Auto Express has reported that the next generation model will have styling influenced by the Hi-Cross concept shown at the Geneva Motor Show in March this year.

Nissan’s executive vice president, Andy Palmer, spoke about the hugely successful Qashqai to the magazine recently. He says the replacement will be no bigger than the current model.

Nissan’s designers are working to upgrade the car’s interior using high quality materials and the dashboard layout is likely to be redesigned. Palmer said the new Qashqai scored full points in the scale Nissan uses to rate quality, fit and finish of its models. The official did not remark on the car’s underpinnings, its a big unknown whether Nissan will choose components from the same inventory or start anew.

Nissan is downsizing engines on the Qashqai. It is using a turbocharged 1.2L petrol engine that may output around 113bhp of power and 190Nm of torque. This could lend it a fuel consumption of 5.6L/100km and crucially a CO2 emission figure of less than 120 g/km. This is not the Japanese manufacturer’s first small turbo petrol as it is already selling variants of the Micra in the European countries with a turbocharged 1.2L petrol engine.

For long distance travelers, the 1.6L diesel that develops 128bhp and returns 4.7L/100 km with CO2 emissions of less than 105 g/km will be offered.

We’re keeping a close eye on the developments of the 2014 Nissan Qashqai, so stay with AutoMiddleEast.com.

[Source - AutoExpress.co.uk]

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Pirelli F1 tyres are manufactured at the company’s motorsport facility in Izmit, just outside the Turkish capital of Istanbul. During the production process, each tyre is allocated a barcode provided by the FIA (the sport’s governing body). This barcode is the tyre’s ‘passport’, which is embedded firmly into the structure during the vulcanisation process and cannot be swapped. The code contains all the details of each Pirelli F1 tyre, making it traceable throughout the race weekend with Pirelli’s RTS (Racing Tyre System) software, which can read and update all the data.

For all European races, these Pirelli F1 tyres are then transported to Pirelli’s logistics and distribution hub at Didcot in the United Kingdom. Once they arrive there, an FIA official receives a list of bar codes, which relate to the tyres that will be taken to the next grand prix. The FIA then allocates bar codes – and therefore tyres – to each individual teams at random. Pirelli itself is not involved in this process at all, meaning that the Italian firm cannot influence which tyres are allocated to which teams – although a rigorous quality control process in Izmit ensures that all the tyres leaving the factory are identical.

Once at the circuit, the tyres are then allocated to the teams in strict compliance with the list that has been previously prepared by the FIA. The bar codes allow both the FIA and Pirelli to ensure that the right teams, according to the regulations, are using the correct tyres.

Each team is allocated a Pirelli engineer, who works exclusively with that team for all of the year. This engineer is allowed to work on company data relating specifically to his or her team over the weekend, so that individual strategies are not compromised. Development data is overseen by Pirelli’s senior engineers, who monitor all the information in order to assist the research team in charge of shaping the next generation of tyres.

As Pirelli’s motorsport director Paul Hembery points out: “Even if we wanted to – which we certainly don’t – there is no way that we could influence which tyres are being allocated to which teams, as this is a job taken care of entirely by the FIA once the tyres have left the Izmit factory. It is just another way that impartiality can be ensured among all the teams, which is a huge priority for us as exclusive tyre supplier. The way that our team engineers work also respects this confidentiality, which is always of paramount importance.”

COUNTDOWN TO A GRAND PRIX

Before the grand prix:

• Pirelli, with the approval from the FIA, selects the tyres for the race – a softer compound plus a harder compound.
• Production of the tyre allocation begins at the Izmit factory in Turkey. Pirelli supplies approximately 1800 Formula One tyres for each race; about 700 more if the race is a GP2 round as well as 600 for GP3.

Two weeks before the grand prix:

• For European events the tyres for the race are transported by road from Izmit to Didcot: a journey of approximately 3,100 kilometres that takes three days.
• The tyres arrive at the Didcot facility and have their bar codes scanned into Pirelli’s system. The FIA (the governing body of world motorsport) is then notified of the bar codes.
• At random, the FIA allocates certain barcodes to each team. The allocated tyres are then sorted out by team in Didcot and loaded into seven trucks for transportation to the grand prix (four trucks for F1, three trucks for GP2 and GP3).

One week before the grand prix:

• The trucks set off from Didcot for the race, normally arriving on the Monday before the race takes place. The 18 fitters set up the fitting area and the barcodes are confirmed again with the FIA.

Five days before the grand prix:

• The fitters start fitting tyres onto the rims. It takes an experienced fitter 2.5 minutes to fit one tyre from start to finish: for all the tyres of the weekend they need two days. The teams own the wheels: they are brought to Pirelli at the circuit for the tyres to be fitted onto them.

During the grand prix weekend:

• The sporting regulations determine that one set of the harder dry tyre must be returned after the first practice session, with one set of the softer and one set of the harder compound to be returned before the start of the third practice session. A further set of softer and one of the harder compound must be returned before the start of qualifying. This means that each driver has six sets of the dry compounds (three of each specification) available for qualifying and the race.
• Tyres that are returned get taken off their rims, as they won’t be used anymore, with the rims being returned to the teams.

After the grand prix:

• All remaining tyres, both used and unused, are taken off their rims and then transported back to Didcot. When they arrive, the tyres are taken to a specialised plant where they are shredded and then burned at very high temperature in order to produce fuel for cement factories. The material produced in this process can also be used for road surfaces and other industrial applications.

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The 6 Series Gran Coupe is powered by a choice of two twin-turbocharged engines. The top-of-the-line BMW 650i Gran Coupe gets a 4.4-litre V8 engine while the base variant gets an inline-6. The V8 produces 450bhp and the inline-6 delivers 320bhp. Power from both engines is managed by an eight-speed sports automatic transmission.

As with all BMW models, the 6 Series Gran Coupe features an exclusive options list that includes comfort seats and sports seats, active seats, seat ventilation, exclusive Nappa leather, ceramic applications, heated rear seats and 4-zone automatic climate control. A Bang & Olufsen High-End Surround Sound System is also part of optional package.

Currently, only the six-cylinder variant is available at a starting price of AED 385,000. The V8 variant will be launched by September.

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Commenting on the BMW 320i’s arrival, Dr. Joerg Breuer, Managing Director, BMW Group Middle East said: “The BMW 3 Series has been riding the wave of success ever since its launch 37 years ago – in fact, every third BMW sold in 2011 was a 3 Series.  It is therefore a very important model for BMW Group, and by adding an additional engine variant, we expect to achieve even greater success.”

This new car is first BMW model to be available with three different lines: Modern, Sport and Luxury.

The new BMW 320i includes iDrive along with an 8.8” or 6.5” screen. There is also an automatic sliding and tilting glass sunroof in addition to BMW EfficientDynamics technology that includes the new Driving Experience Control switch with four driving programmes allowing the driver to choose between sporty, ultra sporty, comfortable and extremely economical driving ECO PRO mode. This feature helps drivers maximize fuel economy by analysing their driving style, thereby enabling them to increase the distance they can travel on each tank of fuel.

The new BMW 320i is now available at BMW Group importers’ showrooms in UAE starting from AED 155,000.

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However, all that is about to change. Starting this week, the Camry has its work cut out. A few trips to the outskirts during the week and trip to the capital will definitely add over 700 kilometres on the clock and I’m looking forward to spending time in one of the highest selling cars of all time.

Toyota has handed us the Camry Sport variant that comes loaded with almost all the top of the line features. Having test driven the new Camry a couple of months ago, we were really impressed with the car and its build quality. I’m not particularly fond of the new design and I still thing its predecessor looks better and more up-market. The Sport variant doesn’t get a sunroof and navigation but thats something I can live without.

Even though I have driven it for over 300kms the fuel needle has barely moved. I have known the Camry to be fuel efficient but never lived with one to actually experience its frugality. However, the reason why it’s a runaway success for Toyota is beginning to dawn on me. It’s affordable, feature packed and fuel efficient.

Stay tuned for weekly updates on the all-new 2012 Camry as it becomes an important part of my life for the next two months.

Facts and figures

Date acquired: 08/05/2012
Total mileage: 6324
Mileage this week: 315
Fuel consumed: NA
Average fuel consumption: NA

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The Duster is based heavily on the Logan platform that is one of Renault’s highest selling sedans built especially for the developing countries. Those who are familiar with the Logan will instantly notice a lot of shared components in the interior. The entire instrumentation cluster and bits of the dashboard come from the same parts bin and that is a key factor in enabling Renault to price the Duster so competitively.

The Duster is available with a 4×2 and a 4×4 drivetrain. Both share the same 2-litre petrol engine that produces 135bhp at 5,500rpm and 195Nm of torque at 3,750rpm. The 4×2 variant gets a 4-speed automatic gearbox whereas the 4×4 gets a 6-speed manual. The 4×4 variant, priced at AED 64,500 is available on order and comes as a SE trim only.

Those looking to buy a 4×4 variant need to know this; it’s not a car that you can go around conquering dunes in. The engine really doesn’t feel capable of hauling this car in demanding situations. The torque is a bit low for a car claiming to be an SUV and it’s best to attempt some loose gravel roads you must take it off road.

The basic PE version gets fabric seats, front power windows and a drivers side airbag. 16-inch pressed steel wheels and a Bluetooth enabled stereo is also part of standard equipment. The next level is the SE variant that gets 17-inch alloy wheels, dual front airbags, ABS, all-round power windows, electrically operated mirrors, tilt-adjustable steering wheel and roof rails. The top of the line SE+ variant gets a full leather interior and curtain airbags along with everything offered in the SE variant.

Specifications:

Price:

PE: AED 48,500
SE: AED 56,500
SE+: AED 62,000

SE 4×4:  AED 64,500

Engine:

Type: 2-litre 4-cylinder
Max. power: 135bhp @ 5500rpm
Max. torque: 195Nm @ 3750rpm

Transmission

4-speed automatic (4×2)
6-speed manual (4×4)

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The outgoing BMW X3 had a rather long shelf life that started in 2003 and went on all the way till 2010. That’s a rather long time for any single platform to remain on sale. The current version was introduced in 2010 and received minor upgrades for 2012. It follows the original design brief and is not a big departure from the introductory model in terms of appearance. It has redesigned headlights and a larger kidney grille with the fog lamps placed right below the headlights. However, the rear looks nothing like the older version with its completely new taillights and fender. The C pillar is now more angular than before and the rear windscreen also appears to have shrunk in size.

The beige and faux-wood interior with leather seats feel upmarket with fit and finish being of the highest order. The interior of any BMW feels like it will last a lifetime and the X3 is no different. Every switch, dial and knob you touch has a quality feel to it with little or no room left to complain. BMW has long list of optional extras that include a leather wrapped steering wheel and shift knob, a panoramic sunroof, electronic seats with memory functions, heads up display and BMW assist to name a few.

The 2012 BMW X3 xDrive35i is also one of the safest cars in it’s segment. With a five star Euro NCAP safety rating, the X3 has the potential to take on the perceived safety of full sized SUVs that is prevalent with buyers in this market. It comes with six airbags as standard on all variants along with ABS, traction control, cornering brake control, rain brake support, fading compensation and hill-start assist.

Detailed road test here

Specifications

Price

xDrive28i: AED 246,000
xDrive35i: AED 275,000

Engine: 3-litre inline-6 twin turbo with VALVETRONIC
Max. power: 305bhp @ 5800rpm
Max torque: 400Nm @ 1200-5000rpm
Transmission: 8-speed automatic with paddle shifts

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In terms of external dimensions, the new Honda CR-V its predecessor. The overall length has reduced by 25mm and the height has gone down by 35mm. The new version is also 36kgs lighter and the wheelbase is identical at 2,620mm. Honda claims over 60 per cent of parts have been designed ground up for the new CRV. Changes have been made to the chassis, suspension and the drivetrain to improve performance, rigidity and reduce fuel consumption.

The engine is the same 2.4-litre i-VTEC that has been around for ages albeit with a few improvements and a slightly increased power and torque output. Honda claims a 5.4 per cent reduction in internal friction and a more efficient alternator. Maximum power is 188bhp at 7,000rpm compared to 180bhp at 6,800 rpm of the older version. Maximum torque is 221Nm at 4,400rpm, which is mere 3Nm more than it’s predecessor. Transmission is a reworked version of the existing 5-speed automatic and a six speed would have helped in increasing the overall mileage.

The new CR-V is equipped with standard safety features such as dual-stage airbags for the front passengers while top of the line EX variant gets side and curtain airbags. Hill start assist, traction control, ABS and EBD also come standard on all models. Camera assisted reverse is available in the EX and the EX Leather variants.

Specifications

Price: 

LX: AED 104,999
EX: AED 115,99
EX Leather: AED 125,999

Engine: 2.4-litre inline-4 i-VTEC
Max. power: 188bhp @ 7200rpm
Max torque: 221Nm @ 4200rpm
Transmission: 6-speed automatic

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I must admit, I was really looking forward to driving this car since receiving a call from the folks at Jaguar. Being in a profession where big, expensive and fast cars are nothing special; itching to drive a car means something. On paper, the Jaguar XFR is simply the best saloon ever to roll out of Coventry and I was eager to see if it lived up to my expectations.

There is no denying that the standard Jaguar XF is a beautiful car. For me, it is the best looking mid-level saloon you can buy today. The XFR take the good looks a step further with additions and tweaks that just make me go weak in the knees. The BMW M5 and the Mercedes E63 AMG are more function than form when compared to the XFR. The E63 AMG looks sharp and angry. It resembles a scythe that can slice through air at 250kmph. The BMW M5 looks too clinical and lacks the oomph. The XFR however is an eye candy.

Along with narrower headlights, tt gets deeper front air dams with two vents on the hood right with supercharged written prominently on each of them. 20-inch low profile tyres with sportier looking wheels and ‘supercharged’ etched on the wheel nuts certainly add to its assertive character. In profile it looks like a cat ready to pounce with its hunkered down stance. At the rear it has a well-sculpted bumper with large twin exhaust pipes and the boot lid sporting a spoiler The taillights are different from those found on the standard XF as well.

The Jaguar XFR gets its power from the same supercharged 5-litre V8 that powers the XKR. This engine belts out 510bhp at 6,000-6,500rpm and a whopping 625Nm of torque at 2,500-5,500rpm. In other words, it’s a nuclear reactor capable of providing more power and more torque than you will ever need. The massive amount of torque dished out low down in the rev range provides excellent drivability. There is no waiting for drama to happen with this engine, it’s all just there waiting for you to unleash it. With so much torque gushing out of this engine, the car wants to smoke the rear wheels at every possible opportunity. I had too many instances where the rear wheels decided to let go the moment I floored the pedal leaving me wondering at the marvel of electronics keeping everything under control. Then there is the noise, which my neighbours will remember for years to come. The long-stroke supercharged engine produces a deep, throaty growl which, when unleashed, resemble 510 angry stallions charging through everything that stands in their path.

The ride is a bit firm but that comes standard when you are buying a performance car. It’s something that you would usually complain about in other cars but in a high performance car you appreciate such firmness. It underlines good handling. It’s not firm to the extent of being uncomfortable but you certainly feel every surface undulation. Handling is spot on and even though I don’t get to try many antics in the city, I made it a point to visit some remote locations where I could put this car through its paces and almost ran the tank dry in the process. Fuel efficiency is claimed to be the best in the performance saloon segment but you will find yourself making frequent trips to the fuel stations. Our test car returned 6kmpl under mixed driving conditions.

Jaguar has done a good job of keeping the interior fuss free and elegant. The minimalistic treatment works really well here. There are no additional buttons on the dash to unlock hidden power and no badges that shove the ‘R’ in your face apart from one logo above the glove box. Layout is similar to the standard XF but acres of carbon fibre replace every plastic bit found on the regular XF. Jaguar has festooned the XFR’s interior with the best possible materials they could find and it comes together really well. The instrumentation cluster has just two dials and one screen in the middle to feed you with all that you need to know. No fancy stuff here. The touch-screen on the dash is the same as any JLR vehicle.

Comfort is not an issue but space is. The XFR doesn’t have the roomiest cabin in the segment and that’s where it loses out. Space in the front is acceptable but the rear legroom and headroom is a cause for concern.

What the XFR is then is a more subdued candidate among the super saloons of today. It’s classier and way more elegant than its competitors. Even though it doesn’t boast of a long and successful history like the BMW M5 and the Mercedes E63 AMG, it’s certainly capable of challenging them on every front. It lacks some modern gizmos and features that it’s rivals boast of but it’s not something you cant live without. Also, the XFR is the cheapest amont its competitors. If you like driving and want to do it in style, the Jaguar XFR is the super saloon you need. Since I’m pretending to be the pseudo-millionaire, I have already placed an imaginary order for one. Now I just need to win a lottery in the real world…

Specifications

Price: AED 409,000

Drivetrain

Engine: 5-litre Supercharged V8
Layout: Front engine rear wheel drive
Max. power: 510bhp @ 6000-6500rpm
Max torque: 625Nm @ 2500-5000rpm
Transmission: 6-speed automatic

Dimensions (mm)

Length: 4961
Width: 1920
Height: 1460
Wheelbase: 2909
Curb Weight: 1891kg
Fuel tank capacity: NA
Seating capacity: 5

Competitors

BMW M5, Mercedes-Ben E63 AMG, Porsche Panamera

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In terms of external dimensions, it’s almost similar to its predecessor. The overall length has reduced by 25mm and the height has gone down by 35mm. The new version is also 36kg lighter and the wheelbase is identical at 2,620mm. Honda claims over 60 per cent of parts have been designed ground up for the new CRV. Changes have been made to the chassis, suspension and the drivetrain to improve performance, rigidity and reduce fuel consumption.

The engine is the same 2.4-litre i-VTEC that has been around for ages albeit with a few improvements and a slightly increased power and torque output. Honda claims a 5.4 per cent reduction in internal friction and a more efficient alternator. Maximum power is 188bhp at 7,000rpm compared to 180bhp at 6,800 rpm of the older version. Maximum torque is 221Nm at 4,400rpm, which is mere 3Nm more than it’s predecessor. Transmission is a reworked version of the existing 5-speed automatic and a six speed would have helped in increasing the overall mileage.

The Honda CR-V was never known for its straight-line performance and the newer version is no different. It was always aimed at being a frugal commuter and that’s what it does best. We got an overall fuel efficiency of 11.6kmpl in mixed driving conditions and that is impressive considering our restless driving style. With maximum torque and power delivered at a rather high rpm, the CR-V does feel a bit sluggish. The engine takes its own time to deliver power once you floor the pedal and acceleration is modest at best. One troubling factor is the loud whine from the engine that penetrates the cabin while you accelerate. This car needs some more noise insulation, which is for sure.

The older hydraulically controlled all wheel drive system has now given way to a more advanced electronic system. This all-new Real Time Intelligent Control System as Honda likes to call it debuts on this new CR-V. Compared to the previous 4WD system, the electronically activated AWD system is claimed to offer a faster, more intuitive initial response when a loss of traction is detected.

Driving around town, the CR-V feels right at home. It’s easy to understand why this car has been the popular choice among families around the world. It has all the right credentials of an easy to drive, practical and economical car. The electronic power steering is effortless and the ride is well cushioned. It’s a well thought after product and over the years Honda has found out ways to make this car even better.

The EX Leather variant, which we drove, had Bluetooth connectivity, reversing camera and dual zone climate control. These features are standard on the EX variant as well while the base LX variant gets a regular air conditioner and no centre mounted screen.

Compared to the previous-generation, the new model takes on a more aggressive stance. The all-new styling is certainly refreshing with the sleek front-end design and the whole treatment it receives around the D pillar. Overall, the new Honda CR-V looks modern and I think it looks better and more balanced than its predecessor. Honda has also tried to make it appear more rugged with the side skirting and the chunky skid plate.

The interior is top notch for a car in this segment. The quality and the feel certainly don’t leave anything to complain about. The only thing I think could have been better is the resolution of the dashboard-mounted 5-inch TFT display. It does the job but the text and the graphics appear straight out of first generation Nokia colour display phones. The redesigned instrumentation cluster is the main highlight of the new Honda CR-V. The multi-layered look and the design is unquestionably one of the best among its rivals and it isn’t complicated to read out either.

The new Honda CR-V is equipped with standard safety features such as dual-stage airbags for the front passengers while top of the line EX variant gets side and curtain airbags. Hill start assist, traction control, ABS and EBD also come standard on all models. Camera assisted reverse is available in the EX and the EX Leather variants.

The Honda CR-V with its low ownership cost, car-like handling and adequate comfort guarantees to be a satisfying package for most customers who need a good family car. The new 2012 Honda CR-V doesn’t offer anything significantly more than its predecessor and stays true to the tradition of being one of the best crossovers you can buy today.

Specifications

Price as tested: AED 125,000

Price range: AED 105,000 – AED 125,000

Drivetrain

Engine: 2.4-litre inline-4 i-VTEC
Layout: Front engine, permanent all wheel drive
Max. power: 188bhp @ 7200rpm
Max torque: 221Nm @ 4200rpm
Transmission: 6-speed automatic

Dimensions (mm)

Length: 4550
Width: 1820
Height: 1685
Wheelbase: 2625
Curb Weight: 1595kg
Fuel tank capacity: 58 litre
Seating capacity: 5

Tyre size: 225/60R18

Competitors

Toyota RAV-4, Ford Escape, Mitsubishi Outlander

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