2012 Toyota 86 | First Drive | Middle East Launch

I drove over a hundred kilometres in one of Toyota’s best selling cars to drive another car that has the potential to be a future best seller for the Japanese giant. That’s right, I drove from Dubai to Abu Dhabi in a Toyota Camry to get a first hand experience of the all new 2012 Toyota 86 on Yas Marina Circuit.

UAE national drift champion Ahmed Al-Amri going sideways in a manual transmission Toyota 86

I would be lying if I told you I wasn’t eagerly looking forward to driving the new Toyota 86. Since the production version was unveiled in 2011, I have been closely following everything that’s going in in the Toyaburu camp with respect to this jointly developed car. Ever since it was unveiled as the FT-86 G Sports in Tokyo back in 2009, I was secretly hoping for a Supra successor, a car that was one of the most accessible sports cars of its generation and also one of the best when it came to tuning prospects.

The Supra is a car I’ve always wanted but never had. Production ended in 2002 and that pretty much wrapped up the sports car business for Toyota. The last decade has seen Toyota mellow down with no proper rear wheel drive sports car in its portfolio. The 86 was desperately needed, it was something Toyota owed to the current crop of teenagers. The 86 is to my younger brother what the Supra was to me and the Celica to my father.

Another very interesting and appealing thing about the Toyota 86 is its development process and the mild controversy surrounding this car. Both Toyota and Subaru want maximum credit for this product and discreetly accuse the other of just swapping the badges. The truth regarding the development process is shrouded in secrecy and getting it out of two honourable and proud Japanese carmakers will be impossible.
What we do know for a fact is that the Toyota 86 is built in a Subaru factory and the boxer engine is a hallmark Subaru product. Toyota has added its D-4S that features separate twin injectors for both direct and port injection, and a high 12.5:1 compression ratio that enhances performance and fuel efficiency. Then there is the ambiguity surrounding the gearbox with Toyota claiming it’s a modified version of the Lexus IS200 gearbox and Subaru claiming it’s a modified version of the Impreza gearbox. All this hints at how good this car is and its potential to become a runaway best seller with either manufacturer wanting most credit for it.

I couldn’t have asked for a better setting for a first drive in the Toyota 86. A racetrack was the best place Toyota could have chosen to launch this car. I looked forward to an entire day of driving a FR (front engine rear wheel drive) car like it was supposed to be driven and I was never going to get an opportunity to do that on public roads.
To be honest, the moment I saw it in flesh, it was love at first sight. It was the kind of love a millionaire would feel when he looked at the latest hyper car that he could just walk over and buy. Toyota has made it very clear that this is a car is built for youngsters and it certainly looks like something every youngster will fall in love with and is very affordable too. It’s low, has that beautifully sculpted body and just the right proportions. There is no ambiguity over who designed this car, it was Toyota and I must admit they have done an impressive job. The 86 measures 4,240mm long, 1,285mm high and 2,570mm wide, which make it the most compact four-seater sports car available today

The Toyota 86 is built on a completely new platform with a Subaru engine mounted as low and as close to the centre as possible. Subaru even bolted on a shallower oil pan to ensure optimum closeness to the ground. MacPherson struts at the front and double wishbones at the rear provide ensure a well balanced handling and Toyota has opted for a softer front and a stiffer rear setup while Subaru has gone for the opposite with a softer rear and a stiffer front. Toyota has made no noise about this car’s straight-line performance because outright speed and mind numbing acceleration was never a priority and it was obvious on the long straight at Yas Marina.
Exiting the long sweeping right-hander onto the main straight, I followed the Toyota Aurion which was the pace car and that left the 86 biting the dust. The guys behind me thought I was slow and no good but to be honest, I had the pedal floored. The 2-litre boxer engine has its limitations and they were glaringly obvious on the track. It produces 200bhp at 7,000rpm and just 204Nm of torque at 6,400-6,600rpm. With peak power and torque being delivered such high up in the rev range, you really need to push the engine for any kind of serious drama. There is lots of noise from the engine and in the back of your mind you know you are in a sports car that has to perform but on the track, the stock setup isn’t all that mind blowing as you would expect.

The low centre of gravity at just 475mm off the ground and impressive grip from the 215/45 R17 tyres ensure that the 86 corners with minimal fuss and goes where you point it but somehow, the engine just doesn’t feel up to it. If I bought this car, I’d find ways to increase horsepower and torque and I’d do it fast.
We had a go on the track with traction control (VSC) in sports mode. What this mode does is lets you lose the tail a bit before applying corrections. With the default mode being super intrusive, those who want to exploit this car should familiarise themselves with the sport mode VSC. Six laps, each progressively faster than the other revealed a lot about this cars handling. The small (365mm) steering wheel is the smallest ever fitted to a Toyota and the whole steering setup feels well weighted and feedback is impressive. It’s not ultra-responsive but it feels reasonably precise and makes the whole car very flickable. Braking is sharp and there was no sign of fading under constant heavy braking. I did manage some sideways action with VSC in sports mode and the sport seats did a good job of holding everyone in place.
The transmission felt a bit lethargic on the track, especially while downshifting. There was this noticeable delay that you need to get over. Shifting via steering mounted paddles was fun but the slow response does bother you a bit. I wonder why Toyaburu didn’t opt for a dual clutch setup. Maybe it was the development cost or maybe it would ruin the setup but faster shifting would have certainly helped this car on the track. Power is distributed to the rear wheels via a mechanical limited slip differential and six-speed manual with a short throw is also available and future drift kings should take note of this.
There isn’t anything lacking in the interior in spite of this car’s ‘affordable’ tag apart from a large centre mounted screen that Toyota says will be added in the future. If you can’t wait then you can certainly go the aftermarket route. However, I think the top of the line variant should have had it along with navigation. The interior layout and build quality is top notch, business as usual at Toyota. The whole black leather with red stitching concept really works well to lend that air of sportiness. Carbon-effect trim, all-black roof lining, aviation-style rocker switches and lightweight, aluminium pedals feel very upmarket. I particularly loved the centre console. It has that charming old school look to it.

 The Toyota 86 will have people, young and not so young, queuing outside the dealerships for hours. There is no denying that this car goes up head to head against the American muscle cars, the European hot hatches and the very lively Mazda MX-5. Most of its rivals boast of heritage and character which the 86 lacks as it’s a new entrant. However, what this car has going for it is the price, the look and the impressive handling. Toyota will also sell TRD upgrades that should ideally see a turbocharger added to the mix along with body kits and other cosmetic upgrades. Also, lets not forget the whole Subaru connection.

Priced from AED 95,000 to AED 125,000 the Toyota 86 is a steal. For most, this will be their first rear wheel drive car and I doubt it will be just the youngsters. Maybe its time I start thinking of those track days…
Specifications
Price as tested: AED 125,000
Price range: AED 95,000 – AED 125,000
Engine: 2-litre 4-cylinder Boxer
Layout: Front engine, rear wheel drive
Max power: 200bhp @ 7000rpm
Max torque: 204Nm @ 6400-6600rpm
Transmission: 6-speed automatic / 6-speed manual
Tyre size: 215/45 R17

2012 Renault Duster | First Drive

Renault claims to have grown phenomenally in the UAE over the last couple of years. In numbers, the company claims over 40 per cent growth.  However, they are not content with their current growth path and remain bullish in capturing even more market share and they are hoping to turn the entry level SUV market on its head with their latest offering, the Duster.

At the media briefing, Renault made it very clear that they aren’t just targeting the entry level SUV customer but also those who are looking to buy an affordable sedan. They are betting on space and practicality offered by the Duster that sedans can’t match.
The Duster is based heavily on the Logan platform, which is one of Renault’s highest selling budget sedans built especially for developing countries. Those who are familiar with the Logan will instantly notice a lot of shared components in the interior. The 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.

At the launch we drove the entry level PE variant that is priced at AED 48,500. At that price, Renault just can’t go wrong with this car. Even though it’s not rich on features and everything is bare basic, it still offers a good amount of space and the drive isn’t all that bad. It could do with a bit more insulation to keep engine and road noise at bay and personally; I would rather see Renault offering an adjustable steering column rather than a Bluetooth enabled stereo. The seating position was a bit awkward and I did have to struggle to find the right driving position.
The steering and the brake assist also felt a bit unusual. The assist fluctuated from being maximum to completely missing. The steering and the brakes went from being very light to extremely heavy within seconds. This hints at how Renault has managed to keep the price down and for an owner this means a rather uncomfortable driving experience.

However, the amount of space for the front row and the second row passengers is adequate and the seating position is a bit more upright when compared to the second row of a sedan. Plastic quality is nothing to write home about and the PE variant doesn’t match up to the quality which some similarly priced sedans have on offer.
The Renault 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 if 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 column 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.
The Duster’s pricing is set to blow the competition out of the water and being the newest car in the market, it also has a certain novelty to it. Affordability and interior space is this car’s USP over similarly priced SUVs and sedans. The Renault Duster is very good proposition for someone who is on a budget and if you are planning to buy an entry level car in the near future, I really recommend you go give the Duster a try before making up your mind. However, the base PE trim isn’t an ideal family car. You are better off buying the SE or the SE+ variant.

We will be driving the top of the line SE+ variant soon and that promises to be a whole different car in terms of quality and features. Stay tuned for more.
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)

Honda CR-V 2012

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

Related posts

•  Hyundai unveils the 2012 i30 in the Middle East

•  Jaguar XJL 2012 | First Drive

 

Jaguar XJL 2012 | First Drive

The folks at Jaguar are rather busy these days. Aiming at creating new brand identity, a new brand positioning and a new brand campaign, Jaguar is upbeat at reviving itself and with the all-new F-type scheduled for launch in 2013 and the Coventry based company is also freshening up its current range. Things couldn't get any better for the iconic British brand who at the moment seem to be on the rise since its takeover by the Indian auto giant, Tata Motors.
With a bid to popularise this brand transformation program, Jaguar’s marketing team has come up with a global campaign designed to capitalise on the emotional pull of Jaguar cars and challenges it’s consumers to answer: 'How alive are you?'
To reflect the ethos of the campaign, Jaguar recently hosted a two-day event in Dubai aimed at challenging attendees on how alive they felt throughout the experience - particularly while driving the XJL. Some lucky participants were also given the opportunity to sky dive from 13,000 feet over Dubai.
 This event turned out to be an ideal occasion to gather some first impressions of the new 3-litre V6 variant of the XJL that was introduced in 2011. Having driven the XJL Supersport with its 5-litre supercharged V8, the V6 instantly feels a bit slower and unresponsive. This engine makes 235bhp at 6800rpm and 293Nm of torque at a rather high 4100rpm. Overall fuel efficiency is close to its 5-litre sibling at 11.6 litres per 100 kilometres. The sprint from 0-100 takes a while at 8.3 seconds and even though the engine revs freely and the sounds sonorous, the car barely seemed to entice its occupants.
There is a sports mode that increases engine responsiveness and holds on to gears longer but that too fails to exude any sportiness. This engine is an upgraded version of the same 2.7-litre engine that was developed by Ford during its ownership of Jaguar and it allows the XJL to be priced very competitively at AED 289,000, expanding its reach to customers with a tight budget for a premium luxury sedan.

 he Jaguar XJL has always been a rewarding car to look at. Pre 1994 models were not really a treat to look at but had a stately charm to them. However, the X300 variant introduced 1994 was the first handsome looking XJ that combined good looks with a classy interior. Technically it was similar to the car it replaced but it was a radical departure from its predecessor in terms of looks.
Similar turn of events took place in 2009 when Jaguar introduced the X351 XJ in London. Determined to revamp Jaguars styling and add modernity to Jaguar’s brand image, Design Director Ian Callum penned the lines for the best-looking XJ ever. It was futuristic, stylish and had you could sense some feline inspiration with the way the headlights and the rear was designed.
I have never come across anyone who doesn’t appreciate the way Jaguar cars are designed. The styling is flawless and beautiful. There won’t be a single day when you wont admire this car sitting in your driveway. The only issue is, I wish Jaguar had got it right with build quality and finish.

 The car I drove had irregularities with the way the leather was glued to the dashboard and the stitching too didn't seem to be consistent. Even though the quality of materials used is top notch, small issues like these can turn away a potential buyer and I think Jaguar should pay more attention to improving fit and finish, especially on its flagship models. Another thing that's instantly noticeable is the cars firm ride. Even though it was riding on 18-inch and not some super low-profile 19 or 20-inch tyres, the ride felt very stiff for a luxury saloon. Something here just didn't feel right. With no option to adjust
Another thing that could have been better is the interior space. The front row feels a bit cramped with the centre tunnel taking up a lot of real estate and leaving a modest amount of space for the foot wells. The rear however is a different story altogether. True to its L badge, this long wheelbase XJ has CEO impressing space at the back.
For those who like the XJ for its looks, there is simply no other car in its segment that comes close in terms of styling. However, like I mentioned, it doesn’t have the fit and finish of a German or a Japanese rival and that is a compromise you will have to make if you opt for this car. However, it will turn more heads when you drive it to your golf club or the next red carpet even

The new 2012 Porsche 911 Carrera S | First Drive

t's taken a long time coming but it’s finally here. The all-new Porsche 911 Carrera S stood patiently in front of me at the Porsche Middle East office, inviting me to get in and come close to breaking every speed limit in the UAE. It’s just impossible to conceive rational thoughts when you know you are going to spend the next few hours behind the wheel of an all-new 911 that is significantly different and better than the one it replaces. It's been the talk of the motoring town since the day it debuted in August last year and in fact, I wasn’t going to test this car at all, it was going to test me.

The new 2012 Porsche 911 Carrera S might look somewhat identical to the one it replaces but looks can be deceiving and in this case, very deceiving. In its highly successful 48-year history, this is only the third all-new platform for the 911. The exterior has been completely re-designed with only 4 per cent of parts being shared with its predecessor. Sometimes, you might wonder if the 911 designers have any work to do at all but as a matter of fact, theirs is the most challenging job in the entire company. Designing a car that never departs from its original concept while accommodating all the modern aerodynamic and technical requirements is a very challenging job. The all-new Porsche 911 Carrera S stays true to the distinctive Porsche design language

Even though it looks similar in size to the outgoing version, its longer by a significant margin. Wheelbase has grown by 100 millimetres and so has front track. The height has been reduced as well and Porsche claims to have reached an ideal height-to-width ratio with the new 911 without altering the overall width that gives this car a solid road presence. The overall geometry has been changed to provide better handling with the front wheels pushed farther out and the rear wheels moving closer towards the engine. Porsche claims this improves stability and handling. The overall weight has also gone down significantly thanks to extensive use of aluminium in the body shell.
Porsche as also completely redesigned the interior. References have been taken from their iconic Carrera GT and those who already own a Panamera or a Cayenne will find similarities in the way the dashboard and the sloping centre tunnel has been laid out. Those who have driven the previous generation 911 will instantly identify the very well defined instrumentation cluster with five dials arranged neatly with the centrally located rev counter. A new addition is the multi-function screen in the second dial from the right. In addition displaying data from the on-board computer, this screen also displays navigation information.

Getting in and out of a Porsche 911 has never been easy, especially if you are tall and set on a heavier side like me. But once you manage your way in, you will be greeted by a sea of high quality materials. Everything has a bespoke finish to it and all the controls are very intuitive. Within just a couple of hours of driving this car my mind memorised the placement of each button and dial and I toggled with the audio, navigation and the sport settings infinitely without having to take my eyes off the road.
I was incapable of judging the handling and the performance while being confined to public roads and that saddened me a bit. The new electro-mechanical steering, which Porsche favoured over the older hydraulic setup has been getting negative votes from the experts because of its lack of feedback and lightness but Porsche claims this step was taken to improve efficiency. The lightness of the steering isn’t as light as I was expecting and it doesn't feel like its been set in marshmallows while feedback was good during whatever little spirited driving I could manage during my time with it. Fuel efficiency also seems to be outstanding for a sports car and if driven with a light right foot, the 2012 Porsche 911 Carrera S will easily go over 550 kilometres before needing a refill, which is really impressive for a sportscar.

The 2012 Porsche Carrera S has a 3.8-litre flat-six engine producing 400bhp at 7400rpm and 440Nm of torque at 5600rpm. A seven speed manual gearbox comes standard along with an optional 7-speed automatic PDK transmission. The car on test had the automatic box transferring power to the rear wheels. Porsche claims a 0-100kmph time of 4.1 seconds and like most high performance cars, the 911 Carrera S has a Nurburgring time too which is 7min 40sec. That's the same as the outgoing monster the 991 GT3 which is a race car for the road. However, steering mounted shift paddles aren’t similar to the conventional paddles found on most cars. The 911 has these two chunky aluminium buttons on the steering wheel which require some time getting use to.
The sport and the sport plus buttons certainly make a world of a difference in the way this car behaves. Fiddle with the sport plus button and the car instantly transforms into something angry and devilish. The engine lets out a roar as the gearbox instantly braces up for performance while dropping a few cogs. The 911 Carrera S also comes with a button to louden the exhaust note and that by far is the best button ever installed on a car. I wonder how Sharjah police will react to that though?

The Porsche 911 is and always will be one of the most iconic cars of the 21^st century and I'm glad I could spend quality time driving it's latest iteration. I’ve always been a sucker for cars representing brand value and heritage and the 911 is as good as they come. Only a few cars have had such a long and illustrious history. Porsche engineers have a done a fantastic job at reinventing the 911 without sacrificing any of its qualities but rather building on them. It’s comfortable enough to serve as a daily driver and provides buckets of performance and thrill at a drop of a hat. It’s one of those cars which you get out of and go,
I want one of that