top auto may 2015

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4 TEST DRIVE We drive the McLaren 650S, Mercedes-Benz CLA45 AMG and 2015 Cadillac ATS Coupe.

THE DAY THE EARTH

STOOD STILL

test drivemclaren 650s

wordszlatko mulabegovic

photographyahmad alshishtawy

4 top auto » test drive

THE DAY THE EARTH

STOOD STILL

McLaren's low flying 650S is one of the best

sports cars we've even driven, possibly the

best one even. Read how an upgrade patch for

the MP4-12C turned a very good car into one

of the most exciting machines on our roads!

5performancemag.net

performancemag.net

Founded back in a distant 1963 by a Kiwi petrol head and race

driver, Bruce McLaren Racing Limited is today the second

oldest active Formula 1 team after Ferrari, and one of the

most successful teams in the history of F1 racing. 12 drivers'

and 8 constructors' world championships, thus many other

prestigious titles are a tribute to the engineering prowess

and technology edge of McLaren. McLaren Automotive, a

subsidiary of the group, was established as McLaren Cars in

1989 as a producer of road cars based on Formula One tech-

nology. Now then, when an automotive brand starts its life

as a racing team, there could be no better scenario, with all

of the accumulated experience in building race engines, best

chassis in the world, own composite materials and wind tun-

nel. The results speak for themselves, these are some of the

world's best sports cars, engineered to perfection and blessed

with outstanding performance.

When all of the above translates into an expertise in build-

ing fast cars that's second to none, and on top of that you

happen to be running one of the world's top technology

companies, then there's no excuse for not building the per-

fect supercar. And, even though the 650S was not primarily

intended for the racetrack, it is hard not to think of it that

way, all considered.

Looking at the competition, McLaren had to take on a lot;

well-established supercar manufacturers, traditions, heri-

tage, many available models with their respective loyal fol-

lowers and more obstacles. When you walk into a room that's

pretty much full and most seats are already taken, there's

a good chance that you'll feel like the loser in the game of

musical chairs ... but not McLaren!

Many years have passed since production of the legendary

F1 ceased, yet the folks at the production plant have pulled

this one off so confidently, as if they were running a mass

production unit. The MP4-12C was the first supercar wholly

designed and manufactured by McLaren, yet it left the

production line as close to perfection as it gets, without bugs

or gremlins to talk about. Only three years later, the 650S was

out and the manufacturer never really looked back...

The 650S sits right between the MP4-12C and the P1, bearing

a strong resemblance to the former while borrowing the

nose design from the more aggressive P1. What makes this

car really special is the advanced carbon-fibre tub chassis


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performancemag.net

The 650S receives a sizeable dose of carbon-fibre inside and out, in both glossy and matte versions. You sit low in the cabin, which is pared down to the essentials yet supremely functional and elegant. The mighty 3.8-litre twin-turbocharged V8 delivers 641 horsepower and, along with finely crafted dynamics, make it a race car for the road. Well, almost.

that looks like it's out of a Le Mans racer.

Combining light weight with the highest

rigidity, it would constitute a great starting

point for a GT3 racer, let alone a supercar

intended for street use. And it is the design

of the chassis that always reminds you of

McLaren's racing heritage and the fact that

you're climbing aboard a truly exceptional

car.

Aside the trick composite chassis, the second

most important highlight of the 650S is

its powertrain, a twin-turbo 3.8-litre V8

developed from the ground up and deliver-

ing some serious grunt. Already impressed

by the engine's performance on the MP4-12C,

we were literally blown away by the might

of the motor powering of the 650S. The

combination of a high revving engine and

lots of torque makes for an incredible driving

experience and it takes balls to keep pushing

the 650S to its redline, no matter what gear

you're in. The sensation of never-ending

acceleration is so addictive, yet one that

tests your nerves, making you want to lift

off before the needle hits the engine's sweet

spot at a stratospheric 7,250 rpm. Needless to

say, the engine and exhaust noises are tuned

to perfection, not too intrusive, only helping

further amplify the experience.

Finally, the 650S is not just a more powerful

brother to the MP4, but a car that has ben-

efitted from more of the ongoing technologi-

cal developments. The list of improvements

is pretty comprehensive and they all help

to boost its performance; fully functional

upgrades mostly derived from race cars.

We're talking here of carbon ceramic brakes,

lightweight forged wheels, reduced weight,

tuned suspension, active aerodynamics and a

considerably increased amount of downforce

generated at speeds of 240km/h and above.

On the outside

The exterior design of the McLaren 650S re-

ally is not a huge departure from the styling

of the MP4, with a few styling tweaks, new

lightweight wheels and the addition of a

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performancemag.net

P1-like nose. The result is nothing short of

stunning, with a wide track, a low slung com-

pact body and the aggressive visual treats of

McLaren's flagship model. With the new nose

comes more aggressive looks, more sophis-

tication and the car even appears to look

longer. The carbon splitter, side skirts, side air

intakes and the rear diffuser create a great

contrast when pitched against the bright

yellow paintwork and, with their impeccable

finish, set this car apart from the wannabies.

Under the hood

The 650S gets a healthy power boost over the

MP4, taking the horsepower count to 650,

with a maximum torque of 678 Nm and most

of it available between 3,000 and 7,000 rpm.

The 3.8-litre V8 motor features dual overhead

camshafts, 32 valves, variable valve timing,

and revs happily up to 8,500 revolutions.

Mated to an incredibly slick, quick and pre-

cise 7-speed dual clutch gearbox, this is the

closest you will come to experiencing race car

technology on the street. And we didn't even

mention the sporty open differential with

the brake steer option ... damn!

The stiff stuff

The chassis of the McLaren 650S is in es-

sence a dry carbon monocell combined

with aluminium front and rear structures.

Lightweight, stiff and safe, it constitutes the

best possible basis upon which a top perfor-

mance car is built. Handling comes courtesy

of the adjustable ProActive chassis control,

with Street, Sport and Track modes. Further

improved from the version seen on the MP4,

the suspension delivers race car handling

and feel, cornering and braking completely

flat for maximum traction and downforce.

And, the inevitable electronics are also avail-

able on this street rocket, but thankfully

they can be disengaged whenever you're in

the mood for an exhilarating blast.


11performancemag.net

performancemag.net

On the inside

The cabin of the 650S, or should I say its

cockpit, is what really rounds off that race

car sensation, as you climb over the thick

door sill and drop down low into the hugging

bucket seats. Once seated, you realize you're

almost sitting on the floor and that your

driving position is as central as it can get in-

side a two-seater. The simplistic cabin design

is aggressive, well designed and only features

the bare essentials. Dry carbon is once again

widely used, this time for aesthetic reasons

more than serious weight saving. Tastefully

mixed with Alcantara and matt aluminium,

the cabin is a borderline combo of sportiness

and sophistication, with the right amount

of each without going over the top. The

centrally mounted tachometer is supported

by two smaller side displays providing the

required info on selected options and engine

vitals. All the main buttons and switches

emulate those found inside top notch race

cars, and are a joy to use, turning every single

drive into a very special experience.

At the wheel

I don't think I've ever driven anything faster,

and definitely no other car has felt as fast

as the McLaren 650S. Designed to deliver

its might over a long rpm range, this was a

totally new experience for me, one that both

excited and challenged. Brutal but usable,

lightweight but planted, this is the only

supercar that provided the true on-track

sensation when driven hard, gripping madly,

attacking the corners and snapping the steer-

ing out of my hands in every sharp turn.

Designed and developed like a race car, the

650S was surprisingly usable around town. I

was looking forward to every single trip, no

matter how short, as I kept on discovering

new driving treats with every new corner

taken, with every launch, with every bit of

late braking.While not much different from the MP4-12C, the P1-esque nose, new wheels and slight visual tweaks make the 650S a more aggressive looking car. 13performancemag.net

performancemag.net

Respect goes out to the team that engi-

neered the 650S, for creating a vehicle so

capable that most of us would never dare

come close to its limits. Blistering perfor-

mance, capability, and surefootedness are

the attributes that spring to mind first. And

the feel, ah, the feel. It is an epic achieve-

ment to deliver a totally analogue and

mechanical feel with so many electronics

involved, the legally closest to a track car

you will ever get. Step into the S, arm it for

track use and experience what it's like to be

a race driver, on your way to work, driving

around town, taking off from the lights or

blasting down a twisty B-road.

And, reflecting upon it all a few weeks

after this exhilarating experience, I am

convinced that this is what the MP4 was

supposed to be like. Did McLaren release it

too early? Did a competitor's performance

make them rethink their strategy? Either

way, it is good news, the entry level model

is still available, and if it's ultimate per-

formance you are after, then the McLaren

650S is the one that'll tick all the boxes.

quick spec

Engine : 3799cc V8 twin-turbo

Layout : Mid engine / RWD

Power : 641hp @ 7250rpm

Torque : 678Nm @ 6000rpm

Transmission : 7-speed dual clutch


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HONEY, I SHRUNK THE

HOT ROD


If you thought only fire-breathing, V8-engined monsters come out of

Affalterbach, think again, for what we’re driving here is a completely new

chapter in the history of AMG.

HONEY, I SHRUNK THE

HOT ROD test drivemercedes-benz cla45 amg

words & photographynitish ramanujam


performancemag.net

Forget all those fire-breathing, V8-engined mon-

sters to come out of Affalterbach, for what we’re

driving here is a completely new chapter in the his-

tory of AMG. The sedan variant of the brilliant A45

AMG hatchback - which we tested a few months

back - the first thing that strikes you about the

CLA45 AMG is its mini-CLS styling; for a four-

door, it’s a tiny thing. But, while the CLS wears its

muscles proudly, the aggressive face, flared fenders

and teeny wheelbase sit a bit awkwardly here,

somewhat like a miniature version of Sly Stallone.

But that’s not the talking point here, is it? No, it’s

the 2.0-litre four-cylinder engine which, at 360

horsepower, is currently the world’s most powerful

four-pot production motor, thanks to a relatively


performancemag.net

While the styling may not be to everyone's tastes, you cannot fault the turbocharged 2.0-litre engine, which sends 360 horsepower to all four corners via a 7-speed dual clutch transmission. The cabin, trimmed in leather and suede, benefits from fan-tastic sport seats as well.

large turbocharger banging in over 26psi

of boost. And yes, each of these engines is

still hand-made like their bigger brethren

and, similarly, makes use of a unique

crankshaft, pistons, and a robust, sand-

cast aluminium block to ensure that

nothing falls apart when you push it. The

drivetrain is full-time AWD with a front

bias, and the numbers get automatically

shifted 50-50 front and back according to

the situation.

Fire it up, and you’d be disappointed if

you’re keen on hearing V8 noises (obvious

isn’t it!). But get the revs past 3000rpm,

and things get better with a miniature

version of the familiar braaap!, especially

if you’re manually shifting the seven-

speed, dual-clutch ‘box. It is mighty quick

too, with 0-100km/h coming in just over

4 seconds.

Grip levels are crazy, especially with our

car’s 235/35 ZR19 Dunlop Sport Maxx

rubber, but you cannot do the same she-

nanigans as with a rear wheel-drive AMG

Benz. Which means no wild oversteer like

you’re used to, but that bit of understeer

when you enter a corner at speed can

be trimmed by lifting off the throttle,

like any good old hot hatch. Vented disc

brakes front and rear are fabulously

quick spec

Engine : 1991cc 4-cylinder turbocharged

Layout : Front engine / AWD


Torque : 450Nm @ 2250-5000rpm

Transmission : AMG SPEEDSHIFT DCT 7-speed


performancemag.net

effective as well. The electrically assisted

steering is weighty, accurate and feel-

some, and much better than a few similar

racks from Audi and BMW.

The cabin is dominated by a pair of

fantastic sport seats up front, trimmed

in leather and suede, and accented with

red highlights and red seatbelts. The

similarly outfitted steering wheel is also

a joy to use, accompanied by cool, metal

paddle shifters and a big slab of carbon-

fibre on the dash.

Elsewhere, the A-Class roots shine

through, especially those oversized HVAC

vents, aftermarket-looking display screen

and some iffy plastics. Room for front

passengers is decent, but being hatch-

back-derived, taller occupants would

have a hard time fitting in the back seats.

Our tester was the “Edition 1” variant,

which adds 19” multispoke matt black

alloy wheels and 235/35 ZR19 tyres,

red brake callipers, racy stripes above

the side skirts, red accents inside and

outside, AMG Performance seats, special

upholstery and steering wheel, “Edition 1”

badging, and then some.


ART, MEETSCIENCE

Forget the stately and - over the years - a

bit dowdy, behemoths like the de Ville

and the Eldorado; Cadillac changed its

game altogether in the last decade when

it debuted the “art and science” mantra,

a philosophy that combines bold styling

with cutting-edge engineering. With

the all-new ATS Coupe, the luxury car

maker plans to tap into the entry-level,

premium two-door market.


test drive2015 cadillac ats coupe

words & photographynitish ramanujamART, MEET

SCIENCE


performancemag.net

Forget the stately and - over the years - a

bit dowdy, behemoths like the de Ville

and the Eldorado; Cadillac changed its

game altogether in the last decade when

it debuted the “art and science” mantra,

a philosophy that combines bold styling

with cutting-edge engineering. Starting

with the radical Evoq concept in 1999, and

later on to the 2002 CTS, the American

luxury car maker targeted its sights at a

new and more youthful (albeit affluent)

crowd.

Now, with a line-up comprising of ve-

hicles like the CTS, XTS, SRX, and deriva-

tive coupes and wagons, Cadillac has the

luxury end pretty much covered. This is

where the ATS comes in, to fill the slot for

an entry-level, and more affordable, Ca-

dillac. Instead of scouring the GM parts

bin, as is usually the case, they decided

to build the ATS largely from scratch,

with the car debuting a completely new

performance-focused Alpha Platform.

While that’s good news, there is a more

interesting side to it when you consider

the attention to detail. With the plat-

form’s goal being to make the car as light

as possible, almost every component of

the ATS is designed to be no thicker than

necessary, which translates into slim alu-

minium webs, downsized fasteners, large

lightening holes in the steel stampings,

and much more. The ATS sedan entered

the US market three years ago, but this

coupe is brand new, having made its

debut at this year’s Detroit Motor Show.



performancemag.net

Continuing the company’s current design language, the ATS

Coupe is a very clean and crisp-looking car. Like its bigger sib-

lings, the handsome two-door eschews any superfluous visual

attributes, preferring to keep it neat and tidy, albeit with a few

interesting touches here and there. Especially, the swept-back

head- and taillights, and the sharp beltline, which work together

to create a taut design.

The vertical taillights are a contemporary nod to Cadillac’s rich

past. It sure doesn’t have the overtly masculine lines of the CTS

Coupe, but then the ATS Coupe does have better all-round vis-

ibility; so we’re not complaining! Our demo car came with 18”

10-spoke wheels, wearing Bridgestone RE050A rubber.

Interiors have been Cadillac’s thing recently, and the ATS Coupe

is no different, boasting lots of expensive leather, accentuated

with tasteful bits of Alcantara, metal, piano black trim, and even

magnesium paddle shifters. The cabin itself is exceedingly quiet,

thanks to some cool active noise cancellation wizardry from the

12-speaker Bose audio system. Along with a bunch of standard

features including powered seats, dual-zone aircon, cruise control

and rear-view camera, the ATS Coupe also gets a reconfigurable

colour HUD displaying speed, rpm, navigation prompts, audio info

and more.

The few gripes we have include entry into the rear seats; with

the front seat backs down, the rather long bridge span of the

seat belts make rear ingress (and egress) a persistent challenge.

Edgy headlights and taillights complement the ATS Coupe's clean styling. Ride and composure is excel-lent, aided by the comfy interior; but we're not fans of the finicky CUE system.


performancemag.net

Legroom is decent at the back, but as is

the case with most stylish two-doors,

headroom could be an issue for taller

occupants.

The CUE system, with its 8” touchscreen

(which hides a 1.8-litre storage area un-

derneath), looks fab and offers you tons

of information, multimedia and connec-

tivity options, but I wasn’t too impressed

with the inconsistent response, with

touch recognition being either super

sensitive or not being registered at all.

Powering the Cadillac ATS Coupe is a

3.6-litre V6 making 321hp and 372Nm of

torque. That said, we’re pleasantly sur-

prised with the jumps Cadillac has made

with the dynamics of its current crop

of cars. Power is sent to the rear wheels

via a smooth-shifting 6-speed automatic

gearbox that, left to its own devices,

makes for relaxed cruising, while you

get to manually change cogs for spirited

driving. Ride quality, body control and

composure at high speeds is rock solid,

with our tester’s Magnetic Ride Control

system continuously, and seamlessly,

adjusting the damping characteristics

depending on our choice of Tour or

Sport. The steering is quick and sharp as

well, but doesn’t offer much in the way

of feedback. At lower revs, there is a bit

of a flat spot before the motor gets in the

groove, but then on it’s a rev-happy unit,

singing all the way to the near-7000rpm

limiter.

In addition to bringing the Cadillac

brand within the reach of a new audi-

ence, the more affordable ATS Coupe is

a well-specced and comfy two-door that

places more emphasis on understated

style and refinement, rather than out-

right pace or dynamics. But then, that's

what the ATS-V is for, right?

quick spec

Engine : 3.6-litre V6

Layout : Front engine / RWD


Torque : 372Nm @ 4800rpm

Transmission : 6-speed automatic

Vehicle Courtesy: GM Middle East

Price: Starting from AED 199,000


The largest international automotive aftermarket trade exhibition in the wider Middle East

June 2 – 4, 2015

www.automechanikaDubai.com/TP

Car enthusiasts and modifiers, drive this way!If you love cars and what goes into them, or are in the business of modifying vehicles, it’s time to head to Automechanika Dubai. The largest show of its kind in the region, it brings you face-to-face with the latest technology, the newest designs and the trending concepts from the world of automobiles. Stop by at Automechanika Dubai and discover exactly what top performance is made of!

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