Brute force - Dodge Nitro 2007 (3.7 V6)

This is Dodge’s baby for 2007 which started off as a concept SUV.

By Tushal Bhadang

Four-by-four’s are darlings of the Middle East market, and when they’re as radically designed as the new Dodge Nitro, it only eggs people to adopt the difference in appearance. At first glance the Nitro looks large and beefy. Exaggerated flared wheel arches and tough off-road tyres give it strong road presence. The body from after the front fender toward the rear closely resembles the Jeep Commander. There are no curves on the Nitro, its boxy design appears bold and unrelenting. . Industrial strength exterior door handles are tough to look and use. The front bumper did catch our interest, if European cars have large open mouth radiator grilles; this bucking bronco has an extended chin and a very low one. It’s the first thing after the signature chrome cross hatch grille that shouts there is a brutal beast lurking under

The Nitro is available in two V6 engine variants (3.7 litre and 4 litre), the car we had for test had a transverse mounted Magnum 3.7 litre 205 hp easy-going motor which leisurely revved to a peak of 5200 RPM. But the torque of 314 Nm@4000 RPM is what this motor is all about, it pulls away like a train, but a lot of its own body weight seems to bog it down. The motor only starts howling over 4000 RPM. Though even at city speeds, the exhaust note is deep, clearly announcing your arrival. Power delivery is smooth but the four-speed gearbox is a let down, it just doesn’t shift up or down as quickly as you’d want it to. Throttle response is sluggish as well, though once spanked; it goes like a scalded cat. All the torque can be put to particularly good use for towing and the Nitro has a small button that transfers all the juice to the rear wheels for best traction when towing. A tow hook has to be attached separately. Weighing in at 1.8 tons it wanted to swing its heavy rear out at turns, so we had to be careful. The long wheelbase of 2770mm is good for straight line stability but increases the turning radius to 12 metres. 210mm ground clearance is just about acceptable.

She is a respectable off-road vehicle with a part-time 4WD transfer case that can be switched via a dash mounted knob. In regular driving, 2-wheel-drive with the power going to the rear wheels, the steering feels light and ride quality is soft and bouncy. Even small indents on the road surface make her bob all over the place. The same suspension is very comfortable off the black, absorbing even the worst surfaces without a hitch. So it is more suitable for off-roading than on the road. As you sit high up, the visibility is extremely good and reversing is not an issue either, as there are no thick pillars to obstruct vision, though parking sensors would’ve been a bonus.

Our Khaki coloured Nitro had khaki interiors, khaki dash board, khakhi cloth seat covers, khaki door trim, everything in a variant of Khakhi! The only bright spots being the chrome garnish on the shift knob and cleverly designed door release latches. A single disc DVD/CD/MP3/WMA player is standard (no video display screen) with six speakers. The foot wells are illuminated and steering is adjustable for rake. The dashboard is flat in design and short people may have some ergonomic problems with having to reach out to all the switches. A triple-barrel speedo is attractive and backlit in white while the highly tactile buttons are backlit in green. Interior fit and finish is overall good but very rugged in design and feel. This makes the car feel brawny, women, are you reading this?

It features a Load 'n' Go, a cargo storage system whereby the rear seats and front passenger seat fold totally flat in seconds; additionally, the cargo floor slides rearward out over the rear bumper, and can hold 181 kgs, making the loading of heavy objects much easier and prevents back injuries and it still manages to sit five passengers in comfort.

The Nitro comes equipped with four airbags for the front passengers and disc brakes on all four wheels. ABS, EBD and ESP are standard through out the model range. Additionally, a tyre pressure monitoring system does a system check on start up and warns appropriately. Part of the problem with the bouncy on-road ride quality can be directed towards the 16” steel wheels, though an optional 20” rim is available in R/T trim, we’re assuming it will handle better with larger rims. Our Nitro came with 235/70 R16 off-road rubber.

Last word

The Nitro is the first mid-size SUV from Dodge, and has all the Dodge character. It's built on the platform of the future Jeep Liberty, and actually feels bigger than its size. People would buy this car for the boxy but attractive looks and if it wasn’t for the low extended chin (we got sand into its teeth a few times), it would do even better off road. On the road, we felt it handled better with the 4WD engaged, it won’t take you through Sahara but it will take you through Sakhir. The full spec R/T model comes with a new 4 litre V6 engine and makes 50 more horses, comes with larger rims and lower profile tyres and a comfier ride. Appearance-wise, the R/T gets body coloured bumpers and radiator grille which make the Nitro look classier. But if you’re on a thin budget and want some brute force, our test car, the Nitro SE is just about right.

Rating 3 stars

Car supplied by Behbehani Bros., Kingdom of Bahrain

Take your top off

Published in City Tribune 3rd March 2007

By Tushal Bhadang

Call it fashion, call it passion, no experience compares to the pleasure of driving with the wind in your hair, absorbing the landscape and being one with the car as you dominate the curvaceous Riffa roads. A convertible car captures this feeling of oneness with the practicality of a conventional roof (hard-top) and the pleasure of lowering the same when the sun is shining. Designing a convertible car is not as simple as chopping off the roof and installing a folding cloth (soft-top). Issues pertaining to structural strength and aerodynamics have to be considered in the design stage. Addressing these issues is what raises the price of a convertible car as compared to its fixed roof model. Technically the roof of a car keeps it from twisting and bending.

A car without a roof is like a suspension bridge without cables. This requires the bottom part of the car to be extra stiff with heavy reinforcement brackets which increase the weight of the car. Usually, with their top down cars are less aerodynamic than with fixed roofs. A long, flowing roof smoothes the airflow over the car, resulting in less drag. Have you ever seen people driving a convertible with their hair blowing forward? This happens because the fastmoving air coming off the top of the windshield encounters the slow-moving air inside the cabin. This can be uncomfortable for the occupants, and can increase the aerodynamic drag. A glass shield behind the headrests blocks this air, making the cabin quieter and more comfortable, as well as improving the aerodynamics.

A soft top requires the driver to latch and unlatch the roof manually after electronically raising or lowering it, in a Honda S2000 for example. Coming to hardtops, the Lexus SC430 is almost as aerodynamic with the top down as it is with the top up because of its hard metal fold down roof. This car is a hardtop convertible. As a hardtop, the car makes no compromises: The ride is quiet and the structure is stiff. With a push of a button it becomes a convertible. You don’t even have to undo any latches.

The roof on the SC430 folds in half and stows in the boot. When you press the button to lower the roof, the windows roll down and the boot opens. It opens the opposite way, after which the roof starts to open, folding in half as it heads for the boot. The roof folds over until it is fully inside the boot, at which point the boot closes. The cool thing about the boot is that it can still open just like a regular car boot — although with the roof down, there isn’t much room in there.

Having one convertible is (almost) as good as having two cars in your garage. With the top up, a convertible can be as practical as a coupe. But with the touch of a button (and perhaps a few un-latchings), your ride to work can be a whole lot more fun. Heck one can even have the most expensive cars in the world on convertible form, take for example luxo barges like Rolls Royce Phantom and Bentley Continental GT and super cars like Lamborghini Gallardo, Zonda and Aston Martin even! Though the Mazda MX-5 Miata, Renault Megane CC, Mini Cabriolet and Peugeot 206 CC and their likes should be the should be the one that the masses will be able to afford.

Turbo Chargers - When shove comes to push

Published in City Tribune - 16 April 2007

By Tushal Bhadang

The modern internal combustion engine is without doubt a marvellous invention, starting from producing a meagre 2 - 4 horse power (bhp) from to todays 1000 bhp road rockets.

Ever wondered what the ‘Turbo’ or ‘GTi’ bezzle at the back of a hatch or a truck meant? Some time in the 1920’s, lightning struck and designers analysed the way a normally aspirated car engine worked and they came up with a way to shove more air into an engine to increase the compression of the fuel air mixture in the cylinder so that the pop from the spark plug turned into a controlled bang!

Welcome the arrival of the airy Turbo Charger or Supercharger (for super cars)

So you ask, what good is a turbo charger? Well, for starters most normal road cars are normally aspirated. Which means the air in the air-fuel mixture passes through the air filter and then gets pushed into the engine with the fuel into the combustion chamber.

A Turbo charger is basically an air pump fitted on the engine in such a way that the exhaust gases that exit the engine, are used to rotate a turbine (fan) which creates a vortex of air to shove it into the engine though the intake passage.

A 1.8 litre normally aspirated car engine would generate between 120 to 150 bhp depending on the compression ratio of the engine which can vary from 9:1 to 10.5:1, where higher the ration, more expensive it is to manufacture and also it would require higher octane fuel. So, if one were to bolt on a turbo charger to the same 1.8 litre engine, it can be tuned to produce over 300 bhp which is double the original engine output.

Turbo chargers are not plug and play accessories that you have for your computer, a significant amount of mechanical and electrical modifications go into the process of converting an engine to use a turbo charger. Though factory fitted cars with turbo chargers are best as there are minimal hassles on their maintenance and have been tested extensively for compatibility.

We’ve now shown you the advantage of a turbo charger, now to focus on its drawbacks. The turbo charger actually only starts working at a certain engine RPM (Revolutions per minute), which means if you are looking for power at 1000 RPM, forget it! The Mitsubishi Evo 8 (400 bhp tarmac shredder) car uses power from the turbo charger at 3000 RPM (which is pathetic!) but if you keep the car in the right power band and the right gear the same turbo will give you power when you need it. The reason for this is that the Evo 8 is fitted with a massive turbo charger for its 2 litre, 4 cylinder engine! A larger turbo means more power but it also means you need more revs to get it spinning. While a smaller turbo on the New VW Golf GTi will give you only 220 bhp but the turbo starts working even at lower RPM’s as low as 1000 RPM. So you see, bigger is not always better.

In the recent Yalla Bahrain Drift event at the BIC, most of the cars were equipped with turbo chargers so that they could transfer a heap of power to the rear wheels to spin them ferociously which helped them to drift.

Turbo chargers have long been used in diesel engines as well, which are much heavier than their petrol counterparts. The power output is low compared to a petrol engine of the same capacity as combustion is via compression and not ignition. A turbo helps diesel engines rev up faster so that they reach their max potential sooner by improve torque output for lugging heavy loads.

Turbo chargers prevent the loss of power at high altitudes, thus providing significant advantages to turbocharged trucks and off-road machinery. They harness and recycle the energy by reusing exhaust gases to produce more power. As a result, turbocharged engines deliver significant fuel cost advantages over their naturally-aspirated counterparts.
Today’s turbocharged diesel engines produce 50% less NOx and CO₂ emissions than conventional engines.
They also deliver greater torque which, in turn, translates into improved performance on the road and make driving a real pleasure. So what are you waiting for? Get charged today!

Slick truths - All you might want to know about engine oil

(Published City Tribune - April 9 2007)

By Tushal Bhadang

Just like the human heart, your car has a heart - the engine. A modern car engine is an intricate network of narrow passages cast in metal and sealed by gaskets. The lifeline of an engine is the engine oil pumped through all the nooks and corners over all the internal parts.

No matter what the fuel used (diesel or petrol) metal rubbing against metal causes friction and hence wear and tear in an engine. Engine oil creates a thin film of lubrication between all the moving parts so that they can survive the intense heat, pressure and speed generated by the moving car.

Alesser known fact about engine oil is that it has cleansing properties (detergents), which are necessary to remove sludge (thick oily formation) from tappets, valve seats, crank shaft etc. and also to hold on to the nasty byproducts of combustion such as silica (silicon oxide) and acids. This cleaning action helps build a consistent layer of film on the moving parts and also keeps the engine cool. Engine oil is not a very interesting topic and hence motorists often ignore engine oil essentials. For starters, engine oil is available in various grades. Pick up a can of oil and you will come across jargon such as: “SAE/API SJ 20W40/50” on the label. SAE (Society of Automotive Engineers) and API (American Petroleum Institute) stand for the international grading authorities, “S” for petrol engine use, if “C” then for diesel engine use. The second letter indicates the quality of the oil, higher the better. An ‘SJ’ oil can be used for any engine requiring a lower grade like SB, SG, SH etc.

Now to explain the numbers - they denote the viscosity/thickness or resistance to flow. The lower the number, the thinner the oil and vice versa. So, ‘20’ denotes, that you can start the car safely with temperatures no lower than 20 deg. Fahrenheit. The Upper number ‘40/50’ is where the role of multigrade oil comes into the picture. For a country like Bahrain, where the ambient road temperature in the summers exceeds 50 deg. Fahrenheit, this grade is suitable. Oil, like any other liquid also tends to vaporise at high temperatures. Note that often after a high speed run, if you open the bonnet in peak summers ((if you dare to, that is!) and uncap the oil cap on the engine, you will notice light vapours rising. Excessive smoke means that your engine is actually heating up too much and vaporising the oil before it can do its job. Entering the garage now, is synthetic or semisynthetic oil, which, unlike pure mineral oil has additives and a modified molecular structure that helps it to ‘cling’ onto the metal parts. Hence it is better to use this kind of oil as compared to pure oil due to its better engine protection properties. It is also safe for the environment.

DON’T JUDGE OIL BY ITS COLOUR

Summer is soon approaching Bahrain and the chances of engine oil being vaporised also increase. Hence it is not only necessary to check the oil dipstick frequently (every

fortnight) but also part of good car maintenance. The procedure is clearly mentioned in your car’s owner manual. Garage mechanics make a quick buck by getting you to purchase new oil and filter from them, i.e. the mechanic will say that the oil has become dark black in colour and needs to be replaced. But your car doesn’t need an oil change unless you are getting key components like piston seals replaced. The dark colour of the oil is due to the carbon it has absorbed from combustion. Run a car for 10 minutes after a fresh oil change and it will change colour! A periodic oil change is necessary though, due to high temperatures in Bahrain and to maintain engine performance, a change

of oil and oil filter is recommended at 5,000 kms or 10,000 kms varying from car brand to brand. Buy a fresh pack of oil as far as possible and look out for improper storage of

packs before purchase as older oil may not be compatible with your modern car.

Use a proper grade that’s recommended for your car. You don’t need to use an expensive

grade of oil that goes into a E u r o p e a n luxury car for your small car. It would be in the best interest of your car and your comfort to invest in good quality oil. Peace of mind and better resale value are only some of the benefits. Don’t hesitate to ask your dealer for information about the oil they’re putting in your car, it’s your right to have a car that’s running smooth and clean.

OIL AND WATER DO NOT MIX

So do not pour your used oil onto the ground. Firstly, it’s worth noting that used engine oils are mildly carcinogenic and may cause cancer, specifically skin cancer. Don’t pour used oil into the sewage either. Take it to your nearest authorised car service station and they will know how to dispose it. Contact Hudson Quick Service in Bahrain to dispose off used oil.

Boy toy icon - Audi TT 2.0 Turbo

The Audi TT in its new avatar dazzles with performance



By Tushal Bhadang

Heading out on the wide and curvaceous highways of Budaiya leading to the F1 circuit, thoughts about the TT of yesteryear flashed by. The first-gen TT was always good looking and that was about it. People bought it knowing it would never break any records. Women loved the old coupe; it was cute-and-cuddly despite bold lines. Audi did give it a face lift a few years back but still, the promise of a pure Sports performance coupe that would not only look startling but also prove itself in the 0-100 kph club, failed to materialize – until now.

The time had come to lay the red carpet for the only family member that missed a dab of the Audi crown jewels, a "goatee"! Yes, the 2008 TT not only adorns the looks but is creating sensations the world over with its longer, wider and newly sculpted presence. It now looks more purposeful without losing its iconic aerodynamic shape, the low bonnet line with wide-spaced xenon headlamps and bullish stance give it a perception of motion even at standstill, it was raring to go.
It shares some of its lineage from the VW Golf GTI, its heart is a turbo charged 2 litre four-potter, producing 200 bhp@ 6000 RPM. Torque starts pumping your adrenalin from as low as 1800 RPM and a peak torque of 280 Nm keeps you bolted to your seat at 5000 RPM. Redlining the rev counter is too easy and a joy with the 6-speed S Tronic tranny with super-slick gearshifts. The electro-mechanical steering wheel is near-perfectly weighted and gives excellent feedback.

In "S" Sports mode the TT keeps the revs in the red, understandable. Being front wheel drive, understeer is present but controllable with a dab of your right foot. The ride quality is comfortable for a sports coupe. Our test car came with adjustable damping control in the suspension. Audi's 'magnetic ride' damping system adjusts the suspension for firm or soft ride (sports mode on/off) via a switch on the centre console. The system comprises of magnetically charged particles suspended in the oil dampers. When electrical current is passed through them, within milliseconds they change the ride quality from firm and sporty to soft and supple.

Audi prides in technology and the latest in Audi Space Frame (ASF) has been incorporated into the TT. 69 percent of the body is built from aluminium alloy and the remaining 30 percent (of steel) has been used in the rear section to distribute weight evenly. To improve down force (as the car is front engined) a retractable spoiler has been cleverly set into the bootlid. It raises itself at 120 kph but can also be manually raised via a button on the centre console, just for kicks. 100kph comes up very very quickly in 6.5 seconds, as it only weighs 1.2 tons.

Inside, our test car came with red leather upholstery (electrically operated seats) and a simpleton dash with layout canted towards the driver. The buttons are tactile and easy to locate in broad daylight, though interior lighting could've been brighter as we had some trouble locating the switches in pitch dark on the all black dash. Milled aluminium twist vents still adorn the on-dash aircon vents. It feels like a race car on the inside with subtle buffed aluminium garnish all around. The steering wheel is adjustable for rake and reach with audio controls for the 6-disc in-dash CD changer. The seating is low (you sit close to 1.5 feet above the road) and despite maintaining four-seater occupancy, the low roofline is only fit for two adults in the front and dwarves/kids at the back that too for only a spin round the block if they're claustrophobic. Wide front glass gives an excellent view of the road ahead, essential when u want to gently nudge that apex.

Large diameter disc brakes all around are present and essential for the formidably quick shot in the arm power surge the TT is capable of. All the safety aids of ASR, EBD and ABS are reassuringly present, as are four airbags. The limited glass area and fast roofline keep the luggage carrying capacity decent, with 288 litres and with the rear seats down increasing to 700 litres.

Last word
The Audi TT inherits a sports car pedigree, taking its practicality and popularity to a higher level. If you have deep pockets, it is possible to spend a little more on a large 3.2 litre V6 250 bhp motor with quattro (all wheel drive) and it also comes in Roadster form if you want the wind in your hair as you cruise down Exhibition Road. The TT logo on the rev counter and fuel gate lid show the attention to detail in design elements of the car. Wide 245/40R18 tyres are superb, but optional and there are many variations that you can choose for the motor, transmission, paint and interiors. The TT is making all the right sounds and moves that promise to intrigue all motoring enthusiasts.

Rating 5 stars

Car Supplied by Behbehani Bros., Kingdom of Bahrain.

5 stars: Dream wheels
4 stars: Recommended
3 stars: On the ball
2 stars: Just transport
1 star : Very ordinary

Tough as a Tank - Audi A6 3.2 V6 quattro

The A6 keeps it cool even in the searing heat

By Tushal Bhadang

Sportiness and luxury in saloons don’t always go hand in hand. Even with “Sport” packages, the most that is offered is cosmetic stick on’s which wane interest over time. We had the Audi A6 Quattro on test and it sure surprised us. She has bold but understated looks, the kind that would never show its age in automotive design even after many years. With an aerodynamic drag coefficient of 0.29 C_D, she is streamlined and cuts through air like a hot knife through butter. Signature Audi “goatee” with the subtle beauty spot of the “quattro” monogram on the radiator grille gives her the confident look upfront. The rear boot lid has a thin spoiler lip to push the car down from the rear for further grip at high speeds.

The 3.2 litre V6 FSI engine on the A6 delivers 252 bhp @6500 RPM to all four wheels (quattro permanent all-wheel-drive (AWD) technology, with 60:40 power distribution). The free-revving nature of the engine is reigned in by a 6-speed tiptronic powertrain which pegs the torque figures at an exhilarating 330 Nm@3250 RPM. The DOHC (double overhead cam) engine with variable valve accelerates to 100 kph in 7.1 seconds which is more than respectable for this 1.7 ton beast. In sport “S” mode it revs all the way to the redline taking its time to shift up offering the best of available power and torque through the rev range. Despite the long 2843mm wheelbase, AWD gives the A6 the agility and cornering control usually found in lighter sports saloons with sports suspension. Without doubt the A6 is placed in the luxury segment with ride comfort to match. The car floats over uneven surfaces without losing composure. It is quite difficult to upset the car’s balance, we tried. The all-independent suspension is twin-tube gas charged with anti-roll bars, for greater stability and comfort.

Speed sensitive steering wheel needs only one and three-fourths of a turn to full lock! No doubt this increases the turning radius (11.9 metres) but when switching lanes or taking sharp U-turns it also offers precise turn-in when chucked from side to side. You wouldn’t take it to the extremes that we did but it’s reassuring to know that the luxo-barge will not let you down.

Before we get to the all beige interiors, the A6 has a very special feature, a solar-panel sunroof! Solar cells embedded in the glass roof generate enough current to power blowers (with the car switched off) to keep the insides of your car cool under the sun. The interiors are designed around the driver, all the switches are within easy reach and the steering can be adjusted for rake and reach. Cruise control is highly convenient for those long distance jaunts while leather seats are extremely comfortable (all electronic in front) which is class leading. One grouse though is the cheap look and feel of the fake fine grain birch wood beige panel inserts. C’mon Audi, you could do so much better. We would’ve preferred buffed aluminium over this. The perforated and contoured leather wrapped steering wheel is well weighted and has audio control switches, voice command buttons along with buttons to browse through the speedo console display indicating mileage, distance, time, avg. speed etc.

Audi’s MMI is as good as ever with clever controls for the highly effective air-con and GPS, Bluetooth phone and the BOSE 8-speaker audio system with glove box mounted 6-disc changer. In higher models the suspension settings can be changed using the MMI dial and switches mounted on the centre console next to the gear shift. Entry into the car is keyless, you only need to have the key in your pocket, sensors in the door handles detect the same and allow entry through any of the four doors. Press the starter button and drive away. There is no lever to engage the parking brake, its only a switch on the centre console. Even the door panels have ambient lights like on theatre steps. Brilliant!

Safety wise, the A6 rides on wide 245/40 R18 Pirelli P-Zero sport touring tyres mounted on 12-spoke alloy rims for premium grip. Disc brakes all around with ABS, ASR, EBD, ESP and Electronic Differential lock (as it has AWD) work superbly sometimes being overcautious though. The hazard warning lights activate automatically when any of the above safety systems engage under strong braking manoeuvres to warn drivers behind. An army of parking sensors are standard and the A6 boasts of a 5-star EuroNCAP safety rating with eight airbags.

Last word

The A6 is a mid-range luxury saloon that commands the road. It rides low (118mm ground clearance) and maintains a strong rear profile with two exhaust pipes. Rear seats are luxurious and gulp miles under them without any discomfort whatsoever. With a fuel tank capacity of 80 litres, we’re thinking Bahrain to Qatar. The engine has an unending power surge hence the top speed had to be electronically limited to 250kph (European laws). Boot space at 546 litres is enough for most people. We sorely missed the DSG (double clutch) gearbox in the A6, it would’ve made the car more refined in acceleration. Higher end models have active adjustable suspension and various other bells and whistles.

Rating: 4 stars

Car supplied by Behbehani Bros., Kingdom of Bahrain.

5 stars: Dream wheels
4 stars: Recommended
3 stars: On the ball
2 stars: Just transport
1 star: Very ordinary

Night hawk - BMW 525i 2007

The 5 series sedan is re-launched for 2007 with subtle changes









by Tushal Bhadang

BMW has for years stood as a beacon of performance, engineering and luxury with ideals that protect the environment. We received the 525i sedan for test and with bated breath, we pushed the starter button only to feel an expected growl turn into a muted but confident purr. Had the Beemer been tamed? Not really, it now looks more aggressive, with the headlights resembling a hawk’s eyes, the tell tale lights in orange extend over the front wheel arch. Xenon headlights are not only attractive but are also built to ensure maximum spread on the road ahead. Signature kidney shaped grille dominates front look and rear taillight cluster is powered by multiple LEDs that glow according to brake force applied. Soft close doors are also a new feature.

Our test car came equipped with an M Sports aerodynamic body kit, which includes a low front air dam and a rear apron diffuser with added rear boot lid spoiler lip and extended muscular side skirts. Also special are the 19” double spoke alloy rims with mixed tyres (245/35R19 front, 275/30R19 rear with low profile run-flat tyres) and “M” badging. The roofline is low and sums up the features with a “shark fin” antenna. This avatar of the 5-series looks exquisite … especially at night.

What makes the 525i tick is the now up-rated power pack that lurks under the bonnet. A 2.5 litre inline six pot belts out 218 hp@6500 RPM with 250 Nm of torque @2750 RPM which is steady and flat throughout the rev range. She weighs a tad over 1.5 tons and this makes the engine feel slightly underpowered. Mated to a now standard electro-mechanical 6-speed sports steptronic auto tranny (phew!), she revs freely onto the red line. In standard mode the ‘box feels lazy and disinterested, in DS (sports mode) it revs hard but is the most fun to drive in manual shift mode, its weakest point being its low down power surge. She does have her fleeting moments though, as she reaches the magical 100 kph mark in 7.5 seconds and gets there in style. Cross 4000 RPM and the motor comes into its own, surging and subsiding with uncannily smooth, seamless gearshifts. In the upper reaches beyond 6000 RPM there is a fierce and distinctive BMW inline engine induction howl. Lovely!

Steering response is impeccable; there are very few cars which boast of turn-in precision when chucking it mercilessly into sharp corners as the tyres plead for lateral grip. Under-steer for the Beemer was unexpected, especially with fatter rear tyres and being rear wheel drive, but lack of sports suspension might be at fault. The test car also missed the optional “Active Steering” which is known to improve cornering precision and stiffer movement required for high speed driving. At speeds over 100 kph, the steering felt light despite the heavy motor upfront. Placing the gearbox further back and modifying the chassis for better weight distribution has brought about balance in her form.

BMW’s iDrive computer system is often compared to its German competitors and despite all our efforts to get used to, it just didn’t cut the cake. Okay, she doesn’t have a dash or centre console resembling a mini Hi-fi system, but sometimes just pushing one button is so much easier than turning a knob many times over to do the same thing. The dual zone climate control system works quickly and efficiently, users can also programme the zones which need more cooling. The interiors are dominated by a black metallic painted panel trim which runs through the Dakota (natural brown) leather interior. Front driver seat is fully powered with two memory settings. Additionally the rear glass area is equipped with blinds. Don’t be surprised if you see an executive choosing the rear seat over driving it himself, they’re extremely comfortable. The steering wheel has controls for the 6-disc changer audio system (with iPod jack in the glove box), button for voice-activated features and Bluetooth phone controls. Anti-glare mirrors make night driving a whole lot easier.

The list of acronyms available as standard for safety is longer than ever before, including: ABS, CBC, ASC, DSC, DTC and DBS. She has 4-stars in the EuroNCAP safety ratings and has eight airbags which deploy only in the zones that require it in case of an emergency. An army of parking sensors help in slotting it perfectly between the dotted lines.

Last word
Rating the 525i has been one of our most challenging tasks. It associates itself with being connected with the driver to provide an exhilarating motoring experience. Yet it lacks features that should be standard in its class. Fuel efficiency on the 525i has also been bumped up so it sips even lesser now. The bigger wheel size hasn’t helped the car too much apart from gaining visual appeal. Adaptive headlights, infrared night vision, a head-up display, active cruise control, active steering etc are all optional extras. Overall she is neither anaemic, nor aggro, she’s just about right.

Rating 4 stars

Car supplied by Euro Motors, Kingdom of Bahrain.


5 stars: Dream wheels
4 stars: Recommended
3 stars: On the ball
2 stars: Just transport
1 star : Very ordinary

Achtung baby! - VW Golf GTI 2007

The fifth generation Golf GTI is all things to all men

By Tushal Bhadang

Volkswagen (VW) launched the first Mark I Golf GTI way back in 1974 as a 2-door hatch and was an instant hit because it offered more value for money and went faster than most other sports cars of that time. Over the years it became bigger, bulkier and slower. But the new Mark V GTI is in a league of its own. VW have paid attention to details, even today, the honeycomb front radiator grille on the car has a subtle line of red lip gloss making it beautiful enough to be recognised. The well rounded corners and flared wheel arches are anything but over aggressive. Our test car was 4-door Lemon yellow coloured chick magnet.

All the important sporting details are there but so subtly that it doesn’t attract undue attention. The brake callipers for instance are sporty red in colour, bi-xenon headlamps and low mounted fog lamps light up the road adequately (you can even program them to stay on for longer after you lock the car). You can take the GTI to a hotel and expect the concierge to open the door for you.

The true spirit of the GTI has returned with double the power compared to the first version. It develops 200 bhp from a 2 litre, 4 cylinder turbocharged petrol engine. There is usable power throughout the rev range and the torque at 280 Nm @ 1800-5000 RPM is a shot in the arm that keeps you bolted to your seat as it accelerates to 100 kph in 6.9 seconds! Usually car equipped with turbochargers have turbo lag (within a turbocharger's operating range, lag is the delay between the instant a car's accelerator is depressed and the time the turbocharged engine develops a large fraction of the power boost). The GTI has little to none of it from speeds as low as 50 kph in 6^th gear it just charges ahead.

Mated to 6-speed DSG (double clutch gear) gearbox from Audi the transmission is smooth as silk. And it also has tip-tronic shift with sport mode and F1 style paddle shift on the steering wheel. The GTI has the puppy dog enthusiasm to take the corners tighter and faster. It happily swings its tail out if pushed harder despite being a front wheel drive car. Unlike SUV’s it won’t drink up a litre of fuel as you park the car. Its fuel efficiency and performance are both award winning. It rides low but weighs only 1380 kilograms.

Sports cars usually have a stiffer suspension, it aids handling. The GTI’s all independent suspension package; McPherson front axle with anti-roll bars with wide track and 4-link rear axle assures dynamic performance especially on sharp bends. The ride is firm but comfortable. Our test car even came with a tyre pressure monitoring system.

The interiors are German dull black with red and blue backlit dials. The model we tested had a sunroof, heated leather seats (with GTI embossing), 6-disc CD changer, dual-zone climate control (with rear cooling vents), a multi function trip computer with controls on the steering wheel (contoured and clad in perforated leather) and to top it off — cruise control. The door panels, knobs and switches are good to touch and look like they’ll last a lifetime. It has a cooled glove box, rear seat armrest and enough leg-room in the rear for those less than six feet.

The GTI rides on wide 225/40R18 tyres with Detroit 5-spoke alloy wheels, disc brakes all around provide excellent stopping power and safety aids like ESP, ABS, EBD are highly effective. Additionally, there are ten airbags in the car and it has been awarded a 5-star EuroNCAP safety rating.

Last word
The Golf GTI may be a small car; its boot is big enough for your dog to play around in, with the seats down it large enough to move your desk. It’s a safe car; something even women will enjoy driving. The GTI does everything you could possibly want from a car. You can take your children to school comfortably, practically, safely and then on the way to work, you can give it some stick and go bonkers! The engine has a lovely rasp as the revs climb, it redlines at the blink of an eye and we enjoyed the orchestra. In its 2-door version, it becomes better suited to a newly wed couple. We’re actually pressing hard to find faults with this car; Guess the only thing we can complain about is the lack of cup holders. Buying this car over SUVs would do the world some good.

Rating 5/5.

Car supplied by Behbehani Brothers, Kingdom of Bahrain.

Red light racer - Chevrolet Lumina LTZ, 2007

The Chevrolet Lumina gets a makeover for 2007 and is eager to burn rubber



By Tushal Bhadang

Rear-wheel-drive sedans have a different feel to them. They’re ready to swing their rears out even at the slightest tap of your right foot. They’re merciless. We received the latest Chevy Lumina LTZ trim for a test and she looked dazzling in white. Her low roofline and creased bonnet lines, side profile…oh so delicious. It’s a big change from the curvaceous last gen model. The wheels are placed far and wide, it rides low and makes its presence felt (we got quite a number of looks). The long wheelbase (2916 mm) benefits it immensely, creating a roomy interior and equally deep boot space. This design form also lends it stability on high speeds. The pronounced flared wheel arches ooze aggression and authority. Meaty 225/55R17 Yokohama high performance tyres mounted on 17” buffed aluminium alloy rims add sparkle to the ride.

At the heart of all the horsepower is a 3.6 litre V6 powerplant churning out a healthy 240hp @ 6000 RPM. Torque starts at an exciting 2600 RPM with a 335 Nm output which will leave a trail of black strips across the white line. Mated to an all-new 4-speed auto box with enhanced gear ratios and a new input speed sensor that matches the engine revs to the gear changes. She is ready to pounce with the slightest tap, in a way the power rushes through very suddenly and before you know it, it’s doing over 100 kph, which comes up in under 7.8 seconds! Handling is precise and the turn-ins are sharp but oversteer is positive, traction control struggling hard to keep it in a straight line. The car is a joy to throw around corners and feedback from the steering is positive. Actually, this car is so crazy, it’s a silent mile-muncher on the highways and city streets, but at the same time, a little prodding and it will rival an equally powerful sports coupe with a sensational exhaust note that starts from as low as 3000 RPM. A multi-link rear suspension system allows for outstanding handling without sacrificing ride comfort for occupants. A “Sport Shift” button does extremely well in revving the engine to the red line through shifts for maximum performance.


The 2007 model range has been designed and created at GM Holden's US$4.5 million state-of-the-art design studio in Port Melbourne, Australia. The facility is part of a GM global centre for rear wheel drive vehicle excellence and has earned its reputation and position through delivering internationally successful production cars as well as breathtaking concept cars over the past few years. But even this amount of investment in the facilities couldn’t make the interiors top notch. Yes, it is smart but lacks finesse. The Lumina uses an intuitive, simple-to-use driver information centre (DIC) which comes as standard across the model range. The primary interface for the DIC is located on the new-look steering wheel and includes mouse like scroll wheels and easy-to-use buttons. Primary data is located in the centre of the instrument cluster. A secondary set of controls and display is located on the centre of the instrument panel. Dual zone climate control, electric seats, and Blaupunkt 6-disc in-dash CD changer with auxiliary input jack and parking sensors are added goodies. The leather wrapped steering wheel is super sized for this car, a smaller one would be better. The boot-lid is opened via a button that’s placed behind the glove box lid, why would you hide it Chevy?

The LTZ comes with four airbags (driver, passenger and side impact) as standard. The brakes are on the spongier side but getting used to them didn’t take long. Discs on all four wheels with ABS, EBD and TCS are standard. Traction control can be switched off for drifting fun at the BIC via a switch on the centre console.


Last word
The Chevy Lumina is a one of a kind multi-national car, why? Its designed and built in Australia with parts from Canada, Germany and Brazil (etc.) put together by an American company. Looks and performance apart, she comfortably seats 5 passengers and returns reasonable mileage (provided you don’t have a lead foot) for its power output. The interiors are standard fare, lots of aluminium-finished plastic and glossy wood trim, but the fit and finish leave a lot to be desired, they don’t feel that upmarket. The SS trim level comes with an eat-your-heart-out 6 litre V8 monster spitting out 360 hp with 530 Nm of torque to boot. With many more goodies like crash avoidance technology, Sat-Nav, leather interiors, aluminum pedals and (hold your breath), a 6-speed manual transmission! Built for the red light racer! Buckle up and don’t over-speed though.

Rating 3/5

Car supplied by National Motor Company, Kingdom of Bahrain.

Make Way For Santa Fe - Hyundai Santa Fe 2007

With the right recipe even the Koreans can make a lovely cappuccino



By Tushal Bhadang

We think a new term should be coined after this vehicle, “We’re Santa Fe’d”. Placed in the market to appeal to the young banker or the under thirty something population (including damsels in motoring distress), Hyundai calls this machine a soft-roader. An SUV for snob value, more show, but just enough go.

The last generation Santa Fe resembled something you ate for breakfast – a croissant. Puffy at all the wrong places and it kept throwing its weight around on fat rubber. The Santa Fe for 2007 is designed in USA and built to appeal to the young gen American (so they claim). Smooth flowing lines dominate its exterior with the trademark Hyundai smiley radiator grille. Wrap around projector headlamps and precariously low fog lamps make an impressive front with a long sloping bonnet accentuated by subtle creases. It looks best from a three quarter angle. Large 18-inch alloy rims shadowed by bulging wheel arches define its stance. The tail light cluster, tail-gate and dual exhaust tubes are sleek in appearance. She just visited the beautician. It still retains its side handle to open the lift-up mechanism at the rear. And we would like to bring to your notice the “4WD” badge on side of the Santa Fe – it’s not just text, it’s full time.

The Santa Fe doesn’t have that big a heart, producing just 138 bhp from a 2.7 litre V6 power plant at 6000 RPM it manages to do a decent job on the road. The torque figures are what impress. Belching out 248 Nm @ 4000 RPM, mid-range power delivery is her forte. A 4-speed automatic tranny with on the fly tip-tronic control seems to eat away at whatever the engine produces. Acceleration from standstill is anything but tarmac shredding, 0-100kph comes up in 11.4 seconds. On the black, she performed better than expected, unlike other tall SUVs which display tremendous body roll, the Santa Fe seemed calm and composed even while taking sharp turns. The feedback from the steering is positive and we could always feel the changing road surface with excellent track, handling and minimal yaw or pitch. A long wheelbase of 2700mm aids its comfortable ride, and it has dropped its control-arm rear suspension for a multilink setup while retaining a strut-type front-suspension. This translated to car-like cornering confidence (Hyundai, what were you doing till now?)

Off the road we can’t emphasize enough about how hard we tried to get it stuck in really bad terrain. Knowing it doesn’t have the power to climb treacherous rock faced mountain faces, we even gave it that with 4 passengers on board! And the result – not once did it get stuck, lose composure, or huff and puff and sink. The little 2.7 litre monster just took all the thrashing we gave it with the electronic 4WD lock positively engaged via a small button behind the shift lever. We call the engine little because looking at the size of the vehicle and its kerb weight of over 1.8 tons, it managed pretty well. 235/60R18 Kumho Sports Touring tyres are responsible for all that she did on and off the road coupled with a short turning radius of 5.45 metres which make it a joy for chuck-ability.
Interiors – now this is where all the efforts seem to lose focus. The model we tested came with leather upholstery and it looked and felt like anything but leather. The instrument lights are bright enough to blind you, though there is a dimmer dial to the rescue. In cabin noise is low and CD audio system up to expectations. Hard plastic panels and dash garnished with garish fake wood is not our idea of pleasing interiors. Regular buffed aluminium finish plastic will do Hyundai.
ABS, EBD and ESP are standard features with disc brakes on all four wheels. Driver and front passenger air-bags are the norm these days but in the new Santa Fe’s case, it also enjoys a 4-star safety rating from EuroNCAP, though that is only for models with the full entourage of over 8 airbags.

Last word

We’re flipping to think why there aren’t enough Santa Fes on the road. Our test model had all the creature comforts that make driving on and off the road pleasurable and its reassuring to know that you wont come back home with the exhaust pipes in your boot if you do choose to take it for a little adventure sports. Yes, interiors are not the best in the class, but it’s a proper seven-seater with air con at the rear. It’s a very capable soft-roader that is safe, built well and though under powered, it scores extra points for fuel economy. You can’t compare apples and oranges.

Rating 4/5

Car supplied by First Motors, Kingdom of Bahrain

Modern torqueing - Audi Q7 (4.2l & 3.6l quattro)

Audi and the quattro all-wheel drive system are synonymous with power and precise control







By Tushal Bhadang

Do you recall how your spine tingles when you’re about to lay your hands onto that new 3000 Watt home theatre system blaring out music that could wake up neighbours two blocks away? The Q7 SUV Audi comes with the same spine tingling Vorsprung durch Technik – as standard. It’s no small goat though, at 5086mm from bumper to bumper the Q7 is long by a stretch, consolidating 2177mm of width and you don’t want to get into a tight spot. But she is beautiful like no other. Smooth flowing lines with nothing added as an after-thought give her a robust appearance.
Audi’s radiator grille is the most distinctive, the four rings logo dominate the vents and large goatee-shaped chin is sure to scare motorists up front. It’s stance is muscular and aggressive and though appearing bulky, she scampers like a scalded cat if given some stick. We received two variants of the Q7 the full blown 4.2 litre V8, 350hp monster in goat’s disguise and the tame but equally brilliant cheetah all of 3.6 litre V6 pawing out 280 ponies which snarl with fierce intent.

Despite varying power outputs the basic character of both cars is similar. They both growl from anything above 2500 RPM but the V8 thumps out a humongous 440 Nm of torque @3500 RPM pushing you back in your seat. While the V6 does the same a little less aggressively at 360 Nm of torque ranging from 2500 to 5000 RPM giving it immense mid-range thrust. The V8 provided a phenomenal driving experience, mostly due to the quattro all-wheel-drive system which is a remarkable piece of engineering in itself but also in part due to the adaptive air suspension package. It electronically controls the adaptive damping system on all four wheels, i.e. raising the vehicle height up to 60mm (lift mode) for off road action and lowers height by 28mm for high speed highway cruising (dynamic mode). All vehicle dynamics are managed by the Audi MMI (multi media interface) system mounted on the dash. Also included is an ‘automatic’ setting where the vehicle analyses the road dynamics and adjust the suspension damping and level accordingly. The V6 powered Q7 comes without these and other bells and whistles.

Both variants come with a standard 6-speed automatic tiptronic transmission with near perfect gear ratios and an “S” mode that more than judicially keeps her revving close to the red line in every cog. The Q7 in both variants is equally comfortable and does exactly what Audi claim, be a big, comfortable and very very fast SUV. Off the black, the Q7 is not the most capable of vehicles, partly due to the tyres (low profile Bridgestone 275/45R20 designed for wet performance and road comfort). It can handle some mini sand dunes but that’s about it. It takes corners with aplomb and feels like its on rails. It is the nature of large SUV’s to understeer heavily, but the Quattro system prevents this to a large extent by controlling power to all four wheels. The V6 though provided a better driving experience as it was noticeably lighter and took tighter turns with ease.

There is so much to talk about the interiors. Audi bathe you with luxury from the best cows a.k.a leather seats. The big daddy V8 also gets additional safety features as standard, with blind-spot alerts in the wing mirrors and active glare protection from auto dimming rear view mirror. The baby Q7 gets the Audi open sky system which lets in the sun when retracted and also has a tint and fine mesh sun protection cover that rolls in/out at the flick of a switch. The MMI system comes with a host of goodies which include mobile phone bluetooth, in-dash 6-disc Bose audio CD changer, active GPS navigation system, vehicle settings and also self system check amongst many others. You can go to the extent of specifying how long you want the headlights to be on after you leave the car and even set the speed limit warning to beep at a speed you choose! Boot space (min. 775 lit., max. 2035 lit.), rear legroom and overall storage space is exemplary. Road noise too is extremely low.

Like other models in its product range, the Q7 comes with a host of airbags and active safety measures and enjoys a 4-star EuroNcap safety rating. Large-diameter (ventilated 350mm front, solid 330mm rear) provide the most reassuring stopping power under any condition. Dual-circuit brake system with diagonal split ABS with EBD, electronic differential lock, traction control system (ASR – what’s that?) and ESP are standard on all variants.

Last word
The Q7 is a phenomenon but it is in a way over-engineered to perfection. All the technology is a little distracting and the silky smooth ride is missed as you keep playing with all the toys. But you do reach your destination very quickly. She is capable of carrying five or seven passengers in cool comfort (multi-zone climatronic air con). Nudging 2.3 tons of kerb weight she feels solid and planted. For practical reasons, we would vouch for the 3.6 litre V6 Q7, it is nimble, relatively simple and has most of the gadgets with many options and moreover more efficient than the V8. Though if you are looking for more power, the V8 is the one for you.

Rating 4/5

Car supplied by Behbehani Brothers, Kingdom of Bahrain.

Free Spirit - Land Rover LR2 / Freelander

The Land Rover Freelander receives a new upmarket image and is now called the LR2



By Tushal Bhadang

The all-new LR2 from Land Rover looks fresh and zingy! Straight out from the gym with a sporty stance and long bonnet for this class of vehicle. The wire mesh radiator grille added some element of class to the LR2. The version we tested even came with extra body cladding which gave her a lower ground clearance and more road presence as a sports SUV. Sharp chiseled lines go across the body from front to rear making her look more compact than it is, a small vent on the front wheel fender giving a classy look indicates the Freelander has grown up and started stepping into its older sister Discovery’s shoes.

Powered by a new generation of i6 inline transverse mounted six-cylinder engine, she seemed set to take up challenges with mediocrity. Producing 233 PS@6300 RPM and an amazing torque of 317Nm@3200 RPM, the not so free-revving engine is made completely of light weight die cast aluminium alloy, definitely a bonus in overall weight reduction. A 0-100kph time of 8.9 seconds gives a sports-car-like rush of adrenaline. Despite the high torque figures, its jerky torque delivery off the road turned into short spurts instead of smooth climbing motion. The LR2 has a host of gadgets in its arsenal, primarily the stability systems of Emergency Brake Assist, Electronic Traction Control, Corner Brake Control, Dynamic Stability Control and Roll Stability Control, which are standard systems through the range. It’s tall body proving to be a bit of a swinger, as we negotiated tight corners on the road, it seemed to have more pronounced body roll which was no doubt corrected by the stability systems but in the end took away driving pleasure.

Off the black, she performed reasonably well, the major hindrance being the extended bumper and side skirts which deprived it of its approach, ramp break over and departure angles, reducing them significantly. Ground clearance of 210mm and wading depth of 500mm are impressive in this segment. The large turning radius of 11.4m is again a compromise in tight spots. Land Rover now has a brilliant Terrain Response system which is mated to a full-time 4x4 gearbox with an electronic centre coupling comprising of six forward gears with Command Shift (aka tip-tronic). A knob (very awkwardly placed behind the gear shifter) controls the off-road terrain settings namely, general driving, grass/gravel/snow, mud and ruts and sand. The hill descent control system is smart and automatically engages when descending hills in case you forget to switch it on.

Our test car came with all black, dull interiors, which made the cabin look small and dreary. A 6-disc in-dash CD changer with nine speakers provided entertainment. Driver and passenger seats are comfortable and have excellent lumbar support. People taller than 6 feet would have problems getting into the rear seats as the legroom is minimal. Steering wheel (adjustable for rake and reach) has entertainment, cruise control and trip computer switches. Powerful air conditioning performs well even under extreme engine loads and is enabled with dual temperature control for driver and front passenger.

Commanding a 5-star EuroNCAP safety rating the LR2 comes replete with a set of 10 airbags hoping that the need to use them never arises. Reverse vented front disc brakes and solid discs in the rear provide excellent stopping power. 17’ alloy rims with 235/65R17 all-terrain tyres look small on the outset.

Last word
The Land Rover LR2 is an engineering masterpiece. But it takes away the feel of the road by intrusiveness of the many electronic gadgets trying too hard to make sure you don’t crash into a lamp post. Despite being poised as an up-market SUV, it is only a 5-seater with the wrong shoes on it without a sun-roof or all-round parking sensors. Surely Land Rover could’ve made the lower priced variants with more options as standard. Land Rover enjoys a prestige value that is associated with performance and go-anywhere attitude, the LR2 the smallest in their range at this trim level offers an above average feel with a superior badge.

Rating 3/5

Car supplied by, Euro Motors, Kingdom of Bahrain

Heavy metal thunder - Dodge Charger SXT 2007

After a long period of absence Dodge has brought back the original bad boy of all cars





By Tushal Bhadang

When we get cars for test drives, there are many that we are eager to test and then there are the ones that we would leave our wives/girlfriends for. The Dodge Charger in its 2007 avatar had our tendencies inclined towards the latter. It’s bad to the bone, the big daddy, even cops use it now (in R/T form), the Charger is the epitome of the automobile phenomenon defined as American Muscle. Styled with an aggressive nose which extends beyond the headlights and rear muscular wheel arches, the straight but chiseled lines of the bootlid endow the Charger with looks to kill. The Charger rides low making it pure mobster heaven.

A quick twist of the key and we knew from that moment on, this was one thrill ride ahead of us. Though we had the ‘regular’ 3.5 litre high output V6 in the SXT trim for the test, it was more than enough to send our pulses racing. Developing a massive 340 Nm of torque at 3800 RPM and 250 bhp from 6400 RPM. The Charger is rear-wheel drive and Dodge has made sure that they receive all those ponies in the quickest way possible. Via a 5-speed AutoStick transmission, the car takes a little getting used to as the length is formidable and requires skill to control, a vague steering response didn't help much. A five-link independent rear suspension puts the leash on the horses that give the car not only a smooth ride but also the strength required to handle the G-forces it can create in the corners. This set-up not only reduces tyre roar and road noise but also lowers the unsprung weight which aids dynamic handling and lots of drift with the ESP (Electronic stability program) switched off. The Charger can shred tarmac and it does this via a smart rear differential which employs a synthetic lubricant that lasts the lifetime of the vehicle and also increases the fuel efficiency.

Don’t blame the driver if you see a the rear tyres smoking, it is that powerful, riding on 18-inch chromed aluminium wheels and wide 215/65R18 with touring tyres with P speed rating, it’s a win-win combo of amazing grip and long distance cruising comfort. On the inside the SXT trim comes with many of the goodies found in today’s cars. The trim is hard and plasticky and storage space is minimalist despite the size of the car. The seating position is low with a high windowsill and large but chunky steering wheel that is adjustable for rake and reach. Driver’s seat is adjustable for height but is on the softer side. A powerful air conditioner keeps even the rear passengers cool with separate rear vents. Generous legroom at the rear makes it a comfortable joyride. A 6-speaker, single CD with radio audio system spells entertainment in the Charger, though a number of optional packages with steering mounted controls and Boston Acoustic system are on offer in higher models.

Passenger safety is addressed via front airbags for driver and passenger; higher end models have side and curtain airbags as well. Disc brakes all around provide noteworthy braking efficiency but lack feedback. ABS and EBD are standard on all models.

Last word
Though we didn’t have the opportunity to test the 5.7 litre HEMI V8 or the 6.1 litre RT8 engined Charger, the baby Charger does exactly what it was designed to do – shred rubber. We do have a concern over its panel gaps also the interiors are hard plastic in a dull grey and black combo, which are a put off. It lacks essential parking sensors too. It has most of the features that complete it as a 4-door sedan, every kid on your block will love you and the Charger has the ability to change your personality, its cool in every way. It’s a wish of ours to see the Charger in coupe form, maybe Dodge should consider.

Rating 3/5

Car supplied by Behbehani Bros., Kingdom of Bahrain

Macho Mountaineer - Mitsubishi Nativa

Mitsubishi has a long heritage with rallying and off-road cars, the 2007 Nativa SUV is put to the grind.



By Tushal Bhadang

There are classy and expensive looking off-roaders and then there are the kind that don’t look as good but do just as well or even better. The Mitsubishi Nativa doesn’t offer much in terms of appearance, it resembles the last generation of L200 4x4 pick-up truck (marvellous machine) but with better finishing and body garnish. Something like a spruced up, family friendly pick-up truck without an open cargo bay. The term “Bang for your buck” holds true for the Nativa.

A 3 litre 24-valve V6 gasoline powerplant gives the Nativa its low end grunt and mid range torque. Maxing out at 188 bhp @ 5000 RPM and with impressive torque of 264 Nm @4500 RPM the engine though powerful, seems to wheeze as it ploughed through dunes and rock scattered craters. The gearbox is again reminiscent of the L200 but with a 4-speed INVECS-II auto box mated to a 2WD/4WD selector (exactly like the L200) which required the shift to neutral before locking the transfer case for high/low range. Ground clearance at 215mm is more than sufficient for almost any terrain you can throw at it. Weighing in at 1.8 tons on the kerb, it coasts through deep burrows and slick sand. We were so sure footed with the Nativa, it gave us the confidence to take on near 50 degree uphill climbs and even steeper downhill drops. In 2WD mode it provides sporty fun with all power being pushed to the rear wheels.

Handling in the rough is very impressive with a stable track despite the long wheelbase of 2725mm. The excellent suspension with a double wishbone with torsion bar springs in the front and rigid 3-link coil springs in the rear provide the stability that defines its ride. 245/70R16 wide and chunky tyres mounted on light weight alloy rims gave the best of both looks and traction on varying surfaces. Fog lamps add extra visibility in night time driving.

Interiors on the Nativa are rugged and purpose built. The ball and nut power assisted steering wheel can only be adjusted for rake and doesn’t do justice to provide proportion to the cars size, should’ve been thicker. Leather covered seats (drivers seat is height adjustable) and gear knob are added luxury. The air conditioner is powerful but still controlled by knobs. Power adjustable and retractable side mirrors, power locks, power sun roof and power windows are brilliant to have. A multi-meter compass featuring a battery volt meter, navigation compass, outside temperature display and oil pressure is centrally mounted on the dash. Cruise control in the Nativa’s price range is a bonus. A cassette player (CD player is optional) is offered as standard with 6 speakers. The Nativa has a number of storage spaces enough for a family of five. The rear reclining seats have abundant legroom and can be folded down (60:40 split) to increase rear luggage room.

Safety off the road is important, the Nativa features well placed grab handles on the inside for front and rear passengers. Driver and front passenger air-bags are standard. All round disc brakes with ABS and EBD provide excellent brake feel and stopping power.

Last word
The Mitsubishi Nativa is a solidly built off-roader with all the essentials in place. The engine is powerful but the automatic gearbox doesn’t complement its rev happy nature. Pulling power in lower gears is sedated while the mid-range and top end provide all the thrills. Road handling is mediocre but sharp and precise turning radius earn it extra brownie points. The Nativa is a brave soul, she won’t skip a beat even when you are in doubt of its potential. It even makes an ideal city vehicle as the exterior dimensions are parking lot friendly and interiors passenger friendly. Its a lot more for reasonably less, Japanese style.

Rating 4/5

Car supplied by Zayani Motors, Kingdom of Bahrain

Power with punch - VW Touareg (V6)

Volkswagen and Porsche jointly developed the Touareg, no wonder it's got a rumble in its belly





By Tushal Bhadang

LAUNCHED IN 2003, VW AND PORSCHE WANTED to add a luxury SUV to their line up, the goal was to develop a car that could handle the chicane as well as the swamp. The 2007 Touareg (The name is derived from the French moniker for the nomadic Tuareg tribe and is pronounced “TWAH-reg” ) has a new dynamic face, a bigger goatee (Audi Q7) and even more aggressive headlamps (enabled with VW’s bi-xenons with static cornering lamps). New features also include a new taillight cluster and a fresh set of wheels.

The car we had on test was the 280 hp V6 FSI gasoline powered mini monster. VW also have on option a more powerful 350 hp V8 engine on offer. The V6 developed 360 Nm of torque at 5000 RPM. To people these are just figures, but when put the test, the more torque one has on tap the better it is. Mated to a 6-speed automatic gearbox with manual override, the power delivery was seamless. She shifted up in such a rush that by the time you got up to 70 kmph, it was already slotting into 6th gear. Strange.

4XMOTION is what VW calls its permanent 4-wheel drive system which is backed up by a smart electronic differential to distribute power efficiently. Switching to low range is via a knob mounted near the stick shift but one has to shift to neutral to engage the centre differential lock. With so many gadgets on offer, we couldn’t resist ourselves from taking it where no Touareg had been before on the island. Designed to attack steep slopes of 45 degrees and rivers with water level up to 58 cm, she looked eager to attack the dunes. It took on steep slopes with aplomb, impressing with its torque and ground clearance.

The problem with most luxury SUV’s is that they come with wide road tyres and the Touareg is no exception. 275/45R19 mounted on ‘Terra’ alloys worked well on the road, but off road they didn’t provide the comfort that is expected. The ride quality is very firm and the wide footprint often saw her struggling in super-soft sand where the importance of proper off-road tyres was felt. By appearance, she looks like a soft-roader and we ourselves didn’t expect it to do much as this option also lacked the height adjustable suspension. It impressed us the most when it tip-toed into a steep creep (on 2 wheels) with a very rocky entrance. Ground clearance, power and weight distribution came into play and the feat was achieved with remarkable agility and precision.

Cream all leather interiors pronounced luxury with a two-tone dash board in brown and beige. Burr Walnut wood inserts gave added comfort. Dual climate control and in-dash CD player with 6 speakers kept our journeys entertained. VW always pays attention to detail, all switches were within reach, a clever sunroof design controlled by a rotary knob instead of vague buttons is so much better. The rear windscreen also open up separately instead of having to open the whole bootlid to load it up. Heated driver and front passenger seats are electronically adjustable. The small but chunky leather wrapped steering wheel gives the right feel to the size of the car. Parking sensors mounted on the front and rear bumpers provide easy visual and audio guidance when parking. Storage space is above average with a cooled glove box. Power steering is adjustable for rake and reach and contains the central user interface and also audio and cruise control. The speedo console is as detailed as other VW models with outside temperature, fuel efficiency, distance/time travelled etc. Also included in the Touareg is a battery Amp meter and separate gauges for engine and oil temperature.

Safety-wise, ESP, Traction control, ABS, EBD and a set of 6 airbags for front and rear passengers secures all occupants. EDL (Electronic differential lock) provides a smooth start on road surfaces with bad traction. Additionally, the Touareg enjoys a 5-star passenger and 4-star child safety rating from EURONCAP.

Last word
The Touareg provides the thrills of a well-built car in a package that looks good and performs extremely well from a position where people don’t normally expect it to. She goes about her job in an orderly fashion. The rumble in her belly is that of a motor that’s raring to go. The car is intelligent but it can do so much more with better ride quality and beefier tyres. Its red and blue backlighting for switches and gauges is snazzy, rear seat passengers are also showered with luxurious reclining seats. The Touareg is for those who want a super-sport SUV but without the prohibitive price tag.

Rating 5/5

Car supplied by Behbehani Bros., Kingdom of Bahrain.

It's on steriods - Kia Sportage

Impressive mountain goat



by Tushal Bhadang

WHAT GOOD IS AN SUV THAT CAN’T GO anywhere its pointed towards? People have come to expect the moon in terms of performance from an SUV and to an extent their demands are justified followed by a very high price tag too. The Kia Sportage started life in 1995 as a not so large 4x4 option from Korea. With a puny powerpack under the hood, it was more of a kerb-climber than a hill-climber. Over the years, Kia has matured, in terms of overall quality, trims, features and with a host of new engines to plonk into brand new models.

It even looks good now, with flared wheel arches and creased bonnet lines for the metro-sexual look. Many of its models also feature high on the J D Power satisfaction ratings and the EuroNCAP safety ratings. The Sportage we had for the test belched out 175 ps @ 6000 RPM from a 2.7 litre V6 all-aluminium DOHC VIS (Variable intake system) powerplant. It’s the torque output that kept me firmly in the drivers seat, at 241 Nm @ 4000 RPM, managing to propel the heavy-weight (1696 kg) scampering into the horizon with a time of 11.3 seconds from 0 to 100kmph. The torque didn’t come in like ice cream scoop dollops but climbed up the graph in a smooth latte fashion (very likeable). Mated to a 4-speed shiftronic (H-matic) auto tranny, the gearshift was satisfyingly quick and let the engine have its way. Not many 4x4s do this, shift and kickdown lag too is acceptable.

Testing it off the tarmac at our favourite spot, the all-wheel independent suspension is
tuned to absorb all the rut, pits and rocks that are thrown at it. In 4x4 mode, when attacking a roughly 35 degree incline (though the brochure only states 28 degrees) and with ESP and TCS activated, it took the challenge with aplomb. As much as 50 per cent of the power is diverted to the rear wheels when the situation demands. It gripped well even on side slopes at 30 degree side angles even on soft sand. The 215/65R16 tyres are not very large but do the job well providing a good ground clearance of 195mm.

On the black, the Sportage’s road dynamics change significantly. The soft gas-charged suspension turns mushy and the car skitters when taking corners, road noise is acceptable but it tracks straight and true. The Koreans have always been nifty at providing near to perfect ergonomics. A lot of attention has been paid to make all the controls and switches within easy reach of the driver. Clever fold-in cargo hooks are provided in the front foot well and rear doors. A push button sun-roof for those sunny days is tinted for comfort. The steering column is adjustable for rake and reach and cruise control stalk is well placed. Single disc CD system with 6 speakers and excellent sound output. The rear loading bay is comfortably low, a cargo chute (in the form of glass panel) saves the hassle of opening the whole boot lid. A powerful aircon is efficient but loses performance when in 4x4 mode. The speedo console has an intelligent trip computer display for outside temperature, mileage, economy and other info. The Kia sports driver and passenger airbags, a stronger and stiffer body structure, all-wheel disc brake system with ABS, ESP and TCS. Which makes it one of the best in safety for its occupants.

Last word
Kia is the second largest Korean car manufacturer, they have learnt from their mistakes and are today at par with Japanese counterparts in many ways. As a package, the Kia Sportage will not disappoint, not all SUV drivers are boy racers and will hardly push the car to its limits. But it is reassuringly good and feels solid under everyday driving conditions. Yes, the soft suspension does tend to bottom out, the steering wheel lacks feedback but then we’re not nitpicking, its capable very capable. Sportage is also available in lower trims, a smaller 2 litre engine and also in 2 wheel drive version.

Rating 4/5

Car supplied by A.A. Bin Hindi, Kingdom of Bahrain.

Looking for adventure? - Jeep Compass

The 2007 Jeep Compass is a crossover vehicle that’s trying to tiptoe into car territory mated to some of the performance features of an SUV



By Tushal Bhadang

JEEP HAS ALWAYS CARRIED THAT MACHO GO anywhere image that dictates off-road performance and the Compass points towards Jeep’s brand new direction – they want to manufacture cars now! The puppy dog eyes and rounded body panels soften off-road aggressive looks of a normal 4x4. Officially the closest relative to the Compass is the Dodge Caliber (which shares a similar chassis and body shell) with a larger heart.

The 2.4 litre, DOHC, dual VVTI-4 gasoline engine works hard to pump out 170 hp maxing out at 6000 RPM. Torque (essential off the road) of 220 Nm peaks at 4500 RPM. The sequential multipoint injection engine is mated to a CVT2 (continuously variable transmission) auto box with a simulated 6-speed stick shift. Transmission via the full time 4WD Freedom Drive-I technology is smooth and silky. The throttle is of the Euro-box kind which has a very interesting feature – a firm detent at the end of its travel, bury your right foot and the 4 potter zings all the way to 6000 RPM and stays there!

Gearshifts are smooth and it manages to clock a 0-100 kph time of 9.5 seconds, which is tolerable for this 1.5 tonner. Being Jeep, I had to take it off the road for some sand bashing. Despite the absence of a full frame, live axle and locking differential, the Compass’s 8.1-inch ground clearance was on its side. A neat “4WD Lock” switch that could be engaged (at any speed) to force electronic coupling of the wheels and sends about 50% of the power to the rear wheels did the trick. In the desert back-roads of Bahrain the CVT2 box didn’t do justice to the torque produced by the engine. It lacked the slap-jerk motion that is required at times and the tyres (215/60 R17 alloy rims, which were all-weather road tyres) didn’t do much in terms of traction. But I have to mention that I was clearly pushing it to the limit, for which only a “high end” SUV’s that cost a dollop could tackle.

Off road performance is at par with excellent track and comfortable ride. Whoever designed the suspension just dug into the Jeep parts bin and concocted an all independent design that can actually be used on a rally track. With gas charged shocks and stabilizer bars up front and rear, off road manners were satisfying. Coming back onto the black, the Jeep absorbs undulations on the road well, just like a car, but on braking or high speed turns it pitches and rolls like a puppy on marble. The power steering is effective but languid and lack road feel and toughening up at higher speeds.

Understeer is noticeable but controllable with a slight opposite flick. The brakes are mushy and grabby but don’t compromise stopping performance ABS and EBD with ESP are standard. In-cabin amenities aren’t many and the fit and finish of the panels is again “hard” to describe. A 6-Speaker single CD audio system graces the dash, the arm rests have fake plastic-metal panels and doors have storage space for soda cans. The rear cabin lights have an incorporated flip out flash-light for night excursions. The rear seat legroom is above average, the front centre arm
rest assembly intrudes into the leg area. Seats are comfortable and height adjustable for the driver and steering is adjustable for rake and reach. 60/40 split rear seats are well designed and easy to use. Rear cargo bay is low and easy for stowage, floor panels are removable and washable.

The best part about the switchgear is that Jeep has kept it simple and easy to read. The Speedo console provides all the details like outside temperature, current cd audio track, fuel efficiency and a nifty two-letter compass to display vehicle heading. Air conditioner cools well for the size of cabin space. In terms of safety seatbelts with pre-tensioners and 4 air bags protect the occupants.

Last word
The Compass is all things to all men (and women). It competes directly with other crossovers in the market. The quality of the fit and finish of the vehicle are at par with
other American vehicles which may fail to excite but looking at the broader canvas, the Compass offers an excellent value for money proposition aimed at people who
would want some of the thrills of an off-roader without the in-city hassles of owning an SUV. The Compass delivers in terms of ride, handling and comforts that are like a car and 4x4 capability gives it an edge over normal cars. Available in Limited trim, the list of optional extras increases manifold with other creature comforts added. It might look
big and beefy but is actually easy to potter around town in by lanes. The car tends to grab attention with its puppy dog looks. It made me smile even when it got stuck!

Rating 3/5

Car supplied by Behbehani Bros., Kingdom of Bahrain.

Coupe or Cabriolet - VW Eos

The Eos from VW. I had the opportunity to test drive this beautiful car for 2 days for a review. All of 2 litres but with a Turbocharger, it spat out 200 horses.

By Tushal Bhadang

VOLKSWAGEN HAS ALWAYS BEEN KNOWN for producing some of the best cars with a variety of engine options on offer. Combine that with a new body form that defies the logic of convertible hard top cars, the new Eos is all that and a whole lot more. At first glance, with the top up, the Eos is easily mistaken for a regular two door coupe with a sun roof. But the rabbit in
VW’s hat of tricks is that the whole roof folds back to reveal a cabriolet. Though it takes 25 seconds to eventually get the roof completely down, its well worth the wait and a watch too.

Our test car was powered by a 200 bhp, 4 cylinder, 2 litre FSI Turbo charged engine, which is one of the most popular engines in the VW/Audi portfolio and finds itself in many of their cars. A 6-speed automatic double clutch DSG transmission tames the wild horses. (Eh? What’s this?) The double clutch system actually prepares the next gear for shifting so that there is minimal lag in gear shift and also the smoothness of the shift is impeccable. So while you’ve shifted
into 3rd gear via the flappy paddle shifter on the steering wheel, the Eos was keeping the 4th gear ready for you to shift into before you even wanted to shift. It’s also possible to shift
into manual mode via the paddle shift when in D or S (Sports) mode. The D mode also has tip-tronic shift system at the gear shifter. Too many options I feel. Sports mode is the most fun
with the engine red lining in all gears. 0-100 kph comes up in 8 seconds with the roof up.
Running on 215/55 R16 Adelaide alloy wheels, the Eos tracks straight and tight. Loading 200 bhp onto the front wheels of a car is often a waste as the wheels have to deal with both steering and also power delivery. VW have turned this into a fine art, getting the rear to swing out in a front wheel drive car is no easy feat, push a little harder and I’m sure it’d go into tripod mode. The front bumper is a bit lower than expected so caution at speed breakers in advised. The chassis seems derivative of a Golf GTi. The standard braking package of ABS, EBD and ESP find their way into the Eos, reliable. Feel safe with 6 air-bags to cocoon you in an impact. Bi-Xenon lights for high beam and low beam find their way up front supported by fog lamps in thebumper. Unique static cornering lights complete the look and purpose in the front by lighting up the kerb when turning. Parking sensors are essential as the view from the rear glass is vague. The sensors also provide important warning about rear clearance in case the roof has to be pulled up or down. Turn signal indicators on the wing mirrors are snazzy. The rear view mirror and driver
side wing mirror also tint themselves when the roof is down at night, useful feature. Efficient and eco friendly LED braking lights signal the stops. Ergonomics in the Eos are spot on with excellent
adjustable lumbar support. Driving position is adjustable for best comfort with height adjustable seats and steering adjustable for rake and reach. The steering wheel also has controls for the 6-disc 8-speaker audio and interactive display in the speedometer console (which doesn’t play MP3’s!) but can be upgraded to the optional GPS Navigation system. Though VW claim that the car can seat 4 passengers in comfort, which would only be possible if the two in the rear
were dwarfs. There isn’t much in terms of rear leg room. With the seats set for taller
people it’s impossible to get in. The rear does tend to get a little claustrophobic because the rear
windshield is quite low.

Last Word
The Eos is without doubt an engineering masterpiece. Performance on the road with short turning radius and excellent power to weight ratio give a good overall balance. Interiors are comfy but practical only for two full size adults. There is no B pillar, the rear quarter glass and pillarless door glass are sealed by rubber strip which lets some air in thereby creating some wind noise at high speeds. Only the sun roof has auto retract and close option, if you want the whole roof drawn back, you’ll have to toggle onto a small button for the whole 25 seconds. The clean classic black interiors don’t make it a very bright space to live in but the beautifully blue
and red backlit console makes up for the dreariness. Good buy if you’re a couple and a little more, great for the metro-sexual. Just bury the pedal for tarmac shredding performance!

Rating 3/5

Car supplied by Behbehani Brothers, Kingdom of Bahrain