Mecar oct : nov issue

October / November 2017

PLUS

Magnificent Maybach may just be the vision of pure vehicular perfection

SUPER HERO Ferrari pushes realms of reality with Superfast 812

SMS MW11 TO 4881 FOR MORE INFO

Edit or ’s No te

WAKE ME UP WHEN SEPTEMBER ENDS Show season is bearing down on top of us: Goodwood Revival, Frankfurt, and of course our very own Middle East showpiece in Dubai.

It’s a nice distraction from the mayhem of school run traffic, looking ahead to motoring marvels. Life can’t be all “look but don’t touch”, though. Fortunately there has been a batch of keys in our desk drawer begging to be fiddled with.

Ubiquitous crossovers, sporty speedsters, and even a Superfast super hero; But let’s not focus on whether or not Ferrari could improve on the sublime F12, a car that we thought might be the last of the frontengined, V12 grand tourers with which Enzo Ferrari established his company. At least not right away.

There are much bigger fish to fry right now. Like, did you hear that Ford delivered pizza autonomously? While we applaud the sentiment, the customer still had to go outside and walk to the car to get their grub. That’s not exactly door-to-door service. But, for the introvert who doesn’t like dealing with people and tipping delivery guys, it’s a solid step in the right direction.

Should autonomous vehicles – or at least the utilisation of them – speed up, what will the inside of cars look like? What will we do with our time in the cabin without our attention being needed for the road? Much

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like the anticipation of a brand-new iPhone launch, the closer something gets, the more probing questions are asked.

Some vehicular creations, though, will ensure the passion for control will never diminish. Look at the Vision Mercedes-Maybach 6 Cabriolet, for instance. Who in their right mind would want to relinquish command of, arguably, the most beautiful road-going machine of the last century… to a computer? Certainly not us. Is this what love feels like? We think we are actually in love with this concept.

From concept to real life, brewing up a sandstorm, EmiratiMonégasque (that’s “of Monaco”) newcomer has only gone and done it. Zorooq Motors’ 500 GT Sandracer is a rally-style supercar with an off-road racing chassis, carbon fibre body, mid-mounted V8 engine and Mansory interior. It’s unique, spectacular, and home-grown, and now the first 35 models are ready to be ordered.

We sure would love to own one, but the AED1.65 million-ish price tag is a little out of range. Instead, we’ll just wait until one appears on a Middle Eastern press fleet.

Until then, delve deeper into what we already know about Sandracer, the speed of a Superfast Ferrari, and ponder on the magic of Monterey.

Until next time, happy reading, and safe driving.

Editor-in-Chief Malek Mahfouz malek@rms.ae Managing Editor Ian McGuinness editor@rms.ae

Contributors James Nickless Sarah Green Maria Schurzhanskaya Administration Kawtar Boudrai

Distribution Abu Dhabi Media Co. Printed by Al Nisr Publishing Dubai, United Arab Emirates Levant: Fit To Print, Beirut, Lebanon

Editorial Consultant John MacDonald Art Director Ifteqar Ahmed Syed

Photography Mustafa Halwani Jorge Ferrari

Published under guidance by the National Media Authority-Approval No: 2395 Middle East Car is compiled with great care, but we accept no responsibility for statements by advertisers and contributors whose views do not necessarily represent those of the publisher. No part of this magazine may be reproduced without written permission.

CONTENTS

October / November 2017

05 News

All the latest from the motoring world for the month, with insight, intrigue and impressive headlines

22 Auction Day at Monterey

Monterey, traditionally the domain of classic cars of yesteryear, has become the domain of anything rare and exclusive

28 Sand Storm

Zarooq off-road supercar races through the sand to production, starting with the special edition 500 GT model

32 Flight of the Valkyrie

Complete with unbelievably intricate underbody aerodynamics and a stunning, pared-back interior, Aston Martin Valkyrie launches

34 Pitstop

An in-depth look at the world of international motoring from all angles, including smart mobility, down-sizing and art

SPECIAL REPORT

74 Maybach Magnificence

In many ways, the 2017 Vision Mercedes-Maybach 6 Cabriolet is a continuation concept, but it’s also far grander than most roadsters could hope to be

TEST DRIVES

38 Volkswagen Arteon

Out with the old and in with the new for VW as MECar takes control of the CC replacement, Arteon

44 Ferrari 812 Superfast

Straddling the line between love and impossible physics, can the Ferrari 812 Superfast be tamed?

68 Accessories

When having the car isn’t enough, there is always a selection of add-ons and optional extras

50 Renault Captur

Renault’s supermini does little to address its flaws, but it does know what its captive audience wants

54 Alfa Romeo Quadrifoglio

Little Italian stallion proves to be man’s best friend in executive saloon territory, according to Ian McGuinness

60 Chevrolet Equinox

Equally impressive day or night, Chevrolet Equinox crosses the celestial equator straight into MECar’s line of sight

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78 Motorsport

Highlights of all this month’s international and local news from rallying to F1

NE W S

Jaguar’s portable vision for the smart steering wheel of the future The move to autonomous driving is forcing designers to rethink the way car interiors are laid out. Concepts with funky seating, novel display technologies and lounge-style suites are popping up, but the idea of a personal, removable steering wheel is new.

Created as part of the upcoming Future-Type concept from Jaguar Land Rover, Sayer is a removable steering wheel designed to travel with owners as they jump between cars.

Although details about the Sayer wheel are thin, there are a few key ideas in the concept that need unpacking. Jaguar suggests it could become a fixture in your home and turn into a “trusted companion.”

The wheel has artificial intelligence software on board, capable of competing with “hundreds of tasks.” To us, that evokes images of an in-car and in-house virtual assistant, akin to a Google Home or Amazon Echo.

In theory, that means you could tell the steering wheel you have a meeting at 8 am, and the wheel will organise a car to arrive at the door at the right time. It might even suggest which parts of the drive are worth taking control on, and which are best left to the self-driving smarts. It goes without saying, but this is all theoretical at the moment. The company also says the wheel could signify membership to an on-demand car sharing service, where members can share their own personal car with the community, or have access to cars without actually owning one. Just beware of parties with a bowl full of steering wheels at the door – that isn’t car sharing,

you’re a member of an entirely different club. The wheel itself is named after Malcolm Sayer, who worked as a designer at Jaguar between 1951 and 1970. It will be on show at the first Jaguar Land Rover Tech Fest being held at the Central Saint Martins art, design and technology college in London. It opens on September 8 and runs until September 10.

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NEWS

Mazda announces breakthrough in long-coveted engine technology

Mazda said it would become the world’s first automaker to commercialise a much more efficient petrol engine using technology that deep-pocketed rivals have been trying to engineer for decades, a twist in an industry increasingly going electric.

The new compression ignition engine is 20 per cent to 30 per cent more fuel efficient than the Japanese automaker’s current engines and uses a technology that has eluded the likes of Daimler and General Motors.

Mazda, with a research and development budget a fraction of those of major peers, said it plans to sell cars with the new engine from 2019.

“It’s a major breakthrough,” said Ryoji Miyashita, chairman of automotive engineering company AEMSS Inc. The announcement places traditional engines at the centre of Mazda’s strategy and comes just days after Mazda said it will work with Toyota to develop electric vehicles and build a $1.6 billion US assembly plant.

“We think it is an imperative and fundamental job for us to pursue the ideal internal combustion engine,” Mazda R&D head Kiyoshi Fujiwara told reporters. “Electrification is necessary, but the internal combustion engine should come first.”

A homogeneous charge compression ignition (HCCI) engine ignites petrol through compression, eliminating spark plugs. Its fuel economy potentially matches that of a diesel engine without ME CAR 6

high emissions of nitrogen oxides or sooty particulates. Mazda’s engine employs spark plugs under certain conditions, such as at low temperatures, to overcome technical hurdles that have hampered commercialisation of the technology.

Executive vice president Akira Marumoto called Mazda’s engine technology the automaker’s “heart”.

The engine is called SKYACTIV-X and Mazda had no plans to supply the engine to other carmakers, Marumoto said.

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Fiat Chrysler says will always evaluate deal inquiries Fiat Chrysler said in August it would evaluate any inquiries about potential transactions, but did not have anything to add to its previous comments on reported interest from China’s Great Wall Motor in its Jeep brand.

Responding to requests from Italian market regulator Consob, FCA said: “From time to time, FCA may receive inquiries about potential strategic transactions and will evaluate such inquires consistent with its duties to stakeholders.”

FCA “does not comment on market rumours and therefore does not intend to comment further on any inquiries,” it added.

The carmaker said it had not been approached by Great Wall, and was implementing its current business plan. Great Wall reiterated its interest in FCA but said it had not held talks or signed a deal with executives at the Italian-American automaker.

Hyundai resumes production in China after supply hiccup Hyundai has said it had resumed production in China after a supply disruption forced the suspension of operations last month, complicating its efforts to lift sagging sales in the world’s biggest auto market. The production stoppage, although resolved, adds to investor concerns after the South Korean carmaker posted its smallest quarterly profit in five years amid political headwinds linked to diplomatic tensions between Seoul and Beijing. Hyundai had to cut production at its four factories in China earlier this year due to slumping sales. Its fifth China factory was scheduled to start production this month. Hyundai Motor’s sales from its Chinese factories plummeted 64 per cent to 105,000 vehicles in April-June alone. “The effects of the China production halt are yet unclear, but Hyundai’s third-quarter results are likely to be lower than

the previous quarter partly due to continued weak performance in China,” said Park Sang-won, analyst at Heungkuk Securities.

Hyundai said earlier its joint venture with China’s BAIC Motors began shutting down production last month after a fuel-tank components supplier refused to provide parts due to non-payment.

South Korean firms are weathering a Chinese backlash over Seoul’s decision to deploy a US missile defense system to counter threats from nuclear-armed North Korea. China says the system poses a threat to its national security. Hyundai’s weak brand image has put it at a disadvantage in China versus local and global rivals such as Honda, Toyota and General Motors, which all saw higher China sales for last July.

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NEWS

TESLA’S ‘LONG-HAUL’ ELECTRIC TRUCK AIMS FOR 500 KM ON A CHARGE Tesla, this month, plans to unveil an electric big-rig truck with a working range of 320 to 500 km, a sign that the electric car maker is targeting regional hauling for its entry into the commercial freight market.

Chief Executive Elon Musk has promised to release a prototype of its Tesla Semi truck in September in a bid to expand the company’s market beyond luxury cars. The entrepreneur has tantalised the trucking industry with the prospect of a battery-powered heavy-duty vehicle that can compete with conventional diesels, which can travel up to 1,600 km on a single tank of fuel.

Tesla’s electric prototype will be capable of travelling the low end of what transportation veterans consider to be “long-haul” trucking, according to Scott Perry, an executive at Miami-based fleet operator Ryder System. Perry said he met with Tesla officials earlier this year to discuss the technology at the automaker’s manufacturing facility in Fremont, California.

Perry said Tesla’s efforts are centred on an electric big-rig known as a “day cab” with no sleeper berth, capable of traveling about up to 500 km with a typical payload before recharging.

“I’m not going to count them out for having a strategy for longer distances or ranges, but right out of the gate I think that’s where they’ll start,” said Perry, who is the chief technology officer and chief procurement officer for Ryder.

Tesla’s plan, which could change as the truck is developed, is consistent with what battery researchers say is possible with current technology. Tesla has not said publicly how far its electric truck could travel, what it would cost or how much cargo it could carry. But Musk has acknowledged that Tesla has met privately with potential buyers to discuss their needs.

Musk has expressed hopes for large-scale production of the Tesla Semi within a couple of years. That audacious effort could open a potentially lucrative new market for the Palo Alto, Californiabased automaker.

Or it could prove an expensive distraction. Musk in July warned ME CAR 8

that the company is bracing for “manufacturing hell” as it accelerates production of its new Model 3 sedan. Tesla aims to produce 5,000 of the cars per week by the end of this year, and 10,000 per week some time next year.

Tesla shares are up about 65 per cent this year. But sceptics abound.

Some doubt Musk’s ability to take Tesla from a niche producer to a large-scale automaker. About 22 per cent of shares available for trade have been sold “short” by investors who expect the stock to fall.

Musk, a quirky billionaire whose transportation ambitions include colonising the planet Mars, has long delighted in defying conventional wisdom. At Tesla’s annual meeting in June, he repeated his promise of a battery-powered long-haul big rig.

“A lot of people don’t think you can do a heavy-duty, long-range truck that’s electric, but we are confident that this can be done,” he said.

While the prototype described by Ryder’s Perry would fall well short of the capabilities of conventional diesels, Musk may well have found a sweet spot if he can deliver. Roughly 30 per cent of US trucking jobs are regional trips of 160 to 320 km, according to Sandeep Kar, chief strategy officer of Toronto-based Fleet Complete, which tracks and analyses truck movement.

NE W S

A truck with that range would be able to move freight regionally, such as from ports to nearby cities or from warehouses to retail establishments.

“As long as (Musk) can break 320 kilometres he can claim his truck is ‘long haul’ and he will be technically right,” Kar said.

Interest in electric trucks is high among transportation firms looking to reduce their emissions and operating costs. Electric motors require less maintenance than internal combustion engines. Juice from the grid is cheaper than diesel.

But current technology doesn’t pencil when it comes to powering US trucks across the country. Experts say the batteries required would be so large and heavy there would be little room for cargo.

An average diesel cab costs around $120,000. The cost of the battery alone for a big rig capable of going 320 to 640 km carrying a typical payload could be more than that, according to battery researchers Shashank Sripad and Venkat Viswanathan of Carnegie Mellon University.

Battery weight and ability would limit a semi to a range of about 500 km with an average payload, according to a paper recently published

by Viswanathan and Sripad. The paper thanked Tesla for “helpful

comments and suggestions.” Tesla did not endorse the work or comment on the conclusions to Reuters.

A range of 320 to 500 kilometres would put Tesla at the edge of what the nascent electric truck industry believes is economically feasible, the researchers and industry insiders said.

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NEWS

Volvo Cars to share engine technology and more with parent Geely

Sweden’s Volvo Cars, a unit of Zhejiang Geely Holding Group, has agreed to make some engines available for Geely-branded vehicles, sources said, deepening ties between the carmakers who already share technology through third brand Lynk & Co. Three people close to Geely and Volvo said the first Volvo-powered Geely model was expected to hit the market as early as late next year as a 2019 model year car.

The car will be equipped with a new 1.5-litre turbo charged petrol engine which Volvo has been developing for smaller cars, the knowledgeable individuals said.

Volvo is expected to share a 2.0-litre turbo-charged engine at a later date and will also allow Geely-branded cars to use a common vehicle platform the two automakers developed jointly for Volvo and Lynk & Co. “The terms of the recently announced joint venture between Volvo Cars and Geely Group mean that existing and future technologies can be shared by Volvo, Geely Auto and Lynk & Co, under licence agreements,” a Volvo spokesman said.

As part of this deepened technology-sharing arrangement, Geely said it has completed the formation of a joint-venture with Volvo, called GV Automobile Technology Co, to “cooperate on automotive technologies, purchasing and the future development of” Lynk & Co, Geely said in a press release.

The new joint venture creates a platform where all three brands – Geely, Volvo and Lynk & Co – can formally share the technologies and know-how they jointly develop and collaborate in purchasing, a Geely spokesman said.

Analysts questioned Geely’s ability to absorb the best of Volvo when it acquired the automaker from Ford almost seven years ago. Yet Geely ME CAR 10

has been working progressively to improve its technology with Volvo know-how.

Better designed cars following its 2010 purchase of Volvo – such as its GC9 sedan and Boyue sport-utility vehicle – have helped lift Geely’s fortunes. Its China sales grew 50 per cent last year to 766,000 vehicles and it expects sales to climb well above the one million mark this year.

Ultimately, it aspires to sell more outside China.

Earlier this year, Geely bought 49.9 per cent of struggling Malaysian carmaker Proton from conglomerate DRB-HICOM Bhd. Geely officials have told Reuters the Hangzhou automaker is planning to improve Proton cars by sharing Geely and Volvo technologies.

Analysts have said one big risk for Volvo, as it combines more with its parent, is the dilution of Volvo’s brand image by sharing its technology and know-how with a Chinese auto upstart.

NE W S

Ford teams with Domino’s on self-driving pizza delivery test Ford and Domino’s Pizza in September will begin testing Michigan consumers’ reactions to having their pies delivered by self-driving vehicles, the companies have said.

It will not be the first experiment with advanced pizza delivery technology. Australia-based Domino’s Pizza Enterprises, the Ann Arbor-based company’s largest independent franchisee, has tested delivery to customers in New Zealand via drone and self-driving robot.

In a blog post last month, Sherif Marakby, head of Ford’s autonomous and electric vehicles, signalled the automaker’s broader ambitions, saying Ford planned to cooperate “with multiple partners” in deploying self-driving vehicles “designed to improve the movement of people and goods.”

Previously, Ford executives had said the company expected to launch a self-driving shuttle for commercial ride-sharing fleets in 2021.

Domino’s and Ford will deliver pizzas to randomly selected customers in the Ann Arbor area in a Ford Fusion Hybrid equipped with self-driving technology. The delivery vehicles initially will be piloted by human drivers. Customers will be able to track the delivery process via GPS and will receive text messages on how to retrieve their pizzas once the delivery vehicle has arrived.

A number of start-up delivery services, many of them funded by venture capital, have been experimenting with on-demand delivery of different packages, including groceries, prepared food and beverages. So have larger companies, from Uber Technologies to Amazon.

Opinion is still divided, however, on whether automation can help solve some vexing delivery problems, such as how to deliver pizzas economically to the fifth floor of a college dorm.

The Ford-Domino’s test vehicle will not attempt to resolve that conundrum. It will stop outside the customer’s house, so it will not provide true door-to-door delivery service.

“We’re still focused on the last 50 feet,” said Domino’s spokeswoman Jenny Fouracre. “That’s a big challenge – getting (the pizza) from the kerb to the door.”

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NEWS

Audi board reshuffle to happen by mid-September The management of Volkswagen’s Audi unit will be reshuffled by the start of the IAA car show in mid-September, several people familiar with the matter have said, adding that four of the board’s seven members would be replaced.

Chief executive Rupert Stadler will remain in office unless new evidence emerges that would indicate he knew about diesel emission cheating at the carmaker, the people said.

“He still enjoys the confidence of the Porsche and Piech families,” one of the people said, referring to the clan that controls Volkswagen. “Something significant would have to pop up to change that.”

Ferrari unveils its new entry-level model: the Portofino Italian luxury sportscar maker Ferrari last month unveiled the Ferrari Portofino, its new entry level model that will replace the California.

The Portofino, named after a picturesque village on the Italian coastline, will be powered by an eight cylinder GT engine and can reach maximum speeds of over 320 km per hour.

With a maximum power output of 592 hp it can sprint from 0 to 100 km per hour in 3.5 seconds, Ferrari added.

The convertible model will make its world debut at the Frankfurt auto show in the coming weeks.

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NE W S

Renault forms new joint venture company in Iran French carmaker Renault has signed a new joint venture deal in Iran following an initial partnership agreement struck last year, which Renault said would boost its growth in the country.

Western companies, including Renault and French rival PSA, returned to do business in Iran last year after an international deal to lift sanctions in return for curbs on Tehran’s nuclear activities.

Renault will be the majority shareholder of the new joint venture company, formed with Iranian partners IDRO (Industrial Development and Renovation Organisation of Iran) and Parto Negin Naseh, an importer of Renault products in Iran.

The company had struck an initial deal with IDRO in September 2016. The new joint venture company will include an engineering and purchasing centre to support the development of local suppliers as well

as a plant with an initial production capacity of 150,000 vehicles a year, supplementing Renault’s existing capacity of 200,000 vehicles a year in the country. The first vehicles to be produced at the plant will be the new Symbol and new Duster cars, added Renault.

“We are happy to sign this agreement with IDRO and Parto Negin Naseh Company. In a rapidly expanding Iranian market, it was vital to implement plants, engineering and purchasing centre,” said Thierry Bollore, member of Groupe Renault executive committee and chief competitive officer.

“This joint venture will enable an acceleration of our growth in this country,” he added. Both Renault and PSA reported in July strong first-half sales numbers from their formal return to the Iranian market.

Toyota says to delay start of Mexico plant to early 2020 Toyota will push back the start of operations at its scheduled new plant in Mexico, to the first half of 2020 from the initial plan of 2019.

Japan’s top automaker had initially planned to start building the Corolla sedan at the $1 billion Guanajuato plant but said recently it would switch production to a new US factory to be built with Mazda.

Toyota said the delay was necessary to adjust its supply chain in Mexico to produce the truck-based Tacoma pickup model instead of the Corolla compact car. That factory could also build sport utility vehicles, a Toyota spokesman in Mexico said.

“With the production model change to the Tacoma pickup, the start of production will consequently be in the first half of 2020,” a Toyota spokeswoman said. “However, we will make our utmost effort to advance the timing in order to minimise the impact to suppliers and the local community.”

Until the scheduled start of the joint venture plant with Mazda in 2021, Toyota will supply the Corollas that were initially slated to be built in Mexico from its factories in Mississippi and Japan, the company said.

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NEWS

AUTONOMOUS CARS RACE NARROWS ON DOUBTS ABOUT CLEAR PATH TO PROFIT BMW and Daimler, the world’s top luxury carmakers, have announced alliances with suppliers, talking up the virtues of having a bigger pool of engineers to develop a self-driving car. But another motive behind these deals, executives and industry experts have said, is a concern that robocars may not live up to the profit expectations that drove an initial investment rush. Carmakers are increasingly looking to forego outright ownership of future autonomous driving systems in favour of spreading the investment burden and risk.

The trend represents a clear shift in strategy from little more than a year ago when most automakers were pursuing standalone strategies focused on tackling the engineering challenge of developing a selfdriving car, rather than on the business case.

“Although it is a substantial market, it may not be worth the scale of investments currently being sunk into it,” said a board member at one of the German carmakers, who declined to be identified because the matter is confidential.

Dozens of companies – including carmakers and tech firms like Google and Uber – are vying for a market which, according to consulting firm Frost & Sullivan, will only make up about 10 to 15 per cent of vehicles in Europe by 2030. There are sure to be losers.

“It’s impossible for me to believe there will be 50 successful autonomous vehicle software producers,” said John Hoffecker, global vice chairman of Michigan-based consulting firm AlixPartners.

In July last year, BMW became the first major carmaker to abandon its solo development of self-driving cars in favour of teaming up with chipmaker Intel and camera and software manufacturer Mobileye to build a platform for autonomous cars technology by 2021.

The decision followed a trip by senior executives to visit startups and suppliers to gauge BMW’s competitive position.

“Sitting at other companies, one rattles off the technological challenges and safety aspects, and you come to realise that many of us are swimming in the same sludge,” Klaus Buettner, BMW’s vice president autonomous driving projects, said.

“Everybody is investing billions. Our view was that it makes sense to club together to develop some core systems as a platform.”

Daimler’s Mercedes-Benz has since combined efforts with supplier Bosch, three months ago, while Japanese carmaker Honda has said it is open to alliances in the area of autonomous cars.

Even deep-pocketed tech companies are teaming up. San Franciscobased transport app operator Lyft and Alphabet Inc’s self-driving car unit Waymo pooled their resources in May. Partial autonomy is already a reality in higher-end cars that keep in lane and adjust their speed in motorway driving. Each of the next stages – “eyes off”, “mind off” and ultimately driverless autonomy – will likely take years to become reality.

Klaus Froehlich, BMW’s board member responsible for development, said the company was likely to lose money with its first fully autonomous vehicles, just like it did with its first-generation electric cars. But developing the technology remains a necessity in order to stay relevant as a carmaker.

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“It is an enabling technology, not a business case,” he said about BMW’s decision to develop autonomous vehicles. “But if the burden can be shared on a platform, I have nothing against that.”

One of the most financially promising markets that autonomous technology will open up is driverless on-demand taxis, which may one day come to replace regular cabs and parts of public transport in large cities. “Robotaxis” are expected to drive the wider market for car sharing and ride-hailing, which was worth $53 billion last year and could be worth $2 trillion by 2030, according to a McKinsey study published earlier this year. Ford and General Motors are investing at least $2 billion each to develop self-driving vehicles for urban ridesharing fleets beginning in 2021, competing with incumbents and start-ups. The emergence of alliances involving the likes of BMW and Mercedes-Benz comes at a time when regulators are pushing for a creation of standards for the new technology, which has the potential to improve vehicle reflexes and cut accidents by up to 90 per cent, according to Boston Consulting Group.

Industry experts say such standardisation could make it much harder to develop a product which stands out, calling into question the wisdom of high-stakes, go-it-alone strategies.

NE W S

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NEWS

Lotus evolves the Evora into its most powerful production car ever

By now, the formula for Lotus special editions is well known: add a bit of power, shed a bit of weight, slap some stickers on the side and voila, you’ve got a car fanboys and cashed-up collectors will be clamouring to buy.

Thankfully, the Evora GT430 takes things a bit further than that.

Lotus has treated the car to a comprehensive makeover, and the result is a much more focused beast than the base Evora.

With 430 hp from its supercharged engine, the limited edition Evora GT430 may be the most powerful production car Lotus has ever made, but there’s a lot more to it than just a power boost. The overhaul starts under the hood, where the 3.5-litre supercharged V6 engine now makes 430 hp of power and 440 Nm of torque.

Lotus says the 30 hp increase over the Evora 400 comes courtesy of a new air-to-liquid gearbox cooler, initially introduced on cars sold in the US. The reworked engine should sound good, too, thanks to a lightweight titanium exhaust. Power is put to the rear wheels through a six-speed manual gearbox.

Along with the uprated engine, Lotus has redrawn the Evora’s smooth exterior lines for more downforce at high speeds. The front bumper combines broader air intakes with a mean looking carbon fibre splitter, while new blades and louvres on the wheel arches add a dash of racing drama. New aero ducts behind the rear wheels and a reworked diffuser are standard, but the rear end is dominated by that massive

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carbon fibre wing. To make sure the GT430 delivers the compliant ride and flat handling for which Lotus is known, it’s been fitted with a set of rebound and compression-adjustable Ohlins TTX dampers, coupled with stiffer Eibach springs. Gone are the standard wheels, and in their place are lightweight forged aluminium numbers wrapped in sticky Michelin Pilot Sport Cup 2 rubber. Coupled with the limited-slip differential, the Michelin rubber should help deliver incredible traction in the dry.

Inside, the standard cabin has been treated to new carbon race seats, fresh door sills and a new instrument binnacle cover. Those who spend their weekends at the track will be happy to know Sparco bucket seats and four-point harnesses are optional as well. Lotus is pushing its personalisation programme at the moment, meaning owners will be able to spec almost any combination of colours and materials – provided they’re willing to pay, of course.

“The Evora GT430 is a landmark car for Lotus,” says CEO JeanMarc Gales. “Lightweight engineering and class-leading handling, paired with Lotus’ aerodynamic expertise, define the Evora GT430 as a legendary Lotus. It’s a truly beautiful car, meticulously finished in hand-crafted carbon, and employing the latest aerodynamics and lightweight materials. This highly developed vehicle perfectly reflects Lotus’ attention to engineering and design.”

Just 60 Evora GT430s will be built.

NE W S

Australia’s Electric Super Highway to power EVs along 1,600 km of coastline

Motorists travelling in electric vehicles along the Queensland coast in Australia’s north will soon be able to keep their rides topped up for free, thanks to a new Electric Super Highway. Announced recently, the roadway will be free to use initially, as the state government tries to encourage a shift to greener transport.

The Electric Super Highway will be the world’s longest in a single state, according to the Queensland Government. It will see more than 1,600 km of coastal roadway between the cities of the Gold Coast and Cairns dotted with fast-charging stations, enabling electric vehicles to be driven from the state’s southern border to its far north.

“This project is ambitious, but we want as many people as possible on board the electric vehicle revolution, as part of our transition to a low emissions future,” said Queensland’s environment minister and acting main roads minister Steven Miles.

“Today I’m announcing the first 18 towns and cities that make up phase one of the Electric Super Highway and will, once operational in the next six months, make it possible to drive an electric vehicle from the state’s southern border to the Far North. They will be available for use at no cost for the initial phase of the super highway so we can encourage as many people as possible to start using them.”

The energy supplied through the fast-charging stations will be clean, purchased through green energy offsets and credits. Miles cited a recent survey showing 50 per cent of Queensland’s residents will consider buying an electric vehicle, plug-in hybrid or regenerative braking hybrid in the next two years. Most of those participants said

new fast-charging infrastructure would add further motivation. “EVs can provide not only a reduced fuel cost for Queenslanders, but an environmentally-friendly transport option, particularly when charged from renewable energy,” said Miles. “The Queensland Electric Super Highway has the potential to revolutionise the way we travel around Queensland in the future.”

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NEWS

Intel to build a 100-strong fleet of self-driving cars In addition to drones, virtual reality and smart sports gear, Intel is making strong moves in the world of autonomous vehicles, something it recently demonstrated with a US$15 billion purchase of driverless tech company Mobileye. The computer hardware company has hit the ground running with its new acquisition, revealing plans for a fully autonomous fleet of driverless vehicles to be tested later this year.

Mobileye’s systems are already integrated into 237 unique car models and its chips feature in more than 3.3 million vehicles. In buying the company back in March, Intel hoped to combine that firm’s expertise in computer vision, machine learning and mapping with its own computing clout. With autonomous vehicles on the rise, Intel expects they will generate more than 4 GB of data every day by the year 2020.

And it wants to play a key part in this future. Together with Mobileye it plans to build a complete car-to-cloud system, a kind of all-in-one autonomous technology package where cars communicate with one another and store data in the cloud.

To kick things off, it will build its own test fleet to trial these technologies (starting in the US, the Middle East and Europe this year), which it says will eventually scale to more than 100 autonomous cars.

These will be fully autonomous SAE Level 4 vehicles, which means a high level of automation only requiring human intervention should unexpected conditions arise, like snow, for example. This is second only to Level 5, the type of cars that might include backwards-facing seats and an entertainment space.

“Building cars and testing them in real-world conditions provides immediate feedback and will accelerate delivery of technologies and ME CAR 18

solutions for highly and fully autonomous vehicles,” said Amnon Shashua, soon-to-be senior vice president of Intel Corporation and future CEO/CTO of Mobileye.

“Geographic diversity is very important as different regions have very diverse driving styles as well as different road conditions and signage. Our goal is to develop autonomous vehicle technology that can be deployed anywhere, which means we need to test and train the vehicles in varying locations.”

NE W S

PV panel-packed family EV goes up for pre-order

Last year, German startup Sono Motors embarked on a successful Indiegogo crowdfunding effort to get its electric family commuter into production. The Sion design included 7.5 square metres of photovoltaic panels integrated into the outer skin to charge the batteries while the electric car sat around waiting for someone to drive it. The final pre-production design was revealed in April, and the Sion went up for pre-order just a few weeks ago.

The Sion has 330 mono crystalline PV cells from SunPower (3.65 W each) on the hood, doors, rear and transparent roof to help top up the Li-ion batteries while the vehicle is on the move, or sat in an open air car park or driveway. Harvesting the sun’s rays won’t be enough to power the car on solar power alone, but the company does claim that the Sion’s PV system could manage around 30 km (per day in “favourable conditions.”

Last September, Sono did say that the system could peak at 65 km of solar-only range, but real world stats will likely vary considerably with everything from extended cloud cover to other road users casting a shadow on the panels affecting performance. But every little helps, right? Like other battery electrics, the remainder of the car’s juicing needs will have to be met by plugging in. The Sion’s overall range is given as 250 km per charge.

The five door family car’s 80 kW three-phase asynchronous electric motor with single speed transmission is said to be good for a top speed of 140 km/h, which should be enough to satisfy the needs of most city dwellers and suburbanites.

An interesting focal point of an otherwise simple interior is the air filtration system which makes use of moss to help remove dust from air in the cabin. Sono says that owners needn’t worry about having to tend the moss, confirming that it’s pretty much maintenance-free and should last for years before needing to be swapped out.

Other features include an infotainment system controlled by a 10-inch touchscreen, anti-lock brakes, passenger and driver airbags, regen braking and bidirectional charging technology. The latter allows for portable devices to run off of the Sion’s battery, with the company saying that charge can even be shared with other electric vehicles should the need arise. An optional trailer hitch is reported capable of towing loads up to 750 kg.

Sion owners will have the option to rent the battery after parting with US$18,700, or buy the whole car and battery pack package.

Sono now needs 5,000 pre-order commitments to go into volume production and, if all goes well, manufacture will begin next year with the first deliveries starting in 2019.

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NEWS

Infiniti handcrafts a retro-futuristic dream in the electric Prototype 9

Infiniti has completely unwrapped the stunning retro-futuristic Prototype 9 ahead of the Pebble Beach Concours d’Elegance. Inspired by classic Japanese racers and aircraft, the car blends stunning proportions with a modern electric powertrain to create one of the most interesting concepts we’ve seen this year.

The show-stopping looks of the Prototype 9 started as a conceptual sketch, inspired by roadsters and classic aircraft. Infiniti says the project was initially a paper-only proposition, but word spread and the production team offered to make the design team’s vision a reality.

Even though it has an unashamedly old-fashioned silhouette, modern Infiniti design cues like the shark-nosed grille and creased hood have been neatly integrated into the concept. The steel body panels were hammered into shape by hand and are draped over a steel ladder-frame chassis.

The interior has been finished to the same high standard as the exterior, with black-and-red stitched leather seats finished with Japanese flags in the headrests. Infiniti hasn’t only provided concept sketches instead of real images, but says the steering wheel hub houses all the driver instruments, while the rim rotates around it. The minimalist switchgear has been inspired by classic aircraft design.

Having finished the design, Infiniti turned to parent company Nissan for its experience with electric powertrains. This combines a 30 kWh battery with a prototype electric motor, the likes of which haven’t been used on a production car – yet. We wouldn’t be surprised to see some of the tech from this concept feature in the new Nissan Leaf when it launches.

Anyone hoping for Tesla-style performance will be sorely ME CAR 20

disappointed. The motor makes just 148 hp of power and 320 Nm of torque, all of which is fed to the rear wheels through a single-speed transmission. It takes 5.5 seconds to hit 100 km/h from standstill, and tops out at 170 km/h. Infiniti is claiming you’ll get around 20 minutes of driving on the track, but hasn’t quoted a regular roadgoing range for the car.

“While the essence of the Infiniti Prototype 9 is rooted in the past, it runs on a next-generation EV powertrain which looks squarely to the future,” says Roland Krueger, chairman and global president of Infiniti. “It is an excellent example of the ingenuity, craftsmanship and entrepreneurism that characterises the teams across our company. Prototype 9 comes to life as a dynamic, drivable prototype vehicle at Pebble Beach.”

NE W S

GM launches tiny $5K EV in China

Much noise has been made about the “affordable” Tesla Model 3, but it looks seriously pricey compared to the latest electric car from GM. Dubbed the Baojun E100, it has about 155 kms of range and costs less than the average motorbike when government subsidies are taken into account. The caveat? It’s only available in China.

It has been developed in conjunction with state-owned SAIC, one of the largest manufacturers in China. GM has been working with SAIC since 2001, selling cars under the Wuling and Baojun brand names. The pairing, known colloquially as SGMW, sold more than 1.5 million cars last year.

Aimed at city dwellers, the E100 is absolutely tiny. It has a 1,600 mm (5.25 ft) wheelbase and is just 1,670 mm (5.48 ft) tall, with a 3.7 metre (12.14 ft) turning radius. Those figures make the SmartForTwo look like a Land Rover Defender, so they should make the car perfect for swinging into small spaces in downtown Shanghai.

Power comes from a single motor making 100 Nm of torque and 29 kW (39 hp), with about 155 km of range on a single charge. There isn’t any mention of fast charging, but the regular wall plug will charge

the lithium-ion pack in 7.5 hours. Regenerative braking also helps feed energy back into the battery on the move.

Even though it’s not overly powerful, Baojun says the car will still hit 100 km/h on the highway. After all, even people who live in the city need to get away occasionally. Whether you would actually want to mix it with semi-trailers and big family four-wheel drives that dominate the highways in your tiny EV is another question.

Inside, the two-seat E100 has a seven-inch touchscreen with wireless connectivity. The options list isn’t particularly long, but buyers of the upscale Zhixiang model benefit from keyless entry and a better air filter for the climate control. Given how poor air quality has become in some Chinese cities, the more expensive model might be worth a look. Much like the Model 3, the E100 has its air vents integrated into the dashboard, and there are no conventional instruments in front of the driver. Having sold its initial run of 200 cars, GM-SAIC-Wuling has started sales on another 500 cars to customers in Guangxi. The car costs ¥35,800 (US$5,300) after government and local EV subsidies are taken into consideration.

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Monterey Car Week

2006 Lamborghini Concept S

MODERN SUPERCARS DOMINATE CALI AUCTION GRID

2009 Mercedes-Benz SLR McLaren 722S Roadster 2015 Ferrari LaFerrari

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2015 McLaren P1

T

he rash of supercars we have seen since the turn of the millennium are already beginning to ripen at auction, and no less than 17 modern supercars are expected to sell for more than a million dollars at Monterey Car Week this year.

Monterey has traditionally been the domain of classic cars of yesteryear, but the spending power of the Monterey audience has seen it become the domain of anything rare and exclusive. This year RM-Sothebys is adding selected jewellery to the auction card, recognising that any large gathering of wealthy individuals is an opportunity to market a myriad of wares.

The most prominent of the supercars of recent years is Ferrari’s La Ferrari, with no less than four of the 949 hp hybrids going to auction with prices ranging from US$4.7 million through to $3.3 million.

That’s considerably above what buyers paid for the car from Ferrari – the buy price was around $1.4 million for each of the 499 LaFerraris

2016 Aston Martin Vulcan

2011 Ferrari 599 SA Aperta ME CAR 23

Monterey Car Week

2015 Porsche 918 Spyder

built, but to get on the list of prospective buyers, you also needed to be a good Ferrari customer with a string of Ferraris behind you going back a few years. Hundreds of people met those criteria and still missed out.

Getting a LaFerrari, McLaren P1 or Porsche 918 requires qualifying as a good customer which can be a difficult task, and they are so desirable as a badge of success that it has inflated the sell price well beyond the buy price – when the 500th and first publicly available LaFerrari was auctioned by RM-Sothebys last December (2016), it fetched $7.0 million – five times the sale price to Ferrari’s finest clients.

Not far behind the La Ferrari in terms of expected sale prices in Monterey are a Koenigsegg CCXR Trevita, Bugatti Veyron Grand Sport Vitesse, two Ferrari Enzos, a Pagani Huayra Tempesta, an Aston Martin Vulcan, two McLaren P1s and a Porsche 918 Spyder that are all expected to top $2 million.

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2017 Ferrari F12TDF

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Monterey Car Week

2010 Koenigsegg CCXR Trevita

Here’s what you can buy a state-of-the-art modern sportscar for at Monterey this year.

• 2015 Ferrari LaFerrari - Estimate: $4,500,000 to $4,700,000 • 2010 Koenigsegg CCXR Trevita - Estimate: $2,700,000 to $3,000,000 • 2015 Bugatti Veyron Grand Sport Vitesse - Estimate: $2,700,000 to $3,000,000 • 2003 Ferrari Enzo - Estimate: $2,700,000 to $3,000,000 • 2014 Pagani Huayra Tempesta - Estimate: $2,200,000

2015 Bugatti Veyron Grand Sport Vitesse

to $2,800,000 • 2016 Aston Martin Vulcan - Estimate: $2,300,000 to $2,700,000 • 2015 McLaren P1 - Estimate: $2,200,000 to $2,500,000 • 2006 Lamborghini Concept S - Estimate: $1,800,000 to $2,500,000 • 2015 Porsche 918 Spyder - Estimate: $1,200,000 to $1,600,000 • 2017 Ferrari F12TDF - Estimate: $1,350,000 to $1,500,000 • 2009 Mercedes-Benz SLR McLaren 722S Roadster Estimate: $900,000 to $1,100,000 • 2011 Ferrari 599 SA Aperta - Estimate: No official estimate 2014 Pagani Huayra Tempesta ME CAR 26

2003 Ferrari Enzo

The most prominent of the supercars of recent years is Ferrari’s La Ferrari, with no less than four of the 949 hp hybrids going to auction with prices ranging from US$4.7 million through to $3.3 million ME CAR 27

Desert Born

ZAROOQ OFF-ROAD SUPERCAR SANDSTORMS ITS WAY TOWARD PRODUCTION

E

mirati-Monégasque newcomer Zarooq Motors previewed its SandRacer off-road supercar back in late 2015. It was awesome. Or it seemed like it could be awesome... assuming it ever showed up again. Well, here it is not two years later, and we’re seeing it again. In fact, Zarooq says that it’s ready for production and will launch with a special edition 500 GT model. The rally-style supercar has an off-road racing chassis, carbon fibre body, mid-mounted V8 engine and Mansory interior.

Deserts of the world are about to get a little less peaceful.

That beast you see snarling, spitting and kicking above isn’t built to battle it out in the Silk Way Rally ahead of a big Dakar 2017 ME CAR 28

attempt. Zarooq actually fancies it docile enough to take out for dinner and drinks. The company recognises that there are a lot of great supercars fine-tuned to excite and impress on pavement, but it feels the market lacking in performance cars that are equally comfortable careening up and down sand dunes and tearing across desert floor.

“Zarooq Motors makes supercars that are unique since you can take them on a weekend track day or for a luxurious commute in the city but also on any off-road terrain, even the toughest dunes of the Arabian Desert, where they were born,” says Zarooq co-founder Mohammed Al Qadi.

Of course, from its oversized off-road tyres, through its Campos Racing-designed tubular space frame chassis with roll cage, and out to its beefy, flared bodywork, this car just pleads to be taken off road.

And we’re guessing anyone who puts down half a million dollars on the launch edition already has a garage full of supercars with better road and track manners. This one will be getting dirty.

Zarooq hasn’t spent the entirety of the past year and a half designing fancy computer renderings to show in place of real photos, although it’s clearly been doing plenty of that. It promises that it’s been reworking, refining and testing the SandRacer toward optimising power, weight and performance.

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Desert Born

That work includes calling in a 525 hp 6.2-litre GM LT1 V8 engine to take over for the 300 hp V6 it was talking about last time around.

The V8 is mounted toward the middle of the racing chassis and works with a racing-grade Weddle five-speed sequential gearbox to drive the rear wheels and push the 1,200-kg car forward. A revised suspension with Dakar-grade Intrax dampers and 17.7 in of travel cushions those big-tyred wheels. Road and sand settings adjust the ride height for what’s ahead.

“We listened to our clients, who definitely wanted something more powerful, lighter, with an even more radical design, and with a luxury interior,” explains Iannis Mardell, another company co-founder.

The design was already pretty radical and aggressive back in 2015, but it has indeed gotten bolder. The big additions are the rear diffuser and centralised rectangular exhaust tips. Zarooq assures the ME CAR 30

diffuser is easy to take off for off-road adventures on which it might prove a detriment. The new SandRacer design also includes a few more curves and a revised front-end geometry.

Mansory, famous for over-the-top tunes like this one, will assemble the carbon fibre body and dress the interior in carbon fibre and leather. The cabin will include a digital dashboard, infotainment system with Apple CarPlay, climate control and power windows.

Zarooq says it’s already recorded its first sales and will offer each of the 35 SandRacer 500 GT models for a price of US$450,000. It is offering the cars in the GCC as well as some European countries, and deliveries will begin in the fourth quarter – maybe some satisfied new owners will post some actual photos of the production-spec model then. In the meantime, we tracked down a few real photos of an earlier development car.

We listened to our clients, who definitely wanted something more powerful, lighter, with an even more radical design, and with a luxury interior ME CAR 31

Street Legal

FLIGHT OF THE VALKYRIE

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he bespoke AM-RB001 Valkyrie became one of the most talked about cars in the world when Aston Martin and Red Bull announced it in Melbourne last year, and the hype hasn’t faded in the intervening 18 months. We’ve now been given a detailed look at the road-legal version of the Valkyrie, complete with unbelievably intricate underbody aerodynamics and a stunning, pared-back interior.

We can’t quite believe it either, but apparently the stunning slice of British design and engineering you see here will be road legal.

Imagine seeing one sitting at the traffic lights, rubbing shoulders with mundane hatchbacks and hulking four-wheel drives. Most journos scoffed when Aston said the Valkyrie, known as the AMRB001 at that point, would be an LMP1 car for the road, but this is one case where we’re sure they’re very happy to be proven wrong.

Red Bull Racing aerodynamicist Adrian Newey is responsible for the insane underbody setup, designed to draw as much air as possible over the shapely carbon fibre diffuser through twin venturi tunnels. Newey actually said the car debuts technology

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and aerodynamic devices deemed too radical for the (frustratingly restrictive) F1 rule makers.

The unique underbody aerodynamics bring a number of advantages. Aston Martin says the car develops more than 1.8 tonnes of downforce at high speed, so the system clearly works, but it also makes for a fascinating profile. There are a lot of interesting cutouts and shapes lurking under the smooth bodywork, but the top of the car is unmistakably an Aston. The pairing of Newey and Marek Reichman, head designer at Aston Martin, is one we’d love to see more of in future.

The body cleverness extends beyond the underbody, with some beautifully nerdy solutions for saving weight. The headlamps use an anodized aluminium frame to shave between 30 and 40 per cent from the lightest headlight assembly used in current Aston Martins, and the high-mounted central rear light is the world’s lightest. Meanwhile, the badge is just 70 microns thick – making it 30 per cent thinner than a human hair.

This fanatical gramme-shedding continues inside as well, where

the luxurious detailing from the DB11 and Vanquish has been replaced with a pared-back look. The seats are mounted directly to the carbon tub, and four-point harnesses are standard. Aston says the feet-up driving position is reminiscent of modern Le Mans and F1 racers.

Anything that could distract from driving (very quickly) has been stripped from the dash, leaving three screens and a detachable steering wheel festooned with buttons. Crucial info about the car is displayed on the large OLED screen behind the wheel, while the compact units on the A-pillars are there in place of conventional rear-view mirrors.

It’s nice to see rear-view cameras and screens make the jump from concept to reality, where they offer all-weather visibility and neat aerodynamics that a regular mirror can’t. There’s even room for taller drivers in the cabin, with Aston Martin saying people in the 98th percentile for height can squeeze in.

“It’s been a tremendous challenge to make the interior packaging work,” says Matt Hill, Aston Martin creative director of interiors. “In this instance, we’ve started from a position where you think something is impossible and work at it until you find a way to make it work. We’ve been fighting for millimetres everywhere, but the battle has been worth it, as it’s been fantastic seeing customers try the interior buck for size. They love the ritual of getting in and how it feels to be sat behind the wheel.”

The Valkyrie is set for production in 2018. Aston Martin says the design may still change before it reaches owners, but it’s about 95 per cent complete.

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P IT STOP

Audi examines how we’ll spend our time in self-driving cars Self-driving technology promises to dramatically change the way we interact with our cars, and in ways we’re not entirely sure of yet.

Audi has teamed up with the Fraunhofer Institute for Industrial Engineering to explore how people will spend their time in autonomous cars, and how manufacturers can best tailor their cabins for work, rest or play.

According to Audi, the average driver spends around 50 minutes sitting in their cars on a daily basis. Self-driving cars open up more options, and the 25th Hour project is all about working out how to facilitate the best possible use of that time in an autonomous vehicle using an “intelligent human-machine interface.”

The project started off by analysing how people use the infotainment systems in their cars today, and trying to predict what passengers might want to do in future. Having consulted with experts in fields like psychology and anthropology, the team defined three “time modes” it thinks will be required in a self-driving car: quality time, productive time and time for regeneration.

From there, Audi turned to the Fraunhofer Institute to find out how a self-driving cabin might look for each of these modes using a specially-developed driving simulator. The simulator has an adaptive (steering wheel-free) cabin, complete with dimming windows, changeable ambient lighting and the ability to simulate background noise. Massive projections are used to make it feel like the car is driving through a city at night.

A group of 30 millennials were hooked up to an EEG for brain monitoring and asked to perform a range of tasks that require concentration. After the tests, brain activity, errors and subjective impressions were also taken into consideration.

Unsurprisingly, test subjects were most relaxed in a disturbancefree environment, with dimmed windows, gentle lighting and a minimum of interruption from the car’s on-board infotainment. Also ME CAR 34

unsurprisingly, brain activity shot up when the test participants were bombarded with advertisements and notifications from their phones.

“The results show that the task is to find the right balance,” says Melanie Goldmann, head of Culture and Trends Communication at Audi. “In a digital future, there are no limits to what can be imagined.

We could offer everything in the car – really overwhelm the user with information. But we want to put people at the centre of attention. The car should become a smart membrane. The right information should reach the user at the right time.”

Although the findings seem obvious, finding the right balance between providing information and minimising distraction is already playing out in our cars. BMW has been particularly active in creating concepts designed to deliver huge amounts of information clearly, while Mercedes has its own very distinct ideas about what the selfdriving cabin of the future will look like.

STORIE S FROM AROU ND THE MOTO RING W O RL D

BMW’s Krueger to become car industry’s youngest CEO as Diess named head of VW cars

How did Jaguar pull off its E-Pace barrel roll?

The new E-Pace is an important car for Jaguar, which meant a normal launch programme simply wasn’t going to cut it. Instead of hiring some #influencers or using a motor show press conference, the British marque decided its smallest SUV would arrive on the scene with a world-record-breaking barrel roll.

Jumping a car isn’t easy – as anyone who’s tried it at home will know – so the barrel roll you saw at the E-Pace launch was the result of extensive pre-launch preparation. A lightly-modified E-Pace was subjected to 33 test jumps, a process which saw it land on its roof, sides and rear-end multiple times.

Having finally nailed down its approach speeds and angles,

Jaguar slotted stunt driver Terry Grant into the driver’s seat. He was subjected to forces of 5.5G on the jump, which was over in just 1.5 seconds. After a whopping 756 hours of engineering simulation time, the driver had just a 10 mm margin for error.

“As far as I am aware no production car has ever cleanly completed a bona-fide barrel roll and therefore it has always been an ambition of mine to perform one ever since I was a boy,” says driver Terry Grant.

“After driving the Jaguar F-Pace in the record-breaking loop-the-loop, it has been amazing to help launch the next chapter of the Pace family in an even more dramatic dynamic feat.” Check out Jaguar’s YouTube page to see a behind the scenes mini documentary on the barrel roll.

ME CAR 35

P IT STOP

Singer, Williams collaborating on ultimate air-cooled 911 engine Singer Vehicle Design has made a name with its lovingly conceived, elegantly executed Porsche 911 restorations in recent years. What started as a passion project has morphed into one of the most exciting operations in the motoring world – and now, it’s teaming up with Williams Advanced Engineering and legendary engineer Hans Mezger to create the ultimate air-cooled 911 engine.

You might have heard Porsche fans speak about the Mezger engine with a certain degree of reverence. It refers to the watercooled six that started off in Le Mans GT1 Prototypes from the early1990s, before being developed and adapted for life in road-going 911 GT3 cars. Its reign came to an end in the 911 GT3 RS 4.0. Mezger has his fingerprints all over the flat six that debuted in the 1963 911, and he developed the flat-12 from the 917. As pedigree goes, his is a very good one.

The new Singer Vehicle Design engine will be a naturally aspirated, air-cooled flat-six with a 4.0-litre capacity. It will have four valves per cylinder and four camshafts, making a whopping 500 hp of power. The engine will be fitted to a 1990 911 owned by Scott Blattner, a long-time client of the company.

ME CAR 36

The finished product will have new cylinders and pistons with titanium con-rods, and its aluminium throttle bodies are paired with carbon fibre trumpets. Carbon fibre has also been used for the airbox, which has been tuned to deliver strong mid-range torque. Don’t think this is all about low-down twist, though – redline should be somewhere north of that magical 9,000 rpm mark.

Lightweight materials like titanium, magnesium and carbon fibre have been applied lavishly in the new engine, which breathes through an Inconel and titanium exhaust. The initial list of upgrades is substantial, but expect to see even more when the car is completely finished. Suffice to say, it should be something seriously special.

“Helping our clients realise their unique vision for a reimagined Porsche 911 with the help of automotive royalty is very much a privilege,” says Rob Dickinson, founder of Singer. “Singer is delighted to be working with Williams Advanced Engineering and Hans Mezger to offer our clients a ‘next level’ of restoration and modification services for their Porsche 911s. With careful and dedicated development, this iconic air-cooled engine has much to give both its existing devotees and a generation of new enthusiasts.”

TEST

FIRST DRIVES AND CONSUMER TESTS AT HOME AND ABROAD

DRIVES

FERRARI 812 SUPERFAST THE LINE BETWEEN LOVE AND 44 STRADDLING IMPOSSIBLE PHYSICS, CAN THE FERRARI 812 SUPERFAST BE TAMED?

RENAULT CAPTUR SUPERMINI DOES LITTLE TO ADDRESS 50 RENAULT’S ITS FLAWS, BUT IT DOES KNOW WHAT ITS CAPTIVE AUDIENCE WANTS

38

VOLKSWAGEN ARTEON

CHEVROLET EQUINOX IMPRESSIVE DAY OR NIGHT, CHEVROLET 60 EQUALLY EQUINOX CROSSES THE CELESTIAL EQUATOR STRAIGHT INTO MECAR’S LINE OF SIGHT

ME CAR 37

Tested: VW Arteon

ME CAR 38

T H E F U T U R E O F F A S T B A C K

ME CAR 39

Tested: VW Arteon

ME CAR 40

Volkswagen is out with the old, in with the new, as Jon Sedrick takes control of the CC replacement, Arteon

L

ook carefully at the front of the new Volkswagen Arteon – you’ll be seeing it again. For there’s a lot resting on the extended haunches of this new bumper-sized four-door coupé, which replaces the Passat-based CC. When it goes on sale later this year, the Arteon faces not only a daunting battle in a pretty rarefied market niche against Audi’s A5 Sportback and BMW’s Gran Coupé, but also the task of pushing the VW brand upmarket into a direct confrontation with those brands across the board.

Haven’t we seen we’re-going-to-be-premium hubris before, and from highly unlikely car names? Yes, but consider that VW already sits at the top of the non-premium tree and its Golf is a brand in its own right.

There’s also the sense that there’s a bigger game being played here, particularly with potential changes to US import tariffs under Donald Trump’s administration.

Elmar-Marius Licharz, head of Volkswagen’s mid and large car programmes, said: “The cars we produce at our Chattanooga plant (VW’s US factory) are for the mass market. The cars that come from Germany will need to push at the premium market.”

He also says that the nine-year-old Passat CC (then just CC) four-door coupé hasn’t performed as it should in Europe, hence the name change for its larger replacement.

A lot larger, in fact. The Arteon is 4.86-metre long, with a 2.83-metre wheelbase and it’s 2.13 metres wide. That’s 6.1 cm longer than the CC on a 13.2 cm longer wheelbase, which means the overhangs are shorter and it looks stretched out, wider and meaner, with the front track pulled out by 3.6 cm.

It’s based on VW’s MQB modular chassis technology, although its size and the design (which was based around 20-inch wheels) meant that new brakes, dampers with adjustable valving and heavily revised suspension components were required.

Licharz doesn’t overplay the premium card and says that VW can’t just turn up and be accepted as a premium car maker, it needs its own twist. So as well as good design, fine materials and VW’s proven drivetrains, there’s also advanced communications and safety technology (the Arteon scored a full five stars in Euro NCAP testing) together with a spin of practicality.

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Tested: VW Arteon

It’s the technology card that the Arteon plays so adroitly, though.

There’s limited self-driving, dynamic braking options and satnavguided headlamps, all of which are becoming common in the premium class, but also new stuff. Take the rear-end crash protection system, for example, which aligns the seats and belts in preparation for impact, cracks opens the windows to optimise airbag deployment and turns on the hazard flashers.

Most interesting is the Emergency Assist, aimed at reducing the accidents caused by drivers dozing off (more than 20 per cent of all crashes, according the Licharz) and those suffering medical emergencies.

The Arteon continually monitors brakes and steering and will flash lights, buzz and vibrate controls if the driver is unresponsive. If there’s no reaction the car waggles around in its lane to warn other drivers, before moving to the side of the road and stopping with the hazard lamps flashing.

The cabin is a step up from the Passat, but as well put together.

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There’s striated wood inserts in the dash, soft-touch plastics and great fit and finish. The seats are accommodating and comfortable and with electronic height adjustment, plus reach-and-rake steering adjustment, there’s an ideal driving position for most sizes. Copious storage space is well thought out and there’s a mien of practicality which marks out the VW brand.

The centre console is the new VW Group 9.2-inch colour display; it’s not all good. Good are the high quality graphics and the clarity, as well as the almost instant responses. Not so good is a lack of intuition in the major controls and the deletion of the separate knobs for the radio volume and map zoom.

The rear seating has limousine levels of leg room and the width will easily accommodate three adults, but head room is a little short for those over six foot. There’s also a feeling that quality of materials and design tails off as you move backwards; the rear seats are comfy, but they don’t feel as special as the fronts.

Under the skin (“Don’t say hatchback,” says Licharz, “it’s fastback”)

Specifications Engine: 2.0-litre TC Power: 280 hp Torque: 350 Nm 0-100 km/h: 5.6 seconds Price from: N/A

this is basically a Passat chassis with MacPherson strut front, multilink rear suspension. Although there’s an additional V6 turbo petrol under development, we start with a 280 hp/350 Nm of torque 2.0-litre turbocharged petrol TSI, with a seven-speed DSG twin-clutch transmission and four-wheel drive.

With VW’s new Dynamic Chassis Control from the Golf, you can move the variables on suspension via the digital sliders on the touch screen. The Arteon even allows selection of extreme comfort and sporting damping a couple of steps beyond the normal extremes.

The ride comfort is marred by those 20-inch wheels. Their lowprofile tyres crash and bang around even on heavily manicured German roads. It makes for a weird and slightly unhappy combination and buyers would be well advised to try the 19-inch wheels before signing the purchase agreement.

Dynamically, the Arteon isn’t bad, but while that transverse engine arrangement releases more interior space, it also raises the centre of gravity and pushes the major masses forward. At medium

The Arteon continually monitors brakes and steering and will flash lights, buzz and vibrate controls if the driver is unresponsive speeds the nose turns in quickly enough and the chassis imparts confidence in corners, but this is a car built for long-distance comfort, not rewarding driving.

The electronically assisted steering feels numb; push it and the nose wants to go straight on and there’s poor chassis feedback compared with rivals. It also feels like a big car and therefore a bit unwieldy on narrow roads. That said, the brakes are terrific, stopping quickly but smoothly and with plenty of feel at the pedal.

If you drive a CC or Passat CC, the Arteon is all good news: bigger, better equipped, with nicer drivelines, class-leading safety innovations and all for not much more money. VW has also cleverly identified a market gap and the Arteon offers all the space of the full D-segment luxury-class coupé at a price not much more than that of rivals in the smaller C/D saloon-based class.

Yet, that big-wheel ride quality notwithstanding, is this really a premium sector car? I’m not completely convinced that you’ll be convinced.

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Tested: Ferrari 812 Superfast

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I N C O M P A R A B L E G A L L O P

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Tested: Ferrari 812 Superfast

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Straddling the line between love and impossible physics Ferrari makes its 812 Superfast for Ian McGuinness to tame

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The heart of any Ferrari is the engine.

You could write a book on the revisions to the 65-degree V12 compared with the F12berlinetta, but suffice to say it’s 75 per cent new with only the major castings being carried over

uite how fast is superfast? After all, it’s not as if there’s any shortage of 320 km/h-plus cars that can accelerate from 0-100 km/h in less than three seconds. So the big question is precisely how Ferrari could improve on the sublime F12, a car that we thought might be the last of the front-engined, V12 grand tourers with which Enzo Ferrari established his company and which have continued to feature in the range over the past 70 years (in fact, all the road cars were V12s until 1975).

Away from the new car’s looks for a second, the numbers. Ferrari claims to have built on the lessons learnt with the F12tdf, a tweaked version of the standard F12 that was more focused on the art of going fast rather than going almost as fast but in relative comfort. That incorporated engine and aerodynamic enhancements that have been further evolved for the 812 Superfast.

The headline figure is a peak power output of 789 hp at a heady 8,500 rpm, which is only 400 rpm shy of the red line.

The peak torque of 718 Nm is delivered at a similarly lofty 7,000 rpm, with 80 per cent of that available at 3,500 rpm, thanks to the use of a 350-bar direct-injection system along with variable geometry intake tracts derived from its Formula 1 experience. Its seven-speed, dual-clutch transmission features reduced times between up- and down-shifts.

For the numbers fetishists, the top speed is 340 km/h, with 0-100 km/h in 2.9 seconds and 0-200 km/h in only 7.9 seconds.

The heart of any Ferrari is the engine. You could write a book on the revisions to the 65-degree V12 compared with the F12berlinetta, but suffice to say it’s 75 per cent new with only the major castings being carried over.

The major change is an increase in capacity from 6,282 cc to 6,496 cc thanks to a longer stroke, together with reductions in internal friction. The power is both real and sensory, in that the gear ratios are shorter to improve the car’s responsiveness.

I’m a huge fan of the outgoing F12berlinetta but this is something else. Designed by the Ferrari Styling Centre, the 812 Superfast is clearly a derivative, but it has been restyled and is now festooned in aerodynamic aids that are effective yet discreet – the perfect antidote to the massive slots and vents and wings of so many performance cars.

You have to study it carefully to comprehend the extent of the airflow management. The flow around the front, the sides and the wheels is carefully channelled by a system of ducts incorporating active and passive aerodynamics to produce downforce while reducing lift and turbulence around the high tail, which is reminiscent of the famed 365 GTB4 ‘Daytona’ of 1969.

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Tested: Ferrari 812 Superfast

That’s the genius of the 812 Superfast, the way that all the systems integrate seamlessly to flatter drivers of all abilities while permitting full exploitation of the prodigious power in a series of carefully managed steps

The 812 also marks the debut of a new bodywork colour, Rosso Settanta, a lovely deep red, which marks Ferrari’s 70th anniversary this year. Inside, Ferrari has retained the feeling of space and comfort that buyers of its V12s demand, although there’s a sportier look compared with the F12, along with new seats, steering wheel and instrument clusters, as well as upgraded infotainment and air-conditioning units.

That aircon was put to the test as we drove the 812 on the roads around the Ferrari factory in Maranello in 36-degree heat, together with a few laps of the company’s Fiorano test track.

As you might imagine, on the road it is simply mighty. Anything with this amount of power is bound to feel special although in the congested towns the 812 is so benign that it’s almost anti-climactic.

Escape to the nearby Apennine hills and let it off the leash, however, and it’s an entirely different beast, a snarling, crackling road-burner that commands respect as you’re inevitably travelling a lot faster than you imagine. The faster you go, the better it gets.

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The most impressive feat is how composed it is, even over some truly awful surfaces. The best setting is Sport (selected as usual by the manettino switch on the steering wheel) to get sharper responses from engine and gearbox, together with the excellent ‘bumpy road’ suspension setting that provides a degree of suspension compliance for comfort with rapid responses.

On one occasion the car took off momentarily where a section of road had subsided. The engine hit the rev limiter at almost 9,000 rpm as the rear wheels spun crazily and I expected something awful. The car simply landed, regained traction in a trice and powered on without a wobble. Uncanny.

Set up thus, it was simply devastating, the whole car seeming to shrink and displaying a nimbleness that something of this size (and with a big V12 in the nose) has any right to.

As if the chassis doesn’t make you feel heroic enough, the engine management software delivers a perfectly executed blip during

Specifications Engine: 6.5-litre V12 Power: 789 hp Torque: 718 Nm 0-100 km/h: 2.9 seconds Price from: AED1.3 million

downchanges. At the press conference there were the usual questions about whether Ferrari would consider selling a car with a manual gearbox for “enthusiast” drivers, but when a transmission is as good as this Ferrari’s seamless dual-clutch set-up I’m not surprised that the question was met with mild bemusement from Ferrari’s engineers.

On the Fiorano circuit, we were able to assess the raft of electronic aids by setting everything to normal than gradually dialling out the assistance. It’s truly remarkable how Ferrari has engineered in stages of help so your driving is really flattered yet you always feel in control and know that there’s a safety net should you get it badly wrong.

Powering out of the turns the 812 will smoke its rear tyres in almost any gear yet at the same time it’s so progressive and controllable.

It is the first Ferrari with EPS (Electric Power Steering) which is calibrated to work in tandem with the battery of electronic vehicle dynamics controls, including the latest version of Ferrari’s patented Side Slip Control (SCC). As with most modern systems, there’s little

feedback but it’s never anything less than direct and responsive. As with the chassis electronics, it provides the confidence to explore the car’s limits in the knowledge that it will provide plenty of warning that you’re approaching the limit of adhesion.

And that’s the genius of the 812 Superfast, the way that all the systems integrate seamlessly to flatter drivers of all abilities while permitting full exploitation of the prodigious power in a series of carefully managed steps. At no point do you feel that it’s going to leave you high and dry.

Downsides? Very few. There’s a wealth of personalisation options, many of them fitted to the test cars, although the carbon-backed sports seats of the example I tried proved unyielding during a three-hour drive so I’d be inclined to stick to the standard seats.

Overall verdict, though? Super? Check. Fast? Undoubtedly. And so much more besides. I’ve had a love affair with Ferrari for quite some time, now. I just wish my finances didn’t prove it to be unrequited.

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Tested: Renault Captur

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Tested: Renault Captur

Renault’s supermini does little to address its flaws, but will please those that were already fans, says Jon Sedrick

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enault’s Frendzy design study of 2011 did more than murder the English language; this electric van-cum-car idea also launched Renault into the burgeoning market for tiny SUV crossovers. The Frendzy-inspired, Clio-based Captur was launched at the Geneva motor show in 2013 and, since then, the market for B-segment crossovers has doubled in size.

Not that these non-premium tiddlers have ambitions or ability to scale much more than shopping-mall speed bumps. Based on supermini platforms, they’re all attitude and no outback, to the extent that very few of them even have four-wheel drive.

Their jaunty style and daft names (the forthcoming Hyundai Kona, for example, or the existing Opel Mokka) perhaps indicate the target markets with young suburban cowboys as well as old folk, who like the high-riding position for easier access for stiff knees. No one seems to mind the consequent deterioration in handling that results from sticking a supermini on stilts; this simply isn’t a hard-driving,

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cornering-on-the-limit market. Trouble is, it can also result in a pretty bone-shaking ride and the first-generation Captur had a terrible ride, far worse than its Peugeot 2008 rival and its Nissan Juke sister, which shares the similar underpinnings. All them were better, however, than the parlous Ford EcoSport, but then so is my garden wheelbarrow.

So four years after launch, the Captur has received a mid-cycle facelift – nothing in drivelines or the MacPherson-strut front, twist-beam rear suspension has changed. What is different is the adoption of a larger grille similar to that used in its Kadjar big sister, LED lamps and a smattering of new body colours.

With Renault busy blurring the design lines between compact MPVs like the new Scenic and crossovers like the Kadjar and Captur, Ken Melville, its design director for A and B segment cars was asked what design direction small crossovers would take. He acknowledged that MPV and crossover designs, once headed in different directions, now seem to be meeting somewhere round the back, but reckons their

Specifications Engine: 1.2-litre TC Power: 116 hp Torque: 190 Nm 0-100 km/h: 10.9 seconds Price from: AED 57,900

interiors will prove the defining factor. “For me the difference is that the crossover, with its four individual seats, says ‘I am here, look at me’,” he said, “where the new MPV design is a more practical and configurable family design.” So it’s the interior that has received the most love here, with better seats (on top versions), a curvier dashboard and door cards, and a new steering wheel, all made out of nicer plastics and, in the case of the top model, full-grain leather.

“We’re looking for Volkswagen levels of quality here,” says Melville, “they’ve got excellent quality.”

It does seem better put together than the old and there’s also an electronic technology story here, which throws further light on the Captur’s typical customers; blind-spot monitoring/warning and selfparking system for the oldies, and a stonking Bose stereo, Renault’s R-Link system and Android Auto software for the youngsters.

On our first drive, it quickly became clear that that the ride quality hasn’t improved one jot. The Captur galumphs over sleeping policeman

(speed bumps), clangs through potholes, crashes over surface changes and dances passengers’ heads from side to side and diagonally. Most micro crossovers ride poorly, but the new Captur is abysmal.

Dynamically, it isn’t particularly captivating either, but the light steering and major controls feel accurate and make it easy to drive, while the high driving position allows easy placement and parking.

Front disc, rear drum brakes are more than up to the job of stopping this 1.2-tonne car, although the pedal feels numb.

On perky looks, a customisable exterior and acceptable driving dynamics, the Captur is top of the class, but it feels a bit cynical that this mid-cycle facelift has done nothing to correct the biggest drawback, its ride quality. Oh, and there’s the price. Add a few extras to the top-spec models and you are well into heartland Golf territory. VW’s ubiquitous family hatchback might not look as funky, but it is in a class above in terms of size and quality. Let’s face it; we’ve all made more difficult decisions than this.

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Tested: Alfa Romeo Giulia Quadrifoglio

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Tested: Alfa Romeo Giulia Quadrifoglio

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Little Italian stallion proves to be man’s best friend in executive saloon territory, according to Ian McGuinness

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An odd feature of the Alfa Romeo Giulia is the lack of split-folding rear seats as standard. This reduces the overall versatility of the car, despite above-average boot shape usefulness and a decent 480 litres of luggage space anyway

he standard Alfa Romeo Giulia is an attractive four-door executive saloon built to rival the class leaders, BMW’s ever-popular 3-series and the Mercedes-Benz C-class. But both of these cars are available as expensive, phenomenally fast high-performance versions – the BMW M3 and the Merc C63 respectively – so it stands to reason that Alfa would also build its own overpowered supersaloon.

Enter the Alfa Romeo Giulia Quadrifoglio, sideways. This 503 hp, rear-wheel-drive four door will hit 100 km/h in under four seconds, thanks to a Ferrari-derived V6 twin turbo engine. Unlike the standard, Giulia, every Quadrifoglio comes with an automatic gearbox, as well as a lairy ‘Race’ mode button that switches all the electronic driver assistance off.

It’s probably the most interesting-looking car in its segment (we’ve mainly been comparing it to the German supersaloons, Merc’s C63 and BMW’s M3 and M5) but not as beautiful as Alfas of old, and that offset number plate isn’t for everyone.

An odd feature of the Alfa Romeo Giulia is the lack of split-folding rear seats as standard. This reduces the overall versatility of the car, despite above-average boot shape usefulness and a decent 480 litres of luggage space anyway. Most Quadrifoglio owners won’t be using their car to transport big heavy loads very often, though.

Rear seat passengers are a more likely eventuality. There’s enough legroom for four adults to travel in reasonable comfort, but don’t bother adding a fifth on longer journeys – the pronounced transmission tunnel makes the middle seat feel crowded.

Those in the front get a snug but well-designed cabin that doesn’t feel cramped. The door bins are narrow, but there’s a useful central cubby box and the cupholders are hidden beneath a neat sliding panel.

Driven sensibly, the Quadrifoglio is about as comfortable as any other executive saloon. The car’s motorway characteristics echo those of many rivals, with a little wind noise evident when you listen for it but an otherwise calm experience at speed. Even on rough roads, the Giulia rides like a Jag. ME CAR 57

Tested: Alfa Romeo Giulia Quadrifoglio

The Alfa Romeo Giulia Quadrifoglio is the best four-door supersaloon on the market. Its Ferrariderived V6 engine makes one of the finest noises of any car, and its handling characteristics make it an addictive plaything

You can select a soft suspension setting, even when the rest of the car is configured for sporty driving, without compromising the handling too much. The standard seats follow in a similar vein – supportive, firm, but not harsh – so upgrade to the more serious racing seats at your peril. But getting in and out can be a problem, with awkward geometry between the steering wheel, door aperture and seat lip.

The Quadrifoglio’s swooping dash comes soaked in leather. It feels like a nicely-appointed but ergonomically-focused space, everything within relatively easy reach (of a tall man) and easy to see.

The infotainment system is gorgeously subtle, invisible until the car is switched on and woven subtly into the dashboard when enabled. The system itself is let down by the odd widescreen dimensions and dated graphics, but it’s far from the worst we’ve experienced at this price point – main functionality, like Bluetooth pairing, is straightforward.

The Giulia is a fairly large vehicle, weighing in at 1.5 tonnes. It’s a little longer and wider than a BMW 3-Series and due to the driving position, the car’s extremities can feel quite far away, but it’s not unlike ME CAR 58

the sportier executive saloons in its low speed mannerisms. Visibility is brilliant to the front and adequate to the rear (it’s slightly hampered by the high boot) but overall the Quadrifoglio is much, much easier to drive than most 500 hp cars. The parking sensors to the front and rear are an important feature if you spend a lot of time in tight mall parking lots. Only at parking speed (below walking pace) does this Giulia start to make some odd, juddery counterarguments against where you want to put it.

The Alfa Romeo Giulia Quadrifoglio offers the best driving experience of any four-door on the market. It’s easily the best car Alfa has produced since I’ve been old enough to drive and, if we ignore a couple of niggles in other areas, the best driver’s car in its segment. It’s more exciting than the Germans and it sounds like a supercar.

Much of its character hinges on the ‘DNA’ dial mounted on the transmission tunnel. Most drive mode selectors add pepperoni-level spice to the muddlesome locomotion of a quattro stagioni family wagon, but the Giulia’s ‘Dynamic’ setting (as opposed to Normal and

Specifications Engine: 2.9-litre V6 Power: 505 hp Torque: 600 Nm 0-100 km/h: 3.9 seconds Price from: AED 320,000

All-weather) is actually pretty wonderful. You’ll probably spend most of your time here, enjoying the crackly exhaust note and increased throttle response from that 505 hp V6.

The Quadrifoglio adds a fourth, hidden setting, a notch further anticlockwise than ‘Dynamic’. ‘Race’ mode removes all the electronic driver aids that have been poised to keep you on the road until this point. A friend described it as “like drift mode, but less crass” – it allows you to capitalise on the Quadrifoglio’s balance, without the histrionics.

There’s still a big question mark over how well-built these cars are, and we’d anticipate a lot more downtime with a Quadrifoglio than (for example) an M5.

The Quadrifoglio is the top-of-the-range Giulia and comes with commensurate equipment. The automatic gearbox is standard, as is the leather interior and those lovely 19-inch alloys. On the inside, the 8.8inch infotainment system is also part of the deal.

You do have to pay extra for metallic paint, though. The upgraded Harman Kardon audio system will set you back some cash, and

selecting that means you have to also opt for the ‘convenience pack’ too, while a cargo net and anchor points in the boot (useful in a car like this) are an additional add-on. The pricey Sparco seats and desirable carbon ceramic brakes are worth considering if you spend a lot of time driving on a track.

Other standard equipment includes parking sensors, electric wing mirrors, leather laden cabin surfaces, a puncture repair kit and a rain sensor. Overall, gadgetry provision in the Quadrifoglio is about average for a car of its price point.

The Alfa Romeo Giulia Quadrifoglio is the best four-door supersaloon on the market. Its Ferrari-derived V6 engine makes one of the finest noises of any car, and its handling characteristics make it an addictive plaything. There are some problems with its reliability record, which echo long-running jokes about Alfa Romeo as a brand, and it will never be as practical as a high-performance estate. But if you want a traditional, high-powered, rear-wheel-drive saloon, the Quadrifoglio will be difficult to beat.

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Tested: Chevrolet Equinox

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Tested: Chevrolet Equinox

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Equally impressive day or night, Chevrolet Equinox crosses the celestial equator straight into Clayton Frawl’s eye-line

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The all-new third generation Chevrolet Equinox crossover is more proof that under Mary Barra, General Motors has found its footing. The Equinox takes care of five people, does the chores, doesn’t drink to excess and looks good

f I had a dollar for every time I was asked, “What’s your favourite car?” I could buy that car. Even if it were an exotic. Truth be told, the vehicles that get my professional admiration are the everyday ones, the dependable workhorses that shuttle our children hither and yon, the cars that become part of the family. It’s easy to love performance machines or luxury vehicles with fur-lined glove boxes (not a thing, but you get the gist). But the car geek in me admires budget-restrained engineering teams who create affordable cars that are truly desirable. That’s a black art.

The all-new third generation Chevrolet Equinox crossover is more proof that under Mary Barra, General Motors has found its footing.

The Equinox takes care of five people, does the chores, doesn’t drink to excess and looks good.

In the brutal automotive business, the compact crossover market is the most fiercely competitive. It includes not only the Equinox but also the Honda CR-V, Mazda CX-5, Ford Escape, Toyota RAV4, Nissan Rogue, Kia Sportage, Volkswagen Tiguan and Hyundai Tucson.

The Equinox’s breezy design language, which also graces the Cruze, Malibu and Volt, could be used by Lexus in a parallel universe. One reason the second generation overstayed its welcome is that the original design for the third generation was so unloved in consumer clinics that it was scrapped. Good to know the Chevrolet team understands that ugly is forever once it’s on the road.

Friends and neighbours fawned over the Premier model’s cabin with stitched elements on the instrument panel. Owners will be staring at it for years in bad traffic, so glad it’s handsome. Budget plastics are placed below the centre console where they’re seldom seen or touched. (It’s how wise product planners cut costs.) The centre console is roomy enough to fit a single-lens reflex camera. GM’s touch-screen user interface, with Android Auto and Apple CarPlay, is simple to use.

Its base price will give pause to price-sensitive internet shoppers.

To be fair, the price includes vented front seats, a heated steering wheel and a surround-view camera system that some competitors don’t offer. Generous pricing margins may allow Chevy dealers plenty of negotiation room. Get in there and haggle hard.

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Tested: Chevrolet Equinox

Considering the comfort and refinement, the effort may be worth it. The Equinox shines by delivering a polished and quiet dynamic verging on luxury brand levels. If the roads to soccer or cricket practice are rough, this suspension smooths the bumps. It’s respectable in the curves, too, without challenging the Mazda CX-5’s cornering chops.

Chevy’s supportive seats impressed my backside (though that’s a personal thing). A bonus: Set off the lane-keeping assist system and the driver’s cushion vibrates discreetly, with no tattletale chimes. It’s a marriage-saving feature first found in Cadillacs.

The standard engine is a 1.5-litre turbocharged four-cylinder providing 170 horsepower. That’s hooked up to a six-speed transmission that aggressively holds low ratios for fuel efficiency. This standard power plant is smooth with acceleration in the middle of the pack.

Any performance and efficiency deficiencies can be rectified in spades with the bigger engine option – a 2.0-litre turbo petrol engine with 252 horsepower and a nine-speed transmission for Speed Racer.

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The Equinox’s automatic engine start-stop system is smooth enough to forget about in many situations. Good thing because it can’t be turned off. Unlike the automatic all-wheel drive systems used by others, the Equinox requires drivers to enable it manually (there’s a prompt to push the button when conditions warrant).

Automatic emergency braking is standard on the RAV4, the 2018 Nissan Rogue and most CR-Vs. That safety tech is part of an extra package on the Equinox and only available on the top Premier model.

The back seat no longer slides fore and aft (eliminated because some second-generation owners never knew it did). The space is generous with a raised seat cushion offering significant thigh support for adults and superior visibility for children. The back also sports two USB ports, a 12-volt socket and a 115-volt three-prong outlet, so there’s nothing that can’t be charged.

The days of Japan Inc. clearly outgunning Detroit & Co. on every level are gone. While my left brain admires the overachieving Honda

Specifications Engine: 2.0-litre TC Power: 252 hp Torque: 352 Nm 0-100 km/h: 7.5 seconds Price from: AED 76,900

CR-V, my right brain gives the nod to the comfortable, refined and stylish Equinox. Both engineering teams performed the black magic needed to make a mainstream car appealing. A quick tip? When you’re buying a new crossover, the Equinox is definitely worth a look.

The Equinox shines by delivering a polished and quiet dynamic verging on luxury brand levels. If the roads to soccer or cricket practice are rough, this suspension smooths the bumps. It’s respectable in the curves, too, without challenging the Mazda CX-5’s cornering chops ME CAR 65

Fashion

Vintage 1946 Modern Fit/ Stretch Corduroys in Light Oatmeal Despite words to the contrary, the AC in the office can get chilly, so why not because sport your favourite cords with a light sweater now the summer is coming to a close.

From classic khaki to bright blues and light greens to sleek blacks, we pick Vintage to be top corduroy pants for men this season.

Red & Black Check Tie for Fall-IntoWinter 2017 This year it’s all about subtle blues, floral patterns, pops of major colour, and plaid everything. Let’s face it, suits can be a snooze, but besides your colorful dress socks, your tie can bring life to an otherwise bland outfit.

Santoni ‘Fisk Square-Toe’ Penny Loafer for Men Times they-are-a-changing and loafers this season are debuting in a variety of colours (like blue and cognac) and materials (suede and leather). Don’t worry, for the traditional penny loafer lover there are still plenty of those to go around. If you’re looking for a little stylish change-up from your traditional dress shoes Santoni’s got you covered.

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Fashion

Cole Haan ‘GrandPro’ Blue Leather Tennis Shoes Because when the season changes, so should your sneakers. This fall we’re seeing major pops of colour like flashy yellow, volt green, and electric lime to name a few. If you’re ready to make a change like we are then up your sneaker game for 2017, and pair Cole Haan with your favourite jeans on your way to happy hour.

Orlebar Brown Bulldog Swim Shorts Mastering trends in everyday clothes can be hard enough, but when you’ve got just one square foot of fabric covering your modesty, swimwear has to say more about you per inch than any other garment. Upgrading your trunks from duty-free afterthought to a first-class fit isn’t always as easy as it seems. But something tailored will see you in the right direction.

Kenneth Cole Printed ShortSleeved Shirt Hawaiian or floral, abstract or figurative, printed shirts were staple fare this season. Most are short-sleeved and cut oversized – partly as a nod to the trend Kim Jones pioneered at Louis Vuitton a couple of years ago, and partly because who in their right mind opts to wear all-over skin tight fabric in face-melting heat?

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Accessories

Cohiba Dominican Robusto Cigars If you’ve got a humidor, you may as well be putting something decent in it. And also something you can chew on now and again. So, while you’re waiting for your Gurkha His Majesty’s Reserve to come of age, take a match to a nice robust Cohiba.

Uncommon Goods Make Your Own Hot Sauce Produce a piquant variety of hot sauces with this DIY kit, offering cayenne, ancho, curry, and chili spice packs. Simply follow the instructions, combining the spices with the included peppers, vinegars, and brown sugar to create your own handcrafted condiments.

Filson Travel Kit in Navy Blue Canvas Because, yes, he does have toiletries and he can pretty much fit them all right in here.

This water-repellent travel kit is fully lined with nylon and can be rolled or packed into bags. Features include Bridle Leather accents, a rustproof brass zipper and four stow pockets.

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Accessories

Burberry Blue/Black Credit Card Holder/ Wallet This wallet is designed with a note compartment sized to fit US, Australian and Middle Eastern currencies.

A sophisticated bifold wallet in London check and leather. An enduring style, it is slim enough to slip neatly into suit pockets.

Swell ‘Blonde’ Wood Stainless Steel Water Bottle Imitating the charm of raw materials and natural fibers that can be found in the world’s most picturesque forests, the Wood Collection, featured in a smooth matte finish, resembles mixed distressed woods.

Swell’s collection of wood grain printed water bottles keeps your drinks cold for 24 hours or hot for 12.

Tortoise Whiskey Framed Sunglasses Lowry is a bold, spacious frame with a straight brow and generous lenses that exude panache. Made from custom cellulose acetate, and cut from a single sheet of acetate to maintain colour parity, frames are hand-polished for three days with a German wax compound before making their way to your eyes.

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Technology

Echo Show Amazon bought into Souq.com, which will surely open the door to so many more Amazon products, right?

Well now Alexa can actually show you how to do things instead of just telling you. Watch your video flash briefings, listen to music or watch videos, enjoy hands free face-to-face calling, hook it up to your home security cameras or monitoring systems and simply ask Alexa to “show you the front door” to see who’s there.

Beats Solo3 Wireless On-Ear Headphones Go wireless, stay comfortable, listen to music, remain on trend. Beats Solo3 come in black, white, red, blue and gold.

Gold! These bad boys shown are in gloss black.

Fitbit Alta Fitness Tracker The best-selling Fitbit of the year: Because now he can track workouts, heart rate, distance, calories burned, floors climbed, active minutes and steps. Plus, monitor how long and how well you’ve been sleeping, and can even receive texts and calls at a glance when you’re on the move.

Oh, and did we mention the battery life last for seven days?

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Technology

Roku Streaming Stick Stream just about anything – movies, TV shows, live sports, news, and music. With more than half a million movies and TV episodes to choose from, entertainment is on your schedule. Find popular choices that you can rent, buy, subscribe to or watch for free.

iRobot Roomba 980 Vacuum Cleaning Robot Fine, fine. It’s a vacuum. But it’s a wireless robot cleaning vacuum you’ll actually want this year. Roomba 980 from iRobot not only vacuums up almost anything (with technology that won’t let it fall down the stairs) you can also schedule cleaning while you’re away at work via the app and then it automatically recharges itself when it’s done.

OjO Smart Electric Commuter Scooter for Adults Last mile commuting will be a niche market all of its own in the coming years, but how cool is this!? Sleek in graphite grey, this smart scooter tops speeds of 32 km/h, can reach distances of 40 km on a single full charge, is bike-lane friendly, and no licence is needed. You’ll be off to work in no time and will turn heads at the same time.

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Grooming

Jack Black Pure Clean Daily Facial Cleanser with Aloe & Sage Leaf From too much sun exposure and sloppy shaving sometimes our face could use a little refresher. Whether you have oily skin or dry skin you need a little something extra that will help with your current skin situation and still get you ready for that daily shave all at the same time.

Paul Mitchell Special Tea Tree Shampoo Gently wash away impurities with Tea Tree Special Shampoo.

Great for all hair types, this invigorating cleanser leaves strands refreshingly clean and full of shine. Natural tea tree oil and peppermint soothe the scalp, while light notes of lavender leave hair smelling fresh.

Chanel “Bleu De Chanel” Cologne Spray New for the season, we’re totally loving this cologne and not just because it’s one of the newest best-sellers. It’s the perfect cologne for fall (and winter) due to its woodsy notes that blend citrus to make it crisp, clean, and is sure to star turning heads.

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Grooming

Braun Series 9 Electric Shaver (Wet/Dry) with Cleaning Station There are so many electric shavers on the market now it can be pretty overwhelming. And some have as many options as your car. Personally, we look for a durable trimmer with a great battery life (because we always forget to charge it), a couple of bells and whistles so we can get creative if we’re going with a goatee or thicker mustache look and some decent power at a great price.

Coola SPF 50 Sport - Mango Sunscreen is a necessity, regardless of the season.

However, in the Middle East, it’s an absolute must have. Let’s face it, after a long and dreary winter, we just have to be outside. We deserve it! But don’t leave the house, or open that sunroof, unless you’ve applied your sunscreen.

Hudson Made Beard & Shave Oil in Cedar Clove If you’re going to take the time to grow the beard of all beards, you need to take care of it, groom it, and nurture it on the regular. Using the right beard oil for your hair and skin type can make all the difference. It’ll keep your beard hydrated, moisturised, softened and tamed enough so you don’t look like you belong on the wall of your local post office.

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Concept Corner

V I S I O N A R Y B E A U T Y

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Concept Corner

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I

n many ways, the 2017 Vision Mercedes-Maybach 6 Cabriolet is a continuation concept, taking the Vision Mercedes-Maybach 6 Coupé presented at Pebble Beach in 2016 and removing the top. It is the same 750 hp electric car as last year, with fearsome acceleration and a range of 500 kilometres but visually, the car achieves so much more. The end result was on show at Pebble Beach 2017, and as can be seen, it is far grander than most roadsters could hope for.

The hallowed Maybach marque was at its most resplendent during the Art Deco period of the 1920s and 1930s, using architectural proportions to sculpt some of history’s most imposing automobiles.

The difference between seeing one of these cars in a picture and in the flesh is stark, and the key to the illusion is scale. In the image, everything looks in proportion but when you stand beside it, it is so large that it intimidates any scene. As can be seen from the debut of the Vision Mercedes-Maybach 6 Cabriolet, it is an enormous vehicle.

The Vision Mercedes-Maybach 6 Cabriolet still incorporates the opulence and elegant lines of last year’s Coupe concept, but it is the immense size and that glowing interior that transforms the car from an elegant behemoth to a floating 360° open-air luxury lounge.

Maybach: Prestige marque returning from exile

The Maybach name might not be recognisable to many of the people who will ogle this concept car, but it is one of supreme gravitas in the world of automobiles and invariably when it is invoked in a concept car, it is a concept worthy of the name.

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Concept Corner

Wilhelm Maybach and Gottlieb Daimler collaborated to develop the first viable internal combustion engine and Maybach was one of the most influential automotive engineers in history, having designed the world’s first sportscar during his stint as technical director of DMG (Daimler Motoren Gesellschaft), the company that would eventually become Mercedes-Benz.

The glorious Maybach marque was resurrected by Mercedes-Benz in 2002 but after disappointing sales, the entire marque was put back on the shelf and has since been reprised once more as a sub brand of the Mercedes-Benz S-Class, positioned as a luxury brand in the same way as Mercedes AMG sports brand.

Last year’s Vision Mercedes-Maybach 6 Coupé was the first Mercedes-Maybach concept car. This year’s Vision Mercedes-Maybach 6 Cabriolet was the second and, we hope, not the last.

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The glorious Maybach marque was resurrected by Mercedes-Benz in 2002 but after disappointing sales, the entire marque was put back on the shelf and has since been reprised once more as a sub brand ME CAR 79

Formula 1

Commanding Monza Win Gives Hamilton Title Lead Lewis Hamilton heads the 2017 drivers’ championship for the first time this season after he led Mercedes team mate Valtteri Bottas to a dominant 1-2 finish in Formula 1 Gran Premio Heineken d’Italia 2017, humbling third-placed Sebastian Vettel and Ferrari on their home ground.

Daniel Ricciardo battled his way through from 16th on the grid to take fourth place for Red Bull, ahead of the second Ferrari of Kimi Raikkonen, while Esteban Ocon won a race-long tussle with the Williams of Lance Stroll and Felipe Massa to secure sixth for Force India.

Ocon’s team mate Sergio Perez was ninth and Red Bull’s Max Verstappen, who dropped to the back in an early clash with Massa, recovered to complete the top ten.

Hamilton dominated the race from the start, with Bottas riding ME CAR 80

shotgun from the third lap. The Finn made a poor start but redeemed himself by snatching back fourth place by passing Raikkonen’s Ferrari round the outside of the Parabolica at the end of the opening lap.

Thereafter he made short work of fast-starting Ocon, who took second from front-row starter Stroll from the grid.

As the Mercedes ran away and hid, Vettel had no answer for Ferrari and as Hamilton led Bottas home by 4.4s, after a minor scare when he thought his car lost power on the 43rd lap, the former points leader finished 36.3s behind him.

Hamilton now has 228 points to Vettel’s 225, with Bottas still in touch on 197.

Red Bull had a strong race after engine penalties had pushed them down the grid. Riccardo started on the soft Pirelli tyres, ran until the 37th lap on them, then came on like gangbusters on supersofts in the

final stint. The Australian cut an 11.5s deficit to Vettel to just 4.0s by the flag, though the German told his team he’d had a problem from the halfway mark.

Verstappen had a coming together with Massa on the third lap which sent him pitwards for a replacement front wheel and tyre, but like Ricciardo he set several fastest laps, and recovered beautifully to 10th.

Between them, Raikkonen took a very distant fifth, some way ahead of a fierce fight between Ocon’s Force India, Stroll’s Williams, and their respective team mates. Only 3.6s covered the quartet by the finish.

Kevin Magnussen was a disgruntled 11th for Haas, pushed out of 10th as he and Verstappen collided in the second chicane, and he had Daniil Kvyat’s Toro Rosso less than a second behind him. Renault’s Nico Hulkenberg likewise narrowly led Carlos Sainz’s sister car home for 13th. Romain Grosjean suffered front wing damage on the opening lap and trailed in 15th, ahead of final finisher Pascal Wehrlein who had a brush with Sauer team mate Marcus Ericsson.

Ericsson had to retire near the finish, as did a very unhappy Fernando Alonso, who had a clash with Renault’s Jolyon Palmer which earned the Briton a five-second penalty. Palmer did not finish either, while Stoffel Vandoorne’s quest for a point in the other McLaren also ended in the pit lane.

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Formula E

Porsche ditches World Endurance Championship for Formula E Another giant of the German car industry has thrown its weight behind Formula E, with Porsche deciding to drop its World Endurance Championship (WEC) LMP1 programme in favour of the fast-growing category. The decision is a huge blow for the WEC, which lost the support of Audi around the same time last year.

Porsche’s decision to pull out of LMP1 makes Toyota the only manufacturer competing in the top class of the World Endurance Championship. Le Mans was fascinating last year, because it saw Audi, Toyota and Porsche sprinting head-to-head for line honours. 2017 was all about Porsche vs Toyota and, well, 2018 could finally be Toyota’s year at Circuit de la Sarthe. Instead of pouring money into the hybrid V4-powered 919, the company will turn its focus to preparing for the

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2019/20 Formula E season. Porsche is a big name, but it won’t be alone in searching for glory in the burgeoning battery-powered series. Audi will be on the grid with a factory-backed team next year, BMW will join in 2018 and Mercedes-Benz is set to arrive at the same time as Porsche.

“Entering Formula E and achieving success in this category are the logical outcomes of our Mission E road car programme,” says Michael Steiner, member of the executive board for R&D at Porsche. “The growing freedom for in-house technology developments makes Formula E attractive to us. Porsche is working with alternative, innovative drive concepts. For us, Formula E is the ultimate competitive environment for driving forward the development of high-performance vehicles in areas such as environmental friendliness, efficiency and sustainability.”

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