Honda CRV

Now on its third generation, we come to see how the new CRV lives up to its past heritage.

·             Design & Engineering:

Clearly. Not love at first sight. Indeed, though the CRV may appear to be more avantgarde, and ever so slightly appealing, to many—including myself, I find that the new CRV feels and looks ever so odd. From the front, a new face finds itself on the CRV, now standard with bi-xenon headlamps and fog lamps. Though not exciting, the new face gives the SUV a fresh look, as if undergone reincarnation. Now with SUV’s, the modern trend seems to be: give your vehicle a funky and hip look. Unfortunately, Honda seems to have taken such a statement to literally, thus resulting in the CRV portraying a bloated person when viewed from the side. Yes, it looks higher. Yes it looks bigger. But really, in short, the large lift in the CRV’s rear end makes only one word ever so suitable for it—odd. From the rear, the CRV has a rather squashed look, such as in the new Audi A6. Despite having a functional handle to operate the boot, the CRV only manages to grow away from me, as if being some malignant tumor.

·            Interior

To make up for the quirky exterior, the interior is where things are quickly made up for. Compared to the 2^nd generation CRV, the new CRV sports an entirely new and revised interior, one clearly much more appealing to the eye. A new steering multifunction steering wheel allows one to maneuver between ‘tasks’, and makes driving a pleasure as well. In addition, one also notices the CRV’s take to the 21^st Century, with the incorporation of a Start/Stop button, as well as an Econ button, which supposedly makes the CRV more frugal. While the trim feels rather plasticky, an intuitive, but unfortunately dated-looking 5-inch Multi-Information Display noodles itself into the center console, directing one’s eyes and senses away from the cabin trim. As a supporter of Mother Nature, Honda has also decided to install an extra colour screen above the Multi-Information Display, which shows the fuel usage, the time, etc. At the rear, space is properly comfortable, with extra goodies such as a rear air conditioning system. On the whole then, the CRV feels well built, and rather solid, managing to satisfy its customers.

·            Ride & Handlings

Available in both 2.0 and 2.4-liter variants, the latter produces 190 BHP, shooting up towards the century mark in an average 10.0 seconds—considering the vehicle’s size. Despite using a four-cylinder engine, surprisingly, the expected din and clatter is almost non-existent, with smooth changing gears along with no hesitance from the engine when revved hard. Being a Japanese vehicle, the SUV’s weight is kept under 1.5 tonnes, thus enforcing the frugalness and ethics of a Japanese vehicle. In short, though the new CRV may not evoke one’s passion for extreme sports, it will satisfy you while cruising around town.

·            Verdict

Rather well priced Japanese SUV, going head to head against the Toyota Rav 4 and the Subaru Forester. Apart from odd exterior looks, the practical yet comfortable interior along with the vehicle’s sense of environmental consciousness simply hits the spot.

o    Pictures from:

o    http://www.autoweek.com/galleryimage/CW/20111116/LOSANGELES/111609985/PH/1/10/2012-Honda-CR-V-9.jpg&MaxW=630

o    http://xmobilan.com/wp-content/uploads/2011/08/2011-2012-honda-crv-pictures-engine.jpg

o    http://www.autosflow.com/wp-content/uploads/2011/10/2012-Honda-CR-V-interior.jpg

o    http://www.carreviewsoup.com/wp-content/uploads/2012/04/2012-honda-cr-v-interior-dashboard1.jpg

o    http://images.thecarconnection.com/med/2012-honda-cr-v_100370564_m.jpg

o    http://media.il.edmunds-media.com/honda/cr-v/2012/ns/2012_honda_cr-v_f34_ns_92211_717.jpg

To All My Readers

To all my readers:

As I am currently away on urgent business and will not be back next week, I will be unable to post this week.

Thus, posting shall resume next week.

All the best,

CSI

Infiniti G37

Having branched out from Nissan to become a luxury brand, we come to see how the G37 convertible stands up to meet the expectations of the Japanese luxury segment—one currently dominated by Lexus.

·             Design & Engineering:

In a statement from Infiniti, the company stresses that they shape their vehicles in sync with what nature provides. For instance, the G37 convertible has a pleasing exterior form, fitting very well indeed against the backdrop of the bay, or other symbolic areas of nature. This has to do largely with the styling of the sheet metal used. Clearly, we can see that the designers at Infiniti have really put in effort, for the vehicle has a rather natural, and somewhat well balanced stance. From the front, the nose bearing the Infiniti badge amongst the grill protrudes outward, flanked by bi-xenon lights (which come as a standard option). Being the premium cut, optional luxuries found on rivals come as standard, such as headlight washers. From the side, the convertible transforms itself from convertible (three-piece hardtop) to coupé in a mere 25 seconds—though operation is only engaged when the vehicle is stationary. No matter, at whichever form it takes, the G37 manages to look graceful, as if of royal descent. Of course, ‘paltry’ features such as a smart key system come as standard, engaged via a button on the handle. From the rear, two chrome tailpipes emerge out at the bottom, obviously not in chrome, as such an attention seeking detail would be considered a designer faux pas. Additionally, the luxury Japanese marque also sports a chrome rear boot-lid which houses an integrated high-mounted brake light, as well as a parking monitor system camera which of course, comes as standard.

·            Interior

Keep in mind. The cost. Of course, as a convertible targeted at the luxury segment, what you pay is what you get. Thus, the luxuriously appointed interior is clean and clear, and exudes a suitably expensive look. From the driver’s side, a thick yet somehow sporty three-spoke leather steering wheel featuring an array of buttons literally overcrowds the wheel. For that extra touch, magnesium paddle shifters allow quick shifting and easy transitions into the silky smooth gears. As for the speedometer, outlined in an icy dark blue, and with a top speed of 280km/h, an LCD screen displays all the essential information needed for successful driving. In the center console, a large 7-inch multi-information display monitor uses a clear colour screen (taken from more expensive Nissan models) displays the radio, CD player, telephony system, GPS, etc. As for the sound system (as Lexus has Mark Levinson), Infiniti shoots for the best—a Bose surround sound system dominates the interior, and integrates itself into the front headrests as well. As for the premium leather seats, an Infiniti badge is sewn into the front seats, which come with heating and cooling, as well as electrically adjustable seats. Around the gearshift area, the button for the hardtop sits comfortably in between the seat temperature settings. At the rear, despite having an incredibly long wheelbase for such a convertible in its segment, the rear seats fit two adults—though for journeys no further than a run from the country club back to the office.

·            Ride & Handlings

As its name suggests, the G37 houses a 3.7-liter V6 engine, one taken directly from Nissan’s 370Z, and when mated to a 7-speed gearbox, produces 320 BHP, with the century sprint completed in 6.7 seconds. Despite being half a second slower than BMW’S twin-turbo charged 335i, the G37 weighs in at nearly 1.9-tonnes. Regardless of one’s driving style or personality, when piloting the G37, one can drive like a mad man, or can take to the shops in a comfortable, classy style. And indeed, it is a swift, and refined vehicle, clearly defining the words luxury. Then of course, needless to say, road noise and wind noise are kept at a bear minimal, with the burble of the hefty V6 heard in the background.

·            Verdict

Subtle hints of its hidden power and the luxury as to which it beholds from the outside, with a richly appointed interior. However, despite trying ever so hard to fit into the luxury segment, I still find that Infiniti simply tries just a tad to hard. Thus, if one sees the G37’s powerful V6 as an attractive bait, I say, why not go for the cheaper, more hardcore Nissan 370Z? If not, you’re still better off heading off over to Lexus.

Sorry Infiniti. Next time then.

o    Pictures from:

o    http://thegarageblog.com/garage/wp-content/uploads/infinitig37convertible.jpg

o    http://www.automotorblog.com/wp-content/uploads/2011/10/infiniti-g37-7.jpg

o    http://www.motivemag.com/Content/uploads/1/coupe2.jpg

o    http://www.sportscarzone.com/wp-content/uploads/2009/06/infiniti-g37-conv-05.jpg

o    http://0.tqn.com/d/cars/1/0/E/w/1/ag_09g37conv_topsw.jpg

o    http://pictures.topspeed.com/IMG/crop/200905/2009-infiniti-g37-convert-15_460x0w.jpg

o    http://media.caranddriver.com/images/media/268156/2009-infiniti-g37-sport-convertible-interior-photo-268157-s-986x603.jpg

Good Friday

Hi all,

As it is indeed Good Friday, I shall be taking a 'post off', in addition to celebrating a birthday over the weekend.

Enjoy the week ahead, as well as the rest of April!

Best,

CSI

Good to Buy… Now!

The Lexus GS 300 has been around since 2005. The mid-executive sedan features a potent 245 BHP, silky smooth V6. Acres of wood flank the interior of the L(luxury)eus GS300, with the option of birds eye maple, maple red, etc. In addition, the finest quality leathers along with two-tone interior colours provide the interior with a sense of a no-nonsense, yet cozy feel. In addition, a touch screen center console provides up to date information, and is rather easy to use. For that extra luxury measure as to which Lexus always strives to achieve, a standard 14-speaker, Mark Levinson surround sound lies within the interior, providing clear and rich sounds to resonate throughout the cabin.   

·             2013 Lexus GS 350:

The new, soon-to-debut-in-markets GS350 sports the same face as the new CT200H. LED lights and Xenon headlamps nestle sharply into the vehicle’s face. From the side, the clear glass windows are outlined with chrome, and seem to elongate the executive saloon. From the rear, LED’s once more flank the sides of the boot, with twin, rectangular chrome tailpipes neatly built into the bottom sides. On the inside, a large, leather wrapped steering wheel with wood trim features multiple control buttons for the stereo, etc. As for the center console, a new system featured in the RX and CT model with Remote Touch, makes its debut in the new GS as well. For that extra luxury touch, the designers at Lexus have sewn into the center console; a traditional watch face clock (which matches any interior colour combination; featured in the GS 350, Flaxen leather trim, linear espresso wood, etc.) outlined in brushed steel bears itself proudly and elegantly. Once more, a Mark Levinson surround sound buries itself into the interior, providing for sharp and clear surround sounds. With the new GS, luxury has been taken up to a higher degree, with doorsills, the dashboard, and every other imaginable surface wrapped up in high-quality leather. At the rear, the rear armrest features buttons that control individual passenger temperature as well as seat temperature, stereo functions, etc.

In short, why the rather misleading title, alongside the lengthy paragraph describing the new GS?

So, lets cut down to the chase.

If you’re looking for a luxurious ride with ample space, decent fuel economy, and one sleek looks, head down to your local Lexus dealer, or to an authorized used Lexus dealer. Best to grab ‘em before the new GS heads to town.

o    Pictures from:

o    http://www.newmodification.com/wp-content/uploads/2011/08/2013-Lexus-GS-350-–-Front-Side-685x513.jpg

o    http://www.mosaicwallpapers.com/wallpapers/default/default_image_7282.jpg

o    http://www.carsession.com/news/photos/Lexus/2013-Lexus-GS-Unveiled-284312384.jpg

o    http://www.thenational.ae/deployedfiles/Assets/Richmedia/Image/AD200910909029981AR.jpg

o    http://images.usedcheapcars.org/used-lexus/2006-lexus-gs-430-sedan-lexus-4-3l-8-cylinder-premium-automatic-s6/112_0505_firsttest_04z_2006_lexus_gs_300_sedan_interior-ucc.jpg

o    http://www.carsplusplus.com/pictures/2010/115932/photo.jpg

o    http://www.motorward.com/wp-content/images/2011/11/2012-Lexus-GS-250-3.jpg

BMW M5

The M5’s lineage can be traced back to 1980, where it took the crown of being the fastest production car in the world. Over three decades later, we come to see how the latest M5 has evolved over time.

·             Design & Engineering:

From the front, BMW’S M division has taken extra measures to add looks of aggression to the vehicle. M3 like air intakes, M-styled black double kidney grills, flared wheel arches, M-signature ‘gills’, specially-styled wing mirrors, quad exhausts, 20-inch double spoke alloy wheels, and a subtle boot lid spoiler help to provide an inner fire for the M5. In addition to 20-inch rims, gargantuan brakes and blue calipers merge couple perfectly with a lowered suspension, providing for a purposeful stance. As always, the signature ‘M’ logos are hidden in nooks and crannies, adding towards a more ominous and sinister feel.

·            Interior

Already, the standard 5-series provides a tasteful, comfortable, and refined interior, edging it ahead of fellow German marque. With the M5, the standard 5-series cabin has been dressed up ever so tastefully and rather, verbosely as well. For instance, the cabin features bespoke M Sports seats, Merino leather upholstery, Aluminium Trace interior trim strips, as well as a BMW Individual roof liner in Anthracite (or specified to your taste). Up front, a 330km/h speedometer that still uses classic BMW M circular dials with red needles and white illumination sits gracefully above the blue and red stiched leather steering wheel. The steering wheel features multiple commands that operate the cruise control, radio, telephone, and so on. On the left side of the wheel, two M buttons which can call up pre-configured settings for the car rest proudly on the wheel. Such settings are configured through the easy to use i-Drive system, which also allows one to set the information displayed on the Head-up-Display. Being the crème de la crème of the 5-Series range, oodles of customization and personalization can be offered, though as always, at a cost. For instance, the test car featured cherry/tomato red Merino leather, with an Anthracite roof liner. That could be changed to say, Merino leather in deep sea blue with beige stitching and a warm champagne coloured roof liner in suede. At the rear, being the best of both worlds, the M5 offers space for a family of five, with three adults able to fit comfortably in the rear seats, lined with expensive leathers. Compared to its predecessor, the M5 features a rather versatile suspension, and unlike the previous M5, does not hurt your back or realign your bones after going for a trip to the store.    

·            Ride & Handlings

For years, BMW M Division vehicles have only used naturally aspirated engines. For the first time in automotive history though, BMW has decided to implement a smaller, 4.4-liter turbocharged V8, which still produces a whopping 560BHP—10% more power than the previous M5. This new engine is also more powerful than Mercedes’ AMG turbocharged 5.5-liter V8 featured in the M5’s rival—the performance pack E63 AMG. Though this twin-turbo charged engine does not rev as high as the previous model, the engine still produces soul-stirring grunts and howls, when revved above 4000 RPM. This is where BMW cheats. Sorry. This is where automakers such as Porsche (with the new 911) cheat as well. In the same style of the new 911’s Sound Symposer, as the new M5 will never sound as intoxicating as the previous M5’s naturally aspirated V10, more of the new M5’s exhaust note is filtered into the cabin via surround sound speakers. To make up for such sneaky tactics, the gearbox in the new M5 is now a more contemporary, more efficient, and quicker shifting M DCT Drivelogic dual clutch unit. This allows the driver to select the sportiest, relaxed, or efficient driving styles, all via a rocker switch. In addition, launch control now becomes a standard feature.

·            Verdict

Overall, the new M5 features the latest in automotive engineering and technology, coupled with comfort, looks, and everyday practicality as well. Despite facing stiff competition from Mercedes’ E63 AMG, Jaguar’s XFR, and (soon-to-debut) Audi’s RS6, the new M5 still claims the top spot—just as it has been doing since 1980.

o    Pictures from:

o    http://media.il.edmunds-media.com/bmw/m5/ns/bmw_m5_actr34_ns_20110_717.jpg

o    http://stupiddope.com/wp-content/uploads/2011/08/img_2012_bmw_m5_3.jpg

o    http://www.cartraderny.com/wp-content/uploads/2011/06/2012-BMW-M5-Interior.jpg

o    http://www.carsvw.com/wp-content/uploads/2011/10/2012-Porsche-911-Interior-1.jpg

o    http://www.cartype.com/pics/9121/full/bmw_m5_in3_12.jpg

http://www.autopartmodif.com/wp-content/uploads/2011/09/2012-BMW-M5-Pictures-Seats-Interior-Design-9.jpg   

Porsche 911S (model type 991)

As promised from some time before, with the actual release of the new 991, we come to see how Porsche’s classic trophy prize has upped its game.

·             Design & Engineering:

Compare the 997 with the new 991, and be amazed—amazed at how little has changed on the outside. The same headlamps are in place, simply with added LED’s, and sharper curves. As always, the trunk sits up front, with the same three grills directly beneath it. From the side though, slight changes such as the 100mm longer wheelbase, shorter overhang and lower stance become apparent, providing the 997 with a sleeker and more appealing appearance. The rear perhaps, then becomes the most obvious change to the 997. For instance, LED slits have appeared, replacing conventional light bulbs. The seven letter P O R S C H E logo now bears itself proudly on the vehicles bum. In addition, the large, active rear spoiler is now separated from the smaller engine cover. Overall, though the 991 sports a more modern stance, and has a stronger sense of purpose. Currently, only the Carrera and Carrera S models, both in coupé and convertible form are available in the market. Be on the lookout for the upcoming Turbo and GT3 models appearing at a later stage. (The base Carrera as tested can be differed from its by no means ‘lesser’ sibling, through its 20-inch rims and twin, circular tail pipes on either side, as opposed to having single oval shaped ones.)

·            Interior

Porsche claims that the new interior featured in the 991 (good riddance to the rather drab one featured in the 997) has been inspired by the Carrera GT. I prefer to say that the interior has simply been plucked from the Panamera, to the Cayenne, and now the 991. Indeed. From the driver’s point of view, the interior is an absolute joy. The steering wheel is grippy and well rounded, with paddle shifters available as standard (on the Carrera S) model. The dashboard features the same classic Porsche instrument panel, though it now sits against a charcoal gray background. A new feature from the 991, is the new 4.6-inch TFT colour screen which sits amongst the instrument panel, displays essential information such as trip computer, audio system, navigation, G-force meter, track timer, etc. In addition, a large colour screen sits comfortably in the center console, flanked by a myriad of buttons. If the Sport Chrono package is selected, a Sport Plus button comes along with the package, bringing with it lively accelerations, and beautiful noises. PDK transmission, along with the majority of the new Porsche lineup (from Panamera onwards), comes as standard on the 991, allowing for superb transmission shifts. Sticking to its classical heritage, the 991 still uses a classic key fob, avoiding any cumbersome, intelligent smart key. At the rear, space is still ever so tight—with room perhaps for youngsters and perhaps infants. Above 1.6-meters tall? Forget even trying to get to the rear. On the whole, the interior sports increased quality build along with the use of expensive leathers. Combined together, the new 991 seems as if it has an interior worth a million dollars.

·            Ride & Handlings

The Carrera S features a 3.8-litre flat six, which produces 15BHP more than the 997S. Select ‘Sport’ mode, and the engine roars to life, surging ahead of competition. Imagine what ‘Sport Plus’ does to it. Despite the extra power, the new Carrera S is more economical, and emits less CO2 than its predecessor.

·            Verdict

Incredibly amazing, much improved, on the whole, a better experience. As for the price tag? Then again, whatever you pay for the new 991 will give you an interior worth a million dollars, and looks handsome enough to stop traffic. 

o    Pictures from:

o    http://www.ausmotive.com/images2011/Porsche-991-911-08s.jpg

o    http://cdn3.worldcarfans.co/2010/3/medium/3207391.jpg

o    http://autosportscar.com/wp-content/uploads/2011/09/2012-Porsche-911-Carrera-S-Interior-Transmision.jpg

o    http://www.carsvw.com/wp-content/uploads/2011/10/2012-Porsche-911-Interior-1.jpg

http://www.porsche-mania.com/wp-content/gallery/2012-porsche-911-carrera/2012-new-porsche-911-carrera-interior_05.jpg