I have realized that you don’t really need a supercar to experience the sheer excitement, joy and the thrill of driving. What happens when a racing team decides to put their hands on a normal hatchback and dial it up to F1 style? The product of this experiment is the Renault Megane R.S 280 Cup (R.S: Renault Sport). The predecessor to the Megane R.S Cup was undoubtedly one of the greatest hot hatchbacks ever made. Which is why the pressure to better that was a daunting task for the Renault team.
So what’s changed in the new Megane R.S? At the first look itself, you can tell where the inspiration came from. For starters, the Megane R.S Cup has a Formula one inspired blade in the front bumper with seriously widened tracks that make the front arches 60mm wider and the rear arches by 45 mm compared to the standard Megane. The width may be overwhelming initially especially while tackling narrow roads but it is worth it for the improvement in performance and stability it offers. The RS steers all four wheels using 4CONTROL 4WD technology, a first in its segment. The rear-wheel steering advantage is noticeable on the track, making it easier to go around the tight hairpin bends.
There are three model types available to buyers. The entry-level 280 bhp car with softer suspension setup, a 280 bhp car with stiffer suspension (your bottoms are your suspensions) and 300 bhp, bigger brakes, biggest wheels (19-inch) and stiffest suspension possible (be ready for an early hip replacement). I had the stiffer suspension setup, so you get an idea of what I have been through.
All the Cup cars get standard 19-inch black diamond-cut alloys complimented by low-profile Bridgestone tires that offer phenomenal grip levels. It has a full set of LED headlights & tail lights, C-shaped LED DRLs, 8.7-inch tablet-style touchscreen with clear resolution and tasty graphics, rearview camera and adaptive cruise control. A 7-inch TFT instrument displays a huge tachometer in the centre that changes colour depending on which mode you are in. Of course, race mode is my favourite.
One of the coolest features is the R.S monitor that displays the telemetry data such as the tire pressure, lap times, acceleration (0-60mph, 0-100mph), G-sensors, brake pressure and so on. This wide variety of rich insights is gathered using the 40 sensors surrounding the exterior of Megane R.S. which constantly provides real-time driving data.
The comfort levels have been dialled up compared to the previous generation. The interiors are built using a mix of leather, plenty of soft-touch materials and Alcantara seats. The front seats are bucket-shaped so expect yourself to be cramped into one with limited adjustment options available. Some expect the car to seat five people which is doable but it won’t be a comfortable ride. Two adults can sit in the front while adults with legs cannot in the rear. The rear seats are made for more like three kids. The boot exists and you should be thankful for that.
Honestly, none of this matters. At least to me. You see the Megane R.S Cup has a 1.8-litre turbocharged petrol engine that churns out 276 bhp and 390 N-m of torque. Except in the comfort mode, the throttle response is immediate with little to no lag. The double-clutch EDC gearbox is a little jerky at lower speeds. If you are someone that likes to take control, then there are pedal shifters which for some reason are shorter on the bottom side.
The R.S launches like an arrow and before you realize you are buried deep inside your seat. The most intoxicating thing is hearing all the pops and crackles with any full-throttle upshift. The chassis is so brilliant that it can handle much higher loads enabling you to push it even further.
The four-wheel steering makes cornering so effortless and goes precisely where you want it to. All these capabilities are thanks to the new suspension setup and particularly the hydraulic compression stops. The limited-slip diff lock makes it easier to get on the throttle and exit the corner.
The result of launching like a rocket and pushing it fast means the economy takes a hit. You will at best manage anywhere between 12-13 kpl (On a track, 7-8 kpl). With a 50-litre fuel tank capacity, the track days are going to be short with more time spent at the petrol station. Depending on the model you select you will shell out AED 119,900 ($32,500) for the R.S Cup and AED 124,900 ($34,000) for the R.S Trophy.
The Megane R.S Cup is an impressive and improved car. This car is equipped to handle track days with the flick of a button. The firmer suspension setup does make it tiring and uncomfortable to drive on normal roads. Nonetheless, it is still made for the passionate driver looking to test its limits. Every time I parked the Megane R.S and looked back at that tonic orange colour, I always felt like jumping in for another drive. Also, hearing that exhaust note never gets old. I could not stay put at home till the time I had the car with me. I guess, that’s what a special car does – keep you out and about looking for non-stop fun!
You can check out my review of the 2020 Nissan Patrol V6 from this link.
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If you sit inside the new Nissan Patrol (also known as the Y62), you would realize not much has changed in this latest iteration. Nissan seems to be playing it safe as they have refrained from making any dramatic changes. The model that I tested was the Nissan Patrol V6 Titanium (known as the Armada in the US). The Nissan Patrol enjoys being the UAE’s best selling vehicle.
The most noticeable upgrade is visible in the new headlights and taillights. The C-shaped LED headlights house 52 LEDs while the LED taillights accommodate 44 LEDs. The taillights come with the sequential turning lights. That’s new!
Some of the other changes include a novel V-motion design grille which has been updated in all of Nissan’s latest models, dual touchscreen screens in the dashboard – the upper one is for navigation while the lower is for infotainment and mobile connectivity – and lastly, a 7-inch multi-information display in the instrument cluster.
There are two bumper options available: the standard city option which has lots of chrome and the off-road version which has improved ground clearance. My test car had the off-road bumper and honestly, I liked the look of the off-road version because it gave the car an aggressive look.
The Nissan Patrol is an SUV that is loaded with features. It has got adaptive cruise control, Android Auto, Apple CarPlay, wireless charging, 13 speaker music system, Intelligent Rear-View Mirror and Lane Departure Assist. If you splurge and go for the Platinum version, you get real leather trims as well! In the other versions, the wood and leather used are artificial. My advice is don’t brag about it with someone who owns the platinum version of the Patrol.
What has not changed is how huge the Patrol really is. For someone who’s new to this SUV, a Patrol is like owning a studio apartment on wheels. It’s got 7 seats with generous boot space (which is if you choose to fold down the third row), legroom that comes in meters and the highlight of owning this car – its off-road capability.
And that brings me to the Patrol’s real appeal. The Patrol comes with two engine options and three variants with each option. A 4.0-litre V6 engine might not sound a lot in an SUV that weighs slightly less than the mountain. But this V6 still manages to produce a modest 275 bhp and 394 N-m of torque. The engine is mated to a smooth 7–speed automatic gearbox that allows the Patrol V6 to average somewhere between 8 to 8.5 kpl. All these stats are impressive, but it’s the off-roading capabilities that I am the most astounded by. It took a lot to convince my mind, that a car this size can take on dunes that easily. No seriously, like effortlessly. I spent a good 2 days in the desert and not once did I get stuck or had any of my wheels begging for traction. This from someone who hasn’t done off-roading at all. All you have to do is set it to the correct mode using the swanky terrain selector knob and you are good to go.
The suspension setup & chassis balance makes the Patrol glide over any terrain with little to no sweat. Its beefier cousin the V8 version comes with Hydraulic Body Motion Control, a setup that helps soak bumps easily and reduces body roll when cornering. The Patrol V6 misses out on that one completely. Nonetheless, I am still impressed with the V6.
There are reports from last year that do mention that Nissan is slated to launch the Patrol into the Indian market sometime during this year-end. You can check out a walk around video in Hindi for the same:
Nissan Patrol has been an iconic car to the Middle East region. People take pride in driving them. I was shown a thumbs up every single time I was driving it from a fellow Patrol driver. It is humongous but the light steering wheel makes it easier to manoeuvre. The base version of a V6 Patrol starts from AED 199,900 ($54,500) and goes up to AED 265,000 ($72,000). Never has owning a car and a studio apartment (both on wheels) been so convenient. Happy Dune Bashing!
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Honda has been the most advanced car company having innovated tech like the hydrogen propulsion systems. And today I am reviewing one of their best models – the new Honda CR-V 2019. First, ‘CR-V’ is an abbreviation for Compact Runabout Vehicle or Compact Recreational Vehicle which was used in Britain officially to define the CR-V by Honda.
The Honda CR-V has been one of the best-selling compact SUV from Honda’s stable. The 2019 version has to be the best looking CR-V though it has gotten a bit wider but still far better than its predecessors. Remember not so long ago the 2016 CR-V? The round bulge in the back made it look like it had a swollen back. Although, after the big facelift back in 2017, not much has changed in terms of the overall design in the past 2 years.
The car that I was given for review was a CR-V AWD Touring. On first look, this car may not look very big on the outside but when you look inside it is super spacious. The exterior doesn’t look very aggressive which is a subtle reminder it has been made to ferry you around in comfort. The edges have been rounded. The front houses a fancy chrome grille in the centre which appears in all Honda models but I do feel they are bit overdone. The bonnet has these hunches on both the sides which are quite visible from inside the cabin when you are in the driver’s seat. It makes the car feel even wider than it is from inside. As is with the modern norms, it comes with a full set of LED headlights and DRLs (Day Running Lights) and a thin strip of LED fog lamps at the bottom.
Move to the side, the chrome garnishing continues with bordering around the front, the rear windows and at the bottom of the doors. The doors have a smart keyless entry feature so you don’t need to bother removing the keys from your pocket. The best bit about the CR-V is visibility. It’s got huge side windows which give you a very airy and open feel from inside. Also, it has something large hanging under the side mirror (and only on the passenger side). It is the side vision camera which they have tried to hide unsuccessfully. It is quite noticeable even from a km away.
Initially, I was confused at this concept of putting a camera only under the RIGHT side mirror and not in the left (do not even ask about the video quality because it is straight out of the video games of 90s). Later on, it was explained to me by a service advisor, that Honda wants to shorten your response time, make the blind spots visible and also give you full visibility of the surroundings without the driver having to move their neck from left to right over and over again. A system created to give the driver wide-ranging visibility within the peripheral vision of the eyes. So, the infotainment screen shows the view on the right side of the car as soon as you give the right indicator. This way you would not take your eyes off the road and also be able to view the blind spots. The concern is why is it so huge?
The rear taillights flow to the side of the body and have a sharp edge that is visible from your side mirrors. The CR-V Touring comes with a standard sunroof which feels very small; thus, ruining the whole experience of having a sunroof. 18-inch alloy wheels complete the look of the CR-V Touring. The rim design is not the best, something I would change if given a chance.
I genuinely like the look of the CR-V when you see it from the rear quarter side. While the chrome returns at the back with a thick stripe in the middle, the rear taillights are LED along with all the usual badging. The CR-V Touring has a hands-free access power tailgate with adjustable height feature which works correctly 85% of the time. The tailgate can also be opened and closed using your key. The CR-V Touring has 561 litres of boot space with the rear seats in place. The rear seats fold down in 60:40. Furthermore, there are handles provided on both the sides in the boot so you can fold the seats down which gives triples the boot space available to 1756 litres. The CR-V has one of the best boot loading capacity when compared to the Mazda CX-5 or a Toyota RAV4.
When it comes to generosity in terms of spaciousness, the Honda CR-V wins it hands down. When you step inside the CR-V, it’s very airy and doesn’t really feel like a COMPACT SUV. Even the quality of the material used is quite decent with the soft-touch plastics on the door cards and the dashboard. The only thing that does not fit into this whole mix is the fake plastic trim that is made to look like a wooden vinyl on the dashboard. Otherwise, the interior has a good quality of leather, a total thumbs up from me.
The steering wheel is leather-covered and comes with your media controls and the standard cruise controls. There are flappy paddle shifts mounted on the steering which are made of plastic but are too thin to be visible on first sight. The leather seats are satisfactorily comfortable for the long run. While the driver’s seat comes with an 8-way power-adjustable with 4-way lumbar support, the passenger gets 4-way power adjustability. The rear seats are broad enough to seat 3 people although the transmission tunnel is quite large so the middle seat has a hump which would feel like sitting on a porch. The CR-V also comes with a cool feature – the remote control engine starter – so you can cool or heat your car before you enter in it.
Hands down, the best feature in the Honda CR-V is the air
conditioning. If you ever want to know what your food must be feeling like when
you keep it inside the fridge, then sit in a Honda with the AC dead low. It is
astonishing that even in Dubai summers and with no sun protection films on the
side windows, it was able to cool the car within seconds of starting the AC.
Also, Honda maintains sensibility by giving physical buttons for the AC. It
comes with dual climate control and rear vents for the passengers at the back.
The information display in your instrument cluster is a digital screen which can be configured to show you different options while driving like digital or analogue speedometer, media, trip details, drive modes and various other settings. During the day the instrument is difficult to see because of the reflections.
The CR-V comes with a 7-inch infotainment screen in the centre with built-in navigation. It also comes with Android Auto and Apple Car Play. The other forms of connectivity include Bluetooth, AUX & HDMI (I know, HDMI, really Honda?). While the resolution of the screen could be better, it has a matte finish which hampers the visibility when the sunlight directly falls on it. But the infotainment system is customizable from inside the settings and serves a decent purpose of entertaining you. There are 8 speakers, 2 USB ports, an HDMI port & 12V power socket in the front while the rear passengers get 2 USB ports (2.1A) for just charging their phones. The speakers sounded quite good after fiddling around with some audio settings.
There is quite a bit of storage space in the Honda CR-V. The door bins on all the four doors are large enough to hold big water bottles. The hand rest storage has a slideable partition and it also has a glove box, sunglass holder on the roof, cup holders each in the front and in the rear armrest.
There is an elaborate list of safety systems and features that the CR-V is loaded with. To start off, there are front SRS airbags for the driver and the passenger. To keep the front passenger safe from a side impact there are also curtain and side curtain airbags. No wonder the CR-V has one of the best crash-test ratings possible. Apart from that there is Anti-Lock Brake System (ABS), Electronic Brake Booster (EBB), Electronic Brake Force Distribution (EBD), Traction Control System (TCS), Hill Start Assist (HSA), Vehicle Stability Assist (VSA), Emergency Stop Signal (ESS), Tire Pressure Monitoring System (TPMS) and ISOFIX (anchoring points for child seats). Unlike some rivals that tend to keep all these safety systems offered in only the top variants, Honda breaks that norm by offering all these safety features even in the base variant. Now that is quite impressive.
The build quality itself makes you feel confident about the
car’s safety tech. There is also a reversing camera but again it is low
resolution making it very basic with a grainy and washed out screen resolution.
There are parking sensors in the front and the rear that will help you in tight
spaces and tough parking situations.
The Drive & Performance:
Powering the CR-V is a 2.4 Liter, DOHC, 16 valves inline, i-VTEC. The i-VTEC sure doesn’t need any explanation. The block produces a modest 184 bhp and 244 Nm of reasonable amounts of torque at 3900 rpm. But the engine is mated to a CVT transmission. I am not a big fan of the CVTs. Sure it’s an easier and more efficient system but it still does not match up to the traditional gearbox setup. The lag from CVT is quite evident when you accelerate at the start or when you demand power while speeding up. I rather enjoyed the paddle-shift set up to shift the gears because that way I was able to overcome that lag. Also, the gear stick is very conveniently and ergonomically placed with simply easy to use modes. The CR-V comes with only an ECON mode to squeeze out every little bit of efficiency from the engine.
These days, everyone is shifting to electronic steering and so have Hondas too. While the electronic steering replaces the hydraulic one, they lack the feedback if not configured properly. In the CR-V, the steering is quite responsive and gives that feedback from the road, it still lacks the feeling that hydraulic steering would give you. The turning radius is quite impressive for a car that is fairly wide and long.
The CR-V has a softer suspension setup to reduce the shock
of speed bumps and uneven road surfaces inside the cabin but that compromises
the overall rolling effect. In the turns, the CR-V does tend to roll ever so
slightly but still manages to handle them quite well. The CR-V comes with all
four disc brakes and they work efficiently in bringing the car to a sudden halt
The CR-V is an AWD (All Wheel Drive) system. Technically it is, but it works only when there is a need otherwise it is just a lazy drag in the car. So most of the time, the car is a front-wheel-drive (FWD) system and only when there is a loss of traction during cornering or when you take this car for an off-road session (you will be brave to do so) it will activate AWD and power the rear wheels as well. Hence, the car gets that understeer tendency sometimes because of the way the AWD has been set up.
The performance figures are impressive. With a
non-turbocharged engine, considerable kerb weight and no hybrid aids, the CR-V
still manages to deliver between 10.5 to 11 kmpl of mileage in the city and
goes up to 13 kmpl on the highways. That is where the Honda is strong and where
the i-VTEC shows its usefulness.
To sum up here are my ratings for the CR-V based on
Drive & Performance: 3.5/5
The CR-V has come a long way and has improved a lot in many areas. It also is an easier car to maintain and drive. At a starting price of AED 92,500, it is way cheaper than its rivals in terms of the technology, features, comfort and performance offered.
Should you consider this? Yes, I strongly suggest you put this into your shortlist and make sure to give it a test drive. This is definitely more car for less money.
You can watch a detailed video review from below:
You can also read the Volvo XC40 review detailed review from this link.
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Which car brand comes to mind when I talk about safety? I’m
quite sure for most of you the first thing that popped in your head was Volvo.
The brand itself is so strongly associated with safety and quality that it is
impossible to NOT think about them when you’re thinking of which car is more
likely to save your life in case of an accident. Well, the Swedish do have high
standards when it comes to safety. They have set the bar in safety quite high
which means other car manufacturers have been forced to reconsider safety as a key
feature while designing their cars.
Now, the car we are talking about today is one of the best mid-sized SUVs that are currently available in the overcrowded market – The Volvo XC40 T5 AWD R-Design. And that is why I was very excited when I was loaned the car to review it. Volvo has had a turn of fortune with the XC40 and quite rightly so as it has been awarded the best compact SUV in 2018 in Europe and the most loved SUV too.
For the start, the XC40 looks completely different from its
elder siblings the XC60 and XC90. It looks and feels more stylish, urban,
utilitarian and youthful. Compact yet enough space to accommodate all that you
need. How does it manage to do all of that?
To start, the exteriors have been designed completely from scratch. The model I had was the top of the line R-design version. R-design is an in house design studio from Volvo that focuses on the comfort and aesthetic features of the cars from the Volvo lineup. And so the XC40 comes with a specially designed front grill that makes it look more aggressive than the standard version. It comes with LED headlights (which bend during the turning) and tail lights. The fog lamps are LED too but I think they look too small and unnoticeable at times. The bonnet has a tricky lever placement to open it. So where the Volvo logo on the grill meets the top right side of the bonnet, that’s where the lever is to unlock the bonnet.
The XC40 comes in a two-tone colour combination with the
black exterior roof as standard on all the models. The build quality is
incredibly sturdy and it is built to last till your grandchildren are born and
even they may be driving it too. Other standard features include the remote-operated
boot door (or tailgate), keyless entry & panoramic sunroof.
18-inch alloy wheels adorn this black and silver design that
enhances the look of this car. At the back, you get twin tailpipe with chrome
tips; However, the gap between the tips and the actual pipe is quite noticeable.
In addition, you get the R-design black coloured plates
mounted on both sides just above the rear doors to remind you that Volvo has
put in a lot of effort to design this car. The rear doors have an angular
design that tapers at the end of the door to meet the roofline, slightly
reducing the view from the rear passenger windows.
Nothing brings me more joy than to share that the quality of
material used for the interiors is top-notch and very Volvo-ish. Inside
you get soft-touch plastic everywhere from the door cards to the dashboard. The
XC40 comes with R-Designed front and rear sport seats with dual material (leather
& nubuck), perforated with white stitching. The steering is also covered in
the leather with white stitching and makes it feel rather premium. But, the
seats are too sporty in the sense that they are hard and uncomfortable if you
plan to go on longer journeys.
The front seats are electronically adjustable in every
possible way and also come with lumbar support and a cushion extension feature
to support your thighs during longer journeys. The rear seats are positioned
quite well in a way that the shoulder of the door does not hamper your
visibility and essentially would not make you feel claustrophobic. The rear
seats are not collapsible but only the hand rest provided can be folded down to
accommodate your golf bags or your skis. The rear seats can easily fit 3 people
with the roofline high enough to not hit the head of even the tallest of the
For an SUV this small, you may presume that the boot space
must surely be compromised. But it is not! It comes with enough boot space to
put two big bags and two small bags. The floor of the boot space is foldable
and has these cool bit of hooks to hang in your shopping bags so I am impressed
by the clever thinking from Volvo to include the hooks. Plus after lifting the floor you still have
enough space to stuff in some more luggage. Also, you get the scruff plating on
the rear bumpers so you do not damage the paintwork while loading or unloading
Surrounded between the very long, stylish but unconventional
looking AC air vents is a huge portrait styled 9.0 inches iPad-like
infotainment screen. As a result, the dashboard has a very classy minimalist
design. But unfortunately, the infotainment system is not the easiest system to
First of all, the glass on the screen is glossy meaning it
is a fingerprint magnet. But do not worry, Volvo has you covered on that front
and it gives you a premium cloth to clean the screen. The infotainment screen
lets you swipe between menus to change anything, pinch, tap, zoom on the
user-friendly maps and also has a conventional home button so you can quickly
come back to the main menu. The address can be either written in letters on the
screen or entered using an on-screen keyboard.
Under the screen, you would find a single row of media
controls as well. But what concerns me more is that the air-conditioner is
controlled from the infotainment screen itself. If the screen stops working you
may be left without air-conditioning. Let’s be honest, we can live without the
music system but not without an AC. The XC40 comes with a healthy eight-speaker
music system with a 250W output.
You also get a 12.3-inch digital driver’s display screen. You can see the details on that and also change the finer settings in the car from there. It displays your trip details, let’s you flick between conventional dials or a large map display for sat-nav and speed limit notifications using the 360 degrees five-camera system. You can also see the cameras on your infotainment screen as well.
In terms of storage, you can store a big bottle of water in
the door bins on all the doors, cup holders are in the centre console, hand
rest, glove box and one under the infotainment screen which also happens to be a
wireless charging port. The XC40 comes with wireless charging, standard 12V
socket in the front and back, USB and auxiliary port.
The gear stick on the XC40 is unconventional in every way.
It is short and most of the times I managed to miss the gear stick. It takes a
little getting used to before you know where the gear stick is and it also has
a very minimum throw too. An issue with the gear stick itself is that if you
want to go from the Parking mode to Drive, you will have tap the stick twice.
The same goes when you are in Reverse mode and want to go into the Drive. It
takes two taps to go into Drive. If you miss a tap and go into Neutral instead
of the Drive or Reverse and you may end up rolling down if you are on a hill.
To change the gear manually using the stick, you have to shift it sideways to
change the gears up or down. All of this leads to a slightly annoying
experience using the gear stick. Oh! And
the parking mode is button operated after you are done understanding how the
The steering wheel is adjustable, has adaptive cruise
control and media control mounted on it and the paddle shifters which are
plastic which ruins the feel of the steering wheel in some way.
No Volvo review is complete without discussing its safety
system. The XC40 comes with its own ‘Intellisafe system’ which is used in lane
assist, emergency brakes, adaptive cruise control and on-coming lane
mitigation. It also comes with 7 Multistage Intelligent Airbags: driver,
passenger, sides and curtains. The other safety systems include 360-degree
cameras, Blind Spot Information System (BLIS), ABS (Anti-Lock Braking System),
EBD (Electronic Brakeforce Distribution), EBA (Electronic Brake Assist), Hill
Start Assist and Automatic Brake Hold system.
However, while these systems are remarkable, they tend to be
frustrating as well. In particular, if you keep the lane assist feature on, the
car is going to interfere on occasions even while you consciously try to change
the lanes. It vibrates vigorously and corrects the steering wheel forcefully as
if you were going to put the car in a ditch. Luckily you can reduce the
interference from the system by going into the settings from your complicated
infotainment system. Good luck figuring that out.
Overall it is a good system considering that the roads in
UAE have faster average speeds of 100 km/hr and if you take into account the
driving habits of some people here, this car is going to teach you how to drive
The Volvo XC40 T5 AWD R-design comes with a T5 2.0L4
Cylinder Turbocharged engine which produces 247 bhp and 350 Nm of torque. This
engine is coupled to an 8-speed automatic gearbox. The car weighs around 1700
kgs and comes with an AWD (All Wheel Drive) system. This is an SUV that does
not try to over-deliver on anything, perfectly balanced on all points.
The power delivery from the engine is quite smooth and the
short throttle response times make it feel very sporty. Although there is a certain
amount of turbo lag till 2500rpm. Also, the engine becomes a little noisy once
you cross 3500rpm. But the NVH levels are well maintained all the time. The
gear shifts are crisp and if you use the paddle shifts, the lag from the system
is minimal while changing gears.
The steering wheel feels pretty light to drive, pointy and
the XC40 manages to disguise its weight quite well. Although, the weight
distribution on the XC40 is pretty even. It also comes with the Pirelli
continental tyres and that’s probably another reason for the smooth handling
and comfortable ride. The suspensions are stiff due to which the XC40 has a
bare minimum body roll.
The XC40 comes with four different driving modes: Comfort,
Dynamic, Eco and Off-Road. Put it in dynamic and the setup becomes stiff,
sporty and the throttle response becomes sharp. However, even though its an
SUV, it will not handle any and all off-roading that you throw at it EVEN when
you put it in the Off-Road mode. I tried to take the XC40 onto the beach but it
did struggle with the traction once the sandy surface started to become lose
and dense. It was a sign not to push it more.
The XC40 comes with four disc brakes and the most enjoyable
part about it is the brake pedal. Usually, manufacturers give you a very
sensitive brake pedal meaning as soon as you step on it, the car suddenly comes
to a halt. But in the XC40 things are different. The pedal has a heaviness and
longer travel, hence it takes more than the usual force to hit the brakes.
While the XC40 T5 AWD is in direct competition with the
Range Rover Evoque and the Audi Q3, it still is a very good match compared to
the competition. The flaws in this car are so minimal, you should not even
consider it. The XC40 surprised me in many areas with its upgrade and
improvement in the build quality, infotainment system, ride quality, lavish
interiors and its ability to perform like an SUV ticks all the boxes. Priced at
AED 150,000 ($41,000) this car is a bargain compared to its rivals. You get the
safest car you can possibly imagine with a robust design. My advice is you
should check out the T5 rather than the T4 version as it offers an AWD option.
It is no doubt one of the best SUVs in the market and rightly deserves all the accolades. It is sporty, youthful, stylish, urban and utilitarian. But, most importantly it’s a complete package which is a delightful surprise.
You can watch a full video review of the Volvo XC40 T5 AWD R-Design from below.
You can also read a detailed review of Honda CR-V from this link.
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