Celebrity Life

You can’t have missed the BMW 430i Coupe’s controversial styling, but could you live with it? We get behind the car’s steering wheel to find out.

A car designer once told me that it was more important for an automobile to evoke a strong reaction – positive or negative, it didn’t really matter – than for it to leave people unmoved. It’s a sentiment that clearly applies to the latest generation of BMW’s 4-series, whose frontal aspect, which is dominated by a pair of enormous kidney-shaped nostrils, has divided opinion more vehemently than with any recent car I can think of.
Do I like it? The straight answer is no, though in mitigation I do admit that I can now look at the garish grille of a Lexus, which I once thought to be vulgar, verging on the hideous and a taste I’d be unlikely ever to acquire, without batting an eyelid. Time will tell if, several years hence, I’m able to say the same about this car.

Citing the 328 of 1936 or the E9 2800CS of the late ’60s as inspirations, BMW defends its controversial styling choice by telling us it’s simply drawing on its own design heritage, though neither were as in-your-face is this. (On the contrary, the E9 was one of the loveliest cars of its era, with an elegance and delicacy of line that the company has rarely bettered since, if at all.)

Even more strangely, the 4-series’ alarming visage is in distinct contrast to the rest of the car, which though far from perfect is nicely proportioned and from some angles actually rather handsome. Nor is the design of this latest G22 incarnation a simple evolution of the 3-series saloon on which it’s based, for the 4 is now developing a distinct stylistic identity of its own – and though comparisons of the two-door coupe’s fastback roofline with that of Ford’s current Mustang might not be what the BMW designers wanted to hear, it’s not a bad look to be striving for.

In growing apart from the 3-series, the latest 4 has also become significantly lower than its predecessor – by almost 6cm – and a tad wider at the rear, which respectively hint at a dropped centre of gravity and improved traction. As is the way of things it’s also longer and, says BMW, more aerodynamic than the old 4-series, and the engineers do seem to have shaved a little weight from the car’s considerable girth, partly thanks to the extensive use of aluminium for the front wings, bonnet and doors. Nonetheless, at more than 1.6 tonnes unladen, my 430i Coupe test car is still on the porky side; the question is whether that heftiness in any way dampens the car’s responses and performance.

I last drove a 4-series during the launch of the first-gen model in 2013, a carefree time when the perils of global warming weren’t looming quite so menacingly and no one questioned the notion of dropping a 3-litre straight six into the engine bay of a mid-range coupe. Not so today, when big engines and multiple cylinders are anathema – unless, that is, you opt for the current range-topping M440i, which comes with a mildly hybridised version of Beemer’s classic six-pot as well as xDrive all-wheel drive.

Thus, and in spite of a name that suggests otherwise, the motor lurking beneath the 430i’s bulbous bonnet is a 2-litre inline four, its relatively humble dimensions and configuration ameliorated by twin-scroll turbocharging that manages to wring from it a respectable 254bhp and 400Nm of torque, the latter usefully available between 1,550 and 4,400rpm. If those numbers don’t exactly turn the 430 into a surface-to-surface missile, nor will they leave you stranded, frustrated and cursing behind a line of slow-moving vehicles. Like most four-cylinder engines, the Beemer’s serves up little in the way of aural delights, but around town and at cruising speeds it’s smooth and unobtrusive.

BMW continues to eschew double-clutch transmissions in favour of its ZF-sourced eight-speed Steptronic gearbox, which is employed on all versions of the 4-series, and on the evidence of the 430i it’s a wise move indeed. With fluid, quick and invariably intelligent shifting that effectively plugs whatever gaps appear in the 2-litre’s delivery of power and torque, this is by no means your slush-pump of yore, but rather a responsive and versatile box of tricks that’s easily the match of anything that Mercedes or Audi can throw at it – and it lets you have fun in Manual/Sport modes. Any time soon we must surely expect an outbreak of hat-eating among those who’ve said that the days of the torque-converter are numbered (full disclosure: one of those chapeau-munchers will be me).

Along with lighter metals in its construction, the 4-series is also a deal stiffer, which by rights should mean a less flexible chassis and, hence, more precise handling. My 430i is also kitted out with the M Sport package, which isn’t confined to such exterior and interior cosmetics as 18-inch alloy wheels, body-kit embellishments, and sport front seats and steering wheel, but also – and perhaps most important – includes revised and lowered suspension, and variable steering.

In fact, on the road the 430i impresses by feeling more than the sum of its parts. As I’ve said, it’s no rocket ship but performance is a good deal livelier than you might expect, with acceleration from rest to 100km/h in less than six seconds and the customary maximum speed of 250; indeed, the engine and transmission work in such impressive harmony that you’re rarely left feeling as if you need more (and when you do, a flick of the left-hand paddle will quickly put you back in the zone). Handling and steering are sharp without being nervous, with plenty of information being served up through the helm and grip levels that are reliably predictable. All in all, it’s much like the 330i that I drove almost two years ago, only even more precise and, if anything, more agile, the trade-off being ride that’s on the firmer side, even in the softest Comfort setting.

As for the cabin, if you’re seated in the front and you’re familiar with the current 3-series you’ll be hard pressed to notice any differences between the two, which is to say that in spite of being shaded in terms of glitz and glamour by the C-Class Coupe, which is easily its closest competitor, the quality is equally superb and the ergonomics and arguably better (though I’m not overly fond of the digital display, which could be more intuitively legible). This is, in short, an extremely pleasant space in which to spend time, with an excellent driving position, but if you’re in the back and above average size you’ll encounter some compromises in headroom, not to mention difficulties in getting in and out. The boot, on the other hand, looks commendably cavernous.

In fact, if I could get past the perpetual shock of the 430i, fully frontal, I’d like this sophisticated and extremely drivable coupe very much, as it provides sufficient performance, genuine involvement and a good deal of quotidian practicality with few sacrifices beyond the restricted rear headroom? It’s good enough, in fact, that I’d seriously consider living with it, if only I could find a way of approaching it without actually having to get an eyeful every time I did so. Never reversing into a parking space would be one way of doing it, I suppose – or can anyone recommend some really dark glasses?

BMW 430i Coupe M Sport
Engine: Turbocharged 2-litre 4-cylinder
Transmission: Eight-speed automatic
Max Power: 254bhp
Max Torque: 400Nm @ 1,550-4,400rpm
Max Speed: 250km/h
Acceleration: 0-100km/h in 5.8 seconds
Unladen weight: 1,620kg
Price: HK$639,000

The post Could You Live With the BMW 430i Coupe’s Controversial Styling ? We Found Out appeared first on Prestige Online - Hong Kong.

There’s a purity about the cockpit of a McLaren that reduces the concept of “driver focussed” almost to the bare essentials. You sit low to the ground, wielding a small steering wheel of handlebar simplicity, one that’s devoid
of buttons and switches. You briefly glance through the wheel at a compact instrument display and then return the attention to where it should be, the road ahead, which rushes relentlessly towards you through a vast expanse of glass. Three simple buttons control the transmission’s basic functions, an arrangement so straightforward, intuitive and uncluttered that even a child could understand it. Everything feels immediate, unmediated and exhilarating; everything unnecessary has been discarded.

Comfortably slotted into the McLaren GT’s driving seat, wheel in hand and ready to go, it all seems so familiar that I’m wondering how this car – which, we’re told, takes the British supercar manufacturer into what is, for it, largely unexplored territory – is significantly different from any other of the company’s machines. Grand tourers are customarily large, luxurious and rather heavy, with an engine at the front and sometimes room for as many as four passengers, whereas McLarens aren’t any of those things – and nor, with its mid-mounted engine, two-seat carbon-fibre monocell, scissor doors and a weight that only slightly exceeds a tonne-and-a-half, is this one. Is this really a GT, or is it a supercar in disguise?

Unveiled in the summer of 2019 but still rare on the highway, the McLaren GT follows on from the lovely if short-lived 570GT, the latter a slightly more spacious and refined version of the entry-level 570S. Although a step in the right direction, that early attempt at a more liveable, practical and daily-driving Macca – one that could also handle longer journeys with ease – evidently didn’t go far enough in fulfilling the brief. So back to the drawing board went design director Rob Melville who, after reworking the basics that have gone into every one of the company’s vehicles during the past decade (namely a mid-mounted twin-turbo V8, a seven-speed dual-clutch gearbox and the aforementioned carbon tub), came up with a more fully realised interpretation of what a long-legged tourer bearing the McLaren logo should look like.

Given the underpinnings, it’s no great surprise that the GT is instantly recognisable as a McLaren – and especially so when viewed from the rear – though to achieve a more classic and graceful demeanour, Melville’s team softened and relaxed the corporate design language, adding a few centimetres in length and an integrated rear spoiler. Ground clearance was raised, not solely for aesthetic purposes but also to clear ramps and speed bumps (there’s an electro- mechanical lift, too, which can elevate the nose), the car rides on elegant 15-spoke alloys, and a large rear radiator intake on each flank replaces the more usual profusion of scoops and vents. The result of their efforts is really rather gorgeous.

Locating the engine behind the seats does not, of course, do wonders for an automobile’s luggage-carrying capacity, though it should be said that the front boot of even the most hardcore McLaren is large enough to accommodate a medium-size suitcase. However, by mounting the power unit and gearbox lower in the chassis, the designers freed up sufficient room on the rear deck to carry a couple of decent-sized bags, as well as the set of golf clubs considered de rigueur for any self-respecting GT. All told, there’s about 570 litres of usable storage space in the car, which compares favourably with some compact hatchbacks and should be sufficient to transport a couple’s belongings for journeys of at least a few days’ duration (if working out how and where to store what proves too much of a headache, McLaren can also supply a matched set of cases that should help solve the problem). It’s a shame, though, that there’s almost nowhere to stash oddments in the cabin.

Indeed, when compared with many of its rivals the McLaren’s interior would be best described as “intimate”, though with light streaming through the steeply raked windscreen and tailgate, as well as upper-door glass panels that form much of the car’s roof, it certainly feels airy and spacious. Although the interior design is restrained and contemporary, eschewing the old-school wood veneers favoured by so many of its rivals, fittings and finish are more sumptuous than on any other McLaren I’ve driven. Trim and material options range from a choice of leathers to Alcantara and a hard- wearing “next-generation” luggage-bay lining that goes under the name SuperFabric – and even softly tactile cashmere.

On my test car, top-quality hide covers many of the surfaces, with beautiful stitching, bespoke knurled-metal switchgear and brushed- aluminium speaker grilles on the B&W hi-fi all adding to the luxurious ambience. The memory seats, which are set higher than on regular McLarens, provide a reasonable degree of adjustment and support; they fit me cosily but could prove narrow for the average plutocrat, who may also find entering and exiting the low cabin challenging (those trademark scissor doors, however, look unbelievably cool even after all these years).

Grand tourers are, by definition, meant to be fast but the McLaren GT takes performance and handling into an envelope more typically occupied by supercars. Output from its 4-litre biturbo V8 may have been dialled down by around 100 horses to 612bhp, but with a 0-200km/h acceleration time of just nine seconds and a maximum speed of 326, it’s still blisteringly rapid. However, with the full whack of torque available only above 5,500rpm and a discernible degree of low-end turbo lag, you’ll occasionally find yourself resorting the gearshift paddles to keep things moving. Unless working hard, the McLaren V8 has never been the most tuneful of high-performance engines either, so the GT’s enhanced sound deadening entails few aural sacrifices; indeed, if sitting in the car for hours on end you’ll find the muted noise from the engine a blessing.

Speed aside, it’s in the areas of handling, refinement and engagement that this car really convinces, for it’s doubtful that any front-engine rival can match its honed sharpness and balance, the pin-point accuracy of its steering and, thanks to the centrally biased weight distribution, the enormous velocities it can carry into corners. Although lower geared than on “normal” McLarens, the hydraulic steering is stunningly direct and linear, transmitting minute changes of direction to the front wheels instantaneously, while telling your fingers everything they need to know about the road.

And then there’s the ride comfort, long a McLaren strength and no less evident on the GT, especially when the softest suspension setting is engaged. Although eschewing the clever hydraulic damping of the company’s supercars in favour of traditional anti-roll bars, the adaptive suspension soaks up bumps and imperfections like a limo – which is surely as key a requirement for a grand tourer as the ability to barnstorm continents. Brakes, though somewhat numb in feel and fettled with steel rather than carbon-ceramic rotors, are reliably capable of hauling off speed time and again, and all-round visibility is excellent.

If your idea of a grand tourer is loading up and disappearing across the horizon with your partner for weeks on end, you’ll be looking elsewhere – a Bentley or Aston would be the obvious choices. But if your far-flung forays are shorter and less ambitious, look no further. Although compromised in both space and practicality, the McLaren really is capable of gobbling up the miles at ridiculous speeds and in limousine refinement and comfort. Think of it less as a traditional gran turismo and more as the supercar you’d want to leap into, drive and – just as important – be able to live with day after day, and you’ve got the appeal of this deeply impressive and utterly involving automobile in a nutshell.

MCLAREN GT

ENGINE
Biturbo 4-litre V8
TRANSMISSION
Seven-speed dual-clutch
MAX POWER
612bhp
MAX TORQUE
630Nm @ 5,500-6,500rpm
MAX SPEED
326km/h
ACCELERATION
0-100km/h in 3.2 seconds
KERB WEIGHT
1,530kg
PRICE
From HK$3.5 million

Images by Christiaan Hart

The post We Took a Drive on the McLaren GT, a Bold Attempt to Re-write the Gran Turismo Rulebook appeared first on Prestige Online - Hong Kong.

Jaguar, the Indian-owned luxury car brand, will produce only electric vehicles from 2025.

The post Jaguar to go fully electric from 2025 appeared first on The Peak Magazine.

Jaguar, the Indian-owned luxury car brand, will produce only electric vehicles from 2025.

For more stories like this, visit www.thepeakmagazine.com.sg.

Here are 10 top luxury car dealerships in NJ that are sure to meet your car dreams. In this list you’ll find everything from top-notch sports cars fit for a race track, to the most luxurious vehicles beloved by the royal family. 1. Lamborghini Paramus Let’s kick things off with some Italian craftsmanship at Lamborghini […]

The post 10 Top Luxury Car Dealerships in NJ appeared first on VUE magazine.

After 11 years and a prolonged period of development, the new “entry-level” model by Rolls-Royce has arrived. It looks unusually restrained, but is it any good?

Restraint is not a word normally associated with Rolls-Royce. The length of a moderate yacht, vast leather chairs like thrones, a small forest of highly polished wood, a radiator grille taller than Bilbo Baggins’ front door – I could go on with the list of superlatives, but no wonder these august and majestic machines are the default choice of kings and queens everywhere. A royal train possibly excepted, they’re the closest thing to a palace on wheels.

Take the new Ghost, for example, which arrived on these shores late last year. Naturally, it’s huge; in fact, at more than 5.5 metres from one end to the other (and a further 17cm if you’re talking about the Extended version), not to mention a girth in excess of 2.1 metres, it’s so enormous you wonder whether you’ll need a bus licence to drive the thing. It also, on first glance, looks little different from the car it replaces, so you might be forgiven for thinking that it’s another case of, so far, so familiarly excessive.

Until, that is, you look again, taking your time and letting the eyes linger longer on its clean and largely unadorned flanks, and you begin to notice there’s something unexpectedly different about Rolls-Royce’s new “baby” – if ever that word could be applied to a car so big. Compared with its predecessor, there’s a purity of line to the exterior styling, which appears pared down almost to the point of – dare one say it of a car that carries the famed Spirit of Ecstasy emblem? – minimalism. And then the realisation strikes you, that not only does the new Rolls-Royce Ghost look sleeker and more modern, but that it’s actually rather beautiful. As the company has also let it slip that it’s now guided by a philosophy it calls “post-opulence”, you start to wonder whether now might be the time to re-evaluate your preconceptions about this most famous and luxurious
of automobile brands.

Even deeper inspection reveals that, in spite of superficial similarities, the 2021 Ghost is no re-hashed update of the original but instead an entirely new vehicle that shares only a single part in common with the outgoing car: the aforementioned Spirit of Ecstasy bonnet ornament. Yes, there’s still a V12 engine displacing more than 6 litres up front, but whereas that in the old car had been raided from owner BMW’s parts bin – and shared with the somewhat less patrician 7 Series – the new Ghost’s twin-turbo, 6.75-litre power unit is exclusive to Rolls-Royce only (versions of it are also found in the even more upmarket Phantom VIII as well as the Culinan ultra-SUV).

Likewise the chassis, which – again like the Phantom and Culinan – is now wholly bespoken and based around Rolls’ adaptable, modular and all-aluminium “architecture of luxury” rather than a BMW-sourced platform. Suspension is a properly modern double- wishbone arrangement at the front and multi-link at the rear, and to soften the blows of bumpy road surfaces, there’s also active damping as well as air assistance – plus, if all that weren’t sufficient, all-wheel drive and four- wheel steering.

If all those suggest that the new Ghost is likely to be unusually driveable as well as extremely comfortable, there’s also that powertrain to consider. Although 6.75 litres and 12 cylinders produce what might seem a relatively modest power maximum of 563bhp, the key lies in the hefty torque, all 850Nm of which is available from just 1,600rpm. In the old, pre-BMW times, Rolls-Royce refrained from revealing output figures, merely (and probably quite correctly) saying that they were “adequate”; there is, however, no shame in numbers such as these, which are sufficient to shift the Ghost’s 2.5-tonne weight from a standstill to 100km/h in 4.8 seconds while leaving the plebs choking in your gently wafted dust.

Useful though such punch may be, it’s rarely why anyone buys a Rolls-Royce. They do so for ride, comfort and luxurious appointments that exist in a different dimension, one that’s way removed from other automobiles, and are provided in abundance by the Extended version that I’m driving today. And though the post-opulence philosophy permeates the cabin design as thoroughly as it does the car’s exterior – it’s evident in a discernible sense of modernity, including matte wood veneer and a full digital display (albeit with chrome surrounds), which surely represent a conscious break with a stuffier past – the materials and craftsmanship are as sumptuous and superb as ever.

Boasting, I’m led to believe, more rear legroom than any current production car and with reclining seats whose ample dimensions put many airline first classes to shame, the Ghost Extended really does have to be experienced to be believed. People talk of “buttery” leather, but here we mean the smoothest and creamiest Beurre Bordier rather than common-or-garden Lurpak, heady with a rich, deep fragrance and swathed across acres of internal real estate. No other cars – except, of course, Phantoms – offer seats like these and, thanks to the almost unbelievable lengths to which Rolls’ engineers have gone in soundproofing this new model, nor do they offer such pin-drop silence.

Fortunately, the quest for rationality hasn’t resulted in the complete abandonment of whimsy, so the test car not only flaunts a night-sky roof lining but also a matching sparkling panel at the passenger side of the fascia. At the car’s the front end, even that Parthenon radiator grille gets a subtle illumination after dark.

While the eight-speed automatic transmission of the old Ghost offered satellite assistance that “read” the road ahead, this new model goes one step further with camera-assisted active suspension, which helps iron out undulations and imperfections more completely than any set-up I’ve yet experienced. Oddly enough, however, none of this wizardry significantly detracts from a driver experience that, for a 5.7-metre-long motor car,
is more enjoyable and engaging than one could ever reasonably imagine.
Although necessarily light, the steering nonetheless transmits a decent sense of feel; add that to the helm’s surprising precision, plus, of course, the advantage of four-wheel steering (the rear wheels turn up to 5 degrees in either direction), and the Ghost can handle even narrow and twisting roads with ease. Granted it’s all relative and you wouldn’t call it exactly nimble, but its reactions and agility are extremely impressive. That goes equally for the manner in which the transmission and all-wheel-drive system deliver the V12’s horsepower and torque to the tarmac, moving the car more swiftly and effortlessly than any two-and-a-half-tonne behemoth has a right to.

Of course there are the idiosyncrasies we’ve come to expect from every Rolls-Royce: the doors that open the “wrong” way, the too-thin steering wheel and the power- available gauge that deputises for every other manufacturer’s rev-counter. Ask why and the answer would likely be, “Because we’re Rolls-Royce.” Does it matter? Not a bit.

On the contrary, I’d argue that with the new Ghost, Rolls-Royce has been released from the restraints of reliance on BMW to create more than merely a very good car but one that could very well be its best and most well-rounded yet. Although I don’t see many owners of the new Ghost Extended pushing their chauffeurs out of the way to get their hands on the steering wheel, this is a Roller that begs – and ought – to be driven. Restrained, reduced and beautiful in a way its predecessor never was, it really is the Rolls-Royce for today.

ROLLS-ROYCE GHOST EXTENDED
ENGINE 6.75-litre twin turbocharged V12 TRANSMISSION
Eight-speed automatic, all-wheel drive MAX POWER 563bhp
MAX TORQUE 850Nm @ 1,600rpm MAX SPEED 250km/h ACCELERATION 0-100km/h in 4.8 seconds PRICE From HK$6.93 million

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With luxury car manufacturers currently falling over themselves to release limited-edition and one-off models, the latter naturally at a considerable price premium compared to normal production cars, Lamborghini recently released details of the SC20, a unique and stunning track-oriented but road-legal roadster specially commissioned by a single customer.

Loosely based on the Aventador and powered by the same naturally aspirated 6.5-litre V12, it’s been developed by Lambo’s Squadra Corse motorsport division, with a dramaric carbon-fibre body by the company’s Centro Stile department that incorporates design and aerodynamic influences from the Diablo VT, Aventador J, Veneno, Concept S, Essenza SCV12 and the Huracán GT3 EVO.

Designed and built with the full involvement of the owner, the completely topless SC20 – there’s no roof and nor can one be fitted – features aero solutions that not only plant the car firmly on the ground, but also direct the airflow over the heads of its two occupants so that they can travel comfortably and without buffeting, even at high speeds. At the rear is an adjustable wing, also in carbon fibre, with three load settings from low to high. Maximising grip and traction is an all-wheel-drive system with central electronic differential; as on the Aventador, the transmission is a single-clutch seven-speed with independent shifting rod.

Naturally, the Lamborghini SC20 wears a unique combination of colours both for the bodywork and within the cockpit, with Bianco Fu white as the exterior base and adornments in Blu Cepheus; on the inside, the latter colour predominates with white Bianco Leda as the secondary shade. Carbon fibre plays a visible role in the interior, too, as it’s used for the dashboard cover, door panels, centre console, steering wheel and rear wall; the lightweight material is also employed for the seat shells, which are upholstered in leather and Alcantara.

With an engine that produces 759bhp and 720Nm, performance is likely to be shattering – as indeed, will be the noise, especially as the engine sits just centimetres behand the occupants’ ears. Lamborghini hasn’t disclosed how fast it is and nor has it revealed the price it charged for creating such a radical beast – we can reasonably expect, however, that seven figures of euros were involved.

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If you’ve the equivalent of €5.5 million squander and you’re looking for a fast and rare automobile that no one else in town is likely to have, Horacio Pagani may have just what you’re looking for. The Argentine-Italian car builder’s Huayra hypercar, named for the Inca god of wind, may be almost 10 years old and inching towards the end of its tiny production run (though Pagani’s been saying that for some time), but there’s still time for one – and doubtless several – more special edition before the company pulls the plug. And the just-announced Huayra Tricolore, three of which are being built as a tribute to the Italian Air Force’s aerobatic team, certainly looks the part.

Inspired by the team’s Aermacchi MB339A aircraft and with a body – made entirely of advanced composites, no less – decked out in a similar livery of translucent blue carbon with a red, white and green tricolore running almost its entire length, this Huayra roadster is a worthy homage in every respect. The wheels reference the vanes in a turbojet engine intake, while the car’s rear-wing supports recall the aircraft’s vertical stabiliser.

Beneath the bodywork is a supremely strong and rigid chassis built from carbo-titanium and carbo-triax HP62, while the bespoke 6-litre V12 engine, built exclusively for Pagani by Mercedes-AMG, produces an astonishing 829bhp and an even more massive 1,100Nm, the latter from as low as 2,000rpm. Of course, the car won’t go twice as fast as the aircraft it honours, which can streak through the skies at speeds approaching 900km/h. Nonetheless, with a maximum that’s probably in excess of 350 and a zero-100km/h time of around 2.5 seconds, you can rest assured that you’ll by flying.

No doubt all three of these extra-special Paganis (though is there one that isn’t?) have been snapped up already – that is, if they weren’t sold even before the car was announced. But if your heart is really set on one of Horacio’s magnificent motor cars and you have HK$50 million-plus burning a hole in your pocket, you should definitely give him a call. We’re sure he’d be more than happy to extend the Huayra’s production run at least one more time.

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Long considered the yardstick by which full-size luxury saloon cars are judged, the latest Mercedes-Benz S-Class, now in its seventh generation, is on sale in Hong Kong. And though its sheet-metal styling is so evolutionary it’s hard to tell it apart from its predecessor, the latest model is so jam-packed with intelligent tech that it’s surprising there’s room for the passengers at all.

We joke, of course, because when it comes to the kind of lebensraum that the Sonderklass’s well-heeled customers love to stretch out in – and, indeed, have come to expect – there’s plenty of it, with an interior that’s utterly new (and whose stunning design cues are likely to filter down through the entire Mercedes range). The driver’s seat, for example, can electronically adjust in so many directions – and employs so many motors to do so (there are an astonishing 19 of them) – that it’s surprising it doesn’t take on a life of its own.

An “interior assistant” interface, which uses an array of user-identifiers (including voice, eye-tracking and gesture control), takes care of many functions that the drivers of lesser vehicles are forced to perform themselves. And as for the cabin architecture, finish and build quality, well, they verge on the spectacular, with more acreage of LCD screens to divert the eye than the average multiplex (the driver’s display even benefits from eye-tracking 3D technology).

Safety is, always, in the forefront, with rear-seat passengers getting an airbag that reduces loads on the head and neck in the event on a frontal collision (it’s standard on S500 models). Rear-wheel steering is now an available option, always a boon on big cars such as this, and an upgraded suite of driver-assistance aids mean that the S-Class could pretty much drive itself, if only it were legally permitted to do so.

Initially, the Mercedes-Benz S-Class is available in two versions, the S450 and S 500, both of which are fitted with Mercecdes’ 4Matic all-wheel-drive system and nine-speed multi-clutch transmission. Although both have a mildly hybridised 3-litre straight six under the bonnet, the S500 gets increased horsepower and torque, making it the model that more enthusiastic drivers are likely to choose. Expect hybridised, electric and even more luxurious Maybach versions to follow, though what we’re not going to see this time around are either a coupe or a convertible: in future, niches such as these are likely to be handled by Mercedes’ performance offshoot, AMG.

The post The Boss is Back: Say Hello to the New Mercedes-Benz S-Class appeared first on Prestige Online - Hong Kong.

With production numbers of the new Modificata highly restricted, getting hold of one of these fabulous and rare automobiles will be difficult. In what looks likely to be the last official gasp of the Ferrari 488, the mid-engine supercar that bridges the gap between the old 458 Italia and the current F8 Tributo, the famed automobile manufacturer in Maranello has introduced the 488 GT Modificata, a track-only limited-edition that employs race-derived technologies developed on GT3 and GTE race versions of the car.

The new machine, whose turbocharged V8 develops slightly less than 700bhp, but which also benefits from huge improvements in aerodynamics and downforce, is said to be a perfect synthesis of both cars, with the 488 GTE being one of the Ferrari’s most successful closed-wheel racers of all time, with hundreds of international class wins and podiums to its name. Aside from an aluminium roof and uprights, the 488 Modificata is constructed entirely of carbon fibre and its advanced aero contributes to more than a tonne of downforce at 230km/h with no additional drag.

It also features a new braking system developed in partnership with Brembo, as well as an expandable V-Box/Bosch set-up that harvests key telemetry data and is fitted as standard equipment – as is a rear-view camera. Full personalisation is also offered to buyers, with production numbers restricted only to clients who have taken part in Ferrari Club Competizioni GT events during the past few years. And because the Modificato isn’t covered by FIA-sanctioned competition restrictions, the company’s engineers have enjoyed a relatively free hand as to which advanced technologies they’ve been able to employ.

Although it’s unlikely that anyone reading will be qualified to purchase one of these incredible and extremely rare machines, some solace can be taken from the fact that, in the case of Ferrari, racing really does improve the breed. Thus, we can expect at least some of technologies used in the 488 Modificata to trickle down and find their way into future road-going models.

The post The Ferrari 488 Makes Its Swansong as a Limited-edition Racer appeared first on Prestige Online - Hong Kong.

With production numbers of the new Modificata highly restricted, getting hold of one of these fabulous and rare automobiles will be difficult. In what looks likely to be the last official gasp of the Ferrari 488, the mid-engine supercar that bridges the gap between the old 458 Italia and the current F8 Tributo, the famed automobile manufacturer in Maranello has introduced the 488 GT Modificata, a track-only limited-edition that employs race-derived technologies developed on GT3 and GTE race versions of the car.

The new machine, whose turbocharged V8 develops slightly less than 700bhp, but which also benefits from huge improvements in aerodynamics and downforce, is said to be a perfect synthesis of both cars, with the 488 GTE being one of the Ferrari’s most successful closed-wheel racers of all time, with hundreds of international class wins and podiums to its name. Aside from an aluminium roof and uprights, the 488 Modificata is constructed entirely of carbon fibre and its advanced aero contributes to more than a tonne of downforce at 230km/h with no additional drag.

It also features a new braking system developed in partnership with Brembo, as well as an expandable V-Box/Bosch set-up that harvests key telemetry data and is fitted as standard equipment – as is a rear-view camera. Full personalisation is also offered to buyers, with production numbers restricted only to clients who have taken part in Ferrari Club Competizioni GT events during the past few years. And because the Modificato isn’t covered by FIA-sanctioned competition restrictions, the company’s engineers have enjoyed a relatively free hand as to which advanced technologies they’ve been able to employ.

Although it’s unlikely that anyone reading will be qualified to purchase one of these incredible and extremely rare machines, some solace can be taken from the fact that, in the case of Ferrari, racing really does improve the breed. Thus, we can expect at least some of technologies used in the 488 Modificata to trickle down and find their way into future road-going models.

The post The Ferrari 488 Makes Its Swansong as a Limited-edition Racer appeared first on Prestige Online - Hong Kong.

There are few more convivial, charming or stylish ways of taking a drive than with the top down.

With that sentiment in mind, here are four of today's most desirable luxury convertibles.

Rolls-Royce Dawn

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The nearest thing to driving an Aquariva speedboat on the public road, the Rolls-Royce Dawn is the personification of automotive elegance, 21st-century style. Vast in dimensions, sleek and gorgeously uncluttered in lines and extravagantly appointed within, it would scream ultimate indulgence if it weren’t for the fact that it’s all so incredibly tasteful.

Unless you’re one of the 50 customers who snap up the special-edition Silver Bullet (shown here), which is inspired by bespoke roadsters of the 1920s and replaces the two rear seats with a leather-clad titanium tonneau, there’s plenty of room for four passengers, who are wafted about in outrageous luxury, basking in the sun and breeze, not to mention the envious gaze of the less-fortunate masses. Power comes from a gently turbocharged 6.6-litre V12 engine, which generates more than 560bhp and a thumping 780Nm of torque from as low as 1,500rpm – meaning acceleration that, though rapid, is less terrifying than subtly relentless.

Although introduced just a few years ago, this current Dawn is probably nearing the end of its production cycle, as the Ghost on which it's based was recently replaced by a brand new model. But no matter, this regal ragtop is about as sweet and desirable as the best luxury convertibles can get – and if royalty doesn’t happen to be your thing, it’s also the Roller that makes every one of its privileged occupants feel like a rock star.

Bentley Continental GT Convertible

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If Rolls-Royces are for kings or cads (two supposed opposites that, of course, sometimes turn out to be one and the same), Bentleys are for gentlemen – or, at least, that’s the saying. And if any motor car could be said to uphold the values of the English gent today – stylish, well-mannered and just a little bit raffish – then surely it’s the Bentley Continental. Reintroduced into the British car-maker’s line-up some 18 years ago, the Continental also played a big part in re-establishing the marque’s sporting credentials – and the current Conti, though large, rather heavy and extremely luxurious, is the most sporty of the lot.

Crucially, it’s built on a platform initially deployed on Porsche’s impeccably handling Panamera and, just like the Pana, one of its two engine options is a 4-litre twin-turbo V8 (though if 540-odd horses are insufficient there’s also a 626bhp, 6-litre W12), so it certainly walks the walk. There’s all-wheel drive and active suspension, so the thing grips like a sports car should and wafts like a limo too. And then there’s the stunning interior, all put together by hand and fashioned from the finest materials.

Order the Continental GT in softtop form and as well as being capable of annihilating autobahns it’s also the perfectly relaxed boulevardier, so once you’ve arrived at your destination after gobbling up much of Europe, you can dawdle to your dinner date in the highest style, all eyes on you. True, there isn’t quite as much room in the back for two passengers as in Rolls’ more spacious Dawn, but in ultra-posh Mulliner spec like the Continental shown here it puts the “grand” in GT like few other cars we can think of.

BMW 8-Series Convertible

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Although sharing a platform with the more stately 7 Series saloons, the 8 Series Convertible is intended to display a more sporting demeanour, thanks partly to what BMW calls a “carbon core” chassis. The reality is somewhat different, as the rather heavy 8 works hard at being genuinely nimble and is thus more grand tourer than sports car – though the high-performance M8 variant does offer much more of a hardcore experience.

Fortunately, the 8 excels as a swift, large and fairly luxurious carriage for transporting four people in style between two faraway points on the map, and this is especially true of the M850i xDrive. In this guise, the big Beemer ragtop comes with a 4.4-litre twin-turbo V8 worth 523 horsepower, as well as all-wheel drive – and to be honest it’s seriously quick, though its heft doesn’t make it the most wieldy of machines, in spite of BMW’s sterling efforts in the chassis department.

As to the interior, you’ll note we used the words “fairly luxurious” and that’s because, although the cabin is made from premium materials, well equipped and equally well put together, it’s not that different from lesser BMWs and thus not particularly special – and especially not when compared with the hand-built opulence of the Continental, which could and should be the 8-Series Convertible’s natural competitor. Hugely fast, cleverly engineeered and very comfortable, it’s both an impressive piece of kit and a continent cruncher par excellence, but a little more luxe on the inside wouldn’t go amiss.

Mercedes-Benz E-Class Cabriolet

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We’ve long nurtured a soft spot for the unostentatious elegance of Mercedes’ mid-size E-Class Cabriolet, and the air of ease that this excellent automobile imparts. Built less for outright speed than comfort, it’s a car for lazily meandering through landscapes rather than carving them up – and though it’s no Roller or Bentley, it still makes its occupants feel like a million dollars as they cruise, top down, along La Croisette or past the casino in Monte Carlo.

It’s based, of course, on Mercedes’ deeply impressive, spacious and sensible E-Class saloon, which means there’s plenty of room for four and oodles of comfort, too. And though slicing off the roof doesn’t do too much for body rigidity, that really shouldn’t be an issue in a vehicle that’s mostly about refined relaxation. That, of course, isn’t the entire story: for those journeys when you need to get there in double-quick time, Mercedes does have an ace up its sleeve with the recently introduced AMG E53 Cabriolet, which mates a mildly hybridised 3-litre straight six producing 429bhp with a nine-speed multi-clutch gearbox and 4Matic all-wheel drive.

Thus fettled, the Cab can move at a fair old clip, reaching a maximum of 250km/h (though surely not with the roof down, dear) and hitting 100 in less than 4.5 seconds – and it even gets a dollop of attitude with AMG’s aggressive Carrera Americana-style grille (not to mention the optional Dynamic Plus package that even offers Race and Drift modes – both entirely unnecessary in a car such as this). To which we’d say, sure, go for the extra power, eschew the race-track tech and then revel in a motor car that’s as much about the slow lane as tearing up the fast one.

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