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Setting new benchmarks yet again

Mercedes-Benz E-Class

ESSENTIAL SYNERGY

STYLE IN MOTIONThe exquisiteAudi A7 Sportback

FUNSEEKERGoing toplesswith the VW Eos

TWINTESTChevrolet Captivavs Kia Sorento

SEXYSIXBMW’s all-new6 Series

JULY 2011

S$5.20/RM9.50 (GST INClUded)

DRIVEN!A 1000bhp 9ff 911 GT3!

ESSENTIALSYNERGY

Will a new range of engines and a revised gearbox make the Mercedes-Benz E-Class an even better car? Let’s find out with Dr. Ian KuahWords & Photos | Dr. Ian Kuah

The currenT e-class was very well receIveD aT ITs launch In laTe 2009, anD has gone on to sell very well despite the recession. Now, a new family of four, six and eight cylinder BlueEFFICIENCY-labelled engines has arrived, along with the 7G-TRONIC PLUS automatic gearbox for the four-cylinder engines.

For me, the big surprise was the E 200 model. I had expected it to feel under-powered with just 184hp on tap. But the 270Nm of torque between 1,800 and 4,600rpm from its M271 family 1,796cc turbocharged, direct injection motor proved a match for the car’s 1,615kg kerb weight.

On paper, the 204hp E 250 model with 310Nm from 2,000 to 4,300rpm is of course even faster, but its 0.2-second

Mercedes-Benz e-classCOVERSTORY

July 2011 | motoring 15

16 motoring | July 2011 16 motoring | July 2011

It will drop one, two or even three cogs in an instant to bring you straight back into the engine’s power and torque sweet spots

When I drove the more powerful version of this engine in the E 250 CGI Cabriolet last year, it was coupled to the old five-speed automatic. While the engine impressed, there was no doubt in my mind that the antediluvian gearbox was holding back its full potential.

My drive in the E 200 with the new 7G-TRONIC PLUS gearbox only served to confirm that feeling in the best possible way. Where the five-speeder was sluggish at critical moments, especially in Comfort mode, and always trying to keep up with the engine, the 7G-TRONIC PLUS feels like a perfect partner for the new engine family.

The real weak point of the new E-Class at its launch was the marriage of the old five-speed automatic gearbox with the four-cylinder motors. Where the five-speeder would sometimes hunt for

the right ratio amongst its fewer choices, the new seven-speed box always seems to be in the right ratio. And if it is not, it will drop one, two or even three cogs in an instant to bring you straight back into the engine’s power and torque sweet spots.

For instance, if you are cruising in top gear at 120km/h on the autobahn, and accelerate hard, the ECU mapping will deliver an instant downshift from seven to fourth gear, bringing the motor straight up to around 5,000rpm, with 1,500rpm still in hand.

I tried this in both Comfort and Sport modes and had the same result. No surprise really as the protocol for a full throttle downshift gives you the same result in either mode. But in part throttle operation, the Comfort mode produces upshifts at lower revs and on

BARELY NOTICED It will take more than a keen eye to spot the difference between this E-Class and the outgoing model. Nevertheless, this is still a handsome executive saloon

quicker zero to 100km/h time of 7.7 seconds is only discernible to the stopwatch. Only on the road in give and take driving does the superior mid-range torque show really show any advantage.

Even so, I was really taken by the lively character of the E 200. Not only did this entry-level petrol model pull hard to its 6,500rpm upshift point at around 180km/h, in the fourth of its seven forward gears, it did so with verve and a constantly discernible push from its turbocharger enhanced torque curve. Acceleration was still strong at 200km/h, and the sound it made when working hard was reasonably sporting too.

MaKIng a DIFFerenceAs one who personally lambasted past Mercedes four-cylinder engines of yore, particularly the agricultural supercharged motor from the 1990s, I was impressed. So much so that I am happy to say that the days of the four-cylinder models be-ing the poor relatives in the Mercedes range are well and truly over.

coversTory Mercedes-Benz E-Class


coversTory Mercedes-Benz E-ClasscoversTory Mercedes-Benz E-Class


EVEN BETTERThe E-Class’ interior has been spruced up with new instrument panel, gear lever and TFT screen for the COMAND system. Ambience remains excellently luxurious

The E and S-Class models in particular are viewed as cars that set the benchmarks in their respective classes, and we are constantly striving to keep them at the top of their game

lighter throttle openings to conserve fuel and smoothen out your progress to the best of its considerable abilities.

I asked Gerd Korherr, Manager, Transmission Control, why the 7G-TRONIC gearbox was not there from day one. “It was a question of application and timing,” he explained. “Because there are always models about to be face-lifted or new models launched, it is very difficult to get everything going at the same time.”

“In this case, when the W212 E-Class was launched, we were not quite ready with the four-cylinder application for the second generation 7G-TRONIC gearbox,” he continued. “Part of this was making sure the Start-Stop function incorporated was perfect in operation. Sometimes we are not first to market with new features, but we try to make sure they are as perfect as possible.”

One of the salient features of the

new gearbox is its near instant response to a demand for a different ratio. I had noticed this with the E 350 on my way to the technical briefing venue and asked Gerd how his team managed to make the gearbox respond so well.

“We worked on ways to reduce torque converter slip to zero, and achieved this by using a new flow in the damper system that is unique to this gearbox,” he explained. “The result is more torque being transferred from

18 motoring | July 2011


the engine to the drivetrain when you throttle up or launch from a standing start.”

At the same time, the perfect interface between the engine and gearbox ECUs ensure that the metering of this torque is done very smoothly. This means a chauffeur can achieve perfectly smooth and progressive acceleration away from rest despite the significant torque being fed through the driveline.

At around 80kg, the 7G-TRONIC PLUS gearbox is around the same weight as before. The design goals set for the new unit were improved efficiency and dynamics. The former improves fuel economy and emissions, while performance is the beneficiary of the latter.

Because the ECO start-stop function requires a quick start each time, and the gearbox oil pump is normally driven by the engine, which in this case is stopped, a separate electrically driven oil pump is required.

The other new feature is a revised torque converter with a new lock-up clutch that considerably reduces slip, and a new damper system that improves smoothness and acoustics at low engine speeds. This was critical because the gearbox has to work equally well with both four-cylinder petrol and diesel engines.

“The damper was designed to work with the latest four-cylinder diesel motor family and was a big step in refining the package,” Gerd explained. “Another key move was reducing friction in the gearbox, and using a lower viscosity oil to reduce pumping losses. Finally, we were able to reduce the line pressure that keeps the clutches closed.”

“In combination with the new engines, which have better low-speed torque, the new damper system allows us to use lower shifting points to maximise efficiency.”

an all-rounDerThe latest M276 family, 3,498cc V6 motor in the 1,735kg E 350 is another cracker, and its 306hp and 370Nm of torque make it more than adequately po-tent for most people. It also has superior fuel economy and lower emissions than its 272hp predecessor.

First seen in the face-lifted S-Class, the small brother in the new modular V-engine range remains normally-aspirated where the 408hp 4,663cc M278 V8 motor features twin-turbos. Although it retains the design philosophy of the previous M272 engines, about 90 percent of the parts are new.

The new V6 has a snappy character and a crisp howl that comes through in a subtle and appealing way under full throttle. Think of it as moderate muscle in an Armani jacket.

I asked Joachim Lindau, Senior Manager for Overall Vehicle Testing for the E/CLS models, if the sporty soundtrack was part and parcel of the V6 E-Class brief. “There is some acoustic engineering on models with the Sport Package, but nothing like the resonance chamber in the intake of the SLK,” he replied.



I expected the E 350 to be a good all-rounder, and I was not disappointed





“It is a fine balance, because if you make the car too quiet under full acceleration, you remove all its character. The E-Class is a younger, sportier car than the S-Class, so we have to keep an eye on who the customer is and tailor things accordingly.”

In the way that it encourages you to access its power, this engine reminds me of the Sport version of the previous generation V6 used in the SL 350 of 2006.

The counterpoint is an engine as cultured and refined as you could hope for on part throttle, and whisper quiet at cruise. Zero to 100km/h takes just 6.3 seconds and top speed is electronically limited to 250km/h, so it is a genuinely quick car even if the supreme refinement in its cabin belies that.

As before, only the V8-powered E 500 has AIRMATIC air suspension as standard. This is an option on other models, and my E 350 test car was so equipped.

The ride and handling of the full AIRMATIC equipped car is exactly what I would expect to make the E-Class feel complete. If you consider that the W212 E-Class is larger, both inside and out, than the normal wheelbase W126 S-Class from 1981, then the level of ride comfort is even better than the ‘80s flagship model.

In fact, on the very last leg of the test route, I opted to sit in the rear seat, with the front passenger seat motored forwards as would be the case in a chauffeur-driven car.

The ride quality was nothing short of cosseting, and while the back seat of this fine E-Class is still no match for the soon to be replaced W221 S-Class in perceived size and quality, it is definitely a welcoming and comfortable place to be.

From the drivers’ perspective, the suspension’s Comfort mode is worth using around town where it makes a clear and positive difference to the way the chassis reacts to and soaks up short, sharp bumps.

On the autobahn however, Comfort is too soft over long wave undulations. The Sport mode is vastly superior at keeping a tight rein on body movement, while retaining more than enough compliance to be used all the time unless you have a very delicate constitution. It is a far cry from the rock hard Sport setting in the W211 E-Class.

My E 200 test car with the coil sprung rear suspension was certainly not disgraced, and was a fine match for its sprightly engine performance. With the paddle shifts on the steering wheel, I even found myself enjoying a fast cross-country road blast in this entry-level model. How times change!

The engineers have done a good job with the conventional suspension too, and while the ride and handling are not quite as polished as the AIRMATIC alternative, they are still top drawers in this class. The self-levelling ability of AIRMATIC really comes into its own when you load the car.

As Joachim Lindau explained, “The only changes in the suspension are small rate adjustments for the slightly different weights of the new engines and gearbox.”


Features9ff GT3 BiTurBo

One Of the mOst useful attributes Of the 911s rear-engine cOnfiguratiOn is thesuperb traction the extra weight over the rear wheels gives both off the line and when exiting a bend.

However, even all that extra traction plus the widest rubber you can cram under the rear arches is sometimes no match for the sheer violence of deploying a large turbocharged horsepower count to the tarmac. This is where the all-wheel-drive system of the Turbo comes in handy.

Dream realisatiOnToday’s problem however, is that the

tangerine coloured GT3 Biturbo I am about to launch down the runway of a small local airport near 9ff’s Dortmund HQ, has over 1,000 restless horses ready to be turned loose through just its rear wheels.

The drive to the airfield proved that this eye wateringly powerful 911 was as docile in normal traffic as you could wish for turned down to 600hp, the least potent of the engine’s three driver selectable output settings.

Outwardly, the only significant clue that this is not just a cooking GT3 is the larger 9ff front and rear spoilers that provide even more downforce than the GT3 RS wings. Calibrated to work perfectly with this enhanced aero set-

up, the uprated suspension gives you a massive confidence window that takes the GT2 RS experience to the next level.

The counterpoint is the modestly rated helper springs on the bespoke coil-over suspension that provide a relatively supple secondary ride on public roads. In urban and suburban driving, this car certainly felt no stiffer than a stock GT3.

The coil-over suspension is a combination of 9ff/H&R, RSR and some Carrera Cup parts. The uprated springs are made for 9ff by H&R and are rated 80kg in front and 140kg at the rear, compared to 40kg and 100kg for a stock GT3. The helper springs are low rated to ensure a comfortable secondary ride on the road.

The lower front suspension arms are RSR, and support Carrera Cup brake cooling ducts. All the rear suspension


features 9ff GT3 BiTurBo

TANGERINE TOP GUN

More than 1,000 force-fed horses at the rear wheels of

a Porsche 911 GT3? A scary thought – that is why we

had Dr. Ian Kuah to find out Words & Photos | Dr. ian Kuah

I knew Jan was going for it because I could hear the car coming well before the orange apparition hove into view

arms are RSR, as are the tie rods. The alloy cross brace is Carrera Cup. The ultra-light forged OZ Racing alloys are sized 10J and 12.5J x 19-inch front and rear, with 265/30 ZR19 and 325/30 ZR19 Michelin Cup tyres.

At the airfield, I first witnessed the potential drama of 1,000hp being unleashed as a bystander, while 9ff boss, Jan Fatthauer went solo to do a systems check on the 900m long runway.

The holding area next to the hanger is three quarters of the way down the runway, and Jan first turned right towards this shorter end before swinging the car around to point down the full length of the runway.

Then he drove up and down a couple of times to ensure that the vital fluids in the engine and gearbox oils

were properly warmed through, and everything was functioning as it should.

On the return leg of his second lap, I knew Jan was going for it because I could hear the car coming well before the orange apparition hove into view. When the GT3 appeared a split second later, it was really flying.

Thanks to a switchable valve system that makes the car almost as quiet as a stock Turbo for urban driving, the car is street legal in Germany. Even with



the exhaust valve wide open, the sound of its flat-six in full battle cry is not exceptionally loud, but its soundtrack is concentrated and purposeful, like a Porsche 962 LMs, distilled and bottled.

As the car screamed past to the braking threshold, I noticed that its nose barely dipped under full retardation. Turning around at the bottom of the runway, Jan then did a cooling down lap before bringing the car back to the hangar.

Earlier, I asked Jan about the Russian licence plates on the car. “The owner, Dimitri Samorukov, is a hard-core car nut who really drives his cars,” he explained. “Dimitri wanted a 911 that could take on the fastest cars in the annual Moscow Unlim 500+ street legal drag event, and win.”

“The launch issues meant he only achieved fourth place in the best top speed after one mile with 336.13km/h,” said Jan. “But he took the overall Russian street legal top speed record, with 372km/h after 2,500m.”

“The car is based on a 2007 GT3, which Dimitri owned for a year before sending it to 9ff to be transformed into a car that could potentially break the

speed record for this event.Once he had snatched the Russian

Top Speed Record, Dimitri decided that he wanted to drive the car on racetracks. “To make the motor more tractable for road and track use, we fitted Garrett ball bearing turbochargers two sizes smaller than before, and also changed the intake system and camshafts to deliver better torque and enhance drivability,” Jan explained.

POWer, tameDI climbed onboard for my ‘pre-flight’ briefing, and as I strapped myself into the passenger seat, the knowledge that this car was not just for show, and had won a real world speed championship, made me even more eager to get behind the wheel.

“You simply can’t launch a two-wheel-drive car with 1,000bhp,” said Jan, “so we have a button that gives you the choice of 600, 800 and 1,000hp. I recommend using the 800 and 1,000 settings one after the other in third and fourth gears after a rolling start.”

The sequential shifter that replaces the Porsche manual gear lever is a familiar sight. It is the same Cartronic SQS-G (Sequential Shifting System) also used by Oakley Design.

Originally designed in Czechoslovakia for Skoda/VW rally cars, this system is suited to cable rather than rod operated gearboxes, and so works only with Porsche gearboxes from the 996/986-generation onwards.

These gearboxes use two parallel cables to the back of the gear lever, so you just connect the cables to the SQS-G mechanism in lieu of the factory lever mechanism. The conversion is completely reversible so you can transfer it to your next car.

The mechanism that sits on top of the factory gearbox in place of the OE lever contains four plates, each with a predetermined pattern to define the selection of gears 1-2, 3-4, 5-6 and Reverse.

With each pull of the operating lever, a system of cams and gears rotates the mechanism to the next position, which in turn moves the operating cables in the gearbox to select the appropriate gear.

In a nutshell, the SQS-G mechanism converts fore and aft movements of the lever into the H-pattern movements required to select the gear ratios. It also uses a system of strong magnets to help the lever towards positive engagement of each ratio.

Now honed to perfection after a decade of development, this superb system, delivers a definite advantage on track, or for timed sprints where

The knowledge that this car was not just for show, and had won a real world speed championship, made me even more eager to get behind the wheel

DISTINCTIVE BITSSeen any 400km/h end-marked speedometer lately? Hints that this 911 is special – shift indicator and buttons for exhausts, power levels and flat-shifting without lifting the throttle




you need to be sure the next gear up or down engages quickly and cleanly.

While there may be little or no speed advantage in the one-two and three-four shifts, SQS-G definitely saves time with across the gate movements. It also obviates the chance of missing a gear and buzzing an expensive engine.

If the system has a downside, it is the fact that you still have to use the clutch. But then it is the same story with the Hewland gearbox in a Formula Ford, BMW FB2 single-seater, and indeed the sequential motorcycle gearbox in a Radical.

In an effort to overcome the time lag of dipping the clutch, easing off the throttle and so on, 9ff came up with a unique piece of their own software that allows the driver to flat-shift without lifting the throttle.

Dubbed Powershift, the system allows you to hold the throttle wide open during an upshift, thus maintaining boost pressure for optimum acceleration. A microswitch in the clutch cuts out four injectors in the

engine for as long as the clutch is held down, and

the injector cut-off sequence is rotated between the cylinders to maintain some ignition, otherwise the Lambda sensor would fail.

As I turned around and straightened up at the bottom of the runway, Jan made sure that he had the 600hp setting engaged, explaining that a rolling start in second gear is required to obviate time wasting wheelspin.

Even with ‘only’ 600hp, which equates to around 530hp at the rear wheels, the relatively light GT3-based special takes off like a scalded cat, and as soon as he has snatched third gear, Jan’s finger jabs at the 800hp setting. Into fourth, and I see the motion blur of his right index finger hitting the power button again to unleash the fully Monty.

Where the acceleration of a car normally tails off the faster you go, the GT3 Biturbo seems to go even faster as it hits its stride. With 200hp being added with each push of the power button, the

shove in your back is just as strong in fourth and fifth gears as it is in second.

The major problem with small airfields built for light planes is the length of the runway, or lack of it. 900 metres sounds like a lot when you have to walk or run this distance, but in a car that touches an indicated 260km/h using a conservative braking point of around 700 metres, it is all over in seconds. Consider also the fact that we did not start accelerating really hard till around 100 meters from the other end.

As we turned around to go back the other way, I clocked the fact that while overshooting the runway at the hanger side would have you picking twigs and leaves out of your teeth, a failure to stop

the other way would be rather terminal.

STILL FAMILIARThis 911 gets roll-cage, lightweight sports seats and everything else that make it adequately user-friendly. Note lengthy sequential shifter





Just beyond the far end of the tarmac, there are about 15 metres of grass before the ground drops away into a valley. If you get it seriously wrong in a plane, you can use the long drop to pick up airspeed and convert this into altitude. But even this GT3’s wings are not big enough for sustained flight, so you will definitely crash and burn.

Back in the holding area, we swap seats, and Jan says he will operate the power button so that I can concentrate on driving the car. That suits me fine.

all sYstems gOAnyone who has driven a GT3 will feel right at home here, and the only signifi-

cant differences in the cockpit are the sequential shifter, 400km/h speedo and the Exhaust, Power and Powershift but-tons on the centre console.

Other additions are the warning LEDs for the chosen power level installed under the instrument binnacle, and the race style LED upshift warning light array on the steering column in front of the rev counter. Finally, a small round digital display attached to the dashboard shows the gear you are in.

Transferring this kind of power to seriously uprated gearbox is the task of a very robust clutch. This is the clever compound organic unit that Jan invented for his 1,000hp GT9 in an inspired

moment. By using two organic clutch plates bolted to a steel centre, he solved the age-old dilemma of combining the strength of a sintered racing clutch with the progression of an organic one.

The extra weight of this bespoke 9ff clutch is immediately apparent underfoot, but once on the move, its short but progressive travel becomes an asset, complementing the similar short and positive feel of the tall sequential shift lever.

I have driven several Porsches with the SQS-G system before, so I don’t even have to think about it. Cantering down to the bottom of the runway to get a feel for the car, I elect to do an exploratory lap of the runway in 600hp mode to see how long it is, and where my braking points will be.

With these reference points entered into my biological computer, I turn around at the bottom of the runway and go for it. Accelerating hard in second gear from about 50km/h, I instantly feel the brute force of the 600hp setting. This is one strong motor.

Into third and Jan adds 200hp to the mix. Airfield runways tend to make even fast cars feel relatively slow as you have no real reference points to judge your speed by. Even so, this feels mighty quick on pure g-force alone.

Jan adds the last 200hp a millisecond after I snatch fourth. This is like cutting in an afterburner, and it occurs to me that this car now has the power of a Bugatti Veyron, but with about 25 percent less weight to overcome. That makes for one rousing Hail Mary experience!

While the acceleration is ferocious by any standard, it is also abundantly clear that even at this maximum setting, the power arrives in a very smooth and progressive manner. There is none of the all or nothing experience that you might expect of a mere 4.0-litre motor flat-six tuned to infinity and the rest.

Thanks to the rolling start, the rear-engine traction advantage, and sticky Michelin Cup tyres, there was no sign of wheelspin in any gear despite the car accelerating at a rate of knots that would have left the aforementioned Group C Le Mans Porsche with its mere 650hp gasping for breathe.

Accelerating hard in second gear from about 50km/h, I instantly feel the brute force of the 600hp setting. This is one strong motor



Instead, with the shriek of the twin-turbo flat six, a rush of induction noises during upshifts and the sensation that the world has gone into overdrive, I find the horizon rushing towards me. But it only lasts seconds, as the rev counter and speed needles appear to be dicing it out for the big numbers.

260km! The end of the runway is in sight and still the thrust is unrelenting. Off the throttle and hard on the brakes, and the speed washes away rapidly. All Porsches are over-braked, ones with the PCCB system more so. But this car has double the power of a Turbo S, and even with Pagid Green Supercup brake pads, I can feel the anchors are close to their limit here.

After a couple more runs with 260km/h terminal speeds before braking, I call it a day, as I need to finish the photography, and we need to get back to base before the evening rush hour traffic builds up.

It has been quite an adventure, and the fact that the car felt rock solid and stable at high speed, even with this level of power, is a tribute to the basic 997 platform.

Back in his office, Jan explained that the twin-turbo motor uses a lot of the technology accumulated in the development of his top speed record breaking GT9.

As with the GT9 top speed record car, this motor is based on the classic GT1 engine block, with a bespoke 9ff steel crank, new lightweight forged

The wonderful thing about electronic engine management is how you can basically tweak the power and torque curves on the computer. I was stunned to learn that this state of tune, aimed at street driveability with turbos two sizes smaller, obtains its stupendous output on a mere 1.4 bar of boost.

The slightly more powerful GT9R makes its 1,130hp on 1.7 bar of boost, and when it took the Russian top speed record, the GT3 Biturbo motor was in a similar state of tune with 1,173hp.

However, with the smaller turbos and lower boost pressure, there is no doubt that the engine in the GT3 Biturbo will live a long and reliable life if it is not abused.

cOnclusiOn This Top Gun 911 literally took my breath away. With its shorter GT3 RS gear ratio set, it is quicker than the mighty GT9 in the mid-range, and there-fore quicker than the Bugatti Veyron in this speed range.

The counterpoint is how docile and easy to manage this car is on the road in its 600hp setting, and how relatively comfortable its suspension is too. As a useable fun car, it easily outstrips 9ff’s own, more expensive, GT9.

If I had to use just one word to describe the 9ff GT3 Biturbo, ‘epic’ is the only one that truly fits the bill. Jan Fatthauer and his team at 9ff have truly outdone themselves this time.

pistons and titanium connecting rods taking the displacement to 4.0 litres. Cylinder-head flow work and bespoke camshafts with solid lifters optimise the top end.

The intake and exhaust systems are also bespoke for this engine, with the Garrett-based turbochargers modified in-house to suit. The ultra-efficient 130mm (OE - 70mm) thick intercoolers have double the cooling capacity of the factory Turbo ones.

Built to rev high, this motor produces its 1,086hp from 6,400 to 7,600rpm, and has another 200rpm of headroom before the electronic rev limiter in the specially mapped ECU calls a halt to the proceedings. The GT3 RS gear ratios are complemented by a taller final drive that allows the car to reach 372km/h at peak power.

The 1,140Nm of torque is simply stupendous for any road legal motor, let alone a mere 4.0-litre six-cylinder. Equally, impressive is the fact that peak torque is sustained on a plateau from 5,300 to 7,500rpm, delivering intergalactic mid-range and top end performance in a car that weighs less than 1,500kg.

As you can’t sensibly record a 0-100km/h time because the tyres simply won’t hook up, the really impressive numbers are the 100-200km/h and 200 to 300km/h times of 4.2 sec and 7.7 sec respectively. As the Bugatti Veyron takes 9.4 sec to go from 200 to 300km/h, the numbers speak for themselves.



ALTER PLEASURE

The Audi TT is one of Those cArs ThAT Are desTined To be A modern clAssic. firsT introduced in the late ‘90s, the TT has been available as a 2+2 coupé or a two-seater roadster and with either front- or all-wheel drive format.

It is based on the same platform as the A3 and the Volkswagen Mk IV Golf.

Can a dual-clutch gearbox change the character of the Audi TT RS? We drive one to find outWords | e. K. foo • Photos | raymond Yeo

While the first-generation TT was noted for its exquisite interior and concept car-like exterior, it also ran into problems with high-speed stability, which led to the addition of ESP and a rear spoiler plus revisions to its suspension.

Following the launch of the Mk II TT about five years ago, Audi introduced new construction materials

Road•NewsAudi TT RS S TRonic



INTENSIFY Press ‘S’ and ‘sport mode’ is switched on for an even more engaging drive. Sounds better too!

on the inside, the TT Rs is still built to audi’s high standards – bomb-proof quality, excellent driving position and top-class ambience

to enhance the car’s weight distribution. It is largely similar in design but has a more purposeful and sleeker appearance, while it is also slightly longer and wider than before.

The Mk II TT was initially available with the EA113 2.0-litre TFSI engine, which is also used by the Volkswagen Mk V Golf GTI and produced 200bhp. A recent facelift also saw the TT receiving some modifications, besides getting the newer, more powerful and more efficient EA888 engine with 211bhp.

Those who want even more would probably opt for the TTS, which features a heavily tweaked version of the four-cylinder TFSI engine that churns out a whopping 272bhp and 350Nm, enough – Audi claims – to push his sports car from zero to 100km/h in about 5.2 seconds.

AlonG comes The rsWhat if even this cannot satisfy you? Well, there is of course the TT RS. We first drove the TT RS a year ago and immediately fell in love with it. This is Audi’s first-ever compact ‘RS’ model and is also available as a coupé or roadster.

The most significant attribute of the TT RS is of course its homage to the

lowered by about 10mm. It is shod with the optional 19-inch tyres, while the brakes are huge cross-drilled and vented units. At the rear, it also includes a fixed spoiler and together with the mildly revised exterior, the TT RS has a hunkered, purposeful and aptly aggressive stance.

On the inside, the TT RS is still built to Audi’s high standards – bomb-proof quality, excellent driving position and top-class ambience. We cannot say the same about those tiny rear seats though, which are more suited for tiny children or vertically challenged adults.

While the TT RS we drove last year had a manual gearbox, this unit we have here today is endowed with the sleek-shifting seven-speed ‘S tronic’ dual-clutch automatic. What this means if of course we can now make ultra-quick gear changes in the TT RS, with no perceptible interruption in the power delivery.

This can be done either via the transmission lever or tugging gently at the exquisitely crafted aluminium pedals mounted behind the steering wheel. In practice, this shifting mode is very fast and smooth, with adequate comfort for both driver and passengers. Even when we left it to its own devices, the onboard computer does generally well with selecting the appropriate gears.

legendary Audi Quattro – a five-cylinder turbocharged engine. Here in the TT RS, it is a 2.5-litre TFSI unit tuned to whip up a monstrous 340bhp between 5,400 to 6,500rpm, while the maximum torque of 450Nm comes in at 1,600 to 5,300rpm.

We said ‘monstrous’ for a couple of obvious reasons. Firstly, the TT itself is a compact car and when you drop such a powerful motor inside, it is almost certainly going to be good. Then there is the relatively lithe mass of the TT RS, 1,475kg to be approximate.

Developed by quattro GmbH, Audi’s high-performance subsidiary at Neckarsulm, the TT RS is also unique in the sense that it is the first ‘RS’ model to be assembled outside of this high-tech enclave. Rest assured though, it stays true to the ‘RS’ ethos.

The TT RS uses a specially adapted version of the quattro permanent all-wheel drive system, featuring uprated components designed to cope with the increased torque. The model we drove last year had a six-speed manual transmission, with perfectly placed pedals for those with talent in their heels.

Like the TTS, the TT RS also has sports suspension with a ride height

roAdnews audi TT RS S tronic


>specificATions*:

AUDI TT RS coUPé

price$326,873 incl. COE

GenerAlFront-engine, four-wheel drive, two-door coupé

enGineDescription : In-line 5, turbochargedCapacity : 2,480ccPower : 340bhp 5,400 to 6,500 at rpmTorque : 450Nm at 1,600 to 5,300rpm

TrAnsmission7-speed dual-clutch automatic

performAnce0-100km/h : 4.3 secsTop speed : 250km/h

w WE lIkE Easier to drive, still very agile, fast and loud

f WE DON’T lIkE Still the price and those tiny rear seats

A ‘launch control’ function also allows for a perfect take-off from standstill. Doing so sets the engine at its optimal rev, the turbo at its full power and the quattro system ready to deploy those 340 charged horses onto the road.

Under the right conditions, it is easy to feel why this S tronic version of the TT RS is able to propel itself to 100km/h faster than the manual version, doing it in just 4.3 seconds. To put this into perspective, the manual TT RS has the same zero to 100km/h timing as the V8-powered R8 of 4.6 seconds! Top speed is electronically limited at 250km/h, where there is also an option to delete this restriction.

One of the highlights of the TT RS is of course the sound its engine and exhaust make. It starts with a strong burble at idle and spurts with gusto as you shift up the gears. Press the ‘sport’ button and it changes the character along with firming up the suspension, steering and enhancing throttle response.

The performance of the TT RS S tronic is undeniable. It is fast, agile and is very hard to fault in terms of driving dynamics. Best of all, this performance is complemented with an average fuel consumption of just 8.5L/100km, while emitting a mere 197g/km of CO2.

conclusionWith the utilisation of the seven-speed S tronic transmission, Audi has turned the TT RS into a more user-friendly, highly enjoyable and still extremely quick sports car. On the right roads and under ideal conditions, this TT RS will offer the ultimate driving pleasure.

roAdnews audi TT RS S tronic


HARNESSINGEFFICIENCY

Can the new 2.0-litre turbocharged four-cylinder in the BMW X1 be any good? Dr. Ian Kuah takes a first drive in one to find outWords | Dr. Ian Kuah • Photos | Dr. Ian Kuah & BMW

There are, anD alWays have Been, Many MeDIocre Mass-proDuceD four-cylInDer engines. Some produce good horsepower numbers on paper, but spoil the party by lacking throttle response, low-end torque, being harsh when revved hard, or all of the above.

Road•NewsBMW X1 XDrive28i


The hit to driver enjoyment is even worse if a motor has a mundane or throbby soundtrack, and sends unpleasant vibrations through the pedals and gearlever when worked hard.

One of the best sounding four-cylinder motors in history was the original Alfa Romeo 1750 twin-cam that debuted in 1967. Its responsiveness and free-revving nature coupled to the sucking and gurgling of its twin side-draught Weber carburettors was truly inspirational. The 16-valve Twin Spark, twin-balancer shaft motor that replaced it in the mid-80s was not bad for a plenum fuel-injected motor.

sTronGer proposITIonBMW has always made pretty decent four-cylinder motors, and the last genera-tion of engines with twin balancer shaft

were a cut above average. But unlike its six and eight-cylinder brothers, no four-pot BMW motor has ever belonged to the ‘to die for’ category.

Until now, that is. I have just driven BMW’s all-new 1,997cc TwinPower Turbo petrol motor, rolled out first in the X1, and it is a real cracker in all respects. It sounds good, with a throaty roar under hard acceleration, revs freely to its redline, and delivers real punch from low down in the rev band.

In typical turbocharged character, its mid-range torque is very strong, making for swift and safe passing manoeuvres, while at the other end of the spectrum, fuel economy and emissions numbers are impressive.

Given that the X1 is both heavier and bulkier than the next generation 1 Series and 3 Series models next in line

to receive this engine, a four-cylinder BMW will no longer be the poor relative.

This is also abundantly clear from the badges on the flanks of our X1 test cars, which read xDrive28i. The fact that this appellation was previously reserved for the least powerful of the naturally aspirated, straight-six motors shows how serious BMW is about the credentials of their new TwinPower Turbo four.

Using a single twin-scroll turbocharger and intercooler, the 1,997cc motor delivers 245hp at 5,000rpm and 350Nm of torque at just 1,250rpm. This is 95hp more than the outgoing naturally aspirated 2.0-litre, and 35Nm more torque at lower crank speeds than the last generation naturally aspirated 272hp 3.0-litre straight-six.

This gives the X1 really sparkling performance despite its relatively

BMw’s all-new 1,997cc TwinPower Turbo petrol motor, rolled out first in the X1, and it is a real cracker in all respects

NEW BEATThe X1 remains largely practical and civil, especially with the inclusion of this new engine and an eight-speed automatic gearbox


roaDneWs BMw X1 xDrive28i

>specIfIcaTIons*:

BMW X1 XDRIVE28I

prIceT.B.A.

GeneralFront-engine, four-wheel drive, five-door SUV

enGIneDescription : In-line 4, turbochargedCapacity : 1,997ccPower : 245bhp at 5,000rpmTorque : 350Nm at 1,250rpm

TransMIssIon8-speed automatic

perforMance0-100km/h : 6.5 secsTop speed : 240km/h

w We lIke Impressive mid-range torque, fuel efficiency

f We DON’T lIke Not much

* Specifications for 8-speed automatic version

blunt shape. In manual six-speed form, 0-100km/h takes just 6.1 sec and top speed is 240km/h. Average fuel consumption is 7.9L/100km and CO2 emissions are just 183g/km.

All these numbers will be even better in the lighter, more aerodynamic 1 or 3 Series, and the optional pairing with BMW’s super-slick eight-speed automatic transmission is a first for a four-cylinder engine.

This motor is the first of an all-new four and six-cylinder engine family to be rolled out across the BMW range over the next three years, as existing models are replaced or face-lifted.

Featuring strong and lightweight construction, these engines will be in full production by 2012. Dr. Harald Unger, Manager of BMW’s inline engine programme, explained that the new four and six-cylinder motors are an all-new modular engine family of petrol and diesel engines that will use as many common parts as possible.

When I asked him why this sensible way to cut costs by sharing so many parts was not implemented before, he explained that the number of different engines in the BMW model range that had been launched at different times made this impossible.

“It is only now that we have a situation of present and near future models that allows us to change over all the four and six-cylinder engines within a three year window,” he said.

Interestingly, the new engines have a cubic capacity of approximately 500cc per cylinder, making for just under 2.0 and 3.0 litres for four and six-cylinder units respectively.

There is even the possibility of a three-cylinder version in a small car that could be used in a hybrid configuration, and BMW has not ruled out a front-wheel-drive model, despite the presence of MINI.

I asked Dr. Unger how BMW arrived at this 500cc number, since 20 years ago, they were touting 333cc as the ideal individual cylinder capacity. “That is correct, but variable valve timing and forced aspiration changed the whole equation,” he explained.

The engines will all share the same bore centre spacing of 91.0mm and be slightly over square to retain the typical BMW high revving character. Since the engines are turbocharged, any potential torque lost through the shorter stroke will be more than compensated for.

conclusIon One thing is for sure, with the advent of turbocharged engines in almost all BMWs, the aftermarket tuners will have a much easier job extracting more power for relatively modest money.

When you consider 300hp and 400Nm of torque from a snappy four-cylinder motor that delivers good economy in normal driving, it seems the full potential of the idea behind BMW’s 2002 Turbo is finally being realised.

This motor is the first of an all-new four and six-cylinder engine family to be rolled out across the BMw range over the next three years


roaDneWs BMw X1 xDrive28i

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Land RoveR discoveRy 4reviews>> on the road

The new Discovery 4 is touted as the most capable Land Rover ever – how will it perform on our road?Words | E. K. Foo • Photos | Raymond Yeo

TOBOLDLYGO


AsK AnY 4x4 EnthusiAst whAt is thEiR dREAm vEhiclE And thERE is A vERY good chAncE thAt itwill be a Land Rover. Incorporated in 1948 by the then Rover Company, Land Rover began manufacturing a series of four-wheel drive vehicles and has not looked back since.

The company itself has gone through some tumultuous times before finally parting ways with Ford Motor Company and landing up in the laps of Indian company, Tata Motors, under its Jaguar Land Rover subsidiary.

Current models in the Land Rover range are the Defender, Freelander 2, Discovery 4, Range Rover Sport and Range Rover Vogue, while the all-new Evoque is expected to join the family in the not too distant future.

So as far as 4x4s or Land Rovers go, is the Discovery really the ultimate off-road vehicle? It was first introduced in 1989 and was based on the Range Rover albeit will a lower price tag. Land Rover had wanted to cast their 4x4 net wider and also to compete with the more affordable Japanese makes.

Land Rover then launched the Series II Discovery almost a decade later, where it was touted as being heavily revised. Its exterior and interior was redesigned to become more stylish and this was the shape adopted by subsequent models of the Discovery.

Come the introduction of the Series III Discovery, or Discovery 3 as it is more widely known, Land Rover was already in the hands of Ford. It retained the distinctive features such as the steep windscreen, stepped roofline and a seven-seat layout. The Discovery 3 had since won almost 100 automotive awards, including one from ‘Popular Science’ magazine for its ‘Terrain Response’ system.

So how does Land Rover intend to surpass the Discovery 3? Just slap on a ‘new badge’ and call it ‘Discovery 4’? Well, not quite, as we are about to find out.

distinctivE nEw FAcELike its predecessor, the Discovery 4 has a fresh, minimalist design. According to Design Director Gerry McGovern, it ‘stays true to its clean, geometric, architecturally-inspired predecessors’.

Basically, the overall shape and size

is still very similar, which means the Discovery 4 is still instantly recognisable as a Land Rover. We also find that the changes to the current model are more evolutionary than revolutionary.

Up front, the most significant difference is the twin-bar ‘lattice grille’ inspired by the Range Rover Sport. Not only does it look good, it provides better cooling to the engine bay too. The Discovery 4 also features sportier looking bi-Xenon headlamps with LED daytime running lights arranged in a very distinctive pattern. The amber turn indicators are slimmer now, whereas the side indicators beneath the wing mirror now have clear lenses.

Another less noticeable difference is the newly developed front bumper. Apart from the integrated fog lamps, the bumper’s aperture is also larger than before, again to aid engine cooling. Interestingly, it is also more aerodynamic and have anti-drag ‘lips’ designed to smoothen the airflow around the front wheels.

At the side, you will notice the stacked roofline and also the abundance of window areas, even at the rear quarters. Again, there is a Range Rover Sport-inspired side vent on the front wings, whereas the wheel arches continue to be boldly flared.

The basic architecture is still the same but the styling and choice of materials are so much better than before


REviEws Land rover discovery 4

Here on our test unit, the Discovery 4 has 19-inch seven split-spoke alloy wheels, which are shod with Goodyear Wrangler HP 255/55 R19 tyres. There are also other wheels designs, including a 10-spoke 20-inch wheel.

Nothing much has changed at the rear section, except for the taillights that now have a more ‘jewel-like’ styling and clear lenses, while they also feature LED technology. The tailgate still features a split design, where the lower portion is made from lightweight aluminium strong enough to support the weight of two adults.

Looking back at the Discovery over the years, one thing is certain – there is a unique and clear heritage over the four generations. Although the updates may be subtle, there is a more premium and contemporary appearance and we are sure that it will not look out of place anywhere.

The Discovery 4 ultimately stands out well in crowded traffic. Not a surprise as this is a huge vehicle measuring 4,838mm in length, 1,887mm in height and is slightly more than two metres wide!

A BEttER EnviRonmEntWhile the exterior changes may not be immediately noticeable, the modifications in the Discovery 4’s cabin have been outstanding. The basic architecture is still the same but the styling and choice of materials are so much better than before. Once again, the Range Rover Sport’s inspiration is clear.

Most importantly, we like how the centre fascia is now cleaner, better laid out and has more ergonomic controls. Previously, the Discovery 3’s controls were just a tad too complicated for our liking. In addition, this fascia is now angled slightly towards the driver, which aids visibility to the controls and makes operating them easier.


although the updates may be subtle, there is a more premium and contemporary appearance and we are sure that it will not look out of place anywhere


UPPING THE ANTEA more modern design, higher-quality materials and superb fit and finishing make the Discovery 4’s cabin a very nice place to spend time in. It looks good and feels tough too


There is a full-colour touch-screen display at the top, flanked by two large round air-con vents. This system displays the audio/video, radio, portable audio interface and navigation. In addition, the surround camera system we previously experienced in the Range Rover, can also be found here.

It is clear where Land Rover is going with the Discovery 4, when we discover the audio system fitted here is a high-end harmon/kardon system capable of playing your usual CDs, DVDs and MP3 players. There is also USB and iPod connectivity, where we were particularly impressed with the dedicated iPod point that fits the device perfectly to prevent it from coming loose during extreme driving conditions.

The instrument panel has also been revised to make it more legible and useful. This twin-meter instrument is now complemented by a five-inch TFT screen that displays vehicular information and trip data.

Keeping cool inside this cabin is easy with the dual-zone automatic climate

control system. In addition, rear seats passengers also get dedicated air-con vents and a separate temperature, mode and fan speed control panel mounted on the ceiling.

As you can probably see from the pictures, there really is a lot of space inside the Discovery 4. The seats are all nicely shaped and luxuriously upholstered in leather, where the front seats also feature powered adjustments and memory settings for the driver’s seat. Thanks to the flat floor architecture, the middle row passengers get a generous amount of knee and legroom.

Tumble the middle row seats forward and access to the rear most seats is relatively fuss-free. The best part here is of course, these two rear most seats are full size, meaning they can accommodate two adults comfortably.

Like we mentioned earlier, there is a split tailgate and it opens up to a very large and evenly shaped boot aperture. However, with the third row of seats up, luggage volume is restricted to just 280 litres.

Fold the third row seats and this volume increases to 1,192 litres, offering a flat and intrusion-free space to store more than a weekend’s shopping and still have space for a couple of golf bags.

And if you really need to carry more bulky items or help someone move into a small apartment, the middle row seats can also be folded completely flat and in line with the rear boot space, which means 2,558 litres worth of space is at your disposal.

To be honest, the Discovery 4’s interior is a really nice place to spend time in. It also feels very bright and airy, thanks to the generous window areas and not one but three – yes, three – sunroofs. These overhead apertures also have integrated shades you can pull out to block harsh sunlight, while the glass areas are also heat-treated.

The build quality is excellent, while materials such as wood veneers, leather and aluminium plus LED ambient lighting accentuate the luxury of this Land Rover.


thE PowER thAt BECurrently, Wearnes Automotive, the official distributor for Land Rover in Singapore, is only bringing in the diesel-powered Discovery 4, although there is a 375bhp/510Nm 5.0-litre V8 version for those who prefer petrol powerplants and a quicker pace.

Do not get us wrong though, this ‘SDV6’ is no slouch. Consider this – a 2,993cc turbocharged V6 churning out 245bhp at 4,000rpm and an earth-moving 600Nm worth of torque from 2,000rpm.

Based on the existing 2.7-litre engine, this SDV6 is a sequential turbodiesel tweaked to deliver higher performance, better fuel economy and lower emissions. Comparatively, power is up 29 percent and torque 26 percent.

Despite such performance hikes, fuel consumption is improved by about 9 percent, where the current figure for the combined cycle reads 9.3L/100km. This is very impressive considering the size of the Discovery 4 and that it topples the weighing scales with its 2,583kg-kerb weight!

This engine was jointly developed by a Jaguar Land Rover team, which

means its high levels of torque and responsiveness are perfect for both brands. Here in the Discovery 4, this 3.0-litre diesel can offer 500Nm in 500 milliseconds from idle, allowing us to sprint away from traffic light stops with utter ease.

As a true-blue off-roader, the Discovery 4’s mechanism is toughened up and built to last. For example, its oil sump is much deeper and components such as belt drives, alternator, compressor, steering pump and starter motor are all waterproofed.

The transmission of choice here is a creamy ZF HP28 six-speed automatic, which has been optimised by Land Rover for the Discovery 4. Due to the engine’s power and torque spread in the early revs, this transmission is able to lock up the clutches earlier to reduce slip through the torque converter, which leads to lower fuel consumption and CO2 emissions.

As we have experienced, it is good enough to be left in full automatic when driving around town or slow traffic. There is a ‘CommandShift’ mode that allows us to take control when let us just say, there is a need to pick up speed

it also feels very bright and airy, thanks to the generous window areas and not one but three – yes, three – sunroofs



– the Discovery 4 simply takes it all in its stride. With its outstanding off-road geometry and wading depth, we are confident that it would go even further than we dare push it.

conclusionTo summarise, the Discovery 4 is almost all the car we would ever need. It is spacious enough for seven full-sized adults and flexible enough to swallow all types of cargo. There is a genuine sense of luxury in the cabin and excellent comfort levels.

There are enough safety features too, such as ABS, Brake Assist, traction control, Dynamic Stability Control, Roll Stability Control and front and side airbags at the front passenger compartment plus head curtain airbags

>sPEciFicAtions:

LAND ROVERDISCOVERY 4 SDV6 HSE

gEnERAlType: Front-engine, four-wheel drive, five-door SUVPrice: $285,000 including COE

EnginECapacity: 2,993ccCylinder Layout: V6, turbocharged dieselValves: 24Compression Ratio: 16.1:1Bore x Stroke: 84.0mm x 90.0mmMaximum Power: 245bhp at 4,000rpmMaximum Torque: 600Nm at 2,000rpm

tRAnsmissionType: 6-speed automatic

mEAsuREmEntsLength: 4,838mmWidth: 2,022mmHeight: 1,887mmWheelbase: 2,885mmKerb Weight: 2,583kgPower-to-weight Ratio: 94.9bhp/tonne

susPEnsion And BRAKEsFront: Double wishbones, ventilated discsRear: Double wishbones, ventilated discs

tYREsType: Goodyear Wrangler HPSize: 255/55 R19

PERFoRmAncE0-100km/h: 9.6 secsTop Speed: 180km/h

w WE LiKE Spacious, flexible and aptly luxurious cabin, performance and efficiency

f WE DON’T LiKE Not much

rapidly during cruising. Either way, the gearbox is responsive and very smooth in its operation.

Of course the Discovery 4 would not be a Land Rover if it does not have the award-winning ‘Terrain Response’ system. This system has also been revised lately to enhance the Discovery 4’s on- and off-road capabilities with five different settings – General, Grass/gravel/snow, Sand, Mud and ruts and Rock crawl. There is even a newly introduced ‘sand launch control’, which is a function to aid driving away on slippery, sandy surfaces.

In addition to these off-road driving aids, the Discovery 4 also comes standard with a high and low-range selector, a ‘Hill Descent Control’ and height control. The latter is also useful when you need to lower the access height of the vehicle (by 50mm) for easier ingress or egress, or when you need to select ‘Rock crawl’ together with low-range gear to traverse rocky and undulating terrain.

Although our sunny island is very much a concrete jungle, the Discovery 4 has no problems trundling around. It has a gentle ride quality and is very much at home on the road, where the air-sprung double wishbones suspension tackles all sorts of paved surfaces with sublime composure.

We did try to take it onto grassy and uneven surfaces and never once did it flinch or did we feel uncomfortable

all the way to the third row of seats.The road tax to register it as a

diesel passenger vehicle may be hefty but considering the 9.3L/100km average fuel consumption figure, it may just be cheaper to keep in the long run. We really enjoyed driving it and would boldly explore where we had never gone before had we the time and place to do it.


REAL GENEROUSThis SDV6 provides enough thrust to propel such a huge vehicle forward convincingly. Strong low and mid-range torque means effortless acceleration even during high-speed cruising


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twintestkia optima k5 vs toyota camry

SERENITYWe review two urban soft-roaders and see how they match upWords|T. K. PowPhotos|Tan Meng Choon

RUGGED

22 motoring |July2011

July2011|motoring 23

Modern Crossover sUvs are geTTing inCreasingly PoPUlar dUe To Their PraCTiCaliTy and car-like manners. They often offer more space in the interior and also give the driver a commanding view. Some even come with relatively frugal engines and have three rows of seats to maximise occupancy.

We first came across two such vehicles more than a year ago, when we compared newer Kia Sorento with the Chevrolet Captiva. Back then, they both had similar credentials – 2.4-litre four-cylinder engines, seven seats and comparable performance. The Captiva then though, had four-wheel drive against the Sorento’s front-wheel driven set-up.

TWinTesT Chevrolet Captiva vs Kia sorento


While we preferred the Sorento’s higher equipment level and sleek-shifting six-speed automatic gearbox, the Captiva’s stable traction and sturdy appearance were some of the highlights too.

It is an interesting thought now that the Captiva had been facelifted and so we felt compelled to bring the two rivals back together again for another showdown.

reFreshing sTyleBetween these two crossovers, the Captiva is much more masculine than the Sorento. That is not to say the Sorento is not good-looking though. In fact, its corporate signature is quite well represented here, thanks to the Peter Schreyer ‘tiger nose’ whereby the svelte headlamps and chrome-rimmed honeycomb grille is a neat design.

The Sorento gets black protective moulding all around its bottom, while

its wheel arches are significantly flared. It has a relatively high waistline and a generous C-pillar. Meanwhile, the wing mirrors with turn indicators, a pair of roof rails and chrome door handles add a subtle sense of luxury too. This time round, the Sorento’s 18-inch alloy wheels are shod with Kumho Solus KL21 235/60 R18 tyres.

At the rear section however, we find the Sorento’s styling a little frumpy even though the LED-infused taillights are very distinctive. Nevertheless, it has a properly sized and shaped tailgate, while the loading sill is also quite low.

Overall, we find that the Schreyer-touch has not worked as well for the Sorento as the rest of Kia’s recent offerings like for example, the smaller Sportage crossover. Although it is still modern and distinctive, we neither love nor loathe the Sorento’s looks. But how would it compare to the recently facelifted Captiva?

If the previous Captiva can be considered ‘handsome’, this current iteration is even bolder. The split-type grille is now larger than before, a styling cue first seen on the current-generation Chevrolet Aveo.


Fugit, enisum es vellecum delique culluptaqui cusam quam idestios autem


17mm taller height and a 7mm longer wheelbase. Moving on to the weighing scales, the Sorento’s kerb weight spans between 1,615 to 1,720kg, while the Captiva is heavier with 1,743 to 1,823kg.

in sPaCe We TrUsTWith vehicles like these two here, it is all about the space on the inside and how comfortable and flexible they are. As far as designs are concerned, both models here are quite different. In the Sorento, we are still very happy with its design and functionality.

Like most recent Kia models, the Sorento is sensibly designed on the inside and the build quality is also really good. Its symmetrically styled dashboard features a factory-fitted audio system and a dual-zone automatic climate control system with rear air-con.

Ergonomics are quite good and everything is right where they are supposed to be, allowing for easy operation and tactility. The audio system also features Bluetooth connectivity and auxiliary/USB/iPod ports.


The front bumper is highly etched within the protective panels and the silver-anodised plate in the middle. Fanned out at the corners are the round fog lamps with their wire mesh surround, whereas the number plate has been moved lower.

Meanwhile, the headlamps still feature projector bulb styling and the bonnet has been restyled with a more pronounced profile. Less noticeable at the sides are the wing mirrors’ indicators, which now feature LED technology, and the air vents with a different design.

The Captiva also has protective claddings all around its bottom around, extending even to the strong wheel arches. There is also still mid-body character line running through the door handles, the latter of which are now chrome plated.

Nothing has change at the rear section of the Captiva, where it still features the same styling and functionality, such as the two round exhaust pipes and the convenience of a rear-opening glass hatch.

In terms of outright dimensions, the Sorento is slightly longer and wider than the Captiva, whereas the latter has a

Fugit, enisum es vellecum delique culluptaqui cusam quam idestios autem



Driving position is high and gives the driver a commanding view, with good vision all around. The instrument panel is a three-gauge set-up and comes with a multi-information display in the middle. The steering wheel has audio remote control buttons and buttons for the cruise control system. This Sorento also features a keyless ignition system.

One of the highlights of the Sorento is also its panoramic sunroof, where the front section can be opened up to let it some fresh air. This seven-seater crossover is also nicely upholstered and the seats all feel very well shaped and comfortable.

Access to the rear most seats is via tumbling the outer middle row seat forward, although it does require a certain level of dexterity to get in and out. With all the seven seats up, boot space is limited. The rear most seats can be split-folded in 50:50 ratio and both fold completely flat for a decent boot space. Of course the second row of seats can also be split-folded, creating an even larger loading area when folded completely flat.

Comparatively, the Captiva also has about the same cargo space as the Sorento with its similar seven-seat set-up. Its advantage is however, it has a wider and more evenly shaped tailgate, a rear-opening glass hatch and even the front passenger seat can be folded flat.

On the inside though, the Sorento feels a tad more spacious than the Captiva except that the Captiva has better h e a d r o o m . Otherwise, b o t h c r o s s o v e r s w i l l comfortably accommodate five full-sized adults plus two average ones at the rear most seats.

This Captiva also features a facelifted interior albeit with similar styling. The changes are confined to the centre fascia, where the multi-information display is moved upwards along with a row of ESC (electronic stability control) and DCS (Descent Control System) buttons flanking a digital clock.

The factory audio system is still the same except that it now features Bluetooth connectivity. Curiously, the Captiva had retained the single-zone air-con in this facelift. There is now an ‘Eco’ button you can activate to adopt a more fuel-economical driving mode, which should help the huge Captiva improve its fuel consumption.

Also new in this Captiva is an electronic parking brake, conveniently located aft the transmission lever. In addition, the cupholders on the centre console actually sit on a movable tray, which can be slide open to reveal a deep console box.

Elsewhere in the Captiva, there are also some new trim materials and leather-upholstered seats, which provide adequate comfort for all occupants. Likewise, the rear most seats are more suitable for children or average-sized adults.

PerForManCe and CoMForTBoth crossovers here have nearly identical powerplants – a 2.4-litre in-line four-cylinder engine with variable valve timing. In the Sorento, the motor produces 174bhp at 6,000rpm and 226Nm at 3,750rpm. Thankfully, this engine is mated to a six-speed automatic transmission, which offered smooth changes and a reasonably creamy ride.




On the move, the Sorento feels adequately planted despite its front-wheel drive platform. Three is a definite pliancy in its ride quality and most road undulations are easily dealt with. The steering feels accurate but could have better with more feel at the helm though. There is also an unavoidable body roll when you turn too quickly into a bend.

Over in the Captiva, the ECOTEC engine has been retained but revised to produce more power and torque. The official output figures are now rated at 167bhp at 6,500rpm and 230Nm at 4,600rpm, up from 136bhp and 220Nm previously. This means its performance is now closer to that of the Sorento’s.

In terms of outright speed, the Sorento has a 186km/h top speed and a zero to 100km/h timing of 11.1 seconds. The Captiva on the other, with its few extra Newton metres of torque, sprints from a standstill to 100km/h slightly quicker in 10.8 seconds. Maximum speed for the Captiva is slightly slower at 181km/h.

There are a couple of reasons for the Captiva’s improved performance. The first of which, like we mentioned earlier, is the extra output. More importantly though, the Captiva now uses a six-speed automatic transmission instead of the previous five-speeder and in this particular variant, it is also a front-wheel

driven model. There is still a four-wheel drive Captiva, which should give extra traction and peace of mind when you want to do some light off-road driving.

Compared to the outgoing model, the Captiva now does feel livelier, where it is a bit quicker off the pace and also picks up speeds to expressway limits better. Its ride quality remains well judged, although like the Sorento, some body movement is to be expected if you punt it too fast through twisty sections of the road. Then again, the Captiva does feel a little more softly sprung than the Sorento, which means its ride quality is slightly better in and around our urban landscape.

According to local official data, the Sorento has an average fuel consumption of 9.0L/100km, which is really not too bad considering the size and weight of the vehicle. The Captiva too has an acceptable figure of 9.2L/100km, thanks once again to its improved engine, enhanced transmission and the newly developed ‘Eco’ driving mode.

Opt for the four-wheel drive Captiva though, and the performance and fuel efficiency drop slightly. With all four wheels powered, the 4WD Captiva does 11.0 seconds and 175km/h for its zero to 100km/h and top speed respectively. Average fuel consumption is also slightly higher at 9.6L/100km.

ConClUsionSo how does these two

crossovers pan out in the end? Looking

at their price tags, it is a bit disappointing now that recent COE prices have pushed their prices by more

than $40,000. With its enhanced

interior and improving performance,

the Captiva is now priced at $134,999, while the Sorento will set

you back by $129,999.Taking into consideration the inflated COE prices, these

two crossovers will still provide a comparatively more efficient mode of transport should you need the space and flexibility of a seven-seater vehicle.



>sPeCiFiCaTions:

KIASORENTOSX2.4A

generalType: Front-engine, front-wheel drive, five-door SUVPrice: $129,999 including COE

engineCapacity: 2,359ccCylinder Layout: In-line 4Valves: 16, DOHCCompression Ratio: 10.5:1Bore x Stroke: 88.0mm x 97.0mmMaximum Power: 174bhp at 6,000rpmMaximum Torque: 226Nm at 3,750rpm

TransMissionType: 6-speed automatic

MeasUreMenTsLength: 4,685mmWidth: 1,885mmHeight: 1,710mmWheelbase: 2,700mmKerb Weight: 1,615kgPower-to-weight Ratio: 107.7bhp/tonne

sUsPension and BraKesFront: MacPherson struts, ventilated discsRear: Multi-link, discs

TyresType: Kumho Solus KL21Size: 235/60 R18

PerForManCe0-100km/h: 11.1 secsTop Speed: 186km/h

w WE LIKE Good engine and gearbox, nice cabin ambience and equipment levels

f WE DON’T LIKE Ride a bit busy


They both drive reasonably well and are adequately comfortable, while the performance is also not too shabby. Best of all, their front-wheel drive platform and six-speed automatic gearboxes will provide an acceptable level of fuel consumption.

So despite their big, burly outlook, these rugged crossovers are still capable of providing a sense of serenity for their occupants. With the Captiva’s enhanced aesthetics and its improved ergonomics, we cannot say for sure now that the Sorento is still a winner in this test.


>sPeCiFiCaTions:

CHEVROLETCAPTIVALT2.4A

general

Type: Front-engine, front-wheel drive, five-door SUVPrice: $134,999 including COE

engineCapacity: 2,384ccCylinder Layout: In-line 4Valves: 16, DOHCCompression Ratio: 10.4:1Bore x Stroke: 88.0mm x 98.0mmMaximum Power: 167bhp at 5,600rpmMaximum Torque: 230Nm at 4,600rpm

TransMissionType: 6-speed automatic

MeasUreMenTsLength: 4,673mmWidth: 1,849mmHeight: 1,727mmWheelbase: 2,707mmKerb Weight: 1,743kgPower-to-weight Ratio: 95.8bhp/tonne

sUsPension and BraKesFront: MacPherson struts, discsRear: Multi-link, discs

TyresType: Hankook DynaPro HPSize: 235/60 R17

PerForManCe0-100km/h: 10.8 secsTop Speed: 181km/h

w WE LIKE Rugged looks, improved cabin quality, balanced ride and handling

f WE DON’T LIKE Price


But looking at the prices, the Sorento’s $5,000 cheaper tag may just attract a fair share of customers, although those who like us, prefer the Captiva’s more masculine appearance and can appreciate its enhanced interior would not mind forking out the extra cash.

The Volvo 1.6-litre T4 engine has found its way into the S60 and we drive one to discover what it is likeWords | C. K. Lim • Photos | Raymond Yeo

Road•NewsVolVo S60 T4


FEELS MOREIt Is tough to beLIeve maRKetIng bRoChuRes sometImes and we aLL Know that eveRYone LIKes to toot their own horns. When Volvo first introduced their new 1.6-litre T4 engine in the V60 station wagon, we were pleasantly surprised with the performance. Then, the T4 also found its way into the large S80 saloon, reaffirming what Volvo called ‘achieving a lot more, with a lot less’.

So we were quite excited when we found out that this ‘little’ engine is also going to be featured in the S60 –

WHEN LESS

Volvo’s most dynamic saloon yet, or so they say. Well, they are not lying, as we know from previous experiences with the current S60 and even the V60 that these models really do feel quite different from other Volvos we have driven.

new bLoCK on thIs KIdThis second-generation S60 has received some good reviews since its introduction last year. It is very sporty and yet features all the hallmarks of the Volvo brand – safety, comfort and a rather luxurious cabin.


Roadnews audi TT RS S tronicRoadnews Volvo S60 T4


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As far as performance is concerned, the previous-generation S60 had the R model, which is a 300bhp/400Nm all-wheel drive vehicle in either saloon or station wagon form. Today, the current range-topping S60 is a T6 model with 304bhp and 440Nm while the other end is occupied by this T4 variant you see here.

We are not exactly talking about high-performance here but rather, efficiency and like Volvo said, ‘achieving a lot more, with a lot less’. Let us start with the styling of the S60. Even as its entry-level model, the S60 T4 is no less of a pretty car.

In fact, you can opt for the sporty body kit you see on this particular unit, where the front, side and rear skirts all add to the athleticism of the S60’s already svelte shape. Poised to take on the Mercedes-Benz C-Class, Audi A4 and BMW 3 Series, we must admit that Volvo has done a good job with the S60’s appearance. It is sleek, very contemporary and aptly sporty.

Once again, the interior impresses with its clean and neat Scandinavian designs and excellent ergonomics. Everywhere we look and touch feels utterly high-class and well built. The floating stack fascia continues to work well in a tactile manner.

The seats are also some of the most well shaped we have experienced, providing utter comfort and enough support at the sides. Of course, there are certain equipment that are not carried over from theS60 2.0T and T6, such as the keyless entry/ignition, Volvo guard alarm with volume sensor, rain sensor, ‘grocery holder’ and certain décor bits.

Although we would gladly live without the above-mentioned stuff, we did miss the exclusion of the built-in Bluetooth handsfree system and the iPod/USB functions though. Thankfully, the DSTC (Dynamic Stability Traction Control) and the City Safety features are retained.

We are of course here to examine the effectiveness of the 1.6-litre T4

engine in the S60. As a reminder, this is a turbocharged four-cylinder petrol engine with variable valve timing dubbed GTDi (Gasoline Turbocharged Direct Injection) by Volvo.

The T4 delivers 180bhp at 5,700rpm and 240Nm between 1,600 all the way to 5,000rpm. An overboost function also unleashes another 30Nm, which means even easier overtaking manoeuvres.

Similarly, this T4 is mated to Volvo’s six-speed ‘Powershift’ dual-clutch automatic gearbox, which is very capable of fast and smooth shifts throughout the entire rev range. With the torque well spread across a wide rev band, this S60 can really pick up the pace with ample conviction.

Although this is Volvo’s least powerful S60, it has adequate performance on the cards. Zero to 100km/h is accomplished in a not too shameful 9.0 seconds, while top speed is capped at 225km/h. Honestly, this 1,470kg S60 – the lightest in the range – feels a lot faster than these figures suggest.

The ride is firm but never intrusive, especially when cruising along the expressways. The S60 soaks up the bumps and humps very gently, resulting is a subtly plush ride for all occupants. We are also very impressed with the stiffer chassis being able to compose itself when we push the S60 a bit faster than we would around our favourite series of bends and sharp corners. It feels taut and very stable for a front-wheel driven, turbocharged saloon.


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Roadnews Volvo S60 T4


>speCIfICatIons:

VOLVO S60 T4

pRICe$175,000 incl. COE

geneRaLFront-engine, front-wheel drive, four-door saloon

engIneDescription : In-line 4, turbochargedCapacity : 1,596ccPower : 180bhp at 5,700rpmTorque : 240Nm at 1,600 to 5,000rpm

tRansmIssIon6-speed dual-clutch automatic

peRfoRmanCe0-100km/h : 9.0 secsTop speed : 225km/h

w WE lIkE Design, cabin comfort, frugal engine, balanced ride and handling

f WE DON’T lIkE Not much

ConCLusIonOne of the best bits of the S60 T4 is of course its fuel consumption, which is quite good considering the amount of power and speed you get. Official figures list it at average fuel consumption at 7.4L/100km, although during our brief drive, we only managed 8.3L/100km.

Still, that leave us with no doubt that the S60 T4 is a viable and sensible solution if you are looking for a mid-sized European saloon with enough cabin space and comfort, where the 380-litre boot volume with folding rear seats should also complement its cargo flexibility well.

With the S60 T4, Volvo does deliver what it promises – ample performance with minimal fuel consumption. Its 1.6-litre engine also sits comfortably in the COE Category A’s tax range, which means a relatively small sum of road tax to pay for the size of the car.

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