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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New BMW 7-series

The new sixth-generation BMW 7-series is the latest in a long line of luxury cars from BMW. Often a pioneer as far as technology is concerned, the new 7 combines a strong focus on opulent luxury, plenty of new tech and an even stronger focus on driving manners

The new 7-series will come to India in the long-wheelbase guise, powered by a six-cylinder diesel and a twin-turbo V8 petrol. The car has an evolutionary design that looks similar at first glance to the current car; but look closer and it clearly has a new nose and tail. The BMW kidney grille now is bigger and features active louvers that open and close to improve airflow through to the radiator. There are new optional high-tech laser headlights in pods that stretch all the way round back from the grille and the new 7 makes widespread use of advanced air curtains around the wheels, for improved aero performance. The slightly sleeker form also provides it with a class-leading drag co-efficient of just 0.24.

This new-generation car, however, has a lot of catching up to do. The new Mercedes S-class, launched last year, really took the game ahead, pioneering plenty of new technology and adding massively to its comfort quotient, and BMW will have to be at the top of its game to match it. But the new 7 seems well up to the task. The sixth-gen four-door comes loaded with a host of new technology. Among its highlights are intelligent lightweight carbonfibre construction, new-generation engines, a high-quality interior with the latest in connectivity and even new gesture-based controls. Also available in the near future, an autonomous parking function that enables you to step out and park the car at the press of a button.

BMW has always tried to make the 7-series the best to drive in its class, despite being an out and out luxury car. For this sixth-generation model though, the focus has been widened.

The agility and sportiness inherent in the previous versions remain at the core of the new model, but this new car focusses heavily on comfort as well, and it does so by using air suspension both at the front and the rear. In addition to this are two additional systems; rear wheel steering and active anti-roll bars.

The 7-series now also offers four differing modes via an optional Driver Experience Control function. You can also dial up Comfort, Comfort plus (a first), Sport and Adaptive modes, the last of which is similar to the one used by Rolls Royce. It automatically adjusts the suspension and gearbox via input from the car's sensors, and also reads the road ahead via the GPS system, and acts accordingly, selecting the right gear for the job.

There’s a new suppleness to the way the sixth-gen sedan gets along, both around town and on the open road. In Comfort Plus, the new BMW is much quieter and noticeably smoother than its predecessor. The suspension is far less sensitive to surface texture and has greater ability to sponge up bumps, making it more relaxing to travel in the back.

In 750iL guise, the new BMW feels very muscular. Its twin-turbo V8 motor allows you to either burble along on small throttle openings or launch into full-bore drags that are startlingly quick. The V8 puts out a very strong 445bhp and because this new car is lighter, it feels very quick. 0-100 comes up in a startling 4.3 seconds, as the V8 winds hard all the way to 7000rpm, pushing this barge forward with plenty of refined punch.

Switch to Sport, however, and air springs, dampers and active anti-roll bars tighten up the whole suspension, and the car seems to just shrink to the size of a well-mannered 5-series. Superb damper tuning provides excellent body control and it really does allow you to attack corners like you wouldn't believe. It truly does have impressive agility for such a big car. And there is loads and loads of grip too, which at times, gets you to forget what type of vehicle you really are driving.

The new car's interior receives a big update with a new dashboard that is finished in higher grade materials very similar to those on the new S-class. Higher grade wood creates the right ambience, the more supple, butter-soft leather feels great to sit on and tastefully done metallic buttons help it provide a more luxurious feel as well.

Gesture control is also offered for the first time. It uses a three-dimensional sensor mounted near the mirror to detect hand movements that control functions. You can twirl your fingers clockwise to increase the volume and you can point two fingers to change the mode, among others, and the best part is that it works like a treat. And there's also wireless charging for Android phones and a scent diffuser. 

Among the other highlights are new digital instruments that change colour depending on the driving mode, a beautifully finished multi-function steering wheel, a touch-sensitive air-conditioning system and revised switchgear. A new-generation iDrive system with a new touchscreen makes a debut here too. It allows you to operate various functions in a similar style to that of a smartphone with pinch, point and swipe commands, and this now makes the experience more intuitive.

The new 7-series is a significantly better car than its predecessor. Its evolutionary styling may not be exciting initially, but its classy interior, high-tech features and improved ride and sharp handling elevate it to a new level of excellence, making it a much more serious rival to the S-class. It's almost as good from the back seat and much nicer to drive, and that puts the new 7 back in the game. Worth waiting for; yes certainly, the S-class is now no longer an automatic choice.

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Volvo XC90

The XC90 is Volvo’s new full-sized seven seater luxury SUV. An all-new version of what was once a bestseller for the brand globally, this new XC90 is also the first car off its new Scalable Platform Architecture (SPA) and the first since the takeover by the Chinese company Geely. This new SPA platform uses a high content of hot-formed Boron steel which is stronger and lighter than other forms of steel. At 2,171kg, the SUV is lighter than its rivals.

Its styling is unmistakably Volvo; there is very little visual drama, and the XC90 looks like it has been carved out of a single big block. But this is not to say that the styling is bland, there are elements like the large grille with vertical slats that stand out, the new Iron Mark badge is larger and the ‘Thor’s Hammer’ LED daytime running lights, yes that’s what Volvo calls it, give it plenty of presence. The 20-inch alloy wheels offset the bulk of the SUV neatly and the traditionally stacked tail-lamps, now shaped like an inverted question mark, lend the otherwise sedate rear some character.

Visibility all-around is brilliant, and the cabin feels airy with the panoramic sunroof, large windscreen and windows. The large well-bolstered seats have been designed with help from orthopedic surgeons, and offer good support for passengers with large frames as well. The middle row seats are also comfortable but there might be a few grumbles, as the cushioning is a bit too firm, but its versatile 40:20:40 split will draw praise. We managed to sit an adult in the third row and it is perhaps one of the most usable third row in its segment with its tall roofline liberating sufficient headroom. But climbing into the back is a pain. However, the limited legroom limits, so it is best for short rides.

Step inside and you see the judicious use of unveneered wood, leather and the uncluttered dashboard looks super impressive. The dash is designed in waves and looks just brilliant with deftly places bits of chrome. The infotainment system with the large nine-inch touchscreen has clear fonts and sharp graphics making it great to use – there are swipe and pinch functions just like on a smartphone! The luxury feel is further enhanced by the 19-speaker Bowers & Wilkins sound system that provides incredibly detailed and clear sound; one of the best systems we’ve experienced in a car, so far. There are certain areas like the sides of the centre console that could have been finished better, and there are no paddles for the gearbox, but the cabin is well made on the whole.
Volvo’s commitment to safety, however, is evident with the levels of safety equipment offered – there is a whole raft of it. There’s curtain airbag even for the third row. It has cleared the Euro NCAP test with full marks, pity, that some of the radar-based safety features have been taken off the list as it is banned in India. Nevertheless, it is still one of the safest cars money can buy.

The D5 variant that we drove had a twin-turbo 2.0-litre diesel motor producing 222bhp and 47.9kgm of torque; one of the modern engines from Volvo. There’s some diesel clatter heard inside the cabin at start up, but what impresses is the way this engine responds. It is very quick off the mark for a diesel motor and smoothens out as the revs rise. Volvo seems to have got the twin-turbo combination right as both the turbos work in perfect symphony to deliver the power without any hiccup. While a 2.0-litre diesel motor might seem a little less for a vehicle of this size, it is one of the most impressive four-cylinder diesel engines we have driven. It accelerates in a linear way, as the gearbox serves up power smoothly, but slam the pedal hard and the gearbox takes a pause before selecting the right gear for that moment. You can choose between four driving modes: Eco, Comfort, Off-Road and Dynamic. In Eco and Comfort, the engine maps are more suited to relaxed cruising, Off-Road mode raises the car by 40mm and also activates Hill Descent Control. Press Dynamic and the car lowers itself and the engine maps are aggressive with the gearshifts happening much later near the 4,600rpm redline. The Volvo on its air suspension also rides decently. There is a nice level of suppleness as you get up to speed and this works well for the most part.

The XC90 is already off to a good start. Volvo’s Gothenburg plant in Sweden is running a third shift to cater to global demand and The brand has seen plenty of success here too. Volvo says it already has 266 pre-delivery bookings in India. The Swedish carmaker seems to have finally got it right with the XC90. As a package it is brilliant, and is competitively priced as well at Rs 77.90 lakh for the top-spec inscription trim. 
As things stand, the XC90 offers a lot of bang for your buck, and as an overall package it seems to hold a lot of promise. The diesel engine is a delight, the interiors are probably the best seen on any luxury SUV, also the car is nice, easy and effortless to drive. The cabin has a modern air to it and the Inscription version offers quite a decent value too; especially considering the equipment on offer.

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Mercedes-AMG S 63 Coupe

While the S-class in the name does link it to the sedan we’re familiar with, the Coupe’s distinct design doesn’t. The Coupe sits lower, has a more rounded roofline and rightfully has a sportier air about it. You’ll also find a more aggressive front end here (replete with Swarovski crystal-encrusted headlamps!) and a unique, rounded tail. Of course, the AMG version gets sportier bumpers, the signature twin-blade grille and quad exhausts but even the ‘standard’ S500 is incredibly attractive.

It’s better still in the cabin. The dashboard, with its dual screens ,one for the dials and the other for the COMAND system, not only looks thoroughly modern, but is brilliantly finished too.

The front seats are fabulous in their own right with infinite adjustability and six types of massages on offer. Those seated in the back aren’t pampered quite as much. Sure, access to the back two seats is decent, space is nice and seat comfort is good, but these seats won’t be the first preference for anyone.

 There are no two ways about it, the S 63 AMG is wildly quick; its 4.2 second 0-100kph time spells out just how much. The incredible performance is made possible by a 5.5-litre twin-turbo V8 and its jaw-dropping power and torque figures of 577bhp and 91kgm, respectively. Power delivery is just relentless, so you’ll probably run out of road before the S 63 runs out of breath. To be honest, even the back straight at the Buddh International Circuit won’t be sufficient to fully exploit the S 63’s performance capability. Just as well because shifts from fifth to sixth and sixth to seventh gears on the seven-speed auto gearbox are jerky at the very limit.

What Mercedes-AMG has got really right is the sound level in the cabin. The S 63’s engine sounds quite cultured as AMGs go, but luxury coupe buyers are unlikely to want it any other way. Thanks to the brilliant refinement and general poise, the S 63 also masks speed unbelievably well. This is a car in which you’ll often find yourself driving much faster than you think you are.

 In more everyday driving conditions too, the S 63 feels quite special. It features Merc’s Magic Body Control that scans the road ahead to prime the suspension in advance for all sorts of bumps and undulations. Our roads probably have the system working overtime but it does its job well. Ride quality is only a notch down on the standard S-class sedan – very impressive for a performance coupe.

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Mercedes-Maybach S 600

This car was earlier going to be called the Maybach edition; and that, despite the double barrel Mercedes-Maybach name, is exactly what it is; an even more special version of the S-class. So, what exactly is an S600? Basically, a longer, taller and more spacious version of the long-wheelbase S-class. With an additional 207mm thrown into the wheelbase for good measure, this is simply the most luxurious version of the S-class yet (an even longer and more luxurious Pullman version has been planned). The big differences include a new front grille that's been made to look even more upmarket, the rear seat occupants can now hide behind the extended 'C' pillar  and the rear quarter glass and glass house is covered in a tastefully executed thick band of chrome. The car also carries both badges, Mercedes and Maybach, with the double M Maybach Motors logo looking fabulous on the C pillar. There's new hardware under the hood as well. Instead of a twin-turbo V8 you now get the sledgehammer-like punch of a twin-turbo V12 that puts out a huge 523bhp

The cabin is even more luxurious than that of the S. It can be trimmed in a wide variety of leathers, woods and assorted shiny bits and the list of additional luxury fittings is long and comprehensive. Selected highlights include air-conditioned, heated and massaging seats for all passengers, a system that pumps scented, ionised air around the cabin and a 1540-watt Burmester 3D surround sound system with 24 speakers. The two individual rear seats can be reclined even more to 43 degrees, due to the longer wheelbase. Missing, however, are the champagne flutes the earlier Maybach was famous for, and a refrigerated compartment, that should have been there behind the central elbow rest.

The two thrones at the rear are good enough to seriously embarrass most first-class airline seats, especially for sumptuousness and opulence. The fully reclineable chairs are finished in the softest and most supple Nappa leather and with all the extra legroom available, you can really stretch out, and even kick your legs out. You also get fold-out tables, a huge sunroof and a moonroof with photo chromatic glass.  And, for the first time in India, you get inflatable seat belt airbags too, or beltbags as Merc calls them. The entertainment system at the rear though is a bit fiddly to use and the remote-based system feels quite antiquated.

You've never really cruised till you've wafted along in a S600. The experience is just sublime. And the S600's turbo damped V12 takes the word refined to the next level. Truly one of the great large capacity engines around, this motor is both whisper quiet and hugely responsive. To begin with, there's the way it starts up, with a smooth-as-oiled-silk VFFRRROOOOOM; only audible if you keep the windows rolled down. Then there's the unnatural hush; which is absolute, even with the air-con blower turned to zero. Yes you can hear a sporty growl past 4000rpm, but below that, just nothing. And when you rev it a bit, it smoothens up even more, so there's not even a hint of a buzz. It's so smooth you often forget the engine is running, especially on a noisy street. I once erroneously tried to lock the car from the outside; while the engine was still on!

It's even brilliant when you want to accelerate. Squeeze down hard and the S600 rocks back slightly onto its rear wheels and then squashes your kidneys and lower back, with no letup until you are on the wrong side of 200kph. A bit of perspective; this 2.3 tonne car does 0-100 in five seconds; and I just love that hint of menace in the exhaust. What an engine. What a shame it is then that most S600 owners in India, who are normally reposed in the back, will never get to experience the magic.

Then there's the responsiveness; which is always there, like Big Brother, ready to step aside and release an avalanche as soon as you so much as touch the accelerator. So all you need to do, even if you want to only breeze past someone, is squeeze gently, and the Maybach just slingshots past, a big shot of boost served up to make the experience even more unforgettable. What really gets you, however, is the excess of power doled out; ask for 30, it gives you 60, you ask for 50, it gives you 100; and that just feels soooo good.

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Acura NSX

Acura's 1991 NSX put an end to the era when sexy supercars could be unreliable, ill-handling, ergonomic disasters. The all-aluminum mid-engine marvel delivered laser-sharp handling and high-revving acceleration suffused with Japanese quality, while advancing the state of the production-car art with firsts like four-channel ABS, titanium con-rods, and electric power 

Since NSX production ended in 2005, the world has eagerly awaited its replacement. A front-engine V-10 layout was proposed and developed by Acura Design as the Advanced Sports Car Concept. Everyone involved agreed that it was cool, but it wasn't an NSX. The car you see here is. Expected by 2015, the new NSX will employ a mid-mounted V-6, complete with titanium connecting rods coupled to a wet twin-clutch seven-speed transmission and hybridized with an electric motor driving the rear wheels. Two more electric motors will spin the front wheels, providing torque-vectoring under acceleration and braking to help the NSX turn into corners better under all conditions. This Sports Hybrid AWD system is purported to deliver big-V-8 performance with "better-than-four-cylinder" fuel economy

We asked Honda's global CEO Takanabu Ito (who started his career as an engineer working on the NSX's aluminum monocoque structure) whether he felt it was important that the next NSX still be made of aluminum. He replied what was more important was that the engineering team face as great a challenge as his did as they work to offset the new car's hybrid drivetrain mass. When asked whether he'd established a weight-to-power target for the team, his coy answer was, "I hope it is better than the first car's." But if we assume that here again he expects to challenge his engineers to an equal extent, and we know that the first NSX matched Ferrari's 348 with 11 lb/horsepower, we can expect the 2015 car to at least match the current 458 Italia (and Lamborghini Gallardo) with around 6 lb/hp.

The sexy, show-stopping shape features Acura's softening Keen Edge design. Dimensionally, it measures 3.7 inches shorter in length on a 1.8-inch longer wheelbase, so overhangs are cropped. It's also 3.3 inches wider and 0.4 inch lower than the 2005 NSX. The concept rides on 255/35-19 front and 275/30-20 rear rubber. The low-profile headlamps are LED-based, and while there is no interior in the concept, design chief Jon Ikedo presumes the battery will package in the center tunnel, luggage compartments will be fitted fore and aft, and the fuel tank will slot in just ahead of the engine as before to preserve weight distribution as the fuel level drops. With production slated for "within three years," the shape has yet to undergo extensive computer or physical testing. Ikedo says early scale-model clays are performing well in the wind tunnel, but cautions that crash development is likely to grow the car somewhat. That development work, by the way, is all happening in the USA, and the car will be built in Ohio. Acura claims the next NSX will represent the "ultimate expression of man-machine synergy," with driver and car working in unison, rather than the driver being taken for a ride by a highly robotized car.

The NSX won't be first with a hybridized twin-clutch tranny, but, unlike the Jetta Hybrid's, its electric motor connects to (we're guessing the odd) gear shaft instead of the input shaft. By releasing both clutches, more energy can be regenerated with no engine braking effect, and by connecting the motor to the (odd or even) gear with the most advantageous ratio. Under acceleration, power is transmitted through a preselected odd gear even when an even gear is in use

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Chevrolet Corvette Z06

A few years ago, during the darkest hours of the GM bankruptcy, Corvette chief engineer Tadge Juechter found himself on a conference call with company execs and government overseers. A conversation on the bolts and screws of bailing out GM suddenly halted when one of the federales, a Corvette fan, wanted to know the plan for the C7. “At the time, there was no plan,” recalled Juechter as we stood trackside at Road Atlanta this past October. “We were at full stop.”
So much has happened since then. Flash-forward to 2014 and the scene of our own technical director, Don Sherman, banging on the door of Juechter’s home like some marauding zombie early one summer Saturday, intent on hand-delivering our October issue, which featured an exposé on the C8 Corvette.  And to our later meeting at Road Atlanta, where the new Z06 sat freshly unwrapped and awaiting its ritual molestation by car writers. Whatever satisfaction an engineer derives from his or her ideas becoming realized, from seeing mere talk and drawings evolve into a finished product, must increase tenfold in the Corvette program, once an idle afterthought in the mayhem of a bankruptcy and now a full line of highly acclaimed vehicles.


A line that includes a 650-hp thunder wagon with the sophistication and poise of the world’s best sports cars. There, we said it. The Z06 must be ranked among the world’s best. You know that we here at Car and Driver are not idle flatterers, our job being to find the faults for you in haste, before you have to live with them at leisure over 72 months of payments. However, the Z06 completely fulfills its mission to be a super Corvette. It is an accessible American fantasy intended to inject joy and fascination and, let’s face it, a healthy dose of awe into the driving experience, such that there’s not much left to shout about except details.
Details such as a 60-mph nuking of three seconds flat, set by a Z06 equipped with the Z07 Performance package and an automatic. This car tore the quarter-mile a new one at 11.1 seconds at 127 mph, scorched the skidpad with 1.19 g’s of grip, and stopped from 70 in an astonishing 128 feet, the latter two figures setting C/D records for a production car. We also tested a slightly less potent manual-trans Z06 
Please pause here for an important message about tires. If you’ve followed our preview coverage, you already know that there are now a lot of Z06s to choose from. There are coupe and convertible body styles. There are two transmissions, a seven-speed manual with automatic rev matching and an eight-speed automatic. And there are three trim levels, dozens of options, and three separate aero packages. Then there’s the mega Z07 Performance package that further weaponizes the car with carbon-ceramic brakes, a carbon-fiber aero package, a slightly revised suspension tune, and different tires. The Z07’s run-flat Michelin Pilot Sport Cup 2 summer almost-slicks replace the base run-flat Michelin Pilot Super Sports and are, to borrow from Mark Twain, the difference between the lightning bug and the lightning.
Back to the test numbers: Um, holy crap. Riding a Z06 through the first four gears feels like putting a saddle on Superman, though the Z06 is 200 pounds heavier than the old ZR1. Obviously, there’s a squidge more power, but this is down to the race tires and the fact that today’s automatics are often faster than manuals in a straight line. We didn’t even use launch control, a simple flat-foot drop in full auto mode being all that was needed to produce these fireworks from the test equipment.
The Z06 we photographed was fully loaded with the Z07 package, Stage 3 carbon aero trim kit, and optional carbon-kablooey interior. As you can see, there’s a Z06 for, well, if not exactly everyone, then a wider swath of humanity’s more impatient ­drivers, all of whom will be swamped by admirers at parties. Prepare for the eager smiles of your audience to droop slightly when you say you bought the automatic, as up to 70 percent of Z06 buyers are expected to do. This is a natural, instinctual disappointment, conditioned by the expectation that real sports cars have sticks, mounting evidence to the contrary notwithstanding.
We drove both the manual and the automatic Z06 and feel that the stick, with its notably soft and seamless clutch takeup, is still the best choice. Rev matching sounds like a hateful automation of the heel-and-toe skill until you get used to it. Then you wonder why all manuals don’t have it. Or just turn it off. Or use it to learn proper rev matching and then turn it off.
The automatic gets its robot chores done efficiently, but it’s the one area where we found the Z06 falls a little short of its billing. GM claims that the automatic does the work of the manual by quickly intuiting your intentions and behaving like a racer, taking data from the throttle, steering, and yaw sensors to determine whether a gear­change is possible or likely to unsettle the car. It does that fairly well, but when you’re really playing racer boy, the auto can get caught in the wrong gear, especially if you like left-foot braking and easing off the binders while simultaneously squeezing on the power. That sends ones and zeros up the transmission’s snoot that it doesn’t like.
Chevy’s choice of wild, bucking Road Atlanta as a launch venue proved both wise and a bit brave. This fast but highly technical track let the Z06 stretch its legs all the way up to 150-plus mph on the back straight, while also taxing its suspension and grip over crests and curbs. The Z06 immediately showed itself to be a Corvette Plus: plus more speed, more grip, more hunkered-down stability at triple digits, more noise, and a lot more stopping power.

When it’s not producing circa-30 mpg in cylinder-deactivation (eco) mode, the direct-injected LT4 is a typhoon of noise and power. Muffler flaps that bang open under hard acceleration (or stay open in track mode) release the crackling furies as you make the jump to hyperspace. Shifts are accompanied by a buzz-bang from stuttered spark and loose fuel. You do have to be competent before you’re attacking turns with anywhere near the Z06’s peak grip, especially on the gluey Cup 2s. The car’s eagerness to change direction stands in confounding contrast to its 106.7-inch school-bus wheelbase, more than 10 inches longer than a 911’s. No doubt our Z06 was set to the “track alignment” mentioned in the owner’s manual, which suggests an extra degree of negative front and rear wheel camber. Juechter said Chevy tries to set its press cars up with the track alignment when it knows they are headed to a circuit, as this Z06 was.
It’s precisely the Corvette’s long inseam that gives it stability over curbs and pavement pitches that would upset a shorter car. That and shock-tuning sophistication (engineers were fussing with the magnetic-shock maps right up until our drive, deciding to relax them slightly in track mode) let the chassis digest the worst the road can deliver. The Z06 eats track curbs and moves on. Stability. That’s the word on your quavering lips when you emerge after the first session.
But the newest Vette is a complicated toy that will take many, many hours of play to fully reveal itself. The traction- and stability-control modes affect many parameters now, including throttle aggression, the electronic limited-slip differential engagement, the magnetic shocks, and the automatic’s shift speed. You can push buttons and twist knobs in the pits for quite a while before you’ve explored all the combinations. The important take-away is this: You, Bo-Bob Racer, can pound the snot out of the Z06 with your manly lapping technique, then reconfigure the car for your rookie squire with absolutely no fear of him being in any danger—as long as no one fools with the buttons. MG’s motto used to be “Safety Fast.” It applies much better to the Z06.
Afterward, if you’ve optioned the Perform­ance Data Recorder that comes with the navigation system, you and your team can watch the video replay of your exploits, complete with speed, rpm, g’s, track position (thanks to integrated GPS data), and lap times. The Z06 isn’t merely swift; it’s designed specifically to make you a better driver through the stair-step configurability of its controls and its onboard learning tools.
The Z06 does not transcend its roots; it’s still a Stingray, meaning wide, bat­winged, loud, and full of numerous types of plastic. But once you’ve peeled back its many ­layers, the performance is that of a true supercar and yet another step forward for the American Dream Machine.

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New Mahindra Scorpio

The Mahindra Scorpio has been around for more than a decade. As a result, it’s an SUV that is familiar to most. Over the years, there have been several significant updates - new engines, updated interiors and improved dynamic ability amongst them. This new Scorpio, however, is more new than just an update. Mahindra & Mahindra’s second-generation Scorpio, the new W105, is a car that is seriously improved – a genuine leap forward over the current generation. So what exactly is new and what’s carried over?

What’s new?

The biggest change on the new Scorpio is the all-new chassis and suspension system, which will also form the basis of a new generation of cars from Mahindra. The new modular chassis is considerably stiffer than the outgoing frame and it is much safer too. The all-new front suspension is lighter and sports service-free hubs, whilst the new rear axle is now supported by a newly added anti-roll bar. The wheelbase is the same, but the Scorpio now sits on a track that is substantially wider.

The exterior changes are easier to spot. The doors and roof are carried over, but the all-new front end is what gives the Scorpio its new identity. The traditional fan-shaped grille has been replaced by a more striking and modern one with blade-like chrome slats. There are projector headlamps along with attractive LED ‘eyebrows’, and the all-new bumper seems like it is wrapped around a hidden bull bar. The larger 17-inch alloys look great, but the gap in the wheel arches at the rear means the wheels look smaller than they are.

The impressive 118bhp, 2.2-litre mHawk turbo-diesel engine continues to power the car, and you still get the lower-powered 75bhp CRDe-based M2DICR for the lower variants. Also carried over are ABS-equipped brakes, but M&M has now put in its new 5MT320 five-speed manual transmission from the updated Xylo.

  The height and wheelbase of the new Scorpio are exactly the same as that of the outgoing model, but this new one’s marginally longer and wider. Even with the new chassis, the gross weight of the 2WD and 4WD Scorpios remains unchanged at 2,510 and 2,610kg respectively. However, Mahindra says that the fuel efficiency of the new SUV has gone up by nearly one kilometre per litre, from the previously-claimed 14.7kpl.

The Scorpio’s interiors have aged faster than the exterior, so it’s just as well that Mahindra has spruced up the cabin with an all-new dashboard, plenty of exciting features and brand new seats. The dash is a neat, clean and angular design with the top of the dash is finished in matte black and the lower half in a nice shade of beige. The power window switches have been shifted from the centre console to a more handy location on the doors, and the fuel filler cover release is also conveniently located behind the steering wheel and metallic highlights inside the cabin look good. There are, however, some cheap-looking bits, like the door handles that you think might break off if you pull them too firmly, and the plastics are still not up to scratch either. Poorly executed joints and seams tell you that overall quality still isn’t quite up to Japanese standards, but in fairness, it’s a big step up from the earlier Scorpio. 






For those of us who had gotten used to the design of the Scorpio, the new car looks like an ode to the current car but with a bit more flash to it. It’s undergone a modernisation change and feels more confident thanks to the new chassis. The steering feels nicer and the ride has improved. Though it doesn’t feel like a generation change, it is a step-up from the current Scorpio.


What’s it like to drive?
Mildly retuned and with a different set of gear ratios, the 118bhp mHawk engine has been further honed in the new Scorpio. There's a bit of vibration below 1,000rpm, but low-end response is strong as ever and the Scorpio skips forward effortlessly in a way that belies its weight. Spin the engine harder and there’s a corresponding increase in power as well, which also feels great. This sensation of plenty of torque and power carries on if you shift up early. But past 3,800rpm, the engine starts to strain and gets a bit vocal.
However, the mHawk is pretty smooth for a big diesel; in fact, it’s the most refined engine in its class. There are, however, some vibrations around 2,000rpm, especially when you get off the throttle, but it’s not obtrusive. What’s less than perfect is the gearbox, which feels quite notchy and needs an extra shove to slot through the gate. The clutch is a bit heavy too, so shifting gears in the new Scorpio isn’t exactly fun.

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Lamborghini Huracan

Lamborghini's new Huracán that replaces the successful Gallardo, is a new-age, hi-tech approach to Lambo's four-wheel-drive V10 supercar formula. Immediately, it's much more attractive to look at in the flesh. That ground-hugging stance, the rakish nose and that slatted matte black engine cover make it look otherworldly.
Getting into the impossibly low-slung Huracán is an event in itself. You step in with your left leg and lower yourself in, much as you would in a go-kart. It's also very apparent; you are virtually sitting on the floor. Unlike a go-kart, however, there's a massive, hulking, ten-cylinder engine sitting right behind your back. In fact, it's pretty clear; there are the front wheels, there's you and there's the 602bhp V10 behind your back. You really do feel like you are sitting at the pointy end of a rocket here.

The military jet theme of the cabin is quite apparent too. There are toggle switches, and the car can only be fired up via what looks like a shielded bomb-release button. Even the vents look like fighter aircraft intakes. I hit ignition, and the motor just explodes into life, the screams from the exhausts sounding like it is spewing flames out the rear.
Challenge number one is getting out onto the highway; the access road is full of potholes, slush and bumps. This environment is more appropriate for off roaders!
Luckily, I can raise the nose by 40mm, and the Huracán, as a result, manages to clear all the obstacles thrown in its path. Of course, I baby the Lambo over them, but I'm still impressed with how well it has taken them.
The ride is also pretty unreal. Being a proper supercar, some amount of stiffness is expected, but the magnetorheological damper control system works well, so the ride is better than that of a Gallardo. Overall ride is so good, you can actually use this car every day!

The Huracán's new stiff carbonfibre and aluminium chassis helps and so does the new aluminium double wishbone suspension set-up. The new Lambo also gets an all-new twin clutch gearbox and a new four-wheel-drive system that is different from the mechanical Quattro-based unit in the Gallardo.
The road ahead finally improves. I pull the left paddle twice and mash the throttle to the floor;  our backs are bent and the Huracán is flung forward like it is shot out of a giant cannon. And it’s not just that initial eye-popping surge of power; the Huracán delivers one long, sustained, seamless pull for the next 10 or 12 seconds. Just insane. And the soundtrack is pretty mental too. The burst of acceleration is accompanied by the demonic howl of the V10 screaming up the scale like there is no limit.

Lamborghini claims this car will do 0-200kph in 9.9 seconds, which is stupefyingly quick. And I have little doubt it will sail past the claimed maximum speed of 325kph. What helps it attain this performance is an 80kg lighter chassis, a faster, almost seamless, double-clutch ’box and of course, 602 bhp. The motor sounds so good I drop the windows to hear the exhaust wail. Giving this car everything feels just extra special.

The electric steering isn’t bursting with feel, but it's quite accurate, free of four-wheel-drive corruption, and its weight feels quite natural too. But while the all-wheel drive offers a leech-like grip on the road, allowing a lot of speed, the Huracán does not really shine when cornered really hard. Yes it feels more modern — it's much lighter on its feet, the engine and gearbox responses are deliciously immediate, and the motor feels like it is getting on cam earlier in the rev range but it does feel a bit numb on the limit.
Brilliant to look at, incredibly quick, loaded with technology and very useable in our conditions, the Huracán doesn’t just replace the Gallardo, it takes Lamborghini’s V10 supercar to an all-new level. It may not be the best handling car in its class and at Rs 3.43 crore (ex-showroom, Delhi), it is a bit pricey too, but you get plenty of car for your money. And then there’s the fact that Indian cars get powered seats, carbon ceramic brakes and even the nose lift function as standard. The Huracán’s trump cards, however, remain its manic acceleration and its heart-stopping looks, and for those, it’s unbeatable.

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Maruti Ciaz

What is it?

Maruti has unveiled the production version of the Ciaz, which will go on sale by mid-October. Bigger, sleeker and far better equipped than the SX4 it has replaced, the Maruti Ciaz is a big step forward and puts Maruti back in the mid-size segment game.
Built on an all-new platform, the Ciaz has been conceived from a clean sheet of paper to take on the likes of the Honda City and Hyundai Verna. Maruti is also pinning its hopes on the Ciaz to take its image upmarket by making it a credible alternative to the more premium brands.   

How does it look?
The Ciaz bears no similarity to any other model in Maruti’s range, but you can tell it’s a Suzuki thanks to a certain family look characterised by the small, three-slat rectangular grille and the conservative styling of the car. Like most Suzukis, the Ciaz doesn’t immediately grab your attention and though the styling is clean and uncluttered, it’s unadventurous as well, especially when you view the car in side profile. What adds a bit of spice to the look are the superbly detailed projector headlights and the large rectangular tail lights, which bear more than a passing resemblance to the Honda City’s cluster.

Making up for any lack of visual drama is the sheer size of the car. The Ciaz has the largest footprint of all mid-sizers, and sitting on 16-inch alloys (only available on the Z+ variants), it looks like it belongs in a higher segment. There’s no doubt that the Ciaz is a handsome, well-proportioned car and the chrome finish on the door handles and the rear boot lid do give a premium touch.
You would expect the large Ciaz to be rather heavy, but it’s quite the opposite. The all-new chassis is constructed with high-tensile steel which, apart from giving rigidity to the body, has kept weight down. Tipping the scales at 1010 and 1105kg for the petrol and diesel versions respectively, the Ciaz is remarkably light for its size
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What’s it like inside?

Maruti sedans are typically associated with cramped cabins, but not the Ciaz, which turns this perception on its head. It’s fair to say that the Ciaz is the most spacious mid-size car and the feeling of space is enhanced by the large glass area and light interiors.
The back seat has an incredible amount of legroom and is wide enough for three adults, the flat floor being a help. However, the seat cushions are a touch firm and under-thigh support could be better
Again, in terms of design, the dashboard is quite straightforward with simple lines and an uncluttered look. The centre console is dominated by a large 7-inch touchscreen which has an easy-to-use interface. However, this infotainment system is only available on the Z+ variants.
The instrument console houses a pair of small but easy-to-read dials which are again completely new. However, you can spot bits from other Suzukis, like the power window switches and door locks which are shared with Swifts and Dzires. Plastic quality is the best we’ve seen on any Suzuki – the fit and finish is very well executed. The wood-finish accents work quite well too and don’t look tacky, as is the case in most cars at this price point. A lovely detail is the chrome surrounds for some of the buttons, which gives a premium feel.

Where the Ciaz scores is on practicality with lots of storage space. You get 1-litre bottle holders for all four passengers and lots of cubby holes for odds and ends. While the glovebox is not that big, the 510-litre boot certainly is – it’s large enough to swallow four big bags. However, the rear seats don’t flip forward to create more space.

Maruti has packed the Ciaz with lots of equipment, and expectedly, it’s the Z+ versions only that get goodies like 16-inch alloys and SmartPlay Infotainment. However, the lower trim levels are not badly off, except for the absence of safety features like twin airbags. Maruti should have offered driver and passenger airbags across the range as standard.
 

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