Aiming to boost total Forte sales to an even higher level, Kia hopes to achieve that by capturing a bigger market share with the hatchback. If you have already seen the sedan and the coupe, then this hatchback should not come across as anything too new. It, after all, holds similar looks and technical innards. Only available in one engine capacity (1.6-litre), the Forte hatch has the same engine as that in the sedan as well as the new six-speed automatic gearbox in the recently updated sedan and coupe models.

Hence, the Forte hatch shares similar performance figures such as maximum power of 124bhp at 6,300rpm and maximum torque of 156Nm at 4,200rpm, along with a zero to 10Okm/h time of 11.5 seconds. I felt that the drive of the Forte hatch was too eager and the steering a tad too light though.

There are paddle shifts mounted behind the steering wheel but I had problems reaching them comfortably. I have small hands so that might be a factor, but I gave up having to over-stretch my fingers just to shift. The red background lighting of the speedometer was a little too glaring at night too, but matched the red colour of the test drive unit we had.

The Forte hatch is really just an extended version of the sedan, with the same overall width, height and wheelbase. The only difference is its increased length and reduced rear overhang. In the front though, there is a new radiator grille, new lower air-intake grille and new fog lamp shapes. Side mirrors have LED signals and the stock rims are restyled too. You may plug in your iPod or iPhone to listen to your own songs on the go and with 385 litres of cargo volume, the Forte hatch can take on your loads easily while at the same time providing comfort to the driver and all passengers.

Essentially, the Forte hatch is evolved from a best-selling recipe with a different presentation to attract other segments of the market. While the older generation might prefer a sedan to a hatchback, the trend of hatchbacks has become more popular in recent years, therefore the move to bring the Forte hatch is a validated one.

At a glance

engine: 1596cc, in line 4, 16 v

performance: 180 bhp/ 5700 rpm, 240 Nm/ 1600 rpm to 5000 rpm, 0-100 9,2 secs.

Top speed : 220 kmh

Transmission; 6 speed automatic

Price with COE : S$188.000

In a Nutshell

Plus: Punchy Performance despite engine size

Minus: Ageing looks

Verdict: Volvo Exploits the system and gives us a winner in the S80 T4

 Wheel Asia

In the night where there is less traffic and the air is cooler, taking the roof down for a moonlit drive is fine. Hence, I am grateful for coupe-cabriolet models that offer the best of both worlds – a coupe to still look cool in the heat and a cabriolet for that top-down experience.

One such example is the Renault Megane Coupe-Cabriolet (or Renault Megane CC for short). It is the third topless Megane model and comes with a hard top. Its predecessor has been around for seven years so I’m sure you will agree that it is high time a new generation is released.

The latest Megane CC has a glass roof just like before – supposedly to offer a nice view of the sky even with the roof up – that takes 21 seconds to unfold into the boot. However, I cannot help feeling some form of greenhouse effect. Then again, there is quite a surreal feeling when it rains.

Fitted with a six-speed continuously variable transmission, the Megane CC makes quite a good city cruiser, especially if you are not in a hurry to get anywhere. At its maximum, you can squeeze 140bhp (at 6,000rpm) and 195Nm (at 3,750rpm) from the 1,997cc engine. It also takes a reasonable 11.7 seconds to get from rest to 100km/h.

To help reduce wind noise and any turbulence for speeds, the Megane CC has a glass wind deflector behind the rear seats so passengers can have their hair intact. Having generous space in the rear is not a given for cabriolets or coupes. In the case of the Megane CC, you can fit two adult passengers in there but ideally it should only be for a short journey.

A compromise that comes with looking cool in a cabriolet or a coupe is the reduced boot space. With hardtop models like the Megane CC, the roof takes up space in the boot – reducing it from 417 litres to 211 litres when the roof is retracted. Something I liked about the boot though, is this button that you can press so the boot can close automatically.

Within the Megane CC is a list of usual features such as cruise control, keyless operation, MP3 player connectivity, dual zone electronic climate control, rain wiper sensors, headlight sensors, a navigation system that comes in various languages and dialects, and reverse parking sensors.

The Megane CC does make a rather functional coupe-cabriolet and has the solid build quality that continental cars usually have. I spent most of the 24-hour test drive time driving with the roof up as the weather was either too hot or too wet, but I did have a chance to take the roof down in the wee hours of the night. I still cannot decide if I prefer a coupe or a cabriolet better so cars like the Megane CC offers the best solution.

Renault  Megane CC 20. A

At A Glance

Engine: 1,997cc 4-cylinder DOHC

Performance: 140bhp/6,000rpm,

195Nm/3,750rpm, 0-10011.7secs

Top Speed: 195km/h

Transmission: Six-speed CVT

Price with COE: S$158,888

Testdrive & Enquiries: Wearnes Automotive

Tel: 6471 3313

In a Nutshell

Plus: Panoramic glass roof, chockfull of standard features, solid build quality Minus: Because of its glass roof weighing down on the car, acceleration takes a beating Verdict: If you still cannot decide whether you prefer a coupe or a cabriolet better, cars like the Megane CC offer the best solution.

Wheels Asia

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