Porsche Boxster S

Inside Porsche is a conflict that’s tearing it apart. On the one hand there’s the good old rear-engined 911, the sportscar icon; a car designed with enough space to fit a set of golf clubs in; a compromise. On the other are the more purist options, the Boxster and the Cayman; both middle-of-the-road, mid-engined sportscars with their engines in the right place. Logically, it’s the 911 that should be softer and more rounded, and the mid-engined cars that should be harder and faster. But no. Legacy and some mind-bending Porsche engineering have proved that the 911 can cut it with the best, less-than-perfect rear-engined weight distribution be damned. The original Carrera RS, the first 993 Turbo and the recent GT3 RS all have that touch of pure Porsche genius, and the fact that the 911 is simply a great driver’s car is almost impossible to ignore. Question is, how much better could the 911 have been if it had its engine in the right place? Exactly the debate that must be raging inside Porsche, engineers on one side, marketeers and Porsche traditionalists on the other.
Now, understandably, Porsche doesn’t want to upset the apple cart and wants steady sales of the 911 and its 20-odd derivatives. But there’s recently been a new reality emerging. The good people at Porsche are now pretty convinced that a 911 customer is very different from a Boxster buyer, and that, God bless them, is part of the reason the new Boxster has taken giant leaps forward. This, without a shadow of doubt, is by far the best Boxster yet.
Let’s take a quick tour. For a start, there’s almost nothing that’s carried over from the earlier 987. This new Boxster, or 981, is based on the all-new 911, and that means it immediately benefits from having a much stiffer and lighter chassis. There’s masses of aluminium used, the weight of the car has been pared down to a light 1350kg, the wheelbase is much longer, the stance is much wider and the new Boxster shares the Carrera’s much-talked-about electro-mechanical steering and front suspension too. So in essence, this car is three-fourths the brilliant new 911, but with the engine in the right place. Only the rear axle is carried over from the old car, but has been updated. To improve traction, Porsche has tagged Porsche Torque Vectoring (PTV) onto the rear wheels and the centre of gravity is marginally lower too. So here, straight up, is a huge technical advantage.
The new Boxster also looks more grown up. It no longer possesses the soft, cuddly, puppy dog-like lines of its predecessor. Look closely and you’ll see a hardness and purposefulness not seen on earlier versions. There are hints of the Carrera GT in the design, the vertically stacked elements in the headlights remind you of the legendary
917 and the lines are tighter, crisper and more muscular. This Boxster now gets bespoke doors instead of borrowing the 911’s, the rear spoiler is uniquely integrated with the tail-lights and the car can now be bought with larger 20-inch wheels for additional stability and traction.
A big surprise, as I step into the high-quality leather-lined cabin, is that the Boxster no longer feels like it is a size down on a 911. There’s the normal smattering of high-quality Porsche bits here, the large tachometer at the centre is exactly what you need for spirited driving, and the Carrera GT-style raised central console gives the cabin a cockpit-like feel. This car also has the much nicer paddleshift-equipped steering wheel which is leagues better than the flawed push-button-to-shift system, and essential when you’re driving hard. And while the plastic quality of the buttons on the centre console is strictly average and pulls down the overall ambience somewhat, the smart-looking vents with their slatted extensions look really good.
But the Boxster has always been about how it drives, rather than how it looks and feels, and with 400-odd kilometres of fantastic driving roads ahead of me, I’m keen to get going. Immediately the Boxster puts a Howrah Bridge-wide smile on my face. There’s a delicious rasp to the flat six motor that’s straight off a ’60s Porsche GT racer and you can almost picture the exhaust shooting out of the twin pipes at the back. Pull the flat six to its high 7800rpm redline and the blat from the rear gets even harder-edged. We make our way out of the sleepy town of St Tropez, and with the sun coming up, the Boxster rips past the jetty, sending a gaggle of overweight seagulls scattering. The residents of St Tropez are not impressed.
Our route today takes us through some of the best driving roads in Europe. We are headed up from the south of France in the direction of the fabled Route Napoleon, where you have corner upon corner of fast and wide tarmac. And if that isn’t quite enough, we’re also going to hook past Castellane, a famous special stage of the Monte Carlo rally. Driving nirvana awaits.

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Rolls-Royce Phantom Series II

Rolls-Royce, with the Phantom, had set a new benchmark in terms of luxury tourers. There was great performance, and all from the rich comfort of one of the most luxurious car cabins in the world. Rolls had outdone itself. Or so we thought, till the carmaker came up with the Phantom Series II. If you thought the old Phantom was good, then this new one will absolutely take you by storm.
There are improvements all round. The new car is even smoother than the old one, thanks to a new eight-speed gearbox mated to the twelve-cylinder motor. It is more economical because of the extra gears, but then, most Rolls owners have not been known to care much about fuel bills. The suspension has also been tweaked subtly to make the Phantom a tad more sporty. A more responsive throttle map can be turned on via an ‘S’ button on the steering wheel. Not that being sporty was ever a condition with any Rolls.
The new Phantom does do a great job of amplifying comfort levels and that feeling of luxury. The suspension gobbles up bad roads with utter ease, faint and nearly unnoticeable thuds the only indication. Barely any noise creeps into the cabin, even when you rev the engine freely. So when you step inside, you’re practically sealed into luxury.
So, what are the changes made to the Phantom II? The old car’s pig-eye fog lamps have made way for a nicer-looking LED headlight setup featuring fully automatic brights and some rectilinear daytime running lights. The imposing Parthenon grille is now made of a single piece of stainless steel, unlike the bonded three-piece component of old. Other exterior changes are
to the C pillar, which gets new chrome treatment, and a rear bumper that’s been refined.
The six-and-three-quarter-litre engine makes ‘adequate’ power, which is a bit of an understatement. The 453bhp and 73.4kgm of torque gets to 100kph in 5.7sec, but it never feels that quick. This I believe, is down to the taller ratio in the new differential that makes occupants feel like they’re gathering speed when they’re actually piling it on.
For a car that’s this big, it’s rather easy to drive. The square dimensions make guiding it through traffic a cinch, the view from the high driver’s seat is excellent, and visibility is improved by the elephant-ear rear view mirrors.
This brings us to that other useful feature that the new Series II has – cameras all around the car that beam images to BMW’s latest iDrive screen. And when you’re trying to park this leviathan, you need all the help you can get.
The cabin, of course, is finished to the expected highest standards, with lovely wood, soft leather, bright chrome bezels and tactile handles and buttons. Everything you touch has the right texture and tension to tell you it’s the best possible solution for its purpose. The thin-rimmed steering wheel is evocative of the traditional, albeit with multiple buttons integrated around the hub, and you can’t help but get sucked in by the old-world charm that this cabin exudes.
In the end, it may seem like Rolls-Royce has been extremely cautious with upgrading the Phantom, but when the last one was already so good, I think there’s no point in fixing what wasn’t broken. Sir Henry Royce had a principle – ‘take the best that exists and make it better’. That’s exactly what Rolls has done with the Series II.

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Audi Q5 facelift

Since its launch in 2009, the Q5 has always lived in the shadow of the Q7. Despite being substantially cheaper it never managed to outsell its big brother. So the mild facelift and fine tweaks will give it a tiny but much needed shot in the arm

To start off with the visual changes you need a spy’s attention to spot the minor differences in the new Q5 over the old one. The changes lie with a grille that now takes Audi’s new hexagonal shape and its detailing that differ depending on what engine is under the hood. The headlights get new daytime running lamps, the bumper is new and the fog lights have chrome ring surrounds. At the rear, the tail-lamps get different LEDs and there’s a new rear diffuser. Thanks to the wide stance and high bonnet, the Q5 looks quite brawny.

 

There are some subtle changes to the interiors too and the cabin now looks even richer than the old version. The Q5 is offered with the same range of engines as before, but Audi has increased their power output and also claim that the Q5 is 15% more fuel efficient than before. We drove the 3.0 litre diesel and the 2.0 litre petrol extensively to see what it’s like.

 

The 3.0litre diesel Q5 was always our favourite and now with even more power it has become even better. At the heart of it all is the 3.0-litre, V6 diesel with common-rail diesel injection and a variable vane turbo that makes 245bhp and 59kgm of twisting force. That’s 5bhp and a massive 8kgm more than the old car. As a result the V6 turbo-diesel propels this 1.8tonne beast to 100kph in 6.5seconds flat. But the kick in the kidneys every time you floor the delightfully sprung floor-pivoted throttle pedal makes the Q5 feel even faster than the figures suggest. This is a shockingly quick car, whisking you to ludicrous speeds from as little as 1200rpm in one hard, linear shove.

The 2.0 TFSI turbo petrol on the other hand is a much tamer beast. But still it has more than enough grunt on hand. The lusty mid-range and strong top-end holds the key to the 2.0TFSI’s terrific performance. This turbo-petrol isn’t going to wind to dizzy revs like a naturally aspirated engines do but it is smooth all the way to the 6500rpm limit.

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Mercedes ML 250 CDI

In the ML 250 CDI, Mercedes-Benz has quite a tempting car on offer. At Rs 46.50 lakh, the M-class undercuts an Audi Q5 in terms of price, and the Mercedes is a size bigger than the Audi. The four-cylinder ML 250 CDI also costs a whopping Rs 10 lakh less than the top-end ML 350 CDI. But this is not a case of Mercedes cutting corners as, apart from losing two cylinders (the full-spec ML 350 CDI has six cylinders), there isn’t much else you’re losing out on, and here’s why.

The 2.2-litre, twin-turbocharged engine under the bonnet of this SUV makes 201bhp and a very healthy 50.1kgm of torque. And while 201bhp to power the M-class’s considerable 2160kg isn’t much, it’s the torque this engine musters that makes all the difference. Flat out, it will hit 100kph in a respectable 8.8sec and will go on to a top speed of 210kph, and this is more than adequate for most of our conditions.

On the downside though, the smaller-engined ML takes more time to gather speed when attempting to overtake than the more powerful 350 CDI. Now, four-cylinder motors aren’t particularly quiet, but this one is special with its smoothness and refinement. It’s very quiet at idle and hums along gently till 3000rpm, after which there is a rather pleasing growl as you rev it to the redline. Merc’s engineers have done a stellar job at keeping this engine hushed. We just wish the seven-speed automatic gearbox was a bit quicker-acting. It shifts leisurely, with no jerks through the gears, but sometimes when you want a quick overtake, it doesn’t respond with the urgency that you demand. Even tugging at the paddle-shifters doesn’t help here – the gearbox responds a few seconds after you’ve asked for an upshift or a downshift.

Another difference is that the Ml 250 CDI makes do with conventional steel springs, as opposed to the air suspension that its bigger brother gets. This is not as bad as it sounds because the 250’s ride isn’t all that different from the air-suspension version. The low-speed ride is a bit firm, but it flattens out beautifully as you go faster. And like all Mercs, this one is absolutely, unshakeably stable at high speeds. This unflustered nature and the incredibly well-insulated cabin make for a very calm and relaxed motoring experience.

The ML 250 CDI is not as engaging to drive as some of its rivals – it’s not particularly eager at quick direction changes and you can feel the near-2.2-tonne weight moving about under sharp manoeuvres but, then again, it’s not too sloppy. With all-wheel-drive grip and a steering that’s wonderfully fluid in its action, you can extract some pleasure from driving it on a smooth, flowing road.

In all other aspects, the ML 250 CDI is as nice and capable as its bigger brother, the ML 350 CDI. You get the same spacious interiors, fantastic build quality, five comfortable seats and the special appeal that’s a part of owning a Three-pointed Star.

Price Range (in lakhs)*

Ex-showroom price

Rs 46.5 lakh

ENGINE

Fuel	Diesel
Installation	Front, longitudnal
Type	2143cc, 4 cyl in-line, common-rail, twin-turbo-diesel
Power	201bhp at 4200rpm
Torque	50.98kgm at 1600-1800rpm

Transmission

Type	All wheel drive
Gearbox	7-speed automatic

Dimensions

Length	4804mm
Width	1926mm
Wheel base	2915mm
Boot volume	690 litres

Chassis & Body

Weight	2160kg
Tyres	255/55 R18
Spare	Space saver

 

Brakes

Front	Ventilated discs
Rear	Solid discs

 

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Ferrari F12

Ferrari’s new supercar, the F12, looks to blend the comfort of a GT with the mind-numbing speed of a supercar. And, I’m here in Maranello to try and tame the 730 horses under the hood of Ferrari’s F12.
The F12’s hunkered down shape gets your attention immediately, it looks very purposeful in profile and there are some genuinely unique bits like the ‘Aero Bridge’ that tunnels through the fender for greater aerodynamic stability. What’s missing, however, is that supermodel-like, long-limbed elegance that earlier Ferraris like the Daytona, Dino, 308 or even the F40 possessed; Ferraris from an era when designer Leonardo Fioravanti was at Pininfarina. The F12, to me, seems almost too aggressive, large-mouthed and a bit overdone

This car may be lower than the preceding 599 for greater stability, and have a shorter wheelbase for increased agility, but it’s easily as plush and as comfortable in here as in a Bentley. The large, leather-lined seats may look like racing buckets, but they’re very supportive when the g’s build up.
As with many modern Ferraris, a large central tachometer takes pride of place; as it should. It’s redlined at 8700rpm – incredibly high for a large-capacity V12 – and the column-mounted gearshift paddles are big too. Ferrari has also made sure nothing obstructs the steering wheel and paddles. The turn indicator switches are mounted on the steering wheel to reduce clutter and there is no gear lever either

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Renault Duster

Showrooms flooded with potential buyers and, on the last count, 10,000 customers who have put their money down for the Duster is testament to the fact that Renault seems to have gotten it just right with its small SUV. The French carmaker has played its cards right with the Duster’s prices, which range from Rs 7.19 lakh to Rs 11.29 lakh. At this price, it appeals not only to large SUV buyers, but also to C-segment saloon buyers. And with three engine options – a 102.5bhp petrol, an 84bhp diesel and a 108.5bhp diesel, there’s a Duster for everyone. Clearly the potential for success is tremendous.
But for the Duster to really live up to buyers’ expectations, it has to deliver on the counts that made SUVs popular in India in the first place. It has to have the right image, be spacious enough to transport a family in comfort and, of course, be capable to take on the worst of Indian roads. We test the more powerful diesel to see if the Duster is all the SUV you’ll need

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Land Rover Freelander

This is the Land Rover Freelander 2, the one they will introduce in India in March 2013. Because this is a mid-life update, Land Rover has, predictably, chosen to give it subtle updates that make the car look and feel fresher, rather than go in for expensive sheet metal changes.

To that extent, there's new equipment, a restrained rework of the interiors and the mildest of facelifts.

To get into the details, the exterior changes are limited to headlamps that get LED daytime running lamps, tail lamps that get Land Rover's twin-circular theme, there are new alloy wheels and three new colours.

On the inside, Land Rover has uncluttered the dashboard with fewer switches, a tidied up dashboard and an electric emergency brake. Oh, and the rotary dial for the terrain response system has been replaced by an Evoque style switch. There's also a new feature on the reverse camera that makes it easier to hitch a trailer onto the tow hook, and there's keyless go as well.

There are no mechanical changes apart from a new structural undertray that strengthens the chassis. North America gets a new 2.0-litre, four-cylinder petrol engine, but this won’t be offered in India. We get the same engines as before -- a 2.2-litre common-rail turbo diesel that makes 148bhp or 187bhp depending on which version you order. As before, both versions will come with a six-speed automatic transmission.

So, in the end, what you get with the Freelander is a car that, atleast in 187bhp trim has adequate grunt and one that is reasonably refined as well. It may not be the class leader when it comes to handling, but the Freelander has other strengths -- namely it's ride and it's off-road prowess. It is the best in class on the latter. In typical Land Rover fashion, it's easy to drive thanks to its high seats and low window line.

The Freelander is the best -selling Land Rover in India, but it isn't the class leader. This facelift and nip-and-tuck definitely go some way towards that. Expect the facelifted Freelander to cost marginally more than the current price when it gets to Indian showrooms.

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