Porsche Macan Turbo

As an instrument of driving joy, the Porsche Macan is a whole different kind of special. It’s no mean feat achieving the title of Best Driving SUV in the World, but that’s just what we dubbed it when we first drove it in India back in August 2014. It’s not so much a sporty SUV as it is a somewhat tall sportscar. Porsche has done this by taking the Audi Q5 as a base and then promptly re-engineering it to the point of no recognition. And all that praise, believe it or not, was heaped on the diesel version! Good as Porsche’s 241bhp, 3.0-litre oil burner is, if we’re going to compare this to a sportscar, it should have a petrol engine, right? In the Indian line-up, the only petrol variant is the Turbo. Yes, I know, all Macans are turbocharged, but only the most powerful versions of Porsche’s cars get the privilege of wearing the Turbo badge, so this one has a lot to live up to.


It starts by packing in a large 3.6-litre V6 with two turbochargers strapped to it, a powertrain that is unique to the Macan. 395bhp and 56.1kgm is the result, and Porsche claims that’s good for 0-100kph in 4.6sec. It may be a relatively compact SUV, but it still weighs 1.9 tonnes, which makes that time just incredible.The engine and AWD system may take much of the credit for that, but you have to also acknowledge the brilliant seven-speed PDK dual-clutch auto; no slushbox like you get in the Cayenne. Sure, you might have to put up with the odd stutter from the gearbox when you’re just ambling, but let’s face it, you’re rarely going to amble in one of these. Comfort, Sport and Sport Plus are your driving mode options, and this alters not just the powertrain, but the steering, suspension stiffness and ride height too – unlike the Cayenne, where they can all be controlled independently. At anything more than half throttle, this thing just flies, accompanied by a slightly stifled growl. In full Sport Plus, it feels properly manic, and more akin to a 911 Turbo than a Cayenne Turbo – which is really saying something!

That’s because, unlike the Cayenne which feels big and heavy despite the intense acceleration, this one just doesn’t feel its size. It’s like a chunky, AWD hot hatchback with a seemingly endless power supply. And that’s true of the way it behaves in corners too. Hunkered down as it is in Sport Plus, there’s a bewildering lack of body roll, or any drama at all for that matter. You’d have to be seriously reckless with the throttle through a bend if you want to unsettle it, so immense is the grip. The steering, at least in this mode, is just so crisp, quick and pinpoint accurate. And I’m not sure how Porsche does it, but like the Cayenne, this thing does all this while also being able to ride really comfortably. Yes, there’s a bit of a stiff edge, but you can only feel it on the worst of roads at low speeds. The rest of the time, it just steamrolls everything.


As with all its models these days, the Macan Turbo’s base price doesn’t give you a stripped out car onto which you have to add basic equipment from the options list. You do get a good amount of standard kit; in fact there’s a bit more than even the diesel car, including the amazing 18-way adjustable sports front seats. But this is a Porsche, so you can still go much further with options, like the 20-inch wheels – not necessary on a sensible diesel, but on a Turbo, why not. You also get a more aggressive front bumper and square, rather than round, tailpipes.

As before, the elephant in the room is the price. At Rs 1.11 crore (ex-showroom, Delhi), it’s Rs 11 lakh more than the already exorbitant Diesel S. When you consider that luxury SUVs of a similar size cost almost half as much, you might cringe a little. But this is the greatest handling SUV in the world, remember? And if you’re going all-out with the Turbo, it means that practicality certainly isn’t your consideration. What you’re getting for your money is a true-blue (literally, in this case) sportscar that can also go anywhere. And yes, it has earned the badge on its boot.

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Range Rover Evoque facelift

Land Rover took the wraps off the facelifted Range Rover Evoque in February 2015 at the Geneva Motor Show, so you can imagine our disappointment in March 2015 when the ‘updated’ car launched in India wasn’t this one. That was a locally assembled version of the old car, with the new nine-speed automatic gearbox and a bit more standard equipment. Now, however, just eight months on, the ‘proper’ Evoque facelift has been launched.
Trouble is, since so many updates were added to the previous car, nothing substantial has been added this time around. The obvious change is the look, which has been brought in line with the bigger Range Rovers, and consequently, now looks a little more different from the lesser Discovery line of SUVs. You’ll find RR’s new signature W-shaped LED running lights, a glossy black grille and a front bumper with two massive faux air intakes, similar to the functional ones on the powerful Range Rover Sport SVR. The rear has a more aggressive looking diffuser and a new design for the tail-lamps. And finally, a new design for the 18-inch alloy wheels on top-spec cars and this fetching new Phoenix Orange paint shade round off the visual changes

The powertrain is the same too – JLR’s 2.2-litre, four-cylinder diesel in its more powerful 188bhp SD4 guise, mated to the new nine-speed gearbox. It’s not an exciting or rev-happy motor; instead it’s quite linear, but it does pack a pretty decent punch. The gearbox makes the Evoque an unstressed and fuel-efficient highway cruiser, but when shuffling through the bump and grind of traffic, it tends to fumble around its many ratios and is not as smooth as the eight-speed ZF auto used by the bigger, longitudinal-engine Range Rovers and Jaguars. It’s a bit better in Sport mode, where the ’box isn’t as eager to upshift as frequently.


Absolutely nothing has been changed on the inside, save for the introduction of new upholstery colour options. But don’t fix what isn’t broken, right? The soft-touch, textured leather surfaces is just sublime, and though some of the plastics could be a little more substantial, the overall sensation of luxury combined with robustness, as with any Range Rover, is abundant here too. All the great equipment from before returns too, with 360-degree cameras, ambient lighting, a heads-up display and an exemplary 825-watt, 17-speaker Meridian sound system, but nothing new. Interestingly, while the home screen of the touchscreen infotainment system resembles JLR’s new ‘InControl’ interface, it’s merely a skin, under which lies the clunky interface from before. The model range is now split into four variants rather than three, with the base Pure trim now costing a little less than before.

It’s best to think of this not as a second update, but as a completion of the first update that started in March 2015, as the Evoque now feels like a substantial improvement on the original 2011 car. It was always a good-looking SUV, but somehow, JLR has managed to make it a whole lot more attractive with very minor modifications. Also attractive is the price, which from Rs 47.1-63.2 lakh, is a world away from the full-size Rangies. There’s just one thing – the Evoque’s cousin, the Land Rover Discovery Sport, that’s also on sale. It may not have the prestige of the Range Rover badge, but for roughly the same money, you get the same mechanical package, looks that are just as attractive and a whole lot more space with the option of seven seats. However, the Evoque’s style quotient remains its biggest selling point, and to that end, it’s only gotten better.

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Mercedes GLE 450 AMG Coupe

 

 The transformation of the M-class into the GLE has spawned not just a facelift but a four-door coupé body style as well. Apart from taking up the same amount of road space as the regular GLE on which it is based, visually it is completely different and more like a CLA that’s been pumped up. In fact, all the sheet metal is different to get the right proportions and sitting on those massive 21-inch wheels, the GLE Coupe will turn heads wherever it goes. It’s another fine product born out of the new thinking in Mercedes’ school of design that has transformed the image of the company.

The insides are very familiar and as expected there’s a lot borrowed from the GLE. In fact, the dashboard is identical. But given the sporty nature of the car, the seats are a lot more cosseting and there’s a greater sense of luxury thanks to the perforated Nappa leather. As expected, the rear isn’t madly spacious but it’s not too cramped either. There’s a surprisingly generous amount of knee room, and headroom isn’t bad either. Mercedes designers have done a great job balancing the swooping coupé roofline with internal room. Unlike the regular, the coupé version is strictly a four-seater. You can squeeze a passenger in the middle but the way the seat contours jut out makes this quite uncomfortable.

Who would have thought that a big, powerful, fuel-guzzling petrol is politically more correct than a torquey and frugal diesel? But with the anti-diesel sentiment at an all-time high and a ban on big diesels in Delhi, that’s just how it is. Mercedes has cleverly launched the GLE Coupe with a petrol only option (for now), and it’s not just any petrol but the 450 AMG version. But don’t let the AMG badge completely mislead you. This isn’t the completely mental 63 AMG version with the no-holds-barred 550bhp 5.5 litre twin-turbo V8, but the much milder three-litre turbo-petrol that delivers a more sedate 362bhp.

First impressions when you lean on the nicely sprung throttle pedal is that it's not madly quick but then this heavy crossover weighing a portly 2.2 tonnes isn’t going to take off like a sportscar. That said, the V6 will wind quite freely to its 6,200rpm redline propelling this four-door coupé to 100kph in a more than respectable 5.7 seconds What was seriously impressive though was the 53kgm of torque and the creamy way its delivered from as low as 1,400rpm.

The V6’s sound track is a bit of disappointment – it isn’t AMG enough. There’s a bit of a burble but you miss the throaty growl of the full-fat V8. Truth is that the GLE in its 450 AMG version has all the power you need but it doesn’t feel exciting enough even in the most aggressive ‘Sport +’ mode and is a bit too soft for true enthusiasts.
The nine-speed automatic gearbox responds quite well and is quick to kickdown. The last two gear ratios are seriously tall which allow for very relaxed cruising at highway speeds but all it takes is a small flex of the right foot for the 9G-Tronic transmission to rapidly shift two, even three gears down for a quick overtaking  manoeuvre . It’s only at city speeds, when you’re on and off the throttle, that the gearbox gets caught out and feels a bit hesitant.

The ride and handling balance too is tilted towards comfort and that was immediately obvious in the first 100 metres of driving the car. Even on 21-inch wheels shod with low profile rubber the GLE Coupe soaked up potholes and bumps with remarkable ease. There’s plenty of ground clearance which can be further increased with the suspension lift mode that is standard. Clearly this is a car that’s well suited to Indian conditions. The trade-off, however, is a bit of a wallowy ride on uneven surfaces and a fair bit of body movement. It also tends to rock from side to side and doesn’t feel as settled, especially at the speeds the car is capable of.

The GLE450 AMG Coupe isn’t as thrilling or sharp to drive as we would have liked, but the reason to buy this crossover is not just to go fast from A to B. The appeal lies mainly in its crossover-coupé styling (which can be an acquired taste for some) and its road presence without having to pay an absurd price. And for that the GLE 450 AMG, which goes on sale later this month at an estimated sub-Rs 1 crore, will do just fine.

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Volkswagen Beetle 2016

 One of the most recognisable shapes in the world. So deeply engrained in pop culture is the Volkswagen Beetle that anyone, young or old, could pick it out in traffic with merely a glance. And that’s despite the fact that this new version has done its bit to move away from the cutesy, rounded look of its predecessor and, of course, the original. The roof is flatter, the tailgate is more upright, the tail-lamps aren’t cute little blobs anymore, and at the front, a longer bonnet, wide, chiselled air dam and sharper bumper show its business side. Yes, the signature round headlamps remain, but even they are ringed with crescent-shaped LED running lamps for a little more menace.

And speaking of the Jetta, that’s exactly what the new Beetle is under the skin, believe it or not. This means it doesn’t use VW’s newer MQB modular platform (seen on cars like the Audi A3 and Skoda Octavia), but instead, the old PQ35 platform; this Beetle has been around since 2011, after all. That, however, should be no bad thing, as we just love the Jetta’s solid feel and robust mechanical setup, which should hopefully translate unchanged to the new Beetle.

You see, the last ‘New Beetle’ didn’t find a lot of takers here in India, and it turns out the looks were one of the reasons why. They erred on the side of effeminate and that limited the car’s appeal. This new look fixes that in a big way. Of course, it’s far from anything remotely macho, but at least it’s a bit more palatable, while keeping its iconic shape intact. Perhaps VW could have specced it with better looking wheels – 16-inchers were chosen in the interest of ride comfort, but their design is just too run-off-the-mill, and seem better suited to a Jetta.

There are some very obvious retro touches, particularly the upright dashboard finished in the same colour as the exterior. It houses a tiny novelty old-fashioned glovebox, but the real one sits below it. You’ll also like the round, hooded instrument cluster and the rather unique looking door grab handles. Trouble is, that’s about where the ‘retro’ stops, and the rest of the cabin borrows quite obviously from the VW family parts bin, unlike its rival the Mini Cooper, which has a largely bespoke cabin. One borrowed part we’re not complaining about is the new touchscreen, which is VW’s latest unit. It’s crisp, smooth and uses a high-resolution screen, and though it doesn’t have its own sat-nav, it does come with Apple CarPlay and Android Auto, which should let you mirror your phone’s maps app.

It’s powered by a 1.4-litre TSI turbo petrol motor, but it’s not the 121bhp version used in the Jetta; it’s the far more potent 148bhp one we’ve seen in the Skoda Octavia. But unlike the Octavia, which gets only a six-speed manual with this engine, the Beetle uses a seven-speed DSG dual-clutch automatic with paddle shifters. It’s a superb powertrain, and thanks in part to the clever gearbox, it can be either smooth and relaxed or highly strung, depending on your mood. Out on the highway, it will sit in seventh at less than 2,000rpm, hopping down to sixth only for overtaking. At lower speeds, the gearbox shuffles through its ratios imperceptibly. Flat out, on paper, it’s not that quick, taking 9.2 seconds to get from 0-100kph, but it certainly feels quick enough for most intents and purposes. Just prepare yourself for a somewhat ugly-sounding grumble from the motor when it’s near the redline.

What casual and enthusiast owners alike will certainly appreciate are the dynamics. There’s a solid, unflappable sensation at any speed, and the Beetle remains planted to the road out on the highway. And apart from a slight clunkiness through sharp-edged bumps, much like the Jetta, the ride quality is just superb over just about any kind of road. The handling is pretty good too. No, it’s nowhere near as sharp and entertaining as a Mini Cooper’s, and you’ll feel a fair bit of roll through corners, but both the steering and suspension are very competent at their job. In fact, it’s rather playful, even capable of a little lift-off oversteer if you’ve got the road for it. All things considered, the driving experience is a vast improvement on the dull and uninvolving previous-generation Beetle, and suits the car’s character well.

the new Volkswagen Beetle is priced on the higher side of the luxury hatchback segment that includes not just the Mini Cooper, but also the Mercedes-Benz A-class and B-class, BMW 1-series and Volvo V40. On one hand, you might feel the VW badge isn’t strong enough to cut it in this company, but on the other, the Beetle is a style icon like few others. Whether or not it’s shaken off its girly image is entirely up to your tastes, but what’s clear is that it’s grown up as a car in the process. Whatever you think of the looks, it’s clear the latest Beetle is more spacious, practical and comfortable, better equipped and nicer to drive than its predecessor. Beetlemania is back and better than ever before. 

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