It’s the same with the COE system. Since Cat B is for bigger passenger cars, why does a Toyota Prius buyer has to buy a Cat B COE when a Mercedes-Benz C180 Kompressor buyer needs a Cat A when the latter is a bigger car than the Prius? The flaws in our COE and tax system is further compounded by car manufacturers’ recent trends to downsize their engines.

The new Volvo S80 T4 full sized executive saloon is a case in point – despite its generous exterior proportions, the new S80 model is powered by a small but powerful 1.6-litre motor, which makes it fall under the Cat A COE class and hence compete with buyers of budget models and superminis for a Cat A COE when it is an executive saloon roughly the size of a BMW 5 Series.

On the outside, the new S80 T4 variant can be differentiated from the 2.0T only by the T4′ badge on the boot lid instead of ’2.0T. Everything else on the exterior, including the design of the alloy wheels are similar to the 2.0Ts. Overall styling of the five-year old S80 though, is starting to look aged, especially when it is parked next to newer and sleeker Volvos like the S60 and V60.

Volvo’s T4 utilises the same Ford sourced 1596cc unit. Like Volvo’s latest 2-litre units, the four-cylinder engine features turbocharging and GTDi direct fuel injection to muster an impressive 180bhp at 5700rpm, which makes it one of the most powerful engines in the Cat

A class. Outright performance of the entry level S80 is reasonably sprightly -0-100km/h in 9.2 seconds and a 220km/h top speed are numbers that are nothing to be ashamed of for such a large car with a relatively tiny motor. Surprisingly, although the 1627kg S80 is almost 100kg heavier than the 1532kg V60, Volvo quotes similar performance numbers for both cars.

When compared to the 2.0T, the T4 is just seven-tenths of a second slower off the line to 10Okm/h and has a 10km/h slower top speed than the former’s 8.5 seconds and 230km/h performance figures. On the road, the T4′s on paper performance deficit to the 2.0T definitely doesn’t feel as much of a gap as the numbers suggest, with the T4 having more than enough go to keep up with the fastest of traffic on our roads.

With 240Nm of torque on tap from 1600rpm, the T4 offers ample pulling power in the mid-range. Despite its relatively flat torque curve, the engine does suffer from a bit of turbo lag at slow crawling speeds.

Mid-range performance is strong but just like the S80 2.0T’s i 2-litre turbo lump, the T4 unit can feel a little short of breath and hence lose momentum at higher engine speeds. On the upside, the 1.6 unit does sound like it is rewier than Volvo’s larger 2-litre four-pot.

The T4 motor is hooked up to Volvo’s familiar six-speed Powershift twin clutch transmission. Powershift isn’t programmed to shift lightning quick like BMW’s DCT boxes but it offers smoother operation almost to the point that many will mistake it for a torque converter auto instead of a twin clutch unit.

The S80′s chassis is set up more for wafting along than for spirited driving so don’t expect it to be as dynamic as a BMW. It goes round corners decently enough but the steering feels wooden and is rather lifeless for the handling to be truly rewarding. Body control is lacking as well as the S80 can roll noticeably in the bends.

On the upside, the S80′s non-sporting pretensions means it offers a pliant ride at all speeds, offering its occupants a comfortable journey every time. In terms of ride comfort, it certainly betters rivals like the Saab 95 or the Audi A6. There aren’t any immediately noticeable differences over the 2.0T when it comes to the cabin other than the slightly different inserts on the steering wheel and gear knob and the lack of the 2.0T’s sports pedals.

The S80 T4 is superbly equipped for a Cat A model. It comes with the same standard equipment and luxuries as the $1 Ok more expensive 2.0T model that includes all the usual Volvo passive and active safety kit like WHIPS, SIPS, Inflatable Curtains, DSTC electronic stability control and luxuries like cruise control, rear park assist, rain sensors, electrical adjustments for the front seats, factory fitted stereo with iPod connectivity and so on.

It’s entirely not Volvo’s fault that the sizable S80 T4 needs to fight for COEs with buyers of much smaller or cheaper models. It is more like a masterstroke on Volvo’s part in exploiting the flawed taxation and COE system that show no signs of getting changed just yet. Thumbs up to Volvo but an even bigger thumbs down to the Victorian transport policies of Singapore.

The New Volvo S80 T4

At A Glance

Engine: 1596cc, in-line 4,16V

Performance: 180bhp/5700rpm,

240Nm/ 1600rpm to 5000rpm, 0-100 9.2 sees

Top Speed: 220km/h

Transmission: 6-Speed Automatic

Price with COE: S$188,000

Testdrive & Enquiries:

In a Nutshell

• Plus: Punchy performance despite engine size

• Minus: Ageing looks

• Verdict: Volvo exploits the system and gives us a winner in the S80T4

Wheels Asia

To achieve it, Williams Grand Prix Engineering has been brought on board to help with the KERS-type hybrid battery and electronics, the all-carbon-fibre structure, and with a 1.6-litre four-cylinder engine  developing colossal horsepower, using multi­stage turbo/supercharging -the same principles as Fl engines from 2013.

That engine goes shoulder-to-shoulder with front and rear electric motors, giving staggering performance. Jaguar promises 0-60 in a number beginning with 2, and 0-100mph in under six seconds. That’s Veyron territory, but with no need of Veyron power because the car should weigh about the same as a Golf GTI. A 200mph top speed is also promised.

But because it uses a plug-in hybrid system with electric 4WD, when driven through the EU emissions cycle it’ll have a C0₂ number close to a Prius. The all-electric range should be 30 miles.

The petrol engine is the only major alteration from the show car. That had a pair of gas turbines coupled to generators. JLR engineers are researching the turbine, confident they’ll pull it off for future cars. But the 2013 supercar launch is too soon. The chief problem is cold-start emissions, and the engineers say it’s possible that’ll be sorted in time to do a few turbine C-X75 at the end of the 250 run in 2015.

And Jaguar says that some will be of a track-only spec, either for a one-make series or to enter GT racing classes. Or just for very rich people to have aimless but epic fun.

HOW’S IT WORK, THEN?

Wondering how a 1.6 can get to GOmph in under 3,Osecs?Readon…

To get its extraordinary performance and equally uncommon economy (albeit not both at once), the C-X75 production car is a plug-in hybrid like the Porsche 918 Spyder. The engine will be about 4-500bhp, though Jag won’t say exactly how much, but hints that it uses both turbos and supercharging. It drives a generator, and can also drive the wheels directly.

Then there’s an electric motor for the front wheels, and another for the rears. The battery has about half the energy capacity of Nissan Leaf’s, so provides less range, but with Williams’ Fl expertise can charge and discharge much faster to give far nore electric power.

Top Gear

Landing right smack in the middle of a UAE summer is no laughing matter, from the moment I stepped out of the airport, the rush of burning hot air dried my lips and skin almost instantaneously. And its in this extreme weather, did Audi unleashed its mid-sized executive sedan on a select group of automotive journalists from all around the world, myself included.

To put things in perspective, hot weather is severely detrimental to any vehicle’s performance; the added heat coming from the climate puts a tonne of additional stress on the car – the perfect premise to show just how the new A6 is near perfect in every possible sense.

The main highlight of our trip was divided into two sections, firstly: the scenic drive – where we drove the A6 around town and on the highways and secondly: track experience – where we took the A6 onto the Yas Marina F1 Circuit for a couple of hot laps. The experience i gleaned from driving in this two different scenarios was more than enough to gauge just how good Audi’s new sedan really is; and it is astonishingly good!

Visual wise, the seventh generation of Audi’s executive sedan doesn’t really push the bold envelope, looking more like an evolved version of its predecessor in line with the current range in the German automaker’s line-up, which is all good still considering the targeted buyers of this category of cars; subtlety is key. The difference is in details such as the pronounced shoulder line, protruding door handles, and finessed shapes of the grille, headlights, and taillights.

Whatever impression I had about the minor exterior visual redesign soon changed the moment I entered the car. Now, Audi’s cabins have always been top of the pack for years and with the new A6, it raises the bar up another notch by integrating much of the interior from the A7. The A6 even comes with an optional layered-oak trim that not only lends an air of exclusivity but also a delight to the senses. Overall atmosphere and attention to detail is simply unbeatable in this segment.

A large screen between the tacho and speedometer dominates the driver’s side insfumertatkr. Displaying ail kinds of information, including GPS route navigation as well as a feed from the thermal night-vision system on cars eguipped with it. A heads-up display is also optional for people who want their information immediately available.

Speaking of numbers, the car I drove was the 2.8L V6 FSI Quattro, which produces over 200hp from 5,250 – 6,500rpm and with 280Nm from 3,000 – 5,000rpm. The century sprint is dispatched in just 8.1secs and onwards to a top speed of 240km/h.

At city limits, the 2,773cc V6 with direct fuel injection and Audi’s patented valvelift system accelerates off briskly while torque build up is rapid and even throughout. The creamy-smooth V6 emits a pleasing, sonorous sound that is unusually sporty for a luxury sedan yet unobtrusive enough not to scare away the non-enthusiast buyer. The mediator between the six and Audi’s Quattro all-wheel-drive system is the tested and proven seven-speed dual-clutch S-Tronic transmission. In the A6, it shifts brilliantly quick and delivered outstanding fuel economy despite the harsh weather conditions.

The A6 packs the latest reiteration of Audi’s signature Quattro system, with a nominal front-to-rear power distribution of 40/60 percent. Add to that an optional sport differential that actually distributes torcue instead of cutting it off like stability-cortrol-based “torque vectoring” systems offered on smaller cars, and the A6 is supremely capable. The electromechanical steering is nicely weighted, and feels vastly superior to anything the competition has to offer.

Part of the A6′s impressive handling capabilities can be attributed also to the usage of a modular longitudinal platform that places the front axle farther forward than in the old, nose-heavy A6s, making for far better weight distribution and greatly reducing the car’s tendency to understeer. The dynamic abilities of the new A6 also are enhanced by its lower weight. Audi managed to shave almost 140kg off the old car’s heft with extensive use of lightweight material such as aluminum in the construction of the panels and chassis.

Besides its impeccable driving prowess, the A6 has an arsenal of features that will ensure the car itself will always stay out of trouble even if the driver doesn’t realize it. The adaptive cruise control works from 0 to 240km/h, and it can bring the car to a full stop when necessary. A side assistant monitors the blind spots, lane assist acts on the steering system to keep you in your lane, a crash-sensing system will apply brake pressure even if the driver  stays oblivious to looming disaster, and the night-vision system will highlight pedestrians in your path.

My favorite feature had to be the new full-LED headlights. The light they emit is colder and brighter than any xenon, and they are styled to add a cool menace to this executive sedan.

For the Singapore market the A6 will be offered initially with the 2.8L V6 front-wheel drive model and the 3.0LTFSI Quattro, both arriving in the later half of the year. Audi is likely to add the powerful and torquey 3.0 TDI to the portfolio later, and by the middle of 2012, we’ll hopefully see the S6, powered by the same turbocharged 4.0-liter V8 that you’ll find under the hood of the entry-level Bentley Continental. That model is probably worth waiting for, but for the impatient or those with smaller budgets, the A6 I drove in Abu Dhabi is already pretty close to perfection.

Wheels Asia

Last week, Nissan announced that it was dropping the Altima Hybrid model from its 2012 lineup. The the car licensed Toyota’s hybrid drivetrain and battery technology to help Nissan meet emissions requirements in the nine U.S. states, but was never available to customers outside of those states. Critics enjoyed the added performance punch that the Altima Hybrid offered over competing hybrids, and since the non-hybrid Altima remains Nissan’s best selling vehicle worldwide, producing a hybrid version of the sedan has always made sense in theory.

According to a report in AutoNews, Nissan still sees the wisdom in selling the model, and is planning to reintroduce the Altima Hybrid as early as next year. This time around though, the carmaker won’t have to pay Toyota a license fee for its hybrid system.

Reportedly, the revamped Altima Hybrid will feature a front-wheel drive version of the gas-electric powertrain Nissan recently debuted in the Infiniti M Hybrid. Nissan developed its hybrid system in-house this time though, with plans to slot it into several new or existing models in the coming years. If the Altima indeed becomes one of those models, it will likely accompany a fifth-generation redesign of the car, which last received a full retooling in 2007.

Nissan’s new proprietary hybrid system is built around 1.3-kWh lithium ion battery. In the M Hybrid, that battery is housed underneath the floorboard and teamed with a 360-volt motor rated at 67 hp and 199 lbs.-ft. of torque. Both gasoline and electric power are routed through the the rear-wheels in that car, but the system would be reconfigured for front-wheel drive in new Altima Hybrid.

Since Nissan produces the current iteration of the car at its Smyrna, Tenn. facilities (which will soon be home to the carmaker’s brand new $1.6 billion lithium-ion battery plant,) it would make sense that both the vehicle itself and it’s battery could be manufactured in the United States.

Source: hybridcars.com

Mercedes Benz has taken the wraps off its latest C63 AMG saloon and estate models, both now more efficient than ever.

Following the launch of the facelifted C-Class range (Mercedes Enthusiast February 2011), the reworked C63 still has 451 bhp from the M156 6,208cc V8 but is about 10 per cent more fuel efficient and has lower CO2 emmissions, thanks to its new AMG Speedshift MCT seven speed sports transmission with a controlled efficiency mode, plus a new power steering pump.

Upping performance further is the optional AMG performance package that takes power to 480bhp using technology taken from the SLS, including a lightweight crankshaft and forged pistons. Uprated brakes are among the other extras with this package.

Included in the changes to all facelifted C63s are a revised grille and new front and rear  aprons, AMG daytime running LEDs, an aluminium bonnet with redesigned power domes and new clear lens headlamps. Tha  AMG sports suspension has also been revised for increased agility, responsiveness and refinement.

The new C63 AMG saloon and estate go on sale the UK this summer – pricing is yet to  be confirmed.