.
Under the extended partnership, Petronas
will continue to hold the title sponsorship
rights as well as extensive advertising, brand-
ing and promotional benefits for the event
until 2015. The partnership will provide Petro-
nas the opportunity to continue leveraging on
Formula One’s massive global appeal to build
and support its international business expan-
sion efforts as well as position Malaysia as a
major sporting and tourism destination.
{Motorsports - F1}
Work on Korean
circuit nears
completion
With the inaugural Korean Grand Prix just
under two months away, organisers have
released a set of images of the brand-new
Yeongam track. The circuit, which is currently
90 percent complete, held a special event in
August to mark the 50-day countdown to the
Korean race.
‘Circuit Run 2010’ included a demonstration
run by Indian driver Karun Chandhok in Red
Bull’s show car.
The Korean Grand Prix will take place from
October 22-24.
Heidfeld replaces De
la Rosa at BMW Sauber
BMW Sauber announced that Nick Heidfeld is
to replace Pedro de la Rosa at the team for
the remainder of the 2010 season. Heidfeld
will race alongside Kamui Kobayashi at the fi-
nal five Grands Prix of the year.
Heidfeld only parted company with BMW
Sauber at the end of last year and became
Mercedes GP’s reserve and test driver for the
2010 season. In August he was released from
his Mercedes contract in order to become the
official tyre tester for Pirelli. He recently com-
pleted two tests for the Italian company, who
are to return to the sport next year as the sole
tyre supplier. Heidfeld’s contract with BMW
Sauber comes into effect immediately.
67
{Motorsports - wrc}
Ogier, a rising star in the
Land of the Rising Sun!
S
ébastien Ogier and Julien Ingrassia
achieved a stunning feat by winning
Rally Japan on their debut in the event.
The Citroën Total World Rally Team crew
scored their second world championship vic-
tory after a masterly drive. Sébastien Loeb
and Daniel Elena who finished fifth scored
previous points for both world championship
titles.
The third day of Rally Japan was much
shorter than the two previous ones. It con-
sisted of eight stages including six of less than
five kilometres. The crew left the service park,
which they would not see again until the fin-
ish, at the crack of dawn and set off for Suna-
gawa, 70 kilometres north of Sapporo.
After being the overnight leaders for two
days, Petter and Chris ended 2nd in Japan.
Jari-Matti Latvala came third. “I am so happy
with the second today”, says Petter Solberg.
“I started this rally with fever and a really bad
cold, so being second today feels quite good.
Of course I do feel a bit disappointment of not
winning after being so close, but second is
good enough today!”
Petter and Chris started the third and final
day being the overnight leaders, but a steer-
ing problem made them loose time from the
beginning. “I hit something quite early, and
could feel it right away that something were
wrong”, says Petter Solberg. “For a while we
were really concerned about not being able to
68
finish the rally. But without this, I just know
that Sebastien would have had to fight really
hard to beat us today, my confidence was
back this morning and I was ready for a big
attack!”
Petter is currently 4th in the championship,
and the 18 points scored today gives him a
total of 118 points.
In the Citroën Total World Rally Team, the
two crews were pursuing objectives as differ-
ent as Yin and Yang! Sébastien Ogier in third
place 5.4s behind, was locked in battle for vic-
tory with Petter Solberg and Mikko Hirvonen.
Sébastien Loeb in sixth place 37.9s in arrears,
was playing a waiting game to score as many
points as possible in view of his seventh world
title. So it was ‘Banzi’ for Ogier and ‘Zen’ for
Loeb!
After warming up with Bizan, the crews
tackled Naekawa (SS20), the equalizer on this
leg thanks to its 18 kilometres. Ogier drew
first blood as the no. 2 C4 WRC driver set the
fastest time and retook the rally lead, which
he’d lost at the end of SS3: “This stage was
fairly dry and I had better road conditions
than the first two. I had to go for it to try and
make the break.”
Ogier managed to widen the gap in Naeka-
wa 2 (SS23). His 11.3s lead over Solberg was
like a country mile given the very small gaps
throughout the rally: “I’ll have to stay concen-
trated right till the end,” said the Frenchman.
“There are three short stages left – three op-
portunities to make a fatal mistake!”
However, there were no changes in the
overall classification in the last three stages,
and the Ogier / Ingrassia duo climbed onto
the topmost step of the podium! “Obviously,
I’m delighted to have scored another victory,
my first for the Citroën Total World Rally Team.
I couldn’t dream of a better present to thank
the team for its confidence in me,” laughed
Ogier. “Everything went off exactly as planned.
I’m not really very keen on these stages but I
managed to adapt my driving style to find the
right rhythm. I think I’ve made another big
step forward this weekend.”
Ogier won his bet and so did Loeb who fin-
ished fifth after setting three fastest times in
today’s loop. “I was never really in the run-
ning for victory but I’m happy with ten points;
A forty-three point lead with three rallies left
to go is still a fairly comfortable situation. My
calculations for Rally France are pretty simple
as I’ll win the title if I come first whatever the
positions of my rivals. I’d like to congratulate
Sébastien on his victory as I can tell you that
finding the right dose of speed to push hard
on this kind of terrain wasn’t at all obvious.”
Meanwhile over at BP Ford Jari-Matti Lat-
vala and Miikka Anttila claimed a battling
podium finish in this 10th round of the FIA
World Rally Championship. The Finns lost the
lead of the rally yesterday afternoon with a

mechanical problem and a spin, but recovered
superbly on today’s final leg to finish third in
their Ford Focus RS World Rally Car. Latvala’s
podium provided a suitable ending for Anttila,
who celebrated his 100th WRC start here and
his 38th birthday.
Team-mates Mikko Hirvonen and Jarmo
Lehtinen started the third and final leg north-
east of the rally base in Sapporo in second
place, just 3.7sec from the lead. However,
difficulties with the hydraulic pump in their
Focus RS WRC cost the Finns time through-
out the day and they eventually finished sixth.
The Ford duo won seven speed tests, Latvala
claiming four wins and Hirvonen three.
Rally Japan returned to the championship
after a year’s absence. Fast, undulating and
narrow gravel tracks provided a tough chal-
lenge for competitors in the Do-oh region of
Hokkaido, the country’s most northerly is-
land. They completed 26 speed tests, cover-
ing 303.54km, including eight passes around
a test inside the 67,400 capacity Sapporo
Dome, usually the venue for top-flight soccer
and baseball.
Latvala was fourth after the opening leg but
a determined charge on the second day morn-
ing carried the 25-year-old into a slender lead.
He extended his advantage until a broken
front right driveshaft and a spin in the penul-
timate test at the Dome dropped him to fifth.
However, Latvala fought back on today’s final
leg over eight special stages and 55.68km.
Fastest time in the second pass through the
day’s longest stage promoted the Focus RS
WRC pilot to third, and he remained there to
the finish.
“It’s been a strange weekend,” he said.
“On Friday I was a little off the pace initially
but yesterday I climbed back to lead. Then
I dropped back and I thought my chances of
a good result had gone, but now I’m on the
podium. After all that I have to be happy to
finish third, even if I’m surprised.
“I took third place by winning the second
pass through the long stage. I had a great
rhythm and everything flowed perfectly. It
was difficult to get back into the rhythm of
driving on gravel having driven an asphalt rally
since my win in Finland, but once I overcame
that on Friday then I had good speed here,”
added Latvala.
{Motorsports - wrc}
Hirvonen ended Friday’s opening leg in sec-
ond and, despite a spin on yesterday’s open-
ing test, the 30-year-old closed the gap on the
leader to just 3.7sec by last night. However, a
problem with his car’s hydraulic pump meant
both the semi-automatic gearchange and
the centre differential did not work properly
throughout the day. With no opportunity to
make repairs, he dropped time to eventually
finish 1min 13.5sec behind the winner.
“I drove eight stages today with the gearch-
ange and centre differential not working and
that was difficult, especially on the twisty sec-
tions,” he said. “When the car slowed in the
twisty sections and under braking I couldn’t
keep the revs high enough to use the paddle
shift gearchange and had to use the manual
version. When I could keep the engine above
5000rpm, then the paddle shift was fine.
“But after a series of difficult rallies, it was
good to be back on the pace for the first two
days and fighting for the lead. The battle for
victory was so close on Friday and Saturday
that it was flat out all the way and it’s great to
be part of such a big fight,” he added,
69
{Motorsports - wrc}
Former Grand Prix Champion Kimi Raikkonen has
to choose between a number of options for 2011 -
both within rallying and Formula One.
R
aikkonen has shown encouraging prog-
ress throughout his debut season in the
World Rally Championship with Red Bull
and the Citroen Junior Team, but his best re-
sult of the year so far remains fifth place on
the Rally of Turkey back in April.
Now Raikkonen has been linked with other
options for next year, both in rallying and For-
mula One. Neither Raikkonen nor Red Bull are
ruling out an extension to the Finnís one-year
WRC deal with the Citroen Junior Team, al-
though Red Bullís plans are fluid pending con-
firmation of its sponsorship agreement with
Citroen.
One intriguing possibility is for Raikkonen
to switch energy drinks allegiance and move
to the Monster World Rally Team alongside
Ken Block next year in a Ford Fiesta WRC.
Raikkonen and Block have struck up a good
rapport, and Monster bosses believe that the
maverick Raikkonen would fit their brand im-
70
age perfectly.
Raikkonen has also had an approach from
MINI, although his drive there would be a
commercial deal - which could again be linked
to Red Bull.
Renaultís Formula One team is additionally
in discussion with the 30-year-old about his
services for next year, with the French squad
being Raikkonenís only realistic option on the
F1 grid next year.
Finally, a third possibility exists of Raikkonen
either taking a sabbatical or retiring from mo-
torsport totally - as he considered at this time
last year when his future was uncertain.
Nonetheless the Finn says that he is no
hurry to make up his mind - and that his pre-
ferred option would be to stay in the World
Rally Championship. ìIím enjoying it so far,
but Iíve not made up my mind what Iím doing
yet,î said Raikkonen. ìQuite soon I hope I will
know but there is no rush
B
{Chicane}
uying Chinese in the
modern age
How comfortable are you with buying things off the internet? For that matter, when was the last time you sat up and watched late night
cable TV and tried to nod off counting electronic sheep while watching the excruciating antics of hosts trying to get you to buy a magic
broom, super cleaner, vitamin supplement or blessed talisman? Did you perchance then quickly grab the phone and place your order that
instant? Was it the allure of getting a second piece of everything plus a miniature one for your car that made you go for it? Or are you by
nature ready to take chances?
Raj Warrior is editor of Automan and
has been in the thick of the Automotive
journalism field from the past 15 years.
Want to comment or have your say?
Email at raj@alroya.net.
Identify yourself or your message will be
trashed and your id blocked
72
T
he point is that there are some of us
who will try the great new frontiers in
marketing, like internet shopping and
order by phone. A few decades back it was
buying from a catalogue that was the bold new
frontier. We won’t even begin a discussion on
the potential downside of the old-timers who
bought out mail-order brides.
One of the draws of buying off the
internet is that things seem to be
cheaper than in the store. They
should be considering that you
avoid the establishment costs of
the high-street real estate, the
pimped out interiors and the
salaries of the staff. At the
same time, if the internet
operation is to be a genuine
success, the supply chain
has to be strong and pro-
active and the faceless
customer hiding behind a
dodgy username has to be
given the same level of at-
tention as a clearly profiled
walk-in.
In the past few months, I
have taken a leap of extraor-
dinary proportions. Instead of
buying cheap China-made stuff here
in Oman, I have begun buying cheap China
made stuff straight from China, courtesy of
a broad band connection. Like most buyers,
I have had a mixed outcome - the first buy
went beautifully, with my little netbook getting
a great new battery and a whole new lease
on life. Round two wasn’t as good - I ordered
another battery and a few weeks later I got
a small two-pin adapter by post. Furious as I
was at being taken for a ride, I complained.
Another few weeks later and I got the original
item. Now I don’t know whether to be happy
or flabbergasted. On the plus side another lap-
top’s got a new innings, on the other hand
how do I know that this won’t be the normal
practice from here on?
Concurrently, I have also decided to get my-
self a Chinese copy of the iPad. As much as
I respect Apple’s innovations, the thought of
paying more than 800 dollars for the device
is galling. So, the China-made Android pow-
ered device will have to do and at less than
a quarter of the price of the magic tablet, it’s
superb.
I have even been given a remote control
helicopter bought from Dragon Mall over in
Dubai. As everyone in Muscat knows, it’s the
closest that one can get to buying from the
mainland. This 25 dollar machine is absolutely
the most exciting piece of machinery by vol-
ume that I have ever seen. And the kids are
enjoying it too.
Sadly, the same equation does not hold true
of buying cars made behind the bamboo cur-
tain. By the time they land on our shores, are
placed in fancy showrooms and are sold to us,
the price does not seem to have the faintest
link to the yuan. Look at the engineering and
build and you have the impression that you
have stepped back in time by three decades
and are seeing a Japan-made car, or two de-
cades and a Korean car. There is a lot of catch-
up left in the product department. Also, cars
being the temperamental devices that they
are, service, spare parts and the profit needed
by the importer all manage to boost the asking
price. That’s when you ask yourself whether it
is worth it?
So for now my plan is clear - buy China
made stuff like electronics, watches and toys
and steer clear of buying a car at least for the
next few years, till they catch up
 www.landrover-me.com

NOW LUXURY COMES WITH GREATER VALUE

*Offer valid from 22.08.10 to 21.11.10.

The LR2 & LR4 are now available with free service for 3 years/72,000 kilometres (whichever is earlier) and free insurance.*
Drive away the most advanced, most powerful, most luxurious Land Rover vehicles this festive season.

MOHSIN HAIDER DARWISH L.L.C.

MUSCAT: Tel 99349324 (Rakesh), 99333620 (Souyahar), 99357297 (Reyaz) SOHAR: Tel 95359381 (Shantanu),
99485327 (Manjit) SALALAH: Tel 99480660 (Tabook), 95754411 (Murali) SUR: Tel 25543390/91 (Showroom).

LR2 & LR4