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For many reasons I had to make four diverse trips to various destinations in a short span of two weeks. Before my body clock could adjust to a new time zone I was hopping on, or off, an airplane, all over again. This resulted in my brain being in a perpetual state of confusion, especially when I woke up in the mornings. I took several minutes to figure out where I was, why I was where I was, how did I get to where I was, and when would I get out of where I was, etcetera, etcetera. 

These journeys closely followed our daughter’s recent wedding last month, when I constantly wondered who would turn up that day: from the caterer, the photographer, the tent guy, the wedding planner, the DJ, the flowers chap and the electrician, I did not know whose payment was due. I did have a diary, of course I did, but despite jotting down everything I ended up paying some of them twice, while chasing the other poor fellows away without a single penny, for no fault of theirs.

In the midst of all this chaos I learned one important lesson, which is that one should not wish for anything in a casual manner, because more often than not, your wish is granted. And then one has to live with it. Take me for example. I always enjoyed travelling since it gave me a chance to visit different countries, imbibing distinct cultures and observe the flora and fauna of individual lands. I even liked the sound of the lilting foreign accents speaking in a language that I could not understand, but I loved hearing it anyway.

So the obvious choice for me was to take up flying as a profession. An eye test dissuaded me because I had something called colour blindness that in a politically correct world is nothing to feel ashamed about because it only goes to prove that I’m not a racist.

But medically it meant that I had an inability to distinguish between certain colours and I had trouble seeing red, green, blue, or mixtures of these colours. This condition resulted from an absence of colour-sensitive pigment in the cone cells of the retina — the nerve layer at the back of my eye. Most colour vision problems were inherited and approximately one out of twelve males, and one out of twenty women have colour blindness. I happened to be one of them. 

The second best thing to being a pilot was to become an airline passenger. I longed to be a frequent flyer and guess what? Abracadabra, soon I was one. Remember that bit about wishes being granted? I could barely contain my excitement. My bags were permanently packed and I was always ready to gallivant. I toured the globe, marvelling at all my expeditions. 

Presently the exhaustion caught up with me but if I stopped flying, my frequent flyer status would be downgraded. I could not allow that to happen but I wondered if my wish fulfilment was a blessing, or a curse. 

At a party yesterday, I refused a glass of wine. 

“I’m flying out tonight,” I offered my excuse. 

“You are a pilot?” a young man asked me. 

“I wanted to become one but I was rejected,” I said. 

“Gender discrimination?” he questioned

“Colour discrimination,” I explained. 

“Sue the racists, you heard me?” he exclaimed.

“Clearly,” I smiled. 

A far cry from the opulent land-yachts historically associated with America’s best-known luxury car brand, the Cadillac ATS Coupe is an agile and engaging compact two-door four-seat executive. Pitched squarely in a German-dominated segment, the ATS Coupe was benchmarked against the E46 generation BMW 3-Series in development. First released in 2012 in saloon form and 2014 as a coupe, the ATS has been upgraded for 2016 to remain competitive alongside newer Audi A5, Mercedes-Benz C-Class Coupe, BMW 4-Series and Infiniti Q60 rivals.

Offered in four engine variations, including two four-cylinder entry level models and range-topping twin-turbo ATS-V high performance guise, the ATS Coupe’s sweet and delicately balanced chassis would, however, seem best paired with second-to-top spec naturally aspirated 3.6-litre V6 engine. Fast and engaging but not over powered, the ATS Coupe 3.6L features a slight power hike and new gearbox. The ATS 3.6L may be refined and luxurious, but nevertheless has a certain visceral old school appeal, with eager and high revving naturally aspirated engine, 51:49 weight distribution and optional mechanical limited-slip differential, as tested.

Elegant and athletic

Probably the best design from Cadillac’s angular and now long-serving but modern “arts and science” design era, the ATS Coupe is better proportioned and more sophisticated and nuanced than cars like the previous generation CTS Coupe. Meanwhile, it is more elegant and viscerally athletic without being unnecessarily complicated, fussy or aggressive. Subtly well integrating Cadillac design features like vertical rear lights, wrap-over LED headlight and sharp creases, the ATS Coupe is lithe and understated next to more overtly styled stable-mates.

Virtually unaltered for 2016, with little use of shiny chrome finishing, the ATS Coupe’s relatively low waistline and bonnet, flowing roofline, pert rear and dual exhaust tips deck lend it a sense of forward motion. Its proportions are just right, with restrained wheel arches, and short front and slightly longer rear overhangs. Fitted with chrome style alloy wheels with 225/40R18 front and 255/35R18 rear tyres, the ATS Coupe has the right combination of steering feel at the front and grip at its driven rear wheels.

Eager and crisp

Revised to produce an additional 14BH and 10lb/ft for 2016, the ATS Coupe’s naturally aspirated direct injection 3.6-litre V6 engine develops 335BHP at 6800rpm and 285lb/ft at 5300rpm and now features cylinder deactivation for improved fuel efficiency. A refreshingly eager, progressive and somewhat high-strung engine in an age where turbocharged engines are de riguer, the ATS feels satisfyingly sporty. With meaningful pull from low-end and decent – if not excessive or bloated mid-range torque, the rev-hungry ATS rewardingly unleashes its maximum torque and power when pushed hard and deep towards its 7,200rpm rev limit.

Dispatching the 0-100km/h sprint in a lively 5.5 seconds, the ATS Coupe’s long-legged engine sears through revs in long accumulative sweeps, which along with precise throttle control, allow one to dial in exact increments of torque and power and intuitively control grip and slip at the rear, when slicing through corners. Eager and urgent in delivery, the ATS engine note rises to a screamingly gruff wail. Intense, free-revving and satisfying but slightly industrial in tone, one feels Cadillac missed a beat by not imbuing the ATS with more melodic, evocative and exotically Italianesque acoustics.

Control and agility

New for 2016 models, the ATS receives an 8-speed automatic gearbox. Developed in-house by General Motors, it is in general more responsive and has a better ratio spread than the 6-speed it replaces, and – in manual-shift “sport” mode – holds gears right against the rev limiter for more driver control, but still kicks down automatically. Almost as slick as ZF’s widely used 8-speed, the ATS gearbox is, however, occasionally reluctant to up-shift from fourth to fifth and fifth to sixth gears when revving hard with full throttle, and using manual mode paddle shifters. 

Driving the rear wheels through a an optional mechanical limited slip differential, the ATS Coupe reallocates power to the wheel best able to effectively put it down to tarmac, so reducing wheel spin when cornering aggressively and improving agility and handling ability. Meanwhile, optional adaptive magnetic dampers responsively adjust for supple ride comfort on straights and taut body control through corners, and features pre-set “sport” or “comfort” modes. Well controlled, poised and buttoned down in “sport” mode, the ATS could do with slightly firmer damping in “comfort” mode for more settled rebound control on choppy roads.

Alert and engaging

Riding on a stiff frame with MacPherson strut front and multi-link rear suspension, and benefitting from restrained 1,601kg weight, the ATS Coupe drives with a lithe, agile and eager sensibility. Quick, light and precise, its steering is intuitive, while front-end grip tidy into corners. Intuitive and balanced through corners, the ATS Coupe feels neutral and manoeuvrable. Responding well-to on throttle adjustments, it is predictable and engaging at the limit, happy to either shift weight to the outside rear tighten cornering lines or dig in faithfully and slingshot out onto a straight.

Stable and refined at speed, the ATS feels more alert than Germanically planted. Meanwhile, driving position is supportive, comfortable and well adjustable, with good front and side visibility. Front seating is well spaced with the absence of a sunroof improving headroom. Rear seats are useable but restricted for large and tall passengers. Pleasantly luxurious, the ATS cabin features a fair share of quality materials and decent fit and finish mixed with glossy black surfaces, while Alcantara trim segments unfortunately do not include the roof lining.

Somewhat busy inside in terms of layouts, controls, displays and light colours, the ATS is, however, very well-equipped with standard and optional infotainment systems, creature comforts and safety systems including blind spot and lane assistance, adaptive cruise control and forward collision and rear cross-path alerts. Revised for 2016, with upgraded technology which includes improved CUE infotainment system — now faster with better navigation and “phone projection” capability.

TECHNICAL SPECIFICATIONS

Engine: 3.6-litre, all-aluminium, in-line V6 cylinders

Bore x Stroke: 95 x 85.6mm

Compression ratio: 11.5:1

Valve-train: 24-valve, DOHC, variable timing, direct injection

Gearbox: 8-speed automatic, rear-wheel-drive, limited-slip rear differential

Gear ratios: 1st 4.62; 2nd 3.04; 3rd 2.07; 4th 1.66; 5th 1.26; 6th 1.0; 7th 0.85; 8th 0.66

Reverse/final drive: 3.93/3.27

Power, BHP (PS) [kW]: 335 (340) [250] @6,800rpm

Specific power: 92BHP/litre

Power-to-weight: 209.2BHP/ton

Torque lb/ft (Nm): 285 (386) @5,300rpm

Specific torque: 106Nm/litre

Torque-to-weight: 241Nm/ton

0-100km/h: 5.5 seconds

Fuel consumption, city/highway:  11.76-/7.84 litres/100km

Steering: Variable electric-assisted rack & pinion

Turning circle: 10.97 metres

Lock-to-lock: 2.86 turns

Suspension: MacPherson struts/multi-link, adaptive magnetic dampers

Brakes, F/R: Ventilated discs 321 x 30mm/315 x 23mm

Tyres, F/R: 225/40R18/255/35R18

Price, starting from: JD68,000

A Country of Words: A Palestinian Journey from the Refugee Camp to the Front Page

Abdel Bari Atwan

London: Saqi, 2008

Pp. 285

For the title of his memoir, Abdel Bari Atwan chose a line from a Mahmoud Darwish poem: “We travel like other people, but we return to nowhere… We have a country of words.” This is emblematic of Atwan’s preoccupation with his lost homeland as well as his profession as a writer. The book’s subtitle sums up the course Atwan’s life followed, partly by design, partly by luck, and partly by virtue of his being Palestinian. 

Growing up in Deir Al Balah and Rafah refugee camps in the Gaza Strip, Atwan lived in several Arab countries and worked diverse jobs before emerging as an internationally acclaimed, UK-based journalist, editor and political commentator. While he became famous (infamous, in some quarters) for his 1996 in-depth interview with Osama Ben Laden, his greatest achievement was founding the first, truly independent, pan-Arab newspaper, “Al Quds Al Arabi”. 

In an engaging style, fact-filled yet intimate, Atwan covers a lot of ground in his memoir, from the basics of the Palestinian cause and half a century of tumultuous events, to the Arab scene in London, his family and their return visits to Gaza in the 1990s. He knows how to capture a situation with well-chosen details and readily shares his personal convictions and feelings. Though the second half of the book is filled with prominent names and events, Atwan’s account of growing up in Gaza is actually the most charming part of the narrative. His first memories are of his mother’s storytelling which warmed long, dark, winter nights as he and his siblings huddled on the floor around a wood fire. She told folk tales, ghost stories and more. “It was the stories from her past, though, that affected us most deeply and we loved to hear about Isdud, the small Mediterranean village she and my father lived in until the Nakba”. (p. 15) 

Like others in Gaza’s camps, his family’s economic situation was dire, and they were plagued by recurring Israeli attacks, but Atwan also portrays the lighter side — family togetherness, youthful escapades and a variety of larger-than-life camp personalities. 

One is struck by the number of times Atwan landed in a new place virtually penniless, but survived and acquired beneficial experience, based on sheer determination and the art of living on next to nothing that he had acquired in childhood. After the 1967 occupation, there seemed to be no option other than leaving Gaza. He went to Amman intending to continue his education, but ended up sleeping on a roof and working in a factory and later as a driver. Though it proved impossible to continue his education due to lack of funds, he did acquire the valuable habit of reading. After two years, he left for Egypt, where he had relatives, and was able to finish secondary school in Alexandria, study journalism at Cairo University, and immerse himself in pan-Arab culture and politics. In retrospect, he credits Nasser’s generous pro-Palestinian policies for his degree: “Nasser’s vision had enabled me to turn my life around.” (p. 88) 

But with regime change, his plans to do an MA at Cairo University were aborted. In 1974, the authorities refused to renew his visa, citing his student activism, including speeches and writing against Sadat and other Arab leaders. He had to leave Egypt quickly and by chance was offered a job driving a wealthy business man to Tripoli. “With just one bag and no money at all, I set off across the desert towards Libya and an uncertain future.” (p. 115)

For the rather harrowing drive, the businessman paid him a pittance, so he was reduced to staying in a “hotel” where three residents shared a mattress by sleeping in shifts. In Libya, he sold his first story but was soon frustrated by the lack of professionalism in the press, and moved to Jeddah where he worked for “Al Medina”. This led to a job offer with “Al Sharq Al Awsat” which took him to London.

Here ends the story of arriving penniless, but not of Atwan’s struggle to remain independent. His political differences with “Al Sharq Al Awsat” came to a head during the First Intifada, pushing him to resign and start “Al Quds Al Arabi” in 1989. Twenty-four years later, after publication of this memoir, he resigned his post as editor-in-chief because he feared the funding offered to resolve the paper’s financial crisis would impose political constraints on its contents. Instead, he started the electronic Arabic daily, “Rai Al Youm”. Judging from this memoir, Atwan is very capable of adapting to all sorts of circumstances, but Palestine and journalistic independence are issues on which he will not compromise.

Skin-to-skin contact between mothers and newborns immediately after birth can be used to promote breastfeeding and may give babies a better start in life, according to a new review of existing evidence.

Women who had skin-to-skin contact with their naked babies right after delivery were more likely to breastfeed longer and be breastfeeding months later than women who did not have their babies placed on their skin right away, the researchers found. 

“The more you can do to place the mother and baby together and disturb them as little possible during that first hour, the better off they’ll be,” said lead author Elizabeth Moore, of the School of Nursing at Vanderbilt University in Nashville, Tennessee.

Moore and her colleagues write in the Cochrane Library November 25th that babies are often separated from their mothers at birth. The new review looked at whether placing naked babies on their mother’s bare chest improved breastfeeding and other health outcomes.

The review was coordinated by the Cochrane Collaboration, an international organisation that evaluates and reviews medical research.

The researchers looked through medical literature and found 46 randomised controlled trials to include in their review. The trials included 3,850 women and their newborns from 21 countries. All babies were healthy and most were born at term.

“We compared those trials to usual care, and usual care was very different depending on the trial,” said Moore. Trials from the 1970s may have separated mothers from their babies for hours. In more modern trials, babies might be swaddled in a blanket before being handed to the mother.

Compared to babies and mothers who received usual care, those who received skin-to-skin contact immediately after birth were about 24 per cent more likely to still be breastfeeding one to four months later.

Infants who received skin-to-skin care were also 32 per cent more likely to successfully breastfeed on their first try.

There was also evidence that women who got skin-to-skin contact breastfed longer and were more likely to exclusively breastfeed after leaving the hospital.

Evidence also suggested babies did better after receiving skin-to-skin contact after birth. They had higher scores on a measure evaluating their heart and lung function, had higher blood sugar levels and had a similar body temperature to their swaddled counterparts.

“It’s just something that if at all possible should happen,” Moore told Reuters Health. 

Skin-to-skin contact should begin as soon as possible and last for at least 60 minutes, she said. The hour will give babies time to recover from the birthing experience, find the mother’s nipple and latch on.

“It’s not something you can do in just 15 minutes,” she said.

Moore said more research is needed on skin-to-skin contact after caesarean births and among babies born near full term.

“I think skin-to-skin care or contact is a no-cost intervention that improves outcomes for mothers and babies,” said Jeannette Crenshaw, of Texas Tech University Health Sciences Centre School of Nursing in Lubbock.

Crenshaw, who is presently involved in a study of skin-to-skin contact after caesarean sections, said the current findings confirm the results of earlier, less rigorous studies that showed similar benefits.

“We need to adjust our processes, normal routines and make system changes to make the best practice available to mothers and babies,” said Crenshaw.

They have already adversely affected sales of cameras, scanners and printers by fulfilling their functions, by practically replacing them. How far will smartphones go, replacing more and more devices, albeit sometimes only partially and not performing as well as the originals?

Few digital tools are as versatile and multifunctional as smartphones. Suffice it to see the number of apps available out there and that can do a zillion things.

Even when software applications alone are not enough to perform certain tasks, designers succeed in creating physical attachments, small extension hardware to the smartphone that works in conjunction with the app and does the trick.

SanDisk company has recently announced USB flash drives that you connect directly to a smartphone the same way you would do it to a laptop or desktop machine. This gives you instant, removable storage of up to 128GB, on the go — et voilà. Who needs a laptop then?

By adding an iRig (tradename) interface to your smartphone and downloading an appropriate app, you turn your handset into an incredibly powerful electric guitar effect box. The musical instrument plugs into the iRig that is the size of a pack of cigarettes, and the app allows you to play and choose amongst a mind-blowing variety of guitar sounds.

You can output the sound either to a headphone or to an external amplifier of your choice; even a 200-watt Marshall if you like. For about $50 (excluding the Marshall price, it’s understood…), this lets you achieve what used to cost 15 to 20 times more and was a rather bulky setup, before smartphones were invented.

But the best is probably yet to come. Medical diagnosis possible at home is what will really constitute a new revolution; and it’s on its way. Checking heart rate and other simple vital signs is already available, as is glucose monitoring for diabetes affected patients. Heart rate does not require any addition external advices, just press your finger gently against the camera’s lens and the smartphone’s app will measure it in a few seconds. Glucose monitoring requires the addition of a pocketsize attachment, just like the guitar effect box, and that lets you monitor your glucose level. 

But the smartphone industry is preparing for much more important medical applications and the future of home medicine will go much further.

It is expected that MRI scanning with a smartphone will be possible sooner than we may think. This will open the door to early cancer detection, at home. As incredible as it may sound it is true. And to think that the first hospital MRI scanners operating in Jordan some 20 or 25 years ago were as big and heavy as a car and as expensive as buying an apartment!

MRI scanning with a smartphone was tested experimentally as early as in 2011 at Massachusetts General Hospital, in the USA. It was done with a small 0.5 tesla magnet, by scanning small body parts. Big MRI hospital scanners usually have magnets of about 10 teslas. Research, mainly in the USA and in Japan, indicates that practical MRI scanners that attach to smartphones may become household items in five to seven years.

The smartphone market is still hot despite occasional disappointments and failures. The ill-fated Samsung Galaxy Note 7 with its exploding batteries was such an example. But despite the negative impact on its manufacturer, it does not really seem really affected by the temporarily setback and there are already rumours on the Web of the upcoming Galaxy S8 smartphone. In the meantime the misfortune of the Note 7 is benefitting the local Jordanian market that has recently seen the price of the Galaxy S7, the nearest thing to the Note 7 and still a top of line, excellent handset, being dropped to under JD500.

Smokers who go through much less than a pack of cigarettes a day still have a higher risk of an early death than non-smokers, a new study suggests. 

“There is no safe level of cigarette smoking,” said lead study author Maki Inoue-Choi, a researcher at the National Cancer Institute in Rockville, Maryland. 

“Even smokers who consistently smoked less than one cigarette per day were more likely to die in our study than never smokers,” Inoue-Choi said by e-mail. 

Tobacco smoking poses a major public health challenge and claims about 5 million lives each year worldwide, researchers note in JAMA Internal Medicine. 

A growing number of smokers tend to be “light” smokers, going through less than half a pack of cigarettes a day, the authors write. This used to be how people cut back gradually on the path to quitting, but it’s increasingly a pattern that smokers follow for years at a time. 

To get a better picture of the health effects of light smoking, researchers tracked more than 290,000 adults aged 59 to 82, including more than 22,000 current smokers and more than 156,000 former smokers, who completed surveys in 2004 and 2005. 

By 2011, compared to people who never smoked, adults who consistently smoked at least part of one cigarette a day were 64 per cent more likely to have died of any cause, researchers report in JAMA Internal Medicine. 

Smoking one to 10 cigarettes a day was associated with 87 per cent higher odds of dying from all causes during the study than not smoking at all. 

Lung cancer deaths in particular were much more likely among light smokers than non-smokers. The odds of death from lung cancer were more than nine times higher with a habit of even one cigarette a day, while smoking up to 10 cigarettes a day was associated with almost 12 times the risk of death from lung cancer. 

Former smokers fared better when they quit at younger ages. For example, ex-smokers of one to 10 cigarettes a day who kicked the habit after age 50 had a 42 per cent higher risk of death from all causes during the study period, compared to those who kicked the habit at younger ages. One limitation of the study is that researchers relied on participants to accurately recall and report on how often they smoked even may years in the past, the authors note. 

Even so, the findings should reinforce that even light smokers can face serious health risks from the habit, the authors note. 

“The take home message is that all smokers should stop smoking, even if they smoke only occasionally, or if they smoke very few cigarettes a day,” Jean-Francois Etter, a researcher at the University of Geneva in Switzerland who was not involved in the study, said in an e-mail. 

The study also showed very little benefit from cutting back from two packs a day to half a pack a day, said Judith Prochaska, a researcher at Stanford University in California who was not involved in the study. 

“Low intensity smokers often downplay their use of tobacco — may even identify as nonsmokers – and may rationalise their behaviour as low risk,” Prochaska said by e-mail. 

“The findings ought to compel physicians to intervene with patients who report any level of current tobacco use,” Prochaska added. “As a motivating message, the sooner individuals quit smoking, the greater the health benefits in extending years of life.”

With a distinctly French character bringing both comfortable ride qualities and engaging driving dynamics, the 308 GT Line is well pitched as a midway point in Peugeot’s Volkwagen Golf and Ford Focus fighting 308 model line. Sitting between garden variety versions of the 308 family hatchback and its more potent entry-level GT hot hatch and high performance and GTI incarnations, the GT Line could perhaps be best described as a more affordable and practical warm hatch, which gives a good taste of the 308’s more exotic potential.

A styling pack that adds a sportier flavour — inside and out — to more accessible and economical turbo-diesel and turbocharged petrol 1.2-litre 3-cylinder PureTech Peugeot 308 models in European markets, the GT Line, however, receives perkier propulsion for Middle East markets. Powered by more efficient and detuned version of the same engine powering 177BHP and 202BHP GT and 246BHP and 266BHP GTI models, Peugeot’s turbocharged 1.6-litre 4-cylinder develops 163BHP, in THP165 specification, for the Middle East market 308 GT Line.

Sculpted and sporty styling

Stylishly designed with a distinctly classy air and up-market feel, the Peugeot 308 is a more tightly penned and elegantly flowing hatchback, with a refined demeanour yet athletic posture. A smaller and more restrained chrome-ringed grille that is currently fashionable among many car manufacturers, is, however, complemented by a larger and wider lower bumper intake segment, while its headlights feature a claw-like kink at the bottom and a LED strip at the top that trails off to a ridged shoulder line running along the 308’s length.

Sculpted with concave and convex surfacing at the bonnet and flanks, the 308’s rear wheel arches are emphasised and discretely bulging, while the GT Line model features sharper, lower and more prominent sills, larger two-tone alloy wheels with 225/45R17 rubber and a smattering of “GT Line” badges to lend a more assertive and grounded look. At the rear, GT Line models also feature a blacked out diffuser style lower bumper segment, dual chrome ringed bumper integrated exhaust tips and two-tone tailgate spoiler for a sportier more urgent appearance.

Flexible delivery

Subtly muscular and happy to push to its rev limit, the 308 GT Line is, however, most comfortable riding a plentiful mid-range sweet spot as it adroitly powers through a series of snaking switchbacks. Its turbocharged 1.6-litre THP165 engine spools up quickly, and is responsive, with little by way of turbo lag from idling. Developing 177lb from as little as 1,400rpm with a broad and muscularly responsive mid-range band, the GT Line is confidently responsive and flexible and versatile when overtaking on motorways or climbing steep winding inclines.

Riding a wave of rich mid-range torque as it gathers pace and smoothly builds up revs, the GT Line’s power peaks at a healthy 163BHP at 5,500rpm, which with an estimated weight of 1225kg, allows for brisk 0-100km/h acceleration estimated at below 8.5 seconds and top speed comfortably above 200km/h. Driving the front wheels through a six-speed automatic gearbox, shifts are well-judged for smoothness and speed, manual “tiptronic” mode upshifts actuated — like in BMW or Mini — by pulling the gear lever rather than pushing.

Reassuring yet agile

Alert yet forgiving and comfortable yet controlled the 308 GT Line takes road imperfections with fluency and aplomb. Soft-edged compared to a full hot hatch, the GT Line is nevertheless precise, responsive and intuitive, with its tyres delivering a good compromise of road feel, grip and comfort, and is particularly supple when taking bumps and cracks at a slight angle. Smooth and stable at speed without being distant or unconnected, the GT Line pitches up slightly when taking peaks and crests briskly, but is reassuringly settled and buttoned down on rebound.

Like its well-judged vertical control, the GT Line’s lateral control is similarly designed for both comfort and poise, with slight body lean yet overall composure. Brisk and agile cross country the GT Line negotiates imperfectly paved countryside switchbacks with easily exploitable power and fluency, control and finesse from its sweet and engaging chassis. With quick and precise steering with decent levels of road feel, the GT Line turns tidy and alert into corners, and responds well to tight initial turn-in. Meanwhile, a tight turning circle makes it manoeuvrable in the city.

Classy and sporty

Turning in early and hugging the apex through tight corners, the 308’s front wheels dig in hard while weight shifts to the outside at the rear to tighten its line before pouncing out. Well-compromised between reassuring and playful, the 308 is slightly biased for the former, but a quick dab of the mid-corner braking can persuade it to fling its weight outwards to further tighten a cornering line. Meanwhile, electronic stability control is effective and largely nonintrusive — especially in “off” position, where it remains active but initially less interventionist.

A classy and refined place, the GT Line’s cabin features clear layouts with an elegantly minimalist centre console, good quality fit, finish, fabrics and textures. Visibility is generally good, but in tight parking spaces, a reversing camera and sensors help one better judge its position, given the 308’s bulging body surfacing. Featuring red stitching, thick flat-bottom steering wheel and aluminium pedals, the GT Line is distinctly more up market and sporty, while a panoramic glass roof creates and airy ambiance.

Driving position is well adjustable, comfortable and supportive while one peers at the instrument panel above the steering. Meanwhile, boot space is decent and rear seat space decent. Equipment levels are good, and include six airbags, multi-function steering controls and USB-enabled infotainment system with good speaker sound quality and clarity.

TECHNICAL SPECIFICATIONS 

Engine: 1.6-litre, turbocharged, transverse 4 cylinders

Bore x stroke: 77 x 85.8mm

Valve-train: 16-valve, DOHC, direct injection

Gearbox: 6-speed auto, front-wheel drive

Power, BHP (PS) [kW]: 163 (165) [121] @5,500rpm

Specific power: 102BHP/litre

Torque, lb/ft (Nm): 177 (240) @1,400rpm

Specific torque: 150.2Nm/litre

0-100km/h: under 8.5 seconds (est.)

Fuel tank: 53 litres

Length: 4,253mm

Width: 1,804mm

Height: 1,457mm

Wheelbase: 2,620mm

Track, F/R: 1,559/1,553mm

Overhang, F/R: 863/770mm

Headroom, F/R: 895/874mm

Shoulder room, F/R: 1,395/1,365mm

Boot capacity: 470 litres

Kerb weight: 1,225kg (est.)

Steering: Electric-assisted rack and pinion

Suspension, F/R: MacPherson struts/torsion bar

Brakes, F/R: Ventilated discs/discs

Tyres, F/R: 225/45R17

Price, on-the-road: JD24,500 (as tested)