Saturday, February 18, 2012

2012 Mercedes-Benz SL


As the SL turns 60, it receives a body transplant, rejuvenating it from its near decade old look.
·             Design & Engineering:
A symbol of status, luxury, and sheer comfort, the SL doesn’t disappoint. With roots stretching back over half a century, the SL receives a new skeleton—now made of aluminium and magnesium. In simple English, it means that the SL sheds 110kg, turning the roadster into a sporty yet lightweight vehicle. From the front, the Merc looks exactly like the ingoing SLK, bar slight changes to headlamps. With air vents and a slight bulge on the bonnet, the SL sneaks hints of its sheer power and capabilities. ‘Magic Vision Control’—a function exclusive to Mercedes-Benz, channels washer fluid into heated wiper blades for invisible windscreen wipes. Such small hints point towards the opulence provided by the new SL. From the side, the SL seems relatively imposing, with a large stance, and beauteous curves. From the rear, the usual Mercedes LED lights, (first debut on the new E-Class) flank the sides, with rectangular chrome exhausts protruding out from the SL’s bum. On the whole, the roadster looks taut and simply put—ready for action.
·            Interior
On the inside, the usual Mercedes-Benz fittings come as standard. As featured on the SLK, the same COMMAND system and speedometer makes its debut on the SL. In contrast though, the SL provides a slightly ‘grippier’ and more stylish gear shifter. Air vents come in cockpit style, once again clad in chrome. What appeals to me most about the SL, is the amount of detailing available on hand. For instance, the entire cabin, already clad in German leather (literally—from side panels, to dashboard coverings, etc.) can be specified to come in colours of all sorts. Even the steering wheel can be specified to be clad as two-toned, so as to match whichever funky leather colour specified. As mentioned before, the SL code shares a good number of DNA with its younger sibling—the SLK. Therefore, features such as Magic Sky Control, Active Parking Assist, etc, all come as standard. With the roof up, the SL feels as quiet as a fixed-head coupé, symbolizing the roadster’s heritage of versatility. In addition, the SL features the same safety kit as the current S-Class, thereby making it the safest roadster currently on the market.
·            Ride & Handlings
For now, the SL will feature two engines, being the V6 SL350 and the V8 SL500, until an AMG variant finds its way into the market. Both engines are 140kg and 125kg lighter, respectively, than the outgoing SL. The SL500 features a twin-turbo V8, allowing the SL to hit 0-100km/h in a mere 4.6 seconds. The non-turbo variant provides 306BHP, and achieves the century sprint in a slightly slower 5.9 seconds—still much more impressive than its predecessor. Both engines feature a 30% increase in fuel efficiency, keeping in line with Mercedes’s BLUE EFFICIENCY lineup. As expected 7-G TRONIC transmission comes as standard, thus providing a buttery smooth ride.
·            Verdict
An imprint in history. A legend lived on. Welcome home SL; good job Mercedes.

o    Pictures from:
http://api.ning.com/files/SLt65UeTyDQ*9y8f-EKhMimGDY5Jk3s7jaj7AWX1rGU4zjL9Vqn8tvtnZiUNOUQJXyMhSt9tGbQymXRu0c4Un70R2gAQUl9U/MercedesBenzSLClass_2013_1024x768_wallpaper_29.jpg









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Saturday, February 11, 2012

SUV—simply ultra 'vierd'.


Once a thing of the past, now a thought for the future.

·              Ever since the turn of the century, the term ‘sports/luxury SUV’ has ultimately, been redefined. For instance, with the introduction of Porsche’s Cayenne (esp. Turbo S), the laws of physics were defiled, with a new concept born into the world. An SUV capable of tackling properly harsh surfaces, mated to mind-blowing V8 turbos, decked out with eloquent interiors.

·              Recently, Lamborghini has decided to put into actions, plans for its new SUV. The car will make its debut in April, at Beijing’s auto show, so as to allow early previews to potential customers with purchasing power. In terms of design and power, it is said to be that: “looks will be inspired by the incoming Aventador, with an engine derived from the Gallardo’s V10.” Nevertheless, expect production for exclusive markets around 2015—in addition to a hefty price tag.


·              Watch out for Italian competitors such as Maserati and Alfa Romeo. Maserati has announced their Maserati Kubang, an SUV based on Jeeps’ Grand Cherokee, simply restyled and re-interiored (mind the grammar). In essence, expect a Maserati tuned engine, along with a possible diesel. Ready for production in late 2012.

·              Alfa Romeo has decided to base their SUV on the new Jeep Compass and Jeep Patriot. Honestly, what else could keep coming? Nevertheless, think Q3 sized vehicles, along with Giulietta styling. Speculation has that the chassis will support 2WD and AWD versions, powered by the usual Fiat Group MultiAir2 engines.


·              In addition, watch out for a new version of the iconic Range Rover (though actual pictures haven’t been released—given image comes from artist speculation), along with an SUV from Aston Martin.

·              Seems like an interesting year up ahead~

o    Pictures from:
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Friday, February 3, 2012

Hyundai i40 Wagon


Already a cheap and well-balanced Korean made vehicle, the i40 lengthens itself out to become a wagon.
·             Design & Engineering:
From the front, I must say that Hyundai has ruined the face of the i40. Audi-lookalike LED’s have been inserted rather poorly into the front headlamps, making the i40 wagon seem hunched, and rather pathetic. Cheap use of chrome and hard plastics on the outside already make me want to walk away. Though from the side, the vehicle seems to be able to pass off as say, a Mazda 5 wagon, or something mated to a brand of more ‘class’. Like all Hyundai’s of late, the i40 wagon features what Hyundai calls: ‘Fluidic Sculpture.’ Though the i40 tries its best to look modern and expensive, it fails to do so, resulting in a slightly awkward vehicle. Ah—though I must say, the rear end of the wagon attracts my attention. A nice chrome strip plasters the middle segment of the rear end, with the rear almost looking like a cross between a Subaru Imprezza hatchback, along with a touch of Infiniti. Really, I must say the rear end has to be the best detail on the i40 wagon’s exterior, bar the slinky rims fitted as standard.  
·            Interior
With much disappointment from the exterior, the interior simply proves itself worthy of ‘luxury’. Thirty, no; twenty years ago, Hyundai was known as a poor man’s car, with lousy interiors, and unreliability. As the days grow towards the future though, Hyundai plans to change its branding, by placing forth, a fantastic and comfortable interior. Step inside, and one immediately notices a handsome steering wheel, and Ford Fiesta like, center console layout. For a vehicle with such a low price, the i40 wagon provides a grippy steering wheel, with oodles of buttons, such as Bluetooth, cruise control, F1 style paddle shifters, etc. In addition, the modern speedometer has a Zen like mood to it, with dials outlined in chrome, and faded out with ice-blue lighting. A small HD screen (something Koreans are very good at) takes the middle spot, displaying items such as mileage, whether doors are shut; the usual shebang. Apart from that, temperature and fuel gauge indicators, are measured using electronic bars, which move elegantly in the smack center of the rev and speed counters. Though the center console feels slightly cheap and plasticy, it offers multiple features, with 2-zone climate control, and front seat, heaters and coolers. In addition, the center console is mated to an aux-in port, along with USB and iPod connection. Directly below the center console, lies a 21st century gear shifter, clad in leather, and good to the touch. All seats come in leather/partial leather, and for Premium models, a panoramic roof comes as standard, allowing light to flow into every segment of the wagon. Boot space—humongous. Don’t even get me started.
·            Ride & Handlings
For such a large car, the i40 wagon rides smoothly and comfortably. In corners, it handles surprisingly well, with its light Korean made steering, easy to maneuver around bends. Powered by a 2.0-liter engine, which produces 166 BHP, the wagon will reach 0-100km/h in a leisurely 10.9 seconds. Still, its six-speed gearbox allows smooth shifting. Coupled together, though not a fireball, the i40 wagon will get one from point A to B in a practical and comfortable manner.  
·            Verdict
A niche filler, yes. Loathe the exterior, love the interior, apart from the use of very cheap plastics. You have to buy the Premium model, as it will ease your mind off the road as you relax in comfort on the inside. It seems to look as if Hyundai hasn’t managed to remove it’s branding though. Yet.

o    Pictures from:
https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6kYVg-zBmrjK8OaC5epiqi5yL3Jx0rUvQiD2cWHD-zB5iRYm5tECdHx3U3SFGoLNeIUJRmeHnYOGmo8Khc1hKb1KPmmY11GzEZF1vZoZTxZZvfmRtT9pkhd-S-YaWHsSoD8LPcDa4-5vB/s1600/Hyundai+i40+Wagon+Car+Designs%252C+Photos+%2526+Wallpapers3.jpg
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Saturday, January 28, 2012

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:
http://media.il.edmunds-media.com/ferrari/ff/2012/fd/2012_ferrari_ff_prf_fd_323115_717.jpg
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Saturday, January 21, 2012

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:
http://www.auto123.com/ArtImages/121109/touareg-hybrid-inline-02.jpg
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Saturday, January 14, 2012

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:
http://static.taume.com/image/2007-Buick-Park-Avenue-Interior.jpg
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Friday, January 6, 2012

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:

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