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Visceral as hell

‘ Survival of the fittest: editor Fisher, aka ‘The Navigator’, overcame the perils of the Pilanesberg in Nissan’s insane Red-Lined Navara (p78)

EACH GEARSHIFT ROCKS the cabin with a violent convulsion, relenting cogs are swapped for fresh ones while torque, seemingly unbridled, ravages its way to the tyres. My ears can’t consume the noise quickly enough, my nose and eyes sting with the acrid vapour of spent smoke and petrol’. That’s a line from nothing in particular, but could have been lifted from at least three features in this issue. There’s the V8-powered Nissan Navara cross-country rally machine I was lashed into on page 78, the BMW M4 GTS that Aaron conquered four mountain passes in and ultimately an SVR, the crackling Jaguar F-Type that Peter used to somewhat unsuccessfully pursue top-end thrills in at an unsuspecting Mahikeng airport. In a country that is languishing amidst fees that must fall and a Finance Minister who is engaged in a legislative tango with his President you might call these sorts of cars frivolous. You’d be right on the money too, but if you’re like the 99 per cent of us who cannot afford to drop R2.2 million on a new sports car, then here at TopCar we’ll do our damned best to entertain and enthral you with them on paper instead. Each month you consume a magazine crafted by the most committed car enthusiasts I know, and I hope that shows in stories that compel and engage, photography that excites and delights and a user experience that places you right there in the driver’s seat, not just along for the ride. There may be magazines in this fair land that sell more copies than we do but I guarantee you this, if you’ve get petrol in your veins or gears in your guts then you’ve chosen the best one.

CALVIN FISHER Editor @Calvin_Fisher

TOPCAR EDITOR Calvin Fisher calvin.fisher@media24.com DEPUTY EDITOR Wayne Batty wayne.batty@media24.com ASSOCIATE EDITOR Aaron Borrill aaron.borrill@media24.com ONLINE EDITOR Raymond Leathern ray.leathern@media24.com ART DIRECTOR Caine Swanson cswanson@media24.com SENIOR DESIGNER Lynn Cerfontyne lynn.cerfontyne@media24.com EDITORIAL ENQUIRIES 021 408 1241 CONTRIBUTORS Mike Monk, Peter Frost, Dieter Rencken, Chris Wall BUSINESS & PUBLISHING GM Print Media Ishmet Davidson CFO: Lifestyle Raj Lalbahadur General Manager: /Leisure Louise Meny-Gibert Publisher Nerisa Coetzee Financial Manager Muneeb Adams Head of Circulation Leoni Volschenk Head of retail: Circulation Andreline Van Tonder Circulation Manager Riaan Weyers riaan.weyers@media24.com ADVERTISING SALES Head of Advertising Sales Craig Nicholson Business Manager (KZN) Theresa Lavery 083 635 0205 / 031 566 2442 theresa.lavery@media24.com DIRECT & CLASSIFIED SALES National Sales Manager : (Travel & Motoring) Danie Nell 082 859 0542 danie.nell@media24.com Karien Steenkamp 082 920 8075 karien.steenkamp@media24.com Lizel Pauw 082 876 8189 lizel.kok@media24.com Jeanine Kruger 082 342 2299 jeanine.kruger@media24.com Sanetha Meintjies 084 416 5797 sanetha.meintjies@media24.com Nick Fitzell 071 430 6311 nick.fitzell@media24.com Sharlene Smith 083 583 1604 sharlene.smith@media24.com Thea Thomas 078 450 7771 tthomas@media24.com

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contents D ECE M BE R 2016

Road tests 30 Volkswagen Tiguan 36 Honda BR-V

Features

Four passes in BMW's M4 trackattack special

Beauty and the beast High-speed sprints in Jaguar's F-Type SVR

Cover story: Civic Type R

The hot-hatch legend gets an unexpectedly prompt reboot. We have the whole story

8 Insider

8 New 5 Series upgrades from business class 12 Electric mainstream: VW vs Mercedes

BMW M4 GTS

13 Renault's electric sports car

The most brutal road-going BMW yet, thrashed along the Overberg's Four Passes. Cue the anarchy...

14 In the moment: zero to 482kph in 3.8sec 16 The TopCar interview: Mad Mike Whiddett 18 Van Hooydonk talks BMW X2 Golf Glastonbury! Where 100 000 fans cut loose

22 Opinion 22 TopCar columnists: Dieter Rencken & Gavin Green

26 First drives 26 Opel Mokka X marks the crap marketing team 28 Isuzu KB SA's unsung hero bakkie gets a nip and tuck 29 Peugeot 2008 SUV remembers to look like an SUV

Inside Jay Leno's garage

$350m worth of stunning and eclectic automobiles under one roof. JL shows us round

Sayonara Navara

As a farewell to the outgoing Nissan Navara, Calvin Fisher wears a nappy and rides shotgun as a navigator at the Donaldson SunCity 450

Wรถrthersee

Welcome to the VW clan gathering; best bring a Golf

Rear End 98 Tech 94 The fine art of engine noise 96 VW's boss sets out radical future 97 Does Cadillac's rear-view mirror-cam work?

98 Gadgets The latest must-haves

100 Our cars

Updates on our Mazda CX-5, Renault Captur, Nissan X-Trail and Toyota Hilux

104 Car sales

Three wins in a row. September 2016 indicators

Talk show legend Jay Leno shows us around his 'garage', and then asks us which car we want to take for a spin...

130 TopCar's Top 10 Mod-con madness

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INSIDER

Cars, people, scoops, motorsport, analysis: the month according to TopCar

Stuff BMW says ‘The rear lights reach deep into the sides of the car, creating a visual connection between its flanks and rear end.’ Who writes this stuff?

TOPCAR.CO.ZA | December 2016

New 5 Series upgrades from business to first It’s the Mk7 so, fittingly, it’s nicked the best bits of 7 Series. So, less weight, more tech and… the same clothes By Matt Joy Ultimate what? The ultimate driving machine becomes ultimate self-driving machine? Active cruise and laneassist now joined by cameras, radar and ultrasound sensors

Light has dawned Lamp glass has merged with the kidney grille. Standard LEDs can be optioned up to adaptive status, with Selective Beam and anti-dazzle functions with a range of up to 500 metres

our next 5 Series will be lighter, more aerodynamic and bring the latest generation of BMW’s high-tech features to the masses (or masses of executives, at least), including selfparking and car-to-car communication for the first time. What it will not do, however, is amaze you with its cutting edge looks. Seldom can such a radical light have been hidden under such a conservative bushel. They will talk of evolution, of a cab-rear look and subtle creasing as well as details such as the full-width headlights and ‘air breathers’ shared with the bigger 7 Series. But the subtext is clear: the G30 5 Series is the 7 Series in tighter trousers. A shame to waste all that brilliance on a handful of CEOs, the odd EU leader and savvy auction predators in a year’s time. Careful aero work has cut the 5 Series’s drag factor by 10 per cent to just 0.22 Cd, with underbody changes and the adoption of active air flaps behind the kidney grilles for low-demand situations. The G30’s structure mixes aluminium, magnesium and high-strength steels to deliver weight savings of up to 100kg depending on the

A heads-up Great to know BMW’s superb fullcolour head-up display is featured in here, along with impressive kit including surround sound and WiFi for up to 10 devices

model, with body strength and torsional rigidity up, although it does without the Seven’s expensive carbon core. The bonnet, roof, bootlid and doors are aluminium, the latter weighing a little over 6kg each, while the magnesium support for the instrument panel saves 2kg over the previous steel item. More weight has been shaved from the running gear, with integration of the electronic parking brake into the rear calipers cutting a further 2kg. BMW even claims a 500g saving from using the natural fibre kenaf for the lining of the bootlid – enough to offset the weight of a typical owner’s wristwatch. Height and wheelbase have increased by just 10mm in total but the new 5 Series is 32mm wider and 36mm longer, giving marginal improvements in the cabin; headroom is increased front and rear, rear legroom is up 10mm and the boot now offers 10 litres more space to give 530 in total (still 10 less than the E-Class). BMW also claims increased comfort in the rear with door pockets able to hold one-litre bottles and a rear bench that can accommodate three child seats. A stack of new engines will appear, with the petrols December 2016 | TOPCAR.CO.ZA

INSIDER.

Seats offer eight types of massage, and will love you long time

featuring twin-scroll turbos and diesels bringing higherpressure common rail fuel-injection with improvements in performance and fuel economy across the board. The 530i will use a 2.0-litre four-cylinder unit to give 186kW and 350Nm, cutting CO2 emissions by 11 per cent to just 126g/ km and achieving 5.4ℓ/100km. The forthcoming 520d ED will also deliver a remarkable set of figures: 0-100kph in 7.5sec yet 3.9ℓ/100km and 102g/km. A 530e iPerformance PHEV arrives in March, promising improved performance in EV mode; a top speed of 140kph and up to 45km range. Topping the range until the M5 arrives late next year will be the M550i xDrive, using an uprated version of the 4.4-litre V8 providing 340kW, 650Nm of torque and 0100kph in just 4.0 seconds, thanks to four-wheel drive. BMW claims xDrive is more sophisticated than key rivals’ as it can switch 100 per cent of the drive to the front or rear wheels from a default distribution of 40/60 front to rear. The new 5 is groaning with the latest electronic driver aids and semi-autonomous systems. Integral Active Steering is now electromechanical and incorporates rearwheel steer, as well as being compatible with xDrive for the first time. The active roll stabilisation now switches to electrical activation for faster responses, while sat-nav data 10

TOPCAR.CO.ZA | December 2016

He’s trying gesture control. Hope he has more luck than we did

can be used to tweak the steering, damper control and transmission. Go for the Driving Assist Plus package and your 5 Series will change lanes for you at up to 180kph, steer round obstacles in an emergency and correct accidental lane departure at up to 210kph. All 5 Series models get BMW’s Professional Media system as standard, which means a 10.25-inch display incorporating both touch control for the first time and the latest generation of iDrive with gesture control available as an option. The latest update of BMW’s Connected Drive app will also bring a series of new features including the Personal Mobility Companion and Car-to-X, which allows BMWs to communicate with each other and data hubs to share traffic, accident and weather information, another step towards automated driving. And then there’s parking. Clearly this must be high on the bugbear list for BMW owners as the 5 has four systems dedicated to the berthing business. Remote Control Parking (as on the 7), upgraded Parking Assistant, Park Now (which allows you to locate and book spaces in advance), and On-Street Parking Information, using RTTI data to predict the likelihood of finding a space at the side of the road. Probably a while yet before the last two become operationally useful in SA.

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Twin chargers! VW and Merc take the 3-pin approach Having previously dabbled in EVs, the German giants now aim their guns squarely at Tesla. By Matt Joy

VOLKSWAGEN ID CONCEPT

MERCEDES GENERATION EQ

Volkswagen’s ID concept previews a forthcoming production EV scheduled for production by 2020. It will also go fully-autonomous by 2025, sitting alongside higher-end Golfs.

What is it?

Purely a concept for now, the Generation EQ is a SUV-cum-coupe showing off Merc’s thinking not only on production EVs but also scalable electric architecture and next-gen interiors.

That’s the plan. The ID is the first recipient of Volkswagen’s Modular Electric Drive Kit (MEB) that is the electric equivalent of MQB and will underpin all future VW EVs. That means motor in the rear, batteries in the floor and ancillaries up front. VW says the ID is capable of at least 400 kilometres on a single charge, 0-100kph in under 8sec and 160kph.

Can I leave range anxiety at home?

Befitting its sporty SUV flavour, the Generation EQ has a mighty 300kW and 700Nm of torque distributed by a motor on each axle. With all that traction it belts to 100kph in under 5sec. Drive more sensibly and let the software manage the energy supply and the EQ can manage over 480km on a single charge.

What else is new?

The Generation EQ previews a knob-free interior (no sniggering) made up of a vast 24-inch TFT screen, fully configurable by the driver and operated via touch-sensitive pads on the steering wheel spokes. It also ditches conventional mirrors in favour of cameras, while the internal door handles and window switches become all touchy-feely too. Not ideal for haphephobics.

Sooner than you think. VW says the first production ID will arrive within four years, so it will share underpinnings with the next Golf. The automated driving tech is scheduled for 2025; touch the VW roundel on the steering wheel and it retracts, and the lighting changes to signal the car’s taken over.

But when will we see this tech for real?

Forthcoming EVs from Mercedes-Benz will wear the EQ tag although it is a little more cagey about when we’ll see the first production car. As long as the global thirst for SUVs continues it’s a safe bet for the real thing to arrive by 2020 but the architecture could easily be slotted in to the next A-Class.

Party tricks aplenty from Volkswagen. As well as boring stuff like driving itself the ID can accept deliveries from your local online retailer if you’re away from home, park itself in a multi-storey and project augmented reality images on to the road ahead. Your elderly father might need some assistance with it.

What else can it do?

The EQ signals an end to the Merc owner’s nightmare of a stolen three-pointed star, as both ends wear LED fibre-optics that do the job of conventional badges, lights and indicators. As you approach it lights up the cabin and adjusts the hue depending on the state of charge – like sitting in a giant Duracell.

The ID tag doesn’t just refer to the car; it’s also the start of Volkswagen’s idea for each driver having a profile containing seat and climate settings, favourite radio stations and even contacts, all linked through the cloud via your phone. It can also link to your home, so you can spy via your comprehensive CCTV network.

TOPCAR.CO.ZA | December 2016

Renault unwinds with an e-Aston What to do when you’ve been banging out new Clios and Capturs for half a decade? Let off steam with a GT concept. By Guy Bird

FTER THE hard work, the reward. ‘After hammering my design team for six years on production models I needed to let the guys loose and dream,’ says Renault design chief Laurens van den Acker with a smile. The result is the Trezor concept: a classic, long-nosed, rear-wheel-drive, twoseater GT that’s lower than a Lotus Elise, powered by a 260kW Formula E motor (for a sub-4sec 0-100kph) and accessed via a dramatic clamshell-style opening. The curvaceous styling will be familiar, as exterior designer Yann Jarsalle admits: ‘Since the DeZir concept and Clio [a Jarsall creation], our exterior form language was set – very fluid and sensual. Now we’ve just played with it.’ So the Trezor’s language is familiar, if still stuffed with ideas. Take the

matt hexagonal surfacing on the lower panels, which looks – and feels – superb and contrasts with the smooth bonnet and roof, which clamp down with well-defined shutlines. The hexagonal theme is continued in the bonnet vents too, which open to allow air to the battery pack. The luxurious cabin riffs on automotive interior staples wood and leather. The dashboard uses wood

structurally rather than as a surface veneer, while the leather on the seats is thick and robust, and inspired by the shape of a saddle. Don’t expect a production Renault GT like this next year, but do expect elements of this design – notably the driver’s screen (see below) – to filter through to its regular production cars soon. Meanwhile, enjoy the conceptual flourish.

Light, fantastic Despite the show car feel of the Trezor, the design and engineering team worked hard to take weight out of the vehicle. The chassis incorporates a central carbonfibre cell with tubular steel frames front and back. Jaw-dropping lifting lid is carbonfibre too. The concept weighs in at 1 600kg and is fully functional.

Hexagons inspired by Turner Prize winner Anish Kapoor – arty

Satsuma bags

Bespoke luggage lives not back here but up front, ahead of the driver Imagine a satsuma bag lit with red lasers and you’ll get some idea of how the Trezor’s tail lights are constructed. Actually made up of countless fibre-optic strands twisted under tension, they increase in light intensity under braking and look awesome tucked into the concept’s super-slim rear apertures.

A pane in the dash The floating infotainment screen is the cabin’s most real-world feature. Using OLED tech and thin curved glass, it offers a drag-and-sweep touchscreen for moving nav maps and apps.

INSIDER.

INTERVIEW JAMES TAYLOR

In the moment Gone (to 480kph) in under four seconds Anita Mäkelä is the fastest FIA Top Fuel drag racer in Europe. Here’s how she nails a standing start

Preparation is key

Absolute power

‘Every small detail matters. Before a launch, I do a burnout to leave strips of rubber on the start line. As I’m backing up I’m adjusting the fuel pump, then I’ll light a signal to say we’re ready to go. These cars have a very limited time before components overheat. I release the clutch, hold the car on the handbrake and watch the lights.’

‘The car is built just to fit me, and it’s perfect – I’m like a hand in a glove. On the line I can feel if someone is touching the car, even if I can’t see it. So I’m driving the car by feel, like driving in the snow. When I launch the car it’s lifting the front axle and the chassis is twisting. The supercharged V8 develops around 7 500kW...’

We have lift-off

Always steering

‘In less than half a second I’ve reached 100kph and the car’s moved its own length. It pulls all the way through to the finish line and beyond, still accelerating, but the car is built to do 1000ft (305m) and that’s where the timing stops. I hold the European record, at 3.87sec and 503.7kph, set in 2015.’

‘At 480kph your hands become very heavy. Sometimes I turn as much as I can but it’s not enough – I’m not strong enough – and I have to back off. The car is shaking; everything happens so quickly. The straightest run is the shortest but it’s rare you get a run where you don’t have to steer!’

Pull the cord

We are sailing

‘I have two pedals, clutch and gas. The brakes are controlled by hand, on the rear wheels only. Each wheel has two brakes, in case one fails. Under my thumb is the button to release the braking parachutes, and a lever as a back-up. When I open the ’chutes, 300kph is lost instantly. You need to have your seatbelts really tight.’

‘You need to have the car in a straight line when you open the parachutes because it will keep going in the direction it’s in. You can’t control it for a moment when they’re opened. Then, all being well, you’ll roll safely to the collection area. In drag racing, it’s you who has to take the car to the line; it’s not the other way round.’

NEW CAR DEBRIEF > FERRARI GTC4 LUSSO T

A Ferrari with less power? Technically yes, this is a less powerful GTC4 Lusso, but not by much. Ferrari has inserted a version of its V8 3.9-litre turbo, delivering 448kW and 760Nm – actually more torque than the V12 version. Expect fur to fly… What else do I have to give up? Just the four-wheel-drive system. Clever though it is, ditching the hardware and sending power solely to the rear saves weight and shifts the weight bias rearward to compensate for the reduced traction.

TOPCAR.CO.ZA | December 2016

Will I gain anything over the V12? You can expect more money in your wallet, relatively speaking. Increased efficiency and reduced weight should improve the V12’s 15ℓ/100km combined figure, perhaps to 11.2ℓ/100km

Sounds great, can I buy one? Probably, though pricing and on-sale date is yet to be announced. It’s still not what you’d call a four-seater for the masses but the GTC4 Lusso T may be within shouting distance of luxury German rivals. If you’re a professional yodeller.

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INSIDER.

Who the hell is Mad Mike?

His sideways shenanigans up Franschhoek Pass are all over social media. We spoke to the motormouth international drift king

’M FROM NEW ZEALAND, Auckland. I grew up with my mom – no brothers, no sisters just a big dream to take on the world’s best. All the women in my family had horses so I got dragged out to the farms on the weekend, every weekend. At the age of six I was given an old clapped-out dirt bike by my mum. She had no idea how to operate it, fix it or ride it so I kind of had to figure it out as I went along, so I’m kind of self-taught, the story of my whole career in fact. I raced motocross, got good results, second place in New Zealand. Racing was getting too expensive, replacing clutch plates, tyres and all that stuff. I saw the Crusty Demons of Dirt daredevil movement and joined them, started breaking many bones and was told I’d be paralysed for the rest of my life from my T7 vertebrate down. I fractured more vertebrae and ruptured discs and all that. Right about the same time I discovered drifting, that was 2006.

The drift bug bit then?

When I was 13, I had a clapped out Mazda 323, my first car in which I slapped in a rotary engine. So the rotary engine is something I know since my childhood and not just in Mazdas, also in old Toyota Corollas – put 12A rotaries in them all. Through all those motocross years I was still learning lots about car control. While my friends were out getting drunk and doing drugs and so on, as teenagers do and party, we would go into the bush and sleep in the car. My buddy Mark and I – both our careers are about race driving and stuff and our passions were the same since we were young. We stopped spending our money on cigarettes, and alcohol and started to spend money on cars. After that big crash in 2006, we chased our dream, went to America and built a drift car after we discovered the sport of drifting. Those Japanese are crazy drifters and characters – that’s what drew us in. After freestyle motocross (FMX) I still didn’t have a big budget so it wasn’t like I could buy a Dodge Viper and just go head-to-head with these guys in America. But there were RX7s and we had all this knowledge about rotary engines so we put this 16

TOPCAR.CO.ZA | December 2016

Mad Mike lights up a hairpin on Franschhoek Pass. He talks as fast as he drives

car together and the sport, well – it’s more about the drive, the whole package you know? And that’s what I love about the sport of drifting, that it’s so diverse and easy for youngsters to get into. And it’s my career. It’s what I do now. To make a dollar.

When did it get real?

Calvin Fisher sits side-on. Drifter ‘Mad Mike’ feels right at home

My first drift car was an RX7 that we bought in New Zealand. My first year competing, I came second in my second event beating out top competitors in New Zealand. And then my third event was D1GP, that’s an elite Japanese drift competition that came out to NZ for a driver search, to qualify for the big USA vs Japan event in 2007. The top four drivers would receive a licence to enter the Irwindale, USA leg of competition. So I had to finish in the top four. I just had to and I finished fourth. Like I said, that was my third event out in the car. That’s what fuelled my fire, people were like ‘rotaries are gonna blow up!’ because it was a sport dominated by Nissans. We built this car, and in New Zealand we suffer from tall poppy syndrome so people told me just because I could flip my dirt bikes and do this and that I couldn’t necessarily compete but I guess that’s what gave me the passion to succeed. So that year we finished fourth in D1GP, nothing funded, but I got this piece of plastic, the D1GP licence which entitled me an entry into this USA vs JPN event in California. We were into that season of New Zealand’s inaugural national drift championship (D1NZ) and I was in 2nd place going into the final round and looked like I could have taken it, but I had this piece of plastic. And the dream of going to America. Most of my sponsors at that time were the ones I gained from FMX and I spoke to them about it, saying hey we’ve had long relationships and they said look, you’ll make the right decision. Because do I stay in NZ and get this title? Or go overseas and do this thing – I mean maybe this was a once in a lifetime experience for me since I got this invite? (Ed – it wasn’t!) So, I made a lot of promises, managed to beg, steal and borrow from a lot of people, worked some ridiculous hours, sold a lot of stuff and put my car into a container

and got it to The States. I got up there and killed it, finishing in the top 16 – the only international driver there other than the Japanese. And with it really set the Mad Mike name in stone in the drifting community. From there it was Formula Drift USA, then we went to Asia, Singapore for the first ever international leg in 2008, qualified first and finished 3rd overall. I got home to an email from Red Bull saying, ‘Come and talk money, welcome to the family’. Every year just goes by so fast. We’re working on the biggest championship, next drift record or craziest event but at the same time always thinking ahead because you want to be a leader you also want to think ahead. What’s happening next year? We revealed the MX5 for the next championship but also already planning what’s next, a hill climb or like with the RedBull Drift Shifters event, that’s something I’m very proud of and we want to grow it into an international event. Not much time to sleep because I’m always dreaming of what’s next.

Did you say Pike’s Peak?

Yeah I can’t rule out Pike’s Peak although I’d probably go through a set of tyres and we’ll need a refuel halfway up you know? As I grow older I’m looking at different avenues to push the sport, at Formula One, V8 Supercars, Goodwood Festival of Speed – some very credible events, and to a very different demographic of audiences that don’t usually get to see the sport of drifting. There’s this misconception in the media, a news presenter would say a kid going around and around roundabouts, and kills someone on the side of the street, was drifting. We drift at well over 200kph, judge with millimetre precision from concrete walls and barriers, and that gets us respect amongst world champions of top tier motorsport.

Do you think your FMX background has helped you transition?

Yeah, I’d definitely say that for drifting, a kid that’s grown up doing motocross will be a far superior drifter to one who has grown up on go-karts. Conversely now I find circuit racing easy because of my drifting background, the transition, weight balance, traction and all that stuff. Motocross was definitely a massive help.

What would you do if you stopped drifting?

I’d mentor for my son to be the next best thing on four wheels. He wants to race everything with a motor. There’s something we want to launch new in New Zealand and that’s sort of like driver tuition. It’s not drift school as such, but also social media and proposals and there’s no scripted way of doing it, but what we’ve done and what we’ve succeeded to prove is that even from a small country like New Zealand and with next to no budget, you can be just as important as anyone else. I read a lot in America, interviews and so on, about how 99 per cent of those successful in motorsport have rich families, or they’re already established within the sport. But of course, that wasn’t true for me. CALVIN FISHER December 2016 | TOPCAR.CO.ZA

INSIDER.

BMW X2 Concept The Paris show concept previews a X1-based coupe SUV mash up that signals a new era of design and greater model distinction for BMW. Group design chief Adrian Van Dooydonk chats to Wayne Batty

MW’S BIG ANNOUNCEMENT at this year’s Paris motor show was that it will add an X2 to its burgeoning line-up of X-badged cars. If you needed proof that SUVs are the new mainstream, consider that the X2, along with the upcoming X7, will lift the Bavarian carmaker’s X-car count to seven! So what of the X2 Concept? Standing inches away from its flame red paintwork and blacked-out interior, absorbing all of its stand-out features – inverted kidneys, broad chrome trim, asymmetrical wheel arches, laser lights and C-pillar punctuating BMW logos – I’m quick to brand it as an unexpected and unqualified success. It’s clearly not an open and shut case of X2 is to X1 as X4 was to X3 – a chance for BMW to broaden its X-car design palette? How close is it to the real car? And will those propellers on the C-pillars make production? Who better to answer than Adrian Van Hooydonk, senior vice president BMW Group Design. We caught up with him in Paris subsequent to the X2 Concept’s unveiling. ‘The silhouette is not like the X6 or the X4 so in that already it’s distinct and then in all the details too. Today we see each new car as an opportunity to further the design language of the brand. It’s also necessary – because the competition is strong – to do a very good and distinct design in each segment. I don’t think people expected the X2 to have this kind of roofline but we felt that in the proportion of the vehicle this would be the better way. The exterior is an opportunity to inject some freshness or youthfulness into the BMW brand.’ There’s no doubt it’s fresh, but how close is the concept to the production car? ‘It’s very close, it’s pretty close, yeah. We are going to do the X2 for real and this gives you a very good indication. We don’t like to over-promise and under-deliver. The tyres might become slightly smoother, [his Dutch sense of humour emerges] like this they’re not so good for multimedia.’ What about the badge on the C-pillar, will that make production as well? ‘Why not? There are some cars in our heritage that had it… the 3.0 CSL. It’s something that you can debate, but we felt ‘why not?’ I feel it adds character.’ It’s one more thing that helps you recognise the car.’ Distinctive design has become ever more crucial in a marketplace stuffed with copycat cars, even BMW has been guilty of Matryoshka doll design – just look at how the new 5 Series revealed a few pages earlier manages to look like a

TOPCAR.CO.ZA | December 2016

ALL X1 UNDERNEATH Production X2 delivers a far greater distinction in bodywork over its donor car than either X4 or X6 managed. Don’t expect that to filter through to the engineering – platform, suspension, front- and 4wd configurations, engines and transmissions and are all as per X1

‘We are going to do the X2 for real and this gives you a very good indication. We don’t like to over-promise and under-deliver’

INSIDE STORY Interesting that BMW chose not to reveal an interior. Could it be that the real X2 (due next year) will differ substantially from X1, so why show your hand too soon. Van Hooydonk’s favourite bit? The matte chrome side glass frame with integrated wing mirror support. Production? Don’t hold your breath.

December 2016 | TOPCAR.CO.ZA

INSIDER.

‘It’s not the very first time that we’ve done this inverted grille – the 507 had it as well’

TOPCAR.CO.ZA | December 2016

Adrian Van Hooydonk, the only thing cooler would be if his suit was actually made from an i3’s dash fabric

perfectly scaled-down Seven. It’s something that Van Hooydonk is only too aware of… ‘The new [inverted] grille is one of the things that will identify the X2. We feel it gives the car quite a sense of purpose. If you look into our heritage it’s not the very first time that we’ve done this inverted grille – the 507 had it as well. If you look in the history of our grilles you see everything from oblong to very wide, this way, that way. We are working towards a brand that you can still recognise as such but where each of the vehicles has a more distinct character . To be a premium brand you have to have design consistency so we will do that [hence the risk-free new Five] but that doesn’t mean we use a mould and then say rubber stamp similar elements on all the cars. We feel that’s no longer necessary.’ That’s owning up to having done it the past, I reckon, before changing tack to the major factors or trends influencing BMW design right now. ‘That’s a small question. [laughing] Obviously we [BMW] have been working on vehicles since 1920, and earlier. Over that time period there have been lots of technological changes. Not so long ago we thought that electromobility would be the big game changer. Now that has become fairly normal even though it’s not yet completely pervasive; that will happen. Each car, let’s say in ten years, will be able to do some distance

Don’t expect these tyres to make it through to production. ‘Too noisy’, quips Van Hooydonk

electrically. Bigger game changers around the corner are the fact that vehicles will become more intelligent and possibly one day will be able to drive autonomously. This digitalisation will change the way we use the car and change the way the car looks possibly even more than electrification so that’s what’s on our drawing boards right now.’ It’s clear that things are changing faster than ever and the effect on the car design world is massive, especially in the digital sense. Van Hooydonk’s thoughts on this are revealing.. ‘As designers, we are also responsible for what you see on your car’s display screen, as well as the way you navigate through this information. Software and user interface design is a rapidly growing part of my team. Where the hardware is still on the traditional seven-year cycle, what you could call the digital aspect [the software] is on a twoyear cycle, but that will happen over the air through updates. Some of the services we know and use on a daily basis now were non-existent three years ago. You have to try to imagine what the world will look like in five to ten years in order to make the right design decisions and that has always been the hardest part of what we do.’ Instead of finding these engineering changes restrictive, Van Hooydonk sees them as a huge opportunity for design. ‘When you have bigger technological change there is more creative freedom. You see the same thing in racing. When the regulations are the same for a number of years all vehicles become alike because they go to a certain optimum, and when the rules change it’s open to interpretation. I think that’s very much where we are at in the industry, so I like that there’s a lot to be defined right now. And I’ve told my team that my job is never boring but I feel that the past 23 years have been good training and the real match starts now.’ As we say our goodbyes and parts ways, Van Hooydonk’s quiet confidence, relaxed demeanour and impeccable style has left an indelible impression, much like that X2 Concept. tc December 2016 | TOPCAR.CO.ZA

Dieter Rencken TH E F1 CR ITIC

Y THE TIME you read this it will have been a year since Lewis Hamilton inexplicably crashed his metallic purple Zonda 760LH (which denotes precisely what you imagine) into three parked cars at crawling speed near his Monaco home, and seven years this month since golfer Tiger Woods suffered an embarrassing low speed accident, in which the golfer smashed into a fire hydrant and tree outside his home in Florida. These two superstars have, of course, a lot in common – both were child prodigies in their respective sports before breaking numerous records en route to domination at the highest levels. In the process they not only became rich beyond their parents’ wildest dreams, but effortlessly transcended that thin line that separates global icons from the truly great. Woods’s accident precipitated a sporting meltdown such that, after returning to the golf circuit two years after taking ‘an indefinite break’ as various personal issues came to light, over the past five years he has made so many ‘comebacks’ that cynicism set in. The record shows Eldrick Tont Woods’s last Major success to be the 2008 US Open. While Hamilton’s career can not (yet?) be said to be in free-fall – indisputably the fastest driver of his generation won six grand prix this year, including four on the bounce – there are worrying parallels: After his car crash, which occurred ahead of last year’s Brazilian Grand Prix in the wake of taking the title at the previous round, he failed to trounce Mercedes team-mate Nico Rosberg for eight straight races. Then came a run of two victories, followed by that quartet, but heading for the USGP – scene of his title celebration last year – the German leads the triple champion by 33 points with four rounds left. His fans point out he suffered the brunt of Mercedes mechanical misfortune – and taking a raft of penalties to provide a bank of components going forward – but many question whether Hamilton’s press-on style is the cause. Whatever, it is Lewis’s off-track antics that 22

TOPCAR.CO.ZA | December 2016

cause most concern in Mercedes towers: Forget the Zonda shunt – such incidents happen to the best of us – but petulance and lack of respect have no place in life, particularly when the perpetrator is viewed as a role model by youngsters across the world. Social media platforms, for example, feature Hamilton wearing a cap emblazoned ‘World F**king Champion’. Apart from the fact that hundreds of men died in their quests to become F1 champion, imagine how Mercedes brass took to that – then consider how quickly Woods lost sponsors in the wake of his well-publicised infidelities. After Niki Lauda, the straight-talking triple world champion turned Mercedes F1 non-executive chairman, stated that Lewis had trashed his changeroom in the wake of a disastrous Baku grand prix, the Austrian was forced to publicly retract his words. Why would he, of all folk, have uttered untruths? In Hungary Hamilton three times unilaterally petitioned race stewards to take action against his team-mate over an alleged yellow flag infringement – a move that so infuriated Mercedes honchos given that it could have seen Rosberg demoted, possibly to last, there was internal talk of suspending Lewis from the race. Only top-level intervention prevented the sanction… Malaysia saw Hamilton’s conduct hit a low

point: After his engine exploded, saliently after he followed a slower car (too?) closely for two laps in the 40+C temperatures, he bizarrely suggested ‘someone’ did not wish him to win a fourth title before demanding answers from the team, implying Mercedes was punting for a German world champion. When his outburst was questioned by the media (and his own team, which felt understandably slighted given the sabotage connotations), that ‘someone’ suddenly mutated into the person above – denoted by a finger pointed skywards, accompanied by a mumbled ‘higher power’. ‘If at the end of the year the higher power does not want me to be champion with everything I have given towards it, I will have to accept that,’ he added – to which the logical response is: ‘Why then throw such childish wobblies?’ Four times this season Hamilton fluffed the most crucial point in a race, namely the start – which inevitably meant he lost to Rosberg, as was the case in Japan. A losing Lewis is a sore Lewis, who then refused to face the media, accusing the corps of ‘disrespect’ after they dared criticise his antics – such as drawing cartoon characters of fellow drivers on Snapchat during the FIA’s official press conference. Hamilton is either edging out of control, or he now runs the team – grown men, who would not normally tolerate such antics from five-year old children, defend him at every turn. Either way, it is starting to show in Hamilton’s results – and that is the ultimate arbiter of attitude, as Woods knows only too well. tc @RacingLines

ILLUSTRATION CAINE SWANSON

The fastest driver of his generation, is Lewis now speeding out of control?

JOHANNESBURG BRANCH OFFICE Ground Floor, The Place 1 Sandton Drive, Sandton 2196, Johannesburg, South Africa T +27-11-783-3504 E-mail challe@nexentire.co.kr www.roadstonetyre.com

Gavin Green T H E VOICE OF E X PE R I E NCE

‘A bent engine valve is beside my 911 Carrera RS 2.7, a memento of a missed gearshift at Castle Combe’

S I WRITE, 30 (or so) of my favourite cars are just a few feet away. The number grows regularly. There is a 1970 Porsche 917 in Gulf blue and orange, my favourite sports racer. Alongside is a D-Type Jaguar. I once drove the ex-Mike Hawthorn ’55 Le Mans winner, and 20 years later the very first D-Type. There is the red ex-Fangio Alfa 159 ‘Alfetta’ GP car, wire-spoke wheels glistening as the sun shines through my window. (It is summer as I write. In winter, those same wheels sparkle from the glow of my desk lamp.) I recall its oddball pedal layout, brake and accelerator transposed, a worry in a car of such rarity and pedigree. On one of my runs up the Goodwood hill, it overheated. I had to pull off the track, behind a hay bale. There are three Citroën DSs. Why three? It is my favourite road car. Plus an older Traction Avant, in black of course, the chrome of the grille’s twin chevrons sparkling in the late afternoon sun. Two 2CVs are alongside, the older car with corrugated bonnet and single headlamp, in battleship grey. The newer one is in azure blue, just like my much-loved ’82 Deux Chevaux that I foolishly sold. This is the car I owned when I met my wife. No car collection is complete without Ferraris. Visit me and you’ll see a 250GTO – surely the most beautiful ’60s sports racer? There’s a 275GTB4, a Daytona (not my favourite Ferrari – too big and heavy), a Boxer, a Dino and an F40. Naturally, there is a Miura, the pinnacle of Ferruccio Lamborghini’s bold challenge to Ferrari.

TOPCAR.CO.ZA | December 2016

Mine is a red SV, gold wheels sparkling, the same spec I drove in Wales in 1986. I can still hear its V12 thundering through the valleys. Then there is my other favourite midengine supercar, the McLaren F1. I first drove one with Dr Jonathan Palmer, ex-GP driver turned McLaren ambassador, goading me to go faster from one of the overthe-shoulder passenger seats. Later, I drove Gordon Murray’s own car. A P1 and a 675LT bring my McLaren collection up to date. We find a Fiat 500, the ’50s Dante Giacosadesigned baby not the modern Panda in a pretty dress. There’s a white Jaguar XK120, which I drove in the Mille Miglia with my friend Steve Cropley. My most enjoyableever car weekend? I think so. The sun shone, the company was great, the car fabulous, and it was in Italy. What’s not to like? There is a 1904 Fiat, the oldest car in my collection. I drove it in the London-Brighton Run, though we only got as far as Brixton. There is a 911 Carrera RS 2.7 of special personal value. I raced one in the Porsche GB championship in the mid ’80s. Mine is white with blue stripes on the sill, its little ducktail spoiler in elegant contrast to the

extravagant whale tails that disfigured subsequent fast Porsches. A bent engine valve stands upright alongside the car, a memento of a missed gearshift at Castle Combe. A mechanic attached a message to the crooked stem, spidery pen scrawled on masking tape: ‘Gently bently xxx Ronnie’. There is a ’30s Alfa Romeo 8C 2300, in scarlet red, the only pre-war sportster in my collection. The one I sampled almost 30 years ago was reputedly ex-Nuvolari. I drove it on a fine summer’s day in Surrey, the chestnuts in blossom, the hedgerows heavy with bright emerald leaf. There is a Renault 4, a Mercedes 300SL Gullwing, a ’60s McQueen Mustang, BMW 3.0CSL and first-gen Honda NSX. There are two E-Types, my favourite Series 1 coupe plus a red Series 3 V12 roadster. The latter has only three wheels, the result of some over-zealous dusting by my wife. These cars sit on two shelves in my study. New additions are frequent, a 2016 NSX the most recent. A new red Mustang 5.0 Fastback arrived in June. They are regularly admired, often handled. A car designer once told me that the sign of an emotional bond with a car is when you want to stroke it. They bring back rich memories and, I like to think, occasionally inspire some good words. They are the favoured cars I have driven in 35 years of motor writing, all carefully chosen, where possible to reflect the right colour and specification. Each serves like an entry in a diary. Gaze at each little 1:43 scale model and I think of driving these cars and, just as important, the circumstances – places, people, hotels, restaurants, roads, weather – that invariably complement any great drive. tc Gavin Green didn’t become one of the world’s most influential motoring writers by playing with model cars. He’s been there, done that, on road and track, on every continent

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• Drive two supercars from a selection including Ferrari, • Lamborghini and Porsche • Enclosed venue enables you to get the most out of your day • Marvel at the performance and handling of these vehicles • Plenty of photo opportunities throughout For anyone who loves cars, this driving event in Johannesburg, Durban and Cape Town is a new and exciting way to get behind the wheel of two thoroughbred supercars! Once checked in you’ll receive a full safety briefing and track tuition before the drive of your life! Driving two of a stable of supercars, you’ll venture out into the experience where over three laps per car you will be able to put the cars through their paces down straights and corners of the venue. Lap by lap you’ll experience the capabilities of these cars, all under the guidance of a professional driver who’ll help you get the most out of this once-in a lifetime driving experience.

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THE CARS You’ll drive two cars on the day from a fleet including Ferrari, new Lamborghini, Porsche, Nissan GTR and others. All cars are recent models. Vehicle selection on the day is subject to availability.

THE VENUE This experience takes place at Zwartkops Racing Circuit, Gauteng, Dezzi Raceway in Durban or Killarney Racing Circuit, Cape Town. These venues are custom built facilities ensuring that you get the best from your drive and have seen many racing events over the years.

Visit http://www.giftexperiencesouthafrica.co.za/ to view dates

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TERMS AND CONDITIONS: *Competition closes on 7th December 2016. Prize limited to 1 winner. Winner will be notified by telephone or email and will forfeit prize if unreachable. Prizes are not transferable and may not be converted into cash. Winner must have a South African postal address and live inside South Africa. Flights NOT included in the prize. Winners need to get themselves to the track. Winners will drive a total of 6 laps (3 per car). Winner can choose their track location as either Zwartkops, Dezzi or Killarney. Set event dates at each track apply. Please note: if email addresses are provided, you will receive promotional information from Media24. SMSs charged at R1.00 across all networks. SMS bundles do not apply. or digital magazine queries, call 0861 697 827 or, for international queries, e-mail support@mysubs.co.za. For printed magazine queries please call 087 740 1042 or, for international queries call 021 065 0033.

FIRST DRIVES

OPEL MOKKA X

X? Why? Inexplicably monikered SUV gets both suffixed and actually fixed

F YOU WANT a car named after a hot drink you can have this Opel Mokka or you can dream about owning a Suzuki Cappuccino. Unless Tata has built a Tetley Tea Shooting Brake we don’t know about. Helping it to sound less like a Starbucks order, the Mokka badge has gained an X suffix, which you’ll soon see on the bootlids of Corsa and Astra-sized crossovers. 26

TOPCAR.CO.ZA | December 2016

As well as a new name, the Mokka X has interior design into line with Opel’s newest received updates aimed at smoothing off the offerings. As before, top-line models get such old car’s rough edges – its cluttered cabin, niceties as 18in alloys, leather, reversing uninspiring engines and incongruous camera, tinted rear windows, heated front exterior styling, to name but a few. Outside, seats and a heated steering wheel. most of the changes have been made around Although not confirmed for South Africa, the front of the car, with completely we tried the more powerful 1.4-litre petrol redesigned headlights incorporating Opel’s (112kW) with a six-speed automatic gearbox ‘double wing’ LED daytime running lights, and four-wheel drive. It’s a little less efficient an Astra-cised bumper and than the 103kW 1.4-litre variant grille arrangement and a new but endows the Mokka X with lower section for the rear end. the power it always needed – it’s HIGHS The old Mokka had a quiet too, the gearbox Lots of standard kit including CarPlay scattered switch-fest of a centre prioritising low revs. That’s not console. Migrating most of the ideal on a spirited drive, and the LOWS controls to a 7in Apple CarPlayoddly placed override buttons X marks the rubbish and Android Auto-ready on the top of the gearshifter marketing dept touchscreen has cured this. don’t exactly deliver in terms of VERDICT More flowing dashtop engagement. Old Mokka gripes architecture and all-new The 4x4 system is handy in sorted out instrument dials bring the inclement weather but it’ll still

Previous herd of buttons has been rounded up and corralled into a nice 7in screen

understeer surprisingly easily in the wet, plus there’s a fair bit of bodyroll – perhaps we’re not missing that much after all. Steering’s good across the board though, accurate and nicely weighted, even if it offers zero feedback. Overall this new Mokka X looks and drives better than the old car, so that’s a success. The local launch is in November but cars are only expected to hit dealership floors in January 2017. ADAM BINNIE tc

Still an ungainly bum, but at least new lights add interest

Opel Mokka X 1.4T auto > Price Not yet > Engine 1364cc 4cyl turbo, 103kW @ 4 900rpm, 200Nm @ 1850-4900rpm > Transmission 6-speed automatic, front-wheel drive > Suspension MacPherson strut front, torsion beam rear > Performance 10.7sec 0-100kph, 191kph, 6.5ℓ/100km, 149g/km CO2 > Weight 1 409kg > On sale January 2017 December 2016 | TOPCAR.CO.ZA

FIRST DRIVES. ISUZU KB

Working class hero Isuzu cannot live on love and admiration alone, so the company’s updated its venerable KB. Sort of. Hilux and Ranger could learn a lesson or two about humility. By Peter Frost.

’M STANDING IN a Free State kitchen facing a pair of impossibly tight khaki shorts, wrapped around the midriff of an impossibly large soya farmer. Ricoffy, koffiekoekies, more dogs than a SPCA pound after Christmas. This is the heartland, and this is Isuzu country. ‘Don’t give me your new Hilux nonsense. Strong is what we need. Simple. Make it simple. They don’t understand. We don’t make wine here. We grow food. The roads eat bakkies.’ In a nutshell then, there’s the reason for Isuzu’s evergreen popularity; two parts tough, one part simple, one part what-mypa-likes. It’s this baseline devotion that GM wants – and needs – to keep, while at the same time appealing to the next generation of softer owners, they of the equally tight apparel, less khaki, more XS Puma T-shirt brigade. It is no easy task, one set of musts often in direct opposition to the other, such as complex infotainment offerings or complicated drive mode functions. Isuzu’s path through the conundrum, the new KB seems to suggest, is to change as Isuzu KB 300 LX 4x4 auto > Price R563 500 > Engine 2 999cc, 4cyl, turbo-diesel 130kW @ 3 600rpm,380Nm @ 1 8002 800rpm > Transmission 5-speed automatic, 4wd > Suspension Coil over shock front, leaf springs rear > Length/Width/Height 5 310/1 860/1 790mm > Weight 2016kg > Performance 14.7sec 0-100kph, 188khp top speed,7.9ℓ/100km, 208g/km CO2 > On sale Now

TOPCAR.CO.ZA | December 2016

little as possible while upping the marketing ante; they say it’s new so we believe them, but it’s not really. And that’s a good thing. Good because what ain’t broke, don’t fix. Solid, clattery, torque laden 3.0-litre diesel in the range-topper, meaty auto gearbox devoid of shunt or hunt, hoseable interior (almost), head and legroom for meat eaters back and front, decent long distance manners and a tangible feeling of indestructability. In fact there was a little bit of broke, the ride quality less accommodating than the previous incarnation, and wouldn’t you know it, GM has listened to the boontjie farmers, revised the rear dampers and returned the KB in this iteration to comfy. Rebound control and corrugation soak are much improved (in our test 4x4 doublecab at least), as are on-road manners with a full load. For the rest, KB has been in wardrobe and makeup, lasering away signs of aging. There is a new bonnet, radiator grille and fog lamps, the ubiquitous LED daytime running lights, a new tailgate, rear view camera, alloy wheels and inside, an altered trip computer readout between the HIGHS dials. Hardly major surgery, but Solid, handsome, the thing of it is that it has had relatively simple quite an effect, not unlike a laser LOWS peel on a sun damaged mug. Lacks the bells and Fresh. Clean. It’s still the whistles of Hilux and handsomest of the doublecabs, Ranger still solidly working class in a VERDICT field of upwardly mobile middle Good to be old-school class wannabes keen to trade on their roots only when their

New trip computer, old-school knee and head room. Lovely

Underpinings unchanged, attitude just so; quiet trouper, the Duane Vermeulen of the doublecab world

butchness is called into question. Time will tell if GM’s strategy will pay dividends, but in the kitchens of the Karoo and platteland, there’s a palpable sigh of relief. tc @pefrost

but still find the former a little fiddly and S MID-LIFE facelifts go, I’d distracting at speed. Ditto the grapesay this is a pretty successful treading pedal placement, knuckly one. Peugeot’s compact crossover, due in South Africa gearchange and ineffectual air-con, but the cabin’s ergonomic shortcomings are soon, no longer resembles a balanced by the fact that it’s likeably novel 208 that’s just had a nasty shock, and now cribs a few styling cues from – at least Peugeot’s designers are willing to take a risk or two. 2014’s Quartz concept to look a more Besides the buffed-up styling there’s a new convincing baby SUV. The grille’s been trim level at the top, GT Line, with red ’n’ pulled upright and peppered with a set of black interior colours and a blingy set of 3D-effect plastic inserts, and the alloys. It’s a GTi-lite recipe that’s worked wheelarches and sill scuff plates pushed successfully elsewhere in Peugeot’s model outwards for a bulkier stance. Minor range. Of the three-apiece petrol and diesel changes, but enough to give this small-ish engine levels to choose from, we tried the car a bigger on-road presence. most potent 87kW 1.6 diesel first although It still is a 208 of course, carrying over the it’s unlikely to make the trip to supermini’s floorpan, engines SA. Its fuel efficiency and and dashboard more or less decent turn of pace both wholesale, albeit with posher HIGHS impress, but its lopsided power materials and finishes (and a Neatly sharpened delivery doesn’t. After an bizarre aeroplane throttle-style styling initially laggy response there’s a handbrake). That means a LOWS big wodge of torque in the similarly attractive but flawed All the old flaws middle, which requires a bit of cabin, including its trademark remain adapting to. Lopsided massive touchscreen and VERDICT handling, too. The weeny wheel shrink-rayed steering wheel Not quite there, yet has an unusually quick powercombo. I’ve got used to the latter

Peugeot 2008 1.2 Active > Price Not yet > Engine 1 199cc 3cyl petrol, 60kW @ 5 750rpm, 118Nm @ 2 750rpm > Transmission Five-speed manual, FWD > Performance 13.5sec 0-100kph, 169kph, 4.9ℓ/100km, 114g/km CO2 > Weight 1 044kg > On sale TBC

steering set-up, intended to feel sporty and kart-like, but in the top-heavy 2008 it seems mismatched. If anything, it feels too fast for the rest of the car, and only served to highlight our test car’s rather clumsy body control. An all-singing, all-dancing GT Line model with an 81kW turbo will cost plenty, but the boggo three-pot petrol likely to kick off the South African line-up will be relatively affordable. It’s still going to be more expensive than the comparative Renault Captur, but Peugeot is banking on customers wanting just a smidgen more exclusivity, if not flair (Captur has all the pizzazz we can deal with). Right idea at the right time, but it’s not quite the right car – yet. tc 747 pilots may take a while to realise it’s a handbrake, not a throttle. Tiny wheel

PEUGEOT 2008

The nearly right stuff The 2008 realises it needs to look like an SUV. La bonne direction! By James Taylor

December 2016 | TOPCAR.CO.ZA

ROAD TESTS

VOLKSWAGEN TIGUAN 1.4T COMFORTLINE DSG

The Special One Is this the new segment champion? It has surely raised the segment bar, writes Aaron Borrill Photography Desmond Louw

TOPCAR.CO.ZA | December 2016

Road test: Volkswagen Tiguan 1.4T Comfortline DSG

December 2016 | TOPCAR.CO.ZA

HERE’S NO denying the intrinsic holding power of the new Tiguan. It looks amazing – chiseled and resolute you can’t mistake for anything but a contemporary Volkswagen product. Despite a couple of practicality niggles its predecessor was a resounding success all over the world and regularly featured inside the top 30 on the sales charts here in South Africa. The good news is the new Tiggy appears to have ironed out the few shortcomings of its forebear as well as upped the ante in terms of all round refinement. This big push to give it more substance and status marks a bold move to position it more upmarket – think of it more as a baby Touareg than anything else. However, in order for it to become the yardstick and ultimately the segment king several markers will have to be met including that of affordability.

A Jumbo Golf

The oryx white pearlescent paint of our Tiguan looks spectacular contrasted against the vivid green backdrop of rural Philadephia in the north of Cape Town. Much of its visual clout comes down to the optional R-Line package which adds a certain level of malevolence to the appearance such as aggressively sculpted bumpers, a rear wing and arch-filling 19inch alloy wheels. At R18k it is a little on the pricey side but if it is exclusivity and status that you’re after it’s a non-negotiable in my opinion. Just look at the squat, car-like stance and defined shoulder line; it’s simply a superb representation of contemporary German design demanding attention and

appreciation wherever it rolls. Much of its Golfness can be attributed to the MQB platform on which it rides but more on that later.

Streaks of quality

Inside the notion of sophistication continues with the clever and liberal use of quality materials such as soft-touch surfacing, piano-black inserts and matte-aluminium trim. The dashboard architecture features an entirely new design and fits in superbly with the company’s new look and feel. This, together with the digital instrumentation, instills the cabin with even more premiumness and perceived quality, and has subsequently re-written the script for quality in the segment. It’s a comfortable place to be, especially from behind the helm where it feels more like a hatchback than high-riding compact SUV. Our model has a fair number of optional items on offer too such as Vienna leather upholstery, heated seats, an 8-inch touchscreen with full navigation and Apple CarPlay – all of which are must-have items. Family resemblance obvious, Tiguan now a baby Touareg in look and feel

TOPCAR.CO.ZA | December 2016

Road test: Volkswagen Tiguan 1.4T Comfortline DSG

Itâ&#x20AC;&#x2122;s a comfortable place to be, especially from behind the helm, where it feels more like a hatchback that a compact SUV December 2016 | TOPCAR.CO.ZA

Road test: Volkswagen Tiguan 1.4T Comfortline DSG

VW’s Active Info Display digital instrumentation is an option; stellar design, tight build and premium feel are all standard

SECOND-HAND CHOICE 2012 BMW X5 Xdrive30d auto (45 000km) > Price R429 995 > Engine 2 993cc 6cyl turbodiesel, 180kW @ 4 000rpm, 540Nm @ 1 750rpm > Transmission 8-speed auto> Stats 7.6sec 0-100kph, 222kph, 7.4ℓ/100km, 195g/km CO2 > Warranty 2yr/unlimited km > Manitenance plan 5yr/100 000km

Having spent some time behind the wheel of our long-term Tiguan a few years back I can confidently vouch for VW’s claim of improvements to leg-, shoulder- and head room particularly for those seated in the rear – a result of the longer, wider and lower dimensions. The boot is rated at 520 litres but grows to 615 when the rear seats are slid forward. Need to transport large items? Well, cargo space can grow even more when the seats are folded flat – 1655 litres to be precise. 34

TOPCAR.CO.ZA | December 2016

Go to match the show?

Under the bonnet resides a perky 1.4-litre turbocharged engine tuned to deliver 110kW and 250Nm. These figures seem fairly impressive on paper but in reality the Tiguan feels a little lethargic (especially under 3 000rpm) and occasionally almost out of step with its DSG transmission. In fact in traffic situations the gearbox feels uncertain of which cog to select and, as a result, holds onto gears longer than it should. However, it’s once the rev needle

moves beyond 2 000rpm the motor really starts to come alive, using its handsome torque figure to help slingshot it to 100kph in a shade over 10 sec (tested in the wet at Killarney Raceway). According to Volkswagen a 9.2sec 0-100kph sprint time and 200kph top speed is possible, which is par for the course in this segment. At times the motor does sound a little strained but that’s only when you’re on the limit otherwise the engine note is wholesome and granular not to mention the rowdy turbo whistle we’ve come to appreciate over the years. Fuel economy? Not too bad actually, even when you’re driving it with enthusiasm. We managed a fairly impressive 7.8ℓ/100km on our 80km real-world test route (a litre and a bit higher than VW’s claimed 6.1). Aiding frugality is a clever system called ‘Active Cylinder Technology’. It’s essentially a cylinder-deactivation system that shuts off fuel to two of the

VOLKSWAGEN TIGUAN 1.4T COMFORTLINE DSG Addition of diesel and 2.0TSI petrol models will add much to the range. Don’t expect them to be cheap though

Price (as tested) | R457 680 (R565 130) Engine 1 395cc 16v 4cyl turbo Transmission Suspension Six-speed dual-clutch MacPherson strut front, DSG, FWD multi-link rear Height 1 632

cylinders to save fuel in certain low throttleload conditions, and will revert to its full four cylinders when it detects a heavy foot.

Sitting pretty

It doesn’t just look like a plus-size Golf but drives like one too thanks largely to its modular transverse underpinnings. This, proven, platform is pretty pliant on smoother surfaces erring only on bumpier sections of asphalt where the 19-inch alloys together with low-profile tyres and R-Line sports suspension make for a harder ride quality. The upshot of this however comes when the road begins to snake through the surrounding topography allowing you to enjoy the stellar levels of adhesion and nicely weighted steering despite the higher ride. Can it do dirt? Well, mild gravel roads yes but we suggest waiting for the 4Motionequipped models if it is proper off-roading that you’re after.

Boot capacity Utility space Kerb weight

@AaronBorrill

segment and rewritten the rules in terms of luxury and refinement.

520ℓ 1 655ℓ 1 641kg

Power & torque Power 110kW @ 5 000-6 000rpm Torque 250Nm @ 1 500-3 500rpm Power to weight 67kW per tonne

Brakes & wheels Brakes front Brakes rear Wheels Tyres

Verdict

Compared to its forebear the new Tiguan represents a huge step up in terms of quality, refinement and interior comfort and space. Despite the small capacity engine it drives well too possessing the dynamics of a hatchback when darting through twists MEET THE RIVALS and turns. It’s also bigger in Hyundai Tucson 1.6T Executive every respect and has > Price R439 900 > Engine addressed all the 1 591cc 4cyl turbo, 130kW @ shortcomings of its 5 500rpm, 265Nm @ 4 500rpm > Transmission 6-speed predecessor. However, it’s not manual, FWD > Stats 9.2sec all moonlight and roses – the 0-100kph, 203kph, 8.3ℓ/100km, power delivery could be more 169g/km linear in the early part of the rev range (a turbodiesel is due for release later this year) and then there’s that price tag. Coming in at a base price of Mazda CX-5 2.2DE Active R457 680 it’s not the cheapest > Price R429 300 > Engine compact SUV available but 2 191cc 4cyl turbodiesel it’s definitely the most 110kW @ 4 500rpm, 380Nm sophisticated one on the @ 1 800rpm > Transmission 6-speed auto, FWD > Stats market. Besides, those who 10.1sec 0-100kph, 202kph, are of the pennywise 5.7ℓ/100km, 151g/km mentality can always opt for the lower-specced 1.4-litre Comfortline manual for R419 000. Considering its progression the Tiggy might have all the attributes to stand OUR CHOICE: Just as the Tucson on the top step of the podium catches up, VW sets the new once we group test it against benchmark with Tiguan. Regardless of its price point it’s redefined the the segment’s best. tc

Length 4 4

W id th 1 839

Ventilated discs Ventilated discs 19-inch alloys Pirelli Scorpion Verde 255/45 R19 front & rear

Performance data Acceleration 0-60kph 0-80kph 0-100kph Overtaking 60-100kph 80-120kph Braking 100-0kph Top speed

5.35 sec 7.62 sec 10.43 sec 4.94 sec 6.19 sec 3.09 sec/36m 200kph

Fuel consumption Fuel supply Claimed Urban cycle Extra-urban cycle Combined cycle CO2 emissions Actual Test route Consumption Cruising range

Direct injection 7.4ℓ/100km 5.5ℓ/100km 6.1ℓ/100km 140g/km 80km 7.8ℓ/100km 744km

Warranty, servicing Road tyres, ground clearance, departure angles all speak of Tiguan’s urban emphasis

Warranty Service plan Service intervals

3-year/120 000km 5-year/90 000km 15 000km

TANK

58 litres

HONDA BR-V 1.5 ELEGANCE

Everybodyâ&#x20AC;&#x2122;s doing it Honda sent its Mobilio away on a body transformation programme aimed at sexing up the B-segment seven-seater. The changling BR-V returns beefier and crucially, costing under R270k Words Wayne Batty Photography Peet Mocke

TOPCAR.CO.ZA | December 2016

Road test: Honda BR-V 1.5 Elegance

SSUVICATION – the practice of transforming traditional vehicle bodystyles such as hatchbacks and MPVs into SUVs. Okay, so that may be a word I just made up but the growing demand for SUVs means it’s now officially a thing. What else could explain Honda’s transformation of the Brio hatch, by way of the Mobilio MPV, into a seven-seater SUV? Is this the more practical Renault Duster rival Honda would have us believe or is it merely the Toyota Avanza’s worst nightmare?

A visual dilemma Despite appearances, the BR-V is not a real SUV. Unlike some rivals, there’s no fourwheel drive model, no torquey diesel option (locally at least) and it won’t go off road. Still, it has been designed to look the part, which thankfully means it isn’t just a jacked-up Mobilio wearing combat-ready makeup. That would have been as unconvincing as an Etios Cross-inspired Avanza Cross. Please Toyota, don’t get any ideas. So while it shares a platform, side doors, windscreen and roof with the Mobilio, every other panel is a complete redesign. Look beyond the adorable bulldog puppy face and you’ll find an almost believable toughness courtesy of bulky roof

December 2016 | TOPCAR.CO.ZA

Road test: Honda BR-V 1.5 Elegance

Quality, modern climate control switches; recirculation slider a relic from when bakelite was the material. Third row seats tilt up (but can’t be removed) to expose a usefully large boot. Low loading sill a by-product of externally mounted spare wheel

rails, bold wheelarch protection odd mismatch in design and Piano-black, mouldings (complete with Range material quality for a few of the textured black and Rover-esque castellation details), a minor functions. The mesh-effect black; remember when clamshell hood (another Rangy ventilation recirculation slider Honda’s from India staple) and a genuinely useful for instance looks and feels like came with brown interiors? 210mm of ground clearance. it’s two decades old, ditto the Trouble is, with the BR-V’s inherited short bonnet release and fuel flap catches. bonnet, tall roofline, stretch-limo rear Figuring out how to pair a phone via passenger doors and dipping window sills Bluetooth without resorting to the owner’s the car just keeps swelling visually towards manual took a while before an inspired bit of the rear. No matter how long you stare at it unintuitive button holding unlocked the your brain never quite manages to resolve correct menu. Navigating playlists of this proportion dilemma. plugged-in devices proved much easier to Begin to factor in the resultant practicality master, and isn’t it great to have a physical though and the picture gets decidedly rosier. volume knob instead of having to deadAll that side glass boosts visibility, those touch a screen? large doors grant easy access and the deep As the highest-spec, Elegance model, our boot and low tailgate opening mean you BR-V features leather, push button ignition, don’t have to do the clean and jerk when keyless entry, LED DRLs, fog lamps and loading cargo. Nice. added ‘chrome’ exterior trim in addition to the mid-range Comfort model’s electric mirrors, powered windows, automatic Built with brio air-con and 16-inch alloys. The relationship between Brio and BR-V And that practicality mentioned earlier is becomes tangible once you slip inside and underlined by the high level of seat realise the dashboard is the same as the one gymnastics on offer too. The 60/40 split screwed into the recently updated Brio. second row seats slide, tilt, fold and tumble Different instrument gauges, steering wheel separately while the 50/50 split third row and decorative mesh-effect finishes on some backrests also fold down or tumble forward of the dash panels are the only giveaways to create a more usefully flat-floored boot otherwise the architecture is identical. At this price it’s all hard plastics up front, but at capacity of 691 litres. Even with all the seats least the quality is generally good and there’s in position there’s still 223 litres of soft bag storage. even a semblance of style with a piano black audio control housing and neatly integrated Buzzing hornets and well-designed HVAC controls. Put on Adopted from the now-discontinued your critiquing glasses and you’ll spot the 38

TOPCAR.CO.ZA | December 2016

Thankfully, the BR-V isn’t just a jacked-up Mobilio wearing ‘combat-ready’ makeup

December 2016 | TOPCAR.CO.ZA

Road test: Honda BR-V 1.5 Elegance

Mobilio, the BR-V uses a 1.5-litre fourcylinder i-VTEC petrol that produces 88kW at 6 600rpm and 145Nm at 4 600rpm. It’s a buzzy, zingy motor that can be quite intrusive thanks to not much sound deadening and a preference for the top half of its rev range. Pleasingly though, the rortyness doesn’t get all squealing-pig Deliverance on you when it’s being thrashed. Fresh tech in this application is a six-speed manual transmission. Obviously, it falls short of Type R standards but you can tell they’re related. Honda’s unmistakable traits of a reasonably stubby lever, a short throw, and gears that engage with a positivity that makes you wish there was more than 145Nm to play with, are all present. The extra cog comes in handy at both ends – a shorter first allows torquier starts when you’re seven-up while a taller top ratio helps to calm the caged hornets ahead of the

TOPCAR.CO.ZA | December 2016

firewall at freeway speeds. We noted 3 100rpm on the tachometer at 120kph. Don’t let that B-segment reference in the name fool you, the BR-V is 161mm longer overall than the much pricier HR-V and it measures 50mm more between its axles, too. Crossover-type vehicles of these dimensions don’t usually weigh as little as the BR-V, its 1 188kg kerb weight aiding a tested 0-100kph time of 10.45 seconds and an average real-world consumption of 7.04ℓ/100km. That’s not far off the car’s official comparative figure of 6.3ℓ/100km.

No rolling blackouts

Honda’s suspension gurus have their sums spot on. How they’ve managed to achieve a good level of compliancy without the BR-V turning to jelly in the corners is remarkable. Sure, there’s a firm bounce over tighter-radius speed bumps, suggesting the BR-V won’t

SECOND-HAND CHOICE 2013 Chevrolet Captiva 2.2D LTZ AWD (56 000km) > Price R269 995 > Engine 2 231cc 4cyl turbodiesel, 135kW @ 3 800rpm, 400Nm @ 2 000rpm > Transmission 6-speed auto 4wd > Stats 10.1sec 0-100kph, 191kph, 8.0ℓ/100km, 212g/km CO2 > Warranty 5yr/120 000km > Service plan 3yr/60 000km

HONDA BR-V 1.5 ELEGANCE Price (as tested) | R278 900 (R278 900)

Height 1 666

Engine 1 497cc 16v 4cyl petrol Transmission Suspension Six-speed manual, MacPherson strut front, front-wheel drive torsion beam rear

Length 4 4

W id th 1 735 Boot capacity Utility space Kerb weight

223/691ℓ 1 164ℓ 1188kg

Power & torque Power 88kW @ 6 600rpm Torque 145Nm @ 4 600rpm Power to weight 74kW per tonne

easily bottom out if you’ve maxed out its thinking Honda would do well to also offer a human cargo quota, but it’s the slower shorter, better proportioned five-seat version rebound rate that really takes the edge off. for those young and trendies who can’t see The steering could do with a quicker rack and past its wagon-ish dimensions and who a narrower central dead zone but it does the think seven seats are mostly five too many. job and the wheel feels pleasant enough in the That way the brand would have been in pole hand with a design that mimics some of its position to more directly target imminent pricier siblings. Chuck it enthusiastically into newcomers in the shape of the Nissan Kicks a 90-degree corner and the and the Hyundai Creta, not front end will struggle for grip to mention the big-selling with no ESP intervention duo of Duster and EcoSport MEET THE RIVALS either. Generally though the while simultaneously car’s dynamic abilities will be kicking Avanza to the Renault Duster 1.6 Dynamique kerb. tc more than up to the > Price R259 900 > Engine 1 598cc 4cyl petrol, 77kW @ expectations of the vast 5 750rpm, 148Nm @ 3 750rpm majority of buyers.

Verdict

So, the seven-seat B-segment ‘SUV’ is here. Masterstroke or cost-enforced compromise? I reckon it’s around 70 per cent the first and 30 the latter. We commend Honda for developing a spacious, practical, pleasant and frugal seven-seater with a fair degree of SUV flavour that doesn’t cost all that much. With a five-year/200 000km warranty, a two-year/ 30 000km service plan (not on base Trend spec) and prices starting at R239k, rising to R272 900 for this top-line Elegance model, the BR-V should prove very popular. But it’s also a missed opportunity; I can’t help

> Transmission 5-speed manual, FWD > Stats 11.5sec 0-100kph, 165kph, 7.6ℓ/100km, 177g/km

Brakes front Brakes rear Wheels Tyres

Solid discs Drums 16-inch alloys Michelin Primacy 3 195/60 R16

Performance data Acceleration 0-60kph 0-80kph 0-100kph Overtaking 60-100kph 80-120kph Braking 100-0kph Top speed

5.02 sec 7.22 sec 10.45 sec 6.10 sec 6.76 sec 3.57 sec/40m 160kph

Fuel consumption

Suzuki Vitara 1.6 GL+ > Price R295 900 > Engine 1 586cc 4cyl petrol, 86kW @ 6 000rpm, 151Nm @ 4 400rpm > Transmission 5-speed manual, FWD > Stats 11.5sec 0-100kph, 180kph, 5.8ℓ/100km, 136g/km

Fuel supply Claimed Urban cycle Extra-urban cycle Combined cycle CO2 emissions Actual Test route Consumption Cruising range

OUR CHOICE: Duster looks

tougher, Suzuki superbly built. Both as comfortable and perky to drive as the Honda but only seat five. If seven seats are a priority then the BR-V has no immediate (Crossover) rivals. Honda’s pricing and brilliant warranty makes it an easy choice

Brakes & wheels

Fuel injection n/a n/a 6.3ℓ/100km 151g/km 80km 7.04ℓ/100km 596km

Warranty, servicing Wheelarch castellation, clamshell bonnet and chunky roofrails, Look out Land Rover!

Warranty Service plan Service intervals

5-year/200 000km 2-year/30 000km 15 000km

TANK

42 litres

TOPCAR.CO.ZA | December 2016

Touring: Jaguar F-Type SVR AWD

A high speed burn down Mahikeng’s little-used airport runway was the carrot, an excuse to hit the open road in Jaguar’s almost-almost supercar, the F-Type SVR AWD. The Groot Marico, mampoer, Oom Schalk Lourens’ Abjaterskop – road trip! By Peter Frost

December 2016 | TOPCAR.CO.ZA

Touring: Jaguar F-Type SVR AWD

AWN, MAHIKENG AIRPORT. Orange. Everything’s orange. The car’s orange, the sky’s orange, the Kalahari sand is orange. Even the runway is orange, the North Easter blowing full pelt. Behind the wheel I feel properly berk-like, full-face helmet, asbestos racing gloves, the whole nine yards. A berk because I’m doing 40kph, this is just a photoshoot, a practice run for the real thing later in the morning, when Speedweek gets under way and I can light up the blacktop, trying for 322kph. Still, it’s the business this machine, even as a stroller, the F-Type SVR AWD as loudmouth as the colour suggests, a gobby bawler, five litres of phwoooar, good for 422kW and locomotive amounts of torque. It throws up tractor levels of red dust, even at this pedestrian speed, the 305/30 R20 rear paws seemingly half as wide as the car itself. It’s frustrating, the itch to bullet over the horizon and defy Dave the fire marshal trundling alongside almost overwhelming. But rules are rules – we’re lucky to even be allowed onto the runway, and there’s that scheduled flight due any time. So store it, patience, Miss Daisy off onto the approach apron, go have breakfast and come back later. We are here in the North West at the invitation of Jaguar, who asked us if we’d like to pilot their recently launched F-Type SVR AWD down a black stripe quickly, care of the good folk at Speedweek SA. A three kilometre run to see if we can reach the claimed 322kph top speed. For those not in the know, Speedweek is an annual event open to the public. You pay your readies and test the top speed of your pride and joy. Truth be told its been an annus horribilis for the Speedweek crew – lionheart co-organiser Jan Els died midyear; the traditional venue, Hakskeen Pan in the Kalahari flooded and then Upington Airport nixed a move to that runway for the alternative event. Third prize was Mahikeng Airport, languishing in the former ‘homeland’ of Bophuthatswana (now the North West), a ridiculously long four and a half kilometre stretch of tar made for landing Apartheid-era South Africa Defence Force juggernauts in the event of local revolts or general insurrection. Good for high speed drags then. Or so you’d think. The best laid plans…

Things go south

Breakfast digesting, an hour later we’re back at the airport, ready for the scheduled 9am start. Around 44 yahoos are expected over the two days of the hastily reorganised

SVR’s ideal environment a long, empty road – never long enough, never far enough

TOPCAR.CO.ZA | December 2016

Quilted, plush place to spend a couple of days. Trademark ventilation ducts rise from the dash on start up

Carbonfibre pack includes evocative wing and roof, helps save 50kg

F-Typeâ&#x20AC;&#x2122;s touring credentials good; one piece hatch automatic and 324-litre volume decent

Notch the drive to Dynamic, the baritone exhaust drops to a base, the steering and dampers firm, and plant it. The noise is epic .

December 2016 | TOPCAR.CO.ZA

Toasty C-Class Merc not our doing, only roasted thing about the Jag its Firesand colour

Stand-in runway sprint offered 250kph

Speedweek, a mix of Nissan GT-R ruffians, superbike committables, the boykies from the BMW Club and a smattering of fast track regulars in unrecognisable Scoobies and malevolent Mustangs. The first sign that all may not be smooth sailing is the arrival of a peloton of police outriders, followed by a rally of cop cars, an (empty) horsebox behind a Hilux and bafflingly, a zodiac boat behind another 4x4. Turns out the local hotshot has caught wind of the goings-on at the airport and announced he’d be around for the opening in both of his Bentleys; we should all wait, his entourage sent ahead to underline his stature. In the meantime the once-weekly flight from Joburg is delayed and there’s a private VIP jet due in sometime today, officials not too bothered about the small matter of a national event waiting quietly in the wings while the local mafia wave their bits at each other. It’s looking all a bit like the proverbial misshapen pear – all that can be done is get out of the dust and wait for the posturing to play itself out.

The trip west

Just as well then that it had already proved an epic trip, the blast west from Johannesburg offering up a treasure trove of weirdness and a good number of curvy opportunities to throw caution to the wind and knock careful out the park, testing the limits of this fastest of F-Types. The first opportunity is just beyond Hartbeespoort Dam. Behind the suede-covered wheel it’s XF comfortable, with only that constant burble offering a suggestion of what’s lurking beneath. Notch the drive mode to Dynamic, the baritone exhaust drops to a base, the steering and dampers firm up and plant it. The noise is epic, an archaic bellow, the shove is muscular if not entirely mind-blowing, the broken white line quickly solidifies. Left, right, the black ribbon snakes, the orange Brit hunkers down, the AWD dispatching power fore 46

TOPCAR.CO.ZA | December 2016

and aft as the traction calls for it. Out of a tight-ish left hander those extra 20kW over the standard R Coupe seem to make a difference, and that softer anti-roll bar up front is good for turn-in as well as full pelt exits out of a corner. All too soon the first stop beckons, the Groot Marico, home to Herman Charles Bosman’s Oom Schalk Lourens. The Marico is a dusty old bushveld backwater, but the essence of the great writer and his greatest creation lives on. In the dorp’s oldest farmhouse Tant Santa van Bart operates the local information office, mostly from the wide stoep. I’m looking for a mampoer still, local moonshine. They’re copper and when burnished from years of distilling, turn much the same colour as the Jag. ‘A legal or illegal one?’, she asks. Turns out the illegal ones – the best mampoer – are down SVR-prohibitive dirt roads. This is F-Pace country, it seems. I settle for tea on the stoep and a story about a policeman, his mistress, a mampoer still and a wife with a shotgun. Her revenge was to turn the still into a sieve. His mistress left him after he’d exclaimed: ‘shoot her, shoot her not the stoker!’ Vintage Bosman. Back on the main street Tant Santa eyed the SVR. ‘Now there’s a car worth killing for.’ We left quickly. But she’s right, it is worth doing time for. The SVR moniker suggests the boys at Special Vehicles Operations in Coventry have been playing, improving the breed. Indeed. It’s no secret that the first F-Type Convertible had traction and handling issues, improved in the Coupe and AWD versions but lairy nonetheless. Here then the car has been given a talking to in an effort to make it both more liveable and more fun to drive. So SVR gets a new set of dampers, softer anti-roll bars up front, stiffer suspension 422kW V8 passes knuckles, wider tyres and muster, naturally lightweight wheels, standard Adaptive Dynamics, Torque Vectoring and stability control. They’ve also recalibrated the 8-speed auto and allwheel drive and squeezed a few more kilowatts out of the supercharged V8. It’s lighter

Touring: Jaguar F-Type SVR AWD Speedweek Mahikeng fascinating to local officialdom â&#x20AC;&#x201C; more cops than cars

Thereâ&#x20AC;&#x2122;s not much to do except hang on, appreciate the glorious Triassic noise and pray no warthog decides to take the family out to watch the Cessna from Madikwe land

Nissan GT-R Roadshow arrives with traditional fanfare

Noisiest car hands down the double blown Toyota Supra

December 2016 | TOPCAR.CO.ZA

Tempting or what? Sadly, we’ll have to wait another day as politics stepped in (left)

too, all modifications meant to create a better-balanced car, one that will happily drift, but only when you ask it to, rather than into a mielie field unbidden. Headed to Mahikeng, the sense is of a comfortable tourer and it’s easy to see why F-Type is the choice of luxury lovers rather than hardcore quarter-milers. It’s not as special inside as a 911 or Audi R8, but welcoming nonetheless – the 14-way adjustable seats are plush and comfy, heavily quilted like the door detailing, and the cabin is wrapped in suede, an extra cost option. We stop at the Tyre Padstal for vetkoek and Coke, about as unJag as food can get, and the masses assemble to ogle the cat. Outside, especially with the optional Carbon Pack and in Firesand orange, it’s the business, carbonfibre wing and roof drawing admiring glances. Look closely at the four-trumpet exhausts and you’ll see contrasting titanium and Inconel, the same stuff they make F1 cars’ exhausts out of.

Plan B – speedweek lite

And so back at the airport, memories of Marico making the waiting bearable, the time finally arrives to have the cars given the once over, cleared for racing. Much as they suggest it is, Speedweek isn’t for the poor, the fees pretty prohibitive. It’s evident in the phalanx of cars lining up to be assessed: mostly new GT-Rs, M5s, X5s, premium metal. The new SVR sails through and lines up waiting for the airport to open for set up. An hour later there’s still no movement and we’re going to miss our flight out of Johannesburg. A call needs to be made. Disappointment thick, we hit on plan B. I know a man with a spare stretch of decent tar at a nearby smart Bushveld lodge. It’s not five kilometres long, but then this is the SVR, let’s see 48

TOPCAR.CO.ZA | December 2016

Tant Santa van Bart, Groot Marico’s default historian – stoep life at its best

Touring: Jaguar F-Type SVR AWD

Marico Bosveld Guesthouse

The Victorian homestead with the expansive stoep houses more than just decent overnight accommodation and a good kitchen (biggest plate of oxtail this side of the Limpopo). Owner Renette Els and manager Trymore Zambi are committed petrolheads, so much so that when we needed a driver for the camera car, both stepped up. Trymore drew the straw and we’re thinking of hiring him. Hamilton watch out… A highly recommended stop-off en route to Botswana, the Kgalagadi or Madikwe. Email mbgh@telkomsa.net

Tant Santa eyed the SVR. ‘Now there’s a car worth killing for.’ We left quickly.

what it can do. Half an hour later, on a landing strip used by the rich and famous near Madikwe, I’m kitted out again. The SVR growls under me, drive mode set to Dynamic, stopwatch function on the infotainment screen at the ready. Hard on the brake, revs at 3000rpm, shoot. The big cat springs forward, the nose lifting noticeably as the digital needle swings. There’s not much to do except hang on, appreciate the glorious Triassic noise and pray no warthog decides to take the family out to watch the Cessna from Madikwe land. The lodge’s landing strip is nearly three kilometres long and we’ve worked out we need just under a kilometre to safely slow down. There’s a marker (a doring branch) on the side of the runway to signal the braking point and as I lightning passed it the speedo says 250kph, give or take. At that point there’s plenty left in the V8, but frankly that softer front end is unnerving. The carbon ceramic brakes bite, better than any contemporary Jag, and the world comes back into focus. The return run delivers much the same, 235kph registering, the forceful headwind a factor. On the direct routing back to Gauteng there’s plenty of time to unpack. The bottom line is that the SVR is both chuckable track car and high-speed long distance cruiser. That softer front end means it is better fun in the twisties, and the stiffer anti-roll bars at the back and ceramic brakes make it an ideal autobahn missile. But top-end superstar? I didn’t get close to 322kph but instinct suggests it wouldn’t have been a comfortable visit. There’s too much lift as speed rises, still some lateral shift, and that front end, felt through the admittedly more communicative steering, doesn’t instil total confidence. Ultimately then the hot F-Type remains a gentleman’s rocket, quicker and better balanced certainly than the standard R coupe, but less supercar than muscular all-rounder. And given that we won’t ever see the C-X75-inspired supercar once teased by Jaguar (it’s been sidelined in favour of the X590 luxury EV sedan) this is as hot as it’s ever likely to get. Which, I reckon is OK. Fast but not frantic suits this car. Still, when Speedweek returns to Hakskeen we’d like another shot please Jaguar. And we’ll stop in the Marico again. With an F-Pace support car… you know, for the mampoer. Until then. tc

Jaguar F-Type SVR AWD Price R2 303 286 Engine 5 000cc V8 supercharged, 423kW @ 6 500rpm, 700Nm @ 3 5005 000rpm Transmission 8-speed automatic, all-wheel drive Suspension Double wishbone all round, adaptive dampers Length/width/height 4 470/1 923/1 321mm Weight 1 730kg Performance 3.7sec 0-100kph, 322kph, 11.3ℓ/100km, 269g/km CO2 On sale Now

â&#x20AC;&#x2DC;War m 50

TOPCAR.CO.ZA | December 2016

Cover story: Civic Type R

The last Civic Type R made the best of a flawed package. The next one, built around the tech-laden tenth-generation Civic, is Honda making amends. And on this evidence itâ&#x20AC;&#x2122;s really very sorry

m achineâ&#x20AC;&#x2122; Words Phil McNamara Photography Wilson Hennessy

December 2016 | TOPCAR.CO.ZA

EAK CIVIC. HONDA has thrown everything it’s got at the tenth-generation of its family car, pooling the three global bodystyles under one team, and empowering it to deploy one-third of the company’s entire r&d resource in the largest single development programme in Honda history. And before the regular petrol and diesel hatch models have gone anywhere near showrooms – sales don’t begin until mid-2017 – Honda is readying us for peak, peak Civic, the Type R. First, the performance prototype was tested on the Nürburgring Nordschleife, where today’s FK2 Type R claimed the hot hatch lap record in 2014. It then reemerged in Spain for hot weather durability testing. And on September 29, executives unveiled a concept at the Paris motor show. Enigmatically, the company gave away scant information. But TopCar has been on the trail of the most potent Type R to date, and here we publish the most detailed report yet. Next year will mark 25 years of Honda’s Type R performance brand, and the fifth-generation hot Civic will be unleashed in that anniversary year. Not that Honda Europe’s chief operating officer Katsushi Inoue confirmed the precise timing, when I asked him about a flagship hatch at the unveiling of the standard Civic. ‘You mean Type R?’ he exclaimed, hooting with laughter. ‘We are thinking about it. In the lifecycle it comes.’ ‘But we’ve seen a prototype,’ I proffered. More chuckling. ‘It won’t be long…’ Revealing the Paris concept, Honda did admit it would be on sale in the second half of 2017: reassuring news, given its slothfulness in launching the recent NSX. The concept, and the prototypes, give a clear indication of the Type R. Principal designer Daisuke Tsutamori says the aggressive look of the ‘ultimate’ Civic is shaped by function. ‘I call it the war machine,’ he says. ‘Inspiration comes from jet fighters.’ But the special sauce for this car – the technical advances that make us very, very excited about the next-gen Type R – come under the skin. It starts with the engineering philosophy: everything is geared to making the new Civic brilliant to drive. ‘The highlight is,

TOPCAR.CO.ZA | December 2016

Cover story: Civic Type R

December 2016 | TOPCAR.CO.ZA

always will be, the dynamic performance, the feeling of how the car drives,’ Mitsuru Kariya, chief engineer for the entire project, told me. So the tenth-generation Civic bloods a new architecture, which is lighter, stiffer and has a 10mm lower centre of gravity. Resistance to bending is increased by 52 per cent thanks to encircling bulkheads, extensive cross-bracing, more concentrated welding points and by assembling the body’s outer frame first, then adding its inner frame and joints, which Honda claims defies industry convention. Despite this robust structure, the bodyshell is said to be 16kg lighter, in a car that’s significantly longer than the outgoing model. This rigid platform provides a solid base to mount the suspension, essential for tuning precise dynamic responses. The Civic uses MacPherson struts up front, and hydraulic compliance bushings at both ends to quell noise and vibration, an Achilles heel of the ninth-generation Civic. And there’s a significant development at the rear: the Civic finally switches to multi-link independent suspension, like higher performance versions of its engineering yardsticks, the Audi A3 and VW Golf. ‘The A3 is really dynamic: you can drive very fast with great confidence. That driving performance was the main point we wanted to benchmark,’ reveals Kariya-san. ‘We’d really hit the limit of the torsion bar,’ he adds. ‘With independent suspension the ride comfort increases, and the handling of course. With the highly responsive rear suspension, you have much more stability and much higher cornering speeds are achievable.’

All of which sounds promising for the new Type R. The regular Sport can be specified with adaptive damping; the Type R is sure to employ this, hopefully providing a broader spread of ride settings than the ‘rock’ and a ‘hard place’ of today’s car. The flagship hatch’s body will naturally be lowered, confirms Tsutamori. The 30mm broader platform also provides an increased footprint to boost balance, enhanced by sticky Continental Sport Contact 6 rubber on the concept’s 20inch rims. And as its flared wheelarches show, the front track has to be wider still, to cope with the Type R’s power. Vents behind the front wheel draw away hot air: the Brembo brakes – with at least four-piston calipers and massive drilled and ventilated discs – will take some cooling. The revised bodywork is all shaped by function, in the pursuit of dynamic performance, promises Tsutamori-san. And this generation Type R has a bonnet scoop, presumably to keep the intercooler operating coolly. That’s right, the new hyper hatch will continue to use forced induction. Indeed all the petrol Civics – 95kW 1.0-litre threecylinder and 133kW 1.5-litre four – employ a turbocharger and VTEC variable valve timing and lift, and the flagship hatch won’t be any different. ‘For the Type R, it will be a 2.0-litre turbo, the current one,’ confirms Mitsuru Kariya. Eminently sensible: it would be more profligate than an Elton John party bag for Honda to junk a new, highperformance engine after just a couple of years’ use. In today’s Type R, the 2.0-litre VTEC unit generates peak power of 228kW at 6500rpm, with maximum torque

Power and a lever

Subaru-esque scoop

Great Japanese brake off

Type R will retain current car’s 2.0-litre four-cylinder VTEC unit, which today produces 228kW and 400Nm of torque. No sign of a dualclutch ’box, so a six-speed manual is nailed on. Frantic shifting a Type R rite of passage.

Turbocharging key to meet Type R’s goals (and towering specific output), hence the intercooler scoop. But could previous mono-scroll turbocharger make way for twin sequential blowers?

Huge vents lurk in the flared arches behind the 20in front wheels, to help scavenge hot air from the wheel wells and cool the big Brembo brakes – with their four-piston calipers and drilled and ventilated discs.

TOPCAR.CO.ZA | December 2016

Cover story: Civic Type R Weapon-esque styling inspired by warplanes. Will register on rivals’ radar nonetheless

Honda Europe’s Katsushi Inoue – ‘We’re thinking about a Type R.’ Clearly

No all-wheel drive

Beams out, links in

After Focus RS it’s the question everyone’s asking, but a four-wheeldrive Civic Type R isn’t happening. Yet. ‘It was never an option – even in America there’s no big demand for it,’ says the chief engineer. Clearly, we didn’t demand it loudly enough.

Previous Type R’s torsion beam junked for multi-link independent suspension, just like Audi’s A3. Engineering makes for ‘more stability and higher cornering speeds’.

December 2016 | TOPCAR.CO.ZA

Cover story: Civic Type R

1989

The rise and rise of Type R For a performance sub-brand yet to reach 25 years of age, Type-R has earned itself a huge following

of 400Nm claimed to rush in at 2500rpm. Of course that was double the torque of the FN2 Civic Type R’s naturally aspirated engine, at half the crank speed. But on the road, the FK2 still suffered from a distinct spot of lag before the lunacy launched at around 3000rpm. Could this be filled in by switching from a mono-scroll turbocharger to twin sequential turbos? Kariya-san chuckles at my question, and promisingly responds to his interpreter in detailedsounding Japanese. Which turns out to be: ‘All we can say is that we are trying to create a Type R which is easy to drive but still powerful. We need to leave the rest to your imagination.’ Doubtless power will continue to be transmitted by today’s magical six-speed manual gearbox, with its tightlypacked ratios. There’s no indication of a dual-clutch gearbox for the Civic: the announced automated option is a CVT, although engineer Kariya hastily adds that he’s tried to head-off the typical rev-metal thrash by making the cooking engines tractable at low revs. Fair play, but enthusiasts will always want to wind out a Honda engine, despite the latest units having redlines pegged below the 8400rpm nirvana of Type R yesteryear. Time for the big question: given Ford’s Focus RS has switched to all-wheel drive to deploy its monstrous 257kW and 470Nm, aren’t four driven wheels the baseline for a top hatch these days? Audi and Mercedes-AMG would certainly agree, as they battle in a power war in which only breaking the 300kW barrier will signal victory. As I mention the RS, Kariya-san chuckles. ‘It’s quite… it’s quite… extreme,’ he responds, choosing his words carefully. ‘Too extreme?’ I counter. ‘Yes, a little.’ I propose the all-wheel drive RS example to Honda Europe chief Katsushi Inoue. ‘There are so many rivals! But the Type R will be competitive. Our hot hatches haven’t been that bad, have they?’ he laughs. ‘We will be up with them on performance.’ So will Honda be delivering Focus RS power levels? ‘We are focusing on total driveability,’ Inoue-san answers. ‘I’ve driven a prototype of the next Type R. Do we need more power? It’s attractive as a headline for the showroom, but proper drivers like you know it’s about driveability. And we’re proud of how the Type R feels.’ So don’t expect the next Type R to generate too much more power than today’s car, and its grunt is sufficient for a 5.7sec 0-100kph sprint anyhow. All-wheel drive would 56

TOPCAR.CO.ZA | December 2016

The first Type R is still years away but 1990 sees the first fruits of Honda getting serious about performance with the NSX. Six years in development and with input from Mr A. Senna, even this work of art isn’t enough. Plans are hatched for a hotter version.

1989

1992 1992

Ditching road car compromise in favour of track ability, the Japanese market gets the first NSX Type R. It ditches 120kg of frippery and adds chassis bracing and stiffer suspension, plus bespoke delights like a blueprinted crankshaft. The rest of the world gazes on jealously.

1995

2006

2011

DC2 Integra Type R one of the most extreme front-wheel drive cars ever built, combining a 141kW 1.8 VTEC unit with a strengthened body, a helical LSD and stiffer suspension. We say: ‘Synthesises race-car elements for the road: rev lunacy, fetishistic steering and braking precision.’

After five years of automotive bliss, Honda’s regional divides get in the way. The home market gets the lunacy of the four-door FD2 Civic with 166kW at 8 400rpm, a wing to make Lockheed blush and – crucially – independent rear suspension.

As a final salute to the K20 engine, a handful of Mugen-tweaked Civic Type Rs, bored and stroked to 2.2-litres and 191kW surface. Rare and hugely expensive it’s the wildest Type R until…

1994

1996

1998

1998 Just a year later the Type R brand goes civilised. Sort of. European markets receive a hot Accord with more helical LSD goodness and a 2.2-litre VTEC engine that could still hit 8 000rpm. Pensioners unwilling to stray beyond 4 000rpm don’t notice.

2000

2002

2004

2006

2008

2010

2012

2014

2016

1997 Successful but limited-number Integra begets the production Civic Type R. A smaller but equally highly-strung VTEC unit squeezes 136kW from 1.6 litres, with the same shell-stiffening and weightsaving tweaks.

2001 Suzuka meets Swindon with the UKbuilt EP3 Civic Type R – still regarded by some as the best Type R Civic ever. K20 VTEC unit sparkles with endless revs and a gearlever mounted so high it experiences occasional snowfall. Chassis keen on sideways.

2007

2015

A year later the European-spec third-generation Civic Type R appears with a solitary additional horsepower, a bigger ass and a cheaper and less responsive torsion beam rear axle. Chins are scratched. We say: ‘Handling is all front-end precision, not lairy adjustability. Needs more power.’

Honda goes into hibernation following the post-Fukushima global slowdown but emerges with the mighty FK2; the first turbocharged Type R and the first to offer over 224kW. Stiff, manic and happy to steer from the rear. We say: ‘Wild-looking yet polished fun to drive.’

December 2016 | TOPCAR.CO.ZA

Cover story: Civic Type R help it get off the line faster, but engineer Mitsuru Kariya is emphatic about that possibility. ‘All-wheel drive was never an option and was also not considered within the platform design. Even in the American market, there is no big demand for all-wheel drive.’ So it looks like a limitedslip differential will be the device metering out the power up front, helping manage traction. Also working to keep the tyres in contact with the tarmac will be a host of aerodynamic aids. The outrageous pram handle rear wing is retained, and Honda has strived to make the underbody as flat as possible on the regular cars, let alone the Type R, to generate downforce. Principal designer Tsutamori confirms the aero kit’s focus is to boost cornering speed, at the expense of terminal velocity. ‘We’ve paid more attention to downforce, reducing lift, than to the coefficient of drag.’ The three central exhausts – reminiscent of the triple bores at the back of the Ferrari F40 and 458 – reduce back pressure, boost flow and sound as thunderous

Engineer Mitsuru Kariya not a big fan of driven rear wheels

as a four-cylinder turbo can. The 2.0-litre engine is shipped from the States to the Civic production facility in Swindon, where the hot hatch will go down the same line as its hatch, saloon and coupe siblings. While the concept’s carbonfibre exterior is just a wrap, expect composite inserts to make an appearance inside, though the cockpit remains under wraps for now. The driver’s seat in today’s Type R is more high chair than lowered bucket, but the new-generation Civic will makes amends. You can crank it lower than Chris Froome’s resting heart rate, looking out over the dropped dashboard and wings pinched upwards to help you place the car precisely on the road. The Civic’s fuel tank used to be under the front seat, so that the rear seat squabs could fold up giving you extra stowage: the driving position might have been useless, but it was the only hot

Fully connected Central colour touchscreen features new-age ‘Honda Connect’ infotainment, with Apple CarPlay and Android Auto. Phone, maps, messages, music – there’s not much you can’t do through here, including checking your reversing camera (which you’ll need with Type R’s be-winged tail). Show me the speed New TFT instruments replace previous analogue clocks. Type R repatriates digital speedo from its exile in old car’s ‘floating’ upper binnacle, and plonks it back in the driver’s face. Type R steering wheel destined for lurid two-tone leather.

The hero returns

Low-slung in suede

Gearshift has been slowly making its way down the centre stack since the last-but-one Civic had it placed high up the dash, and has now arrived to a hero’s welcome back in the traditional spot. While it was away, the handbrake has become electronic.

Standard Civic seats do the job but Type R will get suede buckets, the bottoms of which will sit 35mm closer to the road than previously. One-piece, soft-touch instrument panel will have moulded stitching, for that ‘a bit like an Audi’ premium feel.

Civic Mk10: the car the Type R springs from

CLUE TO HOW good the new Type R promises to be lies in the surprisingly passionate rhetoric Honda has thrown at the standard 2017 Civic. It has, they claim, undergone ‘dynamic rejuvenation’. They want it to be a proper driver’s car, targeting those elusive younger buyers whose patronage would banish Honda’s hard-to-shake ‘blue rinse’ demographic. So, they’ve engineered the platform from scratch, subverting traditional construction protocol to produce a lightweight,

TOPCAR.CO.ZA | December 2016

rigid bodyshell (twice as stiff as before!), and benchmarked premium hatchback rivals to achieve challenging levels of ride, handling, steering and NVH. The car has a 10mm lower centre of gravity and a lower, sportier driving position, and the introduction of a game-changing multi-link rear suspension is intended to improve handling and ride comfort at the same time. The Mk10 Civic is longer, wider and lower than before, and even in cooking spec doesn’t scrimp on body creases, bloated arches and air intakes. ‘It’s a car for all people, a car for the world,’ Honda trumpets. Possibly not for granny though.

Nürburg and the battle for bragging rights Unsure the front-drive Nordschleife lap record really matters? This lot would beg to differ Seat Leon Cupra 280 7m 58.44sec March 2014

Honda Civic Type R (FK2) 7m 50.63sec May 2014

hatch in which you could carry As with all ‘production Electronically an upright pot plant around car’ lap times there’s controlled diff and Renaultsport Renaultsport some debate around 206kW helped Seat Megane 275 Megane Trophy the Nürburgring. For one this one. Honda used chop nearly 10sec Trophy-R 265 corner anyway. Regardless, a pre-production from Renault’s 7m 54.36sec 8m 7.97sec relocating the tank to under prototype Civic Type record. WTCC helm May 2014 June 2011 R with the weight of its Jordi Gené did the the rear seats creates a virtuous Renault pushed its Quicker round the rollcage offset by the not-lifting. Yumps circle, topped off by the diamond-shaped nose ’Ring than a Honda deletion of air-con and upset the ABS and back into joint using NSX-R and still an roofline sitting 20mm lower. rear seats. meant he didn’t a Megane without all-time hot hatch always have brakes. Some of the old Civic’s other rear seats, air-con great, the 265’s time cockpit quirks have been or much sound stood for three years. ironed out. The dislocated deadening. Trophy-R The previous record one of the least usable holder? Another digital speedo has been but most exciting hot hardcore Megane, repatriated in a TFT hatches ever. the plastic windowed instrument panel, where you R26R. can scroll through functions using wheel-mounted controls. There’s also a central touchscreen, a sliding armrest and customers again,’ says Europe chief Inoue-san. ‘Generally, cupholders atop generous hidden stowage, and a wireless car buyers are getting older globally. The sporty look will mobile charging cubbyhole. Apple CarPlay and Android hit young people.’ Civic sales have been dwindling in a few Auto (where available) are standard. To further hamper key markets, including here in SA. Honda admits it the weight distribution for a ’Ring attack, you could stick a dropped the ball with generation nine Civic, but it’s beer fridge in a 478-litre boot claimed to be biggest in bullish that Kariya’s r&d team have turned it around. class. And while this might be an odd feature to flag up on One indicator will be if peak Civic can establish itself with a ballistic hot hatch, the boot’s parcel shelf is a stroke of another blistering performance statement at the Nürburgring. genius: it’s turned through 90 degrees and side-mounted, The FK2 Type R posted 7 min 50.63sec, before current champ, so it’s half the usual size and can be easily removed and the Golf Clubsport S, went 1.42sec faster this summer. ‘Oh stowed elsewhere. yeah!’ enthuses Inoue-san, before checking himself. ‘I can’t tell But enough of such practicalities – the 2017 Type R is all you about it. The current Type R got the fastest lap record, but about excitement, thrills, and attracting new blood. ‘With now it’s the Golf. I’m not happy about that, I’m not happy with the tenth generation, we want to get hold of younger second position. That’s all I can say.’ tc

VW Golf GTI Clubsport S 7min 49.21sec April 2016 Unable to match the Type R in a straight line, the super-Golf made up for lost time in the corners thanks to neutral handling, clever damping and driver Benny Leuchter’s kerbhopping commitment.

December 2016 | TOPCAR.CO.ZA

Cover story: Four Passes in the BMW M4 GTS

TOPCAR.CO.ZA | December 2016

LOUD ENCOUNTERS OF THE FEARED KIND BMW’s most brutal road-going car, the BMW M4 GTS, also happens to be its most exclusive. Aaron Borrill thrashed one of SA’s 25 allocations along the scenic Four Passes route in the Overberg and rekindles all the emotions that made him a petrolhead to begin with Photography Peet Mocke

December 2016 | TOPCAR.CO.ZA

Cover story: Four Passes in the BMW M4 GTS

TOPCAR.CO.ZA | December 2016

M Y BODY IS sore and stiff. I’ve been bouncing around like a rag doll inside this thing for the past hour and trying to stay composed is proving difficult. I guess then it was a rookie error choosing to admire the acid-orange roll cage and fire extinguisher instead of question its relevance – a clear case of not reading the instructions properly. Either way the BMW M4 GTS is a loud, fast and obnoxious car that inadvertently forces both people and cars to move out of the way for fear of being eaten or something. It is a scary machine. Calvin seemed to think so too and upon handing me the key muttered the following words: ‘Dude, I love it. It’s so fast and noisy but it frightens me. Be careful and more importantly have fun. It’s a special one’. I couldn’t agree more. Entering it requires a certain level of contortion as you step over the sill and collapse into what feels like a leather-padded drum. The seats are rigid buckets cast in carbonfibre and offer limited adjustability meaning they can only move fore or aft. Comfort and ergonomics were obviously not very high up on the list of necessary measures and I can barely see over the Alcantara-clad tiller as a result. Thick and chunky the steering wheel is the softest thing on this car and gripping it provides some kind of solace to the harshness it repeatedly doles out. Maybe it will be a little more comfortable once we leave the trafficclogged CBD and join the N2 but I doubt it.

December 2016 | TOPCAR.CO.ZA

Did I mention how abrasively loud the GTS is? Even at idle youâ&#x20AC;&#x2122;d think you were sitting in a race car 64

TOPCAR.CO.ZA | December 2016

Cover story: Four Passes in the BMW M4 GTS We’re headed on an interesting route that will showcase the GTS’s repertoire to maximum effect – the Four Passes. As the name suggests this sinewy route comprises four passes (Sir Lowry’s, Viljoen’s, Franschhoek and Helshoogte) with vast changes in elevation, varying road surfaces and breathtaking scenery. We’re all in high spirits; ‘we’ being Peet, Ray and me. Ray’s conveniently brought along the BMW M2 – not our typical camera car but I’ve a sneaking suspicion he may want to challenge the GTS up some of the narrower and tighter sections. He can only hope. See, I’ve just spent a week in the M2 and I can honestly say, as brilliant as it is, it’s out of its depth here. The first bit of open road confirms my thoughts as Ray becomes a distant spec in my rear-view mirror, framed perfectly within the confines of the carbonfibre wing fixed to the boot lid. It’s unbelievable how fast this thing is and the manner in which it delivers its power to the rear wheels is far from civilized. Peet can’t stop giggling and from experience this usually means he’s getting uncomfortable. As soon as the opportunity avails itself he gets in with Ray at the next set of traffic lights, I don’t blame him – I wouldn’t mind jumping in the M2 at this point either. Did I mention how abrasively loud the GTS is? Even at idle you’d think you were sitting in race car, the vibrations and coarse texture of its mechanicals make my eyes fizz up and my gut go all tingly. It’s powered by the same 3.0-litre twin-turbocharged six as the regular M4 but the introduction of water injection (a fine mist sprayed into the intake manifold) has allowed the engineers to turn up the turbo pressure quite substantially owing to the lower intake temperatures. The figures? How does a 3.8sec (4.0sec tested) 0-100kph time, a 305kph top speed and 368kW/600Nm sound? Quite violent actually thanks to a lightweight Akropovic titanium exhaust system. Throaty and raw the soundtrack builds in hostility as the rev needle moves past 4 000rpm before unleashing all hell by sending the traction control warning glyphs of the instrument cluster into a flickering frenzy. All this and I

Full complement of latest BMW tech on board, including organic LEDs and a significantly lighter, less complex dashboard

December 2016 | TOPCAR.CO.ZA

Four passes not enough to fully explore the abilities of the GTS, temptation to keep going strong

The local inhabitants of Sir Lowry’s Pass seemed intrigued by the GTS’s entrance – the new Alpha male perhaps? GTS attracts local constabulary wherever it goes. Must be the noise

In a game of rock, paper, scissors Aaron demonstrates that the GTS is pretty much invincible – a shower of rocks destroys Ray’s paper and confirms the inevitable

The infamous bend before Villiersdorp catches out some expensive machinery; GTS barely noticed

TOPCAR.CO.ZA | December 2016

Cover story: Four Passes in the BMW M4 GTS

haven’t yet left comfort mode… The first pass on our planned route is Sir Lowry’s Pass – a 9.5km stretch that rises almost 500m before dropping into the Grabouw valley. I’ll admit it’s not the most exciting but it represents the gateway to the more enticing roads of this adventure. After a couple of corners it’s clear this car was designed more for lefts and rights than pinstraight roads. The ride quality is exceptionally hard but that’s always been the hallmark feature of track-honed BMW specials. The three-way M coilover suspension does provide some form of adjustability (by special tool) but the ride quality is unlike any other road-going BMW currently available. Again, the notion of a race car fills my mind. The granular feel from the steering, feedback from its underpinnings and connection with the front wheels instils an unparalleled sense of control and trust. The adhesion levels are sublime thanks to the low-profile fat Michelin Pilot Sport Cup 2 tyres that get stickier and quieter the warmer they get. As a result you almost have to over drive it to initiate any form of wheel slip, which more often than not results in a loss of rhythm. Right here, right now as I approach Viljoen’s Pass I’m starting to understand what all the fuss is about. The more I drive it the faster it becomes as the front wheels communicate all sorts of information to my hands through the helm. In fact I’m certain that if I were to drive over a series of coins I’d be able to tell the heads from the tails. Its agile and limber nature comes as a result of rigorous weight-saving

Top whack listed at 300kph, easy to use almost all of it given the right road (and permission)

M2 rarely a wallflower – next to the GTS it’s positively invisible

measures that give it more of an edge over the regular M4. These include a semi-stripped down exterior with carbonfibre bucket seats, a lightweight centre console, CFRP door and side panel trim as well as fabric door pull loops in place of solid door handles. There are still a few luxuries however – namely the air-con and sound system. It’s the car’s appearance though that’s getting all the cheers from onlookers, including members of the local Police Force who’ve gravitated towards it like bees to a honey pot. I don’t blame them – it looks quite enticing in this Frozen dark grey metallic paintwork. Bulky and squat it projects its intent with the clever use of aggressively styled bumpers and visual trickery such as a large carbonfibre wing (also manually adjustable), exquisitely December 2016 | TOPCAR.CO.ZA

SPRAY AND PRAY

Here’s why we couldn’t pry Calvin Fisher from the driver’s seat of the BMW M4 GTS.

‘D

Orange is the new black – acid-orange details complement the exterior and interior styling cues to max effect

TOPCAR.CO.ZA | December 2016

ID HE say pry? Well, no. I mean yes.’ The sports bucket seats are incredibly snug but that has nothing to do with why I wouldn’t relinquish the keys of this, possibly the most ‘M’ car ever produced. I know just last month I said the new Nissan GT-R was the best car I’ve driven this year, but this BMW for similar money has me scratching my head. See, some test cars make you reach for the helmet and racing gloves, while others force you to grab your trusty book of favourite metaphors. The M4 GTS does both. Sharp as a tack and light as an Alcantara feather with a menacing stance brimming with naughty intent, that’s the bewinged GTS. I’ve never before been in a car that feels so much like an unconcealed weapon, and I like that. Also, this is one of those rare times where the bite verily, truly matches the bark. Speaking of which, there’s that noise. The GTS soundtrack is a cluster bomb at a rock concert at the centre of a hurricane. There’s raspy, then there’s this, like a handful of gravel scrubbed against a cheese grater, punctuated with whip-cracks at the top of the rev range, before off-throttle again, cascading like molten lava as the needle drops to idle once more. This car is just plain frivolous. Loose of traction, high of jinx. And it revs! Oh boy, how it revs like something with twice as many cylinders and a flat plane crank between its banks. Mortal man, you will struggle to sniff the redline before your nerves betray you. Launch control? Galaxies have been birthed with less drama than this. And to call it stripped-out is to do it an injustice. Two bucket seats are all that reside in this cabin, mere fabric pulls serve as door handles and I don’t even think there are front speakers in here. Nor would you want them, this is the ultimate driver’s indulgence. M Division has done its best to lighten the GTS so far as deleting the centre console and door pockets. But then its engineers have also done their level best to pump as much might as possible from the turbocharged inline six, now up to 368kW and 600Nm thanks in part to incorporating water injection, into the GTS. The resultant numbers, zero to one hundred in 3.8 seconds and a top end of 305kph feel almost conservative for a car that has achieved the once-mythical power-to-weight ratio of 250kW per tonne. Those massive alloy wheels are shod in Michelin Pilot Sport Cup 2 high performance rubber and that booming exhaust is titanium. The three-way coil-over suspension, front splitter and rear wing are all adjustable. This isn’t a race car for the road. This is simply a race car. A mad, mad race car. A mad, scary race car!

Cover story: Four Passes in the BMW M4 GTS ornate 19-/20-inch front/rear alloy wheels, carbon ceramic brakes, a carbonfibre roof and bonnet as well as a rear diffuser. Set against this green and lush backdrop it may look out of place but here in the mountains the GTS has never been more close to home. As I approach the lead up to Franschhoek Pass it is clear the Sonderend River isn’t as full as it’s been in the past but neither is the fuel tank come to think of it, which has taken quite a beating getting me here. While I’ve tried to mollycoddle the throttle when possible, calling the GTS thirsty is an understatement. The official figure is 8.3ℓ/100km but I’m currently registering 17.2 and that’s with some very conservative driving here and there. There’s no time however to mull over its efficiency because the main act of this story looms large – Franschhoek Pass. Some of you will know drift king Mad Mike Whiddett recently had his way with this pass in a sensational video that subsequently broke the internet, the aftermath of which is still clearly etched onto the road surface. The GTS’s sixth sense appears to have picked up on what happened here and coerces me to engage Sport+ on the drivetrain and steering as a result. I love the first part of Franschhoek Pass from the Villiersdorp side as it’s fast and flowing and allows for a steady rhythm and a chance to get your eye in. A little bridge signals the start of the pass proper but I can’t attack it just yet. Peet’s got a few snaps planned so off he hurtles in the M2 dismissing the bends almost as precisely as the GTS – it’s a quality offering. Like an angry Italian waiter Peet vehemently signals me to get as close to the verge as possible. The light is just about perfect for him to capture some stellar tracking shots with the guard rail and rock face alongside,

so I oblige and hide my frustration – all I want to do is unleash the GTS in its natural habitat. Thankfully it’s not long before I have the pass all to myself. Weaving through the many corners I begin to feel at one with the M4, a connection I’ve only ever read about. Right now as the sun turns the perfect shade of marmalade and golden hour closes in there’s no other place I’d rather be than in the now. This is motoring nirvana, the stuff of legends and it’s on roads like these where the GTS makes sense – not in traffic or driving to work. Let’s forget its R2 288 100 (R2 372 300 if specced like ours) price tag for a moment and focus on this car’s meaning and relevance instead. Those of you reading this would have developed a passion for pistons because of machines like the BMW M4 GTS – unobtainable poster cars that forged a reputation based on their performance credence and not their economy and comfort levels. (Speaking of unobtainable, only 25 of these examples are coming to South Africa and they’re all sold). The M4 GTS represents the complete antitheses to the nannied driving culture we’ve become accustomed to these days. The driving experience is bereft of the cotton wool and velvet trimming of modern M cars, and while it’s only 30kg lighter than the standard M4 the way it devours corners makes that figure feel more like 250kg. Before heading home via Helshoogte I take one final blast up and down Franschhoek Pass before the light fades beyond the distant horizon. As the raw and disruptive soundtrack ricochets down the valley beneath me it’s clear that despite its many flaws as a daily drive it is perfect in every other way. The M4 GTS is the stuff of legend. tc @AaronBorrill

Lightness the key GTS element, enhances turn-in, acceleration and stopping

SPECIFICATION Price R2 288 100 Engine 3.0-litre 6-cyl twin-turbo 368kW @ 6 250rpm, 600Nm @ 4 000-5 500rpm Transmission Seven-speed dual-clutch, rear-wheel drive Performance 4.0sec 0-100kph, 305kph, 8.3ℓ/100km, 199g/km C02 Suspension Strut front, multi-link rear, manually adjustable ride height and damping Weight 1 510kg

December 2016 | TOPCAR.CO.ZA

INSIDE JAY LENOâ&#x20AC;&#x2122;S GARAGE

TOPCAR.CO.ZA | December 2016

Inside Jay Leno’s garage

Jay Leno owns one of the most extraordinary car collections on Earth: 275 cars and 117 bikes worth $350m (R4.85bn), and he knows every nut and bolt of all of them. The talk show legend shows us round his ‘garage’, and asks us which car we want to take for a spin…

‘My wife knows where to find me’ Words Georg Kacher Photography Robert Kerian

December 2016 | TOPCAR.CO.ZA

EPARATED BY A tall fence from the main runway of Burbank airport, two anonymous pre-fab storage buildings house a car collection which is every bit as colourful as its famous keeper, US TV icon Jay Leno. While the two sections of the hangar to the right form a professionally lit setting for the main exhibition, the smaller building on the left accommodates a large workshop with four hoists, a paint booth and a trick 3D printer. An annex is filled with even more vehicles from all eras, the space close to the main roll-up door is crammed with vintage bikes, there is a ’60s bar flanked by a giant fridge and by an office section whose sole concession to the modern age are a couple of withered desktop computers. Every wall is decorated from bottom to top with posters, pictures, paintings, photos and neon signs, not to mention eclectic ancient spare parts, period placards, billboards touting obscure tyre and spark-plug marques, and numerous other memorabilia. There are five or six people working here full time – electrician, panel beater, painter, turner; men with sharp eyes, golden hands and a love for moving objects from pre-catalyst decades. Like Helga, Leno’s German PA for more than 20 years, they all seem to be friends, not mere employees, and they respect their master for his ardour and his awareness of the anatomy of the most exotic collector’s items. The sound of a big-bore American V8 announces Leno’s arrival. He dashes onto the forecourt in a maroon Monteverdi 375L. Broad and tall, the former host of NBC’s popular The Tonight Show looks cramped behind the wheel of the stylish Swiss GT, but then he moors the big ship in two gos like a pro, leaving equal clearance to a new Acura/Honda NSX and a fragile Mercer Raceabout. Dressed in trademark blue jeans with matching denim shirt, the man with the mighty chin and the untamed silver hair welcomes us with a broad smile. ‘So do tell me,’ he says. ‘Which of these beauties would you like to take out for a spin?’

TOPCAR.CO.ZA | December 2016

Jay is for Jaguar The big man and his precious E-Types. The red one is definitely the most interesting one. It’s a chopped E-Type roadster packing a high-performance 5.7-litre V12 that’s been dyno-tested at 287kW. The thing is: the V12 sits in

a short-wheelbase body/ chassis with S1 headlights and a S1 rear end. Brakes, tyres, doors, bumpers and top have also been modified. According to Leno, she goes like stink and handles like a dream – a fact he regularly puts to the test.

Inside Jay Leno’s garage

From the age of steam The grey and red thing with the 24-gallon boiler in the engine bay is a steam-powered Doble E20, which used to belong to Howard Hughes and was once maxxed at 213.2kph. It weighs a staggering 2 267kg, and could run for 2 400km without stopping. Next to it on the far left, is a 1975 Plymouth Duster with a supercharged 426 HEMI V8, which was never meant

to fit under the hood. And of course it doesn’t, even though the big block behemoth must be the world’s first external windscreen demister. Born as a dragster and later converted by the legendary Paul Annunziata, the street racer later received a bigger radiator and a less compromised suspension courtesy of Team Leno. The instruments are pure stock car.

Jay Leno’s taste in cars is special, different, full of surprises. He has a soft spot for steam engines, be they stationary or installed in a motor vehicle. ‘They are the hardest cars to restore,’ he says. ‘The red-over-grey Doble convertible over there is one of my favourites. Let me demonstrate how the system works.’ He pulls a lever here, opens a valve there and turns a handwheel until the gauge glass in the barrel-shaped steam generator suddenly lights up, small orange flames signalling that lift-off is about 30 seconds away. With a full 24-gallon tank of water, the 2 267kg four-seater Doble E20 could cover 2400km without stopping. ‘This particular vehicle used to belong to Howard Hughes who reportedly maxxed it at 132.5mph (213kph). Doble only made about 40 units in total. The company went out of business in 1931.’ Leno is not your run-of-the-mill rich car collector. Among the 275 odd vehicles he owns - including 117 motorcycles - are many oddball beasts, heavily modified neo-originals, American-built rarities and electric vehicles. Different modes of propulsion are high on his list of favourites. The shiny floor of the main building is covered with a web of trickle chargers, and there is also more serious voltage available for the likes of the Cadillac VLE coupe, Acura NSX, Tesla Model X and a golden McLaren P1. While rosso corsa is not among Leno’s favourite colours, he also owns an orangey MP4 and a dark blue F1. ‘Gordon Murray is a genius. The F1 is about as involving as a sports car can be when the designer has free reign. I also love Gordon’s LCC Rocket which fuses racing car and high-end bike elements to perfection.’ Sure enough, a red monoposto which matches this exact description is parked just round the corner. All of Leno’s cars are registered, insured and ready to roll. They start on the button and are brimmed with fuel, so all that’s required prior to an impromptu road trip is a tyre-pressure check. The man’s principles are clear: ‘No car is for sale unless I auction it off for charity’; ‘As a rule I take out a different vehicle every day’; ‘I shall add stuff when I feel like it.’ The place is crawling with anachronisms, such as the red Countach which served as daily driver for more than 20 years, the markedly improved Yenko Stinger Corvair which might have silenced Ralph Nader, and a 1930 Bentley boasting a 27-litre Merlin aircraft engine. One prominent sign reads ‘My Garage My Rules’, and that’s exactly what this enclave is about. Case in point during our visit was a small broken latch cum springloaded trap door. Impossible to fix or find? Not at all. It’s another job for the 3D printer which is about to make quite a few parts catalogues obsolete. Together, we begin to pick seven cars for Leno’s next working week. The green Stutz Bearcar is a must. It features a loud on-demand performance exhaust, the accelerator pedal sits between brake and clutch, and there is a story to this purchase. ‘The car belonged to the late AK Miller, a businessman from Vermont who hoarded Stutz motor cars. He had made a fortune from gyrocopters sold to the White House, and yet he lived in a shack and left a chest full of gold bullion when he passed away.’ Next on the to-drive list might be a botoxed Mercedes 190SL dressed up as Studebaker. Or is it a Hawk with a Mercedes front end? No, it’s a Mercbaker – sold by desperate Studebaker/Mercedes dealers before the company faltered in 1966. The 1928 Duesenberg picked for Wednesday December 2016 | TOPCAR.CO.ZA

Inside Jay Leno’s garage

Bugattis, including 37 Atlantique, 37A replica, recreated 57SC. There’s a Veyron too

Among the cars a treasure trove of the weird, the wonderful and the work-in-progress

Leno’s Lambos: he’s down to his last five Two Miuras, two Espadas and an early Countach LP400 – that’s not a bad Sant’Agata haul for any collector, even if he is reportedly worth nine figures in dollars (which is where analysts rank Leno’s fortune). Leno’s no great Ferrari fan, but he’s partial to Ferruccio’s finest. The 1967 yellow Miura was once owned by Dean Martin (That’s Amore!). Martin had bought it

TOPCAR.CO.ZA | December 2016

for his son, who rejoiced in the almost appropriate name Dino. But unfortunately Dino hit a rock, split the sump and gave the car to a friend to fix it. When that friend found out that the repair cost would exceed the fair value of his new possession, he passed it on to Leno, who had the engine rebuilt (while watching Miura prices soar, no doubt!).

Not a Cadillac Cien, but a gas-turbine car experiment co-designed by Leno and GM

morning was the most expensive ever Duesy. Originally purchased by Eli Lily, it degenerated over time to a rundown tow-truck – at that point Leno stepped in and had it restored. A Miura and a Challenger R/T, both sprayed bright orange, an extremely rare alloy-bodied Panhard Dyna berline and a white Wankel-engined Mazda Cosmo coupe complete the week’s list. ‘So, what’s your favourite car in here?’ Leno asks at the completion of our tour. I could have picked something worth six or even seven figures, but it had to be the choice of the heart – namely a light green-over-dark-green twodoor Hudson Hornet coupe. Why such an exotic choice? Because this Hudson is a truly sensational piece of kit. Its aero design matches any Cord for flamboyance, the

Twin-turbo ’Vette-based mauler was never meant to power the humble Olds Toronado

The real thing is worth north of $30m but this Bugatti is a copy, built in 1934-1940

interior radiates a wonderful sense of the belle epoque occasion, and genetically this model is closely related to the competition version which won 27 NASCAR races in 1952. Shall we have a go in it? The door opens like a vault, the cushy bench seat slides back one more inch, the steering column aims at the driver’s Adam’s apple. It’s all cabin and almost no windows, a cosy environment clad in dark-green cloth and adorned with plenty of chrome accents. Leno starts the engine, pumps the accelerator, waits a moment until she finds idle, then slides across to watch and advise. Befriending the clutch is easy, but the 5.0-litre straight-six is so torquey that third does the job most of the time. Four up and the windows down, we head for the setting sun, cruising along at a lightfooted 70kph, still learning the steering and still curious about the brakes. As it turns out, a firm grip at the wheel and a hard stab at the centre pedal are mandatory, but as the owner begins to relax, so does the driver.

1918 Stutz Bearcat was popular in pre-WW1 America. Powered by a 60bhp 16v 4-cylinder

There were some great pre- and post-war American cars among all the bad ones, and some of the finest are here. The black and white Chrysler 300 twins are absolutely adorable, both because of their elegant design and the overwhelmingly opulent interiors. ‘I had been chasing that ’56 Imperial for years,’ recalls Leno with a chortle. ‘But it was her late husband’s car with the admiral cap still sitting proud on the rear parcel shelf, so she decided to pass it on to her nephew. Who obviously could not care less, hauling the lawnmower in the trunk with the open decklid suffering. That’s when she called, and we struck a deal.’ Much rawer but no less intriguing is the white stickshift 7.0-litre Ford Galaxie, a meticulous recreation of the Leno family’s first new car. One aisle down, majestic like the Empire State Building on wheels, a 1932 Packard Twin Six twelve-cylinder coupe is towering above lesser street furniture. We also noticed a couple of Stanley Steamers, a pair of Shelby Mustangs, two Corvettes and December 2016 | TOPCAR.CO.ZA

Inside Jay Leno’s garage

Britain and Germany BRG Elan (left) weighs only 612kg and is powered by an alloy-block 2.0-litre four rated at 168kW. The German contingent (right) includes 911s, a long wheelbase S-class, an E55 AMG received in lieu of payment and a magnificent totally original and unspoilt 300SL Gullwing in rallye trim. Leno also

no fewer than four Duesenberg SJ titans which, 85 years on, are still awe-inspiring manifestations of capitalism. Hidden behind three Dodge Vipers, there is one more Hudson. This cream-over-yellow four-door fastback changed hands in the wake of a test drive conducted by the ancient owner. ‘Despite her age, the lady was sharp as a tack. She had bought the car new in 1956 and insisted that the kids – now 70 and 72 – should come and ride with us. From behind the wheel, she soon started slapping the you-know-what out of her son and daughter even though they were not exactly teenagers.’ While Hudson was briefly America’s third-biggest car manufacturer, very few people have ever heard of a thing Who is Jay Leno? called the Blastolene Special – which is no surprise since Leno owns the Born in New York to a Scottish mother, Leno only one in existence. Powered by a began as a comedian and actor, but was destined to become America’s most iconic talk show host 1193kW M47 Patton tank engine since Johnny Carson. From 1987 onwards he mated to a six-speed automatic, this regularly sat in for Carson on NBC’s is kind of a modern Fiat Mefistofele The Tonight Show, and eventually took over the in an antique dragster livery with anchor role permanently in 1992, the show taking his name. In 2009 he tried hosting a nightly talk wider tyres and stronger brakes. show of his own, but returned to Also part of the Outrageous OverThe Tonight Show in 2010 and stayed another four Engineered Obscenities section is years. At 66 he still performs stand-up, and Jay Leno’s Garage, is now a weekly cable show in its the 1966 Oldsmobile Toronado own right. which looks stock until the licence plate 66 RWD makes you frown. Wasn’t this the first modern full-size front-wheel-drive American car? ‘Not anymore! We put in a twin-turbo Corvette racing engine good for close to 1000bhp. The rear-wheel-drive chassis was created from scratch. Outsprinting high-end Porsches and Ferraris in this Q-car is a priceless pleasure.’ A similar number of smiles would be triggered by the heavily gene-manipulated fire-red Bentley-based 1939 Lagonda V12 replica parked next to a blue Lagonda Le Mans racer, and by the mildly modified (by Leno standards) Bentley Speed 6 which won the 24 Heures du Mans in 1929 and 1930. Why modify a legendary classic? ‘To make it driveable in today’s traffic,’ Leno shoots back. ‘It’s mainly new carbs, brakes, tyres, a reliable ignition and a gearbox that actually works. Nothing character-changing, if I can avoid it.’ Without even trying, the 66-year-old petrolhead keeps impressing us. Like when he is wrestling his 1917 Fiat Botafago powered by a 21.7-litre six-cylinder engine into position, and by wrestling we mean squirting oil on the valves and rockers, pumping fuel by hand via a lever in the 76

TOPCAR.CO.ZA | December 2016

owns a Carrera GT and a 914. The British contingent (below right) includes three McLarens, another Elan, an Ariel Atom and Gordon Murray’s LCC Rocket. The fact they’re interrupted by Leno’s unloved Mercedes SLR speaks volumes for the eclectic nature of the big man’s collection.

cockpit, and synchronising clutch and throttle action as the chain drive grabs the skinny rear wheels. Every car in here has its own temperament, foibles and eccentricities. ‘The Stutz, among others, was fitted with Bluetooth indicators to make it street-legal, the high-performance Toronado engine burns methanol and water in addition to petrol, my turbine-driven 320bhp (239kW) 250mph (400kph) Y2K motorbike comes with a heart-stopping in-built three-second shut-off response delay. As you may gather by now, I simply love everything mechanical – like the cute Indian 4 microcar designed and built by a 17-year-old kid from Minnesota during the Great Depression. To prove its worth, he drove it from Alaska to San Diego, and nothing broke.’ The cast-aluminium, dual-ignition 14-litre straight-six installed in a Pierce-Arrow 66 fires Leno’s enthusiasm as much as more modern creations like the 186kW Lotus Elan, the hotchpotch swb Jaguar E (S3 V12 engine, S1 front end, S2 rear end) or the 1914 Detroit Electric two-door sedanette fitted with the running gear from a recent Tesla. ‘The most amazing American product I own is perhaps one of only three surviving fully functional Chrysler Turbine cars. Totally vibration-free and as melodic as a jet engine, this 53 year-old piece of history still feels like the future even today. The turbine needs no separate cooling circuit, and it’ll burn any combustible, be it cheap tequila or Chanel No 5.’ As a rule, Jay Leno refuses to pick a favourite, just as he never parts with inventory, even when it’s middle-of-the-road stuff

World’s oddest Indian Leno’s collection is worth around $350m or R4.85bn at current exchange rates. One of its odder items is this one-off threewheeler built around the powerplant of an Indian 4 motorbike. It was built in 1931 by Bob Shotwell who took a deep dive into the Ford Model A parts bin. He hung on to his baby for over 60 years but eventually sold to Leno.

The future, from 1963 The three Chrysler turbine cars are ‘the most amazing American products I own,’ says Leno. Fully functional, they still seem like the future despite being 53 years old. The turbine requires no separate cooling circuit and will burn any combustible while remaining vibration-free and sounding ‘as melodic as a jet engine.’ Alternative fuels are Leno’s big passion.

like a bog-standard Mercedes E55 AMG or the S-Classbased Maybach. The least frequently called upon protagonists are the Panhards (‘too slow, and difficult to start’), the Porsche Carrera GT and 911 (‘there is always something else’) and the DeLorean DMC 12 (‘okay for the movie, but not for much else’). If the prominent shakehands photographs featuring various LA police commissioners are anything to go Cruisin’ by, Leno may get away with 20kph over the limit, but with Leno since most old cars are allergic to stop-go traffic, their Georg taking driving lessons preferred playgrounds are the open road and nearby in a 1952 Hudson Hornet coupe. Car and driver were circuits. The man who would ‘rather have 20 cars and born the same year, if not a wife than one car and 20 girlfriends, Hollywoodthe same month. Had Bonnie style’ feels equally at home on two and four wheels, and Clyde lived long enough, this would have been their and he knows his stuff inside out, down to the correct most likely getaway car. routing of the fuel pipe in a ’66 Dodge Coronet and the Because get away it does, hidden rust traps in a rare coachbuilt special. delivering maximum torque Although he owns true gems like a Bugatti 57SC between 600 and 800rpm. That’s the push you obtain Atlantic, Duesenberg Model X or 1966 Ford GT40 when in charge of a 5.0-litre (serial number one), Leno isn’t in this for the money. ‘I straight-six. The Hornet was buy for pleasure, not as an investment. Which is why I nonetheless a commercial failure because people have no problem tweaking a piece of automotive art to wanted a V8 and Hudson my liking. It’s a passion, pure joy, like a drug. My could not offer one until they living room is my garage, so my wife always knows merged with Nash to become American Motors in 1954. where to find me.’ tc December 2016 | TOPCAR.CO.ZA

A R A N OI learned to AhY S Or; ow d n a g n i y r r stop wo t l u d a e h t love diaper g not one for lon Calvin Fisherâ&#x20AC;&#x2122;s er, quick , noisy th a R . s ll e w re fa unctuated p s e n o y s s e m and d downs and n a s p u t n le io v with e his final u C . s e n a ic h c y gravell e outgoing th in e c n e ri e p x e Nissan Navara

TOPCAR.CO.ZA | December 2016

Motorsport: Nissan Navara

! A R A NAV

December 2016 | TOPCAR.CO.ZA

‘T

WO HUNDRED METRES, easy right, triple caution, donga on the left! Over two ditches. So stay on the right! Please!’ I was sewn into a pukka racing bucket via a six-point harness that under hard braking threatened to hug me till red spots danced in front of my eyes. My task was laughably complicated in theory, much less so in practice if I could only find the groove. I was navigating ex cross-country champion, Terence Marsh in his Dakar-spec 290kW/500Nm RedLined Nissan Navara on a 150km qualifying prologue at the Donaldson SunCity 450 with only about an hour’s worth of experience aka seat time. I had 24 pages of instructions in my lap to get through and the dangers out there were real. Punctures. Roll-overs. Fires. Public embarrassment. Many bad things were possible. But I was prepared. In fact that’s probably a better place to begin.

Preparation, meet opportunity

This must be that navigator’s rhythm I thought, as I found myself smiling then nodding, nodding then smiling, in mild hysteria at Terence’s ex-navi turned racer, Gerhard Schutte. He was attempting to train me up on the correct language and the accompanying shorthand graphics that would serve as a map legend. I was gifted a flip file, some highlighters and a ream of paper to colour in. This part was fun, in a kindergarten sort of way. Still on point, I was then asked nappy or pipe? You’ll be familiar with the concept of the prior but I’m not sure TopCar is the right glossy in which to explain the latter but I’ll leave you with two words. Condom and catheter. Maybe I chose the diaper in one of those ‘rather have it and not need it…’ quandaries, but I’m not telling. Shit just officially got real. We performed a 50km loop comprising of dusty farm lanes and very public roads at a stupid pace to completion, before I was bundled into a plane and sent back home with three days to think about what I’d gotten myself into. And I wasn’t referring to the snug racing overalls which required a sort of reverse Macarena to climb out of, and even then with some assistance from the ladies in the Red-Lined office, I thank you. No, I was painfully playing out what Friday had in store and it was mostly pain, possibly humiliation, but one couldn’t rule out death or as a bare minimum a soiled paper-plastic undie. Again, that’s if I did indeed Diaper. Nappy. Portable go that route, and I’m not toilet . Call it what you will. it’s today’s lesson in humiliation saying I did.

Nano technology

Meet Sharon Marsh, another dominant force in the RedLined squad and also Terence’s wife, our platinum of hair, tall of frame team chemist. Ok, not a real chemist, and debatably an alchemist… but provider of medication including anti-nausea tablets, as well as pills for the 80

TOPCAR.CO.ZA | December 2016

Editor-cum-navigator Fisher fatigued in fatigues. Relieved though, and just a little bit euphoric. All in a day’s work for driver Terence Marsh

Motorsport: Nissan Navara Portable shade but nowhere to hide – the calm serenity of the ‘pits’ suggested nothing so terrifying as a bit of a Bushveld road trip

oxidation of my blood, boosters for concentration and endurance and topped-off with two chewable ginger sweets also for nausea. I was being enhanced, rebuilt – they were making me better, faster, stronger like Die Man Van Staal. Or like in that Kanye West song. Or like Lance Armstrong. That’s when she passed me a tub of fat-burner capsules. ‘I don’t think we have enough time for this to really be effective, lady.’ Ten or so pills later I was good to go, and reached for an energy drink to wash it all down. Sharon blocked my hand and cautioned me: ‘I wouldn’t drink that after all those pills I gave you...” Her look of concern was real. What a time to be alive! By now I could hear pictures and see sounds, the cushy sensation of any diaper I was or was not wearing replaced with a blend of focus, giddiness and towering levels of terror. Let’s do this!

One doesn’t simply do this

Let me tell you about my office. I share it with Terence of course. It’s cramped for him, Glad-wrap tight for me, and comprises mostly of sharp angles and carbonfibre. There are switches I must press, switches I may press, and

centripetal d an l ga u if tr n ce , al on ti ta vi Gra ody b y m h it w ay w r ei th ad h es forc

December 2016 | TOPCAR.CO.ZA

g Sega Rally A childhood spent playinat ly for had prepared me emph ical this day

TOPCAR.CO.ZA | December 2016

Motorsport: Nissan Navara Red-Lined Motorsport Nissan Navara

TECHNICAL SPECIFICATION

ENGINE 5.0-litre VK50 V8 petrol (Dakar spec) OUTPUTS 290kW, 500Nm WEIGHT 1975kg

switches I may definitely not even breathe on. I myself have four methods of doing my job. The first naturally is by looking out the window. This is largely useless as a means of getting from point A to B in this torturous environment and under these unforgiving circumstances so I’ll skip to the most important but completely fallible one: The Book. When you’re following it correctly you’re ‘in the book’. When you’ve slipped up and lost track of where you are then you’re very much ‘out of the book’. That one is bad, and you’ll need to get back ‘in’ as quickly as you can, and with all the composure you can muster because a nervous navigator is the last thing a rally driver needs at 150kph. But wait there’s more, two more instruments to employ in fact, such as my pair of odometers. A pair I said, that’s two odometers doing the same job, one set is just a backup. The top row reads off the total distance while the bottom row displays the split distances – you’ll reset those by means of a button in the footwell which you’ll tap at each and every instruction of which I’ll remind you there are 24 pages of. And it’s LOUD in here and it’s HOT because this is the DESERT and we’re going sideways over CANYONS and avoiding TREES... sorry, composure. I say backup, but each can actually be used independently of each other with a host of possible readouts, such as live speed. That’s useful during the designated speed zones between each stage where the speed limit is an enforced 60kph but you’ll quickly want to hide it away once the Navara is transformed into a demented sideways projectile a moment later, rocking violently at each sequential gearshift. Finally there’s the GPS display, on which the entire route is mapped. This gives you a good indication of where the route is and how far you’ve deviated from it. It happens in real time so offers just a bit more indication than what the driver sees from his seat, so you can’t really rely on it but, oh boy, does it help when the trail is swallowed up by the terrain and it’s all you’ve got to go on. This isn’t a multiple choice exercise, you use all four forms of instrumentation. Constantly. I was ‘out of the book’ just twice, and quickly dived back ‘in’, and that made my driver very happy. Pilanesberg routing ensured I’m forced to sneak in one more rutted, dry going, as well as dinner and a show afterwards piece of technology at this point,

Motorsport: Nissan Navara

ts, the en on p m co g n ki ra b d an on si The suspen ringing s a w ld or w e th in g in h yt er chassis, ev in my ears

Bronze medal boys Cal and Justin redistribute precious resources A top effort from the Red-Lined crew combined with moments of competence from TopCar meant silverware all round

just like the marshals did I was about to clamber into the iron maiden cockpit. It’s a RallySafe computer box which via GPS is aware of every car participating in this event, including their speeds and distances to each other. And I do mean everyone, from our odd coupling to the mighty Giniel De Villiers, who yes, we were effectually in a race with. That also meant live streaming of driving positions and more for the punter at home or for those spectating from point to point. For the navigator it also meant a host of extra comms (that’s what we navigators call communication devices) features were available, for example if we’d rolled over and died we could let the organisers know. More importantly, and this part was fun, it allowed us to ‘Push To Pass’. That meant when we were about 200m from climbing into the rear of another Nissan Navara, marauding Ford Rangers or hard-charging Toyota Hiluxes and VW Amaroks (not to mention a host of Mad Max styled buggies) we could simply press a button that would relay a warning message to the slower vehicle’s own RallySafe unit to let them know that a faster vehicle, ahem us, was coming through. I got to use this within the first 18km of the 150km epic, and was naturally immediately as smug as a bug.

I have seen things

I’d like to pretend that the remaining 140km of the

returned. This was too much fun. My voice had long-since downgraded from a shout to an almost monotone, I had time between instructions to fidget with my sweaty balaclava, think about life, do simple math, the world was slowing down and the Navara seemed to respond by speeding up. Especially those last 10kms when Terence remarked ‘stay focused, we’re flying, we just need to bring it home safely now’. So we did.

prologue was a blur, but it wasn’t. I can remember most of it in very vivid detail, from the buzzing and blustery cabin, the near-suffocating claustrophobia, the threat of nausea, the constant focusing and refocusing that was required to stay sharp. I remember the bit where I knocked my helmet hard enough against the roll cage that I felt obligated to give Terence an immediate ‘thumbs up’ to let him know that he hadn’t murdered me and should therefore push on. I remember verbally instructing him to push on, several times, goading him as the red mist spread across not just his visor but mine. I remember hitting several moments of absolute calm despite us tearing through the Pilanesberg landscape as gravitational, centrifugal and centripetal forces had their way with my body. And the noises. Chewed-up gravel has a soundtrack. The VK50 five-litre V8 has a soundtrack. The suspension and braking components, the chassis, everything in the world was ringing in my ears except for our air-conditioner which had stopped working about halfway through the race so it got even hotter. We were tank-slapping our way between the trees when the roof scoop, our only remaining source of ventilation by then, had taken it upon itself to play giraffe, and started munching on overhanging branches which were then deposited in my lap, sharing prime real estate with my diaper and my instruction book. I was the calm at the centre of the storm and that sense of giddiness

I had a champagne shower and I liked it Webbing there to stop essential staff falling out. Works, mostly

It didn’t happen straight after my time in the navigator’s pew, it happened the next day. Full disclosure, I only navigated on the prologue, the qualifying race, quite successfully I might add as we crossed the line in fifth position overall – that’s Red-Lined Motorsport’s best result in the three years they’ve been doing these celebrity challenges. Keep in mind we had FIA class rivals to contend with, most notably the Toyota Gazoo Hiluxes and a trio of Navaras that had successfully completed Dakar campaigns of their own. Terence was chuffed. The team was chuffed. I was chuffed. But Justin Hume, my conavigator, the man who would sit in the hot-seat for the main event on the following day was nervous. His task loomed large and despite an excellent and brave showing, was failed by his anti-nausea pills on four messy occasions (really, nobody’s counting). To be fair, my recent life as a motoring scribe and a childhood spent playing Sega Rally had prepared me empirically for this day. Still, as a team of three we took to the bottom step of the podium in the FIA class to the roar of a sunburnt but jubilant crowd – third in class and eighth overall. I was drenched with sparkling wine and nope – nothing else. Because while I’ll admit that I had surrendered to the notion of outfitting the (surprisingly non-invasive and oh-so-comfortable) adult diaper to myself, I had not needed it after all. tc @Calvin_Fisher December 2016 | TOPCAR.CO.ZA

OH COME ALL YE FAITHFUL The star of the vast annual VW clan gathering on Lake Wรถrthersee in Austria? The Golf GTI of course Words Ben Barry Photography Alex Tapley

TOPCAR.CO.ZA | December 2016

Car culture: Wรถrthersee

December 2016 | TOPCAR.CO.ZA

Car culture: Wörthersee

Still inspiring today’s VW designers decades after its inception

OTHING CAPTURES THE Golf GTI’s deep-seated devotion, its twomillion-and-counting longevity, quite like Wörthersee. Named after the lake that dwarfs the small Austrian town of Reifnitz, the Wörthersee Treffen (or meeting) will today host the unveiling of the GTI Clubsport S, the most extreme GTI yet. This exclusive special edition, of which only 400 units will be made, has its rear seats deleted and a Golf R-beating 228kW. It’s just set a 7min 49.21sec Nürburgring time, a record for a front-wheel-drive production car. Performance like that could justify an unveiling under the bright lights of the Geneva motor show, at Paris or Detroit, but it’s happening at Wörthersee. It’s an event where interior designer Gunhild Liljequist and former PR chief Anton Konrad, comrades who helped create the first Golf GTI, can swap stories with Michael Schefbuch, the man who designed the Clubsport and identical-looking-but-faster Clubsport S. ‘The GTI means a lot to me, my dad had a Lhasa green Mk1, and I always thought it was a bit of a sleeper,’ Schefbuch confides. For 35 years of the Golf GTI’s 40-year production run, the festival has helped build the cult of GTI, celebrating all things Volkswagen but mostly all things modified and Golf-GTI-shaped. From the beginning the show’s dates have coincided with Germany’s father’s day, which starts on a Thursday and gives German men – fathers or no – an excuse to disappear to the woods and drink heavily into the weekend. Wörthersee’s founder, Erwin Neuwirth, is a GTI fan who owned a bar in Reifnitz. An estimated 100 visitors attended the 1982 meet, but it had grown to over 1 000 by the third year. This year, more than 100 000 visitors are expected to attend over four days. Dubheads the world over know it’s a big deal; bigwigs too. Later, we’ll watch Volkswagen CEO Herbert Diess ride out on a VW Type 2 pick-up – think air-cooled classic campervan with a load bay instead of beds and a kitchen – to an audience of 20-somethings who care more

TOPCAR.CO.ZA | December 2016

Gunhild Liljequist, the brain behind the golf ball gearknob, is GTI royalty

The main event: Volkswagen delivers the rawest Golf GTI yet to the faithful

Thomas Breuer ‘This is my fourth time at the show, and I’ve driven here from Berlin. I bought this car in 2006 and finished modifying it about two years ago. It’s a Mk1 Golf GTI with the 16-valve turbo engine from a Mk3 Golf GTI and a G60 ECU. It’s like a café racer for me. The engine develops 336kW but the car

has no useable performance – it just paints black lines on the road! ‘The seats are from a Mk3 GTI Colour Concept, and the wheels are BBS 301 split rims. It’s good news that they’ve made Wörthersee just for VWs again – more people will want to see my car.’

Fettled Mk1 looks ready for a 7min 49sec ’Ring lap but rather you than me…

Florian Kandlbinder ‘I live for VW! I’ve had five Golf GTIs, and my Mk1 was manufactured in 1982, so it’s older than me. I’ve owned it for one year. I’m a car painter, so I changed the colour from green to red. I’ve kept it looking standard except for the lowered suspension and larger alloy wheels.

I live in Austria and I’ve visited Wörthersee eight times. I’m here with seven friends; we’ve all driven in convoy. It’s better that they have made it just for Volkswagen this year. It’s nice to have the focus on its history and motorsport. I don’t care about the diesel scandal!’

December 2016 | TOPCAR.CO.ZA

Matthew Hartle ‘I work for Rolls-Royce in the UK and I’ve driven here with some friends. I’ve had my Mk2 for two years and modified it during that time. The idea is OEM Plus, enhancing the factory spec. The colour is standard but it’s re-painted and lowered on BBS RA split-rim alloys. I’ve also

added US-spec rear lights, and a US Passat steering wheel; people know it’s different, but they don’t always know why. It’s still a 1.8, but I might do a G60 supercharged or R32 conversion. It’s been perfect all the way here except for the driver’s window packing up!’ BBS – other wheel manufacturers are available, but why would you?

VW chief Dr. Herbert Diess meets his public – it’s hard to imagine Akio Toyoda at Japfest…

Jamie Orr ‘I’m based in the States and specialise in importing rare European car parts to the US, as well as writing for VW magazines. I wanted to bring something American to Wörthersee, and managed to track down this Golf Harlequin; it’s number 80 of 264. Four weeks ago it was a 90

bare shell and we’ve finished it specially for the show. VW America helped me get here. They loaded it on a boat with some Beetles from Mexico. Wörthersee is the original VW show. I wouldn’t necessarily say it’s the best but it has a lot of credibility and all the US VW guys know about it.’

TOPCAR.CO.ZA | December 2016

Car culture: Wörthersee

about an inch or two of extra alloy than VW’s diesel emissions scandal. He’ll tell the crowd how he couldn’t afford a Mk1 or Mk2 when they were new, and how he loves his Mk7 GTI company car so much that he ‘barely ever gets chauffeured’; it’s unusual to see a CEO connect on such a grassroots level, and impossible to picture ex-boss Ferdinand Piëch doing the same. Guests of Volkswagen, we arrive on Wednesday to find Volkswagen’s own Mk1 GTI in the car park, keys in the ignition. It even sports the iconic WOB numberplate – denoting Wolfsburg – that’s worn by all Volkswagen’s test, press and motorsport cars. We spend the next hours of a warm spring evening lapping the lake that’s usually the big draw here, windows wound down, soaking up the buzzy engine and rorty exhaust, the dreadful brakes, the unassisted and ponderous but tingly steering, and flicking through the gearbox’s short ratios with their knuckly engagement. Cruising through town, we feel like kings, bystanders’ heads constantly spinning, convoys of modified Golfs tripping over themselves to let us into gaps

Accessories specialists Kamei put this iconic livery on Mk1 Golf Touring Car racers in the late ’70s

Diess says he loves his Mk7 GTI company car so much that he ‘barely ever gets chauffeured’ in traffic. The vast majority of those drivers weren’t even born when the Mk1 production run ended. Even at 9am the next day there’s a buzz. The show has the feel of an informal event that’s sprawled out of control: cars navigate a couple of streets in near gridlock, or hang out in car parks nearby while police and ambulance crews keep a watchful – but discreet – eye; you come expecting a show and find a kind of officially sanctioned Max Power cruise. In among it all, lining pavements or crammed onto unused land, are burger vans, merchandise stalls, tuningcompany displays and a spit-and-sawdust bar with lap dancers ready to humiliate the eager. VW does have a slick show stand, lending a muchneeded focal point near the lake’s edge, but the sense is of a major manufacturer having a presence at a gathering, not trying to own it. It’s showing immaculate unmodified examples of each GTI generation, even the unloved Mk3 and Mk4, and a couple of modified projects concocted by young employees, while punters’ cars cram in nearby. Punters like Matthew Hartle, who’s driven 1600plus kilometres just to show off his gorgeous Mk2 GTI. Wörthersee had started to embrace other VW Group marques, but this year the focus is back on Volkswagen. Giuseppe Evangelista, a veteran of 11 shows, thinks that’s for the good, that it might calm the numbers and reduce the rowdy behaviour that’d been creeping in. The packs of lads necking lager before lunch suggest that may be wishful thinking. Not long after, I’ll be blasted by shrapnel when something explodes in a tin can placed nearby by a shirtless, sunburnt inebriate. Volkswagen insiders occasionally appear a touch bemused by the modified cars, Diess hailing the ‘passion and time invested’, others scrambling such adjectives as ‘insane’ or ‘wild’. And there are some ‘insane’ examples, but often there’s a tongue-in-cheek lightness of touch, like the – rogue – Audi A4 ‘station wagon’ with its wood-like vinyl wrap, or the slammed Golfs that playfully take-off police cars; and more often than not, the serious stuff is seriously impressive. Even the perfectly presented Mk2 with its wide-arch Rieger bodykit has a kind of ’90s retro cool, like seeing a metalflake custom van turned out in its ’70s pomp. The stand-outs are the enduring Euro-style Golfs, a movement that grew in the ’90s and majored on less-ismore minimalism. Adherents pick from a template that December 2016 | TOPCAR.CO.ZA

Car culture: Wörthersee

Mike Sobbe ‘I’ve owned this car for two years, I’m the third owner and it’s totally original; I even have the original contract

If you’re in a Volkswagen – and better still a Golf – you’re in, even if it’s a Mk4

Knee-length socks apparently compulsory at Wörthersee, though Ben forgot his

generally goes: de-badge front grille and add a mono-brow frowning over the headlights; remove clutter from bodywork, often including rear spoilers and wipers but sometimes door locks too; relocate the tailgate numberplate surround to the rear bumper; add wider – but OEM – G60 wheelarch trims, big wheels and lowered suspension. The latest movement is subtler still, but retains much of the Euro-style purity. It’s called OEM Plus, with owners generally combining immaculate standard bodywork with a serious suspension drop, split-rim BBS alloys and a dose of negative camber to perfect the stance. Other parts may be added, but they’ll be sourced from Volkswagen, or maybe premium stablemates Porsche or Audi. Hartle’s Mk2, for instance, features US-spec rear light clusters and a Passat steering wheel. Thomas Breur’s beautiful Mk1 gets BBS split-rims and the drop, but also a turbo engine from a Mk3 GTI and the interior from a Colour Concept GTI. Walking round, it’s impossible not to be seduced by these cars, to want to find an unloved GTI, restore it and add a few choice mods. Next day, we pick our way back to Munich in a Mk7 Golf GTI, whooping as we carve through hairpins that climb from the lake and top 225kph on the autobahn in comfort and refinement. Forty years on, the GTI still does the business. It’s just that now, I can’t help thinking ours would benefit from a 40mm drop and a set of 20s. tc

It’s impossible not to be seduced, to want to find a GTI and restore it with a few choice mods 92

TOPCAR.CO.ZA | December 2016

from 1983. I was born in 1974, so the GTI is our time – we grew up with this car and it’s still very special to us.’

Dennis Möller ‘This is my first GTI, a Mk7. I work for Volkswagen, building Golfs on the production line. I’ve driven 10 hours from

Wolfsburg with seven friends in convoy. It’s my first time here, but it’s a cool event with some good people.’

Albert Bechter ‘I’ve had my Mk2 GTI three years. It’s a special edition for Switzerland called Fire and Ice; 791 were

built, with an optimised motor. The GTI is a legend; the driving, the style, the feeling from the car.’

INTERACTIVE. WHAT WE’VE BEEN UP TO THIS MONTH ONLINE

The TopCar Show

T’S THE ONE where we unpack the November issue of TopCar Magazine. That means hot metal like the Nissan GT-R and Bugatti Chiron, as well as a duelling Audi TT RS and Porsche 718 Cayman. Things get silly when Peter shows off his appalling presenting skills in the Jaguar F-Pace, whilst Aaron and Ray unbox an RC car. Thanks for watching! Make sure to subscribe for more great videos. Catch the full video here – https://www. youtube.com/watch?v=vg1OLEfFqT4

GOLDEN HOUR Great car, great road, perfect time of the day – the Brits call it the gloaming, we call it the Golden Hour. Join us as the sun goes down for exceptional photography in the latest Volvo S60 Polestar.

SA FESTIVAL OF MOTORING (MERC GT3 EXPERIENCE) A rejuvenated Kyalami delivered up a truckload of memorable moments – our favourite was in the Merc GT3

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TOP 5 DRIVES OF THE YEAR

TECH KNOW The innovations transforming our driving world

ASTON MARTIN DB11 By retaining the exhaust manifold design and ratios of pipe length Aston was able to keep the rich sound mix, particularly the 3rd, 6th and 9th orders and how they ripple through. The subtleties come in the half orders, with the V12’s distinctive engine note developing between the 2½ and 3rd orders. ‘We don’t put in pops, bangs and tricks – if it over-fuels when you lift off it will pop but we don’t dial that in artificially,’ says Hirst

The quest for engine noise in a quiet world On one side of the factory they’re battling to meet draconian new noise regs, on the other they’re using all sorts of tricks to bring that lost noise back again. By Ian Adcock

TOPCAR.CO.ZA | December 2016

FORD FOCUS RS ‘Removing insulation from the bulkhead and the rear underfloor allowed a range of engine and exhaust frequencies to be released into the cabin,’ explains Ford vehicle engineering manager Tyrone Johnson. But the key is a sophisticated electronic sound enhancement system that synthesises sound in real time, taking into account vehicle speed and circumstances to deliver an ever-changing exhaust note.

B ILLUSTRATION: AERIFORM

ACK IN 2014 the howls of protest from F1 fans were louder than the muted hybrid turbo engines that teams had been forced to use. Gone were the days of V8s screaming at 18000rpm with stratospheric decibels that could melt your ear wax. But F1 and motoring enthusiasts alike had better get used to this scenario: downsized turbocharged engines are the future and when allied to electric motors, all cars, including normally aspirated, will be quieter. It isn’t just a new generation of turbo engines: by 2026 legislation will demand pass-by noise of 68dB(A), which is quieter than a vacuum cleaner, and 6dB less than today’s requirements. That is not to say they will be less characterful: some OEMs will resort to generating artificial electronic exhaust notes within the cabin, much like Lotus Engineering experimented

PORSCHE 718 An asymmetrical exhaust manifold creates secondary order tones to give a rounder sound. After exiting the catalyst the exhaust splits into two, unequal length pipes. The shorter ends in a classic silencer, the longer leads to a Helmholtz resonator (like blowing air across the top of a bottle) which excites the gases and delivers the final exhaust note.

AUDI SQ7 The active sound system consists of a sound actuator and speaker housings attached to the exhaust system, as well as an engine noise generator. Engine speed, load and other data is fed to the system’s control unit which generates structure-borne sound transmitted into the cabin through the body and windscreen. The rear-exhaust-mounted speakers produce sound waves according to the engine map. Exhaust noise settings can be varied via Audi drive select.

with back in the 1980s, demonstrating a Citroën AX whose passengers could flip between screaming Italian V12 or thundering Yankee V8 exhaust tones at the flick of a switch. Despite it being a bi-turbo, Aston Martin’s new V12 still delivers its theatrical bark when first started (unless the owner deactivates it), but it is automatically disabled during urban stop/start. ‘The turbos take out high frequency content and some of that is the more visceral energy in a car in the high frequency range,’ explains Aston’s NVH manager Brendan Hirst. ‘The crackles and pops bit, you lose that, but that was never the DB brand.’ Aston CEO Andy Palmer still wants the DB11 to be a ‘velvet glove with a bit of chilli’, adds Hirst. Here are some of the solutions manufacturers are developing to ensure that spine-tingling moment when you fire up the engine.

Great engine noise is part of the deal for Aston buyers, so DB11’s turbocharged V12 has had plenty of aural attention

December 2016 | TOPCAR.CO.ZA

TECH KNOW Stackmann: consciously or subconsciously, Tesla’s manifesto has wormed its way into his thinking

JÜRGEN STACKMANN

The next big things

VW’s passenger cars boss How will Volkswagen bounce back from dieselgate? With an electric people’s car that will live up to the Beetle and Golf > AT VOLKSWAGEN, we regard electric mobility as key for the future. > THE BEETLE brought mobility to the masses. The second movement for us started in the ’70s with the Golf, which became connected to a strong movement in society, upward [mobility]. Electromobility is the third phase of development, of moving people forward. > TECHNOLOGY, CUSTOMER demand and customers’ lives are changing simultaneously, governments are moving away from combustion to electric propulsion. The VW board spent four days visiting China and we saw how people’s lives are changing, how they use connectivity to ease their life – this is just enormous. > CHINA WILL see the strongest and fastest volume deployment. > WE WILL connect directly with customers. In the past we’ve delegated this to dealers, but in future customers will want a direct connection to the brand. > OUR GLOBAL target group will be the aspiring middle class. They’re interested in change. They’re more conscious about health and the environment. In the US

these people represent 50 per cent of the car buying population, in Europe 40 per cent. > VOLKSWAGEN WANTS to bring benefits to these customers, such as smart sustainability: a propulsion system that society regards as clean and sustainable. It has to be combined with coolness and great design – that will be a key part of smart sustainability. > HOW DO YOU transform the analogue car into the digital world? We shouldn’t confront people with too many options. Cars will become intelligent enough to preview what you want in the next second, because they know you as a driver. > CREATING A connected community will be our biggest asset. We have 40 million people driving VWs. Connecting those people will be tremendously powerful. > CARS WILL always be up to date. In the past when the factory handed over a car, that was the end of the technology update. Now it’s the start of a second-generation of upgrading the cars, so the customer feels that their car gets better every day. > WE WILL be building an ecosystem of intelligent mobility services, and the car has to be part of that ecosystem. > Level five autonomous driving is the dream: the car does whatever it wants to do in any environment. VW should be a strong player in getting us there. There are so many options to bring comfort [before then], such as piloted parking. > NORWAY IS the most developed electric car market on earth. People get used to a new rhythm: you fuel where you are, whenever you can. Norwegians now don’t regard refuelling as a problem. People who have driven electric cars for a generation will not come back to combustion engines. > WE ARE forming new organisations and will take big, bold decisions fast to get the brand moving. The emissions issue has been a catalyst, it gave us a huge kick to get moving. We believe customers are ready if you remove the two big obstacles: range is the biggest problem, then affordability. We’re working on these. The rest is easy, because electric cars are so much fun to drive. INTERVIEW BY PHIL MCNAMARA

FRESH THINKING: banishing motion sickness …by making people sick in a simulator on purpose I beg your pardon? No doubt you’re looking forward to a future in which you hustle your car along a winding road before switching to autonomous mode on the motorway and unwinding with the latest issue of Autonomous TopCar on your mobile device… A guaranteed recipe for motion sickness? Indeed. The disconnect between the object you’re

focusing on and the scenery in your peripheral vision, together with suspension movement, plays havoc with your senses. And many passengers suffer from motion sickness as a matter of course, anyhow. How does the sim help? According to British simulator specialists Ansible Motion, one practical, if mildly sadistic, way of mitigating motion sickness is to induce it deliberately.

TOPCAR.CO.ZA | December 2016

Ansible’s ‘driver in the loop’ simulator allows designers to test different window shapes and suspension settings with various surface vibrations in virtual reality, and work out how queasy or otherwise different combinations are likely to make the car’s occupants. Autonomous cars still make me sick. Understandable. But perhaps they’ll no longer do so literally, at least.

Suffering to cure sickness – kind of like A Clockwork Orange

Does it work? Cadillac Rear Camera Mirror

Objects in the mirror may be… well, not in the mirror at all

All clear behind: how the system works

LDOUS HUXLEY, the fabled English writer and philosopher, once said ‘Technological progress has merely provided us with 1 2 3 more efficient means for going FIELD OF VIEW PROCESSING COMPLETE SWITCHABLE SALVATION backwards.’ Cadillac, it A wide-angle camera just above The camera’s output is fed to a Cadillac claims the system works the number plate shows the view high-resolution display in the rearwell at night but, in any case, you can appears, has taken him quite behind. A hydrophobic coating view mirror housing. It then offers switch it off – a conventional rear-view literally – by launching its first on the lens keeps it clean, even in you a wider, unobstructed view of mirror, integrated behind the display, bad weather. what’s behind the car. instantly takes its place. series-production rear-view camera system. new 2016 CT6 saloon. Travis Hester, Cadillac It’s snappily dubbed the ‘Rear Camera rear number plate, is designed to circumvent Mirror’, and consists of a rear-mounted these potential obstructions and offer you a far CT6 executive chief engineer, says: ‘The closest comparison to this kind of rear vision would be camera, more image processing than the better view of what’s behind. driving a convertible with the top down.’ production of Tron, and a high-resolution The camera, which isn’t forced to look display. The display sits in a conventional rearthrough the gap between the car’s rear pillars, LEWIS KINGSTON view mirror housing, and overlays a standard is also designed to serve up a wide view of the mirror. This means, should it pack up – or if road behind. This makes it easier to spot traffic DOES IT WORK? you don’t like it – you can simply switch back around the rear of the car, and its position in In principle, yes. Glance up and to the ever-effective bit of glass with some relation to you. Cadillac claims, thanks to the you’ll see a bright, uninterrupted reflective coating on it. system, that drivers benefit from a 300 per cent wide-angle view of what’s behind So why all the additional, seemingly needless increase in their rearwards field of vision. Its you. However, it’s very difficult to judge distance and speed. It also complication? The aim, claims Cadillac, is to use isn’t constrained to bright, daylight takes considerable time to focus improve safety for the driver and those around driving, either. The camera has a high on, unlike a conventional mirror, them. Glance in your rear-view mirror and it’s dynamic range, meaning that even at night it slowing your responses as your likely that parts of your rearward view will be can present you with a crisp view of the road eyes move from road to display, obstructed by the structure of the car itself, or behind. and back. For now, the old-school option is better. by passengers in the back seats. The Cadillac This is no high-falutin’ concept, mind; system, which sites the camera just above the Cadillac’s already rolled the system out in its December 2016 | TOPCAR.CO.ZA

DRIVING GADGETS For the discerning petrolhead Gadgets, gizmos, apps and more. By Chris Wall SPOOKY MODEL HOTWHEELS ELITE ECTO 1 CAR

30 years after the original movie and with a remake done, many are wanting this wicked 1:43 scale Hotwheels model of Ecto 1 for their collection. Get it before the remake messes it up. Pricing TBC Aladdin’s Cave, Eastgate

START ’EM YOUNG KID’S MECHANIC SET

By getting the tykes to learn mechanical skills you can rest assured that your future earnings will go to car parts and not narcotics. It will also keep the rugrats busy long enough for you to catch the game on telly, uninterrupted. (+/- R2 100) www.imaginetoys.com 98

TOPCAR.CO.ZA | December 2016

BATTERIES NOT INCLUDED AIR POWERED ENGINE CAR KIT

There’s nothing quite as horrible as unwrapping a cool gift only to find out batteries aren’t included. Luckily, this one is powered by air, dirty or clean. It’s fast too, 50m takes just 35 seconds, just don’t expect it to turn. (+/- R300) www.red5.co.uk

SNAZZY ON THE COURSE

WHERE ARE MY KEYS?

COBRA FERRARI DRIVER

XCELLENT GLOBAL WIRELESS RF KEY FINDER

Motoring-inspired golf goodies will make many fans of small balls happy. Made by Cobra for Ferrari means you have two car names rolled into one. It’s available in black and red. The chaps at the 19th hole will be mighty jealous. (+/- R14 100) www.cobragolf.com

Originally intended to help find the dog, Xcellent’s very good idea works just as well for keys (and children?). The idea is simple, stick the different coloured electronic tags on your various and many bunches of keys and when you’ve lost them, simply press the corresponding coloured button on the remote, hopefully centrally located in the house. Just don’t lose the remote... Price: R270 www.amazon.com

A month in the life of 4 key cars – starring Renault, Mazda, Toyota & Nissan

OUR CARS Ups/downs Cabin is my comfort zone and happy place Dirt roads, potholes, peak-hour traffic

HE EDITOR’S BRIEF was simple – ‘take the day off and drive your longtermers for as long as you want. Take photos, tweet and just enjoy the car and share the experience with fans on social media’. It’s not often we get these kinds of orders so I embraced it with open arms and did exactly what was asked of me. I love driving, especially when there are no pending deadlines or the like to ruin the experience. Living in Durbanville Hills on the outskirts of Cape Town also has its benefits. Apart from becoming the hub of outdoorsy activities its location in the hills means there’s an abundance of awesome roads to explore, both of the tarred and dirt variety. With this kind of testing topography available I decided to put the CX-5’s ride quality and suspension resilience to the test. After all, it’s mainly used for the drive to work and back with the odd mountain bike race in the mix, so this would be a semi-decent litmus test at least. On the whole the Mazda’s MacPherson strut front, multi-link rear suspension layout is geared for comfort. Yes it can slice up the odd mountain road or sweeping bend but its large dimensions and high centre of gravity all point to the road less travelled... The road of choice? A 40km route known as the Farmer’s Mixed Bag. As the name suggests this loop runs parallel to Meerendal Wine Estate’s eastern perimeter up Adderley road (not to be mistaken for the one in Cape Town CBD) before tracing a testing trajectory up the Malanshoogte (gravel and tar) then cutting across Vissershok road into Contermanskloof and rising up Tiekiedraai back into

Durbanville. A pretty comprehensive test route then with great scenery to boot… First off, the Akera CX-5 is just as comfortable on the dirt as the asphalt. You’d think its 19-inch tyres with 55 profile would make for an unforgiving ride pliancy but it’s not too bad on the whole. This is the AWD model so traction is great, even on loose and corrugated gravel – a result of its well-tuned dampers, automatic, electronically controlled all-wheel drive and traction control systems. While I’m certain it would cope adequately on an easy to mid-level 4x4 course you get the impression it was designed more as a family car that can do stints on gravel roads – its 150mm ride height underlines this notion. Either way, you’re safe in knowing the CX-5 is one of the most complete SUVs in the segment – comfortable on tar, even better on gravel not to mention large and spacious enough to transport the entire family and their equipment with consummate ease. @AaronBorrill

LOGBOOK MAZDA CX-5 2.2DE AKERA

> Odo reading start/now 106/7 704km > Distance covered 7 598km > Fuel consumed 635ℓ > Average consumption 8.4ℓ/100km > Service interval 15 000km > Service cost Covered by 3-year, unlimited km service plan

> Total fuel cost R7 709.22 > Running cost R1.01/km

MONTH 4 MAZDA CX-5

Dirty prancing

Sometimes all you need is to take some time for yourself, drive your car, unwind and forget the rigors of the world, writes Aaron Borrill

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OUR CARS

Keeping up with the Joneses Our Renault’s sensible ways are facilitating a whole lifestyle shift for its tester

MONTH 2 RENAULT CAPTUR

‘A Ups/downs Being a positive contributor to society Not much cop at keeping up with BMW M cars

Definitely a catchier shade of blue and about the only time the Captur was in ‘the lead’

DULTING.’ IT’S A term that’s popping up regularly in the Leathern household lately. It’s a bit like our equivalent of that famous bit of dialogue from Trainspotting. You know the one where Ewan McGregor advocates the seemingly mundane trappings of regular existence ‘choose a family, choose a flatscreen television, choose a mortgage… choose LIFE!’ while his character does very much the opposite throughout the film. Yes, well, with the wedding out the way, the winter nesting period well and truly over, the wife and I are trying to get healthier. That means watching calories, exercising regularly, partying less – you know, generally ‘adulting’ this whole life thing. It’s going well too, instead of a glass of wine or a few beers on the weekends, it’s wheatgrass smoothies at the local health shop (yuk, still not used to those). And as for salty foods and rich deserts, it’s less carbs, no salt, calorie counting and 6am wake-up calls for Parkrun on a Saturday morning. It’s early days and I suspect we’re still in the throes of the honeymoon period… the real challenge will come in maintaining this sort of lifestyle for a couple of months once that initial lustre has worn off. But it’s a positive start nonetheless. If it’s not exactly the catalyst, one of the key support structures to this newfound responsibility must definitely be the very sensible Renault in the driveway – a veritable posterchild for socially acceptable behaviour. What makes it such a goody two shoes is it’s so ‘of its time’ – an exact realisation of what consumers want from an everyday conveyance nowadays. The high-riding layout delivers more convenience than your traditional Clio hatchback because you can zip over speed

bumps without worrying about nicking the undercarriage… you can even do a bit of light kerb hopping down at the mall if you’re feeling adventurous. And while you’re there you can take advantage of the extra space on the inside to load your flat-pack furniture, flatscreen televisions and anything else Ewan McGregor mentioned in his ‘pro-lifers’ monologue. Even the two-tone paintjob is eye-catching enough to get the neighbours’ curtains twitching. You’ll see a few Capturs pottering around without the contrasting roof, and trust me, that little lick of paint does just enough to elevate proceedings from invisible to… ‘honey, look at the Joneses smart new car.’ So I’m feeling pretty good about myself; the positive contributor to society I’ve recently become. The Captur even made a right Horlicks of its camera-car duty the other week, chasing the ballistic BMW M2 for our web-exclusive Golden Hour feature. I knew the speed differential between my diesel family car and arguably the best M car of this generation would be large but not even I was prepared for the hundreds of metres the Bavarian bomber put on me around every tight kink of Chapman’s Peak. Aaron, driving the M, was doomed to an afternoon pulled over on the hard shoulder waiting for me to catch up; no doubt spoiling his fun. But hey, that’s what comes with ‘adulting.’ Something the Captur is facilitating brilliantly at the Leathern household these days. Ray@TopCar

LOGBOOK RENAULT CAPTUR 66KW 1.5DCI TURBO DYNAMIQUE

> Odo reading start/now 290/1 891km > Distance covered 1 601km > Fuel consumed 100.66ℓ > Average consumption 6.28ℓ/100km > Service interval 1-year/15 000km > Service cost Covered by 3-year/45 000km service plan > Total fuel cost R1 112.76 > Running cost 69c/km December 2016 | TOPCAR.CO.ZA

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Ups/downs Roomy, superb on gravel, light on fuel No complaints from me

MONTH 6

NISSAN X-TRAIL

N SEARCH OF a bit of de-stressing family time, a friend recommended we try one of the farms outside Ladismith in the Western Cape. With Die Withuisie booked, all that remained was to choose our ride. As luck would have it, a lengthy delay in the arrival of its replacement meant the XTrail was yet to be collected. Yay. ‘Pack light, it’s just one night’, I implored, though I needn’t have bothered as the boot coped just fine with two medium suitcases, three soft bags, two coolerboxes and trip snacks, lots of trip snacks. So with the portable DVD player plugged into the 12V point and the daughter belted and blanketed in the rear, her backrest in its most reclined position and armrest flipped into place we set off on the N1 towards Paarl at a fair lick. On we went, through the Huguenot tunnel, via Worcester towards Montagu, the X-Trail’s diesel chugging away enthusiastically like a pack of well-rested Shire horses. Already more relaxed, I remember noting how the X-Trail has the softest elbow rests in the business. A breakfast stop at Diesel & Crème in Barrydale hit the spot before we hit the thriving metropolis (not) of Ladismith – how quaint. My wife, Maria, bless her, wished immediately to purchase some antique furniture or something. ‘Not gonna happen’, I said as we, armed with the website’s vague instructions, sped off in the general direction of where I assumed it’d be. Predictably, we were soon lost… Maria: ‘Why don’t you ask someone?’ Me: ‘Hello, ek soek vir die wit huis.’ Local funnyman: ‘Wie’s jy, Donald Trump?’ A little frustrated we stopped at a boutique wine farm accommodation plekkie and I let my wife do the talking. ‘My husband needs directions, I need wine’ – a bottle of which we duly purchased at the frankly obscene price of R120 in appreciation for setting us on the right path once more. Minutes later we arrived at Die Withuisie which is not exactly presidential but for the price of four bottles of that nearby winery’s finest, who could argue? After much relaxing, braaiing, exploring and sleeping we packed the boot again and headed off in search of the Hoeko valley’s dirt road loop only to discover that, as handy as the Nissan is on tar, it’s really at home on gravel. Granted, the dirt roads around Ladismith are all in excellent nick, but the comfortable and sure-footed X-Trail dealt with them like a tank fitted with foam tracks. Gravel travel confidence assured, we took the long way home via the spectacular Seweweekspoort pass – a setting so monumental in beauty and significance that it soothes the soul. Frankly, the rest of the trip is a bit of a blur. Not that we went fast, but that my overtaxed mind had cleared completely by then. A few days later I handed the X-Trail back noting that it had covered more than 900km on one tank. You couldn’t ask for more. That roadtrip was superb, made all the more memorable by a vehicle perfectly in tune with South Africa’s rural rhythm. No wonder the X-Trail continues to be a family favourite. 102

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On the trail of the White House Unexpectedly still in the fleet, Wayne Batty steals the X-Trail and gets lost in the Karoo

LOGBOOK NISSAN X-TRAIL 1.6 DCI SE 4WD

> Odo reading at start/now 331/6 343km > Distance covered 6 012km > Fuel consumed 383.97ℓ > Average consumption 6.39ℓ/100km > Service interval 1-year/15000km > Service cost Covered by 5-year/90 000km service plan

> Total fuel cost R4 577.68 > Running cost 76c/km

OUR CARS Ups/downs A drivetrain that plays well in traffic Nothing. Not a thing. I’ve even gotten over the missing volume knob somewhat

This could be us After 200km of cross-country rallying I was ready to get reacquainted with my Hilux. But first, painful admin

was more than ready to point the blue bonnet of MONTH 5 my dieselly steed towards TOYOTA its next off-road adventure after I’d spent a weekend HILUX flying through the air in a rollcaged Nissan Navara. Sadly, it would have to wait as I noticed that at 9 750km the total mileage was edging close to its first 10 000km service interval. So instead of a spirited gravel blast into the Overberg I had to settle for a mild asphalt trundle to the office. Vehicle servicing does not make for good reading, nor does it excite us of a petrolheady nature – but it is necessary. Booking the car in telephonically at Toyota Culemborg was an easy enough affair but when the day arrived to take the Hilux in for its mandatory tinkering I managed to come down with a bout of food poisoning and missed my appointment entirely. With deadline looming and a service centre that was fully booked for the next week I was forced to look elsewhere. Luckily the fellas at Imperial Toyota Cape Gate could accommodate us the following day for what was essentially a minor service with fresh oil, filters and topping-up of fluid levels across the board.

Everything keeps going right – at least that was my experience at Cape Gate. As for the Hilux, it’s great to have it back unencumbered and I reckon we’ll reward each other with a proper wild adventure in time for our six-month wrap up. @Calvin_Fisher

LOGBOOK TOYOTA HILUX 2.8 GD-6 4X4 RAIDER A/T DOUBLE CAB

> Odo reading at start/now 2 731/10 126km > Distance covered 7 395km > Fuel consumed 734.27ℓ > Average consumption 9.9ℓ/100km > Service interval 10 000km > Service cost Covered by 5-year/90 000km service plan > Total fuel cost R8 374.53 > Running cost R1.13c/km

CAR SALES THREE WINS IN A ROW

but it is an uphill battle

OR THE THIRD consecutive month, domestic sales showed an increase over the previous month with September’s total being 1 256 more than August 2016’s figure of 46 143, although export sales showed a drop of 1 472 units from 34 348. Commenting on the latest statistics, NAAMSA said the recession in the domestic new vehicle market had accelerated significantly during September with all major segments reflecting double digit or near double digit declines. Given the present difficult economic environment in South Africa, the negative trend was expected to continue over the medium term. Surprisingly, export sales of new motor vehicles had also reflected a year-on-year decline. Year-to-date, total industry sales had fallen 11.3%. Of the 47 399 industry sales of vehicles in September, 80.9% represented dealer sales,

KEY INDICATORS

SEPTEMBER 2016 Industry total 47 399 (-14.3%) Passenger cars 31 957 (-14.4%) LCV 12 879 (-14.8%) MCV, HCV & buses 2 563 (-10.3%) Exports 32 876 (-6.5%) (% variance vs September 2015)

Year-to-date totals Domestic 410 804 Exports 263 930

14.3% represented sales to the rental industry, 3.4% represented corporate fleet sales and 1.4% sales to government. While margins at franchise dealer level remained under severe pressure, again, there was a strong contribution by the car rental industry, which accounted for 19.9% of new cars sold during the month. The lower levels of new vehicle sales represented a reflection of current difficult economic conditions in South Africa. Along with higher prices for new vehicles, consumer budgets have to accommodate higher living costs and relatively high interest rates without a corresponding increase in income, straining household budgets. ‘History has shown that the performance of the new vehicle market is cyclical, and we are nearing the bottom of this cycle,’ says Simphiwe Nghona, CEO of Motor Retail at

WesBank. ‘However, in the medium term, the future of the market will be determined by the verdict from the international ratings agencies. A downgrade in the country’s debt rating will have a number of far-reaching consequences that will have direct and indirect impacts on vehicle prices and consumer budgets.’ The momentum of new vehicle exports was still anticipated to improve further over the balance of 2016 and into 2017, contributing positively to South Africa’s current account of the balance of payments, reinforced by lower vehicle imports on the back of declines in the domestic market. Polo Vivo shows no sign of relinquishing top spot. And still, the special editions keep on coming

TOP 10 MANUFACTURERS TOP 10 PASSENGER CARS 1 Toyota 2 Volkswagen Group 3 Ford 4 GMSA/Isuzu 5 Nissan 6 Mercedes-Benz 7 BMW Group 8 Renault 9 Mazda 10 Honda

*Ratings exclude exports

10 837 8 000 5 707 3 433 2 909 2 566 1 901 1 775 1 076 593

1 Volkswagen Polo Vivo 2 Volkswagen Polo 3 Toyota Corolla/Auris/Quest 4 Ford Fiesta 5 Toyota Fortuner 6 Ford EcoSport 7 Toyota Etios 8 Renault Sandero II 9 Toyota Avanza 10 BMW 3 Series

2 822 2 426 2 061 1 190 1 180 987 947 625 572 487

Mercedes-Benz (2 566), AMH & AAD (Hyundai, Kia, Daihatsu, Foton and Chery) (4 749) as well as Great Wall Motors (28) do not disclose individual model sales to NAAMSA. Aggregate figures are included in the totals:

TOP 5

LIGHT COMMERCIAL VEHICLES

1 Toyota Hilux 3 063

2 Ford Ranger 2 437

3 Toyota Quantum 1 329

*New car sales statistics are issued jointly by the National Association of Automobile Manufacturers of South Africa (NAAMSA) and Lightstone Auto FOR COMPLETE INDIVIDUAL MODEL SALES SPREADSHEETS LOG ON TO CAR SALES AT TOPCAR.CO.ZA 104

TOPCAR.CO.ZA | December 2016

4 Chev Utility 1 126

5 Nissan NP200 1 020

HOW ARE YOU DOING? Veralda Schmidt, PR Manager for NISSAN SOUTH AFRICA

EVERY MONTH NISSAN sits comfortably in the top five manufacturers on the local sales charts, offering a variety of vehicles across three brands and pioneering the slow but steady introduction of Electric Vehicles (EVs) to the local market. We asked Veralda Schmidt, PR Manager for Nissan South Africa, what we can expect from the company in the short to medium term. It’s a tough environment for new car sales at present. What’s the current state of the Nissan nation? In this current economic climate we find that customers are stretching out their usual vehicle replacement cycles. This results in new vehicle sales slowing down, and often causes private buyers to rather buy an LCV than a passenger vehicle. You will see from the NAAMSA figures that the Nissan NP200 holds its own and that sales in that segment remain steady. The same can be said for the NP300 Hardbody. Datsun launched the GO+ at the recent Festival of Motoring and the first month of sales are beyond expectations. This month will see the introduction of the Datsun panel van, which packs a very attractive package for the business owner. The recent Kinsey Report saw the Nissan Group with more podium finishes than any other manufacturer What can we expect from Nissan in terms of new product in the next 12 months? 2017 will see facelifts of some of our crossovers and Micra will receive certain upgrades. Special versions of NP300 Hardbody and NP200 will also bring some attractive options for the bakkie owner looking for leisure applications or who wants to make sure their bakkie is their best business partner. The launch of the new Navara is imminent. Why the lengthy delay in bringing in the new Navara? The new Navara is a very important global

model and because of its application, it requires a great deal of local testing and possible local adaptation before it can be introduced. This is especially true in SA and the continent as a whole, where the demands on a bakkie include uncompromising durability, reliability, quality and a high level of luxury. With such thorough preparation and testing, you can be assured that the new Navara will be perfectly suited for the local climate, road conditions and customer demands. Nissan has one of the most varied model line-ups in the business, with everything from a Micra to a GT-R with vehicles such as Sentra, Juke and Patrol in between. How do you gel so much variation in design, performance, age and origin into one cohesive brand message? Our strapline is ‘Innovation that Excites’. With such a varied line-up the Nissan group of companies certainly brings mobility for all, offering the private and commercial customer a Nissan for every need or job. It certainly is a strength to have such a comprehensive product range. Have you given up on the C-segment hatchback market? Definitely not. Bear in mind that both the Juke and Qashqai are crossovers, but also hatchbacks. But there are certainly plans to attend to the hatch market segment and more details will be communicated once product has been secured.

There has been a massive push for electric vehicle development in Europe recently which can only help to increase battery range and reduce costs, the two biggest hurdles to EV sales in SA. As the EV pioneer in SA, what needs to happen for a surge in electric car sales here? As the pioneer of EVs, we are excited that other marques are entering the market, resulting in a greater public charger infrastructure. South African consumers are reluctant to adopt EV technology, range anxiety being their biggest concern. The average consumer drives about 60km a day, but zero emissions mobility is regarded as costly or inconvenient. However, as soon as a customer steps into an EV, they realise it is merely a mind shift. Many factors play a role here including high import duties since EVs are regarded as luxury vehicles, our government does not offer rebates for EV drivers, and intended investment in charging infrastructure has not happened. However, with our EV partners, we are confident that the concept will find favour. Can you make a definitive statement about the future of the Infiniti brand in SA? Infiniti is a premium brand and part of the Nissan Group of Africa. Details of new product will also be announced once confirmations are in place. How many dealerships do you have across the country? 116 INTERVIEW BY MIKE MONK

Properly sorted, prepared and tested for local conditions, Navara finally makes its way here in 2017

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SEGMENT REVIEW

EXECUTIVE COMPACT SEDANS

NAPOLEON Not everyone looking for a three-box sedan wants a luxo-barge. A new generation of smaller hipsters recall the age of the original BMW 3 Series, offering traditional practicality with a touch more street cred than their lardier brethren.

By Peter Frost

T WAS A head-to-head South Africa didn’t get to fully enjoy, the battle between the original BMW 3 Series and the Mercedes-Benz 190E. The oil crisis of 1973 prompted the introduction of the BMW, a canny decision that doubled Munich’s global sales and started a trend towards sophisticated small sedans. Mercedes-Benz’s answer was the classy 190E and the rest is history. Now, 40 years later, the wheel has turned – the world is seemingly once again ready for compact executives.

Audi A3 1.4 TFSI Anyone familiar with the A3 hatch will instantly recognise the interior of the sedan and that’s a good thing; few cars are as ergonomically sorted and none as beautifully screwed together as this best seller. The obvious difference, that 425-litre boot has the happy side effect of improving the overall balance of the platform. Which is a remarkable achievement because there was little wrong with the balance of the bootless hatch in the first place. Explaining the drive of the sedan is difficult – it’s one of those cars that’s just ‘right’, an ineffable something that comes from a combination of throttle response, steering and suspension setup and weight distribution. The base model now makes use of VW Group’s 1.0-litre threecylinder turbo but the revised 1.4 TFSI with 110kW and cylinder on demand tech is a jewel, quick enough despite the small capacity and as tractable as a 2.0-litre, in most situations. The 228kW S3 is a revelation of course, but stratospherically expensive and truthfully, much of what it offers is available for a lot less money lower down the model line-up. 106

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2017 A3 sedan updates subtle, overall package unchanged

GOOD FOR: One-upmanship WE LIKE: Human sized, excellent dynamics NOT SO SURE: Silly price

BOTTOM LINE: A4 attributes without the bulk

> ENGINE 1 395cc 4cyl turbo petrol, 110kW, 250Nm > PERFORMANCE 8.2sec 0-100kph, 224kph top speed, 5.0ℓ/100km, 114g/kg CO2 > WARRANTY 1-year, unlimited km > SERVICE PLAN 5-year/100000km > PRICE TBA (R403 500 pre-facelift)

COMPLEX Mercedes-Benz CLA 200 auto Based on the A-Class platform, Merc’s smallest sedan is aimed squarely at an emerging market of young urban trendies for whom obvious design is crucial; no surprise then that the CLA is highly valued in design-heavy ’hoods, but sniffed at in old-money areas. Underneath the weirdly individualistic styling (that curious downward dog waistline and low slung rear) is a car with a decent sized boot (470 litres) and a very different interior to the Audiesque minimalism currently in vogue. In other words, full of switchgear and buttons, a busy place as well as a bit tight, thanks to that low roofline. On the road it is harder than most small sedans in this segment, despite recent tweaks to the suspension and the slightly woolly 7-speed automatic box is best left to its own devices. Steering is not as communicative as the sister A-Class. Good for lifestyle aspirants then, but no driver’s car.

GOOD FOR: Trainee DJs WE LIKE: Distinctive looks, dependable NOT SO SURE: Too distinctive for some, cramped in the back, sillier price than even the Audi

BOTTOM LINE: One of the most obviously ‘designed’ cars of the past five years, appeals to creatives

> ENGINE 1 595cc 4cyl turbo petrol, 115kW, 250Nm > PERFORMANCE 8.2sec 0-100kph, 230kph top speed, 5.7ℓ/100km, 133g/kg CO2 > WARRANTY 2-year, unlimited km > SERVICE PLAN 6-year/100000km > PRICE R482 712

GOOD FOR: Growing families WE LIKE: Plenty of space, very comfortable, eager engine, visual purity NOT SO SURE: Lacks cachet of the premium brands

VW Jetta 1.4TSI Highline Jetta’s raison d’etre has always been the big boot and this generation delivers – 510 litres is a chunk of luggage. It’s spacious too, with that decent 2651mm wheelbase. Obviously there’s a brand issue here, Volkswagen less aspirational than Mercedes, Audi and BMW, but we are in the age of Very Good Cars and Jetta deserves to be considered on merit alone. Why? Quality is excellent, ergonomics are second only to

Audi, interior space is well utilised and the 1.4TSI engine is a gem, quiet and responsive. A visual refresh arrives in 2017, but there’s nothing inherently wrong with the almost monastic simplicity of the current exterior design, a purity of form that has no time for extraneous lines or rubbishy flourishes. Owners love them, and there’s a strong argument for buying a top of the range Jetta rather than a base model CLA.

BOTTOM LINE: High-spec petrol flagship fully loaded, better than a low-spec premium brand option

> ENGINE 1 390cc 4cyl turbo petrol, 110kW, 250Nm > PERFORMANCE 8.6sec 0-100kph,

220kph top speed,

5.2ℓ/100km, 119g/kg CO2 > WARRANTY 3-year/100 000km > SERVICE PLAN 5-year/90 000km > PRICE R375 700

THE SECOND-HAND OPTION Sedans are a good buy because they have generally been well looked after, booted cars attracting the kind of buyer less inclined to put their car over a drop-off on a Saturday night. Choose well and prices can also be considerably cheaper than their hatchback siblings, fashion dictating that the hatch is hero. It’s no surprise that the Polo Vivo is the country’s top-selling small three-box sedan, followed by the Nissan Almera and Chevrolet Sonic. Further up the exclusivity ladder the VW Jetta is favourite, along with the (previous generation) Honda Civic. Our pick of the crop would be a left-field choice, but bear with us; for R100k less than the cheapest Audi A3 sedan 108

TOPCAR.CO.ZA | December 2016

a nearly new Mazda6 2.2D Atenza offers a lot more space, bulletproof reliability, a dynamic drive, excellent economy and is stylish to boot. Regular readers will know we ran one in our long-term fleet and were impressed no end. Why is it so reasonable? Mazda has decided not to continue offering it in South Africa. Get your head around that and the positives are many. Prices? A 129kW/420Nm 2015 2.2D Atenza automatic with 15 000km on the clock was listed with a dealer for R320 000, but a quick call brought that price down to under R300k, without trying very hard. Balance of original 3-year unlimited service and warranty plans included, so the deal is seductive indeed. Did we say we loved it?

SEGMENT REVIEW

BMW 220i Sport All the noise recently has been about the M2, a return to purity for Munich, but the base model 220i is, in its way, just as much a return to simplicity. And less is certainly more here – the turbocharged 2.0-litre suits the smaller shell, is well-balanced and, allied to the slick manual gearbox, makes for a satisfying driving experience. Think of it as a retro drive, a no-nonsense, direct relationship between driver and chassis. It’s planted, feels ‘heavy’ on the road, is comfortable but sharp with excellent direct steering – grand for cross-country jaunts. There is plenty of room inside, back and front, thanks to those bulbous looks, which translate into better hip, elbow and headroom. Yes it’s a two-door and actually a coupe, but rear entry and exit is good and it’s hardly claustrophobic back there. Yesteryear’s GOOD FOR: E30 3 Series and very welcome in a line-up of Ambitious racers increasingly bloated models. WE LIKE:

Dynamics, style, ergonomics NOT SO SURE: Interior works well, but oh so dull, predictable options premium

BOTTOM LINE:

Polished, useful in the corners, a competent base-model Beemer

> ENGINE 1 998cc 4cyl turbo petrol, 135kW, 290Nm > PERFORMANCE 7.1sec 0-100kph, 235kph top speed, 5.7ℓ/100km, 131g/kg CO2 > WARRANTY 2-year, unlimited km > SERVICE PLAN 5-year/100 000km > PRICE: R465 554

Mazda3 2.0 Astina More a notchback than a regular sedan, the 3 makes the grade here thanks to its bulletproof nature and vastly improved ride and handling characteristics. And it has a degree of aspiration about it in its latest guise, pretty to behold, substantial, a worthy flagship after the discontinuation of the Mazda 6 locally. The good news is it is available for as little as R275 200, a properly good deal for a quality car. In Astina spec it employs a 121kW 2.0-litre naturally aspirated engine, 18-inch wheels that add visual gravitas and all the interior bells and whistles you could wish for. It’s a seductive proposition – fully loaded, good looking, bulletproof, 3-year, unlimited distance service plan, for far less than the price of a very spartan BMW 220i.

GOOD FOR: Long-term ownership WE LIKE: Naturally aspirated engine, tough, smart interior, cruising ability NOT SO SURE: Wooden steering

EXECUTIVE COMPACT SEDANS

H o n d a Civ i c 1 . 5 T E x e c u t iv e Honda’s latest Civic sedan (the hatch arrives next year) is a paradigm shift or a return to form, depending on your age and memory. Certainly it ramps up quality, looks awesome, is C/D-segment big and even goes rather well. The CVT gearbox is less irritating than its ilk and the blown 1.5-litre produces the goods when asked (that 8.2 second time GOOD FOR: is achievable). Handling Grown-up gamers is decent too, thanks to a WE LIKE: lower centre of gravity and Quality, independent suspension. space,design Dialled-in feel for the NOT SO SURE: steering is fun too, as long Price, CVT-only as you can get past the raft of driver aids meant to keep you safe and sound. But what’s with the price?

BOTTOM LINE: Hugely improved but hugely expensive too

> ENGINE 1 498cc 4cyl petrol turbo, 127kW, 220Nm > PERFORMANCE 8.2sec 0-100kph, 200kph top speed, 5.9ℓ/100km, 139g/kg CO2 > WARRANTY 5-year/200 000km > SERVICE PLAN 5-year/90 000km > PRICE R460 000

BOTTOM LINE: Beautifully built long-termer, should give years of fuss-free service

> ENGINE 1 998cc 4cyl petrol, 121kW, 210Nm > PERFORMANCE 8.9sec 0-100kph, 195kph top speed, 5.8ℓ/100km, 139g/kg CO2 > WARRANTY 3-year, unlimited km > SERVICE PLAN 3-year, unlimited km > PRICE R378 500

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110

The good, The bad and The ugly The WoRld’S PunChIeST buyIng guIde Vehicle pricing and data supplied by Entries in red are TopCar ’s actual test figures. Verdicts are TopCar ’s own opinions. L/100: combined cycle fuel consumption in litres per 100km P/T: Powertrain details – cylinders/capacity in litres plus T - Turbo, S - Supercharged, TD - Turbo Diesel, e - Hybrid Electric NB! Prices include CO2 emissions tax where applicable and should be seen as indicative only

M - Manual A - Automatic S - Automated manual D - Dual-clutch automated manual C - Continuously variable / followed by the number of ratios lAST uPDATED On 17 OCTOBEr 2016

neW ModelS ThIS MonTh HONDA BR-V The Mobilio is dead, long live the BR-V. Looks like a stubby-nosed Subaru Forester, but seats seven and only costs (from) R238 900

AUDI A3 SPORTBACK Face-lifted Sportback features a revised engineline-up, new driver assistance systems and redesigned head- and taillights. you can also now option in audi’s virtual cockpit digital display

VOLVO S90 Sweden’s new luxury sedan is now available to order. priced from just R675 200, it might just give the Germans a bloody nose

CHEVROLET TRAILBLAZER Mid-life refresh includes a boost in cabin sophistication and a nosejob that transforms the ’Blazer’s visual persona

THE GOOD, THE BAD & THE UGLY abaRTh

S3 quattro

VERDICT | Slightly mad, entirely loveable 500

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

500 595 turismo 1.4T

362 900

6.5 155

7.4

4/1.4T

118 230

M/5

500 595 turismo 1.4T auto

378 900

6.5

151

7.6

4/1.4T

118 230

S/5

500C 595 turismo 1.4T

414 900

6.5 155

7.4

4/1.4T

118 230

M/5

500C 595 turismo 1.4T auto

430 900

6.5

7.6

4/1.4T

118 230

S/5

151

6.9 159 5.2

4/2.0T

206 380

D/6

1.0TFSI

398 500

4.5 104 9.9

3/1.0T

200

M/6

1.0TFSI auto

417 000

4.5 104 9.9

3/1.0T

200

D/7

A6 / s6 / Rs6

1.4TFSI

419 500

4.6 107 8.2

4/1.4T

110 250

M/6

1.8TFSI SE

662 000

5.7 133

140 320

D/7

4/1.4T

alfa RoMeo

VERDICT | fine golf alternative; stylish and grippy PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

1.4 Turbo

319 900

6.2 144 9.4

4/1.4T

215

M/6

1.4 Turbo Super

362 900

6.2 144 9.4

4/1.4T

215

M/6

1.4 Turbo Super auto

412 900

4.9

7.7

4/1.4T

125 250

D/6

1750 Turbo Veloce

479 900

6.8 157 6.0

114

4/1.7T

177 340

D/6

4C 4C

PRICE

Spider

1 340 900

L/100 Co2 0-100 6.9 161 4.5

P/T 4/1.7T

KW NM GEAR 177 350

D/6

aSTon MaRTIn coupé POA

13.8 321 4.9

V8/4.7

313 470

M/6

V8 Vantage auto

POA

12.9 299 5.3

V8/4.7

313 470

S/7

V8 Vantage S

POA

13.8 321 4.5

V8/4.7

321 490

M/6

V8 Vantage S auto

POA

12.8 296 4.5

V8/4.7

321 490

S/7

V12 Vantage S

POA

14.7 343 3.9 V12/5.9 421 620

S/7

V8 Vantage

POA

13.8 321

5.1

V8/4.7

M/6

V8 Vantage auto

POA

12.9 299

5.1

V8/4.7

313 470

S/7

V8 Vantage S

POA

13.8 321 4.5

V8/4.7

321 490

M/6

V8 Vantage S auto

POA

12.8 296 4.5

V8/4.7

321 490

S/7

V12 Vantage S

POA

14.7 343 4.0 V12/5.9 421 620

S/7

roadster 313 470

RapIDE S VERDICT | Tight in the back, but you’ll be driving anyway RAPIdE

PRICE

Rapide S

POA

L/100 Co2 0-100

P/T

KW NM GEAR

14.3 332 4.9 V12/5.9 410 620

A/6

DB11 dB11

PRICE

coupé

POA

L/100 Co2 0-100

P/T

KW NM GEAR

14.1 290 3.9 V12/5.2T 447 700

A/8

VaNquISh

111

8.2

110 250

D/7

2.0TDI SE

695 500

4.2 109 8.2 4/2.0TD 140 400

D/7

8.3 4/2.0TD 110 340

D/6

3.0TDI SE

733 500

4.7

122

7.1 V6/3.0TD 160 400

D/7

2.0TFSI

437 000

5.5 126 6.9

4/2.0T

140 320

M/6

2.0TFSI quattro

822 500

5.9

171

6.7

185 370

D/7

2.0TFSI auto

455 000

5.6 126 6.8

4/2.0T

140 320

D/7

S6 quattro

1 161 500

9.2 214

4.4 V8/4.0T 331 550

D/7

228 400

D/7

RS6 Avant quattro

1 554 500

9.8 223 3.9 V8/4.0T 412 700

A/8

S3 quattro

646 000

6.5 149 4.6

4/2.0T

1.4TFSI S

403 500

5.3 122 9.4

4/1.4T

200

M/6

1.4TFSI S auto

420 500

5.0

4/1.4T

200

D/7

1.4TFSI SE

425 500

5.3 122 9.4

4/1.4T

200

M/6

1.4TFSI SE auto

442 500

5.0

4/1.4T

200

D/7

2.0TFSI quattro

955 500

1.6TDI S auto

442 500

3.9 102 10.8 4/1.6TD

250

D/7

3.0TDI quattro

1 012 000

1.8TFSI SE

445 500

5.8 135

116 116

9.3 9.3 7.2

4/1.8T

132 250

M/6

4/1.8T

VANquIsh

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

coupé

POA

12.8 298 3.8 V12/5.9 424 630

A/8

Volante

POA

12.8 298 4.0 V12/5.9 424 630

A/8

7.3

132 250

D/7 D/6

VERDICT | Competent, pretty gT, but no sports saloon

4/1.8T

132 280

D/6

S3 quattro

638 500

6.9 159 5.0

4/2.0T

206 380

D/6

3.0TDI BiT quattro

1 145 500

6.1

1.4T S

510 500

5.3 124 10.2 4/1.4T

200

M/6

S7 quattro

1 295 000

9.3 215

4.6 V8/4.0T 331 550

D/7

1.4T S auto

527 500

5.1

200

D/7

RS7 quattro

1 757 000

9.5 221 3.9 V8/4.0T 412 700

A/8

1.8T SE

545 500

6.0 140

7.7

132 250

M/6

1.8T SE auto

562 500

5.8 133

7.8

4/1.8T

132 250

D/7

a8 / S8 / a8 L

S3 quattro

738 500

7.1

165 5.4

4/2.0T

206 380

D/6

VERDICT | Packed with tech. Still needs board approval

120 10.2 4/1.4T

q3 / Rs q3

4/1.8T

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

466 000

5.5 133 9.2

4/1.4T

110 250

M/6

1.4TFSI S auto

483 500

5.8 138 8.9

4/1.4T

110 250

D/6

2.0TDI S

523 500

4.9 128 9.3 4/2.0TD 110 340

D/7

2.0TFSI quattro

578 000

6.5 150

7.6

132 320

D/7

2.0TDI quattro

597 000

5.3 139

7.9 4/2.0TD 135 380

4/2.0T

D/7

RS Q3 quattro

882 500

8.4 198 4.8

5/2.5T

250 450

D/7

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

1.4TFSI

476 500

5.2 123

8.7

4/1.4T

110 250

M/6

1.4TFSI auto

494 500

4.9

114

8.5

4/1.4T

110 250

D/7

2.0TFSI

536 500

4.9

112

7.3

4/2.0T

140 320

D/7

2.0TDI

559 000

4.1

107

7.7 4/2.0TD 140 400

D/7

2.0TFSI quattro

666 000

6.2

141

5.8

D/7

4/2.0T

185 370

q5 / Sq5 PRICE

P/T

KW NM GEAR

301 500

4.2

97 10.9 3/1.0T

160

M/5

1.0TFSI SE auto

319 000

4.4 102 10.9 3/1.0T

160

D/7

1.4TFSI SE

327 500

4.9

115

8.8

200

M/6

1.4TFSI SE auto

345 000

4.9

112

8.8

4/1.4T

200

D/7

1.8TFSI Sport

419 500

5.6 129 6.8

4/1.8T

141 250

D/7

S1 quattro

499 500

7.0

4/2.0T

170 370

M/6

162 5.8

4/1.4T

sportback 1.0TFSI S

293 500

4.2

11.1 3/1.0T

160

M/6

1.0TFSI S auto

311 000

4.4 102 11.1 3/1.0T

160

D/7

1.0TFSI SE

309 000

4.2

11.1 3/1.0T

160

M/6

1.0TFSI SE auto

326 500

4.4 102 11.1 3/1.0T

160

D/7 M/6

1.4TFSI SE

335 000

5.1

118

8.9

200

1.4TFSI SE auto

352 500

4.9

112

8.9

4/1.4T

200

D/7

1.8TFSI Sport

427 000

5.6 129 6.9

4/1.8T

141 250

D/7

S1 quattro

506 500

7.1

4/2.0T

170 370

M/6

166 6.4

4/1.4T

A3 / s3 / Rs3

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

3-door 1.2TFSI S

376 000

4.9

114 10.3 4/1.2T

1.4TFSI S

386 000

5.2 120 9.3

4/1.4T

1.4TFSI S auto

403 000

4.9

4/1.4T

114

9.2

194 4.7 V8/4.1TD 283 850

A/8

S8 quattro

1 695 000

9.6 225 4.25 V8/4.0T 382 650

A/8

3.0TDI quattro

1 481 500

6.0 158

A/8

4.2TDI quattro

1 849 000

7.5

197 4.9 V8/4.1TD 283 850

A/8

6.3 W12 quattro

2 252 000

11.3 264 4.6 W12/6.3 368 625

A/8

A8 L 6.1 V6/3.0TD 190 580

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

5.2 V10 quattro

2 735 500

11.4 272 3.5 V10/5.2 397 540

D/7

5.2 V10 plus quattro

3 089 000

12.3 287 3.2 V10/5.2 449 560

D/7

benTley

CoNTINENTaL GT PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

coupé

132 320

M/6 D/7

GT V8 S

3 791 000

10.5 246 4.5 V8/4.0T 389 680

A/8

2.0TFSI SE quattro

724 500

7.9

A/8

GT W12

3 909 000

14.1 327 4.5 W12/6.0T 434 720

A/8

3.0TFSI SE quattro

821 000

8.5 199 5.9 V6/3.0S 200 400

A/8

GT Speed W12

4 163 000

14.5 338 4.2 W12/6.0T 467 820

A/8

3.0TDI SE quattro

843 000

6.4 169 6.5 V6/3.0TD 180 580

D/7

6.6

A/8

GT V8

3 794 000

10.9 254 5.0 V8/4.0T 373 660

A/8

GT V8 S

4 168 000

10.9 254 4.7 V8/4.0T 389 680

GT W12

4 165 000

14.2 330 4.7 W12/6.0T 434 720

A/8

GT Speed W12

4 577 000

14.9 347 4.4 W12/6.0T 467 820

A/8

1 006 500

174 184

174

8.5 7.1

4/2.0T 4/2.0T

165 350

5.1 V6/3.0TD 240 650

TT VERDICT | Sharper looks, tech and drive for 3rd-gen TT TT

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

4/2.0T

D/6

VERDICT | Pretty and practical but feeling its age PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

sportback

3 562 000

10.5 246 4.8 V8/4.0T 373 660

A/8

convertible A/8

FLyING SpuR VERDICT | Punchier and prettier new four-door Conti FLYING sPuR

PRICE

L/100 Co2 0-100

P/T

KW NM GEAR

3 622 000

10.9 254 5.2 V8/4.0T 373 660

A/8

W12

4 009 000

14.7 343 4.6 W12/6.0T 460 800

A/8

BENTayGa VERDICT | The world’s fastest, most luxurious lorry

1.8TFSI SE

556 000

5.8 136 8.2

4/1.8T

125 320

M/6

BENTAYGA

PRICE

1.8TFSI SE auto

573 000

5.9 136 8.4

4/1.8T

125 320

C/V

W12

3 987 000

2.0TDI SE

603 000

4.8 127

7.9 4/2.0TD 130 380

C/V

5.9 138

L/100 Co2 0-100 12.8 292

P/T

KW NM GEAR

4.1 W12/6.0T 447 900

A/8

MuLSaNNE

2.0TFSI SE

636 000

7.0

4/2.0T

165 350

C/V

2.0TFSI quattro

663 500

6.6 152 6.5

4/2.0T

165 350

D/7

3.0TDI quattro

783 000

5.8 152 6.2 V6/3.0TD 180 500

D/7

3.0TFSI quattro

786 000

7.7

178

6.0 V6/3.0S 200 400

D/7

MuLsANNE

PRICE

Mulsanne

6 152 000

14.6 342 5.3 V8/6.8T 377 1020 A/8

S5 quattro

921 500

7.7

179

5.1 V6/3.0S 245 440

D/7

Mulsanne Speed

6 739 000

14.6 342 4.9 V8/6.8T 395 1100 A/8

562 000

5.7 134

7.9

4/1.8T

125 320

M/6

1.8TFSI SE auto

579 000

5.8 134 8.2

4/1.8T

125 320

C/V

2.0TDI SE

606 500

4.7

7.8 4/2.0TD 130 380

C/V

coupé 1.8TFSI SE

123

VERDICT | build an uber-bentley? They nailed it

5.9 138 6.8

4/2.0T

165 350

C/V

6.6 152 6.4

4/2.0T

165 350

D/7

1 sERIEs

3.0TDI quattro

785 000

5.8 152 6.2 V6/3.0TD 180 500

D/7

3.0TFSI quattro

787 000

7.5

174

5.8 V6/3.0S 200 400

D/7

5-door

7.7

178

4.9 V6/3.0S 245 440

10.5 246 4.48 V8/4.2

331 430

D/7 D/7

cabriolet

KW NM GEAR

VERDICT | Joy is in the eye of the steering wheel holder

639 500 666 500

921 000

P/T

bMW

2.0TFSI SE

1 198 000

L/100 Co2 0-100

1 SERIES

2.0TFSI quattro

RS5 quattro

VERDICT | Quality cabin and powertrains, added agility

A/8

7.4

7.5

S5 quattro

a3 / S3 / RS3

5.9 155 5.9 V6/3.0TD 190 580

1 662 000

6.0 159 9.0 4/2.0TD 130 380

A5 / s5 / Rs5

1.0TFSI SE

1 297 500

4.2TDI quattro

661 500

a5 / S5 / RS5

D/7

KW NM GEAR

634 500

VERDICT | Top marks for audi’s premium baby

160

P/T

A/8

2.0TFSI S quattro

a1 / S1

L/100 Co2 0-100

D/7

2.0TDI S quattro auto

D/6

4.4 102 10.9 3/1.0T

162 5.2 V6/3.0TD 235 650

GT V8

D/6

303 500

KW NM GEAR

3.0TDI quattro

CoNTINENTAL GT

L/100 Co2 0-100

210 380

1.0TFSI S auto

P/T

5.2 136 5.7 V6/3.0TD 200 580

VERDICT | heavyweight gT ageing like fine wine

VERDICT | a happy home for quattro

169 370

M/5

PRICE

L/100 Co2 0-100

VERDICT | Sharper suit, same nat-asp V10 brilliance

VERDICT | looks like yesterday, drives like tomorrow

169 370

160

1 039 500

4/2.0T

PRICE

A8 / s8

1.4TFSI S

A7 / s7 / Rs7 sPoRTBACK 3.0TDI quattro

A8 / s8 / A8 L

151 5.82 4/2.0T

KW NM GEAR

A/8

8.4 4/2.0TD 110 320

118

164 4.8

P/T

A/8

4.5

7.1

97 10.9 3/1.0T

KW NM GEAR 185 370

5.6 129

6.4

4.2

4/2.0T

6.5 149 6.8

6.3 148 6.0

L/100 Co2 0-100

169 6.9

510 500

743 000

286 000

7.3

P/T

6.3 164 6.9 V6/3.0TD 183 600

462 500

691 000

PRICE

L/100 Co2 0-100

484 000

601 000

3-door

PRICE

1.8TFSI SE auto

2.0TFSI

1.0TFSI S

VERDICT | lord of the Rings: Return of the Q-car king

2.0TDI SE auto

2.0TFSI quattro

A1 / s1

1.8TFSI quattro

TTS 2.0T quattro

audI

4/2.0T

a7 / S7 / RS7 SpoRTBaCk

SQ5 TDI quattro

VERDICT | aston presses Ctrl alt f12. Real ferrari rival

KW NM GEAR

116

q5 / sq5

VERDICT | The aston Martin we’ve all been waiting for

P/T 4/1.8T

4.8

VERDICT | Subtle tweaks make for the best Vantage yet

V8 Vantage

7.9

4.4

VERDICT | So much better to drive than it looks

L/100 Co2 0-100 CYL/CC KW NM GEAR

L/100 Co2 0-100

438 000

VaNTaGE

PRICE

489 000

q3 / RS q3

VANTAGE

VERDICT | bland but big and beautifully engineered

1.4TFSI auto

cabriolet

VERDICT | Carbon alfa not quite a 718 boxster-beater

a6 / S6 / RS6

2.0TDI

sedan

GIuLIETTa GIuLIETTA

621 000

sportback

500

PRICE

L/100 Co2 0-100 5.3 123 8.5

P/T

KW NM GEAR

118i

399 742

3/1.5T

100 220

118i auto

420 200

5.1

119

8.7

3/1.5T

100 220

A/8

120i

424 354

5.7

131

7.1

4/2.0T

135 290

M/6 M/6

120i auto

444 584

5.5 126

7.1

4/2.0T

135 270

A/8

1.8TFSI SE

632 000

6.2 143 8.7

4/1.8T

125 320

M/6

120d

463 700

4.1

108

7.1 4/2.0TD 140 400

M/6

1.8TFSI SE auto

649 000

6.2 143 8.9

4/1.8T

125 320

C/V

120d auto

484 500

3.9 103

7.0 4/2.0TD 140 400

A/8

175

M/6

2.0TDI SE

692 000

5.0 132 8.3 4/2.0TD 130 380

C/V

125i auto

502 340

5.7 130

6.1

4/2.0T

165 310

A/8

200

M/6

2.0TFSI SE

724 000

6.3 148

7.4

4/2.0T

165 350

C/V

M140i

613 226

7.8

179

4.8

6/3.0T

250 500

M/6

200

D/7

2.0TFSI quattro

752 500

6.9 159

7.2

4/2.0T

165 350

D/7

M140i auto

634 602

7.1

163 4.6

6/3.0T

250 500

A/8

1.6TDI S

425 000

3.9 102 10.7 4/1.6TD

250

D/7

3.0TFSI quattro

874 500

7.8

181 6.3 V6/3.0S 200 400

D/7

1.8TFSI SE

428 000

5.8 135

7.1

4/1.8T

132 250

M/6

S5 quattro

1 011 000

7.9

184 5.4 V6/3.0S 245 440

D/7

1.8TFSI SE auto

445 000

5.6 130

7.2

4/1.8T

132 250

D/7

RS5 quattro

1 291 500

10.7 249 4.9

1.8TFSI quattro

493 000

6.6 152 7.94 4/1.8T

132 280

D/6

V8/4.2

331 430

D/7

112 2 sERIEs ACTIVE TOURER VERDICT | Niche-filling front-wheel drive ‘B-Class’ 2 serIes AcTIVe Tourer

PrIce

L/100 co2 0-100

P/T

121

9.3

430 914

5.2

3/1.5T

100 220

218i auto

451 828

5.2 122 10.11 3/1.5T

100 220

A/6

220i

457 780

6.0 140

7.5

4/2.0T

141 280

M/6

220i auto

477 782

5.7

133

7.4

4/2.0T

141 280

A/8

220d

485 400

4.5

117

7.6 4/2.0TD 140 400

M/6

220d auto

506 200

4.3

114

7.5 4/2.0TD 140 400

A/8

225i auto

507 552

5.9 138 6.6

4/2.0T

170 350

M/6

A/8

2 sERIEs / M2 VERDICT | Slinkier, sportier 1 Series 2 serIes / M2

PrIce

L/100 co2 0-100

P/T

GeAr coupé 220i

465 554

5.7

131

7.1

4/2.0T

135 290

M/6

220i auto

485 784

5.5 126

7.2

4/2.0T

135 270

A/8

220d

499 300

4.1

107

7.1 4/2.0TD 140 400

M/6

220d auto

520 100

4.0 104

7.0 4/2.0TD 140 400

A/8

230i

508 508

6.2 142

5.8

4/2.0T

M/6

230i auto

527 940

5.7

130 5.6

4/2.0T

185 350

A/8

M240i

631 626

7.8

179

4.8

6/3.0T

250 450

M/6

M240i auto

653 002

7.1

163 4.6

6/3.0T

250 450

A/8

859 606

8.5 199 4.5

6/3.0T

272 500

M/6

M2 auto

914 010

7.9

185 4.3

6/3.0T

272 500

D/7

220i

548 366

6.1

139

7.5

4/2.0T

135 290

M/6

220i auto

568 254

5.7

131

7.7

4/2.0T

135 270

A/8

convertible

230i

590 706

6.5 149

6.1

4/2.0T

185 350

M/6

230i auto

610 138

6.0

5.9

4/2.0T

185 350

A/8

M240i

722 466

8.3 189 4.9

6/3.0T

250 450

M/6

M240i auto

743 386

7.4

6/3.0T

250 450

A/8

137 169

4.7

X1 PrIce

L/100 co2 0-100

A/8

8.3 193 5.6

A/8

6/3.0T

225 400

P/T

KW NM

1 214 356

7.5

640d

1 257 464

5.5 146 5.93 6/3.0TD 230 630

650i

1 593 706

8.6 199 5.42 V8/4.4T 330 650

A/8

VERDICT | A 4 to beat every Audi A5

1 897 668

9.9 232 4.2 V8/4.4T 412 680

D/7

4 serIes / M4

2 044 954

9.9 232 3.9 V8/4.4T 441 700

D/7

KW NM GeAr

M6 Competition

420i

572 896

5.8 134

7.5

4/2.0T

135 290

M/6

640i

420i auto

592 898

5.5 127

7.7

4/2.0T

135 270

A/8

420d

607 900

4.2

111

7.5 4/2.0TD 140 400

M/6

420d auto

628 700

4.0 106

7.3 4/2.0TD 140 400

A/8

PrIce

L/100 co2 0-100

P/T

174

5.4

6/3.0T

235 450

A/8 A/8

convertible

Gran coupé

1 259 384

7.6

176

5.5

6/3.0T

235 450

A/8

650i

1 631 832

8.9 208 4.93 V8/4.4T 330 650

A/8

1 942 266

10.3 239 4.47 V8/4.4T 412 680

D/7

M6 Competition

2 104 566

10.3 239 4.0 V8/4.4T 441 700

D/7

430i

658 422

6.1

143 5.9

4/2.0T

185 350

M/6

430i auto

677 626

5.5 129 5.8

4/2.0T

185 350

A/8

440i auto

820 976

6.6 154

5.1

6/3.0T

240 450

A/8

VERDICT | tech-laden limo a treat from every seat 7 serIes

PrIce

420i

572 996

5.8 134

7.3

4/2.0T

135 290

M/6

740i

1 382 876

6.6 154 5.5

420i auto

592 998

5.5 127

7.5

4/2.0T

135 270

A/8

730d

1 407 754

5.0

420d

607 500

4.2

111

7.3 4/2.0TD 140 400

M/8

740e eDrive

1 431 500

2.1

420d auto

628 300

4.0 106

7.1 4/2.0TD 140 400

A/8

750i

1 814 796

7.9

184 4.7 V8/4.4T 330 650

430i

657 422

6.1

143 5.9

4/2.0T

750Li

1 958 138

8.0 187

430i auto

676 626

5.5 129 5.8

440i auto

820 976

6.6 154 5.0

1 152 976

8.8 204 4.3

M4 auto

1 207 836

M4 Competition

1 288 876

8.8 204 4.2

M4 Competition auto

1 343 736

8.3 194 4.0

420i

670 450

6.2 145 8.2

4/2.0T

420i auto

690 224

5.8 136 8.4

4/2.0T

135 270

A/8

430i

776 576

6.6 154 6.4

4/2.0T

185 350

M/6

sTAR

430i auto

795 552

5.9 138 6.3

4/2.0T

185 350

A/8

932 746

VERDICT | tempting price, credible design, but untried

7 sERIEs L/100 co2 0-100

P/T 6/3.0T

KW NM GeAr 240 450

A/8

131

6.1 6/3.0TD 195 620

A/8

5.4 4/2.0Te 240e 500e A/8 4.7 V8/4.4T 330 650

A/8 A/8

185 350

M/6

4/2.0T

185 350

A/8

6/3.0T

240 450

A/8

6/3.0T

317 550

M/6

8.3 194 4.65 6/3.0T

317 550

D/7

PrIce

6/3.0T

331 550

M/6

eDrive coupé

1 927 700

2.1

49 4.89 3/1.5+e 266 570e A/6

6/3.0T

331 550

D/7

eDrive coupé Protonic Red

POA

2.1

135 290

M/6

i8 VERDICT | 3-cylinder hybrid sports car is a revelation L/100 co2 0-100

P/T

KW NM GeAr

4.4 3/1.5Te 266e 570e A/6

convertible

440i auto

6.8 159 5.4

6/3.0T

240 450

A/8

1 308 502

9.1

4.6

6/3.0T

317 550

M/6

M4 auto

1 363 362

8.7 203 4.4

6/3.0T

317 550

D/7

M4 Competition

1 444 402

9.1

4.5

6/3.0T

331 550

M/6

M4 Competition auto

1 499 262

8.7 203 4.3

6/3.0T

331 550

D/7

213 213

PrIce

L/100 co2 0-100 8.1

P/T 4/2.0T

KW NM GeAr

sDrive18i

476 742

5.3 123

9.7

3/1.5T

100 220

M/6

xDrive20i

719 874

6.9 161

135 270

A/8

sDrive18i auto

497 884

5.4 126

9.7

3/1.5T

100 220

A/6

xDrive20d

722 226

4.9 129 8.0 4/2.0TD 140 400

A/8

sDrive20i auto

538 452

6.0 138

7.7

4/2.0T

141 280

A/8

xDrive28i

786 988

7.0

180 350

A/8

sDrive20d

522 900

4.6

120

7.9 4/2.0TD 140 400

M/6

xDrive30d

876 006

5.7 149 5.8 6/3.0TD 190 560

A/8

120

7.8 4/2.0TD 140 400

A/8

xDrive35i

886 522

8.3 193 5.5

A/8

7.4

141 280

A/8

162 6.4

CHANgAN

sTAr

PrIce

L/100 co2 0-100

P/T

KW NM GeAr

1.3

106 990

8.0 189 n/a

4/1.3

102

M/5

1.3 King cab

115 990

8.0 189 n/a

4/1.3

102

M/5

CHery

QQ3

VERDICT | X3 slips into something a little sportier

GeAr

Gran coupé 640i

VERDICT | New platform, added quality, better looks X1

5.7 149 5.9 6/3.0TD 190 560

822 022

coupé

KW NM

185 350

795 506

xDrive35i auto

4 sERIEs / M4

KW NM

GeAr 218i

xDrive30d auto

4/2.0T 6/3.0T

225 400

VERDICT | Poor man’s Chev Spark qq3

PrIce

L/100 co2 0-100

P/T

KW NM GeAr

0.8 TE

99 995

6.8 156 20.0

3/0.8

M/5

0.8 TX

104 995

6.8 156 20.0

3/0.8

M/5

1.1 TXE

114 995

5.7 133 18.5

4/1.1

M/5

sDrive20d auto

543 700

4.6

xDrive20i auto

589 092

6.4 148

xDrive20d auto

606 040

4.9 130

7.6 4/2.0TD 140 400

A/8

5 sERIEs / M5

xDrive25i auto

655 434

6.5

A/8

VERDICT | too smooth for some, but easily the best Five

5 serIes / M5

1.5 TX

149 995

7.4

176 15.1

4/1.5

140

M/5

1.5 Swag

159 995

7.4

176 15.1

4/1.5

140

M/5

151

4/2.0T 4/2.0T

170 350

3 sERIEs / M3 VERDICT | A little less involving, a lot more refined 3 serIes / M3

PrIce

L/100 co2 0-100

P/T

KW NM

GeAr 318i

467 300

5.1

119

8.9

3/1.5T

100 220

M/6

318i auto

488 100

5.0

116

9.1

3/1.5T

100 220

A/8

320i

504 712

5.5 128

7.2

4/2.0T

135 290

M/6

5.3

7.3

4/2.0T

320i auto

525 056

135 270

A/8

320d

535 300

4.0 106

7.3 4/2.0TD 140 400

M/6

320d auto

556 100

4.0 106

7.2 4/2.0TD 140 400

A/8

330i

584 722

6.1

143 5.9

4/2.0T

185 350

M/6

330i auto

603 926

5.5 129 5.8

4/2.0T

185 350

A/8

330d auto

669 726

4.9

129 5.6 6/3.0TD 190 560

A/8

340i auto M3

737 148 1 096 376

124

6.5 152

VERDICT | Better than it looks, spacious PrIce

520i

654 166

L/100 co2 0-100 6.4 139 8.0

P/T 4/2.0T

KW NM GeAr 135 270

A/8

7.9 4/2.0TD 140 400

A/8

520d

689 500

4.1

528i

787 008

6.5 142 6.3

180 350

A/8

530d

889 096

5.3 134 6.0 6/3.0TD 190 560

A/8

535i

906 086

7.6

A/8

ActiveHybrid 5

972 306

6.4 149 5.9 6/3.0Te 250e 450e A/8

109

169 5.9

4/2.0T 6/3.0T

225 400

A/8 A/8

9.9 232 4.3 V8/4.4T 412 680

D/7

VERDICT | Nosejob for Christopher robin’s soft-roader

9.9 232 4.2 V8/4.4T 423 680

D/7

1.6 TXE

VERDICT | Hated by critics, loved by (all 12) owners

P10

PrIce 767 736

L/100 co2 0-100

P/T

KW NM GeAr

5.5 144 8.9 4/2.0TD 135 380

A/8

1 151 236

8.3 194

4.1

6/3.0T

317 550

D/7

530d GT

936 762

5.8 153 6.2 6/3.0TD 190 560

A/8

1 232 276

8.8 204 4.2

6/3.0T

331 550

M/6

535i GT

954 708

8.2 192

6.1

225 400

A/8

M3 Competition auto

1 287 136

8.3 194 4.0

6/3.0T

331 550

D/7

550i GT

1 212 716

9.2 214

5.0 V8/4.4T 330 650

A/8

M3 30 Year Edition

1 523 976

8.8 204 4.3

6/3.0T

317 550

M/6

M3 30 Year Edition auto

1 578 836

8.3 194

4.1

6/3.0T

317 550

D/7

M3 Competition 30 Year Edition 1 659 876

8.8 204 4.2

6/3.0T

331 550

M/6

VERDICT | A master class in subtle evolution

M3 Competition 30 Year Ed auto 1 714 736

8.3 194 4.0

6/3.0T

331 550

D/7

139 8.0

320i GT auto

576 268

5.8 132

8.1

xDrive30d

5.6 146

P/T

KW NM GeAr

7.7 4/2.0TD 170 500

A/8

1 029 204

5.9 156 6.8 6/3.0TD 190 560

A/8

xDrive40e eDrive

1 137 000

3.3

xDrive40d

1 157 518

6.0 157 5.9 6/3.0TD 230 630

A/8

xDrive50i

1 253 356

9.6 224 5.83 V8/4.4T 330 650

A/8

6.8 4/2.0Te 230e 450e A/8

1 315 542

6.6

173 5.3 6/3.0TD 280 740

A/8

4/2.0T

135 270

A/8

1 855 332

11.1 258 4.2 V8/4.4T 423 750

A/8

M/6

4.6

120

7.8 4/2.0TD 140 380

4.3

113

7.7 4/2.0TD 140 380

A/8

340i GT auto

781 446

7.0

159

5.1

A/8

6/3.0T

240 450

i3 VERDICT | the premium-electric age starts here P/T

PrIce

xDrive35i

1 101 892

8.5 198 6.4

225 400

A/8

xDrive40d

1 215 302

6.2 163 5.8 6/3.0TD 230 630

A/8

P/T 6/3.0T

KW NM GeAr

9.7 225 4.8 V8/4.4T 330 650 6.6

5.2 6/3.0TD 280 740

A/8

11.1 258 4.75 V8/4.4T 423 750

A/8

0.0

7.3

e/elec 125e 250e A/E

eDrive REx

653 900

0.6

8.1

e/elec 125e 250e A/E

6 sERIEs / M6

174

A/8

1 497 856 1 892 932

580 400

1 320 870

L/100 co2 0-100

M50d

eDrive

VERDICT | the very essence of teutonic grand touring

VERDICT | Finally, three is more than half of Five PrIce

6 serIes

L/100 co2 0-100

P/T

GeAr xDrive20i

601 742

7.4

173 8.4

4/2.0T

135 270

M/6

xDrive20i auto

621 174

6.9 161 8.2

4/2.0T

135 270

A/8

xDrive20d auto

632 226

4.9 129

8.1 4/2.0TD 140 400

A/8

xDrive28i auto

705 988

7.0

162 6.5

4/2.0T

180 400

PrIce

L/100 co2 0-100

P/T

KW NM GeAr

coupé

KW NM

A/8

L/100 co2 0-100 8.6 201 n/a

P/T 4/1.6

160

M/5

KW NM GeAr 93

160

M/5

VERDICT | good attempt at a 15 seater. Lacks character P10

PrIce

2.0TCI

299 995

L/100 co2 0-100 11.0 263 n/a

P/T 4/2.0T

KW NM GeAr 125 235

M/5

CHeVroLet

VERDICT | Likeable new Chev a real winner sPArK 1.2 Campus

PrIce

L/100 co2 0-100

P/T

KW NM GeAr

137 400

5.4 129 13.3

4/1.2

108

M/5

1.2 Curve

137 000

5.4 129 13.3

4/1.2

108

M/5

1.2 L

153 500

5.4 129 13.3

4/1.2

108

M/5

1.2 LS

163 700

5.4 129 13.3

4/1.2

108

M/5

1.2 LT

168 900

5.4 129 13.3

4/1.2

108

M/5

UTILITy uTILITy

VERDICT | the excellent X5 in a skin-tight tracksuit

239 995

VERDICT | Still the benchmark despite polarising looks

xDrive50i

KW NM

GeAr

L/100 co2 0-100

M50d

587 200

L/100 co2 0-100

948 664

M/6

608 000

PrIce

KW NM GeAr

sPARk

135 290

320d GT

X5 xDrive25d

6/3.0T

4/2.0T

320d GT auto

TIGGo

5 sERIEs GRAN TURIsMO 5 serIes GrAN TurIsMo

6.1

P/T 4/1.6

8.6 199 4.6 V8/4.4T 330 650

520d GT

556 266

8.3 194 n/a

1 616 168

A/8

320i GT

L/100 co2 0-100

1 526 268

M/6

GeAr

209 995

1 169 506

317 550

KW NM

PrIce

240 450

P/T

J3 1.6 TXE

M5 Competition

6/3.0T

L/100 co2 0-100

VERDICT | Solid, inoffensive. Fails to convince

550i

6/3.0T

KW NM GeAr

TIGGO

M3 auto

PrIce

P/T

5.4 138 5.5 6/3.0TD 230 630

M3 Competition

3 serIes GrAN TurIsMo

L/100 co2 0-100

1 026 052

5.1

VERDICT | A 3 Series tailored for rear seat passengers

PrIce

535d

8.8 204 4.3

3 sERIEs GRAN TURIsMO

640i

1 163 628

7.4

172 5.3

6/3.0T

235 450

A/8

640d

1 206 622

5.4 143 5.3 6/3.0TD 230 630

A/8

650i

1 548 906

8.6 199 4.6 V8/4.4T 330 650

A/8

1 820 368

9.9 232 4.2 V8/4.4T 412 680

D/7

M6 Competition

1 982 554

9.9 232 3.9 V8/4.4T 441 700

D/7

PrIce

L/100 co2 0-100 7.2

171 12.8

P/T

161 400

1.4 UteSpaza Edition

168 400

7.2

171 12.8

4/1.4

120

M/5

1.4 UteSurf Edition

176 000

7.2

171 12.8

4/1.4

120

M/5

1.4 UteForce Edition

176 000

7.2

171 12.8

4/1.4

120

M/5

1.4 Club

171 12.8

4/1.4

KW NM GeAr

1.4

120

M/5

189 600

7.2

4/1.4

120

M/5

1.4 Sport

214 100

7.2

171 12.8

4/1.4

120

M/5

1.8

179 400

8.1

193 9.8

4/1.8

161

M/5

1.8 Club

193 600

8.1

193 9.8

4/1.8

161

M/5

1.8 Sport

220 900

8.1

193 9.8

4/1.8

161

M/5

sONIC VERDICT | Strong, sporty style. Stronger rivals. Cheap soNIc

PrIce

L/100 co2 0-100

P/T

KW NM GeAr

hatch 1.6 LS

228 400

6.5 155 11.3

4/1.6

155

M/5

sedan 1.6 LS

232 100

6.4 152 11.3

4/1.6

155

M/5

sedan 1.6 LS auto

246 200

6.9 164 11.7

4/1.6

155

A/6

hatch 1.4T RS

284 100

6.6 155 9.29 4/1.4T

103 200

M/6

THE GOOD, THE BAD & THE UGLY 113 CRUZE

sIRIUs s80

VERDICT | As the name suggests, good for cruisin’

VERDICT | Sounds grand, probably isn’t

cruze sedan 1.6 L sedan 1.6 LS sedan 1.4T LS sedan 1.4T LS auto hatch 1.6 LS hatch 1.4T LS

PrIce L/100 co2 0-100 P/T 248 900 6.7 157 12.8 4/1.6 281 700 6.7 157 12.8 4/1.6 287 700 5.8 135 9.3 4/1.4T 297 400 6.8 157 10.4 4/1.4T 274 500 6.7 158 12.8 4/1.6 301 400

5.8 135 9.3

4/1.4T

KW 86 86 103 103 86

NM GeAr 155 M/5 155 M/5 200 M/6 200 A/6 155 M/5

103 200

M/6

sIrIus s80 1.3 Comfort

b-MAX PrIce 179 995

VERDICT | good: smart cabin, goes well. Bad: van vibes

L/100 co2 0-100 7.5

177 n/a

P/T 4/1.3

KW NM GeAr

b-MAX

1.0T Ambiente

241 400

5.1

119 13.2 3/1.0T

120

M/5

PrIce

L/100 co2 0-100

P/T

KW NM GeAr 74

170

M/5

1.5

189 995

8.1

191

n/a

4/1.5

140

M/5

1.0T Trend

265 800

4.9

114 11.2 3/1.0T

170

M/5

1.5 Comfort

194 995

8.1

191

n/a

4/1.5

140

M/5

1.0T Titanium

291 800

4.9

114 11.2 3/1.0T

170

M/5

ECOsPORT

FerrAri

VERDICT | More than just a Fiesta on stilts

ORLANDO

CALIFORNIA T

ecosPorT

VERDICT | Wagon for the stay-at-home dad

VERDICT | ‘entry-level’ Ferrari a turbocharged triumph

1.5 Ambiente

247 900

6.5 154 11.6

4/1.5

138

1.0T Trend

275 900

5.7

131 12.7 3/1.0T

170

M/5

131 12.09 3/1.0T

170

M/5

138

D/6

orLANDo 1.8 LS

PrIce 335 900

L/100 co2 0-100 7.2

P/T

171 12.0

4/1.8

KW NM GeAr

cALIForNIA T

PrIce

104 176

4 335 000

M/5

PrIce L/100 co2 0-100 P/T 402 600 8.8 210 10.5 4/2.4 421 800 9.5 225 11.0 4/2.4 437 800

7.8

KW NM GeAr 123 230 M/6 123 230 A/6

208 9.8 4/2.2TD 135 400

A/6

TRAILbLAZER PrIce L/100 co2 0-100 P/T KW NM GeAr 464 000 7.6 198 11.8 4/2.5TD 120 380 M/6 481 800 8.9 233 11.0 4/2.5TD 132 440 A/6 552 800 9.5 249 10.4 4/2.8TD 144 500 A/6 613 200 9.5 249 10.4 4/2.8TD 144 500 A/6 623 200 9.5 249 10.4 4/2.8TD 144 500 A/6

CitroËN

PrIce

L/100 co2 0-100

P/T

488

PrIce

L/100 co2 0-100

P/T

GTB

4 990 000

11.4 260 3.0 V8/3.9T 492 760

D/7

Spider

5 594 000

11.4 260 3.0 V8/3.9T 492 760

D/7

KW NM GeAr

GTC4 GTc4 GTC4Lusso

KW NM GeAr

PrIce TBA

P/T

KW NM GeAr

15.0 350 3.4 V12/6.3 507 697

D/7

F12 VERDICT | glorious V12, provocative body. epic F12

PrIce

L/100 co2 0-100

P/T

F12berlinetta

7 063 000

15.0 350

3.1 V12/6.3 545 690

D/7

F12tdf

9 942 000

15.4 360 2.9 V12/6.3 574 705

D/7

KW NM GeAr

500

4.1

95 14.3

3/1.2

116

M/5

VERDICT | Majors on style and charm. retro glamour

VTi 51kW Airscape Feel

159 900

4.1

95 14.3

3/1.2

116

M/5

500

PrIce

L/100 co2 0-100

P/T

KW NM GeAr

hatch

VERDICT | Fun, comfy and bubble-wrapped cool PrIce

L/100 co2 0-100

P/T

KW NM GeAr

0.9 TwinAir Pop

179 900

3.8

11.0 2/0.9T

145

M/5

0.9 TwinAir Pop auto

190 900

3.8

11.0 2/0.9T

145

S/5

0.9 TwinAir Pop Star

199 900

3.8

11.0 2/0.9T

145

M/5

60kW Feel

259 900

4.6 107 14.5

3/1.2

118

M/5

0.9 TwinAir Pop Star auto

210 900

3.8

11.0 2/0.9T

145

S/5

e-THP 81kW Feel

289 900

4.7

107 9.3

3/1.2T

205

M/5

0.9 TwinAir Lounge

227 900

4.2

99 10.0 2/0.9T

145

M/6

e-THP 81kW Shine

314 900

4.7

107 9.3

3/1.2T

205

M/5

0.9 TwinAir Lounge auto

238 900

4.2

99 10.0 2/0.9T

145

S/5

234 900

3.8

11.0 2/0.9T

145

M/5

11.0 2/0.9T

500C 0.9 TwinAir Pop Star

VERDICT | New headlights but still a proper Mini Cooper

KW NM GeAr M/5

1.0T Titanium

301 900

5.7

306 900

6.5 154 13.4

1.5TDCi Trend

278 900

4.6 120 14.5 4/1.5TD

205

M/5

1.5TDCi Titanium

302 900

4.6 120 14.5 4/1.5TD

205

M/5

4/1.5

FOCUs VERDICT | Plays golf better than you think Focus

PrIce

L/100 co2 0-100

P/T

KW NM GeAr

249 900

5.0

110 11.1 3/1.0T

170

1.0T Ambiente auto

262 900

5.5 125 11.1 3/1.0T

170

A/6

1.0T Trend

266 900

5.0

170

M/6

1.0T Trend auto

279 900

5.5 125 11.1 3/1.0T

170

A/6

1.5T Trend

301 900

5.6 128

8.7

4/1.5T

132 240

M/6

318 900

6.1

140 9.0

4/1.5T

132 240

A/6

1.6TDCi Ambiente

296 300

4.5

117 10.9 4/1.6TD

270

M/6

117 10.9 4/1.6TD

1.6TDCi Trend

301 300

4.5

270

M/6

1.0T Ambiente

254 900

5.0 108 11.1 3/1.0T

170

M/6

1.0T Ambiente auto

267 900

5.5 125 11.0 3/1.0T

170

A/6

1.0T Trend

272 900

5.0 108 11.1 3/1.0T

170

M/6

1.0T Trend auto

hatch

284 900

5.5 125 11.0 3/1.0T

170

A/6

1.5T Trend

307 900

5.5 127 8.6

4/1.5T

132 240

M/6

1.5T Trend auto

323 900

6.1

140 8.9

4/1.5T

132 240

A/6

270

M/6

1.6TDCi Ambiente

4.5

117 10.9 4/1.6TD

1.6TDCi Trend

320 300

4.5

117 10.9 4/1.6TD

270

M/6

ST 1

430 000

315 300

6.8 159 6.5

4/2.0T

184 360

M/6

ST 3

471 900

6.8 159 6.5

4/2.0T

184 360

M/6

699 900

7.7

4/2.3T

257 440

M/6

175

4.7

TOURNEO CONNECT VERDICT | great van for more than just Blue oval fans PrIce

L/100 co2 0-100

P/T

KW NM GeAr

Tourneo connect

145

S/5

1.0T Ambiente

311 900

5.6 129 14.0 3/1.0T

170

M/6

KW NM GeAr

500C 0.9 TwinAir Lounge

262 900

4.2

99 10.0 2/0.9T

145

M/6

1.0T Trend

322 900

5.6 129 14.0 3/1.0T

170

M/6

4.5 104 10.6 3/1.2T

500C 0.9 TwinAir Lounge auto 273 900

4.2

99 10.0 2/0.9T

145

S/5

1.0T Titanium

390 900

5.6 129 14.0 3/1.0T

170

M/6

88kW Style auto

328 400

6.6 150 10.9

160

A/4

Cabrio e-THP 81kW Style

349 400

4.5 104 10.7 3/1.2T

205

M/5

1.6T Titanium

410 900

8.0 184 n/a

110 240

A/6

e-THP 120kW Sport

358 400

5.6 129 7.78 4/1.6T

120 240

M/6

1.6TDCi Titanium

406 900

4.9 130 n/a 4/1.6TD

M/6

PrIce

L/100 co2 0-100

P/T 4/1.6

205

M/5

VERDICT | Unusually pretty, properly sorted MPV c4 PIcAsso

PrIce

L/100 co2 0-100

P/T

KW NM GeAr

Grand Tourneo connect

500X VERDICT | Most middle-of-the-road Fiat yet 500X

C4 PICAssO

3.8

M/6

313 400

Ds3 e-THP 81kW Style

500C 0.9 TwinAir Pop Star auto 245 900

110 11.1 3/1.0T

1.5T Trend auto

TourNeo coNNecT

cabriolet

Ds3

P/T

1.5 Titanium auto

1.0T Ambiente

L/100 co2 0-100

149 900

C4 CACTUs

L/100 co2 0-100

sedan

VTi 51kW Feel

c4 cAcTus

D/7

FiAt

VERDICT | Price-adjusted C1 now a real VW up! rival c1

10.5 250 3.6 V8/3.9T 412 755

VERDICT | Sexed- and beefed-up FF

VERDICT | New-style ’Blazer more practical than Fortuner TrAILbLAzer 2.5D LT 2.5D LT auto 2.8D LTZ 2.8D 4x4 LTZ 2.8D 4x4 LTZ Z71

KW NM GeAr

VERDICT | More powerful, more beautiful 458

VERDICT | New face, old values, popular but beige

2.2D LT

P/T

488

CAPTIVA cAPTIVA 2.4 LT 2.4 LT auto

L/100 co2 0-100

PrIce

L/100 co2 0-100

P/T 4/1.6

KW NM GeAr

1.6 Pop

279 900

6.4

147 11.5

152

1.6 Pop Star

299 900

6.4

147 11.5

4/1.6

152

M/5

1.4T Cross

347 900

6.0 139 9.8

4/1.4T

103 230

M/6

M/5

e-HDi 85kW Seduction

368 900

4.0 105 13.6 4/1.6TD

270

M/6

1.4T Cross auto

364 900

5.7 133 9.8

4/1.4T

103 230

D/6

e-HDi 85kW Intensive

388 900

4.0 105 13.6 4/1.6TD

270

M/6

1.4T Cross Plus auto

399 900

5.7 133 9.8

4/1.4T

103 230

D/6

e-THP 121kW Intensive

412 900

5.6 130 9.3

121 240

A/6

4/1.6T

DIsPATCh DIsPATch MuLTIsPAce

PrIce 424 900

FuLLbAcK

L/100 co2 0-100 7.6

P/T

KW NM GeAr

199 13.6 4/2.0TD 120 340

A/6

DAtSUN PrIce

L/100 co2 0-100

P/T

2.2 Hi-Rider XL auto

321 900

7.5

2.2 4x4 XL

369 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 Hi-Rider XLS

350 900

6.9 182 n/a 4/2.2TD 118 385

M/6

M/5

2.2 4x4 XL-Plus

373 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.5Di-D double cab SX

402 900

7.9

207 n/a 4/2.5TD 100 324

M/5

2.2 4x4 XLS

416 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.5Di-D double cab 4x4 LX

468 900

7.7

206 n/a 4/2.5TD 131 400

M/5

2.2 4x4 XLS auto

431 900

8.1

214

n/a 4/2.2TD 118 385

A/6

3.2 Hi-Rider XLS

380 900

8.2 217

n/a 5/3.2TD 147 470

M/6

3.2 4x4 XLS

n/a 5/3.2TD 147 470

M/6

2.4

232 900

10.3 246 n/a

4/2.4

202

M/5

FIGo

M/5 M/5

1.2 Remix

159 900

5.2 123 13.3

3/1.2

104

M/5

GO+ VERDICT | Family booking, cheap seats. No refunds KW NM GeAr 50

104

M/5

super cab

PrIce

L/100 co2 0-100

P/T

KW NM GeAr

hatch 1.5 Ambiente

172 300

5.9

141 11.8

4/1.5

136

M/5

1.5 Trend

182 900

5.9

141 11.8

4/1.5

136

M/5

1.5 Titanium

198 900

5.9

141 10.0

4/1.5

136

M/5

1.5 Titanium auto

210 900

6.0 142 12.0

4/1.5

136

D/6

1.5TDCi Ambiente

196 900

4.1

108 12.1 4/1.5TD

215

M/5

1.5TDCi Trend

206 900

4.1

108 12.1 4/1.5TD

215

M/5

1.5 Ambiente

175 900

5.9

141 11.8

136

M/5

1.5 Trend

185 900

5.9

141 11.8

4/1.5

136

M/5

1.5 Titanium auto

212 900

6.0 142 12.0

4/1.5

136

D/6

sedan

DoDge

JOURNEy

VERDICT | Better inside, but still off course KW NM GeAr

3.6 R/T

512 900

10.4 242 n/a

V6/3.6

206 353

A/6

Crossroad 3.6

533 900

10.4 242 n/a

V6/3.6

206 353

A/6

FAW

VERDICT | Cheap, cheerful, excellent value PrIce

L/100 co2 0-100

P/T

A/6

M/6

104

M/6

6.9 182 n/a 4/2.2TD 118 385

104

P/T

6.9 182 n/a 4/2.2TD 118 385 197 n/a 4/2.2TD 118 385

M/5

343 900

L/100 co2 0-100

305 900

2.2 Hi-Rider XL

PrIce

122 226

VERDICT | Less feisty old Fiesta, more global new Ka

3/1.2

JourNey

M/5

2.2 Hi-Rider XL

n/a 4/2.2TD

KW NM GeAr

3/1.2

285

172

4/2.5

KW NM GeAr

6.6

285

5.2 123 13.3

P/T

10.8 257 n/a

6.9 182 n/a 4/2.2TD

5.2 123 13.3

134 900

L/100 co2 0-100

221 900 234 900

8.3 218

123 900

P/T

PrIce

265 900

106 900

L/100 co2 0-100

rANGer 2.2

438 900

1.2 Lux

PrIce

VERDICT | ex-top dog taking Hilux strain - still excellent 2.5

2.2 Hi-Rider

1.2 Mid

1.2 Lux

P/T

ForD

VERDICT | Dull styling, no ABS. Airbag only on Lux model

Go+

L/100 co2 0-100

RANGER

FIGO

GO Go

PrIce

285

KW NM GeAr

VERDICT | Next-gen triton. great bakkie, brave move

VERDICT | Practical people carrier. Nothing more HDi 160 Comfort

FULLbACk

4/1.6T

4/1.5

FIEsTA VERDICT | Fresh face, brilliant turbo three-pot FIesTA

PrIce

L/100 co2 0-100

P/T

KW NM GeAr

1.4 Ambiente

221 900

5.7 130 12.2

1.0T Ambiente

221 900

4.3

1.0T Ambiente auto

234 900

4.9

114 10.8 3/1.0T

170

D/6

1.0T Trend

235 900

4.3

99 9.84 3/1.0T

170

M/5

9.4

4/1.4

128

M/5

3/1.0T

170

M/5

1.0T Trend auto

245 900

4.9

114 10.8 3/1.0T

170

D/6

1.0T Titanium

259 900

4.3

170

M/5

9.4

3/1.0T

KW NM GeAr

1.0T Titanium auto

269 900

4.9

114 10.8 3/1.0T

170

D/6

1.3 DLX

114 995

6.5 155 n/a

4/1.3

120

M/5

1.5TDCi Ambiente

242 900

3.6

94 13.5 4/1.5TD

185

M/5

1.3 #Like

124 995

6.5 155 n/a

4/1.3

120

M/5

1.5TDCi Trend

249 900

3.6

94 13.5 4/1.5TD

185

M/5

3-door ST

318 900

5.9 138 6.9

134 290

M/6

4/1.6T

2.2 Hi-Rider XL auto

358 900

7.5

197 n/a 4/2.2TD 118 385

A/6

2.2 4x4 XL

401 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 Hi-Rider XLS auto

412 900

7.5

197 n/a 4/2.2TD 118 385

A/6

2.2 4x4 XLS auto

473 900

8.1

214

n/a 4/2.2TD 118 385

A/6

3.2 Hi-Rider XLS

404 900

8.2 217

n/a 5/3.2TD 147 470

M/6

3.2 4x4 XLS

462 900

8.3 218

n/a 5/3.2TD 147 470

M/6

3.2 4x4 XLT auto

519 900

8.8 230 n/a 5/3.2TD 147 470

A/6

double cab 290 900

6.9 182 n/a 4/2.2TD

285

M/5

2.2 Hi-Rider XL

381 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 Hi-Rider XL auto

396 900

7.5

197 n/a 4/2.2TD 118 385

A/6

2.2 Hi-Rider

2.2 4x4 XL

423 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 4x4 XL auto

438 900

8.1

A/6

2.2 Hi-Rider XLS

442 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 4x4 XL-Plus

437 900

6.9 182 n/a 4/2.2TD 118 385

M/6

503 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 4x4 XLS

214

n/a 4/2.2TD 118 385

2.2 4x4 XLS auto

518 900

8.1

n/a 4/2.2TD 118 385

A/6

2.2 Hi-Rider XLT

468 900

6.9 182 n/a 4/2.2TD 118 385

M/6

2.2 Hi-Rider XLT auto

483 900

7.5

3.2 Hi-Rider XLT

505 900

8.2 217

3.2 Hi-Rider XLT auto

519 900

8.5 225 n/a 5/3.2TD 147 470

197 n/a 4/2.2TD 118 385

A/6

3.2 4x4 XLT

562 900

8.3 218

M/6

n/a 5/3.2TD 147 470 n/a 5/3.2TD 147 470

A/6 M/6

3.2 4x4 XLT auto

577 900

9.0 236 n/a 5/3.2TD 147 470

A/6

3.2 Hi-Rider Wildtrak

534 900

8.2 217

n/a 5/3.2TD 147 470

M/6

3.2 Hi-Rider Wildtrak auto

549 900

8.5 225 n/a 5/3.2TD 147 470

A/6

3.2 4x4 Wildtrak auto

604 900

9.0 236 n/a 5/3.2TD 147 470

A/6

114 hoNdA

kuga VERDICT | Chunkier, taller, more useful Focus kuga

PRICE

L/100 Co2 0-100

1.5T Ambiente

375 900

6.6 154 9.7

1.5T Ambiente auto

391 900

7.0

1.5T Trend

412 900

P/T

kW NM gEaR

4/1.5T

110 240

162 9.9

4/1.5T

132 240

A/6

6.6 154 9.7

4/1.5T

110 240

M/6

1.5T Trend auto

428 900

7.0

162 9.9

4/1.5T

132 240

A/6

1.5T AWD Trend

458 900

7.7

179 10.1 4/1.5T

132 240

A/6

2.0T AWD Titanium

507 900

8.8 204

177 240

A/6

2.0TDCi AWD Trend

489 900

6.2 162 10.4 4/2.0TD 132 400

D/6

2.0TDCi AWD Titanium

533 900

6.2 162 10.4 4/2.0TD 132 400

D/6

7.8

4/2.0T

fusIon VERDICT | New ‘Mondeo’ has been worth the wait fusIoN

PRICE

1.5T Trend

419 900

L/100 Co2 0-100 7.4

P/T

kW NM gEaR

173 9.2

4/1.5T

132 240

A/6

2.0T Trend

433 900

7.5

174

8.7

4/2.0T

149 300

A/6

2.0T Titanium

508 900

8.5 187

7.7

4/2.0T

177 340

A/6

2.0TDCi Titanium

553 900

5.1

124 8.6 4/2.0TD 132 400

D/6

TouRnEo CusTom 2.2TDCi SWB Ambiente

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

501 400

6.5 172

n/a 4/2.2TD

2.2TDCi LWB Ambiente

511 900

6.5 172

n/a 4/2.2TD

2.2TDCi SWB Trend

522 900

6.5 172

n/a 4/2.2TD

2.2TDCi LWB Trend

529 900

6.5 172

n/a 4/2.2TD

2.2TDCi SWB Limited

567 900

6.5 172

310

M/6

310

M/6

350

M/6

350

M/6

n/a 4/2.2TD 114 385

M/6

EVEREsT VERDICT | As good as we expected, just much costlier EvEREsT

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

3.2 4WD XLT

634 900

8.2 217 11.6 5/3.2TD 147 470

A/6

3.2 4WD Limited

698 900

8.2 217 11.6 5/3.2TD 147 470

A/6

musTang VERDICT | American icon gloriously reinvented MusTaNg

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

2.3T fastback

713 900

8.0 179 5.8

4/2.3T

233 430

M/6

2.3T fastback auto

734 900

9.8 225 5.8

4/2.3T

233 430

A/6

2.3T convertible

795 900

9.8 225 5.8

4/2.3T

233 430

A/6

306 530

M/6

5.0 GT fastback

852 900

13.5 308 4.8

VERDICT | Feels just like the old car in a new suit

V8/5.0

VERDICT | Spirited tot is surprisingly competent bRIo

PRICE

i20

L/100 Co2 0-100

P/T

hatch 1.2 Trend

151 600

5.6 133 12.2

4/1.2

109

M/5

1.2 Comfort

166 300

5.6 133 11.56 4/1.2

109

M/5

1.2 Comfort auto

179 700

6.3 150 14.7

4/1.2

109

A/5

1.2 Trend

165 300

6.1

147 12.4

4/1.2

109

M/5

1.2 Comfort

177 200

6.1

147 12.4

4/1.2

109

M/5

1.2 Comfort auto

190 600

6.9 167 15.7

4/1.2

109

A/5

amaze sedan

mobIlIo VERDICT | A Brio for (much) larger families MobILIo

PRICE

L/100 Co2 0-100

P/T

1.5 Trend

207 000

6.1

147 10.8

4/1.5

145

M/5

229 100

6.1

147 10.8

4/1.5

145

M/5

1.5 Comfort auto

246 000

6.0 144 11.3

4/1.5

145

C/V

jazz

PRICE

L/100 Co2 0-100

P/T

205 700

5.6 135 13.5

4/1.2

110

M/5

1.2 Comfort

234 200

5.6 135 13.6

4/1.2

110

M/5

1.2 Comfort auto

252 100

5.6 136 14.3

4/1.2

110

C/V

1.5 Elegance

268 600

6.0 143 9.9

4/1.5

145

M/5

1.5 Elegance auto

284 000

5.8 140 10.6

4/1.5

145

C/V

1.5 Dynamic

285 600

6.0 143 10.49 4/1.5

145

M/5

1.5 Dynamic auto

301 000

5.8 140 10.7

145

C/V

4/1.5

VERDICT | Badge still better than the car PRICE L/100 Co2 0-100 232 800 5.9 140 9.6 248 200 5.8 137 11.1 264 200 5.9 140 9.6 279 600 5.8 137 11.1 281 900 5.9 140 9.6 297 300 5.8 137 11.1

P/T 4/1.5 4/1.5 4/1.5 4/1.5 4/1.5 4/1.5

873 900

12.0 287 4.8

V8/5.0

306 530

A/6

VERDICT | The only 7-seater, B-segment Crossover

12.8 294 4.8

V8/5.0

306 530

A/6

bR-v

TunlanD

VERDICT | Best Chinese bakkie yet. Thanks Cummins PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

209 995

8.0

212

n/a 4/2.8TD

280

M/5

2.8 off-road Comfort

249 995

8.0

212

n/a 4/2.8TD

280

M/5

2.8 off-road Luxury

259 995

8.0

212

n/a 4/2.8TD

280

M/5

2.8 off-road Comfort

299 995

8.3 219 13.5 4/2.8TD 120 360

M/5

2.8 off-road Luxury

319 995

8.3 219 13.5 4/2.8TD 120 360

M/5

2.8 off-road Luxury Granite

329 995

8.3 219 13.5 4/2.8TD 120 360

M/5

2.8 4x4 Comfort

389 995

8.3 219 13.5 4/2.8TD 120 360

M/5

2.8 4x4 Luxury

409 995

8.3 219 13.5 4/2.8TD 120 360

M/5

double cab

VERDICT | Chunkier ghost of old Florid Cross M4 1.5

PRICE 189 900

L/100 Co2 0-100 7.2

172

n/a

P/T 4/1.5

L/100 Co2 0-100 CYL/CC kW NM gEaR

n/a

151

n/a

4/1.5

145

M/6

4/1.5

145

C/V

1.5 Elegance

272 900

6.3

n/a

4/1.5

145

M/6

1.5 Elegance auto

288 300

6.2 148 n/a

4/1.5

145

C/V

151

PRICE

L/100 Co2 0-100

330 000

6.3 150 10.4

1.8 Elegance

370 000

1.5T Sport

430 000

1.5T Executive

460 000

aCCEnT VERDICT | Small sedan buyer: this is money well spent aCCENT

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

sedan 1.6 Motion

244 000

6.1

145 10.2

4/1.6

156

M/6

sedan 1.6 Fluid

264 900

6.1

145 10.2

4/1.6

156

M/6

sedan 1.6 Fluid auto

279 900

6.4

151 11.4

4/1.6

156

A/4

sedan 1.6 Glide

274 900

6.1

145 10.2

4/1.6

156

M/6

6.4

151 11.4

4/1.6

156

A/4

hatch 1.6 Fluid

269 900

6.4 152 10.2

4/1.6

156

M/6

hatch 1.6 Fluid auto

sedan 1.6 Glide auto

284 900

6.8 161 11.4

4/1.6

156

A/4

ELaNTRa

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

1.6 Premium

309 900

6.4 152 10.1

4/1.6

157

1.6 Premium auto

329 900

6.9 163 11.6

4/1.6

157

A/6

1.6 Executive

324 900

6.4 152 10.1

4/1.6

157

M/6 M/6

1.6 Executive auto

339 900

6.9 163 11.6

4/1.6

157

A/6

i30 VERDICT | Korea scrapes into the Golf-class A-list i30

PRICE 329 900

L/100 Co2 0-100 6.4 152 10.5

P/T

kW NM gEaR 95

157

1.6 Premium auto

355 900

6.8 173 11.5

4/1.6

157

A/6

1.8 Executive

355 900

6.5 157

4/1.8

110 178

M/6

9.7

4/1.6

M/6

VElosTER VERDICT | oddly attractive 2+1 door coupé hatch vELosTER

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

1.6 Executive

330 900

6.8 163 9.7

4/1.6

103 167

1.6 Executive auto

350 900

6.8 161 10.3

4/1.6

103 167

D/6

1.6 Turbo Elite

414 900

7.2

171

7.8

4/1.6T

150 265

M/6

1.6 Turbo Elite auto

434 900

6.9 165

7.3

4/1.6T

150 265

D/7

TuCsoN

PRICE

L/100 Co2 0-100

P/T

M/6

kW NM gEaR

2.0 Premium

369 900

8.9 186 10.6

4/2.0

115 196

2.0 Premium auto

389 900

9.0 204 11.1

4/2.0

115 196

A/6

2.0 Elite auto

454 900

9.0 204 11.1

4/2.0

115 196

A/6

1.7CRDi Executive

439 900

280

M/6

1.6 Turbo Executive

439 900

8.3 169 9.2

4/1.6T

130 265

M/6

1.6 Turbo 4WD Elite auto

519 900

8.5 178

4/1.6T

130 265

D/7

6.8 124 13.7 4/1.7TD 9.1

C/V

VERDICT | Nine seats plus room for the luggage

127 220

C/V

H-1

PRICE

L/100 Co2 0-100

P/T

M/6

kW NM gEaR A/5

kW NM gEaR

VERDICT | Impressive, attractive... and pricey

1.8 Executive

354 800

6.3 150 9.57

4/1.8

104 174

M/6

1.8 Executive auto

370 200

6.5 155 11.3

4/1.8

104 174

A/5

saNTa fE

Type R

615 900

7.5

228 400

M/6

PRICE

L/100 Co2 0-100

PRICE

P/T

177 5.88 4/2.0T

PRICE

L/100 Co2 0-100

P/T

699 900

8.0 198 9.8 4/2.2TD 145 436

A/6

2.2CRDi 4WD Elite

739 900

8.3 206 10.0 4/2.2TD 145 436

A/6

INFINITI

L/100 Co2 0-100

P/T

kW NM gEaR

Q50

334 200

6.2 147 12.0

4/1.5

145

C/V

VERDICT | Brave tech, decent spec. C-Class whips it

1.8 Elegance

395 400

6.8 162 9.81

4/1.8

105 172

C/V

Q50

PRICE

L/100 Co2 0-100

P/T

PRICE

L/100 Co2 0-100 4.8 125

8.7 4/2.2TD 125 400

M/6

512 400

7.0

162

7.2

4/2.0T

155 350

A/7

2.0T Sport

570 790

7.0

162

7.2

4/2.0T

155 350

2.2d Premium

524 800

5.0 133 8.5 4/2.2TD 125 400

A/7

565 000

5.0 133 8.5 4/2.2TD 125 400

A/7

394 400

7.7

182 10.0

4/2.0

114 192

M/6

409 800

7.6

181 12.4

4/2.0

114 192

A/5

S Hybrid

709 100

6.8 159

S Hybrid AWD

736 700

7.2

2.0 Elegance

447 900

7.7

182 10.0

4/2.0

114 192

M/6

2.0 Elegance auto

463 300

7.6

181 12.4

4/2.0

114 192

A/5

568 100

8.6 203 10.38 4/2.4

140 220

A/5

608 400

8.6 203 11.1

140 220

A/5

n/a

4/2.4

200

M/5

10.7 251

n/a

4/2.4

200

M/5

2.4 Exclusive AWD

8.3 220 n/a 4/2.0TD 105 305

M/6

2.0VGT Xscape

289 900

8.3 220 n/a 4/2.0TD 105 305

M/6

4/2.4

VERDICT | Not quite as grand a gem as it once was PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

1.1 Motion

152 900

4.8

114 15.2

4/1.1

M/5

1.1 Motion auto

174 900

5.7 135 17.1

4/1.1

A/4

169 5.4 V6/3.5e 261e 536e D/7

VERDICT | Swoopily styled crossover, loaded with kit 3.0d

i10

5.1 V6/3.5e 261e 536e D/7

QX50 QX50

hYUNdAI

i10

A/7

kW NM gEaR

2.0 Comfort

10.7 251

kW NM gEaR

475 200

2.0T Premium

2.0 Comfort auto

256 900

P/T

2.2d

2.2d Sport

239 900

kW NM gEaR

2.2CRDi Elite

1.5 Comfort

269 900

M/6

sanTa fE

2.0VGT SX

M/6

A/4

160

VERDICT | drives well, but not outstandingly so

2.4 Xscape

8.8 233 n/a 4/2.0TD 105 305

133

M/5

2.4 Executive AWD

8.8 233 n/a 4/2.0TD 105 310

4/1.4

n/a

9.8 257 14.4 4/2.5TD 125 441

CR-v

329 900

4/1.4

147

614 900

VERDICT | More polish for popular soft-roader

299 900

160 13.2

6.5

2.5CRDi wagon

M/5

2.0VGT SX

7.5

284 900

CIVIC haTCh

190

2.0VGT Xscape

264 900

126 224

double cab

1.4 Fluid auto 1.4 Sport

10.2 240 13.11 4/2.4

4/2.2

L/100 Co2 0-100 CYL/CC kW NM gEaR

M/6

499 900

10.2 240 n/a

PRICE

M/5

133

2.4 wagon

184 900

sTEEd 6

115

C/V

4/1.5T

2.2L Lux

VERDICT | Steed gets dressed up for the rodeo

4/1.4

127 220

5.9 140 8.2

CR-V

sTEED 6

4/1.2

147 11.4

104 174

4/1.8 4/1.5T

M/5

2.4 SX

M/5

5.9 140 13.6 6.5

h-1

5.9 140 8.2

190

L/100 Co2 0-100 CYL/CC kW NM gEaR

115

231 900 249 900

C/V

6.3 150 10.4

PRICE

M/6

kW NM gEaR 104 174

4/2.2

double cab

P/T 4/1.8

9.7 229 n/a

sTEEd 5E

145

VERDICT | Larger, smarter, costlier. Go for the Turbo

164 900

VERDICT | Improves with each new iteration

4/1.5

CIVIC sEDan

2.2L Workhorse

sTEED 5E

1.2 Fluid

VERDICT | A handsome leap in refinement and looks

151

6.3

VERDICT | Promising but pricey, and CVT-only

M/5

kW NM gEaR

4/1.2

6.3

6.2 148 n/a

CIvIC

P/T

5.9 140 13.6

TuCson

252 900

1.8 Comfort

L/100 Co2 0-100

kW NM gEaR

268 300

138

P/T

1.5 Comfort auto

HR-v

PRICE

238 900

L/100 Co2 0-100

hR-V

VERDICT | one of the better Chinese bakkies sTEEd 5

PRICE

kW NM gEaR

sTEED 5

NM gEaR 145 M/5 145 C/V 145 M/5 145 C/V 145 M/5 145 C/V

1.5 Comfort

CIvIC

GWM

kW 88 88 88 88 88 88

bR-V 1.5 Trend

219 900

1.4 Fluid

1.6 Premium

ballaDE

935 900

FoToN

PRICE

VERDICT | Being outshone by turbocharged rivals kW NM gEaR

1.2 Trend

baLLadE 1.5 Trend 1.5 Trend auto 1.5 Elegance 1.5 Elegance auto 1.5 Executive 1.5 Executive auto

1.2 Motion

ElanTRa

VERDICT | No great advance over popular predecessor

5.0 GT convertible

TuNLaNd

kW NM gEaR

1.5 Comfort

5.0 GT fastback auto

2.8 on-road Comfort

kW NM gEaR

jazz

VERDICT | Fun-to-drive 8-seater. The new bus to beat TouRNEo CusToM

i20

bRIo

PRICE 596 949

L/100 Co2 0-100

P/T

kW NM gEaR

8.5 224

7.9 V6/3.0TD 175 550

A/7

3.0d GT

637 824

8.5 224

7.9 V6/3.0TD 175 550

A/7

3.0d GT Premium

679 230

8.5 224 8.42 V6/3.0TD 175 550

A/7

3.7 GT

629 070

12.2 288 6.4

V6/3.7

235 360

A/7

3.7 GT Premium

670 476

12.2 288 6.4

V6/3.7

235 360

A/7

Q70 VERDICT | ‘Interestingly’ styled, superbly built

gRanD i10

Q70

VERDICT | Terrible name, decent little car

3.7 GT

651 154

10.2 235 6.2

V6/3.7

235 360

A/7

3.7 GT Premium

708 205

10.2 235 6.2

V6/3.7

235 360

A/7

3.7 S Premium

732 426

10.2 235 6.2

V6/3.7

235 360

A/7

3.0d GT

672 539

199 6.9 V6/3.0TD 175 550

A/7

gRaNd i10

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

1.25 Motion

179 900

5.9 130 12.7

4/1.2

120

M/5

1.25 Fluid

194 900

5.9 130 11.1

4/1.2

120

M/5

1.25 Fluid auto

206 900

6.9

4/1.2

120

A/4

147 14.2

PRICE

L/100 Co2 0-100

7.5

P/T

kW NM gEaR

3.0d GT Premium

729 590

7.5

199 6.9 V6/3.0TD 175 550

A/7

3.0d S

696 759

7.5

199 6.9 V6/3.0TD 175 550

A/7

3.0d S Premium

753 810

7.5

199 6.9 V6/3.0TD 175 550

A/7

THE GOOD, THE BAD & THE UGLY 115 QX70 QX70

KIA

VERDICT | ‘hollywood’ SUV: puts on a great show PRICE

VERDICT | No chauffeur required

L/100 Co2 0-100

P/T

kW NM gEaR

PRICE

PICanTo L/100 Co2 0-100

829 200

12.3 291 6.8

V6/3.7

235 360

A/7

i4 Luxury

1 120 702

9.0

213

177 340

A/8

3.7 S Premium

938 800

12.3 291 6.8

V6/3.7

235 360

A/7

3.0D Luxury

1 460 796

7.0

184 6.2 V6/3.0TD 221 700

A/8

3.7 S Black

952 900

12.3 291 6.8

V6/3.7

235 360

A/7

3.0D Premium Luxury

1 602 896

7.0

184 6.2 V6/3.0TD 221 700

A/8

3.0d GT

851 700

9.0 238 8.3 V6/3.0TD 175 550

A/7

3.0 Supercharged R-Sport

1 828 474

9.1

211

5.9 V6/3.0S 250 450

A/8

XJR

2 491 416

11.1 264 4.6 V8/5.0S 405 680

A/8

3.0d S

899 700

9.0 238 8.3 V6/3.0TD 175 550

A/7

961 300

9.0 238 8.3 V6/3.0TD 175 550

A/7

3.0d S Black

975 400

9.0 238 8.3 V6/3.0TD 175 550

A/7

5.0 S Premium

995 200

13.1 312 6.02 V8/5.0

A/7

287 500

QX80 QX80

PRICE

5.6

1 440 700

L/100 Co2 0-100 14.8 350

7.5

Xj L i4 Premium Luxury

1 377 402

9.0

213

177 340

A/8

3.0D Premium Luxury

1 705 896

7.0

184 6.2 V6/3.0TD 221 700

A/8

3.0 Supercharged Portfolio

1 897 974

9.1

211

5.9 V6/3.0S 250 450

A/8

11.1 264 4.9 V8/5.0S 375 625

A/8

5.0 Supercharged Autobiography 2 729 516

VERDICT | Glitzy, desert-friendly mobile apartment P/T V8/5.6

kW NM gEaR 298 560

A/7

4/2.0T

kW NM gEaR

3.7 GT

3.0d S Premium

7.9

P/T

7.9

4/2.0T

VERDICT | Blink-and-you’ll-miss-it tweak. Still brilliant PICaNTo

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

1.0 LS

129 995

4.9

117 14.3

3/1.0

M/5

1.0 LX

159 995

4.9

117 14.3

3/1.0

M/5

1.0 LX auto

172 995

A/4

1.2 LS

139 995

5.0

119 11.6

4/1.2

120

M/5

1.2 LS auto

152 995

6.0 144 n/a

5.6 132 n/a

4/1.2

3/1.0

120

A/4

1.2 EX

178 995

5.0

119 11.67 4/1.2

120

M/5

1.2 EX auto

191 995

6.0 144 n/a

120

A/4

4/1.2

RIo VERDICT | New bumpers, old engines for popular hatch

jEEP

RIo

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

hatch

REnEgaDE

1.2

214 995

5.4 129 13.1

4/1.2

120

M/5

1.4

240 995

6.4

4/1.4

135

M/6

ISUzU

VERDICT | Tough, expensive. More tool than toy

253 995

7.0

135

A/4

VERDICT | Capable and well priced

1.6L Sport

299 900

6.0 149 11.0

4/1.6

152

M/5

1.4 Tec

253 995

6.4

151 11.5

4/1.4

135

M/6

1.6L Longitude

351 900

6.0 149 11.0

4/1.6

152

M/5

1.4 Tec auto

266 995

7.0

165 13.2

4/1.4

135

A/4 M/6

RENEgadE

kb 250 250 Fleetside 250D-Teq Fleetside 250D-Teq LE 250D-Teq 4x4 LE 300D-Teq LX 300D-Teq 4x4 LX

PRICE L/100 Co2 0-100 P/T kW NM gEaR 235 000 7.9 208 n/a 4/2.5TD 58 170 M/5 258 800 7.9 208 n/a 4/2.5TD 58 170 M/5 285 600 7.6 199 n/a 4/2.5TD 100 320 M/5 334 500 7.6 199 n/a 4/2.5TD 100 320 M/5 386 800 8.2 217 n/a 4/2.5TD 100 320 M/5 384 200 7.7 203 n/a 4/3.0TD 130 380 M/5 442 800

8.1

213

n/a 4/3.0TD 130 380

M/5

Extended Cab 250D-Teq Hi-Rider

337 400

7.6

199 n/a 4/2.5TD 100 320

M/5

300D-Teq LX

414 000

7.7

202 n/a 4/3.0TD 130 380

M/5

300D-Teq LX auto

427 900

7.7

204 n/a 4/3.0TD 130 380

A/5

300D-Teq 4x4 LX

474 400

7.9

209 n/a 4/3.0TD 130 380

M/5

double cab 250D-Teq Hi-Rider

351 300

7.7

203 n/a 4/2.5TD 100 320

M/5

250D-Teq LE

435 200

7.7

203 n/a 4/2.5TD 100 320

M/5

250D-Teq 4x4 LE

457 400

7.9

208 n/a 4/2.5TD 100 320

M/5

300D-Teq LX

486 900

7.8

204 n/a 4/3.0TD 130 380

M/5

300D-Teq LX auto

501 200

7.7

204 n/a 4/3.0TD 130 380

A/5

300D-Teq 4x4 LX

549 800

7.9

209 13.08 4/3.0TD 130 380

M/5

300D-Teq 4x4 LX auto

563 500

7.9

208 n/a 4/3.0TD 130 380

A/5

jAGUAr

VERDICT | Proper jaguar, properly expensive XE

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

PRICE

L/100 Co2 0-100

6.0 140 10.9 4/1.4T

103 230

M/6

3-door 1.4 Tec

248 995

6.4

151 11.5

4/1.4

135

5.9 137 11.0 4/1.4T

103 230

D/6

3-door 1.4 Tec auto

261 995

7.0

165 13.2

4/1.4

135

A/4

421 900

4.6 120 10.2 4/1.6TD

320

M/6

1.4L T 4x4 Limited

488 900

6.9 160 8.8

4/1.4T

125 250

A/9

1.4L T 4x4 75th Edition

529 900

6.9 160 8.8

4/1.4T

125 250

A/9

214 995

5.4 129 13.1

4/1.2

120

M/5

2.4L 4x4 Trailhawk

486 900

7.5

4/2.4

137 232

A/9

1.4

240 995

6.4

151 11.5

4/1.4

135

M/6

1.4 auto

253 995

7.0

165 13.2

4/1.4

135

A/4

1.4 Tec

253 995

6.4

151 11.5

4/1.4

135

M/6

1.4 Tec auto

266 995

7.0

165 13.2

4/1.4

135

A/4

175

9.8

WRanglER VERDICT | Still a Wrangler, but now with fewer bad bits WRaNgLER

PRICE

L/100 Co2 0-100 11.3 263

8.1

V6/3.6

209 347

A/5

3.6L Rubicon

618 900

11.6 270

8.1

V6/3.6

209 347

A/5

Unlimited 3.6L Sahara

641 900

11.7 273 8.9

V6/3.6

209 347

A/5

Unlimited 3.6L 75th Edition

678 900

11.7 273 8.9

V6/3.6

209 347

A/5

Unlimited 3.6L Rubicon

672 900

11.9 276 8.9

V6/3.6

209 347

A/5

Unlimited 2.8CRD Sahara

713 900

8.3

217 10.7 4/2.8TD 147 460

A/5

Unlimited 2.8CRD 75th Edition 750 900

8.3

217 10.7 4/2.8TD 147 460

A/5

ChERokEE

4/2.0T

177 340

A/8

1 021 036

8.1

194

5.1 V6/3.0S 250 450

A/8

VERDICT | 2nd-gen XF adds more sport to the comfort Xf

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

20d Prestige

765 900

4.3

114

8.1 4/2.0TD 132 430

A/8

20d R-Sport

838 600

4.3

114

8.1 4/2.0TD 132 430

A/8

25t Prestige

809 426

7.5

179

7.0

4/2.0T

177 340

A/8

25t R-Sport

882 026

7.5

179

7.0

4/2.0T

177 340

A/8

25t Portfolio

917 626

7.5

179

7.0

4/2.0T

177 340

A/8

35t R-Sport

1 120 492

8.3 198 5.4 V6/3.0S 250 450

A/8

1 283 092

8.3 198 5.3 V6/3.0S 280 450

A/8

f-PaCE

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

20d AWD Pure

778 966

5.3 139 8.7 4/2.0TD 132 430

A/8

20d AWD R-Sport

871 266

5.3 139 8.7 4/2.0TD 132 430

A/8

30d AWD Pure

942 646

6.0 159 6.2 V6/3.0TD 221 700

A/8

35t AWD Pure

992 846

8.9 209 5.8 V6/3.0S 250 450

A/8

30d AWD R-Sport

1 034 846

6.0 159 6.2 V6/3.0TD 221 700

A/8

35t AWD R-Sport

1 085 046

8.9 209 5.8 V6/3.0S 250 450

A/8

30d AWD S

1 099 646

6.0 159 6.2 V6/3.0TD 221 700

A/8

35t AWD S

1 201 246

8.9 209 5.5 V6/3.0S 280 460

A/8

30d AWD S First Edition

1 222 546

6.0 159 6.2 V6/3.0TD 221 700

A/8

35t AWD S First Edition

1 331 146

8.9 209 5.5 V6/3.0S 280 460

A/8

f-TyPE VERDICT | jag’s first sports car in decades is the real deal f-TYPE

PRICE

coupé

1 075 906

L/100 Co2 0-100

8.4 199 5.3 V6/3.0S 250 450

P/T

kW NM gEaR A/8

convertible

1 089 106

8.4 199 5.3 V6/3.0S 250 450

A/8

S coupé

1 224 462

8.6 203 4.9 V6/3.0S 280 460

A/8

S convertible

1 237 662

8.6 203 5.04 V6/3.0S 280 460

A/8

S coupé British Design Edition 1 337 962

8.6 203 4.9 V6/3.0S 280 460

A/8

S convertible British Design Ed 1 349 762

8.6 203 4.9 V6/3.0S 280 460

A/8

R coupé

1 930 890

10.7 255 4.2 V8/5.0S 405 680

A/8

R convertible

1 942 890

10.7 255 4.2 V8/5.0S 405 680

A/8

R coupé AWD

2 032 186

11.3 269 4.08 V8/5.0S 405 680

A/8

SVR coupé AWD

2 303 286

11.3 269 3.7 V8/5.0S 423 700

A/8

336 995

7.5

178 10.4

4/2.0

116 192

M/6

2.0 Smart auto

379 995

7.9

187 10.2

4/2.0

116 192

A/6

1.6D Street

364 995

5.2 137 10.8 4/1.6TD

260

M/6

1.6D Smart auto

418 995

5.4

141 11.1 4/1.6TD 100 300

D/7

CERaTo

672 900

9.5 221

8.1

V6/3.2

200 315

A/9

3.2L 4x4 Limited

699 900

10.0 232

8.1

V6/3.2

200 315

A/9

3.2L 4x4 75th Edition

729 900

10.0 232

8.1

V6/3.2

200 315

A/9

3.2L 4x4 Trailhawk

758 900

10.0 232 8.4

V6/3.2

200 315

A/9

gRaNd CHERokEE

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

3.6L Laredo

735 900

10.4 244 8.3

V6/3.6

210 347

A/8

3.6L Limited

841 900

10.4 244 8.3

V6/3.6

210 347

A/8

3.6L Overland

901 900

10.4 244 8.3

V6/3.6

210 347

A/8

3.6L 75th Edition

959 900

10.4 244 8.3

6/3.6

210 347

A/8

1 034 900

10.4 244 8.3

V6/3.6

210 347

A/8

5.7L Overland

942 900

13.0 304 7.3

V8/5.7

259 520

A/8

3.0CRD Laredo

880 900

7.5

198 8.2 V6/3.0TD 179 569

A/8

3.0CRD Limited

992 900

7.5

198 8.2 V6/3.0TD 179 569

A/8

3.0CRD Overland

1 044 900

7.5

198 8.2 V6/3.0TD 179 569

A/8

3.0CRD 75th Edition

1 110 900

7.5

198 8.2 6/3.0TD 179 569

A/8

3.0CRD Summit

1 194 900

7.5

198 8.2 V6/3.0TD 179 569

A/8

SRT

1 281 900

14.0 327 5.0

V8/6.4

344 624

A/8

jMC

boaRdINg

PRICE

L/100 Co2 0-100

M/6

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

hatch 1.6 EX

299 995

6.5 154 10.1

4/1.6

157

1.6 EX auto

312 995

6.8 160 11.6

4/1.6

157

A/6

1.6 SX

344 995

6.9 154 10.1

4/1.6

157

M/6

2.0 EX

340 995

6.9 164 8.5

4/2.0

118 194

M/6

2.0 EX auto

353 995

7.2

9.3

4/2.0

118 194

A/6

299 995

6.5 154 10.1

4/1.6

157

M/6

312 995

6.8 160 11.6

170

M/6

sedan

VERDICT | Weirdly-named cheap Chinese KB clone

VERDICT | handsome SUV at home on the range

A/6

2.0 Street

3.2L 75th Edition

boaRDIng

f-PaCE

152

VERDICT | Serious in-house competition for Elantra

3.6L Summit

A/9

A/8

179 6.8

4/1.6

A/9

7.8 4/2.0TD 132 430

7.5

178 12.5

kW NM gEaR

20d Portfolio

782 226

7.5

130 229

VERDICT | Closes the chasm to European rivals

25t Portfolio

152

312 995

200 315

A/8

1.6 Start auto

V6/3.2

P/T

kW NM gEaR

188 11.53 4/1.6

8.1

7.8 4/2.0TD 132 430

A/8

P/T

7.9

9.5 221

4.2 109

177 340

L/100 Co2 0-100

299 995

8.3 193 11.43 4/2.4

L/100 Co2 0-100

677 100

177 340

PRICE

642 900

20d R-Sport

4/2.0T

souL 1.6 Start

595 900

PRICE

gRanD ChERokEE

4/2.0T

VERDICT | 2nd-gen adds refinement to funky urban mix

2.4L Longitude

CHERokEE

A/8

179 6.8

soul

3.2L Limited

M/6

179 6.8

sedan 1.2

CERaTo

VERDICT | Sophisticated, refined and boldly packaged

7.8 4/2.0TD 132 430

7.5

kW NM gEaR

588 900

7.8 4/2.0TD 132 430

7.5

P/T

3.6L Sahara

4.2 109 4.2 109

409 900

4.2 109

711 226

4/1.4

435 900

651 100

737 426

165 13.2

1.4L T Limited

593 100

721 900

1.4 auto

1.4L T Limited auto

20d Pure

25t R-Sport

kW NM gEaR

1.6L Multijet Limited

20d Prestige

25t Prestige

P/T

151 11.5

P/T

kW NM gEaR

1.6 EX

157

1.6 SX auto

357 995

7.2

160 11.6

4/1.6

157

A/6

2.0 EX

1.6 EX auto

340 995

6.9 164 8.5

4/2.0

118 194

M/6

2.0 EX auto

353 995

7.2

4/2.0

118 194

A/6

1.6T

378 995

7.2

170

7.7

4/1.6T

152 265

M/6

1.6T auto

391 995

7.9

187

7.4

4/1.6T

152 265

A/6

170

4/1.6

9.3

A/6

koup

sPoRTagE VERDICT | Shaded by Qashqai and CX-5. replaced soon sPoRTagE

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

2.0 Ignite

369 995

8.7 207 10.7

4/2.0

116 192

M/6

2.0

403 995

8.7 207 10.7

4/2.0

116 192

M/6

2.0 auto

416 995

8.9 213 11.5

4/2.0

116 192

A/6

2.0CRDi

434 995

6.7

175

9.4 4/2.0TD 130 382

M/6

2.0CRDi auto

447 995

7.3

192 9.6 4/2.0TD 130 392

A/6

2.0CRDi Tec auto

467 995

7.3

192 9.6 4/2.0TD 130 392

2.0 AWD

439 995

8.7 207 11.3

4/2.0

116 192

4/2.0

452 995

8.9 213 11.7

116 192

A/6

2.8TD

174 880

8.0 208 n/a 4/2.8TD

235

M/5

2.0CRDi AWD

470 995

6.7

175

9.8 4/2.0TD 130 382

M/6

2.8TD Lux

184 880

8.0 208 n/a 4/2.8TD

235

M/5

2.0CRDi AWD auto

483 995

7.3

192 9.8 4/2.0TD 130 392

A/6

2.8TD double cab Lux

209 880

8.7 225 n/a 4/2.8TD

235

M/5

2.0CRDi AWD Tec auto

503 995

7.3

192 9.8 4/2.0TD 130 392

A/6

2.8TD double cab 4x4 Lux

222 880

8.7 225 n/a 4/2.8TD

235

M/5

VIgus PRICE

L/100 Co2 0-100

soREnTo VERDICT | Lots of car for lots of money

VERDICT | Better than Boarding in every way vIgus

2.0 AWD auto

A/6 M/6

soRENTo P/T

kW NM gEaR

PRICE

L/100 Co2 0-100

P/T

443 995

9.2 220 10.5

249 990

10.2 242 n/a

4/2.4

201

M/5

2.2CRDi LX

568 995

6.7

174

9.3 4/2.2TD 147 440

A/6

2.4 SLX

279 990

10.2 242 n/a

4/2.4

201

M/5

2.2CRDi AWD EX

672 995

6.7

174

9.3 4/2.2TD 147 440

A/6

4/2.4

2.4 4WD LX

4/2.4

kW NM gEaR

2.4 LS

2.4 LX

127 225

M/6

315 990

10.7 254 n/a

201

M/5

2.2CRDi AWD SX

699 995

6.8 177 9.6 4/2.2TD 147 440

A/6

2.4TDCi LX

279 990

8.0

213

n/a 4/2.4TD

290

M/5

2.2CRDi AWD SXL

719 995

6.8 177 9.6 4/2.2TD 147 440

A/6

2.4TDCi SLX

309 990

8.0

213

n/a 4/2.4TD

290

M/5

2.4TDCi 4WD LX

345 990

8.2 218

n/a 4/2.4TD

290

M/5

2.4TDCi 4WD SLX

375 990

8.2 218

n/a 4/2.4TD

290

M/5

VERDICT | There’s earth and wind, but is there fire? 2.0T Lux

VERDICT | Looks grand, is grand, costs grand gRaNd sEdoNa

lanDWInD 5 LaNdWINd 5

gRanD sEDona

PRICE 289 880

L/100 Co2 0-100

P/T

8.5 201 11.0 4/2.0T

kW NM gEaR 140 250

A/6

PRICE

L/100 Co2 0-100

P/T

kW NM gEaR

2.2CRDi EX

566 995

8.0 208 13.6 4/2.2TD 147 440

A/6

2.2CRDi SX

694 995

8.0 208 13.6 4/2.2TD 147 440

A/6

2.2CRDi SXL

740 995

8.0 208 13.6 4/2.2TD 147 440

A/6

3.3 V6 SX

674 995

10.9 260 8.6

V6/3.3

199 318

A/6

3.3 V6 SXL

720 995

10.9 260 8.6

V6/3.3

199 318

A/6

116 LAMborghini

SDV8 Autobiography

huracÁn

VErDIcT | blows gallardo into the history books L/100 co2 0-100

P/T

KW nM GEar

2 407 926

8.7 229 6.9 V8/4.4TD 250 740

A/8

Supercharged Autobiography 2 472 228

13.8 322 5.4 V8/5.0S 375 625

A/8

SVAutobiography Dynamic

3 022 128

13.8 322 5.4 V8/5.0S 405 680

A/8

SDV8 Autobiography

2 508 826

8.7 229

7.0 V8/4.4TD 250 740

A/8

Supercharged Autobiography

2 574 028

13.8 322 5.8 V8/5.0S 375 625

A/8

3 454 426

range rover L

huracÁn

PrIcE

LP580-2 coupé

4 300 000

LP610-4 coupé

4 990 000

12.5 290 3.2 V10/5.2 449 560

D/7

SDV8 SVAutobiography

LP610-4 Spyder

5 490 000

12.3 285 3.4 V10/5.2 449 560

D/7

Supercharged SVAutobiography 3 616 228

11.9 278 3.4 V10/5.2 426 540

D/7

aVEnTaDor aVEnTaDor | Less scare, more dramatic flair avEnTador

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

LP700-4 coupé

POA

16.0 370 2.9 V12/6.5 515 690

S/7

LP700-4 Roadster

POA

16.0 370 3.0 V12/6.5 515 690

S/7

90 TD station wagon S

L/100 co2 0-100

P/T

PrIcE 516 500

L/100 co2 0-100 4.1

P/T

PrIcE

250 EX

554 200

8.0 188 9.8

4/2.5

300h EX

660 800

5.5 130 8.5

4/2.5e 151e 213+e C/V

360

M/6

90 TD station wagon Heritage 668 200

10.0 266 15.8 4/2.2TD

360

M/6

90 TD station wagon Adventure 726 500

10.0 266 15.8 4/2.2TD

360

M/6

110 TD pick-up E

11.1 295 15.8 4/2.2TD

360

M/6

VErDIcT | Sportier, edgier, closer to the benchmark

110 TD high-capacity pick-up E 577 600

11.1 295 15.8 4/2.2TD

360

M/6

110 TD hardtop E

582 300

11.1 295 15.8 4/2.2TD

360

M/6

643 500

11.1 295 15.8 4/2.2TD

360

M/6

110 TD station wagon Heritage 736 200

11.1 295 15.8 4/2.2TD

360

M/6

110 TD station wagon Adventure 777 500

11.1 295 15.8 4/2.2TD

360

M/6

110 TD double cab S

665 052

11.1 295 15.8 4/2.2TD

360

M/6

130 TD crew cab E

674 852

11.1 295 17.0 4/2.2TD

360

M/6

DIscoVEry sporT VErDIcT | brilliant baby disco rewrites the rules Pure TD4 110kW Pure TD4

618 166

L/100 co2 0-100

P/T

KW nM GEar

5.3 139 10.3 4/2.0TD 110 380

A/9 A/9

672 566

5.3 139 8.9 4/2.0TD 132 430

Pure Si4

679 178

8.3 197 8.2

177 340

A/9

SE TD4

727 366

5.3 139 8.9 4/2.0TD 132 430

A/9

SE Si4

733 978

8.3 197 8.2

177 340

A/9

HSE TD4

791 766

5.3 139 8.9 4/2.0TD 132 430

A/9

HSE Si4

798 378

8.3 197 8.2

177 340

A/9

HSE Luxury TD4

840 066

5.3 139 8.9 4/2.0TD 132 430

A/9

HSE Luxury Si4

846 678

8.3 197 8.2

A/9

4/2.0T 4/2.0T 4/2.0T 4/2.0T

177 340

PrIcE

L/100 co2 0-100 P/T 175

7.0

4/2.0T

180 350

A/8

200t EX

641 500

7.5

175

7.0

4/2.0T

180 350

A/8

350 F-Sport

706 300

9.7 225 6.65 V6/3.5

228 375

A/8

nX VErDIcT | Lexus gets all its angles right PrIcE

L/100 co2 0-100

KW nM GEar

SE TD4

767 348

5.8 152 9.0 4/2.0TD 132 430

A/9

SE Si4

800 454

7.8

177 340

A/9

HSE Dynamic TD4

920 848

5.8 152 9.0 4/2.0TD 132 430

A/9

181 181

7.6

HSE Dynamic Si4

954 054

7.8

177 340

A/9

HSE Dynamic TD4 Ember

971 148

5.8 152 9.0 4/2.0TD 132 430

A/9

HSE Dynamic Si4 Ember

1 004 254

7.8

coupé HSE Dynamic TD4

920 848

181

7.6

4/2.0T

177 340

A/9

5.8 152 9.0 4/2.0TD 132 430

A/9

7.6

4/2.0T

coupé HSE Dynamic Si4

954 054

7.8

177 340

A/9

Autobiography TD4

997 348

5.8 152 9.0 4/2.0TD 132 430

A/9

Autobiography Si4

1 030 554

7.8

convertible HSE Dynamic Si4 1 011 634

181

7.6

4/2.0T

631 500

7.9

184

7.1

4/2.0T

175 350

A/6

677 300

7.9

184

7.1

4/2.0T

175 350

A/6

200t F-Sport

786 600

7.9

184 7.61 4/2.0T

175 350

A/6

300h EX

743 000

6.0 140 9.2

PrIcE

L/100 co2 0-100 8.0 186

7.5

4/2.0T

180 350

A/8

350 F-Sport

854 700

9.4

6.3

V6/3.5

233 378

A/8

217

PrIcE

8.0 186

7.3

4/2.0T

180 350

A/8

350 F-Sport

892 600

11.3 262 6.0

V6/3.5

232 380

A/8

rX VErDIcT | A sharp-suited shock for old rx fans PrIcE

350 EX

907 700

450h SE

1 175 600

L/100 co2 0-100 9.6 223 8.0 5.7

131

4/2.0T

177 340

A/9

PrIcE

L/100 co2 0-100

1 600 700

10.2 270 8.6 V8/4.5TD 195 650

A/6

14.5 336

A/8

7.7

SDV6 S

1 035 240

8.8 230 9.3 V6/3.0TD 183 600

A/8

PrIcE

SCV6 Graphite

1 090 210

12.0 285

8.1 V6/3.0S 250 450

A/8

460

1 701 100

SDV6 Graphite

1 091 240

8.8 230 9.3 V6/3.0TD 183 600

A/8

SCV6 Landmark

1 224 910

12.0 285

8.1 V6/3.0S 250 450

A/8

SDV6 Landmark

1 226 340

8.8 230 9.3 V6/3.0TD 183 600

A/8

L/100 co2 0-100 10.8 258

P/T

KW nM GEar

7.2 V6/3.0S 250 450

A/8

TDV6 S

1 157 918

7.8

207

7.6 V6/3.0TD 190 600

A/8

TDV6 SE

1 190 818

7.8

207

7.6 V6/3.0TD 190 600

A/8

SCV6 SE

1 216 732

10.8 258

7.2 V6/3.0S 250 450

A/8

SDV6 SE

1 311 710

7.2 V6/3.0TD 215 600

A/8

TDV6 HSE

1 350 018

SCV6 HSE

1 441 832

1 728 226

7.0

185

7.8

207

7.6 V6/3.0TD 190 600

A/8

10.8 258

7.2 V6/3.0S 250 450

A/8

7.2 V6/3.0TD 215 600

A/8

13.8 321 5.37 V8/5.0S 375 625

7.0

185

A/8

8.7 229 6.9 V8/4.4TD 250 740

A/8

SCV6 Autobiography Dynamic 1 600 932

10.8 258

7.2 V6/3.0S 250 450

A/8

Supercharged Autobiography Dynamic 1 883 686

13.8 321 5.3 V8/5.0S 375 625

A/8

SDV8 Autobiography Dynamic 1 896 326

8.7 229 6.9 V8/4.4TD 250 740

A/8

SVR

13.8 322 4.7 V8/5.0S 405 680

A/8

2 169 386

rangE roVEr PrIcE

11.1 259 5.7

P/T V8/4.6

KW nM GEar 285 493

A/8

Kuv100

L/100 co2 0-100

P/T

KW nM GEar

range rover TDV6 Vogue

1 788 998

8.6 227

7.9 V6/3.0TD 190 600

A/8

SDV8 Vogue SE

2 146 926

8.7 229 6.9 V8/4.4TD 250 740

A/8

Supercharged Vogue SE

2 211 328

13.8 322 5.4 V8/5.0S 375 625

A/8

PrIcE 221 995

L/100 co2 0-100 7.6

XyLo

KW nM GEar 89

290

M/5

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

249 995

7.6

200 n/a 4/2.2TD

290

M/5

2.2CRDe E8

269 995

7.6

200 n/a 4/2.2TD

290

M/5

VErDIcT | Priced to please, styled not to scorPIo

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

Pik-up 2.5TCI Loader

180 995

9.9 260 n/a 4/2.5TD

258

2.5TCI

203 995

9.9 260 n/a 4/2.5TD

258

M/5

2.5TCI 4x4

246 995

9.9 260 n/a 4/2.5TD

258

M/5

2.2CRDe

217 995

8.8 233 n/a 4/2.2TD

290

M/5

2.2CRDe Adventure

250 995

8.8 233 n/a 4/2.2TD

290

M/5

2.2CRDe 4x4

271 995

8.8 233 n/a 4/2.2TD

290

M/5

2.2CRDe 4x4 Adventure

304 995

8.8 233 n/a 4/2.2TD

290

M/5

247 995

9.9 260 n/a 4/2.5TD

258

M/5

Pik-up double cab 2.5TCI 4x4

274 995

9.9 260 n/a 4/2.5TD

258

M/5

2.2CRDe

270 995

8.8 233 n/a 4/2.2TD

290

M/5

2.2CRDe Adventure

299 995

8.8 233 n/a 4/2.2TD

290

M/5

2.2CRDe 4x4

297 995

8.8 233 n/a 4/2.2TD

290

M/5

2.2CRDe 4x4 Adventure

324 995

8.8 233 n/a 4/2.2TD

290

M/5

scorpIo PrIcE

L/100 co2 0-100

P/T

KW nM GEar

2.2CRDe S10

283 995

7.2

191

n/a 4/2.2TD

280

M/5

2.2CRDe S10 4x4

299 995

7.2

191

n/a 4/2.2TD

280

M/5

XuV500 PrIcE

L/100 co2 0-100

P/T

KW nM GEar

2.2CRDe W4

272 995

6.5

171

n/a 4/2.2TD 103 330

2.2CRDe W6

319 995

6.5

171

n/a 4/2.2TD 103 330

M/6

2.2CRDe W8

354 995

6.5

171

n/a 4/2.2TD 103 330

M/6

2.2CRDe W8 auto

389 995

7.4

196 n/a 4/2.2TD 103 330

A/6

2.2CRDe W8 AWD

374 995

7.0

183 n/a 4/2.2TD 103 330

M/6

MASerATi

ghIbLI

VErDIcT | excellent, overpriced 5 Series rival GhIBLI

PrIcE

Ghibli

1 590 936

9.6 223 5.6 V6/3.0T 243 500

A/8

Diesel

1 647 360

L/100 co2 0-100

5.9 158 6.3 V6/3.0TD 202 600

A/8

P/T

KW nM GEar

1 950 936

10.4 242 5.0 V6/3.0T 301 550

A/8

LEVanTE LEvanTE

PrIcE

Diesel

1 650 000

L/100 co2 0-100 7.2

P/T

KW nM GEar

189 6.9 V6/3.0TD 202 600

A/8

quaTTroporTE quaTTroPorTE

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

PrIcE

L/100 co2 0-100

6.2 163 6.4 V6/3.0TD 202 600

A/8

2 196 936

9.1

A/8

2 496 936

9.6 223

5.1 V6/3.0T 302 550

A/8

GTS

2 976 936

10.7 250 4.7 V8/3.8T 390 710

A/8

212 6.8 V6/3.0T 242 500

5.9 139 n/a

3/1.2

115

M/5

5.9 139 n/a

3/1.2

115

M/5

granTurIsmo / grancabrIo

187 995

4.4

179 995

5.9 139 n/a

1.2 D75 K8

197 995

4.4

117 117

n/a 3/1.2TD 3/1.2

n/a 3/1.2TD

M/5

VErDIcT | Future italian classic

115

M/5

190

M/5

GranTurIsMo/GrancaBrIo PrIcE

190

boLEro VErDIcT | requires a passion for indian motoring PrIcE

L/100 co2 0-100

P/T

KW nM GEar

2.5Di Maxitruck Plus

135 995

7.0

n/a

n/a 4/2.5TD

195

M/5

2.5TD Loader

159 995

9.5 251

n/a 4/2.5TD

238

M/5

2.5TD

172 995

9.5 251

n/a 4/2.5TD

238

M/5

2.5TD 4x4

204 995

9.5 251

n/a 4/2.5TD

238

M/5

2.5TD double cab

197 995

9.5 251

n/a 4/2.5TD

235

M/5

2.5TD double cab 4x4

226 995

9.5 251

n/a 4/2.5TD

235

M/5

KW nM GEar

2 187 360

330

149 995

1.2 G80 K8

P/T

Diesel

169 995

L/100 co2 0-100

P/T

KW nM GEar

GranTurismo Sport

2 717 448

14.3 331 4.8

338 520

A/6

Sport Cambiocorsa

2 837 448

15.5 360 4.7

V8/4.7

338 520

S/6

MC Stradale

3 317 448

14.4 337 4.5

V8/4.7

338 520

S/6

Sport

3 143 448

14.5 337 5.0

V8/4.7

338 520

S/6

3 557 448

14.5 337 4.9

V8/4.7

338 520

S/6

Grancabrio

MAzdA

mazDa2

VErDIcT | So good it plays in the premier league

VErDIcT | it’s a xylo bakkie. What more can we say? GEnIo

M/5

2.2CRDe E2

1.2 G80 K6+

BoLEro

P/T

200 n/a 4/2.2TD

1.2 G80 K4+ 1.2 D75 K6+

247

VErDIcT | As good as any of its german adversaries

MAhindrA

gEnIo

VErDIcT | The default luxury SUv ranGE rovEr

L/100 co2 0-100

VErDIcT | rides well, goes alright, styling’s a mess

VErDIcT | Sharper, lighter, faster. Sport means business

SDV8 HSE Dynamic

270 530

KuV100

rangE roVEr sporT

VErDIcT | Sporty italian off-roader a handy Cayenne riva

VErDIcT | Credible alternative to the germans

1 716 186

V8/5.7

A/8

1 569 010

KW nM GEar

1 648 200

8.1 V6/3.0S 250 450

Supercharged HSE Dynamic

P/T

450d

12.0 285

SDV6 HSE

A/8

570

1 020 810

1 129 732

KW nM GEar 221 370

PrIcE

SCV6 S

P/T V6/3.5

7.7 V6/3.5e 230e 335+e C/V

dIscovEry

PrIcE

KW nM GEar

782 100

SCV6 S

ranGE rovEr sPorT

P/T

200t EX

8.6 201 8.6

KW nM GEar

quanTo

Xuv500

L/100 co2 0-100

VErDIcT | Queen Mary ii, eat your heart out

P/T

KW nM GEar

VErDIcT | The first truly worthwhile Mahindra

A/9

L/100 co2 0-100

P/T

199 n/a 4/2.5TD

VErDIcT | Tell me quanto, quanto, quantoooooo...

scorPIo KW nM GEar

745 200

177 340

VErDIcT | All the tools you need to go discover

P/T

200t EX

7.5

VErDIcT | easier on the eye but still a segment outsider

VErDIcT | Sharp and sleek. Sportiest Lexus since LFA

4/2.0T

DIscoVEry

4/2.5e 145e 210+e C/V

7.6

181

KW nM GEar

200t E

P/T

200t EX

L/100 co2 0-100

quanTo

2.5TCI

VErDIcT | not just fancy fashion – capable and fun, too L/100 co2 0-100

KW nM GEar

7.5

VErDIcT | All the great Lexus qualities remain

PrIcE

A/6

583 600

rangE roVEr EVoquE ranGE rovEr EvoquE

135 235

200t E

PrIcE

KW nM GEar

110 TD station wagon S

209 995

scorpIo pIK-up

L/100 co2 0-100 P/T

10.0 266 15.8 4/2.2TD

dIscovEry sPorT

KW nM GEar

95 10.3 4/1.8e 100e142+e C/V

600 100

559 700

PrIcE

VErDIcT | Mahindra resurrects the Toyota Condor

VErDIcT | Posh Prius, nothing more

Thar 2.5CRDe

XyLo

cT cT

VErDIcT | Jeep ’n cheerful Mumbai wrangler

2.2CRDe

VErDIcT | new-age Camry with all the trimmings

VErDIcT | best/Worst 4x4xfar – split decision. dies soon PrIcE

A/8 A/8

DEfEnDEr dEfEndEr

8.7 229

LexUS

200h S

LAnd rover

7.0 V8/4.4TD 250 740

13.8 322 5.5 V8/5.0S 405 680

Thar

PrIcE

L/100 co2 0-100

P/T

Mazda2 KW nM GEar

2.2CRDe

195 995

7.9

210

n/a 4/2.2TD

290

M/5

2.2CRDe Plus

220 995

7.9

210

n/a 4/2.2TD

290

M/5

2.2CRDe double cab

230 995

7.9

210

n/a 4/2.2TD

290

M/5

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

1.5 Active

209 800

5.5 130 9.6

4/1.5

145

M/6

1.5 Dynamic

222 800

5.5 130 9.6

4/1.5

145

M/6

1.5 Dynamic auto

235 500

5.7 134 10.4

4/1.5

145

A/6

1.5 Individual

235 600

5.5 130 9.6

4/1.5

145

M/6

4/1.5

145

A/6

220

A/6

1.5 Individual auto

248 300

5.7 134 10.2

1.5DE Hazumi auto

294 600

4.4

115 10.9 4/1.5TD

THE GOOD, THE BAD & THE UGLY 117 mazDa3

b-cLass

VErDIcT | dynamics, cabin quality and verve Mazda3

PrIcE

gLc coupÉ

VErDIcT | Tallboy hatch gets tech, quality boost

L/100 co2 0-100

P/T

KW nM GEar

hatch 1.6 Original

262 700

6.2 147 13.0

4/1.6

144

M/5

1.6 Active

275 800

6.2 147 13.0

4/1.6

144

M/5

1.6 Dynamic

289 100

6.2 147 13.0

4/1.6

144

M/5

B-cLass B200

PrIcE 442 326

5.5 129 8.4

4/1.6T

115 250

D/7

GLC250 4Matic

745 600

7.3

439 400

4.5

117

9.4 4/2.1TD 100 300

M/6

GLC250d 4Matic

757 522

5.4 143

B200d auto

458 400

4.2

111

8.9 4/2.1TD 100 300

D/7

B220d

487 300

4.3

111

8.3 4/2.1TD 130 350

D/7

B250

508 278

6.3

147

6.8

D/7

4/1.6

144

A/4

4/2.0

121 210

M/6

2.0 Individual auto

349 000

5.9 140 9.0

4/2.0

121 210

A/6

2.0 Astina

384 000

5.9 140 9.0

4/2.0

121 210

A/6

cLa

2.0 Astina Plus

413 900

5.9 140 9.0

4/2.0

121 210

A/6

VErDIcT | Sexier, pricier A-Class with a boot

1.6 Original

257 200

6.0 142 12.8

4/1.6

144

M/5

1.6 Active

270 300

6.0 142 12.8

4/1.6

144

M/5

1.6 Dynamic

283 600

6.0 142 13.21 4/1.6

144

M/5

4/1.6

144

A/4

6.1

145 8.2

4/2.0

121 210

M/6

2.0 Individual auto

343 500

5.8 139 8.9

4/2.0

121 210

A/6

2.0 Astina

378 500

5.8 139 8.9

4/2.0

121 210

A/6

2.0 Astina Plus

408 400

5.8 139 8.9

4/2.0

121 210

A/6

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

2.0 Active

277 800

6.5 156 9.3

4/2.0

115 204

M/6

2.0 Active auto

294 700

6.1

146 9.5

4/2.0

115 204

A/6

2.0 Dynamic

303 100

6.3

151

4/2.0

115 204

M/6

2.0 Dynamic auto

314 700

6.1

146 8.44

4/2.0

115 204

A/6

2.0 Individual auto

355 400

6.1

146 9.5

4/2.0

115 204

A/6

9.0

VErDIcT | Too much Kodo, not enough kudu BT-50

PrIcE 322 500

7.6

P/T

KW nM GEar

199 n/a 4/2.2TD 110 375

M/6

2.2 SLX

339 900

7.7

202 n/a 4/2.2TD 110 375

M/6

3.2 SLE

380 300

9.3 245 n/a 5/3.2TD 147 470

M/6

3.2 SLE auto

393 200

9.1

239 n/a 5/3.2TD 147 470

A/6

3.2 4x4 SLE

436 700

9.8 258 n/a 5/3.2TD 147 470

M/6

2.2 SLE

409 900

7.7

202 n/a 4/2.2TD 110 375

M/6

3.2 SLE

445 400

9.3 245 n/a 5/3.2TD 147 470

M/6

3.2 SLE auto

456 500

9.1

239 n/a 5/3.2TD 147 470

A/6

3.2 4x4 SLE

503 000

9.8 258 n/a 5/3.2TD 147 470

M/6

3.2 4x4 SLE auto

516 200

9.7 255 n/a 5/3.2TD 147 470

A/6

double cab

cX-5 VErDIcT | As good as any in the class. Shortlist PrIcE

L/100 co2 0-100

P/T

KW nM GEar

2.0 Active

363 900

6.4 149 9.3

4/2.0

121 210

2.0 Active auto

375 900

6.4 148 9.5

4/2.0

121 210

A/6

2.0 Dynamic

377 700

6.4 149 9.3

4/2.0

121 210

M/6

2.2DE Active

433 600

5.7

151 10.1 4/2.2TD 110 380

A/6

2.5 Individual

468 300

6.9 160 9.2

141 256

A/6

2.2DE AWD Akera

533 400

5.9 155 9.77 4/2.2TD 129 420

A/6

4/2.5

M/6

PrIcE 441 700

L/100 co2 0-100 6.7 156 7.65

P/T 4/2.0

KW nM GEar 118 200

M/6

McLAren

540c

VErDIcT | Who buys an entry-level Macca? 540c

PrIcE

540C

POA

L/100 co2 0-100

P/T

KW nM GEar

11.1 258 3.5 V8/3.8T 397 540

D/7

VErDIcT | McLaren plays the numbers game. Scores 570s

PrIcE

570S

POA

L/100 co2 0-100

P/T

KW nM GEar

11.1 258 3.2 V8/3.8T 419 600

D/7

650s VErDIcT | A prettier, punchier, more engaging 12C 650s

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

coupé

POA

11.7 275 3.0 V8/3.8T 478 678

S/7

Spider

POA

11.7 275 3.0 V8/3.8T 478 678

S/7

4/1.6T

115 250

D/7

CLA200d

M/6

4.4

114

9.5 4/2.1TD 100 350

513 800

4.2

110

9.0 4/2.1TD 100 350

D/7

VErDIcT | now moving people more stylishly than ever

519 900

4.2

111

7.7 4/2.1TD 130 350

D/7

CLA250 Sport 4Matic

636 460

6.8 160 6.4

4/2.0T

160 350

D/7

7.3

4/2.0T

280 475

D/7

v-cLass V200d V220d V250d V220d Avantgarde

PrIcE L/100 co2 0-100 P/T KW 819 888 6.1 159 13.6 4/2.1TD 100 855 840 5.9 154 11.5 4/2.1TD 120 921 120 6.0 158 9.1 4/2.1TD 140 1 116 060 5.9 154 11.5 4/2.1TD 120

V250d Avantgarde

1 157 556

Mercedes-AMG CLA45 4Matic 838 714

171

4.2

GLa

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

GLA200

458 666

5.9 139 8.9

4/1.6T

115 250

M/6

GLA200 auto

477 552

5.9 138 8.8

4/1.6T

115 250

D/7

GLA200d

483 600

4.4

115

9.5 4/2.1TD 100 300

M/6

GLA200d auto

502 600

4.4

115

9.1 4/2.1TD 100 300

D/7

GLA220d 4Matic

560 040

5.0 130

7.7 4/2.1TD 130 350

D/7

GLA250 4Matic

613 776

6.6 154

7.1

4/2.0T

155 350

D/7

7.4

4.4

4/2.0T

280 475

D/7

172

c-cLass

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

sedan C180

473 198

5.5 127 8.2

C180 auto

493 110

5.8 135 8.5

4/1.6T

115 250

A/7

C200

497 268

5.7

132

4/2.0T

135 300

M/6

131 7.85 4/2.0T

C200 auto

4/1.6T

7.5

115 250

M/6

516 154

5.6

135 300

A/7

C220d

521 300

4.2 109

8.1 4/2.1TD 125 400

M/6

C220d auto

540 300

4.5

7.8 4/2.1TD 125 400

A/7

C250

573 066

5.9 139 6.6

C250d

598 200

4.5

117 117

4/2.0T

155 350

6.6 4/2.1TD 150 500 4/2.0T

A/7 A/7

C300

611 264

6.3 146 5.9

180 370

A/7

C350e

804 900

2.8

5.9 4/2.0Te 205 600

A/7

Mercedes-AMG C43 4Matic

835 182

8.0 183 4.7 V6/3.0T 270 520

A/9

Mercedes-AMG C63

1 154 608

8.2 192

4.1 V8/4.0T 350 650

A/7

Mercedes-AMG C63 S

1 295 850

8.4 195 4.46 V8/4.0T 375 700

A/7 M/6

estate C180

509 768

5.6 132 8.4

4/1.6T

115 250

C180 auto

529 110

5.8 135 8.7

4/1.6T

115 250

A/7

C200

533 610

5.8 135

7.7

4/2.0T

135 300

M/6

C200 auto

553 180

6.0 140

7.5

4/2.0T

135 300

A/7

C250d

634 656

4.8 124 6.9 4/2.1TD 150 500

A/7

c-cLass

PrIcE

coupé C200 C200 auto C220d C220d auto C300 Mercedes-AMG C43 4Matic Mercedes-AMG C63 Mercedes-AMG C63 S

552 924 572 038 592 700 611 700 664 518 901 582 1 278 846 1 392 146

L/100 co2 0-100 5.9 5.9 4.4 4.3 6.8 8.0 8.9 8.9

136 137 116 113 157 183 209 209

7.7 7.3 7.5 7.5 6.0 4.7 4.0 3.9

P/T

4/2.0T 4/2.0T 4/2.1TD 4/2.1TD 4/2.0T V6/3.0T V8/4.0T V8/4.0T

KW nM GEar 135 135 125 125 180 270 350 375

300 300 400 400 370 520 650 700

M/6 A/7 M/6 A/9 A/7 A/9 A/7 A/7

cabriolet

E-cLass sEDan VErDIcT | The driver’s car that drives itself E-cLass

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

E200

709 608

6.3 142

7.7

4/2.0T

135 300

A/9

E250

761 608

6.3 142 6.9

4/2.0T

155 350

A/9

7.3 4/2.0TD 143 400

A/9

E220d

759 100

4.3

E350d

961 036

5.5 144 5.9 6/3.0TD 190 620

A/9

E400 4Matic

997 366

8.4 189 5.2 V6/3.0T 245 480

112

A/9

E-cLass

PrIcE

coupé E250 E250 Sport Edition E250CDI E250CDI Sport Edition E400 E400 Sport Edition E500 E500 V8 Edition

L/100 co2 0-100

P/T

KW nM GEar

732 008 757 808 754 826 780 626 976 898 1 002 698 1 225 446 1 262 246

6.1 6.1 4.9 4.9 7.6 7.6 8.9 8.9

142 142 129 129 177 177 209 209

7.1 7.1 7.3 7.3 5.2 5.2 4.8 4.8

4/2.0T 4/2.0T 4/2.1TD 4/2.1TD V6/3.0T V6/3.0T V8/4.7T V8/4.7T

155 155 150 150 245 245 300 300

350 350 500 500 480 480 600 600

A/7 A/7 A/7 A/7 A/7 A/7 A/7 A/7

cabriolet E250 E250 Sport Edition E400 E400 Sport Edition E500 E500 V8 Edition

802 720 827 220 1 050 910 1 075 410 1 262 402 1 299 202

6.5 6.5 7.9 7.9 9.1 9.1

150 150 185 185 213 213

7.5 7.5 5.3 5.3 4.9 4.9

4/2.0T 4/2.0T V6/3.0T V6/3.0T V8/4.7T V8/4.7T

155 155 245 245 300 300

350 350 480 480 600 600

A/7 A/7 A/7 A/7 A/7 A/7

cLs VErDIcT | drives better, looks worse cLs

PrIcE

L/100 co2 0-100 4.7

123

P/T

KW nM GEar

CLS250d

863 342

CLS350d

1 016 508

5.5 142 6.5 V6/3.0TD 190 620

7.5 4/2.1TD 150 500

A/9

CLS400

1 015 026

7.7

179 5.3 V6/3.0T 245 480

A/7

CLS500

1 280 706

8.5 199 4.8 V8/4.7T 300 600

A/9

Mercedes-AMG CLS63 S

1 829 454

9.9 231

S/7

4.1 V8/5.5T 430 800

A/9

gLE VErDIcT | The ML is no longer. Welcome the new gLe. GLE

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

GLE250d

927 504

GLE350d

1 038 226

6.6

179

7.1 V6/3.0TD 190 620

GLE400

1 036 930

9.2 215

6.1 V6/3.0T 245 480

A/9

Mercedes-AMG GLE43

1 158 206

8.6 199 5.7 V6/3.0T 270 520

A/9

GLE500e

1 247 600

3.3

1 262 078

10.6 247 5.3 V8/4.7T 335 700

GLE500

5.9 156 8.6 4/2.1TD 150 500

A/9 A/9

5.3 V6/3.0Te 325e 650e A/7 A/9

702 522

6.3 143 8.2

4/2.0T

135 300

722 320

6.6 150

4/2.0T

135 300

A/9

Mercedes-AMG GLE63

1 847 484

11.8 276 4.44 V8/5.5T 410 700

A/7

4.9 124 8.2 4/2.1TD 125 400

A/9

Mercedes-AMG GLE63 S

1 985 484

11.8 276 4.2 V8/5.5T 430 760

A/7

C300

810 574

7.1

7.8

161 6.4

4/2.0T

180 370

M/6

VErDIcT | Mixes prestige with power and efficiency

794 356

A/9

Mercedes-AMG C43 4Matic

1 048 336

8.4 194 4.8 V6/3.0T 270 520

A/9

Mercedes-AMG C63

1 451 072

9.3 218 4.2 V8/4.0T 350 650

A/7

Mercedes-AMG C63 S

1 571 072

9.3

218

4.1 V8/4.0T 375 700

A/7

VITo VErDIcT | blue-collar v-Class is the business vITo

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

600 096

6.3 164 15.1 4/1.6TD

270

6.4 164 12.8 4/2.1TD 100 330

M/6

5.8 153 n/a 4/2.1TD 120 380

A/7

116 CDI Tourer Select

786 030

6.0 158 11.5 4/2.1TD 120 380

M/6

116 CDI Tourer Select auto

810 460

5.8 153 n/a 4/2.1TD 120 380

A/7

119 CDI Tourer Select auto

865 374

5.8 153 n/a 4/2.1TD 140 440

A/7

M/6

gLc

D/7

A/7

C220d auto

689 848

280 475

9.1 4/2.1TD 140 440

C200 auto

116 CDI Tourer Pro auto

4/2.0T

6.0 158

nM GEar 330 A/7 380 A/7 440 A/7 380 A/7

E-cLass coupÉ / cabrIoLET

VErDIcT | Like the brilliant new S-Class, just smaller

POA

4.2

V-cLass

481 900

CLA220d

PrIcE

171

178

CLA200d auto

675LT

7.3

A/9

7.9

675LT

737 314

A/9

5.6 128

A/7

Mercedes-AMG A45 4Matic

180 370

482 712

M/6

PrIcE L/100 co2 0-100 P/T KW nM GEar 417 996 5.7 140 8.1 4/1.6T 115 250 M/6 436 084 5.4 126 7.8 4/1.6T 115 250 D/7 448 500 4.5 116 9.3 4/2.1TD 100 300 M/6 467 500 4.1 108 8.8 4/2.1TD 100 300 D/7 492 300 4.2 109 7.5 4/2.1TD 130 350 D/7 528 522 6.2 143 6.3 4/2.0T 160 350 D/7

A/9

4/2.0T

4.7 V6/3.0T 270 520

CLA200 auto

6.0 158 n/a 4/2.1TD 100 330

a-cLass A200 A200 auto A200d A200d auto A220d A250 Sport

M/6

135 300

7.8

6.0 158 11.5 4/2.1TD 120 380

VErDIcT | Undoubted appeal, but spec adaptive ride

135 300

4/2.0T

6.2 144 5.8

665 418

a-cLass

4/2.0T

143 6.9

756 136

628 026

MerCedeS-benz / MerCedeS-AMg

KW nM GEar

7.0

6.1

994 612

652 342

D/7

P/T

6.6 154

Mercedes-AMG SLC43

114 CDI Tourer Pro KW nM GEar

L/100 co2 0-100

684 476 702 222

SLC300

114 CDI Tourer Pro auto P/T

PrIcE

SLC200 auto M/6

116 CDI Tourer Pro

11.7 275 2.9 V8/3.8T 496 700

VErDIcT | does its three-fifths of an SL job perfectly SLC200

KW nM GEar

VErDIcT | Sleeker packaging for beefier big Mac L/100 co2 0-100

A/9 A/9

115 250

111 CDI Tourer Pro

675LT

4/2.0T

A/9

155 350

4/1.6T

C200

570s

KW nM GEar

7.6 4/2.1TD 150 500

5.7 133 8.2

VErDIcT | Sporting glamour from the premier league

VErDIcT | Lighter, smaller and utterly superb 2.0 Roadster-Coupé

P/T

7.3

451 382

c-cLass coupÉ / cabrIoLET

mX-5 MX-5

L/100 co2 0-100

170

CLA200

c-cLass sEDan / EsTaTE

L/100 co2 0-100

freestyle cab

cX-5

PrIcE

P/T

5.4 143 8.3 4/2.1TD 125 400

sLc sLc

Mercedes-AMG GLA45 4Matic 822 528

bT-50 2.2 SLX

155 350

VErDIcT | A-Class for the mink and manure set

VErDIcT | Mixes best bits of 3 and 2. Tight in the back cX-3

cLa

4/2.0T

gLa

cX-3

L/100 co2 0-100

B200d

6.9 164 13.6

6.7 159 13.5

738 522

PrIcE

B200 auto

6.2 146 8.3

331 300

GLC220d 4Matic

115 250

300 700

295 200

GLc couPÉ

M/6

4/1.6T

336 800

1.6 Dynamic auto

KW nM GEar

5.8 134 8.6

1.6 Dynamic auto

2.0 Individual

P/T

423 896

2.0 Individual

sedan

VErDIcT | Street cred trumps practicality

L/100 co2 0-100

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

GLC220d 4Matic

644 522

5.5 143 8.3 4/2.1TD 125 400

A/9

GLC250 4Matic

652 444

7.1

155 350

A/9

GLC250d 4Matic

665 922

5.5 143

7.6 4/2.1TD 150 500

A/9

GLC300 4Matic

707 198

7.6

Mercedes-AMG GLC43 4Matic 934 206

166

7.3

177 6.5

4/2.0T 4/2.0T

VErDIcT | Sportier, sleeker ML. nobody mention x6 GLE couPÉ

PrIcE

GLE350d

1 131 038

L/100 co2 0-100 7.2

7.0 V6/3.0TD 190 620

A/9

Mercedes-AMG GLE43

1 246 986

9.4 219 4.9 V6/3.0T 270 520

A/9

GLE500

1 363 376

10.9 254 4.9 V8/4.7T 335 700

A/9

Mercedes-AMG GLE63 S

2 107 612

11.9 278 4.2 V8/5.5T 430 760

A/7

187

P/T

KW nM GEar

gLs VErDIcT | Classy, go-anywhere 7-seater waftmobile GLs

PrIcE

GLS350d

1 290 626

7.8 V6/3.0TD 190 620

A/9

GLS500

1 459 676

L/100 co2 0-100

10.9 254 5.3 V8/4.7T 335 700

A/9

Mercedes-AMG GLS63

2 266 052

12.3 288 4.6 V8/5.5T 430 760

A/7

7.1

179

P/T

KW nM GEar

g-cLass VErDIcT | For those who appreciate a high diff count

VErDIcT | Mid-size meanderwagen is Merc’s best yet GLc

gLE coupÉ

175 370

A/9

8.7 199 4.9 V6/3.0T 270 520

A/9

G-cLass

PrIcE

L/100 co2 0-100

P/T

KW nM GEar

G350d

1 534 074

9.9 261 8.8 V6/3.0TD 180 600

A/7

Mercedes-AMG G63

2 330 028

13.8 322 5.4 V8/5.5T 420 760

A/7

Mercedes-AMG G63 Edition 463 2 482 028

13.8 322 5.4 V8/5.5T 420 760

A/7

118 sl

couNTRymaN

vERDicT | Nothing says ‘I’ve arrived’ like an Sl

vERDicT | BmW X0.5

PRicE

L/100 co2 0-100 175

P/T

KW Nm GEAR

couNTRymAN

Nv200 combi vERDicT | People mover makes business sense PRicE

L/100 co2 0-100 cyL/cc KW Nm GEAR

Nv200 combi

PRicE

SL400

1 440 743

7.7

4.9 V6/3.0T 270 500

A/9

Cooper

368 648

SL500

1 776 621

9.0 205 4.3 V8/4.7T 335 700

A/9

Cooper auto

389 498

7.6

Mercedes-AMG SL63

2 465 996

10.1 234

A/7

Cooper S

432 876

6.6 154

7.5

4/1.6T

Mercedes-AMG SL65

3 136 213

11.9 279 4.0 V12/6.0T 463 1000 A/7

Cooper S auto

453 270

7.5

175

7.8

4/1.6T

140 260

A/6

NP300 haRDboDy

John Cooper Works ALL4

533 524

8.0 186

7.0

4/1.6T

160 280

M/6

vERDicT | No-frills worker bee

John Cooper Works ALL4 auto 552 322

8.3 193

7.0

4/1.6T

160 280

A/6

4.1 V8/5.5T 430 900

s-class vERDicT | As usual, in the running for world’s best car s-cLAss

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

s-class S350d

1 418 790

5.9 155 6.8 V6/3.0TD 190 620

A/9

6.5 152 10.5 177 11.6

4/1.6 4/1.6

160

326 900

7.3

169 n/a

160

A/6

1.5dCi Visia

356 900

5.1

134 n/a 4/1.5TD

140 260

M/6

vERDicT | less practical countryman. Niche! PRicE

L/100 co2 0-100 cyL/cc KW Nm GEAR

S400h

1 434 346

6.8 159 6.8 V6/3.5e 245e 370+e A/7

Cooper S

432 876

6.6 154

7.4

4/1.6T

140 260

M/6

S500

1 843 904

8.9 206 4.8 V8/4.7T 335 700

A/9

Cooper S auto

453 270

7.5

7.7

4/1.6T

140 260

A/6

Mercedes-AMG S63

2 529 838

10.1 237 4.4 V8/5.5T 430 900

A/7

John Cooper Works ALL4

533 524

186 6.9

4/1.6T

160 300

M/6

8.3 193 6.9

4/1.6T

160 300

A/6

John Cooper Works ALL4 auto 552 322

s-class L S400h

1 473 646

6.8 159 6.8 V6/3.5e 245e370+e A/7

S400

1 470 408

8.3 192 5.3 V6/3.0T 245 480

A/7

S500

1 885 304

8.9 206 4.8 V8/4.7T 335 700

A/9

1 875 500

2.8

S600

2 433 916

11.3 264 4.6 V12/6.0T 390 830

A/7

Mercedes-AMG S63

S500e

2 569 838

10.1 237 4.4 V8/5.5T 430 900

5.2 V6/3.0Te 325e 650e A/7 A/7

Mercedes-AMG S65

3 185 126

11.9 279 4.3 V12/6.0T 463 1000 A/7

mERcEDEs-amG GT vERDicT | Noise, emotion, beauty – the GT has it all AmG GT

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

1 786 944

9.3 216

4.0 V8/4.0T 340 600

S/7

GT S

2 154 456

9.6 224 4.24 V8/4.0T 375 650

S/7

vERDicT | Hyper-tech GT leans towards greatness s-cLAss S500 coupé

PRicE 2 058 776

mITSuBISHI

L/100 co2 0-100

P/T

KW Nm GEAR

8.8 204 4.6 V8/4.7T 335 700

A/9

NP300 hARdbody

PRicE

4/1.6

L/100 co2 0-100

P/T 4/2.0

169

M/5

8.0

211

n/a 4/2.5TD

304

M/5

2.5TDi Hi-rider

314 900

8.0

211

n/a 4/2.5TD

304

M/5

2.4 4x4

306 900

11.1 261 n/a

105 205

M/5

2.5TDi 4x4

336 900

9.4 247 n/a 4/2.5TD

4/2.4

344 900

8.8 233 n/a 4/2.5TD

304

M/5

2.4 Hi-rider

324 900

11.0 259 n/a

4/2.4

105 205

M/5

2.4 4x4

388 900

11.7 274

4/2.4

105 205

M/5

n/a

vERDicT | Polo-sized crossover carves its own niche

vERDicT | No fighter jet, but fun, frugal and great value

juKE

miRAGE

1.2T Acenta

288 900

5.6 129 11.82 4/1.2T

190

1.2T Acenta+

308 900

5.6 129 10.8 4/1.2T

190

M/6

1.5dCi Acenta+

323 900

4.2 109 12.09 4/1.5TD

260

M/6

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

1.2 GL

148 400

4.9

115 11.7

3/1.2

100

M/5

1.2 GLX

158 400

4.9

115 11.7

3/1.2

100

M/5

1.2 GLS

168 400

4.9

115 11.7

3/1.2

100

M/5

asx PRicE

L/100 co2 0-100

P/T

L/100 co2 0-100

P/T

KW Nm GEAR

344 900

7.5

175

9.6

4/2.0

110 197

M/5

2.0 GLX

379 900

7.5

175

9.6

4/2.0

110 197

M/5

2.0 GLS

392 900

7.5

175

9.6

4/2.0

110 197

M/5

2.0 GLS auto

404 900

7.4

173 11.5

4/2.0

110 197

C/V

355 900

6.0 159 7.46 4/1.6T

140 240

M/6

1.6T 4WD Tekna

396 900

6.5 169 8.2

140 240

C/V

4/1.6T

vERDicT | Retakes the compact crossover crown qAshqAi

PRicE

L/100 co2 0-100

P/T

321 900

6.2 144 10.9 4/1.2T

190

1.2T Acenta

345 900

6.2 144 11.12 4/1.2T

190

M/6

1.2T Acenta auto

362 900

6.2 144 12.9 4/1.2T

165

C/V

1.5dCi Acenta

372 900

4.2 109 11.9 4/1.5TD

260

M/6

120 240

M/6

C/V

1.6T Acenta

417 900

6.2 144

1.6dCi Acenta auto

448 900

4.9 129 11.1 4/1.6TD

Mercedes-AMG S63 cabriolet 2 914 036

10.4 244 4.2 V8/5.5T 430 900

A/7

vERDicT | looks divide, but competes on ability

meRcedeS-mAyBAcH

KW Nm GEAR

2.5DI-D 4x4

484 900

8.6 225 n/a 4/2.5TD 131 400

M/5

2.5DI-D 4x4 Xtreme

504 900

8.6 225 n/a 4/2.5TD 131 400

M/5

vERDicT | Grander, but not much better than old car

vERDicT | S-class for Napoleon-syndrome bankers PRicE

P/T

ouTlaNDER

s-class s-cLAss

L/100 co2 0-100

double cab

L/100 co2 0-100

P/T

KW Nm GEAR

Mercedes-Maybach S500

2 269 818

8.9 207 5.0 V8/4.7T 335 700

A/9

Mercedes-Maybach S600

2 828 656

11.7 274

A/7

5.0 V12/6.0T 390 830

ouTLANdER 2.4 GLS Exceed

PRicE 504 900

L/100 co2 0-100

P/T

8.2 192 10.76 4/2.4

KW Nm GEAR 123 222

C/V

haTch vERDicT | All-new, but you’ll have to get in to know hATch

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

3-door 9.9

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

2.5DI-D auto

519 900

8.5 225 12.0 4/2.5TD 131 350

A/5

2.5DI-D 4x4

554 900

7.8

206 11.0 4/2.5TD 131 400

M/5

2.5DI-D 4x4 auto

569 900

8.5 225 12.0 4/2.5TD 131 350

A/5

2.5DI-D 4x4 Shogun auto

569 900

8.5 225 12.0 4/2.5TD 131 350

A/5

279 000

4.9

113

3/1.2T

180

M/6

297 000

5.0

117 10.2 3/1.2T

180

A/6

vERDicT | Been on the facelift train for far too long now

Cooper

336 000

4.7

110

7.9

3/1.5T

100 230

M/6

PAjERo

Cooper auto

354 000

4.9

115

7.8

3/1.5T

100 230

A/6

3-door 3.2DI-D GLS

659 900

10.1 245 12.0 4/3.2TD 140 441

A/5

Cooper Seven Edition

369 850

4.7

110

7.9

3/1.5T

100 230

M/6

3-door 3.2DI-D GLS Legend II 689 900

10.1 245 12.0 4/3.2TD 140 441

A/5

4.9

115

3/1.5T

PRicE

L/100 co2 0-100

P/T

Cooper Seven Edition auto

387 850

100 230

A/6

5-door 3.2DI-D GLS

739 900

10.1 245 12.3 4/3.2TD 140 441

A/5

Cooper S

395 552

5.9 138 6.94 4/2.0T

141 300

M/6

5-door 3.2DI-D GLS Legend II 789 900

10.1 245 12.3 4/3.2TD 140 441

A/5

412 298

5.5 127

6.7

4/2.0T

141 300

A/6

5-door 3.2DI-D GLS Exceed

10.1 245 12.3 4/3.2TD 140 441

A/5

Cooper S Seven Edition

420 552

5.9 138 6.8

4/2.0T

141 300

M/6

Cooper S Seven Edition auto

437 298

5.5 127

6.7

4/2.0T

141 300

A/6

John Cooper Works

454 104

6.7 156 6.3

4/2.0T

170 320

M/6

John Cooper Works auto

475 596

5.8 134 5.88 4/2.0T

170 320

A/6

One

5.0

117 10.1 3/1.2T

180

M/6

One auto

307 000

5.1

119 10.5 3/1.2T

180

A/6

Cooper

346 000

4.9

114

8.2

3/1.5T

100 230

M/6

Cooper auto

364 000

5.0

116

8.1

3/1.5T

100 230

A/6

Cooper Seven Edition

379 850

4.9

114

8.2

3/1.5T

100 230

M/6

5.0

116

Cooper Seven Edition auto

397 850

8.1

3/1.5T

100 230

A/6

Cooper S

405 780

6.0 140 6.9

4/2.0T

141 300

M/6

Cooper S auto

422 526

5.5 129 6.8

4/2.0T

141 300

A/6

Cooper S Seven Edition

430 780

6.0 140 6.9

4/2.0T

141 300

M/6

Cooper S Seven Edition auto

447 526

5.5 129 6.8

4/2.0T

141 300

A/6

clubmaN vERDicT | Six doors! mini, my how you’ve grown cLubmAN

PRicE

L/100 co2 0-100

Cooper

362 570

5.4 125

9.1

P/T

KW Nm GEAR

3/1.5T

100 230

M/6

Cooper auto

380 570

5.4 125

9.1

3/1.5T

100 230

A/6

Cooper S

441 192

6.4 148

7.2

4/2.0T

141 300

M/6

Cooper S auto

459 552

5.9 138

7.2

4/2.0T

141 300

A/8

John Cooper Works

550 612

7.4

168 6.3

4/2.0T

170 350

M/6

John Cooper Works auto

576 516

6.8 154 6.3

4/2.0T

170 350

A/8

coNvERTiblE vERDicT | The mini with the most... headroom coNvERTibLE

759 900

NISSAN

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

Cooper

389 000

5.4 125

9.1

3/1.5T

100 230

M/6

Cooper auto

407 456

5.4 125

9.1

3/1.5T

100 230

A/6

Cooper S

407 456

6.4 148

7.2

4/2.0T

141 300

M/6

Cooper S auto

476 710

5.9 138

7.1

4/2.0T

141 300

A/8

micRA

PRicE

P/T

159 900

5.2 124 13.2

1.5 Tekna

196 900

6.3 150 9.78 4/1.5TD

3/1.2

KW Nm GEAR 56

104

M/5

134

M/5

NP200 PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

1.6i

159 900

8.1

192 n/a

4/1.6

128

M/5

1.6i pack

176 900

8.1

192 n/a

4/1.6

128

M/5

1.6i Ice

191 900

8.1

192 n/a

4/1.6

128

M/5

1.6 16v S

192 900

8.0 189 n/a

4/1.6

148

M/5

1.6 16v SE

222 900

8.0 189 11.39 4/1.6

148

M/5

1.5dCi pack

221 900

5.3 140 n/a 4/1.5TD

200

M/5

1.5dCi Ice

236 900

5.3 140 n/a 4/1.5TD

200

M/5

1.5dCi SE

244 900

5.3 140 n/a 4/1.5TD

200

M/5

L/100 co2 0-100

P/T

KW Nm GEAR

363 900

8.3 197 11.1

4/2.0

106 200

M/6

2.5 4x4 SE

413 900

8.3 197 10.5

4/2.5

126 233

C/V

1.6dCi XE

404 900

5.1

320

M/6

1.6dCi 4x4 SE

451 900

5.3 139 11.0 4/1.6TD

320

M/6

1.6dCi 4x4 LE

529 900

5.3 139 11.5 4/1.6TD

320

M/6

134 10.5 4/1.6TD

NAvARA

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

2.5dCi KingCab XE

376 900

8.7 229 13.62 4/2.5TD 106 356

M/6

2.5dCi KingCab 4x4 XE

422 900

9.0 238 n/a 4/2.5TD 128 403

M/6

2.5dCi double cab XE

395 900

8.7 229 n/a 4/2.5TD 106 356

M/6

2.5dCi double cab LE

466 900

8.3

M/6

LEAf Leaf

217

n/a 4/2.5TD 128 403

PRicE 500 550

L/100 co2 0-100 0.0

P/T

11.5 e/elec

KW Nm GEAR 80e 254

A/E

370z vERDicT | Still a brilliant driver’s car despite age 370z

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

coupé

661 900

10.5 248 5.3

V6/3.7

245 363

M/6

coupé auto

680 900

10.4 245 5.6

V6/3.7

245 363

A/7

PATRoL

vERDicT | micra with a monster boot PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

1.5 Acenta

197 900

6.3 149 n/a

4/1.5

134

M/5

1.5 Acenta auto

207 900

7.2

4/1.5

134

A/4

171

n/a

sENTRa vERDicT | Popular nameplate returns. Not much fanfare PRicE

L/100 co2 0-100

P/T

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

3.0DTi pick-up

577 900

10.9 289 n/a 4/3.0TD 110 371

M/5

3.0Di GL

679 900

10.8 287 18.8 4/3.0TD 110 371

M/5

4.8 GRX

787 900

17.7 424 9.9

A/5

6/4.8

190 420

vERDicT | Japan’s sensational cyborg supercar GT-R

PRicE

Premium Edition

1 950 000

11.7 275 2.9 V6/3.8T 408 632

D/6

Black Edition

2 050 000

11.7 275 2.9 V6/3.8T 408 632

D/6

KW Nm GEAR

1.6 Acenta

254 900

6.6 156 n/a

4/1.6

154

M/5

1.6 Acenta auto

270 900

6.2 149 n/a

4/1.6

154

C/V

L/100 co2 0-100

P/T

KW Nm GEAR

OPel

aDam

vERDicT | Fashion and fun – founder would be proud AdAm

almERa

sENTRA

PRicE

GT-R

vERDicT | Few rivals means less pressure to perform

ALmERA

x-TRAiL 2.0 XE

vERDicT | Old-school 4x4, big on comfort and value

L/100 co2 0-100

1.2 Visia+

NP200

vERDicT | Not as utilitarian. Is that good or bad?

PaTRol

micRa

vERDicT | decent package, cartoon style 289 000

x-TRail

vERDicT | Not battery power to the people at this price KW Nm GEAR

Cooper S auto

5-door

320

lEaf

PajERo

One One auto

7.8

4/1.6T

vERDicT | Big boy makes fans easily. Replaced soon

vERDicT | Still decent but new one waiting in the wings

mINI

9.1

M/6

NavaRa

PajERo sPoRT PAjERo sPoRT

KW Nm GEAR

1.2T Visia

TRiToN PRicE

M/6

1.6T Tekna

A/9

TRiToN

KW Nm GEAR

qashqai

vERDicT | Faces an uphill battle against Korean twins Asx

PRicE

A/7

4.1 V12/6.0T 463 1000 A/7

304

2.5TDi Hi-rider

4.6 V8/4.7T 335 700

4.1 V12/6.0T 463 1000 A/7

M/5 double cab

9.1

11.9 279

KW Nm GEAR

10.0 237 n/a

10.1 237 4.2 V8/5.5T 430 900

12.0 282

M/5

199 900

2 309 488

3 307 426

M/5

229 900

2 690 438

Mercedes-AMG S65 cabriolet 3 518 368

153 200

2.0

Mercedes-AMG S63 coupé Mercedes-AMG S65 coupé

81 66

2.5TDi

S500 cabriolet

212

KW Nm GEAR

jukE

miRaGE

2.0 GL

s-class couPÉ / cabRiolET

175

P/T

1.6i Visia

PacEmaN PAcEmAN

L/100 co2 0-100

M/6

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

1.4

206 500

5.3 125 11.5

4/1.4

130

M/5

1.0T Jam

230 700

5.1

119

9.9

3/1.0T

170

M/6

1.0T Glam

254 000

5.1

119

9.9

3/1.0T

170

M/6

Rocks 1.0T

287 100

5.0

115

9.9

3/1.0T

170

M/6

S 1.4T

330 000

5.9 139 8.5

4/1.4T

110 220

M/6

THE GOOD, THE BAD & THE UGLY 119 coRsa coRsA

ROllS-ROyCe

PaNamERa

vERDicT | Sharper dynamics, brilliant three-pot turbo PRicE

L/100 co2 0-100

P/T

vERDicT | Speed, space and looks – the full package now KW Nm GEAR

PANAmERA

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

1.0T Essentia

201 800

5.0

117 10.3 3/1.0T

170

M/6

TBA

8.2 186 4.4 V6/2.9T 324 550

1.0T Enjoy

234 800

5.0

117 10.3 3/1.0T

170

M/6

4 e-hybrid

TBA

2.5

1.0T Cosmo

255 800

5.0

117 11.2 3/1.0T

170

M/6

turbo

TBA

9.4

214 3.8 V8/4.0T 404 770

1.4 Enjoy auto

235 100

6.0 140 13.9

4/1.4

130

A/6

1.4 Turbo Sport

276 200

5.9 137

4/1.4T

110 220

M/6

9.6

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

1.4 Turbo Enjoy

315 300

6.0 139 9.8

4/1.4T

103 200

M/6

1.4 Turbo Enjoy auto

326 300

6.6 154 10.7 4/1.4T

103 200

A/6

1.4 Turbo Cosmo

350 500

6.0 139 10.61 4/1.4T

103 200

M/6

1.4 Turbo Cosmo auto

361 200

6.6 154 10.7 4/1.4T

103 200

A/6

asTRa haTch PRicE L/100 co2 0-100 P/T 259 100 4.4 102 11.2 3/1.0T 290 000 4.4 102 11.2 3/1.0T 334 600 5.1 117 8.5 4/1.4T 344 800 5.5 127 8.9 4/1.4T 361 100 5.1 117 8.5 4/1.4T 381 500 5.5 127 8.9 4/1.4T 394 800 6.1 141 7.0 4/1.6T 415 200 6.1 141 7.0 4/1.6T

KW 77 77 110 110 110 110 147 147

Nm GEAR 170 M/5 170 M/5 230 M/6 245 A/6 230 M/6 245 A/6 300 M/6 300 M/6

asTRa couPé

L/100 co2 0-100

P/T

KW Nm GEAR

coupé Carrera

1 339 000

7.4

169 4.4 b6/3.0T 272 450

D/7

Carrera 4

1 472 000

7.7

177 4.3 b6/3.0T 272 450

D/7

Carrera S

1 509 000

7.7

174

4.1 b6/3.0T 309 500

D/7

Carrera 4S

1 622 000

7.9

180 4.0 b6/3.0T 309 500

D/7

turbo

2 762 000

9.1

212

3.0 b6/3.8T 397 710

D/7

turbo S

3 231 000

9.1

212 2.9 b6/3.8T 427 750

D/7

PRicE L/100 co2 0-100 P/T 582 600 8.1 189 6.2 4/2.0T

targa 4

1 608 000

7.9

182 4.5 b6/3.0T 272 450

D/7

targa 4S

1 757 000

8.0 184 4.2 b6/3.0T 309 500

D/7

cabriolet Carrera

1 494 000

7.5

172

4.6 b6/3.0T 272 450

D/7

Carrera 4

1 608 000

7.9

182 4.5 b6/3.0T 272 450

D/7

Carrera S

1 644 000

7.8

178

4.3 b6/3.0T 309 500

D/7

Carrera 4S

1 757 000

8.0 184 4.2 b6/3.0T 309 500

D/7

turbo

2 909 000

9.3 216

3.1 b6/3.8T 397 710

D/7

turbo S

3 379 000

9.3 216 3.0 b6/3.8T 427 750

D/7

KW Nm GEAR 206 400 M/6

PeugeOt

208

vERDicT | Smaller, lighter, prettier and better than 207 PRicE L/100 co2 0-100 P/T 174 900 4.4 102 14.0 3/1.0 224 900 4.3 99 12.2 3/1.2 284 900 4.5 103 9.6 3/1.2T 304 900 4.5 104 9.8 3/1.2T

KW 50 60 81 81

Nm GEAR 95 M/5 118 M/5 205 M/5 205 A/6

2008

L/100 co2 0-100

KW Nm GEAR

14.0 327 4.9 V12/6.6T 420 780

A/8

Extended Wheelbase

POA

14.1 329 5.0 V12/6.6T 420 780

A/8

vERDicT | Whisper it, Rolls has built a great driver’s car WRAiTh Wraith

PRicE POA

L/100 co2 0-100

P/T

KW Nm GEAR

14.0 327 4.6 V12/6.6T 465 800

A/8

DawN vERDicT | A roofless Wraith for the tanning tycoon dAWN Dawn

PRicE POA

L/100 co2 0-100

P/T

KW Nm GEAR

14.2 330 4.9 V12/6.6 420 780

A/8

PhaNTom vERDicT | World’s grandest luxury car PhANTom

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

Phantom

POA

14.8 347 5.9 V12/6.7 338 720

A/8

Extended Wheelbase

POA

14.9 349 6.1 V12/6.7 338 720

A/8

Coupé

POA

14.8 347 5.8 V12/6.7 338 720

A/8

Drophead Coupé

POA

14.8 347 5.8 V12/6.7 338 720

A/8

SMARt

PRicE

L/100 co2 0-100

P/T

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

coupé base

174 900

4.1

93 14.4

3/1.0

M/5

KW Nm GEAR

coupé passion

194 400

4.1

93 14.4

3/1.0

M/5

203 400

4.1

93 14.03 3/1.0

M/5

93 14.4

147 900

5.2

119 11.1 3/0.9T

135

M/5

coupé prime

66kW turbo Dynamique

171 900

5.2

119 13.28 3/0.9T

135

M/5

coupé proxy

207 400

4.1

Stepway 66kW turbo

194 900

5.4 124 11.1 3/0.9T

135

M/5

Brabus fortwo coupé

308 200

4.5 102 9.5

clio

3/1.0

M/5

3/0.9T

170

D/6

foRfouR

vERDicT | Style, value, kit and turbo-tech cLio

P/T

POA

fortwo

vERDicT | top of the value pile 66kW turbo Expression

PRicE

vERDicT | less compromised, brilliant city runabout

saNDERo sANdERo

GhosT Ghost

foRTwo

ReNAult

vERDicT | Feels old beneath its still-exciting sheetmetal

208 1.0 Pop Art 1.2 Active 1.2T GT Line 1.2T GT Line auto

PRicE

vERDicT | World’s second grandest luxury car

wRaiTh

targa

vERDicT | Fitter, flatter, faster – finally a real star

AsTRA OPC

911 911

vERDicT | Sadly, it’s a pricey, lethargic inbetweener

AsTRA 1.0T Essentia 1.0T Enjoy 1.4T Enjoy 1.4T Enjoy auto 1.4T Sport 1.4T Sport auto 1.6T Sport 1.6T Sport Plus

D/8

vERDicT | Iconic Porsche in the best shape of its life

mokka moKKA

D/8

4.6 V6/2.9Te 340e 700e D/8

GhosT

PRicE

vERDicT | Classy, accomplished and rear-wheel drive KW Nm GEAR

forfour

66kW turbo Blaze

204 900

L/100 co2 0-100

4.5 105 12.2 3/0.9T

P/T

150

M/5

base

179 900

4.2

97 15.9

3/1.0

M/5

66kW turbo Expression

217 900

4.5 104 12.84 3/0.9T

135

M/5

passion

199 400

4.2

97 15.9

3/1.0

M/5

210 900

4.2

97 15.9

3/1.0

M/5

3/1.0

M/5

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

66kW turbo Dynamique

239 900

4.5 105 12.2 3/0.9T

150

M/5

vERDicT | High-riding, family- and Pug-friendly 208

prime

66kW turbo GT-Line

249 900

4.5 105 12.2 3/0.9T

150

M/5

proxy

212 400

4.2

97 15.9

2008

88kW turbo Expression auto

259 900

5.2 120 9.4

4/1.2T

190

D/6

base auto

210 400

4.2

11.9 3/0.9T

135

D/6

391 900

6.3 144 6.7

4/1.6T

147 240

D/6

passion auto

229 900

4.2

11.9 3/0.9T

135

D/6

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

1.6 Active

274 900

5.9 135 9.5

4/1.6

160

M/5

RS 200 Cup

1.6 Allure

302 900

5.9 135 9.5

4/1.6

160

M/5

DusTER

308

vERDicT | Value and rugged capability – a clean sweep

vERDicT | Serious contender for C-segment honours

dusTER

308

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

1.2T Active

304 900

4.6 105 11.1 3/1.2T

205

M/5

1.2T GT Line

357 900

4.8

110 10.3 3/1.2T

230

M/6

1.2T GT Line auto

371 900

5.2

119 10.7 3/1.2T

230

A/6

1.6T GT

399 900

5.6 130

151 285

M/6

7.5

4/1.6T

PORSCHe

718 caymaN

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

718 Cayman

854 000

6.9 158 4.9

4/2.0T

220 380

D/7

718 Cayman S

934 000

7.3

4/2.5T

257 420

D/7

167 4.4

718 boxsTER PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

718 Boxster

868 000

6.9 158 4.9 b4/2.0T 220 380

D/7

718 Boxster S

947 000

7.3

D/7

167 4.4 b4/2.5T 257 420

macaN vERDicT | Rewrites the rules for a sporty SuV mAcAN

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

S diesel

1 088 000

6.1

159 6.3 V6/3.0TD 180 580

D/7

1 113 000

8.7 204 5.4 V6/3.0T 250 460

D/7

GTS

1 351 000

8.8 207 5.0 V6/3.0T 265 500

D/7

turbo

1 420 000

8.9 208 4.8 V6/3.6T 294 550

D/7

turbo Performance

1 540 000

9.7 224 4.4 V6/3.6T 324 600

D/7

cayENNE cAyENNE Cayenne Platinum Edition

PRicE

L/100 co2 0-100

P/T

177 11.5

4/1.6

KW Nm GEAR

4.2

11.9 3/0.9T

135

D/6

4.2

11.9 3/0.9T

135

D/6

313 300

4.6 104 10.5 3/0.9T

170

D/6

KW Nm GEAR 77

148

M/5

SSANgyONg

1.6 Dynamique

259 900

7.6

177 11.5

4/1.6

148

M/5

258 900

7.6

177 11.5

4/1.6

148

M/5

koRaNDo

vERDicT | the reinvention of Ssangyong

1.5dCi Dynamique

279 900

4.8 127 12.36 4/1.5TD

240

M/6

1.5dCi Dynamique 4WD

304 900

5.2 135 12.8 4/1.5TD

240

M/6

KoRANdo

caPTuR

2.0

vERDicT | Stylish and versatile but slow and dull to drive

acTyoN sPoRTs

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

66kW turbo Expression

249 900

4.9

115 12.9 3/0.9T

135

M/5

66kW turbo Dynamique

264 900

4.9

115 12.9 3/0.9T

135

M/5

66kW dCi Dynamique

289 900

3.6

13.1 4/1.5TD

220

M/5

66kW dCi Dynamique Sunset

292 400

3.6

13.1 4/1.5TD

220

M/5

88kW turbo Dynamique auto

304 900

5.4 125 11.57 4/1.2T

190

D/6

méGANE 84kW Dynamique

PRicE

L/100 co2 0-100

279 900

6.4 144 12.2

97kW turbo GT Line

339 900

5.3

97kW turbo GT Line auto

354 900

324 995

L/100 co2 0-100 7.5

175

n/a

P/T 4/2.0

KW Nm GEAR 110 197

M/6

vERDicT | Radical facial surgery can’t hide faults AcTyoN sPoRTs

PRicE

2.3 4x4 high

289 995

2.0D high

309 995

2.0D 4x4 Deluxe

359 995

L/100 co2 0-100 12.4 293 n/a

P/T 4/2.3

KW Nm GEAR 110 214

M/5

7.4

196 n/a 4/2.0TD 114 360

M/6

7.5

199 n/a 4/2.0TD 114 360

M/6

vERDicT | the W stands for ‘work of art’, apparently

151kW GT

449 900

6.0 134

P/T

156

M/6

119 10.6 4/1.2T

205

M/6

5.4 122 10.3 4/1.2T

205

D/7

151 280

D/7

7.1

4/1.6

KW Nm GEAR

4/1.6T

RExToN W RX270XDi RX270XDi Deluxe

PRicE L/100 co2 0-100 P/T KW Nm GEAR 394 995 8.6 228 n/a 5/2.7TD 121 340 M/5 449 995

9.0 242 n/a 5/2.7TD 121 340

A/5

SuBARu

méGaNE couPé

vERDicT | Raised-body Impreza is not without merit

vERDicT | Another facelift for rapidly ageing Frenchie méGANE 81kW Dynamique 97kW turbo GT Line 162kW turbo GT RS Trophy 275

PRicE

RExToN w

vERDicT | More sophisticated; still fun-to-drive

RS Finale 275

vERDicT | Who’s laughing now? get your order in quick Cayenne

7.6

P/T

méGaNE haTch

vERDicT | More power, less music. topless brilliance 718 boxsTER

239 900

L/100 co2 0-100

241 400 242 900

Brabus forfour

1.6 Dynamique Explore

cAPTuR

vERDicT | More power, less music. Coupe brilliance 718 cAymAN

1.6 Expression

PRicE

prime auto proxy auto

PRicE L/100 co2 0-100 P/T 291 900 6.9 159 10.5 4/1.6 329 900 5.4 124 9.7 4/1.2T 389 900 7.3 169 7.6 4/2.0T 489 900 7.5 174 6.0 4/2.0T 489 900

7.5

174

6.0

4/2.0T

KW 81 97 162 201

Nm GEAR 151 M/6 225 M/6 340 M/6 360 M/6

201 360

M/6

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

2.0i

360 000

8.0 189 10.5 b4/2.0

110 196

M/6

2.0i auto

381 000

7.9

187 10.7 b4/2.0

110 196

C/V

2.0i-S auto

419 000

7.9

187 10.7 b4/2.0

110 196

C/V

foREsTER vERDicT | ‘Smarter, safer, further’ maxim rings true

kaDjaR

979 000

9.2 215

7.7

V6/3.6

220 400

A/8

vERDicT | Renault Captur’s some Qashqai spirit

1 031 000

9.2 215

7.7

V6/3.6

220 400

A/8

KAdjAR 96kW TCe Expression

PRicE 364 900

L/100 co2 0-100

foREsTER P/T

5.7

127 10.4 4/1.2T

PRicE

L/100 co2 0-100

P/T

KW Nm GEAR

2.0 X

389 000

7.2

168 10.6 b4/2.0

110 198

M/6

KW Nm GEAR

2.5 X

429 000

8.1

187 9.9

b4/2.5

126 235

C/V

205

M/6

diesel

1 073 000

6.6

173

7.3 V6/3.0TD 180 550

A/8

2.5 XS

475 000

8.1

187 10.09 b4/2.5

126 235

diesel Platinum Edition

1 129 000

6.6

173

7.3 V6/3.0TD 180 550

A/8

96kW TCe Dynamique

389 900

5.7

127 10.4 4/1.2T

205

M/6

2.5 XS Premium

536 000

8.1

187 9.9

126 235

C/V

1 141 000

9.5 223 5.5 V6/3.6T 309 550

A/8

96kW TCe Dynamique auto

399 900

5.5 123 11.0 4/1.2T

205

D/7

2.0 XT

597 000

8.5 197 7.41 b4/2.0T 177 350

C/V

S diesel

1 335 000

8.0 209 5.4 V8/4.1TD 283 850

A/8

GTS

1 324 000

9.8 228 5.2 V6/3.6T 324 600

A/8

S e-hybrid

1 517 000

3.4

5.9 V6/3.0Se 306e 590e A/8

S e-hybrid Platinum Edition

1 572 000

3.4

5.9 V6/3.0Se 306e 590e A/8

turbo

1 957 000

11.2 261 4.5 V8/4.8T 382 750

A/8

turbo S

2 481 000

11.5 267

A/8

4.1 V8/4.8T 419 800

260

81kW dCi Dynamique auto

414 900

4.7

124 12.0 4/1.5TD

260

D/6

96kW dCi Dynamique 4WD

81kW dCi Dynamique

454 900

394 900

5.4 143 10.7 4/1.6TD

4.6 120 12.2 4/1.5TD

320

M/6

b4/2.5

ouTback vERDicT | Another great Scooby out on the fringes ouTbAcK

PRicE

L/100 co2 0-100

2.5i-S Premium

550 000

7.3

3.6 R-S Premium

617 000

9.9 230

P/T

167 10.2 b4/2.5 7.6

b6/3.6

KW Nm GEAR 129 235

C/V

191 350

C/V

120 1.8 Prestige

legacy

VISTa

VeRDIcT | Exterior bang up to date, interior left behind

VeRDIcT | Life’s much tougher in this price bracket

legacy 3.6 R-S Premium

PRIce 595 000

l/100 co2 0-100 9.9 230 7.2

P/T b6/3.6

KW NM geaR

vIsTa

191 350

1.4 Ini Bounce

134 995

6.7 159 14.0

4/1.4

114

M/5

1.4 Ignis

154 995

6.7

4/1.4

116

M/5

C/V

WRX WRX Premium

PRIce 539 000

l/100 co2 0-100

P/T

l/100 co2 0-100 157 13.5

P/T

KW NM geaR

9.2 213 6.85 b4/2.0T 197 350

M/6

VeRDIcT | Best, most refined Tata yet BolT

165 n/a

4/1.8

103 173

325 800

7.0

165 n/a

4/1.8

103 173

M/6

1.8 Exclusive auto

338 900

6.4 152 10.2

4/1.8

103 173

C/V

PRIce

l/100 co2 0-100

P/T

300 900

VeRDIcT | Sharper-suited Corolla hatch? or-is it just us? PRIce

l/100 co2 0-100 5.8 134 12.6

4/1.3

128

M/6

297 300

6.2 145 10.0

4/1.6

160

M/6

KW NM geaR

1.6 XS

310 200

6.2 145 10.0

4/1.6

160

343 400

6.2 145 10.0

4/1.6

160

M/6

4/1.6

160

C/V

WRX Premium auto

559 000

8.6 199 6.3 b4/2.0T 197 350

C/V

hatch 1.2T XMS

157 995

6.5 154 n/a

4/1.2T

140

M/5

719 000

10.4 242 5.75 b4/2.5T 221 407

M/6

hatch 1.2T XT

167 995

6.5 154 n/a

4/1.2T

140

M/5

1.6 XR auto

360 000

6.0 139 10.8

sedan 1.2T XMS

167 995

6.5 154 n/a

4/1.2T

140

M/5

Hybrid XR

411 500

3.9

sedan 1.2T XT

177 995

6.5 154 n/a

4/1.2T

140

M/5

MaNZa

celeRIo 1.0 GA

PRIce 129 900

l/100 co2 0-100

P/T

KW NM geaR

4.7

110 14.0

3/1.0

M/5

1.0 GL

146 500

4.7

110 14.0

3/1.0

M/5

1.0 GL auto

159 900

4.6 108 14.0

3/1.0

S/5

M/6

91 10.9 4/1.8e 100e142+e C/V

86 VeRDIcT | Light, simple, cheap, RWD fun. Brilliant

VeRDIcT | Vista-with-a-boot is no looker

VeRDIcT | Three-pot Suzi is good value. Avoid the auto

KW NM geaR

267 000

1.6 Xi

WRX STI Premium

SUZUKI

P/T

1.3 X

1.6 XR

celeRIo

M/6

auRIS auRIs

bolT

VeRDIcT | Involving and fun. Rivals have better cabins WRX

PRIce

7.0

1.8 Exclusive

MaNZa 1.4 Ini

PRIce 156 995

1.4 Ignis

177 995

l/100 co2 0-100 P/T 6.4 151 13.5 4/1.4 6.4

151 13.5

4/1.4

PRIce

l/100 co2 0-100

434 100

7.8

181

147 205

M/6

488 400

7.8

181 7.35 b4/2.0

147 205

M/6

2.0 high auto

512 900

7.1

164 7.79 b4/2.0

147 205

A/6

M/5

SupeR ace

b4/2

KW NM geaR

2.0 standard 2.0 high

116

7.6

P/T

KW NM geaR 66 116 M/5

hIluX

SupeR caRRy

VeRDIcT | Could turn out to be Tata’s trump card

VeRDIcT | More tech, more tough. Job done

VeRDIcT | Small-wheeled Suzi a business bakkie bargain

suPeR ace eX2 1.4TD DLS

2.0

239 600

n/a

n/a 12.0

2.4GD

272 100

n/a

n/a 12.4 4/2.4TD 110 343

2.7 SRX

332 700

n/a

n/a 12.1

122 245

M/5

2.4GD-6 SRX

343 200

n/a

n/a 13.2 4/2.4TD 110 400

M/6

suPeR caRRy 1.2

PRIce 129 900

l/100 co2 0-100 n/a

n/a

P/T 4/1.2

KW NM geaR 54

101

M/5

PRIce

l/100 co2 0-100

P/T

KW NM geaR

DZire sedan 1.2 GA

153 900

5.2 124 12.6

4/1.2

113

M/5

1.2 GL

167 900

5.2 124 12.6

4/1.2

113

M/5

1.2 GL auto

184 900

5.9 140 n/a

4/1.2

113

A/4

hatch 1.2 GA

149 900

5.3 126 12.6

4/1.2

113

M/5

1.2 GL

164 300

5.7

4/1.2

113

M/5

126 12.6

1.2 GL auto

181 800

5.8 137

n/a

4/1.2

113

A/4

1.4 GLS

222 900

5.5 132 10.9

4/1.4

130

M/5

1.4 GLS auto

239 900

6.2 147 12.3

4/1.4

130

A/4

1.6 Sport

264 900

6.5 153 8.7

4/1.6

100 160

M/6

eRTIga VeRDIcT | Stretched Swift joins the 7-seater brigade PRIce

l/100 co2 0-100

P/T

KW NM geaR

1.4 GA

189 900

6.2 147

n/a

4/1.4

130

M/5

1.4 GL

215 900

6.2 147

n/a

4/1.4

130

M/5

1.4 GL auto

231 900

6.2 147

n/a

4/1.4

130

A/4

cIaZ 1.4 GL

PRIce 199 900

l/100 co2 0-100 5.4 125 n/a

P/T

130

M/5

1.4 GLX

224 900

5.4 125 n/a

4/1.4

130

M/5

239 900

5.5

4/1.4

130

A/4

n/a

4/1.4

KW NM geaR

1.4 GLX auto

131

JIMNy VeRDIcT | Frugal, affordable and immensely fun. jIMNy

PRIce

l/100 co2 0-100

P/T

KW NM geaR

1.3

251 900

7.2

171 12.48 4/1.3

110

M/5

1.3 auto

269 900

7.6

181 17.2

110

A/4

4/1.3

PRIce

l/100 co2 0-100

P/T

KW NM geaR

1.6 GL

261 900

5.8 136 11.5

4/1.6

151

M/5

1.6 GL+

295 900

5.8 136 10.18 4/1.6

151

M/5

1.6 GL+ auto

313 900

6.0 139 n/a

151

A/6

319 900

5.8 136 12.0

4/1.6 4/1.6

151

M/5

1.6 GLX auto

329 900

6.0 139 n/a

4/1.6

151

A/6

1.6 GLX AllGrip

348 900

6.2 145 12.0

4/1.6

151

M/5

SX4 PRIce

l/100 co2 0-100

P/T

282 900

5.8 137 11.0

4/1.6

156

M/5

1.6 GLX

313 900

5.8 137 11.0

4/1.6

156

M/5

1.6 GLX auto

336 900

5.8 137 12.4

4/1.6

156

C/V

1.6 GLX AllGrip

337 900

6.2 146 11.59 4/1.6

156

M/5

1.6 GLX AllGrip auto

359 900

6.2 146 13.5

156

C/V

4/1.6

gRaND VITaRa VeRDIcT | Nip ’n tuck for evergreen soft-roader 2.4 Dune

PRIce 361 900

l/100 co2 0-100 8.9 212 11.7

P/T 4/2.4

KW NM geaR 122 225

M/5

2.4 Dune auto

376 900

9.9 234 12.0

4/2.4

122 225

A/4

2.4 Summit

431 900

8.9 212 11.7

4/2.4

122 225

M/5

2.4 Summit auto

447 900

9.9 234 12.0

4/2.4

122 225

A/4

M/5

PRIce 162 995

n/a

XeNoN

PRIce

INDIca

n/a

P/T

n/a 4/3.0TD

l/100 co2 0-100

PRIce

l/100 co2 0-100

P/T

PRIce

l/100 co2 0-100

P/T 4/2.0 4/2.7

KW NM geaR 102 183

M/5 M/5

406 100

n/a

n/a 13.2 4/2.4TD 110 400

M/6

KW NM geaR

2.4GD-6 4x4 SR

400 700

n/a

n/a 13.2 4/2.4TD 110 400

M/6

2.8GD-6 Raider

395 500

n/a

n/a 11.2 4/2.8TD 130 420

M/6

2.8GD-6 4x4 Raider

456 300

n/a

n/a 11.2 4/2.8TD 130 420

M/6

225

M/5

Xtra cab P/T

KW NM geaR

2.4GD-6 SRX

354 800

n/a

n/a 13.2 4/2.4TD 110 400

M/6

2.8GD-6 Raider

430 000

n/a

n/a 11.2 4/2.8TD 130 420

M/6

2.8GD-6 4x4 Raider

492 900

n/a

n/a 11.2 4/2.8TD 130 420

M/6

385 800

10.6 253 12.1

3.0L Fleetline

162 995

10.0 264 n/a 4/3.0TD

300

M/5

3.0L DLE

199 995

10.0 264 n/a 4/3.0TD

300

M/5

XT 2.2L

219 995

9.0 260 n/a 4/2.2TD 110 320

M/5

2.7 SRX

XT 2.2L 4x4

267 995

9.0 260 n/a 4/2.2TD 110 320

M/5

2.4GD-6 SRX

442 700

7.1

187 13.2 4/2.4TD 110 400

M/6

2.4GD-6 4x4 SRX

468 800

7.3

190 13.2 4/2.4TD 110 400

M/6

2.4GD-6 4x4 SR

462 500

7.3

190 13.2 4/2.4TD 110 400

M/6

2.8GD-6 Raider

490 700

7.6

198 11.2 4/2.8TD 130 420

M/6

2.8GD-6 Raider auto

508 500

8.0 210 10.8 4/2.8TD 130 450

A/6

2.8GD-6 4x4 Raider

554 600

7.6

199 12.15 4/2.8TD 130 420

M/6

2.8GD-6 4x4 Raider auto

573 500

8.5 224 10.8 4/2.8TD 130 450

A/6

4.0 V6 Raider

527 400

11.7 279 9.4

V6/4.0

175 376

A/6

4.0 V6 4x4 Raider

621 600

11.7 279 9.4

V6/4.0

175 376

A/6

double cab 3.0L DLE

199 995

10.0 264 n/a 4/3.0TD

300

M/5

XT 2.2L

269 995

9.0 260 n/a 4/2.2TD 110 320

M/5

XT 2.2L Evolve

279 995

9.0 260 n/a 4/2.2TD 110 320

M/5

XT 2.2L 4x4

309 995

9.0 260 n/a 4/2.2TD 110 320

M/5

ToyoTA

aygo

1.0 X-play

PRIce 157 600 160 000

l/100 co2 0-100 P/T 4.4 102 14.2 3/1.0 4.4 102 14.2

3/1.0

KW NM geaR 51 95 M/5 51

M/5

eTIoS VeRDIcT | Sound mechanics, but still all about the badge eTIos

PRIce

l/100 co2 0-100

P/T

KW NM geaR

hatch 1.5 Xi

163 900

6.0 138 11.3

4/1.5

132

M/5

hatch 1.5 Xs

172 600

6.0 138 11.3

4/1.5

132

M/5

sedan 1.5 Xi

172 200

5.9 136 11.3

4/1.5

132

M/5

sedan 1.5 Xs

180 500

5.9 136 11.3

4/1.5

132

M/5

Cross 1.5 Xs

194 300

6.0 138 11.3

4/1.5

132

M/5

yaRIs

PRIce 190 400

l/100 co2 0-100

P/T

KW NM geaR

5.0

117 15.3

3/1.0

M/5

1.3

220 000

5.6

131 11.7

4/1.3

125

M/6

1.3 auto

232 600

5.5 127 12.6

4/1.3

125

C/V

Hybrid

304 000

3.6

11.8 4/1.5e

74e 111+e C/V

122 245

M/5

VeRDIcT | Back in the game after warming the bench Rav4

PRIce

l/100 co2 0-100

P/T

KW NM geaR

367 000

7.7

179

n/a

4/2.0

107 187

M/6

2.0 GX auto

379 500

7.4

173

n/a

4/2.0

107 187

C/V

2.2D-4D AWD GX

459 000

5.6 149 n/a 4/2.2TD 110 340

M/6

2.2D-4D AWD VX

547 000

6.5 172

2.5 AWD VX

513 000

8.5 198 n/a

n/a 4/2.2TD 110 340 4/2.5

132 233

A/6 A/6

FoRTuNeR VeRDIcT | Next-level Fortuner. Watch out Prado foRTuNeR

PRIce

2.7 auto

438 000

2.4GD-6

454 000 471 800

l/100 co2 0-100 10.5 247 12.4

P/T 4/2.7

KW NM geaR 122 245

A/6

7.0

184 13.2 4/2.4TD 110 400

M/6

7.9

208 12.7 4/2.4TD 110 400

A/6

2.8GD-6

535 800

7.5

196 11.2 4/2.8TD 130 420

M/6

2.8GD-6 auto

554 400

8.0

212 10.8 4/2.8TD 130 450

A/6

2.8GD-6 4x4

596 100

7.8

204 11.2 4/2.8TD 130 420

M/6

2.8GD-6 4x4 auto

614 800

8.5 224 10.8 4/2.8TD 130 450

A/6

4.0 V6 4x4

660 600

12.0 277 9.4

A/6

6/4.0

175 376

pRIuS VeRDIcT | Big on refinement and weird styling

coRolla QueST

PRIus

VeRDIcT | old Corolla returns as a cut-price contender PRIce

l/100 co2 0-100

P/T 4/1.6

KW NM geaR

208 500

6.6 157 10.5

1.6 auto

224 400

6.3 150 11.1

4/1.6

154

A/4

1.6 Plus

224 900

6.6 157 10.5

4/1.6

154

M/6

154

M/6

aVaNZa VeRDIcT | Still not pretty, but now more compelling PRIce

1.3 S

219 100

1.3 SX

l/100 co2 0-100 6.1

145 n/a 145 n/a

P/T 4/1.3

KW NM geaR 70

121

M/5

235 900

6.1

4/1.3

121

M/5

1.5 SX

243 100

6.3 150 n/a

4/1.5

137

M/5

1.5 SX auto

261 600

6.7 160 n/a

4/1.5

137

A/4

1.5 TX

277 100

6.3 150 n/a

4/1.5

137

M/5

coRolla VeRDIcT | More style, more energy for SA’s go-to sedan coRolla

4/2.7

2.0 GX

2.4GD-6 auto

1.0

avaNZa

double cab

RaV4

VeRDIcT | Cheap cross-faced tot is missing its toys

PRIce

l/100 co2 0-100

P/T

258 200

6.0 139 12.6

4/1.3

1.3 Prestige

278 100

6.0 139 12.6

4/1.3

1.4D-4D Esteem

291 100

4.5

119 12.5 4/1.4TD

1.4D-4D Prestige

119 12.5 4/1.4TD

KW NM geaR 128

M/6

128

M/6

205

M/6

304 200

4.5

205

M/6

1.6 Esteem

271 400

6.6 157 10.5

4/1.6

154

M/6

KW NM geaR

1.6 Prestige

288 800

6.6 157 10.5

4/1.6

154

M/6

VeRDIcT | Entry-level motoring isn’t fun

hIluX

2.4GD-6 4x4 SRX

l/100 co2 0-100

VeRDIcT | Most of the Chinese bakkies do it better

1.3 Esteem

TATA

INDIca

135

XeNoN

1.6 KW NM geaR

1.6 GL

gRaND vITaRa

3L 207 Di Turbo

coRolla quesT

VeRDIcT | Larger, more refined. No crossover revolution sX4

VeRDIcT | Largely joyless, very pricey, no turbo

VeRDIcT | Sensibly priced, well-built Duster buster

1.6 GL+ AllGrip

190 n/a 4/1.4TD

yaRIS

VITaRa vITaRa

WoRKeR

aygo 1.0

VeRDIcT | Solid, conservative three-box. No real USP cIaZ

7.2

VeRDIcT | Apparently farmers are keen

VeRDIcT | Fun, but battles to make a fresh impact

eRTIga

175 995

l/100 co2 0-100 P/T KW NM geaR 7.2 190 n/a 4/1.4TD 52 135 M/5

WoRKeR

SWIFT sWIfT

1.4TD DLE

PRIce 164 995

1.4 LGi

118 995

7.4

168 12.8

4/1.4

110

M/5

1.6 Prestige auto

302 000

6.3 150 11.1

4/1.6

154

C/V

1.4 LGi Sport

122 995

7.4

168 12.8

4/1.4

110

M/5

1.6 Sprinter

299 500

6.6 157 10.5

4/1.6

154

M/6

Hybrid

PRIce 455 300

l/100 co2 0-100 3.7

P/T

87 10.6 4/1.8e

KW NM geaR 90e 142+e C/V

QuaNTuM VeRDIcT | Struggles to shrug off taxi image quaNTuM

PRIce

l/100 co2 0-100

P/T

KW NM geaR

2.7 GL 10-seater bus

470 300

13.8 327 18.4

4/2.7

111 241

2.7 GL 14-seater bus

488 200

14.3 339 20.7

4/2.7

111 241

M/5 2.5D-4D GL 10-seater bus 2.5D-4D GL 14-seater bus

M/5

505 000

9.4 258 25.4 4/2.5TD

260

M/5

508 300

9.9 266 28.2 4/2.5TD

260

M/5

laND cRuISeR 70 SeRIeS VeRDIcT | When there’s work to be done in the bush laND cRuIseR 70 seRIes PRIce

l/100 co2 0-100

P/T

79 4.0 V6

548 900

n/a

n/a 12.6

V6/4

79 4.2D

583 900

n/a

n/a 18.0 6/4.2D

79 4.5D-4D LX V8

KW NM geaR 170 360

M/5

285

668 100

11.6 306 n/a V8/4.5TD 151 430

M/5

79 4.0 V6

620 700

13.6 320 12.6 V6/4.0

170 360

M/5

79 4.2D

651 000

13.0 343 20.08 6/4.2D

285

M/5

79 4.5D-4D LX V8

731 100

11.6 306 n/a V8/4.5TD 151 430

M/5

747 700

11.6 306 n/a V8/4.5TD 151 430

M/5

double cab

station wagon 76 4.5D-4D LX V8

THE GOOD, THE BAD & THE UGLY 121 FJ cRuISeR

beeTle

VeRDIcT | Great retro looks. Needs less retro engine

VeRDIcT | Drives like Golf, looks like Beetle. Buy Scirocco

fj cRuIseR FJ Cruiser

PRIce 613 400

l/100 co2 0-100

P/T

11.4 267 8.61 V6/4.0

KW NM geaR

BeeTle

200 380

1.2TSI Design

318 900

5.9 137 10.84 4/1.2T

175

M/6

1.2TSI Club

330 750

5.3 123 10.9 4/1.2T

175

M/6

1.4TSI Sport

391 400

5.6 129 8.7

110 250

M/6

1.4TSI Sport auto

407 400

5.3 122 8.7

4/1.4T

110 250

D/7

Dune 1.4TSI

424 500

5.3 122 8.7

4/1.4T

110 250

D/7

A/5

laND cRuISeR pRaDo VeRDIcT | Nothing to deter the off-road faithful laND cRuIseR PRaDo

PRIce

l/100 co2 0-100

P/T

KW NM geaR

3.0DT TX

797 900

8.5 226 11.7 4/3.0TD 120 400

A/5

4.0 VX

908 500

11.5 266 10.9

202 381

A/5

3.0DT VX

911 100

8.5 226 12.04 4/3.0TD 120 400

A/5

V6/4

VeRDIcT | Buy a 70 Series and a Fortuner instead laND cRuIseR 200

PRIce

l/100 co2 0-100

P/T

KW NM geaR

4.5D-4D V8 GX

966 100

10.3 273 8.6 V8/4.5TD 173 615

A/6

4.5D-4D V8 VX

1 297 700

10.3 273 8.6 V8/4.5TD 173 615

A/6

VoLKSWAGEN

up!

VeRDIcT | Large on quality, small on price – people’s car! up!

PRIce

l/100 co2 0-100

P/T

KW NM geaR

l/100 co2 0-100

PRIce

l/100 co2 0-100 4.9

114

1.4TSI Trendline

327 300

5.2 120

9.1

4/1.4T

200

M/6

1.4TSI Comfortline

337 100

5.2 120

9.1

4/1.4T

200

M/6

1.4TSI Comfortline auto

353 100

5.0

9.1

4/1.4T

200

D/7

1.4TSI Highline

374 700

5.2 120 8.2

4/1.4T

110 250

M/6

2.0TDI Comfortline

373 800

4.6 120 10.5 4/2.0TD

250

2.0TDI Highline

432 700

4.5

8.6 4/2.0TD 110 320

GTI

469 500

6.0 139 6.5

4/2.0T

GTI auto

485 500

6.4 148 6.5

4/2.0T

GTI Clubsport

544 740

7.0

160 5.9

4/2.0T

165 5.2

119

3/1.0

M/5

golF SV

3/1.0

M/5

5-door move up! 1.0

167 500

4.6 108 13.2

3/1.0

M/5

VeRDIcT | Roomier Golf guns for B-Class

5-door club up! 1.0

172 450

4.6 108 13.2

3/1.0

M/5

5-door cross up! 1.0

185 500

4.7 109 14.2

3/1.0

M/5

5-door colour up! 1.0

189 100

4.6 108 13.2

3/1.0

M/5

KW NM geaR

1.4 Conceptline

169 900

6.2 147 12.9

4/1.4

132

M/5

1.4 Street

181 900

6.2 147 12.2

4/1.4

132

M/5

1.4 Trendline

179 500

6.2 147 12.2

4/1.4

132

M/5

1.4 Trendline auto

195 500

6.9 163 17.5

4/1.4

132

A/6

1.4 Storm

187 300

6.2 147 12.2

4/1.4

132

M/5

1.6 Comfortline

197 700

6.6 156 10.6

4/1.6

155

M/5

1.6 GTS

202 100

6.6 157 10.6

4/1.6

155

M/5

Maxx 1.6

202 100

6.6 157 10.6

4/1.6

155

M/5

sedan 181 100

6.2 147 12.9

4/1.4

1.4 Trendline

190 000

6.2 147 12.2

4/1.4

1.4 Trendline auto

206 000

6.9 163 17.5

4/1.4

1.6 Trendline

197 700

6.6 156 10.6

4/1.6

1.6 Comfortline

206 100

6.6 156 10.6

4/1.6

132

M/5

132

M/5

132

A/6

155

M/5

155

M/5

polo Polo

PRIce

l/100 co2 0-100

P/T

KW NM geaR

sedan 1.4 Trendline

P/T

5.1

1.4TSI Comfortline

355 800

5.4 125 9.9

1.4TSI Comfortline auto

371 800

5.2 121

2.0TDI Comfortline

390 000

4.8 124 10.5 4/2.0TD

2.0TDI Comfortline auto

406 000

5.3 138 10.5 4/2.0TD

A/8

D/6

117 10.7 4/1.2T 9.9

KW NM geaR 81

175

M/6

4/1.4T

200

M/6

4/1.4T

200

D/7

250

M/5

250

D/6

l/100 co2 0-100

P/T

KW NM geaR

7.9

208 10.3 4/2.0TD 132 400

M/6

2.0TDI Trendline 4Motion

438 800

7.7

203 13.4 4/2.0TD 103 340

M/6

2.0BiTDI Trendline 4Motion

474 400

8.0

211 10.3 4/2.0TD 132 400

M/6

2.0TDI Trendline

478 100

7.6

199 13.5 4/2.0TD 103 340

M/6

2.0TDI Trendline 4Motion

529 100

7.7

203 13.7 4/2.0TD 103 340

M/6

2.0BiTDI Highline

511 700

7.9

208 10.3 4/2.0TD 132 400

M/6

2.0BiTDI Highline auto

529 200

8.2 216 10.6 4/2.0TD 132 420

2.0BiTDI Highline 4Motion

562 700

8.0

double cab

l/100 co2 0-100

P/T

KW NM geaR

345 298

5.5 127 8.3

4/2.0T

112 250

T3 Momentum auto

405 426

5.6 129 8.3

4/1.5T

112 250

A/6

89 10.5 4/2.0TD

M/6

D2 Kinetic

358 100

3.4

280

M/6

T4 Momentum

408 998

5.5 127 6.9

4/2.0T

140 300

M/6

T4 Momentum auto

429 612

5.5 128 6.9

4/2.0T

140 300

A/6

D3 Momentum

441 100

4.0 104 8.4 4/2.0TD 110 320

A/6

D4 Momentum

451 200

4.2 109

A/8

T5 Momentum

470 838

5.9 137 6.3

7.2 4/2.0TD 140 400 4/2.0T

180 350

A/8

T4 Momentum

421 612

5.5 128

7.1

4/2.0T

140 300

M/6

T4 Momentum auto

442 326

5.6 129

7.1

4/2.0T

140 300

A/6

D3 Momentum

461 700

4.0 105 8.5 4/2.0TD 110 320

A/6

D4 Momentum

478 700

4.3

T5 AWD Momentum

478 700

6.4 149

112

7.5 4/2.0TD 140 400

A/8

6.1

A/8

4/2.0T

180 350

S60 VeRDIcT | Second-oldest Volvo still competes well s60

PRIce

l/100 co2 0-100

KW NM geaR

5.6

8.6

4/2.0T

112 250

M/6

A/8

440 810

5.8 135 8.6

4/1.5T

112 250

A/6

211 10.6 4/2.0TD 132 400

M/6

T4 Momentum

477 496

5.8 134

7.2

4/2.0T

140 300

A/6

2.0BiTDI Highline 4Motion auto 580 200

8.3 219 10.9 4/2.0TD 132 420

A/8

D4 Momentum

505 700

4.3

7.6 4/2.0TD 140 400

2.0BiTDI 4Motion Ultimate

8.3 219 10.9 4/2.0TD 132 420

A/8

T5 Momentum

541 450

6.2 145 6.3

D5 Inscription

585 900

4.5

T6 AWD Inscription

621 874

T6 AWD Polestar

749 526

7.8

A/8

638 700

VeRDIcT | T6 adds polish to the icon TRaNsPoRTeR

PRIce 322 900

l/100 co2 0-100

P/T

KW NM geaR

7.9

208 15.2 4/2.0TD

250

M/5

361 800

7.9

208 15.9 4/2.0TD

250

M/5

409 600

8.3 219 13.5 4/2.0TD 103 340

M/6

8.4 221 10.2 4/2.0TD 132 400

D/7

131

P/T

404 154

M/5 M/5

PRIce

T3 Kinetic

250 160

VoLVo

V40

T3 Momentum auto

81 66

V6/3.6

v40 cross country

424 400

A/6

117 10.8 4/1.2T

7.8

KW NM geaR

195 350

2.0BiTDI Trendline

155

4.9

10.9 259

P/T

A/8

M/6

hatch

l/100 co2 0-100

239 5.8 V8/4.1TD 250 800

199 13.2 4/2.0TD 103 340

4/1.6

4.9 128 11.2 4/1.5TD

PRIce

9.1

7.6

444 600

283 400

TouaReg

1 111 500

386 200

2.0BiTDI double cab auto

1.5TDI Comfortline

VeRDIcT | Big, comfy, competent SUV

V8 TDI Executive

2.0TDI Trendline

M/5

6.5 154 12.3

D/7

TouaReg

D/6

M/6

155

268 100

8.8 232 12.1 4/2.0TD 132 400

M/6

1.6 Comfortline auto

D/7

934 900

162 350

199 13.2 4/2.0TD 103 340

4/1.6

6.0 143 11.1

D/7

2.0BiTDI Highline 4Motion

162 350

203 13.4 4/2.0TD 103 340

2.0TDI double cab 4Motion

252 100

D/7

208 11.3 4/2.0TD 132 400

A/8

7.7

2.0TDI double cab

1.6 Comfortline

208 11.3 4/2.0TD 132 400

7.9

7.8 V6/3.0TD 180 550

7.6

M/5

4/1.6

7.9

8.8 232 12.1 4/2.0TD 132 400

901 100

193

358 800

M/5

4/1.4

6.0 143 11.1

814 900 847 400

2.0BiTDI Highline

7.3

304 800

132

5.9 139 12.8

233 600

221 100

PRIce

155

237 400

1.6 Trendline

2.0BiTDI Comfortline 2.0BiTDI Comfortline 4Motion

923 900

2.0TDI 4Motion

1.4 Comfortline

M/6

801 600

caravelle

V6 TDI Escape

2.0TDI

8.3 219 15.3 4/2.0TD 103 340

2.0TDI 4Motion

D/6

aMaRoK

2.0TDI

4/1.4

D/7

v40

l/100 co2 0-100

330 400

M/5

5.9 139 12.8

1.2TSI Trendline

PRIce

132

215 700

D/7

214 10.2 4/2.0TD 132 400

A/8

TRaNSpoRTeR

VeRDIcT | Locally built hatch brings quality to the masses

211 14.7 4/2.0TD 103 340

8.1

VeRDIcT | Convincingly plugs Volvo’s hatch-shaped hole

1.2TSI Trendline

aMaRoK

8.0

california Beach

206 360

VeRDIcT | Brilliant leisure bakkie. 8-speed auto is genius

hatch

1.4 Conceptline

golf sv

629 700

2.0BiTDI SWB Comfortline auto 649 900

7.8 V6/3.0TD 180 550

D/6

4.6 108 13.2

2.0TDI LWB Comfortline auto

189

M/6

4.6 108 13.2

D/7

7.2

206 380

163 700

M/6

211 14.7 4/2.0TD 103 340

894 600

206 380

160 400

D/7

198 14.2 4/2.0TD 103 340

8.0

V6 TDI Luxury

4/2.0T

3-door move up! 1.0

211 14.7 4/2.0TD 103 340

7.5

621 700

M/5

7.1

3-door take up! 1.0

8.0

604 200

807 900

6.9 159 5.26 4/2.0T

M/5

546 400

V6 Elegance

581 800

P/T

M/6

597 800

l/100 co2 0-100

175

R auto

3/1.0

PRIce

4.6 108 13.2

Polo vIvo

4/1.2T

KW NM geaR

309 500

119

9.9

P/T

1.2TSI Trendline

156 600

VeRDIcT | Breathing new life into old cars – a VW usp

4/1.4T

KW NM geaR

VeRDIcT | Stratospheric refinement

3-door take up! 1.0

polo VIVo

P/T

golF golf

laND cRuISeR 200

PRIce

2.0TDI SWB Trendline auto 2.0TDI SWB Comfortline 2.0TDI SWB Comfortline auto

113

A/8

180 350

A/8

6.4 4/2.0TD 165 470

A/8

6.9 161 5.9 4/2.0ST 225 400

A/8

119 179

4/2.0T

4.9 4/2.0ST 270 470

V60 VeRDIcT | A sexier, sportier, less useful Volvo wagon v60

PRIce

l/100 co2 0-100

P/T

KW NM geaR

T3 Momentum

459 652

5.9 138 8.7

4/1.5T

112 250

A/6

ScIRocco

T4 Momentum

491 324

5.8 136

7.3

4/2.0T

140 300

A/6

VeRDIcT | A GTI in party garb

D4 Momentum

516 400

4.4

7.7 4/2.0TD 140 400

scIRocco

T5 Momentum

555 506

6.4 149 6.4

180 350

A/8

PRIce

l/100 co2 0-100

P/T

KW NM geaR

116

4/2.0T

A/8

1.2TSI Comfortline

246 700

4.9

117 10.8 4/1.2T

160

M/5

2.0TSI Highline

419 400

6.1

7.4

4/2.0T

132 280

M/6

D5 Inscription

600 170

4.8 125 6.5 4/2.0TD 165 470

A/8

1.2TSI Beats

260 700

4.9

117 10.8 4/1.2T

160

M/5

GTS

497 600

6.4 148 6.9

4/2.0T

162 350

D/6

T6 AWD Inscription

634 702

7.0

A/8

1.2TSI Highline

269 400

5.1

120 9.9

4/1.2T

175

M/6

555 100

8.0 187 5.8

4/2.0T

188 350

D/6

122 9.3

4/1.2T

1.2TSI Highline auto

285 400

5.1

175

1.0TSI BlueMotion

256 900

4.2

160

M/5

TIguaN

1.4TDI Trendline

247 300

4.1

108 12.9 3/1.4TD

210

M/5

VeRDIcT | Golf quality and dynamics. Mini-Touareg looks

1.4TDI Highline

279 000

4.1

108 9.9 3/1.4TD

250

M/5

CrossPolo 1.2TSI

277 900

5.3 125 9.8

175

M/6

TIguaN

CrossPolo 1.4TDI

287 500

4.2

250

M/5

GTI

350 900

6.0 139 6.7

4/1.8T

141 320

M/6

GTI auto

366 900

5.6 129

4/1.8T

141 250

D/7

10.1 3/1.0T

4/1.2T

111 10.5 3/1.4TD 6.7

D/7

142

caDDy PRIce

P/T

KW NM geaR

2.0TDI Trendline

382 800

5.7 149 12.4 4/2.0TD

250

M/5

Alltrack 2.0TDI

397 900

5.7 149 12.4 4/2.0TD

250

M/5

Alltrack 2.0TDI auto

430 100

6.2 166 10.6 4/2.0TD 103 320

D/6

Maxi 2.0TDI Trendline

403 200

5.8 152 13.16 4/2.0TD

250

M/5

Maxi 2.0TDI Trendline auto

434 900

6.3 166 10.9 4/2.0TD 103 320

D/6

378 000

6.1

P/T

139 10.5 4/1.4T

v60 cRoss couNTRy KW NM geaR 92

200

M/6

1.4TSI Comfortline

419 000

6.1

139 10.5 4/1.4T

200

M/6

1.4TSI Comfortline auto

457 680

6.1

140 9.2

4/1.4T

110 250

D/6

2.0TSI 4Motion Highline

542 180

7.8

180 6.5

4/2.0T

162 350

D/7

PassaT

PRIce

l/100 co2 0-100

P/T

KW NM geaR

432 600

5.2 121 8.4

4/1.4T

110 250

D/7

1.8TSI Highline

482 900

5.8 130

7.9

4/1.8T

132 250

D/7

2.0TSI R-Line

518 600

6.2 143 6.7

4/2.0T

162 350

D/6

PRIce

l/100 co2 0-100

1.6 Conceptline

257 400

6.8 162 11.7

1.2TSI Trendline

297 700

5.1

317 600

P/T 4/1.6

117 10.7 4/1.2T

5.4 125 9.6

KW NM geaR 77

153

M/5

175

M/6

PRIce

l/100 co2 0-100

P/T

KW NM geaR

D4 AWD Momentum

545 106

5.7 149 8.9 5/2.4TD 140 420

A/6

T5 AWD Momentum

578 472

7.4

A/8

168 6.8

4/2.0T

180 350

Xc60 VeRDIcT | Still able to mix it with the segment leaders Xc60

1.4TSI Comfortline

PRIce

l/100 co2 0-100

P/T 4/2.0T

KW NM geaR

T5 Momentum

618 018

6.7

157

7.2

180 350

A/8

D4 Momentum

623 156

4.7

124

8.1 4/2.0TD 140 400

A/8

D5 AWD Momentum

691 106

5.7 149 8.2 5/2.4TD 162 440

A/6

T6 AWD Momentum

709 326

7.7

A/8

179 6.9 4/2.0ST 225 400

S90 VeRDIcT | Changes the executive sedan landscape

cc cc

VeRDIcT | Quality from the top-drawer

1.4TSI Trendline

l/100 co2 0-100

s90

VeRDIcT | Merc CLS on the cheap

JeTTa jeTTa

PRIce

VeRDIcT | Plays the executive like a pro

l/100 co2 0-100

V60 cRoSS couNTRy VeRDIcT | V60 gets CC treatment. yes, that’s now a thing

paSSaT

VeRDIcT | A practical wagon for all the folks caDDy

1.4TSI Trendline

163 6.0 4/2.0ST 225 400

PRIce

l/100 co2 0-100

P/T

KW NM geaR

1.8TSI

439 700

7.1

165 8.5

4/1.8T

118 250

D/7

2.0TSI

485 400

7.8

182

4/2.0T

155 280

D/6

2.0TDI

487 100

5.2 137 8.4 4/2.0TD 130 380

D/6

3.6 V6 4Motion

572 000

9.3 215 5.5

D/6

7.3

V6/3.6

4/1.4T

200

M/6

1.4TSI Comfortline

333 600

5.4 125 9.6

4/1.4T

200

M/6

KoMbI / calIFoRNIa / caRaVelle

1.4TSI Comfortline auto

349 600

5.2

119

9.6

4/1.4T

200

D/7

1.4TSI Highline auto

375 700

5.2

119

8.6

4/1.4T

110 250

D/7

VeRDIcT | Utterly contemporary rolling nostaligia

1.6TDI Comfortline

350 800

4.5

119 11.29 4/1.6TD

250

M/5

1.6TDI Comfortline auto

366 800

4.7

123 11.7 4/1.6TD

250

D/7

2.0TDI Highline auto

412 100

5.3 138 9.5 4/2.0TD 103 320

D/6

KoMBI / calIfoRNIa / caRavelle PRIce

l/100 co2 0-100

220 350

PRIce

l/100 co2 0-100

T5 Momentum

675 200

6.5 149 6.8

D4 Momentum

698 500

4.4

D5 AWD Momentum

777 700

T6 AWD Momentum

828 400

7.2

P/T 4/2.0T

KW NM geaR 187 350

A/8

116

8.2 4/2.0TD 140 400

A/8

4.8 127

7.0 4/2.0TD 173 480

A/8

165 5.9 4/2.0ST 235 400

A/8

Xc90 VeRDIcT | A mega SUV achievement Xc90

P/T

PRIce

l/100 co2 0-100

P/T

KW NM geaR

D4 Momentum

882 724

5.2 136 9.2 4/2.0TD 140 400

A/8

D5 AWD Momentum

944 606

5.7 149

A/8

T5 AWD Momentum

906 784

7.6

187 350

A/8

T6 AWD Momentum

947 624

8.0 186 6.5 4/2.0ST 235 400

A/8

Kombi 2.0TDI SWB Trendline

513 900

7.3

193 17.9 4/2.0TD

250

M/5

2.0TDI LWB Trendline

521 900

7.3

193 17.9 4/2.0TD

250

M/5

T8 TwinEngine AWD Momentum 1 095 600

2.1

7.8 4/2.0TD 173 480

176 8.2 49

4/2.0T

5.6 4/2.0STe 300 640e A/8

Top 10 The

Mod-con madness

Forget air scarves and Citroen’s tacky air fresheners, these weirdisms in car history reveal as much about the times as they do the perils of fashion. By Peter Frost

SUBARU BRAT

Scoobie’s little bakkie from the 1970s not only had the crappest name ever, but also automotive’s silliest idea (though the Platteland might disagree); fixed rear-facing seats in the load bed for the American models. Actually it was Subaru’s ‘clever’ way of getting round the infamous US tax on imported pick-ups (the chicken tax). Put seats in the bed and voila, not for carrying chickens or goods at all, only soonto-be dead children.

C4 CORVETTE

Complicated transmissions are always in vogue but Chevrolet took the biscuit back in 1984 when it introduced the C4 Corvette with its amazeballs 4+3 gearbox. Essentially it was a standard four-speed manual with automatic overdrives on all gears except first. It didn’t work of course, but no matter, nobody bought them, the manual C4 back then about as popular as an automatic McLaren today. Oh wait…

BMW 7 SERIES

Good idea, bad name – dig into the menus and the 7 Series offers the option of the driver taking control of the passenger seat operations. Great for chauffeurs needing to increase legroom at the back. Unfortunately the name – ‘Gentleman Function’ – suggests late night sojourns looking for love in all the wrong places.

MINI COOPER CONVERTIBLE

4 5

1964 FORD THUNDERBIRD

As post war America got fatter and fewer people actually fitted behind their (fixed) steering wheels, Ford’s genius solution was to introduce the swing away wheel that moved across to the passenger side as the door was opened. Only problem was a safety one – breaking the steering column in two turned out not to work so well in accidents, and Ford withdrew it before ‘The Skewer’ nickname could do any more damage.

1979 DATSUN 280ZX

Nissan won the Obsessive Compulsive Award for Minutia in the late ’70s with this little eccentricity; dual fuel gauges, one conventional and the other coming into play only when you hit reserve – it revealed in greater detail just how much kak you were in. Just fill up.

Right up there with BMW’s dodgy Gentleman Function is sister brand Mini’s Openometer, used on the Convertible. In case you’ve fried your brain or need to prove to your dermatologist that you’ve been staying out of the sun, the Openometer tells you how many hours you’ve had the top down. Masterful.

1939 PACKARD

Not so much the car as its innovation: air-conditioning. The company was the first to introduce the radical idea of cold air, with one teeny issue . . . it was always on, so drivers had to get out and disconnect a belt to turn it off. There was also only one temperature – Arctic.

1956 CHRYSLER DESOTO

1957 CADILLAC ELDORADO

FORD CONSUL CAPRI

Brilliant idea this by Goodyear – illuminated tyres. Sadly not a long-lived one as the bulbs in the thinner-than-standard translucent tyres inexplicably caused blowouts on even moderately bumpy roads. 130

TOPCAR.CO.ZA | December 2016

Back in the good ol’ days of a fag and a tipple anywhere, anytime, the 1957 Cadillac Eldorado Brougham offered drivers a splendidly convenient minibar in the glove box, handily situated for leaning across on those long, tedious cross-country hauls. Tot glasses and crystal decanters; death under the influence was a classy affair for Cadillac.

Think Apple Carplay is a new thing? Think again. Chrysler went into partnership with Columbia Records back in 1956 to install a record player called the Highway Hi-Fi that played only heavier-than-normal Columbia records (the weight not the genre) to prevent skipping. Success was limited, not only because of Columbia’s turgid playlist, but because conservative middle class drivers were battling emerging youth culture and the last thing they needed was Elvis along for the 9-to-5 run. tc

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