No 108 August 2010 Oman’s Best Automotive Resource OMR 0.500 AED 5.00 QR 5.

00

magnum opus!
BenTley’s all-new Flagship saloon Brings Back The mulsanne name
ToyoTa sequoia has some good news: now iT comes wiTh awd
F1: Thrills and spills in monTreal, Valencia and silVersTone

Tyres
special Focus:
all you need To
know aBouT
T yres

also driVen: 2010

honda ciVic Type r

Visit us online at www.automanweb.com

 Signs of recovery ahead
editor-in-chief
Mohammad Al taie

AL roYA PreSS & PUBLiShinG

Po Box: 343, Postal code 118 The month of July saw a host of corporate figures being released and the
Al harthy complex bellwether industries (as far as spending patterns that concern us) of airline and car
Sultanate of oman manufacturers have almost universally shown as healthy swing back to profit or have
email: automan@alroya.net shown a healthy growth in sales. People seem to be travelling again after the funk of
Website: www.automanweb.com 2009 and car sales have increased or car companies have learned to make do with less
– less people, fewer factories and in some cases fewer product lines.
editorial office:
tel: +968 24479888 extn 300, fax: +968 24479889
circulation office: Admittedly there was a time of worry not just for the big three car manufacturers
tel: +968 2456 2138, fax: +968 2456 2194 of Detroit, but for the entire range of global car companies. The past year has seen
PUBLiSher interesting brand buyouts happening and many headlines have also been generated on
hatim Al taie hatim@alroya.net deals that just couldn’t make it past the finishing line. A few car companies have quietly
been tending to their business and boosting their sales positions at the cost of the
editor & GM
raj Warrior raj@alroya.net established leaders. The Hyundai-KIA alliance has reached its avowed goal of becoming
one of the top five car manufacturers worldwide. Some companies have also had to
execUtive editor bear problems not associated with the financial meltdown, like Toyota’s huge recall.
chandan B Mallik chandan@alroya.net

co-ordinAtor Now, the figures seem to be communicating a rebound in their business, largely driven
Pratibha n Kadam pratibha@alroya.net by sales to the non-traditional markets of the BRIC countries, but also riding on the
deSiGn relative stability of the Middle East for the large-engined cars and SUVs that almost no
Sawsan Al Muharbi sawsan@alroya.info one else wants.

heAd of MArKetinG
Maged Aziz maged@alroya.net The countdown is well and truly on for a return to the capitalistic nature of the industry,
with the US taxpayer’s money that was transiently applied to stop the bleeding of
MArKetinG General Motors and Chrysler Corporation set to be returned to the government. The
Shruti Mehta shruti@alroya.net
Supreme Philips philips@alroya.net impending IPO of General Motors should generate a lot of interest since the company
has been well and truly reformed. In the Chrysler case, new manufacturing practices
circULAtion introduced by FIAT have ensured that the new Jeep Grand Cherokee is built to a
books@alroya.net
standard that is well and truly above the Chrysler norm.
finAnce & AdMin
Abraham daniel daniel@alroya.net In the meantime, we at Automan have been changing as well in this, our 10th year. We
Printer have introduced new sections and beefed up our long term favourites, while investing
ruwi Modern Printers LLc in editorial excellence with the infusion of new talent. All good portents for the
tel: +968 2479 4167, 2479 8157 forthcoming sales season of Ramadan 2010.
fax: +968 2470 0545

S
© 2010
{SPECIAL FEATURE ON TYRES}

FOCUS ON TYRE
All editorial content of Automan in the magazine and
its website is copyrighted and may not be reproduced its working life. Unlike colder climates, where
the life span of a tyre is higher, the hot Middle
East region poses extra challenges for any
tyre maker in a situation where tyres are
and sidewalls from flexing. Friction from this
flexing generates heat, and that degrades the
rubber and the fabric construction of the tyre.
And don’t be fooled by the appearance of the
sidewall plies, it’s time to change that tyre.
5. Physical damage
Any foreign object that penetrates the tyre far
enough to cause a leak is sufficient reason to
fusing jargon you might hear from a salesmen
or “experts” might make your purchase rather
stressful. Despite what appears to be a tough
Meanwhile, we help you understand the
various bits related in helping understanding
the tyres a bit better.
tion, proper wheel alignment and other vari
able factors. In other words, don’t think that
a tread-wear rating of 100 means a 30,000
scenario, you have often wondered what do So, let’s begin with the important stuff: mile tyre.

in any form without the written consent of the manage-

constantly being subjected to extremes. In this
section, we have identified five major factors
contributing to tyre failure and guide you with
simply easy-to-understand instructions on
how to prevent them.
tyres. It’s impossible to see if your tyres are
underinflated without using a tyre pressure
gauge. The proper pressures are printed on
a sticker on the driver’s door frame or inside
the glovebox. They are also in the owner’s
require the tyre to be removed from the rim
and inspected by a tyre technician for damage
to the inside of the carcass. An externally
applied plug or worm should be considered
a temporary repair. A proper repair involves
all those numbers, letters, symbols, mysteri
mysteri-
ous codes really mean in simple terminology
and what is the purpose of such detailing?
Well, there are two main purposes: the first
is to help identify the size and specification of
Besides, these are other markings and the
list includes:
The temperature rating - an indicator of
how well the tyre withstands heat buildup. “A”
is the highest rating; “C” is the lowest.
Encoded US DOT information is a two-
letter code that identifies where the tyre was
manufactured in detail. In other words, what
factory and in some cases, what city it was
manufactured in.

ment of AL roYA PreSS & PUBLiShinG

1. Aged tyre
Most GCC establishments in the region
recommend a maximum four year period
for tyre usage in cars. And it really doesn’t
matter how much mileage you have done or
that the tyre has still adequate tread depth.
To determine the age of your car’s tyres,
begin with checking the tyre sidewall for the
manufacturer’s date code. It will be in the form
manual.
3. Overinflation
The tyre inflation pressures printed on the
tyre sidewall are the tyre manufacturer’s
maximum permitted pressure, not necessarily
what the vehicle manufacturer recommends.
Overinflated tyres will have poor grip, and the
tread will wear prematurely in the center.
4. Deterioration
patching the tyre from the inside with a plug
that not only holds air but prevents water from
infiltrating into the carcass’s belt plies. Water
in this part of the tyre will make it weaker. It’s
not really possible to repair a tyre sidewall.
the tyres correctly. The second is to confirm
that the tyre has been tested and approved to
country safety standards. For example, tyres
coming from Europe with have a mandatory
marking known as ‘E’ marking.
Although not illegal, it is not recommended
to have tyres with a lower speed rating or load
capacity than the manufacturer recommended
The traction rating - an indicator of how
well the tyre is capable of stopping on wet
pavement. “AA” is the highest rating; “C” is
the lowest.
The tread-wear rating - a comparative rat-
ing for the useful life of the tyre’s tread. A tyre
with a tread-wear rating of 200, for example,
could be expected to last twice as long as one
OE Tyres In the same way that Porsche
specifies high performance N-rated tyres
there’s even more markings on the sidewall of
a tyre that can denote tyres fitted as original
equipment (OE) to various makes of vehicle.
In some cases, the ‘preferred’ OE tyres are
slightly different than the same-named tyres
without the OE specification. For example on

of a four-digit number, stating the month and
year the tyre was produced. Unfortunately,
there’s no equivalent to an expiration date.
57
Exposure to ozone, road chemicals and
tyre specification for your vehicle, or to have with a rating of 100. Tread-wear grades typi typi- some Honda SUVs, the tyres that are stamped
ultraviolet light accelerate degradation of a combination of different tyre construction cally range between 60 and 600 in 20-point in- with ‘DZ’ have a lower rolling resistance tread
rubber. But this is probably more of a problem types. Always consult your vehicle handbook, crements. It is important to consider that this pattern than those that aren’t.

Automan accepts unsolicited exclusive editorial

And it’s not a good idea to instal tyres on your for vehicles that are parked outside in the
vehicle that have been sitting on a warehouse sun. Tyre sidewall rubber is permeated with
shelf for many years. oils that are designed to leach out slowly and

<< Ozone and UV rays can have adverse Manufacturers or brand name, and commer-

material, but reserves the right to publish any such

cial name or identity
effects on rubber. Ageing is one of them >>
225= this number represents the section
width of the tyre

material. once published, the copyright for any such R = for type of construction, in this case the
tyre is radial
The number 50 here describes the aspect
ratio. This mark represents the height of the
tyre sidewall as a percentage of the nominal

material will vest with AL roYA PreSS & PUBLiSh-

section width

17= this is the diameter of the tyre’s inner

rim in inches

inG 70 71
‘Tubeless’ designates a tyre which requires no
inner tube.
V93 is the speed symbol indicating the maxi
mum speed for the tyre at full load. In this case
it denotes a speed capability not exceeding
240km/h

74
 in this issue 107
k

10
TESTEd {Road Test {Road Test}
pREg vthiE
{Preview
w {Preview

Uppin e 48 T
he luxury sales race is tightening as the
German premium trio of Audi, BMW, and
Mercedes-Benz are fighting it out for
top honours. And despite the global economic
downturn, all three brands posted increased
year-to-year sales (over 2009): Audi climbed
NEwS 4
entry level From across the region and
19.1 per cent, Mercedes soared 15.2 per cent,
and BMW gained 14.1 per cent. Audi’s stellar
performance was prompted, in part, by strong
demand in China which has overtaken Germa
ny as the brand’s most important market.

target
Now, Audi is looking at producing premium
cars in the B-segment as part of its horizontal
expansion in the line-up. And the carmaker

around the world

invited Overdrive and its sister publication
Saudi Auto for a quick spin and preview of the
A1, its smallest car a few weeks ago in Berlin,

68
Germany.
Well, we all know BMW with MINI, Fiat with
the 500 have been quite successful in the seg
ment with these premium offerings. In fact,
BMW’s reincarnated MINI was the first ac
knowledged model to be able to offer premi
um quality, performance variants and bespoke

bRaNdwaTCh
features – some of the key reasons for its suc

10
cess with young urban customers. And it is
this segment of active prospects that Audi is
keen to tap with the A1, a vehicle that is spe
cifically designed for the urban environment.
The A1 has been engineered to be very agile
and nimble in city traffic while offering a high
degree of everyday utility. And at the same
time it does meet the lifestyle aspirations with
the sporting S-line trims.

Jaguar’s second innings

Taking the bullet proof platform of the Polo
as base material, Audi engineers and design
ers have successfully redesigned and pack
aged the car with core values of what the
brand is known for in less than four meters. At
first glance, the design and styling of the car
shows its personality being influenced by lot
The current second generation BMW Z4 was of ideas and innovations from its concept

looks impressive and solid

cars – the 2007 Audi A1 project Quattro in
introduced as a 2009 model and is as much a particular.
While, Audi has taken a lot of ideas and in
completely new car from its predecessor. It picks novations from the concept car and converted

up right where the last generation left off and Audi is introducing a whole new dimension to the compact class them into series production, on no account
the A1 is a re-bodied Polo with Audi frills. The

the folding hardtop offers the best of coupe and with the all-new Audi A1 and this car will also grace the Middle front end bears an unmistakable family re
semblance, but features unique accents and

roadster forms. Automan checks out the roadster East. Automan has the first details of what’s coming soon. detailing. The single-frame grille, for example,
is harmoniously integrated into the front end

SpECial REpORT 11
and with its angled top corners represents
and finds out the real reasons for people buying it. a new evolutionary stage. Its braces are ar
ranged horizontally to emphasize the width of

TESTEd TESTEd
52 53
64 65

44 24 BMW 1 Coupe
{Road Test}
{Road Test {Road Test}

L H
et
ess than a decade ago, full-size SUVs However, front and rear overhangs appear dominant grey-coloured interior. The steering onda in general is generally a consid- traced directly to the 1992 Honda NSX Type R,
sold in significant numbers and gener-
gener marginally reduced in the AWD version due column offers both tilt and telescopic functions ered a conservative carmaker that con- which featured a lightweight chassis, stiffened

ated handsome profits for their manu-
manu
facturers. Although most of the models built
then evolved from pick-up trucks, so it was
o ck
to its extended capabilities. Despite its over- and individual settings can be put in memory. sistently cranks out modestly refined body, fine tuned engine and upgraded perfor-
whelming dimensions and physical presence [See box below for specific trim details] cars. Besides its attempt to produce neo-lux- mance brakes.
the car achieves an impressive drag coeffi- Two powertrains are now available -- a ury cars and charge premium pricing, it oc- Honda Civic Type- R is a high-performance

only a question of time before a manufacturer
jumped on to the bandwagon with something
bit more polished in a segment that was large
large-
ly driven by American models such Chevrolet‘s
cient of 0.35, which means the vehicle offers
exceptional aerodynamic characteristics and
low wind-noise. The vehicle’s mirrors, wipers,
A-pillar and roof header are also shaped to
k et R
276hp 4.7-litre V8 which powers the SR5 and casionally produces a wicked little something version of Civic introduced in 1997. It is cur-
Limited grades, while the top of line Plati- that sneaks through the cracks and reminds rently in its third generation and comes with
num grade [our test vehicle] had the 5.7-litre us that it can also offer a little spice too. two distinct varieties – One for European and
V8 engine. Both engines are mated to six- As a self-confessed Honda aficionado, at one for Japanese, domestic market. The Mid-

Po c
Tahoe, Ford‘s Expedition and GMC‘s Yukon. maximize aerodynamic efficiency and minimize speed automatic transmission with Tiptronic times, I personally feel that Honda has split dle East gets the European version. The Civic
Toyota entered the fray with the US-only Se- wind noise. The car’s underside has also been function. The bigger displacement engine is personality, very similar to Japanese compa- Type R has earned itself a cult following in
quoia in 2000, although the Land Cruiser, its optimized to reduce drag and wind noise, and ULEV-II compliant, meaning it emits very little triot Subaru. Subaru’s claim to fame comes Europe.

COvER STORY
other SUV-pick up nameplate has been around to help improve directional stability. pollution (Ultra Low Emissions Vehicle). It is through its boxer-engined all-wheel-drive rally As a spiritual successor to the previous

since 1955 in global markets. The country spe-
cific USA- built and truck based Sequoia differs
from the premium global Land Cruiser in that
it is larger and its focus is more on heavy duty
jobs such as towing.
While, the Land Cruiser is a more upscale
and luxurious with good off-road capability is
built in Japan and some other locations, the
second generation Sequoia is built at Toyota’s
While the primary design goal for the in-
terior seems to revolve around taking full
advantage of spacious cabin and converting
it in to a practical and user-friendly environ-
ment for the driver and occupants, hence the
element of premium luxury such as bespoke
wood trims, special effects, mood lighting are
missing. But what is not missing is a cosy in-
terior which takes full advantage of the car’s
14
modern in design and features four valves per race cars, whereas Honda combines a strong generation that was retired from active duty
cylinder and variable valve timing on both in- racing heritage with a reputation for more in 2007, it seems the development focus has
take and exhaust valves. Consistent with the mundane mainstream models. revolved around bold and emotional styling
architecture is the exhaust, which is made But all this is changing gradually, and if teamed up with a further development of the
from stainless steel and has four catalytic con- one follows Honda through the recent motor previous Type R’s race proven and high-rev-
verters and with this package 381hp and 401 shows – New Delhi, Detroit, Geneva, Beijing ving powertrain.
lb-ft of torque is available. among others – Honda has certainly been The Civic Type R is offered only as a three
Being a large vehicle, Sequoia engineers making noises with impressive concepts and door hatch in the UK, so it uses a different
specifically focused on improved ride com- ideas what its thinks future motoring could chassis and mechanical components in its sus-

Bentley Mulsanne: a modern

Princeton, Indiana plant. Despite the down-
sizing trends in the industry especially in the
large 4x4 SUV segments, Toyota has kept the
segment flame alive with the Sequoia which it
introduced in 2008 by significantly upgrading
it with kit and new efficient powertrains. As
of 2010, the Sequoia is sold exclusively in the
US, Canada, Chile, Mexico, Puerto Rico and
the Middle East and is available in four models
enhanced dimensions. We found space gener-
ously accommodating eight adults with ample
head, leg and shoulder room. Seats are wide
with soft cushioning and driver’s seat comes
equipped with power lumbar support, a fea-
ture also available as an option on the front
passenger seat.
On the practical side, the second-row seat
comes equipped with a sliding mechanism
fort and quietness, besides performance and look like. pension. When compared to its saloon cousin,
straight-line stability. Hence it’s not surprising While we don’t know how many concepts the rear suspension, formerly a double wish-
to find an independent suspension set-up with
will actually make it in to production, but we bone set-up, has been simplified changed to
upper and lower A-arms at each wheel, tubu-
do know that the Civic Type R three-door a less complex torsion beam axle. While the
lar shock absorbers, coil springs and antiroll
hatch has finally arrived in several Middle East Honda runs on 225/40 R18 Y88 Bridgestone
bar. In the higher spec model such as our tes-
markets, Oman being among them. Potenza tyres and despite seemingly tight
ter, it came with air suspension package and
The Middle East markets, till the pre-global wheel arches and low ground clearance, it can
Toyota’s Active Variable Suspension (AVS),
economic meltdown phase, hardly attracted accommodate larger 19in alloys with 225/35
with settings for comfort, normal and sport.

interpretation of the original

– SR5, Limited, Platinum Premium and Plati-
num Luxury.
Though many time-honored Land Cruiser
supporters welcomed the re-invigoration of
the mechanical aspects of the vehicle, the 200
Series encountered criticism due to its contro-
versial body restyling, with some claiming that
Toyota has ‘overdeveloped’ the classic trade-
marked Land Cruiser identity. In that respect
that allows the seat to be adjusted nearly six
inches fore and aft. This comes in handy when
one travels with less number of passengers.
For the third-row seat, there’s an advanced
seat-cushion linkage reclining mechanism
which helps in theatre type sitting. Meanwhile,
the second-row seats are split 40:20:40 and
Toyota also offers separate captain’s seats
with flat fold down mechanisms. We were im-
small cars, let alone compact B-segment tyres. The car has a curb weight of 1,350kg.
Wrapping up the package are larger tyres and
hatchbacks. But all that has begun to change From the design aspect, although the car is
wheels with standard being 275/65 tyres and
and admittedly, rarely does a pint-sized hatch- a hatch with a clear emphasis is on coupé-like
18in rims, while 275/55 tyres are for the 20in
back generate so much excitement in markets styling and the highly stylised and individual
set-ups. The car uses 13.9in ventilated disc
that has been predominantly SUV and large personality has been achieved not by a radical
brakes up front and 13.6in ventilated disc
brakes at the rear. car dominated. But with now more openness change of design, but by a series of unique
As with Toyota models, the Sequoia gets and acceptance of smaller sub-B segment cars, detailing such more sharply tapered rear side
a comprehensive active and passive safety the market is getting interesting with several windows, bold side skirts, a noticeably wid-
package which is based on Toyota’s STAR automotive brands from Japan, Korea, India ened track and the large wheel wells. The spe-

FiRST dRivE
Toyota designers haven’t tampered with the pressed with the way the access to third row Safety System. This means the car includes and Europe vying for consumer attention. cial character of the Civic Type R is highlighted

design of the second generation Tundra, on
which the Sequoia is based. Not only did it get
Toyota’s largest SUV to date, the Sequoia was completely most of the design DNA, it also gets own set
of clothing. So it’s no coincidence that from
seats has been designed. An easy-slide action
allows access to the third-row seat which also
splits 60:40 and folds flat. Since the car will
mostly be used by families, thoughtful fea-
24
includes VSC (Vehicle Stability Control), and There’s a bonus also attached to the equa- by well drawn-down body coloured front and
TRAC (Traction Control) (2WD models) or A- tion if you follow how this segment is shaping rear skirts, a rear spoiler plus a radiator grille
up. Till now, the market for performance ori- with enlarged air intake.
TRAC (Active-Traction Control) (4WD models),
ABS (antilock braking) with EBD (electronic ented small hatchbacks has been small with The rear is signed off with a bumper that

redesigned and re-engineered for 2008. For 2010, it gets
the front both look very similar too, but unlike
other rival SUV models in the past which had
tures include jam protection for the front and
rear windows. Meanwhile, the power lift gate
brake force distribution) and Brake Assist. If
this doesn’t satisfy the appetite, then there’s
the exception of Volkswagen’s all-time GTI,
Seat’s Leon FR and Cupra models, and Re-
features a built in diffuser and completing the
aero package with a huge rear wing.

significant improvements and upgrades including AWD. Automan similar arrangements, the Sequoia doesn’t
look like a cut and paste job.
can be open or closed via remote control. collision driver and passenger seat-mounted
side- and side- curtain airbags as as standard
nault’s Clio sport models.
From Honda’s perspective, the Civic Type R
Despite being built in the UK, the build qual-
ity, tolerances and materials of this three door

checks out the refreshed version Meanwhile, there are no changes to the Driver gets a simplified dashboard with a equipment and roll-sensing side curtain air- is the highest performance spec of the Civic car are top notch Honda standards and the

Honda Civic Type R: hot

Sequoia’s overall length, width and height,
wheelbase, front and rear tracks which were
revised at the time the model introduction.
modular instrument panel with hi-res Optitron
back lighting and the addition of chrome rings
somewhat breaks the monotony of the pre-
bags that extend from the front seat to the series. The “Type R” designation is usually giv-
third-row seat. en to models that have been developed and
Honda’s Golf GTI slayer, the UK-built Civic Type-R, has finally arrived tuned in-house, but not by Mugen, Honda’s
officially owned tuning set-up. These non-Mu-
whole set-up works well with good ergonom-
ics and extremely supportive two tone sporty
seats with extra side bolstering. Although
there’s a raked windscreen and seating posi-

in Oman. Automan discovers its true genes
gen performance models also end up in circuit
competitionas high performance derivatives
and in the case of Honda, the lineage can be
tion is low, the outward visibility is good and
getting in and out of the car is facilitated
through the extra wide doors. However, due

40 41

hatch
COvER STORY
24 25

{cover story} {cover story}

BMW Z4: open top 68
pleasure
At lAst Bentley
Nissan Maxima: 30
returns home
returns to the region
14 Toyota Sequioa AWD 44
pREviEw 48
2011 Audi A1
FaCE TO FaCE 40
With Lambo Navarra
designer Adam Denning
SpOTlighT 52
The all-new 2010 Mulsanne is Crewe, UK-based Bentley Motors Electric supercars
first all-new model developed ground-up in three decades. Automan
discovered its real virtues during a sojourn with the car in
Scotland recently alSO dRivEN 64
Ford Fusion
alSO dRivEN
| Author: Chandan B Mallik

14
{also driven}

Brand and model perspective assisted steering system. Key changes to the
Fusion on the safety front include front seat
{also driven}
{also driven}

L
{also
15 driven}

Brand and model perspective

The introduction of the mid-sized American
Ford Fusion (code name CD338) based on
exus designed and created the GS with
a purpose. It wanted to bridge the gap
between the ES and LS, and to provide
Lexus with a true performance saloon to com-
pete in the mid-luxury class dominated by
Lexus GS 300 36
airbags and side curtain.
German premium brands. The first generation

Ford’s CD3 platform [which also spawned the
Mazda 6] in October 2005 as a 2006 model
was widely considered as a befitting replace-
replace
mOTORSpORTS 74
rear-wheel drive GS was introduced in 1993
Choice of models for US, Europe and selected markets in Asia.
Till date, three generations of the GS have

64
ment for the then temporarily discontinued
Taurus. With its spacious cabin, responsive
driving dynamics and attractive styling made
it very competitive, but there were a few miss-
ing elements that prevented it from being a
true segment leader. Meanwhile, the Taurus
36
The Fusion is offered in S, SE and SEL trim been produced and the GS 300 continues to
levels. Front-wheel drive is standard on four-
serve in the region with a host of technolo-
cylinder, while all-wheel drive is standard on
the V6-powered SEL [not sold in the region].
gy-led solutions and improvements. The cur-
rent model was introduced in 2006 and was
actually the first to adopt the brand’s highly
Interiors
stylized L-finesse design language and is built

badge has been revived, so appropriately for
the model series the Fusion for 2010 has been
extensively revisited and given a new lease of
life.
What’s new?
Although, the 2010 Fusion uses a carryover
platform from the 2009 model [originally de-
F1 & WRC
The interior redesign is evolutionary, not on a newly-designed midsize platform which
revolutionary and the general shape and ar- is also used on the second generation IS.
rangement of the dash is very familiar while Since it is an advanced platform it continues
the central console seems to be button happy. unchanged for 2010. And as before, the car
The cabin sports a more contemporary theme retains its 112.2in long wheelbase, long bon-
with technical flair with metallic new finishes net, pulled-back cabin and short rear profile.
on the instrument panel that carry through on It’s tapered, vertical grille surrounded by four
the centre console, doors and steering wheel. wraparound but independent headlamps, typ-
The all new instrument panel is finished with ical of the current GS models but interestingly

veloped for the Mazda 6 and modified for the
Fusion], hence it is not surprising that much
of the sheetmetal between the A- and C-pil-
lars continues unchanged. However, the front
and rear of the refreshed Fusion do receive
ChiCaNE
soft touch plastics and the instrument panel conveys the brand’s design progression. The
displays and switches have also been updated lower valance features integrated fog lamps,
with a contemporary iced blue lighting. All key and with its raked A-pillars and overall wedge
driver touch points have been improved. profile commands an impressive and low Cd
The seats feel more body hugging than be- 0.27 drag coefficient.

Taking a second look at 80

considerable cosmetic changes. The design is
all-new and the Blue Oval’s corporate three-
bar chrome grille and chrome-trimmed intakes
at the bottom of the valance dominate front
end, which make the model much stylish and
trendier than the traditional segment leaders
from Asia -- Honda and Nissan in particular. At
the rear while maintaining the same profile,
chrome exhaust tips, larger taillights with hon-
eycomb inserts and a thicker centre-mounted
stoplight are new.
This has helped the Fusion in getting a
sporty character, which is unusual with family
fore as a result of the contours being revised This cabin is an exceptionally lively place to
and the availability of more side bolstering. be in whether you are the driver or its passen-
The seats also feature contrasting stitching ger. It invites you with its European ambience
and leather inserts. The ambient mood light- led by ultra-premium wood, polished-metal
ing system offers the option of illuminating accents and leather trim, besides dollops of
the front and rear footwells and front cup comfort and space for five adults. It has a
holders. high-precision feel and most touch points con-
There’s a good choice of equipment even vey very high quality and that includes intui-
the base trim. Package includes 16in alloy tive response of controls as well. Lexus offers
wheels, cruise control, a telescoping steer- three interior leather colour combinations:
ing column and an auxiliary audio jack. Ford Light Grey leather with Dark Grey Bird’s-eye
offers more features as trim levels move up maple wood trim, Parchment leather with
such as bigger wheels, power seats, leather Golden Bird’s-eye Maple wood trim, or Black

vehicles. Meanwhile, the interior has been up-
graded with a more modern design featuring
Ford’s latest entertainment and climate con-
trols. The Duratec in-line four-cylinder engine
design
upholstery, dual-zone climate control and leather with Red Walnut wood trim.
heated seats. However, it’s the ergonomic and As befitting the status of the brand, Lexus
aesthetic improvements over its predeces- designers strive to keep controls simple and
sor which are now among the key highlights intuitive, avoiding needless complexity. The

August
Automan discovers how the 2010 Ford Fusion marks a turning has also been upgraded to displace 2.5-litres
and now produces 175hp. Like its US-only
besides the upgraded stereos, a navigation
system and the Sync electronics interface
SmartAccess keyless entry and push-to-start
ignition allow the driver to keep the access
point for Ford bigger 3.0-litre V6 which offers 240hp, both
get six-speed automatic transmission.
system. The Sync system does a fine job in
integrating audio and Bluetooth functionality
The Lexus GS 300 continues to delivers an undiluted fob in a pocket or purse. Audio and climate-
control systems are easy to understand and
Meanwhile, the suspension has also been
tweaked. The front stay bar and rear suspen-
with voice-recognition technology to provide
easy hands-free operation of cell phones and
combination of luxury and sporty performance. As always operate. The unique instrument panel lighting
system relies on variable-transparency glass
sion link geometry have been revised to im-
prove steering, handling, and ride. The sus-
portable MP3 players. While the Fusion isn’t
the largest car in its class, a pair of adults will
several important technology enhancements keeps the GS to minimize reflections from the dials and to

1 .......................................................
help optimize visibility in all lighting condi-
pension springs, shocks, and stabilizer bars
have also been re-tuned to take full advan-
be content in rear with adequate head and
legroom.
among the top models in the segment for 2010. tions.
Sun
2 .......................................................
What we also like is the memory function
tage of the revised geometry and new power | Author: Chandan B Mallik | Images: Sakeel Al Baloushi
settings for individual drivers. There’s a pop-
Mon
3 .......................................................

pOSTER
56 57
60 61 Tue
Wed 4 .......................................................
Thu 5 ..............
.........................................
...........................
Fri 6 ............................
Sat 7 ..............
.........................................

ivE
Sun 8 ..............
.........................................

ExClUS 40 SpOTlighT
Mon 9 ..............
.........................................
Tue 10 ..............
.........................................
Wed 11 ..............
.........................................
Thu 12 ..............
.........................................
...........................
Fri 13 ............................

52
.........................................
{special feature} {special feature}
feature
Sat 14 ..............
{ } {Interview}

Sun 15 .............. .........................................

L Electrifying! A
Mon 16 .............. .............. ...........................

Tue 17 ..............
.........................................
Mercedes-AMG is readying an all-electric SLS for production within
Wed 18 ..............
.........................................
four years and so is Audi with the R8 e-tron. And strong indicators
suggest Toyota joining the elite group with the LF-A. Should start
Thu 19 ..............
.........................................
up companies such as Tesla or Fisker be worried? Automan ...........................
examines the possibilities. Fri 20 ............................
Sat 21 ..............
.........................................
Sun 22 ..............
.........................................
Mon 23 ..............
.........................................
Tue 24 ..............
.........................................
Wed 25 ..............
.........................................
Thu 26 ..............
.........................................
...........................
Fri 27 ............................
Sat 28 .............. .........................................
Lamborghini design concepts appear to have taken strong hold
Sun 29 .............. .........................................
of all the current and young designers’ minds and Adam Denning
is no exception. Automan spoke with the budding designer to Mon 30 ..............
.........................................
understand the philosophy behind the Lamborghini Navarra
Tue 31 ..............
.........................................
Concept
...........................
Notes ............................
.............
..........................................
.............
..........................................
.............
..........................................
.............
..........................................
.............
..........................................
.............
..........................................
.............
..........................................
.............
..........................................
.............. .............
............................
2010
108 | August
1
Jaguar XJ 201
{news}
RENaUlT REplaCES mEgaNE wiTh all-NEw FlUENCE iN OmaN
S uhail Bahwan Automobiles, the sole im-
porters of Renault cars in Oman introduced
the all-new 2011 Fluence last month. The Flu-
the French manufacturer’s plans to expand its
market share within the small and mid-size
passenger car segments. In June, the San-
is due in September and a refreshed Safrane
will arrive in November. Close to home, sales
figures for Renault vehicles in Oman leapt
ence is the replacement of the outgoing Me- dero, its entry level model made its regional by 200 per cent in 2009 over 2008, and an
gane and was first revealed in August 2009.
Mechanically based on the flexible Renault/
Nissan C platform, it has been positioned be-
tween the compact family saloon C-segment
and the upper-medium segment in the brand’s
line-up. The Fluence can also be considered as
a stylish notchback version of the Mégane III,
which was developed as Renault Samsung’s
new SM3 in Korea and has been on sale since
November 2009.
The car for this market is offered with a host
of advanced features including a 1.6-litre 16V
110bhp engine mated to an automatic X-Tron-
ic CVT gearbox, ABS with emergency brake
assist (EBA), electronic stability control (ESC),
up to six airbags, five three-point seatbelts
with pre-tensioners and load limiters, cruise
control, and speed limiter. The Fluence is built
at the Oyak-Renault plant in Bursa, Turkey.
Renault GCC has a busy schedule ahead
with an impressive array of new model intro-
ductions across the region by the end of this appearance followed by the launch of the Flu- astounding 225 per cent between the first-
year. The back to back launches are in line with ence this month. The new Megane hatchback halves of 2009 and 2010.

OmaN TOp maRkET FOR SUbaRU

T his fact was stated by members of atop
level executive team from Fuji Heavy In-
dustries, owners of the Subaru brand in Japan
who visited the region last month. The team,
headed by Hidetoshi Kobayashi, corporate vice
president and chief general manager were in
the Sultanate for a meeting of the distributors
to discuss ways to improve the market share
of Subaru vehicles. “Oman has emerged as
the best selling market for Subaru in the GCC
and Africa, prompting us to focus more on this
market for further growth in sales,” said Ko-
bayashi.
Kobayashi said that the distributors’ meet
was held specifically in the sultanate keeping
in mind the success and growth Subaru has
achieved, thanks to active retail partner OTE
Group. Subaru plans to achieve one per cent
growth by 2015 in the GCC, and for Subaru,
Oman as a market accounts around two per
cent which is double its global market share,
one of the key reasons that Oman will remain
a top priority market for the company in the
coming years.
In 2009, Subaru saw its sales go up 16 per
cent in the US and by 86 per cent in China on
a year on year basis. “The year 2010 looks
promising and we will be aggressive and com-
petitive to live up to what other brands have
to offer,” added Kobayashi.
“The OTE Group has been doing a good job
of promoting our cars in Oman through differ-
ent channels of marketing, which has resulted
in good sales figures. OTE is trying to make
the brand Subaru a very recognisable one.”
While Subaru is also planning to introduce
eco-friendly vehicles in the market soon, it will
continue to focus on its established core mod-
els, namely the Legacy, which comes in two
variants – 2.5lt and 2.5lt GT, and the Impr-
eza XV, WRX and STI models. Meanwhile, its
sports car project with Toyota is on track.

l-r: Hidetoshi Kobayashi, Tsuyoshi Nakai, Yasushi Nagae and Hiroyuki Karamatsu from Fuji Heavy Industries, Japan with Sheikh Saad Suhail Bahwan, V R Dilip and Anupam Singh of OTE Group, Subaru

4
 {news}
all-NEw JagUaR xJ aRRivES iN OmaN
J aguar announced the arrival of the all-new
XJ at its exclusive Oman importer – Mohsin
Haider Darwish LLC last month. Sporting a new
with bespoke options and a choice of four
specification levels– Luxury, Premium Luxury,
Portfolio and Supersport and prices will range
of the all-new XJ is a landmark for the revita-
lised Jaguar brand. Clearly positioned as the
company’s four-door flagship, it extends the
design language and some unique features from RO39,500 to RO 49,500.“ Building on the appeal of the XJ to a new generation of cus-
such as panoramic glass roof [standard on all success of the new XK and XF models glob- tomers,” said Hannah Naji, marketing director
models] and plasma instrumentation, the all- ally and in the Middle East, the introduction of Jaguar Land Rover MENA region.
new Jaguar XJ brings a daring new spirit to
automotive luxury. “The arrival of the all new
XJ is a momentous occasion for the Jaguar
brand in Oman. This stunning new product
will definitely impress our existing Jaguar cus-
tomers and also bring a new set of customers
into our showrooms. We are hoping to capital-
ize on this advantage to increase our market
share significantly,” said David Aziz, director
automotive at MHD LLC.
The new Jaguar XJ will offers the choice of
four powerful and refined engines, which use
the latest powertrain technology to deliver
an outstanding combination of performance
and class-leading efficiency. The top end cars
get the supercharged 510hp 5.0-litre AJ-V8
Gen III engine which will sprint the car from
0-100km/h in 4.9sec, while two milder en-
gines, a 470hp supercharged and 385hp nat-
urally aspirated petrol V8s are also available.
The new model will be offered to customers

RENaUlT TO ShOwCaSE dEZiR CONCEpT aT paRiS

T he first glimpse of some cars ahead of the
forthcoming Paris Motor show in October
suggests that design and technology will be
top on the agenda for local manufacturers.
And not wanting to be outclassed on domestic
turf by imports from Asia, both Peugeot and
Renault seem to be on an overdrive when it
comes to communicating what’s in store for
the masses at the French fashion capital’s mo-
tor show in the coming months.
Among the early bird releases come some
interesting details about Renault’s hottest con-
cept car, DeZir. With DeZir, Renault wants to
indicate the brand’s new styling and engineer-
ing direction. The DeZir project is the first to
come off Laurens van den Acker’s design team
and marks the start of a sequence of concept
cars that will provide an insight into Renault
design’s new vision for the future. It also lays
the foundations for the styling cues of Re-
nault’s forthcoming electric or hybrid powered
vehicles. Powered by an electric motor, DeZir
could prove that electric vehicles and styling
can be compatible in a single package.
Meanwhile, rival Peugeot with the D-seg-
ment 508, introduces the marque’s new de-
sign look which has evolved from the stylistic
prove aerodynamics, matched at all times to
a broad range of highly efficient engines. Af-
ter launch, Peugeot’s HYbrid4 technology will
codes first unveiled on the SR1 Concept Car. become available on the 508 and will provide
The stylish exterior design is elegant and time- 200bhp performance with all-wheel drive and
less and full of ‘French chic’, equally at home emissions of 99g/km of CO2 or zero in electric
in Paris or London. The interior of the car mode.
combines hi-tech with the use of high quality The 508 will be built on PSA Group’s plat-
materials and every detail has been chosen to form 3 in saloon and stationwagon guises and
offer indisputable perceived quality, both visu- will be produced in
ally and to the touch. An exceptional in- Re n n e s - L a -J a -
terior space, a very nais
generous boot,
and a level
of standard
specification
provide inte-
rior comfort
and conve-
nience of a
very high level.
The 508 has been designed to optimise in France, for the European market and in
the performance of its engines, enhance en- 2011, at Wuhan in China, for the domestic
vironmental efficiency, reduce weight and im- market.

5
{news}
bUgaTTi aNNOUNCES vEYRON SUpER SpORT

I t’s official now that the new Bugatti will be

christened as the Super Sport. Improving
upon the Veyron’s already impressive 1,001
horsepower, Bugatti engineers have now fit-
ted the Super Sport model’s 8.0-litre sixteen-
cylinder engine with larger turbochargers and
intercoolers, resulting in a massive 1,200hp
and 1,106 lb-ft or torque. To cope with that
added power, the Super Sport features a re-
vised chassis and improved suspension, al-
lowing for lateral acceleration up to 1.4G.
But the real story of the Super Sport is
its incredible top speed. Using Volkswagen’s
13-miles Ehra-Lessien test track, Bugatti test
driver Pierre-Henri Raphanel was able to pi-
lot the Veyron Super Sport to a landspeed
record-setting top speed of 267.91mph. That
mark was reached by averaging the Super
Sport’s two test runs, the first topping out at
265.96mph and the second at 269.86mph.
The Guinness Book of Records was on hand
to verify the record. The Veyron Super Sport’s
speed shatters the 255.83mph record previ-
ously held by the Shelby Supercars Ultimate
Aero. Fittingly, the Ultimate Aero took its title
from the Veyron in 2007.

aSTON maRTiN iNTROdUCES v8 vaNTagE N420

A ston Martin has unveiled a new motor-

sport-inspired special edition which it calls
the V8 Vantage N420. The idea for this is to
bring in a new dimension of sporting prowess
and dynamic ability to the V8 Vantage range.
As a natural successor to the special edition
V8 Vantage N400 of 2007, the Vantage N420
is based upon the standard 4.7-litre, 420bhp,
180mph V8 Vantage version and is available
in both Coupe or Roadster forms and can be
ordered with a six-speed manual or optional
Sportshift automated manual transmission.
It may be noted that all of the company’s
successful N24 Vantage racers are celebrated,
with ‘Rose’ yellow, ‘Kermit’ green and ‘Elwood’
blue all featuring in the collection along with
traditional Aston Martin Racing green. The
white and black car shown in the accompa-
nying images wears the equally striking ‘Asia
Cup’ livery. Production of the V8 Vantage N420
begins this month.

6

2011 hYUNdai ElaNTRa gOES UpSCalE
I f you thought that the compact segment was
just the playground for premium brands,
then think again. South Korea’s Hyundai prom-
ises to redefine the compact segment and the
first hint in this direction came at the Busan
Motor Show in South Korea where a pre-pro-
duction fifth generation 2011 Hyundai Elantra
[Avante for domestic market] was showcased.
Now the car is ready for commercial release
and as always the domestic market gets the
new arrival first in August. The new Elantra
has undergone a complete design transfor-
mation and wears Hyundai’s corporate ‘Flu-
idic Sculpture’ design language, which the car
maker is heavily promoting in the new or re-
placement models. “The new Avante (Elantra)
RaNgE ROvER EvOqUE gOES UNdERCOvER pRiOR TO laUNCh
F ollowing an exclusive premiere in Lon-
don, last month Land Rover has released
the first image of the pre-production 2011
Range Rover Evoque. Looking virtually identi-
cal to the LRX concept, the crossover features
sporty styling, distinctive headlights, and a
sloping roofline. While the company is yet to
release specifications, engine options will like-
ly include a 2.2-litre four-cylinder turbodiesel,
a 3.2-litre petrol inline six, and possibly a hy-
brid 2.0-litre turbodiesel. Two-wheel drive will
be standard, all-wheel drive will be optional.
According to Phil Popham, managing direc-
tor of Land Rover, “The all-new Range Rover
Evoque, is an important step for the future
encompasses Hyundai’s latest ambitions, fea-
turing the best styling and performance in its
class,” said Steve S. Yang, president and CEO
of Hyundai’s Global Business Division.
The car will be powered by a 1.6-litre
Gamma GDI (Gasoline Direct Injection) four-
cylinder engine offering 138hp and 167Nm
of torque via a six-speed automatic transmis-
sion. Hyundai promises the car to be “10 per
cent more fuel efficient than its closest com-
petitors.” Besides high level of kit such as HID
(High Intensity Discharge) headlights and LED
taillights, the interior will have a fairly large
LCD infotainment screen, tied to a GPS screen
and ambient lighting.
continued success and growth of the brand.
Customers can be confident that the new car
will be premium, luxurious and just as special
as the other Range Rover models. Its sport-
ing looks and unique qualities will open the
brand to a new group of customers who may
not have considered a Range Rover product
before.” While the heavily camouflaged proto-
types suggest three-doors models being test-
ed, we can expect more information about the
powertrains and variants to be released when
the Evoque makes its public debut at the Paris
Motor Show next month.
Meanwhile, the Evoque has entered its final
phase of testing, with hundreds of prototype
{news}
GM plans to file for ipo
Although no official announcement has
been made, there are extra strong rumours
in the US about General Motors Co GM.UL
plans to file its registration for an initial pub-
lic offering during the week of August 16.
The timing has been chosen to be after the
expected date for its second quarter result
announcement. A GM filing with the US Se-
curities and Exchange Commission would
be the first step toward an IPO to reduce
the US government’s ownership in the auto-
maker after a $50 billion bailout in 2009. By
filing with the SEC in August, GM is aiming
to complete its IPO before the November
US elections, according to the sources, who
asked not to be named because the closed-
door preparations remain confidential.
GM also remains in talks with banks for
dealer and consumer financing for more
credit-worthy borrowers, one of the sources
said. One concern for potential investors
has been whether GM dealers and poten-
tial car buyers have the same kind of access
to financing as competitors with in-house
financing operations like Ford Motor Co.
Meanwhile, GM’s second-quarter earnings
report are expected to show the automaker
generated cash for a second consecutive
earnings period, according to one of the
sources.
models dispatched around the globe for trial
in the toughest climates and conditions. Land
Rover is making no secret of the operation -
its design team has fitted ten prototypes with
funky camouflage wraps, to introduce the new
car in ten key cities worldwide. Usually, proto-
types are disguised for discretion, but these
ten are intended to be seen. The funky cam-
ouflage imagery is actually a GPS mapping trail
of ten key cities for Evoque, with each vehicle
saying ‘Hello’ to its city. The new Range Rover
Evoque is the smallest, lightest and most fuel-
efficient model the company has ever offered,
and will be sold in 160 markets around the
world.
7
{news}
SUZUki RElEaSES
mORE dETailS OF
all-NEw SwiFT
T he forthcoming all-new Swift is positioned
as Suzuki’s latest world strategic model
and makes further developments in design,
impact safety, driving performance, handling,
improved fuel consumption and significantly
lower emissions at 116g/km which will make
it one of the very cleanest petrol engine super
minis on sale. Extensive use of higher strength
steel makes the new car lighter and stiffer
than before as well as offering refinement in
underbody design. The latest body structure
has also helped improve impact safety for pe-
destrians as well as occupants.
Variable gear ratio steering, increased track
and larger diameter wheels with lower pro-
file tyres allow for even better handling than
the highly acclaimed outgoing Swift that first
went on sale five years ago. The new Swift
has grown in length (+90mm) with a 50mm
increase in wheelbase and a slight increase in
height of 10mm. For the powertrain, a new
1.2-litre petrol engine incorporating Dual VVT
(Variable intake and exhaust valve timing) is
utilised which produces 94PS at 6,000rpm,
slightly more than the outgoing 1.3-litre
unit. Torque is also improved to 118Nm at
4,800rpm. Fuel consumption on the combined
cycle is now 56.5mpg for the manual trans-
mission model, an improvement of 7.8mpg
over the previous 1.3-litre unit.
8
pEUgEOT 308 CC STOpS mUSCaT TRaFFiC
T he spiritual successor to French automak-
er Peugeot’s open-top car heritage and
the latest addition to 206 CC, 307 CC and 207
seat structure which offers both generous leg
room to the rear occupants and provides a
good amount of space. The car is powered
CC family for Oman is the 308 CC. Peugeot, by a forced-fed 1.6-litre turbocharged direct
arguably is world leader in coupé-cabriolet injection four cylinder petrol engine offering
body styled cars and has produced close to 150bhp via six-speed manual or automatic
700,000 s of 2+2s in both ‘B’ and ‘M1’ seg- gearbox. The car is offered in Sport, SE and
ments worldwide. GT models and priced from RO 10,595 and is
It may be recalled that Peugeot has been available at Zubair Automotive Group.
a continuous pioneer in the segment of “fold-
ing roof cars” since 1930, with notable models
such as the 401, 601 and 402 “Eclipse”. De-
spite engineering challenges Peugeot has nev-
er lost its desire to give motorists the freedom
to drive in either the coupé or cabriolet con-
figuration through the “magic” of a rigid roof
that neatly folds into the boot. As a coupé-
cabriolet with four full size seats, the 308 CC
benefits from wider tracks and a wider body
compared to the 307 CC, as well as a front
TwiN TREaT FOR maZda FaNS iN OmaN
T he only Japanese car ever to win the pres-
tigious “World Car of the Year” overall
award, the legendary Mazda2 will be available
gained in popularity around the world, selling
about 190,000 units and winning 15 automo-
tive awards.
in Oman before the commencement of the The region benefits from the facelifted CX-7
Holy Month of Ramadan. “World Car of the version, which is just as sporty-looking as be-
Year” (WCOTY) is the most respected award fore with an extremely flat A-pillar angle of 66
for any automobile company and is chosen by degrees, a rising waist line and roof spoiler,
a jury of 48 top auto journalists from 22 coun- powerful wheel arches inspired by Mazda RX-8
tries. Till date only three German car brands sports coupe and large wheels. The new face-
have won this award due to its highly strin- lift model refines this package of attributes
gent criteria. even further and takes ad-
The compact Mazda2 hatchback will be
available in 1.5-litre engine with the whole
lot of advanced features as standard which
are not currently being offered by other
competitive models in its class. “Since its
launch, the Mazda2 has received more than
50 awards globally, including Car of the Year
in over 20 countries, acclaimed for its beau-
tiful design, sporty driving performance, and
outstanding eco-friendly features. At TAC,
we believe that the new Mazda2 will make
an immense contribution towards further es-
tablishing the Mazda brand in the sultanate,” vantage of nimble turbocharged
said Annurag Chawla, Head of Marketing and 2.3-litre engine which produces a healthy
Communications, Towell Auto Centre. 244hp. From the specifications perspective,
The second car that will be offered to cus- the SUV is endowed with an impressive list of
tomers is the mid-sized crossover CX-7 SUV. standard features including 18in alloy wheels,
This stylish Mazda CX-7 is one of the world’s xenon headlamps, Bose music system with
first production SUVs to combine a sporty de- 6 CD MP3 in dash, leather seats, smart key,
sign and driving experience with SUV practi- reversing camera, climate control air-condi-
cality and roominess. Since its launch in 2006, tioning, cruise control and Dynamic Stability
this unique sports crossover SUV has steadily Control.

FORd’S NEw 2011 ExplORER will FOCUS ON EFFiCiENCY
I t’s no secret that Ford’s body-on-frame Ex-
plorer SUV not only had an enviable career,
but also served as a halo model in the seg-
ment for the brand, much like the Mustang in
the sports car segment. But that’s not good
enough anymore as buying trends have shift-
ed towards highly efficient and sporty cross-
overs. As expected Ford will continue with the
Explorer badge, but has recreated and repack-
aged it for 2011 and onwards. Just like rival
Jeep which has recently introduced the all-
new Grand Cherokee, Ford has solid reasons
to be optimistic with its 2011 Explorer.
Last month, Ford simultaneously unveiled
the Explorer at a number of media events
around the US and Canada. Since the focus is
on efficiency, no department has been spared.
The all-new Explorer will now rides on a light-
weight but proven unibody platform derived
from the automaker’s D3 platform which was
originally designed by Volvo. Substantially up-
dated since it first debuted in 2005, it now
underpins the Taurus, Flex, Lincoln MKS and
Volvo XC90. With a length of 197.1in and a
width of 90.2in including the exterior mirrors,
the 2011 Explorer is larger than the outgo-
ing model and just three inches shorter than
a GMC Acadia.
Powertrains will range from Europe-sourced
m-b ShOwS SpECial g-wagEN CONCEpT
M ercedes-Benz has introduced a new ar-
moured truck concept designed for the
defence industry applications. The Mercedes-
Benz G-Wagen Light Armoured Patrol Vehicle
6.X was shown off for the first time last month
during Eurosatory 2010 in Paris.
The vehicle is based on the LAPV 5.4 and
the 6.X was meant to carry larger and heavier
cargo, while offering better protection as well
as agility. It uses an unspecified common-
rail diesel engine that lets the concept hit
150 km/h even if carrying 1,300kg of cargo.
Various agencies would be pleased with the
truck’s armour plate design, that lets repair
teams quickly remove and replace damaged
pieces. Additional plates of armour may be
installed quickly and as needed. This includes
protection from land mines that can be added
at the LAPV’s floor.
Other features on the off-roader include
variable air shock absorbers that can be ad-
justed on the fly to provide up to 450mm of
clearance. Hydraulic brakes with ventilated
237hp 2.0-litre turbocharged with ECO boost
to 290hp 3.7-litre V6 engines and the V8 will
be dropped. Both engines will be mated to
six-speed automatic transmissions. The XLT
and Limited trim levels will feature a shifter-
mounted +/- toggle switch for manual-style
gearshifts. The V6 Explorers can be equipped
with electronic terrain management control
systems offering snow, sand, mud and nor-
mal modes besides hill descent mode for low-
speed off road manoeuvres. The fully
independent suspension
will come with road-
oriented bias and
Ford will offer
its “intel-
ligent”
four-
discs were also added to make rough terrain
easier to navigate. A co-operation with the Eu-
ropean Aeronautic Defence and Space Com-
pany provides command centre capabilities
with a data recorder, communications system,
and even a radio jamming system.
{news}
wheel-drive system.
The Explorer has some new safety features,
including inflatable seat belts in the back seat
that help protect occupants’ heads and chests
in a crash. A curve control system helps keep
the car on track when the driver goes too fast
into a tight curve. And its MyFordTouch dash-
board system allows drivers to change the
temperature, make calls and hear text mes-
sages using voice commands.
li shufu to head new VolVo Cars
board
Li Shufu, the founder and chairman of Zheji-
ang Geely Holding Group Co., will become the
chairman of a new board for Volvo Cars after
the Chinese company completes the acquisi-
tion formalities of the Swedish carmaker from
Ford Motor Co. Former Volvo chief executive,
Hans-Olov Olsson, will act as the vice chair-
man of Volvo Cars. “We have made signifi-
cant progress in assembling the team that will
develop Volvo Cars under Geely’s ownership,”
Li said in a statement. Meanwhile, Zhejiang
Geely is in talks to hire Stefan Jacoby, most
recently head of Volkswagen’s US operations,
to be Volvo’s next chief executive.
9
{Brandwatch}

JagUaR FUTURE
plaNS REvEalEd!
Should all go according to plan, then we can expect an
array of new models, including a bmw 3 Series fighter
coming from Jaguar in the coming years.
| Author: Chandan B Mallik

J aguar’s new chief, Tata Motors CEO Carl-

Peter Forster, has outlined an extensive
model expansion plan that commits the Brit-
ish car-maker to a high-performance two-door
roadster, an X-Type replacement and a wagon
version of the XF.
Forster is also in charge of the Indian com-
pany’s newly acquired Jaguar and Land Rover
operations, listed the new models in an inter-
view with German magazine recently in which
he detailed what Jaguar must do to be suc-
cessful.
The former GM Europe boss gave the
thumbs up to a sporty roadster and spiritual
successor to the legendary E-Type that would
compete with the Porsche Boxster. Jaguar has
been playing with the idea of such a vehicle
since the 1970s, coming close when it devel-
oped the F-Type concept at the Detroit motor
show in 2000.
That model idea was struck down by then-
Jaguar owner Ford, but Tata’s takeover has
re-energised the roadster plan, which has the
support of long-time Jaguar designer Ian Cal-
lum. While the roadster is bound to attract the
most attention, it is a redesigned BMW 3 Se-
ries rival that could provide the most volume
for the prestige car manufacturer.
Jaguar has just wound up production of the
X-Type, a Mondeo-based mid-sizer born of the
Ford takeover of the brand, which was sup-
posed to challenge the top-selling BMW and
dramatically drive-up Jaguar sales.
While, Forster did not expand greatly on his
plan for the new mid-sized model, but sug-
gested that it might not be a mainstream sa-

10
 {news}
CadillaC posts iMpressiVe Gains
in Middle east
In the first half of 2010, sales of GM’s pre-
mium brand grew 29 per cent over the same
period in 2009, for a total of 1,617 units. This
rate of increase in regional sales of Cadillac
vehicles has outpaced the regional industry
estimates. In Saudi Arabia, the region’s larg-
est market, Cadillac sales in the first half of
2010 increased by 52 per cent over the same
period last year, the UAE grew by 27 per cent,
Kuwait went up by 30 per cent and Lebanon
grew by 56 per cent. First half 2010 Cadillac
unit sales in the region’s three largest markets
were 560 in Saudi Arabia, followed by 356 in
the UAE and 304 in Kuwait.

renault-nissan allianCe inks Mou

with india’s bajaj
Renault-Nissan Alliance confirmed last
month that it has signed an accord with Pune,
India-based Bajaj Auto for making a new car
for the Indian and other emerging markets.
Bajaj-Renault are already making an ultra-low
cost car, which it plans to launch in 2012. Bajaj
Auto, India’s second-largest motorcycle mak-
er makes Pulsar and Discover motorcycles as
well as three-wheelers. Bajaj has confirmed
that its partnership with Renault-Nissan al-
loon, a position that suggests a different ap- liance to make ultra low-cost car was intact
proach to the previous X-Type. and the project was on schedule.
This model is expected to be based on an
all-new platform which would give Jaguar the toyota to roll out ‘etios’
opportunity to make the vehicle a rear-drive Toyota is looking at exporting the small car
like the BMW 3 Series and Mercedes-Benz C- from India to various overseas markets and is
class. The X-Type was produced in front-drive expected to launch the new small car ‘Etios’,
and all-wheel drive variants. by the end of the year. Toyota and its local
A wagon version of the XF saloon is also in partner Kirloskar Motor Private Ltd have set
the grand plan and will be aimed squarely at up a new factory with an initial production ca-
the European market, while a long-wheelbase pacity of 70,000 cars per annum. The plant
version of the XF will be produced with the will go on stream in December. The capac-
booming Chinese market front of mind. ity of the new facility will be extended up to
Forster also suggested that new four-cylin- 2,00,000 cars per annum in two years.
der turbo-petrol and four-cylinder turbo-die-
sel engines would be required to meet more rolls-royCe doubles sales in Me
economical buying trends. While the world may be complaining about
recession and stagnation, Rolls-Royce Motor
Cars has seen sales in the Middle East region
in the first half of 2010 increase by 98 per
cent year on year. While all dealers in the
Middle East reported impressive figures, Abu
int
viewpo
Dhabi and Saudi Arabia were able to achieve
AutomAn an even more outstanding result and trebled
It’s getting clearer now how Jaguar is revitalized its portfolio with a clearer focus their sales. Four out of the top ten selling
towards the premium rear-wheel volume segments – currently dominated by BMW and dealerships worldwide are located in the re-
Mercedes-Benz with the 3 Series and C-Class respectively. A smaller sporty roadster gion and Mohammed Yousuf Naghi Motors,
that would compete with the Porsche Boxster is also on the cards. the sole dealer in the Kingdom of Saudi Ara-
bia.

11
{news}
bmw CONFiRmS 1 SERiES m
Baby coupe to get BMW’s potent M treatment in bid to attract a new genre of customer
| Author: Chandan B Mallik
B MW’s M division has many reasons to
celebrate this year. Last month, the M3
completed 25 years in the business and its
M badged X5 and X6 are doing exceptionally
well. Now, BMW M chief Kay Segler wants to
take the experience to an altogether new level
for the first time. BMW Group is actively work-
ing on ways to expand its customer base and
hopes that performance variants of its smaller
cars will attract younger customers to the
brand. In a new direction for the performance
brand, the 1 Series is now in sight.
Last month at Ascari, during the M3 GTS
first drive [first drive report to appear in next
issue of Automan], BMW officials confirmed
that its M-badged baby, the 1 Series M Coupe
is almost ready for production. This means
that the smallest M car could hit the show-
rooms as early as 2011.
That the probability of a smaller car be-
low the M3 under development has been in
circulation for a while and several spy shots
have also appeared in media. BMW M chief
Kay Segler confirmed the model addition,
and added that a small, affordable M model
in the tradition of the first M3 was one of his
urgent goals. Segler ruled out the M1 name
because that had “powerful historical associa-
tions” with the BMW sportscar produced be-
tween 1978 and 1981. “So we have decided
to follow our second nomenclature method,”
he said. This means the new arrival falls in the
naming tradition of the Z4 Roadster, X5 M and
12
X6 M, where BMW has put the brand identifier
at the end of the name.
At Ascari, we were given a first taste of the
car as a passenger. The cars are in their final
phase of testing and validation before it goes
in for production. Three prototypes – one at
Ascari, one in southern France, and one at
BMW’s proving centre are currently undergo-
ing testing and the programme is expected to
last 5-6 months.
The mechanical package is based on the
135, and unlike the 4.0-litre V8-powered M3,
the 1 Series M Coupe is expected to get the
twin-turbo 3.0-litre straight six from the Z4
sDrive35iS. The M boys will further tweak the
engine and suspension to give the car its dual
road and track character. We can expect it to
pack 260kW – about 35kW more than the 135i
Sport on which it is based. A six-speed manual
gearbox will be standard during introduction,
though we think that a dual-clutch auto could
be offered later.
The first hand details that we can reveal
are interesting. Despite the famous swirl black
and white camouflage, it’s clear that the car
boasts a significantly wider track than the
standard 1 Series Coupé and the lower va-
lance up front is aerodynamically profiled and
designed to accommodate the intercoolers
for the turbo chargers, while the side ducts
will channel air to cool down the brakes. At
the rear, the M Division’s trademark quad ex-
hausts are present.
Since the chassis is lowered, there’s less
space between the wheel arches and the tyres
than the regular 1 Series models. The proto-
type, we observed was also wearing meaty
19in wheels. We think there will be an option
with 18in rims also. While we were assured
that the test car was not the finished prod-
uct inside, we could not fail to spot light grey
M instruments ahead of the chunky steering
wheel. Since the car is supposed to attract
younger customers, we can be assured it will
be generously equipped with kit, ranging from
Alcantara leather seats, satnav among others
mod cons.
As a passenger sitting next to a BMW test
driver we felt what it’s like on the limit from
the passenger seat. The noise from the en-
gine was a little muted, but that’s the penalty
for going down the turbocharged route rather
than high revs and natural aspiration was
quite evident in the corners. The car is fast,
and an educated guess suggests a 0-100km/h
time of about five seconds is quite possible.
The car’s is much more impressive than the
regular 1’s straight-line speed is how it tackles
corners. It surely feels lighter on its feet than
its bigger M siblings. Turn-in is lightning quick
and we noted the driver taking full advantage
of tapping the power really early and then ad-
just the angle of the car with the throttle. And
that’s possible – there’s an M3’s rear axle, fea-
turing the M differential in this car!
 new original fragrance for men

Hollywood

Vegas

MiaMi

Malibu

distributed by Muscat Pharmacy & store llC

available at all leading outlets in oman
©Playboy. PLAYBOY and RABBIT HEAD DESIGN are trademarks of Playboy and used under license by Coty.
{cover story}

At lAst Bentley
returns home

14
 {cover story}

The all-new 2010 mulsanne is Crewe, Uk-based bentley motors

first all-new model developed ground-up in three decades. automan
discovered its real virtues during a sojourn with the car in
Scotland recently
| Author: Chandan B Mallik

15
{cover story}

<< The name mulsanne wasn’t coined after some mediterranean

archipelago. actually, it’s christened after a legendary
straightaway on le mans’ Circuit de la Sarthe, which bentley
think was most appropriate in representing the company’s
aspirations for this model>>

16

I
n the history of Crewe, UK-based Bentley
Motors, the return of the Mulsanne badge
for its all-new production model is more
than just an emotional comeback. In an un-
certain business climate where many auto-
makers are struggling to keep tradition alive,
some forward thinking at Bentley Motors has
virtually re-written an illustrious chapter in
the top end of performance luxury motoring.
What is remarkable is the fact the Volkswagen
owned premium luxury marque has proven
to the motoring world that it is still possible
to continue with the spirit of its remarkable
history and heritage history without running
the risk of finding itself nowhere, if the vari-
ous bits in the equation were sensibly put into
action.
The name Mulsanne wasn’t coined after
some Mediterranean archipelago. Actually, it’s
christened after a legendary straightaway on
Le Mans’ Circuit De La Sarthe, which Bent-
ley think was most appropriate in represent-
ing the company’s aspirations for this model.
During the product presentation in Scotland,
Bentley executives repeatedly highlighted the
fact that the new Mulsanne was an authen-
tic and timeless modern classic – and 100 per
cent faithful to Bentley heritage. Now, this is
an interesting argument, considering the fact
that in the current environment of car mak-
ing, the rather lengthy model lifecycles that
small-volume manufacturers are often forced
to adopt makes it crucial to ensure that the
entire package is right the first time.
And Bentley has been spot on that aspect
with the new Mulsanne, supersized ultra
luxury saloon car. So, it doesn’t come as a
surprise that the design chapter for the Mul-
sanne focuses on dimensions and proportions
first as anything else. At first glance, besides
the overwhelming presence, it seems to have
preserved the Arnage’s exclusivity, and yet re-
main detached from the Continental. It does
have that glorious coachbuilt look, thanks to
cutting edge solutions for construction and
bespoke options. [Eds note: Mulliner, the of-
ficial bespoke supplier will also offer custom
solutions later].
The Mulsanne is boxy upfront and appears
to be chiseled out of a solid block. Breaking
the monotony is the traditional Bentley ma-
trix grille, classic round inner headlamps with
chrome surrounds, flanked by two, smaller
outboard lamp clusters, all featuring the lat-
est in lighting technology. The iconic ‘Flying
B’ retractable radiator mascot is available as
an option. The long bonnet, short front over-
hang and long rear overhang give the car a
limousine-like profile and elegant proportions
through soft creaselines which interplay with
light to give a long and low silhoutte.
Physically, the car is really large with an
overall length and width just shy of 220in and
76in, respectively. Compared to the Arnage,
the Mulsanne’s wheelbase is nearly seven
inches longer at 128.6in and in overall length
by 18in. We think the influence of emerging
markets such as China where generous rear
accommodation is a strong consideration, has
been a key deciding factor in these new di-
mensions. While, overall height is up a frac-
tion to 59.88in and despite being loaded with
an array of features, thanks to the use of
lightweight construction materials such as alu-
minium and resin composites, the Mulsanne
stands healthy at 2,590kg, which is more or
less about the same as the outgoing Arnage.
Before we move any further, however, it is to
be understood that according to Bentley that
the Mulsanne isn’t the direct replacement of
the Arnage, although the outgoing model se-
ries represented the same slot in the hierar-
chy.
At the beginning of the Mulsanne project
in 2007, the outgoing Arnage chassis was
also considered as a possible carry over, but
shelved as it couldn’t meet the new dimen-
sions or styling-led requirements and which led
to an all-new platform being created. There’s
no arguing that the car’s overwhelming front
face has some unusual design elements, es-
pecially, the odd front headlamps. Although,
they are more of a historical reference out
here, they are actually more of an aesthetic
reference to the 1950s S-Type. We can em-
pathise with the idea of trying to morph a
50s design element into a 21st century style-
sheet, and regardless of what we think, those
lights are housed into the ‘cavity superformed’
front mudguards. Meanwhile, the doors and
bonnet are also made of aluminium using the
same process. In superforming, metal sheets
are pre-heated and complex shapes formed
using vacuum systems, which cannot be done
in conventional stamping methods.
At the rear, the boot lid not being made of
aluminium may surprise many. No, it wasn’t
a cost cutting exercise, but rather a techni-
cal requirement. It uses layered composite
polymer in its construction and somewhere in
those layers are the antenna for the nav sys-
tem. Similarly, the sensors for the new keyless
{cover story}
entry system are cleverly embedded in the
door handles. The car uses labour intensive
methods for construction and each car takes
400-man hours to build, which is about 15 per
cent longer than that of the Arnage.
The cabin welcomes it occupants with a
full dose of traditional craftsmanship. It takes
over 170 hours to assemble these individual
components, be it leather upholstery or Bent-
ley’s trademark metal bullseye air vents and
their accompanying ‘organ stop’ regulators. I
remember vividly in the Arnage, the regula-
tors were attached to vanes that governed the
vents, but in the Mulsanne it’s not like that.
Since the car gets the quad-zone HVAC sys-
tem from the A8, the air control is done via
electronic switches. It’s commendable the way
the previous mechanism’s feel has been suc-
cessfully replicated.
Meanwhile, the broad swath of veneer or
the ‘waistrail’ in Bentley-speak that forms an
unbroken ring of wood around the occupants
in our test car was finished in a gorgeous pia-
no black. Bentley says more traditional choices
are available, including nine different veneers
and beyond that, there are over 100 paint fin-
ishes, 24 leathers, 21 shades of carpet and
23 shades of seatbelt webbing complete with
colour-matched buckles!
As this car is intended for both owner and
driver to enjoy, nevertheless, both get a com-
prehensive handcrafted dashboard and instru-
mentation with inverted dial needles, which
are evocative of early Bentleys while the entire
instrument panel design is a subtle reminder
of the Bentley wings motif.
As a new model, the Mulsanne is miles
ahead of its predecessors, especially in the
electronics department. The Mulsanne boasts
17
{cover story}
of a cutting-edge setup, thanks to its Ger-
man ownership, the car gets a substantially
reworked version of Audi’s extremely user-
friendly Multi Media Interface (MMI) infotain-
ment architecture, which makes the naviga-
tion system in the Arnage, quite archaic. While
the system is basically the same as on the
2011 A8, but it operates without a touchpad.
Instead of Audi’s all-in-one controller, Bentley
has instead chosen to install the system ver-
tically in the central console stack below the
HVAC controls which is quite consistent with
the marque’s upper-crust image. There’s an
eight-inch navigation display screen hidden
behind a veneered door, a 60GB hard drive
for data and navigation storage, and even an
iPod hook up port. Since the car is extra wide,
Bentley has given it extra eyes in form new
18
optional side view cameras. And for audio-
philes, there’s a 2,200-watt Naim audio sys-
tem which relegates sound through 20 strate-
gically placed speakers.
In VAG’s parts bin, there’s an array of mod-
ern V6, V8, V10 and W12 engines to choose
from, but end of the day, it was more of heri-
tage reference that dictated the displacement
capacity and type of engine to be employed
for the job. As a result, the new Mulsanne gets
a 6¾-litre (also pronounced as six and three-
quarters) V8 with 90-degree banks and in its
half a century, Bentley has offered just one
eight-cylinder, but this isn’t the same engine.
In fact, it is a highly upgraded version of the
Arnage’s L-series V8 block, which can trace its
origins back to the firm’s first V8 from 1959
has been used, but components inside such
as pistons, connecting rods and forged crank-
shaft are now much lighter. Team Bentley has
also introduced cam phasing and variable dis-
placement management or cylinder deactiva-
tion to the forced fed bi-turbo powerplant –
both are technological firsts in the ultra-luxury
segment and have been brought in to improve
fuel economy and lower emissions.
In this garb, the 6¾-litre V8 delivers
505bhp at 4,200 rpm and 1,020Nm of torque
from just 1,750 rpm. The new 6.75 is mated
to a ZF-sourced eight-speed gearbox, and the
Mulsanne is the first ‘large’ Bentley to be fit-
ted with paddleshifters. The latter are simple
spoke-mounted +/- pull tabs similar in look
and operation to those used on Audis. The
chrome finish shifters and knurled finger grips
mimic the pattern on the outside door han-

dles. The steel chassis also houses an active
suspension system, so there are air springs all
round and the car rides on 265/40 Pirelli P Ze-
ros mounted on standard 20in wheels. Larger
21in are optional and so are carbon ceramic
brakes with eight piston calipers. As part of
the new software, the Drive Dynamics Control
system allows the driver to select three driv-
ing modes - ‘Bentley’, ‘Sport’ and ‘Comfort’.
There’s also provision for drivers to save their
own custom settings also.
Whether you are in the driver’s seat or as a
back seat passenger, this car is like a palace on
wheels. However, it was the Mulsanne’s extra
width [car plus extra wide door mounted side
mirrors] combined with Scotland’s narrow-
gauge country roads that initially challenge
our driving skills. It took about half an hour
to get acquainted and from there on, the drive
was not as complicated as we had anticipated.
As we discovered during different phases of
driving that this isn’t really the sort of car that
feels like it shrinks around the driver when
putting foot on to those drilled pedals. Despite
its weight, this rear-wheel drive car is excep-
tionally quick and does 0-96km/h in 5.1secs
flat. On straight tarmac, we pushed the V8
and its solid locomotive steel-chassis close to
290km/h. And at street legal speeds, the car is
unstressed even with four of the cylinders de-
activated. The variable displacement system
works like a treat. And in any mode the car is
eerily quiet inside the cabin.
The car is so well connected with the driv-
er that on the road, not only you experience
the Mulsanne’s super refined character, it is a
{cover story}
massive improvement over the Arnage and
we think it is much more sportier in most de-
partments than its direct rival, the Rolls-Royce
Phantom. The reworked and redesigned rela-
tively low-revving V8 engine is highly civilized,
quiet, and will only be heard when there’s
some prodding. In the highlands of Scotland
with two border crossings, we enjoyed the lei-
surely paced wafts along at 80 mph and high-
er in virtual silence. The aerodynamic profiling
for this slighty boxy profiled car is amazing
with incredible isolation from wind and road
noise. Part of that is due to the acoustically
treated windows, but the engineers have done
an incredible job of reducing wheel and tyre
noise also.
Mulsanne also has a few cans of surprises
too. It can dive into corners like a sports car
19
{cover story}

Verdict

In the automotive business which is now char-
acterized by takeovers and revamps by either
carmakers or venture capitalists, there’s al-
ways an element of uncertainty with the re-
lationship and the products that will come out
from the marriage. While VW AG has owned
Bentley since 1998, it may seem a bit long to
think that the Mulsanne is the first new ‘big’
Bentley produced. Thankfully, the German
owners have understood the British marque’s
heritage and tradition, and have upped the
game in the authenticity department while pe-
riodically allowing benefits of their vast parts
bin.
So, is the new Mulsanne a magnificent piece
of motoring? In three letters, yes and it’s not
our solo opinion. Bentley says the 2011 model
year is already completely spoken for – no
doubt by people who know an enviable tradi-
tion when they see one.

and thanks to the superb air suspension tun-

ing and the steering feedback [we chose to
customize our own settings via the DDC knob
that’s adjacent to the gear selector. In the
comfort setting, the highway ride is glorious,
especially in the extra generous rear seats,
but we felt the steering in this setting was
light and the ride a bit compromised on those
winding country roads. In these roads we felt
that the custom setting worked better. What
we did was to combine the heftier weight of
the sport steering to the “B” suspension set-
ting, which offers a terrific compromise be-
tween handling and ride comfort. Meanwhile,
the sport setting ensures that the suspension
settles down more firmly, but the rear-seat
ride quality, although still admirable, is nota-
bly stiffer, which isn’t too bad!
For a driver, the delightful aspect of driving
the Mulsanne is its really accurate and com-
municative steering which makes one feel as
if driving a smaller car. The most impressive
aspect of the handling is how stable it is on
corner entry, with body control that would
shame many lighter, supposedly sportier ve-
hicles. Despite short sidewalls on the 265/40
Dunlop SP SportMaxx GT rubber, we didn’t
observe any ride harshness, even in Sport
mode. Our tester didn’t have ceramic brakes
and unless one is going to use the car as a
long hauler all the time, we think the massive
15.75in steel discs up front, and 14.5in out
back are quite competent. Since we adhered
to Scotland’s lilting country roads most of the
time, we never came close to testing the stan-
dard system’s limits on such as a steep down-
hill run to really get them hot and bothered.

20
 {cover story}

<< This is the first large bentley in 30 years that the company
can claim is 100 per cent authentic to its heritage – be it design,
engineering or performance. The car just wafts along like a
powerful locomotive without a hint of stress. Even at 120km/h,
the new v8 is almost completely silent>>

21
{cover story}
Bentley 8-litre
The 8 Litre was the largest and most luxurious
Bentley luxury car made prior to the purchase
of the marque by Rolls-Royce. It used a mas-
sive 7,983cc straight-six engine and rode on
a long 3,658mm or longer 3,962mm wheel-
base, making it the largest car produced in the
United Kingdom up to that time.
The car was conceived similarly to the Bu-
gatti Royale — as a halo car to vault the maker
into position as the supreme maker of luxury
cars in the world. However, like the Bugatti,
the 8 Litre Bentley failed to sell in sufficient
numbers to make a profit. Launched at the
1930 London Olympia Motor Show in October
1930, just as the great depression hit Europe,
the chassis was priced at £1,850, making it an
exclusive and pricey vehicle.
22
The six-cylinder engine used a one-piece
iron block and cylinder head with a crankcase
made from an exotic magnesium alloy called
Electrons. The cylinder head featured four
valves per cylinder, as well as twin-spark igni-
tion; both were state-of-the-art at the time.
The bore was 110 mm and the stroke was
140mm. The manufacturer claimed a maxi-
mum speed of approximately 200 km/h).
A four-speed manual transmission with a
single-plate dry clutch sent power to the rear
wheels, however the placement of the gear
shifter was unlike modern cars. Because of
the handbrake placement obstructing the
driver’s entry, driver’s found it better to use
the passenger door instead. The rear door
swung in the opposite direction [aka suicide
doors]. While semi-elliptical springs were used
all around, and 4-wheel servo-assisted drum
brakes were also specified, the car wasn’t as
rough one would expect it to be.
Only 100 of these cars were produced: 35
were on a 145-inch wheelbase and 65 were on
a 153-inch wheelbase; fewer than 25 per cent
were fitted with open bodies. It is suggested
that the car was a prime reason for Bentley
Motors going bankrupt, but when on Rolls-
Royce bought the company in 1931, it imme-
diately disposed of all 8-Liter spare parts.
As a result of their rarity, they are much
sought after by collectors: It is believed pres-
ently that only 78 chassis survive and the car
in the pictures was a company car for WO.
Bentley have meticulously restored the car to
its original sheen. At the event, we were given
taxi rides in this closed-body historical car.
 {cover story}

<< although physically it overwhelms you initially, but it takes a few

minutes for the majestic car to connect with its driver. dimensions
don’t’ bother anymore and seemingly tough manoeuvring in narrow
country lanes or country sides becomes secondary in nature>>
23
{Road Test}

c k e t
e t R o
Po c k

honda’s golf gTi slayer, the Uk-built Civic Type-R, has finally arrived
in Oman. automan discovers its true genes
| Author: Chandan B Mallik | Photography: Shakeel Al Baloushi

24

H
onda in general is generally a consid-
ered a conservative carmaker that con-
sistently cranks out modestly refined
cars. Besides its attempt to produce neo-lux-
ury cars and charge premium pricing, it oc-
casionally produces a wicked little something
that sneaks through the cracks and reminds
us that it can also offer a little spice too.
As a self-confessed Honda aficionado, at
times, I personally feel that Honda has split
personality, very similar to Japanese compa-
triot Subaru. Subaru’s claim to fame comes
through its boxer-engined all-wheel-drive rally
race cars, whereas Honda combines a strong
racing heritage with a reputation for more
mundane mainstream models.
But all this is changing gradually, and if
one follows Honda through the recent motor
shows – New Delhi, Detroit, Geneva, Beijing
among others – Honda has certainly been
making noises with impressive concepts and
ideas what its thinks future motoring could
look like.
While we don’t know how many concepts
will actually make it in to production, but we
do know that the Civic Type R three-door
hatch has finally arrived in several Middle East
markets, Oman being among them.
The Middle East markets, till the pre-global
economic meltdown phase, hardly attracted
small cars, let alone compact B-segment
hatchbacks. But all that has begun to change
and admittedly, rarely does a pint-sized hatch-
back generate so much excitement in markets
that has been predominantly SUV and large
car dominated. But with now more openness
and acceptance of smaller sub-B segment cars,
the market is getting interesting with several
automotive brands from Japan, Korea, India
and Europe vying for consumer attention.
There’s a bonus also attached to the equa-
tion if you follow how this segment is shaping
up. Till now, the market for performance ori-
ented small hatchbacks has been small with
the exception of Volkswagen’s all-time GTI,
Seat’s Leon FR and Cupra models, and Re-
nault’s Clio sport models.
From Honda’s perspective, the Civic Type R
is the highest performance spec of the Civic
series. The “Type R” designation is usually giv-
en to models that have been developed and
tuned in-house, but not by Mugen, Honda’s
officially owned tuning set-up. These non-Mu-
gen performance models also end up in circuit
competitionas high performance derivatives
and in the case of Honda, the lineage can be
{Road Test}
traced directly to the 1992 Honda NSX Type R,
which featured a lightweight chassis, stiffened
body, fine tuned engine and upgraded perfor-
mance brakes.
Honda Civic Type- R is a high-performance
version of Civic introduced in 1997. It is cur-
rently in its third generation and comes with
two distinct varieties – One for European and
one for Japanese, domestic market. The Mid-
dle East gets the European version. The Civic
Type R has earned itself a cult following in
Europe.
As a spiritual successor to the previous
generation that was retired from active duty
in 2007, it seems the development focus has
revolved around bold and emotional styling
teamed up with a further development of the
previous Type R’s race proven and high-rev-
ving powertrain.
The Civic Type R is offered only as a three
door hatch in the UK, so it uses a different
chassis and mechanical components in its sus-
pension. When compared to its saloon cousin,
the rear suspension, formerly a double wish-
bone set-up, has been simplified changed to
a less complex torsion beam axle. While the
Honda runs on 225/40 R18 Y88 Bridgestone
Potenza tyres and despite seemingly tight
wheel arches and low ground clearance, it can
accommodate larger 19in alloys with 225/35
tyres. The car has a curb weight of 1,350kg.
From the design aspect, although the car is
a hatch with a clear emphasis is on coupé-like
styling and the highly stylised and individual
personality has been achieved not by a radical
change of design, but by a series of unique
detailing such more sharply tapered rear side
windows, bold side skirts, a noticeably wid-
ened track and the large wheel wells. The spe-
cial character of the Civic Type R is highlighted
by well drawn-down body coloured front and
rear skirts, a rear spoiler plus a radiator grille
with enlarged air intake.
The rear is signed off with a bumper that
features a built in diffuser and completing the
aero package with a huge rear wing.
Despite being built in the UK, the build qual-
ity, tolerances and materials of this three door
car are top notch Honda standards and the
whole set-up works well with good ergonom-
ics and extremely supportive two tone sporty
seats with extra side bolstering. Although
there’s a raked windscreen and seating posi-
tion is low, the outward visibility is good and
getting in and out of the car is facilitated
through the extra wide doors. However, due
25
{Road Test}
to the nature of the cabin layout and extra
side bolstering, the front seat has to slide back
for ingress and egress. Meanwhile, the rest of
the interior layout is familiar, especially Civic
saloon owners who not only will appreciate
the genuine touch of sportiness and gener-
ous amount of space for the both front and
rear passengers, despite its diminutive size.
Some clever engineering has gone in here.
In this car, the fuel tank has been positioned
centrally under the front seat similar to some
other family models, and this allows a low, flat
rear floor in the back.
As expected, the interior is very sporty in
design and very well executed. It also
combines elements from motor racing and
from high-quality sports cars. Large black
Alcantara bolsters with red stitching provide
the driver and front seat passenger with both
good side grip and an ergonomically perfect
sitting position. Yes, we do miss the Recaro
26
seats and Momo steering wheel of the older
edition! However, the drilled aluminium pedals
make up for that sporty appeal.
The dials in the fascia are also red illumi-
nated and set off by brushed metal switch
panels. We particularly liked the floating dis-
play in the centre of the instrument cluster
which is just as modern and functional as that
of the 5-door. The most essential information
is placed at the very top of the display and rel-
atively far forward, which distracts the driver
less from the actual traffic situation and re-
quires the eyes to adapt less. While, second-
ary information is spaced around this central
focus, it always remains in the field of vision
without distracting.
The steering wheel is covered in perfo-
rated leather with red stitching. The knob
of the gearshifter is also machined from bil-
let aluminium, and there’s a special engraved
production serial number tag, similar to the
 {Road Test}

<< honda Civic Type- R is a high-performance version of Civic

introduced in 1997 and currently in its third generation. The model
earned itself a cult following in Europe and Japan>>

Maserati Granturismo Limited Edition at the
base of the central console.
For a sports car, we were surprised with
the extra content. Actually, there’s quite a bit
of kit and includes dual layered digital instru-
mentation, dual zone air-conditioning, a leath-
er-wrapped steering wheel, a six-CD changer
and a digital information centre computer. As
a modern car, the stereo has USB and auxilia-
ry inputs for MP3 players. Full power features
and cruise control are also standard.
Then there’s practicality too. The stowage
capacity behind the front seats is generous
with a capacity of 485 litres with seats folded
up. The rear seats feature special kinematics
by which the back-rests can be lowered and to
create more space. All you need to do is just
release the back-rest catch. Rear seats can
also be split asymmetrically (60:40) to release
more space.
Red is a popular and dominating colour in
the car hence it appears almost everywhere in
some form and the other interesting feature
related to colour is the use of a special colour
from the days of Honda’s F1 winning car from
the 60’s called “Championship White” and a
Honda log with a red background.
Unlike the saloon version which is powered
by a 1.8-litre normally aspirated four pot, the
Type R is powered by a 2.0-litre DOHC i-VTEC
naturally-aspirated four cylinder engine fea-
turing VTC variable inlet camshaft technology.
It offers 198hp at 7,500rpm and 193 Nm of
torque at 5,600rpm and this is a commend-
able effort, since most other manufacturers
have resorted to force feeding fuel with turbo-
chargers for additional boost. Honda has been
among the top normally-aspirated engine de-
signs when it comes to extracting maximum
output. This engine is tad shy of the one litre
100hp club!
And going by the figures the segment av-
erage is slightly on the higher side, if one
considers immediate competition. Consider
the output from the Seat Cupra R edition, at
265bhp, it definitely puts the Honda or even
for that matter its own cousin the Golf GTI in
to shade. We think in an automatic gearbox
dominated market, the Type R’s main prob-
lem for the Middle East market could be its
manual six-speed gearbox, which is normal
for European markets. However, we think an
automatic – unless it was a Volkswagen-Audi
direct shift gearbox (DSG) – wouldn’t make
much sense or difference as a traditionally
cogged gearbox with Tiptronic would readily
kill the fun factor in this car.
As with Honda cars, occupants usually don’t
have to worry about safety in this car, as pas-
sive safety as always has been prioritized at
Honda. Safety kit includes front, side and cur-
tain SRS airbags and double pretensioners on
the front seatbelts.

27
{Road Test}
Driving impressions
What is interesting is the fact that this car’s
main selling points are its engine and driving
dynamics and hence were not really expect-
ing it to be a heavily laden with features.The
Honda Civic Type R does look the business,
and sounds willing too. The steering is as
expected slightly heavy due to the wide low
profile tyres and its feedback to the driver’s
input is pretty commendable. The suspension
is stiff, but not as stiff as that of the Lotus Ev-
ora, hence one could say it is a mix of luxury
and sportiness in a bundle. Although, it will
not 100 per cent absorb road imperfections,
but the nice thing is that the tight build of the
car and its stiff body ensures that there are
not unwanted rattles or shakes.
We had the car for several days and sub-
jected it to various road and driving condi-
tions. In general, it is a spirited car, but it’s
not as aggressive or extreme as say the Seat
Leon Cupra R. Its free willing and high-rev-
ving engine continues entertain with no drop
in torque delivery. What would excite a driver
of this car is with the tweaking, the high rpm
VTEC range is now broader and more acces-
sible. This means effectively that the switch
to long duration valve timing in the reworked
engine covers the range from 5,400 to 8,000
rpm up to the peak power output. With previ-
ous engines, this output was available up to a
speed of 7,900 rpm, but we think it has been
toned down to meet the current European
legislation.
The driver is informed of the cam change
via an i-VTEC indicator just to the right of the
digital speedometer. Since the car is virtually
glued to the ground it can actually appear
faster than you think. The stiff chassis makes
for excellent dynamic handling, with the car
staying level and balanced around the corners
and there’s plenty of feedback from the tyres
through the steering wheel, which is a pretty
impressive for the size and shape of this car.
Even with the short throw manual shifter,
it is capable of fast shifts, depending on the
driver and its quite normal to do the 0-100
km/h sprint in around 6.6secs with a top speed
around 235 km/h. The sharper wedge profile,
<< The car’s lineage can be traced directly to the 1992 honda NSx
Type R featuring a light and stiff body with tweaked mechanicals>>
28
sleek surfaces and improved aerodynamic
packaging ensures that the car slices through
any wind resistance with least counter effort.
The suspension in this road rocket is taught,
so cornering is great fun with a steering that
offers superb feedback combined with a gear
ratio that makes better usage of the high-
revving engine.
Despite the surefooted handling of the
Civic 5-door’s MacPherson strut/torsion beam
chassis arrangement that is carried over to
the more sporty Civic derivatives, the car is
tad stop short of being razor sharp – and this
is where Mugen takes over.
This is also perhaps one of the reasons why
a Type S derivative was created [not available
here yet] with revised spring and damper set-
tings to help deliver sharper chassis dynam-
ics, while a 20 mm wider rear track and 17in
light alloy wheels shod with
225/45 YR17 tyres provide enhanced grip.
Anyhow, for our market, we have to live with
18in alloy wheels and 225/40 YR18 extra leg-
room and greater freedom of movement in
general on the front seats.
Anyhow, for our market, we have to live
with 18in alloy wheels and 225/40 YR18tyres
until alternative options are offered.
The current combo is good as there is an
exclusive steering-assist setting that contrib-
utes significantly to the car’s sharp responses
to driver input.
Stopping power is assured and on the dot,
thanks to the large 300mm ventilated front
brake discs and 260mm solid discs at the rear.
Of course, a car with this magnitude of kit
also gets ABS, Electronic Brake force Distribu-
tion (EBD) and Vehicle Stability Assist (VSA),
designed to assist the driver in maintaining
control during cornering, acceleration and
sudden manoeuvres. The key niggle so far,
the rear spoiler looks cool but restricts rear
visibility and secondly, we thought that the
working arrangement with the starter button
was odd. You can use it to fire up the engine,
but you still need to put the key in the ignition
and turn it. Aren’t modern push button starter
motor switches meant to make life easier.

Verdict
End of the day how does this European ma-
chine stack up? As a relatively young and new
fighter in the growing hot hatch game, the
Type R should be capable of taking a lot of
beating in the region as there isn’t much ri-
valry in the segment. One advantage of this
model arriving a bit late in the Middle East is
that it has given its creators extra time to study
competition, rework the packaging wherever
applicable and on top of it, taken a leaf out of
its revolutionary ancestors’ books.
In the UK, Top Gear Magazine awarded the
European Civic Type R its ‘Hot Hatch of 2007’
praising the car’s controls and comparing it fa-
vourably as a driver’s car.
However, in four years the market dynam-
ics has changed and so has the car industry.
With more and more potent hot hatches com-
ing from competitors such as Ford with its Fo-
cus ST, Opel with its Astra OPC and Volkswa-
gen with its superb Golf GTi, the benchmark
in the segment has considerably moved up.
{Road Test}
Although, the Civic Type R is well-packaged,
handles and performs well, but by today’s
standards it does fall short dynamically espe-
cially in the areas steering and chassis balance
when compared to extreme rivals.
Over all, the car has an individual person-
ality and is practical with the classic Honda
virtues such as guaranteed driving pleasure
together with brilliantly low fuel consumption.
The car is on sale in the region and is attrac-
tively priced.
29
{First drive}

Back with a bang

The seventh generation all-new 2010 maxima has been
repositioned as four-door sports cars by Nissan. is it a really
performance sports saloon or just a car with sharp styling?
automan solves the riddle.
| Author: Chandan B Mallik

30
 {First drive}

I
n the Middle East, the Nissan’s Maxima
has been one of the carmaker’s most suc-
cessful models. The model was originally
known as the Datsun 810 or Bluebird when
the model series was formed in 1976. In 1982,
the model series officially became the Maxima
in a year that also saw Datsun metamorphose
into Nissan. Nissan started selling the Maxima
from the third-generation model in the Middle
East in 1990, a year after it was launched and
continued selling them till 1994. Instantly, it
was regarded as first Maxima with true sport-
ing credentials and it came at a time when
Nissan was enjoying a product renaissance.
Nissan continued enjoying success with
the fourth and fifth generation also. The sixth
generation Maxima, code-named A34, was
only sold in the United States, Canada and
Mexico and hence we never saw it in the re-
gion officially, barring a few personal imports.
Hence, the outgoing Maxima fifth-generation
sold from 2000 was the last official Middle
East import. Meanwhile, the arrival of the Alti-
ma in both 2.5-litre and 3.5-litre garbs started
encroaching into the slot made vacant by the
absence of Maxima. In the US, where both
models were sold simultaneously, it was not-
ed by Nissan that the bigger-engined Altima
had significantly cornered a sizable chunk of
Maxima’s market share.
Naturally, this situation posed a serious
dilemma for product strategists. What to do
with two successful models from one brand
with very similar characteristics? Would drop-
ping a model work? Not really. So, the option
was to separate the models in terms of posi-
tioning and character. For the Maxima it was
decided to focus it with a balance between
sport and luxury, while the Altima could con-
centrate more on comfort and convenience.
With support from Nissan, the sixth gen-
eration [model code A34] during its lifecycle
saw several engineering innovations included
such as the VQ35DE DOHC 3.5-litre engine,
and some cosmetic upgrade and CVT trans-
mission during its mid-cycle refresh in 2007.
With the product positioning clear at Nissan
for these two models, we are not surprised
with the idea that Nissan now wants us to
believe that the all-new seventh generation
Maxima [model code A35] is a proper four
door sports car. But we have questions be-
cause when anyone mentions a new four-
door sports car to us, what immediately
conjours is a rear wheel drive tyre-smoking
Nurburgring-tuned and perfected hot metal
capable of vanquishing the likes of BMW M5s
at the street corner drags. So what’s in the
Maxima package and how does it differentiate

31
{First drive}
itself from sibling Altima?
First on the list is architecture. Nissan still
believes that the front-wheel drive cars such
as the Maxima have traditionally enjoyed a
certain ‘duality’ - a unique fusion of saloon
practicality with the soul of a sports car. But,
ground reality is that in recent years, competi-
tive vehicles have caught up with Maxima in
‘sporty’ looks and performance. So, what’s the
real deal up here?
For five generations Maximas have been
built on a front-wheel drive platform and one
would expect an evolution here. Yet with the
new Maxima, the development team opened
a Pandora’s Box for discussion and including
debates related to the benefits of front-wheel
drive versus rear-wheel drive. Although, we
are aware of the advantages of RWD in terms
of handling, it was ultimately decided that by
switching Maxima from its previous platform
to Nissan’s new ‘D platform,’ which was first
introduced on the current line-up of Altimas,
the targeted performance could be delivered
without giving up the added FWD benefits
of lower costs, lower weight and enhanced
roominess versus a RWD platform.
OK, seems logical so far. However, a range
of enhancements were also needed to achieve
these targets, which including things like in-
creased body rigidity, adjustments to the
wheelbase and track dimensions. As a result,
body rigidity was increased by 15 per cent and
front strut mounting rigidity was increased by
100 per cent, with all-new structures added
to the engine compartment and additional re-
inforcement applied to the instrument panel
structure.
The new Nissan Maxima is marginally
smaller than the outgoing edition and has a
wheelbase of 109.3 in, a decrease of 1.9in,
but is wider by 1.5in to 73.2in. Meanwhile, the
front and rear track measurement of 62.4in
represents increases of 1.4in front and 1.2in
rear over the previous model. On the design
front, the car does have pleasant proportions
but its grafted GT-R inspired headlamps may
not appeal to many and in our opinion, the
styling is a bit controversial — and being a
subjective matter, you either like it or hate it.
However, like a high-end saloon that has
grown up, the new Maxima shows a mature,
refined look, thanks to the deliberate sculpted
look of the bonnet or the creased character
lines running on the mudguards. Add to that
some modern amenities such as flashy LED
taillights and long overhangs, and you get
a complete picture. As much as the Nissan
pushes the 4-Door Sports Car envelop with
the Maxima, we can’t help but think that it
32
has gone more upscale in its approach. In-
side the car, there’s cockpit-like cocoon where
most of the action happens greets the driver
who also gets a tilt and telescoping steering
wheel. Costing cutting seems to be the order
when you see the paddle shifters have been
lifted directly from the 350Z. Meanwhile, the
stitched leather bound interior comes with
a premium air-conditioned driver’s seat with
manual thigh extension. At the rear, there’s
space three adults and the practicality of a
60:40 split fold seat with access to the boot.
There’s more bin parts lifting as you scan
the interior minutely, piece by piece. The fa-
miliar Nissan corporate central console an-
chors the cockpit, dividing the car into the
business and pleasure departments with it
usual fervour. The driver’s position is good as
it offers a clear view of the instrument cluster,
which as expected contains a speedometer in
the centre, flanked by a tachometer on the
left, and fuel and temperature gauges on the
right. To the lower left, are secondary con-
trols including a vehicle stability control on/
off switch, mirror controls, and a slot for the
smart key. We have said this before and we
say it again, the deal is raw related to kitting
the car with binned stuff, when the car is sup-
posed to be premium material.
The navigation system, for a change is a
new version of a style previously seen in other
Nissans and upmarket Infinitis. The shift lever
is now offset towards the driver and offers the
ability for manual-style gear change program-
ming from the CVT transmission. There is a
choice of two optional roof openings: a stan-
dard moonroof, or the dual-panel moonroof
available with the premium equipment pack-
age. For the powertrain, the car carries over
the VQ 35DE 3.5-litre V6 engine mated to a
new Xtronic CVT Continuously Variable Trans-
mission. The revisited DOHC 24-valve engine
has been chipped to offer 290hp and 261 lb-ft
of torque representing a healthy increase of
35hp and nine lb-ft of torque over the previous
Maxima. And for drivers seeking the utmost
in vehicle control, a new “Ds mode” (drive
sport) has been added to the CVT. “Ds mode”
is an electronic control logic, that enhances
sport driving through increased acceleration
feel with higher engine revolutions, automatic
engine braking and maintaining engine speed
during cornering.
Additional “D platform” enhancements in-
clude the use of aluminum suspension links,
revised suspension geometry, new technology
shocks, revised steering and suspension ge-
ometries, a lower engine mounting.
 {First drive}

<< The current maxima is the seventh generation of the model.

although considered as a rear-wheel drive possibility, it ended up
as a front-wheel-drive mid-sized saloon with CvT transmission >>

33
{First drive}

<< arguably, the sixth-generation maxima was a hit [it still is] with
its middle East clientele, as it did have several advantages in terms
of power, comfort and interior space >>

34

Driving impressions
A car that’s touted as a four door sports car
sporting a powerful engine mated to a contin-
uously-variable transmission may sound a bit
odd to genuine sports car aficionados who are
used to short throw manual shifters or state-
of-the-art direct shift gearboxes. So, the big
question is how can a CVT offer sporting char-
acter in a car like the Maxima? Nissan says
the Maxima’s CVT set-up belongs to the three-
mode Xtronic systems, which unlike other CVT
set-ups, actually allows the driver to use either
paddle shifters or a gated stick shift to “shift”
the gears through six programmed steps. In
other words, there should be a feel of the
cogs up or downshifting.
After the driving the Maxima for few ki-
lometres, one begins to empathise with the
package. Interestingly, only 20hp and approx-
imately 94kg differentiate both cars. In fact,
the power to weight ratio in both cars are very
close, yet the Maxima feels much more spir-
ited and aggressive. Much of this character
was deliberately inculcated in the Maxima by
chassis engineers who took extra measures in
stiffening it along with the chassis guys who
Besides this, the engine in the Maxima
seems to be a free revver and it’s to do with
the increased air intake and increased fuel
burn efficiency and lowered exhaust backpres-
sure. The hydraulic steering system seems to
offers better adaptability for slow as well as
high speed maneuvers than the speed sensi-
tive power steering of the Altima.
Regardless, pulling the trigger results in a
launch with a minimal amount of torque-steer,
Verdict
At that price, Nissan’s brand-new Maxima
proffers a high-output V-6, an advanced con-
tinuously variable transmission, oodles of
electronic conveniences, and what’s claimed
to be one of the best-performing front-drive
chassis in the world.
The Nissan Maxima is one of the most fun-to-
drive cars in the class, and one of the best-en-
gineered front-drive sporty sedans available,
from its accurate, quick steering to the engine
power to the remarkably good performance of
the CVT. It isn’t the roomiest car in the class,
and it isn’t the least expensive. Instead, it’s
designed as a premium car for drivers who
want something sporty.
{First drive}
which is important in the high-power front-
drive segment. The revised Xtronic S-CVT with
over 700 new shift algorithms now features a
new Ds (Drive Sport) mode, which we could
immediately feel under foot. Nissan claims a
quick gear-ratio change in the “downshifts”
of the CVT coming into a turn, followed by
an auto gear hold, on exit. We would have to
agree: power just kept winding up as we ac-
celerated through a turn.
The new Maxima’s suspension has been
thoroughly sorted as well. A strut-coil spring
suspension rules in the front of the new flag-
ship, while a rear multi-link with stabilizer bar
holds sway out back. (pun intended). Steer-
ing is now controlled by a “Twin-Orifice Power
Steering System (TOPS), which sounds pain-
ful, and is similar to equipment found in the
350Z. We found it tracked well and transmit-
ted a good amount of road feel. Not overly
harsh, nor marshmallow soft, it offered great
road handling through a variety of routes
ranging from bumpy backwoods country lanes
to major expressways in the
At 290 horsepower, the Maxima’s V6 is right
at the top of the class in terms of power de-
velopment for its size, but it’s not peaky or
cranky because the valve and intake systems
keep it optimized for whatever gear and rev
range. It has both variable valve timing and
a variable intake system, a system that opens
wide at about 4,500 rpm, wide enough that
you can hear the engine sound change dra-
matically, adding to the driving enjoyment.
35
{also driven}

Unadulterated fun

The lexus gS 300 continues to delivers an undiluted

combination of luxury and sporty performance. as always
several important technology enhancements keeps the gS
among the top models in the segment for 2010.
| Author: Chandan B Mallik | Images: Sakeel Al Baloushi

36
 {also driven}
Brand and model perspective

L
exus designed and created the GS with
a purpose. It wanted to bridge the gap
between the ES and LS, and to provide
Lexus with a true performance saloon to com-
pete in the mid-luxury class dominated by
German premium brands. The first generation
rear-wheel drive GS was introduced in 1993
for US, Europe and selected markets in Asia.
Till date, three generations of the GS have
been produced and the GS 300 continues to
serve in the region with a host of technolo-
gy-led solutions and improvements. The cur-
rent model was introduced in 2006 and was
actually the first to adopt the brand’s highly
stylized L-finesse design language and is built
on a newly-designed midsize platform which
is also used on the second generation IS.
Since it is an advanced platform it continues
unchanged for 2010. And as before, the car
retains its 112.2in long wheelbase, long bon-
net, pulled-back cabin and short rear profile.
It’s tapered, vertical grille surrounded by four
wraparound but independent headlamps, typ-
ical of the current GS models but interestingly
conveys the brand’s design progression. The
lower valance features integrated fog lamps,
and with its raked A-pillars and overall wedge
profile commands an impressive and low Cd
0.27 drag coefficient.
This cabin is an exceptionally lively place to
be in whether you are the driver or its passen-
ger. It invites you with its European ambience
led by ultra-premium wood, polished-metal
accents and leather trim, besides dollops of
comfort and space for five adults. It has a
high-precision feel and most touch points con-
vey very high quality and that includes intui-
tive response of controls as well. Lexus offers
three interior leather colour combinations:
Light Grey leather with Dark Grey Bird’s-eye
maple wood trim, Parchment leather with
Golden Bird’s-eye Maple wood trim, or Black
leather with Red Walnut wood trim.
As befitting the status of the brand, Lexus
designers strive to keep controls simple and
intuitive, avoiding needless complexity. The
SmartAccess keyless entry and push-to-start
ignition allow the driver to keep the access
fob in a pocket or purse. Audio and climate-
control systems are easy to understand and
operate. The unique instrument panel lighting
system relies on variable-transparency glass
to minimize reflections from the dials and to
help optimize visibility in all lighting condi-
tions.
What we also like is the memory function
settings for individual drivers. There’s a pop-

37
{also driven}

Driving impressions

Lexus is known for a smooth ride and luxury
appointments, and the GS has accomplished
road manners. As a Lexus, the cabin is ex-
ceptionally quite and its strongest point is its
sense of balance that makes driving this car a
truly enjoyable affair. Even during a morning
commute, you can enjoy driving the car ef-
fortlessly. Even with the smaller engine, the
GS can rip down the road and the low profile
wide tyres furnish plenty of cornering grip.
While on highway and city driving, the car’s
electric power steering is exceptionally re-
sponsive, so one doesn’t miss the benefits of
the variable gear ratio steering system which
quickens the mechanical ratio while at the
same time reducing effort at very low speeds,
then provides a slower ratio for more preci-
sion and higher effort at higher speeds of the
bigger sibling. While the sophisticated system
in the bigger car makes the GS more man-
ageable, it has its drawbacks from a purist’s
point of view. Despite the sophistication, both
the electric power steering and electric brake
system occasionally deliver an unnatural feel
through the controls, but thankfully, in the
smaller car this is not an issue as the car con-
nects more directly with the driver.
The suspension geometry gives the GS very
good handling qualities, while gas-charged
shocks and coil springs offer a balanced ride.
Body roll during fast driving is minimized and
the introduction of the Vehicle Dynamics In-
tegrated Management system seems to do its
job pretty well by making certain corrections
and allowing the driver to continue without
even realizing that the system is at work. In
contrast to conventional ESC systems, which
react to a car’s loss of control, VDIM remains
on high alert all the time as it has been devel-
oped to anticipate a dangerous situation and
offer lightning quick corrections or responses.

<< The lexus gS 300 is loaded with technology, grace and

convenience, ensuring it is worth as a good investment>>

38

Verdict
In three generations of the GS, the model
series has reaffirmed its solid dynamic, yet
free of gimmicks credentials. It does what it is
meant to do and by that we mean it combines
precision with luxurious appointments, offers
a high standard of automotive performance,
yet is intuitive to drive. What’s more, the level
of automotive technology that’s included as
<< Controls for power mirrors, dash-light
adjustment and petrol-tank lid opener are
on a retractable pod at the lower left side
of the dashboard>>
{also driven}
standard equipment works behind-the-scenes
virtually unnoticed. From a driver’s perspec-
tive, the GS is rewarding to drive with its calm
and intuitive personality, but what we particu-
larly like about the car is its balanced han-
dling and performance on demand attitude.
It’s best of both worlds – performance and
luxury.
39
{Interview}

Murcielago
successor

lamborghini design concepts appear to have taken strong hold

of all the current and young designers’ minds and adam denning
is no exception. automan spoke with the budding designer to
understand the philosophy behind the lamborghini Navarra
Concept
| Author: Chandan B Mallik

40

L
amborghini plans to replace its Murcie-
lago soon and its plant in Sant’Agata Bo-
lognese is gearing up for the launch of
the successor. The new Murcielago is expect-
ed to be unveiled at the Geneva auto show in
March 2011 and will be constructed in light-
weight material. It will use Audi’s aluminium
spaceframe chassis bonded to an extremely
light, strong and stiff carbon fibre body using
aerospace bonding and riveting technology.
Lockheed Martin designer Adam Denning
has some ideas for the new model which will
be the first entirely new top-of-the-line Lam-
borghini in almost four decades. In his pro-
posal of the Raging Bull model replacement,
he created the Lamborghini Navarra Concept
as a design study exploring the evolution pos-
sibilities of a V12 car to succeed the current
Murcielago.
“I wanted to bring the brand’s identity
through into a new flagship model. I did not
want to just create and new car to replace
the Murcielago, but rather to re-enforce the
development of the V12 segment of Lambo-
rghini. I tried to imagine all the V12 flagships
of the brand from the Miura to the Murcielago,
and then create a car that would look like it
not only belonged in this group, but that it
was the result of these cars as well,” he says.
During his research of Lamborghini, Den-
ning was inspired by La Pieta, a famous sculp-
ture by Michelangelo located in St. Peter’s Ba-
silica in the Vatican City. “I was very inspired
by the way Mary’s garments flow down and
fold over each other. This was the
main
{Interview}
inspiration for the Navarra’s overlapping sur-
faces and organic shapes. The challenge was
to maintain Lamborghini’s image while bring-
ing it do the next generation.”
Denning hasn’t tampered much with the
mechanicals of this car including dimensions.
“The dimensions of the concept car are very
similar to the current Murcielego. The over-
all length is only 2cm shorter, but the wheel
base is longer, thus creating short overhangs.
However, for all practical purposes, Denning
doesn’t expect the new car to downsize in
displacement as part of its ‘return to roots’
philosophy, an obvious reference to the 1963
predecessor which came with a 3.5-litre unit.
Getting the final shape and proportions
right was a daunting task admits Denning. “I
am an extreme Lamborghini enthusiast. So
this project was a big challenge for me. To
create a car that would be something I felt
truly deserved to carry the Lamborghini badge
on the bonnet. I wanted to bring a concept
that would hold true to the brands dramatic
razor edged style, but also with a touch of
class and sophistication that makes Lambo-
rghini so unique.”
Denning’s attention to detail has been im-
pressive especially for driver and occupant in
the way they will enter or exit, and start the
car. In fact, it will use cutting edge keyless
entry using electronic chipped cards. “I didn’t
mention this before how would be the entry/
exit system would be operated. The driver
would keep something similar to a credit card
in his wallet. So when they are near the driver
would simply need to touch the surface of the
door near the window, the small triangle area,
and the door would open. This would mean
introduction of a new level of technology, but
one interior a key would still be required. I
chose to do this simply to maintain the raw
ecstasy of starting the engine without any
“new age” interference. I felt a “push button
start” would take away from the soul of what
a Lamborghini is.”
Denning’s association with the aerospace
industry is also quite evident, especially in
the air flow design and aerodynamic profil-
ing. “Since the new car is expected to con-
tinue with a V12 engine with between 650
41
{Interview}

<< adam denning, a designer with lockheed

martin has a master’s degree in automotive
design from milan’s Scuola politecnica
di design. martin took into account
lamborghini’s supercars from the miura
to the murcielago and blended it with the
company’s current sharp-edged language
and organic shapes inspired by classical
Renaissance sculpture >>
42
 {Interview}

and 700bhp on tap, I paid particular attention
to the upper air intakes which will be respon-
sible for cooling the engine. On the current
Murcielago, there are intakes that open and
close to allow more air flow. I have incorpo-
rated this into my design as well, but in a way
that wouldn’t change the overall shape of the
car. So what I envisioned was instead of the
top surface moving out like the Murcielago,
the bottom surface would move in, creating
larger intakes. This would use a similar tech-
nology and materials as BMW’s GINA. [GINA,
by BMW is a new take on car design, materi-
als, and flexibility. The GINA concept replaces
the traditional metal/plastic skin with a textile
fabric skin that’s pulled taut around a frame of
metal and carbon fibre. Even the shape of the
car can change.]
So what makes Denning think that Lambo-
rghini will use advanced composites in build-
ing the new Murceilago? “I think it is because
of Lamborghini’s recent involvement with the
University of Washington’s advanced compos-
ites structure laboratory. I would imagine that
these materials and construction advance-
ments will be considered for the chassis of the
next generation of Lamborghini.”
Denning’s technical specs for the Navarra
would read something like this: carbon fibre
chassis and body panels, V12 power, and the
option of a manual or electronic transmission.
All coupled together he thinks would put this
car at the top of the performance list.
As a designer does he think Lamborghini
should change its design language? “I don’t
think that Lamborghini needs to shift their
design language entirely. I think they have
something that no other brand has, and they
need to hold onto that. But I do think it needs
to be updated. The hard edges and “stealth”
surfaces are nice, but can get boring quite
fast. That is why I tried to introduce just a
touch of organic movement. Like I said, La
pieta was a huge inspiration for this car. I have
been to the vatican many times, and every
time I look at that sculpture I think ‘that would
be a beautiful car’.”
Although the design study was not commis-
sioned, naturally Lamborghini has had no in-
put with this concept car. Lamborghini hasn’t
contacted Denning, but he would love to work
with them in anyway. “Although I would love
to hear from them, Lamborghini is the reason
I got into car design, and to work with their
amazing team of designers is the goal of all
my years of study and work.”

<< giNa, by bmw is a new take on car design, materials, and

flexibility. The giNa concept replaces the traditional metal/plastic
skin with a textile fabric skin that’s pulled taut around a frame of
metal and carbon fibre. Even the shape of the car can change>>

43
{Road Test}

Refreshed and now

with AWD

Toyota’s largest SUv to date, the Sequoia was completely

redesigned and re-engineered for 2008. For 2010, it gets
significant improvements and upgrades including awd. automan
checks out the refreshed version
| Author: Chandan B Mallik

44

L
ess than a decade ago, full-size SUVs
sold in significant numbers and gener-
ated handsome profits for their manu-
facturers. Although most of the models built
then evolved from pick-up trucks, so it was
only a question of time before a manufacturer
jumped on to the bandwagon with something
bit more polished in a segment that was large-
ly driven by American models such Chevrolet‘s
Tahoe, Ford‘s Expedition and GMC‘s Yukon.
Toyota entered the fray with the US-only Se-
quoia in 2000, although the Land Cruiser, its
other SUV-pick up nameplate has been around
since 1955 in global markets. The country spe-
cific USA- built and truck based Sequoia differs
from the premium global Land Cruiser in that
it is larger and its focus is more on heavy duty
jobs such as towing.
While, the Land Cruiser is a more upscale
and luxurious with good off-road capability is
built in Japan and some other locations, the
second generation Sequoia is built at Toyota’s
Princeton, Indiana plant. Despite the down-
sizing trends in the industry especially in the
large 4x4 SUV segments, Toyota has kept the
segment flame alive with the Sequoia which it
introduced in 2008 by significantly upgrading
it with kit and new efficient powertrains. As
of 2010, the Sequoia is sold exclusively in the
US, Canada, Chile, Mexico, Puerto Rico and
the Middle East and is available in four models
– SR5, Limited, Platinum Premium and Plati-
num Luxury.
Though many time-honored Land Cruiser
supporters welcomed the re-invigoration of
the mechanical aspects of the vehicle, the 200
Series encountered criticism due to its contro-
versial body restyling, with some claiming that
Toyota has ‘overdeveloped’ the classic trade-
marked Land Cruiser identity. In that respect
Toyota designers haven’t tampered with the
design of the second generation Tundra, on
which the Sequoia is based. Not only did it get
most of the design DNA, it also gets own set
of clothing. So it’s no coincidence that from
the front both look very similar too, but unlike
other rival SUV models in the past which had
similar arrangements, the Sequoia doesn’t
look like a cut and paste job.
Meanwhile, there are no changes to the
Sequoia’s overall length, width and height,
wheelbase, front and rear tracks which were
revised at the time the model introduction.
However, front and rear overhangs appear
marginally reduced in the AWD version due
to its extended capabilities. Despite its over-
whelming dimensions and physical presence
the car achieves an impressive drag coeffi-
cient of 0.35, which means the vehicle offers
exceptional aerodynamic characteristics and
low wind-noise. The vehicle’s mirrors, wipers,
A-pillar and roof header are also shaped to
maximize aerodynamic efficiency and minimize
wind noise. The car’s underside has also been
optimized to reduce drag and wind noise, and
to help improve directional stability.
While the primary design goal for the in-
terior seems to revolve around taking full
advantage of spacious cabin and converting
it in to a practical and user-friendly environ-
ment for the driver and occupants, hence the
element of premium luxury such as bespoke
wood trims, special effects, mood lighting are
missing. But what is not missing is a cosy in-
terior which takes full advantage of the car’s
enhanced dimensions. We found space gener-
ously accommodating eight adults with ample
head, leg and shoulder room. Seats are wide
with soft cushioning and driver’s seat comes
equipped with power lumbar support, a fea-
ture also available as an option on the front
passenger seat.
On the practical side, the second-row seat
comes equipped with a sliding mechanism
that allows the seat to be adjusted nearly six
inches fore and aft. This comes in handy when
one travels with less number of passengers.
For the third-row seat, there’s an advanced
seat-cushion linkage reclining mechanism
which helps in theatre type sitting. Meanwhile,
the second-row seats are split 40:20:40 and
Toyota also offers separate captain’s seats
with flat fold down mechanisms. We were im-
pressed with the way the access to third row
seats has been designed. An easy-slide action
allows access to the third-row seat which also
splits 60:40 and folds flat. Since the car will
mostly be used by families, thoughtful fea-
tures include jam protection for the front and
rear windows. Meanwhile, the power lift gate
can be open or closed via remote control.
Driver gets a simplified dashboard with a
modular instrument panel with hi-res Optitron
back lighting and the addition of chrome rings
somewhat breaks the monotony of the pre-
{Road Test}
dominant grey-coloured interior. The steering
column offers both tilt and telescopic functions
and individual settings can be put in memory.
[See box below for specific trim details]
Two powertrains are now available -- a
276hp 4.7-litre V8 which powers the SR5 and
Limited grades, while the top of line Plati-
num grade [our test vehicle] had the 5.7-litre
V8 engine. Both engines are mated to six-
speed automatic transmission with Tiptronic
function. The bigger displacement engine is
ULEV-II compliant, meaning it emits very little
pollution (Ultra Low Emissions Vehicle). It is
modern in design and features four valves per
cylinder and variable valve timing on both in-
take and exhaust valves. Consistent with the
architecture is the exhaust, which is made
from stainless steel and has four catalytic con-
verters and with this package 381hp and 401
lb-ft of torque is available.
Being a large vehicle, Sequoia engineers
specifically focused on improved ride com-
fort and quietness, besides performance and
straight-line stability. Hence it’s not surprising
to find an independent suspension set-up with
upper and lower A-arms at each wheel, tubu-
lar shock absorbers, coil springs and antiroll
bar. In the higher spec model such as our tes-
ter, it came with air suspension package and
Toyota’s Active Variable Suspension (AVS),
with settings for comfort, normal and sport.
Wrapping up the package are larger tyres and
wheels with standard being 275/65 tyres and
18in rims, while 275/55 tyres are for the 20in
set-ups. The car uses 13.9in ventilated disc
brakes up front and 13.6in ventilated disc
brakes at the rear.
As with Toyota models, the Sequoia gets
a comprehensive active and passive safety
package which is based on Toyota’s STAR
Safety System. This means the car includes
includes VSC (Vehicle Stability Control), and
TRAC (Traction Control) (2WD models) or A-
TRAC (Active-Traction Control) (4WD models),
ABS (antilock braking) with EBD (electronic
brake force distribution) and Brake Assist. If
this doesn’t satisfy the appetite, then there’s
collision driver and passenger seat-mounted
side- and side- curtain airbags as as standard
equipment and roll-sensing side curtain air-
bags that extend from the front seat to the
third-row seat.
45
{Road Test}
Driving impressions
The 5.7-litre V8 has lots of grunt but what
impresses is the way the engine has been
mapped to offer a reserve of torque at low revs.
For a vehicle that weighs close to 2,720kg,
we could cruise along at just 2,000rpm or
less all day long without feeling the need to
push the throttle. As the engine offers most
of its torque below 3,600 rpm, so when you
do decide to overtake, acceleration is impres-
sive. Steering is fingertip-easy around town
and with a short turning circle of just 39ft,
the SUV actually feels smaller. Thanks to the
variable speed sensitive system, it adds more
return-to-centre and a firmer, more precise
level of control as speeds increase. This help
it avoid being boat-like at higher speeds, and
we found the Sequoia was easy to keep in its
lane without undue attention.
The six-speed electronically controlled au
46
low range. While, our previous impressions
with the 2WD version off-road was quite dis-
appointing, but our perceptions have totally
changed with the AWD model. While most of
the time on road the car is a 2WD, and switch-
ing into 4WD is a simple affair. Basically, one
just uses the toggle switch to go from 2WD
to 4WD, while low range is engaged via the
floor-mounted lever. With the system engaged
it was pretty easy to get in and out of, even
on ground that was not perfectly level and we
noted that the gearing seemed low enough
that the Sequoia could crawl at comfortable
speeds, perfect for dune manoeuvring. Ad-
ditionally, we also noted that the six-speed
transmission’s torque converter also locked up
in fourth and fifth gear, as well as in sixth gear.
This car is no softy anymore.
The biggest advantage of having a low rev
engine is that it endows the SUV with tow
capabilities that are in the class of a full-size
pick-up. The Sequoia can tow up to 5,000kg
without stress. Meanwhile, the brakes are con-
sistent with full-size pickup capability and feel
reasonably gradual, with some forgiveness at
the top of the pedal and very strong response
as foot pressure is increased. The brakes are
enhanced by ABS (anti-lock brake system)
and Electronic Brake Force Distribution (EBD),
the latter of which keeps all four brakes ac-
curately proportioned as the vehicle stops,
assuring straighter stops and better control
and shorter stopping distances. Brake Assist
reduces stopping distances in panic situations.
These are all useful and necessary features
for a modern SUV, particularly one that might
be towing a boat.
tomatic transmission also accounts for part
of the Sequoia’s smooth performance and also
its decent highway mileage. The transmission
is controlled by a shifter that allows sequential
shifting, and has a lock-up torque converter
for better towing efficiency and heat control.
We also noted that engaging the Tow/Haul
mode changes the shift points for heavy loads
and long, uphill grades.
While this family SUV is not built to be a
cornering machine on country roads, control
is good enough for confident handling. The
suspension is soft sprung, but the rebound is
stiff and this helps in controlling excess wal-
lowing, especially in corners. The steering col-
umn actually has a floating shaft that keeps
noise and vibration from coming through to
the wheel.
The big news is that the AWD models come
with a two-speed transfer case with 2.6:1
 {Road Test}

<< The Sequoia is the largest SUv currently sold under the Toyota
umbrella and is slightly larger than the eight-seater land Cruiser.
The 4wd system is different to the one in land Cruiser >>

Trims and variants

The Toyota Sequoia SR5 comes with cloth up-

holstery, tri-zone air-conditioning; power windows,
locks, and back window; keyless entry; an eight-
speaker AM/FM/CD audio system with a plug for
iPod compatibility; tilt steering; cruise control;
spare tire; and mud guards. The SR5 is available
with 4WD and Sport Package upgrades the second
row bench to bucket seats (reducing total seating
to seven) and upgrades with a power-adjustable
driver’s seat, 20-inch alloy wheels with a unique
finish, colour-keyed sport grille, rear spoiler, fog
lamps, and a black fabric interior. For 2010, new
standard equipment for the SR5 includes the tow-
ing package, eight-way power driver’s seat, fog
lamps, running boards, power tilt/slide moonroof, a
roof rack, rear spoiler, and a leather steering wheel
with audio and climate controls.
Sequoia Limited comes standard with the
5.7-litre V8 and adds heated, leather trimmed
seats; upgrades the driver’s seat to 10-way adjust-
able; and adds leather trim to the steering wheel,
seats, and gearshift knob. The rear 60:40 third-row
seat is power operated. The dash is upgraded with
brighter Optitron gauges and a multi-information
display, and a 14-speaker JBL Synthesis audio sys-
tem includes Bluetooth capability. Outside, the Lim-
ited adds a roof rack, fog lamps, running boards
and parking sonar system. For 2010, new standard
equipment for the Limited includes a power rear
door with a sliding window, 20in alloy wheels power
tilt/slide moonroof, rear spoiler, and a backup cam-
era with a 3.5in display built into the rear-view mir-
ror.
The Platinum comes with 20in alloys, a rear
load-leveling suspension, and a memory feature for
the power seats, which are heated and air condi-
tioned in the front. Second-row seat is bucket type
and hence converts the interior to seven-passenger
capacity. Navigation system with backup camera is
standard. Exterior features include a power back Verdict
door, moonroof, and headlamp cleaner. Also stan-
dard on Platinum are laser cruise control, a rear- For the region, the Sequoia has just got better. Not only the AWD system extends the car’s ca-
seat DVD entertainment system with a seven-inch pabilities, but the creature comforts, flexibility and over all packaging including pricing is really
screen and a separate rear-seat audio system, in- hard to beat considering the fact that much softer under 3-litre five-seater CUVs are beginning
cluding wireless headphones. There is also a new to command premium pricing. In that respect, if you are in the market for value for money,
wood-trimmed steering wheel and shift knob. Op- the Sequoia could be considered on the shopping list. The 4WD Sequoia is now available in
tions for the Limited include the rear-seat DVD en- four models – SR5, Limited, Platinum Premium and Platinum Luxury, with prices ranging from
tertainment system. Dh159,000-225,000 in the UAE.

47
{Preview}

U p p i n g t h e
entry l e v e l

audi is introducing a whole new dimension to the compact class

with the all-new audi a1 and this car will also grace the middle
East. automan has the first details of what’s coming soon.
| Author: Chandan B Mallik

48
 {Preview}

T
he luxury sales race is tightening as the
German premium trio of Audi, BMW, and
Mercedes-Benz are fighting it out for
top honours. And despite the global economic
downturn, all three brands posted increased
year-to-year sales (over 2009): Audi climbed
19.1 per cent, Mercedes soared 15.2 per cent,
and BMW gained 14.1 per cent. Audi’s stellar
performance was prompted, in part, by strong
demand in China which has overtaken Germa-
ny as the brand’s most important market.
Now, Audi is looking at producing premium
cars in the B-segment as part of its horizontal
expansion in the line-up. And the carmaker
invited Overdrive and its sister publication
Saudi Auto for a quick spin and preview of the
A1, its smallest car a few weeks ago in Berlin,
Germany.
Well, we all know BMW with MINI, Fiat with
the 500 have been quite successful in the seg-
ment with these premium offerings. In fact,
BMW’s reincarnated MINI was the first ac-
knowledged model to be able to offer premi-
um quality, performance variants and bespoke
features – some of the key reasons for its suc-
cess with young urban customers. And it is
this segment of active prospects that Audi is
keen to tap with the A1, a vehicle that is spe-
cifically designed for the urban environment.
The A1 has been engineered to be very agile
and nimble in city traffic while offering a high
degree of everyday utility. And at the same
time it does meet the lifestyle aspirations with
the sporting S-line trims.
Taking the bullet proof platform of the Polo
as base material, Audi engineers and design-
ers have successfully redesigned and pack-
aged the car with core values of what the
brand is known for in less than four meters. At
first glance, the design and styling of the car
shows its personality being influenced by lot
of ideas and innovations from its concept
cars – the 2007 Audi A1 project Quattro in
particular.
While, Audi has taken a lot of ideas and in-
novations from the concept car and converted
them into series production, on no account
the A1 is a re-bodied Polo with Audi frills. The
front end bears an unmistakable family re-
semblance, but features unique accents and
detailing. The single-frame grille, for example,
is harmoniously integrated into the front end
and with its angled top corners represents
a new evolutionary stage. Its braces are ar-
ranged horizontally to emphasize the width of

49
{Preview}
<< From the range of powertrains offered
globally, the middle East will get its cars
with 1.4-litre TFSi engines mated to either
a six-speed manual gearbox or seven-speed
S-tronic>>
the front. The large, plastically modeled air in-
takes with their horizontal bars also contribute
to the sporty appearance of the Audi A1. The
fog lights are located in their outer corners.
The three-dimensionally styled headlights also
have their own special look. A strongly curved
wing structures the interior of the headlights.
As with every Audi, the daytime LED running
lights are standard which appear as a ho-
mogenous strip that follows the profile of the
wing. With the optional xenon plus units, the
daytime running lights are implemented using
LEDs and a light guide.
However, the most powerful design ele-
ment in the car is what Audi says is the ‘tor-
nado line’. It’s most prominent when the car
is viewed from the side where the upper edge
of the bonnet extends below the side win-
dows to the rear end, which reminds one of
the TT. According to the designers, it is the
point where the chiseled bonnet meets the
mudguards that defines the point of origin
for this design element called the tornado line
which then continues over the doors to the
rear end. Meanwhile, there’s an extra crease-
line running closely and precisely above the
wheel wells, which provide shelter to wheels
measuring up to 18in in diameter.
As part of the lifestyle-cum-bespoke op-
tions to customers, the sportily flowing roof
50
arch will be available in one of four contrast-
ing colours. The arch flow into a C-pillar is
flatter than on the TT, giving the rear end a
dynamic outline that is further emphasized by
the roof spoiler.
When viewed from the rear, the car resem-
bles the Volvo C30 in some ways as the rear is
wider. The luggage compartment is accessed
through a liftgate. Rear lamps are combined
with xenon bulbs and LEDs, but cannot be
seen when the luggage compartment hatch
is open. Hence, Audi decided to include ad-
ditional LED lamps in its broad side flanks.
Meanwhile, a sporty black diffuser in the skirt
at the bottom of the rear valance signs off
the rear while depending on the engine, the
exhaust system ends in one or two tailpipes
on the left side. With 0.32 coefficient of drag
for the base model, the newest Audi should
be among the most aerodynamic cars in its
class.
As a newcomer, the new car’s inner trap-
pings should be familiar to those with experi-
ence behind the Audi’s compact models. The
A1’s dashboard and central control layout is
clearly of the same vein, however there are
some specific design related changes which
have been designed to offer sporty looks with
bespoke options. As expected the build qual-
ity is high and so is the equipment level which
also includes a multimedia package and sat-
nav. The screen for the satnav neatly slides
in and out the dash and it angled perfectly
in line with the driver’s sight. Instruments a
large and are grouped together like its bigger
cousins. With the LED interior lighting pack-
age, the A1 brings 100 per cent LED tech-
nology to an interior in the premium compact
class for the first time.
Although, several petrol and diesel power-
trains will be offered with six speed manual
or dual-clutch seven-speed S-tronic automatic
transmission, the engine for the Middle East
markets has been chosen on the basis of tur-
bocharging instead of displacement. A high
output of 122hp and peak torque of 200Nm on
tap which is continuously available between
1,500 and 4,000 rpm comes from the 1.4-litre
four cylinder TFSIs mated to either gearbox.
The turbocharger with a water-cooled inter-
cooler pressurizes the 1,390 cc engine with
four valves per cylinder. Together with the
seven-speed S tronic, the 1.4 TFSI gets the
Audi A1 up to highway speed in 9.1secs. Top
speed is 200 km/h. while the standard six-
speed manual transmission bumps the time
for the sprint to 9.2 seconds, but does not
affect top speed. Average fuel consumption
is just 5.1 and 5.4 litres/100 km, respectively,
in the EU test cycle. All engines in the line-up
 {Preview}

also benefit from Audi’s modular technology,

one of them being the start-stop system.
On the safety front, besides a stiff body
shell, the car comes with two front airbags,
side airbags in the backrests of the front seats
and two curtain head airbags as standard kit.
Belt tensioners and belt force limiters plus the
Audi integral headrest system round out the
package of retention systems. Isofix child seat
anchor points in the rear are standard.
On the handling front, Audi wants the
front-wheel-drive Audi A1 to be the sportiest
car in the compact class which means it has
to be nimble and agile in the city; steady and
precise on interurban roads, and comfortable
on the highway. Hence, the advanced chas-
sis with the wide track and balanced weight
distribution was a key engineering challenge.
The front suspension comprises a MacPherson
construction with lower triangular wishbones,
while the rear uses torsion beam. Steering
is electro-hydraulic rack-and-pinion power.
At only 81cm, the front overhang is unusu-
ally short and depending on the engine, only
between 61 and 63 per cent of the weight
rests on the front axle. A number of details
contribute to this, such as the position of the
battery, which with most engine options is un-
derneath the luggage compartment. With a
base weight of only 1,045kg, the A1 promises
to be the lightest vehicle in its class. The car
gets ESP packaged with electronic differential
lock.
The Audi A1 will be built at the Audi plant
in Brussels. Audi invested more than 100 mil-
lion euros in the modernization of the produc-
tion facility in order to completely satisfy the
most stringent of quality standards. The A1
is expected to hit the region in first quarter
of 2011.

<< with 0.32 coefficient of drag for the base model, the newest
audi has been optimized for super efficiency and fine-tuned at the
ingolstadt wind Tunnel Centre. The entire body has been - from the
rear spoiler, including the spoiler edges, to the underbody and the
wheels. The aerodynamic underbody largely covers the underbody,
protecting it and creating favorable aerodynamic air flow>>

51
{special feature}

electrifying!
mercedes-amg is readying an all-electric SlS for production within
four years and so is audi with the R8 e-tron. and strong indicators
suggest Toyota joining the elite group with the lF-a. Should start
up companies such as Tesla or Fisker be worried? automan
examines the possibilities.
| Author: Chandan B Mallik

52

A
s early as 2014 or ‘05, both Mercedes-
Benz and Audi are expected put their
respective electric supercars into com-
mercial production if the current pace of
development and investment in technology
continues. There has been genuine interest
on part of supercar and sports car makers
in developing cars that don’t bring in the
guilt of burning fossil fuels excessively or
pollute the environment. Although, electric
technology for propelling cars has been avail-
able, but the challenge isn’t over yet for car-
makers looking for that perfect answer. And
though start-up companies such as Tesla and
Fisker seem to be ahead in the game for now
with all-electric or extended range hybrids, the
gap between these players and mainstream
automotive brands will become narrower in
the years to come.
In the supercar category, the most promis-
ing names come from Germany – with Audi
and Mercedes-Benz leading the show. Al-
though BMW can be included in the technol-
ogy equation, all three have been showcasing
interesting concepts and this leads us to the
concepts at last year’s Frankfurt show, where
Audi showcased the e-tron and Mercedes-Benz
AMG the electric version of the SLS called SLS
eDrive. In common both feature an electric
powertrains on an existing platform. While
both have promised to offer green credentials,
but the big question will always be: will either
be any good as their petrol counterparts?
Mercedes-AMG is challenging the future
with its SLS AMG E-CELL with the promise offer
exceptional performance. The project vehicle
offers a power output of 392 kW and 880Nm
of torque from its four synchronous electric
motors which can spin as high as 12,000rpm.
As a result, compared with wheel-hub motors
the unsprung masses are sub-
stantially reduced. One trans-
mission per axle transmits
the power. When it comes
to dynamics, the electrically-
powered SLS AMG makes a
statement with the E-Cell
model capable of accelerat-
{special feature}
ing from zero to 100km/h in four secs which
puts it almost on the same high level as the
SLS AMG with the 6.3-litre V8 engine, which
can hit km/h in 3.8secs.
The SLS AMG E-CELL drive incorporates a
liquid-cooled high-voltage lithium-ion battery
featuring a modular design with an energy
content of 48kWh and a capacity of 40 Ah.
The maximum electric load potential of the
battery, which consists of 324 lithium-ion poly-
mer cells, is 480 kW, which is an absolute best
value in the automotive sector. Another techni-
cal feature of this considerable performance is
the intelligent parallel circuit of the individual
battery modules which helps to maximise the
safety, reliability and service life of the battery.
The 400-volt battery is charged by means of
targeted recuperation during braking whilst
the car is being driven.
The transformation from petrol to electric
super sports car also called for some specific
changes to the interior. As a result, the AMG
instrument cluster and centre console in par-
ticular both feature a new design. The new
AMG instrument cluster provides information
on speed, charge status of the battery and
the estimated range. The newly designed cen-
tre console now houses a 25cm touchscreen,
which driver and passenger can use to conve-
niently operate all of the audio, climate and
navigation functions, and also obtain informa-
tion on the flow of power from the four electric
motors.
The AMG Drive Unit, which is angled to-
wards the driver, houses buttons for starting
the motor, ESP® functions, the AMG memory
function and the extendable front splitter and
rear spoiler. Using three new buttons, the driv-
er can switch simply between P, R and D. The
park setting is enabled automatically by switch-
ing the electric motors off. Although, figures
relating to full driving range on a single charge
haven’t been released, but David Coulthard,
retired Formula One driver, who drove a pro-
totype model recently, was taken by surprised
with the car’s acceleration. Coulthard de-
scribed it as: “instant, but smooth” and “way,
way more than I expected.”
53
{special feature}
<< The audi e-tron Concept and its package
takes into account the specific realities of
an electric vehicle. The car is able to freely
distribute the powerful torque of its four
electric motors to the wheels as required
and torque vectoring allows for dazzling
dynamics and an undreamed-of level of
agility and precision when cornering>>
54
A udi has been showcasing several techni-
cal solutions for a compact sports car with
all-electric drive. At the 2010 NAIAS in the
Detroit, the second electric concept vehicle
from the brand, the R8-based e-tron Concept
was presented. Ingolstadt’s ace up the sleeve
is this all-electric R8 which is set to take on
anything from Tesla or any other ‘green’ su-
percar. As expected, there are no V10 engines
here and the battery pack sits behind the pas-
senger cabin to optimise its centre of gravity,
thus achieving a 42:58 weight distribution.
Four electric motors drive the front and rear
axles, driving up to 70 per cent of power to
the rear wheels.
The motors offer a total system output of
313hp and maximum torque of 4,500Nm.
These figures translate to a 0-100km/h sprint
time of 4.8secs, with a top speed of 200km/h
and a range of about 248km on full lithium-
ion power. Recharging the 213kg battery pack
at the back to full capacity requires six to
eight hours on a normal 220volt outlet, while
a 400volt plug will do the job in about two
and a half hours. While Tesla and Mercedes
rely heavily on carbon fibre composites, body
mass in the Audi is said to be 1,600kg, thanks
to the use of the company’s advanced space
frame aluminium technology and reinforced
plastic in the construction.
The first practical outing of the R8 e-Tron
was at the track at Le Mans on June 15, where
legendary Audi driver Frank Biela took the car
for a spin in the Le Mans vers le futur demo
event for EVs.
So who wins – Audi or Mercedes? On the
power output consideration with available de-
tails of chassis and handling, the SLS trumps
with its 526hp vs Audi’s 313hp. The goal of
the AMG for the electric SLS was to match the
acceleration of the petrol 563hp version. If
the SLS eDrive actually hits its claimed zero-
to-60 time of less than four seconds, it will
be a close match for its V8 sibling. However,
the top speed, although said to be in excess
of 125 mph, is still a far cry from the near
320km/h of the regular SLS.
Audi claims the 53-kilowatt-hour battery
pack powering the e-tron is good for a 154-
mile drive. However, the car uses only 42.4
kWh of its total output for propulsion, in order
to lengthen the life expectancy of the battery.
AMG haven’t released any other details relat-
ed to battery performance

F or the moment. Tesla is clearly, a market
leader in commercial battery-powered su-
percars which retail for around $109,000 in
the US. At the end of last month, Tesla Motors
went public with an IPO, stirring an investors’
frenzy on Wall Street. On the first day, the car-
maker raised $226mn, far better than its own
expectations but subsequent trading wasn’t
that enthusiastic. While, Tesla revealed in its
IPO papers that another three models will join
the range: a convertible, a crossover and even
a van. Tesla understands that it has to pro-
duce lower priced models and that could hap-
pen should the collaboration deal with Toyota
at the former NUMMI plant materialises. The
volume model will be called ‘S’ and will have
a price tag of $50,000 and should be ready
by 2012.
The current Roadster model is powered by a
small and lightweight three-phase alternating
current induction motor which weighs just over
115 pounds. The battery produces 375volts
and 900 Amps of current into the motor to
deliver peak output of 288hp and 295 lbs-ft of
torque. At top speed, the motor is spinning at
14,000 times per minute.The motor is directly
coupled to a single speed gearbox, above the
rear axle and the simplicity of a single gear
ratio reduces weight and eliminates the need
for complicated shifting and clutch work. The
motor does not need a complicated reverse
gear - the motor simply spins in the opposite
direction. The battery pack in car takes into
account the latest in Lithium-ion battery tech-
nology. The pack contains 6,831 lithium ion
cells and is the most energy dense pack in the
industry, storing 56 kWh of energy. The inge-
nious pack architecture enables world-class
acceleration, safety, range, and reliability. The
cars are engineered to charge from nearly any
120-volt or 240-volt outlet. A single charge al-
lows a driving range of 245miles.
The Roadster also has an on-board battery
charger and charge times vary based on the
outlet voltage and amperage. With the Tesla
Home Connector, a Roadster charges in as lit-
tle as 4 hours from empty, yet most Roadster
owners simply “top off” after each trip and
start each day with a full charge.
An advanced power electronics module
functions as a bridge between the charge
port, battery, and motor. Every electron used
from the motor drive to the dome light flows
through the module and Tesla says that at
many operating points, it is 97-98 per cent
efficient with less than two per cent of con-
verted energy being lost. The car has carbon
fibre construction will outclass many Ferraris
{special feature}
with blistering 0-96km/h in 3.7secs.
And it’s not going to be cheap
While Tesla promotes day-to-day supercar
performance and running costs at a fraction of
a petrol equivalent, these lithium-ion battery
powered cars at the moment are prohibitively
expensive. Tesla sells its Roadster for approxi-
mately $109,000. Consider the hard facts: in
these cars every KWh of battery storage cur-
rently costs roughly $1,000. The Audi’s bat-
tery pack weighs about 1,040 pounds, and the
SLS’s batteries likely weigh roughly the same.
Fortunately, both supercars have lightweight
aluminum structures to offset that bulk, but
curb weights are still expected to top 4000
pounds, a gain of about 400 pounds over the
current gasoline versions. And like the batter-
ies, using aluminium in cars isn’t exactly cheap
technology; both cars are likely to cost more
than $200,000.
And then there’s the convenience/incon-
venience recharging batteries. Using a high-
voltage charger, depleted batteries would take
about three hours to reenergize; a 220-volt
home-charger would mean 6 to 10 hours, and
a household 120-volt plug would require more
than 30 hours.
55
{special feature}
O ver the years Toyota and Panasonic have
been working in the area of advanced
lithium-ion batteries. But the Japanese car-
maker has decided to go the Tesla way by
stringing together a bunch of laptop batter-
ies to power an electric vehicle. It seems that
Toyota wants to play catch up and is consid-
ering making an all-electric supercar to rival
the likes of the Audi e-tron and the SLS AMG
E-Cell from Mercedes-Benz.
Analysts think that Toyota’s recently an-
nounced a $50mn partnership deal to co-
develop electric propulsion technologies with
Tesla could result in the Japanese automaker
56
to develop an electric supercar with around
500hp and four-electric motors with a 0 to
96km/h time of around 4secs. The car would
be equipped with a function which allows the
driver to select between different types of
drive programmes such as comfort or sport,
in order to have a better command of battery
use. The car could be tentatively scheduled for
a 2015 debut. Meanwhile, Tesla has scheduled
to deliver two electric-car prototypes to Toyota
by the end of July. The two are believed to be
electric versions of the Toyota RAV4 and Lexus
RX models according to US-mag Motortrend.
automan take on the future of
electric supercars
Lengthy charging times, restricted range, ex-
pensive, and heavy—it all adds up to a not
very appealing or practical combination. It’s
no secret that Tesla has actually the first car
maker to commercially sell over 1,000 green
supercars. This aspect does give Tesla a defi-
nite lead as most other manufacturers have
been showcasing concepts or design exercis-
es. The second car maker closest to offering
a competitive model would be Fisker. Fisker
plans to deliver the first extended range Kar-
mas late in the year.
Porsche comes next in the list. Porsche
hybrids are expected to go on sale by late
2010. Meanwhile, Mercedes-Benz has in-
dicated that the SLS eDrive AMG could be
commercially available in four years. Com-
patriot Audi has made no formal production
announcement yet, but Audi could bring to
market a small, limited-edition series of the
e-tron within the next couple of years.
That leaves BMW with its ambitious Vision-
Dynamics Concept. BMW hasn’t announced
any production plans for the concept but we
think the way it has been packaged it would
be more of a test bed for future models.
So, the next few years will see some inter-
esting propositions but we think these limited
production cars will be purchased more as a
green status symbol and probably won’t be
cross-shopped by anyone interested in the
internal combustion engines.
As of now these electric-powered super-
cars make sense only as learning tools and
these vehicles can be popular with masses,
so they’ll be built in tiny numbers. We think
car brands will continue using the concepts
as a high-profile and public-relations-friendly
proving ground for battery and electric-drive
technology and perhaps find low cost solu-
tions for masses. Meanwhile, one thing is
for sure, the supercars of the future will be
greener, electric and just as fast and nimble.

Keeping them fit and healthy
automan shows you how to identify problems and get the best out of your car’s tyres
T yres, in general are considered as distress
purchases and hence is probably at the
bottom of motorist’s purchase list. But one
shouldn’t have to wait till a tyre has a flat
or completed its working life. Unlike colder
climates, where the life span of a tyre is
higher, the hot Middle East region poses extra
challenges for any tyre maker in a situation
where tyres are constantly being subjected to
extremes. In this section, we have identified
five major factors contributing to tyre failure
and guide you with simply easy-to-understand
instructions on how to prevent them.
1. aged tyre
Most GCC establishments in the region
recommend a maximum four year period
for tyre usage in cars. And it really doesn’t
matter how much mileage you have done or
that the tyre has still adequate tread depth.
To determine the age of your car’s tyres,
begin with checking the tyre sidewall for the
manufacturer’s date code. It will be in the form
of a four-digit number, stating the month and
year the tyre was produced. Unfortunately,
there’s no equivalent to an expiration date.
And it’s not a good idea to instal tyres on your
vehicle that have been sitting on a warehouse
shelf for many years.
<< Ozone and Uv rays can have adverse
effects on rubber. ageing is one of them >>
{SPECIAL FEATURE ON TYRES}
2. Underinflation
Tyres that have too little pressure in them
run hot, much hotter than correctly inflated
protect the rubber. Detergents or aftermarket
protectants will remove these oils prematurely.
A certain amount of weather-checking is
ones. The pressure in the tyre keeps the tread normal. If the cracks are down to the fabric
and sidewalls from flexing. Friction from this sidewall plies, it’s time to change that tyre.
flexing generates heat, and that degrades the 5. physical damage
rubber and the fabric construction of the tyre. Any foreign object that penetrates the tyre far
And don’t be fooled by the appearance of the enough to cause a leak is sufficient reason to
tyres. It’s impossible to see if your tyres are require the tyre to be removed from the rim
underinflated without using a tyre pressure and inspected by a tyre technician for damage
gauge. The proper pressures are printed on to the inside of the carcass. An externally
a sticker on the driver’s door frame or inside applied plug or worm should be considered
the glovebox. They are also in the owner’s a temporary repair. A proper repair involves
manual. patching the tyre from the inside with a plug
3. Overinflation that not only holds air but prevents water from
The tyre inflation pressures printed on the infiltrating into the carcass’s belt plies. Water
tyre sidewall are the tyre manufacturer’s in this part of the tyre will make it weaker. It’s
maximum permitted pressure, not necessarily not really possible to repair a tyre sidewall.
what the vehicle manufacturer recommends.
Overinflated tyres will have poor grip, and the
tread will wear prematurely in the center.
4. deterioration
eterioration
Exposure to ozone, road chemicals and
ultraviolet light accelerate degradation of
rubber. But this is probably more of a problem
for vehicles that are parked outside in the
sun. Tyre sidewall rubber is permeated with
oils that are designed to leach out slowly and
57
{SPECIAL FEATURE ON TYRES}
Better safe than sorry
a tyre burst or blowout is the last thing any motorist’s mind
and no one would want it to happen, especially on the move.
I f you are a motorist residing in the region,
you may have noticed that accidents caused
by tyre blowouts seem to be unavoidable. You
might have experienced that while travelling as
a long distance commuter apparently without
reason or warning, one of your car’s tyre fails
and explodes. With quick thinking, you control
and quickly manoeuevre the car to a safe spot.
Although shaken by the incident you still have
no clue to look for an explanation as to why
such a thing happened.
Tyres are the only part of the vehicle that
directly connects the vehicle to the road
surface and it’s the air inside the tyres that
supports the weight of the vehicle. However,
there are several reasons for unexpected tyre
failure. One of the things that can cause a
blow out is damage to the side wall of the
Tyre safety tips
1. It is advisable to check tyre pressures at
least once every fortnight when the tyre is
cold. Over and under inflation are both bad
for the car and occupant safety. There is a
misconception that tyres hold the car up. It is
actually the right air pressure that keeps the
car up. The tyre is just an object that keeps
air inside. To maintain the right pressure in
the tyres, it is important to check them every
15 days.
2. Observation counts. Also examine your ve-
hicle tyres for visible surface damages, minute
or cracks, uneven/eccentric wear or unex-
plained bulges.
3. Consult a tyre expert if in doubt or if you
suspect any damage to your tyre or wheel
from an impact with a curb, pothole, debris
on the road or any other road hazard, or if
you feel or hear any unusual vibration, replace
with a properly inflated spare at once and im-
mediately visit any qualified tyre technician.
4. Where to go: it pays to go to authorized
set-ups and avoid roadside or souq-styled
set-ups as much as possible as there’s a good
chance of being duped with unsuitable cate-
gory of tyres or cheap non-approved imports.
5. Avoid using tyres that are four years or
older. Even if your car has clocked low mile-
58
a car will cause a bubble to form in the side
wall. This bubble is formed when the layers
of the tyre separate and air gets in between
them. The second most common reason for
a blow out is driving a car with incorrect tyre
pressure. If the tyre is soft the side wall flexes
more than it is designed to. Heat is generated
in the flexing and that results in the side wall
splitting.
Drivers of many vehicles are either unaware
about routine maintenance or just aren’t
bothered. In either case, there’s a penalty
rider attached, and sometimes it can prove to
be costly, if some of the symptoms are grossly
ignored. And in tough economic times, it’s not
surprising to find drivers who are keen to cut
corners when purchasing tyres. And there’s
age and tread wear seems normal, it has to be
replaced. Period.
6. Tyre rotation: is considered vital to achiev-
ing even tread wear and long tread life in a
car. Rotation is necessary because of the un-
even wear characteristics which ultimately de-
pend on the type of the vehicle – front, rear
or all-wheel drive. Front wheel drive cars ex-
perience much faster rate of wear. Tyre rota-
tion should be undertaken every 5-8,000km
even if there is no sign of wear. Front and rear
wheel drive cars usually practice ‘cross rota-
tion, while straight rotation is advised for 4WD
vehicles. It’s useful to include the 5th (spare)
in the programme but on no account include
a temporary spare (space saver) tyre in the
rotation schedule.
7. Replace worn out or cracked tyres prompt-
ly.
8. Avoid running a car with a tyre that has flat
spots. This happens when a vehicle is parked
for a long time in the same position. These
tyres develop flat spots, which can weaken the
no shortage of
an unscrupulous retailer supplying
budget tyres which eventually turn out to be
sub standard, reconditioned or unfit for use.
That’s one of the reasons that in Oman,
several reputed tyre manufacturers organize
safety campaigns which include inspection
and education relating to dangers of using
unsafe tyres.
Finally, never ever brake when your car tyre
bursts in the middle of the road; just try to
maneouvre, shift to low gear, move towards
the side and gradually come to a halt to avoid
serious accidents. When you brake suddenly,
the car skids and becomes uncontrollable,
resulting in serious accidents.
tyre over a period of time.
9.Do not mix tyre types such as radials or
cross plys. Always use same type of tyres.
10.Always have wheels balanced whenever
replacing or rotating tyres.
11.Buy your tyres from a manufacturer ap-
proved outlet and it is recommended that all
four tyres are replaced at the same time. How-
ever, whenever only two tyres are replaced,
the new ones should be put on the rear. The
logic being that new tyres, with deeper tread
provide better grip and water evacuation in
wet driving conditions.
12. Avoid overloading. If a tyre is 20 per cent
overloaded, its lifespan will be reduced on av-
erage by 30 per cent.
13.Never use hydrocarbon-based solvents
such as thinners or unapproved liquids to
clean tyres.
14. Avoid striking or driving over hard ob-
jects such as shrapnel’s, nails or small rocks
on road. These can rupture the tyre’s inner
walls quite easily with no visible exterior dam-
age.
15. Temporary puncture kits: as the name
implies these are to help the driver to take the
car to the nearest repair outlet only. Always
seek professional and permanent tyre repair
solutions. Never run a car with temporarily re-
paired tyres for long distances.
Get twice as much when{SPECIAL
you FEATURE
subscribe
ON TYRES}
Pay RO 7/- * only per year and get 12 issues delivered to your
doorstep PLUS get year round membership of our web portal.
OR
Prove you mean business and we pay** for your subscription.

+
* RO 15/- for other GCC countries, RO 30/- for all other countries
** Free corporate subscription is offered at the sole discretion of Automan’s marketing department and is available only to
professionals connected to marketing, advertising and public relations in the automotive field

The best car stories ever told! An Al RoyA PublicAtion

24562360 automan@alroya.net

With the best reviews, best photographs and definitely the best value
Visit us online www.automanweb.com

Yes! I wish to subscribe to Automan

1 I will pay for my subscription
I have enclosed an amount of RO
* Oman RO 7/-, GCC countries RO 15/-,
2 I qualify for corporate promotion
I am a manager / professional connected with marketing,
advertising or PR in the automotive industry and need to
be kept informed about Automan
RO 30/- Other countries
Name : ______________________________ Title : _________________________________
Gender : _____________ Age : _____________ Company : _____________________________
Mailing address : _________________________ Role : _________________________________
_______________________________________ Brand : _____________ Phone: _____________
Country : ____________ Phone: ___________ Fax : _______________ Website: ___________
^ Filling Part 2 is optional for paid subscribers. Must be filled
Email : ______________________________ completely to allow us to determine eligibility for free mailing.
< Part 1 must be filled by all subscribers. Email id must be unique
Preferred user id:_________________________ to avail of free user login available on www.automanweb.com 59
Mail to: Automan, AL ROYA PUBLISHING, PO BOX 343, PC 118, Al Harthy Complex, Sultanate of Oman Phone: (968) 24562138 Fx: (968) 24562194 Email: automan@alroya.net
{SPECIAL FEATURE ON TYRES}
Know your tyre
You don’t have to be a rocket scientist to interpret tyre markings. automan helps you
demystify all numbers, letters, symbols, mysterious codes
Y ou are ready to change your tyres, but
don’t know where to start as you find the
variations in tyre specifications and the con-
fusing jargon you might hear from a salesmen
or “experts” might make your purchase rather
stressful. Despite what appears to be a tough
scenario, you have often wondered what do
all those numbers, letters, symbols, mysteri-
ous codes really mean in simple terminology
and what is the purpose of such detailing?
Well, there are two main purposes: the first
is to help identify the size and specification of
the tyres correctly. The second is to confirm
that the tyre has been tested and approved to
country safety standards. For example, tyres
coming from Europe with have a mandatory
marking known as ‘E’ marking.
Although not illegal, it is not recommended
to have tyres with a lower speed rating or load
capacity than the manufacturer recommended
tyre specification for your vehicle, or to have
a combination of different tyre construction
types. Always consult your vehicle handbook,
225= this number represents
the section width of the tyre
R = for type of construction, in this case the
tyre is radial
‘Tubeless’ designates a tyre which requires no
inner tube.
60
which will confirm your vehicles tyre speed
and load ratings as well as any additional re-
quirements.
Meanwhile, we help you understand the
various bits related in helping understanding
the tyres a bit better.
So, let’s begin with the important stuff:
Besides, these are other markings and the
list includes:
The temperature rating - an indicator of
how well the tyre withstands heat buildup. “A”
is the highest rating; “C” is the lowest.
The traction rating - an indicator of how
well the tyre is capable of stopping on wet
pavement. “AA” is the highest rating; “C” is
the lowest.
The tread-wear rating - a comparative rat-
ing for the useful life of the tyre’s tread. A tyre
with a tread-wear rating of 200, for example,
could be expected to last twice as long as one
with a rating of 100. Tread-wear grades typi-
cally range between 60 and 600 in 20-point in-
crements. It is important to consider that this
Manufacturers or brand name, and commer-
cial name or identity
17= this is the diameter of the tyre’s inner
rim in inches
V93 is the speed symbol indicating the maxi-
mum speed for the tyre at full load. In this case
it denotes a speed capability not exceeding
240km/h
is a relative indicator, and the actual life of a
tyre’s tread will be affected by quality of road
surfaces, type of driving, correct tyre infla-
tion, proper wheel alignment and other vari-
able factors. In other words, don’t think that
a tread-wear rating of 100 means a 30,000
mile tyre.
Encoded US DOT information is a two-
letter code that identifies where the tyre was
manufactured in detail. In other words, what
factory and in some cases, what city it was
manufactured in.
OE Tyres In the same way that Porsche
specifies high performance N-rated tyres
there’s even more markings on the sidewall of
a tyre that can denote tyres fitted as original
equipment (OE) to various makes of vehicle.
In some cases, the ‘preferred’ OE tyres are
slightly different than the same-named tyres
without the OE specification. For example on
some Honda SUVs, the tyres that are stamped
with ‘DZ’ have a lower rolling resistance tread
pattern than those that aren’t.
The number 50 here describes the aspect
ratio. This mark represents the height of the
tyre sidewall as a percentage of the nominal
section width
 {SPECIAL FEATURE ON TYRES}

PLAY
Watch all the best car videos

http://automanweb.com/automan-tv

61
{SPECIAL FEATURE ON TYRES}
Space savers: boon or bane?
Nearly 25 per cent of all new cars sold these days are fitted with the space- and weight-
saving spare wheels. while many consumers don’t know the tyres’ limitations in their
cars, automan highlights the core issues related to these
H idden in the boot below the carpet or felt
lining of your car is something that you
may not realise which has the potential to sig-
nificantly compromise your health and safe-
ty. And it’s probably the last thing you could
expect in your car. No, it’s not a poisonous
insect that might have sneaked into the car,
but believe it or not, it relates to the manufac-
turer supplied original equipment [OEM] spare
wheel and tyre.
This may surprise many since the thought
of tyres, like batteries come only when there’s
some distress such as a flat tyre or dead bat-
tery. While many motorists actually are igno-
rant about the spare wheel they are carrying,
it pays to spend some time in investigating.
What’s more, many cars are now being sold
without a spare wheel and instead come with
temporary tyre repair kits. But expensive cars
like the BMW 5 Series come with special run-
flat tyres which have reinforced sidewalls and
special rims that allow the car to be driven for
up to 150km on a deflated tyre. But, the last
category is that of the space-savers, which
have certain advantages and disadvantages.
Consumer trend research has suggested that
many customers are still unaware about what
they need to know, hence this article. Read
on.
why do car makers offer space savers?
There are three main reasons. First, with
the availability of better quality tyres, the fre-
quency of getting a flat has reduced compared
to what they were say 10-15 years ago. Sec-
ondly, space-savers are generally cheaper to
produce and does makes commercial sense
for volume car makers. Thirdly, many cars,
particularly performance variants come with
big wheel and tyre combos, don’t have any-
where to fit a similar spare, which is where the
term space saver originated.
62
How do space-savers benefit car users?
These act as temporary spare tyres which
are lighter and smaller than the regular tyres
fitted on the car. Temporary use spare tyres
are generally recognizable by their unusual
design (yellow rim) and compact size.
why do many people dislike having
space savers in their cars?
The main reason is because the range and
top speed is limited.
Can a space saver be swapped for a reg-
ular tyre?
It depends on the design of the car and
available boot space. In some cars you can’t
swap a space-saver unless you want most of
the cargo space in the boot to be occupied.
aken up with the wheel and spare because
that’s the reason they’ve got a space-saver”.
what should a car user remember when
using a temporary spare?
Fit only the temporary use spare tyres pro-
vided by the vehicle manufacturer for your
vehicle model. (Replacement tyres offered by
reputable tyre companies may also be used
provided they match the original equipment
specifications.)
are there any limitations on usage of
space savers?
Always remember, temporary use spare
tyres are not designed to travel long distanc-
es. If you are unsure of the condition of the
space saver spare tyre, be sure to check it be-
fore driving the car.
Can a space saver tyre be mounted on to
a different rim?
Never attempt to fit a temporary use spare
tyre to any other rim. Always use the tempo-
rary use spare tyre strictly in accordance with
the vehicle manufacturer’s instructions.
why should we follow vehicle manufac-
turer’s instructions for space savers?
Safety of the car’s occupants is the main
concern. You should carefully observe the
manufacturer’s recommendations for any
limits on speed, tyre pressure, load and safe
travel distance.
is the tyre pressure for a space saver
same as the other regular tyres in the
car?
No. The inflation pressure will not be the
same for the temporary spare as the primary
tyre. This information can be found either on
a placard near the spare tyre or in the vehicle
handbook.
what other factors need to be consid-
ered when using space savers?
You will need to understand that the brak-
ing distance of a car be affected when using
a space saver, even if the car has ABS. There
are plenty of vehicles without ABS, and having
a space-saver can significantly increase the
braking distance.
a regular tyre in a car can last 30-
40,000km. in comparison, will a space
saver be as durable?
The working life span of a space saver is
very limited. A space saver can last just 450km
before it needs to be replaced, and if one is on
a long distance drive, a flat could place some-
one in a very difficult situation.
Is there any real benefit of having a
space saver, even if it comes from the
car manufacturer as oeM?
As with any system or kit on board the car,
there are pros and cons. The space-saver tyre
is usually lighter than the regular tyre combo
used in the car, so there is a minor fuel saving
over the life of the car. Secondly, the smaller
rear tyre offers improved rear-end crash pro-
tection and lastly, there’s the issue of boot
space and the shape of the boot in some cars
which have been designed to offer a flat floor.

The all-new bridgestone Turanza gR-90 has been designed for motorists who want the
highest level of ride comfort, quality and safety in a replacement tyre.
I n March this year, Bridgestone Middle East
and Africa organised an extraordinary
launch programme of its new Turanza GR-90
tyre under an innovative themed presentation
called “Take a Journey”at the Lost Chambers
of Atlantis, in Dubai. Maximized comfort,
extreme quietness and enhanced safety are
the three core USP’s in this new Bridgestone
product. Born from Bridgestone’s state-of-the-
art engineering processes, the Turanza repre-
sents the brand’s passion for setting ground-
breaking standards in performance touring
tyres which has innovative tread designs and
extensive usage of quality compound materi-
als. Together, they unite comfort and handling
at the highest levels in the new tyre.
Automan spoke with Makoto Ono, direc-
tor of sales and consumer tyre marketing at
Bridgestone Middle East and Africa office to
understand more about this new arrival.
In the global tyre industry, where is Bridge-
stone ranked?
Makoto Ono (MO): If you consider the glob-
al base, we enjoyed 16.7 per cent in 2008 ac-
cording to Tire Business.
How much of the global economic down-
turn has affected the tyre industry in general
as most major car makers have reduced pro-
duction?
MO: Like all other organizations worldwide,
Bridgestone also has been slightly affected by
the global economic downturn. However, we
have already implemented countermeasures
to secure the share and sales expansion.
What are the major challenges that Bridge-
stone is facing today?
MO: Bridgestone wishes to respond to the
requirements of our society swiftly and appro-
priately. The company is now focused on the
need to direct resources towards the further
intensive development of innovative technolo-
gies and strategic products with high growth
potential which are intended to contribute to
driving safety and the needs of the environ-
ment.
New cars are getting sophisticated and
faster. These cars also need specially designed
tyres for performance, handling and safety.
What role does Bridgestone play in catering
to such needs?
MO: Bridgestone is always working in close
collaboration with all the auto manufacturers
worldwide in order to fit the requirement of
the latest technology of the cars in terms of
high performance, improved handling and also
at the same time focusing on enhanced safety
and the environmental commitments.
What are the current tyre trends in luxury
cars, Sports SUVs etc?
MO: Currently, most of cars are a combi-
nation of high performance and comfort ride
which is exactly what TURANZA GR-90 offers.
Was the TURANZA GR 90 developed by
Bridgestone alone? Was there any close col-
laboration with auto manufacturers?
MO: TURANZA GR-90 was developed by
Bridgestone. During a new tyre development,
safety often heads a priority list, but not far
behind, and for some who take safety for
granted in premium tyres, comfort and per-
formance are next on the agenda. Hence, we
focused on the consumer demand for better
handling and performance. Bridgestone col-
laborated with auto manufacturers worldwide,
and derived the TURANZA lineup, designed
to offer an unprecedented experience in su-
preme ride comfort, road handling capabilities,
smoothness and low noise characteristics.
How is the TURANZA GR 90 going to estab-
lish itself as a “premium touring” tyre?
MO: TURANZA is recognized as the “pre-
mium touring” tyre because it does not ex-
clusively focus on quality alone, but instead
pursues an ultimate balance of comfort and
handling on all kinds of road conditions. In
attaining such an unparalleled objective, the
designers needed to fully understand driver’s
expectations far and wide.
For a customer, what can he expect from a
TURANZA GR 90?
MO: It would suit those who want the best
of both worlds – a tyre designed specifically
with comfort and safety in mind. The Turanza
was originally developed for European luxury
cars, complements performance luxury sa-
loons such as Mercedes-Benz, BMW, Audi,
Lexus and a number of other luxury cars in
that segment. Since it is positioned as a tour-
ing tyre, the GR-90 not only succeeds the GR-
80 but betters its predecessor when it comes
to noise, comfort, handling and rolling resis-
tance reduction.
What does the TURANZA [the name] rep-
resent for Bridgestone?
MO: TURANZA represents tyres that guar-
{new product}
antee maximized comfort, extreme quiet ride
and enhanced safety to the drivers of world
class luxury cars and middle sized saloons.
It is known that friction from tyres accounts
for about one-fifth of a car’s fuel consumption.
With new regulations and legislation in the
auto industry demanding tangible solutions
for CO2 emission reduction and better fuel ef-
ficiency, how does a tyre like TURANZA GR 90
help in achieving these considerations?
MO: TURANZA GR-90 has a low rolling re-
sistance coefficient which subsequently con-
tributes to reduced CO2 emission and hence
better fuel efficiency.
What sizes are offered for TURANZA 90?
MO: TURANZA GR-90 is available in a wide
variety of sizes from 14in to 19in, with an as-
pect ratio ranging from 65 to 30 series, to fit
a diverse range of cars and to satisfy most
driving styles and road conditions.
Besides luxury cars, can the TURANZA 90
offer a premium touring experience for cus-
tomers? If so, please explain how.
MO: TURANZA GR-90 has the highest speci-
fication level of ride comfort, ideal for luxu-
ry/ medium sized sedans. With the superior
noise-reduction technologies and dampening
design, this premium tyre offers a smoother,
quieter ride, as well as higher levels of safety.
How different is the recently launched
TURANZA GR 90 as opposed to the high end
POTENZA?
MO: TURANZA and POTENZA cater to en-
tirely different driving preferences. TURANZA
exudes premium touring whereas POTENZA
delivers high performance sports driving.
How is the market classified for these tyres
by Bridgestone?
MO: Bridgestone has tyres that meet all the
requirements of the customers. POTENZA –
High end Sports performance tyre, TURANZA-
Premium Touring Tyre , DUELER – Tyres that
are suitable for SUVs.
63
{also driven}

Style with substance

automan discovers how the 2010 Ford Fusion marks a turning

point for Ford
| Author: Chandan B Mallik | Images: Sakeel Al Baloushi

64

Brand and model perspective
The introduction of the mid-sized American
Ford Fusion (code name CD338) based on
Ford’s CD3 platform [which also spawned the
Mazda 6] in October 2005 as a 2006 model
was widely considered as a befitting replace-
ment for the then temporarily discontinued
Taurus. With its spacious cabin, responsive
driving dynamics and attractive styling made
it very competitive, but there were a few miss-
ing elements that prevented it from being a
true segment leader. Meanwhile, the Taurus
badge has been revived, so appropriately for
the model series the Fusion for 2010 has been
extensively revisited and given a new lease of
life.
What’s new?
Although, the 2010 Fusion uses a carryover
platform from the 2009 model [originally de-
veloped for the Mazda 6 and modified for the
Fusion], hence it is not surprising that much
of the sheetmetal between the A- and C-pil-
lars continues unchanged. However, the front
and rear of the refreshed Fusion do receive
considerable cosmetic changes. The design is
all-new and the Blue Oval’s corporate three-
bar chrome grille and chrome-trimmed intakes
at the bottom of the valance dominate front
end, which make the model much stylish and
trendier than the traditional segment leaders
from Asia -- Honda and Nissan in particular. At
the rear while maintaining the same profile,
chrome exhaust tips, larger taillights with hon-
eycomb inserts and a thicker centre-mounted
stoplight are new.
This has helped the Fusion in getting a
sporty character, which is unusual with family
vehicles. Meanwhile, the interior has been up-
graded with a more modern design featuring
Ford’s latest entertainment and climate con-
trols. The Duratec in-line four-cylinder engine
has also been upgraded to displace 2.5-litres
and now produces 175hp. Like its US-only
bigger 3.0-litre V6 which offers 240hp, both
get six-speed automatic transmission.
Meanwhile, the suspension has also been
tweaked. The front stay bar and rear suspen-
sion link geometry have been revised to im-
prove steering, handling, and ride. The sus-
pension springs, shocks, and stabilizer bars
have also been re-tuned to take full advan-
tage of the revised geometry and new power
{also driven}
assisted steering system. Key changes to the
Fusion on the safety front include front seat
airbags and side curtain.
Choice of models
The Fusion is offered in S, SE and SEL trim
levels. Front-wheel drive is standard on four-
cylinder, while all-wheel drive is standard on
the V6-powered SEL [not sold in the region].
Interiors
The interior redesign is evolutionary, not
revolutionary and the general shape and ar-
rangement of the dash is very familiar while
the central console seems to be button happy.
The cabin sports a more contemporary theme
with technical flair with metallic new finishes
on the instrument panel that carry through on
the centre console, doors and steering wheel.
The all new instrument panel is finished with
soft touch plastics and the instrument panel
displays and switches have also been updated
with a contemporary iced blue lighting. All key
driver touch points have been improved.
The seats feel more body hugging than be-
fore as a result of the contours being revised
and the availability of more side bolstering.
The seats also feature contrasting stitching
and leather inserts. The ambient mood light-
ing system offers the option of illuminating
the front and rear footwells and front cup
holders.
There’s a good choice of equipment even
the base trim. Package includes 16in alloy
wheels, cruise control, a telescoping steer-
ing column and an auxiliary audio jack. Ford
offers more features as trim levels move up
such as bigger wheels, power seats, leather
upholstery, dual-zone climate control and
heated seats. However, it’s the ergonomic and
aesthetic improvements over its predeces-
sor which are now among the key highlights
besides the upgraded stereos, a navigation
system and the Sync electronics interface
system. The Sync system does a fine job in
integrating audio and Bluetooth functionality
with voice-recognition technology to provide
easy hands-free operation of cell phones and
portable MP3 players. While the Fusion isn’t
the largest car in its class, a pair of adults will
be content in rear with adequate head and
legroom.
65
{also driven}
Driving impressions
One of the immediate changes evident in
the driving and handling of this modded CD3
platform which was stretched by 30mm in
width and 55mm in length besides strength-
ening it, and the suspension tweaks is that
the car offers a more compliant ride now even
with the smaller engine. Dynamically, the re-
freshed Fusion will get our vote for the car to
be in when you’re stuck on rough roads. The
<< what’s in
styling
Both front and rear ends have been revis-
ited. The incoming model is sharper, trendier
and upscale. The car now looks lively and fits
in very well with the new corporate styling.
66
suspension tuning is still on the softer side,
so hard cornering will not be as entertain-
ing as in the sports tuned version which has
a little more rebound damping that improves
the responses without sacrificing much of its
smooth ride. On the other hand, the steering
is pretty good and overall the car was abso-
lutely devoid of nasty surprises. Although,
performance from the base four-cylinder
equipment
Class-exclusive technologies including a
blind spot detection warning system and Ford
SYNC in the new car are among some of the
features.
is adequate for city driving, but is still a bit
underpowered when it comes to initial accel-
eration or overtaking. And that’s where a six-
speed select-shift type of arrangement in the
automatic gearbox comes in handy, but sadly
this feature is not available in the base model.
But what is available as standard now is ABS
and traction control.
what’s out>>
powertrain
Displacement has gone up marginally in
the four-cylinder engine, but it offers unsur-
passed fuel economy and more power, thanks
to the new six-speed gearbox.
 {also driven}

<< with the new Fusion,

Ford is offering consumers
more choice, even better
fuel economy and the leading
quality and reliability that they
have come to expect>>

Verdict

Traditionally, Fusions have attracted cus-
tomers in the region as a car that’s comfort-
able, well-equipped and spacious family hauler.
But the thoroughly refreshed for 2010 model
has addressed many problems from the old
car and even managed to add class-leading
new elements – such as looks, handling, per-
formance, equipment levels, interior trims and
comfort elements – and in the process have
given this American car a more contemporary
international feel without losing its core Amer-
ican identity. The 2010 Ford Fusion is poised
to win over even more mid-size car customers
despite tough competition from models such
as the Chevrolet Malibu, Honda Accord and
Nissan Altima.

67
{Road Test}

Right on target

The current second generation bmw Z4 was

introduced as a 2009 model and is as much a
completely new car from its predecessor. it picks
up right where the last generation left off and
the folding hardtop offers the best of coupe and
roadster forms. automan checks out the roadster
and finds out the real reasons for people buying it.
| Author: Chandan B Mallik | Images: Nabeel Ferzan

68
{Road Test}

69
{Road Test}

<< Combining classic proportions with modern sportiness, the

new bmw Z4 has reached the top of its market segment almost
overnight. and now this charismatic roadster is entering a new
dimension in driving dynamics >>

70

B
MW Group’s Z4 is currently in its second
generation and combines classic
proportions with modern sportiness
values. The hard top which folds in the roadster
reinforces the fact once again that open
top driving can be fun and rewarding if the
ingredients are right. And this is where BMW
is exceptionally strong and it’s no coincidence
that the new BMW Z4 has reached the top of
its market segment almost overnight since its
2009 launch.
So, what makes the Z4 so special that
people who can afford to buy one find it simply
irresistible and wouldn’t consider anything
else? Does the Z4 simply connect the right
points or do aficionados choose a Z4 based
solely on the badge/image, or just on merits
of style?
We think that there’s much more than just
an emotional decision based on just the above
mentioned elements. We think there exists a
segment of tech-savvy buyers out there who
just appreciate performance, technology and
aren’t really bothered with style.
But what if the car had some or all of these
ingredients, would it matter? Overdrive had
the car for a couple of days and over time with
it tried to learn the real reasons, from both an
objective and emotional perspective.
At first glance, it seems very clear that the
design has matured significantly. I clearly
remember how much criticism the styling
of the first generation Z4 (both coupe and
roadster) generate in 2003. I also remember
Chris Bangle, the then chief designer of the
carmaker who defended his famous ‘flame
surface’ treatment which appeared to be
sculpted for the sake of sculpting, and you
either liked it or you didn’t. As it happened,
Bangle went on to gain notoriety for the
edgy direction he’d taken BMW although
commercially BMW was very successful during
his tenure.
I am pretty sure the new Z4 was signed-
off in Bangle’s presence, but under the new
design direction led by successor Adrian Von
Hooydonk. Hooydonk has been responsible
for recent wave of BMW designs such as the
6 Series and 7 Series, and his influence is also
apparent in concept cars such as the Concept
CS and the M1 Homage design study. More
recently Hooydonk headed up the design
development of the latest 7 Series and Z4 and
is responsible for streamlining the lines and
curves in the line-up. It’s clear now that BMW
wants to revert back to its pre-Bangle-isation
{Road Test}
and has considerably softened the looks in
several new models including the Z4. Despite
the lukewarm reaction, the first generation
coupe drew universal praise for its sleek lines
when it was introduced in 2006.
The end result is a head turner Z4 without
any doubt. The Z4 hits the top spot as a
perfectly profiled, designed and executed as a
roadster. It has got the classic proportions of
the stretched bonnet and short overhangs to
begin with along with a low and wide stance.
The shape is a modern evolution, and the
interplay of striking contours and the softer
crease lines on the body shell fully capture the
character of this vehicle from its characteristic
and trademark kidney grille to the exceptionally
powerful wheel arches at the rear.
There’s something else we noticed. On the
sides of the front mudguards, the new cars
sport a new nomenclature ‘sDrive’. According
to current BMW nomenclature this refers to
rear-wheel drive.
The retractable hardtop is an engineering
marvel which opens and closes graciously in 20
secs. It folds in layers and thereby consumes a
lot of the precious boot space. But in concept,
it is a departure from any previous two-seater
BMW. Effectively, the retractable hardtop
replaces the roadster and coupe versions
of previous-generation pre-2009 Z4 models
with one do-everything model. While there’s
no soft top, it didn’t escape BMW product
planners that many Mercedes SLK buyers had
mentioned the folding hardtop as a pivotal
factor in their buying decision.
Considering the aesthetics of the car top up
or top down, we think the car definitely looks
better with the top down. But the mastery in
design shows up with the top up as it doesn’t
seem to add the impression of excessive
mass. Top-up it has a similar closed profile to
the stylish Mercedes-Benz SLR. The air vents
behind the front wheels carry the badges
and the side signal repeaters are now behind
opaque panels in the vents. Although, the
BMW logo is still here, but no longer serves to
disguise the signal.
A view from dead-on at either end the car has
more than a passing resemblance to a scaled-
down version of the 6 Series or its roadster
precursor, the Z8. The design and detailing of
the taillights appear to ramp up the bodylines
when the lights are burning. Adaptive brake
lights deliver more red light when you hit the
brake pedal hard than when merely slowing
mildly. A single side twin-exhaust beckons its
71
{Road Test}
the 30i, while the 35i uses a single exhaust on
either side, similar to the Z8.
BMW’s trademark corona daytime running
lights adorn the model, but the package varies
by model or trim levels. The 30i has black
vanes in its grille and a silver slash across the
outer lower grilles, while the 35i has matte
silver grille vanes and perimeter frames for
the outer grilles.
Dimensionally, the Z4 is longer than the
Audi TT and Mercedes-Benz SLK, but it is
shorter than the Porsche Boxster, its key rival.
Although, the length difference is limited to a
few inches, actually in height and width, all the
cars are much closer to each other. Although
the new car retains the old car’s wheelbase, it
adds six inches to overall length, most of it in
the front end.
The car’s cabin bear the hallmark
features that is characteristic of a BMW. So
there’s nothing offensive or outrageous to
cope with. There’s white-on-black analog
instrumentation, sweeping driver-centric
lines, functional controls, and a high level of
fit and finish. The test car had two-tone red
and black leather upholstery complemented
with darkwood polished veneer trims. I liked
the single row arrangement of the controls
ranging from the start-stop button and air-con
controls. Key instrument gauges for a change
have large dials and the digital displays in
the centre of the binnacle displays useful
data such as exterior temperature, mileage,
trip data among others. The multlimedia
iDrive has been revamped says BMW and
the mechanical parking brake lever has been
replaced with an electronic one. We also note
that several extra buttons have been added to
the controller to speed access and operation
is much more intuitive while maintaining the
myriad functions. It might not be the best
such system in modern automobiles but we
think it should put an end to the criticism of
earlier iDrive versions.
72
There is plenty of space for two people in
the Z4, the head and legroom being about
what you find in a full-size SUV. Standard
manual seats and tilt/telescoping steering
column provide enough adjustment to suit
many driver sizes. Seats are sporty and offer
excellent support. While, storage space usually
has been the bane of roadster designers, but
it seems particular attention was paid to that
by BMW. The door pockets tilt out for access
and a bin ahead of the shifter offers usable
space and the cubby on top of the dash is
available in models without navigation.
Audio options include radio, glovebox-
mounted six-disc DVD changer, iPod and USB
ports and a hi-fi system with 14 speakers. On
navigation-equipped cars much of the audio
control is done through the iDrive but common
requests can be handled by steering wheel
buttons as well. On cars with iDrive there is
an 80GB hard-drive that has 15GB allotted to
music storage.
Safety features for the Z4 include frontal
airbags, head/thorax side airbags in the seats,
active knee protection, roll hoops, electronic
stability, traction and braking controls, and
tire-pressure monitoring. The only option that
might be considered safety related is the Park
Distance Control.
Driving
Our tester was equipped with the 255hp
3.0-litre normally aspirated in-line six with six
speed automatic transmission with Tiptronic
clutchless manual control. The manual part
can be operated either through the shifter or
steering wheel mounted paddle shifters.
The first thing a driver will notice is that
besides being cosseted in the seats, outward
visibility is very good. Although, the windscreen
is curved across the top and the A-pillars are
long, it’s no impediment to vision. The blind
spot is helped by the folding top’s design
which now includes two small windows.
We drove the car in different terrains and
checked out all the driving modes and their
respective differences via the controller switch
located on the base of the centre console.
The pre-sets allowed us to select from three
modes of driving seriousness ranging from
normal, sport and sport-plus. Well, these
three modes are electronically activated and
essentially a software tailors shift points and
speed, throttle response, steering boost and
suspension damping. As expected, there’s a
discernible tightening of reflexes when you
are inclined to use the Sport-Plus mode.
Mind you, even in this mode, the Z4 doesn’t
become stiff like a truck or punish the driver
for activating it! Actually, the car is quite lively
and hospitable in any mode. Yes, you do miss
the roll stiffness of the ‘M’-badged models and
I think that’s deliberate on part of BMW.
Meanwhile, besides brisk acceleration,
the most noticeable immediate change in
Sport-Plus mode is the amazingly swift and
crackling shift action. The car’s electrically
powered steering feels quite different than
other roadsters that we have driven recently,
and it depends a lot on how and where the
car is being driven. Well, how much you like
In a brisk cruising mode, it feels smooth,
light and agile, but as you speed up and
begin to push the car though fast sweepers
or quick transitions, it begins to change feel.
Like other Z4s we have driven before, it still
lacks the precision and poise of a Boxster, but
in terms of overall feel, there has definitely
been marginal improvement, thanks a mildly
re-worked rack-and-pinion. And with equal
weight distribution on front and rear axles,
the Z4 is highly entertaining and fun to drive
and just requires small corrections to hold a
line, as if the car is not tracking smoothly, but
that’s not really an issue out here.
Our handling on UAE’s mountain roads gave
us more confidence with the car. It feels sure-
 {Road Test}

footed and predictable, and the car’s supple

<< brilliantly packaged, the new bmw
suspension and excellent ride quality keep the
Bridgestone Potenzas connected on bumpy
Z4 sdrive35is offering an even higher
curves. Despite much softer roadster in its
normal drive settings when compared to the
standard of performance ensured both by
outgoing Z4, and yet it’s better connected to
the road, but the suspension doesn’t forgive
the modified straight-six power unit with
bumps as easily. The way the electronics have
been programmed, most drivers would surely
bmw Twin Turbo Technology and high
want to engage the Sport setting, if for no
other reason than its quicker steering, which
precision injection, on the one hand, and
is already among the most direct you’ll find
in a sports car. Interestingly, the calibration
by bmw’s seven-speed Sport automatic
of the Sport setting’s springs, shocks and
dampers are to match the last Z4’s, but with
with double clutch operation and the m
better suspension travel. The handling also
benefits from the new roadster’s 15 per cent
Sports package including the adaptive m
improvement in chassis stiffness versus the
previous model.
Suspension likewise featured as standard,
With Dynamic Stability Control turned off,
we could trick the car into oversteer and it
on the other >>
though it pretends to remain unaffected,
essentially it is easy to drive at normal fast
road speeds. But, we were expecting a bit
more as somehow we are still not convinced
that it feels quite as planted and race-car-
like as, say, a Porsche Boxster S. We think it
has more of a grand touring dynamic focus
instead.
The six-speed electronic transmission is a
work of art as it allows you to select gears
manually with either steering wheel paddles
or the shift lever. Downshifts, especially in
the Sport-Plus control mode, produces a
quick and lovely whoop-and-burble from the
exhaust as the valves open up. The paddle
shifters communicate without the slightest
interruption of torque and engine power and
the shift response is as good as the driver’s
reflexes

Verdict

That the new Z4 has picked up right where

the last generation left off, it has become
more intimate and involving which is nice for
some. Despite the fact, it is marginally big-
ger and more luxurious than before hasn’t
contributed to loss of soul or driving enjoy-
ment. The car offers the best of both worlds:
the best of coupe and roadster with few of
the drawbacks of either. Over all, we would
consider it’s one of the best sports carin this
class and would perhaps rank it at par or just
below the all-time and undisputed favourite,
the Porsche Boxster.

73
{Motorsports - F1}
Webber finally gets his due at
Silverstone
I
t was a masterclass in controlled driving
from Mark Webber in this his 150th grand
prix, after he overtook Sebastian off the
line and lead until the chequered flag.
In fact, the only person who did trouble him
all afternoon was his Red Bull Racing team-
mate, and even then it was only the first two
corners.
Sebastian’s Lap 1 battle with Lewis Hamilton,
who started third, left Vettel with a puncture
and a place at the bottom of the timesheets.
But as Mark was demonstrating the RB6’s pace
at the front, Sebastian was scything through
the pack and finished seventh.
74
After Saturday’s ‘unique situation’, Webber
demonstrated some of his famed Aussie grit
to win this historic race: “The start was ideal,”
he said. “When I got to the first corner I was
ahead and thought, ‘let’s get on with it’. It was
a special day and a lot of hard work has gone
in from the team – you don’t get results at this
level if you’re not putting the effort in. They
deserve this. Yesterday was a unique situa-
tion, but I’m confident we can sort everything
for the future.”
And his team principal echoed those sen-
timents. Christian said: “It’s fantastic to win
in front of all the team today. Mark drove an
excellent race – it was a flawless performance
from him - and the team was fantastic in the
pit stops. The most important thing is winning
this race in front of all the people who work so
hard to make the team what it is.”
And Sebastian was also working hard from
the back of the pack. Helped by a Safety Car
which bunched up the cars in front, he was
able to take on first the new teams before go-
ing on to take some more established scalps.
“For the first 30 laps, I didn’t have much to
do except going around trying to catch up,”
said Seb. “But after the Safety Car I had some
people to fight and that was good fun, I was

racing people like Felipe and Michael – it’s
always a good race here with a great atmo-
sphere.”
Hamilton followed Mark round to finish sec-
ond with Mercedes Nico Rosberg completing
the podium.
Nico Rosberg achieved his third podium fin-
ish of the season at the British Grand Prix with
an excellent drive from fifth position on the
grid to take third place at the MERCEDES GP
PETRONAS team’s home race at Silverstone.
After an early pit stop, Michael Schumacher
was also looking in a strong position when a
small mistake on his out lap cost him valuable
{Motorsports - F1}
time and he came home in ninth place at the
chequered flag.
Nico said in his post race interview, “I had
a good start today and was happy to be up to
fourth place by the end of the first lap. Robert
was holding me up and with Fernando push-
ing hard behind, it wasn’t easy to maintain the
place. Our strategy was really strong today so
thanks to the guys on the pit wall for their ef-
forts and keeping me out on the options. I had
a great lap and with the quick pit stop, it was
enough to get me out ahead of Robert, and
that made the podium possible.”
75
{Motorsports - F1}
Redbull take-off and win in
Valencia
I
t was a day of great highs and lows today
as Sebastian Vettel recorded his seventh
grand prix victory in Valencia while his
Australian team-mate spectacularly crashed
out just eight laps into the race.
There will be two images from the Euro-
pean Grand Prix which stick in the collective
Red Bull mind: Sebastian’s second win of 2010
and Mark Webber’s car flying through the air
after crashing into the back of Lotus’ Heikki
Kovalainen. The headline writers are going to
have a field day. Red Bull does indeed give its
athletes wings.
But as Christian Horner said afterwards:
“The most important thing today is that Mark
Webber is safe and OK. After a very nasty ac-
cident, he’s fine.” Indeed the victory celebra-
tions will be tempered by the memory of the
heart-stopping moment when Mark’s RB6 flew
upwards, landed upside down and bounced
back upright before hurtling towards the tyre
barrier. Luckily and miraculously Webber got
out without any major injury.
Sebastian’s fiercest opponent this afternoon
was Lewis Hamilton. His Mclaren had sped up
the inside of Mark off the grid with Alonso
right behind him and then pushed Seb out
76
wide, touching his RB6. But Seb managed to
pull away and his only other threat was, coin-
cidently, when the Safety Car came out after
Mark’s crash diminishing his lead. But Vettel
was simply pleased to be back on the top of
the podium. And pleased that his team-mate
was not hurt. “It’s good to be back winning
and on a circuit where we didn’t expect to be
that strong,” he said afterwards. “But we were
quick enough at all times to pull away, find the
gap and guide the car home, but it wasn’t as
easy as expected. Most important of all is that
Mark had quite a big shunt but he’s fine - it
shows that the cars get safer but still there
is a lot of risk so it’s good he’s OK.” Webber
had had a tough race even before the crash.
He had seen both Hamilton and Alonso take
him off the line and had dropped to ninth by
the end of the first lap. Deciding to take an
early pit stop, he emerged behind Kovalainen’s
Lotus, who was taking more precautious ap-
proach to cornering: “I was going a lot faster
than Heikki and then a long, long way before
the braking point he braked - about 80m be-
fore - and at that point I’m a passenger,” said
Mark. “The car, thank God, was very safe. It
was my Monte Carlo and Barcelona winning
chassis and one which has secured a lot of
pole positions, so the chassis has been good
to me, and it has been good to me today as it
saved me from some injures.”
The AT&T Williams team’s competitive form
during the weekend’s European Grand Prix at
Valencia concluded with Rubens Barrichello
crossing the line in fourth place in this after-
noon’s race. He retained the position despite
being one of the drivers given a five-point
penalty by the stewards. While running in a
points-paying tenth position, Nico Hulken-
berg’s FW32 suffered an exhaust failure which
put him out of the race on lap 50.
Elsewhere Lewis Hamilton caught himself
a drive-through penalty for over-taking the
Safety Car, Kobayashi waited until lap 53 (of a
57 lap race) to pit from third place, and nine
drivers were given a five-second penalty for
breaching the Safety Car rules. This was no
dull street procession. Sebastian had even
more reason to smile after the post-race press
conference as he was desperate to know how
Germany were getting on against England in
the World Cup quarter-finals. He was not dis-
appointed …

Another McLaren One-Two at
Montreal
a competitive drive from alonso could
not beat mclaren’s One-Two trend
For the first time since the Spanish Grand
Prix, a Ferrari driver has stepped onto the po-
dium, as Fernando Alonso finished third for
Scuderia Ferrari Marlboro behind a second
consecutive one-two finish for McLaren, Lewis
Hamilton winning from Jenson Button. To say
Felipe Massa had a difficult day is an under-
statement and the Brazilian eventually came
home in fifteenth place, needing two nose
changes on his F10, the first on the opening
lap after he was sandwiched between Button
and Tonio Liuzzi and the Force India driver col-
lided with him and the second in the closing
stages when again he was the victim, this time
when he was involved in an incident with Mi-
chael Schumacher.
There is no denying that a podium finish is
a good result, but the team was not overjoyed
at the end of the 70 laps, because all week-
end the F10 has proved to be competitive and
Fernando was always in the fight for the lead,
given a spot-on tyre strategy which could have
seen him finish higher, but for some unlucky
breaks when trying to pass backmarkers. Hav-
ing started from third, the Spaniard main-
tained that position behind Hamilton and Vet-
tel, the Ferrari glued to the Red Bull gearbox
and pulling away from Button, who was him-
self passed by Webber on lap 6. Having
started on the softer tyre, Fernando made
his first pit stop on lap 7, at the same time
as Hamilton: the two men drove down pit
lane side by side and as they emerged on
track, the Ferrari was in front. However, on
lap 14, as the duo came up behind Buemi
who was leading at the time, the McLaren
man got the better run and passed the Fer-
rari, the two men having a great battle which
thrilled the completely packed grandstands
at the Gilles Villeneuve circuit. Fernando led
briefly and then made his next visit to the pits
on lap 28, coming out behind Webber and
Hamilton. The Ferrari and McLaren closed on
the Red Bull, with Hamilton getting past the
Australian on lap 50 and Fernando going sec-
ond when Webber pitted shortly afterwards.
Button was now closing on the two leaders
and as he and Fernando came to lap Chand-
hok, the McLaren man seized the opportunity
to overtake both men, so that Fernando was
now down to third where he would stay to the
chequered flag.
For the impartial race viewer, the Canadian
GP was a thrilling afternoon of sport with ac-
tion and incident throughout the field, even
without an appearance from the almost tra-
ditional Canadian Safety Car. Behind the po-
dium finishers, fourth and fifth places
went to the Red Bull duo of Vettel and
Webber, with Rosberg sixth for Mer-
cedes, followed by Kubica seventh in
the Renault, Buemi eighth for Toro
Rosso, with Liuzzi and Sutil filling the
final two points places for Force In-
dia. For race viewers who support
Ferrari though, there is a touch of
disappointment at the thought of
what might have been. On the
plus side, the F10 was definitely
able to match the pace of the
best and there is the promise of
major technical novelties arriving
{Motorsports - F1}
for the next race in Valencia in a fortnight,
which it is hoped will maintain this return to
form.
Race winner Lewis Hamilton said, “It was
an incredibly challenging afternoon, especially
in the last 20 laps, when I was trying to look
after my tyres while also keeping Jenson and
Fernando behind me. It wasn’t easy, I can tell
you that!
“This track is unique – you can never be
too confident, because you really have to look
after your tyres, and it’s so hard to know how
long you can make them last. Fernando put a
lot of pressure on me. We had a really good
battle, but, although he was pressing me hard,
I was able to pull out a small gap and then
maintain it. It was such a sensational feeling
to cross the line.
“In terms of pure pace, I still think the Red
Bull car is still a little bit faster than ours. But,
as a whole, I think our package is now stron-
ger. So, going forward, we need to build on
the progress we’ve made recently, and we’re
going to do just that; we’ll now knuckle down
and make a really big effort to increase that
gap. We’ve got good momentum now, so I
hope we can continue our winning run through
to Valencia in two weeks’ time.
“The feeling and atmosphere within the
Vodafone McLaren Mercedes team is better
than ever. The contribution that Jenson has
brought is the best I’ve ever witnessed from a
team-mate. He did another great job today to
come from fourth to second – he’s doing his
part and I’m doing mine. The team is happier
than ever.
“This has been a truly fantastic day.”
77
{Motorsports - wrc}
Loeb and Citroen stretch the gap
C
itroen now has a 47-point lead over
Ford in the manufacturers’ standings
with six rounds remaining.
The final day consisted of just four stages
and 94 competitive kilometres, under the hot-
test conditions seen yet on the rally.
Loeb started the day with a 40-second lead
and then controlled his pace to the finish,
ending the rally with a 29.5 second advantage
over his team-mate Dani Sordo.
The Spaniard, however, had a fight on his
hands as Petter Solberg’s private Citroen was
just five seconds behind him at the start of
the day. Solberg and his new co-driver Chris
Patterson were determined to overhaul the
Spaniard, but in the end they just missed out
on the runner-up spot.
Nonetheless, the Norwegian was extremely
happy with a podium. “When we started the
rally, both myself and Chris were quite ner-
vous,” he said. “But I have to say he did an
excellent job.”
Sebastien Ogier was a lonely fourth, while
the factory Fords of Mikko Hirvonen and Jari-
Matti had resigned themselves to fifth and
sixth almost from the first day.
“We have to keep working hard to im-
prove,” concluded Hirvonen. “We just tested
a few things for future rallies today. I think
78
we learned something that will help on the re-
maining asphalt rallies.”
Stobart-Ford’s new recruit P-G Andersson
was a trouble-free seventh, having kept out
of trouble as asked, while former Grand Prix
champion Kimi Raikkonen also had an eye on
the future. The Finn just missed out on finish-
ing in the top 10 after getting stuck on a bank
for more than half a minute on the final stage
of the rally.
Raikkonen takes heart from Bulgaria
Bulgaria was by no means an easy event
for ‘the iceman’, but Kimi Raikkonen is encour-
aged by the lessons learned so far on asphalt
Red Bull driver Kimi Raikkonen has been
encouraged by his progress on the Rally Bul-
garia, despite losing 10 minutes after missing
the final stage of day one as the result of an
accident.
Up until SS3 the former Grand Prix cham-
pion had been running in fourth place, until
a gravelly right-hand corner caught him out.
His Citroen went off the road and landed on
its roof, but the damage was only cosmetic
and the Finn was eventually able to continue
under the super rally system, finishing 11th.
Now he feels that the experience gained
will stand him in good stead for the three re-
maining asphalt rallies this year, in Germany,
France and Spain.
“Some things were up and down but on
the whole it was a good weekend,” said Raik-
konen. “The most important thing was to get
used to driving the rally car on asphalt, which
is obviously a completely different experience
to driving a Formula One car. I feel a bit more
comfortable on asphalt than I do on gravel,
but rallying is still a totally different sport com-
pared to racing and we have a lot to learn. Bit
by bit the feeling is coming though, and I ac-
tually liked a lot of the roads here in Bulgaria:
they were quite flowing with a nice rhythm.”
Raikkonen will now get back to gravel with
a two day test in Finland next week. “It will
be nice to compete at home again and also to
come back to a rally that I know a bit already,”
he added.
Citroen Junior Team manager Benoit Nogier
said that he was impressed with Raikkonen’s
progress on what was only his first World
Championship asphalt rally. “If you consider
his lack of experience, the times that Kimi has
set are remarkable,” he commented. “I think
he has a lot of potential and this experience
will definitely have helped him prepare for the
remaining asphalt rallies.”

Ogier beats Loeb to win
in Portugal
T
he Citroen Junior Team driver started
the third and final day with a lead of
21.1 seconds and showed a level of ma-
turity that belied his 26 years to hold firm as
Loeb tried in vain to get ahead of his country-
man.
After completing the final sun-baked gravel
stage with a lead of 7.7s over Loeb, Ogier knew
he would ensure first place by safely negotiat-
ing the rally-closing superspecial through the
Estadio Algarve near Faro. Roared on by thou-
sands of spectators, Ogier did exactly that and
even set a time faster than Loeb, just for good
measure, to win by 7.9s.
“It’s a fantastic feeling and I am very, very
happy,” said Ogier. “It has not been easy with
Sebastien behind me, pushing me all the time,
but we also pushed hard for all of the rally and
made no mistakes.”
Ogier’s co-driver, Julien Ingrassia, added:
“It’s a special feeling. I have worked so hard
preparing to get to this level and to achieve
this win is a big moment for me.”
Loeb was fastest on all four of Sunday’s
gravel stages but ultimately couldn’t deny
Ogier his day in the limelight. “I tried all the
rally to beat him but he was just too fast,” said
Loeb. “On the second pass through the stages
he was untouchable. I have a new rival now.”
Dani Sordo completed a Citroen podium
lockout after profiteering from the steering
glitch that slowed Petter Solberg on the final
morning and demoted the Norwegian to fourth
overall heading into the super special. “I had
to push really hard to get in front of him,” said
the Spaniard.
Solberg looked set to take fourth only to
clout a water-filled barrier in the superspecial
and tip his privately-run Citroen C4 onto two
wheels. The delay allowed Mikko Hirvonen,
driving a works Ford Focus, to snatch fourth
place by 3.7s.
Matthew Wilson, who was up against Sol-
berg in the superspecial, overcame brake and
steering woes to complete the top six for the
Stobart M-Sport team, which lost team-mate
Henning Solberg’s similar Focus to an over-
heating engine on Sunday’s second stage.
Mads Ostberg brought his Subaru Impreza
home in seventh overall despite fearing he
might not make the finish when a number of
engine warning lights flashed up on his car’s
dashboard after stage 15.
Federico Villagra survived striking a bank on
the penultimate gravel stage, which ripped the
front bumper from his Munchi’s Ford Focus, to
claim eighth spot, 19.7s clear of Abu Dhabi’s
Khalid Al Qassimi. The Argentine was fastest
through the 2.03-kilometre superspecial.
Ex-Formula One world champion Kimi Raik-
konen was slowed by a handling imbalance on
his Citroen Junior Team-run C4 on the open-
ing loop of stages and then a tyre deflation,
caused by striking a rock, on stage 16. He
finished 10th to claim the final drivers’ cham-
pionship point.
{Motorsports - wrc}
Ford plans WRC fight back in Bulgaria
Ford team boss Malcolm Wilson says an
extensive testing programme on asphalt will
help the Blue Oval reignite its manufacturers’
championship ambitions when the WRC re-
sumes on Rally Bulgaria in July.
Wilson was speaking after lead driver Mikko
Hirvonen finished a distant fourth on Rally de
Portugal, while number two pilot Jari-Matti
Latvala crashed out of the event for a second
year in a row on the second day of the rally.
The outcome means Ford trails Citroen by 26
points in the race for the makes’ title.
“Portugal has proved to be a difficult place
for us to come, especially after Jari-Matti’s
crash last year,” said Wilson. “We haven’t had
the performance we expected this time round,
despite coming here on the back of a great re-
sult in New Zealand, and we’re a bit mystified
with that. Citroen have been very strong here
but we’ll come back from this.
“We’ve got an important test planned on
asphalt and we’ll keep working, keep pushing
to get back to where we need to be. I’ve no
doubt we can do it.”
Gerard Quinn, Ford’s European motorsport
head, added: “For us the manufacturers’
championship is the Holy Grail. It’s not worked
out here so we’ve got more worked to do over
the summer in order to get back on the pace.
We’ll be working as hard as we can to do just
that.”
79
{Chicane}

What’s the secret behind good design?

Y
ou can’t spend a long time connected with the automotive industry without realising that
it stands apart from most other lines of business in the matter of passion. It’s easy to get
passionate about cars. Whether it is the seductive styling of cars or their power or indeed
the thrill that you get in watching 22 men go howling around a track at strictly illegal speeds in
order to prove that their ego is bigger than anyone else’, there is no escaping the element of
passion. On the other hand I would think it a bit difficult to get my pulse racing about coffee
beans, paint, mortgages and drilling for oil among a host of other vocations, though I am sure
that there are many who find their passion in these fields.

I am a firm believer that the field of design has contributed a lot to the presence of pas-
sion. As a school child I would sketch cars and other sundry automobiles in the margins of my
notebooks, with my teachers giving me a clip on my ears for my artistic efforts. It isn’t as if I
became a designer in later life, but the connection stayed on. When I look at a car I see it in
many guises; as an idea on the sketch pad, a scale representation that sets out critical ratios
like wheelbase, overhangs and height and even as a collage of parts. Yes, we all see what the
whole car looks like, but could you salivate over the strengths of a rear three-quarters view
over the profile representation? Car designers are my demi-gods in that they do a job that I
find impossible. They take four wheels, cabin space, engine, steering wheel, lights and other
accessories and manage to produce a unique model that sets itself apart from every other car
by just that little bit.

From the basis of that differentiation, we then get the move to homogenise design by vari-
ous categories. We get the ever prevalent family look of a brand or the adoption of styling cues
that appeal to a particular type of audience. How many of us ever cared that the height of a
Rolls-Royce Phantom was set at twice the size of the tyres? Or that the front was always higher
than the rear, like the prow of a ship? While it is difficult to see its use in the car, I am sure that
the golden ratio propounded by Da Vinci and his ilk finds application in the car as well. We even
recognise traits like sportiness or utility depending on the ratios between width and height that
the car presents to us.

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
When I know what goes into design, it becomes quite a crime to ask a designer the question
I put to Peter Schreyer of Audi and KIA fame. At what point in the design process does a car
gain the brand identity? Admittedly that was a cheeky one considering that my dinner table
companions an I had just spent a considerable time finding the Audi cues in the KIA car be-
ing unveiled. I am sure that Peter’s job was not made any easier by the speed with which the
Korean brand was assimilating European overtones.
Finally, despite all the objective analysis of design, good design is about subjectivity. You
either know that you like it or not. I have a long list of cars that you love or hate. There is no
middle ground in their case. But most cars suffer from ‘acceptable’ design, which serves the
purpose yet remains unremembered. Even established design houses have these cars on their
lists. From the mouth-watering appeal of the Ferrari 458 Italia you wouldn’t believe that the
same design house is responsible for the utilitarian Hyundai Matrix.

80