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automanmag-blog · 7 years

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A new smaller platform allows GMC to offer a significantly lighter, more dynamic Acadia. Does it still remain competitive in the segment? Automan joins the media drive across Arizona nd Nevada to find out

Author: Raj Warrior | Photography: Supplied

When you think of an American SUV, the car that normally comes to mind is the big Yukon, Tahoe or their bigger brother Suburban. Part of the broader offerings of General Motors, these full-size SUVs compete with the Ford Expedition. So when the previous GMC Acadia debuted it wasn’t surprising at all to be confronted by Ford’s salespeople asking me how I rated that against the Explorer? In the interim, the Acadia went through a full product lifecycle, the Explorer overlapped and the competition continues.

But then that’s the older GMC Acadia. It had something going for it in that its Chevrolet iteration, Traverse, was distinct in identity. But as we were told by the folk from the factrory who met us in Phoenix, Arizona for the walkaround and orientation, the car was seen as being too close to the Yukon in size and too far from the smaller Terrain.

So this time around, the second-generation Acadia loses almost seven inches in length and 3.5 inches in width to the smaller common platform with the Cadillac XT5. What this does is bring the Acadia into the sweet zone the engineer’s craved and serves to distinguish it further from the next gen Traverse which will continue to be on a larger platform. The magic figure being quoted here is 700 pounds of weight that the new Acadia loses. If seen realistically, this equates to a typical load of passengers and cargo, so this will serve to dramatically increase the performance.

Other benefits of the new platform are a stiffer body with less flex, better critical ratios and the ability to accommodate the latest electronics package. Despite it becoming smaller, the Acadia is still offered with a choice of seat configurations (5, 6 or 7) and in two major trim lines (All Terrain or Denali). The base Acadia will not be brought to the region (there is also no appetite for a 2.5-litre 4-cylinder version that is sold in the US market).

“The new Acadia captures a greater feeling of refinement, in everything from the responsive feeling behind the wheel to the way passengers interact with its intuitive features,” said Rick Spina, executive chief engineer for compact and crossover SUVs at General Motors. “It’s a vehicle that offers the functionality Acadia is known for, while delivering big advantages and balance to customers’ everyday lives.”

At first glance the Acadia looks like a completely new vehicle, which it is. For all practical purposes, the model could have had a new name and worked comfortably, although there is no doubt some benefit with going with an accepted badge.

As you would expect from a new vehicle, there is almost nothing in common between the first and second generations in terms of styling. The GMC badge has grown while the grille and headlights have evolved towards the newer, sharper look of the badge. The presence of two distinct trim lines results in a brushed chrome on black surrounds look for the All Terrain, while the Denali has chosen the path of bling. And the body styling of the variants is tweaked, while the Denali sides cascade down to the road the All Terrain tries to tuck in the skirts to aid in staying clear of obstructions. This differentiation extends to badging, upholstery choices and wheels, although the actual off-road capabilities are broadly the same for both versions with the AWD. The HID lamps are only for the Denali.

The interiors have also evolved rather nicely with the provision of a panoramic roof, larger displays, a more digital instrument panel and electronics that serve to connect up with and extend your mobile experience.

You can connect to Apple CarPlay or Android Auto and additionally use features like automatic braking, adaptive cruise control with distance warning, lane keep and lane assist and a surround vision camera system.

That is going to be the biggest differentiator between the old and new cars. This is why people would spend the extra money you are asking for a smaller platform.

The Acadia also gets an all-new 3.6-litre engine and six-speed gearbox combination. The engine is rated at 310hp with 367Nm of torque from an all aluminium block and head with direct injection. this is mated with a hydramatic 6T70 six-speed automatic transmission that is offered in either a base front-wheel drive or all-wheel drive arrangement.

The opportunity to drive the Acadia took us from Phoenix all the way to Las Vegas, with a good run through scenic areas like Sedona and over parts of the historic Route 66 taking us to Williams, where we stayed overnight at the Station hotel after driving to the Grand Canyon park and having dinner on the south face of the Canyon.

The next day took us further over the Route 66 route through kingman and down to Laughlin, the first point of entry on that route between Arizona and Nevada. That served as the lunch stop – at the Bubba’s shrimp factory. As you can see, the connection with deepset Americana was being dialled in to enable us to understand the car and it’s relevance to most of mainstream America. Part of the route was on sandy trails through a National Park, where we maintained speeds of 70 mph and above without having to let off the accelerator.

Driving Impressions

We like how the Acadia feels. The vehicle is now a mid-size SUV and you can feel the new, lighter platform and the alacrity with which the V6 engine responds to inputs. The NVH level is good, dial in a song and you can almost have no other sound around.

The Denali is definitely at its best on the highway. settle in at 70 mph and you just coast along with almost no input on the accelerator.

While the Acadia coasts along the system’s tendency to act as a co-driver is very pronounced. It senses the road markers even on rather poorly marked highways and tends to begin a correction phase that seeks to bring the car back on track. It’s easier when the highway is straight and you are just drifting. The problem comes when you drift on a curve – the system does not have enough confidence to chart its course through the curve.

Even better is the SUV’s manners in traffic. The vehicle has pedestrian sensors, so it tends to brake to avoid impacting them as well as handles itself rather well in slow moving traffic.

The smaller two-lane roads of the old Route 66 did require a bit of working the pedals, but the fact is that only a maverick would try to take chances with the patrols along America’s roads, especially near smaller towns.

As for the single off-road patch that we had to drive on, we put the vehicle in full-time 4WD mode and just careened through it. The sands weren’t quite the sort you would find in the Middle East region, being more packed, but the suspension proved supple and responsive, with good travel.

Verdict

The move towards the smaller platform has been largely beneficial for GMC. The new GMC Acadia is much more of an everyday vehicle, offering better size and proportions. At the same time the car feels a lot more European in the way it drives and weaves.

The best part is that despite the size and weight going down, the engine remains a 3.6-litre unit, albeit with more power than before. The fuel efficiency is supposed to be close to that of a typical four-cylinder engine with the active cylinder deactivation, but when you kick down on the accelerator, the Acadia takes off.

However, most buyers will like the cabin and feature package of the Acadia as this sets the vehicle apart from most of the competition. You can even choose a certain look of the car in between the All Terrain and the Denali. If you feel that your forté is skewed toward the outdoors you may opt for the former and you will also get a specific All terrain mode instead of the generic off road mode that the Denali features.

Beyond that the main options you have are in terms of drive layout and seating layouts. The six-seater option really ends up being the most opulent of the lot and not surprisingly it will be the mainstay of the Denali version. There is adequate space to pop through the gap between the two seats of the second row to the third row. Although the third row is not as large as you would expect, the seats are handy and do accommodate adults as we experienced on our drive back from the dinner at the Grand Canyon.

While the drive ended at the porch of the Aria in Las Vegas, the bling of the car managed to still look as if it is part of the environment there. Especially that of the large chrome grille of the Denali. It was almost anti-climatic to hand over the keys and draw the trip of a lifetime, with atleast a couple of bucket list items on it, to a close.

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Smaller is the new normal - 2017 GMC Acadia A new smaller platform allows GMC to offer a significantly lighter, more dynamic Acadia. Does it still remain competitive in the segment?

#GMC #SUV #test drive

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automanmag-blog · 7 years

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Heading a nascent luxury brand - Manfred Fitzgerald

Raj Warrior interviewed Manfred Fitzgerald about the brand’s plans, his hopes for the Genesis G90 and use of technology to differentiate itself. RW: What are your hopes for the Genesis brand? MF: We are a new entrant in the luxury segment. We are a brand that is positioned and trying to bring across a value proposition and that is deeply rooted in our defined DNA. As I started out at the…

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#Genesis #interview #Manfred Fitzgerald

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automanmag-blog · 7 years

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The launch of the Genesis brand in the region brings to maturity Hyundai’s plan of becoming a true premium class specialist. Automan attends the launch and gets a first drive in the new flagship G90

Author: Raj Warrior | Photography: Supplied

The big change that Hyundai has been aiming at over the past few years has happened and the Genesis brand has launched in the region. As part of a wider rollout, the Genesis brand is set to take the company into a territory of premium vehicles. This move is seen as the logical next move to the brand’s birth and connection with various top end Hyundais. It marks the complete abandonment of the Equus badge for the moment and subsumes the Centennial as well.

The launch in the region was centered around the opulent ambience of Dubai’s Armani hotel and involved a day trip out to the Emirates Palace Hotel in Abu Dhabi. So what does the brand and the single launch car – the G90 bring to the market?

The brand has made some very astute moves. Over the past months it has brought onboard a management team that is familiar with the world of the high end car. The event was fronted by the brand’s new head, Manfred Fitzgerald, who has had previous experience with Audi and Lamborghini. Besides this, named designers are coming onboard.

The game plan seems solid and the investment matches the ideals – efforts are already in place to rollout the brand corporate identity across the region, with Hyundai showrooms currently being modified to offer exclusive areas for the new brand. As the lineup grows, the brand will sit apart in dedicated showrooms. The plan is for the smaller G80 to join the G90 by the year end. Future developments include at least two SUV-type offerings as well as the expected sports coupé.

The Genesis G90

In a world where product quality and refinement typify the luxury experience, the G90 fights a rather impressive battle. It is the replacement for the old Centennial but uses a whole lot of styling tweaks to differentiate itself from the wafty premium sedan. From the newly evolved hexagonal shaped grille, to the feeling of an odd familiarity about certain elements (like the almost Lagonda feel of the C-pillar or the Bentley like taillight treatment), you have to admit that while there is a lot of inspiration, the G90 on a whole looks the class.

At launch the G90 will be available with three engine variants although what’s on offer may depend on the individual market. The two older engines are the 3.8-litre V6 Di engine as well as the larger 5.0-litre V8, both Centennial stalwarts.

These are joined by a new generation 3.3-litre Lambda V6 twin-turbo unit that can offer a rather healthy 370PS of power alongwith lots of torque through the turbo-boosted midrange. All the three engines are offered along with the 8-speed automatic gearbox. The platform also has the ability to offer an all-wheel drive system that improves handling.

The interiors of the car offer the greatest improvement. The new cabin feels inviting and sports a whole host of luxury touches including nicely offset wood and chrome trim, plush leather and carpeting and seat functions for both the front and rear occupants. The G90 truly offers a limousine like feel with the generous legroom and seat ambience of the rear. In fact Genesis are quick to point out the connection with independent certification that it has for good seat posture.

Occupants also get access to the electronics suite offering rear entertainment. You can pair your phone, charge it wirelessly and even look up navigation points.

However, a good chunk of the money you spend for the cabin actually goes towards the high grade sound environment. With an excellent NVH base and some handy algorithms, the Clari-Fi audio system builds on the Lexicon 17-speaker system allowing for individual surround-sound zones in the four corners of the car.

The driver zone not only enjoys a large 12.3” high resolution central display, it also boasts of a twin dial IP with digital panels and the largest colour heads-up display unit that we’ve seen till date.

In addition the car gets a host of safety related features including adaptive cruise control with braking, lane watch and lane keeping and a blind spot monitoring feature to match with its other electronic gadgetry. The G90 also gets the by now standard around view monitor that uses four cameras to offer an adapted view of your surroundings.

Driving Impressions

The G90 is big and it is fast with either the 5.0-litre V8 which we drove on the outward leg to Abu Dhabi, or the 3.3-litre twin-turbo V6. The torque readily compensates for any lack of top end power and the handy eight speed gearbox still packs away the top three gears as overdrive stops. Genesis has made a car that competes well with the larger German luxury models for ride quality and cabin conveniences. You can see the liberal use of technology, which places the car somewhere close to today’s S-class levels. It has even got that feel of waftability about it to match the German flagship, although we know that it doesn’t quite match up under the hood.

The G90 is rather well-mannered, very predictable in turns and you do get this feel of it somehow being close to the current Cadillac CT6 in general manners.

Verdict

To put it very simply, the car is almost flawless for what it is trying to achieve. However, there may be a mismatch in where exactly the Genesis badge fits on the spend scale, that being the only reason for us to have told the Genesis bigwigs that we see it drawing in premium customers for evaluation, but only such customers who are looking for a larger car than they can currently look at. The typical D and E-segment premium buyer may still look askance at the G90, but then the brand did have to start somewhere. The G90 is the car we always wanted the Centennial to be, The question that Genesis face is whether the G90 can stay modern, top-of-line and eventually compete head-on with the S-classes and 7-series of the world. While residing in the Hyundai showroom, the G90 needs to be that little bit out of the regular Hyundai buyer’s ability to purchase.

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Luxury gets a new contender - Genesis G90 The launch of the Genesis brand in the region brings to maturity Hyundai’s plan of becoming a true premium class specialist.

#Genesis #launch #luxury #test drive

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automanmag-blog · 7 years

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Lebanon was the perfect destination for the Middle East launch of Infiniti’s hottest new entry level model – the 2017 Infiniti Q30 last month. Automan was invited by the regional office to witness the lavish launch and attend the first drive of the new arrival in that country

Author: Chandan B Mallik | Photography: Author and supplied

What is Infiniti, the luxury premium brand of Nissan up to these days? Well, quite a lot as the aspiration levels have moved up and it has indicated clearly that wishes to become a major global luxury market player with core focus in US, Europe, China and other global regions including Middle East. To do that, Infiniti also realises that it also has to bring in new customers to its fold and also widen its product offerings in order to achieve this ambitious objective. And given the current global economic scenario, the million-dollar question is how to go about this dual business objective?

Firstly, the advantage Infiniti now has that it besides enjoying the Nissan Alliance synergy it is also able to tap in resources from technical partner Daimler with whom there’s an interesting business arrangement. Secondly, with just a few models available in the category, it’s hard to call compact luxury hatchbacks a growing category. But as luxury automakers increase the size of their bread-and-butter cars and crossovers, newer, smaller models make a more affordable entry point for many buyers. This aspect has been established by the success of models like the Audi Q3, BMW X1 and Mercedes-Benz GLA-Class which are car blending sport, luxury and premium interior features into a mini-crossover package.

In the current line-up, according to Infiniti, an entry level model was very much in order and this is where the all-new Q30 is expected to make its presence felt along with its QX30 sibling [essentially a taller Q30] in the crossover category.

Using the successful platform of the recently launched Mercedes-Benz GLA, Infiniti has been able to create two entry level derivatives – the Q30 and QX30. The latter which is more of a crossover SUV will join the line-up in 2017, according to Juergen Schmitz, Managing Director, Infiniti Middle East, while the Q30 goes on sale this month in the region.

The Infiniti QX30 is a new luxury compact crossover designed to convey a sense of what might be termed elegant aggression. The QX30 shares its platform and powertrain with the recently launched Mercedes-Benz GLA250

So, what exactly is the Q30? At first glance it could safely be considered as a premium family hatchback more than a crossover SUV due to its specific packaging and the way the portfolio has been conceived. Designed in Nissan’s Paddington studio in London, engineered in Cranfield and manufactured in Sunderland, UK, using the Mercedes-Benz W176 platform, this 5-door hatchback styled Infiniti attempts to exhibit global values.

Dimensionally it stands at 4,425mm in length, 1,805mm wide, 1,495mm in height on a 2,700mm wheelbase and these figures mean that it is very close to the GLA but definitely not identical including wheelbase. Although, dimensionally they may appear close, but subtle differences and ride height differences are obvious when both are seen together. So, that clears who’s who and cut out for what role and responsibility.

At first glance, it is clear that the Q30 has been adorned with the brand’s latest design language and detailing like the 3D mesh grille and double wave effect on the bonnet. The core design DNA consists of sharp angles and sweeping curves which together lend an organic feel with a pleasant combination of elements of French and Japanese influence. Evidence of these includes a long front end, angular nose, a sharply raked windscreen, roof line that tapers towards the rear. Bulging mudguards surround huge wheel wells and add to its overall presence and personality. Infiniti’s familiar reverse-crescent C-pillar complements the low greenhouse and ends up with a steeply-sloped window. The result is a profile unlike any competitive model including the Mercedes model which it is mechanically based on. The feature detailing in this car ensures it’s not just a rebodied GLA, but much more, if not better in some respects as it has been able to avoid totally the quirkiness associated with the equivalent Merc variant.

Considering the entry level pricing which stands at AED105,00 in UAE, it soon becomes evident for the hawk eyed individuals who are familiar with these brands of things that have been shared. Inside the cabin, there have been attempts to give the car its own character where the results in my view are a mixed bag and here’s why. The obvious are the door mounted switches, stalk gear and instrumentation that come from the donor partner but its asymmetrical dashboard is the key element that offers notable contrast to more austere, down-to-business cabins in rival German models. The infotainment system and central-console located controller are from Infiniti as they are designed to work with Infiniti’s safety systems, like the Around View Monitor bird’s eye camera.

The cabin appears cosy for occupants with good legroom in both rows who also enjoy the benefits of entering or exiting the car through its carefully planned high hip points.

While, the low roofline gives the car a nice profile and visual balance, the flip side is that headroom for tall occupants is not so generous, especially at the rear. Tall occupants will find head and shoulder room a bit crampy.

Irrespective of variants, the build quality, fit finish, touch points and materials used in the UK-built vehicle are quite good and are able to represent its class ambitions clearly.

In terms of feature packaging, it as expected varies from premium to average depending on the trim level selected. Top trim cabin features panaromic roof, soft, leather-wrapped surfaces, Infiniti InTouch system which is the automaker’s bundled package of navigation, entertainment and smartphone-connected features, and includes a 7-inch touchscreen, Bluetooth and USB connectivity and 10-speaker Bose audio system and 19in wheels. 18in wheels are also offered.

In terms of performance and handling, Infiniti engineers sought to develop steering that maintains a consistent feel, regardless of speed, and they appear to have succeeded. Not only is steering precise, it’s neither excessively heavy at higher speeds nor overboosted in parking-lot driving

The Q30 in Middle East will be offered will be offered with a choice of powertrains, trim levels, FWD and AWD. The AWD variant features raised ride height and as expected the system can transmit up to half of engine power to the rear wheels, whenever sensors detect traction loss.

The smallest engine is a turbocharged high output 1.6-cylinder four cylinder which belts out 156hp and 250Nm of torque and powers the FWD variant only. The larger engine is also a forced fed turbocharged 2.0-litre four-cylinder offering 208hp and 350Nm of torque and is offered in both FWD/AWD variants. In a pleasant surprise for all of us, both engines are mated to 7-speed dual-clutch automatic transmissions with manual Tiptronic feature. It may be noted at this point that the powertrain set-up is of German origin. New engines from Nissan’s stable will be introduced phase wise later.

The suspension package is pretty much of what the segment offers which means independent links and hydraulic dampers tuned by Infiniti. At this point there’s no provision for active suspension set-ups for sportier performance as there are no plans to offer AMG-type models as of now.

Instead, Infiniti have provided driver selectable mapping for engine and transmission and also paddle shifters behind the steering wheel.

On the safety front, Infiniti says that crash-test results have not yet been issued, but safety takes precedence and the car comes equipped with a number of active-safety and driver-assist features. They include blind-spot monitoring, forward collision warning with emergency braking assist, automatic high beams, and adaptive cruise control. Available Park Assist can guide the QX30 into an open parking space. The available surround-view camera system includes moving-object detection.

Driving impressions

In a day long driving session we were able to experience most trim and powertrain variants in various driving situations ranging from city driving, expressways, B-roads, mountain roads and also a stint with the car on a go-kart track.

While settled in the cosy interior, one has to get used to some of the design-led limitations in this car. The biggest issue for the driver is side and rear visibility due to the C-pillar.

Of the two engine variants driven, the bigger 208hp 2.0-litre turbo engine is quiet and smooth. The seven-speed Mercedes derived double clutch transmission is silky smooth. Gear changes are seamless and the best part there is no lurching or crunchiness feel at low traffic speeds.

Unlike the CVT enabled machines which are more economy oriented and often appear boring, with this set-up it is possible to dial in some extra performance, thanks to the availability of a decent torque band which allows the engine to be prodded more without sacrificing performance.

The capital city of Beirut is notorious for being slow with traffic gridlocks and expressway speeds rarely go beyond 100km/h, the car appeared comfortable and mostly stress free. We did note that the transmission is quite eager to stay in a high gear when overtaking until one really pushes the pedal.

With 156hp available at 5,000rpm from the 1.6-litre version, this variant of the Q30 isn’t as fast as the 2.0-litre, but the engine note isn’t too harsh and the sound deadening means it’s not unpleasant accelerating up to speed, thus it makes it a decent city cruiser where going extremely fast is not the core criterion. In fact, it feels lighter on the wheel too.

While the chassis and steering are tuned to be on the luxury side of the premium small crossover class, but at the go-kart track we are reminded that despite soft suspension settings, it is possible to extract a bit of driving aggression. In general, we noted on the track that body motions were controlled and the electric power steering weights up nicely through the sharp corners. However, on track we do note the obvious performance differences between the FWD and AWD models. The AWD model behaves, in most circumstances, just like the FWD does, sending power primarily to the front wheels as and when required. In the 1.6-litre variant, only FWD is available and in a track event type of set up one can actually feel the weight and occasional torque steer in the 2.0-litre. We observed the electric steering, tends to be slightly heavy at low speeds and while holding the same weight throughout the driving experience ensuring an overall pleasant drive.

Braking is supported effectively by all round discs and while the pedal pressure is soft, it doesn’t reflect sponginess even after repeated usage.

Verdict

A compelling entry for the brand which offers punters best of both worlds — German premium engineering at an exceptionally attractive starting price of AED 105,000.00 in UAE. The 2017 Infiniti QX30 goes against such well-executed rivals as the BMW X1, as well as the GLA250 itself.

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A class act - Infiniti Q30 Lebanon was the perfect destination for the Middle East launch of Infiniti’s hottest new entry level model – the 2017 Infiniti Q30 last month.

#hatchback #infiniti #Premium #test drive

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automanmag-blog · 7 years

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Ferrari couldn’t have chosen a better locale than the Sudtirol region of Italy for the global media unveil of the FF’s successor. We take a first drive of the Ferrari GTC4Lusso in its home ground.

Author: Raj Warrior | Photography: Supplied and Author

The Sudtirol is a very odd region indeed. Classically beautiful landscapes composed of craggy mountainsides, pines descend to rolling meadows and cows munch away contently on the slopes; complemented by a mix of traditional alpine homes interspersed with modern structures. It is one of those regions that most people have never heard of – a self-governing, largely German speaking population that is part of Italy since the early parts of the 20th century. We understand that it is prosperous and by virtue of its unique status also retains much of the taxes that are raised locally. The region definitely has a very active tourism department. For Ferrari had tied up with the local government to launch their new GTC4Lusso at the very same locale where they had first launched the Ferrari FF, which the new model replaces.

The launch itself was held on top of a local mountain called the Kronplatz, with the presentation and dinner being held in the restaurant after a reception and visit to the Zaha Hadid designed Messner Mountain museum.

As with most modern Ferrari presentations, this one too delved into the technical elements of the new car and how it’s underpinnings had improved over the outgoing FF. The session was split into four segments covering Market positioning, Engine, Vehicle dynamics and Design. For the sake of this story, we are about to flip the order to put Design at the front and market positioning at the end.

Design

The car is obviously the follower of the FF in that the hatchback look hides a rather longish profile and the sportscar platform. While major changes have been brought about to the front and rear presentations, the profile took a bit of explaining – the visible change is around the functional front fender air intakes and a pronounced rising trimline from the base of the front wheel arch to the top of the rear. Having said that, we like the way the hood has been sculpted with a clear sweep back to the A-pillars, while the grille does manage to look a bit happier with its eyes and grin offering.

The rear deck pushes the hatchback feel even more with the D-pillars spreading out to the rear flanks, a wide set rear track and strong horizontal styling that enhances the width of the car.

The interiors of the GTC4Lusso haven’t just been cleaned up; they reflect the best of current day trends in style and electronics. Excuse us while we gush about the seats. We drove a car that had almost pure white interior trim and the way the leather is offset by hints of dark material in the intricacy of building up a layered backrest looks stupendous. If we could give an award for the best-designed seat, the Ferrari GTC4Lusso driver seat would win hands down.

The rest of the cabin is just as interesting – it is split into twin cockpits that encompass the front and rear seats. We managed to get in the rear without too much effort and there is just about enough legroom and headroom to justify the full four-seat claim of the car. In fact, the brand has tried to connect the FF and now the GTC4Lusso with a multiplicity of connections to four; four seats, four-wheels driven and now four-wheel steering, which we will touch on in vehicle dynamics.

The dashboard has undergone a major revamp. The already exquisite Ferrari interior is taken to a whole new level with the four prominent air-conditioning grilles serving to segment the dashboard into zones, with the very busy driver’s zone to the left now getting a bit of visual offset with the new touch screen panel that serves as part of the dashboard for the passenger. The centre console is dominated by the large 10.25” high-resolution monitor powered by a new Jacinto J6 CPU with physical controls just below the display.

A very interesting feature of this arrangement is that the passenger can choose to be a more active participant of the journey. You not only get speed and tach readouts, but can also call up Navigation way points and send that to the driver’s console. And if you choose to just sit back and enjoy the drive, you can use the display as your own personal window on the journey. Apple CarPlay is the default pairing available for your smart phone, so if you are an Android fan you will have to just use it as a media source.

The zone in front of the driver is a more traditional Ferrari one, although some new features have crept in like the oversized turn indicator buttons that allow one to operate them from behind the wheel as well. The IP layout has the traditional tachometer centric layout, with a white background revolution counter flanked by two smaller digital displays that can scroll through various functions. Again, you see the traditional separation of chassis dynamics controls towards the left hand. The steering wheel is the latest variant of the Ferrari F1-inspired ovoid, complete with settings that can take you through snow, wet and all the way over to ESC off.

Engine

The engine is a variant of the F12 berlinetta’s V12 unit, tuned to a slightly lower peak output but compensating with some really healthy midrange torque figures. Here too, Ferrari engineers are keen to point out how they have engineered equal length paths for the inlet and exhaust piping, although unlike on the turbocharged V8-engine California and 488 variants, here the pipes are welded rather than cast to keep the weight low.

The engine has a higher compression ratio than before, boosting power output to 690hp with a max torque of 697NM. The engine revs freely into the higher bands hitting the stops at 8,250rpm. While the engine could run a little hotter, the team has improved the size of the oil radiators. Similar to the FF, the layout of the engine is front-mid, with the power transfer unit for the front wheels taking power off the front of the crankshaft, while power to the rear wheels is sent back to the transaxle with electronic differential.

The engine also switches to a 6-cylinder mode as and when required, while offering a broader range of fuel diversity through an ability to handle 91 octane to 98 octane ratings. Using ion sensors the engine shifts its firing pattern to compensate.

Vehicle Dynamics

The major change affecting vehicle dynamics is the introduction of rear wheel steering, although the steering effect is in the single digits. What this does is tighten the turn circle at low speeds and allow the car to slide across lanes as we use the steering at higher speeds.

Other than that the company insists that the weight distribution and power delivery has been targeted to keep the handling of the car neutral, with just a slight tendency to understeer. The weight distribution is 47:53 front-rear and the transmission can shift 100% of the available power to the rear axle on demand. The rear E-diff allows for a huge degree of torque vectoring to compensate in turns as it sends torque to the outer wheels. Ferrari also credits the combination of an upgraded PTU off the front end of the engine, SCM3 damping control, 4RM-S which handles the power distribution to all four wheels and the 9th generation ESP for the new dynamics.

The GTC4Lusso also gets SSC4, which takes care of sideslip control with a special feel for the four-wheel drive characteristics of the car. You can feel the SSC kick in on Sport mode, especially if you carry your momentum into the curve, although the sharpened steering wheel response is also likely to be tangible.

Marketing Angle

What’s to say about the potential customer of the GTC4Lusso? A rich sportscar aficionado who would like a car that can actually accommodate something more than himself and his girlfriend – or vice versa in many cases! The logic of the FF owner is continued – it isn’t quite the traditional sportscar, but the GTC4Lusso isn’t the sort of car you would ignore if you had the sort of money for a top end sportscar.

Driving Impressions

Of course no Ferrari launch event is quite as exciting without a drive event thrown in and that was part of the agenda for the following day. As we paired up for the drive around what passes for local highways in the Sudtirol, we knew that we would be turning heads. For even in the exclusive northern Italian region, a fleet of new Ferraris does tend to do that. The loop took us around the two lane hill roads as well as through some of the most beautiful landscapes and the Ferrari does tend to excite the senses in more than one manner. For instance, you begin to relish the active sound baffle that kicks in as you stomp the pedal, the vibration of the engine as it rocks in the cradle and the feel of the tyres as they navigate the roads and gravel. The selection of the twisty tarmac was spot on to feel the wheel as the rear-wheel steering kicks in at slow velocities, but the wheel itself feels very direct.

As you accelerate through the gears the car settles into its haunches and pulls away in a very linear fashion. A very strong midrange keeps the drive interesting even while your car is trying to grab a higher gear to maintain better efficiency. You can easily tap and hold your way down of course and the damper management ensures that the harder you steer in the stiffer the response.

One of the pairs in our journalist wave came back with a photograph of the speedometer showing 317 km/h, but we didn’t even try to get anywhere close. The small roads that we were driving on were public roads with enough traffic to limit our top speeds, but we were anyway well over any posted speed limits.

Verdict

Is the GTC4Lusso an all-new vehicle? Nominally, we must believe so, not so much for what the architecture changes offer as for the internal changes. The technology is certainly cutting edge as demonstrated by the new IP, consoles and interfaces. The car is also more powerful, driveable and definitely better handling. Would you rush out and replace your FF with this? Only, if you had bought the very first FFs. You are more likely to be the new kid on the block sitting on top of your new internet startup and yes, the GTC4Lusso may just be your everyday car.

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An all-new type of Stallion – Ferrari GTC4Lusso #automanmag #ferrari #gtc4lusso #testdrive Ferrari couldn’t have chosen a better locale than the Sudtirol region of Italy for the global media unveil of the FF’s successor.

#ferrari #Italy #Sportscar #test drive

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automanmag-blog · 7 years

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How do you take an already ultra exclusive segment and make it even more so? Perhaps Rolls-Royce Motorcars has found the path to make their offerings even more desirable. Automan attended the global media launch in Las Vegas

Author: Raj Warrior | Photography: Supplied

As we write this tale, the world’s economy is as troubled as it can be. The depressed petroleum market has seen fortunes change for the negative in traditional hydrocarbon exporting countries, while China, the world’s factory, is shifting to an internal demand driven economy. Of course the traditional economic stalwarts seem to be enjoying a bit of good fortune, so it’s not all bad, especially if you stop thinking from a GCC viewpoint.

However, one certainty this time around is that Roll-Royce finds itself in a period of transition while a couple of its largest markets are facing downward pressure. The most significant part of this transitory phase is the phasing out of the Phantom line, with its share of end-of-line specials as well as the declared year-end phase out of the droptop variants. Till the replacement for the Phantom comes to market (and the Cullinan SUV along with that) the entire offering from Rolls-Royce will have to be built around the F01 platform derivative that has spawned the Ghost, Wraith and Dawn. In a sense, a new flagship needs to be presented and that is where the Black Badge seems to be going.

“Today, I am announcing that Rolls-Royce Motor Cars will create a permanent Bespoke series of motor cars for a group of young, driven, self-made people that will make a bold and edgy lifestyle statement about their lives,” commented Torsten Müller-Ötvös, Chief Executive Officer, Rolls- Royce Motor Cars at the global launch during the Geneva motorshow. “In an unprecedented collaboration with these new customers, Rolls-Royce has confidently created ‘Black Badge’, the ultimate in pure luxury style and engineering substance. Technically and aesthetically ‘Black Badge’ is the alter ego of Rolls-Royce Wraith and Ghost; darker, more assertive, more confident and powerful, and more demanding. With Black Badge we have created the most powerful presence on the luxury landscape. It is a truly transformative moment for our great brand.”

During a series of interactions we had in Las Vegas with Giles Taylor, the brand’s director of design, he took us through many visuals of Ghost and Wraith post customization by buyers, with many photographs showing a tendency to black out the car’s exterior. Admittedly some of these jobs were quite tasteless, so it isn’t hard to understand why the Rolls-Royce team found humour in the effort. But what does the brand do, when a customer can already order a car highly customized? It’s an almost self-defeating position to be in – when a company offers extremely high standards of regular kit, with a rather vast array of standard colour and trim options, with the ability for a customer to then sit down with product and design staff to actually get almost anything they want. How do you take this equation to a new level where you are now offering a new standard with the Black Badge – a new standard that is in effect a pre-decided customization? Let’s hear what Giles says about this, “In creating Black Badge, we were conscious of satisfying the different demands of these new customers. Not only did they demand an alternative image for themselves, they demanded authentic Rolls-Royce engineering substance to underpin it. As a result, the Black Badge Spirit manifests itself through a series of carefully considered design elements, which together express a darker luxury sophistication. New material accents and tonalities are combined to accommodate the tastes of those fast-moving customers who adopt a strident approach to life’s finer challenges.”

The Black Badge modifications will be offered on both the Ghost regular wheelbase and Wraith, although the Wraith version still remains the sportier option even after the Black Badge upgrade. But even before the engines get tweaked, the Black Badge tries to bring a semblance of order in exclusivity. The major external visual differentiation is linked to a dark version of the Spirit of Ecstasy, a deep black enamel finish for the grille (instead of the bright chrome) and a unique set of wheels with the newly developed carbon-fibre and aluminium alloy hybrid structure that is offered on the exclusive wheels. This structure is built up from 22 layers of carbon-fibre composite that are further folded in at the edges and bonded to a forged aluminium hub using titanium bolts. The end result is visually distinct and serves as a draw in to the Black Badge variant considering that a degree of exclusivity is promised.

Similarly, the inside of the cars get an exclusive badging with the brand choosing to use the infinity logo taken from the Lloyds rating provided for boats piloted by then speed record holder Sir Malcolm Campbell. This logo is called Unlimited (with reference to the non-limited nature of the insurance rating) and has previously appeared in a limited run Phantom Drophead Coupé. The logo appears on the dashboard and on the upholstery. But what really draws the eye is the new age material with which the main trims are accented. This is a unique three-dimensional buildup of aluminium alloy fibres of 0.014mm diameter that are woven and bonded with the carbon-fibre and then undergoes six layers of lacquering. If the wire is that thin, it is one-fourth the size of a human hair’s!

Now, we come to the crux of the Black Badge puzzle. Apparently, the brand has no intention to offer the aluminium composite panels or indeed the wheels on customisation of regular Ghosts and Wraiths. But the rest of the styling, including the dark on dark feel of the interiors could be made available. In fact you can also buy the Black Badge in any colour of your choice, except that the regular Wraith’s two-tone exterior wouldn’t be on offer. Giles Taylor also would like us to know that the selection of colours will have to stay in tune with the black Spirit of Ecstasy and grille. But, when we spoke to the product team, they clarified that even those elements could be customised. Confusing, right? Just a little bit.

But the cars get more than visual tweaks. The 6.6-litre biturbo engine also gets tweaked with the Ghost now getting almost Wraith level of output , while the Wraith’s own offering is also shifted up (especially in regard to the torque on offer). The figures are quite telling – on the Ghost Black Badge the power figure is now 603hp and the torque is bumped up by 60Nm to 840Nm. The Wraith gets its own share of tuning, with no change in the power on tap (still at 623hp) but the torque gets boosted by 70Nm to 870Nm. While both the cars still continue with the 8-speed gearbox, now the throttle response has been mapped differently with a tendency to hold gear for longer and allowing the engine to go all the way to 6,000rpm.

There has been no attempt to carve out any weight from the car. While almost every other manufacturer would have tried this method to improve take off, RR is quite content with letting the higher torque and remapped gearshift take care of stuff.

You are also able to put the Wraith in a power mode that intensifies responses, opens up the baffles and tightens the chassis through the adaptive damping.

Driving Impressions

Our interaction with the cars involved two separate sessions of driving. The first evening we drove the Wraiths on a new Speedway on the outskirts of the city. While not much longer than a large gokart track, the circuit had a couple of tricky corners and two reasonable straights that allowed the test drivers to show us how the Wraith could increasingly become easier to handle on the track. As the chassis tightens up, you can modulate the car better than ever before, avoiding the tail going out, while the straights were just about enough to hit 160 before braking hard.

The next day’s session was much better. We first flew out in helicopters to a craggy outpost overlooking the Colorado River, deep in the Grand Canyon; the flight took us over the Hoover dam and Lake Mead. After a quick picnic lunch, we flew back again, through a refuelling stop over to a Golf course north of the city. This served as a base for the invitees to take out the Wraith Black Badge on a combination of highway and hill roads that skirts Mt Charleston and brings one back to the city. We had been warned that someone on a previous wave had been pulled over for speeding by the police and faced a hefty fine. That certainly didn’t stop us from opening up on the less populated hill roads, where we managed a bit more than expected. But the Wraith was already a quick car to start off with and although the extra torque is noticeable, what we really liked was that faint hint of raspiness out of the tail end. Again, the car isn’t go-kart steady as you take had curves, but that would be very surprising considering the bulk. What it is, is predictable. You don’t get so much of the weight shift that you normally feel; the chassis does tighten up proactively and the gearshifts are very very quick. You do take bends a little faster than you would normally have and all of this happens while the interiors stay so very ‘Magic Carpet’ like.

Verdict

If we were to hazard an instant, spur of the moment reaction we would say that Rolls-Royce is on to a good thing here. Instead of the usual limited runs, which undoubtedly do a lot for collectors here they sell a product at a premium and can keep that going. If you were in the market for a Wraith, you would have to be very focussed to not upgrade to the Black Badge. Either that or you really love the two-tone colour scheme. Because the Wraith is already seen as an owner driven car unlike the Ghost; which owner wouldn’t want the extra performance?

But a deeper look at the Black Badge does reveal some pitfalls that the company has to steer clear of – how much do you allow the package to dilute? Do you allow regular customisation to include reserved elements at some stage? Do the wheels become available for regular models or indeed as replacements? And how do you prevent outside tuning houses from mimicking some degree of Black Badge customisation? And at what point does the new engine power settings become the new standard for the Ghost and Wraith?

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Badge of Uniqueness - Rolls-Royce Black Badge #rollsroyce #blackbadge drive in #lasvegas #automanmag #testdrive How do you take an already ultra exclusive segment and make it even more so? Perhaps Rolls-Royce Motorcars has found the path to make their offerings even more desirable.

#luxury #rolls-royce #test drive

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automanmag-blog · 7 years

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To customise or stay original? About Custom Cars

To customise or stay original? #opinion piece on #customcars #customcarshow in #automanmag #chicane

A recent visit to Abu Dhabi brought about an opportunity to see a custom car show at close quarters. Admittedly, the show in the region hasn’t quite got the scale or the ambience of the big tuning shows from the United States or Japan. But there was certainly no lack of spirit – with the flip side showing the ability of lots of money to deliver cars that were really pushing the limits of taste.…

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#Blog #blogs #Custom Cars #opinion

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automanmag-blog · 7 years

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In search of a new benchmark

In search of a new benchmark - #Opinion on #nissan move to enshrine #desertcamelpower

In the middle of a couple of car launches to the region’s media, Japanese car brand Nissan chose to slip in a further googly. It announced that it had begun moves along with the nodal standards body of the UAE to evolve a unit to measure the capability of off-road vehicles. Now, you have to understand that Nissan has had a bit of a history in chasing world records, especially in the region. Its…

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#Blog #blogs #Marketing #nissan #opinion

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automanmag-blog · 7 years

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We get our hands on the new BMW 740Li and discover what the new top end contender brings to the competition with the S-class and A8

Author: Raj Warrior | Photography: Elvis John Ferrao

We are moving to a new paradigm in automobiles, where the very concept of premium and luxury will be challenged because of the shifting sands of measurement. Do we judge a car solely by its badge? Do we factor in perceived value for cutting-edge technology and transitioned consumer electronics? Or do we now begin assigning an edge for the presence of alternate drivetrains and autonomous drive? Of course the regular features still have an import – the product has to be mechanically superior, should match or define the driving norm for the segment and should have features that are recognised as cutting-edge. However, the strength of brand value association often defines all of this in one basket.

For the bulk of the car market, the BMW 7-series and the Mercedes-Benz S-class define the flagship competition. The Audi A8 has consistently played catch up with the two and often manages to deliver a car that somehow seems even better that the brace. The latest generation of the three cars between them offer the very best in terms of technology, alternate drivetrains and autonomous driving.

The new BMW 7-series seems to be at the head of the list for all these parameters.

Design

While the 7-series still looks very recognisable, the sixth generation of the car debuts on an all-new G11/12 platform that uses BMW’s new modular platform. What’s really unique about the platform is its use of multiple structural materials, with a focus on providing the best of ultra strength steel, aluminium and carbon-fibre composite components.

The basis of this new approach is aimed at a lighter structure that is inherently more rigid and safer. The use of a carbon core is taken from the brand’s i8 development. The final structure is almost 130kgs lighter.

The styling is very current generation, with the large kidney grilles flanked by the prominent wings of the headlight assemblies. The twin headlight arrangement has both the top and bottom trimmed short and are now in full-LED kit, or offer the optional Laser beam. In addition to the slightly busier fascia, the grille gets the active air flaps that are meant to cut down on air resistance when the engine’s ventilation needs are lower.

The hood is now slightly more muscular, partly as a result of the lowered fenders and the complementary power bulge, with the rising hood sweeping outwards to the A-pillars. The general proportions remain the standard 7-series but this time the front axle looks thrust a little further ahead and the enlarged wheelbase is bridged by a strong horizontal sipe. This time around, the rear of the car is almost as interesting as the front, set off by a large horizontal chrome strip that defines the width of the car from taillight to taillight.

The interior is a classy upgrade over the previous generation – with the layout decidedly driver centric. The dashboard is made with a centre console tilted towards the driver, with even the pop out screen taking the same alignment. However the interior flavour is carried over, with a rich wood inlay defining the separation between the black upper zone and the lighter treatment of the cabin basin over the doors and seats. Our test car had the light tan leather and that is nicely set off against the dark top leathers, wood and the brushed aluminium inserts.

The main theme here is a simplification of layout, with clear zones on the centre console for the screen, air-conditioning grilles, media and air-conditioning controls. Even the IP binnacle is largely cleaned up and clarified with a combination of twin roundels and LCD panels.

The main display also gets touchscreen input and gesture control that can bring up certain pre-programmed modes, depending on how the camera reads the position of your fingers, including such features as swipe and pinch.

The longer wheelbase Li that we drove has an almost limousine like interior, complete with touchscreen control, two high-resolution monitors and individual seat controls. This is part of the Executive lounge package that includes four zone air-conditioning, individual seat controls with massage function.

However, despite all of this the car remains a driver’s delight. Let us for a moment forget that one of the claims to fame for this car is its ability to park itself, or indeed the very elaborate ‘key’ that sports its very own screen and a touchpad ability. From the curve of the seat, its support and elaborate adjustment mechanism, the size of the steering wheel and the drive mode all build into the immediateness of the drive experience. The drive mode now has an adaptive mode in addition to the regular Comfort, Sport and Eco modes. What this mode does is learn from your driving pattern and adapt the car’s chassis and gearshift patterns to optimise the experience.

Engine and chassis

Although the new 7-series comes with a whole range of engine choices, including the V8 750 and a new advanced hybrid system that incorporates an electric drive that offers a useful electric only range, the 740Li looks like it will be the most popular version with its combination of boosted 3.0-litre inline-6 performance and economic operation.

The engine is equipped with a twin scroll turbocharger, BMW’s valvetronic valve control, Double-VANOS camshaft timing adjustment and high-pressure injectors with a very fine control on the demand curve. The maximum power on offer is 326hp with 450Nm of torque available through 1300-5000rpm. The engine is mated with an intelligent 8-speed automatic gearbox that uses navigation system inputs along with the feed from the drive control system to optimise the gearshift pattern.

It has also been a few generations since BMW set the benchmark for how adaptive a large sedan’s chassis could be. Other cars have played catch up while BMW still manages to keep ahead in terms of firmness of response, four-point selective cushioning and the ability to iron out a centrifugal force induced sway.

The combination of air suspension and dynamic damper control allows a certain degree of height control as well as self-levelling the car with very quick responses. In certain grades the car also offers the latest generation of active roll stabilisation that along with motorised stabiliser bars uses a predictive mode that makes the changes almost instantaneous.

You can also get active steering control that is made possible due to the new rack and pinion nature of the steering linkage. Rear wheel steering is part of the package when taken with the all-wheel drive XDrive.

Driving Impressions

With the ambience being what it is in the Seven, you would expect the feel of quick intense acceleration that the engine provides. The combination of sport mode on the gearbox and tapped over to manual shift just holds the gears that much longer. The 740 has the ability to rocket ahead with the downshift paddle held, although you will find that the box upshifts to prevent hitting redline.

We like the fact the NVH is still so effective. You feel the rising notes from the engine and the rumble of the tyres come through, while the snappy gearshifts serve to highlight the sporty nature of the transmission.

Initially we thought that the driving wheel had too much of an assist element thrown in, but realised that the car’s adaptive nature compensates depending on input. When you need to steer hard the wheel is very precise, allowing for firm steer in and an immediacy of feel from the front axle. The suspension never really flattens out even on humps, you get the micro hard bump as you go over and begin to understand the way the shock curve has been damped.

The Amerat hill climb is really interesting in the car. For all purposes, you feel like you are in a 5-series or smaller car, since other than your point of rotation you barely feel the rear of the car at all. Weight distribution is supposed to be a perfect 50:50, with the paddle-shifter at hand to throw in the little bit extra torque that some of those corners demand.

While the engine’s automatic on/off character is not extremely intrusive, you do tend to cut out the mode as soon as you can. It does remain operative in Sport mode although any significant revving switches it off.

The gesture control takes some getting used to – initially we would get tired of waiting for the system to recognise our volume up and down gestures and just do it manually. Voice control is a lot more adaptive and intuitive. But once you drive the car for a couple of days, you reach the perfect space where you adapt to the system’s idiosyncrasies as well. So rotating fingers became the norm.

The car offers both heads-up display and night mode, but our test car did not have the fancy James Bond –ish version of the auto park mode, which you can operate from your key. Of course autonomous driving in a limited fashion is available. The car will trundle along in a well-marked lane, with appropriate gaps maintained, gearshifts and braking, as well as parking the car for you while you are in the driving seat.

Verdict

In simple terms, if we had the money this car would have already been in our garage. It has the right badge, power, control systems, technology and future proofing to ensure that it will remain competitive for the length of its immediate life cycle. Yes, the S-class does have some goodies of its own, including what would effectively be an I-Max type interface, but we cannot see how the S would be a better drive than the 7. If we get the opportunity, we’ll certainly give you feedback on that aspect. In the meantime, let’s say we are intrigued by the carbon core approach to structure, love the way the BMW inline six engine has evolved and really like the limousine like feel of the cabin.

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Extending the Luxury Motif – BMW 740 Li #automanmag #testdrive #roadtest #muscat #oman We get our hands on the new BMW 740Li and discover what the new top end contender brings to the competition with the S-class and A8…

#BMW #luxury car #road test

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