Ferrari FF

With much hustle and bustle over the concept of ‘shooting brake’ styled vehicles, Ferrari has decided to go head to head against rivals such as Aston Martin’s Virage. As many critics have described it as “one of the best in the market”—thus luring us to experience it for ourselves.

·             Design & Engineering:

From the front, the FF sports the face of its notorious sibling—the 458 Italia (bar the larger front grill). Styled by Pinifarina, the Ferrari exudes a certain Italian flair. The long bonnet stretches the car out, making it one of the longest Ferarri’s ever built. From the side, indeed, the vehicle seems slightly out of place, due to the sudden change from ‘super-sport coupé’, to the shooting brake variation (honestly, it always seems as if Ferarri has tried to built a station-wagon). Nevertheless, the sides of the vehicle are embossed in the classic yellow-badged Ferarri logo. In addition, large air intakes or per say, scoops, make their debut as well, in order to fuel the beastly engine. A tiny door handle, plucked from the F430, makes its way as part of the vehicle as well. From the rear, it seems to be the same Italia styled story—with the rear resembling a slightly squashed in 458 Italia rear. That’s when one notices the graceful sweeping rear glass pane, which sweeps down nicely, as it marries in with the rear panel. Large rear haunches, even manage to add for a masculine feel, in addition to providing for a wider stance. Once again, the FF fits into the same categories with the: “I hate it/ I love it” profile. By the way, did I mention the four tail exhaust pipes, or the Brembo carbon ceramic brakes? Oops.

·            Interior

In order to understand my point of view, one must be transported back in time, to say, the 2002/2003 Ferrari models. Golly, were they bare and ridiculously styled! Build quality was poor, with center consoles looking cheap and of low quality and style. Now, with a near million-dollar price tag, the FF defines a good quality, and comfortable interior. From the driver’s point of view, one is greeted with (once again) a 458 Italia styled instrument panel, consisting of a large rev counter flanked by two screens. Either screen can display speed info, even GPS, G-force, etc. The steering wheel is featured in F-1 style, which annoys me the most. For instance, indicator and wipers are activated via buttons on the steering wheel. Around the cabin, leather swallows up every square millimeter of the cabin—from the seats to side panels, etc., or if not, such spaces are filled up by carbon fiber and suede. The car itself is a technological and innovative wonder. Take the seats for instance—the seats are made from magnesium, thus making them light weight and durable, at the same time as being comfortable. The center console features a touch screen, with colour GPS, telephony system, user interface, and an aux-in system. Directly beneath the screen lies the climate control system, which manages to keep all passengers in the vehicle comfortable at all times. Directly beneath the climate control system, lies the launch control system—really a darling little thing to use. The front passenger manages to experience speed to the second degree, with the addition of a speed counter, right above the glove box clad in high-quality leather. Perhaps, most readers would be most interested in the rear seats. Being one of Ferrari’s largest production models, the FF features two proper rear seats, set comfortably into the vehicle. Two full-sized seats allow rear occupants to be comfortable—in essence, think a Bentley Continental GT Coupé. As an added option, rear seat passengers also have the luxury of DVD/tuner screens. Being an elongated Ferarri, with the rear seats down, the boot swallows golf bags with ease. 

·            Ride & Handlings

Underneath the bonnet lies a new, sixty-five degree V12, with output figures set at 660BHP, only 10 horses short of the famed 599 GTO. Despite the relatively heavy weight, the FF’s V12 will pull the Ferrari from 0—100km/h in a mere 3.7 seconds, with a top speed of a ballistic 335km/h. The nice thing about the FF is that despite being a ‘family sports car’, the FF emits a nice deep sounding growl, something unexpected from such a large car. For a nicer surprise, steering in the FF is predictable and incredibly easy to drive as say, a golf-cart! For even more stability ,the FF is fitted with all-wheel-drive technology, allowing owners to take their vehicles up the snowy alps.

·            Verdict

An oddball, definitely. Practical? Not really. Do I need it? Well, if you do, you’ve probably already got a Range Rover Supercharged, alongside a Muslanne, alongside a whole other lot of 911’s, and RS5’s. So why would I want one? I say, why not? It provides great fun and comfort. Check book please.

o    Pictures from:

o    http://pictures.topspeed.com/IMG/crop/201103/2012-ferrari-ff-5_460x0w.jpg

o    http://www.thetorquereport.com/2012_ferrari_ff_int.jpg

o    http://images.automodifiedesign.com/2011/03/2012-Ferrari-FF-Interior-3-1024x680.jpg

o    http://image.automobilemag.com/f/32343496+w750+st0/ferrari-FF-rear-end.jpg

http://media.il.edmunds-media.com/ferrari/ff/2012/fd/2012_ferrari_ff_prf_fd_323115_717.jpg

Volkswagen Touareg Hybrid

Due to much support with the first generation Touareg, Volkswagen has decided to launch the second generation Touareg—with roots tracing towards Porsche’s Cayenne. As both brands work in sync, Volkswagen has very predictably launched their Touareg Hybrid—not too long after the launch of the Cayenne Hybrid. With much speculation on whether to adapt to environmental changes, we come to see how installing a hybrid into the popular Touareg SUV, changes the game.

·             Design & Engineering:

From the front, the Touareg Hybrid features a slightly rugged, chunky feel, unlike its predecessor. Such acute styling his has to be one of the minute things that simply bug me. On the first generation Touareg, the face of the vehicle was rounder and slightly more appealing. Though VW claims that such styling improves aerodynamics, the front of the vehicle still manages to seem relatively odd. Nevertheless, environmentally friendly hints linger discretely around the vehicle—such as the tiny word: HYBRID inserted into the front grill, and along the side and rear of the vehicle. From the side, the SUV looks smart and clean, once again with chrome outlining the windowsills. From the rear, the Touareg appeals to me, due to the use of avantgarde styling. For instance, the chrome tailpipes come in the form of elongated triangles. The hybrid version also features LED bulbs for its tail lamps making them comparatively sharper than the normal Touareg.

·            Interior

I must say, that the Touareg has improved by leaps and bounds, compared to the first generation model. For instance, high quality leathers have been woven into the interior, swallowing most empty spaces. The steering wheel is properly made and properly squishy to the touch, making it perfect for a large SUV. The multi-function steering wheel features many different commands, such as volume control, center console control, etc. The dashboard features easy to read dials, flanked by a large colour screen, featuring the current statistics for the hybrid and engine motor, radio station, GPS navigation, etc. The center console features a large and high-definition touch screen, mated to a superb factory fitted sound system. In addition, it features a built-in hard drive, front and rear parking sensors, along with power flow indicators. Both front seats are electronically adjustable, offering superb support, and comfort. All around, passengers will be pampered with increased space all over (to be precise, the wheelbase has been increased by 38mm, from the first generation SUV). In short, the term ‘luxury’ can be applied to the vehicle, due to the use of top-notch materials, which provide for a solid feel. At the rear, passengers are pampered with rear-air conditioning, along with an optional panoramic glass roof.

·            Ride & Handlings

Under the hood, the same 3.0-liter supercharged engine derived from Audi’s S4 makes its debut once more in the Touareg Hybrid. In the S4, the engine is badged as a TFSI. Obviously the latter features a TSI engine. Considering that the engine and hybrid system is similar to the Cayenne’s we can assume that the Touareg’s combined outputs add up to be similar to Porsche’s 380BHP and 580Nm—figures significantly higher than a 3.6-litre standard engine Touareg(280BHP, 360Nm). Just as the Cayenne does, the VW can be driven by either the electric motor, or the combustion engine. At speeds of 50km/h, the Touraeg can run entirely on the electric motor—in essence meaning that it the large SUV can run emission free at certain speeds. With the century sprint achieved in around 6.2-6.5 seconds, and a higher top speed of 240km/h, as opposed to the 3.6-liter combustion engine’s 228km/h. Impressive for a vehicle weighing in at slightly over 2-tonnes. As a nice surprise, one cannot feel the switch between the combustion motor to the electric motor—making for a nice experience indeed. As always, with the addition of an electric motor, off-road capabilities are unaffected. C’est magnifique.

·            Verdict

This vehicle is the reason on why I do not write about Cayenne’s. The Touareg is definitely on par with the Cayenne, and surpasses in many areas—that is, if you don’t mind being badged as a ‘people’s car driver’…

o    Pictures from:

o    http://www.gotbroken.com/wp-content/uploads/2010/02/2011-Volkswagen-Touareg-Hybrid-Rear-Side-588x391.jpg

o    http://homeautodesign.com/wp-content/uploads/2011/04/2011-volkswagen-touareg-hybrid-auto-7.jpg

o    http://www.mostcarreview.com/wp-content/uploads/2011/03/2011-Volkswagen-Touareg-Hybrid-Dashboard-View.jpg

o    http://www.autohybridcars.net/wp-content/uploads/2011/04/2011-Volkswagen-Touareg-Luggage-View.jpg

http://www.auto123.com/ArtImages/121109/touareg-hybrid-inline-02.jpg

Buick Park Avenue

Sold in Australia under the Holden division and as Buick in China, the Park Avenue still holds its position in society. Having tested one for the week, I was surprised by the produced results.

·             Design & Engineering:

The Buick Park Avenue is, as one may call it, the ‘S-Class of Buick’. Oddly, the Park Avenue is sold only in China and in Australia. Keep in mind that as its roots are derived from an Australian Holden, the Park Avenue is built to accommodate the physiques of large-sized westerners. With a length of 5175mm, the Park Avenue displays its large size proudly. From the front, the flagship vehicle bears Buick’s traditional waterfall grill. In addition, xenon headlamps and washers come as standard. Though I find the front to seem somewhat small, all is made up with the imposing length, and wide rear end. From the side, sidelights come as standard (think daytime running lights, simply placed on the side of the vehicle), fit due to Australian safety regulations. As the vehicle rides on 17-inch rims, (mine was fitted with Goodyear tyres), the Park Avenue doesn’t have an awkward look from the side, compared to other flagship vehicles which come with smaller rimmed wheels as standard options. From the rear, the vehicle features twin exhausts, providing for a sophisticated look. On the whole, the Park Avenue displays its luxury, though it does not manage to attract attention, as compared to a current 7-Series.

·            Interior

Step into the driver’s seat, and plunk into fine-quality leather, by German leather company, Bader, available in either piano black, or classic beige. The steering wheel feels properly built, clad in leather and wood. I have to say, that it was the instrument panel that caught my eye, due to its design consisting of veneered wood paneling, with its instrument clusters outlined in chrome, and lit in angel white. Sadly, the Park Avenue still lives in the past, with the option of a keyless system unavailable. The center console, though practical and full of options such as Bluetooth, GPS navigation, sensor display, etc., feels inexpensive. Nevertheless, the interior is clad in unimaginable amounts of leather, literally from door to door. 8-way power seats with lumbar support provide for a relaxing seat, as well as for good back support throughout ones’ journey. At the rear, one immediately notices that the Park Avenue is built for passengers, such as businessmen, VIP’s, etc. On the high-specification editions, rear passengers have the option of seat warming/cooling, along with the option of adjusting seats to one’s liking—such as in Lexus’s LS flagship models. A 7-inch integrated DVD screen comes with the package, along with rear vanity mirrors, and folding tables. In addition, one can adjust the climate, along with the audio system via the rear centre console. Due to the fact that most buyers of the Park Avenue are usually high-level executives, the Park Avenue swallows a minimum of three full sized golf bags with ease.

·            Ride & Handlings

Mated to a six-speed automatic, 3.0 V6 SIDI engine, developed by General Motors, the Park Avenue pulls itself along comfortably. As the vehicle comes with ‘sport’ mode, one whisks away from traffic with the simple push of a pedal. With a top speed of 220km/h, at a century sprint from 0-100km/h of 8.3 seconds, the Park Avenue manages to keep up with the pace at any given time. What amazed me was the silence provided in the vehicle. For an Australian-designed flagship vehicle, the Buick whisked along in sheer silence, bar exterior wind noise. A redesigned suspension allowed the Park Avenue to ease over large humps and bumps without much difficulty.

·            Verdict

Despite its number of years in the Chinese and Australian market, the flagship Park Avenue has been fitted with new technology, allowing it to keep up with the pace.

o    Pictures from:

o    http://need4cars.com/wp-content/uploads/2011/12/2013-buick-park-avenue-2.jpg

o    http://www.caracid.com/wp-content/uploads/2011-buick-park-avenue-3.jpg

o    http://www.dymee.com/wp-content/plugins/wp-o-matic/cache/200909/52b32_Buick_Park_Avenue_3.jpg

http://static.taume.com/image/2007-Buick-Park-Avenue-Interior.jpg

Porsche Cayman R

Named Top Gear’s sports car of the year for 2011, we come to see how the Cayman R lives up to its awards.

·             Design & Engineering:

In essence, the Cayman R is a hardcore version of the Cayman S, as well as a fixed-roof version of the Boxster Spyder. With the Cayman R, Porsche has lightened the vehicle by 55kg, and added 10BHP to the ‘S’ variant, in addition to offering a lower suspension set up. From the front, the Cayman R displays its darker side, clearly differentiated by lower variants by its lowered stance, darkened headlamps, along with gloss black, wing mirror covers. Nevertheless, the same youthful feel is ever present in the ‘R’ variant, just as in the standard and ‘S’ variants. From the side, the Cayman sports darkened air-intake sills, allowing for a slightly more sinister persona. In addition, the retro styled, P O R S C H E  stripes are displayed along the sides of the sports car. Ceramic brakes come standard on the Cayman R, along with Spyder styled rims. From the rear, a darkened built-in spoiler is fixed to the rear, with the Cayman R logo stenciled in cursive directly beneath. With the twin exhaust grouped together in the center of the Cayman R’s bum, aerodynamic slits fall in place alongside.

·            Interior

As with the 911 GT3RS models, etc, the Cayman R’s interior has a minimalistic feel to it. Despite such a factor, the premium Porsche build quality can be expected from the Cayman R. To stress the idea of weight saving, the hood of the instrument panel has been deleted, along with the body coloured trim on the center console and dashboard. To exaggerate the lost of weight even further, the door handles have been replaced by minimalistic, red pull straps, with matching red seat belt straps. Lightweight bucket racing seats are fitted into the Cayman R, clad in Alcantara and carbon fiber. In addition, the words ‘Cayman R’, are stenciled into multiple parts of the interior, reminding passengers of the sheer power in the vehicle. As expected, the Cayman R comes with Porsche’s signature PDK transmission—one of the best dual clutch transmissions in the market.

·            Ride & Handlings

Fitted with a Sport Chrono Pack, the Cayman R hits the 100km/h mark in a stunning 4.7 seconds, 0.2 seconds faster than the Cayman S. With a top speed of 280km/h, it becomes difficult to fault the Porsche for its premium performance. What I find amazing about the Cayman R, is its special sense of driver to vehicle connection. Around every bend and corner, the vehicle feels ever so predictable, with its mid-engine steering enabling improved handling over the rear-engine 911. As the Cayman R is specially developed with shorter, and more rigid springs, customized front and rear anti-roll bars, and revised dampers, it marries perfectly with the vehicle’s lowered ride height.  

·            Verdict

Not surprisingly, the Cayman R manages to provide everyday enjoyment, coupled with everyday practicality—no wonder it secures the spot for 2011’s sports car of the year.

o    Pictures from:

o    http://www.roadandtrack.com/var/ezflow_site/storage_RT_NEW/storage/images/highlights/frontpage/flipper/2012-porsche-cayman-r/2373237-3-eng-US/2012-porsche-cayman-r.jpg

o    http://farm5.static.flickr.com/4084/5185407692_f65f3b7c7d.jpg

o    http://www.blogcdn.com/www.autoblog.com/media/2010/11/porsche-cayman-r-opt.jpg

o    http://zeocars.com/wp-content/uploads/2011/03/porsche-cayman-r-interior-dashboard-16.jpg

o    http://www.carsvw.com/wp-content/uploads/2011/09/Porsche-Cayman-R-interior.jpg